Professional Documents
Culture Documents
FLIGHT MANUAL
USAF SERIES
A-lOA
AIRCRAFT
Serno 75-00258 and subsequent
20 FEBRUARY 1983
CHANGE 8 15 MARCH 1988
TO lA-lOA-l
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES NOTE: The portion of the text affected by the changes is indicated by a vertical line in the outer
margins of the page. Changes to illustrations are indicated by miniature pOinting hands .
Changes to wiring diagrams are indicated by shaded areas .
A Change 8 USAF
TO 1A-10A-1SS-72 TO 1A-10A-1
TABLE OF CONTENTS
AND
ii
TO 1A-10A-1
to equipment within 10 days by mail. The cover page local purchase procedures and are listed in the
of the flight manual and the title block of each safety Federal Supply Schedule (FSC Group 75, Office Sup-
supplement should be checked to determine the effect plies, Part I). Check with your supply perso nnel for
they may have on existing supplements . assistance in procuring these item s.
Each flight crew member is entitled to personal An operating procedure. technique. etc .,
copies of the flight manual, safety supplements, which is considered essential to emphasize .
operational supplements. and checklists. The required
quantities should be ordered before you need them to YOUR RESPONSIBILITY - TO LET US
insure their prompt receipt. Check with your publica- KNOW
tion distribution officer - it is his job to fulfill your
T .O. requests . Basically, you mu st order the required Every effort is made to keep the flight manual cur-
quantities on the appropriate Numerical Index and rent. Review conferences with operating personnel
Requirement Table (NIRT). T .O. 00-5-1 and 00-5-2 and a constant review of accident and flight test
give detailed information for properly ordering these reports assure inclusion of the latest data in the
publications. Make sure a system is established at manual. \Ve cannot correct an error unless we know
yo ur base to deliver these publications to the flight of it s existence. In this regard. it is essential that you
crew immediately upon receipt . do your part. Comments. corrections. and questions
regarding this manual or any phase of the flight
FLIGHT MANUAL BINDERS manual program are welcomed. These should be for-
warded through your command channels on AF
Looseleaf binders and sectionalized tabs are available Form 847 to: SM-ALC / MMSRB. \1cClelian AFB.
for usc with your manual. They are obtained through California 95652 .
Change 8 iii
TO lA-lOA-l
TCTO IDENTIFICATION
The following TCTOs affecting A-lO Airplanes are covered in this manual. This is not a complete listing and
only includes TCTOs listed by number directly affecting this manual. Refer to the Numerical Index and
Requirement Table (TO 0-1-1-5) for complete listing of TCTOs for these airplanes.
DISPOSITION
TO NUMBER SECTION SUBJECT
lA-10-649 I, II Install AAU-34/ A Altimeter
1A-10-670 I Revise Cabin Air Distribution System
1A-10-764 I, II, III, V Chaff/Flare Dispensers
lA-1O-831 I Modification of Emergency Canopy Actuator Un-
lock Assembly
1A-lO-869 I APU Ground Shutoff
1A-10-883 I Addition of Time Delay in Jam Indication Sys-
tem
1A-lO-90l I Modification of Wing Flap Control System
1A-lO-932 I, III, VI Incorporation of HARS/SAS Attitude Validity
Assembly into A-10 Aircraft
1A-1O-975 I, II, III Incorporation of An Inertial Navigation System
in A-lO Aircraft
1A-10-986 I Continuous Ignition During Stall Warning and
Gunfiring
lA-10-l059 Installation of GFU-l6A Gun Gas Diverter Sys-
tem, A-lOA Aircraft and GA-10A
1A-10-l084 I Installation of Canopy Jettison Handle Decal,
A-lO Aircraft
1A-10-l087 I New Air Force Serial Numbers for Option IX
A-10 Aircraft
1A-lO-1154 I, III, V, VII Installation of TF34-GE-100A Engines and Re-
placement of Aircraft Cockpit Engine Temper-
ature Indicators A-lOA Aircraft
1A-10-1158 I, II, V Installation and Operational Checkout of the
Turbine Engine Monitoring System (TEMS)
Line Replaceable Units (LRU), A-lOA Aircraft
1A-lO-1170 I Reconfiguration of Cockpit Right Console
lA-10-1176 I, II Installation of Airborne Video Tape Recorder
(A VTR) and Cockpit Television Sensor (CTVS)
Retrofit
lA-lO-l177 I, II, V Incorporation of Self Defense Air-To-Air AIM-9
Missile Capability, A-10 Aircraft
lA-lO-1186 I Modification of Air Refueling Line
lA-lO-1195 I Installation of Electroluminescent Formation
Lights
lA-lO-1216 I Modification of Canopy Jettison Handle
lA-10-1227 I Alternate Closure of 65PSI Valve, A-10 Aircraft
lA-10-1228 I Install a "SEAT NOT ARMED" indication sys-
tem on ACES II Ejection Seats, A-lOA and
OA-10 Aircraft
lA-10-1243 I, II Installation of Air Force Seawater Activated Re-
lease System (SEAWARS), A-10 ACES II
Parach utes P /N J 114-509-517
1A-IO-1250 A-10 Stall Warning for Approach and Landing
lA-10-1267 Install HAVE QUICK II on A-10 Aircraft
iv Change 8
T.O. 1A-10A-1
EFFECTIVITY PAGE
8J Aircraft serno 81-0939 (81-0001 not modified by T.O. IA-IO-1087) and subsequent and those modified by
T.O. IA-IO-986.
[ill Aircraft sernos 75-00280 through 77-0226 not modified by T.O. IA-IO-764.
~ Aircraft serno 76-0519 and subsequent and those modified by T .O. IA-IO-649 .
~ Aircraft serno 76-0521 and subsequent and those modified by T.O. IA-IO-649.
~ Aircraft serno 76-0535 and subsequent and those modified by T.O . IA-IO-869.
!TIl Aircraft serno 77-0177 and subsequent and those modified by T.O. IA-IO-83\.
llil Aircraft serno 77-0227 and subsequent and those modified by T.O. IA-IO-764.
Change 7 v
TO lA-lOA-l
[gJ Aircraft serno 79-0167 and subsequent and those modified by TO 1A-10-975 or TO 1A-10-975D.
[§J Aircraft serno 79-0167 and subsequent and those modified by TO 1A-1O-883.
[EJ Aircraft serno 79-0167 and subsequent and those modified by TO 1A-10-932.
167 1 Aircraft serno 80-0178 and subsequent and those modified by TO 1A-10-976.
rnIJ Aircraft serno 80-0255 and subsequent and those modified by TO 1A-10-901.
[]!J Aircraft serno 78-0582 and subsequent and those modified by TO 1A-1O-1108.
11031
~--'
Aircraft modified by TO 1A-1O-1177.
I 1105 1
1106 1
Aircraft modified by TO 1A-10-l243.
vi Change 8
TO lA-lOA-l
~, f ."
A 10A
AIR SUPPORT ATTACK AIRCRAFT
~
I. ,l: I
I
l - IOA-I-)O
Figure 1-\
vii/(viii blank)
T.O. 1A-10A-1
SECTION I
TABLE OF CONTENTS
The Aircraft . . . ..... . . .............. 1- 1 Oxygen System . . . . . . . . . . . . . . . . . . .. 1-56
Engines . . . . . . . . . . . . . . . . . . . . . . . . .. 1-3 Environment System . . . . . . . . . . . . . . . . . 1-58
Fire Extinguishing System . . . . . . . . . . . . . 1-11 Flight Instruments . . . . . . . . . . . . . . . . . .. 1-67
Auxiliary Power Unit. . . . . . . . . . . . . . . .. 1-12 Standby Flight Instruments . . . . . . . . . . . . 1-77
Aircraft Fuel System . . . . . . . . . . . . . . . .. 1 -1 3 Communication/Navigation . . . . . . . . . . .. 1-77
Electrical Power System . . . . . . . . . . . . .. 1-20 Lighting System . . . . . . . . . . . . . . . . . . .. 1-141
Hydraulic Power Supply System . . . . . . . . 1-24 Armament System . . . . . . . . . . . . . . . . . . 1-1 50
Landing Gear System . . . . . . . . . . . . . . .. 1-25 Head-Up Display System . . . . . . . . . . . . . . 1-152
Nosewheel Steering System . . . . . . . . . . . 1-28 Gunsight Camera System . . . . . . . . . . . .. 1-168
Wheel Brake System. . . . . . . . . . . . . . . . . 1-28 Cockpit Television Sensor/Airborne
Primary Flight Control System . . . . . . . . .. 1-29 Video Tape Recorder System . . ....... 1- 168
Manual Reversion Flight Control TV Monitor System . . . ... ... . .. .... . 1- 168
System .... . . .. .. . .. . . . .. .. . .. . . 1-40 Target Identification Set Laser . .... . . .. 1-168
Secondary Flight Control System . . .... . 1-43 Chaff/Flare Dispensing System . . . . . . . .. 1-168
Boarding Ladder . . . . . . . . . . . . . . . . . . .. 1-46 Electronic Countermeasure
Canopy . . ... . .... .. . .. . . . . ... ... . 1-48 System ....... . ......... .. . .. ... 1-1 68
Ejection Seat . . . . . . . . . . . . . . . . . . . . .. 1-52 Servicing Diagram. . . . . . . . . . . . . . . . . .. 1-1 71
Change 1 1-1
~
,
N GENERAL ARRANGEMENT DIAGRAM
FIRE
EX TI NG UISHE R
BOTTLES~
AILERON I SPEED
BRAKE
LEFT MAIN
TA NK (AFT)
RIGHT WING
TA NK
SINGlE-
LEFT WING
POINT
TANK
REFUELING
GAU-SA GUN
T.O. 1A-10A-1
armament system includes a high fire rate 30mm condition would be a scramble takeoff where takeoff
seven-barrel gun with ammunition stored in a drum. is accomplished shortly after engine start. Maximum
A variety of stores are carried on II pylons, 4 on droop occurs approximately 10 seconds after the
each wing and 3 on the fuselage . throttle is advanced from IDLE to MAX. After ap-
AIRCRAFT DIMENSIONS proximately 4 minutes of operation at MAX thrust,
power output returns to normal. Elimination of
The overall dimensions of the aircraft under normal
thrust droop can be observed on the engine fan speed
conditions of gross weight, tire and strut inflation are
indicator. Thrust will increase as fan speed increases .
as follows:
Overall length 53 ft 4 in. ~ TURBINE ENGINE MONITORING SYSTEM
ITEMS)
Wing span 57 ft 6 in.
The turbine engine monitoring system (TEMS) pro-
Horizontal tail span 18 ft 10 in. vides a means for supporting the on-condition
maintenance concept for the TF34-IOOA engine in-
Height to top of fin 14 ft 8 in. stalled on t he A-lOA aircraft. I nformation is pro-
vided to the system electronic processor unit (EPU)
Wheel base 17 ft 9 in. automatically whenever the engine is operated . I f any
engine operation limit is exceeded, or when the
Wheel tread 17ft3in. TEMS DATA switch is pressed, a frame of data is
Refer to Section II for minimum turning radius and recorded. An overlimits event will be displayed on
ground clearance dimensions. the umbilical display unit (UDU), located in the
nosewheel well. This data is provided in code form
AIRCRAFT GROSS WEIGHT for the technician or pilot to determine engine condi-
The aircraft operating weight is approximately 28,000 tion . The codes are provided in figure 2-9.
ENGINE OIL SYSTEM
I
pounds. This weight includes pilot, gun (full of am-
munition), 11 empty pylons, oil, windshield wash, and The engine oil system is self-contained and all the oil
unusable fuel. Refer to Section V for gross weight supp lied is used for lubrication and cooling . Usable
limits. For specific aircraft weight, refer to Weight and oil capacity is 5.6 quarts, and maximum oi l consump-
Balance Data. T.O. 1-1 B-40. tion is 0.5 pints / hr . An oil pressure indicator and an
independent light on the caution li ght panel monitor
ENGINES oil pressure of each engine. Oil grade and spe(ifica -
The aircr.aft is powered by two General Electric tion tl) be used arc co\ered ill the senicing diagram,
figure 1-71.
TF34-GE - 100i [2] -100A engines (figure 1-3). Sea
level, standard day, static thrust for an installed Engine Oil Pressure Indicators
engine is approximately 8,900 pounds at maximum An oil pressure indicator (~I, figure FO - I) i~ pro-
thrust. The engine incorporates a single-stage bypass \ided for each engine. They indicate oi l pressure in
fan and a 14-stage axial flow compressor. Bypass air psi, and are powered by the 26 V in\lrUlllent
produces over 85070 of engine thrust. Therefore, t ransforll1er bus .
engine fan speed is the best indication of thrust.
Engine Oil Pressure Caution Lights
Variable inlet guide vanes automatically modulate
An engine oil pressure caution light (independenl of
throughout the engine operating range. An accessory
the oil pressure indicators) (figure 1-65) , on the cau-
gearbox drives a hydraulic pump, fuel pump and fuel
tion light panel, is provided for each engine . The
control, oil pump, and an electric generator. An air
lights are placarded L-ENG OIL. PRESS and
bleed for aircraft systems is provided. Engine ac-
R-ENG OIL. PRESS and will come Oil if the pressure
celeration time from IDLE to MAX thrust will be
is less than n.5( ± 2.5) psi. ft.J~cJ 'W-!~ f ~- ''1
approximately 10 seco nds at sea level. Engine thrust
droop results from differential expansion of the ENGINE FUEL SYSTEM
engine turbines and casings during transients from The engine fuel system (figure FO-4) pro\idcs fuel re-
low to high thrust operation. The duration and extent quired for combu stion, cOl1lrols engine variable
of the thrust droop is dependent upon the rate / range geometry actuation, and provides engine oil cooling.
of throttle movement. Thrust droop is decreased if Fuel is supplied to the engine fuel pumps, where it is
the engines have been idling for a period of time. pre~ s urized and directed to Ihe fuel control. From the
Thrust droop is further decreased if the engines have fuel cont ro l, metered fuel passes 1hrough 1ill' engi ne
been run up before takeoff. An example of the worst oil cooler to the dislribution vahc.
Change 7 1-3
T.O. 1A-10A-1
TF-34 ENGINE
FAN COMPRESSOR
PRESSURE
TURBINE
LOW
PRESSURE
TURBINE
ACCESSORY DRIVES
T-ICA- 1-32
Figure 1-3
ENGINE FUEL CONTROL The fuel control also prevents compressor discharge
pressure from exceeding structural limits of the
Th e engi ne fuel control (figure FO-4) is a hydro- compressor. At sea level static, this limit is normally
mechanica l type which modulates fuel flow to encountered at maximum power when engine inlet
maintain a constant core speed as called for by temperature is 0 of or colder. The limit can also be
throttle position. An electrical control unit regulates encountered on a standard day at sea level above
fuel flow at maximum power to maintain ITT limits. approximately 330 knots. In this case it will not be
In the event of an ITT control unit electrical failure, possible to obtain rated ITT. The fuel control
the sys tem can be disabled with the engine fuel flow automatically controls the position of the compressor
sw itch . In this mode, the engine will be speed- inlet guide vanes and the first five stator stages to
co ntroll ed throughout the entire range of operation, prevent compressor stall . The engine fuel control
requiring pilot monitoring to prevent engine does not require electrical power, but the ITT control
overt em perat ure . unit is powered by the auxiliary AC essential bus.
1-4
T.O. 1A-10A-1
Engine Fuel Flow Indicators Engine speed is normally controlled by the throttle.
Under certain flight conditions, the engine fuel con-
A fuel flo" indicator (43, figure FO-I) is provided trol overrides the throttle to protect the engine from
for each engine. They show fu el flow in pounds per ovcrtemperature, overpressure, and compressor stall.
hour. The indicators a re powered by the right AC
bus. Switches and controls located on the throttle are as
shown on figure 1-4.
Engine Fuel Flow Switches
Throttle Friction Control
Two engine fuel flow switches (figure 1-4), one for
each cngine, are located on the engine co ntrol panel. Throllle friction for both throttles is controlled by
These switches are placarded ENG FUEL FLOW L means of the friction control located on the throttle
and R and each ~\\itch has two positions, placarded quadrant (figure 1-4).
NORM and OVERRIDE. With the switch in NORM,
the engine fuel flow' is scheduled on the basis of ENGINE IGNITION SYSTEM
throttle position and limited to the m ,j ximum power
trim setting hy the ITT amplifier. In the event of an Ignition is supplied by two ignitors in each engine.
ITT amplifier failure, the temperature control sy~tem The ignition ignitors are powered hy the AC essential
can be deactivated by placing the appropriate switch bus and actuated by DC powered relays. The ignitor
in OVERRIDE. \Vhen this is donc, the engine will be circcits are protected by two ENG IGNITOR (LlR-1
speed controlled by I he t hroltle posit ion alone. Selec- and L/R-2) circuit breakers. Each circuit breaker pro-
tion of OVERRIDE when ITT is below the maximum tects an ignition circuit in each engine; therefore. to
power trim setting will produce no change in engine totally disable the ignition circuit to one engine, it IS
operation. The engine fuel flow switches are powered necessary to open both circuit breakers.
by the auxiliary AC essential bus.
Engine Ignition Controls
The ignition system is pilot-actuated through throttle
THROTTLES
position (IDLE. core rpm below 56aJo) [I] ~, the
ignition button W [IT], or by the IGN function of
A mechan:cal throll!e (figure 1-4) controls the opera- the engine operate switch ITIJ (figures 1-4 and 1-5).
tion of each engine . Each throttle has three positive
stop positions placarded OFF, IDLE, and MAX. To
On IIJ. ignition is provided to both engines while
the gun trigger is depressed to the second detent and
move from OFF to IDLE the throttle is raised and
moved forward to the first stop position. To mOve to
for 30 seconds after gun trigger release. On GJ, ig-
nition is provided to both engines \'ihile the gun trig-
OFF the throttle is retarded to the IDLE stop, then ger is depressed to the second detent or during ac-
raised and moved aft to OFF , The DC fuel pump is tivation of stall warning chopped tone, and continues
energized when either throttle is positioned to IDLE for 1 second after gun uigger release or termination
or above, and there is no pressure from the left of stall warning .
main tank boost pump. On [i] and ~, when the
throttle is at IDLE stop, the following actions take
BLEED AIR SYSTEM
place provided engine core rpm is below 56~o, and
I electrical power and an air source are available.
Bleed air
a ground
from each engine, from the APU, and from
receptacle are routed to a common
• ATS valve opens causing the manifold (figure 1-7). The bleed air supply system
ENG START CYCLE light to come on furnishes air for the following:
• Both en gine bleed air shutoff valves open • Environment control system
• Ignition is supplied to the engine • Windshield rain removal and wash system
Change 6 1-5
T.O . 1A-10A - 1
MISSILE
REJE CT/U NCAGE THROTTLE
SWITCH FRICTION CONTROL
*TIME SHARED FUNCTION
l- I OA- I-3
Figure 1-4
1-6
T.O. 1A-10A-1
-'1
~
---IGNITION
PROVIDED TO OLD AUTO MANUAL I
ENGINES START ~
-
621
START
- - - - --+-- - - - - -- -- --+--
NEW AUTO START ~
._-- - - - - - _._ - - _ . __ .
BY THROTTLE THROTTLE IN IDLE IF IGNITION NOT PROVIDED THROTTLE IN IDLE IF ENGINE CORE RPM IS BELOW
POSITION ENGINE CORE RPM IS 56 %
I I BELOW 56 %
-;; BU~TON-;-T;;;VIDED WHEN BUTTONS ARE PRESSED AND IGNITION NOT PROVIDED . THESE BUTTONS ARE USED
r I
ON THROTTLE FOR 30 SEC . AFTER BUTTONS ARE RELEASED , FOR CHAFF/FLARE DISPENSING . I
1
REGARDLESS OF THROTTLE POSITION, RPM OR
L
Ii
I S-Y ENGINE II IGNITION NOT PROVIDED ' - -- + -P'-R-O-V-ID- E-D- W-H- E-N- E
-N-G
- INE OPERATE SWITCH IS
I OPERATE i PLACED IN IGN AND FOR 30 SEC. AFTER SWITCH IS
L SWITCH I ~~~ASED . REGARDLESS OF THROTTLE POSITION OR I
Figure 1-5
• Anti-g suit The fire detect / bleed air leak test button (figure I-o S)
is a pu sh-to-test button, placarded FIRE DETECT
• External tank pressurization. BLEED AIR LEAK TEST. Depress ing the swi tch
checks the bleed air sensors, fire detection senso rs,
Each of the above system s is described in detail and associated warning lights. If the circuit is intact,
under the respective section s. Bleed air supplied from BLEED AIR LEAK caution light on the ca ution light
th e engine is controlled by a shutoff valve adjacent panel and the MASTER CAUTION, FIRE (L ENG)
to each en gi ne. Both valves are opened or closed PULL, FIRE (R ENG) PULL, FIRE (APU) PULL
simultaneously by the bleed air switch. Bleed air lights will come on. The test button is powered by
from the APU and / or ext ernal source is not con- the auxiliary DC essential bus.
trolled by the bleed air switch.
Bleed Air leak Caution light
A temperature senso r is provided adjacent to the
manifold for bleed air leak detection. The bleed air The bl eed air lines upstream from the precoo ler are
leak detection system is powered by the auxiliary AC monitored by a leak detection system. Upon se nsing
esse ntial bus. a temperature of 400 °F or more , the system respond s
by activating the BLEED AIR LEA K caution light
Bleed Air Switch on the caution light panel (figure 1-(5).
The bleed a ir switch (figure 1-30), on the environ - ENGINE OPERATE SWITCHES ~
mental panel, is a two-position lever-locked switCh,
with positions placarded BLEED AIR and OFF. Two engine operate switches (figure 1-4), one for
BLEED AIR opens both engin e bleed air valves and each engine, are located on the engine control panel.
will provide bleed air to any bleed air system selected These lever-locked switches are placa rded ENG
by appropriate controls. OFF closes the valves except OPER Land R, with each switch having two
during engine start. The switch is powered by the DC positions placarded NORM and MOTOR . NORM is
essential bus. used during normal engine operation and for engine
1-7
T.O. 1A-10A-l
starting. MOTOR is used for air-purging of excessive ENGINE OPERATE SWITCHES 1451
fuel, cooling the engine, or manual starting. When
the switch is moved to MOTOR, the following ac- Two engine operate switches (figure 1-4), one for
lions are accomplished, provided electrical power and each engine, are located on the engine control panel.
an air source are available: These switches are placarded ENG OPER Land R,
with each switch having three positions placarded
• AT5 valve opens causing the ENG 5T ART IGN, NORM. and MOTOR. The switches are spring-
CYCLE light to come on loaded from IGN to NORM positions. The switches
must be raised \-vhen moving between NORM and
• EC5 shutoff valve closes MOTOR. Momentarily placing the engine operate
switch to IGN will supply ignition to the <.:orrespond-
• Both engine bleed air shutoff valves open . ing engine for 30 seconds. regardless of the throttle
position or engine core rpm. NORM is used during
NOTE normal engine operation and for engine starting.
MOTOR is used for air-purging of excessive fuel,
• The throttle must be in OFF or IDLE in cooling the engine. or manual starting. When the
order to motor the engine . switch is moved to MOTOR. the following actions
are accomplished, provided electri<.:al power and an
The engine operate switches are powered by the DC air source are available:
essential bus.
• AT5 valve opens causing the ENG 5T ART
ENGINE OPERATE SWITCHES ~ CYCLE light to come on
Two engine operate switches (figure 1-4), one for • ECS shutoff valve closes
each engine, are located on the engine control panel.
These lever-locked switches are placarded ENG • Both engine bleed air shutoff valves open.
OPER Land R, with each switch having two posi-
tions pla<.:arded NORM and MOTOR. NORM is used NOTE
during normal engine operation. MOTOR is used for
engine starts, air-purging of excessive fuel, and cool-
• The throttle must be in OFF or IDLE in
ing the engine. When the switch is moved to
order to motor the engine.
MOTOR, the following actions are accomplished,
provided electrical power and an air sour<.:e are
The engine operate switches are powered by the DC
available:
essential bus.
• ATS valve opens causing the ENG START
CYCLE light to come on
ENGINE START SYSTEM
• ECS shutoff vahe closes
Engine starts require low pressure air to power the
• Both engine bleed air shutoff valves open. A T5 unit mounted on the engine. Air may be ob-
tained from the following sources:
NOTE
• APU
• The throttle must be in OFF or IDLE in
order to motor the engine. • Crossbleed air from an operating engine (85070 core
rpm minimum)
The engine operate switches are powered by the DC
essential bus . • External pneumatic power unit.
1-8
...., ENGINE START
.... r -______ ~A~ _ _ _ _ _ _ _\ ~
o
SYSTEM L ENG EN G OPER ENG OPER
IGN BUDON LEFT ENGINE
L NOR M L IGN
(ON THRODLEI , -.".,
L ENGINE I' ,
1':" I', ( (J> NORM
THROTILE SWITCH \ 1 ) I
,- / \-1
T MOTOR ____
I
MO TOR l
DEENERGIZED I
AUTOMATICALLY
WHEN ENGINE
IS SELF SUFFICIENT
mrm
CLOSES VALVE
REGA RDLES S OF
SWITCH POSITION
DEENERGIZED TO OPEN
VALVE REGARDLESS
OF SWITCH POSITION
NOTE DURING ENGI NE START
APU
AN ELECTRICAL INTERLOCK BLEED AIR START
ARRANGEMENT IN THE
AIR TURBINE CIRCUIT
PREVENTS STARTING BOTH (J> @-----
ENGINES AT THE SAME TIME OFF OFF
DEENERGI ZE D TO OPEN
VA LVE REGARDLESS
OF SWITCH POSITION
DURI NG ENG INE START
CLOS ES VALVE
REGARDLESS OF
~~G~ SWITCH POSITION
mrm
DEENERGIZED
AUTOMA TI CALLY
WHEN ENGINE
IS SELF SUFFICIENT ~ ENG OPER :
: R NORM :
R ENGINE ..J, I
It"", t ,-;-, I
THROTTLE SWITCH \~~ :~f' I
R ENG \ / I
RIGHT ENGINE
IGN BUDON MOTOR _I
(ON THROTILEI
' - - - - - v r - - - ' '-v--'
rnWl rm
T.O. 1A-10A-1
[ill aircraft contain a manual sta rting system. This Engine Interstage Turbine Temperature Indicators
requires that the engine o perate switch be positioned
to MOTOR, ignition button depressed, and throttle An ITT indicator (39, figure Fa-I) is provided for
in IDLE. each engine . The indicators di splay the tempera ture
between the high and low pressure turbin e ~ections in
[TIl aircraft contain an a utomatic engine starting degrees C. A warning flag placarded OFF will appear
system . Automatic engine sta rting will be initiated in a window to indicate power loss . The indicators
when the throttle is mo ved to IDLE, provided the are powered by the auxiliary AC es~ential bu s.
engine core rpm is below 560-/0, electrical power and
a n air so urce are available. The following events Engine Overheat Caution Lights
occur: An engine overheat caution light (figure 1-65), on the
caution light panel, is provided for each engine. The
• ATS valve opens, allowing engine to rotate lights are placarded L ENG HOT and R. ENG HOT
and will come on if the ITT indicator exceeds 835 °C /
• ECS shutoff valve closes
~ 880°C.
• Both engine bleed air shu toff va lves open FIRE EXTINGUISHING SYSTEM
• Ignition is suppli ed for a minimum of 30 seconds The fire extinguishing system is available to both
engines and to the APU compartment / area . It
• Fuel is provided after engine start s to rotate consists of fire extingu is hing agent stored in two
independently actuated press uri zed bottles located in
• A TS va lve closes 10 seco nds after engine reaches the fuselage. Either bottle may be di scharged to
56~0 core rpm either engine nacelle or the APU compartment / area
by pulling the appropriate fire hand le a nd actua t ing
• ECS valve opens 10 seco nds after engine reaches the discharge switch. The system is dearmed by
56~0 core rpm pushing the appropriate fire hand le in. The fire
extinguishing system operates on battery bus power .
• Both engine bleed air shutoff valves close 10 However, fire detection and fu el/ bleed air shu toff
seco nds after engine reaches 560:10 core rpm. functions require auxiliary DC essential a nd DC
essential bus power.
Engine Start Cycle Caution Light
NOTE
The engine start cyc le caution li ght (figure 1-65), on
the caution light pa nel, is pl aca rded ENG START • Extinguishing agent will no t put o ut an
CYCLE and will come on whenever the A TS valve is engine core fire as it docs not discharge
opened. into the core. Extingui shing agen t shou ld
be used if the fire li ght comes o n , indicat-
Engine Core Speed Indicators ing fire in the engine nacelle .
An engine core speed indicator (40, figure Fa-I) is FIRE DETECTION SYSTEM
prov ided for each engine. The indicators display the
speed of the compressor core in percent rpm. The Fire detection is provided for in both engine nace lles,
system is independent of the aircraft electrical system and in the APU area by continuous temperature-
except for in strume nt lighting purposes . sensitive elements . The fire warning light in the ap-
plicable left or right engine fire hand le will come o n
Engine Fan Speed Indicators when the entire sensor element is heated to app rox-
imately 650°F. The APU fire and overheat system is
A fan speed indicator (42, figure Fa-I) is provided similar to the engine fire sys tem except th at the warning
for each engine. The indicators display the fan speed light is in the APU fire handle. The APU fire detection
in perce nt rpm and are powered by the auxiliary AC includes coverage for the adjacent hydraulic , fuel,
essential bus .
Change 6 1-11
T.O. 1A-10A-1
electrical, flight control and environmental control Fire Extinguishing Agent Discharge Switch
subsystems equipment installed in the fuselage be-
tween the fuel tank aft bulkhead and the frame aft The fire extinguishing agent discharge switch (II,
of the APU. Both systems are powered by the aux- figure FO-I), placarded FIRE EXTING DISCH, is
iliary DC essential bus. The system is tested by located on the right side of the giareshield above the
depressing the FIRE DETECT BLEED AIR LEAK instrument panel. The switch has three unlabeled
TEST button. Refer to Bleed Air System for test positions. When the switch is moved either left or
function description. ri2ht, an extinguisher bottle is discharged and agent
is directed to the engine or APU compartment
selected by the fire handle. The switch will remain in
the selected position to indicate which extinguisher
• The fire detection system may not detect an bottle was discharged. The fire extinguisher bottles
engine nacelle or APU compartment fire/over- can be armed and discharged if battery bus power is
heat condition of high intensity and short available.
duration.
1-12 Change 7
T.O. 1A-10A-1
The APU generator caution light (figure 1-65) is The APU temperature indicator (45, figure FO-I)
placarded APU GEN. The light is inoperative when indicates the turbine discharge temperature in degrees
the APU generator switch is in OFF/RESET. C. The indicator is powered by the DC essential bus
and is enabled by the APU switch.
With the APU generator switch in PWR,
APU OPERATION
Light on indicates:
APU starting requires only DC essential bus power
• Inoperable generator and a fuel supply. When the APU start switch is
positioned to START, the DC essential bus power
• APU operating with generator switch in PWR but operates the DC fuel pump, opens the APU fuel
aircraft busses being powered by either external valve (aft fuel tank mounted), and energizes the APU
power or engine generator(s) starter. The starter rotates the APU compressor and,
at approximately lOaJo rpm, the APU fuel valve
(APU mounted) opens and fuel and ignition are sup-
plied to the APU. Acceleration of the APU continues
until at approximately 6OaJo rpm the starter disen-
• During this mode of operation the caution gages. At approximately 95aJo rpm, ignition is ter-
light is on regardless of APU generator minated and the APU is self-sustaining. APU speed
output. There is no indication that the and turbine discharge temperature are automatically
APU hydraulic pump cooling fan is not controlled. The APU will stabilize at lOO( ± 3)aJo rpm
receiving power. Overheating of the pump in approximately 60 seconds. APU starts can be
could result from extended operation with made up to an altitude of 15,000 feet (most cases up
a failed APU generator either in the air or to 20,000 feet) and the APU output will be sufficient
on the ground. to start an engine up to an altitude of 10,000 feet
(most cases up to 15,000 feet). The APU will operate
• APU not running and generator switch in PWR. during negative g conditions for approximately 10
seconds.
NOTE
On ~, APU will automatically shutdown during
• If the APU is operating with the APU ground operation if the APU EGT is excessive, APU
generator switch in PWR, and APU is rpm is excessive, APU oil pressure is low, or the
shut down and restarted, the APU APU fire warning system is activated. On ~, APU
generator will remain inoperative until the overtemperature shutdown is disabled during ground
APU generator switch is momentarily posi- engine start cycle plus 4 seconds. Once the weight is
tioned to OFF/RESET, then returned to off the landing gear, the APU will automatically
PWR. shutdown only if the rpm is excessive or the oil
pressure is low.
Light off indicates:
1-13
TO 1A-10A-1
operates as two independent subsystems, with the left fuel quantity will drop approximately 400 pounds,
wing and left main tank feeding the left engine and then will fill to capacity. This cycling repeats until
the APU, and the right wing and right main tank external fuel is depleted. During air refueling the
feeding the right engine. The two subsystems can be wing tanks will not accept fuel unless the fuel level in
interconnected by opening crossfeed valves (con- the tanks has dropped approximately 400 pounds or
trolled by a single switch in the cockpit) to allow the time delay has elapsed. The total fuel on board
pressurized fuel flow to both engines and the APU after refueling could be approximately SOO pounds
from either subsystem. In addition, the two main less than total capacity. If total fuel capacity is re-
tanks can be interconnected by opening a tank gate quired during air refueling, the external tanks can be
valve. The main tank sumps are self-sealing bladder turned off sufficiently prior to refueling so that the
cells. Each self-sealing sump contains approximately wing tank quantity drops approximately 400 pounds
900 pounds of fuel. The upper portion of the cells or the time delay has elapsed.
are tear-resistant bladders. The wing tanks are in-
tegral within the wing structure and do not have A single-point ground refueling receptacle, located in
bladder cells. Foam is incorporated in each tank to the leading edge of the left landing gear nacelle, per-
prevent fuel tank explosion. Boost pressure is pro- mits refueling of each internal and external tank. A
vided by boost pumps located in each main and control panel, adjacent to the refueling receptacle,
wing tank. A DC boost pump, located in the left provides a means of ground checking the refueling
main tank is used during engine and APU starts if valve shutoff. The panel also permits selective
the left main boost pump is inoperative. For negative loading of any internal or external tank. Auxiliary
g flight, collector tanks will supply the engine with DC essential bus power is required for refueling valve
sufficient fuel for 10 seconds operation at MAX checks, selective tank filling, and to enable external
power. In the event of a main tank boost pump tank filling. When the tanks are full the refueling
failure, the affected engine will suction-feed from the valves are closed by a float valve in each tank. Fuel
failed tank for all power settings up to an altitude of tank capacities are shown in the usable fuel quantity
10,000 feet (most cases up to 20,000 feet). The wing data table, figure I-S. Fuel grade and specification to
tank boost pumps operate at a higher pressure and be used are covered in the servicing diagram, figure
override the main tank boost pumps to automatically 1-71.
empty the wing tanks first.
In addition to features previously mentioned, the
The main fuel feed lines to each engine, and to the following survivability features are built into the fuel
APU, contain shutoff valves that are controlled by system:
the fire handles. These shutoff valves allow for isola-
tion of the fuel feed system outside the tanks. • Single-point ground refueling and engine feed lines
outside the tanks are self-sealing to prevent leaks
Fuel in the external tanks is transferred to the main
or wing tanks by pressure from the bleed air system. • The fuel feed shutoff valves are inside the tanks to
Fuel tank sump drains are provided for each tank. keep the engine feed lines dry after shutoff
Drain valves can be opened externally . Fuel cavity
drains are provided in each main tank, and protrude • Fill disable switches are provided to close off a
through the aircraft skin to give an indication of fuel damaged internal tank when air refueling.
cell leaks.
The wing tanks have a dual-level refueling shutoff FUEL QUANTITY INDICATOR AND SELECTOR
valve. The valve closes when the tank is full and will
not reopen unless the fuel level drops approximately The fuel quantity indicator (figure 1-9) is provided to
400 pounds or a time delay of approximately 10 monitor the total fuel remaining, or fuel remaining in
minutes has elapsed. Wing tanks cannot be topped selected tanks. The digital readout is a continuous
I off unless the fuel level is below approximately 1,590
pounds or the fuel manifold has been unpressurized
display of total fuel remaining including external, in
pounds. The pointer display provides an indication of
for the time delay period. This assures even fuel fuel in specific tanks as selected by the rotary selector
transfer from the external tanks. Therefore, during switch. The left and right pointers indicate for the
fuel transfer from the external tanks, the wing tank left and right fuel systems, respectively. The fuel
1-14 Change 8
TO 1A-10A-1
POUNDS
jp-4 jp-5 jp-8
FUEL TANK GALLONS (NOTE 1) (NOTE 2) (NOTE 3)
L. MAIN 511 3 ,270 3,475 3,424
R. MAIN 511 3 ,270 3,475 3,424
L. WING 311 1,990 2,115 2,084
R. WING 311 1,990 2,115 2,084
NOTES:
Figure 1-8
quantit y indicator is powered by the auxi liary AC • TEST When button is depressed the left and
essential bus . Positions of the selector are as follows: INO right pointers will read 3,OOO( ± 300)
pound s eac h and th e digital readout
will read 6,000( ± 400) pounds. When
• INT Left and right pointers indicate total the TEST INO switc h is released the
internal fu el for respective system pointers and di gita l readout wi ll return
to the normal positions.
• MAIN - Left and right pointers indicate fuel in
the respective main tank NOTE
• WING - Left and right pointers indicate fuel in • The fuel quantity totalizer will read high if
the respective wing tank the left main tank quantity is below ap-
proximately 500 pounds and a considerable
• EXT Left and right pointers indicate fuel in quantity of the fuel remains in the other
WING the respective wing pylon tank tanks . Th e percent error will decrease as
the fuel remaining decreases. Howe ver, the
• EXT Left pointer indicates fuel in the individual tank readings obtained by utili z-
CTR fuselage pylon tank . The right pointer ing the fuel qua ntity selector are not
will ze ro affected.
Change 8 1-15
T.O . 1A-10A-1
I - Ior. · j - 33
Figure 1-9
LEFT AND RIGHT MAIN FUEL LOW CAUTION R-FUEL PRESS, respect ively, come on to indicate
LIGHTS low fuel pressure at the engine fuel feed lines.
The left and right main fuel low caution lights (figure
1-65) are placarded L-MAIN FUEL LOW and
R-MAIN FUEL LOW, respectively. When the
L-MAIN FUEL LOW caution light comes on, fuel FUEL TANK VENT SYSTEM
quantity in the left main fuel tank is 650 (+ ISO,
-100) pounds. When the R-MAIN FUEL LOW Each main and wing tank (figure FO-4) is vented
caution light comes on, quantity in the right main independently to a vent collector tank located in the
fuel tank is 500 (+ ISO, -100) pounds. This condition left main tank . Vent lines from the wing tanks also
can be verified at the fuel quantity indicator. The serve as return lines for a ny fuel collected in the vent
lights operate independently of the gauge. tank . Fuel in the vent tank is vented to the wing
tanks or o ver board.
LEFT AND RIGHT FUEL PRESSURE CAUTION
LIGHTS
The left and right fuel pressure caution lights Foam is installed in the vent tank to provide fire and
(figure 1-65), placarded L-FUEL PRESS and lightning protection for the fuel system .
1-16
T.O. 1A-10A-1
MAIN TANK BOOST PUMP SWITCHES WING TANK BOOST PUMP SWITCHES
Two wing tank boost pump switches (figure 1-10)
Two main tank boost pump switches (figure 1-10)
are placarded BOOST PUMPS, with positions
are placarded BOOST PUMPS, with positions
L-WING-R and OFF. Land R supply left and right
L-MAIN-R and OFF. Land R supply left and right
AC bus power to the respective wing boost pump.
AC bus power to the respect ive main boost pump.
The pumps will automatically stop when the tank
OFF deactivates the respect ive boost pump .
float switch senses an empty tank. OFF deactivates
the respective boost pump.
LEFT AND RIGHT MAIN BOOST PUMP CAUTION
LEFT AND RIGHT WING BOOST PUMP CAUTION
LIGHTS
LIGHTS
The left and right main fuel tank boost pump cau- The left and right wing fuel tank boost pump caution
tion lights (figure 1-65), placarded L-MAIN PUMP lights (figure 1-65), placarded L-WING PUMP and
and R-MAIN PUMP, res pectively, come on when R-WING PUMP, respectively, come on when fuel
fuel pressure at the outlet of the indicated fuel boost pressure at the outlet of the indicated fuel boost
pump is low. pump is low.
Figure 1-10
1-17
T.O . lA-l0A-l
EXTERNAL TANK SWITCHES quantity is sensed between the two main fuselage
tanks. This condition may be verified by checking the
Two external tank switches (figure 1-10), placarded fuel quantity indicator.
EXT TKS, are located on the fuel system control
panel. One switch is placarded WING and OFF, the
FUEL SYSTEM OPERATION
other is placarded FUS and OFF. WING and FUS
supply auxiliary DC essential bus power to pressurize
Normally, fuel system operation is automatic except
the external tanks, using bleed air. The fuel is trans-
for selecting external tanks. The main and wing tank
ferred to the main and wing tanks through the re-
boost pump switches are positioned to Land R. The
fueling manifold. When the tanks are empty or not
tank gate switch is positioned to CLOSE. The cross-
transferring fuel, they are vented to the atmosphere.
feed switch is positioned to OFF. With the battery
OFF depressurizes and vents the associated tank(s) .
switch in PWR , the DC boost pump is energized
However, if the left or right main tank low level
when the APU switch is positioned to START, or if
switch is actuated due to low fuel, external fuel, if either throttle is forward of OFF, and the left main
available , will automatically transfer to the main boost pump is inoperative. The DC boost pump
tanks even if the external tank switches are OFF. supplies fuel to the APU and the left engine. When
the left and right AC busses are energized, the left
CROSSFEED SWITCH and right main and wing tank boost pumps will
operate. External tank fuel will be transferred to the
The cross feed switch (figure 1-10) is a two-position internal tanks as fuel is used, until the external tanks
switch, placarded CROSSFEED and OFF. In are empty. The wing boost pumps will then supply
CROSSFEED , two auxiliary DC essential bus- the respective engine with fuel until the wing tanks
powered valves open to allow any operating boost are empty, at which time the wing tank boost pumps
pump to feed both engines. When OFF, the valves will automatically shut off. The main boost pumps
close, isolating the two fuel systems. will then supply the respective engine with the
remainder of the fuel in the airplane . In the event of
TANK GATE SWITCH a wing tank boost pump failure, wing tank fuel will
gravity feed to its associated main tank. Gravity feed
The tank gate switch (figure 1-10) is a two-position of a full wing tank will not occur until the main tank
switch placarded TK GATE, with positions placarded fuel level is below approximately 600 pounds. Gravity
OPEN and CLOSE. OPEN supplies auxiliary DC feed of a partially full wing tank will occur at lower
essential bus power to open the gate valve linking the main tank fuel level. Dual check valve units in each
left and right main fuel tanks. Fuel in the main tanks wing tank gravity feed line prevent reverse fuel flow
will be below the tank gate valve and will not from the main tanks back into the wing tanks.
transfer in level flight when the fuel level is below
1,300 pounds in each main tank. The sump fuel will When carrying external tanks, fuel sequencing will be
not flow between the tanks. CLOSE closes the gate as follows:
valve.
• External wing tanks
If the tank gate is used in other than relatively level
unaccelerated flight, monitor fuel quantity for exces- • External fuselage tank
I
sively large cg shift due to fuel transfer. Fuel venting
may be noted in this situation. • Internal fuel.
1-18 Change 1
T.O. 1A-10A-1
AIR REFUELING SYSTEM panel, a flush (slipway) door, powered by the right
hydraulic system, folds down into the fuselage to
The aircraft can be refueled inflight from a boom- expose the air refueling receptacle and to provide a
equipped tanker. The aircraft is equipped with a slipway to guide the tanker boom. When the tanker
UARRSI (figure 1-2), located forward of the cockpit. boom is inserted in the receptacle, the nozzle latch
By positioning a lever on the fuel system control rollers are actuated to the locked position, and
refueling transfer commences. Fuel transfer through receptacle the DISCONNECT light comes on.
the receptacle is distributed to the main and wing CLOSE directs hydraulic pressure to close the slipway
tanks, and to external tanks if carried. Through use door and the DISCONNECT light goes off. In the
of the fill disable switches, located on the fuel system event of loss of hydraulic pressure, OPEN releases a
control panel, the pilot can prevent fuel from enter- lock allowing the spring-loaded slip way door to open.
ing any specific internal tank suspected of being
damaged. As each tank is filled, float-operated fuel NOTE
shutoff valves within each tank will close, preventing
overfill. When refueling is completed, the disconnect • Fuel in external tanks will not feed with
of the boom nozzle will normally be accomplished by the air refueling control in OPEN .
a signal from the tanker or by the receiver pilot
depressing the air refuel disconnect/reset button on
the control stick grip. An automatic disconnect will Fill Disable Switches
occur when both receiver and tanker systems are
completely operational and one of the following The four fill disable switches (figure 1-10) are similar
occurs: to circuit breakers. Two switches are placarded
L-MAIN-R and two are placarded L-WING-R . if a
• Excessive fuel pressure occurs in the receiver fuel main or wing tank is damaged, pulling up the respec-
tive switch prevents that tank from being refueled.
manifold
The switches are powered by the left DC bus.
• The tanker boom limits are exceeded (see
T.O. I-IC-I-26). Signal Amplifier Switch
Refer to T.O. I-IC-I for basic flight crew air refuel- The signal amplifier switch (figure 1-10) provides for
ing procedures and T.O. I-IC-I-26 for A-IO flight emergency refueling. The switch is placarded SIG
crew air refueling procedures. AMPL and has two positions placarded NORM and
OVERRIDE. During the normal refueling cycle, the
If the right hydraulic system fails, the spring-loaded switch remains in NORM, and air refueling system
slipway door will open when the air refuel control is power and actuating signals function automatically.
set to OPEN. The time for the door to open If a failure occurs, fuel may not be transferred or the
sufficiently to expose the receptacle is improved by tanker boom may not stay latched. In this case, the
reducing speed and will occur within approximately 3 override switch should be placed to OVERRIDE. In
minutes at 150 KIAS. Aerodynamic effect will open OVERRIDE no signals are passed to the tanker, and
the door sufficiently to expose the receptacle lights the tanker cannot actuate the disconnect cycle.
and permit emergency "stiff boom" refueling with or Disconnect is accomplished by depressing the air
without a READY light. Applying boom nozzle refuel disconnect/reset button on the control stick.
pressure on the slipway door should result in the The signal amplifier switch is powered by the left DC
slipway door downlock engaging and a READY light. bus.
The LATCHED and DISCONNECT lights will not
come on in this case.
Air Refuel Disconnect/Reset Button
Air Refuel Control
Change 8 1-19
T.O. 1A-10A-1
Aircraft lighting is provided for night refueling oper- The cock pit battery switch (figure I-II), placarded
ations. These systems are described under Lighting BATTER Y, has two posit ions placarded PW Rand
System, Exterior Lights, in this section . OFF. The switch is located on the electrical power
control panel. PWR allows the battery to supply the
Air Refueling Intercommunications DC essential and auxiliary DC essential busses. and
OFF disconnects the battery from these busses.
With some tankers, secure interphone is available
between aircraft when the signal amplifier switch is in DC Essential Bus and Auxiliary DC Essential Bus
NORM and the LATCHED light is on. The intercom
system is powered by the DC essential bus. Controls The DC essential and auxiliary DC essential busses
for this system are described under INTERCOM con- (figure FO-5) provide DC to equipment deemed
trol panel, in this section. essential for flight .
1-20 Change 6
T.O. 1A-10A-1
- -- -------------------------
T.O . 1A- 10 A - 1
Figure I-II
Instrume nt Invert er
The left a nd right converter ca ution li ght s (fi gure
1-65) are placarded L C ONY a nd R CO N Y. These Th e in strumen t in verte r cha nges D C su p plied by th e
lights will come on to indicate failure of the associ- battery to AC. A C fro m the in verte r powers th e A C
ated converter. If either generator fail s , the associated essent ia l, a uxili ary AC csse nt ia l, an d AC in str um ent
converter caution light should remain off, indicating tra ns fo rm er bu sses , wh en th e le ft and ri g ht A C
automatic transfer to the operating system. bu sses a re not energized o r th e in st rum ent in ve rt er
switc h is set to T E ST.
Left DC Bus, Right DC Bus, and DC
AC Essential Bus, Au x iliary A C Essen t ial Bus , and
Armament Bus
AC Instrument Transformer Bus
The left DC, right DC , a nd DC ar mament bu sses The AC essenti al, au xil ia ry AC esse nti a l, a nd in -
(figure FO-5) provid e DC to mi ss io n support equ ip - st rument t rans fo rm er busses pow'e r equ ipm ent (fig ure
ment and those sys tems no t dee med essential to FO-5) needed fo r st art ing engincs a nd o pcra t ing
fli ght. engin e in strum en ts .
1-21
T .O. 1A-10A-1
CIRCU IT BREAKER IS PLACAR DED
CIRCUIT BREAKER PANEL RUDDER AUTH LIMIT ON ~
(5) @ ® ID
,-----ENGINE - - - , ~ENG IGNITOR--,
APU
l START R CDNT LlR ' ! LlR·2 ·
{D @ @ @ACQ)
@ @ <D @ @
UHF INTIR r - GENERATOR--,
IFF CDMM CDMM l CONT R
@ ill @ @ ill
CDNVERTIR ,-----AU X ESS BUS-------,
l OA 9B 0C
@ ill <D ®
r--INVERTER-----,
BATTERY PWR CONT AUXESS
BUS TRANS BUS TIE
(6E) @
~ ® ®
\,
CB RESULT OF POPPED CB CB RESULT OF POPPED CB CB RESU LT OF POPPED CB
AILERON DISCONNECTOR STAYS IN LAST SPS & RU DD ER TR AV EL REMA INS ± 25° ELEVA TOR DISCONNECTOR STAYS IN LAST
DISC LlR POS ITION. RUDDER ABOVE 240 KIAS . LIMITER INOP. DISC LlR POS ITION.
AUTH LIMIT SPS TONES INOP . EMER TRIM EMER TRIM INOP.
AILERON AIL SH IFTER IN LAST POS ITION.
TA B LlR TAB LI GHT INOP. ASSOC IATED EMER FLAP EMER FLAP RETRACT INOP. LAND GEAR NORM LDG GEAR EXTENDI
HYD SHUTOFF VALVE - OPEN . APU CONT APU AND DC FUEL PUMP INO P. RETRACT. NORM WHEEL
BRAKES , NOSEWHEEL STEER ING,
ENG INE ENG STARTERS AN D IGN INO P. DC FUEL DC FUEL PUMP INOP. AND ANTI-SK ID INOP.
STAR T LlR ASSOC IATED MAIN FUEL LOW AND PUMP
MA IN PUMP LTS INOP. AUTO ENG IGNITOR A SET OF IGN ITORS (ONE IN EACH
FEED ING OF EXT FUEL AT LOW STBY An SAl AVAILABLE FOR 9 MINUTES L' R-1I -2 ENG I INOP WITH EACH CB THAT
IND MAXIMUM . IS OUT.
FUEL INOP.
INTER COMM ALL INTERCOM PANEL AN D RWR BLEED AIR ASSOC IATED BLEED AIR VA LVE
EMER FUEL FIRE HANDLEFUEL SHUTOFF -
SH UTOFF AU DIO INOP (LDG GEA R AND CONT LlR OPEN.
INOP.
ENG LlR AOA TONES REMA IN!. MASTER MASTER CAU T AND CAUT LIGHTS
INVERTER INVERTER DI SCONNECTED CAUTION INOP .
EXT STORES ONE OF DUAL Jm SYSTEMS
Jm ill#2 INOP WITH EACH CB THAT PWR FROM BUS ES . NO EFFECT IF PITOT HTR IN PITOT TUBE ONLY INOP.
IS OUT. GEN-ON LINE. HEAT AC
IFF IFF INOP - ALL MODES . INVERTER INVERTER INOP. NO EFFECT GENERA TOR IF GEN-GN LI NE - NO EFFECT .
CON T IF GEN - ON LINE. CONT LlR IF GEN-OFF LI NE - WILL NOT
UHF COMM UHF RAD IO INOP . COME ON OR RESET.
CONVERTER BAnERY OR R CONVERTER AUX AC ES SENTI AL AND 26V INST
AUX ESS
L MUST SUPP LY DC.
BUS TRANSFORMER BUSES INOP
BATIERY BATIERY ONLY DC SOURCE (LOS S OF ENG INSTR UMENTS!.
BUS TRANS AVA ILABLETO BATIER Y BUS.
AUX ESS AUX DC ES SENTIAL BUS INOP.
BUS TIE
( 1- 10:. -1- J6
Figure 1-12
1-22 Change 6
T .O. 1A-10A-1
The instrument inverter switch (figure 1-11), pla- The left and right generator caution light s (figure
carded INVERTER, has three positions placarded 1-65) are placarded L GEN and R GEN . If a genera-
STBY, OFF, and TEST (spring-loaded to OFF) . tor caution light comes on, it indicates the associated
STBY allows the APU generator, external source , in- generator has automatically shut down because AC
verter, or engine dri ven generators to suppl y AC to output was out of limit s.
the busses to which they are connected . OFF shuts
off AC from all sources to the ACessential bus, and Left AC Bus, Right AC Bus, and AC Armament
causes the INST INV caution light to come on. Bus
TEST cut s off AC to the AC essential bus from all
sources except the inverter, permitting a test of the The left AC, right AC, and AC armament busses
inverter' s ability to operate properly . Proper inverter (figure FO-5) provide AC power to mission support
operation is indicated by the INST INV caution light equipment and systems not deemed essential to flight.
remaining off or coming on momentarily. The INST
INV light will remain on if the inverter fails to External Power
operate .
External power can be used to supply all AC bu sses
Instrument Inverter Caution Light directly, and all DC busses through the converters . A
standard receptacle (figure 1-71), on the forward
The instrument inverter caution light (figure 1-65), underside of the fuselage , is provided for ground
placarded INST INV, comes on to indicate that the connection of external power. Inserting the plug of .
AC essent ial , auxiliary AC essential, and AC instru- the external power unit depresses a contactor button
ment transformer busses are not receiving AC power. and enables the system . When power is available
from both the external source and APU generator,
Integrated Drive Generators the first one selected automatically locks out the
other. With external power supplied to the aircraft,
An lOG unit is mounted on each engine. Each unit the first engine driven generator to come on line will
consi sts of a drive system and AC generator. supply power to it s associated bus, and the external
source will continue to supply the opposite system .
Generators When the second engine dri ven generator comes on
line, the external power is automatically locked out.
Left and right generators produce AC power. Each During engine shut down, when the generator drops
generator is capable of supplying sufficient power for off the line, the associated left / right bu sses will be
all AC busses, and either will automatically pick up supplied with power from the external source, if one
the load if the other fails. Cockpit control of the is connected.
generators is provided by generator switches .
ELECTRICAL SYSTEM OPERATION
Generator Switches
With all cockpit electrical switches off and the exter-
Two AC generator switches (figure I-II) are nal battery switch in OFF, no electrical power is
placarded AC GEN Land R. Each switch has two being supplied to any aircraft system . When the
positions placarded PWR and OFF/ RESET. In external battery switch is ON, power is supplied to
PWR , the associated generator is placed on the line, the battery bus. When the cockpit battery switch is
provided the corresponding generator control unit set to PWR, the DC essential and a uxiliary DC
senses that the output is within limits. essential busses are energized. Setting in strument
inverter switch to STBY powers the AC essential ,
I f limits are exceeded, as indicated by a L- or R-GEN auxiliary AC essential, and instrument transformer
caution light coming on, the affected generator will busses . When the APU is started and the APU
go off the line. The system may be reset by momen- generator switch is set to PWR , the left and right AC
tarily cycling the applicable generator switch to busses and AC armament bus are energized, as well
OFF/ RESET and back to PWR. If the fault remains, as the left and right converters. The left converter
the system will not reset. Placing an AC GEN switch powers the left DC bus and the right converter
in OFF/ RESET removes the generator from the line . powers the right DC bu s and the DC armament bu s.
1-23
TO 1A-10A-1
In addition, when the APU generator comes on line, The right hydraulic system powers the following
the inverter reverts to the standby mode and the systems :
APU generator picks up the load formerly carried
by the inverter (AC essential, auxiliary AC essen- Flight control - Right rudder, right elevator, left
tial, and instrument transformer busses). At this and right aileron, speed brakes,
point, the entire electrical system is powered by the slats
APU generator. After engine start, the first engine
driven generator to come on the line powers the Emergency Auxiliary landing gear extend,
entire system and locks out the APU generator. systems emergency wheel braking and
When the second engine driven generator comes on associated accumulators
the line, the two share the total load. The left gen-
erator powers the left AC, AC essential, auxiliary Armament One half of gun drive
AC essential, and instrument transformer busses,
and the left converter. The right generator powers Air refueling Slipway door and receptacle
the right AC and AC armament busses, and the lock
right converter. Together, the left and right gener-
ators provide power, through the converters, to the The hydraulic systems are designed for combat sur-
DC essential, auxiliary DC essential, and battery vivability. The left and right systems are physically
busses. In the event of a failure of either engine separated as much as possible. The landing gear, gear
driven generator, the load of the failed system will uplock, wheel brake, and nosewheel steering lines are
automatically transfer to the operating system. If isolated from the left system pressure when the gear
I
both engine driven generators fail, the system can is up and locked. The landing gear and associated
again be powered by the APU generator. Turn off systems can also be isolated from the left hydraulic
nonessential electrical equipment. If the APU gen-
system by opening the LAND GEAR circuit breaker.
erator then fails, essential AC and DC power will
be provided by the battery and the instrument The speed brakes are isolated from right system
inverter. If the converters fail, the battery will sup- pressure when the speed brake switch is in hold or by
ply the DC essential, auxiliary DC essential, and selecting SPD BK EMR RETR on the emergency
battery busses. flight control panel. Flaps can be totally isolated
from the left hydraulic system by selecting FLAP
EMER RETR on the emergency flight control panel.
HYDRAULIC POWER SUPPLY
SYSTEM HYDRAULIC SYSTEMS PRESSURE GAUGES
The hydraulic power supply system (figure FO-6) Two hydraulic pressure gauges (46, figure FO-I) per-
consists of two fully independent hydraulic power mit the pilot to continuously monitor both hydraulic
systems, designated left hydraulic system and right systems. These gauges are placarded HYD SYS Land
hydraulic system . Both systems are pressurized by HYD SYS R and indicate pressure in psi. The gauges
identical engine driven pumps. A small accumulator are powered by the instrument transformer bus.
in each system stabilizes the pressure. In addition to
the two system hydraulic pumps, an APU hydraulic HYDRAULIC PRESSURE CAUTION LIGHTS
pump can be selected for ground use only to provide
hydraulic power to either hydraulic system, but not Two hydraulic pressure caution lights (figure 1-65),
both simultaneously. The selector valve is accessible on the caution light panel, are placarded L HYD
through the APU access door on the bottom of the PRESS and R HYD PRESS. The lights will come on
aft fuselage. if the pressure in the respective system drops below
900( ± 100) psi. The light will go off when the
The left hydraulic system powers the following pressure returns to a level above 1,000 psi.
systems:
HYDRAULIC RESERVOIR LOW LEVEL CAUTION
Flight control Left rudder, left elevator, left
LIGHTS
and right aileron, flaps
Landing gear - Landing gear extend and Two hydraulic reservoir low level lights (figure 1-65),
retract, wheel brakes, anti-skid , on the caution light panel, are placarded L HYD
and nosewheel steering RES and R HYD RES. The lights will come on
whenever the respective reservoir fluid level falls
Armament One half of gun drive below a preset level.
1-24 · Change 8
T.O. 1A-10A-1
LANDING GEAR SYSTEM Components of the landing gear system are the main
landing gear, nose landing gear, wheel brake system,
The landing gear system (figure 1-13) is a tricycle emergency brake system, anti-skid devices, and
configuration with the main gear retracting into pods nosewheel steering system. In addition, the landing
suspended below the wing and the nose gear retract- gear system includes a landing gear position and
ing into the fuselage. The nose gear is offset to the warning system, and a downlock override control.
right of the aircraft centerline to accommodate the Switches sense gear and uplock position to provide
centerline location of the 30mm gun . All three cockpit indications and to depressurize/ isolate the
landing gear struts retract forward to aid free-fall landing gear hydraulic system after retraction.
auxiliary extension. Landing gear extension and
retraction is controlled by the landing gear handle MAIN LANDING GEAR
and powered by the left hydraulic system. In the
gear-retracted position, the system is depressurized The shock struts provide a rough field taxi capability.
and isolated. In the normal gear down position, the The landing gear retracting cylinder is also the drag
system is pressurized. brace. A spring-powered mechanical downlock auto-
matically engages both for powered and free-fall gear
Auxiliary extension of the landing gear is available in extensions. Switches provide cockpit indication of
the event left hydraulic system pressure is not present downlock.
or if the landing gear handle or valve is jammed or
failed. The system requires no electrical power. To For gear retraction, hydraulic pressure unlocks the
actuate the auxiliary landing gear extension-system, downlock and then extends the retracting cylinder
the pilot must pull the landing gear auxiliary exten- piston to push (rotate) the gear forward and up. As
sion handle to its stop. the gear approaches the upstop, an uplock is engaged
(see figure 1- 13). Also, gear up pressure automatically
When the handle is pulled to its stop, right hydraulic applies brake pressure to stop wheel rotation before
system pressure releases the uplocks. If right the wheels retract into the gear pods.
hydraulic system pressure is not present, the landing
gear emergency accumulator, located in the nose For gear extension, hydraulic pressure disengages the
wheel well, automatically serves as the pressure up\ock hooks and simultaneously retracts the cylinder
source. This accumulator is pressurized by, but piston to pull down the gear. Extend pressure is
isolated from, the right hydraulic system. Upon maintained with the gear handle in DOWN.
release of the uplocks, all three gear will extend by
gravity, aided by aerodynamic forces. Should left When retracted, a spring-loaded snubber contacts the
hydraulic system pressure be present, landing gear ex- tire to prevent air drag rotation of the wheels.
tension by the auxiliary system can be accomplished
NOSE LANDING GEAR
by first opening the LAND GEAR circuit breaker to
deactivate the landing gear control circuit. The nose landing gear operates similar to the main
Pulling of auxiliary landing gear extension handle, in gear. As the strut extends when weight comes off the
addition to releasing the uplocks, directs the same tire, a cam centers the nosewheel. Two doors seal off
hydraulic pressure to a valve, which depressurizes the the fuselage compartment after gear retraction.
left hydraulic system reservoir and thereby minimizes
the back pressure against which the gear must fall. LANDING GEAR HANDLE
Should the auxiliary landing gear handle be pulled The landing gear handle (33, figure Fa-I) is wheel-
with the LAND GEAR circuit breaker closed, left shaped and placarded LDG GEAR DOWN. The
hydraulic system pressure present, and the landing handle can only be moved from DOWN to up when
gear handle up, the landing gear will be powered to DC essential power is available and the aircraft
the up position as soon as the uplocks are released, weight is off the wheels, or when the landing gear
and the landing gear will be held in the retracted DOWN LOCK OVERRIDE button is depressed while
position by hydraulic pressure. Auxiliary landing gear moving the landing gear handle up.
extension can be accomplished when in the manual The handle must be pulled aft before moving it to
reversion flight control mode without opening the DOWN.
LAND GEAR circuit breaker, as both the left and
right hydraulic pressure systems are shut off in this Normally the time for the gear to extend or retract is •
mode. approximately 6 seconds.
Change 1 1-25
.....,
N LANDING GEAR SYSTEM SCHEMATIC
en
~~ AUXlG RIGHT
rr====<J== HYDRAULIC
SYSTEM
~ ::~{p:::S
((90,
DO~~4~ LG DOWN
~o UPLOCK
b/
UPLOCK
LEFT MAIN L
(RIGHT. O
\
TH~ NOSE GEAR UPLOCK DIFFERS IN CONSTRUCTION
BUT IS SIMILARLY SPRING LATCHED AND
HYDRAULICALLY RELEASED
NOSE LAND GEAR
~
TO lA-10A-l
DOWN LOCK SOLENOID OVERRIDE BUTTON accomplished by first checking that the auxiliary
landing gear extension handle is in its stowed posi-
The down lock solenoid override button (33, figure
tion and that the LANDING GEAR circuit breaker
FO-l), is located on the landing gear control panel
is closed, then placing the flight control mode
and placarded DOWN LOCK OVERRIDE. Depress-
switch in NORM, and finally raising the landing
ing the button allows the landing gear handle to be
gear handle.
moved to UP even if aircraft weight is on the main
Change 8 1-27
T.O. 1A-10A-1
The noscwheel steering system is pressurized by the During landing gear retraction hydraulic pressure
lcft hydraulic system. Damping is provided to prevent stops the main wheels prior to engagement of the
nosewheel shimmy in the steering and free swivel snubbers. This brake pressure is released when the
modes. landing gear is unpressurized after reaching the up
and locked position.
Nosewheel steering is available only when the landing
gear handle is DOWN and weight is sensed on either EMERGENCY BRAKE SYSTEM
main gear. Failure of the circuitry or loss of electrical
power will revert the system back to the swivel mode With the left hydraulic system failed and the right
to prevent a hardover. A compensator on the hydraulic system operative, the emergency brake
steer / damp unit provides sufficient hydraulic fluid system has the same capabilities as the normal system
and prcssure to retain the shimmy damping function without anti-skid. In event of a failure of both
in event of loss of hydraulic power. Nosewheel steer- hydraulic systems, emergency braking power is pro-
ing must be engaged, at least momentarily, prior to vided by an accumulator serviced by, but isolated
each flight to insure damping. from the right hydraulic system. In event of loss of
both hydraulic systems, sufficient accumulator fluid
NOSEWHEEl STEERING BUTTON pressure is available for a minimum of five full brake •
applications.
The nosewheel steering button (figure 1-17) is located
on the control stick grip. On [§] the button also The system is activated by. pulling the emergency
functions as the HARS fast-erect button. On ~ the brake handle, and then actuating the brake pedals.
HARS function is replaced by an airborne INS Pulling the handle also actuates a switch which
mark / update function; authority transfer is automatic disables the anti-skid system.
as weight comes off both main gear.
The emergency braking system is fully independent of
Auxiliary DC essential bus power arms the engage the normal system down to but not including the
switch when weight is on either main gear. Subse- wheel brake cylinder. In the event left hydraulic
quent press and release of the button engages steer- pressure becomes available while emergency braking
ing. When in steering mode, a press and release of is selected, the emergency system retains control of
the button disengages steering. A sustained press of the brakes.
the button, regardless of sequence, engages steering .
EMERGENCY BRAKE HANDLE
Any interruption of electrical power disengages steer-
ing until the button is again pressed. After landing, The emergency brake handle (I, figure FO-2) is
nosewheel steering is not engaged until the button is placarded EMERG BRAKE. The emergency brake
pressed after main gear ground contact. system is engaged by pulling the emergency brake
1-2B Change 2
T .O. 1A-10A-1
handle aft which mechanically positions a valve, • Emergency disconnect lever is actuated
directing pressure from the right hydraulic system or
accumulator to the brakes. If the right hydraulic • Emergency brake handle is pulled
system is intact, unlimited braking will be available.
When the emergency brake handle is pulled, the anti- • The auxiliary DC essential bus is deenergi zed.
skid control system is deactivated .
When the landing gear is raised the anti-skid control
elements are deenergized; however, the switch re-
mains engaged. OFF deactivates the system and
causes the ANTI-SKID caution light 10 come on if
• Emergency brake handle must either be the landing gear handle is DOWN. The switch does
full in or full out to obtain braking. not automatically disengage as a result of the anti-
skid caution light coming on or syste m failure.
ANTI-SKID CONTROL SYSTEM
ANTI-SKID CAUTION LIGHT
The anti-skid control system enables efficient max-
The anti-skid caution light (figure 1-65) is placarded
imum braking for all runway conditions. Cockpit
ANTI-SKID. The light serves two function s:
controls and displays consist of an engage switch, an
emergency disengage switch, and a caution light.
• Indicates the anti-skid system is not engaged when
On landing, either or both main landing gear squat
the landing gear handle is DOWN
switches arm a locked wheel/touchdown protection
circuit which prevents the application of any brake
• Indicates anti-skid system has automatically
pressure until both wheels have spun up to 25 knots.
deactivated in response to a self-detected failure.
During light and moderate braking the system usually
does not operate. During heavy braking the system
EMERGENCY DISCONNECT LEVER
automatically releases brake pressure to both wheels
regardless of which wheel experiences the skid. The
The emergency disconnect lever (figure 1-17) is
system continues to operate until it senses that wheel
located on the forward side of the control stick just
rotation has decreased to 10 knots.
below the grip. Momentary actuation of the lever
immediately deactivates both the anti-skid and SAS
In the event that one of the squat switches fails to
systems and the switches go to OFF .
activate after touchdown, normal skid control is
available to approximately 15 knots .
PRIMARY FLIGHT CONTROL
SYSTEM
Change 7 1-29
T.O. 1A-10A-1
PITCH CONTROL SYSTEM Two identical and independent pitch SAS channels
provide rate damping for enhanced tracking and
Pitch control (figure 1-14) is provided by two pitch trim compensation for speed brake deployment.
elevators, which are connected by a shearable
crossover shaft. The elevators are powered by in- ROll CONTROL SYSTEM
dependent actuators, which are also connected by a
shearable crossover shaft and powered by inde- Each aileron is powered by a tandem hydraulic actu-
pendent hydraulic systems. Inputs to the actuators ator which normally allows each aileron to be
are made via independent, widely separated cable and powered by both hydraulic systems (figure 1-15).
linkage paths which connect directly to the discon- Inputs to the actuators are made through independ-
nector units. A single system of pushrods within the ent, widely separated cable and linkage paths which
white area connect the disconnector units to the stick. connect through aileron tab shift mechanisms to the
Since the elevators are connected, one actuator will disconnect units. A sing le system of pushrods within
power both elevators in the event of the loss of one the white area connects the disconnect units to the
hydraulic system. The actuators are connected, so control stick.
that both actuators (and in turn both elevators) will
be operated via a single mechanical control path in If one hydraulic system is lost, the operative system
the event one control path is lost. Hence, loss of one will continue to power both ailerons. Hence, the loss
hydraulic system and / or mechanical control path will of one hydraulic system has no discernible effect on
have no discernible effect on stick / surface response. stick / surface response.
