Z INTERIM FLIGHT MANUAL usar series XB-FOA — *1cearr jORITY OF THE I FORCE THE SAME PAGES OF PREVIOUS DATE see T-0. of Flight Manaais. Flight Crew Cher ‘Sepetement. 31 AUGUST 1964 CHANGED 25 JUNE 1965ypine add HL I 7.0. 18-70(x)A-1 ‘TABLE OF CONTENTS 3 POURRA RTR ae a wn noc cele al Refer to Confidential Supplement, 7.0. 15-70(x)L-14, for this inforsation.7.0, 1B-70(X)A-2 ‘THESE PAGES TELL YOU HOW TO USE THE MANUAL. SCOPE. This manual contains the neces- sary information for safe and efficient operation of the XB-70A. These instruc— tions provide you with a general knowl- edge of the airplane, its characteris— ties, and specific normal and energency operating procedures. SOUND JUGENT. Instructions in this manual are for a crew (pilot and copilot) Anexperienced in the operation of this ‘airplane. This sanual provides the best possible operating instructions under most circumstances, but it is a poor substitute for sound judgeent. Multiple ecergencies, adverse weather, terrain, HOW TO BE ASSURED OF HAVING LATEST DATA. Refer to T.0. 0-2-1-2A which lists all current Flight Manuals, Safety Supple Its frequency of all supplements. Current supplements must be complied with, but there 4s no point in restricting your operation by complying xith a replaced or rescinded supplenent. CHECKLISTS. The Flight Manual contains only amplified checklists. Abbreviated checklists have been issued as separate technical orders. (Refer to the back of the title page for the T.0. mmber of your latest checklist.) Line ites in ‘the Flight Manual and checklists are identical with respect to arrangement and ites mmber. Whenever a Safety Supplenent affects the abbreviated checklist, write in the applicable change on the affected checklist page. As soon as possible, a new checklist page incorporating the supplesent «ill be issued. This will keep handwritten entries of Safety Supplenent information in your checklist to a minimm, HOM TO GST PERSONAL COPIES. Each flight crew mesber is entitled to personal il rile be lie tet a i t | He f i s7.0, 18-70(X)A-1 FLIGHT MANUAL BINDERS. Loose-leaf Air Force Systems Command ‘binders and sectionalized tabs are Wright-Patterson AFB, Ohio available for use with your manual. Attn: B-70 SPO, SANBS These are obtained through local pur- chase procedures and are listed in the North Anerican Aviation, Inc. Federal Supply Schedule (FSC Group 75, Dept. 278 Technical Serrices Office Supplies, Part 1). Check with Los Angeles International Airport your supply personnel for assistance in Los Angeles 9, California securing these itens. WARNINGS, CAUTIONS, AND NOTES. The following definitions apply to “Warn- ings,” "Cautions," and "Notes" found ‘throughout the manual. WARNING Operating procedures, techniques, etc, which will result in per sonal injury or loss of life if not carefully followed. CAUTION Operating procedures, tech- niques, ete, which will result in damage to equipment if not carefully followed. NOTE An operating procedure, tech- nique, etc, which is con sidered essential to exphasize. YOUR RESPONSIBILITY - TO LET US Mow. Brery effort is nade to keep the Flight Manual current. However, we cannot correct an error unless we know of its existence. In this regard, it is essen- aut7.0. -7000A-1 SAFETY SUPPLEMENT SUMMARY ‘Safety Supplementa are sumbered as follows: S-1 have been of rescinded before you received 155-2, etc. The supplements you receive your copy. Hf i in ail active, see your Publication follow 12 "you fled you are missing ‘aad get your copy. It should be oe, ‘supple ‘mest was lasued and, if eo, is atill in etlect. It'may sore than once. SAFETY SUPPLEMENTS REPLACED BY THIS CHANGE OR RESCINDED NUMBER DATE SHORT TITLE DISPOSITION7.0. 18-70(1)4-1 ‘THIS PADS INTENTIONALLY LEFT BLAME7.0. 1B-70(x)A- ‘SECTION I DESCRIPTION ‘TABLE OF CONTENTS PAGE PACE Airplane... 2.206 eeeee DD Landing Gear System. - . ~~~ - - 1-57 Engines 2. ee eee eee eee LO Nose Wheel Steering System 2c eee ee ee eee 1-103 Engine Afterburner System... . 1-33 Wheel Brake System... 2-5 + - 1-108A Of Supply Systen 2-22 2-33 Drag Chute Systen ita n = ae Accessory Drive Systen (AIS)... 1-33 Central Air Data Systen Air Induction Contrel (Cc —) rr ey Systen (AIS) 2. ee eee 195 Poel Supply System... +--+. 2-40B = Anmmeciator (Indicator, Electrical Power Supply Caution, and Warning) Bate «SIN int gs ae st asaya aisteret oa oh2ENT, Hydraulic Power Supply Brergency Byuimment .-.. ++. + 1-08 eta Ceres aie =e ee Te CA Ree en oT Mitrogen Systems . ..-- +--+ 1-76 Flight Control Systen . . - Canard Flap Systex ~~ Wing Tip Fold Systen 4 saris ‘The XB-70A "Valigrie,” designed and built by the Los Angeles Division of North Azerican Aviation, Inc, is 2 two- place prototype high-altitude supersonic bomber. As a prototype, ite mission is to desonstrate the aerodynamic capa bilities and technical feasibility of the design. afterburner-equipped engines arranged side by side at the rear of the7.0. B-T000A-1 GENERAL ARRANGEMENT 1 Prror Boom 25. ENLET BYPASS DOORS (TYPICAL) 2 MOVABLE WOXDSHIELD RAMP 28. VARIABLE INLET 3. PILOT'S ESCAPE CAPSULE 21. NOSE GEAR (RETRACTED) 4 COPILOT S ESCAPE CAPSULE ‘21A. EXVIRONMENTAL SYSTEM EMERGENCY 5. ENTRANCE DOOR RAM AIR SCOOP (RETRACTED) & OXYGEN CONVERTER-CONTADIER (2) 28. ENVIRONMENTAL CONTROL SYSTEM 7 CANARD EQUIPMENT COMPARTMENT & GROUND EMERGENCY ESCAPE HATCH 28. ELECTRONIC EQUIPMENT COMPARTMENT 3. IFF ANTENNA 30. CREW COMPARTMENT 2. FLAPS 31. FORWARD EQUIPMENT COMPARTMENT UBF ANTENNA 32. LOCALIZER ANTENNA 12 RETRACTABLE ANTICOLLISION LIGET 33. LANDING LiGaT 1. TACAN ANTENNA 4. AUXLIARY LANDING LIGET M4. FUSELAGE FUEL TANK (TYPICAL) 35. TACAN ANTENNA 5. WING FUEL TANK (TYPICAL) 36. IFF ANTENNA 36. MAD LANDING GEAR (RETRACTED) ‘37. UBF ANTENNA i. DRAG CHUTE COMPARTMENT 38. MARKER BEACON ANTENNA 1. RUDDER 38. GROUND COOLING CONNECTION 3. YW83-GE-3 ENGINE (6) 40. RETRACTABLE ANTICOLLISION LIGHTS 2. SEGMENTED ELEVONS (TYPICAL BOTH SIDES) 41. SINGLE - POINT REFUELING RECEPTACLE 2. COMBINATION WING TIP AND TAIL LIGHT (RIGHT SIDE ONLY) (TXPICAL BOTE TPS) 42. WEAPONS BAY 22. FOLDING WING TIP (TYPICAL BOTH SDES) 43. EXTERNAL ELECTRICAL POWER 23. WING TIP FOLD POWER HINGE (TYPICAL RECEPTACLE (AC) BOTH SIDES) 44. HYDRAULIC AND GASEOUS NITROGEN GROUND- 24. ENGDSE ACCESSORY DRIVE SYSTEM TEST-FILLER CONNECTIONS Figure 1-1 (Sheer 1 of 2) Chaneed 25 June 10857.0, 1B-T000A-1 Figure bl (sheet 2 ofCAPSULES NOT SHOWN 2 a A CREW COMPARTMENT (typical)7.0. 