EO 05-50C-1 ROYAL CANADIAN AIR FORCE & AIRCRAFT OPERATING INSTRUCTIONS T33 MK. 3 ISSUED ON AUTHORITY OF THE CHIEF OF THE AIR STAFF 10 JUL 62EO 05-50G-1 LIST OF RCAF REVISIONS e DATE PAGE NO DATE PAGE NO (This EO has been downgraded to Unclassified) &EO 05-50C-1 TABLE OF CONTENTS TITLE DESCRIPTION INTRODUCTION GENERAL LEADING PARTICULARS GENERAL WEIGHT DATA FUEL SYSTEM GENERAL ENGINE FUEL PUMP ISOLATING SWITCH ENGINE HIGH-PRESSURE FUEL COCK FUEL TANK SELECTOR SWITCHES FUSELAGE FUEL TANK PUMP AND BY-PASS SWITCH MAIN FUEL SHUT-OFF VALVE SWITCH TIP TANK ELECTRICAL RELEASE CONTROLS TIP TANK MANUAL JETTISON SYSTEM FUEL TANK WARNING LIGHTS. FUEL QUANTITY INDICATORS FUEL REMAINING INDICATOR LOW FUEL PRESSURE WARNING LIGHT FUEL FILTER FUEL DE-ICING WARNING LIGHT AND PUSH-BUTTON OL SYSTEM GENERAL HYDRAULIC SYSTEM GENERAL HYDRAULIC SYSTEM PRESSURE GAUGES EMERGENCY HYDRAULIC SYSTEM EMERGENCY HYDRAULIC SYSTEM SELECTOR AND PUMP SWITCH CASE EJECTION DOOR ELECTRICAL SYSTEM GENERAL BATTERY SWITCH GENERATOR SWITCH GENERATOR WARNING LIGHT GENERATOR LOADMETER INVERTERS INVERTER TEST SWITCH AND GYRO WARNING LIGHT STARTER CONTROL SWITCH STARTER SWITCH AIRSTART IGNITION SWITCH PITOT HEAT SWITCH PAGE POVVON HH WHUHH uu a u a a ry un u n nL n n 12 2 2 2 2 2PART EO 05-50C-1 TABLE OF CONTENTS (coma) TITLE FUSES EXTERNAL POWER SUPPLY RECEPTACLES PNEUMATIC SYSTEM 'ANTI-G SUIT PROVISION WHEEL BRAKE SYSTEM GENERAL FLIGHT CONTROLS GENERAL ‘TRIM TABS SURFACE CONTROL LOCK AILERON BOOST AILERON BOOST EMERGENCY SHUT-OFF LEVER ELEVATOR RUDDER WING FLAPS SPEED BRAKES LANDING GEAR GENERAL UNDERCARRIAGE SAFETY CLIPS UNDERCARRIAGE POSITION INDICATORS UPLOCKS UNCOCKED IMPROPER SEQUENCE OF INNER FAIRING DOOR UNDERCARRIAGE WARNING HORN ENGINE CONTROLS THROTTLE LEVER ACCELERATION CONTROL JATO CONTROLS GENERAL JATO JETTISON INSTRUMENTS GENERAL AIRSPEED INDICATOR GYRO COMPASS FAST SLAVING SWITCH LIGHTING COCKPIT LIGHTING INSTRUMENT RING-LIGHT SWITCH LANDING AND TAXI LIGHT EXTERIOR LIGHTS PAGE 2 2 2 12 B 3B 13 B B B B “4 “4 “ “4 “ “ “4 “ 4 15 15 15 1s 3 15 as 15 6 1s 3 u v aw 7 7 WwPART BO 05-50C-1 TABLE OF CONTENTS (cont) TITLE CANOPY GENERAL CANOPY LaTCH CANOPY SWITCHES CANOPY MANUAL CONTROLS CANOPY JETTISON SYSTEM VENTILATING GENERAL VENTILATION CONTROLS HEATING AND PRESSURIZING GENERAL COCKPIT AIR TEMPERATURE RHEOSTAT PRESSURE SHUT-OFF VALVES PRESSURE RELIEF, VACUUM RELIEF AND DUMP VALVE PRESSURE REGULATOR DEFROSTING AUXILIARY DEFROSTER OXYGEN SYSTEM GENERAL ARMAMENT GENERAL GUNSIGHT GUNS AND CAMERA SELECTOR SWITCH GUN SYSTEM GUN HEATERS ROCKET SYSTEM ROCKET RELEASE CONTROL BOMBS, CHEMICAL TANKS AND TOW TARGET SYSTEM EXTERNAL STORES MANUAL JETTISON COCKPIT EQUIPMENT EJECTION SEATS CANOPY EJECTION CANOPY JETTISON LEVER GROUND SAFETY PINS SHOULDER HARNESS INERTIA REEL LOCK LEVER AUTOMATIC HARNESS RELEASE AUTOMATIC OPENING OF PARACHUTE. AND DELAYED DROP PROVISION MAP CASE DATA CASE REAR VIEW MIRROR BLIND FLYING HOOD PAGE w 17 v 18 18 18 18 18 19 19 19 19 19 19 19 19 19 20 20 20 20 20 20 21 21 21 21 2 22 22 22 22 22 22 24 24 2 24 24 24 2 24PART EO 05-50C-1 TABLE OF CONTENTS (conta) TITLE COMMUNICATIONS EQUIPMENT INTERPHONE SYSTEM UHF TRANSCEIVER RADIO COMPASS IFF/sIF UHF AND IFF EMERGENCY OPERATION AFTER EJECTION OVERHEAT AND FIRE WARNING SWITCHES GENERAL LUGGAGE CARRIER HANDLING PRE-FLIGHT CHECKS BEFORE ENTERING COCKPIT AFTER ENTERING COCKPIT MANAGEMENT OF FUEL SYSTEM GENERAL STARTING PROCEDURE STARTING THE ENGINE NORMAL (SOFT) START ALTERNATE (HARD) START FAILURE IN STARTING BEFORE TAXING GENERAL TAXING GENERAL TAKE-OFF PROCEDURE VITAL ACTIONS BEFORE TAKE-OFF LINE UP TAKE-OFF JATO TECHNIQUE POST TAKE-OFF CLIMB GENERAL FLYING CHARACTERISTICS GENERAL CRUISE PERFORMANCE SLOW FLYING STABILITY AILERON BOOST TRIM CHANGES USE OF TRIM SPEED BRAKES PAGE 24 24 25 26 26 27 27 27 29 29 29 29 35 35 35 35 36 36 36 36 37 37 37 37 32 37 37 38 38 38 39BO 05-50C-1 ABLE OF CONTENTS (coma) PART TITLE NORMAL STALLS SPINS SPIN RECOVERY INVERTED SPIN PRACTICE SPINS TUMBLE MINIMUM ALTITUDE FOR SPIN OR TUMBLE RECOVERY PERMISSIBLE AEROBATICS DIVING FLYING WITH EXTERNAL STORES ARMAMENT OPERATION GENERAL ROCKET FIRING BOMBS CHEMICAL TANKS AND TOW TARGETS JETTISON SYSTEM OPERATION OF COCKPIT TEMPERATURE SYSTEM GENERAL OPERATION OF COCKPIT PRESSURIZING SYSTEM GENERAL OXYGEN SYSTEM NORMAL OPERATION GENERAL LANDING PROCEDURE INITIAL APPROACH PRE-LANDING CHECK APPROACH TOUCH DOWN OVERSHOOT PROCEDURE PORPOISING ON LANDING FLAPLESS LANDING SHORT FIELD LANDING POST LANDING CHECK END OF FLIGHT PROCEDURE ‘SHUT DOWN BEFORE LEAVING COCKPIT COLD WEATHER OPERATION BEFORE ENTERING AIRCRAFT GROUND CHECK TAXING PROCEDURES e@ BEFORE TAKE-OFF AFTER TAKE-OFF PAGEPART EO 05-50C-1 TABLE OF CONTENTS (coxa) TITLE cLMB OPERATION IN FLIGHT DESCENT APPROACH LANDING STOPPING THE ENGINE BEFORE LEAVING COCKPIT OPERATION UNDER ICING CONDITIONS AIRFRAME ICING AIR INTAKE ICING ENGINE ICING EMERGENCY HANDLING EMERGENCY TAKE-OFF GENERAL ENGINE FAILURE PROCEDURES TOTAL POWER FAILURE BEFORE LEAVING GROUND TOTAL POWER FAILURE ON INITIAL CLIMB PARTIAL POWER LOSS BEFORE LEAVING GROUND PARTIAL POWER LOSS ON INITIAL CLIMB ENGINE FLAME-OUT DURING FLIGHT INDICATIONS OF A FLAME-OUT ACTION IN EVENT OF FLAME-OUT AIR START ENGINE FAILS TO RELIGHT FORCED LANDING PROCEDURE ENGINE OIL SYSTEM MALFUNCTION FUEL SYSTEM EMERGENCY OPERATION WING TANK BOOSTER PUMP FAILURE LEAKING OR SIPHONING FUEL TANKS STUCK FLOAT VALVE FUEL FILTER ICING DEFECTIVE FUSELAGE TANK BOOSTER PUMP TIP TANK MALFUNCTION MAIN SERVICES EMERGENCY PROCEDURES ELECTRICAL FAILURE ABNORMAL LOADMETER READINGS GENERATOR FAILURE - MANAGEMENT OF FUEL SYSTEM GENERATOR FAILURE - MANAGEMENT OF UHF AND ELECTRICAL EQUIPMENT PAGE 51 51 51 51 51 51 51 52 52 52 52 53 53 53 53 53 53 53 53 34 54 54 54 55 55 56 56 56 57 57 57 87 58 58 58 58 59EO 05-50C-1 TABLE OF CONTENTS (coma) PART TITLE EMERGENCY JETTISON BUTTON MANUAL JETTISON - TIP TANKS AND EXTERNAL ARMAMENT WING FLAP EMERGENCY OPERATION OXYGEN SYSTEM EMERGENCY OPERATION AILERON BOOST FAILURE LANDING GEAR EMERGENCY OPERATION LANDING WITH NOSE GEAR RETRACTED LANDING WITH ONE MAIN GEAR RETRACTED LANDING WITH FLAT TIRE SHEARING LANDING GEAR LEVER LOCKING PIN LANDING GEAR LEVER STUCK IN UP POSITION TO COCK UPLOCKS IN FLIGHT CRASH LANDING GENERAL ACTION IN EVENT OF FIRE GENERAL ACTION IF FIRE WARNING LIGHTS ILLUMINATE ELECTRICAL FIRE COCKPIT FOG REMOVAL COCKPIT SMOKE REMOVAL ABANDONING IN FLIGHT EMERGENCY EXIT CANOPY JETTISONING DITCHING GENERAL EMERGENCY CANOPY REMOVAL ON GROUND GENERAL RUNAWAY ELEVATOR TRIM GENERAL ARMAMENT HOOD DOOR OPENING IN FLIGHT GENERAL & 4 OPERATING DATA ENGINE LIMITATIONS ENGINE OPERATING LIMITATIONS @ FLIGHT RESTRICTIONS GENERAL PAGE 59 59 59 59 60 60 60 61 61 61 61 61 62 62 62 62 63 63 63 64 64 64 66 66 66 66 66 66 67 67 69 69 69 69 69PART EO 05-50C-1 TABLE OF CONTENTS (coma) TITLE PROHIBITED MANOEUVRES GENERAL AIRSPEED AND ACCELERATION ‘LIMITATIONS GENERAL WEIGHT AND BALANCE LIMITATIONS GENERAL AIRSPEED CORRECTION CHARTS AIRSPEED CORRECTIONS EXAMPLE OF USE OF AIRSPEED CORRECTION CHARTS TAKE-OFF AND LANDING DISTANCES OPERATING DATA FOR T33 MK.3 PILOT TRAINER GENERAL AIRCRAFT CONFIGURATION CLIMB PERFORMANCE. LEVEL SPEED PERFORMANCE FUEL CONSUMPTION EXAMPLE 1 EXAMPLE 2 OPERATING DATA FOR T33 MK.3 ARMAMENT TRAINER, GENERAL USE OF CHARTS EXAMPLE 1 EXAMPLE 2 EXAMPLE 3 PAGE 69 69 u 7 7 a 2 2 4 74 75 5 5 5 75 81 al a1 al 88 88 89 89(Sheet 1 of 2) (Sheet 2 of 2) 4-11 (Sheet 1 of 2) 4-11 (Sheet 2 of 2) 4-12 (Sheet 1 of 2) 4-12 (Sheet 2 of 2) 4-13 (Sheet I of 2) 4-13 (Sheet 2 of 2) 4-14 (Sheet 1 of 2) 4-14 (Sheet 2 of 2) 4-15 (Sheet 1 of 2) 4-15 (Sheet 2 of 2) EO 05-50C-1 LIST OF ILLUSTRATIONS TITLE Front Coctpit Instrument Panel Rear Cockpit Instrument Panel Front Cockpit - Left Side Rear Cockpit - Left Side Front Cockpit - Right Side Rear Cockpit - Right Side Circuit Breaker Locations Control Stick Grip External Canopy Controls Cockpit Altitude vs Aircraft Altitude Ejection Seat Fuel System - Schematic External Pre-Flight Diagram Danger Areas Stall Speed Table Altitude Loss in Dive Recovery from 10,000 Feet Rocket Firing Sequence Crew Oxygen Duration Landing Pattern Gliding Distance with Dead Engine Ejection Seat Operation Engine Operating Limitations Instrument Range Markings Flight Strength Diagram Airspeed Installation Correction Diagram Compressibility Correction Table Airspeed Conversion Graph for NACA Day Take-off Distances Take-off Distances Landing Distance Distance to Altitude Chart Time to Altitude Chart Range Performance Chart - All-Up Weight 12,200 Pounds Range Performance Chart - All-Up Weight 14,700 Pounds Level Speed Performance Chart Level Speed Performance Chart Level Flight Fuel Consumption Chart - All-Up Weight 11,500 Pounds Level Flight Fuel Consumption Chart - All-Up Weight 13,500 Pounds Climb Performance Chart - All-Up Weight 15, 193 Pounds Climb Performance Chart - All-Up Weight 15,482 Pounds Range and Endurance Chart - All-Up Weight 15, 193 Pounds Range and Endurance Chart - All-Up Weight 15,482 Pounds Revised 18 Feb 64 PAGE eaoHuN 10 3 16 19 23 28A-28B 31-32 34 40 41 “4 46 aT 55 65 69 70 2 3 73 ” 7% cr 78 79 80 82 83 84 385 86 87 90 a 2 93FIGURE 4-16 (Sheet 1 of 2) 4-16 (Sheet 2 of 2) 4-17 (Sheet 1 of 2) 4-17 (Sheet 2 of 2) 4-18 (Sheet 1 of 2) 4-18 (Sheet 2 of 2) 4-19 (Sheet 1 of 2) 4-19 (Sheet 2 of 2) EO 05-50C-1 LIST OF ILLUSTRATIONS (cons) TITLE Level Speed Performance Chart - Standard Day - Tanks and Guns Only Level Speed Performance Chart - Standard Day - Tanks. Guns and Rockets Level Speed Performance Chart - Hot Day - ‘Tanks and Guns Only Z Level Speed Performance Chart ~ Hot Day - Tanks, Guns, Bombs and Rockets Level Flight Fuel Consumption Chart - All-Up Weight 11,500 Pounds - Tanks and Guns Only Level Flight Fuel Consumption Chart - All-Up Weight 11,500 Pounds - Tanks, Guns. Bombs and Rockets Level Flight Fuel Consumption Chart - All-Up Weight 13.500 Pounds - Tanks and Guns Only Level Flight Fuel Consumption Chart - All-Up Weight 13,500 Pounds - Tanks, Guns, Bombs and Rockets PAGE 4 5 6 98 99 100 101EO 05-50C-1 PART 1 DESCRIPTION INTRODUCTION GENERAL 1 ‘The 133 Mk.3 aircraft is a two-seat, all-metal, low-wing monoplane, powered by 2 Rolls-Royce Nene 10 turbo-jet engine deli- vering 5100 pounds of static thrust at sea level. The aircraft can be equipped as a pilot trainer or an armament trainer. It has a retractable, tricycle undercarriage, may bearmed with two faselage-mounted, .50-calibre machine guns andis designed to carry bombs, rockets, tow- targets or chemical tanks. Both seats and the cockpit canopy are jettisonable. The cockpits are pressurized, air conditioned and are fitted with a pressure breathing, demand-type oxygen system. Flying controls are conventional, the ailerons being hydraulically boosted and the elevators having spring-boosted servoand trim tabs. The majority of the aircraft services are electrical, but the landing gear, brakes, speed brakes, aileron boost system and cartridge-case ejection door are hydraulically operated. For details of cockpit layout, see Figures 1-1 to 1-6. LEADING PARTICULARS GENERAL 2 The overall dimensions of the aircraft are as follows: (2) Wing span 37 feet, 7.5 inches (be) Length 37 feet, 8.6 inches 1} Height (to top of rudder) 11 feet, 8.0 inches WEIGHT DATA 3 The basic weight of the pilot trainer aircraft is approximately 8440 pounds that of the armament trainer is approximately 8870 pounds. The maximum permissible gross take- off weight ofthe pilot trainer is 16, 800 pounds, ‘that ofthe armament trainer is 18, 400 pounds. The normal maximum landing weight for both types is 12,200 pounds. Revised 26 Jun 64 FUEL SYSTEM GENERAL 4 Recommended fuel is 3-GP-22 (latest issues). Alternate fuel is 3-GP-23 (latest issues). In an emergency Avgas, lowest grade available, may be used but pilot must coatrol maximum rpm by use of throttle to prevent overspeed and must realize that Avgas is un- likely to contain anti-icing additive. Imp US Gals Gals (2) __ One leading edge group of 3 interconnected cells in each wing. Capacity of each group: 43 Imp gals. 86 103 (>) One inboard group of 2 interconnected cells in each wing. Capacity of each group: 64 Imp gals. ws 154 (c) Two wing tip tanks. Capacity: 192 Imp gals. each 384 «458 (2) One fuselage tank. 9 95 Total fuel capacity of aircraft 677-810 5 Each group of tanks is connected to the fuselage tank, from which the engine is nor- mally supplied, see Figure 1-12, If there is a failure of delivery from the fuselage tank to. the engine, the fuselage tank can be by-passed and fuel can be supplied from the other tanks except the wing tip tanks. Fuel is transferred from the tip tanks by air pressure from the engine, and from the other groups by electric booster pumps. A system of float valves in the faselage tank automatically controls the sequence of feed to that tank from the different groups in the following order:Part Figure 1-1 (Issue 2) Front Cockpit Instrument Panel Revised 28 Mar 63/ 37 36 35 34 33323130 29 98 27 2% 2524 23 22 2A = = 2 = = = = 2 = = = = a af 2 . es : 2 ee Figure 1-2 (Issue 1) Rear Cockpit Instrument Panel Revised 28 Mar 63 3Parti EO 05-50C-1 a a 2 2B x B 3 a 2 3 2 a 2 3 Fd 5 = 3 3 a Figure 1-3 Front Cockpit - Left SideEO 05-50C-1 (2) Wing tip tanks. (ve) Leading edge groups. (c) Inboard wing groups. 