If an elevator, elevator actuator, or control path aft In the event one control path is lost, roll control will
of the disconnector is jammed, the pilot can discon- be provided by the connected aileron, and roll au-
nect the jammed side of the system using the elevator thority will be reduced by approximately one half.
emergency disengage switch. Stick inputs will then Normal stick force relative to roll rate will be ex-
shear the actuator crossover shaft and the elevator perienced, but the stick will have to be moved twice
crossover shaft. This will free the unjammed side of as much for a given maneuver. If an aileron surface,
the system. If a jam occurs with appreciable elevator aileron actuator, or a control path aft of the discon-
deflection, pitch authority in the opposite direction nectors becomes jammed, the aileron emergency dis-
will be minimal; e.g., if an elevator is jammed with engage switch can be used to free the unjammed
an upward deflection, pitch down authority will be aileron. If a jam occurs with appreciable aileron
reduced. deflection, roll control in the opposite direction will
be minimal; e.g. if right aileron is jammed with an
Artificial stick feel is provided by devices located upward deflection, roll authority to the left will be
close to the elevator actuators and a bobweight reduced.
located in the white area. Trim is provided by two in-
dependent, electrical circuits: the normal pitch / roll Artificial stick feel is provided by redundant devices
trim control circuit and the emergency override located close to the aileron actuators. Trim is pro-
pitch/ roll trim circuit. These circuits lead to a trim vided by two independent electrical circuits: the
motor which acts on the artificial feel devices to normal pitch / roll trim control circuit and the emer-
reposition the actuators and move the entire elevator gency override pitch / roll trim circuit. These circuits
surface . If both hydraulic systems are lost, pilot pitch lead to a trim motor in each wing. The trim motor
trim inputs will automatically operate the two acts on the artificial feel device, which in turn reposi-
elevator trim tabs via two additional trim motors to tions the actuator to move the entire aileron surface.
provide pitch trim. The geared / trimmable elevator Sufficient trim for normal operations can be obtained
tabs are mounted on the outboard trailing edges of from one trim motor. However, trim rate and
both elevators . The tabs are trimmable in manual authority will be reduced. Disengagement of an
reversion, and geared in the powered flight control aileron will not cause loss of roll trim. No roll trim
mode . This reduces elevator aerodynamic loads to will be available in the manual reversion operating
levels satisfactory for instantaneous transfer from the mode. (See section on MRFCS.)
powered mode to MRFCS . Refer to PITCH MRFCS
section for additional description of pitch manual Aileron tabs are mounted on the inboard trailing
reversion operation. edge of each aileron. During normal flight the tabs
1-30
PITCH CONTROL
SYSTEM SCHEMATIC /SAS // IF
T
JAMMED LINKAGE ON MRFis ~ CONTROL VALVE A
EITHER SIDE MAY BE DISENGAGED
LEAVI NG OPPOSITE SIDE FREE ' LOCK -~ ~OWER CYLI NDER B
(
(LIGHTS SIGNAL JAM AND INDICATE
THE INTE GRAL STABILITY
/ DISENGAGEMENT) ""
AUGMENTATION SYSTEM (SAS)
IS INCLUDED IN THE LI NKAGE
ENGAGEO ~-i~-""';:O"~'E:':":'~"':'~':" :~ AT THE HYDRAULIC ACTUATORS
CONTROL
STI CK
W aNTRal SYSTEM
N ROLL C FLT CONT
SCHEMATIC I~ORM
8 ------'--j
MAN
REVERS ION
NO OUTPUT
- TO AILERON
PITCH
;i;
CONTROL
STICK
DfSCONNECTOR
L HYD
o
"
T.O . 1A-10A-1
are geared to reduce the aerodynamic loads on the Elevator/Aileron Jam Indicator Lights
ailerons, and are not directly controlled by lateral
The elevator and aileron jam indicator lights (figure
stick inputs. In manual reversion, lateral stick inputs
1-18), on the emergency flight control panel, are pla-
are transmitted directly to the tabs, which in turn fly
carded L ELEV I R ELEV and L AILIR AIL, respec-
the ailerons.
tively. These lights bracket the appropriatp. disengage
switches . The lights are controlled by load-sensing
Elevator/Aileron Emergency Disengage Switches
switches in the disconnector units and are powered
from the auxiliary DC essential bus. In the event of
Two three-position lever-locked switcl1es (figure 1-18),
an actual jam aft of the disconnect unit s, a light will
placarded ELEVATOR EMER DISENGAGE and
come on to identify which side is jammed when the
AILERON EMER DISENGAGE, are mounted on
pilot applies 50 - 65 pounds of stick force against the
the emergency flight control panel. The switches are
jam. The stick force must be maintained to keep the
normally centered. In the event of a jam of a control
light on. On ~ , the jam light will remain on for
path aft of the disconnector units, or a jam in the
3 - 5 seconds after the stick force required to turn
actuator or control surface, a light adjacent to the
the light on is reduced. The pilot should reduce stick
appropriate switch will come on as the pilot exerts
force during disengagement to relieve loads on the
abnormal stick force countering the jam. The stick is
disconnect units and also to reduce transients as the
disconnected from the jammed side by moving the
disconnector actuates . The lights may come on when
appropriate switch toward the light.
there is no jam condition by the application of stick
force and rate in excess of the capacity of the
The stick becomes immediately free to control the
powered actuators to respond. The lights may also
unjammed control path. After disconnecting a
come on during manual reversion because of the high
jammed elevator stick force will be momentarily
stick force gradients.
higher than normal until the controllable elevator is
displaced approximately 3 relative to the jammed
0
YAW CONTROL SYSTEM
surface, at which point the crossover shaft between
the two elevator actuators will shear. The subsequent Yaw control (figure 1-16) is provided by two rudders,
shearing of the elevator crossover shaft will be ac- which are individually driven by independent hy-
complished with hydraulic- powered inputs. draulic actuators. The actuators are controlled in
unison by a single cable and linkage transmission
For both elevator and aileron control jams, the pilot path which connects to the rudder pedals. Since there
experiences normal stick force per g relative to roll is a single control path. there is no disconnect capa-
or pitch input, but the stick has to be moved or bility in the event of a jam. However, if an actuator
trimmed approximately twice as much for a given or rudder surface becomes jammed, some yaw con-
maneuver. When a control path is not fully engaged trol from the unjammed rudder may be available due
at the disconnect unit, the ELEV DISENG or AIL to stretching of the connecting cables between the ac-
DlSENG light on the caution light panel comes on. tuators. Required rudder pedal force will be signifi-
When the switch is subsequently moved to the center cantly higher. Full trim authority \. . i11 be available for
position or to disengage the opposite side, the surface the unjammed ruelder if the yaw SAS channel on the
will reconnect as soon as the stick is moved in align- jammed side is turned off. If one hydraulic system
ment with the surface position. Though remotely is lost, slightly degraded rudder authority will re-
possible, both elevators or ailerons can be discon- sult. Initial rudder pedal inputs will move only the
nected, but one surface will automatically reconnect powered rudder. Then, increases in rudder pedal
as soon as the stick is moved into alignment with the input will move both the powered and unpowered
position of the control surface. The disengage circuits rudders and the unpowered rudder will trail the
are powered by the DC essential bus. powered rudder. Hence, the rudder pedals have to be
moved more than normal and there will be a mod-
Elevator/Aileron Disengaged Caution Lights erate increase i:1 the pedal force required. I f both
hydraulic power sources are lost, the actuators
The elevator and aileron disengaged caution lights automatically shift modes to permit direct transfer of
(figure 1-65), on the caution light panel, are pla- rudder pedal inputs to the rudder surfaces. Pedal
carded ELEV DlSENG and AIL DlSENG. 'Fhe lights forces in this mode are higher. Artificial rudder pedal
indicate that either or both elevator or aileron control feel and centering characteristics are integrated into
paths arc not connected at the disconnect units. both rudder actuators. At aircraft speeds above
1-33
.....,
w YAW CONTROL SYSTEM SCHEMATIC
~
YAW TRIM
THE SAS IS ALSO
USED TO PROVI DE
,@, YAW TRIM
(
RIGHT RUDDER
ARTIFI CIAL FEEL DEVI CE HYDRAULIC ACTUATOR
POWERED BY
FROM===~ R HYD SYS
PILOT
-J--~ ,
MRFCS
l~v, AUT:~ LIMIT VALVE (SEE BELOW)
LOCK \
I
"Q" SWITCH
POWER CYL - TO RUDDER
THE INTEGRAL STABILITY
AUGMENTATION SYS TEM (SAS)
IS INCLUDED IN THE LI NKAGE
AT THE HYDRAULIC ACTUATO RS
IN THE EVENT OF HYDRAULIC FAILURE,
THE MRFCS LOCK AUTOMATICALLY
PROVI DES DI RECT MECHANI CAL
LI NKAGE TO THE
. RUDDER
I_ FULL
r---TRAVEL
ABOVE A PREDETERMINED
CONTROL RODS AUTHORITY LIMITING SOL
AS TO OPEN TWO ADDITIO
MENT BEYOND LIMITS WO
)
T.O. 1A-10A-1
CONTROL STICK
~AIRCR A FTTRIM
FI RST DETENT: CAMERA OPER
SECOND DETENT: CONTINUOUS IGN
GUN TRIGGER
m0 ~ PITCH/ROLL
ANOCAM"AOP"~
WEAPONS RELEASE
NOS EWHEEL STEERING I7il
• HARS FAST ERECT Llli
INS MARK/UPDATE [ill (NOTE 1)
AIR REFUEL
01 SCONNECT/ RESET
SAS/ANTI-SKID EMER - _ _ _ _ __ * MISS ILE TRACK
01 SCONNECT LEVE R
Figure 1-1 7
240 KIAS, available powered rudder travel is auto- PITCH AND ROLL TRIM CONTROL SYSTEMS
matically reduced from ± 25 ° to ± 8 0 . If aircraft
speed increases through approximately 240 KIAS \V'ith The pitch and roll trim control systems are similar in
rudder inputs greater than ± 8 °, rudder pedal function. Both systems act on the artificial feel
"kicks" or "thumps" may be felt as the rudder devices to vary the zero load position of the stick and
returns to 8 0. Independent SAS signals are electr icall y eq uivalent surface positions . A five-position switch,
transmitted to each rudder act uator to provide mounted at the top of the stick grip, is used for nor-
automatic turn coordination, yaw damping and yaw mal pitch / roll trim control. Trim change is propor-
trim. tional to th e time the button is activated. Trim rates'
are essentially independent of stick loading condi-
Rudder Pedal Adjustment Handle tions. In the event of a failure in either the pitch or
roll trim circ uit, control of both trim axes may be
The rudder pedals are indivi duall y adjustable with a transfe rred to a similar five-position switch located
single rudder adjustment handle (50, figure FO-l), o n the emergency flight control panel. The emergency
located on the upper right side of the center pedestal. pitch / roll trim circuitry is powered separately from
When the handle is rotated up, the pedal assemblies the normal trim; however, both circuits operate the
are spring-loaded against the pilot's feet. After the sa me trim motors. A roll trim controller transmits
rudders are moved to the desired positions, the han- trim inputs to the two independent trim motors (one
dle is released and the pedal s lock . The pedal posi- for eac h aileron) so that the roll trim motors are
tions are numerically identified on the pedal actuated equally. In the event of a failure on one
assemblies for visual reference . side, roll tri m with the other motor will be available
1-35
T .O. 1A-1 0A-1
Figure 1-18
but the overa ll trim authority and trim rate will be switch on the control st ick grip. Em ergency trim
redu ced. In addition, there will be a noticeab le dif- switch circuits are powered by the DC essential bus.
fere nce in late ral stick feel near the center/ neutral H ence , aircraft pitch and roll trim may be provided
position a nd the stick may not return to a preci se by the emergency pitch and roll trim system in the
la teral center positio n if released (hands-off). event of loss of the auxiliary DC essential bus power
or a failure in the normal trim circu its .
Pitch and Roll Trim Switch
1·· 36
T.O. 1A-10A-1
YAW TRIM CONTROL KNOB The takeoff trim circuit is powered by the auxiliary
DC essential bus.
Yaw trim control is effected with a knob placarded
YAW TRIM (figure 1-19), located on the SAS Takeoff Trim Button
control panel on the left console. The single knob
controls two independent circuits, each of which The takeoff trim button (figure 1-19), placarded T I O
trims a rudder through the respective YAW SAS TRIM, is a pushbutton located on the SAS control
channel. Rudder pedals do not move in response to panel. The Qutton must be depressed until TAKEOFF
trim inputs. Rudder trim authority is limited to ± 10 ° TRIM light comes on, indicating that the surfaces
at speeds below 240 KIAS and ± 8 o· above 240 KIAS. have reached the desired position. When the T 10
A detent is provided in the zero trim position. The TRIM button is released, the TAKEOFF TRIM light
yaw trim system is powered by the right DC and AC will go off.
busses.
Takeoff Trim Light
In the event of loss of one SAS channel or one
hydraulic power supply, 500,70 yaw trim authority is A green takeoff trim light (figure 1-19), placarded
retained through the powered SAS channel. TAKEOFF TRIM, is located on the SAS control
panel. The TAKEOFF TRIM light indicates that all
TAKEOFF TRIM CONTROL SYSTEM trim surfaces have achieved proper trim for takeoff.
The TAKEOFF TRIM light is energized by the
When the T 10 TRIM button (figure 1-19) is de- auxiliary DC essential bus.
pressed, the pitch and roll trim motors and the two
elevator tab trim motors are driven to neutral. With STABILITY AUGMENTATION SYSTEM
the T 10 TRIM button depressed, the yaw trim knob
in neutral setting, and the five trim motors at neutral The SAS enhances flying qualities for target tracking,
setting, the TAKEOFF TRIM light comes on. The reduces pilot workload, and provides yaw trim
T 10 TRIM button does not operate when the pitchl capability. Two SAS channels are provided in both
roll trim override switch is in EMER OVERRIDE. the pitch and yaw axes. Each channel acts on the
l- IOA-\- 4 2
Figure 1-19
1-37
T.O. 1A-10A-1
Monitor Circuit Test Switch Two pitch SAS engage switches (figure 1-19) are
located on the SAS control panel. These are two-
A test switch on the SAS control panel (figure 1-19), position solenoid-held switches placarded PITCH
placarded MONITOR TEST, is used to check both SAS ENGAGE and OFF with one switch placarded
pitch and yaw SAS failure monitor circuits. The L, and the other placarded R. For normal engage-
switch is three-positioned and spring-loaded to the ment both switches are actuated simultaneously and
midposition where it is lever-locked. When the switch momentarily held. The switches are both electrically
is held to L or R, a simulated failure is introduced in released to OFF if the monitor circuit signals a
the associated pitch and yaw channels and the failure or the pilot actuates the SAS emergency
monitor circuits disengage all SAS channels. disengage switch. The switches can also be manually
moved to OFF. When either or both switches are
Emergency Disconnect Lever OFF, the PITCH SAS caution light will come on .
The switches are powered by the right DC bus.
The emergency disconnect lever (figure 1-17) is
located on the forward side of the control stick Pitch SAS Caution Light
below the control grip. The yellow and black striped
lever functions as an anti-s kid and SAS system The PITCH SAS caution light (figure 1-65), on the
disconnect lever. The anti-skid switch and all SAS caution light panel , will come on to indicate that one
switches will return to OFF when the lever is or both of the pitch SAS channels is di sconnected.
actuated.
Yaw SAS
Pitch SAS
On ®J, the yaw SAS performs three basic functions : •
The pitch SAS provides pitch rate damping and pitch yaw rate damping with ± 7 0 rudder authority, yaw
trim compensation for speed brake deployment. Total trim with ± 10 0 rudder authority, and aileron / rudder
SAS authority is limited to 2 0 elevator trailing edge interconnect (ARl) for turn coordination with ± 10 0
up and 5 0 elevator trailing edge down . A monitor rudder authority. SAS rudder authority is limited to
circuit senses differential between the left and right ± 10 0 below 240 KIAS and ±8 ° above 240 KIAS.
channels and shuts off pitch SAS when the differen- The turn coordination command is generated by
tial is excessive. A hydraulic or engine failure will not lateral stick position sensors, and yaw rate gyros.
automatically result in SAS disengagement. However,
the affected axes will disengage when a differential On ~ (Beta Dot SAS), the yaw SAS performs three •
between channels is sensed . Control stick authority is basic functions: yaw rate damping with ± 7 0 rudder
more than sufficient to override a SAS induced authority, turn coordination with ± 7 0 rudder
elevator di splacement. authority, and yaw trim with ± 10 0 rudder authority.
1-38 Change 2
T.O. 1A-10A-1
The SAS authority is limited to ± 10 ° below 240 possibility of an undesirable roll / yaw tran-
KIAS and ± 8 ° above 240 KIAS. The sideslip control sient in the event of a yaw SAS hard over
is generated by the INS or HARS on ~, or HARS failure.
on @Il, roll rate sensors, angle-of-attack transmitter,
and yaw rate sensors. • Only one yaw SAS channel should be
engaged when only one hydraulic power
A monitor circuit senses differential between the ieft
source or engine is available. The
and right channels and shuts off yay,' SAS when the
MASTER CAUTION will come on,
differential is excessive. A hydraulic or engine failure
should a disengagement occur, and thi s
will not automatically result in SAS disengagement.
could result in distraction during a critical
However. the affected axes will disengage when a dif-
phase of flight. Additionally, a yaw tran-
ferential between channels is sensed. Rudder pedal
sient may be experienced at time of
authority is more than sufficient to override a SAS
disengagement with severity depending
induced rudder displacement. Below 240 KIAS, SAS
upon the amount of yaw SAS input into
can reduce the maximum obtainable rudder deflecti on
the rudder actuator.
in one direction from 25 ° - 15 °. Above 240 KIAS ,
the full 8 0 of rudder deflection in either direction can
always be obtained, regardless of SAS inputs. Flight On ~ , if HARS is the operating attitude reference,
with a single yaw SAS channel engaged can be safely an uncommanded disengagement will occur in the
pursued under most flight conditions once the mal - event of HARS roll or pitch servo failure . This is
functioning channel is determined and deactivated. identified by noting the ADI and HSI power off
Such flight, however, should be pursued with caution flags in view and the roll tabs mi ssing from the HUD
when in formation or when at low altitude due to the display, or the HARS caution light coming on with
po~sibility of a hardover type failure in the active
disengagement of yaw SAS . Yaw trim and yaw rate
channel. Such hardover failure will result in the damping can be reenabled by setting the HARS/ SAS
respective rudder being driven a ma xi mum of 10 ° override switch to OVERRIDE and recngaging the
right or left at speeds below 240 KIAS and 8 0 at yaw SAS switches.
speeds above 240 KIAS if not counteracted by appro-
priate rudder pedal displacement or SAS emergency Yaw SAS Engage Switches
disengagement. Single channel yaw SAS operation
provides approximately 50070 of the yaw trim, damp-
Two yaw SAS engage switches (figure 1-19) are
ing, and turn coordination available under two-
located on the SAS control panel. These arc two-
channel operation .
position solenoid-held switches, placarded YAW SAS
Reengagement of yaw SAS. if desired , followil'Jg a ENGAGE and OFF, with one switch placarded L
disengagement should be accomplished with caution, and the other placardcd R. For normal \:'ngageI11cnt,
one channel at a time. in straight and level flight at a both switches are actuated simuiraneously and
safe altitude and with sufficient clearance with other momentarily held. The switches are both electrically
aircraft for recovery from possible yaw / roll transient s released to OFF if the monitor circuit signals a
during reengagement. I f yaw SAS operation ca nnot failure or the pilot actuates the SAS emergency
be maintained with both channels engaged and sing le disengage switch. The switches can a lso be manuall y
channel operation is desired for yaw damping, yaw moved to OFF. When either or both switches arc
trim. and partial turn coordination, the properly OFF. the YAW SAS caution light \vill come on . The
functioning channel can be determined by the trial switches are powered by the right DC bus.
and error method .
HARS/SAS Override Switch 1641
WARNING.
The HARS/ SAS override switch (fig ure 1-65) is
located on the auxiliary lighting panel. The switch is
• The yaw SAS fail-safe monitoring feature a two-position toggle switch, placarded OVERRID E
does not function during single channel and NORM. Setting the switch to OVERRIDE elimi-
SAS operation. Close formation or low nates HARS roll inputs to the SAS and provides for
altitude flight are not recommended during yaw SAS reengagement. The HARS / SAS override
single channel SAS operation due to the switch is powered by the right DC bus.
1-39
T.O . 1A-10A-1
The YAW SAS caution light (figure 1-65), on the To achieve roll control when hydraulic pressure is not
caution :ight panel, will come on to indicate that one present, the flight control mode switch must be set to
or both o f the yaw SAS channels is disconnected. MAN REVERSION . When MAN REVERSION is
selected, stick commands are disconnected from the
MANUAL REVERSION FLIGHT aileron actuators and connected to the aileron tabs .
In this tab drive mode, the aileron tabs fly the
CONTROL SYSTEM aileron surface to the position commanded by the
The MRFCS is an emergency system for ust when stick. Feel at the stick is proportional to air loads on
dual hydraulic failure is impending or has occurred. the tabs.
The mode is adequate for executing moderate ma-
neuvers and for safe return to base and landing. Aileron Float-Up Transition
Emergency transitions to manual reversion are auto- After loss of hydraulic pressure, the trailing edges of
matic and instantaneous in pitch and yaw, with stick the ailerons float up to a position that is higher than
and pedal command s transmitted directly to the the powered neutral position. Aileron float-up nor-
elevator and rudder surfaces through the actuators, mally induces an aircraft pitch change which can be
which arc in the hydraulic bypass mode. Transitions nose up or down depending on cg, power setting.
in roll must be pilot initiated. When the pilot selects and flap position.
MAN REVERSION, roll control is transferred from
the ailerons to the aileron tabs . Selecting MAN To soften pitch onset, the aileron float-up rate is
REVERSION also closes hydraulic shutoff valves limited by damping in the actuators. The time for the
prevent ing unexpected return to hydraulic powered ailerons to float -up after hydraulic pressure loss /
flight control. Manual reversion trim is provided only bleed off is approximately 4 seconds. If the flight
in pitch. control mode switch has not been placed in MAN
REVERSION after a dual hydraulic failure, the
PITCH MRFCS ailerons will float up, the stick will act directly on the
Pitch transition to manual reversion occurs due to actuator linkage and almost no roll control will be
hydraulic press ure depletion . The same components available. The stick feel will be the same as experi-
are used for manual and hydraulic pitch control. As enced on the ground before engine start .
hydraulic pressure drops to 600 - 400 psi, elevator
control automatically changes from hydraulic to Flight Control Mode Switch
mechanical. Electrical control of the two elevator
trim tabs is automatically achieved when both The flight control mode switch (figure 1-18), located
hydraulic power sources have dropped below 1,000 - on the emcrgency flight control panel, is placarded
800 psi. Artificial feel is retained. FL T CONTR, with positions NORM and MAN
REVERSION. The switch is lever-iocked in both
Transition is reversible. Power control of the eleva- positions .
tors is instantly restored as pressure at one (or both)
of the actuators is increased above 700 - 900 psi. In MAN REVERSION both hydraulic systems are
Both elevator trim tabs trim to neutral when either shut off. The switch simultaneously drives the
pressure switch senses 1,000 - 1,200 psi . aileron / tab shifters to tab drive . All other roll
transfer logic is automatic. The switch controls two
YAW MRFCS independent circuits, powered through the
Yaw transition to manual reversion occurs due to L & R AILERON TAB circuit breakers by the DC
hydraulic pressure depletion. The same mechanical essential bus.
elements are used for manual and hydraulic yaw con-
trol. As hydraulic pressure drops to 600 - 400 psi, NOTE
rudder control automatically changes from hydraulic
to mechanical. Transition is reversible . Power control • All flight control mode switch functions
is instantly restored as pressure is increased to 700 - are fully reversible at any time, if
900 psi . hydraulic power is available .
1-40
T.O. 1A-10A-1
• Deactivate both normal and emergency roll trim • Respective AIL TAB caution light remains on
when opposite side AlL TAB caution light goes
• Drive the roll trim actuators to neutral off
• Cause the corresponding l & R All TAB caution
• Aileron tab on side \vith nonfunctioning shifter
light to come on.
responds to stick movement with aileron remaining
in neutral position
Driving roll trim to neutral during MRFCS operation
assures that the ailerons will go to neutral when • Aileron trim inoperative.
hydraulic power is restored .
If failure to shi ft is experienced after shi fting to
Aileron Tab Caution lights NORM, roll control can be increased, if necessary,
by disengaging the aileron for the side with the non-
The aileron tab caution lights (figure 1-65), placarded
functioning aileron / tab shifter a s indicated by the
L All TAB and R AIL TAB, come on if the corre-
AIL TAB caution light.
sponding aileron / tab shifter is not at the full normal
position .
With one side disengaged, maximum roll capability
will be reduced approximately 50070, and stick input
Aileron/Tab Shifter Malfunctions
for a given roll will be twice normal.
Failure to shift to tab drive after the flight control
mode switch is placed to.MAN REVERSION is Roll trim can be restored by pulling the A I L TAB
indicated by: circuit breaker for trie side with the nonfunctioning
shifter. The corresponding AIL TAB caution light
• Respective AIL TAB caution light off will go off when this circuit breaker is pulled and
both ailerons will respond to roll trim.
• Very high lateral stick force - approaching locked
stick feel
Failure to complete the shift to tab or aileron drive
• Aileron jam light(s) may be on depending upor. degrades roll control for the mode selected. The
stick forces applied degree of control available is based upon the amount
of shift accomplished prior to failure. Hydraulic pres-
• Stick moves toward the side of the non functioning
sure and neutral aileron position will be normal for
shi fter.
the mode selected. The aileron tab caution lights
If failure to shift is experienced after switching to should provide an indication of which shifter has
MAN REVERSION and hydraulic power is available, malfunctioned unless an AIL TAB circuit breaker has
return to NORM for the remainder of the flight. opened . If an AIL TAB circuit breaker is open, the
Should hydraulic power not be available, some roll associated caution light is inoperative. The aileron
control may be achieved by disengaging the aileron tab circuit breaker should be checked whenever a
for the side with the non functioning aileron/tab shifter failure is suspected.
shifter.
1-41
T.O. 1A-10A-1
MRFCS should be ground checked prior to flight. one or both hydraulic pressure gauges fail
Reasons to transfer to MRFCS, while hydraulic to drop below 250 psi within approxi-
power is still available, include the following: mately 10 seconds and, if roll is in oppo-
site direction to stick displacement, return
• Training in the MRFCS mode the switch to NORM.
• Checkout of the MRFCS mode
NOTE
• Precautionary transfer to MRFCS mode; e.g. one
hydraulic system failed and failure of the second
system is imminent. • The LlR AIL or LlR ELEV jam indicator
lights may come on during manual rever -
When accomplishing an intentional shift into manual sion, due to airloads.
reversion, comply with operating limitations in Sec-
tion V. Selecting MAN REVERSION simulates a
Shifting to MRFCS Mode (Hydraulic Power Not
dual hydraulic failure, while simultaneously initiating
Available)
roll transition to manual reversion. When the flight
control mode switch is placed to MAN REVERSION,
the following events occur: In a dual hydraulic failure the stick will essentially
lock in roll. Stick feel will be the same as experienced
• Hydraulic supply pressure is shut off and bleeds on the ground before engine start. Pitch and yaw
off to zero psi. This can take up to 10 seconds. control will be available immediately, but the pilot
Bleed off can be observed on the cockpit hydraulic must select MAN REVERSION to initiate tab
pressure gauges and by noting the L/ R HYD shifting which will make it possible to regain roll
PRESS caution lights control. Roll control will be available in approxi-
mately 4 seconds after selecting MAN REVERSION.
• The aileron tabs initiate (on switch actuation) shift
to tab drive and this is indicated by the LlR AIL
If hydraulic failure occurs, when operating single
TAB caution lights coming on. Complete shift can
engine or with an asymmetric loading, the aircraft
take up to 4 seconds.
will begin a slow roll into the dead engine or heavy
wing. The pilot should retard the thi·ottle on the
When hydraulic supply pressure bleed off is com-
operating engine (to IDLE if conditions permit) after
plete, aileron float up begins. Float up will take up
selecting MAN REVERSION. Coordinate rudder and
to 4 seconds. Once the ailerons are floated up, the
aileron as thrust is increased after transition is com-
aileron actuators are in a bypass mode. Since supply
plete. Asymmetric loadings can be corrected by selec-
pressure bleed off and aileron float up are sequential,
tive jettison, as conditions permit.
the total time to regain roll control after selecting
MAN REVERSION can be up to 14 seconds. If the
stick is moved laterally prior to completion of aileron Shifting Back to PFCS Mode
float up, the ailerons may float up abruptly and
asymmetrically.
Hydraulic power, if available, is immediately applied
to flight control actuators when the flight control
mode switch is returned to NORM. All logic func-
tions are fully reversible and powered control of the
elevators and rudders is immediate. Pitch trim change
• Failure of one or both hydraulic systems
may be required.
to drop below 250 psi after switching to
MAN REVERSION may result in locked
ailerons after shift to aileron tab drive The ailerons drive down to neutral trim position, but
commences. Under these circumstances, roll control is not fully effective until aileron/ tab
control stick feel will be near normal for shifting is complete . Roll trim control, both normal
manual reversion; however, roll capability and emergency, is available at the completion of the
will be slight and in the opposite direction shifting operation. Yaw trim control is regained after
to stick displacement. Therefore, should YAW SAS is reengaged.
1-42
T .O. 1A-10A-1
SECONDARY FLIGHT CONTROL should retain symmetry under airload s. The flap lever
has a lever lock which must be lifted when moving
SYSTEM the lever from MVR to ON . The flap lever is
FLAP SYSTEM powered by the right DC bus.
The aircraft is equipped with four wing trailing edge Flap Emergency Retract Switch
flaps (figure 1-20) . Flap positions are 0 0 (UP), 7 0
(MVR), and 20 ° (ON). The flaps are individually The flap emergency ret ract switch (figure 1-18) is a
supported and each flap is positioned by one two-position lever-locked switch, located on the
hydraulic actuator. The flaps are powered by the left emergency flight control panel, placarded FLAP
hydraulic system. A cockpit control lever controls the EMER RETR. The switch is powered by DC essential
flaps. When extended, flaps hold position in the bus. The FLAP EMER RETR switch allows aero-
event of loss of flap system electrical and / or hydrau- dynamic blow back of the flaps if flaps fail to retract
lic power until commanded up by the flap emergency due to failure of normal valving, control circuitry, or
retract switch. On loss of the left hydraulic system, hydraulic system.
the flaps will be inoperative. When fully extended,
aerodynamic forces will cause unpowered flaps to
retract to less than 15 ° and maneuvering flaps to
retract to 0 0 if the emergency flap switch is activated.
In full UP or ON, hydraulic pressure is retained in
• The overspeed protection circuit "Q switch
the selected position to eliminate flap creeping. Dur- sensor" is inoperative with the emergency
ing ground operations with the flap control set to flap switch in EMER RETR. Aerodynamic
MVR, the flaps may creep. The left outboard flap
blow back may not fully retract the flaps
will cycle about the 7 ° position, and the other flap
in this position. Flap extension speeds are
panels may assume varying positions. It may be
noted in Section V.
necessary to recycle the flap lever to get all panels
back to the 7 0 position.
Flap Position Indicator
Flaps will not extend and will automatically retract
The flap position indicator (34, figure FO-I). on the
if the airspeed exceeds 185 - 210 KIAS. The flap
control must be recycled through UP position, after instrument panel, is placarded FLAPS DEGREES .
the airspeed is below approximately 180 KIAS, in The indicator is powered by the auxiliary DC essen-
order to extend the flaps . On []IJ, when aircraft tial bus and receives its position signal from the posi-
I speed is reduced below approxImately 190 KIAS tion control unit attached to the LH outboard flap.
(5-15 KIAS below auto retract speed), the flaps will
automatically reextend if the flap lever is in MVR SLAT SYSTEM
or DN. Emergency flap retract capability is pro-
vided by an emergency flap switch on the emer-
The slat system (figure 1-2 I) consists of movable two-
gency flight control panel. When activated, the
switch shuts off pressure and opens the down lines position slat panels which are mounted on the in-
to return. Aerodynamic forces drive the flelps up to board leading edge section of each wing. Slats are
a minimum position. powered by the right hydraulic system. Electrical
power for control is from the right DC bus.
Flap Lever
The slats function automatically to improve high
The flap lever (figure 1-4) is located on the throttle AOA air flow to the engines. The ESPS detects con-
quadrant. It is placarded FLAPS with positions ditions that will lead to engine stall. Stall is deter-
...----
designated UP, MVR and ON. The lever electrically mined in the ESPS system as a function of AOA and
directs left hydraulic pressure to the flap actuators. Mach . The AOA is measured by a lift transducer
The UP position fully retracts the flaps and retains mounted on the lower side of the left wing leading
hydraulic pressure to maintain flaps up. Selection of edge . Mach is measured internally in the ESPS
MVR positions the flaps to 7 °. The ON position through the pitot static system. At a predetermined
drives the flaps to full extended and retains hydraulic AOA and Mach, the slats extend. Slat actuation
pressure to maintain flaps down. In the MVR posi- parameters are shown in figure 6-2 . The ESPS is
tion all but the left hand outboard flap can creep but powered by the right AC bus.
Change 8 1-43
WING FLAP SYSTEM SCHEMATIC ACTUATOR WING
UP
FLAP POSI
ARE SHO
L INBD
ACTUATOR
/
N
o
) )
)
CONTROL VALVE
WING SLAT SYSTEM ENERGIZED (RETRACT)
SCHEMATIC ~
RET =!====::;:;::~
-- RET
RIGHT TRANSDUCER
AC SYS
BUS VANE c::::=- RIGHT { R8
HYD
SYS PRESS
ALPHA l/vlACH
HEATER COMPUTER GROUND
SAFETY SWITCH
SPS AC 0C I ~
I ./' I
I •
;---a- I
I I •
[h, { ~
DC l :t J RIGHT { R8
ESSENTIAL HYD
SYS PRESS
BUS
...
~
U1
T.O. 1A-10A-1
The lift transducer and its sensing vane are protected blow back proportionally as air loads approach struc-
from icing by a heating element, which is energized tural limits. Similarly, speed brake extend rate and
when the pi tot heat switch is set to HEAT. The travel is limited at high speed.
heating element is powered by the right AC bus.
With total loss of hydraulic power (right engine not
rotating), aerodynamic forces will slowly close speed
brakes to trail position. With right engine windmilling
and if commanded prior to engine failure, speed
• If the pitot heat switch is OFF, or fails brakes will be held in position. If commanded after
during flight or the lift transducer vane engine failure and engine is windmilling, partial ex-
heater fails, the slats may not extend when tension (degree dependent on airspeed) can be ex-
required. pected . Closing speedbrake switch or selecting SPD
BK EMER RETR will allow speed brakes to retract
On loss of either AC or DC electric power, the as hydraulic pressure is depleted.
hydraulic system will extend the slats for fail-safe
protection of the engines. On loss of hydraulic
With loss of electrical power, the speed brakes will
power, airloads will automatically extend the slats.
retract to the closed position hydraulically.
With the slats extended. a drag index increase of 2.0
will result. Upon engine shutdown, slats mayor may
Speed Brake Switch
not extend.
The speed brake surfaces (figure 1-22) and actuating The speed brake emergency retract switch (figure
mechanisms are integrated in the ailerons. The upper 1-18), placarded SPD BK EMER RETR, is located
and lower surfaces of both ailerons open to act as on the emergency flight control panel. It is a lever-
speed brakes. locked, two-position switch. When the switch is in
the normal (unmarked) position, the speed brakes
The speed brakes fully open or close in approxi-
are controlled by the speed brake control. When the
mately 3 seconds. On the ground, opening time is
switch is set to SPD BK EMER RETR, normal con-
slightly less and closing time is slightly more. A limit
trol circuits are deactivated and a direct emergency
switch limits the speed brakes to the 800"/0 position
circuit blocks hydraulic pressure and vents speed
during flight, and precludes holding positions of less
brake extend lines to return. This action allows air
than 100"/0. The squat switch on the left main landing
loads to completely close the brakes. The switch cir-
gear allows 1000io deployment on the ground. If the
cuitry is independently powered by the auxiliary DC
aircraft becomes airborne with a speed brake position
essential bus.
exceeding 800"/0, the speed brakes will not automati-
cally retract to 800io. In this condition the speed
brakes will only respond to retract commands ini- BOARDING LADDER
tiated by the speed brake switch. The boarding ladder (figure 1-23) is a telescoping
ladder that stows in a compartment in the left for-
Automatic pitch trim compensation is provided by
ward fuselage, below the cockpit. The ladder com-
pitch SAS for speed brake deployment.
partment door is hinged on the forward edge and
Automatic overspeed structural protection is provided opens to rest flat against the fuselage. A permanent-
by means of hydraulic relid action. The speed brakes type magnet holds the door in the open position. A
1-46 Change 2
T.O. 1A-10A-1
battery bus-powered latch mechanism is located at the the ladder may be extended by pressing a pushbutton
aft edge of the door . Both the compartment door switch (4, figure FO-3) located under a hinged cover
and the ladder are spring-loaded to open, and the guard placarded EXTEND BOARDING LADDER .
ladder telescopes open by gravity. From the cockpit,
'Tl
60 -
c: DC
..., AUX
(l)
ESS BUS
CONTROL
N SPEED BRAKE RETRACT:::'~ r----- VALVE
RELAY_ _ _-----=:==--_...l...":::""_----!..~~_ _----;:--- -
IV
SPEED CONTROL I "'-- LI MIT SWITCHES RETRACT
BRAKE
RETRA CT I "'--
CONTROL
..,...---r----C>--' HOLD 1 SW 1 ~ ''A" RIGHT {PRESS
HYD RET-r-t----j
EXTEND -=- ~ l - 1(}'/, SYS '--_----''I
-t;===:I=====:;~;t:'
WTON
WHEELS I
RELAY I
I
1...---
EMER
RETRACT
VALVE
EMER RETRACT
RETRACT
T.O. 1A-10A-1
BOARDING lADDER
LATCH MECHANISM
TO OPEN DOOR AND RELEASE
LADDER
EXTENDED
AI- I OA -I-.t..6
Figure 1-23
1-48 Change 1
TO 1A-10A-1
CANOPY CONTROLS
C
A
H
t
0
•
y
,,
0
•
N
G
FWD
A
G
•
~
INTERNAL CANOPY ACTUATOR
o
DISENGAGE LEVER
ACTUATOR
UNLOCK HOOK
(UNLOCKED)
EXTERNAL CANOPY ACTUATOR
DISENGAGE CONTROL
CANOPY ACTUATOR (L AN DRS I DE S)
RELEASE LEVER llil
'Change 8 1-49
T.O. 1A-10A-1
CANOPY ACTUATOR
RELEASE LEVER
m1
A 1-IOA-1-25
In the event of failure of the actuator or loss of and the actuator drives the canopy to full open.
battery bus power, provisions for mechanical disen- When in HOLD, the canopy will stop movement and
gagement of the canopy/ actuator attachment are remain at the desired position. When the switch is
available. Disengagement is accomplished by three held in CLOSE, the actuator is electrically driven to
mechanical control devices enabling the pilot or the fully locked position. The switch is spring-loaded
ground crew to open the canopy manually from the to return from CLOSE to HOLD when released. The
inside or outside (left or right side) of the aircraft. switch will remain in OPEN .
The cockpit canopy control switch (figure 1-24), A red warning light (16, figure FO-I), placarded
placarded CANOPY, is a three-position toggle switch CANOPY UNLOCKED, is located on the instrument
located on the right console placarded OPEN, panel. The light indicates the canopy is not closed
HOLD, and CLOSE . When the switch is lifted and and locked. The light is powered by the auxiliary DC
set to OPEN, battery bus power unlocks the canopy essential bus.
1-50
T.O. 1A- 10A-1
The int ernal canopy actuator-di sengage lever (figure INTERNAL MANUAL CANOPY OPENING ASSIST
1-24), placarded CANOPY DISENGAGE, is located HANDLES
on the outboard side of the right console. To di sen-
The internal manual canopy opening assist handles
gage the canopy actuator, the canopy must be closed
(4, figure FO-2 and 10, figure FO-3), are placarded
and the lever moved aft, as indicated by a placarded
MANUAL CANOPY OPENING ASSIST . Each
arrow . Moving the lever aft releases the canopy
handle is retained in a stowed position by a spring -
downlock mechani sm, unlock s the canopy, and di s-
loaded pin . Each handle is manually rotated in an
engages the canopy actuator. When it is unlocked
inward and upward direction to a horizontal po sition .
and disengaged, the canopy is free to slide aft about
Grasping the handles with both hands and sliding the
one inch , and open manually . The canopy is held in
canopy aft and up opens the canopy manually , after
the full-open position by a spring-loaded uplock pin.
the canopy has been di sengaged .
If the canopy is partiall y open and the actuator can-
INTERNAL CANOPY JETTISON HANDLE
not be disengaged by use of the canopy actuator dis-
engage lever: The internal canopy jettison handle (figure 1-24),
placarded CANOPY JETT superimposed on a striped
• On ~ the pilot can disengage the actuator by background, is loca ted in the extreme forward panel
un strapping, reaching behind the seat on the of the right console . The handle is linked by a shaft
aircraft right side , a nd pushing up on the canopy directly to the canopy initiator. The jettison sequence
actuator release lever is begun by pulling the canopy jettison handle .
,-y. , "'", t'lckfJ." .j ........ ~ ! .: ' :, - I'I~
• On [IT] the pilot can disengage the actuator by CANOPY BREAKER T'bOL
reaching behind the seat on the right side and
pulling forward on the canopy actuator release The canopy breaker 1001 (13 , fi gure FO-3) is a special
lever. knife with a short blade, located on the right canopy
rail.
If the canopy must be opened manually while the
engines or APU are running: EXTERNAL CANOPY ACTUATOR DISENGAGE
CONTROLS
• The APU should be shut down and the bleed air
switch positioned to OFF or the main air supply The external canopy actuator di sengage controls
switch should be positioned to OFF on ~ prior (figure 1-24) are T -shaped handles in stalled on the
to opening the canopy . Either action will left and right sides of the fu selage a nd access ible by
depressurize the canopy seal and allow the opening an access door. When either T-handl e is
actuator disengage lever to be moved aft with less rotated with the canopy closed, the canopy is un -
effort . locked and the canopy actuator is disengaged .
1-51
I-52 Change 8
T.O. 1A-10A-1
~Ry INERTIA
Rffi STRAPS
PARACHUTE RISER
RELEASE LINK ASSEMBLY
SEAT Ili0 sE
DI SCONNECT
•
~"""'r-- __ EMERGENC
CONTROL
Y OXYG EN
RECOVERY PARACHUTE
SURVIVAL KIT RElEASE
LINK ASSEMBL Y (TYPICAL)
MORTAR ASSEMBLY
ENVI RONMENTAL
INERTIA SENSOR
REEL CONTROL
EMERGENCY
OXYGEN HOSE
POWER INERTIA Rffi
DISCONNECT
DROGUE PARACHUTE
RECOVERY SEQUENCER
RESTRAINT
EMERGENCY
RElIASE
RESTRAINT RELEA Sf HANDLE
THRUSTER
81-IOA- I-2 1
Figure }-25
Change 7 1-53
T.O. 1A-10A-1
RESTRAINT EMERGENCY RELEASE HANDLE 2. The forward structural bow of the canopy
clears the ejection path in approximately 0.2
The restraint emergency release handle is placarded second.
RESTRAINT EI'vlERGENCY RELEASE. To activate
the release system, the handle must be unlocked, by NOTE
squeezing the trigger and pulling up approximately 6
inches with about a 40-pound pull. • In the evt:nt the canopy fails to jettison,
the canopy breaker at the top of the seat
Pulling the handle releases the lap belt and inertia will shatter the canopy and an ejection can
reel straps, unlocks the seat pan, pulls the pin on the take place.
pilot chute, and releases the recovery parachute from
the mortar assembly. The pilot will still be attached 3. The delay initiator fires 0.3 second after
to the parachute risers and survival kit. On [TIl, pull- activation, causing a cartridge in the rocket catapult
ing the handle while the seat is installed in the to fire, projecting the seat upward. During the up-
cockpit will also disconnect the survival kit from the ward travel, the pilot's personal leads separate, the
harness by ballistically releasing the attachment straps seat/airplane gas disconnect separates, and a lanyard
from the kit. I f, during an ejection, the automatic actuates the emergency oxygen cylinder. Also, the
recovery sequence is not completed, the restraint acceleration forces cause the pilot's legs to be held
1-54 Change 1
T.O. 1A-10A-1
SURVIVAL KIT
CREWMAN'S HARNESS
ATIACHMENT FITIINGS
MANUAL
RELEASE
RING
/
RADIO BEACON
AUTOMATIC
RELEASE
PLU NGE R SWITCH COR D
ROCKER SWITCH
~\ 1 - 10:\ - 1 - 9
Figure 1-26
within the sides of the seat bucket due to the raised b . Recovery sequencer is initiated by a
ejection controls. Catapult pressure activates two switch that closes on contact with a striker plate on
thermal batteries, providing electrical power for the the right guide rail.
recovery seq uencer.
c. An electrical signal from the sequencer
4. As the seat moves up the guide rails, the fires a cartridge, generating pressure to spin up a
pitot tubes at each side of the headrest (parachute pitch rate gyro.
container) are exposed to the airstream. Speed and
altitude transducers determine the airspeed and
altitude of the seat. The recovery sequencer selects d. Upon reaching its operating speed, the
the appropriate automatic sequence. gyro is uncaged and the pitch stabilization vernier
rocket motor ignites.
5. As the seat approaches the top of the
guide rails: e. As the seat leaves the guide rails, the
rocket motor accelerates the seat away from the air-
a. The rocket motor ignites. craft in a suitable trajectory .
1-55
T.O. 1A-10A-1
f. The gyro controlled vernier rocket chute is deployed, the sequence is inter-
motor stabilizes the seat in its trajectory. Leg flailing rupted until the altitude and speed
due to windblast is prevented by the high extended decrease to Mode 2 conditions (figure 3-7).
sides of the seat bucket with the raised ejection con-
trols, which also aids in maintaining seat stability. BACK-UP RECOVERY MODE OPERATION
The remainder of the recovery sequence depends In the event of a failure of the automatic
upon the recovery mode. The envelopes relating to recovery system after ejection, operation of
each mode of operation are shown in figure 3-7. The RESTRAINT EMERGENCY RELEASE will
recovery sequence for each mode is as follows: mechanically operate the harness release mechanism .
This handle also disconnects the parachute assembly
• Mode I Operation (figure 3-6) from the seat and releases the pilot chute for deploy-
ment of the recovery parachute. Operation of the
In Mode I, the recovery parachute mortar survival kit attachment release system, installed on
is fired 0.2 second after rocket catapult ~, is disabled when the seat is out of the aircraft.
ignition. As the mortar propels the
parachute assembly away from the seat,
I . IS-second delay reefing line cutters are OXYGEN SYSTEM
activated and the pilot chute is released .
The harness release thruster is actuated The oxygen system is a liquid oxygen type consisting
0.25 seconds later and the deploying of a converter, a quantity gauge, external filler valve,
parachute separates the pilot from the and a regulator. A regulator supplies the pilot with
seat. The parachute inflates to the reefed breathing oxygen. Oxygen duration at various
configuration until the reefing line cutters altitudes is shown in figure 1-27.
actuate to permit full inflation . The sur-
vival kit is automatically deployed approx- OXYGEN REGULATOR
imately 4.0 seconds after seat / man separa-
The oxygen regulator (figure 1-28), installed on the
tion (if automatic survival kit deployment
right console, is an automatic diluter-demand type. In
is selected). In addition, if the locator
normal use, as the altitude increases, the amount of
beacon rocker switch is in the automatic
air in the mixture decreases until 100(),1o oxygen is
position, the beacon will be activated at
delivered to the mask at 30,000 feet cabin altitude.
this time.
Pure oxygen (IOO(),1o) can be delivered at all altitudes
at pilot's option.
• Mode 2 Operation (figure 3-6)
Supply Lever
In Mode 2, the drogue gun is initiated as
the seat approaches the top of the guide The supply lever (figure 1-28), placarded SUPPLY, is
rails. Projection of the drogue gun slug a green colored two-position toggle control. The posi-
deploys the extraction chute which in turn tions are placarded ON and OFF. In ON position,
deploys the drogue chute. The drogue gaseous oxygen flows from the oxygen regulator. Set-
chute provides seat retardation and addi- ting the regulator to OFF shuts off oxygen flow at
tional stabilization for high speed ejec- the regulator .
tions. The recovery parachute mortar is
fired 0.82 second after rocket catapult ig- Diluter Lever'
nition , and 0.15 seconds later the drogue
chute is severed from the seat. Parachute The diluter lever (figure 1-28), is a white colored two-
operation, seat/ man separation, etc., occur position toggle, located on the oxygen regulator con-
thereafter as in Mode I . trol panel. The two positions are placarded IOO(),1o
OXYGEN and NORMAL OXYGEN. In NORMAL
• Mode 3 Operation OXYGEN, the oxygen regulator provides the op-
timum air/oxygen mixture for a particular altitude, in
In Mode 3, the operation and sequence of the quantity demanded by the pilot. In lOO(),1o
events is identical to that for Mode 2 OXYGEN, pure oxygen is provided regardless of
(figure 3-6), except that after the drogue altitude.
1-56
T.O. 1A-10A-1
35,000 30 .94 27 .84 24.75 21.65 18 .56 15.47 12 .37 9 .28 6 . 19 3.09
& above - - .- - - - - - - -
30 .94 27 .84 24.75 21.65 18.56 15.47 12 .37 9.28 6 .19 3 .09
22 .63 20 .37 18.11 15.84 13.58 11 .32 9.05 6.79 4.53 2 .26
0
30,000 - - - - - - - - - - m
(f)
22 .99 20 .70 18.40 16. 10 13.80 11 .50 9.20 6.90 4 .60 2.30 ()
m
Z
17.48 15.73 13.98 12.24 10.49 8 .74 6 .99 5.24 3.50 1.75 0
25 ,000 - - - - - - - - - - --I
0
21.72 19 .55 17 .37 15 .20 13.03 10.86 8 .69 6.52 4 .34 2.17 ~
r
--I
13.19 11 .87 10.55 9 .23 7.91 6 .60 5.28 3.96 2.64 1.32 =i
20,000 : - - - - - - - - - - c
0
24.43 21.99 19.55 17 .10 14.66 12.22 9.77 7.33 4 .89 2.44 m
Z
10.62 9.56 8.49 7.43 6 .37 5.31 4 .25 3.19 2.12 1.06 0
--I
15,000 - - - - - - - - - - :IJ
m
29.86 26.88 23 .89 20 .90 17.92 14.93 11 .94 8.96 5. 9 7 2.99 p
C
8.53 7.68 6.83 5 .97 5.12 4 .27 3.41 2.56 1.71 0.85 -
:IJ
10.000 - - - - - - - - - - z
G)
29.85 26.88 23.89 20.90 17.92 14.93 11 .94 8.96 5.97 2 .99
0
x
6.75 6 .08 5.40 4.73 4.05 3.38 2.70 2 .03 1.35 0.68 -<
G)
5,000 - - - - - - - - - - m
14.93 11.94 8 .96 5.9 7 2.99
z
29 .86 26 .88 23.89 20.90 17 .92
5.46 • 4 .92 4.37 3.82 3.28 2.73 2.19 1.64 1.09 0.55
SL - - - - - - - - - -
29.86 26.88 23.89 20.90 17.92 14.93 11.94 8 .96 5.97 2.99
Figure 1-27
1-57
T.O. 1A-10A-1
Figure 1-28
1-58
TO lA-10A-l
System but does not shut off ram air. The plac- COCKPIT PRESSURE ALTIMETER
arded positions are SUPPLY and OFF. The switch
must be raised to move it from the SUPPLY posi- The cockpit pressure altitude indicator (figure 1-30),
tion. The switch is powered by the battery bus. placarded CABIN PRESS ALT X 1000, is located in
See figure 1-31 for main air supply switch positions the center of the environment control panel. The
versus temperature/pressure control switch altimeter operates on a self-contained aneroid
positions. mechanism.
9 AUTO - -
OFF
I ,
8(,..\AN ,
PRESS
& COLD HOT
BLEED
AI R -
OVER PRESS IND
TEMP CONTROL
VALVE
B
OFF
WITH RE D PO PPET
WATER
SEPARA TOR DUCT
TEMP
SENSOR
CABIN
AIR
TO
SH 4
(Q DUMP
Ij
- - } TO OPEN
CABIN
RAM DUMP VALVE
RAI'.;\
AIR CLOSED WH EN TE MP! PRESS SVJ
IS AT NOR I'.'\ OR DUMP OR WHEN
CODE MMN AIR SUPP LY SW I S OFF
_ _ HOT AI R FROM ENG ' ==========,
ANTI-G SU IT:c }
Ir:==:::::==== CANOPY SEAL i , TO
~ PARTIALLY COOLED AI R
:=====:::J~ CANOPY DEFOG ' ,' SH 4
_ _ COLD AIR
:=====~~ RAIN REMOVE =====""'!"!!~~==:l
. . . . TEMP CONTROLLED AI R
C> ONE WAY CHECK VALVE C==:::::::::~5§!!~ EX T TAN KS PRESS
1-62 Change 8
T.O. 1A-10A-1
(]
OFF
WINDSHIELD
RAIN REMOVE
1;1,
CANOPY SEAL PRESSURE
BLEED ORIFICE . PRESSURE
BLEEDS DOWN AND SEAL
DEFLATES WHEN BLEED AIR
SWITCH AND APU OFF OR
WHEN APU AND ENGINES OFF.
WINDSHIELD
RAIN
CABIN AIR 25
RENlJVE
SUPPL Y
TEM PERA TU RE
SWITCH
g 20
:;z
/ --GOFF
~ 15
/ CANOPY WASH
V'l
V'l
~ 10
V
9
0@MAX
,- "
DEFOG
RAIN REMOVAL
REGULATOR
a..
0-
0::
"" 5
/ AND SOV
u
o
u
00
V 10 20 30 40
MAIN AIR
SUPPLY CABIN SEAL PRESSURE
REGULATOR AND SOV
CLOSED WHEN MAIN AIR
AMBIENT PRESS ALT, KILO FT
SUPPL Y SWITCH IS OFF OR
COCKPIT PRESS SCHEDULE CANOPY UNLOCKED
PRESSURE DUMPS AND
SEAL DEFLATES.
=ANTI-G SUIT
FROM = CANOPY SEAL.=t=~===========-:::2
SH 3 =CANOPY DEFOG=============:::2
1=WlNDSHIELD RAIN REMOVE & WASH============~
8'-'OA-' -21
Change 6 1-63
T.O. 1 A - 1 OA-1
l- IOf. -l- S?
Figure 1-30
AIR CONDITIONER CONTROL SWITCH manual HOT without checking that the
main air supply switch is in SUPPLY and
The air conditioner control swi tch (figure 1-30), insure there is ECS airflow to the cockpit.
placarded CAB IN AIR COND OPER, is located on
the environment control panel. The contro l swi tch
provides a selection of either automatic or manu al NOTE
control of the air condit ioning system. In AUTO, air
conditioning temperature is automatica lly regulated • When operating in MAN, the temperature
by the temperature level rotary switch. In MAN, the and airflow to the cockpit will increase if
conditioned air temperature is se lected by the pilot by engin e throttle setting is increased. Rees-
holding the switch in COLD or HOT. It will take tablish desired temperature by holding
approxim ately 30 seconds for the temperature valve switc h tow'ard COLD. Select MAN only if
to cycle fr om full COLD to full HOT or vice versa. automatic contro l is inoperative.
The switc h is powered by the auxiliary DC essential
bus.
• To prevent overshooting the desired tempera-
ture level in the cockpit, when operating the
air condit ioner control in MAN, it is recom-
• Manua l operation in full HOT can cause mended that a short pulse be used followed
undetectable ECS overheating if the main by a waiting period to determine the amount
air supply switch is OFF. Do not select of temperature increase or decrease.
1-64 Change 6
TO 1A-10A-1
NOTE
Figure 1-31
Change 8 1-65
T.O. 1A-10A-1
To improve the flow of warm air to the pilot's feet, The WINDSHIELD HOT caution light (figure 1-65),
a manually operated diverter valve is installed in each located on the caution light panel, is actuated by a
of the upper cabin air conditioning ducts (figure temperature sensor on the windshield center panel.
1-29). The diverter valve can be positioned from full The light will come on when the windshield
open to 10% open with intermediate detented posi- temperature is in excess of 150 °F, whether caused in -
tions. Closing the diverter valves forces warm air to ternally by system malfunction or externally by leav-
the foot area outlets and decreases airflow from the ing the rain removal system on for an extended
cabin air outlets. Minimum foot warming is obtained period. The light will also come on to indicate a
when the flow arrow on the diverter valve is horizon - malfunction in the windshield deicing circuit, a
tal. Maximum foot warming is obtained when the system power failure, or if the battery is the sole
flow arrow is perpendicular to the flow. source of electrical power. I f the cause is due to an
overtemperature condition, continued use can result
CANOPY DEFOG SYSTEM in windshield cracking.
Defogging of the canopy and windshield panels is
WINDSHIELD RAIN REMOVAL SYSTEM
accomplished by defog tubes , which discharge
precooled engine bleed air . For ground operation and to aid in flight rain
removal when flying at low speed. an air jet blast ,
CANOPY DEFOG CONTROL
utilizing precooled bleed air, provides rain removal
The canopy defog control (figure 1-30), placarded over the windshield center panel. The electrically-
CANOPY DEFOG, is a rotary control located on the operated shutoff valve is controlled by the rain
environment control panel. It is used to manually removal switch.
control the amount of precooled engine bleed air
flowing through the defog tubes along the base of WINDSHIELD WASH SYSTEM G!J
the canopy. The control positions are placarded OFF
and MAX, with arrows indicating direction of rota- A wash system for removing gun gas residue from
I tion. The control should be used during descents to the windshield and side panels is provided. A three-
gallon wash solution tank is located in the forward
provide maximum windshield anti fog protection.
portion of the nose wheelwell . Approximately one
WINDSHIELD DEFOG/DEICE SYSTEM half gallon of solution is used during each wash cycle.
The rain removal nozzle includes a wash solution
The center windsh ield panel interior surface is deiced nozzle . The system is controlled by the rain removal /
and defogged by heat from an element embedded windshield wash switch.
I
near the outer surface of the windshield center panel.
The windshield heater is controlled by the windshield
defog/ deice switch . WARNING
WINDSHIELD DEFOG/DEICE SWITCH
• The windshield wash system should not be
The windshield defog/ deice switch (figure 1-30),
used anytime forward vision is essential
placarded WINDSHIELD DEFOG / DEICE, located
since forward vision is obsured during the
on the environment control panel, is a two-position
wash cycle.
toggle switch used to control the electrically heated
deicing circuit in the windshield. In DEFOG / DEICE,
RAIN REMOVAL/WINDSHIELD WASH SWITCH
left AC system bus power energizes the element
embedded in the windshield. Placing the switch in
The rain removal/windshield wash switch (figure
OFF deactivates the system. The DEFOG/DEICE
position shall be selected anytime windshield fog- 1-30), is a three-position switch placarded RAIN
I ging or Icing conditions are suspected during flight. REMOVE, OFF, and WASH. When positioned to
RAIN REMOVE, an airjet blast of engine bleed air
from the precooler is directed to facilitate rain
1-66 Change 5
TO 1A-10A-1
removal of the windshield. The swi tch is spring- automatic. Input s are processed and converted as
loaded from WASH to OFF. Momentarily posi- appropriate, to analog or digital data. Systems receiv-
tioning the switch to WASH activates the circuit for ing CADC outputs include the INS, HUD, altimeter,
30 seconds (wash 6 seconds and purge 24 seconds). IFF, and caution light panel. During normal opera-
On []]], the switch is a two-position swi tch, pla- tion the CADC continuously monitors its perform-
carded RAIN REMOVE and OFF, and the wash ance. If a malfunction occurs, the CADC caution
solution is not provided. The switch is powered by light on the caution light panel comes on, airspeed
the left DC bus. and altitude are not displayed on the HUD. and a
CADC error message will be displayed on the CDU
ANTI-G GARMENT SYSTEM alphanumeric display. On the ground, the CADC
outputs an arbitrary 70 KIAS value. The self-test
The anti-g garment system (figure 1-29), consists of a mode, activated by depressing the CADC BIT switch
pressure regulating va lve which supplies air to the indicator on the CDU, will display 300 knots and
garment upon accelerations of 1.75 g or greater. A 5,000 feet on the HUD for 3 - 5 seconds. The
test button (20. figtlre FO-2) is provided to simulate CADC receives power from the right AC bus and
operation under g loading . DC power from the right DC essential bus.
Change 8 1-67
T.O. 1A-10A-1
WING
STATIC PRESSURE
....... SARO CORRECTED
ALTITUDE
....
r'
MOUNTED ALTIMETER
PITOT -STATIC
PROSE TOTAL PRESSURE ....
r'
ALTITUDE VALID ......
.
CAUTION
115 VAC .400 Hz
...... CADC VALID (28 VDC)
...... LIGHT
PANEL
26 VAC
...... CADC DIGITAL ALTITUDE
REPORTING
.....
ALTIMETER IFF
......
..... CADC FAIL
PRESSURE ALTITUDE.
HU D
CDU BIT INITIATE
.......
SARO-CORRECTED
ALTITUDE. TAS . CAS.
.......
TFAT
TOTAL
TEMPERATURE
PROBE
TFAT ....
r'
PRES SU RE ALTITU DE .
SARO-CORRECTED
ALTITUDE. TAS. CAS.
.... INU
TFAT
1- 101\ -1 -77
Fi gure 1-32
1-68
T.O. 1A-10A-1
ALTIMETER
STANDBY
WARNING FLAG lOa-FOOT DRUM
lOoo-FOOT C
BAROMETRIC SCALE
Figure 1-33
1-69
T.O. 1A-10A-1
Airspeed Indicator
HARS Caution light 1641
The airspeed indicator (25, figure FO-I), on the in-
The HARS caution light (figure 1-65), located on the
strument panel, is graduated CW from a 50-knot caution light panel, comes on when the HARS head-
minimum indication in increment.s of 10 knots to a ing or attitude is invalid, whether INS or HARS is
maximum indication of 550 knots. A barrel in the selected as the operating attitude reference system.
top center of the dial displays a scale from 0 - 100
knots, in 2-knot increments. The striped pointer, HARS Fast Erect Switch
which is altitude compensated, moves to indicate the
limiting structural airspeed or the airspeed represent- A HARS fast erect switch (figure I -35), located on
ing the limiting Mach number. A yellow mark indi- the control stick on @], also serves as the nosewheel
cates the limiting airspeed for use of full wing flaps steering button. On ~, the HARS fast erect switch
and gear extension. The airspeed indicator operates is located on the left side of the main instrument
from inputs of impact and static pressures. On @], panel and is independent of the nosewheel steering.
the airspeed indicator provides speed data to the The fast erect switch is used to eliminate errors in
HUD, and the HUD airspeed scale should read HARS attitude displays. To prevent erection to a
I
within 4 knots of the cockpit airspeed indicator. false vertical, the fast erect switch should be de-
pressed only during straight and level, unaccelerated
Vertical Velocity Indicator flight. The fast erect function will operate on the
ground or in the air. When HARS is the operating
The VVI (27, figure FO-I), on the instrument panel, attitude reference, depressing the HARS fast erect
is a static pressure instrument receiving inputs directly switch will cause the ADI and HSI power off flags to
from the pitot-static probe. The VVI provides rate of come into view, and will remove pitch angle and roll
climb, or descent, in feet per minute. The indicator is bar displays from the HUD.
calibrated in thousands of feet per minute. From 0 -
1,000 feet, up or down, the scale is in increments of Slaved Mode Operation
100 feet. The slaved mode of operation is the normal mode of
heading reference. The controls and indicators in-
HEADING ATTITUDE REFERENCE SYSTEM volved are the SLAVE-DG mode selector, the PUSH-
TO-SYNC control, and the SYN-IND annunciator.
The HARS consists of a gyro platform, an amplifier, The slaved mode is initiated by placing the SLA VE-
and a control panel (figure 1-34). On @]' the HARS DG mode selector switch in SLAVE, the N-S toggle
provides pitch and roll signals to the ADI, heading switch to the appropriate northern (N) or southern
data to the T ACAN and the compass card in the (S) hemisphere position, and the LA T control to the
HSI, bank angle to the Beta Dot SAS, and pitch and correct latitude.
roll attitude to the HUD. A HARS failure is indi- In slaved mode, the heading signal inputs are slaved
cated when the ADI off flag is displayed and HUD so that heading output agrees with the magnetic
roll tabs are not displayed. In addition, the HARS heading sensed by the remote compass transmitter.
supplies turn rate signals to the turn needle in the The SYN-IND annunciator on the HARS control
ADI. On ~, the HARS is a backup heading and panel displays the magnitude and polarity of slaved
attitude system. HARS will automatically supply heading error. The system can be synchronized
heading and attitude information when aircraft power manually (much faster than by the normal slaving
is initially applied, the INS is off, the INS is in an rate) by use of the PUSH-TO-SYNC control on the
alignment mode, or the INS attitude fails. HARS can HARS control panel. Depressing the PUSH-TO-
be selected, but not deselected, by depressing the SYNC control causes the system to synchronize, and
HARS switch-indicator on the navigation mode select the pointer on the SYN-IND annunciator will center.
panel. HARS can be deselected (operative INS) by In normal flight operation, slight movement of the
selecting NA V CRS or MAN on the navigation mode SYN-IND annunciator pointer about the center mark
select panel. On ~, a HARS/SAS validity assembly indicates proper slaving action.
monitors the performance of HARS roll and pitch,
and if a failure is detected, yaw SAS is automatically Automatic synchronization takes place on power ap-
disengaged. The HARS is powered by the right AC plication and whenever the SLA VE-DG mode selector
bus . is switched from DG to SLAVE mode.
1-70 Change 1
T.O. 1A-10A-1
1- 10A - I-54
Control Position or
Indicator Display Function
LA T correction Corrects the system for the apparent drift of the directio nal and
control vertical gyros caused by the earth's rotation. The direction of
correction for the northern or southern hemisphere is selected
by the N-S hemisphere selector switch. The latitude correction is
applied in both SLAVE and DG modes of operation .
1-71
T.O. 1A-10A-1
Control Position or
Indicator Display Function
MAG VAR Compensates for magnetic variation. The MAG VAR switch is
switch set to the position which provides the closest representation of
the magnetic variation at the aircraft's position, providing
improved earth rate correction.
l- IOA -1- 70
Figure 1-35
1-72
TO 1A-10A-1
The vertical gyro provides pitch and roll information The AOA indexer (3, figure FO - I) presents AOA
to aircraft systems and vertical information to the information during a landing approach by di spla ying
DG . The vertical gyro is erected to local gravity. illuminated symbols low-speed symbol" \I " (red).
on-speed symbol "circle" (green). and high -speed
DG Mode Operation symbol" 1\" (amber). Slightl y low / high speed is in-
dicated by the on-speed and low / high-speed sy mbol s
coming on simultaneously.
The DG mode of operation is a backup mode of
heading reference in the event of a malfunction in
The AOA indexer light s operate onl y when the nose
the slave mode .
gear is dO\vn. The lightin g control is located on the
auxiliary lighting control pa nel (fi gure 1-65) and is
Th e heading indicator can be aligned by placing the powered by the right DC bu s.
mode selector switch in DG and pushing in and rotat-
ing the HDG PUSH-TO-SYNC control until HSI STALL WARNING SYSTEM
heading agrees with the standby compass.
Stall warning is pro\'ided in the la nding approac h
In the DG mode, no heading information is received configuration (landin g gear down or flap swit ch in
from the remote compass transmitter. DN) by a mechanical sti ck shak er ope rated off th e
AOA system . The sti ck shaker provides mild agit a-
ANGLE-OF-ATTACK SYSTEM tion of the control stick 4 - 12 knot s prior to win g
stall in unaccelera ted (1 g) fli ght. The stick shak er i ~
The AOA system consists of a vane-transmitter, a powered by the auxiliar y DC essential bu s. St a ll
coc kpit indicator , and indexer light s. The vane- warning is provided in the clean configuration (land -
tran smitter is located on the left side of the forward ing gear up and flap switch no t in DN position) by
fu sela ge . an audible 600 H z chopped tone . Tone activation is
initiated by the Alpha/ Mach co mputer as a fun cti o n
of AOA and t\;ACH . The AOA is mea sured by a lift
The AOA system measures the angle between the tran sducer vane mounted on the lo wer side of the le ft
lo ngitudinal axis of the aircraft and the relative wind . wing leading edge . Thi s lift tra nsduce r is independe nt
Thi s in forma tion is presented in the cockpit on the of the AOA system which initiates the stick shak er .
AOA ind icator and AOA indexer. The vane trans- A steady-pea k performance tone is generated approx-
mitter is provided with a heater which is controlled imately two AOA unit s prio r to stall and a chopped
by the pitot heater switch . stall warning tone is generated approximately one
AOA unit before stall. The chopped stall warning
tone does not change in volume or frequency as
Angle-of-Attack Indicator AOA increases. Thu s. actual wing stall or depth o f
stall are not indicated by thi s system . The two
headset tones are controll ed by separate \olume
The AOA indicator (24, figure FO-1), is placarded knob s on the stall warning control panel. The a udio
ANGLE OF ATTACK. The scale is calibrated from stall warning system is powered by the DC essenti a l
o - 30 arbitrary units, in single unit increments, bu s. On 0. ignition is pro\ided to both en gines
increasing in a CCW direction. Reference marks during act ivation of sta ll warning chopped tone and
are provided as follows: At 15.6 scale units a ree- for I second after termination of stall warning,
tangular maximum range index; at 17.5 scale units
I
a triangular maximum endurance index; at 21.5/
mol 20.0 scale units a T-shaped approach index; On 11021. stall warning is provided in the landing
't'rOrTl 23.8 - 24.5/[!IQJ 23.1 - 23.8 scale units a approach configuration (gear DOWN and / or flap
striped stall warnmg index. The red (OFF) flag will switch MVR / DN) by both the mechanical stick
appear at the 3 o'clock position when the unit shaker operated off the AOA system and audible
experiences a loss of power. tones operated off the lift transducer vane .
Change 8 1-73
T.O. 1A-10A-1
@ 0 0 ~
1-IOA-I-57
Figure 1-36
1-74
T.O: 1A-10A-1
GLIDE SLOPE
INDICATOR
MINIATU RE
AIRCRAFT
ATTITUDE WARNING
FLAG (OFF) PITCH TRIM
KNOB
l -IOA- l - SS
Figure 1-37
1-75
T.O. 1A-10A-1
COURSE
DEVIATION
COURSE
INDICATOR
ARROW
(HEAD)
BEARING
VALIDITY
TO-FROM
FLAG
IN DICATOR
AIRCRA FT COURSE
SYMBOL SET KNOB
1-I OA-l-S6
Figure 1-38
ADI and HSI Power Off Flags • During heading synchroni zatio n in the SLAVE
mode when operatin g in the HA RS mode .
1-76
TO 1A-10A-1
STANDBY COMPASS The T ACAN set (figure 1-43) provides the pilot with
a continuous line-of-sight range and bearing to a
The standby compass (5, figure FO-I) is a conven- ground T ACAN station, or to a suitably equipped
tional liquid filled magnetic compass. cooperating aircraft. The A-IO can provide AI A
range information to another A-IO or suitably
STANDBY ATTITUDE INDICATOR equipped aircraft, but cannot provide AI A bearing
information. The T ACAN set displays navigation
The SAl (20, figure FO-l) provides an independent data on the HSI.
attitude indicating system in the event of failure of
TACAN-HSI Display
the AD!. The SAl receives its pitch and roll infor-
mation from a self-contained gyro, powered by the The TACAN information displayed on the HSI is in
DC essential bus, and will provide usable roll and
I pitch information within ±6° for a minimum of 9
minutes after loss of electrical power. A red warn-
accordance with the mode selected at the navigation
mode select panel.
ing flag will come into view whenever the indicator
When the TCN mode has been selected ( 6 is on)
is caged or when electrical power is interrupted.
and on ~ UHF I ADF not selected, bearing informa-
tion will be displayed at all times by bearing pointer
A pull-to-cage knob, located on the right side of the 1. When bearing lock-on occurs, the bearing validity
instrument face, provides for pitch trim adjustment. flag will be out of view. When range lock -on occurs
With the knob fully extended and rotated to the ex- the range shutter will uncover the MILES indicator
treme CW position, the gyro will remain caged and which displays the T ACAN station range. 1f the
the knob will remain locked in the extended position. course pointer is positioned approximately within
Avoid snap release when uncaging. ± 90 0 of the bearing pointer, the TO-FROM indica-
tor will indicate TO. If the course pointer is approxi-
At high AOA it may not always be possible to super- mately more than ± 90° displaced from the bearing
impose the miniature aircraft on the horizon bar in pointer, the TO-FROM indicator will indicate
level flight. FROM.
Change 8 1-77
T.O. 1A-10A-1
VHF/FM Radio FM-622A Provides two-way communications Line of sight Left console
~ in the frequency modulation band of
30 - 75.95 MHz.
VHF/FM Radio AN/ARC- Provides two-way communications Line of sight Left console
~ 186(V) in the frequency modulation band of
30 - 76 MHz . 20 preset channels
may be stored.
VHF/AM Radio Wilcox 807A Provides two-way communications Line of sight Left console
~ in the 116.000 - 149.975 MHz
band.
VHF/AM Radio AN/ARC- Provides two-way communications Line of sight Left console
~ 186(V) in the 116.000 - 151.975 MHz
band . 20 preset channels may be
stored.
UHF Radio AN/ARC- Provides UHF communications and Line of sight Left console
164(V) ADF in the 225.000 - 399 .975
MHz frequency range. 20 preset
channels may be stored .
Airborne AN/APX-l0l Provides automatic radar identifica- Line of sight Left console
Transponder tion to suitably equipped challenging
(IFF) aircraft, surface ships, and ground
facilities within range.
...
TACAN AN/ARN - Provides navigational information in Line of sight Right console
System 118(V) conjunction with a surface naviga-
tion beacon or with another airplane
equipped with similar T ACAN
system .
X-Band Radar AN/UPN-25 Enhances the control and vectoring Line of sight Left console
System capability of the aircraft by ground
or air based radars.
1-78
T.O . 1A-10A-1
The TACAN set has four modes of operation: re- To operate the TACAN, proceed as fo llows:
ceive, transmit-receive, ai r-to-air receive, and air-to-
air transmit-receive. Refer to figure 1-43 for a de- 1. Set operating mode (OFF-REC-T / R - A l A
scription of each mode of operation. REC - AI A T I R) selector switch to desired mode.
Allow a 90-second warmup period.
The TACAN set has two self-test modes . The manual
self-test mode is initiated by setti ng t~e mode switch NOTE
to T I R and depressing the TEST pushbutton. If the
TEST indicator is still on at the end of the self-test • T I R and AI A T I R modes should not be
cycle, a malfunction or failure has occurred. The test used when radio silence conditions are im-
should then be repeated in the REC mode. If the posed . Do not use channels 1 - 9, 64 - n,
TEST indicator is not on at the end of the self-test and 126 in AI A modes, due to IFF
cycle in the REC mode , the malfunction is probably interference .
in the transmitter and the bearing information is
valid. If the TEST indicator is on at the end of the When operating in either of the A I A modes , the fre-
self-test cycle in the REC mode , all information quency of the master aircraft and all receiver aircraft
received should be considered invalid. Self-test mode must be in the same X/Y mode and spaced 63 chan-
can be terminated at any time by rotating either a nels apart, i.e. MASTER: Y mode channel 10,
channel knob or the mode selector. The automatiC Receivers: Y mode channel 73. Additionally, when
self-test mode occurs automatically whenever the multiple flights are using AI A mode in close
received signal becomes unreliable or is lost (memory geographical proximity, paired channels should be
time elapsed). If the TEST indicator is found to ' be spaced at least two channels apart.
on in flight, a manual self-test should be initiated ·to
confirm the malfunction and to determine 2. Rotate two channel switches to desired channel,
limitations. as displayed in CHANNEL indicator window.
1-79
T.O. 1A-10A-1
X-BAND RADAR
RADAR WARNING
mJ
C/ D BAND RADAR Wl
WARNING ~
OR L-BAND RADAR
WARNING Iiiil )DA1i1tRNING
~ARWARNING
IFF
MARKER BEACON
mJ VHF/AM
VHF/FM
RADAR WARNING . ~
~ CHAFF/FLARE
PROGRAMMER
CONTROL
@]
l .1-1 0A - l -l l
Figure 1-40
1-80 Change 1
T.O.1A-10A-1
- -.-!
