T.0.

1f-105D-1

USAFSERIES F-105D, F-105F & F-105G AIRCRAFT

Fl.igh~ l.VIan..-u.al.
FAIRCHILD HILLER
REPUBLIC AVIATION DIVISION

Publiihed Under Authority of the

Secretary of the Air force

Commanders are responsrblc for brmgmg thrs manual to the

attunuon of all Arr Force personnel cleared for operatoon of
subtect atrcraft.

tsA;:,tc 1\NU ALL CHANGES HAVE BEEN MERGED TO MAKE THIS A COMPLETE PUBLICA11Vt~.

Each transmrttal ol thrs document outsrde of the Department of Defen5P must helVe approval ol·the
Technrcal Order DostflbUUon Control Activity, Refer to T .O. 00·5·2.

30 JUNE 1969
Am FOR~%7 Apr 71-1000 REPRINT CHA.HGE 3- 9 SEPTEMBER 1970
T.O. 1 F '1050· 1

Reproduction for non-military use of the i nformation or illustrations contained in t his publication is not permiHed
without spec:ific approval of the issuing service, The policy for us e of Cla5sified Publications is establ ished for
the Air Force in AFR 205-1.

Technica l arden are normally distributed promptly after printing. Oate(s) shown on the t itle page (lower r ight} ore
for identification only. Th is is not o distribution dote. Processing time sometimes causes distribution to only appear
to have been delay e d.

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDt:D PAGES.

LIST OF EFFECTIVE PAGES NOTE: The portion of th~ test alfected by the ehangea Ia lndl·
cated by a ve rtical llne ln the outer m arlilln• o l the pace.
Ch~mge8 to itlu~t.rAtlona are Indicated by miniature
p olntlnil hand s . Ch omgee to wlrinr.t diOfP"ama are Indicated
by shaded areas .

Dote5 of issue for odginol and changed pages ore:

On~tinal 0 . .~0 .I un o9 Change 2 26 ;\l;tr 70
l h.t!lf-'t: I I '\ l>ct (,9 Chan!!e 3 9 S~p 70

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS !156 CONSISTING OF THE FOLLOWING:

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Cl lRRl"N"l Fl ICH r CRI·.W CHI"('KI..IST

TO 1~-10:\0- ICL-1 .1 0 June 1<l(l9 Changed I Octobc1 t<no

Upon recoipt of the second and subsequent changes to th is technical order, personnel respons ible for main·
toimng this publication in current status will oscertoin that all previous c h anges hove been received and
incorpora ted. Action should be taken promptly if the publicatio n is incomplete.

• The esteruk tndteatea page& chQnged, added, or deleted by the current <"hang ...

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED BY USAF ACTIVITIES

IN ACCORDANCE WITH T.O. 00- S- 2.
U~AF

Change 3
 T.O. I F-1 050-1

LIST OF EFF ECTIVE PAGES (Co nt)

Pa~c Ch~fll!,. I'Jj::.." < h;ongc pz,g~ ChdOj!i;"

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Change 3 8 /(C blank }

 T.O. 1 F-1050-1

TABLE OF CONTENTS

Section I DESCRIPTION 1-1

II NORMAL PROCEDURES 2-1
III EMERGENCY PROCEDURES 3-1
IV CREW DUTIES (Not Applicable)
v OPERATING LIMITATIONS 5-1
VI FLIGHT CHARACTERISTICS 6-1
VII ALL WEATHER OPERATION 7-1
A .p pendi.x. I PERFORMANCE DATA A-1
Appendix II PERFORMANCE DATA 8-1
Index AlPHABETICAL INDEX X-1
T.O. 1F-105D-1
THIS INFORMATION IS IMPORT ANTI
SCOPE.
Th1s manual contains the necessary information for
safe and efficient operation of the F-105D, F-105F
and F-1050. These instructions provide you with
a general knowledge of the aircraft, its character-
istics, and specific uormal, and emergency, operat-
ing precedures, Your flying experience is recogniz-
ed, and therefore, basic flight principles are avoided.
SOUND JUDGMENT.
This manual provides the best possible operating
instrudtons under most circumstances, but it is a
poor suhstitute for sound judgment. Multiple
emergencies, adverse weather, terrain, <'f.c. may
require modification of the procedures.
PERMISSIBLE OPERATIONS.
The Flighl l'v1anual takes a "positive approach" and
normally states only what you c<m do. Unusual op-
erations or configurations tsuch as asymmetrical
loading) are prohibited unless spedfieally covered
herein. Clearance must be obtained from the
FlighL Manual Manager before any qw~stionable
operation is atlempted which is not specifically
permitted in this manual.
rr Change No. 3
FOR
YOUR
SAFETY
Read Page i
HOW TO BE ASSURED OF HAVING LATEST DATA .
Refer to T.O. 0-1-1-4 and Status pages accompany·
ing each Safety and Operational Supplement. The
current status of all Flight Manuals, Supplemental
Flight Manuals, Safety Supplements, Operational
Supplements, and Checklists is listed ou the Status
pages. Their frequency of issue and brevity assures
accurate, up-to-date listing of thPse publications.
STANDARDjZATION AND ARRANGEMENT.
St.andardizatton assures that the scope and al.Tange·
ment of all Flight Manuals are identical. The man-
ual Is divided into seven fairly independent sections
to simplify reading it straight through or using il
as a reference manual.
OPERATIONAL SUPPLEMENTS.
Operational supplements are tssued as an expedi-
tious means of reflecting information when mission
essential operational deficiencies are involved.
SAFETY SUPPLEMENTS.
Information involving safeLy will be promptly for-
warded Lo you by Safety Supplements. Supple-
ments covering loss of life will get to you in 48

hours by TWX. and those con<·Prning serious dnm-
agf' to NJUipment within 10 days, by mail. Thn
title pagP of the Flight Manual and t.he title blol'k
of each SafPty Supplement. should also be cht'cked
to deterrntnC' thr pffecl they may have on existing
suppiC'ments. You mu!'t rPmam constantly awnre
of Lhe statu., of nil supplements current supph'-
ments must bf' <·omplied with but there is no pmnt
in restri<-Ling your operation by <'Omplying with a
repla<"C'd or rC'seinded supplc>nwnt.
CHECKLISTS.
The Fli~ht l\1anual contain~ only amplified l'hN·k-
lists. Abbrcviatl'd <"hecklists havt~ been issuPd as
separaU' l£'chrucal orders SI'C tlw back of tlw
titlf' pagP for 'T.O. number of ynur lat.cst dH'cldist.
Line items in t.lw Flight t\lamwl and checklist!> an'
identi1·al with respeet to arrangement and item
number. \Vh(•npver a Saf<>ty Supplement affects
the Ahbn'vlnlt'd l'heckli:-;t, wnlt' in the apphcabll'
change on the affe<"ted checklist page. As soon as
possible>. a n~>w checklist paW'· ineorporating tlw
suppl"nwnl will be isSLll'd Thi:-; will keep hand·
\vritl<.>n Pnlries of Saft>ty St1pplement information
m your t·heekli,;t to a m1nimurn.
HOW TO GET PERSONAL COPIES.
Eaeh flight c·rrw m<-•mbcr is <' tllitled to personal
copie~ of the Flight Manual. Saft•ty Supplement<>,
Operational Supplements. and Checklists. The
requin'd quantit.ics should b<> ordered befor(-' you
need them to assure their prompt receipt. Check
with your supply personnel it is their job to ful-
fill your Teehni(·al Order requests. Basically, you
must ordN t.he required quantit.i<~s on the Publica-
Lion Requirc'ments Table (T.O. 0-3-1 ). Technical
Orders 00-5-1 and 00-5-2 giv(• detailed information
for properly ordering t.hese public·at.ions. Mak<•
sur<' a system ts Pstabhshed at your base to del!wr
thesP publications to the flight. crews immediately
upon re<"eipt.
FLIGHT MANUAL AND CHECKLIST BINDERS.
Loose leaf binders and scdionalized tabs are avail-
able for us<· with your manual. These ar e obtained
through local purchase procedures and are listed in
the Federal Supply Schedule ( l"SC Group 7 5,
Office Supplies, Part 1). Bind0rs are also availab!P
for carrying your abbrevialed checklist. These
binders <'ontain plastic cnvE>lopes into which indivi-
dual checklt."t pages are inserted. They are available
in three eapaciLies and are obtained through normal
Air Force supply under the following stock .list
T.O. 1F-105D-1
numbers: 7510-766-4268, -4269, and -4270 for 15,
25, and 40 envelope bind~!rs respectively. Check
with your supply personnel for assistance in secur-
ing these items.
DEFINITION OF WORDS. "SHALL;· "WILL;'
"SHOULD," AND "MAY."
The words "shall" and "wtll" indicate a mandatory
requirement. The word "should" indicates a non-
mandatory desire or preferred method of aceom-
plishment. The word "may" indicates an accep-
table or :;uggest.ed means of accomplishment.
WARNINGS, CAUTIONS, AND NOTES.
The following definitions apply to "Warnings,"
"Cautions," and "Notes" found throughout the
manual.
I I
WARNING
Operating procedures, techniques, etc.,
which will r esult in personal injury or
loss of life if not carefully followed.
Operating procedurt>s, techniquE's. etc.,
which wil r<::sult m damage to equipment
if not carefully followed.
Note
An operating procc·dure, technique, etc.,
'' hich it is constdcrt?d essential to emphastze.
YOUR RESPONSIBiliTY-TO LET US KNOW.
Every effort is made to keep the Flight .Mamtal cur-
rent. Revit?w conferences with operating personnel
and a constant review of accident and flight test
reports assur e inclusion of the latest data in the
manual. However, we cannot correct an t?rror un-
less we know of its existence. In this regard, it is
essential that you do your part. Comments, cor-
rections , and questions rcga1·ding this manual or
any phase of the Flight Manual program are wel-
comed. AF Form 847 will be used for recommend-
ing changes to the Flight Manual in accordance
with instructions in AFR 60-9 and 'T.O. 00-5-1.
These will be forwarded through Command Head-
quarters to SMAMA, McClellan AFB, California,
ATTN: MMSTA. AF Forms 847 arP routed to I
SMNS'l' A for control purposes only. Technical
content of the Flight Manual is the responsibility
of the Flight l\·1anua1 Manager (S!\INEAll) and all
comments and questions transmitted by means
other than the AF Form 847 will be subnult<•d
directly to the Flight ~lanual Manager, S~l AT\ IA,
McClellan AFB, California, ATTN: Z..I:i\lEJ\H. I
Change No. 3 iii
T.O. 1F-105D-1
TCTO IDENTIFICATION

·1he 1\>llmving T~:..:hni....al Onh:r:. al'fl:..:t operating prul:~tlur~: .... OP LRAII N(, PERSOf\N I I 1\1 UST i;F
AWARE OJ- TIII' I R STATUS. 1cLlllllcal OrJa~ \.\hi,.:h ha\c no affect un op~ration' or \\hit:h uri.! obviou~
to th.: pilot arc not mdtt(kd.

'1CTO to be
..:ompl 1cd with
S) ... ~~.:m or T eclm ica I 011 the fo llowing
Pron·dtllY Orda lk~cnption ;.llrt;rall;

AlL I F-105-1133 Modification and R ~..-~.h:~signa t iOil ol'

F-l 05 F Ai 1\.:r~1 l'l to F-l OSC Con -
figuraliun

('0~1\1 I 1-'-1 OS-I OJ(, S..·,:un.: Voil.'l C.qx1bility. r-l05D F 021 :til
Ain:raft "IE *[G)
('();<vl ~1

*~
I F-105-1079 l n<> t <~ll
QRC-37 3 1-.CM Capab dity all
F- 1OS D/ 1- 1\ m:ra rt "' [Q]
( 0\J\1 11·-105-1143 Rl'moval ul lhl· SST-1~1 X Swi tching ill1 all
A:....;.:mbly. I·- IOSD, F 1(; Air~.r:.tlt •'[] *[D
( O~IM I f·-l 05 D-h80 l lbla!! lncn.:a:-.~.·d l RHAWI ( apahility IQ] all
F- J 05 0 Ain:r;1t t

11·- 105D-6H(> [W To be
e"tablishl'd
( 0\1\1 II -I 05 0-69 2 mJ <.~II

IF IOSD-703 111!-.tall AN//\RN-02 avigut. 1n11 Sy~k·m lliJ all

in F-1 05D Airt:r:.J ft (T-Sti ck It I

C0!\1\I l l--105f-522 ln.;, tall Improved Wild Wea"cl I I I ill '''fm

Capabilit ~. 1·- 1OS Airnatt

co~·nt I F- I OSF-547 l n~tal! A( ; M-7~13 CMO D 1 l STD ARM *I£] *(g)

I F-1OSF-5-P F Cii pi.lbility. F- 105 F WW Ill
I F- 105 F-547G A ircraf t

COM~I I F-1 05F-54H lns l:.tll 14 ( hanncl Vide,) Ti.lpt•

Rl·conkr 1-- 105 . WW II S fl)
AR~ I <~IOD I J Aircraft

COM M I F-IOSF-559 l m.t all l lllplov~.·d S IIRIK F Mi:-.,ill'·

Variable Al1d in ControL F- 105 F
Aircra ft

~' Rdt·rcncc T.O. 11--1 OS-1133

iv Change No. 3
 T.O. 1F·105D-1

TCTO IDI.!\1 rii!CATIOJ (Conti

TCTO tn hl·
co mpliL·d \Vilil
Sy'item or r~.·chn i ~·al on thl· I olhl \\ Ill!!
P ro~cdur~ Onkr De-.niplion ;un:ra It

Ell C I I ·- I 05-9')5 *ITIJ *[]

U IC ! F- I OSD-1 OHO ln:-.t alla tion oJ t\nti-Cn lli-;ion *[}] al l
I f· I 05 D-1 OBUC' L1ghh *W "[!]
'W all
~
I 1·- 105- l 03H Force I kployl:d Pa radlll tl' .ill
I F-1 05 - l 04 7 Seat rctan.h1t10il 'iY\klll ,Ill IIJ all
I F-1 05-1 OXJ Ltmb Rt·~tra111rng S) ~~~-·m :dl OJ <ill

I
1-· SC,\PI IF- I OS-I I 29 Replacement ~~1 h>r~.·c- Ocpl oy\.·J
Ha.:I.. -St.> k P.:r·mnn1.l P,mtrh11tc.
P/ ~ 50C70.24-22 .
F-1 05 B '1> I Aircraft and Mrs
ESCAPl:. !F- I OSF-5~1 2 [[] all
--------------------------------------------------------------------
l· IRI COi';r 1 F-1 05 -992 l111prov..: ANtASC-19 <.un ' B•mlb
Sight F- 105)) / F Aircraft

nRt co~ r I F-1 05-1 050 lthtall.illon ol Alltomatlc R ~· turn to

Gun-. Air to Air . F-105D/F AirnaJ1
and \Irs

J I Rl CON T I F- 105-l 074 ln stall.~ ti on

ol Cockl'll S~:kdahk
Hl -l ()Drag 13omb Swirch. 1·- l 0'\l) l f
Aircraft allll i\ITS

f I Rl · CO~T I F- 1050-7 02 ·1-Srkl.. II Modlltotio n . F-1 0-t)J WJ all

AiiLI aft

Fl Rt · L\T SYS ill] all [£] :Ill

I-ll·. I l l-·1 05-{}9 7( F-1051) Rt!wlr\ Pm!!,r.tm

~
l F- I 05-l 044 Corn:I.."1HH1 o t l ul'l sy-.km wmng all
J r - 105-1 OSH 111:-.l;lll loam m '>L' II--;c<tllllg ful.'l cdls all
I f·-1 05- 1059 l nst<tll 'idf Si.'dllllg fud l."l'lls ,Ill
I F- l OS- 10(1 I R~.·visL·d fu el :.-y-;t\: rn all

FUll. IF-105-1147 Dl'aCtl\al<..· Fud LL·al.. Lkkdo• Systl.'m

J"- 1OS D/F/G Air.:rall and MTS I
HYO S't"S TL(\f IF-105-1045 l:mcrg.L' tH:y hydrauliL ~j:-.tr m
- I 041) hn crg~-:11<.:y lligh1 control sy srem

* Rden.•nct' T.O. l F-1 05- 1 133

Change No. 3 v
T.O. 1 F-1050·1

TCTO IDENTIFICATION (Conl)

l'CTO tn hl'
L'l>lllplkd with
Sy . . tnn or T~.·..:hnka l on th1. h>ll~lWlllV
Pro~·..: dun.' On.kr fkscription aircrai't:

STRUCTURAL 11·-105- 1144 Repair of Inboard Wing Pylo11 Attach

Fitting. P/N 5 7W.210505.
F-l 05BID/F/C AirL"rafl

STRUCTURAL I F-1 OSF-537 'vfodifi..:at tnn ol Blmd H ying llood

* Rl.'h'n:ncc T .O. If -I 05-1 133

FLIGHT MANUAL AND SUPPLEMENT STATUS

Suppkllll.'llh tndud . :d 111 llh' ~·ltght ~l anua! arc lr ... kd bduw Supplctnl.'tlh which ar~.· ,tJII ouhtallding
me ltst..:d 011 ';tatth P.tg~~ ol ..:unenl ~all.'l) anJ Opl.'rallon.tl Supplement\. If yllll .tr{~ m .... ..,mg .t 'll f'pk
n11:nl not indudcd 111 tl.ll' Fltgh t 1\'i<mual. sec your Publr c:l1 i• •ns l>tstnbulion Office r and gd y~Hit ..:opy.
T.<) 0- I -1--l ,Jwuld b1.' ~.·hl.'d-..cd p..:ttndi ...ally l•) nwl...e sur.. you h<.tVI.' the: lak'\1 . . uppkntL'I1h and hJ:-.i..: m.ltlual.

CL RRI· '\T I Ll(illl \I ANl ' Al DATl· Cli\,CI'D

T.O l£·-1051>-1 3() j Ulll.: I[}()<) 9S~p 1970

CLRRF:\T I L!(,Jll CRI-.\V CHI (~LIST

I .O.lF-IUSD-1< 1 I 3(J Jum• I 969 l(kt19 /()

SAl FTY SUPPLF\H-~TS INCLUDED IN TlllS CIIAN<;L

Dale: Short Tttk

l J\1.' uf Sight ln1cthtt)' Knob 2-18

tT.O . I f-l0 5-W)2J

01'!·RATIO"lAL SUPPI! \1rr\TS INCLUDI ·D IN J IllS ( llA'\1(;1

Number Short Tttk

-11 7 I 3 ;\ug (lt~ Bli nd H y111g Hood ( r.O. IF-

l 05F-537)

-I o9 7 Apr 70 ln,ta ll:.trion ot Antr l ·ol! i-.;r on 1-1 1. 1-1 2 I -48.

Ltghts on F-l 05 () Atrnaft 1-210. I ~ lOA
n.o. 11--1 os-1 o~-:on

vi Change No.3
 T.0.1F-105D-1

OPERATIONAL SUPPLEMENTS INCLUDED lN THIS CHANGE (Cont)

Number D<tte Short Title F/M Pages Aff~cll!d

-171 I Nov 69 Missile Audio Control 1-10, 1-1 ~6

Cf.O. lF-lOSF-559)

-183 2 Dec 69 TI1rust Decay System I -22

-185 14 Nov 69 Nose Wheel Strcring System 1-86

-187 29 Dec 69 Flight Limits for SUU-21 /A 5-22

-190 26 Jan 70 Flight Lim1ts for BLU-31 B

with FMU-30/B Fuse

-193 3 Apr 70 Flight Limits for ( BU-24, -29 5-17

49. -53, and -54 Series Al-14, Al-15
St(.)l'CS Bl-14, Bl-15

-196 6 Apr 70 Flight Limtls for AGM-78A/.B 5-14

Misstle with LAU-78 and
LAU-80 Launchers

-197 27 Apr 70 Flight Limits for SUU-20 Practice 5-30

Bomb and Rocket Dispenser Al-13

-198 27 Jan 70 Cockpit Changes Due to Rev1sed 1-1 I

AGM-788 Missile System
(T.O. I F-1 05F-547F, -547G)

-203 23 Jul 70 Arresting Hook/Barrier Limits 3-5

Change 3 viA/(viB bla nk )


GLOSSARY
Acquisition - The pwcess that occurs between the
location of t he target in the search phase and the
final alignment of the tracking equipment on the
target.
ADI -Attitude Director Indicator.
ADL -Armament Datum Line - Boresight line
for both electrical and mechanical equipment.
Horizontally depressed from fuselage reference
line 26.14 mils (1° 28'12").
AFCS - Automatic Flight Control System.
AGL - Above Ground Level - Aircraft absolute
altitude.
Altitude Hole -Area of no return in lower portion
of radar scope presentation. Represent-s distance
(altitude) from the radar transmitter to the earth's
surface.
Altitude Set - R-14 control for delaying start of
radar range sweep to compensate for time re-
quired for radar energy to travel to nearest re-
flecting surface and return.
AMI -Airspeed Mach Indicator.
Angle Track -The act of au tom atic positioning
of the radar antenna so as to maintain an airborne
target, to which the radar set has " locked-on,"
along the centerline of the radiation pattern.
Antenna Tilt -A control for manually establishing
the f_;canning level of the radar antenna with respect
to the local horizontal.
AR - Air Refueling.
Attenuation, Atmospheric- Loss of radar energy in
both the transmitted and reflected portions due
to atmospheric absorption.
T.O. 1 F-1050-1
Attenuation, Range - Loss of radar energy due to
angular spread of the broadcast beam and to the
omnidirectional spread of reflected radar energy
from randomly oriented surfaces.
ATM - Air Turbine Motor.
AVVI Altitude Vertical Velocity Indicator.
Azimuth Cursor - An electromcally generated line
on the radar scope for the purpose of indicating
ground track.
Azimuth Error - That signal in the radar azimuth
reception channel t hat, when interrogated with
respect to phase and amplitude, provides a mea-
sure of the horizontal angle off the radiation
pattern (antenna) centerline of the reflecting sur-
face (target) that is producing the signal.
Beam Width - Width of the sector of effective radi-
ation (or effective pick-up) of a radar antenna.
Measured in degrees between the direction left of
the radiation pattern centerline where the radar
energy is half the strength of energy along the
centerline to the corresponding direction right of
centerline.
Distortion of radar retums in
Beam Width Error -
the azimuth dimension due to angular spread of
the beam.
Beam Width Occupancy - Percent of radar beam m
the azimuth dimension that is subtended by a
reflecLing surface.
Bezel Brilliance - A control for varying the intensity
of illumination glVen the marks ~md numerals
etched in the plastic screen in front of the radar
scope face.
SIP - Blind Identification Point.
vii
T.O. 1F-105D-1
Bore Sight Line -See ADL.
BTIP -Blind Target Identification Point.
CADC -C-entral Air Data Computer.
Cardinal Effect -Elongation and intensification of
radar returns due to multiple reflection from a
line of buildings which simultaneously present a
surface perpendicular to the radar beam. Due to
the cardinal point layout of many cultural features
(city streets, section lines, country roads, etc.) tbis
effed is usually noticed as the radar antenna sweeps
through a c.ardina.l bearing over areas of cultural
development.
Cathode Ray Tube (CRT) - A vacuum tube in which
the electrons emitted from the cathode are focused
on a fluorescent coating at t.he opposite end of the
tube causing a VlSible glow at the point which they
strike. See Radar Direct Flight indicator.
CIN -Communication-Identification-Navigation.
Clearance Plane - An imaginary plane in space, es-
tablished by a computer associated with the radar
set, and oriented either parallel to the local earth
horizontal or parallel to the aircraft flight path.
The radar set discriminates against rei1ections from
objects below this plane and portrays on the scope
only those illuminated surfaces that protrude above
the clearance plane.
Clutter Eliminator - A radar control that. when
turned on, causes the radar set to discriminate
against massive reiu.rns so that only the leading
edge of these returns are portrayed on the scope.
{Effective in Search and Attack mode only.)
Cursor Brilliance -A radar control for varying the
intensity of the azimuth cursor and artificial hori-
zon independently of other scope signals.
CVOA - Contbuously Variable Depression Angle.
CVMAS - Continuously Variable Mechanical Advan-
tage Shifter.
C/W -Time Compliance Technical Order complied
with.
viii
Elevation Error - The signal in the radar elevation
reception channel which, when interrogated with
respect to phase and amplitude, provides a measure
of the vertical angle-off radiation pattern (antenna)
centerline of the reflecting surface (target.) that is
producing tbe s1gnal.
Elliptical Scan- The pattern described by the radar
radiation in blind acquisition mode in which the .
centerline of the antenna moves in a rectangular
pattern 10 degrees in azimuth and 4 degrees in
elevation.
EPR -Engine Pressure Ratio.
Fail-Safe Gate - An electronically generated radar
scope signal portrayed as a bright arc concentric to
the sweep origin (vertex) in terrain avoidance mode.
Its presence as a solid arc indicates that the radar
transmitter, .receiver and terrain avoidance com·
puter are all working properly. As a dashed line it
indicates malfunction of the transmitter and when
absent indicates malfunction of the receiver or the
terrain avoidance computer.
Flight Path - The line or plane that describes the
longitudinal motion of the aircraft and usually ex·
pressed in terms of the angle which this line or
plane makes with the long1tudina.l a:ds of Lhe air·
craft. (Aircraft attitude mmus angle of attack.)
Glitter- Momentary non-persistent appearance or
intensification of radar returns from objects that
are otherwise of low radar significance due to
their momentarily presenting a surface exactly
perpendicular to the radar beam.
Great Circle Course - The intended horizontal direc-
tion of travel that describes the shortest distance
between two points on t.he face of the earth. It is
an arc of the earth's crrcumference, the plane of
which passes through t..he <.'enter of the earth. Ex-
amples of great circles are the equator and all lines
of longitude.
Gross Altitude - Aircraft altitude above sea level.
The gross altitude seale limits extend beyond the
aircraft altitude capability
Ground Range -The horizontal distance from the
point directly below the aircraft to the target.

Horizon Bars - Electronically generated artificial
horizon portrayed as a radar scope feature.
HSI -Horizontal Situation Indicator.
IFIS -Integrated Flight Instrument System.
Inherent Errors -Three physical characteristics of
a radar set (beam width error, pulse length error
and spot size error) that makes it impossible to
portray radar returns on an exact scale with the
reflecting objects.
Intensity -A radar control for varying the bright-
ness of all electronically produced radar scope
features by varying the acceleration given the
electron beam.
lme of Sight ·- Description of the path taken by
radar energy, i.e .. a straight line from the radar
antenna to the .reflecting surface and back. Objects
not in the line of sight whether beyond the horizon
or hidden by an intervening object cannot be
detected by the radar.
MAC - Mean Aerodynamic Chord.
Memory -- A radar control for varying the length
of time that images persist nn the scope. Accomp-
lished by varying the rate at which negative elec-
tri('al pulses are sent through the memory screen
to eliminate lhe dectrostatic "holes" caused by
penetration of electrons from the write gun thus
stopping further flow of electrons through those
holes from the flood gun.
MER -Multiple Ejector Rack.
MIL -An angular measurement which subtends
1 foot at 1000 feet (17 78 mils in 1 degree).
Monopulse Resolution Improvement {MAt) - The ap-
parent reduction of beam w1dth ~rror of radar
images accomplished by subtrading azimuth error
s1gnals from signal profiles m the range reception
channel.
N/C!W - Time Compliance Technical Order not
complit>d with .
Non-Reflecting Target -An area t hat reflects no
radar energy back to the anLetma either because
all the energy is absorbed or because the area 11as
no surface perpendicular to the radar beam
T.O. 1F-1050-1
consequently reflecting all the energy away from
the antenna.
One-Bar Scan - Radar antenna searchmg pattem in
which the right-to-left motion of the antenna 1s at
the same level with respect to the horizontal plane
of the aircraft as Is the left-to-right motion .
Parabolic Reflector - A dish-shaped reflecting sur-
face that is a paraboloid of revolution. Such a
surface. when struck by beams parallel to the axis
of revolution will reflect m parallel beams. aU
energy emanating from the focus.
Pencil Beam -A t.ightly focused radar beam. In the
R-14, pencil beam refers to a conically shaped beam
Y<ith a spre..'ld of 3.6° in azimuth and 6.2" in eleva-
tion.
Plan Position Indicator {PPI) - A type of radar pre-
sentation in which the illuminated area b depicted
in maplike perspective with the posit10n of the air-
craft being represemed by the center of sweep
rotation (the apex of a sector when the radar
antenna scans IE'ss than 180°).
Pointer System A procedure used in radar scope
mterpretation m which n difflc.:ult target is located
by projecting through easily identifted rt>turns, two
or more imaginary lines, which meet at or nenr the
location of the target in que:;tion.
Pulse length - The transm1ssion time of a radar set
expressed in microseconds or the distance 1n feet
that the leading edge of the transmltted pul::e
travels in space before the transnnssion is cut off.
Pulse length Error {PLE) The distortion of radar
returns in the range dimension due lo the differ-
ence in time for the leading edge of the radar
pulse to be reDectf'd from an object and for the
trailing edge to be reflected.
Pulse Recurrence Frequency (PR F) - The number of
times per second that 3 radar set transmits.
Radar Acquisition- That phase of an airborne radar
interception in which the operator prepares to
"loek-on" a target. identified on Uw xadar scope.
Initiated by depressing the action/rPject button
on the throttle to reduce the seart'hing of the
antenna to a small area about the target while
manually ranging the range cursor by rotation of
the throttle grip.
IX
T.O. 1F·105D-1
Radar BCimbing - Releasing a bomb at a target iden-
tified on the radar scope without the aid of visual
observation of the target.
Radar Direct Flight Indicator- A complete viewing
installation which includes a cathode ray tub€,
mow1t, enclosure, bezel, lights, indicators, controls
and wiring connections for display of radar in-
telligence. Often includes a memory device to
provide for retention of the displayed information
and to improve readability in daylight. Also called
a radar scope.
Radar Mile - A unit of time (12.4 microseconds)
that is required for a pulse of radar energy to be
transmitt-ed one nautical mile and be reflected
back to the receiver.
Radar Return Persistency - The ability of the radar
return to remain visible and identifiable at various
ranges.
Radar Shadow --The area of no return, on the radar
scope, from the region into which radar energy
cannot penetrate because of the line of sight
characteristics of the radar beam.
Radar Significant Area - An area that has the capa-
bility to provide a bright, persistent and easily
identifiable radar scope display.
Radar Silence - The period of time when the radar
transmitter is in standby position and not trans-
mitting.
Radar Target - The radar return that has been desig·
natcd as the objective of the mission.
Radar Target Intelligence -Evaluated information
which facilitates the neutralizing of selected targets
through the employment of airbome radar for
navigation, reconnaissance and bombardment.
Radiation Pattern -A description of the distribution
of energy in t.he radar beam. Also the physical
limits of the beam (from half power point to half
!10wer point) expressed in degrees of elevation
(vertical spread) and azimuth (horizontal spread).
Also the physkallimits of the volume of space
swept over by the radar beam during one cycle of
antenna rotation (expressed in degrees of elevation
and azimuth).
Range Cursor - An internal electronic radar signal
recurringly generated at some specific time after
X
each radar pulse transmission appeanng on the
scope as a soHd arc representing a specific slant
range.
Range Rate Circle - An electronic, internally gene-
rated radar signal presented on the scope in the
form of a bright circle approximately 3 inches
in diameter and having a gap or break in the circle
about 3/8-inch long. The location of this gap,
which may appear anywhere between the 1030
o'clock position clockwise to the 6 o'clock posi-
tion, represents the rate of closure or rate of sep-
aration between the aircraft and in airborne target
to which the radar is "locked.''
Range Scale -- Referring to one of the three range
preS(')' ttations available with the R-14 radar. The
R-14. scope has a usable diameter of 3.76 inches
on which may be portrayed 80 miles range, 40
miles range or 13.3 miles range.
Range Sweep - The motion of the electron beam in
a cathode ray tube that permits target blip-s and
range cursors to be distributed across the face of
the t.ube i.n proportion to their slant ranges. At any
given instant the distance of the electron beam from
the zero reference point on the scope is propor-
tional to the round trip distance that the last pulse
of transmitted energy has been able to travel.
RAT - Ram Air Turbine.
Receiver Gain - A radar control for varying the
amount of amplification given returned signals.
Resolution - The ability of a radar set to show
separation between adjacent reflecting targets.
RIP - Radar Identification Point.
Signal Potential - The ability of an area to reflect
radar energy.
Signal Strength - Level or size of the return on the
radar scope.
Slant Range -Line of sight distance from aircrait
to target.
Spoiled Beam -In the R-14 radar a mode of opera-
tion in which the radar energy is broadcast in a
beam which is 3.6° in azimuth and approximately
55° in elevation.
 T.O. 1F-1050-1

Spoiler - A movable section of the radar antenna
reflector whkh may be used to spoil (spread) the
broadcast energy to give the optimum distributio1
of that energy to achieve a desired scope presen-
tation of the area illuminated.
Spot Size - The physical dmmcter of the electron
spot that ' 'paints'' the picture on the face of the
radar scope.
Spot Size Error - The distortion of a radar return
caused by the size of the electron spot on the
face of Lh<' radar scope.
Sweep Delay - A circuit in radar which controls
the starting Lime of the range sweep motion of
the electron beam in the indicator (CRT). In the
R-14 this circuit is controlled by the altitude set
knob and is used to eliminate that portion of
slant range that represents the absolute altitude
of the aircraft. This circuit also distorts the rate
of movement or the electron beam so that target
images are displayed on the scope in proportion
to their ground ranges.
TBC -Toss Bomb Computer.
Time Sharing -A circuit in the R-14 radar for pro-
portioning t.he time of application of the variou.s
pieces of intelligence that must be portrayed
electronically on the radar scope in such a way
that the presentation appears continuous to tht~
operator.
respect to the longitudinal axis of the aircraft) than
on the right-to-left sweep. The 6.2° vertical spread
of the radar beam results in a 2.2° overlap of the
two sweeps.
VAl - Variable Air Inlet.
Video- Jn radar a term referring to target intelli-
genee that has been processed by the reeeiver and
is in a form suitable for application to the radar
scope.
Video Pedestal - An R-14 radar control which varies
the amplification characteristics of the indicator
circuit which is responsible for the presentation of
target images and the range cursor.
VIP - Visual identification Point.
Visual Acquisition - A sub-mode of the Search and
Attack primary mode of operation of the R-14
radar. This sub-mode is initiated by depressing the
action/reject button on top of the throtLle. This
action cages the radar antenna to the aircraft
boresighl line and prepares Lhe radar tracking
circuits for automatic lock on any target within
the radar beam and between certain specified
ranges.
VTIP - Visual Target Identification Point.
AlP - Delta ldentification Point.

Total Azimuth Error (TAEJ - A combination of spot

size error and beam width error as applied in
azimuth to the reflecting object.

Total Range Error (TRE) - A combination of spot

size error and pulse length error as applie-d in
range to the reflecting object.

True Horizontal -At any given location on the

surface of the earth it is any plane which is
perpendicular to a line through that location
and through the center of the earth. It is the zero
reference plane from which attitude angles are
measured.

Two-Bar Scan - Describing the motion of the

antenna of the R-14 radar in Search and Attack
mode of operation. The antenna sweeps 90° in
azimuth but m sweeping left to right it sweeps
four degrees higher in elevation (measured with

xi
T.O. 1F- 105D-1

1
0
5 ALL WEATHER
FIGHTER-BOMBER

and TRAINER

xii
 T.O. 1F-1050-1

DESCRIPTION

TABLE OF CONT ENTS

GENERAL ARRANGEMENT . 1-2

The Aircraft 1-13 Fire Control System . 1-103

Engine 'l-14 Communications and Associated
Aherburner 1-26 Electronic Equipment 1-121
Oil Supply System 1-27 All Attitude Gyro System 1-136
Fuel Supply System . 1·28 Navigation Equipment . 1-136
Air Refueling System 1-43 Standby Instruments 1-141
Electncal Power Supply System . 1-50 Integrated Flight Instrument
Air Turbine Motor (ATM) . 1-56 System 1-142
Hydraulic Power Supply System . 1-58 Emergency Equipment . 1-1n
Flight Control System 1-59 Escape System 1-186
Wing Flap System 1-78 Heating, Pressurization and
Speed Brake System . 1·79 Refrigeration System 1-201
Landing Gear System 1-80 Defrosting, Defogging and Rain
Nose Wheel Steering System 1-85 Removal Systems . 1-207
Wheel Brake System . 1-86 Anti-Icing and Deicmg Systems 1-209
Arresting Hook 1-89 lighting Equipment . 1-209
Drag Chute System 1-89 Oxygen System 1-213
Automatic Flight Control System 1-90 Miscellaneous Equipment 1·219

1-1
...
N
GENERAL ARRANGEMENT GROUND SERVICE UNITS- SEE FIGURE 1-78
ANTENNA LOCATIONS- SEE FIGURE 1-41.
~
p
.,...
....0
I

CJ1
0
1. Ammunition Drum 13. Water Tank 25. Bomb Bay Tank ....
I

1,. Air Refueling Receptacle & Probe 14. Position Lights (3) 26. Aux Electronic Compt
3. ATM (Air Turbine Motor) 15. Rudder 27. External Electrical Power Receptacle
4. Optical Sight 16. Drag Chute Compt 28. Left Electronic Compt
5. Ejection Seat 17. Speed Brakes 29. Landing Light IQ1 Taxi Light
6. I£J ONLY Rear Ejection Seal 18. Stabilizer 30. Battery
7. Forward Fuel Tank 19. Arresting Hook 31. M-61 Gun
8. Main Fuel Tank 20. Aileron 32. Liquid Oxygen Converter
9. LE Flap 21. Wing Pylon Tank 33. Fwd Electronic Compt
10. TE Flap 22". Spoilers 34. Pitot Boom
11. Aft Fuel Tank 23. Taxi Light fQI Landing light
12. Engine 24. Centerline Pylon Tank .,; 14

,
<Cj·
.Jo-----15
c: 2 3 4 5 6 7 8 11
~ ---16

-
";"

31 29 28 27 26 25 24 23 21

) ) )
)
 ENGINE ~-?s )

AFTERBURNER
LOW PRESSURE HIGH PRESSURE COMBUSTiON
COMPRESSOR COMPRESSOR COMBUSTiON
CHAMBER TURBINES CHAMBER

)l
~·
~
lb

;:;

....
w

,""f
p
....
....7'
§
....
I
T.O. lf- 1050- 1

MAIN INSTRUMENT PANEL [£] & [QJ

TYPICAL

18

All cau tion. warning and indicator lights

are presented in d etail in Figure 1-60.
All armament controls a re presented in
Section I.
1. AMI (Airspeed Mach Indicator)
2. ADI (Attitude Director Indicator) 1. Master Caution Ught
2a. ~tabilizer Lock Ught [1045] C/W 8. Ground Speed and Drift Angle Indicator
3. Engine Overheat and Fire Warning Ughts 9. Tachometer
3a. Fire Extinguishing Manual Discharge Switch (1060) and [10600) C/ W 1D. Pressure Ratio Gage
4. HSI (Horizontal Situation Indicator) 11. Oil Pressure Gage
5. AWl (Altitude-Vertical Velocity Indicator)
&. Bail-Out light ( lFl only)

Figure 1-3 (Sheet 1 of 2)

1·4

27
12. Exhaust Gas Temperature Gage
13. Fuel Flow Indicator
14. Hydraulic Pressure Gage (PRI One)
15. Hydraulic Pressure Gage (PRI Two)
16. Hydraulic Pressure Gage (Utility)
11. Emergency Brake Handle
18. Fuel Quantity Selector Switch
19. Fuel Quantity Test Button
20. Fuel Quantity Indicator
21. Antenna Tilt Indicator
21a. Auxiliary Special Weapon Release Handle
22. Radar Mode Indicator Lights
23. Radar Scope
T.O. 1F-1050- 1
~0
11
L-----15
- - - -- 16
24 23
24. Steering Bar (Needle) Switch
24a. Air Refuel Handle
25. Clearance Plane Indicator
26. Armament Control Panel
27. Instrument Selector Switch
28. Clock
29. Standby Attitude Indicator
30. Standby Airspeed indicator
31. Standby Altimeter
32. Remote Channel Indicator
33. Vertical Gyro Fast Erection Button
Figure 1·3 (Sheet 2 of 2)
1-5
T.O. 1F- 105D- 1

SPECIAL WEAPONS
ce»:.11.i:re»I s

" ORANGE CRATE" CONFIGURATION

Figure 1·4
1-6
 T .O. 1F-1050- 1

AUXILIARY INSTRUMENT PANELS

4ijijtltJt
DRAG CHUTE HANDLE
LEFT All caution, warning and indicator lights
are presented in detail in Figure 1-26.

AIR REFUELING LIGHTS AND RESET BUTTON

LANDING &!AX I LANDING GEAR HANDLE

LIGHT SWITCH

LANDING GEAR DOWNLOCK OVERRIDE SWITCH

ANTI SKID SWITCH

ARRESTING
HOOK SWITCH
RIGHT
JETTISON EXTERNAL
STORES BUTTON

LANDING GEAR
POSITION INDICATOR VIDEO PEDESTAL KNOB
LIGHTS

GEAR WARNING rrJAC AND DC ELECTRIC

LIGHT AND BEEPER ~ POWER CONTROL
TEST SWITCH PANEL
EMERGENCY LANDING
GEAR EXTENSION HANDLE

Figure 1-5 (Sheet 1 of 2)

Change 2 1·7
T.O. 1F-105D-1

LEFT
ARRESTING LANDING GEAR HANDLE
HOOK SWITCH

RIGHT

LANDING GEAR
POSITION INDICATOR
LIGHTS

CAUTION LIGHTS
TEST BUTTON
(INOPERATIVE)

Figure 1-5 (Sheet 2 of 2)

1-8
 T.O. 1F-105D- 1

LEFT CONSOLE ••1AR;''

2 2a 3 4 5 6 7 8 9

18a 18
SIGHT CAM ERA
DEPRESS CONTROL
(1018] c/w

1. Auxiliary Canopy Jettison Handle

2. Circuit Breaker Panel 7. Throttle Quadrant
2a. Alternate Engine Fuel Feed Switch [1061] C/ W 8. Emergency Fuel System Switch
3. Canopy Lock Lever 9. Flap Position Indicator
4. Fuel System Control Panel 10. Air Start Button
5. Flight Control Panel 11. Water Injection Switch
6. Interior Canopy Control Switch 12. Bail-Out Light Switch ( IEl Only)

Figure 1-6 (Sheet 1 of 2)

1-9
T .O. 1F- 1050-1

20 19 18 16 15 14

13. Toss Bomb Computer Controls 19. Anti·G Suit Valve Test Button
14. Radar, R-14, Control Panel 20. Pilot's Relief Container
15. Command Radio, AN/ ARC-70, Control Panel 21. Special Weapons Circuit Breaker Panel
16. AFCS Control Panel 22. [E) Missile Audio Control
17. Temperature Control Panel NOTE
18. lnterphone, AN/ AIC-20, Control Panel (E) ONLY, items 20 and 21 are intercha nged.
18a. Cockpit Utility light [f) [890] C/ W

Figure 1-6 (Sheet 2 of 2)

1-10 Change No.3
 T.O. 1 F- 1050 -1

RIGHT TYPICAL [Q] [0-702 N/C/W]

13 14 15

24 17
26 [955) N/ C/ W

1. Inboard MER Jettison Switch [Q]and [E) [F-540) 9a. ECM Destruct System Arm Switch [EJ [ F-547F)
[ F-547F) or [F-547G ] N/C!W or [ F-547G] C/W
ECM Destruct System Arm Switch [E) [ F-540) C/W, 10. CVDA Knob
[ F-547F) or [ F-547G ] N/ C/W 11. CADC Self Test Switch
AGM-78B Emergency Firing Switch IE [F-547F] 11a. Emergency Pitch and Roll Control Switches [1045]
or [ F-547G) C/W. C!W
2. Pylon Jettison Buttons 12. Timer Control
3. ATM Sw itch 12a. AGM-12B Transmitter Test Panel
4. Cartridge Start Button 13. Exterior Lights Control Panel
4a. Main Airline Shutoff Valve Switch 14. Interior Ligh ts Control Panel
4b. Liquid Oxygen Ouanity Gage 14a. Anti Coli ision Lights Panel [ 1080] [ 1080C) C/W
4c. Main Hot Air Line Overheat Light 15. Flight Status Safety Pin Pouch
5. Range Wind Panel 16. Circuit Breaker Panel(s)
Sa. Battery High Charge and High Voltage Caution Lights 17. Map Case
[ 955) C/ W 18. Plotting Board
6. DC and AC Electric Power Control Panel [Q] ONLY 19. Cockpit Uti lity Light all [Q] and !B [ 890] N/C/W
7. Bomb Bay Door Auxiliary Handle 19a. ECM Control Panel [ 890) C/W
7a. A TM Air Line Overheat Light 20. Compass Control Panel
8. Special Weapon Lock 21. Tacan AN / ARN-62, Control Panel
9. IFF /SI F Control Panels 22. I LS, AN/ARN-61, Control Panel

J Figure 1-7 (Sheet 1 of 2)

Change No.3 1·10A/(1-10B Blank)
 T.O. 1 F-1 050-1

RIGHT ce»~se»I.e [QJ [D -702] C/W

22a. GAVRS Control Panel

23. Doppler, AN/APN-131, Control Panel
23a. Loran Control Panel
23b. FPA Zero Switch
23c. Sight AZ Switch
23d. Crosswind Correction Control
24. Radar, R-14, Control Panel
25. Control Transfer Panels ( [E) Only)
26. Displacing Gear Pressure Indicator
26a. [E) (948] C/W, Test Airline Overheat Sensor Button
27. Oxygen System Control Panel
28. Aft Radar Scope Deactivate Switch ([E) Only)
29. Flight Instrument Simulate Fai lure Switch ( [E) Only)

I Figure 1-7 (S heet 1A of 21

Change No. 3 1-11

T.O. 1F- 105D-1

[1045} C/W 1

TYPICAL

Figure 1-7 (Sheet 2 of 2)

1-12 Change No.3

 T.O. 1 F- 1050- 1

THE AIRCRAFT. Note

I Tlw F'-105D singlt•-place and lhe F-105F G two-
place all weather supersomc fighter bombers m·C'
manufactured by tht' Fairchild IIHler Corporation,
Republic Avuttwn Division, Farmingdale, Nl'W York.
i\1inimum crew complt>ment i~> otw pilot 1J(•s1gn of
l the F-105F/ G front eockpit il; 1warly identical to
th<, ~-105D co<. kpil. Similanty of flight charat"tcr-
tstH s and operating procf'clures, allows a pilot quali-
fied Ill t>ither air<:ru[t to fl_> the ot.her with a mini-
mum of n•trainillg. 'l'he F-1 05 F' rem· cockpit .is
cquipjwd with dualt·ontrols alld indicators for
training m instrument flight, f1r<? t•ontrol and wea-
pon deliver). proeedures and for profiei<>nc·y <•valu-
ation for standardization of lc•chniques. In the
F-.l05F lhe Lwo ('J'evv member t·onfiguraLion l.'an
al::.u be used Jor combut mission~. The F-105G is a
Reff'r lo section 11 for minimum turning
radius and ground clearance dimensions.
AIRCRAFT GROSS WEIGHT .
For average gross weight for planning purpo:.es.
~efcr to Part l of the Appcndb:. For gross we1ght
!imitations refer Lo sect1on V and for exact. mr-
craft. weight ref(~r to the most recenUy completed
copy of T.O. 1-1 B-40 for the aircraft. to be flown .
AIRCRAFT BLOCK NUMBERS.
Production ehanges that am•ct the aircraft and/or
it:-. equipmeut are identified by the adt.litwn of a

l modified F-lO:JF des1gned for \\'ild Weasel missions.

( Ref<•r to T.O. 1 F-1 05G-L-\. 1 The fuselage is an
area rule (coke bottle) shape with swept b;wk wings
and empenuagt:'. Each wing inC"orporaies an aileron,
block number to the arrcraft designation. Instru-
ment panels and eontrol consoles which are not
Identical in all aircraft and in which the differences
do not affect procedures anl shown as a single illus-
a fiVt'·SCl'tion spoilt'!', a Jeadmg nnd a trailing (!dge tration labdled TYPtCAL. No attempt is made to
flap. Th~.-J Gaps provide i.m:reast>d lift while a four-
show minor variat..ions in arrangement. Addition
section speed brake and a drag <"hute, installc>d in
the aft end of the fuselage, provide increas(•d drag. and deLetion of controls and mdicators art' md1cated
The power plant is a twin l'pool lype turbojc•t engi1w by inserts and by notattons m the figure key. ln
equ ippt'd with an afterburner and water inje<"tion. cases where production change information is of
Th(' tricycle landing gem· has a stcerable nose wheel. definite value to the piloL in thf' operat.ion oJ the
The hydraulically actuated flight controls are equip- aircraft, a code 1s used to identify specific para-
ped with artificial fl>el devices to simulate at-rody- graphs, iUu&-traLions, and proeedural steps NOT
namk feel for tht• Jlllot. SomP stores can bt• eru:ried
in a fuselage em:los(•d bomb bay and a greater vari-
ety of stores can be eanit:d t>xLcrnally. Thl• stores
1----u_s_~"_tF_·_s_£'1-·i_'''_~_N_o_._+-·-----~t-
·~~~·:i~·-.\-r,:~~-J-c_v_d;-l
can he relca'3<'d aut<.nnatically by the fire control
syslcm or manual!~·. using information provided uy
the fire control systt•m .•\high-rate-of-fire gun is
installed. The mrcraft i!:> eqUipped for single point
SR. Jl5l t hru 58-1 1- .)
59-1717thru "9-1757
- - -- -
l I-!050-SRE o] 0 I
ground refueling an<.l air rduding from eilh<..!l a
drogue or boom type tanker. 59- 1758tbru 59-1774
59-1817 thru 59-1826
I F-J05D·6RE
60-409 thru 60- i26
AIRCRAFT DIMENSIONS.
6Q-427 thru 60-5}5
60-5 .174 tbru 60·5.~85
-l- 1
iio;o-::I()t{t: - IP] ID
The o verall dimensions of the aircraft under normal
condiLirms of gross weight, tire, and stn.tt inflation
are as follows:
(;J.o.Dt~61 -~0G-- j_ F-1050-l5RE

6J .J07thru <il-L6J _.J l -105 D·2~~E

l.ciiL111 tfllrl l1<>n
Jnpta l t:nntr n J
61-162 thru 61-220 I
su rf~n·' hul 62-4217 tlrru 62-4237 l 1:·10SD-25RE
u"tllld Ill-: --------~
polo! hnnm .) h·l II 5 . .1 in . (Jl-42.)8 thnt 6~-·11~6 I· 105D-30Rr
l lo·J;'III I<> !up ol ;-
H· orfon 1" 11h.1 i n. : 0 f1 <;.(, Ill. 20ft I.CJ Ill. 5S-I ISO • J·. !O)l). '\RI.
lh.>o~hl lu l<op pf
, lll<•r\ 12 H 4.0 iu. II It 10.1> 111. II I I Jll.l\ in .
WI!<'.: I H:o~•· 2 I II I .0 in . ~ .l
fr lUI in 2.1 1I 1l 0 in.
62-427' chn1 62· t-i 11 F- IIJ1D-3lRL
Tr~utl
' ' lllf Sp.oll
17rt .1.2111
34 II II . ; on
6-)2--44l2 thru 62··1:14-1 ~- - -- ·

ll u ll/<>llLil '\t.oh Sp.OII 17 n I 7 2 Ill. 63-8260 thru 6.Hl.~6() r fiJ')l· - lRt: I 'Fl

.J --·-- ·----J-=--·--·
Change No.3 1·13
 T.O. 1F-105D-1
MAIN DIFFERENCE TABLE
I CREW
F-1058
ONE
·· - - -
FLIGHT INSTRUMENTS CONVENTIONAL
FIRE CONTROL SYSTEM MA- 8
ENGINE J75-P-19
Figure 1-8
applicablP to all aircraft. The cod e appears at t he
lop right hand corner of paxagraphs, in illustrations,
or after the titles o f illustrations, in the vicinity of
an applicable part of an illustration, and in proce-
dural steps.
Differences in aircraft configuration may also be
brought about by Modification and Time Compli-
ance Technical Orders. These differences are pre-
sented by an abbreviated form of Technical Order
number in a bracket followed by N{C/W or C/W
for not complied with or complied with. Those
Tc,, chnical Orders that affect operating procedures
are listed on the 'I'CTO IDENTIFICATION page in
the front of the manuaL Operating personnel must
be aware of the status of these Technical Orders.
ENGINE.
The aircraft is powered by a Pratt and Whitney,
J75-P-l9W engine (figure 1-2). Rated sea level
statie thrust of the uninstallt!d engine is approx i-
mately H5,100 pounds without the afterbmner,
24,500 pounds with t1w afterburner in operation,
and 26.500 pounds with afterburner and water in-
jection in operation. The engine is a continuous
flow gas turbine incorporating an eight stage low
pressure compressor, a seven stage high pressure
compressor , an eight unit can annular combustion
chamber, a split three stage turbine and an after-
burner with a two-position exhaust nozzle. The
compressor rotor assemblies are mechanically in-
dependent of each other. The high pressure com-
pressor rotor is connected to, and driven by, the
first stage turbine wheel by a hollmv shaft. A shaft,
rotating vvithin the hollow shaft, independently
joins the low pressure compressor rotor to the
combined second and third stage turbine wheels.
1-14 Change No.3
~-I.C>.S
F-1050
ONE
·- -·
F-105F/G
ONE OR TWO
INTEGRATED
AN/ ASG-19 {THUNOERSTICKl
J75-P- 19W
VA RIABLE AIR I NL ET SYSTEM. (VAl )
The variable air inlet (VAl) sy~tem is provided to
match the inlet airflow to the engine requirements
for maximum efficiency through the wide speed
range of the aircraft. The system consists p rimarily
of moveable contoured plugs located in the air inlet
in each wing root and bleed doors on each side of
the fuselage. Both the contoured plugs and the
bleed doors are positioned by hydromechanicaHy
operated screw jacks, utilizing utility hydraulic sys-
tem pressure. Plug movement controls the size of
the air inlet area and the bleed door opening by-
passes (or dumps) excess air. The amount of air
flow through the inlet is controlled primarily by the
projected frontal area of the lips and the engine air-
flow d emand imposed on the inlets. A VAI ~rwikh
is provided to seiect automatic, emergency or cruise
operation. ln automatic operation during takeoff,
subsonic acceleration, climb, or cmise, the pJugs
remain fixed in the full aft position and the bleed
doors closed. On increasing speed, at approximately
Mach 1.05 (.t0 .05) the VAl system is energized and
controlled by signals from the central air data com-
puter (CADC) . Refer to figure 1-49 and CADC
system. Between Mach 1.05 and 1 .5 the bleed doors
may open depending on the airspt•ed and tempera-
ture. Above Mach L5 the bleed doors start to open
regardless of air temperature and the plugs start to
move forward, both scheduled by a Mach number
signal from the CADC. The plugs will reach their
full forward position at approximately Mach 1.92.
As the aircraft decelerates the plugs return to the
afi position along the same schedule. Automatic
operation requires DC primary, AC primar y and
AC secondary power.
 T.O. 1F-105D-1

DUCT
PLUGS
AUXILIARY

I
AIR DOORS BLEED
DOORS

SUPERSONIC
SUBSONIC
~~-~~i
/,----·-
ENGINE - -

.... /

DUCT PLUGS AUXI LIARY. AIR INLETS BLEED 'DOORS

DUCT PLUG MOVEMENT FORWARD
AND AFT AS A FUNCTION OF MACH
NUMBER VARIES THE SIZE OF THE
DUCT THROAT AT SPEEDS ABOVE
APPROXIMATELY MACH 1.5.
THE AUXILIARY AIR INLETS ARE OPENED
BY DIFFERENTIAL AIR PRES..<;URE . WHEN
NEGATIVE PRESSURE EXISTS IN THE
DUCTS THE AIR INLETS OPEN PROVIDED
THE LANDING GEAR IS EXTENDED. WHEN
THE LANDING GEAR IS RETRACTED,
A MECHANICAL INTERLOCK KEEPS THE
INLETS CLOSED.
BLEED DOORS ARE POSITIONED AS
A FUNCTION OF MACH NO. AND
TOTAL TEMPERATURE. EXCESS AIR,
WHICH WOULD TEND TO FORCE THE
SHOCK WAVE OUT OF THE DUCT
THROAT, IS DUMPED.

Figure 1-9

doors) with fixed screens is located on the inboard

At supersonic speeds, the V AI system
schedules air flow intake to match the
engine airflow demand at maximum
thrust to avoid engine compressor stall.
For this reason the throttle must be
maintained full forward above 1.3 Mach.
Note
If plug operation in each duct is out of
synchronization by more than seven per-
cent of total travel, the plug control sys-
tem will become deenergized and lock
the plugs in the last position until cor-
rective maintenance is accomplished.
In emergency operation, the plugs lock in their
current position and the bleed doors open. Emer-
gency operation requires power from the DC pri-
mary bus. In cruise operation, the plugs move full
aft and the bleed doors close. Cruise operation
requires DC primary and AC primary power. A
subsystem consisting of auxiliary air inlets (sucker
side of each main landing gear wheel well. These
inlets improve engine performance at takeoff by
increasing air inlet efficiency and are opened when
negative pressure exists in the ducts. During takeoff,
the inlets are closed and locked mechanically by the
main gear inboard door as it closes following gear
retraction.
Note
If VAI system is inoperative, aircraft re-
strictions as presented in section V must
be observed.
Variable Air Inlet Switch (VAl).
The VAI switch (figure 1-28) (not in rear cockpit.)
placarded VARI AIR INLET is a three-position
toggle switch with positions placarded AUTO,
EM ERG, and CRUISE. ln the AU'fO position thH
plugs and bleed door position are automatically
controlled by the V AI computer which receives
Mach number and temperature signals from the air
data computer. The plugs wi111·emain in the cruise
position even though the switch is in AUTO until

1·15
 T.O. lF-1050-1
airspeed exceeds Mach 1.05. Automatic operation
requires DC primary, AC primary and AC secondary
power. The EMERG position locks the plugs i.n
their present position and opens the bleed doors,
and is powered by DC primary power. The CRUISE
position moves the plugs full aft and closes the bleed
doors, and is powered by DC primary and AC pri-
mary power. All plug and door operation is pow-
ered by the utility hydraulic system.
Note
The variable air inlet switch cannot be
moved from EMERG to CRUISE until it
is first lifted and placed in CRUISE. This
feature prevents inadvertent movement
of'the switch from AUTO to CRUISE
position during supersonic speed , which
may induce a duct buzz condition.
ENGINE FUEL CONTROL SYSTEM.
Fuel flow to the engine is supplied from the air-
craft fuel system, controlled by the throttle and
regulated by the engine fuel control system (fig-
ure 1-10). This system includes the fuel pump
unit, fuel control unit, and the afterburner fuel
control unit.
Dump Valve.
A dump valve is provided to automatically drain
the engine fuel manifold when the engine is
stopped. The dump valve automatically closes
when the engine is started and remains closed while
the engine is running.
Fuel Pump Unit.
The engine driven fuel pump unit (fjgure 1-10)
consists of a common housing which incorporates
a fuel tranfer valve, a centrifugal boost pump, a
single element gear type engine fuel pump, and a
dual element gear type afterburner fuel pump. The
pumps are mechanically driven by the engine high
pressure rotor, and individual shear sections are
provided in the drive shafts of each pump so that
failure of one pump need not cause failure of the
other two. Fuel from all the tanks passes through
the centrifugal pump. This provides the required
fuel pressure boost to the engine or afterburner
pumps for certain flight conditions if the aircraft
fuel tank boost pumps fail. The dual element after-
burner pump maintains fuel pressure for the after-
burner system with one element acting as a stand-
by emergency pump for the engine fuel control
unit. If the gear type engine fuel pump output
'1·16
pressure drops below a differential pressure of 50-
75 PSI, the fuel transfer valve automatically ports
the output of one element of the afterburner fuel
pump to the engine fuel control unit to sustain
engine operation up to full military thrust. Military
thrust is possible in the event of failure of any one
fuel pump; it is also possible in the event of a com-
bination failure of any two fuel pumps with one
exception: Flameout will occur if both the engine
fuel pump and the one supporting afterburner fuel
pump element fail . Afterburner operation is possible,
up to 75 percent afterburner thrust on a standard
day if any one pump fails. No warning of parLial
failure of the fuel pump unit is provided for the pilot.
Engine Fuel Control Unit.
A fuel control unit (figure 1-10) incorporates both
the normal and emergency fuel control systems and
regulates fuel flow to the engine combustion cham-
bers. Engine driven governors adjust fuel flow so
that for any given throttle setting, the normal sys-
tem adjusts fuel flow for altitude changes, schedules
fuel flow to protect the engine from overspeed and
overtemperature conditions during rapid engine
accelerations, and also prevents compressor surge
or stall. A burner pressure limiter automatically
reduces fuel flow when burner pressure approaches
the maximum safe limit of the engine case. During
rapid decelerations of the engine, the normal system
maintains a minimum fuel flow to prevent engine
flameout. A fuel cutoff valve, mechanically con-
nected to the throttle shuts off fuel from the normal
or emergency systems, to the engine combustion
chambers. A pressure loading valve, incorporated
in the engine fuel control unit maintains pressure in
the normal or emergency fuel control systems to
assure satisfactory operation of either system. The
emergency fuel control system provides regulation
of engine fuel flow if the normal system fails, and
must be manually selected by the pilot as no pro-
visions are made for automatic transfer in the event
of failure of the normal fuel control system. During
operation on the emergency system, the normal
system is inoperative and fuel flow is metered by a
throttle valve in the emergency fuel control which
is mechanically connected to the throttle.
The emergency fuel system may be used any time
failure of the normal fuel control system is suspected.
The system may be selected at any RPM or throttle
setting; however, it is desirable to position the throt-
tle to IDLE, or if time and altitude permits, match
engine RPM indication. Illumination of the EMERG

FUEL SYS ON caution light indicates that the
emergency fuel system switch is in the EMER FUEL
SYSTEM position and that fuel pressure has trans-
ferred fuel flow to the emergency fuel system. When
making an airstart, if the caution light is delayed in
illuminating, a delay in relight must be anticipated
due to the time required to prime the engine driven
fuel pump and provide pressure which will transfer
the fuel flow from the normal system to the emer-
gency system. When operating on the emergency
fuel system, the throttle must be moved slowly (no
less than two seconds from IDLE to desired setting)
to avoid exceeding RPM and EGT limits. Monitor
RPM and EGT and control with throttle. The throt-
tle mechanically positions a valve that meters fuel
flow. The emergency system compensates only for
changes in engine air inlet pressure and does not
incorporate the more complex RPM regulation,
acceleration, and deceleration schedules of the
normal fuel. control system. The system will main-
tain at least 95 percent military thrust at sea level
on a 37 .8°C (100°F) day and at least 80 percent
military thrust up to 30,000 feet at standard day
conditions plus 40° F. The afterburner may be
started and operated when operating on the emer-
gency fuel system. RPM and EGT must still be
monitored as during emergency operation without
afterburner. When the emergency fuel system is
selected, ignition is supplied for approximately
20 seconds if the throttle is forward of OFF.
Emergency fuel system selection and illumination
of the emergency fuel system caution light requires
DC primary power.
Since the emergency fuel system does
not offer the automatic overspeed,
overtemperature, flameout, and com-
pressor stall prevention features of the
normal fuel control system, rapid throt-
tle movements shall be avoided during
operation of the emergency fuel system.
ENGINE SPEED BIAS VS DROOP.
To compensate for thrust changes brought about
by variations in engine inlet temperature and pres-
sure, the fuel control is designed to decrease high
pressure compressor rotor RPM with a decrease in
inlet temperature and pressure and increase it with
an increase in these parameters. This action is
called speed bias. rt is not normally noticeable
except during locked throttle constant Mach climbs
T.O. lF- 1050-1
during which the high pressure compressor rotor
RPM will decrease approximately two percent RPM.
This will occur with no appreciable decrease in EGT.
RPM droop is defined as an RPM decrease in which
a substantial decrease in EGT also occurs. This con-
dition is considered a malfunction and action should
be taken to correct it. in a military thrust climb to
altitude, the EGT should not decrease more than
40°C from the value read after afterburner shutdown
following takeoff. An EGT loss of 40° C or Jess
constitutes normal speed bias requiring no corrective
action.
BURNER PRESSURE LIMITER.
The burner pressure limiter in the engine fuel control
unit automatically reduces fuel flow when burner
pressure approaches the maximum safe limit, based
on engine case strength. Limiter action occurs only
at low altitude and produces a slight RPM loss which
may be accompanied by an engine surge. This surge,
which should not, be confused with a compressor
stall, is not harmful and can be eliminated by a slight
reduction in engine RPM or airspeed. Under extreme
cold-weather conditions, limiter action may occur
just after takeoff and before initial climb. At outside
air temperatures of 60° F and above, the limiter will
operate a:t about Mach 1.0 at sea level.
Afterburner Fuel Control Unit.
The afterburner fuel control unit (figure 1-10) in-
corporates the afterburner shuoff valve and the fuel
control metering valve. When the afterburner is
operating, the shutoff valve is opened electrically
allowing fuel to flow through the afterburner fuel
control unit. When the shutoff valve is closed the
total output. of the afterburner fuel pump is routed
back t o the centrifugal boost pump outlet. To pre-
vent overheating fuel and possible vapor lock, n
fuel vapor purging system vents the outlet side of
the afterburner pump elements to the main fuel
tank. When afterburner is selected a normally open
solenoid valve is energized by DC primary power
and closes the vent, preventing fuel from flowing
back to the main tank. The fuel control metering
valve automatically meters fuel to the afterburner
proportionately to burner pressure.
Throttle.
Engine thrust is controlled by the throttle (figure
1-11) which is mechanically linked to the engine
fuel control unit. The throttles in the (f) aircraft
are interconnected by cables and any movement of
one throttle is duplicated by the other; however
1-17
T.O. 1F- 1050- 1

ENGINE FUEL CONTROL SYSTEM FROM AIRCRAfT

FUEl SYSTEM
PUMP UNIT
CENTRIFUGAL
BOOSTER PUMP

FILTER
GEAR PUMP AND BY·PASS
(ENG IN E ELEMENT)

ENGINE
WATER INJECTION IGN ITION
[F1 NOT IN R[AR CKPT (20 SEC)

ENGINE

FILTER TO
NO BY-PASS ENG ELEMENT
PUMP IN LET
URN

COMPRESSOR
OUTLET
PRESSURE

SPEED BRAKE
DOOR SWITCH

---

CU T-OFF VALVE

PRESSURE
lOADING VALVE

FLOWMETER

DRAIN
OVERBOARD

Figure 1-10 (Sheet 1 of 2)

1-18
 T.O. 1F- 105D- 1

PUMP UNIT

VAPOR PURGING SYSTEM

I
TO MAIN
FUEl TANK

J
~ AFTERBURNER FUEL CONTROL UNIT
TO
AlB ELEMENT ~ FUEL SUPPLY
FROM } PUMP INLET : .;.:. METERED FUEL
- - { THROTTLE
.....-a EMERGENCY FUEL
AFTERBURNER
BY-PASS FUEL
SHUT-OFF VALVE
~ WATER
............... ..... COMPRESSED AIR
ElECTRI CAl CONN ECTION
MECHANI CAL CONNECTION
-=:::::::r METERING DEVICE

~ CENTRIFUGAL GOVERNOR

AIR FROM ENG AIR FROM ENG

COMPRESSOR

Figure 1· 10 (Sheet 2 of 2)
Change No . 3 1-19
T.O. 1F-1050~1

THROTTLE QUADRANT NOTE

Throughout text ond procedures th rottle positions
are referred to as:

and throttle m.oven1en.ts MAXIMUM THRUST- Throttle full forward and

outboard {afterburner).
MILITARY THRUST- Throttle full forward and in-

(Q]&(f] FRONT
board (non-afterburner).

SPEED BRAKE SWITCH

RADAR ACTION REJECT/ AIR REFUEL
DISCONNECT BUTTON

MICROPHONE BUTION

A/B STOP

FLAP LEVER

YAW TRIM SWITCH

IDLE STOP OPERATION

RADAR ACTION

(I] REAR
REJECT BUTTON

MICROPHONE
BUTTON

DUAl FLIGHT
The idle stop should be ENGAGED (UP).
LANDING GEAR WARNING To engage stop, rotate so· CW and
SILENCE SIGNAL BUTTON release.

IDLE STOP KNOB

SOLO FLIGHT
The idle stop should be Dl SEN GAG ED
YAW TRIM SWITCH (DOWN)_ To disengage, depress and ro-
tate go· CCW, the knob should remain
down.

Figure 1-11

1-20

each is independent in outboard-inboard travel
(afterburner range) and the throttle in the rear
cockpit. does not. have an E:XTF.ND A(B range stop
or OFF position. The throttle rotates on two axes.
One axis permits forward and aft movements whtle
the other axis permits outboard and inboard move-
ments {afterburner range). If a crew-member m the
I.E] aircraft has the throttle 10 afterburner range,
the afterburner tan be turned off by the other crew·
member by retaJding the throttle Loa point below
the minimum aflerburner position where a tapered
ramp forces th1~ throttle inboard. To stop cock the
throttle, retard to IDLE, push outboard, bring it
directly back then inboard . Perform the operation
in a box like pattern. The OFF pos1tion mechani-
cally closes thP fuel cutoff valv<~ in Lhe control unit
and disarms the engine ignition circuit. The throttle
must be moved outboard to pass from OFF to IDLE
position. the IDLE position arms the engine igni-
tion cil"cuit and mechanically opens the fuel cutoff
valve. Movement of the throttle from IDLE to
MAX THRUST position, with the throttle inboard,
adjusts the fuel .flow for the required engine thrust
Movement of the throttle outboard, between the
MIN and MAX AFTERBURNER positions, opNtS
the speed brakes to aft.erburner pos1tion. This
completes a c1rcuit to the A / B shutoff valve, per·
mit.ting fuel flow to the A/B fuel control unit.
Uuring NORMAL A/B operation a thrust varialion
is avail.abl.e, ranging between maximum available
thrust and the equivalent of about 50 percent A/TJ
lhrust, by advancing or retarding the throttle to
vary engine H PM. 'I'he thrust variation is due prt·
marily to the change in thrust of the engine as
RPJ\1 is changed (approximately 6 percent RP:\-1
range 1s available) and the A/B thrust remains
relatively constant.. The EXTEND A/B range is
s<'lected by rotating the EXTEND A/B range stop
outboard. The stop is rotated inboard to return to
A/ B operatiOn to the normal range.
Tht> extend A/B provision is provided so that thr ust
may be varied during air refueling. In the EXTEND
A/1:3 range, a greater thrust. variation is available,
ranging from the maximum available thrust to ap-
proximately the equivalent of military thrust , by
advancing or retarding th<.> throttle to vary engine
RP~l. In this range the thrust variation is due both
to the decrease m engine thrust (approximately 20
percent RP:\1) and a decrease in A/B thrust. ln the
1£1 aircraft the rear cockpit throttle quadrant In-
corporates an IDLE STOP assembly to prevent
engme flamPout if the rear pilot snaps the throllle
back to lD LE. The idle-stop knob is placarded
PRESS TO REL and is spring-loaded upward. When
the knob is rotated CW and is in the up position the
T.O. 1F-1 05D-1
idle stop is engaged. The engmc may bt> shut dov.·n
from the fronl cockpit, while the idle-stop is en·
gaged, by overcoming approximately 30 pounds
of pressure, when the knob is in any othrr position
than full clockwise and up. the idle-stop is disen-
gaged and Lhe engine may be shut down normally
from the front cockpit. During the pre-flJght check,
while flymg solo, the knob should be depressed and
rotatt>d fully counterclockwise and released 111to
the detent, thereby allowing ~he forward throtue
to be moved from lDL.E Lo OFP without rf'stric-
tion. The throttle is prevenL<>d from creeping by
tightening the friction lock (not in rear cockpit) on
the throttle quadrant. The rear throttle friction is
d etermim-d by Lhe friction lock of the front throttle.
Th e throtLle grip incorporales the speed hrakl) switch,
the microphone button, and thP radar adion r<'ject
air reftteling disconnect button and rotates on its
own axis for radar functions. The throltle quadrant
incorporates two dust covers which prevent foreign
matter entering the quadrant (metal strips that cover
the openmgs roll into containPrs on the forward and
aft sidc.•s of the throttle grip base). Through spring
action, the metal strips roll and lln.roll from Uw
throttle grip during throttle movement. If the dust
covers are bent, t.orn. maladjusted, or if orw 1s rn iss·
ing, the throttle may creep or hind.
I
WARN ING
!El If the rear pilot snaps the throttle back
to IDLE when the 1DLE STOP is discn·
gagPd (down) the engine may flameout.
Note
~ The rear cockpit throttle cannot be
placed m the OFF positon and Lhe rl!.ar
throttle quadran t dot'S not. have the
EXTEND A/B range slop.
[!2] The throtllt~ has a squar0 stop at mimmum
afterburner and cannot be laken out of
aflNburncr by pulling straight back 011
the throttle.
1£1 Tlw throLile with a t,apered ramp will c·onw
out of aJterburner with a straight back pull
to a rosi Lion below minimum afterllu rner.
Pilots unfamiliar wit.h lhC' [fJ should lw
careful not to accidentally come out of
afterburner due to the· tapered ramp at
cnlical Limes such ail formation tak<.-'off.
Change No. 3 1-21
T.O. 1F-105D·1
EMERGENCY
Figure 1-12
Thrust Decay System.
A thrust decay system (figure 1-10} is provided so
that a higher engine idle RP~I can be used during
ground handling without. increasing the effective
thrust of the engine. The higher idle RPM permits
a higher output of the air turbine motor, thereby
permitting the AC generator to satisfy AC power
requirements. With the weight of the aircra.fl. on
boLh main gears, positioning the throttle to IDLE
automaticaUy opens the variable exhaust nozzle to
the aHerburner position. A DC primary circuit,
completed through switches closed by the IDLE
position of the throttles, a relay opened by weight
on the main landing gear torque links and a relay
closed by the landing gear handle being in the
DOWN position, energizes and opens a control
valve which directs engine compressor air to open
the variable exhaust nozzle. A DC secondru·y circuit
completed through switches closed by Lhe main gear
torque links when weight is off the gear energizes
a relay which breaks the DC primary circuit and
disarms the thrust decay system.
The thrust decay system will operate in
flight if the DC generator has failed, the
1-22 Change No. 3
(EJ ONlY
landing gear is extended and the throttle
is reduced to IDLE. During the landing
approach with the decreased thrust at
1dle RP~I, due to operation of thrust
decay, an excessive sink rate may result.
Note
As the throttle is advanced approximately
one-half inch from IDLE a slight drop in
RPM will indicate the nozzle has closed.
Emergency Fuel System Switch.
The emergency fuel system switch (figure 1-12) is a
two-position switch placarded El\IER FUEL SYS-
TEi\1 and OFF. The OFF position energizes a sole-
noid valve, incorporated in the engine fuel control
unit, which allows fuel flow through Lhe normal
fue l system. The EMER FUEL SYSTEM position
energizes a solenoid valve which allows fuel pressure
Lo move the valve to allow fuel flow Lhrough the
emergency fuel system and illuminate the emergency
fuel system caution light together with the master
caution light. The EMER FUEL SYSTEM position
also supplies engine ignition for approximately 20
seconds and which may be heard in t.he headset.
The switch is powered by DC primary power. If
the DC primary power fails, Lhe solenoid valve will
remain in its last selected position.

Emergency Fuel System Caution Light.
The emergency fu el system caution light located on
I the caution light panel (figure 1.-60) displays
ENI.ERG FUEL SYS ON and is powered by DC
primary power. Illumination of the light indicates
tbat the <'mergency fuel system switch is in the
EMER FUEL SYSTEM position and that fuel pres-
sure has moved the valve fully to the emergency
position.
WATER I NJECTION SYSTEM.
A water injection system {figure 1-10) is provided
for thrust augmentation during afterburner takeoffs
from sea level to 8,000 feet in ambient temperatures
of 40° F and higher. A 36-gallon tank provides a
one minute supply of water, which is pressurized by
a hydraulically driven motor powered by the utiliLy
hydraulic system and controlled by DC secondary
power. /\.pilot operated switch, (not in rear cock-
pit) in series with a switch actuated by the speed
brake doors, and a switch actuated by the tempera-
ture control level, operates a solenoid valve in thE>
utility hydraulic pressure supply line to the hydrau-
lically operated pump motor. Water under pressure
from the pump opens a poppet valve, set for ap-
proximately 110 PSI, and flows through a tube to
a flow regulator and spray ring in the engine. 'fhe
spray ring is located in the engine air inlet, forward
of the first compressor stage. An automatic drain
valve at the low point between the poppet valve
and the spray ring is closed by water pressure during
operation, and opened when pressure is relieved to
permit t.he pressure side of the system to drain. A
solenoid valve located at the low point of the supply
line to the pump permits the pilot to dump unused
water overboard, or automatic dumping when Lhe
temperature control level is moved from RAM and
speed is above 275 KCAS. Unused water must be
dumped for the following reasons:
• 'l'hc tank is not stressed for high G loads when
conlaining water.
• If the tank becomes distorted from high G
loads or freezing, it may bind the rudder eon-
trot cables.
• If water injection is used during flight with
afterburner at altitudes above 8,000 feet and
temperatures below 4.4° C ( 40° F) the engine
may flame out.
• If the forward fuel tank is empty, water on
board may result in an aft CG condition.
T.O. 1F-105D-1
Water Injection Switch.
The water injection switch (figure 1-12), (not in rear
cockpit) placarded WATER INJECTION has three
placarded positions: ON, DUMP and OFF and is
powered by DC secondary power. The ON position
turns on the water injection system if the temperature
control level is in RAM and the speed brakes are in
the A/B position. the DUMP position opens a nor-
mally closed solenoid valve, located at the low point
of the supply line to the pump, thus permitting the
water supply to dump overboard. The OFF position
disconnects all electrical power and shuts off the
system.
WARNING I
Afterburner takeoff with water injection
must be accomplished with. the tempera-
ture control lever in RAM and outboard.
• The water injection switch must be placed
in the ON position after light-up of the
afterburner to prevent overspeed of the
engine low pressure rotor. Afterburner
light-up requires approximately 5 seconds.
The engine tachometer does not indicate
RPM of the low pressure rotor.
Note
Engine flameou t may occur during ground
operations in IDLE if water injection
switch is ON.
Water In jection Indicator Light.
The water injection indicator light (figure 1-60) on
the main instrument panel, displays WATER INJ
and is powered by DC secondary power. lllumil1a-
tion of the light indicates system operation. A
pressur e switch located between the poppet valve and
the flow regulator completes a circuit when pressure
is available. The light is extinguished when the water
supply is depleted, the water injection switch is
positioned to DUMP or OFF, or the system ma l-
fun ctions.
ENGINE STARTER AND IGNITION SYSTEM.
The engine is ~quipped wilh a breech loading,
cartridge-pneumatic type starter. Depressing the
cartridge start button provides DC primary power
Change 2 1·23
T.O. 1F~1050-1
to ignite the charge in the cartridge. The expanding
gases from the burning cartridge turn the starter
turbine wheel, which in turn rotates the engine high
pressure compressor rotor. Provisions are incorpo-
rated for the storage of two starter cartridges in the
vicinity of the starter breech. If cartridges are not
available, a pneumatic nipple is installed in the air-
ca.rft to permit use of externally supplied compressed
air to actuate the starter. The engine ignition sys-
tem is used only during starting, as combustion in
the combustion chamber is continuous after the
engine has been started. The system consists of
two igniter plugs with individual high tension units
and a timer. The ignition cycle is initiated when the
cartridge or the air start buttons are depressed and
continues for 20 seconds after the buttons are
released. However, ignition will not be supplied to
the engine igniter plugs unless the throttle is out of
the OJ.'F position. The emergency fuel switch must
be in the OFF position when the cartridge start
button is depressed. The afterburner is not pro-
vided with an electrical ignitioi1 system since light
up is accomplished by "hot streak ignition." A
squib actuated dump (relief) valve is incorporated
in the starter to bypass cartridge gas around the
turbine wheel to prevent destruction of the starter
in the event of turbine wheel shaft failure and/or
turbine overspeed. The squib circuit is armed while
the START button is depressed and will fire if the
START button is depressed and the overspeed
switch in the starter is activated. To prevent inad-
vertent firing of the squib circuit as a result of
starter and/or engine speed, the starter button
should be released when the tachometer starts
indicating RPM (no more than 10 percent). lf the
squibs are fired the starter must be replaced.
Cartridge Start Button.
The cartridge start button (4, figure 1-7) (not in
rear cockpit) is a momentary contact, pushbutton
type switch placarded ENGINE CARTRIDGE
START. With DC primary power available, de-
pressing the button energizes the starting circuit and
arms the starter relief valve squib circuit. The car-
tridge in the starter will fire and actuate the starter.
The engine ignition timer will operate as soon as
the start button is depressed and for approximately
20 seconds after the button is released. Ignition
will not be supplied to the engine ignition plugs
unless the throttle is out of the OFF position and
the emergency fuel switch is OFF.
1·24
The cartridge start button will not supply
ignition with the emexgency fuel switch
ON, however, the cartridge will fire.
Air Start Buttons.
The air start button (figure 1-12) is a guarded, mo-
mentary contact, pushbutton, type switeh placarded
AIR START. The button is used to start the engine
when it is windmilling in flight, or when making a
ground start with externally supplied air. With DC
primary power energized, momentarily depressing
the button operates the engine ignition timer for
approximately 20 seeonds after the release of the
button; however, ignition will not be supplied to
the engi.ne ignition plugs unless the throttle is out
of the OFF position.
ENGINE INSTRUMENTS.
Pressure Ratio Gage.
The pressure ratio gage (10, figure 1-3) indicates the
ratio of engine turbine discharge pressure to compres·
sor inlet total pressure. The gage is used to determine
if engine thrust output on the ground is acceptable
for takeoff. The engine compressor section consists
of an eight-stage Low pressure compressor and a
seven-stage high pressure compressor. The rotor
assemblies in each compressor section are mechani-
cally independent and therefore do not rotate at the
same RPM. The tachometer indicates the RPM of
the high pressure compressor rotor only. During the
engine manufacturer's calibration .run of the engine,
high pressure rotor RPM necessary for Military
Rated Thrust is determined for an outside tempera-
ture of 59°F, and this speed is listed on the engine
records. Engine performance usually deteriorates
as engine operating time is accumulated, and engine
speed must be progressively increased above the
original "trim setting" to restore Military Rated
Thrust. Therefore, the tachometer provides only
an approximate indication of engine thxu.st. Each
engine must be treated individually with respect to
the RPM at which Military Thrust is obtained. Be-
cause of the maximum speed variations between
engines and the inherent inaccu.racies of tachome-
ters, the engine is trimmed and power checked
 T.O. 1F-105D-1

according to turbine discharge p ressure, which does

not vary as much with thrust as does RPM. A one
percent variation in RPM will result in approximately
PRESSURE RATIO
five percent variation in thrust at the higher thrust
settings, while a one percent variation in turbine
ga,ge
discharge pressure results in approximately one and
one-half percent variations in thrust. The pressure
ratio gage gives a more accurate indication of take-
off thrust than the tachometer or exhaust gas tem-
perature gage. The desired pressure ratio gage
reading at Military Thrust depends upon outside
air temperature, therefore, the gage must be adjusted
just before takeoff to compensate for air tempera-
ture. Since engine pressure ratio is not used in the
performance data presented in the Appendix, the
engine pressure ratio gage is not used during flight.
However, if RPM drops off due to an engine mal-
function, the pressure ratio and exhaust gas tem-
perature gages will also drop off. If the pressure
ratio drops at RPM and EGT remain constant, it
can be assumed that the malfunc;:tion is in the
pressure ratio gage system. The ratio is shown by
a conventional indicating dial pointer. Two win-
dows in the dial face show recommended takeoff Figure 1·13
pressure ratio and cruise pressure ratio. The ratios
that appear in the windows are adjustable and are Jet Engine Analyzer [0-691], [F-528] or [F-538] C/W.
set by an adjusting knob at the lower left corner of
the instrument dial. The takeoff pressure ratio is On aircraft [D-691 ] , [F-528], or [F-538) C/W, an
adjusted as part of the preflight check by pushing inflight jet engine analyzer ( 12. figure 1-3) has been
in and turning the adjusting knob until the ratio installed to indicate that record EGT and engine hot
that appears in the lower window agrees with the section factor units. The system includes an EGT
ratio specified in the pressure ratio gage setting gage(s) with a digital readout and an engine hot
table (figure 2-6). When using the pressure ratio section recorder and computer located in (QJ canopy
gage to check thrust before takeoff, the indicating actuator well and [f) turtledeck of the aircraft.
pointer should fall within the limits of the takeoff Temperatures are measured by thermocouples lo-
index marker on the outer circumference of the cated in the tailpipe aft of the last stage of the tur-
gage. This marker js automatically set when making bine. The gage(s) indicates average temperature
the pressure ratio adjustment in the takeoff window. from all the thermocouples and a warning light on
The cruise pressure ratio setting is not used. The the gage(s) will illuminate at 660° ±3°C to indicate
pressure ratio gage system uses single phase 115-volt when an over temperature condition occurs. An
AC secondary power. If this source oi power fails, OFF flag on the gage(s) will appear when electrical
the gage becomes inoperative, and the indicating power fails. The engine hot section recorder and
pointer will remain at the setting prevailing at the computer provides a record of tin1e at which the
time of electrical power failure. engine has operated above 575°C and 635°C. two
Exhaust Gas T emperat ure Gage. IQ] over temperature flags set at 725°C and 800°C and
a record of hot section factor units. The system is
The exhaust gas temperature gage (12, figure 1-3) powered by AC primary and DC secondary power.
indicates exhaust gas temperature in degrees Centi-
grade. Gage indications are received from thermo- Tacho meter .
couples mounted directly downstream of the third
stage turbine. The gage displays temperature in 20- The tachometer (9, figure 1-3) mounted on the in-
degree increments from 0 to 1000. The temperature strument panel indicates engine speed in percentage
indicator system is ef the self-generating type and is of the high pressure compressor rotor, based on
therefore independent of t he aircraft electrical 8732 RPM as 100 percent RPM. Maximum observa-
system. ble speed is based on 9300 RPM . The tachometer

1-25
T.O. 1 F-1050-1
receives its power from a generator ge.ared to the
engine accessory section and driven by the high
pressuxe compressor roter. The instrument is there-
fore independent of the aircraft electrical system.
Note
The thrust characteristics o.f a "twin
spool '' engine are such that the RPM
setting. at which rated thrust is de-
veloped, varies between engines. The
exact RPM at which a particular engine
obtains its Military Thrust is listed on
the "engine records" (this value is
specified for a 59°F day, and must be
plotted for other temperatuxes). En-
gine performance usually deteriorates
as engine operating time is accumulated,
and engine speed must be progressively
increased above the original "trim
setting" to restore Military Thrust.
Therefore, the tachometer provides
only an approximate indication of
engine thrust.
Oil Pressure Gage.
The oil pressure gage (11, figure 1-3), powered by
single-phase, 26-volt AC primary power, is plac-
arded PS.l OIL PRESS and indicates pressuxe of
the oil being fuxnished to moving engine parts in
pounds per square inch. If the AC primary power
should fail or the HYD tJT /OIL PRESS fuse (2,
figure 1-6) should blow. the pressure gage may
continue to indicate the same pressure reading that
was on the gage at the time of power loss or the
reading may go to zero or stop at some intermediate
position. One noticeable indication that will appear
after AC power loss, is that the normal fluctuation
that occurs in the oil pressuxe system, due to action
of the pressure relief valve, will no longer be ob-
served on the gage.
Oil Low Pressure Caution Light.
The caution light (figuxe 1-60), located on the cau-
tion light panel, displays OIL LOW PRESS and is
powered by DC primary power. Illumination of
the light indicates low oil pressure, but not neces-
sarily below the oil pressure limits presented in
section V. The tolerance of the oil pressuxe gage
has been added to the tolerance of the caution
light pressuxe switch in order to maintain realistic
check limits. These check limits are as follows:
• On increasing oil pressuxe, the caution light
will go out between 28 and 45 PSI.
1-26
• On decreasing oil pressure, the caution light
will go on between 39 and 23 PSI.
Note
It is a normal characteristic, that on de-
creasing pressure, the light will come on
at a lower value than that at which it will
go out when pressure is increased.
Fuel Flow Indicator.
The fuel flow indicator (13, figuxe l-3) registers the
rate of fuel flow to the engine in pounds per hour.
Indications shown are measured by a transmitter lo-
cated in the fuel line downstream of the fuel cutoff
valve. All fuel entering the engine from the normal
or emergency fuel systems passes through the trans-
mitter. The indicator is calibrated to show the rate
of flow from 0 to 24,000 pounds per hour. The
indicating system is powered by single phase 26-volt
AC primary power.
Note
The instrument does not register fuel
flowing through the afterbuxner fuel
systems; however, as a ru.le of thumb,
total fuel flow with A/B operating may
be estimated at foux times fuel flow indi-
cator reading. At near maximum speed,
fuel flow may increase up to five times
indicat..or reading.
AFTERBURNER.
The afterburner (A/B) system augments the thrust
of the engine by injecting fuel into the afterburner
section of the engine, where it is mixed witb air and
burned, thereby producing approximately 50 per·
cent additional thrust. Because of its high fuel con-
sumption, the system is intended to be used for
short operational periods such as during takeoff and
critical climb or flight conditions. Operation of the
afterburner system is controlled by the throttle.
When the throttle is moved outboard within the
MIN , and MAX AFTERBURNER range, the after-
burner ejector position valve is deenergized. This
directs utility hydraulic pressure to open the speed
brake doors to the afterbumer position (approxi-
mately 9 degrees open). When the speed brake
doors reach the afterbuxner position, the ejector
sequence switch is actuated which energizes and
opens the afterburner shutoff valve, thereby sup-
plying fuel to the afterbuxner fuel control unit. The
fuel control metering valve automatically meters fuel

to the afterburner proportional to burner pressure.
Afterburner fuel pressure (augmented by engine
compressor air above 5,000 feet) indexes the ex-
haust nozzle control unit which directs air from
the high pressure compressor to actuators which
open the two position segmented iris type variable
exhaust nozzle at the end of the tailpipe. The after-
burner is then ignited at the proper time.
AFTERBURNER LI MITS.
A/Blight should not exceed 5 seconds at or below
5000 feet and 8 seconds at 35,000 feet after throt-
tle movement to the A/B range. Light time between
5000 and 35,000 feet will be between 5 and 8 sec-
onds. if A/B does not light at 35,000 to 37,000
feet a second attempt to light is permissible. The
maximum A/B ignition altitude is 37,000 feet.
Inconsistent lights can be expected above 37,000
feet. Below 25,000 feet altitude the exhaust noz-
zle opens before afterburner ignition takes place,
while above 25.000 feet altitude the exhaust nozzle
opens after afterburner ignition takes place. A/B
operation is satisfactory (no blow-out) in normal
A/B throughout the speed and altitude envelope
of the aircraft. Extended A/B operation is satis-
factory if confined to air refueling speeds between
15,000 and 38,000 feet altitude. There is no
direct mechanical linkage between the throttle
and the afterburner fuel metering valve; however,
afterburner thrust can be varied up to 50 percent
by movement of the throttle between the minimum
and maximum afterburner positions except at speed
above Mach 1.3 where throttle must be maintained
in the full forward position to avoid engine and
duct instability. EXTEND A/B range is selected by
rotating the A/B stop outboard. To return A/B
stop to normal range the A/B stop is rotated inboard.
Movement of the throttle inboard closes the after-
burner shutoff valve and fuel pressure is no longer
supplied to the exhaust nozzle control unit. The
valve in the control unit is then positioned to direct
engine compressor air to close the variable exhaust
nozzle, returning the engine to normal operation.
Since afterburner operation is dependent on the
speed brakes opening to the afterburner position,
it, therefore, is also dependent on utility hydraulic
system pressure. DC primary electrical power is
required for starting the afterburner. The after-
burner speed brake system is provided with an
interlock which prevents closure of the speed
brakes when the nozzle is open.
If the utility hydraulic system fails,
afterburner operation may not be
T.O. 1F-105D-1
possible since the speed brakes may
not open or hold in the afterburner
position.
• The afterburner can be used with the
engine operating on thE' emergency fuel
contTol system. However, throttle
movement must be made cautiously to
prevent engine overspeed and over-
tern perature.
AFTERBURNER IGN ITER.
When the afterburner system is actuated, fuel from
the afterburner fuf'l unit is directed to the igniter
unit (figure 1-10), which injects an additional amount
of fuel into one burner of the engine combustion
section, thereby creating a local excessively rich fuel
air mixture. The excess fuel forms a longer flame
which continues to burn past the turbines, and pro-
vides "hot streak ignition·· for the fuel being dis-
charged from the afterburner nozzles. The igniter
is actuated only after fuel pressure is built up within
the afterburner manifold. No repeater mechanism
is incorporated in the igniter, and the unit does not
recycle until afterburner operation is terminal ed by
moving the throttle inboard.
OIL SUPPL Y SYSTEM.
The dry sump, recirculating, pressure type engine
oil system is supplied from a 5.5 U.S. gallon tank
mounted on the left-hand side of the engine com·
pressor section. Usable oil supply is 4.5 gallons. Oil
flows from the tank to an engine driven gear type
boost pwnp whi.ch pumps the oil through a fuel oil
cooler. From the fuel oil cooler the oil flows to the
main oil pump. .From the main oil pump the oil
flows through a main oil strainer which is equipped
with a bypass valve for operation in the event of
clogging. A relief valve do\vtlstream of the oil
strainer prevents excessive pressure. From the main
oil strainer the oil flows to the main engine bearings
and accessory dnves. A scavenging system returns
oil from the bearing compartments and accessories
to the oil tank. A breather system connects the
individual bearing compartments and the oil tank
with a breather pressurizing valve. A ground service
engine oil gage and the required oil grade and speci-
fication are presented in the servicing diagram, fig-
ure 1-78.
The oil system is not capable of sustain-
ing oil pressure during inverted flight.
1·27
T.C.~ t~4850-1
FUEL SUPPLY SYSTEM.
Th~ aircraft fuel system (figure 1-14) consists of
three bladder type tanks (forward, main and aft)
permanently instailed in the fuselage. Up to four
auxiliary fuel tanks may also be installed. The
a~'\lliary tanks consist of a nonjettisonable tank
installed in the bomb bay, an external fuselage
c€'nterline pylon mounted tank, and a pylon
mounted tank under each wing. On aircraft fl059]
C/ W, t.he forward. mam and aft tanks are replaced
with self sealing type tanks. On aircraft [ 1 058]
C/W, the forward, main, aft and bomb bay tanks
are filled with polyurethane filler to reduC"e sloshing
of the fuel and increase the crash resistance charac-
teristics of the fuel tanks. A fuel quantity indicat-
ing system indicates the quantity of fuel in the
various tanks and caution lights provide indications
of malfunctions. A fuel manifold, connected to
all tanks, permits single point ground refueling or
air refueling of all tanks. During refueling as each
internal tank fills, a float operated shutoff valve in
the tank doses and sht1ts off the flow of fuel into
the tank. As each auxiliary tank fills. a float oper-
ated switch activates and deenergizes a solenoid
valve which opens and directs fuel pressure to close
the shutoff valve and stop the flow of fuel i11to
the tank. When the pilot, selects auxiliary fuel,
pressurized air, bled from the engine compressor
is directed to the selected tank. The pressurized
air forces the fuel (rom the tank through the
fuel martifold to the internal tanks. As eac-h in-
ternal tank fills, the float operated shutoff valve in
the tank closes and shuts off the flow of fuel into
the tank. When the tank level drops approximately
20 pounds the auxiliary fuel flow will resume.
This cycle will continue to maintain the three inter-
nal tanks full until the selected auxiliary tank is
emptied. DC primary power is required for all
functions of the fuel system except:
• Boost pump caution lights and fuel low
caution light - DC secondary power.
• Excess fuel vent caution light - DC secondary
power.
• Fuel quantity indication - AC primary power.
• All boost pumps and [f) CG pump - AC
secondary power.
Fuel from the main tank is pumped directly to the
engine fuel control by the main tank boost pump.
1-28
When the main tank level drops to approximately
1400 pounds fuel transfer from the forward and
aft t.anks begins ~md continues until thE• level in th('
main tank reaches approximately 1600 pounds. This
cycle will continue until the forward and aft tank~
are empty. A CG pump is provided in the forward
tank of the IEl aircraft which transfers fueL through
a refueling line, to the main tank. The pump auto-
matically transfers 1050 pounds of fuel from the
forward to the main tank. tht'n shuts off. This will
assure a proper CG under certain flight conditions.
If the main tank boost pump fails. the reduced pres-
sure at the pump outlet permits a spring loaded by-
pass valve to open a port which allows Lhl' forward
and aft tanks to pump fuel directly to the engine.
When the forward and aft tanks art~ empty, t.he main
tank fuel will gravity flow to th<> engine. If the
forward or aft tank boost pumps become inoperative,
the respective tank will discontinue transft:'rring fuel
until the tanks with opt>rative pumps are empty. At
this time the remaining fuel will gravity flow to the
engine. If all boost pumps become moperatlve, as
in the case of an AC generator failure, all internal
fuel will gravity flow to the engine. assisted by suction
from the engine driven pump. When the fuel level in
the main tank is below approximately 1100 pounds,
(-1058 and -1059] N/C/W, 1000 pounds !1058 and
1059] C/W the low level caution light will illuminate.
If the pilot has inadvertently failed to transfer bomb
bay tank fuel and the fuel tank selector switch is in
MAIN TK (MAIN), bomb bay tank fuel will transfer
automatically when the main tank drops to approxi-
mately 1100 (1000) pound&. At the beginning of
this automatic transfer the low level caution light
may illuminate momentarily and go out when the
fuel level rises and opens the float switch: however,
fuel transfer from the bomb bay tank will continue
until it is empty or the fuel tank selector switch is
rotated to EXT WG TK (WING) or BELLY TK
(BELLY ) position. Automatic bomb bay transfer
can also be discontinued by rotating the fuel tank
selector switch to the BB TK (BOMB BAY) position ,
then returning it to the MAIN TK (MAIN) position,
provided the low level switch has opened. Although
the FUEL LOW caution light and the fuel transfer
relay switches are on the same float, minor tolerance
differences may cause the FUEL LOW caution light
to illuminate before the fuel transfer relay closes or
the fuel transfer relay may close before the FUEL
LOW caution light illuminates. The fuel tank vent
system for the internal tanks and the vent system
for the bomb bay and centerline tank are vented
overboard through an outlet (Sabre Drain) located
on the left side of the aft fuselage. The bomb bay
tank vent system incorporates a solenoid operated
shutoff valve in the vent line that closes when the
 T.O. 1 F-1050-1

AIRCRAFT FUEL SYSTEM [997C, 1044 and=-1061] N/C/W REFUELING SYSTEM • .,. .. ·
NORMAL FUEL FLOW
TRANSFER OR REFUELING FLOW
.u.w.w.u BY · PASS FLOW
VENT
- AIR PRESSURE
ELECTRICAL CONNECTION
CHECK VALVE
REFUELIN G VALVE
ACTING AS CHECK
BOOST PUMP AND
flAPPER VALVES

DIVe
VENT
SYS
CLI MB
VENT
SYS

SABER
DRAIN

[£]NOT IN REAR IIfNOT IN REAR

COCKPIT COCKPIT

AUTOMATIC BY-PASS FLOW
IN THE EVENT OF FAILURE OF THE MAIN TANK BOOST PUMP THE
BY· PASS VALVE W ILL OPEN AUTOMATI CALLY AN D FUEL FLOW WILL
BE DIRECTED FROM THE FWD AND AfT TANK BOOST PUMPS TO
THE ENGINE. flOW FROM THE AUX I liARY TANKS WILL THEN
REPLENISH THE FWD AN D AFT TANK SUPPLY.
BOOSTER PUMP SWITCHES
1'H0VGH N0 HMAl.I..Y l EFT ON A T ALL T IMES, SWITCHES AAE PAOVIDF.D
~OATMe: ~WO AND A FTTANK BOOST PUMPS SO THAT THt! Plt.OT MAY
C0N fR0l F LOW FROM T HESE T A N KS UNOEA CERTA IN AaNORMAL C<)N .
D!TIONS DESCRIB ED IN THE TE XT ,
NOTE
T H E FWO TAN K BO OST PU MP SVIITCM Al..$0 C0NTHOLS
"tHE CO PUMP,
GRAVITY FEED
~¢
~-~
PA0VI$ 10HIS MADE FO A GRAVITY F-ElO FHOMAl l
INTERNAl. T ANK $ TO THE ENGINE TI<IIS MAY OCCVA
.rl., SIMUlTAN EOUSLY FROM A Ll..- "tANK~ IN THE EVENT
V OF FAILVH~ OF All PUMPS OR f RCIM AN V TANK AFTER THtSUP
PlY F ROM T AN KS WI"'T H 0 PERA6lE PUMPS I S E X H AVST CO.
NORMAL FLOW
NORMALLY FUEL FLOWS TO THE ENGI N E FROM THE MAIN
TANK, WITH FLOW FROM THE OTH ER TANKS REPLENISHING
~ THE MAI N TANK SUPPlY.
t!..!lu=:Jo;:;.-i" ON F· 105F AIRCRAFT THE INITI AL REPLENISH ING FLOW IS
THROUGH THE CG PUMP IN THE FWD TANK. THIS PUMP IS
CONTROLLED BY A FLOAT SWITCH A ND WILL OPERATE UNTIL
FUEL IN THE FWD TAN K FALLS 160 GAL BElOW THE FUll LEVEL .
THIS IS NORMAllY FOLLOWED BY fLOW FROM THE RESPEC·
TIVE AUXILIARY TANKS AS SELECTED BY THE FUEL TANK SE.
LECTOR SWITCH. INASMUCH AS THE CG PUMP HAS LOWERED
THE FWD TANK SUPPLY, TH I S TANK WILL ALSO RECEIVE AUX·
IUARY TAN K FUEL AND THE CG PUMP W I LL CONTINUE TO
OPERATE.
ON F-105D AIRCRAFT NO CC PUMP IS PROVIDED. REPLENISH·
lNG FLOW IS THEREFOR INITIATED AT THE SELECTED AUX.
ILIARY TANK. (DISREGARD ALl REF EREN CES TO THE CC PUMP.)
THE DIFFERENCE IN THE LEVELS OF THE TWO FLOAT VALVES
CLOSE IN THE MAIN TANK ASSURES TH E USAGE OF All AUXILIARY
AND CG PUMP FUEl BEFORE FLOW FROM THE FWD AND AFT
TANK BOOST PUMPS BEG INS. SI N CE THESE PUM2S ARE NOR·
MAllY OPERATIVE AT All TIME S, THIS CHANGEOVER Will
TAKE PLACE AUTOMATICALLY WHEN AUXILIARY AND CG PUMP
flOW CEASES AND THE MAIN TANK FUEL LEVEL FALLS TO
THAT OF THE LOWER FLOAT VALVE .
THE LOWER FLOAT VALVE IS DESIGNATED AS THE DUAL LEVEl
FlOAT VALVE. IT CONTAINS TWO FLOATS, OPERATING AT
DIFFE RENT LEVELS. ONE OPENS THE VALVE, THE OTHER
CLOSES IT . THIS FORESTALLS RAPID CYCLI N G OF THE VALVE
DURING OPERATION .
TO ENGINE
FUEl CONTROL
NORMAL MANAGEMENT
SYSTEM
SEE FUEL SYS T EM MANAGEME NT, SEC I ,

Figure 1-14 (Sheet 1 of3)

1-29
T .0.' 1 F-1050-1

AIRCRAFT FUEL SYSTEM [997C or 1044] C!W [1061] N/C/W REFUELING SYSTEM
--
-+ftltttff I
NORMAl FUEL flOW
TRANSFER OR REFUELING flOW
:..:..:..::.:_~.

BY-PASS flOW
VENT
AIR PRESSURE
ElECTRICAl CONNECTION
CHECK VALVE
REFUELING VALVE
ACTING AS CHECK
BOOST PUMP AND
FLAPPER VAl YES

FUEL TANK
SELECTOR
SWITCH

SABER
DRAIN

[f) NOT IN REAR

COCKPIT

NORMAl FlOW
AUTOMATIC BY-PASS FLOW NORMAllY FUEl FlOWS TO TH E ENG IN E FROM THE MAIN
TANK, WITH FLOW FROM THE OTHER TANKS REPLENISHING
IN THE EVENT OF FAILURE OF THE MAIN TANK BOOST PUMP THE THE MAIN TANK SUPPlY.
BY-PASS VALVE Will OPEN AUTOMATICAllY AND FUEL FLOW W ill ON F- 105F A I RCRAFT HIE INITIAl REPLENISHING FLOW IS
BE DIRECTED FROM THE FWD AND AFT TANK BOOST PUMPS TO THROUGH THE CG PUMP IN THE FWD TANK . TH IS PUMP IS
THE ENG INE. fLOW FROM THE AUXILIARY TANKS Will THEN CONUOllED BY A flOAT SWITCH AND Will OPERATE UNTi l
REPLENISH THE FWD AND AFT TANK SUPPLY. FUE l IN THE FWD TANK FALLS 160 GAL BElOW THE FU LL LEVEL.
THIS IS NORMAllY FOllOWED BY flOW FROM THE RESPEC-
TI VE AUXILIARY TANKS AS SELECTED BY THE FUEl TANK SE -
LECTOR SWITCH . INASMUCH AS THE CG PUMP HAS LOWERED
THE FWD TANK SUPPLY, THIS TANK Will ALSO RECEIVE AUX-
IL IARY TANK FUEl AND THE CG PUMP WILL CONTINUE TO
OPERATE.
ON F-IOSD AIRCRAFT NO CG PUMP IS PROV IDED. REPLEN ISH-
lNG FLOW IS THEREFOR INITIATED AT THE SELECTED AUX-
ILIARY TANK. (DISREGARD All REFERENCES TO THE CG PUMP.)
THE b i FFERENCE IN THE LEVELS OF THE TWO FlOAT VALVES
CLOSE IN THE MAIN TANK ASSURES THE USAGE OF All AUXILIARY
AND CG PUMP FUEL BEFORE flOW FROM THE FWD AND AFT
TANK BOOST PUMPS BEGINS. SINCE THESE PUMPS ARE NOR-
BOOSTER PUMP SWITCHES MAllY OPERATIVE AT All TIMES, THIS CHANGEOVER WILl
TAKE PLACE AUTOMATICAllY WHEN AUX I LIARY AND CG PUMP
THO\JGM NO~MAt,.... Y I.E!~TON AT Alt. TIMES, SWfTCHESARE PROVIDED FLOW CEASES AND THE MA IN TANK FUEL lEVEl FAllS TO
FOA T~E ~WO ANDAF1 TANK 800$Tf'UMf>SSO THAT TtiE PilOT MA Y
CQN TAOl. FL¢'1V f ROM THE'SE TANKS V NOER CERT A IN ,.\ONORM AL, CON
.THAT OF THE LOWER flOAT VALVE.
Pl tl (}.~$ OESCAIBE:O IN THE TE;X T THE LOWER FLOAT VALVE IS DESIGNATED AS THE DUAL LEVEL
flOAT VALVE . IT CONTAINS TWO FLOATS, OPERATI NG AT
NOTE DIFFERENT LEVELS. ONE OPENS THE VALVE , THE OTHER
T HE FWO To\NK BOOST PUMP SW\Tt tl ALSO CONTkOI..S CLOSES IT. THIS FORESTALLS RAPID CYCLING OF THE VALVE
1HE CG PUMP.
TO ENGINE DURING OPERATION .
GRAVITY FEED
~¢
~-~
PROVIS ION IS MADt ~OR GRII.VITY fEE.() FROM AU.
INTERN A L TAN!<$ TO THE ENGIN:E Tti\SM AY OCCUR
FUEL CONTROL
SYSTEM
NORMAL MANAGEMENT
J1. SIMU LTANEOUSLY F ROM ALL. TAN KS IN 1"11E EV ENT
SEE FU E L SYSTEM MANAGEMENT . S EC I .
V OF FAI LURE Of A LL PUMPS OR FROM ANY TAN )( AnER THE $UP
PL.Y FROM TA NK$ M Tl-4 QfERA8LE f'VMPS IS EXHAUSTED.

Figure 1-14 (Sheet 2 of 3)

1-30
 T.O. 1F- 105D- 1

AIRCRAFT FUEL SYSTEM [1044 and 10611 C!W

REFUELING SYSTEM
NORMAl fUEL HOW
TRANSFER O R REfUELING flOW
BY· PASS flOW
VENT
AIR PRESSU RE
ElECTRICAL CONNECTI ON
CHECK VAlVE
REFUEli NG VAlVE
ACTING AS CHECK
BOOST PUMP AND
flAPPER VAlVES

fUEl TANK
SElECTOR
SWITCH

BOMB
BAY

(f) ONlY-

DIVE
VENT
SYS

SABER
DRAIN

AUTOMATIC BY-PASS FLOW NO RMALLY FUEL FLOWS TO THE ENG INE FROM THE MAIN
TAN K, WITH flOW fROM THE OTHFR TANKS REPLENISHING
THE MAIN TANK SUPPLY.
ON f·lO~f AIRCRAfT THE INITIAL REPLENISHING flOW IS
THROUGH THE CG PUMP IN THE FWD TANK. THIS PUMP IS
CONTROLLED 8Y A FlOAT SWITCH AND WILL OPERATE UNTil
FUEl IN THE FWD TANK fAllS 160 GAL BELOW THE fUll lEVEl.
THIS IS NORMALLY FOllOWED BY flOW FROM THE RESPEC·
TIVE AUXIliARY TANKS AS·SELECTED BY THE FUEL TANK SE.
lECTOR SWITCH. INASMUCH AS THE CG PUMP HAS lOWERED
THE FWD TANK SUPPlY, THIS TANK Will AlSO RECEIVE AUX·
lliARY TANK FUEL AND THE CG PUMP WILL CONTINUE TO
______f OPERATE.
ON F· 105D AIRCRAFT NO CG PUMP IS PROVIDED. REPlENISH·
lNG FLOW IS THEREFOR INITIATED AT TH E SELECTED AUX·
lliARY TANK. (D ISREGARD All REFERENCES TO THE CG PUMP. I
CLOSE THE DIFFERENCE IN THE LEVELS O F THE TWO FLOAT VAlVES
- - - - - - '[ IN THE MAIN TAN K ASSURES THE USAGE O F All AUX IliARY
AND CG PUMP FUEl BEFO RE FLOW FROM THE FWD AND AFT
TANK BOOST PUMPS BEGINS. SINCE THESE PUMPS ARE NOR·
BOOSTER PUMP SWITCHES 1 I I MAllY OPERATIVE AT All TIMES, THIS CHANGEOVER WILL
tHOUGH NORMALLY LEFT ON AT ALl l'..,lS,SWITCHUAAE PROVIDED m:itlE!li:a!lli~-~ TAKE PlACE AUTOMATICALLY WHEN AUXIliARY AND CG PUMP
FORTH £ F"WOANOM-T TANK 800$T "-'MPSSO THAT THE PILOT MAY flOW CEASES AND THE MAIN TANK FUEL lEVEl fAllS TC
CONTROL. F\.O'ttF"AOM THESf TAHI(S UNOfR CIRTAIN ARNORMAL CON- THAT O f THE lOWER flOAT VAlVE .
OtfiOH$ O£$CR18ED INTltt TElltT
THE LOWER flOAT VAlVE IS DESIGNATED AS THE DUAl lEVEL
NOTE flOAT VAlVE. IT CONTAINS TWO FlOATS, OPERATING AT
TI-ff FWOTANK 800IT PUN.. S'MTQt AU()(:OHTAOl.S DIFFERENT LEVElS. ONE OPENS THE VALVE, THE OTHER
THECGPUMP ClOSES IT. THIS FORESTALLS RAPID CYCliNG Of THE VALVE
GRAVITY FEED TO ENGIN E DURING OPERATION.
~.,I'L.. P'RQVt$10-N I$M'-O( fOIIIi Gft-VITY ftEO fAOM ALL FU El CONTRO l NORMAL MANAGEMENT
~-r-V INTERNAllA-..I<SfOlH(fN(UNb 1HI'$MAVOCCUA
SYSTEM
.r\.. S.IMULTANEOU$1.\1 rAO'AAI.L TANt\SIN 1"HE EVENT SEE FUEL SVSTrM MANAGEMENT, SEC I
V Of F'Ait..UAE Of Alt. PUMPS Oft FAOM AtvV T~NK ~FTERTt1C SUP
PLY F~OM TANI<SW1TH O'i.A-'Ill! ,I.JMPS IS bXH4USTeD

Figure 1-14 (Sheet 3 of 3)

1-31
T.O. 1F-1 050-1
fuel level approaches the vent outlet. A check valve
permits air to by-pass the valve for suction relief.
Fuel grade and specifications are noted in the ser-
vicing diagram (figure 1-7 8) . Air refueling system
is covered in section I.
REVISED FUEL SYSTEM [10611 C/W.
Puncture of the engine feed line from the main tank
to the fuel shutoff valve will result in complete loss
of fuel as the forward and aft tanks continuously
replenish the main tank and U1e main tank delivers
fuel to the punctured line. A fuel leak sensing sys-
tem which detects a fuel leak between the main
tank and the shutoff valve is installed. When the
sensing system detects a leak, a transfer shutoff
valve in the tranfer line closes and terminates fuel
transfer from the forward and aft tanks to the main
tank. The forward and aft tanks then feed the
engine directly through the by-pass valve after the
main tank empties. Auxiliary fuel will continut! to
flow to the main tank unless flow is terminated.
Check valves have also been added to the fuel sys-
tem to prevent fuel loss from the forward or aft
fuel tanks if sections of the fuel transfer line or the
tanks are damaged. Fuel loss will be limited to the
quantity of fuel in the damaged tank and the aux-
iliary fuel transfer.red to the tank.
REVISED FUEL SYSTEM 1020 C/W.
The fuel. system now functions as on the aircraft
not modified by T .O. lF-105-1061, and the fo l-
lowing differences will be noied:
a. The transfer shutoff valve (labeled
TRANSFER SHUTOFF VALVE in figure 1-14
(sheet 3 of 3) is deactivated in the open position
so that the fuel t1ow through it is continuous.
b. The fuel leak caution light is deactivated and
will not flluminate.
FUEL TANK CAPACITIES.
For fuel quantity data see figure 1-1 5.
FUEL SYSTEM OPERATION.
Normal operation of the fuel system with boost
pumps operating requires the pilot to manually
select auxiliary fuel for tranfer to the internal
tanks. When aircraft configuration does not require
CG control the fuel tank selector is positioned to
BELLY TK (BELLY) (centerline) and rotated clock-
wise, one position at a time as each tank empties, ·
except tal<eoff is made with th<~ fuel selector in the
1-32 Change 2
MAIN TK (MAIN) position. A pronounced inter-
mitt ent thumping can be felt and heard as each
tank is nearly empty and stops when the tank is
completely empty. The severity of the thumping
increases with attitude. This thumping occurs when
the p.ressurized air mixes with fuel slugs and surges
through the refueling manifold and is relieved over-
board through the internal fuel tanks vent system.
After checking the fuel quantity gage to verify that
the tank is empty the next position should be
selected to prevent fuel venting and reduce air bleed
off from the engine. When the auxiliary fuel is
exhausted and the fuel tank selector is in MAIN TK
(MAIN) fuel is transferred from the internal tanks
to the main tank with the aid of boost pumps. Fuel
level in the main tank should remain above 1300
pounds during stabilized normal cruise attitude.
The proportional flow is such that when the aft tank
empties the forward tank should be between 0 and
825 pounds on the F-105D aircraft. 'l'he proportional
flow is such on the F-105F aircraft. that when the
forward tank is empty the aft tank should be between
450 and 1 250 pounds provided A/B has not been
used during the 1050 pound pump down by the
for ward CG pump.
On If] aircraft at all engine flows, except A/B, the
forward CO pump will remove approximately 1050
pounds of fuel from the forward tank before normal
transfer beings. For A/B operation, normal transfer
will start before the 1050 pounds of fuel is .removed
from the forward tank in order to maintain the main
tank at 1300 pound level. When the fuel level in the
main tank is be.low approximately 1.100 pounds the
low level caution light will illuminate. If the pilot
has inadvertently failed to transfer bomb bay tank
fuel and the fuel tank selector is in MAl N TK (MAIN),
it will transfer automatically when the main ta11k level
drops to approximately 1100 pounds. At the begin·
ning of this automatic transfer the low level caution
ligh t may illuminate momentarily. DC primar y power
is r equired for all functions of the fuel system except:
• Boost pump and fuel low caution lights - DC
secondary power.
• Fuel quantity indication- AC primary power.
• Boost pumps- AC secondary power.
Failure of any o r all boost pumps will not prevent
use of any internal fuel. All internal tanks can supply
fuel directly to the engine by gravity assisted by
suction from the engine driven fueJ pump. Abnormal
internal fuel distribution caused by inoperative boost

pumps (or improper management) may result in
exceeding ~he forward or aft CG limits. internal fuel
distribution may be controlled by shutting off the
forward or aft boost pumps as required. lf the afL
CG is exceeded, extreme caution should be exercised
during landing.
T.O. 1 F-1050·1
NORMAL AUXILIARY FUEL TRANSFER .
1. Fuel tank selector - BELLY TK {BELLY)
until empty (if installed) CG will move aft.
2. Fuel Lank selector - EXT WG TK (WING) until
empty (if ins~alled) CG will move forward.
Change 2 1-32A/(1 -32B blank)
 T.0.1 F-1050-1

FUEL QUANTITY U.S. GALLONS AND POUNDS

POUNDS SHOWN ARE FOR STANDARD DAY CONDITIONS ONLY ANO
ARE BASED ON 6.5 POUNDS PER GALLON OF JP-4 FUEL. FOR
d.a,~a, MORE PRECISE ACCURACY THE WEIGHT OF FUEL SHOULD BE
[ -1058 and - 1059 ] N /C/W SAMPLED AT THE LOCAL ENVIRONMENT.
DATA DATE: MAY 1963

DATA BASIS: CALIBRATED

--------·------------{
GALS
USABLE FUEL

POUNDS
FULLY SERVICED* *

GALS POUNDS

450.0 2925.0 452.5

650.0 4225.0 653 .0

450.0 2925.0 452.5 2941.0

RIGHT INBOARD
PYLON TANK 450.0 2925.0 452.5 2941.0

BOMB
BAY 390.0 2535.0 391.0 2541.5
TANK I
t 135.0 7377.5 1148.0 746'2.0

FUEL IN ll 25.0 162.5 25.0 16 2.5

[997C and 1044] N/C/W
376.0 2444.0 380.0 2470.0
257.0 1670.5 260.0
AFT TANK
'--- ---r•• ..502.0
-- - -3263.0
- - ..._ _508.0 3302.0
____.____ ___.
-*MAIN TANK FUEL IS OBTAI NED FROM THREE INTERNAl TANKS
**FULLY SERVICED = USABLE FUEl PLUS UNUSABLE FUEL
[997C or 1044] C/W

USABLE FUEl

GALS POUNDS
1160.0 7540.0
2450.0 15925.0
2900.0 18850.0
JNT FUEL WITH B/ B TANK AND TWO 450 AND ONE 650 EXT TANKS 3100.0 20150.0

Figure 1·15 (Sheet 1 of 2)

1·33
T.O. 1F- 105D-1

FUEL QUANTITY U.S. GALLONS AND POUNDS

POUNDS SHOWN ARE FOR STANDARD DAY CONDITIONS ONLY AND
ARE BASED ON 6.5 POUNDS P£R GALLON Of JP-4 FUEL FOR
d.~~~ MORE PRECISE ACCURACY THE WEIGHT OF FUEL SHOULD BE
SAMPLED AT THE LOCAL ENVIRONMENT.
[-1058 and -105 9 ) C/W
DATA DATE: MAY 1968

DATA BASIS: CALIBRATED

,. ....~--------------------4
GALS
USABLE FUEL

POUNDS GALS
FULLY SERVICED**

POUNDS

450.0 2925.0 452.5

650.0 4225.0 653.0

LEFT INBOARD
PYLON TANK
450.0 2925.0 I 452.5 2941 .0

RIGHT INBOARD
PYLON TANK 450.0 2925.0 452.5 2941.0

BOMB
BAY 375 .0 2437.5 380.0 2470.0
TANK

MAIN TANK* 1026.0 6669.0 1074.0 6981.0

FUEL IN LINES 25.0 162.5 25.0 162.5

[997C and 1044] N/C/ W
334 .0 2171 .0 348 .0
242.0 1573.0 254.0
AFT TANK 450.0 2925.0 472 .0 3068.0
"-------·---- ----....------"----......1
*MAIN TANK FUEL IS OBTAINED FROM THREE INTERNAl TANKS
**FUlLY SERVICED = USABLE FUEl PlUS UNUSABLE FUEL

[997C or 10441C/ W

USABLE FUEL

GALS POUNDS

1051.0 6831.5
2326.0 15119.0
2776.0 18044.0

INT FUEl WITH B/ 8 TA'IK AND TWO 450 AND ONE 650 EXT TANKS 2976.0 19344.0

Figure 1·15(Sheet2ot2)

1-34
 T.O. lF- 1050- 1

FUEL SYSTEM
Ce»I1"t;:..-e» I.
:._»a,I-..ei.s

:····························/\·····················:,
~LIGHT SHOWN ILLUMINATED 1'
~ FOR INFORMATION ONLY l
: ...................................................:

[997C or 1044] C/ W

[997C and 1044] N/C/W

Figure 1·16
1·35
T.O. 1F-1050·1
3. Fuel tank selector- BB TK (BOMB BAY)
until empty (if installed) CG will move aft.
4. Fuel tank selector - MAlN TK (MAIN)
FUEL SY STEM M ANAGEMENT.
With certain aircraft configurations special fuel
system management is required to maintain the
CG within limits.
Outboard Stores, l nbd Wing Tanks, Centerl ine Tank or
Clean, Expended Ammunition.
lf mission requires jettisoning centerline tank, it
should be used first, otherwise proceed as follows:
1. Fuel tank selector - EXT WG TK (WING)
until empty, CG will move forward.
2. Fuel tank selector - BELLY TK (BELLY)
(centerline) until empty (if installed), CG
will move aft.
3. Fuel tank selector- MAIN TK (MAIN) until
internal total indicates 4000 pounds, CG will
move forward.
4. fuel tank selector - BB TK (BOMB BAY)
until empty, CG will move aft.
5. Fuel tank selector - MAIN TK (MAIN).
Outboard Clean, Inboard M-118 Bomb, Centerline Store
or Tank.
1. Fuel tank selector- BELLY TK (BELLY)
(centerline) until empty (if installed), CG
will move aft.
2. Fuel tank selector- MAIN TK (MAIN) until
internal total indicates 4000 pounds, CG will
move forward.
3. Fuel tank selector - BB TK (BOMB BAY)
until empty, CG will move aft.
4. Fuel tank selector- MAIN TK (MAIN).
Normal Management.
During take-off the fuel tank selector switches
should be in the main tank position, utilizing only
internal fuel.
When no auxiliary tanks are carried, this selector
switch position is maintained throughout the
entire flight.
1-36
When auxiliary tanks are carried, fuel from these
tanks is used after take-off to replenish the internal
main tank supply as it is consumed by the engine.
Tanks are normally selected in the sequence shown
on the fuel tank selector switch, reading in a clock-
wise direction as shown by the arrow. Omit stations
where tanks are not carried.
When flow from the auxiliary tanks ceases, the
function of replenishing the main tank supply is
automatically taken over by the FWD and AFT
internal tanks. However, at this time the fuel tank
selector switch should be returned to the main tank
position so that no auxiliary tank is pressurized.
At a predetermined low fuel level a float switch in
the main tank illuminates a caution light to warn
the pilot. Though not shown on the diagram, this
same switch completes a circuit to automatically
activate the bomb bay tank. This assures the usage
of fuel which may have inadvertently been left in
this tank.
Note
On F-105F aircraft replenishing flow to
the main tank is partially supplied through
the CG pump. However, this does not
affec.:t normal fuel management. The above
procedure, therefore, applies to both
F-105D and F-105F aircraft.
FUE L TANK SELECTOR SWITCH.
The rotary type fuel tank selector switch (fig-
ure 1-14) controls the various fuel tank feeds. On
aircraft [997C and 1044] N/C/W the switch has a
total of eight positions. The second, third and
fourth detent positions on the switch are not
marked; the remaining five are placarded as follows:
OFF, BELLY TK, EXT WG TK. BB TK, and
MAIN TK. A mechanical stop prevents the
switch from being rotated directly .from OFF to
MAIN TK, or vice versa. To move from OFF to
MAIN TK, the selector switch must be rotated
clockwise through both the unmarked and
marked positions; to move from MAIN TK to
OFF, it must be rotated counterclockwise
through both the marked and unmarked posi-
tions. The fuel shutoff valve is open in all
positions except OFF. The OFF position closes
the fuel shutoff valve, shutting off all fuel flow
to the engine. When positioned to the

JELLY TK, EXT WG or BB TK position, electrical
power is supplied to open the respective solenoid
valve and admit air pressuie to the tank, thus per-
mitting the tank to transfer fuel to the internal
tanks. The fuel shutoff valve between the aircraft
and engine fuel system is also open, allowing fuel
flow from the main tank to the engine. When the
switch is positioned to the MAIN TK position, the
fuel shutoff valve is open, allowing fuel flow to the
engine fuel system. In this position fuel will not
transfer from any of the external tanks. In the event
of power failure the valve will remain in t he position
it was in when power failed. On aircraft [997C or
1044) CjW the .fuel tank selector switch (figure 1-
14) is a foUI-position switch. The positions are
placarded BELLY, WING, BOMB BAY and MAIN,
which correspond to BELLY TK, EXT WG TK,
BB TK and MAIN TK, respectively, on the unmodi-
fied selector. Mechanical stops prevent the switch
from being rotated counterclockwise from the
BELLY and clockwise from the MAIN position.
The four placarded positions function the same as
the corresponding positions on the unmodified fuel
tank selector. The centerline tank jettison switch
(Belly Tank) located on the unmodified fuel system
control panel is deleted and a fuel shutoff switch is
installed in its place. All circuits connected to this
switch are powered by DC primary power.
Note
Throughout the text and procedures the
BELLY TK (BELLY) position is referred
to as the centerline tank.
e If the pilot has inadvertently failed to
transfer the bomb bay fuel in proper
sequence, and the fuel tank selector
switch is in MAIN TK (MAIN), the bomb
bay fuel will automatically start to trans-
fer when the FUEL LOW caution light
float switch closes. The fuel transfer
will continue until the bomb bay tank
is empty. Fuel transfer can be discon-
tinued, and the tank vented by posi-
tioning the fuel tank selector switch to
BELLY TK (BELLY) or EXT WG TKS
(WING). Automatic bomb bay feed
can also be stopped by cycling the fuel
tank selector switch to BB TK (BOMB
BAY) and back to MAIN 'l'K (MAIN)
position, provided the low level switch
has opened.
FUEL SHUTOFF SWITCH [997 or 1044} C/W.
The fuel shutoff switch was incorporated to elimi-
nate relay arcing when rotating the unmodified fuel
T.O. lf-1050- 1
tank selector through the unmarked positions with
DC power on the system. The fuel shutoff switch
(figure 1-14) is a guarded switch with two positions
placarded ENGINE FEED and SHUTOFI<'. The
ENGINE FEED position opens the main fuel shutoff
valve allowing fuel to flow to the engine. The SHUT-
OFF position closes the main fuel shutoff valve and
this position replaces the OFF position on the un-
modified fuel tank selector switch. Two different
type guards are used. On aircraft [1044] C/W the
guard will remain open. Closing the guard will force
the fuel shutoff switch to the ENGINE FEED posi-
tion. To place the switch in the SHUTOFF position
the guard is raised and the switch pulled back to the
SHUTOFF position. The guard will remain in the
raised position. On aircraft (997C] C/W the guard
is spring loaded to the closed position. To move
the switch to either position the guard is raised, the
switch positioned as desired then the guard will
automatically close. On If] aircraft the fuel shutoff
switch is installed in both front and rear cockpits.
Both switches must be in the ENGINE FEED posi-
tion for the main fuel shutoff valve to open. The
valve will close if either switch is placed in the
SHUTOFF position.
BOOST PUMPS.
Boost pumps are installed in all the internal tanks;
the aft fuel tank is equipped with two boost pumps,
the forward tank is equipped with one boost and on
[f) aircraft the forward tank is also equipped with
one center of gravity control transfer pump. The
main fuel tank boost pump operates continuously,
provided three phase 200-volt AC secondary power
is available. The forward and aft tank boost pumps,
which are provided with manually operated switches
for turning them on and off, also operate from
three phase 200-volt AC secondary power. The
main tank boost pump supplies fuel to the engine
fuel system. The differential pressure between the
main tank and the main tank boost pump is used to
hold a valve, in the supply line from the forward and
aft tanks to the engine fuel supply, in the closed
position. In case of main tank boost pump failure,
this valve automatically opens, by spring pressure,
and allows the output of the forward and aft boost
pumps to be directed to the engine fuel system. A
check valve in the main tank boost pump outlet will
close to prevent fuel from being pumped into the
main tank during this operation. The forward and
aft pumps are also equipped with a check valve. 'fhe
check valve in a tank with a failed boost pump is
held closed by pressure from other boost pumps. If
all boost pumps fail, the check valve opens and fuel
is gravity fed (assisted by suction from the engine
fuel pump) to the engine. On ff.l aircraft the center
1-37
T.O. 1F-1 050-1
of gravity control transfer pump in the forward tank
is provided to transfer fuel from the forward tank
to keep the aircraft within the permissible forward
CG limits. The pump is powered by AC secondary
power and will operate only if the forward tank
quantity is above 1390 pounds remaining. When
the fuel level in the forward tank drops to approxi-
mately 1390 pounds remaining the pump is auto-
matically shut off by a float switch. If this pump
fails when the fuel quantity in the forward tank is
above 1390 pounds remaining a caution light on
each cockpit caution panel will Hluminate. The
pump is controlled by the forward boost pump
switch.
The fuel boost pumps will operate on
two phases of AC secondary power.
If a pump circuit breaker (located in
the electronics compartment) from one
of the busses disengages because of a
defect in that phase, the respective
pumps will continue to operate, but
at a reduced output; however, once
stopped, the pump cannot be restarted.
Note
The forward and aft boost pump
caution lights may flash on and off
due to sloshing of the trapped fuel in
the tank. Therefore, to prevent un-
necessary distraction to the pilot, the
forward and aft boost pumps may be
turned off after the tanks are empty.
The lights will remain on after switches
are turned off.
Boost Pump Switches.
The forward and aft tank boost pump switches
(figure 1-14) placarded FUEL BOOST PUMPS (not
in rear cockpit) have positions placarded FWD/CG
.(FWD) and OFF, and AFT and OFl!' respectively.
The pumps are powered by three-phase, 200-volt
AC secondary power, and are controlled by the
single-phase 115-volt AC secondary power. When
the switches are in the l<'WD /CG (FWD) or AFT
position, single-phase power energizes the respective
relays, permitting three-phase, 200-volt, AC secon-
dary power to energize the respective pumps.
When the switches are in the OFJ:l' position, the
control relays are deenergi.zed, shutting off the
three-phase, 200-volt AC secondary circuit to the
respective pumps, making the pumps inoperative.
1·38
If the single phase control power fails, the pumps
will become totally inoperative; however, if one of
the other two phases fail, the pumps will continue
to operate at a reduced output.
Note
(£] If the forward boost pump switch is in
the FWD"/CG position the center of
gravity control transfer pump in the
forward fuel tank will operate (providing
AC power is available) until the fuel level
in the forward fuel tank drops to 1390
pounds remaining at which time the
pump will shut off.
Alternate Engine Fuel Feed Switch [1061 ] C/W.
The alternate engine fuel feed switch, (figure 1-14)
located on the left console outboard of the auxiliary
canopy jettison handle (not in rear cockpit), is a
two-position switch placarded ALT ENGINE FUEL
FEED with positions marked DEACTIVATE and
AUTOMA'fiC. In the AUTOMATIC position fuel
flow is normal until the fuel leak sensing system
detects a leak in the fuel line from the main tank to
the transfer shutoff valve. If the leak is sustained for
5 to 10 seconds the following action occurs:
• The transfer shutoff valve closes and fuel will
flow from the main tank until it is empty then
fuel flow to the engine will be directly from
the forward and aft tanks through the by-pass
valve.
• Automatic bomb bay fuel feed circuit is
deactivated.
• On If] aircraft the forward CG pump circuit
is deactivated.
• The fuel purging valve is closed.
• The fuel leak caution light will illuminate.
The DEACTIVATE position deenergizes the fuel
leak sensing system and fuel system functions the
same as on unmodified aircraft. The fuel leak caution
light will illuminate and r emain illuminated until
the switch is positioned to the AUTOMATIC position
or loss of DC power occurs. The fuel leak sensing
system is powered by AC secondary power. The
transfer shutoff valve is powered by DC primary
power.
 T.O. 1F-105D-1

On F-105D and F- • 05F aircraft modified by T.O. a. The transfer shutoff valve (Labeled MAIN
lF'-105-1020. the Revised Fuel System as provid- TRANSFER SHUTOFF VALVE in figure 1-12
ed by T.O. lF-105-1061 bas been deactivated. (sheet 3 of 3) in basic manual) is deactivatC?d in
the open position so that Lhe fuel flow through it
Power has been removed from the ALTERNATE is continuous.
ENGINE FUEL FEED switch so that it is now
lNACTJvg in both positions and Lhe fuel leak b. The fuel leak caution light is deactivated
Acnsing syst-em is no longer open\tivP (1020 C(W). and ·will not illuminate.
The fuel system now functions as on the aircraft
not modilied by T .O. 1F-105-1061. The follow-
ing differences will be noted after T.O. lF-105-
J 020 has been complied with:

Change 2 1-38A/(1 -38B blank)


JETIISON SYSTEM.
Integral pylon and tank units are jettisoned from the
wing and fuselage centerline (belly) by electrically
fired explosive cartridges in the pylons. Wing pylons,
with or without stores, are also jettisoned by electri-
cally f.tred explosive cartridges. The jettison system
is powered by DC primary power. However, if DC
primary power is not available, battery power is
automatically supplied to the jettison system. When
jettisoning is required, left and right wing pylons
will be jettisoned simultaneously.
When a bomb bay tank or SUU-21/MN-lA
dispenser is installed in the bomb bay, it
is a fixed installation and no attempt shall
be made to jettison it. The special store
locking handle shall be left in the LOCKED
(full forward) position with the pip pin
installed and the displacing gear pressure
should read zero (+25) PSI.
The jettison controls allow the pilot a choice, or
combination, of any of the following:
• Jettison all pylons (with attached tanks or
stores).
• Jettison centerline pylon and tank.
• Jettison inboard wing pylons (with tanks or
stores).
• Jettison outboard wing pylons {with stores).
Note
The AIM-9B (Sidewinder) and the AGM-
12B (Bullpup) adapters cannot be
jettisoned.
Jettison External Stores Button.
The jettison external stores button (figure 1-5) on
the left auxiliary instrument panel is provided to
jettison all pylons and any tanks or stores (except
special weapons, AGM-12B/C, AIM-9B/E, or AGM-
45B missiles) that may be inslalled on them. The
button is placarded JETTISON EXTERNAL
STORES. When the button is depressed, DC pri-
mary power is supplied to explosive cartridges in
each pylon, releasing the pylons. A time delay
T.O. 1F-1050-1
feature provides a 0.6 second delay between jettison-
ing of inboard and outboard pylons. A holding relay
keeps the circuit energized 1.2 seconds so that the
button does not have to be held depressed. If DC
primary power is not available, battery power is
automatically supplied to the jettison system.
Pylon Jettison Buttons.
The pylon jettison buttons (2, figure 1-7) on the
right console (not in rear cockpit) are provided to
jettison pylons and any tanks or stores (except
special weapons AGM-12B/C, AIM-9B/E or AGM-45B
missiles) that may be installed on the respective pylon.
The buttons are grouped under a placard marked
J ETTISON PYLONS, and are individually placarded
INBD, CENTER and OUTBD. When any of the
three buttons is depressed, DC primary power is
directed to explosive charges in the respective
pylons releasing the pylons. In the event DC
primary power is not available, battery power is
automatically supplied to the system.
Centerline Tank Jettison Switch (Belly Tank) {997C and
1044] N/C/W.
The centerline tank jettison switch (figure 1-13) on
the fuel system contr ol panel (not in rear cockpit)
is provided t.o jettison the centerline pylon and any
tank or store that may be installed. The switch plac-
arded BELLY TANK JETTISON is a two-position
switch guarded in the unmarked OFF position.
When the guard is lifted and the switch positioned to
JETTISON, DC primary power is supplied to explo-
sive cartridges in the centerline pylon, releasing the
pylon. If DC primary power is not available, battery
power is automatically supplied to the system.
Do not open the bomb bay doors when
carrying the centerline pylon tank or the
centerline pylon multiple ejection rack
assembly as tanks or stores will jettison
and doors may be damaged.
• To prevent inadvertent jettisoning of the
multiple ejection rack assembly, the cen-
terline tank jettison switch guard shall be
safetied when the rack is installed on the
centerline pylon.
1·39
T.O. 1 F-1050-1
FUEL QUANTITY INDICATOR
and selectoP s"1lll"i.tch
Figure 1-17
Inboard MER Jettison Switch.
The inboard MER jettison switch (1, figure 1-7) on
the right console (not in rear cockpit) is a two-
position toggle switch placarded JETTISON INBD
MER and is powered by DC primary power.
Note
When carrying MER on inboard pylons,
the cartridges are removed making this
switch ineffective. To jettison the py-
lon and MER together, it is necessary
to engage the inboard pylon jettison
button.
FUEL SYSTEM INDICATORS.
Fuel Quantity Indicators.
A fuel quantity indicator (figure 1-17) is provided
to indicate fuel on board and is powered by 115-
volt AC primary power. The system indicates in
pounds and since it is a capacitance type, compen-
sates for changes in fuel density. The auxiliary
1-40
TYPICAL
tank quantities (left pylon tank, right pylon tank
and auxiliary bomb bay or centerline pylon tank)
are indicated on three small dials on the face of the
indicator. The auxiliary or pylon tank dials are
graduated in 500 pound units. The large outer scale,
graduated in 200 pound units, indicates total (inter-
nal plus external), total internal or the individual
internal tanks, depending on the position of the
fuel quantity selector switch. When wing tanks are
jettisoned, the left and right pylon dials will indicate
slightly below zero. When the centerline pylon tank
is jettisoned the auxiliary and fuselage dial will indi-
cate the amount oLfuel in the bomb bay tank only.
On the If] aircraft the front cockpit has the master
indicator and the rear cockpit has a repeater indicator.
Fuel Quantity Selector Switch.
The fuel quantity selector switch (figure 1-17) (not
in the rear cockpit) is powered by 115-volt AC pri-
mary power. The detented positions of the rotary
switch from left to right are as follows: TOTAL
for all fuel on board (internal plus auxiliary fuel) ,
FWD for fuel in the forward tank, MAIN for fuel
in the main tank, AFT for fuel in the aft tank and
 T.O. 1F-1050-1

INTERNAL TOTAL for all internal fuel on board A UX & FUSE PYL
(internal exclusive of auxiliary fuel). Bomb Bay 2450 2500 ±300 LB
650 GAL C/L 4200 4200 ±300 LB

Rear Cockpit Repeater Indicator

The INTERNAL T01'AL position should Tank Indicator Reading

be used for monitoring fuel quantity. This
position will show fuel available to the FWD Master Ind. (±240) LB
engine regardless of the position of the MAIN Master Ind. (±240) LB
fuel tank selector. AFT Master Ind. (±240) LB
I NTERNAL TOTAL Master Ind. (±240) LB
• As a result of inherent calibartion toler- L PYL Master Sub dial (±155) LB
ances in each individual indicating sys- R PYL Master Sub dial (±155) LB
tem, adding the individual indicated AUX & Bomb Bay Master Sub dial (±355) LB
quantities may or may not equal the FUSE PYL 650 Centerline Master Sub dial (±355) LB
actual total quantity.
Fuel Quantity Indicator Test Button.
• Therefore, the total amount of internal
fuel remaining, obtained by adding the The fuel quantity indicator test button (figure 1-17)
individual quantities, should be used only (not in rear cockpit) is located on the right side of
as an approximation of the actual amount the indicator and placarded FUEL QUANTITY and
of internal fuel on board. PRESS TO TEST IND. When the button is depressed,
all pointers should move toward zero. When the
The fuel quantity indicating system on a fully button is released, the pointers should return to their
serviced aircraft should indicate as follows: original position. Failure of the pointers to move in-
dicates a faulty system.
(Q] AIRCRAFT
Fuel Flow Indicators.
Tank Indicator Reading
Self-sealing Bladder Tolerance Refer to "Engine Instruments" in this section.

FWD 2150 2400 ±500 LB Excess Fuel Vent Caution Light.

MAIN 1600 1700 ±500 LB
AFT 2900 3300 ±550 LB The excess fuel vent caution light (figure 1-60) on
INTERNAL TOTAL 6800 7400 ±600 LB the instrument panel displays EXCESS FUEL VENT
LPYL 2850 2850 ±300 LB and is powered by DC secondary power. Illumina-
RPYL 2850 2850 ±300 LB tion of the light indicates that fuel flowing from the
A UX & FUEL PYL internal tanks through the fuel vent line exceeds
Bomb Bay 2450 2500 ±400 LB 1000 pounds per hour. A capacitance type switch
450 GAL C/L 2850 2850 ±400 LB in the fuel vent line senses the excessive fuel flow
650 GAL C/L 4200 4200 ±400 LB and energizes a holding relay. If the relay is energized
continuously for 15 to 20 seconds the caution light
(f) AIRCRAFT will illuminate.
Front Cockpit Master Indicator

Tank Indicator Reading Test Excess Venting Button .

Se lf-sealing Bladder Tolerance

FWD 2150 2400 ±300 LB The test excess venting button (figure 1-14) (not
MAIN 1600 1700 ±300 LB in rear cockpit) is placarded TEST EXCESS VENT-
AFT 2900 3300 ±350 LB ING. Depressing the button connects a simulator
INTERNAL TOTAL 6800 7400 ±400 LB capacator to the circuit. After 15 to 20 seconds the
LPYL 2850 2850 ±200 LB EXCESS FUEL VENT caution light will illuminate
R PYL 2850 2850 ±200 LB indic:ating the entire system is operating.

1-41
T.O. 1F-105D-1
Fuel Low Caution lights.
The fuel low caution light (figure 1-60) is located
on the caution light panel and displays FUEL LOW
and is powered by DC secondary power. Illumina-
tion of the light indicates the total fuel remaining in
the main tank is 1100 (±200) pounds [ -1058 and
-1059] NJC/W, 1000 (±200) pounds [1058 and
1059] C/W, (when in normal flight attitude). Fuel
from the bomb bay tank transfers automatically to
the main tank when the fuel low caution light float
switch closes, if the pilot has left the fuel selector
in the MAIN TK (MAIN) position and neglected to
select the BB TK (BOMB BAY) position. The auto-
matic provisions do not change present pilot pro-
cedures of selecting the BB TK (BOMB BAY)
position in the proper sequence.
On aircraft [1058 and 1059] C/W th e
fuel low caution will illuminate when
the total fuel remaining in the main
tank is 1000 (±200) pounds.
Note
lf AC secondary power fails, the boost
pumps will become inoperative, causing
the transfer of fuel from. the forward
and aft tank to the main tank to be dis-
continued. All internal taAks will then
supply fuel directly to the engine, as-
sisted by gravity and suction from the
engine driven pump. 'l'herefore the
fuel low caution light will illuminate
while the forward and aft tanks may
still contain fuel, in addition to the 1100
{±200) [1058 and 1059] N/C/Vv 1000
(±200) pounds [1058 and 1059) c;w
pounds in the main tank.
Fuel Inlet Pressure Caution Light.
'rhe fuel inlet pressure caution light (figure 1-60)
located on the caution light panel displays FUEL
INLET PRESS and is powered by DC primary
power. Illumination of the light indicates low pre~
sure in the fuel line downstream of t he fuel shutoff
valve. As the differential pressure between the fuel
line and the static pressure in the main tank increases
and reaches four PSl, the light. will go out. As pres-
sure decr eases the light will illuminate when the
1·42
differential pressure r eaches one PSI. The light will
illuminate under the following conditions:
• Fuel shutoff valve closed.
• All boost pumps inoperative. Under this condi-
tion the forward and aft tanks will discontinue
transferring the fuel to the main tank, all inter-
nal tanks will then gravity feed directly to the
engine. The fuel heads will equalize and the
fuel remaining in each tank will gravity feed
until all usable fuel is consumed.
• Main boost pump inoperative and the bypass
valve failed to transfer. Under this condition
the forward and aft boost pumps will continue
to transfer fuel to the main tank from which
it will gravity feed to the engine.
Boost Pump Caution Lights.
Three boost pump caution lights (figure 1-60) located
on the caution light panel display FWD BOOST
PUMP, MAIN BOOST PUMP, and AFT BOOST
PUMP and are powered by DC secondary power.
Differential pressure between the respective pump
inlet and outlet pressure actuate switches to illumi-
nate and extinguish the respective boost pump cau-
tion lights. As pressure differential decreases, the
respective caution light will illuminate at one PSI.
On increasing pressure, the caution light will go out
at four PSI. '!'he aft boost pump caution light is
actuated by the low differential pressure of either
or both, boost pumps in the aft tank. lllumination
of any boost pump caution light indicates that the
pressure differential between the inlet and outlet
ports of the pump has decreased to or below one
PSI. The following conditions will cause the boost
pump caution lights to light:
• Inoperative boost pump (pump off or failed).
• Empty fuel tank.
• Fuel sloshing in tank.
• Deceleration or change in attitude when aft
tank is not full.
CG Control Transfer Pump Caution Light If]
The CG control transfer pump caution light (figure
1-60) is located on the caution light panel and is
powered by DC primary power. The light will illumi-
nate and display CG PUMP whenever the transfer

pump is not operating and the forward tank is above
1390 pounds remaining. When the fuel in the for-
ward tank is below 1390 pounds remaining, the light
will go out. The light may flicker momentarily dur-
ing A/B light-up due to fuel sloshing in the forward
tank if the forward boost pump switch is in the
OFF position.
Centerline Pylon Tank Empty Indicator Light.
The centerline pylon tank empty indicator light
{figure 1-60) displays BELLY TANK EMPTY and
is powered by DC primary power. The light will
illuminate when the tank is empty and will go out
when the tank is jettisoned.
Fuel leak Caution Light {1061] C/W.
The fuel lead caution light, (figure 1-60) located on
the main instrument panel adjacent to the excess
fuel vent light (not in rear cockpit), is a yellow
light placarded FUEL LEAK and powered by DC
primary power. lllumination of the light indicat.es
that the alternate engine fuel feed switch is in the
DEACTIVATE position or a fuel leak signal has
been generated if the alternate engine fuel feed
switch is in the AUTOMATIC position.
AIR REFUELING SYSTEM.
The aircraft can be refueled in flight from a tanker
aircraft equipped with a drogue or flying boom. A
control (not in rear cockpit) permits extension or
retraction of a probe on the forward left side of
the fuselage, or opening and closing of a flush door
(slipway) on the top forward fuselage ahead of the
center winshield panel, exposing a fixed refueling
receiver. Transfer of fuel from a tanker equipped
with a drogue is accomplished when the coupling
mounted to the drogue is engaged with the refueling
probe on the left side forward fuselage of the air-
craft. With the tanker drogue in position and the
receiver refueling probe extended, the pilot flies
the probe into the cone of the drogue until the
nozzle on the probe engages the coupling mounted
to the drogue. When engagement is completed,
transfer of fuel is initiated by the tanker engineer.
Fuel transfer through the probe is automatically
distributed through the manifold to all intemal and
installed auxiliary tanks, i.e., wing pylon, centerline
pylon, and bomb-bay tanks. As each internal tank
becomes full, float-operated fuel shutoff valves
within the tank close, preventing surther flow from
the manifold. Float-operated switches in the
auxiliary tanks control the airframe mounted shut-
off valves. As each auxiliary tank becomes full, the
T.O. lF-1050-1
float-operated switch opens and stops further fuel
from the manifold. Upon completion of the refuel-
ing operation, the probe drogue connection is broken
by the receiver dropping back. The breakaway force
in the disconnect in the drogue is adjusted so that
undue strain on the connection will cause an auto-
matic disconnect. Self-sealing disconnects on both
probe and drogue prevent fuel spillage. For transfer
of fuel from a tanker equipped with a flying boom,
the aircraft is equipped with a flush receptacle in
addition to the refueling probe. A flush fixed-type
air-refueling receptac1e is mounted on the top for-
ward fuselage ahead of the center windshield panel.
A flush drop-down door retracts into the fuselage to
expose the receptacle and provide a slipway to guide
the tanker boom during refueling. The drop-down
door is hydraulically actuated and spring-loaded to
retract (open) in the event of utility hydraulic failure.
Once the receptacle door is open and the tanker boom
is inserted in the receptacle, the nozzle latch rollers
are actuated to the locked position. The operation
of the receptacle latches and the manual and auto-
matic disconnect features are controlled by a signal
amplifier. Fuel transfer through the receptacle is
accomplished as in the probe system. Disconnect
can be accomplished by the following actions:
1. Boom operator disconnects by actuating the
tanker disconnect switch.
2. Receiver pilot disconnects by depressing the
radar action reject/air refueling disconnect
button on the throttle grip.
3. Receiver pilot disconnects by depressing and
holding the air refuel reset button.
4. Initiate a "Brute Force" disconnect. When all
normal methods of disconnect fail, a tension
force of approximately 4800 pounds on the
nozzle will effect a disconnect as a last resort
procedure. If the boom operator can maintain
a 60-pound fuel pressure in the fuel manifold,
the necessary force can be reduced to 3330
pounds.
It is not necessary to jerk the boom out
with IDLE power and speed brakes. This
method has caused serious structural
damage. A gradual reduction in power
will suffice to disconnect.
1-43
T.O. 1F-105D-1
5. ATM can be turned OFF in an effort to de-
plete utility hydraulic pressure holding the
latch locks closed.
An automatic disconnect will occur when both
receiver and tanker systems are completely opera-
tional and one of the following occurs:
1. Excessive fuel pressure occurs in the receiver
fuel manifold, actuating the high pressure
disconnect switch.
2. The tankers boom limit switches (see T.O.
l-1C-1-13) are actuated due to excessive
(angular) displacement of the boom.
An amplifier override switch is provided to supply
an emergency method of controlling hook-up or
release of the tanker boom in the event of amplifier
failure or malfunction. See figure 1-18 for there-
fueling system.
WARN ING I When the door is fully open, circuits are engergized
~ The angle of attack vane is in a very
precarious location during air refueling
and is subject to loss and/or damage
during hook-ups. Extreme care musL
be exercised to prevent breaking the
vane off with possible engine ingestion.
SIGNAL AMPLIFIER.
The signal amplifier contains a thyratron tube, a
ballast, resistors, four multiple contact relays and
is the nerve center of the air refueling signal sys-
tem. With the air refuel handle pulled aft and the
signal amplifier override switch in the NORMAL
position DC primary power energizes the signal
amplifier. Normally closed contacts of the relays
in the amplifier complete circuits which arms the
nozzle contact switch, arms the nozzle latch switch
and illuminates the air refuel ready light. When
contact is made, t he nozzle depresses a slide valve
in the receptacle which in turn actuates the nozzle
contact switch. This action indexes the control
valve to apply hydraulic pressure to close the nozzle
latches. When the nozzle latches close the nozzle
latch switch is actuated completing a circuit which
energizes the induction coil and sends an electrical
impulse to the amplifier causing the thyratron tube
to actuate relays in the amplifier. This extinguishes
the air refuel ready light. arms the disconnect switch
1-44
on the throttle grip, arms the fuel pressure switch
and transmits a signal from the induction coil through
the nozzle coil to the tanker indicating that refueling
may begin. A disconnect signal, from any source,
received by the amplifier causes actuation of relays
which deenergizes the latch control valve applying
hydraulic pressure to retract the latches releasing
the nozzle and illuminating the air refuel disconnect
light. When the radar action reject/air refuel discon-
nect bu Lton on the throttle is depressed or the air
refuel handle is pushed in power is removed from
the signal amplifier and the air refuel d isconnect
light goes out.
AIR REFUEL HANDLE .
The air refuel handle (figure l-19) (not in rear cock-
pit) is placarded RECP-PULL and PROBE-TURN &
PULL. When the handle is in the vertical position and
pulled aft, a mechanical control positions the hydrau-
lic control valve to retract (open) the slipway door.
to illuminate the air refuel ready light and the two
lights in the receptacle well, and open the fuel trans-
fer and refueling valve in each extemal tank. Once
the receptacle flush-type door is open and the tanker
boom is inserted in the receptacle, the nozzle latch
rollers are actuated to the locked position and the
air refuel ready light goes out. When the tanker
disconnects, the AIR REFUEL DISC indicator light
illuminates. The light will remain illuminated until
the air-refuel handle is pushed in, or the AJR RE-
FUEL RESET button is momentarily depressed.
When the air-refuel handle is rotated 90 degrees
counterclockwise while in the full forward position
and then pulled aft, a cable unlocks the forward
door and positions a hydraulic-selector valve to direct
utility hydraulic pressure to extend the probe. The
door on the forward end of the probe compartment
opens to allow passage of the probe assembly. When
the probe is extended, the forward door returns to
its faired position, and circuits are energized to
illuminate the probe upward and forward shining
probe lights and open the fuel transfer and refueling
valve in each external tank. The upward shining
light is mounted on the fuselage forward of the
probe and illuminates the area forward of the probe.
The forward shining light is mounted on the probe
and illuminates the area aro\tnd the probe nozzle.
Hydraulic pressure holds the probe in the extended
position until fuel transfer is accomplished and a
disconnect is initiated. Pushing in the air-refueling
handle mechanically actuates the hydraulic-selector
valve to retract the refueling probe. The initial
movement opens the forward door and allows the
probe to retract into the compartment. When the
 T.O. 1F- 1050 -1

REFUELING SYSTEM
-
CODE
REFUELING FLOW
WHEN FIRST ROTATED TO A HOR IZONTAL
POSITION, THE FLIGHT REFUELING CON- :ms::;:;: TRANSFER FLOW

1~ -
TROL HANDLE (NOT IN REAR COCKPIT ON
F-105F) IS PULLED OUT TO EXTEND THE - - VENT
FLIGHT REFUELING PROBE. AIR PRESSURE

WHEN IN ITS VERT ICAL POSITION, ELECTRICAL CONNECTION

THE SAME HANDLE IS PULLED OUT
TO HYDRAULICALLY OPEN THE ::(E: CHECK VALVE
FLIGHT REFUELING RECEPTACLE
(SLIPWAY) DOORS. :()= REFUELING VALVE

A RECEPTACLE ON ~ BOOST PUMP AND

FLAPPER VALVES
THE LEFT SIDE OF
THE FUSELAGE IS
PROVIDED FOR
FUEl TANK SINGLE POINT
(997C or 1044] C/W GROUND REFUEL·
SElECTOR l NG.
SWITCH
[997C and 1044] N/C/W

WHEN THE PROBE IS EXTENDED OR THE FLIGHT REFUELING OR SIMULTANEOUSLY, THE AUXILIARY TANK REFUELING VALVES

3
PREVIOUSLY DESCR IBED AS ACTING AS CHECKS, ARE ELEC:

2
GROUND REFUELING RECEPTACLE DOORS ARE OPENED, THE ELEC-
TRICAL CIRCUITS TO THE AUX I LIARY TANK PRESSURE-VENT VALVES
ARE AUTOMATICALLY DISCONNECTED. All AUXILIARY TANKS ARE
OPENED TO VENT REGARDLESS Of THE SETTING Of THE FUEL
TANK SELECTOR SWITCH.
TRICALLY OPEN ED, ALLOWI N G FUEL FLOW INTO THE TANKS .
WHEN FILLED, FLOW TO EACH TANK IS AUTOMATICALLY
HALTED BY A HIGH LEVEL FLOAT SWITCH WHICH BREAKS THE
~!i~~:riVE REFUELING VALVE CIRCUIT AND CLOSES THE

VENT SHUT-Off VALVE

IS ENERGIZED TO CLOSE
WHEN BOMB-BAY TANK
IS Fl LLED

BOMB l WING PYLON R WING PYLON CENTERLINE PYLON

BAY (BELLY)
---AUXILIARY TANKS---

FWD TANK
DIVE
VENT
SYS
CLIMB
YENT-
SYS

SABER
DRAIN

WHEN THE FWD AND AFT BOOST PUMPS ARE OPERATING, AS I N FLIGHT
REFUELING, THE MAIN TANK IS PARTIALLY REFUELED BY TRANSFER
FUEL FLOW TO ALL INTERNAL TANKS (FWD, MAIN AND FLOW FROM THE FWD AND AFT TAN KS IN ADDITION TO THE NOR·

4 AFT) IS CONTROLLED BY FLOAT OPERATED VALVES

WH ICH SHUT OFF FLOW WHEN TH E RESPECTIVE TANKS
ARE FILLED.
MAL FLOW.
ON AIRCRAFT WITH (1061) C/ W. FLOW FROM THE FWD AND AFT
TANKS TO THE MAIN TANK IS AUTOMATICALLY CUT OFF BY THE MAIN
TRANSFER SHUT-Off VALVE WHEN A BREAK IS DETECTED IN THE MAIN
fUEL FEED LINE.

Figure 1-18

1-45
T.O. 1F-1050- 1

REFUELING SYSTEM ce»:.-1-ti:re»Is

RADAR ACTION REJECT
AIR REFUEL DISCONNECT
BUTTON
IE] NOT IN REAR CKPT

[997Cor 1044] C/W

RECEPTACLE POSITION
NOTE
IF FOR SOME REASON THE PROBE CANNOT BE PROBE POSITION
FULLY RETRACTED, OR THE RECEPTACLE DOOR FULLY
CLOSED, EXTERNAL FUEL MAY STILL BE USED IF THE
REFUEL PROBE HANDLE IS KEPT IN AS FAR AS IT
WILL GO.

With air refueling handle vertical, pulling aft

opens receptacle. With handle rotated 90 degrees
CCW, pulling aft extends probe.

Figure 1-19
1-46

linkage is fully retracted, the forward door is faired
to the aircraft and the lock secures the probe in the
retracted position, the refueling circuit is deener-
gized, and the probe lights are extinguished. If
hydraulic pressure is not available, a spring-loaded
level under the probe tube will extend the probe
sufficiently to allow complete extension by ram-air
pressure. When the probe is extended by means of
the normal or the emergency systems, the refuel
control electrically positions the auxiliary tank
pressure vent valves to vent position. When the
handle is pushed in, the pressure vent valves are
positioned by the fuel-selector position. After the
refueling cycle is completed under emergency ex-
tension, the probe cannot be retracted.
If the refueling probe is extended with-
out hydraulic pressure, or if the probe
cannot be fully retracted, the air-refuel
probe handle must be pushed in after
the refueling cycle is completed, in order
to return the pressure vent valves in the
auxiliary tanks to the pressure position
and allow :fuel to transfer from these
tanks. Extended probe will reduce
range approximately 15 percent.
I WARNING
I AIR REFUEL DISCONNECT INDI CATOR LIGHT.
Selection of receptacle or probe shall
only be made while the handle is pushed
in. If any attempt is made to rotate the
handle in the extended position, the
linkage will be disconnected and both
refueling systems rendered inoper ative.
SIGNAL AMPLIFIER OVERRIDE SWITCH.
The signal amplifier override switch (figure 1-19)
(not in rear cockpit) provides an emergency method
of hook-up and release of the tanker boom in the
event of amplifier, high-pressure switch, or indue·
tion coil failure. The switch is placarded SIG
AMPL and has two positions placarded NORMAL
and OVERRIDE. During the normal refueling
cycle, the switch remains in the NORMAL position
and air refueling system power and actuating sig-
nals function automatically through the amplifier
T.O. 1F-105D-1
and the refueling sequence is automatic after contact
is made. If the amplifier fails, fuel may or may not
be transferred, and the ready light may not illuminate
or may not go out after contact is made. When this
occurs, the override switch should be placed in the
OVERRIDE position which bypasses the following
items: Air refuel amplifier, latch switch, induction
coil, high pressure switch and air refuel reset button.
In OVERRIDE when the nozzle contact switch has
actuated the latch control valve, there is no light
action, no signals are passed to the tanker, and the
tanker cannot actuate the disconnect cycle. The
receiver pilot must verbally (using radio) inform the
tanker he is ready to receive fuel and upon request
of the boom operator, must initiate the disconnect
cycle at the conclusion of refueling. Disconnect is
accomplished by depressing the radar action reject/
air refuel disconnect button on the throttle. In
the event the button does not effect a disconnect a
brute force disconnect is still possible.
AIR REFUEL READY INDICATOR LIGHT.
The air refuel ready indicator light (figure 1-60)
powered by DC primary power through the signal
amplifier, is a green legend type light displaying
AIR REFUEL READY when illuminated, indicating
that the receiver is open, power is supplied to tht:
refueling amplifier and the amplifier is ready for the
refueling cycle. The ready light will go out when
contact is made and the .receiver latches have close.d.
The air refuel disconnect indicator light (figure 1-60)
powe.r ed by DC primary power through the signal
amplifier , is an amber legend type light displaying
AIR REFUEL DISC. When illuminated it indicates
that the tanker boom nozzle has been disconnected
from the receiver. If the disconnect light is illumi-
nated, the reset button below the light must be de-
pressed or the air refuel handle must be pushed in
and pulled out to close and open the slipway door,
before the refueling system will be ready to make
another refueling cycle.
AIR REFUEL RESET BUTTON.
The air refuel reset button (figure 1-5) (not in rear
cockpit) powered by DC primary power recycles the
air refueling amplifier to allow resmnption of refuel-
ing in the event of a premature disconnect.
Note
• Depressing the reset button removes elec-
trical power from the refueling amplifier
1-47
T.O. 1F-105D-1

ELECTRICAL SYSTEM FOR THE COMMUNICATIONS, IDENTIF ICATION AND

NAVIGATION SYSTEM POWER SUPPL Y SEE FIGURE 1- 73

BATIERY IE)
ARREST IN G HOOK
BAILOUT WARN LTS
CANOPY ACTUATOR
FIRE EXTINGUISHING SYSTEM [1060] C / W
JEniSON SYSTEM
CENTERLINE PYLON & STORE
- ~
~

*
DC POWER FLOW
AC? POWER FLOW

MORE THAN ONE SOURCE OF POWE R

REQUIRED.

ALL CAUTION LIGHTS SHOWN ARE DC

POWERED AND ARE ILLUMINATED FOR
INBD MER SW (DEACTIVATED)
INFORMATION ONLY
WING PYLONS & STORES
LOG GEAR DOWNLOCK OVERRIDE

*AFCS
STAB AUG OFF CAUTION LT FLIGHT CONTROL SYS
I IE]
ANTI-COLLISION LTS
ARRESTING HOOK DOWN LT
AILERON LOCKOUT ACTUATOR
EMER FLIGHT CONTROL SYS [1045) C/ W
ATM SWITCH flAP POSITION IND
ATM O'~EAT LT LE FLAP CONTROL & TE FLAPS
ARMAMENT PITCH MECH ADV SHIFTER & CAUTION LT
BOMB ARMING SPEED BRAKE CONTROL
BOMB BAY DOO R CAUTION LT TRIM CONTROLS & ACTUATORS
BOMB MODE SELECTOR TWO POSITION RUDDER STOP & CAUTION LT
* CAMERA SYS FUEL SYSTEM
AIR REFUE L SYS
FREEZE FIRE BUTTON AR DISC INDI CATOR LT
GUN FIRING AR READY INDICATOR LT
MASTER A RMAMENT SW CENTER PYLON TANK EMPTY IND LT
LIMIT 4G MAX CAUTION LT IEJCG CONTROL TRANS PUMP CAUTION LT
PYLON SEQUENCE SELECTOR FUEL INLET PRESS CAUTION LT
RIPPLE ENDED INDICATOR LT FUEL TANK SELECTOR
SPECIAL STORE CONTROLS (DCU -59 etc.)
HYD SYS ONE PRESS TEST BUTTON
STATION SELECTOR BUTTONS AND LTS
JETTISON SYSTEM
SUU-7 A / A DISPENSER SYS
CENTER PYLON (& STORE)
WEAPONS SELECTOR
INBD MER SW (DEACTIVATED)
CANOPY CAUTION LT
WING PYLONS (& STORE)
*CKPT A IR CONDITION & PRESS SYS
SPECIAL STORES
MAIN AIRLINE CHEAT LT
LANDING GEAR SYSTEM
MAIN AIRLINE SHUTOFF VALVE & SW
ANTISKID BRAKE SYS
LG POS ITION IND SYS
COCKPI T UT I LITY LT
LG WARN ING SYS
IE] * CONTROL TRANSFER (TAKE-OVER) SYS MASTER CAUT ION LT SYS
COMM. FLIGHT, NA V & WEAPONS NAVIGATION lT
TAKE OVER BUTTONS OXYGEN LOW CAUTION LT
DC GENERA TOR SW
OXYGEN WARNING TEST BUTTON
* ELECTR COOLING AND PRESS AIR SYS PITOT HEAT
COMP'T O ' HEAT CAUTION LT VERTICAL GYRO FAST ERECT BUTTON
ENGINE
CIN PWR CAUTION LT
AIR START
MARKER BEACON IND LT
A / B STA RTING
CARTRIDGE START
ENG DE- ICING SYS & CAUTION LT
EMERG FUEL SYS & CAUTION LT
FIRE O ' HEAT WARN SYS
OIL LOW PRESS CAUTION LT
*THRUST DECAY SYS
EXTERNAL * VAl SYS
DC POWER

Figure 1-20 (Sheet 1 of 2)

1-48 Change No. 1

 T.O. 1F-105D- 1

WITH SWITCH IN STANDBY

INVERTER AUTOMATICALLY
SUPPLIES PRI BUS IF
STANDBY
GENERATOR FAILS
INVERTU

* Al l ATIITUDE GYRO SYS

*c.OMM & ELEC EQUIP
WITH SWITCH IN CHECK
INVERTER SUPPLIES PRI IJ:) CONTROL TRANS INO LTS (6)
BUS DIRECTLY TO CHECK !EJ CONTROL TRANS lAMP TEST BUTION
OPERATION ENGINE
IE) EGT GAGE
FUEL FLOW IND
UTILITY Oil PRESS GAGE
EGT GAGE (DIGITAL)
HYDR PUMP
FLIGH T INSTRUMENTS L TS
FUEL QUANTITY INDSYS
•GUN FIR I NG (STATIC CONVERTER )
HOT AIRLINE OVERHEAT SENSING SYS
HYDRAULIC PRESS GAGES
* INTEGRATED FLIGHT INSTRUMENTS
ADI
HSI
BEARING POINTER IND LTS
MODE IND lTS
OXYGEN QUANTITY GAGE
AIR FROM ENGINE STANDBY ATTITUDE IND
COMPRESSOR * VAl SYSTEM

AC
EXTERNAL
POWER

AIR REFUEL PROBE LIGHT

AIR REFUEl RECEPTACLE LIGHT
ARMAMENT
* CAMERA SYSTEM
DISPLACING GEAR IND
*MSL GUIDANCE
*AFC.S
-*COMM & ELECT EQUIP
*DOPPLER AN/ APN-131
CONSOLE LTS *AFCS
*CONTROL TRANSFER (TAKE-OYER) SYS
RADAR & TACAN TAKE-OYER
*FIRE CONTROL SYS
5 CADC SYSTEM
*CKPT AIR COND & PRESS SYS
CKPT AUTO TEMP CONTROL
*R-14 RADAR SYS VENT SUIT BLOWER
ANTENNA TILT INO
*SIGHT SYS
E " COMM AND EtEC EQUIP
• DOPPLER AN / APN-131
*TBC SYS
HI TOSS PULL UP CAUTION LT
SOLUTION IND LT
( *ENGINE
PRESSURE RATIO GAGE
*VAl SYSTEM
-~
CONNECTED RET WPN IND lT ElEC COOl & PRESS AIR SYS
ONLY WHEN FUEl"SYSTEM LTS *FIRE CONTROl SYS
GENERATOR BOOST PUMP CAUTION lTS (3) *R-14 RADAR SYS
OPERATES OR EXCESS FUEL VENT CAUTION lT lllsiGHT SYSTEM

~
EXTERNAL DC FUEl LOW CAUTION lT 'ltTBC SYSTEM
POWER IS USED *INTEGRATED FLIGHT INSTRUMENT SYS *FUEl SYSTEM
INSTRUMENT SELECTOR SW BOOST PUMPS
lANDING AND TAXI LTS IE) CG PUMPS
NOSE WHEEL STEER CONTROL FWD & 4.FT BOOST PUMP SW
POSITION AND FORMATION lTS
RAIN REMOVAl CONTROL
RED FLOOD LIGHTS
( * INTEGRATED FLIGHT INSTRUMENTS
ADI, AMI, AYVI, HSI
""MISSILE GUIDANCE & TRACKING
SEAT VERTICAl ADJUSTMENT NON FLIGHT INSTRUMENTS LTS
TAKEOFF TRIM AND IND lT WINDSHIELD DEFOGGING SYS
THUNDERSTORM LTS
*THRUST DEC.AY SYS
WATER INJECTION CONTROL
WATER INJECTION IND LT

Figure 1-20 (Sheet 2 of 2)

1-49
 T.O. 1F-1050-1
and will result in a nozzle disconnect
during a refueling contacl. Before
refueling can again take place, the
system must be recycled by momen-
tarily depressing the reset button or
cycling the air-refuel handle.
AIR REFUEL DISCONNECT BUTTON.
The air refuel disconnect button (figures 1-11 and
1-18) (not in rear cockpit) is normally used for radar
act10n rcjed but when the air refuel handle is pulled
out, a relay connects th e button to the air refuel
receiver system. D epressing the button supplies
power to the air refuel receiver demagnetizing cir-
cuit and opens the circuit to the latch contr ol valve.
Note
Failure to attain a normal disconnect
may be due to a faulty signal amplifier
or a faulty utility hydraulic latch con-
trol valve. With failure of the latter,
disconnect may be accomplished
using the "Brute Force" me thod or
by relieving hydraulic pressure by
A Tl\1 shutdown.
AIR REFUELING LIGHT RHEOSTATS.
The air-refueling light rheostats (figure 1-14), (not
in rear cockpit) , an· tandem rheostats placarded
INF'LIGHT REFUEL RECEJVI·~R LIGHTS, TOP-
RECP/UPPER, and BOTTOM-FWD, with a range
from OF F lo BRIGHT. The rheoslat,<; are powered
hy DC sec;ondary power. When th(! probe is Px-
l.tt ldcd, the top rheostat controls the probr~ upward
shimng light and the lower rhf'oslaL, the probe for -
ward ~himng light. When the sl1pway rcc<'plade
door relrads (opens) the upward shining light
rlwostat ( t.<Jp knob) c;ontrols the intensity of the
two rcceplade lights.
AIR REFUELING PROCEDURES.
I For air-rrfucling proc:cdures, reft:·r to T.O.] -lC-1-13.
Air Refueling W•thout Utility Hydraulic Pressure.
Sec sedion IlL
ELECTRICAL POWER SUPPLY SYSTEM.
Th<• atrcra fl is t!qtupped with two basic <•IPctrical
p<nvcr supply syst(•ms (ftgun' l-20): DC and AC.
1-50 Change No. 3
A communication , identification, navigation (Cl~)
integrated power supply is also incor porated. All
circuits are protected by circuit breakers or fuses.
Primary system circuit breakers and fuses are acces-
sible in the cockpit.
CIRCUIT BREAKER PANELS.
Push button type circuit breakers and cartridge type
fuses, are provided to protect various electrical Cir-
cuits tn the airc raft. To facilitate locating and
identifying, the cockpit circ ui t breake rs a nd fuses
are arranged in panels (figure 1-21) each of which
serves a major electrical circuit. A " popped" circu1t
breaker is evident by the exposure of a white shank
on the button. Circuit breakers are reset by push.ing
the button ln.
Burned-out fuses a re replaced. Spare fuhCS are avail-
able in a panel on the side of the righL console. The
cover o f the spare fuse pan<'l is secured by a screw on
[Q1 aircraft and is a sliding door on [f) atrcraft. 'l'he
fEl aircraft rear cockpit spare fuse panel is located
on the side of the left console .
Pulling drcuit breaker:-. may eliminate
from thE> system som1' r<'lated warning
system, interlocking circutt, or cancelling
signal, which could resu lt in an undesir-
abll' reactiiJn.
DIRECT CURRENT SYSTEM.
T he 28-volt DC system (figure 1-20) ts powen·d hy
a 400-ampere, engine-dr iven generator w1th a 100·
ampl're-hour batt.Ny C!S a :-.tanuby sourc•' of DC
power . The syst.L>rn incorporates an PXlernal power
receptacle for connecting an external power <·art.
Electrical power is distributed throuj.th a thre<> hu:-.
system consisting of a battery hu~, a pnmary lws,
and a st~co ndary bus. The baLtc·ry bus sPrves <>nwr-
g<•ttcy equipment and remains energir.Pd n ·ga rdlt>s~
of the battery swit<:h posittun or g<•twrator o1wral1on .
The prim:uy bus serves Pqtnpment (•ss••nt.tal to flq:~lit
and is c nergiwd by the hattcry, Lht• g<•n<•rat.or , or Uw
external po w 1!r n•ceptad<•. T he :>t•condary bw, st•rve:-.
cqutpmr•nl not <•sspntial tu flight and is I'IJPrgt;.o;<•d IJy
Lhe g<·ncrator o r cxtemal powt•r soun·t•. Tlwn·forl',
in Uw <~vent of generator failure in fli~ht., all DC
encrgi:t.ed PquipnwnL noll•sst•ntial to flight willlH'
aulomalically cut out since OC s<•t·omhtry power
 T.O. 1F-1050- 1

CIRCUIT BREAKER
I»~:.1eis

LG HANDLE HOT AIR

WARN BLEED WARNING

QCD

RE· FUEL ENG

FUEL TR AN SF ER FUEL FEED

GO 0

Figure 1-21 (Sheet 1 of 3}

1-51
T.O. lf- 1050- 1

{1044] C/ W

PRESS
I
HYD UT / OIL PRJ 1 HYD
PRESS
SPEED
BRAKE

g)1 AMP 1 AMP

0
1-52

Figure 1-21 (Sheet 3 of 3}
will not be energized, and battery power will be
conserved for DC primary powered equipment.
A fully charged battery is capable of supplying the
DC primary power load on the IE] for 1.2 hours
and on the [Q] for 1.5 hours. If the CIN (ELECT
SYS CNTRL PWR) power circuit breaker is pulled
out and use of the Command Radio, Intercom and
IFF/SIF is restricted to 10 minutes of operation,
the battery time may be extended to 2.1 hours on
the [E) and 3.5 hours on the [Q] aircraft. If both
AC and DC generators fail or engine flameout oc-
curs, a fully charged battery is capable of supplying
all DC primary powered loads, including the stand-
by inverter for 0.6 hour on the (f) and 0.9 hour
on the [Q] . If the generator output is below bat-
tery voltage or between 32 to 34 volts for a period
of 10 seconds a protective circuit automatically
disconnects the generator from the electrical circuit
and illuminates a caution light. Above 34 volts the
time delay decreases and disconnect is instantaneous
at 50 to 70 volts. The generator may be reset into
the system by proper use of the three-position
generator switch.
T.O. 1F-105D-1
The battery is the sole source of DC
power during flight with the DC gene-
rator inoperative and must not be used
on the ground for extended periods in
lieu of external power.
Battery Switch.
The battery switch (figure 1-22) (not in rear cockpit)
is a two-position switch marked BATTERY and
OFF. The BATTERY (or ON) position connects the
aircraft's battery to the DC primary power through a
relay which obtains its power directly from the bat-
tery. Approximately 18 volts are required to close
the relay which will remain closed down to approx-
imately seven volts. Unless approximately 18 volts
are available from the battery, the relay will not
close. When the battery switch is in the OFF posi-
tion, without the engine operating, DC primary
power can be energized only when a DC external
power source is connected to the aircraft.
1-53
T.O. 1F-105D-1
DC and AC
ELECTRIC POWER SUPPI Y
c c:» :.:1-ti :rc:» I. ~a,~ ei.
Figure 1-22
To assure maximum service life of the
aircraft battery, it must not be charged
at too high a rate. Therefore, to prevent
the possibility of overcharging due to
faulty regulation on the service unit,
the battery switch should be in the OFF
position when DC external power is
connected.
DC Generator Switch.
The DC generator switch (figure 1-22) (not in rear
cockpit) has three positions placarded DC GEN,
(ON), OFF, and RESET and is quarded in the DC
GEN or ON position. The DC GEN position con-
nects the generator to the electrical system when-
ever the generator voltage is sufficient to close the
main contactor relay. The OFF position disconnects
the generator from the electrical system. Holding
the switch momentarily in the RESET position and
then placing it in DC GEN resets the generator field
1-54
control relay. The DC generator control circuit is
powered by DC primary power.
DC Generator Caution Light.
The DC generator caution light (figure 1-60) located
on the caution light panel displays DC GEN and is
powered by DC primary power . Whenever the main
contactor relay opens, the generator caution light
will illuminate, together with the master caution light,
indicating that the generator is disconnected from the
electrical system.
Battery High Charge Caution Light [955] C/W.
The battery high charge caution light (5A, figure 1-7)
is a yellow press-to-test light powered by DC primary
power and placarded BAT HIGH CHARGE when
illuminated. Illumination of the light after a prede-
termined delay indicates that the battery charging
current is excessive. The time delay is necessary to
avoid nuisance illumination of the light caused by a
momentary surge of current. Subjecting the battery
to a prolonged high charging rate will cause battery
damage and/or failure. To protect the battery from

a high charging rate the battery switch should be
tuned off in which case the caution light will go
out. The light can be dimmed by the warning and
caution lights switch.
Battery High Voltage Light [955] C/W.
The battery high voltage light (5A, figure 1-7) is a
yellow press-to-test light powered by DC primary
power and placarded BAT HIGH VOLT when illu-
minated. Illumination of the light after a predeter-
mined time delay indicates that the battery charging
voltage is excessive. The time delay is necessary to
avoid nuisance illumination of the light caused by
momentary high voltage. Subjecting the battery to
a prolonged high voltage charge will cause battery
damage and/or failure. To protect the battery from
high voltage the battery switch should be turned
off in which case the caution light will remain illumi-
nated. The light can be dimmed by the warning
and caution light.<~ switch.
EXTERNAL POWER RECEPTACLES.
External power receptacles (figure 1-78) are pro-
vided so that both the DC and the AC primary and
secondary circuits can be energized by an external
power source when the engine is inoperative. If an
AC external power source is not available, AC pri-
mary power can be energized by using the DC ex-
ternal power and the standby inverter. The AC
secondary power cannot be energized unless an
AC external power source is available.
ALTERNATING CURRENT SYSTEM.
The AC power supply system (figure 1-20) is pow-
ered by a three-phase 115/200-volt, 400-cycle
generator. Both the generator and the utility
hydraulic pump are driven by an air turbine motor
(ATM) which utilizes air from the engine compres-
sor. In normal operation the AC generator distri-
butes power through a two-bus system, identified
as the primary power and the secondary power.
The primary power includes the instrument power
which bas its voltage reduced to 26 volts by a step
down transformer. The main AC circuit breaker
disconnects the generator from the system when
an over-voltage (132 to 134 volts for 10 seconds)
or under-voltage (95 to 102 volts) condition exists,
external ground supplied AC power is connected,
or the AC GEN switch is positioned to OFF. A
standby inverter, powered by DC primary power,
is provided to supply AC primary power when the
AC generator is inoperative.
T.O. 1F-105D-1
Air Turbine Switch.
Refer to "Air Turbine Motor" in this section.
AC Generator Switch.
The AC generator switch (figure 1-22} (not in rear
cockpit) is a three-position toggle switch with posi-
tions AC GEN (ON), OFF and RESET and is guarded
in the AC GEN (ON) position. The OFF position
opens the main AC circuit breaker disconnecting the
generator from the electrical system. The RESET
position resets the main AC circuit breaker, and the
ON position resets the generator field control relay.
Note
Due to design of the AC power system,
the AC generator switch must be placed
first in the RESET position and then in
the AC GEN position each time that the
air turbine motor is started to assure AC
power being supplied to the AC primary
and secondary circuits.
Inverter Switch.
The inverter switch (figure 1-22) (not in rear cockpit)
is placarded INVERTER, and has three positions:
STAND BY, OFF, and CHECK. The OFl!' position
in unmarked on (QJ aircraft. The STANDBY posi-
tion must be selected to supply AC primary power
to the electrical!.ystem when the AC generator is
operating or when starting the engine with or without
an AC external power source. The STANDBY posi-
tion also completes a circuit to supply DC primary
power automatically to operate the standby inverter
if AC power from the generator fails. The OFF
position disconnects AC primary power from either
the AC generator or the standby inverter and pre-
vents DC power from being supplied to operate the
inverter. ln the OFF position the AC GEN & INV
caution light witl illuminate; however, AC secondary
power will be energized if the AC generator is operat-
ing. In the CHECK position, power from the genera-
tor to AC primary power is cut off and the DC power
is supplied to operate the standby inverter which, in
turn, energizes AC primary power. At the same time,
the generator continues to energize AC secondary
power. The switch returns automatically from
CHECK to OFF position when released.
Note
The ADI and HSl are subject to oscil-
lations when the inverter switch is held
1-55
T.O. 1F-1050-1
Note (Continued}
in the CHECK position while the AC
generator is operating.
AC Generator Caution Light.
The AC generator caution light (figure 1-60), located
on the caution light panel, displays AC GEN and is
powered by DC primary power. Illumination of the
light indicates AC secondary power is deenergized.
AC Generator and Inverter Caution Light.
The AC generator and inverter caution light (figure
1-60), located on the caution liglft panel, displays
AC GEN AND INVTR and is powered by DC pri-
mary power. With the inverter switch in STANDBY,
illumination of lhe light indicates both AC primary
and AC secondary power is not available. The light
will also illuminate if the inverter switch is in the
OFF position.
AIR TURBINE MOTOR (ATM).
The air turbine motor (ATM) (figure 1-23) provides
a constant speed drive for the AC generator and the
utility hydraulic system pump. The ATM is driven
by air pressure supplied by the last stage of the
engine compressor through a presSLU'e regulating
and shutoff valve. The shutoff valve is controlled
by a switch in the cockpit. The ATM includes a
speed regulating system that provides the constant
turbine speed required for generator frequency
control. Air pressure supplied to the speed regu-
lating system is stabilized by an air reservoir and
check valve which prevents ATM shutdown from
momentary interruptions of the air supply caused
by certain maneuvers or gun gas ingestion.
The ATM compartment will not be used
for storage purposes. Serious conse-
quences can develop if this area is util-
ized as a storage area.
Note
The air turbine motor (ATM) will not
operate when the main hot air line
shutoff valve switch is OFF.
Air Turbine Switch.
The air turbine switch (3, figure 1-7) (not in rear
cockpit) powered by DC primary power is a
1-56
three-position switch placarded AIR TURBINE with
positions marked START and STOP, and is spring
loaded to an unmarked neutral position. The START
position opens the pressure regulat~g valve in the
air line from the engine which supplies compressed
air to operate the ATM. The switch must be held in
the START position until the utility system pressure
stabilizes at normal operating pressure. A holding
relay then maintains the pressure regulating valve in
the open position as long as operation is normaL
The STOP position closes the pressure regulating
valve, thereby stopping the supply of air to the ATM
and rendering it inoperative. If DC primary power
fails, the pressure regulating valve in the compressed
air line will remain open and the ATM will be opera-
tive. However, if DC power is restored the valve will
close and the ATM will have to be restarted.
Note
If the DC generator is inoperative and
the battery switch is turned OFF, the
ATM will stop when the battery switch
is returned to the ON position. There-
fore the ATM switch should be held to
the START position when returning the
battery switch to ON.
HOT AIR LINE OVERHEAT INDICATING SYSTEM.
The hot air line overheat indicating system detects
and indicates leakage anywhere in the hot air line
from the main air line shutoff valve at the engine
15th stage compressor main air bleed manifold to
the ATM, heating, pressurization and refrigeration
system. The indicating system has two sensor loops
and two indicator lights and a test switch to check
operation of the entire system. One sensor loop
senses hot air leakage between the A'I'M pressure
regulator/shutoff valve and the ATM, and the other
sensor loop senses hot air leakage between the main
air line shutoff valve and the ATM pressure regulator/
shutoff valve. The system requires AC and DC
primary power for operation.
ATM Air Line Overheat Caution Light.
The ATM air line overheat caution light (figure 1-60)
on the right auxiliary panel of the [OJ , and the right
console of the (E) displays ATM AlR LINE O'HEAT
and is powered by DC primary power through the
HOT AIR BLEED WARNING DC circuit breaker.
Illumination of the light indicates that temperature
adjacent to the hot air line between Lhe ATM pres-
sure regulator shutoff valve and the ATM exceeds
approximately 204o C ( 400° F). A sensing element
 T.O. 1F- 1050- 1

ATM
SYSTEM

ATM
AIRLINE TO RAIN
OHEAT REMOVAL
SYSTEM

ATM
PRESS REG AND
SHUT-OFF VALVE
(NORM OPEN)

TO COCKPIT
AIR CONDITIONING
MAIN PACKAGE AIR
AIRLINE RESERVOIR UTILITY
OHEAT HYDR PRESS
[ TO ELECTRONIC GAGE
COOLING
AIR CONDITIONING A STABILIZED UT ILITY HYDRAULIC PRES·
PACKAGE SURE SERVES AS A VISUAl INDICATION
TO THE PILOT.

MAIN AIRLINE
SHUT-OFF VALVE
(NORM OPEN)

[_ TO
TURBINE
SPEED REG
SYSTEM

ENGINE
COMPRESSOR AIR TURBINE
START RElAY
_;

HOLDING THE AIR TURBINE SWITCH MUST BE HELD

CIRCUIT IN THE START POSITION UNTIL THE
TURBINE OP~RATES AND THE PRESSURE
SWITCH COMPLETES THE HOLDING
CIRCUIT.

(f)NOT IN
REAR COCKPIT
START STOP

Figure 1·23

1·57
T.O. 1F-t05D-1
loop consisting of a wire insulated from an outer
grounded metal sheath by eutectic salts is installed
along the entire length of the hot air Line. When
temperature anywhere along the hot air line is exces-
sive and the salts in that portion of the sensing ele-
ment melt and short the center conductor to the
grounded sheath. The shorted sensing element
activates a circuit in a control box illuminating the
caution light. The center conductor of the sensing
element requires 115-volt AC primary power through
the HOT AIR BLEED WARNING AC circuit breaker.
When temperature along the hot air line is reduced
below the point required to illuminate the caution
light the salts in the sensing element return to their
original state as an insulator and the caution light
goes out. The master caution light illuminates when
this light iHuminates. This light can be dimmed
using the warning and caution lights switch on the
INTERIOR LIGHTS control panel.
Main Hot Air line Overheat Caution Light.
The main air line overheat caution light (figure 1-60)
on the right auxiliary panel of the [Q] and right
console of the [f] displays MATN ATR LINE
O'HEAT and is powered by DC primary power
through the HOT AIR BLEED WARNING DC
circuit breaker. Illumination of the light indicates
that Lemperature adjacent to the hot air line be-
tween the main air shut valve and the ATM pressure
regulator/shutoff valve exceeds approximaLely
204° C ( 400° F). The sensing element and caution
light operation is the same as described under ATM
Air Line Overheat Caution Light.
Air line Overheat Sensor Test Button.
The air line overheat sensor test button (figure 1-5)
on the right auxiliary panel of the (QJ , and (26A,
figure l ·7) on the right front console of the [E) is
placarded TEST SENSOR LOOP. Depressing and
holding the button connects the overheat sensor
center conductor wires to ground simulating an
overheat condition, resulting in illumination of the
MAJN AIR LINE O'HEAT,ATM AIR LINE
O'HEAT and master caution lights. lllumination
of the lights when the test button is depressed
indicates the entire sensing, control and indicating
sysLern is operating.
MAIN HOT AIR LINE SHUTOFF VALVE.
The main hot air line shut valve is installed on the
aircraft in the hot air line between the engine 15th
stage compressor hot air manifold and all systems
requiring engine bleed air for operation. The valve
1·58
is controlled by a switch and is normally in the open
(deenergized position). DC primary power and engine
air are required to close the valve in the event of ex-
cessive temperature adjacent in the hot air line from
the valve to the ATM pressuxe regulator shutoff valve.
The valve is powered through the AC GEN CONTROL
circuit breaker.
Main Hot Air Line Shutoff Valve Switch.
The main hot air line shutoff valve switch (figure 1-5)
on the right atL'tiliary panel of the [QJ , and (4A,
figure 1-7) the front right console of the {f) is a
two-position switch marked MAIN AIR LINE and
OFF. The main hot air shutoff valve requires DC
primary power and engine bleed air pressure to close
the valve. When the main hot air line shutoff valve
switch is at MAIN AIR LINE, the valve is deenergized
(full open) allowing operal.ion of all systems requir-
ing engine bleed air. In the OFF position the valve
is energized by DC primary power through the AC
GEN CONTROL circuit breaker allowing engine
bleed air to close the valve. With the valve closed
the following components and systems will be inop·
erative: cockpit air conditioning and pressurization,
canopy seal, electronic cooling, anti G-suit, side
windshield .defrosting, windshield rain removal, ATM,
utility hydraulic system, AC generator, AF'CS, VAI
system, gun, electronic cooling system ground blower,
auxiliary fuel tanks pressurization (aux tanks fuel
cannot be recovered) and all other systems requiring
AC secondary power and ut1lity hydraulic pressure
tor operation.
Cycling the main hot air line shutoff
valve switch from MAIN AIR LINE to
OFF to MAIN AIR LINE. should not
be accomplished in flight or at high
RPM, as pressuxe suxges could cause
damage to the system.
HYDRAULIC POWER SUPPLY SYSTEM.
The hydraulic power supply system (figures 1-24 and
1-25) contains three independent systems; utility,
primary one, and primary two. Each system has its
own reservoir, pressur e pump, pressure gage and
plumbing. The utility system supplies hydraulic
prPssuxe to all the hydraulically operated systems
of the aircraft except the primary flight control
systems. The primary one and primary two systems
each operate one side of thC' tandem actuators for

the ailerons, spoilers, stabilizer, rudder and a control
stick boost. An emergency hydraulic system is pro-
vided to supply hydraulic power to the primary
flight controls in the event of engine failure. The
emergency system consists of a ram air turbine
(RAT), hydraulic pump, and transfer valves, and
utilizes the utility system reservoir to provide
hydraulic fluid under pressure to the primary one
system.
UTILITY HYDRAULIC SYSTEM.
The utility hydraulic system (figure 1-24) supplies
hydraulic pressure to operate the landing gear,
leading edge flaps, speed brake, refueling probe and
receptacle, bomb bay doors, nose wheel steeting,
wheel brake.s, variable air inlet system, the gun
drive and water injection. Utility system pressure
is maintained by a variable displacement pump
driven by an air turbine motor (ATM). The air
turbine motor, which is driven by air from the
engine comprc-.ssor. also drives the AC generator.
An airless, positive displacement type reservoir
maintains the necessary supply of fluid to the pump.
Volumetric changes within the reservoirs are small
during operat.ion of any of the systems. The utility
system pressurizes the emergency hydraulic system
accumulator, which immediately provides fluid
under pressure to extend the RAT when the emer-
gency system is selected and the RAT pump has
not had time to build up pressure. A test valve is
provided in the line between the utility pressure
and emergency pressure systems so that uWity
pressure can be shut off and the emergency pressure
system pump output pressur(' can be checked.
Air Turbine Switch.
Refer to "Air Turbine Switch" in this section.
Hydraulic Pressure Gage (Utility).
The utility hydraulic pressure gage (16, figure 1-3).
powered by single-phase, 26-volt, AC, primary
power, is placarded UTILITY and indicates pressure
output of the utility hydraulic pump in PSI. If AC
primary power should fail the pressure gage may
continue to indicate the same pressure reading that
was on the gage at the time of electrical power fail·
ure or the reading may go to zero or stop at some
intermediate position. One noticeable indication
that will appear after AC power failure is lhat
hydraulically actuated units will operate normally
but the gage will not fluctuate during the actuation
of the system.
T.O. 1F-105D-1
PRIMARY HYDRAULIC SYSTEMS.
Refer to ":Flight Control System" in this section .
EMERGENCY HYDRAULIC SYSTEM.
Refer to "Flight Control System" in this section.
FLIGHT CONTROL SYSTEM.
The primary flight control system (figure 1-25) US(•s
a movable horizontal stabilizer for pitch control.
ailerons and spoilers for roll control. and a rudder
for yaw control. The control surfaces are operated
by hydraulic tandem ac:tualors, each powerf>d by
both the primary one and pnmary two hydraulk
systems for normal operation. If either of the pri-
mary hydraulic systems fails, control of th<' aircraft
is maintained by pressure supplied by the other. If
both pnmary hydraulic systems fail, as in the ease
of engine flameout cont.rol of the ctircraft may be
maintained by manually ext(mding the ram air
turbine (RAT) to supply <'mergency hydraulic pres-
sure to the primary one hydraulic system. When
operating the controls wilh a hydraulic pump failure.
the rate of roll or rate of pitch change may be af-
fected. Air loads are not transmitted back through
the controls and therefore "feel" is provided by
artificial feel df~vices, in each primary control, which
in combination ·with elt'ctric actuators. are> also used
for trimming the aircraft about the three aws. \Vhen
the pilot trims the aircraft. electric actuators adjust
the feel deVJces to a new neutral or '·no-load" posi-
tion. Force may be tnmmed to zero wlthin thE'
range of approximately one-half total surface deflec-
tion. A pitch mechanical advantage shifter, n1dder
stops, and aileron lockouts incorporated m th<> con-
trol systems to compensate for varying conditions
of speed and altitude. are described under applicable
headings. An automatic flight control sys~m (AFCS)
is incorporated with each primary control to provide
the AFCS function of stab aug (stability augmenta-
tion) and pilot relief. An .AFCS emergency discon-
nect level, which disengages all AFCS equipment
including stab aug, is provided on the forward side
of the control stick just. below the stick grip. Auto-
matic flight control system operation and associated
controls are fully described in this section. Secondary
flight controls include the leading edge and trailing
edge flap systems which are described in subsequent
paragraphs.
PR IMARY HYDRAULIC SYSTEMS.
The primary hydraulic syst<.'ms (figure 1-25) are t.wo
individual systems, designated as the primary one on
1·59
T.O. 1F-105D-1

UTILITY HYDRAULIC SYSTEM

lil•1•11 IIJ NOT IN REAR COCKPIT

HYDRAUliC PRESSURE
.·.·.·.·.·.·.·.·.·.·.·.·.·.·.· HYDRAULIC FlUID SUPPLY
~ CHECK VALVE

ElECTRICAl CONNECTION

----- MECHANICAl CONNECTION

:b ACCUMULATOR

CAUTION AND INDICATING LIGHTS SHOWN

IllUMINATED FOR INFORMATION ONLY

UTILITY
PRESS. GAGE
(1049] C/W

0 UPLOCK
DOOR
I NOZZLE
lATCHES

f RECEPTACLE

AIR REFUEliNG

lf]NOT IN REAR COCKPIT

SYS. TWO
PRESS. TEST

(1 049)'N/C/W
UTiliTY
PRESS. GAGE
• ~
DISCONNECTED
AUTOMATICALLY
WHEN LANDING
..__,____,
GEAR IS DOWN

WATER
TANK

EXT RET
RET EXT

RET

EJECTOR OPENS HORIZONTAL

AND VERTICAL BAKES
9• WHEN A/B IS USED
-......___.....
WATER INJECTION

Figure 1-24 (Sheet 1 of 2)

1-60
 T.O. 1F-105D-1

(f) NOTIN REAR

COCKPIT
DUCT PLUGS AND BLEED DOORS EMERGENCY BRAKE
l
LANDING GEAR EMERGENCY (f) NOTIN REAR
EXTENSION HANDLE HANDLE COCKPIT
PlUGS AND DOORS POSITIONED
AUTO - AUTOMATI CAllY ACCORD IN<"· TO

EMER -
AIRSPEED. AN D TEMP
PLUGS lOCKED IN lAST POSITION
CfJ--,

........ ....................
DOO RS FUllY OPEN DE-ACTIVATES, I DE-ACTIVATES
ANTI -SKID SYS
PlUGS fUllY AFT ~T~NSP~~LLsEv; 1 WHEN PUlLED
CRUISE - DOO RS f UllY CLOS ED I

~ ~ ~~

}(_ I , .

~l-{~
FWD
TO TO
CLOSE
Rft
PLUGS DOORS TO All GEAR I

~
------
ACTUATING CYLIN DERS

DUCT PlUGS AND BlEED DOORS LANDING GEAR

@?MB MODE SELF.C TOR SW IT<:E)

AUTO MANUAl

~
CONNECTED ONLY CONNECTED ONLY WHEN
WHEN WEIGHT LG HANDlE IS UP
IS ON MAIN AND MASTER ARMAMENT
LANDING GEAR SW ITCH IS ON
----v-----'

J
(EXT RET\
TO FLAP
ACTUATING CYLINDERS

~
LEADING EDGE FLAPS
BOMB BAY DOORS NOSE WHEEl STEERING

Figure 1-24 (Sheet 2 of 2)

1-61
T.0 . 1F- 105D-1

FLIGHT CONTROL HYDRAULIC SYSTEM [1049] N/C/W

EMERGENCY HYDRAULIC SYSTEM

lile]t]l
PRIMARY ONE PRESSURE
PRIMARY TWO PRESSURE
W M M MW EMERGENCY PRESSURE
UTILITY
·.·..·.·.·.·.·.·.....·.·.·.·.·.·.·.·.·. HYDRAULIC FLUID SUPPLY PRESSURE
ElECTRICAl CONNECTION
MECHANICAL CONNECTION

~I POWER ACTUATOR
SYS ONE
PRESS. TEST
CAUTION LIGHTS SHOWN
ILLUMINATED FOR
INFORMATION
9-1
li]NOT IN REAR
ONLY
COCKPIT

'
''
' ,-------- -----

PRIMARY ONE HYDRAULI C SYSTEM

ENGINE
\
\
\
\
\ @oNLY
\ ____ - _ I _ - - -
.....
e::::::::;:::;z

RESERVOIR

PRIMARY ONE
PRIMARY TWO HYDRAULIC SYSTEM PRESSURE GAGE
ENGINE
RESERVOIR DRIVEN

COl'&~~ cw , •...·.·.·.·cw·.•.·.·...·.•.·.·.·.·.w...• .....·.···'···. ::.. -{>

,.....
(·.···.·-.-.-·.-.-·

PRIMARY TWO
PRESSURE GAGE

Figure 1-25 (Sheet 1 of 2)

1·62
 T.O. 1F-105D-1

All~RON AND SPOilER (ROll) CONTROLS

TRIM
DEVICE
L SPOILER
+

•
TRIM BUTTON

AUTOMATICAlLY
-
L AILERON

----
CONTROLLED
ACCORDING
TO AIRSPEED

STABILIZER (PITCH) CONTROlS 1

1------ /
STABILIZER

•lTRIM

BUITON
STI CK GR I P OVERIOE

~NOSE OOWIII
AUTOMATICAllY CONTROllED
ACCORDING TO AIRSPEED
AND AlTITUDE
WHEN ON

IllUMINATED WHEN
lG IS EXTENDED AND
M.A. IS TOO HIGH
OR
NORMAL ~ OFF
NOSE UP ABOVE 580K C.A.S.
AND BELOW 5900 ± 300 FT [QJ
[BNOT IN REAR COCKPIT OR BElOW 2400 ± 300 fT [E)
If] NOT IN REAR COCKPIT

RUDDER (YAW) CONTROlS

RUDDER

~ \ \
NOSE NOSE. AUTOMATICAllY
RUDDER PEDALS
LEFT RIGHT CONTROLLED
ACCORDING
li ·lll·l·lj;II;J·ij#WI
TO AIRSPEED INDICATES
IMPROPER STOP POSITION

I FOR AIRSPEED

Figure 1·25 (Sheet 2 of 2)

1-63
T.O. 1F-105D-1
the left side of the aircraft, and primary two on the
right side. Each system powers one side of the sta·
bilizer, rudder, spoilers and aileron tandem actuators
and the control stick boost. The primary one hy-
draulic system also provides power for the automa·
tic flight control system actuators. Each system is
powered by an engine driven hydraulic pump. Full
flow is available up to maximum regulated pressure
of approximately 3000 PSI. When maximum regu-
lated pressure is reached, the pumps automatically
assume an unloaded condition (zero flow to system).
Airless positive displacement type reservoirs, located
in the main landing gear wheel wells, maintain the
necessary supply of fluid to the pumps. Volumetric
changes within the reservoir are small during opera·
tion of any of the systems. Two individual hydrau·
lie gages powered by AC primary power indicate
primary one and primary two hydraulic system
pressures. If either system fails, (single primary
hydraulic system failure), control of the aircraft
is maintained by pressure from the other. but
maneuverability is restricted to the extent that
actuators, with only one side powered, apply a
force which can support one-half the maximum
possible hinge moment. If one primary system
fails because of pump failure, the side of the tan-
dem actuators normally powered by lhe failed
pump will bypass hydraulic fluid, while the other
side continues to operate. A hydraulically operated
transfer valve installed in the primary one hydrau-
lic system enables the pilot to direct hydraulic
pressure from the emergency hydraulic system to
the primary one hydraulic system for control sur·
face actuator operation if the engine fails. On [E)
aircraft, the primary flight control surfaces are
operated from either cockpit by interconnected
control stick and rudder pedals.
Hydraulic Pressure Gages.
Two individual hydraulic pressure gages (14 and 15,
figure 1-3) are provided, one for each primary sys-
tem, and are identified as PRI ONE and PRI TWO.
The gages are powered by AC primary power and
indi<:ate hydraulic pressure in PSI. If the AC pri·
mary power should fail, the pressure gages may
continue to indicate the same pressure reading that
was on the gage at the time of electrical power
failure or the reading may go to zero or stop at
some intermediate position. One noticeable indi·
cation that will appear after AC power failure is
that hydraulically actuated units will operate
normally but the gage will not fluctate during
actuation of the system.
1-64
EME RGENCY HY DRAULIC SYSTEM.
The emergency hydraulic system (figure 1-25), con-
sisting mainly of a ram air turbine (RAT) pump and
transfer valves, utilizes the utility hydraulic system
reservoir to provide hydraulic fluid under pressure
to the primary one hydraulic system to power the
flight controls if lhe engine fails. An emergency
system accumulator, precharged by the utility hy-
draulic system before operation of the emergency
system, provides fluid under pressure for emergency
extension of the RAT and the emergency system
during the time it takes for the ram air turbine pump
to be extended and build up pressure. When the ram
air turbine is extended, emergency system pressure
will be indicated on the primary one hydraulic sys-
tem pressure gage. A test valve in primary one hy·
draulic system is provided to close the emergency
hydraulic accumulator charge line from the utility
system, so that the emergency hydraulic system
pressure can be checked even though the utility
hydraulic system pump is operating.
(BE]
The emergency hydraulic system should
only be used if both primary systems are
lost or during engine flameout. If a pri-
mary one hydraulic system failure is
caused by fluid leakage, using the emer-
gency hydraulic system will deplete the
fluid supply for the utility hydraulic
system.
Ra m Air Turbine Lever.
The ran air turbine level (figure 1-28) (not in rear
cockpit) is placarded EMERG HYD SYS and has
two positions marked TURB EXTEND and TURB
RETRACT. When placed in the TURB EXTEND
position, a selector valve is mechanically positioned
to direct the emergency hydraulic system accumula-
tor pressure to extend the ram air turbine (RAT)
pump into the airstream. At the same time, a trans·
fer valve in the primary one hydraulic system is pos:
tioned to shut off the line from the primary one
pump and direct emergency hydraulic system pres-
sure from the ram air turbine pump into the pri-
mary one hydraulic system. In the TURB RE·
TRACT position, the selector valve is positioned
to direct hydraulic pressure to retract the ram air
turbine pump into the fuselage and position the
transfer valve to shut off emergency hydraulic
system pressure and open the primary one hydrau-
lic system to the primary one hydraulic systern
pump.