6 As each group of tanks becomes empty. a red light illuminates above the selector switch for that group. With the exception of the tip tanks, the booster pump switch should then be turnedoff. Thetiptanks selector switch should be left onat alltimes whentip tanks are carried im order to supply air pressure to force fuel from the tip tanks to the fuselage tank and to ensure against collapse of the tip tanks during a rapid descent. ENGINE FUEL PUMP ISOLATING SWITCH 7 Am engine fuel pump isolating switch, marked NORMAL, TAKE-OFF and EMER- GENCY, is situated on the left side of each cockpit, see Figures 1-3 and 1-4, The switch is provided to ensure that at least 60% of the engine thrust is available should any failure occur in the fuel control system. This switch shouldbe in the NORMAL position at all times except in the caseof fuel system failure, or during take-off. ENGINE HIGH-PRESSURE FUEL COCK 8 An engine high-pressure fuel cock is situated on the engine between the engine fuel pumps andthe burner manifold. This fuel cock controls the delivery of high-pressure fuel to the engine, andis actuated, via Teleflex cable, by a control lever situated below and forward of the throttle lever in each cockpit. The control levers are interconnected and synchro- nized between cockpits. FUEL TANK SELECTOR SWITCHES 9 Fuel tank selector switches are located on the left side of the front cockpit only, see Figure 1-3. The wing tank selector switches actuate electric booster pumps in the tanks. The tip tank switch operates a solenoid valve admitting air to the tip tanks. In case of ele: tricalfailure, the tip tanks solenoid valve will automatically open. Part! FUSELAGE FUEL TANK PUMP AND BY-PASS SWITCH 10 Thefuselage fuel tank pump and by-pass switch, situated on the left side of the front cockpit, has three positions. Inthe on position, the faselage tank booster pump is turned on to supply fuel under pressureto the engine-driven fuel pumps. In the BY-PASS position, with the leading edge or wing group tanks selected, the fuselage tank booster pump is shut off and the transfer valves are reset to permit fuel from the selected tanks to by-pass the fuselage tank. Should electrical failure occur during by-pass operation the fuel system automatically returns to normal. In the centre off position, the fuselage tank by-pass valve is set for normal operation but the fuselage tank booster pump is off. A guarded by-pass switch, located in the rear cockpit, has two positions, NORMAL and BY-PASS. When the rear by-pass switch is in ‘the NORMAL position, the switch in the front cockpit controls the circuit. When the switch im either cockpit is in the BY-PASS position, the fuel system is in the by-pass condition and ‘the other cockpit has no control over the circuit. MAIN FUEL SHUT-OFF VALVE SWITCH 11 The main fuel shut-off switch, on the left side of both cockpits, has two positions , open (inboard) and close (outboard), and may be operated in an emergency to shut off all fuel to the engine section. The switches in both cockpits must be in the open (inboard) position in order to supply fuel to the engine. TIP TANK ELECTRICAL RELEASE CONTROLS 12 The tip tanks are normally released by placing the tip tank jettison switch in the READY position, the bomb release or the exte: nal wing stores switch in the rear cockpit in the ARM position, and pushing the armament release button on either control column. The tanks may also be released by pushing the ‘emergency jettison button on the main instru- ment sub-panel which immediately jettisons all external load without presetting any switches - The emergency jettison button circuit is live at any time the battery is installed and the tip tank, bomb, rocket, tow target jettison circuit breaker in the aft nose wheel compart- ment is in and the two tip tank jettison circuit, breakers in the forward nose compartment are in.art 1 EO 05-50C-1 1 2 3 4 5 6 7 s 2 10 1 or 8 sekoe eeessssee BRS) Figure 1-4 Rear Cockpit - Left SidePart 1 EO 05-50C-1 Figure 1-6 Rear Cockpit - Right SideEO 05-50C-1 TIP TANK MANUAL JETTISON SYSTEM 13 The tip tanks are jettisoned manually by pulling the T-handle, situated onthe floor of the front cockpit, to the left of the seat. FUEL TANK WARNING LIGHTS 14 Warning lights for each group of internal tanks and individual tip tanks are located on the left shelf of each cockpit. The tip tanks. leading edge tanks and the wing inboard tanks warning lights glow whenever their respective switches are on and the fuel pressure in the Lines is below 3 psi (tank emptying). The fuse- lage tank indicator light glows whenever the fuselage tank pump switch is placed in the on position. FUEL QUANTITY INDICATORS 15 The fuel quantity indicator on each main instrument oub-pane!, see Figures I-land 1-2, shows the quantity of fael remaining in the Tage tankonly. A fuelreserve warning light installed on each main instrument panel. This light flashes when the quaztity of fuel remaining in the fuselage tank drops below approximately 70 Imperial gallons (84 US gallons). FUEL REMAINING INDICATOR 16 The fuel remaining indicator, on each main instrument sub-panel, operates from a flowmeter in the engine fuel system, The counter dial must be set to read the amount of usable fuel in the aircraft each time the tanks are filled. The reading on the counter dial is im Imperial gallons of fuel remaining in the aircraft and will be accurate within the toler- ances of the flowmeter except for losses in fuel due to jettisoning of tiptanks, leaks upstream of the flowmeter, vaporization of the fuel, com- plete electrical failure, or mechanical failure of the flowmeter. LOW FUEL PRESSURE WARNING LIGHT 17 A low fuel pressure warninglight is fitted to each main instrument sub-panel.. The pressure switch is situated in the main fuel line tothe engine fuel pumps. The warning light illuminates when the fuel pressure to the pumps drops below 3 psi. This may be caused by lack of fuel in the fuselage tank, a res- triction in the main fuel line to the engine up- Parti stream from the pressure switch, a defective fuselage tank pump, 2 fuselage tank pump ‘switch in the off position or in BY-PASS posi- tion without wing or leading edge tanks sel- ected on. FUEL FILTER 18 A low-pressure micronic fuel filter is installed upstream of the engine-driven fuel pumps. An integral relief valve, which is set at from 3 to 5 psi, opens to maintain fuel delivery tothe engine should the filter element become choked with foreign matter or ice accumulation. To clear ice from the filter element, 2 fuel de-icing system is provided. FUEL DE-ICING WARNING LIGHT AND PUSH-BUTTON 19 A fuel de-icing warning light and push- button is fitted to each main instrument sub- panel, When the warning light comes on, indi~ cating icing in the low-pressure micronic fuel filter, the push-button should be pressed until the warning light goes out. This operates the fuel de-icing pump which draws alcohol from 2 0.83 Imperial gallon (1 US gallon) tank and forces it through the filter to dissolve the ice accumulation. The alcohol supply is sufficient for approximately one minute of de-icing oper- ation. NoTE If the warning light does not go out after 20 or 30 seconds operation of the de-icer button, itis likely that the filter element is choked by the presence of foreign matter. Under such circumstances, the filter relief valve will open to maintain fuel delivery to the engine. ‘Ol SYSTEM GENERAL 20 The engine oil system is of the single- pressure wet-sump type andis completely self- contained. An electric oil pressure gauge is located on each main instrument sub-panel. Service system with oil, Specification 3-GP-901 (latest issue) Grade 1010,EO 05-50C-1 Part REAR COCKPIT - RIGHT SIDE FRONT COCKPIT - LEFT SIDE Figure 1-7 (Issue 1) Cireuit Breaker Locations 3 z @ 10EO 05-50C-1 HYDRAULIC SYSTEM GENERAL 21 Thehydraulic system operates the land- ing gear, landing gear uplocks and downlocks , main gear inner doors, speed brakes. aileron booster and case ejection door. HYDRAULIC SYSTEM PRESSURE GAUGES 22 A hydraulic system pressure gauge is located in each cockpit on the main instrument sub-panel. EMERGENCY HYDRAULIC SYSTEM 23 An emergency hydraulic system is pro- ‘wided for extension of the landing gear only. The gear cannot be raised by the emergency system. EMERGENCY HYDRAULIC SYSTEM SELECTOR AND PUMP SWITCH 24 Anemergency hydraulic system selector and an emergency pump switch are located on the right side of both cockpits, see Figures 1-5 and 1-6. CASE EJECTION DOOR 25 The case ejection door switch is auto- matically operated when the guns are fired. ELECTRICAL SYSTEM GENERAL 26 The 28-volt single-wire electrical system is powered by a 500 ampere generator. Two 12-volt batteries in series supply power when ‘the generator is not operating. In the case of generator failures, the battery can be used for Limited operation of all electrical services as required, 27 All circuits are protected by circuit breakers, except flight instruments and the generator output circuit which contain fuses. see Figure 1-7. The generator field, case ejection and gunfiring circuit-breakers are not accessible inflight and some circuits carrying heavier current loads are protected by addit- ional circuit-breakers which are also not ac- cessible in flight. The electrical system is in Part operation when the battery is switched on, when the generator is on and the generator is charging, or when the external canopy switch is operated. BATTERY SWITCH 28 A battery switch, one in each cockpit onthe right hand console, has three positions , ON, OFF and OVERRIDE. Normally the bat- tery switch in the rear cockpit is left ON and battery power is obtained by selecting the bat- tery switch in the front cockpit ON. If the switch in either cockpit is OFF, battery power can be obtained by placing the battery switch inthe other cockpit to the OVERRIDE position. Do not turn the battery switch on if ground power is being supplied to the forward receptacle, as this may damage the batteries. GENERATOR SWITCH 29 A guarded generator switch, one in each cockpit on the right-hand console, has three positions, ON, OFF and OVERRIDE. Normally both generator switches are left ON. Both generator switches must be on to permit the generator to charge except that if either generator switch is OFF the generator can be placed in operation by moving the generator Switch in the other cockpit to the OVERRIDE position, GENERATOR WARNING LIGHT 30 In case of generator failure or when the generator output falls below that required to close the reverse-current relay, the gen- erator warning light, located on each main instrument sub-panel, illuminates. GENERATOR LOADMETER 31 Indication of the electrical load on the generator is provided by a loadmeter located onthe main instrument sub-panel. Under nor- mal operating conditions, the electrical load requirements of the aircraft will be .6 or less of the generator output. A generator load in excess of .6 indicates a low or faulty battery or a malfunction in the electrical system. nPartl INVERTERS 32 Two inverters are installed, either one of which can individually supply alternating current to the gyro instruments. One of the inverters operates whenever the electrical system is in operation, If one inverter fails a change-over relay automatically cuts in the other inverter. INVERTER TEST SWITCH AND GYRO WARNING LIGHT 33. The inverter test switch, located on the fright side of the front cockpit only, has two positions - NORMAL and TEST. The switch is [spring loaded to the NORMAL position. In the INORMAL position, inverter #1 is operating. In ITEST position, inverter #1 is switched off and inverter #2 is switched on. With the switch in the test position, the gyro instrument warning jghts, located one on each main instrument panel, should flick on briefly, then off, indi. cating that the #2 inverter (standby) is oper- lating. Continuous glowing of lights indicates the standby inverter is inoperative. Release switch, if the standby inverter is operating, ithe lights should flickon and off to indicate the |#1 inverter is now operating. If the lights go lon for three seconds and then go off, the #1 inverter is inoperative and the relay has switched back to the standby inverter. Con- tinuous illumination of the red warning lights indicates that both inverters are inoperative. Continued blinking of the warning lights indi- Jcate a fault in the AC circuits and the inverter Jpower should be cut off by pulling out the cir- Jcuit breaker STARTER CONTROL SWITCH 34 A starter control switch, marked NOR- MAL, OFF, GROUND CRANK, is located on the right side of the front cockpit. see Figure 1-5, With the switch in the NORMAL position power is providedat both starter switches, the ignition relay and the time switch of the starter control panel. With the switch in the GROUND CRANKposition, the ignition circuit is cut out, enabling the engine to be motored (with the high pressure fuel cock lever SHUT) for blow- ing out excess fuel, for inhibiting or for other purposes. This switch is left OFF at all times except during starting or purging the engine. az EO 05-50C-1 STARTER SWITCH 35 A starter switch, located on the right side of each cockpit, completes the circuit to the time switch on the starter control panel, thereby initiating the starting sequence. The switches are spring loaded to the off position. AIRSTART IGNITION SWITCH 36 The airstart ignition switch is located onthe stick grip and is a spring-loaded button- type switch. When relighting in flight, the switch is depressed to complete the circuit to the igniter units independently of all other ‘engine switches. PITOT HEAT SWITCH 37 A pitet heat circuit breaker switch is located on the right side of the front cockpit. FUSES 38 Flight instrument fuses and a spare for ‘the artificial horizon are located on the right side of the rear cockpit. EXTERNAL POWER SUPPLY RECEPTACLES 39 Two external power supply receptacles are located in the rear end of the right wing Sllet. The rear receptacle is used for normal (soft) starting only and utilizes the slow voltage build-up characteristics of 2 ground energizer having jet start selections. The forward recep- tacle receives external power for the aircraft electrical system; this facility is used to con- serve aircraft batteries when carrying out an alternate (bard) start. PNEUMATIC SYSTEM ANTI-G SUIT PROVISION 40 An anti-G suit valve is installed on the left side of each cockpit at floor level. The valve receives air under pressure from the engine compressor and meters it to the anti-G suit during positive G acceleration. At the high setting, suit pressurization begins at 1.75 G and increases at a rate of 1.4 psi per G. At the low setting, suit pressurization begins at 1,75 G and increases at the rate of 1 psi per Revised 28 Mar 63EO 05-50C-1 G. A button on top of the valve can be manually depressedto inflate the suit momentarily when desired. ‘WHEEL BRAKE SYSTEM GENERAL 41 The wheel brakes are hydraulically oper- ated by means of a self-contained independent hydraulic system. Thetwo brakes are actuated by the rudder pedals and may be applied sim- ultaneously or independently. A parking brake. with a control handle centrally located below each instrument panel, is also included in the brake system. 42 When applying the parking brakes it is necessary to apply toe pressure first and then pull the handle out to set the brakes. If the handle is pulled out before toe pressure is applied, damage to the brake piston seal will result. FLIGHT CONTROLS GENERAL 43 Dual control is provided by a control column and rudder pedals in each cockpit. Figure 1-8 Control Stick Grip Revised 26 Jun 64 TRIM TABS 44 The trim tabs on the elevators and the trim tab on the left aileron are electrically operated and are controlled by a single switch onthe control columa, see Figure 1-8. Pushing the switch forward or aft operates the elevator tabs. Moving the switch left or right operates the aileron tab. The tab on the right aileron is adjustable on the ground only. A green light, on each main instrument panel, illuminates when the elevator trim tabs are in the neutral position. The rudder tab is act controllable in flight. 