F~)
\-- -
OR
• OR
I 10:,w J w 17
w
TCN switch-indicator Depress Selects TACAN for display on HSI and on ~ , ADI bank
steering.
TCN-VOR/LRN or Nonfunctional.
TCN-LRN toggle
switch ~ [li)
PT STOW switch- Depress Stows the following indicators on the AD! out of view: bank
indicator ~ steering bar, pitch steering bar, and course warning flag .
PTR switch ~ ABLE Enables the pitch/bank steering bars and the course warning
flag on the ADI.
STOW Stows the pitch/bank steering bars and the course warning flag,
except when TISL or FM homing is selected.
1-81
T.O. 1A-10A-1
MAN switch-indicator Depress In conjunction with the heading set knob on the HSI,
~ steering information is displayed on the ADI. Interl ocked wi th
NA V, ILS, and LSS .
ILS switch-indicator Depress ILS steering a nd raw glide slope information are displayed
l@~ on the AD!. Raw localizer information is displayed on the HSI.
Interlocked with MAN, NAV, and LSS .
LSS switch-indicator Depress T1SL (laser spot seeker) raw azimuth and elevation pointing
~IDJ data is displayed on the AD!. The LSS or TISL switch-
TISL switch-indicator indicator has priority over the FM light and when depressed
l@ the FM light will not come on. On ~, interlocked with
MAN, NAV, and ILS.
UHF light C l~ meso n amber when ADF mode is selected on the UHF con-
trol panel.
HARS switch-indicator Depress Selects HARS as the operating heading and attitude system
~ providing this data to the AD!, HSI, and HUD
LOC switch-indicator Depress Localizer steering data is displayed on the ADI and raw
~ localizer information is di splayed on the HSI.
NA VCRS switch- Depress Selects INS as the operat.ing heading, steering and attitude
indicator [g) system and provides this data to the ADI, HSI, and HUD .
Pitch and bank steering bars are stowed out of view.
1-82
\j
HEADING
- - - - SELECTED
[ M:N J HEADING
KNOB
SWITCH-
INDICATOR(S) HSI BEARING HSI BEARING HSI RANGE HSI HEADING
(')
:::r SELECTED POINTER #1 POINTER #2 INDICATOR HSI COl MARKER
I»
:J
OQ
(1) TACAN STEERPOINT DISTANCE TO DEVIATION WIND
ex> INAV~CRS I BEARING BEARING STEERPOINT FROM CORRECTED
* STEERPOINT STEERPOINT
COURSE BEARING
I H:RS I
1\ 1-10A - l - S8
Control Position or
Indicator Displc:y Function
CH ANNEL digital Displays T ACAN channel selected by the two channel selector
display switches.
REC T ACAN set operates in receive mode only and provides bearing
information, course deviation, and station identification.
Change 6 1-85
T.O. 1A-10A-1
Control Position or
Indicator Display Function
Operating mode T/R T ACAN set operates in both transmit and receive modes,
selector switch providing bearing, range, deviation, and station identification
(Cont) information.
TEST Pressed Initiates T ACAN self-test mode. In self-test mode, HSI indica-
pushbutton tions are; distance shutter in view, course deviation flag in view,
bearing pointers slew to 270 ° for nominal 7 seconds. After 7
seconds, distance shutter and course deviation flag go out of
view, distance indicator indicates 000 miles, bearing pointers lock
onto 180°. After nominal 15 seconds, distance and bearing flags
come into view and bearing pointers rotate CCW.
1-86
T.O. 1A-10A-1
1-87
T.O. 1A-10A -1
' .. 1- 1 0}~ - 1 - 13
Freque ncy co ntrol Used to select the desired localize r frequen cy.
knobs
VOL control knob Conti'o ls the volume of the locali zer identifi er audio
sig nal.
Figure 1-44
1-88 Chang e 6
T.O. 1A-10A-1
track, ground speed, and present position (Iatitude/ cident with bearing pointer number 2, which indicates
longitude). The INS, consisting of an INU, CDU, computed magnetic bearing to the selected steerpoint.
MBC, and CADC, interfaces with the HSI, AD!, and The HSI heading marker will indicate wind corrected
the HUD, when one of the INS modes is selected on desired magnetic heading to the selected steerpoint.
the navigation mode serect panel. The primary INS Flying to keep the CD! centered will maintain the
interface to the pilot is the HSI, providing the GCS course from present position to the selected
following: steerpoint .
• Magnetic heading To use the modified GCS mode, the desired course is
• Relative bearing of a selected steerpoint selected via the HSI course selector knob. Flying to
intercept and track the desired course, either in-
• Distance to a selected steerpoint bound or out-bound may be done as if the selected
steerpoint were a T ACAN. Bearing pointer number 2
• Relative direction of and deviation to a selected indicates magnetic bearing to the selected steerpoint,
course. and the HSI heading marker will indicate desired
A second INS interface to the pilot is the AD!, pro- magnetic heading direct to the steerpoint.
viding the following:
SCS, when selected via the CDU, provides desired
• Pitch magnetic course from present position at the time
SCS is selected. The desired magnetic course must be
• Roll. set via the HSI course set knob to provide proper
The other INS interface to the pilot is the HUD, pro- directional indications . HSI course arrow and course
viding the following displays: deviation displays will provide course information
relative to the present position at the time of SCS
• Pitch selection. Bearing pointer number 2, heading set
marker, and distance display are to the selected steer-
• Roll point, not the SCS point.
• Magnetic heading
An alternate procedure for course entry is possible
• Time to go to steerpoint via the appropriate CDU page, and line select keys.
• Distance to steerpoint
Inertial Navigation Caution light
• Relative bearing to steerpoint
The INERTIAL NAY caution light (figure 1-65),
• Total velocity vector.
located on the caution light panel, comes on when
there is a failure in the CDU or INU, and is on while
The INS provides point -to-point navigation with up
the INU is in an alignment mode.
to ten destinations and six mark points enterable
before or during flight. If the system is found to be
in error during flight, an update may be accom- Inertial Navigation Unit
plished by overflying a known geographical point. If
INS attitude is not valid, the backup (secondary) The INU, located in the right avionics compartment,
HARS automatically becomes the operating attitude consists of a stabilized platform with two gyros and
reference system. The INS is powered by the right three accelerometers, a digital computer, power sup-
AC bus. plies, and an input / output function. The two gyros
stabilize the platform, keeping it horizontal to the
INS Steering Modes earth's surface, so the accelerometers sense only hori-
zontal acceleration. The magnitude and direction out-
There are two basic INS steering modes, GCS and puts of the accelerometers are fed to the INU digital
SCS. The desired steering mode is selected via the computer, where they are added vectorially and com-
CDU. The INU initializes to GCS at turn-on. GCS
consists of two submodes, direct GCS and modified
GCS . To use direct GCS, the HSI course set knob is
bined with starting point latitude and longitude. The
computer then outputs present position latitude and
longitude .
I
used to center the CDI with the course arrow coin-
Change 1 1-89
T.O. 1A-10A-1
Master Bus Controller 1621 In the UTM coordinate format, keys 2 - 9 each have
three letters associated, excluding the letters I and O.
The MBC is a processor that initiates, monitors, To enter the first letter associated with a key, press
and controls data transfers over redundant data the LTR/ USE key so that LTR appears to the right
busses. The MBC selects which one of the two data of the scratch pad line, then press the character key
busses will be used and examines the status words of once. To enter the second Jetter, press the character
both the transmitter and receiver terminals, as well as key twice. For the third letter, press the character key
examining the data. The MBC is the primary bus a third time. When the desired letter is displayed in
controller, however, if an MBC malfunction occurs, the scratch pad line, press the LTR / USE key again to
the INU assumes control of the busses. When power signal the CDU to use that alpha character. If a
is applied, the MBC clears, resets, and performs a subsequent letter is required, repeat the above
start-up self-test to assume control of the data operation.
busses. A BIT feature provides a confidence check of
all MBC circuitry, data bus line and terminal re- Clear Function
sponse on the data bus. BIT is initiated on the CDU.
If a fault is detected, an MBC error message will be If an error is made in number or letter entry,
displayed on the CDU. The MBC receives power pressing CLR once clears the last entry . Pressing
from the right AC bus. CLR twice clears the entire scratchpad line.
The CDU, figure 1-45, provides the control and Once the desired data appears in the scratch pad line,
information interface between the pilot and the INS. it is entered by pressing the associated line select key
The CDU controls the operatmg modes of the INS (figure 1-46). When the line select key is pressed, the
and indicates the INS operational status. The CDU scratch pad line contents are checked by the CDU for
contains alphanumeric displays, page and mode selec- proper range and format. If the entry is valid, it is
tors, and the function push buttons. The CDU is transferred to the INU, transmitted from the INU
powered by the right DC bus. back to the CDU, and displayed adjacent to the line
select key. Completion of this cycle clears the
CDU Data Entry scratch pad line.
•
Letters and Numbers it appears on the line and the scratchpad is cleared.
Failure to pass these checks causes one of four mes-
Each entry from the keyboard appears first in the sages to be displayed alternately with the unused
scratch pad line of the CDU display. The scratch pad entry. Entry errors indicate that the entered data has
line is initially in number mode (I, 2, 3, etc.). Key- not passed format checks performed by the CDU.
board data is successively displayed from left to right
in the scratch pad line. To enter letters, the LTR/USE
key is pressed first and LTR appears to the right of
the scratch pad line. Letter entry for latitudel I. OUT OF RANGE - Indicates the entered data
longitude coordinate format only uses keys 2, 4, 6, has not passed range checks performed by the CDU
and 8 and only the letters N, W, E, and S can be
displayed in the scratchpad line. Once the desired
(e.g., entry of longitude W84; the correct entry
should be W084). I
letter appears in the scratch pad line, the L TR/USE
key should be pressed again, causing LTR to clear
from the scratch pad line and signal the CDU to use 2. ENTRY IGNORED - Indicates that the en-
I
that letter. The CDU automatically reverts to the tered data is inconsistent with INU operation (e.g.,
numeric mode after the letter has been entered. entry of MH or TH later than 1 minute after select-
Numeric positions of latitude and longitude are ing FAST, or entry of present position later than 2
entered directly. minutes after selecting FAST or NORM).
1-90 Change 1
T.O. 1A-10A-1
10 9
A 1- 10;, -1 - 18
Index Position or
No . Control or Indicator Display Function
2 Line select keys Eight keys , four on each side of display, when
depressed , control data entry and subpage selection.
Change 6 1-91
T.O. 1A-10A-1
Index Position or
No. Control or Indicator Display Function
4 CLR pushbutton Clears scratch pad line. If depressed once, the last
inserted character is cleared; if depressed twice , the
entire scratch pad line is cleared .
I
NA Y CRS or MAN is selected. Once ATTD is se-
lected , NAY cannot be selected.
1-92 Change 1
T.O. 1A-10A-1
Index Position or
No. Control or Indicator Display Function
1-93
T.O. 1A-10A-1
i" · 10 '-,-1- 80
POSITION PAGE
Coordinate format L/L for latitude/ longitude or UTM for universal transverse
mercator.
* Alternate coordinate format line key Allows selection of either L/ L or UTM coordinates. Pressing
this key when L/L is displayed results in UTM display format.
Magnetic heading line key Allows entry of magnetic heading from the scratch pad . Entered
magnetic heading is accepted only during the first 60 seconds of
FAST alignment and results in a BATH alignment.
Grid heading Grid heading in degrees and tenths. Displayed when grid
heading format is selected.
1-94 Change 6
T.O. 1A-10A-1
POSITION PAGE
"Magnetic variation line key Allows magnetic variation entry from scratch pad (line 8). If the
scratch pad is empty when the line key is pressed, the entered
value is replaced with the computed value, and is indicated by
MV.
Convergence factor Convergence factor in 5 decimal places. Displayed when the grid
heading format is selected.
**Convergence factor line key Allows convergence factor (up to 5 decimal places) entry from
the scratchpad. If a convergence factor is not entered, the INU
assumes a value of 1.0. I
Position latitude Present position latitude in degrees, minutes, and seconds.
**Latitude line key Allows latitude entry from the scratch pad only during the first 2
minutes of gyrocompass alignment or the first 2 minutes of
BA TH alignment after magnetic or true heading has been
entered.
"Longitude line key Allows longitude entry from the scratch pad only during the first
2 minutes of gyrocompass alignment or the first 2 minutes of
BA TH alignment after magnetic or true heading has been
entered.
Position UTM grid and spheroid Present position UTM zone of up to two numerics and one
alpha character and spheroid model in three alpha or alpha
numeric characters.
**Grid and spheroid line key Allows entry of grid and spheroid codes from the scratchpad .
Area, eastings & northings Area in two alpha characters, eastings in 4 numbers and
northings in 4 numbers indicating tens of meters.
**Eastings & northings line key Allows UTM eastings and northings to be entered from the
scratchpad. Same 2 minute entry limitation for present position
LAT/LONG.
Change 1 1-95
T.O. 1A-10A-1
POSITION PAGE
"True heading line key Allows entry of true headings from the scratchpad. Entered true
heading is accepted only during the first 60 seconds of FAST
alignment and results in a BATH alignment.
*Alternate heading format Allows selection of either MAG or GRID heading formats.
1-96
T.O . 1A-10A-1
MISC ADDRESS
LINE KEY SCRATCH PAGE
ACCES S LINE KEY
SCRATCH MISC DATA
PA D LINE LINE KEY
MARK
MIS C
POINT
DATA INERTIAL !INS) PAGE (S CS)
COME~ ON STEADY AFTER 6 MINUTES.
FLA SHES AT 8 (APP RO X) MINUTES
(FULL ALIGNMENT)
\- : QA- 1-8 :
Page label Inert ial page label, selected destination 2, selected steerpoint 3,
Selected destination line select key performs no function. DEST and STR togg le
Selected steerpoint/selected mag co urse switches increment or decrement selected destination and
steerpoint, respectively .
Selected steering mode GCS direct s INU to provide magnetic course to the currently
selected steerpoint. SCS directs the INU to navigate along a
selected magnetic course as computed from the point of SCS
entry .
*Alternate steering mode line key Allows selection of either GCS or SCS STEERING modes .
Course source and magnetic course Course source (HSI or CDU) and magnetic course in degrees.
HSI course is input via HSI course set knob and is the initial
source upon turn on. CDU course is input via scratch pad line
entry.
1-97
T.O. lA-l0A -l
INERTIAL PAGE
*Co urse line key Allows course entry via the CDU.
**T est page access line key Allows the operator to access the test page (figure I-53).
**Calclilator page access lint' key Allows the operator to access the calculator page (figure I-51).
**Scra tch page access line ke y All o ws the operator to access the sc ratch page (figure I-52).
Ma rk point l\'l a rk point location (A - F) in which the last mark was stored .
If no ma rk point has been entered, (his line is bla nk .
*l\ liscellan eoll s address lin e key Allows the operator to enter miscellaneous data addresses from
the sc ratch pad in decimal format.
]\.1 iscella neoll s da ta INU mi scellaneous data associated with the miscellaneou s
address. Up to 6 alphanumeric characters with sign.
*Miscell a neOliS data line key Allows (he operator to enter the mi scellaneous address data in .
Primarily for maintenance use.
1-98
T .O.1A-10A-1
DIST
ELEVAnON GRID AN D
TI ME TO GO LINE KEY SPHEROID
LINE KEY
LAT LINE KEY
EASTINGS AND
DES IRED NO RTHINGS
LONG
MAG HDG LI NE K~Y
LI NE KEY
1- 10/,-1 - 82
Coordinate form at L/ L for lati tude / longitude or UTM for universal trans ve rse
mercator .
*Alternate coordinate form a t lin e key Allows selection of either L/ L or UTM coordinates.
** Elevation line ke y Allows entry of elevation from the scratch pad line ( ± 32,767
feet).
1-99
T.O. 1A-10A-1
DESTINATION PAGE
Desired magnetic heading Desired magnetic heading in degrees (wind corrected) to selected
destination.
Destination UTM grid and spheroid Destination UTM zone of up to 2 numeric and one alpha
character and spheroid model in three alpha or alpha numeric
characters .
Grid and spheroid line key Allows entry of grid and spheroid codes from the scratchpad .
Area, eastings & nonhings Area in 2 alpha characters, eastings in 4 numbers and northings
in 4 numbers indicating tens of meters.
**Eastings & northings line key Allows UTI\·1 eastings & northings to be entered from the
scratchpad. Latitude entries for UTM must be less than 80 ° N
or S latitude.
Computed ground speed Computed (predicted) ground speed in knots to selected destina-
tion. Based on last computed wind, assuming present true
airspeed remains constant .
1-100
T.O. 1A-1 0A-1
GROUND
TRACK
DESIRED
MAG HOG
TRUE AIR
SPUD
WIND
DIRIVEL
GROUND
SPEED
COURSE
LINE KEY
STR LINE KE Y
/ STEER (STR) PAGE (U TMI
SELECTED COURSE STEER ING (SCS I
DISTANCE GROUND
TRACK
TI ME TO GO ----'= DES IRED
MAG HDG
TRUE AIR
STR UTM SPEED
GRID AND
SPHERIOD WIND
DIRIVEL
1-101
T.O. 1A-10A-1
STEER PAGE
** Alternate coordinate format line key Allows selection of either L/ L or UTM coordinates.
Desired magnetic heading Desired magnetic heading (wind corrected) to the steerpoint in
degrees.
***Steerpoint UTM grid and spheroid Steerpoint UTM zone of up to 2 numeric and one alpha
character and spheroid model in three alpha characters.
** * Arca, eastings and northings Area in 2 alpha characters, castings in 4 numbers and northings
in 4 numbers indicating tens of meters.
Course source and mag course Same as INS page, displayed on STR page only if St:S steering
mode selected on INS page.
Wind direction / velocity Magnetic wind directions in degrees and velocity in knots.
1-102
T .O.1A-l0A-1
1- i O:, 8,
M ISSIO N PAGE
MH/DIST entry indicator Indicat es last entry on MSN page was MH / DIST and will not
appear when L/ L-UTM coordinates are entered.
Offset line key Allows entry o f offset point as selec ted steerpoint. Offset point
is selectable as steerpoint only after offset point bearing and
distance or coordinates (L / L-UTM) are entered and arrow
"a ppears on page label line. If the offset point is se lected as
stee rpoint, GCS steering mode will automatically be select ed .
Coordinate format L/ L fo r la titude/ longitude or UTM for universa l tran sve rse
mercator.
* Alternate coordinate format line key Allows se lec tion of either L/ L or UTM coordinates.
1-103
T.O. 1A·10A-1
MISSION PAGE
Offset point magnetic heading distance Heading is in whole degrees; distance is nm from selected
destination to offset point.
**Magnetic heading/ distance line key Allows entry of heading and distance to a selected destination
from scratchpad line. When this data is entered, computed
offset point coordinates (L/L-UTM) appear in lines 5 and 7.
**Offset point UTM grid and spheroid Offset point UTM zone of up to 2 numeric and one alpha
character and spheroid model in three alpha characters.
**Grid and spheroid line key Allows entry of grid and spheroid codes from scratchpad line .
When entered along with area, eastings, northings, a magnetic
heading and distance in nm from the selected destination to the
offset point will be computed and displayed.
**Elevation Elevation of offset point in feet. Pilot re ference only and does
not affect INU computations .
**Elevation line key Allows entry of elevation from scratchpad line . Must be entered
after offset point coordinates are entered / computed (± 32,767
feet).
** Area, eastings and northings Area in 2 alpha characters, eastings in 4 numbers and northings
in 4 numbers indicating tens of meters. Latitude entries for
UTM must be less than 80 ° N or S latitude .
Eastings and northings line key Allows entry of offset point eastings and northings from
scratchpad line. When entered with UTM grid and spheroid
model number, a magnetic heading and distance (nm) from the
selected destination to the offset point will be computed and
displayed in line 3.
**Latitude line key Allows entry of offset point latitude. When entered with longi-
tude, a magnetic heading and distance (nm) from the selected
destination to offset point \vill be computed and displayed in
line 3.
Offset point longit ude Offset point longitude in degrees, minutes, seconds .
ULongitude line key Allows entry of offset point longitude. When entered with
latitude, a magnetic heading and distance from the selected
destination to the offset point will be computed and displayed
in line 3.
1-104
T.O . 1 A-1 OA-1
PAGE
TITLE
INERTIAL PAGE
LINE KEY
T REGISTER
ADD KEY
ENTER KEY
SUBTRACT
2 REGISTER
KEY
SHIFT KEY MULTIPLE
KEY
Y REGISTER
DIVI DE
KEY
XIY EXCHANGE K
SCRATCHPAD
(X - REGISTER)
CALCULATOR PAGE
1-105
T.O. 1A-10A-1
Shift key Enters data from X register into T register. Pushes T register
contents to Z, Z contents to Y and Y contents to X.
1-i06
T.O. 1A-10A-1
DATA FIELD Al A4
CLEAR SCREEN
LINE KEY A
LINE KEY B
LINE KEY C
SPACE
LINE KEY D
1- IOA -I- 8)
SCRATCH PAGE
Line key A Enters scratch pad line contents (line 8) into next available data
field, AI, A2, A3, or A4. On initial access after power up,
scratch page is blank and next available data field is A I. I f A I,
A2, A3, and A4 contain data, next entry in A field will be
written into A I and former data in A I is lost. If line key is
pressed with scratchpad line empty, blanks are written into next
available data field.
Data fields AI, A2, A3 and A4 Nine and ten character data fields; ten on left side of screen,
nine on right side _
Line keys B, C, and D Function the same as line key A with their respective data
fields, except D is limited to two data fields (DI, D2).
Data fields BI , B2, B3, B4, CI , C2, C3 , Nine and ten character data fields which correspond to line keys
C4, DI, and D2 B, C and D .
Clear screen Allows clearing of entire screen. Next available data fields are
AI, BI, CI, and DI.
Figure I-52
1-107
T.O. 1A-10A-1
CDU TEST
INS PAGE
LINE KEY
LINE KEY
CADC TEST
LINE KEY
MBC TEST
LINE KEY
SYSTEM TEST
LINE KEY
TEST PAGE
CDU Test
Pressing the line key adjacent to CDU TEST on the test page initiates an internal CDU test. Upon actuation,
the INERTIAL NA V caution light comes on with the mode selector in NA V or UPDT, or the light goes off
with the mode selector in FAST or NORM, and the CDU BIT indicator sets white. CDU TEST on line one is
replaced by CDU GO or CDU NO GO . After approximately 5 seconds, the CDU BIT indicator resets black,
CDU GO or CDU NO GO changes back to CDU TEST, and the INERTIAL NAV caution light goes off with
the mode selector in NAV or UPDT, or comes back on with the mode selector in FAST or NORM. The unit
has failed if CDU NO GO appears and/ or the BIT indicator does not reset.
MBC Test
Pressing the line key adjacent to MBC TEST on the test page initiates a test of the MBC. Upon actuation, the
MBC fail annunciation will appear on line 2 of the display indicating that the test is in progress. After 3 sec-
onds the annunciation will extinguish indicating that tests are complete and the unit is go. If the annunciation
fails to extinguish, the unit has failed its tests and may be unreliable. Pressing F ACK will erase MBC; further
test of the MBC will not indicate MBC failure.
CADC Test
Pressing the line key adjacent to CADC TEST on the test page intiates a test of the CADC. Upon actuation,
the CADC and VV annunciation will appear on line 2 of the display indicating that the test is in progress.
After 3 seconds the annunciation will extinguish indicating that tests are complete and the unit is go. If the
annunciation fails to extinguish, the unit has failed its tests and is no go.
Figure 1-53
1-108 Change 1
T.O . 1A-10A-1
DESTINA TlON
SELECTED SELECTED DESTINATION UTM GRID & SELECTED
DESTINATION STEERPOINT ELEVATION SPHEROID MAG COURSE
DESTINATION
ELEVATION
LINE KEY
AREA
EASTINGS +
NORTHINGS
LINE KE Y DESTINATION AREA
UPDATE (U PDT! PAGE (ULl EASTINGS t NORTHINGS
GREAT CIRCLE STEERING (GCS)
UPDATE (UPDT) PAGE (UTM)
SELECTED COURSE STEERING (SCS)
l - IOA- 1- 89
UPDATE PAGE
Page label Update page label. Selected destination and selected steerpoint
Selected destination selected magnetic course. Line select key performs no function.
Selected steerpoint / selected magnetic DEST and STR toggle switches increment or decrement selected
course destination and steerpoint, respectively.
*Elevation line key Allows entry of elevation from the scratch pad line (± 32,767 feet). I
Time to go Time to destination in minutes and tenths for times 10 minutes
or greater. Times less than 10 minutes are shown in minutes and
seconds.
Desired magnetic heading Desired magnetic heading in degrees (wind corrected) to selected
destination.
Change 1 1-109
T.O. 1A-10A-1
UPDATE PAGE
Destination UTM grid and spheroid Destination UTM zone of up to 2 numeric and one alpha
character, and spheroid model in three alpha or alphanumeric
characters.
*Grid and spheroid line key Allows entry of grid and spheroid codes from the scratchpad.
Area, eastings & northings Area in 2 alpha characters, eastings in 4 numbers and northings
in 4 numbers indicating tens of meters.
*Eastings & northings line key Allows UTM eastings & northings to be entered from the
scratchpad.
Computed ground speed Computed (predicted) ground speed in knots to selected destina-
tion. Based on last computed wind, assuming present true
airspeed remains constant.
1-110
T.O. 1A-10A-1
ALTERNATE COORDI~IATE
FORMAT LINE KE Y
Page label Update page label. Selected destination and selected steerpointl
Selected destination selected magnetic course . Line select key performs no functi o n .
Selected steerpoint / selec ted magn etic DEST and STR toggle switches increment or decrement selected
course destination and steerpoint, respectively .
*Alternate coordinate format line ke y Allows selection of either L/ L or UTM coordinates . Press in g
this key when L/ L is displayed results in th e di splay forIll a t lI1
figure 1-45 (bottom) and vice-versa .
1-111
T.O . 1A-10A-1
Mag netic heading and distance position error Position update error in magnetic heading and di stance in nm .
Destination UTM grid and spheroid Destination UTM zone of up to two numeric and one alpha
character, and spheroid model in three alpha characters.
** Destination UTM gi-id and spheroid Allo\\ entry of destination grid and spheroid from the
line key scralchpad.
Area, eastings & northings Area in 2 alpha characters, ea stings in 4 numbers and northings
in 4 numbers indicating tens of meters.
** Eastings & northings line key Allows UTM eastings & northings to bc entered from the
scratch pad .
1-112
T.O. 1A-10A-1
Although error messages are an essential part of Stored heading and BATH are the two submodes of
CDU operation, certain errors are not noted. Some fast alignment. Either method provides a rapid means
general rules of operation along this line are as of aligning the INS; however, navigational accuracy
follows: is less than when using a normal alignment.
I. If a line key is pressed that performs no opera- A stored heading alignment uses the heading derived
tion, no error message is given. For instance, on the by the INU as described in the Normal Alignment/
destination page (DEST), if longitud'e is entered and Cocking Procedure, in this section. Using this proce-
the key adjacent to time-to-go is pressed, no error dure, the INS is allowed to complete a full normal
message appears. alignment (CDU mode selector knob in NORM) and
is switched off without ever going to NAV. The air-
2. Leading and trailing zeros and decimal points craft should not be moved nor should the INS be on
are not required unless the value is ambiguous with- again after the aircraft is cocked. When FAST align
out them . For instance, if 30 0 is entered as a lati- is subsequently selected, the INS retains all data from
tude, the CDU enters 30 0 00'00" . the previous NORM alignment. The resulting stored
heading alignment produces accuracies of 3 nm / hour
3. If an illegal entry is made because the wrong CEP for the full FAST alignment or 5 - 8 nm/ hour
line select key is pressed, it is entered and accepted CEP in the degraded mode.
by pressing the correct key. For instance, entering
125 0 as a latitude is an error; however, by pressing A BATH alignment uses either a heading given to the
the line select next to longitude, the error is removed INU by the pilot or the heading last stored in the
and the value used. INU memory . BATH alignment is dependent on the
accuracy of the heading used. A BATH alignment is
ALIGNMENT MODES complete when NAV RDY illuminates steady.
Full alignment is indicated by a flashing NA V RDY To enter data into the CDU in the LlL format,
on the CDU. A degraded alignment in any mode is proceed as follows:
indicated when NAV RDY illuminates steady.
I. CDU page selector knob - POS, DEST, or
If an alignment is terminated or if the CDU is turned MSN, as required.
off, wait 30 seconds prior to beginning another
alignment . NOTE
1-113
T.O. 1A-10A-1
3. CDU latitude line select key - Depress to 3. CDU grid and spheroid line select key -
enter. Depress to enter .
0 International INT
1 Clark 1866 CL6
2 Clark 1880 CLO
3 Everest EVR
4 Bessel BSL
5 Australian National AUS
6 Airy ARY
7 Hough HGH
8 South American SAM
9 Modified Everest MEV
10 WGS-72 WGS
1-114 Change 1
T .O. 1A-10A-1
3. CDU keyboard push buttons - Enter present 6. CDU mode selector switch - As desired.
position (LiL-U TM) within 2 minutes of selecting
NORM . a. OFF if cocking INS for future stored heading
alignment.
Change 1 1-115
T.O. 1A-10A-1
NORMAL FAST
Figure I-56.
Observe NA V RDY indication (CRT display line 6) 5. If MBC appears on line 2 steady, maintenance
steady at 1.5 - 2.0 minutes. is required. .
1-116
T.O. 1A-10A-1
I
distance from selected destination to offset point.
• 3. CDU CLR pushbutton - Depress. Scratchpad 5. Offset line key - Depress after arrow appears
line clears. on page label line, if offset point is desired as imme-
diate steerpoint.
I
when entering destination coordinates (0 - dinates (LiL-UTM).
9). Otherwise, the new mark points may
be located in an undesirable spheroid (the 5. Offset line key - Depress after arrow appears
spheroid contained in INU memory at on page label line, if offset point is desired as imme-
shutdown). diate steerpoint.
Change 1 1·117
T.O. 1A-10A-1
To update position using the overfly method, proceed Provides a history of navigation performance, which
as follows: is stored in the INU . To perform a terminal update,
proceed as follows:
1. CDU mode selector knob - UPDT. Update
I
page is displayed. 1. CDU page selector knob - DEST.
2. Destination toggle switch - Select proper 2. DEST toggle switch - Select terminal
destination. destination.
I. CDU page selector knob - INS. • Present ground speed exceeds 50 knots.
1-118 Change 1
T.O. 1A-10A-1
6. If RER 2.5 or greater appears, verify selected 10. Complete INS DATA CARD.
DEST is correct. If selected DEST is incorrect, use
the DEST toggle switch to select correct DEST. If Prior to engine shutdown:
terminal destination has not been programmed into
the INU, select the DEST page, enter the DEST co- 11. CDU mode selector knob - OFF.
ordinates, and reselect INS page. If RER is still 2.5
or greater, write up INS for poor performance.
NOTE
• Wait 30 seconds after turning CDU mode
• Selecting a new DEST or altering DEST selector knob OFF before turning off or
coordinates will cause a new mission RER disconnecting power to avoid damaging
to be computed. INS gyros.
7. Record RER on INS DATA CARD. • If aircraft power is lost, turn CDU mode
selector to OFF. Allow 5 minutes before
8. CDU keyboard push buttons - Enter 20. reselecting CDU mode selector knob to
any other position, otherwise damage may
9. Miscellaneous address line select key - Depress. result to INS gyros.
NOTE
Change 1 1-119
T.O. 1A-10A-1
1-120
T.O. 1A-10A-1
Register contents:
Register contents: 0.00 T
0.00 T 0.00 Z
0.00 Z 0.00 Y
10.00 Y (10.00 )
)
IDENTIFICATION SYSTEM - IFF (AN/APX-101)
c. Key 25 into scratch pad line
The identification system enables the aircraft to iden-
Register contents: tify itself when interrogated by proper signals from
0.00 T appropriate radar. Modes I, 2 and 4 are used for
0.00 Z tracking and identification purposes. Modes 31A and
10.00 Y C are used for tracking and altitude reporting,
(25 ) respectively.
1-121
T.O.1A-10A-1
NOTE I
NOTE:
I. ON[IQ] . SWITCH ONLY HAS UPPER
AND LOWER POSITIONS .
1- 10 A- i - 59
Figure 1-57
Specific discrepancies monitored by the IFF caution The system includes an "ident" function which is
light circuitry are: activated by momentarily placing the
IDE NT l OUT / MIC switch to !DENT, or placing the
• Mode 4 codes zeroed switch to MIC, which initiates a response each time
the UHF radio is keyed. The response will continue
• Transponder failure to reply to proper
for 15 - 30 seconds after initiation.
interrogation
The emergency mode of operation is initiated by
• Failu re of automatic self-test. placing the master switch to EMER while in Mode 1,
2 or 3/ A . During the ejection sequence a switch
NOTE automatically enables Modes 1, 2, 3/ A, plus emer-
gency. In addition, the Mode 4 code is autt>matically
• If the IFF Mode 4 caution light comes on, the zeroed.
equipment will not respond to Mode 4 inter-
rogations, and the pilot should avoid operation The Mode 4 function provides a secure IFF capabil-
in a known Mode 4 interrogating environment, ity. Mode 4 is activated by placing the MODE 4
or if already in one, take appropriate corrective ON / OUT switch to ON, with the master switch in
or emergency action. any position except OFF or STBY. The desired code
is selected by placing the CODE switch to A or B.
IFF Operation The ZERO position of the CODE switch will zeroize
the A and B codes if the master switch is at any
T he IFF system of the A-lO receives pulse-coded position except OFF. The A and B codes are set on
UHF radio signals. The radio signals are captured by the ground. Both codes are zeroized when power is
antennas and processed . The encoded reply is routed removed from the system after the aircraft has
to the antenna which received the strongest signal. landed, unless holding has been executed . Holding is
1-'j 22
T.O.1A-10A-1
1- 10A - I -60
Index Position or
No. Control or Indicator Display Function
MASTER switch OFF IFF system deenergized . The switch must be pulled
out to rotate it from STBY to OFF.
1- 123
T.O. 1A-10A-1
Index Position or
No . Control or Indicator Display Function
NOTE
1-124
T.O. 1A-10A-1
Index Position or
No. Control or Indicator Display Function
8 Audio light switch AUDIO Enables Mode 4 audio operation even when
MASTER switch is set to STBY or when Mode 4
switch is set to OUT. Permits audio tone when Mode
4 interrogations are received. Operation of th e
REPL Y light is identical to that described for the
LIGHT position . AUDIO is the preferred operating
position since an audio tone indicates the presence of
Mode 4 interrogations. IFF audio level is adjustable
on the INTERCOM panel by rotating the IFF
volume control, but the on-off function of this
control is nonfunctional.
9 CODE switch ZERO Permits zeroing of Mode 4 code. The switch must be
pulled out to rotate it from Code B to zero.
1-125
T.O. 1A-10A-1
Index Position or
No. Control or Indicator Display Function
9 CODE switch HOLD Locks in Mode 4 code setting after landing and
(Cont) (Cont) before power is turned off.
NOTE
accomplished by momentarily placing the CODE In addition to the operational modes, the system has
switch to HOLD after landing, but prior to removal a BIT capability for confidence testing on a go/ no-go
of power from the system. System power should be basis. The BIT can monitor transponder responses to
maintained for at least 15 seconds after the CODE operational interrogations, or internally stimulate any
switch is placed in HOLD. The receiver-transmitter mode of interrogation by placing the M-I, M-2,
will respond to Mode 4 interrogations only if the M-3/ A or M-C switch on the control panel to TEST.
interrogations are coded the same as the code selected A correct reply to the interrogation will cause the
on the CODE switch. Placing the audio light switch TEST light to come on on the control panel indicat-
to AUDIO enables an audio signal in the pilot's ing a go condition. If a no-go response is made with
headset when valid Mode 4 interrogations are being the IFF ANT switch in BOTH, the test shall be re-
received, and the Mode 4 REPLY light (green) peated in UPPER and LOWER. A go response in
coming on indicates when replies are transmitted. In either UPPER or LOWER indicates an operational
the LIGHT position, the Mode 4 REPLY light will IFF system on that antenna.
come on when Mode 4 replies are transmitted . The
level of the Mode 4 audio is adjustable on the
INTERCOM control panel by rotating the IFF X-BAND RADAR BEACON SYSTEM
volume control. In the OUT position on the IFF
control panel, both light and audio indications are The AN/UPN-25 X-band beacon system, if installed ,
inoperative. The REPLY light will not press-to-test consists of an encoder-transponder, control switch,
when the switch is in OUT. and antenna. The AN/UPN-25 provides the aircraft
with an increased radar cross section. Power from
If the Mode 4 caution light comes on, the pilot the left DC system bus is applied when the control
should place the IFF MASTER control switch to switch is moved from OFF.
NORM, check the Mode 4 ON-OUT toggle switch is
ON, and proper code, A or B, has been selected for
the current code time period. If the IFF Mode 4 The encoder-transponder may be operated in single
caution light stays on, the pilot should then employ pulse or double pulse mode. One of nine double
the applicable flight procedures which are operation- pulse codes is preselected by ground crew, but the
ally directed for inoperative Mode 4 or avoid the option of a single or double pulse reply is made by
Mode 4 environment. the pilot through the radar beacon control switch.
1-126
T.O. 1A-10A-1
The radar beacon control switch (figure I-57), pla- The UHF radio system consists of a panel-mounted
carded RADAR BEACON, is located on the antenna UHF radio [AN / ARC-I64(V) Radio Set), and an
select panel. It is a three-position toggle switch. The associated antenna system. The UHF radio (figure
switch positions are SINGLE, DOUBLE, and OFF. 1-60) is located in the left console.
In SINGLE, the transponder will transmit one reply
Some UHF radios (HQ UHF) have a jam-resistant
pulse for each interrogating pulse received. In
frequency hopping capability when operating in the
DOUBLE, the transponder wiII transmit one of nine
active mode .
preselected double-spaced codes for each interrogat-
ing pulse received . The system is powered by the left The UHF radio is capable of maintaining two-way
DC bus. line-of-sight communications over a normal opera-
tional range of 220 nm depending on the frequency
INTERCOM SYSTEM and aircraft altitude. Communications may be con-
ducted in one of 20 preset channels, or in anyone of
The intercommunications system provides the audio
7,000 manually selected frequencies spaced 25 KHz
interface between the pilot and the onboard com-
apart throughout the 225.0 - 399.975 MHz frequency
munication and radio navigation equipment. The
range.
intercom system also interfaces with the in flight re-
fueling system to provide for direct communications In addition, the UHF radio is capable of simultane-
with the tanker aircraft. The system consists of an ously monitoring the UHF guard channel (243.0
intercommunication set control located on the left MHz) through a separate receiver. The pilot can
console, and the pilot 's headset / microphone assem- monitor both guard and working channels, or moni-
bly . An external interphone station enables communi- tor the working channel only. For transmitting pur-
cation with the ground crew. poses, guard channel may be selected by placing the
MANUAL-PRESET-GUARD switch on the control
The intercommunications set control (figure I-59),
panel to GUARD. This automatically shifts the main
includes both headset and microphone amplifiers.
receiver and transmitter to the guard channel. The
Each audio input has a separate switch and volume
UHF radio is powered by the DC essential bus.
control. A master volume control adjusts the volume
level of all audio inputs simultaneously. The landing The UHF radio is fulIy compatible with secure com-
gear warning signal bypasses the electronics of the munications equipment KY-28 or KY-58 (when •
control set and is coupled directly to the pilot's installed).
headset. UHF Automatic Direction Finding
In addition to the audio monitoring capability, a The ADF capability is activated by placing the UHF
rotary selector switch on the intercommunications radio function selector in ADF. The ADF provides
control panel permits the pilot to select the inter- relative bearing to any steady signal received on the
phone or transmitter keying circuits for up to four UHF main receiver. This information IS displayed on
recei ver / t ransm itt ers. the HSI number 2 bearing pointer on ~ and on the
HSI number I bearing pointer for all other aircraft.
Electrical power is supplied by the DC essential bus. The guard receiver is disabled when ADF is selected.
For HQ UHF radios, in the active mode, ADF will
MIC Switch function, but accuracy will be degraded . Voice
reception may be degraded in ADF. Selecting ADF
A three-position sliding MIC switch is located on the
also causes the navigation mode select panel UHF
right throttle. The functions of the positions are as
homing light to come on. The UHF / ADF is powered
folIows:
by the right DC bus .
Center position - Receive.
UHF Radio Antenna System
UP position - Enables radio as selected by
the rotary selector switch on The UHF radio system has two antennas, upper and
the intercom control panel. lower, shared with the TACAN navigation system .
The antenna system provides automatic or manual
DOWN position - Enables the UHF radio. selection of either antenna.
Change 1 1-127
T.O. 1A-10A-1
3 4 5 6 8 9 10
11 12
3 INT monitor switch Switch in puIled-out position enables inter phone opera-
tion aIlowing communciation with the tanker during air
refueling, or with the ground crew when HM switch is
also in the pulled-out position; or interphone audio to
be monitored from the tanker during air refueling or
from the ground crew regardless of the position of the
intercom rotary selector switch (11). An integral volume
control permits individual control of the interphone
audio level.
1-128
T.O. 1A-10A-1
4 HF monitor switch 11031 An audio tone is provided to the headset through the
INTERCOM CONTROL PANEL when the AIM-9
MODE SWITCH is in the SELECT position. To receive
missile audio, the HF switch on the INTERCOM CON-
TROL PANEL must be pulled out to its active position.
The audio level is controlled by rotating the switch to
the desired level.
8 ILS monitor switch @2] Switch in the pulled-out position enables localizer and
marker beacon identifier audio to be monitored in the
headset.
9 UHF monitor switch Same as item 5 except controls UHF receiver audio.
11 Rotary selector switch Provides for the selection of interphone and radio
transmitter microphone and keying circuits. and auto-
matically enables the selected audio.
Change 7 1-129
T.O. 1A-10A-1
HF Not used .
Frequency selection can be accomplished in one of 3. Set desired frequency by manually tuning the
three modes : PRESET, MANUAL, and GUARD. frequency selector switches.
1-130
T. O. 1 A-1 OA-1
7
AN/A RC-l64 ( V I
UHF RA DI O
OR
2 100 MHz selector switch Selects 100s digit of desired frequency (eith er a 2 or 3)
(A-3-2-T switch on in the normal mode. The A position selects the active
HQ U HF) mode and displays an A preceding the net number. T he
T is a momentary, spring-loaded position . The T pos i-
tion enables the radio to receive a new TOO. The A
and T positions override the 100s digit in both
MANUAL and PRESET frequency mode of o pera ti o n.
3 10 MHz selector switch Selects lOs digit of frequency (0 - 9). Selects first digit
of net number in active manual mode.
4 I MHz selecto r switch Selects units digit of frequency (0 - 9). Selects second
digit of net number in active manu al mode .
1-131
)
T.O. 1A-10A-1
5 0.1 MHz selector switch Selects lOs digit of frequency (0 - 9). Selects third digit
of net number in active manual mode.
6 0.025 MHz selector switch Selects 100s and lO00s digits of frequen cy (00, 25, 50,
or 75) .
BOTH Enables main recei ver and tran smi tter and guard
receiver .
1 -1 32
TO lA-l0A-1
I. Set function selector to MAIN or BOTH . To transfer WOO, select PRESET, channel 20, and
listen for a single or double beep. A single beep
2. Place MANUAL -PRESET-GUARD switch to indicates that channel 20 WOO data has been trans-
GUARD. ferred. Select remaining preset channels (19 - 15) in
the same manner and listen for a single or double
NOTE beep at each channel. When a double beep is heard,
WOO transfer is complete. WOO transfer must be
• When operating in the GUARD mode, the accomplished any time power to the radio has been
main receiver and transmitter are tuned to interrupted, the radio has been turned off, or if
the guard frequency automatically. The channel 20 is selected .
guard receiver is disabled .
Time-of-Day Reception
ENTERING PRESET FREQUENCIES
TOO reception is possible in both normal and active
I. Place MANUAL-PRESET-GUARD switch to modes . The radio automatically accepts only the first
PRESET . TOO message received after the radio is turned on.
Subsequent messages are ignored unless the T posi-
2. Set manual frequency using manual frequency tion is momentarily selected with the A-3-2-T knob. •
selectors. The radio then accepts the next TOO update in either
normal or active mode, provided TOO arrives within
3. Set preset channel selector to desired channel. 1 minute of the time the T position has been selected.
To receive time in the normal mode, rotate the
4. Depress PRESET button. A-3-2-T knob to T position and return to a normal
frequency in either manual or preset mode. To
I HAVE QUICK I UHF SYSTEM (JAM·RESIST ANT) receive a time update in active mode, rotate the
A-3-2-T knob to the T position and then back to the
The HQ UHF system provides normal and jam- A position. A TOO update (time tick) can now be
resistant UHF communications . The usual operating received on the selected active net.
mode for the HQ UHF radio is normal mode where
the radio uses I of 7,000 frequencies. The jam- Time-of-Day Transmission
resistant (active) mode enables a frequency hopping
scheme. Because the particular frequency used at any A synchronized radio (TOO entered) can transmit
instant depends on the precise TOO, participating timing information in both normal and active modes,
HQ UHF radios must be synchronized. In addition, by momentarily pressing the TONE button. In the
the HQ UHF radio must have a WOO and net normal mode, a complete TOO message is transmit-
number to achieve jam-resistant communications. ted, while in the active mode only an updating time
tick is used. Active mode time transmission allows a
Word-of-Day Entry time update if a participant has drifted out of
synchronization .
WOO is entered by using one or more of the six
preset channels 15 - 20. For a new WOO entry, use Net Number
the same method as in entering preset frequencies in
the normal mode. Once WOO is entered, it remains After TOO and WOO have been entered, and WOO
stored in the applicable preset channels in the same has been transferred to volatile memory, any valid
manner as preset frequencies are stored. However, active net number can be selected by using the
the radio will not operate in the active mode until the manual frequency knobs or preset channel selector
WOO is transferred to volatile memory. (I - 14).
Change 8 1·133
TO lA·lOA·l
1-134 Change 8
TO lA·10A·l
HQ II FREQUENCY MANAGED TRAINING (FMT) The following are step·by·step instructions on ena-
NETS bling HQ II features.
Change 8 1-134A
TO lA-lOA-I
7. Press and release TONE button (Listen for Signal Generator (RSG) will result in
single beep). -- date information being transmitted in
all MICKEYS. This will alleviate the
8. Set channel selector switch to 19. need to perform steps 16 through 18
9. Set frequency selector switches to element above. In the meantime, HQ II radios
19 of the WOD. can append date information to their
MICKEY if they are manually loaded
10. Press and release TONE button (Listen for with Day-of-Month (steps 16 through
single beep). 18 above), are self-started, and then
1l. Repeat steps 8 through 10, decreasing the receive a basic MICKEY. This
channel and WOD element numbers by one for expanded MICKEY may then be
each WOD element through 15. passed to other H Q II radios using
MWODs. The appended date informa-
12. Set channel selector switch to 14. tion is transparent (not usable) to
13. Set frequency selector switches to element basic HQ radios.
14 (Day-of-Month Tag) of the WOD. • When using MWOD procedures (radio
in VERIFY IOPERATE mode), the
NOTE operator must load the current date
into the radio prior to receiving TOD
• Multiple WODs must be linked with an or receive a TOD with a date
associated day-of-month. This "date appended. Without date information,
tag" element has been added to every the radio cannot select the current
operational and training segment in Word-of-Day from memory. This
basic HQ and need only be loaded results in an alarm (steady tone) when
when MWOD is used. the active mode is selected.
14. Press and release TONE button (Listen for VERIFYING AN MWOD IS LOADED.
double beep).
With the radio in the VERIFY IOPERATE mode
15. To load additional MWODs, set channel (220.000 entered into preset channel 20) the opera-
selector switches to 20 and repeat steps 6 through tor may verify the storage of a particular days
14 above. The six most recently entered MWODs WOD as follows:
will be stored in the radio.
l. Set function switch to MANUAL.
16. Set channel selector switch to Ol.
17. Set frequency selector switches to current 2. Set channel selector switch to 20.
day-of-month. The format is 3AB.000, where A is 3. Set frequency selector switches to Day-of-
the 10's digit and B is the l 's digit of the current Month to be verified. The format is 3AB.000,
day-of-month. For example, if today were 26 June, where A is the 10's digit and B is the l's digit of
then select 326.000. the Day-of-Month (5 May would be 305.000).
18. Press and release TONE button (Listen for 4. Set channel selector momentarily to 19 and
single beep). return to 20. A single beep indicates WOD for that
19. Set function switch to PRESET. day is loaded. No beep indicates WOD for that day
is not loaded. Repeat for each day to be verified.
20. Set channel selector switch to 20.
MWOD OPERATION.
2l. Set frequency selector switches to 220.000
(VERIFY I OPERATE). Once the operator has been assured or has verified
the loading of current MWOD (steps 1 through 4
22. Press and release PRESET load button (Lis- above) the radio must be provided the current Day-
ten for single beep). The radio is now ready to of-Month so that radio can transfer the correct
receive Time-of-Day and then operate in the active MWOD segment from memory into the radio's
mode. processor. There are two ways to enter Day-of-
Month information into a HQ II radio, by receiving
NOTE a MICKEY from a HQ II radio loaded with current
Day-of-Month or by entering it manually.
• HQ II radios are designed to transmit
and receive date information in the Receiving a HQ II MICKEY is the preferred
Time-of-Day signal (MICKEY). A method of initializing a radio loaded with MWODs.
future modification to the Reference A HQ II MICKEY consists of date information
1-1348 Change 8
TO 1A-10A-1
(day-of-month and year) appended to Time-of-Day 4. Press and release PRESET load button (Lis-
and will originate from an AN/TRC-187 HQ II ten for single beep).
Time Signal Set which will append manually sup-
plied date information to Time-of-Day supplied by 5. Set function switch to MANUAL.
the TRANSIT satellite system. Date information 6. Set channel selector switch to 01.
will be supplied to the Time Signal Set once and
need only be reinitialized following a power inter- 7. Set frequency selector switches to current
ruption. Upon receipt of a HQ II MICKEY, a HQ Day-of-Month. The format is 3AB.000, where A is
II radio will set its clock to the correct Time-of-Day the 10's digit and B is the I's digit of the current
and Day-of-Month (derived from the date informa- Day-of-Month. For example, 23 July would be
tion) and transfer the correct MWOD segment into 323.000.
its processor. With these actions completed, the 8. Press and release TONE button (Listen for
radio is ready for active net selection. If a mission single beep). --
should run into the next zulu day, the radios clock
will update to the next day and, if it has been 9. Set function switch to PRESET.
loaded, the correct WOD will be transferred into
the radios processor. If the next days WOD has 10. Set channel selector switch to 20.
not been loaded, the current days WOD will be 11. Set frequency selector switches to 220.000
repeated. (VERIFY IOPERATE).
12. Press and release PRESET load button (Lis-
NOTE ten for single beep).
• Because HQ II radios do not experi- 13. Set channel selector switch to MANUAL.
ence midnight madness, they cannot
communicate with a basic HQ radio 14. Self-start the radios clock.
that has passed through 2400Z until 15. At this point the radio is ready to receive a
the basic HQ radio is reinitialized. normal MICKEY (request MICKEY, momentarily
select T, tune to MICKEY frequency and wait for
If a HQ II MICKEY (date information appended to
TOD signal). When the radio receives the
Time-of-Day) is not available, the operator will have
MICKEY, it will load the MWOD segment match-
to manuallv enter the current Dav-of-Month. with
ing the Day-of-Month entered into the radio. The
a manually loaded Day-of-Month:the radio is ready
radio is also now capable of passing HQ II MICK-
for active net selection as if date information were
EY s to other radios.
received from a HQ II MICKEY. A HQ II radio
can append date information to its MICKEY, but MWOD ERASE. The MWOD memory can be erased
this requires the operator to manually enter Day-of- as follows:
Month and then self-start the radios clock. When
this procedure is completed, the radio appends the 1. Set function switch to PRESET.
Day-of-Month into the Day-of-Year slot of the 2. Set channel selector switch to 20.
MICKEY and sets the year of the MICKEY to 80.
Since the clock has been self-started (arbitrary 3. Set frequency selector switches to 220.050
time), the radio should further receive a true (MWOD Erase).
MICKEY (zulu time) in order to correctly align its 4. Press and release PRESET load button (Lis-
Time-of-Day. Because manual entry of Day-of- ten for single beep).
Month requires many switch actions, consider using
this procedure to load a master TOD source (a HQ 5. Set function selector to MANUAL.
II equipped RSG) and then using the procedure
described previously to initialize all other radios. 6. Press and release TONE button (Listen for
Once loaded, the master radio need only be reinitial- single beep).
ized following a power interruption or at the begin- 7. At this point all MWODs have been erased
ning of the next month. The steps for manual and transmit is disabled. To enable transmit or, in
entry of Day-of-Month are as follows: non-emergency situations, to return the radio to its
normal configuration continue as follows:
1. Set function s\vitch to PRESET.
a. Set function switch to PRESET (Channel
2. Set channel selector switch to 20. 20 is still selected).
a. Set frequency selector switches to 220.025 b. Set frequency selector switches to 220.000
(MWOD LOAD). (VERIFY IOPERATE).
Change 8 1-134C
TO lA-10A-l
c. Press and release PRESET load button 3. Press and release PRESET load button.
(Listen for single beep). The radio will now trans-
mit in normal UHF. 4. Select MANUAL.
FMT-NET FREQUENCY LOADING. 5. Load (using the TONE button) 235,050 into
channel 20. --
The following are general instructions for loading
FMT-NET frequencies. 6. Load 225.150 into channel 19.
1. Set function switch to PRESET. 7. Load 252.925 into channel 18.
2. Set channel selector switch to 20. 8. Load 239.950 into channel 17.
3. Set frequency selector switches to 220.075 9. Load 271.950 into channel 16.
(FMT-Net Freq. Load).
10. Load 267.850 into channel 15.
4. Press and release PRESET load button (Lis-
ten for single beep). 11. Load 262.450 into channel 14.
5. Set function switch to MANUAL. 12. Load 257.250 into channel 13.
6. Set frequency selector switches to training 13. Load 314.450 into channel 12.
frequency #1. 14. Load 308.750 into channel 11.
7. Press and release TONE button (Listen for 15. Load 303.275 into channel 10.
single beep). --
16. Load 298.650 into channel 09.
8. Set channel selector switch to 19.
17. Load 293.550 into channel 08.
9. Set frequency selector switches to training
frequency #2. 18. Load 289.050 into channel 07.
10. Press and release TONE button (Listen for 19. Load 284.150 into channel 06.
single beep). --
20. Load 279.750 into channel 05.
II. Repeat steps 8 through 10, decreasing the 21. Select PRESET and CHANNEL 20.
channel number by one for each training frequency
until all 16 frequencies are loaded. 22. Select 220.000 (VERIFY IOPERATE).
12. Set function switch to PRESET. 23. Press and release PRESET load button.
13. Set frequency selector switches to 220.050 To verify that a radio is EMS modified, the follow-
(VERIFY IOPERATE). ing operational checks may be performed. The
first procedure is preferred because the second
14. Press and release PRESET load button (Lis- procedure removes any WOO element stored in
ten for single beep). The FMT-net frequencies are preset channel 20.
now loaded and need not be reloaded until the
approved training frequencies change. 1. If the radio is already successfully operating
in the active mode, select any active net ending in
NOTE 75 (i.e., A52.275). If a fault tone (interrupted tone)
is heard, the radio is EMB modified. Nets ending
• When selecting FMT-Net frequencies, in 75 have been reserved for a future faster hop-
a 4 MHz minimum frequency separa- ping modification (HQ IIA) and are not used with
tion should be maintained. Addition- HQ II.
ally, the radio will accept the frequen- 2. If the radio is powered but has not been ini-
cies in any order, but they must be tialized for active operation the following procedure
loaded in the same order in all radios may be used to verify that a radio is EMB
to maintain interoperability. modified:
With an understanding of the previous section, the a. Set function selector switch to PRESET.
following can be used as a checklist for loading
CONUS FMT-net training frequencies. The fre- b. Set channel selector switch to 20.
quencies are in the order suggested for use
c. Set frequency selector switches to 220.000
throughout the CONUS.
(VERIFY IOPERATE).
1. Select PRESET and CHANNEL 20.
d. Press and release the PRESET load but-
2. Select 220.075. ton. A single beep may be heard (indicating the
1-1340 Change 8
TO lA-lOA-l
Change 8 1-134E
TO 1A-10A-1
b. Channel selector - PRESET to be loaded g. TONE button - Press (Hear double beep).
(20-15) (Hear single beep
after each channel 20 h. Repeat b through g for each additional
through 16 and double WOD (up to six total).
beep at 15). 3. VERIFY/OPERATE.
5. RECEIVE TOO (Dated TOO not required a. Mode Selector - PRESET
with single WOD)
b. Channel Select - 20
6. Mode Select - MANUAL.
c. Frequency Select - 220.000
7. Select Net - ABB.BCC where:
d. PRESET button - PRESS (Hear beep)
a. A = A (Active)
4. MWOD Loading - completed.
b. BB.B = Desired Net
(000-004 for Basic HQ, WOO/TOO Update (WOO in memory and date is
part of TOO)
000-015 for HQ II,
Other numbers invalid - 1. Request MICKEY - Same switch actions as
Hear interrupted tone) Basic HQ.
c. CC = 00 for Basic HQ 2. Current WOD and TOD are now loaded if
25 for HQ II radio was in VERIFY 10PERATE mode (220.000 in
50 and 75 invalid (Hear interrupted PRESET 20). An alarm (steady tone) upon going
tone) active could indicate the TOD did not have date tag
COMBAT OPERATIONS MODE (MWODs NOT as required or WOD is not current.
USED) WOO/TOO Update (TOO not part of TOO)
1. WOD/TOD - Same switch actions as Basic 1. ACTIV ATE MWOD - Load mode
HQ
a. Mode Select - PRESET.
2. Select Net - ABB.BCC where:
b. Channel Select - 20.
a. A = A (Active)
c. Frequency Select - 220.025.
b. BB.B = Desired Net
d. PRESET button - PRESS (Hear beep).
c. CC = 00 for Basic HQ
25 for HQ II 2. CURRENT DATE - SET.
50 and 75 invalid (Hear interrupted a. Mode Select - MANUAL.
tone)
b. Channel Select - 01.
COMBAT OPERATIONS MODE (MWODs not in
memory) c. Frequency Select - 3XX.000.
1. MWOD function - ACTIVATE d. PRESET button - PRESS (Hear beep).
a. Mode Selector - PRESET 3. VERIFY/OPERATE.
b. Channel Select - 20 a. Mode Select - PRESET.
c. Frequency Select - 220.025 b. Channel Select - 20.
d. PRESET button - PRESS (Hear beep) c. Frequency Select - 220.000.
2. MWODs - ENTER. d. PRESET button - PRESS (Hear beep).
a. Mode Select - MANUAL. 4. SELF-START RADIOS CLOCK.
b. Frequency Select - Enter elements starting a. Mode Select - MANUAL.
w·ith channel 20.
b. A-3-2-T Switch - Hold in T.
c. TONE button - PRESS (Hear beep).
c. TONE button - PRESS.
d. Repeat band c for WOD elements 19 - 15.
d. A-3-2-T Switch - RELEASE.
e. Channel Select - 14. 5. REQUEST MICKEY - Same switch actions
f. Frequency Select - Set date tag for WOD. as Basic HQ
1-134F Change 8
TO lA-lOA-l
COMBAT OPERATIONS NET SELECTION The VHFI AM radio system operates on power from
the right DC bus.
1. Mode Select - MANUAL.
2. Select Net - ABB.BCC where: VHF / AM Control Panel
a. A = A (Active) The VHF I AM radio control panel, placarded VHF
COMM, is located on the left console. For a
b. BB.B = Desired Net description of controls and indicators, see figure
c. CC = 00 for Basic HQ 1-61.
25 for HQ II
50 and 75 invalid (Hear interrupted VHF / AM Radio Operation
tone) To operate the VHFI AM radio, proceed as follows:
VHF/AM RADIO SYSTEM 1561
1. Set OFF/PWR switch to PWR.
The VHF I AM radio system consists of a Wilcox
807a transceiver, a control panel and a VHF
antenna. The frequency range is from 116.000 - 2. Using the center portions of both the OFFI
149.975 MHz. The control panel is located on the PWR and the VOL controls, set the desired fre-
left console. quency up as displayed in the frequency indicator.
,- IOA- 1-26
Control Function
OFF IPWR switch Mounted concentrically with the megahertz frequency selector knob, is
used to control the application of right DC bus power to the VHFI AM
transceiver.
Figure 1-6\
1-135
T.O. 1A-10A-1
3. At the intercom panel, set the rotary selector the course warning flag is always in view. FM hom-
switch to VHF. ing displays on the ADI are described under FM
Homing ADI Display, in this section.
4. If signals are not being received on the selected
frequency (channel), depress COMM TEST button VHF/FM Radio Operation
and listen to the frequen cy briefly. When the COMM
TEST button is pressed, the receiver's squelch is To operate the VHF/ FM radio, proceed as follows:
di sabled and receiver background noise and weak
signals below the squelch cut off (if present) will be I. Set the intercom rotary selector switch to FM .
heard. The COMM TEST does not test transmitter
operation. 2. Set the function selector knob on VHF/ FM
control panel to TR.
5. Adjust VOL control to a desired level.
3. Adjust the frequency controls for the desired
VHF/FM RADIO SYSTEM 1561 operating frequency; a channel changing tone should
be heard in the headset during tuning.
The VHF/ FM radio system provides two-way voice
communications between air-to-air and air-to-ground 4. Set squelch control to DIS; noise will be re-
VHF/ FM radio stations. The system also provides ceived in headset.
homing information on the AD!. The system can be
tuned to anyone of 920 channels, spaced 50 KHz 5. Set squelch control to CARR; squelch will open
apart, from 30 - 75.95 MHz and is fully compatible only when a carrier signal is received by the radio
with secure communications equipment (KY -28). The set.
VHF I FM radio system consists of a receiver I
transmitter, a control panel and two antennas, one 6. Set squelch control in TONE; squelch will open
for communications and the other for homing. Power when a carrier signal mod ulated by a 150 Hz tone is
is supplied by the right DC bu s. received .
VHF/FM Control Panel 7. After a 2-second warmup, slide the MIC switch
to UP and talk into the microphone. Sidetone is
The control panel (figure 1-62) contains a mode selec- heard in the headset. Adjust VOL control for com-
tor switch for tuning the radio, and for selecting fortable volume level.
either the TR or HOME mode, four frequency (chan-
nel) selectors, a volume control, and squelch mode AN/ARC-186(VI VHF/AM AND VHF/FM
selector. RADIOS 1571
The normal transmit / receive mode is operative when The two ANI ARC-186 (V) radios installed in the air-
the mode selector on the control panel is set to TR. craft to provide VHF/ AM and VHF/ FM capability
are identical. Each radio ha~ been preset to provide
FM Homing Capability dedicated VHF I AM and VHF I FM operation and this
cannot be changed by the pilot. If the wrong fre-
When the mode selector sw itch is in HOME, the FM quency band is selected on the control panel a tone
HOMING light on the navigation mode select panel will be heard.
(figure 1-41) comes on . LSS [TIl, or LSS, MAN,
NAV, or ILS @ill modes on the navigation mode AN/ARC-186(VI VHF/AM RADIO SYSTEM 1571
select pane! override the FM homing mode because
the same display on the ADI is used. In the homing The ANI ARC-186(V) VHF I AM radio system consists
mode, FM signals are analyzed to determine signal of an AN I ARC-I 86(V) receiver-transmitter, a control
strength and direction. If the received signals are in- panel, and a VHF I AM antenna. The normal fre-
sufficient to open the squelch circuits (carrier or quency range of the VHFI AM system is from
tone), the course warning flag on the ADI will re- 116.000 - 151.975 MHz. However, the VHFI AM will
main in view . When the received signals are adequate operate in receive only mode between 108.000 -
to open the squelch, the course warning flag is driven 115.975 MHz but a slight reduction in reception
from view . When the SQUELCH switch is in DIS, range may be experienced. The control panel has a
1-136
T.O. 1A-10A-1
1-1 0A - 1- 27
Frequency selectors Select and display associated digit of the operating frequency.
Mode selector Applies power to the radio and selects mode of operation .
DIS Squelch circuits are disabled and the squelch remains open
(audio is heard).
Figure 1-62
1-137
T.O. lA-10A-1
20-channel preset capability with an emergency 3. Frequency selector knobs - Rotate until desired
(guard) channel provision. The VHF I AM radio frequency is obtained.
system operates on power from the right DC bus.
4. Preset channel selector - Rotate until the de-
AN/ARC -186(V) VHF/FM RADIO SYSTEM 1571 sired channel number is obtained.
VHF/AM and VHF/FM Common Radio 2. On intercom control panel, set rotary selector
switch to VHF or FM, as desired. Adjust VOL con-
Operations 1571 trol and appropriate monitor volume control to a
MANUAL FREQUENCY SELECTION desired level.
3. Frequency selector knobs - Set desired 5. Squelch disable/tone select switch - Center
freq uency. position (receiver noise in headset disappears).
Squelch will open only when a carrier signal is re-
LOADING PRESET CHANNELS ceived by the receiver-transmitter.
Frequencies can be preset for 20 channels . Loading 6. Load preset channels as required or manually
of a preset channel is accomplished as follows: set in required frequency.
I. Mode selector knob - TR. 7. After a 2-second warmup, slide the MIC switch
to UP and talk into the microphone; sidetone is
2. Frequency control/emergency select knob - heard in the headset. Adjust VOL control for
MAN. comfortable volume level.
'-i38
T.O. 1A-10A-1
1-10A- I -29
Position or
Control or Indicator Display Function
1-139
TO lA-lOA-I
Position or
Control or Indicator Display Function
Load pushbutton Depress Inserts manually selected frequency into selected preset chan-
nel.
Frequency control! EMER FM Selects a prestored guard channel (VHF/FM radio only).
emergency select
knob
EMER AM Selects prestored guard channel (VHF/AM radio only).
FM Homing Capability (VHF /FM Radio Only) centerling in accordance with the increasing
When the mode selector knob on the VHF/FM con- strength of the received signal. If the station is in
trol panel is in DF, the receiver-transmitter the opposite direction (aircraft flying away from
switches to the home mode, and the FM HOMING station), the pitch steering bar will move down from
light on the navigation mode select panel (figure the centerline towards the second dot. When not in
1-41) comes on if the LSS, MAN, NAV, or ILS ~ the DF mode, the ADI bank and pitch steering bars
or TISL ~ modes on the navigation mode select and course warning flag are stowed out of view.
I
panel have not been selected. The LSS, MAN,
SECURE VOICE COMMUNICATIONS SYSTEM
NAV, and ILS f46l; or TISL @g] modes override the
FM homing mOdebecause they use the same dis- The KY-28 or KY-58 secure voice system (15, FO-2)
play on the AD!. If the received signals are insuf- provides for either plain or cipher communications
ficient to open the squelch circuit, the course warn- on the UHF and the VHF/FM radios. The KY-28 is
ing flag on the ADI will remain in view. When the not compatible with the active mode of HQ whereas
received signals are adequate to open the squelch, the KY-58 can be used either in the active mode or
the course warning flag is driven from view. When the inactive (non HQ) mode of the HQ UHF radio
the squelch disable/tone select switch on the VHF/ system. The KY-28 or KY-58 will switch over from
FM control panel is in SQ DIS, the course warning CIPHER TO PLAIN COMMUNICATIONS when-
flag is always in view. ever GUARD is selected on the UHF radio or when-
FM Homing ADI Display ever EMER is selected on the VHF /FM radio I]TI
The bank steering bar of the ADI will indicate Operation of the ~Y-28 or KY-58 System
course deviation to the left or right of the center-
line, relative to the selected station. Turning the 1. KY-28 or KY-58 daily key - Set.
aircraft toward the bank steering bar will correct 2. UHF and FM radios - Set.
the deviation. Initially, the pitch steering bar will
line up (approximately) with the second dot below 3. Interphone panel - Set.
the centerline as marked on the left side of the a. FM monitor switch - Pull out.
AD!. As the aircraft approaches the station, the
pitch steering bar will move up toward the b. UHF monitor switch - Pull out.
1-140 Change 8
T .O . 1A-10A-1
4. Ciphony panel - Set. The centered position of the master exterior li ght
switch turns off position lights, form at ion lights.
a. Power switch - ON. nose floodlights, nacelle floodlights, and anti-collision
b. Mode switch - PLAIN (indicator light on). lights regardless of control pane l settings. To react i-
vate the anti-collision light s follo\ving turnoff by the
c . Delay switch - OFF. master exterior light swi tch, the master exterior li ght
sw itch must be moved aft and the anti-colli sion
5. Make test transmissions. sw itch on the lighting control panel musl be reset.
6. Mode switch - C / RAD 2-(FM) or C / RAD The aft position allows for operations of th e Iig ill s as
I-(UHF) (corresponding light will come on). set on the cont rol panel.
When the mode switch is set to C/RAD 2 or C/RAD The switc h is also used during AGM-65 missi!·?
I, an automatic alarm procedure is initiated . A con- launches , and becomes dedicat ed :0 the missile video
stant tone is heard in the headset, and after polarity selection capability whenever an AGM-65
approximately 2 seconds, the constant tone will missile loaded station is selected. The state o f th e
change to an interrupted tone. posi tio n, formation, nose floodlights, nacelle flood-
lights, and anti-collision lights exist ing at the time of
7. Mic switch - UP or DOWN as required, then AGM-65 missi le station selection will be maint ai ned ,
release. regardless of any subsequent repositioning of the
master exterior lighting/missile video polari ty swit ch .
The interrupted tone will no longer be heard. The Any alteration of the position, fo rmation or anti -
system is now in standby condition ready to transmit collision lighting conditiom must be made o n the
and receive. li ghting control panel (figure 1-64), whenever
8. To transmit - Mic switch UP or DOWN as AGM-65 missile stations are selected. Th e exterior
required. lighting conditions in existence prior to, and during
AGM-65 missile stat ion selection will be altered upon
Do not talk for approximately 112 second. At that mi ssi le station dese1ection whenever the master
time a beep will be heard which indicates the exterior light / video polarity sw itch is Icft in a
receiving station is capable of receiving. position (as a result of video polarity selection s) other
than that position sett ing initially exist in g for master
lighting control. The switch is powered by the right
LIGHTING SYSTEM DC bus.
EXTERIOR LIGHTS
Landing and Taxi lights
The exterior lighting system is comprised of the lights The landing and taxi lights co nsist of two separately
used for navigation (formation and position lights), powered light s located on the nose gear strut. Th e
landing, taxi, and air refueling. Controls are provided landing light is mounted on the upper, nonrotat ing
for mode of operation and intensity of the light s. section of the strut. The taxi light is mounted on th e
steerable section of the strut to provide direct iona l
Master Exterior Light/Missile Video Polarity Switch lighting for taxiing. Electrical circuits to the lights are
interlocked to insure operation only when the nose
The master exterior light/ missile video polarity switch gear is down and locked. Both lights are used as
(figure 1-4), is a three-position switch mounted on landing lights, but on the ground only the taxi light
the left engine throttle grip. The forward position is necessary. The lights are controlled by the landing/
controls the following: taxi light switch on the instrument panel, above the
• Retention of illumination level set on panel for landing gear handle. The landing light is powered by
formation lights, nose floodlights and nacelle the right AC bus . The taxi light is powered by the
floodlights left AC bus .
• Changes position lights from bright to dim steady Landing/Taxi Lights Switch
• Removes power from the anti-collision splenoid The landing/taxi lights switch (31 , figure FO-l), is a
switch so that the switch automatically returns to three-position toggle switch, located on the inst ru-
OFF. ment panel, and placarded LIGHTS, with positions
1-141
T.O. 1A-10A-1
~._
FLASH
rJ/)
~ ~. ~~
• C
, O""'O'
E'
X
T ST~ADY OFF BRT , OFF
~ ,,-~
~ ~oNGINST ~ ~oUXI~:T. ,.
- -.... ~1 \~1
R
(ffJ OFF BRT 80FF OFF ,
BRT rI/)
" " ' " '" •• ~" ' t:L ~ COMP
b]Y \~ . · ~t ·
'H FLOOD ' OFF ' ' BRT CONSOLE
~ ,tiY"
OF~RT
~@
~F " ' Bt
, ' TSTORM
1-1 0";- 1- 6 3
Figure 1-64
TAXI, LAND, and OFF. Placing the sw itch in TAXI switch. In addition, the position lights may be
causes the lower light on the nosewheel strut to come dimmed with the master exterior li ght ing control
on. In LAND position, both lights come on. The switch.
OFF position removes power from both lights .
Strobe Anti-Collision Lights
Position lights
The strobe anti-collision lights are white, high
The position lights consist of red (left side) and green intensity lights, mounted at each wing tip and on the
(right side) lights in the wing tips, and a white light fuselage tail. The strobe lights are powered by the
at the fuselage tail. A dimmer control and a left DC bus, and are synchronized to flash
steady/flash / off control switch are provided to simultaneously.
activate and control the position lights. In addition,
Strobe Anti-Collision Lights Switch
the position lights may be overridden by the master
exterior lighting control switch on the left throttle The wing tip and tail strobe anti-collision lights are
grip (figure 1-4). The position lights are powered by controlled by a two-position toggle switch , on the
the right DC bus. lighting control panel. The switch is placarded
ANTI-COLLISION and OFF (figure 1-64) . The
Position lights Switch switch is solenoid-held in ANTI-COLLISION. In
ANTI-COLLISION, left DC bus power operates the
The position lights switch, placarded POSITION strobe lights.