WARNING I • In event of control movement, during
During operational checks or emergency
use of the emergency hydraulic system,
the ram air turbine lever shall be moved
to the fu!J TURB EXTEND or 'TURB
RETRACT position with no hesitation
in the mid travel area. There shall be
no control movement during RAT lever
movement.
T.O. 1F-105D-1
RAT lever motion, which may cause
increased lever resistance, the RAT lever
motion shall be continued forcefully
without hesitation or returned to its
o.riginal position. The RAT lever shall
not be allowed to remain in an inter·
mediate position.
Change 2 1-64A/(1 -64B blank)
 T.O. lF-1050-1

'I hirct control through the speed range. The stabilizer

Stabilizer Differential Dual ~.mo:rgenq'
A1r.:raf1 lock Hap Hap Hydraulic control system consists of a combination of push
t onliguraU<Jn <..apabilit>· Capabilit) Indicator Sy,rem
pull rods and dual cables, pilot operated by fore and
aft motion of the control stick. The conlrol movt!-
1045 NCW
1049 NCW
NO NO NO NO ment passes through the feel device, a non-linear
lmkage and a mechanical advantage shifter, which
1045 CW YES YES NO YES
changes the stick-stabilizer travel ratio automatically
1045 cw YES YES YES YES
to compensate for different conditions of airspeed
1049 cw and altitude. In general, large control surface deflec-
I 045 C\\ tions are required for control at higher altitudes and
I 049 C\\ NO NO YES NO
all speeds, as well as at low altitudes and low speeds,
1091 cw
such as during takeoff and landing. This is obtained
1045 cw
I 049 :-<CV. NO NO NO NO
by the small mechanical advantage ratios with 1:1
IU'JI C\\ M.A. giving the greaLest surface deflection per inch
of stick travel. For low altitude, high speed flight,
System Pressure Test Button . smaU surface deflections per inch of stick travel,
I 1049 N/C/W required for control of the aircraft, are obtained by
The system one pressure test button (figure 1-28} a shift of mechanical advantage toward a higher value.
(not in rear cockpit) on the flight control panel is M A ratio for the [Q] and [f) aircraft are as follows:
placarded SYSTEM ONE PRESS TO TE ST. De- Max stabilizer L. E. travel
pressing the button, when the ram air turbine i::; with stich at neutral trim.
extended and the aircraft i.~ on the ground, enables
lhe pilot to read the pressure of thE' emergency Min M A ratio [Q] & IE 1: I 25.0 deg down 7.0 deg up
hydraulic system accumulator on the primary one Max M A r.atio [f.] 1.53:1 20.1 deg down 5.3 deg up
hydraulic system pressure gage if utility hydraulic Max M A ratio (QJ 1.67:1 15.4 deg down 4.8 deg up
pressure does not dissipate too rapidly. Depressing A self-contained magnetic stick damper is incorporate(
the button when the ram air turbine is extended in the system to reduce any pilot tendency to over-
during flight enables the pilot to read the pressure control by preventing excessively rapid stick motions.
of the emergency hydraulic system (RA'r pump) The damping rate of the stick damper is fixed. Exces-
which may indicate up lo 3700 PSI. When the sively rapid stick motions are also limited by the
button is depressed, DC primary current doses a bottoming of the control valve when they reach the
two-position, normally open, solenoid valve in the equivalent of the maximum available pump capadt.y
pressure line from the utility hydraulic system, for the hydraulic actuator. The non-linear link in
through which the emergency system accumulator th.e control system reduces the stick sensitivity around
is normally charged. This prevents utility hydrau- neutral in any trimmed position. The pitch control
lic: system pressure from being indicated on the system is part of the automatic flight control system.
primary one hydraulic system pressure gage when
Control Stick.
the ram air turbine lever is in the.TURB EXTEND
position. Releasing the button dcenergizes the The conventional control stick is connected (by push-
solenoid valve and the valve opens permitting utility pull rods and cable assemblies) to hydraulic control
hydraulic system pressure to enter the emergency valves at Lhe roB and pitch control actuato1·s. Move-
hydraulic system to maintain full pressure m the ment of the stick positions these control valves so
emergency hydraulic system accumulator. that pressure from the primary one and primary two
I 1049 C/W hydraulic systems is directed Lo thE> actuators to
move lhe control surfaces. A follow-up system
The system pressure t~st button (figure 1-28) (not automatically closes Lhe control valves when the
in the rf'ar cockpit) on the right control panel is desired movement of the control surfaces has been
placarded "SYSTEM TWO PRESS TO TEST". The obtained. A stick grip (figure 1-27) is mounted on
operation of thE> test button is the same with the an adapter which houses two pitch and two roll
aircraft recovery system installed except that the force switches that sense pressure apphed to the
pressure of lhe Emergency Hydraulic System stick grip. There is a slight movement between the
Accumulator is read on the Primary 'rwo Hydraulic grip and the conLrol stick clue to the force switches.
System Pressure Gage (figure 1-26). These force switches permit the pil.ot. at any time,
PITCH CONTROL SYSTEM. to interrupt any mode of automatic flight control
A maneuvering stabilizer is provided to effect pitch (except stab-aug m pitch control, auw TLS, or Autos
Change 2 1-65
T .O. 1F- 105D- 1

FLIGHT CONTROL HYDRAULIC SYSTEM [1049] c;w

~~~~~

~
PRIMARY ONE PRESSURE
PRIMARY TWO PRESSURE

·.·.·.·.·.·.·.·.·.··'·'· •· ···" =~~=~~:~;:~~~~~~:PLY

-----ELECTRICAL CONNECTION
- - - - - - MECHANICAL CONNECTION

~OWER ACTUATOR

PRIMARY ONE HYURAULIC SYSTEM

PRIMARY ONE
PRESSURE GAGE

PRIMARY TWO HYDRAULIC SYSTEM

PRIMARY TWO
PRESSURE GAGE

EMI:RGENCY HYDRAULIC SYSTEM

EMERGENCY
CONTROL
HANDLE

SYS TWO
PRESS TEST
RESERVOIR u:0~;y

~ [======~=========== _
~ UTILITY
PRESSURE

Figure 1-26 (Sheet 1 of 2)

1-66
 T.O. lf-1050- 1

I
~
AUTOMATICALLY
CONTROLLED
ACCORDING
TO AIRSPEED
'----v-
AILE: RON AND SPOILER (·ROLL) CONTROLS
--<:::::::::>
R
AILERON

R
SPOILER
I
SPRING
CAPSULES
ABSORB
MECH MOTION
DURING
EMERG CONTROL
TRIM BUTTON I
L
SPOILER

RELIEF VALVES RELIEVE

EXCESSIVE AIR LOADS L
AILERON
--c::::::=--

STABILIZER (PITCH) CONTROLS

-------1 D~~\~E ~--- -----

1 • J
TRIM
BUTTON
AUTOMATICALLY CONTROLLED
ACCORDING TO AIRSPEED
AND ALTITUDE
WHEN ON

I LLUMINATEO WHEN
STABILIZER

L GIS EXTENDED AND

M.A. IS TOO HIGH
STICK GRIP OVER I DE
OR
~NOSE OOYIN ABOVE 580K C. A. S.
NORMAL 'f:!:J OFF
AND BELOW5900±300 FT(Q]
OR BELOW 2400 ±300FT [f)
NOSE UP

[f) NOT IN REAR COCKPIT

1£1 NOT IN REAR COCKPIT
CAUTION LIGHTS
SHDWNILLUMINATED
FOR INFORMATION
RUDDER (YAWl CONTROLS ONLY

.___D_!....,~_~I~_E----'~ - - ~L--2-P_~_TT~-T-10111----'~- -
- - - - -(
RUDDER
==-
AUTOMATICALLY
RUDDER PEDALS CONTROLLED
ACCORDING
TO AIRSPEED I ,,,,,,Jil:t*••:ru:w•l
INDICATES
IMPROPER STOP POSITION
FOR AIRSPEED

Figure 1·26 (Sheet 2 of 2)

1-67
T.O. 1 F-1 050-1
STICK GRIP
SAFETY PIN HOLE-
NOSE WHEEL STEERING/ _ __ __ _
RANGE SCALE BUTION
AFCS EMERGENCY
DISCONNECT LEVER
Figure 1-27
after maneuver begins) by moving the control stick.
In the fully automatic modes only automatic pitch
trim is interrupted through activation of the force
switch. An AFCS emergency disconnect lever is
provided on the forward side of the stick. The five
switches incorporated in the stick grip are: trim
switch (pitch and roll), freeze fire button, trigger,
sight electric cage/range cursor button, and nose
wheel steering range scale button.
Stick Grip Override Switch.
The stick grip override switch (figure 1-28) (not in
rear cockpit) is provided on the flight control panel
so that trim about the pitch axis can be controlled
in the event of failure of t he trim switch on the con-
trol stick or the associated relays. The switch has
four positions; NORMAL under GRIP TRIM PWR;
and NOSE DOWN, NOSE UP and OFF grouped
under PITCH TRIM. The NORMAL position,
supplies power from DC primary power to the trim
switch for control of pitch and roll trim. If the
trim switch fails, resulting in either runaway trim
or no trim, the OFF position is provided so that DC
primary power can be disconnected from the trim
switch. In this position both pitch and roll trim
circuits to the trim switch are disconnected. To
1-68
TRIM SWITCH
(PITCH AND ROLL)
- - -.. .1 FREEZE FIRE BUTION
SIGHT ELECTRIC CAGE/
RANGE CURSOR BUTION
PITCH AND ROLL FORCE
SWITCH HOUSING !AFCSl
trim the aircraft in the pitch axis under this condition
the stick grip override switch is held in either the
NOSE UP or NOSE DOWN position. This controls
the pitch trim actuator through a direct circuit. No
emergency override switch for trim about the roll
axis is provided.
Pitch Mechanical Advantage Switch.
The pitch mechanical advantage switch (figure 1-28)
(not in rear cockpit) placarded PITCH MECH ADV.
has two positions: ON and OFF. The ON position
permits continuous automatic positioning of the
mechanical advantage shifter for varying conditions
of airspeed and altitude as sensed by the air data
computer. The OFF position is provided so that,
in the event of malfunction, the DC primary power
may be disconnected from the mechanical advantage
shifter actuator. The M.A. ratio will then remain
constant at the value that existed when the switch ~
was moved to OFF.
Trim Switch.
Aircraft. trim about the roll and pitch axes is con-
trolled by a five-position trim switch (figure 1-27)
on the stick grip which is spring-loaded to the OFF
 T.0.1 F- 105D- 1

FLIGHT CONTROLS
:..:»&.:.:1 e I.
4ijQt:tJt

1LiG'Hr··sH·owiii..iiiOM'INAT'E·o
rf..9.R.. ..I.~.f.Q.~~~I!.Q.~... 9.N.~.Y.

Figure 1-28

1·69
T.O. 1 F-1050-1
(center) position. With the stick grip override switch
in the NORMAL position, the left and right posi-
tions of the trim switch control roll trim, while the
up and down positions control the pitch trim. Both
trim circuits are energized by DC primary power.
WAINING I vantage ratio is other than 1.53:1. Stabilizer deflec-
The trim switch may be subject to oc-
casional sticking in an actuated posi-
tion, resulting in application of extreme
trim. When this condition occurs in
flight, the trim switch must be returned
manually to the center OFF position
after the desired amount of trim is
obtained. If this is noted during pre-
flight check, entry should be made in
AFTO Form 781 with a red cross. Do
not fly the aircraft until the condition
is corrected.
Takeoff Trim Button .
fhe takeoff trim button (figure 1-28) (not in rear
cockpit) is located on the flight control panel and
placarded TAKEOFF TRIM. All primary control
surfaces may be trimmed at the same time to the
proper takeoff pos.ition (neutral trim) by the take-
off trim button. Pressing the button supplies DC
secondary power to the three primary control
system trim actuators which position the surfaces
to takeoff trim . The button must be depressed
until the adjacent light which displays TAKEOFF
TRIM illuminates, indicating that the surfaces
have reached the desired position. Upon release
of the button the light will go out.
Pitch M.A. Caution Light.
Because of the completely automatic characteris-
tics of the continuously variable mechanical advan- .
tage shifter, it is not necessary for the pilot to know
the M.A. ratio at all times. However, a caution
light (figure 1-60) located on the caution light
panel displays PITCH MECH ADV and is powered
by DC primary power. Illumination of the light
indicates the mechanical advantage shifter is im-
properly positioned and the M.A. ratio is incorrect,
under either of the following conditions:
• When the landing gear is extended and the
mechanical advantage ratio is other than 1:1.
1-70
Stabilizer deflection per inch of stick travel will
be less than normal.
rEl When the aircraft is below 2400 (±300) feet and
flying faster then 580 KCAS and the mechanical ad-
tion per inch of stick travel will be more t han normal.
[QJ When the aircraft is below 5900 (±300) feet and
flying faster than 580 KCAS t he mechanical advan-
tage ratio is other than 1.67:1. Stabilizer deflection
per inch of stick travel will be more than normal.
It is considered hazardous to be unaware of incorrect
mechanical advantage ratio in such conditions. Illum
ination of the caution light warns the pilot of an im-
proper M.A. ratio so that he can compensate pitch
control accordingly. The caution light does not
indicate an incorrect M.A. ratio during other than
the above mentioned flight conditions.
Takeoff Trim Light.
The takeoff trim light (figure 1-60) located on the
flight control panel in the front cockpit and on the
left console in the rear cockpit indicates the proper
takeoff trim during oi>eration of the takeoff trim
button. The light displays TAKEOFF TRIM, is
powered by DC secondary power, and illuminates
as soon as the control surfaces are trimmed to the
takeoff position, and remains lit until t he takeoff
trim button is released.
ROLL CONTROL SYSTEM.
Ailerons and spoilers are provided to effect roll con-
trol throughout the entire speed range. In the low
speed range t he ailerons and spoilers operate to-
gether. In the high speed range the ailer ons become
inoperative and only the spoilers are operative. Both
surfaces are controlled by the lateral movement of
the control stick. A feel device is provided to simu-
late feel and provide trim. A tandem stick booster
is incorporated to assist in the movement of the
control linkage. The aileron actuators move the
ailerons through a lockout device which is electrically
operated by DC primary power, and automatically
controlled by an airspeed switch. As the airspeed
is increased to 695 (±5) KCAS, the airspeed switch
energizes the lockout actuators to render t he ailerons
inoperative. As airspeed is reduced 7 to 13 knots
below lockout speed, the switch will again energize
the lockout device actuators to make the ailerons
operative again. The feel trim actuator is electrically
heated to prevent stick bind due to ice formation

in the feel trim actuator. The roll control system is
part of the automatic flight, control system.
YAW CONTROL SYSTEM.
The rudder is provided to effect yaw control
throughout the speed range. Rudder pedal motion
operates a slide valve that controls a tandem actua-
tor at the rudder. An artificial feel unit is incor-
porated in the control system to give the pilot a
sense of control feel, by increasing the force re-
quired Lo deflect the controls proportional to the
amount of deflection. Yaw trim is accomplished
by an electric actuator that changes the position of
the feel device no-load position to the desired trim
setting. A full automatic two-position rudder stop
is installed to reduce both rudder surface and rudder
pedal travel at high speed lo prevent structural
overloads. On increasing speed at approximately
275 KCAS, a solenoid, energized by DC primary
power through the airspeed switch, positions the
high speed stop to restrict rudder travel to 8 degrees
I left o.r right, also reducing rudder pedal travel. \.Vhen
speed is reduced below approximately 260 KCAS,
the solenoid is deenergized and spring action re-
tracts the high speed stop, permitting the full 32
degrees left and 32 degrees right rudder travel. If
the TE FLAP circuit breaker is disengaged the
rudder stop will be inoperative above 275 KCAS.
A caution light on the caution panel illuminates
whenever the rudder stop position is not compatible
with the airspeed switch. The yaw control system
is part of the automatic flight control system.
I
WARNING
If the airspeed sensing switch fails
above 275 KCAS the rudder stops
will not retract and the rudder travel
caution light will not illuminate.
Rudder Pedals.
The rudder pedals are mounted to carriage assem-
blies whkh ride on rails in the cockpit as Lhe pedals
are actuated. A spring-loaded lever on the outboard
side of each carriage incorporates a pawl which
engages in notches in a bar. The nine numbered
notches in the bar provide for individual adjustment
of each pedal over a distance of approximately 61J2
inches. Coordinated pedal alignment during adjust-
ment is obtained by engaging the spring-loaded
lever on each pedal in a corresponding number
notch on each bar. The pedals are pivot mounted
T.O. 1F-1050-1
at the lower end to permit rotary motion for power
brake action. The nose wheel st-eering system is
operated by rudder pedal movement. (Refer to
"Nose Wheel Steering System" in this section.)
Rudder pedal movement operates a valve which
controls a tandem actuator at the rudder. A follow-
up system automatically closes the control valve
when the desired movement has been obtained.
Force sw.it.ches incorporated in each rudder pedal
permit the pilot to interrupt the heading hold and
track bold modes of AFCS operation, and when
actuated, prevent engagement of NAV hold mode
or initiation of autoss or auto wings level.
Yaw Trim Switch.
The yaw trim switch (figure 1-11) is a three-position
switch, spring-loaded to a neutral OFF position.
Holding the switch to NOSE LEFT or NOSE RIGHT
completes a DC primary circuit to the rudder trim
actuator which repositions the rudder feel device to
relieve the rudder pedal force at the desired rudder
trim.
Rudder Travel Caution Light.
The rudder travel caution light (figure 1-60) on the
caution light panel displays RUDDER TRAVEL and
is powered by DC primary power. Illumination of
the light indicates the two-position rudder slop is
in an incorrect position in relation to airspeed. The
light will illuminate if the rudder travel is restricted
in the low speed range, or not restricted in t he high
speed range.
AUTOPILOT EMERGENCY DISCON NECT LEVERS.
The autopilot emergency disconnect lever (figure 1-27)
on the control stick disconnects electric power for all
modes of automatic flight control system operation
(including stab-aug).
EMERGENCY FLIGHT CONTROL SYSTEM
[1045] C/W.
The purpose of this emergency flight control system
is to provide limited flight control to enable a pilot
to reach a safe bail out area in event of complete
hydraulic system failure. Th1s is accomplished by
providing a limited df~gree of control about the
three aircraft axes. With the stabilizer locked at a
predetermined posiLion, pitch control is maintained
by using trailing edge flaps and engine thrust. Lateral
and directional control is maintained by using dif-
ferential trailing edge flaps, unboosted rudder or
both. The locked stabiljzer position (approximately
Change 2 1-71
T.O. 1F-1 050-1
EMERGENCY FLIGHT CONTROLS
[1045 or 1049] C/ W
Figure 1-29
1.8 degrees for F-105D and 2.3 degrees for F-105F
leading edge down) will trim the clean aircraft at
approximately 350 knots and 10,000 feet altitude
for an average gross weight and center of gravity.
Increasing engine thrust will cause a nose up trim
change and will rotate the nose of the aircraft up
and the excess thrust will produce a climb. Deflect-
ing the trailing edge flaps will rotate the nose of the
aircraft down and the combination of engine thrust
and trailing edge flaps can stabilize the aircraft at
constant altitudes and at speeds higher than 350
knots. Speed at a given altitude is a function of
engine thrust and trailing edge flap deflection.
Roll control is initially accomplished by use of
rudder and differential trailing edge flap extension.
After the aircraft is stabilized, rudder is used as the
primary roll control and differential trailing edge
flap extension is used for roll trim. Differential
flaps should be limited to trim control since failure
of the flap system may leave the aircraft in an
uncontrollable condition. There is adequate yaw
and roll control with the unboosted rudder. Satis-
factory control can be maintained between 350
KIAS and a Mach No. of 0.85 from sea level to
20,000 feet altitude. Satisfactory flight control in
this case means the ability to select and maintain
1-72
U049J c;w
moderate but not necessarily precise attitude (pitch,
roll, yaw), altitude control and direction of flight.
The stabilizer should be locked when the aircraft is
in a 10- to 15-degrce nose up attitude in the speed
range vetween 350 KIAS and 0.85 Mach up to
20,000 feet altitude. However, lock engagements
can be performed beyond this envelope, even at
supersonic speeds, if required, but the aircraft must
be in a 10- to 15-degree nose up attitude when the
stabilizer is locked. If the stabilizer is locked out-
side the recommended locked stabilizer speed range,
the speed should be reduced to the recommended
values as soon as possible. The most easily handled
altitude and speed is 10,000 feet between 380 and
420 KIAS.
WARNING I
Locking of the stabilizer during flight for
reasons other than an actual emergency
condition is strictly prohibited. Simula-
tion of the emergency condition is only
to be performed as prescribed in the
TRAINING INSTRUCTIONS. A

WARNING (Continued)
thorough understanding of the emergency
flight control system is required to per-
mit safe operation during an emergency.
• Due to structural considerations flap ex-
tension is limited to 30 percent of max-
imum deflection for speeds up to 0.85
Mach when the emergency flight control
system is utilized. The use of conventional
lateral control (aileron and spoilers) with
flaps extended 30 percent at 0.85
Mach the flaps are loaded close to maxi-
mum design allowable and the use of
conventional lateral control will add to
this critical loading.
The aircraft is sensitive in roll when the
differential flaps are used. Only instant
switch actuation is necessary for roll
response.
Note
All engagements of the stabilizer lock
should be performed in a 10- to 15-
degree nose up attitude.
• At no time should the nose of the air-
craft be allowed to fall through the
horizon after the stabilizer has been
locked.
• All airspeeds for use of the emergency
control system are given in KIAS. which
is the reading on the standby airspeed
indicator. Due to the possibility of
damage to the CADC system, or inter·
ruption of secondary AC power, it is
recommended that the standby indica-
tor be utilized rather than the AMl for
airspeed readings.
Stabilizer Lock Switch [10451 C/W.
The stabilizer lock switch (figure 1-28) located on
the left console is placarded EMERG STAB ..,vith
two positions, NORM and LOCK. In the NORM
position the stabilizer and flap control systems
operate in the normal manner. The LOCK position
energizes the stabilizer lock, transfers trailing edge
flap operation from the flap level on the throttle
T.O. 1F-1050-1
quadrant to the emergency roll and pitch control
switches and illuminates the stabilizer lock light.
When the LOCK position is selected, the control
stick is moved toward neutral until lock engagement
is felt. The switch is powered by the DC primary bus.
Emergency Pitch Control Switch [ 1045] C/W.
The emergency pitch control switch (figure 1-29)
located on the right console, is a three position
mementary contact switch placarded PITCH with
positions UP, DOWN and unmarked OFF position.
With the stabilizer lock switch in the LOCK position,
holding the switch in the UP or DOWN position will
retract or extend the flaps respectively for pitch con-
trol of the aircraft. Direction of the switch actuation
corresponds to conventional control stick motion.
Extending the flaps (switch forward) will lower the
nose of the aircraft. The switch is powered by the
DC primary bus.
Emergency Roll Control Switch [10451 C/W.
The emergency roll control switch {figure 1-29) lo-
cated on the right console, is a three-position mo-
mentary contact switch placarded ROLL with
positions LEFT, RIGHT and an unmarked OFF
position. With the stabilizer lock switch in the
LOCK position the LEFT or RIGHT position of the
roll control switch is used for differential flap opera-
tion. The LEFT position will lower the right flap
and raise the left flap effecting a roll to the left.
The RIGHT position will effect a roll to the right.
The switch is powered by DC primary power.
Other Flap Indicator Switch [1045] C/W.
The other flap indicator switch (figure 1-29) locat.ed
on the left side windshield fitting is placarded
INDICATOR OTHER FLAP. The flap position
indicator will normally display the position of the
lower flap. Depressing the other flap indicator
switch will enable monitoring the other flap position.
Stabilizer Lock Light (10451 C/W.
The red stabilizer lock light (figure 1-60) is located
on the upper center of the instrument panel. When
the light is illuminated it displays STAB LOCK and
indicates that the stabilizer lock switch is in the
LOCK position and/or the system has been energized
and is capable of locking the stabilizer. Restricted
stick movement, however, is the only positive indl·
cator that the stabilizer is locked or unlocked.
1-73
 T.O. 1F-105D-1
EMERGENCY FLIGHT CONTROL SYSTEM
{1049] C/W.
T.O. 1F-105D/F-J049 provided an aircrafL re-
covery system to allow the F-l05D/F aircraft to
bt• safely conb·olled and landed following a com-
plete failure of the primary flight control hydraulic
system. This new capability is accomplished by
providing ram ail· turbi.ne hydraulic pressure to
tht• P2 portions of t.he t~xisting stabilizer and
rudder actuators and to t he Pl and P2 portions of
the roll stick boost cylindP.r when the aircraft re-
cover) mode is selected. Power is supplied by
usmg the prcs€'nt RAT system wit.h the additiOn of
a nt>w reservoir in the nose wheel well. St.abilizer
and rudder operation. for aircraft, control in the
pitch and yaw axf!S, will be the same as when
only P2 p1·essure is available du e LoP 1 system
failure. Lateral control in this mode, howevC'r,
difft•rs significantly in that no hydraulit~ pressure
is provided to t.he ailc>ron or spollrr power actua-
Lor:;. Th<· allerons will cldlect with op<•ration of
the litick boost actuutor with the unpn•ssurized
ailt~ron ac:Lua tors serving as mechanicallinl{s.
RcsponliC of tht' spoil<·rs is eliminu!Rd by deflcc·
Lion of a spring-loaded ann installl'd in mch lost-
motion drum.
The <•rnNgency flight control system provides air-
cr aft co nlrol in event o r failure o f both primary
flight control hydraulic :-;ystcms. Two PnH~rgcney
mod(-'S of operation an· provided: ttw pilot recovery
mode and the am:raft n>covery modt' The pilot
renwcry mode provu.lcs sufficient aircraft control
without hydraulic prcs~un· to allow th<• pilot to
n•ad1 a safe bailout area. The aircrafl rPcovcry
mod(' utilizes <U1 f•nwrgcmcy hydrau li<' sylitem whieh
provides the eapahility to fl y and land Uw aircraft.
safdy.
Pilot Recovery Mode I 1049] C/W.
Ouring pilot r<>covery operat ion th<• s tabilizer is
hH·ked at a predetNmitwd position a nd pikh con-
trol is mainlained by trail ing edge 11ap position
and cngin(• U·rust. Lat<.>ral and diwd1onal eonlrol
an· rnaintainN1 by using differential tra11111g c>dgt>
naps. unboosted ruddt·r or hoth. Ttw flap lever
on Lhc throttle quadrant is inoperative during
l'tnt>rgency tlighL control sy::,lem o p1•rution. ~at.is­
fac·Lo r y <'ontrol ~an be majnt.aincd bdwcen :350
Kl/\S and Mach·numhN (J.X5 from Sl•a l(•vt•l Lo 20,000
fP£'L nltitude. Satisfactory !light c·ontrol in th is
ca:·w means t.hl• ah1hty to select and matnlam mod-
Naf.t• but not llPC<'ssarily prPcis1· at.t.1Luth• (pitch,
roll, yaw), altitud(• control, and dirPdion of flight
1-74 Change No. 3
Trailing Edge F;lap Control- Pilot Recovery Mode
(1049] C/W.
During piJoL rec:ove.ry mode of operation trailing
edge 11ap control is t.ransfeiT€!d from the flap lt•V(•r
on the throtllt• quadrant to the cmf'rgency pitc:h
a11d roll switch on the right console and to the flap
roll control switch and flap switch on the left eon-
sole. Both flaps can bE.' extended or retracted simul-
taneously by actuating t bc 0mcrg('JH.:y pilch and
ro ll switch to t he pikh positions. The emerg0ncy
pitch and roll swit<:h prov ides differentia.! flap con·
trol when actuated lo the roll positions. During
diffcr<>ntial flap operation one flap will extend or
retract to its limit before the opposite flap moves
in the oppositl• din~<:t10n . The flap roll control
switch permits selectjon of Lhe opposite flap in Llw
tJVcnt of failure of the sP!ected flap nwLor. The flap
sw.i Lch will be u tiliz.ed for ain.:rafL recovery mode
on ly. The automatic flap blow back control is in-
operative during either pilot recovery or aircraft
recovery modes of operation.
Engagement- Pilot Recovery Mode [1049] CIW.
Th<' stabilizer should be locked when the aircraft is
in a 10- to 15-degrec nose-up at.titudr> m the speed
range between 350 KIAS and Mach 0.85 up to
20,000 feet altitud<'. Lock engagements can be
performed beyond this cnvelopP, <'ven at s upersonic
s peeds if requirPd, but LbL! aircra ft. must be in a 10·
lo l5 -degr<~e nost'· up attitude when tlw stabiliz.cr it;
locked. If llw stabilizer is lu(·ked out.-;ide of the
recommended lock(>d stabilizer sJW<>d rangf' the ~JWN I
should be reduced to Lhe recomm<'ndE:'d values as
soon as possibl<'. The most comfortabl(' control is
ach iPV(-•d at 10,000 feeL between :3~0 and 4.20 K l AS.
Pitch Control - Pilot Recovery Mode 110491 C/ W.
The locked stahJI izc•r position ( lt'ading <•dge down
approxirnately 1.8 dPhfTl.'CS for [QJ and 2.:~ degn'<'S
fnr ffl ) will Lrim l.he dean airemft, at upproximat.(•ly
:~50 knots and 10 ,000 (cet a lti tud<· for an averaw•
biT!JSS weight and c<•nu•r o f gravity. I ncrcasing <'Jiginc>
thrust will eaus(• a nos<•-up trim t'hange which will
rolate Lhe nos1• of the mrnaft up and the excPss
thrust will produc(• a dimh. Extt•ndmg t.he ln.uling
~ ~dge flaps wil.l !'am><' a nose-down trim ('hang{' whil'h
will rotate the twst• o f tht! aircrafL down . The co-
ordinatc..d sclN·Lion o f fl ap position and l~ngine
thrust. <'<HI stabili~e Ulf' aircrafL ul a l'Oilstant altitude ·
at spP(•d :-; high{'r than 350 knob. Sp<'<'d at a g1vPn
altitude is a functwn of C'ngin£> thrm;( and trailing
<•dg«' flap dcfl(•<·tion.
 T.O . 1 F-1050·1

I
Roll Control -Pilot Recovery Mode [1 0491 C/W.

Roll control is initially achieved by use of unboosted

rudder and differential trailing edge flap defleetion.
After the aircraft is stabilized the unboosted rudder
is used as th1:~ primary roll control and differential
flap operation is used for roll t.rim.
Yaw Control- Pilot Recovery Mode [1049) C/W.
WARNING I
Loc.king of the stabilizer during flight
for Ieasons other t.han an actual emer·
g.eney condition is strictly prohibited.
Simulation of the emergency condiLion

Adequate yaw control is available with the unboosted

rudder. The automatic rudder stops are inoperat.ive.

Change No. 3 1·74A/(1-74B blank)


WARNING (Continued!
1s only t.o h<' perfornwd as pr<'scribcd
in Lhr 'J'RJ\INlNG INS'I'H.UCTIONS.
A thorough understanding of lhc emer-
gcmcy flight, control syslf'm is required
to permit saft> orX>ration during an
<'mergcncy.
• OuP to structural considerations, nap
extension is limited to :30 percent (10
degrees) of maximum d(o'fl('(;tion for
spc~J:; up to Mach 0.85 wtwn the
Pm(•rgency flight contro l system is
utilized. During training missions the
use of conventional lateral control
(aileron and spoilt'rs) with flaps ex-
tended shou ld be minimized. With
flaps (~Xi<'nded 30 percent at 0,85
~lach, th(• flaps ar(' loaded dosf' to
maximtlm design allowable and the
usP of conventional lateral control
will add to this critical loading.
The a1rnafl is sensitiv<.> in roll when
Uw differential flaps are used. Only
momE'nlary switch actuation is neces-
sary for roll response.
Note
All pngagt>menls of the stabilizer lock
should bt.> performed in a 10- to 15-
degree nost'-UP attitude.
• At no time should the nose of the air-
craft be allowed to fall through the
horizon aft.t.•r the stabilizer has been
locked.
• All airsprcds for use of lhe emergency
control system are given in KlAS,
which is the reading on the standby
airspeed indicator . DuE:• to the pos-
sibility of damage Lo the CADC system,
or interruption of secondary AC power,
it is recommended that the standby
indicator be utilized rather than the
AMJ for airspeed readings.
Aircraf1 Recovery Mode [ 1049] C/W.
The aircraft recovery mode is selected by extending
the RAT. When the RAT is extended, emergency
hydraulic pressure is supplied to the system No. 2
portion of the stabilizer and rudder actuators and to
tlw sy stem :-.Jos. 1 and 2 portions of the stick boost
actuator. Emergency pressure is not supplied to
I .U. 'I t- -'1Ub0·1
ailt~ron or spOII<•r actuators. Enwrgerwy prt·ssun· 1s
indkat.(•d on l.lw sysl!•rn No. ~ pn!ssl.trt• indH'aLor
when Uw H./\'1' is cxtendt·d . l•:xt.cnswn or tlw H.J\'1'
will Lransf(•r flap control from tJw flap h•vt'r lc1 tlw
t"ITit'fl{l'IWY systf~m swrldws.
Trailing Edge Flap Control - Aircraft Recovery Mode
[10491 C/W.
Trailing <•dge fl<tp nmtrul i~. identical to l.r:~ilmg <·dgP
nap ('()l'l trol when ill Hw pilot recovpry niPdP I'XCt>pL
wht-n Uw flap roll control swikh i~ in Uw (.'ltUISE
position. In the CRUISE posrtum. if both flaps an•
down , lh<•y will ert•ep up as d<•mand for roll is made.
Engagement - Aircraft Recovery Mode (10491 C/W.
The aircraft n•<.:overy mod~· is normally <'tnployNI
only afl<•r l.ht• aircrall attitude has been slahlli;.ed
using th<> pilot n•cOVt'l)' rtl()U('. I r lht• airvraft. is not
in t.h<• corn•cl. aLtitude for tlw pilot n•t·ovl'ry mode
<'ngagpnwtH wlwn the hydraulic sysL<'ms fail, llw
aircraft. n~c·ov<•ry moclt-' may be employ ed Ln provtdt•
a 110:::1•-up a(.t.it.ud<• for stalJilizcr lod< engugr·nwnt.
Notf'
Thl' auTrafL r<'<'over:v mode is normally
l:'mployt•d prior to using llw pilot r<'('OV-
t•ry mod£>. Tlw pilot rl•c·ovt'ry rnoJC' may
tw <'mployed if l'ailun• of tlw (•mcrgt•twy
hydrmdic system Is t'llli ta'nL
Pitch Control - Aircroft Recovery Mode I 1049] C/W.
Enwrgency hydraulic prcssur<' is supplied to the
system No. 2 portion of LhP dual slabili:t.er al'luator.
Normal pitch control will he n~taint:>d.
Roll Control - Aircraft Recovery Mode [ 1049 I C/W .
Emergency hydraulic pressure is supplied lo the
stick boost actuaLor. Tht- ail('rons respond directly
to stick boost actuator operntion with the unpn•:,-
surized aileron actuators serving as a mechanical
link in the controls. Tht:• mechanical force to tht•
· unpressurized spoiler actuators ts absorbed by Lhe
modified linkage and tht> spoilers remain in the
retracted position. Normal Lrim and diffE'rcntial
trailing edge flap operation a re used for roll trim:
however. the aircraft should be trimmed for neutral
stick using differential flap operation.
Yaw Control - Aircraft Recovery Mode {1049] C/W.
Emergency hydraulic pressure is supplied to the
system No. 2 portion of the dual rudder actuator.
Normal yaw control \vill be retained. The automatic
rudder stops are inoperative, permitting operation
beyond eight degrees rudder travel.
Change No.3 1-75
T.O. 1F-t050 -1
Emergency Hydraulic System [1049] C!W.
The emergency hydraulic system consists mainly
of a ram air turbine (RAT) pump and transfer valves
to provide hydraulic fluid under pressure to the
primary two hydraulic system to power the stabi-
lizer and rudder actuators and both primary one and
two systems of the control stick boost actuator.
An emergency system accumulator, precharged by
the utility hydraulic system before operation of
the emergency system, provides fluid under pressure
for extension of the RAT. When the RAT is ex-
tended, emergency system pressure will be indi-
cated on the primary two hydraulic system pressure
gage. A test valve is provided to close the emer-
gency hydraulic accumulator c.:harge line from the
utility system so that the emergency hydraulic
system pressure can be checked ~wen though t he
utility hydraulic system pump is operating.
The emergency hydraulic system should
only be used if both primary systems
are lost or during engine flameout. If
primary two hydraulic system failure is
caused by fluid leakage in the aft fuse-
lage area, using the emergency hydrau-
lic system may deplete the fluid supply.
Ram Air Turbine Lever [10 49] C/W.
The ram air turbine lever (not in rear cockpit) is
placarded EMERG HYD SYS and has two positions
marked TURB EXTEND and TURB RETRACT.
When placed in the TURB EXTEND position the
following occurs:
• A selector valve is mechanically positioned to
extend the RAT pump into the airstream.
• A dual transfer valve in the primary two hydrau-
lic system branch at the stabilizer and rudder
actuators is positioned to shut off the primary
two pressure and return lines and open the
emergency hydraulic system pressure and re-
turn line to power the stabilizer and rudder
actuators from the RAT.
• Transfer valves shut off primary one and pri-
mary two system pressure and return lines
at the control stick boost actuator and open
the emergency hydraulic system lines to
power both the primary one and two sides of
the actuator f1om the RAT.
1·76
• The aileron and spoiler actuators are isolated
from the emergency hydraulic system.
• Roll control is accomplished by use of the trailing
edge flaps or lateral movement of the control stick.
• Primary two pressure circuit is transferred to in-
dicate emergency hydraulic system pressure on
the primary two pressure gage.
• Flap control is transferred from the flap lever
to the emergency system switches.
• Normal pitch and roll trim is maintained.
In the TURB RETRACT position the selector valve
is positioned to direct hydraulic pressure to retract
the RAT, t.he dual transfer valves are positioned to
dirHct primary two hydraulic pressure to the primary
control actuators, flaps return t.o normal ope.ration
and the primary two pressure gage indicates pressure
of the primary two system.
WARNING I
During operational checks or emergency
use of the emergency hydraulic system.
the ram air turbine lever shall be moved
to the full TURB EXTEND or TURB
RETRACT position with no hesitation
in the mid-travel area. There shall be
no control movement during RAT lever
movement.
• In event of control movement, during
RAT lever motion, which may cause
increased lever resistance, the RAT
lever motion shall be continued force-
fully without hesitation or returned to
its original position. The RAT lever
shall not be allowed to remain in an
intermediate position.
System Pressure Test Butto n [1049] C/W.
The system pressure test button (not in rear cockpit)
on the flight control panel is placarded SYSTEM
TWO PRESS TO TEST. The button functions in
the same manner as in unmodified aircraft except
that the emergency hydraulic system pressure is
indicated on the primary two hydraulic system
pressure gage instead o f the pr imary one gage.
Stabilizer Lock Switch [1049] C/W.
The stabilizer lock switch is a guarded switch with
two positions, STAB LOCK and NORM, and is
powered by DC primary power. The functions of
the switch positions are as follows:
 T.O. 1F·1050-1

. - - - - -- -
Sta/1 llrtddcr ;I II SptJII (/ <mlrul Slw/,•
!>lui! Lor/, Sw 1duo/or , \duulor 1\ cltwlur ;\ l'luulor IJ<Io.,l ,., 1\ cluu/ or Tt·: 1'/ap:;
/'r,•,;s l'rr,,s Prn;s /'rrs., /"r(·s. .·
·--- -
NOHM H. AT PI and P2 PI and P2 P I and P2 PI ;md P2 PI nnJ P:l Fhtp <•onl.rol with flap IPvn
f{E'I'ItACT on lhr~tllh• quadram
.._ ,
RAT BmNg Enwrj.! tnop\•r lllop<•r Bnwr~: Flap op..r~tlt<lll Wt!h fl.tp
I~XTf<:No• 'wtf.('h, \'OWrJ.! prf('h and rolf
S.W and 1lap roll <'onlrol 'W .
.. _
.STAn HAT St.ab inop,.r invp1•r inopPr inop(•r EnwrJ.! Pit('h and Roll >. W .
LO('K RETHACT l<ll' k t•d nap roll control sw .
..
HAT Stab Em('rg inopN tnoper 1-:rn••rg l'il<'h and roll eontrol Wtlh
EXTEND* lodH•d <•nwrJ.! p1ll'l1 and rull s w. Flap
Emc>rl! opPI'ilf.tOil Wtlh f'lap SW, <'tnt'rf..:

pikh and mil sw ur rtap r.. ll

cotttrol sw

~Eml)rgt-ru•yconfhliun shown. Durmg lrarning, nor mal Pt pr<'ssun• will he avatlable t.u all ;~ctuatnrs \'Xt'I'J)l st.i<:k boost. and
nurmal P 2 pressure will be availabl1• to thl' spoiler <tnd aileron aduatorl..

Flap Roll Control Switch and Emergency Pitch and Roll l1on i:; ust>d for diffcn·nti<ll flap operation for roll
110491 C/W. ('ontrol.

~lahilizer lock switeh m iht• LOt' K position, llw

Tht' flap roll control switch on Uw l<•fl tonsolc is a
lhn·<·-postt.ion switch placard<•c..l FLAP ROLL CONT.
with posit.ions mark<.'d CRUlS.E, LDG R, and LDG
L. This switch allow<; ilw pilot Lo sl'le<:t cith('r flap
for roll control in tlw evC'nl of failure of eilh1.:r flap
actuator. The emergency pitch and roll switch
lol'at..ed on th<' right c·onso!c, is a fivt•·position
swikh spring-loaded lo the OFF position and plac.>-
arded El\-1 ERG FLJ.GHT CONT. Operational posi-
tions are PITCI! DOWN. Pl'I'Cfl UP, ROLL LEFT,
and ROLL RiGHT. Th~· emergency pitch and roll
switch is operablr only if DC primary power is
avmlable plus one of t,he eondttions below.
Stabilizer lock swilch in LOCK positiOn or the RAT
extmdcd. Direction of the emergency pitch und
roll switch in pitch and roll corresponds to con·
venlional control stick motion. Ho lding the switc h
in the PITCH DOWN or PfTCII UP position will
extPnd or retract the flaps respect ively for pitch
control. The ROLL LEFT or ROLL RIGHT posi-
RAT extended, or retracted and the flap roll con-
trol switch in LDG H or CH.U lSE, tlw right, flap
will move up or down for roll control. If lht• righl
flap r<·ach<•s eit.hcr the up or down limiL, then the
lt•ft flap will movP (dowll or up) and hold at thP
1ww positwn. With LhP flap roll control switch 111
LDG L LhC' lef-L flap move-:-; up or down for roll con-
trol. 1f the left flap rca<·h<•s eithcr Lh<· up or down
limit !.hen t.he right flap will move (dow11 or up)
<lnd hold at th<• new position.
Stabilizer lock switch in NOR~l posilion aJ,d lh<•
RAT extended. The flap roll control swit,<.;h placed
in LDG R or LOG L the right or left flap rcspec·
Lively will move up or down for roll cont.rol. If
t he flap rcm:hes the up or down limit in either posi-
tion, Lhe other flap will move (down or up) and
hold al the new posilion. With the flap roll control
switch in CRUISE, eit.her left or right flap will move
up for roll controL If both flaps an! down thE~y
will creep up as demand for roll is made.

Change No. 3 1·77

T.O. 1F-105D-1
Other Flap Indicator Switch [ 1049] C/W.
The other flap indicator switch (figure 1-29) located
on the left side \'.ind~-;hield fitting is placarded
IND ICATOR OTHER FLAP. The flap position
indicator will normally display the position of the
lower flap. Depressing the other flap indicator
switch will enable monitoring of the opposite .t1ap
position.
Stabilizer Lock Light {1049] C/W.
The red stabilizer lock light ( fii,rure 1-60) is located
on t he upper center oC the instrument panel. When
the light is illuminated it displays STAB LOCK and
indicates that the stabilizer lock switch is in the
STAB LOCK position and/or the system has been
energized and is capable of locking the stabilizer.
Restricted stick movement, however, is the only
positive indication that the stabilizer is locked.
Trailing Edge Flaps [ 1049) C/W.
During normal flap operation on modified aircraft
the flap actuators are not mechanically connected
but their travel is controlled by a flap synchronizN.
If one flap has moved approximately 7 degrees or
more than the other Clap, it will stop until the
other rtap reaches the same position; then both
flaps will move together. The flap lever is inoper-
ative w ith the stabilizer lock switch in the STAB
LOCK position or if lhe RAT is extended.
On Aircraft Modified b y T.O. lF-1 05· 1091, the Following
Items Have Been Rendered Inoperative:
1. Pitch and Roll Switches (1045 C/\.V).
2. Emergency Flight Control Pitc•h and Roll
Switch (1049 C/ W).
3. Stabilizer Loc.k Switch (J 0 45 and 1049 C/W).
Because these items are inoperative, the pilot re-
covery system installed by T.O. lF-105-1045 and
the pilot recovery mode installed by T.O. lF-105·
1049 are no longer available for the pilot's use. In
addition, the flap roll control switch and flap switch
on the left console are inoperative . Trailing edge
flap control is available only through the throttle
qu.adrant flap lever. The interconnecting flexible
ch·ive shaft has been reinstalled and individual flap
control is no longer available.
1·78 Change 2
With the above exceptions, the a1rcraft. recovery
mode ('l'.O. lF-105-1049 C/W) is operative. With
the RAT extended, Pl and P2 operating, normal
Pl pressure will be availble to all actuators except
the 'aileron boost, and normal P2 pressure will be
available to the spoiler and aileron actuators. RAT
pressure will b~! available to t.he ruddHr and stabil-
izer actuators at the P2 sides and both sides of the
aileron boost actuator. No degradation in aircraft
control response will be ex perienced. With single
primary hydraulic syste m failure, either Pl or P2,
follow procedures prescribed for this situation in
T.O. 1F-105D-1, Section III. With Pl and P2
failure, RAT extended, hydraulic pressure is not
available to the spoiler or aileron actuators. Emer-
gency hydraulic pressure will be available to lhe
rudder and stabilizer actuators. Then' will be
appreciable control response degradatton at lower
airspeeds, especially the ailerons. For this reason,
landing with asyrnmetricalloading, split flaps,
gusty winds or any cross wind condition with
winds above calm shou ld not be attempted. Re-
covery at another base with favorabl~ wind con-
ditions should be constdered, and if such condi-
tions arc 'no t available, the crew should eject
rather than attempt to land.
WING FLAP SY STEMS.
LEADING EDGE FLAPS.
The leading edge (LE) flaps are full span. extending
from the outboard side of each air duct to the in-
board side of the wing tip panels. The flaps are
designed to increase lift during landing and takeoff,
to reduce drag while cruising and impr'Ove control
during maneuvering flight. When utility hydraulic
pressure is applied to Lhc extend side of the actuating
cylinder, the resulting lateral piston movf'ment is
tr-ansmitted Lo Uuee actuators. As the shafts of the
actuators are moved outboard, the actuator assem-
blies convert the lateral movement to rotary move-
ment of the ann assembly which rotates the attached
flap downward. The flaps move through a maxi-
mum arc of 20 degrees and require approximately
10 seconds to fu lly extend or retract. Flap move-
ment is synchronized by flow restrictors in the
hydraulic system. Refer to Flight Characteristics,
t his sectio n , for a more complete explanation of
this system.
TRAILING EDGE FLAPS.
The Lrailing edge (TE ) flaps are partial span fo wler

t.ypv, t'X Lt>llfhng from Lhe inboard end of <·ach wing
lo Lht· 111hoard <•nd of Llw atlt·ron. 'l'h<· flap~ have- a
m;cdmum downward LravPI of 34.5 cll'gn•t•s. Two
nwt·hani('ally tnLen·ortiW<:L<·d dect.ri<: motors r><lw<>rcd
by l>C primary fH>WN aduaLt• the flaps. Th<' motors
transmit JH>WPr throuJ.!h indtvidual shafts Lo gear
hoxt~s on a s ingk tkxihl<' dr i v<~ shaft. Lo ;wt.uate bot.h
flaps by nwans of scn·w jacks. If Lht• airspc•t•d C.A<'I'NI-;
I approxun:tLPiy 275 K I AS with thP TE flaps ('X L<•nctrx!,
an airsp<•<•d st•nsing s wilch will autornatind ly rdr<td
the flaps. On dt><·n•asmg <.;p<·c•d, with lht• flup lev!'r m
LANDING & TAKEOFF, Uw flap:, will ext.t•nd auLo-
l mal.il'ally at approximately 2f.i0 KlAS. t\ fail-safv
cin·utl. t·ompares l<•fl and ri~ht TE rlttp Lntv<'l and
inLc·rrnpts power Lo 'I'E flap motors if flap move>-
mPnl differs hy mor<' l.han approxitnat<•ly 2 degn•es
durntg lhc· firslthird of exL<'nsion, by mon· than
approximatl'ly 7 d<'gr<•es durtng thl' la:-;t th1rd of
1:x tension and u proporttonaLP amount during the
middiP third. If flap rdradion is inlt>rrupl<·d by
Uw fail-safl' t:m·uiL, the automatic hlow-u p featurl'
of UH· trailing edg1• rlaps will b<: inoperatiV(' . T he
flaps n:quin approximaU:!Iy 7 seconds t<J fully <~x­
tend or r<'tract. A ground adjustable trim t.ab which
must not lw deflecl<•d from Lhc trail position is
incorporat(•d as an mtegral part of Uw traihng edge
tlaps on som<• [Q) airnafL.
T.O. lF-1050-1
Note
lf one flap motor fails, TE flaps will ex-
telld normally on the~ ground but will
<'xl<•nd sloW<'T Lhan normal or not f11lly
cxL<-nd wlwn in fhj!hl. In th1s <'wnt, Uw
flaps will probably fully r·xt.end as t.tw
air<'raft. slow~ l.o rinal approal'h spC'<'d.
• If flap opNaLion is snd.(knly n·versPd,
Llw <'llrt'1'11L limiting fuses will br! ovur-
lo<~ded and burrwd out. Thl'rdon• a
d<•lay of apprux imately 5 s1•conds should
hl' ohserwd when rcv<'rsing Lh<~ molt<m
of tlw flaps .
Flap Lever.
The flap kvcr ( figurP 1- 11 ) 011 the t.hroUI<' quadrant
is placarded .I"L/\PS, and controls the lead in~ 1'tlg<'
(LE) and trailing edge ('I' E) flaps. Four deienLs a re
provided in the range of )('V<'r travel and arl' pla·
carded J.,\NDlNG & Ti\f\EOFF, HOLD T.E. !~'LAPS ,
CRUISE & Mi\NUEVER, and L.E. & 'l'.E. FLAPS
UP. Both leading and trailing edge flaps are cr,ntrolll'd
by DC.: pnmary power, howcv<;•r the leading ~~dge
flaps ar1• actuated hy uttlily hydraulic systt..•m prPs-
sure. The l'Omhirwd flap configurat1on obtamed in
(' <tch del.cnt position is as follows :
Change No.3 1·78A/( 1-78B blank)

.
FLAP LEVER POSITION fLAP POSITION
I.E TE
LANDING & TAKEOFF 1(){)0;{, 100%
HOLD TE FLAPS 100% AS DESIRED
. brake segments. However , the speed brake system
CRUISE & MANEUVER 40% 0%
LE & TE FLAPS UP 0% 0%
Flap lever [1045] CJIN (0 Only}.
Control of the TE flaps with thE! flap lever is de·
activated when the pilot recovery system or air-
craft recovery system is activated. Control of the
LE flaps with the flap lever is uneffected by the
pilot recovery system or the aircraft recovery
system.
Flap Position Indicator.
The flap position indicator (9, figure 1-6), marked
TE , is for trailing edge flaps only. With power
available, the pointer continuously indicates the
position of the left flap on a scale calibrated in per-
cent of travel. The scale is marked UP and DOWN
and has four numbered intermediate positi?ns.
The indicator is powered by DC primary power.
I
Flap Position Indicator [1045] C/IN (0 Only).
The flap position indicator (9, figure 1-6) indicates
the position of the lowest T.E. flap.
SPEED BRAKE SYSTEM.
Each of the four speed brakes consists of a quarter
segment attached to two hinge points at the aft end
of the fuselage. When closed, the speed brakes are
faired to each otht~r and are in contour with the
fuselage. Powered by the utility hydraulic system,
the brakes are electrically controlled by DC primary
power. Speed brake positioning is controlled by
the following: a pilot operated switch on the throt-
tle, the position of the landing gear, operation of
the throttle to afterburner position and opening of
T.O. 1F-1050-1
the engine exhaust nozzle. Provisions are incorpor-
ated to automatically retract, or prevent the vertical
speed brakes from extending, when the landing gear
is extended. This protects thfJ lower speed brake
from damage on landing, and prevents interference
between the upper speed brake and drag chute during
deployment. Mechanical interconnections are not
provided for synchronized movement of the speed
is interlocked electrically to th<~ engine exhaust
nozzle through the use of a pressure switch to pre-
vent speed brake closure on an open nozzle. A
ground test switch is installed inside the aft fuselage,
so that all speed brakes can be extended for main-
tenance purposes.
SPEED BRAKE SWITCH .
The speed brake switch (figure 1-11) powered by
DC primary power, is a slide type switch with two
placarded positions, IN and OUT, and an unmarked
HOLD. or neutral position. The switch in the front
cockpit is a three-positi.on detented switch, and
the s~itch in the rear. cockpit is a three· position
momentary switch, spring-loaded to the HOLD or
neutral position. The IN position disconneets elec-
trical power from the solenoid control valves, which
are spring-loaded to a position to direct utility hy-
draulic pressure to retract the speed brakes, and
the OUT position energizes and positions the same
valves to fully extend the brakes. The HOLD posi-
tion energizes and positions the control valves so
that all ports are closed, enabling the pilot to hold
the speed brakes in any desired position.
!E.l Holding the rear cockpit switch at OUT extends
the speed brakes, and if the switch is released before
the speed brakes are fully extended they will remain
in the position existing at time of switch release pro-
vided the front cockpit switch is in the HOLD posi-
tion. However, .if the front cockpit switch is at IN,
when the rear switch is released, the speed brakes
return to the JN position. When holding the switch
at IN, the speed brakes start to dose and, if the
switch is released, the speed brakes remain at the
position existing at time of switch release, if the
front switch is at HOLD, otherwise the speed brakes
will move to the OUT or IN position last selected
by the front crew member. This permits the pilot
in the rear cockpit to select'any increment of spet.'<l
brake position from full open to full close. The
effect of the landing gear position and afterburner
Change 2 1-79
T.O. 1F-105D-1

operation on speed brakes as positioned from speed brake control, the front cockpit
either cockpit is shown in the following table: should position the speed brake switch
to HOLD and return the switch to IN
when the rear cockpit no longer needs
Speetl
speed brake control.
Speed Brake PosiJio11
Brake LG
su..itch PosiJio11 Al B Y ertical Horizontal LANDING GEAR SYSTEM.

The retractable tticycle landing gear consists of three

IN DOWN OFF Afterburner Afterburner air oil shock struts together with fairing doors which
(Weight (Throttle 9. 9. enclose the st.ruts when the landing gear is retracted.
on gear) IDLE} The fairing door remains open when the gear is ex-
tended. During normal operation, the landing gear
IN DOWN OFF Closed Closed is retracted and extended by utility hydraulic system
(Weight (Throttle
on gear) above
pressure. Retraction time is approximately 4 to 8
IDLE) seconds and extension time approximately 5 to 9
seconds. The main gears retract inboard and forward
IN DOWN OFF Closed Closed
into the lower surface of the wings and the nose gear
(Airborne) retracts forward into the .fuselage. The main gear is
locked up by uplock hooks which engage rollers on
IN DOWN ON Afccrburner Afterburner the inboard fairing doors. The nose gear is locked
(Airbo rne ) 9. 9. up by an uplock hook engaging a roller on the nose
gear strut. The uplock hooks are hydraulically
JN UP ON Afterburner Afterburner actuated and contain an external spring t.o keep them
9. 9 in the locked position in case of a utility system
-- -· failure. All gears are locked down by spring-loaded
IN UP OFF Closed Closed
downlocks which are unlocked by hydraulic pressure
when the landing gear is retracted. Landing gear
position indicators, a red warning light for each gear,
HOLD UP OFF As desired As desired
and an audible warning signal (beeper). are provided
to inform the pilot when the landing gear is in an
HOLD DOWN OFF Closed A s desired
unsafe position; a green indicator light for each gear
(Airborne)
is provided to inform the pilot when the landing
gear is down and locked.
OUT DOWN OFF Closed Full open
(Airborne )
inadvertent retraction of the gear. when the aircraft
OUT UP OFF Full open Full open is on the ground, is prevented by a solenoid lock
which prevents moving the landing gear handle from
the DOWN position. A switch is provided (not in
rear cockpit) to override this safety system in emer-
gencies. If the utility hydraulic system fails, an
emergency system for lowering the gear is provided.
Note This system unlocks the landing gear uplocks by
hydraulic pressure from a manually selected emer-
IE] The positions shown are for ~he front gency landing gear accumulator and all three struts
or rear speed brake switch, provided drop to the down position by gravity in approxi-
the other cockpit speed brake switch mately 5 to 13 seconds. The main gear wheels are
is at HOLD (neutral). equipped with hydraulically operated disc brakes.
An antiskid system is incorporated to eliminated
fEI When the speed brakes are not being prolonged tire skidding during landing roll or ta:d-
us<'d in flight., the speed brake sw"itch ing. An antispin system automatically applies the
in the front cockpit should remain in brakes during landing gear retraction and prevents
the IN position. This will prevent. fast spinning wheels from throwing debris into main
speed brake segments from drooping. wheel wells. An armament safety circuit is incorpo-
However, if the rear cockpit requires rated in the landing gear handle so that electrical

1·80

power is disconnected from all armament circuits
until the landing gear handle is in the UP position.
A nose wheel steering mechanism, incorporated in
the nose gear strut, serves as a shimmy damper
when the nose wheel steering system is not engaged.
Refer to Flight Characteristics, section VI, for
pitch trim change during landing gear retraction.
LANDING GEAR GROUND SAFETY PINS.
Ground safety pins (figure 1-29) are provided for
each of the landing gear struts. These pins, with
attached red warning streamers, are installed when
the aircraft is on the ground to prevent inadvertent
retraction of the gear. The safety pins must be
removed before flight and are normally stowed in
a pouch in the nose wheel well.
LANDING GEAR HANDLE.
The landing gear handle (figure 1-5) controls the
extension and retraction of the landing gear, and
has two positions, UP and DOWN. The handle
ean only be moved from the DOWN to UP position
when battery bus power is available, landing gear
struts are in a position from fully extended to
approximately 1 Vz inches compressed, the aircraft
is airbome, or the landing gear downlock override
switch, (not in .r ear cockpit) is actuated and held.
When the weight of the aircraft is on the struts,
and the handle is in the DOWN position, a locking
solenoid is de-energized, preventing the handle from
being moved from the DOWN position. When the
handle is moved to the UP position the landing
gear selector valve is mechanically positioned to
direct utility hydraulic pressure to unlock the
downlocks and retract the struts. The uplocks
are sequenced to the locked position when the
gears are fully retracted and the fairing doors
closed. When the handle is placed in the UP posi-
tion the landing gear warning light circuit opens
the antispin solenoid valve, which directs utility
hydraulic pressure from the landing gear up line to
the main wheel brakes to stop the wheels from
spinning when they retract into the wheel wells.
VlrHin the landing gear is fully retracted and locked,
the warning light in the handle goes out and the
antispin solenoid valve closes to relieve hydraulic
pressure from the brakes. To move the handle from
the UP to the DOWN position, a trigger on the
handle must first be actuated to release the spring-
loaded lock. When the handle is moved to the
DO\VN position the landing gear selector valve is
mechanically positioned to direct utility hydraulic
pressure to unlock the uplocks, extend the gear,
and provide power to the brake valves. The spring-
T.O. 1F~105D-1
loaded downlocks lock when each strut is fully ex-
tended. Hydraulic pressure is maintained in the
landing gear system when the strutus are extended
or retracted. On [f) aircraft, each handle is con·
nected to a control valve by teleflex cables. The
movement of one handle results in a corresponding
movement of the other handle.
Note
There is no mechanical detent for the
down position of the landing gear handle;
therefore, an upload should not be ap·
plied for a check of the handle down
position. With the shock struts com·
pressed the solenoid will lock the handle
in the down position.
• If the landing gear is extended by the
landing gear emergenc..>y extension handle
with the landing gear handle in the UP
position, wheel brakes will not be avail.-
able unless the emergency brake handle
is pulled.
LANDING GEAR DOWNLOCK OVERRIDE SWITCH.
The landing gear downlock override switch (figure
1-5) (not in rear cockpit), placarded LDG GEAR
DOWNLOCK OVERRIDE, will permit t he landing
gear handle to be moved to the UP position while
the aircraft is on the groUJ1d and the main gear struts
are compressed. Tf the locking solenoid fails to
release the landing gear handle from the DOWN
position when the struts are extended, such as after
takeoff, the switch can be actuated and held to
allow the handle to be placed in the UP position .
The switch must be actuated first and held until
movement of the landing gear handle has begun and
is powered by battery power.
If the main landing gear shock struts
are overinflated so as to be in a position
of llh inches compressed to fully ex-
tended, it is possible to move the land-
ing gear handle to the UP position with
the aircraft on the ground.
• If pressure is put on the landing gear
handle before the switch is actuated the
solenoid will bind and will not unlock
the handle.
1-81
T.O. 1F-105D-1

GROUND SAFETY PINS

DRAG CHUTE
DISARMING PIN

ARRESTING
HOOK

MAIN GEAR
DOWN LOCK
PINS
BOMB BAY
DOOR LOCKS

Figure 1-30 (Sheet 1 of 2)

1-82
 T.O. 1 F-1050-1

SAFETY PIN

FIRE EXT. GRD.

SAFETY SWITCH

DETAIL-. A , 8
GROUND SAFETY
PIN INSTALLATION
(TYPICAL)
STA. 291 & 533

Figure 1-30 (Sheet 2 of 2)

• If the solenoid pin is engaged and the
solenoid fails thereafter the gear handle
will not go to the UP position.
LANDING GEAR EMERGENCY EXTENSION HAND!-E.
The landing gear emergency extension handle
(figure 1-5) (not in rear cockpit), is provided to
extend the landing gear in the event of utility
hydraulic pressure failure or if the landing gear
handle cannot be positioned to DOWN for any
reason. The handle is marked LDG GEAR EXT.
When the handle is pulled aft to a stop (approxi-
mately 2% inches), a valve is manually positioned
to shut off landing gear retract pressure and, at the
same time, a valve is opened to direct emergency
landing gear accumulator pressure to the emer-
gency side of the uplock cylinders, which releases
the landing gear uplocks. Both the main and nose
gears will extend by gravity and the spring-loaded
downlocks will automatically engage. A slight rock-
ing of the aircraft, after gear extension, may be re-
quired to engage the main gear downlocks. ln
addition to releasing the landing gear uplocks, the
landing gear emergency extension handle also
actuates a switch that deactivates the anti-spin sys-
tem solenoid valve.
WARNING I
When the landing gear emergency ex-
tension handle is pulled aft to extend
the landing gear it is possible for the
foot to hit it during ejection. There-
fore, before ejecting, if circumstances
permit, push the handle to the full
forward position.
1-83
T.O. 1F-1050-1
WARNING (Continued)
• Do not reset the landing gear emergency
extension handle if the landing gear
handle cannot be positioned to DOWN,
until ground safety pins are installed.
This will prevent possible retraction of
the gear and operation of the antispin
system.
Note
If the landing gear is extended by the
landing gear emergency extension
handle in the UP position, wheel brakes
will not be available unless the emer-
gency brake handle is pulled.
LANDING GEAR POSITION INDICATORS.
The landing gear position indicator lights (figure 1-
60) are green and red legend-type lights providing
individual monitoring of each landing gear and are
powered by DC primary power. There is a green
and red light for the left, right and nose gear. lllu-
mination of a red gear position indicator displays
UNSAFE, indicating the particular gear is in an
intermediate, d0'\'\111 and unlocked, or up and un-
locked position. Illumination of a green gear posi-
tion indicator displays SAFE DOWN indicating the
particular gear is down and locked. When all lights
are out (and electrical power is available) it indi·
cates all gears are up and locked.
LANDING GEAR WARNING SIGNAL AND LIGHT.
The landing gear warning signal and light. circuit
flows through the landing gear handle, the landing
ge.a r up locks and the landing gear down locks to
the three landing gear warning and antispin relays.
Any one of the relays can be de-energized under
any one of the following conditions:
• When the gear handle is up and any uplock
switch is not closed. This could occur during
emergency gear extension.
• When the gear handle is down and any down-
lock switch is not closed.
• When below 10,000 feet at less than 225 KCAS
with the throttle more than lh-inch from
Military Thrust and any downlock switch is
not closed.
• When the L.G. WARNING CONTROL circuit
breaker, on the aft end of the right console,
is disengaged.
1·84
When any one of these conditions exist, the following
occurs:
• The red light in the gear handle illuminates:
• One or more of the UNSAFE gear position
lights illuminate.
• The warning beeper is heard on the interphone.
• During the up-cycle wheel antispin is applied.
• Wheel antiskid is disabled.
If the landing gear handle light and
warning signal (beeper) indicate an
unsafe condition, even through all three
gear indicators show SAFE DOWN, it
should be assumed that the antispin
system did not de-energize.
The warning signal and light normally operate to-
gether; however, the warning signal may be silenced
by depressing the landing gear warning silence button.
The light and signal are powered by the DC primary
power.
LANDING GEAR WARNING SIGNAL SILENCE BUTTON.
The landing gear warning signal silence button (figure
1-11) is placarded LG WARNING SILENCE. When
the button is depressed, the landing gear warning
signal (beeper) will be silenced (in the [E) for that
cockpit only). If the warning sounds due to any
unsafe gear (g(>.ar down and any downlock not fully
engaged or gear up and not properly locked), and is
silenced, it will not sound again until the gear is
recycled (or the landing gear warning test button in
the [f) front cockpit is momentarily depressed).
If the warning sounds due to aircraft configuration
(gear not down and locked, altitude below approxi·
mately 10,000 feet, airspeed below 225 KCAS and
throttle retarded approximately !h-inch below mili-
tary thrust) and is silenced, it will sound again if
the throttle is advanced and again retarded (or if
the landing gear warning test button in the [£] front
cockpit is momentarily depressed) providing the
same conditions exist.
LANDI NG GEAR WARNING TEST BUTTON.
The landing gear warning test button (figure 1-5)
(not in rear cockpit), is placarded LG TEST. When

NOSE GEAR
PIN INSTALLED HERE AND
SAFETY WIRED FOR FLIGHT
Figure 1-31
depressed and held, the red warning light in the
landing gear handle, and the red and green position
indicators will illuminate and the warning signal
(beeper) will sound on the interphone regardless
of the position of the landing ge.a r or throttle. The
button is also used to reset the landing gear warning
system if the L.G. warning signal has been silenced
by the L.G. warning signal silence button.
Depressing the landing gear warning
test button is a functional test of the
light and beeper only, not of the com-
plete warning system.
NOSE WHEEL STEER I NG SYSTEM.
The nose wheel steering system is provided for
directional control during taxiing, takeoff and
landing. On takeoff, the steering may be used up
to rudder effective speed (60 KCAS) for all condi-
tions including crosswinds. Although steering can
be used up to takeoff speed, it becomes progressively
more sensitive above 80 KCAS and on landing the
pilot must anticipate this oversensitivity if the
T.O. 1 F-1050 -1
PIN INSTALLED HERE
FOR TOWING
steering is engaged above 80 KCAS. During emer-
gencies, such as blown tires, the aircraft can be held
straight at all speeds. The nose wheel steering sys-
tem is electrically engaged and controlled by DC
secondary power and actuated by the utility hydrau-
lic system. Holding the nose wheel steering button
depressed energizes and opens the nose wheel steering
valve if all the landing gears are extended and either
main strut is compressed approximately l'h inches
or more. Movement of the rudder pedals is electri-
cally transmitted to the hydraulic steering control
valve which directs hydraulic pressure to the steering
unit. The nose wheel steering system is operative
within limits of 40 (±5) degrees either side of neutral.
To steer the aircraft, the pilot moves the appropriate
rudder pedal for the desired turn at which point hy-
draulic pressure is cut off, and the fluid is confined
to aid in shimmy damping. Nose wheel steering is
disengaged when both main gear shock struts are ex-
tended or the steering button is released, or the land-
ing gear handle is not in the DOWN position.
Note
If the main landing gear shock struts
are overinflated, resulting in full exten-
sion, the nose wheel steering system
will be inoperative.
1-85
T.O. 1 F-1050·1
I WARNING . ,
Under normal conditions, do not use nose
wheel sLeering during takeoff or landing
roll. Certain component failures can
caus(• a hard over condition. In case of
nose wheel steering malfunction, dis-
engage the system immediat,ely by re-
leasing the nose wheel steering button.
NOSE GEAR TORQUE LINKS.
The nose wh.Pcl shock strut. and wheel assembly are
conne<;tcd by torque links ("scissors") at the lower
end of the strut assembly. The torque links trans·
mit the Lwisling loads from the wheel and fork as-
S<~mbly to the shoc;k strut- and keep the strut and
wheel assemblies in alignment. The upper torque
link accommodat.es the hydraulic units that serve
ns steering aduators when steering is engaged, or as
shimmy dampers when disengaged. The torque link
assembly IS equipped with a quick release which
permits the links to be disconnected for towing the
an·eraft. When the torque links are connected for
flight, a ball-t-ype lockpin (figure 1-31) is installed
through the eonnect.ion and safety wired, locking
them together. The t.orque links are disconnected
hy removing the safet.y wire and the lockpin and
lifting the upper torque hnk. The lockpin is then
installed in a hole in lhe right side of the upper
torque link pivot to hold the link up. The torque
Jinks are discunneded by removing the safety wire
and the lock pin and lifting the upper torque link.
The lock pin is then instaJled in a hole in the right
side of the upp<~r torque link pivot to hold the link
up. The torque links are comH~cted by removing
the lockpin from the upper link pivot, connecting
the links and installing the lockpin through the
connection and safetying.
Before flight, make sure torque links
are connected and lockpin installed
properly so that the nose wheel does
not swivel freely.
NOSE WHEEL STEERING BUTTON.
The nose wheel steering button (figure 1-27), lo·
cated on Lhe control stick grip, engages and dis-
1·86 Change No. 3
engages the nose wheel steering system. To engage
steering, the landil1g gear handle must be in the
DOWN position and either main gear strut must be
compressed approximately llh inches. When the
steering button is depressed and held, DC secondary
power energizes a relay which completes a circuit
to energize and open the solenoid operated valve
to activate the system. Opening the valve supplies
utility hydraulic system pressure to the steering
control valve. The steering system will remain
operative until both main gear struts are extended,
or the steering button released. 'l'he nose wheel
steering button serves as the range scale button for
R-14 radar both on the ground and in flight.
The aircraft shall not be steered with
both brakes and nose wheel steering at
the same time, as the nose wheel will
not caster and excessive side loading
will cause damage.
• Do not. engage steering unless aircraft is
rolling straight and rudder pedals are
approximately in the neutral position.
This will avoid abrupt changes in the
steering angle when the system is engaged.
WHEEL BRAKE SYSTEM.
Each main wheel is provided with a hydraulically
operated multiple disc brake and a power brake
valve. When the landing gear handle is in the DOWN
position, utility hydraulic system pressure is applied
to the inlet port of the power bral<e valves. When
the rudcj.er pedals are depressed, the power brake
valves supply metered pressure to the multiple disc
brakes. The metered pressure is proportional to
brake pedal deflection. An antispin system prevents
rotation of the wheels when the landing gear is being
retracted. When the landing gear handle is placed in
the UP position, reduced utility hydraulic system
pressure is applied to the brakes to stop wheel rota-
tion. When the uplocks engage, hydraulic pressure
is shut off and the brake deenergized. If the hydrau-
lic system fails, emergency brake pressure is supplied
to the normal brake system by an accumulator and
is manually selected.

WHEEL BRAKE OPERATION.
Full power operated wheel brakes are installed. The
feel and controllability of the br<tkes is good and all
necessary ground maneuvering except the tightest
ramp maneuvers can be accomplished, if necessary,
without nose wheel steering. If the antiskid system
T.O. 1F·105D-1
is inoperative, the following remarks are applicable.
At the higher speeds of landing rolls (above 120
KCAS) the wheels can be locked quite easily, but at
lower speeds on dry runways heavy braking can be
used. However, a dynamic condition of gear walking
may be experienced occasionally following brake
application, particularly at speeds of 40 to 50 knots
and below. Should this reach severe proportions,
Change No.3 1-86A/(1 -86B blank)

the walking can be stopped by release of brakes
followed by reapplication.
To minimize brake wear, the following precautions
shall be observed insofar as is practicable:
1. Use extreme care when applying brakes imme-
diately after touchdown, or at any time there
is considerable lift on the wings, to prevent
skidding the tires. Heavy brake pressure will
lock the wheels more easily immediately after
touchdown than when the same pressure is
applied after the full weight of the aircraft is
on the tires. A wheel once locked in this
manner immediately after touchdown v.rill
not become unlocked as load increases, as
long as brake pressure is maintained. Brakes
can stop the wheels from turning, but stopping
the aircraft is dependent on the frictional force
between the tires and the runway. There are
two reasons for the loss of braking effective-
ness with skidding. First, the immediate action
is to scuff the rubber, tearing off little pieces
which act almost like rollers under the tire.
Second, the heat generat.ed starts Lo melt the
rubber and the molten ntbber acts as a lubri-
cant. If one wheel is locked during application
of the brakes, there is a tendency for the air-
craft to tum away from that wheel, and
further application of brake pressure offers
no corrective action. Since friction decreases
when the wheel begins to skid, it is apparent
that a wheel, once locked will never free itself
until brake pressure is less than the turning
moment. Brakes equipped with an aniiskid
system may be applied immediately after
touchdown, but this should be done only when
definitely necessary. The antis kid system func-
tions to prevent tire skidding if it is operating
properly; however, it is not designed to per-
form as a completely automatic braking system.
2. When a short landing roll is required, a single,
smooth application of the brakes with con-
stantly increasing pedal pressure will result in
optimum braking. This procedure is applicable
at all times when operating on normal or emer-
gency brake systems.
3. The brakes should not be dragged while taxi-
ing, and should be used as little as possible for
turning the aircraft on the ground.
4. At the irrst indication of brake malfunction,
or if brakes are suspected to be in an over-
heated condition after excessive use, the
T.O. 1F-105D-1
aircraft should be maneuvered ofi the active
runway and stopped. The aircraft should not
be towed into a crowded parking area. Over-
heated wheels and brakes will be cooled before
the aircraft is subsequently towed or taxied.
Peak temperatures in the wheel and brake as-
sembly are not attained until some time after
a ma.ximum braking operation is completed
(the time required may vary from 15 to 60
minutes). ln extreme cases, heat buildup can
cause the wheel and tire to fail with explosive
force or be destroyed by fire if proper cooling
ts not effected. Ta.·d ing at low speeds Lo obtain
air cooling of overheated brakes will not reduce
temperatures adequately and can cause addi-
tional heat buildup. Pilots should caution
ground personnel to stay clear of hot brakes.
Refer to Brake Limitation in section V for
cooling requirements between successive
landings.
EMERGENCY BRAKE HANDLE.
The emergency brake handle (17, figure 1-3) is a
manual control marked EMERG BRAKE. On [E)
aircraft both handles are mechanically interconnected.
and when the handle in one cockpit is pulled, the
handle in the other cockpit will move aft also. When
the handle is pulled aft to its stop (approximately
2 inches). a selector valve is mechanically positioned
to transfer the brake system hydraulic pressure sup-
ply from the down side of the landing gear system
to the emergency brake accumulator. Brakes are
then applied in the normal manner by depressing the
rudder pedals. With the accumulator fully charged,
enough pressure is available for three full brake ap-
plications. The antiskid brake system is inoperative
when the emergency brake handle is pulled aft.
ANTISKID BRAKE SYSTEM.
An electrically controlled hydraulically operated
antiskid system is installed in the wheel brake sys-
tem to prevent blown tires and uneven tire wear due
to prolonged locked wheel skids. The antiskid sys-
tem is not designed or intended to be used as an
automatic braking system. The complete ant.iskid
system consists of two sensing units, two on-off
control valves, a transistorized control box and a
hydraulic modulating subsystem. The two sensing
units, one on each of the main wheels, are friction
driven DC generators. While the aircraft is moving
along the ground, each generator supplies a DC
voltage to the control box proportional to the
wheel rotation speed. The control box which has a
separate circuit for each main landing gear system,
1-87
T.O. 1F-1050-1
will sense the rate of change of the voltage so that
when the appropriate wheel is decelerating exces-
sively in entering a skid, the control box will ener-
gize the solenoid on-off control valve to dump the
brake pressure of that wheel. With the brake pres-
sure removed, the skid will be arrested and the
wheel will start to regain rotation speed. When the
wheel has completely recovered its rotating speed
the brake pressure will be reapplied automatically.
The hydrauhc pressure modulation system causes
the brake pressure to be reapplied gradually until
it reaches the pressure level called for by the pilot.
This feature is incorporated to eliminate excessive
pitching of the aircraft and to prevent rapid repeti-
tion of wheel skids. A fail safe feature is provided
which wfll deenergize the antiskid. system and re-
store manual braking if a malfunction causes a
continuous dump signal in excess of 3 seconds.
When the fail safe feature has de-energized the sys-
tem, it must be reset by the ground crew. With
the aircraft on the ground you can determine if the
fail safe system is energized by holding slight brake
pressure and turning the antiskid switch ON. A
slight pedal pulse or kick will indicate that the
antiskid system is energized. lf a pedal pulse is not
detected during the antiskid check, the crew chief
should feel the brake line on the main gear while
the check is repeated. If the pulse is not felt, as-
sume that the antiskid circuit is inoperative. Speci-
fic characteristics of the antiskid system are as
follows:
• The antiskid operation for each main wheel
is separate. The pressure is dumped only on
the wheel which enters a skid.
• When only one wheel is skidding or the two
wheels skid out of phase, some transient
aircraft yawing is to be expected (and correc-
tive steering by the pilot is required).
• The antiskid system will not anticipate wheel
skids but will sense the deceleration when the
wheel is entering a skid . At aircraft speeds
below 60 knots, wheel-lock may occur but
y.rill not exceed one quarter of a second dura-
tion. ri'his is due to the unavoidable electric
an.d hydraulic time delays in releasing the
brake pressure.
• The modulating system prevents the tendency
toward immediate skid re-entry following each
skid recovery. However , if the pilot continues
to hold the pedal at a position where the brake
pressure is above the skidding level, repeated
skids may still occur. The modulating system
1·88
will effectively slow down the frequency of
skid recurrency, thus avoiding resonance with
aircraft pitching.
On aircraft with an inoperative antiskid
system maximum braking a·t speeds below
60 knots may cause wheel skidding which
can result in gear walking and excessive
strut loads. If this condition occurs
braking effort should be reduced slightly.
During a normal landing, the operating procedure
for the antiskid brake system should not differ from
operation without antiskid. Energizing the antiskid
prior to all landings is recommended to provide pro-
tection from inadvertent locked wheel skids. If
maximum braking is required, lbe exact amount of
brake pressure which can be applied without risking
a locked wheel skid is difficult to determine. This
is because the friction force available at the wheel
depends on many variables such as aircraft weight,
wing lift, runway conditions, ete. To obtain opti-
mum braking with antiskid, the pilot should be
familiar with the following practices applicable to
the antiskid system.
1. Repeated antiskid cycling indicates excessive
brake pressure and the brake pressure should
be reduced. The best braking performance will
be produced when the brake pressure level is
maintained just short of that causing antiskid.
2. When asymmetric skids occur, the unequal
ground reactions on the two wheels will pro-
duce a short duration yawing moment on the
aircraft. This may result in a change of heading
which is more noticeable at low aircraft speeds
The pilot should expect to take appropriate
corrective action in steering the aircraft.
3. Antiskid cycling will easily be detected by the
pilot since a brake release and the subsequent
reduction in ground drag will cause the main
landing gear to roll sharply forward. This
condition is normal and is definitely more
noticeable below 60 knots.
4. For approximately 1 second after a wheel skid,
the maximum brake pressure available is limtted
by the action of the modulating system. In-
creased pedal deflection duri.ng the period will
not result in immediately increased brake

pressure. If differential braking is necessary
immediately after skid recovery, the pilot
should back off on the side where lower
pressure is desired.
5. Antiskid will not be available if the antiskid
switch is off, if the emergency brake handle
has been pulled or if the landing gear handle
warning light is on. If antiskid is not available,
the wheels can be locked quite easily at speeds
above 120 KCAS, but heavy braking can be
used at lower speeds on dry runways. A dy-
namic condition of gear walking may be en-
countered at speeds below 60 knots and if it
reaches severe proportions, the walking can be
stopped by release of the brakes followed by
reapplication.
Antiskid Switch.
The antiskid switch (figure 1-5) (not in rear cockpit),
is a two-position switch with positions placarded
ANTISKID and OFF. The ANTISKID position
makes DC primary power available to operate the
system when the emergency brake handle is in the
full-forward position, the weight of the aircraft is
on the main gear struts, either main wheel is rotat-
ing at a speed above 10 MPH, and the light in the
landing gear handle is not illuminated. The OFF
position deactivates the system.
AR RESTING HOOK.
The arresting hoolc installed on the aft fuselage
centerline in the ventral fin is provided for runway
overrun engagement with the BAK-6 water squeezer,
BAK-9 brake system, BAK-12 tape system or the
hook modified MA-lA chain barrier. The self-
centering hook assembly is attac~ed to the aircraft
structure by a pivot on its forward end and fitted
with a spade hook on its aft end. The hook is held
in the UP position by a shear pin. For extension
the pin is sheared by an electrically ignited explo-
sive charge. When the pin is sheared, a cylinder
combining the features of an accumulator and a
shock strut, extends the hook and holds it in con-
t.act with the runway. The cylinder prevents the
hook from bouncing and absorbs some energy
upon cable engagement. A pressure gage is pro-
vided to indicate cylinder precharge and is visible
through a hole in the hook support. beam. An ex-
ternal ground lock 'is provided. The lock, with a
red warning streamer, is installed to prevent injury
to personnel from inadvertent extension. The lock
must be removed before flight.
T.O. 1F-1050-1
ARRESTING HOOK SWITCH.
The arresting hook switch (figure 1-5), placarded
ARREST HOOK, is a two-position toggle switch with
positions UP and DOWN. The switch is spring-loaded
to the UP position and protected by a cover-type
guard . Momentarily holding the switch to the DOWN
position completes a circuit from the battery bus to
ignite the explosive charge which shears the pin that
holds the hook up. When the pin is sheared, a cylin-
der extends the hook and holds it in contact with the
runway. Once extended, the hook cannot be re-
tracted in flight.
ARRESTING HOOK DOWN I NDICATOR LIGHT !E
The arresting hook-down indicator light (figure 1-60)
on the caution light panel, displays ARREST HOOK
DOWN when illuminated and is powered by DC
primary power. The lights illuminate when the
arresting hook is in the down position.
In the event of a tail scrape, the sup-
porting structure of the arresting hook
down switch may be damaged resulting
in illumination of the arresting hook
down light although the hook is in a
stowed (UP) or near stowed position.
If a tail scrape bas been encountered
and a barrier engagement is contem·
plated , the arresting hook switch should
be placed DOWN regardless of the caution
light. If a go-around is accomplished after
a tail scrape a tower check for hook posi-
tion should be made prior to landing.
DRAG CHUTE SYSTEM.
The 20-foot drag chute, used to reduce landing
ground roll distance after touchdown for all land-
ings, is packed in a deployment bag and stowed
in an air cooled compartment in the aft fuselage
at the base of the rudder. A riser (nylon cable)
connects the drag chute to the jettison hook on
the aircraft. The compartment is equipped with
a door, spring-loaded to the open position, and
a manually actuated latch lock and unlock
mechanism controlled by an L-shaped handle
in the cockpit. The drag chute release mechanism
has a safe arming device that automatically releases
the chute from the aircraft if it is deployed by
any action other than movement of the drag chute
1·89
T.O. 1F-105D-1
handle. Normally in the door closed position, the
riser yoke is held in the jettison hook by spring
tension. Positive hook engagement is accomplished
when the drag chute handle is pulled, opening the
door and deploying the chute. Drag chute deploy-
ment speed is restricted to protect the drag chute
from damage. A pin with a red streamer (figure 1-
24) is used to disarm the pilot chute ejection spring
to retain the pilot chute when the door is opened
for inspection.
The drag chute disarming pin must be
removed before flight.
DRAG CHUTE HANDLE.
The drag chute handle {figure 1-5) (not in rear cock-
pit), is an L-shaped handle marked DRAG CHUTE.
To deploy the drag chute the handle is pulled aft,
approximntely 2% inches. This motion is transmit-
ted by cables to a bellcrank arrangement which
locks the jettison hook, holding the riser shackle
to the aircraft, and unlatches the spring-loaded
door. As the drag chute door is opened, the pilot
chute spring is released and ejects the pilot chute
into the airstream. Wind action on the pilot chute
pulls the drag chute free of the deployment bag
and clear of the aircraft. The handle will lock in
the deployed position. To jettison t he drag chute
the parachute shaped button in t he handle is de-
pressed to release a lock, the handle is then rotated
90 degrees counterclockwise and pulled aft an
additional 3 inches.
To prevent inadvertent jettisoning of
the drag chute, the handle should not
be rotated until jettisoning is required.
AUTOMATIC FLIGHT CONTROL SYSTEM
(AFCS).
The automatic flight control system (AFCS) pro-
vides the aircraft with three basic modes of
operation:
• Stability Augmentation (stab-aug).
1-90
• Pilot Relief (AUTOPILOT) with submod es of
Altitude-hold or Mach-hold and NAV or TRACK
hold.
• Fully automatic modes of ILS (automatic Instru-
ment Landing System) and AUTOSS (automatic-
rross-Bomb) maneuver.
All AFCS controls are located on a single control
panel (figure 1-32) on the Left console. An AFCS
emergency disconnect lever on the control stick
permits disengagement of all AFCS modes. In the
ltJ FLIGHT control transfer (take-over ) button in
each cockpit (figure 1-62) permits either the front
or rear crew member to take control of the AFCS.
The system is powered by AC and DC secondary
power and the primary one hydraulic system. Refer
to figure 1-33 for the signal Oow diagram of the
AFCS.
FLIGHT CONTROL TRANSFER (TAKE-OVER)
BUTTONS. (f)
The flight control transfer (take-over) button in each
cockpit (figure 1-62) is a solenoid-held push-button
switch placarded FLIGHT, and permits transfer of
AFCS control between cockpits. To take over con-
trol of the AFCS from the other cockpit, depress
the FLIGHT take-over button (the button should
remain engaged and the NO CONTROL light should
go out). Control is transferred as long as the NO
CONTROL light goes out whether the button re-
mains engaged or not. When flying solo, or when
system transfer has not taken place since applica-
tion of electrical power, the front cockpit has con-
trol of the AFCS even through the FLIGHT take-
over button is not engaged. Illumination of the "lO
CONTROL light in the button is the only true i.-:·di-
cation of who does not have control of the system.
Whenever the FLIGHT take-over button is depressed,
all functions of the AFCS are disengaged except
stab-aug and they must be reengaged by the cockpit
taking over. The take-over system is powered by
DC primary power and the indicator lights are
powered by AC primary power.
Nota
f.El The AFCS functions may be engaged
in either cockpit by e11gaging the FLIGHT
take-over button. The take-over button
for an AFCS tie-in system (Compass,
Doppler, ILS, Fire-Control) does not
have to be engaged in the same cockpit
as the FLIGHT take-over button.

lEI Control transfer button
in each cockpit. Shown
illuminated for information
only.
Figure 1-32
STAB-AUG (STABILITY AUGMENT ATION) MODE.
The stab-aug mode of operation improves control
of the aircraft by damping oscillations about its pitch
and yaw axes. Automatic turn coordination is pro-
vided to counteract sideslip or skid. There is no
evidence of stab-aug action at the control stick or
rudder pedals, except for the increased stability of
the aircraft. Rate gyros detect osciallations and
generate signals which result in control surface de-
flection to counteract (or dampen) any oscillations
of the aircraft. In addition, if lateral acceleration
exists during maneuvers, a portion of the roll rate
gyro signal is amplified by the sideslip control
amplifier and in turn excites the lateral accelero-
meter. The lateral accelerometer generates a signal
proportional to the lateral acceleration force on t he
aircraft. The combined roll rate error and lateral
accelerometer error signals result in rudder deflec-
tion to counteract sideslip, or skid of the aircraft.
The pitch and yaw servocylinders are connected in
series with the manual control system and provide
control response without corresponding movement
of the stick or rudder pedals. The servocylinders,
in response to electrical signals from the rate gyros
and lateral accelerometer, position the control
T.O. 1 F-1050-1
AFCS
valves of the flight control tandem actuators. When
stab-aug is inoperative (disengaged or interrupted)
the series servocylinders lock in their center position
and act as fixed links in the flight control system.
Stab-aug incorporates provisions for manual disen-
gagement, automatic disengagement and interruption
as follows:
Manual disengagement by :
• Pilot actuation of the AFCS emergency discon-
nect lever. (In the (f) , actuation of either
emergency disconnect lever, disengages the
AFCS.)
• Pilot pulling the stab-aug button UP in the [Q] .
In the [E) both stab-aug buttons must be UP.
Automatic disengagement by:
• The malfunction detector circuit.
• Loss of AC or DC power.
• AC frequency below normal.
• Loss of primary one hydraulic pressure.
1·91
.... -1
~
AFCS SIGNAL FLOW DtAGRAM AUTOMATIC PITCH & ROLL
SIGNALS TO FLIGHT CONTROLS
TO MAINTAIN AIRCRAFT ON
0
...
...7'
LOCALIZER & GLIDE SLOPE
ILS LOCALIZER DEVIATION i) BEAMS. ALT HOLD IS MAIN· &1
TAINED UNTIL GLIDE SLOPE 0
AN; ARN·61 GLIDE SLOPE DEVIATION d.
YAW (RUDDER) FORCE
SW. KEEP FEET OFF INTERCEPT. ....
I

RUDDER PEDALS.

CADC SOLUTION I AUTOMATIC PITCH PULL-UP

CADC
TOSS RANGE SW. INTERLOCK I. ROLL-OUT SIGNALS TO
BOMB FLIGHT CONTROLS.
DOPPLER ROLL OUT INTERLOCK
COMPUTER
ALL ATT. PITCH RATE - - - - - 1 SIMULTANEOUS ACTUATION
GYRO REF ROll FORCE SW INTERRUPTS OF ROll & YAW FORCE
SYS. NAY HOLD WHEN ACT'UATED. SWITCH DISENGAGES
IF ROLL IS MORE THAN 10o NAV·TRACK SW DISENGAGES TO
NAY HOLD SWITCH OFF IF DOPPLER SIGNALS ARE
NAY HOLD DISENGAGES
LOST, OR IF YAW fORCE SW IS
All ATTITUDE
SYS. (MAG)
COURSE ERROR - - NAV HOLD ----a NAY ACTUATED WITH ROLL OVER IG".
NAV·TRACK SWITCH
HEADING DOPPLER OFF 0
AN/ APN-131
INST SEl SW
AT DOPPLER
YAW FORCE SW. INTERRUPTS
TRACK HOLD WHEN ACTUATED
v TRACK WILL REVERT TO OFF

.,
<Q·
CADC GROUND TRACK
REVERTS TO TRACK WHEN RElEASED

- - - - - - - - - - T R A C K HOLD
__f WHEN TOSS BOMB MANEUVER
RACK STARTS OR ILS IS ENGAGED.

c::

-8
~

ANGLE OF
ENGAGING MACH SW WHEN ALT SW
IS ENGAGED Will DISENGAGE ALT SW.

/
PITCH FORCE SWITCH
WHEN ACTUATED
Dl SE;NGAGES MACH HOLD
(MACH SW. DEENERGI~ES)
ATTACK
SENSOR MACH ERROR -------l ENGAGING ALT SW WHEN
: . . . _ - - - - - - - - - - - - - MACH HOLD tl
STATIC & MACH SW. IS ENGAGED, Will PITCH FORCE SW WHEN AC·TUATED INTER-
IND. PRESS 0 I SEN GAGE MACH SWITCH RUPTS ALT HOLD. WHEN RELEASED ALT
CADC HOLD ENGAGES ON NEW REF All TWO
TOTAL TO THREE SECONDS AFTER THE PITCH
PRESS fORCE SW IS RELEASED.
IND. AIR ALT E R R O R - - - - - - - - - - - - - _ _ _ , ~ ALT HOLD------+!
TEMP.
NOTE: ~NGAGING YAW FORCE SW. INTERRUPTS
HEADING HOLD. RELEASE FORCE SW. & HEADING
HOLD ENGAGES ON NEW HEADING EXISTING AT TIME OF FORCE SW. RELEASE.

ALL-ATTITUDE HEADING HOLD (MAGNETIC)

1------------ PITCH !ATTITUDE HOlD)
• r:l
I I ..
FRONT COCKPIT
AUTOPLT
BUTTON
(PILOT RELIEF)

GYRO • FLIGHT CONTROL

REF. SYSTEM ROll (ATTITUDE HOLD) --------------++++ttl TRANSFER BUTTON
ROLL siGNAL <sTAB AUG> T 1 1 1 1-1 1 1111 •o
NOTE: ROLL STAB AUG IS PROVIDED
DURING THE PILOT RELIEF AND
: T CONTROL STICK

FULLY AUTOMATIC MODES ONLY. RW COCKPIT

..
RATE GYROS
LATERAL
IF ROLL FORCE SW. IS RELEASED AND ROLL
ANGLE IS LESS THAN 10°, THE AIRCRAFT RETURNS
FLIGHT CONTROL
TRANSFER BUTTON
TO WINGS LEVEL
ACCELEROMnERS FLIGHT
PITCH & YAW SIGNALS (STAB AUG) -------------------------------..0-o CONTROLS
IEJ THECREW MEMBER IN THE FRONT OR REAR COCKPIT IEJ THE COCKPIT IN WHICH TnE FL IGHT C()NTROL TRANSFER STAB AUG
CAN DISENGAGE THE ENTIRE AFCS BY DEPRESSING THE BUTTON IS ENGAGED HAS CONTROL OF THE AFCS. HOWEVER ON BUTTON
AFCS EMER DISCONNECT lEVER OR CAN ENGAGE STAB AUG INITIAL APPLICATION OF AC & DC POWER TO THE AIRCRAFT THE
REGARDlESS OF WHO HAS CONTROL. FRONT COCKPIT HAS CONTROL, ALTHOUGH THE FLIGHT BUTT6N IS NOT ENGAGED.

_) ) ) ) \
I

Automatic interruption by:
• AC frequency momentarily below normal.
• Primary one hydraulic pressure below normal.
When stab-aug is disengaged, the stab-aug button
will pop up and the STAB-AUG OFF caution light
will illuminate. When stab-aug is interrupted, the
stab-aug button will remain depressed and the STAB-
AUG OFF caution light will illuminate. If the con-
dition causing an interruption is corrected, stab-aug
will automatically become operative again. Stab-aug
operation is necessary for all other modes of AFCS
operation.
I WAIN lNG
I • Aircraft attitude is stabilized.
When flying at extremely low altitudes,
when possible, one hand should remain
near or on the emergency disconnect
lever.
Stab-Aug Button.
The stab-aug button (figure 1-32) is a solenoid-held
push-pull switch placarded STAB-AUG, PUSH-ON,
and is used to engage and disengage stab-aug. De-
pressing the button energizes and opens the nor-
mally closed shutoff valves, porting primary one
hydraulic pressure to the series servocylinders,
unlocking them and permitting them to move in
response to signals from the rate gyros and accel-
erometers. The stab-aug button cannot be engaged
unless DC secondary power is available and AC
secondary power has been available for approxi-
mately 30 seconds. Manually pulling the button
up will disengage stab-aug. The button will pop up
and automatically disengage stab-aug under the
conditions stated in the preceding paragraph. The
button must be depressed and remain engaged for
all modes of AFCS operation. In the !E) , stab-aug
can be engaged by either crew member regardless
of which cockpit has the FLIGHT take-over button
engaged.
AFCS Emergency Disconnect lever.
The AFCS emergency disconnect lever (figure 1-27)
on the forward side of the control stick is provided
for immediate disengagement of all modes of
AFCS operation. Depressing the lever disconnects
electrical power from the AFCS circuitry.
T.O. 1F-1060-1
I
WAIN lNG
Whenever any unusual osciallations or
vibrations are felt in the controls, im-
mediately depress the AFCS emergency
disconnect l.ever in order to isolate the
trouble to flight controls of AFCS.
• If stab-aug is manually disengaged, or
automatically disengaged (button pops
up) due to AFCS malfunction during
flight, it shall not be reengaged, until:
• Flight controls are trimmed.
• Altitude is sufficient for a recovery if a mal-
function occurs.
Note
The AFCS emergency disconnect lever
should be used as the normal means of
disengagement for the fully automatic
modes {ILS and A UTOSS).
Stab-Aug Off Caution light.
The stab-aug off caution light (figure 1-60) on the
caution light panel displays STAB-AUG OFF when
illuminated, and is powered by DC primary power
through the MECH ADV SHIFT circuit breaker
(figure 1--21). Illumination of the caution light indi-
cates that stab-aug is disengaged, interrupted, or the
system is in standby (when power is intially supplied
to the aircraft and before stab-aug has been engaged).
When the circuit to the pitch and yaw solenoid shut-
off valve is energized for stab-aug operation, the
normally closed caution light relay is energized and
opened, and the caution light is extinguished. Wben
the circuit is de-energized, the relay closes and the
caution light illuminates.
G-limit-Button (Ground Test Only).
The G-limit button (figure 1-32) placarded G-LIMIT.
PUf:H TO TEST, is a pushbutton switch used for
,'!fOund check only of the pitch monitor (or mal-
function detector) circuit. The pitch monitor cir-
cuit automatically disengages the AFCS if a mal-
function drives the pitch series actuator 90 percent
hard over in the opposite direction to that being
1·93
T.O. 1F-1050-1

commanded by the pitch rate gyro. Depressing the
button on the ground actuates the pitch series actua-
tor hard over and simulates a malfunction by driv-
ing the stabilizer leading edge up without a signal
from the pitch rate gyro.
and the aircraft will maintain the attitude and head-
ing existing at the time of engagement provided the
force switches are not actuated (no pilot force on
controls) according to the following schedule of
operation and limitations:

Stab-Aug Operation.
Rot/ Re111rn Heading PJich
Ctmditio,, ttJ Jif!U! of Allitude to Wi11gs Hold Allitmie
Stab-aug is engaged prior to takeoff or anytime AUTOPLT Eng11gem"'1 Hold L~d HoUI
during flight (regardless of which cockpit has con-
trol of the AFCS in the 1El ), provided that aircraft Roll under 10 ±3 degrees
Pitch under 66 ± 6 degrees No Yes Yes Yes
controls are trimmed, aircraft attitude is stabilized,
and altitude is such that a recovery could be made Roll between 10 ±3 & 45 ±5
if a malfunction occurs. degrees
Pitch uodet 66 ±6 degrees Yes No No Yes

I WARNING
I Roll between 45 ±5 & 66 ±6
degrees
Pitch under 45 ±5 degrees Yes No No No

If stab-aug disengages automatically, Roll over 45 ±5 degrees

Pitch over 45 ±5 degrees No No No No
during flight, do not reengage until:
Roll anywhere
• Flight controls are trimmed. Pitch over 66 ±6 degrees No No No No

• Aircraft attitude is stabilized. Roll over 66 ± 6 degrees

• Altitude is sufficient for a recovery
if a malfunction occurs.
PILOT RELIEF (AUTOPILOT) MODE.
The pilot relief mode of operation provides the
aircraft with various holding functions which
relieve the pilot from maintaining constant manual
control of the aircraft. These functions are attitude-
heading-hold, automatic trim correction, altitude-
or Mach-hold and track- or NAV-hold. Force
switches, incorporated in the rudder pedals and
the base of the stick grip, detect pilot-applied
forces on the controls and permit him to override
the pilot relief mode at any time.
Autopilot Button.
The autopilot button (figure 1-32) is a solenoid-
held, push-pull switch placarded AUTO-PLT,
PUSH-ON and is used to engage and disenga.ge the
pilot relief mode of the AFCS. The button may
be engaged, and will remain engaged provided the
FLIGHT take-over button in the [E) is engaged,
AC and DC secondary power have been available
for approximately 1 minute, and stab-aug is en-
gaged (stab-aug button IN). When the autopilot
button is depressed (pilot relief mode engaged),
roll stability augmentation becomes operative
1-94
Pitch anywhere No No No No
As noted above, if the roll attitude is less than 10
±3 degrees, the aircraft will return to wings level
and assume automatic heading. However, activation
of a yaw force switch while in this attitude will
cease operation of heading-hold and commence
operation of roll-attitude-hold. With this technique
it is possible to hold bank angles of under 10 degrees.
If the above conditions are not established when the
autopilot button is depressed, attitude and heading-
hold will not engage until they are established. Sig-
nals for attitude and heading-hold are provided by
the all-attitude gyro reference system. Automatic
trim correction is provided by the pitch and roll
trim actuators repositioning the controls (and con-
trol stick) at a slow rate. The trim correction oc-
curs only when the force switches are not actuated.
If the AFCS calls for pitch maneuvers which result
in greater than 2.25G or less than OG, the automatic
trim will not function. (Manual trim at the nom1al
rate is available when either force switch is activated.)
Pulling Lhe autopilot button up disengages the pilot
relief mode (and submodes) and fully automatic
modes of the AFCS.
Note
[E) The autopilot button will disengage any-
time the N A V take-over button is engaged

Note (Continued )
If the compass function selector knob,
in the cockpit taking over, is at SLAVED.
If the function selector knob is in DG
the autopilot button will not disengage.
Autopilot (Pilot Relief) Operation.
The autopilot button should only be depressed after
the aircraft is airborne and in the (f) , when flying
dual the FLIGHT take-over button in the cockpit
assuming control is engaged. Engagement of the
autopilot button provides heading and attitude con-
trol if the aircraft is within engagement limits. If
the vertical gyro fast-erection button is depressed,
the Pilot Relief functions will be interrupted and
will again be operative when the erection button is
relea:sed. Mach-hold, however, will disengage and
must be manually reengaged. However all reference
inputs will be synchronized and the same condition
will exist as if the system were interrupted by
actuation of pitch or roll force switches. If the
PUSH TO SYNC button on the compass control
panel is depressed, the compass is slewed, or the
function selector knob is moved from DG to
SLAVED, the AUTO PLT button will disengage.
When the autopilot button is engaged in straight
and level flight (less than 10 degrees of roll), there
should be no objectionable transient. Tolerable
transients should not be greater than 0.25G or
10 degrees per second roll rate. The aircraft should
stabilize and maintain heading, pitch attitude, and
approximate wings level. The AFCS uses roll con-
trol to maintain heading. Dependent upon aircraft
trim or symmetry, bank angles of up to 5 or 6 de-
grees may be required to hold heading. The crite·
rion is that heading is maintained. The maximum
bank angle which can be commanded by heading
error signals is 14 ±4 degrees and the maximum
bank angle which can be commanded by track
error signals is 10 ± 3 degrees, to prevent erratic
maneuvers as a result of any malfunction in the
systems which supply heading and track signals.
If any unusual roll oscillations or roll
wobbles exist on pilot relief modes, the
pilot should activate the rudder force
switches. If this corrects the problems,
it can be assumed that the compass
system was feeding an erroneous head-
ing error signal to the AFCS. If the
condition is not corrected, immediately
T.O. 1F-105D·1
depress the AFCS emergency disconnect
lever to disengage the AFCS.
Altitude Switch.
The altitude switch on the AFCS control panel
(figure 1-32) is a two-position toggle switch with a
solenoid-held ALT position, and is spring-loaded
to the OFF position. The switch is used to engage
and disengage the altitude-hold submode of the
pilot relief mode of the AFCb. ,tlith the stab-auf!
and autopilot buttons engaged the FLlGHT couw.,.'l
transfer (take-over) button engaged in the IE} , the
altitude switch may be engaged (positioned to ALT)
and will remain engaged. (Engaging the altitude
switch will disengage the MACH switch automati-
cally if engaged.) Altitude error signals for maintain-
ing the reference altitude are provided L. ·the CADC.
Altitude Hold-Qperation.
To obtain altitude hold, the altitude switch (in the
cockpit which has AFCS command in the If})
should be engaged when the desired altitude is
reached. When altitude-hold is engaged, the aircraft
will maintain this altitude existing at the time of
engagement (reference altitude) within ±30 feet or
±0.2 percent, whichever is greater. For rates of
climb or dives of less than 1000 feet per minute,
the engaging transients and overshoots are mild.
For steep climbs or dives, the initial transient can
be quite sharp. With altitude-hold engaged, the
pilot may change the reference altitude by climb-
ing or diving to a new reference altitude. When a
force switch is actuated during a change in altitude
the altitude-hold function is intem1pted until the
force switch is released at which time the AFCS
will maintain the aircraft altitude existing at the
time of force switch release. However, the aircraft
will not lock-on to the new reference altitude for
at least 2 seconds after release of the force switch.
Altitude-hold should give acceptable performance
up to Mach 0.95 as indicated on the AVVI and
AMI. If the aircraft is accelerated through the
transonic region (Mach 0.95 to 1.1) several sharp
pitch oscillations will occUI but the system wiil
not disengage. The altitude-hold switch may be
disengaged with no pitch transient.
Do not accelerate through the transonic
region below 5000 foot ground clearance
with altitude-hold engaged.
1·95
T.O. 1F-1050-1
Mach Switch.
The Mach switch on the AFCS control panel (figure
1-32) is a two-position toggle switch with a solenoid-
held MACH position and is spring-loaded to the
OFF position. The switch is used to engage and
disengage the Mach-hold submode of the pilot relief
mode of the AFCS. With the stab-aug and autopilot
buttons engaged (~he FLIGHT control transfer but-
ton engaged in tbe (fJ ) and the ILS switch OFF,
the Mach switch may be engaged (positioned to
MACH) and will remain engaged. (Engaging the
Mach switch will disengage the altitude switch
automatically if engaged.) When Mach-hold is en-
gaged, the aircraft will maintain the Mach number
existing at the time of engagement within ±0.03
Mach in steady flight conditions. Changes .in power
settings may cause deviations in Mach not to exceed
±0.05 Mach. Mach error signals for maintaining the
selected Mach number are provided by the CADC.
If the pitch force switches are actuated, the Mach
switch will automatically disengage and the aircraft
will revert to attitude-bold upon stick release. The
Mach switch may be reengaged after a two-second
delay if desired to reengage the Mach-hold function.
Note
If the vertical gyro fast-erect button is
depressed, the Mach switch will move
to OFF.
Mach Hold Operation.
To obtain Mach-hold, the Mach switch (in the If] ,
the FLIGHT control transfer button must be
engaged) should be engaged when the desired Mach
number is reached. Mach-hold should give accept-
able performance up to Mach 0.95 as indicated on
the AMI. If Mach-hold is engaged in the transonic
area between Mach 0.95 and Mach 1.1, transients
will exist but the system should stabilize. If the
pilot switches from Mach-hold to Altitude-bold
without being in a steady state flight condition, a
large transient can result. If the aircraft is in a
stea~y state flight condition for approximately
25 seconds, any attitude transient ~hould be within
plus or minus 2 degrees. If the aircraft is carefully
stabilized and trimmed before engaging Mach-hold,
and the climb angle is shallow, climbs with after-
burner should be stable. If these conditions are not
met, pitch oscillations may result during after-
burner Mach-hold performance. To avoid a pitch
transient, the Mach-hold mode whould be disengaged
by use of the control stick pitch force switches.
1-96
T rack/Nav Switch.
The track/nav switch on the AFCS control panel
(figure 1-32) is a three-position rotary switch spring-
loaded to a neutral OFF position with solenoid-held
positions placarded TRACK and NAV.
The switch can be positioned to, and will remain en-
gaged in, the TRACK or NAY position provided:
(fJ • FLIGHT control transfer (take-over) button is
engaged.
• The stab-aug button is engaged.
• The autopilot button is engaged.
• The ILS switch is OFF.
• The Doppler heading reference switch has been
in DG or MAG for approximately 3 minutes
and DoppJer signals are available.
• The aircraft bank angle is less than 10 ±3 de-
grees (not required to engage TRACK-hold).
• Feet are off rudder pedals (yaw force switches
not actuated). (The above condition is not
required to engage TRACK-hold.)
• The BOMB/NAY switch is in NAV (not appli-
cable for TRACK operation).
When the TRACK position is selected (engaged),
ground track signals from the Doppler will maintain
the aircraft on the ground track existing at the time
of engagement. (If either the ALT or MACH switch
is engaged, the aircraft will also hold the altitude or
Mach existing at the time of engagement.) When the
NA V position is selected (engaged), signals from the
Doppler will maintain the aircraft on the great circle
course to the destination coordinates preset into the
Doppler. If a roll force is applied and the bank angle
exceeds approximately 10 degrees, or roll and yaw
force switches are actuated simultaneously. or the
BOMB/NAY switch is at BOMB when the radar sys-
tem is at STDBY or ON (except search and attack),
lhe NAY position of the TRACK/NAY switch will
disengage. Track-hold will disengage upon initiation
of an AUTOSS or automatic wings level maneuver.
Track and/or NAV-hold will disengage upon the
engagement of ILS.

Navigation{Track Hold Operation.
To obtain track-hold, the TRACK/NAV switch is po-
sitioned to TRACK (in the (f) cockpit which has
AFCS control) while the aircraft is flying the de-
sired track and will maintain the ground track
cxi~ting at the time of engagement within plus or
minus 2 degrees. The track may be changed by
applying a roll force to the control stick. This will
interrupt track-hold, but it will reengage automat-
ically on the new track that. exists when the force
is removed from the roll force switches. With the
radar system operating in ground map, and the
Doppler operating, the azimuth cursor on the radar
indicator displays the ground track of the aircraft..
To obtain NAV-hold, the TRACK/NAV switch is
positioned to NAV after both the present position
and destination coordinates have been set into the
Doppler. The hold limits should be within 4 de-
grees of the reference indicated by the heading
marker on the HSI. ln acquiring the great circle
course, the aircraft band angle is limited to 30 ±9
degrees. The bank steering bar may not be centered
during acquisition phase. If a roll force is applied
to the control stick resulting in a bank angle of less
than approximat.ely 10 degrees, the NAV-hold
function will be interrupted, but will reengage auto-
matically on the course necessary for the same
destination upon release of the roll force switches.
If the bank angle exceeds approximately 10 degrees,
the NAV-hold will disengage. At no less than 50
miles from destination, the TRACK/NAV switch
should be turned from NA V to TRACK and the
correct track established. This is indicated when
the command beading marker is aligned with the
vertical lubber line on the HSI, i.e., when the course
steering error is zero. Within this short range,
Doppler course angle navigation solutions may not
afford good AFCS performance on NA V-hold and
will result in objectional transients and roll
corrections.
FULLY AUTOMATIC MODES.
The fully automatic modes of the AFCS enable the
aircraft to make an automatic instrument approach
to a runway, an automatic toss bomb maneuver,
and to maintain automatic wings level on a bombing
run. In these modes, the control stick moves in
conjunction with the flight control surfaces. Electro-
mechanical rotary actuators are connected in paral-
lel with the control inkage to the control valves of
the flight control tandem actuators. The rotary
actuators position the control valves in response to
signals from the ILS radio, All-attitude system, and
central-air-data computer system. The ability to
T.O. 1F-1050-1
initiate an AU'I'OSS or Automatic wings level maneu-
ver is governed by a fire control interlock. However,
the AUTOSS maneuver is programmed by the AFCS
using references from the All-attitude-gyro-system
and the Ali"'CS pitch rate gyro. The automatic wings
level maneuver is controlled by the AFCS using
reference from the All-attitude-gyro-system, auto-
matic pitch trim is provided, but is interrupted any
time a pitch force is applied to the control stick, or
a maneuver results in normal acceleration greater
than 2.25G or less than OG.
ILS Switch.
The ILS switch on the AFCS control panel (figure
1-32) is a two-position toggle switch with a solenoid-
held ILS position and is spring-loaded to the OFF
position. The switch is used to engage and disen-
gage the automatic: instrument landing system. The
ILS mode uses ground-originated localizer and glide
slope signals to the AFCS, to actuate control sur-
faces for an automatic instrument approach to a
runway. The switch can be positioned t.o, and will
remain engaged in the ILS position, provided:
[f) • FLIGHT control transfer (take-over) buttons
are engaged in the cockpit taking control of
the aircraft.
• The stab-aug button is engaged.
• The autopilot button is engaged.
• The ILS (AN/ARN-61) function switch is ON.
• The instrument selector switch is at 1LS-LCL,
or FINAL.
• The autoss maneuver has not been initiated.
• The pitch force switches are not actuated.
When the ILS switch is engaged, the AFCS controls
the aircraft roll attitude as required for localizer
beam acquisition and retention. At initallLS
bracketing, the maximum bank angle corrective is
limited to 30 ±9 degrees, decreasing to 10 ±3 de-
grees approximately 150 seconds after glide slope
engagement. Altitude-hold is automatically pro-
vided until the point of glide slope intercepts. The
auto ILS system will not accept glide slope infor-
mation for approximately 17 seconds after Lhe ILS
switch is engaged. At glide slope interception
altitude-hold is automatically disconnected and the
pitch attitude is controlled by the lLS glide slope
signals as required to maintain the aircraft on the
1-97
T.O. 1F-1050-1
glide slope. During this phase of the approach, if
the instrument selector switch is in the ILS-LCL
position the pitch steering bar on the ADI will be
inoperative. When the instrument selector switch
is positioned toILS-FINAL, the pitch steering bar
will become operative. The flare-out and landing
must be made manually.
Note
Although the lLS switch or autopilot
button will disengage ILS and all pilot
relief functions, the AFCS emergency
disconnect lever should be used to
disengage all AFCS functions.
Automatic JLS Approach Operation.
To prepare for an automatic lLS approach to a
landing runway, the AN/ARN-61 receiver must be
ON and tuned to the appropriate station frequency;
the STAB AUG and AUTO PLT buttons must be
engaged (and in the If] the FLIGHT control trans-
fer (takeover) button must also be depressed and
remain engaged in the cockpit with control prior to
engaging the AUTO PLT button).
WARNING I Establish the landing configuration and approach
Do not engage the ILS switch on the
AFCS control panel if there is a sus-
pected malfunction of the flight direc-
tor computer, or the course warning
flag is visible. Also, if after engage-
ment of the ILS switch and the glide
slope is intercepted there is no deflec-
tion of the glide slope indicator, or
the bar remains fixed, or the warning
flag is visible, the ILS switch must be
disengaged. The lLS approach (either
normal or automatic) must not be
made, as the ILS signals or indications
are unreliable.
• If an automatic ILS approach is made
after intercepting the localizer beam,
the ILS switch on the AFCS panel must
not be engaged if there is no deflection
of either the bank steering bar or the
course deviation indicator, or if the
glide slope indicator does not have an
upward deflection or if either the
course warning flag or the glide slope
warning flags on the ADI are in view.
1-98
(f) • On dual flights when operating in the
ILS mode do not transfer control from
one cockpit to the other, as the aircraft
will perform erratically in pitch and roll
when the pilot taking over reengages the
AFCS AUTOPLT and ILS switches.
• Do not depress the vertical gyro fast-
erect button with IL..S engaged as undesir-
able transients may occur.
Inbound Procedure.
Place the instrument selector switch at ILS-LCL after
procedure turn to intercept the inbound localizer
beam. Check to see that the course deviation indica-
tor on the HSI and the bank steering bar on the ADI
are operating, and that the glide slope indicator is
visible on the ADI.
Note
The bank and pitch steering bars and the
glide slope indicator are operative only
when the steering bar (needle) switch is
ON.
speed. Recommended maximum intercept angle of
the localizer is 20 degrees at 8 miles to 50 degrees at
12 miles. The course arrow and course selector win-
dow of the HSI must be preset to the runway localizer
course. The angle at which the aircraft is approaching
the localizer course (runway heading) should be deter-
mined by observing the angular difference between
aircraft heading and runway heading as indicated on
the heading marker of the HSI , rather than by ground
orientation means. This will insure that the unpeg-
ging of the course deviation indicator on the HSI will
be seen, as described below. Intercept the localizer
course and place the instrument selector switch at
ILS FINAL. At this time the pitch steering bar on
the ADI will come into view. (The pitch steering bar
is out of view in all but the ILS-F'INAL mode.) When
the pitch steering bar i.s centered, the altitude of the
aircraft for capture of the glide slope is correct, or
the aircraft is on glide slope.
I
WARN ING
Some aircraft are presently equipped
with a combination of flight director
computer and ADI which displays the
pitch steering bar at all times. Any

WARNING (Continued)
indications that the pitch steering bar
displays, except in ILS FINAL position
of the instrument selector switch, are
to be disregarded. In ILS FINAL posi-
tion, the pitch steering bar supplies
correct information.
During localizer interception when the course devia-
tion indicator on the HSI unpegs (begins to move
from the side of the HSI toward the center), wait a
minimum of 2 seconds and then engage the AFSC/
I ILS switch.
Note
The control sticl< must be at its wings
level trimmed position (no lateral force
on stick) at the time of ILS switch
engagement.
If the switch is engaged prematurely, prior to the
course deviation indicator unpegging, the aircraft
may not intercept and bracket the beam. Sufficient
distance from the runway localizer beam should be
allowed prior toILS switch engagement (indicated
by unpegging of the course deviation indicator ). If
the switch is engaged too late, the aircraft may pass
through the center of the beam and come out on
the other side. This may also prevent interception
of the course. As the aircraft begins to bracket
the localizer, the initial overshoot of the beam
center can be as much as 100 percent of full scale
deflection of the course deviation indicator. The
maximum bank angle during intercept and bracket-
ing should not be more than 30 ±9 degrees. Auto-
matic altitude-hold will be maintained until the
glide slope is intercepted. When glide slope indica-
tor of the ADJ is approximately centered , Lhe con-
trol stick will go forward slightly and the aircraft
will assume, approximately, a 3-dcgree nose-down
attitude. Airspeed will increase unless about a 5
percent reduction in RPM is made.
Note
Engage auto lLS a minimum of 1 NM
prior to glide slope interception to allow
sufficient time for the holding relay to
disengage and allow normal glide slope
interception. If the 17 -second time
holding relay disengages after glide slope
interception, a hard-over signal may be
experienced. Auto ILS system yields
optimum performance at intercept
altitude of 1500 feet above runway
T.O. 1F-105D-1
elevation. Interceptions at substantially
differen.t altitudes (±300 feet) may result
in reduced performance and possible non-
interception of glide slope beam.
From the outer marker to the end of the runway, the
system will continue bracketing both t.he localizer
and glide slope. A~"'CS brack.eting correc~ions in pitch
and roll will be refleeted at. th~ control stick. An ac·
ceptable system can be flown down to 200 feet above
the ground at which time it must be disconnected by
depressing the autopilot emergency disconnect lever
on the control stick and the landing must be made
manually. Touchdown cannot be made automatically
as an automatic flareout feature is not incorporated
in this system. When a go-around is anticipated,
disengage the auto I.LS mode by actuating the AFCS
emergency disconnect lever. Stab-aug can then be
reengaged. When initiating a go·around, the instru-
ment selector switch is placed at lLS-LOCALIZER
and the HSI and ADJ will continue to display the
aircraft position relative to the selected runway posi·
tion and runway heading respectively.
WARNING I
When flying an auto ILS the possibility
of erratic roll maneuvers exists in re-
sponse to localizer beam interruptions
or disturbances due to aircraft w other
vehicular traffic in the localizer antenna
pattern.
Note
Force switch maneuverjng is deactivated
during the automatic landing operation.
• When in the automatic LLS mode, throttle
control, landing gear and flap actuation,
flareout, and landing, are made manually
by the pilot.
• Throughout the approach, monitor the
flight instruments and the attitude direc-
tor indicator.
Outbound Procedure.
1'he out.bound procedure is used during a go-around
and occasionally during an inital procedure. When
a decision to go-around is made, the emergency
disconnect lever is depressed and the instrument
Change No. 3 1·99
T.O. 1F-105D-1
selector is placed at ILS-LOCALIZER. Continue
the climb-out on the final approach heading, utiliz-
ing localizer signals for course deviation infonnation.
The aircraft, during the outbound procedure, is
manually controlled by the pilot. When a procedure
turn is made to fly the localizer on a reciprocal head-
ing to the final approach heading, index the instru-
ment selector switch to ILS·OUTBN D and rotate
the heading set knob on the HSI to the outbound
heading of the rLS runway. In this mode, the bank-
steering bar is slaved to the heading marker on the
HSI and will command the proper angle of bank to
turn to and maintain the selected heading. Rotate
the course set knob on the HSI to the inbound
loealizer course. The course arrow and course devi-
ation indieator on the HSI will display normal ILS
information. Fly the outbound heading at recom-
mended speed and altitude. Keep the bank-steering
bar on the ADI centered to maintain the selected
outbound heading. The relative runway position
(on-course line) will be indicated by the course
deviation indicator on the HSI. At the prescribed
distance beyond the outer marker, execute a pro-
cedure turn as directed and descend to final ap-
proach altitude. Follow procedures for the IN-
BOUND PROCEDURE.
Au toss Switch.
The autoss switch (figure 1-32) is a two-position
toggle switch, spri.ng-.l.oaded to the OFF position
with a solenoid-held AUTOSS position. The switch
is used to set up the AFCS to receiv€' signals from
the Toss-Bomb Computer. The switch can be posi-
tioned to, and wilJ remain engaged in, the AUTOSS
position provided:
• Fire control system power switch to STBY or
ON and either CTR or GRD MAP selected.
(f.J • FLIGHT, WEAPONS, and RADAR control
transfer (take-over) buttons engaged.
• Stab-aug button is engaged.
• Autopilot button is engaged.
• Weapon selector switch at SPECIAL WEAPONS
or CONV BOMBS (EXT BOMBS).
• Bomb-mode selector switch in any radar or
visual IP or TIP mode (BIP, BTIP, VIP, VTIP).
• Bomb/Nav switch at BOMB.
1·100
Note
With the master armament switch at
\VEAPONS, stores will be released. With
the master armament switch at OFF or
CA1\1ERA, an AUTOSS maneuver can be
flight tested, but stores (or bomblets) will
not be released.
With the A UTOSS switch engaged and illumination
of the SOLUTION and PULL UP light, depressing
the freeze/fire button initiates an AFCS controlled
automatic toss bomb maneuver (AUTOSS). When
the pitch attitude is approximately 170 degrees, the
aircraft will roll out to level flight on the reciprocal
to the entry heading (±15 degrees). [f the freeze/fire
button is released during the automatic pull-up before
the store is released, the store will not release, but
the maneuver will be completed, however in this
condition ensure that airspeed is above 200 KCAS
before roll-out. Allow the aircraft nose to descend
through the horizon and initiate a slow recovery.
(If the bomb-bay station was selected, the bomb-
bay doors will close.) Actuation of pitch or roll
for ce switches has no effect on the maneuver, how-
ever, automatic trim is interrupted while a force
switch is actuated and also when accelerations are
below 0 and above 2.5 Gs. Upon completion of the
maneuver, the AFCS reverts to altitude and heading-
hold, and AUTOSS should be disengaged with the
autopilot emergency disconnect lever. Although
the autoss switch or autopilot button will desengage
autoss, the autopilot emergency disconnect lever
should be used to disengage all AFCS functions.
Stab-Aug and pilot relief may be engaged immedi-
ately, providing the aircraft attitude is within en-
gaging limits.
Automatic Toss Bomb Maneuver.
Note
The AUTOSS delivery shall not be per-
formed ;vith aircraft carrying asymmet-
rical loads. See section VI.
'l'o prepare for an automatic toss bomb maneuver,
set control transfer, AFCS, and fire control system
swil.ches as noted above.
• If maneuvers or accelerations have occurred
before entering the bomb run, Lhe vertical gyro
must be fast erected to cancel out gyro errors.
To erect, stabilize the aircraft in altitude-hold
at a constant airspeed with the steering needle

switch ON. Depress and hold the vertical
gyro fast-erect button until the pitch steering
bar on the ADI is lined up within 4 bar widths
of the miniature aircraft (altitude-hold is in·
terrupted while the gyro fast-erection button
is depressed). Release the gyro fast-erect but-
ton and continue to maintain constant airspeed
and altitude for an additional 15 seconds to
permit gyros to slow erect.
Do not hold the vertical gyro fast erec-
tion button depressed continuously over
30 seconds, and allow a 90-second inter-
val between each use for cooling of the
slew motors and electrolytic switches.
Note
The bomb mode selector switch should
not be in the DIVE position during the
erection cycle as the pitch steering bar
on the ADI will not give proper indica-
tion.
Any pilot relief function other than Mach-hold will
automatically re~engage 2 seconds after release of
the gyro fast-erect button. Depress the autopilot
button if not engaged during the fast erection, and
engage the autoss switch.
• Begin AUTOSS maneuver at a minimum o(
545 knots CAS, at a maximum altitude of
5000 feet above sea level for a gross weight
of 36,000 to 40,000 LBS, and a maximum
altitude of 10,000 feet for a gross weight of
36,000 LBS or under.
• An A UTOSS may be initiated with military
power, however, when the aircraft reaches
40 degrees of pitch and the store has not
released the maneuver may be continued if
afterburner is ignited and the AUTOSS ma-
neuver will complete over the top. If the
maneuver is to be discontinued depress the
AFCS emergency disconnect lever and man-
ually perform a 4G wingover.
• With heavy gross weights, extreme care must
be exercised not to exceed the limitations
stated in section V.
T.O. 1F-105D-1
• At appropriate time, depress and hold the
freeze/fire button while flying straight and
level with feet off the rudder pedals (AUTOSS
will not commence if a yaw force switch is
actuated although autoss switch will remain
engaged). When either the SOLUTION light
or HI-TOSS PULL UP light illuminates, a pull
up signal is received by the AFCS and the
control stick will move aft for t.he automatic
toss. The AFCS autoss maneuver is a controlled
constant 6-degree per second pitch rate puJl-up
initiated by a fire control interlock in the 1P
and TIP bombing modes. A peak of approxi-
mately 4.0 to 5.3 Gs may be experienced during
the pull-up at 40 to 75 degrees in the flight pat.h.
Note
The criterion for an acceptable autoss ma-
neuver should be a smooth pull-up with
sufficient airspeed over the top for a safe
roll~ut. Light buffeting may be experi·
enced during this maneuver.
Wings level will hold within plus or minus 3 degrees
of the reference lock-on during pull-up. At approxi-
mately 170 degrees, the control stick ~ move
rapidly to full left deflection and a 180-degree roll
will commence. As the wings approach level with
the aircraft right side up, the stick will move rapidly
about one-half right deflection and then center as
the wings reach level. When the aircraft is level, the
AFCS automatically locks onto altitude and headjng-
hold. Roll-out heading should be within plus or
minus 15 degrees of the reciprocal entry heading.
When using the aJterburner, the aircraft goes over
the top at approximately 20,000 feet if the entry
was at 5000 feet and Mach 0.9. It takes about 35
pounds of stick force for minor corrections to over-
power the AFCS during this maneuver, so if malfunc-
tion occurs, the emergency AFCS disconnect lever
should be depressed to return control of the aircraft
to the pilot. After completing the maneuver, shut
off the afterburner before the aircraft goes into the
transonic speed regime. Roll and pitch force switch
maneuvering is deactivated during this mode.
Note
The autoss function should be disengaged
at completion of the toss bomb maneu-
ver by depressing the emergency discon-
nect lever ; otherwise, undesirable transients
may occur if the AUTOSS switch is used
for disengagement.
1-101
T.O. 1F-1050·1
• The gun can be fired when the master
armament switch is in the WEAPONS
position, and the GUN CONTROL
circuit breaker is IN. Refer to BOMB-
ING in this section for procedures
using AUTOSS during actual store or
bomblet release.
• ln solution anticipation mode of the
TBC, the AUTOSS maneuver will initi-
ate upon illumination of the solution
light while the freeze/fire button is
depressed only in VTIP mode. In the
BIP, BTIP, or VIP modes, the A UTOSS
maneuver will initiate upon illumination
of the High-Toss pull-up light while the
freeze/fire button is· depressed. In the
normal solution mode of the TBC, the
AUTOSS maneuver will initiate upon
illumination of the solution ]jght while
the freeze/fire button is depressed in
all modes (VTIP, VIP, BTIP, and BIP).
ln the retarded mode of the TBC the
AUTOSS maneuver will not initiate in
any bombing mode.
Manual Toss Bomb Maneuver.
Note
A manual controlled over the top
maneuver (VTIP or BTIP) may be
performed with military power if the
entry speed is greater than 575 KTAS.
A pilot-controlled manual toss-bomb maneuver may
be accomplished with automatic wings level correc-
tions provided by the AFCS. The AFCS, and fire
control (and control transfer in the [f) ) switches
must be set as follows:
[fJ • FLIGHT and WEAPONS control transfer (take·
over) buttons engaged.
• Stab-aug button engaged.
• Autopilot button en gaged.
• Fire control system powe£ switch at STBY or
ON , and either GRD MAP SPOIL, GRD MAP
PENCIL, or CTR MAP selected.
• Bomb mode se.lector in any position except
DIVE, MANUAL, or TIMER.
1-102
• Weapons selector at SPL WPN or CONV
BOMBS (EXT BOMBS).
• Master armament switch at WEAPONS (only
necessary for bomb release, not necessary for
fl ight test).
• Bomb/Nav switch at BOMB.
• Range wind set at AUTO or MANUAL.
When the SOLUTION and HIGH-TOSS PULL-UP
light is illuminated and the freeze/fire butto n is de-
pressed (provided yaw force switches are not acti-
vated and the aircraft is within 10 degrees of wings
level), automatic wings level will be supplied by the
AFCS after the aircraft has been manually pulled up
to a pitch angle greater than. 10 degrees. The yaw
force switches are not active during the automatic
wings level maneuver. Roll force switch maneuvering
is deactivated during the automatic wings level ma-
neuver only while the freeze/fire button is depressed.
After the freeze/fire button is released and a roll
force switch is actuated, the automatic wings level
function becomes inoperative and the AFCS reverts
to the pilot relief mode.
Dive Bomb Maneuver.
A pilot-controlled dive-bomb maneuver may be
accomplished with automatic wings level cor-
rection provided by the Al<"'CS. The AFCS and
fire-control switch positions must be the same as
those used for the Manual-Toss Bomb Maneuver
with the exception of the bomb mode selector
switch which must be at DIVE. When the SOLU-
TION light is illuminated and the freeze/fire but-
ton is depressed (provided yaw force switches
are not activated and the aircraft is within 10
degrees of wings level), automatic wings level will
be supplied by the AFCS immediately.
A FCS-SI GHT-SYSTEM TIE-IN.
Provided the weapons selector svvitch is placed at
MISSILES-AIR, the AFCS will provide the sight
sub-system with an indication of normal accelera-
tion in excess of 2.25 Gs. This is shown on the
sight combining glass by a G-limit flag covering
the six o'clock index of the reticle. Stab-aug
or autopilot does not have to be engaged for this
operation.

AFCS SYSTEM CHECK.
Preflight.
Refer to section II of this manual for checks of the
AFCS.
FIRE CONTROL SYSTEM.
The Thunderstick fire-control system (AN/ASG-19),
designed specifically for fighter bomber use, is an
integration of the R-14 radar system, the attack-and-
displays system, and the toss-bomb-computer sub-
system. The fire-control system also provides
functions for use in other aircraft systems for
navigational purposes. The completely integrated
systems provide the following all-weather capabilities.
NAVIGATION.
• Ground mapping (pencil or spoil)
• Contour mapping
• Terrain avoidance
• Doppler radar fix
BOMBING.
• Visual dive toss (Radar or pressure (CADC)
ranging)
• Visual identification point (VIP)
• Visual target identification point ( VTIP)
• Radar identification point (BIP)
• Radar target identification point (BTIP)
• Manual-used if fire-control system is
inoperative
• Timet"-'( timed manual run) used if TBC is
inoperative and/or timed manual retarded
weapon delivery
AIR-TO-GROUND ATTACK ISRCH ATK) VISUAL ONLY .
• Air-to-Ground ranging
• Guns - Ground
• Rockets - Ground
• Missiles - Ground
T.O. 1F- 1050-1
AIR-TO-AIR ATTACK (SRCH ATK).
This mode consists of searching, acquiring, and
tracking a target.
• Visual guns - Air
• Visual nissiles - Air
• Radar guns - Air
• Radar missiles - Air, co-altitude
• Radar missiles - Air, snap-up
Note
For description of the Thunderstick fire-
control system (AN/ASG-19) pertaining
to non-nuclear weapons delivery, refer to
T.O. 1F-105B-34-1-1. For nuclear wea-
pons delivery, refer lo T.O. 1F-105D-25-1,
-2, or -3.
During a dual mission in the 1B when either pilot
wants full command of the Fire-Control System, he
should engage both the RADAR and WEAPONS
take-over buttons. If only one button is depressed,
he would have command only of that particular
function. Refer to the Take-Over System in section
I, and the R-14 Radar System in this section for
details on these buttons.
RADAR SYSTEM-R-14.
The R-14 radar system is an integral part of the
fire-control system. It is a monopulse, X-band radar
powered by AC and DC secondary power. The sys-
tem provides information to the toss-bomb computer
and the attack-and-display subsystems (sight and
radar scope).
R~dar Control Transfer (Take-Over) Buttons and {f)
Indicating Lights.
The radar control transfer (take-over) button in each
cockpit (figure 1-62), permits transfer of radar con-
trol between cockpits. The take-over buttons are
solenoid-held pushbutton switches placarded RADAR,
and pressing the button in either cockpit transfers
control of the radar system to that cockpit. The
following controls are operative in the cockpit with
RADAR control: Fire-control system power switch,
mode selector buttons, clearance plane set switch ,
antenna tilt control, radar gain control, horizon
center knob, altitude set knob, clearance calibration
1-103
T.O. 1f·1050·1
knob, clutter eliminator switch, sight electlic cage/
range cursor button, radar action reject button and
resume search/range gate operation (throttle grip).
The following controls are operative in both cockpits
regardless of which cockpit has control and must be
individually set if required: Video pedestal knob,
cursor brilliance knob, memory knob, intensity
knob, bezel brilliance knob, mode lights, clearance
plane indicator, red fllter light knob, antenna tilt
indicator and range lights. The take-over button in
each cockpit contains an integral legend type indi-
cator light which illuminates and displays NO CON-
TROL in the cockpit that does not have control of
the radar set. The buttons holding and transfer
circuits are powered by the DC secondary power
and the lights are powered by AC primary power.
When power is initially applied to the aircraft, all
take-over buttons are up; however, the forward
cockpit has control and the aft cockpit buttons are
illuminated displaying NO CONTROL. Brightness
of the indicator lights (buttons) is controlled by
the FLIGHT INST control on the interior lights
panel in each cockpit.
Note
W.l To prevent loss of electrical power to
the radar system during a take-over, the
fire-control system power switch in the
cockpit taking over control of the radar
system must be at STBY or ON. If this
is not done before depressing the RADAR
take-over button, the radar system will
switch off and radar information and
displays in both cockpits will be lost.
The radar system will then require ap-
proximately 5 minutes for recycling
after an interruption of power.
(f) • When taking over control of the radar
system, rJ.dar mode controls and the
system power switch in both cockpits
must be compatible to prevent loss of
and change in displayed information.
If) • For take over of the full fire control
system both the RADAR and WEA-
PONS take-over buttons should be
depressed at the same time.
Fire-Control System Power Switch.
rhe fire-control system power switch (figure 1-34)
)0the radar system control panel (left-hand con-
sole) is a three-position toggle switch placarded
SYSTEM POWER. The switch positions are
1-104
placarded STBY (standby), and OFF. The ON posi-
tion is not placarded and is used to energize the
entire fire control system. The STBY position is
used to energize the fire control system with the
exception of the radar transmitter. The OFF position
shuts off all power to the entire fire control system.
'I'o go from STBY to OFF it is necessary to raise the
switch. ln navigational modes, the toss-bomb com-
puter is not operative except during a Doppler fix.
\\'hen flying dual in the [f) if the pilot in the front
cockpit is in command of the fire control system,
and the pilot in the rear cockpit, wants to take over
control of the radar (or vice versa) he must have the
fire control system power switch at STBY or ON.
This will prevent radar switch-off when the pilot in
the other cockpit takes over control of the system.
Radar Scope.
The radar scope (figure 1-34) is a 5-inch storage type
cathode tube located in the lower center of the main
instrument panel. An engraved transparent scale over
the face of the scope defines the display area range
markers and range scale. The scope is illuminated and
the engraved scale visible when the fire control sys-
tem power switch is in the STBY or ON position.
Rear Cockpit Radar Scope Deactivate Switch. [f)
The rear cockpit radar deactivate switch (28. figure
1-7) (not in rear cockpit) is a two-position switch
with positions placarded DEACTIV A1'E AFT RADAR
SCOPE and NORM. The switch is used to deactivate
the rear radar scope during radar maintenance checks
in the front cockpit, and when flying solo to prolong
the life of the rear scope. Tt can slso be used to de-
activate the rear scope to simulate radar failure during
a radar training flight. When the switch is at NORM
and the radar ~;ystem is ON, both front and rear
scopes present the display 1110de selected by the
cockpit in control. When the switch is at DEACTI-
VATE AFT RADAR SCOPE, the n~ar scope is inopera-
tive. The switch controls high voltage to the rear
radar scope.
Radar Scope Controls.
Red Filter Knob. The red filter knob (figure 1-34) im-
mediately below the radar scope. is placarded RED,
with arrows indicating clockwise rotation. Rotating
the knob clockwise rotates a filter glass over the face
of the scope and increases the redness of the indica-
tor display.
Video Pedestal Knob. The video pedestal knob (figure
1-34) is placarded VIDEO PEDESTAL. The knob
 T .O. 1F- 1050 - 1

RADAR SCOPES a,:.1d ce>:.1-tl:re>I.s

SCOPE SHOWN ILLUMINATED FOR INFORMATION ONLY
IQl & ftJ FRONT

e
•
(Q] prior to S/N 59-1819
Placarded M

-- (D

ftJ REAR -

RANGE SCALE
LIGHTS

RANGE MARKERS
CLEARANCE PLANE
INDICATOR
ftJ REAR

Figure 1-34
1-105
T.O. 1F-1050-1
controls a potentiometer, powered by DC secondary
power, which varies the amount of video that ap-
pears on the scope. In the (f] each crew member
controls his own video. In the full clockwise posi-
tion, all video plus noise paints on t he scope causing
a smear. In the full counterclockwise position,
only the azimuth cursor and horizon bar will be
displayed on the scope. To set the video pedestal
knob, proceed as follows:
• Receiver gain wheel - Full AFT.
• Intensity knob- Full clockwise.
• Memory knob-- Mid-position.
• Radar mode GM SPOIL button - Depress.
• Range scale- 13 miles.
Rotate the video pedestal knob clockwise until the
scope begins to smear, then slowly back off un-til
·smear disappears. Optimize as required, and check
to see that there is no appn1eiable difference be-
tween the three range scales (13, .40, and 80 miles).
Horizon Center Knob.The horizon center knob (fig-
ure 1-34) on the scope control panel on the pedestal
is placarded HORIZON CENTER. The knob con·
trols a potentiometer powered by DC secondary
power that vertically positions the horizon line on
the radar scope. Clockwise rotation of the knob
moves the horizon line up, and counterclockwise
rotation moves it down.
Memory Knob. The memory knob (figure 1-34) on
the radar control panel on the right console is pla-
carded MEMORY. The knob controls a potentio-
meter powered by AC secondary power that varies
the persistency of the video display. Clockwise
rotation of the knob increases the persistency of
the video display on the scope. In the If] each
crew member controls his own memory. Full
clockwise rotation of the knob provides a memory
of approximately 3 seconds. Full counterclock-
•vise rotation provides a memory of approximately
0.5 second.
The memory kJlOb should be rotated
fully counterclockwise before turning
the fire control power switch to ON or
STBY. This will prevent scope bloom-
ing and possible scope damage.
1-106
lntensity Knob. The intensity knob (figure 1-34) on
the radar control panel on the right console is pla-
carded INTENSITY. The knob controls a potenti-
ometer powered by AC secondary power that varies
the brilliance of the over-all radar display. Clockwise
rotation of the knob increases the brilliance of the
display. Normally, the intensity is set full clockwise
(maximum brilliance) before setting the other radar
scope controls.
Bezel Brilliance Knob. The bezel brilliance knob (figure
1·34) on the radar control panel on the right console
is placarded BEZEL BRILL. The knob controls a
potentiometer powered by DC secondary power that
varies the brilliance of the bezel lighting which illumi·
nates the edge-lit bezel markings on the scope. Clock·
wise rotation of the knob increases the lighting
intensity.
Altitude Set Knob. The altitude set knob (figure 1-34)
is used to comp(msate for distortion in the radar
scope display caused by altitude variations. (See
ground and contour map modes in this section for
details.)
Cursor Brilliance Knob. The cursor brilliance knob
(figure 1-34) on the radar control panel on the right
console is placarded CURSOR BRILL. The knob
controls a potentiometer powered by DC secondary
power that varies the brilliance of the azimuth cursor
and the horizon line. Clockwise rotation of the knob
increases the brilliance. The azimuth cursor appears
on the scope only during ground-mapping and
contour-mapping modes.
Clearance Calibration Knob. The clearance calibration
knob (figure 1-34) is used to adjust the clearance
plane in the contour-mapping and terrain-avoidance
modes only. (See contour-mapping for details on
this knob.)
Clutter Eliminator Switch. The clutter eliminator switch
(figure 1-34.) is used to reduce ground-clutter, sea
return and the presence of jamming signals on the
radar scope in the search attack mode only. (See
search attack mode in this section.)
RADAR SYSTEM MODES.
The navigation modes; ground-mapping, contour-
mapping and terrain-avoidance, provides the pilot
with a video display of the terrain below and ahead
of the aircraft. In addition to their use for naviga-
tion; ground-mapping and contour-mapping are
used in radar bombing to identify targets, identifi-
cation points, or prominent terrain .features, and

provide range information to the toss-bomb compu-
ter. The system will switch from terrain-avoidance
to contour-map when the bomb-Nav switch is placed
at BOMB. During a visual dive-bombing run, the
radar provides ranging information to the attack-
and-displays subsystem. The search-attack modes
are used for air-to-air attack with guns and missiles
and supplies search, target acquisition, and tracking
functions in air-to-ground attack, with guns, rockets,
and missiles. The radar provides ranging information
to the attack-and-displays subsystem as it does
during the dive-bombing mode. Except for ground-
mapping, all information presented on the radar
scopes also appears on the sight combining glass
(not in rear cockpit). The radar system mode is
selected by pushbuttons which program the radar
system for specific functions. Pushbuttons select
specific modes and are appropriately placarded.
The pushbuttons are interlocked to prevent selec-
tion of more than one mode at a time. The mode
in which the system is operating is indicated by the
illumination of one of five mode indicator llghts
except when the terrain avoidance mode is selected
and the Bomb/Nav switch is in bomb. In this case
the T/A light will be illuminated but the system
will be operating in the Contour Map Mode. The
lights are located on the main instrument panel at
the right side of the radar indicator (figure 1-34).
Note
When operating in the ground-mapping,
contour-mapping or terrain-avoidance
mode on aircraft [1050] c;w, and the
weapons selector knob is in any posi-
tion except GUNS AIR or MISSILES
AIR, the radar system will automati-
cally transfer to search/attack mode and
the fire-control system will transfer to
guns air-to-air if the radar action reject
button is depressed and released. The
button continues to perform its present
guns air-to-air functions. The search/
attack mode light will illuminate. To
return the radar and fire-control sys-
tems to the preselected modes, the
weapons selector knob is positioned
to GUNS AIR or MlSSILES AIR and
returned to the preselected position.
During night takeoffs, insure that radar
is not in the search attack mode.
T.O. 1F-1050-1
Ground Map Spoil Mode. The ground map spoil mode
presents a 90-degree sector display of the terrain
ahead of the aircraft in scale ranges of 80, 40, or 13
nautical miles. Illumination of range scale numbers
on the radar scope indicates the scale selected. Super-
imposed on t he display is a range cursor used as a
reference slant range mark during a bombing attack.
The slant range may be changed from 60 to 40 to 30
thousand feet. An azimuth cursor is automatically
positioned by the toss bomb computer by a function
of drift angle based on Doppler inputs. This drift
angl e positioning is eliminated when the Doppler is
turned OFF or the Bomb/ Nav switch is in the
BOMB position with the range wind switch at
MANUAL. The azimuth cursor is also positioned
automatically by the toss bomb computer for offset
in the BIP mode when the Bomb/Nav switch is at
BOMB. A horizon line is automatically positioned
by the aircraft pitch and roll computers. The antenna
beam scans the ground ahead of the aircraft in a pat-
tern 90 degrees in azimuth and 55 degrees in elevation,
and is stabilized in roll and pitch. The pilot can vary
the antenna beam up 20 degrees, and down 38 de-
grees, from the armament datum line to locate targets.
The area and intensity of radar retun1 is dependent
upon the height of the aircraft above the terrain and
the antenna tilt angle. (See figure 1-35.)
Ground-Map-Spoil Mode Button. The ground-map-spoil
mode button (figure 1-34) is a two-position push-
button switch placarded GRD MAP-SPOIL. When
the button L'> depressed, the radar system is placed
in the ground-map-spoil mode.
Ground-Map-Pencil Mode. The ground-map-pencil mode
is the same as ground-map-spoil mode except the
the display will show fewer targets, but they will
have higher definition. (See figure 1-35.) This is
because the antenna beam vertical spread is re-
duced from 55 degrees to 6.2 degrees.
Ground·Map-Pencil Mode Button. The ground-map-pencil
mode button (figure 1-35) is a two-position push-
button placarded GRD MAP-PENCIL. When the
button is depressed, the radar system is placed in
the ground-map-pencil mode.
Range Scale/Nose Wheel Steering Button. This pushbutton
(figure 1-27) located on the control stick grip is
used to switch and illuminate range presentations
on the radar scope and t he sight combining glass.
Consecutive depressions of this button produce
scales of 80, 40 and 13 miles in ground mapping,
and 40 and 13 miles in all other modes. (Only the
40 and 13 miles range lights are on the right side of
the combining glass (not in rear cockpit). With the
1-107
T.O. 1F- 105D-1

GROUND MAP
..-..~d.es

SPOIL MODE lQJ & IEl FRONT

®
••
••
HORIZON BARS

GROUND RANGES 13/40/80 •••

NAUTICAL MILES ~

® 1£1 REAR.
NOTE
For clarity, the range and aximuth cursor>
ore not shown , and oltifude set is not
adjusted.
From 0 to 4 blank oreos (no rador return)
may appear when in the 40 and 80 mile
range.

PENCIL MODE lQJ & ltJ FRONT

@•
••
•
HORIZON BARS

GROUND RA 13/40/80 tf}l.• •

NAUTICAL MILES .~ •
[E) REAR
NOTE
Far clarity, the range and a'Zimuth cursors
are nat shown, ond altitude set is not
adjusted.

Figure 1-35

1-108

landing gear down and the aircraft weight on the
gear, the nose wheel steering system is also acti-
vated when th1s butt.on is depressed and held.
Radar Scope Range Lights.
80-Mile Range Light. The 80-mile range light (figure
1-34) located on the radar scope face displays the
numeral 80. Illumination of this light indicates
the presence of an 80-mile display on the radar
scope. The light is powered by AC primary power.
40-Mile Range Light. The 40-mile range light (figure
1-34) located on the radar scope face and LO the
right of the combining glass (not in rear cockpit)
displays the numeral 40. Illumination of t his light
indicat<~s the presence of a 40-mile display on the
radar scope and sight combining glass. The light is
powered by AC primary power.
13-Mile Range Light. The 13-mile range light (figure
1-34) is located on the radar scope face and Ito the
right of the combining glass (not in rear cockpit)
and displays the numeral 13. Illumination of the
light indicates the presence of a 13-mile display on
the radar scope and combining glass. The light is
powered by AC primary power.
Sight Electr1c Cage/Range Cursor Button. This contact
pushbutton {figure 1-26) is located on the control
stick grip. In the bombing or navigation modes,
the button 1s operative as a range cursor button and
with each momentary depression of the button (in
the [f) , in the cockpit with control of the radar
system) the setting of the range cursor on the radar
scope changes from 60, to 40, to 30 thousand feet
r~presenting slant ranges. The range scale can be at
the 80·, 40-, or 13~mile ranges and the range cursor,
which is superimposed on the radar display will
show the 60, 40 or 30 thousand foot distances pro-
portwnately, on the chosen range scale mileage
display. With the SRCH ATK radar mode button
engaged, the button is operative as a caging control
(not operative in the rear cockpit of the [f) in
this mode). In the search attack mode (sight
uneaged, and reticle on the combining glass), with
the weapons selector knob at GUNS AIR, GUNS
GROUND or RKT-AUX STORES and the aircraft
in unaccelerated flight, depressing the sight electric
cage button will align the reticle pipper to the
armament datum line (ADL). If turning rates are
then introduced to the aircraft, the reticle pipper
will then be displaced as a function of turning rate
only, as derived from the lead computing gyro
(±12 MILS MAX).
T.O. lF- 1050-1
Note
When this button is depressed the electri-
cal caging current induces a lead angle
computation approximating that of 750
feet of range.
Radar Gain Control. The radar gain control (figure 1-34)
is a thumbwheel, located on the left console which is
marked RCVR GAIN. The thumbwheel controls a
potentiometer which varies the sensitivity or the
amount of video return displayed on the radar scope
in ground-map modes only. Forward rotation of the
wheel increases the sensitivity or gain of the receiver.
The control is powered by DC secondary power.
Altitude Set Knob. The altitude set knob (figure 1-34)
is marked ALTITUDE SET and is used to position
the d1stance from the apex of the radar scope at
which ground-map and contour-map display begins,
thus indicating true ground range. (This distance or
altitude return IS a (unction of aircraft altitude above
terram and antenna tilt angle, and must be minimized
to produce an undistored horizontal projection of
the ground-map display.) In the ground map modes
the knob should be adjusted each time a change IS
made in aircraft altitude. so that the radar return
apex is placed exactly under the bezel apex. This
assures that azimuth and range readouts are correct.
Correct procedure is to rotate the knob to position
the radar return apex about an inch toward the cen-
ter of the scope then reverse rotation and move the
radar reLurn apex down. With the Bomb/Nav switch
at BOMB and the bomb mode selector knob at BIP
or BTIP the altitude set knob is inoperative, and
altitude set is automatic (supplied from the TBC).
To display true ground speed on the radar scope
proceed as follows:
• Antenna tilt- ~'ull Forward.
• Receiver gain - Full Forward.
• Range scale - 13 Miles.
• Bomb/Nav switch - NAV.
• GRD MAP SPOIL button- Depress.
Maintain desired alt1tude, and note presence of the
altitude hole on the scope. Adjust the altitude set
knob tmtil the radar scan apex coincides with the
scope apex. ·rhe video displayed on the scope is
now indicating true ground range. Whenever altitude
is changed in the NA V mode, the altitude set must
be adjusted.
1-109
T.O. 1F-1050-1
Antenna Tilt Wheel. The antenna tilt thumbwheel
(figure 1-34) marked ANT TILT controls the eleva-
tion positioning of the antenna in the ground-
mapping or search attack mode. It varies the eleva-
tion angle of the antenna up 20 degrees to down
38 degrees . In the ground-map and contour-map
mode, the elevation angle is oriented to the hori-
zontal. In the search/attack mode it is oriented to
the ADL; and in the terrain avoidance mode it is
oriented to the aircraft flight path. The tilt, is
manually selected to optimize the target return.
The wheel is powered by AC secondary power.
Antenna Tilt Indicator. The antenna tilt indicator
(figure 1-34) located on the main instrument panel
contains a needle and a scale graduated in 5 degree
increments. The upper scale reads a maximum of
15 degrees up and the lower 30 degrees down. The
indicator is powered by DC secondary power.
Contour-Map Mode. The contour-map mode (figure
1-36) presents a 90-degree sector display of terrain
ahead of the aircraft above a selected clearance
plane. A clearance plane from 0 to 6000 feet below
the aircraft may be selected. The clearance plane
is parallel to true horizon (all attitude gyro signals)
at all times. Only those surface features that have
sufficient terrain elevation to project into the
clearance plane ru1d antenna beam appear on the
radar scope. Range scales of 13 or 40 nautical
miles may be selected. Refer to figure 1-37 for
effective range. Range and azimuth cursors and a
horizon line are provided as in ground-map opera-
tion. Contour-mapping is extremely useful for
correction of aircraft drift, determination of !and-
mark heights, and radar let-downs on fields sur-
rounded by mountainous terrain.
I WAIN lNG
I aircraft. The indicator is powered by AC ~md DC
Use extreme caution when flying to
Contour-Map and 'Terrain-Avoidance
clearance plane settings of less than
.1000 feet if visual contact with the
ground is not maintained at all times.
The gyro accuracy in pitch does not
guarantee clearance.
Contour·Map Mode Button. The contour-map mode
button (figure 1-34) is a two-position pushbutton
switch placarded CTR MAP. When the button is
depressed, the radar system is placed in the contour-
map mode.
1-110
Clearance Plane Up Button. The clearance plane up
button (figure 1-34) located on the lE>..ft console is
placarded CLEAR PLANE UP. This button is
deactivated and should not be used.
Clearance Plane Set Switch. The clearance plane set
switch (figure 1-34) is a five-position spring-loaded
to the center (OFF) position type switch, and marked
CLEAR PLANE SET, INCR and DECR. The switch
contains five positions marked F and S on the increase
side, OFF, and Sand F on the decrease side. 1t is
used to slew the clearance plane setting up or down
(within 0 to 6000 feet below the aircraft) with either
a slow (S) or fast (F) slewing rate. In the !f) this
switch is active only in the cockpit with control of
the radar system. The switch is powered by DC
secondary power.
!EJ The clearance plane in-
Clearance Plane Indicator.
dicator in the front cockpit and the clearance plane
indicator follower in the rear cockpit (figure 1-34)
numerically shows the clearance plane in feet (from
0 to 6000) set into the radar system when in contour-
map or terrain-avoidance modes. Illumination of the
front cockpit indicator arrow light has been deacti-
vated. The rear cockp~t indicator follower does not
have indicator arrows. The clearance plane read on
the rear cockpit indicator follower shall be within
±50 feet of the reacting on the front cockpit indica-
tor. The indicator and indicator follower are powered
by AC and DC secondary power.
Clearance Plane Indicator. [QJ The clearance plane indi-
cator (figure 1-34) numerically shows the clearance
plane in feet (from 0 to 6000) set into the radar
system when in contour-map or terrain avoidance
modes. The indicator contains an arrow which illu-
minates when the clearance plane is set below the
secondary power.
Clearance Calibration Knob. The clearance calibration
knob (figure 1-34) on the radar control panel on
the right console is placarded CLEARANCE CALI-
BRAT£0N. Rotating the knob counterclockwise
from stop to stop increases antenna tilt 5 degrees
down. It is used as a fine setting, using known topo-
graphical altitudes for the antenna tilt after a clear-
ance plane has been chosen for terrain-avoidance or
contour-map modes. The circuit is powered by DC
secondary power.
Altitude Set Knob. See Ground-Map Mode.
Cont our-Map Calibration and Accuracy Check .
For contour-map calibration and accuracy check,
refer to Terrain-Avoidance Calibration and Accuracy
 1.0. 1F- 105D-1

CONTOUR MAP ~~de CLEARANCE PLANE PARALLEL

TO TRUE HORIZON
NOTE GROUND
THE ClEARANCE PlANE INDICATOR SHOWN
IS FOR THE FRONT COCKPIT.
For clarity, the range and azimuth cursors
oro not shown, ond altitude set is not
adjusted.

CLEARANCE PLANE SETTING

IQI & [C) FRONT 0'
0 FEET BELO
••
•• @

•••·~ rEI REAR

CLEARANCE PLANE SETTING

3000 FEET BELOW
.
IQI & tr1 FRONT
•
t
3000't
...___

•• @

•
•••
!El REAR~
CLEARANCE PLANE SETTING
6000 FEET BELOW IQI & rEI FRONT

••
• 6000,t

@•
•
•••
[E) REAR@

Figure 1-36

1-1 11
T.O. 1F-1050-1

CONTOUR MAP MODE

e1:rec-t;i~e :ra,:.1ge

~ 1000
0
u:l
CIQ

ti:i 2000
""
lz 3000
5
Ill

s
w
4000
a.
w
u 5000
z
~
~
d 6000

0 5 10 15 20 25 30 35 40
RANGE NAUTICAL MILES

Figure 1-37

Check over Flat Terrain "or" Over Isolated Contour-Map System Precision Accuracy Check.
Mountain. After the Contour-Map Calibration and Accuracy
check has been completed, precision system accuracy
Note
can be checked by performing the following:
Stabilized airspeed must be maintained 1. Fly out at least 20 miles from obstruction, and
during Contour-Map Calibration and using t he altitude s.:::ale of the AVVI, climb to
Accuracy Check as accelerations will an altitude (noted on chart below) above the
cause gyro errors resulting in inaccuracies. obstacle. Turn inbound and perform a data run,
recording clearance plane settings at the specific
• In straight and level flight depress the points.
vertical gyro fast erection button until
the pitch steering bar on the ADI is CONTOUR-MAP ALLOWABLE VAR IATIONS
centered within 4 bar widths of the IN CLEARANCE PLANE SETTINGS
fixed reference prior to starting the
calibration check. Do not hold fast Height Ab011e
erection button depressed longer than Obstacle in Range itJ Miles
Feet 25 10 6 5
30 seconds.
2000 200to 1200to 1400 to
3800 2800 2600
• Do not readjust the clearance calibration feet feet feet
knob after Contour-Map Calibration and
Accuracy Check is accomplished as this 3000 1200to 2200to 2300 to
4800 3800 3700
may reposition the antenna and thereby feet feet feet
affect system accuracy.

1-112

2. Stabilize airspeed (should not vary more than
1 knot every 5 seconds) and altitude. In
straight and level flight depress the vertical
gyro fast erection button until the pitch
steering bar on the ADI is centered within
4 bar widths of the fixed reference prior to
starting the calibration check. Do not hold
the fast erection button depressed longer than
30 seconds. Maintain stabilized speed for
remainder of check run.
3. Adjust clearance plane setting until obstacle
just appears on the scope. Satisfactory per-
formance is indicated when readings are
within limits in table.
4. During this test, airspeed and altitude must
be stabilized as aircraft acceleration will cause
gyro errors resulting in contour-map inac-
curacies.
Terrain-Avoidance Mode.
The terrain-avoidance mode (figure 1-38) presents
a 90 degree sect.or display of the terrain ahead of
the aircraft above a selected clearance plane. A
clearance plane from 0 to 6000 feet below the air-
craft may be selected. The c/eamnce plane i.s main-
tained parallel to the aircraft flight path at all times.
Only those surface features. that have sufficient
terrain elevation to project into the clearance plane
and antenna beam appear on the radar scope. Range
scales of 13 or 40 nautical miles may be selected.
Refer to figure 1-37 for effective range. A fail-safe
cursor and horizon line are provided. Terrain avoid-
ance enables the pilot to avoid collision with ob-
stacles such as hills and mountains during low-level
flight. When letting down over terrain for the pur-
pose of landing or contour flying 'the pilot uses the
terrain-avoidance mode as follows: First, set the
clearance plane, 6000 feet down; this positions the
fail-safe cursor out to 6.8 miles. Information
(targets) appearing on the indicator at ranges greater
than the fail-safe cursor is reliable. Absence of ra-
dar retums at ranges greater than the fail-safe cursor
is normal but could indicate a failure of circuits.
To further check the reliability of the terrain-
avoidance mode, change momentarily to the ground-
map mode, and check for additional radar returns.
Note
If the angle of attack vane is removed
or damaged the terrain-avoidance mode
will be unreliable.
T.O. 1F-1050-1
Information appearing at ranges less than the fail-safe
cursor is not reliable and MUST NOT BE USED.
Next, decrease the clearance plane to the desired value
and, when targets appear on the indicator beyond the
fail-safe cursor, track and avoid these targets down to
the fail-safe cursor. The pilot can now begin a slow
let-down knowing no targets exist below the aircraft
in the unreliable area at the clearance set-in. The
process of tracking targets down to the cursor and
slow let-down is repeated.
I WAIN lNG
I
Use extreme caution when f1ying in
Contour-Map or Terrain-Avoidance with
clearance plane settings of less than 1.000
feet if visual contact with the ground is
not maintained at all times.
• A broken (flashing) fail-safe cursor, or
absence of a fail-safe cursor, indicate that
a radar malfunction ex1sts. Do not use
the terrain-avotdance or contour-map
mode under either condition.
Terrain-Avoidance Button. The terrain-avoidance button
(figure 1-34) is a two-position pushbutton switch
placarded TER AVOID. When depressed, the radar
system is placed in the terrain-avoidance mode, as
long as the Bomb/Nav switch is in the NAV position .
Clearance Plane Set Switch. Refer to contour-map mode.
Clearance Plane Indicator. Refer to contour-map mode.
Clear.mce Calibration Knob. Refer to contour-map mode.
Terrain-Avoidance Calibration and Accuracy Check Over
Flat Terrain.
The following calibration and accuracy check should
be performed prior to a tactical mission to detcrmin~
the accuracy of the mode, so that the mission can be
accomplished satisfactorily. This check should not.
be used as an absolute check of mode accuracy.
Should a precise check of mode accuracy be required,
refer to Terrain-Avoidance System Precision Accuracy
Check.
Note
This test shall be made over terrain of
known elevation.
1·113
T.O. 1F-105D-1

TERRAIN AVOIDANCE ~«»c.e CLEARANCE PLANE PARALLEL

TO AIRCRAFT FLIGHT PATH
~~~~~~~~~~-.
NOSE UP ATTITUDE
CLEARANCE PLANE SffiiNG
3000 FEET BELOW
[QJ
FRONT I
& ftj • •

•
@

••••
!EJ REAl\

NOSE DOWN ATTITUDE

CLEARANCE PLANE SETTING
3000 FEET BELOW e
1m & lEI •
FRONT

i
•
@

••••
rt1 REAR

Figure 1·38
1-114

CEl • When the crew member in the rear cock~
pit flies Terrain~Avoidance, a calibration
run must be made to set the rear CLEAR~
ANCE CALIBRATION control knob. If
a run has already been made by the pilot
in the front cockpit to set his CLEAR~
ANCE CALIBRATION knob, this in no
way removes the requirement for the
rear pilot to do the same if he is going
to fly the Terrain-Avoidance mode.
IE • Before taking over control of the radar
system from the other cockpit the fire
control system power switch must be
in STBY or ON. If the RADAR take-
over button is engaged before the fire
control system power switch is in STBY
or ON the radar system will switch off
and a five minute time delay is required
before the radar system will function.
1. Set controls as follows:
a. Fire control system power switch - ON.
[f] b. Depress RADAR control transfer (take-
over) button.
[f) c. Depress .FLiGHT control transfer (take-
over button .
d. Radar mode button - TER A VOID.
e. Clearance plane set switch - As directed.
f. Bomb-Nav switch - NAV.
g. Intensity knob- Jo' ully clockwise.
h. Memory knob -Set for approximately
%-second. Do not exceed one second.
Check when the range sweep reaches the
right side. At %-second , the painted area
still visible shall fade out at the center. At
one second, the painted area still visible
shall fade out near the left hand 15° mark
on the bezel.
L Clearance calibration knob - Set.
Do not change clearance calibration knob
setting after calibration as any change may
affect calibration accuracy.
T.O . 1F - 1050-1
j. Video pedestal knob - Set.
Tum knob clockwise until scope just smears.
then tum counterclockwise until smearing
just disappears. After calibration the video
pedestal knob should not need adjustment.
Should adjustment be needed. the entire
calibration check will have to be repeated.
k. Range scale button- 40 miles.
1. Altitude set knob - fully counterclockwise.
2. Determine tilt (if any) of clearance plane as
follows:
a. Alter take-off, level off at an altitude of
1000 to 2000 feet above the flat terrain.
Note
Lower altitudes can be used at this time;
however, lower altitudes will make it more
difficult to determine any clearance plane
tilt.
b. Leave calibration control at its ground setting.
lEJ c. Check to see that FLIGHT control transfer
(take-over) button is engaged .
d. Engage autopilot button and altitude-hold
switch.
e. Gradually increase clearance plan e setting
until terrain starts to paint on scope. If
instantaneous painting of entire scope takes
place, proceed directly to step 4 of this pro-
cedure. If only partial painting takes place
perform following procedure in steps f
through h and all of step 3.
f. Increase clearance plane setting and note
where radar return first appears and in which
direction it fills the scope.
g. lf first appearance is at the top of the scope
and fills the scope down ward as setting is in-
creased, the clearance plane is tilted down.
h. If first appearance is at the apex and fills the
scope upward as setting is increased, the
clearance plane is tilted up.
1·115
T.0.1F-1 0 5D-1
3. Adjust clearance calibration control as follows:
Note
Adjustment for a flat clearance plane in
the steps below can affect clearance cali·
bration. Refer to step 4h of this procedure.
a. Set in a dearance plane setting equal to the
known height above the terrain. This is a
parameter determined by mission require-
ments, charts and weather checks.
b. 1f clearance plane had a down-tilt (step 2g),
turn clearance calibration control clockwise
until only a very slight paint remains on the
radar scope at approximately 30 miles.
c. If clearance plane has an up-tilt (step 2h)
turn clearance calibration control counter-
clockwise until either the outward video
movement stops or the limit of 1-hc 40 mile
range is reached.
Note
At no time should there be any move-
ment of the radar return out of the scope
apex.
d. For either adjustment (up to down tilt},
gradually lower clearance plane setting until
an almost instantaneous painting of the
entire scope takes place. This instantaneous
painting proves the clearance plane leveling.
e. Jf instantaneous painting is not obtained,
readjust clearance calibration in small in-
crements as necessary to obtain instanta-
neous painting as outlined in step d.
4. Check accuracy of clearance plane setting as
follows:
Note
If mission is to be flown at speeds in
excess of 500 KCAS, the specific mis-
sion speed shall be used during this
check procedure.
a. Interrupt AFCS altitude-hold by using stick
pressure and fly aircraft to height of mini-
mum clearance plane to be used during mis--
sion. Release pressure on control stick and
1-116
the A FCS will resume altitude bold on the
new referenc<~ altitude.
b. Set clearance plane to a value greater than
known height above terrain . Scope should
have complete painting.
c. Slowly raise cleara.ice plane until paintmg on
the scope just disappears.
d. Recheck point of appearance and disappear-
ance of painting by slowly alternating raising
and lowering clearance plane.
e. With no painting on scope, very slowly lower
clearance plane until a definite ground return
is obtained.
Note
Hard targets in area should not be used to
determine this setting.
f. Record setting of clearance plane indicator.
g. Recorded value should agree or be less than
the known height over ground to assure safe
terrain-avoidance indications.
h. Reading greater than the known height over
ground must be compensated for when flying
aircraft in terrain-avoidance.
WARNING I
Calibration over flat terrain may result in
errors on the unsafe side for corresponding
calibration over mountains. If mission is
to be performed over mountainous terrain,
and mountain calibration is not feasible,
compensation must be made to assure safe-
terrain-avoidance. Unsafe errors, have been
noted during test program on terrain·
avoidance as given in the Terrain Avoidance
Allowable Variation in Clearance Plane
Setting Table.
i. Pull up approximately 5 to 10 degrees and
note scope presentation. In terrain-avoidance
mode radar returns will not disappear until
aircraft.flight pitch changes. In contour-map
mode there shall be no immediate change
until altitude changes.

Terrain-Avoidance Calibration and Accuracy Check Over
Isolated Mountains.
The following calibration and accuracy check should
be performed prior to a tactical mission to deter·
mine the accuracy of the mode so lhat the mission
can be accomplished satisfactorily. This check
should not be used as an absolute check of mode
accuracy. If a precise check of the mode accuracy
is required, refer to Terrain-Avoidance System
Precision Accuracy check.
Note
(E) When the crew member in the rear
cockpit .flies terrain-avo1dance, a cali-
bration run must be made to set the
rear CLEARANCE CALIBRATION
knob. The rear pilot must have the
fire control system power switch in
ON or STBY prior to taking over the
RADAR control otherwise radar infor-
mation will be lost and approximately
5 minutes will be requ1red before the
radar system will recycle again.
lf a nm has already been made by the pilot in the
front cockpit to set his CLEARANCE CALIBRA-
TION knob, this in no way removes the require-
ment for the rear pilot to do the same if he is going
to fly the terrain-avoidance mode.
1. Set controls as follows:
a. Fire control system power switch - ON .
(EJ b. FLIGHT and RADAR control transfer
(take-over) buttons - Engage.
c. Radar mode button- TER AVOID.
d. Clearance plane set switch - For minimum
planned setting for mission.
e. Bomb-Nav switch ·- NA V.
f. Range scale button - 40 miles.
g. Intensity knob - Fully clockwise.
h. Memory knob- Set for approximately
%-second. Do not exceed one second.
Check when the range sweep reaches the
right side. At %-second, the painted area
still visible shall fade out at the center. At
T.O. 1F-105D-1
one second, the painted area still visible shall
fade out near the left hand 15° mark on the
bezel.
i. Clearance calibration knob - Set.
Do not change clearance calibration knob
setting after calibration as any change may
affect calibration accuracy.
j. Video pedestal knob - Set.
Turn video pedestal knob clockwise until th~
scope smears then turn counterclockwise until
smearing just disappears. After calibration the
video pedestal knob should not need adjust-
ment. Should adjustment be needed, the
entire calibration check will have to be
repeated.
k. Altitude set knob - Fully countercloch.·wise.
2. Fly by the reference point (isolated mountam)
and note its altitude on the pressure altitude
scale.
3. Fly outbound at least 20 miles and climb to a
pressure altitude noted in step 2 plus the clear-
ance plane set in step L Record this reading.
4. Tum back on the rcferem~e point and perform
the calibration and accuracy test as follows:
Note
If mission is to be flown at speed in excess
of 500 KCAS, the specific mission speed
shall be used during this calibration pro-
cedure.
a. Stabilize altitude at the pressure altitude of
step 3. Engage autopilot and altitude·hold
switches.
b. Adjust clearance calibration knob on right
console until the reference point just appears
on the scope. This must be done prior to
reaching 10-mile mark.
c. When target reaches 13 miles, switch to the
13-mile range.
d. Track target to 10 miles, adjusting clearance
calibration knob so that reference point
image just appears on scope.
1-1 17
T.O. 1F-1050-1

Note Terrain-Avoidance System Precision Accuracy Check.

No further adjustment of clearance After the terrain-avoidance calibration and accuracy

calibration knob should be required.
e. Track target into fail-safe cursor. During
tracking, continuously monitor the reference
point image to see that it remains the same
size. If it changes, clearance calibrating knob
setting is not correct. Turn outbound and
repeat Lhe procedme from start or step 4.
f. Record the clearance plane setting at the
point at which the image intersects the fail-
safe cursor. Calibration run may be temli·
nated at this time.
check has been completed, precise system accuracy
can be checked by performing the following:
1. Fly outbound at least. 35 miles f'rom obstruction
and using the altitude scale of the A VVI climb
to an altitude above the obstacle noted on the
table below. Turn inbound and perform a data
run , recording clearance plane settings at the
specific points.
2. Adjust clearance plane indicator setting until
the obstacle just appears on the scope at 10, 6,
and 3 miles.

g. The clearance plane setting of step f shall
agree with, or be less than, the clearance
plane setting of step lc, to assure safe
terrain-avoidance operation.
h. If the clearance plane setting of step f is
greater than the clearance plane setting of
step ld, the readings must be compensated
for when using terrain-avoidance mode.
Satisfactory performance is indicated when readings
are within limits in table below. Although the mode
accuracy may exceed the allowable variation, a mis-
sion can still be accomplished by corr.pensating for
the error.
TERRAlN A VOIDANCE ALLOW ABLE
VARIATION IN CLEARANCE PLANE SETTING

WARNING I 11eight Aboue

Obstade in
Feet 25
Range in Miles
10 •5 •3

Data obtained during the terrain-avoidance 500 Oto 150to tSOto

test program indicates a ma.x.imum dif- 1000 850 850
feet feet feet
ference of 300 feet in clearance plane indi·
cations between flat and mountainous 1000 300to 600to GoO to
terrain, as follows: 1700 l.WO 1400
feet feet feet
• lf clearance plane is calibrated over level 2000 300to 1300 to 1500to
terrain, the clearance plane will be accu- 3700 2700 2500
rate over level terrain, and up to 300 feet feet feet feet
inaccurate in mountainous terrain.

• If the clearance plane is calibrated on a *If fail-safe cursor exceeds this range, take readill8' iwt
prior to the fail safe cursor. Do No·r ttdee r~ad;.,gs inskl1
mountain peak, the clearance plane will the fail safe cursor.
be accurate in mountainous terrain and
up to 300 feet safe over level terrain.
Radar Preflight Check - R· 14.

i. Pull up approximately 5 to 10 degrees and Note

note scope presentation. In terrain-avoid-
ance mode radar returns will not disappear
until aircraft flight path starts to change.
In contour-map mode there shall be no
immediate change until altitude changes.
[fJ The following checks are accomplished in
each cockpit for dual flights and in the
front cockpit for solo flights.

1·118

fEl When flying dual, before taking over
control of the radar system for the
ground check, the fire control system
power switch must be at STBY or ON
before depressing the RADAR take-
over button. If this is not done, the
normal five minute radar warm up
time will be required before the check
can commence.
1. Memory knob - Fully counterclockwise.
2. Fire control power switch - ON (6 minute
warm up).
[~3. RADAR take-over. button - Press in cockpit
performing check.
4. Radar mode button - GRD MAP (P.ENCIL).
5. Bornb-Nav switch - NAV.
6. Antenna tilt wheel - Run full up and down.
Position antenna at zero tilt.
7. Range scale button - 13 mile scale range.
8. Radar indicator - Check by moving the
following controls through their maximum
ranges:
a. Receiver Gain.
b. Video Pedestal.
c. Memory.
d. Intensity.
e. Bezel Brilliance.
f. Altitude Set.
g. Cursor Brilliance
· h. Clearance Calibration.
9. Optimize radar displays as follows:
a. lntensity - F'ull clockwise.
b. Receiver gain -Full aft (OFF).
c. Video pedestal- Full counterclockwise.
d. Memory - As required.
T.O . 1 F-1 050-1
e. Adjust bezel brilliance to desired amount.
f . Altitude set full counterclockwise.
g. Cursor brilliance knob - Full counterclock-
wise then fully cl.ock'\vise. Turn knob counte;
clockwise to optimize the azimuth cursor
and horizon lines. Check horizon lines are
horizontally centered and azimuth cuxsor
extends from the scope apex to the top of
the range sweep.
h. Video pedestal knob - Rotate clockwise until
scope starts to smear then backoff counter-
clockwise until semaring just disappears.
After optimizing in the 80 mile range, select
40 and 13 mile range scales and observe that
the video pedestals do not require adjustmenu
when range scales are changed.
i. Adjust memory as desired.
j. Increase receiver gain (forward motion) until
targets appear.
k. Depress range cursor button to obtain 30,000,
40,000 or 60,000 foot range cursors.
1. Select T A - Check fail-safe indicator. Run
clearance plane from 0000 to 6000 feet and
back.
m. Bomb/Nav switch- BOMB. Check automatic
changeover from T A to CM and presenc(> of
range cursors.
n. Bomb/Nav switch - · NA V.
Bomb-Bay Station Selector Button. The bomb-bay stat.ion
selector button (figure 1-3) is a guarded two-position
pushbutton marked BB, and is used to select the
internal store station, and to open and close the bomb·
bay doors for manual operation. In the fFl this but-
ton is operative in the cockpit which has the WEAP-
ONS control transfer (take-over) button engaged. If
the fire-control system is set up for an automatic
bomb release, the bomb-bay doors will open only
after the bomb-bay station selector and the freeze/
fire buttons is depressed. If installed, a fuel tank and
pylon carrit.'<i on the fuselage cente·rline station will
automatically be jettisoned when lhe bomb-bay
doors open. The internal store will be released auto-
matically when the TBC suppues a release signal, and
the bomb-bay doors will close automatically after
the store is released. For manual release of the inter-
nal store, the bomb-mode selector knob must be in
1·119
T.O. tF-1060-1
the MAN position, the bomb-bay station selector
button (the guard must be unlocked) depressed to
open the bomb-bay doors and, simultaneously, ann
the internal store release circuit. Depressing the
freeze/fire button releases the store and the bomb-
bay doors close automatically. When the bomb-bay
station selector button is pulled out, the internal
store release circuit is disarmed (de-energized). The
bomb-bay station selector button is powered by
DC primary power.
Note
fEI The circuit is interlocked so that once
the doors are opened by either crew
member, that same crew member must
continue to release the weapon for
automatic door closing or disengage the
BB station selector button for manual
closing. Once the doors are preset to
open or were opened by a crew mem-
ber, they must be closed by that same
crew member. This interlock function
overrides the WEAPONS take-over
function.
Bomb-Bay Door Auxmary Handle. ln the event of
electrical failure, the bomb-bay door auxiliary
handle (figure 1-7) (not in rear cockpit) located
above the forward right-hand console mechanically
actuates the bomb-bay door control valve. The
handle which is marked BOMB BAY DOOR AUX
has three positions: OPEN, OFF, and CLOSED,
and is guarded in the OFF position. 'rhe guards
must be lifted before the handle can be positioned
to OPEN or CLOSED. When the handle is placed
in the OPEN position, the control valve is mechani-
cally positioned to permit utility and bomb-bay
door accumulator hydraulic pressure to open the
doors. Placing the handle in the CLOSED position
closes the doors.
Note
The bomb-bay door auxiliary handle
overrides the BB station selector button.
Displacing Gear Pres11ure Indicator. A displacing gear
pressure indicator (figure 1-7) is provided to indi-
cate the air pressure available to unlock and extend
the displacing gear cylinder. The indicator is
powered by DC secondary power. See figure 5-l
.for pressure limits.
Bomb-Bay Door Open Indicator light. The bomb-bay
door open indicator light (figure 1-60) located on
1·120
the caution panel displays BOMB-BAY DOOR and
is powered by DC primary power. lt will illuminate
when the doors are unlocked and remain illuminated
until the bomb-bay doors are fully closed and locked
at which time the light will go out.
X·BAND RADAR BEACON.
The X-band radar beacon will allow the pilot to
detect. identify and deliver weapons to a designated
area or to identify airborne tankers for inflight re-
fueling. The beacon utilizes the ground map modes
of the R14 radar system and is controlled by a radar/
beacon switch on the radar control panel. All radar
system modes of operation are retained. With the
radar in ground map mode and the beacon operating,
the pilot can identify and orient his flight path Lo a
beacon transponder. The location of the beacon
will be indicated as a pip in the radar scope. Azimuth
markers, range markers, range scale lights and horizon
bars will be retained ; however, the terrain indication
for ground map mode will be eliminated. if the bea-
con is the target, a normal IP or TTP weapons delivery
can be accomplished. Under conditions where the
beacon cannot be located at the target, a requirement
is imposed to situate the beacon at a predetermined
position in relation to the target so that a BIP bomb-
ing mission can be accomplished. Similarly, a tanker
can be located for inflight refueling by using the
tanker's beacon.
Radar/Beacon Switch.
The radar/beacon switch, located on the radar con-
trol panel, is a two-position switch placarded RADAR
and BEACON. When .in the RADAR position all
radar modes operate normally. In the BEACON
position, 'vith the radar in GRD MAP SPOIL or
PENCIL, beacon position is indicated on the radar
scope as a pip. Ground terrain indications are
eliminated.
Radar Beacon Operation.
To acquire the radar beacon mode, set the following
controls:
1. Fire control system power switch - ON.
[EJ 2. RADAR control transfer (take-over) button -
Depress in cockpit with control.
3. GRD MAP radar mode switch - SPOIL or
PENCIL.
4. Radar/beacon switch- BEACON.
 T .O. 1F-105D- 1

Note from the ILS, TACAN, ADF, and DOPPLER systems.

(f) The cockpit with radar control can
switch to beacon mode or return to
radar mode by positioning the r.tdar/
beacon switch to BEACON or RADAR
i.tapectively, provided the radar/beacon
switch in the cockpit without radar con-
trol is in the RADAR position. If either
forward or aft radar/beacon switch is in
BEACON, beacon mode will be acquired
if GRD MAP SPOIL or PENCIL is se-
lected in the cockpit with radar control.
COMMUNICATIONS AND ASSOCIATED
EL ECTRONIC EQUIPMENT.
Not e
See Communications and Associated
Electronic Equipment Table (figure
1-39) for a summary of the equipment
in the aircraft.
An .instrument-selectm switch is incorporated to
provide selection of the system information to be
displayed on the indicators. The AN/APN-131
navigation system is not integrated and has separate
power supply and functions. Antennas are concealed
within the aircraft to protect them from dirt and air-
loads during high speed flight and to maintain an
aerodynamically clean aircraft.
In the [E) all sets except IFF/SIF (AN/APX-37) are
remotely controlled from either cockpit with vi•mal
indicators on the consoles and instrument panels.
Controls for the IFF /SIF set are not in the rear cock-
pit. Before control of a system can be accomplished
by either pilot, the control transfer system (take-over)
button in the cockpit assuming control of the partic-
ular system must be engaged. The control transfer
buttons are in the front and rear cockpit and permit
transfer of a system control between cockpits. The
control transfer (take-over) system is described in
section l and the specific take-over button is described
under its appropriate paragraph.

'I'he communication, identification, and navigation ANTENNA LOCATION.

(CIN) systems which provide air-to-air and air-to-
ground commw1ication, aircraft identification, and For antenna location see figure 1-41.
navigation equipment for guidance during 11ight,
are integrated to form a CIN subsystem that em- CIN MAIN POWER SUPPLY CA UTION LIGHT.
ploys a central power supply which is composed
of a primary, secondary, and an emergency power The CIN power supply caution light (figure 1-60)
section, each of which furnishes power to one or located on the caution light panel displays CIN
more of the foregoing systems (see figure 1-40). PWR when illuminated and is powered by the DC
The integrated power supply is powered from primary bus. Conditions that will cause this light
three phase AC secondary power, DC primary to illuminate and the systems that are operative or
power, and DC secondary power, and supplies power inoperative when the light is illuminated are as
to the command radio, AN{ARA-48 automatic follows:
direction finder group, Tactical Air Navigation
System (TACAN), Instrument Landing System
(ILS), and Identification Friend or Foe (IFF/SIF) Condition C1111sing Equip111ent 'Equipment
system. If there is a DC primary power failure, Light Illummlltion Operllling l1Wf;ert#it1e
the entire CIN system is inoperative. The AN I
ARC-70 command radio has priority over the DC voltage drop o£ COMMAND RADIO TACAN
other equipment using the power supply. If any 12-30% to command (in back-up, using
DC powered modules in the CIN power supply, radio module, or DC power normally sup-
POWER SECTION plied to TACAN),
which ~;upply power to the command radio fail, OF CIN POWER ILS, ADF, ond
automatic switching within the power supply takes SUPPLY FAILS lFF/ SlF.
place to use the AC powered CIN modules (emer-
gency back-up) to maintain operation of the AN/ AC secondary power COMMAND RADIO, ILS
ARC-70 command radio. This switching will also fa.ilure-AC GEN IFF/SIF. TACAN
occur if any of the AN/ARC-70 radio set. voltages failure and AC GEN ADF
OUT light illumi-
drop below a preset value which is necessary for nated. DC secondary
normal operation. Failures of this kind will illumiA power failure. DC
nate a caution light together with the master cau- GRN failure and
DC GEN OUT light
tion light. The navigation indicators of the illumi11ated.
integrated instrument system display information
1-121
T .O. 1F-105D-1

a,ssc:»ci..~~ed.
COMMUNICATIONS AND

ei.ec-ti..-c:»:.1i..c
e~ ....-..i..:P~e:.1-t;

CONTROL
TYPE DESIGNATION FUNCTION RANGE
LOCATION

INTER·COMMUN· AN/ AIC-20 Voice communication between front and Between cockpits, left comole both
!CATION SET rear cockpits, and either crew momber ond cockpits and cockpih.
and ground crew. Connech audio of the ground crew .
radio, navigation, missile, end landing
gear audio warning signal to both crew-
members head seh .

UHF COMMAND AN/ ARC-70 AM radio communication between air- line of sight up Ia left console both
croft and ground radio slolioru, and be- 250 miles air to cockpits.
RADIO tween aircraft. ground, and up to
550 milu oir to air.
liD IIAPIO RELAY AM radio communication between Some cs UHF Right console
POD [0-686] C/ W two radio stations command radio

DIRECTION AN/ ARA·48 Provides signals to the HSI on the main Some as UHF u.e. comma nd radio
instrument panels which indicate mag· command radio, control panel.
FINDER GROUP netic bearing to a UHF radio signal
source.

LOCALIZER, GLIDE AN/ ARN-61 Re<eive:s llS radio signals & provides locolizer-appro•. Right conoole both
visual indications on the ADI & HSI lor 45 miles. Glide cockpih .
SLOPE, & MARKER vertical & lateral guidance, and recei ves slope approximately
BEACON RECEIVER marker beacon signal lu indica te 25 miles.
(ILS) pos ition.

UHF NAVIGATION AN/ ARN-62 Used in conjundion wllh TACAN to pro- Distance measuring Right co nsole both
vide bcooring and distance informolion to up to 200 noutico l cockpits.
RADIO (TACAN) a TACAN station. Visuoi d isplay on the miles. Bearing
HSI. information, line of
sight.

DOPPLER NAVI- AN/ APN-131 Sell-contained microwave radar traM· TrommiHer-Receiver: Righi console both
GATION SYSTEM miller-receiver and ~ompuler which solve• 0 to 70,000 feet cock pi h .
navigation problems. Visually displays altitude, 147 to
present position, ground spoed drift 1500 knots.
angle , ond course to fly to either of two Computer: 2,000
destinations on the ADI ond HSI. nouticol miles each
destination.

IDENTIFICATION AN/ APX-37 Receives coded inlerrogotial\ from 0 0 to 150 miles line Right console front
RADAR (IFF /SIF) ground station ond oulomoticolly Iron•· of sight. cockpit.
mils pf'<!determined coded reply,

Figure 1-39

1-122
 T.O. 1F-1050 - 1

CIN CENTRAL POWER SUPPLY

UH~
IFFj SIF COMMAND
RADIO
CIN
PP-1852
POWER
SUPPLY

PRIMARY POWER SECTION

D
c
I
p I ......__
COMP COOL
I
SEE NOTES *
R CINRELAY
PWR RELAY
ENERGIZED
WHEN WEIGHT ISON
G NORMALLY
£NERG IZEO
CIN
PP-1851 EMERGENCY POWER SECTION
ENERGIZES
L.G. RESULT ING IN
POWER
THE ENT IRE CIN
POWER SUPPLY SUPPLY
CINPWR BECOMING IN-
OPERATIVE IF AC
SECONDARY POWER
IS NOT AVAILABLE
TO THE COOLING
BLOWER MOTOR
WITH L.G. OOWN.

SECONDARY POWER SECTION

NOTES:
*1. The CIN PWR circuil breaker must be en-
gaged for ClN power supply operation.
Power from the CIN power circui t breaker
throug h the normally open CIN RElAY
activates specific CIN modules and ener-
g izes relays connecting power from the
DC primary and secondary busses and the
AC ucondory bus to the primary and sec-
ondary section of the power supply os
shown above.
* 2. The UHF command radio filaments ore
powered by AC power from the secondary
power section. II this source of power Is
i nterrupted or foils, the filomenls ore pow-
ered by lhe DC primary section.
*3. If the primary powe r section foils the CIN
power caution llghl iliu m inotes the UHF
command radio and IFF/ SIF ore in emer-
gency bock- up and uses power normally
supplied to the TACAN system by the sec-
ondary power section. When th is cxcurs
lhe TACAN set is inoperative.
*4. II only DC pri mary power is available, or
the secondary power section foils ADF,
ILS, and TACAN ore inoperative.
*.s. If the DC powered modules overheat, the
CIN power caution light illumi nate• and
the command radio, ILS, and ADF w ill
operate and ore powered by the secondary
power section . The TACAN and IFF/ Sif
syste ms ore inoperative.
6. On aircraft with PP-18.51 power supplies
below S/ N 220 or not marked MOD E. if
o primary DC power interruption occurs
wh ile secondary AC power i• off the entire
CIN system will be inoperative. If only DC
power is returned the CIN system will still
be inoperative and the CIN power covtion
light will illuminate. The CIN system con
ogoin be activated only when secondary
AC and primary DC power ore available
to the power supply.

Figure 1-40

1-123
T.O. 1F-1050- 1

ANTENNA LOCATIONS

IFF/SIF
AN/APX-37

IFF/SIF
AN/APX·37

RADAR
R-14

MARKER BEACON COMMAND RADIO -ADF

AN/ARN-61 AN/ARC-70 AN/ Afffl-73 AN/ARN-48

Figure 1-41

fwnishes interphone service between cockpits. The

Condition Causing Equipment Equipment intercommunication set is powered by DC primary
Light lllumination Operating IInopera tiue power.
Overheating of DC COMMAND RADIO T.AC.AN Function-Selector Switch.
powered command .ADF IFF/ SIF
radio modules (Light ILS The function-selector switch (figure 1-42) is a four-
cycles OFF and
ON).• position rotary switch, marked T /R LIA, T /R
COMM, INTER NOR MIC and HOT. The INTER
NOR MIC, and HOT mike positions are used only
* NOTE: Light cycling may be stopped by lowering the on [E) aircraft. The LIA position is provided for
landing gear (within extension limits) to activate a possible future auxiliary radio installation and
the modular cooling blower. If the light goes out, should not be used. The COMM position permits
this is a positive check that modular cooling is
ineffective and the CIN DC powered modules are transmission and reception of command radio sig-
overheating. nals and in addition on the [E) provides HOT MIC
operation (permits communication between cock-
INTERCOMMUNCT ION SET-AN/ AIC-20. pits without depression of the microphone button).
In the [E) , control of the command radio is deter-
The AN/AIC-20 intercommunction set. (figure 1- mined by the depression of the COMM transfer con-
42) is provided so that AIC headset type H-79, AIC trol take-over button in either cockpit. The NOR
microphone type M-55 or their equivalents can be rvrrc position permits communication between the
used. The set is basically an amplifier, connected front and rear cockpit using the microphone button
electrically to the command radio, TACAN, ILS, on either throttle. The HOT position permits com-
missile audio system, and the landing gear audible munication between the front and rear cockpit
warning system. The intercom set amplifies radio without depressing the microphone button on either
signals transmitted and received and is controlled throttle grip. Depressing the microphone button
by a panel in the cockpit. In addition, it furnishes when at HOT mike will not result in transmission
interphone service between the ground crew or outside the aircraft. In addition, audio signals from
maintenance personnel through a plug-in connector the T ACAN, ILS and missile equipment are moni-
when the aircraft is on the ground and in the [E) , it tored, simultaneously.
1-124

Figure 1-42
Intercom aux/normal switch.
The intercom aux/normal switch (figure 1-42},
which has two positions marked NOR and AUX,
is normally left in the NOR position for monitoring
of radio, navigation, and missile audio in addition to
command set audio and in addition on the [EJ for
interphone operation between cockpits. The AUX
position is selected only if the AN/AIC-20 (headset)
amplifier fails to receive. With the switch in this
position, the audio output of the command set is
connected directly to the headset. All other radios
are disconnected. The switch is safetied in the NOR
position with soft safety wire.
Volume Control l<nob.
The volume control knob (figure 1-42}, marked
VOL, is used for adjusting the volume of the inter-
phone set between the cockpit and maintenance
interphone stations. On the [E.J the knob is also
used for adjusting volume of the interphone be-
tween cockpits. The crew member in each cockpit
controls his own volume. The audio volume of
each radio navigational set or missile audio must
be adjusted on its individual control panel for the
desired audio level.
T.O. 1F-1050-1
INTERCOM
AN/AIC-20
Call Switch.
The call switch is a two-position spring-loaded switch
placarded CALL. This switch is inoperative on the
[Q] , and on the [E] is used to call the other crew
member regardless of switch positions or volume
control setting on the intercom control panel. When
the switch is held in the CALL position, it overrides
the microphone button and transmission outside the
aircraft will not occur however, other signals will be
mixed and monitored at a reduced level.
Operation of the Intercom Set.
In the [f) operation of the intercom set is con-
trolled by each pilot as required and is independent
of the take-over system.
Command Radio Operation.
1. Function selector switch - COMM.
2. Intercom aux/normal switch -NOR.
3. Press microphone button on the throttle grip
to transmit.
1-125
T.O. 1 F-105D-J
4. Release microphone button when transmission
L'5 completed to permit receiving reply.
Note
!El During all modes of intercommunication
operation signals from all operating radio
and navigation equipment will be mixed
and simultaneously heard by each crew
member.
If.] lnterphone Operation.
1. !:<"unction selector switch - COMM.
2. Intercom aux/normal switch - NOR.
3. Crew members can communicate without de-
pressing the microphone button. If the micro-
phone button is depressed. with the command
radio ON, transmission outside the aircraft will
occur.
[f] Selective 1nterphone Operation Only.
1. Rotate function-selector switch to NOR MIC.
2. Press microphone button on throttle and talk.
Note
!f1 If the mike button is held depressed trans·
mission outside the aircraft will not occur.
The microphone button must be released
to allow the other crew member to reply.
f.E) Continuous lnterphone Operation.
1. Rotate function-selector switch to HOT and
talk.
Note
[E) It is not necessary to depress the micro-
phone button before talking. The other
crew man can listen and talk regardless
of the function selector switch position
on his intercom control panel.
[f) lnterphone Call Operation.
1. Hold the call switch at CALL to talk to the
other crew member.
1-126 Change No. 3
Note
(E) The other crew member will receive the
message regardless of the position of
his function-selector switch.
• Whenever the call switch is held at CALL,
it overrides the microphone button.
Transmission outside the aircraft will not
occur when the call switch is activated.
Intercom Amplifier Failure.
1. Intercom auxfnormal switch - AUX.
All other radios are disconnected. Command
radio signals bypass the intercom set and are
connected directly to the headset.
Intercom Operation with Ground Crew.
1. Intercom auxjnormal switch - NOR.
2. Function selector switch - COMM.
This will provide a "hot mike" connection for
ground crew interphone when the volume con-
trol is advanced sufficiently. If the pilot de-
presses the mike button grmmd crew conversa-
tion will be broadcast if the AN/ARC-70 radio
is turned on.
MISSILE AUDIO CONTROL.
T.O. 1F-105F-559 installed a missile audio volume
control in the rear cockpit of the F-105F/G aircraft
which functions independently of the control in the
forward cockpit. (Figure 1-6, Sheet 2 of 2).
The volume control of the AIC-20 will affect the
missile volume but the missile volume control has
no effect on the AIC-20 volume. The volume con-
trol for the AIC-20 should be adjusted for the de-
sired level for inter-crew operation and the individ-
ual missile audio control can then be adjusted in·
dependently .
COMMAND RADIO-AN/ ARC-70.
The AN/ARC-70 command radio set provides voice
transmission and reception on 1750 frequencies.
Frequency selection can be made in steps of 0.1
megacycle within the range of 225.0 to 399.9 mega-
cycles. The control panel (figure 1-43) is on the

left console. Selection of any of 20 frequencies can
be preset in any order. In addition an operating
frequency can be set up manually without disturbing
any of the preset frequendes. The set uses two
receivers: main, and guard. The guard receiver is
capable of covering the frequency range of 238.0
to 248.0 megacycles; however,_ it is fixed prior to
T.O. 1 F-1050-1
installation to 243.0 megacycles. The functions of
the set are selected by the four-position function
switch on the control panel. 1\ mode selector switch
on the control panel provides for rapid selection of
the guard, preset, or manual modes of operation.
A tone pushbutton on the control panel is provided
for continuous tone transmission to aid ground
Change No. 3 1-126A/(1-126B blank)

stations in obtaining a directional fix. A preset
channel selector knob on the control panel is used
to select any of the 20 preset frequencies. The
channel selected is displayed in the channel windows
of the control panel and the windows of the remote
frequency channel indicator. The manual frequency
selector knobs permit manual selection of a fre·
quency within the operating range of the set. The
selected frequency is displayed in the manual fre-
quency windows and the remote frequency channel
indicator. A numerical indication of the selected
channel appears in a window adjacent to the preset
channel selector knob, and in the window of the
remote frequency channel indicator on the main
instrument panel Audio volume is adjusted by a
knob on the control panel. The radio will operate
if the main power supply is functioning and the
AC secondary and DC primary busses are energized.
The radio is normally powered by the DC primary
modules of the CIN power supply. If voltage to
the command radio falls below normal, or certain
DC powered modules fail, the command radio will
be operated by an AC powered back-up module.
When this occurs, the CIN PWR caution light will
illuminate indicating the IFF and TACAN sets
may be inoperative. The command set is then in
back-up or auxiliary ope1·ation and is dependent on
AC secondary power for operation. In the [f) the
pilot m either cockpit can assume control of the
command radio by depressing the COMM take-over
button on the transfer panel in his cockpit. The
COMM take-over button in the cockpit which does
not have control, will illuminate and display NO
CONTROL. The control panel operates only in
the cockpit. with control of the COMM system.
Communication Control Transfer (Take-Over) Buttons. [fl
The communication control transfer (take-over)
button (figure 1-60) permits transfer of command
radio control between cockpits. The buttons are
solenoid-held pushbutton switches placarded
COMM, and pressing this button in either cockpit
transfers control of the command radio to that
cockpit. The COMM button in each cockpit con-
tains a yellow integral legend type indicator light
which illuminates displaying NO CONTROL in
the cockpit that does not have control of the
command set control panel. When flying solo, the
front cockpit has control of the command radio
whether the button is depressed or not. When
flying dual, either pilot can transmit on the fre-
quency selected by the cockpit in control. 'J'he
button solenoid is powered by DC primary power
and the indicator light is powered by AC pnmary
T.O. 1F-1050·1
power. Refer to section l for details of the control
transfer {take-over) system.
Function Switch.
The function switch (figure 1-43) has four positions
marked OFF, MAIN, BOTH and ADF. The OFF
position places the main and guard receivers in stand-
by. In the MAIN position, the radio receives on the
main receiver, and both the main receiver and trans-
mitter are turned to the preset or manually selected
channel, while the guard receiver remains inoperative.
When the switch is in BOTH position, t.he radio will
receive signals simultaneously from the guard receiver,
which is constantly tuned to the guard channel, and
from the main receiver. Both the main receiver and
the transmitter are turned to either a preset or man-
ually selected frequency. In ADF mode only ADF
navigation information will be displayed on the HSI.
The ADF position integrates the AN/ARA-48 direc-
tion finder group with the frequency selected on the
AN/ARC-70 and provides automatic direction finder
functions. Bearing information to the station is
displayed on the bearing pointer of the HSI. The
UHF bearing pointer indicator light on the HSl will
illuminate. The auxilial'y guard receiver is inoperative
in this position.
Preset Channel Selector Knob.
The preset channel selector knob (figure l-43) is
used to select any one of 20 preset frequencies. The
channel number selected is indicated in the channel
window marked CHAN on the control panel, and in
the window of the remote frequency channel indica-
tor on the main instrument panel. Clockwise rota-
tion of the selector increases the number displayed
in the windows. The frequency selected will show
m the manual frequency-selector indicator window
on the control panel, and on the remote-frequency
channel indicator on the main instrument panel.
Note
[E) The channel number is shown on the
control panel of the cockpit with COMM
control, and on the remote frequency
channel indicator in each cockpit.
Manual Frequency Selector Knobs.
There are three manual frequency-selector knobs
(figure 1-43) on the control panel which pennit
manual selection by the pilot of any of the 1750
frequencies in the radio's tuning range for
1·127
T.O. l F-1 050- 1
COMMAND SET AN/ARC-70
c c:»....."t; :rc:» I.
I_»&;..... ei.
NOTE:
On some unmodified 0 thru tE con-
trol panels, the frequency numbers are
not always visible In the manual fre-
quency salector indicator window.
Figure 1-43
transmit-receive operation. A manual frequency-
selector indicator window on the control panel,
and a remote frequency channel indicator are
provided to display megacycles and tenths of a
megacycle, of each frequency manually selected.
Note
To transmit and receive on the man-
ually selected frequency, the mode-
selector switch must be at MAN.
[f] The frequency selected is only shown
in the manual frequency window on
the control panel of the cockpit in
control of COMM, and on the remote
channel indicator in each cockpit.
Tone Pushbutton.
The spring-loaded pushbutton marked TONE (fig-
ure 1-43) switches the radio from receive to tone
transmission on the manually selected or preset
frequency on which the radio is operating. As long
as the pushbutton is depressed, a continuous 1020
cycle tone is transmitted. The pushbutton may be
1-1 28
lEJ Control transfer button
In each cockpit. Shown Illuminated
tor information only.
used as a key for code transmission or for direction
finding operations in conjunction with other aircraft
and ground stations. The microphone press-to-talk
button, regardless of its position, has no effect on
the operation or function of the tone pushbutton.
Volume Control.
The volume control (figure 1-43), marked VOL,
regulates the headset volume for signals received on
both the main and guard receivers. Volume control
range is predetermined so that the signal volume may
not be reduced below a preset level. Transmitter out- ~
put power is fixed and cannot be changed by the pilot.
Micro phon~ Button.
The microphone button (figure 1-11) located on
the throttle, switches t he radio set from receive to
transmit operation for voice modulation when held
in the depressed position. When the button is re-
leased, the radio returns to receive operation.

Jlode Selector Switch.
The control panel (figure 1-43) incorporates a mode-
selector switch. The switch has three positions;
GUARD XMlT, PRESET and MAN and is used to
select the preset, guard transmit or manual mode of
operation.
Remote Fr-equency Channel Indicator.
The remote frequency channel indicator (figure 1-
43) displays the channel number of any of the 20
preset frequencies selected by the preset channel
selector knob, the manual frequency selected, or
the letters GD appear when operating in the guard-
t-ransmit mode. '!'he displays selected by the cock-
pit in control will be shown on both indicators.
Normal Operating Procedures.
Note
No transm.ission will be made on emer-
gency (distress) frequency channels
except emergencies. For test demonstra-
tion, or drill, the radio equipment will
be removed from the aircraft and
operated in a shielded room to prevent
transmission of messages that could be
construed as actaul emergency messages.
[EJ • The mode of operation and frequency
or channel selected is controlled by the
pilot in control of the COMM functions,
however, either pilot can trasmit on the
selected frequency or channel.
f.E) 1. COMM take-over button in cockpit taking
control of the command radio - Depress.
2. Place the mode selector switch at PRESET and
the function switch in the BOTH position and
allow approximately two minutes warmup of
main and guard receiver units.
3. Rotate the preset channel selector knob until
desired number appears in the CHAN window
of the control panel and on the remote fre-
quency channel indicator.
Note
When selecting a new preset channel,
there will be a delay of four seconds
before the automatic tuning cycle ad-
justs the set for operation on the newly
selected frequency.
T.O. 1F-105D- 1
4. Adjust the volume control for desired audio
level.
5. Before transmission check that the equipment
is functioning, and tuneup complete, by listen-
ing for voice side tone or tone signal when the
tone button is depressed.
6. For manual selection of a frequency that is not
included in the preset channels, place the mode-
selector switch at MAN . The selected frequency
is visible in the four windows across the top of
the control panel and the windows of the remote
frequency channel indicator. Use the three
manual tuning knobs to establish desired .fre-
quency. The numbers that appear in the win-
dows and the remote frequency channel indica-
tor show operating frequency. The function
switch must be at MAIN or BOTH for this
operation.
7. To obtain t ransmission and reception of the
guard frequency, the function-switch should
be at BOTH and the mode-selector switch at
GUARD XMlT. The letters GO appear in the
remote frequency channel indicator.
8. Placing the function switch of the AN/ARC-70
set at OFF puts the set in standby condition.
The UHF COMM or CIN PWR (ELEC SYS
CNTRL PWR) circuit breakers must be pulled
out to turn the set completely off.
Note
Once the radio set has been completely
turned off, a 25 to 35 second warm-up
period must be completed before radio
transmission can be r esumed, when the
set is again turned on. On aircraft with
unmodified power supplies, (below S/N
220) a warm-up period of approximately
75 seconds must be completed. The
wann-up periods will be slightly greater
when the DC generator is not operating.
Emergency Operattng Procedures.
In case of apparent failure of equipment, attempt
operation in alternate positions of tbe mode-selector
switch (GUARD XMIT, PRESET or MAN) and/or
alternate positions of the function switch. Turn
equipment off for several minutes, then turn func-
tion switch to type of operation desired. H the
tuning mechanism was responsible, this action will
restore operation. Check circuit breaker panel for
tripped condition of the INTERCOM circuit breaker.
1-129
T.O. 1F 1050-1
If intercom set amplifier is out, place intercom aux/
normal switch on intercom control panel in the
AUX position to bypass the intercom amplifier and
direct command radio audio signals directly to the
headset. (Only COMMAND radio reception is
possible.)
RADIO RELAY SYSTEM [QJ [D-686} C/W.
The radio relay system provides a communication
relay between two radio stations operating in the
UHF band, 225.00 to 399.95 Me. As a secondary
function, the system may be used by the pilot as a
back-up communication system in lieu of his ARC-
70 command radio. The relay system consists of
a radio relay pod carried on the centerline pylon,
a control head and a control panel both mounted
on the right hand console. The pod contains two
ARC-51BX receiver-transmitter units which are
utilized to receive and retransmit signals simulta-
neously provided each unit is tuned to a different
frequency. When a signal is being received from
one of the ground stations, the corresponding
receiver energizes the transmitter of the other R/T
unit.
The pilot can monitor the relay in his headset. The
control panel selects power to energize each R/T
in the pod and also controls which radio will be
tuned to the frequency selected on the control
head. The system is powered by DC secondary
power.
Control Panel.
Power Switch. The power switch is placarded POWER
CONT and has four positions: OFF, UHFl, UHF 2
and RETRAN. The OFF position removes power
from the radio relay system. The UHF 1 and UHF 2
positions energize the respective radios in the pod.
The RETRAN position energizes both radios and
the system functions as a communication relay.
Tune Select Switch. The tune sel(:ct switch is placarded
TUNE SELECT and has two positions: UHF 1 and
UHF 2. The UHF 1 and UHF 2 positions tune
radios 1 and .2 respectively to the frequency selected
on the control head.
Note
While the radios are being programmed
to the frequency selected on the control
head, an 800 cycle tone is head in the
pilot's headset.
1-130
Pod Normal Switch . This switch has two positions
placarded; POD and NORMAL. This switch is not
used.
Control Head.
Function Selector Switch. The function selector switch
has four positions placarded; OFF, T/R, T/R + G
and ADF. This switch is not used.
Mode Selector Switch. The mode selector switch has
three positions placarded; PRESET CHAN, MAN
and GD XMIT. The PRESET CHAN position permits
selection of one of 20 preset channels by means of the
preset channel selector. The MAN position permits
manual selection of frequency by use of the manual
frequency selectors. The GD XMIT position is not
used.
Preset Channel Selector. The preset channel selector
permits the selection of any of the 20 preset channels.
Manual frequency Selectors. The three manual frequency
selector knobs provide selection of frequency within
the 225.00 to 399.95 Me band limits. The selectors
control the hundreds, tens, units, tenths and hun-
dredths digits of the desired frequency in megacycles.
The manually selected frequency is indicated on a
manual frequency selected window placarded Me.
The mode selector switch must be in the MAN posi-
tion for manual frequency selection.
so Disable Switch. The SQ disable swit.ch is placarded
SQ DISABLE with two positions; OFF and ON. The
OFF position permits signal to noise squelch opera-
t ion while the ON position disables the squelch
circuits.
Note
The SQ disable switch must be in the
OFF position for retransmit operation.
Volume Control. The volume control is placarded
VOL and rotation adjusts the level of audio signals
delivered to the pilot's headset.
Preset Channel Indicator. The preset channel indicator
shows the channel selected by the preset channel
selector.
Intercom Function Selecto r Switch. The intercom func-
tion selector switch position T/R LIA which was
previously inoperative is now utilized when the
back-up communication system is desired. With the

switch in the T /R LIA position and the microphone
button depressed the ARC-70 radio-transmit func-
tion is disabled and transmitting is through the radio
set in the pod selected by the power switch and tune
select switch on the control panel.
Operating Procedures.
The operating procedures for the radio relay system
is as follows:
a. Mode selector switch - MAN or PRESET
CHAN.
If MAN is selected, rotate the manual frequency
selectors to the desired frequency fo r radio
No.1.
If PRESET CHAN is selected, rotate the preset
channel selector to the channel which contains
the desired frequency for radio No. 1. Radio
No. 1 will tune to the frequency selected .
b. SQ disable switch - OFF.
c. Power switch- RETRAN.
d. Tune select switch - UHF 1.
e. Tune select switch ·- UHF 2.
f. Mode selector switch -MAN or PRESET
CHAN.
If MAN is selected, rotate the manual fre-
quency selectors to the desired frequency f.or
radio No. 2. If PRESET CHAN is select.ed,
rotate the preseL channel selector to the chan-
nel which contains the desired frequency for
radio No. 2. Radio No. 2 will tune to the
frequency selected.
Note
While radio No. 1 and 2 are tuning to the
frequencies selected, an 800 cycle tone
will be heard in the headset.
g. The system will now function as a radio relay.
Signals being relayed between stations will be
heard on the headset and volume level may
be adjusted with the volume control.
Note
If a frequency change is desit·ed, th e tune
select switch must be indexed to corre-
T.O. lF - 1050-1
spond to the radio for which the fre-
quency change is desired.
h. To utilize either of the relay pod radios as a
back-up for the ARC-70 command radio, index
the inter com function selector swit.ch to T/ R
LIA.
Note
When the intercom function selector
switch is positioned to T /R LI A the
ARC-70 transmit function is disabled.
ARC-70 side tone will still be present in
the headset so that GUARD and MAIN
channel may be monitored.
i. Power s·witch and tone select switch Position
corresponding to radio to be used.
j. Mode selector switch - MAN or PRESET CHA.I\
If MAN is selected, rotate the manual frequency
selectors to the desired frequency. If PRESET
CHAN is selected, rotate preset channel selector
to the channel which contains the desired fre-
quency. The selected radio will tune to the
selected frequency .
k. To transmit, depress the microphone button.
TRANSPONDER/ANTENNA SYSTEM- SST·I81X
(Ql [D-6921 C/W (EJ [ F-546] C/W.
The transponder/antenna system is installed in (QI
aircraft in accordance with [ D-692} and in (EJ air-
craft in accordance wilh [ F -54.6]. The control panel
is located on the top of the main instrument panel
and incorporates a transponder switch and an indi-
cator light. The system is powered by DC secondary
power.
Transponder Switch.
The transponder switch has two positions, ON and
. OF'F.
Operating Procedures.
To activate the transponder/antenna system, position
the transponder switch to ON.
Change No. 1 1-lJOA/(1-1308 Blank).
 T.O. 1 F-1050-1

TAPE RECORDER SYSTEM- 14 CHANNEL
F{F-548] C/W
The 1 ! cham1el tape recorder system functlons to
record information provided by certain aircraft
svslems duri.ng a tlig.ht. At thC' end of a flight,
the rcconler, located on the right console, is
rr11l\1Vt·t! from the ah·craft and operated in con-·
Jltnclion with a ground plavbacJ, svstcm to l'e-
consll'Uct and cvaluntc the mission. The system
is powered by secondary DC anrl AC power.
The ON position energizes llw s;vstem puwer
S\! pply, encrg,izes the cooling IJlO\-vcr in the air-
eruCt missile interface, and acti\'atcs a thc·rnwl
blanket in the recorder unit. The- thermal l>lan-
ket maintains the rec:ordl:!r tajle deck at a con-
stant temperature. An i11turnal time code is also
energized which will start when the tdrcraft
wtdght is ofJ tho wheels (takcofi) and wi ll con-
tinue until either the an·cruft weight is on the
wheels {touchdown) or the power switch is in-
dexed to OFF .

lnp1.1ts to the ta1)C recorder an• as follows: Record Switch

Ai.rcraft Systcn1 In11ut Tht.• record :;witch, located un the left const)le
reor cockpit, is a momentary contact switch
•.\G.:\17.: Assessment Vidco/au<.lio from spring loaderl tu the mid (nc~tral) position. The
launched missile two positions are marked RECORD and .STOP.
I\Jomcntaril~ positioning the switch to RECORD
AG.i\-l-78A or l\Gl\l- lllissilc system status activates the tape recot:del' and illum inat.cs the
7">B Missile Control HL-:CORD light on the control panel. \IomcnLarilv
positioning tbc switch to STOP, stops the tape ·
Hadar Homing and Warning Visual displays and n.•cordet· aud illuminates the STOP light on the
111odc of operation control panel.

AGM-78 Assessment Sy~'tem

Audio (UHF, intercom
an<l Rada1 Homing and
Warning) The AGi\1-7~ ass~ssment svstero [unctions to
provide information on the -operation 0f a launched
Doppler Navi~ation Lat.itudc, longitude. The s.v~tem consists of an
,\ Gl\l-78 missilo.
true heading, ground assessment anlonna, a receiver and a f~ DA vol-
specct and Drift Angle ume control. Rl•' sip;naL:; transmitted by the
launched missile are detected b) the assessment
CADC Tnw angle of attack, antenna and applied to th(• r1,cci"n'!r. The re-
calibrated airspeed cei er functions to convert thc•sc RF si~nals in-
and altitude to ~ideo and auri io signals. !'he video and audio
outputs of the receiver are applied to the re-
Aceclerometcr Acceleration sibrnal l:{lrder control unit of tbc 14 cha1ulel ta}w recorder
system. The audio output is nlso applied lo the
All Attitude I)itch and Roll AIC-20 intercom system thxough the BDA vol-
Uill(' control.
Uckrence

Power Switch
The power switch, locatetl on the Ieft eons ole
rear cockpit, is a two position switch plaeardect
POWER with positions mark<.>d ON and OFF.
QRC-373 (BORDERS) SYSTEM [1079] C/W.
The QRC-373 system consists of four separate trans-
nll Lting systems ea(:h covering a separate frrquency

Change No.1 1-131

T.O . 1 F- 1050 -1
band. The four systems may be operated separately
or simultaneously depending on mission require-
ments. The system consists of two antennas, two
diplexers, four transmitters, a relay box and a con-
trol panel. The antennas are mounted on the inside
top portion of the Rl4 radar radome. The control
panel is mounted on the lower right corner of the
windshield bow and contains four switches and four
indicator lights (one for each band). The system is
powered by 28 volt DC power.
IDENTIFI CATION RADAR (AN/APX·37).
The AN/APX-37 identification radar set provides
automatic selective identification of the aircraft in
which it is installed when properly challenged by
surface or airbome radar sets. The set can also
identify the aircraft in which it is installed as a
friendly aircraft within a group of specific friendly
aircraft. Supplementary purposes are to provide
momentary identification of position upon request
and to transmit a specially eoded response to indi·
catc an emergency. In operation, the AN/APX-37
set receives coded interrogation signals and t rans-
mits coded reply signals to the source of the chal-
lenging signals where the reply codes are displayed,
together with assoc1ated radar information (targets,
etc.) on the radar i.'1dicators. When a radar target
is aceompanied by a proper reply code from the
IF'F' set, the target is considered friendly. Three
modes of operation are provided for rE!sponse to
interrogation signals: Mode 1 (SI), Mode 2 (PI)
an<.l Mode 3 (TIJ, security identification, plane
identification and traffic identification respectively.
The SIF (selectiv<' identification feature) control
panel IS used in conjunction 'A>ith the IFF control
panel, provtding for elaboration of the reply coding
through Lhe many code combinations available
with the SIF control panel. Normal power to the
AN/APX-37 system 1s from the (ClN) integrated
power supply which is powered by DC primary,
and AC se<.:ondary power. The lFF/SlF set is
normally powered by the DC CIN power supply
modules. ff cer.tajn DC powered ClN nwdules fail,
the JFF/SlP' set will be inoperative. This is indi-
cated by illuminat1on of a caution light on the
caution light panel which displays ClN PWR (ELEC
SYS CNTRL PWR). The lFF/SlF emergency mode
wlll be automatically turned on when the canopy is
jettisoned or unlockE:•d manually if the MASTER
switch is in LOW or NORM and the nose gear is
up and locked.
Note
If the SlF control panel is not installed,
the Mark X SlF operation will not be
1·132
available; however, Lhe set will still
operate in all three IFF modes and
emergency operation, providing limited
preset interrogation and response
signals.
Identification Radar Control Panels.
Two radar conlrol panels (figure 1-44) (not in rear
cockpit) marked SIF and IFF are located on the
right console. The lFF transponder control panel
contains two mode switches ·· an J/P (identification
oi position) switch, and a five-position, master switch
with positions of OFF STDBY, LOW, NOR;yl and
EMERGENCY. The SIF code-selector panel contains
two concentric rotary code-selector switches used to
select the code signals for Mode 1 or Mode 3 SIF.
The MODE 1 selector-switch contains an outer knob
marked 0 to 7 and an inner knob marked 0 to 3. The
MODE 3 selector-switch knobs are both marked 0 to
7. When DC power IS turned on and the MASTER
switch is in the LOW, NORM, or EMERGENCY
position, a time-d<~lay prevents operation for 70
seconds to permit the system to warm up. AftPr DC
power is on, when the MASTER switch ts in the
OFF position, the system is in a partial standby
condition and will not operate when the l\IASTER
switch is placed in LOW, NORM, or EMERGENCY
position until afLer a 15-second delay. When the
MASTER switch is in the STDB Y position, the
system is inoperative but ready for instant use. ln
the LOW position, the transponder operates at
reduced sensitivity and replies only in the presence
of strong interrogation. In the NOH.I\1 position, the
transponder operates at full sens1tivit.y which pro-
vides maximum performance. In the EMERGENCY
position, the tran::;ponder will respond to mode 1
(and mode 2 and 3 if the MODE 2 and MODE 3
toggle switches have been actuat<>d) interrogations
with an emergency signal. With the three toggle
switches in the OUT positwn and the !\lASTER
switch in LOW or NORM, the transponder will
reply only to mode 1 interrogations with Lhe code
seL on the MODE l rotary code-selector switches.
When the MODE 2 toggle switc·b has been set to
operate position, the transponder will reply to
mode 1 and mode 2 interrogations with an aircraft
assigned code which is preset on the ground and
cannot be changed in flight. \\inen lhe MODE 3
toggle switch ts set to the operate position, the
transponder will reply to mode l and mode 3
interrogations with the codes set on Lhe MODE 3
rotary code-selector switches. The 1/ P (identification
of position) switch has three placarded positions,
1/P, OUT and MlC and is spring-loaded out of the
1/P position to OUT. When f/P is requested, the

IFF/SI~ AN/APX-37
Figure 1-44
pilot actuates the switch to I/P and releases it. A
double reply of mode 1 or mode 3 (depending on
the position of the MODE 3 toggle switch) will be
transmitted for aboue 30 seconds, if the transponder
is properly interrogated. When the MIC position is
selected, operation is the same as l/P whenever the
microphone button is depressed.
Operation of AN/APX-37 Radar.
1. Rotate master switch to STDBY to maintain
equipment inoperative but ready for instant
use.
2. Rotate master switch to NORM to place
equipment in operation. Use LOW only when
requested.
3. Set mode 2, mode 3, and I/P switches OUT
unless otherwise directed.
4. For emergency operation, press dial stop and
rotate master switch to EMERGENCY so that
the set will automatically transmit the special
coded distress signal in response to interroga·
T.O. 1F-105D-1
tion. Set mode 1 and mode 3 code selector
switches on the SIF control panel as directed
by the following current geographic publica-
tions for:
a. ZI-NORAD IFF /SIF Instruction Publication.
b. PACAF-Procedures for the use of IFF Mark X
(SIF) in the Pacific Command.
c. USAFE-EUCOM/IFF Mark-X (SIF) Opera-
tional Instructions (U).
Note
If the IFF /SIF squawk is not being re-
ceived by the ground station, recycling
of the IFF /SIF master switch may cause
normal operation. If this procedure does
not cause normal operation pull and reset
the IFF ANT LOBING PWR circuir breaker.
5. Placing the master switch at OFF puts the set
in a partial standby condition. To turn it off
completely, the IFF PWR circuit breaker must
be pulled out.
1·133
T.O. 1F-1050-1
-ECM
F;gure 1-45
ELECTRIC COUNTERMEASURES (ECM) SYSTEM
QRC-160 [890] C/W.
A QRC-160 ECM pod may be carried on one or
both outboard wing station pylons for use in jamm-
ing defensive radar system. When one ECM pod is
carried either a QRC-160A-1 or QRC-160A-2 pod
is used depending on the specific type of jamming
desired. Separate control panels for each pod con-
tain the controls and indicators necessary for the
operation of the respective pod (system) during
flight. The ECM pods are self contained systems
and require no aircraft electrical power for opera-
tion. Power for operation of the system is provided,
when the aircraft is airborne, by a wind driven ram
air turbine AC generator located on the ECM pod.
Aircraft DC secondary power is required for illumi-
nation of the trouble indicator light on the control
panel.
ECM Control Panel [890] C/W.
Two identical control panels (figure 1-45) on the
right console (not in rear cockpit) are placarded
ECM and contain the necessary controls and indica-
tors for operation of the ECM system. The left con-
trol panel controls operation of the ECM pod on
the left outboard pylon and the right control panel
controls operation of the ECM pod on the right
1-134
outboard pylon. The description and function of
the controls and indicators are as follows:
Operate Knob [890] C/W. The operate knob (figure 1-
45) on the ECM control panel has five positions:
OFF, STBY, two XMIT positions (XMIT 1 and
XMIT 2) and BOTH. The OFF position turns the
system OFF. The STBY position applies power to
the system and places it in standby. The first XMIT
position (clockwise from OFF) places the system
ON. The second XMIT position places a second
ECM pod system ON if two pods are carried on a
pylon. This position i& not used on the present
aircraft configuration. The BOTH position is not
used on the present aircraft configuration; however,
if two pods are carried on one pylon station it
would place both systems 0 N.
STBY 1 Indicator Light [ 890] C/W. The STBY 1 indica-
tor light (figure 1-45) is a white light displaying the
numeral 1 when illuminated. illumination of the
light indicates that the system is in standby operation.
The light sho~ld illuminate within three minutes after
the operate knob is placed at STBY.
STBY 2 Indicator Light [ 890] C/ W. The STBY 2 indicator
light (figure 1-45) functions the same as the 1 indicator
light if a second ECM pod is carried on the same pyIon.
This light is not utilized on present aircraft configuration.

Transmit 1 Indicator Light {890] C/W. The transmit 1
indicator light (figure 1-45) is a green light display-
ing the numeral 1 when illuminated. Illumination
of the light indicates the system is radiating. If the
system is operating in normal mode, the light illumi-
nates only after the transmitter is locked on or
tuned to a radar signal by the receiver . If the sys-
tem is operating in the action mode the light illumi-
nates whenever the operate knob is placed at XMIT.
Transmit 2 Indicator Light [890) C/W. The transmit 2
indicator light (figure 1-45) functions. the same as
the Transmit 1 indicator light if a second ECM pod
(system) is carried on the same pylon and radiating.
This light is not utilized on the present aircraft
configuration.
A1 Indicator light [890] C/W. The Al indicator light
(figure 1-45) is a red light displaying A1 when
illuminated. Illumination of the light indicates the
system is jamming enemy radar signals. The light
is operative on the control panel used with the
QRC-160A-2 ECM pod, and inoperative on the
control panel used with QRC-106A-1 ECM pod.
The Al indicator light is used with ALQ-101 to
indicate power is being applied to the pod.
Trouble Indicator Light [8901 C/W. The trouble indica-
tor light (figure 1-45) is a red light and when illumi-
nated indicates an overvoltage, overcurrent or un-
derpressure condition in the pod (system). When
this occurs, power must be removed from the sys-
tem power supply by pressing the Reset button.
When the light flashes it indicates an overheat con-
dition in the ram air turbine {RAT) generator sys-
tem, and power must be removed by pressing the
reset button. This light is the only function of the
ECM system requiring aircraft electrical power and
is powered by DC secondary power.
Reset Button [890) C/W. The reset button (figure 1-
45) is a spring-loaded pushbutton switch used to
reset the ECM system when the trouble indicator
light illuminates. When the button is depressed and
held with the operate knob in the XMIT 1 position,
the tramsit 1 mdicator light will go out and the
system will revert to standby operation (however,
the STBY light will not illuminate). If the trouble
light goes out the button is released and the trans-
mit 1 indicator light will again illuminate. If the
trouble light does not go out, the system has an
underpressure condition and the system operate
knob should be placed OFF. If the trouble light
flashes when the reset button is depressed it indi-
cates an overheat condition in the RAT generator
and the system operate knob should be placed OFF.
T.O. 1F-105~· ~
ECM Operation (890] C/W.
Pre-Takeoff Procedures:
1. Check outboard pylon cable plug is connected
to the QRC-160 connector in the wheel well.
2. Check QRC-160 coaxial cable plug is connected
to the QRC-160 POD connector in the wheel
well.
In-flight Procedures:
1. Operate knob - STBY (min 250 KCAS). STBY
1 light should illuminate within three minutes.
2. Operate knob - XMIT one position.
3. Transmit 1 light illuminates when the operate
knob is placed at XMIT wh~m the ECM system
is operating in the action mode. In the normal
mode of operation the transmit !light illumi·
nates only after the transmitter is locked-on or
tuned to an enemy radar signal by the receiver.
4. When the QRC-160A-2 ECM pod is in operation,
the Al indicator light of Lhe respective control
panel will illuminate when the system is jamming
enemy radar signals.
5. If the trouble indicator light illuminates, pro-
ceed as follows:
a. Momentarily depress and hold reset button.
Trouble light should go out, and the system
returns io standby (standby indicator light
will not illuminate). This indicates an over-
current or overvoltage condition occurred in
the system.
If the system does not reset after the
reset button is released, immediately
place the operate switch OFF.
b. If trouble light does not go out when reset
button is depressed and held, the system has
an underpressure condition, and should be
shut down by placing the operate knob OFF.
c. Flashing of the trouble indicator light when
the reset button is depressed and held or
when the system is shut down an overheat
1-135
T.O. 1F-1050 ·1
condition exists in the RA'I' generator and
the system operate knob should be placed
OFF.
6. Operate Knob - OFF, to shut down system.
ALL ATTITUDE GYRO SYSTEM.
The all attitude gyro system is a central master gyro
reference system that provides attitude and azimuth
information to the following systems and/or instru-
ments.
• All attitude compass system.
• Doppler Navigation system.
• Toss bomb computer.
• Optical sight system.
• AFCS (automatic flight control systet.n).
• HSI (horizontal situation indicator).
• ADI (attitude director indicator).
The tie-in with the above systems and/or instruments
is explained in detail elsewhere in this section. The
system consists of a vertical gyro and a directional
gyro mounted to permit unlimited movement in the
roll, pitch and yaw a."es of the aircraft, hence they
continuously provide roll, pit<:h and azimuth infor-
mation in all flight attitudes. The directional gyro
is pitch and roll stabilized, and the vertical gyro is
mounted to prevent gimbal lock thus preventing
loop and gimbal error normally associated with
vertical and directional gyro systems. This is pos..
sible because erection and levelling devices keep the
gyro axes in their respective vertical and hodzontal
planes. There are two synchro transmitters on each
of the three axes of the reference system. Continu-
ous signals from these synchros are fed to aircraft
systems requiring pitch, roll and azimuth informa-
tion, the gyros are erected and attain operating
speed in less than 60 seconds after the application
of DC and AC primary power. I<'ull gyro speed is
attained in less than three and one half minutes.
Vertical Gyro Fast Erection Button
The vertical gyro fast erection button ( 33, figure
1·3) is a momentary contact push button switch
placarded VERT GYRO FAST ERECT. The but.
ton is used by the pilot to rapidly correct errors in
indicators due to aircraft acceleration effect on the
vertical gyro. Depressing the button starts gyro
1·136
erection at rates of at least 15 degrees per minute,
provided t he function selector has been at DG or
SLAVED for one minute and interrupts any operat-
ing AFCS pilot relief mode (except MACH which
disengages). Mach hold can be manually engaged
two seconds after the button is released and other
previously engaged modes will be immediately nmc-
tional when the button is released. STAB AUG
operation is not affected by actuation of this button.
The pitch steering bar provides an accurate presenta·
tion 9f pitch error only in straight and level flight.
When the pitch steeling bar has centered within four
bar widths on the ADI, the gyro can be considered
fully erect, and the button must be released. With
the button out, the normal rate of erection is 1.3
degrees per minute. The button erection circuit is
powered by DC pdmary power.
Do not hold this button depressed con-
tinuously over 30 seconds, and allow a
90 second interval between each use for
cooling to prevent damage to slewing
motors and electrolytic erection switches
of the all attitude vertical gyro.
Note
Fast erections should only be used in
wings level unaccelerat ed flight.
• After the gyro is fast erected the ADI
pitch steering bar may oscillate slowly
about a null position while the vertical
gyro fast erect button is depressed.
• While the vertical gyro fast erection
button is held depressed, the attitude
warning (OFF) flag on the ADI will
appear. However attitude information
is reliable.
• The electrical signals from the all attitude
system serve many systems . When this
button is depressed, the Fire Control
System, Ar"'CS, and the ADI are also
affected, and are covered in detail under
the above paragraph heads in the section.
NAVIGATION EQUIPMENT.
All ATTITUDE COMPASS SYSTEM.
The compass system may be used as a directional
gyro corrected for apparent drift due to the earth's

COMPASS
c e»:I'1 ~lPe»I :p a,.-..ei
(ALL ATTITUDE )
Figure 1-46
rotation, or as a magnetic compass. Heading infor-
mation is provided for flights at all latitudes. The
system consists of a directional control gyro, com-
pass adapter, third gimbal controller, rate switching
gyro, and an amplifier power supply of the all-
attitude reference system located in the right aft
equipment compartment, a control panel (figure 1-
46) located on the right console and a remote com-
pass transmitter (magnetic flux valve) located in the
vertical fin. Instruments in the cockpit that receive
beading information from the compass system's
directional control gyro are the bank-steering bar
of the attitude director indicator, and the compass
card of the horizontal situation indicator. In the
magnetic (SLAVED) mode, the system is basically
a gyro stabilized magnetic compass slaved to the
remote compass transmitter and actuate within
±0.5 degrees. Heading indication in relation to
magnetic north are given without northerly turning
error or oscillations. However, at high latitudes,
this mode is subject to error caused by extensive
changes of the earth's magnetic field in the proximity
of the earth's magnetic poles. In the directional
gyro (DG) mode, the system is free of magnetic
influence since the gyro is not slaved to the remote
compass transmitter. Heading indications are given
by a latitude-corrected directional-gyro made to
T.O. 1 F-1 050-1
IE) Control transfer button
'" each cockpit, Shown Illuminated
for information only,
precess proportionally as required to correct for
apparent gyro drift due to the earth's rotation
which varies with latitude. This mode is primarily
utilized for navigation in the high latitudes or polar
regions where use of the magnetic mode is impractical;
however, it may be used at all latitudes if desired.
Provision is made for selection of flight latitudes and
hemisphere to control precession rate and direction
of latitude correction. The compass system also
serves as a directional reference for the automatic
flight control system and a beading reference for the
Doppler navigation system. The system is powered
by three 115 volt phases of AC primary power, and
by DC primary power, and is energized whenever
primary power is available.
NAV Control Transfer (Take-Over) Buttons.
The NA V control transfer (take-over) button (figure
1-62) permits transfer of compass control between
cockpits and is powered by DC primary power. A
circuit interlock, will prevent NAV control transfer
unless the Doppler system beading reference switch
is at DG or MAG, and although the NAV take-over
button can be depressed, it will not remain engaged.
Refer to DOPPLER SYSTEM in this section as the
same control transfer button is used for each system.
1-137
T.O. lF. -1050~1
Note
If) If the function selector knob in the
cockpit taking over the NAV function
is at SLAVED, the AFCS pilot relief
mode (if engaged) will disengage when
the NAV take-over button is depressed.
If the function selector knob is at DG
the pilot relief mode will not disengage.
• When the NA V control is transferred
from one cockpit to the other the HSI
compass cards in either or both cockpits
may fluctuate and/or oscillate. The
amount of fluctuation and/or oscillation
will vary and depends on flight conditions,
system tolerance, and synchronizing er-
ror. A heading change may occur when
the fluctuations and/or oscillations end.
'l'o minimize the heading change on the
HSI compass cards during NAV transfer
the sync button should be depressed
during straight and level flight and the
synchronizing indicator needle should
be approximately centered prior to de-
pressing the N A V takeover button. This
wlll prevent a heading change on the HSI
compass cards from exceeding two de-
grees. The change error will be removed
automatically by the slow slave system
(1 to 2 degrees per minute) and the HSI
compass cards should return to the
proper heading.
• Display of heading on the HSI in both
cockpits is continuous regardless of take-
over button positions.
• Compass sync error will be displayed
only when the compass functions selector
switch in both cockpits is at SLAVED.
Function Selector Knob.
The two-position function knob (figure 1-46) with
positions of SLAVED and DG, is used to select the
mode of operation of the compass system. The DG
position selects directional-gyro mode, and the
SLAVED position selects the magnetic slaved mode.
Set Heading Knob and Synchronization Indicator.
The set heading knob (figure 1-46) located on the
compass panel is used when in directional-compass
mode to position the compass card to the desired
gyro heading. The knob has a detented position at
1-138
the top center and must be depressed to move to the
left (-) decrease position, or to the right ( +) increase
position. The direction of movement of the knob is
determined by whether an increased or decreased
heading position is desired. When in SLAVED mode,
minor corrections to insure synchronization may be
made by the set heading knob. Lack of synchroniza-
tion between the remote compass transmitter and
the gyro heading is indicated when the synchronization
indicator remains off center. This indication is marked
SYNC IND and is located in the upper left corner of
the compass control panel.
Note
(E) The function selector knob in both cock-
pits must be at SLAVED for operation of
the synchronization indicators.
• During taxi, flight, or any other conditions
of vibration, the SYNC IND will swing
from side to side. The average position
should be used to judge if needle is near
zero.
If the needle remains a large amount off center, the
PUSH TO SYNC button should be used to center
the needle. Upon releasing this button the needle
may jump off center a small amount. This error will
be removed by bryro slaving in a short time. 1f de-
sired the set heading knob may be us~!d to remove
synchronization error. The direction of displacement
of the set heading knob is determined by the displace-
ment of the SYNC IND. When the needle is off cen-
ter to the plus(+) side, the set heading knob is
moved in the plus ( +) direction to the desired rate
of. slaving until the SYNC IND needle swings Lo the
center position. If the needle is minus (-) the knob
is moved Lo the minus (-) position to center the
needle .
Note
Heading reading in SLAVED mode will
be subject to error if not synchronized.
Check synchronization before taking
readings.
• In the DG mode, the SYNC IND is
inoperaLive and the needle will be
centered.
• When the set heading knob is depressed,
the AFCS pilot relief mode will be
interrupted.

Hemisphere Selector Screw and Indicator.
The hemiSphere selector screw (figure 1-46) on the
compass control panel is used only in the DG mode
to seleet the hE'rnisphere in whkh the aircraft is
operating. A small window beside the screw displays
~or S to indicate the hemisphen~ ~elected.
Latitude Correction Knob.
The latitude eorrection Knob ( fih11.ue 1-46) on tht'
compass control panl!i is uSt>d t\) rotate a circular
dial at the bas(• of the knob plac~u-ded LAT. 'J'he
dial is number~d from 0 to 90 to mdicate degrees
and has a mark for each two degrees. The iautude
correetwn knob and dial are operative only in the
DG mode and are used to select the latitude in
whkh the ain:raft is operating When in DG posi .
tion, with lhe operating latitude selected, the
directional bryro will be corrected automatical.ly
for apparent drift caused by the eal'th's rotat1on.
Note
The proper corrections will not be made
if the hemisphere selector screw i.s not
indicating the correct hemisphere.
Synchronizing Buttons.
The- synchromzing button (figure 1-46) located on
the compass control panel in and marked PUSH-
TO-SYNC 15 used m the SLAVED mode to instantly
and auwmatically synchromze tiw compass card of
the HSI to the remote eompass transmitter. ln !.he
ff) when the button is momentarily depressed a
holding circuit is activated until the compass sys-
tem is synchronized. ln the [Q] the syl."tem w111
slew only so long as the button is depressed. In
the lEJ automat1c synchromzatton of the system
to the remote compass transmitter occurs whenewr
the system IS switched from !.he DG to SLAVED
mode of operation. In the !Q1, automatic synchro-
nization of the system to the remote compass trans-
mitter occurs for approximately 13 seconds when-
ever the system ts switched from the DG to SLAVED
mode of operation. In the [Q] , if the system has to
be resynchronized for any reason while in the
SLAVED mode, momentarily depress the push-to-
sync button to instantly and automatically synchro-
nize the compass card of the HSI to the remote
compass transmitter without any further attentiOn
from the pilot. The holding circuit automatically
d1sengages when the system 1s synchronized. In the
[f) if the system has to be resynchronized for any
reason while in the SLAVED mode, the buLton must
be held depressed until the system is synchronized.
Note
When this button is depressed the AUTO
PLT button will disengage (pop up). The
T.O. 1F-1050·1
AUTO PLT button cannot be reengageo
(stay in when depressed) until the auto·
matic synchronizing cycle is completed.
Ln turbulent air this may take up to 20
seconds.
Bomb Mode Gyro Erection Button.
The bomb mode gyro erection button is a two-position,
pushbutton, switch placarded BOMB .MODE GYRO
EH.BCT and PULL TO CUT OFF which becomes
operable when the Bomb-~av :.wit.ch is at BOMB.
When pulled out, it illummatt>S displaymg BOl\11:3
MODE ERECT OFF and cuts off normal vert1cal
gyro erect10n power to prc•vem a false refert"ncc
caused by fore-aft acceleration. Normal erection i~>
also cuL out by any yaw or turn rate over 15 degrees
per minut.e. U must be left. out untU completion of a
bomb run. H must be pushtd in after completion of
the run to avo1d accumulation of drift errors in the
vertical gyro in case the Bomh-Nav switch 1s inad-
vertently l(>ft at the BOMB position. Proper ert:'ction
is indicated when the pitch steering bar is w1thm four
bar widths of the mmiature aircraft on the ADI. The
button illtuninates when a<:tuated (pulled ollt) and
lhe light is powered by AC primary power.
Normal Operation of the Compass System.
In the [E) • the function selector knob on the corn·
pass control panel in both cockpits must b~ at
SLAVED or the synchronizmg indicators in bot.h
cockpits will be inoperat.lVt>
Note
[f) Prior to operation, the pilot who takes
command of the compass system must
depress the N AV -take-over button in his
cockpit.
• The Doppler heading reference switch
must be at DG or MAG before depressiug
the NA V-take-over button.
Slaved Operation.
IE 1. Function selector knob- SLAVED (both
cockpits).
2. Allow a minimum of 90 seconds warmup time
afte:r. AC and DC primary power 'is applied.
When power is initially supplied, o.r when
swit<.:hing from the DG to SLAVED mode, the
system will automatically fast synchronize
(slave) at 50 degrees per second to the remote
compass transmitter. After the initial fast
1·139
T.O. 1F-1050 -1

synchronize cycle, the system returns to the Note

normal slaving cycle.
As the aircraft passes through different
3. The beading displayed by the compass card of latitudes in flight, the latitude correction
the HSI should show th'e actual aircraft beading. knob should be rotated to the new lati-
(Check with magnetic compass or known run- tude every two degrees of latitude change.
way beading.) When the instrument selector
switch is in the MANUAL position, an exact
readout is obtained from the course selector
window.
CLOCK
4. The synchronization needle should have moved
to the center (null) position indicating synchro-
nization of the compass card and remote com-
pass transmitter. The needle may jump off
center at the end of the sync period, but it
will recenter by slaving the gyro to the slaving
amplifier null.

5. If necessary, manual synchronization can now

be accomplished by depressing the synchroni-
zation button until the needle moves to center.
The compass card of the HSI should rotate
smoothly to actual aircraft heading. The syn-
chronizing button may be used at any time to
obtain synchronization and will not produce
a hard-over signal if used during AFCS opera- Figure 1-47
tion, as an automatic cutout switch will un-
couple the AFCS from the system. CLOCK.

Directional Gyro Operation. The clock (figure 1-47) is a mechanical, stem-wound,

1. Function selector knob - DG.
2. Allow a minimum of 90 seconds warmup
time after system is energized.
3. Check hemisphere selector screw on N or S
according to hemisphere in which flight is
made. The gyro will now precess in the proper
direction.
eight-day clock, and is internally lighted. One scale
with four pointers is provided on the face of the
clock.
The knob on the lower-left corner of the case winds,
sets, and starts the clock as follows:
Turn - Winds clock.
Pull- Stops clock, (minute and hour hands).

4. Set latitude correction knob on present Turn - Sets clock.

latitude to govern rate of precession.
Push - Starts clock.
5. The compass card of the HSI will now show
turns and headings without signals from the The button on the upper-right corner of the case
remote compass transmitter. The compass starts, stops, and reset the elapsed minutes and
card of the HSI is set by rotating the synchro- seconds pointers as follows:
nizer knob clockwise for increasing indication,
or counterclockwise for decreasing indication Push- Starts pointers (seconds and minutes).
with the choice of either fast or slow slewing
rate. A known runway heading can be used as Push -Stops pointer.
a reference or the SLAVED mode may be used
to establish an initial heading reference. Push - Resets pointer to zero.

1-140

STANDBY INSTRUMENTS.
Note
This paragraph covers only those instru-
mer.ts which cannot be considered as
integral parts of a complete system, such
as fuel system. engine, etc.
PITOT STATIC SYSTEM.
The pitot-static system supplies pitot pressure to
the standby airspeed indicator, airspeed switch,
landing gear altitude warning switch and the air
data computer. Static pressure is applied to the air
data computer, the standby airspeed indicator,
standby altimeter, airspeed switch and the landing
gear altitude warning switch. The pitot-static tube
is mounted on the end of the nose boom and in-
corporates an anti-icing electric heating element
powered by DC primary power.
STANDBY AIRSPEED INDICATOR.
The standby airspeed indicator (30, figure 1-3),
which visually presents indicated airspeed to the
pilot, is direct reading, and requires no electrical
power for operation. An airspeed mechanism
actuated by pitot and static pressures moves a
pointer on the face of the instrument over a fixed
scale, whose limits are from 100 to 400 knots. The
scale is graduated in 10 knot increments up to 300
knots, and 50 knot increments from 300 to 400
knots. Indicator readings are in terms of indicated
airspeed (lAS) and have a tolerance of plus three
minus five knots up to 300 knots. The position
error correction shown in figure Al-2 must be
added to the lAS values to obtain calibrated air-
speed (CAS).
Note
[QJ Some aircraft have an indicator whose
limits are from 50 to 850 knots. The
tolerance on these indicators is plus or
minus five knots up to 300 knots.
STANDBY ALTIMETER.
The standby altimeter (31, figure 1-3) provides the
pilot with a visual indication of barometric altitude,
is direct reading, and requires no electrical power
for operation, An aneroid, actuated by static pres-
sure, moves three pointers on the face of the instru-
ment over a fixed scale which is graduated in 20
foot increments with a major division every hundred
T.O. 1F-105D-1
feet from zero to one thousand feet. The larger
pointer indicates hundreds of feet and makes one
revolution for each 1000 feet of altitude. The inter-
mediate pointer indicates thousands of feet and
makes one revolution for each 10,000 feet of altitude.
The small pointer indicates ten thousands of feet.
The pointers and barometric scale can be set by
tuming the knob in the lower left corner of the instru-
ment. To determine altimeter error , the pilot sets
the base altimeter setting on the barometric scale,
then notes the indicated altitude, which should be
compatible with known field elevation. On some
standby altimeters the instrument error at field
elevation can be eliminated by turning the knob to
set the local base barometric pressure then pulling
the knob out and turning to adjust the large pointer
to indicate actual known field elevation. ~deter­
mine true altitude the altimeter readings mus't·be
corrected by adding the position error shown in
figure Al-l and Bl-1.
If the knob is inadvertently pulled out
during flight while setting the barometric
scale. the altitude reading will also be
changed and will then be in error.
MAGNETIC COMPASS.
A conventional magnetic compass (not in rear cock-
pit) suspended from the windshield bow is furnished
for navigation in case of instrument or electncal
system failure. Illumination of the light within the
compass case is controlled by the flight instrument
rheostat on the right console. The compass is accu-
rate within plus or minus three degrees v.rith the
canopy closed and the engine and all systems operat-
ing normally.
STANDBY ATTITUDE INDICATOR .
A two-inch standby attitude indicator (29. figure 1-3)
is incorporated to provide an independent attitude
indicating system in the event of failure of the
Attitude Director Indicator (ADI) of the integrated
flight instrument system or the All-Attitude Compass
System. The Attitude Indicator displays pitch and
roll attitude information obtained from a remote
gyro which drives the indicators. The sph ere displays
continuous reliable attitude information through
360 degrees of roll and up to 82 degrees in pitch
(dive or climb). Between approximately 82 and
110 degrees in pitch, controlled precession occurs.
The indicator and gyro are normally powered by
1-141
 T.O. 1F-105D-1
three-phase AC primary power with tht> inverter
switc:h in the STAND-BY position. If the AT:\1. or
AC generator fatls. the mdkator utilizes pnrnary
DC power convP.rlcd to .\C by the standby inverwr.
Gyro erectton h. automatic o.nd the attitllde warning
(Of!?) flag will disappear approximately 60 seconds
aft('r application of powPr. The flag will appear if
ther<> ts a power failure. powE:>r remo' al or 1f any
phase drop~ out. .\ pitch trim knob is pro\·ided on
th<> mdicator to repos1t1on tlw sphere as required
in lrvt?l flight.
Continuous operation of the fast erect
button is limited to 30 seconds followed
by a orH'·minute cooling penod to pre-
vent damage to tht~ slewmg motors and
electrolytic erection switches of Ow aU-
a1titude sysicm vertical gyro.
• \\bile lht.: fa.<;t erect button is held m.
the attitude warning (OFF) flag will be
in view. indicating that the attitude
information displayed is unreliable.
Note
There are no automatic erection cut-out
provisions in the standby attitude indi-
cator system and aftPr prolonged accelera-
tions aecumulated errors will be mdtcated.
• The standby-attitude-indicator can be
fa.:;t erecU!d during level unaccelerated
flight by depressing and holding the VERT
GYRO FAST ERECT button approxi-
mately 30 seconds. The attitude warning
(OFF) flag will appear during fast erection
on some aircraft.
INTEGRATED FLIGHT I NSTRUMENT SYSTEM {I FIS)
The integrated flight instrument system (IFIS)
(figure 1-48) consists of four flight instruments
arranged in a group on the center of the main
mstrument panel. a flight director computer and a
signal data converter. Supporting systems which
integrate with and supply information to the (IFIS)
are the all attitude gyro system. the central air
data computer and the radio and navigation equip-
ment. The system is designed to present actual
and command flight and navigational informatio n
1-142
in a clear and compaiiblf' manner. Flight informa-
tion (airspeed. altitude. vertical Yelont~ and ).laeh
number) is prestmted on moving tape::- alld indkatr:-
on two of the mstruments. the .\ir~ptt.>d :\lach lmli-
cator ~ .--\\11 l and Altltude \' ertical \'t,louty [nd tcawr
(A VVI l. \ddJtiona1 flight and navtgarionaJ informa-
tion is presrntt'd on tlw '\ltitude> Director Indicator
tADll and thf> Horizontal Situation lndJcator i HSl 1.
ln the rJ:} the integratc•d instrumt>nt.:- m tlw front
and rE:'ar cockpit operat\' mdependently of ea~ h .~th<'r
from ele1'tric:al signab :>ttpplied b~· tht• ;.upponing
system~ The fhght direct.or computt)r and signal data
com·ertN uf the (IFIS) process and channel tbe
variou~ ,qgnal~ from th£' radio and na,·igation equtp·
ment to tlw proper indicators for prt'sPtHRtion to
the pilot.. The system ts capable of opNatJOn in
seven modes and two submodes. Presentation on
the indkators in various modes ar(> shrm n in tlw
switching c:hart for the instrument scle•·tor switch
< fi&,rurc 1-551.
(E) The integrated fhght iP~trume>nb m the
front and rear co<·kplts arf' operated
indepl'ndently and arP not rept>ater
indicators.
Central Air Data Computer System.
The central a1r data computer system (figure 1-4 91
collect.s, computes, and transmits critical data about
the immediate atmospherC' through which thP air
craft is flying, the relationship of the aircraft to that
atmosphere and, in particular, the an~lt> of attack
and airspeed. The data is then supplied to t.hP fol-
lowing systems: AFCS (automatic flight control
system). flight control (pitch contmuously vanable
:\LA.), var1able air inlet. bombing, and navigation.
The system 1s composed of the computer. conwrtcr.
static pressure and angle of attack compensator.
the angle of attack .sensor. pi tot tub<> and the tem-
perature probe. The computer is the central w1it
that takes data from the pitot tube, <·omputes and
transmits thaL data as electrical signals to the con-
verter wh1ch organizes, adapts, and distributes it to
the particular aircraft systems. The converter sup-
plies the required information outputs, eliminating
duplication of computers for each system. Th('
inputs to the computer. defined by the airstream
surrounding the aircraft, are the statk pressure,
total pressure, indicated temperature and the angle
of attack and are detected by press\.tre and tempera-
LUr e probes and an angle of attack sensor. Receivinp:
the sensed inputs, the computer converts them to
mechanical actions that actuate cam and gear
 T.O. 1F-105D-1

INTEGRATED FLIGHT INSTRUMENT

s-ys-t;e-...
FIRE CONTROL SYSilM
~--- [MACH NUMBER] - - -- --1

.,.,.
1 - - - - - [TEMPERATURE] - -------! MA SHIF IER
F=== ===ir-- - [TRUE AIRSPEED] - - - ------1 I ----~~!!~l~t
, 11---- - [PITOT PRESSURE] - - - - - \ \-
t11Mijl;li)IIJ3.ij;lel:la t~~p~~~ [CORRECTED STATIC PRESSURE] - - - - 1 AIR DATA
1 1 - -- - - [AIR DENSITY] - - - - - - - - - - 1 CONVERTER

[VERTICAL
VElOCITY]
[MACH NUMBER] [STATIC PRESSURE
CORRECTION FACTOR]

ACCELEROMETER

[BANK & PITCH STEERING

BAR & GLIDE SLOPE
,....-------[BANK STEERING BAR WARNING FLAG] ----..-/ INDICATOR SIGNALS]
,....----rBEARING, DEVIATION To-FROM DISTANCE Sl 1---_.J

[HEADING SIGNAL]
r--'-IJ:![P~IT~CH~& ROll DISPLACEMENT
SIGNALS]

REMOTE COMPASS All ATTITUDE

GYRO SYSTEM FIRE CONTROL
. _ __ __ J ••••

Figure 1-48
1·143
T .O. 1F-105D-1

CADC (CENTRAL AIR DATA COMPUTER) SYSTEM

ANGLE OF
{ FIRE CONTROl SYS.
R-14 RADAR
ATTACK STATIC PRESSURE TRUE ANGLE OF ATTACK VERTICAL SCALE INST.
SENSOR AND (SAFE LANDING SPEED)
ANGtE OF ATTACK

(fr - COMPENSATOR f--

SINGLE PHASE
115 VOr SEC. AC

,._
MAX. SAFE MACH NO.

VERTICAL SPEED
VERTICAL SCALE INST.

VERTICAL SCALE INST.

-
1-- AIR DENSITY FIRE CONTROL-
AIR TO AIR GUNNERY
I- MACH NO. I..,_. ,._ TEMPERATURE BLEED DOORS
PROBES:

a::= - ..._ IND STAG _

AIR TEMP
• FIRE CONTROL-
BOMBING & MISSILE
LAUNCH COMPUTER
• DUCT PLUGS &
STATIC ...._ TAS TRUt: MACH NO.
AIR AIR BLEED DOORS

-
PRESSUR F
DATA DATA • VERTICAL SCALE INST.
AIR
a:=: COMPUTER 1- OENSITY
CONVERTER
CALIBRATED PRESSURE
• AFCS

TOTAL f-- AlTITUDE • VERTICAL SCALE INST.

PRESSUR E 1- IMPACT - • FIRE CONTROL M/ A

a::=
IND AI R
TEMPERATURE
- PRESSURE

1- STATIC
l'RESSURE
-
I-- TRUE AIR SPEED

f- DIFFERENTIAL MACH NO. AFCS -

I-- DIFFERENTIAL All AFCS -
SHIFTER
• FIRE CONTROL-
AIR to AiR ROCKETS ,
BOMBING
• DOPPLER WIND
,._ CALIBRATED AIR SPEED
- MEMORY
VERTICAl SCALE INST.