45 Analternateelevator trim switch located @n the left switch panel in each cockpit is provided for use in the event of a malfunc- tion in the control column trim switch. The switch is a single pole four position type: NORMAL, OFF, NOSE UP and NOSE DOWN. The switch is guarded to the NORMAL pos’ tion and is: spring loaded from NOSE UP and NOSE DOWN tothe OFF position. Normally the switch is in the NORMAL position and the contrel column trim button operates the ele- vator and aileron trim. When either alternate trim switch is moved out of the normal pos! tion both front and rear control columa trim buttons are rendered inoperative. No adjust- ment of the aileron trim can be made while the alternate elevator trim switch is out of the NORMAL position. SURFACE CONTROL LOCK 46 Control locks consist of atubular bracket attached to the rudder pedals and the control column by a thumb screw. These locks are normally held in servicing sections at units where T33 aircraft operate. AILERON BOOST 47 Aileron forces are reducedby a hydraulic aileron booster. The control force reduction is effective after the control column is moved about 2" from the neutral position. This system does not destroy the feel of the control, as a small portion of the total force required, which varies normally with the airspeed and rate of application, is supplied by the pilot. The re- maining force is supplied by hydraulic pres- sure. The aileron booster actuating cylinder contains an automatic by-pass valve which ‘opens to permit manual operation of hydraulic pressure fails. a3Part AILERON BOOST EMERGENCY SHUT-OFF LEVER 48 The aileron boost emergency shut-off lever, located on the left console of each cock- pit, shuts off the hydraulic pressure to the Booster in the event of malfunction of the system. The rear cockpit lever is mechanically interconnected with the lever on the front cockpit valve, enablingthe systemtobe shut off from either cockpit. A feel spring cartridge is installed on the aileron booster to provide better feels of the control, to preclude over- control, and to improve lateral stability, par- ticularly at altitude. ELEVATOR 49 A bungee spring in the elevator control system assists in holding the elevator in the up or down position. This arrangement gives a peculiar feeling to the elevator control while on the ground. After the elevator has moved up approximately 20° from the neutral position it will stay up but, if below that position, will stay down due to the action of the spring. This action of the spring is not noticeable in flight . 50 Spring-loaded elevator tabs, located in- board of the electrically-operated trim tabs, act to assist the pilot whenever the force on the control stick exceeds approximately 5 pounds. RUDDER 51 The rudder pedals are lightly spring- loaded toward the neutral position to reduce sensitivity. The pedals are adjustable fore and aft. WING FLAPS 52 The split-type wing flaps are operated by a three-position lever on the left side of each cockpit which controls an electric motor for each flap. The levers are interconnected to ensure pilot control at all times. The flap position indicator, located on the instrument sub-panels, is electrically actuated and is calibrated in degrees of flap travel from 0° to 45°. Flap movement may be stopped in any intermediate position by placing the flap lever in off. The wing flaps are interconnected so that either motor can operate both flaps if the other motor should fail. No emergency mech- anical wing flap extension system is provided. 4 EO 05-50C-1 SPEED BRAKES 53 The hydraulically-operated speed brakes are controlled by 2 sliding switch mounted on each throttle lever. The slide is moved aft to extend andforwardtoretract the speed brakes. The speed brakes cannot be stopped in any intermediate position. Following extension from either cockpit, they cannot be retracted from the other cockpit. LANDING GEAR GENERAL 54 The landing gear is controlled by a lever on the left side of each cockpit and is actuated by normal or emergency hydraulic pressure. With the aircraft weight on the landing gear, anautomatic downlock device prevents moving thelever out ofthe DOWN position. This down- lock can be disengaged in an emergency by simultaneously pushing down on the release control which is accessible through a hole in the lower left console and moving the under- carriage lever to the UP position. This pro- cedure may be used when airborne if the under- carriage sticks in the DOWN position. 55 The undercarriage lever is normally operated by depressing the release button on the end of the lever, moving the lever either upor down to raise orlower the undercarriage andthen releasing the button to allow the lock- ing pin to engage in the locking detent. The release button should be held down during the fall travel of the lever to prevent the spring- loaded locking pin from scoring the slot in the aluminum support plate. UNDERCARRIAGE SAFETY CLIPS 56 A safety clip with ared streamer is provided for installation onthe spring cartridge located between the parallel drag struts of each leg of the undercarriage to prevent accidental retraction when the aircraft is on the ground. UNDERCARRIAGE POSITION INDICATORS 57 Three indicators and a red warning light on each main instrument panel indicate the undercarriage position. One indicator is pro- vided for each gear, and will display the word UP when its respective gear is up and locked. A miniature wheel is displayed when the gear is down and locked: a red and yellow diagonalEO 05-50C-1 line is displayed when its respective gear is in an unlocked condition. The red light illam- imates when any gear is in an unlocked con- dition. It will also illuminate, even though the gear is locked up, when the throttle is retarded to approximately 1/3 open. UPLOCKS UNCOCKED 58 Ifanuplockis not cocked prior to flight . the undercarriage will retract and indicate up, but the fairing door will not retract fully - The only cockpit indication will be a rapid down to up indication of the affected gear when the up selection is made. Excessive drag on the affected side may be noticed. The uplocks may be cocked in flight by the procedure out- Hned in Part 3. If this fails, speed should be kept low to preclude damage, and 2 landing should be completed as soon as practicable. After landing the mechanism and doors must be checked for cause of malfunction. IMPROPER SEQUENCE OF INNER FAIRING DOOR 59 This will occur if the inner fairing door is not geometrically locked down prior to take- off, The affected door will close immediately after the gear selector lever is moved to the UP positionand before the gear has retracted. A rapid down to up indication will result. In this case excessive drag may be apparent on the affected side, and the speed should be kept lowtoprecludedamage. Normal sequence may be regained by recycling the undercarriage. If normal operation is obtained by this procedure, landing should be completed as soon as prac- ticable. After landing the mechanism and doors must be checked for cause of mal- function. UNDERCARRIAGE WARNING HORN 60 Whenthe throttle is retarded to approxi- mately one-third open a warning horn sounds if the undercarriage is not down and locked. The warning horn cut-out button is located on the left side of each cockpit, just forward of the throttle. ENGINE CONTROLS THROTTLE LEVER 61 Engine thrust is controlled by a single throttle lever ineach cockpit. Throttle friction Partl is applied by a friction knob directly below the throttle in the front cockpit. To release the friction, less than one turn of the friction knob is sufficient. Excessive release of the knob may render it inoperative when increased throttle friction is required. The throttle lever varies the fuel output from the engine pumps. ‘The pumps are limited by an overspeed gov- ernor, while a barometric pressure control maintains a balance of fuel delivery in direct relation to intake air pressure variations. ACCELERATION CONTROL 62 Im the event of rapid throttle movement, the acceleration control helps to maintain satisfactory acceleration and avoids surge which may be accompanied by high jet pipe temperature, especially at high altitudes. The throttle should always beadvanced smoothly from below 50%toa high rpm, as coarse move- ment willcause high jet pipe temperature and, possible flame out. JATO CONTROLS GENERAL 63 SATO firing is controlled electrically by a JATO arming switch in the front cockpit on the main instrument sub-panel, and two JATO Sringbuttons, one onthe left side of each cock- pit. Whenthe JATO arming switch is placed in, theJATO ARM position, 2 JATO warning light on each instrument sub-panel glows and the JATO units may be fired by pressing one of the JATO firing buttons. JATO JETTISON 64 _TheJATO units are jettisoned by pulling the jettison handle in the front cockpit. The units must be used on the first take-off or jettisoned, as they will not be safe after being subjected to low temperature. INSTRUMENTS GENERAL 65 The following flight instruments are pro- vided: turn and slip indicator, machmeter, accelerometer, airspeed indicator, altimeter , gyro compass, vertical speed indicator, alt- itude gyroindicator, magnetic compass, radio compass. 15Part! EO 05-50C-1 CANOPY-PART CLOSE EMERGENCY CANOPY REMOVAL NOTE It fr any reson the canapy cnn be pened cn te ground by crew members fom inside the ‘Srcra, the exterior contra maybe operated by yond persone! Figure 1-9 External Canopy ControlsEO 05-50C-1 66 Miscellaneous instruments also provided are: jet pipe temperature indicator, tacho- meter, oll pressure gauge, hydraulic pressure gauge, fuel contents gauges, fuel remaining indicator, loadmeter, cockpit altimeter and generator warning light and clock. AIRSPEED INDICATOR 67 The outer graduations of the airspeed indicator are calibrated from 50 to 650 knots in increments of 10, A vernier drum in the top centre of the dial indicates airspeed to the nearest knot. In addition to the white pointer registering indicated airspeed, a red and yel- low striped pointer, which is compensated for altitude, moves to indicate the structural air— speed limit (505 knots IAS), or the airspeed equivalent to the limiting Mach number (0.8). ‘The limiting Mach number setting is indicated by the small pointer on the outer edge of the dial. GYRO COMPASS FAST SLAVING SWITCH 68 Operation of the gyro compass fast slaving switch, located on the main instrument panel in each cockpit, de-energizes the slow slaving cycle of the gyro compass to permit faster gyro recovery to the true heading. During the fast slaving cycle, the aircraft should be held straight and level for a period of three minutes to ensure proper slaving. When power is initially applied to the gyro compass circuit, the compass is automatically on a fast slaving cycle for the firsttwo or three minutes, thus making operation ofthe fast slaving switch after starting unnecessary. NOTE A period of ten minutes should elapse between successive operations of the fast slaving switch. LIGHTING COCKPIT LIGHTING 69 A spotlight witha built-in rheostat switch is situated in each cockpit. Pairs of red flood— lights, controlled by two switch-type rheostats on each right side panel, provides additional lighting for the instrument panel and left and right side panels in each cockpit. Part! INSTRUMENT RING-LIGHT SWITCH 70 Aninstrument ring-light rheostat switch is located om the right side of each cockpit. LANDING AND TAXI LIGHT 71 A three-position landing light switch marked TAXI LIGHT-OFF-LANDING LIGHT , is located on the left side of each cockpit. The TAXI LIGHT position supplies power to one of ‘the two lights mounted on the nose landing gear strut. The LANDING LIGHT position supplies power to both lights. EXTERIOR LIGHTS 72 The navigation and fuselage lights are controlled by two switches on the right side of the front cockpit. The DIM-BRIGHT switch controls the degree of brightness of all exterior lights, The STEADY-OF F-FLLASH switch con- trols the navigation lights flasher. To operate the exterior lights, the switch must be selected to STEADY or FLASH. ‘CANOPY GENERAL 73 The canopy is hinged at the rear and may be raised or lowered electrically from either cockpit or from the outside of the aircraft. A hhandcrankin the front cockpit and a handcrank on the exterior of the fuselage permit manual operation. Inan emergency, the canopy can be jettisoned from either cockpit or from the ‘outside of the aircraft. CANOPY LATCH 74 When closed, the canopy is secured normally by the use of the canopy latching handle located on the right side of the front cockpit . ‘The latching handle inthe rear cockpit is stowed on the canopy rail either on the left or right side. The aft handle shaft extends outboard to an opening in the fuselage skin and the hand- crank, stowed behind the external canopy operating mechanism access door, can be used forlatching and unlatching the canopy from the outside, see Figure 1-9. A red warning light on each of the cockpit instrument panels is lit, whenever the canopy is unlatched. "7Part 1 CANOPY SWITCHES 75 Electrical operation of the canopy is controlled by a pair of switches on the right side of each cockpit. Both switches are spring- loaded to the off position. The forward switch is a push-button type and is used to open the canopy: the other is a three-position toggle switch, marked in the upper position PART CLOSE, and inthe lower position FULL CLOSE. ‘The canopy must be actuated from the open to the closed position in two successive selec- tions, first to the part closed position, then to the full closed position. Limit switches auto- matically de-energize the electrical circuit as the canopy reaches each of the positions. This istoallowthe aircraft occupants to ensure that nothing is in the way of the canopy prior to final closing. Operation of the canopy from the closed position to the open position may be carried out in one continuous movement. To operate the canopy from inside the cockpit, the battery must be switched ON. 76 A pair of external switches, located in awellon the right side of the fuselage, permit operation of the canopy from outside the air- craft, see Figure 1-9, These switches are connected directly to the battery and will operate the canopy whether the cockpit battery switches are on or off. The external canopy switches must not be operated while external power is applied via the forward power receptacle; damage to the batteries may result. CANOPY MANUAL CONTROLS 77 Thecanopy may be raised or lowered by means of a handcrank. One of these is located below the right console in the front cockpit and another is stored in the external canopy control well. NOTE Waenever the canopy is to be lowered from the fully up position by means of the handcrank, the canopy uplock, located in the cross-member between the cockpits , must be manually released. 1s EO 05-506-1 CANOPY JETTISON SYSTEM 78 The canopy may be jettisoned from any position. However, it is inadvisable to jettison the canopy from any position other than fully closedifthe crew is NOT going to eject, since ‘the canopy charge may drive the canopy RE- MOVER AND ADAPTER through the cockpit floor thereby fouling the flight controls. The canopy jettison levers are located one at the right side of each seat frame. Each lever is part of a unit containing an independent gas initiator and is interconnected with the right armrest of the seat so that the canopy can be fired by either raising the right armrest or g forward the jettison handle. Raising the right armrest will jettison the canopy and arm the seat cjection mechanism. Pushing forward the jettison lever will jettison the canopy but will not arm the seat ejection mechanism. Both jettison lever and armrest are provided with safety pins to prevent in- advertent operation. [ carrion | The location of the canopy emergency jettison lever, on the lower right-hand side of each seat, and the relatively light force required to initiate the canopy jettison system makes the canopy very ‘susceptible to inadvertent jettisoning, after the initiator ground safety pin has been removed. Extreme caution is to be observed when working in the immediate area of the lever. 