AN 01-60J1A-1 PUBLISHED UNDER AUTHORITY OF IME SECRETARY OF THE AIR FORCE AND THE CHIEF OF THE BUREAU OF AERONAUTICS, ‘of the Espionage Laws, 5 793 and 794, Ke transmisfon or the revelz: ‘don of ies coatents ia i ‘person is prohibited by ‘This publication replaces AN O1-60JLA-1 dated 25 October 1951. RESTRICTED 30 JULY 1952 Keer Printers & Staioners—Loe Angeler~ 4000~2.2552SECURITY INFORMATION— RESTRICTED ‘AN 01-60JLA-T Reproduction for non-military use of the information or illustrations contained in this publi- cation is not permitted without specific approval of the issuing service (BuAer or AMC) The policy for use of Classified Publications is established for the Air Force in AFR 205-1 and for the Navy in Navy Regulations, Article 1509. LIST OF REVISED PAGES ISSUED. INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES. NOTE: ‘The portion of che sexe Maced by the cutrnecevson Ie indcaed by a vera ine in the oer margins of the page, to sere ings pages reve aed or deleted by the cunt eeion 70MOKA Cm OFT FURIATION MAT OHTA A rou Si PR ae at Ss SE eg om Mere, SMe {lig "48D _ Gro, Gown NAS Jacoaiis, Hay Nad, Noni, Vas WASD, Sains NASD, Fhnéehin Fes Nas, USAF A RESTRICTEDSECURITY INFORMATION—RESTRICTED ‘AN 01-60JLA-1 table of contents secon I section section UT secon WW secon V section VI secon VII secon WAL secon 1X appenDix. I RESTRICTED DESCRIPTION 1 NORMAL PROCEDURES == 43 EMERGENCY PROCEDURES 61 DESCRIPTION AND OPERATION ‘ OF AUXIARY EQUIPMENT 75 OPERATING LIMITATIONS 103 FLIGHT CHARACTERISTICS 109 | SYSTEMS OPERATION 129 GREW DUTIES (Wot Applicble) ALL-WEATHER OPERATION 137 OPERATING DATA CHARTS 149 187SECURITY INFORMATION—RESTRICTED ‘AN 01-60JLA-1 This handbook contains all information necessary for safe and efficient operation of F-86A series airplanes ‘These instructions do not teach basie ight principles, but are designed to provide you with a general kao edge ofthe airplane, is light characteristics, and specifc sormal and emergeney procedures to be used in op ating the aicplane and its related equipment. Your flying experience is cecognized, and elementary instructions have been avoided. ‘The inscructions in this handbook are based on engi- neering and service data, plus information obtained from the flight observations and experience of Air Force and the Contractor's test piloss. Every effort has been ‘made to make this book easy to read and assimilate. Read and study the complete handbook to gain an over-all knowledge of the airplane; then use the book asa refer- ence manual to answer specific questions. information in the handbook is kept current throughout the service life of the airplane by frequent + periodic revisions. Since the incorporation of revision ‘material takes time, changes made to airplanes in service that affect operation ot flight procedures and revisions to information concerning operational techniques of critical flight restrictions are recorded immediately ia the form of short Techical Orders. These short ‘Technical Orders, which are distribured a6 soon as the changes are effective, supersede the Flight Handbook. Short Technical Orders applicable to F-86A Airplanes are of the OL-G0JL and O1-G0JLA series and must be used 0 supplement his handbook. Consult your base ‘Technical Order index to make certain you have the latest issue of the Flight Handbook, and check the ef fectivity of short Technical Orders, This handbook is divided into nine sections, an appendix, and an alphabetical index as follows: Section I, DESCRIPTION ~a detailed description of the airplane, its equipment, systems, and controls ‘which are essential for Complete contact flight. A description of all emergency equipment that nor part of the auxiliary equipment is also included, Section If, NORMAL PROCEDURES —complete oper- ating instructions for completing a normal ight, acranged in proper sequence from the time you approach the airplane until it is left parked after the flight. Section III, EMERGENCY PROCEDURES —concise ia structions to be followed in dealing wit emergency (except those involving auxiliary equipment) that could ressonably be expected. Section IV, DESCRIPTION AND OPERATION OF AUXILIARY EQUIPMENT ~descriptions, plus normal and emergency operating instruc. tions, for all equipment not essential for Aying the airplane, such as cockpit air conditioning and pressurization, oxygen system, lighting im To. gain maximum benefits from this handbook, it is imperative tbat you read these pages CAREFULLY. RESTRICTEDSECURITY INFORMATION-RESTRICTED ‘AN 01-60JLA-1 equipment, armament, and miscellaneous equip- ment, While some operational equipment that is interchangeable in many different types of airplanes is not covered ia complete detail, all instructions concerning the operation of auxili- ary equipment peculiar to this airplane have been emphasized, Section V, OPERATING LIMITATIONS ~contains all, airplane and engine operating limirations chat muse be observed during normal operation, Section VI, FLIGHT CHARACTERISTICS ~summary of flight characteristics, both advancageous and Aangerovs, that are peculiar 40. the airplane. ‘Complete descriptions of stalls, spins, dives, and eecovery techniques ace included, with emphasis, ‘on high-speed and accelecated flight conditions. Section VII, SYSTEMS OPERATION~a discussion of the operation and characteristics of specific sys- tems and ualts of the airplane under various operating conditions. Section VINK, CREW DUTIES—omitted as noe appli- cable for a single-place airplane. Section IX, ALL-WEATHER OPERATION—proper ‘operating instructions for use during various extreme weather conditions. Procedures out- lined in this section supplemenc chose for ‘normal operation in Section 1K and provide ail necessary additional instructions for satisfactory all-weather operation. Appendix J, OPERATING DATA -~all operating data chatts'for efficient preflight and in-flight mis- sion planning. Flight tese data is supplied for obtaining best climb and descent speeds and necessary cruise control information, with or without external loads, Take-off and landing charts for vations gros weights are ako in- cluded. INDEX~a complete listing of material ia this hand- book, including illusteations, arranged alpha- betically for ease in reference. NOTE: F-86A-5 Airplanes which have been modified at the Contractor's plant retain originally assigned Air Force serial mombers but are sedesignaced either F-86A.6 or F-86A-7 Airplanes. Aisplanes modified to include the ‘Type A-t sight and AN/APG-5C radar are F-86A-6 Air- fplanes; chose madified to incorporate the A-1 sight and ‘AN/APG-30 radar are F-86A-7 Airplanes. The instruc: tions and descriptions ia this handbook that are coded for F-86A-5 Airplanes ate also applicable for F-86A-6 and F-86A-7 Airplanes unless specifically noted. Infor ‘mation that applies only to F-86A-6 and F-86A-7 Air- planes is coded accordingly. Because of che nature of the modification program, consecutive serial numbers cannot be provided for F-86A.6 and F-86A-7 Airplanes. However, these airplanes can be identified by equipment changes and external model identification markings Upon modification of the airplane, all applicable forms, historical records, and reports have been changed. RESTRICTED ittSection | SECURITY INFORMATION-RESTRICTED AN 01 IN 01-60JLA-1 Figure 1-1 wv RESTRICTEDSECURITY INFORMATION-RESTRICTED. Section 1 ‘AN 01-60LA-1 description AIRPLANE. AIRPLANE DIMENSIONS. ‘The North American F-86A is a siagle-place, high- _ Over-all dimensions of the airplane are as follows: altitude fighter, powered by an axialflow turbojet engine. It is characterized by swept-back wings and ‘Wing Span pe empennage. Noteworthy features include an adjusable Length W735 feet hhotiacntal stabilizer, lesding edge wing slats, sad Height (co top of vertical stabilizer), 14,7 feet fuselage speed brakes. Designed primarity for fight in Tread 83 feet the sonic and subsonic speed ranges at high alcicudes the airplane may ao be used roatack ground or ana AIRPLANE GROSS WEIGHT. objectives with gunfire, bombs, rockets, or chemicals. The approximate wake-off gross weight of the airplane {including full fuel (JP-3 of JP-4) and améunition, but not including the pilot? is as follows: Clean airplane wip eT O50-poURaS With wo 2064 US. gallon 2 dcop tanks ¢ (maximum take-off weight)..17,050 pounds With ewo 120 US. gallon drop tanks 15,800 pounds ARMAMENT, ‘The airplane is armed with six 50-caliber machine guns, three mounted on each side of the engine air intake duct, and is capable of carrying bombs, rockets, ot chemical tanks as external load. See figure 4-7 for pos sible armament combiaations. RESTRICTED :Section | SECURITY INFORMATION—RESTRICTED [AN 01-60JLA-1 lock number designations F.06A8 AND FO6AT AIRPLANES ‘ARE F-26A°5 AIRPLANES. WHICH HAVE BEEN IMODIFIED, i ot | oy ee a ‘The main differences berween the Fe are shown in figure 1-3 and d : tions of F-86A Airplanes are shown in | fees : os oe cee ELLs cod 2 RESTRICTEDSECURITY INFORMATION—RESTRICTED Section 1 ‘AN 01-60/LA-1 a 3 3 F a 3 J £ 3 i A FS - a F i Figure 1-3 RESTRICTED 3Section 1 SECURITY INFORMATION RESTRICTED AN O1-6OHAT . | CS Li CS r CI I Co td r a ri) g CS ro e i t 1 An/arc-3 COMMAND RADIO ANTENNA 2 sr-ce7 on -19 eNcINE TI anyaro.o RADAR RANGING EQUIPMENT (F267 3 DATA CASE (F-26-5 AIRPLANES) AIRPLANES) 4. AleRON THM TAB 12 sary 5 caer eee ere oes econ 13 An/aPon RADAR ANTENNA (F267 AIRPLANES) Giaiiend ce coin ost anne 14 rot Tune (864-1 AND F.A6A5 AIRPLANES) 7 stAveD GYRO MAGNETIC COMPASS FLUX VALVE 15 anne osar camera 8 ciecTiOn seat Y6 sereactaste TaN uot 9 REARVSION MiRROR 17 ereactasie LANDING LICHT YO rvpe a. stoi (6.3685 ARPLANES aFs9-1216 18 oxvoen crunors THRU ~1399 AND F-86A-6 AND F-86A7 AIRPLANES) 19 CANOPY EXTERNAL CONTROL BUTTONS 181-00.112 igure 1-4 (Sheet 1 of 2) 4 RESTRICTEDSECURITY