(figure 1-64), is located on the lighting control panel
on the right console. The switch has three positions, Formation lights
placarded FLASH, STEADY, and OFF . The position
lights may be turned off with either the position light White formation lights are installed on the lower out-
switch or by the master exterior iighting control side of each vertical fin and at the top and bottom of
1-142
TO 1A-10A-1
the fuselage aft of the cockpit, to serve as a refer- Nacelle Floodlight Control
ence for formation flying. The formation lights are
powered by the left AC bus. The nacelle floodlight on-off capability and lighting
intensity are controlled by the rotary selector
FORMATION LIGHTS 11061 switch, placarded RCVR LT, located on the fuel
system control panel (figure 1-10) on the left con-
On IW6J aircraft, white formation lights are sole. The switch is powered by the left DC bus.
insta e on the lower outside of each vertical fin
and at the top and bottom of the fuselage aft of the Air Refueling Lights
cockpit. Green electroluminescent formation lights Air refueling (slipway) lights, consisting of two
are installed on the outside of each vertical fin, at flush lamp assemblies, are located on each side of
top and bottom of aft fuselage between vertical the UARRSI slipway to illuminate the slipway and
fins, behind and both sides below the cockpit on the receptacle. The slipway lights are powered by the
fuselage and wing tips. These lights serve as a left DC bus.
reference for formation flying. The formation
lights are powered by the left AC bus. Air Refueling Lights Switch
The air refueling (slipway) and nacelle floodlights
Formation Lights Switch
are controlled by a rotary selector switch, placarded
The formation lights are controlled by a rotary RCVR LT, located on the fuel system control panel
dimmer control, placarded FORMATION (figure (figure 1-10) on the left console. With the RCVR
1-64), located on the lighting control panel. The LT switch, the pilot may select any desired level of
formation switch has two placarded range posi- illumination, from OFF to BRT. The switch is pow-
tions, with OFF position at the extreme CCW posi- ered by the left DC bus.
tion, and BRT in extreme CW position. The switch INTERIOR LIGHTING
is powered by the left AC bus.
Primary interior lighting is provided for instru-
Nose Floodlights ments, control panels, and information placards.
A lighting fixture is installed in each aileron actua- Secondary interior lighting is provided by low-inten-
tor fairing to illuminate both sides of the fuselage sity floodlights for the instrument panel, left and
nose section. These lights are used as formation right consoles and controls. A utility light fixture
lights and during air refueling, and are controlled (19, figure FO-2), with a plug-in attachment, is
by the formation lights switch. A separate switch installed at thp. aft portion of the left console for
is provided for turning off the nose floodlights general utility purposes. Thunderstorm lights are
only. provided to illuminate the instrument panel and
consoles.
Nose Floodlights Switch
Separate cockpit controls are provided for variable
The nose floodlights switch (figure 1-64), is a two- control of illumination levels by areas. These con-
position switch, placarded NOSE ILLUM and OFF. trols are located on the lighting control panel (fig-
The nose floodlights come on when the formation ure 1-64). The standby compass and accelerometer
lights switch is out of OFF and the nose floodlights lights are controlled with the auxiliary instruments
switch is in NOSE ILLUM. OFF position is used through a separate switch. A bright-dim switch is
when reflective light may be disturbing to the pilot. provided for the warning/caution/advisory signal
The switch is powered by the left DC bus. lights with automatic return to dim. Variable illu-
mination of the armament control panel, HUD
Nacelle Floodlight panel, TV monitor and TISL panel is accomplished
A nacelle floodlight is incorporated with the top by an independent control located on the armament
fuselage formation light. This light floodlights the control panel. A signal lights test button is pro-
engine nacelle area during air refueling. The vided to test certain warning/caution/advisory sig-
nacelle floodlight is controlled and dimmable by the nallights.
air fueling light switch. So that the light will also To achieve balanced illumination levels between
be available during formation flying, it is not inter- adjacent instruments, control panels, etc., screw-
.. ----~- -.
locked with the air refuel control. The second lamp driver adjustable controls are provided. These con-
functions as the formation light and is controlled by trols are located in the left electrical system load
the formation lights switch. center.
Change 8 1-143
T.O. 1A-10A-1
The ENG INST lights control (figure 1-64), powered Fire extinguisher panel
by the auxiliary AC essential bus, controls the inten-
sity level of the panel lights for the following: Fuel quantity panel and indicator
Left and right engine oil pressure indicators Radio call number
1-144 Change 2
TO 1A-10A-1
CAUTION LIGHT PANEL
SEAT NOT
ARMED
,, OR
Change 8 1-145
T.O. 1A-10A-1
The signal lights switch (figure 1-64), placarded HUD malfunction (only when the HUD mode
SIGNAL LTS, is a two-position spring-loaded toggle selector switch is out of OFF).
1-146
T.O. 1A-10A-1
1-147
T.O . 1A-10A-1
ARMAMENT CONTROLS
(NOTE ]1
illJ
TV
MONITOR
NOTE:
1. ON [TIl THE BARO Sml NG CONTR OL IS ON THE
AAU-34 I A ALTI METER . A 1- 10A - 1-4 . 1
1-148 Change 7
TO 1A-10A-1
ARMAMENT CONTROLS
CAMERA OPER
GUN TRIGGER
MISSILE VIDEO
POLARITY TIME
SHARED WITH
MASTER EXTERIOR
LIGHTS
MISSILE CONTROL
REJECT/UNCAGE ST ICK
SWITCH THROTTLE
i
~
Change 8 1-149
TO lA-lOA-l
I CAUTION
systems. If one aircraft hydraulic system fails or
one hydraulic drive motor is inoperable, low-rate
operation can be obtained with the operative
• Removing caution panel legends with Ihyyaulic drive motor by selecting high rate. On
82, there is no LO gunfire rate, the GUN RATE
power applied may cause a power
sWItch is placarded HI and SAFE.
surge that will damage the annuncia-
tor panel. When this happens, all cau-
tion lights will be inoperative. The The system is safed by a single safing pin which
master caution light should still prevents the firing pins from striking the rounds of
function. ammunition.
1-150 Change 8
TO lA-lOA-l
NOTE
I CAUTION I On f82l aircraft firing missions are
authori'zed with existing muzzle clamp
asse~bly installed in lieu of the gun
• Flight testing has shown that engine gas dlverter device. The firing rate
disturbances can be caused by gun gas with this configuration is 3900 (+200, -
ingestion during gunfiring. If an 600) rounds per minute with gun rate
engi~e. disturbance does occur during HI.
gunfIrlng the only cockpit indication
may be a momentary drop in fan Gun Ready Light
speed. When firing it may be possible
for multiple engine disturbances to
occur causing an engine stall/ rr:he gun read~ light, placarded GUN READY (13,
overtemperature. In this condition, fIgure FO-l), IS a green light located on the instru-
refer to Engine Malfunction emer- ment panel. Refer to TO lA-lOA-34-1-l for opera-
gency procedures in Section III. tion of the GUN READY light.
The gun unsafe light, placarded GUN UNSAFE mode to indicate the master arm switch is in ARM,
(figure 1-65), is located on the caution light panel. station is selected, and store is "safe". Selected
This light will come on approximately 2.5 seconds station ready light(s) will flash whenever the
after release of trigger if the clearing cycle is not master arm switch is in ARM, station is selected,
completed. The GUN UNSAFE light coming on and the release mode is MSL or RACK jettison.
indicates the possibility that the gun could inadver-
tently fire. The GUN UNSAFE light is powered by On ~1031, with Master Arm switch in SAFE, AIM-9
the DC armament bus. Mo e switch OFF, and station 1 or 11 selected,
steady green ready lights indicate the AIM-9 mis-
sile system is in a LIVE fire mode of operation. A
I CAUTION steady amber "E" light indicates the AIM-9 Train-
ing mode of operation and a blinking amber " E"
indicates AIS mode of operation.
• The trigger should not be depressed
when the GUN UNSAFE light is on. Weapon Station Select Switches Dimmer Control
Doing so may cause serious damage to The weapon station select switches dimmer control
the gun system and aircraft. (figure 1-65) is placarded WPN STA STATUS LTS,
ARMAMENT GROUND SAFETY OVERRIDE SWITCH with positions OFF and BRT. Rotating the control
adjusts the brightness of the weapon station select
The armament ground safety override switch (22, switches from OFF to full bright. The switch is
figure FO-2), is a guarded two-position switch, plac- powered by the right AC bus.
arded ARM GND SAFETY with positions SAFE
and ORIDE. The ORIDE position overrides the EMERGENCY JETTISON BUTTON
ground safety circuit for maintenance purposes.
The emergency jettison button (figure 1-6(), plac-
The ground safety circuit, activated by the DOWN arded EXT STORES JETI, is located on the glare
position of the landing gear handle, prevents nor- shield. Emergency jettison is dual-powered from
mal release or arming of ordnance and gun firing the DC essential bus with automatic backup from
circuits. the battery bus. When the EXT STORES JETI
ARMAMENT CONTROL PANEL button is pressed, external stores on pylon stations
1 - 11 are released in the following sequence:
The armament control panel (figure 1-66) is located
on the instrument panel. The armament control • Simultaneous with switch actuation -- stations 1,
panel provides switches for selection of weapons 2, 10, and 11
stations, control of gun firing rate, arming of • 0.5 second after switch actuation - stations 3, 4,
selected weapon and gun sight camera circuits, 8, and 9
I mechanical bomb fusing, AIM-9 mode, selective jet-
tison and release modes, and ripple quantity and • 1.0 second after switch actuation -- stations 5, 6,
interval controls. In addition, the armament control and 7.
panel contains an ammunition rounds remaining dis-
play, an external stores loading display, and readi- NOTE
ness indicators. A description of the controls and
indicators on the armament control panel is con- • The emergency jettison button, once
tained in TO 1A-10A-34-1-1. powered, will function with weight-on-
wheels regardless of the position of
Weapon Station Select Switches the ground override switch.
Eleven weapons station select pushbutton switches
on the armament control panel (figure 1-66) allow
• On 11fI, chaff/flare payloads may be
insta ed in each main landing gear
pilot selection of a particular weapon station. pod and each wing tip. Flare payloads
Three different colored alphanumeric lights indicate are jettisoned through the use of the
the status of each weapons station. The selected FLARE JETIISON switch on the
station ready light(s} will show steady green for chaff/flare control panel. Chaff pay-
selective jettison and normal release modes to indi- loads cannot be jettisoned.
cate the master arm switch is in ARM, station is
selected, and store is "armed". The selected station Refer to TO 1A-10A-34-1-1 for selective jettison
ready light(s) will flash in selective store jettison procedures.
Change 8 1-151
T.O . 1A-10A-1
The trigger switch (figure 1-66) is mounted on the The controls and indicators on the HUD control
forward upper surface of the control stick grip. The panel are described and illustrated in figure 1-67.
trigger works in conjunction with the MASTER
ARM switch on the armament control panel. When
HUD DISPLAY SYMBOLOGY ~
the MASTER ARM switch is in CAMERA , the gun
camera will be activated by depressing the trigger to
the first or second detent. When the MASTER ARM The HUD display consists of an aiming reticle, pip-
switch is in ARM, the camera will operate when the per, a standby (backup) reticle and pipper, airspeed
trigger is depressed to the first or second detent, and scale, altitude scale, pitch angle, roll bars, target
the internal and/ or external gun pods will fire when identification set, TISL diamond and line, gun
the trigger is depressed to the second detent. On [I] , cross, and depression readout. All HUD display sym-
ignition is provided to both engines while the gun bols are illustrated in figure 1-68. In all CRT modes
trigger is depressed to the second detent and for 30 of operation, all display symbology, except the TlSL
seconds after gun trigger release. On 8J, ignition is diamond, a portion of its associated line, and the
gun cross are depressed with the aiming reticle.
provided to both engines while the trigger is de-
pressed to the second detent and for I second after Altitl,lde data from the altitude computer and pitch
gun trigger release. The gun will not operate unless and roll data from the HARS are removed from the
the landing gear handle is UP or the armament HUD display when the respective systems sense inac-
ground safety override switch is in ORIDE (guard curate data.
up).
Aiming Reticle and Pipper
WEAPONS RELEASE BUTTON
The aiming reticle is a 50 mil diameter circle with a 2
The weapons release button (figure 1-66) is located mil solid pipper dot at its center. This reticle is caged
on the control stick grip. Depressing the button will in azimuth and manually depressible in elevation over
release stores from selected pylons which show a a range of + 10 to -300 mil referenced to the aircraft
green ready light on the armament control panel. armament datum line as governed by the HUD con-
trol panel DEPR knob setting .
HEAD-UP DISPLAY SYSTEM
The HUD system provides the pilot with a primary Gun Cross
and a standby weapon delivery capabilit y, and
simplified data display mode as a visual aid for nor- When the aiming reticle is positioned to a depression
mal flight operation. The HUD system is controlled of greater than -61 mil in W / D mode or -183 mil in
from the HUD control panel (figure 1-67) on the in- EXP mode, a gun cross (figure 1-68) positioned at
strument panel. -41 mil will appear.
All HUD displays are presented on the optical com- Standby Reticle
biner above the instrument panel. The optical com-
biner is an optical reflecting surface that reflects
HUD symbols, projected from a remote CRT, into The standby reticle is identical to the primary aiming
the pilot's line of vision. reticle in size .and depression range.
1-152
T.O.1A-10A-1
1m (NOTE 1)
@
F~l
WID
CAGE @
Ij
8 lESl
a 0. OFF
EXP
DEPR~
SlBY
iNTEN
@'+
~
e' '0'
,BARO
PUSH
TO TURN HUD ©
...
... OR
@
F'~T
WID
. CAGE@
TEST \ EXP
iNTEN
8
MOlO
~O FF
r NIGH T DEPR~
STBY -
@,. i~ '0' • OR ;
~ LDAY
HUD ©
NOTE:
1. ON ~ THE BARO SETTING CONTROL IS ON
THE AAU - 341 A ALTIMETER l - IOA-l-1S
Control or Position or
Indicator Display Function
1-153
TO lA·10A·l
Control or Position or
Indicator Display Function
Mode selector switch NAV[@ Used during normal point-to-point flight. The display is
(Cont) centered in azimuth and the flight path ladder rotates at
the 41 mil depression to display roll. There are two NAV
mode displays, INS and HARS. Symbols displayed in the
INS NAV (normal) mode are flight path ladder, destination
index, TVV, distance to go, time to go, TISL diamond and
line, airspeed, altitude, mil depression, pipper, steerpoint,
and the heading scale. Setting the function knob to OPT
and depressing once (option A) adds vertical velocity to the
normal display. Depressing twice (option B) adds vertical
velocity, but deletes the destination index, time to go, and
distance to go. Symbols displayed in the HARS NAV
mode are airspeed, altitude, pipper, TISL diamond and line,
pitch angle (boxed), roll bars, and the mil depression. See
figure 1-69.
WD-11621 Designed for forward firing ordnance. There are two WD-
1 mode displays, INS and HARS. Symbols displayed in the
INS WD-1 (normal) mode are the same as in the NAV
(normal) mode, with the addition of a gun cross and aiming
reticle. Setting the function knob to OPT and depressing
once (option A) adds the flight path angle numeric and
deletes the TVV and the destination index. Depressing
twice (option B) further deletes heading scale, time to go,
and distance to go. For all options the gun cross appears
only at reticle depressions of 50 mil or greater. Symbols
displayed in the HARS WD-1 mode are the same as the
HARS NAV mode with the addition of the gun cross and
WD-21621 Designed for dive bombing. There are two WD-2 mode
displays, INS and HARS. Symbols displayed in the INS
WD-2 (normal) mode are the same as in the WD-1 (normal)
mode with the addition of reticle eyebrows, which appear
at reticle depressions of 100 mil or greater. All symbology
except the destination index, TISL diamond and line, and
gun cross drifts in azimuth with the TVV. The pitch lad-
der rotates at the total velocity vector to display roll atti-
tude. Setting the function switch to OPT and depressing
1·154 Change 8
TO lA-lOA-I
Control or Position or
Indicator Display Function
once (option A), deletes the heading scale, time to go, and
distance to go. Depressing the switch twice (option B)
deletes the destination index as well. Symbols displayed in
the HARS WD-2 mode are the same as the HARS WD-1
mode with the addition of reticle l.e~~lrows at reticle de-
pressions of 100 mil or greater. 103 TISL diamond ap-
pears when AIM-9 is selected to m lcate missile
seekerhead position. Symbology remains centered in azi-
muth in the HARS WD-2 mode. See figure 1-69.
I
CAGE []I] Same display as in WID mode except that the aiming reti-
cle and depression angle readout are instantaneously driv-
en to a depression of 70 mil. See figure 1-68.
EXP Same as WID mode on []I], and WD-2 mode on 162l, ex-
cept that the depression angle for the aiming reticle and
TISL diamond have been scaled as if the total field of view
in elevation is 60°, in lieu of 20°. The depression settings
of + 10 to -300 mil are now +30 to -900 mil. The mil depres-
sion appears in a box. On [62l, setting the function knob
to OPT and depressing once{Option A) deletes heading,
time to go, and distance to go. Depressing twice (option B)
deletes the destination index as well. See figure 1-68 or 1-
69, as applicable.
Change 8 1-155
T.O. 1A-10A-1
Control or Position or
Indicator Display Function
Function selector TAPE Depressing the knob once displays a tape of calibrated
switch ~ (Cont) airspeed and altitude . Depressing again returns airspeed and
altitude displays to numerics.
BARO knob (push Adjustable Altitude is displayed on a moving scale as read against a
to turn) ~ fixed index on the right side of the display. This control
allows the altitude scale to be adjusted for correspondence
with the pressure corrected altimeter reading. Its correction
range is from -2,000 feet (full CCW) to + 1,000 feet (full
CW).
INTEN knob Adjustable Permits continuous control of brightness, from off at night
to maximum during daylight for both primary and standby
symbology. Full CW is maximum intensity, full CCW ex-
tinguishes all symbology.
MALF warning On Indicates malfunction when any HUD module fails. When
light pushbutton pressed, the light will go off. If the light remains off, the
switch malfunction is resolved. If the failure persists, the MALF
light will again come on.
1-156
T.O . 1A-10A-1
ROLL BAR
WITH TAB
AIRSPEED
SCALE ALTITUDE
(KNOTS) SCALE XlOOO
10 050\
250
AIRSPEED ALTITUDE
INDEX INDEX
300 I ~
AIMING I + 30 [
-35 ~
~~
B:I ~
RETICLE
TARGET DIAMOND
TEST MODE
250 10 250 10
:JOO • 300
+05 \-35
:J5D 1SO B 350 OlD B
\
\
.r__-....
1-157
TO 1A-10A-1
250
+ 10
D[PR READOUT \
300 q
f. ['_'_U
~
L:,,-,
350 080
NOTE
• WEAPON DELIVERY, CAGE AND EXPANDED
MODES ILLUSTRATED WITH TlSLLOCKON.
Altitude Tape at the end of each roll bar is provided to alert the
An altitude tape (figure 1-68) is a moving scale with pilot to an inverted flight situation, and to always
a fixed index. The operational range is -2,000 to indicate the ground direction. When HARS senses
38,000 feet. The moving portion of this display rep- inaccurate roll or pitch attitude data, the roll and
resents a total of 2,000 feet full scale with incre- pitch attitude displays are removed from the HUn.
ment marks at each 100-foot interval, and elongated
marks at each 500-foot interval. The numbers TISL Diamond and Line
~Iongside the scale indicate altitude in 1,OOO-foot
Increments. The TISL diamond (figure 1-68) is 10 mil on a side
and can move over the entire HUn field of view. If
Pitch Angle the position commanded by the laser spot seeker
A two-digit numerical readout of aircraft pitch exceeds the total viewing field, the diamond is
angle from +90° to -90° (figure 1-68) is provided. stowed at the edge of the viewing field to indicate
This readout feeds from the HARS system and relative direction of the laser illuminated ground
does not consider AOA. When HARS senses inac- target.
curate roll or pitch attitude data, the roll or pitch
attitude displays are removed from the HUn. On f103l. when AIM-9 Mode switch is in SEL, TISL
d.iamorur indicates missile seekerhead pointing direc-
Roll Attitude tIon. If the seekerhead exceeds the HUn field of
Roll attitude data are received from HARS. The view (FO~), ~he TISL diamond will blink indicating
roll tabs (figure 1-68) operate over a range from 0° the FOV hmit has been reached and the pointing
(wings level) to ± 180°. An additional tab or index direction is now relative.
1-158 Change 8
TO 1A-10A-1
MODE
NAV W/D1 W/D2 EXP TEST
SYMBOL
PIPPER X X X X X X X X X X X X X X X X X X X X
AIMING RETICLE X X X X X X X X X X X X X X X
(2) RETICLE EYEBROWS X X X X X X X X X X X
(3) GUN CROSS X X X X X X X X X X X X X X X
AIRSPEED NUMERIC/TAPE X X X X X X X X X X X X X X X X X X X X
(OPTION)
ALTITUDE NUMERICITAPE X X X X X X X X X X X X X X X X X X X X
(OPTION)
DEPRESSION NUMERIC X X X X X X X X X X X X rxIiliRl oo:xJlKlx
STEER POINT NUMERIC X X X X X X X X X X X X X X X
TIME TO GO XX XX X X XX
DISTANCE TO GO XX XX X X XX
NMiKILOMETER (OPTION) XX XX X X XX
FLIGHT PATH LADDER X X X X X X X X X X X X X X
rvv X X X X X X X X X X XXX
DEST INDEX (TADPOlE) XX X XX XX XXX
HEADING TAPE X X X XX X X XXX
VERTICAL VELOCITY XX XX
FLT PATH ANGLE XX XX
NUMERIC
PITCH NUMERIC (BOXED) 00 00 00 00 00
ROLL BARS X X X X X
(4) TlSL DIAMOND & LINE X X X X X X X X X X X X X X X X XX X X
PIPPER TARGET XXXX
ROll TARGET X
TlSL TARGET X X X X
NOTE:
(1) Only appears when INS is unreliable.
(2) Only appears at depression of 100 mil or more.
(3) Only appears at depression of 50 mil or more.
\, . . . (4) Only appears with TISL lock·on for modes other than TEST
! or, when AIM-9 Mode switch is in SEL position .
[K] Data displayed on HUD shall be boxed.
; - 10;·, ' - 76
Change 8 1-159
T.O. 1A-10A-1
J~ATO'
I
2S0-V"" --- v- r-35
--/- ----t::>, RETICLE
TOTAL VELOCITY'/
VECTOR
- PIPPER -
X' EYEBROWS
~AIMING RETICLE
300 ~ ii- ~ 3000:-,
300-~'3[] 1'/~r-30 I
/ - PIPPER I
I TARGET I
I .~ -
- I
~, ~ ,
350- r-25
~[]r
aT'TISL TARGET
O't ~ FLIGHT PATH
AIRSPEED TAPE 03 Olf ALTITUDE 13331 , 3 ANGLE NUMERIC
~ , , i:.. ' , \ TAPE
MIL / / STEERPOINT
DEPRESSION ~ NUMERIC
j2D~ ~
3[][]n-6-
AIRSPEED
NUMERIC ' "
3,00
b:::J =
ROLL
/TARGET
~ALTITUDE
~32 - NUMERIC
/-/
r1
I
I'~OO
300
t 03
A ••
Olf 3
1
)
~I PITCH
ANGLE
1-160
T.O. 1A-10A-1
qojrO
iD1 [is' 3.'+
'OS
.:\I?- -~...
.:f!i_ _11i...
NA V MODE (INS)
NA V MODE (INS)
OPTION B
200 ~
'"
OIl DI 'I
III 3S
, ,
..c..'
1~ 10A-l - ;;"
1-161
T.O. 1A-10A-'
/ -. ,, ,, - "
/
2DD I gOOD 200 I gOOD
"- /
- /
-- -----+N- -- ~
'TO 10'
-e-
I
I
- .II -
2IlI1 3. ~
~ ---05'
-
/ '-
/ -, 300 ~e
'- - /
-+--, 10000
200 I I 9000
"- /
1+00 I
- - -----+N-
III
3S
.A 00 01
, 9 III
cQ?_ _-Q5...
A l -1 0 A-l -] .1
1-162
T.O. 1A- 10A-1
'TO lIT
10 lIT
I - --
I
>-{)7
'0 ---
I 20M >-{)7 "!is' 3.4
I
~ - CiS'
'li.5 -
-
- / - '-
/ - '- 300 , --
I I 10000
300 I
, -- /
I 10000 /
-- --
-- --
III q
III
35
, . 00
.6-
,
01
, q
.:I!?- _-1lS...
.:Q?- _-1lS....
WD-2 MODE (INS)
WD-2 MODE (INS) OPTION B
'TO lIT
I
---
I
I
--- -
'0 I
>-()7
'li.5 _ CiS' -
/ -,
- ,-
300 ..---+ - +---> 10000
/
- '-
~
/
300 ,-
I
/
I 10000
-- -- Iii
II I q
-DC:
L.. _ ... _ _-11.5....
1-163
T.O. 1A-10A-1
'.
I I
'0 -.- -o- >-0
J 2IJ1
>-0 3. 't
I
~ _ [is'
~ _ ----05'
- -
/ - , /-,
300 ,-
I I 10000 300 ,-
I 1 1000E!
/
"
-- -- -- --
[ill] .. ..
35 !Il
~
01 q lm] q
,,-,
300 ....--+ 0 +------. 10000
'-"
300 10000
1-164
T.O. 1A-10A-1
A discrete signal from the laser spot seeker enables Airspeed Tape
the diamond to indicate that a firm lock-on has been
achieved. A dashed line connects the TISL diamond The optional airspeed tape, when selected, provides a
to the aiming pipper to facilitate target azimuth moving scale and fixed index of CAS. The opera-
alignment and tracking. On @.Q], the dashed line is tional range is from 50 - 500 KCAS . The moving
inhibited within a rectangular area around the aiming portion of the display represents a total of 100 knots
reticle. On [TIl, the dashed line will disappear when full scale, with increment marks at 10-knot intervals
the length decreases to approximately 13 mil. and elongated marks, with numerics in knots, at
50-knot intervals. The airspeed tape flashes when a
HUD DISPLAY SYMBOLOGY ~ master caution signal is received.
AIM-9 mode switch is in the SEL position for air-to- multiples of 10 ° have two digit numerics above them
air attack (missile). If the TISL diamond is greater (01 representing 10 °). Marks representing 5 ° have no
than 13.5 mil from the pipper, an equally spaced numerics.
dashed line, consisting of 6 equal dashes, appears
and connects the TISL diamond to the pipper. The Steerpoint Alphanumeric Readout
TISL diamond is positionable anywhere within a 314 The steerpoint alphanumeric readout is displayed as
mil diameter circle around the display center. On 0- 9, for waypoints. or A - F, for mark positions,
11031 , when loaded with boresight missiles and the depending on the selected steerpoint. The mark alpha
AIM-9 MODE switch is in the SELECT position, the readout will flash when a mark function is initiated.
TISL diamond ' will be centered on the HUD to
indicate the missile seekerhead's caged boresight Time To Go
position. If missile seekerhead is uncaged, the TISL The time to go readout displays the time remaining
diamond will be off indicating missile seekerhead over the steerpoint. in minutes and tenths of minutes.
position is unknown. When loaded with missiles
having slaveable seekerheads and AIM-9 MODE Distance To Go
SWITCH is in SELECT position, TISL diamond on The distance to go readout displays the distance re-
HUD indicates direction AIM-9 missile's seekerhead maining over the steerpoint, in miles and tenths of
is pointing. If the seekerhead's look angle exceeds miles. Depressing Km on the function switch provides
HUD limit, TISL diamond will blink and be at full the readout in kilometers.
scale deflection in direction missile seekerhead is
pointed. Total Velocity Vector
Depression Angle Numeric The TVV symbol is a circle with 3 lines extending
The depression angle numeric represents the pipper from the perimeter, and indicates the direction of air-
position, in mil. in the HUD vertical plane below the craft velocity. The TVV position is limited to ± 9 0
ADL. When the depression angle is greater than vertically and ± 5.5 0 horizontally, relative to display
zero, it is displayed as 2 digits preceded by a plus center. When horizontally limited, arrowheads appear
sign . In EXP and TEST modes, the angle numeric is on the horizontal lines of the TVV and point toward
multiplied by 3 and boxed by a solid rectangle. the computed TVV position. The TVV displays where
the aircraft is going, both laterally and vertically.
Reticle Eyebrows Destination Index (Tadpole)
The ret icle eyebrows are short horizontal lines The destination index symbol is a circle with a strobe
centered about the pipper at 25 and 50 mil. The extending from the perimeter. The strobe position
eyebrow s appear only when the aiming reticle is represents relative bearing. from 0 0 - 360 °, to the
depressed 100 mil or more. selected steerpoinL The position of the tadpole itself
represents relative bearing of the selected steerpoint,
Vertical Velocity Indicator when the bearing is within the HUD field of view.
Horizontal movement of the tadpole is limited to
The vertical velocity indicator displays aircraft ver- ± 5.0 0 if computed TVV vector is in excess of the
tical velocity in feet per minute . The indicator con- true steerpoint relative bearing and ± 6.0 0 if com-
sists of an unlabeled vertical scale containing three puted TVV vector is less than the true steerpoint
major increment marks and eight minor increment relative bearing. The tadpole is slaved to the TVV in
mark s . The scale pointer is joined to the zero mark . elevation, and roll stabilized about the TVV.
Range of the scale represents 0 to ± 1,000 feet per
Roll Bars (HARS Only)
minute and each interval represents 200 feet per
minute vert ical velocit y. The roll attitude display for the HARS backup mode
consists of roll bars centered on the pipper. Each end
Magnetic Heading Tape of the roll bar has a tab pointing down, to alert the
pilot of inverted flight . The roll bars move in eleva-
The magnetic heading tape provides a moving scale tion with the pipper and rotate about the pipper.
and fixed pointer indication of magnetic heading over Operational range for the roll bars is 0 (wings level)
the range from 0 - 360 °. Marks representing to ± 180 °.
1-166 Change 7
T.O. 1A-10A-1
HUD SYSTEM OPERATION operating modes are TEST, NAY, \\/0-1 , WO-2,
EXP, and STBY (see figure 1-69).
On [B], the HUO system is capable of operating in
the following modes: TEST, FL T, W 10, CAGE,
EXP, and STBY (see figure 1-68). On @II, the
• The altitude tape and fixed index are aligned at • The destination index will be positioned at the up-
I,OOO( ± 50) feet (each scale division is 100 feet) per right side of the display, to the lower left of
the time to go readout
• Depress ion angle readout is 183( ± 7) mil and
• The time to go readout will be 30.0 minutes
boxed
• The steerpoint readout will be 3
• The aiming reticle is centered about the aiming
pipper, and the reticle ring is round and smooth • The magnetic heading tape will show a range of 20
with no noticeable di scontinuities and the heading tape and fixed index are aligned
at 030(± 1) 0
• The gun cross is related to the 50 mil reticle ring
positioned at 41 mil • The TVV symbol will be positioned at the upper
left side of the display , to the lower right of the
• The T1SL test target is approximately centered distance to go readout
within the T1SL diamond • The distance to go readout will be 300M
• The center of the aiming reticle is connected to the • The aiming reticle eyebrows will be centered above
cent er of the T1SL diamond by 6 equally spaced the pipper at an estimated 25 and 50 mil.
line segment s.
NOTE
On ~ , in the test mode :
• Optional symbology may be selected while
• Airspeed numeric readout will be 3OO( ± I) knots . in the TEST mode, by setting the option
I f tape opti o n is selected, airspeed tape and fixed select switch to TAPE and depressing.
index are aligned at 300( ± 2.5) knots (each scale Symbology shall read as follows:
di vision is 10 knot s)
CAS tape 300( ± 2.5) knots
• Altitude numeric readout will be 3,OOO( ± 10) feet.
If ta pe option is selected, altitude tape and fixed Altitude tape 3,OOO( ± 25) feet
index a re aligned at 3,Ooo( ± 25) feet (each scale Flight path 33( ± I) 0
divi sion is 100 feet) angle numeric
Depression angle readout wiII be 333( ± 7) mil and Vertical velocity - + I ,OOO( ± 50) feet per
boxed indicator minute
Change 6 1-167
T.O. 1A-10A-1
I GUNSIGHT CAMERA SYSTEM ~~ TISL system function s are to search for coded laser
energy reflected from a target being illuminated by a
The KB-26A gun camera system is comprised of the coded laser designator, to lock on and track, and to
camera, a periscope, and in flight-replaceable film provide target location ~nformation to the aircraft
magazines . The camera system is installed in a re- avionics systems. Target location information is
cessed area above and forward of the instrument presented on the HUD and the ADI to aid the pilot
panel (52 , figure FO-I). [@) aircraft have a KB-26C during ordnance delivery. The TISL is powered by
gun camera system installed in place of the KB-26A the AC and DC armament busses. For further infor-
gun ca mera system . The systems are identical except mation, refer to T.O . IA-IOA-34-1-1.
that a low profile 30mm lens replaces the periscope
type 50111111 lens on the KB-26A gun camera system. CHAFF/FLARE DISPENSING
For further information, refer to T.O . SYSTEM ~
lA-IOA -34-1-1.
The ANI ALE-40(V) chaff/flare di spensing system
provides the means of deploying expendable chaff
COCKPIT TELEVISION SENSOR/ and flare payloads as a countermeasure against radar
AIRBORNE VIDEO TAPE and infrared controlled threat s, respectivel y. The
I RECORDER SYSTEM §] §] system is powered by the auxiliary DC essential bus.
Four chaff/ flare dispensers are installed in each main
The CTVSI A VTR system provides a video tape landing gear pod and each wing tip . The dispenser
recording of a real world scene with the HUD sym- release sequence is illustrated in figure 5-5. For fur-
bology superimposed upon it or TV monitor video, ther information on the ANI ALE-40(V) chaffIfla re
as well as pilot 's associated headset audio. The dispensing system, refer to T.O. IA-lOA-34-1-1 .
CTVSI A VTR system consists of the CTVS, A VTR,
and the CTVSI A VTR control panel (figure 1-70).
The CTVSI A VTR control panel contains the controls
and indicators necessary to operate and monitor the
I WARNING I
CTVS and A VTR. The tape cassette is loaded at ac- • Do not arm the ALE-40 chaff/flare system
cess FI39 (figure 1-71). The CTVS/ AVTR system is for release until mission requirements dic-
powered by the AC and DC armament busses . For tate. With the sysiem armed, inadvertent
further information, refer to T .O. IA-IOA-34-1-1. releases are possible when moving the
engine l APU fire handles, instrument in-
TV MONITOR SYSTEM verter switch, or master exterior
light / missile video polarity switch. In addi-
The TV monitor system is composed of a TV display tion, the program release sequence will
unit (29, figure FO-l) and a TVM control unit (9, stop when the signal lights switch
figure FO-2). (BRT I DlM) is moved. Electromagnetic in-
terference (EMl) may also be present when
The TVM displays a TV picture of the video signal operating other unidentified cockpit
origi nating in a television sensor located in the switches.
AGM-65 Maverick missile, or in the GBU-8/ B bomb .
For further information, refer to T.O. ELECTRONIC COUNTERMEASURE
IA- IOA-34-1 - 1.
SYSTEM
TARGET IDENTIFICATION SET The ECM system detects the presence of radar signals
LASER and warns the pilot that the aircraft is being il-
luminated by radar energy. The system is also
The TISL (figure 1-66), is a forward-looking laser capable of detecting and degrading radar reception by
seeker and tracker system. The system consists of a transmitting jamming signals. The ECM system con-
lase r-illuminated detector, an ACD, and a control sists of the radar warning system, ECM control
panel. The detector is attached to the lower right panel, and ECM pods. ECM pods provide detection
fuselage on an adapter pylon . The ACD connects the and jamming of radar signals and can be mounted
pod with the aircraft systems . The TISL control on pylon stations I and II . The pods are controlled
panel is mounted on the instrument pedestal. The by the ECM control panel (6, figure FO-5). •
1-168 Change 7
T.O . 1A-10A-1
INDICATOR LIGHTS
AVTR POWER
SWITCH
Control or Condition or
Indicator Position Function
Elapsed time indicator On Indicates the accumulated A VTR recording time in minutes
and tenths of minutes. When the A VTR power switch is set
. to OFF, the display will go off and reset to zero.
END OF TAPE light On (yellow) Indicates the A VTR tape has been recorded and the end-of-
tape sensor has been detected (approxim ately 30 minutes
recording time).
Change 7 1-169
T.O. 1A-10A-1
Control or Condition or
Indicator Position Function
A VTR power switch OFF Removes AC power from the CTVS immediately, and DC
power from the A VTR after a to-second delay to allow the
tape to unthread. Also, it shuts off the display of the elapsed
time indicator while resetting the digital display to zero.
NOTE
STBY Activates the CTVS and sets the A VTR to a standby condi-
tion awaiting activation by the gun trigger switch or weapons
release button. STBY can also be used in the TVM mode,
when RECORD is not required.
RECORD Activates the CTVS and enables the A VTR to record either
CTVS or TVM video, independent of the gun trigger switch
or weapons release button.
Video control knob OFF Prevents video from either the TV monitor or CTVS from
being recorded by the AVTR .
1-170
T.O. 1A-10A-1
SERVICING DIAGRAM
SINGLE-POINT
REFUELING RECEPTACLE
~
LEFT ENGINE
..- .., .
OIL RECEPTACLE .,
''''; .'';>•.,
",7
,
RIGHT ENGINE
OIL RECEPTACLE
AIR REFUELING
RECEPTACLE
LIQUID OXYGEN
I ~ 10 .\- 1- 0 )
1-171
T .O. 1A-10A-1
AVTR
EXTERNAL
BATIERY
SWITCH
. 0
o EXTERNAL
/'<o!I=-4-_ POWER
CONTRACTOR
BUTTON
1-172
T.O. 1A-10A-1
2. JP-4, .IP-5, AND JP-8 MAY BE COMBINED TO FORM A MIXTURE. THE MIXTURE MAY CONTAIN ANY
QUANTITY OF THESE FUELS; HOWEVER, TEMPERATURE LIMITS FOR JP-5 OR JP-8 SHALL BE OB-
SERVED. IF THESE FUELS ARE USED IN THE MIXTURE, ENGINE OPERATIONS ARE RESTRICTED TO
THE FOLLOWING TEMPERATURE RANGES (REF T.O . 2J -TF34-116-1):
b. ALL FUELS WITHOUT CONDUCTIVE ADDITIVE - FLIGHT LIMITED TO EMERGENCIES ONLY WITH •
MINIMUM MANEUVERING.
COMMERCIAL
USAF MILITARY NATO DESIGNATION
SERVICEABLE ITEM SYMBOL SPECIFICATION SYMBOL (NOTE 3)
•
PRIMARY JP-5 MIL-T-5624 F-44 JET A AND
(NOTE 4) (NOTE 4) JET A-I (NOTE 4)
FUEL F-34 NONE
•
JP-8 MIL-T-83133
(NOTES I AND 2) (NOTE 4) (NOTE 4)
•
ALTERNATE JET A, A-I AND JET B WITHOUT TWO ADDITIVES.
OBSERVE NOTE 3 AND NOTE 4 RESTRICTIONS.
EMERGENCY NONE AUTHORIZED
I
ENGINE OIL MIL-L-7808 0-148
0-149
OXYGEN MIL-O-272IO
-40 1200
-20 1280
0 1360
20 1430
40 1500
60 1570
70 1600
80 1640
100 17JO
120 1800
130 1900
-40 900
-20 950
0 JOJO
20 1065
40 1120
60 1175
70 1200
80 1230
100 1285
120 1340
140 1395
1-174 Change 7
T .O. 1A-10A-1
SECTION II
NORMAL PROCEDURES
TABLE OF CONTENTS
Preparation for Flight . . . .... .. ..... ... .. . 2-1 Flight . ..... . . . .... .... . .... ... . ....... . 2-14
Before Exterior Inspection .... . . . . ... . ... . 2-1 Descent/ Before Landing ..... .. . . . .. .... . 2-14
Exterior Inspection .. . .. . ..... . . ......... . 2-1 Instrument Approaches . . . ..... .. . . . . . .. . 2-14
Change 6 2-1
T.O. 1A-10A-1
EXTERIOR INSPECTION
DURING THE EXTERIOR INSPECTION, THE AIRCRAFT SHOULD BE CHECKED FOR GENERAL CONDITION , COVERS AND PLUGS REMOVED, WHEELS CHOCKED,
ACCESS DOORS AND FILLER CAPS SECURED, AND FOR HYDRAULIC FLUID , OIL AND LEAKS, AS WELL AS FOR THE FOLLOWING SPECIFIC ITEMS.
o
EXTERNAL BATIERY SWITCH IS OFF .
(;) MA INTENANCE RECORD STOWAGE
CONTAINER IN WHEEL WELL - CLOSED LEFT CENTER SECTION
AND SEC URE @] .
f) PITOT TUBE/STATIC PORTS - CLEAR .
o LIFT TRANSDUCER VANE - CONDITION.
«1) RIGHT FORWARD SECTION e MA IN LANDING GEAR STRUT CENTER
o GAU-S SAFETY PIN - CHECK . (l) RIGHT AFT SECTION DOOR - CHECK SAFETY PIN INSTALLED
Figure 2-1
2-2 Change 6
TO 1A-10A-1
a. Canopy actuator disengage level - Full c. Lap belt - Connect and adjust.
forward.
d. Shoulder/ parachute straps - Connect.
b. Canopy jettison handle - Full forward,
safety pin removed. NOTE
Change 8 2-3
T.O. 1A-10A-1
9. VHF/ FM control panel - OFF/ set. a . Main boost pump switches (L and R) -
MAIN.
10. UHF control panel - ON /set.
b . Wing boost pump switches (L and R) -
II. VHF/ AM control panel - OFF/ set. WING.
12. Emergency flight control panel - Set. c. Main fill di sable switches (L and R) -
Depress .
a. Flap emergency retract switch - Unmarked,
aft position. d. Wing fill disable switches (L and R) -
Depress.
b. Insure flight control mode switch - NORM.
e. Air refuel control - CLOSE.
c. Insure aileron emergency disengage switch -
Center position . f. Tank gate switch - CLOSE .
15. HARS/ SAS override switch - NORM [MJ I. Landing gear handle - DOWN.
16. Refuel status and indexer light control - Set. 2. Landing/ taxi light switch - OFF .
17. Weapon station status light control - Set. 3. Armament control panel - Set.
18. Master exterior light control switch - Aft. a. Master arm switch - SAFE .
20. Flap lever - Set to flap position. c. Gun rate switch - SAFE .
24. Engine operate switches - NORM. h. Weapon station select switches - Deselected .
26. Fuel system control panel - Set. 5. HUD mode selector - OFF.
2-4 Change 7
T.O. 1A-10A-1
6. Standby attitude indicator - CAGE. (3) Supply lever - OFF (unless safety wired
ON). Check that you cannot inhale through the
7. Accelerometer - Reset. oxygen system .
12. Circuit breakers - Check closed . (4) Supply lever - ON. Check for normal
breathing .
RIGHT CONSOLE
NOTE
I. Electrical power control panel - Set. • The CRU-73 / A diluter-demand
regulator will automatically (inter-
a. APU generator switch - OFF/ RESET. nally or by switch interlocking)
switch from NORMAL OXYGEN
b. Inverter switch - OFF. to 100% OXYGEN when the
SUPPL Y lever is shut OFF, block-
c. AC generator switches - PWR (L and R). ing airflow as a warning that the
regulator is OFF.
d . Battery switch - OFF.
c. Indicator (I) - Check for flow indication
e. Emergency flood light switch - As required. (white) on inhalation and a no flow indication (black)
on exhalation .
2. ECM - OFF (if installed.)
d. Connectors (C) - Check . Check condition
3. ILS control panel - OFF/ set @1J and security of connectors (10 - 20 pound pull
required to separate the aircraft hose from the crew
4. CDU - OFF/ set [g] . connector ).
a. Flare jettison switch - Aft to safe. (2) Emergency lever - EMER. Check for
leaks . Positive pressure should be supplied to the
b. Chaff mode selector knob - OFF. mask . Hold breath and check for a no flow (black)
indication . Leaks will be detected by a flow indica-
c. Flare mode selector knob - OFF. tion (white) and must be corrected before flight.
Change 6 2-5
T.O. 1A-10A-1
e. Emerge ncy (E) - Check. 4. Fire detect / bleed air leak test button - De-
press. Lights in the fire handles and the BLEED AIR
(1) Emerge ncy bottle connec tions. LEAK caution lights should come on .
(2) Emerge ncy lever - Hold to test mask 5. Gear lights - Check.
and check for positive pressur e and leaks at the
mask. 6. Signal lights - Test.
7. Fuel quantit y - Check.
7. Enviro nment control panel - Set.
a . Test indicat or button - Depres s. Land R
a. Windsh ield defog / deice switch - OFF. pointer s will read 3,OOO( ± 300) pounds , totalize r will
read 6,OOO( ±400)p ounds .
b. Canopy defog control - OFF.
b. Fuel display selecto r - Verify total by check-
c. Rain remova l switch - OFF. ing in each positio n and reset to MAIN .
8. Oxygen quantit y - Check.
d. Pitot heat switch - OFF.
a. OXY LOW caution light - OFF.
e. Bleed air switch - BLEED AIR.
b. OXY IND TEST button - Depres s .
f. Main air switch - SUPPL Y.
(OXY LOW caution light comes on at 0.5 liter)
g. Tempe rature/ pressur e control - NORM . 9. APU switch - START (or signal for externa l
air) .
h . Flow level control -
l.
As require d.
2-6 Chang e 7
T.O . 1A-10A-1
II . APU generator switch - PWR . Confirm APU If the right engine must be started first without AC
generator caution light is off, If light remains on, power available, select CROSSFEED to provide
recycle generator swit ch to OFF / RESET. then to positive fuel pressure. Pull out EMER BRAKE
PWR . handle.
STARTING ENGINES
NOTE
MAXIMUM T
16
t 12
I
l-
:::r: S
(.!)
lJ.J 4
:::r:
0
0 10 20 30
DISTANC
LEGEND
- - TEMP PROFILE ANT
VELOC ITV PROF I LE
MAI
FT /SEC DIST
~--r-1~1I-!r~~~~{-r~~-r-r-r-r
~1-;-jj-t-t--r-t~r-t-+-~-t~~~~4-~
~p~+n~$f$U~;tt:
DISTANCE-FT
1,100 FT/SEC
100 FT /S
T.O. 1A-10A-1
(2) Left ignition button - Depress momen- (I) Left throttle - IDLE (ENG START
tarily, when ITT is below 150°C. CYCLE light on and core rpm increasing).
• Minimize engine motor time at engine idle • For the idle speed check to be valid, the
speed . Failure to return the engine operate throttle must be firmly against idle stop
switch to NORM within 30 seconds after until after the check is complete.
the engine reaches 56% core rpm may
damage the A TS. • Shut down engine if it does not idle at or
above the minimum core rpm limit to
b. Automatic starting systems [I] and ~ . reduce the possibility of stage one com-
pressor blade damage.
Prior to engine start it will be necessary to motor the
engine if the ITT is above 150 °C. NOTE
2-8 Change 3
TO IA-IOA-I
4.
Anti-g suit - TEST.
Radios - As required.
21.
a.
Flight controls - Check.
9.
10.
Emergency brake handle - Full forward.
a.
SAS - Check.
13. Navigation mode select panel - Set. • If the L-R YAW SAS switches do not
remain engaged, use the takeoff trim
14. TISL - CAGE (as required). button to center stick and flight con-
trols. Reattempt to engage SAS
15. ILS PWR control knob - PWR [TI]. swit.ches.
c. Monitor test switch - L (hold). Check all
16. TACAN mode selector switch - TR. SAS switches disengage.
Change 8 2·9
TO 1A-10A-1
j. Pitch trim compensator - Check. Open 28. IFF - NORM / TEST / STBY. I
speed brakes to 40070. Crew chief verifies elevator
trailing edge moves down approxImately I inch. After I-minute warmup, test each mode. Go condi-
Close speed brakes and note elevator moves up. tion indicated by the TEST lamp coming on.
NOTE
30. HUD - Set mode and altitude display.
I
On ~ display should agree with altimeter reading
± 85 feet.
• The yaw SAS must be engaged to obtain
operation of the yaw trim function.
:31. CTVS/ A VTR BIT - Check ~ I@ .
I 24. Takeoff trim button -
TRIM light comes on.
Depress. Check T /0 32. Radar warning system -
required.
Test and set as I
NOTE RWR system test and operating procedures are
described in T.O. lA-IOA-34-1-1.
• Yaw trim must be neutral and the
pitch / roll trim override switch in NORM :33. ECM - STBY (if installed).
I
before the takeoff trim light will come on.
:34. T ACAN - Test.
• The TAKEOFF trim indicator light is the
only positive check the pilot has that the 35. Flight instruments - Check.
elevator tab trim motors are neutrally
positioned for a potential in flight transfer a. ADI - Check movement.
to the manual reversion flight control
mode. Pitch trim arrow aligned with reference mark.
2-10 Change 8
TO lA-l0A-l
~ .
I
:38. Navigation mode select panel- NA V CRS d . CDU page ~elector knob - INS.
39. INS - Check ~ . e. CDU test line key - Depres s. TEST page
appears.
a. CDU STR IOggle switch - Desired
steerpoin! . (I) CDU - Test.
. ---- ....
I
40. INS data -- Record 1621. c. Check core RPM versus ambient tempera-
ture (Minimum Idle Speed Chart, Section V).
41. Navigation mode select panel -- As desired.
If core RPM is below minimum computed:
42. TISL -- Check (if required).
d. ABORT.
a.
b.
Mode switch -- CAGE.
BITE switch -- Depress.
The DET and ACD lights will come on during the
47.
TAXI
Chocks -- Removed.
•
BITE sequence. Equipment failure is indicated if
one or both lights remain on longer than 20
seconds. See figure 2-3 for minimum turning radius and
ground clearance.
I
43. APU generator switch -- OFF/ RESET (prior
to APU shutdown).
I
CAUTION
44. APU switch -- As required.
Above 75°F the ECS and APU should be operated • Do not adjust rudder pedals during
to provide adequate cooling for INS system. taxi.
1. Nosewheel steering -- Engage.
NOTE
I 45.
46.
Ladder -- Stowed.
Idle core RPM -- Check.
a. Rapidly move throttle from IDLE to MAX,
I CAUTION
then with hard chop motion back to IDLE (IDLE- • A power interruption to the landing
MAX-IDLE in 2 seconds or less). gear control valve can cause simulta-
neous loss of nose wheel steering and
I CAUTION I normal brakes. Use the emergency
brake system to stop the aircraft. Use
extreme caution when taxiing in the
• If CIT sensor has failed, stage 1 com- vicinity of obstructions.
... ..----........
pressor blades may be damaged above
70';; core RPM. 4. Turn needle -- Check.
Change 8 2-11
T.O. 1A-10A-1
NOTE
2'-0" /
GROUND CLEARANCE
B1 - 10~\ - 2- S
Figure 2-3.
2-12 Change 1
TO 1A-10A-1
I CAUTION I 6.
a.
TACAN -- Set.
I 11.
12.
Ejection seat ground safety lever - ARMED.
Exterior lights -- As required.
external fuel tanks, assure all gear are
in ground contact, when crossing the
arresting hear cables.
LINEUP CHECK CROSSWIND TAKEOFF
ChangeS 2-13
TO lA-10A-l
2-14 Change 8
T.O . 1A-10A-1
I
area.
MISSED APPROACH
• THROTILES - AS REQU IRED PENETRATION DESCENT
• SPEED BRAKES - CLOSED
• LANDING GEAR - UP (POSITIVE CLIMB) • THROnLES - 80')', CORE RPM (MIN)
• FLAPS - UP (130 KIAS MIN) • AIRSP EED - 200 - 250 KIAS
• AIRSPEED - 200 - 250 KIAS • SPEED BRAKES - 0 TO 40'70
HOLDING
I. AIRSPEED - 200 - 250 KIAS I
LEVEL OFF
BEG IN AT 1000 FEET ABOVE LEV EL OFF
• SPEED BRAKES -AS REQUIRED
• PITCH - DEC REA SE IN HALF
• AIRSPEED - 150 KIAS MINIMUM
UNTIl ESTABLISH ING LANDING CONFI GURA TI ON
TACAN APPROACH
ES TAB LI SH FINAL LAN DING CONFI GURATION AND
AIR SPEED PR IOR TO FI NA L APPROACH FIX.
• SPEED BRAKES - 40%
• LANDING GEAR - DOWN
• FLA PS - AS REQU I RED
• MAINTAIN ON SPEED AOA
INDICATION .. BUT NO SLOWER
THAN COMPUTED AIRSPEED
(120/130 KIAS; FLAPS ON / UP)
:. I - 10:' - 1-(.
Figure 2-4.
Change 8 2-15
TO 1A-10 A- 1
~-
•
• FLAPS - UP (130 KIAS MINI
:;;.>- • AIRSPEED - 200 - 250 KIAS
---....--
ENTR Y
• OPTIMUM INTERCEPT - 30 - 45 DEGREES
• AIRSPEED - 150 KIAS MINIMUM UNTIL
ES TAB LI SHING LANDING CONFIGU RATION
• AIRSPEED - 1351145 KIAS MIN; FLAPS DN fUP
AFTER ESTABLISHING LANDING CONFIGUR ATION
2-16 Change 8
TO 1A - 10A- 1
FINAL APPROACH
(BEFORE GLIDE PATH)
• SPEED BRA KE S - 40%
~
• LAND ING GEAR - DOWN
• FLAPS - AS REQU IRED
~- - - ~ . ~-
• MAlNT AIN ON SPEED AOA
INDI CATION -- BUT NO SLOWER BASE LEG .
THAN COMPUTED AIRSPEED
(12 0/1 3 0 KIAS; FLAPS ON / UP)
~ '-
• AIRS PEED - 150 KIAS MINIMUM -- -'"'-.
BEFORE ESTABLISHING LANDING
FINAL APPROACH CONFI GURATION
• AIRSPEED - 1351145 KIAS MIN; FLAPS
(AT GLIDE PATH) DNIUP AFTER ES TAB LI SH ING
• ESTABLISH APPRO XIMA TELY 500 LA IDING CONFIGURATION
FPM DESCENT
MISSED APPROACH
• THROITLES - AS REOU IRED
• SPEED BRAKES - CLOSED
• LAN DING GEAR - UP (POS ITI VE CLIMB)
• FLAPS - UP mo KIAS MIN)
• AIRSPEED - 200 - 250 KIAS
DOWNWIND LEG
• LAND ING GEAR - UP
• FLAPS - UP
• AIRS PEED - 200 - 250 KIAS
• FINAL APPROACH AN D BAS E LEG (GEAR DOWN) • ASLR AIRSPEED· 300 KIAS
AIRSPEED GIVEN BASED ON LAND ING GROS S
WEI GHT OF 30.000 LB. ADD 2 KNOTS PER
1. 000 LB FOR WEIGHTS ABOVE 30.000 LB.
Figu re 2-6.
Change 8 2-17
TO lA-lOA-l
STRAIGHT-IN-APPROACH
Establish a final approach configuration and air-
LANDING
speed and descent as required to reach a point 1 At extreme froward cg's, near maximum aft stick
mile from the desired touchdown point at 300 feet is required for landing at the nominal flight manual
above the ground. Final approach from this point speeds. Also at forward cg's the aircraft will
is the same as for a normal pattern. respond less to pitch inputs, and stick forces will be
higher than at mid cg loadings. At extreme aft cg
CIRCLING APPROACH
conditions, the aircraft will respond more to pitch
Circling approach prior to final is accomplished inputs, and stick forces will be lighter than at mid
using on-speed AOA indication at 135/145 KIAS cg loadings.
minimum flaps DN / UP (add 2 knots per 1,000
pounds above 80,000 pounds), landing gear DOWN ,
and speed brakes 40J'r . Circling approach is flown CAUTION
at a lower altitude than VFR patterns, therefore,
the perception of the runway at this lower altitude • If an unusually high attitude exists
causes most pilots to be too close to the runway for upon touchdown, the tail of the air-
a safe approach. Allow sufficient room for the craft may contact the landing surface.
larger ground track turn radius required. Incorrect flap position, fuel imbalance,
heavy weight conditions, too slow final.
BEFORE LANDING approach airspeed, high sink rates and
excessive flare will aggravate this con-
Refer to Section V for landing gross weight, cg, dition but are not necessary for dam-
and crosswind limitations. Determine minimum age to occur.
final turn / base leg and final approach speed based
on intended configuration, gross weight, and cross- • Plan final approach to avoid touching
wind / gust conditions. See figures 2-4 through 2-7 down on arresting gear cables.
for pattern and approach airspeeds . After con-
When landing is assured retard throttle slowly to
figuring, check cockpit indicators to ensure
IDLE. Touchdown speed for normal landing is 10
intended configuration and check that the anti-skid
knots less than final approach airspeed. Landing
and landing light are on.
distances are given in TO lA-lOA-l-l.
In the final turn and on final approach, fly on-speed
AOA. but no slower than computed airspeed. This
will provide a safeguard against a malfunction in
either the AOA system or airspeed indicator. An
I CAUTION I
excessive discrepancy between computed airspeed • For proper clearance, when carrying
and AOA indication will also alert the pilot that the fuel tanks, plan touchdown to assure
flaps are not in the intended position. that all gear are in ground contact
when crossing an arresting gear cable.
2-18 Change 8
TO lA-lOA-lSS-72 TO 1A-10A-1
INITIAL
APPROACH
• 250 - 300 KIA S
FINAL APPROACH
DOWNWIND • MAINTAIN ON SPEED AOA
INDICATION -- BUT NO SLOWER
• MA INTA IN 150 THAN COMPUTED AIRSPEED
KI AS f\\l Nlh\UM BEFORE (120/130 KIAS ; FLAPS ON / UP)
ESTABLIS HING LANDING
CONFI GU RATlON
BASE
• SPE ED BRAKES 4(}"!,
FINAL TURN
• MAINTAIN ON SPEED AOA
INDICATION -- BUT NO SLOWER
THAN COMPUTED AIRSPEED
(135/145 KIAS; FLAPS ON/UP)
Figure 2-7.
Change 8 2-19
TO IA·IOA·I
:\():\ indication indication or computed minimum. After touchdown. the crosswind produces a ten-
whicheH' r is fastt'r. The airspeed indicator should dency to weathervane (turn into the wind). and
be used to fly a minimum run landing since the must be corrected with rudder. Extending the
:\0:\ indexe~ may indieate slow "V" (red) only. and speed brakes to 100';; after nO!'ie gear lowering will
will not provide ;ufficient guidance for a saf~ cause the nose of the aircraft to cock slightly into
approach. Power should Iw sufficient to maintain the wind, and can be easilv corrected v,;ith rudder.
the final approach spet,d and sink ratl' until touch· Maintain directional control by use of rudder.
down . ~elect speed brakes IOO' ; immediately' after nosewheel steering. and diffe~ential braking as nec-
touchdown. essary'. :\ osewheel steering engagement \'v'ill pro·
duce a transient dependent on the amount of rud·
der deflection. Se\'ere transients can be a\'oided bv
CAUTION momentaril.\· neutralizing rudders prior to .
nosewheel steering engagement. and using
• 1)0 not exceed sink rate limitations in
nosewheel steering only as rudder effectiveness
Section V. becomes degraded below 70 KIAS.
• The I ()·k not lower approach speed Refer to the table in Section V for crosswind com·
results in an increase in :\OA which. ponent limitations, The effect of adding external
for till' same flight path angle (rate of stores is to destabilize the aircraft direcitonallv.
sink) as a normal approach. results in particularly in the f1aps·up configuration. resu'lting
the aircraft being closer to the tail in lower crosswind component limits.
scrape angle. Attempting to flare For crosswind components above 20 knots, high
before touchdown will increase the sideslip angles are required to align the fuselage
likelihood of tail scrape, particularl.\· with the runway. and produce a significant error in
with aft cg loadings. airspeed and AOA indications.
• :\ minimum run landing may require
Ill'ar maximum e1eYator ,deflection due
to lower airspeed : I CAUTION
2·20 Change 8
T.O. 1A-10A-1
After touchdown, smoothly advance both throttles • During anti-skid maximum braking with
and retract the speed brakes. The nosewheel mayor speed brakes extended, speed brakes may
may not contact the runway, depending on aircraft start an oscillatory motion that is self-
speed. sustaining. The resulting aircraft vibration
can be felt by the pilot. Maintain braking
Close attention to directional control is required after as required and stop the oscillations by
touchdown, due to possible uneven engine accelera- moving the control stick hard over to left
tion and crosswinds. The rotation attitude for takeoff or right after speed is reduced to a point
should be similar to a normal takeoff. Landing and where full aileron inputs will not create a
takeoff speed should be computed prior to landing. directional problem or by closing the speed
brakes after a safe stopping distance is
assured .
MISSED APPROACH
After clearing runway:
Should conditions dictate the execution of a missed
approach, set throttles as required, close speed 4. Anti-skid switch - OFF.
brakes, raise gear and flaps, and establish an instru-
ment takeoff attitude. If subsequent instrument 5. Ejection seat ground safety lever - SAFE.
approaches are to be flown, set power to maintain
200 - 250 KIAS and a rate of climb not less than 6. Canopy - As desired.
1,000 feet / minute . When the desired missed approach
altitude is reached, level off and maintain 200 - 250 7. CTVS/ A VTR control panel - OFF @2J 12§]. •
KIAS.
8. TV monitor - OFF.
AFTER LANDING 9 . TACANllLS equipment - OFF.
Maintain directio nal control using aileron and rudder 10. IFF - Code switch HOLD (momentarily) and
as long as they remain effective, and then transition mode switch - STBY.
to nosewheel steering or differential braking. If
available runway does not require maximum braking, 11. HUD night/day filter - DAY [TIl .
speed can be reduced by aerodynamic braking or by
extending speed brakes. Following aerodynamic brak-
ing, smoothly lower the nose to the runway prior to
loss of elevator effectiveness. When the nosewheel
touches down, do not attempt to raise it again. Speed
brake effectiveness decreases rapidly with airspeed • Failure to place the night/day filter to
reduction. Brake heating is a function of aircraft DAY prior to engine shutdown may cause
configuration, groundspeed when brakes are damage to the red night filter due to pro-
applied, gross weight, ambient temperature, and longed exposure to sunlight.
pressure altitude. Operations within the danger and
caution zones shown on the Wheel Brake Energy
Limits Chart (figure 5-2) should be avoided when 12. HUD - OFF.
possible. If anti-skid is not used, the pilot must be
alert to tire skidding and release brake pedal 13. Landing/taxi lights - As required.
pressure , as necessary.
14. Radar warning system - OFF.
After touchdown:
15 . ECM - OFF (if installed).
1. Throttles - As required. 16. Windshield defog/deice switch - OFF.
Change 7 2-21
T.O. 1A-10A-1
5. CDU mode selector knob - OFF ~ . • Right engine should not be shut down un-
til left engine fuel has drained or left
6. T1SL - OFF. engine core rpm is below 5070 and ITT has
decreased below 200 °C.
7. Seat - Full up.
8. Left throttle - OFF after 5 minutes at IDLE. • If a rapid shutdown on the ground is
NOTE
2-22 Change 2
T.O. 1A-10A-1
NOTE
•
• Ensure no ground personnel are in prox- • If the above actions have not been com-
imity to door and ladder before extending. pleted prior to scramble, normal proce-
dures should be used.
Change 3 2-23
---- ._._---- _ __
.... ...• ... _-- -_........... -- - -.._----- ----_.
T.O. 1A-10A-1
S. Ejection seat ground safety lever - ARMED. • Canopy position is a pilot option. A
closed canopy may provide fire protection;
9. Pitot heat switch - PITOT HEAT. however, ground egress time will be in-
creased and high ambient temperature
10. Exterior lights - As required. may preclude this option. If an ejection
capability is desired, canopy must be
II. Anti-skid switch - ANTI-SKID. down and locked and pilot completely
strapped in.
12. APU generator/APU - As required.
2. Strap-in connections - As desired (leave oxygen
13. Warning and caution lights - Off. and communications leads connected).
NOTE
2-24 Change 2
T.O. 1A-10A-1
2. Hands - In sight of ground crew. []!:I TEMS STATUS CHECK (Figures 2-8 and 2-9)
3. Taxi clear of refueling area and configure air- 5. See figure 2-9 for definition of alpha numeric
craft as required by mission plan. codes.
AI RCRAFT STATUS
CO CAUT [O N FA I L
o Co 0 0 0) 0
MODE STATUS
~
ENG CODE
@ 0
• @
ENTE R
M - MISSION CODE
W - GROSS WEIGHT
C - STORES CON
®@
©
SE LECT
POW ER
@ ~
o @
Figure 2-8
Change 6 2-25
T.O. 1A-10A-1
2-26 Change 6
'IIIIIIIIIIIIIIIIIII'~
TO lA-IDA-I ~
SECTION III
~
EMERGENCY PROCEDURES
~
TABLE OF CONTENTS
~
GROUND OPERATION
EMERGENCIES , . . ' .. . . ... ... ... .
Engine / APU Fire ... " , , , ' , . . , . , ...... .. .
Engine Core O\enemp / Fuel Fails to
3-3
3-3
Wing Boost Pump Fai lure. , , , . . , ..... , .
Oxygen .... .. , , , , ..... , , .... . , , . , .. , , , , .
Hypoxia, ... , ...... ,. , " . . , , ' .. , . . . , ..
Smoke. Fumes. or Odor, ' .. , . . . , . .. ". :1-17
;::; ~
~
Drain / Loss of Pneumatic Power
Engine Malfunctions .. , . . , , .. , , , .. .. . . .. . 3-IH ~
During Engine Stan .... ,.,', .. ,.,., ... . 3-3
Double-Engine Failure, . . ....... , .. . , , , 3-18 ~
Enginc / AP U Fire .. , , , . ' , , . , ..... . . . , . 3-20 ~
Engine Start Cycle Continues After Start .. . 3-4
Engine Failures / Overtelllp, , , , , , , , , , , , , ,3-21 ~
Engine Fails to Shut Down."", .. " ... ,. 3-4
Engine Oil System :\lalfunction ' , , , . ' , " 3-22
Emergency Ground Egres~. , , ... ' , ..... , .. 3-4
Engine Stan Cycle Light On " "',." 3-22A ~
Canopy Malfunctiom ' . , . .. , , , , , .. , . .. , . . 3-5
ITT Control System Failure ! Lo\\
Normal Brake / Anti -S kid Failure . . . ... , . . . 3-5
Core RP!\1 at MAX Power" , , , , , . , , ,,3 -22A ~
Nosewheel Steering Malfunction, . , , , .. , ... 3-5
TAKEOFF EMERGENCiES ., . .. .
Abort , .. . .... , .... , , . , . . , ... . , .... , ... .
3-7
3-7
G,IJgm;::;:::~::::::~""mp;;",m'/ --.-- ;:~~ ~
B~~~r~~~:dL~~k~S~~~i'c'e' >~i~' O'\~~il~;I; ~~;~ ~~
Single-Engine Failure or Fire During
Takeoff (Too Late to Abon) ,., , , , , , , , , , 3-7 ::::
Tire Fai lure During Takeoff, , , , , ' , .. .... . 3-8A Canopy - Loss of, , , , , , , , , , , , , , , , 3-24A
Landing Gear Retraction Failure, . , . , , . . , . 3-8 I3 Canopy Unlocked Light On , , . , ' , . ' 3-24A
Canopy / Windshield Crack "',"" " '" 3-24A ~
INFLIGHT EMERGENCiES ." ... 3-9 Cockpit - Los, of Press uri/ation, 3-24A
HARS Malfunction ...... . ... . . ... . .. . . 3-35 Manual Reversion Landing ... . .... . . . ... . 3-41
INS Failure . .. .................... ·. · · 3-35 Unsafe Gear Down Indication ....... .. . .. . 3-42
Cont rollabilit y 1St ruct ural Landing Gear Alternate Extension . .. . . .. . . 3-42
Damage ........... ... ... . .. . . ... . . ... . 3-36 Landing With Gear Not Down ... . .. . ... . . 3-4213
All Gear Up .. .. ... . . ... .. . ... ... .. . . . 3-4213
Nose Gear Safe, Both Mains Unsafe . . . . 3·4213
LANDING EMERGENCiES ..... . 3-37 Nose Gear Safe. and One Main
Gear Safe . .... .. .. ... ... . ..... .. ... . 3-42B
Single-Engine Failure or Fire While
Configured for Landing .... . ......... . . . 3-37 Nose Gear Unsafe, One or Both ~1ains
3-39 Safe ... ... .. ......... . ..... . ..... .. . 3-42B
Stuck Throttle(s) Landing .... .. . . ... .... .
3-39 Nosewheel Cocked ........ .. ........ ... . . 3-42C
Single-Engine Landing . .. ..... . .. . .. ... . . .
3-41 Blown Tire ...... ... ...... . ..... . ....... . 3-42C
Single-Engine Go-Around .. ... . . . . ...... . .
READ
AND
HEED
INTRODUCTION
This section covers the operation of the aircraft dur- Three basic rules apply to all emergency situations.
ing emergency/ abnormal conditions. It includes dis- These basic rules are not repeated in each of the pro-
cussions of problem indications and corrective actions cedures listed. However, in ALL EMERGENCIES,
as well as procedural steps when applicable. Adher- THE OVERRIDING CONSIDERA nONS SHALL
ence to these guidelines will ensure maximum safety BE TO:
for the pilot and/ or aircraft.
1. Maintain aircraft control.
The situations covered represent the most probable
malfunctions. However, multiple emergencies, 2. Analyze the situation.
weather, or other factors may require modification of 3. Take proper action.
the recommended procedures. Accomplish only those
steps required to correct or manage the problem.
NOTE
When dealing with emergency/abnormal conditions,
pilots must determine the most correct action using • The ground, takeoff, and landing emer-
SOUND JUDGMENT, COMMON SENSE, and gency procedures are sequenced as out-
FULL UNDERSTANDING OF APPLICABLE lined in the Table of Contents.
SYSTEMS .
• The inflight emergency procedures follow
the HEFOE sequence with an additional
Critical emergency procedures are presented in
listing of general inflight emergencies.
BOLDFACE capital letters. Pilots shall be able to
immediately accomplish these procedures in the pub- • Decision factors are provided as a guide
lished sequence without reference to the checklist. in selecting certain procedures.
The terms "Land as soon as possible" and "Land as ambient lighting, aircraft gross weight, and command
soon as practical" are used throughout this section. guidance.
These terms are defined as follows :
Land as soon as practical - Emergency conditions
Land as soon as possible - An emergency will be are less urgent, and although the mission is to be
declared. A landing should be accomplished at the terminated, the degree of the emergency is such that
nearest suitable airfield, considering the severity of an immediate landing at the nearest adequate airfield
the emergency, weather conditions, field facilities, may not be necessary.
Change 1
GROUND OPERATION EMERGENCIES
I
• If possible, one engine should remain If ITT is not decreasing:
running during braking to provide unlim-
ited hydraulic power to either the normal 2. Establish an air source from:
or emergency brake system. a. APU.
b. Other engine (85"70 core rpm minimum) (pull
emergency brake handle if required).
NOTE c. External ground cart.
• The design configuration of the A-lO, 3. Engine operate switch - MOTOR (until ITT
with the engines mounted in nacelles ex- below 150°C).
ternal to the aft fuselage, is less subject to
rapid spread of a catastrophic fire than If ITT does not go below 200°C in 2 minutes:
internally mounted engines. The fire extin-
guishing system offers a high probability 4. Fire handle - PULL.
of controlling fire in the nacelle. Propaga-
tion of engine fire to the fuselage proper NOTE
is restricted by a stainless steel firewall in
the engine mount pylon. Differential pres-
sure between the nacelle and the fuselage
• Engine core overtemp or tail pipe fire
(reported by outside observer) will not
normally cause the engine fire warning
I
could allow heat or fire to transfer to the light to come on. Extinguishing agent will
fuselage if the pylon firewall fails. The not put out an engine core fire, as it does
initial instrument indication to the pilot not discharge into the core. Extinguishing
that the firewall has failed will probably agent should be used if the fire light
be a BLEED AIR LEAK light. The can- comes on or if there are visual indications
opy design allows the pilot to monitor the of an engine fire.
engine and nacelle section visually if fire
indications persist. 5. Perform EMERGENCY GROUND EGRESS.
f",IIIIIIII""""",r
~ T.O. 1A-10A-1
~
~
I . APU or external air source -
2. Throttles - OFF.
Off.
WARNING I
~ ENGINE FAILS TO SHUT DOWN • The canopy may not jettison unless down
and full forward.
~ I. Fire handle (affected engine) - Pull. a. Canopy actuator disengage lever - Pull aft.
~
~
NOTE
--
cockpit should not be opened until the pilot is free of
all restraints.
c. Canopy - Raise manually.
WARNING I
-- • Operating canopy electrical or canopy ex-
plosive jettison system when fuel fumes
WARNING I
--
are present is not recommended.
I. Throttles, APU, and battery - OFF. • If the canopy is disengaged and par-
tially lifted manually, the canopy must
-.
2. Seat - Safe. not be opened electrically. Opening the
canopy electrically after unseating the
3. Attachments - Release . canopy actuator may cause damage,
--
and the canopy may not be held up
a. Shoulder harness - Release . securely.