79 Omallaircraft, it is possible to jettison ‘the canopy from outside the cockpit. A handle attached to a lanyard is stowed in an external well on the right fuselage. see Figure 1-9. Should it become necessary for ground per- sonnel to jettison the canopy, this may be done at a safe distance by pulling on the lanyard. VENTILATING GENERAL 80 Outside air is admitted to the cockpits through a vent located on the left forward side of each cockpit. Check valves in the supply ducts prevent loss of cockpit pressure regardless of whether the outlet is open or closed.BO 05-50C-1 VENTILATION CONTROLS. 81 The airflow is controlled by rotation of the knurled outlet nozzle. Direction of flow is controlled by rotation of the outlet. HEATING AND PRESSURIZING GENERAL 82 Air for heating and pressurizing is obtained from the engine compressor. Any portion ofthis hot air canbe cooled by directing i through a turbo-refrigerator. The portion of air directed through the turbo-refrigerator is later mixed withthat portion of hot air which by-passesthe unit before the air enters the cockpit. Cockpit pressure is indicated by the cockpit altimeter on the main instrument panel im the front cockpit only. COCKPIT AIR TEMPERATURE RHEOSTAT 83 The heat control is located on the left control shelf in the front cockpit. Any position between hot and cold may be selected to con- trol the cockpit temperature. This control regulates the air temperature, regardless of whether or not the cockpit is being pressurized, COCKPIT ALTITUDE VS AIRCRAFT ALTITUDE sao Part 1 by controlling the amount of air being directed through the turbo-refrigerator. The resultant air enters the cockpit through the pressure shut-off valves. PRESSURE SHUT-OFF VALVES 84 The cockpit pressurizing air enters the cockpit through grilles in both cockpits, one adjacent to each rudder pedal, and through headwarmer ducts located to the right rear of each seat. Toe-operated shut-off valves con- trol the flow of air from the grilles. The val- ves are open when in the down position and closed im the up position. Manually operated valves mountedon the headwarmer duct stand- pipes are open in the up position and closed im the down position. PRESSURE RELIEF, VACUUM RELIEF AND DUMP VALVE 85 The toe-operated dump valve control lever is located on the floor forward of the control column in the front cockpit, The lever is pushed down to release cockpit pressure when it is desired to heat or cool the cockpit without pressurization, or to exhaust the cock- pit of smoke or fumes, The dump also operates automatically to relieve cockpit differential pressure in excess of approximately 3.5 p1 PRESSURE REGULATOR 86 Cockpit pressure differential is auto- am E 2 5 5 Figure 1-10 Cockpit Altitude vs Aircraft Altitude stically maintained by the pressure regu- lator. From sea level to 8000 feet, the cockpit is unpressurized between 8000 and 15,300 feet, the cockpit is pressurized to maintain 8000 feet cabin altitude. Above 15, 300 feet, cockpit pressure is maintained at 2.75 psi above outside air pressure, see Figure 1-10 for graph of cockpit altitude vs aircraft alti. tude. DEFROSTING 87 Hotairfor defrosting the windshield and canopy is obtained from the engine compressor and is distributed by a perforated tube. A control knob in the defrosting tube, forward of the gunsight, controls the defrosting system. AUXILIARY DEFROSTER 88 An electrically-operated windshield de- froster is provided for operation when the 19Parti normal hot air system is insufficient for the weather conditions or during idle descent. The control switch is located on the right shelf in the front cockpit only. OXYGEN SYSTEM GENERAL 89 Alow-pressure oxygen system is instal- led. An oxygen contents gauge and flow indi- cator are located on the main instrument sub-panel in each cockpit, (see Figures 1-1 and 1-2), Atype A-20 Mod 12 oxygen regulator is installed on the inboard side of the left con- soleineach cockpit, see Figures 1-3 and 1-4. ‘This is an automatic pressure breathing diluter demand type regulator which provides positive pressure at the mask whenever the cockpit altitude exceeds 30,000 feet. With the diluter lever set at NORMAL OXYGEN, the percentage of added oxygen increases automatically with altitude, attaining a value of 100% oxygen at a cockpit altitude of approximately 34, 000 feet. The safety lever fitted to the collar around the press-to-test button when moved in 2 clock- wise direction (spring assisted) supplies 100% oxygen at a positive pressure equivalent to approximately 2 water. This lever is a quick and easy-to-operate emergency method of obtaining 100% oxygen in case of difficulty and is also used to check proper mask fit prior to fying and daring flight. NOTE Care must be taken to ensure the safety lever is in the OFF position (anti-clock- wise direction) and the oxygen hose is plugged into the blanking plug to ensure oxygen is not wasted when the regulator is not in use. ARMAMENT GENERAL 90 The armament training aircraft are equipped with a K-14C gunsight, two .50- calibre machine guns, pylons and release equipment for bombs, rockets and chemical tanks. Equipment is also provided for towing targets. The guns are mounted in the nose section of the fuselage. The K-14C gyro- controlled, optical gunsight employs manual ranging and provides for oblique angle firing of rockets from air to ground in addition to the 20 EO 05-50C-1 normal sighting of the guns. Two recording cameras are fitted, one mounted in the engine air intake on the right side and one on the gunsight housing. Manual gun charging on the ground is employed by means of a cable in the nose compartment. Gun firing and release of external armament is by electrical means, with electrical and mechanical emergency jettison for the external armament. Associated ‘with the armament system is provision for two targets or two JATO units. GUNSIGHT 91 The K-14C gunsight, mounted above the instrument panel in the front cockpit, is bore- ighted with respect to the centre-line of the aircraft. It has two reticle patterns, the left pattern for fixed, the right pattern for gyro, The span lever, mounted just above the crash pad, is graduated in feet and is read directly. The range scale, mounted on the left side of the sight head, is graduated in hundreds of yards, and is controlled manually by rotating the throttle twist grip. The twist grip is spring- loaded to retain the range control to the 200 yard range setting when released. Also on the left side of the head is a variable reflector control graduated in mils which is used when fring rockets. The gunsight control box is mounted on the left sub-panel in the front cockpit only. The controlbox carries an illum- ination rheostat, a selector switch marked FIXED, BOTH andGYRO, andthe EMERGENCY JETTISON button, The latter jettisons all external load exclusive of JATO bottles. The gyro motor of the gunsight is operated im- mediately the main bus is energized. The reticle lamps are energized only if the arm- ament master switch is on either GUNS or SIGHT AND CAMERA. Spare lamps for the sight are carried on the bracket. GUNS AND CAMERA SELECTOR SWITCH 92 Electrical power to operate the gunsight , gun camera and the guns is controlled by a guarded switch on the left instrument panel im the front cockpit, The switch has three positions, SIGHT AND CAMERA, OFF and GUNS. The entire gunsight system except the gyro motor is activated in the two operational positions. Whenthe guardis pressed down, the Switch is forced into the OFF position. The gun camera is also activated in the two posi-EO 05-50C-1 tions, but the guns are armed in the GUNS position only. Launching the rockets will activate the gun camera. GUN SYSTEM 93 Two .50-calibre machine guns, each equipped with an ammunition box holding 300 rounds, are mounted in the nose section of the fuselage. Empty cases are ejected through 2 door under the gun bays. The door is opened automatically when the trigger in either cockpit is pressed and the armament master switch is in the GUNS position. A microswitch on the right landing gear scissors prevents the acci- dental firing of the guns while the weight of the aircraft is on the landing gear. GUN HEATERS 94 Gun heaters are provided for each gun. controlled by a switch on the left instrument panel in the front cockpit only. The switch has HEATER and OFF positions. ROCKET SYSTEM 95 Four 5" HVAR rockets can be carried under each wing. Two sets of launchers are built into each wing, each set holding one rocket. From each of these another rocket is held directly below, making a total of 8 roc- kets. The launchers are spring-loaded. After both rockets from the same launchers are fired, the launchers automatically fair into the wing. ROCKET RELEASE CONTROL 96 AnA-3rocket release control is mounted on the left switch panel in the front cockpit. ‘The control switches are: (a) __ Rocket jettison switch marked OFF and READY. (b) Rocket selector switch marked SIN- GLE, OFF and AUTO. (c)__ Rocketarming switch marked DELAY, OFF and INSTANT. (@) _ The bomb-rocket release button on the control column, Part} 97 Fornormal operation, the rocket jettison switch must be OFF, otherwise the arming and firing circuits are not energized. With the rocket selector switch on SINGLE. a single depression of the control stick button is requiredtofire each rocket. With the switch on AUTO, the rockets are fired in succession as long as the button is depressed. The rocket arming switch has no controlover firing. When the switch is on DELAY position, the rockets are armed internally after firing. On INSTANT position, the arming solenoids on the aircraft are energized so that when the rockets are fired, the arming wires are retained. The number appearing inthe rocket release control window is the number of the next rocket tobe fired. The rockets may be jettisoned in an emergency by pressing the guarded jettison button on the instrument sub-panel in either cockpit, or by pulling the external stores manual release handle on the floor of the front cockpit. The rockets are fired by pressing the bomb-rocket release button onthe control stick in either cockpit. A safety microswitch on the right landing gear scissors prevents the acci- dental firing of the rockets while the weight of the aircraft is on the landing gear. BOMBS, CHEMICAL TANKS AND TOW TARGET SYSTEM 98 One bomb, up toa maximum weight of 1000 pounds, may be carried under each wing. ‘The bomb release control is on the left switch panel in the front cockpit. The control switches are: (2) Bomb selector switch marked ALL, OFF and TRAIN. (®) Bomb arming switch marked ARM, NOSE & TAIL SAFE, TAIL ONLY. (©) Bomb-rocket release button on control column. 99 Therelease solenoids in the bomb racks can only be energized for normal bombing if the bomb release switch is on either ALL or TRAIN. Pressing the stick button releases the rack loads whether they are bombs, tow target canisters or chemical tanks. The bomb arming switch energizes arming solenoids in the racks according to the selection made and retains the arming wires upon release of the 2Part 1 bombs. Whenever bombs or rockets are to be jettisonedinan emergency, use is made of the emergency jettison button. There is no need to disarm bombs or rockets first, as the arm- ing circuits are automatically broken when this switch is pressed. There is an emergency Jettison switch in each cockpit. EXTERNAL STORES MANUAL JETTISON LEVER 100 The external stores manual jettison lever has a ball-type handle and is located to the rear ofthe tip tank manual jettison lever on the cockpit floor to the left of the seat. When operated, the lever releases all externalarma- ment in an unarmed condition. On aircraft other thanthe armament trainers, the external stores manual jettison lever is disconnected. NOTE ‘The armament circuit-breaker switches im the rear cockpit must be on. inorder to operate the armament system. 101 Thechemicaltankand tow target release switchireleases the contents of each respective container, not the containers. When a tow target is carried, the flag is released or streamedand isheld by atow target mechanism ‘which is bolted to the rear JATO bottle hooks. To electrically jettison the target from the aircraft, operate the tow target jettison switch on the left switch panel. If this should fail, the target may be jettisoned mechanically by means of the JATO jettison handle. AN-N6 GUN CAMERA 102 One camera is installed in the right air intake duct, the other is mounted on the sight head on the right side. The cameras are activated, with the gun and camera selector switch on GUNS orCAMERA, by the trigger on the control stick in either cockpit. The trigger has a two-position switch, the first operating the cameras and the second the guns and ejection door. The cameras will continue operating for two seconds after the trigger has been released. 