TO IA-IOA-I
FLIGHT MANUAL
USAF SERIES A-IDA
AIRCRAFT
Serno 75-00258 and subsequent
This manual is incomplete without TO lA-lOA-l-l.
This manual incorporates supplements TO lA-lOA-lSS-20, 18-49, IS-52, IS-53, IS-54, IS-56, ISS-57, ISS-59, ISS-60, 1S5-62, 15-64, 15-65, 15-67 and 155-68_ DISTRIBUTION STATEMENT - Distribution authorized to US Government agencies only for administrative or operational use (15 MarCh 1988). Other requests for this document shall be referred to Sacramento ALel MMEDTD, McClellan AFB CA 95652·5609. HANDLING AND DESTRUCTION 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 PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT. Published under authority of the Secretary of the Air Force
20
FEBRUARY
CHANGE 8
www.eFlightManuals.com
1983
15 MARCH 1988
TO lA·IOA·1
INS[[,r LATEST CHANGm
L I ST O F E FFECTIVE PAG ES
NOTE:
portion
the
rnargms of the Changes to wl1'1ng
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 400. CONSISTING OF THE FOLLOWING:
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TO lA·lOA-lSS-72
TO lA-lOA·l
L I ST O F E FFECTIVE PAG ES Page
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2-10B Blank ... . . ....... . . . . . . . .... ....... 8 2-1 1 ....... .................. .. ... . . . . . ...... . . . 8 2-12 1 2-12A ....... . ................ . ....... . . .. ..... 8 . ............... ........ . ..... 8 2-1 2B 2-13 - 2-14 . . ...... . . . . . . . . . ................. 8 2-14A ... . ........ . . . . ...... .. . . . . . . . . .... .....7 . ...... ....... ................ 7 2-14B 2-15 . 2-20 .......... .. .................. . . . . 8 2-21 ... . . .......... . . .... . . .............. ....... 7 2-22 . ......... . . ....... . ......... . ..... .... . . . . . 2 2-28 . .... . . .............. . . ........ . . . ....... . . . 8 2-24 2-25 - 2-2f) . . . . .. . . . . . . . . .. .. fj 8-1 - 8-2 . .....................................8 . 8-2B . ............ .......... ......... 1 8-8 1 3-4 ..... . . ..... . . . . . . . . . . . . ..... ..... . 8 3-4B Blank B-5 . .... .... ............ . . . . .... ... . . . . ..........7 ......... . ............. .... . . .. .... 7 3-f) 3-7 . . . ...... . . . . . .... . .................... . ...... 8 3-8 3-8A ..... . . . . . . . ........ ........ ............... 8 Blank ............................. . . . 8 3-9 ...................... . .. .................. ...3 3-10 ... . . .... ... . .................. . ...... . . ....7 3-10A 3-1 0B 8-1 1 7 :3-1 2 3-18 . . . ............................. . . . .. ....... 6 3-1 4 8-15 . .......... ...... . . . . . . . . . . .... . . . . . ........7 8-1 6 .. . . ........ . . . ..... . ....... . . . . . . . . . . . . .... 8 8-16A .... . . ..... . . . . . 8 8-16B Blank 8-1 7 ... . . . . .... . . .... . . ...... . .. ..... . . . . . . . . . . . 8 8-18 .......... ................. .......... . . . .... 8 8-1 9 . .... ..... . . . . . .. ... . . . ........... .. . . . . . . . . 1 :3-20 ............. . . . .............. .. . . . . . . .. .... 7 8-2 1 ............ . . ... . . . . . . .............. . .... . . 8 :3-22 .................. .. .... . ... . . . . ...... . . . . . . 7 8-22A 8-22B .......... . . ... . . . . . . ...... . 8 8-28 . ... . . . . . . . . . . . . . . . . . . . . . .... .... . . . .. ... . . . 8 :3-24 . . . . . . . . . . . . . . . . .. .......... . . . . . . . . . . . ..... 6 8-24A - :3-24B ...... .. . . ..... . . . . . . . ......8 8-25 - 3-27 . ... . . ........ . . . ...... . . . . . ......8 8-28 . . . . . . . . . . . . . ......... . .... . ................0 :3-29 . . . . . ......... . . ........ . . . . . . . ... . . . . . . . . . . 8 8-80 . . . . .... ................. ........ . . ....... ..7 . . . ......... ....... . . .............. . . . . . . . . . 0 - 8-88 . . ........ . ............ . .......... 6 8-84 .