[tJ NOT IN REAR CKPT

Figure 1·49

1-144

differentials which perform the necessary computa-
tions and transmits them as shaft rotations to the
autosyn transmitters. The autosyn outputs provide
electrical linkages between the computer and con-
verter. The converter receives the corrected output
signals of the ~omputer, amplifies, organizes, and
distributes them as potentiometer (linear) outputs
to the respective aircraft system. The central air
data compu.ter system is powered by the single
phase, AC secondary power.
Central Air Data Computer Test Switch (CADC).
The central air data computer test switch (figure 1·
49) (not in rear cockpit) placarded CADC SELF
TEST, and powered by AC .secondary power, is a
three-position spring-loaded to center type, with
positions: HIGH, LOW, and an unmarked center
position (OFF). The switch is used to make a pre-
flight check by simulating (electrically) atmospheric
inputs to the CADC system and observing the actions
of the VAl, engine air bleed doors, pitch MA shifter
and integrated flight instruments (AMI and AVVI).
Other systems which use outputs of the CA.DC sys-
tem (AFCS and fire control system) are also affected
by actuation of the test switch but results cannot be
observed during the preflight check. When the switch
is held forward in the HIGH position, circuits are
activated to produce a high altitude test problem in
the air data computer as indicated by the vertical
velocity indicator showing a rate of climb (rate
unimportant). The computer will arrive at the test
point after the switch is held in position for approxi-
mat-ely 90 seconds and the indicators stabilize. In
LOW position, the computer solves a low altitude
test problem within 90 seconds. The complete
CADC and VAI check is presented in section II as
part of the preflight procedures: The action of the
CADC system while making the CA.DC system
check is not controlled and in no way resembles
the action of the system under normal conditions.
The computer is not designed to give the same re-
sponse to an instantaneous change from 0 to 50,
740 feet altitude and from 0 to 519 knots airspeed
(high test) as it does to conditions normally met in
flight. The criteria for acceptance of the system
should be whether or not the proper readings are
obtained within one minute plus or minus 20 sec-
onds after CADC switch actuation. If appropriate
readings are not indicated on the vertical scale
instruments when the HlGH or LOW test is made,
a malfunction in the air data computer exists. All
systems requiring electrical information from the
air data computer system will be affected.
T.O. 1F-1050 .1
WARNING I
Do not use the CADC test switch during
flight. Systems affected by the test may
cause control difficulties if the switch is
inadvertently actuated in flight.
CADC and V AI Preflight Check.
Refer to section II for preflight check.
Angle of Attack Vane .
The angle of attack transmitter is mounted on the
right side of the forward fuselage on the [fJ and the
left side of the forward fuselage on the (QJ with the
vane extending into the slip stream. The vane in-
corporates an anti-icing heating element powered by
the AC secondary bus. The heater is controlled by
the pitot heat switch. Changes in angle of attack
result in rotation of the vane. The angle of attack
transmitter provides signals used by the following:
• Angle of attack scale.
• Toss bomb computer.
• Terrain-avoidance radar mode.
WARNING I
lf the angle of attack vane is removed or
dan1aged, the above mtmtioned systems
or functions will be unreliable.
If] • With the engine operating and the RAT
(Ram Air Turbine) extended, systems
dependent on angle of attack informa-
tion such as the angle of attack scale on
the AMI, are unreliable.
Airspeed·Mach Indicator (AMI).
The Airspeed-Mach Indicator (A.\11) (figure 1-50)
gives a vertical tape presentation of speed informa-
tion. The AMI displays angle of attack indicator,
accelerometer, Mach indicator and airspeed indicator.
1-1 45
T.O. 1F- 105D-1
AMI
(ai:rspeed-:Jn.ach indicator)

1. ANGLE OF ATIACK 3. MACH INDICATOR

INDICATOR

- - - 4. AIRSPEED INDICATOR
19. MINIMUM SAFE
SPEED SYMBOL

- - - 5 . MACH SCALE
18. ACCELERATION
SCALE

6. AIRSPEED SCALE
17. ANGLE OF ATIACK
SCALE

7. COMMAND AIRSPEED
MARKER
16. FINAL APPROACH
SYMBOL

8. FIXED INDEX
LINES
15. COMMAND MACH
MARKER

9. COMMAND AIRSPEED
14. MAXIMUM ALLOWABLE READOUT WINDOW
MACH MARKER

10. COMMAND AIRSPEED

SLEWING SWITCH

12. COMMAND MACH - - - 11. COMMAND MACH

READOUT WINDOW SLEWING SWITCH

Figure 1-50

1-146

Note
The airspeed observed on the airspeed
scale (6, figure !. 50) is calibrated :\onnal
sensmg inputs (pi tot and stat1c pressure),
u.re corrected m the air data computer
system by mechanical cams and circUlts
for pos1t10n error The corrected electri-
cal signal equi\·alents are the11 sent to the
\.\11 The \lach :>cale is corrected to read
true ·Mach number.
Bdvw Lhe scales from left to nght are an accelera-
tion !('adout wmdO\v, a command \'Iach readout
wi.ndow, and a command ru.r~pet>d readout window.
The m<lieator 1s rernote reading and electrical signals
for opC"ration of trw vru:ious scales and markers are
supplied by the air data computt>r and tht> remote
a<.·cderometer Power for operation of the tape
motors and the servos is supplied by 115 volt .\C
secondary power through lhe A:\11 amplif1er. Inter-
nal lighting for t.he indicator i:; powered by 115
volt AC primary power. In the pvent of AC power
frulure to the .-\.\11. a ~pring-loaded airspeed wanung
flag marked OFF will appear acorss the am.peed
scale.
Note
Although the airspPed warning nag
appears only across th€' airspeed scale
tt indicate:> tbat all functions of the
A.\11 are inoperative.
• If there is a signal failurE' from the air
data computer. or accelerometer, the
flag will nol appear but the specific scalf'
or marker opE-rated by tlwst> signals will
be inoperative.
~ogle of Attack lnd•cat or.
I'h~ angle of attack 'indicator (1, figure 1-50)
located on the left side of the A\H prov1des safe
speed mformation A vertically moving tape dis-
plays a zero, a fmal approach symbol marked
:FINAL, and a diagonally striped minimum safe
speed symbol marked :\IIN SAFE SPD. T hese
symbols indicate safe speed as a function of angle
of attack. \Vhen th{' aircraft is approaching the
mmunum safe :.peed range. as in a landing, the
correct airspeed i::. l'Ontrolled by maintaimng a
position of the final approach symbol with refer-
ence to the fi.'>-ed index line. lf airspeed becomes
dangerously low and angle of attack reaches the
minimum safe limit or stall, the striped warning
T .0. 1 F-105~-i·
area (mirumum safe speL"ll :;ymbol) will de:,eend
through the fLxed index line. The pilot is aware of
his approach tO stall dependmg on. the amoun of
the exposed clear portion of the mo\ing tape be~\\ een
the fi.xed mdex line and the mmimum safe- :;pero
marker. ThJs i:; 1:ontrolled by the pitch movement
of the aircraft and airspeed. The- angle of attack 5Cal~·
b positioned by electrical signals from the angle ot
attack transmitter and the atr data computer ~ystem
through the A.\II amplifier.
Note
.\ngle of attack indications on the .-".;\!I
are val1d regardless of aircraft atu~ude
(i.e .. erosswwd, wing low turns with !P.ss
than l.OG. etc.).
Accelerometer.
The accele.ratlon ::;cale 118. r'igure l-50) provides
conventional G I load factor I infom1at1on. The G
forces being sustamed by the au-craft are ('Ontmuou:;ly
shown b::- the acceleration :.cale read aganst a fb.. ed
index hne. The scale 1s graduated from 0 to 7 Gs.
There IS no prO\'lsion for mdicating negam e Gs. The
reading on th~· acceleration scale is numerically sh-.n' n
in tht> acceleration readout window t13, figure 1-501.
Th~ accelerat10n scale and n'adou t window are
actuated b~ elet trical signal:; Crom the ren1ote
aecelerometer.
Mach Indicator.
Tht> \tach ~cal~ (5, figure 1-50) in the center of the
A.\lf indkate?s true :-.lach number on a nwvmg scale
as read against the fL'>-ed index line. Tht> :i('ale is
calibrated in hundredths and shows numbPrs in
tenths from 0...! through 3.0. At speeds below :\lach
0.4 the scale w11l continue to read 0.-t. The scale
is operated by electrical signal:; from the all' data
computer system . A doubl<> line command .:\lach
marker (15. figure 1-50) und a command ;\·lach
readout window (12. figure 1-50) indicate manually
s~.?!ected command :vlach.
Note
Th e doublt.:'-line command .iVlach marker
remains at the top or bottom of the dis-
play column until the sele~~ted command
Mach comes into view on the ~Iach scale,
at which time it will synchronize and
move with the reading on the seale. The
selected Mach is num('rically displayed
in the <'Ommand l\1ach readout window at
all times.
1·147
 T .0. 1 F-1050-1
Command Mach setting is controlled manually by
the command Mach slewing switch (11, figure 1-50)
under the command Mach readout window. When
manually selecting a command Mach number, slew-
ing speed is proportional to the amount the slewing
sw1tch is displaced from its normal center position.
The command system is capable of displaying speeds
from Mach 0.4 through 2.2. The ma.ximum safe
Mach is indicated by a diagonally striped marker
(14, figure 1-50) which normally rests at the bottom
c•f the Mach scale. When maximum allowable Mach
i.; approached the marker will climb toward the
ft.xed index line. The maximum safe Mach has been
nached when the marker is aligned with the fixed
iudex. The maximum allowable Mach marker will
show on the scale only in the Mach 1.0 to 3.0 range,
depending on aircraft configuration, air density, and
temperature. The maximum allowable Mach marker
is operated by electrical signals from the air data
computer system.
(Q) On the airspeed Mach indicator the
maximum allowable :\tach marker is
provided to indicate maximum allow-
able Mach as a function of altitude.
This marker is rwt correct and should
not be used to determine the maxi-
mum safe Mach.
Airspeed Indicator.
The airspeed scale (6, figure 1-50) on the right
column of the AMI indicates calibrated airspeed
on a scale read against a fixed index line. The scale
is on a moving tape calibrated in 10 knot increments
and displays numerals at each 50 knot interval from
50 through 1000 knots. At airspeeds below 50
knots the scale will continue to read 50. The air-
speed scale is operated by electrical signals from
the air data computer. A double line command
airspeed marker (7, figure 1-50) and a command
airspeed readout window (9, figure 1-50) below
the scale indicate manually selected command air-
speed. Command airspeed setting is controlled
manually by the command airspeed slewing switch
(10, figure 1-50) under the command airspeed
readout window. When manually selecting a com-
mand airspeed, slewing speed is proportional to
the amount the slewirlg switch is displaced up or
down from the center position. Once the command
airspeed is set into the command airspeed readout
window, the double line command airspeed marker
1-148
remains at the top or bottom of the display column
until the selected command airspeed comes into view
on the airspeed scale, at which time it will synchroniz
and move with the reading on the scale. This will be
the same reading as shown in the readout window.
Note
If the command airspeed slewing switch is
moved to the detented position on the
right, the command airspeed marker will
align with the fLxed index line and contin-
uous presentation of the airspPed will then
be displayed on the airspeed sew-.. and in
the readout window.
• Since the standby airspeed indicator posi·
tion error and lhe tape airspeed scale cam
correction vary with airspeed and altitude
both systems must be corrected before
their individual readings can be compared.
An approximate comparison can be made
when flying between 250 and 300 knots
from sea level to 2000 feel altitude by
adding the position correction of 10.5
knots to the standby indicator reading and
the cam correction of 3 knots to the tape
airspeed reading. The two corrected read-
ings should then agree within the total sys-
tem tolerances (±5 knots standby plus
±10 knots tape).
(f) • An instrument failure simulator switch in
the front cockpit allows the pilot to re-
move power from AMI, AVVI and ADI in
the rear cockpit when solo, or to simulate
an instrument system failure to check the
rear pilot's ability to fly using standby
instruments.
Altitude-Vertical Velocity Indicator (AVVI) .
The altitude-vertical velocity indicator (A VVI}
(figure 1-51) gives a vertical presentation of altitude
and vertical velocity information. The indicator
contains three main display columns. From left to
right the columns are: the vertical velocity indicator,
the altimeter scale and the gross, cabin and target
altimeter. The target altitude marker is not operative.
Note
The altitude observed on the altitude
scale is calibrated altitude. The air data
computer system receives normal pitot
and static inputs, and through a series
 T.O. lf-1050- 1

AVVI
(al-ti-tude ver-tical
veloci-ty indica-tor)

1. VERTICAL VELOCITY 3. GROSS, CABIN, AND

INDICATOR TARGET ALTIMETER

19. VERTICAL VELOCITY--~ 4. ALTITUDE SCALE

INDEX

5. COMMAND ALTITUDE
MARKER
18. VERTICAL VELOCITY--_.
FIXED SCALE
6. TARGET ALTITUDE
MARKER

17. VERTICAL VELOCITY - - 7. GROSS ALTITUDE

MOVING SCALE SCALE

8. FIXED INDEX LINE

9. COMMAND ALTITUDE
MARKER

16. I:IAKUMETRIC PRESSURE 10. GROSS ALTITUDE

READOUT WINDOW INDEX

11. CABIN ALTITUDE

MARKER
15. BAROMETRIC PRESSURE
SET KNOB
12. COMMAND ALTITUDE
READOUT WINDOW

14. COMMAND ALTITUDE-- 13. TARGET ALTITUDE

SLEWING SWITCH READOUT WINDOW

Figure 1·51
1-149
T.O. 1f-105D-'l
Note (Continued)
of cams and cirntils sends electric-al
Mgnals to the AVVl which have bet>n
corrrt·ted for pos1t10n error.
In additi1m, the :\ VVl has a barometrh: pressure
readout '>\·indow and barometnc pres:.ure St•t knob,
lwo l'Ommand altllllde markers w1th a singh• readout
w1ndow and a slt:>wing switch for manual selection
of t.lw Lommand altitudE>, a target altitud<> marker
with a rt>adout window below the gross altitude
scale. and a eabin altitude marker The ·\ VYI is
powt>n'd by single phru.e 115 volt \C secondary
powt>r and a 100 volt DC rrference vollugt> from
the signal data convPrt.~'r and 1s internally iighted
by 115 volt AC primary power. Eledrical signals
for oywratmg the moving scales, markers and read-
out windowt-= are ,upplied by the air data computer
system. The 'lUrnerals in the readout windows and
command markers mu::;t be set manually. If AC
p~)wer to the indicator fails. an altitude warnmg
flag marked OFF will Appear across the altitude
scale.
Note
, \lthough rht! altitudt> ·warning flag
appears onl} 111 th£> altitude seale, it
itu.ltcates that all !u nct10ns of the
.\ VVJ a.re inoperative. A mechanical
failure wlthm the AVY I may not
cau~e flag to appear even though the
1ndiLator readings will be unrelinble
If a failure Is suspected, rely on the
standby altimeter.
• ! ( then·· is a signal from the air data
computer, t.he flag will not. appear but
the specifk scale or marker operated
by these signals will be inoperative.
[f] • \'\hen the mstrurncnt failure snnulator
sw1tch is placed in SIMULATE FAILURE
AFT FLT lNS'T'R and then returned to
f\.ORM the A VVI command markers in
the rear cockpit may drift up to plus or
minw; 1000 feet from the altitude selected
prior to the simulated (or actual} failure.
• The standby airspeed tndicator and altim-
eter present values that are not corrected
for position error. The t.ape indicator
values are corrected for po>ition error.
However, this correction is not perfect
and a slight restdual error remains This
residual error is shown as a cam error in
ftgure Al-3. When the standby values
1·150
are corrt.'<:t('d for pos1tion error alld the
tapt' valuel> an• ~·orrected for ~·am error
Lhe em·responding values of calibral('d
aJr:ipeed and pressure altitude should
agree withm thf' :sy~tem tolt>ra.nces. The
tapt> airspet•d system tolerances are
+10 knots.
Vertical Velocity Indicator .
The vertical veloc1t.y fixed scale 08, figure 1·51)
located on the ll'ft side of the A V\'L indtcat.es vertt·
cal v~>locity by a vert 1cal velocity index. ( 19. figure
1·51) as read against a vertical veloctty fi.xed scale
The scale is calibrated from 0 to ± 1000 feet per
minute in hundreds of feet, then a 1 500 F'PM marker
When the range of this scale is exceeded, vert1cal
veloc1iies up to ±40.000 feet per mmuw are display('(\
on a vertical velocity moving scale ( 17. figure 1 51)
and are viewed through readout windows located at
the top and bottom of the scale. The moving scalP
displays only thousand foot levels. The vertical
velocity index is u s~'d as the vertkal velocity index
reference and will move to the appropriate window
when rate of climb o r descent of 1500 feet per
minute lS exceeded. The vert1cal velocity index and
moving scale is operated by signals from the air data
computer system.
Altimeter.
The altitude ( 4, figure 1-51) in the center of the
A VVI indicates calibrated aircraft pressun' alt1tude
wh1ch is read on the altitude scale agru.nst a fi.xed
index line. The scale is calibrated in hundreds of
feet, indicates each thousand-fooL level from ··· 1000
through +80,000 feet, and is operated by electrical
signals from the air data computer. A double lme
command altitude marker t 5. fit,rure 1-51 ) and the
command altitude readout \";ndow t12, figure 1-511
below the scale indicate mru1ua.lly seleded command
altitude. The command altitude numerals are con-
trolled by the command altitude slewing switch
(14, figure 1-51) under the command altitude n~adout
window. When manually selecting a cornmand alti·
tude, slewing speed of the command marker and
readout window numerals is proportional to the
amount the slewing switch is displaced from center.
Note
The double line command altitude marker
remains at the top or bottom of the dis·
play column until the selected command
altitude comes mto view on the altitude
scale, at which Lime it. will synt.:hronize and

Note (Continued)
move with the reading on the scale.
The sleeted command altitude is
numerically shown in hundreds in the
command altitude readout window at
all times.
• The last two digits in the readout window
are fixed zeros. The scale can be set to a
minimum of 100 and reads out in 100
foot increments.
Gross, Cabin, and Target Altimeter.
The gross, cabin, and target altimeter ( 3, figure 1-51)
on the right side of the A VVI accumulates and dis-
plays all available altitude information on three
differ ent indicators or scales as follows :
1. A thermometer type gross altitude index (10,
figure 1-51) shows aircraft altitude against a
gross altilude scale (7, figure 1-51) and is
operated by electrical signals from the air
data computer. T he gross altitude scale is
cali brated in 1000 foot increments and
numerically indicates 10,000 foot levels from
0 to 80,000 feet.
2. The cabin altitude marker (11, figure 1-51) is
a moving striped marker read against the
gross altitude scale. lt is operated mechanically
by a diaphragm element within the instrument
case and has a range of from 0 t o 50,000 feet.
3. The target altitude marker (6, figure 1-51) and
the target altitude readout window (13, figure
1-51) are inoperative.
Command altitude is indicated by a double line
command altitude marker (9, figure 1-51) and is
simultaneously shown and operated in conjunction
with the command altitude marker on the altimeter.
Barometric Pressure Set Knob, and Readout Window.
The barometric pressure reading is set by a knob
marked BARO (15, figure 1-51) located on the
lower left corner of the indicator, and is numeri-
cally displayed in the barometric pressure readout
window (16, figure 1-51) above t he knob. The
knob is used to set current field barometric pressure
into the AVVI.
Attitude Director Indicator (AOI).
The attitude director indicator (ADI) (figure 1-52)
presents roll and pitch attitudes, rate of tum and
T.O. 1F-1050-1
slip, computed bank and pitch steering information
and glide slope displacement for instrument landing
approaches. Th(> indicator is remote reading and
contains an amplifier po wered by AC primary power
which amplifies electrical pitch and roll signals from
the all-attitude gyro system to operate the attitude
sphere. The turn needle of the turn and slip indicator
is operated by electrical signals directly from the rate
gyro. The navigation and I LS bars, indicators and
warning flags, operate independently of the ADI
amplifier, and depending on the position of the instru-
ment selector switch. receive electrical signals through
the integrated flight instrument system flight director
computer, from the ILS system, and through the
integrated flight instrument system signal data con-
verter from the Doppler system. The ADT is inter-
nally lighted from AC primary power. An attitude
warning flag marked OFF, is located in t he lower
left corner of the indicator. Refer to the ADI TABLE
for the bars, indicator, flags, etc., of the ADI which
will or will not be operating when power to a com-
ponent or a component failure occurs.
Attitude Presentation.
Attitude indications are presented by an attitude
sphere (1, figure 1-52) a miniature aircraft (5, figure
1-52) a bank steering bar ( 4, figure 1-52) and a fixed
outer ring with graduated markings. A horizon line
is formed on the spherical dial by the meeting of a
gray, upper climb section and a black, lower dive
section . The attitude sphere operates and indicates
through 360 degrees of roll and pitch and will not
tumble even during extreme maneuvers. The sphere
is remot ely operated by electrical signals from the
vertical gyro of the all attitude gyro system. Approx
imately 90 seconds after the application of AC
primary power to the all attitude gyro system and
to the indicator the sphere will erect and function
normally; however, the attitude warning flag should
move out of sight within approximately 60 seconds
after application of power. The sphere operates at
all times regardless of the position of the instrument
selector switch.
I
WARNING
A small pitch error will appear as a slight
pitch increase after acceleration and as a
slight pitch decrease after deceleration.
Note
If a start cycle is faulty (attitude sphere
not erected after approximately 90 seconds)
1·151
T.0 . 1F-1050-1

ADI
(attitude di:recto:r indica-toP)
(TYPE ARU-28/ A)

2. BANK POINTER 3. COURSE WARNING

FlAG

15 PITCH STEERING
BAR 4. BANK STEERING
BAR

5. MINIATURE AIR·
CRAFT

1l GLIDE SLOPE
INDICATOR
6. HORIZON BAR

7. BANK SCALE

8. PITCH TRIM KNOB

111. GROUND PERSPEC· 9. TURN AND

TIVE LINES SLIP INDICATOR

TYPE ARU·2A/A is physically the same as the ARIJ.2B/ A, except that the TYPE ARU·2/ A 1s physically the same as the ARIJ.2A/ A. except that the
steering bars are in back of the miniature aircraft inste.Jd of in front bank scale is at the top and the course warning flag at the bottom.
of it. This instrument when used with certain models of flight director
computers, may not stow the PITCH STEERING BAR out of sight.

Figure 1-52

1-152
 T.O. lf-1050-1

ADI TABLE

0 Operating
I Inoperative
*Provided the associated systems are ON, and the instrument selector switch is in the proper position.

Glide
Attitude Batlk Course Pitch Glide Slope
Type of Attitude Wami1lg Turn Steering W'amitlg Steeritzg Stope Warnitzg
Failure Sphere Fl4g ltulicator Bar Flag Bar lmJ. Flag

DC primary o. Out of I 0* Out of 0* 0* Out of

View View* View*
AC secondary 0 Out of 0 I I I f In view
( AC GEN Light View
Iluminated)
-
Power to or in the all I In 0 0* Out of 0* 0* Out of
Attitude C..ompass Sys. View View* View*
Power to or in the I In 0 0* Out of 0* 0 Out of
ADI amplifier View View* View*
Note (Continued)

the fast errection button may be

depressed to erect the attitude sphere.
After accelerations or decelerations the vertical
gyro can be fast erected to cancel out the accelera-
tion errors, by depressing the vertical gyro fast
erection button. When the pitch steering bar has
centered within four bar widths on the ADI, the
gyro·can be considered fully erect, and the button
must be released. Depressing the button momen-
tarily to check erection is pennissible.
The vertical gyro fast erection button
should not be used unless the accelera·
tion errors are in excess of one degree.
Fast erection should only be used in
wings level unaccelerated flight. Con-
tinuous operation of the fast erection
button is limited Lo 30 seconds followed
by a 90 second cooling period to prevent
damage to the slewing motors and the
electrolytic erection switches.
• While the vertical gyro fast erection
button is held depressed, the attitude
warning flag on the ADI will appear,
however, attitude information is reliable.
Since level flight pitch attitudes vary with different
loadings and speeds, a pitch trim knob ( 8, figure
1-52) is provided on the indicator to adjust the
attitude sphere when in level flight.
WARN ING I
It is mandatory to oross check the air-
craft's roll attitude indication with the
turn indicator and standby attitude indi-
cator at all times, especially during rapid
descents. If bank indications do not fol-
low aircraft motion as shown on the slip
indicator, this indicates a malfunction
has occurred in the roll circuitry. Accu-
rate pitch attitude information may still
be displayed on the ADI. Due to possible
leakage in the gyro case of the all-attitude
gyro system it is possible for the gyro
case to collapse and bind the vertical gyro
outer gimbal when descending to lower
altitudes. This will show up as a fixed roll
indication on t he AD! sphere regardless of
aircraft attitude, and does affect bank
steering information, and the bank steer-
ing bar is not reliable.
Turn and Slip Indicator.
A conventional turn and slip indicator (9, figure 1-
52) are located on the indicator below the attitude
sphere. The turn indicator operates at all times and
receives electrical signals from the rat-e gyro and is
dependent upon DC primary power for operation.
When the indicator is deflected one needle width it
indicates a (90 degree per minute) four-minute turn.
The slip indicator, which operates as a function of

1-153
T.O. 1F-105D-1
gravity and centrifugal force, functions at all times
and needs no electrical power for operation.
Bank Steering Presentation.
Computed bank steering information in relation to
a desired heading, target, or destination, and com-
puted steering inionnation (with the instrument
selector switch in ILS and the steering bar (needle)
switch ON) indicating direction of bank necessary
to intercept and maintain a localizer beam, is pre-
sented by the bank steering bar ( 4, figure 1-52}.
Signals for operating the bar are supplied by the
flight director computer which receives signals
from the all attitude gyro system, the HSI, the
Doppler navigator, and the ILS radio for modifica-
tion and distribution to the integrated flight instru-
ment system. Depending on the instrument mode
selected, keeping the bar centered indicates the
aircraft is flying a correct intercept, or is on the
desired heading, localizer beam, or Doppler course.
If the bar is off center, the aircraft must always be
banked towards the bar to center the bar to make
good the desired. heading, or course. With the instru-
ment selector switch in the ILS-LCL position, the
bank steering bar automatically provides up to a
45 degree intercept of the localizer beam with an
asymptotic rollout as the beam is approached.
The bank angle is limited to approximately 35 de-
grees in the LCL mode. ~hen the instrument
selector switch is in the ILS-FINAL position, a
correction is provided for drift in the computed
signal on the bank steering bar and the correct
crab angle is attained when the bar is centered.
The bank angle is limited to 15 degrees in the ILS
FINAL mode. The ILS-FINAL position should not
be selected until the aircraft is inbound and on the
localizer beam. When the instrument selector
switch is at MAN, the bank steering bar is in view
and will indicate desired heading or correct inter·
cept approach to a manually selected heading on
the HSI. During fire control functions (depression
of the freeze/fire button prior to a toss bomb
maneuver) the bank steering bar is used as a roll
reference. When the bar is centered the wings are
level. A steering bar (needle) switch (24, figure
1-3) is used to control the operation of the bar.
When in the ON position the bar will operate.
When in the OFF position all signals are removed
and the bar moves out of sight. However, regard-
less of the position of the steering bar (needle)
switch, or the instrument selector switch, (except
ILS-LCL or ILS-FINAL) when the freeze/fire but-
ton is depressed all signals are removed, and the
bank steering bar displays only roll information.
In the (f) when flying dual, the steering bar
1·154
(needle) switch is only operable in the cockpit with
control of the FLIGHT take-over system. A red
course warning flag will appear at the top or bottom
of the indicator (depending on indicator type) when
the bank steering bar is receiving no signals or signals
are too weak or unreliable, from ILS, or Doppler
receivers.
Note
With the steering bar (needle) switch
OFF, if the instrument selector switch
is moved past ILS-OUTBND to ILS-LCL
or ILS-FlNAL and then returned toILS·
OUTBND, the bank steering bar will
appear. To drive the steering bar out of
view place the steering bar (needle) switch
ON then OFF.
Glide Slope Presentation.
The glide slope indicator presents the position of the
glide slope beam in relation to the aircraft for an
instrument landing approach. Full deflection of the
indicator from center is one-half degree. The glide
slope indicator is operated by electrical signals from
the AN/ARN-61, ILS radio receiver and is out of
view unless the steering bar (needle) switch is ON
and the instrument selector switch is at ILS-LCL or
ILS-FINAL position. When the indicator is aligned
with the index the aircraft ~ on the glide slope.
Refer to AN/ARN-61 Radio Receiver Set in this
section for application. The pitch steering bar (15,
figure 1-52) presents computed pitch steering infor-
mation indicating direction of flight to intercept and
maintain the glide slope beam. The bar is operated
by electrical signals from the vertical gyro of the all
attitude gyro system and the AN/ARN-61 radio
through the flight director computer. The pitch
steering bar is out of view unless the steering bar
(needle) switch is ON and the instrument selector
S'\vi.tch is at ILS-FINAL. When the bar is centered
the attitude of the aircraft for capture of the center
of the glide slope beam is correct or the aircraft is
on glide slope. When the bar is not centered always
move the aircraft towards the bar to center it.
I
WARN ING
When the steering bar (needle) switch is
placed OFF, the glide slope pointer will
remain stowed, regardless of instrument
mode selected.

Warning {Continued)
• Some aircraft are presently equipped
with a combmation of flight director
computer and ADl which displays the
pitch steering bar at all times. Any indi-
cations that the pitch steering bar dis-
plays, except in ILS F1N.AL position of
the instrument selector switch, are to
be disregarded. In ILS FINAL position
the pitch steering bar supplies correct
information.
Steering Bar (Needle) Switch.
The stecnng bar (needle) sWJtch (24, figure 1-3) is
a two-posiLion switch placarded STEER NEEDLE,
with positions marked ON and OFF. The swiLch
controls power and signals to the pitch and bank
steering bars, the glide slope mdicator. and glide
slope warnmg flag of the ADJ in each cockpit. ln
the fE when t1ying dual the switch is operable only
in the cockpit with the FLIGHT take-over button
engaged. When the switch is OFF the pitch stem'ing
bar, bank steering bar, glide slope indicator, and
glide slope warning flags are out of view.
Note
With lhe steermg bar (needte) switch
OFl'', th~! bank steermg bar will appear
if the instrument selector switch is ro-
.···· tated through lLS-OUTBND to another
ILS position and then returned to lLS·
OUTBND. The bar can be driven from
view by cycling the steering bar (needle)
sw1tc.~h Lo ON and back t.o OFF.
\Vhen t:he sw1tch is ON the bank steering bar is in
view regardless of the instrument selector switch
position. The p1tch steermg bar ts out of view in
ail mstru.mcnt sdect.or positwns except ILS-FINAL.
In the ILS-OUTBND and TAC modes, actuatlon of
the vertical gyro fast erect button will cause the
pitch steering bar to appear. Whfm flying straight
and level with Lhe Bomb/Nav switch at BOMB. the
pitch steermg bar will move toward center during
fast erection. Full gyro erection 1s indicated when
the bar is centered to withm four bar widths of
the mimature aircraft symbol. With the steering
switch ON the glidt slope indtcator is out of view
except during the ILS-FlNAL or LCL modes and
the glide slopl) warning flag IS out of view at ali
tlmes, and appears only if ILS signals are weak or
unreliable in the ILS-FINAL or LCL modes.
T.O. lf-1050-1
Power and Sagnal Failure Indicators.
If power fails in the all attitude gyro system, the
ADI, or the vertical gyro fast erection button is de-
pressed a red attitude warning flag (11, figure 1-52)
marked OFF will appear on the left lower side of the
indicator. Whenever electrical signals from the selected
navigational receiver {instntment selector swiLch at
DOPPLER, ILS-LCL or ILS-FlNAL) are weak or
unreliable for operat1on of the bank steering bar, or
a secondary AC power failure oecurs, tht~ red course
warning flag ( 3, figure 1-52) will appear on the face
of the mclicator.
If signals from the ILS glide slope rece1ver are inade-
quate for operation of the glide slope indicator or a
secondary AC power .failul'e occurs, a red glide slope
warning flag (14, figure 1-52) will appear at left side
of indicator. if the steering bcu· (needle) switch lS
OFF, the glide slope warning flag will be in vi.:w
regardle.."l> of the instrument mode selected.
Horizontal Situation Indicator (HSI).
The horizontal situation indicator (HSl) {ftgure 1-53),
visually displays a plan view of navigation and attack
positwnmg tnformatlon. Depending on the instru-
ment :;£'lector sw1tch position, the HSI will present
the following informatiOn· mode lights to md1eate
the mode of opc:ra~10n; rnagnetic heading provi<led
from the al1-HLtitude compass system; bearing infor-
mation prov1dcd from a remote source in all but, the
manual mode of operatwn. command heading m-
formatlon provided from c.1 remote souree or set
manually; cou.rse information provided from a re-
mote source or set. manually; displacement of the
aircraft from a selected co\.trse; to-from indwatwn
from a selected T ACAN station; numerical indica·
tion of d1stance to a TACAN station, a target,
or destination. Electrical signals for operation of
the pomters, arrows and indicators are supplied
by the Doppler, ILS, and TACA~ systems through
the mtegrated flight instrument system s1gnal
data converter which modifies and converts these
signals to supply standardized inputs to th£> liSI.
The signal data eonverter is powered by t\ C
secondary power and, in lhc event of failure, will
affect the systems above. Signals for operat1on
of the compass card comt:- d1rectly from the com-
pass .!;ystem through an HSJ amplifier. The HSl
contains its own amplifier and associated powet·
supplies. The HSI amplifiers for the compass card,
bearing pomter and course deviation scale are
powered by AC primary power.
1-155
T.O. 1 F-1050-1

The HSJ amplifier for the heading marker and
course arrow is powered by AC secondary power.
The range indicator, and to-from indicator require
no amplification and receive signals directly from
the TACAN set through the signal data converter.
Refer to the HSI table for HSI components that
are operative or inoperative in the event of AC
primary or AC secondary power failure (AC GEN
indicator light illuminated).
Aircraft Heading.
The aircraft's magnetic heading is displayed on a
compass card (17, figure 1-53) and is read under
the upper lubber line 3, (figure 1-53) located at
12 o'dock position on the indicator face. Reciprocal
heading is read under the lower lubber line at the
6 o'clock position. The compass card is operated
remotely by signals from the directional gyro of
the all attitude gyro system. With the function
selector knob on the compass controller in the
. SLAVED position existing heading of the aircraft
is displayed within approximately 90 seconds after
the application of AC primary power to the system
(depending on position of the compass card to
actual aircraft heading). The compass card functions
a:t all times regardless of the instrument selector
switch position.
Command Heading.
A double line heading marker (1, figure 1-53) which
can rotate around the outer edge of the compass
card indicates remotely or manually selected com-
mand heading. With the instrument selector switch
in MAN, T AC or any of the ILS sub-positions, the
heading marker can be set manually by the pilot
using the heading set knob (13, figure 1-53). Once
the marker is set it will synchronize and rotate with
the compass cru.:d. With the instrument selector
switch in DOPPLER the heading marker is automat-
ically positioned. If the marker is remotely driven
by Doppler signals, movement of the heading set
knob will have no effect on the heading marker
position. When manually setting the marker, clock-
wise rotation of the heading set knob moves the
marker clockwise.
Course Presentation.
A desired course or track is displayed by a course
arrow (2, figure 1-53) which rotates within the
compass card, and is remotely driven by electrical
signals from the Doppler navigator, or manually
set by the course set knob (9, figure 1-53). If the
course arrow is being positioned remotely by Doppler
signals, movement of the course set knob will have
no effect on the arrow. Once the arrow is set it will
synchronize and rotate with the compass card. Clock-
wise rotation of the course set knob moves the arrow
clockwise around the indicator. With the instrument
selector switch at MAN, the course arrow becomes
fixed with the lubber line, and the course selector
window (10, figure 1-53) will then numencally mdi-
cate the aircraft heading. In the T AC and ILS posi-
tions the arrow can be manually set to a desired

HSI TABLE

0 DISPLAY IS OPERATIVE I DISPLAY IS INOPERATIVE *Can be manually set.

Course
Electrictd Compass HeaditJg Be4ring Deviation Course Selector Range To-F~mn
Failure C~~rd Marker P ointer Course Arrow Window ltidicator Indicator

jAC I 0 I I 0 0 0 0
PRI
~c c I* I I I* I I t
~EC.

Note
Failure of the Doppler navigator or ON
power supplr will affect che displays. Refer
to the CIN MAIN POWER SUP PLY CAU-
T ION UGH T and tbe individual systems in
this section for system affected.

1-156
 T.O. lf- 1050-1

HSI
(horizo:n:tal si-tuation. indicator)

NOTE• Situotion shown is

with th e instrument selee:tor
ot TAC ond the TACAN
function selector ot TI R.

1. HEADING MARKER 3. UPPER LUBBER 4. BEARING POINTER

LINE

17. COMPASS CARD -.. 5. AIRCRAFT SYMBOL

16. COURSE DEVIATION 6. COURSE DEVIATION

INDICATOR SCALE

15. MODE INDICATOR 7. MODE INDICATOR

LIGHTS LIGHTS

14. COURSE ARROW 8. TQ.FROM INDICATOR

(TAIL)

13. HEADING SET KNOB 11. LOWER LUBBER 10. COURSE SELECTOR 9. COURSE SET KNOB
LINE WINDOW
• Range warning flag not shown.

Figure 1·53

1-157
 T.O. 1F-1050-1
eourse. ln the DOPPLER posttion the arrow indi-
cates the magneti<' ground tra<"k. The magnetic
position of the course arrow is numerically shown
i.n the course selector window o f the indicator. To
indicate the position of the ain:raft in relation to
the selected course a course deviation indicator
{16, figure 1-53) is provided, and will operate in
the TAC, or ILS-OUTBND, -LCL and FINAL
modes. ln all other modes the indicator is fixed in
alignmenl '""ith the course arrow. A "to-from" indi-
cator (8. figur e 1-51) indicates to the pilot whether
the selected course is an inbound or outbound course
course to the station, and operates only in the
TACAN mode.
Bearing Prf'.sentation.
Indication of bearing to a station, target, or a great
circle course is provided by the bearing pointer ( 4,
figure 1-53} which is remo tt~ly o perated by electri-
cal signals in all instrument modes except MAN.
When the instrument selector swilch is at MAN the
pointer is fixed in alignment with the upper lubber
line. With the instmment selector switch in any of
the ILS modes or TAC position, the pointer will
operatR in response lo T ACAN signals, and indicate
bearing to aT ACAN station. ln the DOPPLER
position, t he Doppler navigator provides signals
for indication of a great circle course to a preset
destination. When the command radio set is in the
ADF posttion thP bearing pointer will indicate the
bearing Loa UHF station (regardless of instrument
st>lector switch position).
The bearing pointer presents both
magnetic and relative bearing to the
station selected, as long as the'HSI
compass card is fu nctioning normally.
[f there is a malfunction in the com-
pass system, the bearing pointer infor-
mation should be considered unreliable
I unles:; verified by radar or other naviga-
tional aids as either re lative or magnetic
bearing.
Distance Presentat ion.
Distance m nautical miles to a T ACAN, or preset
destination in the Do ppler navigator, or to a target
is displayed in the range indicator. (12, figure 1-53)
on the lower left side of the indicator. Distance
mformation for the appropriate display is only
1-158 Change 2
shown in the indicator whe>n the instrument selector
switch is in the corresponding position. In the MAN
mode or the ADF sub-mode the range indicator is
covered by the range warning flag. The numerals
can display from 1999 to 000 miles. The thousand
numeral is fi.x ed and shuttered unless lhe distance to
a destination is 1000 miles or more.
Note
The range indicator will be covered by
ihe range warning flag if the dis lance
signals from the TACAN receiver are
weak or unreliable.
Mode Indicator Lights.
Mode indicator lights (7 and 15). figure 1-53 are
incorporated around the face of the HSI, to relate
the position of the instrument selector switch Lo the
information being displayed on the HSl and 1\DI.
The instrument selector switch positions and the
corresponding illuminated hght displays are as fol-
lows: MAN (manual) displays MAN; FlNAL, LCL
and OUTBND display U"'S/1'AC: TAC (TACAN)
displays TAC; and DOPPLER displays NAV. When
in the ADF submode (AN/ARC-70 power switch
placed in ADF position) a light will illuminate dis-
playing UHF in addition to any Light already illumi-
nated. When in the fire control sub-mode any light
illuminated will remain on. The lights are powered
by AC primary power and are controlled by the
instrument selector switch through the signal data
converter.
Note
The DL and TGT lights on the right side
of the HSI are inoperative.
Flight Instrument Simulate Failure Switch. (E)
The flight instrument simulate failure switch (29,
figure 1-7) (not in rear cockpit) is a two-position
switch with positions placarded SlMUI..ATE FAIL-
URE AFT FLT INSTR and NORM. The switch is
used during instrument flight training and permits
the instructor pilot to simulate an integrated instru-
ment failure and check the rear cockpit pilot's
ability to fly using standby instruments. When t he
switch is aL NORM all integrated instruments are
powered. When the swikh is at SIMULATE FAlL-
URE AFT FLT INSTR, power is removed from
the AMI , A VV[ and ADI in the rear cockpit. 'rhe
swtich controls AC power to the above mentioned
instruments.

Note
IJ:} When powet has been removed from the
rear cockpit integrated instruments and
then reapplied, the A VVI command
markers may drift up to ±1000 feet from
the altitude selected prior to the simu-
lated or actual failure.
All ATTITUDE COMPASS SYSTEM.
The all-attitude compass system is a central master
gyro reference system that provides for movement
and indication of 360 degrees in the roll, pitch, and
yaw axes. The gyro platform contains a vertical
and directional gyro. The directional gyro is tied
in with the remote compass t.ransmitter and ampli-
fier to provide a gyro stabilized compass system.
Electrical signals proportional to pitch, roll and
heading changes sensed at the gyro axes are sent to
the various aircarft systems. Pitch and roll signals
from the vertical gyro operate the sphere of the
ADI. These signals are also sent to the flight direc-
tor computer, and are mixed with heading, Doppler,
or ILS signals for operation of the bank steering
bar of the ADI. Heading signals from the directional
gyro operate the compass card of the HSI and are
also mixed in the flight director computer with
crosswind signals, and course and radio approach
rate signals, for operation of the bank steering bar
of the ADI. In addition to the tie-in with the
integrated instrument system, the all-attitude gyro
system supplies information to the Doppler navi-
gator, AFCS and fire control. The all-attitude gyro
system is powered by DC and AC primary power.
FLIGHT DIRECTOR COMPUTER.
The flighL director computer section of the IFIS
accepts standard guidance, attitude and heading
information, and processes this information for
presentation as bank and pitch steering informa·
tion, and warning flags on the ADI. The computer
receives signals from the all-aiLitude gyro system,
the ILS receiver, the signal data converter and the
HSI. Displacement and rate signals are computed
in such a manner to provide asymptotic approach
to a desired flight path or heading and steering
information for easily maintaining the desired flight
path. The computer contains mode switching
relays, which are actuated by the instrument selector
(figure 1-55) on the main instrument panel. The
flight director computer is powered by 115 volt
AC secondary power.
T.O. 1F- 105D-1
SIGNAL DATA CONVERTER.
The signal data converter section of the IFIS accepts
signals from various systems in the aircraft, and
switches, modifies or converts these signals as re-
quired to supply standardized signals to the iutegrated
instrument display. The converter contains mode
switching and control relays, servo modules and
power supplies. The relays are actuated by the instru-
ment selector and perform the function of connect-
ing the appropriate signals to the instruments in
accordance with the selected mode of operation.
The servo modules consisting of a drift and a heading
module modify signals from the Doppler navigator
and the all-attitude compass system respectively,
for presentation on the HSI in certain selected modes
of operation. In the manual mode of instrument
operation, the converter power supply aligns the
bearing pointer with the upper lubber line of the
HSI. On the fire control sub-mode (see figure 1-55),
a converter relay modifies the heading error and roll
channels in the flight director computer so that the
bank steering bar of the ADI indicates roll reference
only. In the ADF sub-mode a converter relay places
the sy::.-tem in ADF mode. The converter is powered
by 115 volt AC secondary power.
INSTRUMENTS.
The four instruments of the IFIS are arranged in a
group to form aT on the main instrument panel.
The three instruments across the top of the Tare
the AMI, ADI, and the AVVI. The instrument below
the ADI is the HSI. A horizontal fixed index line
through the center of the AMI, ADI , and AVVI
provides a horizontal reference line, which is basically
a forward looking view (figure 1-54). A vertical fixed
line through the center of the ADI and HSI provides
a vertical reference line which is basically a down·
ward looking view. Indicators and pointers are
grouped about the horizontal and vertical reference
lines to indicate the necessary control movement
(stick, rudder, or throtLle) to bring the desired
heading, course, altitude, airspet'<.i, Gs, etc., in align-
ment with the fixed horizontal or vertical reference
lines. The moving scales, pointers, bars, indicators,
and compass card of the integrated instrument dis-
play function so that a ccrresponding control move-
ment is required to fly ihe aircraft toward a selected
heading, attitude, airspeed, station or destination,
when it is shown displaced from the vertical or hori-
zontal fixed reference lines. Increased airspeed or
Mach, and decreased altitude, Gs or angle of attack
{which are shown below the fixed horizontal index),
1·159
T.O. 1F-1050-1

INTEGRATED FLIGHT INSTRUMENT

ADI

AMI AWl
( Airspeed·Mach (Altitude Vertical
Indic•tor) Velocity ltJdiclltor)

HSI
( H orizot1tal Situ11ti011 It~dicatO"r)

The integrated instruments are grouped on the main Instrument
panel to form a tee. A horizontal reference line through the top
three instruments represent$ the forward looking view. A ver·
tical reference line through the ADI and HSI represents the
downward look (or plan) view.
NOTE
• The display in the forward looking view, along the horizontal reference line,
is governed by fore and aft movements of the stick and / or throlfle, and
include pitch, airspeed, Mach number, vertical velocity, altitude, angle of
attack and acceleration.
• The downward looking display is controlled by motions of the stick sideways
and include heading, bank, turn role, and navigational as well as tactical
information.

• By scanning t he horizontal or verticdl reference lines, It Is possible to deter·

mine os indicated by the command ma~rker and other indicators whether or
not the aircraft 's performance, in relation to airspeed, altitude, and course,
differs from the desired performance.

Figure 1-54

1-160
 ) ) ) )

INSTHUMENT SELECTOR SWITCH POSITIONS

~~d. d.is:._»I~"YS
notes:
1. ADF sub mode goes into effect when AN/ ARC-70
function control swi tch is placed in ADF position.
2. Fire control submode goes into effect when the freeze
fire button is depreued,

INSTRUMENT SELECTOR SWITCH POSITION SUB MODES

..,.,
<Q•
c: AD I STEERING BAR
~ FIRE
-
8:
(ATIITUDE
DIRECTOR
INDICATOR)
FINAl
ILS
LOCALIZER I OUTBD
TAC MAN
(MANUAL)
DOPPLER ADF
(See Note 1)
CONTROL
(See Note 2)
SWITCH
ON I OFF

~ Bank steering Steers to intercept and Steers to manually Doppler When freeze
~
.... bor capture localizer. Center selected heading heading fire button is
(steering bar to make good the depressed,
information) localizer removes all selec-
....0 ted displays and
~ substitutes fire
control output for
roll reference,
regardless of
steering bar
switch position.
Will appear if signal Will appear if
Course warning otrength entering the equip- signal strength is
Flag. ment is weak and/ or weak or
unreliable. unreliable.

Glide slope INDICATES GLIDE

indicator SlOPE DEVIATION

Will appear if
Glide slope signal otrength
warning Flog, is weak and/ or
unreliable. ~

Information to 9
...
intercept glide
Pitch steering slope. Center (ON THE ARU 2/ A INSTRUMENT - REMAINS IN VIEW ...
"T1
I

.
~
bar bor to make
good the glide
AND STOWS ON TME lOWER SECTION) 0
U1

...0
~
Cl
_. slope I
 ....
INSTRUMENT SELECTOR SWITCH POSITIONS
-i
.... !:>
al
N ....
""
....
g
I

(')
:T
Q)
a.:.1CI Cl.i&:I»Ia.-ys 0
....
I
~

'16
N

INSTRUMENT SELECTOR SWITCH POSITION SUB MODES

HSI
ILS FIRE STEERING BAR
I
HORIZONTAL
SITUATION
INDICATOR
FINAL LOCALIZER I OUTB'D I
TAC
I MAN
(MANUAL)
I DOPPLER ADF
(See Note 1)
CONTROL SWITCH

Adds "UHF" in
:!I
(Q'
Mode Indicator
lights
ILS/ TAC ILS/ TAC IILS/ TAC I TAC MAN I NAV addition to lights
olreody ON
r::
~
-~ bearing pointer I
INDICATES BEARING TO A TACAN STAT ION Pointer becomes
.f'•xed an d a I'•gne d
' th 1Op 0 1
I. lndocotes
.
corcle
g reat
INDICATES beodnq
to UHF transmitter
TACAN Set - ON WI d course
, , to
lubber line o estonotoon
~
...~
1\,)
Indicates
INDICATES DISTANCE IN NAUTICAL MILES distance on
0 Range indicator Shuttered Shuttered
..... TO A TACAN STATION noutico l miles to
o d estination
~

Course Arrow Tocon Arrow be-

ond Course radio I comes fixed
Runway course must be manually set ot lubber line. Actual Magnetic
Selector manually Ground Troc It
w indow W indow reods
set.
out heading,

Indicates
Deviation
Course Deviation I NDICATES DEVIATION FROM From o IND ICATO R IS CENTERED IN
Indicator AliGNMENT WITH
TRANSMITTED ILS COURSE selected
TACAN COU RSE ARROW
hood ing

Command
~oding Marker ANY DESIRED HEAOING·MANUALLY SET hooding from
doppler
navigator

TO-FROM Indicates
"TO'• or
Indicator
"FROM"

) ) ) )

all require forward stick or throttle movement.
With the glide slope indicator or pitch steering bar
above the horizontal reference line, aft stick move-
ment is required to cent-er the indicator and bar,
and vice versa. Increased heading, course deviation,
or the bank steering bar to the right of the vertical
reference line requires a right bank.
Integrated Flight Instrument Presentations.
Basic Flight Instruments. In the center of the four
instrument display, because of its importance, is
the ADI which displays the following flight infor-
mation: Completely unrestricted attitude informa-
tion in both pitch and roll; turn rate; and slip. To
the left of the ADI is the AMI which displays the
following flight information in reference to the
fixed index lines: angle of attack; normal accelera-
tion (Gs); true Mach; and calibrated airspeed. To
the .right of the ADI is the A VVI which displays
the following information: vertical velocity; cali-
brated pressure altitudei and gross, cabin and target
altitude (entire scale is visible). Below the ADI is
the HSI which presents a magnetic or instrument
heading.
Navigation Instruments. The navigation instruments
of the IFIS are the ADI, and HSI which complement
the basic flight instruments. The navigation displays
of the ADI present the following: glide slope dis-
placement showing the aircraft in relation to a glide
slope beam; computed pitch steering information
indicating direction of stick movement to intercept
and maintain (asymptotic approach) the glide slope
beam; computed bank steering information indi·
eating stick movement to intercept and maintain
(asymptotic approach) a selected heading, Doppler
course, or localizer beam. The steering bar has
become centered when the correct control action
has been taken. The navigation displays of the
HSI present the following heading to steer to a
Doppler destination, or a desired TACAN course;
Doppler ground track; to or from indication in
relation to a T ACAN station; T ACAN or ILS
course deviation; bearing to a UHF station, or
TACA;N station, great. circle course to fly to a
destination; distance in nautical miles to a Doppler
destination, or aT ACAN station.
Note
[E] When changing the instrument mode
selector switch from Doppler to TACAN,
the course readout on the HSI will indi·
cate the Doppler course unless reset by
the pilot.
T.O. 1F-105D-1
If the steering bar (needle) switch is OFF when the
instnnnent selector switch is moved through the
ILS·OUTBND position to the lLS-LCL or lLS-
FINAL position and then retUined to JLS-OUTBND,
the bank steering bar will appear. To drive the bank
steering bar out of view place the steering bar (needle)
switch ON then OFF.
Command Markers.
Command markers are double lined moving indexes
located on the AMI, A VVI and HSI. The markers
serve as memory indexes, and provide visible indi·
cat.ions of desired altitude, airspeed, and heading
information in relation to the horizontal and vertical
reference lines. Command readout windows numeri·
cally display the selected information below the
corresponding scales of the AMI , AVVI and the HSI.
The mar.kers are fly-to indexes. Depending on their
position in relation to the horizontal or \ ....rticaJ
refemce lines a corresponding stick, rudder, or
throttle movement is required to align the marker
with the fixed horizontal or vertical index line.
Note
If the command slewing switch is moved
to the detented position on the right, the
command airspeed marker will align with
the fiXed mdex and continuous presenta·
tion of the airspeed will then be displayed
on the moving scale and in the readout
window.
Instrument Tolerances. If)
Possible span of the integrated instrument readings
between the front and rear cockpits are as indicated
below. Allowances have been made for extremes
of tolerance bands although the instruments are
within specification requirements.
Altitude Vertical Velocity Indicator (AVVI).
Altitude scale 50 feet
Vertical Velocity 150ft/min at 0 ft/min
1000 ft/min at 40,000 ft/min
Attitude Director Indicator (ADI).
Pitch and roll 2 degrees
Airspeed Mach Indicator (AMI).
Mach scale 0.010 Mach
1-163
 T.O. 1F-105D-1

Command Mach marker 0.010 Mach Takeoff.

Max allowable mach number 0.020 Mach Accomplish normal takeoff. After lift-off, heading
and attitude information is easily available by refer·
Airspeed indicator 4 knots ence to the bank steering bar and sphere of the ADL

Command airspeed marker 10 knots After Takeoff.

Accelerometer 0.2G Allow the aircraft to accelerate to best Mach number

Horizontal Situation Indicator (HSI).
Heading 1 degree
Distance to go 8 Nautical miles
Integrated Flight Instru ment System Operat ion.
A typical flight will be described here to p rovide a
means of familiarizing the pilot with the system
and use of the command markers as memory
indexes. This does not attempt to cover techniques
nor all the functions of the system but covers only
the manual mode.
Before Takeoff.
1. Steering bar switch - ON.
2. Instrument selector switch - MAN.
3. Align aircraft on runway.
4. Rotate heading set knob on HSI until bank
steering bar on the ADI centers.
5. Set command Mach marker to desired climb
Mach by use of the slewing switch and refer·
ence to the Mach readout ~ndow on the
AMI.
6. Set command airspeed marker as desired
(wheels up, takeoff speed, etc.) by use of the
command airspeed slewing switch and com-
mand airspeed readout window on the AMI.
7. Set cothmand altitude ~s desired (level-off
altitude, etc.) by use of the command altitude
slewing switch and command altitude readout.
window of the A VVI.
8. Check compass sync, and ADI pitch trim knob
position.
set in to the AMI prior to takeoff. When the com-
mand Mach marker coincides with the horizontal
index, adjust controls to hold the marker in align-
ment vvith the index. As the command altitude is
approached the command marker will start descend-
ing toward the horizontal index. Monitor the verti-
cal velocity scale for indications of the rate at which
the Command altitude is being approached. Apply
controls to bring the altitude marker in alignment
with the horizontal index. After level-off, set de-
sired airspeed or Mach using the slew switches and
readout windows and any desired heading using the
heading set knob and heading marker of the HSI.
Accelerate until command markers are aligned with
the horizontal reference line, and bank to desired
heading, keeping the bank steering bar centered
during bank and roll out. The aircraft heading is
numerically shown in the course selector window
of the HSI when in manual mode. When making
turns, if airspeed fatls, the command marker will
move below the horizontal index on the AMI indi-
cating to the pilot that forward stick or increased
throttle is required to align the marker with the
fixed index.
Before Landing.
Set descent airspeed by use of the command airspeed
slewing switch and command airspeed readout win-
dow on the AMI. Set the desired approach altitude
by use of the command altitude slewing switch and
readout window on the AVVI. Any variation in
airspeed during letdown is immediately detected if
the command airspeed marker moves from the
horizontal reference line. Monitor the vertical velocity
scale for indications of the rate at which the com-
mand altitude is being approached. Level off so the
command altitude marker is aligned with the hori-
zontal reference line. Set approach airspeed by
using the slew switch and readout window. During
final approach and t:lareout the angle of attack scale
on the AMI is monitored to insure proper margin of
speed to complete a normal (flaps down) landing.
The best approach, 50 foot obstacle and touchdown
speeds are indicated by aligning portions of the final

1-164

approach symbol with the fixed index line. That
portion of the final approach symbol near the
letter A (in the word FINAL), when aligned with
the fixed index line, defines the angle of attack
corresponding to the recommended speed for final
approach. The letter F corresponds to the optimum
50 foot obstacle speed and that section midway
between the final approach symbol and the hatched
minimum safe speed area represents the angle of
attack corresponding to the recommened touchdown
speed.
Note
The position of the final approach symbol
is only valid when the aircraft is in the
landing configuration (gear and TE flaps
down).
• The most useful feature of the angle of
attack scale is that the optimum approach
speed will always be at the same indica-
tion regardless of aircraft gross weight.
Therefore, if this fixed optimum angle
of attack is held the speed will automat-
ically be correct for various gross weights.
The same is true for t.he 50 foot obstacle
and touchdown speeds.
INSTRUMENT SELECTOR SWITCH.
Since the attitude director and horizontal situation
indicators of the integrated flight instrument sys-
tem receive electrical signals from a number of
navigational systems, an instrument-selector switch
(27, figure 1-3) on the main instrument panel
selects any one of the six available modes of opera-
tion. The switch is operative in the cockpit with
control of the FLIGHT take-over system. The
switch is a rotary detented type, placarded INSTRU-
MENT SELECTOR having the following positions:
MAN (manual), DOPPLER, '!'AC (Tacan), ILS
OUTBND, ILS LCL (localizer)-and ILS FINAL
(and an additional DL position on (Ql aircraft).
With the switch in MAN position, the following
indications appear on the horizontal situation indi-
cator: The MAN mode indicator light is illuminated,
the compass card indicates aircraft heading (in all
instntment-selector switch positions), the bearing
pointer is fixed in alignment with the upper lubber
line, the range indicator is covered, the course arrow
is aligned with the upper lubber line, the course-
selector window indicates aircraft heading, the
heading marker indicates manually set heading, the
to-from indicator is out of view, ar1d the course
deviation indicator is centered in alignment with
T .0. 1 F-1050-1
the course arrow. With the switch in MAN the fol-
lowing indications will appear on the attitude direc-
tor indicator; glide slope warning flag, the glide slopE
indicator and pitch steering bar will be out of view.
The attitude sphere, turn and slip indicator, and the
bank steering bar will function normally in any of
the switch positions. The banlc steering bar indicates,
when centered, that the desired heading is being
maintained. For indicator displays when the switch
is in other positions, sec figure 1-55. Jn addition
there are two submodes. They are; the fire control,
and ADF modes, which are activated when the
freeze/fire button is depressed or the command radio
function switch is placed in ADF. When the freeze/
fire button is depressed, regardless of the position of
the instrument-selector switch or the steering bar
(needle) switch, all information for the bank steering
bar of the attitude director indicator is cancelled and
the bar is used as a roll indicator. When the command
radio function switch is at ADF, the bearing pointer
of the HSI will indicate the bearing to the UHF sta-
tion. The instrument--selector switch is powered by
DC secondary power.
TACP.N RADIO AN/ARN-62.
The equipment is the airborne portion of the short
range air navigation system called TACAN (Tactical
Air Navigation). lt is a UHF navigation receiver
transmitter with associated indicators that provide
reception of bearing, distance, and tone identity in-
formation, to show the location of the aircraft with
respect to a specifically constructed surface naviga-
tion beacon. A total of 126 channels are provided
and spaced one megacycle apart. Transmission
frequencies for distance measuring pulses transmitted
by the radio set and returned by the ground beacon
are in the 1025 to 1150 MC range. The receiver is
automatically tuned to a corresponding receiving
channel which is located in a frequency range on
either side of the transmitting channels. Channels 1
through 63 utilize 962 through 1024 MC, and 64
through 126 utilize 1151 through 1213 MC. This
system enables an equipped aircraft to obtain con-
tinuous indications of its distance and bearing to
any selected TACAN surface beacon located within
a line of sight distance of up to 200 nautical miles
(dependent upon altitude).
Note
If the distance range of 200 miles is
exceeded, a ra11ge warning flag drops
across the figures of the range indicator
on the HSI. However, the bearing to
the station may be shown by the bearing
pointer on the HSJ.
1-165
T.O. 1F-105D-1
TACAN
AN/ARN-62
ce> ::.1'ti:Jre> I :~;_»&,:.1 e i
Figure 1-56
Note (Continued)
• If T ACAN is inoperative or bearing
signals are weak or unreliable, the
pointer will rotate or search rapidly
to prevent erroneous information
from being presented.
The T ACAN radio utilizes the HSI, a control panel
(figure 1-56), and the instrument-selector switch.
The control panel is marked TCN and contains a
function-switch, volume control, and two channel-
selector knobs. Display of the information selected
by positioning of the channel-selector knobs will
appear on the HSI. The equipment operates at
altitudes up to 50,000 feet. The TACAN set is
powered by the CIN power supply and normally
operates from the AC and DC powered modules of
the power supply. If certain DC powered modules
fail or command radio voltage falls below normal
level, the command radio goes into back-up opera-
tion (operation on AC only). At such a time, the
CIN PWR caution light will illuminate indicating
the TACAN radio may be inoperative. Also, in
the event of AC secondary power failure, the
TACAN set would be inoperative.
1-166
Note
The bearing pointer presents both mag-
netic and relative bearing to the station
selected, as long as the HSI compass
card is functioning normally. If there is
a malfunction in the compass system or
compass card, the bearing pointer infor-
mation should be considered unreliable
until verified by radar or other naviga-
tional aids as either relative or magnetic
bearing.
• When in the T ACAN mode, the bearing
pointer will search, or rotate if signals
from the T ACAN radio are unreliable or
weak. Occasionally TACAN equipment
will misinterpret received signals and in-
dicate a false bearing which will be 40
degrees or a multiple of 40 degrees in
error. These errors may be on either side
of the correct bearing and occur because
the bearing search stopped at a false point.
Recycling the search mode by switching·

Note (Continued)
to another frequency and back to the
desired one, or by turning the T ACAN
equipment OFF then ON, will usually
result in a correct bearing indication.
Tacan Cont rol Transfer (Take-Over) Buttons. 1B
The Tacan control transfer (take-over ) button
(figure 1-62) permits transfer ofTACAN control
between cockpits. The buttons are solenoid-held
pushbutton switches placarded TACAN,. and press-
ing the button in either cockpit transfers control of
the T ACAN radio to that cockpit. Each T ACAN
take-over button contains an integral legend type
indicator light which illuminates displaying NO
CONTROL in the cockpit that does not have control
of the TACAN control panel. The button is pow-
ered from DC secondary power and the indicator
light is powered by AC primary power. Refer to
section I for details of the control transfer (take·
over) system.
Note
IE Using the Instrument Selector Switch to
control display selection in both cockpits,
the FLIGHT control transfer (take-over)
button in the cockpit desiring control
must be depressed. Course selector knob
selection transfers with TACAN take-over.
(f] • Anytime the instrument mode selector
switch is at TAC, 'I'ACAN information is
presented in both cockpits regardless of
cockpit having control of the T ACAN.
However , TACAN course information will
be correct only in the cockpit with T ACAN
control unless identical courses are
selected.
Channel-Selecto r Knob.
The channel-selector knob (figure 1-56) selects the
desired navigation beacon channel. The left· hand
knob selects the tens and hundreds figures of the
beacon channel number, and the right-hand knob,
the unit figure. Combinations of settings may be
made from 00 to 129, but the equipment operates
on channels 12 to 126 only. The frequencies se-
ected are shown in a window marked CHANNEL.
Function Switch.
The function switch (figure 1-56) has three positions
marked OFF, REC, and T/R. When ClN power is
available, power is applied to a time-delay relay and
T.O. 1F-t050-1
to the 'I'ACAN set regardless of the position of the
function-switch. The time-<lelay relay closes after
about 70 seconds and remains closed as long as p ower
is applied. Filament voltage is thus ap plied to the
TACAN even though the function-switch is in the
OFF position and provides t he so-called "Stand-by"
condition. The R'EC position places the receiver
portion of the equipment into operation so that only
bearing information is furnished with no warm-up
delay. ln the T/R position, the airborne equipment
transmits a distance-measuring pulse, and receives
corresponding reply pulse from the ground beacon
to furnish distance information, in addition lo bearing
information. The distance information Is displayed in
the range indicator of the HSI. While the indicator
is searching for the corre.ct range, the rotating num-
bers are partially covered by a range warning flag.
When the function switch is in the REC position,
the numbers remain stationary and are partially
covered by the range warning flag. The range warning
flag warns the pilot against reading incorrect distance
indications. The OFF position places the set in "Stand-
by" providing power is available, and no delay occurs
when the power control switch L<> returned to REC or
T/R.
Volume Control.
A control (figure 1-56) marked VOL is provided for
adjusting the volume of the aud1o identification signal
received fiom the beacon. Clockwise rotation increases
the volume.
Instrument Selector Switch.
For T ACAN functions and associated instrument
displays, see INSTRUMENT SELECTOR SWITCH
in this section.
Horizontal Situat ion Indicator,
For 'I'ACAN functions see HORIZONTAL SITUA-
TION INDICATOR in this section.
Operation of AN/ARN-62 Radio Set.
In the (f) bearing and distance will be displayed
and the identification tone heard in both cockpits
when the instrument selector switch is in TAC in
the cockpit with FLIGHT control.
[E] L TACAN (take-over) button in cockpit taking
control -Depress.
(f) 2. FLIGHT {take-over ) button in cockpit taking
control -Depress.
1-167
T.O. 1F-1050-1
Note
[f) The FLIGHT and TACAN take-over
buttons in the cockpit not having con-
trol of these functions illuminates, dis-
playing the legend, NO CON1'ROL.
3. Instrument-selector switch- TAC, and observe
that mode light on HSI is illuminated and dis-
plays TAC.
4. Function-selector knob on compass control
panel -SLAVED.
5. Selected desired T ACAN frequency.
6. Function switch -T/R or REC.
7. Identify station and adjust volume to desired
level.
8. Manually set into the HSI course selector win-
dow the Tacan course which it is desired to fly.
The course arrow and course selector window
will display the selected TACAN course.
9. Check the HSI (and in rf!ar cockpit if applica-
ble) for the following:
a. Bearing to the Tacan station as indicated by
the bearing pointer.
b. Course deviation indicator for deviation
from the selected Tacan course.
c. To- from indicator indication.
Note
If the function-switch is at T /R, the range
indicator will show a decrease in mileage
as the aircraft approaches the Tacan bea-
con and an increase in mileage as the air·
craft flies away.
• The receiver may not lock-on in either
distance or bearing when switched to a
station in the immediate vicinity of the
aircraft. If this occurs, turn the function
switch to OFF and then back to either
T/R or REC. Normal operation should
follow.
• If the T ACAN set appears to be inopera-
tive on any mode, select other stations
1·168
prior to assuming that the airborne equip-
ment is malfunctioning.
10. The TACAN set may lock-on to a false bearing
which will be 40 degrees or a multiple of 40
degrees in error. (The HSI range indicator
DME display is not affected by false lock-on.)
Accomplish the following for a false lock-on.
a. Cross check for false lock-on with ground
radar, R-14 radar, and/or dead reckoning.
This is especially important when switching
channels or turning set on.
b. 1f false lock-on is suspectE~d, switch to another
channel, checlt for correct hf~aring and then
switch back to the desired channel.
c. Check for correct lock-on.
d. If false lock-on is still suspected, turn set
OFF, then ON.
c. Recheck for correct lock-on.
f. If false lock-on persists, ut.ilize the other aids
or equipment available.
11. Check the course deviation indicator (CDI) on
the HSI for course information. The course
deviation indicator is always directional in the
TACAN mode. Correction should be made
towards ihe indicator to correct towards the
selected TACAN course.
12. Move the function switch to OFF to place the
equip~nt in standby operat.ion.
ILS RADIO RECEIVER SET AN/ARN-61.
The AN/ARN-61 radio is a VHF navigation receiver
with associated indicator and controls that provide
visual and aural reception information of the localizer,
glide slope, and marker beacon facilities when malting
an instrument landing system (ILS) approach. The
localizer and glide slope operate on 20, fixed, sepa-
rate frequency channels. The localizer frequencies
.range from 108.1 to 111.9 MC. The glide slope
frequencies range from 329.3 to 335.0 MC. The
selected localizer frequency is shown in a window
marked WC FREQ MC on the control panel. The
selection of the glide slope frequency is automati-
cally paired with the localizer frequency and not
displayed. Whenever the aircraft is over or adjacent
to a 75-megacycle marker beacon facility, the marker

ILS
AN/ARN-61
c «»1r1"tire» I :._» ~ll'1 ei.
Figure 1-57
beacon receiver will illuminate the marker beacon
indicator light and delivery the transmitted audio
signal to the headset, provided the ILS receiver is
ON. Two warning flags become visible adjacent to
the glide slope indicator and at the upper end of
the bank steering bar on the attitude director indi-
cator (ADI) whenever the signal level from the
selected frequency is too weak to be reliable. The
AN/ARN-61 control panel (figure 1-57) is marked
ILS and has a function switch, volume control and
frequency selector knob. In the [f) a control trans-
fer button in each cockpit placarded FLIGHT per-
mits transfer of ILS radio control between cockpits.
Display of on course, glide slope, and marker beacon
information will appear on the horizontal situation
and attitude director indicator and by illumination
of the marker beacon light. The ILS receiver is
tied into the AFCS to provide selection of an
automatic instrument landing apprach. When used,
the aircraft is guided to the landing runway by the
AFCS. No control movement by the pilot is re-
quired until 200 feet above terrain, at which time
the pilot assumes control. If t he AFCS emergency
disconnect lever (in either cockpit of the [f) ) is
used, stab-aug will have to be reengaged. The ILS
system is powered by t he CIN power supply and
normally operates from an AC powered module of
T.O. 1F-105D-1
[B Control transfer button
111 each cockpit, Shown Illum-
inated for information only.
the power supply. If the AC powered ILS CIN
module fails or AC or DC secondary power fails,
the ILS set will be inoperative.
Flight Control Transfer (Take-Over) Button. [f)
The flight control transfer (take-over) button in
each cockpit (figure 1-62) permits transfer of ILS
radio control between cockpits and is powered from
DC primary power. The buttons are solenoid-held
pushbutton switches placarded FLIGHT, and press-
ing the button in either cockpit transfers control of
the ILS radio to that cockpit. The button in each
cockpit contains an integral legend type indicator
light which illuminates and displays NO CONTROL
in the cockpit that does not have control of the ILS
set. The button is powered'by DC primary power
and the indicator light is powered by AC primary
power. See section I for details of the control trans-
fer (take-over) system.
Frequency-Selector Knob.
The frequency-selector knob (figure 1-57) located
on the control panel selects the localizer frequency
desired. One rotation of the knob covers the full
range of the frequency display. A detented position.
1-169
T.O. lF-1050-1
is provided for each frequency increment in the
localizer range of 108.1 to 111.0 MC. Display of
the frequency is in odd tenths of a megacycle and
shown in the window marked LOC FREQ MC. The
glide slope frequency is automatically paired with
the localizer frequency and is not shown. Rotating
the knob clockwise increases the frequency shown.
Function Switch.
The function switch on the control panel (figure
1-57) placarded POWER has two positions: Ol?'l!"',
and ON. The OFF position deenergizes the equip-
ment except the vacuum tube heaters which have
80 percent of normal voltage applied to them. The
ON position energizes all functions of the equipment.
Volume Control.
'l'he rotary volume control on the control panel
(figure 1-57) is marked VOL, adjusts t he volume
of the combined audio identification signals re-
ceived from the localizer and marker beacons.
Clockwise rotation increases the volume.
Marker Beacon Light.
The marker beacon light (figure 1-60) on the main
instrument panel displays MARKER BEACON and
when Uluminated indicates that the aircraft is di·
rectly over an ILS marker when using the ILS navi-
gation system. The light is powered from DC
primary power.
Instrument Selector Switch.
li'or ILS functions and associated instrument displays
see INSTRUMENT SELECTOR SWITCH, in this
section.
Attitude Director Indicator.
For ILS function, refer to ATTITUDE DIRECTOR
lNDICATOR in this section.
Operation of AN/ARN-61 Radio.
[f] The frequency selected is only displayed on the
control panel in the cockpit in conb:ol of the ILS
system. Display of localizer glide slope, marker
beacon and identification tone is operative in both
cockpits if the instrument selector switch in the
cockpit with control of the ILS system is in ILS
FINAL or ILS-LCL. All the above indications will
also be displayed in ILS OUTBND with exception
of glide slope.
1·170
(f) 1. FLIGHT take-over button in cockpit taking
control of the lLS radio - Depress.
2. Function switch - ON.
3. Select the localizer frequency to be used.
4. Identify ILS facility and adjust volume to a
comfortable level. Do not turn volume down
completely as some ILS stations broadcast
traffic instructions on the localizer frequency.
5. Set the localizer inbound course in course-
selector window of the HSJ.
6.1nstrument~selector switch - ILS LCL.
7. Steering bar (needle) switch -ON.
8. Localizer intercept is indicated by unpegging
and deflection of the course deviation indica-
tor toward the center of the HSI. The correct
bank for intercept and bracketing the localizer
is being maintained if the bank steering bar of
the ADI is centered.
WARNING ]
A normal ILS approach must not be at-
temped if there is no deflection of the
course deviation indicator on the HSl or
glide slope indicator on the ADI or the
course warning and glide slope waming
flags are visible in a steady state as this
indicates an inoperative or unreliable ILS
system. If the course warning flag is visible
the course deviation indicator on the HSI
and bank steering bar on the AD! are
unreliable.
• If an automatic lLS approach is made
using the A FCS tie-in, after intercepting
the localizer beam, the ILS switch on the
A FCS panel must not be engaged if there
is no deflection of either the bank steer-
ing bar or the course deviation indicator,
or if the glide slope indicator does not
have an upward deflection or if either
the course warning flag or the g1ide slope
warning flags on the AD! are in view.
Note
If a back course intercept is made or
flown, the front approach course must

Note (Continued)
be set in the course selector window, in
order to obtain directional indications
from the course deviation indicator.
The bank steering bar wiH be unreliable
or nondirectional anytime the aircraft
heading is more than 90 degrees from
the selected localizer front; approach
course.
9. Observe position of the localizer beam by the
position of the course deviation indicator of
the HSI. The aircraft is on the localizer course
when the course deviation indicator is aligned
with the course arrow.
10. The lLS FINAL mode may be selected as soon
as the aircraft is inbound at approach altitude
on the localizer beam provided that:
a. There is deflection of the banlc steermg bar
and the course deviation indicator.
b. The glide slope indicator has an upward
deflection.
c. Both the course warning and glide slope
warning flags are not visible.
Note
In this mode wind drift corrections will
be accomplished automatically. Conse-
quently centering the bank steering bar
will result in an aircraft t1ight path along
the centerline of the localizer approach
course. The pitch steering bar will come
into view when switching to ILS-FINAL.
However pitch correction should not be
made until the glide slope indicator ap-
proaches center.
11. Glide slope indicator monitor. When the glide
slope indicator approaches center, adjust pitch
attitude as necessary to center the pitch steer-
ing bar.
12. Thrust - Adjust as necessary. While keeping
the steering bars centered, adjust thrust as
necessary to maintain desired airspeed.
13. Approach - Continue. Adjust pitch and bank
attitudes to keep steering bars centered. When
the bars are centered, they indicate that the
proper attitude is being held to maintain
localizer course and glide slope, or the aircraft
is correcting back at the proper rate.
T.O. 1F-1050-1
Note
Cross check, as necessary, the glide slope
indicator and course deviation indicator
to insure aircraft is on course ami glide
slope.
14. Marker beacon Lights- Monitor. Monitor beacon
lights during approach to maintain prescribed
altitude at appropriate check points.
15. Minimum altitude - Checlc 1f visual references
are insufficient to land at minimum altitude, ex-
ecute published missed approach procedure.
For auto ILS approach operatiOn refer to AFCS in
this sedion.
DOPPLER NAVIGATION SYSTEM AN/APN-131.
The AN/APN-131 Doppler navigation ~ystem is an
automatic, self-contained navigator with associated
controls and indicators that show a direction and
distance to fly from a present position to a selected
destination. The system computes a solution for a
navigational problem, along a great circle course to
a maximum of 2000 nautical miles over any portion
of the earth's surface. During flight the present
position in latitude and longitude, course and dis-
tance to a destination, ground track, ground speed,
and drift. angles are continuously displayed. The
Doppler system is integrated with other aircraft
systems for proper operation. These are: the aU
attitude compass sysiem for heading information;
the air data computer for tn1e airspeed; the horizontal
situation indicator for display of ground track, course
to destination and distance to destination, and the
attitude director indicator for steering information.
The Doppler navigator also ties in with the automatic
pilot to provide automatic navigation to th£> preset
destination, and with the fire-control system to pro-
vide track-hold during the bombing modes. The
Doppler navigation system transmits three beams of
microwave energy to the ground through three
antenna horns, and receives the ground reflected
energy (echoes). The frequency of the received
signals is compared to the frequency of the trans-
mitted signals. The difference in frequency for
each beam is resolved into a north-south velocity
and an east-west velocity. These are used to com-
pute ground track, drift, and ground speed.
These quantities are gyro stabilized so that
aircraft attitude has no effect for pitch and
bank angles below 28 ± 1 degrees. The
Doppler shift is integrated with heading infor-
mation from the all-attitude compass
1-171
 T.O. 1 F-1050-1
system in the navigational computer. The computer,
which has initial position and destination set into it
on the Doppler control panel by the pilot, performs
the necessary functions to provide present position
ground track, great circle course to destination,
ground speed, and drift angle. Display of this infor-
mation from the computer is shown on the HSI, the
counter windows of the Doppler control panels, and
the ground speed and drift angle indicator. The AN/
APN-131 system is powered by AC secondary, and
DC secondary power.
Doppler Control Transfer (Take-Over) Buttons. (f.]
The Doppler control transfer (take-over) button in
each cockpit (figure 1-62) permits lransfer of con-
trol of the Doppler system between cockpits. The
buttons are solenoid-held pushbutton switches
placarded NAV, and pressing the button in either
cockpit, if the Doppler control panel heading
reference switch in that cockpit is at DG or MAG,
transfers contro1 of the Doppler system to that
cockpit. Control of the Doppler system cannot be
taken over by one cockpit unless the Doppler con-
trol panel heading reference switch in the cockpit
taking control is placed at DG or MAG prior to
engaging the NAV take-over button. If the front
cockpit has control of the DoppleL' system and the
Doppler heading-reference switch is placed at OFF',
the front cockpit still retains control if the rear
cockpit heading reference switch is placed at DG
or MAG. The above is also true for the aft cockpit.
The front cockpit has control of the Doppler sys-
tem after initial application of aircraft power by
placing the heading reference switch at DG or
MAG whether or not the front NA V take-over
button is engaged. If both cockpits have the heading
reference switch at DG or MAG and the rear NA V
take-over button is engaged, depressing the front
NAV take-over button will disengage the rear NAV
take-over button and the front cockpit assumes
control. The opposite is true if the front NAV take-
over button is engaged and the rear NAV take-over
button is then depressed. Each N AV take-over
button contains an integral legend type indicator
· light which illuminates displaying NO CONTROL
in the cockpit that does not have control of the D
Doppler system. The button is powered by DC
primary power and the indicator light is powered
by AC primary power. Brightness of the indicator
lights are controlled by the FLIGHT INST interior
lights control.
Note
If] Display of ground speed, drift angle,
track, distance, latitude and longitude
1-172
will be continuously displayed in both
cockpits regardless of which cockpit has
control.
[f]• The instrument selector switch in the
cockpit with the FLIGHT take-over but-
ton engaged must be set at DOPPLER to
obtain HSI and ADI displays in both
cockpits.
If] • Transfer of Doppler (eng-aging NAV take-
over button) between cockpits also dis-
engages all AFCS modes except STAB-
AUG and transfer control of the compass
control panel.
[E) • Engage N AV t.ake-over button only in
wings level attitude to minimize heading
change during NAV transfer. Magnetic
compass should be cross checked after
each transfer to insure system is operating
within tolerances.
Function Switch.
The function switch (figure 1-58) is a four-position
switch with positions placarded; SIL, SEA, NORM
and FIX. The SIL position is used for radar silence
when it becomes necessary during flight Lo discon-
tinue transmission of microwave energy (a precau-
tion against detection). When placed in the SIL
.position, the switch cuts off power to the transmitter.
With no transmission and the resulting loss of Doppler
return, the navigator, after a one second delay, will
operate on wind memory, whenever the trackers
cease tracking. Doppler returns from any one or
all the antenna beams either by institution of radar
silence or other reasons, the system will switch to
memory operation. The SEA position switches the
computer to a sea state condition, introducing a
constant factor that will compensate for the over-
water bias errou insuring tme present position in-
formation. If over a water mass and the function
switch is not placed in the SEA position, the result
will be an approximate three percent error in com-
putation of present position for an average sea. The
NORM position activates the system and is used at
all times except when over a water mass, when radar
silence is required, or when a new fix is to be made
enroute. The FIX position allows the pilot to cor-
rect his present position display automatically when
over a preset destination radar or visual fix as long
as the coordinates of the fix are less than 50 nautical
miles away from the present position indicated. lt
also allows him to correct his present position dis-
play manually as long as the correction is completed

DOPPLER
AN/APN-131
ce>~~I'e>I. ::&.»aa.~ei.s
Figure 1-58
within 1 degree and 42.4 minutes of latitude and
longitude.
Note
!OJ In some aircraft, between serial numbers
58-1171 through 60-470, a gyro simulator
has been installed in the CU448 Doppler
antenna in place of the standard gyro.
These aircraft will have the notation,
"MOD-5" grease-pencilled on the Doppler
antenna unit in the right, auxiliary, elec-
tronic compartment. The simulator sup-
plies fixed pitch (2 1h degree) nose up
signals, and zero degree roll signals, to
the Doppler system. Doppler data is,
therefore, not corrected as a function of
actual aircraft attitude. When performing
in the dive bombing mode it is necessary
to place the operate switch in the SIL
position. This places the Doppler system
in memory mode and assures that the
solution light will function normally. On
these aircraft the memory light will not
illuminate at 28 ± 1 degree pitch and/or
bank.
T.O. 1F-1050-1
1rl Controltransfer button
in each cockpit. Shown
illuminated for information
only.
Headi ng Reference Switch.
The heading reference switch (figure 1-58) is a
three-position rotary switch used to select the
source of heading information. The positions are
placarded OFF, DG, and MAG. When at OFF, the
Doppler system is inoperative. The DG mode is
used for latitudes above 75 degrees where the
variation cam in the AN/APN-131 becomes unreli-
able. With the all-attitude compass function selector
knob (figure 1-46) in the DG position, the gyro of
the all-attitude compass system is freed from the
control of the magnetic north-seeking transmitter,
and is now latitude corrected. The compass system
can now be set to indicate true north and to feed
heading information corrected to true north into
the Doppler computer. The MAG position utilizes
the all-attitude system directional gyro for inputs
of magnetic heading and should be used at all lati-
tudes except high, or polar. In this mode of opera-
tion, the compass system function-selector knob
must in the SLAVED position to feed magnetic
north reference signals to the Doppler computer.
1-173
T.O. 1F-1050-1
Note
The Doppler navigator uses heading infor-
mation from the all-attitude directional
control gyro. For conventional navigation
(MAG position on heading reference
switch) the compass control panel function
selector knob must be in the slaved posi-
tion. For polar grid navigation both the
heading reference switch and the compass
controller function selector knob must be
set at DG.
• When the all-attitude compass function
selector knob is left at SLAVED and the
AN/APN-131 heading reference switch is
set to DG, the present position readout
will be in error.
• DG mode will introduce errors when used
with conventional charts. The extent of
the error varies as a function of meridian
convergence angle.
Course-selector Switch.
The course-selector switch (figure 1·58) is a tw<l-
posit.ion rotary switch placarded COURSE, with
positions A and B. When positioned to A or B,
the com·se and distance computation to the re-
spective preset destination {A or B) are indicated
on each HSL
Coordinate Display Switch.
The coordinate display switch (figure 1-58) is a
five-position switch with positions placarded;
PRES, DEST A, DEST B, RlP, and VIP, and is
used to set the present position and destinations
into the counters, or select visual or radar means
for a position fix in flight. PRES is used to set
the present position of the aircraft in latitude and
longitude into the cmmter windows. DEST A is
used to set the prime destination or a preset che.ck
point, and DEST B allows any altemate destination
to be set if a prime destination was set on D EST
A, or a prime destination to be set if a preset check
point was set on DEST A. The two knobs that
control the counters can slew them in either direc-
tion. The RIP (or radar fix) position is used to
automatically fix present position of the Al~/APN-
131 system while in flight. Guide the aircraft so
that the fix point moves down the azimuth cursor
on the radar scope. At the exact moment the fix
point reaches the junction of the azimuth and range
cursors, turn the function switch to the FIX posi-
1-174
tion for an instant, and then place the switch at the
desired mode of operation. If a position error exists,
the correct stepper motor(s) is energized turning the
present position counters until their value is within
1 MIN latitude and 1.3 MIN longitude of the exact
position. The VIP (or visual fix) position is essentially
the same as the RIP position except that the pilot
places the function-switch in the FIX position when
visually over the preset check point.
Note
The tolerances listed above are established
for the AN/APN-131 computers and are
not representative of the over-all system
accuracies.
lnstrument·Selector Switch.
The instrument-selector switch (27, figure 1-3) is a
rotary type, detented switch located on the main
instrument panel. The switeh is used to select a
specific navigation system for display of information
on the .HSI and ADI. With the switch in the DOPP-
LF;R position, the bearing pointer, course arrow,
heading marker, and range indicator of the HSI, and
the bank steering bar of the ADJ respond to signals
from the Doppler navigation system.
Note
[Ej The cockpit with the FLIGHT control
(take-over) button depressed has control
of the instrument mode selector switch.
Memory lndir..ator Light.
The memory il1dicator light (figure 1-58), on the
Doppler control panel is placarded MEMORY.
Illumination of t,he light while the aircraft is on
the ground indicates the heading reference switch
is at DG or MAG, that power is being supplied to
the Doppler navigator and that the aircraft speed
is less than 127 knots. Ulumination of the light
during flight indicates that the Doppler navigator
is operating on wind memory. The Doppler will
automatically switch to memory for any of the
following conditions.
• When the function-switch is positioned to SIL.
• \\'ben LTansmitter power is inadequate.
• When pitch or bank angles are greater than
28 ± 1 degree.

GROUND SPEED and DRIFT ANGLE
Figure 1·59
Note
~ On aircraft S/N 58-1171 through 60-470
in which a gyro simulator is installed
instead of a standard gyro, the memory
light will not light or the Doppler auto-
matically switch to memory operation
when the pitch or bank angles are greater
than 28 ±1 degrees.
In memory operation, the ground velocity and
distance traveled are computed by using the stored
wind, heading from the all attitude compass sys-
tem, and airspeed from the CADC. When the
Doppler system returns to normal operation, the
light will go out. The light can be dimmed by
rotating the light istelf. On [Q] 0 aircraft the
memory light is dimmed by positioning t he WARN
LTS switch on the interior lights panel to DIM.
Ground Speed and Drift Angle Indicator.
The ground speed and drfit angle indicator (figure
1-59) is located on the main instrument panel and
displays the true ground speed in knots and de-
grees of drift, left or right. On [Q] aircraft 0
T.O. 1F-105D-1
through m [D-634] N/C/W the indicator is located
on the right console. The ground speed is displayed
in a counter window in knots. The needle and count-
ers are operated by Doppler signals. The instrument
does not indicate correctly until the aircraft speed
exceeds between 127 and 147 knots, and a switch
in the Central Air Data Computer closes at which
time the memory circuit is activated and the memory
light goes off. Ground speed and drift angle are
displayed continuously in both cockpits whenever
the heading reference switch is placed in MAG or
DG in t he cockpit that has NAV control.
Attitude Direction Indicator.
For display of Doppler information, see ADI (Atti-
tude Director Indicator) and figure 1-52.
Horizontal Situation Indicator.
For display of Doppler information on th is indica-
tor, see HORIZONTAL SiTUATION INDICATOR,
and INSTRUMENT SELECTOR SWITCH in this
section.
1-175
T.O. 1F-1050-1
Operation of AN/ APN-131 Doppler System.
Preflight.
Note
(f) Control of the Doppler system cannot be
transferred from one cockpit to another
unless the heading reference switch in
that cockpit is at DG or MAG, prior to
engaging the NAV (take-over) button.
When power is initially applied to the
aircraft, the front cockpit has control
of the Doppler system whether or not
the NAV (take-over) button is engaged.
1. Heading reference switch - Set as required.
2. Function-switch-· NORM.
If] 3. NA V (take-over) button of cockpit in control
of Doppl.e r system -- Engage.
[f] 4. FLIGHT (take..over) button of cockpit in
eontrol of Doppler system - Engage.
5. Instrument selector switch - DOPPLER.
Check that the NA V mode indicator light on
the HSI is illuminated. Allow a minimum of
one minute warmup tin1e before proceeding
in order to prevent erroneous counts from
being fed into the navigation computer from
previous residual counter settings.
6. Steering bar (needle) switch- ON.
7. Course warning flag on ADI and range warning
flag on HSI - Out of view.
Disappearance of the flags indicates warmup is
completed. If the flags do not disappear after one
min.ute, cycle the heading reference switch to
OFF and back and allow one more minute for
warmup.
8. Set destination A.
Coordinate display switch - DEST A, use
slew knobs to set coordinates of destination
A in coordinate indicator windows.
9. Set destination B.
Coordinate display switch - DEST B, use
slew knobs to set coordinates of destination
B in coordinate indicator windows.
1-176
10. Set present position.
Function-switch - FIX, coordinate display
switch - PRES, use slew knobs to set coordi-
nates of present position in coordinate indica-
tor windows. Return function-switch to NORM.
Note
Destinations A and B may be rechecked by
switching the coordinate display switch back
to DEST A or DEST B.
11. Course selector switch- COURSE A. Check
distance and magnetic bearing on HSI.
The Doppler is now ready to begin solving the
navigational problem for the great circle course
and distance to destination. When the aircraft
is in motion, the coordinate indicator will auto-
matically show the changing present position.
Steering and situation data is displayed on the ADT
and the HSI. The bank steering bar of the ADI indi-
cates the direction to steer to make good a great
circle course. The heading marker of the HSI shows
the heading to fly to make good a Doppler great
circle course. The course arrow indicates an actual
magnetic ground track; the bearing pointer indicates
the great circle course to a preset destination, and
the range indicator, the distance to go to a check
point or preset destination. Ground speeds and
drift angles are read directly from the ground speed
and drift angle indicator. Drift angle is shown by
the indicator needle in degrees either to the left or
right, and ground speed directly in knots in the
counter window.
When it is intended to operate over water, turn the
operate switch to SEA for water bias compensation
just prior to leaving land. 'fhe system is designed so
that it will continue to operate in a normal manner
as long as the sea is not calm. Normal operation is
indicated by the ground speed and drift angle read-
ings being the same over the water as they were over
land. As long as the system gives good ground speed
and drift angle readings at the SEA position, the
pilot can update the wind information at any time
by switching from SEA to NORM for approximately
10 seconds, then back to SEA. The system must be
operating normally at the SEA position for this
procedure to l,>e effective. However, if the system
is not operating normally at the SEA position be-
cause of a calm sea (memory light ON), the operate
switch should be placed at SIL which will force the
system into memory operation. The operate switch

should then be changed from SIL to SEA periodi-
cally to determine whether the surface condition
of the water w.ill give good readings.
Note
If the ATM cuts out and is restarted, the
Doppler should time in when normal
voltage is available. lf not, turn the head-
ing reference switch to OFF, then back
to its previous position Lo activate the
system. The present position counters
must be checked, and if resetting the
coordinates is required, turn the function-
switch to FIX and set in present position,
then turn switch back to NORM.
• Upon experiencing unanticipated memory
operation, determine if ground speed and
drift angle indications are normal or er-
ratic. If normal; continue to navigate by
Doppler. If erratic; use other means to
navigate. At least one minute before
approaching a position .for which the
coordinates are known, recycle the
Doppler by positioning the heading
reference switch to OFF, then return it.
to its previous position. If normal
operation returns, make a present posi-
tion fix when ovf>..r the known position.
En Route Fix.
Present Position (Manual) Fix. When a flight is planned
over a point where the coordinates are known
(check point), t he present. position coordinates may
be checked and if necessary corrected. (The co-
ordinate display switch is normally in the PRES
position.)
1. When over check point, if the coordinates on
the longitude and latitude indicator are not
correct, place function-switch to FIX.
2. N-S and E-W slew switches- Operate to set-in
the check point coordinates on the longitude
and latitude indicators.
3. Function-switch -NORM.
Note
The distance traveled during the fix pro-
cedure will be automatically compensated
for provided the fix is completed within
the distance travel limits of 102.4 minutes
T.O. 1F- 1050...1
of longitude and 102.4 minutes of
latitude. (Longitude equivalent mileage
is reduced as distance from the equator
is increased.)
TACAN - VIP Fix. When the gross doppler present.
position errors are suspected and flight is within 50
miles of a TACAN station as indicated on the HSI,
the present position coordinates may be checked
and corrected if necessary by flying over the T ACAN
station.
1. Set the T ACAN coordinates in DEST A or B
and place the course switch to A or B
respectively.
2. Select T AC position on the instrument selector
switch and observe the distance to the T ACAN.
then select DOPPLER position on the instru-
ment selector and compare the doppler dtstance
to the T ACA~J distance.
3. If the difference in distance is greater than one
nautical mile, place Lhe coordinate display
switch in VIP position and select TAC on the
instrument selector switch.
4. Observe the HSI bearing pointer. When it re-
verses direction, place the function switch to
FIX, and after a mom<mt back to NORM (SEA
or SIL respectively).
Note
The distance traveled during the fix pro-
cedure will be automatically compensated
for provided the fix js completed with in
the distance travel limits of 102.4 minutes
of longitude and 102.4 minutes of latitude.
(Longitude equivalent mileage is reduced
as distance !rom the equator is increased.)
• If latitude and longitude fixes are set
simultaneously the doppler becomes
unreliable.
EMERGENCY EQUIPMENT.
MASTER CAUTION SYSTEM.
The master caution system consists of a caution
light panel and a master caution light (figure 1-60).
Failure of an associated system will cause a light
on the caution panel to illuminate together with
the master caution light. Depressing the master
caution light extinguishes it; however, the individual
1-177
T.O. 1F-105D-1

CAUTION- I.ig:b.~s

[OJ & [£] £1Pe»ll1~

LIGHTS SIIOWN ILLUMINATED
fOR INFO RMAT IO N ONLY

Figure 1-60 (Sheet 1 of 2)

1·178
 T.O. 1F-105D-1

LIGHTS SHOWN ILLUMINATED

FOR INFORMATION ONLy

D
•

STAB AUG OfF

CG PUMP

PUSH ~
TOTEST ~

Figure 1-60 (Sheet 2 of 2)

1-179
 T.O. 1 F-1050-1
caution light will remain illuminated until the mal·
function is corrected. Subsequent malfunction will
again illuminate the master caution light. The sys-
tem is powered by DC primary power. If the boost
pump caution lights illuminate, the master caution
light will not illuminate.
Caution Light Panel Test Button.
The caution light panel test button (figure 1-60)
incorporated on the caution light panel is placarded
PUSH TO TEST and is provided to test the caution
lights. If only DC primary power JS available, only
those light~ powered by primary power will illumi-
nate. DC secondary power must be available to
test. ~he lights powered by DC secondary power.
Note
Depressing the test button is a functional
test of the lights only, and not of the
complete warning circuits.
[EJ e Depressing the button in the front cock-
pit illuminates lights on the caution panel
in both cockpi ts. The test button in the
rear cockpit is electrically deactivated.
Master Caution Light.
The maslcr caution light (figure 1-60) placarded
MASTER CAUTION, is located on the main instru-
ment panel and is powered by DC primary power.
The light will illuminate, together wiLh any indi-
vidual cauLion light located on the caution light
panel, when a malfunction occurs, and will remain
lit until the malfunction is corrected or the master
caution light is depressed to reset the light. In the
(f) aircraft, both master caution tights will go out
if either mast.er caution light is depressed. When
the master caution light is reset, any illuminated
light on the caution light panel will remain lit until
the malfunction has been corrected. The master
caution light will go out with the last extinguished
light on the caution light panel except t he boost
caution lights. If the boost pump caution lights
are illuminated, the n1aster caution light will not
illuminate. The master caution lights will not illu-
minate if any of the following legend type caution
lights illuminate: AIR REFUEL DISC. HI-TOSS
PULL UP, 4G MAX, any of the DCU-59/A or
DCU-102/A UNLOCKED, and WARN, and on If]
aircraft any of the NO CONTROL legend lights
on the takeover control buttons.
1-180 Change 2
Warning and Caution lights Switch.
The warning and caution lights switch (figure 1-60)
is placarded WARN LTS with three positions,
BR.lUHT, DIM, AND a spring-loaded, unmarked
OI<'F' position. The switch controls the int,ensity o(
the waming, caution, and indicator lights and is
powered by DC primary power. Dimming can only
be acl·ompl.ished if the thunderstorm light knob is
in the off position. The BRIGHT and Dr1VI posi-
tions will be inoperative unless the flight instru-
ment light knob is first actuau'd, and ts between 10
and 90 p!-'rcent of rotation of the f!Jght instrument
knob. any warning, caution, or indicator light
which had previously been dimmed will be restored
to full hrighL even though the warning and caution
lights switch is actuated to the Dlivl position. The
lights will also reset to bright all tomatically when-
ever the flight instrument light knob IS at 0 FF or
~1AX position, or whenever 0(' primary power is
not available. The MASTER CAUTION light will
not dim.
I
ENGINE FIRE WARNING SYSTEM.
The engine fue warning system eonsisi of seven,
normally open, thermal switches located in the
engine compartment, and a red legend type light
marked FIRE, and a test button (not in rear cockpit)
(figure 1-60) on the main instrument panel. If
temperatures reach the predetermined setting of the
thf'rmal switches, the warning light will burn steadily
when DC primary power is energized. The fire
warning and overheat press-to-test button is plac-
arded PRESS TO TEST, and is actuated to check
both the fire warning and the engine overheat light
and thermal switch circuits.
ENGINE OVER HEAT WARNING SYSTEM.
The engine overheat warning systt>m consists of 20,
normally open, thermal switches located in the
engine compartment and aft fuselage, a red legend
type light. marked O'HEAT and a test button (not
in rear cockpit) (figure 1-60) on the main instru-
ment panel. When the temperature increases to
the thermal switch setting, the switches wiU close
and the warning light will blink if DC primary power
is energized. The fire warning and overheat press-
to-test button is placarded PRESS TO TEST, and
is actuated to check both the engine overheat, and
the fire warning light and thermal switch circuits.

CANOPY BREAKER
Figure 1-67
FIRE EXTINGUISHING SYSTEM [1060) C/W.
A fire extinguishing system is provided to protect
the engine compartment and the bomb bay area.
Each compartment is an independent system. The
engine compartment system consists of eight nor-
mally open thermal switches for fire detection,
four fire extinguishing suppressor units and a control
unit. The bomb bay area system is identical to the
engine compartment system except nine thermal
switches are used. Upon detection of a fire in
either compartment, two of the suppressor units
will immediately discharge into the appropriate
area. The engine fire warning light will illuminate
indicating that fire existed in one of the surveyed
areas. The light will go out automatically after the
fire is extinguished. If the fire is not extinguished
within 15 seconds after the first suppressor dis·
charge, or if a second fire is detected, the other two
suppressor units will automatically discharge into
the surveyed area. A manual discharge switch is
provided so that the pilot may actuate the fire
extinguishing syste, which is powered by the
battery bus, at any time.
T.O. 1 F-1060- .
Fire Ext inguishing Manual Discharge Switch [ 1060] C/W.
The fi[(~ extinguishing manual discharge switch (not
in rear cockpit) located on the main instrument
panel is a momentary contact pushbutton switch
placarded MAN EXT. A flip cover, spring-loaded
to the closed position must be raised to manually
discharge t he fire extinguishing agent. Depressing
the switch will discharge the four fire extinguishing
suppressor units in each compartment simultaneously.
CANOPY BREAKER TOOL.
A canopy breaker tool (figure 1-59) is mounted on
the right can.o py frame aircraft and above the left
console aircraft . The tool is released for use by
pulling the ring attached to a spring-loaded pin.
CONTROL TRANSF ER (TAKE·OVER) SYSTEM. [f)
The control transfer (take-over ) system permits
transfer of system control between cockpits. The
control transfer (take-over ) system control panel in
each cockpit {figure 1-62) has six solenoid held push-
to-engage switches, integral yellow legend type lights
in each switch and a spring-loaded press-to-test switch,
to simultaneously check illumination of all six legend
lights on the panel. Refer to figure 1-62 for take-
over button operation and the following paragraphs
for details of switch (button) description and sys-
tems controlled. The FLIGHT, NAV, COMMand
WEAPONS take-over button holding solenoids are
powered by DC primary power and the RADAR and
T ACAN take-over button holding solenoids are
powered by DC secondary power. When the power
is initially applied to the aircraft, the front cockpit
has control of all systems. In the event of a mal-
function of the control transfer system or DC power
failure in the system, NAV take-over control auto-
matically reverts to the front cockpit. All other
take-over control remains with the last station in
control until DC power is restored to the take-over
control system, at. which time all control returns to
the front cockpit.
Note
Before taking over a system the crew
member taking over should actuate all
applicable controls to the appropriate
positions required for system operation
and then engage the applicable take-over
button.
1-181
T.O. 1F-1050-1

CONTROL TRANSFER (TAKE-OVER) SYSTEM

ce»~ t..-e»I :._:»a,:..ei.
AND SYSTEM OPERATION

[I] ONLY

NOTE: All buttons above shown

illuminated for informa-
tion only.

FRONT REAR

PUSH

0 ·: : ':~:· .
TO TAKE COMMAND
WHEN FLYING SOLO
When flying solo or when power initially
has been applied to aircraft, FRONT
cockpit buttons do not have to be de-
~ ~MM RA~~R WE~PONS'
pressed to toke control. As the legend
light "NO CONTROL" is the only true
indicator of what cockpit does not hove
0
control, all toke-over buttons in the aft
cockpit will be illuminated.
FRONT REAR

PUSH
TO TAKE COMMAND WHEN FLYING DUAL
FLIGHT NAV TACAN When flying dual, either cockpit can toke
over control of a system by engaging

COMM
EJGORADAR WEAPONS TEST
the appropriate button. The buttons as
shown below indicate the front cockpit
has control of the TACAN, RADAR, and

000 ° WEAPONS functions while the rear cock-

pit has control of the FLIGHT, NAY and
COMM functions.

Figure 1-62 (Sheet 1 of 2)

1-182
 T.O. 1F-105D-1

SOLO FLYING requires no take-over button operation.

When power is initially applied to the aircraft, all buttons
are up, and the front cockpit has control of all systems.
OPERATION DUAL FlYING requires take-over button operation when
one pilot elects to toke over control of a system presently
controlled by the other cockpit.

FRONT COCKPIT TAKES OVER CONTROL FUNCTION

FRONT REAR
I . Fwd. pilot pushes button to toke
control of applicable system.*
2. Button rema ins depressed to signify
r:-1
D that the forward cockpit is in com-
mand of the control function.
3. legend light in button is out.
4. Corresponding button in re<Jr cock-
pit automatically trips to its OFF
position (flush with guard}.
5. The button will illuminate, display-
l::..J
ing the legend "NO CONTROl,"
to caution the rear pilot that con-
trol cannot be exercised as the
a pplicable system circuits ore de-
activated.

REAR COCKPIT TAKES OVER CONTROL FUNCTION

FRONT REAR

1. Rear pilot pushes button to toke

control of applicable system.•
2. Button remains depressed to sig-
nify that rear cockpit is in com-
mand of the control function.
3. legend light in button is out.
4. Corresponding button in front cock-
pit automatically trips to its OFF
position {flush with guard).
5. The button will illuminate, display-
D
ing the legend "NO CONTROl"
to caution the front pilot that con-
trol authority cannot be e xercised
as the applicable system circuits
are de<~ctivated.

* NOTES: • &efore o pilot loltea over a syatem control
lun<lion, he must notify the other pilot over the intercom
of his intention• to tolle over. • &efore laking over rodar
control, the fire-control system pow~>r switch in the cock·
pit taking over must be ol ST&Y or ON. This must be
done, or when the RADAR take-over button is depressed,
the radar, TIK, and sight sy1tem power will be turned
off and all fire control onformotion and displays in both
cockpits will be lost. Anytime the rodor system power is
off for c:.ny reason, no displays ore ovoiloble until the
fire control system power switch in the ccxkpit will!
control is at ST&V or ON lor five minutes

Figure 1-62 (Sheet 2 of 2)

1·183
 T.O. 1F-1050-1
Control Transfer (Take-Over) Buttons. IE
The control transfer (take-over) buttons (figure 1·
62) are solenoid-held push-to-engage switches located
on the control transfer panel on the forward right
console and are powered by DC primary power.
The control panel in each cockpit is identical, is
placarded PUSH TO TAKE COMMAND OF, and
contains six take-over buttons placarded FLIGHT,
NAV, TACAN, COMM, WEAPONS, and RADAR.
Each button contains an integral legend type light
which illuminates when power is available and t.be
cockpit does not have control of the particular
system.
Note
When DC power is first applied, all
cockpit buttons will be disengaged
and all front integral indicator lights
will be out; however, control remains
in the front cockpit and indicator
lights in the rear cockpit are on.
• The pilot intending to take control of
the FLIGHT system shall notify the
pilot with control that he is tal<ing
over and check compatibility of af·
fected controls in both cockpits before
engaging the FLIGI:JT take-over button.
The pilot intending to take control of
RADAR , COMM or TACAN shall first
assure that these systems are ON in his
cockpit before taking control (radar
may be on STBY or ON). If the radar
system is not in ON or STBY prior t.o
transfer, a time-in period of four to
five minutes is required for system
operating after the system is ON.
• When the front pilot takes over AFCS
operation from the rear pilot or vice
versa he cannot engage any AFCS
mode except STAB-AUG until the
FLIGHT take-over button is engaged.
Engaging the FLIGHT take-over but-
ton disengages all AFCS modes except
STAB-AUG.
• Due to a system interlock the NA V
take-over button cannot be engaged
unless the heading-reference switch on
the Doppler control panel in the cock-
pit taking over control is at MAG or DG.
1·184
• When NAV control is transferred from
one cockpit to the other, the HSI com-
pass cards in either or both cockpits may
fluctuate and/or oscillate. The amount of
fluctuation and/or oscillation will vary and
depends on flight conditions, system toler-
ance, and synchronizing error. A heading
change may occur when the fluctuations
and/or oscialltions end. To minimize the
heading change on the HSI compass cards
during NAV transfer, the sync button
should be depressed during straight and
level flight and the synchronizing indicator
needle approximat.ely centered prior to
depressing the NA V button. This will pre-
vent a heading change on the HSI compass
cards from exceeding two degrees. The
change error will be removed automatically
by the slow slave system (llh-2 degrees
per minute) and the HSI compass cards
should return to the proper heading.
When a control t-ransfer button is depressed, the
control functions of the selected system are trans-
. ferred to the cockpit in which the button was
depressed. The corresponding button in the other
cockpit will disengage (if previously engaged) and
then illuminate indicat.ing the other cockpit has
control. Refer to Indicat.or Lights in the next para-
graph for details of the indicating system. The
control panels and/or systems controlled when the
control transfer buttons are engaged, are a.~ follows:
Button Placard System(s) Controlled
FLIGHT Automatic Flight Control System
(AFCS)- Instrument Landing
System
(ILS) - Instrument. Mode Select.or
Swit.ch -Steering Needle Switch
NOTES:
1. All AFCS junctions except STAB AUG are disengaged
during take-over. Pilot relief mode must. be reengaged
in cockpit with control.
2. ILS control must. never be transferred on glide slope
1n AILS or ~rratic AFCS performance may result
during transfer.
3. If the instrument. .selector switch in the cockpit taking
over is not compatible with the system operating (ILS,
TACAN, DOPPLER, etc.), the marker beacon lights

and identification sit,•uals (if applicable) and the appli·
cable instrument displays in both cockpits will be
unreliable.
4. II flying an ILS localizer beam, the ILS junction switch
should be ON in the cockpit taking over before engag·
ing the FLIGHT take·over button.
NAV Doppler and Compass Systems
NOTES:
L Display ground speed, drift angle, course, track. and
latitude and longitude is continuous in both cockpits
regardle$ of which cockpit has control.
2. Display of heading on HSI and sync error on the com·
pass control panel is continuous regardless of cockpit
in control; however, the compaS$ function selector
switches in both cockpits must be at SLAVED for
sync error to be displayed.
3. If AFCS pilot relief mode is engaged and the function
selector switch in the cockpit taking over is at
SLAVED, the pilot relief mode will diseugage when
take-over occurs. Ii the function selector switch is at
DC, pilot relief will not disengage.
TACAN TACAN Navigation System
NOTE:
If the controls of the cockpit taking ove·r are not com·
patible with the othe.r cockpit when flying a specific
TACAN beacon, the continllity of navigation information
is lost.
COMM UHF Command Radio
WEAPONS *Weapons Selector Switch,
*Bomb Mode Selector Switch,
Range Wind Potentiometer and
MANUAL/AUTO Switch,
*Pylon Sequence Selector
Switch, Six Station Selection
Buttons, Master Armament
Switch, Freeze/Fire Button.
NOTE:
*In the rear cockpit only, those swit;ches and switch posi·
tion.s applicable to training in radar bombing with
practice type special stores are active and on a "take·
over" all others are dummies or electrically deactivated.
The active positions are: weapon selector switch, SPL
T.O. 1F-105D-t
WPN; bomb mode selector switch, all pcmitions; pylon
sequence selector, SINGLE ONLY and OFF
RADAR R-14 Search and Range Radar Set
Control Transfer Indicator Lights. [f)
'll1e indicator lights on each control transfer panel
(figure 1-62) are legend type lights displaying NO
CONTROL when illuminated and are powered by
AC primary power. An indicator light will illuminate
on each button when the cockpit is not in command
of the control function for that take-over button.
Brightness of the indicator lights in each cockpit can
be controlled by use of the !<,LIGHT INST light eon-
trol in that cockpit. If a control transfer button is
illuminated, depressing the button will cause the
light to go out (if the button remains engaged);
however, the corresponding button in the other
cockpit will pop up and its indicator light will
illuminate.
Note
Illumination of the NO CONTROL
legend light in a take-over button is the
only indication of what cockpit does
not have control of a system's functions.
Regardless of the button position if the
NO CONTROL light is not illuminated
the cockpit has control of the system.
When an aft cockpit take-over button is
depressed and the button does not re-
main engaged and the NO CONTROL
light illuminates, this indicates a mal-
function in the button's transfer circuit
and control can only be exercised in the
front cockpit. If a rear or front cockpit
transfer button is depressed and t.he but·
ton does not remain engaged but t he
NO CONTROL light goes out, this indi-
cates the holding solenoid of the button
is defective but the cockpit has control
of this selected function.
Control Transfer Lamp Test Button. ltJ
The lamp test button in each cockpit (figure 1-62)
is a spring-loaded-to-off pushbutton switch placarded
TEST LAMPS and is powered by AC primary power.
Depressing and holding the button results in all six
take-over button indicator lights in that cockpit
illuminating. When the button is f(~leased the indi-
cator lights will go out.
1-185
 T.O. 1 F-1 050-1
ESCAPE SYSTEM.
The escape system extends the maximum and mini-
mum airspeed and altitudes at which escape may
be successfully accomplished, and requires a mini·
mum of effort on the part of the pilot (either crew
member on [f] aircraft). In all cases of emergency
exit in flight, it is recommended that escape is
accomplished by means of the jettisonable canopy,
the ejection seat with automatic personal discon-
nects. survival kit, automatic opening safety belt,
seat-man separator, and Lhe automatic parachute.
The ttl aircraft has two canopies and t\vo seats ,
and a bail out switch in each cockpit to permit the
aircraft commander (whether in aft or forward
cockpit) to illuminate a warning light ordering
escape (or ejection procedures) when voice com-
m Ullication is not possible.
Note
IE) On aircraft [ F-542 1 N/CM the es-
cape syslems in each cockpit are
complete and separate systems.
Each crew member controls his own
canopy jettison and seat e jection
systems .
[EJ • On aircraft [ F'-542 lC/W the es·-
cape systems for the forward and
aft coc:kpits are ballistically inter-
connected to provide automatic aft
canopy jettison and seat ejection
when ejection procedures are
initiated from the forward cockpit.
The aft crew member can, how-
ever , control the independent aft
canopy jettison and seat ejection
system when escape procedures
are initiated from the aft cockpit.
The components and functions of the escape sys-
tem are explained in subsequent paragraphs
under appropriate headings.
ESCAPE SYSTEM FUNCTIONS [ F-542] N/CIW
I Leg Braces [ F-542] N/C/W
I The leg braces on the ejection seat (11, figure 1-64)
are interconnected by a common pivot shaft and
.can bP raised by either or both hands. Raising the
leg braces causes the following events to occur:
• Both armrests are moved to the raised position.
1·186 Change No.3
• The shoulder harness control handle is moved
to the locked position.
• The ejection trigger in each leg brace is moved
to the cocked position, arming the seat for
ejection.
Seat Ejection [1 038) C/W (F-542] N/C/W
The ejection triggers on the ejection seat (12, fig-
ure 1-64) are connected to individual initiators.
Acluating either or both ejection lriggers causes the
following to occur:
• Canopy locks are opened, the canopy is opened
and separated from the aircraft. Three tenths
of a second later the seat is ejected.
• With the IFF Master switch in LOW or NORM
and nose gear up and locked, the EMER-
GENCY IFF mode will be actuated automat·
ically when the canopy is jeLtisoned.
• All aircraft to seat or survival kit connections
are disconnected.
• The automatic safety belt initiator (incorporut·
ing a one second time delay) is actuated.
• The chaff dispenser box is opened.
• After the seat has left the cockpit, the safety
belt mitiator fires, opening the safety belt,
actuating the seat man separator, the parachtlt<'
deployment gun actuator and the seat ret.arda·
tion parachute system. The open safety belL
releases the shoulder harness straps and on
aircraft [1083] C/W releases the leg lanyards
• The parachute rrring cable arms the deployment
gun and is disconnected from the parachute
d eployment gun actuator.
• The seat man separator strap assembly is
d·rawn taut, displacing the survival ki.t 'and
the pilot from the seat, and arms the ra ft
intlating system .
• If the parachute is below an altitude of 15.500
feet, the firing pin in the deployment gun ts
released, initiating a one second time delay
.
cartridge in the deployment gun.

• If the parachute is above an altiLude of 15,500
feet, the firing pin in the deployment gun is
held in the cocked position until the aneroid
device senses that the 15,500 root altitude has
been reached.
WARNING I chute.
During tlw freefall resulting from an
ejection above 15,500 feet, every effort
should be made to keep hands and arms
away from the line of fire of the para-
chute deployment gun.
• The parachute is force-deployed.
Aft.t~r
the parachute is open, when the survival kit,
em1~rgency releas~' handle (figure 1-68) is actuated
the following \Vill occur:
• The kit container is separated from the crew-
member.
• The life raft will :n flate.
• The kit will release the st.raps connecting iL to
the parachute harness and fall away from the
crew-member but will be retained by a 25-foot
drop line.
I Seat Ejection [1038] N/C/W [ F-542] N/CIW
The ejection triggers on the ejectiOn seat ( 12, figure
1-64) are connected to individuaJ initiators. Actuat-
ing either or both ejection triggers causes the fol-
lowing to occur:
• Canopy locks are opened, the canopy is openec
and separated from the aircraft. Three tenths
of a second later the seat is ejected.
I
• With tho IFF Master switch i·n LOW or NORM
and nose gear up and locked, the EMER-
GENCY IFF mode will be actuated automati-
cally when the canopy is jettisoned.
• All aircraft to seat or survival kit connections
are
disconnected.
• The automatic safety belt initiator (incorpo-
rating a one second time delay) is actuated.
T.O. 1 f -1050-1
• The chaff dispenser box is opened.
• After the seat has left the cockpit, the safety
belt initiator fires, opening the safety belt,
actuating the seat man separator and on air-
craft [1047] C/W releases lhe seat retardation
• The opon safety belt releases the shou lder
harness straps but retains the parachute
lanyard and on aircraft r lOb:.! i C / W l'cleases
tho leg lanyards.
I
• The seat man separator strap assembly is
drawn taut displacing the survival kit and
pilot from the seat, and arms the raft inflation
system.
• As the pilot is separated from the seat, lhe
parachute timer lanyard, still connected to the
left half of the safety belt, will actuate the
parachute timer. If above J 4,000 feet , the
timer will delay parachute deployment until
14,000 feet is reached, if below 14,000 feet
the timer will deploy the parachute m one
second. lf, however, the zero delay lanyard is
connected to the rip cord grip, it will override
the time and deploy the parachute Immediately.
After the parachute is open, when the survival kit
emergency release handle (figure> 1-68} is actuated
the following will occur:
• The kit container is separated from the crew-
member.
• The life raft will inflate.
• The kit will release the straps connecting it. to
the parachute harness and fall away from the
crew-member but will be retained by a 25 foot
drop line.
ESCAPE SYSTEM FUNCTIONS {f] I F-542] C/IN
Ejection Initiated from Forward Cockpit [f1 I F-542) CIW
The leg braces on tho ejection scat (13, fi14ure
1-64) are intercomlectcd by a common pivot shaft
nnd c an be raised by either or both hands. Rais-
ing the leg braces causes the following events to
occur:
• Both arm rests arc moved to the raised
position . (Front Cockpil.)
• T he shoulder harness control handl.c is moved
to the locked position (Front Cockpit).
Change No. 1
T.O. lF-1050- 1
• The ejection trigger in each leg brace is
moved to the cocked posilion, arming the seat
for eject5'm (Front Cockpit).
·rhe ejection triggers on the ejection scat (12, fig-
ure 1- 64) are coru1ectcd to individual initiators .
Actuating either or both ejection triggers causes
the followi.ng to occur:
• The powered inertia reel on the aft seat is
fired, positioning the occupant in the ejection
position.
• The aft canopy locks arc opened, the canopy
is opened and separated from the aircraft.
• With the IFF master switch in LOW or NORM
and nose gear up and locked, the EMERGENCY
IFF mode will be actuated automatically when
the canopy is jettisioned.
• The aft seat is ejected.
• The Corward canopy locks a r e opened, the
canopy is opened and separated frorn the air -
craft.
• The forward seat is eJected.
After Seat Ejection [1 0381 C/W [ F-542] C/W
• All aircraft to seat or survival kit connections
are disconnected.
• The automatic safety bell initiator (incorporat-
ing a one ~econd tim(' delay) is actuated .
• The chaff dispenser box is opened.
• After the seat has left the cockpit, the safety
belt initiator fires , opening the saf<.•ty belt,
actuating the seat man separator, the para-
chute deployment gun actuator and the seat
retardation parachute system. The open
safetv belt releases the shoulder harness
straps and on aircraft rl0831 C / W releases
the l eg lanyards.
• The parachute firing cable arms the deploy-
ment gun and is disconnected from the
parachute deployment gun actuator.
• The seat man separator strap assembLy is
drawn taut, displacing the survival kit and
the pilot from the seat, and arms the raft
inflating system.
• If the parachute is below an altitude of
15, 500 feet, the firing pin in the deploy-
ment gun is released, i.nitiating a one
second time delay cartridge in the depLoy-
ment gun.
1-1868 Change No.1
• If t.he parachute is above an altitude of
15, 500 feet, the firing pin in the deployment
gun is heid in the cocked position until the
aneroid device senses that the 15, 500 foot
allitude has been reached.
I WARNING I
During the frecfall resulting from an ejec-
tion above 15,500 feet, every effort should
be made to keep hands and arms away from
the line of fire of the parachute cfpploymcnt
gun.
• The parachute is force-deplo~·ed.
After the parachute is open, when the survival kit
emergency release handLe (figu1·e l-68) is actuated
the following will occur:
• The kit containe1· is separated from the crew-
member.
• The li.fe raft wi.ll i nil ate.
• The kit will release the straps connecting it
to the parachute harness and fall away from
the crew-member but will be retained by a
2G-foot drop line.
After Seat Ejection [1038] N/CNY [F-542] C/W
• All aircraft to seat or survival kit connections
are disconnected.
• Tho automatic safety belt initiator (incorpo-
rating a one second lime delay) is actuated.
• The chaff dispenser box is opened.
., After the seat has left the cockpit, the safclv
belt initiator fires. opening the safety belt.,
actuating the seat man separator and on air-
craft r 1047] C/ W releases the seat radia-
tion chute .
• T he open safety belt releases the shoulder
harness straps but retains the parachute
lanyard and on aircraft [1083] C/W releas('S
the leg lanyards.
• The scat man separator strap asssembly is
drawn taut displacing the survival kit and
pilot from the scat, and arms lht· raft
inflation system.
• As the pilot 1s separated from the seat, the
parachute ti.mer I anyard, still connected to
the left half of the safety beit, will actunle
the parachute timer. If above 14, 000 feet,

the timer will delay parachute deployment
untill4,000 feet is reached, ifbelowl4,000
feet the timer will deploy the parachute in
one second. If, however, the zero delay
lanyard is connected to the rip cord grip
it wi ll override the time and deploy the '
parachute immediately.
After the parachute is open, when the survival kit
emergency release handle {figure 1-68) is actuated
lhe fo llowing will occur:
• The kit container is sepa rated from the crew-
member.
• The life raft will inflate.
• The kit will release the straps connecting it
to the parachute harness and fall away from
the crew-member but will be retained by a
25 foot drop line.
The ejection triggers on the ejection seat (10, fig-
ure 1-64) are connected to individual initiators.
Actuating either or both triggers cause the follow-
ing events to occur:
1. The powered inertia reel on the aft seat is
fired, positioning the occupant in the ejection
position.
2. Aft canopy locks ar~ opened, the canopy is
opened and separated from the aircraft.
3. The ail seat is ej€'ci~d.
4. Fwd canopy locks are opened, the canopy is
open~d and separated from the aircraft.
5. 'l'he forward ~eaL is ejected.
T.O. lf-1 050-1
BAIL-OUT WARNING SYSTEM. 1£)
A bail-out warn ing system is incorporated to permit
the aircraft. commander (whether in forward or aft
cockpit) to command aircraft abandonment when
conditions warrant this and voice communication
is not possible.
BAIL-QUT LIGHT SWITCH. If)
Th~ ~ail-out light switch (12, figure 1-6) is a two-
posJtlon guarded switch placarded BAlL-OUT and
is powered by battery power. The switches are
guarded in the down (OFF) position and when the
g.uard of either switch is lifted and the switch moved
~p to the BAIL-OUT position a red light on the
mstrument. panel of both cockpits illuminates dis-
playing BAIL-OUT.
CANOPY.
The canopy is a dam-shell type and tnade up of
t.wo plastic panels with an intervening air space.
Dry air fill s the space between the two layers to
prevent canopy fog. This dry air is not circulated
but is free to move in and out of both canopies
dependent upon pressure in the cockpit. In the
closed position, the canopy is sealed to the cockpit
structure by a rubber tube which is automatically
inflated by air pressure from the engine compressor.
The canopy is hinged to the fuselage and, when
opened, moves up and aft in an arc to clear the
pilot. The canopy is normally opened and closed by
means of the electrical actuator portion of the inte-
gral actuator remover assembly which is energized
Change 2 1-187
 T.O. lF-1050-1
directly from the battery bus. The canopy re-
mover (explosive charge) portion of the integral
actuator remover jettisons the canopy from the
aircraft. To open the canopy, without electrical
power, the electr ic actuator is disengaged by an in-
ternal or external control. Emergency canopy re-
moval is accomplished by internally or externally
controlled initiators that develop a high pneumatic
pressure and actuate a thruster and the canopy re-
mover. The thruster through a self-contained ex-
plosive charge, releases the downlocks, while the
remover jettisons the canopy.
WARNING I ing hooks over the loc.k ing rollers (interior,
If the canopy is not fully closed
(CANOPY OPEN light will be illumi-
nal.ed), it is possible it will not jel.tison.
Therefore other means would have to be
taken to effect egress from the aircraft;
i.e., manually or by cutting through the
plastic panels.
[EJ • If the canopies are closed but the
CANOPY OPEN light in each cockpit
is illuminated, it is possible that either
or both of the canopies will not sepa-
rate from the aircraft when jettisoned.
This may occur as the light ci.rcuiL and
separation (shearing of the canopy re-
tainer) of the canopy depends on the
position of the jettison safety lock
Jink.age beUcrank against the canopy
retainer lug.
Refer to canopy limitations during
taxiing in section V.
• Keep arms dear of canopy rails during
taxiing.
CANOPY CONTROlS.
Interior Canopy l ock Lever.
The interior canopy lock lever (figure 1-63) is
placarded CANOPY RELEASE and is spring-
loaded to the aft position to prevent interference
1·188
with the pilot. To open the canopy, the lock lever
is rotated forward then raised upward. This opera-
tion unlocks the canopy and doses the canopy safety
interlock switch making power available to the
interior and exterior canopy control switches. To
lock the canopy in the down position, the interior
canopy lock lever is rotated down ward. The canopy
lock lever will then automatically rotate to the aft
position.
Moving the canopy lock lever to the
locked position moves the canopy lock-
left and right sides of the canopy rails).
The position of the hooks over the rollers
is Lhe only positive indication in the cock-
pit that the canopy is Locked. Since these
hooks and rollers are visible and accessible
to the pilot they should be used as the
primary check that the canopy is locked.
Exterior Canopy lock Lever.
The extedor canopy lock levers (figure 1-63) pro-
vided on both sides of the fuselage are flush mounted.
The upper end of the lock lever is pushed in until
the lever can be grasped and raised upward. This
operation unlocks the canopy and closes the safety
interlock switch making power available to the in-
terior and exterior canopy control switches. To
lock the canopy in the down position, Lhe exterior
canopy lock lever is rotated downward until flush
with the fuselage skin.
Interior Canopy Control Swit ch.
The interior canopy control switch (ugure 1-63)
placarded CANOPY, is located above the left hand
console area, and has two spring loaded positions
placarded OPEN and CLOSE, and an unmarked
neutral or OFF position. Battery power is supplied
to the canopy actuator when the interior canopy
control switch is placed in the OPEN or CLOSE
position to move the canopy as required. The
canopy can be opened or closed or stopped in any
intermediate position, regardless of battery switch
position.
Note
The canopy can be stopped at any inter-
mediate position by releasing the respective
 T.O. 1F- 105D-1

CANOPY CONT.ROLS
TYPICAL

CANOPY LOCK LEVER CANOPY CONTROL SWITCH

CANOPY LIFT CANOPY LOCK LEVER

and CONTROL BUTTONS

Figure 1-63 (Sheet 1 of 2)

1-1 89
T.O. 1F- 105D- 1

STEP 8

liFT•
STRAIGHT

I LEG BRACE (EJECTION SYSTEM ARMING CONTROL)

(Left and Right Side of Seat) (Arms Ejection System)
UP

CANOPY ACTUATOR RELEASE HANDLE AUXILIARY CANOPY JETIISON HANDLE

Releases Canopy Actuator (Jettisons Canopy Without Arming Seat)
to Permit Manual Opening
CANOPY ELECTRIC
ACTUATOR DISENGAGE

CANOPY ACTUATOR RELEASE BUTION

Releases Canopy Actuator CANOPY JETIISON HANDLE
to Permit Manual Opening Jettisons Canopy Without Arming Seat

Figure 1·63 (Sheet 2 of 2)

1-190 Change 2

Note (Continued)
interior canopy control switch. The
canopy actuator limit switch will bring
the canopy to a stop in the fully opened
position. When closing the canopy the
actuator clutch will slip before the close
limit switch is reached. Therefore, if
the switch is held in the CLOSE posi-
tion after the canopy is fully closed, a
clicking noise from the actuator will
be heard. The control switch should
be released at first indication of this
condition.
Exterior Canopy Control Buttons.
Two exterior canopy control buttons (figure 1-63),
located on the forward side of the exterior canopy
lock lever well, are accessible only when the lock
levers are raised. The buttons are spring-loaded to
the OFF position, and encased in rubber seals to
effect cockpit sealing. The upper button on either
side is used for opening the canopy, and the lower
one for closing it. Battery bus power is supplied
to the canopy actuator when either button is de-
pressed, and the canopy can be opened or closed
regardless of battery switch position.
Note
The canopy can be stopped at any inter-
mediate position by releasing the exterior
canopy control buttons. The canopy
actuator limit switch will bring the can-
opy to a stop in the fully opened position.
When closing the canopy the actuator
clutch will slip before the close limit
switch is reached. Therefore, i f the but-
ton is held in the closed position after
the canopy is fully closed, a clicking
noise from the actuator will be heard.
The control button should be released
at first indication of this condition.
Interior Canopy Actuator Release Handle.
A handle (figure 1-63) on the right canopy skirt is
provided to insure the opening of the canopy in
the event of battery power or electric actuator
failure. For normal canopy operation in the [fJ
the handle must be in the aft position with a pip-
pin installed through it to assure the electric actua-
tor is mechanically connected to the canopy. To
mechanically release the electrical actuator so that
canopy can be unlocked and raised manually, the
handle pip-pin must be pulled out and the handle
pushed forward. AT-handle on the right canopy
T.O. 1F-1050-l
skirt in the {QJ , placarded CANOPY RELEASE,
when pulled, will mechanically release the electric
actuator so that the canopy may be unlocked and
raised manually.
{f) To prevent shearing the canopy hinge
retainer rivets or elongating the rivet
boles when manually opening the canopy,
partially raise the canopy and hold the
di~onnected actuator forward, then raise
the t.'anopy to 90 degrees.
{f] • To secure the canopy in the 90 degree
position, engage the ball-lock pin (located
on the aft canopy frame) from inside the
canopy hinge outboard into the hinge
support structure.
[QI • Canopy uplocks are not provided ; t here-
fore, if the canopy is opened manually
it must be held open.
Exterior Canopy Actuator Release Button.
A button located on the top aft end of the canopy
(figure 1-63) is provided to insure the opening of
the canopy in the event of battery power or electric
actuator failure. Depressing the button will mechan·
ically release t he electric canopy actuator so that
the canopy may be unlocked and raised manually.
[fJ To prevent shearing the canopy hinge
retainer .rivets or elongating the rivet
holes when manually opening the can-
opy, partially raise the canopy and move
the disconnected actuator forward then
raise the canopy to 90 degrees.
[fJ • To secure the canopy in the 90 degree
position, engage the ball-lock pin
(located in the aft canopy frame) from
inside the canopy hinge outboard into
the hinge support structure.
[Ql • Canopy uplocks are not provided; t here-
fore, if the canopy is opened manually
it must be held open.
1-191
l.eg Brace.
The right and left leg brace (figure 1-63) on the
pilot's seat are interconnected and raised simultane-
ously. When the leg braces are raised the shoulder
harness inertia reel is locked and the armrests are
raised to the horizontal position. The trigger on
each leg brace is then cocked for canopy jettison
and ~eat ejection. A safety pin, with a red streamer
attached, is inserted in the right leg brace to prevent
inadvertent actuation of the leg brace during ground
operation. This safety pin i.<t removed before flight
by the pilot a:nd stowed in a flight status safety pin
pouch above the right console in the front cockpit
and in a container in the aft end of the right con-
sole in the rear cockpit.
Auxiliary Canopy Jettison Handle.
The auxiliary canopy jettison handle (figure 1-63)
permits jettisoning the canopy without arming the
ejection seat. A handle is installed flush on the top
aft end of the left console and is painted yellow
with black diagonal stripes. The forward end,
placarded PUSH, must be depressed so as to rotate
the lever which then exposes the auxiliary canopy
jettison handle. The handle is then pulled straight
up (approximately one inch) to jettison t.he canopy.
Actuating the handle detonates an initiator which
generates gas pressure to unlock the canopy and
ignite the canopy remover portion of the integral
actuator/remover which separates the canopy from
the aircraft. Jettisoning the canopy in this manner
eliminates the danger of ejecting the seat, as the
leg braces are still in the down position and the
eject ion triggers are not cocked for firing. A safety
pin with a red streamer attached is provided to
prevent inadvertent operation. This\afety pi.l1, if
installed, is removed before flight and stowed in a
flight status safety pin pouch above the right con·
sole and in the !£) rear cockpit in a container in
the aft end of the right console.
Exterior Canopy Jettison Handle.
An external system for jettisoning the canopy by
ground personnel during an emergency includes an
exterior canopy jettison handle (figure 1-63)
attached to six feet of cable and secured by clips
in a compartment on the left fuselage below the
canopy. Canopy jettison is effected by opening
t he access door, grasping the handle and pulling it
to the full length of the cable. With the cable fully
extended. an initiator is detonated and the resulting
gru; generated activates a thruster which unlocks
both canopies then fires the canopy remover which
1-192
disconnects the electric actuator and separates the
canopy from the aircraft in an up and aft direction.
On [fJ aircraft, approximately one second after the
thruster is fired, the aft canopy remover is fired and
operates in the same manner as the front canopy to
separate the rear canopy from the aircraft.
Canopy Caution Light.
The canopy caution light (figure 1-60) on the caution
light panel displays CANOPY OPEN when illuminated
and is powered by DC primary power. Illumination of
the light indicates the canopy is not locked or the
canopy jettison safety switches are closed. Illumina-
tion of the light is controlled by the canopy lock
switch, canopy position switch and canopy jettison
safety switch in the cockpit. If any of the switches
are not in the locked position the canopy warning
and master caution light will illuminate. The light
will illuminate together with the master caution
light whenever the canopy is in any position other
than closed and locked.
WARNING I
[.E) Either canopy jettison safety switch will
cause both canopy warning lights to illu-
minate if the jettison safety lock linkage
bellcrank is not against the canopy shear
plate. This can occur even though bot h
canopies are mechanically locked (hooks
engaged by rollers). If either canopy is
jettisoned with this condition the canopy
may not shear and possible interfere with
either or both seat ejections.
Moving the canopy lock lever to the
locked position moves the canopy lock-
ing hooks over the locking rollers (interior ,
left and right sides of the canopy rails).
The position of the hooks over the rollers
is the only positive indication in the cock-
pit that the canopy is locked. Since these
hooks and rollers are visible and accessible
to either pilot they should be used as the
primary check that the canopy is locked.
WINDSHIELD.
The windshield consists of three transparent panels.
The center panel is laminated bullet resistant glass

with an electrical element incorporated between the
laminations for defogging. Each side panel is made
up of two plastic panels with an air space between
them for defogging. A defroster system, provided
with a shutoff, directs hot air from the engine com-
pressor to a perforated tube which directs the air
over the inside of each side panel.
WINDSCREEN (REAR COCKPIT) . If]
A transparent windscreen on either side of the rear
main instrument panel between the front and rear
cockpit protects the rear cockpit crewmember from
wind blast and air loads if the front canopy is jetti-
soned in fligh L
EJECTION SEAT.
Each ejection seat (figure 1-64) is an upward ejec-
tion. type designed to eject t he pilot clear of the
aircraft in an emergency. Aircraft utilize a rocket
catapult/actuator assembly for ejection. The cata-
pult and the rocket catapult/actuator are attached
to the rear of the seat and supplies the propelling
force to eject the seat during an emergency. The
catapult or the rocket catapult is fired by an initia-
tor which develops a high pneumatic pressure that
is directed to actuate the firing mechanism. The
rocket catapult raises the ejection speed capability
up to mach 1.0 and also provides low speed/low
altitude escape capability. Recovery has been
demonstrated at zero speed/zero altitude; however,
this should not be used as standard operating
criteria. Test results have shown that chute deploy-
ment is aided by any increase in forward speed and
that a forward speed of approximately 85 KIAS
at zero altitude i.s considered minimum to provide
the desired margin of safety. The rocket catapult
will project the seat to a height of 300 to 400 feet
above the aircraft; therefore, ejection at zero alti-
tude is possible if required. However, a zoom
maneuver, when possible, to gain altitude before
ejecting is still considered advisable since it will
provide an additional margin of safety. The pilot
can raise or lower the seat to accommodate his
external vision requirements without changing the
relationship of the ejection seat CG to the catapult
rocket motor thrust line. To improve the ejection
trajectory and stability, thereby extending the safe
escape envelope, the existing leg plate has been
reduced in area and a spring loaded drag plate ha.s
been added to each side of the pilot's headrest.
The drag plates are extended when the seat is
ejected thereby adding drag area above the CG of
the ejected mass. The ejection sequence has been
changed so that raising the leg brace does not
T.O. lf-1050-1
jettison the canopy. Raising t he leg brace locks the
shoulder harness inertia reel and the ejection trigger
in each leg brace is cocked for firing. Each trigger is
connected to an initiator. Squeezing either trigger
fires the initiator which produces gas pressure to jet-
tison the canopy and arm a delay initiator which will
fire the rocket catapult to eject the seat three tenths
of a second after the canopy is jettisoned. All seats
incorporate the following features: an armor plated
headrest; provisions for electrical adjustment of seat
height, adjustable armrests; an automatic lap belt
release system with accommodations for automatic
va.rachute; a shoulder harness w1tb multi-directional
interia reel; canopy jettison and seat ejection controls,
a quick disconnect for the pilot's personal leads and
on aircraft [1047] C/W a seat retardation chute. In
addition aircraft [1038] C/W have a parachute actua-
tor which triggers the firing of a deployment gun in
the force-deployed parachute. Aircraft [ 10831
C/W are provided with a limb restraining system.
I
The seat is safetied, for ground operation, by a pin
installed in the right leg brace which must be re-
moved before flight. The ejection controls are
designed to jettison the canopy before seat ejection.
The seat bucket will accommodate the MC-1 cushion
and a survival kit container. Utilizing the wrong
seat cushions or kit, or too much cushioning material,
may result in the following dangerous conditions:
a. Incorrect positioning of the pilot in the seat;
thus making it difficult for him to reach all
controls, or to prevent full aft stick travel.
b. A definite injury hazard is created as the thick,
compressible mass allows several inches of up-
ward seat travel before exerting a direct lifting
force on its occupant. After this amount of
travel, the seat has gathered such momentum
that excessive impact is produced when the
seat initially lifts the pilot, thereby increasing
chances of spinal injury.
c. Where a crash landing is made, the combined
compression of the two items will permit the
pilot to sink down far enough to loosen the
shoulder straps thus allowing the pilot to slump
forward. [n this position, the impact may
severely injure his back.
d. The use of additional material under the pilot
may raise him to such a height that his arms
will not be held by the retainers on either arm-
rest, thus subjecting them to injury because of
possible flailing in the wind blast.
ChangeNo.1 1-193
T.O. lF-1050-1

EJECTION SEAT

LIMB RESTRAI iS
[1083] N/C/W
1. Chaff Dispenser Box
2. Seat-Man Separator
3. Shoulder Harness
4 . .Shoulder Harness Control Handle
5. Personal Lead Quick Disconnect
6. Personal Leads, G Suit, Vent Suit
Oxygen, Communications
7. Leg Plate
8. Vertical Adjustment Switch
9. Canopy and Seat Safety Pin and
Streamer
10. Ejection System Trigger
11. Right Leg Brace
I
(Ejection System Arming Control)
12. Automatic Safety Belt
13. Automatic Safety Belt Trigger
14. F Seat Removal Pin (Left and
Right Sides)
15. Right Armrest Release Button, Seat
Jettison Initiator (Left and Right Sides)

'
16. Cano-py Jettison Initiator
11. Right Armrest (lowered Position)
18•. Canopy Jettison Hose Quick Disconnect
12 11 10 19. Automatic Safety Belt Initiator, Safety Pin and
13 9 8 1 Stream~(.
20. Drag Plate

Figure 1·64

1-194 Change No.2


WARNING I ain.:raft during ejection, the leg plate (9, figure
Use of the Type C-2A one man life raft in
conjunction wit.h the contoured seat style
survival kit container is not recommended
because of the above reasons. Thir; is also
applicable to the Type C-2A one man life
raft used in conjunction with the aircraft.
seat <:ushion .
Leg Brace.
The right and leilleg braces ( 13, figure 1-64) on
t he ejection seal are interconnected to act simul-
Laneously. Each brace incorporates a trigger {J 2,
figure 1-64). In normal o peration , the braces are
folded down and secured (ground operation only)
by a safety pin (11, figure 1-64) inserted in the
right leg brace. This safety pin is removed befo re
flight by th£' pilot, and stowed in a flight status
safety pin pouch auove the right console in the
front cockpit. and in a con tainer in the aft end of
the right console in the rear cockpit. When either
or both leg braces are raised the shoulder harness
inertia reel is locked and the armrests are raised to
the horizontal position. When the leg braces are in
the up posit.ion, a trigger in each leg brace is cocked
for firing. Each trigger is connected to an initiator.
Squeezing f'ither tirgger fires an initiator , producing
gas pressure to jettison the canopy and arm a delay
initiator. which will firt' the rocket catapult to eject
the seat three tenths of a second after the canopy
is jettisoned. Squeezing both triggers simultaneously
will fire both initiators and improve canopy jettison
and :5eat ejeet1on reliability.
NOTE [ F-542] C/W
!£]The escape systems for the forward
and aft cockpits arc ballistically inter-
connected to provide automatic aft
c anopy jettison and seat ejection when
ejection procedures arc initiated from
the forward cockpit. The aft crew
member can , however, control the
independent aft canopy jettison and scat
ejection system when escape procedures
are initiated from the aft cockpit.
Limb Restraints. [1083] N/C/W
The right and left hand limb restraints on th e ejec-
tion st~a t are provided Lo contain the pilot 's legs
within a saf<' area to prevent injury during ejedion
from the aircraft. As the ejedion seat leaves the
T.O. lf-1050- 1
1-64) rotates down. As this rotation occurs, the
leg plate pulls Lhe pins which retain the limb re-
straints in the vertical (inilight) position and
allows the spring-loaded rest.raints to ro tate to the
horizontal (or ejection) position.
Vertical Adjustment Switch.
The vertical adjustment switch (10, figure 1-64) on
the ejection seal. is a three-position t ype, spring-
loaded to the O.F F position. When the switch is
moved to the UP position, DC secondary po wer is
supplied to ae~uate an electric motor and screw jack
mechanism to raise the seat. The self-locking drive
mechanism will remain in any selected position
when the switch is released. Placing the switch in
the DOWN position lowers the seat. Over-all travel
of lhe seat is 4 ~ inches.
Shoulder Harness Control Handle.
A two-position LOCK-UNLOCKED shoulder harness
control handle ( 4, figure 1-64) is located on the left
side of the ejection seat. When the control handle is
in the UNLOCKED position (full aft), t.he inertia
reel harness cable will extend t,o aUow the p1lot to
lean forward in the cockpit; however, the .in ertia
reel harness cable will automatically lock whenever
loads in excess o f 2 to 3 G's are encountered. When
the inertia reel is locked in t his manner, it will re-
main locked unlil the control handle is moved to
the LOCKED position and then returned to the
UNLOCKED position. 1f the control handle is in
the LOCKED position (full forward) while the
pilot is leaning forward, the harness will retract w1th
hirn as he straightens up, moving into successive
locked positions, as he moves back against the seat.
The LOCKED position is used when a crash landing
is anticipated. This position provides an added
safely precautio n over that o f the automat~c safety
loc k. During !.he seat ejection sequence, a cam on
the left leg brace postLions l he control handle to the
locked position as soon ru; either leg brace is raised
to jettison the canopy.
Note
The pilot is prevented from bentli ng
forward when the shoulder harness con-
trol handle is in the LOCKED position.
Th erefore all switches not readily acces-
sible should be turned off prior to lock-
ing the shoulder harness.
Change No. 1 1-194A/ ( 1-1948 Blank)

Armrests.
The two armrests (19, figure 1-64) on the ejection
seat may be raised to the horizontal position or
lowered to afford bett.er access to the console con-
TO Is. An armrest release button (17, figure 1-64)
T.O . l F-1 050-1
is provided beneath the front edge of the armrest.
When the release button is depressed, the armrest
locking me<:hanism is released which allows the
armrests to be moved. Both armrests will move to
the raised position when either leg brace is raised
for canopy jettisoning.
Change No. 1 1-195
·.o. 1 F-1051)..1
Seat-Man Separator.
The ejection seat is equipped with a seat-man separa-
tor (2, figure 1-64) which operates automatically as
a part of the seat ejection sequence and requires no
additional effort on the part of the pilot. The sys-
tem consists of a web strap assembly shaped like an
inverted Y, and a cartridge operated actuator. Two
straps attached to the forward edge of the bucket
seat are routed under the survival kit to the yoke
from which a single strap is routed up Lhe face of
the seat to the actuator behind the headrest: When
each seat is ejected a trigger on the bottom of the
seat is tripped, pulling a rod connected to the firing
pin in an initiator. One second after the pin is pulled
the cartridge is fired. High pressure gas from the
cartridge is ported through flex lines to open the
automatic safety belt and fire the cartridge in the
seat-man separator actuator. The actuator draws
the web strap assembly taut, effectively displacing
the survival kit and separating the pilot from the
seat. On aircraft [1038) N/C/W upon separation
from the seat, the parachute lanyard, still attached
to the open gafety belt, actuates the parachute
timer, or pulls the ripcord grip directly, if the zero
delay lanyard is connected.
Chaff Dispenser.
An automatic chaff dispenser box (1, figure 1-64)
is provided on the feft side of the ejection seat.
Upon seat ejection a mechanical linkage automat-
ically opens the chaff dispenser and a leaf type
spring ejects two chaff packages.
AUTOMATIC SAFETY BELT.
The ejection seat is equippt>d with a type MA-6
automatic opening safety belt (figure 1-66) which,
in conjunction with the ejection seat and automatic
escape system extending the maximum and mini-
mum altitudes at which escape may be successfully
accomplished. In a low altitude ejection, use of
the automatic system greatly reduces the time re-
quired for separation from the S(~at and deploy-
ment of the parachute, and consequently reduces
the altitude required for safe ejection. The auto-
matic belt has been thoroughly tested and is com-
pletely reliable. No matter how fast a pilot's
reactions are, he cannot beat the automatic opera-
tion; besides, he may not remain conscious during
an actual ejection. The belt is cartridge operated
for automatic opening during seat ejection, but
manually for normal opening. Automatic opera-
tion is accomplished during seat ejection by gas
pressure from a separate automatically controlled
initiator which supplies pressure through a length of
1-196 ChanOP ?
high pressure hose that actuates a piston inside the
belt, c-etracting the latch tongue, and releasing the
belt swivel link. This gas pressure also releases the
seat retardation chute on the aircraft [1047] C/W.
The link accommodates an anchor [1038] N/C/W
on a lanyard leading to the parachute automatic
timer (figut:e 1-66). 'When the belt is manually
opened, the anchor [1038] N/C/W is reJeased auto-
matically so that inadvertent actuation of the auto-
malic parachute will not occur.
Automatic Operat ion.
Automatic belt opening and seat retardation chute
release on aircraft l10471 C/W are accomplished as
part of the seat ejection sequence and requires no
additional effort on the part of the pilot. UNDER
NO CIRCUMSTANCES SHOULD THE BELT BE
MANUALLY OPENED BEFORE EJECTION RE-
GARDLESS OF ALTITUDE. When the seat is
ejected, the automatic safety belt trigger (13, fig-
ure 1-64) on the bottom of the seat is tripped,
pulling a rod connected to the firing pin in the ini-
I
tiator. One second after the pin is pulled, the car-
tridge is fired. The time delay feature insures that
the belt and the seat retardation chute will notre-
lease until the seat and pilot are entirely clear of
the aircraft. When an automatic parachute is used,
an anchor [1038] N/C/W attached to the parachute
lan'yard is installed over the lap belt swivel link.
(See figure 1-66 for correct installation.) During
auto.p1atic operation, the anchor [1038] N/C/W
remains fixed in the release, providing an anchor
[1038] N/C/W for the lanyard to the automatic rip
cord release. Thus the automatic rip cord release is
actuated as the pilot separates from his seat. The
atttomatic opening safety belt should never be
opened manually before ejection for the following
reasons:
a. If the belt is opened manually the escape oper<
tion is prolonged.
b. Manual opening of the automatic safety belt
creates a hazard to survival during uncontrol-
lable flight. The opening of the safety belt
during uncontrollable flight will mean that
the pilot cannot stay in his seat before
ejection if negative G is incurred.
c. Manual opening of the automatic safety belt
creates a hazard to survival if the pilot decide:
to crash land the aircraft. The pilot will prob-
ably not be able to fasten the safety belt and
shoulder harness as he will be using both hands
to control and crash land th,.~~t:craft.

INSTALLATION OF FORCE-DEPLOYED PARACHUTE
[1038] C/W
FORC&DEPLOYED--------~
PARACHUTE '
PARACHUTE CABLE
Figure 1-65
d . The manual opening of the automatic safety
belt will eliminate t.he automatic feature of
the automatic opening parachute unless the
pilot manually arms the parachute by pulling
the arming ball [1038] N/C/W.
e. Tail clearance is reduced by imme'diate separa-
tion of the pilot from the seat, which is likely
to occur when the belt is opened before
ejection.
f. At high speeds the peak deceleration, due to
air loads on the seat and pilot together, ap-
proaches the limits of human endurance.
Since the deceleration of a pilot alone is con-
siderably gre~ter than that of the pilot and
seat together, immediate separation at ex-
tremely high speeds could result in severe
injury to the piiot.
g. Immediate separation of the pilot and seat at
extremely high speeds could result in inadver-
tent opening of the parachute due to .the pack
being blown open. In this event, fatal injuries
will probably be incurred, because of the ex-
tremely high opening shock of parachute at
this speed, or because of serious damage to the
parachute itself upon opening at high speeds.
T.O. 1F-105D-1
PARACHUTE ACTUATOR
ASSEMBLY
CAUTION
DO NOT APPlY PRESSURE TO SPIING-lOAOED
OUST COVER WHEN REMOVING PARACHUTE CABlE
OR DEFORMATION Of THE COVEll M AY RESUlT.
• 16-T0-20 POUNDS TO SEAT CABLE
• 35-T0-50 POUNDS TO SEPARATE CABLE
I I
WARNING
Extreme caution should be taken to in-
sure the Automatic Safety Belt Trigger
(13, figure 1-64) wl:>ich fires the escape
system items on the seat is not fired
inadvertently.
MANUAL OPERATION .
Refer to figure 1-65 and 1-66 for proper sequence
of opening and closing the safety belt, shoulder
harness, automatic parachute lanyard [1038}
NfCJW, and connecting parachute firing cable [1038}
C/W.
EJECTION SEAT RETARDATION SYSTEM (1047] C/W.
The ejection seat retardation system consists mainly
of an eight foot retardation chute packed in a con-
tainer mounted under the ejection seat. When the
seat is ejected a firing pin in the automatic safety
belt initiator is pulled. One second after the pin is
pulled the initiator is fired developing a high pneu-
matic pressure which opens the automatic safety
belt, fires the cartridge in the seat man separator
and releases the retardation chute. The open chute
slows the movement of the seat which in tum in-
creases the distance between the seat and the pilot.
This increased distance decreases the possibility of
the seat interfering with the pilot.
Change 2 1-197
T.O. 1F-105D-1

AUTOMATIC SAFETY BELT -ti"YI»e

8 Automatic Release
8 Parachute Lanyard Anchor [1038] N/ C/ W
8 Swivel link
8 Manual Release
8 Shoulder Harness Loops

WARNING
'allure to instal/ the shoulder harneu loops ond parct-
cltutelanyard anchor Cl 0381 H/C/W in corred sequence
will prevent separation from the seat after ejedion.
Place right shoulder harness loop on safety belt swivel
link.
b. Place left shoulder harness loop on safety belt swivel
link.
c. Place parachute lanyard anchor on safety belt swivel
link and fasten safety belt. [1038] N/ C/ W
c-1. Fasten safety belt. Remove safety pin and dust cap
from parachute firing cable and connect firing cable
to parachute deployment gun actuator [ 1038] C/ W .
WARNING
The force-deployed parachute contains a ballistically
fired deployment gun. Extreme caution shall be exer-
cised any time parachute is handled . Ensure that safety
pin, streamer, and dust cap are always engaged in
cable assembly to prevent deployment gun being dis.-
charged when cable auembly is not connected to actu-
ator on ejection seat. Hold parachute so that barrel of
deployment gun points away from all personnel and
towards a suitable parapet in case of discharge.

Swivel link8 released from riqht side of belt.

Shoulder harness loops t) released from swivel link0
Parachute lanyard anchor f) [1038] N/ C/ W retained by
shoulder on swivel link 8
Manual release lever 0 locked, holding swivel link
left side of belt.

Figure 1-66

1·198

Ll M8 RESTRAINING SYSTEM
LAP SAFETY BELT
LEG LANYARDS
I Figure 1-66A
LIMB RESTRAINING SYSTEM [1083] C/W
i A limb restraining system (figure l - 66A) is pro-
vided to prevent the pilot's legs from flailing dur-
I ing ejection. To utilize the system, the pilot
must wear a garter type leg strap that accom-
modates a D-ring on each leg. Two lanyards are
attached to the cockpit floor just aft of the ejection
seat leg plate and routed so as to become exposed
on the right and left forward-corners of the seat
and are not attached to the survival kit. The
lanyards are laced through the D-rings on the
leg garters than attached to the automatic safety
belt in the same manner as the shoulder harness.
It will be noted that the lanyards cross, the left
lanyard is laced through the right garter and the
right lanyard is laced through the left garter.
Upon ejection, as the seat rises, the lanyards
T.O. 1F-1050-1
[1083] C/W
PARACHUTE LANYARD
ANCHOR [1038) N/C/W
MANUAL RELEASE
SWIVEL LINK
are drawn taut which pulls the pilot's legs to-
gether. When the seat is ejected, rivets attach-
ing the lanyards to the cockpit floor are sheared.
When the automatic safety belt opens the lan-
yards are released.
Connect the limb restraint lanyards then
the shoulder harness lanyards to the
MA-6 automatic lap belt in that order
[ 1038] C/W. (Force deployed parachute.)
Connect the limb restraint lanyards,
the shoulder harness lanyards and the
parachute lanyard anchor to the MA-6
lap belt in that order Q..038] N/C/W .
Change No. 1 1-198A/(1-198B Blank)

ZEROforDELAY LANYARD
au.to:an.atic
paPachute
[1038] N/C/W
WA RNING
Refer to Section Ill for zero delay
lanyard capabilities and limitations.
STOWAGE RIIIG -------~-­
Stow zero delay lanyard here for
one second delay,
RIPCORD GRIP----------:~
Attach zero delay lanyard here for
zero delay parachute deployment
Figure 1-67
FORCE-DEPLOYED PA RACHUTE [1038] C/W.
The force-deployed parachute extends the mini-
mum altitudes at which escape may be successfully
accomplished. In a high altitude ejection (above
15,500 feet), use of the force-deployed parachute
avoids deployment of the parachute at an altitude
where sufficient oxygen would not be available to
permit safe parachute descent. The aneriod device
in the parachute deployment gun will delay the
firing of the deployment gun until the parachute
falls free to a safe altitude. One second after
reaching this safe altitude (below 15,500 feet),
deployment will commence. By force-deploying
the parachute, a filled canopy is achieved very
rapidly. Aircraft speed will influence the time re-
quired to fill the force-deployed canopy. By for ce-
deploying the parachute, safe ejection can be suc-
cessfully accomplished on or very close to t he
ground (depending on the speed of the aircraft when
ejection occurs). Refer to section m, Emergency
Procedures, for detailed ejection information.
AU TOMAT IC PARACHUTE [1038] N/C/W.
The automatic parachute extends the maximum
and minimum altitudes at which escape m ay be
successfully accomplished. In a high alt itude ejec-
tion (above 14,000 feet) use of the automatic para-
chute avoids deployment of the parachute at an
T.O. 1F-1050-1
altitude where sufficient oxygen would not be
available to permit safe parachute descent. The
aneroid action of the automatic parachute release
will delay the opening of the parachute until the
pilot falls free to a safe altitude. One second later
parachute deployment will commence. For low
altitude ejection, use of the zero delay lanyard will
open the parachute immediately after separation
from the seat.
Zero Delay Lanyard [ 1038] N/C/W.
To provide an improved low-altitude escape capa-
bility, a system incorporating a one second safety
belt delay (M12 initiator) and a zero second para-
chute delay (one and zero system) is provided for
ejection seat escape systems. This system makes use
of a detachable lanyard, installed on the parachute
harness (figure 1-67), that c9nnects the parachute
arming ball to the parachute rip cor d grip. At very
low altitudes and airspeeds, this zero delay lanyard
must be connected, thus providing parachute actua-
tion immediately after separation from the ejection
seat. At other altitudes and airspeeds, the lanyard
must be disconnected from the rip cord grip, thus
allowing the parachute timer to actuate the para-
chute below the critical parachute opening speed,
and below the parachute timer altitude setting. A
ring, attached to the parachute harness is provided
for stowage of the lanyard hook when it is not
1-199
T.O. 1F-1050-1
ARMING INDICATOR
Figure 1-68
connected to the parachute rip cord grip. This
hooking and unhooking of the lanyard must be
done manually by the pilot.
WARNING I may be gained.
If the zero delay lanyard is left connected
while flying at high altitude, and ejection
becomes necessary, the aneriod feature
of the parachute will be overriden, and
the parachute will be deployed at an alti-
tude where sufficient oxygen is not avail-
able to permit safe parachute descent.
It If the zero delay lanyard is left connected
while flying at high speed and ejection be-
comes necessary, the time delay feature
of the parachute will be overriden and the
parachute will be deployed at high speed,
·resulting in an extremely high opening
shock, in which case injuries will probably
be incurred and the parachute seriously
·~ tlamaged.
~ -~he frequency of seat/man/chute involve-
lnent is greatly increased with the zero
cielay lanyard connected. However, if a
pilot knows he is going to eject above
2000 feet in a controlled situation, he
should unhook the zero delay lanyard to
reduce his chances of seat/man/chute
involvement. On the other hand, under
SURVIVAL KIT
PARACHUTE ATIACHING STRAP
KOCH KfT
..
•.
any circumstances the pilot should not
stop to connect the zero delay lanyard ..
after deciding to eject. The resulting
time loss outweighs any advantages which
• If the automatic safety belt is opened man-
ually, the parachute rip cord must be
pulled manually.
Note
The low altitude capablities and speed
limitation of zero delay lanyard-parachute
combinations are presented in section Ill.
SURVIVAL KIT.
The survival kit (figure 1-68) is designed to fit in'
the ejection seat and be used as a seat cushion ~
a back type parachute. The kit is made of fiber·
glass and fitted with a rubber cushion which is
fastened to the lid with snaps and a zipper. Adj._
able straps on each side attach the kit to the pil~'s
parachute harness. The kit contains a one-man life
raft (if required), provision kit, and a reflector 011
back of the kit lid. The life raft (if installed) is !»-
flated by an automatically actuated carbon dio~
bottle mounted on the inside of t he survival kit,
The provision kit is a waterproof packet strapped
into th e bottom of the survival kit and will acco~
modate the items necessary for survival in t he ~
of operation.

Survival Kit Tje Down. lEJ
The survival kit can be secured for solo flights by
use of nylon tie down ropes. The ropes are secured
to the cockpit floor and to the safety belt. If neces-
sary, the seat may be adjusted to apply the proper
tension on these ropes. In the event that the tie
down ropes are not available, the kit should be re-
moved from the aircraft.
I WARNING
I On aircraft [ 966] the pilot will be at-
An improperly secured survival kit
could become separtlted from the seat
and become wedged between the seat
and the control stick.
Survival Kit Emergency Release Handle.
The yellow survival kit emergency release handle
(figure 1-68) is located on the right-hand side of
the survival kit and is placarded EMERGENCY
RELEASE. The handle is hinged at the rear and,
when raised after ejection, will cause the following
to occur simultaneously:
• Release the straps connecting the kit to the
parachute.
• Actuate the carbon dioxide bottle for life raft
inflation.
When released, the kit will fall away from the pilot
and remain attached by means of a nylon lanyard
(approximately 25 feet long) attached to the left-
hand parachute attaching strap. The life raft and
kit will remain attached through the descent and
will strike the surface approximately 25 feet ahead
.•; of the pilot. The emergency release handle should
~­
/~ . be raised and the kit released, during the descent
after parachute deployment, and after the pilot has
.,~ ' \ descended to an altitude not requiring oxygen.
I I
WAIN lNG
Do not raise the emergency release
handle during descent until after
parachute deployment to prevent the
kit or the lanyard from fouling the
parachute and to prevent over inflation
with possible rupture cif the life raft.
T.O. 1F-105D-1
The emergency release handle may be used when an
emergency escape other than ejection is required, such
as escape from the aircraft after a crash landing.
Raising the handle, when the seat has not been ejected,
releases the left and right harness wedge connectors
from the survival kit. The kit lid is also opened.
I
WARNING
tached to the aircraft when the survival
kit is connected to the parachute even
though the leg lanyards are not utilized.
• Prior to emergency ground evacuation,
be sure that the bottom of the survival
kit is in contact with the seat (arming pin
depressed) before pulJing the emergency
release handle. This action opens the kit
lid and releases the parachute attaching
straps. If the kit is lifted approximately
one inch (arming pin extended) before
the emergency release handle is pulled,
the kit lid opens, the parachute attaching
straps are released and the life raft ( lf
installed) will inflate.
HEATING, PRESSURI ZA TION AND
REFRIGERATION SYSTEM.
Note
{EJ All switches and controls for the heating,
ventilation, pressurization and refrigera-
tion systems are in the front cockpit ex-
cept the fuel tank selector switch,
ventilated suit flow control valve and the
anti-G-suit valve which are in both
cockpits .
COCKPIT AIR CONDITIONING AND PRESS,URIZATION
SYSTEM .
The cockpit air conditioning system (figure 1-69),
supplies air under pressure for heating, pressurizing
and ventilating the cockpit. A single duct directs
hot pressurized air, bled from the compressor sec·
t ion of the engine, to the following: cockpit air
conditioning, windshield rain removal, side wind-
shield defrosting, foot warmers and back warmer
and cabin air inlet in the rear cockpit. Manual or
automatic controls divert a portion of the hot air
to a heat exchanger where it is partially cooled w:d
T.O. 1F-105D-1

COCKPIT AIR CONDITIONING

AND PRESSURIZATION SYSTEM
NOTE
AN ELECTRICAL DEFROSTING
SYSTEM IS PROVIDED FOR
THE FRONT WINDSHIELD

- - - HOT AIR FROM ENGINE

- - - PARTIALLY COOLED AIR
- COLD AIR
- - ·-· TEMPERATURE CONTROLLED AIR
====RAM AIR
ELECTRICAL CONNECTION
- - - - - MECHANICAL CONNECTION r-- ~--·C:
11 ''
TO ATM
I ''
11 ' ''
I ' '--
ATM I
PRESS REG AND
SHUT-Off VALVE
(NORM OPEN)
I
SACK
WARMER

R BACK WARM ER
~ t [)REAR )

BY-PASS VAlVE CABIN PRESSURE

SAFETY REGULATING
DUMP VALVE
TO
ELECTRONIC
VALVE
JtL
COOLING TO
ELECTRONIC
+
I
EQUIPMENT
COMPARTMENT
I
I
I
I
I
I
I [j AIRCONDITIONING AND
1 PRESSURIZATION CONTROLS
1
ARE NOT PROVIDED IN THE
I REAR COCKPIT

-
.... ....
I
_..-I

ENGINE
COMPRESSOR PANEl

Figure 7-69

1-202
 T.O. 1F-105D-1

COCKPIT PRESSURE
50
sched:a.Ie

1- 1-
IU
""
&&.. 40 40 """"
&&..

0 0
0 0
0 0

"":::l
0 30 30 ""
0
:::l
1- !:::
...i=
<(
...
1-
<(
IU
IU
ell:
ell:
20 20 .,
.,
.,:::l'
:::l
.,
IU
IU
ell: ell:
Q.
Q.

z z
iA iA
<( 10 10 <(
u u

0
0 10 20 30 50 60 70 80
AIRCRAFT ALTITUDE - 1000 FEET

Figure 1-70

then directed to a turbine which cools it still Temperature Control Lever.

further. This cooled air, which is combined with
the hot air from the engine and controlled to vary
the cockpit air temperature, enters each cockpit
through two tubes (one at each side aft of the
pilot's seat) and two foot warmers (hollow perfo-
rated tubes on which the rudder pedals ride). The
pressure regulator automatically maintains the
cockpit pressure schedule (figure 1-70) by control·
ling the outflow of air, and directing it to increase
the cooling in the electronic compartments and
turtle deck area as needed. An increas in cockpit
pressure, restricted automatically to% (±lA) PSI
a minute, may occur when the aircraft descends to
a lower altitude. A cabin altitude marker on the
altitude vertical velocity indicator (figure 1-51)
shows the equivalent cockpit altitude. A safety
valve in the air conditioning system incorporates
automatic pressure and vacuum relief features
which protects the cockpit from high or low pres-
sures, and a dumping function which protects the
cockpit from high or low pressures, and a dumping
function which, when necessary, is used to relieve
the cockpit pressure.
The temperature control lever (figure 1-71) (not in
rear cockpit) manually selects cockpit temperatures,
ventilates the cockpits, and energizes the automatic
temperature control system, and has six positions:
HOT, CKPT DEFOG, COLD, OFF, and RAM, and
an automatic position marked CKPT AUTO ON.
When in the CKPT AUTO ON position (automatic
operation), temperature in the cockpit is maintained
at that selected on the cockpit temperature knob.
In automatic or manual control the temperature
will be maintained approximately between 40° and
90° F during average flight conditions. The auto-
matic control will not hold stable temperature at
idle or low RPM on the ground, above MACH 1.6
at high altitude or at high airspeed at low altitude.
If the automatic system fails or malfunctions,
cockpit temperature can be selected manually by
moving the temperature control lever within the
HOT-COLD range. If AC secondary power fails,
temperature control is maintained by manual opera-
tion of the temperature control lever in the HOT-
COLD range which positions a by-pass valve. When

1·203
 T.O. 1 F-1050-1
TEMPERATURE CONTROL
(1018] C/W
Figure 1-71
in the COLD position, all hot air from the engine
bleed line is routed through the cooling turbine.
As the control lever is moved toward the HOT posi-
tion, hot air is allowed to flow around the cooling
turbine and mix with the turbine cooled air. At
the same time, the amount of air directed to the
cooling turbine is decreased. Moving the control
lever towards HOT, increases the cockpit tempera-
ture proportionately until the control is in the
HOT or CKPT DEFOG position, where the minimum
flow of air is through the turbine and the turbine
speed is reduced. With the temperature control in
the OFF position all valves are closed and no air
enters the cockpit. The RMA position mechanically
actuates the dum valve to relieve cockpit pressure,
and opens the ram air valve to allow outside air to
circulate through tbe cockpit.
WARNING I Cockpit Temperature Knob.
Use 100% OXYGEN to offset effects
of possible cockpit contamination when
the temperature control lever is OFF.
1-204
[1018] N/C/W
At low altitude and high airspeed ( espe-
cially at high, outside, air temperatures)
the RAM air position can cause excessively
high cockpit air temperatures, which can
be reduced by decreasing airspeed and/or
increasing altitude.
Note
The heating pressurization and refrigera-
tion system will not operate when the
main hot air line shutoff valve switch is
OFF. Only ram air will be available for
cockpit and modular cooling.
The cockpit temperature knob (figure 1-71) (not
in rear cockpit) marked CKPT AUTO CONT, is
powered by single phase, 115 volt, AC secondary
power and has two positions - HOT and COLD.
The knob may be rotated to any position between

HOT and COLD to manually select and maintain
the desired temperature, only when the temperature
control lever is in the CKPT AUTO ON position.
Normal Operation of Cockpit Air Conditioning and
Pressurization System.
1. Canopy - CLOSE and lock.
2. Temperature control lever - CKPT AUTO ON.
3. Cockpit temperature knob - As desired.
Note
If condensation in the form of mist or
snow is blown into the cockpit from
the air conditioning outlets, a higher
cockpit temperature can be selected or
the temperature control lever can be
placed in the RAM position.
Emergooey Operation of Cockpit Air Conditioning and
Pressurization System.
See section III.
ELECTRONIC COOLING AND PRESSURIZED AIR
SYSTEM.
The electronic cooling and pressurized air system
(figure 1-72) consists of two subsystems: (a) an
air conditioning package similar to the cockpit air
conditioner which operates on engine bleed air and
maintains the equipment in the forward equipment
compartments at a temperature required for reliable
Jperation; (b) a modular cooling system which
.1tilizes a blower and ram air at ambient tempera·
;ure to cool the electronic modules for the CIN,
Joppler, Fire Control, R-14 Radar, and Autopilot
;yh-tems. The two subsystems are interconnected
;o permit the air conditioning package to cool the
11odules when air conditioning package to cool the
nodules when ram air temperature to the modules
~xceed ll0°F. The aft electronic compartments
md turtledeck areas are cooled by cockpit exhaust
Ur.
Air Conditioning Package.
The air conditioning system operates only when the
engine is running. A duct directs hot pressurized
air to the air conditioning package. Air which has
been partially cooled by the package heat exchanger
is directed to the radar transmitter, canopy seal,
the anti-G suit and the external fuel tanks. Temper-
T.O. 1 F- 1050·1
ature in the forward equipment compartment is
automatically maintained at pproximately 85° F
from sea level to 50,000 feet. A temperature probe
in the forward equipment compartment controls a
modulating valve located at the turbine inlet of the
air conditioner, thereby regulating the amount of
bleed air going to. the air conditioner. If the com-
partments air temperature exceeds 150°F a light on
the caution light panel will illuminate. Power for
the air conditioning system is supplied by single
phase 115 volt AC secondary power and the DC
primary power.
Modular Cooling System.
When the aircraft is on the ground and external
power is supplied or the engine is running, a blower
operates to circulate ambient air through the elec-
tronic modules. A time delay interlock prevents
the operation of the CIN power supply on the ground
if the blower is inoperative. On takeoff, as the weight
is taken off the main landing gear, a switch auto-
matically causes the ram air shutoff valves to open
thereby forcing air through the modules. The blower
is shut off by a switch when the nose gear retracts.
The blower is powered by three phase AC secondary
power and the CIN power supply is powered by
28 volt DC primary power and three phase 200 volt
AC secondary power. If AC secondary power fails
during flight with the landing gear extended the
blower will be inoperative but the modular cooling
system including CIN power supply will be cooled by
the electronic cooling and pressurized air system.
Electronic Cooling Switch.
The electronic cooling switch (figure 1-71) (not in
rear cockpit} is marked ELECTRONIC COOLING,
and has two positions: OFF and unmarked ON. In
the ON position, temperature in the auxiliary elec-
tronic and forward electrical compartments is auto-
matically maintained within limits by the air
conditioning control system. If high temperature
ram air conditions are encountered package cooling
air is supplied to cool the CIN, Doppler and fire
control systems. ln the OFF position (used only
when an overheat condition exists or for ground
test), DC primary power energizes and closes the air
modulating valve, preventing air from entering the
compartments from the refrigeration unit. Only .
ram air is available for cooling the CIN, Doppler and
fire control systems.
Note
On aircraft [948] C/W, if an overheat
condition exists (illumination of the
1-205
T.O. 1F-1050-1

ELECTRONIC
COOLING
and
FUR TANK
pressurized SRECTOR SWITCH

air syste::an. ---~ . . . TO ANTI-G SUITS

I
r l
JAurOMATICALLY}·...a..
CONTROLLED '""""
-o
. CANOPY
SEAL

I
-:.- ~ - . . . TO RADAR TRANSMITTER AND SCOPE

. _ _ _ _ _ . . . TO GUN GAS SCAV DOOR

TO
ATM

I
TO COCKPIT I SHOWN ILLUMINATED
MAIN
AIR CONDITIONING
PACKAGE I FOR INFORMATION ONLY
AIRliNE 1----..
CHEAT

ELECTRONIC
ELECTRICAL
AND FORWARD
COMPARTMENTS

SELECTOR
VALVE
(NORM OPEN)

~l_J,
CONNECTED ONLY
VfHEN ELECTRONIC
COOliNG SWITCH
IS ON

t FIRE
CONTROL
ENGINE SUB
COMPRESSOR SYSTEMS

:-.:~:: HOT AIR FROM ENGINE

M M M PARTIALLY COOLED AIR DOPPLER
SYSTEM
' t EO i COLD AIR
L1 n 1 .1 RAM AIR
ri'f .., sc.n\t GROUND BLOWER AIR
ELECTRICAL CONNECTION
GROUND BLOWER
CAUTION LIGHT SHOWN ILLUMINATED OPERATES WHEN NOSE
FOR INFORMATION ONLY GEAR IS EXTENDED OR
EXTERNAL AC POWER
IS SUPPLIED

Figure 1-72

1-206

Note (Continued)
main hot air line caution light) place the
electronic cooling switch OFF. This will
remove power from the ram air valve and
lock it in the full open position.
Compartment 0vt.'f'heat light.
The compartment overheat Jight (figure 1-60) on
the caution light panel displays COMPT 0 'HEAT
and is powered by DC primary power. Illumination
of the light indicates temperature in the compart-
ments has increased to approximately 150° F. J!
the light remains on (indicating cooling turbine
failure), the electronic cooling switch should be
placed in th~ OFF position to stop the flow of air
to the cooling turbine.
NORMAL OPERATION.
1. P.tace the electronic cooling switch Lo ON.
The electronic cooling and pressurized air
system will automatically maintain tempera-
ture within limits.
EMERGENCY OPERATION.
Air Conditioning Package.
See compartment overheat light illumination pro-
cedure in section ill.
Modular Cooling System.
Failure of the blower to operate properly while on
the ground may result in overheating of the CIN
power supply. If the CIN power supply overheats
lhe CIN PWR caution light will cycle on and off.
During an overheat condition the CIN power supply
is in emergency backup operation (refer to CIN
MAIN POWER SUPPLY CAUTION LIGHT in this
section). The radar, fire-control, autopilot and
Doppler should be turned off immediately to re-
duce heat in the compartments. The CIN equip-
ment will resume normal operation (with ram air
cooling) when the weight is off the wheels, since
the ram air valve opens when the nose gear is up
and locked. No restrictions are subsequently im·
posed on any of the aforementioned equipment
during flight; however, this equipment should be
turned off prior to lowering gear for a landing, if
practicable, or as soon as possible after landing.
If operation of the blower is normal, but the nose
gear fails to retract on takeoff, aircraft operation
should be limited to a maximum of 15.000 feet
altitude. Above 15,000 feet the blower will not cool
sufficiently to prevent overheating of the modules.
T.O. 1F-1050-1
Aircraft have a main hot air line shutoff valve
switch incorporated to shutoff air between the
engine and the air conditioning packages. If this
switch is positioned to OFF, because of-a hot air
leak, the air conditioning packages will be inop-
erative together with the AC generator. If the
landing gear is extended with these conditions the
ARC-70 radio can be expected to cycle off approx-
imately one and one-half minutes after the gear is
extended. After the first off cycle, the ARC-70
radio will normally continue to cycle on and off
at approximately one and one-half minute
intervals.
DEFROSTING, DEFOGGING, AND RAIN
REMOVAL SYSTEMS.
Note
[f) All switches for these sytems are in the
front cockpit.
• The defrosting, defogging and rain re-
moval systems will not operate when the
main bot air line shutoff valve swilch is
OFF.
WINDSHIELD DEFOGGING SYSTEM.
The center glass panel in the windshield contains an
electrical conductive transparent sheet which, when
heated, defogs and defrosts the glass. A thermostat
in contact with the inner surface of the panel, in
conjunction with a single phase, 115 volt, AC
secondary power, controls and maintains the panel
at the correct temperature. When power is applied
it heats the panel to about ll0° F (43°C), at which
point the thermostat will shut off the power. When
the temperature decreases sufficiently, the thenno-
stat will turn on power to heat the panel again, thus
keeping its temperature within the setting of t he
thermostat.
Th e heating element should be turned
off during ground operation to prevent
damage to the glass panel because of
overheating. Lack of airflow over the
panel may l~ausc uneven heat distribu-
tion and eventual damage.
1·207
 T.O. 1F-105D-1
Windshield Defogging Switch.
The guarded windshield defogging switch (figure
1-71) (not in rear cockpit) placarded FWD WIND-
Sl-UELD DEFOG , ha'l two positions: unmarked
ON and placarded OFF. [t controls single phase,
115 volt, AC secondary power to the windshield
defogging system.
Operation of Windshield Defogging System.
The windshield defogging system should be turned
off for all ground operation. For takeoff and during
flight the windshield defogging switch is moved to
the ON position in areas of high humidity or when
visible moisture is present.
WI NDSHIELD SI DE PANEL DEFROSTI NG SYSTEM.
Perforated tubes, damped to brackets on the front
windshield panels, are connected by tubing and
flexible hoses to a manually operated hot air shut-
off valve that is supplied with air which has passed
through part of the heat exchanger. The amount
of air dirt-cted Lo the perforated tubes is manually
controlled.
Windshield Side Panel Defroster Knob.
The amount of air being supplied to the windshield
side panel defroster tubes is manually controlled
by the windshield side panel defroster knob
(figure 1-71) (not in rear cockpit} placarded WIND-
SHIELD SIDE PANEL DEFROSTER. The control
rotates 90 degrees between the HOT and OFF
positions with four intermediate detents to regulate
the flow of air.
Note
The knob willrotat.e freely at idle RPM,
but at higher thrust settings may require
more force to turn.
Operation of Windshield Side Panel Defrosting System.
The windshield side panel defrosting system should
be operated as required. Cockpit temperature
should be maintained as high as possible consistent
with pilot comfort to remove or prevent frost
formation upon descent.
ANTI FOGGING SYSTEM.
The antifogging system provides dry air between
the double glass panels of the side windshield and
1·208 Change 2
the canopy windows to prevent moisture deposit on
the inside surfaces. The area between the glass panels
is vented through the desiccator in the cockpit in the
vicinity of the air conditioning outlets behind the
pilot's seat. The air-drying system is never inoperative
because any air that enters the space between the
double glass panels will always pass through the
desiccator.
WIN DSHIEL D RAIN REMOVAL SYSTEM.
The windshield rain removal system provides a high
velocity stream of hot air from the engine compressor
stage to clear rain, ice, o r snow from the center wind-
shield panel at traffic pattern speeds or below. The
air passes through a dueL to a discharge nozzle lo-
cated forward of, and below, the center windshield
panel. A manually operated switch enables the
pilot to control the solenoid-operated shutoff valve
in the rain removal hot air duct. Temperatures in
the hot air duct can vary from 200° to 900°F (93°
to 482° C). The system is powered by DC secondary
power.
Rain Removal Switch.
The rain removal switch (figure 1-7]) (not in rear
cockpit) is a two-position toggle switch placarded
RAIN REMOVAL with an OFF and an unmarked
ON position. In the OFF position , the solenoid
shutoff valve is deenergized and remains closed. In
ON positon the solenoid valve is energized by DC
secondary power and will open provided the air
supply is adequate for both the ATM and rain
removal. This feature prevents starving th e ATM
if the air supply is insufficient. T he valve will open
and the system operate at sea level at 60 degrees F
at a minimum of 74 percent RPM.
Note
On aircraft modified by T.O. lF-105-1078,
the windshield rain removal system opera-
tion is limited through a switch on lhe
landing gear handle (figure 1-5). The rain
removal system will operate only when
the landing gear handle is in the DOWN
position and the rain removal switch is
ON. When the gear handle is moved to
the UP position, the rain removal
switch will physically cycle to OFF.
When needed again, the landing gear
hanclle must be placed in the DOWN
position and the rain removal switch
moved to ON. The switch is spring·
loaded to OFF when the landing gear
handle is in the UP position.
-------

• On aircr.~ft not modified by T.O. lF-
105-1078 the airspeed should not be
allowed to go above 270 KCAS with
the rain removal switch on.
• Each 1000 foot increas<' in altitude will re-
quire an increas of 1.25 percent to the mini-
mum RPM.
T.O. 1F-1050-1
• Each 10 degree F increase in temperature will
required an increase of 0.75 percent to the
minimum RPM.
• Each 10 degree F decrease .in temperature will
permit a decrease of 0.75 percent to the mini-
mum RPM.
In the event of DC secondary powe.r; failure or
mechanical failure, the valve will close and stop the
flow of hot air in the rain removal duct.
Change 2 1-208A/(1-2088 blank)

Operation of Windshield Rain Removal System.
1. Place the rain removal switch in the ON pos-
ition for takeoff and landing, if necessary.
[EEl
The windshield rain removal system
should only be operated below 270
KCAS during takeoff and landing, if
required. If the system .is allowed to
remain ON during other periods, ex-
cessive heat will crack the windshield.
A NTI-ICIN G AND DEICING SYSTEMS.
Note
I£J All switches for these systems are in the
front cockpit.
PITOT HEATER.
The pitot tube (34, figure 1-1) is electrically heated
to prevent ice formation. The heater is powered by
DC primary power.
Pitot Heat Switch.
The pitot heat switch (figure 1-71) (not in rear
cockpit) is a two-position toggle switch placarded
PI'rOT HEAR with an unmarked ON and a plac-
arded OFF position. The ON position energizes
the heating element in the pitot tube and keeps it
free of ice. The ON position also energizes a
heating element in the angle of attach sensor vane
to keep it free of ice.
The pitot heater should not be used on
the ground as serious overheating will
occur because of insufficient airflow.
ENGINE ANTI-ICING SYSTEM.
The engine anti-icing system placarded ENG DE-
ICE is provided to prevent the accumulation of ice
on the engine inlet guide vanes. Hot air from the
engine compressor 15th stage is ducted to the
engine inlet guide vanes when an electrically
operated anti-icing valve is open. A toggle switch
controls the circuit which opens and closes the
valve. A caution light illuminates when the valve
is fully open. The system receives its power from
the DC primary bus.
T.O. 1 F-1050-1
Engine Anti-Icing Switch.
The engine anti-icing switch (figure 1-71) (not in
rear cockpit) located on lhe temperature control
panel is a two-position switch placarded ENG DE-
ICE with positions ON and OFF. The ON position
energizes an electric actuator which opens the anti-
icing valve to permit hot air from the engine com-
pressor 15th stage to flow to the engine inlet guide
vanes. The OFF position energizes the electric
actuator to close the valve and shut off the flow of
hot air to the engine inlet guide vanes. In the event
of DC primary power failure, the valve will become
inoperative and remain in its last position.
Engine Ice Caution Light.
The engine ice caution light on the caution light
panel (figure 1-60) displays ENG ICE and is powered
by the DC primary power. liJumination of the light
only indicates the anti-icing valve is fully open.
Operation of Engine Anti-Icing System.
When flying through areas of known or suspected
areas of icing, the engine anti-icing switch should
be placed in the ON position. Engine anti-icing is
most effective at high-thrust and low airspeeds.
Note
Avoid prolonged use of the engine anti-
icing system when icing conditions do
not exist as range will be decreased by
one to two percent.
LIGHTING EQUIPMENT.
EXTERIOR LIGHTS.
Note
fEl All exterior light switches and conb:ols
are located in the front cockpit.
landi ng lights.
Two landing lights are mounted on the lower part
of the nose gear strut. The landing tights are pow-
ered by the DC secondary power, and the circuit is
completed through the left landing gear aft inboard
door uplock switch so that the lights will be out
when the gear is retracted regardless of the position
of the landing and taxi lights switch.
Taxi light.
A taxi light is mounted on each main landing gear
strut directly above the torque arms and one
mounted on the lower part of the nose gear strut on
unmodified aircraft. The taxi light is powered by
1-209
T.O. 1F-105D-1

EXTERIOR LIGHTS
ce»1r1-e:re»I. ::pa.1r1ei.

INTERIOR LIGHTS
ce»1r1~:re»I. ::pa.1r1ei.

Figure 1·13

1-210 Change No. 1


the DC secondary power and the circuit is com-
pleted through the nose gear uplock switch so that
the light will be out when the gear is retracted
regardless of the position of the landing and taxi
lights switch.
Due to the limited illumination by the
taxi light, the landing lights should be
used instead of the taxi light when taxiing
in poorly lighted areas.
Landing and Taxi Lights Switch.
The landing and t.ax.i lights switch (figu.re 1-5) (not
in rear cockpit) is a three-position switch marker!
LDG LIGHT ON, OFF, and TAXI LIGHT ON.
When placed in the LDG LIGHT ON or the TAXI
LIGHT ON position, DC secondary bus power will
be supplied to illuminate the respective light pro-
vided the landing gear is not in the up-and-locked
position.
Formation Lights.
Formation lights, consisting of luna white lights,
one each in the rudder fairing and one each mounted
on aft fuselage, on each side of the vertical stabilizer,
are powered by DC secondary power and controlled
by a switch (figure 1-73) (not in rear cockpit)
marked FORMATION LT. The switch has three
positions: BRIGHT, OI<'F and DIM
Position Lights.
The position lights consist of red (left) and green
(right) lights in the wing tips and two white lights
in the vertical fin tip, and white lights on the top,
bottom and sides of the forward fuselage. The top
fuselage light is enclosed within a transparent section
of the turtledeck. The lights require DC secondary
power.
Position Light Switch.
The position light switch (figure 1-73) (not in rear
cockpit) has three positions: FLASH, OFF, and
STEADY. When in the STEADY position, the wing
and tail lights will be illuminated. When the switch
is moved to FLASH position, the red, green, and
white taillights flash alternately at the .rate of 40
cycles per minute.
Position Lights Dimmer Knob-Wing Tips & Tail.
Brilliance of the wing tip and taillights is controlled
by a position lights dimmer knob (figure 1-73) (not
in rear cockpit) placarded L & R WING TIPS &
T.O. lF-1050-1
TAIL, whose positions are DIM, '11 BRIGHT, and
BRIGHT. When the position lights switch is in the
STEADY or FLASH positions, movement of the
knob clockwise from the DIM position to the
lh BRIGHT or BRIGHT position increases the
brilliance of the lights.
Fuselage Position lights Knob.
The fuselage position lights knob (figure 1 -73) (not
in rear cockpit) is placarded TOP & BOTTOM
FUSELAGE with positions of OFF, DIM, 'h BRIGHT,
and BRIGHT. When the knob is moved clockwise
from the OFF position to the DIM, 1h BRIGHT or
BRIGHT position the fuselage position lights
increase in brilliance.
Anti-Collision Lights (1080] C/W
Two anti-collision lights are mounted externally,
one on top and one on the bottom of the fuselage.
The top light is in the turtle deck area. Tlte
bottom light on [QJ aircraft is located forward of
the nose wheel well and on lEI aircraft aft of the
nose wheel well. Each light consists of a lamp
and reflector mounted on a motor driven turn-
table enclosed in a red cover. The lights rotate
at a speed of 80 revolutions per minute which
simulates 80 flashes per minute. The lights are
powered by DC primary power.
Anti-ColliJion Lights Switch [1080) CIW
The anti-collision lights switch (figure 1- 73) is a
rotary switch placarded ANTI-COLLISION LTS
with positions marked OFF, BOTH, TOP and
BOTTOM. These positions allow the lights to be
illuminated individually or both simultaneously.
A circuit breaker is provided for the circuit ad-
jacent to the switch.
INTERIOR LIGHTS.
The interior lighting consists of red flood lights ar-
ranged to cast light on the switch panels and instru·
ments, edge lights for various panels, individual in-
strument lights, thunderstorm lights, a cockpit utility
light, and a navigation light (goose-neck). Ten, red
floodlights, including one on the left side of the
canopy and one- on each side of the windshield and
windscreen frames, mounted on the sides of the cock-
pit, illuminate the main instrument panel and con·
soles. Instrument lights are mounted on the instru·
ments to illuminate individual dial faces. Edge lights,
which are powered similar to the instrument lights,
illuminate the plastic panel engraved lettering. The
lights produce a filtered red light diffused throughout
the plastic material to provide illumination of the
engraved surface markings. Each light fixture contains
a bulb shielded from view by a knurled cap. The
Change No. 1 1·210A;{l-2TOB Blonkl

interior lights are controlled by five knobs (figure
1-73), placarded RED FLOCD, THUNDERSTORM,
CONSOLE, NONFLIGHT INST and FLIGHT INST.
The knobs are placarded with an arrow indicating
intensity control range and OFF and INCR at the
extremities of the arrow. The FLIGHT INST knob
controls th.e integrated and standby instrument lights,
the clock lights, depressed reticle control lights, and
also controls the advisory lights which are the HSI
mode lights, R-14 radar system range lights, clear-
ance plane indicator lights, radar mode indicator
T.O. 1 F-1050-1
lights, the sight head range lights and the control
transfer button lights in the [E) when any of these
systems are in operation. Ho .vever, the OFF position
delivers a fixed voltage which permits illumination of
these lights at full-bright. When the knob is moved
from OFF in a clockwise direction, all the above
lights are dimmed (minimum brightness). When the
knob is moved toward the INCR position, the lights
increase in brightness until at full INCR the lights
are full-bright. The flight instrument lights are
Change No. 1 1·211
T.O. 1F-1050-1

OXYGEN SYSTEM
BUILDUP.VENT
VALVE

LIQUID
OXYGEN
ILLUMINATED FOR
CONVERTER
PRESSURE INFORMATION ONLY
CLOSING
VALVE

INDICATOR

•
TEST OXYGEN

~ LIQUID OXYGEN

- - - GASEOUS O)'YGEI
1B NOT IN REAR CKPT

VALVE

WARM-UP
COIL

[ID & [EJ FRONT ltJ REAR

SURVIVAL KIT SURVIVAL KIT

Figure 1-74

1-212

powered by AC primary power while the nonflight
instrument lights are powered by the AC secondary
power. The console, red flood, and thunderstorm
lights are powered by DC secondary power.
Cockpit Utility Light.
The cockpit utility light (19, figure 1~7) located on
the right console is powered by DC primary power.
The light is controlled by a rheostat which is an inte-
gral part of the light; however, a pushbutton switch
on the light provides full brilliance of the light regard-
less of the rheostat setting. The forward section of
the light rotates to four detented positions, providing
.flood red, spot red, spot white and flood white light.
Navigation light (goose-neck).
The navigation light, stowed on the windshield bow
(and above the rear instrument panel) are powered
by DC primary power. The light can be positioned,
as desired, by the flexible shaft and controlled by
a rheostat located at the lower end of the shaft
above the right auxiliary panel. A red or white
light can be obtained by rotating the light cover.
OXYGEN SYSTEM.
The oxygen system (figure 1-74) is of the liquid
oxygen type. The major components of the sys-
tem are a converter, a quantity gage, an external
filler valve, and a regulator on t he right console.
The converter consists of a 10 liter, insulated,
storage container and a converter , which changes
the liquid oxygen to gaseous oxygen and then
supplies pressure to the oxygen regulator. The
regulator in turn supplies the crew member with
breathing oxygen. In the [f) each crew member
controls his own oxygen supply. Oxygen duration
at various altitudes is shown in figure 1-76. The
liquid oxygen system is serviced through a single
point filler valve located within an access door on
the forward left side of the fuselage (figure 1-78).
OXYGEN REGULATOR.
A combination pressure breathing diluter demand
MD-1 oxygen regulator (figure 1-75) is mowlted
on the right console for use in conjunction with a
MS22-001 standard military type mask or equiva-
lent. The oxygen system is controlled by the sup·
ply, the diluter, and the emergency levers. Gaseous
o:ltygen is supplied to each regulator and the pres-
sure gage will indicate 60 to 145 PSI. The regulator
reduces the oxygen pressure, mixes oxygen with
air in varying amounts depending on altitude and
T.O. 1F~105D-:-1
pilot demand, and delivers it through flexible tubes
to the pilot's mask. At high altitude, the regulator
supplies positive pressure breathing. It will be noted
in the oxygen duration chart that an increasing num-
ber of man-hours of oxygen is available above 25,000
feet altitude when operating with the diluter lever in
the NORMAL OXYGEN position. With increasing
altitude, the volume of an equivalent mass of air at
sea level increases. The regulator attempts to main-
tain a constant flow of oxygen to the lungs by in-
creasing the oxygen flow from the oxygen system,
and decreasing the amount of air mixed with the
oxygen. Beyond the altitude at which 100 percent
oxygen is being used, further expansion of the gas
will occur and, unless a pressurized system is used,
the lungs cannot expand sufficiently to absorb the
no.r mal oxygen consumption. Therefore, even with
a pressurized system though not as soon, an altitude
will be reached beyond which less and less mass will
be absorbed because of the continually expanding
gas. The pilot receives a visual indication of system
operation from the flow indicator and oxygen pres-
sure gage located on the oxygen regulator panel.
Diluter Lever.
The diluter lever (figure 1-75) has two positions:
NORMAL OXYGEN and 100% OXYGEN. With
the lever at NORMAL OXYGEN , the regulator
mixes air with oxygen in varying amounts, according
to altitude, and delivers it through a flexible tube to
the pilot's mask. With the lever at 100% OXYGEN
the regulator delivers 100 percent oxygen regardless
of altitude.
Emergency Lever.
The emergency lever (figure 1-75) has three plac-
arded positions: EMERGENCY, NORMAL and
TEST MASK. The lever should remain in the
NORMAL position at all times, unless an unscheduled
pressure increase is required. Moving the lever to
EMERGENCY with the diluter lever in 100% OXY-
GEN provides continuous positive pressure of 100
percent oxygen to the mask. If the EMERGENCY
position is selected with the diluter lever in NOR·
MAL OXYGEN , dilution of the oxygen with cock-
pit air will occur depending on cockpit altitude.
When the lever is held in the TEST MASK position,
it provides positive pressure to test the mask for
leaks.
W ARNING
I
When placing the emergency lever in
EMERGENCY or TEST MASK, it is
1·213
T.O. 1F-105D-1
:..._---101 ONLY
HIGH ALTITUD£ OXYGEN SYSTEM
deactivated by [06001
Figure 1·75
Warning (Continued)
mandatory that the oxygen mask must
fitted to the face and not removed.
Continuous use of positive pressure
with a leaking oxygen mask or the mask
removed for extended time periods will
not only deplete the oxygen supply
rapidly, but will also result in extremely
cold oxygen and possible flow of liquid
oxygen to the regulator.
Oxygen System Supply Lever.
The oxygen system supply lever (figure 1-75) plac-
arded SUPPLY with positions ON and OFF is
located on the right aft end of the regulator. When
the lever is in the ON position, oxygen is permitted
to flow into the regulator, and when in the OFF
position, flow is prevented.
WARNING I the right console aft of the regulator panel, indicates
[Q] The pressure oxygen system control
lever for the high altitude oxygen sys-
tem, located on the forward right con-
sole (figure 1-75), must be in the OFF
1·214
OXYGEN REGULATORS
c C»:.1~:re»I.
I» &,:.1 ei.
position to prevent loss of oxygen
through the survival kit oxygen
regulator.
Pressure Gage and Flow Indicator.
A pressure gage and a flow indicator (figure 1-75)
are located on the oxygen regulator panel. The
pressure gage shows gaseous oxygen pressure in
PSI in the supply line whether or not the system is
in use. The flow indicator consists of an oblong
opening on the face of the regulator panel, is plac-
arded FLOW, and shows white and black, alternately,
during the breathing cycle.
OXYGEN QUANTITY GAGE.
An oxygen quantity gage (figure 1-75) located on
the quantity of oxygen in the converter and is cali-
brated in liters from 0 to 10. The gage is of the
capacitance type and accurately records the liquid
oxygen supply in the converter. Power is supplied
from the single phase, 115 volt, AC primary power. If
AC primary power fails, a red flag marked OFF will
appear in a small opening in the face of the gage.

Note
[fJ The front gage is t he master gage and
directly records the amount of oxygen
in the converter. The rear gage records
the front gage reading (±0.3 titers). If
the front gage is inoperative or erratic
the rear gage will be unreliable. If the
front gage is reading stable and the rear
gage is inoperative the front gage readings
will be considered valid and the aft gage
will be disregarded.
Oxygen Warning Test Button.
An oxygen warning press-to-test button (figure 1-
75) (not in rear cockpit) 'placarded TEST OXYGEN
INDICATOR located to the right of the oxygen
quantity gage, checks t he operation of the oxygen
low caution light circuit. When the button is de-
pressed and held, the indicator circuit moves the
needle on both quantity gages to beyond zero.
When the needle reaches one liter or less, the cau-
tion light in each cockpit will illuminate. Releasing
the button will activate t he indicator circuit, the
gage will read the tnte oxygen quantity and the
lights will go out. The circuit is powered by DC
primary power.
Oxygen Low Caution Light.
The oxygen low caution light (figure 1-60} located
on the caution light panel, displays OXYGEN LOW
and is powered by DC primary power. The lights
will illuminate together with the master caution
light when the liquid oxygen level in the converter
is one liter or less.
Oxygen System Preflight Check.
Before take-off, the oxygen system should be
checked as follows:
Note
This test procedure is applicable only
for an initial preflight check of the sys-
tem. Inflight or repeated tests made
within short periods may produce false
or misleading indications.
(f) • Each crew member must perform this
check to assure proper operation in his
cockpit.
1. Oxygen pressure gage - Check 60 to 145 PSI.
T.O. 1F-1050-1
2. Oxygen quantity gage - Check as required.
The oxygen system need not be full for local
training missions. In the [f) when flying dual
the rear gage should read within ±0.3 liter oi
the front gage.
3. Oxygen system supply lever- ON.
4. Emergency lever - NORMAL.
5. Check oxygen regulator with the diluter lever
first at NORMAL OXYGEN and then at 100%
OXYGEN as follows: Blow gently into the end
of the regulator hose as during normal exhala-
tion. There should be resistance to blowing.
Little or no resistance to blowing indicates a
leak or faulty operation.
6. Oxygen hose - Connect. Connect oxygen hose
as shown in figure 1-77.
7. With the oxygen mask connected to the regula-
tor and tbe·diluter lever at 100% OXYGEN,
breathe normally into the mask and conduct
the following checks:
a. Observe flow indicat or for proper operation.
b. Place emergency lever to EMERGENCY. A
positive pressure should be supplied to the
mask. Return emergency lever to NORMAL
position.
c. Hold emergency lever in TEST MASK posi-
tion. A positive pressure should result within
the mask. Hold breath to determine whether
there is leakage around mask. Release emer-
gency lever: positive pressure should cease.
8. Retain diluter lever in 100% OXYGEN position
or return diluter lever to NORMAL OXYGEN
as required.
Normal Operation of Oxygen System.
~ 1. Pressure Oxygen system lever- OFF.
2. Oxygen system supply lever - ON.
3. Diluter lever - 100% OXYGEN or NORMAL
OXYGEN (as required).
4. Emergency lever - NORMAL.
1-215
T.O. 1 F-1050-1

OXYGEN DURATION HOURS USING TYPE MD-1

DILUTER-DEMAND REGULATOR

Upper Figures Indicate Diluter TJtver 100% Oxygen

Lower Figures indl.u te Diluter lever Normal Oxygen

ONE CREW MEMBER

CABIN GAGE QUANTITY - LITERS
ALTITUDE BELOW
FtET 10 9 8 7 6 5 4 3 2 1 1
35,000 48.6 43.7 38.9 34.0 29.1 24.3 19.4 14.6 9.7 4.9
and above 48.6. 43.7 38.9 34 .0 29.1 24.3 19.4 14.6 9.7 4.9
35.5 32.0 28.4 24.9 21.3 17.8 14.2 10.7 7.1 3.6
30,000
36.1 32.5 28.8 25.2 21.6 18.0 14.4 10.8 7.2 3.6
27.4 24.7 21.9 19.2 16.4 13.7 10.9 8.2 5.5 2.7
:z
'IJLL.t
25,000 0(.!1
34 .0 30.6 27.2 23.8 20.4 17.0 13.6 10.2 6.8 3.4 =>>-
~><

20.7 18.7 16.6 14.5 12.4 f0.3 83 6.2 4.1 2.0 50

20,000 ~(.!I
38 .4 34 .5 30.7 26.9 23 .0 19.2 15.4 11.5 7.7 3.8 oz
1-0,;
15,000
16.6 15.0 13.3 11.7 10.0 83 6.7 J.O 3.3 1.7 o5
46.7 42 .0 37.3 32.7 28.0 23.3 18.7 14.0 9.3 4 .7 :zc
>1.1'1.1
v ex
13.4 12.0 10.7 9.4 8.0 6.7 5.3 4.0 2.7 1.3 V>,_
10,000 ~0
46.7 42.0 37.3 32.7 28 .0 23.3 18.7 14.0 9 .3 4 .7
::z
10.6 9..5 8.5 7.4 6.3 5.3 4.2 3.2 2.1 .1.1
5,000
46.7 42.0 37.3 32 .7 28 .0 23 .3 18.7 14.0 9.3 4 .7
8.6 7.7 6.8 6.0 5.1 4.3 3.4 2.6 1.7 0.9
S.l.
46.7 42 .0 37.3 32 .7 28 .0 23.3 18.7 14.0 9.3 4.7

TWO CREW MEMBERS

CABIN GAGE QUANTITY -LITERS
AlTITUDE BElOW
FEET 10 9 8 7 6 5 4 3 2 1 1
35,000 24.3 21.9 19.4 17.0 14.6 12..1 9.7 7.3 4.9 2.4
and above 24.3 21.9 19.4 17.0 14.6 12.1 9.7 7.3 4.9 2.4
17.8 16.1 14.2 12.4 10.7 8.9 7.1 5.3 3..5 1.8
30,000
18.0 16.2 14.4 12.6 10.8 9.0 7.2 5.4 3 .6 1.8
13.7 12.3 10.9 9.6 8.2 6.8 5.5 4.1 2.7 1.3
::z
'1.1>1.1
25,000 0(.!1
=>>-
17.0 15.3 13.6 11.9 10.2 8.5 6.8 5.1 3.4 1.7 I-><
10.3 9.3 8.3 7.2 6.2 5.2 4.1 3.7 2.1 1.0 5o
20,000 ~(.!I
7.7
19.2
8.3
17.3
7.5
15.4
6.7
13.4
5.8
11.5
4.7
9.6
4.2 3.3
5.8
2.5
3.8
1.7
1.9
0.8
o::z -
..... ac
c5
15,000
23 .3 21.0 18.7 16.3 14.0 11.7 9.3 7.0 4 .7 2.3 :zc
IU LL.t
v ex
6.7 6.0 5.3 4.7 4.0 3.3 2.7 2.0 1.3 0.7 V)~
10,000 ~0
23.3 21.0 18.7 16.3 14.0 11.7 9.3 7 .0 4 .7 2.3
:z
5.3 4.8 4.2 3.7 3.2 2.6 2.1 1.6 1.1 0.5
5,000
23.3 21.0 18.7 16.3 14.0 11.7 9.3 7.0 4 .7 2.3
4.3 3.8 3.4 3.0 2.6 2.1 1.7 1.3 0.9 0.4
S. L
23.3 21.0 18.7 16.3 14.0 11.7 9.3 7.0 4 .7 2.3

Figure 1-76

1-216
 T.O. 1 F-1050 -1

LOCKPIN
OXYGEN MASK CONNECTIONS
CRU-60/P
PROPER ATTACHMENT OF THE OXYGEN HOSE CONNECTION is
extremely Important to assure that the oxygen hose does not -
a. became accidentally disconnected during flight causing a
lass of oxygen supply.
b. prevent quick separation from the seat during ejection.
c. flail during e(ection causing pilot injury.

Insert connector into the mounting

plate atta ched to the parachute ha r-
ness. Check that the connector is
firm ly attached and that the lockpin
is locked.

Insert male bayonet connector, on the

end of the oxygen mask hose, into the
female receiving port of the connector.
Turn bayonet connector to lock prongs
into the recess in the lip of rece iving
port.

~ Couple
~
the seat oxygen hose
lower port of the connector.

Attach the bail-out bottle hose to the

swiveling port of the connector by in·
serting the hose coupling and turning
iTS sp ring-loaded colla r clockwise to
8> 4
eng age the bayonet pins.

WARNING
If a stowage strap is installed on the
seat oxygen hose, the strap shall not be OXYGEN
aHached to the oxygen mask-to-regulator MASK
connector assembly. Connecting the strap HOSE
may retard proper seat/ man separation
during ejection.

Figure 1-77 (Sheet 1 of 2)

1-217
T.O. 1F-105D-1

CRU-8/P
LOCKPIN PROPER ATTACHMENT OF THE OXYGEN HOSE CONNECTION is
extremely important to assure that the. oxygen hose does nat-
a. become accidentally disconnected during flight causing a
loss of oxygen supply.
b. prevent quick separation from tho seal during ejection.
c. flail during ejection causing pilot Injury.

Insert connector into the mounting

plate attached to the parachute har·
ness. Check that the connector is
firmly attached and that the lockpin
is locked.

BAYONET Insert male bayonet connector, on the

CONNECTOR end of the oxygen mask hose, into the
STRAP
FASTENER female receiving port of the CRU-8/P
connector. Turn bayonet connector to
lock prongs into the recess in the lip
,f receiving port.

Couple the seat oxygen hose to the

lower port of the connector.

BAIL-OUT BOTILE HOSE

Attach the bail-out bottle hose to the

swiveling port of the connector by in·
serting the hose coupling and turning
its spring-loaded collar clockwise to
engage the bayonet pins.

WARNING
If a stowage strap is installed on the
seat oxygen hose, the strop shall not be
attached to the oxygen mask-to-regulator
connector assembly. Connecting the strap
may retard proper seot/ mon separation
during eiection.
Figure 1-77 (Sheet 2 of 2)

1·218

Note
Above 30,000 feet, a vibration or wheez-
ing sound, which may sometimes be noted
in the mask, is a normal characteristic of
regulator operation.
Always use 100% OXYGEN for take-off,
landing, and during air-refueling to pro-
tect against possible cockpit air contami-
nation.
Emergency Operation of Oxygen System.
See Hypoxia section III.
MISCELLAN EOUS EQUIPM ENT.
Note
The anti-G and ventilated suit systems
will be inoperative when the main hot
air shutoff valve switch is OFF.
ANTI-G SUIT PROVISIONS.
An air-pressure hose in the personnel lead bundle at
the front of the pilot's seat provides for the attach-
ment of the air-pressure intake tube of the pilot's
anti-G suit. Air-pressure for inflation of the anti-G
suit bladder is conducted from the engine compres-
sor through a pressure regulating valve located on
the left console. The valve opens under a G loading
of 1.5 to 2.0 G, and will allow pressure to be ap-
plied to the suit, increasing in direct relationship
with the magnitude of G load imposed approxi-
mately as follows: at 2G from 0 to 1.2 PSI; at 4G
from 2.9 to 4.2 PSI; at 6G from 5.85 to 7.3 PSI;
and at 8G from 8.7 to 10.4 PSI. When the accelera-
tion decreases below the valve opening G setting,
the valve closes and exhausts the suit pressure into
the cockpit. The relief valve will prevent the pres-
sure in the suit from exceeding 11 PSI.
Note
In the event of excessive pressure and
the anti-G system fails, disconnect anti-G
suit hose. On unmodified G-suits, the
check valve on the G-suit hose must be
manually depressed to relieve the pressure.
T.O. 1F-105D-1
Anti-G Suit Valve Test Button.
The anti-G suit valve test button (19, figure 1-6), is
located on the left console. Depressing the button
will simulate valve operation under G loading and
cause pressure to inflate the anti-G suit bladder to
assure operation.
PI LOT'S LIQUID SUPPL Y.
A one-quart thermos-type of liquid container is
stowed in a bracket on the right of the upper center
of the bulkhead, aft of the ejection seat in the [E)
front and IQ) cockpit, and in a bracket on the left
of the upper center of the bulkhead aft of the ejec-
tion seat in the [E) rear cockpit. Attached to the
container is a flexible tube with a hand valve at its
end containing a pushbutton which must be depressed
before the liquid in the container can be used. To
drink the liquid from the container, detach the hand
valve from the headrest, insert the drinking tube
into the mouth, depress the hand-valve button and
suck the liquid from the container.
PILOT'S RELIEF PROVISIONS.
The pilot's relief provisions (20, figure 1-6) consists
of a horn, terminating in a removable pint container,
which contains a spring-loaded double-action valve.
The valve lever, which must be actuated before use
provides for pressure equalization, usage, and air-
escape. In the normal position of the valve, the air
escape and usage sections are closed. The valve and
bottle assembly is stowed in the aft left console. It
is retained in position by the pressure of a sponge
rubber pad attached to the receptacle base. After
the lugs on the valve are inserted in the slots in the
mounting hole, the assembly is turned counterclock-
wise to engage the lugs underneath the panel.
VENT ILATED SUIT SYST EM.
The ventilated suit provides air circulation around
the pilot's body and is normally worn under an
anti-exposure suit as a means of perspiration elimi-
nation. Air for the ventilated suit is taken from the
cockpit into a blower and forced through a flexible
hose in the personnel lead bundle at the front of
the ejection seat. The vent suit blower is controlled
by a switch on the temperature control panel. A
manually operated flow control valve at the end of
each hose permits adjustment of the airflow into the
suit. A short section of hose attached to the suit, is
connected to the hose from the personnel lead
1·219
 T.O. 1F-105D-1

SERVICING DIAGRAM

·- 12 3

- .
~ .l

WATER TANK -.c

- \
AIR TURBINE MOTOR
•
*
1. l and ing Gear Uplock
2. Emerg. Bra kes
3. Bomb Bay Doors ''
\
\
I
I
I

\\;. I
I
FF12
.. I

'' \
~
DRAG CHUTE

•
FF4
•
I
IEXTER NAL POWER RECEPTACLES I
AC and DC I
II.

BATIERY Emerg. Hyd. Sys. Accum.

Utility Hyd. Sys. Accum.
Utility Hyd. Res. Ind.

Figure 1-78 (Sheet 1 of 2)

1-220
 T.O. 1F-105D-1

• FUEL MIL·J-5624 (JP-4) e HYDRAULIC FLUID MIL-H-5606 *WATER

(NATO SYMBOL H-515) Purity factor of no more than 5 to 10 parts
ALTERNATE See Section V contamination (including minerals) in one mil-
• OXYGEN MIL-0·27210
* OIL (TURBINE) .MJL-l.'23699 (REPLACES BB-IJ.925) lion parts of water.

llltAIN

m: rILL
, ENGINE OIL GAGE SHUTOFF
~ .

ENGINE OIL GAGE

,'#
I Ff99
I
..
I i'
• Ff69
LEFT WHEEL
WELL
NOTE
SERVICING INSTRUCTIONS -
ARE FOUND IN
T.O. rF-1050·2·2. ''
ft/NO
T.O. IF-105f-2-2. '' F ILr-t v....-

...4
NOSE WHEEL
WELL
-...
......
......
*

ANTISKID ACCUMULATOR
LIQUID OXYGEN. SINGLE POINT
GROUND REFUEL A

Figure 1-78 (Sheet 2 of 2)

1-221
T.O. 1F-105D-1
disconnect. The temperature of the air to the suit
is controlled automatically by the cockpit tempera-
ture control knob when the temperature control
lever is at CKPT AUTO ON, and manually by the
temperature control lever in any other position.
The vent suit blower is powered by AC secondary
power.
Ventilated Suit Air Switch.
The vent suit air switch (figure 1-71) (not in rear
cockpit) on the temperature control panel is a two-
position switch placarded VENT SUIT AIR with
positions 0 FF and an unmarked ON position and
is powered by AC secondary power. The ON posi-
tion energizes the vent suit blower. The OFF posi-
tion shuts the blower off.
Ventilated Suit Flow Control Valve.
The ventilated suit flow control varies the flow of
air il1to each vent suit. The flow con trol valve is
manually operated, and is located where the suit
hose section joins the hose from the quick discon·
nect on each ejection seat. The valve is actuated by
a round knob, the top of which has an embossed
bar to indicate valve positions. In the closed posi-
tion, the bar on the knob will be 90 degrees to
the valve body centerline and when rotated clock-
wise to the fully open position , the bar will be
aligned with the centerline of the valve body.
Intermediate positions may be selected as desired.
When the [f) is being flown solo, the control valve
in the rear cockpit shall be in the closed position.
Note
lf the vent suit system is not used, a cap
may be installed on the hose end and the
blower motor may not operate due to the
secondary circuit breaker being pulled.
Operation of Ventilated Suit System.
@1. Temperature Control lever - CKPT AUTO ON
(l791l N/C/W).
1-222 Change No.3
2. Ventilated suit air switch - ON.
3. Feel for airflow from the hose coming from
the personnel lead hose by opening the flow
control valve.
4. Che~k for a decrease in airflow when the flow
control valve is turned from open toward
closed position.
5. Close the flow control valve and connect the
suit hose to the hose from the personnel lead
quick disconnect.
6. Slowly open the flow control valve for the de-
sired airflow into the suit. Adjust cockpit tem-
perature knob for the desired temperature in
the ventilated suit.
Note
If the vent suit is not worn, the flow
control valve should be closed to stop
any disturbing airflow from the hose.
HOOD-INSTRUMENT FLYING . [f)
An instrument flying hood is provided for the rear
cockpit for use in instrument flying training. The
hood is constructed of a white , neoprene-coated
fire-resistant nylon cover supported by three bows
which ride in tracks alongside the cockpit longeron.
The hood is manually moved to its forward position
to enclose the cockpit.
Raising the rear seat in the F-105F air-
craft to the full up travel, may cause the
seat catapault yoke to contact the bungee
chord brackets. To prevent this, do not
raise the seat to the full up position.
 T.O. 1F-105D-1

NORMAL
PROCEDURES
TABLE OF CONTENTS

Preparation for Flight . 2-1 Cruise 2·27

Preflight Check . . . 2-2 Supersonic Flight . 2·27
Before Starting Engine . 2-11 Flight Characteristics 2-27
Starting Engine . . . 2-11 Deceleration Procedure . 2-27
Engine Ground Operation . Descent . 2-27
2-13
Before Landing 2-27
Before Taxiing . . . . 2-13
Landing Pattern 2-28
Taxiing . . . . . . 2-19
Landing. 2-28
Before Taking Runway . 2-22
Go-Around. 2-32
Runway Check 2-23 After Landing . 2-32
Takeoff . . . 2-23 Engine Shutdown . 2-34
After Talo.eotf-Ciimb. 2-25 Before Leaving the Aircraft 2·35
Climb .. . . . 2·27 Cocking Procedure 2·36

PREPARATION FOR FLIGHT. WEIGHT AND BALANCE.

FLIGHT RESTRICTIONS. Check takeoff and anticipated landing gross weight,

Refer to section V of this manual for Operating
Limitations of the aircraft.
FLIGHT PLANNING.
refer to section V for limitations. Consult Hand-
book of Weight and Balance Data, T .O.l-lB-40 and
Form 365F for weight and balance requirements.
Determine whether special fuel sequence is required
due to disposable load.

Determine takeoff, cruise control and fuel require-
ment data from the Appendix. Check armament
and special equipment carried is suitable for the
mission. Determine that survival kit provision con-
tainer is appropriately supplied for the area of
operations.
TAKEOFF AND LANDING DATA CARD.
F-105D PILOT - Shall accomplish all check list items
except those identified by (fJ which are
peculiar to the F aircraft.
F-105F PILOT (FRONT COCKPIT) - Shall accomplish
all check list items except those identified by
lti which are peculiar to D aircraft.

Before each flight, refer to the Appendix for infor- F·105F CREW MEMBER (REAR COCKPIT)- Shall, in
mation necessary to fill out the Takeoff and conjunction with the pilot, accomplish all
Landing Data Cards, located in the Abbreviated items identified by ,...- and monitor items
Checklist T.O. 1F-105D-1CL-1. identified by ;g. .

2-1
T.O. 1F-105D-1
Figure2-1
PREFLIGHT CHECK.
BEFORE EXTERIOR INSPECTION.
1. AFTO Form 781 -Check.
Note
Spare cartridges may be carried in the
right hand storage rack located on FF46
for a maximum of two flights and sub-
sequently used. The status of spare car-
tridges can be determined by reference
to AFTO Form 781, Part Ill.
WARNING I check all surfaces for cracks, distortion,
Assure t here is no cartridge in the starter
breech before proceeding with a pneu-
matic start.
• Flights with a live cartridge in the starter
breech are prohibited.
EXTERIOR INSPECTION.
The exterior inspection (figure 2-1) is based on
the fact the maintenance personnel have completed
all requirements of the Technical Manual of in-
spection requirements for preflight and post flight:
2·2
Therefore duplicate inspections and operational
checks of systems have been eliminated, except for
certain items required in the interest of flight safety.
Exterior inspection should be accom-
plished before DC and AC external
power is connected to the aircraft.
Note
Starting at the nose wheel of the aircraft,
loose or missing rivets, and indications of
damage, signs of fuel, oil and hydraulic
fluid leaks; check that all access panels
are secured with the exception of those re-
quired to be open for after start inspection.
• At bases where ground personnel are not
completely familiar with your aircraft,
make sure that the post flight and preflight
are accomplished in accordance with the
Technical Manual of inspection require-
ments;
[QJ T.O. 1F-105D-6, 1D-105D-6WC-1
PRPO or -4PE
!EJ T.O. 1F-105F-6, 1F-105F-6WC-1
PRPO or -lPE

ENTRANCE TO AIRCRAFT
Figure2-2
AIRCRAFT SAFETY CHECKS.
Upon arrival at the aircraft, the pilot should per-
form the safety checks outlined below:
1. Nose gear torque links - Connected, pin
installed and safetied.
2. Landing gear safety pins - Removed.
3. Fire extinguisher safety pins - Removed
[1060] C/W.
4. Arresting hook safety pin - Insure removal.
5. ~ Canopy - Check for security.
6. ~ Seat leg brace safety pin - Installed.
7. _.,.Aux. canopy jettison handle safety pin --
Removed.
8. ;,...- Seat quick disconnects, shoulder har-
ness, communication leads and hose fittings-
Check. Check seat quick disconnects for
T.O. 1F-105D-1
Place utility ladder against lett side of the air-
craft at the cockpit. No external grips or steps
are provided. Unlock the canopy by using the
exterior canopy lock lever and open the canopy
by depressing the upper exterior canopy control
button. When the canopy is open the ladder may
be hooked over either cockpit rail.
proper connection of oxygen, radio, anti-G
suit and vent suit. Check hose fittings on
ejection seat catapult and canopy remover.
Check that the shoulder harness straps are not
laying over the back of the ejection seat or
head rest. This can interfere with the seat ad-
justment and jam or damage the canopy actu-
actuator/remover and/or shoulder harness.
ENTRANCE TO AIRCRAFT.
For entrance to aircraft see figure 2-2.
lEJ REAR COCKPIT CHECK- SOLO FLIGHTS.
For solo flight the pilot must check t he rear cock-
pit as follows;
1. Left console circuit breakers- IN.
2. All switches on left console - 0 FF or normal
position.
3. Fuel shutoff switch - ENGINE FEED (guard
down and safety wired) [1044] c;w.
2-3
T.O. 1F-1050-1
4. Speed brake switch - Check centered.
5. Throttle idle stop- Check disengaged (down).
To disengage, depress and rotate 90° CCW.
6. Arresting hook switch - UP and guarded.
7. Landing gear handle - DOWN.
8. Armament control panel - Set.
a. Master-armament switch - OFF (guard
down).
b. Station-selector buttons - OUT.
c. Pylon-sequence-selector switch - OFF.
9. Compass control panel function selector
knob - SLAVED.
10. Oxygen supply lever - OFF.
11. All switches and controls on right console-
OFF or normal position.
12. Right console circuit breakers- IN.
13. Special weapon lock - Handle forward, pip
pin installed, w1less otherwise directed. Pip
pin removed for bomb bay carriage - Ground
alert.
14. Consent panel lock switch- UNLOCK unless
otherwise directed.
15. Consent panel arming switch-- ARM unless
otherwise directed.
16. Vent suit flow control valve - Closed if
installed.
17. Seat leg brace and canopy safety pins -
Installed.
18. Survival kit secured with nylon tie down ropes
or if not available, remove survival kit.
19. Parachute (if in seat) - Disconnect from
actuator, install safety pin and dust cap and
remove parachute from cockpit [1038] C/W.
20. Control stick and rudder pedals - Check free
and clear of obstructions.
21. All loose items- Stowed and secured.
2-4
a. Place pilot's personal leads on top center of
survival kit with ends pointing aft.
b. For solo flights , attach the leg restraint keys
and shoulder harness to the lap belt, lock
and draw lap belt snug across survival kit.
Secure the nylon ropes to the leg restraints
to preclude entanglement with any controls.
I I
WAIN lNG
An improperly secured survival kit could
become separated from the seat and be-
come wedged between the seat and the
control stick.
c. Navigation (goose neck) light - Secured in
snap holder.
d. Map case - Secured.
e. Plotting board - Secured.
f. Relief container -- Secured.
g. C-4 Utility Light ·- Stowed in its socket.
22. Aft canopy - Close and lock.
[f) RE AR COCKPIT CHECK - PASSENGER OTHER
TH AN CREW MEMBER.
When carrying a passenger other than a crew mem-
ber the pilot rpust perform the rear cockpit check
as in solo flights and also instruct the passenger in
the following:
1. Aux canopy jettison handle safety pin -
insure removal.
2. Proper hook-up of shoulder harness, safety
belt, survival kit and personal leads.
3. Use of vent suit flow control valve (if
applicable).
4. Seat height and rudder pedal - Adjusted.
5. Hook-up and disconnect of the zero delay
lanyard [1038] N/C/W.
6. Connection of parachute firing cable to para-
chute deployment gun actuator [1038] c;w.

Note
A force of 16 to 20 pounds is required
to seat the parachute firing cable end
fitting in the actuator.
7. Use of the intercom set.
8. Ejection and evacuation of the aircraft-
Briefing received.
9. Removal and stowage of seat leg brace safety
pin.
10. Location of c1itical switches- Check.
a. ENGINE FEED (1044] C/W.
b. Jettison external stores button.
c. Consent panel lock/arming switches.
d. Oxygen panel switches.
e. Radar /beacon switch.
f. Compass control panel function selection
knob.
COCKPIT CHECK - ALL FLIGHTS.
1. All electrical power - Check OFF.
2. , . - Enter cockpit, adjust rudder pedals and
attach and secure all personal equipment.
Note
If desired, a preflight operational check
of the inertial locking feature of the
shoulder harness inertia reel can be made
after the handle has been set in the UN·
LOCKED (aft) position. Pull rapidly on
the harness; the reel should lock. To
make sure the reel has not fully extended,
move the handle forward to LOCKED
then back to UNLOCKED. The harness
shall release and be capable of further
extensjon.
a. Connect left and right survival kit parachute
attaching straps.
Make sure that the survival kit fasteners
are properly positioned and the straps are
pulled tight.
al. Lace left leg lanyard under left leg,
insert through right garter D-ring
going from aft to forward then place
lanyard ring on safety belt survival
link [1083 ] C/W.
a2. Lace right leg lanyard Wlder right leg.
T.O. l f-1050-1
insert through left garter "D-ring
going from aft to forward then place
hmyard ring on safety belt survival
link [ 1083 ] C/W.
b. Place right shoulder harness loop on safety
belt swivel link.
c. Place left shoulder harness loop on safety
belt swivel link.
d. Place parachute lanyard anchor on safety
belt swivel link and fasten safety belt Ll038]
N/C/W.
e. Fasten safety belt. Remove safety pin and
dust cap from parachute firing cable and
connect firing cable to parachute deploy-
ment gun actuator [1038] C/W.
I WARNING I
The force-deployed parachute contains a
ballistically fired deployment gun. Ex-
treme caution shall be exercised any time
parachute is handled. Ensure that safety
pin, streamer, and dust cap are always en-
gaged in cable assembly to prevent deploy-
ment gun being discharged when cable
assembly is not connected to actuator on
ejection seat. Hold parachute so that
barrel of deployment gun points away
from all personnel and towards a suitable
parapet in case of discharge.
Note
A force of 16 to 20 pounds is required
to seat the parachute firing cable end
fitting in the actuator.
f. Leave shoulder harness control handle UN-
LOCKED and adjust safety belt and
shoulder harness.
Note
Proper adjustment of the shoulder
harness:
• Straps adjusted snug but not tight.
I
• Yoke resting comfortably at the back
of the neck.
g. Connect personal leads: Route oxygen and
radio leads under tbe lap belt and under
the left leg to the aircraft anti-G suit con·
nection. When connecting helmet oxygen
Change No.3 2·5
T.O. tF-1 050-1
hose to the parachute, route the hose
underneath the right shoulder harness
strap.
WARNING
I a. Function-selector switch - COMM.
Failure to attach personal equipment
correctly may prevent separation from
the seat after ejection. Refer to figure
1-64.
• If the anti-G suit hose is routed over the
Jap belt, the lap belt will probably be un-
latched by the G-suit hose attachment
during seat separation. This will elimi-
nate the automatic feature of parachute
deployment [1038) N/C{W. Insure that
the hose will not interfere with operation
of the ejection seat.
• Whenever a pressure suit is not worn, be
sure the pressure suit vent hose is secured
so it cannot become wedged between the
seat and control stick.
• After the shoulder harness is properly ad-
justed, assure that the loose ends are
secured to the shoulder harness webbing
and that all other loose strap ends are
also secured in order to lessen the possi-
bility of seat/man entanglement during
ejection.
• lf a stowage strap is installed on the seat
oxygen hose, the strap shall not be
attached to the oxygen mask-to-regulator
connector assembly. Connecting the strap
may retard proper seat{man separation
during ejection.
[f] 3. ~ Bail out light switch- Check then OFF.
When dual check that bailout lights illuminate
with actuation of the bailout light switch in
each cockpit.
4. :.-- Zero delay lanyard - Connect to rip-
cord grip {1038} N/C/W.
5. , . - Parachute firing cable -Check
connected.
6. ,.... Control stick grip -Check for security.
There will be a slight movement of the for ce-
switch housing.
2-6
7 . ~ Left side circuit breakers - IN and fuse-
holders -TIGHT.
8. : . - Inter com control panel - Set.
b. Normal auxiliary switch - NOR.
9. Alternate engine fuel feed switch - AUTO-
MATIC [1061] C{W.
10. Temperature control panel - Set.
a. Electronic cooling switch - ON.
b. Pitot heat switch -OFF.
c. Cockpit temperature knob - 12 o'clock
position.
d. Temperature control level - RAM.
Check levet: for free movement.
e. Rain removal switch - 0 FF.
f. Vent suit air switch- OFF.
g. Forward windshield defogging switch -
OFF.
h. Windshield side panel defroster knob -
OFF (ON second detent for ground alert).
i. Engine DE-ICE switch- OFF.
j. Camera mount switch- AUTO [1018] C/W.
11. Fuel system control panel - Set.
a.~ Fuel tank selector switch - MAIN TK
(MAIN).
b. Boost pump switches-- OFF (ON for ground
alert).
c. Centerline (Belly) Tank Jettison Switch -
Guard down [997C and 1044) N/C/W.
d. _... Fuel shutoff switch - ENGINE
FEED [997C or 1044] C/W.
e. Signal amplifier override switch-
NORMAL.
f. Air refueling lights rheostats- OFF.
 T.O. lf-1050-1

12. Flight control panel- Set. d. IP range knob- Set

a. RAT lever- TURB RETRACT. e. IP bearing knob - Set.

b. VAI switch- CRUISE. 18. Left auxiliary instrument panel - Set.

c. Pitch mech adv switch -ON. a. _.. Landing gear handle -DOWN.

d. Stick-grip override switch - NORMAL. b. Landing gear downlock override switch -

Check for click.
e. Stabilizer lock switch- NORM (guarded)
[1045] C{W. c. ~ Arresting hook switch - UP and guarded.

f. Flap roll control switch- CRUISE d. Antiskid switch - OF!<'.

[1049] C/W.
e. Landing and taxi light switch - OFF (taxi
13. Radio- OFF (ON and set for ground alert). light ON for ground alert).

14. Radar Control Panel (left console)- Set. f. Drag chute handle - IN.

a. Fire control system power - OFF. g. Landing gear emergency extension handle ---
IN.
b. Radar mode buttons -GRD MAP
PENCIL. 19. Sight caging knob - CAGE.

c. Antenna tilt - FULL UP. 20. ~ Standby airspeed indicator- Check.

Pointer should be vertical.
d. Receiver gain - FULL OFF.
21. ,, ..... Armament control panel -- Set.
15. Throttle quadrant - Set.
a. ~ Bomb-bay-station-selector button -
a. Throttle -OFF, check friction lock OFF. OUT, guard set.

b. Speed brake switch - IN. b. ~Master armament switch - OFF.

[f] • Rear cockpit- Check switch is centered. c. ~ Weapons selector knob - GUNS-
AIR.
c. ~ Flap lever - LE & TE FLAPS UP
(LANDING & TAKEOFF for ground alert). d. _.. Bomb-mode-selector knob -MAN.

d. A/B throttle stop - NORMAL. e. Depressed reticle knob - OFF.

16. Emergency control panel- Set. f. ~ Bomb-arming switch- SAFE.

a. ,...- Emergency fuel system switch - g. ,..... Bomb-Nav switch - NA V.

OFF.
h. ,... Bomb mode gyro erection button -
b. Water injection switch - OFF. Push IN.

17. TBC controls -Set. i. _...Pylon-station-selector buttons -

OUT.
a. Burst height knob - Set.
j. _.. Pylon sequence selector switch-
b. Target altitude knob - Set. OFF.

c. IP altitude knob -Set . 22. Air refuel handle - IN.

2·7
T.O. lF-1050-1
23. Video pedestal - FULL CCW.
24. Special weapons control panel - SET.
25. DCU-59/A or DCU-102/A Option Selector-
OFF (if applicable), control arm sealed if
special weapon is installed.
[f) 2S. Rear cockpit consent to unlock switch -
Lock, safetied, sealed (2-man pylon carriage).
Consent to prearm switch - Safe, safetied,
sealed (2-man).
26. Pedestal armament panel circuit breakers-
IN.
27. Auxiliary special weapon release handle -IN.
28. ~ Emergency brake handle - IN.
29. lEl Flight instrument failure simulate and
radar scope deactivate switches - As required.
Dual -NORM and NORM.
Solo- SIMULATE FAILURE and DEACTI-
VATE.
30. ~ Clock - Set and check.
Check stop watch action.
31. ,.-. Navigation (gooseneck) light- As
required .
Note
Navigator light positioned and ON for
night flights. Light powered by battery
(primary DC ) and is useful during night
start engine procedure.
32. AC/DC electrical power supply control
panel- Set.
a. Inverter switch - STANDBY.
b. AC generator switch- OFF.
c. DC generator switch -ON.
33. Jettison inboard MER switch - OFF.
34. Main hot air line shutoff valve switch -
MAIN AIR LINE.
35. Bomb-bay door auxiliary handle - OFF.
2 ·8 Change 2
If handle is in lhe OPEN position, check with
crew chief, then place it in the CLOSED posi-
tion until the bomb-bay doors close; then
return it to OFF.
Note
When flying with centerline tank installed,
the bomb bay station selector button will
be out with the guard safet.ied in the locked
position and the bomb bay door auxiliary
handle safetied in the OFF position.
36. 2S. Special weapon lock- LOCKED (forward)
and pip pin installed . (Safetied, sealed for
bomb bay carriage ground alert.) Rear cock·
pit-Locked-Pip pin inserted, safetied, sealed
(2-man, bomb bay carriage).
WAIN lNG
I
When carrying the MN-1A/SUU·21A or
equivalent Practice Dispenser or a 390-
gallon fuel tank in the bomb bay, the
special weapon lock handle (in both
cockpits of the F) will be left. in t.he
locked (full forward) position with the
pip pin installed.
37. Radar control panel (right console)- Set.
a. Memory knob - FULL OFF (knob full CCW).
b. Intensity - FULL UP (knob full CW).
c. Bezel brilliance - FULL UP (knob full CW). · ·
I
d. Altitude set- FULL OUT (knob full CC\\')
e. Cursor brilliance - FULL UP (knob full
CW).
f. Clearance calibration - Knob FULL CCW.
g. Clutter eliminator- OFF.
h . Radar /Beacon - RADAR .
38. :.... All nagivation equipment- 0 FF.
(Doppler heading reference switch - MAG
for ground aler t.)