-~/////////////////////
3-4 Change 3
"'\.."""""""""~~~~
Grasp the breaker tool in both hands with the sharp
curved edge toward you. Strike perpendicular to the
Standing up in the aircraft will normally disconnect
the remaining pilot service leads (communications,
~
~
canopy surface with hard blows using blade align- oxygen, and anti-g suit leads). Be sure all leads are ~
ment to set direction of cracks. Three or four blows disconnected before exiting the cockpit. Depress .....
will normally open an adequate escape hole. boarding ladder extension button, if desired. .~
•
~
S. Aircraft - Abandon. (Extend boarding ladder
if desired)
--
~
--
--
--~
~
~
~
~
~
~
--
--
--
-
Change 3 3-4Af(3-4B blank)
-
-
-
""""""""""'~
-- . -.- ... _-- - .
T.O. lA-l0A-l
CANOPY MALFUNCTIONS lease brake pedal press ure may cau se the
wheels to lock .
I
mum of best single-engine climb speed. Accelerate
and climb straight ahead if terrain permits. I f turns
WARNING
are necessa ry, they should be made into the good
engine, if possible, and at minimum practical bank
angle. • The external 600-gallon fuel tank s are
1. RUDDER - CONTROL YAW. directionally destabili zi ng. C lose pilot at-
tention will be required to avoid rapid
•
WARNING
I
During si ngle-engine operation, failure to
increases in sideslip. External tank jettison
is highly recommended for both perform-
ance and handling co nsiderations .
WARNING I •
NOTE
~ L~:::~: B~:::T~::~:e:~:ON
• If the landing gear cannot be raised, it
could indicate an electrical malfunction in
the landing gear control valve circuitry . If
this is the case, the landing gear circuit
breaker mayor may not be open. The
~ ~:~L,~::g
landing gear circui t breaker should be reset
if possible. Use caut ion on landin g, as
normal brakes, anti-skid, and nosewheel
I;gl" ;n the land;ng gea< handle
~ l11ain~ on after the handle has been mo\ed to UP, or
<C-
steering may not be avai labl e. Emergency
braking can be obtained by pulling the
emergency brake handle.
~ there is other indi cation of gear retraction fai lure:
~
I
1. Airspeed - :'vlaintain below 200 KIAS. 3. LAND GEAR circuit breaker - Check closed.
~
.! . ACX LG EXT handle -- Check closed.
~
~
~
~
~
~S
S 3-8B Change 8
~""""~~"-~"-~,,~
r· ~ ~ ~ ~ ~ ~ ~ ~ : ~ ~ ~ ~..,.., ~
~
T.O. 1A-10A-1
INFLIGHT EMERGENCIES
~
dual channel pitch and yaw SAS will be
NOTE
nonfunctional.
• With one hydraulic system out, rudder
If the right hydraulic system fails, the following sys-
~
forces will be higher than normal, and
tems will be inoperative: slats, slipway door (normal
total rudder authority will be reduced.
operation), air refueling nozzle latch rollers, and
Crosswind landing will require a higher
speed brakes. The auxiliary landing gear accumulator
~
pilot workload.
and the emergency brake accumulator will not be
recharged. The slats will extend and the drag index
will increase. Additionally, the right elevator and
DUAL HYDRAULIC SYSTEM FAILURE rudder actuators will be inoperable hydraulically
and dual channel pitch and yaw SAS will be ~
I I
-
nonfunctional.
WARNING The LlR-HYD RES caution light comes on to indi-
cate loss of hydraulic fluid. If hydraulic fluid con-
• With flaps full down, maintaining level
flight following transition to manual rever-
sion may require aft stick forces that
tinues to leak, the LlR-HYD PRESS caution light
will come on, at which time left/right system hydrau-
lic pressure will be lost. If a leak in the flap or speed
-
-
exceed the physical capability of the pilot. brake hydraulic lines is suspected, selecting EMER
If transition to MRFCS occurs with flaps RETR for the affected system may prevent depletion
full down, it is imperative that the flap of the associated hydraulic fluid supply. Since the
-
emergency retract switch be activated landing gear are pressurized while down, depletion of
immediately. left hydraulic pressure due to a leak in the landing
gear (or associated systems) hydraulic lines can be
On indication of impending failure, regain Ig level prevented by pulling the LAND GEAR circuit
flight at moderate speed. breaker.
~
-
At failure: 1. FLAP EMER RETR and/or SPD BK EMER
RETR - EMER RETR.
1. Flight controls - MAN REVERSION.
If pressure decreases:
NOTE
3. Pitch SAS -
Paddle OFF.
Leave OFF.
.-
5. Anti-skid switch - ANTI-SKID (if left
Prior to landing: hydraulic system is operable).
-
Procedure. hydraulic system and land as soon as practical.
Change 3 3-9
~IIIIILLLLIIIII~
~~~~~~~'"'"'"'"""'''~
T.O. 1A-10A-1
7. Landing gear handle - DOWN. Caution light panel legends on: L-CONV and/or
R-CONV .
If left hydraulic system has failed or LAND GEAR
circuit breaker was pulled: If only one converter is failed, the operational con-
verter will assume the DC load. With both converters
8. AUX LG EXT handle - Pull. failed, the battery is the remaining source of DC,
and will automatically power the DC essential and
9. AUX LG EXT handle - Push in (when landing auxiliary DC essential busses.
gear indicates safe).
NOTE
10. Emergency brake handle - Pull.
• Battery life is a function of its condition
If both hydraulic systems fail: refer to DUAL
and state-of-charge, and should last for
HYDRAULIC SYSTEM procedure.
approximately 60 minutes. If the genera-
tors are not supplying AC, battery life
ELECTRICAL MALFUNCTIONS
will be reduced to 18 minutes unless the
inverter is turned off.
See figure 3-1 for busses and systems lost due to an
electrical power supply system failure.
I. CONVERTER Land AUX ESS BUS TIE cir-
BATTERY FAILURE cuit breakers - Check closed.
Caution light panel legends on: None.
If both converters have failed:
In the event of battery failure caused by "thermal
runaway," or an internal short as differentiated from 2. Land as soon as possible.
a depleted battery, the overloads placed upon the
converters cause the converter circuit breakers to ELECTRICAL FAILURE - TOTAL
open . This results in complete loss of DC power rec-
ognizable by loss of all warning lights and communi- Caution light panel legends on : None.
cations. If is assumed that the main generators are
operational. Use the following procedure to restore Total electrical failure is defined as loss of generators
DC power: and failure or complete discharge of the battery.
Electrical failure is indicated by loss of all electrical
I. Battery switch - OFF . instruments except core rpm , off flags in electrically
powered instruments, loss of communications/side
2. CONVERTER L circuit breaker - Close.
tones, and loss of all electrically controlled or actu-
The left converter will now power the entire DC ated systems. Engine start, APU, normal landing
system. Leave battery switch in OFF. gear extension and its indication, flaps, speed brakes,
normal brakes, trim, SAS, and the ability to transi-
3. Land as soon as practical. tion to or from MRFCS will not be available.
3-10 Change 7
BOTH CONVERTERS LEFT /RIGHT DC BUS
DC ARMAMENT BUS
- --------------
ILS ~
AIR REFUEL
SAS
AN f ALR -69 RADAR WARNING
SPS
LIGHTS : ANTI -COLLISION . THUNDERSTORM TACAN
RAIN REMO V A U WINDSHIELD WASH INS (CDU AND INU I ~
CADC ~
RIGHT AC BUS/ SYSTEMS LOST
AC ARMAMENT BUS /SYSTEMS LOST
AOA HEATER
GUN CAMERA ~~
BOOST PUMPS - R MA IN AND R WING
HUD
FUEL FLOW INDICATOR
MASTER ARM
HARS TISL
IFF MODE 4 TV MONITOR
LANDING LIGHT CTVS §] ~
PI TOT HEAT-
SAS DC ARMAMENT BUS/ SYSTEMS LOST
SPS
GUN FIRING AND CAMERA ~ ~
TACAN
HUD
INS IC DU AND INUI ~
MASTER ARM
CADC ~ TISL
MBC ~ AVTR §] ~
- THE PITOT -ST A TIC HEATER IS POWERED BY THE LEFT AC BUS WITH A BACKUP POWER SUPPL Y PROVIDED BY
THE RIGHT AC BUS .
Figure 3-1 .
IN FLIGHT EMERGENCIES (CONT)
WARNING I NOTE
Caution light panel legends on: Land/or R GEN . 5. APU generator switch - PWR.
• If the left generator fails and bus power I n the event of loss of both generators and the in -
fails to transfer, a temporary loss of the strument inverter fails to automatically come on the
ITT amplifiers may result in double engine line or fails subsequently, the INST INV and Land
overtemp with throttles in the MAX range. R ENG HOT caution lights will come on.
~ 1. GENERATOR CONT circuit breaker(s) - 3. Inverter switch - Recycle STBY to TEST, and
IIIIIIIIIIII Check closed. back to STBY several cycles. Leave in STBY.
2. Failed generator switch(es) - OFF/ RESET 4. APU - START (below 15,000 feet MSL).
momentarily, then to PWR.
5. APU generator switch - PWR.
3. If generator(s) will not reset after 3 attempts -
Generator switch(es) to OFF/ RESET. 6. Land as soon as practical.
~"""""""",,,,,,,,,,,,,.!,'~!"" 1
IN FLIGHT EMERGENCIES (CONT) ~
6. PUSH -TO-JETT swit ch - Depress. In th e event of fuel quantity indicator malfunctio ns. ~
the pilot should monitor fu e l flO\v and fli ght time
7. Master ar m swit ch - SAFE. a nd land when practical. The Land R r-,'1 AIN FUEL ~
LOW ca ution li gh ts are independent of the qu a ntit y
measurin g system, an d sho uld not be affected by a ~
FUEL PRESSURE LOW m alfun ctio n of the quantity indicating sys tem . ~
Indi ca ted b y the L-FUEL PR ESS or R-FUE L PRESS I. Crossfeed swi tch - C ROSSF EE D (unl ess fuel
caut io n li g ht s co ming o n . lea k is suspected) .
~
I . Cross feed swit ch - CROSSFEED. Light goes The fuel rema inin g in each tank after the L o r R
off indicating boost PU Il1P fai lure. MAIN FUEL LO\\I ca ution li ght comes on is suffi-
cie nt 10 fly 20 minut es at maximum ra nge crui se
~
power a nd altitude, plus fuel for a normal descent
If L/R FUEL PRESS light stays on, indicating possi- and landing plus one mi ssed a pproac h. When operat-
ble leak or pressure sensor malfunction: ing with the L or R MAIN FUEL LOW light on,
maintain a cruise a ttitude a nd avoid a brupt maneu-
2. C ross feed swi tch - OFF . vers th a t will cause fuel sloshi ng in the tank s .
~
3. Monitor fuel sta tu s to determ ine if leak exists. L-R TANKS UNEQUAL
~
If an external fuel leak exists, indicated by exces- a 750( ± 250) pound differential between the main fuel
sive fuel quantity drop. vapor trail and/or verifica- tanks. The pilot must determine the cause of the fuel
tion by other aircraft: di fferent ial a nd use different ia l t hro tt les, boost pump
swit ches, or the ta nk ga te switch as necessa ry to
~~
4. Throttle (affected engine) - OFF . maint a in internal fuel at th e desired level. The ai r-
craft cg will remain within limit s if the left main (aft)
5. Fire handle (affected engin e) - P ULL. tan k fuel leve l is not allowed to exceed the right
m a in (forward) tank level by more th an 1,000
6. SAS switches - OFF. pounds .
~"LLLILIILLLLIILLLLJT~ _ ~
~~~~""""""""'~
~ the UNEQU:~:~~~:t~o~~~RG::~::a~nc~~:n::: corrected or gauge
~
If L-R TKS
or fuel imbalance is noted, equalize the main tank function is suspected '
mal-
~
fuel levels as follows: .
4. CROSSFEED switch - CROSSFEED.
I . Cross feed switch - CROSSFEED.
~ 2. W;ng boo" pump ,whehes _ OFF. ". Ma;n boos. pump ,w;tches - Land R MAIN.
~ 6. Wing boost pump switches - Land R WING.
If the right system has the lesser amount of fuel:
7. DC FUEL PUMP cirquit breaker - Close.
~
3. Right main boost pump switch - OFF.
If the left system has the lesser amount of fuel: MAIN BOOST PUMP FAILURE
~ i~. Left main boost pump sw itch -- OFF; Failure of either main fuselage boost pumps indicated
~ I DC F UE L PUMP circuit breake r -- Open. by the applicable L or R MAIN PUMP caution light
coming on will have no effect on engine operation
~ When the imbalance has been corrected: whi le fuel is being pressure fed from the wing tanks.
When the wing tank boost pumps are not operating,
~
4. Main boost pump switch - L or R MAIN. fuel will suction-feed from the main tanks to an alti-
tude of approximately 10,000 fee!. Above this alti-
G. Wing boost pump swi tch es - Land R WING. tude engi ne operation could become erratic; however.
placing the crossfeed switch to CROSSFEED will
~
fl . DC FUEL PUl\1P circuit breaker - Close . supply the engines with fuel under pressure from any
operating boost pump and allow continued operation
7. Crossfeed sw itch - OFF. above 10,000 feet. Fuel quantity must be monitored
to maintain cg within limits and preclude fuel
exhaustio n .
~
Conditions permitting, the tank gate switch may be
used; however, the fue l balance must be closely I . Crossfeed switch - CROSSFEED .
monitored .
I
The tank gate switch will equalize the main tanks in
~
straight and level flight and may be used to accom-
WARNING plish fuel transfer if desired. Fue l transfer from the
left (aft) tank to the right (forward) tank may be
expedited by lowering the nose and allowing the tank
~
• Returning the cross feed switch to OFF fuel to gravity flow to the forward tank. Climbing
prior to turning the main boost pump on with the tank gate switc h in open position will expe-
may result in an engine flameout . dite gravity fuel flow to the aft tank. To ensure that
the airc raft cg remains within established limit s, the
• If the tank ga te switch has been activated, aft tank fuel should not exceed the forward tank fuel
~
do not hot refuel until it can be verified by more than 1,000 pounds .
by ground test that the tank gate va lve is
closed. 2. Tank gate swi tch - As required.
~S
S 3-16 Change 8
~""""~"""""'~
INFLIGHT EMERGENCIES (CONT)
WING BOOST PUMP FAILURE
OXYGEN
If the Lor R WING PUMP caution light comes on
the remaining fuel in the affected tank will not HYPOXIA
gravity transfer until the fu el level in that fuselage If hypoxia is suspected:
tank is below 600 pounds. If the pilot takes no
Fuel will then feed from each fuel tank to its 5. TEMP/PRESS control -- RAM.
respective engine in the normal manner. 6. CANOPY DEFOG control -- OFF.
I
If the APU is running when engine failure occurs, leave the flight controls in NORMAL
restart time will be reduced by 30 - 40 seconds. If utilizing available hydraulics, while per-
both engines fail during flight at high altitude (above forming a single engine restart.
20,000 feet MSL). the pilot must make a decision to
NOTE
trade altitude for airspeed to try a windmill start
using the WINDMILL AIRSTART procedure, and / or
to glide down to a lower altitude to start the APU • It will normally take 4 seconds after the
flight control mode SW'itch is set to MAN
for an assisted start. If allempts to start the APU
REVERSION before the aircraft is in full
fail, then a windmill start is the pilot's only option
for an engine start. manual reversion mode. Expect a pitch
transient at transition. During this time.
only rudder is available for roll control
(rudder and elevator are available
immediately).
1. THROTTLES - OFF.
4. LEFT ENGINE - MOTOR.
NOTE
• I f rapid cooldown is not observed within • Cool engine until the ITT is below 150°C.
5 seconds of shutdown. ensure that the Attempting restart with ITT above 150 °C
affected throllies are positioned against will result in overtemp and may damage
the aft / OFF stop to shut off all fuel flow the engine to the extent that usable power
and permit engine cooling. will not be available.
BEST GLIDE BOTH ENGINES WINDMILLING
40~~~--~~------~--------~--~---,
. . ....-:- .. ...;... ... . "?
f-
1L..
o
o
o
O~~~~~~~~~~~~~~~~~~~
o 20 40 60 80
"'OA-3-S
Figure 3-2.
Change 1 3-19
~"""""""~
~ T.O. IA·IOA·1
~
I
20 seconds.)
I
• APU generator should be turned on after
APU comes up to speed to provide
~
WARNING electrical power for hydraulic pump
cooling.
8. Cross feed switch - CROSSFEED .
• Actuation of the ignition sequence between
~
ing the engine. If ignition does not occur,
II. Flight controls - NORM.
stop the ignition attempt and reinitiate the
ignition sequence after the APU rpm has 12. Right engine operate switch - NORM.
~
reached 60070 or greater.
13. APU generator switch - PWR.
~
14 . Refer to SINGLE-ENGINE LANDING
procedure .
• The throttle must be position against IDLE
stop in order to obtain APU assisted en-
ENGINE/APU FIRE
~
gine starts . If the throttle is moved for-
ward of IDLE, the ATS control valve will Engine Fire
close and ignition is terminated after 30 A possible engine fire is indicated when the engine
Wl,
~
seconds. On the applicable ignition fire light comes on. A malfunction of the indicating
button must be depressed to obtain igni- circuit also is possible, and the presence of an actual
tion on all starts. fire should be confirmed. If an actual engine fire
~
NOTE exists, there will normally be visual indications of fire
• The APU is designed to provide adequate in the engine nacelle area . Engine fires also are
air pressure and flow for engine starting at usually accompanied by erratic or abnormal engine
instrument readings, loss of thrust, or mechanical
~
altitudes up to 10,000 feet. Starts, how-
ever, have been accomplished at altitudes failure indications such as engine vibration . I I' an
up to 15,000 feet. engine fire light comes on, retard the throttle (if
practical) and check for other fire indications.
~ If left engine start is successful:
Reducing power on the affected engine may cause the
6. Flight controls - NORM.
-
fire light to go off. If the fire light goes off, check
the fire detection circuit by pressing the FI RE
7. Left engine operate switch - NORM. DETECT BLEED AIR LEAK TEST button . If thl!
fire light tests good, this indicates t hat the circuit is
-
8. Left throttle - MAX. reliable. If the fire light does not test good, this
NOTE indicates a failure of the test or detection system,
warranting increased attention to visual or other fire
-
• En sure the operating engine is at 85070 core
indications. Experience has shown that engine fires
rpm speed or above .
can occur without causing the engine fire light to
come on immediately . Therefore, absence of the light
9. Refer to SINGLE-ENGINE RESTART
-
provides no assurances when there are other positive
procedure.
fire indications.
- 3-20 Change 7
~"""""'-"'~
T.O. 1A-10A-1
over APU), a valid APU fire indication would proba- If an engine is shut down:
bly be accompanied by a BLEED AIR LEAK caution
light. On lnl aircraft (firebox over APU), the 4. SAS switches - OFF.
BLEED AIR LEAK light should not come on unless
the hot condition exists outside the firebox. In either 5. Yaw SAS switch (operable channel only) -
case, illumination of the APU fire and BLEED AIR Engage (if desired).
LEAK lights at the same time indicates that hydrau-
lic, fuel, electrical, flight control, and ECS equipment 6. APU - START (below 15,000 feet MSL).
are being exposed to heat or fire. Wiring for instru-
ments and electrical equipment is more susceptible to 7. APU generator switch - PWR.
damage than flight controls and fluid lines . Erratic
instrument indications or equipment malfunctions 8. Cross feed switch - CROSSFEED.
tend to confirm a fire. If the APU fire and/or
BLEED AIR LEAK lights go off, a successful FIRE 9. Land as soon as possible using SINGLE-
DETECT BLEED AIR LEAK TEST indicates that ENGINE LANDING procedure.
the circuits are reliable. An unsuccessful test means
that the light(s) may have gone off due to fire dam- If the APU is shut down for fire:
age, and other indicators must be closely monitored.
If the APU fire light comes on, prompt action is 4. Land as soon as possible, while continually
necessary to preclude the spread of fire within the checking for fire.
fuselage.
If an engine fire is confirmed or at first indication
of APU fire: WARNING I
1. THROTTLE/APU - OFF.
• If an in flight fire in the APU compart-
ment continues to burn out of control,
2. FIRE HANDLE - PULL.
ejection is recommended .
3. AGENT - DISCHARGE.
ENGINE FAllURES/OVERTEMP
NOTE
• Flameouts, characterized by a decrease in ITT,
• The design configuration of the A-IO, rpm (both fan and core), and fuel flow, are
with the engines mounted in nacelles usually associated with fuel starvation or fuel in-
external to the aft fuselage, is less subject terruption, but may be associated with operation
to rapid spread of catastrophic fire than outside the normal flight envelope.
internally mounted engines. The fire extin-
guishing system offers a high probability • A compressor stall is characterized by an increase
of controlling fire in the nacelle. Propaga- in ITT along with a hang-up or rollback in core
tion of engine fire to the fuselage proper and fan rpm. Experience has shown that a non-
is restricted by a stainless steel firewall in recoverable compressor stall will result in rising
the engine mount pylon. Differential pres- ITT (which may exceed limits and peg the ITT
sure between the nacelle and the fuselage gauge), and a decrease in fan and core rpm. Com-
could allow heat or fire to transfer to the pressor stalls are usually associated with aircraft
fuselage if the pylon firewall fails. The AOA's above wing stall AOA.
initial instrument indication to the pilot
that the firewall has failed will probably • A mechanical failure is usually characterized by
be a BLEED AIR LEAK light. The can- unusual engine noise and/or vibration.
opy design allows the pilot to monitor the
engine and nacelle section visually if fire • An engine overtemp is indicated by ITT gauge or
indications persist. the L- or R-ENG HOT caution light coming on.
Change 3 3-21
-..""""""",
T.O. 1A-10A-1
-
attempted if required to safely land the
2. Throttle - Retard to minimum practical. (Do aircraft. Engine damage may have
not select IDLE.) occurred and not be apparent to the pilot .
-
• If ITT limits are exceeded or internal dam-
age is suspected, do not restart unless a
critical thrust requirement exists.
• On aircraft with an automatic start system,
,-
tion, since fuel and ignition will be If engine oil pressure is not within the operating
available. limits:
I . Throttle - IDLE.
,
• A nonrecoverable compressor stall must be
cleared by shutting down the engine and
restarting. 2. Throttle - OFF if minimum oil pressure of
30 psi cannot be maintained.
, •
NOTE minutes .
If an engine is shut down:
• If rapid cooldown is not observed within
5 seconds of shutdown, ensure that the 3. SAS switches - OFF.
I 3-22 Change 7
~"'-"'-'-"''-,-''~
INFLIGHT EMERGENCIES (CONT)
If the ENG START CYCLE light comes on during I. Throttle (affected engine) - OFF.
flight:
NOTE
I. Land R ENG START circuit breakers -
Open.
• I f rapid cooldowll is not obse rved within
NOTE Ei seconds of s hutdown, ensure that th e
affected throttle is positioned against
• If subsequent airstart becomes necessary, the aft/OFF s top to shut off all fuel
ensure appropriate circuit breaker is flow and permit engine cooling.
closed.
• If possible, descend below 20,000 feet
ITT CONTROL SYSTEM FAILURE/LOW CORE RPM !\lSL and increase airspeed to improve
AT MAX POWER starting characteristics.
Failure of the ITT control system is indicated by 2 . APU - START (below 15,000 feet !\ISL).
exceeding maximum ITT, fluctuating engine parame-
ters when operating at core speeds above 80Ofo, or by 3. APU generator switch - PWR.
the inability to attain core speeds above 80 Ofo. The
temperature control system can be deactivated by 4. Throttle (operating engine) - MAX.
placing the appropriate engine fuel flow switch in
OVERRIDE. In OVERRIDE, the engine will be 5. Engine operate switch (affected engine) -
speed controlled, unbiased by temperature. MOTOR.
~
If restart is successful : high speed dive in manual reversion. If
engine start is unsuccess ful. high control
8. SAS switches - ENGAGE. forces will be necessary to recover from
~ the dive. If pitch trim is inoperative. ejec-
~
~
9. Crossfeed - As required. tion may be the pilot's only option.
10 . Anti-skid _ ENGAGE. It takes between 6.000 and 8,000 feel in a steep dive
(at least 30 ° dive angle) with power off to gain wind-
~ NOTE mill airs tan speed from normal cruise speeds. (See
~ figure 3-3 for t he windmill start envelope . ) I f an as-
~
• There is a possibility for engine failure sisted start is unsuccessful. then a windmill start may
after successful engine restan. be allempted. provided lhe inoperative engine shows
~
no signs of seizure or other damage . ITT will rapidly
~
fall to 150 °C or below as airspeed increases.
WINDMILL AIRST ART
2. Bleed air sw itch - OFF .
I. Place aircraft in a dive to obtain and / or main -
~
lain sufficient windmill sIan airspeed . 3. Crossfeed switch - C ROSSFEED.
~
~
~
~
~S
~ ~2B Change 8
~""""'~"""~~,~,~
WINDMILL START ENVELOPE
I--
u..
~ 15,000+~~--'~~--~~-f-~-+,,-~~~-L~·L+~~4----~-~-~~~~\+~~~~~++~~
=>
I--
I--
-l
«
10 , 000 ..f--'-.........".;...;...........
5,000~~~~~~~-H~
..•.. ; +· ··;· ···;·····,· ···, ····t ··;···;··
O~~~~~~~~~~~WW~~~LL~~~~~--~----~~
o 200 300 400
1-IOA-)-6
Figure 3-3
,~"""""""
,
T.O. 1A-10A-1
4. Throttle(s) _ . MAX .
EGT, su rging, etc ., and could result in an overtemp
and possible fire if immediate action is not taken. If
either engine is operating above 80% core rpm and
-
the APU shows the above signs of unstable opera-
5. Ignition button(s)/ engine operate switch(es) tion, the problem may be resolved by placing the
affected engine(s) - Depress/ IGN. bleed air switch to OFF. If the APU stabilizes, a
-
failed check valve is likely. If this problem is discov-
ered on the ground, retard the throttle(s) to idle and
abort the mission. I f airborne and the APU is re-
-
quired, leave the bleed air switch OFF and land as
• On W and ~, if both engines are inoper- soon as practical.
ative and windmilling , selection of IDLE
-
will open both bleed valves and the A TS BLEED AIR LEAK/SERVICE AIR OVERHEAT
valve on one engine, allowing the faster
starting engine to bleed into the open A bleed air leak or overheat in the environment
-
starter. This will lead to slow acceleration system precooler may be indicated by one of the
or prevent a success ful start. following:
-
NOTE • BLEED AIR LEAK caution light on.
-
simultaneously. Placing the crossfeed
• SERVICE AIR HOT caution light on.
switch in CROSS FEED allows either
engine an equal chance of starting first
If any of the above occur:
during a double-engine tlameout; other-
-
wise, the left engine has the best chance I . Bleed air switch - OFF.
of starting first due to positive fuel
pressure from the DC fuel pump . 2. APU - OFF.
- GENERAL
3. Oxygen - 100%.
4. Temp/press control - RAM (if required).
-
APU FlUCTUATIONS/OVERTEMPERATURE/
OVERSPEED
-
or overspeed condit ion, the pilot should shut down
the APU.
-
I. APU - OFF.
-
are running at or above approximately 80% core rpm
during APU operation, failure of the bleed air check
valve in the bleed air system will cause unstable oper- NOTE
-~
ation of the APU and possibly serious damage. Core • Cockpit ventilation and limited defogging
speeds above 800/0 rpm allow high pressure bleed air can be obtained by placing the temp/press
from the engine to override low pressure APU air control to RAM .
when this check valve fails . The resulting back pres-
sure on the APU causes tluctuating APU rpm and 5. Land as soon as practical.
~
INFLIGHT EMERGENCIES (CONT)
CANOPY·· LOSS OF 2. Descend to 2;),000 feet MSL o r below.
If canopy' is lost, s low the aircraft, bend forward, TE~lP / PRESS control·· NORM.
and lower the seat simultaneous l\', Check condition
4. ~L<\'IN AIR SUPPLY sw itch .. SUPPLY .
of the engin es and a ircraft tail. Stow all remaining
loose equipment. Flight tests have shown that no BLEED AIR sw itch .. BLEED AIR.
major problem exis ts up to at least ;130 knots; how·
ever, 200 knots or less will greatly aid pilot
(j, CANOPY DEFOG control·· MAX.
comfort. If no service air entering cockpit inlets:
CANOPY UNLOCKED LIGHT ON 7. Perform BLEED AIR LEAK / SERVICE AIR
OVERHEAT procedure.
If the CANOPY l'NLOCKED light comes on dur·
ing flight, s low the aircraft to the low es t practical COCKPIT OVERPRESSURIZATION
speed:
Coc kpit overpressurization, due to a failure of' the
1. Oxygen .. 100'i; . cockpit air pressure regulator, will be indicated on
the cockpit pressure altitude indicator by a
2, Descend to 2;\000 feet MSL or below. decrease in normal cabin altitude.
I ;3,
4.
TEMP/ PRESS contro l·· DUMP,
BLEED AIR switch .. OFF,
APU .. OFF,
1.
2.
Descend to 2;").000 feet MSL or below.
TEMP / PRESS control·· DUMP.
COCKPIT OVERTEMPERATURE
This will depressurize the canop~' sea l. The light
.-
..... may then go off \vhen the canop~' control switch is
momentarily held in CLOSE,
NOTE
• No cockpit overtemperatu re warning
6. Canopy control switch .. CLOSE is provided,
momen tarily.
I f cockpit temp cannot be controlled by the TEMP
If light goes off: LEVEL and FLOW LEVEL controls and heat is
excessive :
I 7.
8.
BLEED AIR switc h .. BLEED AIR.
TEMP / PRESS control·· KORM .
If light remains on:
1. MAIN AIR SUPPLY - OFF.
NOTE
Land as soon as practical. • With MAIN AIR switch OFF the fol -
lowing \\-'ill not be available:
CANOPY /WINDSHIELD CRACK
• External tank pressurization
1. Ox~'gen .. 100' ; .
• Canopy Defog
2. Descend to 23,000 feet ~ISL or below.
• Canopy sea l
I TE~IP / PRESS control·· DCMP.
• Cabin pressurization
If center windshield is cracked :
• Rain removal
I 4. WI~DSHIELJ) DEFOG / DEICE sw itch ..
OFF. • Anti G suit
~
~
~
~
~
~
~
~
~
~
~ 3·248 Change 8
~""""'-'""""""'"
INFLIGHT EMERGENCIES (CONT)
DITCHING
WARNING
Ditching is not recommended; however, if
necessary:
II Ii
• Do not delay ejection below 2,000 feet
1. Gear -- CPo AGL for any reason. Accident statis-
tics emphatically show a progressive
2. Stores -- J ettison (if necessary) . decrease in s uccessful ejection as alti-
tude decreases below 2.,000 feet AGL.
:3. Flap::; -- DOWN.
At low altitude, the chances for successful ejection
.t. Speed brakes -- Close . can be greatly in creased by pulling up to exchange
airspeed for altitude. Ejection should be accom-
Shoulder harn ess -- LOCK. plished while in a positive rate of cl imb with the
aircraft approximately 20° nose-up, and before the
start of any sink rate. The ejection sy::;tem design
fi. Ca nopy -- J ettison .
provides a capability for a safe ejection at ground
level if the sink rate and attitude limits of figures
I. Oxygen -- 100'1< . :3-4 and 3-5 are satisfied. Thi::; capability mu::;t not
be used ,IS a basis for delaying ejection when above
R. Touch down v·;ith minimum sink rate. 2,000 feet AGL. See figure 3-4 for minimum ejec-
tion a ltitude yersus sink rate . See figure :3-5 for
EJECTION PROCEDURES minimum ejection altitude versus airspeed and dive
angle. See figure ~Hj for ejection seat operation.
Before Ejection See figure :3-7 for ejection system operating mode
em·elope.
Escape from the airplane must be made with the
ejection ::;eat. After ejection, all seat/man separa- If time and conditions permit:
tion and recover~' parachute functions are automati- 1. Turn IFF to EMER, Mode 31 A, Code 7700.
ca ll~' accomplished. C nder level flight conditions,
eject above 2,000 feet AG L whenever poss ible. 2. Transmit " May Day" call on UHF g uard
Cnder undercontrollable conditions, eject above channel.
10,000 feet AGL wheneyer possible. :1 . Stow loose equipment.
."....---- ...
500
400
l-
I
~
w
I
z 300
o
I-
U
W
J
W
0~~~~~~~~~'~;~1~
" ~;~:~'~
' ~'~'~
; ~~' ~
' .~
: ~~. ~
.. ~
. ~~~.~.~.~
... ~
.
o 2000 4000 6000 8000 10000
SINK RATE (ftlmin)
Fi gure 3- 4
1400
----
....,
~ 1200
.....J
c.?
<I: 1000
f-
I
c.?
w 800
I
z
o 600
f-
U
w
400
200
z
:2 , .; .. ,
15 30 60 75
Figure 3- 5
- - - MODE I OPERATION - - - - -- MOD
FULL INFLATI ON
1 = 2. I SEC.
SEAT -MA N
RELEASE
~ ACTUA TED
/ . 1 = 0.75 SEC
PARAC
FI RED
PARACHUTE MORT"
DROGUE GUN
/ LJ\
A RED 1 = 0. 5 SEC <>---<o~
t FI RED 1 = 0.47
1\\1"
~ 1\\"' fj
AUTOMA TI C SURVIVA L
KIT DEPLOYMENT ~
~ 1 = 5.8 SEC
~~
ROCKET CATAPULT ROCKET CATAPULT
IGNIllON 1 = 0. 3 SEC INERTI A REEL IGNITION 1 = 0.3 SEC
)
T.O. 1A-10A-1
20~~~-:~~~-'~~--~~~~~~~~n-~~~~
.•..
; .. ~.
~ 15
.--.
wwl-
O:::OLL
::>~
(/)1-0
(/)-0 10
Wl-0
O:::....J ~
~..l.
o...<t; ~
O~~~LWW4~~~WW~~~~~~~~~~~~~~
o 50 100 150 200 250 300 350 400 450 500
AIRSPEED (KIAS)
Figure 3-7
Change 3
~ " "" "" '" '" '"
_ T.O. 1A·10A·1
- spine straight and head firmly against headrest. If the parachute assembly fails to separate from
the seat:
- Ejection
~
, sible. The handle is provided for use in
the event of automatic recovery system
failure after ejection.
may be attempted if any of the three key positions
(figure 3-8) can be achieved. The flameout pattern is
a very steep, almost circular, approach with low key
,
displaced almost 8,000 feet from the runway. Bank
No other pilot action. should be required unless a angle in the flameout pattern should be limited to
malfunction occurs. 30° if possible, and rollout on final must be
, If automatic man/seat separation does not occur initiated early due to the slow roll response of the
aircraft in manual reversion. Maintain the airspeed at
below 15,000 feet MSL:
I
PULL.
The aircraft should then be flown onto the runway,
~ WARNING
since pitch response becomes extremely degraded in
ground effect below 50 feet AGL. The aircraft will
touch down firmly and the nose gear will drop rapid-
~ • Do not attempt to open the seat belt
manually. This action will leave the
ly to the runway . The use of pitch trim is not recom-
mended during the flare since large, uncontrollable
shoulder harness connecting the man and changes in pitch attitude may result.
, 3-30 Change 7
FLAME OUT LANDING PATTERN
NOTE:
• PLAN FINAL TURN TO ACCOMPLISH TOUCHDOWN AT ONE THIRD POINT ON RUNWA Y.
1- I OA- 3 -I O
Figure 3-8
""""""'"
-
- INFLIGHT EMERGENCIES (CONT)
-
graded as the aircraft enters ground effect
below 50 feet AGL. The flare must be 1. Flap lever - Select position used before asym-
initiated prior to passing 200 feet AGL to metry occured.
-
arrest the sink rate before entering ground
effect. If flaps remain asymmetrical:
-
Actual touchdown should be planned for approx- 2. Flap lever - MVR at safe speed and altitude in
imately 113 down the runway at about 120 KIAS. attempt to equalize flaps.
Emergency brakes must be used to stop the aircraft
-
straight ahead on the runway. No anti-skid protec- If flaps still remain asymmetrical:
tion, flaps, or speed brakes will be available to
help slow the aircraft. Time from high key to 3. Flap emergency retract switch - EMER RETR.
- I
touchdown will be approximately 2 minutes. Wind
effects must be considered early in the pattern; for
example, a 10 knot headwind will cause the touch- WARNING
-
down point to move approximately 2,000 feet short
of the no-wind touchdown point. • If the flap asymmetry cannot be corrected,
the AOA system will be unreliable and
-
Flameout patterns are highly demanding and not landing approach should be made at no-
recommended; however. if necessary: flap airspeeds.
-
1. Speed brake emergency retract switch -
3. Emergency brake handle - Pull. EMER RETR.
- 4. High key - Gear down 160 KIAS minimum AILERON/ELEVATOR CONTROL JAMS
I
(approximately 6,500 - 7,000 feet AGL).
WARNING'
-
5. Low key - 160 KIAS minimum (approximately
3,500 - 4,000 feet AGL).
• Control jams that cannot be identified by
-
6. Base key - 160 KIAS minimum (approximately a jam indicator light cannot be overcome
2,000 - 2,500 feet AGL). Plan final turn to touch- by disengaging a flight control path .
down at 113 point on runway.
-
• The jam indicator lights must be used to
7. Final approach - 150 KIAS minimum (wings determine the jammed surface. Stick
level at or above 500 feet AGL). movement in either direction can exert the
-
force required to cause the light to come
NOTE on.
If control response is inadequate for flight and
• Speeds shown are for aircraft gross weight
-
""""""~~~
~
INFLIGHT EMERGENCIES (CONT)
If a jam indicator light comes on:
I
3. All TAB circuit breaker - Open, for ,
disengaged aileron, to prevent tab shift after
WARNING disengagement.
~,
make control of the aircraft more
I. All TAB circuit breaker - Check in.
difficult.
If satisfactory roll control is not available:
Prior to Landing:
2. Identify the non functioning aileron / tab shifter
I 3. Refer to CONTROllABILITY /
STRUCTURAL DAMAGE procedure. by:
~
If hydraulic power is available:
3. Aileron emergency disengage switch - Dis-
engage the malfunctioning aileron .
I. Flight controls - NORM.
4. Pull All TAB circuit breaker for side with non-
If hydraulic power is not available:
functioning shifter, to provide roll trim and prevent
~
the nonfunctioning shifter. by pulling the All TAB circuit breaker
for the side with the non functioning
I. All TAB circuit breaker - Check in. shifter . The corresponding All TAB cau-
tion light will go off when this circuit
I,
As a last resort, if roll control is not available: breaker is pulled and both ailerons will
respond to roll trim .
2. All DlSENG switch - Move toward aileron 5. Refer to CONTROllABILITY /
jam indicator light. STRUCTURAL DAMAGE procedure.
Change 6 3-33 ~
".I.I~~.lIII~~.I"~~
""""""'"
-
T .O. 1A-10A-1
-
- OUT -OF-CONTROL RECOVERY PITCH/YAW SAS DISENGAGEMENT
-
Neu tra l co nt ro ls must be maint ained until oscillations
have ceased . Rushing recovery may result in sec-
ondary stalls a nd excessive loss of altitude. Since
WARNING I
-
PSGs and spin recoveries normally result in a steep,
nosed own attitude, the dive recovery technique is • The pitch SAS fail-safe monitoring feature
crit ica l in minimizing altitude lost. Use back stick does not function during single-channel
-
press ure sho rt of stall AOA to optimize recovery. SAS operation. If pitch SAS operation
PSG recoveries require from less than 1,000 to as cannot be maintained with both channels
much as 8,000 feet altitude. Spin recoveries require engaged, pitch SAS should be turned OFF.
-
from 4,000 - 6,000 feet altitude for incipient, half-
turn sp in s, and 10,000 feet altitude for three-turn • If an undesirable aircraft transient is ex-
developed spin s. The following procedure is recom- perienced as the pitch SAS switches are
mended for all departures from controlled fligh t. engaged, leave pitch SAS OFF.
- 1. THROTTLES - IDLE.
- 2. CONTROLS -
If a spin is confirmed:
NEUTRAL.
• Single-channel operation will result in
repetitive loading of the elevator intercon-
-
nect shear bolts.
3. Rudder - Abruptly full opposite turn needle.
NOTE
-
An erect spi n can be confirmed with turn needle
pegged with airspeed at or below 120 KIAS and an • A nose up trim change occurs when pitch
AOA co nsistently above 25 units and usually pegged. SAS fails while speed brakes are extended.
-
The turn needle will be inoperative and centered and
AOA may not be available, if both engines are If yaw SAS is disengaged:
flamed out.
1. Yaw SAS - Reengage one channel at a time .
-
-
- 3-34 Change 3
--..""""'''"'''"''"''"''"'"-''"'"-''"'
INFLIGHT EMERGENCIES (CONT)
TRIM FAILURE
II WARNING
Ii 1. Pitch/roll trim override switch -- EMER
OVERRIDE.
• The vaw SAS fail-safe monitoring fea- 2. Trim as necessary by use of the emergency
ture -does not function during single- pitch and roll trim switch.
channel SAS operation. Close forma-
tion or low altitude flight is not recom- HARS MALFUNCTION 164 1
mended during single channel SAS
If HARS is the operating attitude reference and the
operation due to the possibility of an
HARS caution light comes on, with one or both
undesirable roll /vaw transient in the
even~ of a yaw S'AS hardover failure. hydraulic power sources available, yaw damping
and trim can be restored:
• If an undesirable aircraft transient is
experienced as a yaw SAS sw itch is If INS is operating:
engaged, leave that switch OFF.
1. NAV mode select panel -- NAVCRS.
UNCOMMANDED PITCH/YAW INPUT
2. YAW SAS -- Reengage applicable channel(s).
162 1
II WARNING
Ii INS FAILURE
NOTE
• Aileron input without rudder may
result in a PSG . The PSG will mani- • In the event of an INS failure, result-
fest itself as a roll acceleration or roll ing in the loss of INS attitude validity,
reversal. Application of back stick the inputs to the SAS, HUD, HSI , and
without controlling the yaw input may AD! will automatically be transferred
resu lt in a s ideslip departure. If alti- to the HARS faster than the SAS or
tude permits. do not apply back stic k pilot can react to loss of the INS.
until coordinated flight is obtained.
• In the event of total INS failure, all
2. SASI Anti-skid -- Paddle OFF. INS generated data and commands
will be removed from the HUD. The
INERTIAL N A V caution light will
3. Anti-skid switch -- ANT I-SKID . come on and the HARS 6., on the navi-
gation mode select panel, will come on
indicating transfer into HARS.
NOTE If INS is operating:
• The malfunctioning SAS axis shou ld 1. NAV mode select panel -- NAVCRS or MAN.
remain off. I f malfunctioning axis
cannot be determined. the entire SAS 2. N A V mode select panel -- Check HARS 6. on.
should remain off.
3. CDU mode select knob -- OFF.
..t . Land a~ soon as practical. SAS roll inputs are now supplied by HARS.
INFLIGHT EMERGENCIES (CONT)
In the event of INS navig-ation or heading- channe l
failure (HSI power flag in view and HUD attitude
and heading information no longer di s played):
II WARNING
Ii
1. Na \'igation mod e select pane l -- HARS.
HARS 6. will come on, HSI power flag will go out • If the airCl'aft has structural damage.
of view and HARS attitude information will be dis- artificial stall warning devices, AOA,
played on the HUD. and pitot static system may not be
reliable.
Failure to se lect HARS cou ld res ult in improper ~-3 . While s lowin g to less than 18;") KL\S, check
attitude display s . roll, pitch, and yaw authority:
a. Perform a series of turns not to exceed ;)0°
CONTROLLABILITY /STRUCTURAL bank using normal rudder inputs .
b. Check pitch res ponse up to ± 10°.
DAMAGE
c. Check ya\v response up to ± :")o.
If handling characteristics for recove ry are suspect,
for whatever reason , perform a controllability
check to determine if recO\'ery is poss ible, and if so.
under what conditions. II WARNING
II
• If aircraft has structural damage ,
flight characteristics may be altered.
il WARNING
Ii I t is important that the pilot determine
the actual flight characteristics before
attempting to recover the aircraft.
• If there is damage to th e landing gear, Accomplishing this step prior to con-
flap, or speed brake hydraulic lines, figuring will help demonstrate the
normal actuation of the s vstem ma\, amount of control authority available.
cause the respective hydr'aulic syst~m
to vent overboard. If there is no damage, confirmed or suspected to
the hydraulic line or wing structure:
NOTE 4. Establish landing configuration.
If there is damage, confirmed or suspected to
• The leading edge of \vings and right
hydraulic lines or wing structure:
e levator as well as wingtips contain
rig-ht hydraulic system lines . The trail, 4. Establish landing configuration.
ing area of wings and leading edg-e of
le ft elevator contain left hydraulic a. LAND GEAR circuit breaker .. OPEN .
lines. b. Landing gear handle -- DOWN.
NOTE
~
~
~
-
-
-
-
-
-
-
-
-
-
-
~
I I I 1LLLI-'1 1 1 1 1
- Change 7 3-36A/(3-368 blank)
~
T.O. 1A-10A-1
LANDING EMERGENCIES
I
cient rudder available to correct it, and
the aircraft will depart controlled flight.
NOTE
WAiiNING I
• Following engine failure, the associated • The external 6oo-gallon fuel tank s are
rudder will revert to manual control when directionally destabilizing . Close pilot
hydraulic pressure bleeds off. Total rudder attention will be required to a\oid rapid
effectiveness is slightly degraded and pedal increases in sideslip . External tank jettison
force requirements are noticeably higher. is highly recommended for both perform-
ance and handling considerations.
• In visual meteorological conditions, yaw • Nonjetti!-.onable ECM pods on outboard
control is best accomplished by using rud- '>lation will contribute to directional con-
der to stop any nose excursions relative to trol problems if a counter balancing store
outside visual cues_ In instrument mete- on the opposite wing is jetti so ned . This
orological conditions, the pilot must use \\ill be particularly evident if the ECM
cockpit instruments (turn needle - cen- pod is on the same side as the failed
tered and heading - stabilized) to deter- engine . The overriding co nsideration must
mine when sufficient rudder is being be aircraft performance . If single-engine
applied. climb capability is questionable, jettison is
t he only ahernat ive.
2. THROTTLES - MAX.
WARNING I NOTE
• Best single-engine performance is achieved
with a slight bank (up to 5 °) into the
• On m ~, if the throttle of the bad good engine and rudder. as required, to
maintain a constant heading. The ball will
engine is retarded to IDLE, crossbleed air
from the good engine will be initiated be displaced toward the good engine, pro-
when core rpm decreases below 56070, portional to the amount of bank used.
resulting in a 4% thrust loss.
At safe altitude and with airspeed above 150 KIAS
3. SPEED BRAKES - CLOSE. (if possible):
NOTE
• Going from full flaps to MVR provides a
significant decrease in drag without impos-
ing a severe penalty in stall margin or
WARNING I
available lift / climb potential. If MVR is • If left hydraulic pressure is not available,
selected promptly following left engine the pilot must select EMER RETR . Use
failure, residual 'hydraulic pressure will extreme caution to ensure the manual
drive the flaps to the 7 ° position, which reversion switch is not inadvertently
will allow subsequent full retraction using activated .
3-38 Change 7
~"""""""~
LANDING EMERGENCIES (CONT)
During emergency situa tions, ope ra- light illumina ted and hi gh ITT on the
tion of th e e ngine with th e ENG properly fun ctioning e ngine.
FUEL FLOW switch es in OVERRIDE
will provide 15-20'* more e ngine • Operation for severa l minutes in
thrust. Operat ion of the e ngine in OVERRIDE will not prec ipi tate a n
override should only be accomplis hed immedi a te engine failure. How eve r,
for the minimum time to ac hi eve safe lIT can reac h 980°C and some eng ine
operati ng conditions. ITT should be durability degradat ion \vill occur.
reduced below 865°C for -100A en- Operation in OVERRIDE for more
gines and 830°C for -100 engines a s than 15 minutes is not recommended.
soon as minimum safe a ltitude and
rate of climb are achieved (estimate • Engineer in g a na lysis determined that
one to t hree minutes). the a ircraft will be controllable dur-
ing single eng ine operatio ns with T5
override. With an ECM pod on the
• Additional rudder input a nd bank sa me side as th e nonoperating e ng ine.
will be required to control yaw whe n a pproximatel y 40(/' rudd er travel is
selecting OVERRIDE . The pilot sti ll availab le for m a ne uve ring the
should a lso a nticipa te a n ENG HOT aircraft.
LANDING EMERGENCIES (CONT)
I
needed to control airspeed. After landing with one agent should be used if the fire light
throttle stuck at a high power setting, rudder will be comes on or there are visual indications of
required to control yaw induced by the difference in an engine fire.
....- '"""""""
T.O. 1A-10A-1
-~ SINGLE-ENGINE LANDING
When faced with a single-engine landing. considera-
tion must be given to aircraft gross weight. asym-
fuselage with the runway can be extreme under· con-
ditions of high power setting and high crosswind into
the dead engine. The following procedures may be
used to minimize pilot fatigue:
~
metry. pressure altitude. and temperature. Checklist
performance data is available to determine best • Flying a constant heading with a slight (up to 5 °)
single-engine climb speed . If level flight cannot be bank angle into the good engine and sideslip
~
maintained at maximum power with stores on board. toward the good engine (aircraft nose toward the
an early decision must be made as to which stores to dead engine) will reduce rudder force. The ball
jettison and where . The aircraft configuration should \'v·ill be displaced toward the good engine, propor-
tional to bank angle .
~
be cleaned up as much as possible. Use flap emergen-
cy retract or speed brake emergency retract. as re-
quired. A single-engine landing should be flown from • Fly the approach with the crosswind from the
~
a straight-in approach. with all maneuvering ac- operating engine side. if possible. In this case,
complished by a minimum of 2 - 3 nm from the crab angle (due to crosswind) and sideslip angle
touchdown point. A no-flap approach should be
-
(due to asymmetric thrust) cancel each other out
flown to ensure having a go-around capability.
and require minimum rudder effort. The differ -
ences in technique between approach and landing
Lowering the gear will result in an increase in drag .
with a crosswind from the dead engine side versus
-
and must be compensated for by increasing power
operating engine side are significant, and preplan-
and increasing rudder opposing the failed engine . At
ning is essential.
I - 2 nm from the touchdown point. the fuselage
-
should be aligned with the rUll\vay . Power reduction
during the flare should be made slowly, and coor-
• Fly a relatively steep approach (3 °) to minimize
dinated with a steady decrease in rudder to maintain
power on the operating engine. Rudder deflection
-
nose alignment with the runway .
to align the fuselage with the runway should be
coordinated with power reduction during the flare.
WARNING I
- • A combination of high gross weight. high
NOTE
-
pressure altitude. and high temperature must be lowered with the auxiliary landing
may create a condition in which level gear extension handle. Nosewheel steering.
flight is not possible with gear extended. normal wheel brakes, flaps , and anti-skid
-
In this case, delay lowering gear until will not be available .
ready for descent on final and, if possible.
reduce weight prior to starting approach.
• If the right engine is inoperative. speed
-
rudder available to correct it, and the air- flare so as to touchdown at the speeds
craft will depart controlled flight. recommended in T.O. IA-IOA-I-I, and
use available drag devices. Gust factor and
-
With the loss of a hydraulic system, rudder forces crossw ind corrections should be applied to
will be higher than normal and total rudder authority touchdown airspeed. but are not applied
will be degraded. Rudder forces required to align the to single-engine approach speed.
-~"'" " -,
3-40 Change 7
'-'-'-'-'-,~
LANDING EMERGENCIES (CONT)
I . Speed brakes - Close . die - Pull; when gear indicates safe: AUX LG EXT
handle - Push in.)
2. Flaps - Rctract.
8. Emergency brake handle - Pull (if left hydrau-
3. E.xtcrnal stores - Jeni son (as required). lic system is inoperative) .
7. Landing gear handle - DOWN . (If left 13. Speed brakes - As required (if right hydraulic
hydraulic system is inoperative: AUX LG EXT han- system is operative).
The following procedures should be used when re-
quired to execute a go-around from a single-engine
MANUAL REVERSION LANDING
approach.
Fly a shallow approach (I \ 12 - 2 °), and fly aircraft
onto the runway, observing sink rate limitations .
1. Rudder - Control Yaw.
Pitch response becomes extremely degraded in ground
effect below 50 feet AGL. The aircraft will touch
2. Throttle - MAX.
down firmly and the nose gear will drop rapidly to
the runway. Pitch trim is not recommended for flar -
3. Landing gear - UP (if left hydraulic system ing the aircraft due to the possibility of overcontrol -
available). ling pitch attitude. Two engine crosswind limit is 20
knots.
4. Stores - Jettison (if required).
A single-engine manual reversion approach and land-
NOTE ing should be attempted only under ideal conditions,
and leaves little margin for error . A relatively steep
• Best single-engine climb speed is a func- approach should be made (3 - 3 \ / 2 °) with minimum
tion of temperature, pressure altitude, power on the good engine . Use applicable techniques
gross weight, and configuration/drag in- as described under SINGLE-ENGINE LANDING
dex. As a rule of thumb, under normal procedure. Start the flare at 200 feet AGL to arrest
single-engine approach conditions (gear the sink rate and place the aircraft onto a shallow
down, flaps up, stores previously flight path for landing. Crosswind limit is 10 knot s
jettisoned or of minimal consequence for single-engine, clean configuration . Asymmetric
in regard to drag/gross weight) best stores should be jettisoned prior to a manual rever-
single-engine climb speed is approximately sion approach and landing .
10 KJAS less than single-engine approach
speed. From this baseline, best single- 1. Make straight in approach .
engine climb speed increases 10 KIAS
when the gear is retracted. Due to high 2. Ferry tanks - Jettison.
rudder force requirements and increased
yaw departure potential at low airspeeds, 3. Extend landing gear.
the pilot should attempt to maintain a
climb speed in excess of 150 KIAS if pos- a. Landing gear handle - Down.
sible. If a best single-engine climb speed
below ISO KIAS must be maintained, it is b. AUX LG EXT handle - Pull.
essential that yaw rate be controlled
through proper use of rudder and bank c. AUX LG EXT handle - Push in (when
into the good engine. This will increase landing gear indicates safe).
climb potential as well as reducing the
possibUity of a yaw departure. 4. Emergency brake handle - Pull.
~~"""~~~~~"""""~
~ LANDING EMERGENCIES (CONT)
TO. 1A-10A-1
~
sion landing, hold 150 KIAS plus 2 knots per 1,000 4. Check for damage and gear position. Use any
pounds above 30,000 pounds until landing is assured. means possible (visual, wingman, tower, etc .)
WARNING I NOTE
~
locked .
• Manual reversion landing with an ECM
pod on Station 1 or 11 is not recom-
mended in gusty wind conditions, due to 5. Airspeed - Increase to 200 KIAS and pull g's
marginal roll aut hority ! capability . and/or yaw aircraft. If landing gear remains unsafe,
~
perform LANDING GEAR AL TERNA TE EXTEN-
• Single-engine manual reversion landing SION procedure.
with an asymmetr y equivalent to an ECM
pod on the same side as the dead engine is
not recommended . Selectively jettison
~
other ordnance to regain symmetry or to LANDING GEAR ALTERNATE
get the asymmetry (weapons load) to favor EXTENSION
the side of the good engine . In any case,
perform a controllability check prior to at- 1. Airspeed - 200 KIAS or below .
~
tempting to land.
2. LAND GEAR circuit breaker - Open (if left
• A successful single-engine manual rever- hydraulic system pressure is available).
sion go-around is very difficult to
3. Landing gear handle - Down (if possible).
accomplish and an early decision must be
~~ M~in:i:n::'~::~sds:::::~O:R:IAS
made. 4. AUX LG EXT handle - Pull.
~ .2. E~::~~~::::~,lah~~~~::::~:nI~le:P"SS.
hydraulic system pressure is present to
avoid left hydraulic system pump
cavitation.
~ I
~ such as the TAKEOFF TRIM, MARKER
BEACON, or GUN READY can be used
as replacements .
~ 6
~//LLLLLLLLILLLLLLL/~
~"""'~~~~IIIIIIII~
TO IA·IOA·I
I
LANDING EMERGENCIES (CONT) I
GEAR SAFE
If the landing gear indicates down and locked:
9. Cycle LAND GEAR circuit breaker - open
then closed. I
5. AUX LG EXT handle -Push in.
10. LAND GEAR handle - Down. (It may be ~
6. Emergency brake handle - Pull (nosewheel necessary to repeat steps 8 thru 10.)
steering, anti-skid, and normal braking will not be
available). GEAR STILL NOT DOWN
I
CAUTION
If the landing gear still does not appear fully down: ~
• If landing gear failed to extend normally
6. Perform LANDING WITH GEAR NOT
DOWN procedure.
I
with left hydraulic system pressure avail-
able, and the alternate extension is success-
ful, the landing gear control valve may be
GEAR DOWN, BUT INDICATE UNSAFE II
stuck in the neutral position or receiving an
improper up signal. Leave the LAND
If all landing gear appear fully down, but indicate
unsafe:
I
GEAR circuit breaker open. Normal
brakes, nosewheel steering, and anti-skid 6. Restore landing gear/brake system to normal I
will not be available, and emergency brakes operation.
must be used. There is no indication to the
pilot if the valve has failed. a. Landing gear handle - Check down.
I
7. Monitor right hydraulic system pressure and
land. b. A UX LG EXT handle - Push in.
I
GEAR UNSAFE c. LAND GEAR circuit breaker - Close (15
seconds after stowing AUX LG EXT handle).
I
If landing gear does not appear fully down or
appears fully down but indicates unsafe: I
5. Airspeed - Increase to 200 KIAS, induce posi-
tive/negative g's and/or yaw/roll moments.
I CAUTION I
If landing gear indicates safe, refer to GEAR SAFE • Allow at least 15 seconds between stowing
procedures the auxiliary landing gear extension handle
and closing the LAND GEAR circuit
ALL GEAR REMAIN UP breaker, to avoid hydraulic pump cavitation.
If all landing gear remain full up: d. Emergency brake handle - Push in (if left
hydraulic system pressure is available).
6. A UX LG EXT handle - Push in.
e. Anti-skid switch - ANTI-SKID (if left sys-
7. LAND GEAR circuit breaker - Close (15
tem pressure is available).
Seconds after stowing AUX LG EXT handle).
7. If no damage is apparent and left hydraulics
~"LLLLLLL~LLLLLLI/L~
TO IA·IOA·I
TO lA-10A-lSS-73
NOTE
• External stores should be jettisoned to
reduce gross weight, except for those
which would afford aircraft protection,
e.g .. empty fuel tanks. inert stores. TERs.
etc . Before landing : lower helmet visor,
lock the shoulder harness, and stow loose
items.
NOTE
• Land at t he lightest pract ical gross weight.
with an airspeed that provides good con-
trol and minimum sink rate touchdown.
Barrier cables in the landing area shou ld
be removed .
WARNING I
• Landing gear pins can be installed when
the gear is not locked down . If ground-
crt'\\" determines that drag strut (actua-
tor) inn er piston shows more than 114
inch. The gear is not lock ed down and
jacks must be installed prior to left
engine shutdo\\"n .
3-428 Change 6
~"IIIIII~~£~IIII~~~~
,
,
LANDING WITH GEAR NOT DOWN
LANDING EMERGENCIES (CONT)
3·42C I I
9
~LLLLLLL~~"'1-'---'LLLLl1L~
~""""""""",,~
TO lA·10A·l
TO 1A-10A-1SS-73
If not successful and full flaps are available: c. Land at 18 units AOA (not less than 135
KIAS).
4. Reduce weight below 29,000 pounds, induce
aft cg by crossfeed and expending ammo and stores At touchdown:
if possible. If weight cannot be reduced below 29,000
pounds, eject . 5. Throttles - IDLE .
a . With more than 1,050 pounds of ammo/ 6. Lower nose to runway promptly but gently .
casings, land at 14 units AOA.
• Use the following weight figures to com· If the nosewheel cocks, it will probably caster straight I
pute the ammo/ casing weight : ahead after nosewheel touchdown.
Live rounds - 1.5 pounds each
Empty casings - 0.4 pounds each 1. Pull g's to extend nosewheel strut.
If not successful and flaps not available: 2. After touchdown, lower nosewheel slowly to
runway.
4. Reduce weight below 28,000 pounds, induce
aft cg by crossfeed and expending ammo and stores NOTE
if poss ible . I f weight cannot be reduced below 28,000
pounds, eject . • Engaging nosewheel steering immediately
after main gear touchdown may center the
a. With les s than 375 pounds of ammo/ casings, nosewheel. However, this method is not
fuel can be evenly dist ributed . recommended when large rudder inputs
are required due to strong crosswind
conditions.
b. With more than 375 pounds of ammo / casings,
aft fuel must exceed forward fuel by 1,000 pounds.
Gross weig!"!t should be at an absolute minimum .
BLOWN TIRE
NOTE
• Use the following weight figures to com- I. Anti-skid - OFF (blown main) .
pute the ammo / casing weight :
Live rounds - 1.5 pounds each 2. Land on the side of the runway away from the
Empty casings - 0.4 pounds each mal funct ion.
• If fuel cannot be distributed properly, ejec- 3. Use rudder, nosewheel steering, and brakes to
tion is recommended . maintain directional control. .
I
I
I Reflects TO lA-10A-lSS-73 dated 30 September 1988.
I
113-420 . 10
""IIIIILLLILLLIIIIII~
..."""""'~~~
CAUTION LIGHT ANALYSIS
~
~
LIGHT CONDITION CORRECTIVE ACTION
AIL, LlR Respective aileron jammed. Position aileron emergency disengage switch
~
toward affected jam indicator light and
monitor AIL DISENG caution light . Refer to
AILERON / ELEVATOR CONTROL JAMS
~
procedure .
- - --_._----_.._-------_._--- - - - - - - - -
A IL DISENG Either aileron is disengaged from Placing the aileron emergency disengage
~
the control stick at the dis- switch to the center position w ill rearm the
connect unit . disconnected control to reengage the control
stick. If necessary, move stick in roll to
~
achieve alignment of disconnector elements
so that reengagement can occur .
~
AIL TAB, LlR Advises when the roll servo Advisory only in MRFCS . In powered flight
tab shift actuator has extended. control system , refer to FAILURE TO SHIFT
OUT OF MANUAL REVERSION procedure .
BLEED AIR LEAK Temperature sensitive conductor Turn bleed air switch OFF . Refer to BLEED ~
adjacent to bleed manifold AIR LEAK / SERVICE AIR OVERHEAT -..
senses a bleed air leak . procedure . ~
Change 3 3-43 ~
CONV, LJR Failure of indicated converter. Check L CONVERTER and AUX ESS BUS TIE
ELEV DISENG Either elevator is disengaged Placing the elevator emergency disengage
from the control stick at the switch to the center position will rearm the
disconnect unit . disconnected control to reengage the contro l
stick. If necessary , move stick in pitch to
achieve alignment of disconnector elements
so that reengagement can occur .
ENG HOT, LJR ITT indicator is exceeding Retard throttle to the setting at which
835°C/ §] 880°C ITT decreases to within normal limits . If
necessary, shut down engine .
ENG OIL PRESS , Oil pressure is below 30 psi . Retard throttle to IDLE . If minimum oil
LJR pressure of 30 psi cannot be maintained ,
place affected throttle to OFF . Refer to
ENGINE OIL SYSTEM MALFUNCTION
procedure .
ENG START CYCLE Light remains on after starting On ground - APU /external - OFF .
cycle . Throttles - OFF .
3-44 Change 6
T .O. 1A-10A-1
FUEL PRESS, Fuel differential pressure is Cross feed switch to CROSSFEED ; if light
lIR low . Indicates possible boost stays on, crossfeed switch OFF . Check for
pump failure , or if boost pump fuel leak. Refer to FUEL PRESSURE LOW
caution light is not on, a failure procedure for additional information . To
or clog in the engine feed line. ensure that the aircraft cg remains within
established limits, the left main (aft) tank
fuel should not exceed the right main (for-
ward) tank fuel by more than 1,000 pounds.
GEN, lIR Indicated AC generator off line , Check generator control circuit breaker.
or AC generator in OFF/ Attempt to reset by momentarily placing
RESET . associated generator switch in OFF/RESET,
then returning it to PWR. If malfunction was
transitory, the generator caution light will go
out . If the generator will not reset after 3 at-
tempts, position the generator switch to
OFF/RESET for the remainder of the flight .
Refer to GENERATOR FAILURE procedure .
GUN UNSAFE Comes on when the trigger is If the GUN UNSAFE light comes on and
released if clea ring cycle is not remains on, proceed as follows :
completed within 2 .5 seconds .
Live rounds are in the barrel and 1. Gun rate switch - SAFE
the gun could fire .
2 . Master arm switch - SAFE
3. Do not reattempt to fire the gun (if cause
cannot be isolated and corrected) .
HYD PRESS, Indicated hydraulic system Monitor hydraulic pressure gauge and
lIR pressure is below 900( ± 100) equipment operated by the affected hydraulic
psi . system . Refer to LEFT/ RIGHT HYDRAULIC
SYSTEM FAILURE procedure .
Change 7 3-45
T.O. 1A-10A-1
HYD RES, LlR Quantity of hydraulic fluid is Land when practical. Refer to HYDRAULIC
low . SYSTEMS MALFUNCTIONS procedure .
IFF MODE-4 ' Inoperative Mode 4 capability, Avoid operation in a known Mode 4
such as Mode 4 codes zeroized, interrogating environment. If already in one,
transponder failure, faulty take appropriate emergency or correct ive
computer. action .
INERTIAL NAV INS attitude channel failure INS will automatically switch to HARS.
(ADIA TT or A TT visible on HARS A comes on and ADI and HSI flags
CDU display line 2). out of view . Set CDU mode selector knob to
OFF and select HARS if automatic switch-
over has not occurred .
INST INV AC essential and auxiliary AC Place the inverter switch in TEST to remove
essential busses are not receiv- any AC power to the AC essential bus. If
ing AC power. Possible failure system is normal , the INST INV caution
of the instrument inverter. light will show either a momentary light or
will go out. If the light remains on, the in-
verter or change-over circuit has failed . Refer
to INVERTER FAILURE procedure .
MAIN FUEL LOW, Fuel quantity in indicated tank Verify indicated fuel tank quantity indicator.
L/R is approximately 500 pounds . Crossfeed switch to CROSSFEED . If im-
balance exists, place tank gate switch to
OPEN, unless tank leakage is suspected.
Refer to FUEL QUANTITY INDICATOR
MALFUNCTION procedure.
3-46 Change 1
CAUTION LIGHT ANALYSIS (CONT)
- - - -_. - - - -- - - - ._- - - -- - - - - --- - ------ - - _.. _--._-
LIGHT CONDITION CORRECTIVE ACTION
- - - - - - ---_.-- --
MAIN PUMP, U R Fuel pressure differential at Cross feed switch to CROSSFEED . T ank gate
outlet of indi ca t ed main fuel switch to OPEN as required t o balance main
boost pump is low , indica ting tanks. Refe r to MAIN BOOST PUMP
possible pump failur e. FAILURE procedure .
OXY LOW 0.5 liter , or less , liqu id oxygen 1. Descend to 10,000 feet MSL or below
remai ns in the oxygen converter. if possible .
WINDSHIELD HOT
_._--_._--
WING PUMP , U R
YAW SAS
~""""""""""""""""~
~ T.O. 1A-10A-1
~
CDU SYSTEM STATUS MESSAGES
MESSAGE CONDITION COAAECTIVE ACTION
~
ADIATT (line 2) Analog attitude data is invalid . Select HAAS.
HUDATT (line 2) INU digital pitch , roll , and azimuth Select HAAS .
~
data is invalid .
I ATT {Line 21 Analog and digital pitch, roll, and Select HAAS .
azimuth data is invalid .
~ I CADC {Une 21 Air data is invalid . Cross check caution light panel.
~ II MBC {Une 21
MBC has failed . If master caution light is on, select
HAAS .
...: II
~ NAV (line 2) Navigation processing has failed. Select HAAS.
INU digital data invalid.
~ VV (line 2) INS vertical velocity data is invalid . Disregard HUD vertical velocity and
TVV .
~
~
ATTD (line 6) INU is in attitude mode due to
opecaW selection, INU digital data
invalid , or INS communication
Select HAAS if A TTD not selected .
~ failure.
~
2 . If INS HUD information disappears for any reason, HUD must be turned OFF and back on to regain INS
data .
3. The CDU automatically reverts to the test page if INU data is not received. The page selector will not
~
I work and the test page cannot be removed. CDU - OFF .
~S 3-48 Change 1
Figure 3- 10
~'''''''''''''''''''~'''''''~
T.O. 1A-10A-1
SECTION IV
CREW DUTIES
Not Applicable
4 -1/14-2 blank)
T.O. 1A-10A-1
SECTION V
OPERATING LIMITATIONS
TABLE OF CONTENTS
Operating Limitations .. ...... . .. .. ... 5-1 Prohibited and Restricted Maneuvers ... . 5-8
Instrument Markings. . . . . . . . . . . . . . . .. 5-1 Airspeed Limitations ..... ... .. .. .... . 5-8
General Restrictions ..... . .. . ........ 5-1 Acceleration Limitations . . .... . .... . . . 5-8A I
Flight Restrictions . . . . . . . . . . . . . . . . . . . 5-5 Weight Limitations . . .. .. .... .. ..... . 5-9 I
Instrument Meteorological Conditions. . .. 5 -5 Asymmetrical Load Moment Limitations . . 5-9
Brake Limitations.. .. .... ........ ... 5-5 Sink Rate Limitations ... . ...... . .... . 5-9
Engine Limitations ... . . .. . . .. . . ... . . 5- 7 Center-ot-Gravity . ........ .. ...... . . 5-9
APU Limitations. . . . . . . . . . . . . .. 5-7 External Stores Limitations .. . .... .... . 5-9
The limitations that mu st be obse rved for safe and b . Canopy must not be actuated while turning.
efficient operation of the aircraft and engine are
shown in figure 5-1 , Instrument Mark ings. When 5. ECM pod operations/ checkouts should be kept
necessary, further explanation of the instrument to a minimum time on the ground . Operation of
markings is covered in the text of this section under the ECM pods on the ground should not be accom-
the appropriate heading. pli shed if only one engine generator is functioning .
Change 1 5-1
TO 1A-1 0A- 1
COR E SPEED
• • • • LINE 102 :<, • NO OPERA T ION ABOVE LINE
OIL PRESSURE
STEADY STATE LIMITS
LI NE 95 PS I
• ,1AX 1 '~vM -'. LLO \-l,~Bl E
a;'NO 55 - 95 PSI
• NORMAL 'l.A NG E - CO RE RP M IDLE TO MAX
3A ND 40 - 55 PS I
• .ACCE PTflB LE "A NGE CO RE "- PM IDLE - B5 '::
LINE 40 ?S I
• '1 INIM UM rOR NORMAL IDLE OP ER ATION
30 :>SI
• DO .~O T C? EqATE BELO''';
flUCTUATION LIMITS
! 5 PSI W I T~ I NSTEADY STATE LI MITS \-1 1TH INTE RMITTENT FLUCTUAT IONS
AL L O ~ AB LE TO !1 0 PS I FOR A MAXIMUM OF 2 SECO NDS
NOTES :
• ENG INE OIL PRESSURE MA Y BE ERRAT IC DUR ING AIRCRAFT M/\N EUV::RS , DU RING ZE RO " G" AND N:: GAT IVE " G"
FLIGH T OIL PRESSURE WIL DRO P TO ZERO . DURI NG PO S ITII:' E "G " FL IGHT OI L PRES SURE MAY INCREASE: ,
DUR IN ~ YAW I N ~ MANE UVERS OIL PRESSUR E MAY MO MENTAR ILY DROP BE LOW THE GREEN BA ND (55 - 95 PS I).
THESE TRANSIENT CONDI T IONS ARE ACC EPTAB LE PROVIDED PRESS UR E RE TURNS TO WITHIN THE GREE~ BAN D
(55 - 95 PSI) WITHIN 1 MINUTE AF TER RETURN TO ST EADY- STATE, STRAIG HT AND LEVE L FLIGHT .
• OIL PRESS URE MAY PEG AT 100 PS I AFTER GROU ND OR AIR START . IF PR ESSURE DOES NOT DECREASE
TOWAR D NORMAL ~~T£R A MAXIM UM OF 2.5 MIN UTES , SHUT DOWN ENG INE ,
.~ 1 -, J ,~ - ; - I So ,
5·2 Chan ge 8
T.O. 1A-10A-1
FAN SPEED
LI NE 100%
• OPERATION ABOVE TH)S SPEE~ COULD
RESULT IN ENG INE DAMAGE.
OVER SPEE D INSP EC TION REQUIRED.
BAND 98 - 100%
• STEADY STATE SPEEDS IN THIS BAND
INDICATE AN ENGINE MALFUNCTION.
BAND 22 - 98'};
• NORMAL RANGE: IDLE - MAXII-IUM
• REFER TO T.O. 11\-101\-1-1 FOR PREDICTED TAKEOFF FAN SPEED.
NOTE. FAN SPEED SHOULD BE CHECKED DURING MI\XIMU~1 POWER TAK EOFFS
AT APPROXIMATELY 1.000 FEET ON TH E TAKEOFF ROLL .
• THE 1% BELOW MINIMUM TRIM AUTHORIZED FOR SELECTED TF34-GE - l00
ENGINES . SHALL NOT BE A FACTOR WHEN COM PUTING TAKEOFF FAN SPEED.
2% REDUCTION BELOW PREDICTED TAKEOFF FAN SPEED AT MAX POWER, WRITE UP ON AFTO FO RM 781.
3% REDUCTION BELOW PREDICTED TAKEOFF FAN SPEED AT MAX POWER IS INDICATIVE OF MECHANICAL
MALFUNCTION ANO ABORT IS REQUIRED.