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No.
6-2A
1 1
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·Zero in this column indicates an original page
Reflect TO lA-10A-lSS-72
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C h ange 8
B/(C B l ank)
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A-
I 1.1 I
1
I
1
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l
UH
DI
I)
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o 1 A- 1 0A- 1
assistance ill
DEFINITION OF WORDS "SHALL," "WILL," "SHOULD" AND "MAY"
OPERATIONAL SUPPLEMENTS
words "shall" . The word "should" desire men!. The word '
MAJCOM T.O.1A·10A·1 FLIGHT MANUAL REVIEW CONFERENCE (FMRC)
WARNINGS, CAUTIONS AND NOTES The
definitiom
"Cautions" and "Nole�" as
I
llianual
WARNING
.
CHECKLISTS
which will result followed.
if not
NOTE
HOW TO GET PERSONAL COPIES An opera! which is
YOUR RESPONSIBILITY KNOW
FLIGHT MANUAL BINDERS
warded form 847 to: S\1-;\LC fornia
95652.
8
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TO lA·lOA·l
TCTO IDENTIFICATION
The following TCTOs TCTOs Table
A-IO Airplanes are covered in this manual. This is not a number directly affecting this manual. Refer to the complete listing of TCTOs for these airplanes. DISPOSITION n
lA-10-649 1A-1O-670 1 A-1O-7t34 lA-10-881
Ill, V
I,
10-8t39 IA·IO-888
I
lA.·lO-901 lA-1O-!:l82
I
1A-IO-975
I,
lA-10-98t3
I
Ill, VI III
O·105B lA-10-1084
I
lA-HH087
I
154
I, I II, V, VII
158
I,
170 117t3
V
I, I I
77
I,
186 195
I
V
I
1 A-I0-1227 1A-1 O-1228
I,
l A-IO-124:i
8
n
and
SUBJECT Install AAU-:34/ A Altimeter Revise Cabin Air Distribution Chaff/Flare Dispensers Modification of Emergency lock Assembly APU Ground Shutoff Addition of Time Delay in ,Jam tern Modification of Wing I<'lap Control Incorporation of HARS/SAS Assembly into A-IO Incorporation of An in A-I 0 Aircraft Continuous Ignition Gunfiring Installation of GFU-UiA tern, A-l OA Aircraft Installation of Canopy A-l O Aircraft New Air Force IX A-10 Aircraft Installation of TF:34-GE-100A placement of Aircraft Cockpit .L.Jt1�".," ature Indicators A-lOA Aircraft Installation and Operational,.",,,,.,,.,, Turbine Engine Monitoring System (TEMS) Line Replaceable Units (LRU), A-l OA Reconfiguration of Coekpit Right Installation of Airborne Video Tape (AVTR) and Coekpit Sensor (CTVS) Retrofit Al M-!) Incorporation of Self Missile Capability, Modifieation of Air Refueling Installation of EJeetroluminescent Formation Lights Modification of Canopy Alternate Closure of 65PSI Install a "SEAT NOT A.RMED" tern on ACES I I Ejection OA-10 Aireraft ReInstallation of Air Force lease System (SEAW ARS), A-lO Parachutes PIN J114-509-517 A-10 Stall Warning for Install HAVE Q UI CK I I on A-I 0
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T . O . 1 A- 1 0A- 1
EFFECTIVITY PAGE A ircraft sernos
76-0520.
Aircraft not
A- 1 0-986.
A i rcra ft semo X -0939 (X -000 1 n o t modi fied by T.O. IA-IO- 1 087) and T.O. l A- 1 O-986 . Ai rcraft m o d i fied Aircraft
T.O.
and t hose m o d i fied
A- I O- 1 084.
75-00280 n o t modi fied by T.O. l A- 1 0-764.
to
Aircraft serno 75 -00280 and 77-0226 not modi fied by T.O. l A-IO-764 .
Aircraft sernos 75 -()0280 A i rc ra ft
76-05 1 2 .
Ai rcraft serno
and
and t hose m od i fied by T.O. l A- 1 O-649.
A i rcraft serno Aircraft
76-0 5 2 1 n ot modi ried
A i rc raft serno
and
and those modi fied by T.O. IA-IO-649.
A i rcraft serno 76-05
and
a n d t ho s e modi fied by T.O. l A-IO-869.
A ircraft
T.O. l A· 1 0-649.
serno 79-0167 not modified by T. O. IA-IO-932.