Check that IFF/SIF, Doppler, ILS and
TACAN are OFF. The IFF/SIF control
panels are not in the rear cockpit.
39. _.. Compass system function selector
switch- SLAVED.
[E]40. Strike camera -OFF [F516C, F-522) C/W.
41. ~ Interior and exterior lights - As
required.
42. : . - Right side circuit breakers- IN, fuse
holders -TIGHT.
Check circuit breaker panels, aft end of right
console, and above right console.
43. Battery switch
-OFF (with ext power).
-ON (for battery start).
For external electrical power, connect DC
power first, then AC.
44. Oxygen system- Check.
a. Oxygen supply lever - ON, safetied.
[f] ,..... (Rear cockpit oxygen supply lever -
ON, no safety.)
b. Oxygen quantity - Check.
Refer to section I for oxygen system pre-
flight and oxygen duration chart.
c. ,.... Oxygen diluter lever - 100%.
d. ,..- Oxygen emergency lever -
NORMAL.
e. ~ Oxygen low light system -TEST.
Depress and hold oxygen warning test
button. Check gage for oxygen quantity
decrease. When the needle reaches one
liter or below, the oxygen low level light
will illuminate. Release button; needle
should return to original gage reading, and
oxygen low-level light will go out.
45. Control transfer panel test lights button-
Depress and check.
T.O. 1F-1 050 -1
AU six take over buttons shall illuminate while
button is depressed. The six rear cockpit but-
tons shall be illuminated since control is in
the front cockpit.
46. Air line overheat sensing system - Test.
Depress and hold the air line overheat sensor
test button. Check that the main hot air line
o'heat and ATM air line o'heat and master
caution lights illuminate. Release button and
lights will go out.
47. Battery high charge and high voltage caution
lights- Check [955) C/W.
48. ~Fuel quantity indicator - Check quantities
and select INTERNAL TOTAL.
a. Fuel quantity indicator test button - De-
press and hold. All indicators llhould move
toward zero.
b. Fuel quantity indicator test button - Re-
lease. The indicators should return to
original position.
49. ~ Fire and overheat warning lights - Check.
50. Station selector buttons light test button -
Depress and check.
All station selector buttons shall illuminate
while LAMP TEST button is depressed.
51. ~ Landing gear warning test button - Depress
and check:
The following indications shall occur while
button is depressed:
• The red light in the gear handle illuminates.
• The warning beeper is heard on the inter-
phone.
• The three UNSAFE gear position indicators
illuminate.
Note
If start is not made immediately, the fuel
selector and then the battery should be
turned OFF.
2-9
T.O. 1F-105D-1

MAXIMUM THRUST
DANGER AREAS (AFTERBURN ING)
350

APPROXIMATE JET WAKE TEMPERATURE AND VELOCITY

J75·P-19"W engine

CODE 250

ENGINE DANGER AREA llllliiiiDII

MILITARY THRUST
RADAR DANGER AREA (NON·AFTERBURNING)
30 FT
100. ---l----f200

IDLE THRUST
125.

40K
2oo·
60K 50

300. 1ooo·
lOOK 700K
500K
soo·
200K
Joo· 900K lOOOK
0 ....w
TEMP TEMP w
u..
OF VELOCITY
•f z
w
0 u
z
<
....
If)

25 °
Figure2 - 3
2·10

BEFORE STARTING ENGINE.
Before starting the engine, make sure that danger
areas fore and aft of the aircraft are clear of per-
sonnel, aircraft, and vehicles. (See figure 2-3.)
Refer to section V for starting exhaust gas
temperature limits.
DEFINITIONS.
HOT START-Indicated by exhaust gas tempera-
ture exceeding starting temperature limit. A hot
start can sometimes be anticipated when the throttle
is placed in IDLE and fuel flow indication is greater
than normal for the field elevation.
FALSE START-Indicated by RPM not increasing
to IDLE and exhaust gas temperature remaining
within limits.
FAILURE TO START-Indicated by no rise
in exhaust gas temperature within 10 seconds, no
continued increase in RPM, fuel flow abnormally
low and no sound indicating fuel has ignited.
CARTRIDG E MALFUNCTIONS.
MISFIRE- Failure of the cartridge to ignite.
HANGFIRE-Abnormal delay between ignition
of the cartridge and establishment of even burning
pressure. Indicated by little or no positive indi-
starter exhaust.
1
. . __w_A_R_N_t_N_G_ _ I
cation of RPM and black smoke coming from the
When a misfire or hangfire occurs, the
cartridge must be removed before a
pneumatic start is attempted. The
engine must not be started nor the air-
craft flown with a live cartridge remain-
ing in the starter breech.
e When a misfire or hangfire is encount-
ered the starter breech will not be
opened until15 minutes have elapsed
and no smoke is emitting fr?m the
starter exhaust duct. 1 press until positive indication of RPM, when
STARTING ENGINE.
WARNING
I
Do not start engine until assured that
all personnel are clear of starter exhaust
area, turbine plane, jet wake and air in-
lets. See figure 2-3.
T.O. 1F·105D-1
e If the primary 1 and primary 2 hydraulic
systems do not reach full system pressure
(2850 to 3150 PSI) immediately after
start the engine should be shut down. If
the utility hydraulic system does not
reach full pressure (2850 to 3150 PSI)
immediately after ATM start, the ATM
should be shut down. These actions will
preclude possible damage to the hydrau-
lic pumps.
1. Fuel tank selector switch - Recheck MAIN
TK (MAIN).
If the fuel tank selector switch [997C and
1044} N /C/W, is moved from the OFF posi-
tion with DC power on, wait 3 seconds with
the switch in the first unmarked detent posi-
tion to prevent relay arcing damage, then
select MAIN 'l'K.
2. Fuel shutoff switch - Recheck ENGINE
FEED [997C or 1044] C{W.
3. Throttle- Recheck OFF.
4. Battery switch, recheck
- OFF for external electrical power.
-ON for battery start.
Note
[f) Battery switch and cartridge start
button not in rear cockpit.
5. a. Pneumatic start, signal crew chief to supply
air, when tachometer indicates 1 2 percent
RPM, air start button - Depr ess, throttle -
IDLE.
b. Cartridge start, cartridge start button - De-
tachometer indicates 8 percent RPM,
throttle- IDLE.
Do not hold cartridge start button de-
pressed above 10 percent RPM as the
squib acti.J.ated gas bypass valve in the
starter may fire.
2-11
T.O. 1F~105D-1

CAUTION (continued)

The ignition cycle is initiated when the

start button is depressed and continues AC power must be disconnected before
for 20 seconds after the start button is DC power.
released. However, ignition is not sup-
plied to the engine igniter plugs unless 13. AC generator switch- RESET, then ON.
the throttle is out of the OFF position.
14. Engine instruments- Check.
6. Fuel flow- Check for positive flow.
UNSATISFACTORY START.
If fuel flow exceeds 1800 PPH, anticipate a
hot start. 1. Throttle - OFF.

7. Exhaust gas temperature - Check rise within Close throttle immediately to prevent fuel
10 seconds (400°C max). flooding engine.

If the engine does not light up within 10 Note

seconds as evidenced by no rise in EGT, no
continued increase in RPM, or fuel flow is
abnormally low, abort the start, throttle -
OFF. Follow unsatisfactory start procedure.
8. Oil pressure - Check rise.
Oil pressure should increase steadily to 35 PSI
minimum.
Oil pressure caution light should go out before
45 PSI is attained.
Oil pressure may indicate up to 100 PSI at
idle RPM when MIL-L-23699 is used but will
return to the 40 to 50 PSI range as the engine
oil warms up. This higher viscosity, while
cold, is a characteristic of MJL-L-23699 oil.
9. Pneumatic start - At 30 percent RPM , signal
crew chief to shut off air, disconnect air source
and close starter access door.
10. ATM switch- START.
(f) If idle stop in the rear cockpit is en-
gaged (up) it will require approximately
30 lbs of pressure to move the throttle
to OFF.
2. Pneumatic start -Signal crew chief to shut off
air supply after one minute.
3. Fuel tank selector switch - OFF at 0 percent
RPM [997C and 1044] N/C/W.
4. Fuel shutoff switch - SHUTOFF at 0 percent
RPM [997C or 1044] C{W.
5. Battery switch -OFF, or disconnect external
power.
Aft tailpipe section and fuel overboard drain line
must be inspected for excess fuel. If no fuel is
visible either on shroud or tailpipe, a second start
may be attempted. Approximately 15 minutes will
be required for drainage to be accomplished.

At 50 to 55 percent RPM, hold to START

until utility hydraulic pressure stabilizes
2850 PSI to 3150 PSI.
WAIN lNG
I
11. Idle RPM - 68 to 71 percent.
If start was aborted, do not inspect inside
tailpipe until engine and tail pipe are cool.
RPM should increase steadily, within one
minute, to 68 to 71 percent without RPM
hang up. Exhaust gas temperature shall reduce,
to or below 340° C. If engine RPM does not Note
increase within limits, the aircraft should be
aborted. A minimum five minute waiting period
12.lf external power used- Signal crew chief to must be observed before attempting a
disconnect power, battery switch- ON. new start.
2·12

Note (continued)
• A maximum of three pneumatic starts
may be made in a 15-minute period.
• Cartridge and pneumatic starts may be
interspersed. The total number of starts
is limited to three in a 15-minute period,
however, the limit of two cartridge starts
in a 60-minute period must be adhered to.
CLEARING ENGINE.
If it is necessary to clear the engine of trapped fuel
or vapors, use pneumatic starter unit and proceed
as follows.
1. Throttle - OFF ..
2. Fuel tank selector switch- MAIN TK (MAIN).
3. Battery switch or external DC power - ON.
4. Signal crew chief to supply air.
5. Crank engine above 12 percent RPM for one
minute.
6. Signal crew chief to shut off air.
7 . Fuel tank selector switch - OFF at 0 percent
RPM [997C and 1044] N/C/W.
8. Fuel shutoff switch - SHUTOFF at 0 percent
RPM [997C or 1044)C/W.
9. Battery switch or external DC power- OFF.
10. Allow additionall5 minutes for fuel drainage.
11. Re-inspect for residual fuel. Repeat procedure
as necessary until all fuel is removed.
ENGINE GROUND OPERATION.
Engine warmup is not required under normal opera-
ting conditions. When operating the engine on the
ground, keep the speed brakes in the closed posi-
tion as much as possible to prevent undue circula-
tion of hot gases throughout the fuselage and the
fin ducts. Refer to Ground Operating Limits,
section V.
WAIN lNG
I Memory knob should be rotated fully
If EGT or RPM exceeds limits listed
in section V, corrective action will be
taken before flight or subsequent
engine run-up.
T.O. 1F-1060-1
• If the throttle is inadvertently retarded
to the OFF position, do not reopen it
to regain the light. The normal starting
sequence must be repeated· for each
start. Introducing unburned fuel into
the engine may create a fire hazard.
Note
High surface t ail winds may cause speed
brake flutter which is felt by the pilot as
a rumble. Advancing the throttle or
facing aircraft into the wind will elimi·
nate fluttering.
BEFORE TAXIING
Not e
All hand signals will be initiated by the
pilot and acknowledged by the crew chief.
• Stepsfollowed by an(*) may be accom-
plished in the Before Taking Runway
Check if the parking/starting area is
congested.
1. Left side circuit breakers - Recheck.
2 . Windshield rain removal switch -OFF.
3. Excess fuel venting indicator -Test.
Depress excess fuel venting indicator test
button until excess fuel venting light illumi-
nates (15 to 20 seconds).
4. Boost pump switches- ON.
5. Radio -ON.
Place function switch to the BOTH position
and allow approximately 2 minutes warm-
up before changing channels.
6. Fire control system power- STBY and GRD
MAP PENCIL (*).
CCW before turning the fire control power
switch to ON or STANDBY. This will
prevent scope blooming and possible
scope damage.
2·13
T.O. 1F-1050-1
If) 7. Idle stop - Check.
Order crew member to check idle stop en-
gaged. To engage, rotate 90° CW and release.
8. Emergency fuel control system- Check.
a. Throttle- IDLE .
b. Emergency fuel system switch - EMER
FUEL SYSTEM.
Ignition may be heard in the headset.
Emergency fuel system caution light and
master caution light should illuminate.
c. Check for a 20 second duration buzz in
the head set which indicates ignition is
being supplied.
d. Throttle- IDLE (68 to 78 RPM)
e. Emergency fuel system switch- OFF.
f. Emergency fuel system caution light and
master caution light- OUT.
9. Antiskid- Check then OFF.
Apply moderate-to-heavy brake pressure on
one brake pedal. Check for pedal pulse when
turning antiskid on to indicate energized anti-
skid system. Turn off antis kid and d upiicate
check for other brake.
Note
lf pedal pulse is not felt have crew chief
check for pulse in brake line or brake
discs on landing gear.
• If pedal pulse is not felt, have crew chief
check that antiskid fail-safe system is reset.
2· 14 Change No. 3
10. ~ Caution light panel - Test.
11. ~ Standby inverter - Check then STANDBY.
a. Inverter switch - OFF.
Observe the AC GEN & INVTR and master
caution light illuminate.
b. Inverter switch - Check and hold.
Observe that AC GEN & INVTR, and
master caution lights go out and the ADI
and HSI instrument displays are normal
with some oscillation.
c. Inverter switch -STANDBY.
ADI and HSI indications should be normal
and caution lights out.
12. ~ Displacing gear pressure indicator- Check
within limits.
If a fuel tank or :-.IN-l.A practice bomb dis-
penser is installed in the bomb bay, pressure
indicator should read below 25 PSI.
13. ~ CADC, VAl (TBC is applicable)-· Check (*).
When actuating the CADC self-test switch
to either high or low test position, it is
important that all tapes be allowed to
stabilize before releasing the switch to
prevent damage to the CADC.
a. A VVI barometric prf>ssure - Set at 29.92.
b . VAl switch- AUTO.

c. CADC self-test switch- Hold to LOW.
Pitch MA caution light on [Q} should illumi-
nate, on [fJ the light may or may not illumi-
nate. The vertical scale instruments should
stabilize and indicate as follows:
Altitude: 11,806 feet (±375).
C.A.S.: 547 knots (±14).
Mach number: 0.994 (±0.025).
Acceleration scale: 1.0 (±0.4) G.
The vertical velocity will indicate aircraft
climb until the altimeter stabilizes, then re-
turn to zer o. Allowable oscillation (±2000
feet).
d. Check that duct plugs remain full aft.
e. TBC- Check(*).
f. CADC self-test switch - Release.
All vertical scale instrument readings should
return to normal. Calibrated airspeed mov-
ing scale can read anywhere below 80 knots.
The following check is required for all super-
sonic flights.
14. VAl switch- CRUISE (*).
g. CADC self-test switch - Hold to HIGH.
15. Navigation equipment - Set.
h. V AI switch - EMERG while plugs are
moving forward.
Plugs should stop moving and lock in their
present position and bleed doors open fully.
i. VAl switch - CRUISE.
The plugs should move full aft and the
bleed doors close fully.
j. VAiswitch-EMERG.
The plugs should remain full aft and the
bleed doors will open fully (indicated by
slight utility pressure surge).
k. VAl switch - AUTO .
Observe plugs move full forward and verti-
cal scale instruments in both cockpits
stabilize and indicate as follows: Check
bleed doors closed to four degrees open.
•If parking/starting area is congested these steps may be accomplished in Before Taking Runway check .
T.O. 1F-1050-1
Altitude: 50,740 feet (:t 675).
C.A.S.: 519 knots (±14).
Mach number: 1.980 ( ±0.035).
Acceleration scale: 1.0 ( z0.4) G.
The vertical velocity will indicate aircraft
climb until the altimeter stabilizes, then re·
turn to zer o. Allowable oscillation ( ±2000
feet).
1. CADC self-test switch - Release.
All vertical scale instrument readings should
return to normal and duct plugs move full
aft. Calibrated airspeed moving scale should
indicate anywhere below 80 knots.
WAINtNG
I
Do not use the CADC self-test switch in
flight. Systems affected by the test may
cause control difficulties if the switch is
actuated in flight.
m. Check that duct plugs return full aft.
a . IFF/SIF - STDBY (*).
b. ~ Do p pler -ON(*).
A minimum of one minute is required for
the Doppler to warm up prior to slewing
(adjustment).
Note
(E] lf solo, the NA V take-over button does
not have to be depressed to take control
of the Doppler .
[EJ If dual, and the rear pilot wants control. he
must place the doppler heading reference
switch at MAG or DG, and then depress
the N A V take-over button .
c . ILS- ON (if applicable).
d . .,.... TACAN - T /R(*).
2·15
T.O. 1F-105D-1
16. ~Interior and exterior lights- As required.
17. Right side circuit breakers - Recheck.
18. ~ Integrated flight instruments - Check.
a. AMI/AVVI - Check that warning flag is
out of sight, command markers set as de-
sired, and vertical velocity index is zero.
b. ADI/ standby attitude indicator- Check
that warning flag is out of sight, and that
sphere erects in approximately 2 1h minutes
after application of AC and DC power.
c. HSI - Compass card stabilized, heading
marker and course selector as desired.
19. ~ AFCS -Check(*).
Note
Feet should be off rudder pedals for
entire AFCS check.
• Tolerances are based on a 20-minute
warm-up period.
a. Stab-aug check.
Stab-aug button -Depress, check stab-aug
off caution light-out and control movement
is not excessive.
Control surface movement shall not exceed:
Stabilizer: 1ft degree up or down.
Rudder: 1 degree left or right.
Spoilers: no movement.
b. Autopilot (Pilot Relief) - Check.
(1) Autopilot button - Depress.
Control surface movement shall not
exceed:
Stabilizer: 14 degree up or down.
Rudder: 1 degree left or right.
Spoilers: 2 degrees. If the aircraft
is not level laterally, the automatic
trim will cause lateral stick and con-
trol surface motion due to the gyro
platform sensing an out of wings
level condition, and applying signals
to the auto-pilot to return the
aircraft to wings level.
• IC par king/starting area is congested these steps may be accom plished in Before Taking Runway check.
2-16
(2) Altitude switch - Engage.
There should be no stabilizer move-
ment.
(3) Mach switch - Engage.
The altitude switch should disengage;
there should be no stabilizer movement.
( 4) Actuate either pitch force switch in
the control stick.
Mach-hold should disengage. Check
that the Mach switch cannot be re-
engaged for at least 1.5 to 2.5 seconds
after releasing force switch.
( 5) Mach switch - Engage.
(6) G-limit test button- Depress.
Control stick will bump sharply and
all AFCS functions will disengage. The
stab-aug off caution light will illumi-
nate.
(7) Stab-aug button- Depress, check
stab-aug off caution light-out.
(8) Autopilot button - Depress.
Control surface movement shall not
ex:ceed limits in step b(l) above.
(9) Stick-grip pitch-trim switch - Actuate
without actuating fore and aft force
switches.
Stabilizer should move rapidly for
first 2 degrees of travel, then should
move slowly, and the control stick
should follow the slow movement.
(10) ·while moving flight controls AFCS
emergency disconnect lever -Actuate.
All AFCS switches should disengage,
stab-aug off caution light should illumi-
nate, and there should be no noticeable
change in force required for control
movement.
(11) Stab-aug button- Depress, stab-aug
off caution light should go out .
c. ILS Check (when required by mission).
(1) ILS receiver -ON.
Do not use local ILS frequency.

(2 ) Instrument-selector switch- ILS
FINAL.
(3) Autopilot button -Depress, check
that control movement is not excessive.
Control surface movement shall not
exceed limits in step b(l) above.
(4) Altitude and ILS switches- Engage.
When the ILS switch is engaged, the
AFCS will lock the control-stick in
roll; pitch should remain free. Some
minor lateral movement may be
apparent at both the control-stick and
bank-steering bar on the ADI due to
random noise. After a 6- to 21-second
delay, the control-stick will move for-
ward, lock in pitch and roll, and the
altitude switch should disengage.
Note
Do not repeat engagement for 5 to 10
minutes to allow the ther~al time-delay
relay to cool, or the 6- to 21-second
delay will not be within acceptable limits.
( 5) AFCS emergency disconnect lever -
Actuate.
All AFCS switches should disengage
and stab-aug off caution light should
illuminate.
Check that controls move freely.
(6) Stab-aug button - Depress, check stab-
aug off caution light-out.
d. Autoss check (when required by mission).
( 1) Autopilot button - Depress.
Control surface movement shall not
exceed limits in step b(1) above.
(2) Bomb/Nav switch- BOMB.
There should be no stick motion.
(3) Weapon-selector knob - SPL WPN.
('-1) Bomb-mode selector - VTIP.
Check that solution light and Hi Toss
lights illuminate.
Burst-height pot and target altitude
must be set below aircraft altitude in
order to obtain solution.
T.O. 1F-105D-1
(5) Altitude switch -Engage.
(6) Autoss switch- Engage.
(7) Freeze/fire button - Depress and hold.
The altitude switch should disengage,
the control stick should lock up in
roll and move aft smoothly.
(8) As the stick moves aft, AFCS emer-
gency disconnect lever - Actuate.
All AFCS switches should disengage ,
and the stab-aug off caution light
illuminate.
Check that controls move freely.
(9) Stab-aug button -Depress, check that
stab-aug off caution light goes out.
(10) Bomb/Nav switch - NAV.
(11) Weapon·selector switch- GUNS-AIR.
(12) Bomb-mode selector - MANUAL.
20. Pitot heat - Check as required.
a. Pitot heat switch - ON.
Crew chief check for heat.
b. Pitot heat switch - OFF.
21. Air refueling probe or receptacle operation -
Check (air-refuel flights only). Refer to T.O.
1-lC-1-13.
22. Gun gas purge valve - Check as required
[1048] N/C/W.
a. GUN PURGE C/B out - Check for air.
b. GUN PURGE C/B in -Check for no air.
23. Stick grip override switch - Check, then
NORMAL.
a. Stick grip override switch - Hold to NOSE
DOWN. Stick should move forward.
b. Stick grip override switch -Hold to NOSE
UP. Stick should move aft.
c. Stick grip override switch - OFF and check
that trim switch on control stick is in-
operative.
d. Stick grip override switch - NORMAL.
Change No.3 2·17
T.O. 1F-1050 -1
24. 4 'frim- Check, then set for takeoff.
Operate the trim-switch to all four positions,
and note that control and corresponding sur-
face movements are correct. Leave surfaces
out of neutral. The trim-switch shouJd auto-
matically return to the OFF center position
when released. Operate the yaw-trim switch
to both positions. Trim rudder (yaw trim) to
the right, then depress takeoff trim button
until light illuminates. Engage nose wheel
steering. The aircraft should track true under
a no-wind condition.
25. 21. Flight controls (hydraulic gages) - Check.
Check for correct, full and free travel of flight
controls and surfaces. Control movement
should be smooth and full cycle of pitch and
roll limited to not less than four seconds.
Avoid abrupt or rapid control inputs to pre-
vent cavitation of primary hydraulic pumps.
I WARNING I 29.4 Radar- Adjust(*).
When releasing the stick from fullle.ft or
right position, check that the spoilers re-
turn to the neutral position in sequence
with the aileron. Failure of the spoilers
to sequence with the aileron is an indi-
cation of a failing spoiler actuator.
26. Thrust decay/speed brake interlock - Check.
a. Speed brake switch- OUT.
HorizontaL speed brakes should open in ap-
proximately 4 seconds, but not necessarily
synchronized.
b. Throttle - Advance.
As the throttle is advanced to approximately
7 5 percent RPM a slight. drop in RPM indi-
cates the nozzle has closed. After nozzle
closes all speed brake doors move in 9
degrees.
c. Throttle- IDLE.
All speed brake doors should move out
9 degrees and nozzle opens.
d. Speed brake switch -IN.
*l! parking/starting area i.s congested these stepe may be accomplished in Before Taking Runway check.
2-18 Change No.3
27. Flap lever - LAND ING & TAKEOFF.
LE and TE flaps should fully extend, synchro-
nized in approximately 7 seconds.
Check flap-position with flap-position
indicator.
28. Fuel tank pressurization - Check.
Advise crew chief to check for external tank
pressurization. When he is in position, pres-
surize the external tanks for 5 seconds and
then turn the fuel tank selector to the BB TK
(BOMB BAY) position. After waiting approxi-
mately 5 seconds in BB TK (BOMB BAY)
position, return selector to MAIN TK position.
If a 650-gallon centerline tank is carried, start
the sequence with the BELLY TK (BELLY)
position on the fuel tank selector. Each tank
should vent (indicated to the crew chief by a
surge of air pressure from the respective tank
vent port) as the fuel tank selector is moved to
the next position.
30.4 Doppler control panel- Set(*).
31. ~ Fire control system - Check as applicable(*).
Refer to T .O. 1F-105B-34-l -l for fire control
preflight checks.
I WARNING I
On aircraft modified by T.O. lF-1 05-992,
it is possible to decrease the intensity of
the breakaway signal on the gunsight
combining glass so that it will not be
discernible to the pilot. The breakaway
sjgnal should always be presented at
maximum intensity so as to eliminate
or reduce the possibilit.y of target, fixa-
tion. To correct this situation, the sight
radar and reticle intensity control (992)
C/W, item 7, Figure 1-11. T.O. 1F-105B·
34-1-1, must be turned full clockwise so
Lhat the intensity will provide maximum
intensity of the breakway signal.
32. Sight intensity knob (992) C/W - Full
clockwise.
!El33. -,.,... Control transfer (take-over) system
buttons- Depress all. If dual, order crew
member to depress buttons, then depress front
cockpit buttons again.

The N AV button will not remain depressed if
Doppler is off. When crew member has con-
trol check front cockpit buttons are illumi-
nated. When front cockpit has control check
buttons are not illuminated.
34. ,_... Seat pin- Remove display to crew
chief, then stow.
35. Pylon tank safety pins- Insure removal(*).
36. ~ Canopy- As desired.
37. ,...- ADI -Set.
Align pitch trim knob arrow with fixed index.
38. _.. A VVI and standby altimeter - Set to
field barometric.
The AVVI should indicate within 85 feet of
field elevation and the standby altimeter
within 50 feet,
39. ,..... Pressure ratio gage - Set for takeoff(*).
See pressure ratio gage setting for takeoff
table, figure 2--6.
40. ~ Utility hydraulic pressure- Check and
monitor while taxiing.
41. Brakes- Apply, then signal crew chief to
remove chocks.
Parking brakes are not provided.
TAXIING.
Before taxiing, be sure there is proper clearance for
the aircraft. See figure 2-4 for minimum turning
radius and ground clearance. See figure 2- 5 for
foreign object damage areas. Taxi at lowest prac-
tical RPM to conserve fuel, and to avoid damage
from tailpipe blast, especially during multiple
taxiing. Observe open canopy speed rest.rictions in
section V.
WAINING
I while taxiing. Slip indicator (hall) free in glass
Keep arms clear of canopy rails.
•u parking/starting area is congested these steps may be accomplished in Before Taking Runway check.
T.O. 1F-105D-1
With the antiskid system off, ;ffiaximum
braking at speeds below 60 knots may
cause wheel skidding which can result in
gear walking and excessive strut loads. If
this condition occurs braking effort
should be reduced slightly.
Note
If the AFCS check is performed in the
BEFORE TAKING RUNWAY check,
engage stab-aug so crew chief can observe
stabilizer movement in step 1 below.
[£) All taxiing shall be accomplished by the
pilot in the front cockpit.
1. Brakes - Release and check.
Increase thrust, roll aircraft forward approxj.
mately two feet and apply brakes sharply to
dip nose. Crew chief will observe stabilizer
movement. Maintain directional control
through steerable nose wheel by using the
rudder pedals.
,..._....£2~~~~
The aircraft shall not be steered with both
brakes and nose wheel steering at the same
time as the nose wheel will not caster and
excessive side loading will cause damage.
2. Nose wheel steering - Check.
Check engagement by slight movement of rud-
der pedals. Use nose wheel steering as desired.
Do not hold nose wheel steering button
depressed more than 15 minutes. If but-
ton is depressed more than 15 minutes, a
30-minute cooling period is required.
3. ~ Flight instruments - Check.
Check flight instruments for proper operation
tube, and turn needle indicating the direction
of turn.
4. Monitor hydraulic pressure gages for low or
fluctuating pressures.
2·19
T.O. 1F-105D-1

TURNING RADIUS
and ground clearance
MAXIMUM NOSE WHEEL DEFLECTION ( 40°)

•
3' -4" Note 2'-6"
Ground clearance is only 7-lh inches
when carrying a centerline MER with
,...-.. - ----------
-
750 pound bombs. - -· ..,_ _ _ _ _

,/ ; ·'·
, ....
--""
.I!_ •, • ~ __.;/'

75'
PIVOT MINIMUM
POINT SURFACE
WIDTH

Figure 2- 4

2-20
 T.O. 1F-105D-1

FOREIGN OBJECT DAMAGE AREAS For danger areas during static

ground operations, see figure 2·3.

LEGEND

MULTIPLE TAXI ~ Possible F. D. D.

1. Thrust - Idle to 80 per cent RPM • • • Probable F. 0. D.

2. Taxi from line - move ahead 150 feet
before turning.
3. Keep 150 feet apart (nose to tail) or NOTE: All dimensions are in feet
50 feet apart laterally.

MULTIPLE TAKEOFF
1. Thrust - Maximum
2. Keep 350 feet apart !nose to tail ) or
50 feet apart laterally.

Figure 2 - 5
2·21
T.O. 1F-105D-1

PRESSURE RATIO BEFORE TA KING RUNWAY.

Note

GAGE SETTING (f] On dual flights, either cockpit can have

control of a system, or systems, but be-
fore takeoff the FLIGHT take-over but-
ton in the front cockpit shall be engaged
and the indicator light out.

1. Windshield rain removal system -Check if re-

Engine J75·P-19W quired.
ThroHie-MIIItary Thrust.
a. Ram removal switch- ON.
Speed Brake Switch - IN.
b. RPM approximately 75 percent and check
air flow in front of center windshield.

c. Throttle - IDLE.

d. Rain removal switch- OFF'.

RUNWAY RUNWAY
GAGE SAG£
TEMPERAlURE
•c OF SETTING oc .,
TEMPERATURE
smiHG
ThE' windshield rain removal system
should only be opera~ed during takeoff
50 122 2.21 4 39 2.6 1 and landmg, 1f required. If the system is
48 ll 8 2.23 2 36 2.63 allowed to remrun ON dunng other penods,
46 115 2.25
0 32 2.6 4 excessive heat will crack the windshield.
44 111 2.26
42 108 2.28 --· 24 28
25
2.66
2.67 2. ~ Canopy - Clolled and locked.
40 104 2.30 - 6 21 2.68
38 100 2.32 - 8 18 2.69 a. Locking hooks over rollers.
36 97 2.3 4
34 93 2.36 -10 14 2.71 b. Caution hght out.
32 90 2.38 -12 10 2.72
-14 7 2.73
30 86 2.39 -16 3 2 .74
28 82 2.41 -18 0 2.75
26 79 2.43 Visually checking the locking hooks over
24 75 2.45 -20 - 4 2.76 the rollers is the only positive check that
22 72 2.47 -22 - 8 2.77
the canopy is locked.
-24 -11 2.77
20 68 2.48 -26 - 15 2.78
18 64 2.50 -28 -18 2.78 3. Parachute cable- Connected l1 038 j Cj\\'.
16 61 2 .52 -30 -22 2.79
14 57 2.53 4. Zero delay lanyard - Connected [1038}N/C/W.
12 54 2.55 -32 -26 2.79
-34 -29 2.80 5. Temperawre control panel - Set.
10 50 2.57 -36 -33 2.80 a. Pitot heat, switch- As requir(>d.
8 46 2 .58 -38 -36 2 .8 1
6 43 2.60 -40 -40 2.81 b. Temperature control lever

- CKPT AUTO ON for dry takeoff.

Figvre2-6 - RAM for water injl'ction.
2·22

RAM position required to arm water
injection control circuit.
c. Forward windshield defog switch - As
required.
d. Windshield side panel defroster - As
e.
required.
~ Engine de-ice switch - As required.
f. Rain removal switch - As required.
6. Fuel tank selector switch- Recheck MAIN
TK (MAIN).
7. Autopilot -OFF and stab-aug -ENGAGED.
8. 'li. Takeoff trim- Recheck.
9. Flaps - Recheck LANDING & TAKEOFF.
10. Speed brakes- Recheck lN.
11. Seat pin - Recheck, removed.
12. 4 Doppler present position coordinates -
Recheck and reset if necessary.
13. IFF/SIF- As directed.
14. 4 All caution and warning lights- OUT.
RUNWAY CHECK.
After taxiing into takeoff position complete tht:>
followmg checks.
L Antiskid - ON.
2. 4 HSl and magnetic compass- Check against
runway heading for operat1on.
3. Throttle Advance to Military Thrust.
If condensation, in the form of mist or snow,
is blown into the cockpit from the air condi·
tioning outlets. and found to be object10nable
to the p1lot, select a htgher temperature on
the cockpit automat1c temperature control
knob or position the temperature control
lever to RAM.
4. 4 Engine instruments Check within lnnit.s.
Oil pn.•ssure, exhaust gas temperature. La(·h·
ometer, fuel flow, and pressure ratio gage~
withm limits. (Refer to section V .)
T.O. 1F· 1050-1
5. Flight controls -Check for full and free
travel.
TAKEOF F.
WAIN lNG
I
If takeoff roll is aborted for any reason,
subsequent takeoffs shall not be attempted
until wheel brakes are inspected. See sec-
tion V for limitations.
{f) Design factors of the rear cock-pit instru·
ment panel and restricted forward vtsi·
bility may create an illusionary sensation
of extreme aircraft nose high attitl..lde to
the crew member in the rear cockpit.
Note
(f) All takeoffs shall be made by the pilot in
the front cockpit.
The following takeoff techniques and procedures
(figure 2- 7) should produce the results shown in
the AppendLx 1 and 11. Part 2. Factors affecting a
successful takeoff are as follows:
• Know the acceleration check, rotatton (nose
wheel off) and takeoff speeds for the gross
weight al brake release. Refer to the Appendix
a.:; these vary considerably with gross we1ghl.
• Do not try to take off 1f the acceleration
check speed is not attamed.
• Rotate aircraft at the recommended rotarion
speed.
• Aft CG configurations will cause the tukl'off
rotation to be more sensitive and the am.·raft
will feel ru; though it b flying off by itst•lf.
Smooth pitch controlmputs must be 11t.ihzed
dunng rotation as well as throughout flight.
• Do not try to take off at lower than computed
takeoff speed.
• Do not. retract landing gear umil defuut.ely
au: borne.
2·23
T.O. 1F-105D-1
Landfng gear retraction
above 240 1fCAS may
result In damage to the
landing gear system.
Figure 2-7
a. Brakes - Release and throttle outboard (if
required) simultaneously.
Although A/B may be selected at any throttle
position above MIN AFTERBURNER, it is a
good practice to select A[B after the engine
has attained military thrust to assure a positive
light. The A/B shouJd light up within 5 seconds
as indicated by a slight decrease in pressure
ratio as nozzle opens followed by a sudden
increase in pressure ratio to approximately
that obtained in Military Thrust accompanied
by a sudden "noise-thrust" increase.
WARNING I engine low pressure rotor.
• When using A/B, verify light up.
• If nose wheel steering is used, disengage as
soon as rudder effective speed is attained.
Certain component failures can cause a hard
over condition.
b. After A/B light up, water injection switch -
ON (if required).
2-24
Acceleration speed -
Check .
c. EGT - Check within limits.
b. After A / B light up, water
injection- ON (if required).
Brakes - Release and throttle
outboard (if required)
simultaneously.
Illumination of the WATER INJ indicator
light indicates water injection is operating. The
absence of the water injection light being
illuminated does not mean a failure of the
water injection system has occurred. The pri-
mary indication should be a rise in EPR and
EGT.
Water injection should be started after
A/B light-up to prevent overspeed of the
Note
Water injection should not be used if the
air temperature is below 4.4°C (40°F),
or the altitude is above 8000 feet.
c. EGT - Check within limits.
EGT must remain within applicable limits,
see section V.

d. i\ccrleration Speed- Cheek .
Cross check the standby airspeed indicator
with airspeed tape at the acceleration speed
check point and also just prior to rotation.
If the spread between these two units ex-
ceeds 25 knots at the acceleration speed
check point or exceeds 20 knots just prior
to rotation, perform ABORT procedures
if sufficient runway length is available; if
not, continue takeoff using the standby
airspeed indicator. Land as soon as practi-
cal, using Lhe standby airspeed indicator.
e. Takeoff.
• Takeoff at no lower than precomputed
takeoff speed.
• Anticipate the acceleration of the aircraft
and rotat.c the nose smoot.hly so that the
nose wh(:>d lift-off on:urs at nos~ wheel
lifl-off speed.
• Conti11u~ rotal1on smoothly unlll proper
takE>·off attitude (approximately 10 degrees
nose up) is reached simultaneously with the
precomputed takeoff speed. The amount of
rotation will be indicated on the ADl. The
attitude will be such that the ventral fin will
not scrape and the excess thrust will be
more than enough to ensure positive climb
and ac.:ccleration.
WARN ING I gear prior to exceedmg 240 KCAS as the gear
• Premature rotation of the aircraft will re·
sulr m mcreased takeoff distance or pre-
mature lift-off with subsequE-nt scllling
back on the runway.
• If during takeoff any part of the aircraft
::.trikes the runway with gear retracred
and it is i::npossible to obtain takeoff
attitude and speed - ABORT.
• If stab-aug disengages during takeoff. do
not reengage until controls are trimmed,
attitude is stabilized and altitude is such
that a recovery could be made if a mal·
function occurs.
CROSSWIND TAKEOFF.
Crosswind takeoff characteri:. ..Jcs are similar Lo all
other century series arrcraft. 1\ose wheel steering
can be used up to rudder effective speed o f 60
KCAS. The aircraft will track well with the rudder
T.O. 1F-1050·1
being lhe most effective directional control at the
htgher speeds. Lateral control application is in·
effective for crosswind configuration at low speeds
tbelo.,v 100 KCAS); however. slight application mto
the wind may be beneficial near the takeoff speed
to avoid downwind drift. For heavy, gusty
crosswmds it 1s re~:ornmended ~hat the rotation and
takeoff speeds be i11creased approximately 5 knots.
Refer to Takeoff Crosswind Chart in Appendix l
and 11, Part 2.
The spoilers create asymmetric drag and
excessive application during the takeoff
ground roll can aggravate directiOnal ..:on-
trol. ExLreme care should be used as drag
will be in the dire<.:tion of spoiler appli-
cation.
AFTER TAKEOFF - CLIMB.
l. ~ When definitely airborne. latlding gear
handle - UP.
When definitely airborne and afler adequatE'
flymg speed IS reached and po~itive rate of
climb is established retract gear. The landing
gear warning signal (beeper) will sound and
the warning light in the landing gear handle
should illuminate during retraction until the
gear is up and locked. Obtain up and locked
I
may not retraeL at higher speeds.
WARN ING
When t he landing gear is retracting, the
normal tendency of the clean aircraft is
to pitch down.
• Landing gear retraction above 240 KCAS
may result in damage to the landing gear
system.
• Maximum speed with landing gear ex-
tended is 275 KCAS.
• Failure of the warning signal (beeper) to
sound or the warning light t.o illuminate
during retraction is an indication of a
failure in the warning system and must be
considered as an unsafe gear.
[f) When retracting gear, move gear handle firmly
to its full UP position and then exert a
Change 2 2·25
 downward pressure to assure the rear
cockpit gear handle 1s also latched in the
UP position.
• Unusual takeoff conditions (lugh gross
weight, temperature, density, altitude, or
various combinations of these factors)
must be considered if landing gear fails to
retract. The 240 KCAS gear up limiting
airspeed borders on minimum safe speed
t.o mai.ntam level flight on military power
under these conditions. Maximum thrust
must be maintained during recycling until
further acceleration is possible. Airspeed
should be limited to below 240 KCAS
with speed brakes and/or steeper than
normal climb until gear is retracted , how·
ever, primary concern should be to posi-
tive aircraft control.
Note
If 1t is necessary Lo re-cycle the landing
gear for any reason, a recheck of the gear
retraction and warning system can be ac-
complished as follows: After gear is re-
tracted and landing gear position indi-
cator lights are out, depress the landing
gear warning test button. Illumination of
the landing gear handle light, gear posi-
tion indicators and soundmg of the
beeper will indicate that the warning
system is functioning properly.
• If the landing gear handle is stuck in the
DOWN position, the landing gear down·
lock override switch should be depressed
and held while the handle is moved out
of the DOWN pos1tion.
2. 4 Flap lever - CRUISE & MANEUVER
(240 KCAS min). Flap indicator- Check
flaps UP. If flaps fail to retract place flap
lever in HOLD TE FLAPS and maintain
airspeed below 275 KCAS.
I
WAINING
Flap auto blow-up feature will be inopera-
tive if flaps stop because of an out of
phase condition (activation of the fail safe
switch) [1045 and 1049) N/C/W.
2-26
Note
To insure that the lf'ading edge flaps are
at the correct positwn for cruise place the
flap handle in the LE & TE FLAPS UP
position then return it to the CRU ISE &
MANEUVER position.
3. Water injection switch - Dump, after 5
minutes - OFF.
WARNING I
The water tank must be drained after take-
off as the water tank is not stressed for
high G loads when full, and an aft CG con·
clition may result.
4. A/B --OF!<' (as required).
5. Temperature control level- CKPT AUTO
ON (as required).
Water will automatically dump when tempera-
ture control lever is taken out of RAM posi-
tion as airspeeds above 275 KCAS.
6. Rain removal switch -O FF (if used}.
7. 4 Fuel tank selector switch - As required.
Refer to section V ·f or fuel system limitations
and section VII for fuel system management
with external stores.
8. ,_.. Zero delay lanyard -- DISCONNECT
prior to reaching climb-out airspeed ( 400
KCAS) or 2000 feet AGL [1038]N/C/W.
The zero delay lanyard should be disconnected
above 400 KCAS and/or 2000 feet to reduce
the opening shock in the event of ejection.
The short delay in the automatic EGRESS
System will allow time for the forward motion
of the pilot to be reduced, reducing the open-
ing shock.
9. ~ Oxygen - As desired.
10. ,..... Reset A VVI and standby altimeter
barometric when climbing as required.

CLIMB.
The following climb techniqu<.> will produce results
outlined in the AppendLx. For a maximum thrust
or military t.hrust climb, Mach number is held con-
St,ant. 1f a maxtmum continuous thrust climb is de-
sired, the throttle is adjusted to approximately 3
percent less than full Military RPM. Once the de-
sired thrust C()ndition is set, the fuel control will
maintain an approximate const~mt percent thrust
output with a fixed throttle position . Engine pres-
sure ratio. which varies with compressor inlet
temperature, will increase as the temperature be-
comes lower at the htgher altitudes.
CRUISE.
Note
CrUJse climb is the method of achieving
maximum long-range cru1se performance
by continually increasing cruise altitude
as gross weight decreases.
Cruise control data for vanous gross weights and
configurat.ions are included in the Appendix. In-
dividual fuel quantity gages should be checked
frequently during cruise to determine proper fuel
distnbution. This will indicat«~ if the fol'ward, aft
and main fuel tank boost pumps are operating and
transferdng fuel in the proper sequence even though
the fuel low caution and boost pump caution lights
are inoperative. Refer to sect10n VU for fuel sys-
tem management and engine characteristics durillg
cnusing. The wmdshield side panel defrosting
system should be operated at the highest possible
temperature (consistent with the pilot's comfort)
during high altitude flight, to provide sufficient
preheating of the transparent surfaces to preclude
the formation of frost or fog during descent.
Note
The forward and aft boost pump caution
lights may flash on and of.f due to slosh·
ing of trapped fuel in the tanks.
[f) The pilot intending to take control of a
subsystem should first ask the pilot having
control what the positions of the controls
governing tbe particular subsystem ru·e
and set his equivalent controls accordingly
before actuating the control transfer
(take-over) button.
T.O. 1F-1050-1
SUPERSONIC FLIGHT.
1. VAI swilch - AUTO.
2. ~ Flap lever - LE & TE FLAPS UP.
FLIGHT CHARACTERISTICS.
Refer to section V 1.
DECELERATION PROCEDURE.
The throttle should not be retarded from the ful'
forward position while the aircraft speed is above
.Mach 1.3. Deceleration is accomplished as follows:
L ~ Throttle- As required when speed is below
Mach 1.3.
2. VAl swttch -CRUISE when speed reduces to
subsonic.
Check duct. plugs full aft.
3. ~ Flap lever- CRUISE & MANEUVER.
DESCENT.
Refer to the Appendix 1, Part 7 for recommended
descent. speeds, time required, fuel consumed, and
distancE! covered during dest~ent. Descent can be
mad~ as rapidly as necessary, provided pullout is
accomplished at a safe altitude. Refer to section
VI for altitude lost dunng dive Tecovery. Prior to
descent. accomplish the followmg:
1. Forward windshield defogging switch - As
required.
2. Windshield side panel defroster - As requrred.
3. ~,.... Reset AVVI and standby altimeter
barometric as required.
4 . ....- Zero delay lanyard - Attach prior to
high fix or at 2000 feet AGL during enroute
descent [1038] N/C/'N.
BEFORE LANDING.
[f) 1. FLIGHT transfer button in front cockp1t --
Engaged and light out. (Remaining Lransi'er
buttons optional.)
All landings shall be made by pilot in front
cockpit.
2-27
T.O. 1F-1050-1
2. _... Autopilot button- Check OFF.
3. ~ FUEL QUANTITY -CHECK (monitor
total internal position).
4. ~ Flap Lever -HOLD TE FLAPS.
5. Jlllf"" Zero delay lanyard- Check attached
[1038] N/C/W.
6. ,..._Oxygen diluter lever -100% OXYGEN.
7. ~ Hydraulic pressure gages (3) -Check nor-
mal.
8. Rain removal switch- As required below
270 KCAS.
The windshield rain removal system
sho'Uld be operated below 270 K.CAS
during takeoff and landing, if required.
1f the system is allowed to remain ON
during other periods, excessive heat
will crack the windshield.
LANDING PATTERN.
Maintain as high a throttle setting as is consistent
with approach conditions before landing. Although
the engine will respond normally when accelerated
from idle, it is preferable to maintain a minimum
of 7 5 to 80 percent RPM during the approach to
minimize the time delay required to obtain suffi-
cient thrust if a go-around becomes necessary. For
a normal landing fly the pattern shown in figure
2-8. Refer to the Appendix for exact final ap-
proach and touchdown speeds for a given landing
gross weight. For landing CG and gross weight
limitations refer to section V.
1. <S;. Landing gear handle - DOWN below
275 KCAS.
It is possible to achieve a gear down and
locked condition without having the gear
handle in the full down position. This con·
dition will not allow the handle locking
solenoid to lock the handle down and
could result in inadvertent actuation on
the ground .
2·28
After receiving a down and locked indi-
cation, the pilot (front cockpit in l.tJ
should press the gear handle down to as-
sure it is in the full down position.
2. ~Flap lever- LANDING & TAKEOFF.
LANDING.
NORMAL LANDING.
Note
[f) All landings shall be made by the pilot in
the front cockpit.
The key to a good landing is precise airspeed control.
The use of the angle of attack indicator on final ap·
proach is covered in figure 2-8. After establishing
final approach speed, begin flare to touchdown at
intended poin~ and at recommended speed for air-
craft gross weight. To gain the benefit of aerody-
namic drag, the speed brakes may be extended prior
to landing. To prec~ude excessive rates of sink dur-
ing flare, a 2.5- to 3.0-degree final approach is rec-
ommended. Rate of sink should be controlled by
power until touchdown. Touchdown at recom-
mended speed and simultaneously reduce throttle
to idle. Increase back pressure to hold nose off.
To gain maximum drag chute effectiveness, which
is obtained in the higher allowable speed regions,
the drag chute should be deployed as soon as posi-
tive directional control is available.
If the drag chute fails to deploy and a go-
around is initiated, the drag chute handle
should be rotated and pulled aft to the
jettison position to prevent unexpected
deployment.
Maximum aerodynamic braking is obtained by
holding the nose off. The aircraft nose should be
gently lowered to the runway at (Q) 130 KCAS;
{f] 140 KCAS. The rudder is effective for main-
taining directional control down to approximately
60 KCAS. Additional directional control may be
obtained by use of brakes. If necessary, nose wheel
steering may be engaged after the nose wheel is on
the rw1way and the rudder pedals are in neutral.
Oversensitivity must be anticipated at speeds above
80 KCAS.

Do not engage nose wheel steering until
the nose wheel is on the ground. The
switches actuating the system are on the
main gear struts and it is possible to en-
gage nose wheel steering before the nose
wheel is on the ground. Such engage-
ment could result in an abrupt change in
direction when the nose wheel contacts·
the runway.
There is no difficulty in slowing the aircraft if
touchdown is made at recommended speeds. The
landing distances in the Appendix are computed
with speed brakes extended and a single smooth
application of the brakes with constantly increas-
ing pedal pressure. Wheel brake operation is
covered in section I.
If an unknown type of brake malfunction
occurs, pull emergency brake handle. The
antiskid system will become inoperative.
• If an antiskid malfunction occurs during
landing, the brakes should be released
and the antiskid switch positioned to
OFF immediately.
HEAVYWEIGHT LANDING.
Heavyweight landing procedure is the same as for
normal landing except for increased approach and
touchdown speeds as presented in the Appendix.
Recommended approach speeds and glide angles
must be adhered to and landings must be smooth
with very low sink rates; refer to section V.
CROSSWIND LANDING.
Crosswind landing procedure is the same as for
normal landing except that the following steps
should also be accomplished: Hold upwind wing
down through touchdown to maintain a non-
crabbing approach. For extremely high crosswinds,
a combination crab-wing low approach should be
maintained through touchdown. To minimize
weather vaning and to improve directional control,
avoid excessive nose high attitude and lower nose
immediately after touchdown. Final approach and
touchdown speeds should be increased 5 knots for
every 10 knots of crosswind component to com-
pensate for loss of lift from the spoilers. For
T.O. 1F-105D-1
crosswind landing speeds for specific gross weights,
refer to the Landing Crosswind Chart in Appendix
I and II, Part 8.
Spoilers create asymmetric drag and ex-
cessive application during the approach
and landing roll can adversely affect
directional control. Extreme care should
be used as drag will be in the direction of
application.
Note
Be prepared for weather vaning in cross-
wind landings when drag chute is deployed.
If excessive weather vaning is encountered,
jettison drag chute to obtain better direc-
tional control.
LAND ING IN GUSTS.
Landing in gusts procedure is the same as for
normal landing except, add one half of gust factor
to final approach and touchdown speeds. The gust
factor is the difference between the steady wind
and gust wind speeds. lf the steady wind is 20 knots
with gusts to 30 knots the gust factor would be 10
knots; add 5 knots to the final approach and touch-
down speeds for gust factor.
MINIMUM RUNWAY LAND ING .
Minimum runway landing procedure is the same as
for a normal landing except to achieve optimum
Short Field Landing capability on a dry runway,
immediately after touchdown, lower nose wheel to
runway and apply moderate to heavy wheel brak-
ing. As speed decreases, increase to heavy braking.
Pulling the stick back at lower runway speeds (below
approximately 130 KCAS) will provide additional
drag. Refer to section VI for additional discussion.
LANDING ON WET/ICY (SLIPPERY) RUNWAY.
Wet/icy runway landing procedure is the same as for
normal landing except, hold the nose off longer to
derive maximum aerodynamic braking. Use rudder
for directional control, and use extreme caution
when brakes are applied. If a side skid develops, re-
lease brakes immediately unt.il the aircraft straightens
Use crosswind landing procedure if a crosswind
exists. Refer to minimum runway landing, section
VI, for additional discussion on braking.
2·29
T.O. 1 F-1050-1

LANDING PATTERN TYPICAL

• AIRSPEEDS GIVEN ARE BASED ON LANDING GROSS WEIGHT OF: [Q] 31,500 LB,
1EJ 33,500 LB.
(Aircraft with B/ B tank, two 450 gal tank and 2000 pounds of fuell.

• ADD 3 KNOTS TO THE SPEEDS FOR EACH 1000 POUNDS OF ADDITIONAL WEIGHT.

• AIRSPEEDS FOR OTHER GROSS WEIGHTS WILL BE FOUND IN THE APPENDIX.

c. l anding gear handle - DOWN (below
275 KCAS) Obse rve landing ge ar exten-
sion speed restriction.

f.

g. Maintain break altitude until on ba se

leg. Airspeed 225 I<CAS optimum

h. Landing gear a nd flap

position indicators - Recheck.

i. Decrease airspeed to 195 -

210 KCAS prior to rolling
out on flna!, Speed
brakes - As required .

above field elevation and approximately

one mile f rom end of runway. This will
BStabllsh a recommended 2.5 to 3.0
degree approach. (Airspeed gradually
docreaslng to 190 KCAS.)
Final approach speed - I.QJ 188
[E) 1 93

Cross check AM I with standby airspeed

Indicator readings and angle of attack
IndicAto r position with fixed Index line.

Figur e 2-8 (Sheet 1 of 2)

2-30
 T.O. 1 F-1050-1

b. Level break- Adjust throttle as

required.

a. Enter traffic pattern at 300-350 KCAS

Enter pattern at approx three miles
from end of runway and 1500 feet
above field elevation or as directed

l~olly. } --~~

o. Brakes - as required.

Maintain directional control with rudder

and brakes. (nose wheel steering as required I

.m. AT lQ] 130 I<CAS, [EJ 140 KCAS lower nose.

Figure 2 - 8 (Sheet 2 of 2)

2-31
r.o. 1F-1oso-1
Note
Refer to RCR chart in Appendix for in-
creased landing ground roll distance.
LANDING WITHOUT DRAG CHUTE.
Landing without a drag chute or if the drag chute
'ails to deploy during landing, the following pro-
:edure is recommended for minimum roll on a dry
unway. Refer to minimum and wet/icy runway
anding for additional information and to the RCR
charts in the Appendix for increased ground ro11
distance. Use of speed brakes will decrease landing
roll approximately 4 percent.
a. Speed brake switch -OUT.
b. Touchdown at recommended speed.
c. Throttle - IDLE.
d. Utilize maximum aerodynamic braking.
e. Lower nose.
f. Brakes - As required.
Initially apply moderate braking; as speed
decreases, increase to heavy braking.
g. Pull control stick aft (below 130 knots) to
provide additional drag.
GO-AROUND.
The decision to go-around should be made as early
as possible. li such a decision is made, proceed as
follows. (See figure 2 - 9.)
Failure of the warning signal (beeper) to
sound or the warning light to illuminate
during retraction is an indication of a
failure in the warning system and must be
considered as an unsafe gear.
AFTER LANDING.
WARNING I illuminates.
lf brakes are suspected to be in an over-
heated condition after excessive use,
2·32 Change No. 3
maneuver the aircraft off the active run-
way and stop. Do not tow the aircraft
into a crowded parking area until wheels
and brakes have cooled. Do not stop cock
throttle with hot brakes until firefighting
equipment is available.
1. Speed brakes - I N.
2. Antis kid- OFF.
3. Temperature control panel- Set.
a. Pitot heat switch - OFF'.
b. Rain removal switch - OFF.
c. Forward windshield defogging switch -OFF.
d. Windshield side panel defroster- OFF.
e. Temperature control lever - R.Alvl.
Wait 15 seconds for the cockpit to depressurize,
then check cabin pressure altitude. [f the
cabin pressure altitude is below field altitude
do not open the canopy until engine is shut
down.
4. ~ Canopy - As desired.
[£]Pilot in rear cockpit should co-ordinate w1th
front pilot before opening canopy.
(~J
Observe open canopy restrictions noted
in section V.
5. Drag chute- jettison while rolling straight.
The drag chute should be blossomed, if possible,
and aligned straight aft of the aircraft when
jettisoned.
If drag chute is jettisoned during a tum,
heave metal fittings can damage the speed
brake doors and/or the stabilizer.
6. Fwd and aft boost pump switches - OFF.
7. ~Take off trim button - Depress until light
8. : . . Fire control system power switch -
Check OFF; if not OFF:
a. Fire control system power switch- STBY.
 T.O. 1 F-1050-1

d. When definitely airborne, landftfg gear handle

- UP. Obtain up and locked gear prior to ex·
ceeding 240 KCAS.
e. Flop lever - CRUISE & MANEUVER (240 KCAS
MIN). Flop indicator - Check f!aps UP. If flops
fail to retract, place flap handle to HOLD TE
FLAPS and maintain airspeed below 275 KCAS.

WARNING
If afterburner lights up when pitch trim change
occurs, due to landing gear retraction, pilot-
induced pitch oscillations may occur.

NOTE
Fuel consumed during a go-arOund will be
approximately 250 pounds without after-
burner and 1000 pounds with 40 seconds
afterburner operation.
On normal go-around, military thrust will
provide sufficient thrust. However, If t1te
-lght and lor externol lood ~figuration
wcmanb, afterbu~r 111ay be IIMCI.
CAUTION
If A/ B is required, thrust will be less than
full Military Thrust until A/B lights, which
may take up to five seconds.
• In the event of lack Clf thrust or acceleration
during a go-around. failure of the thrust decay
switch can be suspected and the go-around
should be completed with use of A/ B. A go-
around may be accomplislie.d if a failure of
the VAl system is such that it is impossible to
return the duct plugs to their normal full aft
position.
(E] When retracting gear, move gear handle firmly
to its full UP position and then exert down-
ward pressure to assure the rear cockpit gear
handle is also latched in the UP position,

Figure 2 - 9
2-33
T.O. 1 F-1050·1

b. Radar mode SRCH/ A'! h. button - Depress.
c. Check antenna stowed.
d. J<'ire control system power switch - OFF.
9. ~ F'lap lever - LE & TE FLAPS UP.
10. ~ AFCS emergency disconnect lever - Depress.
Check for negligible control surface motion and
stab-aug disengagement. Minor surface transients
may result when the series actuators center lock.
CEJ6. Idle stop - Disengage.
Ir idle stop is engaged (up) it will require ap-
proximately 30 pounds of force be applied
and held for the pilot to move the throttle to
OFl''·
7. Throttle- 75 percent RPM.
Operate engine at approximately 75 percent
RPIVl for a minimum of 15 seconds and a maxi-
mum of 30 seconds immediately before shut-
down to properly scavenge engine oil.

11. Navigation equipment - OFF.

a. lFF'/SIF - OFF.
To prevent damage to equipment, the
b. Doppler- OFF. Doppler heading reference switch and the
fire control system power switch must be
c. lLS - OFF. OFF before the ATM is stopped.

d. ~ TACAN-OFF. Note

12. ~ UtiliLy hydraulic pressure - Monitor. Delay at IDLE momentarily to allow

nozzle to open.

ENG INE SHUTDOWN. 8. Throttle- OFF.

1. Throtlle - IDLE. 9. Engine deceleration -Check.

2. Wheels - Chocked.
10.
Receive signal from ground crew that wheels
are chocked before releasing brakes.
3. Antiskid - Check, then OFF.
Apply moderate-to-heavy brake pressure on
one brake pedal. Check for pedal pulse when
turning antiskid on to indicate energized anti-
skid system. Tum off antiskid and duplicate
check for other brake.
11. ~ Fuel tank selector switch - 0 FF at 0 per-
Note
If pedal pulse is not felt, have crew chief
check for pulse in brake line or brake
discs on landing gear.
12. I<'uel shutoff switch - SHUTOFF at 0 per-
II pedal pulse is not felt, have crew chief
check that antiskid fail-safe system is reset.
Check that engine decelerates freely.
~ DC generator caution light - Check that
light illuminates when RPM drops below
approximately 30 percent.
If engaged, the RADAR and 'rACAN takeover
buttons should pop up. lf the DC generator
light does not illuminate position DC genera·
tor switch to OFF. This will avoid damage to
the battery caused by a maliunctioning re-
verse current relay.
<.:ent RPM [997C and 1044] N/C/W.
Do not turn fuel tank selector OFF while the
engine is rotating due to possibility of col-
lapsing fuel lines.
cent RPM [997C or 1044] C/ W.

4. Radio- OFF. Do not position tLe fuel shutoff switch to

SHUTOFF while the engine is rotating due to
5. lG"" Canopy-OPEN. possibility of collapsing fuel lines.

2·34 Change No. 3


13. AC generator switch- OFF.
14. Inverter switch - OFF.
15. Battery switch - OFF.
{E) If engaged, the FLIGHT, ~AV, COMM
and WEAPONS takeover buttons should pop
up.
16. :.... Oxygen system -Normal.
BEFORE LEAVING THE AIRCRAFT.
1. ~ Seat safety pin - Installed in se.at leg
brace before releasing safety belt.
Do not lay shoulder harness straps over
the head rest or between head rest and
seat. lf the canopy is actuated with the
shoulder harness in this area, damage to
the shoulder harness and canopy actuator/
remover can result.
2. Parachute firing cable- Disconnect from the
parachute deployment gun actuator and in-
stall safety pin d'nd dust cap in the cable
(1038] C/W.
I
WARNING
The force-deployed parachute cont.ains a
ballistically fired deployment gun. Ex-
treme caution shall be exercised any t ime
parachute is handled. Ensure that safety
pin, st,reamer, and dust cap are always en -
gaged in cable assembly to prevent de-
ployment gun being discharged when
cable assembly is not connected to actu-
ator on ejection seat. Hold parachute so
that barrel of deployment gun points
away from all personnel and towards a
suitable parapet in case of discharge.
Do not apply pressure to spring-loaded
dust cover on actuator when removing
parachute cable or deformation of the
cover may result.
T .O. lF-1050-1
Note
A force of 35 lo 50 pounds is required to
separate th~:~ parachute firing cable end
f1tting from the actuator.
3. AFTO Form 781 -lnsure completed.
In addition to established requirements
for reporting any system defects, unusual
and excessive operations, entries will bt>-
made on the AFTO Form 781 to indicate
when any limits noted in the Flight
Manual have been exceeded.
COCK ING PROCEDURE.
QUICK STR IKE COCKPIT.
Complete the COCKPIT CHECK then do the
following:
1. 4 Fuel tank selector switch -OFF {997C
and 1044] N/C/W.
2. 4 Fuel shutoff switch - SHUTOFF f997C
or 10441 C/W.
3. Battery switch-· OFF.
4. 4 Fuel tank select{)r switch- .:\1AIN TK
(MAIN).
5. Fuel shutoff switch - ENGINE FEED {997C
or 1044] C/W.
6. Boost pump switches -ON.
7. :.... Radio -Set and ON.
8. R-14A Radar- Set.
9. ~ Flap lever - LANDING & TAKEOFF.
10. Speed brake switch- IN.
11. Oxygen diluter lever -100%.
12. Fire control system power switch -- STBY.
13. Inverter switch -STANDBY.
14. IFF/SIF -Set and STDBY.
2·35
T.O. 1F-105D-1

15. TACAN -Set and T/R. 7. Fire control system power switch -ON.

16. ILS - Set. 8. Stab-aug- ON.

17. Cockpit lights -·· Set and 0 N. 9. 4 Trim for takeoff.

18. Navigation light- ON (if required). 10. Safety pins -- Removed.

SCRAMBLE START. 11. Canopy -Closed and locked.

12. Chocks -Remove.

1. Battery switch - ON.

2. Cartridge start button - Depress until ON RUNWAY.

positive indication of RPM.
1. Antiskid - ON.
3. Throttle- IDLE when tach indicates
8 percent RPM. 2. Pitot heat switch - Set.

4. ATM switch - START AT 50% RPM. ABBREVIATED CHECKLIST.

5. AC generator switch- RESET then ON.
Your Normal Procedure abbreviated checklist is
6. ~Doppler -ON. contained in T.O. lF-1050-lOI...l.

2-36
.,..,..,~_..,~...,~~~~1'1'-.f
T.O. 1F-105D-1

-
Sec-tion.. III
-
EMERGENCY -
PROCEDURES -
NOTE
-
These emergency procedures are in the phase of operation sequence as outlined in
the table of contents. This permits the presentation of failures in the order in which
-
-
they can be anticipated, or where they will have a more serious effect on aircraft
operation. Certain failures are presented under the indication or symptom of the
failure to assist you in recognizing the failure and accomplishing the appropriate

-
procedure. Decision factors are also prov1ded as a guide in the selection of certain
procedures.

Emergency Procedures will be initiated by the pilot presently flying the aircraft (front
or rear cockpit} . The pilot in command is in the front cockpit and will take over control
as soon as it is safe to do so.

Procedural steps preceded by a

in the rear cockpit.
1!. . . will also be accomplished by the crew member -
'~
~
NOTE

All odors not identifiable by the

flight crew shall be considered toxic.
Immediately go on 100 percent oxygen,
properly ventilate the aircraft and
land as soon as practicable. Do riot
~
~
take off when unidentified odors are
detected.

~
DEFINIT IONS

CRITICAL PROCEDURE - A critical procedure is an emergency that must be performed immediately without reference to
printed checklists and wh1ch must be committed to memory . These procedures are presented in Capitalized BOLD face typ~ . ~

JETTISON AS REQUIRED - If in the judgment of tho pilot, aircraft handling characteristics are marginal or compromised ~
due to external stores, tanks and external stores should be jettisoned. Normally, empty 450-gallon wing tanks do not
a'fllversely affect aircraft handling characteristics and may be retained.

LAND AS SOON AS POSSIBLE- Declare an emergency and land the aircraft without delay. Aircraft gross weight should
be reduced by jettisoning external stores. A landing should then be accomplished at the nearest suitable airfield.

LAND AS SOON AS PRACTICAL- Aircraft gross weight may be reduced by burning out fuel. A landing can then be
accomplished as soon as maximum emergency landing gross weight is reached or at any time thereafter.

3 -1
 TABLE OF CONTENTS

- Abort .
GROUND OPERATIONS

ABORT/ BARRIE A ENGAGEMENT .

Abortl8arrrar Engagement/Decision Factor.>.

3-3
3-4
33
PITCH MECH ADV Lrght - Landrng Gear Down
Pitch Trr.n - Runawav or Inoperative
Right Roll Tnm and Feel Inoperative ..
Roll Trirn - Runaway or Inoperative . . ..••.
3-37
3-36
3· 38
3-37

-
RUDDER TRAVEL L•gh t ·- Above275 KCAS 338
Ca11opy Retention{Factors. . . . .. . . . . 3-4 RUDDER TRAVEL Light - Below 260 KCAS .. . .. . 338
EMERGENCY GROUND EVACUATION . 3-6 Speed Brakes - Fail to Close . 339
LANDING GEAR RETRACTION ON THE GROUND . 3·5 Vibration or Osc•llations In Flrght Contro ls • 3 35
RUNWAYEMERGENCYPROCEDURES . • .. 3-3 Yaw Trim - Runawav or I noperative 338
STARTING ENGINE .••.... . 3-3 FUEL SYSTEM FAILURES . 3 24

-
Engine Frre Durrng Start 3·3 AFT BOOST PUMP Loght . . . .. . 3 -25
TAXIING . .. . . • . . .. J .J Excessive Fuel Consumption/Loss of Fuel . .. .. . . . 3 -25
Brake Failure (or ATM/Utility Hydraulic Failure!. .•. . 3-3 Excessrve Fuel Venting . . . . 3-26
FUEL INLET PRESS and MAIN BOOST PUMP Llgln and
TAKEOFF Fwd and/or Aft Tank Contarn Fuel . 3 -24
FUEL INLET PRESS Light end No Boost Pu mp Ltghts 3 24

-
A l B FAILURE DURING TAKEOFF . . 3-7 FWD BOOST PUMP L•nht 3 24
ENGINE FAILURE DURING TAKEOFF . 3-7 Gravity Fuel Feed Procedure .. . 3 -25
ENGINE FIRE DURING TAKEOFF .. . 3-8 MAIN BOOST PUMP Light . . 3-24
LANDING GEAR FAILS TO RETRACT or INDICATES HUNG RPM OR STUCK THROTTLE 3 -22
UNSAFE . • . . ... . . 3-8 JETTISON PROCEDURES 39
T I RE FAILURE DURING TAKEOFF . . . • ••..... Jettison AIM-98 - Unarmed . 3-10

-
3-8
ZOOM MANEUVER ..•...•• 3·7 Jertison All Pylons (With Stores) 3-10
Jettrson Center Tank (And Pylon) 3 10
IN FLIGHT Jenison Inboard MER . 3 -10
Jemson Outboard, Inboard or Cemer Pylon 3· 1()
AFTERBURNER FAILURES 3·21 Jett•son SUU-21/A Multiple W3apon Pylo n Centerline
A l B Ooeratron - ThruSl Less Than Normal 3 -21 IPCU-102Al 3-10
A l B Shu1down - AlB Faits to Cut Off 3-21 L<:unch AGM -128 . 3 10
After A / BLights Up- Rapid Rrse in EGT and MAIN AIR LINE O'HEAT LIGHT . . . . . . . 3 19
Decrease in RPM . . . . . ... . 3-21 OIL SYSTEM FAILURES . 3 22
After AlB Shutdown- O'HEAT Light and Thrust Oil Pressure Above 50 PSI . 3·23
- Less Than Normal . . . . . . . . . 3-21 Oil Pressure Below 35 PSI . 3-23
AIR START . . • . . . . . . • • . • • . • . . • 3-11 Oil Pressure Between 35 and 40 PSI . 3-23
Air Stan/ Decisron Factors . • . . . • . 3-11 Oil Pressure Fluctuatton In Excess of 5 PSI 3·23
A ir Start Pro cedure . . . . • • . . . • • . • • • . . . 3-11 SMOKE OR FUMES IN COCKPIT . . . 3-20
ATM AIR LINE O'HEAT LIGHT .. . • • . . • . . . . • . 3-18 SPIN RECOVERY 3 -40
- CANOPY LOST . . • . . . . . . . . . • . . . . • . . 3-39 UTILITY HYDRAULIC SYSTEM FA1LURE . 3-32
COCKPIT SYSTEM FAILURES .. . . . . . . . . . . . . .. 3-39
Antr -G Suit Foils to Deflate . . . •. . . . •.. , . • . . 3-39 LANDING
Cockpit Oepressunzation . • . . •••• , . . . • . 3-39
Excessive Cockpit Temperature • . . • . . . . 3-.W BARRIER ENGAGEMENT ••.. . • 3-45
Hypoxia 3-40 CG OUT OF LIMITS 3 47
- COMPTO"HEATLIGHT. . . . • . • . • . • . . . . . .. • . 3-18 AftCG. • ..••.. . 3·47
EJECTION 3-13 Forward CG ...•..• 3-47
Ejection/Decision Fact01s •.... .. .. , . . . . 3-13 DITCHING • . . • . . . . .. . . . . . . 3·51
Ejection Procedure . . . . . . . . . . . . • 3-15 EMERGENCY ENTRANCE .. . • . . . 3 52
ELECTRICAL POWER SYSTEM FAILURES . . 3-28 FLAPS UP .. . 3·48
AC Generator/ ATM Inoperative 3·31 FORCED LANDING . . ..•.. 3-48
-
Battery Hrgh Charge and/or Hrgh Voltage Cautron Forced Landrng/Decisio n Factors 348
Light lllumrnated . . • . . . . . 3-31 Forced Landing Procedure ....••..• 3-49
DC and AC Generator Inoperative . . . . . . . • . 3-30 GRAVITY FUEL FEED 3-46
DC GEN Lrght . . . . . . . . . . . . • • . . • . 3-28 LANDING GEAR FA I LURES . 3·45
EMERGENCY FUEL SYSTEM OPERATION . 3-11 Arresting Hook Extended . . 3·45
- ENGINE DUCT INSTABILITY 3 -23 Landrng Gear Cannot Be Extended . 3 43
Subsonic • . . • . . • . . . • . . . 3-24 Landrng Gear Down, lndrcates Safe. LG Handle
Supersonrc . . . . . • . . • • 3-23 lllurnrnated . 3 44
ENGINE FAILURE . . . • . . . . . 3-10 Landing Gear Down, UnS<Jfe Indication . 3 43
ENGINE FIRE DURING FLIGHT . . . . • . . . 3-18 Landing Gear Fails to El<tend Normally . 3-42
FLAP FAILURE . . . . . . . . . . 3·38 Nose Gear Up or Unsafe . . . • . .. . . . . . . 3-44
- FLIGHT CONTROL HYDRAULIC SYSTEM DAMAGE . . . 3-32 Nose Wheel Not Centered or Torque Links
Flight Contro l Hydraulic System Damage (Aircraft Disconnected . . . . 344
Recovery) . . . . . . . . 3-34 Nose Wheel Tire Failure . . . . .• . •.. 3-45
Flight Control Hydraulic System Damage (Pilot One M;un Gear Up or Partly Retracte<i .•• . •.. 3 43
Recovery) 3-32 Tail Scrape On Takeoff or Go Around 3·45
FLIGHT CONTROL HYDRAULIC SYSTEM FAILURES . . 3-32 Tire Failure During Landing . . . .. . . 3·45
- Both Pnmary Hydraulic Systems Failure . • 3-32 Wheel Brake Failure . • • . . . . 3 -45
Single Primary Hydraulic System Failure . . . . . . . • . 3-32 ONE FULL WING PYLON or EQUIVALENT WEIGHT
FLIGHT CONTROL SYSTEM FAILURES . . . . . . • . • . 3-35 STORE . . . . . . . . 3·47

- :,V
; ;SP; ;·; ;·; ,;;
Ailemns - Locke<i Out Below 680 KCAS . . . . 3-37 PRECAUTIONARY PATTERN AND LANDING . . . . . . 3-42
Flap Failure. . . . . . . . . . . . 3-38 SIMULATED FORCED LANDING 3 -51

ii,CH=DV;;-;;·~
-

MT A
 - - - - ------- -
GROUND OPERATIONS.
This phase of operation is fro m starting the engine thru taxiing to takeoff position
and includes runway emergencies resulting from aborted takeoff, or that occur on
landin!J roll.

STARTING ENGINE . The decision will be influenced by tht! nature of

ENGINE FIRE DURING START.
If the fire or overheat warning light illuminates, or
there is evidence of fire. proceed as follows:
the failure, lhe speed and point of takeoff roll where
the emergency is recognized and the ability to ac-
complish a safr abort, or continue takeoff to safe
altitude for subsequent emergency procedures.

1. THROTTLE- OFF.

2. Fuel tank selector- OFF [997C and 10441

WARNING I
N/C/W. If during takeoff any part of the aircraft
strikes the runway with gear retracted
3. Fuel shutoff switch - SHUTOFF [997C or and it is impossible to obtain takeoff
10441 C/W. attitude and speed- ABORT.
4. Fire Extinguishing Manual Discharge Switch -
I Depress.
ABORT/ BARRIER ENGAGEMENT.
5. Battery sw1tch or DC external power - OFF .
ABORT/BARRIER ENGAGEMENT/DECISION FACTORS.
6. On pnewnalzc start Signal crew chief to
shut off air. In making the deciswn to abort certain known fixcrl
factors about lhe r unway, barrier and aircraft con-
7. ,...... Evacuate the aircraft. figuration must be considered:

TAXIING . Runway.

Brake Failure (or ATM/Utility Hydraulic Failure). • Length

1. Emcr~en('y brake···· Pull. • Condition of surface.

Only lhree full brake apphcations are available
• Condition or type of over-run art>a.
Each reductlOil in bntke pressure blN'ds off
t.he total arnnunt of hydraulk fluid available.
Bm-rier.
RUNWAY EMERGENCY PROCEDURES.
• Locat1nn.
On most takeoff emergencteo: the pilot is fated with
• Type.
the dt>ciswn bet Wt'en aborLing or continuing the
takeoff. The major failur<'s involving such a decision
• Capability.
m·e:
Aircraft Configuration.
• Complet<~ or partial Joss of thrust (engine
failurr:, A/B failure, engine fuel pump element • Gross weigh l.
failtLre, fuf'l (.'Ontrol failure, etc.}. • External stores.

• Fire or overheat indication. Nature of Abort.

• Early decision to aborL - Low speed, maxi-
• Tire failure. mum runway available for braking.

Change No. 3 3-3

~~~~~..,~~..,~~~
I T.O. 1F-1050-1
• Late dedsion to ahort- High speed, mini-
I mum runway available for braking.
• Availability of drag chute.
• Type of failure and degree of control of air-
I craft. (Utility hydraulic system available for
normal brakes, antiskid system and nose
wheel steering.)
I 'J'he decision to retain or jetttson external stores on
the runway prior t.o a barrier engagement must be
made by the pilot,. Certain stores may be jettisoned
to reduce gross weight to within the barrier or
arresting hook/barrier engagement. limits, or estab-
lish a configuration that will improve barrier en-
gagement probability. However, jettisoning fuel
tanks can result in their colliding with the aircraft,
or following the aircraft into the barrier resulting
in possible fire.
• If gross weight and/or speed is excessive, cer-
tain stores may be jettisoned. Refer to
figure 3-1 for arresting hook/barrier limitations.
• With two 450 gallon inboard tanks installed,
engagement characteristics are comparable
to the clean aircraft.
• MA-1 / lA web barrier engagement with a 650-
gallon centerline tank, centerline MER or
MN-lA dispenser installed is unlikely.
' I WAIN lNG
' A jettisoned centerline s~ore will be boxed
in by the landing gears and ventral fin,
and will probably hit one or more sides
of the box before escaping. Damage to
' the tail hook assembly is possible pre-
venting its use during barrier engagement.
'
• Refer to applicable Weapon Delivery Manual
for im~tructions on permissible jettisoning of
special stores.
'
CANOPY RETENTION/FACTORS.
Takeoff and la11ding emergencies ending with the
aircraft inverted, or inability to open the canopy
electrjcaJly, manually or by jettisoning are remote.
''~..,..,..,,., ~
Aircrew survival is enhanced by retaining the canopy
during crash type emergencies. The canopy may
prevent c.ables or wires from coming into the cock-
pit in addition to offering temporary pro~ection
against being saturated with flaming fuel and the
direct effects of fire. Therefore. the <:anopy should
be retained until exit from the cockp1t is possible.
a. Manual opening is ilw slowest method of open-
ing the canopy. Th(> advantage of this method
is that there is no fire hazard. The disadvan-
tages are time to abandon and the fact that
unknown fuselage damage could hind the
canopy and possibly prevent its opening.
b. Electrical opening of the canopy bas the advan-
tage of speed and no physical exertion . How-
ever the disadvantages in addition to those for
manual opening, include a possible fire hazard
due to actuation of an electrical circuit and un-
certain canopy oper.-1tion due to a battery of
unknown condition of life.
c . Jt'tLisoning of the t:anopy is the fastest method
of removing the canopy and does not have the
disadvantages of the manual or electrical open-
ing. However, t.he fire hazard is greater because
of the canopy remover firing.
d. If cannpy cannot be opened, the canopy
breaker tool may be used.
I WARNING
I
• If the cockpit contains fumes, manual
opening is recommended to prevent
possible fire.
• If the canopy is not fully closed, it is pos-
sible that it could not be jettisoned and
would have to be opened manually or the
plastic cut through with the canopy
breaker tool.
ABORT.
1. THROTTLE- IDLE (OFF FOR FIRE AND
EMERGENCY BRAKE- PULL).
2. EXTERNAL LOAD - JETTISON (if necessary).
3. DRAG CHUTE - DEPLOY.
If stores are jettisoned. delay deployment as
_,.,
long as possible to minimize possibility of
stores ouer-taking aircraft.
~ ~ ~ ~ ,6/T..,.
 55
ARRESTING HOOK I BARRIER
~

,
1-'
"" ~-'r-.
~~
-

50
I
"~-'

"'0z 1 i'f\1
fl.
P'l"
I'I'
!"'-~
::)
0
~

0 45
0
MA-1 - BA K-13 BAK- 12 ~'t-o. " "'""'~ BAK-9

0 I 1\ ~~
- -·•
:.
f' ~r-.
, j I'
-_a '
I I\
""
~ -
.
I "r. I'

~
" I'
35 ~

"I
I
~
~
~'
~

a
30
80 100 120 140 160
ENGAGEMENT SPEED-KNOTS

Note

MAXIMUM ARRESTING SYSTEM ENGAGING SPEEDS These limits are based on a hook yield strength of
49,000 pounds. T he speeds shown for the various
AIRCRAFT WEIGHT ENGAGING SPEED - KNOTS
gross weights are the maximum speeds that 'the air-
POUNDS BAK-9 BAK-12 BAK- 13 c raft can engage the barrier without failing the hook.
30,000 156 148 125
32,000 155 147 124
34,000 154 145 123
36,000 152 143 122
38,000 150 141 120 Due to the many configurations of arresting barriers
40,000 148 139 119 and various combinations of installations, only data
42,000 144 136 117
44,000 140 133 116
on Air Force barriers are included in the Flight Manual.
46,000 136 129 114 These barriers can be safely engaged if the above
48,000 132 125 113 limitations are followed. E ngagement of other barriers
50,000 128 121 111 s hould not be attempted as data is not available on
52,000 124 117 110 the stress imposed on the arresting gear with other
t 54,000 120 114 108 systems. Catastrophic failUTe will occur if the hook
is overloaded. Especially front end and mid-fie ld en-
gageme nts should not be attempted as structural fail-
ure will occur.

Figure 3-1

Change No. 3 3-4A/(3-4B blank)


4. ARRESTING HOOK - EXTEND.
5. Brakes ·-Apply optimtlm.
• If emergency bral~e handle is pulled. antiskid
is jnoperative.
• lf a mazn tire fails, antiskid switch- OFF', use
differential braking and nose wheel steering,
as vibration increases the brake should be held
and locked on the failed tire.
6. Attempt to engage hamer squarely.
Normally the t,hrottle will be positioned to
IDLE which will permit a.irc.Taft to taxi clear
of runway after hook engagement. I{ the
throttle is positioned to OFF, accomplish as
much o{ the following a.'> possible prior to
engaging barrier.
a. Emergency brake -PULL.
b. ;..- Shoulder harness- LOCKED.
c. Fuel t.ank selector switch- OFF [997C
and 1044] N/C/W.
d. Fuel shutoff switch - SHUTOFF [997C
or 1044] C/W.
T.O. lF-1050· 1
e. Battery switch- OFF.
When the aircraft is approaching the bar-
rier with the nose extremely low, and it
is imperative that the barrier cable be en-
gaged, the brakes shouJd be released prior
to crossing the cable.
LANDING GEAR RETRACTION ON THE
GROUND.
Retracting the landing gear while on the ground
as
should be considered only a LAST RESORT.
However, it is conceivable that a situation might
arise wherein retracting the landing gear while the
weighl of the aircraft is on the main struls might
be considered necessary. Lf so, proceed as follows:
1. La11ding gear downlock override svv1kh-
Hold actuated, then move gear handle - UP.
Actuat.e the override switch before moving
landing gear handle. (DC powex and utility
hydraulic pressure must be available.)
Change No.3 3-5
2. Throttle -- OFF.
If time and circumstances permit, do as many
of the following. as possible.
a. ~ Shoulder harness - LOCKED.
b. Fuel tank selector sw1tch - OFF [997C
3. ..,.... Canopy - Open or jettison as required.
and 10441 N/C/W.
c. Fuel shutoff switch - SHUTOFF [997C or
1044] C/W.
d. Battery switch - 0 FF.
3. ,... Evacuate aircraft.
The parachute should be removed and
all personal leads disconnected before the
canopy is opened or jettisoned, to aid in
exiting the aircraft as rapidly as possible.
1. -.... Open safety belt, disconnect personal
leads.
a. Electrical.
b. Oxygen - Disconnect mask hose from
connector.
c. Anti G suit.
d. Vent suit.
2. ..,_ .. Remove parachute.
WARNING
I
If the parachute is retained the survival kit
4. ....... Exit from aircrafL.
emergency release handle must be pulled all
the way up prior to lifting the kit as liftirlg
the kit will arm it.
If thP kit is lifted more than one inch
prior to pulling the emergency release
handle the life raft will inflate when
the handle is pulled.
Note [ 1038] C/W
If the parachute is retained, stand up and
puJI on the parachute firing cable. If will
separate from the parachute deployment
gun actuator without firing the deploy-
ment gun.
a. Manual optming.
(1) Canopy lock lever - Unlock.
(2) Canopy actuator release- Actuate.
(QJ T handle - Pull forward.
[f.l Pip pin - Remove. lever move
forward.
(3) Raise canopy manually and hold up.
Automatic uplocks are not provided.
b. Electrical (normal) opening.
(1) Canopy Jock lever - Unlock.
(2) Canopy control switch -Hold to
OPE!\.
c. Jettison.
Auxiliary canopy jettison handle - Actuate.
Canopy will jettison without arming the
ejection seal.
d. lf canopy cannot be opened, cut through
canopy using canopy breaker Lool.
Use a double hai1dgrip and penetrate both
layers of plastic by exerting maximum
force.
Aim each blow into clear plastic as near
the edge as possible.
WAIN lNG
I
Because of the height of the cockpit above
the ground, care should be exercised
when evacuating the aircraft without a
ladder.
 TAKEOFF.

This p hase of operation is fro m t he time the t hrottle is advanced for takeoff until the
aircraft is cleaned up and initial climb established.

ZOOM MANEUVER. If an emergency landing must be made, perform as

much of the following as possible.
In the event of loss of thrust, fire or overheat indi·
cation during takeoff when it is too late to abort 3. RAT lever - EXTEND.
(or during flight at low altitude with sufficient air·
speed available) the aircraft should be pulled up Move forcefully to the full forward position
(zoom) to exchange airspeed for an increase in alti- with no hesitation in the mid travel area.
tude. This will allow more time for accomplishing There should be no control movement during
subsequent emergency procedures (air start, estab· RAT lever movement.
lishing forced landing pattern, ejection, etc.). Maxi·
mum altitude gain can be achieved by jettisoning 4. Landing gear emergency extension handle -
external stores prior to zoom. The decision to jetti- Pull.
son or retain external stores must be made by ·the 5. Flap lever - LANDING & TAKEOFF.
pilot on the basis of his evaluation of the particular
failure and conditions existing at the time of the 6. Throttle - OFF after touchdown, emergency
emergency. The point at which ctimb should be bra.ke - PuJl.
terminated will depend on whether the pilot intends
to eject or whether he intends to continue attempt- Only three full brake applications available,
ing air starts, establish forced landing pattern, etc. and antisk:id will be inoperative.
In any event, it is recommended that an air start be
attempted immediately upon detection of engine 7. Drag chute- Deploy.
flame-out and repeated as many times as pos!>ible. 8. Arresting hoo.k - EXTEND.
If the decision is to eject, the aircraft should be
allowed to climb as far as possible. The optimum 9. Fuel tank selector -OFF [997C and 10441
zoom technique is to pull the aircraft up with the N/C/W.
wings level until initial buffet is encountered. Hold
this condition until the speed drops to 200 KIAS 10. Fuel shutoff switch- SHUTOFF [997C or
or an altitude of 2000 feet is reached. If the deci- 1044] C{W.
sion is to continue attempting air starts, the climb 11. Battery switch - 0 FF.
should be terminated prior to the airspeed dropping
below best glide speed in order to obtain maximum AFTERBURNER FA I LURE DURING TAKEOFF.
glide distance and maintain adequate engine wind-
milling RPM for air start. See figure 3-2 for maxi- If Decision is Made to Stop:
mum glide.
1. ABORT.
ENGINE FAILURE DURING TAKEOFF.
If Takeoff is Continued:
If Decision is Made to Stop:

1. ABORT. 1. THROTTLE- MILITARY.

If Takeoff is Continued: Throttle inboard permits nozzle to close.

1. EXTERNAL LOAD -JETTISON.
Do not attempt to relight A/B during re-
2. ZOOM, IF POSSIBLE , AND EJECf. mainder of takeoff as it will keep nozzle open.

Ejection should be accomplished while the Open nozzle will be indicated by low EPR at
aircraft is in a positive climb. MILITARY THRUST.
3-7

2. i!:XTER NA L LOAD- JETTISON (if neces-
sar y).
Rotation speed and takeoff speed must be
increased if external load is not jettisoned .
1. THROTTL E - ~AINTAI N T AKEOFF
THRUST TO SAFE EJECT ION ALTITUDE.
1[ aircrafi speed is at or below 225 .KIA S,
ejection can be accomplished at zero altitude
[10:38] C/W.
2. EXTERNAL LOAD -- JETflSON ( if nec-
sary).
3. FIRE EXTINGUISHING MANUA L DIS·
CHARGE SWITCH ( 1060) C/W DISCHARGE.
4. JF CONFIRM EO FIRE CONTI NUES - EJECT.
5. If overheat light alone is illuminated. speed
brake!>-·- Open partially .
Note
Failure of the cxhau:;l nozzlf> to open
when the afterbm·n<=~r is started will be in-
dicated by a rapid r1se in exhaust gas
temperature and decreasE' in R P~1. To
prevent over-temperatm·£· rondition, the
afterburner must he cut off as soon as
possible.
6. If fire cannot be verified, reduce throttle to
minimum prartical Lhrust and land as soon as
possible or eject .
1. ABORT.
2. ANT ISKID - OFF.
W r iil!"
If Takeoff is Continued :
1. EXTERNAL LOAD - JETTISON (if n~ces­
sary).
2. DO NOT RETRACT GEAR.
Note
If it can be determin~d that the blown
tire has been torn from the wheel, the
gear may he retracted, d epending upon
mission urgeney.
lANDING GEA R FAILS TO RETR ACT OR
INDICATES UNSAFE.
ln the event the landing gear cannot be retracted as
a result of a malfunction of the landing gear system,
AT M/utility hydraulic system failure, the warning
lighLs fail to illuminate or the beeper fails to sound
dunng retraction, the main consideration will be to
sustain safe flight. with the gear down. \\'hencvPr an
unsafe gear up indir.ation 1s obtained after retrac-
tion, assume thf:! possibility of failure of the main
landing gear positioning bracket with resuitant
cocking of the wheeL Before landing in this con-
dition, request a visual check by another aircraft,
mobile control or lower to ascertain whether Lhc
mam wheelts cocked. A reLracteu gear that lJ1di-
eates unsafe may extend.
1. .Maintain saf<> flying speed, with A/B, not t.o
exceed 210 KCAS, minimize bank anglP.s.
2. At safe altilude, throttle - Inboard.
3. lf utility hydraulic pressure is available,
attempt to retract gear.
a. Check four circuit breakel's: LG WARNJNG
LG POS, LG WAHN ING CONTROL AND
LG (HA~DI,E) WAR~ LT IN.
h. Landing gear - Cyd~.
Move landing gear handle to DOWN and
when all gear indicates down :ll1d locked,
maintain sLraighL and level flight and movP
landing gear handlE> Lo UP.
c. If landing gear handle is stuck in DOWN po·
sition, landing gear downlock override
switch Hold actuated, then move landing
gear handle to UP.
 4. Lf landing gear cannot be retra<'led or eon-
linues to indicate unsafe, landing gear
handle- DOWN, observe 275 KCAS hmit,
redw:e weight and make appropriate landing.
ThP 275 KCAS wilh A/ B should apply only
when no control problems have been
encountered.
IN FLIGHT
This phase of operation is from the terminat ion of takeoff to t he initiation of landing.
JETTISON PROCEDURES.
Wh<'n jettisoning external stores several factors
must be considered:
• Types of stores.
• Imparl area.
• Asymmetrical configuration.
Jettison limitations. (See section V.) Depend-
ing on the emergency, it may be advisable to
jettison external stores outside the release
limits and risk some damage to the aircraft.
At, high speed jetttsoned tank type sLores occasion-
ally exhibit characteristics of aerodynamic lift be·
fore entering a ballistic trajectory. This tendency
is greater when tanks are jettisoned in a turn. Tanks
have been observed in free flight for 1500 feet
during which time they have gained as much as
3000 feet altitude.
WAIN lNG
I pensers and rocket launchers, except
When jettisonmg tanks in formation
flights, aircraft should be in a line
abreast at least 500 feet apart.
• When jettisoning in singlt:> flight, the pilot
shall warn adjacent aircraft of Ius decision.
Pilots of adjacent a,rrrafl will exercise ex-
treme watchfulness and, if possible, take
a position forward and above the aircraft
jettisoning the tanks.
5 . If visual inspectioo hy another aircraft,
mobile control or tower verifies a cocked
main wheel, and the decision is made to
land, request runway be foamed to assist
in making a s.tfe landing.
• Should any external stores fail to release
as planned, aircraft control may be mar-
ginal due to asymmetrical loading. Pilots
should anticipate a release failure and be
prepared to take corrective action imme-
diately. If an aC'cidental asymmetncalload
is (mcountered in flight and control diffi-
culties are experien<'ed, jettison all
external stores immediately.
• If an attempt is madt> to opPn the bomb bay
doors electrically either by (a) depressing t-he
bomb bay station sf'lcct button with the bomb
mode selector in thC' manual position or (h) de-
pressing the freeze fire button with the bomb
mode selector in any automatic position with
the bomb bay statton select button in. tlw
centerlitw tank ~ 650 or 450) will be jettisoned
even though the bomb bay o.;afety switch 1:> in
the 9Fl" posit10n.
• Following any attempted release or jetti-
son, any conventional munition that does
not separate from the aircraft should be
considered armed and susceptible to in-
advertent release dunng landing impact.
Following a normal release, all bomb dis-
bomb dispensers and rocket launchers
M-47 (Gravel), SUU-24 and SUU-25
(Flare), LAU-32B/A, LAU-59/A, aU
rockets with inert warhead used for train-
ing and training devices that require jetti-
soning of the entire pylon/launcher as·
sembly, should be considered as still
containing one or more bombs and/or
rockets. If visual examination cannot posi-
tively confirm a safe conditiOn, jetr.ison
prior to landing.
• After a SUU-13/A dispenser has been acti-
vated, it must be ejected or jettisoned pnor
to landing. This is to preclude return to
base of any non-ejected or partially ejected
munition clusters.
Change No.3 3-9
 ~1 1 1 1 7 7 7 . 1 1 - : 1 7 - , ~~~
~ T.O. 1F-105D-1

" ' lnfllght

-~ MAXIMUM GLIDE
NO WIND
WINDMILLING ENGINE

~
BEST GLIDE SPEED { ~ ~~ ~~:~
CONFIGURATJON
• Cleao

:..~ m e Ram air turbine-EXTENDED

• Speed brakes-IN
~ ~000~--~~~~~~--~~~~----~~~~ e Flaps-CRUISE & MANEUVER

~~
Cruise and maneuYer is subsonic minimum drag
configuration, other flap configurations will re-
sult in a redudion of the distance tran/ed

!.41111c(
r 10000 k:1-"-!-~--H'""'i'-i-+-r~d-~......-t-_....."t"""r~li:-;-~;--i-..-j,....._.;~:+------r+-...;-;-+-~.;.+........-~-.l-'-.............J

~
~ o~~~--~--~._--~--~~--._~~~~--~~~~--~~--._~
0 111\ ~ an: 40 50

~
DISTANCE TRAVELLED- NAUTICAL MILES

Figure 3-2

~ JETTISON All PYLONS (With Stores). LAUNCH AIM-9B UNARMED.

~ 1. Jettison external stores button - Depress. 1. Landing gear handle - UP.

JETTISON OUTBOARD, INBOARD OR CENTER PYLON 2. Master armament switch - WEAPONS .
(With Stores). •
3. Pylon-sequence-selector switch- CONV ST
,~ 1. Respective pylon jettison button - Depress.
JETT.
, ._ JETTISON INBOARD MER. 4. Outboard station selectors- Depress.
1. When MER's are installed on inboard pylons, 5. Bomb arming switch- SAFE.
the cartridges are removed making this system
ineffective. Pylon and MER's must be jetti- 6. Freeze/fire button -Depress.
soned together. This can be accomplished by
using the selective pylon jettison button JETTISON SUU-21/A, MULTIPLE WEAPON PYLON
placarded INBD. CENTERLINE (DCU-102A).

1. BB/C station selector switch- ON (up).

JETTISON CENTERLINE TANK (And Pylon).
2. Special weapons pylon jettison switch -
1. Belly tank jettison switch [997C and 1044]
Actuate (up).
N fC{W or centerline pylon jettison button -
Actuate.
ENGINE FAILURE.
JETTISON AGM-128.
1. GAM-83 jettison switch- Actuate (with Engine failure is defined as a loss of thrust, caused
DCU-59A) outboard or inboard pylon jettison by engine material failure or a flame-out. System

~~o: ; ·: h:o: L ;u:~:·;_;:~ I

 ...,...,
T.O. 1F-105D-1
characteristics often give indications of impending
engine failure. Reduction of thrust and minimizing
G forces will generally prolong the engine operating
time prior to engine material failure. Flame-outs
are generally due to improper fuel scheduling
caused by fuel system malfunction or improper
fuel system management. Appropriate operating
procedures may prevent a flame-out. Because of
the many variables associated with an engine failure
it is impossible to establish a predetermined set of
rules which would provide a ready-made procedure
applicable to all circumstances. Also, because of the
many variables encountered, the final decision must
remain with the pilot as to which procedure he will
follow. See figure 3-2 for maximum glide.
Note
Normally the pilot will be concerned with
Alit START, EJECTION, or FORCED
LANDING. The basic decision factors as-
sociated with the:;e procedures are pre-
sented as a guide to assist the pilot in
selecting the best procedure or combi-
nation of procedures for his particular
circurnstan ces.
EMERGENCY FUEL SYSTEM OPERATION .
The emergency fuel system may be used any
time failure of the normal fuel control system is
suspected. The system may be selected at any RPM
or throttle setting. When making an air start, if the
EMERG FUEL SYS ON caution light is delayed
in illuminating, a delay in relight must be antici-
pated. This is due to the time required to prime the
engine driven fuel pump and provide pressure which
will transfer the fuel flow from the normal system
to the emergency system. When operating on the
emPxgency fuel system, the throttle must be moved
slowly to avoid exceeding RPM and EGT limits.
Monitor RPM and EGT and control with throttle.
The afterburner may be started and operated when
operating on the emergency fuel system, but the
extended A /B range should not be used.
AIR START.
AIR START/DECISION FACTORS.
• Air start is not possible and should not be
attempted following complete engine failure,
(engine seizure or explosion).
• Jmmediate air starts may be possible at any
altitude providing RPM has not decreased
appreciably.
• The best glide and air start speed is !QJ 250,
(f] 255 KCAS. Maintaining this speed whE>n-
ever possible will help insure an air start as the
aircraft will be in a near level attitude and the
fuel tank gravity feed ports will be covered
even if fuel quantity is low. (See figure 3-2.)
• Air start probability increases below 30,000
feet. (See figure 3-3.)
• l<"uel supply must be available for air start and
will be indicated on the fuel flow mdicator.
The fuel flow indicator is powered by the
standby inverter during a flame-out.
• If the emergency fuel system is selected,
illumination of the EMERG FUEL SYS ON
caution light indicates that fuel pressure from
the engine driven fuel pump unit has trans-
ferred the fuel flow to the emergency fuel
system.
AIR START PROCEDURE .
Ignition is initiated each time the air start or cart-
ridge start button is depressed and continues for
20 seconds after the button is released. The 20
second ignition cycle is also initiated when the emer-
gency fuel system is selected. However, ignition is
not supplied to the ignition plugs (or fuel flow to
the engine) until/u nless the throttle is out of the
OFF position. The standby airspeed indicator and
altimeter must be used as the integrated instruments
will be inoperative. See figure 3-3 for airspeed and
aJtitude for obtaining consistent air starts. The
tachometer will probably give the first indications
of successful air start as the EG'f gage has a
relatively slow response rate.
low Altitude.
1. THR01TLE -INBOARD.
If time permits, attempt to readjust throttle
to match RPM indicatiOn.
2. EMERGENCY FUEL- SELECT.
Ignition will be supplied automatically for
approximately 20 seconds.
3. ZOOM.
High Altitude.
1. Throttle - Inboard.
lf time permits, attempt to readjust thwttle
to match RPM indications.
3·11
 AIR SPEED AND ALTITUDE FOR AIR START
STANDARD ATMOSPHERIC
CONDITIONS
25000

ENGINE WINDMILLING
20000 APPROXIMATElY 30 PERCENT RPM

15000

10000

5000

Sl
100 200 300 4{)0 500
KNOTS INDICATED AIRSPEED

Figure 3-3

2. Air start button -Depress. Note

If relight is not obtained and conditions permit:
3. Throttle- IDLE.
4. RAT lever- EXTEND.
Move forcefully to the full forward position
with no hesitation in the mid travel area. If
possible do not move controls during RAT
lever movement.
5. Glide speed- (QJ 250, [f) 255 KIAS (stand-
by).
Use the standby airspeed indicator and
altimeter as the integrated instruments will be
inoperative.
6. Battery switch - Recheck ON.
• If the emergency fuel system caution light
is delayed in illuminating, a delay in relight
must be anticipated.
8. Reattempt air start.
a. Air start button - Depress.
Maintain throttle at IDLE until start is
successful or positive indications of steady
fuel flow.
Not e
If air start button fails to supply ignition
use the cartridge start button. The cart-
ridge start button will not provide ignition
with the emergency fuel switch in EMERG
FUEL SYSTEM.

b. Air start button -Depress every 20 seconds.

7. If normal fuel system failure is suspected,
emerg fuel system - Select. 9. Engine instruments - Check.
Ignition will be supplied automatically for 10. After successful air start.
approximately 20 seconds. a. Throttle- As required.
3·12
r
b. RAT lever - RETRACT.
Move forcefully to the full aft position with
no hesitation in the mid travel area. There
should be no control movement during
RAT lever movement.
c. ATM switch - START.
d. AC generator switch - RESET, then ON.
Note
If an unsuccessful airstart occurs. and if
sufficient altitude is available, move the
throttle to OFF briefly (3 to 5 seconds)
which will allow the ignition plugs to be
blown dry before attempting another
airstart. Reaccomplish High Altitude air-
start procedure.
EJECTION.
EJECTION/DECISION FACTORS.
·• Dive or spin condition, eject. at least .l5,000
feet above terrain where possible.
Ejection should not be delayed when the air-
craft is descending and cannot be leveled out.
• Level flight, eject at least 2000 feet above
terrain where possible.
Betow 2000 Feet
During any low altitude eject.ion, the chances for
successful ejection can be greatly increased by
zooming the aircraft (if airspeed permtts) to ex-
change airspeed for altitude. Ejection should be
accomplished while the aircraft is in a positive
climb. This will result in a more vertical trajectory
for seat and pilot, thus providing more altitude
and time for seat separation and parachut deploy-
ment. Refer to zoom maneuver in this section.
WAINING I adequate time for parachute deployment. 550 knots
Accident statistics show a progressive de-
crease in successful ejections as altitude
decreases below 2000 feet.
• Emergency minimum altitudes for ejection
[1038) N/C/W.
Emergency minimum ejection altitudes are
100 feet with the zero delay lanyard connected
and 200 feet with the lanyard stowed. These
altitudes are based on a minimum airspeed of
120 KCAS in a lG climb or level flight and
with a 1 second automatic lap belt and a BA-
15 or 18 parachute with a F -lB timer set at
1 second. A minimum 120 KCAS is required
to assure complete parachute deployment at
the greatest height above the terrain.
I I
WARNING
The above altitudes were determined
through extensive sled tests and are based
on altitude above terrain on initiation of
seat ejection (i.e. 1 time seat is fired). These
figures do not provide any safety factor
for such matters as equipment malfunction,
delays in separating from the seat, etc.
These figures are quoted only to show the
minimum altitude you must go up to in
the event of low altitude emergencies such
as a fire on takeoff. They shall not be
used as the basis for delaying eject1on
when above 2000 feet since accident
statistics show progressive decreast~ in
sucessful ejection as altitude decreases be-
low 2000 feet. Therefore, whene-ver pos·
sible, eject above 2000 feet . To ensure
survival during extremely low altitude
eject10ns the automatic features of the
equipment must be used and depended
upon.
Figures 3-4 and 3-5 show the safe altitude and air-
speed ejection envelope. These charts are based up-
on suffi cient upwurd velodty to provide time for
the parachute to fully deploy and lower the pilot to
the ground. The unsafe zone below 550 knots pre-
sents the envelope where the pilot would have in-
sufficient vertical velocity because of the increased
wind resistance at the higher airspeeds, to permit
is the maximum recommended airspeed for ejection.
The zoom maneuver should be utilized whenever
airspet.'<i permits.
• Emergency minimum altitudes for ejection
[1038] C/W.
3-13
~-~05~ 1111-:.1-:.1 ,.,.,.,.~I' ..
' EJECTION ENVELOPE-VELOCITY [1038] C/W

1000
r-+J .... t··-·....
+rt-~: :i-+·····
J. •...
·+ ·- ,

'
'
I
t-i~ J=
.~!........
r:-±+ J. ....
i-+·.!:,
-4
.......1
: ! ! !
!
. ·i-··,·r
T. r-!-·-

~ :~--
!
900
!"':t ... .L ~·r ,.....:~LTt l·::i:.·! . !.
J j_
r:

'
.! .l
-r t:.J.f ~· f·J·· .i-,.. ~-::i:l:_+-
. . ·"--.T·-
::-t ·-··- r±:i::. ' !-·
800
.. ._. _r-r- litJ:
J z
<z
a:o
a:- 700
I
•
'rT
•
···:r 1-.-- -;-
T
+·H+ :
,
...!..
R= + .Ll
'
j--
J.l
:-·-

±j_tf...W._±:::
i_•

~· ··
it ·+t
,· f--H- H-~.1.- :+~·
wl-
.... u
. Ll I
I -· ·-+- _I '
w '
·-T.t

'
w., ' f W-.
l=b-~
.f_ I
>w -;-·~
01&. 600
~~ . [' l:.:j •·· j . J.J
. 1-r+- H··2t~-1
.1 t:t+ I
,.
•-+-! . .!.. r~ l:.~ttt '
. '' ' '

.ct.J.~~I ~L_, t L :-rt-.

'
w~
0- J 1 I . ''

;:)1-
500 H ~
f-+-'-
·Jt 1:±
!::t- j_._
!:;< pli i J H+ r, . I
; ~·
t-r·-:-j
11.::~ f: ..~

'
< -!±4 H++
400 .
~-:-* ±·t
1-ti-~ H-
.l.J. ~-
. -·
1-..-: TT ! ] Vi i~·
i : .lJ. ' ..::I:-fl·t-: ~Ir

' 300

·~ !:=r.~t
t""'
1-
11--l-i-+- f-.!-
.!.
1'-· J. _L
I

•+ .•
l+t itt4 LJ··· l"·l· 1 I l.ti-~
t--1 ...L
_j ·. · : .. r t-r~=:~r
Lf I" .

'-
1.-f.o 1- ,J, ..l L .
200
1-.-
•·- 1-+·. ~- 1-- ~~-.i. .....
H-+
i-i. ~. ,_
": ...
_t J 1"-1
....
-·fi....1
·I·
. '""'
1-· ~=t-- . ~ ~,..,..
~· ..· - 1-'--L.!
100 .l
-~-~~~
!
II
H_:.-t- l l r .L I-'-
I
L.h--.

-
- 1-
0 100 200 300 400 500 600
LEV EL FLIGHT V ELOCITY - KNOTS

- Emergency minimum ejection altitudes with

the force-deployed parachute are zero feet up
Figure 3-4
on altitude above terrain on initiation of
seat ejection (i.e., time seat is fired). These

- to 225 KIAS and then progressing linearly up

to 200 feet altitude at 550 KIAS. (See
figure 3-4.)
figures do not provide any safety factor
for such matters as equipment malfunction,
delays in separating from the seat, etc.

- When the aircraft is descending, the emergency

minimum ejection altitudes progress from
These figures are quoted only to show
the minimum altitudes you must go up
to in the event of low altitude emer-

-
zero rate of descent at zero feet above terrain gencies, such as a fire on takeoff. They
to 200 feet at 6000 feet per minute rate of shall not be used as the basis for delaying
descent, increasing to 400 feet at 10,000 feet ejection when above 2000 feet. since ac-

-
per minute. (See figure 3-5.) cident statistics show progressive de-
crease in successful ejection as altitude

I
decreases below 2000 feet. Therefore,

- WAIN lNG whenever possible, eject above 2000 feet.

To insure survival during extremely low
altitude ejections the automatic features

-
The above altitudes were determined of the equipment must be used and
through extensive sled tests and are based depended upon.
,.1111.111171~.~~~~
EJECTION ENVELOPE-RATE OF DESCENT [1038] C/W

+
~

~
7011
.-t-M--r_._ 1-r- :T h-

aor.,
i
i--< ~L

[
h- =i-+-·t--4-
AIRCRAFT WINGS LEVEL
i-

INO ROU RATE lNDICATED)

~~ .
:

! .!•
~

. * I

.
I ~ 4- B:f_! -Lh-..t.,

h-h-
j ~ KNOTS
.1i· NoSE DOWN

~
-f+-1- f-L.- ·FtH- j_~ '-LL+.+
- :-1-- I i i TI
- i- .-+-~ -r-
4- H-+ -W- i-J j_l_ H+!-L H+l

••
~ -~:

u ·-!-' ; ItO• NOSE, DOWN

300 i-!-_,_ .-!- 1-

~
TT ITT
200 . _._ h- . . . ,_:_j__._
i T-!--=-+
i l I I l i ! I I i
100
• • '!~:fA
!
r
~
i

0 2 3 4 5 6 7 8 9 10
RATE OF DESCENT- FPM CX1000)

Figure3-5

Note Above 200 KIAS windblast exerted on the

body at sea level will be as follows:
These altitudes are based on a 1G climb
or level flight. up to 525 KIAS -;- minor
525 to 600 KIAS -appreciable
• These altitudes are based on the aircraft wings
being level at the time of ejection with no roll above 600 KIAS - excessive
rate occurring.
As altitude is increased, these speed ranges will
• Air speed may be exchanged for altitude by be proportionally lower.
jettisoning stores and zooming.
Maximum altitude can be achieved by jetti-
soning external loads before zoom. The
further up the climbing flight path that ex-
WAIN lNG
I
ternal loads are jettisoned the less additional The maximum speed for ejection, based
altitude will be gained. on the qualified capabilities of the escape
system is 500 KIAS [1038} N/C{W and
• If ejection is initiated when the aircraft is in a 550 KIAS [1038] CfW. Every effort
climbing lG attitude chute deployment will should be made to reduce speed.
be at a b.igher altitude than if initiated from
level flight.
EJECTION PROCEDURE.
• 200 KIAS is the most desirable speed for

~~~
ejection. See figure 3-6.

r~~~~~..,_A'-AJT.~.JIW_..,__...,_~-
~11111111111111~
~ T.O . 1F-1050-1

EJECTION
~ JECTION ALTITUDES/ AIRSPEEDS
~ DIVE OR SPIN CONDITIONS
EJECT AT LEAST 15, 000 FT ABOVE TERRAIN

~ LEVEL FLIGHT -
EJECT AT LEAST 2000 fT ABOVE TERRAIN

~
LOW ALTITUDE
ZOOM TO EXCHAN GE AIRSPEED FOR ALTITUDE
PuJI the aircraft up until initial buffet is encountered
Hold this condition until the s peed drops to 200
K lAS o r an altitud e of 2000 fe et is reache d .

EMERGENCY MINIMUM ALTITUDE

Refer to Eiection Decision Factors in this section.

200 KIAS is the most desiroble speed for ejection .

If aircraft is not controllable, eiection must be
accomplished at wha tever speed exists .

~ ~~~.#'.#'~~
cucumstances perma

He ad aircraft away from populated area

- - Zero delay lanyard check- connecte d at low altitude } [ N/ C/ W
- disconnected at high altitude 10381

~
_... When ejecting und er controlle d conditions a nd at more than 2000
feet above ground level - Disconnect the zero d elay lanyard [ 10381 N/C/W

WARNING
DO NOT ATTEMPT TO CONNECT THE ZERO
DELAY lANYARD AFTER DECIDING TO EJECT

landing gear emergency extension handle - Pus h full forward if extende d .

W1lfr" loose equipment stow and pu ll visor down lif applicable!.
'1lfr' At high altitude - bailout bottle ball handle- Pull, te mperature control ha nd le - RAM.
Throttle- OFF.
~ Sit erect wit h head hard against headrest, chin tucked in .
_... Arms on arm rests.
~ Pelvis firmly against back of seat .
~ Thighs resting on seat.
rw- Feet on rudder peda ls. Do not place heels
against seat as this will raise thighs off the cushion.

WARNING
DO NOT M ANU A LLY OPEN THE SAFETY BELT

Figure 3-6 (Sheet 1 of 2}

Change 2
- -
EJECTION PROCEDURE----------• WARNING
[I] I. ORDER CREW MEMBER TO EJECT. fE] Simullort eous ejecliort s m usl bo o l'oid e d T11e

USE THE INTERPHONE, OR IF rea r occupon l sh ould e ject l int since full
INOPERATIVE, POSITION BAIL- OUT commor1d of the aircraft co n only be exer-
SWITCH TO BAIL-OUT. cised from the fro n t cockpit.

2.Pr LEG BRACES- RAISE. IF SEAT FAILS TO EJECT

AND CANOPY DID NOT JETTISON ,

, a ccomplish as many of the

following steps as necessary!
o Auxiliary canopy jettison handle - A ctual<'.
b
c
Cano py lo ck lev er - Unlock
Canop y control s w itch - Hold to O PEN.
d Cano py octun lor rel • a se han d le- Actuate. / hen pu sh
canopy open manually.
c. Pa ro chvt o fi r in g cable - Di« onnerl ( 103 8 1 C/W
I . Survival ~it emergency releau! hand le - Pull.
9 Safety be lt - Relea se On aircraf t [ 1083} C/W. pull leg
lanyards through leg garters.
h. Boil out borlle - Act llole
I
~. i!JIF TRIGGERS - SQUEEZE
r. Person al equ i pmen t le ads - Disconnect .
/. Trrm- N ose down
~ lnvNt oircro lt .
!Canopy will jettison and three tenths
of a second later seat will e je ctl. One I Release slick and push lree
trigger will actuate the ejection pro- Keep po •ltlve G load un til in ve rte d ; then quick ly release
cedu res. st•cl• and push lree of seal

NOT£
If aircratl ;s not controllob!e slow down
a s m11ch os p oufl>te and bod out ov er the
1ide

AFTER EJECTION
1. lrnmedtarely afccr ejection - A ltcmpr w mamully 2. A s soon.,~ th~ ht'h is open - M.tk<: ·' d(·wrnlltll:d c·fforr
opl'n rhc s.tfct~ lwlt. It ll'illl>t impo,(iblt to heo~t tht• 10 s~: rarnrc fr o m rhe scat co obtain fu l l parad111u.: dt·-
.w/omatic ~~t)(·t,ltJrJn unho it l>,u f"ilul. plo> ment .tt mal\tmum tcrra tn clearance: I bi~ i.1 t'.\'·
t remel1 imf11J1'/rl lll frn· /()u altiludt tjativn. llO.~HI
1'\ c \X'.
3. If you opened chc safctr lwlt nunuall). tbc aJifrJm.tlic
WARNING !103 8 ] C W f mture of thc fMr.tch u tc i~ cfimin.r/t•cl II O,) li} N C \'X'
thutjon;
IJ you have. ejected obov,• on otldudo ot I 5.500 teet lhe .1. lf hcluw I t,O<lll feet- P ull the npcorJ grtp.

h. H abmc l·t.OOO f<:t' t - P u l l the ar m ing lan~.1rJ.

the ftrinq Of t Jw QUI" t.mhJ lhc poro(hiJtt: lolls bdOw the
15 500 fool oltrtude II you efcc••c! ro pul l tho• np<ora 'T' 4. All l'J<:'nion~ hclow I 1,000 fl'o.:r -- Pu ll t he ri pcord
handle r<1tht;:r ft'lon pr-t·mit the pCl(Ochute to cu.tfOJ'IH11i<oUv ~rip. Thil j; ti f11 et,mtiun <inc t th< fJ.II'tlciwll• ,Jwuld
forte aep loy, rou mull b • p•o• •d~ d with botll,.d o•yqen df'plr11 .m to lllllfi c,d/1 [ HHH] N C \X'.

AFTER PARACHUTE IS FUllY DEPLOYED AND STABILIZfO

OLdOI'T'IOh< sequence of thC" dPploymeM gyn <Oulinq PO' o \ \ ·hen lwlo\\ I 1,000 f Cl't or if Ol\ ~ gcn su ppl} ,, de-
chul~ lore• dcp loy mt•n t >hould bi> used due to t h~ more pktt:d - Rc rno ' l' oxygen mas k.
rop•d dt:plo~m( 1\t Howf'"C:' of lhr dt-p!oymenJ gv, tJol
2. Sun j, a) kit t•m c rgcn C) n:le.t\c h;,~nd lc Pu ll.
no' hred by o counl of th1~e oftcr H'OI·mon \t•po rot,on.
pull lhe ripcord " T hor,dl~ 3. 1f O\lT \>.,Her - I nR.Jtt: life pre~erver

Figure 3-6 !Sheet 2 of 2}

- -
Change No.1
 ~I .JT .I_,.,.,- J/lr'...,....,....,. ~6fT . , . , ""' . , . . , .., ..,. ..,.

, r.o. 1 F- 1051)..1

~ ENGINE FIRE DURING FLIGHT. ATM AIR LINE O'HEAT LIGHT .

~ 1. TllROTTLB- MlNIMU\1 PRACflCAL

J>OWER .
Jllumination t>f the ATM AlR LI~E O'HEAT
caution light indicates excessive temp<'rature adja·

~ 2. FIHE l:..XTINGUISH ING :\IA;\;UAL lHS-

~nt to the engine hot air line between the :\ T~l
pressure regulator/shutoff valve and th(• .\ T:\ t. The

~
O it\ RGf·. SW IT<.Il 1 1060) C/W ··· DEPRESS. overheat condition is caused by a leak or break in
the hot air line which can result in damage to the
3. I F CONFitHfED FIR l: CO'lTI"'U£S EJECT.
~
aircraft structure and equipment. The ATM mu~;t be
shut down to prevent any leakage of hot air iul.o lhe
4. If overht-aL light alone is illuminaic>d. Spc(?d
equipment <X>mpartment...o; and will result in the AC/
~
bwkl'S Opl'n partially.
generator, utility hydraulic system. VA I system and
windshield rain removal systt>m becoming inopt>ra·

~ Note
tive. Systems requiring AC secondary power and
utility hydraulic pressure for operation will b(• in-

~
, operative. Afterburner operation may not be pos·
• Failure of the exhaust nozzle to open
sible because the speed brakes may not open or
when the afterburner is started will be in·
hold in the afterburner position_ If ~he afterburner

~
dicated by a rap1d rise in exhaust gas tem·
is operating when the AT~l is shut down it will con-
perature and decrease in RPM. To prevent
tinue to op(>rate even though the speed brakes do
over-temperature condition, t he after·
not remain in the afterburner position. until shut
burner must be cut off as soon as possible.
down normally or mechanically by the pilot.

~
• Failure of the enbrine exhaust nozzle to
close when the afterburner is shut down
will resu!t in a loss of thrust and illumi-
nation o f the overheat warning light. I WARNING
I
~
Recycling theA/Band/or descending to
a lower altit.ude may close nozzle and When the A'I' M is shul down due to an
extinguish the overheat c-aution light. overheat condition, DO NOT start it again,
otherwise hot engine air wiU agam leak
5. If fire cannot he verified, reduce throttle to into the eo mpartm ent(s) resulting in an
minimum practical thrust and land as soon as overheat condition.
possible or eject.
1. ATM switch - Holn to STOP and check that
COMPT O'HEAT LIGHT.
AC GEN caution light illuminates.
Illumination o f the compartment overheat. light
may be caused by a failed cooling turbine, over- 2. ATM AIR LINE O'HEAT light should go out
heated electrical equipment or an overheated bat- within 5 seconds after the ATM switch is

~
tery_ Accomplish as much of the following as placed at STOP.
necessary until the light goes out.
3. F ollow Gravity Fuel Feed Procedure for c.·ruise
1. !\void high indicated air speed. and descent and procedures for " LANDING
with GRAVITY FUEL FEED " and "UTILITY

~
2. Electronic compartment cooling switch- OFF.
HYDRAULIC SYSTEM INOPEH.ATTVE"
3. Fire control power switch - OFF_
4. If ATM A IR LINE O'HEAT light remains ON :
4. Battery sw itch - 0 FF.

~
a. AC GEN CONTROL circuit breaker -·
5. a. If light remains on -Land as soon as
Check IN .
possible.
b. If light remains illuminated :
b. If light, goes out - Electronic compartment

~
cooling switch ON. (1) Oxygen diluter lf:>ver - 1 oo~:f
OXYGEN.
6. l flight remains out- r'ire control power
swit.ch ON.
(2) Main hot air line shutoff valve switeh-
.,_, 7. Land as soon as practical. OFF, reduce speed to subsonic .

~ _3·1s__ ~an:o· :.
• . , ..., ..,. ..,. .1' ...""' ""'""'I'~~
Note
rr aircraft is supersonic when the main air
line switch is placed OFF the V AJ system
will become inoperative and the engine
bleed doors will ''free wheel" (assume
positions as determined by duct pressure)
and the duct plugs willl.o ek in the posi-
tion existing at the time utility hydraulic
pressure is lost.
• lf t he duct plugs have not returned to the
subsonic configuration (full aft) a maxi-
mum thrust loss of 12 per<..-ent will result.
However, a go around may still be accom-
plished if required.
(3) Cockpit will depressurize.
(4) ATM AIR LINE O'HEAT light should
go out.
(5) Electronic cooling switch - OFF.
I WAIN lNG
I
If the MAIN AIR LINE shutoff valve
switch is placed OFF due to an overheat
condition DO NOT place ON or remove
all DC power, as either action will open
the main air line shutoff valve resulting
in hot engine bleed air to again leak into
the compartments.
c. Fuel in auxiliary tanks cannot be recovered.
d. Jettison external fuel tanks as required.
e. If ATM overheat light goes out, land as soon
as practical. If ATM overheat light stays on,
land as soon as possible. Use procedures for
"LANDING with GRAVITY FUEL FEED"
and "UTILITY HYDRAULIC SYSTEM
INOPERATIVE ."
f. Make UHF transmissions only during the
ON cycles of the ARC-70 radio.
Note
Windshield rain removal, defogging and
defrosting are not available with the
MAIN AIR LINE switch OFF.
• During a landing with the main hot air
-
line shutoff valve switch in the 0 I<'F posi-
tion (AC generator and air conditioning
packages inoperative) the ARC-70 radio
will cycle off approximately one and one-
-
half minutes after l.he tanding gear is ex-
tended and continue to cycle on and off
at approximately one and one-half
minute intervals.
-
5. If ATM AIR LINE O'HEA1' light still remains
illuminated with main bot air line !>'Witch OFF
and the cockpit has depressurized, it can be
assumed there is a malfunction in l.he detector
-
circuit. However ,leave the main hot air line
switch OFF and comply with preceding steps
4c through 4!.
-
6. If ATM AlR LINE O'HEAT light remains
illuminated after main hot air line shutoff valve
switch if OFI'', but the cockpit has not de-
pressurized:
a. AC GEN CONTROL circuit breaker -
Check IN .
-
~
b . If cockpit does not depressurize and light
still r emains illuminated:
( 1) Comply with preceding steps 4c
~
through 4f.
(2) Monjtor aircraft for fire.
c. II cockpit depressurizes and light goes out,
comply with preceding steps 4c through 4f.
MAIN A I R L INE O'HEAT UGHT.
Illumination of the MAIN AIR LINE O'HEA'I' cau·
tion light indicates excessive temperature adjacent
to the hot air line between the main air line shut·
off valve and the ATM pressure regulator/shutoff
valve. The overheat condition is caused by a leak or ~
break in the hot air line which can result in damage
to the aircraft structure or equipment. The main hot
air shutoff valve must be shutdown ii a leak or break
in the line occurs to prevent hot air leakage into any
compartment adjacent to the leak. When the shutoff
valve is closed it will result in the cockpit air con-
ditioning package, electronic cooling package, ATM,
utility hydraulic system, AC generator, V AI system,
auxiliary fuel tank pressurization (fuel in auxiliary .
tanks cannot be re<:overed), anti-G suit and wind·
shield rain removal, defogging and defrosting becom-
ing inoperative. The fuel dive vent system shutoff ~
valve will remain open but the regulator will function
3-19
~ ...
T.O. 1F-1050·1
(a jet pen<~tration can be accomplished). Systems
requiring AC secondary power and utility hydraulic
pressure will be inop{!rative. Afterburner operation
is as described under ATM AfR LlNE O'HEAT
LIGHT.
WARNING
I valve switch OFF and the cochpil has not
If the MAIN AIR LINE shutoff valve
switch is placed OFF due to an overheat
condition, DO NOT place it ON or re-
move all DC power, as either action will
open the main air line shutoff valve re-
sulting in hot engine bleed air to again
leak into the compartments.
1. Main hot air line shutoff valve switch -OFF.
2. MAIN AIR LINE O'HEAT light should go out
within 5 seconds after main hot air line shutoff
valve switch is placed OFF. Cockpit should
depressurize, if not proceed to step 8.
3. Oxygen diluter lever- 100% OXYGEN as
cockpit will depressurize.
4. Temperature control lever - RAM or OFF as
desired.
5. Jettison external fuel tanks as required.
6. Land as soon as practical following procedures
for "LANDING with GRAVITY F UEL FEED''
and "UTILITY HYDRAULIC SYSTEM
INOPERATIVE!'
a. Make UHF transmissions only during the
ON cycle of the ARC-70 radio.
Note
During a landing with the main hot air
line shutoff valve switch in the OFF
position (AC generator and air condi-
tioning packages inoperative) and ARC-70
radio will cycle off approximately 1 1h
minutes after the landing gear is extended
and continue to cycle on and off at
approximately Ph minute intervals.
7. If MAIN AIR .LlNE O'HEAT light still re-
mains illuminated with main hot air line
valve switch OF!<', and the cockpit has de-
pressurized assumed there is a malfunction
in the detector.
3-20
However, leave the main hot air line valve
switch OFF and comply with preceding steps
3 through 6.
8. If MAIN AIR LINE O'HEAT light still re-
mains illuminated with the main hot air line
depressurized.-
a. AC GEN CONTROL circuit breaker-
Check IN.
b. If cockpit does not depressurize and light
still remains illuminated:
(1) Comply with preceding steps 3 through
6 except "land as soon as possible."
(2) Monitor aircraft for fire.
c. If cockpit depressurizes and light goes out
comply with preceding steps 3 through 6.
SMOKE OR FUMES IN COCKPIT.
If smoke or fumes (including non-visible eye burning
fumes) enter the cockpit, the cause may be a ftrc, a
failed engine bearing seal, a fuel leak in the engine
compartment, a failed cooling turbine, or overheated
electrical wires. Circuit breakers and fuses protect
most of the electrical circuits and tend to isolate
overloads that would possibly result in a fire. If a
circuit in the cockpit is overloaded it will be evident
by smoke and /or fumes.
1. OXYGEN DILUTE LEVER- 100%.
2. Oxygen emergency lever-- EMERGENCY if
fumes are still apparenl.
3. Throttle - Retard.
4. a. If cooling turbine failure is suspected (could
be indicated by excessive cockpit heat).
(1) Temperature control lever- HOT (not
full forward to AUTO).
The HOT position minimizes the flow
of air through the cooling turbine and
reduces the turbine speed. lf the smoke
is eliminated, the lever may be progres-
sively moved toward COLD until tem-
perature is bearable or smoke is agam
evident.
(2) If smoke persists, Lemperatu.re control
lever - RAM.
,.,.,.,...,..,..,...,~ ....~1'~~
Cockpit pressure will decay to ambient
rapid ly. At low altitudes and high air-
speeds (especially at high outside air
temperatures) high cockpit tempera-
ttrres may result. Temperature may be
reduced by reducing airspeed andjor
increasing altitude.
(3) If temperature control is not satisfac-
tory - Temperature control lever-
OFF.
b. If electrical fire is suspected.
(1) AC generator switch - OFF.
(2) DC generator switch - OFF.
(3) Battery switch - OFF.
( 4) Temperature control lever - RAM.
Note
Battery switch most be ON for command
radio, IFF /SIF operation and to transfer
external fuel.
• To avoid shutdown of the ATM when bat-
tery switch is returned to ON, hold the
ATM switch at START while positioning
the battery switch to ON.
5. If smoke becomes intolerable or too toxic-
Auxiliary canopy jettison handle - Actuate.
The auxiliary canopy jettison handle will jetti-
son the canopy without arming the ejection
.seat.
6. If fire cannot be verified - Reduce throttle to
minimum practical thrust and land as soon as
possible or eject.
AFTERBURNER FAILURES.
AFTER A/ BLIGHT UP - RAPID RISE IN EGT AND
DECREASE IN RPM.
(Engine exhaust nozzle failed to open.)
1. Throttle - Inboard.
Terminate A/B operation to pr~vent engine
over temperature.
A/ B OPERATION - THRUST LESS THAN NORMAL.
-
(Engine fuel pump element failure .)
In the event of failure of the engine fuel pump
-
element, the afterburner fuel pump element will
automatically supply fu el pressure to the engine fuel
control unit, and engine operation will be normal.
A/B thrust output will be reduced approximately
25 percent. If the engine fuel control unit should
al~.) fail, the emergency fuel system can be selected.
A/B SHUTDOWN - A/8 FAILS TO CUT OFF.
-
~
1. At appropriate airspeed and altitude,
t hrottle - Recheck inboard and retard until
A/B cuts off.
2. Throttle - Advance to desired thrust setting.
Note
If the A/B is cut off mechanically, an
attempt to restart may be made in the
normal manner although certain mechan-
ical or electrical failures may prevent a
successful restart.
AFTER A/ B SHUTDOWN - O'HEAT LIGHT AND
THRUST LESS THAN NORMAL.
(Engine exhaust nozzle failed to close.)
1. Speed brakes- Open partially.
2. Afterburner - Cycle.
3. a. If light gpes out - Land as soon as practical .
b. If light remains on - Follow procedure for
ENGINE FIRE DURING FLIGHT.
With the engine exhaust nozzle stuck in the
open position, at high altitude, sufficient
thrust to maintain altitude may not be avail -
able. If high altitude must be maintained,
afterburner may be used, and speed brakes
positioned as desired. Lower altitudes may
be necessary for a successful afterburner re-
start. At lower altit udes and lighter gross
weights, Military thrust will be sufficient to
maintain altitude. Recycling of the after-
burner and/or descending to lower altitudes
may close the nozzle.
3-21
A
~~~~~~~~.~
- T.O. 1F-105D-1
... ~~ ..
HUNG RPM OR STUCK THROTTLE. (2) Fuel tank !*'lector OFF [997C and
1044] N/C/W.

-
ln the event engine RPM fails to respond to throttle
manipulation, or the Lhrottle cannot be moved, the (3) Fuel shutoff swiLch -- SHUTOFF
malfunctions may be an internal failure of the nor- {997C or 10441 C/W.
mal fuel eontrol or fai lure of the control linkage,

-
proce<'d as follows. Note

1. If the throttle can be moved: If RPM is full military when the fuel tank
sel~ctoris turned on~ [997C and 1044]
a. Descend below 30.000 feet.

-
N/C/W, fuel shutoff switch positioned to
b. Emergency fuel system SE>Iecl. SHUTOFF {997C or 1 044] C/W the
engine will Oanwout and thrust will be
c. lf operation on the emergency fuel system 1ost immediately. If RPM is less than full
is satisfactory, land as soon as practical. military flameout and thrust loss will be

-
slightly delayt:.>d.
Do not switch back to normal fuel system.
(4) Speed brake switch - As required, then
2. If throttle cannot be moved, or the emergency HOLD.

-
fuel system has been st>l<~ted and RPM still
fail s to respond to throttle manipulation, ac- The HOLD position will retain the
complish the following as applicable. speed brakes in the selected position
after the engine Oames out. The lN or
a. RPM too low to sustain level flight at safe

-~
OUT position will permit the spct'd
altitude (below approximat-ely 85 percent brakes to assume a streamlined position .
at low altitude, clean aircraft) follow forced
landing procedure, or eject. lf forced landing ( 5) (a) When on the ground - Emergency
is elected, pattern may be larger than normal. brake - Pull.
depending on RPM (sl'C forced landing and
ejection decision faclors and precautionary Only three full brake applications
landing). are available. Each reduction in
pressure bleeds off the total
b. RPM above 85 percent. Use speed brakes

-
amount of hydraulic fluid avail·
and maneuvering (pulling G) Lo reduce able.
speed below landing gear and nap extension
speed. Rxtend landing gear and flaps. Con- (b) Be prepared to engage the barrier.
t..inue to maneuver so that. runway threshold

-
3. Tf engine flames out inadverlenlly.
is n::.•ached at reasonable speed.
a. RAT - EXTEND imrrt(>diately.
Note
b. Follow forced landing procE-dure or eject.

-
Pilot judgment will determine the amount
of "G" and maneuvering necessary, de- (See forced landing and <'JecLion deciSIOn
pending upon the thrust output of the factors.)
engine.
OIL SYSTEM FAILUR ES.

-
c. tr it is nc<:(;:ssary to flam e-ou t the engine to
eliminate excessive thrust, this can be accom- If an oil system malfunction (c:aused by low oil
plished by turning the fuel tank selector pressure or excessively low oil qu:mLity) has caused

~
OFF 1997C and 1044) N/C/W, fuel shutoff
switch SHUTOFF (997C or 1044} C/W,
when certain the runway can be reached
(depending on RPM, airspeed, altitude and
prolonged oil starvation of t•ngint• hearings, t.ht• r('-
sult will be a progressive bearing failure and subse·
qucnt engine seizure. This progr<·ssion of bearing
failure starts slowly and will normally continue at a

~
distance). lf the pilot elects to flame-out slow rate up to a certain point at which the progres
th(' engine, proceed as follows: sion of failure accelerates rapidly to ('Omplete bear·
ing failure. The time interval from Lhc moment of
( 1) HAT- Extend. oil starvation to complet.<~ failure depends on such

~ 3-22
- - - -~~~~~~~~~~~~~~~~~~
factors as: condition of tile bearings prior to oil
starvation, operating temperatures of bearings, and
bearing loads. Bearing failure due to oil starvation is
generally characterized by a rapidly increasing vi-
bration; when the vibrat.ion becomes moderate to
heavy, complete failure is only seconds away, and,
in most instances, the pilot will increase his chances
of a successful ejection or power-off landing by
shutting down the engine. Engine operation is pos-
sible for a limited time at reduced thrust with little
or no oil pressure. Engine operation for more than a
few seconds at high thrust with little o.r no oil pres-
sure, however, is extremely hazardous and may cause
engine seizure or turbine shaft failure and therefore,
turbine overspC€d and disintegration. Since the end
result of oil starvation is engine seizure, the follow-
ing instructions should be observed in an attempt
to forestall engine seizure as long as possible.
OIL PRESSURE FLUCTUATION IN EXCESS OF 5 PSI.
Oil pressure fluctuations within 5 PSI in the normal
range are considered normal. The fluctuation toler-
ances depend on the setting of the oil boost pump
pressure relief valve adjustment. High or low abso-
lute oil pressure readings are more significant in
detecting oil system malfunctions rather than oil
pressure fluctuations. When excessive oil pressltre
fluctuations occur, the system is not operating
correctly.
1. Monitor oil pressure and land as soon as
practical.
OJL PRESSURE BETWEEN 35 AND 40 PSI.
I 1. Reduce RPM.
2. Monitor oil pressure gages closely.
3. Land as soon as practical
OIL PRESSURE BELOW 35 PSI.
The oil low press caution light will illuminate be-
tween 39 and 23 PSJ as pressure de<-..reases.
1. Reduce RPM to minimum necessary for safe
I level flight and approach maneuvers.
2. HYD UT/OIL PRESS fuse - Check.
Observe utility hydraulic pressure gage and
crack speed brakes. If indication on utility
hydraulic gage fluctuates, HYD UT/OIL
PRESS fuse is good.
3. External stores - Jettison as required.
4. Mimmize G forces.
Avoid all abrupt maneuvers which caus<' high
G for ces.
r1"".1' ~ _,. .1',...,.., _... ,., ..,. .., :,·•:,No;_ - : .~
T.O. 1F·1050·1 I
5. Avoid unnecessary throttle movemtmts.
Place throttle at minimum practical RPM set-
ting, and avoid further throWe movements as
much as possible. Any necessary thrust ad-
justments shouJd be made by slow, cautious
't:
movements. If a high thrust setting is required,
'-
select minimum RPM in ExLend A/ B Rangr
rather than a higher RPM setting. This will re-
duce engine temperatures and pressures, and
will result in longer engine operation than will
--
the use of a higher RPM.
6. Land as soon as possible, using precautionary
landing pattern or simulated flame-out pattern.
WARNING
I ~
~
II smoke is noticed in exhaust, or if
moderate-to-heavy vibration occurs,
engine should be immediately shutdown ~
to improve chance of successful ejection
or flame-out landing. ~
~
OIL PRESSURE ABOVE 50 PSI.
Continuous high oil pressure indications are very
unlikely. High oil pressure (up to 80 PSI maximum)
~
is acceptable for short periods, such as takeoff and
climb. The oil pressure increase i:; due to cold oil
bypassing the fuel oil cooler. Oil pressure above
the normal operating limits is not acceptable during
~
continuous or stabilized engine operation. When
oil pressure is excessive, the system is not operat-
ing correctly and should be corrected before the
next flight.
~
1. Monitor oil pressure and land as soon as
possible.
~
ENGINE DUCT INSTABILITY.
(VAl System Failure)
SUPERSONIC FLIGHT.
At supersonic speeds engine duct instability (duct ~
buzz) may occur if duct airflow is not the correct
value needed to satisfy engine air inlet requirements. ~
This condition is a result of the duct plugs, or bleed .
door, not being compatible with engine air require- ~
ments for a given combination of airspeed, alt.itude, ~
and air density. Such a condition is a possible result
of a failure in either the central air data computer,
or the variable air inlet computer. To prf'vent or
stop buzz proceed as follows: ~

a. Throttle - Inboard .
b. Speed brake switch - OUT.
c. Establish a climb attitude or pull G .
WAIN lNG
I ed main fuel line and engine flame-out is probable.
Duct buzz is flow instability in the duct
and should not be pr olonged. Do not re-
tard throttle as duct buzz may be aggra-
vated.
2./f duct buzz continues, VA l switch - EMERG.
Switch may be placed in EMERG during
supersonic flight.
3. VAl switch- CRUISE at Mach 1.3 or below.
In some rare types of failures of the VAI system at
subsonic speeds, the plugs and bleed doors may
begin to move below the prescribed cut-in Mach NO.
If this occurs, it will r esult in Joss of thrust possibly
accompanied by loud bangs and/or engine com-
pressor stalls or surges. Proceed as fo llows:
1. VAl switch- EMERG, then CRUISE if in
AUTO.
2. Reduce speed to landing gear extension speed.
3. Landing gear handle - DOWN.
4. Prepare to land as soon as possible.
Note
1f it is impossible to return the duct plugs
to the subsonic configuration (full aft)
approximately 12 percent thrust loss in
MILITARY will result. However, a go-
around may still be accomplished if
required.
3-24
FUEL SYSTEM FAILURE S.
FUEL INLET PRESS LIGHT AND NO BOOST PUMP
LIGHTS.
'l'he fuel pressur e downstream of the fuel sh utoff
valve has dropped below 1 PSI as a result of a mal-
functioned fuel shutoff valve or otherwise obstruct-
When engine flame-out is preceded by this light
alone, air start will be improbable. See factors af.
fecting Air Start, Forced Landing and Ejection in
this section.
1. Throttle - Inboard and retard.
2. Fuel tank selector -Check position.
3. Monitor fuel flow indicator for impending
flame-out.
4. lf engine flames out - Attempt air start, make
forced landing or eject.
FUEL INLET PRESS AND MAIN BOOST P UMP liGHTS,
AND FORWA RD AND/OR AFT TANK CONTAIN FUEL.
(Main boost pump inoperative and by-pass valve
failed to transfer.)
Under this condition, the forward and aft boost
pumps will continue to transfer fuel to the main
tank from which it will gravity ff'ed to the engine.
All fuel will be recovered.
MAIN BOOST P UMP LIGHT .
(Main tank boost pump inoperative).
Reduced pressure at the mam tank pump outlet
permits a spring loaded by-pass valve to open a port
which lets the forward and aft tank boost pumps
pump fuel directly to the engine. When the forward
and aft tanks are empty, the main tank fuel will
gravity flow to the engine. All fuel will be recovered.
FWD BOOST PUMP LIG HT.
(Forward tank boost pump inoperative.)
The forward tank will discontinue transferring fuel
to the main tank. (On (tJ aircraft the CG pump will
continue to transfer fuel to the main tank if the for-
ward tank is above approximately 1390 pounds the
forward boost pump switch is in the F\VD/CG post-
Lion and AC secondary power is available. When fuel
remaining in the forward tank drops to 1390 pounds
the CG pump will shut off. When the aft and main
tanks are empty the forward tank will gravity flow
 ~~~~..,~~..,..,.11/T
to lhe engine. If the aft tank boost pump switch is
positioned to OFF for CG control, the main tank
will empty first, then both the forward and aft tanks
will gravity flow to the engine.
AFT BOOST PUMP Light.
(One or both aft tank boost pumps inoperative.)
If one aft Lank boost pump is inoperative the aft
tank will continue to transfer fuel to the main tank,
but at a reduced rate. If both aft tank boost pumps
are inoperative the aft tank will discontinue trans-
ferring fuel to the main tank. If the forward (CG)
tank boost pump switch is positioned to OI<'F and
fuel continues to transfer from the aft to the main
tank, one aft tank boost pump is operating. If fuel
does not transfer from the aft tank to the main
tank, both aft tank boost pumps have failed. In this
case the main tank ·will empty first, then both the
forward and aft tanks will gravity feed to the engine.
Proceed as follows:
1. [QJ Forward boost pump switch - OFF.
fEl Forward/CO pump switch - OFF.
2. Monitor individual fuel t.ank quantities to
determine single or dual aft boost pump failure.
If one pump is operating it will continue to
transfer fuel from the aft tank to the main
tank.
3. a. If single pump failure, forward boost pump
switch - ON or OFF as required for CG
control.
b. If dual pump failure:
(1) Forward boost pump switch - OFF.
(2) When main tank empties - Follow
Gravity Fuel Feed Procedure.
(3) For landing- Forward boost pump
switch - ON.
( 4) (a) If m ain tank fills to 11 00 pounds,
make normal landing.
(b) If main tank is below 1100 pounds,
make landing with Gravity Fuel Feed.
GRAVITY FUEL FEED PROCEDURE.
Any circumstance that requires gravity fuel feed to
the engine requires that a landing be made as soon
as practical preferably before the aft tank becomes
the sole source of fuel. Gravity feed will not take
r~~.IIT _,....,~...,~~...,..., ~
T.O. 1F-105D-1 '
place while any tank containing fuel has a boost
pump operating. Failures that involve loss of AC
'
electrical power wilJ result in immediate gravity feed.
A dual aft tank boost pump failure requires turning
the forward tank boost pump off. This will result
-
in the main tank emptying first, then the forward
and aft tanks gravity feeding.
1. Establish altitude predicated on range require·
-
ments and airspeed for optimum cruise.
2. Monitor internal fuel distribution and flow to
engine.
-
3. Auxiliary fuel - Transfer as required.
4. External stores- Jettison as required.
5. Land as soon as practical using procedure for
-
landing with Gravity Fuel Feed.
EXCESSIVE FUEL CONSUMPTION/LOSS OF FUEL
If abnormal fuel consumption is noted, especially -
after A/B shutdown it may be due to failure of the
afterburner fuel regulator valve seat. When the
throttle is moved to the outboard position, the surge
of fuel through the afterburner regulator would tend -
to dislodge any foreign material from the orifices
located behind the afterburner shutoff valve. When
these passages are cleared, the fluid flow will im-
prove and allow the shutoff valve to operate freely. -
The return of the throttle to the inboard and aft
position allows the shutoff valve to seat. The amount
of fuel consumption due to a failed regulator shutoff
valve will vary depending on the degree of failure. ~
Because of the high consumption rates that may be
experienced, it i.s imperative that immedaite action
be taken to select a landing site and land as soon as
possible. After any inflight afterburner operation ~
monitor total fuel quantity for a period of time for
indications of excessive fuel consumption. If exces-
siv: f;:,::::um:::::: :o:=~proceed as follows:
0 ~
2. Throttle -IDLE if fuel consumption remains ,
excessive. This assures A/B cutoff. ~
3. Throttle - Advance to cruise RPM. ,
4. Check for possible fuel venting. ~
5. If excessive fuel loss continues, proceed
as follows:
a. Throttle - Outboard to ignite A/B for 2 ~
seconds.
3-25
~~~~~~~~.,~~~~
- T.O. lf-1050-1
b. Throttle - Inboard and to IDLE for 2
seconds.
-
c. Throttle - Advance to cruise RPM.
6. Fuel consumption - Check.
- a. If fuel consumption remains excessive-
Land as soon as possible (afterburner fuel
regulator shutoff valve failure indicated).
-
b. lf fuel consumption is normal- Determine
range by fue l available.
EXCESSIVE FUEL VENTING.
Excessive fuel venting !rom the internal fuel tanks
may he caused by the following:
- • Failure of the dive vent ram shutoff valve or
- pressure switch in the open position, or leaving
the fuel tank selector positioned to an empty
tank when the climb vent ~rts are submerged
as a result of nose down attitude or decelera-
- t.ion.
• Failure of the dual level control valve in the
main tank to close. This valve controls internal
- fuel transfer.
• Failure of one of the three individual tanks
shutoff valves to close. These valves control
-
auxiliary fuel transfer and refueling.
In aU cases of internal venting the aft tank will be
fulJ and fuel venting can be stopped by maintaining
-
the aft tank level below 2500 pounds.
Excessive fuel venting from auxiliary fuel tanks
may be cause by:
-Jl'
~
• Failure of a shutoff valve.
• Expansion of trapped air.
Fuel venting is of concern to the pilot for two
reasons:
-
1. Continuous venting can result in the loss of
large quantities of fuel.
2. Recent tests have shown that on unmodified
-
aircraft fue l vented overboard may, under
flight conditions, re-enter the aft section and
become a fire hazard.
- 3·26
Note
Intermittent slugs of fuel may escape
through the vent system as a result of
acceleration, deceleration, or expansion
of trapped air when the vent port is
covered with fuel.
All aircraft .i ncorpordte an excessive fuel venting in-
dicating system that alerts the pilot when internal
fuel venting is excessive. A longer sabre drain pre-
vents vented fuel from re-entering the aft section.
The internal fuel tanks, bomb bay and centerline
tanks are all vented through the longer sabre drain.
The bomb bay tank vent line incorporates a solenoid
shutoff valve that closes when the tank fuel level
approaeh(~S the vent outlet. On If] aircraft the CG
pump is controlled by the I<'WD/CG pump switch.
Fuel Venting From Erther Wing Overboard Outlet.
(Wing pylon fuel tank venting.)
Wing pylon tanks (on modified and unmodified air-
craft) are vented independently through outlets in
the bottom of the wing immediately outboard of
the respective pylons.
1. Fuel tank selector switch - EXT WG TK
(WlNG).
2. If necessary other auxiliary tanks may be
selected. Monitor malfunctioned tank as it
will refill. Prior to overfilling, terminate
auxiliary fuel transfer and repeat step 1 as
necessary.
Note
During air refueling vent ing may resume.
Monitor fuel quantity to prevent over-
filling and resumption of venting.
Loss of Fuel - Fuel Leak Caution Light Not Illuminated
(10611 CIW.
If a loss of fuel is suspected due to damage in the
fuel system not. protected by the fuel leak sensing
system, auxiliary fuel transfer should be terminat.ed
and the aircraft Janded as soon as possible. This
loss can be detected by a rapid decrease in the fuel
quantity in the damaged tank. If auxiliary fuel is
required before a landing can be made, auxiliary
fuel transfer can be utilized as required but should
not remain on after an internal tank is full. During
transfer the fuel transferred to the damaged tank
will be lost.
 1. Fuel tank selel'lor - · MAIN TK (MAIN).
2. Land as soon as possible.
3. lf auxiliary fuelts required, fuel tank
selector - Position to auxiliary tank wjth fuel
until sufficient fuel is transferred but return to
MALN TK (MAlN) after forward or aft tank
is full.
4. Utilize air refueling only if neces..<;ary as fuel
will be lost through the damaged fuel system
during the refueling cycle.
Fuel Leak Caution Light Illuminated [1061] C!W.
Illumination of the fuel leak caution light, when the
alternate engine fuel feed switch is in the AUTO-
MATIC position, indicates that a fuel leak has been
detected, the main tank transfer line shutoff valve
will dose, automatic bomb bay fuel feed circuit is
deactivated, the fuel purging valve is closed, and on
l£1 airc..raft Lhe forward CG pump circuit is deacti-
vated. Auxiliary fuel transfer should be terminated
and the aircraft landed as soon as possible. 1f fuel
in the auxiliary tanks is required before a landing
can be made, auxiliary fue1 transfer can be utilized
as required but should not remain on after an in-
ternal tank is full. During transfer the fuel trans·
ferred to the main tank will be lost.
1. Fuel tank selector- MAIN TK (MAIN).
I 2. Land as soon as practical. (lf battle damage is
suspected, land as soon as possible.)
3. lf auxiliary fuel is required, fuel tank
selector -· Position to auxiliary Lank with fuel
until sufficient fuel is transferred but return
to MAIN TK (MAIN) after forward or aft
tank is full.
4. In the event of a flameout which could only
he caused by a second failure, during operation
with the fuel leak caution light illuminated:
Alternate cngme fuel feed switch- DEACTI-
VATE and attempt an air start.
5. If the fuel inlet pressure caution light illumi-
nates, which could only be caused by a second
failure, dunng operation with the fuel leak
cau lion light ilium ina ted: Alternate engine
fuel feed switch - ·· DEACTlV ATE.
6. lJt1lize air refueling only if nE>eessary as fuel
will be lost through the damaged fuel system
during the refueling cycle.
FUEL LEAK CAUTION LIGHT ILLUMINATED
{1061] C/W. (No Evidence of Fuel Leakage)
lf the FUEL LEAK light iiJuminates for no appar·
<'nt reason (the aircraft is not in a combat ar<.'a,
there is no ev1denc(> of f·uel leakage from the bomb
bay or engine areas, or there i'i no other unexplainoo
fuel loss) a Leak Detection System malfunction is
likely. Proceed as fo!Jows:
1. Fuel tank S<'lector - M AJ N TK.
2. Alternate Engine Fuel Feed Switch - Check,
AUTOMATIC.
3. Monitor FIRE warning light.
4. Monitor Ma.in Tank fuel quantity.
5. Check for evidence of ex<'cssive fuel con-
sumption or loss of fuel. Have other aircraft
check for indications of fuel leakage from
the bombbay or engine compartment areas.
6. Alternate EnginE' Fuel F<•ed Switch -
DEACT1VATE. Disregard FUEL LEAK
CAUTION light while switch is selected to
DEACTIVATE.
7. Aux Fud - Transfer as tequired.
8. Air refueling - · ~:\.'> required.
Air Refueling Without Utility Hydraulic Pressure.
In the event of utility hydraulic pressure is nol a
available the probe can still be extended. When the
air refuel handle is actuated a spring will extend the
probe sufficiently Lo permit rmn air pressUl'c to ex-
tend the probe all the way. After refueling the probe
cannot be retract.ed, however, the handle must be
pushed in to permit transfer of auxiliary fuel.
Note
Provisions are included to permit nir re-
fueling after a loss of utility hydraulic
pressure. A t.ension spring, attached to the
slipway door, and ram n.ir pressure will
open the door. The latches will not be
actuated, therefore it will be necessary io
maintain relative aircraft position io keep
the boom nozzle and reccpt.a.cle engaged.
The ready light will remain illuminatetJ
and the am plifiel' will not be activated to
signal the tanker to initiate and terminate
the refueling operation. Communication
between the tanker and receiver will be
required to coordina~ refueling.
Change No.3 3·27
~11111111~~~~~~~~ ~~~~ ~
~ T.O. 1f-105D-1

,11111111111 Recovery of Auxiliary Fuel With AR Probe Extended or REFUEL circuit breaker- Pull 1997C or
, Slipway Door Open. 1044 I C/W.

~ In t.he event the AR probe or door is damaged dur-

ing air-refueling, and the pilot deems it unsafe to
lnflight Damage to Fuel System Sabre Drain.

~
retract the probe or close door because of possible If sabre drain damage occurs, negative pressures
foreign object damage to the engine, the following may be formed in the internal fuel cells. Such a
procedure is recommended to transfer auxiliary
~
pressure can cause the fuel ceUs to collapse whieh
fuel. normally results in fuel being vented overboard and/
or a rapid increase in totaJ fuel· quantity mdication.

~ 1. AIR REFUEL circuit breaker- Pulll997C

and 1044) N/C/W.
lt is imposs1hle for the pilot ~o know how much
fuel remain~. The uncertain fuel quantity necessitates

~
that a landing be made before all fuel is expended.
2. REFUEL circuit breaker - Pull {997C or lf inflight damage to the fuel system sabre drain is
1044] C/W
~
noted, proceed as follow s:

1. Land as soon as possible.

~
~ The extended air refueling probe will re-
, ducc range approximately 15 percent.
.... Observe airspeed limitations for extended Disregard fuel quantity gage and fuel low

~ Foilu•:•:::':~:.:.:oFb:.::::~~i:nF:od.
caution light indications as they are not
accurate under conditions of sabre drain
damage.

~
Failure of the external fuel t.anks to Cecd can be
caused by an electrical short which causes the FUEL
SYS 1997C and 1044] N/C/\V, FUEL TRANSFER
19!-17C or 10·1·11 C/W ('ireutl breaker to disengage
Excessive Fuel Venting During Air Refueling.
Malfunction of the bomb bay float lew•! switch has
resulted in over pressurization and/a tank rupture.

~
of failurl:' of the air rf'fuE'ling relay to de-energize This possibility has been lessened by reducing tlw
which will not allow the eXLl'rnal tank vent valvE's flow ralc on Lhe last 1000 pounds of fuel needed Lo
to dose. If f'XLt'rnal fuel tani\S fail to ft>ed, procePd ('Omplete air r<>fuelin~. indications o f a malfunction

~
as follows: may be prec<>dcd by abnormal and /or excessive fuel
venting from the sabre dram. When abnormal and /or
1. F'l'EL SYS dreuit bn'aker- Clwck !997C excessive fuC'I venting occurs during a refw"ling,
and 10441 N/C/W. proceed as follows:

~
FUEL TRANSFER cirl·uil breaker - Check 1. Discontinue refueling.
f997C or 1044] C'/ W.
2. Porpoise aircraft. a number of times in an
attempt. t.o dislodge a stuck float switch.

~
a. Tf l'ireuil breaker is disengaged, n~-engage.
lf cireuiL breal<er again disengages, select a
differN1t. position on the fuel tank selector 3. Engage and eomplC'te refueling.
and rE--engage the circuit breaker.
4. If fuel venting is still present on re-engagem<>nt.

~
b. If circuit breaker is engaged, cyde the air disengage and repeat steps 2 and 3 or abort
refueling handle. flighL as applicable.
FUEL LOW CAUTION LIGHT ILLUMINATED.
c. If problem still exists:

~
(Main tank fuel level is 1000 (.± 200) pounds
AIR REFUE L cireuit breaker - Pull [997C remaining.)
and 1044 J N/C/W.

~
~~28
Change 2
~~~~~~~~~~~~~11111111~
Wlwn Llw FUEL LO\Y light illuminalt·~ :>tl'adi1~
whih- Lh<• forward and/or aft tanks <.:ontain fu('(
and their boo"t pumps art- operative intl'l"nal fu{'}
transfer to the" main tank has bt>en i11lerrupted .
This will occur if the Fud Levt•l Control \' ah'l',
locat ed 111 Uw m am tank, becomes s tu<..:k in t h<•
clost•d position or if tlw Transf(·r Shutoff \' alve
d os(•s. l\lain tank fuel will contimw to be pumped
to lh(• t·nginP unlit th1" tank i:-; t•mpty. Forward
and /or afl Lan k ftw l willllw11 he pumped to tlw
e11gl!w through the bypas~ valve•. Exwrnal fuvl
should lw transfL·rn·d lo tlw intt•rnal tanks. lf c·x-
ternal tran~fl'r is available and s0le<..:l(•d, thP main
Lank may fill sufficiently for the FUEL LO\\' light
to go cn1t, hut if the probkm JWrsist:- it. "vvil! illum l-
nal<· agmn. All ful·l will h<:> rPcovl'l'ed and will hl·
pn•,surP f<:d to the engitw.
PHOCEED AS FOLLOWS:
I. Clwck \lain f:tnl\ qunntity.
2. Clwc:k f'orwm·d and aft tank quantit. ic•s.
:.\. Fonv<.u-cJ/ r\ FT/ F CG l ~oost J>ump Svn 1clws-
Clwc:k. 0:'\.
-!. AltPrnal" t•nguw ftwl f<'t>d ..;witl'h -
DEACTIVATE. lf mam tank quanttly dot's
not innPa·w: AI h•rnatP <·n{!inP fuel f<'ecl
SWilC'h AUTO:\JATlC { 10()] (.'/\\').
5. ,•\ux fuvl - 'l ransfer as n•quin·d.
l). :\ir rduding - As rPqu m·d.
7. Land as soon U:> pral'! leal. If tlw an lank lw.
t·om<~s tlw only sourt'l' of fuel, avoid dPl't•lNn·
tion~ or nosp down attitudt•s which might un
l'OV\'l' the aft t.-mk fu(•1 ports.
T.O. lF-1050·1 I
I
EL ECTRICAL POWER SYSTEM FAILURES.
Not e
For PSS<•ntial t'qlllpnwnt that willlw 111-
0IWratiw m I he t'VPnt of t•ll•drlC'al f'mlun•.
SPP figun• 3-R.
DC GEN LIGHT.
( 0{ • g~ll('l'(ilOl' i!1C)pt>l'<ll j\'P.)
\\'ith tlw DC gPtwrator mopt·ral J\l', t•quipnwnl
powc•rPd hy ()(.' st't'on dary pnwl'r will lw inopPrati\'1'
and E'qtupm(:'nt pmn•rt>d by DC pnmary po\\ vr \\ 11!
he opera t t-d by tlw battery. The batt c·ry j;., capabk
of openttmg <Ill primary powcrt>cl t>qu 1pnwnt fM a
limited time. Thcn·fon•. lf tlw nc gt'IH'I'alnr l';}ll!lOt
bt• n•spt. subs<•qul•nt proe«:>chrn:s \\ill d••pc>nd upon
tlw duration of flight lwfon• a lanuing l'an bt> madP.
ProcC'0d as follows in ar•c·OJ'dnne(' with antll·tpatNl
rE>mammg flight tim«:>.
1. l In rlC<"Pssary ()(' eoleetncal Pq u i pnwn t
swit clws -OFF
Turn off ai! P\C'ctncal PquJptnenl 1hat i::- not
es:;l•ntial to mamtain fhghl.
2. DC g£•tH?rator ~wltt"h RESET. tiH'I) 0'\.
If generator wa:-. dbt·onrwdt:>d b<•eau-.1' nf volt
agl' variations. pl<H'mg 1he[)(' gt•ncr;llnr swttl'll
to RESET moml'llta.rily. and tlwn tn 0\, will
rc::.<'l tlH' genf'rator ftcld f'nnlrn l r0lay . and t!w
ge1wrator will he upPral!n• aga11\. SC'n'ral at-
tempts to T(:' i;(' t tlw gc>twrator may lw m:tdl'.
:l. If g«:>twrator doe:- noi operatt' J)(' gPtH'rntor
swtkh - OFF'.
Change 2 3-28A/(3-28B blank)
 NOTE NOTE
This table is limited to essential Electric p~wer failure only, utility
controls and equipment hydraulic pressure available.

ESSENTIAL CONTROLS AC AICD DC

GENERATOR
OR EQUIPMENT FAILURE
ARRESTING HOOK
Jffi EXT STORES I
[F] BAIL OUT LIGHT
I
VAl SYSTIM ONLY EMERG AND CRUISE AVAILABLE
A/B STARTING
I
AILERON LOCKOUT I
AIR START I
AUX FUEl TRANSFER
CANOPY ELICT. OPER I
COMMAND RADIO I
EMER FUEl SYST SW I
FUEL TANK SEL POWER
IFF/ SIF AVAILABU
LE & TE FLAPS
LG IND & WARN I
PITCH MA SHiffiR
SPEED BRAKES I
RATE OF TURN CADI) I
R.AP POSITION IND
[F] TAKE-OVER BUTTONS
I
(FLIGHT, COMM, NAY, WEAPONS) I
_ ,_ ___ L ____ _
I
[F] TAKE-OVER BUTTONS I
(TACAII & RADAR) I
ADI & HSI
[F] EGT GAGE
FUEL FLOW IND
FUEL QUANTITY IND
HYD PRESS GAGE
OIL PRESS GAGE
STBY ATTITUDE IND

[OJ EGT GAGE

INDEPfHDENT OF AIRCRAFT EllCTRICAL SYSTEM
TACHOMffiR
CANOPY JffiiSON
NO El£CTRIC POWER REQUIRED
LDG OPERATION
,. .MIT
~
.MIT~~~..,..,..,..,~~~
T.O. 1 F-1050-1

, 4. Land as soon as practical. With the DC generator inoperative, landing

~
gear handle down and throttle moved to IDLE,
5. a. If flight time will not exceed 1 ho.ur, bat- thrust decay will operate in the air.
tery switch- ON.
DC AND AC GENERATOR INOPERATIVE.
b. lf flight. time will exceed 1 hour, but less

~
than 2 hours: In the event both the DC and AC generator are in-
operative and cannot be restarted the aircraft must
(1) Battery switch- ON. be operated with the battery as the only souree of
elect'rical power. A fully charged battery will satisfy

-~
(2) ClN PWR (ELECT SYS CNTRL PWR)
circuit breaker- Pull.
Note
The circuit breaker must be reset for com-
mand radio or lFl''/SIF operation. Approx-
mately 90 seconds warm-up time is required
before this equipment will operate.
the minimum electrical requirements with the stand-
by inverter operating for approximately 0.6 hours
on [tJ aircraft and 0.9 hours on {DJ aircraft. lf the
aircraft must be airborne for more than 30 minutes
the battery must be conserved for essential com-
munication, transferring auxiliary fuel, and the
landing procedure. If a primary DC power interrup-
tion occurs while secondary AC power is off, on air-
craft with PP-1851 power supplies below S/N220

- c. If flight time will exceed 2 hours, battery

switch - 0 FF.
or not marked ModE, the entire CIN system will be
inoperative. If only DC power is returned the CIN
system will still be inoperative and the CIN power
caution light will illuminate. The CIN system can

-
Note again be activated only when secondary AC and
primary DC power are available to the power supply.
Battery switch must be ON for command
radio or Ili"FJSIF operation. When the 1. Use standby airspeed indicator und altimeter.

- battery switch is repositioned to ON , the

ATM wiU automatically shutoff andre-
quire restarting.
2. All unnecessary electrical equipment
switches- OFF.

-
• Fire and overheat warning lights will be
inoperative with the battery switch OFF.
6. At least 10 minutes prior to entering traffic
3. Follow Gravity Fuel Feed Procedure.
4. a. If flight time will not exceed 30 minutes,
battery switch -ON.

-
pattern, perform the following, as necessary:
b. If flight time will exceed 30 minutes:
a. Hold ATM switch to START while placing
battery switch ON. (1) Battery switch - OFF.

- b. CIN PWR (ELECT SYS CNTRL PWR)

circuit hreaker - Reset.
(2) Inverter switch - 0 FF.
(3) CIN PWR (ELECT SYS CNTRL PWR)
circuit breaker - Pull.

-
Note

Note
Approximately 90 seconds warmup time
will be required before the command

-
radio or IFF /SIF will be operative after For command radio, on aircraft with a
power is restored. modified power supply (above S/N220 or
marl<ed ModE}. the battery must be ON
and the CIN PWR (ELECT SYS GNTRL

-
PWR) circuit breaker lN. A 25 to 35 second
7. Make a normal landing, be prepared for a warmup period must be completed before
greater than normal sink rate if throttle is radio transmission can be resumed with
moved to IDLE. modified power supply.
3-30

~ ~..., ~..., ~..,

"

• To transfer auxiliary fuel the battery
switch must be ON.
• To read fuel quantity, oil pressure,
hydraulic pressure, etc., the batt.ery must
he ON and the inverter in STANDBY.
5. Follow procedure for landing with Gravity
Fuel Feed.
6. Ten minutes prior to entering traffic pattern:
a. Battery switch - ON.
b. Inverter switch- STANDBY.
c. CIN PWR (ELECf SYS CNTRL PWR)
circuit breaker - Reset.
BATTERY H IGH CHARGE AND/OR BATTERY HIGH
VOLTAGE CAUTION LIGHT I L LUMINATED [955] C/W.
Illumination of the battery high charge and/or high
voltage caution lights indicate a condition which
could cause battery damage or failure. Turning the
battery switch off will disconnet the battery from
the DC generator system thereby prot.ecting the
battery. Operation of all systems will be normal
provided the DC generator remains operational.
1. Battery switch - OFF.
If DC generator is operating (DC GEN light not
illuminated) continue flight and land as soon
as practical.
Note
With battery switch OFF, DC power for
arresting hook extension, operat ion of the
bailout lights, operation of the canopy
actuactor and the landing gear downlock
override switch will be dependent on the
condition of the battery since these cir·
cuits are powered by battery power only.
If DC generator is inoperative, proceed as follows:
2. Unnecessary DC electrical equipment- OFF.
Turn off all electrical equipment that is not
essential to maintain flight.
3. Land as soon as practical.
4 . Battery switch - ON intermittently as neces-
sary for communications and just prior to
landing.
T.O. 1F-105D-1
Note
If the DC generator fails, subsequent to
turning the battery switch OFF, because
of a high charge and/or high voltage light,
duration of the battery will depend on its
condition at the time of turning the bat-
tery switch OFF. Each use of the battery
will reduce its total operating time.
ATM FA ILURE (ACGENERATOR/ATM INOPERAT IVE)
[1049] N/C/W.
With the inverter switch in STANDBY, place a de-
mand on the utility hydraulic system and observe
utility hydraulic gage.
• If utility hydraulic pressure is m::Untained -·
The AC generator alone is inoperative.
• [f utility hydraulic pressure is dissipated -
Both the AC generator and the ATM are
inoperative.
With the AC generator inoperative all fuel boost
pumps will become inoperative and fuel will gravity
flow to the engine. See figure 3-8 for other systems
affected by an inoperatiVe AC generator.
If the ATM has failed, both the AC generator and
the utility hydraulic system will be inoperative and
those systems actuated by utility hydraulic pressure
will be inoperative. Afterburner operation may not
be possible because the speed brakes may not open
or hold in the afterburner position. If ATM failure
occurs while the afterburner is operating, it will
continue to operate, even if the speed brakes do not
remain in the afterburner position, until shutdown
normally or mechanically by the pilot.
1. If ATM is inoperative, ATM switch- Hold to
START until utility hydraulic pressure sta-
bilizes.
If ATM will not start, or there is smoke, fire or
explosion in ATM compartment-Hold to STOP.
2. lf ATM is operating, AC generator switch-
RESET, then ON.
3. If ATM or AC generator cannot be started,
follow Gravity Fuel Feed Procedure for cruiS<!
and descent and follow procedures for landing
with "Gravity Fuel Feed" and "Utility Hy-
draulic System Inoperative" if applicable.
4. Land as soon as practicable.
3·31
 4. Monitor operating system, be alert for failure.
BOTH PRIMARY HYDRAULIC SYSTEMS FAILURE
(1049] N/C{W.
In the event both primary one and primary two hy-
draulic systems fail the RAT must be extended and
flight control provided b;v the emergency hydraulic
system. The emergency hydraulic system utilizes
the fluid supply of the utility hydraulic system,
pressurizes it and provides it to the primary one hy-
draulic system. The RAT will provide adequate
hydraulic power for flight control down to approxi-
mately 70 KCAS.

1. RAT lever - EXTEND (observe RAT exten-

sion limits}.

Move forcefully to the full forward position

with no hesitat.ion in the mid travel area. If
possible do not move controls during RAT
lever movement. Engine chugging or mild stalls
may be experienced with the RAT extended.

2. AFCS emergency disconnect lever - Actuate.

Actuating the AFCS emergency disconnect

lever assures AFCS disengagement and isola-
1. Do not extend RAT. tion of all AFCS hydraulic components.

WAIN1NG
I
ln the event of the failure of the primary
3. Avoid rapid stick motion and land as soon as
possible.

Rapid stick motion or stick pumping could

result in a restrictive feel to the stick .
one hydraulic system, the ram-air turbine
should not be extended as pump failure 4. If engine chugging or partial compressor stall
cannot generally be differentiated .from occurs - Change altitude or airspeed.
failure due to fluid loss. In the latter case,
using the emergency hydraulic system will FLIGHT CONTROL HYDRAULIC SYSTEM DAMAGE.
deplete the fluid supply for the utility (PILOT RECOVERY) [1045] C!W.
hydraulic system.
Operational Emergency [1045) C/W.
• In the event of failure of the p.r imary two
hydraulic system, extension of the ram-
air turbine would switch the primary one With impending loss of flight control hydraulic
system which is operating normally. power, as eviden<.'ed by fluctuation or fall off of
pressure indication due to system damage, the
2. AFCS emergency disconnect lever - Actuate. following procedure is recommended:
Actuating the AFCS emergency disconnect
lever assures AFCS disengagement and isolation
of all AFCS hydraulic compartments. 1. Bring aircraft to a 10 to 15 degree nose up
attitude.
3. Avoid rapid stick motion and land as soon as
practical. 2. External load - Jettison.
Rapid stick motion or stick pumping could
resull in a restrictive feel to the stick. 3. Stabilizer lock switch -LOCK.
3-32

~ ~ ~ ~ ~ ~ ~ .MilT . . , .MilT . . , ...., A

.. . ,.6T .6T .6T .6T ~ ~ ~ ~..,. ~,1!!!'~
4. Move the control stick fore and/or aft to en-
gage the stabilizer lock. After engagement the
stick will be locked in approximately neutral
position.
I I
WAIN lNG
Do not delay engagement of the stabilizer
lock unnecessarily as the actuator must be
moved to the locked position with hy-
draulic pressure for the lock to engage.
• lf lock is engaged above the specified speed
range the aircraft must be in a 10 to 15
degree nose up attitude and the speed re-
duced as quickly as possible to the recom-
mended values.
• Do not exceed 0.85 Mach with lock en-
gaged since flight characteristics of the
aircraft are such that the speed will then
steadily increase in a nose down attitude
though corrective nose up control (in-
creased power and reduced flap deflection)
is used.
5. Maintain speed range from 350 KIAS to
0.85 Mach number up to 20,000 foot altitude.
6. Maintain flight by coordinating engine thrust,
symmetrical and/or differential trailing edge
flaps with the emergency pitch and roll con-
trol switches and unboosted rudder. Limit flap
extension to 30%.
• Retract flaps. (Pitch control switch aft.)
• Nose down - Decrease thrust.
Extend flaps. (Pitch control switch forward.)
• Bank and turn - Use rudder supplemented
with minimized use of roll control switch as
required.
• Roll trim -Use emergency roll control switch
(differential flaps).
I
WARNING
Do not attempt to land with the stabilizer
locked.
7. If normal flight control is determined to be
available and the emergency flight control
system is no longer required:
~
a. Put slight forward pressure on the control
stick and hold until the forward lock is felt.
b. Stabilizer lock swit<:h NORM.
~
c. After at least 2 seconds apply back pres-
sure on control stick. Lock will relea<re.
~
Note
Stabilizer lock light will dim momentarily
then go out when rcturnmg the stabilizer
lock swikh from LOCK to NORM position.
~
Training Mission [ 1045] C/W.
When the emergency flight control system is utiliz<-d
under properly authorized conditions for training
missions use of the stabilizer lock is prohibited.
This can be accomplished by inserting the stabilizer
lock safety locking pin and disconnecting the elec-
trical plug at the actuator.
All training flights should be conducted in the clean
(no external load) configuration.
~
1. Trim aircraft hands off at 350 KlAS and
10.000 feet altitude.
2. Stab-aug button - OFF.
~
3. Pitch MA switch - OFF.
4. Stabilizer lock switch - LOCK.
~
5. Leave control stick in its trimmed position.
6. Maintain flight by eoordinating engine thrust,
symmetrical and/or differential trailing edge.
flaps with the emergency pitch and roll switches
~
and rudder. Limit nap extension to 30%.
• Nose up - Increase thrust.
~
Retract flaps.(Pitch control switch aft.)
• Nose down - Decrease thrust.
Extend flaps. (Pilch control switch forward .)
~
• Bank and turn - Use rudder (in an actual con-
trol system loss only limited rudder is available
due to high pedal forces about 1/6 deflection
-
is attainable}.
• Roll trim - Use emergency roll control switch
-
(differential flaps).
3-33
~~~~~~~~~~~~~~~~~~~~~~
~ T.O. 1F·1050·1

7 DisenJtagc emergf'ncy flight. eontrol system by
stah1lizing spe<'d aL approximately 850 KIAS
~ and return stabil izer lock swi~t'h to NORM
~ position.
b. lf primary one is inadequate [or normal
flight and the emergency hydraulic system
indicated on primary two gage is deter-
mined to be inadequate for emergency
flight control, Lhe following procedure

~.,.
is recommend(•d:
Note
(1) Brmg aircraft lo a 10- to 15-degree
The stabilizer lock light will go out im- nose up attitude.
mediately after returning thl" sL.'Ibilizer
lock switch to the NORM position. (2) Stabili~er lock switch - STAB LOCK.

8. Piteh MA switch- ON. (3) Move control stick fore and aft to

~
engage the stabilizer lock nPar neutral.
9. Stab-aug button - PUSH ON. After engagement the sticl< will be
locked in approximately n0utral posi-
FLIGHT CONTROL HYDRAULIC SYSTEM DAMAGE tion.
~ {AIRCRAFT RECOVERY) [1049] C/W.

~
~
Operational Emergency [1 049] C/W.

With immediate or impending loss of flight control

I WARNING )

hydraulic power as ~videnced by fall or fluctuation

o( pressure indication due to systf>m damage, the
following procedure is recomm(:nd~·d:
1. RAT-EXTEND. Check primary Lwo hydrau-
lic pressure gagc. Move 1·udder pedals and con-
trol stick for roll control. PlucLuation of the
hydraulic pressure gage indicates the transfer
Do not delay engagement of the stabilizer
lock unnecessarily as hydraulic pressure
is required to complete the locking action:
therefore, lhe sLabmzer must he locked
before loss of the emergency flight control
hydraulic pressure.

"=
-

•
valves have actuated to direct emergency
hydraulic pressure to lhe stabilizor, rudder
and stick boost aetuators.
• If the lock is engaged above 1he specified
speed range the airc:raft must be in a 10
to 15 degree nose-up attitude and the speed
should be reduced as quickly as possible
2. External load - .Jettison. to the recommended values.

~~
3. F'tap roll control switch- CRUISE.
• Do not exceed Mach 0.85 with lock
4. Avoid xapid slick motion. Rapid stick motion engaged since flight characteristics of
or stick pumping could result in a restrictive the aircraft are such that the speed will
feel to the st'k k. Stabilizer will be operative then steadily increase in a nose-down
with fore and aft movement o f th<~ control attitude eve:n though corrective nose-up
stick, rudder is operative with movement of the control (increase power and reduce nap

~
mdder pedals. Roll is accomplished using the deflection) is used.
control stick and rudC:er movement. Normal
(4) MainLain speed range from 350 KlA S
~
pitch, roll and yaw trim are available. The
emergem:y pitch and roll switch on the right to Mach 0.85 up to 20,000 feet altitude.
console should be used to trim the aircraft Most comfortable control is achieved

~
with the control stick in lhe neut.ral position.
5.a. Monitor primary one and two hydraulic
pressure gages and if normal flight control
is determined to be available from primary
a.t 1 0,000 feet between 880 and 420
KlAS.
(5) l\Iaintain flight by coordinating engine
thrust, symmetrical or diffPrential

~~
one system, and the emerg<mcy flight con- trailing edge flaps with ihe emergpncy
trol system is no longer requixed: pitch and roll control switch and un-
boostcd rudder. Limit flap extension
( 1) RAT - RETRAC'l'. l.o 30%.

(2) Continue flight, monitoring primary (6) Continue flight •.vith pilot recovery
one and two hydraulic pressure gages. system to a safe ejection area.

~
~
3-34 Change No.3
...,..,,.,..,..,..,..,..,.., ...
I
WARNING
Do not ati< mpt lo land tlw airt.'raft with
tlw :-.tabil iz~·r lo1 kl·<l.
Landmg [10491 C/W.
Landing should IH• tmu..h' rrom a long straight in
approad1. lla\'L' gt·tlr and flap!' down prior to initiat-
ing final appro;wh. u~w extreme cautiOn if tlw wind.
j, not al igtwd parall<'l to Uw nnnvay.
1 . Luwc:r flaps to upprox imal0ly 5 0 pere<•nt..
(Use t'llll'rj:!('Jw:"
is inopt•rativt•.)
!->y~lt•m ~.wi t c h es u~
2. :\voHl rapid :,l.id; motion . Hapid stkk motion
or stick pumping l'Otlld re~u l t in a restricted
feel tn I lw >-lick
:3. .-\dd I 0 pt'n·c•nt to n•t·onum•ndcd approach
SfH'<•d us<'d for a full flap landing.
L Estahlt.;h 500 fl / min dc:,t'ent and lv>ld to
lOttl'hdo wn.
5. ;\llnmltl.t' flar!'.
L£>ave j.;ear and flaps down 111 tiH' advent of go-
around.
Trainmg Mrsston [ 104 9] C/W.
1. Slow (.o :wo kno1-s at approximate})
fl~(' I.
2. Ext t~ntll!w i{.i\T. i\ott· P2 pressure approx i-
mnLt•ly :1500 · :3700 psi .
No te
Engitw may 1·hug with 1{:\'J t'Xtt>nded aml
powt•r ai lCllt>. ,\ dvanc·t· the throtilP to st.op
chuggmg.
3. ).JovP normal flap kv••r to LANDJKG .\~D
'1 Al<E OFF position. OhSPI"V<' 110 trailing l'dge
flap movl~nll'lll. i\lov<' kv<>r hack to CRUISE
AND~.! '\;\IELIVEH.
1. F.'tt•nd flap:- 10', by moving FLAP UP/DO\\ i\
switt h {lt>ft t·onsol<') to DOWN po~iLion.
5. \\'1lh FL. \ P HOLL COt\T switch iu CRUISE
positio11, nwv(.• E:\IERGENCY P ITCH AN D
ROLL swiLeh (r ighl ,·onsoiP) to roll rigbt.
Ohst'l"V(' Lhnt tht' nircraft rolls r igh t as rig ht
~.., ......., .....,..,..,..,..,., T .O. 1 F-1050·1
-
flap n•trads. l'o~ilion of tlw !owN (ll'ft) flap
-
-
is .-,hown on Uw flap indicator. Position of tlw
up {right) flap i~ shown on nw
flap indicator
wlwn llw OTIIEI: FL1\1' hull on is dC'pn•ssc<L
6. Pia<'<' tlw FLAP ROLL CO:\'] s\\·ikh to LDG H.
-
-
Holl airl'raft Jpff with E:\1 ERGE:"CY P ITCIJ
M\D HOLL swikh. Ohsern• that th<' left flap
does not n•t.ral'l hut ratlwr that the right flap
t•x lt•nds. (Flap indil-ator will show no mow-
nwnl until right flup mon•nwlH l'quals position
-
-
of ldt flnp.)
7. RPturn FLAP HOLL C'Oi'\T sw it"h lo CRUISE
and tnm the airnaft in pitl."h and roll usmg llw
E:..1EHGgNCY l' l'l'Cll AKD ROLL switch. Do
-
fl ap h andll'
no(. <'X<'<'I'd ;W'r naps.
R. 1\tanNtVL'r tlw uirnan with normal flight con·
-
t.rols and normal lrim buttons. (B<' sure that
flight c·tmLrols ft•(•l normal sincl' P1 is operaiiv<'.
Thi:-. would ttOL be Uw ca~P undPr cmergL·nc~· -
<'c,ndillons and tiH• stick would fpl'l slighll~·
stiff.) -
!1. R<'trat'l lL\T. Ohserv<' both flaps conw up as
-
'-
control i~ tr<tnsferrc>d back to thP normal flap
1<•\·<·r. i\ ote normal I' 2 pr<'ssure 2850-
J 150 p:-.i.
FLIGHT CON TRO L SYSTEM FA ILURES .
-
''
V IBRATION OR OSC ILL A TI ONS IN FLI GHT CONTROLS.
(S tab-Aug or ,\ J<'('~ Fa li mP)
20.000
l n thP ewnl. of any unu:sual vibration or osei llations
'-
ff'l t. in Uw aircraft contwb, the (ollmring p rocf>dures
sh onld b<• uliliz.<'d U t lttl <·ontrol is regained , pro-
vidt'd t.hat. safe• <'J<•dion altitudes are not compro ·
rn1set.L S itu·t• prm:t•dures eannot be estab ! is~wd for
<'V<'r:--· l" i n·um~t.:ll•l·f•. ptlot judgnwnt mu~t tktt•rmitw
llw alt.it wh• a( \\Inch attempls t.o re~ain \'ontrnl
must lw ;~ha11d01wd .\ ulopilot malfundwns an• llw -
most ltkPiy caus•· of ttxtrant·ous flight control input"·
l'lw ftrst tlm•c> st<•ps of the proc<'dllrt' eliminalt• .1ll -
''
known Inputs gt>twralPd withm the -\ FC~. Tlw
fourth st<•p pn·c·lndPs slick-lo<'k dut> to improJWr
hydraull<' tran!-.f<•r \al\'l' operalton. The subscquPnl
two st<>ps an• int0ndPd lo <'liminate 31! d<'dri<"al m-
'
pub chw lo malftmcLionmg- <·ompotwnL.'. fault~
wiring, or shor(rd f"nnnP•·tors. Pilots should altPmpt
to ovPrpowf'r l11gh control fon.:t's as necPssary to rf'·
gain a safc· ain-raft atl1luue before proceeding w1th
tlw fnllowmg prol'rdures. Perform n~ many
is dt>ared or lilt l"ficienl <•ontr ol i ~ gained .
or
liiP
fo llowing stq>s as nt:'<'Pssary until the malfunction
''
Change No. 3 3-35
'
~~~~~~~~~~~~~~~~~~~~~

, T.O. 1F·105r

1. 1\ FGS <'nwrgc>n<:y chsconncct lever - Actuate. d. lf diffkulty was cil'art.•d by accomplishing

SL<'PS 5 or (1:
2. Sl.ah-aug and autopilot hut.wns - Check dis-
engagt>d. (1) Stick-gnp override switch - OFF.

3. AC generator switch OFf'. trim aircraft if (2) Pitch lA switch - OFF.

require•<!.
(3) Pull all cir<"uit breakers (except the
Tlw .-\(' gt•twrator off assures elimination of nin<• SJW<"ial weapons power circuit
cxlranPons Plt'drical signals to the Sf'ri1~s SE'rvo- hrcakNs on tht• left <:on sole).
cylindc•rs If Llw SPri<'s scrvocylinders fail to
(4) llold t\T~I switch to START whik
ccnlerlock and nwvP to a ha.rd over posit10n,
pla('ing hatlE'ry switch ON ..
tht' sikk frm ·e-; may h(' trnnnv'd oui with the
Lrim switch. (5) AC GEN CONTROL circuit breaker -
Push in.
'1. RAT lcvN Che<"k full aft (RETRACT).
(6) B.ccnga.ge individual c.:ircuil breakers
5. I)(' generator OFF.
and !iwitdll'S as nE:'(•dPd.
6. Batu~ry .switch OFF.
Ll'nvro malfundioning drcuits off.
If heavy control for<'PS or binding JWrsists,
(7) I)C J4<'n<'mtor switch- RESET, thPn
follow tlw proc<'durrs for runaway trim or an
inoJwrativc• trim ad uat.or. Und<>r ct>rtain cir-
0:--.J.
t:umslatH.:Ps, il may h<' nt'<·t>ssary to USE' som<> (~) AC ge-m•rafor swttch - RESET, then
of llw sysLPms shutoff hy slf•ps 1 through 5 ON .
above•. In such l"<tSl'S. the rollowi ng trouble-
.shrwting pr<H·t>durc may hE' USE'd. PITCH TRIM - RUNAWAY (if.: tNOP~~4:• 11'-":.

7. Estahhsh a safe altitud<·.
9. Maintain :lOO KC'AS.
10. Ex t.crna I ston >s
11. Procend to c:o11finn <·ontrolluhility and isolate
malfune Lion.
.lt>Hison as re>quired.
1f the pit.ct. lrtm <'l ttw,nr •. ' !:~rrng t'!"ll'~-,t· ul.
3 f· 00(1 ··e<'t .•ltiu·dt• in;,~·tn~ ;1 fl:>..{:'d tnm set.ting,
the mi•,<;Jon could h(' complelE'd with t.he pilot ex-
erting h!'tw<•cn 5 pounds of push to 10 pounds of
pull on the c-ontrol stick at various points in the
mission profile. D11ring landing, a stick-pull force
of 15 pound:; is r<'quirN1 for a normal touchdown.
With a trim aetllator .failure, ~m additional pilot
effort of up Lo 10 pounds of stick-pull is required.

a. Do nol reengag£' I\ l"C~ if difficulty was 1. StiC'k-grip o verride switch - OFF.

cleared by step 1 or 2.
2. St.ick-f.,rrip ovl•rridt• swilch NOSE 00\VN or
h. If tlw diffh·ulty was eiNtrPd by accomplish- NOS£ ur as n•qnired.
ing sLPp 3:

( 1)

(2)
Do not

A('
rt•<•nga~(· A Fe'S.

generator RESET, then ON, and

check for rC'c.:urr<'nce of malfunction.
If Lht' malfunctiOn persists, turn off
AC' gPnerator for t.he remainder of
fligh t and follow proc(!dures for AC
C£>nerat.or/ AT~I Inoperative.
WARNING I
Whcn using Lhe stick-grip override swikh
for pit<·h trim purposes, avoid placing the
switch in llw NOR;\L\L position as this
will r<.>act1vate t.he pitch trim actuator.

c. If tlw difficulty was cleared by accomplish- Note

ing step 4 :

(1) AC gt>ncrator - RI-:SI<:T, then ON. Wilh the stick-grip ove>rride switch in any
position other than NORMAL, the trim
( 2) ltc•(•ngage A l•'CS as desired. swit.ch on the slick-grip will he inoperative.

3·36 Change. No. 3


;{ If llw st wk gnp nv<•rrid<· swit('h j,.. itH'fft>diw,
adjust mrsp<•<•cllo approximatPiy :wo 1<( '.\S.
and d<•pr1·s~ t lw takPoff trim hulton and hold
until tlw tak('(1ff trim hghl lllummatPs.
Note
If I ht' ~ll<'h ·hfl"l p 0\'Nridt• !-,Witch is itwiTc-c-
liv<', ptl<·h tnm wtll not h<' availahll'.
PITCH MECH ADV LIGHT - ABOVE 580 KCAS.
!QJ Below 5900 feet .
If) l:lclow 2400 f eet
Tlw mt•<·hanw;d :H:lvant agC' i ~ too low , and too rnudt
stah ili;.wr dPflt•<·Lion rwr sLick movem en t is availahle .
llnckr lhis c-ondition, t.!H' ptLch m<>chanica l advan -
T.O. 1F·1050·1
lagP l'Wil<'h should lw posittont--d lo OFF to pt•rmit
Uw ptlot to t•valuall' hts pikh control \\'tlh a fixPd
nH'<·hanl<'al advantag<'. To pr<>dud<• slrudural
damage, th<' urr<'raft should he flown with a mim-
rnum amount of pitl'h control <tpplied . An osnllatmg
mPehani<'nl advantag<• shirtN i!-, a malfunetion that
may resull in pil!·h oscillallons of llw aircraft. If
d l'pr<>ssing llw A FCS cm<>qwncy di!:>eonnect lever
d(H'S not (•lmunatP tlw pitl'h oscil l ation~, the pitch
ffil-'('hanical advantage switch should be posit !Onl'd
t.r> OFF. Le:tvt' switch in ih(> OFF position and
proc<'l'd to f'vnltJ<Jt<' pitch t·ontrol with tllP fixPd
mechani<'al advanlagP rat1o , as outlinro in pn•vious
paragraphs. Normal flight, rncludmg landings, can
be ac<'omplishPd with any fixt>cl mechankal udvan-
tagP as long ns tlw pilot is awnn• of this condition
and applit.>s pitch eon lro l tnOVNlWnl.s accordingly.
1. Pitch nwc·hanical advant.ag(> swilch - OFF.
Change No.3 3-36A/i3· 36B blank)
~~~~~~~~_,._,..I!!:~
2. H.educ«' speed below 580 KCML
:3. Leave pitch mechanical advantage switch OFF.
PITCH MECH ADV LIGHT - LANDING GEAR DOWN.
(Mechanical advantage shifter failure.)
The pitch mc<·hanical advantage ratio is too high
and full stabilizer travel is not available. Pitch con-
trol effectiveness will he reduced depending on the
actual ratio of mechanical advantage shifter. To
establish landing <:onfiguration, the pitch mechanical
advantage swit-ch should be positioned to OFF to
p<~rmit. th<! pilot t.o evaluate his pitch eontrol with
a fixed mechanical advantage. He may conclude that
a high me<!hanical advantage ratio exists as indicated
by excessive control slick movement required for
control. For this condition a failed mechanical ad-
vantage shifter will be a factor in landing only if
the air<.:raft is earrying nearly empty external fuel
tanks. The pilot shou ld then land with the speed
brakes closed to ensure sufficient stabilizer effec-
tiveness for the amount of stabilizer travel available.
1. Pitch mechanical advantage switch- OFF.
2. If pitch mechanical advantage caution light
remains on , evaluate pitch mechanical advan-
tage position - Land accordingly. DO NOT
USE SPEED BRAKES on final approach.
WARNING
I
MA shifter position should be evaluated
in the landing configuration at computed
approach airspeeds. lf the shifter failed
at high airspeed, heavy forward stick pres-
sures should be anticipated.
3. Leave pitch mechanical advantage switch OFF
after landing to assist maintenance personnel.
LATERAL CONT ROL - BIND.
1f lateral stick-bind is encountered, proceed as
follows:
1. Trim - Check for operation in direction of
stick-bind.
If trim is operational, assume that icing of
of the artificial trim feel actuator has
occurred.
Note
It is possible to obtain approximately 50
pfm:cnt of full left and right stick travel
hy applying full trim in the direction of -
-
stick-bind and then holding the control
stick in a position so as to maintain a
wings-l(!vel night condition .
2. Return to base, or suitable alternate, at cruising ~
altitude in order to conserve fuel. ,
:L Descend to a lower (warmer) altitude in the -
vicinity of the! field.
4. Remain in loc:al area uLilizin.g high cruise thrust
settings. This will permit heat from the hol air
lines in the hc>mb hay to assist in melting the -
ice.
5. Maintain pressure on Lhc stick io the direction
of bind and occasionally, bump the stick to -
assist in breaking it loose.
6 . Make a normal landing when control stick
hind is eliminated.
~
AILERONS- LOCKED OUT BELOW 680 KCAS.
Failure of the aileron lockout devices to return the
ailerons to operation as speed is reduced to approxi-
mately 680 KCAS will cause a reduction in roll-
contro l at lower speeds. Spoilers alone will provide
sufficient control if flaps are down, at speeds low
enough to permit a landing, if caution is exercised.
Spoiler-con tro l effcdiverwss will increase when
flaps are extended. If the flaps are inoperative, con-
trol should be checked before landing.
-~
ROLL TRIM - RUNAWAY OR INOPERATIVE.
-
Runaway of the lateral control trim actuator will
require the pilot to hold a side stick-force of up to
a maximum of 20 pounds to maintain wings-level
flight. The amount of force required depends on
trim requirements and direction of runaway fatlure.
1. Adjust airspeed to approximately
2. Slick grip override switch - OFF.
~{00 KCAS. -~
-
3. Takeoff trim button -Depress and hold
until takeoff trim light illuminates.
4. Airspeed - As desired.
3-37
 1. RUDDER CO;-.;T circuit breaker - Pull.
This may return the rudder to full travel.
WARNING
I
For both pitch and roll trim malfunctions,
however, light will not go out.

YAW TRIM - RUNAWAY OR INOPE RATIVE.

Runaway of the yaw trim actuator will require the

avoid returning the stick-grip override
switch to NORMAL since this will reacti- pilot to hold a rudder pedal force from 30 lo 50
vate the normal trim system. pounds to maintain directional trimmed flight.

RIGHT RO LL TR IM AND FEEL - INOPERATIVE . 1. Adjust airspeed to approximat~ly 300 KCAS.

If roll trim and feel are lost in tht> right ro ll d irec- 2. Y A \V TRIM circuit breaker -- Pull.
tion but r emain normal in the left roll direction
proceed as follows: 3. Takeoff trim button - Depn•ss and hold until
takeoff t.rim light illuminates.
1. Trim for some left roll and hold control stick
against left trim as required for wings-level 4. Airspeed - As desired.
flight.

1~1
When yaw trim failure to either extreme
occurs and the above procedure does not
correct the cond ition, a sudden increase in
aircraft yaw may be t~xpcrienced when de-
celerating through rudder limit unlock
speed (approximately 260 KCAS) if the
aircraft yaw due to the hardover trim has
not been removed by manual application
of rudder against the out of trim. The in-
crease in yaw will be experienced because
the trim is holding the rudder against the
eight degree stop when the stop is retracted.

FLAP FAILURE.

RU DDER TRAVEL LIGHT - BELOW 260 KCAS. leading Edge Flaps Failure.
----------~~~~~~~~~~~,

,:1~.-t~:~:::o h< turnt'd on and off rapidly. If

this ('Oildilion oc<·urs proct'ed as follows:
safe altitude. K•cp airspeed at or below
270 KCJ\.S until both flaps arc in the full
~
~~
1. f'lap lt•ver i\love uut of CRUISE & up position. Do not allow the aircraft to ,.
MANEUVER. d<'Cd<.'ralc to below the minimum safp
All olh(•r positions of the flap selcetor except flying spN•d.

Tcaih;~l:~~~~a: ;:~:~e~S~~tEF::~~~~~I ~;c::~ded. --~~-~Tl-;~-~~--J

[ ~
Failure of Uw trailing edge flap screw jacks may Wht•n a split fle?p cor.dit.ion i:: susped.t:·d. ,-:
result in a <·ritical flight eondition. The flaps should place the flap lever in the HOLD TE .....
be made inoJwrativ(> sincf' any further ll'ovement FLAPS position immediatRly and de ~~
of the flaps or scrt>w jacks will only increase flight not mov(> it again.
problems and increase damagf' to the aircraft. Should b. Dt'a<'tivaw the stab lock by pulling out the
a split flap or suspected nap railurt> oceur proceed st.::tl'l lock circllit brc>aker. .....
as follow~: e. Activau• t.tw Pilot Recovery System by ~
1. Flap h~Vl'T HOLD T .E. FLAPS. placinl{ the EME:R STAB switch in tlw ~
2. Airspeed - Maintain below " Blow-up" speed lock posilivn. ~

a. ~.~:_ ;1~~!\:~;c:uil bn•aker -

7
Pull.
(Left hand consolt~.)
Note
If configuration of night conditions will
not allow flight b<>low 275 KCAS, jetti-
son external stores as n<>ccssary. Aircraft.
control remains Lhe prime requirement
during emergency conditions~ hence, the
above procedures will be attempted only
after aircraft control is assured.
Trailing Edge Flap Failure/Split Flaps !1045l C/W.
a. If a splil flap is susp<•ct<>d, brr>ak out of
fonnallon or landing patl.<rn and gain a
d. Ust• Lh(• cmerg<•n<:y flight control swikht•s ,~
and the other flap indicator to cone('t tht• ~
split flap conditiOn. Roll control may be
r<'gainNl by use of tht• emergency pitch
control in the pikh down position first, ~
and if no response, place the cmerg(•ncy ~
roll control switch in the posjtion to stop '
Uw roll, i.e., right trnn, place switch in left
roll position. (This applies to aircraft modi- ~
fi<•d by T.O. 1 F-1 05-104.5. Aircraft modi-
ficd by T.O. lF-105-1049, the <'mergency
pitch control and the <.'m('rgency roll con- ~
trot switches are replaced by the emergency ~
pilch and roll 'wil<:h.) ~

~
~
~
~
Change 2 3-38A/(J.J88 Blank! ~

I WARNING
I If the speed brakes fail to close and a landing vaunot
Before dPactivatmg the stab lock and
activating thr Pilot Recovery System
to correct a spht flap condition, insure
that a split flap condition at:tually
exists by using the other Oap indicator.
e. When the flaps have been placed in sym-
metry, l'<'Chl:'ck Lhe Clap lever in the hold
position and return to a normal aircraft
configuration by deactivating the Pilot
Recovery System, and push in th e stab
lock circuit bn•alter.
f. Land the aricraft as soon as practical.
I WARNING I oliminatc> the largest portion of the drag.
Thf' spe<'d range lhal Lhe aircraft is
controllable with one trailing edge
flap complelt•ly rdracted and the
other trailing edge flap at the 100 per
cent down position (34.5 degrees),
and with full fuel load includ1ng two
450-gaJJon pylon tanks and a full
bomb-bay tank, is 200 to 275 KJAS.
The speed range LhnL the aircraft is
controllabh~ with one trailing edgE!
flap complelP iy retracted and t he
other 'trailing edge flap a t t he 100 p er
cent down position (34.5 degrees),
and w.il.h a full bomb-bay tank, is
185 to 275 KlAS.
With limit.ed rudder control (plus or
minus 8 degrees), lateral c:onlrol is
marginaJ in all conditions with fully
split flaps.
With unlimiLcd rudder control (plus
or minus 32 degrees), lateral control
is adt•quate in conditions stated in the
first and St'cond paragraphs of this
WARNING .
Air<·raft lateral conlrol is not a direct
function of po wer, but of Lhe resultant
velocity.
SPEED BRAKES - FAIL TO CLOSE.
be accomplished before fuel suppiy becomes critical,
proceed as follows:
1. ._... Speed brake switch - IN.
2. SPEBD BRAKE circuiL breaker- Pull.
This will deE'nergize the speed brake circuit.
If the failure is electrical the speed brake valve
will be deenergized and the speed brakes will
close.
:3 . If speed brakes remam open and it is impera-
tive to conserve fuel:
a. A'fM swikh - STOP.
b. Dissipate utility hydraulic pressure .
Cyd() LE flaps lo b leed off resid ual hydrau-
1ic prt•ssure. A l'ter hydraulic pressure is re-
duced, air-loads should blow t.he sp~~~d brakt'
segments towards the closed position and
e. /\T!\1 switch - flold t.o START until utility
hydraulic pressure stabilizes 2850-3150 PSI.
d. AC generator switch- RESET momentarily,
then ON.
4. If vertical speed brakes cannot be retracted,
refer t.o Landing With Vertical Speed Brakes
Extended.
CANOPY LOST .
Wind-blast in the eockpil is slight, up to 300 KCAS,
during flight without canopy. The wind-blast in-
creust•s with spf:'ed, but is acceptable up to 400
l<CAS. Low~'r SE\at and select a comfortable speed
below 400 KCAS.
COCKPIT SY STEM FAILURES.
ANTI·G SUIT FAI LURE TO DEFLATE
1. Oisconned. G-suit hose .
COCKPIT DEPRESSURIZATION.
lf sudden d<.>pressurization of cocl<pil occurs or is
necessary procl'ed as follows:
1. Oxygen diluter lever -- 100% OXYGEN.
2. Descend to 25,000 feet or below, if circum-
stances permit.
3. Temperature control lever- RAM.
When the temperature contr ol lever is
moved to RAM the cockpit is decom -
pressed rapid ly.
4. l f resultant temperature is too cold move
temperature control lever to O FF .
Change 2 3·39
, ~~..,.llr.llr6T.IIr~ ..,..,~~
- T.O. 1F-1050-1
- ,.--W
- A-IN_J_NG----.1
When using the normal oxygen system
the oxygen diluter lever must be at 100%
OXYGEN to offset effects of possible
cockpit air contamination.
- EXCESSIVE COCKPIT TEMPERATURE.
In the event cockpit temperature is too high and the
automatic temperat1.1re control cannot correct the
-~ condition proceed as follows:
, 1. Temperature control lever - COLD .
2. Airc:ra:ft G suit hose - Check air flow:
-
a. If cold air is provided, Temperature Control
lever - HOT-COLD range as desired for
manual control.
Note
'- The cockpit temperature control lever
may be placed in the CKPT DEFOG
position long enough to clear any mois-
ture or fogging which may collect on the
windshield side panels and the canopy
panels.
b. If cold air is not provided (indicating a mal-
'
function of the cooling turbine) proceed as
follows:
(1) Temperat.ure control lever- RAM.
'
At low altitudes and high airspeeds
' (especially at high outside air tempera-
ture) the RAM position can cause exces-
sively high cockpit air temperature which
can be reduced by lowering the airspeed
'
and/or increac;ing altitude.
(2) If resultant. temperature is not satis-
factory, temperature control lever -
'
OFF.
(3) Oxygen diluter lever- 100% OXYGEN.
100% OXYGEN will offset effects of
- possible cockpit air contamination.
(4) If resultant temperature is not satis-
factory and/or the temperature control
- 340
lever and/or temperature control valves
are stuck in the hot position, main air
tine shutoff valve switch- OFF. Land
as soon as possible following procedures
for " LANDJNG WITH GRAVITY
FUEL FEED" and "U1'ILITY HY-
DRAULIC SYSTEM INOPERATIVE,"
(5) If resultant temperature becomes intoler-
able, auxiliary canopy jettison handle -
Actuate.
HYPOXIA.
U symptoms of hypoxia develop, accomplish as much
of the following as necessary until satisfactory condi-
tions are established.
1. Oxygen diluter lever - 100% OXYGEN.
2. Oxygen emergency lever - EMERGENCY.
3. If symptoms persist, bail-out bottle ball handle
- Pull and descend to cabin altitude below
10,000 feet as soon as possible. Disconnect air-
craft oxygen hose from connector.
The bail-out bottle contains approximately a
10 minute oxygen supply.
SPIN RECOV ERY.
Fully developed spins can be expected to lose 2200
feet per turn. Recovery to level flight can be expected
to require 10,000 feet. If spin is entered inadverfi.
ently, proceed as follows:
1. FUGHT CONTROLS-POSITIVELY NEUTRALIZE.
Positive neutralization can be accomplished
by depressing the trim for takeoff button and
neutralizing the stick.
2. CLEAN-UP AI RCRAFT.
a. External load - Jettison.
b. Landing gear, TE flaps and speed brakes -
Retract.
3. AFCS EMERG DISCONNECT LEVER- ACTUATE.
Note
Direction of spin must be determined
before applying correction.
• Because of the extensive oscillations in roll
and pitch, t.he direction of spin is best de-
termined by the needle of the tum and
bank indicator or by observing the terrain
OVER THE NOSE.
.. . , .., ..,. .JilT .JilT . . .. . ,.1'.1' .1'
• For inverted spins, neutralized controls
will result in recovery to an erect spin.
4. APPLY ONE HALF OR MORE AI LERON WITH
THE SPIN, FULL OPPOSITE RUDDER, AND
SLIGHT (NOT FULL) AFT STICK.
Note
Since ATM may go off the line during a
spin, equipment powered by utility hy-
draulic pressure may not be operable.
5. Throttle- IDLE.
6. When spin rotation stops - Neutralize controls.
Note
Because of a possible excessive trim posi-
tion in pitch and/or roll, it may be neces-
sary to place the control stick in a near
neutral position.
7. If spin continues through 15,000 feet above
terrain - Eject.
When spin rotation stops maintain neutralized
controls even though large sideslip angles and
rolls may be experienced.
!!!!!!'-
~
~
Recovery controls are very powerful
(effecting recovery in about one turn)
and it is possible that secondary spins
jn the same or opposite direction may
~
result from recovery. In this event,
neutralize the controls and redetermine
the attitude and direction of spin before
attempting further recovery action.
~
Note
Care must be observed during the dive
after spin recovery that sufficient air-
speed is obtained to sustain the G of
the dive recovery.
• Mild engine stalls may be experienced.
• The ATM may stop with resultant loss of
utility hydraulic functions and secondary
AC power.
3-41
~
~~~~~_.,~..,~~~..,~
- T.O, 1F-1050-1
LANDING
-~ This phase of operation is from the ini1iation of the landing procedure through the
landing roll. Runway emergencies are presented under the takeoff phase.
Note
The canopy should be retajned for all
-
emergency landings. See canopy retention
factors under Runway Emergencies in
this section.
~ PRECAUTIONARY PATTERN AND LANDING.
, The precautionary landing pattern is slightly
larger than the normal landing pattern, and is
usually intercepted on base or downwind leg. The
prime objective in using the precautionary landing
pattern is to get the aircraft on the runway on
. the first attempt in as safe and effective a manner
as the situation warrants. A precautionary landing
pattern could be used in almost all cases of emer-
. gency and when an unsafe condition exists. Be-
cause of the many variables involved (type of
· emergency), position and altitude in relation to
the airfield, existing weather, populated areas,
approach obstacles, runway length, suitability and
availability of overruns and/or barriers, etc., it is
impossible to establish a prescribed precautionary
landing pattern. The pilot's evaluation of all factors
and his judgment will determine the type of pre-
cautionary landing pattern suitable. Such factors
as pattern intercept point. (downwind or base leg
entry), aircraft configuration, transition point,
altitude and airspeed increases above typical land-
ing pattern positioning, size of the pattern, and
glide path variations (steeper or more shallow than
the normal 2.5 to 3 degrees) will have to be
evaluated. Using this pattern under normal land-
ing gross weight conditions. he would strive to
· maintain a reduced (constant) power setting, enter
on a higher than normal base leg (possibly 2500
feet AGL), slightly farther out than normal, gear
and flaps down prior to turning final, and hold
approximately 210 KCAS until assured of making
the runway. In the event of engine failure or fire
occurring anywhere in the pattern except during
the flare-out preceding touchdown, the pilot has
sufficient airspeed to level off and obtain a climb-
ing attitude for ejection. If engine failure or fire
occurs during the flare portion of the landing
approach,when the pilot's chance of survival is
greatest by staying with the aircraft, sufficient
342
airspeed is available to glide to the runway while
obtaining the proper attitude for landing. The pilot
should strive for the normal touchdown airspeed
wi.th only minor variations from the normal touch-
down point during precautionary landings. Depend-
ing on the nature of the emergency, the precau-
tionary final approach airspeed ean be up to 15%
greater than that computed for a normal approach
in the normal landing configuration.
LANDING GEAR FAILURES.
LANDING GEAR FAllS TO EXTEND NORMALLY.
If utility hydraulic pressure js available and the
landing gear will not extend normally, proceed as
follows:
1. Airspeed- Below 275 KCAS.
2. Landing gear handle- DOWN, if possible.
(E) If necessary, both crew members should
apply pressure to the gear handle simultane-
ously in an attempt to get the gear handle
DOWN.
3. Landing gear emergency extension handle-
Pull full aft.
4. If landing gear handle is stuck in the UP posi-
tion, make second attempt to position to
DOWN.
It may be possible to move the landing gear
handle to DOWN after an emergency
extension.
5. Yaw the aircraft to engage the main gear down
locks and pull positive G to engage nose
wheel down lock.
6. Landing gear warning light and position
indicators - Check.
Check position indicators when yawing the
aircraft to determine when the spring-loaded
downlocks are engaged. If the landing gear
handle cannot be positioned DOWN, an un-
safe condition will be indicated even though
the gear may be down and locked.

7. a. If the landing gear handle is DOWN and all
gears indicate safe- Reset landing gear
emergency extension handle full-forward
and make a normal landing.
b. If tlw landing gear handle cannot be posi-
tioned DOWN - Do not reset landing gear:
emergency extension handle.
I
c. Emergency brak<' - Pull. Make landing
with antiskid system inoperative.
WARNING
I
If the landing gear handle is jammed in the
UP position, the landing gear emergency
exlension handle should not be pushed in
as the landing gear will retract. The emer-
gency extension handle should not be re-
SPl until after landing when ground safety
pins are installed.
LANDING GEAR CANNOT BE EXTENDED.
lf all attempts to extend th(' landing gear fail,
- EJECTION IS NORMALLY THE l3EST COURSE
)fACTION. Landing with this configuration is not
recommendE-d. A belly landing is hazardous and the
hazard is further increased if the bomb bay lank or
any external tank that cannot be jettisoned contains
fuel. If a fuel tank ruptures on a belly landing it may
result in a fuel fed fire. Proceed as follows:
1. Eject.
,2. If ejection is imposstble, and a belly landing is
unavoidable, accomplish as much of the follow-
ing as time and conditions permit.
a. Reduce gross weight and minimize fire
hazard.
• Transfer bomb bay tank fueL
• Fl!e all ammunition (if feasible).
• External stores- Jettison.
(Retain empty wing tanl<s .)
• Expend excess fuel.
b. ~-- Safety belt and shoulder harness-
Secure and LOCKED.
c. Speed brake switch - IN.
d. Flap lever -- LANDlNG & TAKEOFF.
~~..,_,.~,.~~~~.MT.MT~
~ T~os1!!'­
e. Battery swtlch - OFF.
-~
f. Touchdown at - J 90 KCAS.
- [El 200 KC'AS {650
pound fuel remaining).
Add 3 knots to speed for each 1000 pounds
or portion of fuel above 650 pounds. These
speeds permit touchdown in a near level
~
attitude to avoid the nose slamming to the
runway from a nose high attitude after tail
contacts runway.
g. Throttle - OFF at touchdown.
h. Drag chute - Deploy.
i. Attempt directional control with rudder.
~
ONE MAIN GEAR UP OR PARTLY RETRACTED.
Landing with this configuratjon is not recom-
mended, eject.
LANDING GEAR DOWN, UNSAFE INDICATION .
It is possible that an unsafe gear down indication
may be caused by n malfunction of the indicating
system. To determine whether the gear or the in-
dicating system ha:-; malfunctioned, use the follow-
ing procedures.
1. Airspeed - Below 240 KfAS.
2. Utility hydraulic system pressure- Check.
4. Cycle landing gear (complete cycle}.
Place landing gear handle in UP position ; when
gear has fully retracted and locked, place
handle in DOWN position.
5. Yaw the aircraft to engage the main gear down
lo<.:ks and pull positive G to engage nose whe<>l
down lock.
6. Landing gear warning light and position indi-
cations - Check.
~~
• ll a saf'e indication is obtained, do notre- ~
tract the landing gear because subsequent ~
extension of all gears may be impossible.
Change 2 3-43
~·
T.O. 1F-105D· 1

~
~
e ! j tlw 1-!P:IT md IL'i\(L''\ SLtft· hut Ill<' TPcl IJght :1. -, . - Saft•ly bt'll and ~houldC'r barnes~ ­
m tlw lnndm!! gc·ar handlP rPmain" JJlumi- SPi:urr· und LO< 'KEn.

~
natPd, assumf• anl1spm fmlure and folio\\
<lppropnat(• prorPdun· \\"tth the n•d !Jght
illumtnatt>d, the> antJsktd .;ystP.m wtll hf'
~
5 Flap'"'' r L.\ \111:-\e ~ T.-\KEOF'F
lllOJWrat I\ I'.
(). Bat l<'ry !-\\itch OFF

~ i. ll sltll wt:::.a{c. pull enH'r!!f'JWY landing gear e:-.·

l<'lbton handll' and h~I\'P ~Par clwck vi;;ual!y. 7. Touehdo\\ n 111 t'Pt1t~>r of runway

~
tf praell< al. n. Drag dnlt\'
Hav<' a gl'ru· po:.ltllnl dwck madf' by lhf> towPr ~~- LO\\'~H :\OSE c;E:\TLY TO l{l-~\\'AY .-'\T
~ on a fly-hy, or hy anutlwr atn·raft. If gear
apphrrs ~af(\ m~tkt· a normal landing.
.\PPRO.X!:\1:\ TELY 150 KC.-\S.

~
~
8. Opl·rat•· bra!\(• JWdals. ovl'r half pedal travel.
St'Vt·ra l tmws pnor l o landing to rPlit>Vf' brak<·
WAIN lNG
I
~
If tlw no:w fall :; tllrotttrh ll may {'On tact
Note lhr runwa~· w 1t h Pnough fon·<· to c;nrst:>
structural dam age t n the a irnaft and

~ 1\ftPr landmg. dCJ tl01 taxi tlw am·raft.

=-'top ,mtl han• t'YI'\\" ch1d ino;tall landing
possihiP pilot InJUry.

~
gear ground safNy pin~. 10..\ft{'r cllrl'dional l'ontrol i~ as.'>ured . throttlf' -
OFF. <'ffit>r(!<'tH' ) brake handk-PULL.
.llllllf Landmg Gear Down, lndrcates Safe and Unsafe. LG Handle
,. lllumrnated .

~ r\\'hel'l .\nlt·SJ1111 F a!lurt•.) WARNING

I
I
If tl:f• landtng j.!Pnr hand!P fight and warmn{! lwrn

~ indJCatt' nn u nsafp t'OJH!Ittnn, t.>w•n though all threP

gear ind1c·ations ~how S.\ FE DO\\':\. 1t ~hou!d be
Ke<'P fet-·t off brnk(•s wlwn t'mNgl:'nl'y
brake handiP 1'- pullt•d. Brakt· pre~sun· will

~ assunwd that llw :~nti·~JHil syst1·m did not dl•-energize

and the following rr()('Niure:> should be followed:
r esu l t in a nmw downward rnorrl(>nt.

~ l. Landing gear L'mNgency l'Xtt·n~ion handle -

Pull full aft.
J 1. Do not apply brakE's unless rwc~>ssary.

~· l ise brake~ onl)' fo r dirl'<'lional control unlf.'ss

2. O}wratP brake> tWc!ab. nver half pedal travel. stopptng dJstarwc• is nitic.:al. .-\ftt>r nose c:on-
tal'l.s runway. appro x imatPiy 2500 to 3000
~
.<:t>VNal timC'S prior to htnding to r Plwve brake
fed ar(' rN{Uirl•d to ~top on a dry runway with-
out usiJJf.! hrak(•s.
~ NOSE GEAR UP OR UNSAFE. NOSE WHEEL NOT CE NTERED OR TORQUE LINKS

~
DISCONNECTED.
If tht' nose g<'ar rt•mams up or 111 an mtNnwdiatP
po~1t10n aft<'r all attt•mpts to t•xt<'nd 11 hav<' faded, If 11 I" su<;JH'!'ted that tlw nos<' grar J!' not l'Pntered

~
us€' tlw folio\.\ mg prot 'f'thm• aftrr tak<•off, ;wcomphsh tlw follow111g·

l. Leave:> landtng ~<'ar E'Xt.Pnded.

~
1 Red uc<' WPtgh t .

lf tl!nf' and condtt1on~ pen111t, t>xpcnd exees~ 2. Haw a \'lsllal dHc>ck madl.' to df>termine 1f the

~
fuPI and fin• all ammunition to hghtt'n the nos<> ~t'ar rs cockE'd or the torqu<' links not
I allt:lafl and to minimi;c l'irl· haz<ud. L"Oilllf'<'t('d.

~ ,Jpj [ISOil. !( etther or both <·onciitions ex ist·

~ :3. Lf' IWI' landing gt:'ar ~tXt.(;> nd ed.

~;..~;;',_,_,_,_,_,_,_,_,
 •• r
T.O. 1F·105D-1
P??r · :re

4. Burn out fuel to normal landing gross weight. vent. m the vicinity of the wheel brake

5. Make a normal approach and landing.
6. With main gear on runway engage nose wheel
steering momentarily.
7. Lower the nose gently to runway at approxi-
mately 150 knots.
The aircraft will lurch as the nose wheel casters
straight ahead; however, the lurch is control-
lable with rudder.
I
area creating a fire hazard.
Wheel Brake Failure.
1. Emergency brake - Pull.
Only three full brake applications available.
Each reduction in brake pressure bleeds off
the total amount of hydraulic fluid available.
I
I
TAIL SCRAPE ON TAKEOFF OR GO AROUND.

Note Have visual check of arresting hook position made

prior to landing. ( IE regardless of caution light
Experience has shown that as weight on
the nose gear is increased, with the torque
links disconnected, braking action causes
nose wheel shimmy to intensify. Foaming
indication.)

ARRESTING HOOK EXT~NDED .

I
of runway decreases the intensity of the
shimmy appreciably.

NOSE WHEEL TIRE FAILURE.

1. Make normal landing beyond barrier on ap-
proach end of runway.
2. After landing, do not stopcock engine.
I
If nose wheel tire failed on takeoff, reduce weight
prior to landing. When landing deploy drag chute
as soon as possible and gently lower nose wheel to
runway before speed reduces to approximately
WARNING I I
150 KCAS. On the runway hold full up stabilizer
to relieve as much pressure as possible on the nose
wheel. Use differential braking and nose wheel
Maintain idle RPM until fire equipment
arrives to cool hook. Stop cocking engine
will allow fuel to vent in vicinity of hook.
I
I
steering to maintain directional control. If nose
wheel steering becomes uncontrollable, it should be
disengaged.

TIRE FAILURE DURING LANDING. The pilot must take into consideration
that the arresting hook extends well be-
If either main wheel tire failed on takeoff, reduce
weight, position antiskid switch off and land on
side of runway opposite failed tire and deploy drag
chute as soon as possible. 1f a t.ire fails on landing,
p06ition the antiskid switch to off immediately.
During the landing roll as vibration increases the
low the main gear tires in the normal
landing attitude.

BARRIER ENGAGEMENT.

1. THROTTLE - IDLE (OFF FOR FIRE AND

'I
brake should be held and locked on the wheel with EMERGENCY BRAKE- PULL.)
the failed tire. Use nose wheel steering to maintain
directional control.