80 %PREDICTED TAKEOFF FAN SPEED
EXAMPLE: 78 % WRITE UP FAN SPEED
77% MECHANICAL MALFUNCTION INDICATED . ABORT
WARNING'
1\1-10"-5- 15-2
.,,!i
.'';:
, \ ,\ ', li'lI .
3540'
~
:: 25 · ow
45
FUEL
FUEL FLOW
APU OPERAT I ON
120
'-._ APU
• 100 (± 3 ) J RP M NO RM AL
80 ~ 0
WI, RPM • 110 ( ± 3 ) ~ RPM AUTOMAT IC SHUTDO WN
60 20
40 STAR TIN G LIMITS (U ND ER 60 / RPM)
HYDRAULIC PRESSURE
~
(
1~ 1· 10 A- S - 8
Change 8 5-3
T .O. 1A-10A-1
AIRSPEED
LINE AT 7 DEGREES
(MVR) POS IT I ON
FLAP POSITION
1- IOA- S -b
5-4
T.O. 1A-10A-1
Operable Configuration
Operable Hydraulic
Engine(s) Systems Flaps Clean Ferry
---
Normal
Single System
Manual Reversion
2 0 0° 20 KTS N/ A (jettison)
1 0 0° 10* KTS N/ A (jettison)
Change 1 5-5
T.O. lA-l0A-l
DANGER ZONE
1 . Proceed to the near e st de signated
hot brake ar e a on the ramp with-
out s topping and as quickly as
possible .
-
NOTE:
GIVEN:
GROSS WEIGHT = 40,000 LBS
AIR SPEED WHEN BRAKES ARE APP LIED
115 KCAS
TOWER REPORTED WIND VE LOC IT Y =
5 KNO T HEADWIND
PRESSURE ALTITUD E = 3000 FEET
OUTS IDE AIR TEMP 80 ° F
FIND:
BRAKE ENERGY ABSORBED
AND COOLING TIME REQU IRED
SO LUTI ON:
FOLLOWING EXAMP LE LINE S THE ENERGY
ABSORBED IS 12 MILLION FOOT POUNDS
PER BRAKE WHEN SPEED BRAKES AR E
RETRACTED AND 9.8 MILLION FOOT POUNDS
WHEN SP EED BRAKES AR E EXTEND ED.
COOLING TIME IS 60 MINUTES
AND 48 MINUTES RESPECTIVELY.
30
GROSS WEIGHT - 1000 LB S l-lOA-5-3
Figure 5-2
5-6
T.0.1A-10A-1
aircraft speed, gross weight, and ambient air ENGINE STARTING LIMITATIONS
temperature . If hot brakes are suspected, do not
The starter is capable of making any number of con-
attempt subsequent takeoff or park in congested area
secutive start cycles with 60 seconds between cycles.
until brake housings have cooled and been inspected
In addition, the starter is limited to motoring the
for brake damage .
engine for a maximum of 2 minutes followed by a
ENGINE LIMITATIONS 5-minute rest period.
Normal engine operating limitations are shown in I flight 0 ff does not occur after 20 seconds, retard
figure 5-1. In the event of an overtemperature condi- throttle to OFF, dry-motor engine for 30 seconds,
tion, the pilot should note the maximum temperature wait 1 minute, and reattempt start.
reached and the duration of the overtemp .
The engine should reach IDLE speed within 60
NOTE seconds after moving throttle to IDLE.
• Engine operation should be conducted at
the lowest power setting consistent with APU LIMITATIONS
mission accomplishment to extend engine
UNSUCCESSFUL APU STARTS
life .
Unsuccessful starts should be aborted by placing the
• [21] If pilot suspects any engine problem
APU switch in OFF. An unsuccessful APU start is
or desires to take a frame of flight data,
defined as follows:
press TEMS DATA switch (below and
left of the landing gear handle). Switch 1. APU does not exceed 600'/0 rpm within 30
must be pressed for at least 1 second. seconds .
Note the time and indications of related 2. EGT does not decrease toward continuous
cockpit instruments for ground compari- operating range as rpm increases above 60070 (hung
son . Perform Umbilical Display Unit - start) .
TEMS Status Check after flight for
code(s). APU AIR OR GROUND STARTING
.~J1''. . ·~.i!jHill
Hi,
t
I~l ~H lf~Ill!!l
li ~i Illll!l::
I
InH ",. 'I' .{... 'j ' 5. Three unsuccessful attempts may be made
) i j!:I[ !I~IJI I I .'.rl l l nlll!, ~J;l Th
IT . ' 11;1 MiNLltDUir followed by a 20 minute cool-down period prior to
11. 1'.·I.~:t.!·.lliIlf .-l "1 1 l ..• ill . nIl; !fIlII: generator OFF. The APU generator is the only
Change 7 5-7
T.O. 1A-10A-1
cg 25 - 29.6070 MAC
Configuration Flaps up
AIRSPEED LIMITATIONS
Flaps up
External None, except None, except
Refer to instrument markings illustration (figure 5-1).
stores symmetrical symmetrical
TERs, with or TERs, with or
I. With or without stores:
without BDU-33s without BDU-33s
I WARNING.
a. One or both hydraulic systems operative -
450 KIAS or Mach 0 .75, whichever is lower.
5-8
T.O. 1A-10A-1
DEFINITIONS
SINK RATE LIMITATIONS
The aircraft allowable sink rate for landing is 600 BASIC AIRCRAFT - An aircraft with II pylons,
feet/minute for gross weights up to 33,200 pounds; including pylon bomb racks, without stores or
the rate decreases linearly (approximately 14 feetl suspension equipment (TER's, etc.) up loaded.
minute/l,OOO pounds) to 354 feetlminute at 51,000
pounds.
SYMMETRIC FLIGHT - Symmetric flight is flight
CENTER-Of-GRAVITY involving no roll or sideslip.
Refer to aircraft Weight and Balance Data, LIKE STORE CONFIGURATION - A configura-
T.O . I-IB-40. tion that consists of only one store type.
Change 7 5-9
T.O. 1A-10A-1
,~ .
~--~~~~, ~-~
.................. 1.,....... .
,
. .,.
4 "--~·-""'~,.;"'-"'·-"""'''·'''t---'
l .
ex:: 1.
o
I-
i
......1"...... j "
u
<:( i
I..L..
o
<:( 2
o
...J
...J
<:(
L
ex::
o
z
_2 ~
"· ' ' ·i .~
· I :~
:......;. i;. .,..;. . . . ;. .;. -~
~ .. : ... .; : ;'
... ..... ;
....• .. j. ...••.•.. j..•. ,- . ·······;····1·: ': .
... .... l ... ;. '!") "'i'
-4~~~~~~~~~~--~~~~~~~~~~~~~
o 100 200 300 500
5-10
T .O. 1A-10A- 1
8~------~--------~--------~----------------~
...J
c:x:
~
c::
,.
a
z
...• ..
.
'1 '
I
.
l,;~i I
i .
-4~--~--~----~--~!----~--~------~~--~--~
o 100 200 300 400 500
5-11
T.O. 1A-10A-1
.... :
7 . . ,... . . ......... ..t····
.. -:-
,. . .
.;..r
~-=-1 :'i,:~=-~r-
6
1 , ~, -- ~
. ...... ... , ···,·······>.· ·k · ..;
5
0::
.-u
0
4
_~ i ~J.i,.",:-d-~:~~,i.,: -=-:L':4·I"~,' -:c -='--~b-·-::--- ~
<t: 3 ···· .. ········t·· · f l · ·· , . . ······ · t ........ j . ·1
l.i.. I ,I 1 I
i I
Cl
<t:
0
-l
2
-l
<t:
L
ex:: ...........+..... .............,...........: ...... .. ...... ~
0
z
i 1 !
0 .... ~"~' ............""""""'~'''''>........._ ...._'--;f-~.""..,.-......·..i".: ,."..,...."'.,''''--L!. . . . -..--~...' '. . .+". . .,.'' '' '. . ",, , , .li. . ~,,,,,''' . .'m_"L__,. . ,,_...,..,.! . "'. ,,~,,_.....,.. ._
.t. . . """'.""' . . . . . .,. . . .. .,. . ".. . "'. . . .J.:. . . . . .,,""
-1
-2
' I .t I
1 "
I
1
28 32 40 44 48 52
5-12
TO 1A-10A- 1
• LOADE D PYLON
V
\! ~
TER-9
V
V RELEAS E SEQUENCE
• ~ I
I
WEAPON ORA
0 CARGO POD
I 2.
•
RE LEASE MO DE
ECM POD
P PA IR RELEAS E RP RI PP LE PAl R
C I-I O:' - S- 17
Figure 5-4
Change 8 5-13
T.O. 1A-10A-1
AI AI
- kB1
• BI
AI
A2 B2 BI B2 A2
V I EW LOOK I NG DO WN
RR -170 AI AL CHAFF
CARTRI DGES (S INGLE) 1,4,2,3
RR-170 AI AL CHAFF
CARTR I DGES (DOUBLE) 1 AND 4,2 AND 3
M-Z06 FLARE
CAR TR I DGES 3,2 ,4, 1
NOTE
l-lOA- S- 1
Figure 5-5
5-14
T.O. 1A-10A-1
VIEW
LOO KING
FORWARD
AI- l0A-5 - 18
Figure 5-6
5-15
T.O.1A-10A-1
VIEW
LOOKING
FORWARD
l-I OA-5 - 19
Figure 5-7
RIPPLE - The separation of two or more stores, 1. For mixed type store configurations, the
submunitions, etc ., one after the other in a given carriage, release, and jettiso n limits are given for
seq uence at a specified interval. each store type. The limits of the most restricted
store apply as long as that store is retained.
5-16 Change 2
TO 1A-10A-1
Stores Carriage illustrated in figure 5-8 (sheet s 5-12) using the follow-
ing rules :
I. The symbo ls used in figure 5-8 for the station
loading and suspension columns define the spec ifi c
rack loca tion s for the carriage of the stores. These I . Pylon stations 3 through 9: Certified stores may
locatio ns mu st be ad hered to in each particular be loaded in any combination to obtain mixed or like
configuration. store configurations on the certified stations.
I
3. Empty LAU-88 / 117 and TER airspeed and ac- a. Certified stores may be combined with any
celeration limit s are to the limit s of the basic aircraft . station 3 through 9 mixed / like store configurations.
Change 8 5-17
T.O. 1A-10A-1
I
assumed to consist of like store types unless other-
wise not ed in the Station Loading and Suspension
Columns. When a general type such as BLU, SUU ,
etc .. is listed, the same assumption applies.
Therefore, when various spec ific versions of a
specific store type (i .e ., A l B, BI B, C/B) are mixed NOTE
in a like or mixed store configuration, these specific
ser ies should be considered as a single store type in • Selective jettison should be accomplished
determining authorized release sequence. In other with the landing gear retracted, if possible .
words, if A l B is loaded on Station 2. it mu st be
released in the normal release seq uence , prior to a
Stick Throw
BI B loaded on Station 3.
Stick throw limit s provided in figure 5-8 are drawn
Minimum Release Interval
from and correspond to roll rate and roll acceleration
To prevent bomb-to-bomb collisions during ripple limitations imposed upon the particular store
release of multiple carried stores, minimum release configuration.
interval s have been established for applicable store
configurations. These minimum release intervals are Maximum Dive for Employment
noted in figure 5-8 for the applicable configurations
and mu st be adhered to. The dive angle li sted in thi s column is the maxi-
mum dive angle currentl y certified from flight test
Jettisoning results for tactical employment of a particular store
or configuration. The maximum dive angle may in
Airspeeds and acceleration (g's) limit s in the selective so me cases be lower than those shown in delivery
jettison column are applicable as follows: envelopes or ballistic tables contained in the \veapons
delivery manual, since these do not take into con-
Store - Jettison of stores from the pylon rack sideration flight certification results . Maximum dive
or from suspension equipment angles li sted opposite di spensers, such as the SUU-20 .... --.,
(TER I SUU-20) attached to the pylon or SUU-25 , are dive angles for employment of the
bomb rack. submunition loaded within the dispensers .
5-18 Change 1
T.O. 1A-10A-1
5-19
T.O. 1A-10A-1
I MK-82 LDGP/MK-82AIR(LD)
MK-82 Snakeye/MK-82AIR(HD)
MK -36 Destructor
5
5
5
6
6
6
MK-84 LDGP 7 8
GBU-IO 5 6
GBU-12 5 6
CLUSTER MUNITIONS
~-20 5 6
DISPENSER MUNITIONS
SUU-30 5 6
SUU-25 7 8
GUIDED MISSILE
TRAINING MUNITIONS
AN/ALQ-'119 or -131(V) 11 12
SPECIAL MUNITIONS
BL-755 11 12
5-20 Change 1
T.O. 1A-10A-1
B. Flight limitations are generated for mixed store configurations by using the most re-
strictive flight limitations of the store types being carried. If the most restrictive
store type is released or jettisoned, then the restrictions associated with the next
most critical store will be the limits. The limits for the store types are indexed under
the pure loads index chart on sheet 1 of figure 5-8. If stores are being carried singly
and multiply on the same configuration, the multiple store limitations will always be
the most restrictive and shall limit until all the stores being carried multiply are re-
leased or jettisoned.
D. Pylons which are not being utilized to carry stores may be removed. Caution should
be exercised to ensure that all store configurations are obtained by following the
authorized partial configuration rules. Symmetry should be maintained where possible,
however, the only restriction is that the total number of pylons outboard of the gear
pod on one side of the aircraft must be within one of the total number outboard of the
gear pod on the other side of the aircraft.
E. General nomenclature is used in the STORE TYPE column of the External Stores
Limitations Charts. Figure 5-9 lists authorized series of the generic type and when
applicable authorizes components or submunitions of a store. Stores not listed are
not authorized.
F. The configurations displayed in this section are authorized for carriage with the pave
penny pylon anq pave penny pod installed or with the pave penny pod or pave penny
pylon removed.
H. The configurations displayed in this section on pylon stations 5 and 7 are authorized
on station 6, provided stations 5 and 7 are not loaded.
Minor flap damage can be expected from 2.75 rocket contact discs when fired from
LAU-68 launchers mounted on parent pylons.
I WARNING I
Flight tests indicate that at airspeeds below 240 KIAS, and stores
loading equivalent to 18 MK-82s, the aircraft will depart con-
trolled flight with steady state, uncoordinated, rudder inputs
short of full rudder deflection. Insure control inputs are smooth
and coordinated when operating under these conditions.
5-22 Change 2
TO 1A-10A-1
1. The NOSE position of the mechanical fuzing selector should be us ed when emp loying
high drag bombs for this configuration. The minimum ripple interval is 70
milliseconds.
2. Th e TAl L or :.; I T po~ition of the mechanical fuzing selector sho uld be u~ed wh en em ploying high I
drag bombs for this configuration. Ripple relea~e will be res trieted to 2tiO milliseconds and abo\"(~
in th e ripple pa irs mode of release and ripple s ingles from statio ns 5, (i , and 7 or an!' nOll paired
\ving stations. Ripple release will be res tricted to l aO milliseconds and ab()\'e in th e rippl e ~i ngl t!s
mode of release from an~' paired wing station. The armament control s ubs yste m will automati-
ca lly inhibit the release after th e first bomb or pai r of bombs is released if the release inten'als
are lower than the ones s tated abo\'e.
3. The download seq uenc e for Maverick mis s iles on the LA L' - ~8 la un c her should be
inboard, center, and outboard. Maverick mis siles s hould never be launched from
the inboard rail during training missions, and launch from the center rail position
.. ~.---- ..
s hould be avoided during training missions. This will minimi ze paint and rain
e rosion coating deterioration on the vertical and hori zontal sta bili zers .
4. The BL-7 55 contains both electrical and mechanical fuzing provisions; how eve r,
the electrical fuzing functions must be deleted before this munition can be carried
on USAF aircraft. This leaves the BL-755 with a mechanical fuze only, and it
has been determined that a single point failure in this fuze cou ld cause the
BL-75 5 to ope n prematurely and dispe nse submunitions. B eca use of this hazard,
the BL-7 55 is authorized for use on the A-IO during a wa rtime emergency only.
Change 8 5-23
TO 1A-10A- 1
~3ry~~
STORE RM K STIC K
NO. M,\ CH THR0 1,. '
SYM RO L L
:; fo
1 2 3
" 6 7 8 9 11
1I 1~- 8 2
1.1)(; P
or
1\/.-\
• • • • • • • • • • 450
0 .75
- 3. 0
to
+7. 3
-1,0
to
+5. 8
Full
SE/A IR
or
I
I 1\11<:- ~ G
or
MK - 20
HDU-50
- 2. 0 - 1.0 Sec
2
SU l'- 30
• • • • • ,
-
• • • • • to
G, O
: 10
4.8
Hmks
, - 3.0 - 1.0
• • • • • • 10
+ 7.3
to
+ 5.8
:l
r-lK-S 2
Lf)GP
or
T E H- !l
•I • V V • • V V • • - 2.0
to
5, 0
-1. 0
to
'1. 0
See
Hmks
Sf/A IR
or
MK -3G
0 1'
MK- 20
I or
SUU - 30
HllU- 50
4
GB U-
10/ 13 .
A/ B.
• • • • 450
0. 75
- 3. 0
to
7. 3
-1. 0
to
5. 8
See
Rmks
13 / 13
I
;j
GBU-
10 C / B,
D/ B,
• • • • • •
tr
B
-
• • • •
I i GBU-
12/ B,
A/ B
1\ 11\ ' ,,-,II ,\ i B
• • • • • •
8 I ; 1l1'-
1~ Hi ll
("il,
II ' B " I'
• • • • • • • • • •
f--- Im\ ' ,
9
,-)11, \ 'B
• •V V • • V V • • - 2 .0
10
5,0
- 1,0
10
5.0
Sec
RIllK S
'- -'
420
0.75
0. 5
to
GO
Low
70
Low
S
P
420 0. 5 to
3.0
N/A N/A • See Note 2 for Hi gh Drag Ripple Release.
S 420
'[2 0
0 , 7;'
0. 5
to
(i O 70
min P 0.75
0. 5
to
N/ A N/ A • ;~ / 4 roll q ick t hrow for GBU -IO / B, A l B .
BiB. C/ B. 0 / 13 , S / 13 o r GBU-12 iB. A l B.
1. :, HS 1.5
HP
13 / 13 , C/ B a nd 0 / 13 or flD U-:,O,\ / B wh e n
SJ
ca rri ed on w in)! sta t ions and speed bra kes
for no t de fl eet ed . 112 roll s ti ck thro\\' wh e n
390 390
GUU -IO ca n'i ed on win g stations an d sp eed brak es
0.75 0.75
or are de fl ected .
GBU-12
420 420
0.75 0.75
120
I
min
for RS
250
min
for
RP
250
0.75
1.0
Leve l
Flight
I
Figure 5-8. (Sheet 6 of 30)
Change 8 5-25
TO 1A-10A-1
KIAS
CARRI AGE
AC CEL
" G"
ROL L
Ri\ TL
ST I CK
~,Jr-VLL.,~
NO. Mr... CH THROW
?-- SY M RO LL
1 2 3 ~ 5 6 7 8 3 10 11
AG M- 65 LAU- SS 450 - 2. 0 -1 .0 See
1 or 7' 7' 0 . 75 to
5. 0
to
.). . 0
Rmks
r-- T GM - 65
-
2
~ -r
3 ~ -r
t--
4 T T
-
(; -r ~
-
r-
6 -r ~
7 LA U-I I7 . •
- 3.0
-
to
7 .3
- 1. 0
to
5 .8
8 MK - 84
LDGP • • • • • • 45 0
0.75
- 3. 0
to
7. :l
-1. 0
to
3. 8
See
Hmk s
9 BLU- 52
• • • •
I
• • • • 450
0.75
-3. 0
to
7. 3
- 1. 0 Full
to
:i . A
10 SU U- 25
• •
I I I I I
• •I 450
0 . 75
-3 . 0
to
7. 3
- 1. 0 Fu l l
to
oj . S
t--
•V •
TEH-9 - 2. 0 I - 1. 0 Se e
V to to Hm k::;
11 5. 0 4. 0
I z-
SUU-20
n
Di sp .
• • • • 45 0
u.
- 2. 0
5. 0
- 1. 0
4. 0
-
F ull
5·26 Change 8
T .O. 1A-10A-1
K i t, S
ACCE L DEL REMARKS
"G" I NTEVL REL
MAC H LE
A I~ G KI AS ACCE L KIA S ACCEL
SYM MSEC MO DE
OEG MMH I IG' I MACH "G I I
420
0. 75
- 0.5
to
3. 0
GO N/A S
P
420
0. 75
- 0. 5
to
3. 0
250
0. 75
1. 0
Leve l
Flight
•
•
Se lective jetti son of a missi le is accom -
plished by launching an unarmed unguided
missile . •
I
Fu ll roll stick th row except:
• See Note 3 .
I
420 0.5 60 70 S 420 0. 5 N/ A N/ A 3/ 4 roll stick throw when MK-84 is carr ied
0. 75 to mi n P 0.75 to on a wing stat io n and speed brakes are not
3.0 RS 3. 0 deflected.
RP
SJ • 1/ 2 ro ll stick throw when speed brakes a re
deflected.
420
0.75
0. 5
to
3. 0
GO 70
min
S
P
RS
RP
SJ
420
0.75
0. 5
to
3. 0
N/A N/ A
•
420
0. 75
0.9
to
10 150
mi n
S
p
325
0.75
1.0
Leve l
N/A N/ A
I
I. 1 SJ F li ght
I
250 250 1.0
0 .75 0.75 Leve l • Full ro ll stick throw except:
Flight
112 roll st ick throw fo r mu lt iple carr iage
of SUU-25 and speed brakes deflected.
uJ~kd J S- ~
0.75 mi'I' 0. 75 Leve l
3.0
TIS
RP
Flight ~e
SJ
400 •
I
-2.0 Air- N/A N/A N/ A N/A N/A N/ A 112 ro ll stick throw with or wit ho ut speed
0.75 to craft brakes deflected.
+ 5.0 Limi ts
• Jetti son not authorized.
Change 7 5-27
TO 1A- 10A-1
l i NE
STOP.E R,\C K
~"" '" CO,"'"' ~ w@ r '"' 'C,,"'" '" ilceEl
" G"
ROL L
RATE
~J-v~~
NO. KI AS 5T I CK
~, A CH THROW
Sy ~, ROL L
1 2 3 ~ 5 6 7 8 9 10 11
• 2
BIXl- 33
Prac ti ce
Bomb
TEI1- 9
V V V V V V 450
0. 75
- 2. 0
to
5. 0
- 1. 0 Full
to
4. 0
I I I
• 3
L.A. U-G 8
l1oc],et
Launc he r
• • • • • • 450
0. 75
- 3. 0
to
7. 3
-1.0 Full
to
5. 8
I • VV
l-
4 TER-9
VIVI • -2 . 0
to
5. 0
-1. 0
to
4. 0
\ \ I v
)
. ~o
'V
~ V V 'V -.!J - 1.0
• • •
LAL ·] :{]
5 I{nckl't
I.<tllllclw l" • • • 4::)0
0.7 :\. ~
to
.)
to
..
()
r ULL
- -
ST OR E RA CK
250 1.0
0.75 Level
FlIght
( I ( I I I { ~ \ A
I WARNING'
The most aft cg condition does not
occ ur .....;th full o r empty tanks, but
with partially fill ed externa l tanks .
ThIs conditIon r es ults in incre ased
sensitivity in pitch control and de-
crease in lateral dir ec ti o nal control
a t low a irspeed s .
• 00 not take o ff with partially
filled e xte rnal t anks .
• Extens ion o f the landin~ g ear
will aggravate t he aft cg con-
di ti o n . Extreme c,,-utl o n shOUld
be used if landin g is required
with an,' part ially filled ext er -
na l fuel tanks .
• Mixed loads o f diffe r en t model extcrnal
fuel t an ks ar e not author i z e d.
Change 8 5-29
TO 1A- 10A-1
LINE
STORE RACK
: " ' ' ' COM ' " ~ @\@ r '" som,,""
KIAS
AC CE L
HG"
RO LL
RATE
ST I CK
~J-v-L,~
NO.
MACH THROW
SYM RO LL
I 2 3 4 5 6 7 8 9 10 11
450 0.0 0. 0 Fu ll
1 l\IXU
-648
6 6 6 6 6 0.75 to to
Cargo ; 3. 0 2.4
j P od
! I
I
II I
TER
8 8 8 8
-
2 ECM
Pods
- ---
• • 450
0.75
-3 . 0
to
7. 3
·:2.0
- 1. 0
to
5. 8
·1 0
See
Rmks
QRC80·
Ol(V)·;1 to to
2 :\
(LO\iG) ; .0 -1.0
I 3
BL-755
Clus ter
Weapon
• • • • • • • • • • 450
0. 75
- 2. 4
to
5. 8
0. 0
to
4. 7
See
Rmks
. 4 CIlL.: ·
89/IJ • • • • • • • • • • 450
0.75
-2 . 0
to
6.0
- 1.0
to
4.8
See
Hmk s
- 3.0 - 1.0
I
(SL'L ·
(j.J / U
Dispen·
:-:.e l'
• • • • • • 10
7.3
to
5.8
• 5 C BU -
87 / B • • • • • • • • • • 450
0.75
-2.0
to
5.0
-1.0
to
4.0
See
Rmk s
- 1.0
• • •
-3.0
I • • •
(SLT·
(j;") 1 8 to to
J)ispl:'ll' 7.3 5.8
~e r
-e I~ - ~~
Figure 5-8. (Sheet 11 of 30)
TO 1A-10A- 1
• ~f " di f i e d
(,-,G)l\DHl 841,l <lliHt8 t i,. e d A.A ~o
I ii " G" gYM 14 " 8" I OJ J. ~ ~ W
IS- ?6'
I
• Full ro ll sti ck th ro w ex cept:
350 0. 8
to
15 140
min
S
P
250
0.75
0. 5
to
• Fu ll ro ll st ick t h row excep t :
0. 75
3. 0 RS 3. 0 3/ 4 ro ll stick throw when speed bra kes
RP a re deflected .
SJ
• See No te 4.
All data on pages 5-32 through 5-48, including sheets 13 through 29 of figure 5-8, deleted .
Change 8 5-31
T.O. 1A·10A·1
Change 1 5·49
•
TO lA-IDA-I
STORE NOMENCLATURE
I
POd , Cargo
Practice Bomb Series BD U-:33A/B, BI B, D I B (BDU-33/B is compatible only wi
SUU-20) BDU-50 / B; A l B; MK82 Series.
5-50 Change 8
TO lA-lOA-l
lspenser
/ "---........ ,
SUU-()5/B Tactical Munitions Dispenser
Tank, Fuel
CBU-87/B Cluster Bomb (Gator)
SECTION VI
FLIGHT CHARACTERISTICS
TABLE OF CONTENTS
Change 2 6-1
T.O. 1A-10A-1
Pitch Control will also occur any time the AD! is indicating a bank
angle and a HARS, or INS failure occurs resulting in
The aircraft is free of any unusual pitch change a zero bank angle input to the SAS. This also occurs
tendencies and has effective pitch control throughout when switching from DG to slaved mode, or when
the flight envelope. Pitch control and forces are the the sync button is depressed while operating in
same with one or both hydraulic systems operating. HARS. This is indicated by the appearance of both
HSI and ADI off flags. When the fast erect button is
The A-IO is resistant to PIO (SAS-ON) throughout depressed the HARS supplies a zero bank angle
the flight envelope. With three fuel tanks (SAS-OFF) signal to the SAS and will cause rudder transients if
and aft cg, the A-IO has a definite susceptibility to the ADI is indicating a bank. Any time a double
PIO at higher Mach numbers. The most positive failure of HARS and INS occurs, the yaw SAS will
method to stop PIO is to release the stick if flight be disconnected. Yaw SAS may be reengaged by
conditions permit. If flight conditions do not permit switching into override and reengaging the yaw SAS
releasing the stick, then holding the stick aft of switches. Mild transients will occur if in a steep
center will stop the PI~. bank.
6-2 Change 2
TO lA-10A-lSS-73
TO lA-10A-l
20° flap position is used for landing since it greatly LEVEL FLIGHT CHARACTERISTICS
increases lift and drag, which allows slower landing
speeds and higher power settings. Takeoff ground The A-lO possesses good low speed stability charac-
runs with flaps at 20 ° are longer than those with teristics and handling qualities, especially at low alti-
flaps at 7°. tudes . However, neutral or even negative stability will
be encountered at high speed and at high altitude.
Hence, the A-lO is difficult to trim and keep
Speed Brakes trimmed. Three external fuel tanks decrease stability,
especially at higher speeds and aft cg's.
MANEUVERING FlIGHT four radial g's on the aircraft. With the lift vector
pointed down, this results in a rapidly developing
CHARAC I ERlSTICS negative flight path angle. The rate at which this
occurs allows litt~e time for pilot inattention to air-
The A-lOA is hPlY maneuverable with excellent craft attitude.
iostantueeus g available and relatively high roll
The hazards associated with high bank, high AOA, "
rate capability throughout its flight envelope. Stick
force aod stick position per g for a given airspeed and high.g _flight at low altitude are compound,~d
are ~ linear throughout the flight envel- by the lack of visual cues available. The canopy/
ope. Jnc:reasiDg foroe and' aft stick are required for cockpit design allows subtle flight path and attitude
incre&sed «_ changes to go unnoticed by the pilot when he is not
monitoring attitude and flight path in conjunction
with a horizon reference. During low altitude
I CAUTION
NOTE
13
TO lA-lOA-lSS-73
TO lA-IOA-l
NOTE
The A- IO produces adverse yaw during rolling ma- Adverse yaw is much more apparent when the yaw
neuvers . Adverse yaw is the tendency for the nose of SAS is disengaged and turn coordination must be
the aircraft to move in the opposite direction of roll . supplied totally by the pilot. Fuel tanks or other
The amount of adverse yaw produced increases as destabilizing store configurations also increase
roll rate, AOA, or g level increases. An ARI incor- adverse yaw.
porated into the SAS system reduces the adverse yaw
effect during rolling maneuvers ~ . When the ail- DIVES/COMPRESSIBILITY EFFECTS
erons are deflected, the rudder is automatically
deflected in the direction of roll to help reduce the The A- tO displays good lateral/directional control
adverse yaw . For relatively small aileron inputs, the characteristics throughout all dive conditions . As the
ARI keeps the yaw very small. A Beta Dot (sideslip aircraft approaches limiting Mach, the aircraft tends
rate) damping system reduces sideslip for low to to "tuck under" or increase its nose down pitch at-
moderate roll rates ~. With either SAS, additional titude . This is easy to control with light aft stick
rudder is required to coordinate turns. For large pressure and aft trim. As the aircraft approaches
rapid roll inputs above the rudder Q-limit speed (240 redline airspeeds (0.75M / 450 KCAS), compressibility
KIAS), there will not be enough rudder available to effects cause shock waves to form on the wing. This
completely coordinate high rate rolls since rudder is condition does not result in any adverse changes in
limited to 8°. This is especially evident under high g the flight characteristics of the A- tO.
conditions. When performing rapid roll reversals, the The shock waves increase drag and cause increased
aircraft can experience large sideslip angles when the flow separation along the trailing edge of the wing.
AOA is also high . This greatly increases the likeli- This separated flow buffets the trailing edge of the
hood of wing stall and engine disturbances, particu- wing causing a slight aileron vibration. This condition
larly when the pilot attempts to maintain or increase may be encountered within 25 knots of the redline . It
the load factor throughout the roll reversal. The pilot is more noticeable in bunting (below 19) maneuvers
can greatly minimize the likelihood of stall and and reduces as the g is increased. The effects are a
engine disturbance by decreasing the back stick pres- mild vibratory buffet of the airframe and shaking of
sure during the roll. Yaw can be reduced and roll the pitot boom . The tabs and / or ailerons may be
rate increased by leading high g rolling turns with observed to vibrate slightly as they respond to the
rudder. However, once a significant roll rate is estab- buffeting airflow. The handling characteristics of the
lished, rudder should be reduced to coordinate the aircraft are not affected, and the slight vibratory
turn . Full rudder should not be sustained in com- response is not of concern structurally. The buffet
bined pitch and roll maneuvers while at high AOA onset is an indication of approach to redline air-
(above the peak performance tone level). This will speeds and should be used accordingly by the pilot.
avoid large proverse sideslip angles (nose inside the
turning flight path) of magnitudes comparable to the As Mach increases above 0.6 the g available decreases
adverse yaw angles in uncoordinated rolling turns. somewhat. Wing stall and buffet onset will occur
Either adverse yaw or proverse yaw sideslip, while simultaneously and at a lower AOA than at low
stalled , will place the aircraft in the engine disturb- Mach. Engine disturbance (without sideslip) will
ance area (figure 6-2). occur shortly after wing stall and buffet onset.
6-4 14
T.O. 1A-10A-1
MANUAL REVERSION FLIGHT CHARACTERISTICS The transition into manual reversion may be accom-
panied by pitch transients. The magnitude and direc-
Flight tests have demonst rated that the aircraft is tion of these transients are primarily dependent upon
capable of moderate maneuvering, recovery, and the elevator tab selling, the cg position, airspeed, and
landing by use of the MRFCS. The aircraft has been power setting. With flaps extended 20 °, a large nose-
flown in the manual reversion mode to dive angles of down pitch moment will occur during and after tran-
90 °, airspeeds up to 390 KIAS, to stall, and in spins. sition to MRFCS. Full aft stick trim and maximum
Dive recoveries of up to 4 g's have been power may not hold level flight under these
accomplished. conditions.
I
sition into manual reversion (\vithin the range of
airspeeds from 150 - 200 KIAS, power for level
WARNING flight) is characterized by a small nose-up excursion.
If the transition is performed above this airspeed, the
magnitude of the transient will increase reaching an
• Failure to use pitch trim with caution
approximate 2.7 g nose-up transient at 300 KIAS.
while in manual reversion, particularly
Transitions performed with the aircraft in a forward
during maneuvering / high airspeed dives,
cg configuration will minimize the magnitude of the
can result in loss of control due to ex-
pitch excursion, while transitions accomplished with
cessive pitch stick forces .
the aircraft in an aft cg configuration will tend to in-
crease the excursion . Engine power setting during the
Power effects are very noticeable in manual reversion
transition will also affect the magnitude and direction
and are characterized by a nose-up pitch moment
of the pitch excursion. With throttles at IDLE, the
when power is applied, and a nose-down pitch
nose-up pitch tendency will be reduced. At some cg
moment when power is reduced. Therefore, slow,
conditions (forward cg) and speeds, the power reduc-
smooth power adjustments are recommended.
tion will actually produce a nose-down excursion dur-
Transition into manual reversion has been success- Most A- JO aircraft tend to roll off to some extent in
fully accomplished at forward, mid, and aft cg condi- manual reversion. Thi s is due to manufacturing
tion s and at \'a rying airspeeds from 140 - 390 KIAS. tolerances, and the fact that there is no lateral trim
6-5
T.O. 1A-10A-1
6-6 Change 7
T.O. 1A-10A -1
DEPARTURES
If the aircraft enters the out-of- control arena either
through this yaw-ro ll couplin g, excessive sideslip , or
The A-lOA aircraft possesses excellent flying qualitie s
from a classic cross control situatio n, two distinct
for the designe d mission . Adequa te stall warnin g and
post-sta ll gyratio ns may result. These are charact er-
departu re avoidan ce are essentia l in this environ ment
ized by either a roll reversa l or a roll acceler ation.
and have been the subject of test and emphas is since
Chang e 7 6-7
T oOo 1A-10A-1
28
~ ~ ~~~
~~~~~ ~ ~~
~ ~ ~~
~~V
~ ~~
24 -- -~~~
--1--..... -
I'- -
~--
-I - ~-- i - - _
20
"
I- --. - _
" ---r---.,,',
.......
--.~, . ....~~
..................
100...
. ~//
...... 1'/
-t-
z
',,,~\~
~
<:(
0
' ,,,
<:( [\. • 0
0
0.2 0.3 0.4 0.5 0.6 0.7 0.8
ALT MACH NO.
15,000 FT 150 200 252 304 357 383
SL 198 265 330 397 463 496
INDIC ATED AIR SPEED -K IA S
A 1-10A-f,- 1
Figure 6-2
6-8
T.O. 1A-10A-1
Change 3 6-9
T.O. 1A-10A-1
3. Leading large aileron inputs at high AOA with MANUAL REVERSION SPIN RECOVERY
rudder will augment the SAS to reduce sideslip If hydraulic power is lost during a spin, the aircraft
buildup from adverse yaw and will improve rolling can be recovered lIsing manual rever ~ ion controls.
performance . Although high stick and rudder forces arc required,
4. Natural stall warning is inadequate. Monitoring the spin recovery characteristics are similar to those
AOA and stall warning devices will aid in avoiding with the powered system . Up to 300 pounds of rud-
stalls. der pedal force and 150 pounds of forward stick
force (to bring elevators to neutral) may be required
OUT-Of-CONTROL RECOVERY
for recovery. Switching to MAN REVERSION on the
CHARACTERISTICS
flight control mode switch is not necessary for spin
recovery. However, selecting MAN REVERSION will
The out-of-control recovery procedure of throttles - provide roll control for the ensuing dive recovery.
IDLE and controls - neutral will recover the A-lOA
from all out-of-control situations. including spins. SINGLE-ENGINE FLIGHT
The optimum spin recovery technique includes full
rudder opposite the spin direction. Recoveries from
CHARACTERISTICS
PSGs may require as many as 2 roll revolutions The A-lOA single-engine flight characteristics differ
followed by a rapid reduction in yaw rate, roll rate from dual-engine flight characteristics in three basic
and load factors during return to controlled flight. areas. First, single-engine operation results in asym-
Elevator must be maintained neutral until oscillation metric thrust requiring application of rudder opposite
stops to avoid secondary stalls during PSG recover- the dead engine to maintain coordinated flight. Sec-
ies. Spin recoveries are characterized by an immediate ond, the loss of one hydraulic system reduces total
decrease in yaw rate . The last portion of recovery rudder authority and results in a 50070 reduction in
may resemble a slow roll in a steep, nose-down at- yaw trim authority. Third, the ya\v SAS will disen-
titude . Motion will stop with either neutral controls gage when a difference in rudder displacement is
or opposite rudder with no tendency to reverse exceeded. This results in loss of automatic turn coor-
directions. dination, rudder trim, and yaw damping. The opera-
tive yaw SAS channel may be reengaged to regain
Ailerons with the spin, during spins or spin recover- 50070 of these losses.
ies, are unacceptable because of a rapid transition to
a roll acceleration PSG. Recoveries are not affected TAKEOff
by flap or speed brake position, with or without the
If an engine failure or fire occurs during takeoff, the
SAS engaged. The effect of the landing gear during
pilot must immediately decide whether to continue
spins is unknown; retraction is recommended if
the takeoff or to abort. Below 70 KIAS, flight
recovery is not immediate.
control inputs may be inadequate to maintain control
of the aircraft with one engine at MAX and the other
Since PSG and spin recoveries normally result in a
engine failed. In this case, an abort is the only
steep, nose-down attitude, the dive recovery tech-
option. Above continuation speed (minimum go-
nique is critical in minimizing altitude lost. Use of
speed) but below refusal speed, it is possible to
AOA to optimize recovery is recommended. PSG re-
coveries require from less than 1,000 to as much as continue the takeoff. However, an abort is normally
8,000 feet altitude. Spin recoveries require from the preferable option. If an abort is not possible,
4,000 - 6,000 feet altitude , for incipient, half-turn both throttles should remain at MAX until a safe
spins, and 10,000 feet altitude for three-turn devel - altitude is attained. If an engine failure is ex-
oped spins. perienced, gear retraction should be accomplished
promptly once safely airborne in order to enhance
acceleration and climb performance and to take
advantage of any residual hydraulic pressure. Single-
WARNING' engine rate of climb at takeoff is increased 400 FPM
(500 FPM at best rate of climb speed) if the gear is
• Engine disturbances during PSG are com- retracted. If experiencing an engine failure after
mon, and with the Mach Alpha continuous takeoff with the gear down and below best single-
ignition TCTO incorporated, will normally engine climb speed, it may be impossible to accelerate
result in engine(s) overtemperature or en- to best single-engine climb speed. A pilot can
gine(s) stall stagnation following the ma- anticipate the loss of approximately 10 knots of
neuver, requiring engine(s) shutdown and airspeed when an engine fails on takeoff. Fully
restart . retracting the flaps will increase single-engine climb
6-10 Change 7
T.O. 1A-10A-1
rate by 100 FPM (150 FPM at best rate of climb through proper use of rudder and bank into the good
speed) but will also decrease stall margin at low engine (center the turn needle). This will increase
airspeed. Therefore, if climb performance allows, full climb potential, as well as reducing the possibility of
retraction should be delayed until above 150 KIAS. a yaw departure. Failure of the number two engine
The retention of external stores located opposite the with a corresponding loss of right hydraulic pressure
failed engine may help the pilot control the will result in a further degraded climb/ acceleration
asymmetric thrust. However, the drag and weight potential as a result of the slats extending (2.02 units
associated with external stores may, under certain of drag). A further increase in drag could result due
circumstances, make it impossible to accelerate to to pitch and yaw transients as the SAS disengages.
single-engine climb speed if an engine fails Also, a "wallowing" effect can be encountered as the
immediately after takeoff. Thus, jettison of external pilot overcorrects for asymmetric thrust as hydraulic
stores is critical. pressure and engine thrust is lost. Yaw in excess of
8° - 10° will increase drag adversely affecting
During the initial takeoff roll, fan speed should be airspeed and acceleration. All these factors can
checked after approximately 1,000 feet. Since fan combine to prevent acceleration while in a climb or,
speed is a direct indication of thrust, obtaining the in certain conditions, level flight.
correct minimum acceptable fan speed is necessary to
IN FLIGHT
obtain the performance shown in this technical order
for maximum power takeoff. Fan speeds less than
Control can be maintained while flying on one engine
the predicted fan speed will result in reduced single-
throughout the flight envelope. Moderate rudder
engine acceleration to best single-engine climb speed
must be held opposing the failed engine to reduce
and will adversely affect other takeoff parameters .
sideslip, because the engines are significantly offset
Under critical operating conditions (short runway,
from the aircraft centerline. A slight bank angle into
high gross weight, high temperature/pressure altitude,
the good engine will reduce the amount of rudder re-
etc.), an abort may be the appropriate action if
quired to hold a constant heading, and will reduce
predicted fan speed cannot be achieved .
pilot workload for prolonged single-engine flight.
Yaw trim is available as long as the yaw SAS channel
If an engine failure is experienced shortly after
corresponding to the operating engine is engaged.
takeoff, the thrust required to accelerate to best
SinBIe channel yaw damping and automatic turn
single-engine climb speed may be greater than thrust
coordination will also be provided. However, single
available. As a result, the pilot may be required to
channel rudder authority for turn coordination for
lower the nose of the aircraft in an attempt to
sideslip control is not sufficient and pilot rudder in-
exchange altitude for airspeed. An engine failure at
puts opposite the failed engine will be required .
extremely low altitudes Uust after lift-off) may
preclude this option. If the pilot elects to trade Under steady-state flight conditions, the flight con-
altitude for airspeed in an attempt to achieve best trols provide adequate response to maintain aircraft
single-engine climb airspeed, he must be conscious of control down to stall speed, even with maximum
the terrain in front of him. Single-engine acceleration power on the good engine. However, under maneu -
rates under certain conditions (high temperatures/ vering flight conditions of high sideslip angles,
pressure altitudes and heavy gross weights) are very adverse yaw rates, and high bank angles, adequate
slow with a corresponding small vertical climb flight control response may not be available to effect
potential. A near level attitude should be maintained an immediate recovery. With symmetric store loads,
while accelerating to a minimum of best single-engine gear down and flaps up, the maximum amount of
climb speed. Accelerate and climb straight ahead if powered rudder required to maintain a steady head-
terrain permits. I f turns are necessary, they should be ing down to stall speed is approximately half the
made into the good engine, if possible, and a mini- available rudder. Full rudder may be required to
mum practical bank angle (any turns will degrade maintain heading at stall speed if the gear is down
aircraft performance). Best single-engine performance and flaps are down 20 ° at light gross weights. Asym-
is achieved with a slight bank (up to 5°) into the metric store loadings and / or crosswinds on the side
good engine and rudder, as required, to maintain a of the good engine will help reduce the amount of
constant heading . The ball will be displaced toward rudder required. Performance considerations should
the good engine, proportional to the amount of bank override handling qualities when making the decision
used . It is essential that yaw rates be controlled to selectively jettison stores.
Change 7 6-10A
T.O. 1A-10A-1
6-108 Change 7
T.O . 1A-10A-1
MANUAL REVERSION SINGLE-ENGINE FLIGHT Simulated single-engine manual reversion landings
CHARACTERISTICS have been accomplished with one engine at IDLE.
Actual single-engine manual reversion go-arounds
have been tested at altitude and are very difficult to
perform . Power has to be applied very slowly as
Manual reversion single-engine flight is a very de- rudder and ailerons are blended in. A light asym-
manding task. The limited aileron and rudder author- metric store loading on the side of the good engine
ity in manual reversion make countering the roll may help reduce control forces , while stores on the
moment due to asymmetric thrust difficult. If manual side of the dead engine will increase control forces
reversion flight becomes necessary when operating and should be jettisoned. Five degrees of bank into
with a single-engine, thrust should be reduced as low the good engine will reduce rudder forces, but will
as possible prior to transition. Rudder and aileron
into the good engine should precede addition of
thrust. High rudder forces will be required, as will
also reduce available roll rate into the good engine.
An ECM pod or similar asymmetric load on the dead
engine side will decrease the full aileron roll rate into
I
moderate to high aileron forces , to maintain steady the good engine to less than 50 per second, which
heading flight. Some sideslip will have to be main- may be inadequate to retain control of the aircraft
tained in cruise flight. Maneuvers should be planned for landing in gusty conditions. Minimum single- I
to avoid turns into the dead engine. Some bank into engine control speed in manual reversion is 130
the good engine will reduce rudder required to main- KIAS. This was determined as the physical limit of
tain heading. Single-engine manual reversion landings the pilot. Individual aircraft and pilot differences
have not been tested due to safety considerations . may require higher speeds.
Change 1 6-11
I
TO lA-lOA-l
LOSS OF MECHANICAL COMMAND PATHS TO 10 - 15 pounds aft force for full forward runaway
RUDDERS trim and about 25 pounds forward force for full aft
runaway trim.
Loss of rudder command is of little consequence in
the A-IO as long as symmetric flight is maintained. If Full runaway roll trim requires about 10 - 15 pounds
the SAS is still engaged. the rudders can be con- of side stick force to counteract. I f either pitch or
trolled by means of rudder trim as long as the elec- roll runaway trim is encountered. the pitch / roll trim
trical path remains intact. The yaw SAS wiII continue override switch. on the emergency flight control
to function normally with a functioning electrical panel. should be placed in EMER OVERRIDE and
path. the emergency pitch and roll trim switch should be
used to trim out the forces .
LOSS OF ALL MECHANICAL COMMAND PATHS
AND HYDRAULICS ON ONE SIDE Runaway rudder trim is easily controlled with oppo-
site rudder. Disengaging the yaw SAS will cut out
The aircraft in this condition handles just like an rudder trim completely.
A-IO with a single operable aileron. Turn coordina-
tion is still provided by the ARI on ~ and by the Runaway pitch trim in manual reversion has been
I Beta Dot SAS on ~ through the operable rudder if
the corresponding yaw SAS channel is engaged. If
tested. At all but the lowest speeds attainable.
runaway trim would be uncontrollable in this flight
SAS is off. the aircraft will tend to dutch roll when- mode if control is not regained using emergency
ever aileron inputs are made and this condition is ag- override.
gravated with gear and flaps DN. If yaw SAS cannot
be maintained. then slow. shallow turns should be FLAP ASYMMETRY
made while avoiding rapid power changes.
Tests have been conducted with both right flap sec-
RUNAWAY TRIM tions locked up and left flaps extended to MVR. full
DN. and emergency retract positions. With gear DN.
Runaway pitch trim is easily controlled throughout the aircraft is trimmable to a hands-off condition. In
the powered control flight regime. Maximum forces the case of 20° flaps. however, it was not possible to
required can be expected to be on the order of reduce sideslip to zero with trim alone.
SECTION VII
TABLE OF CONTENTS
INTRODUCTION ting and pitch attitude that will hold the aircraft in
level flight at 200 KIAS or cruise airspeed, whichever
This section consists of procedures and information is lower. Trim the aircraft at this speed . Throttle set-
which differ from, or are supplementary to, the nor- ting and pitch attitude, if maintained throughout the
mal operating and instrument flight procedures in severe activity, will normally result in constant air-
Section II. Except for some repetition necessary for speed regardless of any false readings of the airspeed
emphasis or clarity, only those procedures required indicator. Do not chase the airspeed .
for all-weather operation are discussed.
NOTE
TURBULENCE AND
THUNDERSTORMS • Be alert for possible instrument failures.
Maintain a constant crosscheck between
7-1
T.O. 1A-10A-1
Should flight through an area of severe turbulence or stall / post stall regime. Windshield anti-ice and the
thunderstorm activity become necessary , the follow- pitot heat system are very effective even in severe
ing procedure is recommended: icing conditions, if they are on prior to encountering
ice.
I. Turn on pitot heat, tighten safety belt, lock
shoulder harness, and stow loose items. If operational requirements dictate flying in icing
conditions:
2. Recheck windshield anti-icc - ON.
I . Recheck pitot heat and windshield defog / deice
3. Rain removal - ON (if required) . arc on .
4. Thunderstorm lights - ON (if required). 2. Adjust cockpit temperature and canopy defog
flow to maximum consistent with pilot comfort to
ICE AND RAIN aid in quarter panel and canopy anti-icing and
I
deicing.
I
If circumstances preclude sublimation at altitude, degree. directional control becomes difficult. Under
avoid rapid (penetration type) descent rates if total dynamic hydroplaning conditions. nosewheel
possible. Rapid descent rates will cause accumulated steering is ineffective and wheel braking is nonexist-
ice to break off in large chunks . ent. The major factors in determining when an
airplane will hydroplane are groundspeed , tire
Experience has shown that shedding of icc from the pressure, and depth of water on the surface. To a
airframe or engine .inlet can result in damage to fan lesser degree, the surface texture, type of tire, and lire
blades, and replacement of damaged fan blades may tread depth influence the speed for the onset of
be required . If flight through icing occurs, appro- hydroplaning. Total dynamic hydroplaning of the
priate entry in AFTO Form 781 is required, and the nosewheel with 0.1 inch or more of water or slush on
engine must be inspected after landing for possible the runway can be expected at approximately 91
damage. knots groundspeed based on a tire pressure of 140 psi
and nonrotation at touchdown. Main landing gear
Accumulations of up to 3/ 4 inch of ice do not tires arc inflated for the heaviest weight mission to be
significantly increase stall speed, but the stall break flown for the day. The speed for total dynamic
will be masked in the clean configuration as a result hydroplaning of the main wheels therefore depends
of icc on the stall strips. Power on approach stall on this weight. Main wheel hydroplaning speed is
characteristics do not change . However, heavy icing given in the following chart for takeoff weight and
may result in improper leading edge slat operation, corresponding lire pressure (nonrolation al
change of stall speed, or engine disturbances in the touchdown).
7-2 Change 7
T.O. 1A-10A-1
7-3
T.O. 1A-10A-1
COLD WEATHER OPERATION the walk-around to ensure the ATS valve is not
frozen and to allow cockpit components to warm
Most cold weather operating difficulties are encount- adequately:
ered while on the ground.
1. Check APU exhaust pipe - Clear.
NOTE
2. Check ECS and engine covers - Removed.
• Snow, ice, or frost that accumulates on
parked aircraft has different characteristics 3. Battery switch - PWR.
than inflight ice, which accumulates on sur-
faces normal to airflow . Therefore, do not 4. Fire lights and caution panel - Check.
confuse this discussion with the paragraphs
on in flight ice and rain. 5. APU - START.
• Liquids may enter the gun compartment 6. APU generator switch - PWR.
through drains in ram air cooled avionics
bays during rains and during the removal 7. Inverter switch - STBY .
of snow, ice, and slush. Should this occur
when the temperature is subfreezing, ice
8. Left engine operate switch - MOTOR until fan
may form on the gun system and ammuni- turns.
tion . If there is a possibility this could
have occurred: (I) an inspection should be
9. Left engine operate switch - NORM .
conducted, (2) visible ice should be re-
moved, and (3) the gun system should be
10. Right engine operate switch - MOTOR until
operated manually prior to flight. fan turns.
EXTERIOR INSPECTION
11. Right engine operate switch - NORM.
Snow, ice, and frost shall be removed from all sur-
12. TEMP/PRESS control switch - DUMP .
faces prior to flight.
14. INS -
HI.
• Ensure that all vent lines, pitot tube, AOA 15. Complete the exterior inspection.
vane, and static ports are free from ob-
struction. Check that all ice and slush is
removed from landing gears, actuating
pistons, and limit switches. Inspect aircraft
carefully for fuel and hydraulic leaks
WARNING I
caused by contraction of fittings or
shrinkage of packings. • Avoid the APU exhaust pipe during the
exterior inspection, since it will be hot
• The effects of snow, ice, and frost on with the APU running.
I A-lOA performance has not been tested.
Experience on other types of aircraft in- NOTE
dicates these phenomena could vary stall
speeds significantly. • If the engine core rpm does not indicate
rotation, external heat should be applied
I COLD WEATHER PROCEDURE to the A TS valve. If the engine core rpm
begins to rise but fan rotation does not
In extreme cold weather (- 10 OF or below), the begin by 30% core rpm, inspect the fans
following steps may be taken prior to completing for freedom of rotation.
7-4 Change 3
T.O. 1A-10A-1
To conserve the battery, use external power if Check flight controls, flaps, speed brakes and trim
available. If APU/battery start must be made in for proper operation. Flight controls, flaps, and
extremely cold weather. use a warm battery. If a speed brakes should be cycled until normal operation
warm battery is not available, attempt APU start. If is observed. At low engine power settings, the APU
start is unsuccessful, wait 5 minutes and attempt a is required to provide enough airflow to keep cockpit
restart. The initial battery current drain can warm the temperature comfortable and provide proper defog-
battery sufficiently to accomplish a successful start. ging. Use of MAN HOT may be required.
APU starting characteristics may be improved by
starting the APU prior to placing the inverter switch
to STBY .
WARNING.
• Without external power, bleed air leak
detection will not be available, subsequent • Return temperature control to AUTO
to APU start, until the APU generator prior to advancing engines for takeoff; ·
switch is placed to PWR or the inverter otherwise very high temperature air will
switch is placed to STBY. enter the cockpit through the ECS.
ST ARTING ENGINES
• Make sure all instruments have warmed up
sufficiently to ensure normal operation .
Engine starts made under low ambient temperature Check for sluggish instruments during
conditions will result in maximum gauge oil pressure taxiing.
(100 psi). The time required for oil pressure to return
to normal depends on throttle setting. There are no
restrictions on high power settings following low
temperature starts . Shut down engine if oil pressure
does not decrease toward normal limits within 2.5
minutes. Before starting use ground heater units to • At cold temperatures the canopy may not
remove any ice from fan inlet. During extremely cold close fully. Check the canopy seal for ac-
weather the generators may not automatically come cumulated ice and recyle if necessary.
on line upon reaching idle speed. If this occurs, reset
the generator and allow at least 30 seconds for
warmup before advancing the throttle above IDLE.
NOTE
7-5
15
TO lA-10A-lSS-73
TO lA·IOA·l
NOTE
HOT WEATHER AND DESERT
OPERATION • At temperatures above 85 OF, with the
engines at IDLE, the APU must be used
Hot weather and desert procedures differ from nor· on the ground (canopy closed) to provide
mal procedures, mainly in that additional precautions sufficient cooling to make the cockpit
must be taken to protect the aircraft from damage comfortable. Sufficient cold airflow will
caused by high temperatures and dust. Particular care not be provided until the engine core rpm
should be taken to prevent the entrance of sand into is above 800/0 .
the various aircraft parts and systems (engine, fuel
system, pitot-static systems, etc .). Units with plastic • Above 95 OF, the CANOPY UNLOCKED
or rubber parts should be protected as much as possi- light may nQt go out. Close the canopy
ble from windblown sand and excessive temperatures. and cool the cockpit with APU running at
Tires should be checked frequently for sigfls of maximum flow, full cold for 15 - 20
blistering or cord separation. Canopy covers should minutes to cool the locking mechanism.
be left off, to prevent sand between the cover and Recycle the canopy and check CANOPY
the canopy acting as an abrasive on the pLastic . UNLOCKED light out.
EXTERIOR INSPECTIOM
TAKEOFF
Check exposed portions of shock stmt pistons for
dust and sand. and have them cleaned if necessary.
A noticeable decrease in thrust occurs at all power
Check inflation of shock struts and hydraulic ac- settings; therefore, more acceleration time and greater
cumulators that may have become overinflated runway distance are required during hot weather
because of temperature increases. Check tires care- operations.
fully for blistering or cord separation, and be sure all
protecti\'(! covers are removed from aircraft.
LANDING
Check engine nacelle intake for accumulations of
dust or sand . Anticipate a longer landing roll resulting from in-
Inspect area behind aircraft to make sure sand or creased touchdown speed.
du st will not be blov,:n onto personnel, or equipment,
during starting operations.
tNTERIOR INSPECTK>N
BEFORE TAKEOFF
8 1 l OA-FO-'.)
F:igur e FO-l
~\J
Pane I (SAS)
7. Throt tle Quadrant
3 8. IFF Control Panel
9. TV Monitor Control Panel
10. VHF/AM Radio Control Pane l
11. Emergency Fligh t Cont~ol Pane l
4 5 12. UHF Radio Control Panel
13. VHF/FM Radio Control Panel
7 14. Inter com Control Panel
6 15. CIPHONY Panel
16 . Stal I Warning Control Panel
17 , CTVS/AVTR Control Panel
9 18. Antenna Select Panel
8 19. Utility Light
10 20. Anti-G Suit Valve Test Button
21. Anti-G Suit Hos e
22. Armament Ove rride Switch
23 . Piddle Pak Stowage
12 24. Piddle Pak Di sposa l
23 11
13
14 15
16 17
18
19 @] 2~ 2'f'>
r 24
A 1- I OA - r o - ~
Figure FO-2
/
/ FO-3/(FO-4 blank)
T.O . 1A· 10A·1
1: ::
1
! ~.
..,.,. . , .,,'" " , ,, . <>J 3. Canop y Jettison Handle
<1>1 .;;;. .~:. ~::: .:'~ 1
4. Boarding Ladder Exten s i on Button
5. Chaff/Flare Con trol Pa nel
...C'-'7C
'" - T.. .. Il1o
I
_
(--'-'~
. ,. ..
...
I "":: ... . '., , : '.'
~
6. ECM Pa nel
flIJ
..
flIJ
< ............. ~\ . --=-'\..
. --( '- ~ - --('
7. Elec t r i ca l Power Panel
" CL..".....; . ~ V ..
8. I LS Control Pa nel
(A LTE RNATE (ALT ERNATE 1 1 9. TACAN Con tr o l Panel
IN STALL ATION) IN STAL LATION ) ~ ~ 10 . Ma nua l Canopy Open i ng Ass i st Hand le
11. Oxygen Contro l Panel
12 . Envi ronment Control Pane l
b·~ B ® 9 6
8
7 6 7 13. Cano py Breake r Too l
14 . Canopy Actuator Disengage Lever
15 . Safety Pin St Ol"age
11lI' #J 16 . HARS Con tr ol Panel
8 17 . Lig hting Control Pa nel
11 5 11
18 . Oxyg en Hose and Interc om Con nec tion
19 . F l ight Dat a StoVJage
13 20 . Co ntrol Di sp l ay Un i t (CDU)
20 8
20
9
n 12 12
c- -
9
14 5 14
15
5
f- 9 -
17 17
16
16
18
18
19 19
(. - 1('1A-rU-I, 7
Figure FO-3
REfUElING RECEPTACLES
FUEL SYSTEM
-=.--- -- -
AIRCRAFT FUEl SYSTEM ENGINE FUEL SYSTEM
r -=-
REFUELING SYSTEM 1 RECEPTACLES ARE PROVIDED FOR f LI GHT
-=--=--==-==-= =---:-
fLIGHT GROUND
AND SINGLE-POINT GROUND REFUELING
'IT 'IT I ~ -=-=~ FLIG HT GROUND
I LEFT RIGHT
ENGINE ENGINE
I
I
IDENTI CAL
REFUE LI G
I CODE
ENGINE
+
rrs
IJ. VALVES ACT
I
I
BYPASS
I
fUE L
PUMP - FUEL FE:D
WHEN EITHER RECEPTACLE IS OPEN ED, THE EXT TANK REFUELI NG
J TRANSfE RI REfUEL f LOW
I 2 VALVES ARE ELECTRICALLY OPENED. THEY ARE CLOSED BY HIGH
I = VENT LE VEL fLOAT SWITCHES WHEN THE RESPEC TI VE TANKS ARE fULL.
EXT TKS
I t
~==/~= JLJ~I==~~==~
WING BYPASS - AIR PRESSURE
L WING R \'IING FUS fUSELAGE
---- - ) ==== fUEL PURGE
~
PYLON TANK PYLON TANK PYLON TANK
@ I ~ BOOST PUMP
OFF Of f - - ELEC CONNECTION
LOWER THRUST RANGE I :():: REfUEL 'JALVE
INPUT fROM THROTTLE IS I _ CHECK VALVE
COMPARED WITH ENGINE
SPEED TO CONTROL
I ~ PRESS {VENT VALVE
f UEL fLOW "----- - 'ijl PRESSU RE SWITCH
{fWDI TANK
= =====±!=~L :;;;
MA~ N (AfTl TANK R MAIN
(-----j--
ENG SPEED
II
~ L WING
'J
JJ R WING FUSELAGE
-;" CCELERA TlON- - \ BYPASS PYLON TANK PYLON TANK PYLON TANK
I DECELERATION BYPASS VALVE I
I
I
fUEL FLOW ADJ USTED
ACCORDING TO VARIABLES
+ MAI NTAINS PREDETERMINED
PRESSURE AT MODULATING
fUEL
CONTROL
~ RELIEF 3
SIMULTANEOUSLY, ELECTRICAL CIRCUITS TO ALL EXT TANK PRESSUR£I
VENT VALVES ARE DISCONNECTED. ALL EXTERNAL TANKS ARE THUS
I
0 ~ LI STED VALVE, BYPASSING II
OPEN ED TO VENT REGARDLESS OF THE EXT TANK SWITCH SETII NG S.
OVERBD
bTHROTTLE
I
- -
I
I
/
"- /+
BELOW
@
EXT TKS
@
FUS
Off Off
TEMP fUEL FLOW
@ CROSS @ HIGHER THRUST RANGE
OfF fE£O Off INPUT FROM THROTTLE IS
®
/ Olf \
COMPARED WI TH TURBINE
DISCHARGE TEMPERATURE
TO CONTROL FUEL FLOW
CROSSfEEO
t
ENG fUEL fLOW
NORM OIL
IN ENG
L R OIL
,- . . . OI L
J
TURBINE DI SCHARGE TEMP PILOT CONTROLLED " ALL DISABLE" SWITCHES MAY BE EMPLOYED
CONTROL DURING HIGH VARIABLE
GEOMETR Y TO PREVENT f LOW TO INDIVI DUAL TANKS .
TO LEfT MOIOR I/ED MA IN_ _ _ _---I TO RIG HT THRUST OPERATION
ENGINE ACTUATORS
LEFT
GEN
/
CONNECTED WHEN
LEFT GEN IS
OPERATI NG
F
T
A
C
LANDITAXILT
FORMLTS
CONSOLE LTS
SEA T ADJ ACTR r
<§r-lLEFT
CONY
PYLON STA 3 AGM-65 EO BOMB
PYLON STA 4 EO BOMB
~ FLOOD LTS HI
PYLON STA 5 & 6
C DC FUEL PUMP
E
S
L GEN CONT
R GEN CONT
EMER FLAP
INVE RTER PWR , , \ 11" S
TES-r REC P AC B RAIN REMOVAL
CONNECTED WHEN
L & R GEN ARE ~ _ _--J
>- B
j U
S
AUX INS T U S
VGH RECORDER
PYLON STA I ECM
(
(FROM DC ESSEN BUS)
A H INSTINV j
C .
U TEST REC P DC
S AIR REFUEL
ANTI- COLLISION LTS
E
N
EMER TRIM
L AILERON TAB
R AILERON TAB
*
B L AILERON DISC
ANIALR-69 ~
AP U GEN
NOT OPERATING PYLON STA 3
AGM-65 I EO BB
INVERTER
STBY _
CONNECTED WHEN
L & R BUSES
E Lf R - [IGNITORS }
~ LlR-2 IGNITORS * * INVERTER PWR
U R AI LERON 01 SC
S L ELEVATOR DI SC
t?
PWR
IF
COOLI NG PYLON STA 4 EO BB ARE NOT ENERG
.- FAN CONNECTED WHEN INST E
R ELEVATO R DISC
PYLON STA 5
[J LEFTGE IS
NOT OPERATING
SlJU- 23 GUN POD
PITOT HEAT TEST
OFF
T DISCONNECTS
AC ESSEN BU SES
INVERT"- N
* L CO VERTER
SPS & RUDDER AUTH LIMIT
LAN D GEAR
UHF COMM
.®-
OFF / RESET CONNECTED WHEN INTERCOM
l-~F:
RO:M:L:&::R:BU:S:E:S:J
GEN
APU GEN IS
OPERA TING AND
EXT PWR IS
~~
CON NECTED WHEN
AUX ESS BUS * I
STBY ATI IND
IFF ( MODE 2 )
EX T STORES Jm H[
R CONVE RTER
\ NOT CONNECTED CONNECTED WHJ N LAC BUS IS CONNECTED WHEN EX T STORES Jm ,2
,\ \ II" EITHER LEFT OR ENE RGIZED LOR R AC BUS A FUEL QUANTiTY ,L APU START
I APU GEN I
RIGHT GEN IS
NOT OPERATING,
AND EXT PWR I:, CONNECTED WHEN
IS ENE RGIZED
AND INVERTER
U L ENGINE CONT
X R ENGI NE CO NT
L TURB INLET TEMP
BATIERY
PWR [? BATIERY BUS TRAN S
I
* L ENG ARE EXT
L ENG ARE EXT
R ENG Fl RE EXT
SW IS IN STBY CONNECTED WHEN
NOT CONNECTED LAC BUS IS A
R TURB INLET TEMP ..r- ' I~~
DC ESSEN BUS IS B R ENG ARE EXT
C t-<
~~
D-- CONNECTED WHEN NOT ENERGI ZED L FAN TACH APU FlRE EXT
APU GEN IS ) E R FAN TACH
: .. OFF ENERGIZED
A APU Fl RE EXT
• NOT OPERATING NOTE BATIERY I-- I
EXT
POWER
~==----~~
WITH INVERTER SW
S BLEED AI R LEAK
S OXY QUANTITY
E ENG INSTLTS
I
,,
..
1 CONNECTED WHEN
DC ESSEN BU S IS
T
B
U
STORE Jm
STORE Jm
CANOPY ACTUATOR
CONNECTED WHEN IN "OFF" NO POWER
f
N FLT INST LTS NOT ENERGI ZED S LAD DER
AC GEN
PWR
R
RIGHT GEN I S
NOT OPERA TI NG
PITOT HEAT (LEFT AC BUS FAILS)
IS SUPPLIED TO
THE AC ES SENTIAL
BUSES FROM ANY
EX T
BATIERY
SWITCH
AUX ESS
BUS TIE
* ECS CONT
RAMIMAIN AI R
R "MIN BOOST PUMP SOURCE EMER CREW STA
, \\ 11"
I '---- ~ FLOOD LTS
ff IR GEN
. ' -
CONNECTED WHEN
L & R GEN ARE
R 1111NG BOOST PUMP
STft.B AUG SYSTEM ISAS) (lJ C I22l
26V INST
TRA~RMER BUS
L ENG FI RE DET
R ENG ARE DET AVT R [@
~ -:--~-T-O-P-ER-A-TlN-G- ~------JlrA~
FUEL FLOW APU Fl RE DET
OFF / RESET TACAN r ENG CROSS FEED
/ r ______________ ____ HAilS IADI HS Il L ENG OIL PRESS
EX T VENT VALVES
RIGHT CONNECTED WHEN ANGLE ATIACK HTR I STA LL R ENG OIL PRESS ILS [W
L SYS HYD PRESS SECURE COMM FUEL PRECHECK
GEN RIGHT GEN IS C PllEV SYSTEM (SPS) HTR
OPERATI NG R SYS HYD PRESS STALL PREY SYS (SPSI L SYS HYD CONT
B STALL PREY SYSTEM (S PS) A R SYS HYD CONT
ANGLEATIACK XMTR IND [2j STAB AUG SYS (SAS)
nk§r-
LA ~ID LT U
26 VAC I ST R NAV MODE SEL 1. O. TRI M
U TES T RECP AC X FLT CONTROL JAM IND
CONNECTED WHEN I EJECTOR AI R/ CANOPY ARM CONT [
S PYLON STA II ECM SPEED BRAKE CONT
SEALIAPU HYD ARM CONT 2 0
IFF r-- EXT OR APU GEN G NORM TRIM
SA:, (lJA I2Q) r PO WER IS H UHF ADF ARM CONT 3 C
0 5 PEED BRAKE EMER RETRACT
ANG ATCK XFMR ~ VHF COMM GAU-8 PWR
NOT SUPPLIED T C E APU GEN CONT
• POWER SOURCE CONNECTED CAIlC } A LASER SPOT SEEKER '---=-_---l RIGHT 0 VHFFM GAU-8 PURGE
FIRST LOCKS OUT THE A HUD S APU EXT POWER CO NT
INS CONT C PYLON STA 7 SUU-23 GUN POD CONY C TACAN
OTHER NAil MODE
.....
B_ ' C.;..O;...N;...
U:_
ffiZl A
T ~_____________~ R
PYLON STA 8 EO BOMB
PYLON STA 9 AGM-65 EO BOMB
HUD
r-
CONNECTED WH EN
EXT OR APU GEN
POWER IS
U I
,\ \ I"
B
U
ANGLE ATIACK IND &
INDEXER I STICK
SHAKER
R
M
GUN CA IERA
LASER SPOT Sl:EKER
PYLON STA 7
S
E
N
EC S CONT NO RM /DUMP
BL EED AI R LEAK
NO SEWHEEL STEER
I I
I
B ANTi-SKID
M ARM CONT SUPPLI ED R CON V S POSITION LTS SUU-23 GUN POD B
J-o~o------.. B
U
GUN CAMERA
TV MONITOR
TES T RECP DC
U
S
PYLON STA 8
EO BOMB
U
LAND GEAR WARNING I
CKPT UTILITY LT
PYLON STA II ECM S
RIGHT CONY PWR S ELEC FUZING FLAP CONT PYLO STA 9 CR EW STA FLOOD LTS
RIGHT CONY EXT I AP U PWR INS CLG @l AGM-65 EO BOMB FUEL QUANTITY
'-' CN TG ACCLRM
I
ADC
INU
}[@ CA UT I ADV LT CONT
}~
CH AFF FLARE DISP (LI)
CH AFF FLARE DISP (Ril
CH AFF FLARE CONT
'-' , . INU STBY IrlIl ~ 1· IO,\ -f O- 2
Figure FO-5
T .O. lA -10A-l
njln
/ ACCUM / ACCUM
FILTER TO FLIGH T CONTROLS - I TO BOOTSTRAP KIGlii .j'l :,
I,
1-___ JII L _ CONTROL KI-IM(i
LG
[MER k ______ _ [J=- - -- ---
____ .J u---
VALVE [filER
RESERVOIR
'-1'\-- SUPPLY fl1ODULE -
r
I
u - -
II
IIII II-----
r--- -- ---- - -------- -- ~z:=-
ON BRAK E
AI,ll-
SKID -
OIL PilOT I ~ I RIGHT
LAND
BRAKE
IRUOOERI
VAlV l
COOLER CONTROLLED _,L, RUDDER
GEAR
DISCONNECTS )'
I PEDA LS
RIGHT
I I I
I I I
ELEVATOR AIR UPLOCK RET CYL
<2:]--
(~h
~
SPEED REFUEL R f\\A IN lG
: I I
I
APU I fLA P BRAKE
~- -
FLT CONT
L SVS ......