Aircraft Aircraft
77 -0 1 77
n o t modi fie d
T.O. l A-IO-83 1 .
-0259. and those modi fied by T.O. l A- l O-83 1 .
A i rcra ft serno A ircraft
75 -00280.
A i rcraft serno
and
a n d t ho s e m od i fied by T.O. l A- 1 O-764. 79·0 1 66.
A i rcraft sernos 77-0259 A i rc ra ft serno 77-0259 and A ircraft
78-05 8 2 . 79-0 1 66 .
Aircraft sernos Aircraft serno 78-05X2 and A i rcraft
78-0622.
Change 7
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v
1
EFFECTIVITY PAGE (CO NT)
and those modified 7�)-OHi7 not modified
TO lA-1O-975 or
and those modified by TO and those modified by TO lA- lO-Bi,m_ those modified by TO 1A-1 those modified
and those modified
TO 1A-1
TO
A-10-1059. 78-0582 not modified
TO 1A -10-11 OR
and those modified by 1 A-10-1154.
170. 18fi. 176. TO 1A-10-1176.
77.
I
195.
8
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EFFECTIVITY PAGE
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T.O. 1A-1 0A-1
A-10A
CLOSE AIR SUPPORT ATTACK AIRCRAFT
'3�-
__
1-10.0.-1-)0
Figure 1-1 vii/(viii blank)
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T . O. 1A-10A-1
SECTION I ESCRIPTION AND OPERATION TABlJE OF CONTENTS 1 1
1-56
1- 3
1-58
1-11
1-67
1-12
1-77
-13
1-77 1 141
1-20 1-24
1 150
1-25
1-152
1-28
1-168
1-28 -29
1 168 1-168
1-40
THE A IR CRAFT
Identification Set Laser
1-43
ChaffIFlare
1-46
Electronic Countermeasure
1 168 1-168
1-48
1-168
-52
1-171
elevator and aileron separate systems before The controls are nnU!prPfl systems, either of which has t he the If both hydraulic systems can be flown a manual of an upper reversion system. The ailerons brakes when t hat become and lower is resistant t o The windshield front small arms fire and birds . T h e windshield side spray caused are resistant fuel cell sumps are The lower and t ear resistant on t he upper The cells are filled with a llexible foam to prevent fuel tank The escape and velocity , either with the canopy . The canopy removed or
Change 1
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1-1
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GEN ERAL ARRANGEMENT DIAGRAM
-
� o
� -
ARE
EXTINGUISHER BomES AILERON I SPEED
RUDD£R
TRIM TAB ELEVATOR
CONTROL TAB
RIGHT MAIN TANK (fORWARD)
LEfT "lAIN TANK lAFT)
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R1GHTWI NG � � "
N
TANK
COCKPIT ARMOR PLATE ASSV
�
RIGHT SYST£M HYDRAULIC RESERVOIR AUXILIARY POWfR UNIT ENVIR. CONTROL UN1T
�YDRAULIC RESERVOIR LEfT
A I R REFUn RECEPTACLE
EQUIP . AREA
AllIN{) DRUM
SINGt!·
POINT REFUUING
tm WING TANK
SYSTEM
1
A I RC R A F T
TU R B I N E ITE M S)
ft 3
A I RCRAFT G R O S S W E I G H T
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·3 www.eFlightManuals.com
T.0. 1 A-1 0A-1
TF-34 ENGINE
FAN
COMPRESSOR
LOW PRESSURE TURBINE
ACCESSORY DRIVES
Figure 1-3
ENGINE FUEl CONTROL The engine fuel cOnlrol (figure FO-4) is a hydro mechanical type which modulates fuel flow to maintain a constant core speed as called for by throttle position. An electrical control unit regulates fuel flow at maximum power to maintain ITT limits. In the event of an ITT control unit electrical failure, the system can be disabled with the engine fuel flow switch. In this mode, the engine will be speed controlled throughout the entire range of operation, requiring pilot monitoring 10 prevent engine overtern perature .
The fuel control also prevents compressor discharge pressure from exceeding structural limits of the compressor. At sea level static, this limit is normally encountered at maximum power when engine inlet temperature is O°F or colder. The limit can also be encountered on a standard day at sea level above approximately 330 knots. In this case it will not be possible to obtain rated ITT. The fuel control automatically controls the position of the compressor inlet guide vanes and the first five stator stages to prevent compressor stall. The engine fuel control does not require electrical power, but the ITT control unit is powered by the auxiliary AC essential bus.