1. ANTISKID- OFF .
2. EXTERNAL LOAD - JETTISON (if necessary).

3. DRAG CHUTE - DEPLOY.

I
WARNING I If stores are jettisoned, delay deployment as
long as possible to minimize possibility of
stores overtaking aircraft.
I
Do not stopcock the engine, but main-
tain idle RPM until fire equipment arrives.
Stopcocking the engine allows fuel to
4. ARRESTING HOOK -EXTEND. (Mid field and
approach end engagement of any barrier should
not be attempted.)
I
3·45
I
T.O. l f -1050-1
5. Brakes - Apply optimum.
• If emergency brake handle is pulled, antiskid
is inoperative.
• lf a main tire faits, antiskid switch- OFF, use
differential braking and nose wheel steering,
as vibration increases the brake should be held
and locked on the failed tire.
6. Attempt to engage barrier squarely.
Normally the throttle will be positioned to
idle which will permit the aircraft to taxi clear
of the runway after a hook engagement.
If the throttle is positioned to OFF, accomplish
as much of the following as possible prior to
engaging barrier.
a. Emergency brake -Pull.
b.~. . . Shoulder harness- LOCKED.
c. Fuel tank selector switch - OFF [997C
and 1044] N/C/W.
d. Fuel shutoff switch- SHUTOFF [997C or
1044] C/W.
e. Battery switch - OFF.
When the aircraft is approaching the
barrier with the nose extremely low, and
it is imperative that the barrier cable be
engaged, the brakes should be released
prior to crossing the cable.
UTILITY HYDRAULIC SYSTEM INOPERAT IVE.
Landing with the utility hydraulic system inopera-
tive will involve an emergency extension of the
landing gear and landing without leading edge flaps,
speed brakes, nose wheel steering, normal brakes
and antiskid.
1. External stores- Jettison as required.
2. Reduce weight as much as possible.
3. Landing gear handle - DOWN.
4. Landing gear emergency extension handle-
Pull full aft.
5. Yaw aircraft to engage the main gear down
locks and pull positive G to engage nose wheel
down lock.
3·46
6. Landing gear warning and position indi-
cators - Check.
7. Flap lever- LANDING & TAKEOFF.
8. Make normal touchdown.
9. Drag chute- Deploy (after touchdown).
10. Throttle- OFF and emergency brake- Pull.
Note
Landing lights will become inoperative
when engine RPM drops below DC
generator cut-in speed.
11. Use maximum aerodynamic braking.
12. Brakes- Apply moderate wheel braking, as
speed decreases, increase to heavy braking,
modulate as necessary to maintain directional
control.
Only three full brake applications are available.
Each reduction in brake pedal pressure bleeds
off the total amount of hydraulic fluid avail-
able.
I I
WAIN lNG
Once the emergency brake system has
been depleted through repeated applica-
tions of the brakes, the aircraft is free to
move if the utility hydraulic system is in-
operative. Therefore, maintain pedal
pressure when the aircraft has been stopped
and do not release the brakes until after
the aircraft has been chocked by ground
crew personnel.
13. Stop straight ahead (do not taxi aircraft), or
arresting hook switch- DOWN for barrier
engagement.
GRAVITY FUEL FEED.
During operation with AC electrical failure the fuel
tank boost pumps will be inoperative. Under this
condition the forward and aft tanks will discontinue
transferring fuel to the main tank and all internal
tanks will gravity feed directly to the engine. The
main tank will feed fuel faster and drop to a level
of approximately 300 pounds with only a small de-
crease in the forward and aft tank quantities. The
forward and aft tanks will then gravity feed with

the forward tank feeding at a higher rate than the
aft tank. As the fuel heads equalize, the fuel re-
maining in each Lank will gravity feed until all usable
fuel is consumed.
In the event a landing must be made with gravity
fuel feed to the engine as a result of loss of AC elec-
trical power or any other conditon that makes the
boost pumps in tanks containing fuel inoperative
proc~~ed as follows:
1. When descent is initiated:
a. lf fuel quantity in the main tank is aboue
1100 pounds (fuel low level caution light.
not illuminated) and a descent and landing
can be completed with this fuel, proceed
with a normal descent and landing.
b. lf fuel quantity in the main tanh is below
1100 pounds (fuel low level caution light
illuminated) or a penetration descent is
necessary and main tank fuel marginal for
completing a landing:
(1) Avoid perceptible decelerations and
large negative pitch angles as these will
uncover the aft gravity feed ports and
may cause interruption of aft tank fuel
flow.
(2) Make descent at a speed of 250 KIAS
or less.
(3) Extend landing gear at any speed below
225 KIAS in the landing pattern.
(4)
( 5}
Extend flaps when below 200 KIAS
on short final.
Do not use speed brakes when in
landing pattern in order to prevent
sudden deceleration and interruption
of fuel flow.
Note
A normal landing can be accomplished
even though the CG may be aft of the per-
missible CG limit. The aircraft will have
positive stability, however, caution should
be used to avoid abrupt control move-
ment or uncoordinated maneuvers.
CG OUT OF LIMI TS.
AFT CG.
A landing can be accomplished even though the CG
may be aft of the permissible CG limit. If unable to
T.O. lF-1050-1
correct an aft CG condition before Iandin~ . pro·
ceed as follows:
1. External stores - Jettison as r('quired.
2. Avoid large control movements.
3. !\·Jake a power on flat approach.
4. Avoid any abrupt flare action anci be alert t.o
correct nose pttch-up after Louchdown.
FORWARD CG.
A landing can be accomplished even lhough the CG
may be forward of the permissible CG lim iLs. If Ltn-
able to correct a forward CG condition before land-
ing proceed as follows:
l. Make a power on flat approach.
2. Avoid large control movements and any abrupt
flare action. Keep pumping action to a mini-
mum.
3. After touchdown the nose wiU tend to fall
through at higher than normal spt>eds.
ONE FULL WING PYLON TANK OR EQU IVA·
LENT WEIGHT STORE.
lf one wing pylon tank fails to feed or a heavy
store is retained, an asymmetrical load condition
will result. See Flight with Asymmetriral Loads in
section Vl.
I WAIN lNG
I
With one full 450 gallon wing pylon tank,
or equivalent weight store, and trailing
edge flaps retracted full lateral control is
required to hold wings levt~l at 200 KCAS.
At. lower speeds lateral control is insuffi-
cient to hold wings level. lf store cannot
be jettisoned, and trailing edge flaps can-
not be extended, add 20 perf'ent to
pattern and landing speeds.
l. External tanks - Jettison as required. If
landing with retained store, retain tank.
2. If tanks are noL jettisoned proceed as follows:
a. Determine best controllable approach speed.
3-47
T.O. 1F-1050-1
b. Make precautionary base leg (make turns
away from heavy wing).
c. Increase pattern and landing speed 10 per-
cent above airspeed required for gross
weight.
d. Drag chute- Deploy at normal speed.
e. Complete normal landing procedure.
FLAPS UP.
1. Reduce weight.
2. Flap lever- HOLD TE FLAPS.
The HOLD TE FLAP position will prevent
unexpected movement.
3. Increase pattern and landing speed 15 percent
or appropriate proportion for partial TE flap
extension.
4. Approach at 2.5 or 3.0 degree glide slope.
I WAIN lNG
I
Prior to landing, check for full travel of
the rudder pedals. If flaps fail to extend
due to failure of the airspeed sensing
switch, the rudder stops will not retract
and the rudder travel caution light will
not illuminate. Under this condition, direc-
tional control in a crosswind condition
will be marginal unless the RUDDER
CONTROL C/B is pulled.
VERTICAL SPEED BRAKES EXTENDED.
1. Land with minimum fuel.
2. Use a flat approach using a slightly lower than
normal pitch attitude. Increase normal touch-
down speed by 10 percent.
3. Lower nos.e immediately.
Note
Due to the vertical speed brakes being
extended the drag chute and wheel
antiskid may not be available.
348
FORCED LANDING.
FORCED LANDING/DECISION FACTORS.
Forced landings are dangerous and should be attempted
only under ideal condWons.
EJECTION IS NORMALLY THE BEST COURSE
OF ACTION. The following instructions are pre-
sented as a guide.
• Forced landings should not be attempted by
pilots who are not proficient in simulated
forced landing approaches in this aircraft.
• Forced landings should not be attempted at
night, dusk or dawn, regardless of weather or
field lighting.
• Forced landings should not be attempted un-
less ideal weather conditions exist. Cloud cover,
ceiHng, visibility, turbulence, surface winds,
etc., must not impede in any manner the estab·
lishment of proper forced landing pattern.
• Forced landing should not be attempted where
approaches have obstacles or are over heavily
populated areas.
• Forced landing should no·t be attempted on
other than a prepared or designated suitable
surface.
• Forced landings should not be made unless the
landing gear is fully extended. Investigation
has shown that even when landing on reason-
ably rough terrain the extended gear absorbs
the initial impact and results in less pilot injury
and aircraft damage.
• Forced landings should not be attempted with-
out fully extended trailing edge flaps. Without
trailing edge flaps the lift required for round
out at flame-out descent rates necessitates a
dangerously high angle of attack with prob-
ability of severe damage in landing.
• Air start attempts should be completed before
high key is reachf->d so that complete attention
may be devoted to accomplishing a successful
forced landing pattern. Further airstart at-
tempts down to low key may be made, pro·
vided that primary attention is devoted to
proper execution of the forced landing pattern.
• Do not continue attempting air starts after
low key is reached as successful completion of
forced landing requires complete attention.
, ~~~~~~.,.,.,.,~..,
This does not preclude air start attempts
when flame-out occurs below low key.
• Forced landings should not be attempted
when a satisfactory "High Key" or "Low Key"
cannot be achieved.
• Forced landings should not be attempted or
continued if optimum airspeed cannot be
maintained. Airspeed is critical. If it falls be-
low optimum, considerable altitude will be
lost in attempting to regain it. If below opti-
mum after low key successful completion of
the landing is unlikely.
• Forced landing should not be attempted if at
any time during the approach, conditions do
not appear ideal for successful completion of
the landing. Eject no later than base leg
altitude.
FORCED LANDING PROCEDURE .
The forced landing pattern shown in figure 3-9 was
developed from flight test. The ideal high key point
is 12,000 feet above runway elevation. If more than
5000 pounds of fuel remain, the high key altitude
must be increased 2000 feet. A minimum high key
of 10,000 feet can be used with less than 1000
pounds of fuel remaining; however, a tighter than
normal pattern (approximately 45 degree bank)
will be required.
Configuration. The glide to high key is accomplished
with aircraft clean (i.e., external stores jettisoned,
speed brakes closed or in trail, TE flaps retracted,
landing (lear up and RAT extended). The retracted
TE flaps will provide maximum distance in straight
gliding flight. At high key, both the landing gear
and TE flaps are extended. This configuration is
established early in the pattern to provide optimum
control and to permit adjusting the pattern while
there is still altitude to work with . It avoids trim
change, sudden increase in rate of descent and dis-
traction from the touchdown point during the more
critical phase of the pattern. The fully extended
TE flaps provide optimum control in the turning
pattern and in the ideal pattern of 30 · 40 degree
bank where slight G is involved, the increased lift
from full TE flaps more than offsets the increased
drag and the rate of descent is reduced. Full TE
flaps are required to provide the necessary lift for
round out. Partial TE flap settings should not be
used as they do not offer any increase in perform-
ance in the spiral or turning portion of the pattern
and will increase the rate of descent during straight
unaccelerated flight.
~~~..,..6T~...,~~.,..,..,
T.O. 1F-10SD-1
WAIN lNG
I
Trailing edge flaps will retract automatically
if speed is increased to approximately 275
KCAS and an excessive sink rate may de·
velop. Flaps will not extend until speed is
reduced to approximately 260 KCAS.
Pattern and Technique. Although a windmilling engine
will normally provide hydraulic pressure at recom-
mended glide speed the volume output is not suffi.
cient for the landing phase, therefore the RAT must
be extended. The RAT alone will supply adequate
hydraulic power for flight control down to approxi·
mately 70 knots. The tum from high key should be
initiated when the aircraft crosses the approach end
of the runway in order to actually have the turn
established by the intended touchdown point.
I
Appropriate speed should be maintained throughout
the pattern and position and altitude regulated by
bank angle. High ambient temperatures (above 85°F)
increase the rate of descent due to the higher true
I
airspeed for a constant indicated speed. A helpful
technique, used during flight test to aid in hitting
the desired touchdown, involves checking that 25
percent of the high key altitude is lost during each
90 degrees of the 360 degree pattern. This technique
requires that if a 90 degree check point relative to
1
the runway heading is reached at too high an alti-
tude, the aircraft is rolled out and flown straight
until the desired altitude is reached. If the altitude
is too low, the turn is tightened to reach the next
90 degree check point at the desired altitude.
I
WAIN lNG
I I
Prolonged bank angles of greater than 45
degrees increase the rate of descent dras-
tically and should be avoided particularly
I
I
after low key. The proper speed is very
important throughout the pattern and
critical at the 1000 foot point when the
wings are level and decreasing the rate of
descent is initiated. Round out, or attempts
'I
to check rate of descent should not be
attempted while still in a banked attitude
as r ate of descent will not be checked and
airspeed may be lost.
The aircraft should be lined up with the runway
with wings level at approximately the 1000 foot
point. Start to reduce rate of descent at this point.
3-49
I
 WINDMILLING OR FROZEN ENGINE
FORCED LANDING 360° APPROACH
WARNING
TO ACHIIVI HIGH KIY1 NOTES
Airspeed is critical. If it falls below • Altitudes ore above runway elevation.
1. External stores - Jettison.
optimum , con siderable altitude will • Add 2000 feet to High Key for more
2. Rot - EXTEND.
be lost in attempting lo regain it. than 5000 LB of fuel.
3. Speed brakes - IN.
If airspeed is below optimum after • Add 3 knots to speed for eo~h 1 000
4. Cleon glide speed .I [0') 250 KIAS
l lrJ 255 KIAS low key, successful completion of LB of oddltlonol weight.
5. Zero delay lonyord-Attoclt.
the landing is unlikely. If airspeed
I I 0381 NJC/W
exceeds 270 KIAS, flap blow up
may occur making pattern more
hazardous.

after aircraft stops.

Mainta in cllrectlonol control.
liter b rake hondle - 'ull.
17. D"*' chute- Deploy.
r-~n.

Tlten tforf to *reose rote ol descent.

I

WAINING
No.. wheel s'"rlng will be Inoper-
ative under a ctual flame-out conditions.

Figure 3-8

3·50

,. ~.I~ . I .I~~~~~~.,.,~~..,

The preceding comments and procedure apply to
the situation where sufficient altitude exists to per-
mit attaining high key. If the decision is made to
land when high key cannot be attained, pick up the
pattern at the highest altitude possible, but not
lower than low key. The decision for LG and TE
flap extension would then be determined by how
well you are doing in establishing the prescribed
pattern. The important factors are: (1) In straight
gliding flight retracted flaps will stretch the glide;
(2) Extended landing gear increases rate of descent;
(3) In the turning pattern extended TE flaps reduce
rate of descent and improve control with the landing
gear either extended or retracted.
SIMULATED FORCED LANDING.
Since flame-out descents are simulated by a thrust-
drag configuration equivalent to a windmilling or
frozen engine, the speed brakes are fully opened
and the thrust set at the proper level. However,
since the top and bottom speed brakes close when
the landing gear is extended, a lower thrust setting
is required with the landing gear down than with
the gear up and all four speed brakes extended.
Therefore, in the gear down portion of t he pattern,
idle thrust should be used. Leading edge flaps will
not be movable during actual flame-out conditions,
therefore, simulation should be accomplished with
them in the "CRUISE AND MANEUVER" position.
(Buffet may be encountered earlier and a slightly
higher attitude will be required during round out,
especially at higher gross weights.) "CRUISE AND
MANEUVER" is used because the flaps will nor-
mally be in lhis position. The "CRUISE AND
MANEUVER" position can be held by pulling the
LE FLAP circuit breaker while the flaps are in the
"CRUISE AND MANEUVER" position and prior
to extending the TE flaps. Stability Augmentation
will be inoperative during actual flame-out landings
and as the tape instruments will also be inoperative
the standby airspeed indicator, the standby attitude
indicator and altimeter should be used. The two
configurations for the simulated forced landing are
as follows:
To Achieve High Key or Intercept Pattern.
a. RAT- Simulate extension (touch lever).
b. Speed brakes- OUT.
c. Throttle- 85 percent RPM.
d. Flap lever- CRUISE & MANEUVER.
T.O. 1 F-1050-1
To Accomplish the Turning Pattern.
a. Speed Brakes- OUT.
b. Throttle- IDLE.
c. LG DOWN (top and bottom speed brakes will
retract).
d. Flap lever -LANDING AND TAKEOFF.
Note
When initiating a go-around from the simu-
lated forced landing pattern, allow suffi-
cient time for engine acceleration from
IDLE to MILffARY THRUST, approxi-
mately 6 seconds.
DITCHING.
All emergency survival equipment is designed as part
of the escape system and is carried by the pilot dur-
ing ejection. There is no advantage in riding the
aircraft down, therefore ditch only as a last resort.
The following is provided as a guide in the event
that ejection is not possible and dikhing is unavoid-
able.
a. Distress procedure - Radio, IFF /SIF.
b. Aircraft configuration - clean, flaps -
LANDING & TAKEOFF. Landing gear- UP,
external stores- Jettisoned, speed brakes-
IN.
c. Oxygen diluter lever -100% OXYGEN.
When the diluter lever is set at 100% OXYGEN
the regulator is a suitable underwater breathing
device and may be used for tern porary under
water survival in the event you are delayed in
escaping from cockpit. It is essential that the
oxygen mask be tightly strapped in place.
The bailout bottle cannot be used under water.
d. ,_.. Disconnect all personal leads except
oxygen.
e. ,.,.... Safety belt and shoulder harness-
Secure and LOCKED.
f. :,.-. Pull helmet visor down and auxiliary
canopy handle- Actuate and pull up.
The canopy will jettison without arming the
seat.
3-51
T.O. 1F-1050-1

g. Battery and generator switches- OFF. j. -:, . . Exit from cockpit.

I
h. Usc normal approach and touchdown,
throttle- OF'F at touchdown.

Unless wind is high or sea is rough, plan ap-

proach heading parallel to any uniform swell
WAINING
I
Do not jeopardize your escape from the
pattern, and try to touchdown along a wave aircraft attempting to retrieve the survival
crest or just after the crest passes. If 'Wind is kit.
as high as 25 knots or surface is irregular, the
best procedure is to approach into the wind EMERGENCY ENTRANCE.
and touchdown on the falling side of a wave.
Do not stall the aircraft at the time of See figure 3-10.
contact.
ABBREVIATED CHECKLIST.
i. ~ Wh<~n forward motion stops, open
safety belt remove parachute, and disconnect Your emergency procedure abbreviated checklist
oxygen. is contained in T.O. lF-1050-lCL-1.
~11111111111111~
T.0.1F-105D- 1 -

EMERGENCY ENTRANCE
WARNING
• Ground crew must remain alert to 1he
• If leg braces are up, disarm rocket cats·
putt by disconnecting the hoses at the -
-
possibility of crewmember jettisoning the quick disconnect couplings located on
canopy. t he right side of the ejection seat frame
• If leg braces are up, on aircraft [9451 just above the leg brace P•vot point. Cut
EXTERIOR N/CiW, disarm catapult by cutting hose. hose if unable to disconnect.
CANOPY ACTUATOR

-
STANO CLEAR OF OPEN ENO OF HOSE!
RELEASE BUTTON
·····
....
······
··::·

-
-
-
·-
EXTERIOR
CANOPY LOCKAND
CONTROl BUTTONS
EXTERIOR
CANOPY JETTISON
-
NORMAL ENTRANCE MANUAL ENTRANCE -
1. Exterior canopy lock lever - Raise.

2. Exterior canopy control button - Depress.

1. Exterior canopy lock lever - Rai se.
2. Exterior canopy actuator release button -
3. Raise canopy manually.
Depress.

-
CAUTION: Hold canopy open as uplocks are not provided.

-
-
1. Push latch and open cover.
EMERGENCY ENTRANCE 2. Exterior canopy jettison handle - Pull out 6 feet. Stand clear of
canopy. 1El Both canopies will jettison.

IN THE EVENT NORMAL OR
MA NUA L ENT RA N CE IS
NOT POSSIBLE O R FEASIBLE.
-
IF CANOPY CANNOT BE JffiiSONED - strike plastic along its edge
attachment with the pointed end of a fireman's pike axe to produce a
series of punctures outlining an escape hole. Strike punctures with

-
broad edge of axe to open escape hole.

WHEN ACCESS TO COCKPITS IS GAINED tion shall be exercised any time parachute is

-
1. Disconnect pilot's personal equipment leads. handled. Ensure that safety pin, streamer, and
dust cap ore always engaged in cable assem-

12. Open seat safety belt. Shou lder harness w ill release and
on aircraft [ 1083] C/W the leg lanyards will also re lease.
bly to prevent deployment gun being dis-
charged when cable assembly is not connected

-
3. Disconnect parachute firing cable from parachute de- to actuator on ejection seat. Hold parachute
ployment gun actuator and unstrap parachute by releasing so that barrel of deployment gun points away
the breast strop and the two cro I ch strap ejector snaps from all personnel and towards a suitable
[ 1038] C/ W. parapet in case of discharge.

-
WARNING [1038] C/ W
The force-deployed parachute contains a bal- 4 . Pull emergency release handle on right side of survival
listically fired deployment gun. Extreme cau- kit to disconnect kit from parachute.

Figure 3-9

Change N o. 1 3-53/(3-54 blank) -

 T.O. 1F-1050-1

Sec~io:n. IV

CREW DUTIES

Not applicable to this aircraft.

4 -1/( 4 -2 b lank)
 T.O. lf-1050- 1

Sec-tion.. V

OPERATING
LIMITATIONS

TABLE OF CONTENTS

Minimum Crew Requirements 5·1 Autopilot Restrictions . 5·9

Instrument Markings 5-1 Bomb Bay Door Restrictions . 5-9
Engine Limitations 5-1 Gun Firing Limits 5·9
Fuel System Limitations 5-6 Gunnery Tow Systems . 5·9
Airspeed Limitations 5-6 Air Refueling Restrictions . 5-11
Brake and Tire Limitations 5·7 Center of Gravity Limitations 5-11
Prohibited Maneuvers 5-7 Weight Limitations 5-12
Acceleration Limitations 6-9 Emergency Flight Control System 5-13
Flap Trim Tab Restrictions 5-9 Takeoff Restrictions - Military Thrust 5-13

MINIMUM CR EW REQU I REMENTS. !EJ
The minimum crew is one pilot who shall occupy
the front cockpit. When a pilot occupies the rear
cockpit as a crewmember the pilot in the front
cockpit is in command.
INSTRUMENT MARKINGS.
This section includes the limitations that must be
observed for the safe and efficient operation of the
engine and aircraft. Markings on instruments form
a part of these limitations; however, they are not
repeated in the text and must be referred to on the
instrument marking page (figure 5-1). Where neces-
sary, further explanation of the instrument
markings are covered in the text of this section un-
der the appropriate heading.
EN GINE LIMITATIONS.
Normal engine limitations are shown in figure 5-l.
MAXIMUM THRUST (afterburner thrust) is that
obtained by placing the throttle full-forward and
outboard for afterburner operation. MILIT AR Y
THRUST is that obtained by placing the throttle
full-forward and inboard (nonafterbuming). MAXI-
MUM CONTINUOUS THRUST is defined as the
thrust obtained at 575°C EGT. WATER INJEC-
TION THRUST is obtained with the throttle in
maximum thrust (full afterburner) and injecting
water into the engine.
5-1
T.O. 1F-105D-1

INSTRUMENT MARKINGS TACHOMETER

BASED ON JP-4 FUEL
106.5 Per Cent Maximum allowable
85.0-98.0 Per Cent Normal operating range
68.0-71.0 Per Cent Normal Idle
68.0-78.0 Per Cent Emergency ld le
EXHAUST GAS TEMPERATURE
NOTE 4oo· c MAX Starting
- 5o• c MIN Operating
RPM should be increa.cf 5o• c to 575•c Continuous
steadily during start to 68.0 - 575 •c MAX Continuous
to 71.0 percent, without
hang up, within one minute 635 °C MAX 5 minutes, MIL THRUST on ground
20 seconds, MAX THRUST on ground
30 minutes, MIL THRUST in flight
15 minutes, MAX THRUST DRY in
flight
65o•c MAX Two minutes during and just after accel
or A/B starts above 25000 feet. Note:
The two minute time interval begins
immediately after forward throttle
motion is stopped.
660•c MAX One minute MAX IHRUST WEl during
takeoff. (Note: This time interval applies
only during the two minutes immediately
OVERTEMP after forward throttle motion is stopped).
LIGHT - 67s· c MAX Zero to five seconds DRY during and just
660°C after accel or A/B starts above 25000
feet. Thirty seconds WET during takeoff.
READS "OFF" WHEN
(Note: Both time intervals apply only
during the two minutes immediately after
POWER IS OFF forward throttle motion is stopped).

I 34o• c Idle MAXIMUM

OIL PRESSURE GAGE

- 35 psi Minimum during idle
35-40 psi Caution
- 40-50 psi Normal
- 80 psi Maximum for short periods
during takeoff and climb.
NOTE: Allowable fluctuation !> PSI within normal range.

OIL PRESSURE CAUTION LIGHT

ON Between 39 and 23 PSI on decreasing pressure
OFF Between 28 and 45 PSI on increasing pressure

FUEL FLOW INDICATOR

- 700 pph Minimum

- 700-20200 pph Normal
- 20200 pph Maximum
NOTE1 When throttle is retarded to IDLE, gage
may indicate 625 PPH momentarily.

Figure 5- 1 (Sheet 1 of 2)
5-2
 T.O. 1F- 105D-1

PRIMARY ONE HYDRAULIC SYSTEM PRESSURE

- 2850-3150 psi Normal

- 3150-3500 psi Momentary permissible range
- 3500 psi Maximum
3300-3700 psi Normal for emergency system
[1049) N/C/W

PRIMARY TWO HYDRAULIC SYSTEM PRESSURE

- 2850-3150 psi Normal

3150-3500 psi Momentary permissible range
- 3500 psi Maximum
[1049) C/W 3300-3700 psi emergency

UTILITY HYDRAULIC SYSTEM PRESSURE

- 2850-3150 psi Normal

3150-3500 psi Momentary permissible range
- 3500 psi Maximum

-
DISPLACING GEAR PRESSURE INDICATOR
0 psi Normal when carrying bomb
bay tank or MN-1 A
0-50 psi Initiator release
Slow to 600 KIAS at 1-1 .5G

-
50-190 psi Normal release all modes
Slow to 600 KIAS at 1-1 .5G
190-300 psi Normal all modes
300 psi Maximum
250 psi Ground check
Goge tolerance 25 PSI

Figure 5- 1 (Sheet 2 of 2)

5-3
T.O. 1F-105D-1
GROUND OPERATING LIMITS.
1. During ground operation, do not extend the
duct plugs to full forward position, when en-
gine speed is greater than 80 percent RPM.
2. Engine runup.
a. Aircraft restrained with chocks only [use
6-inch chocks (minimum) and apply full
brakes for runup) . Do not check after -
burner.
b. Aircraft restrained with cable- Light after-
burner at normal minimum afterburner
throttle position , then advance throttle.
3. Speed brakes must be in their normal sched-
uled position speed brake switch - IN, except
during speed brake check.
4. Operation at Military Thrust will not exceed
5 minutes.
5. Operation at Maximum Thrust, dry or with
water injection, will not exceed 20 seconds.
Operation may be repeated as often as re-
quired provided non - A/B operation is
selected for a 5-minute cooling period.
EFFECTS OF HIGH EGT ON ENGINE Ll FE.
Operation of the engine for extended periods at
high thrust and EGT levels is the primary cause of
damage to hot section components. Operation in the
EGT range above 575°C should be avoided as much
as possible.
ENGINE ACCELERATION LIMITS.
Acceleration time from IDLE to ma.ximum RPM at
sea level static conditions should not be more than
15 seconds. Normal engine acceleration occurs in
approximately 6 seconds. During start, the engine
should accelerate to 68.0 to 71.0 percent, without ·
hangup, within 1 minute.
ENGINE OVERSPEED LIMITS.
Maximum permissible engine speed is 106.5 percent
RPM. Any engine speed in excess of 106.5 percent
RPM should be noted in AF'l'O Form 781, and the
engine visually inspected for damage. Speed in ex-
cess of 108.0 RPM will necessitate engine overhaul.
5-4
EXTENDED AFTERBURNER RANGE LIMITS.
1. Use of extended A/B range (85 to 93 percent
RPM) is limited to air refueling only between
15,000 and 38,000 feet.
Between 15,000 and 25,000 feet with the
throttle at the minimum A/B stop some vibra·
tion or instability may occur. An increase in
RPM of several percent will eliminate it. Use of
extended A/B range below 15,000 feet may
cause engine surges or stalls.
2. Do not attempt an A/B light-up when throttle
is in the extended A/B range as flame-out may
occur.
3. Do not use extended A/B range when operatr
ing on the eme.r gency fuel system as the A/B
may blow out.
4. Afterburner operation below 15,000 feet alti-
tude is limited to the range of 93 percent to
maximum permissible RPM.
WATER INJECTION LIMITATION.
Water injection will be used only during takeoff be-
low 8000 feet in ambient temperatures of 40° F
( 4.4°C) and higher.
AlTERNATE FUEL RESTRICTIONS.
Fuel Grade Properties and Limits.
Alternate fuels are defined as fuels which ma y be
substituted for the recommended fuel with possible
restriction to aircraft performance. Alternate fuels
will not cause permanent damage to the engine or
fuel systems; however, they may require engine re·
trim. Figure 5-2 lists fuel in order of preference.
Note
Aviation gasoline and JP-4 fuel mixed in
any proportion are suitable for continuous
operation from an engine performance
standpoint. However, the use of aviation
gasoline must be restricted to emergency
evacuation or one-time ferry-type missions
to minimize undesirable lead deposits in
the engines and to avoid damage to the en-
gine driven fuel pump due to the poor lub-
ricating properties of aviation gasoline.
 T.O. 1F-l05D-1

FUEL GRADE PROPERTIES and limits

us UNITED SPECIFIC fREEZE
FUEL FUEL GRADE NATO MILITARY KINGDOM GRAVITY POINT LIMITS
TYPE SYMBOL SPEC IF I· SPE&IFI- (MAX-MIN
CATION CATION AT GO'F) ·r

RECOMMENDED Wide Cut JP-4

Gasoline F-40 MIL-J-5624 DERD 2486 0.802-0.721 -76
Wide Cut Comm.
Jet B None ASTM 0.802.0.751 -60 @ ©
Gasoline
Comm.
Jet A-1 None ASTM 0.829-0.775 -58 @ ©
Comm.
None ASTM 0.829·0.775 -40 ® ©
ALTERNATE Kerosene Jet A
- ---- F-34
·--
None DERO 2494 -58
--
©
JP-5 F-44 MIL-J-5624 OERD 2488 0.845-0.788 -55 ©
Aviation 80/87 F-12 MIL·G-5572 0.706 @ -76 ®
Gasoline
{AVGAS) 91/ 96 F-15 MIL-G-5572 0.709 ® -76 ®
EMERGENCY Plus 100/ 130 F-18 MIL·G-5572 0.702 ® -76 ®
3% Grade
1100 Oil ll5/145 F-22 MII:G-5572 0.706 ® -76 ®
®Pr}or to using commercial fuel, obtain freele point that cleanliness is not up to standard, a fuel © Avoid flying at a1t1tudes where OAT is below the
from vendor or airline supplying fuel. Exercise sample should be taken in a glass container and freeze point of tile !uel.
caution if you suspect or observe improper fuel observed for fogginess, presence of water or rust. ® Average value-limits are not controlled by speci·
handling procedures. Jf there is any indication ® follow climb restrictions. tication.

Figure 5-2

Use of approved kerosene type alternate fuels will
not adversely affect engine performance. Generally
the full takeoff rating will be more readily available
with the denser kerosene type fuels while aircraft
range performance will be at least as good or slight-
ly better than with JP-4. With cold fuel, ground
starts and restarts at high altitude may be slower
and less consistent with the denser fuels such as
JP-5. Only during use of aviation gasoline {AVGAS)
will it generally be necessary to retrim engines to
obtain the full takeoff rating. It is recommended
that, if a landing is made at a base having only avia-
tion gasoline available and no facilities for engine
retrimming, only enough fuel be loaded to accomp-
lish a one-time flight to a base where JP-4 is avail-
able. The engine operating limitations discussed
under Engine Limitations, in this section, also ap-
ply to alternate and emergency fuels.
Gasoline and JP-4 fuel mixtures that contain less
than 10% gasoline in all fueled tanks have no climb
rate limitations. When fuel mixtures containing
more than 10% gasoline are used, do not exceed
5000 feet/min. rate of climb above 1500 feet
altitude when fuel temperature is above 80° F. The
fuel tank and vent system is not designed to handle
high vapor pressure fuel. As a result, excessive fuel
venting will occur coupled with the buildup of high
internal tank pressures which may cause damage to
the fuel system.
The OAT is approximately 25° C (45° F) degrees
above ambient static air temperature at Mach 0.8 m
ambient air colder than -40° C. This higher tempera-
ture is due to airspeed ram effect. The ram heating
effect also maintains the airfumes and fuel, a like
number of degrees above ambient static tempera-
ture. Therefore, flights through -54° C (-65° F) am-
bient static temperature at 0 .8M will result in fuel
tank temperatures approaching -25° C (-20° F). To
insure boost pump and engine fuel feed system per-
formance, aircraft altitude should be adjusted to in-
sure flying with the OAT above the fuel freeze point
when using alternate fuel grades.
JP-4 is the only fuel which presently contains an
anti-icing additive to prevent fuel filter icing, due to
moisture in the fueL

5·5
T.O. 1Fw105D-1
The fuel flow indicator measures volume per hour
flow, but presents the pilot with a pound per hour
indication. The use of the higher density fuels will
result in a fuel flow indication that is somewhat
lower than the actual flow; however, speed and
range will not be affected. Conversely, lower den-
sity fuels (AVGAS) will present a fuel flow indica-
tion that is somewhat higher than the actual flow;
however, in this case, speed will not be affected but
range will be reduced by a factor of approximately
7 percent due to the lower heating value of the fuel
on a volume basis. The fuel quantity gage system
will read approximately 1 percent higher when us-
ing aviation gasoline. Fuel quantity gage system er-
ror will be negligible when other alternate fuels are
U$ed.
FUEL SYSTEM LIMITATIONS.
FUEL TANK SELECTOR SWITCH. (EJ
The fuel tank selector switch will be positioned
from the front cockpit only. Care must be exercised
to make certain that the switch is in the exact center
of the selected detent position. The mechanical link-
age between the front and rear switches is such that
the detent is not easily felt in the rear cockpit.
AIRSPEED LIMITATIONS.
Note
Speeds indicated on the AMI are in KCAS.
MAXIMUM SPEED.
For maximum allowable airspeed refer to figures
5- 5 and 5- 7.
fQ] The maximum allowable speed marker on
the AMI indicates maximum allowable
Mach number as a function of altitude.
This marker is not correct at the present
time and should not be used to determine
the maximum safe speed.
MINIMUM SPEED.
For minimum speeds for various gross weights refer
to figure 6-1.
LANDING GEAR.
1. Landing gear retraction speed, 240 KCAS maxi-
mum until locked up.
2. Landing gear extension speed, 275 KCAS maxi·
mum. If it becomes necessary to fly prolonged
periods with gear extended, flight shall be limit-
ed to 275 KCAS at lG.
DRAG CHUTE.
Drag chute deployment limitation is 200 KCAS
maximum.
RAM AIR TURBINE.
Ram air turbine extension limitations.
1. Below 20,000 f eet, 575 KCAS maximum.
2. Above 20,000 feet, Mach 1.3 maximum.
REFUEL1NG PROBE.
Air refueling probe extension limitations, 400 KCAS
maximum.
TRAILING EDGE FLAPS.
1. Trailing edge flaps extended 100 percent, 275
KCAS maximum.
2. Operation of more than two complete cycles
(one cycle being from full UP to full DOWN
and return to full UP) of the trailing edge flaps
in any 30-minute period during flight should
be avoided. (Insufficient cooling time for the
electric actuators will shorten their total life.)
3. When reversing the motion of the flaps, a delay
of approximately 5 seconds should be observed.
(Sudden reversal of flap operation will overload
and burn out the current limiting fuses.)
LEADING EDGE FLAPS.
1. Leading edge :flaps extended more than 40
percent, 500 KCAS maximum.
2. Leading edge flaps extended from 0 to 40
percent, 730 KCAS maximum.

VARIABLE AIR INLET SYSTEM.
For maximum speed limitations with variable air
inlet system inoperative, refer to figure 5·-4.
CANOPY SPEED RESTRICTIONS.
1. Canopy operation, open or closed at taxi speeds
up to 40 knots relative wind, is limited to the
range between fully closed to 15 degrees open.
2. Canopy operation, open or close beyond the
15-degree position, must be accomplished with
the aircraft stopped.
3. !OJ Aircraft may be taxied with the canopy in
any static position between fully open to fully
closed at relative wind speeds up to 65 knots.
4. lE Aircraft may be ta.xied with the canopy in
any static position between 55 degrees open to
fully closed at relative wind speeds up to 50
knots; at positions above 55 degrees, the open
canopy is affected by side loads that may re-
sult in excessive hinge mechanism wear and
failure.
JAR RIER ENGAGEMENTS.
Mid-field and approach end engagements of any bar-
rier should not be attempted.
Note
Barrier cables may be damaged to the point
of failure by the rims of aircraft wheels.
When suspected tire failure occurs, pHots
should consider releasing the brakes when
sliding over barrier cables. This will reduce
the amount of damage to the cable, and
brakes can be re-applied when the aircraft
wheels have passed over the cable.
BRAKE AND TIRE LIMITATIONS.
When the tires of an aircraft become overheated
from taxiing, o:r from heavy braking, they may dis-
integrate with explosive violence, often accompanied
by fire. When tires and brake housings become heat-
ed to the point where a hand cannot be held on
them, further operations should be suspended until
the heat has dissipated. Cooling time will vary, de-
pending on ambient conditions, and may take up to
3 hours. When heat builds up from extended taxiing
or prolonged application of light braking during
T.O. 1F--105D-1
taxiing or landing, delay subsequent operation until
the hand can be held on the tire and brake housing.
Note
Taxi distances of 15,000 feet will produce
heat in this area.
Figure 5-3 should be used to determine the cooling
period necessary before subsequent operation as fol-
lows:
1. If braking falls in the DANGER zone:
a. If possible , taxi aircraft clear of runway, oth-
er airc.Taft, and personnel. This distance
should be held to an absolute minimum.
b. Request firefighting equipment as tire blow-
out and fire are imm inent.
c. Evacuate aircraft and leave the vicinity im-
mediately.
WARNING I
Keep forward of aircraft.
2. If braking falls in the WARNING zone:
a. Tire blowout and fire are possible, proceed
as for danger zone.
3. If braking falls in CAUTION zone:
a. Delay subsequent takeoff by the amount of
time indicated and your hand can be held on
tires and brake housing.
4. lf stop falls below the CAUTION zone:
a. Subsequent takeoffs can be made providing
the hand can be held against the tire and
brake housing and total taxi distance will
not exceed 15,000 feet.
PROHIBITED MANEUVERS.
1. Intentional spins are prohibited.
2. Any maneuver resulting in negative G loads ex-
ceeding 2 seconds, should be avoided as engine
flame-out will result. If the oil pressure drops
5-7
T.O. 1 F- 105D-1

BRAKE COOLING REQUIREMENTS

INORMAL Subsequent takeoffs can be made provided hand can be held against tire and broke housing, and taxi
distance is less than 15000 feet.

ICAUTION I Delay subsequent takeoff for required cooling time and until ha nd can be held against brake housing
and taxi distance is less than 1500 feet.
TIRE BLOWOUT
~};~ AND FIRE
POSSIBLE Req uest fire-fighting equipme nt. If possible, taxi minimum distance clear of runway,
other aircraft a nd personnel. EVACUATE AIRCRAFT, KEEP FORWARD O F AIRCRAFT.
TIRE BLOWOUT l eave vicinity immediately.
AND FIRE
IMMINENT

WITH DRAG CHUTE

25 1"-J 1"- I' P::.. ..fc.4s
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COOLING TIME - MINUTES

WITHOUT DRAG CHUTE

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COOLING TIME- MINUTES

Figure 5- 3

5-8

to zero during this period, or if the time limit
is exceeded, an entry will be made on A FTO
Form 781.
3. During A/B operation, intentional negative G
maneuvers should be avoided.
ROLL RESTRICTIONS.
Roll is a rotation about the aircraft longitudinal axis.
1. Full lateral stick rolls are permitted at all speeds,
but below 350 KCAS use reduced lateral stick
deflection when rolling beyond 180-degree
bank angle.
2. ln full lateral stick rolling pushovers (less than
lG) above 600 KCAS, avoid using additional
forward stick while rolling. Do not continue
rolls of this type beyond 360 degrees.
3. Negative G loads are not permitted during roll
maneuvers.
4 . High roll rates are attainable with external
stqres installed. Therefore, the roll rate limits
of figure 5-5, with external stores can readily
be exceeded wit h moderate stick deflections
during rolling maneuvers. With full tanks or
heavy stores, the initial roll response is reduced
from that of the clean aircraft, but the attain-
able roll rate IS not. The pylon load limit can
be readily exceeded due to high centrifugal
force from excessive roll rate with a heavy
store. For example, with full or partial fuel
in external fuel tanks, t he limit roll rate can
be reached in 30-<iegree bank angle with full
stick deflection or in 60-degree with one-half
(3-inch) stick deflection. Large initial deflec·
tion should therefore be promptly reduced
when rolling more than 30 to 45 degrees, and
initial deflections of more than one-half stick
avoided. Intentional 360-degree rolls with
heavy stores should not be performed.
Failure to observe the roll rate limits may
result in structura l failure of the wing-pylon
attachment.
ACCELERATION LIMITATIONS.
'l11e G limits for a cl<•an aircraft w1th bomb bay
tank installed and n·IPased for rf>stricted flight by
T.O. 1F-105-1085C and '1'.0. 1F-J.05-1090, will
be 5.5 G's subsonic and 4.5 G's suprrsonic. \Vhc•n
external stores are carded, the presently authorized
G limits will be reduced by a factor of 0.75 for
T.O. lF-1050-1
subsonie flight and by 0.61 for supersonic flight.
(Exan1ple: If a G limit for subsouic flight with a
certain store was 5 G's, the new G limit will be
5 X 0.75 equals 3.75 G's. )
For Acceleration Limitations refer to figure 5-5.
I
FLAP TRIM TAB RESTRICTIONS. (OJ
Aircraft with t railing edge flap trim tabs will not be
flown with the trim tabs deflected. The trim tabs
have been deactivated and should not be defl ected.
AUTOPILOT RESTRICTIONS.
1. Stab-aug will not be engaged or reengaged in
flight unless controls are trimmed, attitude is
stabilized and altitude is such that a recovery
co uld be made if a malfunction occurs.
2. Automatic ILS approaches are limited to 200
feet (or published minimums, whichever is
greater).
BOMB-BAY DOOR RESTRICTIONS.
1. Opening doors - 0 to 3G.
2. Doors open - 0 to 5.3G.
3. The duration of flight time. with the doors open.
will be kept to a minimum (time not to exceed
4 minutes for any single operation). Total
(cumulative) open time shall not exceed 15 min·
utes in any one flight.
4. Do not o pen doors .in flight with bomb-bay fuel
tank installed.
GUN FIRING LIMITS.
To prevent damage to the M-61 20 Ml\-1 gun. firing
should be limited to bursts of no longer than 2 1h
seconds duration w ith a 1-min utP cooling period be-
t ween each burst.
GUNNERY TOW SYSTEMS.
A/A37U- 9 TCJN SYSTEM.
The following restrictions apply for the A/ A37U-9
gunnery tow system ut.1lizing the TDU10/ B Dart
Target:
1. With target in stowt~ position on aircraft.:
a. Maximum speed 270 KCAS .
Change 2 5-9
...
<f1 .....
0
AIRCRAFT RESTRICTIONS ~ith VA.I i:noperatiYe ~
....,
...
I

PLUGS FULL An - IUED DOORS FULL CLOSED ~

0
...
I

PRESSURE AMBIEIIT TEMP

ALTITUDE- AT All
1000 FEET IF AMBIENT TEMPERATURE IS lOT DOWII ·c ·F IF AIIIIEIIT TEMPERATUI£ IS DOWII
41 100
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'1.2 1.3 1.4 1.5 1.2 1J 1J 1J 1J
MACH NUMBER MACH NUM8ER

) ) ) ) ) )
 T.O. 1F-1050-1

b. No violent maneuvers. b. Acceleration +2 .5G maximum.

c. Plus 20 maximum. c. Minimum altitude 1000 feet.

2. During target launching: d. Speed for target recovery 200 KCAS, 50 per-
cent TE flaps.
a. Maximum speed 190 KCAS until cable out
light illuminates (approximately 2 1h minu~es). e. rvtaxium altitude for recovery 2000 feet.

b. Minimum altitude 1000 feet. 4. After target recovery:

3. During target in tow position: a. Maximum speeds 450 KCAS or Mach 1 .1,
whichever is lower.
a. iv1aximum speed 475 KCAS or 1.1 Mach.
h. Acceleration +4G maximum.
b. Plus 2.5G maximum.
5. If cable cannot be cut proceed as follows:
c. Minimum altitude 1000 teet. Establish a 10 degree dive angle at 300 KCAS,
approximately 800 feet above ground, effecl
d. Maximum altitude 2000 feel for target pullout to impact the target with the ground,
land 1500 - 2000 feet long on the runway as
recovery.
the cable will be trailing. Do not proceed down
the ta.xiway until ground crews have dismem-
4. After target recovery: bered the cable.
a. 1.3 Mach maximum.

b. Plus 4G maximum. AIR REFUELING RESTRICTIONS.

JA37U- 15 TOW SYSTEM.

1 The following restrictions apply for the A/A37U-15 1. Air refueling with A/Bin extended A/B range
,.. gunnery tow system: (Increase lift off 10 KCAS is limited to between 15,000 and 38,000 feet.
above computed airspeed for aircraft gross weight.) See extended afterburner range limits.

1. With target. in stowed position.

CENTER OF GRAVITY LIMITATIONS.
a. Maximum speed 350 KCAS.
1. The numerous combinations of external stores
h. No violent maneuvers.
that can be carried may result in the CG exceed·
c. Acceleration +1.50 maximum. ing the aft allowable limit. Permissible CG move-
ment can be expressed m inches from the refer-
2. During target launching: ence datum or in percenL MJ\C {mean aerody-
namic chord) from the leading edge of the
a. Establish straight and level night. MAC. Mean aerodynamic chord is the chord of
an imaginary airfoil which represents the vee·
h. Launch speed 220 KCAS. (f!'or altitudes
tor sum of the actual wing. Permissible CG

I above 15,000 feet, launch speed will be 250

KCAS utilizing 50 percent trailing edge
flaps.)
c. Minimum launch altitude 1000 feet.
travel is as follows:

• @ 18 to 35 percent l'v1AC.

d. Leading edge flaps only. • (E) 13.7 to 28.5 percent MAC.

3. During target in tow position:

Each configuration should be examined before
a. Maximum speed 450 KCAS or Mach 1.1, flight; if it 1s found that inflight CG movement goes
whichever is lower. beyond the desired limits, fuel system management

Change No. 3 5-11

T.O. 1F· 105D·1

in accordance with section VIT and/or off-loading of
weapons will be necessary. R efer to T.O. 1F-105D-5
or lF -105F-5 for further information .
2. The weight and CG obtained from the Weight
and Balance Clearance Form F gives the CG
with landing gear down at takeoff weight.
During a mission t.he following changes to the
CG may take place.
, station rather lhan the fuselage centerline station.
Approximate CG J\fot•cme111 ,
tive fuel tank boost pumps, may result in ex-
ceeding the fonvard, or aft. CG limits. If lhe
forward , or aft, CG is <~xceeded , extreme cau-
tion should be exerdsed in landing.
101 Where weapons are to be carried on more than
one station , the following rule of thumb should be
used: Load from centerline station out, and drop
:from outboard station in. ln general the best balance
will be achieved if external fuel is carried on the wing

! per ctmt MAC [QJ If] 650 GALLON CENTERLINE (BELLY) TANK
R ESTR ICTJONS.
j Bomb Bay Tank, 390 G a l ro
1. Takeoff or touch-and-go landings with tank par-
' empty Aft 2.5 Aft 2.0
I tially full is prohibited when operating with air·
~-{;mcrli~~ Pylon, ma:imurn 6 x craft near the maximum allowable aft CG condi-
tion. Because of fuel displacement during air·
750 lbs bombs released from
craft acceleration the CG could shift as much as
~ MER
Aft 2.3
-- ~
Aft 1.8
2.6 percent MAC aft.
Ammunitio n Drum, full tO fired Aft 2.0 Aft 2.0
2. Landing with tank partially full is permitted.
I Centerline ( Belly ) Tank, 650 3. Landing with tank full is limited to 240 FPM
1 G al 10 empty Aft 1.6 Fwd 0.8 descent sink speed provided there is no other
L- - ·· -- - external fuel.
l lnn:roal Fuel
•'
i :_g• Full w 5000 lbs rema in ing AftO.R SUU-13/ A DISPENSER RESTRICTIONS .
• SOOO to 1800 lbs remaining Fwd 1.7
1'
I
l
----- After a SUU-1.'3/A Dispenser has been actuated , it
[B Full 5740 lbs remaining
to A/1 2.6 must be ejected or jettisoned prior to landing. This
I 57·10 ro 1800 lbs remaining Fwd 4.2
-
is to preclude return to base of any non-ejected or
partially ejected munition clusters.
~..;,down <o up Fwd 1.0 Fwd l.O
WEIGHT LIMITATIONS
, Outboard Pylons, maximum

I-
I 500 lhs bombs released Fwd 2.2 Fwd 2.2
1. Maximum gross weight for taxi and takeoff: I
W ing Pylon Tanks (2)' 900
[QJ 52,838 pounds.
Gal to empty Fwd 3.5 Fwd 4.4
;---- - IE 54,580 pounds.
Inboard Pylons, maximum 8x
7SO lbs bombs released from
I MF.R Fwd 4.7 Fwd 5.6
2. Design normal landing gross weight whi<'h
corresponds to maximum sink rate of 5·10
llnbtJ:trd Pylons, maximum 2 x feet per minut.e or 9 feet per sC'cond is:
3000 lbs bombs released from [QJ 32,393 pounds
pylon l'wd 5.0 Fwd 5.9
[E) 33,800 pounds

3. There is no way of controlling the internal fuel

distribution when partially filling the fuel tanks
with the single-point refueling equipment.
Therefore, all the internal fuel tanks, except the
bomb bay ::ank, must be full before k'lkeoff.
4. Abnormal internal fuel distribution caused by
improper fuel system management, or inopera-
3. Emergency landing gross weight (full internal
plus bomb bay fuel) -Maximum sink speed
of 360 feet per minute or 6 feet per second :
[Qj 38,000 pounds
1B 39,5 50 pounds

5-12 Change No. 3


For landing gross wright betwt'cn the design normal
landing gross weight and the emergency landing
gross weight subtract 30 feet per minute from 540
feet per minute for every 1000 pounds over
(QJ 32,393 pounds orl£] 33,800 pounds to arrive
at a sink speed.
For any landing gross weight between the emer-
gency landing gross weight and the maximum emtr-
gency landing gross weight subtract (QJ 14 feet per
minute or [E) 15 feet per minute from 360 feet per
minute for every 1000 pounds over [Q] 38,000
pounds or[£] 39,000 to ru:rive at a sink speed.
4. Maximum emergency landing gross weight
(if unable to jettison external stores) - Maxi-
mLlm sink speed of 180 f<:~et per minute, or
3 feet per second:
[Q] 51,038 pounds
LEl 51,727 pounds
Note
All high gross weight emergency landings
should usc a very flat final approach and
be made as gentle as possible. The above
sink speeds are only provided as a guide
to the maximum allowable sink speed.
at. touchdown and are not rates of de-
scent during final approach. (AVVI
vertical velocity should not be used to
determine the sink speed).
T.O. 1F-105D·1
EMERGENCY FLIGHT CONTRO L SYSTEM
[1045] C/W.
Max.imum speed 0.85 Mach. (Lock engagements
may be made at higher speeds but aircraft must be
in a nose-up attitude and the speed must be reduced
immediately. Do not use flaps until speed is re-
duced.)
Flap extension-Do not exceed 30 percent at speeds
up to 0.85 Mach. Do not use flaps above 0.85 Mach.
Load factor ·- Do not exceed 2 .OG.
Use of conventional lateral control sys-
tem after engaging the emergency flight
control system should be minimized to
avoid overloading llaps and expending
residual hydraulic fluid.
TAKEOFF RESTRICTIONS- MILITARY
TH RUST.
Takeoffs with military rated thrust under condi-
tions which result in a predicted ground roll in
excess of 7000 feet are prohibited. Under these
conditions, the military thrust charactelistics
at lift off may result in marginal climbout capa-
bility.
Change No. 3 5-13
 .....
f/1
~
~
ACCELERATION AND JETTISON LIMITATIONS 9
....
The load factor limitations given herein are 100 per cent of design limit except
for the F-IOSF clean aircraft which is restricted to 80 percent of design limit
Subsonic speed is defined as speeds below Mach 0.9.
Sup!rsonic speed is defined as speeds above Mach 1.0.
""I
....
0
Where the lead factor limitations for the store configurations exceed the U1
(") F-IOSF clean aircraft values, presented herein the F-105F clean aircraft limits 0
::r
Ill shall apply. Speeds betweea Mach 0.9 and 1.0 the G lim•! will decrease linearly. ....
I

:;,
<g With abnormal internal fuel distributiGn the supersonic load factor shali be For weights greater than design weight, the load fat!ors should be reduced so
limited to that determined by the external store configuration, or 5.0 G, which- that: the reduced load factor times the greater weight does not exceed the
z ever is lower design load factor times the design weight.
?
(,.) ADDITIONAL LIMITATIONS

0Mixed Store L1mits Except for >peed limits fat wing mounted storHs, are (0AGM -12B Store tem perature :.peed limit. Above 20,000 550 KCAS
determined by reading the limn s for each store alone (8ullpup) Below 20,000 450 KCAS
and observing the more severe re\triction, The speed
Launch1ng speed limit 460 KCAS Below M0.95
hmns listed tn the table for winy mounted stores are
for symmetric loading un!ess othP.rwise specified For THE AGM -12B ADAPTER CANNOT BE JETTISON ED.
symmetric wing mounted store combinations not THE AGM· 12B IS JETTISONED UP TO A SPEED OF
spec1fic;,lly listed tn the tablo<, tht' speed li mit sh all not 575 KCAS AN D A SYMMETRIC LOAD FACTOR OF +4.0G
.,
<(;•
exceed 500 KCAS For asymmetric loadmg the speed
hmtt tor each wmg combinat1011 ~huuld be treated as AGM-45A Do not launch two miss•les simultaneously from the aircraft.
c: AGM-45A releao;o• ci rr.ultS are selected by rnt.Hing I he weapon~
~ 1t it were symmetnc and thP. mom severe restr iCtion (Shrike) I

of the two shall btl observed. selector ~wnch to CONVENTIONAL BOMBS ,.,ndtho pylon
If'
<.11 s~>qucnc£' ~electur swi tch to SINGLE SEQUENCE Only one
~ @Pylons and MA·2 (F -105B i!dapters) wtthout ~lnrt:~ .~n· otot considered as Stdtlon selector swnch shall be enyaged at a time h"cause if

~ Rocket Launch ers stores when determ1n1ng mtxct.l \tOre limits. L O dnd RO station ;elector switches are engoged pnor to launch,
.... tho left mis~ile tonu and firing c1rcu its are ,o:lcctcd, but the
@ Unfinned Stores On Have a more severe G restr ictoOII vvho11oinboard wtng attotude director •nd1cator w ill respond to 5ogn<~l· from the
() Outboard Wing Stations statoon is clean. Therefore if inllr,drd $\Ores are ex·
..... pended and outboard stores retaoned the G restrir.tions
right missile.

~ become more severe.

I
AGM-78 If the LAU-78 is employed w1th the AGM-78A or AGM- 788,
the lower flight limits in figure s- s apply. If the LAU-80
@INTERNAL STORE launcher Is used w ith the AGM- 78A or AGM-7 88, the higner
Ejection limit •·5.3G limits In figure 5-5 apply.
or MN· 1A BOMBLETS

0 LAUJ3A, 18A, ·32

Launchmg in salvo, load limit +l.OG
01·59 (Rocket Pod) C/ B After d•spensing C/B munitions. or rn the event of aircraft con·
Munitions tarni na tio•' from C/ B munitions, the pilot will request the tow er
®AIM9·B (Sid,.wl""der) Up to 10 MIN
to prepare for isolated parking. At the same time. he will pro·
Stor e Speed MAX, warhead
wi rh MK-8 warhead vide the unclassifit•d designator of the agent.
Tempefature Limit mspection atter flight

Below 10.000 500 KCAS Below 10.000 550 KCAS CBU-46f A The 1nboard 450 gallon tank may be !>uperficially damaged upon
salvo dispensrng, This should not Iomit the operct tional use of
Above 10,000 550 KCAS 10,000-25,000 600 KCAS rhl~ munition.

AbOVIl 25,000 650 KCAS @ M-117 (Bomb) MAXIMUM SPEED IS 500 KCAS AT HIGHER SPEEDS
with M BOMB FIN DISINTEGRATION IS PROBABLE.
DO NOT EXCEED 550 KCAS WITH 450 GAL TANK
131A1 Fons
INBOARD

THE AIM-9B ADAPTER CANNOT BE JETTISONED.

---------~- --- -- ------~~~

THE AIM ·9B CANNOT BE JETTISON ED
THE AIM-98 MAY BE LAUNCHED UNARMED.
------ ~~~-------- ----
' - - - - --
_j
 @WARNING The following apply to use of the B LU 52/B bomb in any
configuration.

VT 188 (Fuwl MAXIMUM SPEED FOR CARRIAGE AT ALL STA· a The BLU-52/8 bomb must be expended (ejected or jettisoned)
once 11 is a1rborne. if, for any reason, it cannot be delivered
TIONS IS 600 KCAS. THE ARMING WIRE IS
to the original or alternate target, It must be released over
RETAINED WITH THE AIRCRAFT AFTER BOMB
designated hostile territory Of over designated uninhabitable
DELIVERY. THE ARMING WIRE SHOULD BE
territory at least f ive mi les from the nearest habitable site.
RELEASED TO PREVENT AIRCRAFT DAMAGE.
Preferred sites will be selected by the local commander.
0M·117R (Bomb) LIMITS APPLICABLE TO STRAIGHT LEVEL FLIGHT b. A1rcrew members, on aircraft going to or 11ear (within five
A ND DIVES UP TO 30 DEGREES AND APPLY TO miles and below 5000 feet AGL) a target area already hot, or
HIGH OR LOW DRAG CONFIGURATION . about to be hit by BLU-52/ B bombs. must have adequate pro·
tecuon tor the eyes and respiratory system. Gloves should be
·M-117 GP Bomb Flight limits and drag ntJmbers are the same as M·1 17. worn and all exposed areas of the sk1n should be covered
W/M 1A 1 Fuze Extender The maximum airspeed is 500 KCAS for all con- c. Aorcraft carrying the BLU 52/8 bomb should be the last to
figurations. Thts is a fuze extended limitation. take off and the last to approach a target area. All other aircraft
should evacuate to a distance of at least ftve miles while the
BLU-52/B bombs are being delivered. Aircraft releasing the
SUU-13/A Dispenser After an SUU- 13/A dispenser has been actuated. it must bombs should evacuate the target area as soon as possible and
"'11 be ejected or jettisoned prior to landing. This is to pre· remain at least five miles from the target o r above 5000 feet AGL.
ciS' elude return to base of any non-ejected or partially d . High explosive detonations in an area previously seeded by the .
~ ejected munition c lusters. BLU·52/B will require the same safety precautions as if SLU·
<r' 52/B's were just dropped .
Ul
(;) MK-S2 Fuze Extender The M 1A 1 fuze ex tender may be any length not greater
(D Centerline MER Center aft, Center forward, Left alt. Left forward. Right aft and

~
~
than 36 mches. "Thick" or "thin" walled extenders Release
Sequence A
Right forward.
may be used. The aluminum lanyard guide tube must Center ah. Left aft, Right aft, Center forward. Lett for.vard and
""......
0 be used. Sequence B Right forward.

~
.._
CAUTION; Certain combinations of external stores may exceed CG limitations. See CG limitations.

··-

CLEAN AIRCRAFT MAX SPEED SYMMETRIC LOAD G ROLL

LOAD G
NO INTERNAl STORE Below 23,000: 810 KCAS Subsonic +8.67 -3.0 +6.1
23,000-35000: linearly increa~s. r.l 1.8 to M 2.1

[QJ (Design Weight 34,058 lb}

WITH INTERNAl STORE or bomb bay tank

with fuel (Design Weight 36,018 lb) ®
Above 35,000: M 2.1

Same as above
Supersonic +7.33

+7.33
-3.0

-3.0
+5.2

+5.2
-f

NO INTERNAl STORE Below 23,000: 810 KCAS Subsonic +7.0 -2.5 +3.0 0
(Design Weight 35,8!2 lb) 23,000-35,000: linearly increases, M 1.8 toM 2.1 ~

[I] Above 35,000: M2.1 Supersonic +5.5 -2.5 +3.0 ...,..

...
0
I

WITH INTERNAl STORE or bomb bay tank

-
u. Same as above -2.5 +3.0 ()'!
I
with fuel (Design Weight 37,772lb)@
+5.5 0
u. ...
I
 Vl
I EXTERNAL FUEL TANKS Tonks connol be ejected simultaneouJiy wltlt olner lfor•s without special e flort .....
on tho pori of lite pilot. Therefore salvo 1/mill are not provided for 11>11 cose .
()o.
0
....
"1'1
EJECT NON INTEGRAl JETTISON PYlON _.
I
EXTERNAl FUEl TANKS CARRY TANK FRO!!! PYLON WITH TANK 0
U1
("')
::r
QJ
:s
IC
MAX SYMMETRIC ROLL I
I
RATE OF MAX SINGLE OR MAX ...0
I

<II CENTER INBO OUTBD SPEED LOAD LOAD ROLL SPEED SYM PAIRS SPEED MAX
z LINE KCAS G G "/sec KCAS MAX G KCAS G
?
w . -
SO Not to exceed•

I
450 or Empty 600 or M1.3 + 6.0 -2.5 + 3.0 roll angle of 18oo
.nlimite.!!_ Not Applicable fnbd
~~~KGAl With Fuel 600 or M0.95 + 4 .0 -2.0
+ 1.0
+ 3.0 80
580 0
C"i
80 N ot to exceeaa
Center line
Atu)Ve 15,000 600 or M1.3 -2.5 450 +
450 or + 5.0 +3.0 roll angle of l80o
650 GAL 450 GAL EmptyBelow 15,000 600 or M1.3 + 6.0 -2.5 +1.0 Unlimited 600 + 2.0
TANK Oo not jettison 650 gal
TAHK With Fuel 600 or M0.95 + 4.0 -2.0 + 3.0 tank while descending.
'"1-t QRC-160 350
<()• 650 GAL M·118 C/L TANK M-118
<:: TANK & ·1, ·2 or -8 Empty 525 or M1.3 + 5.0 -2.5 + 3.67 80 500
~ (Bomb) +4.0 500
8/B (See Note and/or ® -2.0 M-118 only QRG-160
C/L TANK + 4.0 +3.0
~ TANK 1 thru 6) AIM-98
(Note 11) full 450
C/l Tank
(;)
Above 15,000 + 5.0 -3.0 + 3.67
~ Unlimited
...
<1)

t..)
450 GAL
TANK
Empty Below 15,000 + 6.0 -3.0 + 4 .33
580

C) With Fuel + 4.0 -2.0 . +3.0 80 500

..... Above 15,000
600
-3.0 0
+ 5.0 +3.67
~ QRC-16!1-1,
·2 or -8 Empty Below 15,000 + 6.0 -3.0 + 4.33
125
., c
.....
o--i
.,;+
580
(Note 11) With Fuel
Above 15,000
+4.0 -2.0
-3.0
+3.0
+ 3.67
80 <~
w"'
+ ••
•. w
... 500
LAU·3/A, -18A + 5.0 )-;::) Empty
Empty Below·is;ooo- 125 ~>- .......... (,:)
-32 or -59 550 +6.0 -3.0 + 4.33 <« 0.. same as
(Rocket Pod) t-With Fuel
-
+4.0 -2.0 +3.0 80
"'«
< :e:z:
w!::
Carry ~
u Speed N
M·129 (Bomb) 550 ::= with Fuel +
450 GAl 500
TANK With Fuel '
MC·l (Bomb) 525 ®
+ 4.0 -2.0 + 3 .0
M-1 11 (Bomb) 80
M·117R (Bomb) Tanks Empty 525
Q) 525 +5.0 -3.0 +3.67 (Sullsomc) + 4.0 350
(Below M1.2) 525
M·117D \!reTowrfl:2)
(Destructor) low dra~ ·anrv
Above 15,000 + 5.0 -3.0 +3.67 Empty
MA·2 t:mpty Below 15,000 125 same as
(Rkt launcher)
600 + 6.0 -3.0 +4.33 + 5.0 [mpty Carry
With Fuel -2.0 80 600 Speed
+ 4.0 + 3.0 + 4.0 fuel
with Fuel
-1 500
 t cnlcs tonnol be •i•cr.d simullaneoutly witIt other slores wilhoul special ellorl
EXTERNAL FUEL TANKS {Cont) on the port ol the pilot. Thtre#ore salvo limits ore nol provided lot this case.

EJECT NON INTEGRAL JETTISON PYlON

EXTERNAL FUEl TANKS CARRY TANK FROM PYlON WITH TANK
MAX SYMMETRIC ROll RATE OF MAX SINGLE OR MAX
CENTER INBD OUTBD SPEED LOAD LOAD ROLL SPEED SYM PAIRS SPEED MAX
LIN£ KCAS G G ·/sec KCAS MAX G KGAS G
Abo~e 20,000 550 @ 0
Empty Below20,000 + 5.0 -2.5 + 3.67 Ul
AGM·12B 4SO @ w
A.
{Bullpup} With Above 20,000 500 11'1 Empty
+ 4.0 -2.0 +3.0 80 >- same as
Fuel Below 20,000
Empty
450 @ •
Dr: Carry
Speed
AGM-45A +5.0 -2.5 +3.67 <c(
soo
(Shrike) With Fuel
Above 15,000
See store
+ 4.0
+5.0
- 2.0
-3.0
+3.0
+ 3.67
v
11'1
<c(
w
o•
IIi +
0 with
Fuel
500
..., AIM·98 Empty Below fs;ooo-- Silted limit + 6.0 -3.0 +4.33
125
~
+ ...a..
.. w
C)

<@"
~
(Sidewinder)
With Fuel ®above +4.0 -2.0 +3.0
4(
VI

High drag
......
>-::;,
A.
0
c-4
+
~X
'fl MK-82 fmpty
500 wt:
450 GAL + S.O -3.0 + 3.67
0)
{Sna~e!Je) 525 (Subsonic) ~
With Fuel Low drag
~~
TAMK {Note } + 4.0 -2.0 + 3.0
525 350
(BelowMl.2)
.c.. MU2 Empty + S.O -3.0 + 3.67
0
..... (531 lb. Bomb) 525
1\)
With Fuel + 4.0 -2.0 + 3.0
~ MK·83 Empty + 4.0 -2.0 + 3.0 + 4 .0 Empty
With fuel -1.0 500
+ 3.0 + 2.5 Same +3.0 fuel
80 as
CBU-2-U/8, Carry
·24/8, ·248/ B, Empty 500 + 4 .0 -2.0 + 3 .0 Speed
·2SA/8, -29/8, BelowM 1.2 + 4.0
(Store only) 350 + 1.5
·298/B, -49A/8,
-49/B, 498/ 8, With Fuel
C') ·53/B, ·54/B
;:;, AN/Al£·2
IQ Empty + 5.0 -2.0 Full + 4 .0
<II
z
?
w
AM/ALE-2
With Fuel l_ 600 + 4 .0 -2.0
+ 3.0 550 AN/ALE·2
Not full
400 + 2.0 -l

...9
_ __ l ____ ----------~
-- - -- - L______ _ _ -
- - ------------- _±_~~ - L___ - ------- - - -

71
- -------- --- ~--
~ ---

_,
0
U1
<{I
....
-..!
9
....
1.(1 Tonks cannot be ejected simultaneously w1th other store$ without spacial ellort
....
..... EXTERNAL FUEL TANKS (Cont) b
01) on th~ pari of the pilot . Therefore salvo limits ore not pro vided lor lh•s case.
.,...
.:.
EXTERNAl FUEl TANKS CARR Y DISPENSING EJECT JETTISON PYlON 0
(J1

(")
::r
!I> MAX SYM ROLL RATE OF MAX MAX
WITH STORE
MAX
. ...
9
;;,
<0
CENTER INBD OUTBD SPEED LOAD LOAD ROLL SPEED MAX SPEED MAX SPEED MAX
~
LINE KCAS G G • SEC
1
KCAS G KCAS G KCAS G
N

Empty +5.0 - 2.0 + 3.67 525 + 5.0 + 5.0

CBU-7/A - - 525 -·- - (400 Minl ---------- 500
450 (No te 7) With fuel + 4.0 - 2.0 + 3.0 (Note 8, 9) + 4.0 (350 Min) + 4.0
GAL 80 350 + 2.0
CBU-28/A ar Empty +5.0 -3.0 + 3.67 + 5 .0
TANK CBU-30/A -- 550 - - 550 500 + 4.0
'llilh Fuel + 4 .0-2.0 + 3.0 (Note 9, IOJ + 4.0
(Note 7)
- - - '- - -- -- - ~--- -·---- ------- -

NOTES: 1. ruel system management 10 accordance with Section VII will be used. 8. Do not dispense below 200 feet AGL.
2. M·ll8 bombs will be dropped prior to selecting bomb bay fuel. 9. 01spense at 0.1, 0 2. 0.3, 0.5 !ntervals only.
3. M 118 bomb may be carried on MWP or universal B/ Dpylon. 10. for maximum CBU-30/ A effe~tiveness. do not dispense at altitudes greater than 500 feet above
"l't 4. Ammunit:on will not be used until M·l18 bombs are dropped. ground level. Th1s restriction appl!es to the CBU-30 / Aonly.

l 5.
6.
7.
Centerline tank may be rela:ned when empty.
We'ght and ba:ance clearance form Fis requ'red for each a;rcraft loaded to fly these configurations.
The outboard pylon must use th e strengthened aft yaw pin AFP/ N6207002-1.
11. Stores on which compatibility (HERO) tests have been conducted which can be carried while oper-
ating the QRC-160-8 are as follows: Inboard and Centerline tanks, AlM-9/B, AGM-12/C and
MK-36.
~
~
i;
<l>
.....

-
(.1)
0 CONFIGURATION CA RRIAGE DISPENSING EJECTION JETTI SON
1\.)
~ INBD OUTBD CENT ERLINE AIRSPEED SYM G ROLL G RO LL RATE MODE AIRSPEED SYM G KCAS/SYM G

2 MK-82 1 MK-82 650 500 Tank Empty Single 500 +2.0 275/+2.0 (Do not
( 1 On OLI(· Wi th Gallon Below Empty +3.0 Dual Below jettison 650
board fwd M 1A 1 Tank 0.9M 15 .0, Full Ripple 0.9M gallon tank wh ile
shou lder Fuse -2.5 +2.67 descending.)
and 1 on Extender. Tank
aft Full
center) . +4.0,
- 2.0
80"/Sec NA
Other Other T5,0 ~3.0
Stores Stores - 2.5
(3) {3)
----------------- - --- -- - - - ----

NOTES:
1. The M 1A 1 fuze ex tender may be any length not greater than 36 inches 2. Outboard pylon must use the strengthened aft yaw pm (RAD SK79-75196).
and may be "thick" or "thin" walled. The aluminum gUJde tube assembly 3. For mixed store limits see T.O. 1F-1 05D·1, Sect1on V, Note A.
must be used. 4. Drag numbers are the same as the MK -82.
 CENTERLINE MULTI EJECTOR RACK (MER)
JETTISON PYlON & MER
S TORES CARRY EJECT FROM MER with or w1thout stores
or stores alone

CENTERLINE PYLON MAX SPEED

KGAS
SYMMETRIC ·
LOAD G
ROLL RATE OF
LOAD G ROLL• / SEC
I EJECTION
SEQUENCE
MAX SPEED
KCAS
I MAX
G
MAX SPEED
KCAS MAX G
PYLON and MER ONLY S3me as Clean Not Applicable 600
*4 M-117 or 4 MC-1 <Bombsl 675~P +5.0 - 2.5 +3.67 650 + 3 .0 oon "li':
&1)("1 '0
(upper locat10r'll (Bomb fins 45° to Vertical! (Below M 1.2) (Below M12) Seq B([;: M N _~"'0
.,
*6 M·111 or
6 MC·1 <Bombs) Upper bomb fins 4 so to 600'El +4.0 -2.0 +2.5 Single, + 4.0
oo £~
Dual or LU <( £~
Vert oco I Lower bomb fins vertoca I (BeiowM 1.2) Seq A@ 0 0 ~=
Ripple
Same <
0
..... ~"'
c: ~
+ 2.0
6 M·129 {T-58 Leaflet Bomb) S Upper bomb fins 45• to Vertical as _, _. ~~
l Lower bomb fms vertical Carry >-!! ~~
+ 4.33 Speed ..... ... · -.J:::

+ 6.0 ._~a:: ~~
::)<( e,3'
.., 600 - 2.5
I.L D.. 2
.g· (Below M 1.2)
+6.0 600
(Subsonic)
~
3 M•117R (BGmb) j121 Aft
Fwd upper location r.-.
iow€r locat1on ~~ + 3.67 600
+ 4.0 225
<fl
OJ
(Below !.2)
low drag
(;:) 3 M-1170 {Destructor) only
;::,-
~ 3 M-117 CBombsl* j Upper bomb fins 45° ,to Vertical 60 0 !!.1 + 2 .0 80
0) 1Lower bomb fms vert1cal (Below M 1.2)
0
.....
~ 5 CBU·24A/8, ·24/ B, -248/ B, -29A/8, ·29/ 8,
'"'" -298/8, -49A/B, -49/8, -498/ B, ·53/8, ·54/ B Single, Same as 225
Dual or Carry Do not
a. Carriage on Fwd C/llocation prohibited 600 + 3.0 - 1.5 + 2.5 Ripple Speed Jettison
b. Carriage of CBU-24/B, -29/B on Fwd racks prohibited {Below M 1.2) + 3.0 with + 1.5
c. Mi1.ed loads of CBU-24. -29 are authorized. TE Flaps
(Seq.AorBJ © · Deflected
4 CBU·24A/ 8, -24/8, -248/B. -29A/ B, -29/B,
·298/ B, -49A/B, 49/B, 498/ B, -53/B, -54/B
a. Carry on shoulder racks only 675 +4.0 - 2.0 I + 3 .0 650
b Carriage of CBU-24/B, -29/8 on Fwd racks prohibited (Below M1.2) (Below M 1.2)
c. M1xed loads of CBU-24, -29 are authorized.
(Seq. Aor B) ©

-1
0
.,...
...
I

-
Ut
I
0
-o c.n
0
...
I
 -4
(11
CENTERLINE MULTI EJECTOR RACK (MER) (Cont) p
"'
0 ....
STORES CARRY EJECT FROM MER
JETTISON PYLON & MER
with or w•lPout stores
...7'
(") or stores alone ~
,:l;:r MAX SPEED SYMMETRIC ROLL RATt Of EJECTION MAX SP[EO MAX MAX SPEED
9
_.
i.Q CENTERLINE PYLON MAX G
a> KCAS LOAD G LOAD G ROLL SEC SEQUENCE KCAS G KCAS
z
? 6 MK-82 (Snakeycl Seq Aonly !..) .1 350
w 675 +5.0 -2.5 + 3.67 H1gh Drag Hlgh Orilg Fuflload
(Below M 1.2) ingle 500 225
6 MK-82 1531 lb. Bomb! Seq A or Seq B 1~' Only (Subson.cl Partial lo3d
Low Drag low Drag
+ 4.0
4 MK·B2 (Snakeye) Single
Dual or
500
F>~"d upper lo~alion (Below M 1.2)
3 Mk·82 (Sr.akeyel 1I 2l Aft lower location
R1ppie 225

4 MK·82 (531 lb Bomb)

+ 6.0 - 2.5 + 4.33
.,., 3 MK•82 .- b I 2 Fwd upper localion
t:>JI lb. Born } l 1 Aft lower locat1on + 2. 0
<Q·
t::
iil MER/ MER Pylon
'f1 3 MK-82 with MlA 1 500 +5.0 -2.5 +3.67 80 Smgle 500 350
u, Dual (1.2 Ml
(Two on fwd shoulder, one ofr center) (1.2 Ml R1pple
(;)
2 MK-82 with MlAl on fwd shoulder
...~ 2 BLU·l (Fire Bombs) without (2 fwd upper location) 375
"......
0 fins. standard
napalm mix
(Carnage on aft lower
location prohibited)
550
Below M0.95i
Single
(BelowM0.95)
+6.0
~
~ Single
2 BLU-1 {Fire Bombs) with (2 Fwd upper location} Seq A ©
(Carriage on aft lower 600 + 6.0 - 2.5 +4.33 600 225
SK43C560 iins, Single, Dual {Below M0.95)
standard napalm m1x location prohibited) (Below M0.95) or R"pple
Seq B ©

I
12 Fwd shoulders 600 S•ngle 600 +5.0 *225
3 BLU-31 / B 1 Aft center Dual
(Below M 1.21 (Below M 1.2)
R1pple
' 600
2 BLU·52/B@ 550 +6.0 225
(Below M 0..95) (Below M0.95)
350
3 MK-8l { 2 fwd upper location 600 -2.0 + 3.0 s;;;gle
600 +3.0 fuify loaded
1 Aft lower lo~at10n (Below M 1.2) + 4.0 (Below M 12) 1.5
225
Partial load
MER W/6 MLU-32/B-99 Fully loaded
Br1leye Flares 600 + 6.0 - 2.5 + 4.33 550 +1.0 MER + 2.0
S1ngle 350
Release Partially
On!y loaded
MER
325
---- -· · - -··
·Now Dn •Wt IIHIIron wilh H"allin•J itd(JC flop~ d~>flecled
 CENTERLINE MULTI-WEAPONS PYLON
JETTISON PYlON & MER
STORES CARRY EJECT FROM MER with or without stores
or stores alone

MER CARRIAGE MAX SPEED SYMMETRIC ROll RATE OF EJECTION MAX SPEED MAX MAX SPEED MAX
KCAS LOAD G LOAD G ~OLL• / SEC SEQUENCE KCAS G KCAS G
Pylon and MER only Same As Clean Not Applicable 600
500 KCAS 500 KCAS Seq A©
*4 M-1 17 or 4 MK-1 675 H +5.0 - 2.5 +3.67 650 +4.0 350
(upper locations fins 45° to vertical) !Below 1.2 Ml (Below 1.2 M) Seq 8~9 Fully loaded
+3.0 225 +2.0
Partially
4 M-129 (Leaflet Bombs) 600 +6.0 - 2.5 +4.33 600 +6.0 Loaded
(Below 1.2 Ml Single (Below 1.2 M)
Dual
4 CBU-24A/ B, -24/B, -248/ B, or
Ripple
-29A/B, -29/ B, ·298/ 8, -49A/ 8, I
::;:; -49/ 8, -498/8, ·53/8, ·54/B
~· 675 +4.0 - 2.0 +3.0 650 + 3.0 + 1.5
~
a. Carriage of CBU-?4/B, ·29/B on (Below M1.2} (Beiow M 1.2)
~ Fwd racks prohibited
91
<.l'!
b. Mixed loads of CBU-24, ·29
are authorized. (Seq A or Bl©
(;;
:)-
225
~
.....
0:)
80 Single
....
0
Seq A@ + 2.0
~ 2 BlU-1/8 Std. Fill 600 +6.0 -2.5 + 4.33 Single, Dual 600 + 6.0
..__ With SK43C560 Fins {Below M0.95) (Below M0.95)
or Ripple
Seq B<;!:\
2 BLU-1/ 8 Std. Fill 550
Single
375
Without Fins (Below M0.95) (Below M0.95)
Single 550
2 BLU-27/8 (Fire Bomb) Finned
Dual or
Fwd upper positions Ripple (Below M0.95)
225
Do not
550 + 5.0 -2.0 +3.5 Single + 5.0 Jettison +1.5
{Below M0 95) Dual or MER with
2 BLU-27/B (rire Bomb) Unfinned Ripple 375 TE flaps
Fwd upper positions SeQ A<!:,) !Below M0.95) Extended
Sin~le
Seq (y ~
0
2 8LU-52/B@
,_ fwd upper positions only
600
(Below M0.95)
+6.0 -2.5 + 4 .33 Single
550
(Below M0.95)
+ 6.0 225 +2.0
..,....
------------------ --------

...
1

...,.
0
VI U'1
0
...
I
c.n
...,• CENTERLINE MULTI-WEAPONS PYLON (Cont) ....
0
N
...
(") STORES CARRY EJECT FROM MER
JETTISON PYlON & MER
with or without stores
...
"T1

0
I

or stows alone
~
(11
;:) 0
~
MER CARRIAGE MAX SPE£0 SYMMETRIC ROLL RATE OF EJECTION MAX SPEED MAX MAX SPEED MAX 1
....
I

"'z KCAS LOAD G LOAD G ROLL :sEC SEQUENCE

0
KGAS G KCAS G I
0
(,oJ JETTISON PYLON/MAU-12A!Aj
SINGlE CARRIAGE CONVENTIONAL EJECTION fROM MAU-12A /A with or without stores .
or stores alone I

i
SUU-21/A

CBU-24A/B. -24/B, -248/B,

Same as
clean aircraft
700
+6.0

+5.0
-2.5

-2.5
+4.0

+3.67
400
(Below 1.2 M)
650
+6.0

+3.0
+2.o

+LS
I
I
II
I
-29A/B, -29/B, -298/B, 49A/8, (Below 1.9 M) (Below M 1.9) I
49/B, -498/ B, -53/8, ·54/B 1
I

Same as @ Seq A @
M-117 (Bornbl* 700 +6.0
"tl clean aircraft +6.0 -2.5 +4.0 (Below 1.9 M)
.c;· (Below L9 Ml
w
..... Seq B ©
t:: CIC)
ill +3.0
..... <
Cf1 600 ou
z::; 600 350
(.)1 MK-84 (Below M1.9) +5.0 -2.5 + 3.67 80 0.. (Below M 1.9) +3.0
~
0..
550 with 550 With
M-1 18 M-1 fuze + 4.0 -2.0 + 3.0 < M-l fuze +4.0 +2.0
~ ex.tender exiender
<o
e
..... Btu-1/B Std. fill 600
1\,) With SK43C560 Fins 700 (Below M0.95)
~ (Below M0.95) +6.0 -2,5 + 4.0
BLU-1 /8 Std. Fill
I Without fins
500
(Belew M 0.95)
+6.0

l BlU-52/B@ 600
{BelowM0.95) ----· ------ -- ----------~- --- '------ ----------- - ...
550
(Below M G.95J

JETTISON PYLON/MAU·12A/A
SINGlE CARRIAGE SPECIAl WEAPOKS EJECTION FROM MAU-l2A/ A with or without stores
or stores alone
BDU-4/B (Or parent
M0-6
SDU-18/8
weapon)
(Or parent Same as J-<
ou
w
_,
co I
BOU-8/B weapon) clean aircraft +6.0 - .2.5 + 4 .0 80 700 + 6.0 350 +2.0
(Below 1.9 M} Z::::i
Long or Short Nose 0.. (Below 1.9 Ml
0..
BDU-12/B (fJr parent <
BDU-19/B weapon)
·-- ---- ---
 CENTERLINE MULTI-WEAPON PYLON (Cont)
!
DISPE11SINS DISPENSING
STORES CARRY I BOMBS ROCKETS EJECT JETTISON
MAX SYM ROLL RATE OF MAX MAX MAX MAX MAX MAX
SPEED LOAD LOAD ROLL SPEED G SPEED G SPEED G
KGAS G G 0
/ SEC KCAS KCfl.S KCAS i

SUU-20/A (Training Dispenser) 750 + 4.0 + 3.0 750 +4.0 N/A N/A + 2.0
80 N/A 350
I
SUU-20/A(M)
SUU·20A/ A
(Below
Ml.5)
-1.5 -0.0 (Below
ML5)
l -0.0
- - ---
-0.0
--------- I

JETTISON PYLON
STORES CARRY DISPENSING EJECT WITH STORE
!I
<c)'
MAX SYM ROLL RATE OF MAX MAX MAX
c:: SPEED LOAD LOAD ROLL SPEED MAX SPEED MAX SPEED MAX
~ KCAS G G 0
/ SEC KCAS G KCf~S G KCAS G
0"1
ti, CBU-7/A +6.0 600 500
(;) +3.67 (400 Min) (350 Min)
-2.0
~
Note 1
~
~
600 80 +6.0 + 5.0 350 + 2.0
..... CBU-28/A or CBU-30/A (Below M 1.4) +6.0
+ 4.0
Same as 500 I
<:::)
-3.0 carry Full or !

..., speed
0

~
'-
----------------
Note 2 . Empty
I

NOT£:
1. Do not dispense below 200 feet above ground level. Dispense at 0.1. 0.2, 0.3 or 0.5
second intervals only.
2. For maximum CBU-30I A effectiveness, do not dispense at altitudes greater than 500
feet above ground level. This restriction applies to the CBU-30/ A only.

(')
::r
"'
~
(!>

z -1
0 0
w
.,....
....0
I

Ul
Ul
0
'
"-)
w ....
I
..,
U'l
I

A
INBOARD STATION-MULTIPLE EJECTOR RACK
-1
0
.....
CARRY EJECT FROM MER JETTISON PYLON
-
"TI
INBOARD PYLON OUTBOARD I

WITH MER PYLON MAX SPEED SYM LOAD ROLL RATE OF EJECTION MAX SPEED MAX MAX SPEED
MAX G 0
KCAS G LOAD G ROLL•;SEC SEQUENCE KCAS G KCAS Ul
0
PYLON &MER ONlY 700 Same as Ciean A/C Not ~,pplicable 600 I
I ....'
2BlU-1 or Mll6A2 600 600
~lean (Be low M0.95) With Fins
(Fire Bombs)
With and without tins -- +4.0 -2.0 +3.0 Single
1 fwd. upper location 500 375
1 aft lower location
Any Store (Below M0.95) Without Fins

1 *2 M-117 or MC·1 Clean or M-117* or MC·1 550 ®

{Below M L2}
(Bombs) + 5.0 -2.5 + 3.67
500
Upper location Any Other Store

Clean or M-117* or MC-1

(Below M1.2)
550 ®
(Below Ml.Z)
....
w
Q.
Q. J I
z
*4 M-117 or MC-1 +4.0 -2.0 + 2 .5
1¥
(Bombs) 500 1¥ _.
0
Any Other Store 0 >-
:!I
<::)' l (Below M 1.2}
....oc( Q.
:::- Clean oi M-129 or ORC-160 500
<ti 2 M·l29 -1, -2, or ·8 {Note 6) (Below M 0.9) :::>
:E
-2.5 +3.67 0
~ (T-58 Leaflet Bombs) 1--'---
400
+5.0 0 OW'~ 1¥
0'1 Upper locatioll Any Other Store w· W'Jt-. .....
~ Clean or M-129 or QRC-160
(Be!ow M0.9)
500
_,
C) OO
.,.,0
<">('(
1¥
w C)

--....
%
4 M-129
(T-5& leaflet Bombs)
-1, ·2, or ·8 (Note 6)
Any Other Store
(Below M 0.9)
400
+2.5
z
iii
wW'l
U-1<">
A..-,
VI 0
C)
0
"0 0

- 0
<II
a-
o-
~
z
0
~
('(

+
...,
0
r
(Below M09)
80
>-Q.
o:-
c-i
+
~·t
- 0
VI
;::
1¥~
~
J!Q. 1-
<..., w
u~ ""'
1-
~=

I ct~
wC.
:E Ql
0
z
0
<x
Vl w
0

Clean or tAU-3/A, 18/A, 500 _,

w
·32, -59 or QRC-160 (Below M0.9) +4.0 -2.0 +3.0 C)
zv;
I MWP ·1, ·2, or ·8 (Note 6) ®
2LAU-3/A, 18/A, -32, 59 Any Other Store 400
(Rocket Pods) _ (Below M 0.9) 275
~·---
1 fwd. upper iocalion Clean Jr LAU-3/A, 18/A, 450
J fwd. lower location -32, ·59 or QRC-160 {Below M0.9)
BiO ·l , ·2, or -8 {Note 6l ®
Any Other Store 400
(Tlelow M 0.9)
 INBOARD STATION-MULTIPLE EJECTOR RACK {Cont)
CARRY EJECT FROM MER JETTISON PYLON
OUTBOARD
iNBOARD PYLON
WITH MER PYLON MAX SPEED
KCAS
SYM LOAD
G
ROLL I
RATE OF
LOAD G1ROLL· SEC
EJECTION
SEQUENCE
MAX SPEED
KCAS
G
MAX
MAX SPEED
KCAS MAX G
I
MWP
C8U-24A/8, 24/8, ·248/B,
-29A/8, -29/8, -298/8, Same as
550 Carry
-49A/ B, -49/8. -498/B, (Below M 1.21 Speed 350
4 CBU-24/B, -53/B, -54/B
+ 2.0 s'"fe
Dua or
Full Load
-29/ 8, -49/B Ripple 275
500 Partial Load
B/oJ CBU-24A/B, -24/8, ·248/8, (Below M1.2)
-29A/B. -29/8, -298/8, 525
-49A/B, -49/8, -498/8. (Below M 1.2)
·53/8, -54/B +3.0 -1 .5 + 1.5 + 1.5
MWP 550
~ 2 BLU-27/8 Clean
{Below -~;_0~
Same as
c:
<il
Finned ---- 500
Carry
Speed
1 f·Nd. upper location 8LU-27 /8 Finned (Below M 0.95}
~ 1 aft lower location
MWP 550
+ 2.5
375
275
c;, 2 BlU-27 /8 Clean
:::f ~~~low_M 0.951 _ (Below M0.95)
lb Unfinned -
-
~
I I.)
0
......
1 fwd. upper location
1aft lower location

2 8lU·52!8
MWP
8lU-27 /8 Unfinned

Clean
500
(Below M0.95)
500
(Below M0.901
80

S10fle
350
(Below M0.95j

Same as
~
'- Fwd. uoper and - -·-·-···
aft lower racks only BI D Clean
450
!Below M 0.90)
+ 4.0 -2.5 +3.0 Dua or
Ripp!e
Carry
Speed I 350

MWP Clean or MK-82 525 H1gh Drag 350

(Snakeye) or MK-82 (Below M 1.2) 500 Foil load
(Note 2) (Subsonic) 275
(531 lb. bomb} low Drag
(Nole ll with
4 MK-82 500 less than
or QRC-160-1. -2, -8 H1gh Drag (Below M 1.2) 4 Stores
(Snakeye) (Note 6)
+ 5.0 -2.5 + 3.67 Single only (Note 3)
or + 2.0 +2.0
4 MK-82 500 l ow Drag High Drag
(53! Ill. bombs) Any Other Certified Store (Below M1.2) Sinfle 500
(Note 21 Dua or (Subsonic)
(') Ripple low Drag
275
;;:r I 500
cg"'
;:,
(Below M1.2) -1
N
(Note 2) 0
2 BLU-31 /B Clean or any other 550 +4.0 -2.0 +2.5 80 S.ngle 550 +2.0 225 +2.0 ....

I
1 fv..od. shoulder authorized store \Below M 1.2 Dual (Below M 1.21 Do not Jet·
-n
1 aft center See Sec. V NOTE A
Atpple uson wtth ....
I

tratl cng edge 0

Ul (J'I
I flaps de- 0
N
(J'I
fleeted ....'
U1 -1
I
N INBOARD STATION- MULTIPLE EJECTOR RACK (Cont) 0
en ....
INBOARD PYLON OUTBOARO
CARRY EJECT FROM MER JETTISON PYLON ""
0
I

WITH MER PYLON MAX SPEED SY~ LOAD ROLL RATE OF EJECTION MAX SPEED G MAX SPEED MAX G
U1
0
KCAS G LOAD G ROLL •;sEC SEQUENCE KCAS MAX KCAS
....
I

Clean or MK·B2 500* High Drag

(Snakeye) or MK·82 (Below M0.9) 500
MWP (531 lb. bomb) (Note 2) (Below M0.9)
less than 4 low Drag 275
(Note 1)
4 MK-82 or QRC·l SO-l, ·2, -8 High Drag 500
(Snakeye) Single only (Below M0.9)
(Note 6) 80
or +5.0 -2.5 + 3.67 tow Drag {Note 2) +2.0 + 2.0
less than 4 MWP Any Other Certified Store 400 Single High Drag
MK-82 or {Be!ow M 0.9) Dual or 400
8/ 0 Ripple {Below M 0.9)
(~3llb. bombs) tow Drag
400
{Below M0.9)
~
<Q' 2 MK-83 MK·83 500 +4.0 - 2.0 +3.0 500 + 1.5 350 + 1.5
c: 1 fwd. upper location MWP (Below M 1.2) {Below M1.2) full load
~ 1 aft lower location 275
~ Partial load
t1l
t::)
l J£TTISQN PYLON
-
....
t .l
0
..... INBOARD
STORES
OUTBOARD MAX
I
CARRY
SYM ROLL RATE OF
DISPENSING
MAX MAX MAX
EJECT
MAX
MAX
WITH STORE
MAX
SPEED LOAD LOAD ROLL SPEED SPEED SPEED
~
.......
PYLON PVLON KCAS G G "/SEC KCAS G KCAS G KCAS G

Clean CBU-7/A (Note 4l 600 + 4.0 600

(Below M1.4) -2.0 (400 Min) + 4 .0 +4.0
(Note 5)
+3.0 80 500 350 +2.0
With Store CBti·7/A (Note 4) 500 +5.0 500 (350 Min) +4.0
-2.0 (400 Min) +S.O +2.0with
(Note 5) Store Inboard

MWP - MULTI WEAPON PYLON - cast magnesium pykm, traiiing edge swept AFT from wing to the store.
8/0 - Universal B/D Pylon - built up pylon, trailing edge swept F\'10 from wing to store.
NOTES: 1. The outboard pylon must use the strengthened aft yaw pin AF P/N6207002·1 for carnage of the
MK-82S Snakeye and MK-82 low drag bombs
2. All inboard station limits are for the multiple weapon pylon. For multi-urriage on B/ 0 pylon
(Inboard Universal) reduce limits by 50 KCAS.
3. For multi-carriage on 6/0 pylon (Inboard Universal) reduce limits by 25 KCAS.
4. The outboard pylon must use the strengthened ait yaw pin Af P/ N62D7002·1.
5. Oo not dispense below 200 feet above ground level. Dispense at 0.1 , 0.2 0.3 or 0.5 setond
intervals only.
6. Stores on which compatibility (HERO) tests ttave been conducted which can be carried while
operating the QRC·l60-8 are as follows: Inboard and centerline tanks, AIM·9/B, AGM-12/C and
MK-36.
 Cast Magnesium Pylon. Trailing Edge
INBOARD STATIONS MULTI-WEAPON PYLON Swept AFT From Wing to Store

EJECT FROM PYLONS JETTISOH PYLON

STORES CARRY WITH STORES

MAX SPEED SYMMETRIC ROLL RATE OF MAX SPEED SALVO SINGlE OR SYM MAX SPEED MAX G
INBOARD PYLON OUTBOARD PYLON KCAS LOAD G LOAD G ROLL" / SEC KCAS MAX G PAIRS G KCAS
1 BlU-27 / 8 (Fmned) Clean 600
(Below M 0.95) Same as N1A
Carr~
Clean 1 BLU-27 /B tfmnedl 500 Speed
+4.0 -2.0 + 3.0 + 4.0
1 BlU-27 /B (Finned) 1 BlU-27 /8 (Finned) (Below M0.95) + 3.0
1 BlU-27/ B (Unfinned} Clean 600 500 + 1.5
(Below M0.95) (Below M0.95) N A
Clean 1 BlU-27 / 8 {Unlinned) +3.0 -2.0 + 2.0 350
500 + 3.0
1 BLU-27 / B (Unfinned) 1 BlU-27 / 8 (Unflnned) (BelowM0.95) + 4 .0 -2.0 + 3.0 Same as
Carry + 3.0
Clean 1 BlU-52/8 550 Speed
(Below M0.95)
.,., 1 BlU-52/B ® Clean or QRC-160 600 550 +4.0
~· MWP or 8/0 Pylon ·1, ·2 or ..S (Note 2) (Below M 0.95) (Below M0.95)
~ AGM-78A Clean or Below 20000 ft +5.0
~ (Symmetric) AGM-45A 450
0, Above 20000 It Same as
~ 525 Carry
Speed

I
'b
AGM-78A and Clean or

-
....Cb
>1:1..
0
.....
Clean (Asymmetric) AGM-45A 525
all altitudes
80

~ AGM-78A (Asymmetric) Below 20000 ft

500
For AGM-78A
Same as
with one C8U·24/29 Inboard Stores Carry Speed
(B, A/ B. 8/8) Clean Above 20000 ft For CBU-24/
525 +5.0
opposite 29 (8, A/8,
+S.O -2.5 + 3.67 B/Bl 350
AGM-78 Symmetric Any combination of Below 20000 ft Same as Inboard Inboard Stores + 2.0
450 Carry Stores Same as
or Asymmetric with the following Carry Speed
Above 20000 It Speed +5.0
CBU-24/29 (B, A/8, Symmetric or Outboard Outbd Stores
Asymmetric, AGM-45A 525 Excluding
8/Bl opposite Stores
C8U-24/29 (8, A/8, AGM-45/ A QRC Pods
(")
8/8) + 5.0 350
':1' Fer ORC Pods
!»
tlRC-160·1, ·2, ·8 CBU-24129
::l
CQ + 4.0 Outboard -4
AIM-9/8 Below 20000 ft 0
"'N AIM-9/ B
.,...
I 450
+5.0 Above 20000 ft
QRC Pods are
NOT EJected 500
Inboard Plus ...
0
I

U1
Outbd Lowest U1
of Above
N
I
....,
-- __ __
~.__ - Limits ...0
I
 Cast Magnesium Pylon, Trailing Edge -1
0'1
I
N
INBOARD STATIONS MULTI-WEAPON PYLON fContl Swept AFT From Wing to Store 0
0:1
...
n
STORES CARRY EJECT FROM PYLONS JETIISON PYLON
WITH STORES I '"TI
....
0
I

::r (Jl
~ INBOARD PYLON OUTBOARD PYLON
MAX SPEED SYMMETRIC ROLL RATE OF MAX SPEED SALVO SINGLE OR SYM MAX SPEED
MAX G 0I
1ft KCAS LOAD G LOAD G ROLL· SEC
1 KGAS MAX G PAIRS G KCAS ....
2
? AGM·78A and Clean or Below 20000 ft Tank
450 gal tank AGM-45A Tank W/Fuel Tank Empty fmpty fank Empty
!Asymmetric) {See Note A for mixed
450 + 5.0 -2.5 +3.67 + 5.0
store limits) Tank W/
Tank Empty Tank w1 th fuel Fuel Tank W/ Fuel
525 +4.0 -2.0 +3.0 +4.0
Tank not empty or
AGM-78A
opposite
Sea !eve! io
5.000 It - 475
I
5,000 to 15,000 ft
~ 450
-n
~- 15,000 to 20,000 ft
t::
iti I -475
Above 20,000 ft
~ -525 I same as same as
"Vi All altitudes Carrv Carry +2.0
~... are MSl. Speed
I
3peed

-
<.n
0...._
AGM-788 (Mod 1)
Svmrnetn c Clean
525
Below 10,000
80 I

Notes 1. 2. 3 550
~
'--
Above 10,000
AGM-788 (Mod 1)
Asyrnetric w ith Clean 550 +5.0 -2.5 +3.67
c lean opposite
+ 5.0
Notes 1. 2, 3

AGM·78B (Mod 1l ACM-45 on

500 I
Symmetric Beiow 20,DOO
both py lons
Nmes 1, 2. 3 525
Above 20,000
AGM·78B (Mod 1i With Fuel 525 AGM-788 AGM-788 AGM·78B AGM-78B
Asymemc w•th Be!ow ! 0.000 +4.0 -2.0 + 3.0 + 4 .0
Clean S>Jm<::i.lS Same as
4!'.\0GAL TANK
[mptt 550 carry AGM-788 carry -f-2.0
Notes 1. 2. 3 +5.0 -2.5 +3.67 sp:wd spaed
Above 10,000 +5.0
AGM-788 (Mod 1! 500
AGM-45on SarnP. as Same as
/\symetric w 1th Below 20.000
450GAL TANK both pylons 525 +5.0 - 2.5 + 3.67 ~arry +5.0 carry +2.0
speed spe~
Notes 1, 2. a Above 20.000

Notes 1. Load factor are 1Gmf. dest(ln It m ot . 2. Launcher adapter w•! i nor be '~p;;Jrawd from MWP 1n tlt!lht :3 Mod•l:ed l auncher/adapter ••se'J.
 .. ..,_
--- _.. _
-.

CONFIGURATION (See Note Al CARRY EJECT JETTISON

-- - -
MAX SYM ROLL RATE OF l MAX SYM MAX SYM
INBOARD OUTBOARD SPEED LOAD LOAD ROLL MODE SPEED LOAD SPEED LOAD
KGAS G G %/SEC KCAS G KGAS G
-
AGM-78 Clean or 525
QRC-160-1, Below 10,000
·2, ·8 or 550
QRC-335 Above 10,000
AGM-78 AGM-45 500 +5.0 Same
Below 20.000 as
525 - 2.5 +3.67 80 Single CARRY + 5.0 350 + 2.0
Above 20,000
AGM·78 Other authorized 500
store (i)

::!'
to"
c:
~
If!
t.T1
(;)
:;:,-
AGM-78
Asymmetric
with Clean
opposite
Clean or AGM-45
QRC-16(}.1,
-2, ·8 or
QRC-335
550

_t_. . _ --

~
~

0)
()
.....
1\)
~
INBOARD PYLON OPPOSITE PYLON SPECIAL WEAPONS ASYMMETRICAL CARRIAGE
1 BDU-8 / B(long Nose)
1 BOU..S/8 {Short Nose)
1 MD-6 C)
1 BDU-4/B Clean 650 +5.3 -2.5 +3.67 0 ~~

t BDU-198
With or without ballast
(Below M1.2)
+ '0.•.
~

.. D c >-
., 0 · - -
--
c: c
D D

.. ..a- Q.
or parent weapons Same g "5 ~ E
9
Ql
1 BDU-8 / B (long Nose} With Fuel 575 + 4.0 -2.0 + 3.0 80 as
Carry +4.0
..a 0 ... Cl>
';C££ 350 + 2.0
:::1
IQ
1 BDU-8/B (Short Nose) 450 Gal or 0.9 M which-
Speed 0 0·-·-
1 M0-6 ever is higher ~ ~ ~
It>
z Tank 1--:··-- Gl -1
With or without ballast lmpty 600 +5.3 -2.5- +3.67 i;~C>C> 0
? or parent weapons (BelowM 1.2) u:;::: OM
....
With Fuel 600 + 4.0 -2.0 +3.0
..s::?:..f.,.j
;: ++
.,_.
1 BDU-198 450 Gal {Below M 1.2) ?: ....
I

0
1 BDU-4/8 Tank
U1
I W1th or without ballast Empty 600 + 5.3 -2.5 +3. 67 U1
0
I\)
or parent weapons (Below ML2l .....
I
~ t - - - - --------·-· ------ ---------- -----· L .... - ~-
 -1
.<{I
~
9....
....7'
5:
(') 9
....
;r
Ill
:I
(Q
Cast Magnesium Pylon. Trailing Edge
INBOARD STATIONS MULTI-WEAPON PYLON (Cont)
(I)

2 Swept AFT From Wing to Store

?
w
CARRY EJECT FROM PYLONS JETTISON PYlON
STORES WITH STORES

INBOARD PYLON OUTBOARD PYLON MM SPEED SYMMETRIC ROLL RATE OF MAX SPEED SALVO SINGLE OR SYM MAX SPEED MA.X G
KGAS LOAD G LOAD G ROLL· / SEC KCAS MAX G PAIRS G KCAS
SYMMETRICAL CARRIAGE INBOARD - ASYMMETRICAL/SYMMETRICAL CARRIAGE OUTBOARD
INBOARD PYLON OUTBOARD PYLON
2 BOU·B/B {Long Nose) Clean or 1 QRC·160 or 575
!I (Bat!asted to parent weaf}on 2 QRC-160,1, -2 or -8 or 0.9 M which-
~· or parent weapons) (Note 2) ever is higher
\'::
~ (Below M 1.2)
2QRC-160-1, -2or -8 550 (Below M 1.2]
~
2 BDU-8/B (long Nose)
(Unbal!asted practice shape) ~~~~2) - -:- C>
~
:::J'
Clean or 1 QRC·l 60-1, 51 0 (Below M 1.2) C>~
~
...,.
-2 or -8 (Note 2) Mv
-
~
~
.....
2 BDU-8/B (Short Nose, or 2 O.RC-160-1, ·2 or -8
parent weapons) (Note 2)
Clean orTilRC-160-1,
550 (Below M1.2)

500 (Below M 1.2)

Same
as
ari~
•. 0
CVI
...
c ...
+5 .3 -2.5 + 3 .67 80 +4.0 .!-o 350 +2.0
")
t-.) -2 or -8 (Note 2) Cany U'-
0
--- 2 BDU-4/ B Clean or 1 QRC-160 or 600 (Below M1.2)
Speed "00
'".a
o_
0 :;)
or parent weapons 2QRC-160-1 , -2 or -8
(Note 2) -:EO
I :;)..c

2 MD-6
or parent weapons
Clean or 1QRC-160 or
2QRC-160-1, -2or -8
550 (Below M 1.2)
i I
0 ;::
~
(Note 2)

2 BDU-198
Clean 650
-··--- - ···- I
1 QRC-160 ofi QRC-16tf 600
or parent. weapons -1 , -2 or ·8
(Note 2)
NOTES: 1. All above limitS are applicable when QRC is also carried outboard both asymme tric and symmetric except wi th BOU-19B and parent weapon where cany speed is limited to 600 KCAS.
2. Stores on whit:h compatibility (HERO) tests have been conducted which can be carried while operating the QRC-160-8 are as follows: Inboard and centerline tanks, AIM-9/ B, AGM·l2/ C, and MK-36.
 INBOARD STATIONS MULTI-WEAPON PYLON (cont)

DISPENSING DISPENSING
STORES CARRY BOMBS ROCKETS EJECTION JETIISON
MAX SYM ROLL RATE OF MAX MAX MAX I
INBOARD OUTBOARD SPEED LOAD LOAD ROLL SPE ED MAX SPEED MAX SPEED MAX I
PYLON PYLON KCAS G G ".t SEC KCAS G KCAS G KCAS G !

SUU- 20/A
, SUU-20/A(M) Clean 550 550
.c· SSU-20A/A
.,....
c

<('
cJ1 SUU-20/A
(/) Clean SUU-20/A(M) +4.0 +4.0 +4.0 +4.0 +2.0
.,..,.::r SUU-20A/A 80 450 -0.0
....
.....
-..J
)> Any SUU-20/A
-
0
1 \)

~
Certified
Store
SUU-20/A(M)
SUU-20A/A
500 -1.5 -0.0 - 0.0 500 -0.0 N/A 350

~----· ~~

(')
::r
Ql
:I
.,.
(Q

2
~ -r
w 0
....,
<('
.:..
0
w cJ1
0 0
)>
<11 -1
w
0
p
tO _.
INBOARD STATIONS MULTI-WEAPON PYLON (cont)
71
.....
(") 5:0
:r JETTISON PYLON
Q> .:..
:I
(Q STORES CARRY EJECT FROM PYLONS WITH STORES
<I>
2
? S ING L E
MA X SPEED
w MAX SPE ED SYrv'IMETR IC ROLL RATE OF MAX SPEED SALVO
0 OR SYM M A XG
IN BOAR D PY LON OUTBOA RD PY L ON KCAS LOAD G LOAD G ROLL 1SEC KCAS MAX G KCAS
PAI RS G

MK·61 Ctean or w• th the 600 +5 to -2.5 +3.67 80 600 Ou tboard 350 +2

ORC-160-1, ·2, (Mach 1.51 (Mach 1.5) Clean
-8 or QRC-335A -1-5
POD I
I I
I
Outboa•·cJ
Not Clean
+4
.,., 650 +5 to -2.5 +3.67 80 350 +2 I
MK-61 on one pylon Clean or woth 650 Outboard
I
I
(0
c.... oo ly With opposite ORC-160 or iMach 1.5) (Mach 1.5) . Clean
<1>
Q1
pylo n c lea n QRC335 +5
u, POD

~~-~- - j~-- -~- - - ·--

CJ) Outboard
:r
(!) Not C!ean
~ +4
"--

-
tO -- - - ---~~~-~~ - -- - --- -- -------~- -- - ---- --- ---- ~-- - ---- - ~- -

0
N
~
 INBOARD/OUTBOARD STATIONS
EJECT FROM PYLON JETTISON PYLON
CARRY WITH STORE
MAX SYMMETRIC ROLL RATE OF MAX SALVO SINGLE OR MAX
INBOARD OUTBOARD SYM PAIRS SPEED MAX
STATION
SPEED lOAD LOAD ROLL SPEED MAX
G
STATION KCAS G G "/SEC KCAS G MAXG KCAS
PYLON ONLY®
PYLON ONLY ® PYlON ONLY® S:ame as CleanAircraft Not Applicable 600
' PYlON ONLY ®
M-118 (3000 lb Bomb) Multi 600
tfO STORE Weapon (Below M1.3) 0
When carrring 2 M-118 w C)
Bombs fue man1lgement PERMITTED Pylon 550 UJ +4.0 ~
will be necessary with M·l ..,
1:1.
co..
Fuze Extender
>- +
Universal ·a;
550 Q:
0:: w
B/0 Pylon (Below M1.3) :i I
5
.., ..
"0
0
M·129 {T-58 leaflet Bomb) c( 0
I M·111 (750# GP Bomb)* ..Q
:!'I
(Q"

~ . MC·1 {Chemical Bomb)

(1l
w
:i
c(
V)
-t:
c
0

V' 70<"-19 -o V>

Gl c(
M·129 {T-58 leaflet Bomb)
-
U'l c u
~ M·117 <750#GPBombl* Except "6 ::.::
MN·lA
t MC-1 (Chemical Bomb) I
.,g
Gl
500 +4.0 +5.0 0::

..."'
..... M-129 (T-58 Leaflet Bomb) M·129 {T-58 leaflet Bomb) +5.0 -2.5 +3.67 80 & Gl
CQ M·111 <750# GP Bomb)* M-117 (750# GP Bomb).. Full Vl=ti
....
0
MC-l (Chemical Bomb) MC·l (Chemical Bomb} Rocket ..,
0 c( 0
Ul:l.
::.::-
0
Pod .s:. C'i
~
...... 450 ·i 0~ +
LAU-3/A, 18/A, -32, ·59 VI-
(Rocket Pod)® or MH·lA c: M'
u
0
; ~
(Bomb dispenser) on
30'' Rack v
Gl
a
M-129 (T-58 leaflet Bornb) tlRC-160·1, -2 or ·8 i4i a.
...0Cl> Cl>
M-117 (75{)# GP Bomb)" (Note 6}
MC·l (Chemical Bomb) lAU-3/A, 18/A, ·32, ·59
(Rocket Pod) @
60001
-...
VI
-a
0
u
)(
w

LAU-3/A, 18/A, -32, ·59 llRC-160-l, ·2 or -8 0

(Rocket Pod} ® (Note 6}
600 +7.33 -3.0 +5.2 125
...
..Q
;:J
MM·lA LAU-3/A, 18/A, -32. -59 0
(Bomb dispenser) on (Rocket Pod) ®
1
30' Rack
M116A2 or BLU·1 500
(Fire Bomb) 600 Without Fins ....
With and without fins 600 0
Clean M116-A2 or BtU·l
+5.0 -2.5 +3.67 80 With Fins
500
...-n
(Fire Bomb) 500 ....
I

Witll SK-43C5SO fins 0

U1 tn

...w
I
...0
I
t.n
I
w INBOARD/OUTBOARD STATIONS (Cont) -4
0
N
.,....
CARRY EJECT FROM PvtOM JEniSON PYLON
WITH STORE ...
0
I

Ul
MAX SYMMETRIC ROLL RATE OF MAX SALVO SINGLE OR MAX
INBOARD
STATION
OUTBOARD
STATION
SPEED
KCAS
LOAD
G
LOAD
G
ROLL
·;SEC
SPEED
KCAS
MAX
G
SYM PAIRS
MAXG
SPEED
KCAS
MAX
G
...0
I

M116A2 or 8UJ.1 M116A2 or 8LU·1 +5.0 - 2.5 + 3.67 80 500 + 4.0 + 5.0
(Firebomb) (fire Bomb) ©
Wit~ and without fins With and without fins
With Stare M1 16A2 or BLU·l 500 C>
(Fire Bomb) © <=!
With and without fins N
Clean M116A2 or 8LU·1 + 3 .3 - 2.5 + 2.5 80 soo + 3.3 + 3.3 +
(Fire Bomb) © CCV)\/)
Wo(<(
Without fins ~vv

....,
Clean CBU·l /A, ·1A/A, 2/A,
2A/A, 28/ A, 2C/A, 3/A,
550 +3.3 -2.5 +2.5 80 550
store empty
N/A + 3.3 ..
"'0~~
000
0"' 0
IQ• 3A/A (T·5 Dispenser)© 500 .DC'?\n
s:::
~
With Store
CBU·46/A.
CBU·l/A, ·lA/A, 2/A, 500 +5.0 - 2.5 + 3.67 80
. store full or
partial full + 4.0 + 5.0 --
c
c
0
"'0
0
"f "'0 ~
01 2A/A, 2B/A,2C/A, 3/A, Cll 0 i

~ 3A/A (T-5 Dispenser}©

CBU-46/A
.: -o
0 ...I I
~
._

.... 41 u i

.... MH·1A (Bomb dispenser) 600 + 7.33 -3.0 + 5.2 125 500 + 4 .0 +S.~ ac ac <=!
VI 0 N

..
(0
On 30'' Rack
...
0
LAU·3/A, 18/A, -32, ·59 + 7.33 -3.0 + 5.2 125 450 + 4.0 + 5.0
f ..
0 Q.
...)(41
+
~
.._ {Rocket Pod) ® 600 Full "'
.I:
Clean LAU-3/A, 18/A, -32, ·59 + 5.0 -3.0 +3.67 600 - w
'j
(Rocket Pod)® © Empty
c
MA·2 (F-1058 Adapter) 350 + 4.0 + 5.0
(Rocket Launcher) ® ·~v
Cll
MA-2 tF-1058 Adapter) MA·2 (F-1058 Adapter) SAME AS ClEAN AIRCRAFT Ui'
(Rocket launcher) ® (Rocket Launcher) ® ..
"-
Cll
MA-2 (F-1058 Adapter) 0

AGM·12C
(Rocket launcher) ®
Clean or QRC-160·1, 525 + 4.0 -2.0 + 3.0 80 525 + 4.0 + 4.0 ..' ...
"'0
0 .- :
MWP Pylon Only ·2 or -8 (Note 6) (Below M 1.05) o E
2AIM·9B / E (sidewinders) See Store limit ® +7. 33 -3.0 +5.0 125 See Store limit ® ~
::t-' @·-
1AIM·9B/ E(With 1 HVAR o~o5
0
A.GM-128 (Bullpup) v; ®
Gl
AGM-128 (Buffpup) AGM-128 (8ullpup) J:
QRC-160·1, ·2 or ·8 See Store limit @ +5.0 - 2.5 +3.67 80 See Store limit ®
(Note 6)
AGM-128 (Sullpup)
 INBOARD/O~TBOARD STATIONS (Cont)
CARRY EJECT FROM PYLON JETTISON PYLON I
WITH STORE I
MAX SYMMETRIC ROLL RATE OF MAX SALVO SINGLE OR MAX
INBOARD OUTBOARD SPEED LOAD LOAD ROLL SPEED MAX SYM PAIRS SPEED G i
STATION STATION KCAS G G •;SEC KCAS G MAX G KCAS MAX I!

AGM-45A (Shrike) Below 20,000 550 550 I

Not Applicabl e + 5 .0 350 +2.0 I
Above 20,000 650 + S .O -2.5 +3.67 80 575 . 1
Clean QRC·160-1, ·2 or ·8 700 125 Not Applicable 500 +2.0
(Note6l ©
Clean 650
MWP
CBU·24A/ 8, ·24/8,
·248/8, ·29A/8, ·29/B.
·298/8, -49A/8, 600
-49/8, -498/8, ·53/8,
CBU-24/8, ·54/8.
::!1
<Q'
t: ·29/B, ·49/8 Clean 650 Same
~ B/0 CBU-24A/B, ·24/8, as
+ 4 .0 -2.0 +3.0 carry + 3.0 + 4 .0 350 +1.5
'f
1.11
-248/8, ·29A/B, -29/B, speed
·298/8, -49A/B,
(;)
-49/B, -498/B, -53/B,
~ -54/B.
....
<b

~ CBU·24A/B, ·24/8,
-248/B, ·29A/A, ·29/B,
.....
0
Clean ·298/8, -49A/8, -49/8.
~
~ -498/8, -53/ B, ·54/8. 80
C8U-248/B,
-298/8, -498/8 600 + 5.0 -2.5 + 3.5 550 + 4 .0 + 5.0
CBU-248/ 8, CLEAN or any munition 600 550 + 4 .0 + S.O 350
·298/ B, -498/ 8 authorized with the 550 MWP + 5.0 - 2.5 +3.5 + 2 .0 !Full +2
Four CBU·248/ 8 SUU-30 or QRC·1 60 and 525 MER + 4 .0 - 2.0 +2.5 Same + 4.0 MER I
QRC-335 (See Note A for Both below 1.2M as 275
Mixed Store limits) carrying Partial +2
MER/ MWP or
500 load
MER/ UNIV
(CBU-298/ B. 498/ B, 1.2M
53/ B or 54/ Bmay be
used on the inboard
MER.!
Mixed loads
authorized -4
0
.,...
---

....
0
I

(11 (11
I
0
...
(,)
w I
Ul
I
c.l INBOARD/OUTBOARD STATIONS (Cont) -4
0
J:o
- -

.... JETTISON PYlON ...

CARRY EJECT FROM PYLON WITH STORE ...
'T1
I

0
MAX SYMMETRIC ROLL RATE OF MAX SALVO SINGLE OR MAX Ul
INBOARD OUTBOARD SPEED MAX SYM PAIRS SPEED G 0
SPEED LOAD LOAD ROLL MAX I
STATION STATION KCAS G G • 'SEC KCAS G MAX G KCAS ~

i
I

Clean AM/ALE·2 + 4.0 -2.0 + 2.0 AN/AlE·Z

Full+ 4.0
550 AN / ALE·2 400
At1/AlE·2 Not Full
Full + 3.0 + 2.0
With Store AN/Al£·2 + 5.0 -2.0 + 3.0 AN/ALE-2
Not Full +2.0
+ 2.0
Clean A/8-45Y·2 (Note 1) 550 +4.0 -2.0 +3.0 +3.0 +4.0
MK-82 (SnakcyeJ MWP Clean 600 High drag
:!1
<Q' 500 N/A
c:: Clean MK-82 (SnakeyeJ (Note 1)
+5.0 -2.5 + 3.67 (Subsonic) 350
~ MK-82 (Snakeye) MWP MK-82 (Snakeye) (Note 1) low drag +5.0
575 +4.0
?'
0!
550
BelowMi.2)
c;, MK-82 (53llb bomb) MWP Clean 600
[... Clean MK-82 (531 lb bomb) {Note 1) + 5.0 -2.5 + 3.67
550
N/ A
+ 5.0
1\J 575
MK-82 (53 l ib bomb) MWP MK-82 (531 lb bomb) (Note 1) + 4.0
....
0
450 gallon MK-82 with MlAl fuze Tank empty Tank Same Tanks Tanks
empty
~ tank extender +S.O - 3 .0
Tanks with fuel 3 .67 80 525
as
Carry
MK-82 MK-82
+ 4 .0 - 2 .0 Tank and 350 2 .0
with dispens-
fuel ing
+ 3 .0
!See Note A) + 5.0 - 3.0
MK-84 MWP 600 (Below M 1.2) Same N/A
550 With M-1 as
MK-84 MWP QRC-160-1, -2or -8 +5.0 - 2.5 + 3 .67 Carry + S .O 350 + 2.0 !

(Note 6J Fuze Extender + 4.0

Soeed
MK-83 600 (Below M 1.2) + 3.0 600 (Be!ow N/ A
+ 4 .0 - 2.0 500 Ml.2i + 4 .0
MK-84 MWP MK-83 500 (Belew M 1.2) + 3.67 + 3.0
Fuel Tank May Be Carned QRC·335A 700
With Transmitting Without Ratg
ORC-335A Pods + 6.0 +3 .67 125 500 + 2.0
QRC·335A 650
.. _1/ i lh_R~!!L__
 INBOARD/OUTBOARD STATfONS (cont)

JETTISON PYLON
STORES CARRY EJECT FROM PYLONS WITH STORES

INBOARD OUTBOARD MAX SPEED SYMMETRIC ROLL LOAD RATE OF MAX SPEED SALVO SINGLES MAX SPEED G
STATION STATION KCAS LOAD G G ROLL"/SEC KCAS MAX G OR SYM KCAS MAX
PAIRS
MAX G

Clean or any BLU-31/B 525 +5.0 +3.67 80 525 +5.0 +5.0 350 +2.0
authorized I
-2.5 1
stores. See
Sec. V
Note A

I
I

('")
;r
"':::1
1:1:1
(!)

!f1
(1.1
~
}>
:::::: :-i
9
.,...
!f1
w
~
O'J
..:..
2:
II>
0
tn
:I
7(" 9_.
 INBOARD/ OUTBOARD STATIONS fCont)
JEITISON PYlON
STORES CARRY DISPENSING EJECT WITH STORE

OUTBOARD MAX SYM ROLL RATE OF MAX MAX MAX MAX MAX
INBOARD SPEED LOAD LOAD ROLL SPEED SPEED SPEED MAX
PYLON PYLON KCAS G G •/ SEC KCAS G KCAS G KGAS G
Clean CBU-7/ A 600 + 4 .0 600
(Note I) (Below M 1.4) -2.0 (400 M10) + 4 .0 + 4.0
(Note 2) 500
+ 3 .0 (350 '>11n}
With Store CBU-7/A 500 + 5.0 500
!Note 1) - 2.0 80 (400 M1n) + 5.0 + 4 .0 350 + 2.0
(Note 3)
Clean CBU-28/ A, CBU·30/ A 600 + 5.0 600 500
or CBU-37/ A (Below M 1.4) -3.0 + 3.67 (Below M 1.4) + 5.0 Full or + 4.0
(Note ll (Note 5) (Note 4) (Note 5) Empty
-~

MWP - MUL TII'IEAPONPYLON - cast magnesium pylon, trailing edge swept AFT from wing to the store. 3. Outboard ejection with stores on inboard MER is limited to +2.0G.
"l'1 8/D - Universal 8/0 Pylon- built up pylon, trailing edge swept FWD from wing to store. 4. For maximum CBU-30/ A effecti veness, do not dispense at altitudes greater than 500 feet above
~­ ground level. This restriction applies io tlle CBU-30 / Aonly
c:: ICOTES: 5. Outboard symmetric positive Glimit is + 6.0 if inboard station is NOT clean. (Dependent upon inboard
~ I. Outboard pylon must use strengthened aft yaw p1n AF P/ N62D7002-l. store limit.
?'
<11
2. Do not dispense below 200 teet above ground level. Dispense at 0.1, 0.2. 0.3 or 0.5 second mtervals 6. Stores on which compatibility (HERO) tests have been conducted which can be carried while operating
only. tlle QRC-160-S are as follows: Inboard and centerline tanks. AIM-9/B, AGM-12/C and MK-36.
(;)
~
,...
~
Cl
..... CONFIGURATION CARRIAGE DISPENSING EJECTION JETTISON
~
C/ L INBD OUTBOARD AIRSPEED SYM. G'S ROLL G'S ROL L RATE AIRSPEEO/G'S MODE AIRSPEED SYM. G'S KCAS/SYM. G

0 0 SUU-25A/A 500
(8elowM0.95l
+3.3
-2.5
+2.5 80QiSec 500 KCAS
(Below M0.95/+3.3GI
0 0 0 350/+1.5

-AIRSPEED IN KCAS, ROLL RATE IN DEGREES PER SECOND UNLESS NOTED OTHERWISE .

(")
NOTES: Drag Numbers:
:r Inboard Clean - 15
til
::::
tC 1. Any other certified store: See T .0 . 1 F -1050-1, Inboard with Store- 16
a> -l
N Section V , Note A for mixed store limits. 0
2. Do not eject dispenser from pylon. Jettison
...
-n
dispenser/pylon combination only.
....
I

Ul
Ul 0
I 0
w ....I
Ul
 -t

FLIGHT OPERATING LIMITS

U1
I
w
(J)
...... ~ch. .-..........~"'be..- 0
.,
~

. . ,;,~!~~.~~~~. ,;., [Q]

I
~
0
U1
0
I
~
speed and acceleration and jettison limits.

CONFIGURATION: CLEAN NACA STANDARD DAY

THRUST: MAXIMUM ENGINE: J75-P-19W

HOW TO USE CHART

1. SELECT YOUR INDICATED MACH NUM.
BER.
2. TRACE VERTICALlY TO YOUR FLIGHT II¥
AlTITUDE 0
ca·""c: 3. MOVE HORIZONTALlY TO THE LEFT 0
...
~· AND FIND THE MAXIMUM G YOU ~
CAN PULl AT THAT AIRSPEED AND c
"'cl
...~
ALTITUDE BEFORE STALLING.

~
~

-
~
CD
ALTITUDE-1000 FT

-
0

~
---4
---10
-·-·-20
----30
------40

NOTE
The weights stated decrease as internal fuel ls ex·
pended to reach the higher supersonic speeds.
Accelerated stall speeds increase according ly as
aircraft gross weight Increases.
0 0.5 1.0 ~
1.5 2.0
INDICATED MACH NUMBER
 li] --~~c~ ..._ ...:a.:.1B."'be..-

NOTE
.., [E) A foetor of 0.80 is applied to these
load factors until completion of static
ca·c: and structural integrity tests.
11:111:
0
....
... t
Cll
u. ~ ~
I
0. 0 .,
< I

g 0
in 1.1'1
::r

-
Cll
Cll
! ;,)
1-
i::; -
'?

-
~
0

AlTITUDE - 1000 FT
---4
- - - - 10
- · - · - 20
- - --30
- - - - -40

c.n 0
I
w INDICATED MA CH NUMBER
.....
T.O. 1F-105D-1

~
~0... ,,~~l...+"'<.-·.L·f·-···-~--;....:....~........j ....:.,.......;........l····+--L.,....q ..........:......_.... J

= ~~~~~~~-....
~ 11'1
.....
0
z~

l!O!:>V~ OVOl !IWil

Figure 5-6 (Sheet 3 of 4J

5-38
 T.O . 1F-105D-1

~
~
0 0
....w
<
Clle

=
c:::l a:l
Cl-
~ ....
<
u ,
~ ....
Vt

0
z
· ::.::

liOl)'l::l 0'101 11WI1

Figure 5-6. (Sheet 4 of 4}

5-39
T.O. 1F- 1050-1

MAXIMUM
OPERATING
s::peed..

CLEAN AIRCRAFT

J-75-P-19W ENGINE

NOTE
THE MAXIMUM MACH NUMBER IS A STRAIGHT
LINE FROM MACH 1.2 TO 2. 1 TO CORRESPOND
TO THE MOVEMENT OF THE MAXIMUM ALLOW·
ABLE SPEED MARKER ON THE AMI .

CALIBRATED AIRSPEED-KNOTS

40
1-
w
w
I&.

0
0
...
0

l
0
:>
1-
i=
<
0
w 20
1-
<
v
0
~

INDICATED MACH NUMBER

Figure 5-7

5-40

Sec-tio:n.. V I
FLIGHT
CHARACTERISTICS
TABLE;: OF CONTENTS
General Flight Characteristics. . 6-1
Engine Vibration Characteristics.
Flight Control Effectiveness
Level Flight Characteristics
Effects of Configuration
Asymmetric Loadings .
GENERAL FLIGHT CHARACTERISTICS.
In most areas, the [QJ and [f) aircraft exhibit
similar flight characteristics. The more forward
center of gravity of the f.E1 results in increased
longitudinal stability. This greater stability results
in more stabilized deflection per G. At low speed,
the [f) has a slight nose heavy condition. The
extended nose of the [EJ is counteracted by the
more forward center of gravity and the larger verti-
cal fin. The dynamic and static lateral-directional
stability of the [g) and the r.E.l are similar. The
rudder control power of the [fJ is slightly greater
than the (Q] (more sideslip per degree of rudder
deflection) because of the greater tail arm. This
aircraft is designed for high speeds at all altitudes.
A satisfactory level of stability and control exists
throughout the airspeed and altitude range. This
is further improved by the use of the stability aug-
mentation system.
ENGINE VIBRATiON CHARACTERISTICS.
T.O. 1F-l050-1
6·1
6-3
6·4
6-10
6-11
The high thrust rating of the engine increases cer-
tain natural engine vibrations and noise level. Some
engines have noticeable vibration at certain RPM
ranges. These characteristics may be disconcerting
to the pilot if he is not familiar with the vibration
charact-eristics of the particular engine aircraft com-
bination. At: approximately 85 percent RPM a
slight resonant vibration condition may occur. The
vibration is not considered detrimental to engine or
aircraft operation provided the engine instruments
show normal readings for the thrust setting, speed
and altitude. However, a severe vibration occurring
at any engine speed should be investigated. Engine
vibration as a result of A/B instability may be evi-
dent when extended A/B is used with the throttle
near the minimum stop.
COMPRESSOR STALLS.
Four generalized categories of compressor stalls
may be experienced:
6·1
 T.O. 1F-105D-1
a. Subsonic Chugging During Engine Accelera-
tions or Decelerations.
During engine acceleration, or deceleration, an
incipient partial stall condition or chug may be
evident. When this occurs, it is an indication
of an internal engme malfunction , and the
aircraft should be landed as soon as practical,
and written up in the Form 781 to initiate a
maintenance investigation. If a hangup or
rising EGT condition develops, the throttle
should be retarded to IDLE. Subsequent slow
movement of the throttle may be accomplish-
ed as interim correction in flight. An inw.sti-
gation should be made on the ground to deter-
mine the cause.
b. High Mach Number Engine Stall.
At high Mach numbers in the vicinity of 1.8,
intermittent occurrence of roughness and, in
rare instances, loud bangs emanating from the
ducts may be experienced . In addition, stalls
can occur immediately following an after-
burner re-light at supersonic speeds as well .as
during normal accelerations. Tf high Mach
engine stalls are encountered, the aircraft
should be decelerated rap1dly by turning the
afterburner off, opening the speed brakes,
pulling up in a cJimb attitude and reducing
the throttle to IDLE when speed is below
Mach 1.3. Incorrect procedure (reLarding the
throttle at speeds above Mach J .3) will result
in the disturbance continuing until speed is
reduced considerably. This phenomenon is
indicative of mild engine inlet flow instability.
However, test data have shown that the dis-
turbances are well within the structural capa-
bilities of the aircraft engine combination .
WARNING I gun firing an entry will be made in the Form
If during deceleration, a climbing attitude
. is selected, do not climb to or above alti-
tudes where a pressure suit is required.
c. Stall During A/BLights at Altitude.
Occasionally stall will be experienced during
A/B lights at altitude where the coordination
of the opening of the afterburner nozzle, the
fuel flow and the combustion all influence
back pressure 1mposed on the engint>. On any
AlB light above 25,000 feet it is acceptable
6-2
for the engine to " Chug" or ''Stall" once
providing the EGT does not exceed the limits
shown in section V.
d. Chugging or Partial Stall During Accelerated
Turns.
Engine stall and/or power loss may occur any-
time the aircraft flight attitude is such that
blanketing or severe airflow distortion occurs
at engine air inlet. This condition will normally
be encountered during maneuvers involving sub-
stantial yaw or during the advanced stages of a
normal or high speed stall. The engine should
recover from these stalls and/or power losses
normally when maneuver is broken off.
WARNING I
When an aircraft is flown inlo one of these
uncoordinated maneuvers and engine stalls
and/or power loss occurs, maneuver should
be broken off immediately. If maneuver is
not broken off, engine will drop to minimum
fuel flow, which is far below normal idle,
or will actually flame-out.
e. Gun Firing in Flight.
During gun firing in flight, the gun gases may
flow into the inlet and be ingested by the en-
gine. This results in a momentary lack of
oxygen and a sharp temperature rise in the
inlet. Dependent on the flight conditions
and throttle setting, the ingested gun gas
may result in engine surge, decrease in pressure
ratio, thrust loss, etc. and may la~t 0.4 to 0.6
seconds. lf engine surge is encountered during
781 and the intake ducting and VAl plugs will
be inspected for cracks and pulled rivets.
CHUGGING OR PA'RTIAL STALL WHEN RAM AfR
TURBINE IS EXTENDED.
If both primary hydraulic systems fail, or any emer-
gency that necessitates an engine shutdown, the ram
air turbine is exLended. A windmilling engine at
recommended glide speeds will provide hydraulic
pressure; however, it is recommended that the RAT
be extended to provide positive hydraulic pressure.
The extension of the ram air turbine may be accom-
plished for Lesting purposes with the engine running,
and experience shows that chugging or partial

compressor stall can occur under certain airspeed,
altitude, engine and atmospheric conditions. If
chugging develops or persists, the ram air turbine
should be retracted as quickly as possible after
completion of the test.
FLIGHT CONTROL EFFECTIVENESS.
Either primary one or primary two hydraulic flight
control system is capable of providing sufficient
power for control at any speed as well as limited
maneuvering. The RAT can be used througbout
most of the flight envelope (see section V for limits).
ROLL CONTROL.
The lateral control system provides satisfactory roll
control throughout the flight range. A slight lateral
trim requirement due to minute wing asymmetry
may develop, and probably will increase above Mach
0.9. The direction and amount of lateral stick re-
quired is variable from aircraft to aircraft. Above
700 KCAS, a slight change of trim requirement may
occur at aileron lockout. Lateral control effective-
ness at pattern speeds is greatly increased when the
trailing edge flaps are deflected. Large roll correc-
tions (spoiler deflections) at slow airspeeds, as when
landing in turbulence or crosswinds, will detract
considerably from lift.
PITCH CONTROL.
The aircraft is free of any pitch up tendencies and
has effective pitch control. Pitch control is affected
by:
• the wide range of permissible configurations.
• speed brake deployment," which reduces
effectiveness.
A system known as the CVMAS (Continuously Vari-
able Mechanical Advantage Shifter) is incorporated
in the stabilizer control system to produce more
uniform pitch maneuvering control characteristics
throughout the flight range, and to reduce control
stick sensitivity at high speeds at low altitude. The
CVMAS changes mechanical advantages as a smooth
continuous function of Mach number and altitude.
The flight control system minimizes the possibility
of pilot induced oscillations. The pilot should be
aware of the primary causes of pitch oscillation
which are as follows:
• Dive recoveries involving abnormally large,
rapid stick inputs.
T.O. lf-1050-1
• Abnormal stick reversals in pitch such as might
be encountered in severe air combat maneuver-
ing.
• Rapid stick reversals in pitch such as might be
encountered in severe air combat maneuvering_
Pilot induced oscillations are most likely to be a
problem if pitch over control results in negative G.
Pilot attempts to stop pitch oscillations with
control movement will probably be improp-
erly phased and may make them more severe.
If pilot control inputs continue, the aircraft
may be stressed beyond allowable limits.
• Abnormally large, rapid stick movements
dUring dive recoveries will result in planned
G being exceeded.
Aircraft acceleration during steep dives is extremely
rapid and it is easy to exceed planned dive speeds.
Abnormally large rapid stick movements during dive
recoveries can result in planned G being exceeded.
Rate of G buildup at first will seem slow but as the
aircraft continues to rotate, G will build up at a rapid
rate. It is almost impossible for a pilot to estimate
peak G's which may be encountered during this type
of recovery. The aircraft can be safely flown through
normal delivery maneuvers with stability augmenta-
tion disengaged provided the pilot recognizes the
resulting increased flight control sensitivity and ad-
justs control techniques accordingly.
'l'o recover from pitch oscillations induced by pilot
control techniques: Neutralize the stick or apply
slight aft pressure; extend speed brakes. If condi-
tions permit, Jet go of the stick until oscillations
stop.
To reduce the possibility of entering into a pilot in-
duced pitch oscillation:
1. Adhere to the dive recovery charts when plan-
ning dive attacks.
2. Initiate dive recoveries by smooth steady appli·
cation of back stick pressure. Any G load not
exceeding the limits in the acceleration and
jettison limits table in section V may be used.
(f) The F model is more sensitive in pitch control
in level flight .
6-3
T.O. 1F-105D- 1
YAW CONTROL.
The rudder is effective at. all speeds above 60 knots.
WING FLAPS.
The deflection of leading edge flaps reduces drag,
and delays the onset of buffet during subsonic cruise
and maneuvering flight as well as for takeoff and
landing. A leading edge flap position of 40 percent
is recommended as a good maneuvering and cruise
position for subsonic flight, 100 percent is recom-
mended for takeoff and landing, while zero percent
leading edge should be used supersonically (see
section V for limits). There is a very slight nose
down pitch change associated with deflection of
full leading edge flaps. Trailing edge flaps provide
ext·ra lift which decreases takeoff landing speeds
and distances. Retraction of these flaps after take-
off results in mild. nose up pitch change. Upon ex-
tension, a slight nose down effect and increased
lateral control will be noted. Some buffet will bEl
noted when the flaps are in the fully extended posi-
tion with the landing gear down. With the landing
gear retracted the buffet level is reduced. As the
speed is increased above approximately 260 KCAS
the buffet becomes moderate.
SPEED BRAKES.
Speed brakes can be extended at any speed and are
· very effective. They provide excellent deceleration
from any speed with barely detectable trim changes.
There is no buffet associated with extension of
speed brakes. More aft stick is required to pull a
desired G with the speed brakes extended.
LEVEL FLIGHT CHARACTERISTICS.
LOW SPEED.
The low speed characteristics and handling qualities
are good. Aileron and spoiler control is good in the
clean and landing configuration. Extension of the
trailing edge flaps increases the effectiveness of lat-
eral control. Some lateral wallowing will be apparent
as warning of approaching stall at the lowest speeds,
but is readily controllable.
Avoid flying directly behind any aircraft
while in dose .formation as the wake tm:-
bulence may cause loss of aircraft control.
(E) On F aircraft a nose heavy effect will be evident
below 300 KCAS in comparison to the D aircraft..
6·4 Change No.3
During slow speed flight or landing approach:
• The aircraft response is slower so that more
flight control deflection is required for the
same aircraft response. If the engine RPM
is low, or at idle, use of flight controls at
high rates may cause a momentary control
"stiffening." This situation is most likely
to occur during a cross-wind landing, when
rapid simultaneous lateral and longitudinal
control are required . Stick stiffening can be
avoided by flying a smooth, flat final approach
with slightly increased engine RPM.
• At speeds below 175 knots, with reduced
power, deceleration is rapid and a very high
sink rate will result.
CRUISE AND HIGH SPEED.
The aircraft trims weLl throughout the entire speed
range. A smaU transonic t rim change occuxs between
Mach numbers 0.90 and 1.02. This trim change
varies with altitude and is barely noticeable at low
altitudes. In lG flight, the aircraft does not en-
counter buffet.
MANEUVERING FLIGHT CHARACTERISTiCS.
The aircraft has high rate of climb, good G potential,
and sat1sfactory roll capabilities throughout the
flight range .
[ WARNING I
With the high speed capability of this air·
craft, the wing is capable of developing
load factors that can destroy the aircraft.
Maneuvering limits must be carefully ob-
served at all altitudes.
STALLS (SUBSONIC ).
As in most modern high speed aircraft, there is no
well defined classic stall, but a sequence of buffet,
excessive thrust requirement, high sink rate, and
deterioration of lateral control as airspeed decreases.
The buffet boundary is quite wide from initial onset
of buffet to deterioration of lateral control and the
intensity build up of buffet is slight. See figure 6-1
for stall speed and minimum safe flying speeds for
various gross weights. Observation of these speeds
will not handicap the operation of the aircraft as
they are below recommended pattern and. touch-
down speeds . Maneuvering deeply into buffet re-
duces directional stability and can result in sl!-ap
 T.O. 1F-105D-1

Speed at which significant deterioration of

MINIMUM SAFE FLYING SPEEDS lateral control ond lateral diredional wal-
lowing are noted, probably accompanied
by heavier buffet.

CONFIGURATION LEGEND
- - - - - CRUISE
TAKEOFF & LANDING (GEAR DOWN, TE FLAPS 100%, LE FLAPS 100%

GROSS WEIGHT - 1000 LB

30 35

GROSS WEIGHT - 1000 LB

35 40

KCAS 30° BANK

GROSS WEIGHT - 1000 LB

40 45 50

KCAS 45° BANK

GROSS WEIGHT - 1000 LB

KCAS

Figure 6-1. (Sheet 1 of 3}

6·5
T.O. 'tt=-1050-1

CONFIGURATION lEGEND
- - - - - CRUISE
TAKEOFF & LANDING (GEAR DOWN, TE FLAPS 100%, LE FLAPS 100%

GROSS WEIGHT - 1000 LBS

30 35

KCAS

GROSS WEIGHT - 1000 L~S

30 . 35 40 45 50

KCAS
30° BANK

GROSS WEIGHT - 1000 LBS

35 40 45
2 50 ~~~----r---~----.---------.-------~.--------.

KCAS 45° BANK

150

GROSS WEIGHT ·- 1000 LBS

40

KCAS 60° BANK

200

Figure 6-1. (Sheet 2 of 3)

6-6
 T.O. lF-1050-1

CONFIGURATION LEGEND
- - - - - CRUISE
TAKEOFF & LANDING (GEAR DOWN, TE FLAPS 100%, LE FLAPS 100%

GROSS WEIGHT - 1000 LB

GROSS WEIGHT - 1000 LB

30 35 40 45 50

200
KCAS 30° BANK

GROSS WEIGHT - 1000 LB

35 40

200
KCAS
45° BANK
150

100
GROSS WEIGHT - 1000 LB

300 25 30 35 40 45 50

250
KCAS 60° BANK

Figure 6-1. (Sheet 3 of 3)

6-7
T.O. lF-1050-1
maneuvers at high speed, or spins at low speeds. Tt
is recommended that further maneuvering into the
buffet boundary be terminated when a major deteri·
oration of lateral control is noted.
STALLS (SUPERSONIC).
Supersonic buffet characteristics are similar to the
subsonic. The maneuvering G available beyond the
onset of buffet in the supersonic range is substan-
tially the same as subsonic. However, when pulling
sustained G while decelerating into the low super-
sonic and transonic range, the boundary will appear
very narrow due lo the rapid speed loss from the
very high drag associated with high angles of attack.
As in subsonic maneuvering, the change of buffet
intensity is slight and stall onset is difficult to per-
ceive. Should the maximum lift capability be ex-
ceeded, no pitchup will be experienced, but a snap
maneuver may result. Maneuvering i.n the higher
supersonic area is limited by design limit G or full
aft stick.
SPINS.
1ntentional spins are prohibited, and airspeed below
: he airspeeds obtained from figure 6-1 should be
avoided. The aircraft has demonstrated a wide vari-
ety and range of aircraft motion during spin entry.
Spin entry maneuvers can be erratic and confusing
to the pilot inducing extreme disorientation. The
aircraft has a fairly slow turn rate ( 5 to 10 seconds
per turn) and exhibits a strong oscillation in pitch,
roll and yaw. seeming to alternately hesitate and
plunge into the spin. It may even turn over on its
back and spin inverted in an extreme oscillation.
Inverted spins will probably exhibit a steep nose-
down attitude making determination of inverted or
normal spin attitude difficult. Disorientation and
secondary spins an' the most serious spin recovery
problems and serve to point out the importance of
neutralized controls during orientation prior to any
recovery attempts. Spin tests have demonstrated
that the aircraft would consistently 'recover with as
much as half the available aft stick applied. There·
fore, the pilot should only be concerned in position·
ing the control stick to an approximate neutral cock-
pit position to complete a safe spin recovery. This
positive neutralization of controls will recover an
inverted spin to an erect spin and prevent secondary
spins. Disconnecting the AFCS will insure that flight
control input is controlled directly by the pilot. The
engine can be €xpected to operate normally at. cruise
t.hrust or greater through the first turn of the spin.
However, it is considered advisable to retard the
throttle to IDLE. Leading edge flap configuration,
6-8 Change 2
cruise-maneuver ( 40 percent) or high speed (0 per-
cent), has no effect on spin or recovery characteristics.
Altitude Loss - Fully developC:'d spins can be expected
to lose 2200 feE.•t per turn. Recovery to level flight
can be expected to require 10,000 feet.
SPIN RECOVERY.
See section Ill.
DIVE S.
The acceleration in a dive is very rapid. Steep dives
at high speeds close to the ground are critical because
of the large altit.ude loss during recovery. The dive
recovery chart, figure 6-2 is valid for the I<'-1 05 for
initial altitudes of 10,000 feet or less, and for a con-
stant thrust range of 88 perc·ent RPM through Mili-
I
tary Thrust. THE DIVE RECOVERY CHART DOES
NOT CONTAIN ANY SAFETY FACTOR.
Excessive afi stick application (particularly a
problem during low-speed dive entries such as a
pop-up roll-in or post dive recovery) may result, in
an aerodynamic stall and development of a nose-
low, high-sink-rate, low airspeed descent. This con-
dition, once entered, is stable and will continue
until Lhe excessive aft stick is released and maneuver-
ing airspeed attr-1ined. 'I'he resulting dive can be
recovered by normal techniques, which should in-
clude smooth steady, back-stick pressure, and G
forces not excf!eding the limits in the accelera-
tion and jettison limits table in Sectio·n V. (See
discussion on pitch, page 6-3.)
Since limiting lift capabilities at low air·
speeds restricts the pulling of high load
factors, a check of the maximum load
factor attainable must be made by con-
sulting the- curve at the bottom of figure
6-2 before using dive recovery data.
NOTE
Should a steep high speed dive be inadver-
tently entered at low altitude, the speed
brakes should be extended immf!diately.
The speed reducing benefits of the speed
brakes are very important in any marginal
dive recovery, and do not restric~ G attain-
ble, however, increased aft stick will be
required to pull G due to a redudion in
stabilizer effectiveness. Full leading edge
 T.O. 1F·1050-1

flaps delay the onset of bu ffct and make Calibrated Airspeed is initiated at 10,000 ft (Standard
the recovery more comfortable. Temperature Dfly) with an Fl05 weighing 40,000 lb,
the altitude lost during dive recovery will be 3650 ft.
OtVE RECOVERY CHART. 1. Check the maximum load factor attainable by
entering the chart at 470 KCAS, (A), moving
Sample Problem:

If a 5 "g" pullout from a 55 deg1·ee dive at 4 70 knots

Change 2 6-SA/(6.88 blank }

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T.O. 1F-105D-1
horizontally to the left to the line representing
40,000 lbs. gross weight, (B) and vertically to
read maximum load factor = 6.5 "g" at (C).
The required 5 "g" pullout can therefore be
achieved.
2. From 470 KCAS (A), move horizontally to the
right to Pressure AltitudE! = 10,000 ft (D), and
drop to Standard Ambient Temperature = -5°C ,
(E).
3. Move to the right to dive angle of 55 degrees,
(F), and up to load factor of 5g, {G). Move to
the right and read altitude lost during pullout
= 3650 ft at (H).
WAKE TURBULENCE .
In high-speed, high-G maneuvers, expect high
instantaneous G's and rapid changes in angle of
attack and aircraft attitude when wake turbulence
is encountered. At lower speeds, such as in the
traffic pattern, large roll and yaw corrections may
be required to maintain attitude. Adequate control
is available but rapid control corrections combined
with downwash effects of wake turbulence may
create a high sink rate and require power applica-
tion to continue the approach or go-around.
ROLLS.
As the aircraft has a major portion of its mass con-
centrated along the fuselage, inertia forces have an
important effect on its rolling characteristics. These
inertia eff<'cts are such that adverse yaw is strong at
low speed and complementary yaw occurs at high
speeds.
Low Speed.
The application of aft stick in rolling at speeds below
approximately 450 KCAS will markedly increase
adverse yaw, increase the side G, and reduce the
roll rate. This type of stick application is often
inadvertent and at lower speeds (below 350 KCAS),
extreme results may approach conditions for entry
to a snap roll or spin due to large yaw angles near
stall conditions.
Note
Reduction of lateral stick deflection is
effective for reducing side-slip angles in
extreme roll maneuvers.
High Speed.
Rolls at speeds above approximately 600 KCAS
will exhibit complementary yaw. Application of
forward stick to less than lG tends to increase
complementary yaw and to increase the roll rate
markedly. Additional forward stick application
6-10 Change 2
in such a maneuver increases this effect, and in
severe misuse could result in control difficulties
due to a continuing increase in roll rate.
EFFECTS OF CONFIGURATION.
LANDING GEAR.
Retraction of the landing gear will result in a nose
down pitch change. Extension of the landing gear
results in the opposite effect. The use of Military
thrust for takeoff will cause a more pronounced
effect. Inboard pylons and stores substantially al-
leviate this effect. The nose down pitch change
associated with gear retraction will be noted to a
greater degree during a go-around for two reasons.
First - most go-arounds will be accomplished at
Military thrust. Second - the aircraft attitude will
be closer to level when the landing gear is retracted
thus giving the impression of a greater change. Dur-
ing go-around, care should be taken that the speed
brakes are retracted prior to or simultaneously with,
applicatwn of thrust since, if the speed brake switch
is in the OUT position when the landing gear is
retracted, the top and bottom speed brakes will
extend resulting in a net increase in drag instead of
the desired reduction.
EXTERNAL STORES.
The installation of the many stores possible on the
various external stations affects the aircraft flying
qualities and handling characteristics through combi-
nations of the following factors:
• Store location effect on the aircraft Center of
Gravity.
• Store weight effect on aircraft gross weight and
inertia.
• Store aerodynamic effects.
Effects of specific store installations follow:
• Stores on the inboard underwing station reduce
longitudinal stability. The magnitude of this
effect is a function of the size of the store and
the distance that it projects forward of the wing
{450 gallon tanks cause the greatest effect and
individual M-117 bombs cause the least).
• Stor es on the outboard wing pylon station
cause negligible aerodynamic effect on longi-
tudinal stability. The greatest CG travel pro-
portional to store weight results from stores
at this station.
• lnstallation of stores on the centerline station
has very little effect on longitudinal stability

but moves the CG forward. The directional
stability is slightly reduced by installation of
large centerline stores especially when maneu.
vering deeply into the buffet area. However,
this reduction is slight and occurs in the clean
configuration as well.
Symmetrical Loading on Wing and Centerline Pylon
Stations:
• Minor vibrations (directional and vertical oscil-
lations) may be felt during the takeoff roll due
to the flex.ibility of the pylons and mass of the
stores.
• Aft CG configurations will cause the takeoff
rotation to be more sensitive and care should
be taken during rotation to avoid excessive
angle of attack during initial climbout.
Flight characteristics of certain stores warrant specific
description:
• Blunt nosed stores installed on the wing pylons
will buffet noticeably at transonic speeds.
• .M -117 bombs on the pylon multiple ejection
racks (MER) may induce an airframe buffet
in the 0.751\1 to l.OM range.
• M-117 or BLU-1/B bombs on the centerline
MER will cause buffet and directional oscil-
lation of the aircraft.
• Formation flying with external stores will dif-
fer from normal o peration in response to later-
al control inputs. Roll response should be
taken into consideration when flying close
maneuvering formation. With stores, the initial
roll response is reduced from that of the clean
aircraft.
!"ailure to observe the roll rate limits may
result in structural failure of the wing-pylon
attachments. See figure 5-5. Large initial
deflection should be promptly reduced
when rolling through more than 30-40
degrees. Initial deflection of more than
one-half-stick and intentional 360 degree
rolls with heavy stores should not be
performed.
T.O. 1F-105D-1
landing with heavy external stores:
• Recommended approach speeds and glide angle
must be adhered to. Landings .rpust be at very
low sink rates.
Note
The angle of attack indicator is very useful
in determination of proper speeds for ap-
proach and landing.
ASYMMETRIC LOADINGS.
Note
These descriptions are applicable to the
most severe conditions, those of full tanks,
heavy stores (2000 lbs or more) and MER
adapters with stores installed. Similar effects,
but of lesser magnitude, exist with smaller
and lighter stores.
The flight characteristics are somewhat different with
asymmetric store loadings. These effects are primarily
associated with weight .unbalance and the resultant
rolling and yawing movements. There are also rela-
tively minor secondary aerodynamic roll and yaw
effects. The first different charaderistic from the
symmetrically loaded aircraft will be noted at brake
release and afterburner light on the takeoff roll. The
aircraft will pull in the direction of asymmetric load.
This effect can easily be handled by use of nose
wheel steering or tapping the brake until the rudder
becomes effective (approximately 60 KCAS).
Prior to starting takeoff the pilot should trim in
some lateral stick away from the heavy wing (about
1 inch for 2000 pounds of asymmetrical load), other-
wise the heavy wing will tend to drop at lift off.
Following lift off, retrimming will be required to
compensate for the gear and flap retraction and the
effect of the speed changes on the asymmetric trim
requirements. This is caused by the acceleration of
the aircraft which results in a yaw into the heavy
wing. Lateral trim requirements will reduce, de-
pending on the amount initially set in as the aileron
and spoiler effectiveness increases. Pitch , roll and
yaw trim will again need attention when the after-
burner is shut down.
The remainder of an asymmetrically loaded mission
will require attention to retrimming as altitude, air·
speed, fuel weight, load factor, etc., change. For
6-11
T.O. 1F-1050-1
example, the aircraft will yaw into or away from the
heavy wing respectively due to inPrtia of the store,
with abrupt increase or decrease in speed. Positive
or negative load factors will eause the heavy wing
to drop or lift. in turns toward the heavy wing the
aircraft will tend to roll further into the turn. As
G's are applied in turns away from the heavy wing,
the aircraft will tend to level itself. The t.1ghter the
turn, the greater the effect. When pulling the air-
craft into stall buffet at low airspeeds or high G's,
a not.iceable ina(•ase in the amount of lateral control
required ·will be eneountered as buffet is entered.
Th1s is caused by reduced lateral control effective-
ness as the wing stall starts to develop. This reduc-
tion in control effectiveness will progress until lat-
eral control may become marginal with large asym-
metric loadings as moderate to heavy buffet is
reached. This is also true in tw-ns or straight pull-
ups. The onset of buffet should be used as a maneu-
vering limit when asymmetrically loaded to insure
adt>quate lateral control. Increased lateral eontrol
requirement with G's at high Q is slight due to high
aileron and spoiler effectiveness at the higher speeds.
The most unusual tTim charaeteristics experienced
with an asymmetrical loading will be those encoun-
tered with the combination of a 450-gallon fuel tank
on one inboard station and a special weapon on the
other inboard station, with or without a centerline
tank. This combination is easily handled since the
magnitude of the trim char.ges are small but their
variations with airspeed are somewhat unique. Be-
low 400 KCAS as fuel is used from lhe extE'mal wing
tank, the opposite wing (with the store) will, as
expected, bE' lhe heavier, requiring lateral trim.
Above 400 KCAS (even with an empty tank) the
wing with the tank will appear to be tlw heavier due
to aerodynamic effeds resulting in a reversal of lat-
eral and directional trim requirements. This is due
to the fact that drag of the tank becomes greater
than that of the store above airspeeds of 400 KCAS
causing the changeover of trim effects described
above. Minor directional and lateral trim changes
will also be noted in the transonic region. All of
these effects ean easily be handled wHhin the capa-
bihty of the trim systems. When releasmg stores
asymmetrically under G 's (toss maneuvers) Lhe pilot
should expect a sudden out-of-trim condition in roll
and yaw due to the release of the store. This is a
natural result of the removal of the configuration
causing the trim requirements and cons€'qu0ntly
merely requires that the controls be returned to
n<>utral.
The automatic bomb delivery pullup (Autoss) sys-
t<•m is designed to fly the symmetrically loaded
6-12
aircraft through a carefully regulated lmmelmann.
When stores arc carried asymmetrically, a manual
pullup is required because the autopilot system is
not designed to properly maintain wings level wiLh
large asymmetry.
During symmetrically loaded Autoss deliveries where
only one store is released, the aircraft becomes asym-
metrical at store release, with the mom en t.ary roll
off described above. Thr Autoss mode of the auto-
pilot is not r.apable of handling this trim change,
therefore it is recommended that the autopilot be
disconnected using the emergency disconnect lever
1mmediately after store release, while the pilot com-
pletes the maneuver manually.
Landing the asymmetrically loaded aircraft is not
difficult but requires consideration of cross wind,
gust factors, visibility, runway condition, etc. As
previously stated, the major cause of lateral control
requirements with asymmetric store configurations
is that of weight unbalance and not aewdynamic
unbalanee, thus the effects are most noticed at the
lower airspeeds prior to flap extension where lat<'ral
control effectivness is at a minimum.
[ WAINING
I
With one full 450 gallon wing pylon tank,
or equivalent weight store, and trailing
edge flaps retracted full lateral control is
required to hold wings level at. 200 KCAS.
At lower speeds lateral control is insuffi-
cient to hold wings level. If store cannot
be jettisoned, and trailing edge flaps cannot
be extended, add 20 percent to pattern and
landing speeds.
Landing patterns should be made turning away from
the heavy wing as far as practicable. Turn& mto thc>
heavy wing must be made in a shallow hank ket>ping
the airspeed at least 10 percent above r<•commended
normal Iandin£~ pattern spe<•ds . If turns mro the
store are used and they are tightened to rnake a run-
way. the bank will steep~>n due to the asymmetry
forcing the pilot to apply more back stick which
steepens bank even more. Altitude and speed are
lost and a steep spiral will result. Tht> landing pat-
tern in section II is satisfactory when the speeds arf'
increased by approximately 10 percent.
The last item of interest and caution IS landing the
asymmetrically loaded aircraft under crosswind
conditions. It is preferable to fly the final approach

in a crab rather than one wing low, and kick out
most of the crab during flare prior to touchdown.
The crosswind landing chart in the Appendix is
applicable. As the drag chute is deployed, and the
aircraft decelerates, the aircraft tends to turn away
from the store. This is the opposite of the takeoff
condition; however, it is not as pronounced and is
easily controlled with rudder down to braking or
nose wheel steering speeds. This turning tendency
can be partially or wholly negated by landing with
the heavy wing into the crosswind.
MINIMUM RU NWAY LANDING.
The drag or braking force on the aircraft is made up
of two parts: first the wheel brakes; and second,
aerodynamic drag. Considering wheel braking, the
braking force which can be generated depends on
the coefficient of friction between the tire and run-
way, and the proportion of the aircraft weight being
supported by the tire to that still being lifted by the
wing. Aerodynamic drag is dependent upon two
factors - the attitude and configuration of the
aircraft and the indicated airspeed. The minimum
landing distance on runways of different coefficients
of friction requires different techniques. On runways
which have a high coefficient of friction (dry) the
best performance will be realized by maximwn de-
pendence on the wheel brakes. On a slippery run-
way (wet), with a low coefficient of friction, the
wheel brakes are less effective and the best results
can be realized from greater utilization of aerody-
namic braking. The high speed portion of the
ground roll is the time to utilize aerodynamic
braking since the indicated airspeed is high with
consequently high aerodynamic drag for effective
braking. The drag chute is particularly effective in
this speed range. The drag chute absorbs about HO
percent of the total energy of a normal landing.
T.O. 1f-105D- 1
High angle of attack and full trailing edge flaps, the
combination which provides maximum aerodynamic
drag, does reduce the weight on the main wheels and
consequently this reduces the wheel braking which
can be applied without skidding the tire. As the air-
speed falls off, the aerodynamic drag decreases and
a point is reached where greater total braking force
can be exerted if the maximum aerodynamic drag is
sacrificed by reducing the angle of attack and lift,
thereby putting more weight on the main gear for
greater wheel braking. At this point, if maximum per-
formance is desired, any lift increasing devices such
as the flaps should be eliminated to get maximum
weight on the wheels. However, in the F-105, the
lift created by the trailing edge ±1aps in the three point
attitude is very slight and the small loss of wheel
braking is compensated for by the residual aerody-
namic drag of the extended flaps. On wet, slippery
runways, when wheel brakes are not effective, an
advantage exists in keeping the flaps down to retain
the highest aerodynamic drag pos.sible. On dry run-
ways with high coefficients of friction, there is a
little net advantage to retracting the trailing edge
-flaps when the nose is lowered to obtain maximum
weight on the wheels for braking, but this advantage
will be less than 500 feet and in most cases 100 to
200 feet. Therefore, it is considered that the advan·
tage of a single procedure, resulting in optimum
characteristics when the greatest difficulty would
be encountered in stopping the aircraft (slippery
runway), would more than offset the very slight
dio;advantage of this single technique on a dry
runway. A secondary consideration in the pro·
cedure to retain the deflected flaps during the
landing roll is that the flaps would not have
to be lowered again in case a go-around is
required.
6-13
T.O. 1F- 1050- 1

STEADY STATE HORIZONTAL TURNS MAXIMUM THRUST

0
lOAD FACTOR AT 25000, 35000 AND 45000 fT

45000 FT
0.6 0.8 1.2 1.4 1.6
MACH N UMBER
MAXIMUM THRUST STEADY STATE 2D
HORIZONTAL TURNS.

From these curves load factor, radius of turn and

rate of turn in a maximum thrust, constant speed
RADIUS AND RATE OF TURN
and constant altitude turn can be determined for
any configuration drag index at any Mach Number , 0 ~----~--~-4------+-----~----~
altitude and gross weight condition.
RAifI IU~~
~G Sl:t
20 10 8 7
Sample Problem:
~
.... 8~~44H---~-+------~----~----~
u
Find load factor, radius and rate of turn for the ~
0
Clean + (2) 450 gal. tanks configuration weighing c{

g 6~~~~~-~-+------~----4-----~
40,000 lbs in a steady state maximum thrust turn
at 25,000 ft at 1.1 Mach number.

1. Determine configuration drag index from

figure A 1-5,
(1) 450 gal. tank right inboard 14
(1) 450 gal. tank left inboard 14
Configuration drag index 28
2. On chart above, enter sample curve at 1.1
Mach number, (A)
3. Move up to Drag Index curves for 25,000 ft RADIUS OF TURN- 1000 FT
to configuration drag index 28, (B)
8. Drop to base line for radius of turn (G)
4. Move to the right to the line representing
40,000 lbs gross weight, (C) 9. Parallel guide lines to intersect load factor=
5. Move vertically up to scale and read load factor 1.95 at (H)
equal1.95, (D) 10. Read rate ofturn at (H)= 2.9 degrees/sec . (or
6. On chart above, enter sample chart at 1.1 2.9 X 60 = 1.74 deg./min).
Mach number, (E). 11. Drop to scale and read radius of turn= 23,000
7 . Move across to 25,000 ft altitude line, (F) ft at (J)
6-14
 ) ) ) ) } )
STEADY STATE HORIZONTAL TURNS MAXIMUM THRUST

LOAD FACTOR AT SEA LEVEL AND 15000 FT

LOAD FACTOR
2 4 6
i l • I . : I . I I

I.~~f' ~~Y~L 1l

..I
I

~
t

t··t'.J_....Lr 11 • ! ' I , •
r--
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i l i
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.
I I

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tv
(;) I I i •

...~ l .
....,
0

:' ~ ~ j ·~ ~ l· ~ .: :
. \ •.. _,_,. . +·i-+ "I , . j

I
II . i • , I .
" ' 40 ; • ' ! I ! . I r I
' 200 lSo 1_20 80 • CONFIGURATION DRAG INDEX .....
...0.,
I •

0.6 u 0.6 0.8 1.1 1.2 u

MACH NUMBER MACH NUMBER
...
0
I

...If>
U1
U1
0
...
I
 -t
....cp 0
0)
STEADY STATE HORIZONTAL TURNS MAXIMUM THRUST
.,.....
.....I
LOAD FACTOR AT 25000, 35000 AND 45000 FT ~
...
0
I

LOAD FACTOR
0 2 4
' '
i l i I :
_J, . l ti~Ll
! •

.,
<Q· -· -·+·-
.t i j

~ I ' '

~
!i) +
~ ~
~... ! •
1\.) • -~.>-+-- -t--~- .

0
...... ~ t i
. !!1:!1:!]:!1 ~ : ~
t
' ~~~~ ~
t

~
1

j
i Iff~~~#~ ! ..
L 1 '

I '

I QO CZ) CQ
• i -..J -.1 "'-J ......;;

,.,,,~ --
~. i

FT .J. .~. ..i --~ . .;. ' I

..i- .. j.
'
...1-• • .:• ••
.l ..
·- ~
::t- I
. I
40 J
t· ! CONFIGURATION DRAG INDEX
'
0.8 0.8 1.2 1A lJ 1.8 2.0

MACH NUMBER

) ) ) ) ) ) )
 T.O. 1F-105D-1

STEADY STATE HORIZONTAL TURNS

RADIUS AND RATE OF TURN
MAXIMUM THRUST

-·-~ ..--- ·---...,....- -

...~ .. ... - t-
- -- ............+-. -

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. RATE OF TURH -···· ~- ····· ···· ' .. - • 1
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2 ;~_:J-.~J,-~_~;:.-·;1:~.;1;~-~.- 1f-~.-~: ~-f"·:.~';:_.:j.~:_;-~E,_~:i-.~-l;.:~j:~-.:;,~o:[·~-.-:~,_.~:;-~:~-.;~:~.-,_~.-;=:·~-*f~-,"~'=:~L-;:_-.~.!-~:;·:;:~:;~·.~:-, :~.;·~-:-r~.:-~-. ;_"-~":·~: ;.:i.+~=.-:~;·:~-= =-.~:-_:~7_:.-+t~Jri:·-~:-.-:~~;:~l;-~-:;_:~_~-_:.~t+-.:-.-~

.. . ... .. ... -_-_.,1

00 20 40 60 80 100 120
RADIUS OF TURN - 1000 FT

Figure 6-3 (Sheet 3 of 3)

6-17
T.O. 1 F-1050-1
MAXIMUM GTURNS AT CONSTANT ALTITUDE 130000
A.L---~--~~--~~--~--~~~~~--7,0
STARTor? 50 100 150 200 30 35
TUR~ • DEGREES OF TURN GROSS WEIGHT -1000 LB
MAXIMUM G TURNS AT CONSTANT
ALTITUDE .
Maximum load factors obtainable and Mach No.
loss encountered through 180° of turn in level
flight (at S.L. 10,000, 20,000, 30,000 and 40,000
ft pressure altitudes) are shown for various initial
speed conditions for the clean aircraft. Once the
load factor and Mach Number have been determined
from these curves for any required turn, radius and
rate of turn can be read from the Steady State
Radius and Rate of Turn chart on page 6-15).
Example:
1. On chart above, enter sample curve at Start of
Turn, (A) and move up to initial Mach No.
= 1.4, (B).
Z. Move horizontally to weight base line (C) , fol-
low guide lines to Gross Weight= 35,000 lbs,
(D) and move to the right to the load factor
scale to read initial load factor= 7.13 g's, (E) .
3. From (B) move along 1.4 Mach No. line to 90°
of turn at (F).
4. Move horizontally to weight base line, (G),
follow guide lines to Gross Weight= 35,000
6-18
rm•
STEADY STATE HORIZONTAL TURNS
RADIUS AND lATE OF TUIN
:a:l 20~----+---_,---~?n~~--r----+--~
~
~ A f-----1---~
5 10~--~~~~----+---~
40 w ~ ro oo 100 1W
RADIUS OF TURN -1000 FT
lbs, (H) and horizontally to the scale to read
final load factor= 5.05 g's, (J).
5. Enter upper scale at 90° turn, (K), drop down to
Initial Mach No.= 1.4line, (L), and move left to
the scale to read final Mach No.= 1.03, (M).
6. Enter sample radius and rate of turn curve at
initial Mach No.= 1.4, (A) and final Mach No.
= 1.03, (F) . Move horizontally to 30,000 ft pres-
sure altitude, (B) and (G) and vertically to radius
of turn base line at (C) and (H), following solid
lines for initial conditions and broken lines for
final conditions.
7. Follow guide lines to intersect initial load factor
= 7.13 at D) and final load factor= 5.05 at (J).
Rates of t urn are read at (D) and (J) as approxi-
mately 10 degfsec. (initial) and 9 deg/sec (final),
respectively.
8. Drop from (D) and (J) to radius of turn scale
and read radii of turn = 8300 ft initial) and
6500 ft (final) at (E) and (K) .
9. Thus it has been determined that the required
90° maximum g turn can be accomplished with
a loss of 0.37 Mach No. (1.4-1.03) at load factors
from 7.13 to 5.05 g's. At the average rate of turn
of approximately 9.5 degfsec, the turn will take
almost 9 .5 seconds (90° -:- 9.5 degfsec) and the
radius of turn will vary from 8300 to 6500 ft.
 T.0.1F-105D-1

(SEA LEVELl

CLEAN CONFIGURATION
MAXIMUM THRUST

3
9

50 100 150
START OFj DEGREES OF TURN
TURN
Figure 6-4 (Sheet 1 of 5)

6-19
T.O. 1F-105D-1

MAXIMUM GTURNS AT CONSTANT ALTITUDE

(10000 FED)

CLEAN CONFIGURATION
MAXIMUM THRUST

0
z
:z:
u
~
~
....
~
z
u:
··+-•··-• ···; ·+-·L-.~-• . •. .
.. ......1 ··-1-·-- ·--·~~···· !-· ..-····•·-r--
.
·~·· ~-~~·~~~:·:· ~~t~~:-~···.:··-:=

9
. +····
.•
.!...[. 8

~;rttlltfd~::
·· ··t NOTE: For turns starting at MACH =
1
1.2, LOAD FACTOR is 7.33 for ali condi-
tions.
6 C)

-e...
u
~
I

c
4 ~
0
....

0 1110 150 20030 35

DEGREES OF TURN GROSS WEIGHT - 1000 LBS
START OFt Figure 6-4 (Sheet 2 of 5)
TURN

6-20
 T.O. 1F-1050-1

MAXIMUM GTURNS AT CONSTANT ALTITUDE

START OF 1 DEGREES OF TURN (20000 FED)
TURN b 100 150 200
1.5t-----.....-r---r----r---r-------:r-r---r---.,....--.,....,
+I
····!
J
·1 .!±tL
' .
: ---t···
CLEAN CONFIGURATION
MAXIMUM THRUST

0 1.0 ~--.;..--+-~:.....t,.----+---~~
z
%
u
4(
~

o~---+-----+-----~---+----4-----~--~----~r--~~~~~--~--~
. '--=:=1=~
. ._.,......--..,-,-·.
.,. . . . . .,=t-=-~ 9
.....

_:~~~=~
~~-+--~~--~--~8

50 100 150 ~-~--~~--~--~

201130 35 40 ·
START OF Ot
TURN DEGREES OF TURN GROSS WEIGHT - 1000 LBS
Figure 6-4 (Sheet 3 of 5)

6-21
T.O. 1F-105D-1

START OF
MAXIMUM
l
GTURNS AT CONSTANT ALTITUDE
TURN 0 50 150 200 (30000 FEET)
2.0 1
i
l
CLEAN CONFIGURATION
MAXIMUM THRUST

1.5

0
z
:::t:
~
<
~ 1.0
...<
z
ii:

.
···t·--..--4 8
~

5 C)
I
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<
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,;,__ ~-·:·~!
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l !
.;

0
START OF tO 150 200 30 40
TURN GROSS WEIGHT- 1000 LBS
Figure 6·4 (Sheet 4 of 5)
6-22
 T.0.1F-105D-1

MAXIMUM GTURNS AT CONSTANT ALTITUDE

START OF ~ DEGREES OF TURN
(40000 FEET)
TURN ~0_ _.,.___.,..:5:;..0--~-_:1-r:OO~-T""""--;--15 0_--;-..-;----,200
2.0 1• ··-i ··I ~.. • 7
t i ·-· . l ... ... ·······•· CLEAN CONFIGURATION
I f- -~---- MAXIMUM THRUST
---1'-~------~· ··-·•·········-1··-·····--·..··- ·-~-·-····- -·--·,..··
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START '-_'....._ ~-~00~--+-.;....-15~0.~...-.;..._+-----:;::-!00 1..30_......_ .,..·-·· -+-!'.....;'"=:;:...J...-3.1..5--~-+-l"-~40·0
orO'--~.1---....L..--+--
TURN t DEGREES OF TURN GROSS WEIGHT - 1000 LBS
Figure 6-4 (Sheet 5 of 5)

6-23/(6-24 blank)
 T.O. 1F-105D-1

Sec-tion.. VII

ALL WEATHER
OPERATION

TABLE OF CONTENTS

- Instrument Flight Procedures. 7-1

7-4
Ice and Ratn . . . . . .
Turbulence and Thunderstorms 7-7
Night Flying . . . . . . 7-7
Cold Weather Operation . . 7-7
Deser1 and Hot Weather Procedures. 7-9

Except. for some repetition necessary for emphasis or continuity of thought,

this section contains only those procedures required in instrument. flight that
differ from, or are in addition to, the normal operating procedures given in
section II.

INSTRUMENT FLI GHT PROCEDURES.
The-aircraft handles well during all phases of instru-
ment flight. A manually controlled engine anti-icing
system is pr ovided. Operation of the windshield
defogging system does not clean the windshield of
ice entirely. The aircraft operational effectiveness
is not restricted. nor are there any control difficul-
ties because of the aircraft rapid acceleration of
lateral control sensitivity. Navigational aids installed
in the aircraft are TACAN. Doppler and a UHF
direction finder (AN/ARA-48) in addition to all
the basic flight instruments. An [Jt'F with the selec-
tive identification feature (SIF) is provided to facil-
itate positive identification by ground radar stations
An autopilot relieves pilot fatigue on long flights
and frees him for inflight duties.

7 -1
T.O. 1 F-105D-1
BEFORE INSTRUMENT TAKEOFF.
1. Line up visually with centerline of runway.
2 . Rotate heading set knob on the HSI until
bank steering bar on the ADI centers.
3. Attitude Director Indicator- Set by align-
ing arrow on pitch trim knob with reference
mark.
·1. Temperature control lever - Hot or RAM.
RAM must be used for water injection take-
off.
If RAM is selected for takeoff, the
cockpit temperature knob should be
set as high as possible, consistent with
pilot comfort. This will prevent the
formation of visible vapor when
temperature control lever is posi-
tioned for cockpit pressurization.
5. Runway Check -- Complete.
INSTRUMENT TAKEOFF.
Check completion of all required checklist items.
Select appropriate navigational aids to be used for
the departure and set navigational controts and
switches as required. After aligning the aircraft
visually with the tun way centerline, check the HSI
and magnetic compass against the runway heading.
If desired, the bank steering bar may be used for
directional information by setting the heading mark-
er under the u pper lubber line of the HSI to center
the bank steering bar on the ADI. Check that the
steering bar (steer needle) switch is set ON. Set ADI
by aligning the arrow on the pitch trim knob with
t he reference mark. This setting, in taxi attitude,
should show an attitude of approximately 2 degrees
nose up. Thus, the ADI ~iil provide a picture of the
aircraft~s inflight attitude relative to a level flight
condition at normal cruise airspeeds. Follow nor-
mal takeoff procedures, maintaining directional
con trol with brakes or nosewheel steering until
60 KCAS when the rudder becomes effective.
Insure that the nose wheel is aligned
properly before releasing brakes. Dis-
engage nose wheel steering at 60 KCAS
because nose wheel steering is extremely
sensitive at high speeds.
7-2
• Maintain the heading by reference to the
HSI) the bank steering bar and whatever
outside reference is available during the
takeoff roll. At approximately 5 knots
below rotation speed, rotate from the 2
degrees nose-up indication on the ADI
to a takeoff attitude of approximately
10 degrees nose high indication on the
ADI. At this attitude, the aircraft be-
comes airborne at takeoff airspeed. As
the aircra.ft leaves t he ground, maintain
the pitch and bank attitude on the ADI
until a definite climb is indicated by the
altimeter and vertical velocity. Vlhen
definitely airborne, retract the gear
(observe landing gear limit speeds)
and climb at 1500 FP~1.
Note
Aft CG configurations will cause the takeoff
rotation to be more sensitive and the air-
craft will feel as though it is flying off the
runway by itself. With an aft CG condition.
smooth pitch control inputs must be made
during takeoff ro tation as well as through-
out flight.
• At 240 KCAS place the flap lever to
CRUISE & .\iA."\EUVER. As flaps re-
tract. increase pit-ch 2 degrees to maintain
1500 FP.\1 climb. At 300 to 350 KCAS
adjust throttle to !\1illtary thrust and accel-
erate to the recommended climb schedule.
INSTRUMENT CLIMB.
The optimum ~Hlitary Thrust climb schedule recom
mended in the Appendix is suitable for instrument
flight. After the climb schedule is established , the
:\.111 should be used to determine necessary pitch
corrections. A maximum bank angle of 30 degrees
should not be exceeded during climbing turns ex-
cept when using the bank steering bar. For instru-
ment departures requiring low altitude maneuver-
ing at low speeds and/or a low rate of climb, use
350 KCAS.
Note
~1a..ximum thrust climbs on instruments
are uncomfortable because the steep pitch
angle and high accelt>..ration make detection
and correction of minor pitch changes diffi-
cult. Therefore it is recommended that
!\hlitary Thrust be used for all climbs under
instrument conditions, unless the mission
dict.ates otherwise.

INSTRUMENT CRUISI NG FLIGHT.
Level Flight.
The aircraft £light characteristics are satisfactory
through the normal speed range and present no un-
usual difficulties in control or handling during
instrument flight. Thrust settings and configuration
for optimum cruise schedule recommended in the
Appendix are satisfactory while using standard
instrument techniques. Bank angles should be limi-
ted to a maximum of 30 degrees unless bank steer-
ing bar is used.
NAVIGATION EQUIPMENT.
A TACAN (AN/ARN-62), a Doppler navigator
(AN/APN-131) and the R-14 radar, part of the
AN/ASG-19 Fire Control System provides the pilot
with reliable and adequate means of navigation.
The command radio (AN/ARC-70) provides ade-
quate air-to-air and air-to-ground communication.
HOLDING.
Enter the holding pattern between 20,000 and
30.000 feet at 300 KCAS, when~wer possible, with
sufficient RPM to maintain 300 KCAS with the
flap lever in the HOLD TE FLAPS position. Since
300 KCAS is used for a jet penetration no transi-
tion in airspeed is needed from holding to pene-
trating airspeed . Maximum endurance airspeeds
recommended in the Appendix are too low for
holding procedures and cause the aircraft to sllde
to the back side of the power required curve in
turns. Holding at 40,000 feet altitude is not recom-
mended because there is no decrease in fuel con-
sumption and aircraft handling characteristics are
poor. TACAN, the only airways navigation equip-
ment installed, has a great advantage over other
navigation facilities because it, has distance meas-
uring equipment (DME) at the same time as azimuth
information. TACAN holding patterns are published
and in addition, if the traffic situation requires it.
any radial and range from a station can be used for
a holding pattern fix. To descend in the holding
pattern, lower the nose and maintain airspeed.
INSTRUMENT LETDOWNS.
Note
When rain impairs forward visibility
during approach, turn on the forward
windshield defogging and rain removal
systems prior to landing.
T.O. lF-1050-1
Jet Penetration.
If it is desired to descend before reaching the f1x.
refer to the descent charts in the Appendix for
appropriate airspeeds and related information. For
information concerning straight line descent at
penetration configuration and airspeed. see figure
7-1. Refer to figure 7-2 for typical jet penetration
and low approach.
Operation below 90 percent RPM may
not supply suffieient heat to keep the
engine inlet dear of ice under severe
icing conditions. During descent at high
airspeeds and low thrust settings, the
heat supplied may be inadequate if the
ice formation is severe. Under such cir-
cumstances increased thrust should be
applied to provide more heat.
I LS Approach.
Transition to lLS is normally made as published and
clearance for the ILS approach must be obtaine-d
prior to reaching the outer marker. Place the
instrument selector switch t.o ILS LOCALIZER
during the procedw·e Lurn to intercept the localizer
course. On straight-in procedures (TACAN/ lLS),
change the instrum~mt. selector switch at the pub-
lished gate. After intercepting the localizer course
inbound, set the instrument selector switch tolLS
FINAL. When the glide slope indicator starts to
move downward (unpegs), prepare to establish a
rate of descent. Lower the nose approximately
3 degrees on the AD I. Recommended rate of de-
scent for normal approach speeds is 800 to 1000
feet per minute.
See figure 7-3 for typicallLS Approach and section
IV for procedures. Changes in final approach speeds
because of changes in gross weight outlined in the
Appendix are applkablt> to ILS approaches. Final
approach speed should be stabilized before reach-
ing the glide slope.
~~
Landing gear actuation should not be at-
tempted during a turn. A large nose-up
p1tching moment will be experienced
when landing gear is extended. Immedi-
ate nose-down pitch trim change is required.
7-3
T.O. 1F-105D-1
0"'
Figure 1·1
Radar Approach.
For Typical Radar Approach see figure 7 ·3.
Landing gear actuation should not be
attempted during a turn. A large nose-
up pitching moment will be experienced
when landing gear is extended. Imme-
diate nose-down pitch trim change is
required.
Missed Approach.
To accomplish a missed approach, advance throttle
to Military thrust, retract speed brakes (if extended)
as power is applied, and rotate aircraft to takeoff
attitude. Establish climb and retract landing gear,
7-4
TYPICAL
then TE flaps as desired. Allow aircraft to accelerate
to 250 KCAS and reduce power to maintain 250
KCAS while climbing to missed approach altitude.
Use of afterburner is not recommended
when initiating a missed approach.
ICE AND RAIN .
The aircraft does not have an anti-icing or deicing
system for wings or empennage; however, the de-
frosting, rain removal, pitot heating, angle of attack
sensor vane and engine deicing systems provides
protection during flights under icing conditions.
Engine anti-icing is most effective at low airspeeds
and high thrust settings. Under severe conditions,
operating at low thrust settings, or during descent
 T.O. 1 F-1050-1

JET PEN
and lo"IM'
TYPICAL
BEFORE REACHING FIX BEGIN
DESCENT CHECK LIST

~PPRoflCH
Throttle - Military Thrust
Speed brakes - IN
Establish takeoff attitude
DESCENT Establish Climb
Flap - HOLO LG - UP
TE flaps- As desired
RPM - 88 . . . .~\': AirsPeed- 250 KCAS
Speed brake Execute published missed
Airspeed approach procedures.

r:ta~a:..J..AtfPJNG & TAKEOFF

II 188 KCAS*
lEJ 193 KCAS*
-As desired

PEN

bank steering bar

command approKimately
35 degree bank).

Figure7-2
7·5
T.O. 1F-1050-1

RADAR/ILS APPROACH TYPICAL

ENTRY
Flaps -As desired
Airspeed - 250 KCAS

DOWNWIND
Airspeed - 250 KCAS

BASE LEG
LG -DOWN
Flaps - As desired
Airspeed - 220 KCAS *
Before landing checklist- Completed
NORMAL PATTERN
MISSED APPROACH GO-AROUND 12 1300-1500
NOTE:
FUEL QUANTITIES ARE PREDICTED ON
NOT USING SPEED BRAKES
MISSED APPROACH
Throttle - Military Thrust
Speed brakes - IN
Establish takeoff attitude
Establish Climb
LG - UP
TE flaps - As desired
Airspeed - 250 KCAS GLIDE SLOPE
Execute published missed [QJ 188 KCAS*
approach procedures. Airspeed - lEJ 193 KCAS*
FINAL
. [Q) 188 KCAs•
A~rspeed - lEJ 193 KCAs•
Flaps- LANDING & TAKEOFF
LG - Check DOWN
Speed brakes - As desired
*Airspeeds given are based on a
landing gross weight of [Q]
31,500 lb, [f) 33,500 lb {clean
aircraft with B/8 tank, two 45()..
gallon tanks and 2000 lb of fuel).
• Add 3 knots to the speeds for
each 1000 lb of additional
TIME {MIN) FUEL (LB) weight.
9 800-1000 • Airspeeds for other gross
weights will be founcoj in the
Appendix.
Note
Partial TE flaps and speed
brakes extended at pilot's
discretion. ·

Figure 7-3

1·6

at high airspeeds the heat supplied may not be
sufficient to keep the engme inlet clear of ice.
Under such circumstances. increased thrust should
be applied m order to provide more heat. If ice
still accumulates. an abnormal exhaust gas tempera-
ture rise will be noted when increased thrust is
applied. Airspeed must then be reduced until the
icing region has been penetrated.
TURBULEI\CE AND THUNDERSTORMS.
Flight through thunderstorms should be
avoided if at all possible. Hail . encoun -
tered, could cause rapid deterioration
of the radome and unpredictable air-
craft damage.
Flight 111 areas of turbulent air. hailstorms o r thun-
derstorms. increases the danger of engine flame-out.
The follO'I\ing facrors. singly or in combination.
have caused engine flame-{)uts:
1. Penetration of cumul\15 buildups with associ·
ated high liquid content.
2. Engine icing of inlet guide vanes.
3. Turbulence associated ·with penetration can
result in angles of attack of plus 9 degrees. or
more . causing marginal engine performance.
4. Above 40.000 feet altitude, the surge margin
of the engine is reduced. and there is poor air
distribution across the face of t h e compressor.
Flying in turbulence or hail may increase
inlet distortion which at higher altitudes
can result in engine surge and possible
flame-out: however, normal air starts
may be accomplished.
During flight m areas of turbulent air, hailstorms,
or Lhunderstorms, the exhaust gas temperature and
pressure ratio gages should be monitored continu-
ously. Exhaust gas Lemperature indication alone
may come too late to enable the pilot to take time-
ly corrective action. The best penetration speed
T.0.1 F-1050-1
for the aircraft in severe turbulence is 300 KCAS or
~1ach 0.88. whichever lS lower, with leading edge
flaps in CR liiSE & MA..~ElJVER.
NI GHT FLYI NG.
Cockpit lighting is adequate for night flying. There
are no specific techniques for flying the aircraft at
night that differ from those for day flight.
Caution should be used during night
formation because of inadequacy of
bank-angle detection. Sweep-back of
the \\'ings and ratio of wing span to
fuselage length cause considerable
difficulty in perceiving relative posi-
tion to lead aircraft.
• With landing lights on. in areas where
moisture is present. reflection and
glare may limit your forward vision.
Caution should be used throughout
the landing phase.
Note
Afterburner glare is very pronOUJ1Ced
during formation takeoff. Visual acuity
may be affected when lead aircraft
afterburner is shut off.
COLD WEATHER OPERATiON.
The majority of cold weather operating difficulties
are encountered on t he ground . The following in-
structions are intended to supplement the normal
operating instructions in section II, and should be
followed where applicable. when arctic-type weath-
er is encountered.
BEFORE ENTERING THE AIRCRAFT.
Check that all protective covers and duct plugs are
removed. Check to see that all ducts are free of
snow. frost and ice
WAIINING I
Depending on the we ight of snow and
ice accumulated , takeoff distances and
7-7
T.O. 1F-105D·1

WARNING (continued) - 34°C (-30°F) , allow engine to idle 2 minutes

before accelerating.
climb-out performances can be seriously
affc>cted. The roughness and distribution
of t.hc• ice and snow could vary stall
speeds and characteristks to an extremely
dangerous degree. Loss of thrust shortly Do not turn on the AC genet·at,or until
after takeoff is a serious enough problem the ATM has stabilized.
without the added, and avoidable, hazard
of snow and ice on the wing. In view of • Because of low ambienl tPmperatures.
lht> unpredictable and unsafe effects of the thrust developed at all engine speeds
such a practice, the ice and snow must be is noticeably greater than normal .
n•moved before flight. is attempt.ed.
Turn on cockpit heat, forward windshield d efogging
and side panel defrosting system, as required im-
Cheek all drains and vents including .fuel tank vents mediately after engine starl.
for freE,dom from ice. Check that all icc and dirt is
removed from landing gears, actuating pistons and
BEFORE TAXIING. (At temperatures below +20° F
hmill:iwitches.
[-6.6°C])

Keep oxygen mask well dear of fa<:e, until tht• cock-

:Vlake sure that the channf>ls on thf> upper
main gear side-braces are free of snow
and ice. If there is an accumulation of
snow or ice in t hjs channeL the main
landing gear will not fully retrad.
Chc•ck that landing gear sh ock struts are clear of ice
and dirt. Check shock struts for eorrect service.
(Tlw nose gear shock strut an pressure provides the
centering force when the aircraft breaks ground. )
lnsp('(.:t air<'raft careful1y for fwd and hydraulic
leaks caused by contraction of fittings or by shrink-
age of packings.
:\1nke sure that electrical power has been
applled to the aircraft for at least 5
mmutes so t hat all electronic units with
intt•mal heaters an• sufficiently warmed
!'or proper operation. For temperature
between -al oF and -65°F (-.35"C and
-51!." C) warm-up time for t he R14 radar
shall be at least 15 minutes.
ON ENTERING THE AIRCRAFT .
To conserve thE' battery, use ~x Lerna} power for
start111g. No preheat nor spt'cial starting proeedures
are \'('quired: however, at temperatures below
pit has warmed, to prevent fn%dng Lhe inhalation
valves. Cht>ck flight controls, stabilizer, rudder,
ailerons. t1aps, speed braJie and tnm for proper
op<•ration. Complew this check only aJter 11uid
has had time to warm, a mininu.1m of 5 minutes
aftl't" engine start, before.• cydi11g <.;Ontrols through
full travel. Carefully (slowly) cycle controls two to
nitw limrs or as required to ohlain a normal opera-
tiOn of hydraulic system.
i\t Le:'mperatures below -20° I~' (-29° C) pre-
cautionru·y measuws should be exercised,
including multiplE:' "gentle" cyding of all
appropriate hydraulieally operated systems
unlil the fluid ha~ had a chance to warm
up, or the application of el\ ternal heat t\>
Uw hydraulic systems.
TAXIING.
[ WARNING I
i\lakc sure all instrument.c; have warmed
up sufficienlly to insure normal opera-
tion. Check for sluggish mstrument.s
during taxiing.

7-8 Change No. 3


The center of gra\ity of the aircraft is well aft. and
there 1.5 rery little weight on the nose gear: there-
fore, nose wheel steering is not \'ery effective when
raxiing on ice and hard packed snow ..-\ combina-
tion of nose wheel steering and braking should be
used. The nose wheel will :;kid sideways easily. and
it may be possible to roll the tire off the rim. Exer-
cise care ar. all times \Yhile operanng on these sur-
faces. and reduce taxi speeds. Increase the normal
interval between aircraft to msure safe stopping
distance and prevent icing of aircraft surfaces by
melted snow and ice in the jet blast of a preceding
aircraft. ~1inimize taxi time to conserve fuel and
reduce the amount of ice-fog generated by the
engine. If the aircraft has been taxied down the
runway, this fog may delay takeoff by lowering the
visibiliLy below takeoff minimum. If bare spot.s
exist through the snow. skidding the tires onto
them should be avoided. Tire pressures should be
watched closely. Flat spots aggravate gear-walking
tendencies.
TAKEOF=F.
The afterbumer should not be engaged until the
a.il'craft is rolling straight down the rw1way and
nose wheel steering engaged. Release the nose
wheel steering at rudder effective speed (approxi-
mately 60 k·nots CAS) and maintain directional
control throughout the remainder of the grow1d
roU with the rudder. Particular care is required to
avoid exceeding climb schedule speeds because of
t.he additional thrust available at low temperature:-,.
DESCENT.
Turn on windshield and side panel defrosting sys-
tem 2 minutes before any rapid descent, to pro·
vide preheating, and prevent fogging and frosting
of the windshield.
LANDING .
The drag chute should be deployed as soon as prac-
tical after touchdown on every landing in cold
temperatures. The nose should be held high after
touchdown for as long as possible, to derive the
maximum benefit from aerodynamic braking. Speed
brakes should be opened fully before, or immedi-
ately after, touchdown. If the aircraft starts to skid
sideways. the brakes should be released until it
straightens. Xose wheel steering is of little use until
slow speeds are reached . The hot tires will skid
even more easily than during preflight taxiing.
T.O. 1 F-105D-1
ENGINE SHUTDOWN.
Shut down the engine in the norm~ mann~r.
BEFORE LEAVING THE AIRCRAFT.
Release the brakes after the wheels are chocl•ed.
and lean~ the canopy partly open. to allow circula·
rion '>'ithin the cockpit to preYent canopy crncking
from differential contraction. and to reduce "ind-
shield and canopy frosting.
DESERT AND HOT WEATHER PROCEDURES.
Hot weather and desert procedures differ from nor-
mal procedures, mainly in that additional pre-
cautions must be taken to protect the aircraft from
damage caused by high temperatures and dust.
Particular care should be Laken to pre\'ent the en-
trance of sand into the ''arious aircraft parts and
systems tengine. fuel system. pltot-s:atic system:.
etc. 1. _-\11 filt.ers should be checked more frequently
than under normal conditions. Cmts with plao;uc or
rubber parts should be protected as much as po:-,si-
ble from \>;·indblown sand and e.scessh·e tempera-
tures. Tires should be checked frequently for s1gns
of blistering or cord ::.eparation. Canopy covers
should be left off. to prevent .sand between the
cover and the canopy acting as an abrasive on the
plastic. Heat build-up under closed canopy "ill not
damage cockpit at runway temperatures of llO
degrees or less.
BEFORE ENTERING AIRCRAFT.
1. Check exposed portions of shock strut pistons
for dust and sand and have them cleaned if
necessary.
2. Check inflation of shock struts and hydraulic
accumulators which may have become overin-
flated because of temperature increases.
3. Check tires carefully for blistering or cord
separation, and be sure all protective covers
are removed from aircraft.
4. Check intake duct for accumulations of dust
or sand.
5. ~1ake sure all filters have been cleaned. and
that the aircraft has been thoroughly inspeC't.ed
for fuel or hydraulic leaks caused by the swell-
ing of packings or expanding of fittings.
7 -9
T.O. lf-1050-1
6. Inspect area behind aircraft to make sure sand
or dust will not be blown onto personnel, or
equip ment, during starting operations.
ON ENTERING AIRCRAFT.
1. Check cockpit for accumulation of dust or
sand.
2. Check instruments and controls for moisture
from high humidity, and ground-heat them,
if necessary, to dry them.
GROUND OPERATION.
The electronic cooling sy!;tem adequately cools the
electronic equipment for hot atmospheres up to
103°F (39.4°C). For ground operation prior to
takeoff, where the ambient temperatures are above
103"F (39.4°C) , the electronic cooling blower
must be operated for 5 minutes before supplying
electrical power to the CIN, Doppler, Thunderstick
or the .R-14 Radar.
Note
The 5 minute cooling period for tem-
peratures above 103° F (39.4°C} can be
neglected for aircraft on alert status.
The Doppler and the R-14 Radar should
not be turned on during the BEFORE
TAXIING check unless takeoff will be
7-10
accomplished within approximately
5 minutes. Due to the extra load
on the cooling blower, the Doppler
and the radar should be turned on
during the BEFORE TAKING RUN-
WAY check.
BEFORE TAKEOFF.
Limit use of brakes as much as possible, because
brake cooling is reduced when outside air tempera-
tures are high.
TAKEOFF.
To prevent additional drag caused by
excessive angle of attack , the nose
should not be rotated prior to rotation
speed, as shown in Appendix I.
DURING FLIGHT.
The windshield and side-panel defrost system should
be operated at the highest possible temperature
(consistent with the pilot's comfort) during high
altitude flight, if the humidity is high, to preheat
the transparent surfaces, precluding the formation
of frost or condensation during a rapid descent. In
desert flying with very low humidity, this pre-
caution is not necessary.
 T.O. 1 F-1Q50-1

PERFORMANCE
DATA

.- ..

TABLE OF CONTENTS

Part 1 Introduction A1-1

Part 2 Takeoff . A2·1

Part 3 Climb A3-1

Part4 Range A4-1

Part 5 Endurance . A5-1

Part 5A Acceleration A5A-1

Part 6 Air Refueling A6·1

Part 7 Descent . A7-1

....~·-·"' Part 8 Landing . A8·1

Part 9 Combat Performance A9·1

Part 10 Mission Planning . A10·1

A -1/{A-2 blank)
 T.O. 1F-1050-1

PART 1 INTRODUCTION

T.A.BLE OF CONTENTS
Introduction . A 1·1
Abbreviations . A 1-2
Definition of Terms . A1·3
Correction Charts for Altimeter and
Airspeed Indicators . . . . . A1·5
IFIS Airspeed and Altitude Corrections A1-5

Store Drag Number and Aircraft

Configuration Drag Index . . . . A1·6
Airspeed, Mach Number Conversion Charts A1-7

Standby Altitude Position Error Correction Chart A1·9

Standby Airspeed Position Error Correction Chart . A1-10

Corrections to AMI and AVVI Readingsat

True Pressure Altitude . . . . . . . . , A1-11

Compressibility Correction to Calibrated Airspeed . A1-12

Store Drag Numbers and Gross Weights A1-1 3

Asymmetric Drag Number . . . . A1-18

Conversion Chart KCAS -True Mach
Number - KT AS . . . . . . A1·19

Temperature Correction for Compressibility . A1·21

Density Altitude Chart . . A1-22

Standard Atmosphere Table A1-23

Temperature Conversion Chart A1·25

Note

All charts with reference to [947] N/C/W or subsequent

to [947] C{W are being revised to reflect compliance
with [947]. [947] has been complied with on all air·
craft in the inventory.
'rhese charts will be published when the revised data is
developed.
INTRODUCTION used to determine the performance for the aircraft
in any configuration of required external stores.
Appendix I is divided into parts, 1 through 10) to Data on each chart is presented for drag indices
present performance da·ta in proper sequence for ranging from a drag index of 0 for the clean air-
preflight planning. The requirements for carriage craft [947] N/C/W with no external stores to a
of a large number of different kinds of external drag index of 200. Each external store. for which
stores on the F-105 aircraft have made the presen· a requirement has been established for the aircraft,
tation of p(!Iformance data for specific configura- has been assigned a drag number. The configura-
tions in the Flight Manual impractical. According- tion drag index for a given configuration is the
ly t.he charts presented in this Appendix may be sum of the store drag numbers.

A1-1
T.O. 1F-105D-1

ABBR EVI AT IONS

A/B Afterburner Max Maximum

Alt Aliitude MER Multiple Ejector Rack

AMI Airspeed Mach Indicator Min Minute(s)

AVVl Altitude - Vertical Velocity Indicator MPH Miles per hour

BIB Bomb Bay NautMi Nautical Mile(s)

oc Degrees Centigrade N/C/W Technical Order not Complied with

CAS Calibrated Airspeed NMi Nautical Mile(s)

Config Configuration No. Number

Cont Continuous O.A.T. Outside Air Temperature

CR·CL Cruise Climb Outb'd Outboard

cu ft Cubic feet PSI Pounds per Square Inch

C/W Technkal Order complied with R/A Radius of Action

Dist Distance RCR Runway Condition Reading

OF Degrees Fahrenheit RPM Revolutions per minute

FPM Feet per minute Sec Second(s)

Ft Feet SL Sea Level

Gal Gallon(s) Sq ft Square feet

Hr Hour(s) Std Standard

lAS Indicated Airspeed TAS True Airspeed

lCAO TE Trailing Edge

International Civil Aviation Organization
lFIS Temp Temperature
Integrated Flight Instruments System
T.O. Takeoff
InHg Inches of Mercury
Wt Weight
Inb'd lnboard
t:.M Mach number increment
KCAS Knots Calibrated Airspeed
AH Altitude increment
KlAS Knots Indicated Airspeed
t:.V Airspeed increment
KTAS Knots True Airspeed
0 Del~: ratio of ambient air pressure
Lb Pound(s) to standard sea level air pressure
LE Leading Edge Sigma: ratio of ambient air density
0
M Mach number to standard sea level air density
A1 ·2

DEFINITION OF TERMS
Acceleration Check Distance: distance to the runway
marker which is 2000 feet short of the go,
no- go distance.
Acceleration Check Speed: minimum speed at the
acceleration check marker.
Afterburner: aft section of the engine in which fuel
is burned to augment the engine thrust.
Airspeed: the speed of the aircraft relative to the
rur through which it is moving.
Ambient Conditions: conditions of the air surrounding
the aircraft at any given time under considera-
tion.
Calibrated Airspeed: indicated airspeed corrected
for position error; or indicated tape airspeed
corrected for cam error.
Centerline MER Pylon: a pylon designed to carry a
multiple ejector rack at the centerline pylon
station.
Climbout Index: an index based on takeoff thrust
setting and ambient conditions, used to deter-
mine climbout performance after takeoff.
Combat Ceiling: highest pressure altitude at which
the aircraft can climb at the rate of 500 FPM.
Compressibility Error: an error in the airspeed indicator
reading and the outside air temperature indica-
tor reading caused by air being compressed by
the moving aircraft.
Configuration Drag Index: the sum of the clean aircraft
configuration drag index, the store drag num-
bers of external stores carried and the incre-
mental drag number for lateral trim if the ex-
ternal stores are asymmetrical in weight, used
to define the inflight performance of the air-
craft so configured.
Cruise Ceiling: highest pressure altitude at which the
aircraft can climb at the rate of 300 FPM with
maximum continuous thrust.
Cruise Climb: the method of achieving maximum long
range cruise performance by continually increas-
ing cruise altitude as gross weight decreases.
T.O. 1F-105D-1
Cruise Climb Altitude: the pressure altitude for a
given configuration at a given gross weight at
which maximum long range cruise is achieved.
Cruise Factor: a factor based on aircraft gross weight,
configuration, cruise pressure altitude and
cruise speed, used to determine cruise
performance.
Density Altitude: the altitude obtained from a stand-
ard density altitude chart for any combination
of pressure altitude and temperature, or for any
density ratio factor (1/../a).
Direct Loaded Pylon: pylon designed to carry a single
weapon without racks, adapters, etc.
Diversion Summary: a chart showing distance (Diversion
Range Summary) or time (Diversion Endurance
Summary) available for various flight plans with
small amounts of fuel on board at various pres-
sure altitudes.
Equivalent Airspeed: calibrated airspeed corrected for
compressibility.
Equivalent Gross Weight: aircraft gross weight times the
load factor required to maintain a given bank
angle.
Entry Gross Weight: a gross weight scale which relates
maximum thrust acceleration performance to
initial acceleration gross weight.
Go, No- Go Distance: distance traveled in reaching the
last runway marker short of the refusal distance.
Go, No- Go Speed: minimum speed at the go, no-go
marker.
Go, No- Go Tolerance: maximum speed deficiency
that is acceptable at the go, no-go point to
ensure a safe takeoff in 90% of the available
runway.
Ground Speed: the speed of the aircraft relative to
the ground over which it is flying. Under zero
wind conditions, ground speed equals true
airspeed.
Inches Hg: a measure of air pressure which compares
it to the weight of a column of mercury.
A1-3
T.O. 1F-1050-1
ndicated Airspeed: standby airspeed indicator reading
corrected for mechanical instrument error but
uncorrected for position error.
Indicated Tape Airspeed: AMI airspeed reading uncor-
rected for cam error.
Long Range Cruise Speed: the higher speed for 99%
maximum range at which it is recommended to
fly the aircraft when range is of more concern
than time.
Maximum Continuous Thrust: the highest thrust setting
allowable for continuous operation.
Maximum Thrust: military thrust augmented by after·
burning; limited to 15 minutes continuous
operation inflight and 20 seconds on the
ground.
Military Thrust: maximum non-augmented thrust;
limited to 30 minutes continuous operation in
flight and 5 minutes on the ground.
Minimum Afterburner Blow-out Speed: the lowest speed
to which the aircraft can accelerate with maxi-
mum thrust, experience an afterburner failure,
and then complete the takeoff with military
thrust without exceeding the available runway
length.
Multiple Weapon Pylon : a cast magnesium pylon, trail-
ing edge swept aft from wing to store, designed
to carry a single nuclear weapon, a single con-
ventional weapon or a multiple ejector rack at
the centerline or inboard pylon stations.
Nautical Miles per Pound: the number of air nautical
miles traveled while consuming a pound of
fuel.
Position Error: the error in the airspeed indicator
reading and the altimeter reading caused by the
inability of the static orifices to experience the
true ambient air pressure.
Pressure Altitude: the altitude obtained from a standard
atmosphere table for any given value of air
pressure. This is the altitude that an altimeter
will show (after correcting for position error)
when the barometric pressure at sea level is
29.92 inches Hg.
Receiver Factor: a factor based on receiver gross weight,
configuration, refueling altitude and refuel speed,
used t.o obtain refueling factor.
A1-4
Refueling factor: the sum of receiver and tanker
factors, used to determine receiver fuel con-
sumption during inflight refueling.
Refusal Distance: the distance required to accelerate
to the refusal speed.
Refusal Speed: maximum speed to which the aircraft
can accelerate and then stop in the available
runway length .
Rotation Speed: airspeed at which the nose wheel
leaves the runway.
Runway Condition Reading: the number portion of a
system of reporting surface conditions at ter-
minal airfields, related to the effectiveness of
braking on the runw-ciy.
Specific Range: nautical miles per pound of fuel.
Standard Atmospheric Conditions: an arbitrarily selected
set of atmospheric conditions chosen to ap-
proximate the average atmosphere of the world.
Standard Day: a day on which standard atmospheric
conditions are assumed to exist.
Store Drag Number: a number related to the incremental
drag of an externally mounted item, used to
determine the configuration drag index.
Takeoff Index: an index based on takeoff thrust setting
and ambient conditions, used to determine take-
off performance.
Takeoff Speed: airspeed at which the main wheels
leave the runway.
Tanker Factor: a factor based on tanker gross weight,
refueling altitude and refuel speed, used to
determine refueling factor .
Touchdown Speed: airspeed at which the main wheels
come in contact with the runway
True Airspeed: equivalent airspeed corrected for air
density.
Universal Pylon: a built up pylon, trailing edge swept
forward from wing to store, designed to carry
a single conventional store at the inboard or
outboard pylon station , or a multiple ejector
rack at the inboard station.
Wind Component (Headwind or Tailwind): that part of the
existing wind condition which acts opposite to
or in the direction of travel.

CORRECTION CHARTS FOR AlTIMETER AND
AIRSPEED INDICATORS
Correction 1::harts for airspeed and altitude (figures
Al-l and Al-2) are provided to determine the values
from those indicated on the standby instruments.
These curves present the nose boom position error
at five altitudes.
STANDBY ALTIMETER POSITION ERROR CORRECTION
Static pressure which determines the altimeter
reading is not always accurately measured because
of the location of the static port (position error) .
The altimeter position error chart (figure Al-1) is
provided so that corrected pressure altitude can be
calculated from the indicator reading.
To determine what indicated altitude to fly so that
you will be at your assigned pressure altitude use
the following equation:
Indicated altitude= (pressure altitude)--
(Altitude position Error correction)
Sample Problem
Given:
a. Assigned pressurP. altitude- 20,000 feet
b. Indicated airspeed (lAS)- 400 Knots
Solution:
a. Determine Position Error Correction from
figure Al-l = 1010 feet
b. Indicated Altitude= (Pressure altitude)-
(altitude eorrection)
Indicated altitude :::: 20,000 ft -1010 ft
Indicated altitude = 18,990 ft
The~efore at an indicated airspeed of 400 knots an
indicated altitude of 18,990 feet must be maintained
on the altimeter to make good an assigned 20,000
feet pressure altitude.
STANDBY AIRSPEED POSITION ERROR CORRECTION
In order to obtain calibrated airspeed a correction
for position error must be applied to the indicator
reading. This correction is supplied from figure
Al-2. When added algebraically to the indicated
T.O. lF-1050-1
airspeed, this correction yields calibrated airspeed
(CAS).
Sample Problem
For the purpose of explaining the use of the Airspeed
Position Correction Charts consider an aircraft flying
at cockpit indicator values of 400 knots at 20,000
feet.
Given:
a. Assigned Pressure Altitude = 20,000 feet.
b. Indicated Airspeed = 400 knots.
Solution:
a. Determine Airspeed Correction from figure
Al-2 = 12.5 knots
b. Calibrated Airspeed= (Indicated Airspeed)
+(Airspeed Correction)
c. Calibrated Airspeed = 400 + 12.5 knots
d. Calibrated Airspeed= 412.5 KCAS
Therefore at an indicated airspeed of 400 knots and
a pressure altitude of 20,000 feet the calibrated air-
speed will be 412.5 knots.
When the standby instruments are corrected for
their respective errors they will agree, within the
system tolerances, with the tape indicated readings
corrected for cam error.
IF IS AIRSPEED AND ALTITUDE CORRECTIONS
A mechanical cam in the central air data computer
corrects the IFIS airspeed scale and altitude scale
for position error. An additional correction for cam
error must be applied to obtain true Mach number,
calibrated airspeed and pressure altitude.
Sample Problem
Altitude
Given:
a. Assigned Pressure Altitude= 20,000 feet
b. Indicated Tape Airspeed = 4:00 knots
Al-5
T.O. 1F-105D-1
Solution:
a. Determine Altitude Correction from figure
Al-3 = 150 feet
b. Tape altitude Reading= (Pressure Altitude)
- (Altitude Correction)
c. Tape Altitude Reading= 20,000 - 150 ft
d. Tape Altitude Reading= 19,850 feet
To maintain 20,000 feet pressure altitude at an
indicated tape airspeed of 400 knots the tape
indicated altitude should read HJ,850 feet.
Airspeed
Given:
a. Assigned Pressure Altitude = 20,000 ft
b. Indicated Tape Airspeed= 400 knots
Solution:
a. Determine Airspeed Correction from figure
Al-3"" 2 knots
b. Calibrated Airspeed = {Indicated Tape Air-
speed)+ (Airspeed Correction)
c. Calibrated Airspeed = 400 + 2 knots
d. Calibrated Airspeed = 402 knots
At a pressure altitude of 20,000 feet and indicated
tape airspeed of 400 knots the calibrated airspeed
is 402 knots.
Mach Number
a. Indicated Tape Mach number = 0.85
b. Determine Mach Correction from figure
Al-3 = 0.006
e. True Mach= (Indicated Tape Mach)+ (Mach
Correction)
d . True Mach= 0.85 + 0.006 Mach
e. True Mach= 0.856 Mach
STORE DRAG NUMBER AND AIRCRAFT CONFIGURA-
TION DRAG INDEX
A1-6
Store Drag Number and Gross Weight Table Figure
Al-5 presents a partial listing of required external
stores. A drag number has been assigned to each
store for each aircraft position at which the store
can be carried. Store drag numbers are given for
single carriage of weapons and multiple carriage on
MER where applicable. The drag index for a given
configuration is the sum of the store drag numbers.
Incremental weights for each external store are also
shown on this table for use in determining the total
aircraft weight.
EXAMPLE [947] N/C/W
Determine the configuration drag index for the follow
ing confi&'Uration: Six (6) M117 750 lb bombs on
the centerline MER plus two (2) 450 gallon wing
tanks plus two (2) Mll7 750 lb bombs on the out·
board pylons.
From figure Al·5.
Two (2) 450 gallon tanks at inboard station.
Read for one (1) 450 gallon tank at inboard
location a drag number of 14. The drag num··
ber for two (2) 450 gallon tanks is 2 x 14 = 28.
Read for one (1} M117 750 lb bomb aL the out.
board station in the prese11ce of inboard station
fuel tanks a drag number of 16. The drag num-
ber for two (2) M117 750 lb bombs at the out-
board stations in the presence of inboard fuel
tanks is 2 x 16 == 32.
Read for six (6) Mll7 750 lb bombs on center-
line location a drag number of 75. As noted
this drag number includes t.he MER required
for carriage of six ( 6) M117 lb bombs on the
centerline station.
The configuration drag index is the sum of the store
drag numbers 28 + 32 + 75 = 135.
DRAG NUMBERS FOR ASYMMETRICAL WEIGHT TRIM
DRAG
For configurations consisting of ston~s that result. in
a weight asymmetry an additional drag number must
be determined for the additional drag dllt> to the de-
flection of control surfaces required for trim. Fig-
ure Al-6 presents a chart from which this additional
drag number may be determined for any given flight
condition.

EXAMPLE
Determine the additional drag number for a weight
asymmetry of 2000 lb for the following flight con-
ditions: 30,000 feet pressure altitude at M = 0.9
Aircraft Gross Weight of 44,000 lb.
Enter figure Al-6 at (A) Net Weight Asymmetry of
2000 lb; move to (B) pressure attitude of 30,000 ft;
move up to (C) Mach Number 0.9, proceed across
to (D) aircraft Gross Weight of 44,000 lb; then
down to (E) Mach Number of 0.9 and across to (F)
and read an Incremental Drag Number of 20. This
incremental drag number is added to the sum of the
Store Drag Numbers to determine the total Con-
figuration Drag Index.
AIRSPEED, MACH NUMBE R CONVERSION CHA RTS
These charts show the relationship between cali·
brated airspeed, true airspeed and Mach number
under any ambient conditions. The first chart covers
speeds between 100 and 800 KCAS and Mach num-
bers from 0.3 through 1.2 'The second chart goes up
to 2.0 Mach number and 1000 KCAS. The use of
T .O.l F- 1050- 1
the conversion charts is illustrated in the follov.ing
sample problem.
Find: :\Iach number at 300 KCAS at 25,000 feet
pressure altitude and the corresponding true
airspeed for both standard day ( -35.5"C)
and 10°C hotter than standard ( - 35.5 +
10 = -25.5°C}
Solution:(l) Enter samp1e chart (page Al-3 at
300 KCAS (A) . move up to intersect
25,000 feet pressure altitude line (B),
and to the left to read Mach number =
0.72 at (C).
(2) For standard day, parallel line from
(B) back to baselme and read true
airspeed at (D)= 433 KTAS.
(3) For non-standard day, move horizon-
tally from (B) to the baseline (E). down
to temperature of -25.5°C (F), and
across to the true airspeed scale to
read 441 KTAS at (G).
A1 -7
T.O. 1F-105D-1

AIRSPEED - MACH NUMBER CONVERSION CHART

0.9 800

""a:l~ "'
~
0
::;:) z
z 0.8 700 ::..::
% I
u 0
~ """"0..
"" "'
~
::;:)
~
~
600 c
""
::;:)
~
~

0.6 500

- - G
0.5 400

SAMPLE CHART
Not to be used for ----1300
Flight Plonnmg

300 400 500 600 700

CALIBRATED AIRSPEED- KNOTS

A1 -8
 T.O. 1F-105D-1

STANDBY ALTIMETER
POSITION ERROR CORRECTION
(NOSE BOOM)

.~'
- -..---t-r·-..- ....
t.
----·--j------·----
4· _.__......
... t ~--
1-. -· ···---~
.,1 ~ ~
,._:-
2~ r---~----r----r----r----r,~~~---r--~~~4---~----~~-4--~
.. ~--·+·
~1
t •

...
1&.1
1&.1
~ ~ ~----~----r-----~----r-----~~~~--~~~~~--~;-~~--~--+---~-----;
z
0
;:::
u
1&.1
lilt
lilt
0
u 1500
1&.1
0
...;:::
::;:)

....
c
1&.1
lilt
::;:)
1000
"'
"'lilt
1&.1
A.

~r
0
100 300 400 500 600 700
INDICATED AIRSPEED - STANDBY - KNOTS

Figure A 1- 1

A1-9
T.O. 1F-105D-1

STANDBY AIRSPEED INDICATOR

POSITION ERROR CORRECTION

I
NOTE {NOSE BOOM)

These curves are intended to be used

ONLY for aircraft in flight attitude,
NOT during ground roll.

•• ,....,•••f,................._ __
-__ _-L_j___ !

I· · I
I

t
!
............... -.....-~.--....-·-··--········ ..~------·'1' ········--· · -..-·-~- -=--. ~·~--
] ... i

!
. '!'.

....
Ill

0
z
:.::
I
z
0
i=
u
w
QC
QC
0
u
0
w
w
A.
Ill i·
. --···· ··----,...r-·-·
QC
i - 1.i.
< f
-

lO r---~----r-~-b~~~~~---H~--~-+~--~~·4--4----~+--4----~
I
•·! t ~~i.
. -

···t-r----f···-·--···
I I . 1
• __........_.~~-""t···<-··-··M
. . i .
········ _,_..........~T'!'-·-·· ~--- ~J .............-......,...1-····
- ···· _. t ' !
.......... ~ !
f
~

,..... .
-·--·-'-·-·---··-1-·--·· --- ·-~·-. . -~. ·~}·-····-·"- ·- - . i
-· t .. -~ ,·ll 4- .
;,, t--
0~--~----._--~~--~--~~~~--~~--~~~~--_.~~._--~--~~
·-·
100 200 300 400 500 600 700
INDICATED AIRSPEED- STANDBY- KNOTS

Figure A 1-2

A1-10 Change 2
 T.O. 1F-1050-1

CORRECTIONS TO AMI AND AVVI READINGS

AT TRUE PRESSURE ALTITUDE

0.02 r-~~~_,-,-,----,-----r:---;l--····--~~,-,-,-,~--,-,-~----r-----_.,,.,f··--':-r-----r_-;.-..~-~--...~~-. .-._-~~r---- --;-~~r.-.~------~--------~----,-~

~
<I 0• 1' l . .. ._.,~. ~·--
..:. _.;.... -l-.l.
,-~·-··:·
. ·i-···-·-- t ...,..
--~.. ~~ ,.,j.•. .J
•· ,.
'
1
+·+...2 ··-;i···· t -; .; ........~
: .
cIU -+ ..!...:.. .L. r- ...;.................. ,_____ . +· -~ j -4---~ ~ ~-----=-r~- ~ -.:~:r . ;.-~::
c
c ·-··. :-~i .: -~ :+' + ..._"--•-!..-·t..-~..............~....4·-=:~:j::·.~t=~·-~--- ·l-l"i\-:-"++--~-
~ ·;" :••..i •-·..·~-- .._+ ..-1- · ····i· I
l I
~- ------.,. ·i·· f .........;.-.~-~-··· ·to····'-··$ ........;
IU
ID ····-~- l ...t t
0 ~~~-,~~~~~~r-~~~-rl~--~~~--~~~~~~4-~~~~
0
~ i .. .l • :: .::!~.r::-:_=_·_:1.:.- ~ ·f ~ ,
• .... .....____..~ ...... ...;..... i_J.. ?

8• -0.01
APPLICABLE AT All ALTITUDES
! ...- ;.._, "'' .._, .i
i-:- -~··-~ j...••••

H-:
!····-··-+ ·-···
0.8 0.9 1.0 1.1
AMI MACH, M

%
<I
cIU
c
c
~
IU
ID

e I
........,.-:·······-r-··....·····
••0
u
·"'--- + SEA LEVEl..._...=--+--- --t -1
:-· ;--~·· t··-!"·
·-t····... ·· r- -~---.. "' 1 ..
.__..... f. ..I

---r !

100 200 400 600 700

AMI AIRSPEED

IU
ID

e
ac
ac
0
u
cIU
IU
A.
vt

•
ac 111
AMI AIRSPEED KNOTS
700

Figure A 1-3

A1-1 1
T.0 . 1F·105D·1

COMPRESSIBILITY CORRECTION TO CALIBRATED AIRSPEED

NOTE: Subtract correction

from calibrated airspeed
to obtain equivalent airspeed.

90
-'o :·
if '
•• ' l_~r.-r.-
~H t:f±

Ill

80 D
~80.000 FT
.
~1o
- _,o'oo .ft
'
1

u.&~,OOO fi
70 . 50,000 FT
...
"'
0
Q40,000 FT
3D ooo n
zllll: ;t 2o:oo'o'n ~0=
I 60 r ' 1 ,ooo··n •f?
z
0
i=
u
llol
at 50
~.,
at
0
u
0 ~ .,
llol
llol 40
D.
"'
at
;(
30 ~
·~

~ ~ ~'cl'
1-'.
20 ~ ~·d'
~ t-:0
v ~,.