1B-2000A-1 100-t04V SNV'TAULY « (IVONdAL) LROMIGOOTA HIO8NOD ‘oe (VVOMAL) TVA NOLLVITERNVILL NOLLVTNOMIOE MY “et AT0NOO BLOT Nd Avaave OWA) TOMA ISVS MANIOD TOULNOD “ut (SAGI8 LOM TVOIMAL) MONN LNAWUSACAY ‘IvaId waGaNY “gt (Sad18 LOG TWoIdAd) LALLA WY ariavEsAFAY “ot 106NOO WIENS“ A TGNVH aSVaTIEY AI0GNOD “eI ANE ANGUS WRENS “et TANYA IOMLNOD BOIV TL SONVNALNIVW HOLVILNI HOVE VORA ANNOUD “VLE (Stats HOG IVOIEAL) Lan WY asda 4aTun0 wy aravasncay .wo409 ‘6 S106NOO 8 LOmAOD “0 (avowtas) etarun0 wy ama“ (QVOIaxL) MOLMe VPRUAML HELLAS OMODOKIG “Yo ‘TaNva LNAOULENE 8 LOTIIOD 9 ALNDIIGOOTA "TaNVE CYEIRIAAO “¢ anya avaiano “+ + HART uvaD OWWaNYT AOKAOUEREA IYRNYR “YE TANYA LUMEN 8.“ AaLNO MY TIVERKS 8LOTA *t saLuno mv slavasncay 8.Lond Figure 1-2 (Sheet 20f 2 Changed 25 tune ESEEE ERE beue) =) Rey 4 Ray ole7.0. B-T000A-1 Woo-eoav aNVTANTY 5 toe-toay AKVTGMIY + NOLLNG L821 SHOVO ALLL“ OVO ALULNVND WILY NOULNG LAL WOLVOIANI NOLLVUCIA 9aV-aNIONA. 4} AMIDIT NOLLAVO NOLLVUAIA SAY sxIONS MOLVOIONL WAGNAN HOV = GatdsY gosgessdtddgedde ds agads Figure 1-3 (Sheet 2of 2) Changed 25 June 6SCOPILOT’S INSTRUMENT PANEL Peso own7.0. B-TOUA-1 Woo-toay oundary 5 SMOLVOIONI VAY SEVAKE LAINE LORE ANY LAT “ve aOVO OLLVU aURSWAA LHI LAI '¢e aauaiaa ‘te aaansa 1 (AVOKEAL) TANYA BLY “08 MOLVOIONI HONAADAS ANVIL TINA “ee SAHOLING GWNd UAASNVUL TAN “ee fons woLoaIas NY MOLVOIGNE ALLENVND INV TNA CLOUD “1 WOLVOIONE ALLLNVND "ANA TWLOL ‘96 WOLVOIONT NOLLVALIS TVLNOZNION ‘se ANDI NOLVOIANI NOVA WAIVE 39019 ‘tt HOLIAS SAL UOLVOION ALLLNVND ANA te SAHOLING AATVA ONIN ASM Ye NOMLNM ASA HOLVOIONT ALLLNVND NAOOWLIN INDI “08 \L9A8 ONLINE ANY NOLLYZIUNSRL A ‘"1aNA) MOLVOIGN! ALLLNVAD NAOOULIN CHAI “ot WALOOLTY AGUNVLS MOLVOIN daaaMNY AMARVLS “11 aaiaiaa ‘9 MOVO OLLVA stunssaMd LaTIG LHOKE WOLVOIONI NOLLIVOM BAVA NOON LAINE LONE '€ SuoLVOIANE SINGAHOS HOV LVOWNL LAIN LHOTU GNY LAAT *t WOLVOIANI NOLLIBOd AAVA NOMS LAT LA Figure 1-4 (Sheet 202 (Changed 25 June 1657.0. B-1000A-1 x CENTER INSTRUMENT PANEL BEB Been ano pene7.0, 1B-TOX)A-1 OVERHEAD PANEL AND LANDING GEAR EMERGENCY LEVER L 2. NAVIGATION LIGHT, $B. TELEFLEX TO HANDLE DY ELECTRONIC 2 AXD ‘COMPARTMENT * INDIRECT LIGHT SWITCH AND REEOSTAT SC. MANUAL EMERGENCY LANDING GEAR 4. CONSOLE FLOODLIGHT SWITCH AND REEOSTAT 5. ENGINE DSTRUMENT INDIRECT LIGHT 3 ‘GENERATOR SWITCHES aD 3 3. PILOT'S FLIGET &. COPmLor’s FLIGET DoDRECT SWITCH AND REEOSTAT LIGHT SWITCH AND REEOSTAT INSTRUMENT Pi 1. ENGINE GROUND SWITCH ‘SWITCH AND REEOSTAT e GENERATOR SWITCH 1 ANTICOLLISON ‘SWITCH Changed 25 June 1965 onte 7.0. w-T009A-1 CENTER CONSOLE Fete 7 ' 3 " n 12 2 4 s ® 0 " ® a a 2 2 uM a eae : 7 = 2 * a el as Tes “SPOT OO: ba = 9 ze a ola > 5 > ——n 2 aoe a = 5 ° lee os 2 PO * a as a au 8 Figure 1-7 (Sheet 1of 2) Changed 25 June 19657.0, 1B-T000A-1 i f ij ely | Fay \ ty | U itaedd oo OYE fee foes Get al HEH a ey Le a Ls Vigure 1-7 (Sheet 20f 2 Changed 25 Jone 1965-M 7.0, 1B-T000A-1 PILOT'S CONSOLE ~ 1. GROUND ESCAPE HATCH JETTISON HANDLE ROLL AUGMENTATION POWER SWITCH }._ YAW AUGMENTATION POWER SWITCHES 4. STANDBY PITCH TAIN ARMGNG SWITCH . VISOR HEATER REEOSTAT 6. OXYGEN TOGGLE VALVE LATERAL BOSWEIGRT SWITCH * UEP MANUAL FREQUENCY SELECTOR KNOBS UEP MANUAL - PRESET - GUARD SLIDING SELECTOR ). UF CHANNEL DNDICATOR EF FUNCTION SWITCH AUXILIARY GYRO PLATFORM LATITUDE INDICATOR AUXILIARY GYRO PLATFORM LATITUDE SETTING KNOPF |. AUXILIARY GYRO PLATFORM MAGNETIC HEADING SYNCHRONIZATION INDICATOR . AUXILIARY GYRO PLATFORM MODE SWITCH ‘SECONDARY EXHAUST NOZZLE STANDBY PRESSURE =x0B |. UTILITY LucET SPARE LAMPS AUXILIARY GYRO PLATFORM HEADING SLEW KNOB AUKILIARY GYRO PLATFORM ALIGNMENT SWITCH AUXILIARY GYRO PLATFORM MAGNETIC VARIATION SETTING NOS. AUXILIARY GYRO PLATFORM MAGNETIC VARIATION ‘BOICATOR UBF CHANNEL SELECTOR KNOB ‘UBF VOLUME KNOB (INOPERATIVE) UBF TRANSMITTER POWER OUTPUT KNOB UEF MODULATION SELECTOR SWITCH (INOPERATIVE) PITCH AUGMENTATION POWER SWITCH ‘Aurplane APE2-001 weenie Figure 487.0. 1B-T000A-1 COPILOT’S CONSOLE soysP pBoepp oP goes guek Esp Been omen ne i Changes 25 June 1565,7.0, 1B-000A-1 AICS CONTROLS COPILOT' s CONTROL PEDESTAL. (AIRPLANE AP#2-001) 4 RIGHT DILET THROAT MACE SCHEDULE ‘MODE SwITCE ‘. RIGHT DILET BYPAss DOOR © RIGETDILET BYPASS DOOR ‘MANUAL CONTROL WHEEL 7. LEFT DIET BYPASS DooR ‘MANUAL CONTROL WHEEL WHEEL POTENTIOMETER (4) - FLIGET ‘TEST ISSTRUMENTATION 9. LEFT INLET BYPASS DOOR MODE SWITCH Figure 1-10 (Sheet 1of 2) (Changes 25 June 19857.0. 1B-T000A-1 COPILOT'S INSTRUMENT PANEL LEFT BILET BYPASS DOOR STANDBY LEFT AND RIGHT INLET THROAT MACH SCHEDULE STANDBY SWITCHES RIGHT INLET BYPASS DOOR STANDBY SYSTEM SELECTOR SWITCH LEFT AND RIGHT INLET BYPASS DOOR STANDBY SWITCHES COPILOT'S CONSOLE (AIRPLANE AFe2-000 DUCT PERFORMANCE SWITCH ‘AIR INDUCTION CONTROL SYSTEM PACKAGE POWER SWITCH ‘AIR INDUCTION CONTROL SYSTEM PACKAGE POWER SWITCH ‘THROAT TRDE POWER SWITCH ‘THROAT BEIGHT TRIM CONTROLS ‘THROAT HEIGHT TRIM INDICATORS ‘THROAT HEIGHT TRIM CONTROL KNOBS (AIRPLANE AF62-207) ‘THROAT HEIGHT TRIM CONTROL KNOB LOCK (TYPICAL) erect Figure 1-10 (Sheet 20f 2)7.0. 1B-10004-1 CONTROL WHEELS PILOT'S CONTROL WHEEL (Changed 25 June 1965 Pe]7.0. 1B-T000A-1 WING TIP AND LANDING GEAR EMERGENCY CONTROLS AND GROUND TEST PANEL (eae7.0. 18-70(X)A-1 low-pressure syste: line comections are welded. The hydraulically powered Aight control systens have an electronic control aug- mentation systen which automatically compensates control surface norenents for the prevailing flight conditions. Elevons at the wing trailing edge, out- Board of the engines, are segeented to reduce air-load bending effects. The wing tips can be folded down to increase directional stability at high Mach mum- bere. The movable canard is geared to the elevons for increased pitch on each ania gear bogie. Vheet on each sain gear supplies speed sensing for the autonatic braking sys- [ics Simisancously deployed drag Chutes reduce the landing roll. A cool- ing system reduces the tenperature i= the landing gear and drag chute compert- sents. An air induction control systen varies ‘The airplane has two windshields: a movable outer windshield and a fixed inner windshield. Tha outer windshield 4s raised to fora a sooth unbroken fuselage contour for low drag during high-speed flight and is lowered for maximum over-the-nose vision during low speeds. The pilot and copilot sit side by side in individual escape capsules. Each capsule has a self-contained oxygen and Changed 25 June 1965 pressurization syste, affording con- plete crew protection during and follow- ing ejection. The capsules also can be closed, if necessary, for crew protec . tion 4h an in-flight eergency. Linited contrel of the airplane and engines for an qxergency descent is available when ‘the capsules are closed. During esec- tion, capsule stabilization devices and 2 parachute are deployed autonatically. Survival equiment is stowed in each capsule. AIRPLANE DIMENSIONS. ‘The over-all dinensions of the airplane with the airplane on the landing gear, at normal weight and tires and gear struts at specified inflation, are as follows: Spans so soe + - 105 feet Length (ineluting pitot boon) . . . . 