INFORMATION—RESTRICTED Section 4 ‘AN 01-60)1A-1 26 25 24 23 22 21 20 20 ick ster 29 error Tuse (F.96A-6 AND F-86A-7 AIRPLANES) 21 AMMUNITION COMPARTMENT 30 aneron 22 Dara CASE (F-86A-1 AIRPLANES) 31 Aueron Boost CYLINDER AND CONTROL SECTOR 23 cun compastment 32 GROUND ADJUSTABLE AILERON TRIM TAB 24 FoRWaRD FUSELAGE FUEL TANK 33 spec rake (loweR ce) 34 wine nar 25 FORWARD FUSELAGE TANK (UPPER CELL) 35. arr FUSELAGE FUEL TANK c 26 AN/APX-5 IFF RADAR ANTENNA 36 Apsustaste HORIZONTAL STABILIZER 27 outer wine FuEL TANK 37 etevator 28 wine stats 38 RupveR TRIM TAB 61-00-1198 Figure 1-4 (Sheet 2 of 2) RESTRICTED 5Section F SECURITY INFORMATION—RESTRICTED ‘AN O1-60LA-T ENGINE. ‘The engine (figure 1-5) is an axial-flow, jet-propulsion une, Model J47-GE-7 or -13, having a rated thrust of approximately 5200 pounds. in engine operation, aie centers the intake duct ia the nose of the airplane and passes shrough an axial-flow compressor where the air is compressed progeessively in 12 stages. The compressed, air then flows to the combustion chambers where atom- ized fuel is injected and combustion occurs, From the combustion chambers, the bot exhaust gases pass through a turbine and on out the tail pipe in gradually expanding form to provide the high-velocity jer and reaction thrust. The turbine, which is rocaced by the ‘exhaust gases passing dheoygh ic, is dicectly connected to, and drives, the compressor. a 6 RESTRICTEDSECURITY INFORMATION—RESTRICTED Section | ‘AN 01-60LA-1 Figure 1-5 RESTRICTED 7Section | Coke 1. SLAT LOCK LEVER 2, ACCELEROMETER 3, LANDING GEAR HANDLE UP INDICATOR LIGHT! 4, GENERATOR VOLTMETER 5. SLAVED GYRO MAGNETIC COMPASS 6. STAND-BY COMPASS 7. ATTITUDE GYRO HORIZONTAL STABILIZER POSITION INDICATOR ‘9. RUDDER (AND AILERONE) TRIM TAB NEUTRAL INDICATOR LIGHT 10. EXHAUST TEMPERATURE GAGE 11, A.1 SIGHT HEAD 12, RADAR TARGET INDICATOR LIGHT 13, COCKPIT AIR TEMPERATURE GAGE 14, FIREWARNING INDICATOR LIGHTS 15, FIRE-WARNING SYSTEM TEST BUTTON 16. CARING PRESSURE ALTIMETER 7, TACHOMETER 18, FUEL QUANTITY GAGE 19, OIL PRESSURE GAGE 20. CHECK UST 21. FUEL PRESSURE GAGE SECURITY INFORMATION--RESTRICTED. ‘AN 01-60J1A-1 22, FUEL FLOWMETER 23, OIL TEMPERATURE GAGE 28. RATE-OF-CUMB INDICATOR 25, FREE AIR TEMPERATURE GAGE 26. FUGHT CONTROL LOCK 27. TURN-AND-BANK INDICATOR 28, CENTER PEDESTAL (ARMAMENT CONTROL PANEL) 29. clock 30. GENERATOR WARNING LIGHT 31. ELECTRICAL LOADMETER 92, ALTIMETER 93. INVERTER WARNING LIGHT 94. GENERATOR OVERVOLTAGE WARNING LIGHT 35, LANDING GEAR HANDLE 36. MACHMETER 37. AIRSPEED INDICATOR 3B. LANDING GEAR EMERGENCY-UP BUTTON 99. RADIO COMPASS INDICATOR 40. PARKING BRAKE HANDLE ‘A. FUEL FILTER DEICER BUTTON ‘A2. FUEL FILTER ICE WARNING LIGHT *F.86A-1 Airplanes and F-86A-5 Airplanes AF48-129hru-254 1.8645 Airplanes AFAG129 hry -164 FBGA] Altplanes and F86A-5 Airplanes AFS®-129 Yhro 216 and AFAO-1007 dhru -1066 41 -868-5 Airplanes AFA9-1067 they 1339 1 F-86A-5 Airplanes Figure 1-6 a RESTRICTEDSECURITY INFORMATION-RESTRICTED. ‘AN 01-60J1A-1 Section 1 INSTRUMENT PANEL PAAAS Airplanes AFAPI146 thru 1399 1, SLAVED GYRO MAGNETIC COMPASS 2, ATIMUDE GYB0 ‘3: HORIZONTAL STABILIZER POSITION INDICATOR 4, RUDDER AND AILERON TRIM TAB NEUTRAL INDICATOR LIGHT 45. EXHAUST TEMPERATURE GAGE 4. CABIN AIR TEMPERATURE GAGE 7. FIREWARNING INDICATOR LIGHTS 8, FIREWARNING SYSTEM TEST BUTTON 19, CABIN PRESSURE ALTIMETER 10. TACHOMETER 11, FUEL QUANTITY GAGE 12, OIL PRESSURE GAGE 13, FUEL FLOWMETER AND TOTALIZER 14, FUEL PRESSURE GAGE 15, FUEL TOTAUIZER RESET KNOB Y6. OIL TEMPERATURE GAGE 17. RATE-OF-CUME INDICATOR 18. FREE AIR TEMPERATURE GAGE 19. TURN-AND-BANK INDICATOR 20. clock. 21, GENERATOR WARNING LIGHT Figure 1-7 RESTRICTED 9. ELECTRICAL LOADMETER GENERATOR VOLIMETER INVERTER WARNING LIGHT 15, GENERATOR OVERVOLTAGE WARNING ucHT = ALTIMETER MACHMETER . AIRSPEED (NDICATOR 29. RADIO COMPASS INDICATOR ). ACCELEROMETER 31. FUEL FILTER DEICER BUTTON 132. FUEL FILTER ICE WARNING LIGHTSection | SECURITY INFORMATION-RESTRICTED ‘AN 01-60LA-1 LEFT SIDE —osnis 1 LEFT CIRCUIT-BREAKER PANEL 2. AMMUNITION COMPARTMENT HEAT EMERGENCY ‘SHUT-OFF HANDLE" 33 CABIN PRESSURE CONTROL LEVER 4, WINDSHIELD DEICING LEVER 5. SIDE AIR OUTLET 6 CANOPY AUXILIARY DEFROST LEVER 7. FLUORESCENT LIGHT RHEOSTAT ROCKET INTERVALOMETER (ROCKET PROJECTOR REAEASE CONTROL)" ‘9, EMERGENCY FUEL SWITCH 10. HORIZONTAL STABILIZER ALTERNATE TRIM SWITCH, 11. FLUORESCENT LIGHT ALTERNATE MOUNTING. 12, LEFT FORWARD CONSOLE 13, LANDING GEAR EMERGENCY-UP. BUTTON. 14, PARKING BRAKE HANDLE 15. CANOPY SWITCH 16, FLUORESCENT LIGHT 17. EMERGENCY JETTISON HANDLE? DORN HKE HBR a a a8 7 18, LANDING GEAR HANDLE 19. PRESSURE-DEMAND OXYGEN REGULATOR 20. STAND-BY COMPASS CORRECTION CARD 21. THROTTLE FRICTION WHEEL 22. WING FLAP LEVER 23. SPEED BRAKE EMERGENCY LEVER 24. THROTTLE (POWER CONTROL) 25. AILERON BOOST SWITCH 26. RUDDER TRIM SWITCH 27, AILERON ALTERNATE TRIM SWITCH 28. COCKPIT AIR TEMPERATURE CONTROL RHEOSTAT 29. AIR OUTLET SELECTOR LEVER 30. COCKPIT AIR TEMPERATURE CONTROL SWITCH ‘31. AMMUNITION COMPARTMENT OVERHEAT WARNING ucHT 92. DROP TANK PRESSURE SHUTOFF VALVE 33. ANTI-G SUIT PRESSURE-REGULATING VALVE F-B6A-5 Airplanes Some F-86A-7 Airplanes TF-B6A-1 Airplanes AF47-618 thru -637 and F.86A-5 Airplanes Figure 1-8 RESTRICTEDSECURITY INFORMATION-RESTRICTED 1. STAND-BY COMPASS" 2. RIGHT FORWARD CONSOLE 13. SPARE BULB STORAGE = FLUORESCENT LIGHT ALTERNATE MOUNTING. - FLUORESCENT LIGHT SIDE AIR OUTLET |. SIDE AIR OUTLET SHUTOFF VALVE \VHE RADIO FREQUENCY CARD (9, FLUORESCENT LIGHT RHEOSTAT 10. EXTENSION LIGHT swricH Section 1 ‘AN 01-60J1A-1 RIGHT SIDE 11. EXTENSION UGHT 12. MAP CASE 13, RIGHT CIRCUIT-BREAKER PANEL 14, HYDRAULIC BOOST SYSTEM PRESSURE GAGE UTILITY HYDRAULIC SYSTEM PRESSURE GAGE 15. IFF CONTROL PANEL 16, RADIO COMPASS CONTROL PANEL 17. VHF COMMAND RADIO CONTROL PANEL 18, UTILITY HYDRAULIC SYSTEM PRESSURE GAGE 19. EMERGENCY HYDRAULIC HAND.PUMP +F-B6A-5 Aiplanes AF49-1067 thru -1338 and F-86A-6 and F-86A-7 Airplanes 1F-86A-5 Airplanes F-86A.1 Airplanes Figure 1-9 RESTRICTED nnt ‘SECURITY INFORMATION-RESTRICTED ‘AN 07-601L8-1 ENGINE FUEL CONTROL SYSTEM. MAIN FUEL CONTROL SYSTEM, The main fuel control system (figure 1-10) is controlled by linkage feom the throttle and incorporates an enginedriven, constantoutput fuel pump, a fuel control valve, and a fuel flow regulator. RPM determined by throtce serting is maintained by action of the main fuel Row regulator and the fuel control valve, regardless of altitude oF sirspeed changes. Refer to Section VII, SYSTEMS OPERATION, for further information on fuel regu- lator characteristics, compressor surge and stall, and acceleration flame-outs. EMERGENCY FUEL CONTROL SYSTEM. A con- stantly operating emergency fuel pump and an emer- gency fuel regulator act as a stand-by for the main fuel control system. This emergency fuel system can be turned on (stand-by) or off, or placed in a test position by means of the emergency fuel switch. Like che main fuel system, the emergency fuel system is controlled by mechanical linkage from the throttle. Compensation is made for altitude changes in order to maintain zpm selected by the throrcle setting, but the system offers no overspeed protection. Note ‘The emergency regulator is set to give 99% pm om a 100°F day and, therefore, will pro- vide somewhat less chan 99% pm at lower outside air temperatures. (See figure 2-4.) FUEL SYSTEM FLOW DIVIDER. The engine fuel system flow divider (figure 1-10), located downstream of the main and emergency {uel control systems, directs fuel co one or both engine fuel manifolds. (The small- slot manifold is used during starting and is also used with the large-slot manifold for normal operation.) To facilitate starting, the flow divider directs fuel to the small-slor manifold only when fuel pressure is below approximately 50 psi. Ae pressures above approximately 50 psi, the flow divider routes fuel co the large-slot maaifold, as well as to che small-slot manifold, for normal operation. The flow divider is controlled by fuel pressure, and its operation is completely aromatic. ENGINE FUEL STOPCOCK. The engine fuel stopcock (igure 1-10) is a manually operated fuel shutoff valve, controlled by mechanical linkage from the throxtle. Movement of che throttle from OFF 1 SOLE partially opens the stopcock. Any additional chrottle movement past the IDLE position fully opens the stopcock. ENGINE CONTROLS, THROTTLE (POWER CONTROL), Engine power is controlled by the chrotcle (24, figure 1-8) which is lo- cated in a quadrant on the left side of the cockpit. The throttle 3s spring-loaded inboard and mechanically actuates the main and emergency fuel egulators and the fuel stopcock. When the engine master switch is ON, initial outboard movement of the throttle from OFF starts the fuel booster pumps and will worn oa the igai tion circuit when the starter is energized; subsequent movement of the ehrottle to 11 opens the fuel seop- cock. (Ignition is automatically cut off when engine speed reaches approximately 23% rpm.) When the engine is running, additional throttle advancement pra- duces increasing engine rpm. To prevent inadvertent shutting off of the fuel supply when the throttle is retarded, a stop is provided on the throttle quadrant between the IDLE and OFF positions. Queboard move- ment of the throrele allows the stop to be by-passed ‘when the engine is being started or stopped. Clockwise sotation of the throttle grip provides manval ranging for the A-I sighs; the grip is spring-loaded to the full counterclockwise (maximum range) position. The throttle grip (figure 1-19) contains a sight electrical caging button, a microphone button, and the speed brake switch. Rotation of the wheel (21, figure 1-8) on the inboard face of the thratle quadract adjusts the throttle friction. ENGINE MASTER SWITCH. The guarded engine master switch (Ggure