~ tY
~ -~
~·.P
10
r;{:o~~
Af....~s
~t..:C ·~r#
. _,.
i-t
[ill H+ Lt tL ~lJ I
0
0 100 200 300 400 500 600 700 BOO 900 1000
CALIBRATED AIRSPEED- KNOTS

A1-12 Figure A 1- 4
 T.O. lF-1050·1

AVERAGE AIRCRAFT GROSS WEIGHTS AND DRAG NUMBERS

Clean without 8/8 tank, 7540
pounds of internal fuel. (Usable fuell Drag
Gross Wt. lb. Number
Aircraft 35705 20
B18 tank install (25351b. fuel) 150(26851©
Camouflage Paint 150 8
Wild Weasel I [982. 0-683. 0-683CJ C W 148 4
Documentation Camera 10-682! C!W 46 10 5

STORE DRAG NUMBERS AND GROSS WEIGHTS

GROSS LOCATION
WEIGHT Centerline Inboard Outboard
STORE LB.
lnbd with store
All Store Drag Nos. 1nclude necessary (Store Only) Inboard (lnbd Orag No,
suspension eqUip. Clean not included)

INTEGRAl PYLON FUEL TANKS

650 Gallon (42251bs fuel)
{1) ''\) 347145721©
~~~==-:-.:-=-:_,::+----:-::----t--~--+---
24
J
{1) 450 Gallon (29251bs fuel) fA' 267(3192 1© 1 15
@ 330(3255)© l 14

SINGLE WEAPONS
0) M-1170 Destructor sao 17 19
-(TfiVfi ff!Dso Lb. Retardcfa=-o-mb,-----+-- -8-80- - - -+-- -- ---·-- "------ -- · - - 17---1- - -19
-Ill M 117750 Lb. Bomb - - +- -8- 2-3- - -1--- - - - --1--- - 1-4 - -1--- - 13 · - r- - -,6 - -
1--(-lJ-~-
~ _ll_?_w
_/_ - 1 i-uze-e-x·-.
M_lA - 82-3- - - - - + - - - - - -- - -- - -
----l--- 14- - --·· 13
-- - ---1 6 -
-Ul MI i& !T S5l Bomb - - - - -f - 3049 -- - 17- - 1 9- -
- -- --
(1} MC-1 Ch.,mical Bomb 725 14 13 16
(l) M l2~l (T 58)-lcaf..,..
le-t B
,_o-rnb, ..------+ 200 __ - - -4- -- --- --1- -1_4_ _ _ _13 _ ,-6-
_ '----__ --1
- (ij LAU 3!ARocket Lluncher
~i) LAU-18 A Roc-ke_t _la-uncher -
4 27
450 - - - --1-
11
11
10
10
13
13 =i-j
ARocket launche=-r --+_ 1',---+- _-----~--...l--- .
_4_7_11_7_3-; 1o
ro)(l) lAU-32A.
LAU 59 ARocket Launcher
1 481173)t! -·-_.:_
11
13· -- + -- ·- l2;.___t---13
11

~~ SUU
- 21-/.A Practice Bomb Oisp. 4701622_1_1\--1-- - - -1-2 - -t-- -1·8- - - - - - - --+- I
(6) MLU-32/B 99 Briteye Flare 900 40 -~
(l) BLU-l 'Bfirebomb - --
69-.,---- -+- - - - ------1-- -,4·- ··- - 1----·-:-1·3=-----l-----=-16_ __ _,
r--o) BLU-·27-'B Firebomb (Finned) 870 15 - ~- 17
~Bfli-27 BF1rebomb(Unfiimed) 857 14 - 13 ----l--~1:-c6,.----1
•---ni-BL-tJ--52- B Ch-em-ica-l Bomb 370 15 -~---
15 - 14 - · --17
- -
- - --
r-w-Mll6A Firebrmb:.....-,----- - + 720 14 13 16
11 18 - -
(!) CBU-1 'A(Otspe'lser} 1752f f
-(l) CBlJ-lA A(DispCiiSeff (7521'< ·
---+-------+------+---~~--1-
11
- -18--
- --+- -- -· ..
11 18
(1) CBU-2 1A(Dispenser) 17491-'.
r---:-.
(1)
~-----
- --
CBU· 2A A{Dispenser)
( l) CBU 28 A (Otspenser)
1828)•
- - l ' --
11
----~-----------+----------+---------+-----
18401 ,' 11
18
18
r -- -~ --

- -1 - -- --- ---
Ol cau 2C A/O!S penser)
_;__ _ _ _ _ - - - -- - -i -
!Snlf' -----~
11 18
- - - -
Ol CBU 3 A rD1spenserl (658) < 11 18
- -- - - - . - - - +- .
{ l) CBU-3A A (D,spenser} (653)~(·\ 11 18

F1gure A 1- 5 (Sheet 1 of 5 )

Change No. 3 A 1-12A/(A 1· 12B blank)

 T.O. 1F-105D-1

STORE DRAG NUMBERS AND GROSS WEIGHTS (Coot)

GROSS LOCATION
WEIGHT Centerline Inboard Outboard
STORE LB.
lnbd with store
All Store Drag Nos. include (Store Only) Inboard (lnbd Drag No.
necessary suspension equip. Clean not includedl

( 1) SUU-20/A (empty) 245 22 24 24 37

( 1) SUU-20/A(M) or SUU·20A/
A (empty) 335 22 24 24 37
( 1) SUU-20/A (4 FFAR) 315 24 37
( 1) SUU·20/A(M) or SUU-20A/
A (4 FFAR) 405 24 37
{1} SUU-20/A (4 FFAR, (6) 25
lb class bombs} 450 28
( 1) SUU-20/A (4 FFAR, (6)
MK- 106 practice bombs) 345 37
( 1) SUU-20/A(M) or SUU-20A/
A (4 FFAR, (6) 25 lb class
bombs) 540 28
( 1) SUU-20/A(M) or SUU 20A/
A (4 FFAR, (6) MK-1 06
practice bombs) 435 37
(1} SUU-20/A ((6) 25 lb class
bombs) 375 26
( 1) SUU-20/A ((6) MK-106
practice bombs) 275 36
( 1) SUU -20/A(M) or SUU -20A/
A ((6) 25 lb class bombs) 465 26
( 1) SUU-20/A(M) or SUU·20A/
A ((6) MK- 106 practice
bombs) 365 36

Figure A 1·5 (Sheet 1A of 5)

Change No. 3 A1·13

 TO. lF -1050-1

STORE DRAG NUMBERS AND GROSS WEIGHTS t Cont l

GROSS LOCATION
WEIGHT Centerline Inboard Outboard
STORE LB.
--
All StorP Drar, Nos. include necessary
-
(Store Only) Inboard
lnbd with store
(lnbd Drag No.
suspr:ns10n equip, Clean not included)
.I) CBU 7 A (SUU 13 A
Dispenser} with BLU- i8 . B 19018201-• 10 12 13
Bnmbl;;t~.
(830) 1' - - - - - - r - - -14- - 13 -

I
d l CBU 2·\ B(Dispenser) 16
I - -- -----lr---~:---1
I I) CBU 2-lA 'B (Dispenser}-- (830) - - - - - l - - - - - - - + - - - - - - f - - - 1-3_
t
- 16
(!) CBU 248 B(Dispenser) (832) ' 13 16
ill CBU 28 A{Dispenser} 18814611 1 10
-- 12 13
-
-- -· - r - - - -
14- 13
.
(1) CBU 29 B(Dispenser) {830) < 16
-::=----- - - - l - -- -----1----:-13- - 1 - - - ·-,-6- -

I I
(1) CBU-29A/ B{Dispenser)
(ll CBU 298 0(01spciiser) ------
(l) CBU :m A(Dispenser) ·
(830)(\'•
(832) .•
---·-·- .....------

19013S5J.-· · ..- - 10 - + - - ------ :

-
-
--·-·--+----..- - - -
13
12
16-
___, __13 -
- , - 188(461) t - - -,- 4- - - + - - - ,-3. -r--- l6-
f (1) CBU 3/ 1'!01spenserl- .-
t (1) CBU 49 B(Dispenser)

I~-
) '< 14 13 16
1
0 CBU ~9A'8 (Dispenser)
------------- (877)-------~--
) f
~------l~------4---------1
13
--l------
16

. -
{il CBU .: n A !O;spr•nser)
(1l r.au ·198 Bl01spenserl
t 16
--+--··-- -
16
r: · CBII 53 B\Dispenser) -·.
I I •, 11 CBU 5~ B(Dispenser)
r
'
rn MK112 iSnnk~vel- ·- - -
I IP M ~ S? (Bombl
'

8 8
-
10 13
---
6 8

1 d) A B·1~Y 2 Spray Tank 488 12

1793) TX Agent '
!! 15611 LX Agent ,-,
- ,, _ _ _
-----~- ·- --1-----
I ill AN A.lE 2 G!laff Dispenser 205(4251 <'' 11 26
~- flJBOU4~·s-or Parent Weapon - 15 17
-----1--- - - --+-------+--- -- j
(il MD6 or Parent Weapon 15 - 17
---.,~- -~--r--------+--- -----ir--- - - - - t - - ------- - - - +
ll BOU 8 B1l ong or short nose}
With drag ring 22 29
1 No drag ring 17 19
~------~--------~----------~------~------~-----~-----~
NOTES;
1
<ii\ Range of Wei&ht depend1ng on frt>e AGM· l2B
@ Integral Tank and Pylon, Centerline "- lmpty IMa~imurn Futll
·ii·· Integral Tan!\ and Pvlon, Wing Inboard
Figure A 1- 5 (Sheer 2 of 5)
A1 -14 Change No.3
 T.O. 1 F-1050·1

STORE DRAG NUMBERS AND GROSS WEIGHTS ( Cont}

GROSS LOCATI ON
WEIGHT Centerline Inboard Outboard
STORE LB.
lnbd with store
~------------·--------~---------1
All Store Drag Nos. include necessary (Store Only) Inboard (lnbd Drag No.
suspension eQuip. 1 Clean not included)

MULTIPlE WEAPONS
l--[3fr~-1 17D Destructor 2640 tl · ·
-·---6--7==-~-t-·--·----+-------+--------l
~M-117 750 lb. Retarded sOriib·--;-~
26__4__0_~1---------,
67 --r-------+------1----·-
1---(6) M-1 msoTb."Bombs .., "4938 75
, 141 M117 750 lb. Bombs
Q6i MTfTWiM lA lluze ext l
__ 4 938 I
32_9_2 _ - + - - - - - - - 52
75
_ 4o
· - - + - - - - -- + -- - -
I ·-j
{6) MC·l Chemical Bombs 4350 7 5
~4) MC-fCheiTilCal Bombs-- 2900 ···----- -- 52 ::----+- - -4--
o- -+· -- - -- 1 - - - - - - l
(61 M-129 (T-58) Bombs r-·-::-
12::-:0:-=0--f----~7=-=s=----+--:...::_-+-----+-----~
~)M-179 fl-58} Bombs 800 52 40
7J LAU-3 ARocket laun--,ch;-e-rs- -.--l--=8-=
5-=-
4- - + -- - -- -___;f---3
:::-8: - -+--- -- + - - - -- -l
l--12fTiilf18- ARocket Launchers 900 - - -- - ·- · ~38·--1------+-----l
(2) LAU-32A ARocket launchers - __3_4_6--~--- 25
~) ·lAU-5rAP.OCket Launchers ~4·-6-~1--------..:---=2-=- a-~-
(3) BLU-1 B Firebombs 2091 42 --t------+--- ---1
(2) BLU·l B Firebombs 1394 23 27
(2} BLU-27 ·snrebomb(Finnedl 1740 25 -2-9-~------1----··-
(2) BL017'8Fiieli0mb (lin finned) ·• -1 7_1_4---l--- --__;_23.:___+----=2..:...
7_-+------l-- - - - - -
--rnBLU-52 B Chem1cal Bomb 740 25 27- - 1 - - - -- -l - - -- -l
C3l M1!6A Firebombs 2160 42
(7\ Ml l6A F1rebombs -=-
,4-::-:4=-=o--t·------=-
2 3= ---+---::2=
7--1-------1------1
11''
.
CBU-24 B Drspenser 4150 ---+-----~--
68
(4) CBiT-24 'B Dispenser ·-------'
3...:.
32.::.;0~--l-----5-=-
2·--.-----+--·-----+,- - - - - - l
(5) CBU-24A 8 Dispens1>r 4150 68 1
- 14) CBU-24AB 01sp~nser 3320 -~
52:--+--,----+-----~-----l
~----;;;-:-_ - - --
-·w(5) CBU-24B
CBU-24 B BOtspenser 4160
a-=o.,-isp.:...en·-s·e-r--·~-·
3328
68
5--2-----.....,l - - - -- + -- --·-->------- - -
r--(SJ CB~29-8 - -- - - -4150 68 -·-+ , - - - - - ! - - - - - - + - -- - --
!4iCB019 18 Dispenser 3320 52 I
t- 6l CBU-29A-,_B--.::Di~sp-en=se=r=====~-- 4 !?E_
__ --· - - - 68
-(4) CBU 29A 'B Dispenser 3320 52;---~----+-----1------
-('))CBU~291Plill1Spenser -------4-,-6-0---1--------6-8-~1 - - - - -· - t-- -·------1----------l
~i CBU-29B · B D1spenser ___3:...:.3~
28=----1-----·-·-5- 2---:.---·-~-----..- - - + - - - - - l
~i CBU49B0Tspenser- - - - · - 4150 -----6 ~8:--------+------11_ _ ___ _
W CBU-49 1 BOispP.nser - -3-=--::c
32=-=o- - + - - - - - -5-2
~5) ·c=au,...,.49"""A_,B,_,Dtspenser 4150 ·-~·l-----6-:-8-----·--t---
(4) CBlJ-49A 1 8 Dispenser 3320 · ---+--- - - - :5:-::2- - - - - - - - +- - - - --+
i - - -- - l
(SfCBU-498 8 Dispenser 4160 68
{4) CBU-498 8 Dispenser 3328 52
!5} CBIJ-53 'B Dispenser 4160 68
(4) CBU-53 BDispenser 3328 52
(5) CBU 54 ·B Dispenser 1 4160 68
(4) CBU-54 B Dispenser 1 3__3_2_8- - t- - -- - 5- 2- --1--- - - - + - - - - - l - - - - -

Figure A 1- 5 (Sheet 3 of 5)
Change No.3 A1-15
 T.O. 1F·1050-1

STORE DRAG NUMBERS AND GROSS WEIGHTS ( Cont )

GROSS LOCATION
WEIGHT Centerline Inboard Outboard
STORE LB.
- ·----· lnbd with store
Atl Store Drag Nos. mclude necessary (Store Only) Inboard (lnbd Drag No.
suspension equip. Clean not included)

(6) MK82 (Snakeye) 3360 57

(4) MK-82 (Snakeyer- 2240 41 39
{3) MK 82 -(Snakeye) 1680 44
(2) MK-82 (Snakeyel 1120 31
TMK 82 (Bomb) · 3186 45
-(4)MK-82 {Bomb) - 2124 33 31
·----- ~-·

- (4) MK:S2 wiMtA 1 fuze ext 33 31

--- -
\:J) MK83 tBomb) 2955 31
- (2) MK·83 (Bomb) 1970 17 23
-
(2) AIM98 Sidewinders 310 13 24
- 24
-
1-12) AIM9EStdewindm 310 13

I
(1 I BLU-31/B 8CO 28 33
(2) BLU-31/8 1600 44
(3) BLU-31/B 2400 47

Figure A 1- 5 (Sheet 4 o f 5)

A1-16 Change 2

r·
 T.O. lf-1050-1

STORE DRAG NUMBERS

Pylons or Racks Only - No Ordnance

PYLONS CENTERLINE INBOARD OUTBOARD

(1) Multi-Weapon or Universal Pylon with Multi Ejector

Rack 13 14 -
(1) Centerline MER Pylon with Multi Ejector Rack 15 - -
(1) Multi-Weapon or Universal Pylon only 3 6 4
(I} Special Pylon for AGM-128 - 3 2
(1)
(1}
Special Pylon, Adapter and launcher for (2) AIM-98
Launcher Adapter on Inboard
- - 3

AGM-78 Pylon (modified MWP) - 7 -

STORE WEIGHTS ( LB)
Pylons or Racks Only - No Ordnance

PYLONS AND RACKS CENTERLINE INBOARD OUTBOARD

(1) Universal Pylon, 14" Rack ® - 202 132

(1) Universal Pylon, 30'' Rack ®
(1) Multiple Weapon Pylon
-
342
239
245
--
(1) Centerline MER Pylon 126 - -
(]) Special Pylon for AGM-12B with Adapter
(1} Special Pylon for (2) AIM-9B with Adapter &
- 147 131

l auncher
(1) Multiple Ejector Rack
·- - 151

On Multi-Weapon or Universal Pylon (4 position) 172 172 -

On Centerline MER Pylon (6 position) 198 - -
(1} AGM-78 Pylon (modified MWP)
plus launcher - 432 -
® For Direct loaded Conventional Weapons Only

STORE DRAG NUMBERS AND GROSS WEIGHTS

A/ A 37U-15 EXTERNAL TOW TARGET SYSTEM

TARGET POSITION GROSS WEIGHT LB STORE DRAG NO.

Captive K-11 1206 90

TOU-10/ B 1199 90
Towed K·ll 1206 100
TDU-10/ 8 1199 100
Released 829 33

Figure A 1·5 (Sheet5 of 5)

A1 ·17
.....
)> ....
.... 0
Q) .....,
.
_.
0
Ul
0
.:..
GROSS WEIGHTS
' ' 29000 LB
32000 LB
i ' 35000 lB
~----+-----~-- 3WOOLB
#h.~---+---+-- 41000 LB
• ;i 44000 LB

3
...,
<(:;•
c::
(il

-
h
I
0)
....ca
82 I ! f
I

•.....>-
"'
~
~ t ; . ::
~ 1~
>-
.....
%
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iii
~ . t. t . :.
t-·~
..... f ·_

"'z ' i....... iI I I i t +++I ! i+

0
l 1 I I : I l i i i l ~ t·· 1 i +[-·j· ! i T 1 I i .j .. • .. i ' -l--; ·--i-~- j + i"+-H-
l+ ·+·j·i· H+··i··i-1 I
r • j '. •. • l I i 1 t - 1 ··I i-l i · , ...... ' · t 1 J t ! i f I• -t i i ·I ·t J ............. c.
I' l' ·
1 , ' INCREMENTAL DRAG NOM ER FOR LATERAL TRIM 1 - -t+!·· •·r' ..l-i--f-i l l -1 ~-
-+-·+--:-~-- . . . . .~.U . ·f··L ~EQUIREMENTS DUE_!O ..+-J...L~-~ ::~~-t-·:: r :j::::j:-
· I I I ' ' ' I : '
WEIGHT ASYMMETRY ....t..
.. t~f . . , ·I' . , Model:
'·
1. i ,
, ,
I ..,

l tI
1 j.
:
'
f
l.
I
. ,.
j I
.. ·r
F-1050
J75 p 19W
I' eng ne:
fuel grade:
- -
JP-4
lwl denalty:
d a , a d a , e ..
dGtG bGala:
6.5 LII/GAL
1 FEll . 1963
fUGHT nST
·t
·'
1
1
',_ .·j
' · ·
•1 I i ·1 f t-1+-t..·H·· ·t·+
·j· . !'1'.. t...
·f ... ·t ··t ·.
1 ! •
1 t'.... -+1· . !
l....i
1 •...
f -' +-i····f
~
i;....
··f·--f. ·
f-1 .f...!--l---4-
•
-~·-+
'
J ·i.

! .... ; -'· )
,

I ' I I . l . ' I . I

) J )
 T.O. 1F-1050-1

AIRSPEED - MACH NUMBER CONVERSION CHART

PRESSURE AlnTUOE- FEET

IIIII
1.2 ~~--~~~~~~~--~~~~~~~~~~~~~~~~~~~
~I I #

~
Ill
co
~
....
In

0
:::;,
z z
~

::t: I
u 0
~
Ill
w
D.
In
Ill ~
:::;, 600 ~
....
~
Ill
:::;,
....
~

+-~~--~--~--~ 200
300 400 500 700 800

CALl BRATEO AIRSPEED - KNOTS

Figure A 1- 7 (Sheet 1 of 2)

A1·19
T.O. lf-1050-1

AIRSPEED - MACH NUMBER CONVERSION CHART

PRESSURE AlTITUDE - f£ET

•
IU
ID
....
In

0
~
::;)
z¥
z I
::r:
u
0
IU
IU

~
IL
In
1¥
Ci
"'
::;)
IU

= ::;)

•....
900

CALIBRATED AIRSPEED - KNOTS

Figure A 1-7 (Sheet 2 of 2)

 T.O. lf-1050-1

M= 1.6

u
I M= 1.5
z
0
;::
..,u 118 M= 1.4
••
0
u
.., -~~.- M= 1.3
r---.. •.....
:;)

c 1Ji+
•
1&1
IL
..,~
• M= 1.2
.....
•c M= 1.1

..,a
8
a
&I

CALIBRATED AIRSPEED - Vc - KNOTS

FigureAT-8
A1-21
T .O . 1 F-1050-1

ICAO DENSITY ALTITUDE CHART

INTERNATIONAL STANDARD ATMOSPHERE

--1.43 1

~
l-=.. . .-1:::;._-t-::::--i=='"--I-=-1';::::_~,...-"F-----=b-4"---t::=--..,...,::;.._l---=::=:+..-::::+--::i:=o-"""""4F--±~-F;;;...._+::::==-i~l.44 - r:;-
-1.40 1.~42 ""\J (f ~
~ 20 b--1=::::::::;_--::;!..,.....:::::::t---=l--=:::::::t--:b_..il~-b-....ct:;::::_-i:::==--"'F~b--1':::::.._--l:::::::=--t-==::=::.....jf---t=-+-o:::::::::+--=::JI---1.36
t=
....
<
~
iii
z
&.U
c

-50 -40 -30 -20 -10 0 10 20 30

TEMPERATURE- • cENTIGRADE

Figure AT-9
A1 -22
 T.O. lf-1050-1

STANDARD ATMOSPHERE
table

STANDARD ATMOSPHERE
~a,bi.e
(ICAO)

Standard SL Conditions Conversion factors

T£MPERATURE WC (59•FJ 1 IN. Hg 70.727 LB/ SQ FT
PRESSURE 29.921 IN. Hg 2116.216 LB/ SQ FT 1 IN. Hg 0.49116 LB/ SQ IN.
DENSITY .0023769 SLUGS/CU FT 1 KNOT 1.151 MPH
SPEED OF SOUND 1116.89 FT/ SEC 661.7 KNOTS 1 KNOT 1.688 FT /SEC

ALTITUDE DENSITY 0" - 1./2 TEMPERATURE SPEED OF PRESSURE PRESSURE

FEET RAllO 1 SOUND IH. Hg RATIO
(j
-w- ·c ·r KNOTS 8
0 1.000 1.0000 15.000 59.000 661.7 29.921 1.0000
1000 .9711 1.0148 13.019 55.434 659.5 28.856 .9644
2000 .9428 1.0299 11.038 51.868 657.2 27.821 .9298
3000 .9151 1.0454 9.056 48 .302 65.4.9 26.817 .8962
4000 .8881 1.0611 7.076 44.735 652.6 25.842 .86 37
5000 .8617 1.0773 5.094 41 .169 650.3 24.896 .8320
6000 .8359 ] .0938 3.113 37.603 648.7 23.978 .8014
7000 .8106 1.1107 1.132 34.037 645.6 23.088 .7716
8000 .7860 1.1279 -0.850 30.471 643.3 22.225 .7428
9000 .7620 1.1456 -2.831 26 .905 640.9 21 .388 .7148
10,000 .7385 1.1637 -4.812 23.338 638.6 20.577 .6877
11 ,000 .7155 1.1822 -6.793 19.772 636.2 19.791 .661 ,j
12,000 .6932 .1.2011 -8.774 16.206 633.9 19 029 .6360
13,000 .6713 1.2205 -10.756 12.640 631.5 18.292 .6113
14,000 .6500 1.2403 -- 12.737 9.074 629.0 17.577 .5875
15,000 .6292 1.2606 -14 .718 5.508 626.6 16.886 .5643
16,000 .6090 1. 2815 -16.699 1.941 624.2 16.2 16 .5420
17,000 .5892 1.3028 -18.680 -1.625 621.8 15.569 .5203
18,000 .5699 1.3246 --20.662 -5.191 619.4 14 .94 2 .4994
19,000 .5511 1.3470 -22.643 -8.757 617.0 14.336 .4791
20,000 .5328 1.3700 -24.624 -12.323 614.6 } 3.750 .4595
21.000 .5150 1.3935 -26.605 -15.889 612.1 13.184 .4406
22,000 .4976 1.4176 -28.587 -19 .456 609.6 12.636 .4223
23,000 .4806 1.4424 -30.568 - 23.022 60,7)1 12.107 .4046
24,000 .4642 1.4678 -32.549 -26.588 604.6 11.597 .3876
25,000 .4481 1.4938 -34.530 -30. 154 602.1 1l.l03 .3711
26,000 .4325 1.5206 - 36.511 -33.720 599.6 10.627 .3552
27,000 .4173 1.5480 - 38.492 -37.286 597.1 10.168 .3398
28,000 .4025 1.5762 - 40 .474 - 40.852 594.6 9 .715 .3250
29,000 3881 1.6052 - 42.455 -44.419 592.1 9. 297 .3107
30,000 .3741 1.6349 -44.436 -47.985 589.5 8.885 .2970
l
Figure A 1·10 (Sheet 7 of 2)

A1·23
T.O. 1F-1050-1

STANDARD ATMOSPHERE
table
AlTITUDE DENSITY (J- 1/2 TEMPERATURE SPEED Of PRESSURE PRESSURE
fEET RATIO 1 SOUND lit Hg RATIO
(T
vo: ·c of KNOTS 8
31 ,000 .3605 ] .6654 -46.417 -51.551 586.9 8.488 .2837
32,000 .3473 1.6968 -48.398 - 55.117 584 .4 8.106 .2709
33,000 .3345 T.7291 -50.379 -58.683 581 .8 7.737 .2586
34.000 .3220 1.7623 -52.361 -62.249 579.2 7.382 .2467
35,000 .3099 1.7964 -54.342 -6.5.816 576 .6 7.041 .2353
36,000 .2981 1.8315 -56.323 - 69.382 574.0 6.712 .2243
36,089 .1971 1.8347 -56.500 - 69.700 573.7 6.683 .2234
37,000 .2843 1.8753 6 .397 .2138
38,000 .27 10 1.9209 6.097 .2038
39,000 .2583 1.9677 5.811 .1942
40,000 .2462 2.0155 5.538 .1851
41,000 .2346 2.0645 -56.500 - 69.700 573.7 5.278 .1764
42,000 .2236 2 .1148 5.030 .1681
43,000 .2131 2.1662 4.794 .1602
44,000 .2031 2.2189 4.569 .1527
45,000 .1936 2.2728 4.355 .1455
46,000 .1845 2.3281 4.151 .1387
47,000 .1758 2.3848 3.956 .1322
48,000 .1676 2.4428 3.770 .1260
49,000 .1597 2.5022 3.593 . 1201
50,000 .1522 2.5630 3.425 .1145
51,000 .145 1 2.6254 3. 264 .1 091
52,000 .1383 2.6892 3.1 , 1 .1040
53,000 .1318 2.7546 2.965 .09909
54,000 .1256 2.8216 2.826 .09444
55,000 . 1197 2.8903 2.693 .09001
56,000 . 1 141 2.9606 2.567 .08578
57,000 .1087 3.0326 2.446 .08176
58,000 .1036 3.1 063 2.331 .07792
59,000 .09877 3.1819 2.222 .074 26
60,000 .09414 3.2593 2.118 .07078
61,000 .08972 3.3386 -56.500 - 69.700 573.7 2.018 .067t.6
62,000 .08551 3.4198 1.924 '.06429
63,000 .08150 3.5029 1.833 .06127
64,000 .07767 3.5881 1.747 .05840
65,000 .07403 3.6754 1.665 .05566
66,000 .07055 3.7649 1.587 .05305
67,000 .06724 3.8564 1.513 .05056
68,000 .06409 3.9502 1.442 .04819
69,000 .06108 4.0463 1.374 .04592
70,000 .05821 4 .1447 1.310 .04377
71,000 .05548 4.2456 1.248 .04171
72,000 .05288 4.3488 1.190 .03976
73,000 .05040 4.4545 1.1 34 .03789
74,000 .04803 4.5633 1.081 .03611
75,000 .04578 4.6738 1.030 .03442
76,000 .04363 4.7874 0.982 .03280
77,000 .04158 4.9039 0.935 .03126
78,000 .03963 5.0231 0.892 .02980
79,000 .03777 5.1454 0.850 .02840
80,000 .03600 5 .2706 0.810 .02707

Figure A 1- 10 (Sheet 2 of 2)

A1-24
 T.O. 1F- 105D-1

--r-- ~-
'!
.L 1'
·~-+-1 . :.
ttor---~~-----1-r~~+l~~--r-----;-r-~~----~~~--;-----~~----t-r---~----~-,--~

t~ l .tri tt~4: j .
~t
lOOt-·_,__,__·-tt-··~1--t---+
-=-~~
i--
!
~

•r-~~----+-~-+----+----+----+---~----+---~+---+---~--~~--~
r·
'1 +··. 1

80 -~ ; +r~ !"'--
+ r i·~·-~-· • f
. ;i
70r-~-~r----~--~r·--~~-+--~~--+-~~--~~--~--~--~~~--~

60

5
.'

40
.....
w
:I:
2:
3
"'
ac
:I:
<
u. •f = (9/ 5 "C) + 32•
20
"'
"' ,-- ____. ·c= 5/9 r F-32"1
"'
ac
C)
10 f
"'
Q
!.
0

-10
f
1
i--~- f

-50 -40 -30 -20 - 10 0 10 20 30 40 50 60

DEGREES - CENTIGRADE
Figure A 1-11

A1 ·25/(A1 -26 blank)

 T.O. lF-1050-1

PART 2 TAKE- OFF

TABLE OF CONTENTS
Takeoff Planning . . . . . • A2-1
Runway Distance Marking System A2-2

Rotation Speed (Nose Wheel-off) A2-2

Takeoff Speed. A2-2
Takeoff Index . A2·2, A2·9
Climb-Out Index . A2·2, A2·9
Takeoff Distances A2-2, A2·10
Takeoff Acceleration A2-2

Velocity During Takeoff Ground Run . A2-2, A2-12

Refusal Speeds A2-2. A2-14
Minimum Afterburner Blow-Out Speeds A2-2, A2·16
Takeoff Crosswind Chart A2-3, A2·17
Refusal Distance . . A2-3
Go, No-Go Distance. A2-3

Go, No-Go Speed Tolerance A2-3

Acceleration Check Distance . A2-3

Takeoff Performance- Sample Problem A2-3

TAKEOFF PLANNING. the ground run portion of takeoff before rotation

This part covers the information and charts to be
used to obtain takeoff speeds and distances . The
terms used in the planning procedure are defined
in the following paragraphs. Takeoff performance
is affected by a large number of variables, i.e., tem-
perature, altitude, gross weight, and wind , as well
as runway surface, use of brakes for directional
control, and engine condition. Charts including
those variables are provided for takeoff distance,
acceleration distance and speed, stopping distance
or refusal speed, and minimum afterburner blow-
out speeds. Increases in any of these variables
except wind tend to increase takeoff ground run
to a point where , on a takeoff in which normal
techniques are used, the takeoff may not be suc-
cessfully made in the available runway length. The
takeoff chart shows distances for ground run as
well as air distances required to clear 50 through
200 foot obstacle heights, takeoff speeds, and rota-
tion speeds. The velocity during takeoff ground run
charts show t he speed-distance relationship during
speed is reached. The refusal speed chart shows the
combined distance traveled in acceleration to any
given refusal speed and the distance required for a
FULL stop. The minimum afterburner blow-out
speeds chart shows the minimum afterburner failure
speeds at which takeoff can be continued with Mili-
tary Thrust without exceeding the available runway
length. The takeoff crosswind chart shows the
crosswind limits for aircraft gross weight.
The use of these charts for takeoff planning is illus-
trated by a sample problem.
Note
Use 50 percent of reported headwinds·
and 150 percent of reported tailwinds
with the takeoff crosswind chart if wind
is measured at a source other than the
runway.

A2·1
 T.O. 1f- 105D-1
RUNWAY DISTANCE MARKING SYSTEM
The numbering and placement of runway distance
markers reflect.s the distance remaining to the end
of the nmway in 1000-foot increments. These
markers are placed alongside the rw1way, and the
appropriate markers become the acceleration check
distance marker and the go, no·- go distance mark-
er. The markers are so placed that if a runway length
exceeds an even number of thousands of feet, one
half of the excess must be added to the distance
shown on the markers to determine the actual dis-
tance remaining. For example, if a runway is 10,500
ft., t he distance remaining at the No.6 rvJarker would
be 6000 + 1/2(500) = 6250 ft.
ROTATION SPEED lNOSE WHEEL·OFF)
Rotation Speed (nose wheel-off) is the airspeed at
which the nose wheel leaves the runway. The cali-
brated airspeed (CAS) for rotation is shown at
various gross weights.
TAKEOFF SPEED
Takeoff Speed is the airspeed aL which the main
wheels leave the runway. The calibrated airspeed
(CAS) for takeoff is shown at various gross weights.
TAKEOFF INDEX
Takeoff Index is a temperature-altitude factor which
is read for the thrust setting used for takeoff. All
Takeoff Performance Charts except the Velocity
During Takeoff Ground Run and the Air Distance
Charts are shown as a function of Takeoff fndex.
CLIMB·OUT INDEX
Climb-out lndex is a temperature-altitude factor
which is read for the thrust setting used for takeoff.
Air distances required to clear 50 through 200 foot
obstacle heights are shown as a fundion of Climb-
out Index.
TAKEOFF DISTANCES
Ground run distances and air distances to clear 50
through 200 foot obstacle heights with Maximum
and Military Thrust are plotted on the takeoff dis-
tance charts as functions of Takeoff lndex and
Climb-out Index, respectively. The distances shown
are for normal takeoff techniques on a dry, hard-
surface runway and may be used for any configura-
tion if lhe gross weight at takeoff is considered .
These charts account for ambient temperature and
A2·2
pressure altitude through the index method of pre-
sentation. The effect of the remaining variables of
gross weight, headwind or tailwind, runway slope
(ground run chart) and obstacle q,eight (air distance
chart) are also shown. Separate charts are provided
for ground run and air distance performance.
Incremental drag for externally loaded configurations
has been accounted for at various aircraft gross
weights.
TAKEOFF ACCELERATION
Velocity During Takeoff Ground Run
The velocity during takeoff ground run (figures A2-4
and A2-5) charts give ground run distances required
to accelerate to any desired calibrated airspeed using
Maximum or Military Thrust. These distances are
based on the normal takeoff techniques given in Sec-
tion II and do not take into account substandard
engines or excessive use of brakes for directional
control.
Refusal Speeds
The highest indicated airspeed to which the aircraft
can accelerate and then stop in the available runway
length is the refusal speed. The refusal speed chart
is based on a Maximum or Military Thrust acceler-
ation to the refusal speed, and then heavy braking to
a stop wtth or without the use of a drag chute. The
drag chute reduces the distance requ:ireu to sLop and
should be used if possible. The effect of Runway
Condition (RCR) (see page A8-l for explanation of
RCR) on refusal speed is also shown . These charts
take into account gross weight, external loading as
a function of gross weight, and, through the Take-
off Index , pressure altitude and temperature.
MINIMUM AFTERBURNER BLOW-OUT SPEEDS
The lowest indicated airspeed to which the aircraft
can accelerate with Maximum Thrust, experience a
Maximum Thrust failure, and complete the takeoff
with Military Thrust without exceeding the available
runway length is the minimum after burner blow-out
speed. The speeds shown on the chart. were deter·
mined for the clean and externally loaded configur-
ations and are shown for all conditions of gross
weight, runway length and wmd. Pressure altitude
and temperature are accounted for by the Takeoff
Index.

WARNING I GO, NO·GO DISTANCE
These speeds are applicable only if the
throttle is moved out of the afterburner
position immediately, to enable the
afterburner nozzle to dose. Non-
afterburner engine operation with the
nozzle open will result in large thrust
losses and therefore in significantly
longer takeoff distances.
TAKEOFF CROSSWIND CHART
The most criti<:al point in a takeoff with a cross-
wind is just after lifting the nosewheel and is based
on the maximum sideslip angle that the rudder can
hold. The takeoff crosswind chart shown in figure
A2-9 is based on this consideration. To use this
chart, it is required that the aircraft weight, wind
direction and velocity be known. An example is
given to illustrate the use of the chart. It can be
seen that the intersection of two lines should fall
in the ''recommended" area for a normal takeoff.
By normal takeoff it is meant that no overspeed is
required. lf the intersection falls in the "not
recommended" area, takeoff may be achieved if it
is seen that so me overspeed will place the nosewheel
lift-off speed back in the "recommended" area. The
amount of overspeed permissible is limited and is a
matter of pilot judgment as to what speed he may
hold the nosewheel on the ground. After nose-
wheel lift-off, the ability of the rudder to hold a
sideslip angle becomes less critical with increasing
angle of attack up to takeoff altitude. After being
airborne, the limiting factor in holding a sideslip
angle is the lateral control. However, once the air-
craft has lifted off, there is no longer any need to
hold a sideslip angle, i.e., the aircraft heading may be
changed with the rudder to effect any desired path
across the ground. No attempt should be made to
hold a sideslip angle after takeoff, particularly with
large crosswind, because the lateral control cannot
keep the wings level when the rudder is fully deflec-
ted and because the spoiler causes loss in lift. During
the takeoff ground run, the inherent stability of the
tricycle landing gear at high speed and the nosewheel
steerin~ at low speed eliminate any difficulties from
crosswind. The rudder may be used during the
ground run, but excessive lateral control deflections
will aggravate rather than help the situation.
REFUSAL DISTANCE
The refusal distance is the distance required to ac-
celerate to the refusal speed and is obtained from
the velocity during takeoff ground run charts.
T.O. lF-1050-1
Go, no·-go distance is defined as the distance trav-
eled in reaching the last 1000-foot runway marker
short of the refusal distance. This is t he point at
which the final decision to continue or to abort the
takeoff is made. The minimum speed attained at the
go , no go distance marker is defined as the go. no
go speed and is obtained by subtracting the go, no
go speed tolerance from the normal speed at the go .
no-go distance.
GO, NO-GO SPEED TOLERANCE
Speed tolerance is the maximum speed deficiency
that is acceptable at the go, no-go distance marker
t.o ensure a safe t.akeoff in 90 percent of the avail-
able runway. If acceleration is deficient to the ex-
tent that the speed tolerance is exceeded at the
go, no-go distance, a serious malfunction of the
aircraft is indicated and the takeoff should be
aborted.
ACCELERATION CHECK DISTANCE
The final decision to continue or to abort a takeoff
is made at the go, no-go point: however. a prelim·
inary check is made before reaching the go. no go
point to monitor the progress of the takeoff. This
check is made at the acceleration check point and is
defined as the distance to the runway marker, whkh
is 2000 fePt short of the go, no~o point. This dis-
tance is established by subtracting 2000 feet from
the go, no~o distance. The accleration check
speed is the minimum speed allowable at this check
distance marker and is established by obtaining the
speed for the distance 2000 feet short of the go,
no- -go distance on the Maximum or Military Thrust
velocity during takeoff ground nm charts and sub-
tracting the go, no-go speed tolerance.
TAKEOFF PERFORMANCE- SAMPLE PROBLEM
Complete the takeoff portion of the Takeoff and
Landing Data Card in the checklist for a Maximum
Thrust takeoff with water injedion. Also, deter-
mine total takeoff distance over 100ft obstacle
height and minimum afterburner blow-out speed.
Given:
Gross Weight 48,000 LB
Runway Length . . . . . . . . . . . 8,000 FT
O.A.T.... ............... . .. 20°C
A2-3
T.O. lF-1050-1
Pressure Altitude . . . . . . . . . . . . . . 2,000 IT
Wind (Headwind Component) .... 10 KN
Runway Gradient ............. . None
R.C.R ...................... . 23
Solution:
1. Enter Sample Takeoff Speed Chart (page A2-4)
at a gross weight of 48,000 lb, (A); follow a
vertical path upward to (B) and (C) then move
directly across to (D) and (E) and read rota-
tion speed and takeoff speed (178 KCAS and
188 KCAS) , respectively.
Note
The method for reading the velocity at
obstacle height (climb-out speed) is the
same as shown in step 1.
2. Enter Sample Takeoff Index Chart (page A2-4)
at outside air temperature 20°C, (F); move
vertically to the 2000 ft pressure altitude, (G);
move horizontally to the Maximum Thrust
with water injection line, (H); drop down to
Takeoff Index Scale and read Takeoff Index =
9.55 (J).
3. Enter Sample Climb-Out Index Chart (page
A2-4) at outside air temperature= 20°C, (AA);
move vertically to the 2000 ft pressure altitude,
(BB); move horizontally to the maximum
thrust with water injection line (CC); drop
down to Climb-Out Index Scale and read
Climb-Out Index = 9 .75, (DD).
4. Enter Sample Takeoff Ground Run Chart
(page A2-6) at Takeoff lndex (step 2 =9.55,
(K); move horizontally to takeoff gross
weight= 48,000 lb , (L); move vertically
downward until the zero wind condition is
reached at (M) and read ground run (no ·wind)
= 5150 ft. From (M) parallel the guide Jines
until a 10 knot headwind is reached at (N),
and proceed vertically to the zero % grade at
(0). From (0) move vertically downward to
the Ground Run Scale and read ground run
distance= 4650 ft, (P).
Note
SAMPLE PROBLEM INITIAL CONDI-
TIONS STATE NO RUNWAY SLOPE.
A2-4
However, if a correction for run way slope
is required proceed as follows: For a 2%
downhill slope, correct the ground run dis-
tance by continuing from (0) (step 4)
parallel to the downhill guide lines until
the 2% condition is reached at (Q) and
proceed vertically downward to the Ground
Run Scale to read lhe corrected ground run =
4400 ft, (R).
5. Enter Sample Air Distance Chart (page A2-6)
at Climb-Out Index (step 3) = 9.75, (EE);
move horizontally to takeoff gross weight=
48,000 lb, (FF) and move vertically down-
ward to base line, (GG). From (GG) paral-
lel the guide lines until a 100 ft obstacle
height is reached at (HH). From (HH) pro·
ceed vertically to the zero-wind condition
at (JJ) and parallel the guide lines until a
10 knot headwind is reached at (KK). From
(KK) proceed vertically to the Air Distance
Scale and read air distance= 2500 ft, (LL).
Total takeoff distance= ground run plus air
distance= 4650 + 2500 = 7150 ft.
Note
Assume drag chute deployed.
6. Enter Sample Refusal Speed Chart (page A2-7)
at Takeoff Index (step 2) = 9.55 at A' and move
across to runway length available= 8000 ft,
(B'). From B' drop vertically to the curve
marked "With Drag Chut.e ., stopping at take-
off gross weight = 48,000 lb. (C') move across
to intercept RCR = 23 at (D') and drop down
to the scale to read refusal speed= 174 KCAS
(E') for zero-wind condition. Add 10 knots to
zero-wind refusal speed to adjust for headwind
condition; (147 + 10) = 157 KCAS.
7. Enter Sample Minimum Afterburner Blow-Out
Speed Chart (page A2-7) at Takeoff Index
(step 2) = 9 .55, (T) move across to the runway
length available at 8000 ft . (U) , drop down to
the takeoff gross weight of 48,000 lb. (V) move
across stopping at the zero-wind condition at
(W) and follow parallel to the headwind guide
line until the 10 knot wind is reached at (X}.
Proceed horizontally to the scale and read
afterburner blow-out speed == 169 knots, (Y).
Note
Takeoff may therefore be safely aborted
at any time before 157 KCAS (refusal speed)
 T.O. 1F-105D-1

Note (Continued) at (R ') and read zero-wind speed= 126 KCAS.

Thus, the maximum speed deficiency that is
is reached. If the afterburner should fail acceptable at the go , no-go distance is (146-
between 157 KCAS and 169 KCAS pre- 126) = 20 KCAS.
pare to engage the barrier. lf the after-
burner should fail after 169 KCAS has 10. Compute Go , No-Go Speed. 156-20 = 136
been attained, takeoff can be completed KCAS.
with military thrust.
8. Enter Sample Velocity During Ground Run Compute Acceleration Check Speed. 96-20
Chart (page A2-6) at Takeoff Speed (step 1) =76 KCAS.
= 188 KCAS and ground run (no wind , step
4- M) distance= 5150 ft at (Q). Parallel the 11 . Fill out Takeoff Data Card and summarize
guide line to intersect the zero-wind refusal additional data.
speed, 147 KCAS, and read refusal distance
= 3050 ft at (R). Go , no-go distance is there- Acceleration Check 76 Kat 1000 FT
fore 3000 ft and acceleration check distance (Marker No.7)
= 3000 - 2000 = 1000 ft. Continue to parallel
guide line from (R) to read zero-wind normal Rotation Speed . . . . . 178 K
speed at the go , no-go marker = 146 KCAb
at (S) and zero-wind normal speed at the ac- Go, No-Go Check . . . 136 Kat .3000 F'f
celeration check marker = 86 KCAS at (S'); (Marker No. 5)
or (146 + 10) = 156 KCAS and (86 + 10) =
96 KCAS respectively, with wind. Refusal Speed . . . . . . . 157 K
9 . To determine go, no-go tolerance, compute
90% of runway length (0.9 x 8000) =7200 Takeoff . . . . . . . . . . . 188 K at 4650 FT
fl. Reenter velocity during ground run curve
at takeoff speed:::: 188 KCAS and distance= Total distance over 100ft obstacle is 7150 ft.
7200 ft (Q'), and parallel guide line until the Minimum afterburner blow-out speed is
go, no-go distance (3000 ft) is intersected 169 Kn.

A2·5
T.O. 1F-105D-1

TAKEOFF INDIX
SAMPLE CHART
Not to be used for
Flight Planning

F
-20. 0 +20 +40 +60 4 6 12 14
TEMPERATURE-"C

AA
-20 0 + 20 + 40 +60 4 6 12 14
TEMPERATURE-" C
·SPEEDS FOR TAKEOFF
240
MAXIMUM THRUST

..."'0 220 1-------+------+--------l------+ ~

0
- 220+------+-----:·
z z
~
~

A
w 'r-----ll------+
A
ttl - ·200 1------t-,.£----,
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::::; ::::;
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u 160 'A-----t-+------+------+ ~ -160 l-T-~---1------+------11-------1
I
I
~----~--~'~----~~----~--- 1~~----~----~----~----~
40 A50 60 30 40 50 60
GROSS WEIGHT -1000 LB GROSS WEIGHT-1000 LB
A2·6
 T.O. 1F- 105D-1

TAKEOFF GROUND RUN

13 ~--~--~--~---.---,---.

[Q] TAKEOFF AIR DISTANCE

X X
w w
0 0 10
~ z EE
u.
u. ....
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GROUND RUN- 1000 FT AIR DISTANCE-1000 FT

REFUSAL SPEED
MAXIMUM THRUST TAKEOFF

X
w
0 NOTES:
~ 1. WHEN THE COMPUTED REFUSAL SPEED IS
GREATER THAN LIFT-OFF SPEED, LIFT-OFF
:t 8 SPEED BECOMES THE REFUSAL SPEED.
0
w 2. ADD HEADWIND COMPONENT
~ SUBTRACT TAILWIND COMPONENT
~ 6 f+--,f-++-1'----t 3. IF RCR IS NOT AVAILABLE USE:
DRY-23, WET-12, ICY-5.

4 ~--+---~---+--~~--+---;----r--~

WITH DRAG CHUTE

SAMPLE CHART
Not to be used for
Flight Planning
GROSS WEIGH
(a} 30000 LB
(b) 35000 LB
(c)·40000 LB--+-~Irl----r---+----t----~-o:->1
(d) 45000 lB
(e) 50000 LB
(f) 55000 LB
50 100 150 200
ZERO-WIND REFUSAL SPEED -KCAS

A2-7
 -1
~ b
clo
VELOCITY DURING TAKEOFF GROUND RUN MINIMUM AnERBURNER BLOW-OUT SPEEDS .,
~

I
12 ~
0

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/;
NOTE:ADD HEADWIND COMPONENT u.a
SUBTRACT TAILWIND COMPONENT Q
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u.a
u.a
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9 WIND- KNOTS
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..- IF AFTERBURNER FAILS BELOW MINI- THROTTLE INBOARD IMMEDIATELY
MUM AnERBURNER BLOW-OUT SPEED AFTER AFTERBURNER FAILURE
::--- AND ABOVE MAXIMUM REFUSAL SPEED,

~~ ~ ~
f-1
I PREPARE TO ENGAGE BARRIER.
0
20 -----
40 60 80S' 100 120 '
ZERO WIND CALIBRATED AIRSPEED- KNOTS
1405 160 180 200

~
SAMPLE CHART
Not to be used for Flight Planning
 T.O. 1F-1050-1

0 20 40
TEMPERATURE - •c

-20 0 20 40 4 6 8 10
TEMPERATURE- •c CLIMB-OUT INDEX

..,...
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30 40 50 60 40 50 60
GROSS WEIGHT - 1000 LB GR~SS WEIGHT -1000 LB
FigureA2-1

A2·9
 T.O. 1F-1050-1

Model: F-1050
e,gl.. e : J75-P·19W
luel gtode: JP-4
fuel de, oily: 6.5 LB/GAL
dolo dole : 1 FEB. 1963
dolo boob: FUGHT TIST

11

!
IU

O~--~~---+----~----~----+---~r----1-----+-----r----;-----r-~~
()

3 •- --"·
0 2 & 8 12
GROUND RUN - 1000 FEET

FigureA2- 2
A2-10

r ----~c----------------------------------------------------------------------------------------------------
 T.O. 1F-105D-1

TAKEOFF AIR DISTANCE

LE FLAPS - 100%,
TE FLAPS- 100%

10

~
a
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0 55000 LB
•
IQ

-"1-t~
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4_5000 LB
&
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150

200

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20
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T
40
0 2 6 8 10 12
AIR DISTANCE - 1000 FEET

FigureA2-3

A2·11
T.O. 1F-105D-1

12 -

t:
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u
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t;
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z
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40 60 ~ 100 1W 1~ 160 180 200

ZF.RO WIND CALIBRATED AIRSPEED-KNOTS
FigureA2-4

A2-12
 T.O. 1F- 1050-1

t:

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ZERO WIND CALIBRATED AIRSPEED-KNOTS

FigureA2-5

A 2-13
T.O. 1F-1050-1

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::.: ,.. e· NOTES: +f +~: t _
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1. WHEN THE COMPUTED REfUSAL SPEED IS --r -
6 -t '
+ i
t II
.

I
I '
j

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GREATER THAN UFT·OFF SPEED, UFT·OFF 1---
SPEED BECOMES THE REfUSAL SPEED.
i : 1 2. ADO HEADWINDCOMPONENT
+
T I
1--ri--...:...~........!....j---,-l----'-~~·~-++-~+---+~ SUBTRACT TAILWIND COMPONENT r~
' , _ ~l- : It ' ~ • 1-f-t 3. IF RCR IS NOT AVAILABLE USE: ,
4 ~-+~~~~~~-+~-4-~-~-+~+~
- ~~0R~H~3,~
m~·lr4~ -~~~71-r.--i
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0 ~ 100 1~ 200
ZERO WIND REFUSAL SPEED - KCAS

FigureA2-6

A2-14
 T.O. 1F-105D-1

REFUSAL SPEED model: F-10SD

MILITARY THRUST TAKEOff enpine: ns-P-19W
LE FLAPS- 100%; fuel grode: JP-4
TE FLAPS- 100% fuel density: 6.5 LB/ GAL
doto dole: 1 FEB 1963
doto boals: FUGHT TEST

~ 8 t-+-H-'-++--l-i
0
~
tt 7 1----'-- - '

~ 6 1--~......_

0 50 100 150 200

ZERO WIND REFUSAL SPEED - KCAS

FigureA2-7

A2-15
T.O. 1F-1050-1

model: F-1050 MINIMUM AmRBURNER BLOW-OUT SPEEDS

engine: J75-P-19W LE R.APS -100 %; TE FLAPS -100 %
fuel grade: JP-4 HARD SURFACE RUNWAY
fuel density: 6.5 LB/ GAL
data date: 1 FEB 1963
FLIGHT TEST

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A2-16
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 T.O. lF-1050-1

PART 3 CLIMB

TABLE OF CONTENTS

Climb Information . . . . . . A3-1

Sample Problem . . . . . . . A3-2, A3-4
Fuel, Time and Distance from Brake
Release to Climb Speed . . . A3-8
Maximum Thrust Climb - Constant
Mach Number . . . . . . A3-9
Maximum Thrust Climb - Speed Schedule
400 KCAS to Recommended Mach No . A3-11
Military Thrust Climb - Constant Mach
Number . . . . . . . . . . . A3-13
Military Thrust Climb- Speed Schedule
400 KCAS to Recommended Mach No. A3·15
Military Thrust Climb To Cruise Climb
Altitude- Constant Mach No . . . . A3-17
Military Thrust Climb to Cruise Climb
Altitude - Speed Schedule 400 KCAS to
Recommended Mach No . . . A3·18
Maximum Combat Ceiling . A3-19
Military Combat Ceiling A3-19
Optimum Cruise Altitude . A3-20
Military Thrust Climb-- KCl35/F105
Buddy Speed Schedule . A3-21

CLIMB INFORMATION In addition, Military Thrust climb charts are shown

Charts in this part enable the pilot to determine the
fuel, time and distance to dimb between anv two
altitudes, with either Maximum or Military Thrust
setting. Both thrust settings are shown for a con-
stant Recommended Mach Number climb, as well
as for a speed schedule of 400 KCAS to the Recom-
mended Mach Number.
for the recommended KC-135/Fl05 Buddy Climb
Speed schedule, 325 KCAS.
F'uel time and distance from brake release to 400
KCAS are also presented for both Military and
Maximum Thrust takeoff.

A3-1
T.O. 1F- 105D- 1

MILITARY THRUST CLIMB ....

::r:
CONSTANT MACH NO. C)
w
~CD ...
"'
lnO
oo
~0
e>- 40
SAMPLE CHART
Not to be used for ...<
Flight Planning E
3;

80
8
FUEL USED I 15 1-----'::>~----il---
m
~
:::::;
u
e
0
w
"' 51:-i'-n:--t-- -Hl>Y- ?"--t-::,..-c--- - Guide lines for temper-
...
::J
w
ature deviatloo from
standard day
:::)
u. Hotter
Colder -----
o ~~-~----~---~--~----~
10
·c &

EXAMPLE I. 2. Enter sample chart page A3-2 at a gross weight

Conditions: Config. Clean+ 650 Gal. Tank (Center- of 4S,OOO lb (A)
line + (2) 450 GaL Tanks Inb'd) 3. Move horizontally to an altitude of 20,000 ft, (B)
Initial Gross Weight: 4S,OOO lb
4. Move vertically to a config. drag index of 52 (C)
Initial Altitude: Sea Level
Final Altitude: 20,000 ft 5. Move horizontally to the left and read Standard
Day fuel used of 1200 lb, (D)
Climb Thrust Setting: Military
Climb Speed Schedule: Recommneded Constant 6. Move along parallel to the solid (hotter) guide
Mach Number line to a temperature deviation of S°C and read
Ambient Temperature for last 10,000 ft: Standard a fuel used of 12SO lb, (E)
Day+ S°C 7. Enter sample chart at top of page A3-3 at a
Find: Fuel, Distance and Time to climb and the re- gross weight of 4S,OOO lb, (A)
commended climb Mach Number Repeat steps 3, 4, 5, and 6 and read a distance
Solution: traveled of 60 N.Mi., (E)
1. Determine the configuration drag index from S. Enter sample chart at bottom of page A3-3 at
the table on Figure Al-5 by adding t he various a gross weight of 4S,OOO lb, (A)
store drag numbers.
Repeat steps 3, 4, 5, and 6 and read a time
Store elapsed of 6.5 min, (E)
Store Location Drag Number
(1) 650 Gal. Tank Centerline 24 9. Enter the Mach number table on figure A3-3
(1) 450 GaL Tank Right inboard 14 and at a configuration drag index of 52 (between
(1) 450 GaL Tank Left inboard 14 40 and SO) and read the recommended climb
Configuration Drag Index = 52 Mach Number of O.S6 and the equivalent calib-
brated airspeed at each altitude.
A3-2
 T.O. 1F- 105D- 1

MILITARY THRUST CLIMB ....

CONSTANT MACH NO. ::1:
(!)
w
~CD
VI_,
Vlo
Oo
«o
C>-

DISTANCE COVERED
0

-- ~- Guide lines for temper-

ature deviation from
.standard day
Hotter --
Colder - ----

SAMPLE CHART
Not to be used for
Flight Planning

VI'
~ 80
::;) '8
TIME ELAPSED ~ 40
~
I
0
LU
VI
0..
<
...t
LU
LU
~
I=
t==.;:;+--w;,~-r-t-:::>-L--+----r---- Guide lines for temper·
ature deviation from
standard day
Hotter --
Colder - - - --

A3-3
T.O. 1F- 1050- 1

MAXIMUM THRUST CLIMB

CONSTANT MACH NO.

....lD
FUEL USED
8
I
a:l
~
::::;
u
...
0

SAMPLE CHART 0
Not to be used for
Flight Planning
"'
"'
::l
.... F-i -ff&-01'--- -+- -
Guide lines for temper·
ature deviation from
I
"'
::l standard day
u.
~~1~:~ -_.---_-_-_-~J

EXAMPLE II. 2. Enter sample chart page A3-4 at a gross weight

Conditions: Config: Clean+ (2) 450 Gal. Tanks of 40 ,000 lb, (A)
Initial Gross Weight: 40,000 lb 3. Move horizontally to an altitude of 15,000 ft ,(B)
Initial Altitude: 15,000 ft 4. Move vertically to a config. drag index of 28, (C)
Final Altitude: 25,000 ft
5. Read a fuel used of 630 lb, (D) from the fuel
Climb Thrust Setting: Maximum scale on· the left as the fuel used in climb from
Climb Speed Schedule: Constant recommended S.L. to 15,000 ft
Mach No.
6. Again enter sample chart page A3-4 at a gross
Ambient Temperature: Standard Day weight of 40 ,000 lb , (A)
Find: Fuel used to climb 7. Move horizontally to an altitude of 25,000 ft,(E)
Solution: 8. Move vertically to a config. drag index of 28 , (F)
1. Determine the configuration drag index from
the table on figure A1-5 by adding the various 9. Read a fue l used of 1030 lb, (G) from the fuel
store drag numbers. scale on the left as the fuel used in climb from
S.L. to 25,000 ft

Store 10. Subtract the fuel used to climb to 15,000 ft (630

Store Location Drag Number lb) from the fuel used to climb to 25,000 ft (1030
lb) . The difference is the fuel used to climb from
( 1) 450 Gal. Tank right inb'd 14 15 000 ft to 25,000 ft (1030 lb - 630 lb = 400 lb)
( 1) 450 Gal. Tank left inb'd 14
11. The time and distance to climb from 15,000 ft to
Configuration Drag Index = 28 25,000 ft may be obtained by the same method
from figure A3-1A.
A3-4
 T.O. 1F- 1050.:.1

MILITARY THRUST CLIMB SAMPLE CHART

TO CRUISE CLIMB ALTITUDE Not to be used for
SPEED SCHEDULE fli ght Planning
400 KCAS TO RECOMMENDED MACH NO.

4511-----lf---

"'"'0
~ 35~~~~++~~----~------4---~+-¥-~H-44-------+------fh~~~4-----~

·c
10 ~~~~~~--~~~~~~L-~~~~~--~~L-~~~~~~--~
100

FUEL USED TO CLIMB - 100 LB TIME ELAPSED- MINUTES DISTANCE COVERED IN CLIMB-
NAUTICAL MILES

CLIMB TO CRUISE-CLIMB ALTITUDE.

Store
EXAMPLE Ill . Store Location Drag Number
Conditions: Config: Clean + 650 Gal. Tank (center-
line)+ (2) LAU-3/A Rocket Launchers (inb'd) + ( 1) 650 gal. tank Centerline 24
(2) LAU-3/A Rocket Launchers (outb'd)
( 1) LAU-3/ A Right inboard 9
Initial Gross Weight: 42,000 lb
( 1) LAU-3/ A Left inboard 9
Initial Altitude: Sea Level
( 1) LAU-3/ A Right outb'd
Final Altitude: Optimum Cruise (cruise-climb) (in the presence
altitude of inb'd store) 13
Climb Thrust Setting: Military ( 1) LAU-3/ A Left outb'd
Climb Speed Schedule: 400 KCAS to Recom- ( in the presence
mended Mach Number of inb'd store) 13
Ambient Temperature: Standard Day Configuration Drag Index = 68
Find: Fuel, time and distance in climb and level-
off altitude. 2. Enter sample chart page A3-5 at Gross Weight
Solution: = 42,000 lb, (A)
1. Determine the configuration drag index from
figure Al-5 by adding the various store drag 3. Move to the right to configuration drag index
numbers. = 68 at (B), (C) and (D)

A3-5
T.O. 1F-105D- 1

40

SAMPLE CHART
1- Not to be used for
LLI
LLI Flight Planning
u.
0
0
0 200
40
OPTIMUM CRUISE AtTITUDE

30 [QJ
-- - - -- ..! - -+--~~~
20 CRUISE CEILING
!300 FPM W ITH MAX
J..L---~-1--- CONT THRUSTI --~1-i--_.::::.~

I
I
I
lA
+ 20 +10 0 35 40 45 50
DEVIATION FROM GROSS WEIGHT- 1000 LB
STD TEMP oc

4. Drop vertically from (B), (C), and (D) to the Initial Gross Weight: 50,000 lb
fuel, time and distance scales, and read
Fuel used in climb= 1600 lb, (E) Initial Altitude: Sea Level
Time elapsed in climb= 9.7 5 Min , (F)
Distance covered in climb= 80 NMi, (G)
Final Altitude : Opt imum Cruise (cruise-climb)
5. Compute Gross Weight at end of climb altitude
Initial Gross Weight = 42,000 lb
Fuel used in climb = 1,600 lb Climb Thrust Setting: Military
Final Gross Weight = 40,400 lb
Climb Speed Schedule: 400 KCAS to Recommended
6. Enter sample chart page A3-6A at final Gross Mach Number
Weight= 40,400 lb , (A)

7. Move up to Configuration Drag Index= 68, (B). Ambient Temperature: Average, Standard Day
+ l5°C
8. Move to the left to the altitude scale and read
Level-Off Altitude = 31,400 ft, (C). Find: Fuel, time and distance in Climb and level off
altitude
CLIMB TO CRUISE-CLIMB ALTITUDE
Solution:
EXAMPLE IV.
1. Determine the configuration Drag Index from
Conditio ns: Config: Clean+ (6) 750 lb bombs (cen- figure A1-5 by adding the various store drag
terline)+ (8) 750 lb Bombs Inboard numbers.
A3·6

Store
Store Location Drag Numbers
(6) 750 lb Bombs Centerline 75
( 4) 750 lb Bombs Right Inboard 40
(4) 750 lb Bombs Lefc Inboard 40
Conliguration Drag Index = 155
2. Since the Ambient Temperature is above
Standard, the Cruise Climb Altitude must be
checked against the Cruise Ceiling Altitude at
the prevailing Ambient Temperature.
3. Estimate Weight at End of Climb
Initial Gross Weight= 50,000 lb
Estimated Fuel Used to Climb = 2000 lb
Estimated Gross Weight at End of Climb=
50,000 lb. 2000 =48,000 lb.
4. Enter Sample Chart page A3-6 at Estimated
Weight at End of Climb= 48,000 lb, D.
5. Move up to configuration drag index= 155
on the Cruise Ceiling curve, E.
6. Move horizontally to the left to 0° C deviation
from Standard Temperature, F.
T.O. 1F-1050-1
7. Follow the Temperature Guide Lines to read
+15°C from Standard Temperature, G.
8. Move to the left to the Altitude Scale and read
cruise ceiling altitude= 16,000 ft, (H).
9. From D, move up to configuration drag index
= 155 on the Optimum Cruise AltiLude Curve. J.
10 Move to the left to the Altitude Scale and read
Optimum Cruise Altitude = 21,000 ft, K.
11. Since the Cruise ceiling (16,000 ft) is lower than
the Optimum Cruise Altitude (21,000 ft) the
sample curve on page A3-5 cannot be used.
12. Fuel to climb to the Cruise ceiling altitude of
16,000 ft is read from the proper thrust and
speed schedule chart, as described in Example
I. The Gross Weight at end of climb is then
computed, and the cruise ceiling altitude rede-
termined using the newly computed Gross
Weight. Fuel, Time and Distance to climb can
then be read, as in Example I, from the appro·
priate climb charts.
Climb to Combat Ceiling is determined in the same
manner, utilizing steps 3 and 12 above, and reading
the required ceiling from figure A3-7 at the given
conditions of Configuration and Ambient
Temperature.
A3·7
T.O. lf-1050-1

TAKEOFF THRUST SETIING

MILITARY
- - - MAXIMUM (WITH OR
WITHOUT WATER INJECTION)

20·~~~---+---4--~~~4----+--~--~r---~t~~r-~,_--~

_,
~
u
j:
::;,
~ 10 ~---+----4-~-4----~~~r----r----~~~----~~~----4---~
I
"'z
u
:!
~
c

~
_,I
"'
::)
.....

TAKEOFF GROSS WEIGHT- 1000 LB

FigureA3-1
A3-8
 T.O. 1F-105D-1

MAXIMUM THRUST CLIMB

CONSTANT MACH NO.

Model: F-1050
engine: J75-P-19W
fuel grade:' JP-4
fuel density: 6.5 LB/GAL
dolo dole: 1 FEB. 1963
dora bG&Is: FUGHT TEST

TIME ELAPSED

81 000 L - lHDI3M SSOHD 1\flliNI S3lnNIW - 03Sd\f13 3Wil

DISTANCE COVERED

81 000 l - lHDI3M SSOHD WlliNI• S311W W:UlnVN - 8WilJ Nl 03H3AOJ 3JNV1SIO,

Figure A3-2 (Sheet 1 of 2)

A3-9
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CLIMB SCHEDU LE 'l ...
I

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DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX ! ~,7'
(;: ~ ~ A
ALTIITUDE 0-40 40-80 80-100 100-120 ...
... 1.:..
-o "'0
~ S:> ~ S:> '<." ~ ~ (fEET) .!. ~ 0
S:> ~ ~ ~ ~ ~ ~«. KCAS MACH KCAS MACH KCAS MACH KCAS MACH
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.
DRAG INDEX DRAG INDEX DRAG INDEX
....
0 !---< N. I- r + ~ -~ ~ , ~ I - •-, , . -, DRAG INDEX
25. ~ ~ ::rr.V-1-:-- ALTITUDE 120-140 140- 160 160-180 180-200
--!+ - - ~:-t-
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....
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=ell
Z-t
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NOTE:
1. Fuel allowance for engine start, taxi, takeoff and
,..
acceleration to climb speed is approximately 1500 LB. iIilii
0

) ) ) ) ) ) ) )
 T.O. 1F-105D-1

MAXIMUM THRUST CLIMB

SPEED SCHEDULE
400 KCAS TO RECOMMENDED MACH NO.

Model : F-1 OSD

engine: J75-P-19W
fuel grade: JP-4
fuel density: 6 .5 LB/GAL
data date: 1 FEB. 1963
data ba sis: FUGHT TEST

TIME ELAPSED

~~=
=-~~~=
~~--~--r-~--~--~-*--~_,~-+--4---~-+--~ =
&n "'#'

' 81 000 l - !H~I3M SSO~m 1VI11NI

S3!0NIW - 03Sd'f13 3WI!

DISTANCE COVERED

' 81 000 l - 1H~I3M ssmm 1'fi!INI

S311W 1'f)I!O'IN- 8WI1J Nl 03H31\0J 3)N'f!SIO

Figure A3-3 (Sheet 1 of 2)

A3-11

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DRAG INDEX DRAG INDEX DRAG INDEX
Ul
0
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10 ALTITUDE
DRAG INDEX
0- 40 40- 80 80-100 100-120 ... ....
I

(FEET)
KCAS MACH KCAS MACH KCAS MACH KCAS MACH
'....f' ,.,.'
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0
0
....
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0
1:11:
25000 400 0.93 395 0.92 390 0.91 385 0.90 c- ~
~ ;;; Uo
30000 360 0.93 355 0.92 350 0.91 345 0.90 ~

:'1'1
C)
_,
.A 35000 320 0.93 320 0.92 315 0.91 310 0.90 ....
'" -o ~
-
!";
....' 0>
" w,..
)>
......
~Ci ' 40000 290 0.93 285 0.92 280 0.91 275 0.90
c::
~ 45000 255 0.93 250 0.92 250 0.91 245 0.90
)::,.
t.l
l.,
'(;)
::,0
~
....
1\) 80 DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX
...,
() ALTITUDE
CFEEn
120- 140 140- 160 160- 180 180- 200
~ _,
10
KCAS MACH KCAS MACH KCAS MACH KCAS MACH
0 0.61
... Sl 400 0.61 400 0.61 400 0.61 400

~
0
5000 400 0.66 400 0.66 400 0.66 400 0.66
I
10 10000 400 0.71 400 0.71 400 0.71 400 0.71
~
::;
u
...0
15000
. 20000
25000
400
400
380
0.78
0.85
0.89
400
400
375
0.78
0.85
0.-88
400
400
365
0.78
0.85
0.86
400
395
355
0.78
0.84
0.84
-
8
:::00: 3
~
0
w
VI
:;)
30000 340 0.89 340 0.88 330 0.86 320 0.84 ......
0 VI 3
-~
_, 35000 305 0.89 300 0.88 295 0.86 285 0.84 ::a"'CIC
~m 3
w 0.88 265 0.86 255 0.84 om
40000 275 0.89 270
:;)
LL ~c~
45000 245 0.89 240 0.88 235 0.86 225 0.84 ,.....VI:Z:
znill'
:;::x:c
5 Guide lines for temper- e»mCII
ature deviation from 3111:0 ...
standard day NOTl ~~n
=m,.
Hotter - - 1. Fuel allowance for engine start, taxi, takeoff and
Colder ---- accele~ation to climb speed is approximately 1500 LB.
:z
?
i.,

) )
 T.O. 1F-105D-1

MILITARY THRUST CLIMB

CONSTANT MACH NO.

TIME ELAPSED

Model : f-1050
engine: J7S-P-19W
fuel grade: JP-4
fuel density: 6.5 lB/GAl
data date : 1 FEB. 1963
data basis: FLIGHT TEST
- •,
•

91 000 l - lH~I:IM SSO~~ 1\flliNI S:llnNIW - C:ISdVH :IWil

DISTANCE COVERED

Figure A3-4 (Sheet 1 of 2)

A3-13

r- - - - - - - - - - - - - - - - - - - - - -
 "'I -t
c ~ -~ ,·:s I~
...~ ..."'
c
!QQ. !Cl.-
cr-Q..
Q Q
Q -

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,
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0
....
I
Q ;: f.h
~ !" .....
go
'-......
'f', .,-
.....

"O t
=..oQ'--o
~~~~~~

CLIMB SCHEDULE

DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX

.,_ I i I :~' I I I Jl I I 1 ~+ ·~· ALTITUDE 0-40 40- 80 80-100 100- 120
:z: (FEEn
(.!) KCAS MACH KCAS MACH KCAS MACH KCAS MACH
w 50 SL 580 0.88 570 0.86 550 0.83 535 0.81
:tea
_,
VI 5000 540 0.88 525 0.86 505 0.83 495 0.81
!!
~
0~:~~:08 10000 500 0.88 485 0.86 470 0.83 455 0.81
~
:b
(.!)
_,
1 4o 15000 455 0.88 445 0.86 425 0.83 415 0.81
~ c( 20000 415 0.88 405 0.86 390 0.83 380 0.81
~ i=
(;) -z
~
25000
30000
375
340
0.88
0.88
365
330
0.86
0.86
350
315
0.83
0.83
345
310
0.81
0.81
...~
1\)
35000 300 0.88 295 0.86 285 0.83 275 0.81
....
0

~ 20 DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX

ca
_, ALTITUDE 120- 140 140- 160 160- 180 180- 200
(FEEn
8 KCAS MACH KCAS MACH KCAS MACH KCAS MACH
.....
SL 515 0.78 495 0.75 470 0.71 ' 445 0.67

~
I
ca 5000 475 0.78 455 0.75 430 0.71 410 0.67
~
:::; 10000 440 0.78 420 0.75 400 0.71 375 0.67
u
15000 400 0.78 385 0.75 360 0.71 340 0.67
0
.... 20000 365 0.78 350 0.75 330 0.71 310 0.67
!...
0 n=4
w 25000 330 0.78 315 0.75 295 0.71 280 0.67 a )II
VI ~;Ia

"~. ' ~] ~· , . I. ~~ I f~r 295 0.78 285 0.75 265 0.71 250 0.67 ;;!-<
:) · Guide lines.
ature dev1attontemper-
from
30000
35000 265 0.78 255 0.75 240 0.71 225 0.67
z_..
;~::Z:
...
u.. · • -- 1-7-:-- - .. . · standard day
Hotter
- - :.:Ia
nc
0 L----.J!; - Colder NOTE: =et~
z-4
1. fue l allowance for engine start, taxi, takeoff
10 0
·c a nd accele ration to climb speed is approxi-
mately 1 50 0 LB.
!=' n
...
iDl

) ) ) ) ) )
 T.O. 1F-1050-1

MILITARY THRUST CLIMB

TIME ELAPSED

~~--~~----~--~-;~~-~~~~~~~~~--~-T--~_,--~~
u
0
-L-~~
=-~~~
~~~~
~~~~~-U~~NU -~~~~
81 000 l - 1H~I3M SSOH~ WI11NI

Model: F-1 050 SUnNIW - 03SdVH 3WI1

engine: J75-P-19W
fuel grade: JP-4
fuel density: 6 .5 LB/GAL
data dote : 1 FEB. 1963
data basis: FLIGHT TEST

DISTANCE COVERED

S311W WJI1nVN- 8WilJ Nl 03H3AOJ 3JNV1SIO

Figure A3-5 (Sheet 1 of 2)

A3-15

-------------
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)>
':'l
.... ,.."' i'l~l~
-~. Q. p
en cCll
(Q "
Cl !!
Q.
•
:'7 .,....
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I

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0
....
'I ....
I

~I,.
""1!..
7' .., !.. 0
~ ~ :;
co C:
.. - .
~

0 aQ. aQ. c-
0
0
DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX a a -
..... ALTITUDE 0- 40 40- 80 80-100 100- 120 trCL:}
a a "
(FEET) ;... ~ a.
...I
X SL
KCAS MACH
400 0.61
KCAS MACH
400 0.61
KCAS MACH
400 0.61
KCAS MACH
400 0.61
~

(.!) ;!! - 0>

w 5000 400 0.66 400 0.66 400 0.66 400 0.66 a ~ Vt
~ 4o I - II I I v 71 7,/P./?r I
____, 40000 f1,
10000 400 0.71 400 0.71 400 0.71 400 0.71
~ !"; _,
.... -4 G)
~.,. >
::!'
<c)' 0 15000 400 0.78 400 0.78 400 0.78 400 0.78 .... "',...
c: Ill::
0.85 390 0.83 380 0.81
til (.!) 30 20000 400 0.85 400
):,. ~
c( 25000 375 0.88 365 0.86 350 0.83 345 0.81
~
(11 E 30000 340 0.88 330 0.86 315 0.83 310 0.81
(i) z 0.86 285 0.83 275 0.81
35000 300 0.88 295
~ -- -·-·- ----

....
Cl)

1\)
...,0 DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX
~ co
~
ALTITUDE 120- 140 140- 160 160-180 180- 200
(FEET)
0 KCAS MACH KCAS MACH KCAS MACH KCAS MACH
0
.....
co
I
15 i 01 • I " I I ,..... /I / :Y' f ~
SL
5000
400
400
0.61
0.66
400
400
0.61
0.66
400
400
0.61
0.66
400
400
0.61
0.66 [§]
..
< I
~ 10000 400 0.71 400 0.71 400 0.71 375 0.67
:::;
u 0.75 360 0.71 340 0.67
15000 400 0.78 385 g
...0 20000 365 0.78 350 0.75 330 0.71 310 0.67 ~ ~
., ,.
co-,
:.0 -
,..
Q 0.71 280 0.67 c.otl.l'l:::;
w
..,., 25000 330 0.78 315 0.75 295 ......
~~,.,
:;) 30000 295 0.78 285 0.75 265 0.71 250 0.67
~
~o-<
co-,
w 5 ~1 r. Guide lines for temper- 35000 265 0.78 255 0.75 240 0.71 225 0.67 ol.l'l-4
:;) - --·-··--
31:n:Z:
u.. ature deviation from 31:X:IIJ
standard day ~me
Hotter c:tOCII
NOTE: ,...,c-4
te: 1 +r , " '" 1 •- , , , . 1 -- , - --- 1 Colder - - - - 1 =r-
0 1. Fuel allowance for engine start, taxi, takeoff 31:mn
:.0 ,..
10 0 and acceleration to climb speed Is approxi- co-, -
·c mately 1 500 lB. = ~
::11: Clll
?

) ) ) )
l ) ) ) ) ) ) )
-4
0~
Q. Q.
Q9. • &
.:. 0
c- c-,.,~ nP:
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c.-> Ul "'
;: "' -<
~ n-4
3C!:%
£·~"'
Dl~-
~,. ...
. -41""
r-n
NOTE: =ii

~p·
1. Fuel allowance for engine start, taxi, takeoff and
acceleration to climb speed is approximately 1500 lB.

50 1 , t J 1"' t t1v , I !)~ , 1 I ,'"'t);~; , -j ! I , I ~ ,-{ I I !'i" 1 1 ;;-, I 1 )!'jjj -~- ~ t 1 ' i -,- f rl l t -/i r-ii1 i - -,~- ;;-, i- t 1

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....
ct
E
z

-i

·c p
10
.,....
)> 10 15 20 6 8 10 70 80 90 100 ....
I

w
..:..
5I
0
..... FUEL USED TO CLIMB- 100 LB. TIME ELAPSED - MINUTES DISTANCE COVERED IN CLIMB - NAUTICAL MILES ....
I
)>
....<:J
s · o~- !:>....
~ ...
00
c <!' I '" &.
!~!.!.~.
Cl. Cl.
crCL ~~~!..
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-
0 Cll
a~,. ...
.:"'!:in
n -,..
- 4-
:z: c 3:
NOTE: - "'
p
c ~
1. Fuel allowance for engine start, taxi, takeoff and
acceleration to climb speed is approximately 1500 lB.

..,
<Q·
c:
~ Ia
-I
):,.
0
~ 0

" ....
0

I
.....
X
C)
w
3::
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z

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20 6 8

FUEL USED TO CLIMB- 100 LB TIME ELAPSED - MINUTES DISTANCE COVERED IN CLIMB- NAUT Ml

) )
 ) ) ) ) ) ) )

~~~·AT, ~~~~if!llm#ttMi :-~~~1:!-I~ ~

TEMP INCR~SE ··• ~ t • ·i r J l -·t
- - - TEMP DECREASE -: " i . • ~- i

$fafiUJHtlfHH- . l , i :E·.. t
50I
CONFIGURATION BEST CLIMB j
DRAG INDEX MACH NO. l
-------------. !
0- 40 0.93 r-l
1
u
40- 80 0.92 i
8o - too o.91 Il
100- 120 0.90 l. ~
40 . 120- 140 0.89 L.
···" 140 - 160 0.88 i j
' t 160- 180 0.86 j---!
I
I.J-- 180 - 200 0.84 j· i
I FT!~fr:TI
'~TE!Fr L!THf:ftt!.i~
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8
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30
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-~: - :-·r·T:rfi·J_·:y·,--r_:-·;: I_tn-:r _- ~ i ;;r:T:: ~~77 :rr~;-: hrr]

.....t .: l !. ; !
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;::,- i=
....
...~
-
~
40 !· r +·i i · ... t· ·' i -+ • ; !- CONFIGURATION BEST CLIMB ..J
0
..... 0 DRAG INDEX MACH NO. j
~ +· ·-
• I
~

0 - 40 0.88 ; 1
40 - 80 0.86 :J
80 -100 0.83 i i
100 - 120 0.81 : !
120- 140 0.78 i !
140 - 160 0.75 .: l
30I . I - - -·' l' . ~[:;> ! ' .
; ; ' ! ; i ' -.::L ! 160- 180 0.71 .....;
180 - 200 0.67
.I ' . lI
L

'f-1·-
··~ ;4~-nrr' J-hd ~ .4:-i ~ t- ; -~ "! ._,,,T'"l
~ -i -1· • ·; ; ·-~. :; i· : ;--,
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20 10 0 30 ...
0
I

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CD
DEVIATION FROM
STD TEMP - ·c GRO SS WEIGHT - 10 00 LB
U1

...
0
I
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~
-·-~l .,...
, ( ··t
0 1 ~ J. . ,
~LTITUDE
•o f---tr~
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0
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1
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._____. . ..tt... .--L--..... __J_t....IJH
L.~-
...l.... l. ca H·J
...1-.~o..
!
...!- ..- ·
50 0
DEVIATION FROM DEVIATION FROM
STD TEMP °C GROSS WEIGHT - 1000 LB STD TEMP oc

) ) ) )
 T.O. 1F- 1050-1

[Q]
MILITARY THRUST CLIMB Model: F-1050 fuel densily: 6 .5 lii/GAl
KC-135/F-105D engine : J75-P-19W dolo dote : 1 FEB. 1963
BUDDY CLIMB JP-4 data ba•la: '"UGHT TEST
SPEED SCHEDULE ....
cG
50 .. '
C>

-...
C>
C>

:z:
C)
i:U
~
"'
"'0
IIIIC
C)
....
c
t=
~
30

ALTITUDE KCAS MACH

(FEET)
Sl 325 0.49
5000 325 0.54
10000 325 0.58
15000 325 0.64
20000 325 0.70
25000 325 0.77
30000 325 0.85
4000

....cG
cG 3000
~
:::;
u
...
0
...
Q '
Ill ~·

"':::) 2000
....
loU
:::)
u.

10 0
·c

Figure A3-9 (Sheet 1 of 2)

A3-21
 T.O. 1F-105D- 1

mod.!: F-1050 MILITARY THRUST CLIMB

.,gin• : J75-P- 19W KC135 t f-105D BUDDY
lu.l grod•: JP-4 CLIMB SPEED SCHEDULE
lu.l d•nsity: 6.5 LB/ GAL
dota dot.: 1 FEB 1963
databaals: FUGHTTUT
~
C)
iii
~~
~§ 40~~--·~~~~~~-4--~--~-+~~~~-4
e~~:-
C>I

In
IU
5z
i 20
1t
I
ca
~
::;
u 15
~
Q
IU
X! 10 ~IDE UNES FOR mll'ERATUR£
<
.... DEVIATMXl FROM STANDARD DAY
""'
IU
oorm
~ tnllfR - - -
t= 5

0
.

Figure A3-9 (Sheet 2 of 2)

A3-22
 T.O. 1F-1050-1

PART 4 RANGE

T ABLE OF CONTENTS

Constant Altitude Long Range Cruise Information . A4-2, A4-17

Cru1se Climb Information A4-7, A4-8, A4-20

Specific Range Charts . A4-1 1, A4-12, A4-22

Diversion Range Summary Table A4-15, A4-26

Diversion Endurance Summary Table A4·5, A4..JO

Fuel Consumption in Minimum Extended A/ B Range . A4;34

A4·1
T.O. 1F-1050-1

CONSTANT ALTITUDE CONSTANT ALTITUDE LONG RANGE CRUISE

LONG RANGE CRUISE
MACH NO. AND TIME From the constant altitude cruise curves the pilot
can determine: 1) Speed for long range cruise, 2)
Distance available for a given fuel quantity or fuel
required to fly a given distance, and 3) Ti~me elapsed ~
during the cruise segment of (2) above, with wind
SAMPLE CHART and temperature conditions included.
Not to be used for
60~--.------.­ EXAMPLE I
....
&0 Flight Plonning

g Conditions: Configuration: Clean+ 650 gal tank

0
(centerline) + (2) 450 gal tanks (inboard)
Initial Gross Weight: 4 7 ,000 lb
Cruise Altitude : 15,000 ft
Winds: Average 50 knot headwind
Ambient Temperature: 20°C warmer than
standard

Find: Cruise Mach number, fuel r equired and time

elapsed to fly 350 NMi Ground Distance.

Solution:

1. Determine the configuration drag index from

figure A1-5 by adding the various store drag
numbers.
Ill:
LU
&0 Store
+------1 0.8 ~
Store Location Drag
::;)
"'-H-If-7''-----+--~D z NO.
::z::
,q...,<+-,<-,4-+---+-------1 0.7 vc( (1) 650 gal tank Centerline 24
~
(1) 450 gal tank Left inb'd 14

(1) 450 gal tank Right inb 'd 14

Configuration Drag Index =52

2. Read Standard Day temperature a5 15,000 ft
pressure altitude from Standard Atmosphere
Table (figure Al-10) = -14.718°C.
Prevailing temperature = Standard + 20° C =
14.718° + 20° = +5.282°C.
3. Estimate Average Gross Weight
Initial Gross Weight= 47,000 lb
Estimated Fuel Used= 4000 lb
Estimated Final Gross Weight= 43,000 lb
Estimated Average
Gross Weight = 4 7,000 + 43,000
2 45,000 lb
4. Enter sample chart page A4-2 estimated aver-
age gross weight= 45,000 (A). Move to the
right and intercept pressure altitude= 15,000
ft at (B), and project down to the configura-
tion drag index number= 52°(C). Move to

A4-2
 T.O. 1F-105D-1

the right and read estimated constant altitude Find: Cruise Mach number, w:ound distance available
cruise Mach number= 0.754 (D). and time elapsed in cruising with 2000 lb of fuel

5. Enter sample chart page A4-4 estimated cruise Solution:

Mach number= 0.754 (E).
Parallel the guide lines from (E) until the am- 1. Determine tnt• configuration drag index from
bient temperature (+5°C) is intercepted at (F). figure A1·5 by adding the various store drag
!<'rom (F) move to the right and intercept the numbers.
50 knot headwind line at (G). Continue from
(G) to the zero wind- true airspeed reflector
line (H). Drop down to the velocity scale and Store
read T AS -= 492 knots, ( J). From (G) extend Store Location Drag
a vertical line upward to the required range NO.
line= 350 NMi, (K). From (K) move to the
left and read estimated elapsed time= 47.5 (1) 450 gal tank Lefl inb'd 14
minutes . (L).
(1) 450 gal tank Right inb.d 14
6. Enter sample chart page A4-5 at estimatP.d
average gross weight= 45,000 lb, (M). (1) AGM-12B Left outb'd 13
Move horizontally to cruise altitude= 15,000 (in the presence
ft, (N). Drop vertically to configuration drag of inb 'd fuel
index number= 52, (P). Move horizontally tank)
to true airspeed = 492 knots, {Q), move up
and int~rcept estimated elapsed time= 47.5 (1) AGM-12B Right outb 'd 13
minutes, (R). Move to the left and r ead fuel (in the presence
used= 5050 lb, (S). of 1nb 'd fuel
tank)
7. Revised Estimated Average Gross Weight
Initial Gross Weight =- 4 7,000 lb Configuration Drag lndex = 54
Fuel Used Reading :=: 5050 lb
Final Gross Weight= 41,950 lb
Average Gross 2. From figure A1-10 read standard day tempera-
Weight= 47,000 + 41,950 ture at 30,000 ft pressure altitude= -44.436°C.
2 - 44,475 lb Ambient temperature= -44.436 - 10 =
-54.436°C.
8. Reworking steps 4, 5, and 6 with revised aver-
age gross weight = 44,475 lb, the respective 3. Determine Average Gross Weight
readings are: Initial Gross Weight = 44,000 lb.. ·
Mach Number 0.754 Fuel Used in Cruise = 2000 lb ~
True Airspeed 492 knots Final Gross Weight= 42,000 lb
Elapsed Time 47.5 minutes Average Gross
Fuel Used 5050 lb Weight= 44,000; 42,000 = 43 .000 lb

Calibrated airspeed can be read from figure

A4-1 at 0. 75 Mach number and 15,000 ft as
386 KCAS.
EXAMPLE II
Conditions: Configuration: Clean + (2) 450 gal tanks
(inboard)+ (2) AGM-12B (outboard)
Initial Gross Weight: 44,000 lb
Cruise Altitude: 30,000 ft
Wind: Avt!rage 50 knot tailwind
Ambient Temperature: l0°C colder than
standard
4. Enter sample thart page A4-2 at average gross
weight= 43,000 lb. ( AA) . move to the right
to cruise alLitude = 30,000 ft, (BB) , drop
vertically to configuration drag index = 54
(CC), move to the right an.d read cruise Mach
number = 0.877, (DD).
5. Enter sample chart page A4-4 at cruise l\lach
number= 0.877, (EE). Parallel the guide
lines from (EE) until the ambient temperature
(-54° C} is intercepted at (FF). From (FF)
move to the right and intercept thf' zero wind ;

A4·3
T.O. 1F- 105D-1
true airspeed reflector line at (GG). Drop
down to the velocity scale and read true air-
speed= 502 knots , (HH). Continue from (GG)
horizontally to the 50 knot tail wind line, (JJ).
From (JJ) project a vertical line into the time
- ground distance plot.
7. Re-enter sample chart page A4-4 at elapsed
6. Enter sample chart page A4-5 at average gross
weight= 43,000 lb, (KK).
Move horizontally to cruise altitude =30,000 ft,
A4·4
(LL). Drop down to configuration Drag Index
number= 54 (MM). From (MM) move hori-
zontally across to true airspeed = 502 knots,
(NN). Move up to fuel used = 2000 lb and
read time elapsed= 23.5 minutes at (PP).
time= 23.5 minutes (RR). Move to the right
and intercept line from (JJ) and read ground
distance = 215 NMi, (SS).
 T.O. 1 F-1050-1

CONSTANT ALTITUDE
LONG RANGE CRUISE
MACH NO. AND TIME

SAMPLE CHART
Not to be used for
Flight Planning

c.:
llol
ra
~
i 0.8 t----il----1---f--:,
:z:
u
< E
~

AMBIENT TEMP - °C GROUND SPEED - KNOTS

A4-5
T.O. 1F-105D-1

CONSTANT ALTITUDE
LONG RANGE CRUISE
NAUTICAL MILES PER POUND OF FUEL
FUEL FLOW AND FUEL USED

SAMPLE CHART
Not to be used for
Flight Planning

60 8
....
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FUEL FLOW- 1000 LB/HR
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A4-6
 T.0.1F-105o-·

CRUISE CLIMB PERFORMANCE

CRUISE ALTITUDE, MACH NUMBER AND TIME
rnl
L.,Qj
SAMPLE CHART
Not to be used for
Flight Planning

35 taa
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0 150 500 600 700

0
CONFIGURATION DRAG INDEX GROUND SPEED - KNOTS
AMBIENT TEMP- °C

A4·7
T.O. lF-1050-1
CRUISE CLIMB
From the cruise-climb curves the pilot can determine:
1) Mach number for long range cruise, 2) Altitudes
for long range cruise, 3) Fuel required to fly a given
distance, or distance covered for a given fuel quantity,
4) Time elapsed during cruise segment of (3) above,
with wind and temperature corrections as applicable.
EXAMPLE I
Conditions: Configuration: Clean+ (6) 750 lb bombs
(centerline)+ (2) 450 gal tanks (inboard)
Initial Gross Weight: 47,000 lb
Winds: Average 40 knot tailwind
Ambient Temperature: 15"'C warmer than
standard day
Find: 1) Cruise Mach number and altitudes for
long range cruise
2) Fuel required and time elapsed to fly 250
NMi.
Solution:
1. Determine configuration drag index from
figure A1-5 by adding the various store drag
numbers
Store
Store Location Drag
NO.
(6) 750 lb bombs Centerline 75
(1) 450 gal tank Left inb'd 14
(1) 450 gal tank Right inb'd 14
Configuration Drag Index = 103
2. Estimate Average Gross Weight
Initial Gross Weight = 4 7,000 lb
Estimated Fuel Used -= 4000 lb
Estimated Final Gross Weight = 43,000 lb
Estimated Average
Gross Weight= 47,000 + 43,000 = 45 000 lb
2 '
3. Enter sample chart page A4-6 at configuration
drag index = 103 (A), move up to estimated
average gross weight ( 45,000 lb) (B), move to
the right and read estimated average cruise
pressure altitude == 26,800 ft, (C).
A4·8
4. Enter ICAO density altitude chart, figure Al-9,
with estimated cruise pressure altitude= 26.800
ft and read standard day temperature ( -38°C).
Ambient temperature = ( -38 + 15) = -23° C.
5. Re-enter sample chart page A4-6 at configura-
tion drag index= 103 (A), move up to line (D).
move across to the Mach number scale and read
cruise Mach number= 0.849 (E). Parallel the
guide lines from (E), until the ambient tempera-
ture (-23°C) is intercepted at (F). From (F).
move to the right and intercept the zero wind-
true airspeed reflector line, (G). Drop down
to the velocity scale and read T AS = 524 knots.
(H). J<l:om (G) continue across to a 40 knot
tailwind at (J). and move up to the required
range Jine =250 NMi, (K). Move to the left
and read elapsed time= 26.5 minutes, (L).
6. Enter sample chart page A4-8 at estimated
gross weight= 45,000 lb, (M). Move up to
configuration drag index= 103, (N). Move
to the right and intercept true airspeed=
524 knots at (P) (see step 5). Move up to a
time of 26.5 minutes, (Q) (see step 5), and
move to the fuel used scale to read 2930 lb
of fuel. (R).
7. Revise Estimated Average Gross Weight
Initial Gross Weight= 47,000 lb
Fuel Used Reading= 2930 lb
Final Gross Weight= 44,070 lb
Average Gross
Weight= 47,000; 44,070 = 45 .535 Ib
8. Reworking steps 3, 4, 5 and 6 with revised
average gross weigh~= 45,535 lb, the respec-
tive readings are:
Average Cruise-Climb Altitude== 26,700 ft
Temperature (-37.9 + 15) == -22.9 ° C
True Airspeed = 524 knots
Time = 26.5 minutes
.Fuel Used == 2940 lb
9. To find initial and final cruise-climb altitude
enter sample chart page A4-6 at configuration
drag index= 103, (A). Proceed to the initial
gross weight = 4 7,000 lb, (S), move to the
right and read initial cruise-climb pressure
altitude, 25,900 ft, (T). Continue from (S)
to final gross weight= 44,070 lb, (U). Move
across and read final cruise pressure altitude,
27,200 ft, (V).
 T.O. 1F-1050-1

CRUISE CLIMB PERFORMANCE

NAUT MI JLB • FUEL FLOW, FUEL

a
ID
.....
0 &
0

-
0

c
11.1

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:;::)
4
....
11.1
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u.

SAMPLE CHART
Not to be used for
FliCJht PlanninCJ
~~ 1 110 15
FUEL FLOW- 1000 LB/HR
I I

I I

....
11.1
:;::)
u.
u.
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.-------l- - - + - -- --+-- c - 8.12+---++H+t+M--+----+-----1
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A.

35
GROSS WEIGHT- 1000 LB

A4-9
T.O. 1F-105D-1

EXAMPLE II standard day temperature= -46°C.

Conditions: Configuration: Clean + (2) 450 gal tanks
(inboard)+ (2) AGM-12B (outb'd)
Initial Gross Weight: 44,000 lb
Winds: Average 50 knot headwind
Ambient Temperature: 10°C colder than
standard day
Find: 1} Cruise Mach number and altitudes for
long range cruise.
2) Ground distance available and time
elapsed in cruising with 2000 lb of fuel.
Solution:
Ambient temperature= ( -46°C + -10°C) =-56'
5. Re ..enter sample chart page A4-6 at configura-
tion drag index = 54, (AA). Move up to line,
(DD), move across to the Mach number scale
and read cruise Mach number= 0.880, (EE).
Continue from (EE), parallel to the guide lines
until the ambient temperature ( -56° C) is inter·
cepted at (FF), move to the right until the 50
knot headwind is intercepted at (GG). Continu·
from (GG) to the zero wind-true airspeed re-
flector line (HH). Drop down to the velocity
scale and read TAS = 508 knots, (JJ). From
(GG) extend a line upward into the time-grounc
distance plot.

6. Enter sample chart page A4-8 at average gross

1. Determine the configuration drag index from weight= 43,000 lb, (KK), and move up to con -
figure Al-5 by adding the various store drag figuration drag index= 54:, (LL) . Move to the
numbers. right to true airspeed- 508 knots, (MM). From
(MM) move up to fuel available = 2000 lb at
Store (NN) and read time elapsed = 22.6 minutes .
Store Location Drag
NO. 7. Re-enter sample chart page A4·6 with time
elapsed (22.6 minutes) at (PP), move to the
(1) 450 gal tank Left inb'd 14 right and intercept line from (GG). The point
of interception (QQ) is the ground distance
(1) 450 gal tank Right inb'd 14 covered = 17 3 NMi.
(1) AGM-12B Left outb 'd (in 13 8. Initial and final cruise altitudes of 30,300 ft
the presence of and 31,300 ft respectively are determined in
inb'd fuel tank) the same way as in example I, by reading, from
(AA) to the initial gross weight= 44 ,000 lb and
(1) AGM-12B Right outb'd (in 13 to the final gross weight= 42,000 lb.
the presence of
inb'd fuel tank) Note
Configuration Drag Index = 54 An alternate method can be used to deter-
mine the time elapsed, and distance covered
with 2000 lb of available fuel. Enter chart
2. Determine Average Gross Weight as in step 6 and proceed from (LL) across
Initial Gross Weight= 44,000 lb to the nautical miles per pound scale and
Fuel Used in Cruise= 2000 Jb read 0.0958 NMi/lb. Multiplying the fuel
Final Gross Weight = 42,000 lb available (2000 lb) by the NMi/lb (0 .0958)
Average Gross will give the zero-wind distance. 2000 X
Weight = 44,000 + 42,000 = lb 0.958 = 192 NMi. To correct for wind use
2 43 •000
the following relationship:
Distance with wind = (zero-wind distance)
3. Enter sample chart, page A4-6 at configuration
(TAS ±Wind Speed}, where the plus
drag index= 54, (AA). Move up to estimated
average gross weight ( 43,000 lb) (BB), move TAS
across to altitude scale and read average cruise- sign is used for a tailwind and the minus sign
climb pressure altitude= 30,900 ft, (CC). is used for a headwind. Distance with a 5<)
knot headwind = 192 (508-50)
4. Enter ICAO density altitude chart, figure 173 NMi.
A1-9, at 30,900 ft pressure altitude and read 508
A4·10
 T.O. 1F- 1050- 1

SPECIFIC RANGE
CRUISE FACTOR FOR NAUTICAL
MILES PER POUND OF FUEL

SAMPLE CHART
Not to be us ed for
Flight Planning ~ 1.0
§:5§
...,.g..,
"'..,.., HH
01:
Uol
a:a 0.8
~
:;:)
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X
u 0.6
~

0.4

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........
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35 u

L-----~----~-----L----~----~----~ 40
0.4 0.5 0.6 0.7 0.8 0.9 1.0
MACH NUMBER

A4-11
T.O. 1F-1060-1
Note (continued)
Time =Distance with wind -;. speed with
wind = 173/(508-50) = 0.377 Hr.
0.377 Hr. x 60 Min. =_ 226 M'
Hr. · m.
SPECIFIC RANGE CHARTS
Nautical miles per pound of fuel , true airspeed and
fuel flow can be read from these charts for any
Configuration Drag Index for any conditions of
Gross Weight, Pressure Altitude, Mach number
and Ambient Temperature.
EXAMPLE I
Conditions: Configuration: Clean Aircraft
Initial Gross Weight: 40 ,000 lb
Cruise Altitude: 5000 ft
Cruise Speed: 490 KCAS
Ambient Temperature: 5°C colder than
standard day
Find: Average Nautical Miles per pound of fuel,
fuel flow and fuel used during a 10 minute cruise.
Solution:
1. From figure A4-1 determine Mach number at
5000 ft for 490 KCAS = 0 .8 Mach number.
2. Determine standard day ambient temperature
at 5000 ft pressure altitude from Standard
Atmosphere Table figure A1-10 = 5.094°C.
Ambient temperature = Standard -5° =
5.094-5.0 = 0.09°C
3 . Estimate Average Gross Weight
Initial Gross Weight = 40,000 lb
Estimated Fuel Used = 2000 lb
Estimated Final Gross Weight = 38,000 lb
Estimated Average
Gross Weight= 40,000 + 38,000 = 39 000 lb
2 '
4 . Enter sample chart page A4-10 at estimated
average gross weight of 39,000 lb , (A) and
move to the right to 5000 ft altitude line, (B),
~:.~;·. :.:--:>to base line, (C).
5. Follow guide line to Cruise Mach number =
0.80, (D).
6. Move to the right and read Cruise Factor -
Clean Configuration= 7 .3, (E).
A4-12
7 . Since no external stores are carried, go directly
to the " Nautical miles per Pound of Fuel and
Fuel Flow Chart." Enter chart page A4-12
at lower left hand corner at Cruise Mach
number= 0.80, (F).
8. Move to the right to the Cruise Factor= 7.3 ,
(G).
9 . Move up to Cruise Altitude= 5000 ft, (H).
10. Move to the right to read nautical miles per
pound of fuel from scale= 0.0660, (J).
11. Enter chart at Mach number = 0.8 at (L) and
interseet t he ambient temperature = 0" C at
(M). Enter chart at nautical miles per pound
of fuel = 0.0660 at (K) and draw a horizontal
line.
12. Move upward from (M) to intersect line at (N)
and read fuel flow= 7800 pounds per hour.
13. Compute fuel required for 10 minute cruise:
time (min) X fuel flow lb = fuel used.
60 (min) hi
10 X 7800 = 1300 lb
60
14. Revise Estimated Average Gross Weight
Initial Gross Weight= 40 ,000 lb
Computed Fuel Used == 1300 lb
Final Gross Weight= 38,700 lb
Average Gross
Weight= 40,000 + 38,700 = 39 350 lb
2 ,
15. Reworking steps 4 thru 10 with revised average
gross weight= 39,350 lb
Nautical Miles per pound of fuel is read as
0.0657 and fuel flow as 7850 lb/hr
Fuel used for cruise = 10 X 7850 = 1308 lb
60
EXAMPLE II
Conditions: Configuration: Clean + (2) 450 gal tanks
(inboard)+ (2) M-117 750 lb bombs (outb'd)
Initial Gross Weight : 47 ,000 lb
Cruise Altitude: 20 ,000 ft
Cruise Speed: 420 KCAS
Ambient Temperature: Standard Day+ 5°C
Find: Time elapsed , zero-wind distance covered ,
average fuel flow and nautical miles per pound of
 T.O. 1F-1050-1

SPECIFIC RANGE
NAUTICAL MILES PER POUND
OF FUEL AND FUEL FLOW

SAMPLE CHART
Not to be used for
Flight Plonning
c
z
•r-r--.ru,145 0.14·1-----+---hL-----rq._-1-~~-~
A.
1111:

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A.
:121/t 0.12'1----1-----1-~-+--+-+--'-
....
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i

1111:
1111:

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;:)
z
X X
u 0.6 u
< < - 0.6
~ ~

0.4

A4-13

,--
T.O. 1F-105D-1

fuel, having available 4000 lb of fuel for cruise at 8. Enter Sample Chart page A4-10 at Cruise
constant altitude. Factor - Clean Configur-ation = 11.0 ( FF) and
draw a horizontal line (FF-GG).
Solution:
9. Enter Mach number scale at cruise Mach =
1. From figure A4-1 determine Mach Number at 0.892, (HH) and move to the right to inter-
20,000 ft for 420 KCAS =0.892 Mach number sect configuration drag index 60 at (JJ).

2. Determine standard day ambient temperature 10. From (JJ) draw a vertical line to intersect line
at 20,000 ft from Standard Atmosphere Table (FF-GG) and read total eruise factor= 13.8
(figure A1-10) = -24.624°C. at (KK).
Ambient temperature= Standard+ 5° =
-24.624 +5° = -20°C 11. Enter Sample Chart page A4-12 at Cruise Mach
number= 0.892, (LL).
3. Determine the configuration drag index from
the table on figure Al-5 by adding the various 12. Move to the right to Cruise factor = 13.8, (MM)
store drag numbers then move upward to intercept cruise altitude
line= 20,000 ft, (NN). From (NN) move hori·
zontally to read nautical miles per pound of
Store fuel= 0.0760 at (PP).
Store Location Drag
NO. 13. Enter chart at Mach number= 0.892 at (RR)
and intersect the ambient temperature =
(1) 450 gal tank Left inb'd 14 -20°C at (SS). Enter chart at nautical miles
per pound of fuel= 0.0760 at (QQ) and draw
(1) 450 gal tank Right inb'd 14 a horizontal line.

(1) M-117 750 lb Left outb'd (in 16
bomb the presence of
inb'd fuel tank)
(1) M-117 750 lb Right outb'd (in 16
bomb the presence of
outb'd tank)
Configuration Drag Index = 60
4. Compute Average Gross Weight
Init ial Gross Weight= 47 ,000 lb
I<'ucl Used for Cruise =4000 lb
Final Gross Weight = 43,000 lb
Average Gross
Weight = 4 7,000 + 43,000 = 45 000 Jb
2 '
5. Enter sample chart page A4-10 at average
gross weight= 45,000 lb, (AA), and move to
the right to 20 ,000 ft altitude line, (BB), then
drop down to base line, (CC).
6. F'ollow guide line to Cruise Mach number = knots, read true airspeed = 552 knots
0.892, (DD).
7. Move to the right and read Cruise Factor -
Clean Configuration = 11.0, (EE).
14. Move upward from (SS) to intersect. line at ('IT)
and read fuel flow= 7250 lb/hr.
15. Compute time elapsed during Cruise: F'uel +
fuel flow = time in hours
4000 lb + 7250 lb/hr = 0.55 hr.
16. Compute distance covered during cruise:
NMi per pound of fuel X fuel used= zero-
wind distance
0.0760 X 4000 = 304 NMi
Note
To correct distance for prevailing winds
use the following relationship.
Distance with wind= (zero-wind distance)
(TAS ± Wind Speed)
TAS
The plus sign is used for a tailwind and
the minus used for a headwind.
Examples: To correct the no-wind dis-
tance of 304 NMI (computed in step
16) for a prevailing headw1nd of 20
at (UU).
Then, (304 NMi) (552-20 =
552
293 NMi with 20 knot headwind

A4·14

DI VERSION SUMMARY TABLES
Diversion Range and Diversion Endurance Summary
Tables are each presented for four configuration
drag indices. Since the variation between adjacent
configurations is small, the chart which comes
closest in drag index to the configuration flown may
be used.
These tables are provided to determine range (or
time) available with various values of fuel remain-
ing. Included in the range charts are four flight
profiles, as follows:
Cruise at initial altitude until over base.
Time and fuel are included for a penetration
descent at destination, but range does not
include descent distance.
@ Cruise at initial altitude and descend on
course. Time and fuel are included for a
maximum range descent at destination and
range includes the on-course descent distance.
@ Use optimum altitude over base. Time and
fuel are included for a military thrust climb
to optimum altitude and a penetration de-
scent at destination. Range includes on-
course climb distance but does not include
descent distance.
@ Use optimum altitude and descend on course.
Time and fuel are included for a Military
Thrust climb to optimum altitude and a max-
imum range descent at destination. Range
includes both the on-course climb and de-
scent distances.
The endurance charts show flight time available at
speeds for maximum endurance for the following
two pro files:
@ Loiter at initial altitude. Time and fuel
included for a maximum range descent to
sea level destination.
@ Climb to and loiter at optimum altitude.
Time and fuel included for both a Military
Thrust climb to optimum altitude and a
maximum range descent to sea level
destination.
Sample Problem
Given:
Clean aircraft [947] C/W plus (2) 450-gallon
tanks with 3000 lbs of fuel on board at 15,000
feet pressure altitude.
T.O. 1F- 105D-1
Find: (a) Zero wind distance available at optimum
altitude.
(b) Zero wind endurance time at optimum
altitude.
Solution:
1. Determine the configuration drag index from
figure A 1-5 by adding the various store drag
numbers.
Store
Drag NO.
Clean Aircraft [947] C/W 20
(1) 460 gal tank, right inb'd 14
(1) 450 gal tank, left inb'd 14
Configuration Drag Index= 48
The chart closest to a configuration index
of 48 is the one for configuration drag
index= 52.
2. Enter Diversion Range Summary Chart for
drag index of 52 (page A4-26) at initial
altitude of 15,000 feet and 3000 lbs of fuel
onboard, an-:! read:
(a) For profile @ , climb to 30,000 feet
to realize a 160 nautical mile zero-wind
range over destination and arrive at
sea level destination with 1000 lb
approach and landing reserve. Flight
time is 24.7 minutes. Cruise speed at
30,000 feet is shown at the bottom of
the chart to be 0.85 Mach.
(b) For profile @ , climb to 35,000 fE!eL
to realize a 262 nautical mile zero-wind
range , of which 64 nautical miles is
the maximum range descent distance
to sea level destination, and arrive
with 1000 lb approach and landing re-
serve. Flight time is 34.9 minutes and
cruise speed is 0.87 Mach .
3. Enter Diversion Endurance Summary Chart
for drag index of 52 (page A4-30) at initial
altitude of 15,000 feet and 3000 lbs of fuel
on board. For profile @ , climb to 35,000
feet to realize 36.9 minutes in flight, of
which 11 .6 minutes is t he maximum range
descent time to sea level destination, and
arrive with 1000 lb approach and landing
reserve. Loiter at 35,000 feet. at 0.79
Mach number.
A4·15
I
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15 25
PRESSURE ALTITUDE - 1000 FEET

) ) )
 T.O. 1F-105D- 1

CONSTANT ALTITUDE
LONG RANGE CRUISE
MACH NUMBER AND TIME

Model: F-1050
engine: J75·P-19W
fuel grade: JP-4
fuel density: 6.5 L.B /GAL
data date: 1 FEB. 1963
data basis: FUGHT TEST

-
! ~· +··il •
~--! ; "!'

t
!7--~r-~--t-~--r-----~~:,~-1~:-'-.-~:~~--~~~~~~~~~~ 0.9
-· -+-;t-·-·
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t-~----~----~f,t~~-lr---.--1.--.~~-~~-~~~~-~~:~~-t--;-,-t~.~.-.--~:-t~~j~.--.~~.-.~,~~~--~----~~ 0.5
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• ! 1 1 ~
.--·-~- _:_.Llttt:__ ----~_:_-~. 1.":.1-~-·~~· !..J"_~;_ -L.J..t,_
Figure A4·2 (Sheet 1 of 3)

A4-17
T.O. 1F-1050,..1

model:
engine:
fuel grade:
fuel denalty:
data date:
dGta bcrsls:

PRESSURE STD DAY

ALTITUDE TEMP
1000FT ·c
0 15
5 5
10 -5
15 -15
20 -25
25 -35
30 -44
35 - 54
40 -57

0 ~100
. 0 100 400 500 600 700
AMBIENT TEMPERATURE- oC GROUND SPEED -KNOTS

Figure A4-2 (Sheet 2 of 3)

A4-18
 T.O. 1F-105D-1

model: F-1050 CONSTANT ALTITUDE

engine: J75-P-19W LONG RANGE CRUISE
NAUTICAL MILES PER POUND
fuel grade: JP-4 OF FUEL, FUEL ROW
fuel density: 6.5 LB/ GAL AND FUEL USED
data date: 1 fifB 1963
data basis: FLIGHT TEST

...
Ill

§
~ ...
Q

§... ......"'
:l

I ...
:l

....
:z:
C>
iii
:t
"'"'0
~

Figure A4-2 (Sheet 3 of 3)

A4.19

,-
T.O. 1F-105D-1

CRUISE CLIMB PERFORMANCE model: F-105D

CRUISE ALTITUDE, MACH NUMBER ·AND TIME engine: J75-P-19W
fuel grade: JP-4
fuel density: 6.5 LB/GAL
data date: 1 fEIB 1963
data basis: FLIGHT TEST

0
5
10
15
20
25
30
35
40

0 50 150
CONFIGURATION DRAG INDEX GROUND SPEED - -KNOTS

Figure A4-3 (Sheet 1 of 2)

A4-20
 T.O. 1F-105D-1

model: f..lOSD CRUISE CLIMB PERFORMANCE

engine: J75-P-19W NAUTICAL MILES PER POUND OF FUEL,
fuel grade: FUEL FLOW AND FUEL USED
JP-4
fuel density: 6.5 LB/GAL
data date: 1 f£8 1963
data basis: FLIGHT TEST

Q
w
"'
;:)

0.1 6 0.16

1
-1
0.14

iii
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0
Q
z
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2
0 .10
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A.
0.10
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0 .08 ;:) 0.08
~

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0.04 j I I

GROSS WEIGHT - 1000 LB

Figure A4-3 (Sheet 2 of 2)

A4-21
T.O. 1F-105D-1

SPECIFIC RANGE :-T---- , -·-·····--T~-~-

CRUISE FACTOR FOR NAUTICAL !
MILES PER POUND OF FUEL i

~' •·' ·1 ~ H I
Model: f.105D 1- - - + - - - + -
engine: J75·P· 19W
foal grode: J P-4
6 .5 li/GAL

z
0
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MACH NUMBER
Figure A4-4 (Sheet 1 of 4)

A4·22
 T.O. 1F-105D-1

SPECIFIC RANGE
CRUISE FACTOR FOR NAUnCAL
MilES PER POUND OF FUEL

model: F-1050
8i 0.8 J.l..I-Jrl.l,.f.-1..-l-).~4f,--t-~-t--:--t----;--r;-->! engine: J75-P-19W
~
:1
fuel grade: JP-4
z fuel density: 6.5 LB/GAL
X data elate: 1 F'EB 1963
u
data basis: FLIGHT TEST
~

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0
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z
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Figure A4-4 (Sheet 2 of 4)

A4·23
T.O. 1F-1050-t

SPECIFJC RANGE
NAUTICAL MILES PER !JPUND
OF FUEL AND FUEL FLOW

model:
engine:
luel grade:
luel density:
data date:
data basis:

Figure A4-4 (Sheet 3 of 4;

A4-24
 T.O. 1F-105D-1

SPECIFIC RANGE
NAUTICAL MILES PER POUND
OF FUEL AND FUEL FLOW

M..,_,: F-lOSD

,.,., ......
...!'"•' , J7S-'· 19W

....
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6.5 LI/OAL
1 Fa. 1963
...0 RIGHT TUT

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a.
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....w PRESSURE STD DAY
ALTITUDE TEMP
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u 0 15
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30 -44
35 -54
40 -57

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z
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Figure A4-4 (Sheet 4 of 4)

A4-25
T.O. 1F-1050-1

DIVERSION RANGE SUMMARY TABLE model : F-1050

engine : J75-P-19W

rnl
~
CONFIGURATION ....
DRAG INDEX r Q fuel grode:
fuel density :
JP-4
6.5 lB/GAl
dolo date : 1 FEB. 1963
Standard Day - No Wind
dat a basis: FUGHT TEST

Climb at 0.88 True Mach No. with Military Thrust. @ Time & Fuel Included for a Penetration Descent @Time & Fuel Included for Climb to Optimum Alii·
at Destination. Range Does Not Include Distance tude and Penetration Descent at Destination.
*Schedules Provide For Arrival at Sea level with for Desc~nt at Destination. Range Does Not Include Distance for Descent
1000 lB Fuel- Approach and landing Reserve. at Destination.
® Time & Fuel Included for a Maximum Range @ Time &Fuel Included for Climb to Optimum Ali i·
tude and Maximum Range Descent at Destination.
With Over 3000 lB of Fuel Remaining, Fly at Descent at Destination. Range Includes Distance Range Includes Distance for On·Course Descent
35000 FT at M 0,89 for Optimum Range. for On-Course Descent to Sea Level Destination to Sea level Destination
*TOTAl .RANGE AND TIME REMAINING WITH 1000 LB RESERVE AT SL
FUEL
OH INITIAL ALTITUDE PROCEDURE
BOARD 1000 fT SL 5 10 15 20
LB 25 30 35
NAUT Ml 36 30 26 20 14 10 4 - Cruise at Initial Altitude Unti I Over
MINUTES 6.2 6.2 6.5 6.5 6.6 6.7 6.7 - Base Q)
NAUT Ml 36 45 57 67 79 91 102 114 Cruise at Initial Altitude and Descend on
MINUTES 6.2 8.1 10.0 11.6 13. 1 14.7 16.0 17.7
1500 rwao Fr SL/ 15 5/20 1110/ 25 15/25 It 20/30 25/35 30/35 - / 40
Course OPTIMUM ALTITUDE @_
NAUT Ml t36 1130 11 26 t20 It 14 10 4 t - Use Optimum Altitude Until Over Ba@
MINUTES 6.2 6 .2 6.5 6.5 6.6 6.7 6.7 -
NAUT Ml 48 58 69 75 85 99 109 11 5 Use Optimum Altitude and Descend on
MINUTES 8.6 9.9 11.7 12.6 14.0 15.9 17.0 18.1 Course @
NAUT Ml 71 70 71 71 72 74 76 76 Cruise at lnitiaJ Altitude Until Over
MINUTES 12.2 12.7 13.4 1,3.7 14.2 i4.5
~
15. 1 16.0 Base ®
NAUT Ml 71 86 102 118 136 155 174 193 Cruise at Initial Altitude and Descendoo
MINUTES 12.2 14. 7 16.8 18.9 20.7 22.5 24.5 27.1 Course @
2000 1000 FT ii. SL/ 3~ 5/ 35 110/40 1115/40 20/ 40 25/ 40 30/ 40 35/40 OPTIMUM ALTITUDE
NAUT Ml 1171 It 70 :171 ll71 II 72 1174 1176 76 Use Optimum Altitude Until Over Ba@
MINUTES 12.2 12.7 13.4 13.7 14.2 14.5 15.1 16.0
NAUT Ml 120 132 148 157 169 178 187 194 Use Optimum Altitude and Descend on
MINUTES 18.2 19.5 21.8 22.9 24.2 25.4 26.5 27.3 Course ®
NAUT Ml 141 151 161 174 186 202 218 232 Cruise at Initial Altitude Until Ov®
MINUTES· 24.2 25.7 27.1 28.3 29.3 30.2 31.9 34.5 Base A
NAUT Ml 141 166 192 220 250 283 316 349 Cruise at Initial Altitude and Descend on
MINUTES 24.2 27.5 30.4 33.4 35.6 38.1 41 2 45.5 Course @
3000 ~dOD fi- '35/35- ~5/35 35/40 35/40 35/ 40 35/ 40 35/ 40 35/ 40 OPTIMUM ALTITUDE
NAUT Ml 1~159 1171 1183 lt94 I 205 11214 222 It 232 Use Optimum Altitude Until Over Base
MINUTES 25.4 26.8 28.3 29.6 31.0 32 .1 33.0 34.5 ©
NAUT Ml 276 288 302 314 324 332 341 349 Use Optimum Altitude and Descend on
MINUTES 36.6 38.0 39.7 40.9 42.3 43 .4 44.3 45.3 Course @
NAUT Ml 211 230 250 275 Cruise at Initial Altitude Until Ov&
299 328 359 388
MINUTES 36.2 38.4 40.7 42.6 Base
44. 2 45.7 48.4 A
52.9
r--- -f -- -
1- NAUT Ml
211 245 282 322 363 409 456 505 Cruise at Initial Altitude and Descend@
MINUTES
36.2 39.9 43.9 47.7 50.3 53.3 57.6 63.9 Course B
4000 1000 FT 1135/35 1135/35 ~5/35 1135/35 11 35/ 35 35/ 35 35/ 35 35/35 OPTIMUM ALTITUDE
NAUT Ml 11309 11 322 11335 ll345 lb56 366 11375 It 388 Use Optimum Altitude Until Over Base
©
~~~T~~
I' 43.0 44.6 46.3 47.4 48.8 50.0 51.2 52.9
427 439 452 463 474 483 492 505 Use Optimum Altitude and Descend on
MINUTES 54.3 55.8 57.4 58. 8 60.1 61.2 ;)2, 2 63.9 Course @
Cruise Altitude SL 5 10 15 20 25 30 35 40 \ CruiseSpeed
True Mach No 0.53 0.57 0.62 0.68 0. 74 0.81 0.87 0.89 0.90
DESCENT DIST NAUT Ml - 9 19 28 39 49 61 74 89 MAX RANGE DESCENT

FigureA4-5 (Sheet 1 of 4)

A4-26
 T.O. 1F-105D-1

mod el: F- 1OSD DIVERSION RANGE SUMMARY TABLE

engine : J7S-P- 19W
fuel grode:
fuel density :
dolo dole :
JP- 4
6.5 l B/GAL
1 FEB. 1963
CONFIGURATION ...
DRAG INDEX ,.
28
data b asis: FLIGHT TEST
Standard Day - No Wind
r---...
Climb at 0.88 True Mach No. with Military Thrust. 0 T1me & Fuel Included for a Penetration Descent @Time &Fuel Included lor Climb to Opt1mum Alti·
tude and Penetration Descent at Destination
at Destination. Range Does Not Include Distance
• Schedules Provide For Arrival at Sea Level with for Descent at Destination. Range Does Not Include D1slance for Descent
1000 LB Fuel - Approach and landing Reserve. at Dest1nation.
® Time & Fuel Included for a Max1mum Range @Time & Fuel Included for Climb to Optimum Alti
tude and Maximum Range Descent at Destination.
Witb Over 3000 LB of Fuel Remaining, Fly at Descent at Destination Range Includes Distance Range Includes Distance for On-Course Descent
35000 FT at M 0.88 for Optimum Range. for On Course Descent to Sea Level Destination. to Sea Level Deshnallon.
• TOTAL RANGE AND TIME REMAINING WITH 1000 LB RESERVE AT SL
FUEL
ON INITIAL ALTITUDE PROCEDUR E
BOARD 1000 FT SL 5 10 15 20 25 30 35
LB
NAUT Ml 33 28 24 20 15 11 6 - Cruise at lmt1al Altitude Until Over
MINUTES 5.7 5.8 6.2 6.3 6.4 6.6 6.6 - Base ~
NAUT Ml 33 42 53 62 73 85 96 107 Cruise at Initial Altitude and Descend on
MINUTES 5.7 7.4 9.4 10.8 12.2 13.7 15.3 16.9 Course ®
1500 ~OFT SL/ 10 5/ 15 1;10/20 15/ 25 11 20/30 25/ 35 1~0/35 11 - / 40 OPTIMUM ALTITUDE
NAUT Ml 1133 [128 1+24 20 li 15 II 11 It - Use Optimum Altitude Until Over Ba@
MINUTES 5. 7 5.8 6.2 6.3 6.4 6.6 6.6 -
NAUT Ml 40 49 60 72 81 91 99 109 Use Optimum Alt1tude and Descend on
MINUTES 6.9 8.6 10.2 11.7 13.4 14.9 15.8 17.3 Course . (Q)
NAUT Ml 66 66 66 67 68 69 71 71 Cru1se at lmtial Altitude Until Over
MINUTES 11.4 12.0 12.7 13.2 13.6 13.9 14.4 15.2 Base 0
NAUT Ml 66 79 95 109 126 143 161 179 Cruise at Initial Altitude and Descend@
MINUTES 11.4 13.5 15.9 17.6 19.4 21.0 23.0 25.5 Course B
2000 'loooFT SL/ 30 5/ 30 1,10/ 35 1115/ 40 20/ 40 25/ 40 30/ 40 35/ 40 OPTIMUM ALTITUDE
NAUT Ml 1166 it66 1166 1 ~67 68 69 1171 71 Use Optimum Altitude Until Over Ba@
MINUTES 11.4 12.0 12.7 13.2 13.6 13.9 14.4 15.2
NAUT Ml 100 115 132 144 154 164 172 179 Use Optimum Altitude and Descend @
MINUTES 15.4 17.3 19.5 21.2 22.5 23.6 24.5 25.4 Cw~e D
NAUT Ml 131 139 149 160 171 185 200 211 Cruise at Initial Altitude Until Ov&
MINUTES 22.6 23.8 25.6 26.8 27.6 28.5 29.8 32.0 Base ·
NAUT Ml 131 153 178 202 230 259 290 319 Cru1se at Initial Altitude and Descend@
MINUTES 22.6 25.5 28.8 31.2 33.5 35.7 38.4 42.3 Course B
30DO 1000 FT 1130/ 35 30/ 35 30/ 35 30/ 35 35/ 35 35/ 35 I L~/35 ;$0/ ;$5 OPTIMUM ALTITUDE
NAUT Ml ~~139 h52 . tl64 176 tl 186 11195 1+204 ,t 211 Use Optimum Alt1tude Until Over Ba@
MINUTES 22.1 23.8 25.4 26.8 29.0 30.0 31.0 32.0 . c
NAUT Ml 241 257 270 282 294 303 312 319 Use Optimum Altitude and Descend on
MINUTES 32.7 34.7 36.1 37.7 39.3 40.3 41.3 42.3 Course · @
NAUT Ml 196 213 231 251 274 300 326 347 Cruise at lmtial Altitude Until 0@
MINUTES 33.9 35.9 38.3 40.1 41.6 43.0 44.8 48.3 Base
~AUT Ml 196 226 260 294 332 373 417 455 Cru;se at lmtial Altitude and Descend@
MINUTES 33.9 37.3 41.5 44.6 47.4 50.0 53. 5 58.5 Course B
4000 1000 FT 35/.35 35/35 1135/ 35 ,,35/ 35 35/ 35 35/ 35 35/ 35 35/ 35 OPTIMUM ALTITUDE
NAUT Ml 1270 1288 1~301 ll313 I 323 331 ,t3:l9 t 347 Use Optimum Altitude Unt1l Over Ba@
MINUTES 38.6 40.8 42.6 44.0 45.3 46.4 47.4 48.3
NAUT Ml 378 396 408 420 431 439 446 456 Use Optimum Altitude and Descend on
MINUTES 48.9 51.1 52.7 54.2 55.5 56.6 57.5 58. 6 Course ®
Cruise Altitude
True Mach No
SL
0.52
5
0.56
10
0.61
15
0.66
20
0.72
25
0.79
30
0.85
35
0.88 ~~89 1 CrUise Speed
DESCENT DIST NAUT Ml - 8 18 26 36 45 56 68 82 MAX RANGE DESCENT

Figure A4-5 (Sheet 2 of 4)

A4-27
T.O. 1F- 105D- 1

DIVERSION RANGE SUMMARY TABLE model: f·1 OSO

ongine: J7S-P-19W

rnl CONFIGURATION
~ DRAG INDEX
....
,.
52 lue/ gtade :
luel density:
data elate :
JP-4
6 .5 LB/GAL
1 FEB. 1963
Standard Day- No Wind
dafo basis: FLIGHT TEST

Climb at 0.86 True Mach No. with Military Thrust. @ T1me & Fuel Included for a Penetrahon Descent © Time & Fuel Included for Chmb to Optimum Alti-
at Destination. Range Does Not Include Distance tude and Penetration Descent at Oestinallon
* SchedulesProvide For Arrival at Sea Level with for Descent at Destination. Range Does Not Include D1stance for Descent
at Destination.
1000 LB Fuel- Approach and Landing Reserve.
® Time & Fuel Included for a Max1mum Rang~
@ Ti 01e & Fuel Included for Climb to Optimum Alii-
tude and Max1mum Range Descent at Destination
With Over 3500 LB of Fuel Remaining, Fly at Descent at Oeslinat1on. Range Includes Distance Range Includes D1stance for Dn·Course Descent
35000 FT at M 0 87 for Optimum Range. for On-Course Descent to Sea Level Destination to Sea level Dest~nation
•TOTAL RANGE AND TIME REMAINING WITH 1000 LB RESERVE AT Sl
FUEL
OH INITIAL AlTITUDE PROCEDURE
BOARD 1000 FT Sl 5 10 15 20 25 30 35
LB
NAUT Ml 31 27 23 19 15 11 7 - Cruise at Initial Altitude Unhl Over
MINUTES 5. 4 5.8 5.9 6. 2 6.3 6.4 6.5 - Base @
NAUT Ml 31 40 49 60 69 80 90 103 Cruise at Initial Altitude and Descend on
MINUTES 5.4 7.2 8.7 10.3 11.7 13.0 14.4 16.2 Course ®
1500 1000 FT SL/5 5/15 [110/20 1!15/25 20/25 25/30 30/35 11-/35 OPTIMUM ALTITUDE _
NAUT Ml 1131 1127 1123 1119 ltl5 11 7 It - Use Optimum Altitude Until Over Ba@
MINUTES
NAUT Ml
MINUTES
5.4
36
6.4
5.8
47
7.6
5.9
55
9.3
6.2
63
10.8
6.3
74
12.0
6.4
82
13.4
6.5
94
15. 0
-
103
16.2
Use Optimum Altitude and Descend
Course D
&
NAUT Ml 62 62 63 63 64 65 68 68 Cruise at lnttial Altitude Until Over
MINUTES 10.9 11.6 12.1 12.6 12.9 13.3 13.8 14.5 Base (8)
NAUT Ml 62 75 89 104 118 134 151 170 Cruise at Initial Altitude and Descend&
MINUTES 10.9 13.0 14.9 16.7 18.4 19.9 21.7 24.2 Co~~ B
2000 1000 FT SL/25 J15/30 lr10/35 1115/35 20/35 25/35 30/35 35/35 OPTIMUM ALTITUDE
NAUT Ml 62 lt62 1163 1163 64 65 68 68 Use Optimum Altitude Until Over Ba@
MINUTES 10.9 11.6 12.1 12.6 12.9 13.3 13.8 14.5
NAUT Ml 85 99 115 127 143 153 162 170 Use Optimum Altitude and Descend @
MINUTES 13.1 15.0 17.5 18.9 20.8 22.1 23.7 24.2 Course D
NAUT Ml 124 131 14D 149 161 173 188 199 Cruise at Initial Altitude Until Ov&
MINUTES 21.7 23.0 24.1 25.2 26.2 27.0 28.2 30.0 Base =-
NAUT Ml 124 144 166 190 215 242 271 301 Cruise at Initial Altitude and Descend@
MINUTES 21.7 24.5 26.9 29.3 31.6 33.7 36.1 39.7 Course B
3000 1000 FT 1125/35 1125/35 30/35 1130/35 35~ rs-~ 35/35 35j35 OPTIMUM ALTITUDE
NAUT Ml IJ124 IH37 t151 1+1 60 !t17 5 183 t193 tl99 ·Use Optimum Altitude Until Over Ba@
MINUTES 20.3 21.9 23.5 24.7 27.0 28.0 29.4 30.0
NAUT Ml 216 233 250 262 274 285 295 301 Use Opttmum Altitude and Descend @
MINUTES 29.4 31.3 33. 2 34.9 36.5 37.7 39.1 39.7 Course D
NAUT Ml 185 200 217 235 256 279 306 327 Cruise at Initial Altitude Until Over
MINUTES 32.4 34.4 36.1 37.8 39.1 40.5 42.4 45.2 Base ClV
NAUT Ml 185 213 243 276 311 348 389 429 Cruise at lmtial Altitude and Descend@
MINUTES 32.4 35.9 38.9 41.9 44.7 47.2 50.3 54.9 Course B
4000 1000 FT 35/35 1135/35 35/35 1135/35 .135/35 35/35 35/35 35/35 OPTIMUM ALTITUDE
NAUT Ml 243 1•259 t276 11288 boo l3 10 t320 i327 Use Optimum Altitude Until Over Ba@
MINUTE$ 34.9 36.6 38.7 40.3 41.9 43.3 44.4 45.2
NAUT Ml 345 36 1 376 390 400 412 422 429 Use Optimum Altitude and Descend on
MINUTES 44.6 46.3 48.3 50.0 51.6 53.0 54.1 54.9 Course ®
Cruise Altitude
True Mach No
SL
0.52
5
0.56
10
0.61
15
0.66
20
0.72
25
0.79
30
0.85
35
0.87 J Cruise Speed

DESCENT DIST NAUT Ml - 8 17 25 34 43 54 64 MAX RANGE DESCENT

Figure A4-5 (Sheet 3 of 4)

A4-28
 T.O. 1F- 1050-1

model: F-1050
engine: J75-P-19W DIVERSION RANGE SUMMARY TABLE
luel grade: JP-4
luel d~Mily :
dolo dole:
6 .5 LB/GAl
I FEB. 1963
CONFIGURATION ar...
DRAG INDEX ,.
72
data basis: FLI GHT TEST Standa rd Day - No Wind

Climb at 0.86 True Mach No. w1 tb Military Thrust. 0 Time & Fuel Included for a Penetrat1on Descent @ T1me & Fuel Included for Climb to Optimum Alti-
tude and Penetration Descent at Destina!ion.
at Destination. Range Does Not Include Distance
*Schedules Provide For Arrival at Sea Level with for Descent at Destination. Range Does Not Include Distance for Descent
1000 LB Fuel - Approach and landing Reserve. at Destination.
® Time & Fuel Included for a Max1mum Range
@ Time & Fuel Included for Climb to Opt1mum Alti-
tude and Maximum Range Descent at Destmation.
W1th Over 3500 lB of Fuel Remaining, Fly at Descent at Destinallon Range Includes Distance Range Includes D1stance for On·Course Descent
35000 FT at M 0.86 for Optimum Range. for On·Course Descent to Sea Level Destmation. to Sea Level Destination.
•TOTAl RANGE AND TIME REMAINING WITH 1000 LB RESERVE AT SL
FUEL '
ON INITIAL A LTITUDE PROCEDURE
BOARii 1000 FT SL 5 10 15 20 25 30 35
LB
NAUT Ml 30 26 23 20 16 12 8 - Cruise at Initial Altitude Until Over
(FJ
MINUTES 5.2 5.6 5.7 6.2 6.3 6.3 6.4 - Base
rrj AUTMI 30 39 46 59 66 76 85 100 Cruise at Initial Altitude and Descend on
MINUTES 5.2 7.2 8.0 10.0 11.3 12.4 13.6 15.6 Course ®
1500 'rooo-n SI./5 15/15 110/20 1115/25 1120/25
J 25/30 30/35 11-/35 OPTIMUM ALTITUDE
~TMI jso 6 11 23 1120 Jtl6 12 8 It - 1Use Optimum Altitude Until Over Ba@
MINUTES 5.2 5.6 5.7 6.2 6.3 6.3 6.4 ~

NAUT Ml 34 48 52 60 67 77 91 100 Use Optimum Altitude and Descend on

MINUTES 6.3 6.8 8.7 10.9 11.5 13.0 14.5 15.6 Course ®
NAUT Ml 59 58 59 59 60 61 64 64 Cruise at Initial Altitude Until Over
MINUTES 10.6 11.3 11.6 12.0 12-"3 12. 8 13.3 13.9 Base ®
~UT MI- 59 72 84 100 112 127 144 164 Cruise at Initial Altitude and Descend@
MINUTES 10.6 12.7 14.0 16.0 17.6 19.0 20.6 23.1 Course B
2000 "looonSL/25 11 5/'30 ,,10/35 r.r5/35 20/35 2~35 '3~35 35/3,.5 OPTIMUM ALTITUDE
~AUT Ml 1159 1+58 IJ59 II 59 1160 1161 64 11 64 Use Optimum Altitude Until Over Ba@
MINUTES 10.6 11.3 11.6 12.0 12.3 12.8 13.3 13.9
NAUT Ml 74 85 99 110 134 144 154 164 Use Optimum Altitude and Descend on
MINUTES 11.2 12.9 15.8 16.7 19.2 20.9 23.2 23.1 Course @
NAUT Ml 119 125 133 141 153 164 179 191 Cruise at Initial Altitude Until Ov@
MINUTES 21.6 22.8 22.9 23.8 25.0 25.7 27.0 28.4 Base A
1- - - - -
NAUT Ml 119 138 156 182 - 204 229 256 288 Cruise at Initial Altitude and Descend on
MINUTES 21.6 24.0 25.0 28.0 29.9 32.0 34.4 37.8 Course . ®
3000 "Jooo FT SL/35 ,,25/35 30/35 30/35 35/35 35/35 35/3 5 35/35 OPTIMUM ALTITUDE
- -
NAUT Ml 119 ll26 H42 1148 :l168 11175 11186 tl91 Use Optimum Alt1tude Until Over Ba@
MINUTES 21.6 '20.8 22.4 23.2 25.4 26.4 28.2 28.4
NAUT Ml 196 214. 236 248 260 273 284 289 Use Optimum Altitude and Descend on
MINUTES 28.8 29.0 30.4 32.4 34.2 35.4 37.4 37.8 Course ®
NAUT Ml 177 190 206 223 243 264 291 315 Cru1se at lmhal Altitude Until Over
MINUTES 31.3 33.4 34.2 35.7 37.0 38.4 40.6 43.0 Base _ _ __ (g)
- -
NAUT Ml 177 208 234
1-
261
---
296 333 374 414 Cruise at ln1tral Altitude and Descend on
MINUTES 31.3 35. 1 36.6 39.8
--- 42.2 14.7 47.7 52. 4
-
Course _@
4000 1000 FT 1135/ 35 35/ 35 35/ 35 35/ 35 35/ 35 35/ 35 35/ 35 35/ 35 OPTIMUM ALTITUDE -
NAUT Ml ll224 11235 1257 1268 ll282 lt296 11308 !t315 Use Opt1mum Altitude Unt1l Over Base
MINUTES 32.0 32.8 35.1 36.9 38.9 40.7 42. 0 43 .0 . _ ©
NAUT Ml 320 333 351 366 376 392 408 414 Use Optimum Altitude and Descend on
MINUTES 41.2 42.0 44.5 46.4 48.2 50.0 51.6 52.4 Course ®
Cruise Altitude
True Mach No
SL
0.51
5
0.55
10
0.59
15
0.65
20
0.71
25
0.76
30
0.82
35
0.86
l CrUise Speed

DESCENT DIST NAUT Ml - 8 16 24 33 41 51 61 MAA RANGE DESCENT

Figure A4-5 (Sheet 4 of 4)

A4-29
T.O. 1F-1050-1

DIVERSION ENDURANCE SUMMARY TABLE model: F-1050

engine: J7S-P-19W
fuel grade: JP-4
rnl
~
CONFIGURATION a... 0
DRAG INDEX ,.
fuel den sity:
data date:
6.5 LB/GAL
1 FEB 1963
dafa basis: FLIGHT TEST

~ TIM£&fUEl!NCLU0£0 FOR AMAXI'IlU~I RANGE DESCENT TO SEA

LEVfl DES TINA Tlml

[@ liME& FUEL INClUDED FOR AMILITARY THRUST CUMB A1 088

TRUE MACH NU~BfR TO OPTIMUM lOll[R Al IllUDE
*SCHfDUUS PROVID[ FOR ARRIVAl AT SEA tOO WITH 1000 lB TIMf & flltl INCLU0£0 FOR AMAXI~IUM RANGE CtSCENl 10 SEA
FUH APPROACH AND LAkOINGRESERVE l£V£l D£STINAllON

•TOTAl
FUEL INITIAL ALTITUDE
ON PROCED URE
BOARO
LB 1000 FT SL 5 \0 15 20 25 30 35
MINUHS 7.9 9.8 11.3 13.0 14.3 15.7 16.9 18.1 LOIT£R AT INITIAL AlTHUO£ ]:
1500 1000 Fl 15 20 25 30 30 35 35 35 OPTIMU~IAliHUOE
MINUHS 8.5 10.3 11.8 13.3 14.5 15.9 16.9 18.1 lOITER AT OPTIMUI: ALH!UO£ :S
MINUT£S 15.7 18.0 19.9 22.0 23.6 25.3 26.6 28.0 LOITER AT INITIAl AlTITUD£ ~
2000 !000 FT 35 35 35 35 35 35 35 35 OPTIMUM Al.TI!UO£ ·
MINUTES 18.1 20.0 21.8 23.2 24.5 25.8 27.0 28.0 LOITER ~T OPTIMUM Ali!TUO[ ;fu
MINUTES 30.9 34.1 36.8 39.6 41.9 44.1 45.7 47.4 lOnER AT INITIAl AlTHUD£ ~
3000 1000 FT 35 35 35 35 35 35 35 35 OPTIMUM At TIJUD£
MINUT£S 37.5 39.4 41.0 42 .5 43.9 45.1 46.3 47.4 lOnER AT OPTIMU~1 AUITUDE ([
MINUTES 45.8 49.6 53.3 56.7 59.6 62.3 64.2 66.1 lOITER AT INITIAL ALJITUDE @
4000 1000 Fl 35 35 35 35 35 35 35 35 OPTIMUM ALTITUDE
MINUTES 56.2 58.:i 59.9 61.5 62.8 64.0 65.0 66.1 LO!T(R AT OPJIMUM AlTtTUDEJ!J

LOITER SPEEDS AND DESCENT OAT A

LOIHR ALT 11000 fll S.L. 5 10 15 20 25 30 35

TRUE MACH NUMBER 0.40 0.43 0.47 0.53 0.58 0.65 0.73 0.81
-
DESCENT DIS1 - 9 19 28 39 49 61 74 NAUTMl
C1SCENT TlMf - 2.2 4.2 5.8 7.8 9 .4 11.2 13.0 MINUTES

Figure A4-0 (Sheet 1 of 4}

A4·30
 T.O. lF-1050-1

model: F-1050 DIVERSION ENDURANCE SUMMARY TABLE

engine: J7S-P-19W
fuel grade: JP-4
fuel density:
data dole:
6 .5 LB/GAL
1 FEB 1963
CONFIGURAllON...
DRAG INDEX ,..
28.
data basis: FLIGHT TEST

~ TIMf &FlJELINCtuDfO FOR AMAXIMUM RANGE DESCENT TO SEA

LEVEL OESTINATIOH.

[g) liME &FU[L INClUDED FOR A MILITARY THRUST CLIMB AT 088

IRUE MACH tWMB£R TO OPTIMUM LOITER AlTITUDE.
* SCHEDULES PROVIDE FOR ARRiVAl AI SEAl(Vf.l WITH 1000 lB TIME &~UEL INCLUD£0 FOR AMAXIMUM RANG£ DESCENT TO SEA
FUEL APPROACH AND LANDING RESERVE lEVll DESTINATION

*TOTAL
FUEL INITIAL ALTITUDE
ON PROCEDURE
BOARO
L8 1000 FT SL 5 10 15 20 25 30 35
MINUTES 7.4 9.1 10.7 12.0 13.4 14.7 16.0 17.1 LOITER AT INITiAl All!TUOE ~
1500 1000 fT S.L. 5 10 15 20 25 30 35 OPTIMUM AlliTUOE
MINUTES 7.4 9.1 10.7 12.0 13.4 14.7 16.0 17.1 LOITER AT OPTIMUM ALTITUDE@

MINUTfS 14.7 16.7 18.8 20.4 22.1 23.5 25. 1 26.2 LOITER AT INITIAl ALTITUDE ~
2000 1000 fT 30 35 35 35 35 35 35 35 OPTIMUM AL TITUD(
MINUTES 15.6 18.1 19.8 21.4 22.7 24.1 25.2 26.2 LOIT£R AT OPTIMUM ALTITUDE ~
MINUTES 29 .1 31.7 34.6 36.7 39.0 40.8 42.7 43.8 LOITER AT IN111AL AlTtTUOE 00
3000 1000 fT 35 35 35 35 35 35 35 35 OPfiMUM AUITUO£
MINUTES 33.4 35.7 37.3 39.0 40.5 41.6 42.8 43.8 lOIT£R AT OPTIMUM AlTllUO( lffi

MINUTES 43.1 46.5 49.9 52.6 55.5 57 .4 59.7 60.8 lOITER AT INITIAl AlTITUDE !E
4000 1000 fT 35 35 35 35 35 35 35 35 OPTIMUM AlTITUOE
MINUTES 50.6 52.7 54.6 56.0 57.5 58.7 59.8 60.8 LOITER AT OPTIMUM ALTHUDE liD

LOITER SPEEDS AND DESCENT DATA

LOITER All (1000 fT) S. L. 5 10 15 20 25 30 35

TRUE MACH NUMBER 0.39 0.43 0.47 0.52 0.58 0.64 0.72 0.81
DESCENT DIST - 8 18 26 36 45 56 68 NAUT Ml
DESC£Nf llMf - 2.0 4.0 5.5 7.2 8.8 10.4 12.2 MINU1ES

Figure A4-6 (Sheet 2 of 4)

A4-31
T.O. 1 f ·105D·1

DIVERSION ENDURANCE SUMMARY TABLE model: F-1051)

engine: J75-P-19W
fuel grade: JP-4
rr\1 CONfiGURATiON ~ 52 - s-:-:-ity-:-~6:-:.5=--:-:lS:-::/GAL
71u-el;-'d7-en

data dote: 1 FEB 1963

~ ORAG INDEX .,.
data basis: fLIGHT TfST

~ TIME &cuEltlitlUD£0 fOR AW1Xi'.'UM RANGE OfSCfHT fO SfA

L£Vfl DESTINA T!ON

001 TIME &fUEt INCtUDto fOR AMll'TARY THRUST Cl1M8 AT 088

TRUE MACH NUMBER TOOPHM~M tOiiER ALHTUD[
*SC~EOUI.ES PROVIO£ FOR ARRIVAl AT SEA LEVEl Wllll 1000 lB JIM£ & FU!l i/!ClUDf.D fORAMAXIMUMRANG£ DfSC[Nf fO SEA
fUEl APPROACH AND lANDING RESERV~. lEVf.l DESHNAHON.

ti<TOTAl
FUEl INITIAl AlTITUDE
ON PROCEDURE
BOARD
liS 1000 FT SL 5 10 15 20 25 30 35
MINUTES 7.1 i3.7 10.1 11.6 13.0 14.1 15.4 16.6 l01l£R AT INIJIAl Al!HUOf ~
1500 1000 fT S.L 5 10 15 20 25 30 35 OPTIMUM AJ. TITUD£
MINUTES 7.1 8.7 10.1 11.6 13.0 14. 1 15.4 16. 6 lOITER AT OPTIMUM ALHTUOf [§]
MINUTf.S 14.2 16.0 17.8 19.6 21.3 22.6 24.1 25.3 LOIT£R Af INiiiM ALTITUDE IE
2000 1000 rr 5 10 15 20 25 30 35 35 OPTIMUM Al HTUDE
MINUTES 14.7 16. 2 18.0 19.8 21.5 22. 8 24.3 25.3 LOITER AT OPTIMUM AITI!UDE liD
MINUTES 27.! 30.6. 32.9 35.3 37.5 39.3 41.0 42.1 LOITER AT INITIAL AlTITUDE IE
3000 1000 H 35 35 35 35 35 35 35 35 OPTIMUMAl.TIHJDE
MINUTES 30. 5 32.7 34.9 36.9 38.5 39.7 41.0 42.1 LOilER AT OPTIIIUM miTUOf [[
MINUTES 41.4 45.0 47.6 50. 5 53.3 55.3 57.0 58. 3 lOITER AI INITiAl Atrll UOf :E
4000 1000 fT 35 35 35 35 35 35 35 35 OPTIMUM AUITUO£
MtNUIES 46.7 48.6 51.0 52.7 54.4 55.6 57.3 58.3 lOITER Al OPI!MUM AtnTUDE riD

LOITER SPEEDS AND DESCENT DATA

LOIHR Al T llOOO Fl) S.L 5 10 15 20 25 30 35

iRUE ~IACH NUMBER 0. 39 0.42 0.46 0.51 0.57 0.63 0.72 0.79
Of.SCENT OIST - 8 17 25 34 43 54 64 NAUT M1
D£SC£Nl JIMi - 2.0 3. 8 5.3 6.9 8.4 10.2 11.6 MINUTES

Figure A4-6 (Sheet 3 of 4)

A4-32
 T.O. 1F-105D-1

model: F- 1050 DIVERSION ENDURANCE SUMMARY TABLE

engine_:-:----J_7_5-_
P_-1.,.
9'_W
fuel grade: JP-4
fuel d<'n sity:
data dote:
6.5 LB/ GAl
l FEB 1963 CONFIGURATION ....
DRAG INDEX ,.
72
data ba.sis: FLIGHT TEST

0 HMf & FUEL INCl\JO[D fOR A'-'AXIMUM RANGE D(SClNT lO SEA

llVEl D£STINAT!ON

Jl llhl£ & FU[L Jlt:Lt!ll£0 FOR~ MiliTARY THRuST CUIJS AI 08S

1Rl1'~ACH NU!.ISfR lO OPTIMUM lOHIR Al 7 fiJI}[
*SCHfD\JI.fS PROVlDE fOR ARRIVAL AT SEA lfYfl WllH lOOO lB liME &fUH INClUDED fOR AMAXIMUM RANG[ DLSC£Nf 10 SEA
fUf LAPPRO~CH Mm lAN01NG RESERVE. lEV(I O£SHNAT!ON

f*TOTAl
FUEL INITIAL AlTITUDE
ON PROCEDURE
BOARD
LB 1000 fT SL 5 10 15 20 25 30 35

MINUTES 7.0 8.5 9.6 11.4 12. 8 13.8 15.0 16.3 l01f£R AT IN!TJAL AlliTUD( rA
1500 1000 fT S.L. 5 10 15 20 25 30 35 OPTIMUM AllHUDl
MINUTES 7.0 8.5 9.6 11.4 12.8 13. 8 15.0 16.3 lOITER AT OPmiUr.! m1TUO£ S:
MINUTES 14. 0 15.6 17.0 19.1 20.6 22.2 23.4 24.8 LOIJER AT INiTIAl ALTilUDF 'A
2000 1000 fT S.L. 5 10 15 25 25 30 35 OPTIMUM AlliTUOE
MINUTfS 14.0 15.6 17.0 19.1 20.8 22.2 23.4 24.8 lOIHR AT OPTIMUM AllfiUDE @

MINUTES 27.0 30.0 31.6 34.5 36.6 38.5 39.9 41.0 lOITfR AT ltiiHAl AliiTUilE 71:
3000 1000 n 35 35 35 35 35 35 35 35 OPTIMUM AlTIIUO£
MINUHS 28.2 30.2 33.1 35.4 37.2 38.6 40.0 41.0 LOiffR AT 0Pl!MU1,1 AllllUDE :~
MINUTES 40.2 44.2 45.9 49. 2 51.8 53.6 55.2 56.6 LOITER Af INITIAL ALTiftJDE ~
4000 !GOG f1 35 35 35 35 35 35 35 35 OPTIMUM ALTIIUOE
MINUTES 43.7 45.4 48.2 50.4 52.2 53.8 55.6 56.6 lOIIER AT OPHMU!,• All !UDE :§_'

LOITER SPEEDS AND DESCENT OAT A

lOirER All (1000 Fll S. L. 5 10 15 20 25 30 35

TRUE UACH NUMBER 0.38 0.42 0.46 0.51 0.57 0.63 0.72 0.79
DESCENT OiST - 8 16 24 33 41 51 61 NAUT Ml
DfSCfNT liME - 2.0 3.6 5.1 6.7 8.1 9.7 11.2 MINUTES

Figure A4-6 (Sheet 4 of 4)

A4-33
T.O. 1F-1050-1

TOTAL FUEL FLOW VS ALTITUDE

Model: F·105D
FOR EXTENDED AFRRBURNER engine: J7.5-P-19W
RANGE OPERATION
fuelgrode: JP-4
fuel density: 6.5 LB/GAL
SPEED 250-260 KCAS data dale: 1 FEB. 1963
IG FLIGHT FLIGHT TEST

~il±J~;~
-·----"'!""""'- -r---·· .
•; .;.. ·+-·•..·-f-· ..-·· :-'--··-~

....
u. 1:· ,_~ ....~s:=r~.-.~-~-~:i1:
1
30
....
""
Q
::;)
....
5• 20

10

10 20 30 50

TOTAL FUEL FLOW- GAL/MIN

FigureA4-7

A4-34
 T.O. 1F- 106D-1

PART 5 'ENDURANCE

TABLE OF CONTENTS

Maximum Endurance Information A5-1

Maximum Endurance Charts , . A 5-6

MAXIMUM ENDURANCE INFORMATION.

Charts in this part enable the pilot to determine maxi-

mum endurance speeds at any given conditions of
Gross Weight, Altitude, Configuration Drag Index and
constant bank angle, in addition to the fuel required
for a specified loiter time or the loiter time available
for a given fuel quantity.

A5·1
T.O. 1F-105D-1

rr:;;l
MAXIMUM ENDURANCE
MACH NUMBER AND TRUE AIRSPEED L.,Qj

SAMPLE CHART
Not to be used for
,fliyht Planni.,g .

200 300 J 400 JJ 590

+100 0 -100
TRUE AIRSPEED - KNOTS
AMBIENT TEMP - oC

A5·2
r
 T.O. 1F-105D-1

EXAMPLE I 4. Enter sample chart page A5-2 at estimated

Condttioos: Configuration: Clean + (2) 450 gal tanks
Initial Gross We1ght: 41,000 lb
Pressure Altitude: 15,000 ft
Ambient Temperature: 6°C colder than standard
day
Bank Angle: 20°
Find: Mach number for Maximum Endurance and
fuel used during 60 minutes.
Solution:
1. Determine the configuration drag index from
the table on figure Al-5 by adding the various
store drag numbers
average gross weight of 38,000 lb, (A) and
follow guide lines to 20° bank angle, {B).
Read equivalent gross weight = 40,400 lb at
(C).
5. Move to tl_le right to 15,000 ft altitude line,
(D) and drop down to configuration drag
index= 28, (E)
6. Move to the Mnch number scale and read
endurance Mach number= 0 .591, (F).
7. Continue to base line and follow guide lines
until the ambient temperature of -20 .7°C is
intersected at (G). Move to the left to true
airspeed reflector, (H), and down to the scale
to read true airspeed= 365 knots, (J).

Store 8. Enter sample chart page A5-4 at equivalent

Store Location Drag b't'OSS weight= 40,400 lb, (K).
NO. Move to the right to 15,000 ft altitude line, (L)
and drop down to configuration drag index =
(1) 450 gal tank Left inb'd 14 28 , (M).

(1) 450 gal tank Right inb'd 14
Configuration Drag lndex = 28
2. Determine standard day ambient temperature
at 15.000 ft. pressure altitude from Standard
Atmosphere Table (figure Al-10) = -14.718"C.
Ambient temperature = Standard -6° =
-14.718-6.0 = -20.7°C
3. Estimate Average Gross Weight
Initial Gross Weight= 41,000 lb
Eiltimated Fuel Used for 60 minutes= 6000 lb
Estimated Final Weight= 41,000-6000 =
35,000 lb
Estimated Average
Gross Weight= 41,000 + 35,000 = 38 ,000 lb
9. Move to the right to true airspeed= 365 knots
at (N). Move up to the 60 minute time line,
(P) and across to the fuel used scale and read
4500 lb of fuel, (Q).
10. Revised Average Gross Weight Estimate
Initial Gross Weight= 41,000 lb
Fuel Used for 60 Minutes = 4500 lb
Final Gross Weight= 36,500 lb
Average Gross
Weight= 41,000 + 36,500 = 38 lb
750
'
11. Rework steps 4 through 9, entering charts at
gross weight= 38,750 lb and find endurance
Mach number =0.595, tme airspeed= 367
knots and fuel used for 60 minutes =
4500 lb.

A5·3
T.O. 1F-105D- 1

MAXIMUM ENDURANCE CHART

FUEL FLOW AND FUEL REQUIRiD

SAMPLE CHART
Not to be used for
Flight Planning

70 ....-s
liD

0
0
....liD ....
0

8 60 e-•
Q

.... "'
::l
::1:
C)
Ui
~ 50
"'
"'0
1111:
C) K
~
::l
0loU
4tl
KK -· I
5
'
10
'
FUEL FLOW- 1000 LB.jHR
I
311 0.16

0.14
~
Q
z
::l
0
CL·0.12

"'
....
loU

i-il.10
....
<
u
j:::
::l
~ - 0.08

AS-4

EXAMPLE II
Conditions: Configuration: Clean Aircraft
Initial Gross Weight = 36,000 lb
Pressure Altitude = 25,000 ft
Ambient Temperature = Standard Day
Bank Angle = 15°
Find: Maximum endurance time available for 2000
lb of fuel
Solution:
1. Determine Standard Day ambient temperature
at 25,000 ft pressure_altitude from Stand~
Atmosphere Table (f1gure Al-10) = -34.53 C.
2. Determine Average Gross Weight
Initial Gross Weight= 36,000 lb
Fuel Used for Loiter = 2000 lb
Final Gross Weight = 34,000 lb
T.O. 1F- 1050-1
Average Gross
Weight= 36,000 + 34,000 = 35 ,000 lb
2
3. Enter sample chart page A5-2 and follow path
as in Example l from 35,000 lb. (AA) to bank
angle= 15°, (BB), read equivalent gross
weight= 36,200 (CC) , continue to 25,000 ft
altitude .line, (DD) to configuration drag
index= 0, (EE) to Mach number = 0.710 , (FF),
to ambient temperature of -34.5°C, (GG), to
(HH), and read true airspeed= 427 knots, (JJ).
4. Enter sample chart page A5-4 and follow path
as m Example l from 36,200 lb, (KK) to 25,000
ft altitude line, (LL) to configuration drag
index= 0, (MM), to true airspeed = 427 knots,
(NN) .
5. Move up from (NN) to intersect the 2000 Jb
fuel line at (PP), and read time available=
32 minutes.
A5-5
T.O. 1F-1050- 1

MAXIMUM ENDURANCE model: f..105D

MACH NUMBER AND TRUE AIRSPEED engine: J75..P-19W
fuelgrode: JP-4
fuel densily: 6.5 LB/ GAL
doto dote: 1 Ft:'B 1963
FLIGHT TEST

0 15
5 5
10 -5
15 - 15
20 - 25
25 -35
30 -44
35 - 54
40 - 57

200 300 400 500

TRUE AIRSPEED - KNOTS + 100 0 -100
AMBIENT TEMPERATURE- •c

Figure A5-1 (Sheet 1 of 2)

A 5-6
 T.O. 1F-1050-1

model: f..105D MAXIMUM !NDURANCE

engine: J75-P-19W FUEL R.OW AND FUEL REQUIRED
fuel grade: JP-4
fuel dens/ry: 6.5 LB/GAL
data date: 1 FEB 1963
data boals: FLIGHT TEST

8
,........_

70 6
!!:)

§
....a -
§... ...0 4
"'
:;)

x
I
...--
~ ~
iii
~
~
0
~
...
~ 40
>
<(
~ . 10
I I
5 FUt:L R.OW - 1000 LB/ HR
5'. I 1 - ~--r-

3 0.1 6 I

Figure A5- 1 (Sheet 2 of 2)

AS-7/ (AS-8 blank)

,--
 T.O. l f-1050-1

PART SA LEVEL FLIGHT ACCELERATION

T ABLE OF CONTENTS

Level Flight Acceleration . 0 • o 0 A5A-3, A5A·5

Maximum Thrust Acceleration - Clean A5A-8

Max1mum Thrust Acceleration- Clean+ (4) AIM·9B Sidewinders A5A-11

Maximum Thrust Acceleration- Clean -1 (2) 450 Gal Tanks

+ (4) AIM-98 Sidewinders 0 0 • • • • • 0 0 0 • • • • • • 0 0 0 0 0 A5A-14

Maximum Thrust Acceleration - Clean + (2) Pylons and

Adapters for Sidewinders (No Missiles) A5A·17

Military Thrust Acceleration - Clean 0 • A5A-20

Military Thrust Acceleration- Clean+ (2) 450 Gal Tanks A5A-23

Military Thrust Acceleration - Clean+ (2) 450 Gal Tanks

+ ( 1) 650 Gal Centerline Tank 0 0 0 • 0 0 0 0 • 0 0 • • o • 0 • • o 0 A5A·26

A5A-1
T.O. 1F- 1050-1

MAXIMUM THRUST ACCELERATION

TEMPERATURE LEGEND
...
u..
1.70 - - HOnER
~:.u..\~~~-..:::;;;;;;P.-;: 1.60 1.65
0
0
1.55 ---- COLDER
0 1.50
1.45
1.40 1
w
20 _1-HH+-lrl-"""'=:::'--¥- MACH NO. - 1.35
0 1.30
...i=_,
:::. 1.25
1H-11f+-\.-+----++-'1'-20~·-- - . j . . . (a) 30000 (e) 38000
< (b) 32000 (f) 40000
(c) 34000 (g) 42000
SAMPLE CHART !J-..41~?+-----r-4--+(d} 36000 (h) 44000
Not to be used for
Flight Planning I
BASE LINE

50 0.8 1.0 1.2 1J 1.6 1.8 2.0

MAXIMUM ACCELERATION. MACH NUMBER STD. DAY
MAXIMUM THR~ST ACCELERATION
...
u..
0
0
0

w
0
...
:::.
_, 10
i=
..;--+---+-- - + - -TEMPERATURE LEGEND
--HOTTER
<.
SAMPLE· CHART ---- COLDER
Not to be used for.
. Flight Planning

100 150 200 250 300

DISTANCE COVERED - N.MI.
ASA-2
 T.O. 1 F-1050-1

MAXIMUM THRUST ACCELERATION

....
u.. 1.70
0
0
0

w 20
0
SAMPLE CHART ....
:l
Not to be used for
Flight Planning
...
~
c(
10

TEMPERATURE LEGEND
HOTTER
COLDER
0 2 4 6 8 10 12 14
TIME - MINUTES
LEVEL FLIGHT ACCELERATION. the maximum acceleration Mach number can be
read directly from the lower portion of the fuel
Maximum Thrust Acceleration Charts are provided chart. For non-standard temperature conditions,
for four configurations. (1) Clean, (2) Clean+ (4) the final acceleration gross weight must be deter-
AIM-9B sidewinder missiles, (3) Clean + (2) 450 mined so that the maximum acceleration Mach
gallon tanks+ (4) AIM-9B sidewinder missiles and number can be read from the Maximum Thrust
(4) Clean+ (2) pylons+ adapters for sidewinders. Combat Allowance Chart.
Fuel used, distance covered and time elapsed can
be read for a maximum thrust level flight accelera- Examples I and ll show the procedure for reading
tion for any combination of altitude, weight, Mach these acceleration Charts according to the following
number and ambient temperature conditions. In general pattern:
addition, maximum acceleration Mach number for
standard day conditions is shown. 1. Determine entry gross weight.

Use: 2. Find fuel used during the acceleration.

To obtain fuel, distance and time to accelerate at
a constant altitude, an entry gross weight for a set
of initial conditions must be read from the fuel
chart. Once entry gross weight has been determined
fuel, distance and time can be read from these
charts as described in Examples I and II. However,
it should be noted that the final speed required may
exceed maximum acceleration conditions for the
aircraft. Therefore, a maximum acceleration Mach
number is read to verify the capability of any de-
sired acceleration. For standard day conditions,
3. Read maximum acceleration Mach number.
4. Find distance covered during the acceleration.
5. Find time elapsed during the acceleration.
EXAMPLE I
Conditions: Configuration: Clean + (4) AIM-9B
sidewinder missiles.
Acceleration Thrust Setting: Maximum
A5A-3
T.O. 1F-1050-1
Acceleration Altitude: 30,000 ft
Initial Gross Weight: 38,000 lb
Initial Mach Number: 1.15
Final Mach Number: 1.50
Ambient Temperature: Standard day
Find: Fuel, distance and time to accelerate.
Solution:
1. Determine entry gross weight for the subject
conditions as follows:
a. Enter Sample Chart, page A5A-2, at accelera-
tion altitude, 30,000 ft, (A) and move hori-
zontally to the initial Mach number, 1.15 (B).
b. Drop vertically to the base line, (C).
c. From (C) draw a line parallel to the guide
lin<~ until the initial gross weight line
(38,000 lb.) is intersected at (D).
d. Follow a horizontal path from (D) back to
entry gross weight scale and read entry gross
weight, 38,500 lb, (E).
2. From (D) drop vertically to fuel scale and
read fuel, 700 lb, (.F).
3. Reenter upper curve at (A) and follow a hori-
zontal path to final Mach number, 1.5 (G).
4. From (G) drop vertically to the base line, (H).
5. From (H) draw a line parallel to the guide line
stopping at the entry gross weight, 38,500 lb
(J).
6. From (J) drop vertically to the fuel scale and
read fuel, 3900 lb (K).
7. F'uel used to accelerate is equal to the difference
between the two fuel readings at (K) and (F)
or (3900- 700 = 3200 lb).
8. At this point check that the final Mach number
does not exceed maximum acceleration Mach
number by the method shown below:
a. gnter Maximum Acceleration Mach Number
Curve at bottom of page A5A-2 at entry
gross weight, 38,500 lb, (L) and move hori·
zontally to the 30,000 ft acceleration alti-
tude line, (M).
b. Drop vertically to Mach scale and read maxi-
mum acceleration Mach number, 1.562 (N).
A5A-4
9. To read distance covered, enter Sample Curve,
page A5A-2, at acceleration altitude, 30,000 ft
(A) and move horizontally to initial Mach num-
ber, 1.15 (B).
10. Drop vertically to base line, (C).
11. From (C) draw a line parallel to guide line stop-
ping at entry gross weight, 38,500 lb at {D) .
12. From (D) drop vertically to distance scale and
read distance covered, 12 NMi (E).
13. Reenter upper curve at (A) and follow a hori-
zontal path to final Mach number,1.5 (F).
14. From ( F) drop vertically to the base line, (G).
15. From (G) draw a line parallel to the guide line
stopping at the entry gross weight, 38,500 lb,
(H).
16. From (H) drop vertically to the distance scale
and read distance covered, 76 NMi, (J).
17. Distance covered during the acceleration is
equal to the difference between the two dis-
tance readings at (J) and (E) or (76 ·- 12 =
64 NMi).
18. Time to accelerate is read from Sample Curve,
page A5A-3, using the same procedure as out-
lined in steps 9 through 17. Time to accelerate
is equal to the difference between the two time
readings at (J} and (E) or (6.2 -1.4 = 4.8 Min).
EXAMPLE II
Conditions: Same as Example I except that Ambient
Temperature is l0°C colder than standard day.
Find: Fuel, distance and time to accelerate.
Solution:
1. Proceed as shown in Example 1 for steps 1
through 7 to determine fuel used for standard
day , 3200 lb.
2. Enter Temperature Curve at standard day fuel
used at 3200 lb, (P) and move up to oo Devia-
tion from standard day at (R).
3. From (R) proceed parallel to colder guide line
stopping at 10°C temperature deviation, (S).
 T.O. 1F- 105D-1

MILITARY THRUST ACCELERATION

DISTANCE CLEAN
30
........
-
IU
I
0
....-::
::l

....
•
...
::1:
C)
IU
30
3:m
_,
~0
oo
acO 40
C)-
_, 1
•E so·
~ 100 5 10 15 20 25
DISTANCE-NAUTICAL MILES

40 ~--~~~~~~-+----~----~
I
I
I
50 c
0.94 0.96 0.98 1.0 1.02
MAXIMUM ACCELERATION MACH NUMBER
-STANDARD DAY
........
-
IU
I
0
....-::
::l

....
•
SAMPLE CHART
Not to be used for Flight Planning
"'all
"' ....
~ 8 40 ~-+-1-f'll-t--\--...,.__~
-"I
<
-I
I
I
I
I
.-:: H' ' M'l
~ 50 ~
0 --~~--~~--~~--~----~--~
0.5 1.0. 1.5 2.0 2.5 3.0
TIME-MINUTES
ASA·5
T.O. 1F-105D-1
4. From (S) drop vertically to fuel scale and read
fuel used = 2450 lb (T).
5. To read distance covered proceed as in Exam-
ple I from step 9 through 17 and read standard
day distance covered, 64 NMi.
6. Enter Sample curve at standard day distance
covered at (K) and move up to 0° deviation
from standard day at (L).
7. From (L) proceed parallel to guide line stop-
ping at l0°C temperature deviation at (M).
8. From (M) drop vertically to distance scale and
read distance covered= 45 N.rvli (N).
9. 'fo read time elapsed proceed as in Example I,
step 18 and read standard day time elapsed,
4.8 Min.
10. Enter Sample Curve and proceed as shown in
ASA-6
steps 6 through 8 and read time elapsed =
3.5 Min (N).
Note
The approximate maximum acceleration
Mach number can only be read from these
curves for standard day conditions. To
determine the maximum Mach for other
temperature conditions proceed as
follows:
1. Read fuel used (step 4).
2. Subtract fuel used from initial gross weight.
(38,000 lb- 2450 Lb = 35,550 lb =final
acceleration gross weight.)
3. Enter Ma.ximum Thrust combat allowance
chart, page A9-4 at final gross weight of 35,550
lb and read high speed at 30,000 ft at standard
day -10°C for the Configuration Drag Index.

LEVEL FLIGHT ACC ELERATION - MILITARY
THRUST
DESCRIPTION:
Military T hrust acceleration charts are provided for
three configurations 1) Clean aircraft. 2 ) Clean +
(2) 450 gallon tanks (inboard), and 3) Clean+ cen-
terline 650 gallon tank+ (2) 450 gallon tanks (in·
board) . Fuel used, distance covered and time elapsed
can be read for Military Thrust level flight accelera-
tion for any combination of altitude, gross weight
and Mach number under standard day conditions,
as well as maximum acceleration ~1ach number.
USE:
Fuel. distance, and time are obtained by the same
method. Fuel i~ determined in the example below.
It should be noted that the final speed required
should be checked against the maximum accelera-
tion Mach nwnber to verify the aircraft's capability
to perform the desu:ed acceleration with ~lilitary
Thrust.
EXAMPLE:
Conditions:
Configuration: Cl~n
Acceleration Thrust Setting: ;\filitary
Acceleration Altitude : 20.000 ft
Initial Gross Weight: 35.000 lb
Initial Mach Number : 0.75
Final Mach Number: 0.98
Find: Fuel. d1stance. and time to acc.-elerate.
Solution:
1. Determme that the final :\!adt number does
not exceeJ the maximum acceleration ·Mach
number. Enter the Maxitnllm Acceleration
Mach Number Curve at the top left of page
A5A-4A at the initial gross weight, 35,000 lb.
T.O. 1F-1050-1
(A) mO\'e horizontally to the 20 000 ft
acceleration altitude lme. (B) and drop
vertically to the :\tach ~o 5cale to read
maximum acceleratton :.lach number=
0.993. (CJ. Since rhe requrred final \tach
number (0.98J is within the aircraft"s :.till·
tar y Thrust Acceleration capabllity. conunue
2. Find fuel us-:d:
(a) Enter Sample Chart. top lt>ft on page
.:\5A·5. at acceleration altitude 20.000
ft. (D): move horizontally to the tnltlol
:.tach number = 0. 75 . 1E) and drop
vertically to the base> line. 1 F' 1.
(b) From tFl draw a line parallel to the guide
line until the initial gross weight is inter-
sected at 1G1 . drop vertically to rhe fuel
scale and read fuel = 47 lb. (H).
(c) Re-enter chart at 1D t and follow .i hori·
zontal path to final :.tach numbN = 0.98.
( ,}) drop vertically to the baseluw. t K L
Draw a line parallel to the guide !me?
until the initial gross ,,.e1g-ht is inter-
sected at ( L) and drop vertically to •he
fuel scale to read fuel:::; 278 lb. t:.l 1.
(d) Fuel u~ed tc al·celeratt• is equal to the
diffe r•'I1Ct' b<:>tween the two fuel readings
at(~!) and (Hl. or {278- !7 = 2n lbi .
3. Distance coven•d and tinH' elapsed during
the acceleration are obtailwd by usmg the
same procedure as outlmed in stl'ps 2a
through 2d. The distance and time sampll•
charts are found on page .-\5A-4. The t.imt•
to accelerate is equal to tht' difference bt>·
tween (~f') and (H') or (1.67- 0 .32) =
1.35 min. The distance CO\'ered in tht>
acceleration is ~qual to the diff~re!Wt' be-
tween 1~1'') and (H'.l. or (14.50- 2 55)-=
11.95 ~1\h.
A5A·7
T.O. 1F-105D-1

MAXIMUM THRUST ACCElERATION

CLEAN
F-1050
J75-P·19W
JP-4
6 .5 LB/GAL
1 FEB. 1963

...u.

...z>
IIIII:

...::z:
C)
u;
3:11D
_,
"'o
CSg
·-"'...
>
IIIII:
zw
0.8 1.0 1.4 1.6 1.8 2.0 2.2
MAXIMUM ACCELERATION MACH NUMBER STD. DAY

Figure A5A-1 (Sheet 1 of 3)

A5A-8
 T.O. 1F-105D-1

F-1050
MAXIMUM THRUST ACCELERA nON
J75-P-19W
ClEAN fw/ grade: JP-4
fuel density : 6.5 La/GAL
~
--H·· ··-·
--!---'- - - doto dote : 1 FEB. 1963
FUGHT TlST

...:X:
C)
Uol

~~

os
"'O

ct ...
C)
I
>-
...
Dt
zUol
45

...
~zu 0
Uol o
0-1
Dtca
U.~Uol
zc~
oo'""
-ct<
'""ct«
<ow
>~A.
Uol ~
a ... w
"''"" a 101 150 200 250
DISTANCE- N.MI.

Figure A 5A- 1 (Sheet 2 of 3)

A5A-9
T.O. 1F-1050-1

Model: F-1050
MAXIMUM THRUST ACCEURAnON
engine : J7S-P- 19W
fuel grade: JP-4 CLEAN
4D J fuel densily: 6.5 LB/GAL
-I dolo dale: 1 FEB. 1963
dota bo•f•:

30

...
~

80 ;_.L..L-l...
~ -+. . ·--
~- ~~--

w 21J
0
...i=
:l

.... ....... ...,_,

< ,_ ·:

10

...
l:
C>
w
~~
11\0
11\0
oo
11:11:
C> I
>-
...
11:11:
zw

0
~!Z~ 5
o!!:!,
~:~~:CID
u..~W 10
z<~
oat-
-~:~~:<
... <11:11: ..
<ow
>za.
"'<~
o._w 0 2 6 8 10 12
_, ...
TIME - MINUTES

Figure A5A- 1 (Sheet 3 of 3)

A5A·10
 T.O. 1F- 105D- 1

MAXIMUM THRUST ACCELERATION This chart cannot be adjusted by drag number since it Model: F-1050
CLEAN + 141 AIM - 98 SIDEWINDERS is not in Configuration Drag Index format. The use of
this chart for the configuration showr, subsequent to
engine: J75-·P-19W
fuel grade: JP-4
40 1.,_
+-oi-
:-p:-
1 ~
I .
modification by [947), will result in cptimistic values
for acceleration time, fuel and maximum acceleration fuel density: 6.5 LB/GAL
Mach number. data date: 1 FEll. 1963
data baala: FliGHT nST

~Cl, ~J1 1

....
IL.

..; .

0
....
X
C)
i:i:i
~a:a
VI
...
VIO
oo
~0
C)-
>-'
....
1¥
zw
t-v
~Zo
o!!!,
~a:a
I&.~ W
z-t~
oo ....
-1¥-t
.... 4(1¥
-tow
S:zA.
W4(~
o.,_w
Vlt-
....
X
C)
w
~a:a ... 35
og
Vlo
1¥- 401
C) I
>-
....
1¥

zw 1.0 1.4 1.6 1.8 2.0

MAXIMUM ACCELERATION MACH NUMBER - STANDARD DAY

Figure A5A-2 (Sheet 1 of 3)

A5A-11
T.O. 1F-105D-1

F-1050 MAXIMUM THRUST ACCELERATION

J75·P-19W CLEAN + 141 AIM - 98 SIDEWINDERS
JP-4
6.5 LB/GAL
data date: 1 FEB. 1963
data ba•l•: n.JGHT TEST

40 _..
+
·t . -·i--1--' '
-.! ~.,
-~
~ 1 r~
• t
. t'r
• -
- ·~
>- 1 f ...
.•
-fdr+-r
-- ; tl -~ t-,_ ···~
,-c-1
1 -+-t
t ·r ~
t I
-!'I
_L__ j
-..1 . chart cannot be adjUSted
ThiS . '· by, drag number Since
. '.It
is not in Configuration Drag Index format. The use of .

-\1\ ··
- ~- · ,_.._ - t-• -r---~ ifo1 +-'--r this chart for the confi~uration shown, subsequent to
\ -~ h... I • • modification by [947], Will result in optimistic values
- - • I ~ . I. i!i ~ . __ for acceleration time, fuel and maximum acceleration
- •
•
• -...:.._.,- ·
r-:.. 1.60 • -,..........~ --__ ___,___
.....-r .,-. -- 1
Mach number.
I
~~H+rr~~~~~
-~-
- ~~1.5~5~~h
' 150 :7'::: '
- -r--~ N<. ~--~<
. ,.I_ --.• '
j f ' j ->-1-- •
- r+j"
• -~ .J.-i' · I
·t
rlir7r-I
·-H I ' • 1I ~ ' TH
H
t·t · ·· .
1 --H-i
... ::r· ~"'tr+-r-t_ ..,..' ~ +=+=i:~ -· l t ""rd·t+t r
t . .' -·- ·

I I· '" +. r ' f I I Tt_· -l-

:'\~ - rrt:. ~: · _ ~
J,_ ! •

t=-
' f '

u. ... 1.45;...("PrJ . : f
IH-HIH-+HI-!--1~__.,~ - ~ ~-. .:....!- ~--- ++ • h.-:-
8 '
''t? -
- l.Js 1 - ,___.
,
- -~
• -.-·-
+-~· +:--
+--<
. ~ -r-t • .
~++-+-r---1
r· - ff--~
---
\ ' -- +-+-r- ~· ~ ........-+-- •• - -

10

...
:X:
C>
iii
...
~Ill)
11'1
11'10

28
C>-
>-1
...z
II¥

""

150 200 250 300

DISTANCE COVERED- N.MI .

TEMPERATURE lfGENO
- - HOTTER
- - - COLOER

Figure A5A-2 (Sheet 2 of 3)

A5A·12
 T.O. 1F- 1050-1

MAXIMUM THRUST ACCELERATION Model: f-1050

CLEAN + (4) AIM - 98 SIDEWINDERS This chart cannot be adjusted by drag number since it engine: J75-P-19W
is not In Configuration Drag Index format. The use of fuel gtode:

[Q]
JP-4
this chart for the configuration shown, subsequent to fuel d&naity: 6 .5 L8/GAL
modification by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration doto dote : 1 FEB. 1963
Mach number. data basb: FUGHT nST

30
L~
'u."" +. -~
I

0
0
0

20
- j
lT
I
t
•
r-~ ~··

0P-·. I
..
.
.

"'::::>Q -
-·--··
- · tj .. .
'_,""
i=
: ~

4( - I

10 :1

'""
:z::
C)
30
"'
~liD
_, 35
css
Ill

ctO
e>- 40
~ol
fit

'""
z 45
"'
1-U
~Z o 0
o!!!l
~~~:liD 5
u.~"'
z4(~~~: 10
oc~
-11111:4( 15
'""4(~~~:
~QI&I 20
>zo.. 0 2 4 6 8 10 12 14
"'4(~
c,..w
Ill '""
TIME- MIN.
TEMPERATURE LEGEND

- - HOTTER

---COLDER

Figure A5A-2 (Sheet 3 of 3)

ASA-13
T.O. 1F-105D-1

MAXIMUM THRUST ACCELERATION

CLEAN + 12) 450 GAL TANKS +
r ....1_, : _; 14) AIM - 98 SIDEWINDERS
-!-·" --1 .·i + .j-.-- I • I ·~ i ' T .. j .t. .... .. ~ I
•~-··- Model: • F-1050
hrTTT7,-~~----~~,-~~--+-~~~~---r----T---
engine: J75-P'- 19W
!!!!!_grade: JP'-4
30 +--+-~,....._,__H-_._ fuel denally: 6 .5 LB/GAL
dolo dole: 1 FEB. 1963
data ball.: FUGHT nst
~
u..
0
0
0
20
.....
0
:;)
....
....t=
~

~
J:
~
;;u t +- r -
~IIi ' t-·-:·· ·-·!.·

In
.... 35
--·
-·
vtO
oo
o:O
(!) .... • +........•

I
>
....
Cll:

z
.....

~zu
.... 50
w o
o -,
a:::lla
u..~w
z~~ 0
OCI-
-CII:~
~~CII:
~ow
>zD.
w~~
c .... w
ln ....

~
J:
(!)
;;u
~~
"'o 40
"'o
Oo
Cll:.-
(!)

>
Cll:
~
z
Ll.t
0.9 1.0 1.2
MAXIMUM ACCELERATION MACH NO. - STANDARD DAY

Figure A5A-3 (Sheet 1 of 3)

A5A-14
 T.O. 1F-105D-1

Model: F· l OS D
engine: J7S-P· 19W
luel grode: JP-4
6.5 l B/GAl
1 FEB. 196 3
fUGHT nST
··~· ~·
I
1 ··I
l' J...:. L

.....
u..

..... 35 .!
::t:
C>
w
~~ 40
"' O
"'o
Oo
cac:.-
C>
45
>-
1¥
..... TEMPERATURE LEGEND
zw
50 --+-~·-t-- - - HOnER

~zu
... . - . ---COLDER

o-,
w o
cac:ca
u..~w
0
z<~ 5
OOI-
-cac:<
1-<cac: 10
<ow
>za.. 15
ow<~
.... w
"' ..... 20 0 20 40 60 80 100
DISTANCE- N .MI .

Figure A5A-3 (Sheet 2 of 3)

A5A·15
T.0.1F-105D-1

--'!'--·~~~.-

-r~-·-

f.-1050 ..., .
engine: J75-P-19W >-r-;····
fuel grade: JP-4 · •
. 5--L-B/7G~A~L
._.~~~--~~-~~--- ~,u~e~/d~e~n~sl~ly-,---6-
dala dale: 1 FEB. 1963 ·-'-··
data ba•l•: FUGHT nST ~

This chart cannot be adjusted by drag number since it

. is not in Configuration Drag Index format. The use of
• this chart for the configuration shown, subsequent to
-+--+--.....:..-<--~+.._,....;...._,.. modification by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
w Mach number.

~4:-~--::_~t
0
;:)
.-
j:::
_,
<

.-
::z:: 35
C)
u;
~~
VIO 40
VIO
Oo
a.:.-
C)
>-
a.: 45
.-z
w
HOffiR

- - - COLDER
.- 0
~z~
0~1
a.: CO
IL~W
z<~
oo.-
-a.:<
.-<«
<ow
S:za..
w<~ 200
o._w
.,.- 2 4 & 8 10
TIME - MINUTES

Figure A5A-3 (Sheet 3 of 3)

ASA-16
 T.O. lf-1050-1

MAXIMUM THRUST ACCELERATION

CLEAN + (2) PYLONS Afi,!D ADAPTERS ...-,_
[Q]
D Model: F-1050

! ' _ . : !l ~ 4
engine: J75-P- 19W -
FOR SIDEWINDERS (N~ MISSILES) . ~ · ~J ~ ' l uel grade: JP-4
- _ . ~ . _ H . _, fuel density: 6.5 LII/ GAL

·I lHY\ \~~~ ~~~~-~--- ·-1.951"~:-~ I~;_ ::::::.: ;:~ ~~

30
tl, \\~ \'l\ \:'K~~:: --:71.~~5 :I . + - j +- -·-t .. ~' I i--l j -r,.
~·\.' .'\__~~~ ~ DJ 7~.75
- ~ This chart cannot be adjusted by drag number since it
\1\:\ \ \ ~~ 1 ~·
' + ·
-7. is not in Configuration Drag Index format. The use of
I II\;-' · )'....__- -~--~-=.J · ~ 1.60 .6. --:-' ~ this chart for the configuration shown, subsequent to
1-+tt-H_\H\·\-\\
·-.c . · R-- .r~:::::::=:·..::-· _-~. 1 1.55 /
~ - - 150 / -
/
~~r.;-· -;:;_-;- ·:·. modification by (947], will result in optimistic values
~ - for acceleration time, fuel and maximum acceleration
·
i\
I\ -
Y
" -•
~...., _:-
1 ~- ·1.45
'17, ' -- •J -
~ r
Mach number.
· 1
20
. - . \ ~ .\ ~~~ t.40 '7 . ~- ' -~ l . -- ~ . f~ ._._ ~ l-·-

\ !\" \ \ ~ ·- J ::----· 1::: : ~ :~ • -:::. ; ~--:=

•; r_ h-+· ~- ~:;-:
.=-\.
\ ~,4-'~-~
H-·+-+111-H-'Hr~--1'--"""~-.. .;::·-:.!1 :t·35~
--l--· f-o--r-~- - - +-- ~-- ·-+-· ......,
'
I
~---'--+-__;.....--!

\ K r-:. !/ =. = _: . . :. .:=- ~=;:::::-

r
rrt· •· I ... t o j o .• ,.....__., ,_ ; _, \-.. l.- "'t ~-+ • ,-
' 1.30 . - -
4-'o ~- 1~ -Y ~:::r..:::
-· .... ..
• ·-
_
+ - - • ,...... --· • --

10 1-H-: -HI~\'
-~-.P...:~~-+~ ~_:_ . .. . I i:. i t- • - - ; -

- . ~.r:::- ·r .-:~:-·- ............._

-. ,~~-=-~ -~-=-- ---;---::::- ~ --'--"- :: ...::..
_-
_ H

~-=="~v - : . ~ ..:~=··
~+-+.+Hr-+
~- _ ~ ,. . .· I.Js\7? 1--_:,..
__..,-~ t_ 1 :"' • •
._ . ~
:-j'lo ~-
--
- -
..... ..... -
• - T• ~. ......_
-~ -<t--4--...--
-
-t .............
,---_--
..-
_. ...
--
-~
+
+·---
• -
...... . .
~
~~~0.~~----~--~~~~~~~--~----~--~----~---+----+-~-+----;
0u.:... -.;' I"' ~. ::).. :. . • • •.- r- - --- ~·- . t--
c:> c:::>'cg~l ~ -
- ·+ ~ • • - INITIAL GROSS WEIGHT LINES ·-- - -_-:::::;.
- . .• • f- ... •1 · - . •....
, • . .~.. . t· .-- r:--=-"' ~-- ~r--- ..~.:.-----
-·--~ ...._.. .......
-1- i • 't"

- - .. - - T-

MAX. ACCELERATION MACH NO. - STANDARD DAY

Figure A5A-4 {Sheet 1 of 3)

ASA-17

--~ -------------
~ --
T.O. 1F-105D-1

0
0
0
-~1---
-+·. .
t····"··-t-·--·-·
,..........
···+
r·· ·~·-··· •.
:-4------.. . .
·-·"---L·-~

-h-
·-r--
- I
!

50 100 150

DISTANCE- N.MI. TEMPERATURE LEGEND

HOTTER
- - - COLDER

Figure A5A-4 (Sheet 2 of 3)

A5A·18
 T.0. 1F-1050-1

MAXIMUM THRUST ACCELERAnON

CLEAN + (2) PYLONS AND ADAPTERS
[QJ
D This chart cannot be adjusted by drag number since it
is not in Configuration Drag Index format. The use of
Model:
e"gi"e'
F- 1 oso
J75-P- 19W
FOR SIDEWINDERS INO MISSILES)

'
this chart for the configuration shown, subsequent to
modification by [947), will result in optimistic values
for acceleration time, fuel and maximum.acceleration
Mach number.
· ; ·~ l -· ··
!fuel grode:
fuel de"sily:
dolo dale :
6.5 LB/GAL
1 FEB. 1963
JP-4

: _f;_U_G.;;,H;..;.T---T...;ES~T
.;;,do;;,;t..;,o....;;bcr..;;,;,;;•..;_l•-
. •·· i ~ - .;;..;;.;.;;;...;~.;.;;.;..___;...;;...;...._ __

1- ... '