22 EO 05-50C-2 COCKPIT EQUIPMENT EJECTION SEATS 103 Each cockpit is equipped with an ejection seat. A catapult behind each seat contains an explosive cartridge which supplies the propel- ling force for seat ejection. A quick-disconnect Sitting for oxygen and anti-G suit services is installed on the floor at the left side of each seat. The quick-disconnect for the radio is located onthe right side of each seat. The seat adjustment switch is located on the Fight con- sole panel aft of the landing gear emergency selector valve lever. The seat is armed, trigger cocked, and the canopy ejected by raising the right armrest. Squeezing the trig- ger located in the right-hand grip ejects the seat. 104 The armrests should be raised, there- fore, only prior to ejection. In the down posi- tion, the armrest is locked down by a hook on the handgrip and can be raised only by first grasping the handgrip and exerting an upward and rearward pulling force. A ges initiator located on the rear underside of the armrest fires the seat catapult when the trigger is operated. An aperture in the armrest allows for the installation of a ground safety pin, and am additional safety device in the form of cam retains the initiator firing pin in the safe position until the armrest is raised. The seat can be made safe again by lowering and locking down the armrest should the decision to abandon the aircraft be reversed. The left armrest, when raised, locks the shoulder harness. The headrest is provided with a steel canopy- breaking ram. CANOPY EJECTION 105 The canopy can be jettisoned prior to ejection, by raising the right armrest of either seat. CANOPY JETTISON LEVER 106 The canopy jettison lever is located on the right side of each seat directly below the armresthandgrip. The canopy can be ejected, without arming the seat, by rotating the canopy jettison lever forward. This lever should be used when it is desired to jettison the canopyEO 05-50C-1 Figure 1-11 Ejection SeatPart 1 only, or if raising the right armrest does not fire the canopy. GROUND SAFETY PINS 107 Three seat safety pins for each seat, {see Figure 1-11 for location) and two canopy safety pins are provided. SHOULDER HARNESS INERTIA REEL LOCK LEVER 108 The inertia reel lock lever is located on the lower left side of each seat and has two positions, unlocked and locked, When the lever is in the aft or unlocked position, the reel harness cable extends to allow the pilot to lean forward, but locks automatically when the aircraft encounters an impact force of at least 2-1/2 G im a fore and aft direction, as ina forced landing. When the lever is in the for- ward or locked position, the harness cable is manually locked so that the pilot cannot bend forward, The locked position should always be used when a crash landing is anticipated. The automatic locking feature provides an additional safety factor. AUTOMATIC HARNESS RELEASE 109 Provision is made for the automatic release of the seat harness following ejection of the seat. As the seat leaves the aircraft, theharness release mechanism, located under the seat, is actuated by an arming cable at- tached to the cockpit floor. After a brief delay, gas pressure generated by the firing of two - 22 blank cartridges in the release mechanism actuates 2 piston assembly and opens the har- ness lock through a flexible cable. The ability to unlock the harness manually is unaffected by the automatic features, see Figure 1-11. NOTE If the quick release box fails to release automatically or manually, the left hand lap strap can be pulled right through its buckle, thus if the shoulder straps are slackened, the occupant can slip out of the harness. AUTOMATIC OPENING OF PARACHUTE AND DELAYED DROP PROVISION 110 As the seat leaves the aircraft the para- chute aute rip cord connection which is at- 24 EO 05-50C-1 tached to the "Harley Buckle" on the left con- sole is pulled by the separation. This actuates the delay mechanism in the parachute pack and, at a preset time interval, (3 seconds) unlocks the aneroid-type release, which opens the parachute at the preset altitude (12,500 ft. ASL). If below preset altitude, the par chute will open at the preset time interval. The ability to unlock the seat barness and actuate the parachute manually is unaffected by the automatic features. MAP CASE 111 A case for the storage of maps and flight reports is built into the right side shelf of each cockpit. DATA CASE 112 A data case is located in the nose com- partment. REAR VIEW MIRROR 113° Acurved glass mirror is mounted in the front cockpit. The mirror is adjustable verti- cally and horizontally. BLIND FLYING HOOD 114 Ablind flying hood if fitted to the canopy in the region of the rear seat. COMMUNICATIONS EQUIPMENT INTERPHONE SYSTEM 115 The interphone system is the AN/AICB installation which is composed of an intercom amplifier for communication between occupants andtwo mixer amplifiers which allow both oc- cupants to listen to UHF and radio compass simultaneously without changes in the volume control of one interfering with the volume level of the other. (2) The Interphone Panel - This panel is locatedon the RH console aft of the SIF equip- ment in the froat cockpit and aft of the UHF control unit in the rear cockpit. Six toggle switches, a rotary switch and a volume con- trol are arranged on this panel. Revised 26 Aug 63 ePart (1) ADF Audio Switch -Switch on f microphone in that particular cockpit audioto the headset in that particular : npat of intercom amplifier for "live Mic" 2 communication between cockpits. e UHF Audio Switch - Switch on audioto the headset in that particular cockpit. (4) ADF/UHF Mute Switch - This switch & 8 Microphone Switch -Switch onto con- is spring loaded to the OFF position and will Revised 26 Aug 63 24aEO 05-50C-1 cut off UHF and ADF audio in both cockpits by moving it forward or UHF in both cockpits by moving it AFT. A further mute switch is the spring loaded bottom button on the control col- umn stick grip which will cut out UHF audio in both cockpits when pressed. ©) Emergency AudioSwitch- This switch is normally lock-wired to OFF. Ifa mixer amplifier should fail it may be by-passed by turning this switch to ON. UHF or ADF audio will be received in that cockpit at reduced volume. Ifboth UHF and ADF switches are ON, UHF will be received at reduced volume. If ADF audio is required the UHF audio switch must be turned OFF. © Power Switch - Turning this switch to ON makes DC power AVAILABLE to the UHF, ADF, Radio lights, IFF/SIF and TURNS ON the interphone system and the UHF in- verter. @ Range-Voice Filter - A rotary switch marked "Range-Both-Voice" selects the opt- imum filter for reception of radio range sig- nals, voice signals or both from the ADF. (8) Volume Control - The volume control adjusts the volume of all audio signals to that, particular cockpit, The volume control should be set first for comfortable interphone level and the UHF and ADF adjusted on their res- pective control units as necessary. UHF TRANSCEIVER 116 The UHF installation (ARC552) consists of a transceiver unit; a UHF control unit, preset channel control unit and an inverter. (2) Transceiver - 1750 channels transmit and receive plus = guard (243.0 mels) receive channel. {&) Control Unit - The control unit is lo- ‘cated at the front of the RH console in each cockpit and consists of: (2) FanctionSwitch - The function switch is marked OF F-TR-TR/G-ADF. The UHF may be activated by tarning the radio master switch (om interphone panel) to ON and selecting TR or TR/G on the function switch. When TR is selected the UHF will transmit or receive fon any channel selected. When TR/G is sel- ected the UHF will transmiton the selected Parti channel and receive both the selected channel and guard (243.0 mcls). ADF position is in- operative. @ Active-Passive Switch - In order to control the UHF the Active-Passive switch must be in the ACTIVE position. When it is moved to ACTIVE the control in the other cockpit automatically moves to PASSIVE. Control must always be taken as it cannot be given, ® Preset-Manual - This control act- ivates either the Preset ChannelSelector or ‘the Manual Selector Switches. @ ‘Manual Selector Switches - Consists of 4 rotary switches, one for hundreds, one for tens, one for digits and one for tenths. As an example of 243.0 mcls was the desired frequency the switches would read from left to right 2-4-3-0. ©) Volume Control - Volume control remains active in both cockpits regardless of the setting of the Active-Passive switch. Adjusting UHF volume in one cockpit does not, affect volume level in the other cockpit. © Lighting - Edge lighting is used and is controlled from the FWD light rheostat in either cockpit. ©) Preset Channel Selector - Is located above the upper left of the instrument panel and consists of a 24 position rotary switch. 23 frequencies may be preset on the ground and selected in the air by rotating the switch to the desired channel (ensure that Preset- Manual switch is in the Preset position). Position 24 on the switch is always guard (243.0 mels) and cannot be changed. (@ _ UHF Inverter - The UHF inverter pro- vides the AC power necessary to operate the transceiver. Turning ON the radio master (on interphone panel) automatically activates the UHF inverter. The inverter circuit brea- ker is located on the RH side of the front cockpit behind the canopy operating switches. (c) _UHFPressto Transmit - A UHF press to transmit button is mounted on the top of the throttle in each cockpit. It is not necessary to have the microphone switch (interphone panel) on in order to transmit but the UHF audio switch (interphone panel) must be onto receive. 25Parti RADIO COMPASS 117 An AN/ARNG6 radio compass (ADF) is installed in the aircraft covering 100 ke/s to 1750 ke/s in 4 bands. (2) Control Unit - A control unit is located on a floor pedestal below the instrument panel and forward of the control columa in each cockpit. (2) Function Switch - The function switch bas4 positions OF F-ANT-COMP-LOOP. When the function switch is on ANT only the sense antenna is connected and the receiver provides © directional information. When the switch is on COMP the loop and sense antennas are used and a bearing to the selected ground sta- tion relative to the nose of the aircraft is automatically presented on the compass indi- cator. When the function switch is on LOOP, only the loop antenna is connected and the AuralNull method of orientation must be used. @ Volume Control - A volume control oneach controlunit allows which ever occupant has control to vary ADF volume level in both cockpits. The ADF audio switch (interphone panel) must be ON to receive ADF audio. @) L-R Switch - The L-R switch con- trols a motor which turns the antenna left or right as desired for Aural Null orientation. (4) Band Switch - A four position switch below the tuning dial switches to the desired frequency band. ) Tuning Crank - Rotation of the tuning crank tunes in the desired frequency on the selected band. © Tuning Meter - A tuning meter pro- vides a visual indication of maximum signal strength. @ Control Button - A control button lo- cated on the band switch allows control to be given or taken by either occupant. Successive pushing of this button alternates control from ‘one cockpit to the other. (e) Compass Indicator - Located on the upper RH side of the instrument panel. EO 05-50C-1 (©) Circuit Breakers - Located on the RE console of the front cockpit aft of interphone panel. IFF/SIF 118 An IFF/SIF (APX25) installation is pro- vided for tactical identification. The APX25 enables the aircraft to identify itself when interrogated by a properly equipped radar set. The CODED interrogation can be trans- mitted in modes 1, 2 or 3, Each mode of in- terrogation initiates the transmission of 2 corresponding mode of reply from the APX25 transponder. The teply is presented on the interrogators radar display adjacent to the target blip. The IFF/SIF is controlled by two panels on the RH console of the front cockp! (2) IFF Master Control - Located forward of the SIF control and contains three toggle switches and a rotary switch. (2) Master Selector - Marked OFF- STANDBY-LOW-NORMAL-EMERGENCY. On STANDBY only low voltage power is on and equipment is ready for use. On LOW the trans- ponder is operating at reduced sensitivity and only replies to strong interrogating signals. On NORMAL the transponder operates at maximum sensitivity. A release button ad- jacent to the switch must be pressed to select EMERGENCY. In EMERGENCY all other mode settings are inoperative and the transponder transmits the emergency reply to any mode of interrogation in normal IFF or to mode 1 interrogation in SIF operation. @ Mode 2 and Out Switch - When sel- ected to mode 2 the transponder will reply to mode 1 and 2 interrogations. @) Mode 3 and Out Switch - When sel- ected to mode 3 the transponder will reply to mode 1 and 3 interrogations. (4) }P-OUT-MIC Switch - Whenthe switch is held at the spring loaded IP (identification of position) selection, the system will respond to mode 1 interrogation with two mode 1 SI (security identification) replies while the switch is held and for 30 seconds afterwards . In the MIC position IP replies are transmitted when the UHF press-to-transmit button is pressed,EO 05-506 1 (0) _ SIF Controt Panel - The SIF (Selective Identification Feature) or coder control panel located aft IFF Master Control comprises two dual concentric selector knobs for selecting mode 1 and mode 3 response coding. (1) Mode 1 Control Knob - Consists of an 8 position outer and a 4 position inner dial giving 32 possible codes. @ Mode 3 Control Knob - Consists of an 8 position outer and an 8 position inner dial giving 64 possible codes. @) Mode 2 coding must be preset on the ground and is not accessible during flight. UHF AND IFF EMERGENCY OPERATION AFTER EJECTION 119 If the UHF and IFF are selected ON and one of the crew ejects the UHF will transmit a continuous DF tone on 243.0 mcls and the IFF will squawk emergency. If the IFF is not selected ON it will squawk emergency after 60 seconds. (a) UHF Bailout Overide Switch-A guarded switch located aft of the interphone panel in both cockpits. Should only one of the crew eject the remaining occupant may regain con- trol of the UHF by turning the UHF bailout overide switch to ON. If this occupant sub- sequently ejects the UHF will again transmit 2 continuous DF tone on 243.0 mcls. This Revised 18 Feb 64 Parti switch DOES NOT override the IFF which will squawk emergency continuously after the first occupant ejects. OVERHEAT AND FIRE WARNING SWITCHES GENERAL 120 An amber overheat warning light for the tail section and a red fire warning light for the engine section are located on each main in- strament sub-panel. The amber overheat light is operated by one of several thermal switches im the tail-pipe section. Operation of the light is an overtemperature warning which may indicate a fire, or may be caused by exhaust leaks at the tail-pipe clamp, improper adjust- ment of a thermal switch or a short-circuit, ‘The red fire warning light is operated by thermal switches in the engine section of the fuselage and any overtemperature in this section probably indicates a fire. A test switch in the front cockpit only, has two positions , NORMAL and TEST. Placing the switch in the TEST position checks the continuity of the circuit by causing all warning lights to glow if the circuit is complete. This switch should always be left in the NORMAL position except during circuit testing. LUGGAGE CARRIER 121 The approved luggage carrier is an alu- minum and fibreglas container that fits on the JATO position. It is designed for low density articles such as clothing and can carry up to 100 Ibs.Sne ran QUICK DISCONRECT LEGEND (ne serve ME vor ae resssacae GB aconEO 05-50C-1 Part 1 TIP TAME FILLEBCAR, Figure 1-12 (Issue 1) Fuel System - SchematicEO 05-50C-1 Part2 PART 2 HANDLING PRE-FLIGHT BEFORE ENTERING COCKPIT 1 Before the aircraft is flown, the pilot must perform the following checks. (2) Check form L14 for engineering status and ensure that the aircraft has been properly serviced. {OTE Toprevent damage to the battery, check that external power source is turned off while the canopy is being raised. (®) Internal Pre-Flight - Before entering the cockpit, the following checks should be carried out. @ Safety pins installed. (2) Accelerometer - For overstress. (3) Engine ignitors-audibie check. (c)_ Make preflight exterior check as shown in Figure 2-1. (@ For solo flight, the aircraft must be operated fromthe front cockpit, since the rear cockpit does not have complete operating controls. Check rear cockpit as follows: Q) Harness, radiocord, "G" hose secure emergency seat pack removed or secure. @ (Oxygen hose-pluggedto blanking plug. @) Oxygen regulator to 100%. Safety lever off. (4) Le console circuit breakers - IN. (5) Bombrelease or external wing stores circuit breaker switch ON, other armament switches OFF. (6) Tip tank jettison switch - SAFE. Revised 26 Jun 64 (7) Alternate trim switch - NORMAL. (8) __ Take-off and emergency switch - NORMAL. (9) Fuselagetank by-pass switch - NOR- MAL. (20) Speed brake switch - UP. (21) Main fuel shut-off switch cover down and safety wired. (22) Landing lights - OFF. (33) All switches normal. (14) Right console circuit breakers - IN. (25) Radios-radio ewitch - OFF. emergency (26) Batteryand generator switches - ON. (17) Hydraulic emergency lever - Safetied NORMAL. (18) Emergency hydraulic pump - OFF. (19) Head and foot warmers - CLOSED. (20) Map case closed and secure. (zy Seat safety pins installed. AFTER ENTERING COCKPIT 2 After entering the cockpit the following checks should be carried out: (2) Control locks removed. (e) Harness, oxygen hose connected. Seat andrudders adjusted, Parachute auto rip cord attached to the "Harley Buckle" on left con- sole. Ensure that the rip cord passes behind the raised portion of the armrest which is ad- jacent to the pilots left elbow. (©) "G" suit hose connected or stowed (check for fouling of the anti-G and oxygen hose). 