193 feet 5 inches Height (to top of adders)... . + 30 feet 9 inches For the ninimm turning radius and gromd clearance, see figure 2-4. AIRPLANE WEIGHT. The airplane is in the 500,000-pound weight class. For detailed weight1-20 7.0. 18-70(X)A-2 Exons. Six General Electric ¥J93-CE-3 turbojet engines incorporating afterburners are ounted side by side in individual con partnents across the rear of the fuselage. Each engine and engine com partzent is identified in the conven- tional mamer from left to right, ith left outboard as No. 2. ‘NOTE For additional information, refer to the Confidential Supplezent, 7.0. 18-70(X)A-A. BIGDE commas. ‘THROTTLE. ‘The six throttle levers (8, figure 1-7), one for each engine, control various engine and fuel systen functions in addition to selecting engine thrust. ‘The throttles are in a quadrant on the center console, arranged and mabered to correspond sith the respective engines. Grouping of the throttle levers pernits individual control of each engine or simultaneous control, sith one hand, of all six engines. The quadrant is cali- brated in degrees of travel of the engine power lever on the engine fuel control. (These calibrations are pot degrees of throttle lever travel, nor direct Shdications of percent rm, but can be used as throttle position Fef- erences.) For throttle quadrant mark ings versus thrust, see figure 2-6. An orange area on each side of the quadrant identifies the afterburner range. Movement of each throttle is transnitted to the ain fuel control of its cor- responding engine by an electrical- Sechaetenl satve apeiae sleet f the main fuel control. The synchros elec- trically compare the throttle setting vdth that of the fued control and supply an electrical signal to the thrust trol axplifier whenever the throttle fuel control settings do not agree. axplifier, in turn, directs pover to electric fotor in the thrust control § SPE actuator which repositions the setting of the main fuel control. When the fuel control setting corresponds to the throttle setting, the synchro signal to the control amplifier is shut off. In Changed 25 June 19657.0. 1B-TOUDA-L ENGINE FUEL CONTROL SYSTEM [REFER TO COMFDENTIAL SUPPLEMENT, 7.0. IB-TOOQA-IA7.0, 28-70(x)A-1 The desired thrust settings are obtained by advancing the throttles fron IDLE. If a dowpard pressure is applied to the top of the throttles and maintained as they are advanced, the MIL (Military Thrust) detent will feel like a positive stop, preventing inadvertent throttle novenent into the afterburner range. The afterburners are engaged when the throttles are moved up a raxp fron the MIL position to MIN A/B. (Fefer to “Engine Afterbumer Systen" in this section.) preventing inadvertent afterburner shut- down. A dowmard force on the throttles permits then to be retarded from the MON A/B detent, down the rexp in the quadrant into the Military Thrust range. ‘The extra thrust required for take-off when axbient tenperature is over 50°F can be obtained by the throttles through the MAX 4/8 stop into the OVSP (overspeed) position. Moving the throttles to this position increases engine speed to 10Lf rm. Before the throttles can be placed in OVSP, over- speed protection in the thrust control systex must be renoved by use of the overspeed arming lever. NOTE The throttles camot be advanced to OVS? unless the overspeed cireuite have been armed prior to moving the throttles to the MIX A/B position. Changed 25 Jume 19657.0. 18-70(x)A-1 Yalve in the corresponding main fuel control 1s closed, the firewall fuel shutoff valve for the corresponding engine is closed, and the various con- trol circuits actuated by throttle move- nent from OFF to IDLE are de-energized. Moving a throttle to OFF during any portion of the starting cycle will abort the start of the related engine by de- energizing the ignition and starting control circuits. The engine exergency braking systen viich is used to prevent 2 dead engine from windnilling at ex- cessive rm can be engaged only if the throttle for the respective engine is at OFF. ‘The throttles must be lifted and enough to observe stable rm. If Vibration is within limits, accelerate engine to throttle Adjustuent of throttle travel friction is controlled by a lever (55, figure 1-7) that moves within a slot on the left side of the throttle quadrant. Moving the lever forward increases the travel friction of all throttles siml- taneously; moving the lever aft decreases the friction. ENGINE OVERSPEED ARMING LEVER. Actuation of the overspeed arming lever (4, figure 1-7), at the forvard end of As a result, the solenoid-actuated overspeed stops on the thrust contre) actuator on each engine are retracted by right primary ac bus power, and the throttle quadrant stop at the MAX 4/B position is unlocked so that the throttles can be advanced to OSP. A caution light indicates that the over- speed lockout stops have been disen- gaged. The overspeed lever is pushed off the armed position latch by throt- cally resets the overspeed lockout pro- visions when throttles 3 and 4 are re- tarded from OWSP to MAX A/B. i i iil eG 283 ; i i Refer to “Engine Limitations" in Section V for restrictions on use of engine overspeed. ‘ENGINE RPM LOCKUP SWITCH. Refer to the Confidential Supplement, 7.0. 18-70(X)A-LA. ALTERNATE THROTTLE SWITCHES. ‘The alternate throttle suitches (52; figure 1-7), on the center console,ob 7.0. 