I-14) is located on she right for- ward console. Moving the switch to ON opens the main fuel shutoff valve and completes the electrical cizcuits to the throttleactuated microswitch to start the fuel booster pumps and to provide ignition during starting. Ignition is supplied when che engine master switch is ON, the battery-starter switch is held momentarily at STARTER, and the throttle is moved from OFF. EMERGENCY FUEL SWITCH. ‘The three-posicion emergency fuel switch (9, figure 1-8) is located on the lefe side of the cockpit above the throttle quadrant. ‘When the switch is ON, the emergency fuel system acts as a stand-by for the main fuel system and will supply fuel (0 the engine in case of main system failure. When the switch is o¥f, an electrical solenoid mechanically positions che emergency fuel regulator in the full by- ‘pass position. This makes the emergency system in- operative and prevents ir from overriding the main system during normal operation. During engine opecstion, if primary bus failure occurs, battery-starter switch is moved to OFF upon generator failure, oF generator switch is OFF when battery-starcer switch is OFF, the emergency fuel system will be ia stand-by condition automatically, regardless of emergency fuel switch position. Subsequent rapid movement of the throtele can cause dan gerous engine overspeeding of compressor stall Holding the emergency fuel switch in the momentary ‘TEST position makes the main fuel system inoperative, ‘aod the emergency system should automatically take ‘over with very little drop in rpm. 2 RESTRICTEDSECURITY INFORMATION-RESTRICTED Section 1 ‘AN 01-60JLA-1 FROM FUEL SUPPLY. Pt sae tI control system Figure 1-10 RESTRICTED 13Section 1 ‘SECURITY. [NFORMATION-RESTRICTED ‘AN 01-602.A-1 ‘The emergency fuel switch should be ow only for take-off or in case of main fuel system failure; it should be OFF for all other fight conditions. When the emergency fuel switch is ON and the throttle is moved rapidly, it is possible for the emergency fuel syssem to override the main fuel system and case dane serous engine overspeeding or compressor sell, ENGINE INDICATORS. EXHAUST TEMPERATURE GAGE. The exhaust temperature gage (10, figure 1.6; 5, figure 1-7), located 02 the instrument panel, indicates engine exhaust tem perature in degrees centigrade. The gage is a self- generated electrical unit, not requiring power from the airplane electrical system, Gage indications are re- ceived from bayonet-type thermocouples mounted in the forward section of the rail pipe. TACHOMETER. The tachometer (17, figure 1-6; 10, figure 1-7), located on the instrument panel, registers engine speed in percentage of maximum tated rpm (7950). This indication, when wsed ia conjuaction wich that of the exhaust temperature gage, permits engine power to be accurately set without exceeding engine limitations. The tachometer receives its power from the tachometer generator geared t0 the engine rocor shaft and, therefore, does nor depend oa the airplane elec- tical system. IGNITION SYSTEM, The ignicion system, providing ignition through «wo spark plugs, functions only during starting, With che engine master switch at ON, and the battery-starter switch momentarily held ar starter, ignition will occur automatically when the throctle is moved from OFF. For ignition, dec power is routed through the ignition vibrators, which supply bighsension voltage to the spark plugs located in combustion chambers 2 and 7. ‘The ignition circuit is opened automatically when the starter disengages as engine speed reaches approxi mately 239 rpm. IGNITION SYSTEM CONTROLS. ENGINE MASTER SWITCH. Refer to ENGINE CON- ‘TROLS in this section. EMERGENCY IGNITION SWITCH. The guarded emergency ignition switch (figure 1-14), on the right forward console, permits manual operation of the tion system for engine restart in flight. When the s is ON, advancing the throttle from OFF enexgizes che emergency ignition circuit. The emergency ignition will remain on until the emergency ignition switch is turned OFF. ney ignition circuit 4s limited to a maximum of 3 minutes. Longer periods of use, or too frequent use, will damage the ignition vibrator units © The emergency ignition should be used for air starts only, as an external power supply provides ignition for ground starts. STARTER-GENERATOR, The combination starter-generator, mounted on the front of the engine, functions as a starter uatil engine speed reaches approximately 23% xpm. Above this speed, the unie serves as a generator, However, normal Benerator output of 28.5 volts is not obtained until cogine rpm is approximately 45%. Should the engine fail to stare, the starcer can be de-cnesgiaed by & stanu- ally operated switch to permit another searting arcempr. The starter can be energized only when an excernal power source is connected to he airplane electrical cc A 28.5-vole d-c power source capable of supply: ing a minimum of 1500 amperes must be con- nected to both external power receptacles 1 provide adequate electrical power for starting. STARTER CONTROLS, BATTERY.SYARTER SWITCH. The three-position bateery-starter switch (figure 1-14) is tocated on the righe forward console. ‘The switch is spring-loaded to OFF position feom STARTER position, and OFF and s are maintained. When the switch is fheld momentarily at STARTER, the starter is aceuated and continues 20 be energized through an elecitical relay until the engine rpen reaches approximately 23%. The starter is then automatically disconnected. ‘The switch will retuea to OFF from the STARTER position when released and should be set at BATTERY for all normal operation. With the switch at BATTERY, the primary bus is powered by the battery, provided no other power source is supplying the electrical system. When the battery-starcer switch is OFF, bastery power will be supplied only to those units connected to the battery bus (gure 1-13). STOP-STARTER BUTTON. The stop-stanet button (figure 1-14), located outboard of the battery-starter switch on the right forward console, is used to de- energize the starter if the engine fails so stare or mal- function occurs. Depressing the button cuts off current to the starcec and to the ignition system. The button should not be used to disengage the stacter after normal starts, as the starcer Cuts out automatically at 23% spm. 4 RESTRICTEDSECURITY INFORMATION--RESTRICTED Section { ‘AN 01-60JLA-1 Use of the stop-starter button after normal starts will cause rapid deterioration of the starter control relay and may also cur out the starter too soon, siowing rate of engine accel- eration. ‘OWL SYSTEM. ‘The oil system is completely avtomatic and requires no ‘manual control. The engine is lubricated by a gearaype pressure oil pump that incorporates lubricating and scavenging elements. Oil is supplied by gravity feed from a 5.7 US. gallon tank to the pump, which supplies oil pressure to all engine parts requiring it. The scav- enging unit on the oil pump returns oil from the geat ‘case suimp to the oil tank. A mid-frame (aft) oil scav- enging pump, dsiven by the compressor shaft, returns oil from the mid., aft, and damperbearing sump, through an oil cooler, to the tank. To ensure internal cooling and contol oil for the main fuel regulator, a portion of che oil discharged by the pump is dicected fo the main fuel regulator. See figure 1-26 for oil specification and grade. OIL SYSTEM INDICATORS. OIL PRESSURE GAGE. The oil pressure gage (19, figure 1-6; 12, figure 1-7), located oa the instrument panel, registers engine oil pressure in pounds per square inch, Electrically operated, she gage receives power from the three-phase electrical system. OIL TEMPERATURE GAGE. The oil temperature ‘gage (23, figure 1-6; 16, figure 1-7), located on the ia- stgument panel, registers engine oil temperature in degrees centigrade. The gage is powered by the d-c elec- trical system from the primary bus. AIRPLANE FUEL SYSTEM. The airplane fuel system (figure 1-11) includes four sell-sealing tanks, two in the fuselage and one in each outer wing panel. The forwacd fuselage tank consists Of ewo cells. The lower one, located in the wing center section, rectives fuel from the upper cell and from all the internal tanks by gravity feed. Fuel is supplied to the engine from the forward fuselage tank under pres- sure by means of two electric booster pumps. The main fuel supply can be augmented by installation of 120 or RESTRICTED 15Section SECURITY INFORMATION-RESTRICTED ‘AN 01-60JLA-1 Figure 1-11 6 RESTRICTEDSECURITY INFORMATION-RESTRICTED Section | ‘AN 01-60J1A-1 206Y4 US. gallon drop tanks under each wing. Com- pressed air from the engine compressor forces fuel from the drop tanks co the forward fuselage tank through 4 fuel level conteol valve. Drop tank fuel should be used before fuel in the internal tanks. The fuel filler access doors at the tank filler points cannot be closed unless the eank caps are secured in the locked position. During normal refueling operations, the forward fuselage rank must be filled first wo utilize full tank capacity; if the afe fuselage tank or the wing tanks are filled first, fuel from these tanks will slowly deain into che forward faselage tank lower cell while the forwasd fuselage tanke is being serviced. Fuel tank capacities are shown in figure I-12; for fuel specifications, see figure 1-26. rd an Oe co cord sat ira Figure 1-12 FUEL BOOSTER PUMPS, Twa electric booster pumps (figure 1-11) in the lower cell of the forward fuselage tank are energized when the engine master switch is ON and the throttle is moved outboard from the OFF to pass the idle stop. Note ‘The booster pumps and aft fuselage tank trans- fer pump may be tested on the ground by means of two switches in the left wheel well. FUEL FILTER DEICING SYSTEM. A fuel filter de- icing system (figure I-L1) is incorporated to