29Part2 (a) Saat wat amcey) wins wemeved aa (ce) Parking brake - ON. (£) Head and foot warmers - Open. (s) Dump valve - UP and closed. @) Loose articles stowed. G) Controls - free and proper movement. (%) _ Manual jettison "T" handles - not pulled. (es) Left circuit breakers in. (o) Armament ewitches - OFF. () Undercarriage lever down and locked. (a) All fael ewitches - OFF. (=) Take-off and NORMAL. emergency switch - (3) _ Tip tank jettison switch - SAFE. @) Throttle closed. (=) Speed brakes switch - DOWN. fetae mice teneaet as (w) Landing lights - OFF (test for night). (=) —_- Main fuel shut-off switch - cover down and safetied. (y) Heat control - 10 o'clock. (2) Aileron boost - ON. (aa) High pressure cock - OFF. (2b) Standby compass - serviceable. fac) Altimeter - set to field elevation. (2d) Clock - Set and serviceable. (ze) Radio compass - OFF. (af) SATO arm switch - OF FL {ag) Starter control switch - OFF. 30 EO 05-50C-1 (ak) Battery master - OFF. (am) Generator switch - ON. (an) Pitot heat - OFF. (ep) Navigation lights - as required. (aq) Emergency hydraulic pump switch - (ar) Defrosters - electricalOFF, manual - oN. (as) Right circuit breakers - IN. (at) Cockpit lights - (au) Radios and IFF - OFF. required. (av) Canopy manual crank - folded. (e=) Emergency hydraulic lever - NORMAL and safetied. (ax) Map case - closed. (ey) APU- ON. (az) Batterymaster switch - ON for normal (sof) start OFF for alternate (hard) start. (ba) Fuel low pressure warning light - ON. (bb) Fueltank switches - gangloaded. Check operation of gangload bar. (bc) Fuselage tank switch - ON all others OFF. (bd) Fuel low pressure warning light - OFF. (be) Push test all lights. (ef) Fire warning system - test. (bg) Landing gear indicators - dows. (bh) Trim tabs - test operation of normal and alternate trims - return to neutral, green light on, alternate trim switch - NORMAL. (oj) Liquidometer - contents.or rem NOTE The armament doors must be checked to ensure that they are correctly closed and locked. Positive locking at the latches can be determined by checking that the upper surface at the safety lock (the small square portion at the latch) is parallel to the upper surface at the latch lever and flush with the door skin. If the safety lock is found to be depressed be- low the surface at the door skin the latch is in the unlocked or unsafe condition. Check chocks in place. 1(A) RIGHT WHEEL WELL (1) Tire - inflation, slippage and condition. (2) Brake pucks - condition. (3) Hydraulic brake line - leaks and security. (4) Outer fairing doors - securing pins. (5) Oleo and mountings - secure; extension 3" minimum. (6) Ground safety lock - removed. (2) Main spare - condition. (8) Hydraulic valve - open and safetied. (9) General - check for leaks and security. (10) Uplock cocked. (11) Inner fairing door - strut free - uplock roller free - fairing door secure. (12) Lower engine access door - secure. (B) RIGHT SPEED BRAKE WELL (1) Speed brakes - secure. (2) Disconnect pins - properly in- stalled. (3) General - check for leaks and security. (Cc) RIGHT WING (1) Upper and lower wing surfaces - condition of skin. (2) Main wing and leading edge filler caps - secure. 2(a) TIP TANK 3{a) (8) (ce) 4(a) 5 (a) @) (2) Ground safety pin removed. (2) Fairing secure. (3) Filler cap secure (4) Condition of skin, leaks. (5) Flush pin level with skin. (6) Navigation light condition. (7) Stabilizer secure. AILERON (2) Condition and travel. (2) Fixed trim position. (3) Control rod - secure. WING FLAP (2) Condition (2) Hinge WING ROOT FAIRING RIGHT FUSELAGE (2) Skin - condition. (2) Inspection panels - secure. (3) Lower identification light - condition. (4) Fuel tank vent - clear. (5) Check external stores. RIGHT HORIZONTAL STABILIZER (1) Skin and fairing - condition. (2) Stabilizer tip - secure. (3) Elevator mass balance - secure, no cracks. (4) Trim tab - secure. (5) Servo tab - free travel. (6) Elevator - free travel - bungee pressure. VERTICAL STABILIZER (2) Skin and fairing - condition. (2) Rudder - free travel, spring loaded to centre. (3) Mass balance cracks. (4) Navigation light - condition. (5) Turbine blades - condition. (6) Tail pipe clearance. cure - no(c) 6 (a) 7a) @) (c) 8 (a) 9 (a) (B) (c) 10(A) EO 05-50C-1 LEFT HORIZONTAL STABILIZER (1) Same as #5 (A) Check LEFT FUSELAGE (2) Skin - condition. (2) Sagtee catliog uxt — eee ot excess oil. (3) Inspection panels - secure. (4) Upper light - condition. MAIN WING ROOT FAIRING (2) Same as #3 (A) Check WING FLAPS (2) Same as #3 (B) Check AILERON (2) Same as #3 (A) Check except that trim tab is not fixed. TIP TANK (2) Same as #2 (A) Check LEFT WING (2) Same as #1 (C) Check LEFT SPEED BRAKE WELL (2) Same as #1 (B) Check LEFT WHEEL WELL (2) Same as #1 (A) Check LEFT NOSE (1) Left intake clear. (2) Oxygen filler valve - secure and not leaking. (3) Armament door - secure (3 fasteners). (4) Static vent - clear. (5) Gun port patch - secure. 11(a) 12(a) 13 (a) () © @ NOSE WHEEL AND WELL Q 2 &) (4) ) (6) @ (8) (9) RIGHT NOSE qQ) @) @) (4) 6) (6) @ (8) TOP OF FUSELAGE ® 2 PLENUM CHAMBER Q) (2) (3) (4) 6) Figure 2-1 External Pre-Flight Diagram Part2 Loop antennae housing - condition. Pitot head - cover removed - clear. Landing lights - condition. Tire - inflation, slippage, and condition. Static ground wire - touching ground. Oleo - inflation 4" minimum. Shimmy dampner pins - equal. Ground safety lock - removed. Circuit breakers - in - fore and aft of canvas. General - check for leaks and security. Canvas panel secure. Gun port patch - secure. Static vents - clear. Armament door - secure G fasteners). Yaw string - free. Camera housing - condition and security. Right intake - clear. External canopy controls - panel secure. External canopy jettison door - secure. Fuselage tank cap - secure - no leaks - inspection panel secure. Upper engine access door - Hydraulic filler cap - secure. De-icer filler cap - secure. Fuel vent coupling - secure. Circuit breakers - in. General check for leaks and security. 31-32EO 05-50C-1 MANAGEMENT OF FUEL SYSTEM GENERAL 3 The fuel system is managed as follows: (a). For starting. all fuel tanks should be off except the fuselage tank. (b) + Ground running results in lowering of fuselage tank fuel level. It may be refilled fo desired level by individual selection of the leading edge and wing tanks. This serves asa positive indication that the tanks are feeding. (©) Normally. fuel tanks are selected in- dividuallyas required during Might. However. prior to the commencement of certain phases of operations which require a maximum of Concentration, such as formation, let-downs and circuit flying, the fuel selector switch should be gang-loaded. When the warning Lights for the wing or leading edge fuel tanks come on, showing that the tank is empty, shut offthe relative tank switch. The tip tank switch qshould be left on at all times during flight. NOTE Selection of tip tanks immediately after ‘starting may, in conjunction with a stuck float valve, cause fuelto overflowthrough the main vent system. Should the check valves betweenthe main and leading edge group be faulty, fuel may be transferred in either direction between the two groups ‘of tanks. Hence, if a leading edge or ‘main wing group tank cap is loose, fuel from any or all of the wing or leading edge fuel cells may be lost through sip- honing. ‘STARTING PROCEDURE STARTING THE ENGINE 4 There are two method by which the engine can be started: (2) Soft Start - For thenormal (soft) start, a suitably modified energizer is utilized and the following switch selection must be made before it is plugged into the aft external power rec- eptacle, otherwise damage to the starter and/ or the energizer may result. . Revised 18 Feb 64 Part 2 NOTE ‘The "hard start ground power-soft start” switch must be set at soft start, the local-remote switch selected to remote and the 0-3, 8-10 volt switch in the 0-3 position. (v) Hard Start - If a modified energizer is not available on alternate (hard) start may be carried out. When using this method. power may be drawn from either the aircraft battery or an external power source connected to the forward external power receptacle. When- ever this type of start is used, the pilot must check that the starter energized warning light located on the instrument sub-pane! goes out after the starting cycle is completed. If the warning light does not go out, the aircraft must be shut down and placed unserviceable. NORMAL (SOFT) START 5 Proceed as follows: (2) Starter control switch - normal. {v) Starter switch - press fortwo seconds - (c) High pressure cock - ON. Mf, during starting countered, audible as a rumble and pos- bly accompanied by a high JPT. it may be reduced by closing the high pressure cock momentarily, then opening it again . If an excessive rise in JPT tends to ex- ceed the maximum permissible, close the high pressure cock immediately . Only one attempt, to reduce resonance by this method should be made as sub- sequent attempts will probably result in a hanging start with excessive JPT. (4) Check JPTs stabilized below 540°C, (1004°F) not exceeding 900°C (1652*F) for 3 seconds. (e) _ Checkidling rpm stabilized at 20 (1%) oil pressure indication on start hydraulic pressure stabilized at 850 - 1200 psi. 33Part2 (£) When starter warning light goes out, signal ground crew to disconnect APU. () Starter control switch - OFF. (s) Increase rpm to 30% - check generator light goes out. G) Switch radios on, LFF to standby for warm up. ALTERNATE (HARD) START 6 The alternate (hard) start procedure is identical to that of the normal (soft) start ‘except for the position of the aircraft battery switch which is as follows: (2) When aircraft batteries are used. the battery switch must be on. (e) __ Whenexternal power is supplied through the front receptacle, the battery switch must be off until the power is disconnected. EO 05-50C-1 FAILURE IN STARTING 7 Proceed as follows: (a) If am engine fails to start, close high- pressure cock and switch OFF the starter control switch. Allow one minute for engine to stop rotating (&) Ground crank engine to clear any fuel accumulation by checking that airstart ignition switch is OFF, holding starter control switch in front cockpit in GROUND CRANK position, and initiating starting cycle by operating the starter switch for two seconds. Before attemp- ting a second start, check condition of engine ignition system by operating the airstart switch and Lstening for an intermittent sparking sound. (c) Ifthe engine fails to start at the second attempt, allow a cooling period of 20 minutes before further operation of the starter motor . Figure 2-2 Danger AreasEO 05-50C-1 Part 2 TAXIEIG. GENERAL Inthe event of a hot start. it is essential that the engine fuel and starting system 9 Once the aircraft is moving, test the be checked before attempting another start. Jet pipe temperature of 900°C. (1652°F), are permissible duringa start, provided this temperature is not held for more than 3 seconds. Should a jet pipe temperature of 900°C (1652"F) exceed 3 seconds duration, the start must be classified as 2 hot start. NOTE The temperatures noted above are only ikely to be encountered when ambient temperature is extremely low. BEFORE TAXING GENERAL 8 Proceed as follows: NOTE Nowarm-up is required. If ol pressure is normal and full rpm can be obtained the engine is ready for take-off (maintain 30% xpm for airframe checks). (2) Speed brakes - Select - UP- (after crewmans signal) check hydraulic pressure {not below 350 psi (e) Flap - Check operation and set at 32° (c) Circuit breakers - IN. (@) Mask and headset - ON and plugged (ec) Emergency bail-out bottle-connected. (£) Oxygen - Mark, connections, regulator, contents. blinkers, 100%. (g) Inverters - test. (bh) Check pitot heat and defrosters on loadmeter. G) Canopy partly open is desired but not farther than "Part Closed” position. &® Radio check. brakes and taxi at the lowest practical rpm. It is difficult to start moving with the nose wheelturned sharply or on soft ground, Brakes must be used for steering. 10 Daring taxiing, carry out checks as follows: (a) Check flight instruments. (b) Allow the fuselage tank fuel level to lower until the warning light blinks, then refill to check the operation of the main wing and leading edge fuel pumps. The light for the leading edge and main wing tank should flick ON momentarily and then out when each switch is selected ON, indicating that each fuel pump is operating. Select tip tank switch ON. (c)__Operatethe ailerons and check that the hydraulic pressure decreases and then return to normal. 11 Taxi time should be cut to the absolute minimum, as the fuel consumptionis high while taxiing. Smooth and progressive move- ments of the throttle are essential. Do not taxi in the jet stream of another aircraft. 12 When taxiing at night the taxi light may be used as required to illuminate the path of the aircraft. To operate the taxi light place the landing-taxi light switch in the down posi- tion. ‘TAKE-OFF PROCEDURE VITAL ACTIONS BEFORE TAKE-OFF 13 Just prior to take-off, complete the following checks: H Hydraulics - 850 - 1200 psi. Aileron boosters ON. Move the control from side to side and check drop inpressure. Harness - Locked. © Canopy - Closed. Locking handle fully back, warning light out. 35Part2 T Trim- Aileron neutral, visual check. - Elevator neutral. green indica- tor Light on. Tension - Throttle friction control ad- justed. F Fuel - Sufficient for flight - Liquid ‘ometer - minimum 60 gals. - High-pressure fuel cock lever fally OPEN. Fuselage tank booster pump - ON. speed brakes IN. down, S Switches - Generator ON. = Battery switch ON. - Engine starter control swit- ches OFF. = Armament switches OFF. Defroster and IFF as re- quired, - Pitot heat ON. ~ Safety pins - Removed. = Automatic chute connected. Oxygen - Checked and set. LINE UP 14 When lined-up on the runway, open the throttle until engine speed reaches 65% rpm. Note that the generator warning light goes out before 30% rpm. Test emergency fuel system by moving the engine fuel pump isolating switch to TAKE-OFF AND EMERGENCY (warning Hight on). Engine speed should increase ap- proximately 10%to 15% rpm. Leave the switch in this position for take-off. Check loadmeter reading. 