g
0

w
Q
...i=
:::l

...<

0 ~~~~--~---+--~~~~----~~---T----~----+-~~~---T~--~

.I
l
. . . ..-.....,····-··-·. ····--·----I

...
:I:
30

>~o
-C>c:D...
~ 0 35
z~o
IU~-
01
Ill:
(!)
40

~z ~
...
0~ 1 0
~~~~:CO
u.~IU
z<~
5
oo ... 10
-~~~~:<
1-<1111:
<ow
>zA. 15
W<~
Q.,_IU
~~-
20
0 2 4 6 8 10 12
TIME - MINUTES TEMPERATURE lEGEND
---HOnER
COLDER

Figure A5A-4 (Sheet 3 of 3)

ASA-19
T.O. 1F-105D-1

MILITARY THRUST ACCELERATION

Model: F-1050 FUEL
engine: J75-P·19W This chart cannot be adjusted by drag number si nee it CLEAN
fuel grade: JP_. is not in Configuration Drag Index format. The use of
fuel density: 6 .5 lB/GAL this chart for the configuration shown, subsequent to
modification by (947], will result in optimistic values
data dale : 1 FEB. 1963 for acceleration time, fuel and maximum acceleration
dofo bada: fUGHT nST Mach number.

.........
-
0
8...
I
"'
Q
....
;::)

i=
....
4(
10

! ... + .. ,. ! ~

1
•
., ·-- t !
···---1·---+·.,.~-+----~
·~
_ ........,_..p; ......___
1---i-~- ··~------··· ··~--·-·+·~-
.. :=L ..... -j
-·1 "M
--1
j
~ l .. 4.--
·-· l ··+
0.94 0.96 o.sa 1.00 1.02
MAXIMUM ACCELERATION MACH NUMBER-STANDARD DAY

Figure A5A-5 (Sheet 1 of 3)

ASA-20
 T.O. 1F- 105D-1

MILITARY THRUST ACCWRATION Moclel: F-1050

DISTANCE J75-P-19W
fuel gracle: JP-4
CLEAN fuel density: 6.5 l8/GAl
clato date: 1 FEB. 1963
dcrto baala: FUGNT nST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by (S4n, will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

30
....%
~
"'
~ca
., ....
oo
"'
..:g
0.- 40
....c( I
r---. j::
~ 45

0
DISTANCE-NAUTICAL MILES

Figure A5A-5 (Sheet 2 of 3)

A6A-21
T.0.1F-105D-1

Model: F-1050
engine: J75-P-19W
MIUTARY THRUST ACCELERATION
fuel grade: JP-4 TIME
fuel density: 6 .5 LB/GAL
dolo dole: 1 FEB. 1963
CLEAN
doto luul1: FUGHT nST

This chart cannot be adjusted by drag number since it

Is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

Li...
~ 20 ~~-l~~4-~~~~-+~~~--~~~~~~~----t-~-i--~-r----t----1
§
....
I
"'Q
2
t=
....
~

....
Ill

§....
...:z:I
0
iii
~ 40
"'
"'
0
1111:
0 45
....~
t=
~ 0 0.5 1.0 1.5 2.5 3.0
TIME-MlNUTES

Figure A5A-5 (Sheet 3 of 3}

A5A-22
 T.O 1F-105D-1

MILITARY THRUST ACCELERATION- FUEL This chart cannot be adjusted by drag number since it
CLEAN + (2) 450 GAL TANKS is not in Configuration Drag Index format. The use of
this chart for the configuration shown, ~Jbsequent to
30 Y-..,....~-r-n+--=:;=j!i~~~r."'--t--!""""'"'t' for
modification by [947], will result in optimistic values
acceleration time, fuel and maximum acceleration
Mach number.

Model: F-1050
engine: J75-P- 19W
luel grade: JP-4
fuel density: 6.5 LB/GAL ....
u.
1 FEB. 1963
20
data dale:
§
-
data baaJ.: FLIGHT TEST

I
"'a
:;)
....
j:
_,
c(

.... 30
%
C)
u;
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"'_, 35
2§
C)-
~--~
~~

40
~'
c(
j:
-t
~

uz U4 0.96

MAXIMUM ACCELERATION MACH NUMBER-STANDARD DAY

Figure A5A- 6 {Sheet 1 of 3)

A5A-23
T 0 . 1F-105D-1

Model: F- 1050
MILITARY THRUST ACCELERATION
engine: J75-P-19W
fuel grade: JP-4 DISTANCE
fuel density:
data date:
6.5 L.B /GAL
1 FEB. 1963
CLEAN + (2) 450 GAL TANKS
data ltaab: FUGHT TEST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart tor the configuration shown, subsequent to
modification by [94n. will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

ca
.... 30
§
-...
I
:z:
~
1&1
~

"'"'0
Gl:

"....
4(
E
~
D
DISTANCE-NAUnCAL MILES

Figure A 5A-6 (Sheet 2 of 3)

ASA-24
 T.O. 1F-105D-1

Mh.ITARY THRUST ACCELERATION Model: F-1050

engine: J75-P- 19W
TillE
fuel grode : JP-4
CLEAN + (2) 450 GAL TANKS fuel den lily: 6 .5 LB/GAL
dolo dole: 1 FEB. 1963
data basis: FUGHT TEST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

.....
u.

g
-
LLI
Q
I
~
.....
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....
..:

a:a
....
8
-
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iii
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vt
vt
0
IIIIC
C) 45
....
..:
;:: •.a ....
'T
.1 -~ _... ..• ..... ;-

~
•

0 0.5 1.0 1.5 2.0 2.5

TIME-MINUTES

Figure A5A- 6 (Sheet 3 of 3)

ASA-25
T.O. 1F-1050-1

~M~o~d~·'~'--------~F~-~10~5~0 ~fu~e~/~d~•n~s~il~y~:--~6~.5~1~8~/~G-A~l
~•n;.;;g;:.;/i.:.:.n•;:.;:~d------~J7~5;..·~P-_1J;..9p....;.;.~ _dd~al..;a;..d;..La~I~•,:____F1;_U~FG~E~HB~
.T-1n~9~6$~3T
~f~u•~g~r..;a..;..;•~=----------~--;.. __a_ta __u_a_•~•:;.._~---------

....
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....
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....:r: 35
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w
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_, 40
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() ....
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c(
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1
··-·········-···-··-

J. ·-"··--
....
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35
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aa
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"' 40 !
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·-
....:..-i.
0 0 ·•····:·· .J.
a.::
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_, ....I 45
...:....•...
c(
E ·········-·-·f. . -~

·~ t-· t --·
L .L .j! ....;.
50
0.90 0.92 0.94 0.96 0,98

MAXIMUM ACCELERATION MACH NUMBER-STANDARD DAY

Figure A5A-7 (Sheet 1 of 3)

A5A-26
 T.O. 1 F-1050-1

MILITARY THRUST ACCELERATION Model: F-1050

engine : J75-P- 19W
DISTANCE
fuel grode: JP-4
CLEAN + CENTERLINE 650 GAL fuel density: 6 .5 lll/ GAL
TANK + (2) 450 GAL TANKS dolo dole: 1 FEB. 1963
data basls: FLIGHT nST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the confi~uration shown, subsequent to
modification by [9471. w1ll result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

t:

,_
I
LU
0
~
....
i=
•

....
ID

§,_
....I
:r
£!
LU
~ 45
11'1
11'1
0
ell:
C>
....
•
i=
~
0 5 10 15 20 25

DISTANCE-NAUTICAL MILES

Figure A5A -7 (Sheet 2 of 3)

ASA-27

r
T.O. 1F-105D-1

Model: F-1050
MILITARY THRUST ACCELERA noN
engine: J75-P- 19W
fuel grode: JP-4 TIME
fuel density: 6.5 l8/GAL CLEAN + CENTERLINE 650 GAL
dolo dole : 1 FEB. 1963 TANK + (2) 450 GAL TANKS
data basis: FUGHT nST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this.~haf! for the configuration shown, subsequent to
mod1flcat1on by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

... 20
"""
80
-
w
Q
I

...t=
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.... 10
< ~
::<:
i····

....
G)
35
0
8
-... I 40
%
C)
w
~ 45
"'"'0
II¥
C)
....
<
t=
~ 0

TIME-MINUTES

Figure 45A- 7 (Sheet 3 of 3)

ASA-28

PART 6 AIR REFUELING
TABLE OF CONT.E NTS
Air Refueling Charts. . . .. . A6·1, A6·2
Formating Speeds and Altitudes .
Receiver Fuel Consumption
Fuel Transfer Time . . .
AIR REFUELING CHARTS: KC -135A/F-105D
Refueling data is provided in three charts: maxi·
mum formating speeds and altitudes, receiver fuel
consumption, and transfer time during air refueling.
The maximum formating chart is based on the re-
ceiver operating at :\1ilitary Thrust at maximum
gross weight (full-up condition) and the tanker at
~laximum-Continuous Thrust. This chart can be
read for any receiver weight and configuration,
for any tanker weight, and for ambient tempera·
tures from standard day conditions to l5°C
t}otter than standard.
The fuel flow of the receiver while in the refueling
position is available from the fuel consumption
chart for any combination of refueling altitude,
speed. receiver weight and configuration, tanker
weight and ambient temperature.
The transfer time chart provides data on maximum
transfer rates and the relation between net trans-
fer rates, transfer time and total fuel transferred.
T.O. 1F-105D-1
A6·6
A6·7
A6·9
EXAMPLE:
Determine formating altitude and speed, receiver
fuel flow and transfer time to refuel the F -105 air·
craft from the KC-135A under the following
conditions:
Receiver Configuration: Clean+ (2) 450 gal
tanks+ (4) M-117 750 lb bombs, centerline
Receiver Gross Weight: Prior to refueling:
40,000 lb
Receiver Gross Weight: After refueling 47,000 lb
Tanker Gross Weight: 200,000 lb
For mating Speed and Altitude
1. Ambient Temperature: Standard Day
a. Determine Configuration Drag lndex by
adding the Store Drag Numbers from
figure Al-5:
A6-1
T.O. 1F-1050-1

SAMPLE CHART
Not to be used for
Flight Planning

RECEIVER FUEL CONSUMPTION

....X
C)
iii
~
50
"'&:O
V'_,
0
0:0
"8
o:-
~~.~,

>
iii
u
1&.1
D:

30. 40 H 50 60 100 200 300

RECEIVER GROSS WEIGHT TANKER GROSS WEIGHT
-1000 LB - 1000 LB

A6-2
 T.O. lF- 1050- 1

F-105D/KC-135A INFLIGHT REFUELING

RECEIVER FUEL CONSUMPTION
SAMPLE CHART 400
Not to be used for
Flight Planning

C¥
0
....
u
<
.....
11
[Q] I
I
300 ~
~
.......
Ill
_,

z 15
C)
I
ma ~'
:::; 0_,
w
::l
..... Q - - - 1.1.
w
C¥ 20
-- _,
w
::l
.....

,
11
I
15
I
21
I
zs I
FUEL FLOW- 1000 LB/HI
I

FUEL TRANSFER nME

MAXIMUM FUEL TRAHSFER RATES
TRANSFER RATE: lB MIN" 11121 ..----- -r-- --r-i-r--7----,,....--,-- - , - - - - - . .
_,
RECEIVER FUEL CONFIGURATION
NO BOMB BAY TANK WI TH BOMB BAY TANK
NO EXTERNAl FUEl TANK 3380 4160 8
Its ~----~~~+-~~~
CENTERLINE" FUSELAGE TANK ONLY 4290 5135
TI'IO WING- PYLON TANKS ONLY 4615 5330
TWO WING- PYLON TANKS PlUS
4940 5525
FUSELAGE TANI\
'ASSUMING CONSTANT 55 PSI AT NOZZLE.
ESTIMATED NET TRANSFER RATE=MAXIMUM FUEl TRANSFER RATE (ABOVE)
- RECEIVER FUEL FlOW (l8/ MIN) _,
w
::l
.....
_,
....<
0
.... •• 2 4 I
FUEL TRANSFER TIME - MIN
I 11

A6·3
T.O. 1F-1050-1
Store
Store Location Drag
NO.
450 gal tank Right inb'd 14
450 gal tank Left inb'd 14
(4) M-117 bombs Centerline 52
Configuration Drag Index = 80
b. Enter sample chart. top of page A6-2, at
Configuration Drag Index = 80, (A) and
move horizontally to the Receiver Gross
Weight= 47,000 lb line, (B) .
c. Drop down to the Tanker Gross Weight=
200.000 lb line (C), and then horizontaLly
to the altitude scale to read the formating
altitude= 26,500 ft, (D).
d . From (D), continue horizontally to the
200,000 lb tanker weight line, (E), and
move up to the Mach number scale to read
formating speed= 0.84 Mach number, (F).
2. Ambient Temperature: l0°C hotter
a. From (C) move to the right to the 0° tem-
perature deviation scale. (G) and follow the
guide line until the l0° C temperatme devia-
tion vertical is intercepted at (H). Then
move to the altitude scale (J) and read For-
mating altitude = 22.600 ft.
b. Continue horizontally to the tanker weight
line, (K) and then move up to the 0° tem-
perature deviation scale, (L). Follow the
guide line until the 10° temperat1rre devia-
tion line is intercepted at (M). Move verti·
cally to the Mach number scale (N) and read
formating speed = 0. 765 Mach number.
Receiver Fuel Consumption
1. Ambient Temperature: Standard Day
a. Determine Average Receiver Gross Weight
during refuel: Initial gross weight=
40,000 lb.
Final Gross Weight= 47,000 lb
Average Gross
Weight= 40,000 + 47,000"" 43 500 lb
2 '
AS-4
b . Enter sample chart. bottom of page A6-2.
at receiver average gross weight= 43,500.
(A}, move to the left to formating altitude =
26.500 ft. (B) and drop to the base line at
(C) . Follow the guide lines to the formating
speed= 0.84 Mach number. (D) and then
draw a horizontal line. past the Clean Re-
ceiver Factor Scale.
Note
If receiver configuration is the clean air-
craft, read Clean Receiver Factor, and
skip Step 3. Then, in Step 5, Total Re-
ceiver Factor = Clean Receiver Factor.
c. Reenter chart at the upper Mach Scale at
0.84 iV!ach number,(E),move across to Con-
figuration Drag Index= 80, (F) drop down
to intersect the line from (D) at {G) and
read total Receiver Factor== 15.8.
d . Reenter sample chart at lower left hand
scale at Average Receiver Gross Weight =
43,500 lb, (H) move up to Mach number=
0.84, (J) across to Tanker Gross \Veight Base
Line, (K), and follow the guide line to
Tanker Gross Weight= 200,000 lb at (L).
Continue to the right to formating altitude ;::
26,500 ft (M) and draw a vertical line past
the tanker factor scale.
e. Enter the total receiver factor scale at.l5.8,
(N), move to the right to intersect the verti-
cal from (M) and read refueling factor=
18.5 at the intersection, (P).
f . Enter sample chart, top of page A6-3, at re-
fueling factor = 18.5, (Q), move to the left
to form ating speed= 0.84(R), and drop
down to altitude= 26,500 ft, (S).
g. From the Standard Atmosphere Chart. fig·
ure Al -10, the Standard Day Temperature
at 26,500 ft = -37.5° C. Move right from (S)
to -37 .5°C, at (T), and up to the Fuel. Flow
Scale at (V ), to read receiver fuel flow=
6750 lb/hr . Continue up to line at (W) and
to the right to (X} for the conversion to lb/
min, and read receiver fuel flow= 112
lb/min.
2. Ambient Temperature: l0°C hotter than
Standard
The same pr ocedure as in step la is followed,
using the formating altitude and speed devel-
oped in Formating Speed and Altitude, step
2 for presstrre altitude and Mach number.

When Standard Day Temperature is read
from figure Al-10, add l0°C and then con-
tinue as in step 1.
Transfer Time
1. Enter table on sample chart, bot.tom of page
A6-3, for Receiver fuel configuration v.rith two
wing-pylon tanks. with Bomb Bay Tank. and
read maximum fuel transfer rate= 5330 lb/min.
Compute nel transfer rate = 5330 - 112 (Re-
ceiver Fuel Consumption. step lg) = 5218
lb/min.
T.O. tF-1050-1
2. Total fuel transferred = Final Receiver Weight
minus Initial Receiver \\'eight= 7000 lb. Enter
the total (uel transferred scale at 7000 lb. (A)
move to the right to n~:>t transfer rate= 5218
lb/min, (B) and drop down to scale at (C) to
read fuel transfer time= 1.35 min .
Note
This chart may also be used to det~:>r­
mine total fuel transferable in a given
time, by entering at the fuel transfer
time, to an estimated net transfer
rate and reading total fuel transferred.
A6-5
T.O. 1F-1050-1

model: KC-135A model: F-1050

riD
engine: J57· P-.59W & -43WB
FORMATING SPEEDS AND ALTITUDES
engine: J75 -P-19W
fuel grode: JP-4 fuel grade: JP-4
fuel density: 6 .5 l B/GAl fuel density: 6 .5 lB/GAl
data date : 1 FEB 1963 data data: I FEB 1963
data basis: FUGHT TEST data basis: FUGHT TEST
thrust: MAX CONTINUOUS thrust: MILITARY

)(

z"'
Q

~
4(
QC
Q
z
0
t=
4(
QC
::l
~
u:
z
0
u

TANKER
GROSS WEIGHT
(a) 100000 LB
(b) 150000 lB
(c) 200000 lB
(d) 250000 LB
(e) 300000 LB

I
1- --.
.---· ___,___t·---
+
f ·-····--
1---i..-··•· . > • ··-+-~~···· +

' '·i -···-· -·

l
tt -
·to r ..., ._

- · ~- -
t

L·- · -

1 ·r
'"f·• 1

~~-t··-r·
··- . • ---~---
~.
I

. . .--1'-. --·--·-·.
•t•

·-·
'-
· -· • _, .t + •
. . I . .. ~- .
+"

~-·-·
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'·-4

""'!''......_"........

..
-- ·t
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l
• . ~· 1--·-.

0 5 10 15
TEMPERATURE DEVIATION
. FROM STANDARD- •c
lHOTTERl

Figure A6- 1

A6.-6
 T.O. 1F-105D-1

F-1 05D/ KC-135A IN FLIGHT REJUELING mode/: F-1050

RECEIVER FUEL CONSUMPTION engine: J75-P-19W
fuel g rade: JP-4
fuel density: 6.5 LB/ GAL
dolo dole: 1 FEB 1963
data basis: FLIGHT TEST

I" ra
...Jj

§
1-
X
~
w
~
11'1
11'1
0
r¥
~
r¥
w
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1-

81 OOOL - .LH!>I:iM SSOl!> l3AI3:>3ll

Figure A6-2 (Sheet 1 of 2)

A6-7
 T.O. 1F-105D-1

~m~~e=''----~~F-~10~50 ~fue~/~de~
ns~ity~
:--~
6.5~L=~~GA~L F- 105D/ KC- 135A INFLIGHT REFUELING
~en~gm=e-~·----~n~s-~
~~19~W ~da=
ta~da=te~=--~l~F~EB~l=9~= RECEIVER FUEL CONSUMPTION
~fue~/=gra=d~e:______~JP~4 da=ta~~~s=~~:~F~
~ LIG
~H~
T~m~T

Figure A6-2 (Sheet 2 of 2)

A6-8
1-
 T.O. 1F-105D-1

F-1 05D/KC-135A INFLIGHT REFUELING model: KC-135A model: F-1050

FUEL TRANSFER nME engine: J57-P-S9W & -43Wil engine: J75-P- 19W
fuel grade: JP-4 fuel grade: JP-4
fuel density: 6.5 LB/GAL fuel density: 6 .5 t.a/GAL
dolo dole: 1 FEB 1963 data dote : 1 FEB 1963
data bas,_: FUGHT TEST data ba•l•: FUGHT TEST
thrust: MAX CONTINUOUS thrust: MILITARY

MAXIMUM FUEL TRANSFIR RATES

TRANSFER RATE: LB/ MIN"
RECEIVER FUEL CONFIGURATION
NO BOMB BAY TANK WITH BOMB BAY TANK
NO EXTERNAL FUEL TANK 3380 4160
CENTERLINE FUSELAGE TANK ONLY 4290 5135
TWO WIN!;- PYLON TANKS ONLY 4615 5330
TWO WING- PYLON TANKS PLUS FUSELAGE TANK 4940 5525
"ASSUMING CONSTANT 55 PSI AT NOULE.
ESTIMATED NET TRANSFER RATE= MAXIMUM FUEL TRANSFER RATE (ABOVE)- RECEIVER FUEL FLOW (LB/ MIN)

...
liD
15
8
0
Ill
Gl:
Gl:
Ill
&&..
VI
10
z
<
.-
Gl:

...
Ill
:::)

...<
&&..

.- 5
0
.-

2 4 6 10
FUEL TRANSFER TIME- MIN

FigureA6-3 Figures A6-4 thru A6-5 Deleted

A6·9/(A6-10 blank)
 T.O. 1F-105D-1

PART 7 DESCENT

TABLE OF CONT ENTS

Descent Information . . . . . A7·1

Maximum Range Descent Charts. A7-2, A74

Combat Descert Chart A7-6

Penetration Descent Chart . A7-7

DESCENT INFORMATION.

The Descent Charts enable the pilot to determine the

fuel used, distance covered and time elapsed in any one
of three types of descent, between any two altitudes,
at any conditions of aircraft weight and configuration.
The descent schedules shown are:

Thrust Speed
Type Setting Speed Brakes

Maximum Idle Shown on Chart ln

Range

Penetration 88% 300KCAS Out

Combat Idle 0.9M or 400 KCAS

whichever is less

A7·1
 z·LV

INJnAL GROSS WEIGHT

=~
- 1000 LB

-
" TRYIAI.TITUDE 5000 FT
1:

I 10000 FT
~FT

I 20000 FT
~ CALIBRATED AIRSPEED . 2SOOo n
-KNOTS - -
30000 FT

~
-4~
-;,_ ::-1---------' fo
me
VIm
.,z In~
m m
~---L-L~--~~---- 0 c

- Sl -
DISTANCE COVERED IN DESCENT
- NAUTICAL MILES
= lie

DISTANCE COVERED IN DESCENT FUEL USED IN DESCENT

:
- NAUTICAL MILES
~ ~ = ~
-~ - LB
....
g --
~

+
I
i-
m
\'\' \
i \
I \
II
~
,..
,..
m
~ I
~ - · --------\-~ ~~
m . U'~
c ~~
z CD ~~
-
. --------+-----~--~ ~~--~--
c
m
VI
n
m
z - _______________ --:~'<-~

-4 -
I
~
z-
c..... .. .lSU .lHON DIDP
:~f~IHf
-4
m t96l '93~ l :e1op o1op
VI
lY0/91 s ·9 :AIJIUap flttiJ

.:· r dr
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:epo16 I•"J
:euJSu•
oso l-~ ' f•pow

[Q] .LNJl51G J9NY11 wnwncvw

L-OSOL-:IL ·o ·1
 T.O. tF-1050-1

EXAMPLE I 2. Enter sample chart on page A 7-2

At Initial Gross Weight = 32,000 lb, (A)
Conditions: Configuration: Clean+ (2) Special AIM- Move horizontally to Entry Altitude= 40,000
9B Pylons ft, (B)
Initial Gross Weight: 32,000 lb Drop vertically to Configuration Drag Index =
Entry Altitude: 40,000 ft 6, (C)
Final Altitude: Sea Level Move to the right to the Distance Scale, (D)
and read Distance covered = 86 NMi
Find; Fuel used, distance covered and time elapsed
in a Maximum Range Descent, and the recommended 3. Enter sample chart on page A 7-2
speed schedule. At Distance covered in Descent= 86 NMI, (E)
Move to the right to Initial Gross Weight ;::
Solution: 32,000 lb, (F)
Drop to the Time scale, (G) and read Time
1. Determine the configuration drag index from Elapsed = 14 Min
the table of figure Al-5 by adding the various Move up from (F) to the fuel line at (H)
store drag numbers. Move to the left to the fuel used scale, {I) and
read Fuel Used = 267 lb

Store 4. Read Recommended Descent Speed from sam-

Store Location Drag ple chart on page A 7-2 by entering the Config-
NO. uration Drag Index scale at 6 , {J) moving up to
Gross Weight = 32,000 lb, (K) and moving to
(1) Special AIM- Left Outb'd 3 the left to the Calibrated Airspeed Scale, (L)
9B Pylon and reading 273 KCAS.

(1) Special AIM- Right Outb'd 3 The Penetration Descent (88% RPM and 300 KCAS)
9B Pylon and Combat Descent (M = 0.9 or 400 KCAS, which-
ever is less) Charts are similar in appearance to the
Configuration Drag Index = 6 Maximum Range Descent Charts and are used in
the same manner.

A7-3
T.O. 1F-105D-1

MAXIMUM RANGE DESCENT

..o~-~

t··+··-!-···j
40 ~~#r~~~--+r~-+rrrrttr~r-~~~r---rrt~~r-~rr~~~-H
i-LL.'
.•.. ~;.....:....
"'
"'
0
a:
C)

.:... .·t.. t-...::: ·-·· t :. T ..t i .

f;
'I : ... ......._
·t t· ··+····~-- ....
·r··~··•····i· ·!····l_····f ·1 '--itl'"'"
~--+··-··· ......._..__ ..
--_,
- -..L....... "~'~--

' ---·· . ...... ----- ..

~
IDLE RPM
SPEED BRAKES - IN ·1 ~ 1

F-1050 f l""1_ ·1 ····:·

Mod•l:
--=---~~
•nglnt:
1
J7S·P·19W . -····+-•· ·•
t. r
fu•l grod•: JP-4 •'- - --1--+--t--:-- - J
"'
w
....
6.5 LIS/GA1 i. .._----t---.-_-_i-
~----- ~
fu•l d•nsity:
data dote: 1 FEB. 1963 l ""j _,
--~ .
+··l····· •. - ~
data baala: FUGHT RST [ !,. . u
,_--~~---+1 60 -- ~
-+-- ::;)
--L 4(
' z
I
....
:.rj-·
~
u
~~--~~--~~~r-----~~~~~~~~--r-----r-----r-----r-----~: 40 --~
' "'
1i •
-~

- ..._. t - -

...... ........... .................--.-} .....................

.•. t
-
- 1 •
--l
:
~-r-··

r
+ c -~ ...i
w --
t-·--~~-------t -----~-------r------~ ~- ---4~-----+~~~~------+------4~--~-+------4
~ -·-
CQ . ....
::; -·
··· ~ -~'

r----+~....;_-+---+---+........~---tr-·_u.. ~5.0 -- -i

-- i
_.·-___-t-.....:.
-·r • -
..225 -·-·--·-·-··· -··· J
----L---
0 50 100 150 200
CONfiGURATION DRAG INDEX
Figure Al- 1 (Sheet 1 of2)
A7-4
 T.O. 1F-1050-1

IDLE RPM MAXIMUM RANGE DESCENT

SPEED BRAKES - IN

MO<Iel: F-1050
engine: J75-P-1 9W ···•·····--'·+-
tuel grade: JP-·

....
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.....
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u -I
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TIME ELAPSED IN DESCENT - MINUTES

Figure Al-1 (Sheet 2 of 2)

A7-5
T.O. 1F- 105D- 1

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FigureAl-2

A7-6
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) ) ) ') )
~ l l ..• :, • , ,-··- . , ··r-1
q: . . ~Jr...L_.Li ;.ji__~--i
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..!,
Model: F- 1050 ~vel d;n•lty: 6 .5 LII/GAL ···-·"-··'-·-•···1..: ___~ 600 .....
'f' !· I I .
engine: J 75-P-19W ata ate: 1 FEll. 1963 • . l 1 i
..
liD
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I

PART 8
T ABLE OF CONT ENTS
landing Distances . AS-1, AS-5, AS-7
Rlmway Conditions .
Crosswind Landing Chart
LANDING DISTANCE
Separate landing ground roU and total dist.ance to
clear a 50 foot obstacle charts are shown for land-
ings with and without drag chute deployment. These
data ar e computed for flaps and gear down, speed
brakes open. Effects on landing distances of am-
bient temperature, pressure altitude, aircraft gross
weight, runway wind component , runway gradient
and runway condition reading are shown on the
ground roll charts. Incremental drag for externally
loaded configurations has been accounted for at
various aircraft gross weights. The effect of braking
on a dry runway is shown separately, and total dis-
tance over 50 feet is read against ground roll and
braking effectiveness. Landing speeds at final ap-
proach, 50 foo t obstacle and touchdown are pre-
sented as a function of gross weight. The use of
these charts is illustrated below by a sample
problem.
RUNWA Y CONDITI ONS
In order that pilots might be aware of slippery con-
ditions at terminal airfields, a system o f reporting
has been established. First, a teletype sequence
will report conditions as a series of letters to indi-
cate the runway surface condition. The number
portion of this sequence is t he Runway Condition
Reading (RCR). Second, Air 'I'raffic Control will
report the information CO!lceming Runway Surface
Condition and Runway Condition Reading for t he
benefit of aircraft anticipating a landing. Following
is an explanation of the terms used:
RCR Runway Condition Reading
p Patchy
WR Wet Runway
SLR Slush on Runway
T.O. lF- 1050 -1
LANDING
A8·1
AS-1, AS-9
LSR Loose Snow on Runway
PSR Packed Snow on Runway
IR lee on Runway
CROSSWIND LA NDING CHA RT
The crosswind landing chart defines the conditions ,
in t erms of wind direction and velocity and aircraft
gross weight. under which it is possible to correct
drift by holding the upwind wing down, through
touchdown, t hereby maintaining an uncrabbed
approach. Increased touchdovvn speeds above nor-
mal, shown versus crosswind component and landing
weight, are required to compensate for the loss in
lift d ue to spoiler deflection. For very high cross-
winds, indicated on the chart by the lightly shaded
area, a combination of crab and up·wind wing low
approach is required. lf the crosswind component
is greater than 40 knots, the maximum sidesHp angle
available is not sufficient to avoid drift at touch-
down. and landing under these conditions is not
recommended. An example to illustrate its use is
given on the crosswind chart.
Sample Problem
1. Determine speeds and distances for landing
with drag chute under the following
conditions:
Gross Weight: 38,000 lb
OAT: 1.0°C
Pressure Altitude: 4000 ft
Wind Component: 10 knots (headwind)
Runway Gradient: 2% downhill
RCR: 15
Solution:
1. Enter sample ground roll chart (page A8-2)
at l0°C air temperature, (A). move up to
A8 -1
T.O. 1F- 1050-1

GROUND ROLL LANDING DISTANCE

WITH DRAG CHUTE

NOTE: IF RCR IS NOT AVAILABLE USE:

DRY-23, WET-12, ICY-5.

20 40 6 8 9
AIR TEMPERATURE- ·c '
ROLL - 1000 FEET

0
....
"'
0
z
::.::
,- 2
0
z
~
4

LLI
Q.
0LLI
.... o - - - UPHILL
"'c( --DOWNHILL
>- ~-
c(
~~
zo
:;)
a:
2

0-1
a:
l

GROUND ROLL-1 000 FT

A8·2
 T.O. 1F- 1050-1

GROUND ROU LANDING DISTANCE

[QJ WITH DRAG CHun

80%
~
~ MODERATE 60% 1----1--\---1--....lo

40%

LIGHT 20% O
5 10
GROUND ROLL - 1000 FEET
0
Ml CCI
I
2
I I
I

·~ I I (a) RCR
{b) RCR
=23 with heavy (100%) brak:ng.
= 15 or RCR = 23 with mode•a!e ~se~ l bra~iog.
.... I
u..
4 ~ I
I (c) RCR =8 or RCR = 23 with ligh! ;20~ 1 brak:og.

8.... ~
~
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p
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.......__ - ·- N I
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0
.... 8
~ (a)
0
.... ~~ ['..
10
lc,
.
12
LANDING SPEEDS
220
y

SAMPLE CHART "'

c(
u
Not to be us~d for ~
I
FliCJht Planning 0
w ·
w
0..
"'
160

140 .____ _.._____ _.____ _.__...___ ___.

U ~ ~ R~ ~

GROSS WEIGHT - 1000 LB

T.O. lF-1050-1
4000 ft pressure altitude line, (B) across to
38,000 lbs gross weight line, (C) and down
to scale to read uncorrected landing ground
roll = 3350 ft, (D).
2. To correct for wind, runway gradient and
RCR, continue from (D) to wind base line,
(E) and follow the solid (headwind) guide-
line to 10 knots wind at (F). Drop down to
runway slope base line, (G) and follow the
solid (downhill} guide line to 2% runway
slope at (H). Drop down to RCR base line ,
(J) follow guide line to intercept an RCR
of 15 at (K) and move vertically to the
ground scale to read corrected ground
roll = 3800 feet at (L).
3. Enter total distance chart' (page A8-3) at
ground roll of 3800 feet, (M) move down
to braking effectiveness line for RCR = 15,
(N), and across to total distance scale, (P).
Total landing distance over a 50 foot obsta-
cle is 5900 feet at (P) . For every additional
50 feet of obstacle clearance height, add
1000 feet to the total landing distance.
4. Enter sample landing speeds chart at 38,000
lb gross weight, (R) move up to (S), (T) and
(U) and across to the speed scale to read
touchdown speed = 178 KCAS at (W), 50
ft obstacle speed"" 194 KCAS at (X) and
final approach speed= 210 KCAS at (Y).
5. Determine landing distances for the above
conditions if the RCR = 23 and light (20%)
braking is used.
a. Enter sample ground roll chart (page
AB-2) at RCR base line, ( J) and drop
A84
down to read ground roll== 3120 ft
at (Z).
b. Enter sample braking chart at braking
base line (100%) and ground roll = 3120
ft (AA) and follow guide lines to reach
light braking (20%) at (BB) . Corrected
ground roll at (BB) is 4920 feet.
c. Enter sample total distance curve at
4920 ft ground roll (CC), down to light
(20%) braking line, (DD} and across to
read total distance over a 50 ft obstacle
= 7000 feet at (EE).
6. Determine minimum allowable RCR with
drag chute deployed for 7000 feet of avail-
able runway if the uncorrected ground roll
is 4500 feet.
a. Enter sample ground roll curve at the
RCR base line and 4500 foot ground
roll, (JJ) . Follow the guideline to a
ground roll of 7000 feet (KK) and then
move left to the RCR scal.e to read
minimum allowable RCR = 8 at (LL).
I WAINING )
If the reported RCR is less than the cal-
culated minimum RCR as noted on your
landing data card, you will not be able
to stop on the runway. Divert to an
alternate or take action as necessary;
such as prepare for barrier engagement
or reduce weight.
 T.O. 1F-105D-1

GROUND ROLL LANDING DISTANCE model: F-1050

HEAVY BRAKING engine: J75-P-19W
fuel grade: JP-4
WITH DRAG CHUTE
fuel density: 6.5 LB/GAL
SPEED BRAKES OPEN data date: 1 FEB 1963
IDLE THRUST dafo basis: FLIGHT JUT
HARD SURFACE RUNWAY
LE FLAPS -100%, TE FLAPS -100%

NOTE: IFRCR NOT AVAilABI.f. USE:

DRY·23. WET·12. ICY·5

0 10 20 30 40 50 3 4 5 7
GROUND ROLL -1000 FT
AIR TEMPERATURE - ·c
O r--r--~-,--~~r--r--~~~~-,r---

15

~ 10 ~~~~~~~~~~~~~~~~~~~~~~--~~~
5

0 2 3 4 5 6 7 8 9
GROUND ROLL - 1000 FT

Figure AB-1 (Sheet 1 of 2)

AS-5

- - - - - - - - - ------
T.O. 1F-105D-1

-GROUND ROLL LANDING DISTANCE

20 FT DIAMETER DRAG CHUTE USED
HEAVY 100%

C)
80%
z
2 ..mATE 60%
-<
IX
~±
CD 40%
.
LJGHT 20%
0 1. 2 10

model: F-1050
engine: J7.5-P-19W
fuel grade: JP-4
fuel density: 6.5 1.1/ GAL
doto dote: 1 FEB 1963
doto boala: FliGHT TEST

NOTE:
Increase landing gr011111 ron rtt 350 feet for
every 10 knot increase over recoi1U11e00ed
touchlown speed.
1~ ~~--~~--~~~~-L~
25 30 35 45
GROSS W~IGHT- 1000 LB
~igure AB..J (Siteet 2 of 2)

AB-6
 T.OL 1F- 1050-1

GROUND ROU LANDING DISTANa

NO DRAG CHUTE
[Q] mo<hl:
.,.9;,..,
f\.1050
DS-r-19W
lwl grade: Jl'~
HEAVY BRAKING l wl d ...aily: 6.5 La/ GAL
SPEED BRAKES OPEN dolo dole: I FEI 1963
IDLE THRUST dCifo bcula: FUGHT liST
HARD SURFACE RUNWAY
LE FLAPS-100'1; TE FLAPS-100'1

NOTE: IF RCR NOT AVAilABl£,

USE DRY·23, WET·l2. ICY·5

5 7 9 10
GROUND ROU -1000 FT

- -

---:--

2 5 6 7 8 9 12
I 13 14 15
T
3
GROUND ROU-1000 FT

Figuf'8 AB-2 (Sheet 1 of 2)

A8-7
1'".0. 1F-105D- 1

GROUND ROU LANDING DISTANCE

NO DRAG CHUTE USED
ltfAVY 100%

C)
m
z
S2 MODERATE 60%
c(
01:
ID .40%

UGHT 20%
3 7 8 9 14
GROUND ROU- 1000 FT
0
~ FOR mRY Jrerr~ 50 fOOT tf ossrACtl CUA!Wie£
1
-
1- ~-1-'-+~+--+-~-rl--:-....:. ~ ~+--I
I
,
ji ~
>
~ + r:
j
i:: • I! •·: 1- •
1-· I• ~ • t~ I+
I
i~
I ,
I I
r • 1~-
I
HEIGIH, ADO I!XXI FE£! TO TOTAl. lANDING DISTANCE. _

2
t:
§
-

moclel: F-10SD
engine: J7S-P-19W
fuel grade: JP-4
fuel den lily:
6.5 LB/ GAL
data date: 1 FEI 1963
data bo1l1: FLIGHT TEST

SPEED BRAKES OPEN

IDLE THRUST
HARD SURFACE RUNWAY
LE FLAPS - 100%, TE FLAPS- 100%
f«JTI:
Increase lamling ground roll by 600 leet !Of
every ID knot increase over recommeroed

~-

GROSS WEIGHT- 1000 LB

Figure AB-2 (Sheet 2 of 2)

AS-8
 T.O. 1F-105D-1

!XAIIPU:
GM/j: Weight 31,000 LB.
Wllll of 35K at 35 degrees.
SOLUTION:
locate point (A) which represents wind of
35K at 35 degrees. Read horizontal to head·
wind component 291( (Bl. Read vertical from
(A) ID crosswind c~ent 20K (C) and con-
tinue ~ to gross we1ght 31,000 lB ""· Read
horizontal to touchdown speed 169.51( (f).
IWte that loochOOwn speed without a cross·
wind is 159.5K (D.

FigureAB-3

AB-9/(AB-10 blank)
 T.O. 1F- 1050-1

PART 9 COMBAT PERFORMANCE

TABLE OF CONTENTS

Combat Allowance Chart . . . . . . . . . . . A9·2

Maximum Level Flight Mach Number - Maximum Thrust A9·5

Maximum Level Flight Mach Number - Military Thrust . A9-6

Maximum Contihuous Thrust -Combat Allowance . . A9-7

COMBAT ALLOWANCE CHA RTS. adding the store drag numbers obtained from
figure Al-5.
Combat Allowance Charts are provided for Maximum
and Military Thrust. From these charts the pilot
can determine level flight high speed and the fuel re- Store
quired for a specified time or the time available for Store Location Drag
a given fuel quantity at that speed for any condi- NO.
tions of gross weight, altitude, drag, thrust setting
and ambient temperature. Fuel flow rates are also 0) 450 gal tank Left inb'd 14
indicated on the charts and can be read for the
above conditions or for any speed, altitude, am- (1) 450 gal tank Right inb'd 14
bient temperature combination.
Configuration Drag Index = 28
EXAMPLE I
2. Determine Average Gross Weight.
Conditions: Configuration: Clean+ (2) 450 gal. Initial Gross Weight= 44,000 lb
tanks (inboard). Fuel Used in Combat = 2000
Initial Gross Weight: 44,000 lb Final Gross Weight= 42,000 lb
Combat Altitude: 30,000 ft Average Gross
Combat Thrust Setting: Military Weight = 44,000 + 42,000 = 43 000 lb
Combat Fuel: 2000 lb 2 '
Ambient Temperature: Standard + 5° C
Find:Military High Speed and time available for 3. Enter Sample Maximum Level Flight Mach
combat. Number Chart, Military Thrust, page A9-2
at average gross weight = 43 ,000 lb, (A).
Solution: Move to Combat Altitude= 30,000 ft, (B).
Drop down to Configuration Drag Index =
1. Determine the Configuration Drag Index by 28, (C).

A9·1
 MAXIMUM LEVEL FLIGHT MACH NUMBER -4
)> COMBAT ALLOWANCE CHART b
co
N
....a:l
MILITARY THRUST
50
-
~
MILITARY THRUST
...
8 ""'...
I

0 A
" §
~
40 en
~
I
...
I

:X: r
(!) ~
w 30 l!l
~
Ill
Ill
0 I I ~ I I ... J.o
Cll:
(!)
---- .
I I I I -~~7 I ?II I 1: ///1 I ~I
-~·
1 ..;----~ I ;:;;:. 5 1 \
_II' 'I'
40
MACH NUMBER - nME - MINUTES

SAMPLE CHART
Not to be used for

~
Flight ,P lanning

MAXIMUM LEVEL FLIGHT MACH NUMBER

_,
a:l 50 MAXIMUM THRUST
COMBAT ALLOWANCE CHART
§ MAXIMUM THRUST

40
~
:X:
(!)
w
~ ~0
Ill
Ill
0
Cll:
(!)

0.5 0 15 20 40 60
MACH NUMBER "C' TIME - MINUTES
1.0 1.2 1.4 1.6
MACH NUMBER

) )
 T.O. lF-1050-1

Move to the right Lo Standard Day +5°C, (D). 3. Enter Sample Maximum Level Flight Mach
Move up to 3000 ft Altitude Line, (E). Chart, Maximum Thrust, page A9-2 at
Move across to Mach Numb<>r Sc-,ile and read Estimated Average Gross Weight = 35,500 lb,
High Speed= 0.94 M, (F). (A).
Move to Combat Altitude= 15,000 ft, (B}.
4. EntP.r Sample Combat Allowance Chart, Mili- Drop down to Configuration Drag lndex = 20,
tary Thrust, page A9-2 at Combat Mach num- (C).
ber = 0.94, (A). Move across to Standard Day - 5"C, (0).
Move up to Combat Altitude= 30,000 ft, (B). Drop down to Mach Number Scale and read
Move to the right to Zero Deviation (rom high speed = 1.32 Mach number , (E).
Standard Day , at (C).
Follow lhe solid (hotter) gUlde lines to 5°C 4. Enter Sample Combat allowance Chart, Maxi-
deviation , (D). mum Thrust. page A9-2 at Combat Mach
Move across to the 2000 lb Fuel Used line, (E). number= 1.32, (A).
Drop to the time scale and read time available Move up to Combat Altitude= 15,000 ft. (B) .
= 17.5 min, (F). Move to the nght to Zero Deviation from
If fuel flow is required , read fuel flow scale at Standard Day, at (C) .
(G)= 6850 lb/AR. Follow the dashed (colder) guide lines to 5°C
deviation, (D).
EXAMPLE II Construct a Horizontal line from (D), (DE).
Enter the Lime scal.e at 5 minues, (F).
Conditions: Configuration: Clean+ (2) AGM-12B Move up to intersect line (DE) at (G) and read
Missiles, outboard. fuel required for combat= 5250 lb.
Initial Gross Weight: 38,000 lb
Combat Altitude: 15,000 it 5. Revising th~ Estimated Average Gross Weight,
Combat Thrust Setting: Maximum and reworking the computation will result in
C:..•mbat Time: 5 Min t.he same readings.
Ambient Temperature: Standard -5°C
EXAMPLE Ill
Find: Maximum Thrust High Speed and fuel re-
quired for combat. Coodit1ons: Combat Altitude: Sea Level
Combat Speed: 0.8 Mach number
Solution: Combat Thrust Setting: Milit.ary
Ambient Temperature: Slandard +lO"C.
l. Determine the Configuration Drag Index by
adding lhe store drag numbers obtained from Find: Fuel Flow and fuel required for 5 minutes of
figure Al-5. combat.
Note
Store
Store Location Drag This example assumes t.hat level flight high
NO. speed has already been determined for the
gross weight and Configuration conditions,
(1) AGM-12B Left outb'd 10 and that 0.8 Mach number does not exceed
Military Thrust capability.
(1) AGM-12B Right outb 'd 10
Solution:
Configuration Drag Index= 20
1. Enter sample Combat Allowance Chart, Mili-
tary Thrust , page A9-2 at lower left hand cor-
2. Estimate Average Gross Weight. ner at Mach number= 0.8, (H).
Initial Gross Weight = 38,000 lb
Estimated Combat Fuel = 5000 lb
Estimated Final Gross Weight= 33,000 lb 2. Move up to the Sea Level line, (J).
Estimated Average
Gross Weight = 38,000 + 33,000 35 ,500 lb 3. Move to the left to Zero Deviation from Stand-
2 ard Day at (K).
A9-3
T.O. lf-1050-1

4. Follow the solid (hotter) guide lines to l0°C read Fuel Flow : : ; 16,600 lb/HR, (M).
Deviation, (L).
6. Fuel required for 5 minutes = lb/HR X 5 Min/
5. Move horizontally to the Fuel flow scale and 60 Min= 16,000 X 1/12 = 1383 lb.

A9-4
 T.O. 1F-105D-1

MAXIMUM LEVEL FLIGtfT MACH NUMBER

MAXIMUM THRUST
fi)l
~

Model: F-1050
engine: J75-P-19W
fuel grade: JP-4
fuel density: 6 .5 LB/GAL
data dote: 1 FEB. 1963
Maximum level flight Mach Numbers will be dcrta l»ad.: FUGHT nst
significantly conservative if a drag number
of 20 is used for clean aircraft [947] C/ W.

"'
"'0
11ft
C)

1.0 1.2 1.4 1.6 1.8 2.0

MACH NUMBER
COMBAT ALLOWANCE CHART TEMPERATURE DEVIATION
FROM STANDARD DAY
- - HOTTER NOTE:
- - '- - COLDER l Continuous operation with Maximum
1-'-r"tt-h--,---,tl- Thrust Is limited to 15 minutes.

•r

I I It

1.5 0 0 20 60
MACH NUMBER TIME - MINUTES

FigureA9-1

A9-5

r
T.O. 1F-105D-1
Model: F-1 050
engine: J7S-P-19W
fut/grode : JP-4
fuel dentlty: 6.5 lB/GAl MAXIMUM LEVEL FLIGHT MACH NUMBER
dolo dole: 1 FEB. 1963 MILITARY THRUST
dota ba1b: FUGHT nST Maximum level flight Mach Numbers will be
significantly conservative if a drag number
of 20 is used for clean aircraft (947] C/W.

50 '~I ~~ll~ •.\ C) t I g; ' ~ ·I • ! I I ~ k.I ... t lt 1' I I t I ,0.7

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> • 1~ 1: ~ . ·-;-~~~'8 . ~
· ~. ; \ • 1\· 1-l
;....;t-1
· i - -H ~ - A- SEA LEVEL • :":~ ~~~ 1.0 ~
30 +--·i+--
- - + -...._,1-'--+1...__
• ; ••
\-+-_.-+--'---+-'---ii-1---r-:-'-
0 : I
=
~ I~oF~.
0 - 15000 FT.
' :~ a~
.• 1.1
~
;
.. I T • , ·+' . ' ·• , • , ' LI !..
•
'•
·
',
•
+ ' •. i •
• E- 20000
F- 25000
FT.
FT. ,- - ~- ·~
•
·t -·-+r+-·.....,...,-~
' .i " .,. ~ : ; • •-I 1 ' , " •~ jI , G- 30000 FT. I ' h I • I:
f j I~ I.I' I ~ v ' H- 35000 FT. .(,j. I f

COMBAT ALLOWANCE CHART

TEMPERATURE DEVIATION
FROM STANDARD DAY
- --HOnER
- - - - COLDER

IU 0.8 0.9 1.0 0 15 0 20

MACH NUMBER TIME - MINUTES

FigureA9-2
A9-6
 T .O. 1F-105D-1

• • I~-

.
··-'·-·... ·+ _..,.
~

C!
Ill:
w
cG
., ~
::)
0
z
:a::
u
CIO
0 <
~

....0
Maximum level flight Mach Numbers will be
significantly conservative if a drag number
of 20 Is used for clean aircraft [947) C/W. r •
······--~····-··--!-..-·..,... ·-·---.._......;... ......._...._,_ --""·- ·--·-··t---········•··-- Cl
c.o
~ i j - ··i .. ...
I 1 1· ·-~- ... .. .. i · !
~

! . r "i

I ' i
If ~
'
~f
... i
-------~-~~----· ----~----. -[:. _._____ ..:. _,_:__J_,_~--- --·~~:. .:. t-~---·-- --·-······-t······----·
' I!

·I --
..........._......~:
!

+
. . . -~·t.--
. i. .
--·t-··-~--
+~
-j

;
·!·
!

. -..1_'
~ ·-.
.,...-+--...,.."---+'"--~--r- ·~-----t ............-f..------"' . --=-· ·-~·+··---~·-·:- -~-:-:·-~-t.·--·-..:
r
. I . T" 1-- t • ·- 1
91 OOOl - 1H~I3M SSOH~ 3~VH3AV . [ ·

Figure A9-3
A9-7/ (A9-8 blank)

PART 10
INTRODUCTION.
The scope of mission planning can be enhanced
through the drag count concept, since all combat
missions can be computed for any possible combin-
ation of store loadings. Therefore, a thorough
knowledge of the methods of using these charts
can be an important tool in flight operations. By
actually working through a precise combat mission,
a more thorough understanding of the applicable
charts will be attained. Figures Al0-1 through
Al0-4 show the use of the performance charts for
a number of specific missions.
RULES OF THUMB.
As an additional guide to Mission Planning, the fol-
lowing rules of thumb for range variation due to
fuel loading, cruise altitude and low altitude dash
are offered. It should be noted that these are very
rough estimates to enable the mission planner to
determine the approximate configuration and !light
plan required to complete a given mission. Large
variations from these estimates occur for differences
in Drag, Aircraft Weight, Combat Allowances, High
Speed Runs, Altitudes flown , Weather Conditions,
etc. Once the rules of thumb have been applied to
give an order of magnitude, a precise mission cal-
culation must be performed to determine the
actual radius or range values. The use of these
approximations and some of the variation from
actual mission computations are i.llustrated in the
precise mission planning sections.
1. Approximate Radius of Action for Fuel.
General Profile
High Low
Altitude Altitude Lo·Hi
Fuel Loading N.Mi. N.Mi. N.Mi.
Normal Internal 220 110
Add for Bomb Bay Tank 130 65
Full Internal 350 175
*Add for Wing Tanks (2) 300 150
*Add for 650 Gal CL 200 100
*Dropped when empty
T.O. 1F-1050 -1
MISSION PLANNING
2. Approximate Trade-Off of Low Altitude Cruise
For High.
One and a half to two nautical miles of high altitude
cruise range can be achieved for every nautical mile
of low altitude cruise range.
EXAMPLE:
Problem: 425 NMi has been established for a Lo-
Lo cruise radius of action for a pa-rticular configura-
tion and profile. In order to attack a target 500 NMi
from base and return , how many miles must be flown
at high altitude? (Hi-Lo-Lo-Hi).
Estimate: One hundred nautical miles of low altitude
cruise is equivalent to approximately 175 miles at
high altitude. Therefore, reduce lo-lo portion by
100 NMi radius of action and substitute 175 NMi
of hl-hi radius.
Total Radius of Action: 425 -100 = 325 Lo-Lo
+ 175 Hi-Hi :: 500 NMi Estimated R/ A
3. Approximate Trade-Off of Low Altitude Cruise
For Low Altitude Dash.
The trade-off of cruise for dash at low altitude de-
pends large on configurations and speeds. However,
the following is a broad generalization of the effect
of substituting non-afterburning dash at low altitude
for low altitude cruise: Allow 2/3 of a nautical mile
in dash for every nautical mile in cruise.
EXAMPLE:
Problem: What would the Hi-Lo-Lo-Hi radius of
action shown above become if the low portions
were flown at 0.9 Mach number at Sea Level?
155
90 Estimate: 325 Lo-Lo cruise x 2/3 = 217 Lo-Lo
245 dash at 0.9 M.
210
140
Total Radius of Action: 217 Lo-Lo at 0.9M
+ 175 Hi-Hi= 392 NMi Estimated R/A
A10·1
T.O. 1F-105D-1

Hi- Lo- Lo- Hi Mission (Sample Problem I)

PRESS Initial Config: Clean+ 650 GaL Tank (centerllne)
ALT
1000 FT + (2) 450 Gal Tanks + Internal Store
RETURN
40 r-----------------------~----{Y·----~
Oti'TBOUND
30 <D-----,

10

o~~--~------~------_.------~------~~.-_.~
0 100 200 300
DISTANCE-- NAUT. MILES
400

Take-off Gross Wt. : 48880 lb. 650 ga l tank 347 lb.

Total Fuel - 2710 Gal. = 17615 lb. 450 gal. tanks 658 lb.
Water [or T. 0. = 300 lb Internal Store 2000 lb
l Stores
Jettisoned

Config. Leg Swn l''uel

Ffnal Alt. at
l.eg
Step Operation Drag Fuel Fuel Gross End of
Sum I.R-i Sum
Remaining Time Time Dist, Dlst.
Index Used Used Weight Step
LB. LB. LB. LB FT. MIN. HR:MIN. N. MI. N'.Ml.

Initl.al Configuration 0 0 17615 48880 0 0

1 Taxi, Take-Off and

Accelerate to Climp Speed*
1500 1500 16115 47080 S. L. 1 0:01 - 0

2 Milltary Thrust Climb to 52 1680 3180 14435 45400 29600 10 0:11 84 84

Initial Cruise-Climb Alt.

3 Cruise-Climb 52 1045 4225 13390 44355 30400 11 0:22 97 181

,Jettison Centerline Tank 44008
4 Cruise-Climb 28 3100 7325 10290 40908 32400 38 1:00 323 604
5 Combat Descent to S. L. 28 115 7440 10175 40793 S.L. 6 1;06 46 550

6 Dash-In at 0.9 MatS. L. 28 2350 9790 7825 38443 S.L. 10 1:16 100 650

7 Labs Maneu.vel' and 28 250 10040 7575 38193 12000 1 1:17 - -

DeUver Store - - - 36193 - - - -
8 Dive (30°) to S. L. and
,Jettison Wing Tanks
0 80 10120 7495 35455 S.L. 1 1: 111 - -

9 Dash-Out at 0.9M at S. L. 0 2028 12148 5467 3342'1 S.L. 10 1:28 100 750

10 Military Thrust Climb to 0 920 13068 4547 32507 37600 6 1:34 53 803
Initial Return CR-CL Alt.

11 Cruise Climb 0 2640 15708 1907 29867 39250 49 2:23 411 1214

12 Maximun1 Range Descent 0 274 15982 1633 29593 S. L. 15 2:38 86 1300

toS. L.

•.Reduce Weight 300 Lb. for Water

Figure A 10-1

A10·2
 T.O. 1F-1050-1

SAMPLE PROBLEM 1: HI·LO·LO·HI MISSION PLAN Step 2. ~1ilitary Thrust Climb to Crujse-Ciimb
Altitude.
Mission Rules:

A combat mission is to be flown at long range A. From figure Al-5 determine the initial con-
speeds and altitudes, carrying drop tanks and an in- figuration drag index.
ternal store. Within 100 nautical miles of the target.
a run-in is to be performed at tree top level at 0.9 650 GAL tank (centerline) 24
Mach number, and the store delivered at the top of
a LABS Maneuver. After a 30° dive from there- (2) 450 GAL tanks (inboard/ . . . 28
covery altitude, run back 100 nautical miles from
target. The drop tanks are to be jettisoned when Initial Configuration Drag Index 52
empty. Prepare a flight plan for a target 650
nautical miles from the air base. Note
Weather Conditions:
Configuration Drag Index changes
Standard Day, no wind. whenever external tanks, bombs
and/or pylons are jettisoned.
Configuration: [947] N/C/ W

Clean+ 650 gallon tank (centerline)+ (2) 450 gal- B. From figure A3-6 read
lon tanks (inboard)+ mternal store.

Weights: (figure Al- 5). 1. Fuel Used 1680 LB

Clean Aircraft without BIB! tank. . . . . 35,500 LB 2. Distance Covered .. .. ...... .. . 84 N;\li
(7540 LB fuel)
3. Time Elapsed ........ . ..... . 10 ~H:\
650 gal tank (centerline} 347 LB
C. 1. Final Gross Weight {4 7,080 - 1680 )45 .400 LB
(2) 450 gal tanks .. . . .. . . . ... .. . . . 658 LB
2. Fuel Remaining {16.115- 1680) . 1-l.-135 LB
External fuel
(650 + 900 GAL= 4225 + 5850 LB) 10,075 LB D. To determine the level-off altitude at the end
of climb, enier "Optimum Cruise r\ltitud£> ..
lnternal Store . . . . . . . . . . . . . . . . . . . 2,000 LB Chart, Figure .-\3-7. at a gross we1ght of -15A00
J.. B (step 2-C-1} and Configuration Drag fndex
Water for Take-Off . . . . . . . . . . . . . . . 300 LB 52 and read the init.ial cruise-climb ::tltitude ""
29,600 FT.
Take-Off Gross Weight . . . . . . . . . . . . . 48,880 LB
Step 3. Out.board Cruise (first leg).
Total fuel on board (7540 + 10,075) 17.615LB
A. Use figure A4-3 for Cruise-Climb Perfor-
Computation: mance.

Step 1. Take-Off. 1. Cruis(~ with fuel rema.ining in centerline

Assume that 1500 pounds of fuel, one minute and
300 pounds of water are used for take-off and ac-
celeration to climb speed.
Gross weight after take-off
( -l8,880 - 1500- 300) ....
Time Elapsed . ... ......... ..... .
Fuel Remaining (17 ,615- 1500) . . . . . 16,115 LB
tank ( 4225- 1500- 1680) . . . . . ] 045 LB
2. Compute Average Gross Weight
45.400- (1045.:. 2) ........... 44.878 LB
47,080 LB
3. From figure A4-3 "Optimum Cruise
1.0 MIN Altitude" read altitude at
the average gross weight during
cruise . . . . . . . . . . . . . . . . . . . . . 30.000 FT
A10·3
T.O. 1F-1050-1

4. From figure Al-10, read Standard 2. Compute estimated average gross

Day temperature at 30.000 ft
pressure altitude . . . . . . . . . . . . . . . -44.4°C
5. From figure A4-3 Mach number
for cruise . . . . . . . . . . . . . . . . . . . . .
weight 44 ,008- (200072) . . . . . 43,008 LB
3. From figure A4-3 "Optimum Cruise
Altitude" read altitude for the aver-
0.88 M age gross weight during cruise . . . 31,500 FT

6. Time to cruise ...... . .......... 11.4 MIN 4. From figure Al-10 read Standard
Day Temperature at 31 .500 FT
7. Cruise distance ............... 97 NMi pressure altitude . . . . . . . . . . . . . -47 .4°C

8. Final Gross Weight (45,000 -1045)44,355 LB 5. From figure A4-3

Fuel used to cruise 323 NMi 3100 LB
9. Fuel Remaining (14,435- 1045) .. 13,390 LB
C. Since the estimated fuel does not equal
B. Jettison Centerline Tank the computed fuel

1. Final Gross Weight (44,355- 347) 44,008 LB 1. Re-estimate average gross weight:
44,008- (310072) . . . . . . . . . . . 42,458 LB
2. New Configuration Drag Index
(figure A1-5 (2) 450 GAL tanks . 28 2. Re-read average cruise altitude from
figure A4-3 . . . . . . . . . . . . . . . . . 31,750 FT
Step 4. Outboard Cruise (2nd leg)
3. Read Standard Day Temperature
A. Determine outboard cruise distance. Since the at 31 ,750 ft pressure altitude
flight plan calls for a radius of action of 650
nautical miles and the outboard distance is a 4. From figure A4-3
combination of climb, cruise, descent and dash Fuel used to cruise 323 NMi 3100 I.B
100 NMi at Sea Level, estimate the descent
distance. 5. Mach number for cruise 0.89M

1. Estimate a weight at start of descent as: 6. Time to cruise . . . . . . . . . . . . . . . 37.5 MIN

Final Gross Weight after centerline 7. Final Gross Weight (44,008 - 3100)40$908 LB
tank is jettisoned ............. . 44,008 LB
8. Fuel Remaining (13,390- 3100). 10,290 LB
2. Configuration Drag Index 28
9. From figure A4-3 "Optimum
3. From figure A4·3 '"Optimum Cruise Cruise Altitude", final cruise
Altitude" read final cruise climb altitude . . . . . . . . . . . . . . . . . . . 32,400 FT
altitude ................ . ... 31 ,000 FT
Step 5. Combat Descent to Sea Level (0.9 Mach or
4. From figure A7-2 distance to 400 KCAS whichever is Jess)
descend . . . . . . . . . . . . . . . . . . . . 46 NMi
A. From figure A7-2
5. Compute cruise distance rem:1ining
(650 -84-97 -46 -100) 323 NMi 1. Distance to descent . . . . . . . . . . . . 46 NMi
B. Use figure A4-3 for Cruise-climb performance.
2. Fuel used in descent 115 LB
1. Estimate fuel used to cruise
323 NMi . . . . . . . . . . . . . . . . . . . 2000 LB 3. Time elapsed in descent . . . . . . . . 5.8 MIN
A10-4
 T.O. 1F-105D-1

4. Final gross weight (40,908 -115) 40,793 LB 6. Fuel remaining (10 ,175 - 2350) . . 7825 LB

5. Fuel remaining (10,290- 115) .... 10.175 LB Step 7. Labs Maneuver (Bomb Delivery)

B. Since the combat descent distance of step 5 is Allow approximately 250 pounds of fuel and one
the same as that estimated in step 4, the mis- minute, with recovery at 12.000 FT for this
sion can be continued into the next step. How- maneuver.
ever, if the descent distance of step 5 varied
from the estimate of step 4. then the last leg 1. Final gross weight
of the cruise portion would be changed by (38 ,443 - 250- 2000*) 36,193 LB
the same increment.
2. Fuel remaining (7825 - 250) ... 7575 LB
Step 6. Dash-In (100 Nautical Miles at 0.9 Mach
number) 3. Time elapsed .............. . 1 MIN

A. Estimate the fuel used for 100 nautical mile Step 8. Perform a 30° Dive to Sea Level and Jetti-
run in son the (2) 450 gallon tanks.

1. Estimate dash fuel (fuel remaining in wing A. Allow approximately 80 pounds of fuel and
tanks) 5850 - 3100- 115) . . . . . . 2635 L'B half a minute for this maneuver

2. Estimate Average Gross Weight: 1. Final Gross Weight

40,793- (2635+2) ............ 39.475 LB (36,193 - 658*- 80) 35,455 LB

3 . Ambient Temperature at S.L. 2. Fuel remaining (7575- 80) . . . . . 7495 LB

(figure Al-10) ............... .
3. Time Elapsed 0.5 MIN
4. From figure A4-4 read true airspeed
at 0 .9 Mach number at 15°C 595 KN *Weight of tanks

5. From figure A4-4 read fuel B. From figure A1-5, new Configuration Drag
flow . . . . . . . . . . . . . . . . . . . . 14,000 L'B/HR Index for the clean Aircraft =0

6 . Compute time required to dash Step 9. Dash-Out {100 Nautical Miles at 0.9 Mach
100 NMi (Dist + Speed= Time) number)
100 + 595) = ........ . . . . . ... 0 .168 HR
A. Use figure A4-4 for Dash Performance
7. Compute fuel required (fuel flow x
time) 14,000 x 0.168 . . . . . . . . . . 2350 LB 1. Estimate dash fuel ............ 2350 LB

B. Since the estimated fuel does not equal the 2. Estimate average gross weight:
computed fuel 35,455- (2350 + 2) ..... . .... 34,280 LB

1. Re-estimate average gross weight 3. Ambient temperature at S.L. . ...

40,793- (2350 + 2) ........ .. 39,618 LB
4. From figure A4·4 read true airspeed at
2. Read fuel flow from 0 .9 Mach at 15°C ........... . 595 Knots
figure A4-4 .............. 14 ,000 LB/HR
5. From figure A4-4 read fuel
3. Since time and fuel flow have not changed, flow . ................ .. . 12,070 LB/HR
steps 6A6 and 7 do not have to be re-done
6. Compute time required to dash 100
4. Time in minutes NMi (dist + speed = time}(10<»595) 0.168 HR
(0.168 HR x 60 MIN/HR . ....... 10.1 MIN
7. Compute fuel required {fuel flow x
5. Final gross weight (40,793-2350).. 38,443 LB time) 12,070 x 168) . . . . . . . . . . 2028 LB

A10·5
T.O. 1F-1050-1
B. Smce the estimated fuel does not equal the
computed fuel,
1. R£>-estimate average gross weight
35 .455 - (2028 ~ 2). . . . . . . . . . . 34,441 LB
2. Read fuel flow . . . . . . . . . . . . 12.070 LB/HR
3. Since time and fuel tlow have not changed,
steps 9A6 and 7 do not have to be re-done
4. Time in minutes
(0.168 HR x 60 MIN/HR) 10.1 MIN
5. Final gross weight (35,455-2028) 33,427 LB
6. Fuel remaining (7495- 2028) ... 5467 LB
Step 10. Military Thrul>t Climb to Return-Cruise-
Climb Altitude
A. From f1gure A3-5 read t.he climb performance
Fuel used .... . ............. . 920 LB
Distance covered ............ . 53 NMi
Time elapsed . . . . . . . . . ..... . 6 MIN
1. Final Gross weight (33.427-920) 32.507 LB
2. I<'uel remaining (5467- 920) ... 4547 LB
Step 11. Determine return Cruise Distance
A. Since the return distance must equal 650 NMi
including return dash. climb, cruise and descent,
estimate a descent distance
1 . Estimate a weight at start of descent
as: (Weight at end of climb+ empty
weight}..,. 2 (32,507 + 27 ,960) + 2 30,234 LB
2. ~"rom figure A4-3 "Optimum Cruise
Altitude" read final cruise-climb alti-
tude based on Estimated Weight . 39,100 FT
3. From figure A7-l read descent
distance .................. . 86NMi
4. Compute cruise distance
(650- 100- 53- 86) . ' .. . ... . 411 NMi
B. Use figure A4-3 for cruise-climb performance
A10-6
1. Estimate fuel used t.o cnlise
411 NMi ... .... ........... . 3000 LB
2. Compute average gross weight:
32,507 - ( 3000 7 2) . . . . . . . . . 31 ,007 LB
3. From figure A4-3 ·'Optimum
Cruise Altitude'· read the altitude
for ihe average gross weight during
cruise . . . . . . . . . . . . . . . . . . . . . 38,600 FT
4. From figure Al-10 read Standard
Day temperature at 38,600 FT
pressure altitude .. .......... . -5().5"C
5. From figure A4-3 fuel used io
cruise 411 NMi ............ . 2640 LB
C. Sinee the estimated fuel does not ~qual the mrr
puted fuel
1. Re-estimate average gross weight
32,507- (2640 + 2) . . . . . . . . . 31,187 LB
2. Re-read average cruise altitude from
figure A4-3 . . . . . . . . . . . . . . . . . ;~8,500 FT
3. Read temperature at 38,500 FT
pressure altitude .. ......... . .
4. From figure A4 -3 fuel used to
cruise 411 NMi . ........... . 2640 LB
5. Mach number for cruise ...... . 0.895 M
6. Time to cruise . . . . . . . . . . . . . . . 48.5 MIN
7. Final gross weight
(32,507- 2640) . . . . . . . . . . . . . 29,867 LB
8. Fuel remaining (4547- 2640)... 1907 LB
9. From figure A4-3 "Optimum Cruise
Altitude" read final cruise
altitude . . . . . . . . . . . . . . . . . . 39,250 FT
Step 12. Maximum Range Descent
A. From figure A7 -1 read distance to
descent ... ... ... . .... . ... . 86 NMi
Note: Since the descent distance of step llA is lhe
same as that used in step 12A, the mission
can be continued.
 T.O. 1F- 1050-1

1. From figure A 7-1 Steps 13. Summary of Performance

fue l used to desc..-end 274LB

2. Time elapsed in descent . . . . . . . . 1.45 MIN Radius of Action . . . . . . . . . . . . . . . . 650 NMi

3. Final Gross Weight (29,867-2'74) .. 29,593 LB Time . . . . . . . . . . . . . . . . . . . 2 HR + 38 MIN

4. Fuel remaining (1907- 274) .... 1633 LB Fuel remairung for landing reserve . . 1633 LB

A10-7

I
T.O. 1F-t050-1

Lo-Lo-Hl Mission
PRESS (Sample Problem II)
ALT.
Initial Config: Clean + 650 Gal. Tank (centerline)
1000 FT. + (2)450 Gal. Tanks+ \2) M- 117 750 lb. bombs
40
r---------------RETURN----G0------------~
®

®J
DELIVER
BOMBS

Stores
Jettisoned

Config. Leg Sum Final Alt. at

Step Operation Drag Fuel Fuel
Fuel Gross End of
Leg Sum Leg sum
Remaining Weight Time Time Dist. Dist.
Index Used Used Step
LB. LB. LB. LB. FT. MIN. HR:.MIN. N.MI. N.MI.

Initial ConditiOn 0 20150 51442 0 0

1 Taxi, Take- off and 1500 1500 18650 49642 S . .L. 1 0:01 0 0
Accelerate to Cruise Spelld*

2 Outbound Cruise (Use Center- 84 2725 4225 15925 46917 S.L. 21 0:22 143 143
lim~ Tank)
Jettison Centerline Tank 46570

3 Outbound Cruise 60 5850 10075 10075 40720 S.L. 50 1:12 336 479
(Use Wing Tatlks)
Jettison Wing Tallks. 40062

4 Outbound Cruise 26 2310 12385 7'765 37752 S.L. 23 1:35 151 630

5 Dash at S. L. at 0.9 Mach 26 1110 13495 6655 36642 S. L. 5 1:40 50 680

6 Lay Down Delivery of Bombs 26 280 13775 6375 34500 S. L. 1 1:41

7••
8 Military Thrust Climb 0 790 14565 5585 33710 35000 5 1:46 41 721
to 35,000 Ft.

9 Return Cruise 0 3900 18465 1685 29810 35000 70 2:56 565 1286

10 Maximum Range J)eseent 0 250 18715 1435 29560 S.L. 13 3:09 74 1360
to S. L.

*Reduce Weight 300 Lb. for Water

**Step 7 of Mission Plan is: Su.!I}mar~ of P.erfO'rmance at Target

Figure A 10-2
A1o-8
 T.O. 1.f - 105D-1

SAMPLE PROBLEM II: LO·LO-HI MISSION PLAN Gross Weight After Take-Off
(51 ,442- ::. ... _0- 300) ... . .... . . . 49,642 LB
Mission Rules:
Time elapsed ................ . 1.0 MIN
A combat mission is to be flown at long range cruise
speeds, at tree top level to the target, returning at Fuel Remaining (20,150 -1500) . . . 18,650 LB
35,000 feet , carrying drop tanks and two externally
mounted M-117 750 pound bombs. Within 50 nau- Step 2. Outboard Cruise (first leg)
tical miles of target a dash-in is to be performed at
0.9 Mach and the bombs released in a lay-down A. From figure A1-5 determine the Initial Con-
delivery. A minimum 1000 pound landing fuel figuration Drag Index.
reserve is required. The drop tanks are to be jetti-
soned when empty. Prepare a flight plan for a tar- (1) 650 g-.al tank (centerline). . .. . . . 24
get 680 nautical miles from air base.
(2) 450 gal tank (inboard) ....... 28
Weathet" Conditions:
(2) M-117 750 lb bombs (outboard)
An average l0°C colder than Standard Day with in presence of inb'd tanks . . . . . 32
prevailing tailwinds of 20 knots.
Initial Configuration Drag Index 84
Take-Off Coofiguration: [947) N/C/ W
Note
Clean + 650 gal tank (centerline)+ (2) 450 gal
tanks (inboard) + (2) M-11 7 750 lb bombs Configuration Drag Index changes
(outboard). whenever external tanks, bombs
and/or pylons are jettisoned .
Weights: Figure A1-5
B. Use figure A4-2 for Cruise Performance.
Clean aircraft with full BIB tanks
(10,075 lb fuel) . . . . . . . . . . . . . . . 38,200 LB 1. Cruise with fuel remaining in centerline
tank (4225 -1500) . . . . . . . . . . . 2725 LB
Centerline Tank 347 LB
2. Compute Average Gross Weight:
Wing Tanks .. . . ... ... . ...... . . 658LB 49,642 - (2725 + 2) . . . . . . . . . . . 48,280 LB

External fuel 3. Read Standard Day Temperature

(650 gal + 900 gal = 4225 lb at Sea Level Pressure Altitude
+ 5850 lb) . . . . . . . . . . . . . . . . . . . 10.075 LB from Standard Atmosphere Table
(figure A1-10) ... : . .......... .
(2) M117 750 Jb bombs (799 x 2) 1598 LB
4. Compute ambient Temperature
(2) Universal Outboard Pylons (+15° -10°) = .... .. . . ....... .
(132 X 2) ...... . .. · . · · · · · · 264LB
5. From figure A4-2 read
Water for take-off ..... . .... .. . 300LB
a. Cruise Distance
Take-off gross weight 51,442 LB (inclu4ing effect of tailwind) 143 NMi
Computation:
b. Mach number for cruise ...... . 0.6M
Step 1 . Take..Off
c. Time to eruise ...... _. . ... . . . 21.0 MIN
Assume that 1500 lb of fuel, one minute and 300
lb of water are used for take-off and acceleration 6. Final Gross Weight
to cruise speed (49,642 - 2725) ...... . ....... 46,917 LB

A10-9
T.O. 1F-105D-1

7. Fuel Remaining Step 4. Outboard Cruise (third leg)

( 18,650 - 2725) 15,925 LB
A. Flight plan requires 680 nautical mile radius
C. ,Jetttson Centerline Tank of which 50 nautical miles (outbound) is dash
at 0.9 Mach . Thus far, 479 nautical miles have
1. Final Gross Weight been computed. The remaining outbound
(46,917- 347) ............. 46,570 LB cruise is therefore
(680- 479- 50) . . . . . . . . . . . . . . 151 NMi
2. New Configuration Drag Index
(figure Al-5) 1. Estimate fuel required . . . . . . . . . . 2000 LB

(2) 450 gal tanks (inboru·d) 28 2. Estimate Average Gross Weight

40,062- (2000 -:- 2).. . . . . . . . . . 39.062 LB
(2) M-117 750 lb bombs (outboard)
in presence of inboard tanks . 32 3. Ambient Temperature
(computed in Step 2-B-4)
Configuration Drag Index= 60
4. From figure A4-2 for a 151 NMi
Step 3. Outbound Cruise (second leg) cruise read: Fuel Used...... . .. 2310 LB

A. Cruise with Wing Tank Fuel B. Since the estimated fuel does not equal the com-
puted fuel
1. Fuel Used to cruise . . . . . . . . . . . . 5850 LB
1. Re-estimate Average Gross Weight
2. Compute Aven1ge Gross Weight: 40,062- (2310-:- 2).. . . . . . . . . . 38,907 LB
46,570- (5850 -:- 2) .......... 43,645 LB
2. Ambient Temperature +5"' C
3. Ambient Temperature
(computed in Step 2-B-4) +5°C 3. From figure A4-2 for a 151 NM1 cruise read:

4. From figure A4-2 read: a. Fuel used ....... ..... .... . 2310 LB

a. Cruise distance 336 NMi b. Mach number for cruise . . . . . 0.58 M

b. Mach number for cruise 0.59M c. Time to cruise . . . . . . . . . . . . . 23.0 MIN

c. Time to cruise 50.0 MIN 4. Final Gross Weight ( 40,062 -

2310) ......... ... ....... ... a7,752 LB
5. Final Gross Weight
(46,570- 5850) . . . . . . . . . . . . . 40,720 LB 5. Fuel Remaining (10,075 - 2310) . 7765 LB

6. Fuel Remaining (15.925- 5850) 10,075 LB Step 5. Dash at Sea Level at 0.9 Mach number for
50 Nautical Miles
B. Jettison Wing Tanks
A. Since figure A4-4 is entered at average gross
1. Final Gross Weight (40,720- 658) 40,062 LB weight, estimate the fuel used for 50 nautical
mile run-in.
2. New Configuration Drag Index
(figure Al -5) 1. Estimate dash fuel 1500 LB
(2) M-117 750 lb bombs (out-
board) not in presence of inboard 2. Estimate Average Gross Weight
tanks . . . . . . . . . . . . . . . . . . . . . . . . . . 26 37,752-(1500 7 2) ...... .... 37,002LB

A10-10
 T.O. 1F-1050-1

3. Ambient Temperature B. New Configuration Drag Index from figure Al-5

(see Step 2-B-4) ... ...... . +5"C for clean aircraft= 0.

4. From figure A4-4 read True Step 7. Summary of Performance at Target

Airspeed at 0.9 Mach number
at 5°C ................. . 585 Knots 1. Aircraft Gross Weight ...... . 34,500 LB

5. From figure A4-4 read: 2. Fuel Remaining .......... . 6375 LB

Fuel Flow . . . . . . . . . . . . . . 13,400 LB/HR
3. Distance Covered ........ .. . 680 NMi
6. Compute ground speed= True
Airspeed + 'failwind ( 585 + 20). 605 Knots 4. Time Elapsed . . . . . . . . . . . . 1 HR 41 MIN

7. Compute time required to dash 5. Configuration Drag lndex 0

50 NMi: Distance.;. Ground Speed=
(50.;. 605) = . . . . . . . . . . . . 0.083 HR Note

8. Compute fuel required = fuel flow x For return, assume no change in

time (13,400 x 0.083) . . . . . . 1110 LB weather conditions; therefore, the
20 knot wind is now a headwind.
B. Since the estimated fuel does not equal the com-
puted fuel Step 8. Military Thrust Climb to 35,000 feet

1. Re-estimate Average Gross Weight: A. From figure A3-3

37,752- (1110.;. 2). . . . . . . . 37,197 LB
1. Fuel Used 790 LB
2. Ambient Temperature
2. Distance Covered .......... . 41 NMi
3. From figure A4-4 True Airspeed 585 Knots
3. 'l'i.me Elapsed 4.7 MIN
4. From figure A4-4 fuel flow ... 13,400 LB/HR
Note
5. Since True Airspeed and Fuel Flow
have not changed, Steps 5A6 thru Climb charts include effect of average
8 do not have to be redone. Ambient Temperature. Effect of wind
can be considered negligJ.ble.
6. Time required for dash 0.083 hr. x
60 min . . . . . . . . . . . . . . . . . . 5.0 MrN B.l. Final Gross Weight (34,500- 790) 33,'710 LB
hr
2. Fuel Remaining (6375 - 790) 5585 LB
7. Final Gross Weight (37,752 -1110) 36,642 LB
Step 9. Return Cruise
8. Fuel Remaining (7765 - 1110) 6655 LB
A. Determine Return C..'nuse Distance. Sincere-
Step 6. Deliver Bombs
turn distance must equal 680 nautical miles
A. Assume 280 lb of fuel and one minute of time including climb, cruise and descent , estimate
for a lay-<lown delivery. a descent distance

1. Final Gross Weight 1. Estimate a weight at start of descent as:

( 36,642 - 280 - 1862*) 34,500 LB
(Weight at end of climb+ Empty WE>ight)
2. Time Elapsed 1 MIN
+ 2 (33,710 + 28,125) ~ 2 = 30,9 18 LB
3. Fuel Remaining ( 6655 - 280) 6375
2. From figure AI -1,
*Weight of bombs and pylon:.. ctistanc.-e to descend 74 NMi

A10·11
T.O. 1F-1060-1

3. Cruise distance required b. Mach number for crttise . . . . . . 0.893 M

(680- 41 -74) . . . . . . . . . . . . . 565 NMi
c. Time to cruise . . . . . . . . . . . . . . 70 MIN
B. For a cruise of 565 NMi at 35,000 feet
4. Final Gross Weight (33,710-
1. Estimate fuel required . . . . . . . . . 3000 LB 3900) ...................... 29,810 LB

2. Estimate Average Gross Weight 5. Fuel Remaining (5585- 3900) .. 1685 LB

33,710- (3000 + 2) ... . ..... 32,210 LB
Step 10. Maximum Range Descent
3. Read Standard Day Temperature at 35,000
feet pressure altitude from Standard Atmos- A. From figure A7-l
phere Table (figure A1-10) . . . . . . -54.34°C
1. Distance to descend . . . . . . . . . . . . 7 4 NMi
4. Compute Ambient Temperature (Since distance to descend (7 4 NMi)
(-54- 10° ) ................. . is the same as estimated in Step 9A.
Mission can be continued)
5. From figure A4-2 read fuel used to
cruise 565 miles . . . . . . . . . . . . . . 3950 LB 2. Fuel used in descent 250 LB

C. Since the estimated fuel does not equal the
computed fuel
1. Re-estimate average gross weight:
33,710- (3951 + 2) .......... 31,735 LB
3. Time elapsed in descent . . . . . . . . 13 MIN
4. Final Gross Weight (29,810-250) .. 29,560 LB
5. Fuel Remaining (1685 - 250) . . . . 1435 LB

2. Ambient 'l'emperature Summary: Total Mission Performance

(same as 9-B-4) .... . ........ .
1. Radius of Action . . . . . . . . . . . . . 680 NMi
3. From figure A4-2 for a 565 NMi
cruise read: 2. Total Mission Time . . . . . . . . 3 HRS 9 MIN

a. Fuel used... ............... 3900 LB 3. Fuel Remaining (or Reserve) .... 1435 LB

A10-12
 T.O. 1F-1050..;1

Hi- Lo - Hi- Mission (Simple Problem UI)

PRESS Initial Conlig: Clean + 650 Gal. T ank (centerline)

ALT. +(2) 450 Gal Tanks+ (2 ) M- 117 750 lb. bombs
1000 FT.
40 RETURN

30 OUTBOUND .

20

100 200 300 400 500 600 700 800

DISTANCE-- NAUT . MILES
Take-off Gross Wt. =51442 lb. 650 gal tank 347 lb }
To tal Fuel : 3100 Gal. = 20150 lb 450 gal. tanks 658 lb. Sto:res
Wat.cr for T .O. = 300 lb. Bombs and Pylons 1862 lb. Jettisoned

... Conflg. Leg Sum Final Alt. at

Step Drag Fuel lA! g. Sum IA!g Sum
Operation Fuel Fuel Remaining Gross End of
Time Time Dlst. Dist.
Index Used Used Weight Step
LB. LB. LB. LB. FT. MIN. !HR:MlN. N. MI N. MI.

Jni t1a1 Conf1iU ration 0 20150 51442 0

1 Taxi, Take-oU and
Accelerate to Climb Speed•
1500 1500 18650 49642 S. L. l 0:01 - 0

2 MJ!itary Thrust Climb 84 1650 3150 17000 47992 25000 9 0:10 63 63

to 25000 Ft.
3 Cruise at 25000 Ft. 84 10'75 4225 15925 4691'7 25000 10 0:20 88 151
Jettison 650 Gal Tank 46570
4 Cruise at 25000 Ft. 60 2925 7150 13000 43645 25000 31 0:51 265 416

5 Military Thrust Cllmb 60 190 7340 12810 43455 30000 2 0:53 14 430
to 30000 Ft.

6 Cruise at 30000 Ft. 60 2735 10075 100'15 40720 30000 32 1:25 275 705
Jettison Wing Tanks 40062
7 Cruise at 30000 Ft. 26 720 10795 9355 39342 30000 10 1:35 85 790
8 Combat Descent to S. L. 26 110 10905 9245 39232 S.L. 5 1:40 43 833
9 Dash at s. L. at 0.9 Mach 26 1110 12015 8135 38122 S.L. 5 1:45 50 883

10 Lay Down Delivery of Bombs 26 280 12295 7855 35980 S.L. 1 1:46 -
11 Military Thrust Climb 0 820 13115 7035 35160 35000 5 1:51 44 927
to 35000 Ft.

12 Cruise at 35000 Ft. 0 5350 18465 1685 29810 35000 94 3:25 765 1692

13 Maximum Range Descent to 0 250 18715 1435 29560 S. L. 13 3:38 74 1766

S.L.
-·
*Reduce Weight 300 Lb. for Water

Figure A 10-3

A10-13
T.O. 1F-105D-1
SAMPLE PROBLEM Ill: HI-LO·HI MISSION PLAN
A. Estimate Radius of Action based on Sample
Problem II. Sample Problem U was calculated
as a Lo-Lo-Hi Mission requiring 680 NMi
radius of action. To determine the increase
in radius of action if the outbound cruise was
accomplished at. high constant altitude proceed
as follows:
Step 1. Use: Rule of Thumb Number II
1.5 to 2 NMi range (high altitude)
equals one NMi range (low altitude).
Step 2.
a. Outbotmd Cruise
680 - 50= 630 cruise at S.L.
630 x 1.75 = 1130 cruise at high altitude
b. 1103 c-ruise+ 50 dash= 1153 NMi out-
bound range
c. Return range (from Sample Problem II)
= 680 NMi
d. Total Range: 1153 + 680 = 1833 NMi
e. Estimated Radius= 1833 + 2 = 916 NMi
The 916 NMi Radius of Action is an
Estimated Capability. A detailed
flight plan must be computed to deter-
mine the exact radius capability as
follows:
B. Check Radius of Action Estimate
Step 1. Take-off: Same as Sample Problem II
Final Gross Weight . . . . . . . . 49,642 LB
Fuel Remaining . . . . . . . . . . 18,650 LB
Configuration Drag Index 84
Step 2. Military Climb to Altitude
A. From figure A3-7 read Optimum
Cruise Altitude . . . . . . . . . . . . 26,000 FT
A10-14
Note
Since there is no significant difference
in constant altitude cruise between
25,000 and 26,000 FT, use 25,000
feet as initial crUJse altitude.
B. From figure A3-4 read fuel and distance to
climb from S.L. to 25,000 feet
1. Fuel used . . . . . . . . . . . . . . . . . . . 1650 LB
2. Distance covered . . . . . . . . . . . . . . 63 NMi
3. Time elapsed 9.0 MIN
4. Final gross weight (49,642-1650) . 47,992 Lll
5. Fuel remaining (18,650-1650) .... 17,000 LB
Step 3. Outbound Cruise (First leg)
A. Use figure A4-2 for Cruise Performance
1. Cruise with fue l remaining in centerline
tank (4225- 1500- 1650) . . . . . . 1075 LB
2. Compute Average Gross Weight
47,992- (1075 + 2) ... ... ... ... 47,454 LB
3. Read Standard Day temperature at 25,000
FT pressure altitude from Standard Atmos-
phere Table (figure Al-10) .... .. -34.53°C
4. Compute Ambient Temperature
(-34.53° -10°) = .............. -44.53°C
5. }i'rom figure A4-2 read
a. Cruise distance . . . . . . . . . . . . . . 88 NM1
b. Mach number for cruise . . . . . . 0.846 M
c. Time to cruise .............. 10.0 MIN
6. Final Gross Weight
(47,992 -1075) ....... . ...... 46,917 LB
7. Fuel Remaining (17,000 -1075) .. 15,925 LB
B. Jettison Centerline Tank
1. Final Gross Weight ( 46,917 -347~ . 46,570 LB
 T.O. lf-1050-1

2. New Configuration Drag Index figure Al-5 Step 5. Military Climb from 25,000 to 30,000 feet

(2) 450 gal tanks inboard . . . . . . . . . . . 28 A. From figure A3-3 read

(2) M-117 750 lb bombs 32 1. Fuel used in climb (1370 -1180).. 190 LB
(outb'd) in presence of
inboard tanks 2. Distance covered in climb (63 - 49) 14 NMi

Configuration Drag Index = 60 3. Time elapsed (7 .6 - 5.6) 2.0 M£N

Step 4. Outbound Cruise (Second leg) B.l. Final Gross Weight

A. From figure A3-7 read optimum cruise
altitude . . . . . . . . . . . . . . . . . . . 28,700 FT
Note
Since optimum altitude is below 30,000
ft, continue cruising at 25,000 ft.
( 43,645- 190) ................ 43,455 LB
2. Fuel Remaining
(1300- 190) ................ 12.810 LB
Step 6. Outbound Cruise (Second leg)
A. Cruise out with remainder of wing tank fuel

B. Use figure A4-2 for Cruise Performance 1. Cruise fuel

( 5850- 2925 - 190) 2735 LB
1. First Fuel increment
(1/2 wing tank fuel). . . . . . . . . . . 2925 LB 2. Average Gross Weight
43,455 - ( 2735 .;. 2) ............ 42,08R LB
2. Compute Average Gross Weight
46,570- (2925 + 2). . . . . . . . . . . 45,107 LB 3. From figure Al-10 read standard
day temperature at 30,000 ft . . . . -44.4"C
3. Ambient Temperature
(See step 3A4) .............. . 4. Compute ambient temperature at
30,000 (- 44.4° - 10°)... . . . . . -54.4"C
4. From figure A4-2 read
5. From figure A4-2 read
a. Cruise distance ............ . 265 NMi
a. Cruise distance. . . . . . . . . . . . . . 275 NMi
b. Mach number for cruise ..... 0.85 M
b ..Mach number for cruise . . . . . . 0.870 M
c. Time to cruise . . . . . . . . . . . . . 30.5 MIN
c. Time to cruise . . . . . . . . . . . . . . 31. 5 MIN
5. Final Gross Weight
( 46,570- 2925) . . . . . . . . . . . . . 43,645 LB 6. Final gross weight
(43,455- 2735) ...... ........ 40,720 LB
6. Fuel remaining
(15,925- 2925) 13,000 LB 7. Fuel remaining
(12,810- 2735) .............. 10,075 LB
C. From figure A3-7 read optimum
cruise altitude . . . . . . . . . . . . . . . 30,000 F'T B. Jettison Wing Tanks

Note 1. Final Gross Weight

(40,720 - 658) ................ 40,062 LB
Since optimum cruise altitude is 30,000
2. New Configuration Drag fndex (figure Al-5}
ft, climb to 30,000 ft before next cruise
(2) M-117 750 lb bombs (outb'd) not in
leg.
presence of inb'd tanks . . . . . . . . 26

A10·15
T.O. 1F-105D-1

Step 7. Outbound Cruise (third leg) 4. Final gross weight

(39,062- 110) ....... . . . . . . . . 38,952 LB
A. From figure A3-7 read optimum
cruise altitude . . . . . . . . . . . . . . . 33,000 FT 5. Fuel remaining (9075 - 110) ... 8965 LB

Note Step 9. Dash at Sea Level at 0.9 Mach number for

50 nautical miles.
Since Optimum Cruise Altitude is below
35,000 ft, continue cruising at 30,000 ft A. Since a small difference in average gross weight
wiU not significantly change the fuel flow at
B. Determine remainder of cruise distance 0.9 Mach at Sea Level, use data computed in
Step 5 of Sample Problem II.
Since Estimated Radius of Action is 916
NMi, of which 705 NMi (63 + 88 + 265 1. Fuel used . . . . . . . . . . . . . . . . . . . 1110 LB
+ 14 + 275) has already been computed,
approximately 211 NMi remain to reach 2. Time required for dash 5.0 MIN
the target. This 211 NMi will consist of
cruise, descent and 50 NlVIi of dash. 3. Final gross weight
Since the radius is only approximate, (38,952- 1110) . . . . . . . . . . . . . 37,842 LB
the exact length of this leg is not
significant, but would be 4. Fuel remaining (8965- 1110) .. . 7855 LB
approximately . . . . . . . . . . . . . . . 100 NMi
Step 10. Deliver Bombs
C. For a cruise of 100 NMi at 30,000 ft
A Same as step 6 of Sample II
1. Estimate fuel required . . . . . . . . . 1000 LB
1. Fuel.used ...... . . .. . ....... . 280 LB
2. Estimate Average Gross Weight
40,062 - (1000 + 2) ........... 39,562 LB 2. Time elapsed . ............. . 1.0 MIN

3. Ambient Temperature 3. Final gross weight

(See step 6A4) .... . .......... . (37,842- 280- 1862*) 35,700 LB

4. From figure A4-2 read 4. Fuel remaining (7855 - 280) 7575 LB

a. G'ruise distance. .. . . . . . . . . . . . 118 NMi *Weight of bombs and pylons

b. Mach number for cruise . . . . . . 0.878 M B. Summary of Performance at Target

c. Time to cruise .... . ..... . ... 13.5 MIN 1. Aircraft Gross Weight . . . . . . . . . 35,700 LB

5. Final Gross Weight 2. Fuel remaining ...... . . . . . . . . . 7575 LB

40,062- 1000) ...... . ....... 39,062 LB
3. Distance Covered . . . . . . . . . . . . . 916 NMi
6. F'uel remaining (10.075- 1000) . . 9075 LB
4. Time Elapsed .......... . lHR 49MIN
Step 8. Combat Descent to Sea Level
(0.9 Mach or 400 KCAS whichever is 5. Configuration Drag Index
less) from figure A 7-2. (figure Al-5) ....... . 0

1. Distance to descend .......... . 43NMi Note

2. Fuel used in descent llOLB For return, assume no change in weather

conditions; therefore, the 20 knot wind
3. Time elapsed in descent 5.4 MIN is now a headwind.

A1G-16
 T.O. 1F-105D-1

Step 11. Military Thrust Climb to 35,000 feet 2. Fuel used to descend ..... .. . . 250LB

A. From figure A 3-~~ 3. Time elapsed 13.0 MIN

1. Fuel used . . . . . . . . . . . . . . . . . . . . 820 LB 4. Final gross weight

(29,810- 250 ) . . . . . . . . . . . . . 29,560 LB
2. Distance covered . . . . . . . . . . . . . . 44 NMi
5. Fuel remaining {1685- 250) 1435 LB
3. Time elapsed 4.8 MIN
B. Total return distance
Note (44 + 725 + 74) . . . . . . . . . . . . . 843 NMi

Climb Chart.'> include effect of average Step 14. Balance Mission

ambient temperature. Effect of wind
can be considered negligible.
B.l. Final gross weight
{35,700- 820} .. . ............. 34,880 LB
2. Fuel remaining (7575 - 820)
Step 12. Return Cruise
A.l . Allowing tbe same amount of fuel for de-
scent and landing reserve as in Sample
Problem Il, fuel available for final cruise
leg is (6755 - 250 -1435) . . . . . . 5070 LB
2. Compute Average Gross Weight
34,880- (5070 .;- 2) .... .... .... 32,345 LB
3. From figure Al-10, read Standard
Day Temperature at 35,000 ft ... . -54.34°C
A. l. Since outbound range is 916 NMi and
return is 843, mission is out of balance
by (916- 843). . . . . . . . . . . . . . . 73 NMi
2. Compute NMi/LB for.last outbound
6755 LB leg (118 NMi -;:. 1000 lb
of fuel) . .. ............ . .. 0.118 NMi/LB
3. Compute NMi/LB for return cruise leg
(725 NMi + 5070 LB
of fuel) .................. 0.143 NMi/LB
4. Fuel to be transferred from outbound
to return leg = mcremental range -:- (out-
bound NMi/LB +return NMi/LB) or
73-;:. (0.1] 8 + 0.143) =
73 + 0.26] = . . . . . . . . . . . . . . . . 280 LB
B. Change Outbound Cruise by

4. Compute Ambient Temperature 1. -280 X 0.118 ::: -33 NMi

(-54- 10) .............. ... .
2. Revised outbound range
5. From figure A4-2 read (916- 33) . . . . . . . . . . . . . . . . . 883 NMi
cruise distance . . . . . . . . . . . . . . . . '725 NMi
C. Change Return Cruise by
6 T1me to cruise ................ 89.0 MIN
l. +280 X 0.143 = ·r40NMi
7. Final gross weight
34,880 - 5070) .............. 29,810 LB 2. Revised return range
(843 X 40) . . . . . . . . . . . . . . . . . 883 NMi
8. Fuel remaining D. Revised Estimated Radius of
(6755- 5070) . . . . . . . . . . . . . . . . 1685 LB Actlon = ..... , . . . . . . . . . . . . . 883 NMi
Step 13. Maximum Range Descent to Sea Level Step 15. if a precise mission plan is reqUt..red, re-
peat steps 7 through 12, adjusting
A. From figure A7-l crutse fuel as indicated in step 14. The
resulting mission plan is shown as
1. Distance to descend.... . . . . . . . . 74 NMi figure A 10-3.

A10·17
T.O. 1 F-1050·1

Lo- Hi Mission (Sample Problem IV)

PRESS
ALT
1000 FT. Initial Con!ig: Clean + (2) 450 gal. tanks + internal store

40 RETu.ttN
Additional distance approximated as result of detailed
30 flight plan fo r esUmated radius or action

20 Take-off Gross Wt. = 44308 lb.

Total Fuel =- 2060 Gal. = 13390 lb.
10 Water forT. 0 . = 300 lb.
OUTBOUND
450 Gal Tanks 658 lb. l
Stores
500 Inte rnal Store 2000 lb. ~ Jettisoned

Config. Le~ Sum :Ft.nal Alt. at

step Operation Fuel Leg Sum Leg Sum
Drag Fuel Fuel Gross End of
Time
Remaining Weight Slep Time Dist. Dist.
Index Used Used
LB. LB. LB. LB. FT. MIN. HR: MIN. N.Ml. N.MI.

Initial Configuration 13390 44308 0 0

1 Taxi, Take-ore and

Accelerate to Climb Speed*
1500 1500 11890 42508 S.L. 1 0:01 - 0

2 Cruise at Sea Level. 28 4350 5850 7540 38158 S.L. 41 0:42 265 265
(Use W:tng Tank Fuel)
Jettison Wing Tanks 37500

3 Cruise at Sea Level 0 1500 7350 6040 36000 S.L. 16 0:58 100 365

4 Lay Down Delivery of Store 0 280 7630 5760 33720 S.L. l 0:59 .
5**
6 Military Thrust Climb 0 820 8450 4940 32900 35000 5 1:04 46 411
to 35000 Ft.

7 Cruise at 35000 Ft. 0 1630 10080 3310 31270 35000 28 1:32 245 656

8 Maximum Range Descent 0 245 10325 3065 31025 S.L. 13 1:45 74 730
to S. L.

9 Compute: Additional Distance

Capability to have 2000 Lb. 1065 Lb { 737 X 0.067 = 49 N. Mi.}
328 x 0.150 " 49 N. Mi.
See Detalled Sample IV
of Fuel Remaining

*Reduce Weight 300 Lb. for Water

**Step 5 or Mission Plan is: Summary of Perlormance at Target

Figure A 10-4

A10·18

SAMPLE PROBLEM IV: LO-HI MISSION PLAN
A combat radius to be flown at long range cruise
speeds, at tree-top level to the target, returning at
35,000 feet, carrying drop tanks and an internal
store. Drop tanks are to be jettisoned when empty
and the store released in a lay-down delivery. Pre-
pare a flight plan to detennine the maximum radius
capability under these rules, retaining a 2000 pound
landing fuel reserve.
Weathllr Conditions.:
Standard Day, no wind.
Tak&-Off Configuration [947] N/C/W
Clean+ (2) 450 gal tanks+ internal store
Weights: Figure Al-5
Clean Aircraft without B/B tank
(7540 lb of fuel) ................ 35,500 LB
(2) 450 gal tanks . . . . . . . . . . . . . . . .
External Fuel (900 gal tanks) . . . . . .
Internal Store . . . . . . . . . . . . . . . . . .
Water for Take-Off . . . . . . . . . . . . . .
Take-Off Gross Weight ............ 44,308 LB
Total Fuel on board .... ........ 13,390 LB
Note
To determine a radius of action for a
set of given conditions proceed accord-
ing to the following general outline:
"A" Estimate radius of action by using
"Rules of Thumb"
"B" Compute a detailed flight plan for
the estimated radius.
"C" Adjust "B" to obtain maximum
radius of action.
"A" Estimate Radius of Action from Rules of
Thumb I Lo-Hi Mission
Normal Internal Fuel . . . . . . . . 155 NMi
T.O. 1F-1050-1
Wing Tanks . . . . . . . . . . . . . . . . 210 NMi
Estimated R/A .............. 365 NMi
" B" Prepare Flight Plan for Estimated Radius
Step 1. Take-Of!
Assume that 1500 pounds of fuel, one minute and
300 pounds of water are used for take-off and
acceleration to cruise speed:
Gross Weight After Take-Off
(44,308- 1500- 300) .......... 42,508 LB
Time Elapsed . . . . . . . . . . . . . . . . . . 1 MIN
Fuel Remaining (13,390- 1500) .... 11,890 LB
Step 2. Outbound Cruise- (first leg)
A. From figure Al-5 determine the initial con·
figuration drag index
658 LB (2) 450 gal tanks ...... ... .... . 28
5850 LB Note
2000 LB Configuration Drag Index changes when-
ever external tanks, bombs and/or pylons
300 LB are jettisoned.
B. Use figure A4-2 for Cruise Performance at
Sea Leve]
1. Cruise with fuel remaining in
wing tanks ( 5850 - 1500) ...... 4350 LB
2. Compute Average Gross Weight
4-2,508 - ( 4350 + 2) ...... . ..... 40,333 LB
3. From figure Al-1 0 Standard Day
Temperature at Sea Level pressure
altitude ................... .
4. From figure A4-2
Mach number for cruise 0.587 M
Time to cruise . . . . . . . . . . . . . . . . 41.0 MIN
Cruise distance. . . . . . . . . . . . . . . . 265 NMi
5. Final Gross Weight
(42,508- 4350) ....... . ...... 38,158 LB
A10-19
T.O. 1F-105D-1

6. Fuel Remaining (11,890- 4350) .. 7540 LB 1. Final Gross Weight

(36,000- 280- 2000*} 33,720 LB
C. Jettison Wing Tanks
2. Fuel Remaining ( 6040 - 280) ... 5760 LB
1. Final Gross Weight
(38158- 658) . . . . . . . . . . . . . . . 37,500 LB 3. Time Elapsed 1 MIN

2. New Configuration Drag Index *Weight of Store

(from figure Al-5)
for the Clean Aircraft ........ . 0 Step 5. Summary at Target

Step 3. Outbound Cruise (Second Leg) 1. Fuel Remaining . ........... . 5760 LB

A. Flight Plan requires an estimated 365 nauti-
cal mile radius. Thus far 265 NMi have
been computed. The remaining outbound
cruise is therefore (365 - 265).... 100 NMi
1. Estimate fuel used . . . . . . . . . . . .
2. Estimate average gross weight
37,500 - (2000 + 2) ........•... 36,500 LB
2. Distance Covered . . . . . . . . . . . . . 365 NMi
3. Time Elapsed . . . . . . . . . . . . . . . 5H M1N
4. Aircraft Gross Weight . . . . . . . . . 33,720 LB
2000 LB
5. Configuration Drag Index 0
Step 6. Military Thrust Climb to Cruise Altitude

3. Ambient Temperature A. From figure A3-3

(See step 2-B-3) ............. .
1. Fuel Used 820LB
4. From figure A4-2 read fuel used
for 100 NMi . . . . . . . . . . . . . . . . 1500 LB 2. Distance Covered ............ . 46 NMi

B. Since the estimated fuel does not equal the 3. Time Elapsed ........... . .. . 5.0MIN
computed fuel
4. Final Gross Weight
1. Re-estimate Average Gross Weight (33,720- 820).. . . . . . . . . . . . . . 32,900 LB
37,500- (1500 + 2) ............ 36,750 LB
5. Fuel Remaining ( 5760 - 820) 4940 LB
2. Ambient Temperature
(Same as step 3A·3) . . ..... .... . Step 7. Return Cruise

3. From figure A4-2 for a 100 NMi A. Determine return cruise distance. Since re-
cruise read turn distance must equal 365 NMi including
climb, cntise and descent, estimate the de-
a. I<'uel used . . . . . . . . . . . . . . . . . . 1500 LB scent distance.

b. Mach number for cruise . . . . . . 0.583 M 1. Estimate weight at start of descent as:
(Weight at end of climb+ Empty Weight+
c. Time to cruise . . . . . . . . . . . . . . 15.5 MIN Fuel Reserve) + 2 (32,900 + 27,960 +
2000 + 2 . . . . . . . . . . . . . . . . . . . 31,430 LB
4. Final Gross Weight
(37,500- 1500) ............ .. 36,000 LB 2. From figure A7-1 read distance to de-
scend from 35,000 ft . . . . . . 74 NMi
5. Fuel Remainin~ (7540 - 1500) 6040 LB 3. Compute Cruise Distance required
(365- 46- 74) . . . . . . . . . . 245 NMi
Step 4. Deliver Store
B. Estimate fuel used to cruise 245 NMi.
Assume 280 lb of fuel and 1 min of time for a
lay-down delivery. 1. Estimate fuel used ..... . . . 2000 LB

Al0-20

2. Estimate Average Gross Weight
32,900 - ( 2000-;- 2) ............ 31,900 LB
3. From figure Al-10 Standard Day
Temperatul"e at 35,000 ft
pressure altitude . . . . . . . . . . . . . .
4. From figure A4-2 read fuel used
to cruise 245 NMi . . . . . . . . . . . .
C. Since estimated fuel does not equal computed
fuel
1. Re-estimate Average Gross We ight
32,900- (1630 -:- 2) .. ... .. . .. . . 32.085 I,B
2. Ambient Temperature
(Same as step 7-B-3)
3. F'rom figure A4-2 read
a. Fuel used . . . . . . . . . . . . . . . . . .
b. Mach number for cruise . . . . . .
c. Time to cruise . . . . . . . . . . . . . . 28.5 MIN
4. Final Gross Weight
(32,900- 1630) ..... ... .... . . 31,270 LB
5. Fuel Remaining ( 4940 - 1630)
Step 8. Maximum Range Descent
A. From figure A 7-1 read
1. Distance to descend . . . . . . . . . . . .
Note
Descent distance was estimated in
step 7 A. Since the estimated distance
equals the distance read in step 8, the
mission can be continued.
2. Fuel used to descend ......... .
3. Time to descend . . . . . . . . . . . . . . 12.8 MIN
4. Final Gross Weight (31,270-245) . 31,025 LB
,I
1
T.O. lF-1050·1
5. Fuel Remaining (3310- 245) 3065 LB
Note
Initial Mission Rules stated that reserve
-54.3° C fuel should equal 2000 lb. The above
flight plan accomplishes the estimated
radius of 365 NMi with a fuel reserve
1630 LB of 3065 lb. Therefore, adjust radius
capability for the additional1065lb of
usable fuel.
Step 9. Correct estimated Radius of Action as follows
A. To distribute the additional 1065 lb of fuel
1. Compute return cruise NMi/LB:
(dist 7 fuel) = 245 7 1630
(from step 7) =... . ...... .. 0.150 NMi/LB
2. Compute outbound cruise NMi/LB
1630 LB (for last leg): (dist 7 fuel) = 100 + 1500
(from step 3) . . . . . . . . . . . 0.067 NMi/LB
0.895 M
3. Compute additional distance if all
additional fuel were used for retum
(fuel x NMi/LB)
1065 X 0.150 = . . . • . . . . . . . . . 160 NMi
4. Compute the additional outbound
3310 LB fuel needed to balance radius
Incremental range 7 (outbound NMi/LB+
return NMi/LB or 160 -:- (0.067 +
0.150} = 160 7 0.217 . . . . . . . . . 737 LB
5. The additional 1065 lb of fuel therefore,
7 4 NMi should be distributed as:
737 lb (outbound cruise) x
0.067 = .. . ............... . 49 NMi
0.150 (1065 - 737) = ... ..... . 49NMi
6. Therefore, the maximum radius of
action is 365 + 49 = • . . . . . . . . . . 414 NMi
Note
245 LB
If a detailed flight plan is required. re-
turn to step 3 and adjust cruise fuel
as indicated above, and compute the
mission from that point.
A 10-21/(A 10-22 blank)
 T.O. lf-1050-1

PERFORMANCE
DATA

TABLE OF CONTENTS

Part 1 Introduction 81·1

Part 2 Takeoff • 82-1

Part 3 Climb 83·1

Part 4 Range 84-1

Part 5 Endurance . 85-1

Part 5A Acceleration 85A·1

Part 6 Air Refueling 86-1

Part 7 Descent . 87·1

Part 8 Landing . B8·1

Part 9 Combat Performance 89-1

Part 10 Mission Planning . 810-1

81/(82 blank)
 T.O. 1F-1050-1

PART 1 INTRODUCTION

TABLE OF CONTENTS

Introduction . 81·1

Abbreviations . 81·2

Definition of Terms . 81·3

Correction Charts tor Altimeter and Airspeed Indicators . 81-5

Standby Altimeter Position Error Correction 81-5

Standby Airspeed Position Error Correction . 81-5

IF IS Airspeed and Altitude Corrections . . 81·5

Store Drag Number and Aircraft Configuration Drag Index 81-6

Drag Numbers for Asymmetrical We1ght Trim Drag 81-6

Airspeed, Mach Number Conversion Charts . . . 81-7

Standby Altimeter Position Error Correction (Nose Boom) . 81-9

Standby Airspeed Indicator Position Error Correction fNose Boom) 81-10

Corrections to AMI and AVVI Readings at True Pressure Altitude. 81-11

Compressibility Correction to Calibrated Airspeed . 81 -12

Store Drag Numbers and Gross Weights 81-13

Incremental Drag Number for Lateral Trim Requirements Due to Weight Asymmetry 81 -18

Airspeed, Mach Number Conversion Chart 8 1-19

Temperature Correction for Compressibility . 81 -21

ICAO Density Altitude Chart. 81 -22

Standard Atmosphere Table . 81 -23

Temperature Conversion Chart 81-25

INTRODUCTION mine the performance for the aircraft in any con-

Appendix II is divided into parts (1 through 10) to
present performance data in proper sequence for pre-
flight planning. The requirements for carriage of a
large number of different kinds of external stores on
the F-105 aircraft have made the presentation of per-
formance data for specific configurations in the
Flight Manual impractical. Accordingly the charts
presented in this Appendix may be used to deter-
figmation of required external stores. Data on each
chart is presented for drag indices ranging from a
drag index of 0 for the clean aircraft. [947] N/C/W
with no external stores to a drag index of 200. Each
external store, for which a requirement has been
established for the aircraft, has been assigned a
drag number. The configuration drag index for a
given configuration is the sum of the store drag
numbers.
81-1
T.O. 1F- 1050-1

ABBREVIATIONS

AlB Afterburner l\1ax .\laximum

Ali Altitude MER Multiple Ejector Rack

AMl Airspeed Mach Indicator Min Minute{s)

AVVl Altitude - Vertical Velocity Indicator MPH Miles per hour

BIB Bomb Bay Naui ~i Nautical !-.1ile(s)

DC Degrees Centigrade N/C/W Technical Order not Complied with

CAS Calibrated Airspeed NMi Nauticall\'lile(s)

Con fig Configuration No. Number

Coni Continuous O.A.T. Outside Air Temperature

CR-CL Cruise Climb Outb'd Outboard

cu ft Cubic feet PSI Pounds per Square In ch

C/W Technical Order complied with RIA Radius of Action

Dist Distance RCR Runway Condition Reading

OF Degrees Fahrenheit RPM Revolutions per minute

FPt\1 Feet per minute Sec Second(s)

Ft Feet SL Sea Level

Gal Gallon(s) Sq ft Square feet

Hr Hour(s) Std Standard

lAS Indicated Airspeed TAS True Airspeed

lCAO TE Trailing Edge

fnternational Civil Aviation Organization
IFIS Temp Temperature
Integrated Flight Instruments System
fn Hg T.O. Takeoff
Inches of Mercury
Wt Weight
Inb'd Inboard
.\M Mach number increment
KCAS Knots Calibrated Airspeed
\H Altitude increment
KlAS KJ10ts Indicated Airspeed
,\ y Airspeed increment
KTAS Knots True Airspeed
6 Delta: ratio of ambient air pressure
Lb Pound(s)
to standard sea level air pressure
LE Leading E<ige
0 Sigma: ratio of ambient air density
M Mach number to standard sea level air density
81 -2

DEFINI TION OF TERMS
Acceleration Check Distance~ distance to the runway
marker which is 2000 feet short of the go,
no - go distance.
Acceleration Check Speed: minimum speed at the
acceleration check marker.
Afterburnef: aft section of the engine in wruch fuel
is burned to augment the engine thrust.
Airspeed: the speed of the aircraft relative to the
air through which it is moving.
Ambient Conditions: conditions of the air surrounding
the aircraft at any given time under considera-
tion.
calibrated Airspeed: indicated airspeed corrected
for position error; or indicated tape airspeed
corrected for cam error.
Centefline MER Pylon: a pylon designed to carry a
multiple ejector rack at the centerline pylon
station.
Climbout Index: an index based on takeoff thrust
setting and ambient conditions, used to deter-
mine climbout performance after takeoff.
Combat Ceiling: highest pressuxe altitude at which
the aircraft can climb at the rate of 500 FPM.
Compressibility Error: an error in the airspeed indicator
reading and the outside air temperatuxe indica-
tor reading caused by air being compressed by
the moving aircraft.
Configuration Drag Index: the sum of the clean aircraft
configuxation drag index, the store drag num-
bers of external stores carried and the incre-
mental drag number for lateral trim if the ex·
ternal stores are asymmetrical in weight, used
to define the inflight performance of the air-
craft so configuxed.
Cruise Ceiling: highest pressuxe altitude at which the
aircraft can climb at the rate of 300 FPM with
maximum continuous thrust.
Cruise Climb: the method of achieving maximum long
range cruise performance by continually increas-
ing cruise altitude as gross weight decreases.
T.O. 1F-105D-1
Cruise Climb Altitude: the pressure altitude for a
given configuxation at a given gross weight at
which maximum long range cruise is achieved.
Cruise Factor: a factor based on aircraft gross weight,
configuxation, cruise pressure altitude and
cruise speed, used to determine cruise
performance.
Density Altitude: the altitude obtained from a stand·
ard density altitude chart for any combination
of pressuxe altitude and temperature, or for any
density ratio factor ( 1/.J a).
Direct loaded Pylon: pylon designed to carry a single
weapon without racks, adapters, etc.
Diversion Summary: a chart showing distance (Diversion
Range Summary) or time (Diversion Endurance
Summary) available for various flight plans with
small amounts of fuel on board at vario,.Js pres-
suxe altitudes.
Eq uivalent Airspeed: calibrated airspeed corrected for
compressibility.
Equivalent Gross Weight : aircraft gross weight times the
load factor required to maintain a given bank
angle.
Entry Gross Weight: a gross weight scale which relates
maximum thrust acceleration performance to
initial acceleration gross weight.
Go. No-Go Distance: distance traveled in reaching the
last runway marker short of the refusal distance.
Go, No- Go Speed: minimum speed at the go, no-go
marker.
Go, No - Go Tolefance: maximum speed deficiency
that is acceptable at the go, no-go point to
ensuxe a safe takeoff in 90% of the available
runway.
Ground Speed: the speed of the aircraft relative to
the ground over which it is flying. Under zero
wind conditions, ground speed equals true
airspeed.
Inches Hg: a measuxe of air pressuxe which compares
it to the weight of a column of mercury.
81 -3
T.O. 1F- 1050-1
Indicated Airspeed: standby airspeed indicator reading
corrected for mechanical instrument error but
uncorrected for position error.
Indicated Tape Airspeed: AMI airspeed reading uncor-
rected for cam error.
long Range Cruise Speed: the higher speed for 99%
maximum range at which it. is recommended to
fly the aircraft when range is of more concern
than time.
Maximum Continuous Thrust: the highest thrust setting
allowable for continuous operation.
Maximum Thrust: military thrust augmented by after-
burning; limited to 15 minutes continuous
operation inflight and 20 seconds on the
ground.
Military Thrust: maximum non-augmented thrust;
limited to 30 minutes continuous op~?.ration in
flighL and 5 minutes on the ground.
Minimum Afterburner Blow-<>ut Speed: the lowest speed
Lo which the aircraft can accelerate with maxi-
mum thrust. experience an afterburner failure,
and then complete the takeoff with military
thrust without exceeding the available runway
length .
Multiple Weapon Pylon: a cast magnesium pylon, trail-
ing edge swept aft from wing to store, designed
to carry a single nuclear weapon, a single con·
ventional weapon or a multiple ejector rack at
the centerline or inboard pylon stations.
Nautical Miles per Pound: the number of air nautical
miles traveled while consuming a pound of
fuel.
Position Error: the error in the airspeed indicator
reading and the altimeter reading caused by the
inability of the static orifices to experience the
true ambient air pr essure.
Pressure Altitude: the altitude obtained from a standard
atmosphere table for any given value of air
pressure. This is the altitude that an altimeter
will show (after correcting for position error)
when the barometric pressure at sea level is
29.92 inches Hg.
Receiver Factor: a factor based on receiver gross weight, Wind Component (Headwind or Tailwind): that part of the
configuration, refueling altitude and refuel speed,
used to obtain refueling factor.
81-4
Refueling Factor: the sum of receiver and tanker
factors, used to determine receiver fuel con-
sumption during inflight refueling.
Refusal Distance: the distance required to accelerate
to the refusal speed .
Refusal Speed: maximum speed to which the aircraft
can aeeelerate and then stop in the available
runway lenf!lh.
Rotation Speed: airspeed at which the nose wheel
leaves the runway.
Runway Condition Reading: the number portion of a
system of reporting surface conditions at ter-
minal airfields, related to the effectiveness of
braking on the runway.
Specific Range: nautical miles per pound of fuel.
Standard Atmospheric Conditions: an arbitrarily seiE'cted
set of atmospheric conditions chosen to ap-
proximate the average atmosphere of the world.
Standard Day: a day on which standard atmospheric
conditions are assumed to ex1st.
Store Drag Number: a number relat(~d to the incremental
drag of an externally mounted item, used lo
determine the configuration drag index.
Takeoff Index: an index based on takeoff thrust setting
and ambient conditions, used to determine take-
off performance .
Takeoff Speed: airspeed at wh ich the main wheels
leave the runway.
Tanker Factor:a factor based on tanker gross weighL,
refueling altitude and refuel speed, used to
determine refueling factor.
Touchdown Speed: airspeed at which the main wheels
come in contact with the runway
True Airspeed: equivalent airspeed corrected for air
density.
Universal Pylon: a built up pylon, trailing edge swept
forward from wing to store, designed to carry
a single conventional store at t he inboard or
outboard pylon station, or a multiple ejector
rack at the inboard station.
existing wind condition which acts opposite to
or in the direction of traveL

CORRECTION CHARTS FOR AlTIMETER AND
AIRSPEED INDICATORS
Correction charts for airspeed and altitude (figures
Bl-1 and B1-2) are provided to determine the values
from those indicated on the standby instruments.
These curves present the nose boom position error
at five altitudes.
STANDBY ALTIMETER POSITION ERROR CORRECTION
Static pressure which determines the altimeter
reading is not always accurately measured because
of the location of the static port (position error).
The altimeter position error chart (figure Bl-1) is
provided so that corrected pressure altitude can be
calculated from the indicator reading.
To determin<> what indicated altitude to fly so that
you will be at your assigned pressure altitude use
the following equation:
Indicated altitude= (pressure altitude) -
(Altitude position Error correction)
Sample Problem
Given:
a. Assigned pressure altitude- 20,000 feet
b. Indicated airspeed (lAS) - 400 Knots
Solution:
a. Determine Position Error Correction from
figure Bl-1 =1010 feet
b. Indicated Altitude= (Pressure altitude) -
(altitude correction)
Indicated altitude = 20,000 ft - 1010 ft
Indicated altitude =18,990 ft
Therefore at an indicated airspeed of 400 knots an
indicated altitude of 18,990 feet must be maintained
on the altimeter to make good an assigned 20,000
feet pressure altitude.
STANDBY AIRSPEED POSITION ERROR CORRECTION
In order to obtain calibrated airspeed a correction
for position error must be applied to the indicator
reading. This correction is supplied from figure
Bl-2. When added algebraically to the indicated
T.O. 1f-105D-1
airspeed, this correction yields calibrated airspeed
(CAS).
Sample Problem
For the purpose of explaining the use of the Airspeed
Position Correction Charts consider an aircraft flying
at cockpit indicator values of 400 knots at 20,000
feet.
Given:
a. Assigned Pressure Alt.it.ude = 20,000 feet.
b. Indicated Airspeed = 400 knots.
Solution:
a. Determine Airspeed Correction from figure
Bl-2 = 12.5 knots
b. Calibrated Airspeed = (Indicated Airspeed}
+(Airspeed Correction)
c. Calibrated Airspeed = 400 + 12.5 knots
d. Calibrated Airspeed = 412.5 KCAS
Therefore at an indicated airspeed of 400 knots and
a pressure altitude of 20,000 feet the calibrated air-
speed will be 412.5 knots.
When the standby instruments are corrected for
their respective errors they will agree, within the
system tolerances, with the tape indicated readings
corrected for cam error.
IFIS AIRSPEED AND ALTITUDE CORRECTIONS
A mechanical cam in the central air data computer
corrects the IFIS airspeed scale and altitude scale
for position error. An additional correction for cam
error must be applied to obtain true Mach number,
calibrated airspeed and pressure altitude.
Sample Problem
Altitude
Given:
a. Assigned Pressure Altitude= 20,000 feet
b. Indicated Tape Airspeed = 400 knots
81-5
T.0. 1F-105D-1
Solution:
a. Determine Altitude Correction from figure
Bl-3 = 150 feet
b. Tape altitude Reading= (Pressure Altitude)
-(Altitude Correction)
c. Tape Altitude Reading== 20,000 - 150 ft
d. Tape Altitude Reading =19,850 feet
To maintain 20,000 feet pressure altitude at an
indicated tape airspeed of 400 knots the tape
indicated altitude should read 19,850 feet.
Airspeed
Given:
a. Assigned Pressure Altitude = 20,000 ft
b. Indicated Tape Airspeed= 400 knots
Solution:
a. Determine Airspeed Correction from figure
Al-3 = 2 knots
b. Calibrated Airspeed= (Indicated Tape Air-
speed)+ (Airspeed Correction)
c. Calibrated Airspeed= 400 + 2 knots
d. Calibrated Airspeed= 402 knots
At a pressure altitude of 20,000 feet and indicated
tape airspeed of 400 knots the calibrated airspeed
is 402 knots.
Mach Number
a. Indicated Tape Mach number = 0.85
b. Determine Mach Correction from figure
Bl-3 = 0.006
c. True Mach= (Indicated Tape Mach)+ (Mach
Correction)
d. True Mach = 0.85 + 0.006 Mach
e. True Mach =0.856 Mach
STORE DRAG NUMBER AND AIRCRAFT CONFIGU-
RATION DRAG INDEX
81-6
Store Drag Number and Gross Weight Table Figure
Bl-5 presents a partial listing of required extemal
stores. A drag number has been assigned to each
store for each aircraft position at which the store
can be carried. Store drag numbers are given for
single carriage of weapons and multiple carriage on
MER where applicable. The drag index for a given
configuration is the sum of the store drag numbers.
Incremental weights for each external store are also
shown on this table for use in determining the total
aircraft weight.
EXAMPLE [947] N/C(W
Determine the configuration drag index for the follow-
ing configuration: Six. (6) Ml17 750 lb bombs on
the centerline MER plus two (2) 450 gallon wing
tanks plus two (2) M117 750 lb bombs on the out-
board pylons.
From figure Al-5 .
Two (2) 450 gallon tanks at inboard station.
Read for one (1) 450 gallon tank at inboard
location a drag number of 14. The drag num-
ber for two (2) 450 gallon tanks is 2 x 14 = 28.
Read for one (1) M117 750 lb bomb at the out-
board station in the presence of inboard station
fuel tanks a drag number of 16. The drag num-
ber for two ( 2) M117 750 lb bombs at the o ut-
board stations in the presence of inboard fuel
tanks is 2 x 16 = 32.
Read for six (6) M117 750 lb bombs on center-
line location a drag number of 75. As noted
this drag number includes the MER required
for carriage of six ( 6) M117 lb bombs on the
centerline station.
The configuration drag index is the sum of the
drag numbers 28 + 32 + 75 = 135.
DRAG NUMBERS FOR ASYMMETRICAL WEIGHT TRIM
DRAG
For configurations consisting of stores that result in
a weight asymmetry an additional drag number must
be determined for the additional drag due to the de-
flection of control surfaces required for trim. Fig-
ure Bl-6 presents a chart from which this additional
drag number may be determined for any given flight
condition.

EXAMPLE
Determine the additional drag number for a weight
asymmetry of 2000 lb for the following flight con-
ditions: 30,000 feet pressure altitude at M = 0.9
Aircraft Gross Weight of 44.,000 lb.
Enter figure Bl-6 at (A) Net Weight Asymmetry of
2000 lb: move to (B) pressure altitude of 30,000 ft;
move up to (C) Mach Number 0.9, proceed across
to (D) aircraft Gross Weight of 44,000 lb; then
down to (E) Mach Number of 0.9 and across to (F)
and read an Incremental Drag Number of 20. This
incremental drag number is added to the sum of the
Store Drag Numbers to determine the total Con-
figuration Drag Index.
AIRSPEED, MACH NUMBER CONVERSION CHARTS
These charts show the relationship between cali-
brated airspeed, true airspeed and Mach number
under any ambient conditions. The first chart covers
speeds between 100 and 800 KCAS and Mach num-
bers from 0.3 through 1.2 The second chart goes up
to 2.0 Mach number and 1000 KCAS. The use of
T.O. 1F- 1050 -1
the conversion charts is illustrated in the following
sample problem.
Find: Mach number at 300 KCAS at 25,000 feet
pressure altitude and the corresponding true
airspeed for both standard day (-35.5°C)
and l0°C hotter than standard (-35.5 +
10 = -25.5°C)
Solution:(l) Enter sample chart (page Bl-2 at
300 KCAS (A), move up to intersect
25,000 feet pressure altitude line (B),
and to the left to read Mach number =
0.72 at (C).
( 2) For standard day, parallel line from
(B) back to baseline and read true
airspeed at (D)= 433 KTAS.
(3) For non-standard day, move horizon-
tally 'from (B) to the baseline {E), down
to temperature of -25 .5°C (F), and
across to the true airspeed scale to
read 441 KTAS at (G).
81-7
T.O. 1F-1050-1

AIRSPEED - MACH NUMBER CONVERSION CHART

0.9 800

lit
ua
rQ
vt
II-
~ 0
;:, z~
z 0.8 700
I
0 aua
~ ua
A.
ua
;:,
c vt
IIIC
IIIC 0.7 600 Ci
II- ua
;:,
IIIC
II-

0.6 500

-- G

0.5 400

SAMPLE CHART
Not to be used for 300
Flight Planmng

300 400 500 600 700

CAUBRATED AIRSPEED - KNOTS

81-8
 T.O. 1F-1050-1

STANDBY ALnMmR
POSITION ERROR CORRECTION
(NOSE BOOM)

....
"'"'
&L

INDICATED AIRSPEED !STANDBY! KNOTS

Figure 81-1
81 ·9

r
T.O. 1F-105D-1

STANDBY AIRSPEED INDICATOR

POSITION ERROR CORRECTION
NOTE (NOSE BOOM}

I These curves are intended to be used

ONLY for aircraft in flight attitude,
NOT during ground roll. ·

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l . ---·-. ... . . . . ."""'"". .
............. ~ !·
j~-~ . .~-~ . . . ,. _. .___,,,
.....,.j_,
i
~ .......,. .
10 '
tr '
'· ' '

! • .... ·-!
~! +

. '- ··J_-~.:~ ·:.:

5
. .
T--·· .. -·----i----~..:.
1
__.---·-..-~:.::.-~l~. ..:. .
· -;
--..... - f-f....·..-....,
---;
+ .;_

i
''''j
i • I
·····- --···t-..-.. .,. . ..........._ ··-·····-···--.. .-~.... . .~-·--······

700
INDICATED AIRSPEED- STANDBY- KNOTS

Figure 81-2
81-10 Change 2
 T.O. 1F-1050·1

CORRECTIONS TO AMI AND AVVI READINGS

AT TRUE PRESSURE ALTITUDE

~ O.o2 -~· -·
<l
0
loU
0 0.01
0
~
loU
CD
0
...0 ~t~--
. i
j I
-l -·-

lilt

-r. . . . . . -.--·.
lilt I
i ·--+-·•·
0 . . .- r.............. ·-
u -0.01
f
:z: i
u t.
~ i
~ -0.02
0.5 0.6 0.7 0.8 0.9 1.0 1.1
AMI MACH, M
...
II.
500
x<l
0
loU
c
c
~
loU
CD

...0
'"" lilt
lilt
0
u
loU
c
....

..._,
::)

j:
~
1111 200 300
•
AMI AIRSPEED - KNOTS
600

"'
0 5
z
:II.:

><l
cloU
c
0
~

T
t ....

181 200 400 600 700

AMI AIRSPEED - KNOTS

Figure 81-3

81·11
T.0 . 1F-1050-1

COMPRESSIBILITY CORRECTION TO CALIBRATED AIRSPEED

NOTE: Subtract correction

from calibrated airspeed
to obtain equivalent airspeed.

u
H
80 l++-1-ih--.~' 80,000 FT
IJ7o,o·oo· n
~m~~ 60,000 rr
70 amm:!:~~-
· 40,000 .FJ
FT
....
"' ft30,000 FT
0
z 0 2o:oo·o· rr
::..:: 60 1 ,ooo·n
I
z
0
;::
~ 50
CIC
CIC
0
v
e
LLI
40
A.
"';(
CIC

30

20

il
10
11
IH !fd-
'H:.....t.g:t,+~·~
"'·O.slt&u
0
0 100 200 300 400 500 600 700 800 900 1000

CALIBRATED AIRSPEED- KNOTS

Figure 81-4
81-12
 T.O. 1F-105D-1

AVERAGE AIRCRAFT GROSS WEIGHTS AND DRAG NUMBERS

Clean without 8/B tank, 7540
pounds of internal fuel. (Usable fuell Drag
Gross Wt. lb. Number
Aircraft 37505 20
B B tank install (2535 lb. fuel) 15012685)(0
Camouflage Paint 150 8
Wild Weasel Ill [F-516. F-522, F-522DJC/ W 254 6
Wild Weasel I [982CJ C W 148 3

STORE DRAG NUMBERS AND GROSS WEIGHTS

I

GROSS LOCATION I
WEIGHT Centerline Inboard Outboard
STOR£ LB.
lnbd with store
All Store Drag Nos. include necessary (Store Only) Inboard (lnbd Drag No.
suspension equip. Clean not included}

INTEGRAl PYLON fUEl TANKS

(1) 650 Gallon (42251bs fuef) ~ 347145721© 14®
(ll 450 Gallon (2925 1bs fuel} @ 267(31921© 15
@ 330132551© 14
14
SINGLE WEAPONS
M-1170 Destructor
(1) 880 l7 19
-·
M-ll7R 750 lb. Retarded Bomb
(1) 880 17 19
r- M-117750 Lb._Bomb
i - (1)
... _ ,_ 823 14 13 16
M-lll w/MlA 1 fu7e ext
(I)
M-118 (T:S5) Bomb
(I)
823
. - -3049
~-----

17
--14 -
19
- -13
I 16
I
1---,-,-----
(I) MC·l Chemical Bomb 725 =r=· l4 13
-- ---...-
16
200- - T - - - -
- (1) M-129 (T-S8lleafletBom6 14 13 16
-(1) LAU-3, ARocket launcher
(l) LAU-18 A Rocket La.uncher
427
450
11
,, --- 10
t------·--
10
13
13
~1) LAU-32A ' ARocket Launcher 4711731'1:".._ -
(1) LAU-59 ARocket launcher-
11 10 11
-
(1) SUU·2 l /A Practice Bomb D1sp.
48{1731€'
II 470{622}1[) I- 12
13
18
12
I 13
I
! -(6) MLU 32/8-99-Br-iteye Flare! 900 40
L I ! ·-I
- (1) SLU-CB Firebomb 697 I -
14 13 16
--
- 870
L
--~

-(J} BLu-:-.27 'Bfirebomb ifinned)

~--- ---
I 15 14 17
(1) BLU-27 Bfirebomb (Unfinned) 857 I 14 13 16
(1) BLU-52. ·s Chemical Bomb
--=·-----
(1) Mll6A Firebomb
370
··- r - 720 ' 15 15
14
14
13
17
16
-
(}) CBU-1 / A(Dispenser) !752)(0 . 11 18
-(1) CBU-lA , A(Dispenser)
--- I
(7521© 11 18
I
(1} CBU-2 1A(Dispenser) 17491© 11 18 I
- ·
(l) CBU-ZA ' A(Dispenser)
--·----·
18281© _
.. 11
-
18
(1) CBU-28 'A (Dispenser) (8401:1) 11 18
(1) cau.zc A (Dispenser) !am© 11 18
--
(]) CBtJ-3 ' A (Dispenser) (6581© 11 18
(1) CBU..3A A (D,spenser) 1653)f) 11 18
--

Figure 81-5 (Sheet 1 of 5)

Change No.3 81 -12A/(B1-12B blank)

 T .O. 1 F-1 050 -1

[] STORE DRAG NUMBERS AND GROSS WEIGHTS (Cont)

GROSS LOCATION
WEIGHT Centerline Inboard Outboard
STORE LB.
lnbd with store
All Store Drt~g Nos. include (Store Only) Inboard (lnbd Drag No.
necessary suspensron equip.
Clean not included)

(1) SUU 20/ A (emp t y) 245 22 24 24 37

(1) SUU 20/ A(M} or SUU-20A/ A
(empty) 335 22 24 24 37

( 11 SUU-20/ A (4 FFAR) 3 15 24 37
( 1) SUU 20/ A(M) or SUU·
20A/A (4 FFAR) 405 24 37

11) SUU-20/ A (4 FFAR, (6) 251b

class bomb!>) 450 28
( 1) SUU-20/ A (4 FFAR, (6)
MK 106 practice bombs} 345 37
(1) SUU-20/ A(M) or SUU·20A/ A
(4 FFAR, (6) 25 lb clas5
bombs) 540 28

(1} SUU-20t A(M) or SUU-20A/ A

(4 FFAR. (6) MK- 106 prac;·
tice bombs) 435 37

( 1) SUU 20/ A ((6) 25 lb class

bomlls) 375 26
(1) SUU-20/A ((6) MK_.:.106
practice bombs) 275 36

( l} SUU-20/ A(M) or SUU·20A/ A

((6) 25 lb class bombs) 465 26

( 1) SUU 20/A(M) or SUU-20A/ A

((6) MK 106 practice bombs) 365 36

Figure 81·5 (Sheet 1A of 5)

Change No. 3 8 1-13

 T.O. 1 F-1050-1

STORE DRAG NUMBERS AND GROSS WEIGHTS { Cont)

GROSS LOCATION
WEIGHT Centerline Inboard Outboard
STOR£ LB.
1----- - - - I lnbd with store
Al! Store Drag Nos. include necessary (Store Only) Inboard (lnbd Drag No.
suspension equip. I Clean not included)
I
(l) CBU-7 / A (SUU-13/ A
Dispenser) with BLU-i8/B 1901820)© 10 I 12 13
Bomblets. 1 i
~iiTBU-24/B([iispenser) I ·-Ts3o){~--·----- ··- -

I I 14 13 16
l- mcsu-24A/ B(Dispenser) C830) :£) ! 13 16
...l1Tcim~4B~-;-;'B''"'(""
D i·s..:.p_en-se....,r):----·--r__;{~
8;._
32:,.:,)<0
"'"
c-----+-------.-
13 16
OJ CBU-28/ A(DlSPenser) ·------:.,~ 887C!- 46 -1"')-~:=::':";---+----:-.,.---·
+------+- 1J-
!--(l)C8(f:29/'Sl51Spens_e..,.
r) -----·-~a-3m©------ l
10
14_ __
12
·-~=---+--
I 13 16

I
:J![g-_su-~~A?'8l~·_,_.!_~pe~n_s-
- _e""r..,...l~~~~~:__-_-------'ts3ol © - + - -- - -1-------::-:::----
13 t - ----,-....,.---
16 l
·-·
{1) CBU-298, 8 (Dispenser) (~;- 13 16
csu-3o/'/\(5Tsoen.-se..rl
..,, ---··-· -·· 190138·-s-·-:,ct=-:.-~----·10--:----------·----=l-=2---~--:-,-.::
3----l
-(j)
J-('IfC'fJU:3Fil {Dispenser)
'"{u CB0-46 , A(Dispenser)
188{4611© 1 o ..
r8.7n~-·----+--·----+-------~-,·~--r-·---18_ _.
l 12 · 13 -- l
lspen-s-er")-.~------_-'__ '---(&-30i©--- -···
r-----orc-BU-49/ BHi- l 14 l3 t'6·--
I ...J~~U-49A/BJ~s_pe_ns-,er):---------~·-(_
L__ ~~-BU-498/8 (Dispenser)
83__o_l""_
~;> _ _ _,___·- - - t ---·---+--1_
3 - - + ---16_ _
13 16
:r------ r----1"13
l _ O_) CBU-53 ! B(Ois_
nTiCf

~~~-·~2_(_
Sn_
a·k-:_-
p._e_ns_er,. . .)- - - - -- + -(_
-- (1) CBU-54/ B(Dispenser)
ye_)_-~_
8 3_2_)©._· _____ _ _ __ _ _
(832)©
1
....
,- --_-_-_·-_-.--+--··_---5=6-0__-~~~~~~~:~~~~~~~~~-+-+1_-_-_-~4--~·
- --1-4--
3
16
16

(1) MK-82 (Bomb) , 531 1~--==! o 11

- -·--~--9_8,.S.
.• (1) MK-83 (Bambi"________ ! 12 . I 11 ... 14 __
(lJ MK-84 (Bomb) 1970 13 15 I
hfA:2-_~-o_
c(Missile)
ke~-L!-~n=-_cn-~e-=r_-__·---_-_-·__l·_·-_-567 . --+
- 1 ---~
9_ 0
8
'(1)
mAGM-128 1
i_5(65ltp
-593@
f---~-o_
~---t-·---~a3_ __
-·(TI'AG.M-:I2c(Missiie-l ------~·-; 779 - - -f - - - -
f----·····-·--- - -·-·-·- - - -- ·- - -- - - - t-·
i (l) AGM-45A (Shrike) 392 t ! 6 ; 8
il"ifAGM1BA(MisiileJ . 1354 is-- l --·-- - I
1 (l}-AGMT8B_t_M-,s-s1-le-)- - --- -r·1J6o- -----r--·----.--2-5- --r----- --+-------

t ~C·l~0~8~-~
l__(_l!__~~~I?O-l__Po
__d______._ . __2_oo
Q~C,l60_-2__P_od__________._ _
______-t-_ _ _ _ _ _1L_ _ _ _ _t _ _ _s___; - - - 8- - -
18_S_ _ _ _-+--- - -t-·_ _ __ _ __ _s__-+---~-
. -------.--3_
oo_____, _ __
8
~~----~·t: ____s5___ - - - :88 - - -
1 (l) QRC-335A with RA TG 31 7
-·- -
·_.J_U_QR~~~SA wittiOutR-AT-G·---~--2~4~2~~~~~~~-~~:~~~~~-~~~=t---··--·- ---t-'--5---t-----:~--
8
(l) A B-45Y·2 Spray Tank 1
488 i 12 30
!793 1 TX Ag ent©
1561llX Agent©
(1) AN ! ALE2 Chaff Dispenser 205{425)© 11 26
{l) BDU-4/ Bor Parent Weapon 15 17
(1) M0-6 or Parent Weapon 15 17
(1) BOU-8/ B(Long or short nose)
With drag ring
l - 22 29
No drag ring
NOTES:
J 17 19
@ Range of Weight d.epending on type AGM-128
@ Integral Tank and Pylon, Centerline ® This stare drag number (14) for the f.105Fhas
® Integral Tank and Pylon, Wing Inboard been determined f'rom fl ight tests tobe less
© Empty (Maximum Full) than that for the F-1050.
Figure B 1- 5 {Sheet 2 of 5)
 T.0.1F-1050-1

STORE DRAG NUMBERS AND GROSS WEIGHTS ( Cont)

GROSS
WEIGHT
LOCATION I
STORE LB.
Centerline Inboard Outboard
lnbd w1th store ·
All Store Drag Nos. include necessary (Store Only) Inboard (lnbd Drag No. :
suspension equrp. Clean not included)

-l '
40
!
40 l
-~
38 I
-1
38
-I
25 .
28 .
·-·

' -
!
27
!3l Mli6A firebombs 42 l
(2) M116A firebombs
(5) CB\1-24 ' 8 m·:....
sp-en-se-r----+-4-1-
50--~-
23
68
27 .!

I
- - - ---1
I
Figure 81-5 (Sheet 3 of 5)
Change No.3 81-15
T.O. 1F-1 050-1

STORE DRAG NUMBERS AND GROSS WEIGHTS (.Cont)

GROSS LOCATION l
II -·- --- - ~!_o_R WEIGHT C t 1· Ib d
__E_ _____+-__L_B_._____ f--_ _ _e_n_e_r_m_e-+---n_o_ar_ _-4-----u-....o_ar_l_
nb_d_w-
0 tb
ith- st-or-e
d

1 All Store Drag Nos. include necessary (Store Only) Inboard (lnbd Drag No.
: suspension equip. Clean not included)

1 (6)_Mli_8~ {Snakeye) ------~~_,..

60,.....--~--------l--""-----lf..-----+------
! _j4l_M.~.:_~2_i~nakeye_)_ 2240
. (3) MK-82 (Snakeye) 1680
: (2f MK:az (Snakeye)
·-rtnt~K-"82(BombY___________ -·31s_6___ ··
1120

---~--------~~--r-
(4) MK-82 (Bomb) 2124
.. -(3l'Mf8f(Borribl ·----~---::-
2955 -~---------+-------~-----+------~
31
..
. l2f M
.K:SYt80mbi -i --~------MO

r {{2f2) ATM- 9BS!dewinders ,.

1970
31()
17 23
13
24 ___ 1..,
.
AIM-9CSidewlnders -- 3io- - i - - · 13 24
1--·--
-~':JU·?.Q~~_9ckets) . 24 37
SUU -20A/A !Rockwl6 MK-26 28
r-..illru:DID.)
SUU -201'./A (Rockets) 6MK-106
- 37
!Bombs)
! - - · - -·
SUU-20A/A (Rockets) 24
1------
SUU·20A/A Cl ean .. 22 -
SUU-20A/A (No Rockets ) 26
6 MK- 76 (Bombs)
-
SUU-20A/A CNo Rockets) 36
6 MK-106 (Bombs)
MK-61 10 12 12 12

33

I
(1) BLU-31/8 800 28
(2) BLU·31/B 1600 44
{3) BLU-31/B 2400 47

Figure 81-5 (Sheet 4 of 5)

81·16 Change No. 3

 T.O. 1F-1050 ·1

STORE DRAG NUMBERS

Pylons or Racks O nly - No Ordnance

PYLONS CENTERLINE INBOARD OUTBOARD

(1) Multi-Weapon or Universal Pylon with Multi Ejector

Rack 13 14 -
(1) Centerline MER Pylon with Multi Ejector Rack
{1) Multi-Weapon or Universal Pylon only
15
3
-
6
-4
(1) Special Pylon for AGM-12B - 3 2
(1) Special Pylon, Adapter and launcher for (2) AIM-9B
(1) launcher Adapter on Inboard
- - 3

AGM-78 Pylon (modified MWP) - 7 -

STORE WEIGHTS ( LB l
Pylo ns or Ra cks Only - No Ordnance

PYLO NS AND RACKS CENTERLINE INBOARD OUTBOARD

(1) Universal Pylon, 14'' Rack ® - 202 132

(1)
(1)
Universal Pylon, 30" Rack ®
Multiple Weapon Pylon
-
342
239
245
--
(1) Centerline MER Pylon 126 - -
(1) Special Pylon for AGM-l2Bwith Adapter - 147 131
(1) Special Pylon for (2) AiM-98 with Adapter &
Launcher - - 151
(1) Multiple Ejector Rack
On Multi Weapon or Universal Pylon (4 position) 172 172 -
On Centerline MER Pylon (6 position) 198 - -
(1) AGM-78 Pylon (modified MWP}
plus Launcher - 432 -
® For Direct loaded Conventional Weapons Only

STORE DRAG NUMBERS AN D G ROSS WEIG HTS

A/A 37U- 15 EXTERNAL TOW TARGET SYSTEM

TARGET POSITION GROSS WEIGHT LB STORE DRAG NO.

Captive K-Jl 1206 90

TDU-10/B 1199 90
Towed K ll 1206 100
TOU-10; 8 1199 tOO
Released 829 33

Figure 81-5 (Sheet 5 of 5)

81·17
...co.
CD -4
~
p
...
...
l+. ·-r·-r·1
'' · l I
·····•.•• 1L ~'.T ...l
! 1.~. ~ . i . : I
':"
~
...9
1 I ~
- GROSS WEIGHTS 1·
. ~~~((;.,...;.....
' ,....;
, '....;.'- 29000 LB
gg;;;;++! t 32000 LB l
35000 LB -i
~- 't I L • ~ ti 38000 LB I
41000 LB i
1 ·
~
. ~:•< r
I !j ~J ~
'X
d'>iI <!
1
•
~
• l
'\. 1
\i ~ : . 1
-<0 1
i'...l 1
I !
,
t i I'
I I
~
: •
I
i~
A
-' jC;
T 1'
: I
I ! !' ' ' t !' ~ ! ' '
1
,
I
I
l 1I , -44000
• • I
LB
··-·r·- -;l 1

• ,..-j ~
i
.. j

.J.1........~

3
..,
ii•
c::
~

-
tl:l
6,
co
§
....
21i
I
>-
...
ac:
11.1
~
~
>-
Ill

...:r:<
C)
iii
~
...
~ D1 .' '1

niGHT nsT

\
) ) ) )
 T.O. 1F-105D-1

AIRSPEED - MACH NUMBER CONVERSION CHART

PRESSURE AlTITUDE - Fill

II ~~~ I ~ ., # ~ ~

.,
....
0
z
::.c:
I
B
ii:i
.,
a..
IX
C(
Ill
:::) Ill
:::1
....
IX
....
IX

j__J-
400 500

CALIBRATED AIRSPEED- KNOTS

Figure 81- 7 (Sheet 1 of 2)

81-19
T.O. 1 F-1050 -1

AIRSPEED - MACH NUMBER CONVERSION CHART

PRESSURE AlTITUDE- FID

9 II I
2.0~~~-T--~---r~~~~--~--~~~~~~~~~~~~~r-~
~ ~

ae
IU
..."'
0
IG
~
zllil:
::;)
z I
0
X IU
IU
u a.
~ "'
ae
IU
::;)
<
...
ae "'e:
::;)

900

600

CAUBRATED AIRSPEED- KNOTS

Figure 81-7 (Sheet 2 of 2)

81·20
T.O. 1F-1050-1

ICAO DENSITY ALTITUDE CHART

INTERNATIONAL STANDARD ATMOSI'HERE

80

TEMPERATURE- "CENTIGRADE

Figure 81-9
81-22
 PW-52.. FINAL PROOF P.C. 11-1 -63
628-T-REPUBLIC-(1 05-D1l-1 0-31-63-JS

T.Q. 1F-105D-1

STANDARD ATMOSPHERE
table

STANDARD ATMOSPHERE
~SL'bi.e
(ICAO)

Standard SL Conditions Conversion factors

TEMPERATURE 15°C (59°F) 1 IN. Hg 70.727 lB/SQ FT
PRESSURE 29.921 IN. Hg 21 l6.21S LB/SQ FT 1 IN. Hg 0.49tl6 LB/SQ IN.
DENSITY .0023769 SlUGS/CU FT 1 KNOT 1.151 MPH
SftEED OF SOUND 1116.89 FT/SEC 661.7 KNOTS 1 KNOT 1.688 FT/SEC

ALTITUDE DE~SITY (j -1/2 TEMPERATURE SPEED Of PRESSURE PRESSURE

FEET RATIO t SOUND IN. Hg RATIO
oc QF KNOTS
~
(j
8
0 1.000 1.0000 15.000 59.000 661.7 29.921 1.0000
1000 .9711 1.0148 13.019 55.434 659.5 28.856 .9644
2000 .9428 1.0299 ll .03.S 51.868 657.2 27.821 .9298
3000 .9151 1.0454 9.056 48.302 654.9 26.817 .8962
4000 .8881 1.0611 7.076 44.735 652 .6 25.842 .8637
5000 .8617 1.0773 5.094 4l.169 650.3 24.896 .8320
6000 .8359 1.0938 3.113 37.603 648.7 23.978 .8014
7000 .8106 1.1107 1.132 34.037 645.6 23.088 .7716
8000 .7860 1. J 279 -0.850 30.471 643.3 22.225 .7428
9000 .7620 1.1456 -2.831 26.905 640.9 21 .388 .7148
10,000 .7385 1.1637 -4.812 23.338 638.6 20.577 .6877
11,000 .7155 1.1822 -6 .793 19.772 636.2 19.791 .6614
12,000 .6932 1.2011 -8.774 16.206 633·.9 19.029 .6360
13,000 .6713 1.2205 -10.756 12.640 631.5 18.292 .6113
14,000 .6500 1.2403 - 12.737 9.074 629.0 17.577 .5875
15,000 .6292 1.2606 - 14.718 5.508 626.6 16.886 .56.43
16,000 .6090 1.2815 -16.699 1.941 624.2 16.216 .5420
17,000 .5892 1.3028 - 18.680 -1 .6.25 621.8 15.569 .5203
18,000 .5699 1.3246 -20.662 -5.191 619.4 14.942 .4994
19,000 .5511 1.3470 - 22.643 -8.757 617.0 14.336 .4791
20,000 .5328 1.3700 -24.624 -1 2.323 614.6 13.750 .4595
21.000 .5150 1.3935 -26.605 -15 .889 612.1 13.184 .4406
22,000 .4976 l.4176 -28.587 -19.456 609.6 12.636 .4223
23,000 .4806 1.4424 -30.568 -23.022 607.1 12.107 .4046.
24,000 .4642 1.4678 -32.549 -26.588 604.6 11.597 .3876
25,000 .4481 1.4938 -34.530 -30.154 602.1 11.103 .3711
26,000 ..4325 1.5206 -36.511 -33.720 599.6 l 0.627 .3552
27,000 .4173 1.5480 - 38 .492 -37.286 597.1 10.168 .3398
28,000 .4025 1.5762 -40.474 - 40.852 594.6 9.725 .3250
29,000 .3881 1.6052 - 42.455 -44.419 592.1 9.297 .3107
30,000 .3741 1.6349 -44.436 -47.985 589.5 8.885 .2970

Figure 81-10 (Sheet 1 of 2)

81-23
 PW-53 .
628-T-REPUBliC-( I 05. 0 1J-1 0-31-63-JS
FINAL PROOF P.C. 1f·I ·S3

T.O. lF-1050-1
STANDARD ATMOSPHERE
table

ALTITUDE DENSITY (j' - 1/2 TEMPERATURE SPEED OF PRESSURE PRESSURE

FEET RATIO 1 SOUNO IN. Hg RATIO
(j' \[(T ·c ·r KNOTS
8
31,000 .3605 1.6654 - 46 .417 -51.551 586.9 8.488 .2837
32,000 .3473 1.6968 - 48.398 -55.117 584.4 8.106 .2709
33.000 .3345 1.7291 - 50.379 - 58.683 581.8 7.737 .2586
34 .000 .3220 1.7623 -52.361 -62.249 579.2 7.382 .2467
35,000 .3099 1.7964 -54.342 - 65.816 576.6 7.041 .2353
36,000 .2981 1.8315 - 56.323 - 69.382 574.0 6.712 .2243
36,089 .2971 1.8347 -56.500 - 69.700 573.7 6.683 .2234
37,000 .2843 1.8753 6.397 .2138
38,000 .271 0 1.9209 6.097 .2038
39,000 .2583 1.9677 5.81 1 .1942
40,000 .2462 2.0155 5.538 .185 1
41,000 .2346 2.0645 -56.500 - 69.700 573.7 5.278 .1764
42,000 .2236 2.1148 5.030 .1681
43,000 .2131 2.1662 4.794 .1602
44,000 .2031 2.2189 4.569 .1527
4S,OOO .1936 2.2728 4.355 .1455
46,000 .1845 2.3281 4.151 .1387
47,000 .1758 2.3848 3.956 .1 322
48,000 .1676 2.4428 3.770 .1260
49,000 .1597 2.5022 3.5 93 .1201
50,000 .1522 2.5630 3.425 .1145
51,000 .1451 2.6254 3.264 . 1091
52,000 .1383 2.6892 3.111 .1040
53,000 .1318 2.7546 2.965 .09909
54,000 .1256 2.8216 2.826 .09444
55,000 .1197 2.8903 2.693 .09001
56,000 .1141 2.9606 2.567 .08578
57,000 .1087 3.0326 2.446 .08176
58,000 .1036 3.1063 2.33 1 .07792
59,000 .09877 3.1819 2.222 .07426
60,000 .09414 3.2593 2.118 .07078
61,000 .08972 3.3386 - 56.500 - 69.700 5 73.7 2.018 .06746
62,000 .08551 3.4198 1.924 .06429
63,000 .08150 3.5029 I .833 .06127
64,000 .07767 3.5881 1.747 .05840
65,000 .07403 3.6754 1.665 .05566
66,000 .07055 3.7649 1.587 .05305
67,000 .06724 3.8564 1.513 .05056
68,000 .06409 3.9502 1 442 .04819
69,000 .06108 4.0463 1.374 .04592
70,000 .05821 4.1447 1.310 .04377
71,000 .05548 4.2456 I .248 .04171
72,000 .0528 8 4.3488 1.1 90 .03976
73,000 .0 5040 4.4545 1.134 .03789
74,000 .04803 4.5633 1.081 .036 1 I
75,000 .04578 4.6738 1.030 .03442
76,000 .04363 4.7874 0.982 .03280
77,000 .04158 4.9039 0.935 .03126
78,000 .03963 5.0231 0.892 .02980
79,000 .03777 5.1454 0.850 .02840
80,000 .03600 5.2706 0. 810 .02707
Figure 81· 10 (Sheet 2 of 2)

81 -24
 T.O. 1F-105D-1

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Figure 81- 11

B1-25/(8 1·26 blank)

---- -~--
 T.O. 1F-105D-1

PART 2 TAKE-OFF

T.ABLE OF CONTENTS

Takeoff Planning . . . . . . 82-1

Runway Distance Marking System 82·2
Rotation Speed (Nose Wheel-off) 82·2
Takeoff Speed. . 82·2
Takeoff Index. . 92-2, 92·9
Climb-Out Index . 82·2, 82·9
Takeoff Distances 82·2, 92-10
Takeoff Acceleration 92·2
Velocity During Takeoff Ground Run . 82·2, 82·12
Refusal Speeds . . . . . . 82-2, 82·14
Minimum Afterburner Blow-out Speeds 82·2, 82-16
Takeoff Crosswind Chart 82-3, 82·17
Refusal Distance . . 82·3
Go, No-Go Distance . 82-3
Go, No-Go Speed Tolerance 82·3
Acceleration Check Distance . 82·3
Takeoff Performance - Sample Problem 82-3

TAKEOFF PLANNING. the ground run portion of takeoff before rotation

This part covers the information and charts to be
used to obtain takeoff speeds and distances. The
terms used in the planning pro.cedure are defined
in the following paragraphs. Takeoff perfor mance
is affected by a large number of variables, i.e., tern·
perature, altitude, gross weight, and wind, as well
as runway surface, use of brakes for directional
control, and engine condition. Charts including
those variables are provided for takeoff distance,
acceleration distance and speed, stopping distance
or refusal speed, and minimum afterburner blow·
out speeds. Increases in any of these variables
except wind tend to increase takeoff ground run
to a point where, on a takeoff in which normal
techniques are used , the takeoff may not be suc·
cessfully made in the available runway length. The
takeoff chart shows distances for ground run as
well as air distances required to clear 50 through
200 foot obstacle heights, takeoff speeds, and rota-
tion speeds. The velocity during takeoff ground run
charts show the speed-distance relationship during
speed is reached. The refusal speed chart shows the
combined distance traveled in acceleration to any
given refusal speed and the distance required for a
FULL stop. The minimum afterburner blow-out
speeds chart shows the minimum afterburner failure
speeds at which takeoff can be continued with MiJi.
tary Thrust without exceeding the available runway
length . The takeoff cross wind chart shows the
crosswind limits for aircraft gross weight.
The use of these charts for takeoff planning is illus-
trated by a sample problem.
Note
Use 50 percent of reported headwinds
and 150 percent of reported tailwinds
with the takeoff crosswind chart if wind
is measured at a source other than the
runway.

82-1
T.O. 1F-105D·1
RUNWAY DISTANCE MARKING SYSTEM
The numbering and placement of runway distance
markers reflects the distance remaining to the end
of the runway in 1000-foot increments. These
markers are placed alongside the runway, and the
appropriate markers become the acceleration check
distance marker and the go, no-go distance mark-
er. The markers are so placed that if a runway length
exceeds an even number of t housands of feet, one
half of the excess must be added to the distance
shown on the markers to determine the actual dis-
tance remaining. For example, if a runway is 10,500
ft., the distance remaining at the No . 6 Marker would
be 6000 + 1/2(500) = 6250 ft.
ROTATION SPEED (NOSE WHEEL-OFF)
Rotation Speed (nose wheel-off) is the airspeed at
which the nose wheel leaves the runway . The cali-
brated airspeed (CAS) for rotation is shown at
various gross weights.
TAKEOFF SPEED
Takeoff Speed is the airspeed at which the main
wheels leave the runway. The calibrated airspeed
(CAS) for takeoff is shown at various gross weights.
TAKEOFF INDEX
Takeoff Index is a temperature-altitude factor which
is read for the thrm;t setting used for takeoff. All
Takeoff Performance Charts except the Velocity
During Takeoff Ground Run and the Air Distance
Charts are shown as a function of Takeoff Index.
CLIMB-OUT INDEX
Climb-out Index is a temperature-altitude factor
which is read for the thrust setting used for takeoff.
Air distances required to clear 50 through 200 foot
obstacle heights are shown as a function of Climb-
out Index.
TAKEOFF DISTANCES
Ground run distances and air distances to clear 50
through 200 foot obstacle heights with Maximum
and Military Thrust are plotted on the takeoff dis-
tance charts as functions of Takeoff Index and
Climb-out Index, respectively. The distances shown
are for normal takeoff techniques on a dry, hard-
surface runway and may be used for any configura-
tion if the gross weight at takeoff is considered.
These charts account for ambient temperature and
82-2
pressure altitude through the index method of pre-
sentation. The effect of the remaining variables of
gross weight, headwind or tailwind , runway slope
(ground run chart) and obstacle height (air distance
chart) are also shown. Separate charts are provided
for ground run and air distance performance.
Incremental drag for externally loaded configurations
has been accounted for at various aircraft gross
weights.
TAKEOFF ACCELERATION
Velocity During Takeoff Ground Run
The velocity during takeoff ground run figures B2-4
and B2-5) charts give ground run distances required
to accelerate to any desired calibrated airspeed using
Maximum or Military Thrust. These distances are
based on the normal takeoff techniques given in
Section II and do not take into account substan-
dard engines or excessive use of brakes for direc-
tional control.
Refusal Speeds
The highest indicated airspeed to which the aircraft
can accelerate and then stop in the available runway
length is the refusal speed. The refusal speed chart
is based on a Maximum or Military Thrust acceler-
ation to the refusal speed, and then heavy braking to
a stop with or without the use of a dr-c~.g chute. The
drag chute reduces the distance required to stop and
should be used if possible. The effect of Runway
Condition (RCR) (see page B8·1 for explanation of
RCR) on refusal speed is also shown. These charts
take into account gross weight, external loading as
a function of gross weight, and, through the Take-
off Index, pressure altitude and temperature.
MINIMUM AFTERBURNER BLOW-<>UT SPEEDS
The lowest indicated airspeed to which the aircraft
can accelerate with Maximum Thrust, experience a
Maximum Thrust failure, and complete the takeoff
with Military Thrust without exceeding the available
runway length is the minimum afterburner blow-out
speed. The speeds shown on the chart were deter·
mined for the clean and externally loaded configur-
ations and are shown for all conditions of gross
weight, runway length and wind. Pressure altitude
and temperature are accounted for by the Takeoff
Index.

wAaNtNG I
These speeds are applicable only if the
throttle is moved out of the afterburner
position immediately, to enable the
afterburner nozzle to close. Non-
afterburner engine operation with the
nozzle open will result in large thrust
losses and therefore in significantly
longer takeoff distances.
TAKEOFF CROSSWIND CHART
The most critic-al point in a takeoff with a cross--
wind is just after lifting the nosewheel and is based
on the maximum sideslip angle that the rudder can
hold. The takeoff crosswind chart shown in figure
B2-9 is based on this consideration. To use this
chart, it is required that the aircraft weight, wind
direction and velocity be known. An example is
given to illustrate the use of the chart. It can be
seen that the intersection of two lines should fall
in the "recommended" area for a normal takeoff.
By normal takeoff it is meant that no overspeed is
required. If the intersection falls in the "not
recommended" area. takeoff may be achieved if it
is seen that some overspeed will place the nosewheel
lift-off speed back in the "recommended" area. The
amount of overspeed permissible is limited and is a
matter of pilot judgment as to what speed he may
hold the nosewheel on the ground. After nose-
wheel lift-off, the ability of the rudder to hold a
sideslip angle becomes less critical with increasing
angle of attack up to takeoff altitude. After being
airborne, the limiting factor in holding a sideslip
angle is the lateral control. However, once the air-
craft has lifted off, there is no longer any need to
hold a sideslip angle, i.e., the aircraft heading may be
changed with the rudder to effect any desired path
across the ground. No attempt should be made to
hold a sideslip angle afte.r takeoff, particularly with
large crosswind, because the lateral control cannot
keep the wings level when the rudder is fully deflec-
ted and because the spoiler causes loss in lift. During
the takeoff ground run, the inherent stability of the
tricycle landing gear at high speed and the nosewheel
steering at low speed eliminate any difficulties from
cross wind. The rudder may be used during the
ground run, but excessive lateral control deflections
will aggravate rather than help the situation.
REFUSAL DISTANCE
The refusal distance is the distance required to ac-
celerate to the refusal speed and is obtained from
the velocity during takeoff ground run charts.
1'.0. 1F-1050-1
GO, NO-GO DISTANCE
Go, no-go distance is defined as the distance trav-
eled in reaching the last 1000-foot runway marker
short of the refusal distance. This is the point at
which the final decision to continue or to abort the
takeoff is made. The minimum speed attained at, the
go , no-go distance marker is defined as the go . no-
go speed and is obtained by subtracting the go, no -
go speed tolerance from the normal speed at the go.
no-go distance.
GO, NO-GO SPEED TOLERANCE
Speed tolerance is the maximum speed deficiency
that is acceptable at the go, no-go distance marker
to ensure a safe takeoff in 90 percent o.f lhe avail-
able runway . If acceleration is deficient to the ex-
tent that the speed tolerance is exceeded at the
go , no-go distance, a serious malfunction of the
aircraft is indicated and the takeoff should be
aborted.
ACCELERATION CHECK DISTANCE
The final decision to continue or to abort a takeoff
is made at the go, no-go point; however, a prelim-
inary check is made before reaching the go, no-go
point to monitor the progress of the takeoff. This
check is made at the acceleration check point and is
defined as the distance to the runway marker, which
is 2000 feet short of the go, no-go point. This dis-
tance is established by subtracting 2000 feet from
the go, no-go distance. The accleration check
speed is the minimum speed allowable at this check
distance marker and is established by obtaining the
speed for the distance 2000 feet short of the go,
no-go distance on the Maximum or Military Thrust
velocity during takeoff ground run charts and sub-
tracting the go, no-go speed tolerance.
TAKEOFF PERFORMANCE -SAMPLE PROBLEM
Complete the takeoff portion of the Takeoff and
Landing Data Card in the checklist for a Maximum
Thrust takeoff with water injection. Also, deter-
mine total takeoff distance over 100ft obstacle
height and minimum afterburner blow-out speed.
Given:
Gross Weight 48,000 LB
Runway Length . . . . . . . . . . . 8,000 FT
O.A.T.............. ..... . .. 20°C
T.O . 1F-150D-1
Pressure Altitude . . . . . . . . . . . . . . 2,000 FT
Wind (Headwind Component) .... lOKN
Runway Gradient . .. . ...... ... . None
R.C.R .... . .. . ............. . . 23
Solution:
1. EoterSample Takeoff Speed Chart (page B2-4)
at a gross weight of 48,000 lb, (A); follow a
vertical path upward to (B) and (C) then move
directly across to (D) and (E) and read rota-
tion speed and takeoff speed (178 KCAS and
188 KCAS), respectively.
Note
The method for reading the velocity at
obstacle height (climb-out speed) is the
same as shown in step 1.
2. Enter Sample Takeoff Index Chart (page B2-4)
at outside air temperature 20"C, (F); move
vertically to the 2000 ft pressure altitude, (G);
move horizontally to the Maximum Thrust
with water injection line, (H); drop down to
Takeoff Index Scale and read 'fakeoff Index =
9.55 (J).
3. Enter Sample Climb-Out Index Chart (page
B2-4) at outside air temperature= 20°C, (AA);
move vertically to the 2000 ft pressure altitude,
(BB); move horizontally to the maximum
thrust with water injection line (CC); drop
down to Climb-Out Index Scale and read
Climb-Out Index:::: 9 .75, (DD).
4. Enter Sample Takeoff Ground Run Chart
(page B2-6) at Takeoff Index (step 2 = 9 .55,
(K); move horizontally to takeoff gross
weight= 48,000 lb , (L); move vertically
downward until the zero wind condition is
reached at (.M) and read ground run (no wind)
= 5150 ft. From (.M) parallel the guide lines
until a 10 knot headwind line is reached at
(N), and proceed vertically to the zero%
grade at (0). From (0) move vertically down-
ward to the Ground Run Scale and read
ground run distance= 4650 ft, (P).
Note
SAMPLE PROBLEM INITIAL CONDI-
TIONS STATE NO RUNWAY SLOPE.
824
However, if a correction for runway slope
is required proceed as follows: For a 2%
downh.ill slope, correct the ground run dis-
tance by continuing from (0) (step 4)
parallel to the downhill guide lines until
the 2% condition is reached at (Q) and
proceed vertically downward to t he Ground
Run Scale to read the corrected ground run =
4400 ft, (R).
5. Enter Sample Air Distance Chart (page B2-6)
at Climb-Out Index (step 3) = 9.75, (EE) ;
move horizontally to takeoff gross weight =
48,000 lb , (FF) and move vertically down-
ward to base line , (GG). From (GG) paral-
lel the guide lines until a 100ft obstacle
height is reached at (HH). From (HH) pro-
ceed vertically to the zero-wind condition
at (JJ) and parallel the guide lines until a
10 knot headwind is reached at (KK). From
(KK) proceed vertically to the Air Distance
Scale and read air distance = 2500 ft, (LL).
Total takeoff distance = ground tun plus air
distance = 4650 + 2500 = 7250 ft.
Note
Assume drag chute deployed.
6. Enter Sample Refusal Speed Chart (page B2-7)
at Takeoff Index (step 2) = 9.55 at A' and move
across to runway length available= 8000 ft,
(B'). From B' drop vertically to the curve
marked "With Drag Chute" stopping at take-
off gross weight= 48,000 lb, (C ') move across
to intercept RCR = 23 at (D') and drop down
to the scale to read refusal speed = 17 4 KCAS
(E') for zero-wind condition . Add 10 knots to
zero-wind refusal speed to adjust for headwind
condition; (147 + 10) = 157 KCAS.
7. Enter Sample Minimum Afterburner Blow-Out
Speed Chart (page B2-7) at Takeoff Index
(step 2) == 9 .55, (T) move across to the runway
length available at 8000 ft , (U), drop down to
the takeoff gross weight of 48,000 lb, (V) move
across stopping at the zero-wind condition at
(W) and follow parallel to the headwind guide
line until the 10 knot wind is reached at (X).
Proceed horizontally to the scale and read
afterburner blow-out speed= 169 knots, (Y).
Note
Takeoff may therefore be safely aborted
at any time before 157 KCAS (refusal speed}
 T .O. 1F-105D-1

is reached. If the afterburner should fail at (R ') and read zero-wind speed = 1 26 KCAS
between 157 KCAS and 169 KCAS pre- Thus, the maximum speed deficiency that is
pare to engage the barrier. lithe after- acceptable at the go. no-go distance is (146-
burner should fail after 169 KCAS has 126) = 20 KCAS.
been attained, takeoff can be completed
with Military Thrust. 10. Compute Go , No-Go Speed. 156-20 = 136
KCAS.
8. Enter Sample Velocity During Ground Run
Chart (page B2-6) at Takeoff Speed (step 1) Compute Acceleration Check Speed 96-20
= 188 KCAS and ground run (no wind, step =76 KCAS .
4 - M) distance= 5150 ft at (Q). Parallel the
the guide line to intersect the zero-wind re- 11. Fill out Takeo(f Data Card and summarize
fusal speed, 147 KCAS, and read refusal dis- additional data.
tance = 3050 ft. at (R). Go , no-go distance
is therefore 3000 ft and acceleration check Acceleration Check 76 Kat 1000 FT
distance= 3000- 2000 = 1000 ft. Continue (Marker No. 7)
to parallel guide line from (R) to read zero-
wind normal speed at the go, no-go marker Rotation Speed . . . . . 178 K
= 146 KCAS at (S) and zero-wind normal
speed at the acceleration check marker= Go, No-Go Check . . . 136 K at 3000 FT
86 KCAS at (S'); or (146 + 10) = 156 KCAS (Marker No. 5)
and (86 + 10) = 96 KCAS respectively, with
wind. Refusal Speed . . . . . . . 157 K
9. To determine go , no--go tolerance, compute
90% of runway length (0.9 :x: 8000) = 7200 Takeoff . . . . . . . . . . . 188 Kat 4650 FT
ft. Reenter velocity during ground run curve
at takeoff speed= 188 KCAS and distance= Total distance over 100ft obstacle is 7150 ft.
7200 ft (Q'), and parallel guide line until the Minimum afterburner blow-out speed is
go, no--go distance (3000 ft) is intersected 169 Kn.

82-5
T.O. 1 F-1050-1

TAKEOFF INDEX
SAMPLE CHART
Not to be used for
Flight Planning

F
-211 0 + 20 . + 40 +60 4 & 8 J 10 12 14
TEMPERATURE-· c TAKEOFF INDEX
CUMB-OUT INDEX

AA
-20 0 + 20 + 40 +&0 6 12 14
TEMPERATURE-· c
SPEEDS FOR TAKEOFF
2~ ------.-----.-----.-----.--- 2~ ~----~----~----~--~
MAXIMUM THRUST MILITARY THRUST

220 f----+----+---1-----+- ~ - 220 ~---+-------¥-----1------1

0
z~
6
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D.
en
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o ----~so----~oo~--~
GROSS WEIGHT-1000 LB GROSS WEIGHT-1000 LB

B2-6
 T.O. 1F-105 D-1

TAKEOFF GROUND RUN

13
TAKEOFF AIR DISTANCE
11 12
X
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GROUND RUN - 1000 FEET AIR DISTANCE-1 000 FT

REFUSAL SPEED
THRUST TAKEOFF
12

X NOTES:
~
c 1. WHEN THE COMPUTED REFUSAL SPEED IS
~ 8 GREATER THAN LIFT-OFF SPEED, LIFT-OFF
..... SPEED BECOMES THE REFUSAL SPEED•
..... 2. ADD HEADWIND COMPONENT
0 SUBTRACT TAILWIND COMPONENT
~ 6 3. IF RCR IS NOT AVAILABLE USE:
DRY-23, WET-12, ICY-5.
== 4t----+---~---+--~~--+---,_---r--~

WITH DRAG CHUTE RCR

5 101520 23
SAMPLE CHART
· Not to be used for
flight Planning

ZERO-WIND REFUSAL SPEED -KCAS

82-7
l ~
-f

Co
VELOCITY DURING TAKEOFF GROUND RUN MINIMUM AFTERBURNER BLOW-OUT SPEEDS ,
0
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NOTE: ADO HEADWIND COMPONENT c
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2
NOTE:
IF AFTERBURNER FAILS BELOW MINI- THROTTLE INBOARD IMMEDIATELY
MUM AFTERBURNER BLOW-OUT SPfED AFTER AFTERBURNER FAILURE
AND ABOVE MAXIMUM REFUSAL SPEED,
PREPARE TO ENGAGE BARRIER.

0
10 40 60 80S' 100 120 140 S 160 180 200
ZERO WIND CALIBRATED AIRSPEED- KNOTS

SAMPLE CHART
Not to be used for Flight Planning E]
) ) )
 T.O. lF-1050-1

TAKEOFF model: f..105F fuel density: 6.5 LB/ GAL

LE FLAPS- 100%
TE FLAPS 100% F eniine:
fuel grade:
J75-P-19W
JP-4
dolo dole: 1 JULY 1964
data basis: FLIGHT TEST

~ 1,.
' i'
~ IV ,, ;:: v ;

~~ V ~J~V
!•
).

~
II
"'-......_
~~ J'-::--- i '--.lil'tJSu4'r -
.......
§S.~~ ~
! I

~
~~
...._ r-. ~~ - ~~-
~---~ ~~ ;:---"'~ ~ ~ - ~~ ·j l·
1 I ~/ ~~ I'
!-----......_ r---.. . . . ~N~If
l I v I»,.+.#~~#' I -
j ........._

,,I
J( I

!'---. ' I•
1'"7-'
1'---~ - ~,17~ ~--- ~~
• r---........~~;fi
'·~ I :
I' ."I
~ ~ v If
~ __ .oft
I•
"
I I ! I.,.., iI I
It
-
- 20 0 20 40 6 8 10 12
TEMPERATURE - oc TAI<EOFF INDEX

-20 6 8 10 12
CLIMB-OUT INDEX

220

1403'~
0 --l--:':
40:--..!.,_-:5:1-:- (IJ:--..!.._-l--..l-1
0--l_-:': 40Jo 40 50 (IJ

GROSS WEIGHT - 1000 LB GROSS WEIGHT - 1000 LB

Figure 82-1

82-9
T.O. 1F-105D-1

F- 105f TAKEOFF GROUND RUN

engine: J75 -P- 19W HARD SURFACE RUNWAY
fue l grade: JP-4
LE FLAPS- 100%, TE FLAPS- 100%
fuel densily: 6 .5 LB/GAl 12

=~iF~F ±)ltlf ~=~·

d a ta dote: 1 JULY 1964
d ara basis: FUGHT TEST

n r---~.-4~~~~~~~~~~~~--~--~~~-r~~~~+-~~
·-·i ... - ·t·-··· ...:;.
J ~ i
!·

10

......
0
"'
~

10
...0
vt

.....
~
z
I
20 I ~
Q
z I
i + .~ fr-·~ r•
_....._,....
I
.•
30

4ll
I

"'
Q

~
"
~
I
"'a.0_, 2
vt

2 6 8 10 12
GROUND RUN - 1000' FT

Figure 82-2

82-10
 T.O. 1F-105D-1

TAKEOfF AIR DISTANCE model : f - 105F fuel deDtily: 6 .5 lii/GAl

engine : J75· 1'· 19W dara dale : I JUlY 1964
LE FLAPS - 100%,
TE FLAPS- 100% fuel grade: data bosla: fUGHT TfST

... 58
"'
"'
1&.

...:z: 100
C)
iii
:z:
~ 150
v
~
.a
0 200

0
...
"t 10

~
z
I ZD
0
z
i 3D

40 !
D 2 6 8 10 12
AIR DISTANCE- 1000 FEET

Figure 82-3

82-11
T.O. 1F·105D-1

t:
§
l
u
z~
t;
2i
z
;:)
..:
0
z
;:)
0
..:
C>
0
z
i
0
..:
~

ZERO WIND CALIBRATED AIRSPEED-KNOTS

Figure 82- 4

82-12
 T .O. 1F-105D-1

-
§
J,
u
z
<
t;
Q
z
;::)
CIC
Q
z
;::)
0
CIC

"z
Q
5
i
0
CIC
loU
N
.(

ZERO WIND CAUBRATED AIRSPEED-KNOTS

Figure 82-5

82-13
T.O. 1F-105D-1

~ tl t :t 8
~j..-
'§ · & ,,
§$J~ cv
§ , d tH t , ' t ~. • • MAXIMUM THRUST TAKEOFF

7
"" "" LE FLAPS- 100%; TE FLAPS -100%
; -- :--: t I • ' ' ' ; I I! I t i I tt ; '
-"'! ~. , ,.j;T T It •
Jor--+--~r-rr~~H-~~-+~+-~~~--~~--~--+-~~~

• •r ~ ~~
4

l 1~' ~ t ::n +; ~ r·
n
/ /· ; : • model: F-lOSF

'T : r -8/ I I jl 1/ D~ I ~ t I !l i 1
engine:
fuel grade:
fuel density:
J75-P-l9W
JP-4
6.5 LB/GAL
~~ jiY ~ i ·-~ +lj< +'.I ,. data date: l JULY 1964
~ ~--~ I . II~ I "' It -+ +11 ~t ,. I' ' - data basis: FLIGHT TEST

~.~ ~~ 4 j / / J - ~- ~- ~EN THE coMPUTED REFUSAL SP££0 1s

0

6
. '+
1 Y'
+. +-'"
' ·
+; '~ +4 ••
GREATER THAN LIFT-OFF SPEED, LIFT-OFF ,......_
. t lj d+ ~ 1 / I + • I.( ' • -1 1 +1 I SPEED BECOMES THE REFUSAL SPEED. •-
tt t 1 , (' / • ~ HH ql-j ·I I j 2. ADDHEADWIND COMPONENT , l
i . ..1. • • tt: II I I SUBTRACT TAILWIND COMPONENT !~ _ t
• , • ~.~ ~1 " r·• .' • ., 1
· ' 1
/ 3. IF RCR IS NOT AVAILABLE USE:
4r--+--~~~rri--+-±~·~--r'~--+-~--·.r7· r~~D=~~·23~.m~·I2r·'~~~5·~~--~~
· · '· 1 1 1
, , •
1
.... ".... i J l- ,+ t , ' t
-:., f +- 1 t 1- •' . ; + - + ~++ l ·I t -H j I ~ t- l I 1 - • t

i l ~ ,WITH DRAG_ CtfllT~

[ ~ .
~'1l \~

.;...-..-+t ·-
!

0 50 100 150 200

ZERO WIND REFUSAL SPEED-KCAS

Figure82-6

82-14 .
 rnF
T .0. 1 F-1060-1

REFUSAL SPEED model: F-105F

MILITARY THRUST TAKEOFF engine: J75-P-1 9W
lE FLAPS- 100%; fuel grade: JP-4
TE FLAPS-100% fuel density: 6.5 LB/ GAL
data date: 1 JULY 1964
data basis: FLIGHT TE.ST

50 100 150 200

ZERO WIND REFUSAL SPEED - KCAS

Figure 82-7

82-15

r
T.0. 1F·105D-1

model: F-lOSF MINIMUM AnERBURNER BLOW-OUT SPEEDS

engine: J75-P-19W LE FLAPS- 100%; TE FLAPS- 100%
fuel grade: JP-4 HARD SURFACE RUNWAY
fuel density: 6.5 LB/GAL
doto dote: 1 JULY 1964
data basis: FLIGHT TEST

12
·.-.
H
THROTTLE INBOARO IMMEDIATELY

11 .... _ :_.: ...-_~-·-__

'

·---
.....
AfTER AfTERBURNER FAILURE
- +
• • ., ~ ···- t ~..J . ..

lOr-~-+~--~--~~~~-~--~--~~----r--~+1 ----~r-·--~·---r---~----~----·~f___--_l-4
_-t NOTE:
IF AFTERBURNERFAILS BELOWMIN-
IMUM AFTERBURNER BLOW-OUT
SPEED ANO ABOVE MAXIMUM RE·
FUSAL SPEED, PREPARE TO ENGAGE
...... BARRIER.
0
w
~

5 I
·-·-·-·-····-+--·---'--r·

I "'
<
u
~
I
"'0w
w
L
"'
....
;::)
0
~
0
....
Ill
IIIC
w
z
IIIC
;::)
Ill
IIIC
w
t:
<

.
11'

Figure 82-8

82-16
..,
) ) ) )

200
lli I·L:w L 1 1 I I :t ! 11ill ~;:::r

....
~ I t =ttT ~
0 -+ I I I I I I I le~o ~~en·d·e~f
z:.c 1
-
H+-+-+.1:.. only when 650 gal
f- 1-+-1--Het.:+':centerline tank Is '
~
!carr~ja
-
~ 180
0

"'
"'
X
~
+++-~-+-+
~t=tt1-4=::~
I I I I I I
1 • I I I
11111 ~11111 1 1
~~:~:~ .·

~
[

"'
~

~0 1608±:
"'"'D. .I
~
RECOM-~
z -tt D MENDED~

., 0
;:::
./'
I

!Q• ~ 40 •'!jil 0
s;: 01 '- -
(i! 81:
IXl
~ I
!-
co ...... ·1 ....
~

30 34 0
z
AIRCRAFT WEIGHT -1000 LB "' :.c
20.!.
~ 20 :n-t--+-'_1 Z
EXAMPLE .... 1-1-
I
"'
z
0
GIVEN: z 0
D.
Weight of 40,000 lll.
Crosswind 3S knots at 4S ". ~30 ~
6SO gallon centerline tonk not carried. >
.... 0
u
SOLUTION: 0
Read weight of 40,000 LB and proceed ~ 4- ....~·on
~~
vertically to point A, then horizontally
> ~0
along line B. Read crosswind of 3S knots o"'
at 4S", Po int C. Proceed vertically along 0
z ~~
line D. Intersection of linu 8 ond D is in
recommended oreo. Normal takeoff moy j50 xz
a
be accomplished .

~ ~
-'
~ 60 ~ _,.

8., ; '"
0...
:::::: 0 b
co
':J
-'
20
CROSSWIND COMPONENT -KNOTS
40 60
... ....
co n 7'
CT
....
iii ~
:;:,
c: ... ~
9
....
 T.O. 1 F-1050-1

PART 3 CLIMB

TABLE OF CONTENTS
Page

Climb Information 83-1

Sample Problem . 83·2, 83·4

Fuel, Time and Distance from Brake

Release to Climb Speed . . . . . . . • . . . . . . . . . . 83-8

Maximum Thrust Climb- Constant Mach

Number . . . . . . . . . . . . . . . . . . . . . . . . . 83-9

Maximum Thrust Climb - Speed Schedule

400 KCAS to Recommended Mach No. . . . . . . . . . . . . . . 83·11

Military Thrust Climb -Speed Schedule

400 KCAS to Recommended Mach No. 83-13

Military Combat Ceiling 83-14

Maximum Combat Ceiling. 83·15

Optimum Cruise Altitude . 83-15

Military Thrust Climb- DC135/F105

Buddy Speed Schedule . . . . . . . . . . . . . . . 83-16

CLIMB INFORMATION ln addition, Military Thrust climb charts are shown

Charts in this part enable the pilot to determine
the fuel, time and distance to climb between any
two altitudes, with either Maximum or Military
Thrust setting. Both thrust settings are shown for
a speed schedule of 400 KCAS to the Recom·
mended Mach Number, and, for Maximum Thrust,
at constant Recommended Mach Number.
for the recommended KC-135/F105 Buddy Climb
Speed schedule, 325 KCAS.
Fuel, time and distance from brake release to 400
KCAS are also presented for both Military and
Maximum Thrust takeoff.

83·1
T.O. 1 F·1050-1

MILITARY THRUST CLIMB

400 KCAS TO RECOMMENDED MACH MO.

3500
SAMPLE CHART
Not to be used for
Flight Planning 3000
_,
~
2500
0
8
2000
cw 1500
"'_,
::l
w 1000
::l
u.. Guide lines for temper-
ature deviation from
500 standard day
Hotter
Colder -----
0
·c

EXAMPLE I. 4. Move to the left to the Standard Day Condi-

tion (0°C temperature deviation) and read
Conditions: Configuration: Clean fuel used to climb, 1200 lbs, (D).
5. To find distance covered and time elapsed en-
Initial Gross Weight: 35,000 lb ter sample chart (page B3-3 at initial gross
weight, 35,000 lb, (E).
Initial Altitude: Sea Level
6. Move to the right to the final altitude,
Final Altitude: 36,000 ft. 36,000 ft, (FJ .
7. Drop down to the distance chart, stopping at
Climb Thrust Setting: Military Configuration Drag Index= 0, (G) .
Ambient Temperature: Standard Day 8. Move to the left to Standard Day Condition
(0°C temperature deviation) and read distance
Find: Fuel, Distance and Time to climb, and covered in climb, 63 NMi. (H).
climb speeds.
9. From G continue down to the time chart, stop-
Solution: ping at Configuration Drag Index= 0, (J).
10. Move to the right to Standard Day Condition
1. Enter sample chart page B3-2 at a gross weight (0°C temperature deviation) and read time
of 35,000 lb, (A). elapsed in climb, 7.8 min, (K).
2. Move to the right to the final altitude of 11. Enter Mach Number table on Figure B3-4 for
36,000 ft, (B). clean aircraft (Configuration Drag Index
0- 40) and read the recommended climb
3. Drop down to Configuration Drag Index= 0, Mach number and calibrated airspeed at
(C). each altitude.
83-2
 T.O. 1F-105D-1

MILITARY TftRUST CLIMB

400 S TO RECOMMENDED
MACH NO.
... 50
X
~ca
........
~8 44
[£]
litO
lit-
0
~
~

lit
...
LU

~
...
c(
100
u
~
:;)
c(
z 80
I
LU
u
z
...!!!
c(
60
0

40

20 14

D 12
10
oc

10

Guide lines for temper·

ature deviation from
standard day
8
...w
lit

:;)
Hotter z
Colder ---- --
i
I
w
6 ~
i=

83-3
T.O. 1F-105D-1

.....
.:g - 0.8 1------"o....d----'~4,,---l
0:
:X:~
u
c(t-

;::»·~~U::~!:91'~r---r------1r-----r----.:::.~~:::f""~-.::::::::---=::t::::-':::......::~:-t- ~l5
10 · u -o.s +--__..........,....--1-~-=«~---l
~X
~c(
u~
I :;; :x: ~
.!..-~f---- 4D t----+----t----l--+-----+----2ooj- =· i - 0.4+--- o-..,.-.,t,-+.,..---
20__ ,

DEVIATION FROM
CRUISE ALnTUDE · STD TEMP • c

GROSS WEIGHT - 1000 LB

EXAMPLE II. A. Ambient Temperature Colder than Standard Day

Conditions:Configuration: Clean+ (6) centerline 1. Determine the configuration drag index from
M-117 750 lb bombs+ (8) M-117 750 lb bombs the table on figure B1-5 by adding the var-
inboard+ (2) special outboard pylons and adapters ious store drag numbers.
for AIM-9B Sidewinder missiles.
Store
Initial Gross Weight: 45,000 lb Store Location Drag
NO.
Initial Altitude: Sea Level
(6) M-117 750 lb Bombs Centerline 75
Final Altitude: Optimum Cruise (cruise-climb
altitude) (4) M-117 750 lb Bombs Right Inb'd 40

Climb Thrust Setting: Military (4) M-117 750 lb Bombs Left lnb 'd 40

Ambient Temperature: At altitude, average (1) Special Pylon & Adapter Right Outb'd 3
temperature deviation is for AIM-9B Missile

A. 10° C colder than Standard Day (1) Special Pylon Left Outb'd 3
Adapter for
B. 10°C hotter than Standard Day AIM-9B Missile

Find: Fuel used to climb, level-off altitude and

climb speeds. Configuration Drag Index = 161

83-4
 T.O. 1F-1050·1
....ca
8 50 MAXIMUM THRUST CliMB
CONSTANT MACH NUMBER
~
%
()
iii 48
A
~
"'
0"'
a: 30
()

4000

....
ca
3000
0
w
"'J SAMPLE CHART
.... 2000 Not to be used for
w
J
u..
FliCJht Planning
I

Guide lines for temper·

1000 1---=~=-=.:;~9
Q L-=-~----L----L----~--~--~
10 ·c o
2. Enter sample chart page B3-2 at a gross
weight of 45,000 lb, (A').
3. Move to the right to cruise-climb altitude for
Configuration Drag Index= 161, (B').
- - - 1 - ature deviation from
standard day
Hotter -
Colder ---
11. Enter the Mach number table on figure B3-4
for a Configuration Drag Index = 161 (between
160-180) and read the recommended climb
Mach Number and calibrated airspeed at each
altitude.

4. Drop down to Configuration Drag Index=
161, (C').
5. Move to the left to the Standard Day Condi-
tion (0°C temperature deviation), D'.
12. Distance covered and time elapsed in climb
can be read from page B3-3 using the same
method as described in Example I.

6. Follow the "colder " day guide line to a tem-
perature deviation of 10°C and read fuel used
to climb, 1825lb, (E').
7. To find the level-off altitude, compute gross
weight at end of climb. Initial gross weight
(45,000 lb)- Fuel used to climb (1825 lb) =
weight at end of climb (43 ,175lb ).
8. Enter sample chart (optimum cruise altitude)
on page B3-4 at final gross weight, 43,175lb
atG'.
9. Move up to Configuration Drag Index= 161,
(H').
10. Move to the left to the altitude scale and read
optimum cruise altitude, 20,500 ft, (J'). On a
standard or cold day, level-off altitude for
cruise-climb is this optimum cruise altitude.
B. Ambient Temperature Hotter than Standard
Day.
(1) thru (5) same as A, above.
6. Follow the "hotter" day guide line to a tem-
perature deviation of 10° C and read fuel
used to climb, 2350 lb, F'.
7. To find the level off altitude, compute gross
weight at end of climb (45,000 lb - 2350 lb =
42,650 lb).
8. Enter sample chart (optimum cruise altitude)
on page B3-4 at final gross weight, 42,650 Ib,
(K').
9. Move up to Configuration Drag Index= 161,
(L').

83-5
T.O. lF-1050·1

10. Move to the left to the altitude scale and read Find: Fuel used to climb
Optimum Cruise Altitude, 21,000 ft, (M').
Solution:
Note
1. Determine the configuration drag index from
Since the average ambient temperature is the table on figure B1-5 by adding the various
above Standard Day, the optimum cruise store drag numbers.
altitude must be checked against the
cruise ceiling altitude at the prevailing Store
ambient temperature. Store Location Drag
NO.
11. Re-enter sample chart page B3-4 at final
gross weight, 42,650 lb at K' and move up- (1) 450 gal tank Right lnb'd 14
ward to Cruise Ceiling Chart, stopping at
Configuration Drag Index= 161, (N'). (1) 450 gal tank Left Inb'd 14

12. Move to the left to Standard Day Cruise
Ceiling 22,600 ft, (0').
13. Follow guide line to 10°C deviation from
Standard Day at P' and read cruise ceiling,
19,000 ft (R').
14. Since the Cruise ceiling at the prevailing ambi-
ent temperature (19,000 ft) is lower than Op-
timum Cruise altitude (21,000 ft), level-off
altitude must be limited to cruise ceiling.
Therefore, fuel used to climb to (cruise ceiling)
19,000 ft must be read using the same method
as shown in Example I. Also, distance covered
and time elapsed in climbing to level-off alti-
tude (19,000 ft) are determined from chart
on page B3-3 using the same method as
described in Example I.
Configuration Drag Index = 28
2. Enter Sample Chart page B3-5 at a gross
weight of 40,000 lb, (A).
3. Move horizontally to an altitude of 15,000 ft,
(B).
4. Drop down to the configuration drag index of
28, (C).
5. Read a fuel used of 700 lb, (D) from the fuel
scale on the left as the fuel used in climb from
S.L. to 15,000 ft.
6. Again, enter Sample Chart page B3-5 at a gross
weight of 40,000 lb, (A) and move horizon-
tally to an altjtude of 25,000 ft, (E).

EXAMPLE Ill . 7. Drop down to the configuration drag index

Conditions: Configuration: · Clean+ (2) 450 gal tanks
Initial Gross Weight: 40,000 lb
Initial Altitude: 15,000 ft
Final Altitude: 25,000 ft
Climb Thrust Setting: Maximum
Climb Speed Schedule: Constant Recommended
Mach Number
Ambient Temperature: Standard Day
of 28, (F).
8. Read a fuel used of 1100 lb, (G) from the fuel
scale on the left as the fuel used in climb from
S.L. to 25,000 ft.
9. Subtract the fuel used in climb to 15,000 ft
(700 lb) from the fuel used to climb to 25,000
ft (1100 lb). The difference is the fuel used to
climb from 15,000 ft to 25,000 ft (1100 lb-
700 lb = 400 lb) .
10. The time and distance to climb from 15,000
ft to 25,000 ft may be obtained by the same
method from figure B3-2.

83-6
 T.O. 1F-105D-1

TAKEOFF THRUST SETTING

MILITARY
MAXIMUM (WITH OR
WITHOUT WATER INJECTION)

~ ~. -~ ..
···-····--·--·····--···i····~---··
r . . --+......-
l--~ ..
f +

TAKEOFF GROSS WEIGHT -1000 LB

Figure 83-1
83-7
T.O. 1F-106D-1

MAXIMUM ;:~HUST
CONSTANT
CLIMB
NUMBER [!]

00 0
DEVIATION !~OM
STD TEM- (Sheet 1 of 2)
Figure 83-2

83-8
 T.O. 1F·1050-1

model: f.105F MAXIMUM THRUST CLIMB

engine: J75-P-19W CONSTANT MACH NUMBER
fu•l grade: JP-4
fuel density: 6.5 LB/GAL
data date: 1 JULY 1964
doto bosla: FLIGHT TEST

_,
&U
~ r-~~=-t----~~

NOTE:
l. Fuel allowance for engine start, taxi, takeoff and accel·
erationto climb speed is approximately 1500 LB. tL-
01~
10
~-0~~--~~--
~ --
HO~
TT~
ER--~--~~~-+--~---
DEVIATION FROM --- COLDER
STD TEM- •c

CLIMB SCHEDULE
DRAG INDEX DRAG INDfX DI!AG INDEX DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX
AlTITUDE 11-411 41).88 811-1110 100.120 126-140 140·160 l&n-180 180·200
(F££1)
KCAS-MACH KCAS.MACH K&As.MACH KCAS-MACH KCAS.MACH I CAS-MACH KCAs.MACH KCAS-MACH
Sl. 615 0.93 610 0.92 600 0.91 595 0.90 590 0.89 580 0.88 570 0.86 555 0.84
5000 570 0.93 560 0.92 555 0.91 550 0.90 545 0.89 540 0.88 525 0.86 515 0.84
10000 525 0.93 520 0.92 515 0.91 510 0.90 505 0.89 500 0.88 485 0.86 475 0.84
15000 480 0.93 475 0.92 470 0.91 465 0.90 460 0.89 455 0.88 440 0.86 430 0.84
20000 440 . 0.93 435 0.92 430 0.91 425 0.90 420 0.89 415 0.88 405 086 395 0.84
25000 400 0.93 395 0.92 390 0.91 385 0.90 380 0.89 375 0.88 365 0.86 355 0.84
30000 360 0.93 355 0.92 350 0.91 345 0.90 340 0.89 340 0.88 330 0.86 320 0.84
35000 320 0.93 320 0.92 315 0.91 310 0.90 305 0.89 300 0.88 295 0.86 285 0.84
40000 290 0.93 285 0.92 280 0.91 275 0.90 275 0.89 270 0.88 265 0.86 255 0.84
45000 255 0.93 250 0.92 250 0.91 245 0.9() 245 0.89 240 0.88 235 0.86 225 0.84

Figure 83-2 (Sheet 2 of 2)

83-9
T.O. 1F-105D-1

MAXIMUM THRUST CLIMB

~rf~
. I
~

400 KCAS TO REC MACH NO. ~

I t :~ j I
·- I
'• I ~
l
~-:

~~r, f~~
I:;: ¢:: l
I
~ ~ - 50 ~~
~v ,
t

~~ - 45000fT
. J.
r--8'-j,O
'
I ~~ I---r--,____ ,
· ~

model:
engine:
fuel grade:
F-105F
J75-P-19W
JP-4
+ 3:w
r-V)
- "'0
IX
.JIf/; -//:
If/_'./ yr I
II ' //v r_.----1
lsooQo FT

fuel density: 6.5 LB/ GAL

r-~ -JQ

-~
data date: 1 JULY 1964 I,
dato basis: FLIGHT TEST - + ·• LiT I t •
-
-~ I+
~t
+

'
80
-1 + + +
j
!.
r) l~
+
+- -_ ..< 1-·-
... t .. t I ~

-
T

_i, K
-•

.c
'I
.:::-

+
·~
~

+ -~ f j·T:

rr-17v v ;---~ -J--- -

60
~ <.
~
.:. I

~I / A/ / V
1
~
t

....
/~

- 11 -~~- / t i •'
q: ~
--- .

~
u
i=
:;)
q:
40
-
~
v 1

r:
- l
z i ~
! I I ·• .' ~!..
• t
I
llool
-
.. -"
- It ff
.--r- Jj.£
I t
~ 20

v 4~
I l
~
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Q
'-
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h·
~

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t

0
r + ; I

~
+· _L_~ ,,., ..
t
- •

8
~

!~
~;' ~ 1· r ~
r
.i

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\)
•· - I

I--=-.
,_ ~
~ Q:/ /
6
'
s-
... -
I

~~ .
~
~
~~
~

0 ~
/
I
l
' +

....:.!.

-- ·tl ~
... ~ I
I.
GUIDE UNES FOR l£MPERATURE
I

~>
DEVIATION FROM STANDARD DAY
- -- HOffiR ~ r-- "
2I
. J--- ~ ~ r
- - - - COLDER
•
-- T
.I .

0
~r
I

10
V(
0
~
- - - --~~ .
J
I
I
. --·
I ,.
f- -
I-- •- I
~
DEVIATION FROM
STD TEMP- °C
Figure 83-3 (Sheet 1 of 2)

83-10
 T.O. lF-1050 -1

moclel: F-lOSF MAXIMUM THRUST CLIMB

engine: J75-P-19W 400 KCAS TO REC MACH NO.
fuel gracle: JP-4
fuel clensity: 6.5 LB/ GAL
data date: 1 JULY 1964
data basis: FLIGliT TEST

4000

~
3000
0
w
on
:;)
.....
w
....
:;)
2000

HOlt:
l. Fuel allowance lor engme start, taxi, takeoff and accel-
o L-~-----~~~-----~-----~--L-----------~-----~--J---~~
eration to climlt speed is approximate~ 1500 LB. 10 0 - - - HOnER
DEVIATION FROM ----COLDER
STD TEM- "C
CLIMB SCHEDULE
DRAG INDEX DRAG INDEX DRAG INDEX DRAG INDEX DRAG IKDEX DRAG INDEX DRAG INDEX DRAG INDEX
.AlnTUD£ l}.4ll 40-BD 80-100 100.120 120-140 140.160 160-180 1811-200
(FIET)
KCAs.MACH KCAs.MACH KCAS-MACH KCAS-MACH KCAS-MACH KCAS-MACH KCAOOCH KCAOOCH
S.l. 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61
5000 400 066 400 0.66 400 0.66 400 0.66 400 0.66 400 0.66 400 0.66 400 0.66
10000 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71
15000 400 0.78 400 0.78 400 0.78 400 0.78 400 0.78 400 0.78 400 0.78 400 0.78
20000 400 0.85 400 0.85 400 0.85 400 0.85 400 0.85 400 0.85 400 0.85 395 0.84
25000 400 0.93 395 0.92 390 0.91 385 0.90 380 0.89 375 0.88 365 0.86 355 0.84
30000 360 0.93 355 0.92 350 0.91 345 0.90 340 0.89 340 0.88 330 0.86 320 0.84
35000 320 0.93 320 0.92 315 0.91 310 0.90 305 0.89 300 0.88 295 0.86 285 0.84
40000 290 0.93 285 0.92 280 0.91 275 0.90 275 0.89 270 0.88 265 0.86 255 0.84
45000 255 0.93 250 0.92 250 0.91 245 0.90 245 0.89 240 0.88 235 0.86 225 0.84

Figure 83-3 (Sheet 2 of 2)

83-11
T.O. 1F-105D-1

model: F-105F
engine: J75-P-19W
fuel grade: JP-4
fuel density: 6.5 LB/GAL
data date: 1 J ULY 1964
data basis: FLIGHT TEST

GUIDE LINES FOR TEMPERATURE

DEVIATION FROMSTANDARD DAY
- HOITER
----COLDER

Figure 83-4 (Sheet 1 of 2)

83-12
 T.O. 1F-1 05D-1

F-105F
J75-P-1 9W
fuel grade: JP-4
fuel density: 6.5 LB/ GAL
doto dote: 1 JULY 1964
doto ba1ls: FUGHT TtST

2500

_,
cQ

I
0
Uol

"':::)_,
Uol 1500
:;)
.....

1000

liOTt:
1. Fuel allowance for engine start. tax~ taktoff and accel-
eratioo to c~~ speed IS appiOW.:~te:Y 1500 LB.
o~~~ ~-----~--~---~--~~---~--~----~--~--~·L------L-----~

CLIMB SCHEDULE
~GIIIUfl
AlTITUDE
lfiD)
....
lilAC 100
41-18
DIAG INDEX
18-IDO
ORA& INDEX
108-121
DIAG IIIDEJ
128-148
OW INDEX
141-1&8
DIAG IIIDEJ
1&1-181
DRAG INCa
1..2110
lCAS-Mltll WS-IIACII ICAStiCII lCAS-Mltll lCAS-Mltll lt:AS4Atll WS-IIACII lCAS4Atll
S.L 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61 400 0.61
5000 400 0.66 400 0.66 400 0.66 400 0.66 1,00 0.66 400 0.66 400 0.66 400 066
10000 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71 400 0.71
I 15000 400 0.78 400 0.78 400 0.78 400 0.78 400 0.78 390 0.76 370 0.73 360 0.11
2m) 400 0.85 400 0.85 400 0.&5 385 0.82 370 0.79 l55 0.76 340 0.73 330 0.71
25000 375 0.88 31U 0.87 360 0.85 345 D.82 335 0.19 320 0.76 ll5 0.73 295 0.71
30000 340 0.88 335 0.87 325 0.85 315 0.82 300 0.79 285 0.76 275 0.73 265 0.71
35000 300 0.88 295 0.87 290 0.85 280 0.82 265 0.79 255 0.76 245 0.73 240 0.71
40000 270 0.88 265 0.87 260 0.85 250 0.82 240 0.79 230 0.76 220 0.73 215 0.71

Figure 83-4 (Sheet 2 of 2)

83-13

r
T.O. tF-1050-1

COMBAT CEILINGS(500 FPM) model: F-1 OSF

engine: J75-P-19W
fuel grode: JP-4
fuel d ensity: 6 .5 liS/GAl
data dale: 1 JUlY 1964
data baslst FUGHT TIST

TEMPERATURE LEGENP
- - HOTTER CONFIGURATION BEST CLIMB
DP.AG INDEX MACH NO.
0-40 0.93
40-80 0.92
80-100 0.91
100-120 0.90
120-140 0.89
140-160 0.88
160-180 0.86
180-200 0.84
t:
l -----
8....

CONFIGURATION BEST CliMB

DRAG INDEX MACH NO.
0-40 0.88
" !i 40-80 0.87
40 ! i 80-100 0.85
~
!
100-120 0.82
...
"'-
..;_ ·~

120-140
140-160
OJ9
0.76
160-180 0.73
8.... 180-200 0.71

loU
0
30
...
:l
~

•~

2G

10 45 55
DEVIAliON FROM GROSS WEIGHT - 1000 LB
STO TEMP °C

Figure 83-5 (Sheet 1 of 2)

83-14
I
) ) ) ) ) ) )

l nrtrlrmr::r
• •! ····~·· ·-:·· ·~····, ··· ·· ·· ··-··-~· ···· ·-~·-·· ··· ····-·.-·...,- .........
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f i I T : • r--;....;_ J
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30 i · .. -.. ~ -..o a1 . "'. · 1
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c,Q·
~
1:1:1
~
<.ll
(;)
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..... DEVIATION FROM !. :
:::-
1\.) STD TEMP °C f-~ ,
0
.....
~
:ItJ~f!i:J I ••I '

,.,c
n

iii
,.,..
Ill -1
0
....
...~ . ....
7'
...~ 35 40 45 55 c
a
0
U1
U1
GROSS WEIGHT - 1000 LR .,."' ....9
T.O. 1F-106D-1

MILITARY THRUST CLIMB ~---·

KC - 13VF-1 05F Ill)

BUDDY CLIMB ~

SPEED SCHEDULE
model: f-1 OSF
80
engine : J7S- P-19W
fuel grode: JP-4 ....
X
fuel d ensity: 6 .S l B/GAl
dolo dote:
ciGro bosl.:
1 J ULY 1964
FLIGHT TEST
"w
~
In
In
40
0
1:111:

"<
~

E
~
30
NOTE:
. 1. Fuel allowance for engine start, taxi, takeoff and
ALTITUDE KCAS MACH acceleration to climb speed Is approximately 1500 LB.
(FEET)
_,,. ._. . . . ..1-·· ----- ___. _. _······-r----- ··--
I - ' l

Sl 325 0.49
5000
10000
325
325
0.54
0.58
...,_ , f ~ t
5000
15000 325 0.64
20000 325 0.70
25000 325 0.77
30000 325 0.85

Ill)
~

3000
Ill)
~
~
v
....0
0
"" 2000
In
:::l
~

""
:::l
u..

0
HOTTER--
-'-
COlllr~ ---- __ __
......._ ......

Figure 83-6 (Sheet 1 of 2)

83-16
 T.O. 1F·105D-1

model: F-10SF
MILITARY THRUST CLIMB
engine: J75-P-19W
fuel grode: JP-4
KC 135 / F~lOSF BUDDY
fuel deMily: 6.5 LB/ GAL CLIMB SPEED SCHEDULE
dolo dole: 1 JULY 1964
data bosls: FLIGHT TEST

"'....::::»
&U

z
i
I
CG
~
:::i
u
~
0
w
"'
"-
c(
_,
w ooui( LiliES· FOR iEMPiRAruR£
w D£VIATOI FROM STANDARD DAY
5
~ t«lrnR - -
;:: \rulE:R -----

0
10 0
c·

Figure 83-6 (Sheet 2 of 2)

83-17/(83-18 blank)
 T.O. 1F-1050-1

PART 4 RANGE

TABLE OF CONTENTS

Constant Altitude Long Range Cruise Information . 84-2, B4·5

Cruise Climb Information • B4-7, 84-8, 84-20

Specific Range Charts . . 84-11, 84-12, 8 4-22

Diversion Range Summary Table 84-15, 84-26

Diversion Endurance Summary Table 84-15, 84-30

Fuel Consumption in Minimum Extended A/8 Range . 8-34

B4-1
T.0.'1 F-1050·1

CONSTANT ALnTUDE
LONG RANGE CRUISE CONSTANT A LTITUDE LONG RANGE CRUISE
MACH NO. AND TIME INFORMATION
From the constant altitude cruise curves the pilot
can determine: 1) Speed for long range cruise, i)
SAMPLE CHART Distance available for a given fuel quantity or fuel
60 Not to be used for
Flight Plonning
required to fly a given distance, and 3) Time elapsed
cD
.... during the cruise segment of (2) above, with wind
0 and temperature conditions included.
0
0
EXAMPLE I
....::z:: Conditions: Configuration: Clean + 650 gal tank
(!)
i:U
(centerline)+ (2) 450 gal tanks (inboard)
~ Initial Gross Weight: 4 7 ,000 lb
Cruise Pressure Altitude: 15,000 ft
"'
"'0 Winds: Average 50 knot headwind
0:
(!) Ambient Temperature: 20°C warmer than
30 standard

Find: Cruise Mach number, fuel required and time

elapsed to fly 350 NMi Ground Distance.

Solution:

1. Determine the configuration drag index from

figure Bl-5 by adding the various store drag
numbers.
Store
::z:: Store Location Drag
u
0.7 ~ NO.
(1) 650 gal tank Centerline 14

0.6 (1) 450 gal tank Left inb 'd 14

(1) 450 gal tank Right inb'd 14

L...LL.L- - L - - - - ' - - - - - l - ---_J O.S Configuration Drag fndex = 42

2. Read Standard Day temperature at 15,000 ft
pressure altitude from Standard Atmosphere
Table (figure B1-10) = -14.718°C.
Ambient temperature=
-14.718° + 20° = +5.282°C.
3. Estimate Average Gross Weight
Initial Gross Weight= 47,000 lb
Estimated Fuel Used = 4000 lb
Estimated Final Gross Weight = 43,000 lb
Estimated Average
Gross Weight = 47,000 + 43,000
2 45,000 lb
4. Enter sample chart page B4-2 at estimated aver-
age gross weight = 45,000 lb (A). Move to the
right and intercept pressure altitude = 15,000
ft at (B), and project down to t he configura-
tion drag index number= 42°(C). Move to
84-2
 T.O. lF-1050-1

the right and read estimated eonstant altitude Find: Cruise Mach number, ground distance available
cruise Mach number= 0.777 (D). and time elapsed in cruising with 2000 lb of fuel.

5. Enter sample chart page B4-4 estimated cruise Solution:

Mach number= 0.777 (E).
Parallel the guide lines from (E) until the am- 1. Determine the configuration drag index from
bient temperature (+5.3° C} is intercepted at (F). figure Bl-5 by adding the various store drag
From (F) move to the right and intercept the numbers.
50 knot headwind line at (G). Continue from
(G) to lhe zero wind - true airspeed reflector
line (H). Drop down to the velocity scale and Store
read TAS"" 505 knots, (J) . From (G) extend Store Location Drag
a vertical line upward to the required range NO .
line= 350 NMi , (K). From (K) move to the
left and read estimated elapsed time = 4 6 (1) 450 gal tank Left inb'd 14
minutes, (L) .
( 1) 450 gal tank Right inb.d 14
6. Enter sample chart page B4-5 at estimated
average btross weight = 45,000 lb, (M). (1) AGM-12B Left outb 'd 13
Move horizontally to cruise altitude = 15.000 {in the presence
ft, (N). Dro p vertically to configuration drag of inb 'd fuel
index number= 52, (P). Move horizontally tank)
to true airspeed= 505 knots, (Q), move up
and intercept estimated elapsed time = 46 (1) AGM-12B Right outb'd 13
minutes, (R) . Move to the left and read fuel (in the presence
used= 5550 lb, (S). of inb 'd fuel
tank)
7. Revised Estimated Average Gross Weight
Initial Gross Weight= 4 7,000 lb Configuration Drag lndex = 54
Fuel Used Reading;: 5550 lb
Final Gross Weight= 41,450 lb
Average Gross 2. From figure Bl-l 0 read standard day tempera-
Weight= 47,000 + 41,450 = b ture at 30,000 ft pressure altitude = -44.436° C.
44 2251
2 ' Ambient temperature= -44.436- 10 =
-54.436°C.
8 . R('working steps 4, 5. and 6 with revised aver-
age gross weight-= 44,475 lb, the respective 3. Determine Average Gross Weight
readings are: Initial Gross Weight = 44,000 lb
Mach Number 0.77 Fuel Used in Cruise = 2000 lb
True Airspeed 500 knots Final Gross Weight= 42,000 lb
Elapsed Time 46.5 minutes Average Gross
Fuel Used 5405lb Weight= 44,000; 42 ,000 = 43 •000 lb

Calibrated airspeed can be read from figure

B4-l at 0.77 Mach number and 15,000 ft as
395 KCAS.
EXAMPLE II
Conditipns: Configuration: Clean + (2) 450 gal tanks
(inboard)+ (2) AGM-12B (outboard)
Initial Gross Weight: 44,000 lb
Cruise Altitude: 30,000 ft
Wind: Average 50 knot tailwind
Ambient Temperature: 10°C colder than
standard
4. Enter sample chart page B4-2 at average gross
weight= 43,000 Jb , ( AA) . move to the right
to cruise altitude: 30,000 ft , (BB) . drop
vertically to configuration drag index = 54
{CC), move to the right and read cruise Mach
number= 0.883, (DD).
5. Enter sample chart page B'-1·4 at cruise Mach
number= 0.883, (EE). Parallel the guide
lines from (EE) until the ambient temperat-ur e
{-54° C) is intercepted at (FF). From (FF)
move to the right and intercept the zero wind;

84·3
T .O.lF-1050·1
true airspeed reflector line at (GG). Drop
down to the velocity scale and read true air-
speed= 511 knots. (HH). Continue from (GG)
horizontally to the 50 knot tail wind line. (JJ).
From (JJ} project a vertical line into the time
- ground distance plot.
7. Re-enter sample chart page B4-4 at elapsed
6. Enter sample chart page B4-5 at average gross
weight= 43,000 lb, (KK).
Move horizontally to cruise altitude= 30,000 ft,
84-4
(LL). Drop down to configuration Drag fndex
number= 54 (MM). From (MM) move hori-
zontally across to true airspeed = 511 knots.
(NN). Move up to fuel used = 2000 lb and
read time elapsed = 20.5 minutes at (PP}.
time = 20.5 minutes (RR). Move to the right
and intercept line from (JJ) and read ground
distance = 190 NMi, (SS).
 T.O. 1F-1050-1

CONSTANT ALnTUDE
LONG RANGE CRUISE
MACH NO. AND TIME

SAMPLE CHART
Not to be used for
Flight Planning

.....
z:
:::;

0.5 l.....JI:--L----L.--- ...L..--- L....L.--L---L.-1----'---'---- ......:..Iu..:.!..!..!....__ _.__ _____.

-100 0 +100 200 300 4{10 500 600 700
AMBIENT TEMP - °C TRUE AIRSPEED - KNOTS

84-5
T.O. lF-1050-1

CONSTANT ALTITUDE
LONG RANGE CRUISE
NAUT. MI./ LB., FUEL FLOW, FUEL

SAMPLE CHART
Not to be used f or
Flight Plonn ing

...cxi
60
...cxi
8 Q
w
Ill
::;,_4
.... ...w
:z: ::;,
u..
~
iii
==
Ill
Ill
0
a:
~

10 15
I
FUEL FLOW - 1000 LB/ HR
I I

I
o I
~ I
1--------if----r---+--+--+--~--t-:;,..._--+-- ~ . 0.12t--+~ttt-tr-__.:._1 - - - t -- --;
ex:
w
I
A. ":' I
~
...
~ ~I
...,
Jf-- -¥-- ---7c...._t------i- i - 0.10t----t++1-tti~% 1~-+------t
\

84-6
 T.O. 1F-1 050-1

CRUISE CLIMB PERFORMANCE

CRUISE ALTITUDE, MACH NUMBER AND TIME
SAMPLE CHART
Not to be used for
r-----~------~------~----~~----~---- Flight Planning

""'
1:11:
:::;,
\A
\A
Ul
1:11:
20- A.---1---
I:ICI
~
:;
u
..,:,
\A

15: ~--1--­
u

......
z
::::;
L.U
V,)

;:a
t-------++----~l+------+------l.Or--+--II-~----+-------+--P:----1-+--I-r---++---l-----l

0 50 100 150 200 300 400 500 600 700

CONFIGURATION DRAG INDEX -100 0 +100 GROUNDSPEED - KNOTS
AMBIENT TEMP- °C

84-7
T.O. 1F·105D·1
CRUISE CLIMB INFORMATION
From the cruise·climb curves the pilot can determine:
1) Mach number for long range cruise, 2) Altitudes
for long range cruise, 3) Fuel required to fly a given
distance, or distance covered for a given fuel quantity,
4) Time elapsed during cruise segment of (3) above,
with wind and temperature corrections as applicable.
EXAMPLE I
Conditions: Configuration: Clean+ (6) 750 lb bombs
(centerline)+ (2) 450 gal tanks (inboard)
Initial Gross Weight: 47,000 lb
Winds: Average 40 knot tailwind
Ambient Temperature: 15°C warmer than
standard
Find: 1) Cruise Mach number and altibdes for
long range cruise
2) Fuel required and time elapsed to fly 250
NMi.
Solution:
1. Determine configuration drag index from
figure Bl-5 by adding the various store drag
numbers
Store
Store Location Drag
NO.
(6) 750 lb bombs Centerline 75
(1) 450 gal tank Left inb'd 14
(1) 450 gal tank Right inb'd 14
Configuration Drag Index= 103
2. Estimate Average Gross Weight
Initial Gross Weight = 4 7,000 lb
Estimated Fuel Used = 4000 lb
Estimated Final Gross Weight = 43,000 lb
Estimated Average
Gross Weight = 4 7,000 ; 43,000 45 ,000 lb
3. Enter sample chart page B4·6 at configuration
drag index= 103 (A), move up to estimated
average gross weight (45,000 lb) (B), move to
the right and read estimated average cruise
pressure altitude= 24,500 ft, (C).
4. Enter ICAO density altitude chart, figure B1·9,
with estimated cruise pressure altitude:: 24 ,500
ft and read standard day temperature (-34° C).
Ambient temperature= (-34+ 15) = -l9°C.
5. Re·enter sample chart page B4-6 at configura·
tion drag index= 103 (A), move up to line (D),
move across to the Mach number sca!e and read
cruise Mach number = 0.833 (E). Parallel the
guide lines from (E), until the ambient tempera-
ture ( -19°C) ts intercepted at (F). From (F),
move to the right and intercept lhe zero wind·
true airspeed reflector line , (G). Drop down
to the velocity scale and read 'l'AS = 514 knots,
(H). (Ground speed at zero wind.) From (G)
continue across to a 40 knot tailwind at (J),
and move up to the required range line= 250
NMi, (K). Move to the left and read elapsed
time= 27 minutes, (L).
6. Enter sample chart page B4-8 at estimated
gross weight = 45,000 lb, (M). Move up to
configuration drag index = 103. (N). Move
to the right and intercept true airspeed =
514 knots at (P) (see step 5). Move up to a
time of 27 minutes, (Q) (see step 5), and
move to the fuel used scale to read 3200 lb
of fuel, (R).
7. Revise Estimated Average Gross Weight
Initial Gross Weight= 47,000 lb
Fuel Used Reading= 3200 lb
Final Gross Weight= 43,800 lb
Average Gross
Weight= 47,000 + 43,800
2 = 45,400 lb
8. Reworking steps 3, 4, 5 and 6 with revised
average gross weight = 45,400 lb, the respec-
tive readings are :
Average Cruise·Climb AlLitude = 24,300 ft
Temperature (-33.5"C + 15) = -18.5°C
True Airspeed = 514 knots
Time = 27 minutes
Fuel Used =3210 lb
9. To find initial and final cruise-chmb altitude
enter sample chart page B4-6 at configuration
drag index = 103, (A). Proceed to the initial
gross weight = 47,000 lb, (S), move to the
right and read initial cruise-climb pressure
altitude, 23,400 ft, (T). Continue from (S)
to final gross weight = 43,800 lb, (U). Move
across and read final cruise pressure altitude,
25,250 ft, (V).
 T.O. lF-1 050-1

CRUISE CLIMB PERFORMANCE

NAUT. MI./LB., FUEL FLOW, FUEL

-I
..,
Q

"'
;::)

1 10
I , I
FUEL FLOW - 1000 LB/ HR
I I
r---....-----.--- ---.-----r----...---- 0.16t-----++-+--+------l

.......,
;:)
LL.
LL.
0
-+------11-----+---~ Q - 0. 12...._--+14-H-~'
z
;::)
0
Q.

a:
~--..:>o..t:---_::,-d---~+----+-----~ ~ - 0.10...._---1-I-\-.JI4+-W-h ----il------1

..."'iw ---

I
I I
I I
1 1
30
.7----:
35::-----:1:
KK M
.:----!~-45...1!!.!..----,50
~---55
L-_0.04L,__---l..-.:____:_....:.......1.:____:_ _J

GROSS WEIGHT - 1000 Ll.

84-9
T.O. 1f·105D·1

EXAMPLE II standard day temperature= 43 o C.

Cond itio ns: Configuration: Clean+ (2) 450 gal tanks
(inboard}+ (2) AGM-12B (outb'd)
Initial Gross Weight: 44,000 lb
Winds: Average 50 knot headwind
Ambient Temperat ure: l0°C colder than
standard
Find: 1) Cruise Mach number and altitudes for
long range cruise.
2) Ground distance available and time
elapsed in cruising with 2000 lb of fueL
Solution:
Ambient temperature= )-43°C + -10° C} = 53° C.
5. Re-enter sample chart page B4-6 at configura-
tion d rag index = 54, (AA). Move up to line,
(DD), move across to the Mach number scale
and read cruise Mach number= 0.871, (EE).
Continue from (EE), parallel to the guide lines
until the ambient temperature ( -53°C) is inter-
cepted at (FF), move to the right until the 50
knot headwind is intercepted at (GG ). Continue
from (GG) to the zero wind-true airspeed re-
flector line (HH). Drop down to the velocity
scale and read TAS = 500 knots, (JJ). From
(GG) extend a line upward into the time-
ground distance plot.

6. Enter sample chart page B4-8 at average gross

1. Determine the configuration drag index from weight= 43 ,000 lb, (KK), and move up to con-
figure B1-5 by adding the various store drag figuration drag index= 54, (LL). Move to the
numbers . right to true airspeed -500 knots, (MM). From
(MM) move up to fuel available = 2000 lb at
Store (NN) and read time elapsed = 21 minutes.
Store Location Drag
NO. 7. Re-enter sample chart page B4-6 with time
elapsed (21 minutes) at (PP}, move to the
(1) 450 gal tank Left inb'd 14 r ight and intercept line from (GG). The point
of interception (QQ) is the ground distance
(1) 450 gal tank Right inb'd 14 covered= 160 NMi.
(1) AGM-12B Left outb'd (in 13 8. Initial and final cruise altitudes of 28,000 f t
the presence of and 29,000 ft respectively are determined in
inb'd fuel tank) the same way as in example I, by reading from
(AA} to the initial gross weight= 44,000 lb and
(1) AGM-12B Right outb'd (in 13 to the final gross weight= 42,000 lb.
the presence of
inb'd fuel tank) Note

Configuration Drag Index = 54 An alternate method can be used to deter-

2. Determine Average Gross Weight
Initial Gross Weight= 44,000 lb
Fuel Used in Cruise = 2000 lb
Final Gross Weight = 42,000 lb
Average Gross
Weight= 44,000 + 42,000 = 43 OOO lb
2 '
3. Enter sample chart, page B4-6 at configuration
drag index= 54, (AA). Move up to estimated
average gross weight (43,000 lb) (BB), move
across to altitude scale and read average cruise.
climb pressure altitude= 28,000 ft, (CC).
4. Ent.er JCAO density altitude chart, figure
Bl-9, at cruise--climb pressure altitude and read
84-10
mine the time elapsed, and distance covered
with 2000 lb of available fuel. Enter chart
as in step 6 and proceed fro m (LL) across
to the· nautical miles per pound scale and
read 0.088 NMi/lb. Multiplying the fuel
available (2000 lb) by the NMi/lb (0.088)
will give the zero-wind distance . 2000 X
0 .088 = 176 NMi. To correct for wind use
the following relationship:
Distance with wind= (zero-wind distance)
(T AS± Wind Speed), where a tail wind is a
TAS
positive wind speed and a headwind is a nega-
tive speed. Distance with 50 knot headwind
= 176 (500-50) = 158 N .Mi.
500
 T.O. 1F-1050-1

SPECIFIC RANGE
CRUISE FACTOR FOR NAUTICAL
MILES PER POUND OF FUEL

.----60 .-----~----~
SAMPLE CHART
Not to be used for
Flight Planning

0::
~ 0.8ftt-1'--f-7-f-f+7"7'Y.;
~·
::J
z

~----~----+-~--+-----~-r--~----~ 0

z·
Q
3 ff~r~~~~-A;~r.~r.~r.~Fr~~r~
::J
C)
&&:
z
0
u
z
<
_,
w
u
I
0::
eu
~

0.4 0.5 0.6 0.7 0.8 0.9 1.0

MACH NUMBER

84-1 1
T.O. lF-1050·1
Note (continued)
Time =Distance with Wind/speed with
wind= 158/(500-50) = 0.351 Hr.
0.351 Hx. X 60 = 21 Min.
SPECIFIC RANGE CHARTS
Nautical miles per pound of fuel, true airspeed and
fuel flow can be read from these charts for any
Configuration Drag Index for any conditions of
Gross Weight, Pressure Altitude, Mach number
and Ambient Temperature.
EXAMPLE I
Conditions: Configuration: Clean Aircraft
Initial Gross Weight: 40,000 lb
Cruise Altitude: 5000 ft
Cruise Speed: 490 KCAS
Ambient Temperature: 5°C colder than
standard day
Find: Average Nautical Miles per pound of fuel,
fuel flow and fuel used during a 10 minute cruise.
Solution:
1. From figure B4-1 determine Mach number at
5000 ft for 490 KCAS =0.8 Mach number.
2. Determine standard day ambient temperature
at 5000 ft pressure altitude from Standard
Atmosphere Table figure Bl-10 = 5.094°C.
Ambient temperature = Standard -5° =
5.094-5.0 = 0.09°C
3. Estimate Average Gross Weight
Initial Gross Weight= 40,000 lb
Estimated fuel used = 2000 lb
Estimated Final Gross Weight= 38,000 lb
Estimated Average
Gross Weight= 40,000 + 38,000 = 39 000 lb
2 •
4. Enter sample chart page B4-10 at estimated
average gross weight of 39,000 lb, (A) and
move to the right to 5000 ft altitude line, (B),
then drop to base line, (C).
5. Follow guide line to Cruise Mach number=
0.80, (D).
6. Move to the right and read Cruise Factor-
Clean Configuration= 7 .9, (E).
84-12
7 . Since no external stores are carried, go directly
to the "Nautical miles per Pound of Fuel and
Fuel Flow Chart." Enter chart page B4-12
at lower left hand corner at Cruise Mach
number= 0.80, (F).
8. Move to the right to the Cruise Factor == 7.9
(G).
9. Move up to Cruise Altitude= 5000 ft. (H).
10. Move to the right to read nautical miles per
pound of fuel from scale= 0.0622, (J).
11. Enter chart at Mach number= 0.8 at (L) and
intersect the ambient temperature= o<>c at
(M). Enter chart at nautical miles per pound
of fuel= 0.0622 at (K) and draw a horizontal
line.
12. Move upward from (M) to intersect line at (N)
and read fuel flow = 8250 pounds per hour.
13. Compute fuel required for 10 minute cruise:
time (min) X fuel flow lb =fuel used.
60 (min) hr
10 X 8250 = 1375 lb
60
14. Revise Estimated Average Gross Weight
Initial Gross Weight= 40.000 lb
Computed Fuel Used = 1375 lb
Final Gross Weight= 38,625 lb
Average Gross
Weight= 40,000 + 38,625 _ ,
39 313
lb
2
15. Reworking steps 4 thru 10 wit.h revised average
gross weight = 39,313 lb
Nautical Miles per pound of fuel is read as
0.0615 and fuel flow as 8300 lb/hr
Fuel used for cruise= 10 X 8300 = 1383
60
.
EXAMPLE II
Conditions: Configuration: Clean+ (2) 450 gal tanks
(inboard)+ (2) M-117 750 lb bombs (outb'd)
Initial Gross Weight: 47,000 lb
Cruise Altitude: 20,000 ft
Cruise Speed: 420 KCAS
Ambient Temperature: Standard Day+ 5°C
Find: Time elapsed, zero-wind distance covered,
average fuel flow and nautical miles per pound of
 T.O. 1F-1050·1

SPECIFIC RANGE
NAUTICAL MILES PER POUND
OF FUEL AND FUEL FLOW SAMPLE CHART
Not to be used for
Flight Plonning 200 700
0.16
...
"'
;:)

f------ f-----f!+Jr-H'-H'-1-tr+f-f.-hr.+-+-..t.+l-+ 'r.--,1'--....,._-~ ~.14!----t-----f-7'----:A---~-1-~

0
0
z
go .12r---t--+-l--/--r'-+-+-71'------1
A.
1:111:

"'A. O.lu-----1-----t'---4--'--~-~
..."'
"'
~

::r::
u
<(

~ 0.4L..__ _,__ _.A....;:::.......:::-L..c.._---c:~~.:::_.J__ ___j__~ L..LL4L,U.:L.,.L_ _ ....i..___ __j~--L-____J

84·13
T.O . 1F·105D·l

fuel, having available 4000 lb of fuel for cruise at
constant altitude.
Solution:
1. From figure B4-l determine Mach number at
20,000 It for 420 KCAS = 0.892 Mach number
8. Enter Sample Chart page B4-10 at Cruise
Factor - Clean Configuration = 12.5 (F'F) and
draw a horizontal line (FF·GG).
9. Enter Mach Number scale at cruise Mach =
0.892, (HH) and move to the right to inter-
sect configuration drag index 60 at (JJ).

2. Determine standard day ambient temperature 10. From (JJ) draw a vertical line to intersect lin<'
at 20,000 ft from Standard Atmosphere Table (FF-GG) and read total cruise factor= 15.4
(figure Bl-10) = 24.624°C. at (KK}.
Ambient temperature= Standard+ 5° =
-24.624 + 5° = -20° c 11. Enter Sample Chart page 84-12 at Cruise Mach
number= 0.892, (LL).
3. Determine the configuration drag index from
the table on figure Bl-5 by adding the various 12. Move to the right to Cruise factor= 15.4, (MM
store drag numbers then move upward to intercept cruise altitude
line= 20,000 ft, (NN). From (NN) move hori·
zontally to read nautical miles per pound of
Store fuel= 0.0686 at (PP).
Store Location Drag
NO. 13. Enter chart at Mach number = 0.892 at (RR)
and intersect the ambient temperature =
(1) 450 gal tank Left inb'd 14 -20°C at (SS). Enter chart at nautical miles
per pound of fuel= 0.0686 at (QQ) and draw
(1) 450 gal tank Right inb'd 14 a horizontal line.

(1) M-117 750 lb Left outb'd (in 16
bomb the presence of
inb'd fuel tank)
(1) M-11'7 750 lb Right outb 'd (in 16
bomb the presence of
outb'd tank)
Configuration Drag Index = 60
4. Compute Average Gross Weight
Initial Gross Weight= 47,000 lb
Fuel Used for Cruise =4000 lb
Final Gross Weight= 43,000 lb
Average Gross
Weight= 47,000; 43,000 = 45 ,000 lb
5. Enter sample chart page B4-10 at average
gross weight= 45,000 lb, (AA}, and move to
the right to 20,000 ft altitude line, (BB), then
drop down to base line, (CC).
6. Follow guide line to Cruise Mach number =
0.892, (DD}.
7. Move to the right and read Cruise Factor -
Clean Configuration =12.5, (EE).
14. Move upward from (SS} to intersect line at (TT)
and read fuel flow= 8000 lb/hr.
15. Compute time elapsed during Cruise: Fuel +
fuel flow = time in hours
4000 lb + 8000 lb/hr == 0.5 hr.
16. Compute distance covered during cruise:
NMi per pound of fuel X fuel used = zero-
wind distance
0.0686 X 4000 = 274 NMi
Note
To correct distance for prevailing winds
use the following relationship.
Distance with wind= (zero-wind distance)
(TAS ± Wind Speed)
TAS
where a tailwind is a positive wind speed
and a headwind is a negative speed.
Examples: To correct the no-wind dis-
tance of 274 NMI (computed in step
16) for~ prevailing headwind of 20
knots, read true airspeed = 552 knots
at (UU).
Then, (274 NMi) (552-20 =
552
264 NMi with 20 knot headwind

84·14

DIVERSION SUMMARY TABLES
Diversion Range and Diversion Endurance Summary
Tables are each presented for four configuration
drag indices. Since the variation between adjacent
configurations is small, the chart which comes
closest in drag index to the configuration flown may
be used.
These tables are provided to determine range (or
time) available with various values of fuel remain-
ing. Included in the range charts are four flight
profiles, as follows:
Cruise at initial altitude until over base.
Time and fuel are included for a penetration
descent at destination, but range does not
include descent distance.
@ Cruise at .initial altitude and descend on
course. Time and fuel are included for a
maximum range descent at destination and
range includes the on-course descent distance.
@ Use optimum altitude over base. Time and
fuel are included for a Military Thrust climb
to optimum altitude and a penetration de-
scent at destination. Range includes on-
course climb distance but does not include
descent distance.
@ Use optimum altitude and descend on course.
Time and fuel are included for a Military
Thrust climb to optimum altitude and a max-
imum range descent at destination. Range
includes both the on-course climb and de-
scent distances.
The endurance charts show flight time available at
speeds for maximum endurance for the following
two pro files :
@ Loiter at initial altitude. Time and fuel
included for a maximum range descent to
sea level destination.
@ Climb to and loiter at optimum altitude.
Time and fuel included for both a Military
Thrust climb to optimum altitude and a
maximum range descent to sea level
destination.
Sample Problem
Given:
Clean aircrttft [947] C/W plus (2) 450-gallon
tanks with 3000 lbs of fuel on board at 15,000
feet pressure altitude.
T.O. 1F-105D-1
Find: (a) Zero wind distance available at optimum
altitude.
(b) Zero wind endurance time a t optimum
altitude.
Solution:
1. Determine the configuration drag index from
figure A 1-5 by adding the various store drag
numbers.
Store
Drag NO.
Clean Aircraft [947] C/W 20
(1) 450 gal tank, right inb'd 14
(1) 450 gal tank, left inb'd 14,
Configuration Drag Index = 48
The chart closest to a configuration index
of 48 is the one for configuration drag
index= 42.
2. Enter Diversion Range Summary Chart for
drag index of 42 (page B4-26) at initial
altitude of 15,000 feet and 3000 lbs of fuel
onboard, and read:
{a) For profile @ , climb to 25,000 feet
to realize a 146 nautical mile zero-wind
range over destination and arrive at
sea level destination with 1000 lb
approach and landing reserve. Flight
time is 22.8 minutes. Cruise speed at
25 ,000 feet is shown at t.he bottom of
the chart to be 0.81 Mach.
(b) For profile @ , climb to 35,000 feet
to realize a 235 nautical mile zero-wind
range, of which 60 nautical miles is
the maximum range descent distance
to sea level destination, and arrive
with 1000 lb approach and landing re-
serve. Flight time is 30.6 minutes and
cruise speed is 0.87 Mach.
3. Enter Diversion Endurance Summary Chart
for drag index of 42 (page B4-30) at initial
altitude of 15,000 feet and 3000 lbs of fuel
on board. For profile @ , climb to 25,000
feet to realize 31.8 minutes in flight, of
which 7.5 minutes js the maximum range
descent time to sea level destination , and
arrive with 1000 lb approach and landing
reserve. Loiter at 25,000 feet at 0.68
Mach number.
84-15
i..... ,.nlt -4
0
= :r: .,....
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o.sl I : .,.'0 1 ' v<'· 1 , ;;:;...-. ·~'\$l~~~'J)..c j 7 4 , ; f>'IL i • !?<"; · , !7( ' IL/ '-'
1 I . (;/ I i 7'1 : ' I 'ilL ' I :>"1 i I' ./ : I I 171 !:

,.;;=
0

0.81 J.?"; t ::--< , I ::-4' : I ; ;.c ; I I :J,..Y . i ~?;I . x<

1
I 1 ,4 I I ; b?l I ; i :14 , ' J<; 1:,4 I ' v<' , I 1 i '>(1 . i iiI .,
Cll

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40
PRESSURE ALTITUDE - 1000 FEET

) ) ) ) )
 T.O. 1F-105D-1

CONSTANT ALTITUDE
LONG RANGE CRUISE
MACH NUMBER AND TIME

Model: F-1 OSF

J75-P-19W
fuel grode: JP-4
fuel density: 6 .5 LB/GAL
data dote: 1 JULY 1964
data basis: RIGHT TEST
....I ~
::c ~ '

-
0
f,U
:.
'
.L-t?
-i

~ -40 '-·-+--

1•

1
;-,~--re--..f-....,4~7f---J---:~.~-;. -:+
t-:--......-;.--......_...,.._.......... t. . . . . . '-.-~-.~~-+-:....;...~ 0.&
l ....

·----~-1·-t···ll-+-r..,.-t-·
. ~· : ·r • r
' r I I

Figure 84-2 (Sheet 1 of 3)

84-17
T.O. 1F-105D-1

CONSTANV ALTITUDE ~-
LONG RANGE CRUISE I I •
[fJ
MACH NO. AND TIME ~~~r.--~---t~~-\~~\-~~~~~~~H~~~~~~~~
+rt• ...
-.
model: F-1 OSF ---i---:-:-=---~-+-
engine: J75-P-19W
fuel grade: JP-4
fuel density: 6.5 LB/ GAL
data dote:
data basls:

PRESSURE STO DAY

ALTITUDE TEMP
IOOO FT ·c
0 15
5 5
10 -5
15 -15
20 -25
25 -35
·30 -44
35 -54
40 -51

! 0.8 ~~~~~~~~~---r---+--~--~~--~ ~,_~~~~~~--~-r~----~~+r~

~
J
z
:1:
v
~ 0.7t-l'--7--t't--7''r--+--+--,_--+--+-l--l--

100 700
AMBIENT TEMPERATURE - "C GROUND SPEED - KNOTS

Figure 8 4-2 (Sheet 2 of 3)

84-18
 T.O. lF-1050-1

F-105F CONSTANT ALTITUDE

engine: J75-P-19W t.ONG RANGE CRUISE
fuel grade: JP-4 NAUTICAL MILES PER POUND
fuel density: 6.5LB/GAL OF FUEL, FUEL FLOW
data date: 1 JULY 1964 AND FUEL USID
data basis: FLIGHT TEST

§
~
- I
a....
;::)

.......
;::)
u...

J l±

..
...
...
;::)

...0
Q
z
:::1
0
.10 0.

...
a:
0.

..im
•..
u
s
~
.06

,...........

Figure 84-2 (Sheet 3 of 3)

84-19
T.O. 1F-105D-1

CRUISE CLIMB PERFORMANCE model: F-105F

CRUISE ALTITUDE, MACH NUMBER AND TIME
engine: J75-P-19W
fuel grade: JP~
fuel density: 6.5 LB/ GAL
data date: 1 JULY 1964
data basis: FUGHTTEST

0 150
-100 0
300
+ 100
600 -
CONFIGURAnON DRAG INDEX AMBIENT TEMPERATURE - °C GROUND SPEED - KNOTS

Figure 84-3 (Sheet 1 of 2)

84-20
 T.O. 1F-1050-1

moclel: F-105F taUISE CLIMB PERFORMANC£

NAUTICAL MILES PER POUND OF FUEL
engine: J75-P-19W FUEL FLOW AND FUEL USI'O
fuel grade: JP-4
fuel density: 6.5 LB/ GAL
data date: 1 JULY 1964
data basis: FLIGHT TEST

........~

0.16

0.14
+l
....
IU
~
0.12
...0
Q
z
2
IX
IU
0.10 A. 0.10
Cl>
-+ IU
.....
i
.....
oC(
u
j:
0.08 ::;) 0.08
;!.

0.06 0.06

40 45 50 550.04

GROSS WEIGHT -1000 LB

Figure 84-3 (Sheet 2 of 2)

84-21
T.O. 1F-105D-1

SPECIFIC RANGE
CRUISE FACTOR FOR
NAUTICAL MILES
PER POUND OF FUEL

fuel density:
data date:
data basis:

0 .8 1.0
MACH NUMBER

Figure 84-4 (Sheet 1 of 4)

84-22
 T.O. 1F-105D-1

IPICifiC llANGl
CRUISE FACTOR FOR NAUTICAL
MILES PER POUND OF FUEL

model: F-105F
engine: J75-P-19W
fuel grade: JP-4
fuel density: 6.5 LB/GAL
data date: 1 JULY 1964
data basis: FUGHTTEST

z
0
~
:;)
~
;:;:
z
0
v
z
~
....
u
I
ac:

Figure 84-4 (Sheet 2 of 4)

84-23

--- --- --- --------------------------------------------------------------------------------

T.O. 1 F-1050·1

SPECIFIC RANGE
NAUTICAL MILES PER POUND
OF FUEL AND FUEL FLOW

Model: f.10SF
..,glne: J75-r·19W
1uelgrode: J,-4
wJ denoity: 6 .5 li/GAL
loto dote: 1 JULY 1964
loto ltcula: fUGHT TIST

.........
:;)

....
0
Q
z
:;)
0
0..

...
~

..
0..

..."'
..
i
c
u
;::
:;)
c
z

Figure 84-4 (Sheet 3 of 4)

84·24
 T.O. lf-1050-1

SPICIFIC RANGE
NAUTICAl MilES PER POUND
OF FUEl AND RIEl ROW
,..,., F-105F

........
_..,.,

lwl ....,.,
: ....
D5-P-19W

6.5 LI/GAl.
. . _ .,_, 1 All'l' 1964
..... ....... fUGNf 1'IST

....
~
Ill
;:)

PRESSURE STD DAY

0
AI..TITliDE TEMP
~ 0 .1111--___;;....__ _,__ _ ~----~-;...._--if---::rl"----+--. UDJFT ·c
;:)

..
0
~

w
~
0
5
10
15
-5
5
15 - 15
"'
Ill
~ 20 - 25
i 0.• ~~~~~~-M~~~~--~~--~~~~~--~ 25 - 35
30 -44
35 -54
40 -51

,........
01!
""~
ell

;:)
z
,..--. %
u
~
~ o.&l

Figure 84-4 (Sheet 4 of 4)

84-25
T.O. 1F-1050-1

DIVERSION RANGE SUMMARY TABLE modo I: F- 105F

engme : J7S-P-l9W

~ CONFIGURATION a.._ Q l u•lgrode . JP-4

L!J DRAG INDEX 1"' Standard Day - No Wind

lu4!1 cl&n sily :
dolo elate :
dolo boslt:
~.> .:i l8/GAl
1 JU y 19 64
FliG tT TfSJ

Climb SpeM Schedule and Thrust Settings: 400

KCAS to Recommended Mach Number with Military
0 Time & Fuel Included for a Penetration Desc~n t @Time & ruel Included for Climb to. Op1 mum Alii
tude and Penelration Descent at o, s!inatilln
Thrust. at Destination. Range Does Not Include Distance
Range Does Not Include D1starrce fc. Descent
* Schedules Provide For Arrival at Sea level with lor Descent at Destmat• on. al Deslmalion.
!GOO lB Fuel- Approach and landing Reserve.
® Time & Fuel Included for a Max•mum Range
@ Time & Fuel Included for Chmb to Op1 tn um Altl·
tude and Max1mum Range Descent al Oe~.ul<Hon
With Over 3500 lB of Fuel Remaining, Fly at Descent at Destination Range Includes Distance Range Includes D•slan~e lor On Course Descent
35000 FT at M 0.89 for Optimum Range. tor On.Course Descent to Sea level Destmalion to Sea level Destmalion.
•rom RANGE AND TIME REMAINING WITH 1000 LB RESERVE AT Sl
FUEL
ON INITIAL ALTITUDE PROCEDURE
BOARD ~10;:-;;"AOO-.::FT.---r---::S:-
l --r-5
::--..---1:-.:0:--t·--.:-
15:::--r--:::
2~0--,----:2::-::5:--.--3:::-c0::--.--=
3-::-5-t
LB
NAUT Ml 2733 23 19 15 10 6 1 Ct uise at lrut1al Altitude Unt1l Over
MINUTES 5.4
5.6 5.9 6.1 6.4 6.5 6.7 6.7 Base :~"i\)
r-NAUT Ml 33 43 51 62 · --+-- 73,-- 85 - 97 - +-10-8,----t-;;C,.-ru-:-is-e-: at-:-ln-;-:itial Altitude and Descend Sn
MINUTES 5.4 7.2 8.6 10.1 11.4 12.7 14.2 15.7 Course 02_
1500 1000 FT SL/ 10 5/15 It 10/ 20 15/ 25 1J20/ 30 25/ 35 30/ 35 It 35/ 35 OPTIMUM ALTITUDE
NAUT Ml fl33 27 1123 IH9 jt 15 10 6 lh Use Optimum Altitude Unt1l Over Sa~
MINUTES 5.4 5.6 5,9 6.1 6.4 6.5 6.7 6,7 \9
r-NAUTMI J.-40--!+-4-
9 --w-6-1-~.:..
7,_1_--I+-_ 80~-»-8,;_;
9 :___H-1:.:0_:._0___,!+--=1.:..
08=----H~u:-:-s-e-:::0-:pt-,m-um--:AJ:-:-IIt.,..tu-,-de_a_n-:-d-..::oe-:-·s-ce-n'd~on~
MINUTES 6.4 8.0 9.6 10.8 12.1 13.5 14.8 15.7 Course @

NAUT Ml 100 115 129 140 150 160 170 177 Use Optimum Alt1tude and Descend 9R
MINUTES 14.2 16.4 17.9 19.3 20 .6 21.6 22 .9 23.8 Course <JV
NAUT Ml 131 137 147 158 169 182 197 205 Cru1se at lmtlal Altitude Unt1l Over
MINUTES 21.6 23 .0 24.2 25.3 26.2 27.0 29.1 30.7 Base _ -· ---·- __(JY _A
NAUT Ml 131 154 178 201 229 257 287 311 CrUise at lntt1al Altitude and Descend on
MlNlJTfS - +-2_1...,.
.6---t-:2_4:..,:..
.6 27.1 29.4 3.~1"-;.3-+3_3_•.,..
1 __ ~__;·5__1--'3~9-:.5"--tCourse @
3000 -lOOOFT . 25/ 35 1 1 25/~- 5 +--
30-:
/ -35- 1-3-0/-=--3-5-+ 30/ 35 30/ 35 35/ 35 35/ 35 OPTIMUM ALTITUDE -·- -
~AUT Ml 138 lh50 ih64 *172 11181 IU88 1198 205 Use Optimum Altitude Unti1.0ver Ba~
~ IN UTES 21.3 22.8 25.1 26.0 27.1 28.1 29 .7 30.7 lJJ
NAUT Ml 235 251 263 275 285 293 304 311 Use Optimum Allttude and Descend ®on
MINUTES 30.2 32 .2 33.8 35. 1 36.3 37.4 38.6 39.5 Course 0
NAUT Ml 196 210 228248 270 295 321 336
CrUise at lmltal Alt1tude Until Over
MINUTES 32.3 3_~.3 _ 36.1 37.9 39.2 · 40.3 43 .7 46.0
Base · - @_
NAUTMI 196 226 258 291 328· 369 412 442
CruiSeatlmtlalAilttudeandOescendon
MINUTES E~ .~.:9 ~ ~9 •.!_, 41.8 . ,.44.2 · 46.4 51.2 54.9
Course @_
4000 1000 F1 3S/35 113?,/35 ~?5/q ~.?.'' ~,?/~~ ~?5/35 l.~t.'.3 5_ r!~;!Q ~135 . OPTIMUM AlliTUOE _
·' NAUT Ml · 2~0 ·· 11276 11289 13,06 li~09 320 :t329 t 3s6 · Use Opt1mum A1t1tude Until O.ver Ba©sc
· MINUTES· 36.8 38.6 40 •.:3
. r 41.6
--___:. 42.6 44.0 45.1
------»-- -tt-- -+1---'---
46·.o
..,.., - - ---.--
• NAUT Ml 366 281 395 406 416 42 5 435 442 Use Optimum Allttude and Descend on
' ~MINUTES. . 45.6 47.4 49.1 50.4 51.6 52.8 54.0 54.9 Course @
Cru1se' Alt1tude
TruP Mach No
SL
0.55
5
0.59
10
0.64
15
0.69
20
0.76
25
0.84
. 30
0.87
35
0.89
l Cru.se Speed

DESCENT DIST NAUT Ml - 9 18 26 36 45 55 66 MAX RANGE DESCENT

Figure 84-5 {Sheet 1 of 4)

84-26
 T.O. 1F-1050-1

mod~l : F-1 OSF

J7S-P-19W DIVERSIO N RANGE SUMMARY TABLE
luel grod~! JP-4
luel deMit y ,
doto dote !
6 . S lB/GAL
1 JULY 1964
CONFIGURATION .....
DRAG INDEX ,..
28
doto boals: rUGHT TUT Standard Day - No Wind

Climb Speed Schedule and Thrust Settmgs: 400 fj;\ hme & Fuel lncluued for a Penetration Descent @ T1me &fuel Included for Climb tu Optimum Alt1
KCAS to Recommended Mach Number w1th Military '-Y tude an.d Penetration Descent at Destination.
Thrust. at Destination. Range Does Not Include Distance
tor Descent at Destination. Range Does Nol Include Distance for Descent
* SthedulesProvide for Arrival at Sea level with at Destination.
1000 lB fuel - Approach and landing Reserve. ® Time & fuei Included lor a Maxtmum Range @ Time & Fuel Included for Cltmb lo Opllmum Alit·
tuM and Maxrmum Range Descent at Deshnalion
With Over 3500 lB of fuel Remaining, Fly at Descent at Oesttnalion. Range Includes D1stance Range Includes Distance for On-Course Descent
35000 FT at M 0.88 for Optimum Range. lor On·Course Descent to Sea level Oesltnation to Sea Level Destination
.TOTAl. RANGE AND TIME REMAINING WITH 1000 LB RESERVE AT Sl
fUEL -
ON INITIAL A LTI TUDE PROCEDURE
BOARD 1000 FT Sl 5 10 15 20 25 30 35
lB
NAUT Ml
MINUTES
31
5.2
25
5.4
22
5.7
19
6.0
15
6.2
11
§.3
7
6.5
3
6.8
Cruise at lntttal Altitude Until
Base
Ov@
1-NAUTMI
MINUTES
31
5.2
-
~ -
6.8 8.4
59
9.6
rso 70 79
12.1
91
13.6
101 Cruise at lmtial Altitude and Descend on
Course ®
10.9 14.8
1500 1lNio FT SL/10 5/ 15 1110/20 1115/ 20 lti0/ 25 25/ 30 30/ 35 iJ35/ 35 OPTIMUM AlTITUDE =-
rrrt~ur Mt 1131 lt25 [122 ll19 [t 15 11 [17 li 3 Use Optimum Altitude Unttl Over Ba(b
MINUTES
NAUT Ml
MINUTES
5.2
35
6.0
5.4
46
7.4
5.7
54
8.8
6.0
60
9.5
6.2
72
11.3
6.3
82
12.5
6.5
97
14.2
6.8
101
14.8
Use Optimum Altitude and Descend
Course 0
&
NAUT Ml 61 60 61 62 63 64 66 66 Crwse at lmhal Altitude Until Over
MINUTES 10.3 11.0 11.6 12.1 12.5 12.8 13.6 14.2 Base (])
1 - -- · " -
NAUTMI 61 ~4 88 102 117 132 149 164 Crutse at Initial Altitude and Descend@
MINUTES 10.3 12.3 14.2 15.7 17.1 18 .6 20.6 22.3 Course B
2000 1000 FT
. ---
N'AurMI ~5
115/30 ,, 10/ 30 ~rl5/ 35 u26735. 25./_35 30;'35 113 ~35 OPTIMUM ALTITUDE
1 lt 60 IJ61 1162 1163 j! 64 66 1166 Use Optimum Afti~~~e Unt~ Ove~a@_
MINUTES 10.3 110 11.6 12.1 12.5 12.8 13.6 14.2
'NAUr
Ml 80 95 107 123 137 148 159 164 Use Optimum Altitude and Descend @
MINUTES 12.5 14.2 15.7 17.4 19.1 20.1 21.6 22.3 Course . 0
NAUT Ml 122 128 137 147 157 169 182 187 Cruise at lnttial Altitude Until Ov(b
MINUTES 20.6 21.9 23.2 24.1 24.9 25 .6 27.6 28.7 Base ·
NAUT Ml 122 142 165 188 212 237 265 285 Cruise at Initial Altitude and Descend@
MINUTES 20.6 23.2 25.8 27.9 29.6 31.4- r-3,4.5_ ...1~ Course B
3000 1000 FT ·- ·- - - --··----- --=--
15/35 15/35 20/ 35 it25/ 35 J0/35 30/35 30/ 35 35/35 OPTIMUM ALTITI£QL_ _
NAtJT Ml it 124 +164
__ __ c
H 32 t 140 i+ 150 173 :•182 t 187 Use Optimum Altitude Unhl Over Ba@
MINU1£S 20.7 22.0 22.6 23.4 25.2 26.4 27.6 28.7 ...... .
! - - - - 1--
NAUT Ml 204 217 232 246 -
~

260
-

269 279 285 Use Optimum Altitude and Descend @

MINUTES 27.3 29.3 30.4 32.1 33.6 34.6 36.0 36.7 Course 0
NAUT Ml
182 195 213 231 250 272 295 305 Cru1se at lmtial Altitude Until 0@
MINUTES
30 .7 32.7 34.7 36,1 37.1 38.2 41.2 42.7 Base A
'- - · - -
NAUT Ml
182 209
·-- 240
- 272 -
~·
340-
t- - - -;::- -- - - -
Crutse at lntllal Altitude and Descend on
305 378 403
MINUTES
30.7 33.9 37.2 39 ,8 41.9 44.0 ~..:..1 _ 50.8 Course· _ ____ ®_
4000 e.--
1000 rr--
rg-0/35 11 ao/35 35/ 35
r--- -
,35/35 lt35/35 35/35 35/ 35 lt35/ 35 ' OPTIMUM ALTITUDE
NAUT Ml 226 11239 lt252 1~267 1~278 1'287 300 lt3os Use Optimum Altitude Unhl Over Bast!
MINUTES 33 .1 34.6 36.4 38.0 39.3 40. 5 42.0 42 .7 - _ _©_
-
NAUT Ml 322 338 350 ' 369: 376 385 398 403 Use Optimum Altttude and Descend on
MINU1£S 41.3 43.0 44.5 46 .0 47.3 48.5 50.1 50.8 Course ®
Cru1se Altnude
True Mach No
SL
0.54
5
0.5tl
10
0.62
15
0.68
20
0.74 :
~5
0.82
30
0.85
35
0.88
l Cluise Speed
I
DESCENT DIST NAUT Ml .. 8 16 25 34 42 52 63 MAX RANG£ DESCENT
I ! ' '

Figure 84-5 (Sheet 2 of 4)

84-27
T.O. lf-1050·1

DIVERSION RANG£ SUMMARY TA·B U mod~ l. F- l OSf

Htg UJ ~ J7S-P- l 9W

~ CONBGURABON ... 42 #U~<I grocle : J P--4

L!J DRAG ftfOEX "r Standa.-d Day - No Wind

fuel d# or.ilr:
dolo dot4! '
data !Nr$1.:
6 .5 tS/GAl
1 JULY 1964
FUGHT lEST

(c) 111'"~ & f ~ locludfd fc• C~ rrb to O;;tPrt~ All•

~ode lf'.t! l'e!l!!t•attnn De~re1! z! ~s!if.!l •V.1
Range lY£~ N;:.>! l'llt ude lhs<ar.ct l;;r D<:stf~·
• S.t11edllilfs PI'<ON! fnr ArrinJ .;t Sfa l.mi 'Wit~! a1 file-s1•nabr.n.
if.IOIJ L8 iflllfl- I~Kltl :and lmdi1!1g itSe<!'~. ® J,jme & ftllll ~ntju<le.d 1N ~ tlla~mlllm Range ® r~me & f:l)fJ lncliiQfd 1or .Chmtltg OJ;>:umatlf .illll
h16e &!'Iii ~a~m1~m Rltn~e !k!ltt>llt at l)fstl11atiOn.
Willi (hier J!m l8 ~ fwl P.emr1nifl& Ry 11 OeSW!t at Dffiina1ion. Ra~!!i:e lnclu&-s 1'1mam:(! flange l!lt~ Gi'st3~C.t fo1 il!~Coo!Sfi lnsCM'l
3S!100 fT at ,. OB7 fl:lf Oj;ti'IIUtll Range. 10f ~se Ow.:ent to Sea L£re~ Desli'!UlH~n . lo St41 lffll Dm•Rblr011
.nTA!. lANGE AND nME IEMAJNJNG WITH 1000 LB RESERVE Al St
Fill r-
Dll INinAl ALnruoe PROCEDURE
IUD itm fT 51 10 15 s20 25 30 35
Ll
MAUl :MI 30 25 15
22 19 11 7 Crmse at lmhal Al1tturlf Untd Over
3
Mltil!T£S5.1 5.3 6.1
5.6 5.9 6.3 6.7 6.7
Base ~
rtMtf Mi- 30 38 4B 57 67 78 88 98 Cruise at lnil•al Nhtude and Oesctod on
MJMJliS 5.1 6.5 8.2 9.4 10.7 11.8 13.2 14.4 Course ®
J!jl) ·lfm rr gl./10 5/ 15 ~1 1o/is 1115/ 20 ,20/ 25 25/30 30/ 35 1135/'35 OPTIMUM M.TITUD£
HAUl ldl IJ3o ,J 25 t22 ,, 19 t15 11 7 It 3 Use Ulltiwum Altitud:! Until ~r Ba@
M!Ntm:S 5 . 1 5.3 5.6 5.9 6.1 6.3 6.7 6 .7
NAUT Ml 34 44 51 59 70 79 93 98 Use Optimum Alt1tude andDiscenc on
MiNiflfS 5.9 7.4 8.4 9.4 10.9 12.0 13.9 14.4 Course @
l'iAUT Ml 60 58 59 60 61 62 64 63 Cnnse at lmtial Al1t1ude Untd Ov:;r
MINUTES 10.2 10.7 11.2 11.9 12.2 12.5 13.5 13.8 Base 0
IWrrMI 60 71 85 99 11.3 129 144. Cruise at lmtial Alt•tude and Descend ...n
157
t.umms 10.2 11.8 13.9 15.4 16.8 18.1 20.0 21.4 Coorse ®
2!XKJ lOOJ FT SL/ 2-0 115/ 25 1110/ 30 1115/ 35 20/ 35 25/ 35 30/ 35 35/35 _ _O?Tf\IUM AlTIW _
MtJT Ml 60 ~58 1159 ll60 t 61 62 ~64 63 Use Optimum Alltlude Uottl Over B(b
MINUTES 10 .2 10.7 11.2 11.9 12.2 12.5 13.5 13.8
HAUT Ml 76 89 102 118 130
·- 141 153
-157
· Use Optimum Altitude - --.
and tlescelld on
MINIJTfS 11.9 13.4 15 .0 16.8 18.2 19.4 20.8 21.4 Course ®
NAI.fT Ml118 12-4 133 142 152 163 1'74. 178 Cruise at lmttal Altitude Until Ov@
MINUTES 20.1 21.4 22.6 23.6 24.3 25.0 21>.8 27.4 Base
NA.UT Ml 118 137 159 181 204 230 254 273 Crutse at Initial Alt•tude and Descend CID
MlfiillfS 20.1 22:5 25.2 27.1 28.9 30.6 33.3 35.2 Course B
- ---
3000 1000 fT ..,15/35
NAUT Ml 120
15/ 35
tl28
,,20/351
161.35
25/35 30/35 ~35 ~~Of35
t 146 ll 157 P67 174
35/ 35
~ 178
OPTIMUM ALTJWDE
Use OptimumAlttlude UntJiove~ Ba@
MINUTES 20.1 21.4 21.8 22.8 24.7 25.8 26.8 27.4
NAUT Ml 194 210 221 235 246 257 267 273 Use OptimiJill Altrtude ami Oesel!nd @
MINUTES 26.0 27.9 29.2 30.6 31.9 33.3 34.5 35.2 Course 0
NAUT Ml 176 190 207 224 242 262 283 290 Cro1se at lntttal Allttude Until Over
MINUTES 29.9
-
32.0 33.9
-35.3 36.3 37.2 40.0 40.8
r-- --·
Base ®
CruiSe at Initial Altitude and Descend on
--~-

NAUT Ml 176 203 232 263 293 329 363 385

MINUTES
-29.9 33.2 36.4 38.8 40.7 42.8 46.5 48.6 Course - - -®
4000 1000 FT 30/ 35 30/ 35 tt35/ 35 35/ 35 1,35/ 35 35/ 35 lt35/ 35 lt35/ 35 OPTIMUM ALTITUDE -
- ·--
NAUT Ml
MINUTES
+215
31.8
228
33.4
11242 !1254
35.0 36.4
11265
37.7
276
38.9
11283
40.0
J 1+290
40 .8
Use Optimum Altitude Unttl Over Base
©
- Use Optimum Altitude and Descend on
NAUT Ml 307 321 334 348 360 • 370 378 385
MINUTES 39.5 41.0 42.5 44.0 45.4 46.4 47.6 48.6 Course ®
Cruise Altitude
True Mach No
SL
0.53
5
0 .57
10
0.61
15
0.67
20
0.73
25
0.81
30
0 .84
35
0.87
I Cruise Speed

DESCENT DIST NAUT Ml - 8 16 24 33 41 50 60 MAX RANGE DESCENT

Figure 84-5 (Sheet 3 of 4)

84·28
 T.O. l f -1050-1

DIVERSION RANG£ SUMMARY TABU f - IOSf

e,.5;,.e: J7S·P- 19W
,_, g•odc ' Jf' -4
fuel "-silr: 6.S talGAl
d<:tlo 4.,..: I JUl.Y 196-4
Standard 'Da y - No W ind .._.,~ RIGHt l'lST

@ i11T!ii .& h-!!1 lnthJde'.j 101 a P!:ooln!lt\11 :Dt>scll!lt @ T:tlll€ & fuel *ncl• .d :fijf C~ 1a O;ltun~m Aitt
at ~~ 1!lj1ten Rafife !Does Nm h~<:lt1de DIStance lad! .lill'd Pe!le~r:i1toet ~~ It ~1112t'oo.
foe Oesceli1 .at Dest~ll:afun. R;r~ Doe~ N;;t l'IDI.I:Ie Ois1.cnct f!'ll Destenl
• Si: hedv!es Previde FOf Amn l .at Sea Level lfitll at &minaltGl\
lCOD L8 f~l- Awi11Jch .rod l..alldiit~C Res.etve. @ 1une & fu.el lndarJejj fCII' a ~ari'!lUm !t&~e @ Tm~e & :f~Wilrlt'ludetl f:o-~ Ohmb lp ~tlm.um Altl
~ll!le .a~ IIIWJIIl.llJi IIQI'\(e ~er.< z1 Desl.ir.zt 1,)11
With ORr 3500 U! of fsret Rtmaini1tg. Hy 2t ~~ .at l>esttiiJtiorl Rl~,~;e lntit:m D:stai\Ct lt~te lm; .:les !JlStll1lt1! ~!If 011-Co!lfse Desr.em
35!Xll f1 at t.1 :JBJ f~ 0;;11".rlll'!l R.11ge !oc 011-Cwrse ~ 1o Sea tevel fle!t;1~tioo. 1o Sea l£l't'l Jks~u~t.mt
i:hn R.ANGE AND TIM£ REMAINING WITH 1000 LB RESEIVI: AT Sl
H JNJnAL Al TJTUDE PRO CEDURE
~~~ J OOJ---rr- SL 5 10 - 15-- 20 25 30 --35--
HAUl Ul 29 26 22 19 15 10 7 3 Cruise at frnhal Altltude Unhl Over
Mmurrs s.o s.2 s .s 5.7 s.9 6.3 6.6 s .a Bas-e ~
--NAVi'iMI -29 - ~ - ~ --- 54 - '62 - ~a·- a.r-- i4"- Cruise at Initial At1:itiY.leBldDesc€!ldoo-
MINUTES 5.0 CoiJ!'Se (ID--

!
6.0 7.7 9.1 10.4 11.4 12.6 13.9
.
I
f-. - f----. - - - f- - -c~- ---;-- - - .
1~ ~00() !:!._ __ 1s _L/ 10 _5/ 15 ~15 ~2~ u20/ 25 2~/30 lt~_i>/35 (35/.35. OPnMUM !tn!Uill _ _
' NAUT Ml J29 26 1
I' 22 • 19 it 15 ~ 10 ~ 7 •3 Use ()ptllll:Rll AltltuOe \Jnt t lWtl Sa©
~~AINUIJTf.ST
'.'' I _s .o _ r s_.2 5.5 5.7 _ 1--6.9_ ~-- -~·6.._ f-9.8
1 - - - - - - - - ___ •.£..
r, ~~ 34 42 47 56 68 '78 8'1 94 Use Opb.m~~n ~titud!; arnJ Descend l)C'I
MINUITS 5.8 7.3 7.9 8.8 10.9 11.4 13.5 13.9 Cwrse f'Q)
UAUT Ml ~ 58 55 56 57 58 59 60 61 ·Cruise at Inthal Ah.Jturk Until Over
MJN~ : _!0.2 _ 10.3 _}.~.6 _r1)..6__ _}.1.8 _ _!.2.l _ J3~~-6 - Base _ _ __ _ @_
NAIJT tj!J 158 68 80 95 108 126 137 148Crmse at !nitta! Altitude and Descend@

2000
f-MINUTES ; 10.2
IIXXJ FT-
1--HAUT Ml
I--MINUTES
·~SL/2o
58
10~
II
,_1 1.~-~6 =- ._!5.0_ 16.5
~~5~~31 -~~!/3~ U20i 3} ~~25/~~
f55 If 56
_ ~~ ~6 ~-~
57 II 58 :• 59
11.8 .. 12.1
17.4 1
_19.2

61
f-~3 . 5
2Jt~~-- ~rse
3!l7_3siH 35/ 35 __
_ _!3.5 _
OPll~M .AlTITUDE
_ __ __ _
__

~ 61, Use Opttm1m1 Altttude Unt1l Over B~ ·

B

\2_.
1
NIUJT Ml 74 84 98 112 120 132 145 148 Use Optimum Altitude ano Descend 9R
MINIJfES 11.2 12.4 14.0 16.0 17.1 18.4 19.8 20.8 Course @
NAUT Ml 110 118 128 135 146 154 162 166 CruiSe at lnittal Altitude Unt1l Ov~
MINUTES 19.5 20.6 21.6 23.0 28.6 24.2 25.7 25.9 Base W
NAHT Ml ito- - -131,_150 112 192 221 238 · 256 ~atlmtiafAHitude and Descenion
MINlJT£S 19.5 21.6 24.4 26.0 28.0 29.4 31.5 33.2 CoUfSe @
3000 J_,ooff(:_ 15{35 tl5/35 j2ota5lis/3~ ¢0/35. 30/35 30/35 35/ 35 OPTIMUM ALTITUDE :=-
NAUT Ml It11 116 124 hso J142 1• 148 - i59-- 1162 fi66 Use Optrmum Altttude Unttl Over Ba@-
~4.~- ~54_ ~--~~-.L A!)_
r-MINUTES
NAUT Ml
1_!}.0
182
20.2
194
20.9
208
22.3
22 1 ' 230 241 250 256 1 __ C
Use Opttmum Altitude and Oesceod on
MINUTES 24.2 26.0 27.1 28 .4 29.8 31.2 32.6 33 .2 Course @
NAUT Ml 168 184 199 214 248 23 1
2 64 268 Crutse at lmtial Altitude Until Over
MINU...!_ES_ 28.8 31.1 _ 32.9_ 2..4.2 _ 3~ 32:!!_ 3~ 37.8 _ ~ _ __ ~
NAUT Ml 168 196 222 252 276 316 343 360 Crurse at lmttal Altitude and Descend on
._MINUlES 3_i!:.L_ 32 .4 _ -~~..:.4 . ~7 .2 - ~-L~l.O 44.0 !~6- Course ___ __®_
4000 ,_1000 !.!__ ~"- UJ0/_3 511135/35 ~3~ f3_!i/35 835/ 35 u'!.5~35,1;i5/35 ~TIMUM AI..TITUI!_ -
NAUT Ml 11202 11216 230 t238 248 tt258 IJ264 268 Use Optimt.t!ll Altttude Unhl Over Base
~INUTES 30.2 _ 32.0 _33.3 ~4.2 _ ~s•.:L ~JL ~7 1 ..J~8 _____ CQ
NAUT Ml 289 300 'i i14 321 339 350 352 360 Use Optimum Allitude and Descend on
MINUTES 37.1 38.4 132 .8 41.2 42.8 43 .5 44..7 45.6 Course @
Cruise Altitude
True Mach No
SL
0.53
5
0 .57
10
0.61
15
0.67
20
0.73 0.80
25 30
0 .83
35
0.87
l Crutse Speed

DESCENT OlST NAUT Ml- 8 15 23 31 39 47 58 ~ RANG£ DESCENT

Fig ure 84-5 (Sheet 4 of 4)

T.O. lf-1050-1

DIVERSION ENDURANCE SUMMARY TABLE model: F-fOSF

engine: J75-P-19W
fuel grade: JP-4
CONFIGURATIONIll...
DRAG INDEX r
0 -;-fu~el;-"d;-en-s7:-
data dote:
ity-:- -6-:-.-=-s:-::LB/GAL
1 JULY 1964
data basis: FLIGHT TEST

~ TIME &FUEliNCLU1l£0 FOR AMAXIMUM RANGE DESC(Nf TO SEA

LEVf.l DESTINATION.

® liM[ &fUEL INCLUDEO FOR AMILITARY THRUST CUMB AT 088

TRUE MACH NUMBER TO OPTIMUM tOllER AUHUOE
* SCHEDULES PROVIDE FOR ARRIVAl AT SEA lEVEl WITH 1000 lB TIME & fU£LINClU0£0 fOR AMAXIMUM RANGE DESCENT TO SfA
fU(l APPROACH A11D lANDING R£S£RVL lEVU OESfiNATIOII

•TOTAL
FUEL INITIAL ALTITUDE
ON PROCEDURE
BOARO
LB 1000 FT SL 5 10 15 20 25 30 35
7.0 8.6 10.0 '
MINUTES 11.3 12.6 13.8 14.8 16.0 t01T£R AT INITIAl AlTITUDE lE
1500 woo n S. L. 5 10 15 20 25 30 35 OPTIMUM Al TllUO£
MINUTES 7.0 8.6 10.0 11.3 12.6 13.8 14.8 16.0 lOITER AT OPfiMUM AlTITUO£ ~

MINUTES 14.0 15.9 17.6 19.2 20.7. 22.0 23.3 24.5 lOlHR AT INITIAl• AlTITUDE 1AJ
2000 1000 FT 25 25 , 25 25 25 30 35 35 · .. . OP11MUM AlTIIUDf
MINUTES 14.7 16.6 18.2 19.6 20.9 . 22.0 23.3 24.5 lOIT£R AT OPTIMUMAlTITUDE [@;
MINUTES 27.5 30.1 32.5 34.6
-36.7 38. 3 LOIT£R AT I~I!IAl AtTITUDE fE
39.8 41.0
3000 1000 fl 35 35 35 35 35 35 35 35 0Pfi\1UM AlTITOOf
MINUTES 31.0 33.0 34.7 36.2 37.4 38.7 40.0 41.0 lOif(R AI OPTIMUM AllltUOE !§

MINUTES 40.7 43.8 46.8 49.6 51.8 53.8 !\5. 7 57.1 LOI!(R AI INITIAl AtTITUDE ~J
4000 1000 fT 35 35 35 35 35 35 35 35 OPTIMUM AlTITUOf
MINUTES 47.1 49.2 50.9 52.4 53.6 54.9 56.0 57.1 lOITER AT OPTIMUM AUITUOE liD

lOITER SPEEDS AND DESCENT OATA

lOIHRAU !iOOO fTJ S. L. 5 10 15 ; 20 25 30 35

TRUE MACK NUMBER 0.42 0.46 0.50 0. 55 0.6.2 0.69 0.77 0.84
OESWH DIST . - .9 18 26 . . 36 45 55 66 · NAUT Ml •
D£SCENl TiME - 1.9 3. 7 5.1 6.8· 8.1 9.5 11.0 MINUl[\
... _,
Figure 84-6 (Sheet 1 of 4)

84-30
 T.O. lf-1050-1

model: F-1 OSF DIVERSION ENDURANCE SUMMARY TABLE

engine: J7S-P- 19W
fuel grade: JP-4

r 28
fuel density: 6.5 LB/ GAL
data dote: 1 JULY 1964 CONFIGURATION ...
.....,
de~ _t_
a_,.
b-a-sl-
s:--F::-
L- IG....H.T TEST DRAG INDEX

[!] HME & FUEliNCtUOEO FOR AMAXIMUM RANGE OfSGENT TO S(A

ltv£l DESTINATION.

1m TIM£ &FUELltiCLUOEO FOR AMiliTARY THRUST CliMB AT0.88

TRUE MACH NUMBER TO OPIIMUM L0rr£RAt TITUOE
* SCHEDUlES PROVIDE FOR ARRIVAl AT SEA lEVH WlTH 1000 lB TIME & fUEl INClUDED FOR AMAXIMUM RANG( Of SCENT TO SEA
FUft APPROACH AND lANDING RESERVE. liVEI. OESTINA TION

•TOTAL
FUEL INITIAL AlTITUDE
ON PROCEDURE
BOARD
LB 1000 FT SL 5 10 15 20 25 30 35
MINUTES 6.6 8.0 9. 5 10.7 11.9 13.0 14.0 15.1 LOITER AT INifiAL ALTHUO[@
1500 1000 fT s. ·L. 5 10 15 20 25 30 35 OPTIMUM AlTITUDE
MINUTES 6.6 8.0 9.5 10. 7 11.9 13.0 14.0 15.1 LOITER AT OPTIMUM AlTITUDE~

MINUTES 13.1 15.0 16.6 18.1 19. 4 20.6 21.8 22 .8 lOilTR AT IN!TIALAlTITUO£ fE
2000 .1000 FT 10 10 10 15 20 25 30 35 OPTIMUM AlTITUDE
MINUTES 13.4 15.2 16.6 18.1 19. 4 20 .6 21.8 22.8 lOIHR AT OPTIMUM AlTITUDE @

MINUTES 25.9 28.2 30.5 32 .3 34.1 35.6 36.8 37.8 lOITER AT INITIAL AllllUOf 0
3000 1000 FT 15 20 25 25 25 25 30 35 OPTIMUM AlTITUDE
MINUTES 27.8 29.4 31.:0 32.6 34 .2 35.6 36.8 37.8 LOITER ATOPTIMUM AlTITUDE @

MINUTES 38.3 41.2 44.0 46. 3 48.3 50.1 51.3 52.3 lOITER AT INITIAL AlHTllD£ ~
4000 1000 FT 25 25 25 25 25 25 30 35 OPliMUMAlTITUO~
MINUTES 42. 3 44.3 45.'8 47.5 49.0 50.1 51.3 52.3 LOITfR AT OPTIMUM ALTITUDEI§J

lOITER SPEEDS AND DESCENT DATA

lOITliRAll (1000 Fn S. L: 5 10 15 20 25 30 35
TRUE .MACH NUMBER 0.42 0.46 0.50 0.55 0.62 0.69 0.77 0.84
D£SCENT DIST - 8 16 25 34 42 5-2 63 NAUT Ml
DESCENT TIME - 1.8 3.4 5.0 6.4 7.6 9-.0 10.6 MINUIES

Figure 84-6 (Sheet 2 of 4)

84·31
T.O. 1F-l05D-t

DIVERSION ENDURANCE SUMMARY TABlE model: F-lOSF

engine: J75-P- 19W
fuel grade: JP-4
luel density: 6 .5 U!/GAL
data dme:~--=-1--=-J,.,
U1..;.:Y:..:,.l~964
:.,;:
data bo$is.: RIGHT T£ST

@ n~ & FUEliNClLIDtO fOR AriAXI'>IL"' RAXGf. OESt.tNT 10 SfA

lf4El OESTJNI\TIO!'

~ HM£ & fUH INCHif.fD FOR A'illtlf~RY fHRUST Cl.I~B M 0~

TRU£ 'MCH NU?IIltR !\) 11'Tr~IUM tOifER M.TilUCt
* SO!Wtm Pf&JIIlf. f<i mlVAl AI SfA l£Vfl. Wffii I!Xlll8 nU£ & rufliNCl.Lt!lt..ll ffii ~ VAAIMJitl RMtGllltSCP:I TO Sf4
FUll APflRO.l£H 00 I.ANOIJ.i R!:SER'ti. lfliR otS!INAIJO.\

!4<TOTAL
FUEL fNITfAl AlTI TUDE
PROCEDURE
o~Ril 1000 FT
80A Sl 5 10 15 20 25 30 35
lB
Ml'ftflfS 6.4 7.7 9 .2 10.4 11.5 12.7 13.6 14.6 Liltf£R AT h 11Al. AUJ !U~t "E.
1500 lOC{l >I S.L. 5 10 15 20 25 30 35 J'TIM'J» At.TIT\Jll
Yllltm:S 6.4 7.7 9.2 10.4 11.5 12.7 13 6 14. 6 t01!£R AT OPJ 111\l\1 mnll!.l£ Jf
MIHUT£S 12.8 14.3 16.1 17.5 18.9 20.1 21.1 22.1 HU1£R AT tMrt~l filTITUI}E ~
2006 woo n 10 10 10 15 20 25 30 35 OPTlMij,i .AiTil 00{
MIHUT£S 13.1 14.6 16.1 17.5 18.9 20.1 21.1 22.1 tntTtR AT QPliMUM ALHTUf}f ~

MIKUT[S 25.2 27.4 29.6 31.5 33.1 34.6 35.6 36. 5 tOifH? ~r llttli:.L mnuu£ ~
300) !Oflll fT 15 20 25 25 25 25 3{) 35 ilffi11UM ~ f1!lJ!l£
MINUTlS 26.8 28.6 29.9 31.8 33.3 34.6 35.6 36.5 l0ll£R AT OPfi\IU¥ AllllUOE "E

Mlfit!IlS 37.3 40.0 42. 7 44.9 47.0 48.6 49.7 50.4 tOllER At llti!IAl AHITU!J[ -~'
4000 1000 fl 25 25 25 25 25 25 30 35 OPTIMUM AUI!UO(
MIIIUlfS 40.8 42.7 44. 1 45.7 47.3 48.6 49.7 50.4 lOIH:R Al OPTIMUM AUIHlfl£ J[

l OITER SPEEDS AND O£SCENT DATA

l.O!lf.P. AU t!OOO m S.L. 5 10 15 20 25 30 35

T~UE MACH NU?.iBfR 0.41 0.45 0.50 0.55 0.61 0.68' 0.77 0.84
llf.SWH OIST - 8 16 24 33 41 50 60 ~.UT Ul
OCSC~HT II~£ - 1.8 3.3 4. 8 6.3 75 8.8 10. 2 Mlli1.HES

Figure 84-6 (Sheet 3 of 4)

84-32
 T.O. 1f·1050·1

model: F-105F DIVERSION £NDURANCE SUMMARY TABL£

engine: J75-P-1 9W
-~--~---~
lu~ grade: JP-4
fuf!f density: 6.5l8/ GAl
dot a dale: I JUlY 1964
data basis: FUGHT TEST

00 1M ' H:H IH:LWJJ FORJ. t/AY.ltil!il ~ OfSWiT ro S£A

lEVEl. ll£STI!ii.Tl01f

l@J Tllil£! fila ltiCI.OOW FOil A\IIUTAID' THRUST WMBAT088

T~Lit MACH N~ii£1? 10 ~Tili'1JU lOOtR ~ li!LIO£
* SCiifOOIIS PROVtDf f{)9 ~P.Rl'/Ai AT SlA li'IU ~~rH IWJ U! HV.f &fUEll'iCI.!ID£0 fUll AIUJ\0 R.W'l r>£SC£M TO Sf1-
fU!l APPROACH ArlO I.A!'IO!NG !lf.SlR'I£ !I'I'ELOCSTIIUITIOH

•TOTAl
FUEL IN1TIAl ALTITUDE
ON PROCEDURE
BOARD
l8 1000 FT Sl 5 10 lS 20 2S 30 35
MINUHS 6. 1 7.3 8.8 10.0 11.0 12.4 13. 1 13.9 lOITER Af !~fiAt Al.TlTUDf !F
l~ 10{1() fT S.L. 5 10 15 20 25 30 35 UPliUUM AlJHIJ!)f
Mtr.uns 6.1 7. 3 8.8 10.0 lt.O 12.4 13.1 13.9 lOIT£RAf OPTIMUM WITI.IOE &
MlliUHS 12.4 13.6 15.4 16.7 18.4 19.6 20.2 2L2 1.011ERAT nt!li.Al AtnTUO£ IE
20C() woo rr 10 10 10 15 20 25 30 35 OPTIMUM ~mOO£
MINUT£S 13.0 13.9 15.4 16.7 18.4 19.6 20.2 21.2 l01T£R AT O¥TIII.UNAtTIIUOE ~

~unu m 24.2 26. 3 28.3 30.6 31.9 33.'1 34.0 34.9 lOfHR AT lftlTIAL Al fiTUO£ rE
3tnl wooF r 15 20 25 25 25 25 30 35 tli'TIMUM AI. TJWll£
MINUTES 25.8 27.8 28.8 31.1 32.4 33.4 34.0 34.9 lOnER AT OPTIMUM ALHTUO£ :§:

MINUTlS 36.0 38. 3 41.0 43.0 45.4 46.6 47.1 48.0 LOIT[R AT INIHAL AlllfiJO£ ~
4(XX) 1000 n 25 25 25 25 25 25 30 35 OPliMUM AlTITUO£
t•INUI£S 39.1 40.8 42.2 43.4 45. 5 46.6 47.7 48.0 LOlfER ATOPTIMUM Alli'IUDf tiD

lOITER SPEEDS AND DESCENT DATA

LOIHR AIT 11000 fT) S. L. 5 10 15 20 25 30 35

!RUE M~CH NUMBER 0.42 0.46 0.50 0.55 0.62 0.68 0.'17 0. 83
OESWfl OISI - 8 15 23 31 39 47 58 rtAUl Ml
Df.SCfNT JIM£ - 1.8 3.1 4.6 6.0 7.2 8.4 9.9 MINUHS

Figure 84-6 (Sheet 4 of 4)

84-33
T.O. 1F-106D-1

TOTAL FUEL FLOW VS ALTITUDE Mode/: f·l 05F

FOR EXTENDED AmRBURNER engine: J75-P-19W
RANGE OPERATION fuel grode: JP-4
fuel density : 6.5 LB/GAL
SPEED 250-260 KCAS dolo dote: 1 JULY 1964
IG FLIGHT flflfa ltcula: FUGHT nn

---·~ t····
-~ ~~f=-~
·- -.........~...-'1-..········r'"•l......~•.
~

j_:_.
;~i~t~ltt
-~- .

20 ~~~~~~·--~~----~LH~~~~~~~+r--4!~T+~~~1,_:..i

·t r~ ··i tr_
10~~4---~---+---4---L~~+-~~~-+--~----r-~~~,

TOTAL FUEL FLOW- GAL/MIN

Figure 84-7

84-34
T.O. 1F-105B-1 T.O. 1F-105B-1

PART 5 £NDURANCE

T .ABLE OF CONTENTS
Maximum Endurance Infor mation 85-1

Maximum Endurance Charts . . 85-6

MAXIMUM ENDURANCE INFORMATION .

.Charts in this part enable t he pilot to determine maximum endurance speeds at any
given conditions of Gross Weight, Altitude Configuration Drag Index and constant
brake angle, in addition to the fuel required for a specified loiter time or the loiter
time available for a given fuel quantity.

8 5 -1
T.O. 1F-105D-1

MAXIIIUMENDURANCE
MACH NUMIB AND DUE AIRSP&D
lfl
LLJ

TRUE AIRSPEED - KNOTS +100 0 -100

AMBIENT TEMP- °C

85-2
 T.O. l f -105().1

EXAMPLE I 4. Enter sample chart page B5-2 at estimated

average gross weight of 38,000 lb. (A) and
CAnditions: ConfigUration: Clean + (2) 450 gal tanks follow guide lines to 2<f bank angJe, (B).
initial Gross Weight: 41.000 lb Read equivalent gross weight= 40,400 lb at
Pressure Altitude; 15,000 rt (C).
Ambient Temperature: 6°C colder than standard
day 5. Move to the right to 15,000 ft altitude line.
Bank Angle: 20" (D) and drop down to configuration drag
index = 28, (E)
Find: Mach number for Maximum Endurance and
fuel used during 60 minutes. 6. Continue to the Mach number scale and rearl
endurance Mach numoor = 0.617, (F).
Solution:
7. Continue to base line and follow guide lines
l. Determine the configmation drag index from until the ambient temperature of - 20. rc is
the table on figl!re Bl-5 by adding the various intersected at (G). Move to the left to true
store drag numbers airspeed reflector, (H), and down to the scale
to read true airspeed = 380 knots, ( J).
--- - --- -- - -- -- - - - - - -
Store 8 . .Enter sample chart. page B5-4 at equivalent
Store Location Drag gross weight = 40,400 lb, (K).
NO. Move to the right to 15,000 ft altitude line, (L)
and drop down to configuration drag index =
( 1) 450 gal tank Left inb'd 14 28, (M).

{1) 450 gal tank Right inb·d 14 9. Move to the right to true airspeed= 380 knots
aL ( N). Move up to the 60 minute time line,
Configuration Drag Index = 28 (P) and across to the fuel used S<.>ale and read
5000 lb of fuel, (Q).

2. Determine standard day ambient temperature
at 15.000 ft pressure altitude from Standard
Atmosphere Table (figure Bl-10) =-14.718°C.
Ambient temperature = St.-mdard -6° =
-14.718-6.0 = -20.7°C
3. Estimate A veragP Gross Weight
Initml Gross Weight= 41,000 lb
Estimated Fuel Used for 60 minutes = 6000 lb
Estimat(>d Final Weight =- 41,000-6000 =
35,000 lb
Estimated Average
Gross Weight = 41,000 + 35,000 = , lb
38 000
2 at 15,000 FT at 0.625 Mach NO. :::: 3J 8 KCAS.}
10. Revised Average Gross Weight Estimate
Initial Gross WPight = 41,000 lb
Fuel Used for 60 Minutes = 5000
Final Gross Weight = 36,000 lb
Average Gross
Weight -= 41,000 + 3~~0~0 =38 500 lb
2 •
11. Rework steps 4 through 9, entering charts at
gross weight = 38,500 lb and find endurance
Mach number = 0.625, true airspeed = 382
knots and fue1 used for 60 minutes= 5080 lb.
(From figure B4-1 read Calibrated A 1rspeed

85-3

I
·T.O. 1F-105D-1

MAXIMUM ENDURANCE
FUEL FLOW AND FUEL REQUIRED

80 SAMPLE CHART
70.--.~=------r-----.- Not to be used for
....
X
Flight Planning
()

~ &O f--- - \'

....
&II
:;)
u.

0
o :5 1,0 1
FUEL FLOW - 1000 LB/ HR
I I
~
0.14 0.14+--ttttt~:---+----1
....
&II I
:;) _, I
u. w
0.12 u. ~ 0.12 t---t+ttttt t - ----+- - - 1
0 u.
Q 0
z
:;) Q

0.10 2 z
:;) 0 . 10+---H-¥-H~--+-----1
ar: 0
&II
a...
a.. ar:
&II
a..
en 0·.08t----H-t+t-tt'l
....
&II

i
....
~ 0.06t----+t+-lM~-'k------l
i=
:;)
<
z
0.04t----l-'<~~

L . __ ___J' - - -----l- -- L- _ __..L_ _ __L_ _ __J 0.02 0.02 .___ _ . _______ _ . _______ __,

85-4
T.O. lF -1500- 1
EXAMPLE II
Conditions: Configuration: Clean Aircraft
Initial Gross Weight= 36,000 lb
Pressure Altitude= 25,000 ft
Ambient Temperature = Standard Day
Bank Angle= 15°
Find: Maximum endurance time available for 2000
lb of fuel.
Solution:
1. Determine Standard Day ambient temperature
at 25,000 ft pressure altitude from Standard
Atmosphere Table (figure Bl-10) = -34.53°C
2. Determine Average Gross Weight
Initial Gross Weight= 36,000 lb
Fuel Used for Loiter = 2000 lb
Final Gross Weight= 34,000 lb
Average Gross
Weight = 36,000 + 34,000 35 ,000 lb
2 at 0.732 Mach NO. from figure B4-1, = 308 KCAS.
T.O. lF- 1500-1
3. Enter sample chart page B5-2 and follow path
as in Example I from 35,000 lb. (AA) to bank
angle= 15° , (BB), read equivalent gross
weight= 36,200 (CC), continue to 25,000 ft
altitude line, (DD) to configuration drag
index= 0, (EE) to Mach number= 0.732, (FF),
to ambient temperature of -34.5° C, (GG), to
(Hl-1), and read true airspeed= 440 knots, (JJ).
4. Enter sample chart page B5-4 and follow path
as in Example 1 from 36,200 lb, (KK) to 25,000
ft altitude line, (LL) to configuration drag
index= 0, (MM), to true airspeed= 440 knots,
(NN).
5. Move up from (NN) to intersect the 2000 lb
fuel line at (PP), and read time available=
29 minutes.
6. If required, read calibrated airspeed at 25,000 FT
85-5
T.0.1F-1050-1

[I] model·
.,..en..:;g:,-in....,;_
fuel grade:
f-105F ·fueJ density: 6.5 LB/ GAL
=-=-_....n;....;....S-P_-....,1,.;,.9W~ data date: 1 JULY 1964
JP-4 data basis: FLIGHT TEST

PRESSURE STD OAY

AlTITIIlE lBII'
lOOOFT -c

300 .wo 500

+100 0 - 100
TIUE AIRSPEED -KNOTS
AMBIENT TEMP9ATURE- oc

Figure 85-1 (Sheet 1 of 2)

85-6
 model: ~lOSF MAXIMUM ENDURANCE
engine: J75-P-19W RJB. A.OW AND RJB. REQUIRED
JP-4
fuel density: 6.5 LB/ GAL
dota date: 1 JULY 1964
data basis: fliGHT TESt

!!I
§
!!
...
%
§
C)
iii
~
- I
...... ......;::,
0

•0 ..._,
"!i ~
~
~
~
;::,
2

...0
0
z
;::,
2

Figure 85-1 (Sheet 2 of 2)

85-7/(85-8 blank)

r -- --------~~-~ - - -- - - - - -
 T.O. 1F-1050-1

PART 5A LEVEL FLIGHT ACCELERATION

TABLE OF CONTENTS

level Flight Acceleration . . . . . BSA-3, BSA-4A

Maximum Thrust Acceleration - Clean BSA-9

Maximum Thrust Acceleration - Clean+ (2) 450 Gal Tanks BSA-12

Maximum Thrust Acceleration- Clean + (4) AIM-98 Sidewinders BSA-15

Maximum Thrust Acceleration- Clean+ (2) 450 Gal Tanks

+ (4) AIM-98 Sidewinders . . . . . . . . . . . . . . . . BSA-18

Maximum Thrust Acceleration - Clean + (2) Pylons and Adapters

for Sidewinders (No Missiles) . . . . . . . . . . . . . . . . . BSA-21

Military Thrust Acceleration - Clean . . . . . . . BSA-25

Military Thrust Acceleration - Clean+ (2) 450 Gal Tanks BSA-27

Military Thrust Acceleration - Clean+ (2) 450 Gal Tanks

+ (1) 650 Gal Centerline Tank . . . . . . . . . . . . . . . . B5A-30

B5A-1
T .O. 1F-105D-1

MAXIMUM THRUST ACCELERATION

SAMPLE CHART
Not to be used for
Flrght Plcn ni ng

INITIAL GROSS WEIGLfT UltES - -

(a) 32(QI lB •t ) !(Xll(l lB
{!)1 J.!..."'O lB ... ! 20CQ lB
,c l5000 LB
1 ~ ~ lB
{d) 3800J lB ;h) 461XXJ lB

~
TPAPWTURE LEGEJm
HOTIER - -
COLDER - - -

....
....
0
8

SAMPLE CHART
DISTANCE Not to be used for
Flight Plonning

•
DISTANCE- NAUTICAl MilES
• lSI

B5A-2
 T.O. lF-1050-1

MAXIMUM THRUST ACCElERATION

SAMPL.E CHART
Not to be used for
flight Plonn ing

TIME

nME - MINUTE.S

LEVEL FLIGHT ACCELERATION. the maximum acceleration Mach number can be

read directly from the lower portion of the fuel
Maximum Thrust Acceleration Charts are provided
chart. For non-standard temperature conditions,
for five configurations. (1) Clean, {2) Clean+ (4)
the final acceleration gross weight must be deter-
AIM-9B sidewinder missiles, (3) Clean+ (2) 450
mined so that the maximum acceleration Mach
gallon tanks + ( 4) AIM-9B sidewinder missiles, ( 4)
number can be read from the Maximum Thrust
Clean+ (2) pylons+ adapters for sidewinders, and
Combat Allowance Chart.
(5) Clean+ (2) 450 gallon tanks. Fuel used, dis-
tance covered and time elapsed can be read for a
Examples I and 11 show the procedure for reading
maximum thrust level flight acceleration for any
these acceleration Charts according to the following
combination of altitude, weight, Mach number and
general pattern:
ambient temperature conditions. In addition, maxi-
mum acceleration Mach number for standard day
1. Determine entry gross weight.
conditions is shown.
Use: 2. Find fuel used during the acceleration.

To obtain fuel, distance and time to accelerate at
a constant altitude, an entry gross weight for a set
of initial conditions must be read from the fuel
chart. Once entry gross weight has been determined
fuel, distance and time can be read from these
charts as described in Examples 1 and II. However,
it should be noted that the final speed required may
exceed maximum acceleration conditions for the
aircraft. Therefore, a maximum acceleration Mach
number is read to verify the capability of any de-
sired acceleration. For standard day conditions,
3. Read maximum acceleration Mach number.
4. Find distance covered during the acceleration.
5. Find time elapsed during the ·acceleration.
EXAMPLE I
Conditions: Configuration: Clean+ (4} AIM-9B
sidewinder missiles.
Acceleration Thrust Setting: Maximum

B5A-3

r
T.O. 1F-1050·1
Acceleration Altitude: 30,000 ft
Initial Gross Weight: 38,000 lb
Initial Mach Number: 1 .15
Final Mach Number: 1.40
Ambient Temperature: Standard day
Find: Fuel, distance and time to accelerate.
Sot uti on:
1. Determine entry gross weight for the subject
conditions as follows:
a. Enter Sample Chart, page B5A-2, at accelera-
tion altitude, 30,000 ft, (A) and move hori-
zontally to the initial Mach number, 1.15 (B).
b. Drop vertically to the base line, (C).
c. From (C) draw a line parallel to the guide
line until the initial gross weight line
(38,000 lb) is intersected at (D).
d. Follow a horizontal path from (D) back to
entry gros..c;; weight scale and read entry gross
weight, 38,800 Jb, (E).
2. From (D) drop vertically to fuel scale and
read fuel, 800 lb, (F).
?. Reenter upper curve at (A) and follow a hori-
zontal path to final Mach number, 1.4, (G).
4. From (G) drop vertically to the base line,.(H).
5. From (H) draw a line parallel to the guide line
stopping at the entry gross weight, 38,800 lb (J).
6. From (J) drop vertically to the fuel scale and
read fuel, 3360 lb (K).
7. Fuel used to accelerate is equal to the difference
between the two fuel readings at (K) and (F)
or (3360- 800- 2560 Jb).
8. At this point check that the final Mach number
does not exceed maximum acceleration Mach
number by the method shown below:
a. Enter Maximum Acceleration Mach Number
Curve at bottom of page B5A-2 at entry
gross weight, 38,800 lb, (L) and move hori-
zontally to the 30,000 ft acceleration alti-
tude line, (M).
b. Drop vertically to Mach scale and read maxi-
mum acceleration Mach number, 1.457 (N).
B5A4
9. To read distance covered, enter Sample Curve,
page B5A-2, at acceleration altitude, 30,000 ft
(A) and move horizontally to initial Mach num-
ber, 1.15 (B).
10. Drop vertically to base line, (C).
11. From (C) draw a line parallel to guide line stop-
ping at entry gross weight, 38,800 lb at (D).
12. From (D) drop vertically to distance scale and
read distance covered, 13 NMj (E).
13. Reenter upper curve at (A) and follow a hori-
zontal path to final Mach number, 1.4 (F).
14. !<'rom (F) drop vertically to the base line, (G).
15. From (G) draw a line parallel to the guide line
stopping at the entry gross weight, 38,800 lb,
(H).
16. From (H) drop vertically to the distance scale
and read distance covered, 66 NMi (J).
17. Distance covered during the acceleration is
equal to the difference between the two dis-
tance readings at (J) and (E) or (66- 13 =
53 NMi.).
18. Time to accelerate is read from Sample Curve,
page B5A-3, u.'ling the same procedure as out-
lined in steps 9 through 17. Time to accelerate
is equal to the difference between the two time
readings at (J) and (E) or (5.8- 1.4 = 4.4 Min).
EXAMPLE II
Conditions: Same as Example I except that Ambient
temperature is 10° C colder than standard day.
Find: Fuel, distance and time to accelerate.
Solution:
1. Proceed as shown in Example I for steps 1
through 7 to determine fuel used for standard
day, 2560 lb.
2. Enter Temperature Curve at standard day fuel
used at 2560 lb, (P) and move up to 0° Devia-
tion from standard day at (R).
3. From (R) proceed parallel to colder guide line
stopping at l0°C temperature deviation, (S).

4. From (S) drop vertically to fuel scale and read
fuel used = 2050 lb (T).
5. To read distance covered proceed as in Exam-
ple 1 from st.ep 9 through 17 and read standard
day distance covered, 53 NMi.
6. Enter Sample curve at standard day distance
covered at (K) and move up to 0° deviation
from standard day at (L).
7. From (L) proceed parallel to guide line stop-
ping at l0°C temperature deviation at (M).
8. From (M) drop vertically to distance scale and
read distance covered = 38 NMi (N).
9. To read time elapsed proceed as in Example I,
step 18 and read standard day time elapsed,
4.4 Min.
10. Enter Sample Curve and proceed as shown in
T.O. 1F·1050-1
steps 6 through 8 and read time elapsed
= 3.2 Min (N).
Note
The approximate maximum acceleration
Mach number can only be read from these
curves for standard day conditions. To
determine the maximum Mach for other
temperature conditions proceed as
follows: ·
1. Read fuel used (step 4).
2. Subtract fuel used from initial gross weight.
(38,000 lb- 2050 lb = 35,950 lb =final
acceleration gross weight.)
3. Enter Maximum Thrust combat allowance
chart, page B9-4 at final gross weight of 35,950
lb and read high speed at 30,000 ft at standard
day -10° C for the Configuration Drag Index.
BSA-5
T.O. lF-1050-1
LEVEL FLIGHT ACCELERATION - MILITARY
THRUST
DESCRIPTION:
Military Thrust acceleration charts are provided for
three configurations 1) Clean aircraft, 2) Clean +
{2) 450 gallon tanks (inboard), and 3) Clean+ cen-
terline 650 gallon tank + (2) 450 gallon tanks (in-
board). Fuel used, distance covered and time elapsed
can be read for Military Thrust level flight accelera-
tion for any combination of altitude, gross weight
and Mach number under standard day conditions,
as well as maxi mum acceleration Mach number.
USE:
Fuel, djstance, and Lime are obtained by the same
method. Fuel is determined in the example below.
It should be noted that the final speed r equired
should be checked against the maximum accelera-
tion Mach number to verify the aircraft's capability
to perform the desired acceleration v.;th Military
Thrust.
EXAMPLE :
Conditions:
Configuration: Clean
Acceleration Thrust Setting: Military
Acceleration Altitude: 10,000 ft
Initial Gross Weight: 40,000 lb
Initial Mach Number: 0.65
Final Mach Number: 0.95
Find: Fuel, distance, and time to accelerate.
Solution:
1. Determine that the final Mach number does
not exceed the maximum acceleration Mach
number. Enter the Maximum Acceleration
Mach Number Curve at the top left of page
B5A-7A at the initial gross weight, 40,000 lb.
B5A.S
(A} move horizontally to the 10,000 ft
acceleration altitude tine, (B) and drop
vertically to the Mach No. scale to read
maximum accleration Mach number
=0 .961, (C). Since the required !"mal Mach
numbers (0.95) is within the aircraft's Mili-
tary Thrust Acceleration capability, continue.
2. Find fuel used:
(a) Enter Sample Chart, top left on page
B5A-7, at acceleration altitude 10,000
ft, (D) ; move horizontally to the initial
Mach number = 0.65, (E) and drop
vertically to the base line. (F).
(b) From (F) draw a line parallel to the guide
line until the initial gross weight is inter-
sected at (G), drop vertically t.o the fuel
scaJe and read fuel = 47 lb, (H).
{c) Re-enter chart at (D) and follow a hori-
wntal path to final Mach number= 0.95,
(J) drop vertically to the baseline, (K).
Draw a line parallel to the guide line
until the initial gross weight is inter-
sected at (L) and drop vertically to the
fuel scale to read fuel = 408 lb, (M).
(d) Fuel used to accelerate is equal to the
difference between the two fuel readings
(M) and (H), or (408- 73- 335 Jb).
3. Distance covered and time elapsed during
the acceleration are obtained by using the
same proced ure as outl.ined in steps 2a
through 2d. The distance and time sample
charts are found on page B5A-7. The time
to accelerate is equal to the difference be-
tween (M') and (H') o r (206 - 0.40) =
1.66 min . T he distance covered in the
acceleration is equal to the difference be-
tween (M") and (H"), or (17.10- 2.60) =
14.50 NMi.
l
") ) )
INITIAL GROSS WEIGHT INITIAL GROSS WEIGHT
ALTITUDE-1000 FT

-
-1000 Ll -1000 Ll

Ii r
c
•
h~
Ill
1 -
...
,,.n
~
~

f! b.-:- .x===---
~ ~.
or;;
,.0)o~0..... c .. liiH ~.....% > I I r. >/bf /~-......-1 II
0 z-

~~
Q ;~---+----~---i
z
c
I•
E]
-
INITIAL GROSS WEIGHT

II=
-1000 LIS

*' -
ALTITUDE-1000 FT

-... -
~
..
INITIAL GROSS WEIGHT
-1000 Ll

- ALTITUDE-1000 PT

- - -
c o .,. I I l7.c l
~
~ -- 7.
::t
~ Q ;:

~s
"'I
~
I
; ~=I
~
ill •
e
l1
r~4 -J .. .....,.... --J, ..--- ~ ....- "
, I
-4

~I X;f
A r{ 1 r =::J I ! :::11,~- \ I
...,...
b
I

S!
5l
)>

" ~
..
'i'
 l\(>. 1F-105D-1

30

§
-

~=J~-=~:·1
~+-',....--...--·~_~:::.Lt... -j
~:+--+-~-+.-.~.--~~~.,..,.;::;,..,._---"'k,-c~"t--=----=~-==-....,.oc---=::: ~.;::,+-:::-----t----1 =i~i=:~~
.......

35

45

u· 1.8 2.0 2.2

!•_I! ' . MAXi~UM ACCELERATION MACH NUMBER STD. DAY
.r .1

Figure 85A-1 (Sheet 1 of 3)

B5A-8
 T.O. 1F-105D- 1

MAXIMUM THRUST ACCELERAnON- DISTANCE

CLEAN
fFl
~
model:
engin•~
fuel 91ade:
F-105f
J75·P- 19W
JP-4
luel denaily: 6 .S lii/GAL
data dale: 1 JULY 1964
clara ba•la: FliGHT TIST
This chart cannot be adjusted by drag number since it
is not in Confi'guration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by (947]. will result in optimistic values
for acceleration time, fuel and mnimum acceleration
Mach number .

....
....

1- 30
X
C)
;:i;
~~~~~ ... 35
"'o
~8
«-
C) I 40
>-
Ill:

z1- 45
"'

1-
~zu 0
"' 0
2 iii
..~=
z•::t
oot-
I 5
10
1=..:4(
• • at 15
-0~
>z~ 1-
2t
~~"'
., .... 0 50 150 200 250 300 350
DISTANCE - NAUTICAL MILES

Figure 85A-1 (Sheet 2 of 3)

BSA-9

r
T.O. 1F-1050-1

model: F-105f MAXIMUM tHRUST ACCB.Bl.A110H -TIME

DS-P-19W C1£AN
lvel grode: JP-4
luel density: 6.5 LB/ GAL
doto dote: 1 JULY 1964
data &a sis: FliGHT TEST

Tbis cUt tniOI be ad"jllSted by the .... sia

it is oot it ~ Inc lldtl fniL .De
eolt.sdllrlfilftlle~ .... - .
sap!~( to noifUill by 19471 llil , . it
qJiiBisiE nmes lor IIXdlnlioll tille, fud md
maxii1un accetel11ion lladJ ......
- ~~~r-~~~.--..----.----~-.----~~----~~~~------~~----~~

TlME-MINUTES

Figure 85A-1 (Sheet 3 of 3)

BSA-10
 T.O. 1F- 105D- 1

MAXIMUM 111RUSI ACCflfR&TION - FUB

Cl£AN +
(2) 450 GAL TANKS

ll rT"IrT""rr"1r-t""""'"I'T--r--,.T--r---r--..::-

......

.....
0
;::)

...ct=

...:z:
e
iii
~
VI
....
28
c-
~1
•....z
1&1

...
~2~
0~ I
.... ~Ill
zc~
5
•
001- 11
-•C
"'"c•
c 0 111 15
>za.
.... c~
Q,_lll
., .... I

....
:z:
l5 ...
c
iii
~
., ... . 41

2§
c.- 45
~I
•...z ._._,.__.-
I
!
1&1 5I
1J 1.1 1.2 1.3
MAXIMUM ACCELERAnON MACH NUMBEI- STANDARD DAY

Figure 85A·2 (Sheet 1 of 3)

BSA-11
T.O. 1F-1050- 1

model: F-105f
engine:
MAXIMUM THRUST ACCELERATION
J75·1'·19W
fu.l gtode: JP-4
DISTANCE
fwl den•ily: 6.5 La/GAL CLEAN + 121 450 GAL TANKS
dolo dole: 1 JULY 1964
FUGHT TUT
This ch.'lrt cannot be adjusted by drag number since it
is not in Configuration Drag Index formal The use of
this ch.'lrt for the configuration shown, subsequent to
modification by 1947}, will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.
,..---~~rT-rTT-,-.~---~------~~--.---~~----, ·· ~--~=J~.z!~~------r~---~------r-----,
31 '"

....
"" 20
§
w
0
....
::')

...
j:
1D
•

D 0
-
g:

.... 35
X
C)
w
~~~~ ... 48

~§
« ...
"•
>-
....
Ill:
45

z 50
""

DISTANCE -NAUTICAL MILES

l
,I

Figure 85A-2 (Sheet 2 of 3)

BSA-12
 T.O. 1F-105D-1

MAXIMUM THRUST ACCELIRAnON

TIM£ engine: J7.S-P·19W
CLEAN + (21 450 GAL TANKS
fw/ density: 6. 5 li/GAl
dolo dote: 1 JUlY 1964
data loa
;.;..J":'.,-..;.,~U;.;G;,;;HT
.;._:..;T~
ES..;Y
This clu!rt cannot be adjusted by drag number since It
is not in Configuration Drag Index formal The use of
this chart for the configuration shown, subsequent to
modification by [9471 will result in optimistic values
for acceleration lime, fuel and maximum acceleration
Mach number.