1B-70(X)A-2 permit exergency thrust control if fail. ure occurs in the throttle serro systen. An alternate switch is provided for each throttle. ‘The svitches are mmber- identified and aligned behind the cor— responding throttles. Separation guards between the switches prevent in- advertent actuation of adjacent switches. Each is a jog-type mitch, spring- loaded from the INCR (increase) and DECR (decrease) positions to the center (eff) position. The alternate throttle switches normally receive pover fron the right primary ac bus. If this power is not available, the exergency battery* can be energized to power the alternate throttle mdtch circuits. ‘The thrust control cireuits actuated by the alter nate switches are independent of the ‘throttle servo control systems; and when an alternate sxitch is engaged, the servo systes of the corresponding throt- tle 4s discomected. Use of an alternate sxdtch routes electrical contrel power directly to an electric motor in the corresponding thrust control actuator. This moter is independent of the servo- throttle-contrelled motor and reposi- tions the main fuel contro) in response to switch movenent. The thrust control actuator responds to alternate switch operation at about the sane rate as a fast throttle movenent. Holding a ing the edtch at DECR (aft). desired thrust setting is obtained, as and co-ordinated movement of throt- tle and alternate mdtch is not necessary in the Idle to Maxime trolled by throttle-actuated sudtches within the quadrant, it is desirable to have the throttle setting match the thrust obtained by the alternate switch. A limit ewitch in the thrust control actuator prevents alternate sxitch operation from decreasing thrust below Idle. This precludes inadvertent engine shutdown when the switch is held at DECR. an alternate svitch, the sidtch should be used to reduce thrust to Idle, and then the corresponding throttle retarded to OFF. (This shuts down the engine by closing the firewall fuel shutoff valve.) CAUTION If the throttle 4s moved to OFF be- fore Idle thrust is obtained, pos- sible fuel systen damage may occur when the fuel shutoff valve closes at a high thrust setting. However, on the airplane® with the exergency battery-: » the alter- nate throttle switches can be used to shut down the engines. After the dattery is activated and the engine shutdown and wheel brake arming oxi is at ARGD, holding the alternate throttle sdtch at DECR bypasses the Limit svitch and shuts down the engine dy shutting off fuel at the main fuel control unit. (Refer to Battery-inverter Systex* section.) e gb ibe ; ‘* Airplane AF62-00L7.0. 18-70(X)A-1 Engine overspeed can be obtained by use of the alternate mdtch without using the battery*. However, to pernit axitch control in this ares, the overspeed arming lever aust be armed and the cor responding throttle coved te OISP before the siteh is held at INCR. CAUTION Overspeed operation with the alter nate throttle ndtch is not recom- mended. Because overspeed is for take-off only, use of an alternate switch at this tine would consti- tute starting a flight with a known failure. fuel controls toward « decrease condi- tion to reduce thrust from that deter- mined by the throttle settings. (The ‘throttles do not move to correspond to the thrust settings obtained by using the retard button.) The thrust control actuator responds to retard button operation at about the sane rate as a fast throttle movenent, and the amount of thrust decrease depends upon the Length of tine a retard button is held depressed. (A thrust reduction from naximm to idle requires holding the button depressed for about 3 seconds.) When the desired thrust is obtained, the button should be released. A lintt switch in each thrust control actuator prevents the retard buttons from de- creasing thrust below idle. The first tap of the throttle retard button moves the engine inlet throst panels and by- pass doors to a fail-safe position. If a retard button is used during a tex porary in-flight encapsulation, norsal throttle control can be regained after the capsule 18 opened by using the throttle reset button to disengage the retard button control cireult. Inlet reaction upon decapsulation is a fimction| of the sequence of encapsulation and decapsulation. (Refer to "Inlet Re- Upon Decapsulation” in Section retard ‘THROTTLE RESET BUTTON. The throttle reset button (21, figure 1-7), on the center console, returns ‘thrust control to the throttle following actuation of @ corresponding alternate throttle mdtch. The reset button also must be used to regain throttle control if an escape capsule throttle retard ‘button was operated during @ temporary in-flight emergency encapsulation. Monentarily pressing the reset but!Ls 7.0. 1B-70(X)A-1 re-engages the throttle servo systens which had been disengaged as a result of actuating any alternate throttle switch or either escape capsule throttle retard button and restores norms) ‘throttle thrust control. The throttle reset button does not auto- matic operation of the inlet throat panels and bypass doors following use of a throttle retard button. If an alternate throttle sxitch is en- gaged because of suspected throttle servo systex fatlure and a subsequent check of throttle operation is desired, the reset button must be used. The Dutton also must be used to provide normal throttle operation after the preflight operational check of the w ENGINE BERGENCT BRAKE SWITCHES. Refer to the Confidential Supplenent, 7.0. 1B-70(K)A-1A. THROTTLE AND FIRE DETECTION BUS [sazcre surrca. Refer to "Electrical Power Supply Sye— ten™ in this section. ‘BACDE SHUTDOWN AND WHEEL ERAKE ARON SUITCE, Refer to "Electrical Power Supply Sys- ten" in this section. * Airplane AP62-001 VARIABLE STATOR SYSTEM. Refer to the Confidential Supplenent, 7.0. 1B-70(X)A-1A. E VARIABLE EXHAUST NOZZLE SYSTEM, Refer to the Confidential Supplenent, 7.0. 1B-70(X)A-1A. Refer to the Confidential Supplement, T.0. 1B-70(X)A-LA. BNCDE FLUID SELECTOR SWITCH. This @-position mdtch (13, figure 1-12), on the grou test panel in the elec- ‘tronic equiment compartzent, is used on the ground to test the engine find systems. Sidtch positions 2 through 6 represent engine numbers. When any of ‘these positions is selected, a simul- ‘taneous check can be made of the lube 2 level and the engine hydraulic pump ‘elenent operation for the corresponding engine ty observing the adjacent fluid level and purp elenent indicator lights. Both of these indicator lights are 1 ‘tested by turning the selector svitch to its BULB TEST position. The engine Fluid selector svitsh receives pover from the right primary ac bus. ENGINE HYDRAULIC PIMP ELDENT INDICATOR Lice. ‘The engine cator light Pump elesent indi- figure 1-12), on the Chanzed 25 ume 19657.0. 