15 Opentofull throttle. As rpm approaches 94.7% check for 2 minimum oil pressure of 20 psi. Atfullthrottle, check that the indicated governed rpm is 100.4% and that the jet pipe 36 EO 05-50C-1 temperature does not exceed 695°C (1283*F). Ensure that the fire warning lights are out - {practical when either or both tip tanks contain more than 100 gallons, ensure both tip tank indicator lights are out before commencing! take-off roll. TAKE-OFF 16 Release the brakes and maintain direc~ tional control by minimum use of the brakes until rudder control becomes effective at about 50 knots. 17 Aselevator control becomes effective at about 70 knots, apply a gradual back pressure on the control column until, at about 80 to 90 knots, the nosewheel is just off the ground. Im this attitude the total drag is at 2 minimum and acceleration will be most rapid, Main- taining this attitude, the aircraft will become airborne at 105 to 115 knots, dependent on fuel load and air temperatures. JATO TECHNIQUES 18 If using JATO, the aircraft centre of gravity must be as near the forward limit as is practicable. The weight of the JATO bottles moves the centre of gravity 2% to 3h aft, and their low thrust line moves the effective centre of gravity rearward an additional 2% to 3%. This means that the nosing-up tendency during the latter part of the take-off will be more pronounced and care should be taken that the tail does not strike the ground. 19 Take-off performance will depend some- what upon the JATO firing point. Minimum ground roll will be obtained when the units are fired shortly after the start of the take-off run, but best performance in clearing a 50- foot obstacle will be obtained by firing the units later in the run, so that they will be expended at about the time the aircraft clears the obstacle. POST TAKE-OFF 20 Proceed as follows: (2) _Landing gear control UP when definitely eorne. Check handle locked in detent by attempting to lower handle without pressing release button. (Shake Test). (®) To clear an obstacle in minimum dis tance, do not allow airspeed to increase more than knots above take-off airspeed. Revised 18 Feb 64EO 05-50C-1 Part2 (<) Wing flaps control UP between 140 and 156 knots and completely UP before reaching 175 knots. Return to NEUTRAL posi- tion when flaps are up. Raise the nose slightly as the flaps come up. (€) When safely airborne and prior to 5000 feet. place the engine fuel pump isolating switch in NORMAL position. Failure to do this will result in overspeeding during subsequent climb at part throttle. Oxygen NORMAL. (©) Do not move the engine fuel pump isolating switch to TAKE-OFF AND EMERG- ENCY above 5000 feet except in the case of sudden drop in engine rpm. Refer to Part 3 following, for instructions. CLIMB GENERAL 21 Innormalclimbengine should not exceed 98% rpm indicated. (maximum intermediate rating) 655°C (1211°F) jet pipe temperature for 30minutes. or 695°C (1283°F) for 15 min- utes. As it is important to maintain a high forward speed in combat climb, do not allow the speed to drop below the recommended climbing speed for the rating being used. For recommended climb speeds. refer to Part 4 following. FLYING CHARACTERISTICS GENERAL 22 The rate of acceleration of the engine decreases with increasing altitude and de- creasing airspeed. The engine may rumble if, the throttle is opened too rapidly at high alt- itudes and this may be more pronounced at airspeeds below 200 knots. The rumble may be accompanied by a high jet pipe temperature. 23 Whenflyingat high speed with the engine throttled back. some buffeting and vibration aroundthe intakes may be experienced, which in turn may produce a fairly strong yawing action . Never unlock the canopy in normal flight. CRUISE PERFORMANCE 24 When setting up the cruise conditions giveninthe Cruise Charts, approach the speed condition from the high side. At high altitudes the speed must be kept up to the values given im the Cruise Charts in order to attain the ranges listed. Although the fueleconomy is practically constant for a wide range of speeds at altitudes below 30,000 feet, the speed range for best fuel economy becomes quite narrow at altitudes above 30,000 feet because of com- pressibility and induced drag effects. At altitudes above 30,000 feet, small deviations from the recommended speeds will result in a serious reduction in range. 25 Best cruising performance is realized when the air is smooth. Rough air and turb- ulence will require more power to hold the desired airspeed, which results in increased fuel consumption and less range. NOTE ‘The following range penalties can be ex- pected with the Inggage carrier installed. At20. 000ft, 5% to %, at 35.000 ft, 8%. SLOW FLYING 26 Slow fying is of very little value with this aircraft, since operation at speeds below the normal cruising range results in a waste of fuel and actually decreases the range and endurance. If slow flying is necessary, it should be done whenever possible in the clean configuration (gear wing flaps and speed brakes retracted) topermit a more rapid acceleration and to decrease fuel consumption. If it is nec- essaryto lose altitude while flying slowly. the gear, wing flaps and speed brakes should be extended to increase drag, since the aircraft will accelerate quite rapidly in the clean con- figuration when the nose is lowered. 27 The slow flight characteristics of this aircraftarenormal. All controls are effective down to the stall. STABILITY 28 Theaircraftis directionally and longita- dinally stable at all approved centre of gravity positions. Laterally, the aircraft is neutrally stable, therefore attention is required to hold EdPart 2 ‘the wing level when flying in rough air. The rate of roll is very high at any altitude. 29 Expenditure of all ammunition moves the centre of gravity rearward 3% to 4%, depending fon the fuel load. Tip tank feel loading moves the centre of gravity aft about 1-1/2%. The aircraft is quite sensitive to elevator trim at centres of gravity aft of 29%. NOTE Withtip tanks installed, the aircraft has a reverse rolling tendency when attemp- ting to lift a wing with the rudder. A bank cannot be corrected by the use of ‘opposite rudder but should be corrected by the use of ailerons. AILERON BOOST 30 While there is usually noreason for turning aileron boost off in flight, it can be turned on or off at any time provided the air- craft is trimmed laterally and the control column is centered. If the aircraft is not trim- med and/or the stick force is off-centre when the boost is shut off, a suddenly increased force willbe required to even the lateral posi- tion. Aileron forces without boost increase with airspeed. In case of failure of the booster unit, it is best to reduce speed as necessary to give lighter aileron forces. Manual aileron control may be supplemented by the use of aileron tab to obtain a fairly high rate of roll at high speeds but it is not considered good technique to depend on the tab for the fine con- trol needed in formation or other precision flying. It is recommended that the aileron booster be turned off in low speed flight for practice and for first hand information on the control forces required. NOTE After any period of zero negative "G" airlock may occur in the hydraulic pump which may result ina gradual lowering ofthe hydraulic pressure and temporary loss of hydraulic boost to the ailerons. Operation of either the landing gear or speed brakes should eliminate this air lock and cause the hydraulic pressure to return to normal. Therefore, after exposure to zero or negative "G" con- ditions either the speed brakes or landing 38 EO 05-50C-1 gear should be operated and if after operation the hydraulic pressure has failed to return to normal in a few sec- onds reselection of the service should correct the condition. ‘TRIM CHANGES 31 Proceed as follows: (a) The trim change due to lowering the landing gear or flaps or changing power is negligible. (@) Since thereisno torque from the power plant, the rudder forces are zero for all speed and power conditions if the rudder tab is cor- rectly adjusted on the ground. (©) When the speed brakes are extended at high speed there is a tendency for the nose tocomeup rapidly. At low speed this tendency is comparatively slight. USE OF TRIM 32 The elevator and aileron trim switch ‘on the control column is designed to return to the neutral position automatically when thumb pressure is released after actuating the switch. Experience shows that it is pos- sible for this switch to remain in the actuated position, which causes an overtrim condition resulting in a hazard to safety of flight. To preclude such a possibility, the trim switch should be returned to the neutral position after each actuation. Trim should be applied ina series of short movements rather than in one movement. 33 Electrically operated trim tabs should be used with caution especially at high speeds . Failure of the tab mechanism resulting in excessive trim can be compensated for by reducing airspeed. If the failure is due toa faulty elevator trim switch on the control col- umn, it may be compensated for by use of the alternate trim switch. 34 Use of electrically operated trim tabs at or near the critical mach number will im- pose severe stress upon the control surface andmay result in structural failure and there- fore the trim should not be operated at speeds greater than mach .75.EO 05-50G-1 SPEED BRAKES 35 Considerable noiseand roughness can be anticipated when flying at high speeds with the speed brakes extended. Use of the speed brakes below 8000 feet will sometimes affect the ears because of the change in cabin pres- sure. Below 8000 feet, the cabin is not pres surized andthe cabin air outflow valve is open. ‘This valve is inthe speedbrake area, and since opening the brakes lowers the pressure behind them, the cabin pressure is also lowered. Above 8000 feet the cabin is pressurized and the pressure regulator reacts with sufficient speed to eliminate this effect. NORMAL STALLS 36 Astallisprecededbynoticeable mushing andby buffeting which gives 5 to 8 knots warn- ing. Ina complete stall with power on or off, one wing may drop. Stalls should be entered by slowly raising the nose and easing into the stall. Abrupt nose high stalls with power off and gears and flaps up should be avoided especially at rearward centre of gravity pos: tions, as a flick roll may result before re~ covery action can be made. NOTE Stall strips are fitted to the wing leading edges to improve the behaviour of the aircraft atthe stall. Onaircraft so modi- fied, droop-type false leading edges and wing root fillets are added. These modifications result in improved aileron and rudder control during the approach tothe stall, a5 to 10 knot margin of stall warning, and improved spin recovery characteristics. 37 Recovery from the stall is quick and easy, with the aileron effective throughout, and is made by releasing back pressure on the stick and lifting the down-going wing with the ailerons. With tip tanks installed, the rudder is not effective in lifting 2 dropping wing, 38 Stall speeds vary with the gross weight of the aircraft. Since it is improbable that the exact gross weight at the time will be known. and since the actual stall speed also depends on the technique used, it is recommended that stalls be practiced so that they may be anti- cipated by the feel of the aircraft rather than Part 2 be referenced to the airspeed indicator alone . Practice stalls should not be carried out below 5,000 feet AGL. Tip tanks have no effect on normal Ig stalls except that in the case of a dropping wing the rudder effect is reversed. ie., attempting to raise the wing with rudder ‘action will drop the wing further. For stall speeds, see Figure 2-3. 39 Accelerated stalls are preceded by buf- feting. The aircraft will normally shake and mush straight ahead or in the direction of the manoeuvre. The stall characteristics are similar with or without tip tanks. Recovery is made by relaxing stick pressure. Vertical stalls are prohibited in all configurations, as a resultant tail slide may cause structural damage. SPINS 40 The spin characteristics generally fol- lows the normal pattern. With tip tanks installed and the aircraft clean, the normal spin has pitching oscillations, irregular rotation, and the attitude may be momentarily inverted or upright during an oscillation or rotation. With this irregular spin pattern, it is quite normal to be momentarily in the inverted position during the early stages of the spin. However, with each revolution, the nose attitude stee- pens, oscillations decrease and the rotation increases. The attitude and weight of the air- craft on spin entry has a bearing on these cha- racteristics. The spin pattern is irregular but does not have any uncontrollable vicious tendencies. The height lost per turn is approx- imately 1000 to 1500 feet. The use ofpower tends to flatten out the spin and produces 2 slight increase in rotation. SPIN RECOVERY 41 The following spin recovery procedure has been demonstrated to be effective for all normal aircraft configurations with tip tanks installed and with various quantities of fuel in the tip tanks up to approximately two-thirds fall. If recovery action is initiated as the nose moves to the top of its travel during rotation, ecovery is made in an attitude of approxi mately 45" nose down. Normal recovery takes one-quarter to one-half turn. Ifthenature of the spin is erratic and causes confusion as to the type of spin being experienced, remember that if the body is being pressed against the seat, it is a normal spin: if the body is being 39Part2 pushed against the straps, it is an inverted spin. The recovery procedure for erect spins is as follows: (a) _Retard throttle to idle. Raise the wing flaps and retract the landing gear if extended. Select speed brakes in when the landing gear is fally retracted. Donot jettison the tip tanks. (bo) Apply full opposite rudder. (©) Movecontrol column slowly forward to approximately neutral position until the spin stops. (@) Keep ailerons neutral. (e) When spin stops, neutralize rudder and gently ease out of ensuring dive, ensuring that flying speed has been regained before using speed brakes or pulling up. Recovery is usually accomplished within 2000 to 2500 feet, but, if the recovery develops into a ver- tical dive, up to 4000 feet will be lost. INVERTED SPIN 42 To recover from inverted spin, apply fall opposite radder with the control column back and ailerons neutral, When spin stops, neutralize rudders and roll out of ensuing dive to recover with minimum loss in height. PRACTICE SPINS 43. Practice spins are to be carried out dual only for instructional purposes and are to be entered at altitude that will ensure initiation of recovery procedure at a minimum of 15,000 feet above ground. Practice inverted spins are prohibited. EO 05-50C-1 TUMBLE 44 Thetumbleisa violent free-fall gyration which may be encountered when the aircraft is allowed to stall in an unusual attitude and gen- erally at altitudes above 20,000 feet. During the tumble, the pilot has no control over the aircraft, and due tothe rapidity of the gyration , is unable to orient himself. Except for this disorientation andmomentary surprise factor , however, the condition is not serious providing sufficient altitude is available to effect re- covery. The possibility of inciting a tumble is increased with an increase in altitude. A decrease in all-up weight, anda decrease in fuel content below 250 gallons. 