accomplish fuel filter deicing. Refer to DEFROSTING AND ANTLICING SYSTEMS in Section IV. FUEL SHUTOFF VALVE. The fuel shutoff valve (fg- 1-11), located upstream of the low pressure filter, is electrically controlled by the engine master switch, ‘When switch is On, the valve is opened, allowing fuel to feed to the engine fuel control system, AIRPLANE FUEL SYSTEM CONTROLS. DROP TANK PRESSURE SHUTOFF VALVE. The rwo-position drop tank pressure shutoff valve (32, fig- ure 1-8) is on the left afc console. When the valve is ON, both tanks are pressurized by air from che engine com: pressor section, so that fuel from che drop tanks is Forced into the forward fuselage tank. As there is no fuel quantity gage co indicare when the drop tanks are empty, the pressure shucoff valve should be ON at all times in fight when drop tanks are installed co ensure that all drop tank fuel is consumed, IF PRESSURE SHUTOFF VALVE IS ON WHEN AIRPLANE 1S CN GROUND AND ENGINE ISN'T RUNNING, DROP TANK FUEL MAY EXPAND AND ENTER COMPRESSOR SECTION CREAT. ING 4 POTENTIAL EXPLOSION HAZARD. —_ — ae RESTRICTED 7Section 1 SECURITY INFORMATION_RESTRICTED ‘AN 01-60JLA-1 DROP TANK RELEASE. The drop tanks may be re- leased by means of the normal bomb release system, or both tanks can be jertisoned simultaneously by means of che baeab-rocket-tank salvo button (figure 1-14) on the left forward console. FUEL SYSTEM INDICATORS. FUEL PRESSURE GAGE, The fuel pressure gage (21, figure 1-6; 14, figure 1-7; figure 5-1) electrically records fuel pressure. The gage is operated by three-phase ac power. FUEL QUANTITY GAGE, The fuel quantity gage (8, figure 1-6; 11, figure 1-7), mounted on the instru ‘mene panel, indicates toral internal fuel in US. gallons. ‘The drop tank fuel quantity is not recorded. Nove ‘The fuel quantity gage will not indicate a de- ‘crease in fuel supply until the drop tank fuel has been consumed and the engine begins to use internal fuel. FUEL FLOWMETER AND TOTALIZER. The fuel flowmerer and cotalizer (22, figure 1-6; 13, figuee 1-7), located on the instrument panel, is electrically operated by the single-phase inverter. On some B-86A-5 Ait planes,* the fuel flowmeter senses the fuel flow ia pounds per hour but indicaces in gallons per hous. The flowmeter on these airplanes is calibrated for JP-1 fuel {Specification MUL-E.5616); therefore, conversions must be made if other fuels are used. Five percent must be added to the flowmeter reading if JP-4 fuel (Specifica- tion MIL-F-5624A) or JP-3 fuel (Specification MIL-F-5624) is used, and 10 percent must be added if gosoline (Specification MIL-F-5572) is used. On F-86A-1, Airplanes and the remaining F-86A-5 Airplanes,+ con- version is not necessary, since the flowmeter senses and indicates fuel flow in the same units of measure. On. F-86A-1 Airplanes, a fuel-consumed tovalizer, indicating gallons of fuel consumed, is combined in the same case with the fuel flowmeter. A knob on the instrument is, used to preset the fuel consumed coralizer to zero when, rhe airplane is cefueled. Flowmeters measuring fuel flow in pounds per hour incorporate a totalizer dial, which indicates pounds of fuel remaining when set ‘0 the total pounds of fuel in the tanks prior to take-off Note, ‘The present fuel cotalizer does not compensate for fuel density, unmerered fuel passing *F-868-5 lanes AF48-129 through -3) around the instrument, and instrament inac- curacy; therefore, it should be used for rough estimates only, When the fuel quantity gage indicates fuel usage from internal tanks in should be celied upon and nor the fuel roualizer, ELECTRICAL POWER SUPPLY SYSTEM. ‘The airplane is equipped with ac and de power systems. The 28-volt direct-current system is powered by a 400-ampere, engine-deiven stacver-generator, with a 24-volt, 34-ampere-hour storage battery as a stand-by. Direct current can also be supplied from an external power source. Power for the alternating-current system is supplied by one three-phase iayerter and one single- phase inverter; some airplanes have a three-phase electronic sight inverter for A-I sight operation. D.C ELECTRICAL POWER DISTRIBUTION. Direc current power distribution is made through three elec- trical busses: battery, primary, and secondary (Bgure 1-13). The battery bus is “hot” at all times when the Dacery is insiatled, so that the eseatial equipment, powered by the battery, is operable regardless of the position of the battery-starter switch. The primary bus is energized by the battery when the battery-starce switch is ac BATTERY, directly when che generator operating or when an extetnal power source is used. ‘The secondary bus receives its power through the pri mary bus and is energized oaly when generator ourput is available or when external power is connected to the No. I receptacle. A-C POWER DISTRIBUTION (F-86A-1 AIR- PLANES), Alternating current is supplied by a chree- phase inverver and a single-phase inverter that utilizes ‘a phase adaprer for converting single-phase output (0 three-phase power. The single-phase inverter supplies ac power to the radar units and to a phase adapter, which feeds three-phase current to the attitude gyro and slaved gyro magnetic compass. The three-phase inverter supplies power to the A-} sight and to the fuel and oit pressure gages. In case of single-phase inverter failure, the units powered by it (excepe the sight and IFF radar units) will be transferred to the three-phase inverter when the instrument power switch is positioned a the ALT position (figure 4-10). If generator failure occurs, causing the loss of single-phase inverter power, units receiving three-phase adapter power are transferred to the three-phase inverter automatically. If generator ouput is restored, the system will automatically trans- fer back, Warning lights indicate inverter or generator failure. , AF49-1007 through -1119, and -1121 through -1146, #F-86A-5 Airplanes AF49-1120 and -1147 through’ -1339, 1-86A-5 Airplanes AF48-146 through -316 and AF49-1007 through -1339 ty RESTRICTEDSECURITY INFORMATION—RESTRICTED Section 1 ‘AN 01-60JLA-1 A-C POWER DISTRIBUTION (EF-86A-5 AIR- PLANES). Alternating-current power distribution is made by a three-phase inverter, a single-phase inverter that ucilizes a phase adapter to convert single-phase output to three-phase, and a three-phase electronic sight inverter. The single-phase inverter primarily sup- plies power to the radar units and che phase adapter, ‘which supplies three-phase power to the atticude gyro, slaved gyro magnetic compass, and an suto-transformer for stepping down the voltage for the autosyn instru- ments. On some airplanes,* the three-phase inverter normally supplies power to the A-l sight and acts as an alternate for the single-phase inverter and phase adapter. (On the remaining airplanes,j the three-phase inverter acts as a stand-by for the single-phase inverter and op- ‘erates only when the single-phase inverter fails. If the *F-86A-5 Airplanes AF48-129 through -144 4F-86A-5 Airplanes AF48-145 through -316 and ‘AF49-1007 through -1339 _generator fails, causing lossof the single-phase inverter, teansfer to the three-phase inverter is automatic, If the single-phase inserter alone fails, transfer co the theee phase inverter must be made by selection of the ALT position wieh the instrument power switch (figure 4-10), Alll units powered by the single-phase inverter, except the radar, A-I sight, and fuel flow transmitter and indi- cator, which are disconnected to prevent possible over- loading of the chece-phase inverter, will be transferred to the three-phase inverter. ELECTRICALLY OPERATED EQUIPMENT. See fig- ure I-13. . EXTERNAL POWER RECEPTACLES. Two external power receptacles (figure 1-26) are located within aa access panel on the left side of the fuselage, above and afc of che wing trailing edge. The external power source must be connected to the No. 1 receptacle to supply power to both the primary and secondary busses. If No. 2 recepiacle is connected, power is supplied only to the primary bus. To provide adequate electrical power for starting the engine, external power must be connected to both receptacles. RESTRICTED 9Section | SECURITY JNFORMATION—RESTRICTED GOLA ‘SECONDARY BUS peg enh pry Figure 1-13 (Sheet ¥ af 2) 2% RESTRICTEDSECURITY INFORMATION—RESTRICTED Section 1 ‘AN 01-60/LA-1 Figure 1-19 (Sheet 2 of 2) RESTRICTED 2SECURITY INFORMAYION_RESTRICTED ‘AN 01-60JLA-1 ELECTRICAL SYSTEM CONTROLS. BATTERY-STARTER SWITCH. Refer to STARTER CONTROLS ia this section. GENERATOR SWITCH. The three-position generator switch (figure 1-14), on the right forward console, con- trols generaror operation, Guarded in the ON position, the switch is spring-loaded from RESET to OFF. If an ‘overvoltage condition cuts our the generator, as indie cated by illumination of the generstor warning lighr, the switch can be momentarily held at RESET and then reqarned to ON t0 restore generator operation to normal, GENERATOR VOLTAGE REGULATOR RHEO- STAT. The voltage regulator is preset on the ground, but in an emergency may be adjusted in flight by means of a guarded rheostar (figure 1-14), mounted on the right forward console, Turning the rheostat counter- clockwise will decrease the voltage, and turning the theostat clockwise will increase the voltage. With engine rpm above 45%, voltmeter readings shauld be approximately 28 volts. INSTRUMENT POWER SWITCH. The instrument power switch (figure 410), on the center pedestal, is positioned to selece the source of a-c power. Ifthe single- phase inverter fails, as indicated by the inverter warning lighe, the units ie powers can be manually transferred to the three-phase inverter by selection of the ALT posi- tion on the insteument power switch (the inverter ‘warning light will remain ON, even chough the inseru- ment power switch is in che ALT position). Whea generator failure occurs (indicated by generator warn- ing light). causing loss of the single-phase inverter (the inverter warning light will aot illuminate), transfer to the three-phase inverter is automatic, not requiring the switch to be moved from NORMAL position. On carly aieplanes,* all units ace teansfecred +0 the three- phase inverter except the IEE and sight radar units and ‘A-L sight. On tater aisplanes,t all units are transferred ‘except the IFF and sight radat units, A-1 sight, and the fuel low and fuel totaizer systems. 