18-70(K)A-2 grow test panel in the electronic ‘equipment compartnent, works in con- Junction wth the engine fluid selector Sidtch to show proper operation of the engine bydraulic pups. The light comes on during engine grotnd operation if both eleents of the engine hydraulic pump on the engine selected ty engine fluid selector atch are operating properly. A failure of one of the pnp clesents is indicated if the light does not cone on. This indicator light is powered by the right primary ac bus, and can be tested by using the BULB TEST position of the engine fluid selector switch. ‘There are three independent sources of cooling air for the engine compartment. (See figure 1-14.) Outside air is used Let7.0. w-7000A-1 ENGINE COMPARTMENT COOLING cremca: ace comeanreesn REGIME I COOLING (UP TO BETWEEN MACH 0.45 TO 0.70) - AUTOMATIC DIVERTER VALVE ACTUATOR ‘THROTTLE or (OPERATED BY BLEED AIR) SEES oursme am EES) DLET BouDARY —— FLECTRICAL comnecrion = mera Figure Lt7.0, 18-70(X)A-L by each throttle, de-energize the regine III cooling circuit for an engine compartzent when the respective throttle 4s positioned above the 6°res mark. Moving the regine III cooling switch to ON, when the throttles are below 68 degrees, first closes the inlet bypass valves and then positions the inlet boundary layer bleed air diverter valves. ‘This routes inlet boundary layer bleed air between the engine and the shroud and out the engine exhaust nozzle. CAUTION Do not sove the regine IIT cooling switch to ON at speeds below Mach 2.9, as the engine compartment may beccne overheated. Below Mach 2.9, there 1s insufficient boundary layer bleed airflow for cooling. Moving the svitch to OFF or moving the throttles above 68 degrees de-energizes Refer to the Confidential Supplenent, ‘7.0. 1B-70(x)a-1.. ‘THROTTLE - Refer to "Engine Controls" in this section. GRoww START SWITCH. Refer to “Engine Starting Systen" in this section. "Airplane APE2-00L Changed 25 June 1965 AIP START SWITCH. The two-position air start axitch (20, figure 1-7), on the center console, 18 used to energize the ignition systes for air starts. The air start match also starts. The switch is mechanically latched in the OFF position and aust be pulled out before it can be moved to ON. When the mdtch ts ON, power 4s supplied to energize both circuits of the igu- tion system on any engine that has its throttle set at IDLE or above. tial ac bus power (Essen- ‘ATE START CAUTION LIGHT. The air start caution light (5, figure 17) 4s on the center console. This placard-type light is {Iluinated by essential ac power when the air start switch is ON. It serves as a reninder that the air start ignition must be tumed off manually. ENGDE STARTING SYSTEX. ‘The engine ground starting systen is hydraulically driven and electrically controlled. Hydraulic and electrical pover for starting is supplied from external power sources or from an opera- ‘ting engine. The engines are not 382-30 7.0. 18-70(X)A-2 the accessory drive gearboxes to fune- tion as hydraulic rotors during starting to crank the engines. A single exitch in the crew conpartnent initiates the starting systen for all engines eiml- taneously; howsver, sclection of the particular engine to be started and arming of the individual starting eysten requires the corresponting throttle to be moved from OFF to IDLE. Once thi starting systen for the selected is engaged, the low energy (4-Joul ignition systen 1s energized and the start cycle is controlled autonatically by a speed sensing switch that is mounted on and driven by the gearbox. When the start is inftiated, the speed sensing sdtch depressurizes the hydrau- lic pumps normally driven by the to reduce engine cranking loads. NOTE To ensure adequate hydraulic pres— sure and flow for the hydreulic systen starting the engine, the cooling loop pump and the boost Fecause both primary hydraulic eystens are independent of each other, with the Prixary systen Ne. 1 pumps driven by engines 1, 2, 3, and the prizary systex No. 2 pumps driven by engines L, 5, and 6, only the three engines on the sane side can be started fron a single hydraulic pressure source. An external hydraulic power source connection is provided for each primary hydraulic systen. (See figure 1-37.) The hydrau- Lic power applied to either connection is used to start the corresponding bank of three engines. If primary hydraulic pressure supplied by an operating engine is used for starting, the other two engines on the sane side can be started vdth this pressure. A separate switch is used to energize the ignition for air starts. This cir— specific stop-start control; but the starting cycle for any engine can be jwo-position ground start sudteh (7, ‘figure 1-6), on the overhead panel, 4s used7.0. 18-70(x)A-2 controls the starting sequence and auto- matically shuts dow the starting sys— tem, de-energizes the ignition, converts the prizary pump fron the cranking to the pumping node and pressurizes the hydraulic systen when engine speed Feaches about 35% rm. Fuel boost pumps and cooling loop pumps are restarted automatically when the start cireuit is de-energized. Although the starting cycle is automatic after the sonentary actuation of the ground start switch, the start can be aborted whenever Beceasary by retanding the throttle te ‘THROTTLES. Refer to “Engine Controls" in this section. AIR START SWITCH. Refer to "Engine Ignition Systex" in this section. accessory pod of its respective engine. ‘EXHAUST TEMPERATURE GACES. The six exhaust tenperature gazes (9, figure 1-5), one for each engine, are arranged side by side on the center Anstriment panel, corresponding to the position of their respective engines. Each gage indicates turbine discharge temperature in degrees centigrade. ‘Texperature indications are obtained from the thermocouples located aft of gage. The exhaust temperature gaze systens use essential ac bus pover, and an “OFP™ indication appears in a window on the dial face when electrical power is not applied to the gage. PRIMARY EXHAUST NOZZLE POSTION INDICATORS. Refer to “Variable Exhaust Nozzle Sys- ten" in Section I of the Confidential ‘Supplenent, 7.0. 1B-70(K)A-LA. ‘ACINE IDENTIFICATION CAUTION LIGHTS. A placard-type engine identification caution light (1 and 5, figure 1-7) is ‘illutinated simultaneously with the engine ofl pressure caution light or the accessory drive systen ofl pressure a1-32 7.0. 