....
~
. :_J' :..
i

~
20
§
IU
Q
....
::::)
..
...;:::
~ 11
___,
j

·I ···•·-~=-
···t-····-. 1·
•· ··t--··..
I

'I
-1 I
0

....t
~zu
IU O
0
2iiil
W..~IU
5
zoeC~
-ace 10
OOI-

c~-..:-
0 w 15
>za..
IU<C(~
o...,w 20
~~-
0 2
TIME - MINUTES

Figure B5A-2 (Sheet 3 of 3)

B5A-13
 T.O. 1F- 105D- 1

MAXIMUM THRUST ACCELERATION

DISTANCE
CLEAN + 141 AIM - ~ J SIDEWINDERS
40 ~--~---r--~----~~~~-r---.----T---.---~----------~---

3D'
. . i
This chart cannot be adjusted by drag number since it 1
Is not in Configuration Drag Index format. The use of .
.... - -+ this chart for the configuration shown, subsequent to J
""'
0
modification by (947], will result in optimistic values t
for acceleration time, fuel and maximum acceleration 1
8 Mach number. -l
I
20
11.1
0
....
::I
i=
.....
<
10

TEMPERATURE LEGEND·:
- - · HOnER
- - - COLDER
I

OISTANCE - NAUTICAL MILES

Figure 85A-3 (Sheet 2 of 3)

BSA-15
T.O. 1F- 105D- 1

model: F-1 05F fuel density: 6.5 LB/GAL

engine: J75-P-19W
MAXIMUM THRUST ACCELERATION
data dote: 1 JULY 1964
fuel grade: JP-4
TIME
CLEAN + (4) AIM - 98 SIDEWINDERS
dfllo IHiala: fLIGHT TEST

30 j !
- i t

....... . · r This chart cannot be adjusted by drag number since it

: ·1 is not in Configuration Drag Index format. The use of
0 -···· '"1 this chart tor the configuration shown, subsequent to
··~-··-~-;.::::T modification by [947], will result in optimistic values
8 •---1 for acceleration time, fuel and maximum acceleration
___ ; Mach number.
~-t
Ill 20
Q
..._,
:::;)

~
c(

10 ! ~
- ··--r
.._ .. -i--
4-i ----i---

~~
"I ~··-.... •

.._ •.....;............... ·-·..··A--i....,....

,.. ---····
- t ;-+
G'

·--~--+-
;.... ·-1-··oO•·•·-
...
% 3D
, ..-t···•-T""1····•····r·•..
·•··~·i-···1· t .........
C)
Ill
-·---t· ;·
-~·
~ca
_,
II\
35
. -:·-t- .
........,.......- ••...1...~......-·.....!....
·~-r
·---t-J;
l
- - - t !OTTER
28
<!) ......
I 4 _,., ..,.....f....,.
. . _,.+-·
----r-----
• - j__
+ .{ 1. ·········•·-·•

- - -COLDER
I
40
...>-z
lilt

Ill

45

... u
~Z o
o!:!::!1 0
~~~tal
.... ~~~~ 5
zcC~~~t

~~~- ~,
oc2
-Illite(
... c(llllt ... .... ; .. ,
!!ow .-.-f·-4- .__
>zo.. -+--·-·
c"'cC~
... ~~.~
l

11\ ...
10 15 20 25 30
TIME - MINUTES

Figure B,5A-3 (Sheet 3 o f 3)

85A-16
 T.O. 1 F-1 050- 1

MAXIMUM THRUST -----t- -

ACCELERAnON FUEL ,t
CLEAN + 121 450 GAL TANKS ·+· ·
+ 141 AIM - 98 SIDEWINDERS20H-+-H--+-+--+-~-~~-+--_,...-+---I-"--_.....-...;......,.-+---...,li-'-·---4
T
l
4
..........;-.!.-·t-····-·--
1'
model: F·1 05F UA
0
t ~
.
,j
!

engine: J75-P-1 9W ;:::)

fuel grade: JP-4
.... This chart cannot be adjusted by drag number since it
i=
_,
fuel dentlty: 6 .5 LB/GAL
~
data dale: 1 JULY 1964
data batltz FLIGHT TEST

D
INITIAL GROSS WEIGHT LINES - -
(a) 35000 LB (e) 43000 LB
(b) 37000 LB (0 45000 LB
(c) 39000 LB (g) 47000 LB
(d) 41000 LB (h) 49000 LB
-l -j -
t .

~8
Oo
at ...
~,
>
at
....
z
UA

D rr~~~~~~~~r?~--~--~~~~~~~--~---;

5
10
15

• •. i -.:~

~. . r.J'"j't~:~:
45 t -.....,.....-+'

··t
-···
~ ~--~--~-A--~~~--~---4-----~--~----~-----~----4
0.95 1.00 1.10 1.15
MAX. ACCELERATION MACH NO. - STANDARD DAY

Figure B5A-4 (Sheet 1 of 3)

BSA-17
T.O. 1F-105D-1

model: F-1 05F MAXIMUM THRUST ACCELERA nON

engine: J75-P-19W DISTANCE
fuel grade: JP-4
fuel density:
CLEAN+ 121 450 GAL TANKS
6.5 LB/GAL
data date: 1 JULY 1964 + 141 AIM - 98 SIDEWINDERS
data baala: PLIGHT TEST
This chart cannot be adjusted by drag number since it
is not in Configuration Drag Index formal The use of
this chart for the configuration shown, subsequent to
modification by [947). will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

...
II.

§ 20
- '• t~
"'Q
~
t=
_, ~····l·
c( ·-i
10 '

35

45

I
.

_.................+t. ... . . . . . . _.
:

t-
!- ·
f

·-~-·-· ·---·!~-
' t
j
I.
. . l ....... _____
•
.

-·-···----·~
l

l ·:
i TEMPERATURE LEGEND
l

j
!---
--
.
HOnER ·----·-·
COLDER
1 ~

1- 1 :

10

0 20 40 60 80
DISTANCE- NAUTICAL MILES

Figure 85A-4 (Sheet 2 of 3)

BSA-18
 T.O. 1F-1050-1

MAXIMUM THRUST ACCELERATION F-1 OSF

TIME engine: J75-P-19W
CLEAN + 12) 450 GAL TANKS fuel grade: JP-4
+ (4) AIM - 98 SIDEWINDERS fuel density:
dolo dote:
6.5 LB/GAL
1 JULY 1964
FUGHT TEST
This chart cannot be adjusted by drag number since it
is not in Configuration Drag Index format. The use of
this chart for the confi~uration shown, subsequent to
modification by [947], w1ll result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

I.U
c
...
::J

•~ to ~~+-~--,~~----~---~~--~~---~~~-4------4-----4-----4

.D ooo
~~gg

35
...
:z:
<'IIIIi 40
>w ....
~~§
z"' 45
"'"'-
OJ
ac

" 50
•··i: 1.; i ··-;...:. "··t l1.
••..,. I
TEMPERATURE LEGEND
- .:.....--1
- - HOnER

0 ~--r"--~-r--~~~k-~~~---,~~~~~~~---4r----~----~

2 4 6 B 10
TIME - MINUTES

Figure 85A-4 (Sheet" 3 of 3)

BSA-19
T.O. 1F-105D-1

~ data date: 1 JULY 1964

·j _ data k•l•: · FUGHT TEST
lO~H+~~~~~=-~~~~~~~=-+-~+---~~+===+===~~ .-.. ·• I
This chart cannot be adjusted by drag number since it
is not in Configu11tion Drag Index formal The use of
this chart for the configuration shown, subsequent to
modification by (947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

....
::1:
C)
w
~~~~~
....
II)
11)0
28
C) ...
I
>-
«
....
zw

....
zu
~~ 0
o«~w
1111 1 0
... <«
zo~
0«< 10
-<«
... ow
~zA.
><~
w..,.w
o., ....

....
::1:
C)•
w
~~~~~ ... 40
~§
C) ...
I
«>-
....
zw

1.0 11 1.6 1.8 2.0 2.2

MAXIMUM ACCELERATION MACH NUMBER- STANDARD DAY

Figure 85A·5 (Sheet 1 of 3)

B5A·20
 T.O. 1F-105D-1

MAXIMUM THRUST ACCELERATION ::M:.:o::.:d•:.:.:I'~---..:.F-:.:l:,::O::.:.,SF fuel denoity: 6.5 LI/GAL

.:•::.!ng!.::in::.:•~: _ __.:.:J7~S:;.:·P_
- 1:..,:9:..:;:W dolo dote: 1 JULY 1964
DISTANCE
CLEAN + 121 PYLONS + ADAPTERS .:.;fue:.:.:..:lfl~'";;;d;.::e~
: _ _ __.:.;.JP.....;-4 doto baal1: PLIGHT TEST
FOR SIDE~INDERS INO MISSILES) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
This chart cannot be adjusted by drag nurrter since it ·
• is not in Configuration Drag Index foriTUII. The use of -
this chart for the conficuration shown, subsequent to
., modification by (947), Will result in optimistic values
for acceleration time, fuel and maximum acceleration •
I Mach number.

w
0
::l
.....
s
4(

11
- ·--l
-=-- ___;_~d ~-j

=i

TEMPERATURE UGEND
- - ·. HOnER
I ---- COLDER

50 100 150 200 250 300 350

MAXIMUM ACCELERATION MACH NUMBER - STANDARD DAY

Figure B5A-5 (Sheet 2 of 3)

B5A·21
T.O. 1 F-1050- 1

w
0
::I
!::
...<
~

~ 30
%
c:>
iii
~Ill
... 35
"'
28
c:>- 40
I
>-
«
~
z
w
45

~
Zu
~!:!! O 0
o«~w
111
1
&&.<a: 5
zo~
0«<
-<·
~ow
~zA. 15
~<~
~w
OVI~
0 2 4 6 8 10 12 14
TIME- MINUTES

Figure 85A-5 (Sheet 3 of 3)

B5A-22
 T.O. 1F- 105D-1

MILITARY THRUST ACCELERATION _M...;o...;d...;e...;l:_ _ _ _ _.;. F·.. ;1.. ;:0:.:S.;. F fuel density: 6 .5 LB/GAL
FUEL e_"9:;.'- ·n_e_:-:----J;..7...;S...;·.;..P_·1....;9....;W;.;. dolo dote: 1 JULY 1964
7
CLEAN .;.fu.;...e;.;l...:g:.;.r;;,od;;,e:.;:....;__ _ _ _J:.;P~-.::4 data baals: FLIGHT TEST

3o ~~~r~~~~~-----~--~-----~----r---~----~~~
· ·r,i This chart cannot be ·adjusted by drag number since it
is not in Configuration Drag Index format. The use of
r this chart for the configuration shown, subsequent to
.....:...•..•....L modification by [947], will result in optimistic values
:. ... · j for acceleration time, fuel and maximum acceleration
~ Mach number.

~.!
g
-""
0
::l
I-
t=
_,
c(
I 1
.l ''':" '''''''''•-··•··
! .i.,
-~-
... ±t -.-·-i

- ·=·1 .•
'
;
: --
--- ··r--·-··
j_

--~'
'
····--·-·- --~---f··-+---~----. . . ~-t---~ .._..............{ ......._,..._.., ,

- .. * ·:-=··t .
f: t-
I
·!-··~ ...

0
....-.. ~ ., c
,.j...L.
, L.:,:::t ~-· -'
..
··-····~--- !.-·-i--1···~-~- ........... ....,.,"'"'.-i..··~-···-1--· ..·-···
F- t. +
I• 1-

·•
1- 30
t
~~~~~+-~~--~~~~~~~-r-~~~~~~---~
:X:
C) ··+--.....;.t-···
iii
~ ·I
~
~
I i t

_,
110 35 .,...M,..- . .. - . .: . - . -..-
I
........,....,._..........- -

_,_1 .
"' 0
0"' BASE LINE
Clll:
C) 8
_,
c(
j:
-I

1-
:X:
~
""
~
_,
110
"'
"'
0
Clll: g
C)
_,
c(
-I
40
l
j:
~
== ~~~] .-~·
...........
+ •
· -· .j..
·~

l
,..

·---····-···--~---··--···
I
45 ~-·-V.··-··--··-·
~ ..-··•·-· j ..
i '
·r • I
'
0.94 0.96 0.98
MAXIMUM ACCELERATION MACH NUMBER-STANDARD DAY

Figure 85A-6 (Sheet 1 of 3)

BSA-23
T.O. 1 F-1050-1

Model: F-1 05F

MILITARY THRUST ACCELERATION
engine: J75-P-19W
fuel grade: JP-4 DISTANCE
fuel density: 6 .5 LB/ GAL CLEAN
data dote: 1 JULY 1964
data balls: FLIGHT TEST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by [947], will result in optimistic values
for acceleration time, fuel and m~imum acceleration
Mach number.

10

....ID
35
I~ff~~~
· : BASE LINE ---•·~'!
...1.. ~- -~·~·,···+···~-··~-,.~~:~~;~·· ~

45

0 5 10 15 20 25
DISTANCE- NAUTICAL MILES

Figure B5A -6 (Sheet 2 of 3)

,BSA-24
 T.O. 1F-105D-1

MILITARY THRUST ACCELERATION Model: F-105F

TIME engine: J75-P·19W
CLEAN fuel grade: JP-4
fuel densily: 6.5 LB/GAL
dolo dale: 1 JULY 1964
data basiSl fLIGHT fliT

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

... 20
""
§ - +···· ·l·i
.
-
1&1
Q
I
1··· · ··•··

...
;:::)

j:::
·_:-~

~ 10
<
·-·1

CD
~

: .• ·I

> ~I ...... -i~-·-· .

• 4

0 0.5 1.0 1.5 2.0 2.5

TIME-MINUTES

Figure 85A-6 (Sheet 3 of 3)

B5A-25
T.0. 1F-105D-1

Z;, ~;.:"~: ~: ;. ;:·~. :.d~ .~,-~--=~-_:J~ 7~: . s;-~ ~-j~ ~: :s~-= -~d"~:~'!'. .a:~.~:d:_~~-:t-~·_:~:_~t~' -=~1:_ru.,~J.6·~--~~~a~~_G~9:~_;_-t---,....,.---....-L~J MIU:::N:R~:,T4:::::~=~
30
:·::~=+~:T-~~:· t·· · f ; : I-·•Thi;·"~·h~rt·-;~~~~t"t~ 1~di·~;t:d 1b·y ·d~;t~u~b!r ;~~~·k·
- "·· ,...,., /-+ -;---- ..J · •· · ' ! is not in Configuration Drag Index format. The use of ·
, . ·T . ' " t· this chart for the configuration shown, subsequent to ·
·~r=~= · . - ~=::::::::::t'""r·;··~- .....,_ -,....,.....,..-:T modification by [947], will result in optimistic values .
· · t ·~ ~ for acceleration time, fuel and maximum acceleration .
~- · "': l Mach number.
t ·t... ; ..
20 ~~~r-~~~~~~~~~~~~--4~~~--~~--~~~~~
-f -..,...... i
:.... --~-:~ ......_.__, .............1,_ ......, ...
...~...i-..~ .......-.

-
IU
I
0
~
t=
~
oC

lit
lit~
as
Oo
Gl:8
"-1 J~

-·-·- -·~-·-·L····--~200...... --.. ...···-:i-------. ....--.... ..400. ·+···. ·t.- ~-+

so .0.. ! ; '
. .. ,;. •
: J.:~~~----L~-=~=
~ 600
""'":· .. ····+ - ........ -
l;
. . ..

-: .;
• t-_.•.
· ! . ._
...... , .
45 .... .. ......: -r!....r. . .:-........._ ......
...4·..

.,;. ··-··:··-~ ~ '1 . • ~

l
'" · t
··+

MAXIMUM ACCELERATION MACH NUMBER-STANDARD DAY

Figure 85A-7 (Sheet 1 of 3)

BSA-26
 T.O. 1F- 1050-1

MILITARY THRUST ACCELERATION Model: f- 105F

DISTANCE engine: J75-P-19W
CLEAN + C2l 450 GAL TANKS
fuel grode:
fuel density :
JP-4
6.5 L8/GAL
dota date: 1 JULY 1964
data ba•la: fUGHT TEST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by [947], will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

i
--r-
'---·l----
t =t=~·
20 ~--~~~~4-~~~~--~--~~-t---t-t-i--~,~~

·--·----j--:~-=-­
• • I •
I
---·--·~------1
I
I
~·1·· . . t-~ l :·"I
· --r-~
~1
t
1"-
t

...
:I:
35
~
1&1
~ 40
lit
lit
...
110

0
Gl!
8
...-c -I
C)
45
i=
~ 50
0 5 10 15 20 25
DISTANCE-NAUTICAL MILES

Figure 85A-7 (Sheet 2 of 3)

B5A-27
T.O. 1 F-1050 -1

MILITARY THRUST ACCEI.ERAnOPt

Model: F-1 OSF
engine: J75-P-19W TIME
fuel grade: JP-4 CLEAN + 121 450 GAL TANKS
fuel d ensity: 6 .5 LB/GAL
dora dote: 1 JULY 1964
doto loada: FUGHT ttST

This chart cannot be adju.sted by drag number since it

is not in Configuration Dug Index format. The use of
this chart for the confi(uration shown, subsequent to
modification by [947), Will result in optimistic values
for acceleration time, fuel and maximum acceleration
Mach number.

TIME-MINUTES

Figure 85A-7 (Sheet 3 of 3)

B5A-28
 T.O. 1F-105D-1

MILITARY THRUST ACCELERATION - FUEL

[I]
Model: F-105F fuel densily: 6.5 LB/GAL
CLEAN + CENTERLINE 650 GAL engine: J75-P-19W dolo dale: 1 JULY 1964
TANK + (2) 450 GAL TANKS fuel grade: JP-4 data bas/a: FUGHT TEST

This chart cannot be adjusted by drag number since it ·--t-~-1"--.......;~--........r-~~........."r---·"""1'~---r----r----~-----t

is not in Configuration Drag Index format. The use of ·· -J •· ··-r .. .. ',.
•· 1
this chart for the configuration shown, subsequent to • r ····- ,. ' ·'
r---T·-- -·
modification by £947], will result in optimistic values r r-· ~.
fMor acceleration time, fuel and maximum acceleJ~l~Q!L.::tJ.:·;.·-_·. ···}···
ach number · .L "l
t ·-·-·· ..!
·i
·r

-
IU
I
.... ··-+
c
...i=
~

....
c(

,;,_j·~·i ..L. ....

... . -lt-··~·~-----·· ~::.:_1-~ . .

··- · .L........;....

·t··+ T .. + -.- - ~

t 1-• -·"

i . '
......~ ••.. 1

...
:X:
35
: .. ... • '

C)
iii
:t 40
~~teD
~~t...l

Oo
S8
....
~
.....
-
I
45.

35

45
- f·

MAXIMUM ACCELERATION MACH NUMBER-STANDARD DAY

Figure 85A-8 (Sheet 1 of 3)

BSA-29

r- -
T.O. 1F-105D-1

Model: F- 10 5F
engine :
MILITARY THRUST ACCELERATION
J75-P- 19W
f uel grode: JP-4 DISTANCE
fuel density: 6.5 LB/GAL
dolo dole: 1 JULY 1964 CLEAN + CENTERLINE 650 GAL
data b asis: FUGHT TEST TANK + !21 450 GAL TANKS

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by [947], will result in. optimistic val~es
for acceleration time, fuel and max1mum acceleration
Mach number.

I
I
• I

...
:z:
£!
.....
~
40
"' ...
"'IIIII

...~8...I
~
45
t:
~ 50
0 to 20

DISTANCE-NAUTICAL MILES

Figure 85A -8 (Sheet 2 of 3)

BSA-30
 T.O. 1F-1050-1
Part SA-Acceleration
MILITARY THRUST ACCELERATION Model: F-105f
TIME engine: J75-P-19W
fuel grode: JP-4
CLEAN + CENTERLINE 650 GAL fuel density: 6 .5 lB/ GAl
TANK + 121 450 GAL TANKS dolo dote: 1 JULY 1964
data ba~la: FLIGHT TEST

This chart cannot be adjusted by drag number since it

is not in Configuration Drag Index format. The use of
this chart for the configuration shown, subsequent to
modification by (947], will result in optimistic values
for acceleratior. time, fuel and maximum acceleration
Mach number.

....u.
~~
0
8
-
u.s
Q
I
;:::)
....
j:::
~
<C

.·::~~~+-H--~~:.~;-·--.
...... ... . ·1·--i- i·····. .--- ~·· -
· ······-· ;-· ···o·-~·-•
···•-··· ~-
"•t····, '""i
~I--+~
..,ji I

35

.,
lltiD
.....

~8
-
;(I
E
45

~
2 3 4 5
TIME-MINUTES

Figure 85A-8 (Sheet 3 of 3)

BSA-31/(BSA-32 blank)
 ·r.o. 1F-105D-1

PART 6 AIR REFUELING

TABLE OF CONTENTS

Air Refueling Charts. . . . . • • • • • • • • • • 0 • • • • • • 0 86·1, 8~2

Formating Speeds i3nd Altitudes . 8~6

Receiver Fuel Consumption 0 • • • • • • • • • 0 • 0 • • • • • • •

8~7

Fuel Transfer Time . . . 8~9

AIR REFUELING CHARTS: KC-135A/F-105D EXAMPLE:

Refueling data is provided in three charts: maxi-
mum formating speeds and altitudes, r eceiver fuel
consumption, and transfer time during air refueling.
The maximum formating chart is based on there-
ceiver operating at Military Thrust at maximum
gross weight (full-up condition) and the tanker at
Maximum-Continuous Thrust. This chart can be
read for any receiver weight and configuration,
for any tanker weight, and for ambient tempera-
tures from Standard Day conditions to l5°C
hotter than standard.
Determine formating altitude and speed, receiver
fuel flow and transfer time to refuel the F-105 air-
craft from the KC-135A under the following
conditions:
Receiver Configuration: Clean+ (2) 450 gal
tanks+ (4) M-117 750 lb bombs, centerline
Receiver Gross Weight: Prior to refueling:
40 ,000 lb
Receiver Gross Weight: After refueling 47 ,000 lb

The fuel flow of the receiver while in the refueling Tanker Gross Weight : 200,000 lb
position is available from the fuel consumption
chart for any combination of refueling altitude, For mating Speed and Altitude
speed, receiver weight and configuration, tanker
weight and ambient temperature . 1. Ambient Temperature: Standard Day

The transfer time chart provides data on maximum a. Determine Configuration Drag Index by
transfer rates and the relation between net trans- adding the Store Drag numbers from figure
fer rates, transfer time and total fuel transferred. Al-5 :

86-1
T.0 . 1f·1050-1

SAMPLE CHART
Not to be used for
Flight Planning

RECEIVER FUEL CONSUMPTION

30 48 H 5I &II 101 200 301

RECEIVER GROSS WEIGHT TANKER GROSS WEIGHT
- 1000 LB -1000 LB

86-2
 T.O. 1 F-1050-1
Part 6-Air Refueling
F-105F/KC-135A INFLIGHT REFUELING
RECEIVER FUEL CONSUMPTION
SAMPLE CHART 400
Not to be used for
Flight Planning

FUEL TRANSFER nM£

~~
MAXIMUM FUEL TRANSFER RATES ~ 20 . - - - - . . - - - - ,-r"";..,""r--7'7'""')"'T""-r-"- " 7 r --"'"71

RECEIVER FUEL CONFIGURATION

TRANSFER RATE: LB/MIN~

NO BOMB BAY TANK WITH BOMB BAY TANK

8
0 15~--~~~~~~~
NO EXTERNAL FUEl TANK 3380 4160 w
CENTERLINE FUSELAGE TANK ONLY 111::
4290 5135 111::
w
TWO WING - PYLON TANKS ONLY
TWO WING - PYLON TANKS PLUS
4615

4940
5330
z
u..

<
10 r--~T,M~T-*

FUSELAGE TANK 5525 111::

....
....w
•ASSUMING CONSTANT 55 PSI AT NOZZLE. ;::)
ESTIMATED NET TRANSFER RATE=MAXIMUM FUEL TRANSFER RATE (ABOVE) u..
- RECEIVER FUEL FlOW (LB/MIN) ....
<
....
....0 o, c 2 4 6 8 10
FUEL TRANSFER TIME- MIN

1-
r.o. 1F-105D-1
Store
Store Location Drag
NO.
450 gal tank Right inb'd 14
450 gal tank Left inb'd 14
(4) M-117 bombs Centerline 52
Configuration Drag Index = 80
b. Enter sample chart, top of page B6-2, at
Configuration Drag Index= 80, (A) and
move horizontally to the Receiver Gross
Weight= 47,000 lb line, (B).
c. Drop down to the Tanker Gross Weight =
200 ,000 lb line (C), and then horizontally
to the altitude scale to read the formating
altitude = 23,000 ft. (D).
d. From (D), continue horizontally to the
200,000 lb tanker weight line, (E), and
move up to the Mach number scale to read
formating speed = 0.835 Mach number, (F).
2. Ambient Temperature: 10°C hotter
a. From (C) move to. the right to the 0° tem-
perature deviation scale , (G) and follow the
guide line until the 10°C temperature devia-
tion vertical is intercepted at (H ). Then
move to the altitude scale (J) and read For-
mating altitude= 19,000 ft.
b. Continue horizontally to the tanker weight
line , (K) and then move up to the 0° tern·
perature deviation scale ,- (L). Follow the
guide line until the 10° temperature devia-
tion line is intercepted at (M) . Move verti-
cally to the Mach number scale (N) and read
formating speed= 0.725 Mach number.
Receiver Fuel Consumption
1. Ambient Temperature: Standard Day
a. Determine Average Receiver Gross Weight
during refuel: Initial gross weight =
40 ,000 lb.
Final Gross Weight= 47.000 lb
Average Gross
Weight = 40,000 + 47 ,000 = 43 •500 lb
2 2 for pressure altitude and Mach number.
86-4
b. Enter sample chart, bottom of page B6-2.
at receiver average gross weight= 43,500,
(A), move to the left to formating altitude =
23,000 ft, (B) and drop to the base line at
(C). Follow the guide lines to the formating
speed = 0.835 Mach number, (D) and then
draw a horizontal line, past the Clean Re-
ceiver Factor Scale.
Note
If receiver configuration is the clean air-
craft, read Clean Receiver Fa ctor, and
skip Step 3. Then, in Step 5, Total Re·
ceiver Factor ·=i Clean Receiver Factor.
c. Reenter chart at the upper Mach Scale at
0.835 Mach number, (E), move across to Con-
figuration Drag Index= 80, (F) drop down
to intersect the line from (D) at (G) and
read total Receiver Factor= 15.4.
d . Reenter sample chart at lower left hand
scale at Average Receiver Gross Weight=
43.500 lb. (H) move up to Mach number
0.835, (J) across to Tanker Gross Weight Base
Line, ( K) , and follow the guide line to
Tanker Gross Weight= 200,000 lb at (L) .
Continue to the right to formating altitude =
23,000 ft (M) and draw a vertical line past
the tanker factor scale.
e. Enter the total receiver factor scale at 15.4,
(N), move to the right to intersect the verti-
cal from (M) and read refueling factor= 17.5
at the intersection, (P).
f. Enter sample chart, top of page B6-3, at re-
fueling factor= 17.5, (Q), move to the left
to formating speed= 0.835 (R), and drop
down to altitude= 23,000 ft, (S).
g. From the Standard Atmosphere Chart, fig-
ure B1-10, the Standard Day Temperature
at 23,000 ft = 30.6°C. Move right from (S)
to -30.6°C, at (T), and up to the Fuel Flow
Scale at (V), to read receiver fuel flow=
7600 lb(hr. Continue up to line at (W) and
to the right to (X) for the conversion to Ib/
min, and read ·receiver fuel flow = 127
lb/min .
2.Ambient Temperature: l0°C hotter than
Standard
The same procedure as in step 1a is followed.
using the formating altitude and speed devel-
oped in Formating Speed and Altitude. step

When Standard Day Temperature is read
from figure Bl-10, add l0°C and then con-
tinue as in step 1.
Transfer Time
1. Enter table on sample chart , bottom of page
B6-3, for Receiver fuel configuration with two
wing-pylon tanks, with Bomb Bay Tank . and
read maximum fuel transfer rate = 5330 lb/min.
Compute net transfer rate = 5330 -127 (Re-
ceiver Fuel Consumption, step lg) = 5203
lb/min.
T.O. lF-1500-1
2. Total fuel transferred = Final Receiver \Yeight
minus Initial Receiver \\'eight= 7000 lb . Enter
the total fuel transferred scale at 7000 lb. (Al
move to the right to net transfer rate = 5203
lb/ min, (B) and drop down to scale at (C) to
read fuel transfer time= 1.35 min .
Note
This chart may also be used to deter-
mine total fuel transferable in a given
time. by entering at the fuel t ransfer
time, to an estimated net transfer
rate and reading total fuel transferred.
86-5
T.O. lF-1050-1

model: KC-13SA Model: F-1 OSF

FORMATING SPEEDS AND ALTITUDE~
engine: JS7-P- S9W & -43WB engine: J 75-P-19W
fuel grade: JP-4 fuel grade:

[£]
JP-4
fuel density: 6.5 LB/GAL fuel density: 6.5 LB/GAL
d olo dole: 1 FEB 1963 dolo dote: 1 JULY 1964
doto basis: FUGHT TEST data ba•la: FLIGHT TEST
thrust: MAX CONTINUOUS thrust: MILITARY

{1)
>< 200
""'0 '
l RECEIVER
.
1-. ·~~
~ (2) GROSS WEIGHT .
;·· .,.
~ L (I) 53000 LB -·---·-r----
<
01:
i
l
(2) 47000 LB f ~

(3) 41000 LB '

0 MACH NUMBER
(4) 35000 LB
z 100 0.4 0.6 0.8; '
0
t=
<
01: 15 j

;,:)
~ .I
~
z
0
v
0

TANKER
I GROSS WEIGHT
Ir.. (a) 100000 LB
(b) 150000 LB
(c) 200000 LB

I (d) 250000 LB
(e) 300000 LB ·

-··+-- i

-·-· ~--1-~·-
I t
i
'- ~

r t r·
~--~--~----~--~--~----~7-~-~~ o ~~--~~--~--~--~
0 5 10 15
TEMPERATURE DEVIATION
FROM STANDARD- ·c
!HOTTER)

Figure86-1
86-6
 T.O. 1F-1050 -1

F-105F/ KC-135A INFLIGHT REFUELING model: F-105F

RECEIVER FUEL CONSUMPTION engine: J75-P- 19W
fuel grade: JP-4
fuel density: 6.5 LB/GAL
dolo dote: 1 JULY 1964
doto bos/s: FLIGHT TEST

....
1:0

g
M 8
t-
::r
~
0 iii
0
N ::
V>
V>
0
1111:
~
1111:
u.a
:lie
z~
....

....
1:0

8
0 t-
It) ::r
C)
iii
~
V>
11'1
00
..., ~
1111:
u.a
>
iii
u
u.a
---o
±---~
lt"l--~ 0
o~-J.~~~--U---~--~~~----L-4---~~~~------J---~--~~~--~ M a::
It) ..., .....

91 OOOl - 1H~I3M SSOl!~ UAI3)3l!

Figure 86-2 (Sheet 1 of 2)

8 6-7
T.O. lF-1050-1

model: F-lOSF fuel density: 6.5 LB/GAL F-1 05F/ KC-135A IN FLIGHT REFUELING
~en~g,~ne~,----~J~7S~-P~-1~9~W 7
da7
ta-d~a,~e,~--~1J~U~LY~1~9M~ RECEIVER FUEL CONSUMPTION
~fu~el~gr~ad~•~'------~JP~4 ~_sl~
_da_ta__ s:--~R~I~G~
HT~T~
6 =T

Figure 86-2 (Sheet 2 of 2)

86-8
 T.O. lF-1050-1

F-.1 05F /KC-135A IN FLIGHT REFUELING model: KC-13SA mode/: f.105F

FUEL TRANSFER TIME engine: JS7-P-59W & -43WB engine: J75-P-19W
fuel grade: JP-4 fuel grade: JP-4
fuel density: 6.5 LB/GAL fuel density: 6.5 LB/GAL
data date: 1 FEB 1963 doto dote: 1 JULY 1964
dofa basis: FLIGHT TEST data basis: FUGHT TEST
thrust: M AX CONTINUOUS thrust: MILITARY

MAXIMUM FUEl TRANSFER RATES

TRANSFER RATE: LB/ MIN*
RECEIVER FUEL CONFIGURATION
NO BOMB BAY TANK WITH BOMB BAY TANK
NO EXTERNAL FUEl TANK 3380 4160
CENTERLINE FUSELAGE TANK ONLY 4290 5135
TWO WING- PYLON TANKS ONLY 4615 5330
TWO WING - PYLON TANKS PLUS FUSELAGE TANK 4940 5525
'ASSUMING CONSTANT 55 PSI AT NOZlLE.
ESTIMATED NET TRANSFER RATE=MAXIMUM FUEL TRANSFER RATE (ABOVE)- RECEIVER FUEL FLOW (lB/ MIN)

ra
_,

10 ~---H~~~~~~~~~~~~~~+--~++~~~~~~~~~

-.h· ~¥-· ·'"- •·:k·+~.f~~~~ Jt;_t·:~~ - ~~~~-~ ~~~~

5 ~--~~~~~~~~~~~~~~~~~~~~~~~~~~--+-~~-
...;... ~. ; -··

:- ..,.
2 6 8 10
FUEL TRANSFER TIME - MIN

Figure 86-3
86-9/(86-10 blank)
 T.O. 1F-1050-1

PART 7 DESCENT

TABLE OF CONTENTS
Descent Information B7-1

Maximum Range Descent Charts . 872,87-5

Combat Descent Chart . . 87·7

Penetration Descent Chart . 87-8

DESCENT INFORMATION.

The Descent Char ts enable the pilot to determine the fuel used, distance covered
and time elapsed in any one of the three types of descent, between any two altitudes,
at any conditions of aircraft weight and configuration. The descent schedules shown
are:

Thrust Speed
Typ• Selli,.g Speed 81'/lkes

Maximum Idle Shown on Chart In

Range
Penetration 88% 300 KCAS Out
Com bet Idle 0.9M or 400 KCAS In
whichever is less

87-1
 .....
...,al !I b
,:.,
....
a-
fC ....
.,,
.
....

8 CftC

~-
...Z:e,.
z
Q
0
c.n
0
.:..

Ill

300
.... t;: t:;: t:: t:;: t;: t;: t;: t:;:

i ll\ \I ~ ~IJ
§ C) g C» g g g g g ca

~r~i iLi I~ w
;:)

_, ~·J
'"'":' I II I I I I I I I... \I "'"
<
~ 30 I I 1. I .I I I ' I I II ~ 0

RECOMMENDED
DESCENT SPEED Z I II I I I 1 1.... ~

=
~

CON FIGURATION
DRAG INDEX

THRUST SETTING: IDLE RPM

SPEED BRAKES: IN

~--l..----1----'-------10
12 14
TIME ELAPSED - MINUTES

) ) ) ) ) ) ) )

EXAMPLE I
Conditions: Configuration: Clean+ (2) Special AIM-
9B Pylons, Outboard
Initial Gross Weight: 34,000 lb
Entry Altitude: 35,000 ft
Final Altitude: Sea Level
Find: Fuel used, distance covered and time elapsed
in a ma.ximum range descent, and the recommend-
ed descent speed.
Solution:
1. Determine the configuration drag index from
Figure .Bl-5 by adding the various store drag
numbers.
Store
Store Location Drag
NO.
(1) Special AIM- Left Inb'd 3 (1) M-117
9B Pylon
(1) Special AIM- Right Outb 'd 3 inb'd store
9B Pylon
Configuration Drag Index = 6 lb Bomb
2. Enter Sample Chart page B7-2 at initial gross
weight= 34,000 lb, (A) and move across to
entry altitude = 35,000 ft, (B). From (B)
drop down to Configuration Drag Index= 6,
(C). Move to the right and read distance cov-
vered = 65 N Mi, (D).
3. Enter Sample Chart page B7-2 at distance
covered in descent = 65 N Mi, (E) and move
to the right to initial gross weight= 34,000
tb, (F).
4. Drop to the time scale and read time elapsed
= 10.4 minutes, (G). Move up from (F) to
the fuel line for all gross weights, (H), move
to the left and read fuel used = 198 lb, (J).
5. To read recommended descent speed, enter
sample chart page B7 -2 at Configuration Drag
Index= 6, (K). Move up to initial gross
weight= 34,000 lb (L), and then to the right
to read recommended calibrated airspeed =
292 knots, (M).
T.O. 1F-105D-1
EXAMPLE II
Condition: Configuration: Clean+ (2) M-117 Bombs
outboard
Initial Gross Weight: 38,000 lb
Entry Altitude: 25,000 ft
Final Altitude: 10,000 ft
Find: Fuel used, distance covered and time elapsed
in a maximum range descent from 25,000 ft to
10,000 ft, and the recommended descent speed.
Solution:
1. Determine the configuration drag index from
the table of Figure B1-5 by adding the various
store drag numbers.
Store
Store Location Drag
NO.
Left outboard, 13
lb Bomb not in presence of
(1) M-117 Right outboard, 13
not in presence of
inb'd store
Configuration Drag lndex = 26
2. Enter sample chart page B7 -2 at initial gross
weight = 38,000 lb, (AA). Move across to en-
try and final altitudes= 25,000 ft, (BB) and
10,000 ft, (CC), respectively. From (BB) and
(CC) drop down to configuration drag index
= 26, at (DD) and (EE) respectively. Move to
the right and read distance covered= 43 N Mi,
(FF) and 16 N Mi, (GG). The difference be-
tween (FF) and (GG) is the actual distance
covered from the entry altitude to final al-
titude. Distance covered= 43 N Mi -16 N Mi
= 27 N Mi.
3. Enter sample chart page B7-2 at distance cov-
ered= 43 N Mi (HH) and 16 N Mi, (JJ). Move
to the right to initial gross weight = 38,000 lb
at ( KK) and (LL). From (KK) and (LL) drop
to the time scale and read time elapsed =
7.1 min, (MM) and 3.0 minutes, (NN).
87-3
T.O. 1F- 105D- 1
Time elapsed from 25,000 ft to 10.000 ft =
(MM)- (NN) = 7.1 minutes- 3.0 min= 4.1
minutes.
4. From (KK) and (LL) move up to l.he fuel line
for all gross weights at (PP) and (QQ}, respec-
tively. Move to the right and read fuel used =
143 lb, (RR) and 7llb, (SS).
NeL fuel used =RR - SS =1 43 lb - 71 lb =
721b.
5. Summary
Distance covered = 27 N M i
'rime Elapsed = 4.1 minutes
87-4
Fuel used= 72lb
6. To read recommended descent speed, enter
sample chart page B7 -2 at configuration drag
index= 26, (TT ), move up to initial gross
weight = 38,000 lb, (UU) and then to the
right to read recommended calibrated airspeed
= 306 knots, (VV).
Note
The penetration descent. (88% RPM
and 300 KCAS) and combat descent
(idle RPM and M = 0.9 or 400 KCAS,
whichever is less) charts are similar
in appearance to the maximum range
descent charts and are used in the
same manner.
 T.O. 1F-1050-1

MAXIMUM RANGE DESCENT model: F- 105F

engine : J75-P- 19W
fuel grode : JP-4
fuel d ensity: 6.5 LB/GAL
dolo date: 1 JULY 1964
data IHI•I•: fUGHT nST

_,
4(
u
i=
;:)
4(
z
I
~--~-+-----+----~~~~~~~~----~~~- ~
•
~
u
w
u
z
:!
lA
0

Figure 87- 1 (Sheet 1 of 2)

87-5
 T.O. 1F-105D-1

.;.;.m;.;o;.;d..:;.e...;I:_ _ _......,~~F~-~1...;0..:;.5-:F fuel density: 6.5 lB/GAl MAXIMUM RANGE DESCENT

_e_ng=-i_n_e_ : ____J_7_S_-_ P-_1_9_W_ data date: 1 JULY 1964
.;.;.fu;.;•;;..l..::g:;_ra;;..d;;..e;.;:_ _ _ ___;J;.;.P_-..;.4 data basis: FUGHT nSf

ca
....
-
0
LU
VI
:;)
....
LU
:;)
1&.

~ ~··t···• •
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Figure 87-1 (Sheet 2 of 2)

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T.O. 1F·1050-1.

.;.;m;.;;od.;;.;.•I.;.;:_ _ _ _ _,;_F-..;1.. ;;0..;;5..;.F fuel dentlty: 6.5 LB/GAl PENETRAnON DESCENT

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-1;..9....;W_ data date: 1 JULY 1964
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FigureBl-3
87-8

PART 8
TABLE OF CONTENTS
Landing Distances . 88-1,88-5, 88-7
Runway Conditions .
Crosswind Landing Chart
LANDING DISTANCE
Separate landing ground roll and total distance to
clear a 50-foot obstacle charts are shown for land-
ings with and without drag chute deployment. These
data are computed for flaps and gear down, speed
brakes open. Effects on landing distances of am-
bient temperature, pressure altitude, aircraft gross
weight, runway wind component, runway gradient
and runway condition reading are shown on the
ground roll charts. Incremental drag for externally
loaded configurations has been accounted for at
various aircraft gross weights. The effect of braking
on a dry runway is shown separately, and total dis-
tance over 50 feet is read against ground roll and
braking effectiveness. Landing speeds at final ap-
proach, 50-foot obstacle and touchdown are pre-
sented as a function of gross weight. The use of
these charts is illustrated below by a sample
problem.
RUNWAY CONDITIONS
In order that pilots might be aware of slippery con-
ditions at terminal airfields, a system of reporting
has been established. First, a teletype sequence
will report conditions as a series of letters to indi-
cate the runway surface condition . The number
portion of this sequence is the Runway Condition
Reading (RCR). Second, Air Traffic Control will
report the information concerning Runway Surface
Condition and Runway Condition Reading for the
benefit of aircraft anticipating a landing. Following
is an explanation of the terms used:
RCR Runway Condition Reading
p Patchy
WR Wet Runway
SLR Slush on Runway
T.O. lf-1050-1
LANDING
88-1
88-1, 88-9
LSR Loose Snow on Runway
PSR Packed Snow on Runway
IR Ice on Run way
CROSSWIND LANDING CHART
The crosswind landing chart defines the conditions.
in terms of wind direction and velocity and aircraft
gross weight, under which it is possible to correct
drift by holding the upwind wing down, through
touchdown, thereby D;laintaining an uncrabbed
approach. Increased touchdown speeds above nor·
mal, shown versus crosswind component and landing
weight, are required to compensate for the loss in
lift due to spoiler deflection . For very high cross-
winds, indicated on the chart by the lightly shaded
area, a combination of crab and upwind wing low
approach is required. If the crosswind component
is greater than 40 knots, the maximum sideslip angle
available is not sufficient to avoid drift at touch.
down , and landing under these conditions is not
recommended. An example to illustrate its use is
given on the crosswind chart.
Sample Problem
1. Determine speeds and distances for landing
with drag chute under the following
conditions:
Gross Weight: 38,000 lb
OAT: 10°C
Pressure Altitude: 4000 ft
Wind Component: 10 knots (headwind )
Runway Gradient: 2% downhill
RCR: 15
Solution:
1. Enter sample ground roll chart (page BB-2)
at 10°C air temperature, (A), move up to
88-1
 T.O. 1F-1050-1

GROUND ROLL LANDING DISTANCE

WITH DRAG CHUTE

NOTE: IF RCR IS NOT AVAILABLE USE:

DRY-23, WET-12, ICY-5.

-20 0 A 20 40 2 3 4 6 7 8 9
AIR TEMPERATURE- •c
~
0
....
II)

0
z
~-20
I
Q
~ HEADWIND
?: -- - TAILWIND

---UPHILL
--DOWNHill

7 8 9
GROUND ROLL-1 000 FT

88-2

r
 T.O. 1F- 105D-1

GROUND ROLL LANDING DISTANCE

WITH DRAG CHUTE

BRAKING BASE LINE

HEAVY 100% ~--~---r---~---r--~--~---,..--"""""T--......,--.--......,

80%
C!)

~ MODERATE 60%1-----t----\---t---~
c(
: 40%

LIGHT 20%':------,t---_,._~---:L-'..__-~-__;:oi!~-----~..,;=-------L..-.....::::...---'-----'=-----.J
0 6 8 9 10
GROUND ROLL- 1000 FT
0
M! CC I
I I
2 I I

~~
I
I (a) RCR = 23 with heavy (100%) braking.
.._ I (b) RCR =15 or RCR = 23 with moderate (60%) braking.
u..
0
0 4 I I (c) RCR = 8 or RCR =23 with light (20%) braking.
~
~
0
....
I
w
u
z
p
6
..,.._ _ --- r- - - - --..:-., N I
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8
-- 1------ - - - ---- " ~~
(a~
DD

.._
0
")~
I'-
10
~1
12
LANDING SPEEDS

SAMPLE CHART
Not to be used for
Flivht Planning

140 ._____.____--.____.........__..___ ___.

25 30 35 R 40 45
GROSS WEIGHT - 1000 LB

88·3
T.O. lf-1050-1
4000 ft pressure altitude line, (B) across to
38,000 lbs gross weight line, (C) and down
to scale to read uncorrected landing ground
roll= 3350 ft, (D) .
2. To correct for wind, runway gradient and
RCR, continue from (D) to wind base line ,
(E) and follow the solid (headwind) guide-
line to 10 knots wind at (F). Drop down to
runway slope base line, (G) and follow the
solid (downhill) guide line to 2% runway
slope at (H). Drop down to RCR base line,
(J) follow guide line to intercept an RCR
of 15 at (K) and move vertically to the
ground scale to read corrected ground
roll= 3800 feet at (L).
3. Enter total distance chart (page B8-3) at
ground roll of 3800 feet, (M) move down
to braking effectiveness line for RCR = 15,
(N}, and across to total distance scale, (P).
Total landing distance over a 50-foot obsta-
cle is 5900 feet at (P). For every additional
50 feet of obstacle clearance height, add
1000 feet to the total landing distance.
4. Enter sample landing speeds chart at 38,000
lb gross weight, (R) move up to (8), (T) and
(U) and across to the speed scale to read
touchdown speed=~ 78 KCAS at (W), 50-
ft obstacle speed= 194 KCAS at (X) and
final approach speed= 210 KCAS at (Y).
5. Determine landing distances for the above
conditions if the RCR = 23 and light (20%)
braking is used.
a. Enter sample ground roll chart (page
BS-2) at RCR base line,·(J) and drop
88-4
down to read ground roll= 3120 ft
at (Z) .
b. Enter sample braking chart at braking
base line (100%) and ground roll= 3210
ft (AA) and follow guide lines to reach
light braking (20%) at (BB). Corrected
ground roll at (BB) is 4920 feet.
c. Enter sample total distance curve at
4920 ft ground roll (CC), down to light
(20%) braking line , (DD) and across to
read total distance over a 50-ft obstacle
= 7000 feet at (EE) .
6. Determine minimum allowable RCR with
drag chute deployed for 7000 feet of avail-
able runway if t he uncorrected ground roll
is 4500 feet.
a. Enter sample ground roll curve at t he
RCR base line and 4500 foot ground
roll, (JJ). Follow the guideline to a
ground roll of 7000 feet (KK) and then
move left to the RCR scale to read
minimum allowable RCR =8 at (LL).
WARNING
I
If the reported RCR is less than the cal-
culated minimum RCR as noted on your
landing data card , you will not be able
to stop on the runway. Divert to an
alternate or take action as necessary;
such ru. prepare for barrier engagement
or reduce weight.
 T.O. 1F-1050-1

GROUND ROLL LANDING DISTANCE model: f...10SF

HEAVY BRAKING engine: J7S-P-19W
WITH DRAG CHUTE fuel grade: JP-4
fuel d ensity: 6.5 LB/ GAL
SPEED BRAKES OPEN doto date: 1 JULY 1964
IDLE THRUST data basis: FLIGHT TEST
HARD SURFACE RUNWAY
LE FlAPS- 100%, TE FLAPS - 100%

NOT£: IF RCR NOT AVAilABLf, USE:

ORY·23, WET·l2, ICY·5

: '

GROUND ROLL - 1000 FT

Figure 88-1 (Sheet 1 of 2)

88-5
T.0 . 1F-1050-1

GROUND ROLL LANDING DISTANCE

20 FT DIAMETER DRAG CHUTE USED

2 3 4 5 6 10
GROUND ROLL- 1000 FT
t:
§
w
_,
u
ca:
1-
"'ca
0 a. RCR = 23 wi1h heavy 000%) Inking.
t: b. RCR ~ 15 or RCR = 23 with rooderate (60%) braking.
~
ca:
Cl:
w
>
0
w 8
u
z
~
0
_,
ca:
1-
0
1-

model: F-10SF
engine: J75-P-19W
fuel grode: JP-4
fuel density: 6.5 LB/ GAL
doto dote: 1 JULY 1964
data baals: FLIGHT TEST

NOTE:
Increase landing grourxl roll by 350 feet for
every lO knot increase over recommended
touchdown speed.

30 35
GROSS WEIGHT- 1000 LB

Figure 88-1 (Sheet 2 of 2)

88-6
 T.0. 1F-105D-1

GROUND ROLL LANDING DISTANCE

NO DRAG CHUTE
[!] model:
engine:
F-105F
J7S-P-19W
fuel grode: JP-4
HEAVY BRAKING fuel d•nlily: 6.5 LB/ GAL
SPEED BRAKES OPEN dolo dale: 1 JULY 1964
IDLE THRUST d ata basis: FLIGHJ JESJ
HARD SURFACE RUNWAY
LE FLAPS-100%; TE FLAPS-100%

NOTE: IF RCR NOT AVAILABLE.

USE DRY-23, WET-12, ICY·S

r- -20-10 0 10 20 30 40 50
AIR TEMPERATURE-·c
5 6 7
GROUND ROLL -1000 FT
8 9

....
D.
o... ....
0 o l--+--+--+-+--.-!--r-+----i--r__,r--cr--k--r--k-~~
~~ 1
~0 2 l--.,--i+-\-,M-4,i-H~o\-+-c'*r-\l-r---\,,..-1r--'):--k-:r.T-?!T.~:-t-->~
z~
~ 3
20 ~--~~~~~~~~~~~~~~~~~~cl----r--~----r---~--~--~
~ 15 1-+-~---+"-

1~~t=i=i=~:t:t~~~~~~~~~~~~~~~~~~~~~~~~~~
3 7

GROUND ROLL-1000 FT

Figure 88-2 (Sheet 1 of 2)

88-7

,---
T.O. 1 F-1050·1

GROUND ROU LANDING DISTANCE

NO DRAG CHUTE USED
H£AVY tm !
z~ ~% ~~~--+-

~ ~~ITOO% ~~~~tt-~--~~--~~~--~
IIIII:
liD
4il%

L~ ~%~~~--~~--~~--~~~~~~--~~--~~~--~~~~~--~~~
3 4 14
0
~
I _J_ ~

- ! :r 1
FrJ! MRY ~~FOOT (J OBSTW ~
HOO!T, AOO UXXl fiD TO TOTAl IANiltht OlSTNICE.-

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a. RCR ~ 23 with heavy nmllnklng.

-
I --......._,
~·
ld
~ -- ..-- -
tr- 1-· •J: 1- - b. RCR = 15 or RCR = 23 with moderate (60%) braking.
c. RCR = 8or RCR = 23 with ng111 (20%) braking.
_,_ ·J±
1- ~

model: F-lOSJl LANDING--~EEDS ~

•ngin•:
lu•l grad•;
J7S--P-19W
JP-4
220
·: ~Jill .~
fuel d•n•i ty; 6.5 LB7GAL
dotodot• ; 1 JULY 1964 • J A ~~
t vV I ~
dato basJ•• fUGHTltST 111 20()
~

iL-~- ~ 7L\~
SPEED BRAKES OPEN v
::.:::
IDLE THRUST I
HARD SURFACE RUNWAY .1 / / ~
,,
j

LE FLAPS - 100%; TE FLAPS- 100%

51 180
w
D.
Ill Ji 111; .k'rr ih k h' -~
p- - ~ ~I ~F± ~ t:~
n
·• 1(.4
NOTE: H j
Increase land mg grourd roll by 600 feel !01

*: . t
i
every 10 linoI lllCrease over recommerded 160 lfr-.1._ ... .. r+
toocblown speed
~
I
+-f---.- =4
..;.;. rt
.
140 ~..:.... .... ~ t . It::::t
I
. ,... ~-H .:F. c-
fl .~
.
25 30 35 40 45
GROSS WEIGHT- 1000 LB

Figure 88-2 (Sheet 2 of 2)

88-8
 T .0 . 1F-1050-1

L fOI' drag chute landing. increase ground roR 350

feet fOI' every IQ.knol irx:rease above normal
toochdown speed.
2. FOI' no drag thut! landing. irw;r~ griMld roll
600 feet fOI' every 10-knol increase aboYe nor·
mal totlchdown speed.

Figure BB-3

88-9/(88-10 blank)
 T.O. 1F- 105D-1

PART 9 COMBAT PERFORMANCE

TA..BLE OF CONTENTS

Combat Allowance Chart . . . . . . . . . . . 89-1

Maximum Level Flight Mach Number - Maximum Thrust 89-5

Maximum Level Flight Mach Number- Military Thrust . 89-7

COMBAT ALLOWANCE
Store
Store Location Drag
EXAMPLE I NO.

(1) 450 gal tank Left inb 'd 14

Conditions: Configuration: Clean+ (2) 450 gal.
tanks (inboard)
(1) 450 gal tank Right inb'd 14

Initial Gross Weight: 44000 lb Configuration Drag Index = 28

Combat Altitude: 30000 ft
Combat Thrust Setting: Military 2. Determine Average Gross Weight
Combat Fuel: 2000 lb
Ambient Temperature: 5°C warmer than Initial Gross Weight = 44000 lb
standard Fuel used in Combat 2000 lb
Final Gross Weight 42000 lb
Average Gross +
Find: Military High Speed and time available for 44000 42000
combat. Weight = · = 43000 lb
2
3. Enter Sample Maximum Level Flight Mach
Solution: Number Chart - Military Thrust, page (B9-2)
at Configuration Drag Index = 28, (A). Move
1. Determine the Configuration Drag Index by to the right and intercept average gross
adding the store drag numbers obtained weight= 43000 lb , (B) and project down to
from figure Bl-5. combat pressure altitude= 30000 ft, (C).

89-1
 T.0. 1F-105D-1
Port 9-Combot Performance

MAXIMUM LEVEL FLIGHT MACH NUMBER

MILITARY THRUST

)(
IU
Q
200
~ /:;::
I;:
0
4( 151
IX
Q

100
:X:
- u
50 -- ---- - -- 0.8 ~
~
;:)
1---I---I----Nl'~---+L-LH__L_-f----'-i-i-+--+---+------i---::::::-t-E::::--r,__ 0.1 ~

.0 \0-....._ 2 .~
DEVIATION FROM ~
STD TEMP oc
I I
--HOnER
-----COLDER

SAMPLE. CHART
Not to be used for
Flight Planning

COMBAT ALLOWANCE CHART

MILITARY THRUST
fEMPERATURE DEVIATION
FROM STANDARD DAY
HOTIER - -
COLDER- - -
IX
~~i-==J~~~=+~~~~~~~~------~---X-15~~~~~----~------~
--~
- -§-v-+-1........;-
~~.....:::f=-----+--------+e:~-----+-------+--- I -10+--+\------\---\-1----lr---'~--+---------i
~
0
_,
----- -
~ Q
-IU-
;:)

""
·l7 0 20
MACH NUMBER TIME - MINUTES

89-2

4. From (C) move to the right to intercept altitude
reflector line at (D), then project upward to
intercept combat pressure altitude = 30000 ft,
(E). Move to the right stopping at the Zero
Deviation from Standard Day, (F).
5. From (F) follow the solid (hotter) guide lines
to 5°C deviation from Standard Day, (G). Move
to the right and read maximum level flight
Mach number = 0.93, (H).
6. Enter Sample Combat Allowance Chart - Mili-
tary Thrust, page (B9-2) at Combat Mach
number= 0.93, (J). Move up to combat pres-
sure altitude= 30000 ft, (K) and move to the
right to Zero Deviation from Standard Day,
(L}.
7. From (L} follow the solid (hotter) guide lines
to 5°C deviation, (M). Then move across to
the 2000 lb fuel used line, (N). Drop to the
time scale and read time available= 18 min,
(P).
If fuel flow is required, read fuel flow scale at
(Q) = 6850 lb/hr.
EXAMPLE II
Conditjons: Configuration: Clean + (2) AGM-12B
Missiles (outboard)
Initial Gross Weight: 38000 lb
Combat Altitude: 15000 ft
Combat Thrust Setting: Military
Combat Time: 5 minutes
Ambient Temperature: 5°C colder than standard
Find: Military Thrust High Speed and fuel required
for combat.
Solution:
1. Determine the Configuration Drag Index by
adding the store drag numbers obtained from
figure B1-5.
Store
Store Location Drag
NO.
(1) AGM-12B Left outb'd 10
(1) AGM-12B Right outb'd 10
Configuration Drag Index = 20
T.O. 1 F-1050-1
2. Estimate Average Gross Weight
Initial Gross Weight = 36000 lb
Estimated Combat Fuel = 1000 lb
Estimated Final Gross Weight = 35000 lb
Estimated Average 36000 + 35000
Gross Weight = 35500 lb
2
3. Enter Sample Maximum Level Flight Mach
Chart - Military Thrust, page (B9-2) at Con-
figuration Drag Index = 20, (AA). Move to the
right and intercept estimated average gross
weight, 35500 lb, (BB) and project down to
Combat pressure altitude= 15000 ft, (CC) .
4. From (CC) move to the right to intercept
altitude reflector line at (DD), then project
upward to intercept combat pressure altitude
= 15000 ft , (EE). Move to the right stopping
at the Zero Deviation from Standard Day , (FF).
5. From (FF) follow the dashed (colder) guide
lines to 5° C deviation from Standard Day, (GG ).
Move to the right and read maximum level
flight Mach Number= 0.962, (HH).
6. Enter Sample Combat Allowance Chart -
Military Thrust, page (B9-2), at Combat Mach
number= 0.962, (JJ). Move up to Combat
press'l.l.l'e altitude= 15000 ft, (KK) . Move to
the right to Zero Deviation from Standard
Day at (LL).
7. From (LL) follow the dashed (colder) guide
lines to 5°C deviation, (MM). Construct a
horizontal line from (MM).
8. Enter the time scale at 5 minutes, (NN). Move
up to intersect line at (PP) and read fuel re-
quired for combat= 1020 lb.
9. Revising the Estimated Average Gross Weight
and reworking the computation will result in
the same readings.
EXAMPLE Ill
Conditions:
Combat Altitude: Sea Level
Combat Speed: 0.8 Mach
Combat Thrust Setting: Military
Ambient Temperature: l0°C warmer than
standard
Find: Fuel Flow and fuel required for 5 minutes of
combat.
89-3
T.O. 1F- 1050-1
Note
This example assumes that level flight
high speed has already been determined
for the gross weight and configuration
conditions and that 0.8 Mach number
does not exceed Military Thrust
capability.
Solution:
1. Enter sample Combat AIJowance Char t -
Military Thrust, page (B9-2) at lower left
hand corner at Mach number= 0.8, (R).
89-4
2. Move up to the Sea Level line, (S).
3. Move to the left to Zero deviation from
Standard Day at (T).
4. Follow the solid (hotter) guide lines to l0°C
deviation, (U).
5. Move horizontally to the fuel flow scale and
read fuel flow= 13800 lb/hr, (V).
6. Fuel required for 5 minutes =lb/hr x 5 min/
60 min= 13800 x 1/12 = 1150 lb OR continue
line UV until it intersects the five minute
vertical and read 1150 lb at the intersection.
 T .O. 1 F-1050-1

+ ,, I

0
,._
=
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-
.....; ' I· I I. 1'--
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......
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Figure 89-1 (Shee t 1 of 2)

89-5
T.0 . 1F-105D-1

COMBAT ALLOWANCE CHART

Maximum level flight Mach Numbers will be

significantly conservative if a drag number
of 20 is used for clean aircraft [947] C/W.

Model: f·lOSF
engine: J75-P-19W
fuel grade: JP-4
fuel denlity : 6.5 LB/GAL
dolo dote : 1 JULY 1964
~--~~~--~------+-----~------~~--~--~~--~--i ~ ~ dora baala: FUGHT ruT
1-
:;:)
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w
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............
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Figure 89·1 (Sheet 2 of 2)

89·6
 T.0.1F-105D-1

model: F-105F
engine: J75-P-19W
fuel grade: JP-4
fuel density: 6.5 LB/ GAL
data date: 1 JULY 1964

0
8
'<30NI ~YHO
-
NOll'9110~1=fNOJ
Figure 89-2 (Sheet 1 of 2)

89-7
T.O. 1F-105D·1

COMBAT ALLOWANCE CHART

Maximum level flight Mach Numbers will be

significantly conservative if a drag number
of 20 is used for clean aircraft (947) C/ W.
~
····• t I ~.
~
Model: F-105F
... ~
;

:iE .,; engine: J75-P-19W

Ill
....:::l
11.1
:E~
Q) fuelgrode:
fuel density:
JP-4
6 .5 LB/GAL
z 3: ·e
data dale: 1 JULY 1964
i a~ data bad.: fUGHT TEST
~ :;::;o
l!-
I
11.1 "'""'
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0

Figure 89-2 (Sheet 2 of 2)

89-8
 T.O. 1F-1050-1

PART 10 MISSION PLANN IN G

INT RODUCTION. 2. Approximate 'frade-Off of Low Altitude Cruise

The scope of mission planning can be enhanced
through the drag count concept, since all combat
missions can be computed for any possible combin-
ation of store loadings. Therefore, a thorough
knowledge of the methods of using these charts
can be an important tool in flight operations. By
actually working through a precise combat mission,
a more thorough understanding of the applicable
charts will be attained. Figures Bl0-1 through
Bl0-4 show the use of the performance charts for
a number of specific missions.
RULES OF THUMB.
As an additional guide to Mission Planning, the fol-
lowing rules of thumb for range variation due to
fuel loading, cruise altitude and low altitude dash
are offered. It should be noted that these are very
rough estimates to enable the mission planner to
determine the approximate configuration and flight
plan required to complete a given mission. Large
variations from these estimates occur for differences
in Drag, Aircraft Weight, Combat Allowances, High
Speed Runs, Altitudes flown, Weather Conditions,
etc. Once the rules of thumb have been applied to
give an order of magnitude, a precise mission cal-
culation must be performed to determine the
actual radius or range values. The use of these
approximations and some of the variation from
actual mission computations are illustrated in the
precise mission planning sections.
For High.
One and a half to two nautical miles of high altitude
cruise range can be achieved for every nautical mile
of low altitude cruise range.
EXAMPLE:
Problem: 425 NMi has been established for a Lo-
Lo cruise radius of action for a particular configura-
tion and profile. In order to attack a target 500 NMi
from base and return , how many miles must be
at high altitude? (Hi-Lo-Lo-Hi).
Estimate: One hundred nautical miles of low alti-
tude cruise is equivalent to approximately 175 miles
at high altitude. Therefore, reduce lo-lo portion by
100 NMi radius of action and substitute 175 NMi
of hi-hi radius.
Total Radius of Action: 425- 100 = 325 Lo-Lo
+ 175 Hi-Hi= 500 NMi Estimated R/A
3. Approximate Trade-Off of Low Altitude
Cruise For Low Altitude Da..oc;h.
The trade-off of cruise for dash at low altitude de-
pends large on configurations and speeds. However,
the following is a broad generalization of the effect
of substituting non-afterburning dash at low altitude
for low altitude cruise: Allow 2/3 of a nautical mile
in dash for every nautical mile in cruise.

1. Approximate Radius of Action for Fuel. EXAMPLE:

General Profile
High Low Problem: What would the Hi-Lo-Lo-Hi radius of
Fuel Loading Altitude Altitude Lo-Hi action shown above become if the low portions
NMi NMi NMi
Normal Internal 220 110 155
were flown at 0.9 Mach number at Sea Level?
Add for Bomb
Bay Tank 130 65
175
90
24o Estimate: 325 Lo-Lo cruise x 2/3 = 217 Lo-Lo
..Full Internal
Add for Wing
350
150 210
dash at 0.9 M.
Tanks (2) 300
* Add for 650
Gal CL 200 100 140 Total Radius of Action: 217 Lo-Lo at 0.9M
*Dropped when empty + 175 Hi-Hi = 392 NMi Estimated R/ A

810-1
T.O. lf-1050-1

Hi-Lo-Lo-Hi Mission (Sample Problem l)

Initial Configuration: Clean +650 Gal Tank (Centerline)

PRESSURE +(2) 450 Gal Tanks + Internal Store
ALTITUDE
1000 FT

40 RETURN G) LABS AND

DELfYER STORE
OUTBOUND
@ DfYE AND
JETTISON TANKS
'
200 300 400 6 00
DISTANCE -- NAUT MILES

Take-off Gross Wt. "' 50,680 Lb

Total Fuel - 2710 Gat = 17,615 Lb
Water Cor Take-off ., 300 Lb.
650 Gal Tank 347 Lb
450 Gal Tank 658 Lb
Internal Store 2000 Lb
IStores
Jettisoned

r - -·
Config Leg Sum Final Alt.
Step Operation Dr<~g Fuel Fuel Re- I.eg Sum Leg Sum
Fuel maining Gross At End
Index Used Weight of Step Time Time Dtst. Dist.
Used
' LB. LB. LB. LB. FT.. MIN HR:MIN' NMI N.MI

fultlal Configl.lration 0 0 17615 50680 0 0

1 Ta.xi, Take-Off and
Accelerate to climb speed* 1500 1500 16115 48880 S.L. 1 0:01 - 0

2 Military Thrust Climb to

Initial Cruise-Climb Alt. 42 1795 3295 14320 47085 26900 10 0:11 85 85
3 Cruise- Climb 42 930 4225 13390 46155 27300 9 0;20 78 163
Jettison Centerline Tank 45808

4 Cruise-Climb 28 3060 '7285 10330 42748 29100 32 0:52 272 435

5 Combat Descent to S. L. 28 105 7390 10225 42643 S.L. 5 0:57 40 475

6 Dasll-fu at 0.9 Mat S.L. 28 2500 9890 7725 40143 S.L. 10 1:07 100 575

7 Labs Maneuver
and Deliver Store
28 250
-
10140
-
7475
-
39893
37893
12000 1
-
1:08
-
-- -
-
8 Jettison Wing Ta11ks - - - 37235 - -1 - - --
Dive (300) to S. L. 0 80 10220 7395 37155 S.L. 1:09 -
9 Dash-Out at 0,9 M at S. L. 0 2190 12410 5205 34965 S. L. 10 1:19 100 675

Hl Military Thrust Climb to

Initial Return CR· CL Alt 0 1140 13550 4065 33825 34400 7 1:26 58 733

11 Cruise-Climb 0 2615 1611.15 1450 31210 36300 40 2:06 346 1079

12 Maximum Range Descent

to S.L. 0 215 16380 1235 30995 S. L. 11 2:17 71 1150

*Reduce Weight 300 Lb. for Water.

Figure 810-.1

810-2
 T.O. lf-1050:-1

SAMPLE PROBLEM 1: HI·LO-LO·HI MISSION PLAN Step 2. Military Thrust Climb to Cruise-Climb
Altitude.
Mission Rules:

A combat mission is to be flown at long range A. From figure A1-5 determine the initial con-
speeds and altitudes, carrying drop tanks and an in- figuration drag index.
ternal store. Within 100 nautical miles of t he target,
a run-in is to be performed at tree top level at 0.9 650 GAL tank (centerline) 14
Mach number, and the store delivered at the top of
a LABS Maneuver. After a 30° dive from the re- (2) 450 GAL tanks (inboard) . . . 28
covery altitude, run back 100 nautical miles from
target. The drop tanks are to be jettisoned when Initial Configuration Drag Index 42
empty. Prepare a flight plan for a target 576
nautical miles from the air base. Note
Weather Conditions:
Configuration Drag Index changes
Standard Day, no wind. whenever external tanks, bombs
and/or pylons are jettisoned.
Configuration: {947] N/C/W

Clean + 650 gallon tank (centerline) + (2) 450 gal- B. From figure B3-4 read
Ion tanks (inboard) +internal store.
Weights: (figure Bl-5) . 1. Fuel Used 1680 LB
Clean Aircraft without B/B/ tank. . . . . 37,300 LB 2. Distance Covered . .. ..... .... . 84 NMi
(7540 LB fuel)
3. Time Elapsed .............. . 10 MIN
650 gal tank (centerline) .. . .. .. .. . . 347 LB
C.l. Final Gross Weight (48,880 -1795) 47,085 LB
(2) 450 gal tanks ... . . .......... . . 658 LB
2. Fuel Remaining (16,115- 1795). 14,320 LB
External fuel
(650 + 900 GAL= 4225 + 5850 LB) . 10,075 LB D. To determine t he level.off altitude at the end
of climb, enter "Optimum Cruise Altitude"
Internal Store . . . . . . . . . . . . . . . . . . . 2,000 LB Chart, Figure B3-5 , at a gross weight of 4 7,085
LB (step 2-C-1) and Configuration Drag Index
Water for Take-Off . . . . . . . . . . . . . . . :~oo LB 42 and read the initial cruise.climb altitude =
26,900 FT.
Take-Off Gross Weight. ...... . . . . . . 50,680 LB
Step 3. Outboard Cruise (first leg).
Total fuel on board (7540 + 10,075) 17,615 LB
A. Use figure A4-3 for Cruise-Climb Perfor-
Computation: mance.

Step 1. Take-Off. 1. Cruise with fuel remaining in centerline

Assume that 1500 pounds of fuel , one minute and
300 pounds of water are used for take.off and ac-
celeration to climb speed.
Gross weight after take-off
(50,680 - 1500- 300) ............. 48 ,880 LB
Time Elapsed . . . . . . . . . . . . . . . . . . .
Fuel Remaining (17,615 -1500) ..... 16,115 LB
tank (4225 -1500 -1795) . . . . . 930 LB
2. Compute Average Gross Weight
47,085- (930 + 2) ... .. ........ 46,620 LB
3. From figure B3-5 "Optimum Cruise
1.0 MIN Altitude" read altitude at
the average gross weight during
cruise . . . . . . . . . . . . . . . . . . . . . 27,000 FT
810-3

r
T.O. 1F-1050- 1
4. From figuxe B1-10, read Standard
Day temperature at 27,000 ft
pressure altitude . . . . . . . . . . . . . . . - 38.5°C
5. From figure B4-3 Mach number
for cruise . . . . . . . . . . . . . . . . . . . . . 0 .87 5 M
6. Time to cruise ............ . . .... 8.8 MIN
7. Cruise distance . . . . . . . . . . . . . . . 78 NMi
8. Final Gross Weight (47,085- 930) 46,155 LB
9 . Fuel Remaining (14,320- 930) .. . 13,390 LB
B. Jettison Centerline Tank
1. Final Gross Weight (46,155 - 347) 44 ,008 LB
2. New Configuration Drag Index
(from figure B1-5; (2) 450 GAL tanks
Step 4. Outboard Cruise (2nd leg)
A. Determine outboard cruise distance. Since the
flight plan calls for a radius of action of 575
nautical miles and t he outboard distance is a
combination of climb , cruise, descent and dash
100 NMi at Sea Level, estimate the descent
distance.
1. Estimate a weight at start of descent as:
Final Gross Weight after centerline
tank is jettisoned . . ... .. .... .. . 45,808 LB
2. Configuration Drag Index
3. From figure B3-5 "Optimum Cruise
Altitude" read final cruise climb
altitude .......... .. . . .. . . . . 27,600 FT
4. From figure B7 -2 distance t o
descend .. ... .. .. .......... .
5. Compute cruise distance remaining
(575 - 85 - 78 - 40 - 100)
B. Use figure B4-3 for Cruise-climb performance.
1. Estimate fuel used to cruise
272 NMi . . . . . . . . . . . . . . . . . . .
810-4
2. Compute estimated average gross
weight 45,808 - (2000+2) . . . . . 44,808 LB
3. From figure B4-3 "Opt imum Cruise
Altitude" read altitude for the aver-
age gross weight during cruise . . . 28,200 FT
4. From figure Bl-10 read Standard
Day Temperature at 28,200 FT
pressure altitude . . . . . . . . . . . . . -41° C
5. From figure B4-3
Fuel used to cru.ise 272 NMi 3060 LB
C. Since the estimated fuel does not equal
the computed fuel
1. Re-estimate average gross weight:
45,808 - (3060+2) . . . . . . . . . . . 44,278 LB
28 2. Re-read average cruise altitude from
figure B3-5 . . . . . . . . . . . . . . . . . 28,300 FT
3. Read Standard Day Temperature
at 28,300 ft pressure altitude -41 o C
4. From figure A4-3
Fuel used to cruise 272 NMi 3060 LB
5. Mach number for cruise . . . . . . . 0.878 M
6. Time t o cruise . . . . . . . . . . . . . . . 31.6 MIN
7 . Final Gross Weight (45,808- 3060) 42,748 LB
8. Fuel Remaining (13,390- 3060). 10,330 LB
28
9. From figure B3-5 "Optimum
Cruise Altitude", final cruise
altitude . . . . . . . . . . . . . . . . . . . 29,100 FT
Step 5 . Combat Descent to Sea Level (0.9 Mach or
400 KCAS whichever is less)
40NMi
A. From figure B7 -2
272 NMi 1. Distance to descent . . . . . . . . . . . . 40 NMi
2 . Fuel used in descent 105 LB
2000 LB 3. Time elapsed in descent . ....... .. . 5 MIN

4. Final gross weight (42,748 -105) 42,643 LB
5. Fuel remaining (10,330- 105) .... 10,225 LB
B. Since the combat descent distance of step 5 is
the same as that estimated in step 4 , the mis-
sion can be continued into the next step. How-
ever, if the descent distance of step 5 varied
from the estimate of step 4 , then the last leg
of the cruise portion would be changed by
the same increment.
Step 6. Run-In (100 Nautical Miles at 0.9 Mach
number)
*Weight of store
A. Estimate the fuel used for 100 nautical mile
run in
1. Estimate dash fuel (fuel remaining in wing
tanks) 5850 - 3060- 105) . . . . . . 2685 LB
2. Estimate Average Gross Weight:
42,643 - (2685+2) ............ 41,300 LB
3. Ambient Temperature at S.L.
(figure Bl-10) .. . . ........... .
4. From figure B4-4 read true airspeed
at 0.9 Mach number at 15°C 595 KN
5. From figure B4-4 read fuel
flow .................... 14,900 LB/HR
6. Compute time required to dash
100 NMi (Dist +Speed= Time)
100 + 595) = .... ... . ........ 0 .168 HR
7. Compute fuel required (fuel flow x
time) 14,900 x 0.168 . . . . . . . . . . 2500 LB
B. Since the estimated fuel does not equal the
computed fuel
1. Re-estimate average gross weight
42,643 - (2500 + 2) .... . .... .41,393 LB
2. Read fuel flow from
figure B4-4 .............. 14,900 LB/HR
3. Since time and fuel flow have not changed ,
steps 6A6 and 7 do not have to be re-done
4. Time in minutes
(0.168 HR x 60 MIN/HR.. . . . . . . 10 MIN
5. Final gross weight (42,643-2500) . . 40 ,143 LB
T.O. 1F- 105D- 1
6. Fuel remaining (10,225 - 2500) . . 7725 LB
Step 7 . Labs Maneuver (Bomb Delivery )
Allow approximately 250 pounds of fuel and one
minute, with recovery at 12,000 FT for this
maneuver.
1. Final gross weight
(40,143- 250- 2000*) 37,893 LB
2. Fuel remaining (7725 - 250) . . . 7495 LB
3. Time Elapsed .............. . 1 MIN
Step 8. Perform a 30° Dive to Sea Level and Jetti-
son the (2) 450 gallon tanks.
A. Allow approximately 80 pounds of fuel and
half a minute for this maneuver
1. Final Gross Weight
(37,893- 658*- 80) 37,155 LB
2. Fuel remaining (7475- 80) . . . . . 7495 LB
3. Time Elapsed 1 MIN
*Weight of tanks
B. From figure B1-5, new Configuration Drag
lndex for the clean Aircraft = 0
Step 9. Run-Out (100 Nautical Miles at 0.9 Mach
number)
A. Use figure B4-4 for Dash Performance
1. Estimate dash fuel . ... .. .. .. .. 2500 LB
2. Estimate average gross weight:
37,155- (2500 7 2) ........ . . 35,909 LB
3. Ambient temperature at S.L. . . . .
4. From figure 84-4 read true airspeed at
0.9 Mach at l5°C . . ... .. ..... 595 Knots
5. From figure B4-4 read fuel
flow . .. . .. . . .. .. . .. .. . . . 13,050 LB/HR
6. Compute time required to dash 100
NMi (dist 7 speed= time)(l00+595) 0.168 HR
7. Compute fuel required (fuel flow x
time) 13,050 x 168) . . . . . . . . . . 2190 LB
810·5
 T.0.1F-105D-1
B. Since the estimated fuel does not equal the
computed fuel,
1. Re-estimate average gross weight
37,155 - (2190 + 2). . . . . . . . . . . 36,060 LB
2. Read fuel flow . . . . . . . . . . . . 13,050 LB/HR
3. Since time and fuel flow have not changed,
steps 9A6 and 7 do not have to be re-done
4. Time in minutes
(0 .168 HR x 60 MIN/HR)
5. Final gross weight (37 ,155-2190)
6 . Fuel remaining (7395- 2190) . . .
Step 10. Military Thrust Climb t o Return -Cruise-
Climb Altitude
A. From figure B3-4 read the climb performance
Fuel used . . . . . . . . . . . . . . . . . . .
Distance covered . . . . . . . .... . .
Time elapsed . . . . . . . . .. . . .. .
1. Final Gross weight (34,965-1140) 33,825 LB
2. Fuel remaining (5205 -1140) . . .
Step 11. Determine return Cruise Distance
A. Since the return distance must equa1575 NMi
including return dash, climb , c.oruise and descent,
estimate a descent distance
1 . Estimate a weight at start of descent
as: (Weight at end of climb + empty
weight)+ 2(33,825 + 29,760) + 2 31,793 LB
2. From figure B3-5 "Optimum Cruise
Altitude" read final cruise-climb alti-
tude based on Estimated Weight . 35,800 FT
3 . From figure B7-1 read descent
distance . . .... . ... . ..... .. .
4. Compute cruise distance
(650- 100 - 58 - 68) . . . . . . . . .
B. Use figure B4-3 for cruise-climb performance
810-6
r
1. Estimate fuel used to cruise
349 NMi . .. . . ... .. . ..... .. . 3000 LB
2. Compute average gross weight:
33,825 - ( 3000 + 2) . . . . . . . . . 32,325 LB
3. From fi~e B3-5 "Optimum
Cruise Altitude" read the altitude
for the average gross weight during
cruise . . . . . . . . . . . . . . . . . . . . . 35,500 F'T
4. From figure Bl-10 read Standard
10 MIN Day temperature at 35,500 FT
pressure altitude ..... . . . .. . . .
34,965 LB
5. From figure B4-3 fuel used to
5205 LB cruise 349 NMi . . . . . . . . . . ... 2635 LB
C. Since the estimated fuel does not equal the com-
puted fuel
1. Re-estimate average gross weight
33,825 - (2635 .;. 2) . . . . . . . . . 32,507 LB
1140 LB
2. Re-read average cruise altitude from
58NMi figure B3-5 . .. .... ....... .. . 35,400 FT
7MIN 3 . Read temperature at 35,400 FT
pressure altitude ... . . ...... . .
4. From figure A4-3 fuel used to
4065 LB cruise 411 NMi . . . . . . . . . . . . . 2635 LB
5. Mach number for cruise . .. .. . . 0.886M
6. Time to cruise . . . . . . . . . . . . . . . 40.6 MIN
7. Final gross weight
(33,825 · 2640) . . . . . . . . . . . . . 31,190 LB
8. Fuel remaining (4065 · 2635) . . . 1430 LB
9 . From figure B4-3 "Optimum Cruise
Altitude" read final cruise
altitude . . . . . . . . . . . . . . . . . . . 36,200 FT
Step 12. Maximum Range Descent
A. From figure B7-1 read distance to
68NMi descent . . . . .. . ...... . ... . . . . 71NMi
Note: Descent distance was estimated in Step llA.
349 NMi Since the descent distance varies from the
estimate by +3 NMi., recalculate step 11 to
reflect the change in descent performance.
 T.O. 1F-1050-1

RECALCULATION OF STEP 11 1. From figure B7 -1 read distance to

descend .......... ........ . 71 NMi
1. Compute required cruise distance
(575 -100- 58- 71) . . . . . . . . . . 346 NMi Note

2. Using the same method as described in step Since the descent distance of step 12B
11 yields the following performance for is the same as that used in step 12A,
a cruise distance of 346 NMi from figure B4-3 the mission can be continued.

a. J:t'uel used to cruise . . . . . . . . . . 2615 LB 2. From figure B7~1

Fuf'.l used in descent 215 LB
b. Mach number for cruise . . . . . . 0 .886 M
3. Time elapsed in descent 11 MIN
c. Time to cruise ... . . ... ..... . 40.4 MIN
4. Final gross weight
d. Final gross weight (31,210- 215) 30,995 LB
(33,825- 2615) ............ 31,210 LB
5. Fuel remaining
e. Fuel remaining (1450- 215) 1235 LB
( 4065- 2615) ............. . 1450 LB
Summary: Total Mission Performance
f. From figure B3-5 "Optimum Cruise
Altitude" read final cruise 1. Radius of Action . . . . . . . . . . . . . 575 NMi
altitude .................. 36,300 FT
2. Time 2HR +17 MIN
B. Having adjusted the cruise segment continue
the mission by computing the Maximum 3. Fuel remaining for
Range Descent landing reserve . . . . . . . . . . . . . . . 1235 LB

810-7

1 ••••••
 T.O. 1f ·1050-1

Lo- Lo- Hi Mission (Sample Problem II)

PRESS
ALT Initial Conllg: Clean+ 650 Gal. Tank (centerline)
1000 FT + (2) 450 Gal Tanks + (2) M-117 750 Lb Bombs

40 RETURN

OUTBOUND

Take-off Gross Wt. = 53,242 Lb

Total Fuel 3100 Gal = 20,150 Lb
650 Gal Tank 347 Lb. t Stores
450 Gal Tanks 658 Lb. Jettisoned
Water for T. 0. = 300 LB Bombs & Pylons 1862 Lb.

Conlig Leg Sum Fuel Re- Final Alt.

Leg
Drag Fuel Fuel Gross At End
Leg Sum Sum
mainlng Time Time Dist. Dist.
Step Operatlon Index Used Used Weight or step
LB. LB. LB. LB FT. MIN HR:MIN NMI NMI

Initial Condition 0 20150 53242 0 0

l Taxi, Take-Of! and

Accelerate to Cruise Speed* 1500 1500 18650 51442 S.L. 1 0:01 0 0

~ Outbound Cruise (Use

Centerline Tank) 74 2725 4225 15925 48717 S. L. 20 0:21 136 136
Jettison Centerline Tank 48370

3 Outbound Cruise (Use Wing

Tanks) 60 5850 10075 10075 42520 S.L. 47 1:08 319 455
Jettison Wing Tanks 41862

4 Outbound Cruise 26 1590 11665 8485 40272 S.L. 14 1:22 95 550

5 Dash at S. L. at 0.9 Mach 26 1210 12875 7275 39062 S. L. 5 1:27 50 600

6 Lay Down Delivery

of Bombs 26 280 13155 6995 36920 S.L. 1 1:28

7**

8 Military Thrust Climb to

35,000 Ft. 0 1160 14315 5835 35760 35000 7 1:35 57 657

9 Return Cruise 0 3850 18165 1985 31910 35000 59 2:34 477 1134

10 Max. Range Descent to S. L. 0 200 18365 1785 31710 S.L. 11 2:45 66 1200

"Reduce Weight 300 lb. !or water.

**step 7 of Mission Plan is: Summary of Perfo rmance at Target.

Figure 810-2

810-8

r
 T.O. lf-1050-1

SAMPLE PROBLEM II : LO-LO-HI MISSION PLAN Gross Weight After Take-Off

(53,242- 1500- 300) . . . . . . . . . . . 51,442 LB
Mission Rules:
Time elapsed . . . . . ........... . 1.0 MIN
A combat mission is to be flown at long range cruise
speeds, at tree top level to the target, returning at Fuel Remaining (20,150- 1500) . . . 18,650 LB
35,000 feet, carrying drop tanks and two externally
mounted M-117 750 pound bombs. Within 50 nau- Step 2. Outboard Cruise (first leg)
tical miles of target a dash-in is to be performed at
0.9 Mach and the bombs released in a lay-down A. From figure B1 -5 determine the Initial Con-
delivery. A minimum 1000 pound landing fuel figuration Drag Index.
reserve is required. The drop tanks are to be jetti-
soned when empty. Prepare a flight plan for a tar- (1) 650 gal tank (centerline).... . . . 14
get 600 nautical miles from air base.
(2) 450 gal tank (inboard) ....... 28
Weather Cond it ions:
(2) M-117 750 lb bombs (outboard)
An average 10°C colder than Standard Day with in presence of inb'd tanks ..... 32
prevailing tailwinds of 20 knots.
Initial Configuration Drag Index 74
Take-off Configuration: [947] N/C/W
Note
Clean+ 650 gal tank (centerline)+ (2) 450 gal
tanks (inboard) + (2) M-117 750 lb bombs Configuration Drag Index changes
(outboard). whenever external tanks, bombs
and/or pylons are jettisoned.
Weights: Figure Bl-5
B. Use figure B4-2 for Cruise Performance.
Clean aircraft with full B/ B tanks
(1 0,075 lb fuel) . . . . . . . . . . . . . . . 40,000 LB 1. Cruise with fuel remaining in centerline
tank (4225 - 1500) . . . . . . . . . . . 2725 LB
Wing Tanks .................. . 658LB
2. Compute Average Gross Weight:
External fuel 51,442- (2725 + 2) .... . . . . . . . 50,079 LB
(650 gal + 900 gal ::;; 4225 lb
+5850 lb) . . . . . . . . . . . . . . . . . . . 10,075 LB 3. Read Standard Day Temperature
at Sea Level Pressure Altitude
(2) M117 750 lb bombs (799 x 2). 1598 LB from Standard Atmosphere Table
(figure B1-10) ............... .
(2) Universal Outboard Pylons
(132 X 2) . . .............. . 264 LB 4. Compute ambient Temperature
(+15° -10°) = ........ ... .... .
Water for Take-off ....... ..... . 300 LB
Take-off gross weight 53,242 LB 5. From figure B4-2 read

Total fuel on board a. Cruise Distance

(10,075 + 10,075 20,150 LB (including effect of tailwind) 136 NMi
Computation:
b. Mach number for cruise ....... 0.615 M
Step 1. Take-off.
c. Time to cruise ............... 19.5 MIN
Assume that 1500 lb of fuel , one minute and 300
lb of water are used for take-off and acceleration 6. Final Gross Weight
to cruise speed. (51,442- 2725) . . . . . . . . . . . . . . 48,717 LB

810-9
T.O. 1F-105D-1
7. Fuel Remaining
(18,650- 2725)
C. Jettison Centerline Tank
1. Final Gross Weight
(48,717 - 347) ..... . ....... 48,370 LB
2. New Configuration Drag Index
(figure B.l-5)
(2) 450 gal tanks (inboard) . .. . .
(2) M-117 750 lb bombs (outboard)
in presence of inboard tanks .
Configuration Drag Index
Step 3. Outbound Cruise (second leg)
A. Cruise with Wing Tank Fuel
1. Fuel Used to cruise . . . . . . . . . . . .
2. Compute Average Gross Weight:
48,370 - (5850 + 2) . ......... 45,445 LB
3. Ambient Temperature
(computed in Step 2-B-4)
4. From figure B4-2 read:
a. Cruise distance
b. Mach number for cruise
c. Time to cruise
5. Final Gross Weight
( 48,370 - 5850) . . . . . . . . . . . . . 42,520 LB
6 . Fuel Remaining (15,925- 5850)
B. Jettison Wing Tanks
1. final Gross Weight ( 42,520- 658) 41,862 LB
2. New Configuration Drag Index
(figure Bl -5)
(2) M-117 750 lb bombs (out-
board} not in presence of inboard
tanks ... .. .. .. .. .. .. .. .. ... .. ..
810-10
Step 4. Outboard Cruise (third leg)
15,925 LB
A. Flight plan requires 600 nautical mile radius
of which 50 nautical miles (outbound) is dash
at 0.9 Mach. Thus far , 455 nautical miles have
been computed . The remaining outbound
cruise is therefore
(600 -455- 50) . . . . . . . . . . . . . . 95 NMi
1. Estimate fuel r equired . . . . . . . . . . 1000 LB
28 2. Estimate Average Gross Weight
41,862- (1000 -;. 2).. .... . . . . . 41 ,362 LB
32 3. Ambient Temperature
(computed in Step 2-B-4)
60
4. From figure 84-2 for a 96 NMi
cruise read: Fuel Used...... . . . 1590 LB
B. Since the estimated fuel does not equal the com-
puted fuel
5850 LB
1. Re-estimate Average Gross Weight
41,862- (1590-;. 2). . . . . . . . . . . 41 ,067 LB
2. Ambient Temperature
3. From figure B4-2 for a 95 NMi cruise read
a. Fuel used . . . . . . . . . . . . . . . . . 1590 LB
319 NMi b . Mach number for cruise . . . . . 0.59 M
0.595 M c. Time to cruise . . . . . . . . . . . . . 13.9 MIN
46.8 MIN 4. Final Gross Weight ( 41,862 -
1590) . . . . . . . . . . . . . . . . . . . . . 40,272 LB
5. Fuel Remaining (10,075- 1590) . 8485 LB
10,075 LB Step 5. Dash at Sea Level at 0.9 Mach number for
50 Nautical Miles
A. Since figure B4-4 is entered at average gross
weight. estimate the fuel used for 50 nautical
mile run-in .
1. Estimate dash fuel 2000 LB
2. Estimate Average Gross Weight
26 40,272 - (2000 + 2). . . . . . . . . . 39,272 LB
 T.O. 1F- 105D- 1

3. Ambient Temperature B. New Configuration Drag Index from figure Bl-5

(see Step 2-B-4) ... ... ... . for clean aircraft = 0.

4. From figure 84-4 read True St,ep 7 . Summary of Performan ce at Target

Airspeed at 0.9 Mach number
at 5°C ................. . 585 Knots 1. Aircraft Gross Weight ...... . 36,920 LB

5. From figure B4-4 read: 2. Fuel Remaining ... . ...... . 6995 LB

Fuel Flow . . . . . . . . . . . . . . 14,550 LB/HR
3. Distance Covered . ......... . 600 NMi
6. Compute ground speed = True
Airspeed +Tailwind (585 + 20) 605 Knots 4. Time Elapsed . . . . . . . . . . . . 1 HR 28 MIN

7. Compute time required to dash 5. Configuration Drag Index 0

50 NMi: Distance+ Ground Speed =
(50 + 605) = . . . . . . . . . . . . 0.083 HR Note

8. Compute fuel required = fuel flow x For return, assume no change in

time (14,550 x 0.083) . . . . . . 1210 LB weather conditions; therefore, t he
20 knot wind is now a headwind.
B. Since the estimated fuel does not equal the com-
puted fuel Step 8. Military Thrust Climb to 35,000 feet

1. Re-estimate Average Gross Weight: A. From figure B3 -4

40,272 - (1210 + 2) . . . . . . . . 39,667 LB
1. Fuel Used 1160 LB
2 . Ambient Temperature
2. Distance Covered . . ........ . 57 NMi
3. From figure B4-4 True Airspeed 585 Knots
3. Time Elapsed 7.0 MIN
4. From figure B4·4 fuel flow ... 14,550 LB/HR
Note
5. Since True Airspeed and Fuel Flow
have not changed, Steps 5A6 thru Climb charts include effect of average
8 do not have to be redone. Ambient Temperature. Effect of wind
can be considered negligible.
6. Time required for dash 0.083 hr. x
60 min .. . ............... 5.0 MIN B.l. Final Gross Weight (36,920- 1160) 35,760 LB
hr
2. Fuel Remaining (6995 - 1160) .. 5835 LB
7. Final Gross Weight (40,272 - 1210) 39,062 LB
Step 9. Return Cruise
8. Fuel Remaining (8485 - 1210) 7275 LB
A. Determine Return Cruise Distance. Sincere-
Step 6. Deliver Bombs turn distance must equal 680 nautical miles
A. Assume 280 lb of fuel and one minute of time including climb, cruise and descent, estimate
for a lay-down delivery. a descent distance

1. Final Gross Weight 1. Estimate a weight at start of descent as:

(39,062 - 280- 1862*) 36,920 LB
(Weight at end of climb + Empty Weight)
2. Time Elapsed 1 MIN + 2 (35,760 + 29,925) + 2 = 32,843 LB
3. Fuel Remaining (7275 - 280) 6995
2 . From figure 87-1,
*Weight of bombs and pylons. distance to descend ......... . 66NMi

810-11
T.O. lF-1050-1
3. Cruise distance required
(600- 57- 66) . . . . . . . . . . . . .
B. For a cruise of 4 77 NMi at 35.000 feet
1 . Estimate fuel required . . . . . . . . .
2. Estimate Average Gross Weight
35,760- (3000 + 2) ......... 34,260 LB
3. Read Standard Day Temperature at 35,000
feet pressure altitude from Standard Atmos-
phere Table (figure Bl-10) . . . . . . -54.34°C
4. Compute Ambient Temperature
(-54 -10°) . ......... ....... .
5. From figure B4-2 read fuel used to
cruise 4 77 miles . . . . . . . . . . . . . .
C. Since the estimated fuel does not equal the
computed fuel
1. Re-estimate average gross weight:
35,760- (3835 + 2) ..... .... . 33,842 LB
2. Ambient Temperature
(same as 9-B-4) .. .. ......... .
3. From figure B4-2 for a 477 NMi
cruise read:
a. Fuel used . . . . . . . . . . . . . . . . . .
810-12
b. Mach number for cruise . . . . . . 0.892 M
477 NMi
c. Time to cruise . . . . . . . . . . . . . . 58.9 MIN
4. Final Gross Weight (35,760-
3000 LB 3850) .. .. .. ................ 31,910 LB
5. Fuel Remaining (5 585 - 3850) 1985 LB
Step 10. Maximum Range Descent
A. From figure B7-1
1. Distance to descend . . . . . . . . . . . . 66 NMi
(Since distance to descend (66 NMi)
is the same as estimated in Step 9A.
Mission can be continued)
3835 LB 2. Fuel used in descent 200 LB
3. Time elapsed in descent . . . . . . . . 10.6 MlN
4. Final Gross Weight (31,910- 200 ). 31,710 LB
5. Fuel Remaining (1985- 200) . . . . 1785 LB
Summary: Total Mission Performance
1. Radius of Action . . . . . . . . . . . . . 600 NMi
2. Total Mission Time . . . . . . . . 3 HRS 45 MIN
3850 LB 3. Fuel Remaining (or Reserve) . . . . 1785 LB
 T .O. lF-1050-1

Hi-Lo-Hi Mission (Sample Problem Ul)

!nilial Con£igurat!on: Clean +650 Gal Tank (Centerline)

+ (2) 450 Gal Tanks
PRESSURE +(2) M-117 750 Lb. Bombs
ALTITUDE
1000 FT.

40 RETURN

OUTBOUND

100 200 300 400 500 600 700 800

Take-off Gross Wt. = 53242 l,b

Total Fuel = 3100 Gal = 20150 Lb
Water for Take-off "' 300 Lb
DISTANCE ·- NAUT MILF~S

650 Gal Tank 347 Lb

450 Gal Tank 658 Lb
Bombs and Pylons 1862 Lb
! St
or.e s
Jctbsoned

Config Leg Sum

Fuel Re-
Final Alt.
Leg Sum Leg Smn
Step Operation Drag Fuel Fuel Gross at End Time Time Dist. Dist.
maining Weight of Step
Index Used Used
LB. LB. LB. LB. FT. MIN HR:MIN NMl NMl

!nili:U Conriguratlon 0 20150 53242 0 0

1 Ta.xl, Take-OU and
Accelerate to climb speed* 1500 1500 18650 51442 S.L. 1 0:01 - 0

2 Military Thrust Climb to

Initial Cruise Alttlude '74 2180 3680 16470 49262 25000 13 0:14 99 99

3 Outbound Cruise 74 545 4225 15925 48'717 25000 5 0:19 39 138

(Use Centerline Tank)
Jettison Centerline Tank 48370
4 Outbound Cruise 60 5850 10075 10075 42520 25000 54 1:13 477 615
(Use Wing Tanks)
Jettison Wing Tanke 41862
5 Outbound Cruise 26 375 104.50 9700 4148'7 25000 4 1:17 38 653
8 Coml>at Descent to S. L. 26 90 10540 9610 41.397 25000 4 1:21 33 686
7 Dash at S. L. at 0.90 Mach 26 1210 11750 8400 40167 S.L. 5 1:26 50 736

8 Lay Down Dellvery of

Bombs 26 280 12030 8120 38045 S.L. l 1:27 -
9••

10 Military Thrust Climb

to35000 Ft. 0 1220 13250 6900 36825 35000 7 1:34 60 '196

11 Retu m Cruise 0 4915 18165 1985 31910 35000 75 2:49 610 1406
12 Maximum Range Descent
to S.L. 0 200 18365 1785 31710 S.L. 11 3:00 66 14'72

Reduce Weight 300 lb. for water

*• Step 9 of Mission Plan is: Sumn1ary of Performance at Target

Figure 810-3

810-13
T.O. lF-1050-1
SAMPLE PROBLEM Ill: HI·LO-HI MISSION PLAN
A. Estimate Radius of Action based on Sample
Problem II. Sample Problem II was calculated
as a Lo-Lo-Hi Mission requiring 600 NMi
radius of action. To determine the increase
in radius of action if the outbound cruise was
accomplished at high constaqt altitude proceed
as follows:
Step 1. Use: Rnle of Thumb Number II
1.5 to 2 NMi range (high altitude)
equals one NMi range (low altitude).
Step 2.
a. Outbound Cruise
600 - 50 = 550 cruise at S.L.
550 x 1.75 = 1130 cruise at high altitude
b. 1103 cruise + 50 dash = 1153 NMi out-
bound range
c. Return range (from Sample Problem II)
=600 NMi
d . Total Range: 1013 + 600 = 1613 NMi
e. Estimated Radius= 807 NMi
Note
The 807 NMi Radius of Action is an
Estimated Capability. A detailed
flight plan must be computed to deter-
mine the exact radius capability as
follows:
B. Check Radius of Action Estimate
Step 1. Take-off: Same as Sample Problem II
Final Gross Weight . . . . . . . . 51,442 LB
Fuel Remaining . . . . . . . . . . 18,650 LB
Configuration Drag Index
Step 2. Military Thrust Climb to Altitude
A. From figure B3-4 read fuel and distance to
climb from S. L. to Optimum Cruise altitude
810-14
1. Fuel used....... . . . . . . . . . . . . . 2180 LB
2. Distance covered . . . . . . . . . . . . . . 99 NMi
3. Final Gross Weight (51,442- 2180)49,262 LB
4. Fuel remaining (18,650- 2180) .. 16,470 LB
5. From figure B3-5 "Optimum
Crusie Altitude," read
altitude at end of climb ........ 25,000 FT
Note
Since this mission is to be accomplished
at constant altitude, level-off and
cruise at altitude read in step 2.5
(25,000 FT). .
Step 3. Outbound Cruise (First leg)
A. Use figure B4-2 for Cruise Performance
1. Cruise with fue l remaining in centerline
tank (4225 - 1500 - 2180) . . . . . . 545 LB
2. Compute Average Gross Weight
49,262- (545 + 2) .. ... .... ... 48,989 LB
3. Read Standard Day temperature at 25,000
FT pressure altitude from Standard Atmos-
phere Table (figure B1-10) ... . .. -34.53°C
4. Compute Ambient Temperature
(-34.53° - 10°) = .. ..... ...... .
5. From figure B4-2 read
a. Cruise distance . . . . . . . . . . . . . . 39 NMi
b. Mach number for cruise . . . . . . 0.866 M
c. Time to cruise . . . . . . . . . . . . . . 4.5 MIN
6. Final Gross Weight
(49,262- 545) .............. 46,717 LB
74
7. Fuel Remaining (16,470 ~ 545) .. 15,925 LB
B. Jettison Centerline Tank
1. Final Gross Weight (48,717- 347). 48,370 LB
 T .0. 1F·1060·1

2. New Configuration Drag Index figure B1-5 Step 5. Outbound Cruise (Third leg)

(2) 450 gal tanks (inboard) 28 A. From figure B3-5 read

"Optimum Cruise Altitude" .... 29,600 FT
(2) M-117 750 lb bombs . .. .. 32
(outb'd) in presence of Note
inboard tanks
Since Optimum Cruise Altitude is
Configuration Drag Index =. . . . . 60 below 30,000 ft, continue crui.'>ing
at 25,000 ft.
Step 4. Outboard Cruise (Second leg)
B. Detetrnine remainder of cruise distance.
A. From figure B3·5 read optimum cruise
altitude . . . . . . . . . . . . . . . . . . . 25 ,700 FT Since Estimated Radius of Action
is 807 NMi, of which 615 NMi
Note (99 + 39 + 4 77) has already been
computed, approximately 192
Since optimum altitude is below 30,000 NMi remain to reach the target.
ft, continue cruising at 25,000 ft. This 192 NMi will consist of
cruise, descent and 50 NMi of
B. Use figure B4-2 for Cruise Performance dash. Since the radius is only
approximate, the exact length of
1. Cruise with wing this leg is not significant, but
tank fuel . . . . . . . . . . . . . . . . . . . 5850 LB would be approximately . . . . . . . 100 NMi

·2. Compute Average Gross Weight C. For a cruise of 100 NMi at 25,000 ft
48,370- (5850 + 2) . . . . . . . . . 45445 LB
1. Estimate fuel required . . . . . . . . . 1000 LB
3. Ambient Temperature
(See step 3A4) .............. . 2. Estimate Average
Gross Weight
4. From figure B4-2 read 41 ,862- (1000-;. 2) 41,362 LB

a. Cruise distance 477NMi 3. Ambient Temperature

(See step 4B3) .............. .
b. Mach number for cruise . . . . . 0.863 M
4. From figure B4-2 read:
c. Time to cruise . . . . . . . . . . . . . 54.0 MIN
Fuel used to cruise. 100 NMi 1000 LB
5. ~...inal gross weight
( 48,370 - 5850} 42,520 LB Note

6. Fuel remaining S.ince the estimated fuel yielded the

(15,925- 5850) 10,075 LB exact distance required (100 NMi)
step 5C4 can be considered final.
C. Jettison Wing Tanks
5. From figure B4-2 r ead:
1. Final gross weight
> ' - " ..
(42,520- 658) 41,862 LB a. Mach number for cruise 0.868 M

2. New Configuration Drag Index b. 1.'ime to cruise .... ........ . 11.1 MIN
(figure Bl-5) 6. Final gross weight
(41 ,862 -1000) 40,862 LB
(2) M-117 750 lb bombs
(outb'd) not in presence 7. Fuel remaining
of inboard tanks .... ........ . 26 (10,075 - 1000) 9075 LB

810-15
T.0.1 F-105D-1

Step 6. Combat Descent to Sea Level Note

(0.9 Mach or 400 KCAS whichever is less) For return , assume no change in
from figure B7-2. weather conditions; therefore, the
20 knot wind is now a headwind.
1. Distance to descent ........ . 33NMi
Step 10. Military Thrust Climb to 35,000 FT.
2. Fuel used in descent 90LB
A. From figure B3-4
3. Time elapsed in descent 4.3 MIN
1. Fuel used .. ... ... ....... . . 1200 LB
4. Final gross weight
( 40,862 - 90) ............ . 40,772 LB 2. Distance covered ..... .. ... . 58 NMi

5. Fuel remaining Note

(9075- 90) .............. . 8985 LB
Climb Charts include effect of average
Step 7 . Dash at Sea Level at 0.9 Mach number for ambient temperature. Effect of wind
50 nautical miles. can be considered negligible.

A. Since a small difference in average gross

weight will not significantly change the fuel B.l. Final gross weight
flow at 0.9 Mach at Sea Level, use data com- (37 ,420 - 1200) 36,220 LB
puted in step 5 of Sample Problem II.
2. Fuel remaining
1. Fuel used ......... . ...... . 1210 LB (7495 -1200) .. .. .. ..... . . 6295 LB

2. Final gross weight Step 11. Return Cruise

( 40,772 - 1210) 39,562 LB
A.l. Allowing the same amount of
3. Fuel remaining fuel for descent and landing
(8985 - 1210) .. . .. . ...... . 7775 LB reserve as in Sample Problem
11, fuel available for final
Step 8. Deliver Bombs cruise leg is (6295 - 200 -
1785) .................. . 4310 LB
A. Same as step 6 of Sample II
2. Compute Average
1. Fuel used .. ....... . . ..... . 280LB Gross Weight
36,220- ( 4310 + 2) 34,065 LB
2. Final gross weight
(39,562- 280- 1862*) 37,420 LB
3. From figure B1-10,
3. Fuel remaining Standard Day Temperature
(7775 - 280) . ........... . 7495 LB at 35,000 FT pressure
altitude ................ . -54.34° c
* Weight of bombs and pylons.
4. Compute Ambient
B. New Configuration Drag Index = ... 0 Temperature {-54 -10) ...... .

Step 9. Summary of Performance at Target 5. From figure B4-2

cruise distance ...... .. .... . 534 NMi
1. Aircraft Gross Weight ...... . 37,420 LB 6. Final gross weight
(36,220- 4310) 31,910 LB
2. Fuel remaining 7495 LB
7. Fuel remaining
3. Distance covered .......... . 798 NMi (6295 - 4310) ............ . 1985 LB
810-16
 T.O. lf-1050-1

Step 12. Maximum Range Descent to Sea Level (534 NMi + 4310 LB
of fuel) .... ..... ... . 0.1239 NMi/LB
A. From figure B7-1
4. Fuel to be transferred
1. Distance to descend ....... . 66 NMi from outbound to return
leg = incremental range
2. Fuel used to descend 200LB +(outbound NMi/LB
+ return NMi/LB) or
3. Final gross weight 140 + (0.100 + 0.1239)
(31,910- 200) 31,710 LB =140 + 0.2239 = ....... . 625 LB

4. Fuel remaining B. Change Outbound Cruise by

(1985 - 200) ........... . 1785 LB
1. -625 X 0.100 = -63 NMi
B. Total return distance
(58+534+66) ......... . 658 NMi 2. Revised return range
(798- 63) ........... . 735 NMi
Step 13. Balance Mission
C. Change_Return Cruise by
A.l. Since outbound range is
798 NMi and return is 1. +625 X 0.1239 = ....... . +77 NMi
658, mission is out of
balance by (798- 658) 140NMi 2. Revised return range
(658 + 77) . . ......... . 735 NMi
2. Compute NMi/LB for D.Revised Estimated
last outbound cruise leg
Radius of Action = 735 NMi
(100 NMH- 1000 LB
of fuel) . . . . . . . . . . . . . . . . 0.100 NMi/LB
Step 14. If a precise mission plan is required, re-
peat steps 1 thru 12, adjusting cruise fuel
3. Compute NMi/LB for as indicated in step 13. The resulting
return cruise leg mission plan is shown as figure Bl0-3 .

810-17
 T.O. 1F-1050-1
SAMPLE PROBLEM IV: LO-HI MISSION PLAN
A combat radius to be flown at long range cruise
speeds, at tree·top level to the target, returning at
35,000 feet, carrying drop tanks and an internal
store. Drop tanks are to be jettisoned when empty
and the store released in a lay-down delivery. Pre-
pare a flight plan to determine the maximum radius
capability under these rules, retaining a 2000 pound
landing fuel reserve.
Weather Conditions:
Standard Day, no wind.
Take-Off Configurat ion: [947] N/C/W
Clean + ( 2) 450 gal tanks + internal store
Weights: Figure Bl-5
Clean Aircraft without B/B tank
(7540 lb of fuel) ... ...... . ...... 37,300 LB
(2) 450 gal tanks . . . . . . . . . . . . . . . .
External Fuel (900 gal tanks} . . . . . .
Internal Store . . . . . . . . . . . . . . . . . .
Water for Take-Off ; . . . . . . . . . . . . .
Take-Off Gross Weight ............ 46 ,108 LB
Total Fuel on board ............ 13,390 LB
Note
To determine a radius of action for a
set of given conditions proceed accord-
ing to the following general outline:
"A" Estimate radius of action by using
"Rules of Thumb"
" B" Compute a detailed flight plan for
the estimated radius.
"C" Adjust ''B" to obtain maximum
radius of action.
"A" Estimate Radius of Action from Rules of
Thumb I Lo-Hi Mission
Normal Internal Fuel
B10.f8
Wing Tanks ................ 210 NMi
Estimated R/A.. . . . . . . . . . . . . 365 NMi
"B" Prepare Flight Plan for Estimated Radius
Step 1. Take-Off
Assume that 1500 pounds of fuel, one minute and
300 pounds of water are used for take-off and
acceleration to cruise speed:
Gross Weight After Take-Off
(46,108 - 1500- 300} .. ... .. ... 44,308 LB
Time Elapsed ................. . 1 MIN
Fuel Remaining (13,390- 1500) .... 11,890 LB
Step 2. Outbound Cruise- (first leg)
A. From figure Bl-5 determine the initial con-
figuration drag index
658 LB (2} 450 gal tanks ........... .. . 28
5850 LB Note
2000 LB Configuration Drag Index changes when-
ever external tanks, bombs and/or pylons
300 LB are jettisoned.
B. Use figure B4-2 for Cruise Performance
1 . Cruise with fuel remaining in
wing tanks (5850- 1500) 4350 LB
2. Compute Average Gross Weight
44,308 - (4350 + 2) ..... .... .. 42,133 LB
3. From figure Bl-10 Standard Day
Temperature at Sea Level pressure
altitude . .. .. .. ........... .. . ~ +15°C
4. From figure B4-2
Mach number for cruise 0.595M
Time to cruise . . . . . . . . . . . . . . . . 30 MIN
Cruise distance. . . . . . . . . . . . . . . . 197 NMi
5. Final Gross Weight
155 NMi ( 44,308- 4350) ... .. . ... .. . . . 39,958 LB
 T.O. 1F-1050-1

6. Fuel Remaining (11,890- 4350) .. 7540 LB 1. Final Gross Weight

(36,595 - 280 - 2000*) 34,315 LB
C. Jettison Wing Tanks
2. Fuel Remaining (4835 - 280) . . . 4555 LB
1. Final Gross Weight
(39958- 658) . . . . . . . . . . . . . . . 39,300 LB 3. Time Elapsed 1 MIN

2. New Configuration Drag Index *Weight of Store

(from figure Bl-5)
for the Clean Aircraft ..... ... . 0 Step 5. Summary at Target

Step 3. Outbound Cruise (Second Leg) 1. Fuel Remaining . . . . . . . . . . . . . 4555 LB

A. Flight Plan requires an estimated 365 nauti-
cal mile radius. Thus far, 197 NMi have
been computed. The remaining outbound
cruise is therefore (365- 197) . . . . 168 NMi
1. Estimate fuel used . . . . . . . . . . . .
2. Estimate average gross weight
39,300- (3000 + 2) ............ 37,800 LB
2. Distance Covered .. . ......... . 365 NMi
3. Time Elapsed .. .... . ....... . 58 MIN
4. Aircraft Gross Weight . . . . . . . . . 34,315 LB
3000 LB
5. Configuration Drag Index 0
Step 6. Military Thrust Climb to Cruise Altitude

3. Ambient Temperature A. From figure 83-4

(See step 2-B-3) ............. .
1. Fuel Used 1125 LB
4. From figure 84-2 read fuel used
for 168 NMi. . . . . . . . . . . . . . . . . 2705 LB 2. Distance Covered . . . . . . . . ..... 58NMi

B. Since the estimated fuel does not equal the 3. Time Elapsed ............ . . . 7.2 MIN
computed fuel
4. Final Gross Weight
1. Re-estimate Average Gross Weight (34,315 -1125) . . . . . . . . . . . . . . 33,190 LB
39,300- (2705 + 2) ............ 37,947 LB
5. Fuel Remaining (4555- 1125) 3430 LB
2. Ambient Temperature
(Same as step 3A-3) ........... . Step 7. Return Cruise

3. From figure 84-2 for a 168 NMi A. Determine return cruise distance. Since re-
cruise read turn distance must equal 365 NMi including
climb, cruise and descent, estimate the de-
a. Fuel used ..... ............. 2705 LB scent distance.

b. Mach number for cruise . . . . . . 0.589 M 1. Estimate weight at start of descent as:
(Weight at end of climb + Empty Weight +
c. Time to cruise . . . . .. . . . . . . . . . 26 MIN Fuel Reserve) + 2 (33,190 + 29,760 +
1200 + 2 . . . . . . . . . . . . . . . . . . . 3207 LB
4. Final Gross Weight
(39,300- 2705) ... ... ........ 36,595 LB 2. From figure 87-1 read distance to de-
scend from 35,000 ft . . . . . . 67 NMi
5. Fuel Remaining (7540- 2705) .. 4835 LB 3. Compute Cruise Distance required
(365- 58- 67) . . . . . . . . . . 240 NMi
Step 4. Deliver Store
B. Estimate fuel used to cruise 240 NMi.
Assume 280 lb of fuel and 1 min of time for a
lay-down delivery. 1. Estimate fuel used ...... . . 2000 LB
810-19
T .0 . 1 F-105 0 -1
2. Estimate Ave·rage Gross Weight
33,900- (2000 + 2) ............ 32,190 LB
3. From figure B1-10 Standard Day
Temperature at 35,000 ft
pressure altitude . . . . . . . . . . . . . .
4. From figure B4-2 read fuel used
to cruise 240 NMi ............
C. Since estimated fuel does not equal computed
fuel
1. Re-estimate Average Gross Weight
33,190 ·- (1725 + 2) ...... ... ... 32,327 LB
2. Ambient Temperature
(Same as step 7-B-3)
3. From figure B4-2 read
a. Fuel used . . . . . . . . . . . . . . . . . .
b. Mach number for cruise . . . . . .
c. Time to cruise ............. .
4. lo"'inal Gross Weight
(33,190- 1725) ............ .. 31,465 LB
5. Fuel Remaining (3430- 1725)
Step 8. Maximum Range Descent
A. From figure B7-1 read
1. Distance to descend . . . . . . . . . . . .
Note
Descent distance was estimated in
step 7 A. Since the estimated distance
equals the distance read in step 8, the
mission can be continued.
2. Fuel used to descend ......... .
3. Time to descend . . . . . . . . . . . . . . 10.9 MIN
4. Final Gross Weight (31,465 - 208) . 31,257 LB
810-20
r
5. Fuel Remaining (1705- 208) 1497 LB
Note
Initial Mission Rules stated that reserve
-54.3°C fuel should equal1200 lb. The above
flight plan accomplishes the estimated
radius of 365 NM i with a fuel reserve
1725 LB of 1497 lb. Therefore, adjust radius
capability for the additional 297 Jb of
usable fuel.
Step 9. Correct estimated Radius of Action a~ follows:
A. To distribute the additional 297 lb of fuel
1. Compute return cruise NMi/LB:
(dist + fuel)= 240 + 1725
(from step 7} =............ 0.1391 NMi/LB
2. Compute outbound cruise NMi/LB
1725 LB (dist + fuel)= 168 + 2705
(from step 3) = ......... . 0.0627 NMi/LB
28 M
3. Compute additional distance if all
28 MIN additional fuel were used for return
(fuel x NMi/LB)
297 X 0.1391 = . . . . . . . . . . . . . 41 NMi
4. Compute the additional outbound
1705 LB fuel needed to balance radius
Incremental range+ (outbound NMi/LB+
return NMi/LB or 41 + (0 .621 + 0.391) =
41 + 0.2012 = . . . . . . . . . . . . . . 204 LB
5. The additional 297 lb of fuel therefore,
67 NMi should be distributed as:
204 lb (outbound cruise) x
0.0621 = ... . . .......... ... . 13 NMi
0.150 (1065- 737) = ........ . 13NMi
6. Therefore, the maximum radius of
action is 365 NMi + 13 NMi = . . . 378 NM i
Note
208LB
If a detailed flight plan is required, re-
turn to step 3 and adjust cruise fuel
as indicated above, and recompute the
mission from that point.
 T .O . 1 F-1050-1

Lo-Hi Misston (Sample Problem IV)

Initial Configuration· Clean + (2) 450 Gal Tartks

PRESSURE +Internal Store
ALTITUDE
1000 FT.
40
Additional Distance Appt·oxlmated as Result of
30 Detailed Fllghl P lau for Estimated Radius of Act ton

20

Take-off Gross WL. : 461.08 Lb 450 G'.!l Tanks = 658 Lb 1Stores

Total Fuel = 2060 Gal = 13390 Lb lniet·nal Store = 2000 Lb 1Jettisoned
Water for Take-off = 300 l.b

-··
Config Leg Sum Final Alt.
Fuel Re- Leg Sum Leg Sum
Step Operation Drag Fuel Fuel GJ·oss at End
malning Time Time Disl. Dist.
Index Used Used Weight of Step
LB. LB. LB. LB. FT. MIN HR:MIN NMI NMI

lniiial Configuration 13390 46108 0 0

1 Taxi, Take-Off and

Accelerate to cruise speed • 1500 1500 11890 44308 S. L . 1 0:01 - 0

2 Cruise at Sea Level 28 4350 5850 7540 39958 S.L. 30 0:31 197 197
(Use Wing Tank Fuel)
Jettison Win g Tanks 39300

3 Cruise at Sea. Level 0 2705 8555 4835 36595 S.L. 26 0:57 168 365

4 Lay Down Delivery of Store 0 280 8835 4555 34315 S.L. 1 0:58 -
5*•

6 Military Tltrust Climb

to 35000 Fl. 0 1125 9960 3430 33 190 35000 7 1:05 58 423

7 Cruise at 35000 Ft. 0 1725 11685 1705 31465 35000 28 1:33 240 663

8 Maximum Range Descent

to S. L. 0 208 11893 1497 31257 S. L. 11 1:44 67 730

9 Compute: Additional
Distance Capabllity to .0621 = 13 NMI} See Detailed
297 Lb. ( 204 X
have 1200 .Lb. of Fuel 93 X .139 1 '-" 13 NMI Sample rv
Remaining

* Reduce Weight 300 lb. for water

** Step 5 of Mission Plan Is: Summary O[ Performance at Target

Figure 810-4

810·21/(810-22 blank)
 T.O. lf-1500-1

ALPHABETICAL INDEX

item Page item Page Item Page

A I Indicator Light/ECM Air Refuel Ready Indica tor Normal Operation of th e
Control Panel . . . . . . . 1·135 Light . . . . . . . . . . . 147 C'ompassSystem. .. . J-139
Abort/ Barrier Engagement . . . . . 3-3 Air Refuel Reset Button .. 1·47 Directional Gyro Operation. 1- 140
Abort/llarrier Engagement/ Signal Amplifier . . . . . . . . • 144 Slaved Operation . . . . . . 1-139
0CCISIOn l- actors . . . . .. 3·3 Signal Amplifier Override Set lleadmg Knob and
Abort . . . . . . . . • . . . . . . 3-4 Switch . . . . . . . . •.. 1-47 Synchronization Indicator . J. 138
Canopy Retention/ractors . . . 3·4 Air Refuel Light Rheostat .. .. . J-50 Synchronizing Buttons .. . .. 1·1 39
Abort/ Barner Engagemen t/ Air Refuel Procedures . . . . . . . 1-50 All Attitude Gyro System . . . . . 1·136
Dec1sion Factors •. . . . . . 3-3 Air Refuel Ready Ind icator L~ght . 147 Vertical Gyro Fast Frcction
Abort . . . . . . . . . . . . . . . . 3-4 Air Refuel Reset Button . . .. 1-47 Button . .. . . . . . . . . 1-136
A/B Shutdown 11./ B. Fails Airspeed and All.itude for Air Alternate l•uel Restrictions. . . . . 54
To Cut Off . . . . . . . . . . . 3-21 Start . . . . . . . . '.. . . . 3·12 Altemating Current System . . . . 1.·55
AlB Shutdown ()'Heat Light Airspeed Indicator . . . . . . . 1- 148 AC Generator and Inverter
and l11rust Lc~~ 1l1an Airspeed Limitat1ons . . . . . . . . 5-6 Caullon Light . . . . . . . 1-56
Normal .. . . . . . . . . . . 3-21 ATM Ground Operating AC' Generator Caution L1ght. . 1·56
Accele ration and Jettison Limitations . . . . . . . . . S-6 AC Generator Switch 1·55
Lim it.ations . . . . . . . . . . . . 5-14 Canopy Speed Restric tion) . . . 5-7 Air Turbine Switch . 1·55
Acceleration Limitations . . . . . . 5·9 Drag Chute . . . . . . . . . . . . S·6 Inverter Switch . . . . . . . . . 1·55
Accclerometec . . . . . . . . . . . 1·147 Landing Gear. . . . . . . . .. . 5·6 Altime.ter . . . . . . . . . . . . . . , f .. t so
A(' Generator and Inverter Leading Edge Flap~ . . . . . . . 5·6 Altitude Hold Operation . . . . . . 1·95
Maximum Speed S·6 Altitude Set Knob . . . . . 1·106
Caution Light 1·5()
Minimum Speed . . . . . . . . S-6 Altitude Swttch . . • . . . . 1-95
AC Generator/ ATM Inoperative •. 3·.H
Ran1 Air Turbine . . . . . . . . 5·6 Altitude Vertical Veloci ty
AC Generator SwiH:h . . . . . . . . f.SS Refueling !'robe .. . . . . . . . 5·6 Indicator . . . . . . . . . 1·148. 1-149
AFCS Control Panel . . . . . . . . 1·91 Trailing Edge Flaps .. .. .. . S·6 Altimeter . . . . . . . . . . . . 1·150
AFCS Emergency 01$COnnect Variable Air Inlet Sy~tem . . . . 5·7 Harorncuic Pres.sure Set
tever . . . . . . . . . . . . . . . 1·93 Airspeed Mach lnd ca·tor KnobandReadout . . . .• 1·151
A FCS Sight System Tic·m . . . . . 1· 102 (AM I) . . . . . . . . . . 1· 145. 1·146 Gross, Cabin and Target
AFCS Signal Flow Diagram . . . . 1-92 Accelerometer . . . . . . . . . 1·147 Altimet er . . . . . . . . • .. 1·151
AFCS System Check - Preflight. . 1-103 Airspeed Indica tor . . . . . . . . 1-141! Vertical Velocity Indicator. . 1-150
Aft Roost l'ump Light . . . . 3-25 Angle of Attack Indicator 1-147 Anglt~ o.f A track Ind icator . . . . . 1-147
Afterburner . . . . . . . l -26 Mach l ndic:ator . . . . . . . . . 1- 147 Angle of Attack Vane . . . . . .. 1-145
Afterburner lgmter . l-27 Air Start . . . . . . . . . . . . . . . 3- 11 Antenna Locations . . . . . J-12!, 1·124
Afterburner Fail ure\ 3·21 Au Start/Dechion Factors . . . . . 3· 1 l Antenna Tilt Indicator . . . . . . . 1-llO
Afterburner Failure Dunng Air Start Procedures . . . . . . 3-11 Antenna Tilt Wheel • . . . . . . . . 1- J 10
Takeoff . . . . . . . . . . . . . . 3·7 Air Start Button. . . . . . . 1-24 Antifogging System . . . . .. . . . 1·208
Afterburner Fuel Control Unit .. . l-17 Air Start/Deci~ion Factors 3-11 J\Jllt·Collision LrglHs . . . . . . . 1· 21 OA
Afterburner lgmter . . . . . . . . . 1-27 Air Start Procedure . . . . . . . . . 3· I I Anti G Su1t 1-ailure to Deflate . . 3-39
Afterburner Limits . . . . . . . . . l-27 Air Turbine Motor . . . . . . . . . 1-56 AntiGSuitProvisions . . . • . . . 1·219
After Landing . . . . . . . . . . . . 2-32 Air Turbine Swi tcl1 . . . . . . . 1·56 AntiG Suit VaJveTesl' Button 1· 219
After Takeoff . . . . . . . . . . . . l-164 Hot Air Line Overheat AntiGSui1 Valve Test Button .. . 1·219
After Takeoff - Clunb . . . . . . . 2-25 Indicator . . . . . . . • . . . 1·56 Anti·k:ing and Deicing Systems. .. 1-209
Ailerons Locked Out Below Air Line Overheat Sensor Engine Anti-icing System .. . 1·209
680 KCAS . . . . . . . . . . . . 3-37 Test llutton . . . . . . . 1-58 Engine Anti-icing Switt'h . . 1-209
Air Conditioning Pac kage . . . . . . 1-205 ATM Air Line Overheat Engine Ice Caution Light . . 1·209
Aircraft Block Numbers . . . . . . 1-13 Caution Light 1-56 Operation of l:.ngine
Aircraft Dimensions . . . . . . .. 1- 13 Main Hot Air line Over- Anti-icing System 1-209
Aircraft r: uel System . . . . . . . . 't-29 heat Cau tion Light . . . I -S!l Pilot Heater . . . . . . . . . . . 1·209
Aircraft Gross Weight .. . . . . . . 1- 13 Main Hot Air Line Shut-off Pilot Heat Swit,·h !-209
Aircraft Heading . . . . . . . • l-156 Valve . , . . . . . . . . . . . 1·58 An tiskid Brake System . . . . . . . 1-87
Airc raft Restriction s with Main Hot Air Line Shut-off · Antiskid Switch . . • . . . . . . 1·89
VAl I noperativc . . . . . . • . . 5 ·10 Valve Switch . . . . . . 1·58 Antiskid Switch . . . . . . . . . . . t -89
Air Line Overheat Sensor Air Turbine Switch . . . . . . . . . 1-56 Amaests . . . . . . . . . . . . . . . 1· 195
Te$t Button . . . . . . . . . . . 1·58 All Attitude Compass Arresting !look . . . . . 1·89
Air Refuel Disconnect Indicator System . . . . . . . . . 1-136, 1·159 Arresting Hook Down
Light . . . . . • . . . . . . . . . 1-47 Bomb Mode Gyro Erection Indicator Light . . 1·89
Air Refuel Handle . . . . . . . . . . 1-44 Button . . . . . . 1·139 Arresting Hook Switch I..S9
Air Refueling Restrictions 5-11 Function Selector Knob . . . . 1-138 Arresting Hook/ Barrier Limits. . . 3·5
Ail Refueling System . . . 1·43 Hemisphere Selector Screw Arresting Hook Down Indica tor
Air Refuel Disconnect and Indicator . . . . . . . . 1· 139 Light . . • . . . . . . . 1·89
Indicator Light .. J-47 LattitudeCorrectlon Knob . . . 1-1 39 ArrestiAg Hook Extended . . . 3-5, 3·4S
Air Refuel Handle . . . . . . . . 1-44 NAV Control T ransfer Arresting Hook Switch . . . 1·89
Air Refuel Procedures .. . . . l-50 Button 1·1 3'7 A)ymmetric Loadings . . . o· l t
Change 2 X·1
T.O IF-1500-1

APLHABETICA L INDEX (Cont )

Item Page Item Page Item

,\ r:\1 <Air I urhine \lntort Autop1!ot Restnctkm' • • . . . . . 5-9 CA IX ' S<"lf r "'' Swnch 1 -144
-\ I \I A 1r lme o,•erho:;lt Autos' 'iwitch . . . . . . . 1-100 ( A I>\ \y,.tcm 1·144
C'auliun Light . I 56. 3· 1!< Au\tliary Canopy Jellison Handle. I· i '12 Call Switch I 12$
.'\ TM Ground Operating Aux iliary I qu tpmcnl 1-101 Canop)' t 1117
LinlltJIIOO\ , . 5-7 i\u\ihary In~trument Paneh . 1 7 Canopy Break~r Tool 1·1111
\ttirude Duo:cror Indicator C'anopy Caution I 1gh t 1· 1112
tADII . · 1·151. 1-1 52, 1·153 ll Canop y Contr ol•, l - lll8
Attitude Presentatinn 1·15 1 Au \iliary t':tuOp}' Jettt~on
~ank Stccnng Prt•,entation. 1-154 Bailout light S'ntch . . . • . . . . 1-187 !Iandi.: 1· 192
Glide Slop!! Presentation. 1·154 Bailout WarningS~ ,tcm .. . 1-187 ( anopy C'.IUIIOn lrght . . I · I'J2
Power <~nd Sign,! I l'ailure Hatlout Light S\1 itc;h .. .. , l-1 87 l· \terior C~nopy Aduntor
J ndtcators . . . . . . 1·155 Hank Ste.·ring Preo;cn tation . . . . 1- 154 Release flu tton I· I <1 I
Steerir1g llar (Needle) Switch. 1-155 Barometric Pres.urc Set Knob l \ tl.'rior Can()!'Y (" ontrol
lurn and Shp lndtcator . . 1-153 and Readout 1-151 Bullon' . . . . . . . . 1-IIJI
A rlltudc Pres.cmation . . . . 1- 1S I 13arner I· ngagemen l 3-45 I' ' lcrior Canopy Jelll\on
•\utomat k Flight Control Sy>tl:m . 1·90 Basic l· hght Instrument s 1- 163 llandlc 1·1'>2
AI·CS S ight Sy,lCOl TH~·III 1· 102 H:llLery !Hg!t Charge and/or I \tcnorCJnopy l mk lever . 1· 188
:\I'C$ Sy~tern Ched, B~tt~ry High Voltage Caution Interior I anop~ A<·tu;llo•
Pret11~h1 . . . 1-103 I t~th 1 Ill urn . . . . . . 3-11 Releao;c Handle . . . t ·I <l 1
Flight Control T ra n~fcr Hattery lligh Charge Ca ution Interior Canopy Control
Butt11n' . . 1 •>o, 1-169 Light .. . 1-54 Switch . . . . . . 1· 1Kll
l·ully \utomatll: \lode'. . 1·'17 Batt<!ry lligh Voltage L1ght. 1-55 Interior Canopy lod. Lever . I lliX
Au1omat11: ILS Approach Hatten Switch . . ... . 1-53 Leg Bract: !Canopy Jcruron
Operation. . . . . . . 1-<lll 13eanng l're~cntalton . . . . . 1·1 5~ Contwll 1· 1\12. 1· 14$
lnbounri l>roccdure . I '-JX Rl'for<! I ntering th~ A ire raft '1 7
Oulbound Procedure 1-49 Before I \tenor ln,pc~tion. 2-2 Canop} Lost 1-39
Automatic 1 o~s llomb Before Jn,trument Takeoff . 7-2 Canopy Rctentton l·al·tor' J-4
;\\aneuver 1·100 Before Ln nding . . . . . . . 2-n t-164 C:tiiOJI}' Speed Rc~tndion~ . 5-7
Aul<l~'
Sw1tch , . . . . 1-100 Before Leaving the 1\ trCr3ft. 2-35 . 1·'1 Carl ndgc Malfunl.tion\ . 2.-1 1
Otvc Bomb ~hnl'Uier !- 10:! Before Starting l' ng-mc 2·11 llangfin.> 2-11
(IS Swih:h 1-97 Defituuons 211 M•~fire 2- 1 l
r ::~ilure to Start 2·11
Manual Toss Hnnth l'arlrtdgc St.an llutton 1-24
Maneuver 1-102 htl~c Start 2-11 Caution Light Panel Test Button 1 1 t!O
Pilot Rcltd \1odo: 1-94 Hot Start 2-11 Cauuon. Wartung Indication
Alt1tudc Hold Operauon 1·95 Before T .tkmg Runway . 2-22 I iglth . . . . . . . 1·178
Allltude Swt tch . , . . 1-95 Before l ;tkcoff . . 7-10 Cc: ntcrli ne P)•lon T:~nk Fmpry
Au loptlot Button . . 1-94 Hefor.~ '1 a\ img , . . 2-13, 7-X J nd1ca tor 1-43
Autopilot Op~ralton . . HeTel Brilfi~nce Knoh 1-l()(l
Centerline Tank Jettto;on S\\ n c h I 39
\la..:h Hold Opcr:ttton . Bomb Ua) Door Au:~.tfia ry Center of GrJvily Limitation< . 5·11
.\1ad1 '\witch. Handle l- 120 650 Gal (\~nterhne Tlnk
Naviga tion /Track Hold 11omb Bay Door Open Indica tor Restr ktion' . . 5- 12
Operation l ·'-'- l~ght .. . . . .. . 1-120 Cen ter P~ Ion J.:tuson ~ullon t 39
Tra..:k iNa~ SwJkh . . . . !-9(> Romb lla~ Door Re,trictions 5-9 lenlral Air Data Computer
Stab-Aug \lode . . . 1· 9 1 Bomb lla} Stallon Sl!lecror System 1-14 2
1\l·( 'S hnergenl'y l)iscon- l3uttnn 1-J I<J Centwl Ai r Pata Compu ter
nect Lever Uomhing . .. . . 1- 103 Te,tSwit..·h . 1-J.lc;
G Ltmit Buuon Jetii'<On J..xternal Stores CG Conlrol rran,fcr Pump
St.lll·AugButton .. Button 1· 3'1 C.1111ion l1ght 1 · 1>-~~
St:1h·A ug Ofi Caut1on Bom h :0.1ode Gyro f~ rccuon C'G Out of Limir -. 3·4?
Light . 1·'1.1 Button . . . . . . J-139 Aft CG .1·17
St.1b--\ug Opcra110n . . 1-9-l ~omb o\J< S\litch 1-137 l orward ('(, 3-.!7
Automatic ll .S Appro.1ch Boost Pump~ . . . . . . . . . . l-37 Chaff Dispenser I fQ6
Operation 1· 91< Boo,, t Pump Switches . . 1- JH Channel Selec to r Knob (I A<'AN).
Automatic Parachute l- t 9•1 Boost Pump Cau11on Ltght . t 42 C'IN Cen tral Power Suppl>' . 123
Boo~t Pump Switchc\ . . . . 1·38 CIN \l.rin Pmwr Suppl~ Cauuon
Zero Ddar Lanyard 1·19<1
Alllomau. Safety Bell . . I 19lJ. 1-198 Both Primary Hydrauh.: System' Ltgh t . . . . I 121
1\utonwtic Operation J-196 f-a ilurt> ... . . . . . . , 3-32 C ircuit Breaker Panels . 1-50. 151
Manu~ !
Operation . . . . . . l- 197 Brake and Tire Ltmttation~ . 5-7 C'learance Caltbration I 110. I 106
Automalll Tm s Romh \bneuver . 1-100 l.lrak<! Cooltng Requtrements 5-$ Knob . . . 1· 110
Aurop1lot Button . . . . . . . 1-94 C'karance Plan~ Ind1,· ator 1·110
Atttopifot I mergency DISconnec t c Clea rance Plane Set Switch . I 110
Lever . . . . 1-71 Clearance Plane Up Bltlton ~ I 1

Autoptlot Operatmn. . 1· 95 CAlX'andVA ii>ren tghtCheck . !-145 Cle-aring f ng~ne 2· 13

X-2 Change No. 3

 T.O. lF-1050-1

ALPHABETICAL INDEX (Cont)

Item Page Item Page Item Page

Climb . . . . . . . . .. . . . . . . _ 2-27 Antenna Location 1-121 Communications Control Transfer

Clock . . . . . . . . . . . . . .l -140. 1-145 CIN Main Power Supply Button . . . . .. .. _ . . .. 1-J 27
Clutter Eliminator Switch . . . l-.106 Caution Light 1- 121 Con tinuous lnterphone Operation. 1-126
Cocking Procedure . . . . . 2-35 Command Radio - Contour Map Ca!.ibration and
On Runway . . . . . 2-36 AN/ARC-70 . . 1- 126 Acc uracy Check . 1-11 0
Quick Strike Cockpit 2-35 C'ommtmication Control Contour Map Mode . . . . . 1-J 10. 1-111
Scramble Start .. _ 2-36 Transfer Button . . 1-127 Altitude Set Knob . . . . . 1-1 1 o
Cockpit Air Conditioning and Emergency Operating Clearance Cahbrabon Knob. 1-110
Pressuriz.ation System . . 1·201 Procedures 1·129 Cle.arance Plane Indicator . 1-110
Cockpit Temperature Knob . 1-204 Function Switch . . . . 1·127 Clearance Plane Up Hutton. J -110
.Emergency Operation . . . . 1-207 Manual Frequency Selector C learanc(. Pl:me Set Switch . HIO
Normal Operation . . . . . . 1-207 Knob .. . _ .. __ 1· 127 Con lour Map Calibration and
Temperature Control Lever 1-203 Microphone Button . . 1- 128 A..:c uracy Check _ • _ . . . 1· 110
Cockpit Check - All flights 2·5 Mode Selectm Switch 1-1 2<J Contour Map Mode Button .. 1-1 I (I
Cockpit Depressurization .. 3-39 Normal Operating Contour Map System Precision
Cockph Pressure Schedule . . 1·203 Procedures 1-129 Accuracy Cheek . . . . J - 112
Cockpit System Failures 3-39 Preset Chimncl Selector Co ntour Map Mode Button .. l - 110
Anti G Suit f ailure to Knob. 1- 127 Contour Ma r Mode Effective
Detlate . .... . 3-39 Remote Frequency Channel Range . . . .. . . . . .. . 1-112
Cockpit Depressurization 3•39 Indicator •. . 1-129 Contour Map System Precision
Excessive Cockpit Tempera- Tone Pushbutton 1· 128 A.:c~!niCY Check _ .. . . J· ll2
ture .. _ ... . . . J-40 Volultle Control . J-128 CtliltrOl Stick . . . . .. . . .. . - . l·t\5
Hypoxia . . . . . . . . . . 3-40 Electronic Countermeasures Co ntrol Tran~fcr Indicator
Cockpit Temperature Knob . 1-204 System .. _ . . . . . _ . . l-134 Lights . . . . . . . _. _. 1-!85
Cockpi t Utility Light 1· 2.1 3 A I Indicator Ltght . . . . • l-1 3 5 Control Transfer Lamp Test
Compartment Overheat ECM Control Panel . . . . . 1·134 Buttons . . . . . . . . . . . l-185
Light . . . . . . . . . . . 3-18. J -207 ECM Operation . . . . . . . 1-135 Control Tr~tn~fcr (Take-over)
Compass Control Panel . . . . . . . 1· 137 Operate Knob. . . . . . . . • .1 - 134 System 1· 181
Cold Weather Operation 7 -7 Reset Button . . . . . . . . l-135
Control Transfer (Takeover)
Before Entering the Aircraft . 7-7 Standb y I lndh:ator Light . 1-134
Buttons . . . . . . . . . . 1- 1 84
Before Leaving the Airc raft 7-9 Standby 2 Indicator Light . 1- J 34
Control Transfer Ind icator
Before Taxiing . . 7-8 Tram.mil I Indicator Light . 1-1 3S
Lights . . . _ . . . . . l-1 85
Descent 7-9 Transmit 2 Indicator Light. l · I3S
Control Transicr Lamp 1 est
Engine Shutdown 7-9 Trouble Indicator Light l-135 Buttons .. _ . . . . . . . l-185
Landing . . . . . . 7-9 Identification Radar - Control Transfer (Takeover)
O n Entering the Aircraft . 7-8 AN/ AJ>X-3 7 ... ... . l-133
~urtoos . . . . . . . . . . 1·1 f.\4
Takeoff . . . . 7-9 Identification Radar Control Transfer System 1-182
Taxiing 7-8 Control Panels . . . . 1- 132
Coordinale Display Switc h .. 1-174
Command Heading . . . . . . 1·.156 Operation of AN/ APX-37 Course Presentation . . . . . . . . _ 1· 1 56
Command Markers 1· 1 o.3 Radar . . . . . . . . • •. 1-13S
Course Selector Switch . . • . . . . 1· 174
Command Radro AN/ARC-70. 1-126 Jntctcorn Set- AN/AIC-20 .• 1- !24
2·29
Crosswind Landing
Communication Control. Call Switch . . . . . . . . . 1- 125
Crosswind Takeoff . . . . . . 2 ·25
Transfer Button .. 1-127 Function Selector Switch . . 1- 124
Crui~ . . • . . . . . . . . . . . 2·27
Emergency Ope.rating Intercom Aux/Normal Cruise and High Speed . . . . 6·4
Procedures 1-129 Switch . . . . . . .. . 1- 125
Cursor l:lrilliance Knob • . . . 1· 106
Function Switch . . . l -127 Operation of the Intercom
Manual Frequency Selector Set ......... . l-125
D
Knob .. . . .. . . 1·!'27 Command Radio
Microphone Button .. .. . 1·128 Or>eration .. . . _ 1-l 25
Danger Area~ .. . . . . . . . . . . . 2-10
Mode Selector Switch .. . 1·129 Continuous I nterphone IX' and AC Electrical Power
Normal Operating ))rocedures 1-129 Operation 1- '126
Control Panel. _ . . . . . . . . . 1-54
Preset Channel Selector Knob . l·l 27 Intercom Amplifier IX' and AC Generator
Remote Frequency Channel Failure l-126 3·30
Ino perative . . . . . . . . .. .
Indicator . . . 1-129 Intercom Operation. with IX' Generator Caution Light .. . l-54
Tone Pushbutton . . . . l-1.28 Ground Crew 1- 126
DC Gen Light .. . . . . . . . . 3-28
Volume Control 1-!28 lnrerphone Call Opera· DC Ge.nerator Switch . . . • . . 1· 54
Command Radio Operation 1-HS tion . • . . . . . . . 1-126
Deceleration Procedure . . . . 2-27
Command Set AN/ ARC-70 lnterphone Operation .. 1-126
Definitions 2-11
Control Panel 1-128 Selective lnterphone 2-ll
J7a.i!ure to Start
Communications and Associated Operation Only 1- 126
2-11
False Start
l!.lec Equips . . . . . . . 1-J 21. 1-122 Voh:fmc Con trol Knob . .. 1-125
Hot Start . . .. 2-ll

Change 2 X-3
T.O. 1F-1050-1

ALPHABETICAL INDEX (Cont)

Item /rem Page Item Pagt

Defrostmg. Defogging and Ram Operation of AN/ APN-1 3 I Hattery High Charge and/a
Removal System .. . . . . . 1-207 lJoppler System . . . . . l-176 flattery High Voltage
Antifogging System . . . . . l-208 Enroute Fix . . . . . . . 1·177 Caution L1ght Iliu m . 3-31
Wind~hield Defogging Sy~tem l-207 Present Position Ftx. 1-1 77 OC and AC Generator
Operation ofWmdshield VIP Fix 1-177 lnoperallve 3-30
Defogging System 1-208 Preflight 1-1 76 IX Gen Ligh t 3·28
Windshield Defogging Drag Chute . . . . 5·7 Electrical System 148
Switch . . . . .. . l-208 Drag Chute Handle 1-99 Electronic Cooling and
Windshield Rain Removal Drag Chute System 1-89 Pres~urized Air System 1·205
Sy~tem ... .... . 1-208 Drag Chute Handle 1-99 Air Conditioning Package 1·205
Operation of Windshield During Flight. . . 7-10 Compartment Overheat Light . 1-207
Rain Removal System 1-209 Electronic Cooling Switch 1-205
Ram Removal Switch 1-208 E Emergency Operation . . . . . J-207
Windshield Side Panel Moduhu Cooling Sy~tcm 1·207
f)efrosting System .. l-208 IX M Control Panel .. 1-134 Nor rna I Opera lion . . 1-207
Operation of Windshield Side F.:CM Operation . . . . . 1-135 F.le~tronic Cooling and
l'anel Defrosting Effects of Configuiation 6-10 Pressurized Air Sy~tem 1·206
System 1-208 External Stores . . . . . . . . . 6-10 F lectronir Cooling Swnch I 205
Windshield Side Panel Landing Gear. . . . . . . . . . . 6-10 Elenronic Countermeasures
Defroster Knob . . 1-208 Landing With Heavy External System . . . . . . J- 134
Descent 2-27, 7-9 Stores. . . . . . . . . . . . . 6·11 AI Indicator Light 1-135
Desert and Hot Weather Symmetrical Loading on Wing ECM Control Panel 1-134
Proc eel ures . . . . . . 7-9 and Centerline Pylon Stations 6-11 ECM Operation 1- 135
Before Entering Aircraft 7-9 Effects of High EGT on Engine Operate Knob J- 134
Before Takeoff . . 7-10 Life . . . . . . . . . . . . 5-4 Reset Hutton. . 1· 1 35
During Plight. . . . . . . 7-10 EJel'lion . . . . . . . . . .. . . J-13. J-16 Standby I Indicator Light 1-134
Ground Operation .. 7-10 Ejection/ Decision Factors . . . 3-13 Standby 2 Indi cator Light I·IJ4
On Entenng Aircraft 7-10 Ejection Procedures . . . . . 3· 1 s Transmit l Indicator Light . .. t-13S
Takeoff . . . . . . 7-10 Ejection( Decision Factors . . . . . 3-13 Transmit 2 Indicator Light . . 1· 1Js
Diluter Lever . . . . . . .. . • . . 1-213 Ejection Procedures . 3- 15 Trouble Indicator Light. . . . . 1·135
Oirect Current System . . . . . . I-SO Ejection Seat. . . . . . . 1-194 Emergency Brake Handle 1-87
Battery High Charge Caution Armrests . . . . . . . 1-195 Emergenc.yControl Panel . . I·J3, 1·1 9
Light . . . . . . . . . . . 1-54 Chaff Dh"]Jenscr . . 1-196 Emergency Entrance .. 3· 52, 3· 53
Battery lligll Voltage Light. . . 1· 55 Leg Brace . . . . . . . 1-195 Emergency Equipment . . 1· 177
Battery Sw1tch . . . . . . . . . J · S3 Seat Man Separator . 1·196 Canopy Brealcer Tool 1·1111
IX' Generator Caution Light. . J-54 Shoulder Harness Control Engine Fire Warning System . . t-180
OC Generator Switch 1-54 Handle. .. . . . . . . . 1- 195 Engine Overheat Warning
Displacing Gear Pressure Vertical Adjustment Switch 1-195 System . . . . . . . . . . 1·180
Indicator . . l - 120 l~lec tricaJ Power Supply $}•stem .. J-50 Master Caution System . . . J-1 77
lJistancc Presentation , . l - 1 58 Alternating Current System .. I-SS Caul.ion Light Panel Test
Ditching . . . . . .. . 3-S I AC Generator and Inverter Button 1-180
Dive Bomb Maneuver 1-102 Caution Light 1·56 Master Caution Light . . . . 1-180
Oive Recovery Chart 6-9, 6-8 AC GeneratorCaution Warning and Cau tion
Dives . . . . . . . . . . 6·8 light . .. . . . . . 1-56 Ligh Is Switch 1·1 80
Doppler AN/ APN-131 Control AC' Generator Switch l·SS l~mergency Flight Control
Panel . . . . . . . . . . 1·173 Atr Turbine Switch 1-56 System .. . 1-71,1 -74.5-13
Doppler Control Transfer Inverter Switch .. I·SS Emergency Pitch Control
Butt.on~ . . . . . . . 1·172 Circuit Breaker l)anels 1· 50 Switch . . . . . . . . 1· 7 J
Doppler Navigation System Direct Current System J-50 Emergency Roll Control
AN/ APN-131 . . ... . 1-171 Battery High Charge Switch . . . . . . 1· 73
Attitude Director Indicator. 1·1 70 Caution Light 1-54 Stabilizer Lock Ltght 1-73
Coordinate Display Switch . 1- 174 Battery High Voltage Stabilizer Lock Switch . . . . I 73
Course Selector Switch .. 1·174 Ltl!ht . . . .. .. . . . I-SS Other Flap Indicator Switch . . 1-73
Doppler Control Transftr Battery Switch . . . . 1-53 Emergency f-uel System Caution
Bultons .. . . . . . . 1·172 OC Generator Caution Light . . . . . . . . . 1-23
Function Switch . . . . 1- 172 Light . . . . . . . . 1-54 Emergency Fuel Cont rol System
Ground Speed and Drift Angle lX: Generator Switch .. . J -54 Check . • . . . . .. .. . . . . .
Indi cator . . . . . . . . 1· 175 External Power Receptacles t-55 Emergency Fuel Sy~tem Opera-
Headtng Reference SwJtch 1-173 l:.lec Power Supply System cion . . . . . . . . . • . . . . . J - 11
Horizontal Siruation railurc Chart . . . . .. . . . 3·29 Emergency Fuel System Switch . . 1-22
Indicator . . . . . . 1-175 Electrical Power System l·ailures 3-28A Emergency Ground Evacuation . . 3-6
lmtrument Selector Switch. J- 174 AC Generator/ATM Emergency Hydraulic System 1-64
Memory Indicator Light . l-174 Inoperative . . . . . . . . 3-31 Ram Air Turbine Lever. . . . . l-fl4

X-4 Change 2
 T.O. 1F- 1050- 1

ALPHABETICA L INDEX (Cont)

Item Page Item Pag~ Item Page

SyMern One Pressure Test Thrust Decay System 1·2 1 Chaff Dispenser . t- 1'16
Button 1·65 Engine Fuel rontrol Unit 1·16 Leg Brace. . . . . . .t · I IJ~. 1-19~
Emergency Jett ison Procedu re s 3-9 Engine Ground Operation 2·1 J Sea t ~ian Separ~tor . . . . . I · I'll.>
.Emergency Pitch Control Engine h:e Caution L~ht 1·109 Shoulder Harness Control
Switch . . . . . . . . . . . 1-73 Engine Instruments . . . . t -24 Handle 1 1<J~
Emergency Roll Con trol Switch . . 1-7 J Exhaust Gas Temperature Vertical Adjustment
Emergency Operation of Oxygen Gage . . . . . . . . 1· 25 Swi tch 1 tlJS
System (Hypoxia) . . . . 1-21 J Oil Low Pressure Caution l;,scape System Functions 1 1 ~r,
Engine . . . . . . . . . . . . . . l-J 4 Light . . . . . . . . 1·26 L eg Brac~s I 1 Ko
Engine Fuel Co ntrol System . 1 lt. Oil Pressure Gage 1-26 Seat Ejection . . . . . 1· 1116, I-IIIi
Afterburner Fuel Control Pressure Ratio Gage. 1· 24 Survival Kit . . . . . . . . 1 .wu
Unit . . . . . . . . . 1·1 7 Tachometer .. . .. . 1·2 s Survival Ki t Emcrg~llL'Y
Emergency fuel System En~ine Lunitat1ons . . . . 5-1 Relea-;c llandlc . . . 1 201
CautiOn Light . . . . I-2J Alternate Fuel Restrictions . . . S·4 Surviva l KttTte Down . 1 201
Emergency Fuel System Effec ts of 1-hgh EGT on Wimb-creen (Rear Cockpit). 1· 1<13
Switch . . . . . . . 1-22 Engine Life . . . . . . . 5·4 Windshield . . . . . . I 1<J~
Engine fuel Control Unit. 1-1 o Engine Acceleration Limits 5-4 Escape System I unction\ I I X!>
Fuel Pum p Unit. 1- 16 Engine Overspeed Limits 5-4 Canopy Jettison . . . .
Throttle . . . . . . . . . . 1-17 Ex tended A/ 0 Range Limits .. 5-4 Seat Ejection 1- I!H> , I ll:\ '
Thrust Decay System 1-21 I· uel Grade Properties and E"<"ess Puel Vent Caution
Engine lnstr11ments . . . . . 1-24 Limit~ ........ . 5·4 Light . . . . . . . . . . . . I 41. 3·26
Exhaust Gas Temperature Ground Operating Limi ts . 5-4 Exce~sivc Co~.:k 1>il Temperature 3-40
Gage . . . . . . . . . . . 1 ·2~ Water Injection Limitations 5-4 E.\cessive Fuel Co nsu mption . 3-25
Otl Low Pressure Caution Engine Overheat Warning System . I 80 Excessive Fuel Venting . . . . . 3-26
Light . . . . . . . . . . . l · H> Engine Overspecd Limits S-4 Ex haust Gas Tl'meprature Cage 1-25
Oil Pressure Gage . . . . . . 1 21> Engine Shutdown . . . . . . . "2· .14, 7·<> Ex terior Canopy Actuator
Pressure Ratio Gage . . . 1-H. 1·25 Engine Speed Dias v~ Droops t-1 7 Release Button .. .. . . 1·191
Tachometer . . . . . . . . . . 1·2 5 Engtnc Starter and lgnit ion l::x tcnor Canopy Control
Engine St~rter and Ignition Sy$tern . . . . . . .. . 1·23 Buttons .. . . . . . . 1· 191
System 1·2.1 Air Start Button . . . . . t-24 Ex terior Canopy Jctti~on
Au Start Button . . . . 1·24 Cartridge Start Button .. 1·24 Handle . . . . . . . . 1-192
Cartridge Start Button 1· 24 l:.ntrance to Aircraft. .. . . . 2· 3 Exterior Canopy Lock Lever . I·IS8
Variable Air Inlet System 1·14 Escape System . . . . . . . 1· 1116 Exterior lnspcclion .. .. . . . . 2· t. 2-2
Variable Air Inlet Switch . . t 15 Automatic Paiachutc 1· 19'1 Exterior Lrghts .. . . . . . .. . 1-209
Water Injection System . . . . . I 2J Zero Delay Lanyard .. 1· 199 Formation Lights I ·! I I
Water Injec tion Indicator A11tomatic Safety Belt .. . 1· 1'1 6 Fuselage Po~i llon Lights
Ltght . . . . . . . 1-2.1 Automatic Operation .. . 1· 1 9(> Knob . . . .. .•. . 1·211
Water Injection Switch . . 1-23 ~laoual Operation I I 97 Landing and Ta"' Light~
Engin~ Accele ration Limits 5-4 Bailout Warning System 1· 1!!7 Swllch . . . . I 21 I
Eng111c Anti·tdng Switch 1-209 Bailout Light Switch 1· 1117 Landing Lights . . . . . . • . 1·209
Engine Anti-icing System . 1·209 Canopy . . . . . . . . . 1-187 Position Li~hts . . . . . . 1 :! 1 1
Engine Anti·icing Switch 1· 209 Canopy Control~ .. . . I · IIS!S Posi tion Lights Dimmer
F nginc Ire Caution Light 1·20'1 Aux iliary Canopy Jettison Knob . . . . . . . . 1 211
Ope rat1on of Engine Anti· Handle . . . . . . . . 1· 192 Position Light s Switch . . 1 21 1
tcing Sy~tem 1-209 Canopy Caution Light .. . I 192 Taxi L1gh t 1 ;>tt'l
Engine Duct Instability .. . . .1· 2.1 Ex terior Canopy Actuator El>;terior Lights Control Panel . . . I :n 0
Lngine Failure . . . . . . . . J. J I) Release Dut ton . . . . 1· 19 1 Ex remal Power Receptacle~ . . 1·55
Engine hilure Ouring Takeoff. .. Exterior Canopy Con trol External Stores . . . . . . . 6-10
Engine Fire During Flight J·lll Buttons . . . . . . . . 1 I'll Extended A/ B Range Limit• . 5 -4
Engine Fire During Start J.J Exterior Canopy Jettison
Engine Fire During Takeoff .1·8 Handle . . . . . . . I· I IJ2
Engine Fire Warning System . I·ISU Ex tenor Canopy l ock F
Lngine fuel Control System . 1·16 Lever . . . . 1• I Kto.
Afterbmner Fuel Con1rol Interior Canopy Actuator Failure of Ex t Fuel Tanks to
Unit 1- 17 Release Handle . . . . • 1·19 I Feed . . . . . . . . . . . . J-.!7
Emergency Fuel System Interior Canopy Control Failure to Start ... 2-1 I
Caution Ltght 1·23 Switch . . . . . . 1· 1 Kts False Start 2·11
Emergency Fuel System Interior Canopy Lock Fire Control System. 1-103
Switch . . .... . 1· 22 Lever .. . . . .. . Air to Air Attack. 1·103
Emergency Fuel Control Unit . 1·16 Leg Brace (Canopy Jettison Air to Ground Attack . l-103
Engine Speed Bias vs Droop 1-J 7 Control! . . . 1·1 90 Bombing ... . . . . . . . . . . l-103
Fuel Pump Unit .. 1·16 Ejection Seat 1· 194 Navigation 1·103
Throttle 1· 17 AmHest~ . . . . . 1-195 Radar System R-14 1·103

Change No. 3 X-5

T .O. 1F- 105D- 1

ALPHABETICAL INDEX (Cont)

Item Page Item Page Item Page

f-ire Control System
Power Switch J-104
Radar Control Tr.tnsfer
Buttons . . . . . . . . . 1-103
Radar Preflight Check 1-118
Radar Scope . . . . . . 1-104
Radar S~ope Controls 1-104
Altitude Set Knob 1-106
Uezcl Brilliance Knob . J-I 06
Clearance Calibration
Knob .. . . . . .. . . . 1-106
Clutter l~liminator Switch 1-106
Cursor Hrilliance Knob . . . 1-106
Honzon Center Knob . . . J-106
\1emory Knob . . . . . . . 1-106
Red Filter Knob . . . . . . . 1-104
Video Pedestal Knob . . .. 1-104
Radar System Modes 1-1 06
ContourMapMode . . . . 1-110
Altitude Set Knob . . . 1- 109
Clearance Calibration
Knob . . . . . . . . . 1-llO
Clearance Pla11C
lndkator .. .. . . . 1-110
Clearance Plane Up
Button . .. . .. l- 110
\ learance Plane Set
Switch . . . . . . J-ll 0
Contour Map Calibra tion
andAccuracyChcck . . 1-110
Contour Map Mode
Button . . . .. .. 1- 110
Contou r Map System
Precision Accuracy
Check . . . . . . . 1·111
Ground Map Pencil Mode .. 1-107
Altitude Set Knob . . 1-109
Antenna Tilt Indicator . 1- 110
Antenna Tilt Wheel . . . 1-110
Ground Map Pencil
Mode Button . . . . . 1-107
Radar Gain Control . . . 1·109
Radar Scope Range
lights . . . . . . . . . 1-109
13MilcRangelight. 1-109
40Mile RangeLtght. 1-109
80 Mile Range Light . 1-109
Range Scale/Nose Wheel
Steering Button 1· 107
Sight Electric Cage/
Range C ursor
Button 1·I 09
Ground Map Spoil Mode . . l -107
Ground Map Spoil
Mode Button 1- 107
Terrain Avoidance
Mode . . . . . . . 1·113, 1· 114
Clearance Calibration
Knob . . . . . . . . . J-113
Clearance Plane
Indicator . . 1-113
Clearance Plane Set
Switch.. . . . . 1-J 13
T errain Avoidance
Button .. . . . . . 1·113
Terrain Avoidance
Calibration and Ac-
curacy Check
Over Flat
Terrain I-ll 3
Terram Avoidance Cali-
bration and Accuracy
Check Over
Isolated
Mountain .. . . 1-117
Terrain Avoidance Sys-
tem Precision Ac·
c uracy Check .. 1-J 18
Fire Control System Power
Switch . . . . . . . . . . . . . . . 1-104
Flap Lever . . . . . . . . . . . . . t-78
Flap Po~ition Indicator . . . . . . 1-79
Flap Trim Tab Restric tions. . 5-9
Flight Charac tenstics 6-1
Flight Control Effectiveness 6-3
Pitch Control 6·3
Roll Control . . . . . . . . . . . 6-3
Sp.:ed Br••kes . . . . . . . . . . . 6-4
Wing Flaps .. . . . . , . . . . 6·4
Yaw Control . . . . . . . • . . . 6-4
Flight C'onlml Hydraulic System 1-62
Flight Control Hydraulic System
Damage . . . . . . . . . . . . . 3-32
Flight Control Hydraulic System
Failures . . . . . . . . . . . . . 3-3 2
Both Primary Hydraulic
Systems l· ailure • . . . . . . 3-32
Single Primary Hydraulic
Systems Failure . . . . . . • 3-32
Flight Control Panel. . . . . . H i9
Flight Control System . . . . 1-59
Autopilot Emergency Dis-
connect lever . . . . . . . 1-79
Emergenry Flight Control
System . . . . . . . . . 1-7 1 • s- 1 3
Emergency Pitch Control
Switch . . . . . . . . 1-73
Emergem:y Roll Control
Switch . . . . . 1-73
Stabilizer Lode Light 1-73
Stabilizer lock Switch 1-73
Other Flap Indicator
Switch . . . . . . . . . 1-73
Emergency Hydraulic System 1-59
Ram Air Turbine lever. . . 1· 64
System One Pressure Test
Button . . . . . . . . 1-65
Pitch Control System 1-65
Control Stick . . . • . . . 1-65
Pitch M.A. Caution Light. . 1-70
Pitch Mechanical Advantage
Switch . . . . . . . . . J-68
Stick Grip Override Switch. 1-68
TakcoffTrim Button 1-70
TakeoffTr1m L•ght . . . . 1·70
Trtm Switc h . . . . . . . . . l-6!1
Primary llydraulic System~. . . .1-59
llydraulic Preso;ure Cages 1-59,1-64
Roll Control System 1-7 0
Yaw Control System 1-7 1
Rudder Pedal ~ . . . . . . . l-71
Rudder Travel Caution
Light . . . . . . . . . 1-71
Yaw Trim Switch 1-71
Flight Control System Failures. . . 3-35
Ailerons locked Out Below
680 KCAS . .•. . . . . . 3-37
Lateral Control Bind 3-37
leading Edge Flaps - Chatter
orCycl ing . • . . . . . . 3-38
Leading Fdge Flaps - Control
Failure. . . . . . . .. . . 3-38
Pilch Med1 Adv Light -
Above 580 KC AS 3-36
Pitch Mech Adv Light -·
landing Gear Down . . . 3-37
Pitch Trim - Runaway or
Inoperative . . . . . . . 3-36
Right Roll Trim and Feel -
Inoperative . . . . . . . 3-38
Roll Trim- Runaway or
Inoperative 3-31!
Rudder 1 ravel light -
Abo,·e 275 KCAS 3-311
Rudder Travel Light -
Below 260 KC AS 3-38
Speed Brakes · Fail to Close .. 3-39
Trailing Edge Flap~ Control
Failure . . . . . . . . . 3-38
Trailing Edge Flap Failure . 3-38
Vibration or Oscillations in
Flight Controls . . . . 3-35
Yaw Trim --Runaway or
I noperauvc 3-38
Flight Control Transfer But ton~ .. 1-169
Flight Director Computer . .. . . 1-159
Flight ln~trument Simulate
Failure Switch .. .. . . . . . l-15R
Flight Operating Limits
Diagram . . . .. . . . . .• .. 5-26
Flight Planning . . . . . . . . .. . 2-l
Flight Restrictions .. . .. .. . . 2·1
Flight Without Canopy . 3-39
Forced Landing .. . 3-48
Configuration. . . . . 3-49
Forced landing/Decision
factors . . . . . . . . . . . 3-48
Forced landing Procedure . . . 3-49
Pattern and Technique . . . . . 3-49
Forced landing . . . . . . . . . . . 3·50
Foreign Objec t Damage Areas . . . 2·21
Fuel Flow Indicators . . . . . . . 1-41
Fuel Grade Properties and
Limits . . . . . . . . . 5· 4, 5·5
Fuel Inlet Press and Main
Boost Pump Light . . 3-24
Fuel Inlet Pressure Caution light . 142

X-6 Change 2
 T.O. 1F- 105D-1

ALPHABETICAL INDEX (Cont)

Item Page Item Page Item Pagr

Fuellnld J>re~s Light and No Execs~ J7uel Vent Caution Ground Map Spoil Mod~ Button J.l07
lioo\t PumJ.l Light . . . . 3·24 Light . . . . . . . . . . 1-41 l;round Operatmg Emergencies . 3-J
Fuel Low Caution Light .. . • .. 1-42 Fuel Flow Indicators 1-41 Abort/Barrier Engagement . . , 3-3
rue! Pump Unit . . . . . . . . . . . 1·16 Fuel Inlet Pressu re Caution J'mer!!ency Ground
Fuel Quantity Data . . . . . . . . . 1-33 Light . . . . . . . . . . . . . 1-42 £vacua t1on . , . . . . . . . 3-6
I uel Quantity Indicator~ 1-40 Fuel Low Caution Light . . . . 1-42 Landmg Gear Retraction on
Fuel Quantity Indicator an~1 Fuel Quan tity Indica tor . . . . 1-40 the Ground . 3·5
Sel.:ctor Switch . . . 1-40 Fuel Quantity Indicator Test Runway Emergency
Fuel Quantity Indicator Test Button . . . . . . . . . . . 1-41 Procedu res . . . . . , . . . 3·3
Button ....... . 1-4 I Fuel Quantity Selector Switch. 1-40 Starting Engine . . . . . . . . . 3·3
1-uel Quantity Selector Switch .. . 1-40 Test E"cess Venting Button . . 1-41 Taxiing • . . . . . . . 3·3
Fuel Supply System .. . .•. 1·28 Fuel System Limitations 5·6 Ground Operating Limits . . . . . 5-4
Boo~r Pumps . . . . . . 1·37 Fuel System . . . . . . . . . . 5·6 Ground Safety Pins . . . . . . . . 1-82
.Boost Pump Switchc~ .. 1·38 Fuel Tank Selector Switch . . 5-6 Ground Speed and Drift Angle
Fuel System Indicators 1-40 Fuel System Management . . . . 1-36 Indicator . . . . . . . . . . . 1·175
Boost Pump Caution Fuel Systt:m Operat ion . . . . . . l -32 Gun Firing Lim1b . . . . . . . . . 5· 9
Lights 1-42 Fuel Sy~tem Management 1·36 Gunnery Tow Sy~tem . . . . . . . 5·9
Centerline Pylon Tank Normal Aulliliary Fuel A/ A37V-9 Tow System . . . . . 5·9
Empty Indicator .. 1-43 Transfer . . . . . . . . J · 3'2 A/A37U· I5 Tow System 5· 11
('G Control Transfer Pump Fuel Tank Capacities . . . . . . . . 1-J'l
Caution Light 1-42 Fuel Tank Selector Switch . . .. 1· 36, S-6
~ xce~~ rue! Vent CauttOn Fully Automatic Mode~ 1·97 H
Light . . . . . 1-41 Automatic ILS Approach
l· uel Flow Indica tor~ . . . . 1-41 Operation . . . . . . . . . 1·98 Hcadmg Reference Switch . . . . . 1·173
Fuel Inlet P ressure Caution Inbound Procedure . . . 1·98 Hen ling, Pressun£ation and
Light . . . . . . . 1-12 Outbound Procedure 1· 99 Refrigeration System 1-201
l' ucl Low Caution Lights .. 1-42 Automatic Toss Bomb C'odcp1t Air Cond1tioning
r:ucl Quantity Indica tors .. 1-40 Maneuver . . . . . . . l - 1 00 and Pressurization
1:uel Quantity Indicator AutossSwitch . . . . . . . 1· 100 System . . . . . . 1-201
Test Hutton . . . . • . . 1-41 Dive Uomb Maneuver 1·102 C<H:kpil 'l em perature Knob . 1-204
Fuel Qurmtity Selector lLS Switch . . . . . . . . . . . 1-9 7 Emergen cy Operation . . . 1·205
Switch ........ . 1-40 Manual Toss Bomb Maneuver . 1·1 02 Normal Operation . . . . . 1-205
Te~1 E"cess Venting Fuselage Position Lights Knob . . . 1-211 T emperature('ont rol Lever . 1·203
Button ........ . HI Fwd Roosl Pumps Light 3-24 Elec tronic Cooling and
Fuel Tank Capacities . . . . . . 1·32 Pressurized Air System . . . 1·205
Fuel Tank Selector Switch . . , l · .l6 G Air Conditioning Package . : l-105
Jettison Sy\tem .. . . . . . . 1-39 Compartment Overhcal
C~ nterline Tank Jettison General Arrangement . . . . . , . 1·2 Light . . . . . . . . . 1·2 0 7
Switch . . . . . .. . 1·39 <Jeueral Fligh 1 Characteristics . . . 6- l Electronic Cooling Switch . 1-205
Inboard .\ 1ER Jettison Ghde Slope Presentation l- 154 Emergency Operation l -205
Switch 1-40 G Limit Button . . . . . . . . . . . l-93 Modu lar Cooling System . . 1-205
Jettison External Stores Gravity Fuel Feed . . . . . . . . . 3·25 Normal Opcrauon . . . • . 1-205
Button . . . . . .. . . 1·39 Gravity Fuel foeed Procedure 3-25 Heavyweight Landmg . . . . . . . 2-29
Pylon Jettison Buttons .. . 1·39 G ross. Cabin and Target Hemispl1ere Selector Screw
Fuel Sy~tem .. . . . . . . . . . . . 5·6 Altimeter 1·15 I and lndscator . . . . . . . . . . . 1·139
Puel System Control Panel . . . . . 1·35 Ground Map Modes . . . . . . . . . 1-108 Holding . . . . . . . . . . . . . . . 7·3
Puel Sy ~tem Failures . . .. . . . 3·24 Ground Map Pencil Mode . . . . . 1-107 Hook Limits . . . . . . . . . . . . 3-4
Aft Roost Pump Light . . . . . 3·25 Altitude Set Knob . . . . . . . l· l09 Hook Yield . . . . . . . . • . 3-4
Exccs.~ivc fuel C'onsumpti~~n .. 3-25 Antenna Tilt Indicator 1· 110 Horiz.ontal Center Knob t·l 06
Fuel Inlet Pressure and Main Antenna Tilt Wheel . . . . . . . l -110 Horizontal Situation
Boost Pump Ligh t .. .. . 3·24 Ground Map Pencil Mode lndicator(lf$1) . . . . • 1·155, 1·157
Fuel Inlet Press Light and Button . . . . . . . 1-107 Aircraft Heading. . . . . . . . . 1·156
No Boost Pump . . • . . . . 3·24 Radar Gain Control . . . . . . . J- 109 Bearing J>re~ntation 1-158
Fwd Boost l'ump Ligh t . . . . . 3-24 Radar Scope Range Ligh ts . .. 1·109 Command Heading . . . . 1- 156
Gravity Fuel Peed Procedure .. 3-25 Range Scale/Nose Wheel Course Presentation . . . . . . 1·156
Main Boos t Pump Light . . . , 3-24 Steering Button . . . . . . . 1· 107 Distance Pre.~ntation . .. .. H58
Fuel System Indicators . .. . .. . l-40 Sight Electric Cage/Range Flight Instrument Sim ulate
Boost Pump Caution Lights .. 1-42 Cursor Button . . . . . . . 1-109 Failure Switch . . . . . . 1·158
Centerline Pylon Tank Empty Ground Map Pencil Mod e Button . 1- 107 Model ndicator Lights . . . . . 1- 158
Indicator . . . . . . . . .. . 1-43 Ground Map Spoil Mode 1-107 Horizontal Situation
CG Control Transfer Pump Gro und Map Spoil Mode Indicator .. . .. 1-155,1·167, 1· 157
Caution Light . ..... . 1-42 Button . . . . . . . . . . . 1-107 Hoi Air Line Overhear lnd Sys . . l-56

Change 2 X-7
T.O . 1F-1050-1

ALPHABETICAL INDEX (Cont)

/tf!m Page Item PoKe Item Page

Air Line Overheat Sen...ar Engine Duct Instability. 3-23 Angle uf Attack Indicator 1- 147
Te't Button . . . . . 1· 58 l:ng1ne l· ailure J-10 Mach Indicator . 1-147
AT~! Aar Lmc Overheat l:.ngine l-ire Duriug I· light . . 3·18 Altllude Ye1tical Velodty
Caution Light t-56 E'cessive Fuel Vent111g . . 3 - 27 Indicator I AVVI) 1-148
\1ain Hot Air Lmc Ovcrhc.. t J'a1lure of £:\temal fuel Altimeter . . .. 1- 15()
C'~utwn L1ght 1-ss Tanks t.o Feed 3-27 Harometrk Prcs~ure Set
Hot Start . . 2·1 l Flight Control Hydraulic Knob and Readout 1-15 1
llung RP\1 or Stuck Throttle .1-22 System Damage . . . . J -32 Gross. Cabin and Target
llydraubc Power Supply Sy,tcm. . 1-58 Flight Con trolllydraulic Altuncter 1- 151
1-rncrgency Hydraulic .Sy~tem . 1-59 Syste111 Failure~ .. .. 3-32 Vertical Velocity lndic:Jtor . l -150
Primary Hydrauh1· Systems . . 1·59 Hight Control System Angle of Attack Vanc .. 1-145
Util1ty Hydraulic System . 1-59, 1·60 Failures .. . . . . . 3-35 AttitL1de Director lnll1cator
Air Turb1nc Switch . . . 1-59 Flight Without Canopy . J -39 (ADI) . . . . .. . . . . . 1-15 t
Hydraulic Pressure Gage I uel Sy~tem failure\ 3-24 Atritudc l're,entataon . 1-15 1
IU!tlityl . . llung RP~t or Stuck Throttle 3-22 Hank Steering Presentation. 1-154
Hydraulic Pre~sure Cages . 1- 64 Main AiJ Line O'Heat Lighr .. J - 19 Glide Sh1pr Presentation . 1-154
llydraulk Pressure Gage Oil System I ailurc~ . . . . . . J -22 Power and Signal 1-ailure
(Utilat.y) .. . 1· 59 Smoke or I ume~ In Cockpit .. 3-20 Indicators 1-155
11ypoxia . . . . J-40 Spin Rccvvery . . . . . . 3-40 Stc~ring IJar (Needle)
1 railing Edge Flap Failure . 3-J8t\ Swatch 1-155
Utility Hydraulic System rurn and Slip Indicator. 1-153
1-ajlure . . . . .. . . J-32 CAlX' and VAl Prenight
lee :tnd Ram . .. .. 7· 4 lmtruments . . . . . . . . .. . 1- 159 Check ... .. . . . . .. . 1- 145
ldentificall l !l Radar Hasic Flight Instruments J-163 Central Air Data Computer
/\ N/ AI':\ ·37 ... 1- 132 Command Marker~ . . . . . . 1-163 System . . . . . .. . . 1-14 2
ldentirir ataon Radar Control Integratcd l' fight Instrument Central Aar Data Computer
Panel . . . . .. . . . 1- 132 Pre~entat ion . l- 163 Test Swllch . . 1-145
Opctation of AN/,\PX-37 Navigation Instruments . . 1- 163 Hori1ontal Situation
Radar . . . .. . .. . 1· 1JJ ln,lnunent C'lirnb . . . .. . 7-2 Indicator (HSl) . I ISS
ldt•ntificatiOll Radar Control Instrument Crui~mg l · lij~hl . . 7-.3 Air<.:raft lleading . 1- 156
Panel . . . .. . . 1-132 Instrument l' lighl Procedures 7·1 Hearing Presentation l-158
Il-l /SIF AN/APX-37 Control Heforc ln\trument Takeoff . . 7-2 ( omrnand lleadin~ .. . l-156
Panel . . . ...... . 1·133 llolding . . . . .. ... . . . 7-3 Cour<;e Prc~entat1on .. l-156
ILS AN/AKN-6J Co ntrol Panel 1·169 lnsrrument Climb .. . .. . 7-2 l)i~lalll'C l'rescn ta tion 1-1 58
IL.S Approach . 7-J . 7·6 I n'trument Crujsing Flight . 7-3 Flight lmtrument Sunulatc
ILS Radio Receaver Set ln\trumcnt Let Down 7-3 f.ailure Switch 1-15B
AN/ARN-61 . . . . . I 161:1 I LS Approach 7-3 Mode Indicator LiJ!.hts . . 1- 158
Altitude Director Indicator I 170 Jet Penctrataon . 7-2, 7·5 Integrated f'hght lnstnnnent
Flight Control 'fr:Jn!>fer Missed Approach 7-4 System Operation l·lf>4
Butwn) , . . .. . . . 1- 169 Radar Approach 7-4 After Takeoff .. ..•. 1-1 64
Frequcnl'y Selector Knob 1-169 ln~trument Take off 7-2 Bcfllrc Landing 1 !64
Function Switch . . . . . . 1- 169 Navigation l;.quipment 7-3 lkfore Takeoff I 164
lnstrwncnt Selector Switch . . . 1· 170 Instrument Le tdow n 7-3 Takeoff ..• . . . . .. . 1-164
Marker Heacon Light I 1 70 ILS Approach 7-J lntcgmte<l· Flight ln~Lrurncnt
Operataon of AN/ ARN-61 Jet Penetration . 7-2 Sy~tem . . . . . . . . . l-142. 1-143
Radao 1·170 Massed Ap proach. . . . . . • 7-4 All Altitude Compa~s
Volume Con trol . . . . . . . 1- 170 Radar A ppruach . . . . . . . . . 7-4 Sy~tem . . .. . . . . . 1- 159
ILS Switch . . . . . . . . . . . 1-91 Instrument Markings . . . . .. . 5-1. 5 2 C'1\IX' SelfTe~t Swi tch .. , , 1-145
Inboard M U~ Jettison Switt:h . 1-40 !nstruruent Selector Central A ii Data Computer . 1-142
In board Pylon Jetti~on Hutlon . .. 1-39 Swuch .. 1-165, 1-167, J-170. 1-174 Flight Direcror Computer .. 1-1 59
I nl11ght Lmergem: ae~ 3-9 lnstrumcnr Takeoff . . . . . . 7-2 In.\1 ruments . . . . . . . . . . 1-159
Afterburner Failures ... . 3-21 Instrument Selector Sw1tch Basic Fligh t lnstJtllnents 1-163
Air Start . . . . .. . . . . . 3-H Positions and Displays , . 1-16t Command Markers . .. . . 1- 163
ATM Air Line ()'Heat Light J -18 Integrated Flight Instrument Integrated Flight ln~tru-
Cockpll System Failu res 3-39 Di~ lay . . . . . . . . . . . 1· 160 ment Presentation 1-163
Comp't O'Heat light J- 18 lntcsratcd Flight Instrument Navigation lnstrumcnB . 1-163
Ejection . . . . . . . . . . . . . J-13 Pn:..entataon .. .. .. . . . . . 1-163 Signal Data Converter .. 1- 159
Electnc:~l Power System Integrated Flight Instrument lntegr:tted Flight Instrument
Failures ... . . . J-2tl SyMem . .. .. 1- 142,1 -143 Sy~tcm Operation 1-164
Emergency Fud System A1rspeed Mach lnd1cator After Takeoff J-164
Operation. . . . . 3-l J IAMI ) . . . . . . . . . . . . , 1·145 Sefore Landing l-164
Eme rgency Jettison Accelcromet~:r . . . . . . . 1·147 Before Takeoff 1-104
Procedure~ 3-9 Auspeed lndic<~lor . . . . . t -14 8 rakeoff .. .. 1-164

X-8 Change 2
 T.O. 1 F-1050 - 1

ALPHABETICAL INDEX (Cont)

Item Page Item Page Item Page

Intercom AN/AIC-20 Control CravJty Fuel Feed . . . . . . 3-46 Landing Gear Warning Stgnal
Panel . 1-1?5 Landing Gear Failur~~ . . J-42 and Lighr . . . . . . Hl4
Intercom Amplifier !·allure .. I 126 Ortl' 1--u!J Wing Pylon Tank or Landmg Gear WJrning Stgnal
Intercom Aux/Normal Swi tch . 1· 125 Equivalent Weight Store 3-47 Silence Button 1-84
Intercom Operation wtth Precautionary Pattern and Landmg Gear Warnmg T.:st
Ground \rew •.. .. .. .. 1 126 Landmg . . . . . . . . 3-42 Hulton. . . . . . . . . . . . 1-84
lntt>rcom Sci - AN/MC-20 1· 124 Simulated r:orced Landing • . . 3-51 Landwg Gear Warning Stgnal
(.'all Switch . . . . . . . 1· 125 Trailing rdge Flap~ Up . . 3-48 SiJem:c 13ullon . . . . . . . J-ll4
l·uncuon Selector Switch I I~ I Utility Hydraulic System Landing C~a.r Warning Test
Intercom Aux/Normal Switch . 1· 125 lnoperutive . . . . . . 3 ·46 Button J-84
Operation of the Intercom Set 1·125 Vertical Speed Brake~ Landing Lights . . . . . . •. . . . 1-209
Command Radio I· 'tended . . . . . 348 Landmg In Gu~t~ . . . . . . . . 2-29
Operat ion . . .. . . . I 125 Landing Gear 5 · 6, (>·I 0 Landing on Wet/Icy Runway 2-2<1
Contmuou> lnterphone Landin~; Gear Cannot llc Landing Pattern . . . . . . . . 2-30
Operation . . . . . . 1-126 I~ \tended . . . . . . . 34 3 Landing With lleavy 1:. ~h:rnal
Intercom Amplifier Fail ure . 1- 126 Landmg Gear !)own Jnd tcates Store~ .. .. .. .. .. 6-11
Intercom Operation wtth Saf'(' LG II andle IJJum . . . 3-44 Landin!! \V1thou1 Drag Chute 2-32
Ground Crew. . .. 1-126 Landmg Gear Oownlock Override Lateral Control Bmd 3-37
lnterphone Opemtion 1·126 Swttch . . . . . . . . 1-8 1 L atitudc Correcllon Knob . l-139
Selccuve [ntcrphone Landing Gear Down Un~afe Leading /·dge Flap$ I 78, 5·6
Operation Only .. 1-126 Indi ca tion . . . . . . 343 Left Con..ole ... 1·9
I ntcrior Canopy Actuator Release Landing Gear Lmergency Leg 13r;u;e . . 1-1 92.1-195
Handle.. 1· 191 F~lension llandlc 1413 Level Fligh I Char:Jderi~t h.' • • . G·~
Interior Canopy Control Swill;h 1-1!\R Landtng Gear l 'aih to b. tend Dive RccoVl'r}· Chatt 61!. 6-9
lrttl'riur CanllPY Lo,~k Lever 1-188 No rmally . . . . . . . . . . 342 Wvu . . . . ~8
lntertor Lights 1·21 J Landtng Gear 1-ai.ls to Retract Spin' . . . . . . . . 6-8
C'ockptl Utility Light 1·2 13 or I ndicate~ Unsafe . . . . . . 3-8 Stalls !Subsonic). . 6-4
Navigation Ltght .. 1-213 Landing Gear I ai.lures . . . . . . 342 Stalls (Supersonic) 6-i'l
lntcnor LtghtsControl Panel 1·210 After a Tai l Scrape on Takeoff Lighting Equipm11nt. . J-209
lntcrphone Call Operauon 1-126 or Go-around 345 Extenor Light~ . . 1-209
lntcrphone Operation 1-126 Arrc,ting llook E'tended 3-45 Form:ltion L1ghts 1·211
Inverter Switch 1-55 Landing Gt.!ar Cannot he htselage Pos•tion Ltghts
btendccl . . . . . . . . 3-4.3 Knob . .. . .. . 1-211
Landmg Gc:tr Down Indicates Landing and Trud L1ghrs
Safe L(; Handle lllum .. 3-44 Switch 1·21 1
Jet Peoetratton . . . 7-3 Landing Gear Down Unsafe Landmg Lighh . . . . . . 1-209
Jet Penetr,tlton and Low lnd icat ion . . . . . . . 3-4~ PosHion Lights . . . . . . 1-211
Approacll . .... . 7-5 Landing Gear Fails to Extend P()~ition I i~~:hts Dimmer
Jettt~n l:.xt~rnaJ Stor~s Button 1-39 Normally . . . . . . . . . 3-41 Knob . . . . . 1-21 I
Jettison Sy~tem . . . . . . . 1·39 NtlSCGear lip or Unsafe 344 Po~llion LJghtsSwtlch . l-211
Centerline Tank Jellison Nose Wheel Not Centered or Taxi Light . . . . . . . . . l-209
Switch 1-39 Torque Links Dt~conn 344 lntenor lrghts 1-211
Inboard MER Jc.tuson Swllch J-40 Nose Wheel fire Failure .3-45 Co~kpit Uttlity Light . . . . 1-.? J3
Jetuson l.:.xternal Stores One Main Gear Up or Navig;H ton Ltght . . 1-213
H~tton 1-39 Part1ally Retracted . 343 Low Spll<!d . . . . . . . 64
Py~nJ cwson Ru ttons .. • 1-.39 Ttr<' l· ailure During Landing . 3-4S
Wheel Brake Failure 3-45 M
L Landing Gear Ground Safety Pin\ . 1-81
landing GMr llandle 1-RI Mach lndlt"ator 1-147
Landing .. 2-28 Landing Gear Position Indic ators l -84 ~hch llolll Opera lion 1-96
Croso:wiod Landmg .. 2-29 Landing Gear Retraction on tlu: Mach Swilch . . . . . . 1-96
lleavyw.:•ghl L:lnding 2-29 Ground . . . . . . . . . . 3-5 MagnrticC"ompa\s . 1-141
Landing In Gusts 2-29 Landing Gear System 1·80 Main Air Line O'llcat Light 3-19
Landin!! on Wei/ley Runway . . 2-29 Landing Gear Down lock Main Boo~l Pump light 3-24
landing Without Drag Chute .. 2-32 Ovcrnde Switch . . . . 1-81 Mam DiffllrenccTable . . . 1-14
Minimum Runway Landing 2-29 Landing Gear Emergency Main Hot Air Line Shut-off Valve . 1-58
Normal Landing . . . . . . . 2-28 I: xtension Handle 1·8.l Main Ho t Air Line Shut-off
Touch and Go Landing .•. 2-32 Landing Gear Ground Switch . . . . 1-58
landing and Taxilights Switch. 1·2 t I Safety Pins 1-8 1 Main Instrument Panel . . . . . 1-4
Landing l· mergencies 345 Landmg Gear Handle 1--81 Main Wheel Tire Failure . . . . 3-!1
Oarrier l:.ngagemenr •. . . 345 Landing Gcax Position Manual Frequency Selector Knob . t • J 2 7
CG Ou1 of Limits 3-47 Indicators l-84 Manua l Toss Bomb Maneuver 1-l 02
Forced Landing . . . . .. 348 Marker Beacon Light . . . . 1-l 70

Change 2 X·9
T.O. 1F- 1050-1

ALPHABETICAL INDEX (Cont)

Item /'age Item Page Item Page

~lit\tcr ('aut ion

Li!lht . . . . . . 1-180 Doppler Navigation Syslt'fll Turn and Slip lmlkator 1- 153
\1a~terC:mti(ln Sy,tcm 1- 177 AN/APN-131 . . . . . . . 1· 171 C ,\!.)( and VA I Pre0Jgh t
C'auti<)ll Ltght Panel Te~t Attitude Oire,·tur lnJicaltlr. 1· 175 Check 1-145
Outton . . . . . . . 1- 11)0 C'oordinat c Otsp13y Switdl. 1- 174 Centro! Alf Data Computer
Ma~terC'au lion Light .. . 1- 180 ('our~ Sekctor Switrh . . J- 174 Sy,lcm 1- 141
Warning and Caution Lights J)opplcr Control TrJtHfer Central Air Data Computer
Swill:h . . . . . . .. . . 1- 180 Button' . . . . . . . I 172 1 ~st Switch 1· 145
Ma:~.imurn Glide .. . . . . .. . 3-10 Function Switch. . . . . 1- 172 lforuontal Situation Indica·
Ma\imum G Turn' at Constant Ground Spl!ed and Dnft tor 1HSI) . 1-155
Altttude . . . . . . . . . . 6-18. 6-19 Angle Indicator . . . 1-17 5 Aircraft Head in~;. 1-156
\1aximum Operating Speed .. ~ 41l lleadtng Reference Switch 1· 173 Rt:aring Pre~entalion 1· 15!\
Maximum Speed . . . . .. . . . . . 5·6 llurizuntaJ Situation Command lleadtnj! 1·156
M~\imum Thrust Steady State lmhcator . . . . . . . . . 1-175 C'ouro;e Pres<:ntation . I I Sl•
Hori7onHIJ Turns .. 6-14 Instrument Selector Switch 1- 174 Di\tancc Presentation 1· 15!\
Mt'moty lndtcator I ight . l·l74 Men1ory lndicatClr Light . . 1- 174 Flight Instrument Simu·
Memory Knob . 1· 106 Operation Clf AN/ AP ·13 I late Failure ~witch 1- JS!!
\1trro['hOnc l'ulh>ll . .. . l- 12!l Doppler System . . . . . 1- 176 Mode Indicator Light ~ I-15M
\1tnimum Ire\\ Requirements .. . 5-1 l:.nroutc J-ix . . . . . . . 1- 177 lntl!gratcd Flight lnst rurn cnt
Minim\tm Runway Landing .. . 6-IJ Present Position I· h . 1-177 System Operation 1· 16-t
Minunum Saft• Hying Spec.cl 6·5 VIP Fix 1- 177 After Takt:off 1-!64
Min.imum Speed . _ ... . ~-ft Prcllight . . . 1- 176 Before L:.mding 1-164
\ltscell:meou~ l.. quipml·nt .. . 1-219 ILS Radio Rect:ivc.r Set lkfon.> TakcClff 1- 164
Anti G Suit T'rovhiom .. 1-2 19 AN/ ARN-61 . . . . . 1- 168 1 akeoff l- 164
Anti\. Sutt Valve Te-;t Attitude Director Indicator. 1- 170 Magnetic Compa(~ 1-141
Button . . . . . . . 1-2 19 I light Control Tran~fcr Tac<lll Radio AN/ARN-62 1-165
Instrument Flying Hood .. . I 221 Buttons . . . . . • . . . 1- 169 Channel Selector Knob . 1-167
Pilot- Liqutd Supply .. . 1-219 I requcncy Selector Knob . 1- 169 Function Switch. 1· 167
Pilot~ Rclkf Ptovi~ions 1-219 I· unction Switch . 1-170 llontontal Situation
Ventilated Sutl Sy,t.:m .. 1-219 ln~trum cn t Scle('tor Switch. 1- 170 Indicator . 1-167
Operation of Ventilated \1arkcr Beacon I ight . . . 1- 170 ln~trument Selct:tor Swi tch 1·167
Suit Systeu1 . ... 1-222 Operation of AN/ AR N-6 l Operation of AN/AHN-62
Vi.!ntilatcd Suit Air R3dio . . . . . . 1- 170 Radio S••t. 1- 167
Switch .. l-222 Volume Control . . . . . . . 1- 170 I :Jean Control Trall\l'er
Ventilated Suit l· low Instrument Selector Switch .. T-170 Button 1-167
Con trol Valve 1-222 Integrated Fli!lht ln~trurnent Volume C'ontrol . 1-167
Mh<ed Approach ... 7-<1 Systern .. . . . . . . ... _ 1·143 Navtgatlonln~tnunent~. 1- 163
Missik Audio Control I 10. 1·126 Airspeed Mach Indicator Navigation Ligbt. 1-21 J
\lode Indicator Li~Zhh 1- 158 (AM I I . . . . . . . . .. 1-145 Navigation/Track Hold Operation. 1-97
Mode Scledor Switch J- 129 Al·celerometer . • . . . . l- 147 Night Flying . 7·7
\lodular Cooling System 1-205 Airspeed Indicator 1 14 11 Normal Landing . 2-2!!
N Angle of Allack Normal Operation of the Compass
Indicator. . . . 1-147 Sy,tcm 1-139
Ni\ V Control Tran<fer But! on . .. 1- 137 Mach Indicator . . • . 1- 14 7 Norm:ll Operation of 0\ygcn
Navigaticm Fquipmcnt . . . . 7· .l. t I .lh Altitude Vertical Velocity System 1-215
NJviption . . . . . . . . . . . . . 1-103 Indicator (AVVII 1- 14!! No~e Gear lip or Unsaf~ 344
All Altitude Compa~s Sy\tem . 1-136 J\ lumcter . 1- 150 Nose Gear Torque Links .1 ·8!:•, I·KI·
Homb Mode Gyro Frcction Barometric Pre~sure Set Nose Wheel Not Centered or Tor·
Butlon . . . . . . . . . 1-139 Knob and Readout . 1- ISJ quc !.inks Disconn. . 3-44
Function Se!.:dor Knob . 1- 131! Gross, Cabin and Target Nose Wheel Steering Sulton 1-86
llemt>ph.:r~ Selector Screw Altimeter. l- 151 Nose Wheel Steering System 1-85
~nd Indicator . . . . . 1-139 Vertical Velocity Indi- No~c Gear 1 orque Link~ 1-86
latitudtlC'o rrection Knob . 1-139 cator . 1-150 No<.c Wheel Steering Button 1-86
NA V Control Transfer Angle of Attack Vane . 1- 145 Nose Wheel Tire Failure 345
Button ... . . . . . . . H3 7 Attitude Director Indicator
Nonn:tl Operation of the CADI). J-151. 0
Ccm1pa-;sSystem . . . . 1-139 Attitude Presentation 1- 151
Directional <.iyro Bank Steering Presenta- Oil Low Pressure Caution light 1-26
Operation . . . . . 1-140 tion 1-154 Oil Prcssur<! Above SO PSI . 3-23
Slaved Opemtion . . . l-139 Glide Slope Presentation 1-154 Oil Prcssurc Below 35 PSI . 3-23
Setlleading Knob and Syn- Power and Signal Failure Oil Pressure Between 35 and 40 PSI 3-23
chronization Indicator . 1-138 Indicators 1- 155 Oil Pres~urc Fluctuation in Fxccss
Synchronizing Hutlons . 1-139 Steering Bar 11~ecdle) of S PSI . 3-23
CJlJCk •. . •. , .•. , J- 140 Switch 1-155 Oil Pre~sure Gage 1-26

X-10 Change No.3

 T.O. 1F- 1050- 1

ALPHABETICAL INDEX (Cont)

ftem Page ftem Page Item Page

Oil Supply System 1-27 Erneri,>~:ncy Lever 1-213 Weight and Balance . 2-1
Oil System 1--'aiiure~ . J-22 Oxygen System Supply Preset Channl!l Selector hnoh . 1· 127
Oill)tc'>surc Above 50 PSI 3-23 l.evcr . . . . . . . . . _. 1·2 14 Pres~ure Gaj,ll' a.lld !'low Indicator. 1·21 4
Oil Pr.-ssure Below 35 PSI 3-23 Pres..ure Gage and Flow Prt:s~ure Ratio Gage . 1 24
Oil f>r~ssu r.- Between 35 and 40 Indica tor. 1-2 14 Pressure Rat1o Gage Setting 2·22
PSI 3-23 Oxygen System Preflight Check 1-2 15 Primary Hydraul.ic System . r ·!\ '1
Oil Pressure l·luctualion in 0'<ygcn Warning Test Button 1-215 I Jydra.uhr Pre~sure Gages t ·M
b~ess of 5 PSI 3-23 (hygen Sy~tcm Preflight Check J-2 15 Proh1bited Maneuvers S-7
One Full Wing Pylon Tank or Equi- Oxygen System Supply Lever 1·214 Roll Restri1'lions 5·9
valent Weight Store . 3-47 O:w gen Warning T~st Button 1-2 15 Pylon Jeltlwn Buttons . I 39
One Masn Gear Up or Partially
Retracted . 3-43 p
On Entcnn~t Aircraft 7-8, 7-10 Q
Ope ration of AN/ APN-131 Oopplcr 1'1lots Liquid Supply 1·2 19
System 1-176 J>ifot Relief Mode 1·94 Ou1ck Strikr Cockpit 2-35
Enroute Fi\ 1- 177 Altitude Hold Operation 1 95
Prcscnl Position Fix. l-177 Altitude Switch 1.<J s R
VIP Fi.~ H77 Autopilot Button 1·94
Prefl1ght 1- 176 Autopilot Operation 1-9 5 Radar AcqulSltt<ln Switch 1-104
Operation of AN/ APX-37 Radar l-133 Mach Hold Operation 1·9& Radar Actlon RCJcct Button I· IU4
Operation of AN/ ARN-6 I Radio H70 Mach Switch . 1.<)6 Radar Appro;t•·h . . . . . . 7·4
Operation of AN/ AR.N-{)2 Radio 1·165 Navigation/Track Hold Operation 1 97 Radar Approach. . . . . . . . . . 7-6
Operation of Engine Anti-lcmg Track/Nav. Switch 1·96 Radar Con rrol l'ramier Button' 1-103
System 1-209 l'ilc>ts Reltef Provisions . 1-2 19 Radur Gail'\ Co ntrol . . . . . . . . . 1-109
Operation of the Intercom Set. 1-125 Pitch Control 6·3 RadarPrefl1ghtCheck . . . .. .. 1- 118
Command Radio Operation 1-125 Pitch Contro l System I -65 Radar Scope . . . . . . . . . . . . . I· I 04
Conthwous lntcrphon.: Control Stick l-65 Radar Scnpe ,md Con trois . 1· 105
Operation 1·12& PitchM.A.\auuonLight 1·70 Radar Scope Controls . . . . . . . 1-104
Intercom Amplifier Failure l-12& Pitch Mechanical Advantage Alutudc S.:t Knob . . . . . . . 1·106
Intercom Operation with Switch 1-{)H Bezel Dnlhance Knob 1-106
Ground Crew 1-126 Stick Grip Override Switch. 1.{)8 Ch::;trancc Calibration Knob . . 1-106
lnterphone Call Operation 1-126 TakeoffTrim Burton 1-70 Clutter Elimmator Sw1tch . . . I· I 06
lnterphone Operation 1·126 Takeoff Trun Ltght . 1·70 Cursor Brilliance Knob . . . . . .1-106
Selective Interphone Operation Trim Switch . 1-68 Hnrizonta l C<·nter Knob . . . . J-106
Only H26 Pitch M.A. Caution Light 1-70 Memory Knob. . . . .... 1-106
Operation of Ventilated Suit Pitch Merh Adv Light Abovl! R~dFiltcrKnob . . . . . . . . . 1· 104
System t-222 580 KCAS 3-36 Video Pcde~ lal Knob . . . . . . l-104
Operat1on of Windshield Defogging l'itch Mech Adv Light Landing Gear Radar Scop~ Rangt' Lights . . . . . 1-109
System l-208 Down . 3-37 Radar System Modes . . . . . . 1-106
Operati<ln ofWiml~hield Side Panel Pitch Mechanical Advantage Switch 1-68 Contour Map Mode . . . . . . . 1-11 0
Dcfrosting System 1·208 Pitch Trim Runaway or Altitude Set Knob . . . . . 1-109
Other Flap Indica tor Switch 1-78 Inoperative 3-36 C'lear:mcc Calibration Knob 1-110
Outboard l'ylon Jettison Button J - 1o Pitot Heater l-209 Clearance Plane Indicator J- 1 I 0
Oxygen Control~ and Regulator 1· 214 Pitol Heat Switch 1-209 Clearance Plane Up Button. 1·110
Oxygen Durallon llours 1·216 P1t01 Heat Switch 1-209 Clearance Plane Set Switch. 1-110
Oxygen Low Caution Light 1- 21 S Position Lights 1-21 1 Conto ur Map Calibration
O"ygen ~!ask Connection 1-217 Position Lights Dimmer Knob . 1-211 and Accuracy Check .. l-110
Oxygen Quantity Gage 1·2.1 4 Position l1ghts Switch 1·2 11 Contour Map Mode Button 1-110
O'ygen Hegulator 1·21 J Power and Signal Failure Indicators 1-155 Co ntour Map System Pre·
Diluter Lever . 1-21 J Precautionary Pattern and Landing 3-42 cision Accuracy Check 1-112
Emergency Lever 1·213 Prenight Check 2·2 Ground Map Pencil Mode . . . 1-107
Oxygen System Supply Lever 1·2 14 Before Ex terior I nspection. 2·2 Altitude Set Knob . . . . . 1-109
Pressure Gage and flow Cockpit Check - AU Flights 2· 5 Antenna Tilt Indicator . . . 1-110
Indicator . 1·214 Entrance to Aircraft 2·J Antenna Tilt Wheel . . . 1-110
Oxygen System 1·212, t-2 13 Ex terio r Inspection . 2·2 Ground Map Pen cil Mode
Emergency Operation of Rear Cockpit Check -- Passenger Button ... . .... 1-107
Oxygen Sy~tem 1-219 Other Than Crew Member 2-4 Radar Gain Control . . . . . l-109
Nomtal Operation of Oxygen Rear Cockpi t Check- Solo Radar Scope Range Lights . 1·109
System 1-21 s Flights 2-3 Range Scale/Nose Wheel
Oxygen Low Caution Light 1-215 Preparation for Flight 2- I Steering Button . . . . . 1-107
Oxygen Quantity Gage . 1·2 14 Flight }>fanning 2-1 Sight Electric Cage/Range
0'<ygen Regulator 1-213 Flight Restrictions 2-1 Cursor Button . . . . . . 1-109
Diluter Lever. 1-213 Takeoff and Landing Data Card 2-1 Ground Map Spoil Mode. 1-107

Change 2 x.11
T.O. 1F-105D-1
Item
Ground Map Spoil Mode
Button . . . . . . . . .. l-107
Tcrram Avotdance Mode 1-113
Clearance Calibration Knob l-113
Clearance Plane Indicator J-113
Clearance Plane Set Switch. l-113
Terrain Avoidanct.l Bu tton 1-113
Tenain Avoidan<..'C
Calibration and Accuracy
Check Over flat Terrain . 1-113
Terr:Lin Avoidan ce
Ca libration and Accurac-y
Check Over holatcd
Mountains . . . . . . . . 1-117
Terram Avotdance Sy,tem
Precision Accu racy
Check . . . . . . . . . . t -I I IS
Radar System R-14 . . . . . . . . 1·1 03
Fire Co ntrol System Power
Swttch . . . . . . . . . . . . 1-104
Radar Co ntro l Tran ~fer
Bunons . . . . . . . . . . . l -10~
Radar Pref1Jght Check . . • . . 1-1111
RadarScope . . . . . . . . . . . l-104
Radar Scope Controls .. . . . 1-104
AltilUde Se t Knob . . . 1-106
Bc7cl Brilliamx- Knob .. . 1-106
Clearance Calibration Knob 1-106
Clutter Elimimtlor Switch 1-106
Cursor Brilliance Knob . . . 1-106
Horizontal Center Knob •. 1-106
Memory Knob . . . . • .. 1-106
Red Filter Knob . . . . . . . l-104
Video Pedestal Knob . . . . 1-1(}4
Radar System Modes . . . . . 1-106
Contour Map Mode . . . . 1-110
Altitude Set Knob . . . 1-110
C'le3rancc Calibrati on
Knob . . . . . 1-110
Clearance Plane lnd1cator I-ll 0
C'lcarance Plane Up
Button 1·110
Clearance Plane Set
Switch . . • . . . 1-lJO
Con tom Map Calibration
and Accuracy Check. l-110
Contour Map Mode
Button . . . . . . 1-110
Contou; Map System
Precision Accuracy
Check . . . • . . . . . 1-112
Ground Map Pencil Mode 1·1 07
Altitude Set Knob . .. 1-109
Antenna Tilt Indicator l-110
Antenna Tilt Wheel . . . 1-110
Ground Map Pen cil Mode
Button . . . . . . . . l-107
Radar Gain Control . . 1· 1Q()
Radar Scope Range
Lights . . . . . . . . . 1-109
lJ Mile Range light 1-109
40 Mile Range Light l -109
80 Mile Range Light 1-109
.X-12 Change 2
ALPHABETICAL INDEX (Cont)
Item Page Item Pagt
Range Scale/Nose Wheel Seal Ejectio n. 1-186, 1-187
Steeri ng Button .. . 1-107 Scat Man Separator . . . . . 1- 196
Sight Ele ctric Cage/Range Selective I ntcrphone Operation
Curso.r Button 1-109 0 nly . . . . . . . . • . . . . . . 1-1 26
Ground Map Spoil Mode .. 1-107 Set I leading Knob and
Ground Map Spoil Mode Synchronization lndl ('ator . . . l-138
Button .. . . . . . . 1·107 ShoulderHamessControl . . . . . 1 - 1~5
Terr:un Avoidance Mode . . l-113 Sight Electric Cage/Range
Clcar;mce Calibration Cursor Button . . . . . . .. . . 1-109
Knob . .. . . . . . . 1-113 Signal Amplifier . . . . . . . . . . . 1-44
Clearance Plane Signal Amplifier Ovemdc Switch 1-47
Indicator . . . . . . . 1-113 Signal Data Converter • . . • . . . 1-159
Clearan ce Plane Set Simulated Forced Landing . . . . . 3-51
Switch . . . . . . . . 1-113 Single Primary Hydraulic System
Tcrram Avo1dance Fatlur<! . . . . . . . . . . . . . 3·32
Butlon . • . . . .. . 1-113 Smoke or Fumes m Cockpit . . . . 3-20
Terrain Avoidanc.: Ca!J- Spare Starl cr Carl ridges • . . . . . 2-8
bration and Accuracy Speed Brake~ . . . . . . . . 6-4
Check Over Flat Speed Brake' Fall to Close .. .. . 3-39
Terrain .. . .. . .. 1- 1 13 Speed B-rake Swltc h . . . . . . . . . 1-79
Terrain Avoidance Cali- Speed Brake System . . . . . .. . 1-79
bration and Accuracy Speed Brake Switch . . . . . . 1-79
Cht!ck Over Isolated Spin RecoverY . . . . . . . 3-40
Mountain . . . .. .. 1.-117 Spins . . . . . , . . . . . . 6-8
Terrain Avoid:lnce Sys- Stab Aug Mode . . . . . . . . . 1-Y I
te m Precision AFCS Emergency Di~co nnect
Accuracy Check .. . 1· 118 Lever . . . . . 1-93
Radio Relay SyMcm . . . . . . . . l-l30 G·Limit But1on . . • • • . 1-93
Control Head . • . . . . . .. . 1- 130 Stab Aug Bution . . . • 1-93
Control Panel .. . . . .. . . . l-130 Stab Aug Off Ca ution Light 1-93
Operating Procedures 1-131 Stab Aug Oper ation . . . 1 -~4
Ra.tn Removal Switch .. 1-201! Stab Aug Dutton . . . . . . 1-93
Ram Air Turbine . . . . . . . . . . 5·6 Stab Aug Off Caution Light 1-93
Ram Air Turbine Lever . . . 1-64 Stab Aug Operation. . . . . . . . . t-94
Range Scale/Nose Wheel Stabihzer Lock Light . . . . . . . . l '78
Steering Button . . . . . 1-107 Stabilizer Loc k Switch . . • . • . . 1-7 6
Rear Cockptt Check Pa~ngcr Staib (Subsonic) . . . . . . . . • . . 6-4
Other Than C'rcw Member . 2-4 Stalls (Supe rsonic> . . . . . . . . . 6-8
Rear Cockpit Check - Solo Flights 2-3 Standby Airsper.d Indi cator 1-141
Red Filter Knob •. . . .. .. . . . 1- 104 Standby Altimeter . .•. .. . . • l -141
Refueling Probe . . . . . . . .. . S-6 Standby Attitude Indica tor . . . . 1-141
Refueling System . . . . . . . . . . 1-45 Standby Instruments . . . 1- l41
Remote Frequency Channel Magne tic Compass . . . . . 1·141
I ndica.tor . . . • . . . . 1-129
Pi tot Static System . . . . . . . l-141
Right Console . . .•. . .. . . . 1·1 1 Standby Ainpeed lndi<:ato r 1-141
Right Roll Trim and Feel Standb y Allime te.r . . . . . . 1-141
Inoperative . . . . . . . . . . . . 3-J8
Standby Atlttude Indicato r 1-1 41
RoU Control . . . . . . . . . . . . 6-3
StartlngEngmc . . . . . . . . . 2· 11 , 3· 3
Roll Control System . . . . . . . 1·70
Clearing Engine . . 2-1 J
RoU Restrictions . . . . . . . . . . 5-9
Unsamfactoty Start . . . . . . 2-l 2
Roll Trim - Runaway or Starting Engine . • . . . . 3 -3
Inoperative .. . . . . . . . . . 3-37
Standby I Indicator Light . . . . . 1· 134
Rudder Pedals . . . . . . . . . . . 1-71
Standby 2 Indicator light . . . . 1-1.34
Rudder Travel Caution Light .. . 1-71
Steering Bar (Needle) Sw1tch . . . 1-t ss
Rudder Travel Light - Above
S tick Grip • . . . . . . . • . • . 1-68
275 KCAS .. .. . . . . . . •. 3-38
Stick Grip Override Switch. t -68
Rudder Travel Light - .Below
Straight Line Descent . . 7-4
260 KCAS . . . . . . . . . . . . 3-38
Supe rsonic Flight . . . . . . . 2·2 i
Runway Check . .. . . . . . .. . 2-23
Runway Emergency Procedures . . J-3 Survival Kit . . . . . . . . . . . 1-200
Survival Kit Emergency
s Release Handle . . . . . 1·20 I
Survival Klt Tie Down . . . 1-201
Scramble Start 2-.36
 T .O. 1F- 1050 -1

ALPHABETICAL INDEX (Cont )

Item Page Item Page Item

Survival Kit Emergency Re lease Te rrain Avoidan ce Button 1- 1 I 3 Ventilated Suit Flow Control
Handk .. . . . . . . . . . . .. 1-201 T crram Avo1dan ce Calibration Valve . . . . . . . . . . . . . . t· 222
Survival K1t Tie Down . . . . . . . 1-201 Accuracy Cht!ck Over Flat Ventila ted Suit Sy~lem . . . . . . . t-119
Symmetrical Loading on Wing and Terrain .. . . . . . . . .. 1-1 13 Operat ion of Vent ilated Suit
Centerline Pylon Stations . . . 6-11 Terrain Avoidan ce Calibration Syste m . . . . . . . .. • . . 1· 222
Synchro nizing Button . . 1- 139 and Accuracy Check Ove r Ventilated Suit Air Switch .. . 1-222
System One Pressure Test Button . 1-65 Iso lated Mo untain . . . . 1-117 Ventilated Suit Flow Control
Terrain Avoidance System Valve . . . . . . . . . 1·222
T Precision Accuracy Check I · l 18 Vertica l Adjustment Switch . . . . 1-8 1
Terrain Avoidan ce Mode . . . . . 1-113 Vertica l Gyro Fast Erection
TACAN AN/ ARN-62 Cun trol Terrain Avoid:mcc System Pre· Button . . . . . . . . . . . • . . 1· 136
Panel . . . . . . . . . . . . . 1-166 c is10n Accuracy Check . . 1· 11 8 Verti c.ll Ve locity Indi ca tor . . . . . 1· 1so
TacanCon tro!Transfer Button .. 1· 167 Test Excess Venting Button 1-41 VHF Command Radio
Tacan Radio AN/ ARN -6 2 . . . . . 1· 165 The Aircraft . . . . . . . . . . 1-13 AN/ ARC-70 . . . . . 4- 24
Ch:mnel Selector Knob . . . . . 1-16 7 Allcraft Block Numbers . . . 1-13 Vibrati o n o r Oscillations in Flight
Function Swi tch . . 1- 167 Aircraft Dimensions . . . . . 1-13 Contmls . . . . . 3-35
Hofizontal Situation Indicator. 1- 167 Aircraft Gross Weight . . . . 1· J 3 Video Pedesta l Knob . . . .. . .. 1-104
lnstmm cn t Selector Sw1tch . . 1-16 7 Threl.' View . . . . . . . . . . . . . xii
Operation uf AN/ ARN-62 . . . 1- 167 Thro ttle . . . . • . . . . . . • . . . 1·17 w
Tacao Control Transfer Button 1-167 Throllle Quadrant . . . . . . . . . 1-20
Volume Control . . . . . . . . . 1- 167 Thrust Decay SyMc m . . . . J -2 1 Warning and Caution Lights
Tachometer . . . . . . . . . . . . . 1-25 Tire Failure During Landing 3-4.5 Switch . . . . . . . . . . . . . 1· 180
Tail Hook . Refer to Arrcstmg T ire F ai lure During Takeoff 3-8 Water lnjec tton Ind icator Light . . 1· 23
Hook Tire Limi1atio ns ... Sec Brake and Water lnjec.:t1on Limit ations . . . . S-4
Tail Scrape on Takeoff or Go- Tire Limitations . • . . . . . . . 5-7 Water Injec tiOn Switch . . . . . . . 1-23
Around . . . . . . . . . . . . . . 3-45 Tone Pushbutton . . . . . . . . . . 1-128 Water Injection System . . . . . . . 1-23
Takeoff. . . . . . . . . . . . . . . 1-164 Touch and Go wnding . . . . . . . 2-27 Water Injection lnd1cator L4lht 1·23
Takeoff . . . . . . . 2-23 . 2 ·24, 7- 10. 7·11 Track/ Nav Switch . . . . . . 1-96 Water InJection Switch . . 1-23
Crosswind Takeoff . . . . . . . 2·'25 Trailing Edge Flaps . . . . • . . . . 1-78 Weight and llalance . . . . . 2-1
Takeoff an d Landing Data Card . . 2- l Flap Lever . . . . . . . . . . . . 1-78 Weight Limitations . . . . . . . . . 5· 12
Takeoff Emergencies . . . . . . . . 3·7 Flap Position Indicator . . . . • 1-79 Wheel Brake Failure . . . . . . • . 3-45
A/B Shutdown - A/ B fails to Trailing Edge Flaps Control Wheel Brake System . . . . . . . . 1-86
Cutoff . . . . . . . . . . . . 3-21 Failure . . . . . . . . . 3-38 Antisk1d Brake Sy,tcm . . . . . 1-87
After A/ B Shutdown O'Heat Trailing Edge Flap Failure . . . . . 3-39 Ant1sldd Switch . . . . . 1·89
Light and Thrust Less Than Tran~mit I lndic:Hor Light . . . . . 1- 135 Emergency 'Brake Handle . . . . 1· 87
Normal . . . . . . . . . . . . 3·21 Transmit 2 Indicator Light . . . . . 1·1 35 Windscreen (Rear Cockpi t). 1· 19 3
Afterburner Failure During TranspondeT/ Antenna System . . l-131 Wind shield . . . . . . . . . . . . . . 1-192
Takeoff . . . . . . . . . . . 3·7 Trim Switch . . . . . . . . . . . . . 1·68 Windshield Defogging Switch 1-208
Engine Failure During Takeoff 3-7 Trouble Indicator Light 1-135 Windshield Defogging System . . 1·207
Engine Fire During Takeoff . . 3-8 Turbule nce and Thunderstorm . . '1·7 Operation of Windshield
Landmg Gear Fails to Hetract Turn and Slip Indica tor . . . . . . 1-153 De fogging System . . • • . . 1-208
or Indicates Unsafe . . . . . 3-8 Turning Radiu s . . . . . . . . . 2-20 Windshield Defogging Swi tch . 1-208
Tire Fa1lure During Takeoff . . 3-8 Windshield Rain Rem oval System. 1-208
Zoom Man euver . . . . . . . . . 3-7 u Operation of Wind shield Rain
Takeoff Restrictions - Military Re moval System . . . . . . . 1·'209
Thrust . . . . . . . . . . . . . . 5· I 3 UHF Command Radio . . l · l 26 Rain Removal Switch . . . . . 1-208
Takeoff Trim Button . . . . . . . . 1-70 Unsatisfactory Start . . . . . 2-1 2 Windshield Side Panel Defroster
T akeoffTrim Light . . . . . . . . . 1-70 Utility Hydraulic System . . . 1 59 , 1-60 Knob . . . . . . . . . . . . . . . 1-208
Taxi Light . . . . .. . . . . . . • . 1-209 Au Turbine Switch . . . 1-59 Windshield Side Panel Defrosting
Taxiing . . . . . . . . . 2-19, 3· 3. '?· tO Hydraulic Pressure Gage System . . . . . . . 1·208
Temperature Control Lever 1-20 3 (U tility) . . . . . . . 1-59 Operation of Windshield Side
Temperature Control Panel . . . . 1·204 Utility Hydraulic System Failure 3-32 Panel Defrosting System .. 1-208
Terrain Av oidance Button . . . . . l· tl3 Utility Hydraulic System Wind sh ield Side Panel
Terrain Avoidance Calibration and I noperalive 3-46 Defroster Knob . . . . . • . 1-208
Accuracy Check Over Flat Wing Flaps .. . . .. . . . . • . . . · 6--4
Terrain . . . . . . . . . . . . . . l · t 13 Wing Flap Systems . . . . . . . . . I · 78
Terrain Avoidance Calibration and v Leading Edge Flaps. . . . . . . 1-78
Accuracy Check Over Isolated Trailing Edge Flaps . . . . . . . J-78
Mountains . • . . . . . . . . . . 1- 117 VA I System OperatJOn . . . . . . . 7-2 Flap Lever . . . . . . . . . . 1-78
Terrain Avoidance Mode . . . . 1-113 Variable Air Inlet Switch. . . . . . 1-14 Flap Position Indica tor . . I -79
Clearance Calibration Knob 1· 113 Variable Air Inle t System . 1- 14, 5·7. 7-1
Variable Air Inlet Switch . . . . 1-14 X
Clearance Plane Indicator . 1-1 I 3
Clearance Plane Set Switch 1-113 Ventilated Suit Air Switch . . . . . 1-222 X·.Band Radar Beacon . 1-120

Change 2 X-13
T.O. 1F-1050- 1

ALPHABETICAL INDEX (Cont)

I tem Page Item Page Item Page

y Rudder Travel Caution Ligh t I· 71 z

Yaw Trim Switch . . . . . . . . 1-71
Yaw Control . 6·4 Yaw Trim Runaway or Zero Delay Lan yard . . • . . . . . 1·199
Yaw Control System . . . ... . . j . 71 Inoperative . ... .. . . .. . . 3-3 8 Zoom Maneuver . . . . . . • . . . . 3-7
Rudder Pcd.th . . . . . ... . . 1-71 Yaw Trim Swt tc h . . . . . . . . . . 1-7 1

'fl U.S. GOVF..RNMENT PRINTING OFFICE: 1971-43Z..698j SM 60117

X-14 Chang~ 2