868-1 Airplanes and F-86A-5 Airplanes AF4B-129 through -316 and AF49-1007 .. - through -1146 +F-B6A-5 Airplanes AF49-1147 through -1339 Figure 1-14 22 RESTRICTEDSECURITY INFORMATION-RESTRICTED Section 1 ‘AN 01-60/LA-1 CIRCUIT BREAKERS, Most of the dec electrical cir- cuits are protected by push-to-reset circuit breakers of Circuir-breakee switches. Circuitbreaker panels (1, fig- ure 1-8; 13, figure 1-9), accessible 10 she pilot, are located on each side of the cockpit. Most of the ac Circuits are protected by fuses which cannot be replaced in fighe. ELECTRICAL SYSTEM INDICATORS. GENERATOR VOLTMETER. The generator volt- meter (4, figure 1-6; 23, figure 1-7), located on the instrument panel, provides disect indication of the senecator voltage output. ELECTRICAL LOADMETER. The electrical loadmeter (Gi, figace 1-6; 22, figure 1-7), focated on the instrument panel, indicates the percentage of rotal system amperage being used. GENERATOR WARNING LIGHT. The generator waraing light (30, figuce 1-6; 21, figuce 1-7), locaced con the instrument panel, will light whenever generator failure occurs or generator voltage drops below that required to close che reverse-current ret. lamination of the warning light indicates chat all equipment pow- cred by the secondary bus is inoperative; thevefore, all other nonessential electrical equipment should be rurned off to conserve battery power. GENERATOR OVERVOLTAGE WARNING LIGHT. Should generator voleage output become excessive (over 31 volts), the generator is automatically cut out of the circuit and illuminates the overvolege warning light G4, figure 6; 25, figure 1-7), located on the iasteument panel. Holding the generator swicch momentarily at che ESET posicion and then returning the switch to ON, will being che generttor back into whe circuit. 1 warn: ing light again illuminates, the generator is still in- operative, and the generator switch should be turned OFF. INVERTER WARNING LIGHT, The iaverter warn- ing Sight (33, figure 1-6; 24, figure 1-7) will illuminate any time the single-phase inverter fails and, on some airplanes,* when the three-phase ‘warning light is located on the instrument panel. HYDRAULIC POWER SUPPLY SYSTEMS. ‘The main hydraulic system combines a utility (constant- pressure type) system and a hydraulic boost (open- center type) sysrem. Ourpur of a single engine-driven fhydraulic pump is divided equally between the two systems by a flow divider. A manually-operated emer- gency hydraulic system is provided. See figure 1-26 for hydraulic fluid specification, “F-86A-5 Alp $PB6A-1, Fe TF-86A-1 1s AF49-1247 through -1339 A-5, and F-86A~6 Airplanes wwerter fails. The , UTILITY HYDRAULIC SYSTEM. The utility hy. Araulic system (figure 1-15) is under constant pressure and incorporates an accumulator for pressure storage. System pressuse is controlled by a pressure regulating valve. This system supplies hydraulic pressure for op- eration of landing gear, wing flaps, speed brakes, slat locks,t nose wheel steering, vertical adjustment of piloe’s seae§ and wheel brake control boost Operatisig speed brakes and landing gear on a pressure- type system makes it unnecessary co recurn controls to neutral after each operation; however, the aeutcal po- sition provided for each control should be used to re- lieve pressure from the individual systems and prevent loss of fluid in case of a damaged line. The wing flap lever should be left in the Ue position at all times during ight except when the airspeed is below wing flap lowering airspeed. This is to preclude the possibilicy of the wing flap lever not mating with the neutral position of the valve and allowing the wing flaps co “creep” down during high-speed fight, Len HYDRAULIC BOOST SYSTEM. The hydraulic boost system (figure 1-16) is « nonpressurized system, having ro meaas of pressure storage. When the cagine-driven hydraulic pomp is operating, fuid circulates chrough the system without building up pressure until acoateol valve is moved from neutral to an operating position. ‘Then fluid circulation is restricted at the affected con- trol valve co build up pressure required C0 perform the desiced operation. This system supplies pressure for flight control boost (aiféron and elevator) and, on some aigplanes wheel brake control boost. Maximum boost pressures for the units operacing off the hydrastic boost system will vary depending on the unit. Normal line frition pressure will be about 250 to 300 psi wich 0 operating loud on the system; for the variows fpproximere pressures obtained during grouad test, with full control deflection, are as follows: Full-down elevator. 1950 psi Fulkup elevator 2100 psi ‘Wheel brake pressure 800 psi Ailecon (pressure range)......1400 0 1900 psi As these pressures are maximums and seldom obtained during Aight, operating pressures with normal stick deflection will be somewhat lower. irplanes and F-86A-5 Airplanes AF48-129 through -254 §F-86A-5 Airplanes AF48-129 through -316 and AF49-1007 through -1086 FF-86A-1 Airpl 8 and F-B6A-5 Airplanes AF48-129 through -316 RESTRICTED 23Section t SECURITY INFORMATION—RESTRICTED ‘AN 01-60/1A-1 SYSTEM RESERVOIR a utility hydraulic system RETURN PRESSURE “Slt odlaver on F.86A-1 Airplanes and F86A‘S Airplanes ZA EMER PRESSURE ‘AF2-129 through 234, cde nd landing gear contol hydraulically intercon- fuscreieat ‘Reel ow Pasko scanty roma on pecans olnecnon FGA-S Airplanes AFAE129 through -254 race aii een oes {Plonding gear emergency rleae mechanically unlocks gwar ‘nd wheal doors, and portion selector vlve to lower goor- RELIEF VALVE § Hydraulic seat adjustment on F-6A-5 Airplanes AF48129 through “16 end AF-1007 through -1086 Figure 1-15 (Sheet 1 of 2) 24 RESTRICTEDSECURITY INFORMATION-RESTRICTED Section | AN 01-60JLA-1 EMERGENCY HYDRAULIC SYSTEM. The emer- gency hydeaulic system (figure 1-15) consists of a sepa- rate emergency fluid reservoir, an emergency hydraulic selector, and an emergency hand-pump. HYDRAULIC SYSTEM CONTROLS AND INDICATORS. EMERGENCY HYDRAULIC SELECTOR. The emer- gency hydraulic selector (figure 1-21), located at the bottom of the center pedestal, has four positions: OPF, NOSE GEAR, FLAP INOPERATIVE (unlocks slats®), GND rast (ground test), The NOSE GEAR position is selected when the nose gear has to be lowered by the emergency system; the FLAP INOFELATIVE position is selecead «a unlock the slats; and the GND TEST position is selected for ground checking eny utility hydrautic unit, ee © The GND 2857. pasition is provided only for ground check of bydrautic system operation and should not be used for emesgeacy purposes in Aight, as its use could cause all hydraulic fluid co be pumped overboard through a damaged unit oF lise. ©The emergency selector must always be maintained in the OFF position when che emergency system is not in use, so thar all emergency lines will be open 10 retuca, EMERGENCY HYDRAULIC HAND-PUMP, The emergency hand-puenp (29, fguce 1-99 is iotated on the right forward side of the cockpit. The pump supplies hnydraulic pressuse to che udlity system for ground esting when the engine is noc cunning and for extend- ing the nose gear and uglocking the wing slats® during flight in an emergency. The extension-type handle is spring-loaded in the stowed position. HYDRAULIC SYSTEM PRESSURE GAGEIS). ‘The utility hydraulic system pressure gage (14, figure 1-9) on F-B6A-1. Airplanes is located on the aft right con- sole. There is no hydeaulic boose system pressure gage on these airplanes. On F-86A-5 Airplanes, the utility pressure gage (18, figure 1-9) is located on the inboard face of che right forward console, and the hydraulic ‘boost systeim pressure gage (14, figure 1-9) is located on the aft right console. *F-86A-1 Airplanes and F-86A-5 ‘AFa8-129 Through Figure 1-15 (Sheet 2 of 2) RESTRICTED oeSection | SECURITY INFORMATION-RESTRICTED ‘AN 01-60JLA-1 HYDRAULIC BOOST SYSTEM. PRESSURE GAGE ‘ 10 FROM FLOW DIVIDER vuriuiry. system IN-UULITY. SYSTEM : s -[etevaror ‘BOOST VALVE tem ‘Moving aileron boost switch fe BYPASS stops hydraulic boost flow ct the sileron boost by-poss contol valve and pens the valve to fetur, thereby relieving presse from the by-pas valves. The by- pest valves ar then open, permitting free Now of Fuld between the fe tides of the boos! cylinders {Broke boest pressure is opplied to maser bosst cylinders from hydraulic boost system on F86A-1 Airplanes and F-8SA-5 Airplanes ‘AFEG129 through 16, Figure 1-16 26 RESTRICTED HYDRAULIC BOOST FLOW SUPPLY RETURN ALTERNATE PRESSURE ELECTRIC CONNECTION MECHANICAL CONNECTIONSECURITY INFORMATION—RESTRICTED Section 1 AN Q1-60)LA-1 FLIGHT CONTROL SYSTEM. ‘The primary fight controls are conventionally operated by a cable and linkage system from the rudder pedals and control stick. To reduce the amount of stick force required by che pilot to actuate the elevators and ailerons, hydraulic boost is incorporated in the system. Rudder actuation is made by direct mechanical linkage. A statically and aerodynamically balanced rudder pro: vvides directional control. The rudder is of the all-metal type; having @ laminated, plastic tip, and incorporates an all-metal, electrically actuated trira tab. The elevators are all-metal and are balanced statically and serody- namically. Longitudinal trim is provided by the adjust- able horizontal stabilizer. Lateral