18-70(K)A-2 each engine is started, and the engine and accessory gearbox ofl pressures are adequate, the corresponding engine Adentification light goes out. NOTE After the first engine is started, the accessory drive systex oil by having only an engine identi fication light come on. BE sty I t i ti it H ly t i E i Hs f tt ic es il pressure ‘Light comes on, the affected engine must be shut dom to Freciade nine dasage ant the light ie placard-type overspeed Light (1, figure 1-7) is on the center console.” It is illuminated by essential lever is moved aft to the armed position. ‘Tilusination of this ight indicates that the overspeed lockout stops in the ‘thrust control systen have been disen— gaged 20 that the throttles can be advanced to the OVSP position. The ‘out when the overspeed lever ‘The six vibration indicators (14, figure 1-3), one for each engine-gearbox in- stallation, are mounted side by side in a panel on the pilot's instrument panel. These instruments, which are mmbered deterioration. (Refer to "Engine - Accessory Drive Systes Gearbox Vibration" in Section VII.) Each vibration indi- cator has two vertically moving pointers. ‘The right pointer is for the engine; the left is for the corresponding accessory drive systen gearbox. The pointers of ‘each indicator are read against a vertical scale that is calibrated in 10- percent incresents fron 0 to 100 percent. (Gach Inerecent corresponds to a l-mil peak-to-peak vibration dis- Hlacenent.) The indicators receive Signals from vibration pickups which generate voltage proportional to the vibration. The engine pickup is at the compressor rear frame and the gearbox Pickup is on the gearbox-mounted primary fydraulic pump.7.0. 18-70(X)A-1 A preflight check of the vibration indi- cators can be made by using the test button (17, figure 1-3), below the indicators. When the button ts pushed before engine start, all 12 pointers should read 75 percent. (The vibration caution light should cone on when the test button is pushed.) The test button also can be used for lintted testing of the indicating system during engine operation. The record selector sxitch, below the indicators, controls the selection of vibration signals to the flight test data syster, and does not affect indicator operation. (Pefer to “Flight Test Instrimentation" in Section IV.) The vibration indicating syste receives power from the right prinary ac bus. VIBRATION CAUTION LIGHT. ‘The placard-type vibration caution 1ight (26, figure 1-3), on the pilot's in— striment panel, cones on if the vibra- tion of any engine or accessory drive systen geartox is over 50 percent (5 mils peak-to-peak). (The affected engine or gearbox is identified from the vibration indicator.) If the vibration caution Light cones on during steady-state j i i } ‘yulb vibration caution lights G3A, figure 1-3) instead of the Placard-type caution Light. ENGDG APEXSURER SYSTEN. Refer to the Confidential Supplesent, 7.0. 13-70(X)A-1A. Changed 25 June 1965 Ont sopeux sysTeu. Refer to the Confidential Supplement, ‘7.0. 1B-70(X)A-1A. - BICE FLUID SHECTOR SuITCH. Refer to “Engine Hydraulic Systen" in this section. engine the left outboard as Ko. 1. Fire protection is provided for each accessory drive systen conpartzent by3 "0. 1B~70(X)A-2 the fire detection and fire extinguish- Ang systexs. (Refer to "Energency Equipment" in this section.) Each gear— box is driven by its corresponding engine through a power transnission shaft. The shaft, which is driven from ‘the power take-off pad on the engine transfer gearbox, pernits fore and aft relative motion between the engine and the gearbox caused by tenperature differences. Roth ends of the shaft have diaphrage-type Joints which allow for sone misalignment of the gearbox with the engine. A shear section in ‘the engine gearbox protects the engine if the gearbox fails or if other over— oad conditions occurs. Each accessory drive gearbox drives two Pump and utility systen pump) and a gearbox- outed, operated speed switch which controls electrical cir cults to provide automatic sequencing of the engine ground starting cycli (eer to Starting Systes" in ‘this section.) In addition, No. 3 and Mo. 4 geartoxes each drive an ac gener- stant 6000 rpm for proper ac generator operation. (Refer to “Electrical Power 4n oil reservoir mounted on each gearbox supplies lube oil for the co: gearbox assexbly including the speed switch, and where applicable, the con- stant speed drive ani the ac generator. This ofl also is used as an operating ‘fluid for the constant-speed drive. Gaseous nitrogen pressurizes and inerts each accessory gearbox and gearbox oil. systen. (Pefer to "“Mitrogen Systens" in this section.) The nitrogen in- ! oy minimizing oxidation, and the pressure augnents the lube puss to improve the altitude performance of the gearbox oil system. Of] from each gearbox Nous through an of2 cooler that 1s cooled by fuel in the airplane fuel supply systen cooling loop. (Refer to "Fuel Supply Systent in this section.) O11 systex failure in any gearbox is indicated by 4 caution light in the crew compartment. (See figure 1-37 for accessory drive gearbox of} specifications.) ACCESSORY DRIVE SYSTEM (ADS) OTL PRESSURE CAUTION LIGET. ‘The placard-type ADS of1 pressure caution light (5, figure 1-7), on the center con- sole, cones on to shov lov of} pressure in any ADS geartox. (The affected gear- ‘box is identi fied by strultancous t1luet- Ration of an engine identification light.)| With extemal pover on the airplane, the ADS caution light and all engine identi- fication lights should be on before any engine is etarted. After the first en- gine is started and gearbox of] pressure is adequate, the ADS caution light ges out. During the starting cycle of each of the other engines, the ADS Might cones on when a throttle 1s moved frox OFF to IDIE end goes out vhen the of] pressure of the corresponding geartox is satis- factory. (The engine identification light for the engine being started goes Changed 25 June 1965‘7.0. 1B-70(X)A-1 ENGI IDENTIFICATION CAUTION LIGHTS. Refer to "Engine Indicators" in this section. ENGINE AND ACCESSORY DRIVE SYSTEM GExeS0x VIBRATION INDICATORS. Refer to "Engine Indicators" in this section. Airplane APC2207, also has tvocontrol sys. tens for the inlets.!The automatic systex persite only autonatic operation of the ‘throat panels and bypass doors. It.uses hydraulic pover from both utility systexs No. 1 and 2 but will operate with only utility systes No. l available. ‘The standby systex percits manual control of ‘the throat panels and bypass doors. It is povered by two electrical and tvo yredeternined positions (throats to 39 Anches end bypass doors full open). 