45 Recoveryaction should be taken immed- iately the condition is recognized, although the controls will not become effective until the aircraft momentum has increased and denser altitudes are reached, The loss in altitude may vary from between 2500 and 10,000 feet, when the aircraft will assume a known attitude, usuallya spinor a spiral. Recovery procedure is as follows: @) Retard throttle to IDLE. (®) ‘Raise the wing flaps and retract land- ing gear if extended. When the landing gear is, fally retracted select speed brakes in. (©) Centralize rudder and ailerons. Attempt to neutralize control column. @ When aircraft assumed a known atti- tude, take appropriate recovery action. (e) If aircraft assumes an inverted atti- tude, recover by use of a nose-low roll out. STALLING SPEEDS - IAS KNOTS iE ee Gear and Flaps Up eo ao Feel fwreigne eee (imp. Gallons) 15.000 Las 670 14.000 LBs 540 12,000 LBs 230 10,000 Ls 30 Figure 2-3 Stall Speed Table 40ALTITUDE “1000 FT. ALTITUDE 1O00FT, EO 05-50C-1 Part2 ° s S450FT | 7 J 6 251 KNOTS 1S : ‘GOOOFT, S4EKNOTS IAS 3 | Be eX RECOVERY IS IMPOSSIBLE AT THIS G ! UNLESS SPEED 1S REDUCED BELOW -[ NESSES. 454 KNOTS IAS | AT BMACH NUMBER 45 G's ARE THE MAXIMUM OBTAINABLE AT 10.OOOFEET WITHOUT HEAVY BUFFET. 6O°DIVE VERTICAL DIVE +— 78 1S MAX. MACH NUMBER: FOR 6 G's AT 10.000 FEET TSMACH |— WITHOUT HEAVY BUFFET. Gs | 443xnoTs 14S T8MACH Figure 2-4 (Issue 1) Altitude Loss in Dive Recovery From 10,000 Feet Revised 11 Jan 63Part 2 MINIMUM ALTITUDE FOR SPIN OR TUMBLE RECOVERY 46 If ground clearance is less than 15,000 feet, it is recommended that the canopy be jettisoned, since this will serve as a first step toward possible bail-out and may bring about a recovery. If still in a spin or tumble and ground clearance is less than 7000 feet, bail out, as the margin of safety is too small for recovery. NOTE Some difficulty may be experienced in assessing aircraft altitude during the tumble. PERMISSIBLE AEROBATICS 47 All aerobatics, except vertical stalls and manceuvres requiring extended negative G are permissible. A double-entry booster pump in the fuselage tank ensures a fuel supply tothe engine, under negative G conditions, for approximately 15 seconds. Prolonged inverted flight may result in temporary loss of aileron boost upon reversion to level flight. Avoid manoeuvres involving large yaw angles. violent rolling pullouts at all speeds, unco-ordinated turns and steep spirals. The aircraft must not be sideslipped when tip tanks and/or external stores are carried. 48 Extreme care should be used in man- ceuvres which require a downward recovery, asthe loss ofaltitude is very rapid. In general, aerobatics should not be attempted below 10,000 feet until the pilot becomes familiar with the speed at which the aircraft can gain or lose altitude. 49 Slow rolls with full tiptanks are not recommended andare prohibited at rates faster than 45° per second (one roll in 8 seconds). DIVING 50 The aircraft is controllable up to Mach 0.8 or 505 knots, whichever is less. These Limitations must be observed. At the critical Mach number, lateral control is very difficult ‘and uncertain even though longitudinal control is stillgood. Aileron flutter may occur slightly before or at the speed at which lateral instab- ility is noticed. (Refer to Note following para- graph 30). 42 EO 05-50C-1 51 Although the aircraft will still be stable longitudinally, a tucking-under tendency be- comes apparent if the Mach number limit is exceeded, Atthese higher speeds, the aircraft will buffetas a result of the flow separation on the wing. This buffet will not be pronounced at the limit Mach number at high altitudes because of the low indicated airspeed required toobtainthis limit. At low altitudes the buffet- ing is much more pronounced, since the indic- ated airspeed corresponding to 0.8 Mach is considerably higher and the resulting air loads are accordingly increased. Altitude losses during 4G and 6G dive recoveries and typical dive recoveries from an altitude of 10, 000 feet are shown in Figure 2-4. ~ ‘CAUTION If a positive or negative overload indi- cation is noted on the accelerometer. check longitudinal, lateral and direct- ional stability, and make a detailed re- port on landing. 52 If the elevator trim tab is not used, considerable forward pressure on the control column will be required to hold the aircraft in the dive. This stick force increases up toa Mach of about 0.75 and will remain approxi- mately constant between 0.75 and 0.8 Mach. 53 Whenthe airspeed brakes are extended at igh speed, there will be a definite nose-up tendency but this will not be excessive. This nose-up tendency may be counteracted by applying nose down trim tab at the same time as extension of the speed brakes is started. 54 Caution must be observed when retrac- ting the speed brakes at high speed, as 2 sudden nose-down tendency is created, 55 The speedbrakes may be extended at any time and at any speed. It is recommended that dives be conducted with the speed brakes up so ‘that they will be in reserve to aid in reducing speed if trouble is encountered. FLYING WITH EXTERNAL STORES 56 The tip tanks have very little effect on the aircraft characteristics except for the reverse rolling tendency. Uneven transfer of fuel from the tip tanks causes wing heaviness but this can usually be trimmed out with theEO 05-50C-1 aileron tab. However, if the fuel differential is more than 100 Imperial gallons (120 US gallons), it will be difficult to make a safe landing and the tanks should be jettisoned. (Refer to Part 3, following). 57 When flying with bombs, rockets, che- mical tanks or tow targets, all speeds at which buffeting is likely to be encountered should be avoided, as the turbulence may cause damage to the ailerons and flaps. ‘ARMAMENT OPERATION GENERAL 58 Operate as follows: NOTE The gyro motor of the gunsight operates when the main bus is energized. (2) Gunand camera switch on GUNS. {b) Gun heater switch ON if outside air temperature is below 2°C (36°F). (c)_ Gunsight selector switch on GYRO, BOTH or FIXED. (@ _ Gunsight reticle dimmer control ad- jasted to desired brilliancy. (e) Set the wing spin adjustment dial on the gunsight to the wing span of the aircraft expected to be encountered in combat. NOTE On aircraft 21051 to 21199, check that the guns are charged before entering the cockpit, as they can only be man- ually charged on the ground. When entering the aircraft, check that the rocket release control is set at 1 in order to avoid faulty sequence when ring the rockets. ROCKET FIRING 59 When firing the rockets one by one, place rocket selector switch on SINGLE and depress the bomb-rocket firing switch on the stick grip once for each rocket tobe fired. When setting the selector switch on AUTO the Part 2 rockets will be fired one by one continually as longas the switch is depressed. See Figure 2-5 for rocket firing sequence. 60 Operate as follows: (a) Rocket jettison switch OFF. (®) Rocket selector switch on SINGLE or AUTO as required. (©) __ Rocket arming switch on INSTANT or DELAY as required. (@__Set._the reflector dia! knob on the gun- sight tothe angle at which the attack is planned, whether greater or less than 30°. (©) Set range control twist grip to 200 yards. (On aircraft so modified, the range automatically goes to 200 yards when pilot releases the control). NOTE The range setting is not employed while the sight is operated for rocket firing, and the rockets can be fired at any dis- tance between 1200 and 2000 yards without appreciable error. (©) Depress and hold the rocket sight ring on the range control twist grip. NOTE Accuracy requires that the target be tracked for a minimum of 4 seconds with the rocket sight ring depressed before firing the rockets, (s) Fire the rockets by depressing the bomb-rocket firing switch on the stick grip. BOMBS 61 Operate as follows: {OTE When entering the aircraft check that the bomb arming switch is in the OFF po: tion. (2) Bomb selector switch on TRAIN or ALL. “aPart2 (&) Bomb arming switch on TAIL-ARMED or NOSE-AND-TAIL-ARMED. () Gunsight selector switch on FIXED. NOTE Because of the computing action of the gyro sight, the sight must be on FIXED, otherwise it will give an incorrect lead when diving for ground target bombing. (@) Depress bomb-rocket release switch when the target has the correct position in the fixed reticle image in the gunsight. CHEMICAL TANKS AND TOW TARGETS 62 The contents of chemical tanks or tow target canisters can be released by setting the chemical tank - tow target selector switch on LEFT or RIGHT and depressing the bomb- rocket firing switch on the control stick grip. NOTE After releasing the contents, both tow target canisters can be released by settingthe bomb selector switch on ALL and depressing the bomb-rocket firing switch on the control stick grip. When entering an aircraft carrying chemical tanks or tow targets, check that the bomb selector switch is OFF, otherwise the canisters will be released without releasing their contents. EO 05-50C-1 63 The tow target banners are fastened to the rear JATOunit hooks, from which type they canbe released mechanically by the JATO jet- Hisonhandle on the left instrument panel in the front cockpit, or electrically by pressing the tow target jettison switch LEFT or RIGHT . NOTE Tow target and JATO units cannot be carried at the same time. JETTISON SYSTEM 64 The electrical jettison switch on both main instrument panels will release all exter- nalstores simultaneously. All external arma- ment is jettisoned in a safe condition. 65 Onarmament training aircraft, external armament is manually jettisoned in an unarmed condition by the ball-type handle to the rear of the tip tank manual jettison handle. On all other aircraft, the armament manual jettison handle is disconnected. OPERATION OF COCKPIT TEMPERATURE SYSTEM GENERAL 66 Tooperate the cockpit temperature sys- tem, proceed as follows: (a) Pressure shut-off valve open. (b) Operate the main defrosting system during all flights above 5000 feet and adjust the cabin temperaturefor comfort. This will supply some heat to the transparent areas all the time and prevent thorough chilling which promotes fog and frost. aK Figure 2-5 Rocket Firing SequenceEO 05-506-1 Part2 (c) When sufficient cockpit heating cannot be obtained by full HOT position of the cockpit temperature selector, place the auxiliary wind- shield defroster switch to the ON position to supply additional heat. (@) When anticipating a rapid descent or a series of manoeuvres resulting in constantly changing altitude, switch the cockpit tempera- ture control to HOT, turn on the auxiliary windshield defroster and partially close the cockpit foot grilles to increase the airflow to ‘the manifold. NOTE Closing these foot grilles may reduce pressure. This should not be construed as failure of the pressurizing system. (e) Frost or fog should be prevented, not removed, as removal requires valuable time during which it may be necessary to depend ‘entirely upon instrument flight. (£2) _ When cockpit temperature rheostat is inthe fally cold position, the cockpit pressure shut-off valves shouldnot all be closed, except in case of emergency. OPERATION OF COCKPIT PRESSURIZING SYSTEM GENERAL 67 To operate: the cockpit pressurizing system proceed as follows: (2) Pressure shut-off valves open. {b) Relief and dump valve closed. OXYGEN SYSTEM NORMAL OPERATION GENERAL 68 Particular care must be taken to avoid wasting oxygen. See Figure 2-6 for the oxygen duration tables. NOTE With the rear cockpit unoccupied, the outlet from the regulator must be plugged. Use onlyaType A-13A pressure-demand oxygen mask. 69 Before each flight, be sure that the oxygen pressure gauge reads at least 400 psi. 70 The diluter lever should alwaysbe set atNORMAL OXYGEN except under emergency conditions, and for short periods when taxiing in the wake of another jet aircraft, when the diluter lever should be set at 100% OXYGEN. LANDING PROCEDURE INITIAL APPROACH 71 Prior to entering the traffic pattern, complete the following checks: @ Armament master switch OFF. (®) Fuel quantity. Fuel tank selector switches on, except those tanks indicated empty. (c)___ Fuselagetank booster pump switch on, NORMAL (rear cockpit). (2) Engine fuel pump isolating switch NORMAL (both cockpits). (e) Harness tight and locked. (f) Hydraulic pressure normal. PRE-LANDING CHECK 72 Enter the traffic pattern, see Figure 2-7 and proceed as follows: @) Speed brakes DOWN. (b) Airspeed below 195 knots. Select landing gear DOWN and check position by indicators, horn, warning light and shake test . Do not operate landing gear and speed brakes simultaneously, as aileron boost will cut out momentarily. 5Part 2 regulator specifications. (OXYGEN DURATION FOR CREW OF THO OVER PRESSURE RANGE 400 ~ 50 PSI EO 05-50C-1 CREW OXYGEN DURATION-HOURS The average and minimum duration figures are based on. ‘average breathing volumes of 12 LIM (BTPSI, and high ‘breathing volumes of 18 LIM (BIPS) respectively. 11 ‘dition itis assumed that the regulators are aeivering the maximum percentage of added oxygen permitted by the ‘cocKPiT AVERAGE ‘ALTITUDE FT DILUTER Lev 1005 OXYGEN’ DILUTER LevR NORMAL OXYGEN DILUTER LR 1005 OXYGEN 30,000 as 5.1 3a 34 5.00 3S 2,00 ar 58 23 38 59 us 39 15,000 22 66 La as LT 58 12 La 48 og CYLINDERS: 6 TYPE D-2 TYPE F-1 Figure 2-6 Crew Oxygen Duration (<) Wheet pressure. brakes. Check for positive (@) _ Airspeed below 175 knots. Select wing flaps DOWN and trim as necessary. APPROACH 73 With the landing gear extended and flaps selected down, commence the final turn at 150 knots. During approaches at night the landing lights should be used to illuminate the runway for landing. The lights are operated by placing the landing-taxi light switch in the UP position. The speed brakes may be used as desired during the approach and landing. Their use will steepen the glide and slightly reduce the landing roll. 46 NOTE Aminimum speed of 140 knots should be maintained during the final turn, 74 Maintain engine speed at approximately 50% rpm (45% minimum) during the approach so that the power will be available quickly if required. Complete the final turn at a min- imum of 300 feet above ground level. 75 During the final approach, the airspeed may be reduced toa minimum of 120 knots. When the landing is assured, commence easing off power andaim to cross the runway threshold at 105 knots minimum.