control is provided by all-metal, statically and aerodynamically balanced ailerons, and lateral trim is provided by a tab, located ‘0 the left aileron. To imprave boost-out control char- acteristics on late aitplanes,* an ailecon with a shorter chord has been installed, However, the rate of roll the short-chord aileron is slightly slower than with ehe long-chord aileron because of the decreased working surface. Stick forces with the hydraulic boost system inoperative will be somewhat higher with the long- chord aileron than with the shor-chord aileron, A stall ‘warning system is installed on early airplanest vo give 2 positive indication of approach to stalling speed. BLIGHT CONTROL BOOST. To reduce stick forces in Aight, the hydraulic boost system (figure 1-16) supplies boost pressure for movement of ailerons and elevators. Hydraulic pressure is supplied by the engine-driven hydraulic pump, and, normally, che system is operative whenever the engine is running. Note Maximum elevator boost output is sometimes reached ig high-speed pull-ups at low alci- tude, and boost pressure will not increase wich any further pull force on the stick. Should the Aight control boost system fail, che stick forces will increase considerably, bue the airplane will still be controllable if the ailerons have been previously trimmed “hands-off. {a such an emergency, the aileron ‘boost system is by-passed auromnatically oe by use of the aileron boost switch. By-pass of elevator boost is un- necessary, because the boost ratio of the elevator system is low, and increased elevator stick force resulting from 4 boos failure can readily be overcome by horizontal stabilizer adjustment. AILERON TRIM TABS. A conventional, electrically ‘operated trim tab is mounted on the edge of the left aileron. The trim tab is actuated by either the normal trim switch (figure 1-18), Jocated on the stick gtip, or the aileron alternate trim switch (27, *F-86A-5 Airplanes AF49-1067 $F-86A-1 Airplanes and F-86A-! ‘AF48-129 through -254 figure 1-8), located on the left console, The horizontal stabilizer alternate trim switch must be in the NORMAT STICK GRIP position before the normal aileron trim switch is operable. A ground adjustable trim tab, mounted on the right aileron, is used for rigging pur- poses ADJUSTABLE HORIZONTAL STABILIZER. The adjustable horizontal stabilizer is conveationally oper- ated by means of either the normal trim switch (igure 1-18), on the stick grip, or the horizontal stabilizer alternate trim switch (10, figure 1-8), located onthe lefe console. The alternate trim switch must be at the NORMAL StICK GRIP position before the normal trim switch is operable. The stabilizer has a trim range from “+1 degree to =10 degrees. RUDDER TRIM TAB. A conventional, electrically op- crated trint tab is mounted on the trailing edge of the rudder, The trim tab is actuated by a rudder erim switch (26, fxguce 1-8) 00 the Jefe console. FLIGHT CONTROL LOCK. Removable flight control locks ere furnished-wich R86A-1-Airplaces and are stowed of the right aft side of the cockpit on the ejec- tion seat rail. The control lock (figure 1-17) on E-86A-5 Airplanes is permanently installed and consists of an extendible tube, located beneath the center of the in- serument panel; when the tube is puiled out, it engages with a locking pin on the control stick, The rudder is also locked when the tube is pulled aft and the pedals, are in neutral. RESTRICTED 27‘SECURITY INFORMATION—RESTRICTED ‘AN 01-60J1A-1 flight control lock enue Figure 1-17 STALL WARNING SYSTEM* A stall warning sys- tem, incorporating a stick shaker, indicates the approach toa stall. The system consists of a static and pressure air vent, pressure switch, and an electric motor which acts as the stick shaker. The system is inoperative when the weight of che airplane rests on the landing geat. FLIGHT CONTROLS. CONTROL STICK. The control stick is of conventional design and mounts a pistol-type grip (figure 1-18). The stip incorporates the following switches: radar target selector button, horizontal stabilizer and aileron trim switch, bornb-rocker release button, gun trigger switch, and nose wheel steering button, RUDDER PEDALS. Conventional rudder pedals are adjustable fore and aft. Exact alignment of the pedals, is facilitated by position indicators on the outboard side of each pedal, Each indicator consists of a aumbered dial; when the visible dial numbers cofrespond, che pedals are adjusted evenly, AILERON BOOST SWITCH, A guarded aileron boost switch (25, figure 1-8), located on the left console aft of the thrortle, electrically conerols a solenoid-opersted ‘by-pass control valve on early airplanes.t The normal position for the switch is ON, so that the control valve directs fluid to the pressure-operaced by-pass valves, located on the aileron actuating cylinders. If the guard is raised and the switch is moved w BYPASS, the by-pass valves will open automatically, because fluid is by-passed tw return from the control valve. This allows for manual conttol of the ailerons, If the hydraulic boost system fails, the pressure-opericed by-pass valves open auto- ‘matically to allow manual aileron control. On tater airplanes,t che aileron boost switch electrically controls solenoid-operated aileron boost by-pass valves, located on the aileron actuating, cylinders. For normal opera tion, the switch is positioned ac ow. Raising che guard and placing che switch at ByPass actuates che solenoid- operated by-pass valves, permitting fluid to free-flow berween che rw sides of the actuating cylinders, alow. ing manual control of the ailerons. Jt the hydeaulic boost system fails, a flow-operated switch will electri- cally energize the solenoid-operated by-pass valves, permitting fuid to fee-low to allow manual aileron control. NORMAL TRIM SWITCH. Normal trim of che ailerons or the adjustable horizontal stabilizer is accom plished by means of a Sve-pasition, thumb-actuated switch (figure 1-18), located on top of the stick. grip. Provided the horizontal stabilizer alternace trim switch *F-86A-1 Airplanes and F-86A-5 Airplanes AF48-129 through -254 ER6AAt Al TR86A-5 Airplanes AFA9-1967 through -1339 lanes and F-86A-5 Airplanes AF48-129 through -316 and AF49-1007 through -1066 28 RESTRICTEDSECURITY INFORMATION—RESTRICTED Section | ‘AN 01-60JLA-1 Figure 1-18 is at NORMAL stick GniP, desired aileron trim is accom- plished when the normal trim switch is held to either the right or left, causing the trim tab on the left aileron, fo move either up or dowa. Horizontal stabilizes tim is changed when the normal trim switch is moved either, up or down, causing either nose-up or nose-dows trim. ‘The normal crim switch is spring-loaded to the center, OFF position; when released, it automatically returns to this position and teim action stops. ‘The normal trim switch is subject to sticking in an actuated position and running the trim tab to extceme positions. If this condition ‘occurs, the trim switch must be returned man- ually to the center OFF position after obtaining the proper amount of trim. ‘The airplane must be carefully erimmed for “hands-off” flight from time to time to ensure against an outof-trim condition in case of aileron boost failure, An uncontrollable roll, could result from this condition. HORIZONTAL STABILIZER ALTERNATE ‘TRIM SWITCH. The four-position horizontal stabilizer alter- race crim switch (10, figure 1-8) is located on the left side of the cockpit, above and outboard of the throttle quadrant, This switch controls a separate circuit for adjusting horizontal stabilizer position and may be used for longitudinal trie. This switch operates the stabilizer trim tab at half the speed of the normal erim switch when the switch is held at either of the spring- loaded positions, NOSE UP ae NOSE DOWN. When the [NORMAL STICK GRIP position is selected, the trim is con- tolled by the stick grip erim switch only. With the horizontal stabilizer alternave trim switch in the OFF position, the normal stick grip trim switch will not be operative. AILERON ALTERNATE TRIM SWITCH. A three- position switch (27, figure 4-8),-00-the left console aft of the throttle, controls an siternate circuit for erimming the ailerons. Normal position for the switch is the center OFF position. Holding the switch either to she LEFT oF RIGHT positions trims the left aileron, either up or down sespectively, but-at.a slower cace-chaa when erieamed ‘with the normal trim switch. The RIGHT oF LEFT posi- tions are spring-loaded, and the switch will return to the center OFF position when released. RUDDER TRIM SWITCH. An electrically actuated rudder trim tab is controlled by a three-position switch (26, figute 1-8), on the lefe console aft of the throttle quadrant. The switch is held at either LEFT or 21GHT for corresponding rudder trim and is spring-loaded to the center OFF position. FLIGHT CONTROL SYSTEM INDICATORS. ‘TRIM TAB NEUTRAL INDICATOR LIGHT. An amber fight ©, figure 16; 4, figure 1-7), on che instru- ‘ment panel of late airplanes,® facilitates setting the ailezoa trim tab to neuteal prior to take-off, To set the im tab to neutral, the switch is held to the RIGHT or LEFT posicion anti the light comes on and then is re- leased. The light will go oat when che switch is re- leased. This same light is used to indicate the neutral position of the rudder trim tab. On early airplanes,t the lighe will stay on as Jong as the tab is in neutral; on subsequent airplanes, the light goes out when the switch is released and the tab is neutral. Operation is the same as for the aileron trim tab, *F-860-5 Airplanes AF49-1067 and subsequent }F-86A-1 Airplanes and F-86A-5 Airplanes ‘AF48-129 and -130 RESTRICTED 29Seation | SECURITY INFORMATION RESTRICTED ‘AN O1-60J1A-1 HORIZONTAL STABILIZER POSITION INDI- CATOR. The horizontal stabilizer position indicatot figuce 1-6; 3, gure 1-7), located on the instrument ‘panel, shows the position of the adjustable horizontal stabilizer. Stabilizer indications are from +1 degree to =10 degrees, with a take-off setting of —5 degrees (0 7 degrees. WING FLAPS. HYDRAULIC WING FLAPS.