37.0. 2B-70(x)A- Ro Dorcetess — i. AIR INDUCTION CONTROL SYSTEM PACKAGE POWER SWITCH. ‘The tvo-position air induction control [[systes pover svitch (21, figure 1-9) on 1-36 Fight pricary ac bus, ie latched Rechanically at ite LOW position and must be pulled out before it can be soved to NORM, POAT MACH SCHEDULE MODE SWITCHES. ‘The two throat Mach schedule mode switches (1 and 4, figure 1-10), one for each inlet, are on the copilot's control pedestal and receive pover fro= the Fight primary ac bus. ‘The three- position switches are mechanically ‘latched at MAN and OFF and must be pulled out before they can be oved. Moving the (Changed 25 June 19657.0. 1B-70(X)A-2 To bypass coor sode avitches (5 and 9, figure 1-10), one for each inlet, are on ‘the copilot's control pedestal and [seceive pover froz the right primary ac ‘bus. ‘The three-position avitches are mechanically latched at MAN and OFF and must be pulled out before they can be moved. Moving the sivtches to AUIO provides autonatic control and operation of the respective bypass doors. Moving the switches to MAN permits manual control of the dooi ‘trol wheel for each reference mmbers. Restart numbers (3, 6 and 9) on the rim of the vheels are restart positions used to restart the inlets at various speeds. During suto- matic operation of the eir induction control systex, toth manual control wheels must be maintained at the proper restart number depending on the airplane ‘The vheels control the bypass doors only vhen the bypass door mode Changed 25 June 1965 svitches are at YA, Folling the vheels forvard tovards CLOSE, closes the bypass doors which moves the shock vave forvard im the inlet. Folling the vheels aff to- vards OPEN, opens the bypass doors which moves the shock wave aft in the inlet. ‘THROAT MACH SCHEDULE STANDY SWITCHES. The two throat Mach schedule standby svitches (32, figure 1-5), one for each inlet, are on the copilot's instrument panel and receive over from the right primary ac oF essential ac bus. Each ‘three-position avitch is spring-loaded to ‘the center (OFF) position. Holding either svitch at ICR or DECR elec- switch is spring-loaded to the center (OFF) position. Holding either svitch at TRERRREEY al nee ples fete § i 1-371-38 7.0. 18-70(x)A-2 ‘Tee tvo three-position bypass door stand- by systen selector svitches (5, and 31, nt primary standby systen, moving the svitch ‘to ALTERWATE restores control of the by- pass doors. Moving the svitch to OFF, hen using the standby svitches, centers ‘the electrical actuator. The svitch mst ‘De at OFF when in the automatic mode to Brovide lov-rate operation of the bypass vo shock wave yosition indfestors (2 and 3, figure 1-4), one for each inlet, are 8 the copfiot's instrament panel end indicated is accurate to within 30 square inches. The indicators are electrically powered by a synchro transforner on the Tespective bypass door linkage. THROAT MACH SCHEDULE INDICATORS. ‘ho throat Mach schedule indicators (2, figure 1-4), one for each inlet is on the coptiot's instrument panel. Each indicator gives 2 relative indication of throst size, by shoving the airplane Mach mumber required for the particular throat width. The indicators are elec trically povered by a synchro trans- former on the respective throat panel Linkage. INLET PRESSURE RATIO GAGES. uo inlet ratio gages (4 and 33, figure 1-5), one for each inlet, are on ‘the coptlot's instrument panel end indicate the ratio of inlet static pres- sure to pitot pressure. case of a pover fatlure or main control systex fatlure, the pointers vill remain st the position they vere in vhen the failure occurred. The gages indicate in- let efficiency. An increase in pressure ratio reading indicates forvard movenent of the shock wave. A decrease in reading| indicates aft movenent of the shock vave. AIR INDUCTION CONTROL SYSTEM COOLANT CAUTION LIGHP. ‘The air induction control systes coolant caution light (5, figure 1-7), on the center console, is povered by the essential ec bus. This placart-type ff light cones on to show "AICS COOL” in case of e failure or malfunction of either the primary or secondary cooling systens for the air infuction control syster. ‘The operation of this light vhen ‘the master caution light is pressed determines vhich systen of the cooling systen bas fatled. If pressing the master caution light puts out the AICS coolant caution light, only the primary systen bas fatled, and the secondary sys- ten is still operating. However, if pressing the master caution light does Bot put out the coolant caution light, Doth systens have fetled. (Refer to “Air Induction Control System Beergency Operation” in Section II.) Changed 25 June 19657.0. 18-70(x)A-2 ‘TMROAT POSITION INDICATOR-OUT CAUTTON LicHTs. Tyo placard-type throat position indi- cator-out caution lights (5, figure 1-7), one for each inlet, are on the center console. The lights are povered by the [essential ac bus ani cone on to show "Li ‘or Ri THROAT INDICATOR" in case of a failure of the respective throat Mach schedule indicator. INLET UNSTART CAUTION LIGHTS. Four placard-type duct unstart caution lights (1 and 5, figure 1-7), two for each inlet, are on the center console. ‘The lights are povered by the right [primary ac and essential ac busses. Both [iights cone on if the shock ware moves [forvard out of the respective inlet. Each juight associated with a given inlet is Jcontrolied by a separate unstart sensor jsysten. If one sensor systex or its light fails, the other light still will Jcome on vhen an unstart condition Jdevelops. Opening the bypass and de- creasing the throat Mach schedule after The lights are inoperative vben oth throst Mach schedule indt- I cators are at Mach 2.17 or less. Anytine one or both throat Mach schedule indicators are at Mach 2.27 or above, the lights vill Be operative. ‘THROAT PANEL EXTENDED CAUTION LIGHTS. ‘ho placard-type throat panel extended caution lights (5, figure 1-7), cue for each inlet, are on the center console. Four placard-type buzz caution lights (1 end 5, figure 1-7), two for each duct, Changed 25 June 1965 are on the center console. ‘The lights are povered by the right primary ac and essential ac busses. Both lights cone on if = buzz condition is detected in the| respective inlet. Each light associated vith a given inlet 4s controlled by « separate but: sensor systen. If one sensor aystes or its light fails, the other light stilt will come on when a ‘buzz condition develops. Opening the ‘bypass doors, or reducing airspeed vill help to elintnate the buzz, and the Light vill go out after about 15 seconds delay. cAUrIog Imediate action to eliminate ‘buzz must be taken when the burs caution light comes on; other- wise structural damage may occur. BYPASS DOOR-OPEN CAUTION LIGHTS. ‘vo placard-type bypess door-open caution Lights (1 and 5, figure 1-7), one for each inlet, are on the center console. ‘The lights are povered by the right prizary ac and essential ac busses. The Lights cone on to shov “Li or Ri BYPASS DOOR GFR when the respective bypass doors are open belov Mach 0.