DR IVEN PUMP
NORM
II CONTROL CONTROL I ,
NOS[ WHEE l
~O==(g
I STEERING
,; :{J
tf!J
RUDDER L DUAl
OFF - ~ :l<
GT~N h ~=
r """\ SHEAR
1D::CJ
-= ~
PEDALS POI",,! "
R SYS '/ l MAN I I I I I PO INTS
..
lI PLOC K RET CYl
SRAK l
VAlV'
RFVERSION I I CONTROL : I ""'IV<'tHi--!I_ fMfR(;f
~
Nn
@:JJ I ST ICK I I R(TRA CT
SWITCH
DUAL (;::Y" 1. NOSE LG
I I I GUN AIR
L
F.k_~_:};=E}I;=lJ
I I DRIVE
I LEFT REFUELING <2:] - - --
9~
ELEVATO R
1~~~_ fMfRGfNO
RECEPTACLE
OIL I RETRA CT LEFT
COOLER
I I I SWIT CH RUDDER
: -=- =- ~;rC=-
UPLOCK RET CYL
~ ~ ~-=-~~:~ = ~~ =~ -----;-111
AI\H-
RESERVOIR
- SUPPL V NODULE - - - - --""\ - -- mr l MAIN LG
Figul'e FO - G
GLOSSARY
A E
ECM - Electronic Countermeasures
ACCEL - Accelerometer
ECS - Environment C ontrol System
ACD -- Adapter Control Detector
ECU - Environmen t Control U nit
ADF - Automatic Direction Finder
EGT - Exhaust Gas Temperature
ADl - Attitude Director Indicator
ELEV - Elevator
ADL - Armament Data Line
EMER - Emergency
AGL -- Above Ground Level
ENG - Engine
AIL - Aileron
EO - Electro -Optica l
AL T - Altitude
ESPS - Engine Stall Preventio n SY\ i em
ANT - Antenna
EXT - Extern a l, Extension
AOA - Angle of Attack
APU - Auxiliary Power Unit
ARI - Aileron Rudder Interconnect F
A / S - Air Speed
FAN RPM - Speed o f shaft connecting the low
A TS - Air Turbine Starter
pressure turbine and the fan
ATTD - Attitude
FCS - Flight Control System
A U" - Auxiliary
FDC - Flight Director Computer
A VTR - Airborne Video Tape Recorder
FL T CO NT - Flight Co ntrol
FL T INST - Flight Instrument
B
Glossary 1
T.O. 1A-10A-1
GLOSSARY (CONT)
K R
REC - Receive
KCAS - Knots Calibrated Air Speed
RETR - Retract
KHz - Kilohertz
KIAS -- Kno ts Indicated Air Speed
KTAS ...- Knots True Air Speed
s
SAl - Standby Attitude Indicator
SAS - Stability Augmentation System
l SCS .- Selected Course Steering
SFCS - Secondary Flight Control System
LG - LanJing Gear SFO - Simulated Flameout
LlL - Latitude/ Longitude Slant Range -- Line-of-sight distance from aircraft
LO '- Lo \\' to target
LSS-- l.aser Spot Seeker (Pave Penny) SPD BK - Speed Brake
L TS - Lights SPS - Stall Prevention System
L VDT --- Linear Variable Differential Transducer STBY - Standby
SYS - System
M T
T AS - True Airspeed
MAC - Mean Aerodynamic Chord TCN - TACAN
tvJAN - Manual TEMS - Turbine Engine Monitoring System
TER - Triple Ejector Rack
I
MBC - Master Bus Controller
\-l E R - t."lultiplc Ejector Rack TFA T - Total Free Air Temperature
MH z - . fvIegahertz TISL - Target Identification Set, Laser
1\111. - - An ,,-ngular measurement (17 .78 mils in TK - Tank
degr~e) TMN - True Mach Number
MRFCS - Manual Reversion Flight Control System TlO - Takeoff
1\IVR - l\,1 aneuver TOO - Time of Day
TSTORM - Thunderstorm
TV1\1 - TV Monitor
o TVV - Total Velocity Vector
U
OFP - Opera tional Flight Program UARRSI - Universal Aerial Refueling Receptacle
ORIDE - - Override
•
Slipway Installation
UDU - Umbilical Display Unit
UTM - Universal Transverse Mercator
p
v
Pf:CS - Primary Flight Control System
VAC - Voltage Alternating Current
PIO -- Pilot Induced O~cillation
VDC - Voltage Direct Current
PNL L TS --- Panel Lights
VG - Vertical Gyro
PPOS -- Present Position
VVI - Vertical Velocity Indicator
PRESS _ . Pressure
P RF - Pulse Repetition Frequency w
P SG -.-. Post Stall Gyration
PT - - Po inter W l D - Weapon Delivery
P\VR -- Power WOO - Word of Day
687-091/40063
Glossary 2 Change 6
T.O. 1A-10A-1
ALPHABETICAL INDEX
Page Page
Subject Number Subject Number
A A (Cont)
Change 3 Index 1
T.O . 1A-10A-1
Page Page
Subject Number Subject Number
A (Cont) C (Cont)
Attitude Director Indicator .. ..... . . .. . ... 1-75 CDU Display, ACCEPT/REJECT Page ... ... 1-111
Auxiliary Instrument Lights Control .. . ... . 1-144 CDU Display, CALCULATOR Page .. .. . . . . 1-105
Auxiliary Landing Gear Extension Handle . . . . 1-27 CDU Display , DESTINATION Page .... . .. .. 1-99
Auxiliary Power Unit . . ... . . .. . . .. .. . ... 1-12 CDU Display , INERTIAL Page . .. . ... ... . . . 1-97
CDU Display, MISSION Page . . ........ . . 1-103
B CDU Display , POSITION Page .. . ... . . .. . . 1-94
CDU Display, SCRATCH Page .... . . .... . 1- 107
Back-Up Recovery Mode Operation .. ... ... 1-56 CDU Display, STEER Page ....... . ...... 1- 101
BATH Alignment (FAST) .. ... . .. . . ..... 1- 115 CDU Display , TEST Page ..... .. .. . . .. . . 1- 108
Battery ..... . .. .... ... . . .. . ......... 1-20 CDU Display , UPDATE Page . ... . . . . .... 1-109
Battery Bus .... . . .. . .... . . . ..... . . ... 1-20 CDU System Status Messages . .. ... .. . . . 3-48
Battery Failure . . . . . . . . . . . . . . . . . . . . . . . 3-10 CDU Test .. .... .. ...... . . . . . . . . . . . . 1-116
Battery Indicator . .... .. .... . . ...... .. . 1-52 Center-of-Gravity .. . ...... . ........ . ... 5-9
Before Ejection . ...... . .. ... . ..... . .. . 3-25 Central Air Data Computer ~ . .... . . . . . .. 1-67
Before Exterior Inspection . ..... . .. . . ..... 2-1 Central A ir Data Computer and
Before Landing . . . .. ......... . . .. . .. .. 2-18 Interfaces ~ .. . ... . .... .. .. . .... ... 1-68
Before Leaving the Airplane . . .... .. .... . . 2-22 Chaff/Flare Dispensing System @]J ... .... . 1-168
Before Takeoff .. . ...... . . ... . .. . .. 2- 13,7-6 Chaff/Flare Dispensing System
Before Taxiing . . ... .. .. .. . . . . ... . . 2-9,7-4A Release Sequence @]J .. . . .... .. . ... . .. 5-14
Best Glide - Both Engines Windm illing .. .. . 3-1 9 Checklist . ... ....... .. . . ... .... ...... 2-2
Bleed Air Leak Caution Light . . . . . . . . . . . . . . 1-7 Checklists .. ..... . ..................... iii
Bleed Air Leak/Service Air Overheat . .. . .. . 3-24 Circling Approach . . . ... .. . .. .. . .. .. . .. 2-18
Bleed Air Switch ... .... .. . . . . . .... . .... 1-7 Circuit Breaker Panel . . . .. . . . . . . . ..... . . 1-22
Bleed Air System . . . . . . . . . . . . . . . . . . . . . . 1-5 Clear Function . . . . . . . . . . . . . . . . . . . . . . . 1-90
Blown Tire . . .. .. . . .. . .. ... ......... 3-42C Clock . . ... ... .. .. ... . . . .. . ....... .. 1-75
Boarding Ladder ........ .. .. ... . . . 1-46,1-48 Cockpit Battery Switch . . . .. . ... . .. . . ... 1-20
Brake Limitations . . . . . .. . . .. .. ...... . .. 5-5 Cockpit Canopy Control Switch .. . . . . . . .. . 1-50
Cockpit - Loss of Pressurization . .... . .. . 3-24A
C Cockpit Overpressurization . . . .. ..... .. . 3-24A
Cockpit Overtemperature .. .. . . . .. . . . . .. 3-24A
CADC Caution Light ~ .. .. . . . ......... 1-67 Cockpit Pressure Altimeter ... .. . . . . .... 1-59
CADC Test .. . ... . .. . . . . . ... . . .. .. .. 1- 116 Cockpit Television Sensor/Airborne Video
Calculations . . . . . . . . . . . . . . . . . . . . . . . . 1-119 Tape Recorder Control Panel ~ ... 1-168,1 - 169
Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48 Cockpit Utility Light . . . . . . . . . . . . . . . . . . 1-147
Canopy - Loss of . .... ..... . . ....... 3-24A Cold Weather Operation .. . .... . ... ...... 7-4
Canopy Breaker Tool . . . .. . . .... . ....... 1-51 Cold Weather Procedure . . . . . . . . . . . . . . . . . 7-4
Canopy Controls . . . .. ..... . . .. .. ...... 1-49 Communication/Navigation .. . . .. .. . ... .. 1-77
Canopy Defog Control . . .. . . .. .. . . . ..... 1-66 Communications and Navigation Aids . . . . .. 1-78
Canopy Defog System . . . . . . . . . . . . . . . . . 1-66 Conference Capability . ... .. . .... . ... .. 1- 1 34
Canopy Malfunctions .. ... . .. . .. . . . .. . . . 3-5 Console Lights Control . . . . . . . . . . . . . . . . 1- 1 46
Canopy Unlocked Light ... . .. ... .. ...... 1-50 Control Display Unit . . . .... . .. . . . . . .... 1-90
Canopy Unlocked Light On ......... . .. . 3-24A Control Stick ..... . .... . .... . . ....... 1-35
Canopy/Windshield Crack . . . ........ ... 3-24A Controllability Check . . .. ....... . . ...... 3-36
Caution Light Analysis . . . . . . . . . . . . . . . . . 3-43 Controllability/Structural Damage . . . . . . . .. 3-36
Caution Light Panel ..... .. ... . ... . .... 1-145 Converter Caution Lights . . . . . . . . . . . . . . . 1-21
CDU Data Entry .. . . .. . . .... . . . ..... .. 1-90 Converter Failure . . . . . . . . . . . . . . . . . . . .. 3- 10
Index 2 Change 3
T.O. 1A-10A-1
Page Page
Subject Number Subject Number
C (Cont) E (Cont)
Converters . . .... ... ........ . .. . ... .. 1-20 Electrical Power System . . .. . .. .... .. ... 1-20
Crossfeed Switch . .. . .. .. .. . ...... . . . . 1-18 Electrical System Operation .. . ... . ... .... 1-23
Crosswind Landing . . ... . . . . ... . ... . . .. 2-20 Electronic Countermeasure System . . . . . . . 1-168
Crosswind Landing Recommendations . . .. .. . 5-5 Elevator/Aileron Disengaged Caution
Crosswind Takeoff . .... . . . ... .. . . ..... 2-13 Lights .... .. ... . . ...... . .... . ... . .. 1-33
Elevator/Aileron Emergency Disengage
o Switches . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
Elevator/Aileron Jam Indicator Lights ...... . 1-33
Danger Areas .... ......... ... .... ... .. 2-7 Emergency Brake Handle ......... . ... . .. 1-28
Data Transfer .... . ..... .. . . . . ... . ... . 1-90 Emergency Brake System . . ........ .. . . . 1-28
DC Essential Bus and Auxil iary DC Emergency Disconnect Lever . . ....... 1-29.1 -38
Essential Bus .. .. . ....... . . . . .. .. . .. 1-20 Emergency Flight Control Panel .. ... .... .. 1-36
DC System . ..... .... . .. ..... ..... . .. 1-20 Emergency Floodlights Switch ........... 1- 144
Definition of Words "Shall." "Will." Emergency Ground Egress ..... . ... . .. . . .. 3-4
"Should" and "May" .. . .. .. . . . .. ...... . iii Emergency Jettison Button .. ..... . ..... 1- 1 51
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9 Emergency Lever . . . . . . . . . . . . . . . . . . . . . 1-57
Departures .. .. ... . . . . .. . .. . . .. . . .. " 6-6A Emergency Oxygen . . .... .. .... .. . ... .. 1-52
Depression Angle Numeric . . . . . . . . . . . .. 1-166 Emergency Pitch and Roll Trim Switch ...... 1-36
Descent/Before Landing . . . . . . . . . . . . . . . . 2-14 Emergency Procedures . .. . . .. . . . . .. . . . . . 3- 1
Destination Index (Tadpole) . . ... ..... . .. 1-166 Employment . . . . . . . . . . . . . . . . . . . . . . . . . 5- 18
DG Mode Operation ....... . ........... 1-73 Engine/APU Fire ...... . ....... . .. . .... 3-20
Diluter Lever ............ . . . .... . ..... 1-56 Engine and APU Fire Handles . . . . . . . . . . . . 1- 1 2
Distance To Go ..... . . .... .. . . ... .. .. 1-166 Engine Core Overtemp/Fuel Fails to
Ditching .... .... .. .. . ... . . . . ..... . .. 3-25 Drain/Loss of Pneumatic Power
Diverter Valves ~ ......... . ....... . .. 1-66 During Engine Start . . .. . . .... . . . . ...... 3-3
Dives/Compressibility Effects . ............ . 6-4 Engine Core Speed Indicators . . . . . . . . . . . . 1-11
Double Engine Failure . . . . . . . . . . . . . . . . . . 3-18 Engine Fails to Shut Down .... . . ....... . . 3-4
Downlock Solenoid Override Button .... . . . . 1-27 Engine Failures/Overtemp ...... .. . . ..... 3-21
Dual Hydraulic System Failure .. ...... . .... 3-9 Engine Fan Speed Indicators . . . . . ... . . . . . 1-11
During Refueling ....... . . .... ... ... .. . 2-24 Engine Fire . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Engine Fuel Control . .. . . .. .... . . ... ..... 1-4
Engine Fuel Flow Indicators . ... . ....... . .. 1-5
E Engine Fuel Flow Switches .. .. .... . ..... . 1-5
Engine Fuel System ........ .. . .. . . ...... 1-3
Ejection .. .. ................. . ....... 3-30 Engine Ignition Controls . . ...... .. .. .. . . .. 1-5
Ejection Handles .. . . .. . . . .. . . .. . . .. . .. . 1-52 Engine Ignition System .. . .. ... ... . ...... 1-5
Ejection Procedures . ....... . ........... 3-25 Engine Ignition System Differences .. .. . . .. . 1-7
Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . 1-52 Engine Instrument Lights Control . . . . . .... 1 -144
Ejection Seat Operation .... . .. ... ... .... 3-28 Engine Interstage Turbine Temperature
Ejection System Operating Mode Envelopes .. 3 -29 Indicators .. .. .... . . . . .. . .. .. . . .. . . . 1- 11
Electrical Failure - Total . . ..... . ... . . .... 3- 10 Engine Limitations . .. .. . ...... . .. . . ..... 5-7
Electrical Fire - Cockpit . . . . . . .. . . . . ..... 3-13 Engine Malfunctions . . . . . . . . . . . . . . . . . . . 3- 18
Electrical Malfunctions . . . . . . . . . . . . . . . . . 3- 10 Engine Oil Pressure Caution Lights ... . .. .... 1-3
Electrical Power Control Panel ... .. .... .. . 1-21 Engine Oil Pressure Indicators .. . ... . . .... . 1-3
Elect rical Power Supply System Engine Oil System ............ . . .. .... . . 1-3
Failure Chart .. . ... . .. ..... ... . . . . ... 3- 11 Engine Oil System Malfunction . . . ... . .. . . 3-22
Change 3 Index 3
T.O . 1A·10A·1
Page Page
Subject Number Subject Number
E (Cont) F (Cont)
Engine Operate Switches [J .. .. . .. . . . . . . . 1· 7 Flap Lever .. . .. . . .... .. . .. . . .. .. ... . . 1-43
Engine Operate Switches lID . ... .. . .... ... 1·8 Flap Position Indicator . . . .... .... . .. . ... 1-43
Engine Operate Switches ~ . . .. ...... .. . . 1·8 Flaps . ... . .. ...... ..... . ........ . . .. 6-2
Engine Operation ... .... . ....... .. .. .. . 6·1 2 Flap System . . . . . . . . . . . . . . . . . . . . . . . . . 1-43
Engine Overheat Caution Lights . . ..... . .. . 1·11 Flight . . . .... . ... ..... ... . . . . . . ... . . 2-14
Engine Shutdown .. ... ... .. . ...... .. .. 2·22 Flight Control Effectiveness ...... ... . .. . . . 6-1
Engine Start Cycle Caution Light ... . . ..... 1· 11 Flight Control Mode Switch . .. ..... . .... . 1-40
Engine Start Cycle Continues After Start ... . . 3·4 Flight Instruments .. . . .... .. . .... .. . . .. 1-67
Engine Start Cycle Light On .. .... ....... 3·22A Flight Instruments Light Control . .. . . . ... . 1-144
Engine Start System . .. . .. .... . ... . . 1·8,1·10 Flight Manual Binders .... . .. .. . . . .. ...... . iii
Engine Start System Differences . ..... . . . .. 1·9 Flight Path Ladder and Roll Bars . . ... . ... 1-165
Engine Starting Limitations . ... . .. ...... .. 5·7 Flight Path/Pitch Angle Numeric . . . . . . . . . 1-165
Engine/APU Fire .. . . ..... . ...... .. . 3·3,3·23 Flight Planning .... . . .. . .. . .. .. . . .. .. .. 2-1
Engines . . . . . . . . .... . ... .. . . .. . .... . . . 1·3 Flight Restrictions .. .... . . . ....... .. . 2-1,5-5
Environment Control Panel . . . . . . . . . . . . . . 1·64 Flight Strength Diagram . . . . .. . . . . . ... . . 5-10
Environment System .. .. . .. .. .. . .. . . . .. 1·58 Floodlights Control . . . . . . . . . . . . . . . . . . . 1-144
Environment System Schematic . . . ... ..... 1·61 Flow Level Control ... . . . . .. .. .... .. .. . 1-65
Error Checking . . . . . . . . . . . . . . . . . . . . . . . 1·90 FM Homing ADI Display . . . . . . . . . . . . . . . 1 -140
Exterior Inspection .. . . ..... ... 2·1 ,2·2,7·4,7·5 FM Homing Capability .. . .... . ........ . 1-136
Exterior Lights . .... ..... . .. ..... . ... . 1- 141 FM Homing Capability (VHF/FM
External Battery Switch ... ... . . .. .. . . . . . 1-20 Radio Only) .. ... . .... . ... .......... 1-140
External Canopy Actuator Disengage Formation Lights . . .. ... ........ . . . . . . 1-142
Controls . . . . ..... ...... . . . . . .. ... .. 1-51 Formation Lights Switch .. . . .... . . . . . . . 1-143
External Canopy Control Switch .. . . . .. . .. 1-51 Fuel Imbalance ........ ... ............. 5-5
External Canopy Jettison Controls .... .. .. . 1-52 Fuel Pressure Low .. . . . . . . ... . ... . . .. . . 3-1 5
External Canopy Opening Assist Handles .. . . 1-52 Fuel Quantity Indicator and Selector ... 1-14, 1-16
External Power . .. .... . .. .... . ... . . ... 1-23 Fuel Quantity Indicator Malfunction . . .... .. 3- 1 5
External Stores Limitations . . .. . . . . ..... . . 5-9 Fuel System Control Panel . . . . . . . . . . . . . . 1-1 7
External Tank Jettison .. .. . . . ... ... .. ... 3-15 Fuel System Operation . . . . . . . . . . . . . . . . . 1-1 8
External Tank Switches . .. . .... .... . .... 1-18 Fuel Systems Malfunctions .. ....... . .... 3-1 5
Fuel Tank Vent System . . ... .... . .. .. ... 1-16
F
Index 4 Change 3
T.O. 1A-10A-1
Page Page
Subject Number Subject Number
G (Cont) I (Cont)
Change 3 Index 5
T.O. 1A-10A-1
ALPHABETICAL INDEX
Page Page
Subject Number Subject Number
J L (Cont)
Jam-Resistant (Active) Mode Operation . ... 1-134 Loss of Mechanical Command Paths
Jettisoning ....... .. . ... .. .. . .. ... ... 5-18 to Rudders .................. .. ..... 6-13
Loss of One Pitch Mechanical
L Command Path .. . ... . .... . .. . ....... 6-1 2
Index 6 Change 3
T.O. 1A-10A-1
Page Page
Subject Number Subject Number
N (Cont) P
Nav~gation Interface Chart @] .. ... . . ... . . 1-83 Permissible Operations .. . .... .. ........... ii
Navigation Interface Chart ~ .... ... ..... 1-84 Pitch and Roll Trim Control Systems ... . .. . 1-35
Navigation Mode Select Panel .. . ..... 1-7 7, 1-81 Pitch and Roll Trim Switch ....... . ...... 1-36
Net Number . . . . . . . . . . . . . . . . . . .. . ... 1-133 Pitch Angle ......... . .... ... ....... . 1-1 58
Night Flying ..... . ... ... .............. 7-3 Pitch Control ... ..... .. . . . ...... . ...... 6-2
Normal Alignment . .............. .... . 1-113 Pitch Control System . . . . . . . . . . . . . . . . . . 1-30
Normal Alignment / Cocking Procedure . . . . . 1 -114 Pitch Control System Schematic . . . . . . . . . . 1 -31
Normal Brake/Anti-Skid Failure .... ..... .. . 3 -5 Pitch MRFCS . . . . . . . . . . . . . . . . . . . . . . . . 1-40
Normal Procedures ...... . .. ..... ....... 2 -1 Pitch/Roll Trim Override Switch ........... 1-36
Nose Floodlights §::D . . . . . . . . . . . . . . . . . . 1- 143 Pitch SAS ...... . .. ......... ..... .... 1-38
Nose Floodlights Switch §::D ............. 1-143 Pitch SAS Caution Light . . . . . . . . . . . . . . . . 1 -38
Nose Gear Safe, and One Main Gear Safe . . 3 -428 Pitch SAS Engage Switches ....... . ..... 1-38
Nose Gear Safe, Both Mains Unsafe .. . ... 3-42B Pitch/Yaw SAS Disengagement .... ....... 3 -34
Nose Gear Unsafe, One or Both Mains Pitot Heater Switch . ....... . ....... . . . . 1-67
Safe ... ... ............ . . . . .... . .. 3-42B Pitot-Static System ... .. . .. . ........ ... 1-67
Nose Landing Gear ... . ......... . . . .... 1-25 Position Flyover Update .......... ..... . 1- 118
Nosewheel Cocked .............. . .... 3-42C Position Lights . . . . . . . . . . . . . . . . . . . . . . 1-142
Nosewheel Steering Button .. . . ...... . ... 1-28 Position Lights Switch . .. ....... .. ..... 1-142
Nosewheel Steering Engaged Advisory Post-Stall Gyrations .... . . ... . ....... .. .. 6-9
Light . ..... .. . ........ . .... .. .. ... 1-28 Preparation for Flight . . ....... .. ...... .. . 2 - 1
Nosewheel Steering Malfunction ........... 3-5 Primary Flight Control System ....... . .... 1-29
Nosewheel Steering System ... ...... . ... 1-28 Prior to Engine Start. . . . . . . . . . . . . . . . 2 -6,7 -4A
Prior to Hot Pit Entry .. . . .. . ........... 2 -24
Prior to Landing ... . ...... . ....... . . . . 3 -33
o Prior to Refueling ... ... .... ... ........ 2-24
Prohibited and Restricted Maneuvers . . . . . . . . 5-8
Offset Point Computations . . . . . . . . . . . . . 1-11 7
Operating Limitations . . . . . . . . . . . . . . . . . . . 5-1
Operation of the KY -28 or KY-58 System .. 1-140 R
Operational Supplements .. ... . ............ iii
Out-of-Control Characteristics .. . ... .. .. . . 6 -6A Radar Approach ...... . ...... . ...... .. 2 - 14
Out-of-Control Recovery . . . . . . . . . . . . . . . . 3-34 Radar Beacon Control Switch .. . ..... ... 1-127
Out-of-Control Recovery Characteristics ... .. 6-10 Radar Warning Systems . . . . . . . . . . . . . . . 1- 170
Oxygen ... .... . . . ... . .. . .. . . ...... . . 3-1 7 Radio Locator Beacon . . . . . . . . . . . . . . . . . . 1-54
Oxygen Flow Indicator .......... .. ..... 1-57 Rain Removal /Windshield Wash Switch ..... 1-66
Oxygen Indicator Test Button ...... . .... . 1-58 Restraint Emergency Release Handle ....... 1-54
Oxygen Low-Level Caution Light . .. . .. . ... 1-58 Reticle Eyebrows . . . . . . . . . . . . . . . . . . . . 1-166
Oxygen Quantity Indicator .. ...... . . . .. . . 1-58 Roll Accelerations ....... . . . . ... ... . . ... 6 -9
Oxygen Regulator .. ............. ... . .. 1-56 Roll Attitude .. .. . .. . ... . .... . .. . .... 1-158
Oxygen Supply Pressure Indicator .... . .... 1-57 Roll Bars (HARS Only) .... . .. .. . .. ... . . 1- 166
Oxygen System . . . . . . . . . . . . . . . . . . . . . . 1-56 Roll Control .. ........ ... . ... . . . . . ... .. 6 - 1
Oxygen System Regulator and Quantity Roll Control System ....... . .. .... ..... 1-30
Gauge . . . . . . . . . . . . . . . . . . . ..... . ... 1-58 Roll Control System Schematic . ........ . . 1-32
Change 3 Index 7
T.O. 1A-10A-1
Page Page
Subject Number Subject Number
R (Cont) S (Cont)
Roll MRFCS .. ..... ... ..... . . . . .. . . .. 1-40 Speed Brake Asymmetry or Fail to Close . . . . 3-32
Roll Reversals .. . .... .... ... . . .. ..... . . 6-9 Speed Brake Emergency Retract Switch . . . . 1-46
Rudder Pedal Adjustment Handle .. . . .. . . .. 1-35 Speed Brake Switch . . . . . . . . . . . . . . . . . . . 1-46
Runaway Trim .. .. . ... .. .... . . . ... . . . 6-13 Speed Brake System . .. ..... . . . .. . ... .. 1-46
Speed Brake System Schematic . . . . . . . . . . 1-47
Speed Brakes .. .. . .. .. .. . . . .. ... . . .. . 6-2A
S Spins ...... .. . .. . .. . .. . . ... . .. . . . .... 6-9
Stability Augmentation System .. . . . . . . ... 1-37
Safety Supplements .. . . . . . .... . .. . .. .. ... ii Stability Augmentation System Panel ..... . 1-37
Scope . . ... .. . .. . . . . .... . . .. . .. .. ... .. . ii Stall/Departure/Spin Avoidance . .. . .. ... ... 6-9
Scramble (Before Takeoff) . .. . ... . ..... . . 2-23 Stall Recovery ..... ... ..... .. ... . ... .. 6-6A
Scramble (Before Taxiing) . . . . . . . . . . ... . . 2-23 Stall System Caution Light . . . . . . . . . . . . . . 1-7 4
Seat . . ... .. ... .. . . . . . .. . .. . . . . . . .. . 1-53 Stall Warning and Engine/Airframe
Seat Adjustment Switch .... . .. .. . ... . . 1-52A Compatibility . . . . . . . . . . . . . . . . . . . . . . . . 6-B
Seat Ground Safety Lever .. . . . .. .. . . . .. . 1-52 Stall Warning Control Panel ... .. . . . . ... .. 1-74
Seat Operation-Ejection Sequence . . . . .. . . . 1-54 Stall Warning System . . . . . . . . . ... . . ... . 1-73
Secondary Flight Control System . . . ... .. .. 1-43 Stalls .. .. . . . .. ... . . . . . . .. ......... .. 6-6
Secure Voice Communications System .. .. 1-140 Stalls with Asymmetric Stores . . . . . . . . . . . . 6 -6
Service Air Hot Caution Light . .. .. . . . . . .. 1-59 Standby Attitude Indicator . . . . . . .. . . .. . . 1-77
Servicing. Diagram . . .... . ... .. .. .. .... 1-171 Standby Compass ....... ......... . . . . . 1-77
Shifting Back to PFCS Mode ... .. .. . .. ... 1-42 Standby Flight Instruments . . . . . . . . . . ... . 1-77
Shifting to MRFCS Mode (Hydraulic Standby Reticle . ... ... ... . .. . .. 1- 152,1-165
Power Available) . . . . .. . ..... .. ...... . 1-41 Starting Engines . . ..... .... . . .. . . . . 2-6,7-4A
Shifting to MRFCS Mode (Hydraulic Steerpoint Alphanumeric Readout . . . . . . . . 1 -1 66
Power Not Available) . . . . .. . . . .. .. ... . 1-42 Stick Throw .... . . . . .. ... . .. . ... ..... 5- 1 8
Sideslip Departures .. ..... . ... .. .. .. . . .. 6-9 Store Nomenclature . . . . . . . . . . . . . . . . . . . 5-50
Signal Amplifier Switch ... . .... . .. ... . . . 1-1 9 Stored Heading Alignment (FAST) ... . ... . 1-115
Signal Lights Switch . . ... ... ... . .. . . .. 1-146 Stores Carriage . . . . . . .. ... .. . . .. . .. . .. 5-1 7
Signal Lights Test Button ..... .. ... . . .. 1-146 Stores Carriage Capability . . . . . . . . ... . .. 1-150
Single Operable Aileron .. . .. . .. .. .. .... . 6-1 2 Straight-in-Approach . .. . . ... ... .. ..... . 2-18
Single Operable Elevator .. . . . .. . .. . . . . . . 6-12 Strobe Anti-Collision Lights . . . .. ... . .. . . 1-142
Single-Engine Failure or Fire During Strobe Anti-Collision Lights Switch . . . . . . . 1-142
Takeoff (Too Late to Abort) ... . ... ... . .. 3-7 Stuck Throttle(s) Landing . ... .. . . . . . . .. . 3-39
Single-Engine Failure or Fire While Supply Lever . . .. . . ... ... . . . . . ..... . . . 1-56
Configured for Landing . . . . . . . . . .. . . . .. 3-37 Survival Kit .. . . .. .. . ... . ... . ... .. 1-54,1-55
Single-Engine Flight Characteristics .. . . .. . . 6-10 Survival Kit Deployment Selector . .. .... .. . 1-54
Single-Engine Go-Around . . . .. .. . .. . ... .. 3-41 Symbols Used in Stores Limitations
Single-Engine Landing . . . ... . ... ..... . .. 3-39 Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Single-Engine Restart ..... . .. . . . . . ..... 3-22A
Single-Engine Stalls . . . . .. . . .. . ... . .. ... . 6-6
Sink Rate Limitations . ... . . . . . . . . .. . ... . 5-9
Slat System . . . . . . . . . . . . . . . . . . . . . . . . . 1-43 T
Slaved Mode Operation . . .. . . . .... . . .. . . 1-70
Smoke, Fumes, or Odors .. .... ... . . . .. . . 3-17 TACAN (AN/ARN-118 (V)) . .. ... . . ... . . . 1-77
Specific Notes Referenced from External T ACAN Antennas ... . . . .. . .. . . . . . ... .. 1-77
Store Limitation Charts .. ... . .. . . .. . .. . 5-23 T ACAN Approach . . . . . .. .. .. .. . . .. .. . . 2- 14
Index 8 Change 3
T.O. 1A-10A-1
Page Page
Subject Number Subject Number
T ICont) T ICont)
T ACAN Control Panel-AN/ ARN -118(V) . ..... 1-85 Typical Overhead Landing Pattern .. . . .. ... 2-19
T ACAN Controls .. . . ....... ... ... . .. . . 1-77 Typical Radar Approach - GCA .. ... .. . . .. 2-17
T ACAN-HSI Display .. . . . ....... . ..... . 1-77
T ACAN Modes of Operation . . . . . . . . . . . . . 1-79
u
T ACAN Operation ......... . .. . . . . . .. . . 1-79
T ACAN Penetration and UHF Antenna Select Switch . . . . .. . . . . .. 1-130
Approach - Typical .. . . .......... . . . .. 2-15 UHF Automatic Direction Finding . . .. . .... 1-127
Takeoff ...... .. ... .... . .. . . . . 2-13,7-5,7-6
UHF Radio Controls . . .. .. . .... ........ 1-131
Takeoff Emergencies . . . ..... ..... ....... 3-7
UHF Rad io System .... . .. . . . . .. . .. ... 1- 127
Takeoff Trim Button .. . ... . .... .. .. ... . 1-37
UHF Radio Antenna System . . ... . . .. . .. 1-127
Takeoff Trim Control System . .. ... .. .... 1-37 UHF Radio Operation (Normal Mode) .. . . .. 1-130
Takeoff Trim Light . . ........ . .. . . . ... . 1-37 UHF Remote Frequency/Channel Indicator . . 1- 134
Tank Gate Switch ....... . .. . ....... ... 1-18
Uncommanded Pitch/Yaw Input .. .. ... .. . . 3-35
Target Identification Set Laser . .. . .. ..... 1- 168
Unsafe Gear Down Indication . .. . ........ 3-42
Taxi ...... . ............. . .... ... 2- 11,7-5
Unsuccessful APU Starts . . .. . . ..... . .... 5-7
Temperature Level Control ... . ..... . . ... 1-65 Usable Fuel Quantity Data .... ........... 1-1 5
Temperature/Pressure Control Position
Versus Main Air Supply Switch Position . . . 1-65
Temperature/Pressure Control Switch ..... . 1-59 V
Terminal Error Update . . . . . . .. ...... .. . 1-118
VHF /AM and VHF/FM Common Radio
Test Mode .. ...... ... ... .... . . .. . .. 1- 167
Operations @2l . . . . . . . . . . . . . . . . . . . . . 1- 1 38
TF-34 Engine . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
VHF/AM and VHF/FM Radio Control
The Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- 1 38
Throttle Friction Control . . . . . . . . . . . . . . . . . 1-5
VHF/AM Con~rol Panel ~ ... . ..... . . . . . 1- 135
Throttle Quadrant Including Engine
VHF/AM Radio System ~ .. . ... . ...... 1- 134
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . 1-6
VHF/FM Control Panel. . . .... ... . . . . . .. 1- 136
Throttles ... .. .. . . .. . . . .. . . . ... ....... 1-5
VHF/FM Radio Operation .... ..... .. . . .. 1-136
Time To Go .... . ... . . . . ....... . ... . 1- 174
VHF/FM Radio System ~ ... . .. . . . . .... 1- 136
Time-of-Day Reception ..... . . ... . .. . . . 1-133
Vertical Gyro Operation . . ....... . .. . . . .. 1-73
Time-of-Day Transmission . .. .. . .... .... 1-133
Vertical Velocity Indicator . .. . ... .. ... . . . 1-70
Tire Failure During Takeoff .. .. . . ........ 3-8A
TISL Diamond and Line . . ... .... . . 1- 158,1 -165
Total Drag Index . . .. . .... . .... . . . .. . . . 5- 19 w
Total Velocity Vector . . . . . . . . . . . . . . . . . 1 -1 66
Touch and Go . . .. .. .. .. .. . ... .. . . . ... 2-21 Warnings, Cautions and Notes ...... . ... . . .. iii
Trigger Switch . .. .. . . . .............. 1- 152 Weapon Station Select Switches .. . . . .. .. 1-1 51
Trim Failure . ..... . .. . . . . .. . .. . .. .... 3-35 Weapon Station Select Switches
Turbulence and Thunderstorms ... .. . .. .. .. 7-1 Dimmer Control . . . . . . . . . . . . . . . . . . . . 1- 1 51
Turning Radius and Ground Clearance ...... 2-12 Weapons Release Button . . ... . ....... .. 1- 1 52
TV Monitor System ... .. .. ....... .. ... 1- 168 Weight and Balance .. .. .. ... ... .... . ... 2- 1
Typical ILS Approach ~ . . . . ..... . . .. ... 2-16 Weight Limitations .... .... .. . ......... . 5-9
Change 1 Index 9
T.O. 1A-10A-1
Page Page
Subject Number Subject Number
W (Cont) x
Wheel Brake Energy Limits (One X-Band Radar Beacon System ... . ... . . . . 1-126
Continuous Brake Application) . . .. ... ... . . 5-6
Wheel Brake System .... .... . . ... ...... 1-28 Y
Windmill Airstart .... .... .. . .. ....... . 3-22B
Windmill Start Envelope ........ .. . .. ... 3-21 Yaw Control .. ... ............. . .. . ... . 6 -2
Windshield Defog/Deice Switch ...... . .... 1-66 Yaw Control System .. .... . . ...... . .... 1-33
Windshield Defog/Deice System . . . . . . . . . . 1-66 Yaw Control System Schematic ... . . . .... 1-34
Windshield Hot Caution Light . . . . . . . . . . . . 1-66 Yaw MRFCS ..... . ........... . ....... 1-40
Windsh ield Rain Removal System .. ... .... 1-66 Yaw SAS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Windshield Wash System ~ ... . .... . . ... 1-66 Yaw SAS Caution Light ........ . ....... 1-40
Wing Boost Pump Failure . . . . . . . . . . . . . . . 3-17 Yaw SAS Engage Switches ..... . . ....... 1-39
Wing Flap System Schematic . . . . . . . . . . . . 1-44 Yaw Trim Control Knob .. ... .. ....... . .. 1-37
Wing Slat System Schematic . . . . . . . . . . . . 1 -45 Your Responsibility-to Let Us Know .... .... . iii
Wing Tank Boost Pump Switches ......... 1-17
WOD Transfer to Volatile Memory .. . ..... 1- 133
Word -of-Day Entry ......... ... ....... 1-133 30MM Gun System .. ... .. ...... ... ... 1-1 50
Index 10 Change 3
TO 1A-10A-1-1
Supplement
FLIGHT MANUAL
USAF SERIES
A/OA-10A AIRCRAFT
Serno 73-01665 and subsequent
FAIRChiLD REPUBLIC COMPANY
F33657-73-C-0500
F336 57-7 9-C-0502
DISTRIB UTION STAT EMENT - Distribution authorized to U.S. Government agencies only
for administrative or operational use (16 September 1987). Other requests for this
document shall be referred to Sacramen to ALC/MMEDTD, McClellan AFB, CA 95652-5609.
HANDLING AND DESTRUC TION NOTICE - Handle in compliance with distribution statement
and destroy by any method that will prevent disclosure of the contents or
reconstruction of the document .
Commanders are responsible for bringing this publication to the attention of
all Air Force personnel cleared for operation of subject aircraft.
Published under Authority of the Secretary of the Air Force
30 NOVEMBER 1982
CHANGE 5 - 16 SEPTEMBER 1987
TO lA·lOA·l·1
iNSERT LATEST CHANGED PAGE S. DESTqOY SUPE RSEDED P.\C;fS
LIST OF EFFECTIVE PAGES NO TE : fhe por tion o f ttH,' text aff ec ted by Ule c h al1 ge~ IS Indicated by a verti c al ~ \lle In the Ou ter
rn arg1ll S of the pri gc- . Changes to Illust rati ons a r ~ IndlCale o hy mJnIi't l ure pOl ntm g " afld -::.
Ch ange s t o Wi f ing dl<tgranl':; ar ~ indic at ed by :',haded areas. .
Origilla L.. ..... ... .. .. ..0 .. . :Hi :\ ()\' ~;! Changp ...... .... .. .. .. .. ..... ..... :L. .. 10 .l ull'l i
{'hang!· .... ... ...·.. .. .1.. .. .. ........ ........ 1;; Apr i\:, Chang!' ............. .. ............. .j ..... ~7 .\ 1'1' ~ 7
(·h ang!' .................. .. ........ ~ .... ............. .... ~:) St·p ~:) Challgt' . .. .. .. ..• ) ..... .. ... Ii; :-,.;p '"
A Change 5 USAF
T. O. lA-lOA-l-l
APPENDIX I
PERFORMANCE DATA
T ABLE OF CONTENTS
A-l/(A-2 blank)
T.O. lA-10A-l-l
PART I
INTRODUCTION
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Al-l
Perforlnance Data Basis •••.•••••••••.•.•.•...••• Al-l
Drag Index Sys tern . . . . . . . . . . . . . . . . . . . . . . . . . AI-2
Drag Index and Weight Data Chart • • . . • . • . . • . • . • • • • . . . . • . . AI-2
Drag Due to Weight Asymmetry • • . • . • . • . . . . . . • • • • . • . . . . . AI-3
Altitude and Airspeed Installation Error Correction .••. AI-3
Altimeter Lag Correction • . . . . . . • • • . • . . . . • . . . . . • A1-;~
LIST OF CHARTS
Figure Page
Al-1
T.0.IA-I0A-l-1
• All performance data in this Eleven store stations are available on the
manual for TF34-GE-IOO en- aircraft with station 1 being the outboard
g-ines is also applicable to station on the left wing. Stations are
TF34-GE-IOOA engines. numbered consecutively, left-to-right, to
station 11, the outboard station on the right
DRAG INDEX SYSTEM wing. 111e fuselage centerline station is
station 6.
The drag index system permits the presen-
tation of performance data for a large Drag index values for various configuration
number of external store loadings on one changes, such as landing gear extended,
chart, and thereby greatly reduces the flaps extended, pylons removed, etc. are
number of charts required in flight planning presented on the bottom portion of figure
work. In the drag index system, each item AI-I, sheets 3 and 4.
of the external store configuration, such as
a bomb or pylon, is assigned a drag index DIRECTIONS FOR USE OF CHART
whose value depends on the size and shape
of the item and its location on the aircraft. An example of the use of figure Al-l to
The summation of the store drag indexes for determine the drag indexes and the external
a particular loading define a drag index for store weights is shown below:
that configuration. This drag index, when
Given:
used in the performance charts, determines
the aircraft performance for that external A. Six pylons at stations 1, 3, 5 and 7,
store configuration. The baseline aircraft 9, 11
configuration (drag index = 0) is 11 pylons,
Pave Penny pylon and pod, with leading B. Six AGM-65A missiles on two
edge slats retracted and chaff/flare with LA u-881 A launchers
cover plates installed.
C. ANIALQ-119(V) -10 ECM pod
On all charts, drag index = 0 (baseline)
includes all drag associated with conditions, D. Full load of flares with no cover
when specified in title block. plates
AI-2 Change 2
T. O. lA-lOA-l-l
Calculate:
Al-3
T.O. lA-lOA-l-l
INDICATED
~ I ' I ' IQA' I ' 2
INDICATED CD ALTITUDE Sl ' ' - 10A-I' 8
AI-4
T. O. lA-lOA-1-l
Q:
w
CD
ell
:E
::l
Z
::I:
U
<:
:E
.....
::I:
c,:) CD
...
:::; -~---
4
CALIBRATED CD AIRSPEED FUEL TEMPERATURE CD ~ 1 • 1 • 11,)'" I • 'l
Al-5
T.O. lA-lOA-l-l
Al-6
T.O. 1A-lOA-1-1
Refer to applicable weight and balance data for exact weight of aircraft to be flown.
Baseline aircraft (drag index = 0) is clean with 11 pylons installed; leading edge slats
retracted; Pave Penny pylon and pod installed; and chaff/flare with cover plates installed.
DJ = Drag Index
NOTE
I. Suspension Equipment
TER-9/A 95 0.51
II. Stores
Al-8
T. O. 1A-10A-1-1
III. Configurations
Flaps 7 0 5.82
Flaps 20 0 24.3
Single-engine windmilling 1. 90
A1-9
T. O. lA-10A-l-l
Pylons Removed:
AMMUNITION WEIGHTS
30mm Ammo Type Weight, Complete Round Projectile Weight Case Only
Al-10 Change 1
T.O. lA-lOA-l-l
MODEL: A-lOA
DATE : 30 NOVEMBER 1982 DRAG DUE TO
DATABASIS:A.F. FLIGHT TEST WEIGHT ASYMMETRY
ENGINES: (2) TF34-GE-IOO/-IOOA
2 3 4 5 6
OR OR OR OR
10 9 8 7
PYLON STATION
4
Ai- i - IOA -]- i
Figure Al-2
Change 2 Al-ll
T.O. lA-lOA-l-l
MODEL: A-lOA
ALTITUDE AND AIRSPEED DATE: 30 NOVEMBER 1982
INST AllATION ERROR CORRECTION r--~
I DATA BASIS: A. F. FLIGHT TEST
All Gross Weights , Gear Up or Down I
ENGINES: (2) TF34-GE -IOOI-lOOA
t::i
u.J
u.. NOTE-----,
z Actual altitude is
Q
f-
indi cated altitude
U
u.J
less the corrections.
0::
0::
a
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o
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!=:
~
<X:
I
C,/)
f-
a NOTE-----,
z 2
~
( Calibrated airspeed is
z 3 indicated ai rspeed less
a
f- the correction.
uu.J
0::
0::
a
u
0
u.J
u.J
CL
C,/)
0::
<X:
Figure Al-3
Al-12 Chang e 2
T.O. lA-lOA-l-l
MODEL : A-lOA
DA TE: 30 NOV EM BER 1982 ALTIMETER
DATA BASIS : A . F. FLIGHT TEST LAG CORRECTION
ENGINES: (2) TF34-GE - lOOI-IOOA
500
400
300
40
500
400
L:i
w
l.J....
<:
<.:)
<l:
--'
300
w
0
=>
!:::
f-
--'
<l:
, ,
"d~'''': ' l
,'
Figure A l-4
Change 2 Al-13
T . O. lA-lOA-l-l
MODEL: A-lOA
I AIRSPEED CONVERSION I DATE : 30 NOVEMBER 1982
DATA BASIS: A. F. FLIGHT TEST
ENGINES: (2lTF34-GE-1001-100A
500
0:::
-
I...L..J
co
2
~ 0.4 400
:r: Vl
u «
« I-
:::,,::
2
I- 0 (
G 0.3 -20 . 300 I-
-' -40 >
u..
.. -60 .:. 0
-
I...L..J
-80 I...L..J
0..
.. : -100 Vl
200 0:::
«
I...L..J
~
0:::
I-
100
F ig ur e Al-5
Al - 14 Change 2
T. o. lA-lOA-l-l
Figure Al-·6
AI-I5
T. o. lA-10A-l-l
120
100
80
60
(/)
lJ.J
lJ.J
a::
<.:J
lJ.J
0 40
t-
lJ.J
:I:
Z
a:: 20
lJ.J
:I:
c:(
u...
-20
-40
-40 -20 o 20 40 60
CENTIGRADE DEGREES
I-I - IOA - I-~
Figure Al-7
Al-16
T.O. lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982
FUEL
DATA BASIS :A.F. FLIGHT TEST DENSITY
ENGINES: (2) TF34-GE -IOOHOOA
>-
t::
Vl
zw
Cl
--'
w
::::J
w...
10 20 30 40 50
FUEL TEMPERATURE rv °C A 1 - \ - 10 ,\ - 1-)
Figure Al-8
Change 2 Al-17
T. O. lA-lOA-l-l
t,
V
Vl
«
r! u
:::.<:
(
0
l..LI
l..LI
0-
Vl
--'
--'
«
~
Vl
1.0
1.05 l.l I 1.3
1.2 I 1.4
I I" "I I III
1.5 2 3 4 56
NORMAL ACCELERATION. n rv g'5 l - l0A-l -b
Z 1.. 1 -
Figure Al-9
Al-18 Change 2
T.O. lA-lOA-l-l
PART II
TAKEOFF
TABLE OF CONTENTS
Page
Takeoff Performance Charts (Gen eral) ........ ....... .. ... .. .... .................................. ... .. .......... ..... ....... ... .. .. ... . A2-2
Definition of Terms ................ ... ................... ...... ... .... ....... .... .. .. ........ .... ........ .... ..... ... ...... ....... ................. .. A2-2
Ta keoff Planning .. ... ... ...... .... ........... .... ... ....... ...... ... .... ...... ..... .... ........ .... .................. ........ .... ............ ........ . A2-3
Rotation and Takeoff Speed Chart ........ .... .......... ..... ... ...... ....... ...... .. ...................... .. ... .... ... ....... .. .. .. ...... . A2-4
S in g le-Engi ne Rate of Climh Char L .... ..... ... ..................... .. ........... .. .... .. ..... .... .... ........ ... ....... .. .... .... ... .. .... A2-5
Tak eoff Ind ex Chart ......... .............. ... ... ........ ..... .... ..................... ............... .... ... .. .......... ................. ...... .. .. . A2-6
Takeoff Gr ound Run Charts .. .. ....... .. ........................ .... .. .............. .. ............. ....... ... ..... ......... .... .. ... .......... . A2-6
50-Foot Obstacle Clearance Distance Cha rts .......... ........ ................ ..... ................ .... .. .. ........ ..... ............ . A2-7
ReI{ With out Anti-Sk id Chart ... ...... ....... .. ....... .... .. .. .... ...... .. ...... ..... ... .. ........ ...... ... ............... .......... .... .. ... . A2-8
Critical Field Length Chart ..... ........... .. ......... ..... .. .. ...... .......... ........ ............ ........... ... ... .. ...... .. .... ...... ... ..... . A2-8
Refusal Speed Chart. ......................... .... .... .. ... .. .. .... ...... .... .... .......... .... .... ... ...... .. .... .... .... ... ......... ..... ...... .. . . A2-9
Conti nuat ion Speed C harl ..... .. .. ....... ......... .. .............. ... ............................. .... ....... ....... ... .. ... ..... .. ..... ..... .. .. A2-1O
Wheel Brake Energy Limit Speed CharL ..... .. ... ... ... ... ..... .. ....... ..... .. ..... .... ... ............. ... .... ..... ... .......... ... . A2-11
Acceleration C he ek Speed Chart ............... ...... .... ..... ......... .. ... ...... ... .. ............. ...... ... .............. ..... ... ...... .. .. A2-12
Runway Wind Components Cha rt .... .. ................... ... .. ....... ..... .. .... ......... .... .... .. ....... .... ... .. ..... ......... .. .... ... . A2-13
Abort Takeo ff Cha rts (General) .. .. ........ ... .... ...... ....... ... ........... ..... ................ .......................................... . A2-14
Fan Speed Required for Predicted Takeoff Performance ..... ........... .......... ................... ... ....... .. .... ...... . A2-14
Minimim Fan Speeds Required for Desired Single-Engine Rates-of-Climb ............ ..... ..... .. .. ............ .. A2-14A
CHARTS
•
.-\2-7 ;]0 FL. Obstacle Clearance Distance Maximum Thrust.. .................... .. A2-22
:\2-0 ;)0 Ft. Obstacle Clearance Distance 3 ~t, Below PTFS ......................... . A2-23
A2-!J RCR Without Anti-Skid ................. ... ................. ... ... .... ... ..... .. ..... .. ........ . . A2-24
A2-1O Critical Field Length ............ .... .. .................. ....... ...... ......... .......... .......... . A2-25
:\2-11 Refusal Speed ... ....... ..... .... .................. ..... ....... ................. .... .......... .. ... .... . A2-26
:\ 2-12 Contin uation Speed ..................... ...... ................... ............ ....... ...... ......... . A2-27
:\2-12-,-\ Co nt inu ation Speed (Best S.E. RI C Speed Used as Takeoff Speed) .. A2-28A
A2-1;~ Wheel RrakE' Energy Limit Speed ........ .. .. ..................... .. ..... .. ....... .. ..... . A2-28B
,\ 2-14 Acce leration Check Speed ... .. ...... ........ .................................................. . A2-29
•
:\ 2- 15 Runway Wind Compon e nts .. .... ...... .... .... ... ......... ....... ...................... .. .... . A2-30
A2-l(i Predicted Tak eoff Fan Speed (PTFS) ................... ... .... .................. ... .... . A2-31
A2-17 Req uired Fan Speeds fo r Single Engine Rates of Climb ... .......... ...... . A2-321A2-33
A2-18 Required Fan Speeds for S ingle Engine Rates of Climb ......... .......... . A2-341 -35
:\~-19 Required Fan Speeds for Single Engine Rates of Climb ................. ... A2-36
A~-20 Required Fan Speeds for Single Engine Rates of Climb ... ............... .. A2-37
Change 5 A2·1
T. O. lA-lOA-l-l
A2-2 Change 5
T. O. lA-lOA-l-l
Refus al Speed (or 1\~ximum Abort Speed) accomplished with 7 flap deflcction and
0
maximum thrust.
Maximum speed to which the aircraft can
accelerate with dual-engine thrust, and 2. Obtain field conditions for expected
then stop in the remaining runway length. takeoff time (pressure altitude, temper-
ature, wind, runway length, slope,
Continuation Speed (or Minimum Go-Speed) condition, etc.).
Minimum speed from which takeoff speed 3. Compute the following data from the
can be attained in the remaining runway charts in this section:
length with one engine at maximum thrust
and one engine inoperative (windmilling). a. Single-engine rate of climb at take-
off speed with gear down. For best
Acceleration Check Speed single-engine rate of climb and correspond-
ing speed, refer to Part III.
Minimum speed at end of accele.ration check
time or distance. Acceleration check speed b. Takeoff index, which will be used to
should be less than refusal speed. enter most other charts in this section.
A2-3
T. O. lA-10A-l-l
value may be adjusted accordingly The chart is intended for use with maxi-
as mission requirements dictate. mum or 3 % below PTF S . Rotation s peed •
is approximately 10 knots less than take-
Each chart is discussed in detail in the off speed.
following paragraphs. An example takeoff
planning problem is worked in conjunction DIRECTIONS FOR USE OF CHART
with the discussion. The following typical
aircraft and field information is normally To obtain takeoff speed, enter the chart
det e rmined before entering the charts: with takeoff gross weight, proceed up to the
selected flap deflection, and then to the left
Takeoff weight = 40,000 lb to read takeoff speed. To obtain rotation
(aircraft operat- speed, subtract 10 KIAS from the takeoff
ing weight plus speed.
fuel plus internal
and external Sample Problem
stores)
Given:
Flap s e tting =7 0
Runway slope = l o/c uph ill Takeoff speed - 10 KIAS = rotation speed
A2-4 Change 5
T. O. lA-lOA-l-l
Sample Problem
SAMPLE ROTATION AND
TAKEOFF SPEED Given:
Change 5 A2-5
T. o. 1A-10A-1-1
TAKEOFF INDEX-CHART
Calculate:
Enter the appropriate chart with takeoff
index and proceed to the right to the air-
A. Takeoff index
craft gross weight. From this point, pro-
ceed down to the wind baseline. Contour
B. Use takeoff index chart, figure A2-4
the guidelines for headwind or tailwind to
the wind velocity (if zero wind conditions
1. Runway temperature
prevail, proceed directly through), the~_
continue down to the runway slope baselme.
2. Pressure altitude 1,000 ft
Contour the guidelines for uphill or down-
hill slope to the runway slope (if zero slope
3. Thrust setting MAXIMUM
condition prevails, proceed directly
through). From this point, proceed down to
4. Takeoff index 9.6
read the required takeoff ground run.
A2-6 Change 5
T. O. 1A-10A-1-1
D. Headwind = 10 kt
Calculate:
2. Headwind 10 kt
Change 5 A2-7
T. o. lA-10A-l-l
RCR
~1 ' l'IOA ' j- t> '.> 1- 1 " lOA- l -S
A2-8 Change 5
T. o. lA-10A-l-l
Given: 4. Headwind 10 kt
Change 5 A2-9
T. o. 1A-10A-1-1
A2-10
T. O. 1A-10A-1-1
..
ation of the gear down single-engine
rate of climb at takeoff speed and
configura tion.
TAKEOFF f'i\ .....---- --~--~~
Q..
:5
DIRECTIONS FOR USE OF CHART INDEX \V - ""-
A2-11
T. O. 1A-lOA-1-1
Sample Problem
Given:
7. Wheel brake energy Enter the chart with takeoff index, proceed
limit speed 156 kts up to gross weight, and then horizontally to
the desired time interval. From this point,
Correction for project vertically down to the wind baseline,
headwind +10 kts contour the guidelines to the wind velocity,
and then down to the runway slope baseline.
Corrected wheel brake energy limit Contour the guidelines to the runway slope
speed = 166 kts (with speed brakes and finally project down to read the acceler-
closed) ation check speed. For zero wind and zero
A2-12 Change 5
T. o. lA-10A-l-l
Sample Problem
Given:
A2-13
T. O. 1A-IOA-l-1
The abort takeoff charts contained on FAN SPEED REQUIRED FOR PREDICTED
figures A2-2 through A2-15 provide the TAKEOFF PERFORMANCE
means of planning for a GO/NO-GO
decision if an engine fails during takeoff. Figure A2-16 provides the fan speed re-
This dis cuss ion of the GO/NO-GO concept quired at arr bient temperature to obtain the
illustrates the factors that influence thrust required for the following perfor-
the decision to stop or go if an engine mance figures: Single-Engine Rate of
fails. The principal factor affecting an Climb (Figure A2-3), Takeoff Ground Run
aborted takeoff is the relationship of (Figure A2-5 and A2-6), 50 Ft. Obstacle
actual runway length to critical field Clearance Distance Maximum Thrust
length, which falls into two categories; (Figure A2-7), Critical Field Length
within each category, the speed at which (Figure A2-10), Hefusal Speed (Figure
the engine fails further affect!'; the stop A2-11), Continuation Speed (Figure A2-12),
or go decision. The decision to continue and Acceleration Check Speed (Figure
the takeoff must always include considera- A2-14). After computing and recording
tion of the gear gown single-engine climb takeoff data, use Figure A2-16 to find the
capability at takeoff speed under the fan speed required to provide the predicted
existing conditions. takeoff perforrrance previously computed.
A2-14 Change 1
TO IA-IOA-l-1
MINIMUM FAN SPEEDS REQUIRED FOR DESIRED C. Use Minimum Required Fan Speed chart,
SINGLE-ENGINE RATES-OF-CLIMB figure A2-17 (Sheet 2 of 2).
Minimum fan speeds required for desired single-
engine rates-of-climb are presented on figures A2- 5. Fan speed 79.5~ir RPM
17 (Sheets 1 of 2 and 2 of 2) for landing gear down (from fig. A2-17
and figures A2-18 (Sheets 1 of 2 and 2 of 2) for Sheet 1 of 2)
landing gear up. These data are based on normal 6. Drag index 0
takeoff airspeed with one engine operating at maxi- 7. Desired single-engine
mum thrust, and the other engine failed and rate-of-climb at
windmilling. The charts present the minimum
takeoff airspeed 100 FPM
required fan speed with flaps 7°, landing gear down
8. Minimum required 81 ~1c RPM
(or up) as a function of outside air temperature,
pressure altitude, gross weight, drag index, and fanspeed
desired single-engine rate-of-climb at takeoff air- Using figures A2-18 (Sheets 1 of 2 and 2 of 2) in a
speed. The minimum required fan speeds with similar manner, the resulting minimum fan speed
flaps retracted (0°) during takeoff are presented on required for a 100 FPM single-engine rate-of-climb
figure A2-19 as a function of the fan speeds at takeoff airspeed with gear up is 75.9'l RPM.
required with flaps 7° as obtained from figures A2-
17 andlor A2-18. The minimum required fan If takeoff is to be performed with flaps 0°, the min-
speeds which result from delaying takeoff until the imum fan speeds required for a 100 FPM single-
best single-engine rate-of-climb airspeed is engine rate-of-climb at takeoff airspeed would be
achieved, are presented on figure A2-20. obtained from figure A2-19 as follows:
Sample Problem .
1. Required fan speed, flaps 81 '/< RPM
Given: 7°, gear down
(from Figure A2-17)
A. Flaps = 7° 2. Gear Down reflector
B. Landing gear = Down 3. Required fan speed, flaps 79.2 ~;~, RPM
0°, gear down
C. Runway temperature = 30°C (86°F) and
4. Required fan speed, flaps 75.91; RPM
D. Pressure altitude = Sea level 7°, gear up
E. Gross weight = 40,000 lb. (from Figure A2-18)
5. Gear Up reflector
F. Drag index =0 6. Required fan speed, flaps 73.6% RPM
0°, gear up
G. Desired single-engine rate-of-climb at take-
off airspeed = 100 FPM If takeoff is delayed until the best single-engine
rate-of-climb airspeed is achieved, the minimum
Calculate: required fan speeds would be obtained by using fig-
A. Minimum Fan Speed required for 100 FPM ure A2-20 as follows:
rate-of-climb at normal takeoff airspeed,
flaps 7°, and landing gear down. 1. Fan speed required for RIC 81 9~ RPM
B. Use Minimum Required Fan Speed chart, at T.O. speed, flaps 7°,
figure A2-17 (Sheet 1 of 2). gear down
(from Figure A2-17)
2. Gear Down reflector
1. Runway temperature 30°C 3. Fan speed required at best 80.2 RPM
2. Pressure altitude Sea level RIC speed, flaps 7°,
3. Gross weight 40,0001b gear down
4. Fan Speed 79.5% RPM and
(This fan speed scale is used only as a 4. Fan speed required for RIC 79.2% RPM
transfer scale to go from figure A2-17 at T.O. speed, flaps 0°,
(Sheet 1 of 2) to figure A2-17 (Sheet 2 of gear down
2) 5. Gear Down reflector
Change 4 A2-14A
TO IA-IOA-I-I
A2-14B Change 4
T. O. lA-lOA-l-l
I TAKEOFF/ABORT CRITERIA I
CONTINUATION
SPEED TAKEOFF SPEED
TAKEOFF SPEED
REFUSAL SPEED
Figure A2-1
A2-15
T. o. lA-10A-l-l
A2-16
T 0 lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982
DATA BASIS: A . F. FLIGHT TEST ROTATION and
ENGINES: (2) TF34-GE-1001-100A TAKEOFF SPEED
Vi I
I
Max. or 3% Below Predicted
Fan Speed
V>
«
Q
2
Cl
w
w
CL
V>
130
~
«
u...
u...
0
w
~
«~ 120
Figur e A 2- 2
Change 4 A2-17
T 0 lA-10A-l-l
MODEL: A -lOA
SINGLE-ENGINE
~.
DATE : 30 NOVEMBER 1982
RA TE of CLIMB DATA BASIS: A. F. FLIGHT TEST
0 ,
Flaps 7 , Gear Down ENGINES: (2)TF34-GE - lOO/-lOOA
Maximum Thrust
At Takeoff Speed
V-~ ~
50 " " "":";'''''''~'r':'''''''~ ' '~' ',' ''''~'~'' :'''''''' . ~ ····.··:··"r .. ·;· .. "..· NOTES - - - - - - - - - - - - ,
. -:. .
40 "....~.-.'~' ..':u,.:.,:." ...... t.' .. d , . . . . ~,~ • With flaps 0 °, add 100 fpm .
. : . .
,
, ~ :
.~ ;.
.' ~. :
. . ~
.:,
• With gear up, add 400 fpm .
L~:.:d~·~··.I.··:·:·:::;··:·::·:·:·L ... ::.;
. .: ; .~ :; . . ., "
• With 3% below predicted
fan speed, subtract 250 fpm .
I
I
I
I
I
I , . ~ . .. "" .. ~ .",~ .. ,. . . . ~ .. ;..~ .. :.. ~. 20
I 15
I
;., ":
~.: ' ·. . . ·.
'~ · ~··:.·l'~·· 10
cD
, :2
,
I ,. 5 -'
U
,,
;. ... ' ; .;. ... . ;.. L.L..
o
"~'~i:
. ,J ::F~;;:::T, : •
~ ,~ .. .. .. ~. :"" ":"' ~ """"""
o
-5
L.J..J
I-
«
e::::
L.J..J
z
t.:)
..... -10 t'5
,,
t.:)
z
Vl
II . .. •
-20
.. ~ ... ,. ; , .. : 'f ~.:- .. %'! ;. ~ . ~. .: . ;. : . ;. . " ... . ,'.
.. , ...... :............ i ...... :.. :.L:.......•. ,......... :. ~:.: ......... 1.... ;..1..: .•.•. ,.... L..... :..:.!..:.. ,.;....L.. ;...·_
·· ;,...·:..;..';....''..L.....-.J..o.......J............L...-...;...a...---t -25
-4 -2 0 2 4 6 8
,, Figure A2-3
DRAG INDEX
" \ - \ -IOA - 2 - 2
A2-18 Change 4
T 0 lA-lOA-l-l
/ ~ ______ I WARNING
6
50
40
u
30
°2
I.J..J
~
::::> 20
f--
«~
I.J..J 10 ;. .~
0... : ;,
:'E
I.J..J
f-- 0
>-
«
~ -10 .........,. •.y.: ....... (•• ,. .....
:z .. ~ • 4
. .,. .. t ..
; • .t • •
::::> os-
~ ~ • '1". ~ ~
••• 1 ! ~ ( i ",
-20 ... ""~' ''' 'i''''' ....,.; .......
~}jJf.H.:.I.
..,-,.-</,-,..,."..." ..,.,.".... ,~,+.. j~ :; ;:. :;:
-30
11 ·Jlf·HlHf:
i l .... I ~, . I •
10
!I··!· :· · t · .. · j .
: i ; : ! ; ~, ! ~ i : . . . ..~..f) ~ ~ ~.. ", ;"
x
I.J..J
Cl
9 tfttF'P;
:z 8
LL.
LL.
0
I.J..J
::.::: 7
«f--
6
6 1· 1-10"'-2- 3
F igure A2-4
Change 5 A2 -19
T 0 lA-lOA-l-l
-
ENGINES: (2) TF34-GE-I00/-100A
Fan Speed --,'/"
, \
"" - -;\,,\
.-------1 WARNING 1____--. '--------'
X
l.LJ
Cl
Z
Vl
f-
~
2
Cl
z
3:: 30
40
f-
Z
l.LJ
U
a:::
l.LJ
Cl...
(
l.LJ
Cl...
0
-1
Vl
>- : " ~ ' :" :
<t:
~ 1
z
:::>
a::: TAKEOFF GROUND RUNrv 1, 000 FT 61 - 1- I OA - l - t,
Figur e A2- 5
, A2 -20 Change 4
T 0 lA-lOA-l-l
9
xw
Cl
Z
...lJ...
lJ...
0
W
:><::
<l::
I-
I-
Z
w
U
cr:
w
Cl..
( 1
w
Cl..
0
....J
Vl
2
>-
<l::
:s:
z 13 14
:=l
cr: TAKEOFF GROUND RUN rv l,OOO FT 81 - 1 - IOA-l-S
Figure A2-6
Change 4 A2-21
T 0 lA-lOA-l-l
MODEL: A-IDA
50 FT. OBSTACLE DATE: 30 NOVEMBER 1982
CLEARANCE DISTANCE DATA BASIS: A. F. FLIGHT TEST
Maximum Thrust ENGINES: (2) TF34-GE-100HOOA
25
t-
u....
0
8
...-<
.----1 WARNING I
2 20 • Takeoff di stances for
l.LJ
U unimproved surfaces
Z
«t- will be significantly
Vl increased and have
Cl 15 not been substantiated
l.LJ
u by fl igh t tests.
z
«0::
;5
-J 10
U
l.LJ
-J
U
«I-
Vl
co
0
~ NOTE------------
0
L1"\
If best single-engine rate-ot-climb
speed is used as takeoff speed,
increase 50ft obstacle clearance
TAKEOFF GROUND RUN tV 1,000 FT
distance by 17% with tlaps 7 0 ,
25
t-
u....
0
8
...-<
NOTE --------,
2 20
l.LJ
U
Z If best single-engine rate-ot-climb
«t- speed is used as takeoff speed ,
Vl
0 15 increase 50ft obstacle clearance
l.LJ distance by 25% with tlaps 0 0 ,
U
Z
«0::
«l.LJ
-J
U
l.LJ
-J
U
«t-
Vl
co
0
~
0
L1"\
2 4 6 8 10 12 14
TAKEOFF GROUND RUN tV 1,000 FT
Figure A2-7
A2-22 Change 4
T 0 lA-lOA-l-l
MODEl: A-lOA
DATE: 30 NOVEMBER 1982 50 FT. OBSTACLE
UATA BASIS: A. F. FLIGHT TEST
ENGINES: (2) TF34-GE-lOOl-lOOA L I
CLEARANCE DISTANCE
3% Below Predicted Fan Speed
25
~
l
I-
WARNING I I..L.
0
0
0
~,
.ex:
L.a.J 10
-.J
U
L.a.J
-.J
NOTE u
.ex:
l-
V> 5
• If best single-engine
rate-of-climb speed
C£)
0
is used as takeoff c:
0
speed, increase 50ft l1'\
obstacle clearance
distance by 17%
2 4 6 8 10 12 14
with flaps 7 0 . TAKEOFF GROUND RUN rv 1, 000 FT
25
I-
~,
I..L.
0
8
NOTES ...... 20
(
• If best si ngle-engine
L.a.J
u
:z:
rate-of-climb speed .ex:
l-
is used as takeoff V>
speed,increase 50ft Cl
L.a.J
obstacle clearance u
:z:
distance by 25% .ex:
Q::
with flaps 0 0 . .ex:
L.a.J
-.J 10
U
L.a.J
-.J
U
.ex:
l-
V>
C£) 5
0
t:
0
l1'\
2 4
TAKEOFF GROUND RUN rv 1,000 FT
Figure A2-8
Change 4 A2-23
T. o. lA-10A-l-l
MODEL: A-lOA
RCR Without DATE: 30 NOVEMBER 1982
ANTI-SKID DATA BASIS: A. F. FLIGHT TEST
V:
,,
ENGINES: (2lTF34-GE -lOOl-lOOA
*'
•
RCR CONDITION
23 DRY
12 WET
5 ICY
Cl
~
Vl
1
I-
Z
«
I-
::J
o
:r:
l-
$:
0::
U
0::
RCR A l ~ 1 -1 0A - 2 - 8
Figure A2-9
A2-24 Change 2
T 0 lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 CRITICAL FIELD LENGTH
DATABASIS:A.F. FLIGHT TEST -~ Flaps 7°
ENGINES: (2) TF34-GE-1001-100A ~--(/ '\
Speed Brakes Open 100%
\\ ,'
-. --y
----~~
RCR CONDITION
23 DRY
12 WET
5 ICY
0::
U
0:: 10
°O~~~--~~~~~~~~~~~~~~~~
2 3 4 5 6 7 8 9 10 11 12
CRITICAL FIELD LENGTH rv 1,000 FT . 1-1 -IOA-2 - ~
Figure A2-10
Ch a nge 4 A2-25
T 0 lA-lOA-l-l
MODEL: A-lOA
REFUSAL SPEED DATE: 30 NOVEMBER 1982
Flaps 0 0 or 7 0 -~ I
DATA BASIS : A . F. FLIGHT TEST
I ENGINES: (2) TF34-GE -lOOHOOA
Max. or 3% Below Predicted
Fan Speed ~- ~ ....----1 WARNING 1____. .,
Speed Brakes Open 100% • Refusal speeds obtained for
RCR's less than 12 are estimated
and have not been substantiated
by fl igh t test data .
• Takeoff distances for unimproved
surfaces will be significantly
increased and have not been
substantiated by fligllt tests.
X
L.LJ
o ,----NOTES - - - - - - ,
:z:
• Check wheel brake energy limit
speed, if lower than refusal
speed , use limit speed.
• Add headwi nd to or subtract
tailwind from speed.
• With speed brakes closed, dry
runway, decrease speed by 4%.
With speed brakes closed, wet
runway, decrea se speed by 13%.
150
" 140
130
120
o
L.LJ
no ~
Vl
-'
100 ~
::J
LL
~
t, _________________ NOTE ____________________ ~
23 20
II 1- 1-I OA. - 2 - 10
If best single-engine rate-of-climb speed is used
as takeoff speed, refusal speed remains unchanged .
Figure A2-11
A2-26 Change 4
TO lA-10A-l-l
Change 4 A2-27
TO lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 CONTINUATION
DATA BASIS: A . F. FLIGHT TEST SPEED
ENGINES: (2) TF34-GE-lOOI-1OOA
4 5 6 7 8 9 10 11 (
TAKEOFF INDEX Vl
0....
5
l.L
r-__________ II~W~A~R~N~IN~GJI--------~
• Takeoff distances for unimproved surfaces
will be significantly increased and have
not been substantiated by fligt1t tests.
Figure A2 - 12
A2-28 Cha nge 4
TO IA-IOA-I-I
MOD EL: A-lOA
DATE: 27 APRIL 1987 CONTINUATION SPEED
DATA BAS IS : A. F. FLIGHT TEST
• Best S_E_ RIC Speed
ENGI NE S: (2) TF34-GE-100/ 100A
FUEL GRAD E: JP-4
used as Takeoff Speed
FUEL DENSIT Y: 6. 5 LB;1.JS GA L
I WARNING' - -- - " T
IA - l-1 0A - O
Figure A 2 - 12A
Change 4 A 2-28A
T 0 1A-10A-1-1
MODEL: A-IDA
WHEEL BRAKE ENERGY DATE: 30 NOVEMBER 1982
LIMIT SPEED DATA BASIS: A. F. FLIGHT TEST
ENGINES: (2) TF34-GE-lOOl-lOOA
.----NOTE - - - - - - - - - - ,
OU 30
( HeadlTailwind component should be
~ 20 added to I subtracted from the computed
:::J
I- wheel brake energy limit speed to
« obtai n cor rected speed. .
5a... 10
::2:
\..LJ
I-
81-1 - IOA-2-12
Figure A2 -1 3
A2-28B Change 4
T. O. lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 ACCELERATION
DATA BASIS: A. F. FLIGHT TEST K-~ I
CHECK SPEED
ENGINES: (2) TF34-GE-lOOHOOA I
4 5 6 7 8 9 10
TAKEOFF INDEX
w
CL
o
-1
V>
>-
«
5:
ACCELERATION CHECK SPEED rv KIAS z
=:J
c::r:
B I- \- I OA- ] - 1 3
Figur e A2-14
Ch a nge 3 A2 - 29
T,O, lA-lOA-l-]
_ .. . .. _ - - - - - - - ,
,_ ..
I r'--~
MODEL: A-lOA
i RUNWAY WIND DATE: 30 NOVEMBER 1982
l.5~~~PONENTS DATA BASIS: A, F, FLIGHT TEST
ENGINES: (2)TF34-GE -IOOHOOA
#
r--'--- NOTE - - - - - - - - - - - - - - ,
Enter chart with steady wind to determine headwind or
tailwind component and with maximum gust velocity to
determ ine cro')swi nd component.