* Hydraulically controlled and operated, sloeed-type ‘wing flaps extend spanwise from the fuselage to the aileron on each wing panel. Hydraulic pressure is sup- plied from the utility hydraulic system. To prevent flap fluter of creeping, the wing flap selector valye is ‘opened to the up side when the wing fap lever is at vp, preloading the actuating cylinder. Consequently, a quantity-measuring fuse is provided in the up pressure line to prevent an excessive loss of fluid in case of damaged line to the up side of che wing flap actuating, cylinder. There is no emergeney system for wing flap operation. WING FLAP LEVER. The wing flap (22, figure 1-8) is located on the throttle quadrant on the left console. On early F-86A-1 Aicplanes,t the lever moves on the quad- rant marked in 10-degree increments from full-up to full-down position (38 degrees). To position the flaps, the flap lever is moved to the desired position and re: feased. When the flaps reach the selected position, they will remain locked in chat position, a the selector valve automatically returns co neucral. On all later airplanes,é the wing flap lever moves on a quadrant marked "UP," “HOLD,” and “DOWN,” To position the laps to the full up or down position, the lever is placed in the UP oF DOWN position. To select intermediate flap positions, the lever is returned to HOLD when the flaps reach the desired position. To prevent the possibility of the flaps creep- ing down in flight, the flap lever should noc be moved from the UP position ualess airspeed is below flap lowering airspeed of 185 knots IAS. ELECTRIC WING FLAPS (F-86A-7 AIRPLANES). Some F-86A-7 Airplanes are equipped with electrically controlled and operated, slatced-type wing flaps ex- tending spanwise from the fuselage to the aileron on the trailing edge of each wing panel. Each wing fap is actuated through an individual electric motor and an individval electric circuit, The wing aps are mechani cally interconnected, so that if one actuating motor or one electrical citcuie fails, the corresponding flap will still be actuated through mechanical linkage with the ‘opposite flap. (Under such a condition, the flaps operate at a reduced speed.) This mechanical interlinking also prevents individual or uneven flap operation, (Flap up- iimiced by mechanical stops; flap down-travel is limited by electrical limit switches.) A clutch, of brake arrangement, 00 each actuating motor prevents air load from moving the flaps. No emergency system is provided, as there is adequate protection present in the normal system through mechanical linkage, the in- dividual electric motors, and electrie circuits WING FLAP LEVER (F-86A.7 AIRPLANES), The wing flap lever on F-86A-7 Airplanes baving electrically operated wing flaps is located on the inboard face of the throttle quadrant on the left console, Lever, positions on the quadrant are marked “UP,” “HOLD,” and “DOWN.” To operate the wing flaps to the full-up or fall-down position, the flap lever is placed at UP or DOWN. It is not necessary to return the Rap lever 10 the the lever is held at UP or DOWN and then recurned to HOLD when the desired flap effect is obtained. There is no fap position indicator, and full aps are used for take-off, WING SLATS. ‘Wing slats extend from fuselage to wing tip along the reading edge of each wing panel. Aerodyoamic forces acting upon the slats cause them to open and close auto- ‘matically, depending upon the airspeed and attitude of the airplane. When they open, the slats move forward along a curved track, forming a slot in the wing leading, edge. This aucomatic extension of the slats changes the airflow over the wing upper surface and increases lift, resulting in tower stalling speeds. At higher speeds, ia unaccelerated flight, the slats automatically close to pro- vide minimum deag for maximum performance ia fight. On early airplanes,’ hydraulically accuated locks are provided (0 hold the slats in thei closed position, flush with the wing consous, when desired. No slat locks are provided on later airplanes, since a different wing slat installation on these airplanes causes the slats to open and close at airspeeds below those used for climb and cruise. | F-B6A-5, and F-86A-6 Airplanes lanes AF47-605 through -617 SF-86A-1 Airplanes und F-86A-5 Airplanes AF4i Airplanes AF47-618 through -637 and F-B6A-5 }29 through -254 30 RESTRICTEDSECURITY INFORMATION ‘AN 01-60JLA- SLAT CONTROLS, SLAT LOCK LEVER.* The slat Sock lever (1, figure 1-6), located on the frame below the left side of the windshield, has two positions, Lock and UNLOCK. Moving the lever to L0CK will lock the slats if they are closed, or, if the slats are open when the lever is moved, the locks are spring-loaded to engage as soon as the slats retract. Moving che lever to UNLOCK seleases the locks, freeing the slats to open and close automatically. To ensure that the slats are unlocked for take-off and land- ing, the landing geae system and the slat lock lever are interconnected. On F-86A-1 Airplanes, whea che laad- ing gear handle is moved to DOWN, the hydraulic pres: sare actuates a cylinder that moves the slat Jock lever to UNLOCK. (See figure 115.) On F-86A-5 Airplanes, mechanical linkage berween the landing gear bandie and the slat lock lever moves the slat lock to UNLOCK ‘when the landing gear handle is moved to the DOWN position, SLAT LOCK EMERGENCY CONTROL.* Should the utility hydraulic system fail, the wing slats can be va- locked by means of the emergency hydraulic synem. ‘When the emergency hydraulic selector is placed at FLAP INOPERATIVE and the slat lock control at UNLOCK, operation of the emergency hand-pump will supply pressure to.ualock che slacs. ‘SPEED BRAKES. Hydeaulically operated speed brakes (figure 1-15) are located on each side of the fuselage below the dorsal fin, Each speed brake consists of a panel hinged at the forward edge which, when open, extends down and for- ward into the sir stream. Pressure for normal operation of the speed brakes is supplied by the utility hydraulic system. The speed brakes are designed co open fully, under any fight condition, in approximately 3 seconds. To prevent excessive loss of fluid in case of broken or damaged lines, quantity measuring fuses are installed ‘on F-86A-5 Airplanes. SPEED BRAKE CONTROLS. SPEED BRAKE SWITCH, A serrated switch (figure 1-19), on top of the throttle, controls speed brake oper- ation. The switch has three fixed positions: 1N, OUT, and a neutral (HOLD) position which is indicacad by a white alignment mark on the switch guide. The brakes ‘can be stopped in any position by movement of the switch to neutral, After the speed brakes have been ‘opened or closed, the switch should be returned to the neuteal position. Note Since the speed brake hydraulic lines are routed near the engine, it is recommended hae dhe speed beake switch be kept in the neutral position to cur off hydraulic pressure and minimize any possible fire hazard in case of a damaged line. Section 1 throttle grip Figure 1-19 ‘SPEED BRAKE EMERGENCY LEVER. To provide a + means of closing che speed brakes when sormal opera- tion fails, a speed brake emergency lever (23, figure 1-8) is installed outboard of the throttle on the left console. Note No speed brake emergency lever is installed on F-86A-1 Airplanes AF47-605 through -610. ‘Nocmally, the lever is safety-wired at its aft, NORMA, position. When pushed forward to EMERG CLOSED, the control lever mechanically opens a dump valve, re- lieving hydraulic pressure from the speed brake actu- ating cylinders, Air Joads will then close the brakes. No ‘emergency means of opening the brakes is provided. *¥-86A-1 Airplanes ond F-860-5 Airplanes AF48-129 through -254 RESTRICTED 3Section 1 SECURITY INFORMATION_RESTRICTED ‘AN O1-60JLA-1 LANDING GEAR SYSTEM. ‘The fully retractable tricycle landing gear, as well as the gear and wheel fairing doors, is hydraulically sc- uated and electrically controlled and sequenced. The main gear retracts inboard into the lower surface of the wing and fuselage; the nose gear retracts aft into the foselage, pivoting 90 degrees so that the nose whee! is horizontal when retracted. After the gear is down and locked, the wheel faicing doors are retracted to the closed position to prevent mud, dire, etc from entering. the wheel wells during landing, taxiing, and take-off. Incorporated in the nose gear assembly is a hydraulic steering unit which acts as a conventional shimmy damper when the steering mechanism is not engaged. NOSE GEAR GROUND SAFETY LOCK. A ground safety lock may be inserted in the nose gear assembly to prevent collapsing of the nose gear on the ground, (See figure 1-20.) The lock has a conventional warning streamer and must be removed before flight. Note No ground safety locks are provided for the main gear, as weight of the airplane on the main gear prevents accidental release while the airplane is motionless. LANDING GEAR CONTROLS. LANDING GEAR HANDLE. The landing gear handle (35, figure 1-6) electrically controls the landing gear and gear door hydraulic selector valve. The control handle has three positions: up, COMBAT (neutral), and Down. When the gear is down and locked and the weight of the airplane is on the gear, a ground safety switch prevents gear retraction if the gear handle is inadvertently moved to UP. The fairing doors are not controlled by this switch and will follow their normal *-86A-1 Airplanes 4F-86A-5 Airplanes AF48-129 through -254 sequence, opening when the control handle is moved to UP, thereby warning the ground crew that the gear handle