% and below 8,000 feet. AIR DMDUCTION CONTROL SYSTEM CONTROLS THDICATORS — AIRPLANE ; ATR INDUCTION CONTROL SYSTEM PACKAGE POMER SWITCH. ‘Except for the fact that it does not have! spring-loaded guard, this svitch (25A, figure 1-9) is the same as on Airplane APE2-00l. (Refer to “Air Induction Coa- ‘trol Systen Controls and Indicators - Airplane AFE2-001" in this section.) DUCT PERFORMANCE SWITCH. es The three-position duct performance switch (15, figure 1-10) on the coptlot's| Anstrusent panel is used to provide inlet stability for various flight conditions. The svitch ts effective only when the autosatic mode of the AICS is being used. The NORM position should be used during ‘Dormal flight and maneuvering. The HIGH position should be used only above Mach 2.6 with liztted maneuvering capability. 1391-bo 7.0. 1B-70(X)A-1 The LOW position should be selected in anticipation of engine shutdoms, unusual ‘flight maneuvers, and vhen disturbance of inlet airflow could be expected by such conditions as storm fronts, turbulent air conditions, or passage of another air- craft. The svitch receives pover from the right primary ac bus. It is latched mech- janically at its LOW position and must be [pulled out before it can be moved to NORM or HIGH. AICS MODE SWITCHES. Heo nove to predetermined, (chrost panels to 39 inches and bypass Jdcors 212 open.) “The svitehes are Teese three-position switches (19, figure }1-10) are on the coptlot's instrument bypass doors. Movenent of the doors toward open causes the shock wave aft in the inlet. Movement of the doors tovard close causes the shock wave to move forvard. Releasing the switches to the center (OFF) position stops the bypass doors at the position where the svitches are released. Moving the svitches also changes the bypass area indicators to show the total area of the bypass door openings. ‘The evitches are spring- loaded to the center position. ‘ESCAPE CAPSULE THROTTLE RETARD BUETORS. Refer to “Engine Controls” in this section. ‘THROAT TRIM POWER SWITCH. ‘The throat tris pover switch (26A, ‘figure 1-9) 1s on the copilot's console. With the switch at ON, pover is available to the throat height trim adjustment con-| trols. The svitch receives pover fron the right primary ec bus. ‘THROAT EIGHT TRIM CONTROLS. ‘The throat height trim controls (25A, figure 1-9 and 2%, figure 1-10), one for ‘The AICS reset sviteh/light (16, figure 1-10) 4s a push-button type sviteh vith7.0. 18-70(x)A-L integral Light located on the coptiot's instrament panel. During autoustic operation of the AICS, the light vill core on and read "AICS RESET" vben an jmstart or buzz condition develops tn either inlet. If a buzz condition develops below Mach 2.0, the affected inlet will shift from fixed bypass con- performance shock control move to the position |SHOCK WAVE POSITION INDICATORS. These indicators (1 and 3, figure 1-4) ‘ARE2-OOL. Jare the sane as on Airplane (Refer to “Air Induction Control Systes THROAT MACH SCHEDULE INDICATORS. [These indicators (2, figure 1-4) are the ‘AR62-001. (Refer Changed 25 June 1965 DMLET PRESSURE RATIO GAGE. For flight test purposes, this airplane bas only a left inlet pressure ratio gage, witch is the anne as on Airplane APE2-00l. (Refer to “Air Induction Con- trol Systes Controls and Indicators - Airplane AP62-001" in this section. ) ATR INDUCTION CONTROL SYSTEM COOLANT CAUTION Licar. ‘This light (5, figure 1-7) is the sane as on Airplane APE2-O01. (Refer to “Air Induction Control Syster Controls and Indicators - Airplane APE2-OOL" in this section. ) ‘DALE? UNSTART CAUTION LIGETS, ‘These lights (1 and 5, figure 1-7) are, ‘throat Mach schedule indicators are at Mach 2.06 or less. (Refer to "Air Induction Control Systen Controls and Indicators - Airplane AFE2-O01" in this section. ) ‘THROAT PANEL EXTENDED CAUTION LIGHTS. ‘These lights (5, figure 1-7) are the sane as on Airplane ARE2-O0l. (Refer to "Air 1-hoa1-soB 7.0. 1B-70(x)a-2 THROAT PANEL EXTENDED CAUTION LIGHTS. placard-type throat panel extended jcaution lights (5, figure 1-7), one for jeach inlet, are on the center console. |The lights are povered by the essential jec bus. ‘The lights cose on to show "Li Jor RH THROAT PNL EXT" when the respective }throat panel position is 40 inches (#1 Himch) or less (throat Mach schedule Hndicator is more than Mach 2.11) and the Jairplane speed is belov Mach 0.7. ‘the fuel pressurization and inerting systen to provide positive fuel tank pressures within structural limite. The nitrogen gas also maintains the oxygeri concentration below the minimum that sould cause autoignition of the fuel vapors. The vent systen prevents ex- cessive build-up of tank pressures. Tue fuel tanks are serviced by single- Point refueling. (Refer to "Single- point Pressure Refueling Systen" in Section IV.) Fuel specifications are shown in figure 1-37, and fuel quanti- ‘tes are show in figure 1-15. BEL WUD ENT SYSTEX. ‘The fuel managenent systen automatically controls the operation of the fuel transfer systen to maintain the airplane center-of-gravity within lintts, and supplies fuel quantity indications, Fuel control nodules and capacitance- type tank units start and stop the fuel transfer pumps in a predetermined se- quence and operate the fuel sequence and quantity indicators. The fuel managment syste also provides low sump tank (tank No. 3) level warning, Mf Sudtches on the instrument panel perait sanual selection of the transfer pumps in case of fatlure of the autenatic operation. Operation of the quantity indicating portion of the systen can be tested by a sxitch on the instrament Changed 25 June 1965