CROSS',VIND LIMIT -
... . CLEAN AIC .. ;. ~~ ""'"
NORMAL ,;~ '[
H ." OPERATION \J~ "
, -'\' , ~ .
k.,~
~~ j
90 6
~~--~~~-L--~~--~--4~0--4~5--~~5~5~6~0
A 1-1 - l ')A- 2 - I II
Figure A2-15
A2-30 Change 2
T 0 lA-lOA-l-l
MODEL: A-IDA
PREDICTED TAKEOFF DATE: 21 MARCH 1984
FAN SPEED (PTFS) ~6 DATA BASIS :T.O.1A-10A-1-1S-10
~------------------~
'':' ENGINES: (2) TF34-GE -100' -lOOA
I WARNING I
Fan speeds less than the predicted fan speed will result in
reduced single engine rate of climb and will adversely affect
other takeoff parameters. Under critical operating conditions
(short runway, high gross weight, high temperature, pressure
altitude, etc.) an abort may be the appropriate action if
predicted fan speed cannot be achieved .
...----NOTES - - - - - - - - - ,
• Fan speed should be checked after
approximately 1,000 feet on takeoff roll.
Since fan speed is a direct indication of
thrust, obtaining the fan speed shown
below (with or without droop recovery),
is necessary to obtain the performance
shown in this technical order for maxi-
mum power takeoff.
Figure A2-16
Change 5 A2 -31
T 0 lA-lOA-l-l
MODEL: A-lOA
DATE: 27 APRIL 1987 REQUIRED FAN SPEEDS
for
DATA BASIS: A.F. FLIGHT TEST
ENGINES: (2) TF34-GE-100/l00A SINGLE ENGINE RATES OF CLIMB
FUEL GRA DE: J P-4 FI aps 70 , Gear Down,
FUEL DENSITY: 6.5 LB/US GAL Maximum Thrust,
At Takeoff Speed
50
u
0
2
l..LJ
0::
:::J
I-
«
0::
l..LJ
0- 10
~
l..LJ
I-
>-
0
«
3'=
z -10
:::J
0::
-20
85
~
0-
0::
~
2
0
l..LJ
l..LJ
0-
Vl
Z
«l.J....
70
MODEL: A-lOA
DATE: 27 APRIL 1987 REQUIRED FAN SPEEDS
DATA BASIS: A.F. FLIGHT TEST
for
ENGINES: (2) TF34-GE-100/100A SINGLE ENGINE RATES OF CLIMB
0
FUEL GRA DE: J P-4 FI aps 7 , Gear Down,
FUEL DENSITY: 6.5 LB/US GAL Maximum Thrust,
At Takeoff Speed
:2:
85 a..
c::
rfl.
(
0
L.LJ
80 L.LJ
0..
(/)
:z:
«
l.J....
0
L.LJ
75 ~
::::)
a
L.LJ
c::
70
90
85
:2:
a..
c::
rfl.
(
0
80
L.LJ
L.LJ
a..
(/)
:z:
«l.J....
75
---------
70
65
Figure A2 - 17 (Sheet 2 of 2) .
Cha nge 4 A2-33 '
TO lA-lOA-l-l
MODEL : A-lOA
REQUIRED FAN SPEEDS
DATE: 27 APRIL 1987
for
DATA BASIS: A.F. FLIGHT TEST
ENGINES: (2) TF34-GE-100/l00A
SINGLE ENGINE RATES OF CLIMB
FUEL GRA DE: J P-4 FI aps 7°, Gear Up,
FUEL DENSITY: 6.5 LB/US GAL Maximum Thrust,
At Takeoff Speed
30
u
0
( 20
l..LJ
0:::
:::J
I- 10
«
0:::
l..LJ
a.. 0
~
l..LJ
I-
-10
-20
80
~
a..
0:::
1ft
(
Cl
l..LJ
l..LJ
a..
Vl
:z:
«
I.J...
Figure A2 - 18 (Sheet 1 of 2)
A2-34 Change 4
TO lA-10A-l-l
MODEL: A-lOA
REQUIRED FAN SPEEDS
DATE: 27 APRIL 1987 for
DATA BASIS: A.F. FLIGHT TEST
ENGINES: (2) TF34-GE-100/l00A SINGLE ENGINE RATES OF CLIMB
FUEL GRA DE: J P-4 Flaps 7°, Gear Up,
FUEL DENSITY: 6.5 LB/US GAL Maximum Thrust,
At Takeoff Speed
:2:
0..
85 n:::
~
(
0
UJ
UJ
0..
80 Vl
Z
<l::
I.l-
0
UJ
n:::
75 =:l
a
UJ
n:::
70
90
85
:2:
0..
n::: 80
~
2
0
U.J
U.J
0..
Vl 75
z
<l::
I.l-
70
65
Figure A2 - 18 (Sheet 2 of 2)
Change 4 A2-35
TO lA-lOA-l-l
MO DEL: A-lOA
DATE : 27 APRIL 1987
REQUIRED FAN SPEEDS
DATA BASIS: A. F. FLIGHT TEST FOR
ENGINES: (2) TF34-GE-100/100A
SINGLE ENGINE RATES OF CLIMB
fUEL GRADE: JP-4 FLAP EFFECT
fUEL DENSITY: 6 . 5 LB/ US GAL
Maximum Thrust
Cl
L1.J
L1.J
CL
Vl
Z
<J:.
L1..
Cl
L1.J
0::
::::)
a
L1.J
0::
Figure A2 - 19
Cha nge 4
TO IA-IOA-I-I
MODEL: A-10A
DATE: 27 APRIL 1987
REQUIRED FAN SPEEDS
DATA BASIS: AoFo FLIGHT TEST FOR
ENGINES: (2) TF34 -GE-100/100A
BEST SINGLE ENGINE RATES OF CLIMB
FUEL GRADE: JP-4 Maximum Thrust Flaps O~ 7°
FUEL DENSITY: 605 LB/ US GAL
2:
0....
0::::
~
U
0::::
l-
V>
l.L.J
a:l
0::::
0
u..
0
l.L.J
0::::
=>
al.L.J
0::::
0
l.L.J
l.L.J
0....
V>
Z
<l:
u..
74
Figu re A2 - 20
Change 4 A 2-37i (A 2-38 Blank)
T. O. 1A-10A-1-1
PART III
CLIMB
TABLE OF CONTENTS
Page
LIST OF CHARTS
Figure Page
Change 5 A3-1
'1'.0. lA-lOA-l-l
Sample Problem
Given:
schedule is shown in tabular form on each
sheet 1 of the various climb charts. These
A. Start climb pressure altitude := 5,000 ft
speeds represent the speeds at which maxi-
mum rate of climb occurs at each pressure
B. Start cliPlb gross weight := 110,000 lb
altitude. The standard day cruise ceiling is
shown on the chart for an aircraft with drag
C. Thrust setting == l\1AXIMUM
index of zero.
D. Desired cruise altitude = 25,000 ft
If the climb starts at sea level, enter the
climb performance cha rts with sea level
E. Drag index = -0.65
gross weight and proceed to the right to the
end climb altitude, then drop down to the
F. Temperature variation from standard
desired drag index value, and left to the
day = -10°C
temperature baseline. Continue through the
temperature correction grid if standard day
Calculate:
temperature is used. If a temperature cor-
rection is required, contour the nearest
guideline to the desired temperature varia- Fuel, time, and distance required for a
tion, then proceed left to read fuel, time, climb from 2,000 feet field elevation to
or distance. . 25,000 feet pressure altitude.
If the climb begins at an altitude other than Use maximum thrust climb, fuel used
sea level, the fuel required to climb from chart, figure A3-1, sheet 1.
one altitude to another altitude is the fuel
required from sea level to the higher alti- l. Start climb gross weight 40,OOOlb
tude less the fuel required from sea level to
the lower altitude. Time and distance are 2. Start climb pressure
obtained in the same manner. altitude 5,000 ft
A3-2
1'.0. 1A-10A-1-1
~~0
TEMP
\ I I lOA I 10 '>.1 t l OA. J ')
A3-:~
T.O. 1A-10A-1-1
I
crUise and service ceiling data for 3% figure A3-4, top portion of chart:
below PTFS are presented on figures A3-8
and A3-9, respectively. These charts 1. Gross weight 37,500 lb
determine the applicable ceilings as a func-
tion of actual gross weight at altitude, drag 2. Drag index -0.65
index, and temperature variation from
standard day. 3. Go to temperature
baseline
DIRECTIONS FOR USE OF CHARTS
A3-4 Change 5
T .0. 1A-lOA-1-1
A3-5
T.O. lA-10A-l-l
A3-6
T. O. lA-lOA-l-l
A3-7
T. O. lA-lOA-l-l
MODEL: A-lOA
MAXIMUM THRUST CLIMB
+~
DATE: 30 NOVEMBER 1982
Fuel Used, Speed Schedu~ DATA BASIS: A. F. FLIGHT TEST
I
ENGINES: (2) TF34-GE -100/-100A
J,
V
co
-J
80
co.-: START, TAXI , TAKEOFF, AND
~ ( ACCELERATE TO CLIMB SPEED
....J
ul- PLANNING FACTORS
I-::C
O;::~ FUEL USED 500 LB
«w
1-5:
VlVl
Vl DISTANCE (BRAKE
0 2 NM
0;:: RELEASE TO CLIMB
<.:>
SPEED)
TIME (BRAKE
RELEASE TO CLIMB 1 MIN
SPEED)
2,500
A3-8 Change 2
T. O. lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 MAXIMUM THRUST CLIMB
DATA BASIS : A . F. FLIGHT TEST Time and Distance
ENGINES: (2) TF34-GE -lOO/-lOOA
§
CQ ......
2 (
::::;f-
U:c
f- <.;)
0:: -
«w
f-$:
VlVl
Vl
o0::
<.;)
Vl
I.LJ
f-
=>
z
2
2
w
~,
2
f-
Vl
W
--'
2 150
--'
«
U
f-
=>
«
z
(
w
U
z
«f-
Vl
Cl
0 ',
20 10
TEMP VAR
FROM STDrvoC A l - I - I OA - 3 -S
Change 2 A3-9
T 0 lA-lOA-l-l
MODEL: A-lOA
3% BELOW PREDICTED FAN
SPEED CLIMB
+-7 DATE : 30 NOVEMBER 1982
I
I
DATA BASIS: A. F. FLIGHT TEST
Fuel Used and Speed Schedule ENGINES: (2) TF34-GE-1001-100A
o
8
co .-.
~ (
-Jf-
U:c
f- <!l
O::w
~~
VlVl
Vl
o0::
<!l
2 NM
1 MIN
rv 1, 000 FT
SEA LEVEL
5
10
15
20
25
30
35
40
0 20 .\0 0
TEMP VAR
FROM STD rv °C ;' 1- 1- 1QA- ) - 1
A3-1 0 Change 4
T 0 lA-lOA-l-l
MODEL : A-lOA
3% BELOW PREDICTED FAN
DATE : 30 NOVEMBER 1982
DATA BASIS: A. F. FLIGHT TEST SPEED CLIMB
ENGINES: (2) TF34-GE-I00f-l00A Time and Distance
DI : 0 rvSTD DAY
CRUISE CEILI NG
50
45
co ......
~ ( 40
-'I-
U I
I- c..:>
~
35
«w
I-S:
VI VI
30
,,
VI .
o
~
c..:> 25 . : •~ ~ 1 :; .> . . . .;~. APLRTESS UkE ... .. .. . .
..... .t .... :.:, ... l.~ .... :.:.. 1;.. ;... ;.. ~..:.;..:...:. ;r.·.· ......:.:•. L .........1............ ~ .........L. . >L .. !' ITUDE rv I, 000 FT
. . ~....: : '. . : :: .. ': . ~ : ... j:
. ,. .:.
..• ... : f . . . : ... ...... :·:·:~~ !.. . . .. ..
:.!.::.... ,:.. :.., ...~~ . ,.......... t:~.::.: . . . . ~. ..........
i ."' ~'''··~·'·····~··~·r:········:·r:
;. i .'····· ··:·r,·~····
r·. . ·:.
.. " .. ,.,,. ....~,,,..,, ... ,. + ...,. <~.~" ~. :; .... .···:. .:~ .....
: ~ : . ~.... : ~
;.r.:.. :.:.....L.. ·.... r: . :. '·~·· . :·~ . :· L·.." .. ..
. ~ . . : .' . :... . ~ .
1> • • ~
.. -. '~"'"':'':'1':'''
: . .
.... :..t· ..... .:. ..,.1.:.:;.:
. .
~
.. :.:. ;
~
. . . : : ~. . .' t: : ~ . '. . . , .
··· .. ···· .. ;,·:..·.... ···r·;·:· .. ·: ..,··,· .. ::+:·:.'1'·;·l.;;.
VI
W
...J
150
...J
«
U
I-
:::J
~ 100
(
....
w .......... " " ....... "" ...••...... ,•...
U
z .
«
I- . -:. .
.
.' ;
VI 50 ." ••• , - ••" . " . " • . , ••• ~. <', ••• ••••, . . . . . . ;', . . . , . , ;,. •• - •• - ••••• ~. ~~." ••• ,~.~
o
. ' , . ' •• ~,'• • " ' . ' f f ' t.' .. · f, . . . . . ' , . . . . . . ., . , ""l' ff' .... "
,..
. . . . . . . . . . . . . ." . . . . . . . .... ~ .., ......... ;.
t. ~ .
. ;:- ;"
,
.............. " . " ... . / .... • o f. . . . . ' . ' . . . . . . . . . . ; • .............. " . . . . . . . . ... . . .;.... , ...... ~
"" .......... ,.
020 10
TEMP VAR
FROM STDrvoC A 1·1 - I OA - 3-6
Change 5 A3-11
T. O. lA-lOA-l-l
MODEL : A-lOA
COMBAT CEILING (500 FPM) DATE: 30 NOVEMBER 1982
Maximum Thrust DATA BASIS: A . F. FLIGHT TEST
~
~
ENGINES: (2) TF34-GE:"1001-I00A
I
/',
I
I
•
I I
V
I
45
t;::
,
.... . ..
§ . . ~ .
.·": "1
:... ;.:
Figure A3-3
A3-12 Change 2
T 0 lA-lOA-l-l
•
ENGINES: (2) TF34-GE-l00/-l00A I
'
......
20 20 10 0 25 30 35
TEMP VAR GROSS WEIGHT rv 1,000 LB
FROM STD rv °C '" __ ''~''' ...' ........'.~ .. ~ ..~.~ ........ ~ .....'
L.U
o
:=:> . .~ . ~ : ~
I-
5« : ~ : : ~ : ; : .. ~ ~
: ; : ~ i· : ; . . ' "
: .~.~ .. ].±. j.. ;~.:.~.I~~.~
.:~ ~:
~ f ~.<.. .~..;~. ':..'.'.t., .-:.... .. .. ~ ... ~ . ..., ~.. . .. . ....:- . ;,.~. . . ~~'. :. ~ ," :.". t ~.'.. '. .' ~ ..'; '.: ~'. :;
.' :." : .
Figure A3-4
Change 4 A3-13
T. O. lA-lOA-l-l
MODEL: A-lOA
BEST SINGLE-ENGINE
RATE OF CLIMB SPEED
Flaps 7 0 , Gear Down
-\ I
I
DATE : 30 NOVEMBER 1982
DATA BASIS: A. F. FLIGHT TEST
ENGINES: (2) TF34-GE-lOOl-lOOA
Maximum Thrust / _.
Failed Engine Windmilling ~
··· ··'····'··'····""·r'~":':··o~
.. ~ .. l '
'. "'"';'''''
40 .....................·"". :-f ." ." ....~. :;·:"~","i··~·:··:· . -·l
:. , . :
· ,, . ': .' ·1' .------ NOTES - - - - - - - - - - .
u
30 ......, ..,,,.
o
(
LLJ
· ,, .
.. • Compare chart value with computed
takeoff speed. If value for gear down
...
~ 20
.
~
f- ·, .
best climb speed is less than takeoff
« .;. :
speed . use takeoff speed as best
e5 10
CL
~
.. :.. ' .. ' 6:
; . ,~,.; .
. .,. . -' . : ." single-engine climb speed,
~ 0 1':':': '-\ . . t.. '.::..:.:. • Add 10 KIAS for gear up _
«>- ..
sz -10 ..... ·, .. ·;· .. ··· .. ·:··1·,.
~
.;
. L ...
L;":..~·L :<; . • Add another 10 KIAS for flaps up.
-20 ·.. ·:· . ' .:.;:
~ . , .;. ,
; . : :~ .
.~ .
~.:... .':'"' ". ".".t.:.;, ... ''''.- ... " .~ .. :. ~ .~ ..
; .. ,
'. ; · ? ~- . , .
; . .... ;
. .r:.:..-.:. t '~ . . ~- : ..
. . .. " ...... " ... ", .'" ... " 170
.
~ ,"
. ; .
·
· ;.,
. ; ;. .. ;.
: ..
: .. , ...... " : ....... ,
150
: .. o
LLJ
:,. ..." ... ... " LLJ
CL
Vl
a::
""-,;....... "". ~ 140 «
o
LLJ
f-
. -"', :.. ~.:, «
;. . ~
· ,f . . . , ;. . . . ~
u
: . . . . -;. . . . . ;. . . ~ ', . ,- ~ . . , . o
z
-4 -2 0 2 4 6 8
DRAG INDEX
Figure A3-5
A3-14 Change 2
~~~~~~~~~~~~~~~~~~~~~-
MO DEL : A-lOA
SINGLE-ENGINE RATE
T.O. lA-lOA-l-l
,,
,
,,
DATE: 30 NOVEMBER 1982
DATA BASIS: A .F . FLIGHT TEST OF CLIMB
ENG INES: (2) TF34-GE -lOOI-lOOA Flaps 7 0 , Gear Down,
Maximum Thrust
at best rate of climb speed
r---
•
NOTES - - - - - - - - - - - .
40
,
o
u
2
30
20 ,
10
I
o
f-
Z
u.J
CD -10
I
2=
«
-20 L.LJ
I
-30
Z
I
. ,.... . . .
i:.+ . I
~
""'" ';'" ···· .:·t . ·," .. ;,: ...... : ......... ~ ............ .. ;.. L .... .;.. ;"..f'~r~~:=::L·
:=:
: ... ;
2
:::;
u I
o lJ...
o
L.LJ
f-
«a::
I
L.LJ
z
-10 C)
Z
L.LJ
.... " . . . . . . . . ., , . . . . . . " , , ; . .·. . . . . . . ., . . . . . d , ••
.. .
:.t ...... ".. .. ', ...... ',.~ -15 -w'
C)
z
··t· -20 l/l
. ?
; ... ," :
-25
-4 -2 0 2 4 6 8
DRAG INDEX 1\ 1 ~ \- l OA - 3-)
Figure A3- 6
Change 4 A3-15
.
,,
~ .,,~.,.,.,..,..,~~~~~~~~I'~~~~~~
T. O. lA-lOA-l-l
I co
-'
... " ... --, -- .....,
.
~
,
..... ". , ......" ... "'
,
t
, ... " " " ~
~
.... "'
I 1,600
1,000
co
-'
2
Cl
L.U
(/)
800
::J
- '
L.U
::J CLIMB SPEE D SCHED ULE
u...
ALL GROS S WEIGHTS,
600 DRAG INDEXES
PRESSURE INDICATED
ALTITUDE AIRSPEED
400
rv 1,000 FT rv KIAS
SEA LEVEL 170
5 165
200 10 160
15 155
20 150
25 14 5
0 20 10
TEMP VAR
FROM STD rvoe A 1- 1- 10 /\ - 3- J
A3-16 Change 2
MAXIMUM THRUST CLIMB
Time and Distance
SINGLE-ENGINE
Failed Engine Windmilling
a::>
-'
C>
C>
C>
a::>-
:2: 2
:::il-
u:r:
1-<'::>
W
0::: 35
;=:5:
V) V)
V)
o
0:::
<.::>
V)
UJ
I-
:::l
Z
V)
UJ
-'
-'
<C
U
I-
:::l
<C
Z
2
UJ
U
Z
<C
l-
V)
Cl
A 1- 1- I OA - )-8
, I
~ --1---
OL..-----:I
20 10 0 25 30 35 40 45 50
TEM P VAR
GROSS WEIGHTrvl , OOOLB
FROM STDrvoC
A 1- 1-I OA-) - l l
Figure A3-8
MODEL: A-lOA
DATE : 30 NOVEMBER 1982 SERVICE CEILING (100 FPM)
DATA BASIS: A. F. FLIGHT TEST Maximum Thrust
ENGINES: (2) TF34-GE-IOOI-IOOA t;
I
I
-~
, ,
SINGLE-ENGINE
Failed Engine Windmilling
• I
~ I
····;,·:·;',·.1··:······':·\:······;·1
'
t:
o
o
o
c.::>
Z
-J
w
U
w
U
t.
>
a:::
w
(/)
:~ . ·r"··."'. ~"'. . . 1",,:'·. ;~":;'. l.· ..
:",:.::" t·-:." ... ".;~.';""' . ':" ..."; :. '".""'" ....;. . . .... :.:. . ~."' ...... ':";' .
: .. T ~,::. i . '. '......;, .'......' '. : . . . ~ .. ~ . '.~'" :
.-, . ', ) :. .,... 1
'~":':'" """ ...... :.~ ..... ".. -+ ': ....:.".Y' ~ ..'...:":'" ·; ..' . . ..1,··:··· .:.:..,..,........ t':.....:.: .~, .
. .:., :,.
PART IV
RANGE
TABLE OF CONTENTS
LIST OF CHARTS
Figure Page
A4-1 Optimum Cruise Altitude for Short Range Missions •• • • • • •• • • • • • • •• A4-8
A4-2 Optimum Cruise Altitude. • • • • • • • • • • • • • • • • • •• • • • • •• • • • • • • •• A4-9
A4-3 Cons tant Altitude Cruise • • • • • • • • • • • • • • • • • • •• • • • • •• • • • • • • •• A4-10
A4-4 Fuel Flow and Specific Range. • • • • • • • • • • • • • • •• • • • • •• • • • • • • •• A4-12
A4-5 Optimum Cruise Altitude (Single-Engine) • • • • • • • •• • • • • •• • • • • • • •• A4-15
A4-6 Constant Altitude Cruise (Single-Engine) • • • • • • • •• • • • • •• • • • • • • •• A4-16
A4-7 Fuel Flow and Specific Range (Single-Engine) • 0 • • • • • • • • • • • • • • • • •• A4-18
A4-8 Diversion Range Summary. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• A4-21
RANGE CHARTS (GENERAL) miles per pound of fuel). This speed is used
to decrease mission time without severe
The range charts provide the means of penalty to range.
determining the optimum conditions under
which the aircraft can be operated during OPTIMUM CRUISE ALTITUDE FOR
cruise to obtain the maximum distance SHORT RANGE MISSIONS
per pound of fuel, or conversely, to
determine the feasibility of operation For a short range miSSion, the cruise alti-
under a given set of conditions. Cruise tude may optimize at a lower altitude than
data may be obtained for the initial cruise, is required for a long range mission. The
average, or any aircraft gross weight. optimum cruise altitude for short range
missions chart, figure A4-1, presents
DEFINITIONS the cruise altitude for short range missions
as a function of the climb-plus-cruise-
MAXIMUM RANGE CRUISE SPEED plus-descent distance, start climb gross
weight, and drag index. If the intersection
The airspeed for maximum range cruise is
of the drag index and mission range dis-
1he speed at which 100% of the nautical miles
tance plot falls outside the dashed "Use
per pound of fuel are attainable at the mo-
Optimum Cruise Altitude" line, obtain
mentary gross weight and altitude. That is
optimum cruise altitude from figure A4-2.
the airspeed corresponding to the maximum
nautical miles per pound of fuel.
DIRECTIONS FOR USE OF CHART
LONG RANGE CRUISE SPEED
Enter the chart with drag index and proceed
The airspeed for long range cruise is that to the right to the desired mission range
speed faster than the maximum range cruise distance, then drop down to the start climb
speed which provides 99% of the maximum gross weight. From this point, proceed to
cruise range (99% of maximum nautical 1he left to read pressure altitude for cruise.
A4-1
T. O. lA-10A-l-l
B. Mission range distance = 150 NM Enter the appropriate chart with gross
weight at altitude, proceed up to the drag
C. Start climb gross weight = 40,000 lb index, and then to the left to the tem-
perature baseline. If standard day tem-
Calculate: perature exists, pass directly through the
correction grid to read the optimum
A. Optimum cruise altitude cruise pressure altitude. If not, contour
the nearest appropriate guideline (hotter
B. Use optimum cruise altitude for short or colder) to the temperature variation and
range missions chart, figure A4-1 then move to the left to read pressure
altitude.
1. Drag index 2
Sample Problem
2. Mission range 150 NM
Given:
3. Start climb gross weight 40,000 lb
A. Gross weight (at altitude) :::: 40,000 Ib
4. Pressure altitude for
cruise 21,000 ft B. Drag index =2
OPTIMUM CRUISE ALTITUDE CHARTS C. Standard day -10<>C temperature
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T. o. 1A-IOA-I-I
B. Use optimum cruise altitude chart, (figures A4-4 and A4-7) should be used
figure A4-1 when other than these cruise speeds are
required.
1. Gross weight 40,000 Ib
DIRECTIONS FOR USE OF CHARTS
2. Drag index 2
Enter sheet I with cruise gross weight,
3. Go to temperature proceed right to the cruise pressure
baseline altitude, down to drag index, then left and
read long range true Mach number. The
4. Temperature long range cruise Mach number can be
variation converted to calibrated airspeed using
figure AI-5. At this value of true Mach
5. Pressure altitude 30,000 ft number, proceed right to the temperature
baseline and parallel the nearest guide-
CONSTANT ALTITUDE CRUISE CHARTS line to the temperature applicable to the
cruise altitude. Continue right from this
The constant altitude cruise charts for point to the zero wind line, and at this
dual-engine operation (figure A4-3, sheets position read the true airspeed on the scale
1 and 2) and for s ingle-engine operation at the bottom of the chart. Correct the
(figure A4-6, sheets 1 and 2) provide airspeed to ground speed by moving left
cruise data based on long range cruise (for headwind) or right (for tailwind) by the
speeds. Long range cruise speed trades amount of the wind, and read the ground
1% of maximum range for an approximate speed on the same scale at the bottom of
10% increase in speed. the chart. Move vertically up at the
correct value of ground speed to the ground
Sheet 1 provides long range cruise speed distance curve applicable to cruise (inter-
(true Mach number) as a function of gross polate, if necessary), then left and read the
weight, pressure altitude, and drag index. time to cruise.
The long range cruise Mach number ean
be converted to calibrated airspeed using Enter sheet 2 with cruise gross weight,
the airspeed conversion chart (figure move right to cruise pressure altitude,
Al-5). The remainder of sheet 1 is an aid and then down to the drag index. At
in obtaining values of true airspeed or this point, move left and read nautical
ground speed and time as a function of miles-per-pound of fuel (specific range).
true Mach number, temperature, and At this value of specific range, proceed
ground distance. Sheet 2 provides right to the true airspeed curve (inter-
specific range (nautical miles per pound polate, if necessary), then proceed up,
of fuel) as a function of gross weight, noting the values of fuel flmv, and continue
pressure altitude, and drag index. Fuel up to the time required for cruise obtained
flow and fuel required may be obtained from sheet 1. From this point, move left
from the remainde r of the cha rt as a and read fuel required for cruise.
function of specific range, true airspeed,
and time. The values of true airspeed and \'v'hen the cruise gross weight is not known
time are obtained from sheet 1. initially, it may be necessary to r11n
through the charts once to obtain a value of
The constant altitude cruise charts should cruise fuel based on the initial cruise
be used for mission planning when maximum weight and then reread the charts using
range long range capability is desired, and the initial cruise weight reduced by half
the fuel flow and specific range charts of the fuel found for cruise.
A4-3
T. o. 1A-10A-1-1
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7. Time 48.4 min Enter sheet 2 with the true Mach number
and proceed to the right to the reference
8. Fuel required 2,002 lb number curve for the reference number
value obtained in sheet 1 (interpolation may
FUEL FLOW AND SPECIFIC be required). From this intersection,
RANGE CHARTS move up to the cruise pressure altitude,
and then to the left to read nautical miles
The fuel flow and specific range charts pro- per pound (specific range).
vide cruise data throughout the speed range
from approximately maximum endurance Enter sheet 3 with the cruise true Mach
speed to maximum level flight speed. number, proceed to the right to the temper-
Charts are provided for both dual-engine ature curve applicable to the cruise pres-
and single-engine operation. These charts sure altitude, and then move up to read the
are used when the cruise speed is other true airspeed. Continue up from this true
than long range cruise speed. airspeed to the nautical miles per pound
(specific range) curve for the nautical miles
The th ree fuel flow and specific range per pound value obtained in sheet 2. From
charts for dual-engine operation are pre- this intersection, move to the left and read
sented on figure A4-4, sheets 1 through 3. the total fuel flow. A reference table is
Sheet 1 is used to obtain a reference number provided at the bottom of the chart for
that, when used in sheet 2, provides specific temperature vs pressure altitude based on
range for the particular conditions of the a standard day.
flight. In sheet 3, cruise Mach number and
temperature define true airspeed, which, Sample Problem
when combined with specific range, yields
total fuel flow. The single-engine charts, Given:
presented on figure A4-7, sheets 1 through
3, are identical in format and are used in A. Gross weight = 35,000 lb
the same manner as the dual-engine charts.
B. Cruise pressure altitude = 25,000 ft
DIRECTIONS FOR USE OF CHARTS
C. Desired cruise speed = 200 KCAS
Using the appropriate set of charts, enter
sheet 1 with cruise gross weight, move D. Desired cruise true Mach number
right to the cruise pressure altitude, and (from figure Al-5) = 0.488
then down through the true Mach number
scale directly to the baseline. From this E. Drag index = 4.0
point of intersection with the baseline, con-
tour the guideline either to the left or to the F. Temperature at altitude = Std day
right to the desired cruise true Mach num- (-34.5°C)
ber projected down from the true Mach
number scale. At this point of intersection, Calculate:
proceed to the right with a projection line
through the reference number grid plot. A. Reference number, specific range,
Now, enter the upper right portion of the fuel flow, and true airspeed
chart with the cruise true Mach number,
move to the right to the appropriate drag B. Use fuel flow and specific range chart,
index, and then proceed down to intersect figure A4-4, sheet 1
the horizontal projection that was plotted
previously through the reference number 1. Gross weight 35,000 lb
grid. At this intersection, read the value
of reference number for use with sheet 2. 2. Pressure altitude 25,000 ft
A4-5
T. o. 1A-10A-1-1
SAMPLE FUEL FLOW AND SPECIFIC SAMPLE FUEL FLOW AND SPECIFIC
RANGE (SHEET 1) RANGE (SHEET 2)
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A4-6
1. O. lA-10A-l-1
The two types of flight profiles are: 4. Cruise speed 168 KlAS •
Change 1 A4-7
T. o. l A-lOA-l-l
MODEL: A-lOA
OPTIMUM CRUISE ALTITUDE DATE: 30 NOVEMBER 1982
FOR SHORT-RANGE MISSIONS DATA BASIS: A . F. FLIGHT TEST
Standard Day ENGINES: (2) TF34-GE -lOOHOOA
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DATE: 30 NOVEMBER 1982 OPTIMUM CRUISE
DATA BASIS: A. F. FLIGHT TEST ALTITUDE
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MO DEL : A-lOA
I CONSTANT ALTITUDE DATE: 30 NOVEMB ER 1982
! CRUISE DATA BASIS: A. F. FLIGHT lEST
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MODEL: A-lOA
FUEL FLOW And DATE: 30 NOVEMBER 1982
SPECIFIC RANGE
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DATE : 30 NOVEMBER 1982 FUEL FLOW And
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MODEL: A-lOA
FUEL FLOW And DATE : 30 NOVEMBER 1982
SPECIFIC RANGE DATA BASIS : A . F. FLIGHT TEST
True Airspeed And ENGINES: (2) TF34-GE-lOO; -lOOA
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MODEL: A-lOA .~
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MODEL: A-lOA
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DATA BASIS: A. F. FLIGHT TEST Long Range Speed ~
ENGINES: (2) TF34-GE-lOO/-lOOA Specific Range, Fuel FlOW, ~~
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MODEL: A-lOA
FUEL FLOW And
DATE: 30 NOVEM BER 1982
SPECIFIC RANGE DATA BASIS: A. F. FLIGHT TEST
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Reference Number
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FUEL FLOW And DATE: 30 NOVEMBER 1982
SPECIFIC RANGE DATA BASIS: A . F. FLIGHT TESl
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T. o. lA-lOA-l-l
RANGE AND TIME WITH 1,200 LB FUEL REMAINING FOR APPROACH AND LANDING
ll'.1TlAL ALTITUDE
x 1,000 SL 5 10 15 20 25 30 35 OPTION
• FUEL, TIME, AND DISTANCE INCLUDED FOR CLIMB TO OPTIMUM ALTITUDE, CRUISE, AND
ON-COURSE MAXIMUM RANGE DESCENT TO SEA LEVEL DESTINATION.
A4-21
T. o. lA-lOA-l-l
RANGE AND TIME \-VITH 1,200 LB FUEL REMAINING FOR APPROACH AND LANDING
INITIAL ALTITUDE
x 1,000 SL 5 10 15 20 25 gO 35 OPTlON
c-i' NM 14 9 160 172 182 192 203 213 225 CLIMB TO OPTIMUM ALTITlJDE
AND DESCEND ON COL'RSE
MIN 43 45 47 49 50 52 54 55
NM 133 159 182 205 231 253 279 294 CRUISE AT INITIAL ALTITUDE
I!l AND DESCEND ON COURSE
....:l MIN 46 52 57 60 64 65 70 70
0
0 FT xl, 000 35 35 35 35 35 35 35 35 OPTIMUM ALTITUDE
0
M NM 217 229 240 251 261 273 284 294 CLIMB TO OPTIMUM ALTITUDE
AND DESCEND ON COURSE
MIN 57 60 61 63 65 67 68 70
CRUISE ALT SL 5 10 15 20 25 30 35
FT xl, 000
CRUISE SPEED CRUISE AT MAX RANGE
- KlAS 180 177 175 173 170 168 166 163 AOA -15.6 UNITS
CRUISE FF
-100 LB/HR 24.1 22.0 21.1 20.5 19.6 19.5 19.2 19.7
DESCENT DIST
- NM 0 8 17 26 35 44 54 65 DESCEND AT 146 KIAS SPEED
BRAKES CLOSED, IDLE THRUST
DESCENT FUEL
- LB 0 29 56 83 108 133 156 178
• FUEL, TIME, AND DISTANCE INCLUDED FOR CLIMB TO OPTIMUM ALTITUDE, CRUISE, AND
ON-COURSE MAXIMUM RANGE DESCENT TO SEA LEVEL DESTINATION.
A4-22
T. o. l A- lOA-l-l
RANGE AND TIME WITH 1,200 LB FUEL REMAINING FOR APPROACH AND LANDING
INlTIAL ALTITUDE
x 1,000 SL 5 10 15 20 25 30 35 OPTION
• FUEL, TIME, AND DISTANCE INCLUDED FOR CLIMB TO OPTIMUM ALTITUDE, CRUISE, AND
ON-COURSE MAXIMUM RANGE DESCENT TO SEA LEVEL DESTINATION.
A4-23/(A4-24 blank)
T.O. lA-lOA-l-l
PART V
ENDURANCE
TABLE OF CONTENTS
Page
LIST OF CHARTS
Figure Page
ENDURANCE CHARTS angle scale with the desired bank angle and
projecting up. At the point of intersection
The endurance charts presented in this of the two projections, proceed to the right
section provide a means of determining the and read the equivalent gross weight. Now,
optimum airspeed and fuel required to enter sheet 1 of figure A5-2 (two-engine) or
loiter at a given altitude for a specific A5-3 (single-engine) with pressure altitude
period of time. If the loiter period requires and proceed across to the right to equivalent
turning flight, the aircraft gross weight gross weight. (If maximum loiter time is
should be corrected for bank angle. This desired, use the upper right grid to find
corrected gross weight is defined as optimum maximum endurance altitude.
equivalent gross weight with bank angle, Enter with equivalent gross weight, proceed
and is presented on figure A5-1 as a func- right to drag index, and then down to
tion of bank angle. The maximum endur- altitude scale.) From the point of inter-
ance charts for two-engine and single- section with equivalent gross weight, drop
engine operation are presented ~n figures down to the appropriate drag index, and
A5-2 and A5-3, respectively. Single- then proceed to the right to the baseline of
engine charts include failed engine wind- the temperature correction grid (standard
milling. Sheet 1 of each chart presents day). For nonstandard day temperatures,
optimum loiter altitude and total fuel flow. contour the guidelines to the temperature
A temperature correction grid (variation variation (if standard day conditions exist,
from standard day) to total fuel flow is proceed directly through the correction
included for optional use. Sheet 2 of each grid), and then proceed to the right and
chart presents maximum endurance air- read the total fuel flow, in pounds per hour.
speed and fuel required to loiter (or loiter
time available if fuel is known). Sheet 2 of the two-engine or single-engine
endurance charts provides optimum endur-
DIRECTIONS FOR USE OF CHARTS ance airspeed and fuel required (or loiter
time available). Enter the top portion of
Enter figure A5-1 with gross weight and the appropriate chart with equivalent gross
contour the nearest gUideline to the right weight, proceed to the right to the drag
while simultaneously entering the bank . index, and then project down to the
A5-1
T. O. lA-10A-l-l
A. Fuel flO\\', indicated airspeed, and G. Total fuel flow 1, 860 lb/hr
fuel required for 20-minute loiter
If optimum maximum endurance altitude
B. Use equivalent gross wei ght with bank ,vas desired, use upper right grid of sheet 1.
angle chart, figure A5-1
7. Equivalent gross weight 30,0001b
1. Gross weight 28,1911b
8. Drag index 2
2. Bank angle
9. Optimum endurance
3. Intersection altitude 24,500 ft
A5-2
T. O. lA-10A-l-l
~CD
cr
:::J
V>
V>
L.W
cr
a. INDICATED AIRSPEED
...J
<l:
I-
o
I-
FUEL REQUIRED
S I - I - I OJl -S-} S I - l - 10/. - ) - }
A5-3
T.O. lA-lOA-l-l
A5-4
T.O. lA-lOA-l-l
MODEL : A-lOA
DATE : 30 NOVEMBER 1982 EaUIVALENT
DATA BASIS: A. F. FLIGHT TEST GROSS WEIGHT
ENGINES : (2) TF34 -GE-IOOl-IOOA WITH
BANK ANGLE
00
45 45 -I
80
00
......
-I
C>
(
C>
C> 40 l-
I
...... 2
2 LI.J
s:
l-
I V'>
<.:) V'>
LI.J 35 35 0
c::
s: <.:)
Vl l-
V'> :z:
LI.J
0 -I
c:: «
<.:)
30 30 ~
::::>
0
LI.J
25 25
0 20 25 30 35 40 45
,,---
BANK ANGLE rv DEG REES A 1- 1- 101\ - 5 - 1
F igure A5-1
Change 2 A5- 5
T.O. l A-lOA-l-l
MODEL: A-lOA
MAXIMUM ENDURANCE DATE: 30 NOVEMBER 1982
Fuel Flow and Opt. Altitude DATA BASIS: A. F. FLIGHT TEST
ENGINES: (2) TF34-GE-lOO/ -IOOA
t::;:
§
,
. - ~
40
OPT. MAX ENDURANCE ALTITUDE rv 1, 000 FT
a:::
:r:
co
...J
3,000 2
5:
a
...J
l.J....
...J
'-'-'
2,000 :::>
l.J....
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<l:
f-
af-
1,000
A5-6 Change 2
T. o. lA-10A-l-l
MODEL: A-lOA
DATE: 30 NOVEM BER 1982 MAXIMUM ENDURANCE
DATA BASIS: A. F. FLIGHT TEST Speed, Fuel Required
ENGINES: (2) TF34-GE-lOOl-lOOA
co
..-J
0
0
0
~
2
l-
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S2
lLJ
~
V>
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a
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2:
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./, .• . ... "
..-J
2
~
a
..-J
'-'-
..-J
2,000
lLJ
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..-J
«
I-
a
I - 1,000
Change 2 A5-7
r~£~~//////////////~
~
~
~
MODEL: A-IDA
MAXIMUM ENDURANCE DATE: 30 NOVEMBER 1982
Fuel Flow and Opt. Altitude ~ DATA BASIS: A. F. FLIGHT TEST
~ SINGLE-ENGINE : ENGINES: (2) TF34-GE-lOO/-IOOA
~. Failed Engine Windmilling ~ ~
~ ~.
~
ca
....J
8o
~ w
;: 25
Cl
::>
~
!:::
I-
....J
«
w
c::t::
::>
Vl
Vl
~
w
c::t::
0...
~
10 20 30
OPT MAX ENDURANCE
ALTITUDE rv 1,000 FT
~
~
c::t::
:r:
05
....J
~
....J
W
~:L;;:;::n:; .. ;,;,L;,;"i,L~~z:r:n 2,000 2
....J
«
I-
a
~
I-
~~
"-!O----:'l0::"""-"2~0
o
TEMP VAR FROM
STDDAYrvoC Al -I- I O /~- , - 4
~/I;UL//~//1//f///'
~/////////////~~££~~
MODEL : A-lOA ~
DATE: 30 NOVEMBER 1982 MAXIMUM ENDURANCE
DATA BASIS : A . F. FLIGHT TEST Speed and Fuel Required r~
ENGINES: (2) TF34-GE-IOO/-IOOA SINGLE-ENGINE ~~
:3 45
:1 ~
Cl
Cl
., . .. '::r . . ····'···• ~1 ~
Cl
2 40
f-
:r:
c:;:J
(/)
8
0:::
f-
c:;:J
35 .,:; .......; ~
Z
~
w
-'
~ 3 0~ .. ·~· .... ~ .......... ·1·.·'·<.. :... "r'···~r
:::l
ow :... .:·L
,
. ,... . :i . . . ,. . .... .'. ~
2i2~0~~~1~30~~~14·0~~IN-D-IC-~-~E-D-A-I~RS~~·~~ED~~~K-IA-l~~O--~·~:·~l~·~-O-·-' ~·--1~~0--~-2~~ ~
4,000 ~
0:::
:r:
CD
-' ~
~
s:
a
-'
LL.
-
w'
:::l
~
LL.
-'
«f -
a
f- 1,000
O~----~----~----~------~----~----~-------------
o 1 2 3 4 5 6 7 8
~
~
FUEL REQUIRED "". 1,000 LB
PART VI
COMBAT
TABLE OF CONTENTS
Page
LIST OF CHARTS
Figure Page
Change 5 A6-I
T.O. 1A-10A-1-1
drop down to the desired drag index, and 2. Pressure altitude 5,000 ft
then proceed to the left to the baseline of
the temperature scale. If the temperature 3. Drag Index 0
is standard, proceed through; if not, con- 4. Go to temperature
tour the nearest guideline for hotter or baseline (standard
colder temperature variation, and then day temperature)
proceed across to read the indicated
airspeed. 5. Temperature
variation +10OC
Sample Problem 6. Indicated airspeed 318 KIAS
Given: COMBAT FUEL FLOW CHARTS
A. Aircraft gross weight = 35,000 lb The combat fuel flow charts are presented
on figures A6-2 through A6-5 for two-engine
B. Pressure altitude = 5,000 ft operation at maximum and 3% below PTFS
settings. These data are shown as a func-
II
C. Drag index = 0 tion of indicated airspeed and pressure
altitude. Figures A6-2 and A6-5 present
D. Temperature variation from standard total fuel flow data for standard and stand-
day = +lO°C ard +20°C days, respectively. Standard
-20°C day fuel flow data at maximum and
Calculate: 3% below PTFS are shown on figures II
A6-3 and A6-4, respectively. The fuel flow
A. Level flight maximum speed with determined from these charts represents
maximum thrust the fuel consumption rate when operating
the engines at a specified thrust setting at a
B. Use level flight maximum speed single airspeed and altitude flight condition;
maximum thrust chart, figure A6-1 for example, at 260 KIAS, sea level, under
standard day conditions, the engines will
1. Gross weight 35,000 lb consume 7,100 pounds of fuel per hour for
maximum thrust (see figure A6-2). There-
fore, the charts could be used to determine
fuel flow at maximum speed for a given
aircraft configura tion, pressure altitude,
SAMPLE LEVEL FLIGHT and temperature.
Note
Sample Problem
Given:
~ I -I- IOA-c-l
A. Maximum thrust
A6-2 Change 5
T.O. 1A-lOA-1-1
Calculate:
Sample Problem
0) Given:
:s: I
0 I A. Total fuel flow = 5, 000 lb/hr
-'
'-'-
-'
......
:::l
'-'-
4 I
B. Fuel available = 2,000 lb
-'
«
r- I
0
r- I Calculate:
I
I A. Combat time available
A B. Use combat allowance - fuel and time
chart, figure A6-6
INDICATED AIRSPEEDCD
1. Total fuel flow 5,000Ib/hr
A6-3
T. O. lA-lOA-l-l
A6-4
T. O. 1A-10A-1-1
Given:
~ \ - I ~ I iJ,A, · b - ~
"
0. Gross weight 35,0001b
A6-5
T.O. 1A-10A-1-1
Note
A6-6
1'.0. lA-lOA-l-l
A6-7
T. o. lA-lOA-l-l
MODEL : A-lOA
LEVEL FLIGHT
~--\
DATE: 30 NOVEM BER 1982
MAXIMUM SPEED DATA BASIS: A. F. FLIGHT TEST
Maximum Thrust .., ENG INES : (Z) TF34-GE -IOO/-IOOA
I
I
,I
:/ /',
's{':'!
"
co
.-J
0
0
0
.......
.F ........... + <
.. i .... <•• ;t~. u:1
(
f-
I
<..:>
l.J.J
S
H t-,...........···'• •• ?...... ::;1
U1
U1
0
0::
<..:>
30
350
300
V>
«
::,c:
(
8 Z50 .:
l.J.J
CL
VI
0:: .. . ',. 'i' ~ . . . -, : . . . . ~
« . . ..., . . . : .. . . ~ .' ~
8f - ZOO ....... ;. .... ..i ......··· .. ·~.· .. ······!·:....:.·:·L.···:·:·l··.· ....·. ·;..........:. t ...........;......... :..!
« ?, .• ~ .• ~. ~ .. -;..; ;:. ~ " : ~.' :
u
o
z
. . . !.~. ;. . . ). . . .:.:. t·:·:···· .. ·~,······ ..·~.:............;..:. <.:.:.j
~ . " ., , .. :, . .:. . ; .. .;. .. .-;; .
150 .......... :. f. ·. .:.....L:.... :.... r"':" ~"~ :,:..:.:.. :.~.:.....~.;.... ~ ..: ·. ·:·r.:..:...... ; ...... ~ ... T~·: ':'~':;':':""':'1
,.
...... , .•..•.. , ..... .. :.•;......•... :.... :.: .... 1.. :.:•.... :.:•...... :•... :.:..... :.:•. :..:.:.·:··:·l····:·:.·:·:.·:.··: .. :·:;·r::·:··:··~·::··:·:·::.j
.. ~. ',: " ~~ ~.- : .... j.,.~.~. ;... , ,:.~
~. , ~,, :.1 "..........L;, .... ~ .•,. ;"" :.... .:.;' ....
100 Z0 -1"0- 0 .... ".",],," "'''' ••• . . . . . . . / •• i •• ........ ;.d .••• )
Figure A6-1
A6 - 8 Change 2
T. O. lA-lOA-l-l
MODEL: A-lOA
COMBAT FUEL FLOW
~
DATE: 30 NOVEMBER 1982
DATA BASIS: A. F. FLIGHT TEST Standard Day
I
ENGINES: (2) TF34-GE-lOO/-lOOA
, I
I
I
I
. ,
, , .,
. i"
.. • . . •• ! . .. . ~. . .•. ; . .. •. ~ .• .. ~.~ .. . •.•. . : . . •. . :.t. . . ", . .:,." ..",...~." .
.
,,
.
,,
(
~ 5
a
---'
LL
---'
w
::J
LL
~~~r':'~"
---'
«
I-
aI - ~. .:~ . . . :. ..:. , ~
.., .. ., ../... ., .... . . ·:·.,··-' ...
:,
I
. . ' . ~
.... ~ • • • • d ..... ;,""" .. o.,~
Figure A6-2
Change 5 A6-9
T. O. l A-10A-l-l
MODEL: A-l OA
COMBAT FUEL FLOW DATE: 30 NOVEMBER 1982
Standard Day - 20°C DATA BASIS : A . F. FLIGHT TEST
Maximum Thrust ENGINES: (2) TF34-GE-100/-100A
V• I
0:::
I 5
as
-'
Cl
Cl
Cl
.......
2 4
s:
a
-'
u....
-'
w
:::>
u....
-'
«
I-
aI -
O~~~~~~~~~~~~~~~~ ____~~__~
100 150 200
INDICATED AIRSPEED rv KIAS A 1- 1- 10A - 6-3
Figur e A6-3
A6-1 0 Change 2
T.O. lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 COMBAT FUEL FLOW
DATA BASIS: A. F. FLIGHT TEST
Standard Day - 20°C
ENGINES : (2) TF34-GE -IOOHOOA
V. I
I
3% Below Predicted Fan Speed
~ 5
:r:
Ci:i
....J
§
..... 4
2
5:
a....J
l.J....
....J
w
::J
3
l.J....
....J
~
I-
a
I-
2
. ,.:. , .. ;. ..
01L:OO~";"";"';;'';''1..i.50';''';'';'.i..i..i..;'';'''''20i,;.;.0-·''';'· ..;..;...2..i..50-.;................
.i..;
" 30i...0-.;......~3~50~~~~......~450.
INDICATED AIRSPEED rv KIAS A 1- I- IOA-b - !.
Figure A6-4
Change 4 A6-11
T. o. lA-lOA-l-l
MODEL: A-lOA
COMBAT FUEL FLOW DATE: 30 NOVEMBER 1982
Standard Day+ 20°C DATA BASIS: A. F. FLIGHT TEST
ENGINES: (2) TF34-GE-lOO/-IOOA
0:: 6
I
~
§
--;: 5
5:
0
...J
l.J....
...J
W
:::J
l.J....
...J
<l:
t-
ot-
3
5
0::
I
co
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§ 4
--2
5:
0
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l.J....
...J
W
:::J
l.J....
...J
<l:
t-
ot-
Figure A6-5
A6-12 Change 5
T. o. lA-lOA-l-l
MODEL: A-IDA
DATE: 30 NOVEMBER 1982 COMBAT ALLOWANCE
DATA BASIS: A. F. FLIGHT TEST Fuel and Time
ENG INES: (2) TF34-GE-lOO/-lOOA
0::
::r::
co
-' 5
80
,.....
(
5: 4
a
-'
LL
-'
LL..J
~
LL
-'
~
f-
3
af -
25 30 35 40 45
COMBAT TIME rv MINUTES A 1 -1 - IUA-b-6
Figure A6-6
Change 2 A6-13
T.O. l A-lOA-l-l
MODEL: A-lOA
SUSTAINED TURN DA TE : 30 NOV EM BER 1982
PERFORMANCE DATA BASIS: A. F. FLIGHT TEST
Standard Day ENGINES : (2) TF34-GE-lOO/-IOOA
Maximum Thrust
I;
100 150
INDICATED AIRSPEED rv KIAS SUSTAINED LOAD FA CTOR A I - 1-1 0/\-6 -7
A6-1 4 Change 2
T. o. lA-lOA-l-l
MODEL : A-lOA
DATE : 30 NOVEM BER 1982 SUSTAINED TURN
DATA BASIS : A. F . FLIGHT TEST PERFORMANCE
ENGINES : (2) TF34 -GE -IOOHOOA Standard Day
- Maximum Thrust
r;::·::::L·::·:::;:r::·:::::·:·:·i.:: ..
" ';"" .:.~ .. . , . . ~ ., . , .. ~
....
..
,,..~
.... :
"
... ,,-:
, .. ;,.;
, . .. ;. ~
. .. .' -;.
. .. .~
.... '
.
... ~.. .
. .... -.
"
.
... -:":" ... . . ~ .
. .
,
~
', ..
-_ .. ...
... '....
.. ,._... _
• ........_ ...............""'--_ _........- - . ........'--'-_ _........_ .. •...i,
.. , _ . ?:::::::::::i::::::~:::)
.... _' ....... .. . . , ... " . ..]. .. .. ... ~
:. '.-.
~ .'
3 4
SUSTAI NED LOAD FACTOR I< I - I - I OA - ('-o
Chang e 2 A6-15
T. O. lA-lOA-l-l
MODEL: A-lOA
INSTANTANEOUS
TURN PERFORMANCE r• I
DATE: 30 NOVEMBER 1982
DATA BASIS: A. F. FLIGHT TEST
ENGINES: (2) TF34-GE-lOO/-lOOA
-? t,
~
8 ..,..
· . ~
· .1: . . . ~
7 .~ . : . ,
0::: ••• : .". ', } :"':" : • ~ : • • :. • h :
0
I-
:, .. '. -, ; . ~ . .. -, .... .. ," "
... .... n." •.-""" .... "./~.. ..;,.~. '~./'"'''' .".~"".",,,,,,,.,,,, .. ,,. ~
u 6
«
L.J... . : . . . ~ .. ",, "; t :... :.' :
~ .. ..:. ; .
t:..
0
« 5 .,..',." ... ;, ...,.".".~." ...:.~ .. ~ ." ...... /,.1-
0 ., : .
--' · . :. ~~ .. .' ~ ""
Vl 4 :.. .., .
400
350
"
V) ................. .,.
«
( 300
.
...., ... "." .. "!""
. .
o
w
w
CL
V)
0:::
« 250
o
LLJ
I-
«
u
o
z 200
150
Figure A6-8
A6-I6 Change 2
T. O. lA-lOA-l-l
MODEL: A-lOA
DATE : 30 NOVEMBER 1982 TURN RADIUS
DATA BASIS: A . F. FLIGHT TEST and
ENG INES : (2) TF34-GE -IOO/-IOOA TURN RATE
Figure A6-9
Change 2 A6-17
T. o. lA-lOA-l-l
MODEL: A-lOA
ALTITUDE LOST DA TE : 30 NOVEM BER 1982
IN DATA BASIS : A. F. FLIGHT TEST
DIVE RECOVERY ENGINES : (2) TF34-GE-IOO/-IOOA
/',
"
.---NOTES-------,
• A 2-second delay is incl uded
to allow for buildup to recovery
load factor .
• Consult figure A6-8 to obtain
the maxi mu m recovery load
factor for a given airspeed, f--
u..
altitude, and gross weight. a
a
a
f--
V'l 39
o
-'
w
o
=>
!::::
~
<C
t. \- \ - \ DA - b- l l
Figure A6-10
A6-IS Change 2
T.O. lA-lOA-l-l
PART VII
DESCENT
TABLE OF CONTENTS
Page
LIST OF CHARTS
Figure Page
MAXIMUM RANGE DESCENT CHARTS For elapsed time during standard day
descent, enter sheet 2 with gross weight,
Maximum range descent performance data proceed to the right to pressure altitude,
are presented on figure A7-1, sheets 1, 2, and then drop down to the drag index.
and 3. These charts provide a means of From this pOint, proceed to the left to read
determining fuel used, time elapsed, and the elapsed time. Enter sheet 3 at initial
distance traveled during a descent to sea gross weight and proceed horizontally to the
level or between any two altitudes for any right to the pressure altitude, and then drop
conditions of aircraft gross weight and vertically to the required drag index. Pro-
configuration indicated. The data are based ceed to the left to read the distance traveled
on a descent speed that results in maximum during a standard day descent.
distance (range) being covered during
descent. Effects of gross weight, drag To determine fuel, time, and distance for
index, and temperature variation from non-standard day descents, contour guide-
standard day are shown in the charts. The lines to the desired temperature variations
descent is performed at idle thrust setting, from standard day, and read fuel, time,
with speed brakes closed, and at the speed and distance. To determine fuel, time,
schedule shown on figure A7-1, sheet 1. and distance required to descend from a
higher altitude to a lower altitude (other
DIRECTIONS FOR USE OF CHARTS than sea level) take the difference between
the values read at the two altitudes.
Enter sheet 1 at initial gross weight, pro-
ceed horizontally to the right to the pres- Sample Problem
sure altitude, drop down to the required
drag index, and then project to the left to
read fuel used in the descent (standard day). Given:
For descent speed, enter the lower grid
with initial gross weight, proceed horizon- A. Aircraft gross weight = 35,000 lb
tally to the right to drag index, and then
project down to read the descent speed. B. Drag index = 4
A7-1
T.O. lA-10A-l-l
Vl
VI
I
oa::
<.:> CD'
INOICATm AIRSPfED TfMP VAR FROM
51 1 - IOA - '- I STO DAY ~1· l -1 0A -l - 1
A7-2
T.O. lA-lOA-l-l
SAMPLE MAXIMUM RANGE DESCENT, standard day, and read fuel, time, and
DISTANCE distance. To determine fuel, time, and
....... distance required for a penetration descent
I
<.:> from a higher altitude to a lower altitude
~CD ---- (other than sea level), take the difference
l/l
l/l between the values read at the two
o0::: altitudes.
<.:>
Sample Problem
Given:
B. Drag index = 4
A7-:3
T. O. 1A-10A-1-1
5. Temperature variation
from standard day
4. Go to temperature
baseline
5. Temperature variation
from standard day
6. Time 7 min
TEMP VAR FROM
STD DAY ~ 1 ' 1 ' 10A - 1-~
7. Drag index 4
A7-4
T. O. 1A-10A-1-1
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 MAXIMUM RANGE DESCENT
DATA BA~";'S : A. F. FLIGHT TEST ,
, -Fuel Used, Speed Schedule-
ENGI NES : (2) TF34-GE-I001-l00A
Wy Idle Thrust,
~
Speed Brakes Closed
co
-l
Cl
Cl
Cl
2 150
co
trff~~ ;;;; :;L;;;q;;;;;;~;j:;:;L,;·:T;;;:·rT::;::u;:P:;;;q T;:1;:;;;; XT ;;J.:;;;;\;~.;;;:;:;;;~;;~;;z:r\;;;
o
w
Vl
::::>
-l
~ 100~~~~1;p;):;tLt;;;;t;·r;;L;;;;;~·F;;:;;;;p;;;;;;;:;;;;;;;t;;;L~~~~.:;L:;:.l.:;:.:.;;;';L. ~;;;;t;~;;.;.~:t;:.:.;;.:.L .. ;~.oJ,
u...
§ 45
~
( 40
l-
I
<.:>
w 35
5:
Vl
Vl 30
0
0::
<.:>
25
120 140 160 180 200
INDICATED AIRSPEED IV KIAS (.' ·l· I OA-] - 1
Change 2 A 7-5
T.O. 1A-10A-1-1
MODEL: A-lOA
MAXIMUM RANGE DESCENT DATE : 30 NOVEMBER 1982
-Time- DATA BASIS: A. F. FLIGHT TEST
Idle Thrust, ENGINES: (2) TF34-GE-IOOI-lOOA
Speed Brakes Closed
~
~
f-
:c
<..:>
lLJ
S
Vl
Vl
o
a::
<..:>
30
25
20
Vl
loW
f-
::::>
z 15
~
2
loW
:2:
i= 10
020 10 0
TEMP VAR
FROM STD DAY rv °C A 1- 1-10A- i-'J
A7-6 Change 2
T. O. 1A-10A-1-1
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 MAXIMUM RANGE DESCENT
DATA BASIS: A. F. FLIGHT TEST -Distance-
ENGINES: (2) TF34-GE-IOOI-IOOA Idle Thrust,
Speed Brakes Closed
co
-'
o
o
o
(
f-
:::r:
<..:>
LLJ
~
Vl
Vl
o
0::
<..:>
50
Vl
LLJ
-'
:2:
-'
«
u 40
i=
:::J
«
z
(
LLJ
u
30
z
«
f-
Vl
0
20
°2()' 10
TEMP VAR
FROM STD DAY rv °c :. \ - 1- IOA - J- j
Change 2 A7 -7
T. O. l A-lOA-l-l
MODEL : A-lOA
PENETRATION DESCENT DATE: 30 NOVEMBER 1982
-Fuel Used- DATA BASIS: A. F. FLIGHT TEST
80% Core RPM ENGINES: (2) TF34-GE-lOOI-IOOA
Speed Brakes Open 40%
200 KIAS
co
-'
ow
Vl
:::::J
-'
w
:::::J
l.J..
.\ 1-1- 10;,-7 - 1,
A7-8 Change 2
T. O. 1A-10A-1-1
MODEL: A-lOA
DATE : 30 NOVEMBER 1982 PENETRATION DESCENT
DATA BASIS: A . F. FLIGHT TEST - Time And Distance-
ENGINES: (2lTF34-GE -lOO/-lOOA 80% Core RPM
~
Speed Brakes Open 40%
200 KIAS
70
60
~
z
50
(
Cl
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TEMP VA-R FRCM
STD DAYrvoC
PART VIII
LANDING
TABLE OF CONTENTS
Page
LIST OF CHART
Figure Page
The landing charts provide a means of The approach speed chart, figure AS-1,
determining requirements for approach presents the recommended approach speeds
speed, air distance from 50-foot obstacle as a function of aircraft gross weight and
clearance to touchdown, touchdown speed, flap deflection. In addition, the approach
and ground roll distance using optimum speeds for minimum run landing are shown
braking. The landing ground roll distance with flaps deflected 20 0 • To obtain touch-
charts are divided into two groups: those down speed, decrease dual-engine approach
that include the effect of speed brakes speed by 10 knots. Single-engine approach
opened 100 %, and those that include the speeds are also presented on the chart.
effect of speed brakes closed. All landing
data is shown for flaps 0° and 20° at recom-
mended operational landing speeds and also DIRECTIONS FOR USE OF CHART
for minimum run landing with flaps 20 ° •
Drag for externally loaded configurations
has been accounted for at various aircraft To obtain dual-engine approach speed,
gross weights. enter the chart with landing gross weight,
proceed vertically up to the desired flap
Note deflection, and then horizontally to the left
and read approach speed. To obtain touch-
Refer to runway wind components down speed, decrease the dual-engine
chart, figure A2-15. approach speed by 10 knots.
AS-1
T.O. 1A-10A-1-1
1. Gross weight 30,000 lb Enter the chart with the runway tempera-
ture, proceed horizontally to the right to
2. Flap deflection 20° pressure altitude, and then move down to
read the landing index. At this value of
3. Approach speed 120 KIAS landing index, continue down to aircraft
gross weight, and then proceed horizontally
4. Touchdown speed (120 to the left to read the zero wind air distance
KIAS - 10 KIAS) 110 KIAS (from 50-foot obstacle to touchdown). To
this value read from the chart, the correc-
LANDING INDEX AND AIR DISTANCE tions for wind components or flap deflection
CHART must be added, if applicable.
B. Flap deflection = 20 °
C. Runway temperature = 10°C
E. Headwind = 10 kt
I Calculate:
AS-2
T.O. lA-10A-l-l
B. Use landing index and air distance brakes open 100% and closed, respectively.
chart, figure AS-2 Figure AS-4 presents landing ground roll
distance data for flaps 0 ° and speed brakes
1. Runway temperature 10°C closed. These charts are shown as a func-
tion of landing index, landing gross weight,
2. Pressure altitude 2,000 ft runway wind component, runway slope, and
RCR. The landing ground roll distance is
3. Landing index 94.S based on optimum braking throughout the
ground roll on a hard-surfaced runway
4. Gross weight 30,000 lb following a 3-second "free roll" period.
The "free roll" period is necessary to
5. Air distance (from establish the optimum braking condition.
50-foot obstacle to Ground roll distance, with speed brakes
touchdown) - Zero open 100%, is based on the "free roll" with
wind 1,205 ft speed brakes open 40%, and the remaining
ground roll with speed brakes open 100%
Air distance (from and full braking. Ground roll distance with
50-foot obstacle to speed brakes closed is based on the entire
touchdown) - 10 kt distance from touchdown to full stop with
headwind speed brakes closed.
1,205 ft - (10 kt x
10 ft/ kt) 1,105 ft
Note
LANDING GROUND ROLL DISTANCE
Landing ground roll distances may
CHARTS be used for single-engine planning,
The landing ground roll distance charts with provided dual-engine touchdown
flaps 20 ° at recommended speeds are pre- speeds are achieved.
sented on figures AS-3 and AS-5, for speed
AS-3
T. O. 1A-10A-1-1
3. Go to wind baseline
4. Runway headwind 10 kt
AS-4
T. O. 1A-lOA-1-1
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 FINAL APPROACH
DATA BASIS: A. F. FLIGHT TEST SPEED
ENGINES: (2lTF34 -GE-1OO/-100A
V I
I
I
...------ NOTES - - - - - - - - - - - - - - ,
• Subtract 10 knots from dual-engine final
approach speed to obtain touchdown speed,
except for minimum run .
• Single-engine final approach speed is maintained
until landing is assured.
160
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2
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u
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100
90 ,! ,; •
25 30 35 40 45 50
GROSS WEIGHT rv 1,000 LB
" I - I - I I)A - I:! - I
Figur e 8-1
Chan ge 3 AS- 5
T.O. lA-lOA-l-l
MODEL: A-lOA
LANDING INDEX DATE: 30 NOVEMBER 1982
AND DATA BASIS :A.F. FLIGHT TEST
AIR DISTANCE r ENGINES : (2) TF34-GE-lOOf-lOOA
~
For Flaps 20°,
Recommended Speeds /',
(If
r------NOTES--------------------------------------,
• With flaps 0° increase air distance by 100 feet.
• At speeds for minimum run with flaps 20° . decrease air distance by 150 feet.
• Decrease (increase) air distance by 10 feet per 1 knot headwind (tailwind).
u
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Figure AS-2
AS-6 Change 2
---------------- ---
T . O. lA-lOA-l-l
MODEL: A-lOA
DATE: 30 NOVEMBER 1982 LANDING GROUND
DATA BASIS :A.F. FLIGHT TEST ROLL DISTANCE
ENGINES: (2) TF34-GE-IOOI-lOOA Flaps 20°
Speed Brakes Open 100%
RCR CONDITION ---~
23 DRY I WARNING I
12 WET
Landing ground roll distances
5 IC Y
obtained for RCR's less than
12 are estimated and have not
120 .. ··· ..,,· .. ,," ....·.. "aT[:ryr·'· "....". . . "". . ,. . "./. . ". . . ,. . "". . "...., been substanti~t ed by flight
x 110 ••••. 5.0 :ltl j}\i{\ .••.:. :I·:. ·1·": .• •.•·l· :e~~~~::.: o i .
' l ......
'.'j
L1..J
Cl
Z
NOTES---------.
<.;)
z • With flaps 0°, increase distance
Cl
z by 200 feet.
«
-'
• Landing ground roll distances
may be used for single-engine
planning, provided dual -engine
touchdown speeds are ach ieved .
. . . ·f~if]~:~r~;~!~~:.~~; ~il
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15 ,.
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°0~~--7-~--~2~~~3~~~+4~~~5~~--6L-~--~7--~~8
LANDING GROUND ROLL DISTANCE tV 1, 000 FT A 1- 1-IOA-b - ;
Figure AS-3
Change 2 A S-7
T. o. lA-lOA- l-l
MODEL : A-lOA
LANDING GROUND DATE: 30 NOVEMBER 1982
ROLL DISTANCE DATA BASIS: A. F. FLIGHT TEST
Flaps 0° ENGINES: (2) TF34-GE-100/-100A
Speed Brakes Closed
IWARNING I •
RCR CONDITION Landing ground roll distances obtained for
23 DR Y RCR's less than 12 are estimated and have
12 WET not been sUbstantiated by flight test data.
5 ICY .-----NOTE------------------~
x
u..J
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5
Figure A8-4
A8-8 Change 2
T.O. lA-lOA-l-l
MODEL : A-l OA
DATE: 30 NOVEMBER 1982 LANDING GROUND
DATA BAS IS :A.F. FLIGHT TEST ROLL DISTANCE
ENGI NES: (2)TF34-GE-IOOI-100A Flaps 20°
Speed Brakes Closed
RCR CON DITION
23
12
DRY
WET
I WARNING I
5 ICY Landing ground roll distances obtained for
RCR's less than 12 are estimated and have
not been substantiated by flight test data.
r-----NOTES----------------~
. • Landing ground roll distances may be used
for single-engine planning. provided dual-
X
lJ.J
o
engine touchdown speeds are achieved.
z: • At speeds for minimum run decrease
C)
z: distance by 250 feet.
o
z:
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5 ,.
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. "' ~ . ~ ~;; :., ~ ~.:~-; ~'.; : ' : : '; ' " ' : : : ~-:.~ ~ : ';' t -~ ~ . ~
0~0--~-7~~~2~~~~~~~~~~~~~~~~~~~~~~
3 4 5 6 7 8 9
LANDING GROUND ROLL DISTANCE tV 1. 000 FT
Figure AS-5
",u.s. GOV EIl NMENT PH INTING Or FICE : 1985- 687- 091/2009 1 Change 2 AS-9/(AS-IO blank)
T. O. lA-lOA-I-l
PART IX
MISSION PLANNING
TABLE OF CONTENTS
Page
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Mission Planning Sample Problems ••••••.••••••.•.••••••••••••••.• A9-1
LIST OF CHARTS
Figure Page
Change 5 A9-1
1'.0. 1A-10A-1-1
fuel tanks on stations -1 and H, and one full End cruise gross weight
MXL'-648 cargo pod on centerline station is = zero fuel gross weight
45,600 pounds. The weight data for the landing fuel resene
..j..
Wt ~ Lb = 29,100 lb
A-lOA operating weight 25,600 Start, Taxi, Takeoft, and Acceleration to Climb
Full internal fuel 10,700 Speed
Two 600-gallon fuel tanks 1,102
1200 gallons external fuel 7,800 The mission is now worked from takeoff to
:VIXC-648 cargo pod (full) :~98 the end of the cruise at 20,000 feet pres-
sure altitude.
Total gross weight , );5,600
Fuel used ,)00 I b
B. The usable fue 1 load is 18,500 pounds.
Aircraft weight with zero fuel on board is Distance (brake release
27 , 100 po u nd s . to climb speed) 2 ~:\I
A9-2
T. O. IA-lOA-I-I
A9-3
T. O. 1A-10A-1-1
A9-4
T.O. lA-10A-l-l
Start cruise gross weight 38,545 lb Final Crull. Segm.nt (at 35,000 ft)
A9-5
T.O. 1A-10A-1-1
A9-6
T. O. lA-10A-l-1
This type of mission can be solved directly, Cruise pressure altitude 15,000 ft
working from takeoff to landing, as all
required conditions are known except fuel Cruise true airspeed 300 KTAS
required for the mission.
Temperature (figure AI-6)
Stort, Taxi, Takeoff. and Acceleration to
Climb Speed Cruise true Mach no.
(figure AI-5) 0.479
Fuel used 5001b
Cruise calibrated airspeed
Distance (brake release (figure AI-5) 241 KCAS
to climb speed) 2 NM
Cruise indicated airspeed
Time (brake release to (figure AI-3) 243 KIAS
climb speed) 1 min
Drag index 1. 25
Climb to Cruise Altitude
Reference no. (sheet 1) 9.9
Using figure A3-1, sheets 1 and 2:
Specific range 0.086
Start climb gross weight 40,989 lb (sheet 2) NMilb
A9-7
T.O. 1A-lOA-1-1
Temperature (figure Al-6) The time and distance to climb from 500 -
15,000 feet can be computed in the same
Combat calibrated airspeed manner as was used above to determine
(figure Al-5) 298 KCAS fuel. Thus:
Start climb gross weight 30,953 lb Fuel used (NM ~ NM/ lb) 1,484 Ib
A9-8
T. O. lA-10A-1-1
Distance (from brake relea se Fuel used (NM -: NM/ lb) 1,110 Ib
to climb speed) 2 NM
Average cruise gross
Time (from brake release to weight [40,259 - (1,110 : 2)] 39,704 lb
climb speed) 1 min
End cruise gross weight 39,149 lb
Climb to Optimum Crul.e Altitude
Change In Gro•• Weight During Combat
Start climb gross weight 40,9891b
Initial combat gross weight 39,149 lb
Drag index 1.25
Combat pressure altitude 500 ft
Optimum cruise altitude
for 150 NM range Combat speed 300 KIAS/
(figure A4-1) 20,000 ft 300 KTAS
A9-9
T.O.1A-10A-1-1
A9-10
T. O. 1A-10A-1-1
is 41,821 pounds. The individual weight Start, Taxi, Takeoft, and Acceleration
data, from figure AI-I, is tabulated below: to Climb Speed
A9-11
T. O. lA-10A-l-l
A9-12
T.O. lA-lOA-1-1
Specific range 0.072 For the purpose of the sample problem, the
(figure A4-2, sheet 2) NM/lb conditions and calculations are as follows:
Fuel used (NM f NMllb) 1,390 lb Gross weight (full fuel) 41,489lb
A9-13
T. O. lA-10A-l-l
Flaps 7 0 , gear down 75 fpm Zero wind (RCR = 23) 148 KIAS
Flaps 7 0 , gear up 475 fpm Zero wind (RCR = 16) 128 KIAS
A9-14
T. O. 1A-10A-1-1
Wind (headwind) 13 kt 10 kt
Landing ground roll (figures A8-4, 2,100 ft (RCR = 23) 1,200 ft (RCR = 23)
A8-3) 6,200 ft (RCR = 16) 2,050 ft (RCR = 16)
A9-15
T. O. lA-10A-l-l
CLI MB TO 20,000 FT
775 0 C
END
START
40,989 2
- 1
200 KIAS
SL
ITT 730 37 9
END 180 KIAS
END
I---
START
END
I---
START
END
I---
Figure A9-1
A9-1 6
T. O. IA-IOA-I-I
COND'TlONS
Takeoff Landing
TAKEOFF
LANDING
Immediately
After Takeoff Normal
Figure A9-2
.. ~;.