is in the wrong position for ground operation. The ground safety switch can be intentionally over- ridden by use of the landing gear emergency-up button when the gear handle is in Up and the weight of the irplane on the gear, On some airplanes, the gear handle is connected to the wing slat lock lever, either hydrauli- cally® or mechanically, so thac when the gear handle is moved to the DOWN position, che slat lock lever is simultaneously moved to UNLOCK, thus ensuring that the slats will be unlocked for take-off and landing. LANDING GEAR EMERGENCY RELEASE HANDLE. If landing gear fails ty cower normally, it may be lowered by use of the landing gear emergency sclease handle (figure 1-21), atthe bottom of the center pedestal. When the release handle is pulled to full ex- tension, the main gear and all gear doors are mechan cally unlocked. As long as che handle is held extended, the landiag gear hydraulic valves are held in position to lower the landing gear. If hydraulic pressure is available and the emergency release handle is held fully excended uacil che down safe lights are on or for atleast 1 seconds, all three gear will extend and lock down. If hydraulic pressure is not available, the main gear ‘will fall fee when the release handle is pulled. How- exer, the hydraulic emergency selector valve must be placed at Nose GEAR and pressure supplied with che hand-pump to unlock the nose gear uplocks and force the nose gear down. LANDING GEAR EMERGENCY-UP BUTTON. I ig necessary to collapse the geaf on the ground (because of insufficient runway in which to stop the airplane), the landing gear ground safety switch can be overridden by use of a guarded emergency-up push-button switch (38, figure 1-6), located above the landing gear handle. When the gear handle is at UP and the emergency-up burton is depressed, the ground safety switch is Figure 1-20 a2 RESTRICTED‘SECURITY INFORMATION-RESTRICTED. Section 1 ‘AN 01-60JLA-1 by-passed and the gear is retracted hydranlically in the ‘normal manner, except that the gear fairing doors may not have sufficient time to fully open. This system is operable only if hydraulic pressure is available, and the button must be held depressed uncil the gear retracts. ‘The baccery-starter switch must be at BATTERY to make the emergency-up button effective when the generator is not operating on F-86A-1 Airplanes. LANDING GEAR INDICATORS. LANDING GEAR HANDLE UP INDICATOR LIGHT. The gear handle up indicator light (3, figure 1.6) is located on the instrument panel of s few F-86A-5 Airplanes,* and is located on the left forward console of F-86A-l Airplanes and the remainiog F-86A-5 Air- planes. The light illuminates whenever the gear handle is inthe UP position, remindiag the pilot s9 sewuea the handle to compar after the gear unsafe warning light oes out. On lace aizplanest the lighe cam be tuened «0 vary the brightness. Ifthe handle is left at ur in flight, negative loads may actuate the gear sequencing switch and cause the doors to cycle, which could cause severe damage if it happened at high speeds. On the ground, the ground safety swiech will peevene gear retraction if the gear handle is moved to uP; however, if the airplane is taxied on rough ground, the gear struts may excead ‘enough to allow the gear ground safety switch to open and permit the gear t0 fold. | i (i {CANOPY EMERGENCY RILEAS F964) AIRPLANES {CANOPY DECUTEN HAND (RE4A.5 AIRPLANES [enon] Moving the landing gear handle when air- speed is above 185 kaots TAS may cause the wheel doors to cycle, and, at high speeds, the doors could be tora off. LANDING GEAR POSITION INDICATORS. The position of the landing gear is indicated by three green lights and one red light (Figure I-14), located on the lefe forward coosole. The chece green lights, one for each ‘gear, indicate when each respective gear is down and locked. The red light illuminaces if the gear is ia any position other than down and locked or up and locked, if the gear is up and locked and the throttle is eetarded below minimum cruising rpm, or if che gear is up and locked ana any gear daa is not completely closed. LANDING GEAR WARNING HORN. A warning horn in the cockpit sounds if the gear is in any position other chan down and locked when the throttle is re- tarded below minimum cruising power. A hora cutout burton (figure 1-14), mounted below che landing gear position indicator Tights, is provided ta silence the hor ‘Advancing the throttle past minimum cruise zpm will automatically reset the boca circuit, “"F-86A-5 Airplanes AFA8-129 through -164 H-86A-5 Airplanes AF49-1067 and subsequent if | landing gear | Me Smet Figure 1-21 RESTRICTED 33Soction | SECURITY INFORMATION-RESTRICTED AN 01-60J1A-1 NOSE WHEEL STEERING. Nose wheel steering is electrically engaged, hydraulic cally powered, and controlled by rudder pedal action. Steering is accomplished when a button on the control stick grip is depressed and the rudder pedals are op- ecared to control a hydraulically operated nose wheel steering unit, This unit allows the wheel to be turned approximately 21 degrees each side of center by pressure fon the respective rudder pedal. When nor engaged for steering, the unit serves as a conventional hydraulic shimmy damper, A safety switch, mounted on the nose whee! steut scissors, prevents engagement ofthe steering wait whenever the Weight of she airplane is off the nose gear. NOSE WHEEL TOWING PIN RELEASE. The nose ‘wheel towing release pin is located on the left side of the nose gear strat, just above the wheel fork. For tow ing the airplane, the pin is disengaged. This disconnects the steering unit damper, allowing the wheel to swivel. “Therefore, make sure the safety cap is on before flight; this will ensure thae the pin is engaged. NOSE WHEEL STEERING CONTROL. NOSE WHEEL STEERING BUTTON. The push- button type nose wheel steering switch (Figure 1-18), con the control stick grip, actuates a shutolf valve £0 supply hydeaulic pressure to the nose gear steering nic, In order to engage the steering wait, che button must be depressed and the rudder pedals aligned in the direction the nose wheel is curned, When the nose wheel and rudder pedals are coordinated in this manner, the nose wheel steecing unit is automatically engaged. Note The nose wheel unit will not engage if the nose wheel is more than 21 degrecs either side ‘of center. If the nose wheel is turned more than. this, ic must be brought within the steering range by use of the wheel brakes. WHEEL BRAKES SYSTEM. ‘The power boost wheel brakes are operated by toe action on the rudder pedals. On early airplanes,® the brake system is separate from the utility hydraulic sys- xem, having its own fluid supply. Boost pressure for brake control is provided by che hydraulic boost system. ‘When the brakes are applied, hydraulic fluid flow is re- stticted, causing a back pressure at the boost cylinder piston to build up and aid in brake application, Note On F-86A-1 Airplanes, application of brakes in fight will cause a severe G pull-up due t back pressure in the hydraulic boost system, ‘which acts on the aileron boose cylinder pistons to deflect both ailerons up. Gn laser airplanes; * fluid and pressure for brake contral ace supplied by the utility hydraulic system. Beake boast pressure is metered (0 the brakes when toe pressure is applied to the rudder pedals, The harder the pedals are depressed, the more the brake pressure is built up. If n0 pressure is available feom the hydraulic system, che brakes will funceion through conventional action of the brake master cylinders when toe pressure is applied to the rudder pedals. - PARKING BRAKE HANDLE. ‘The parking beake handle (40, figure 1-6) is located on the left side of the cockpit, above the landing gear con- ‘col. To set the parking brakes on early airplanes is necessary to pull the handle part way out, press hard on the toe pedals, and then pull che handte fall out before releasing the toe brake pressure. To release brakes when boost is not available (engine off) after they have been set with power boost (engine running), ie is necessary to push ia the parking brake handle rather than depress the toe pedals. To set the parking brakes on later airplanes, ie is necessary eo depeess the te pedals, pull the handie full out, and release the toe pedals. When the toe pedals are depressed, the brakes are released. If the brakes do not release easily, the toe pedals should be pressed hard and the handle pushed all the way i INSTRUMENTS. ‘Mose of the instruments are of the electrical type and are located on the instrument panel (gues I-6 and 1-7). Power. for these instruments is received from the a-¢ and/or dec electrical systems. The tachometer and ex- hause temperature gage, however, are self-generated in- struiments and, as such, do not require power from the airplane elecrrical system, Ain electric (d-c power) auto- inatic vibrawt is mounted on the forward side of the instrument panel to prevent instrument fag or sticky pointer indication. AIRSPEED INDICATOR. ‘The airspeed indicator (37, figure 1-6; 28, figure 1-7) is conventional with the addition of a maximum airspeed indicating mechanism that automatically denotes the maximum allowable airspeed for the existing flight altitude. The @uorescent pointer registers indicated air- speed; the red pointer, maximum allowable airspeed. ‘The indicator is preset for the limiting Mach number of the airplane, and the red pointer moves ro indicare the airspeed corresponding to the limiting Mach num- ber or limit airspeed, whichever is less, at the existing flight aleieude. Clockwise movement of the red pointer is limited by a stop which is preset at 580 knots, the limiting airspeed for low altitudes. When the two “F-86A-1 Airplanes and F-86A-5 Airplanes ‘AF48-129 through -316 }F-86A-5 Airplanes AF49-1007 through -1339 34 RESTRICTED