'·4
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Fuel Flow
on t
Throttle F riction Contl'Ol
E N G I N E I G N IT I O N S Y S T E M
C o ntl'Ois
B L E ED AI R S YS T E M
I ..
on
'"
'"
'"
III
10
6
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T.O. l A · 1 0A·l
THROTTLE QUADRANT INCLUDING ENGINE CONTROL PANEL
@]
F L A R E D I S P EN S I NG BUTTON OR R I GHT E N G I N E I GN I TI ON BUTTON
I1l AND WJ
"HI C " SWITCH
MASTER EXTE R I O R L I GHTS SWITCH *M I S S I LE V I DE O POLARITY
LEFT THROTTLE
�__"
RIGHT THROTTLE.....
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CHAFF DIS P EN S I NG BUTTON OR LEFT ENG I N E I G N I T I O N BUTTON
I1l AND WJ
,���!!::=?f--
MISSILE SEEKER HEAD S LEW/TRACK CONTROL
FLAP LEVER
M I SSILE REJECT!UNCAGE S W I TCH
THROTTLE FRICT I ON CONTROL
*T I ME SHARED FUNCT I ON
"''''' '1-1
'-6
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Fire
Bleed
E N G I N E O PERATE
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ENGINE
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E N G I N E START SYSTEM
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AN ELECTRICAL I
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ARRANGEMENT AIR TURBINE CI PREVENTS STARTI ENGINES AT THE
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UNIT
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WHEN ENGINE
AUX PWR
OEENERGIZEO TO OPEN
PULL
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VALVE (N.D.)
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START
DEENERG1Z[D
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DURING ENGINE START
-
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SHUTOFF
OF SWITCH POSITION
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VALVE IN.C.)
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START
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AIR TURBINE
AIR TURS
SWITCH PQSlnoN
THRomE SWiTe
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BLUO AIR
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REGARDLESS Of
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LEFT ENGINE
NORM
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WHEN ENGINE
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O[(NERGIZED AUTOMA TICALlY
@I ' ' ENG�PER
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ENG OPER
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" �
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I"ENGl .�
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�ALVE 1N.O. 1
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SHUTOFF
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R ruRBINE STARTER
r.:L �'-- [)
'-.r---'
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Engine Interstage T urbine An I TT i n dicator each engine. The between t h e degrees C. A i n a w i n d ow t o i nd icale are powered the
E ngine Overheat Caution
rotate
An engine overheat caution light panel, lights are p l acarded and will come on if the 8 80°C .
@]
1/11
FIRE EXTINGU ISH I N
open 3 0 seconds fl
T h e fire
t o rotate
10
reaches
10
reaches
close 1 0 rpm.
functions requ i re essential b u s power.
• Extinguishing engine core fi re i n t o t he core. be used i f t h e i ng fire i n FO- l ) i s d i splay t he rpm. The electrical syste m
F I R E DETECTION S Y S T E M
) i s p rovided t he fan speed au xiliary A C
'1
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T.O .
1 0A�
Fire Extinguishing Agent
S w itch
t h e aux� tested BLEED A I R LEAK for test
detect an
an or APU is d i rected to t h e selected t h e fire handle. t he selected b o t t l e was
�UIH"a,
available.
E N G I N E AND A P U FiRE HANDLES
A UXILIARY POWER
N
The A P U
l io n s are exceeded . DC fuel p u m p . A P U cont rob t h e DC essent ial bus.
APU S WITCH
bus power is
The APU s w i t c h STA RT and OFI· essent ial b u s power t o open t he A P U fue l t he APU A P U E G T gauge and A P U
..
A P U G EN E R A T O R S W ITCH
t he A P U generator :,witch in to P W R.
7
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T.O. 1 A· 1 OA·
APU G E N ERATOR CAUTION L I G H T The A P U generator placarded A P U GEN. The the APU generator switch
APU TEMPERAT U R E I ND ICATOR
1-65) is is inoperative w hen in O FF/RESET.
With t he A P U generator
in P W R , APU OPERATION
on indicates: • I noperable generator • A P U operating with generator switch i n P W R but by either external
• During this mode o f the caution o f APU generator light is on output. There is no i nd ication that the fan is not A P U hydraulic pump o f the pump receJvmg power. could result from extended operation with a failed A P U generator eit her in the air or on the • A P U not
The APU temperature indicator i ndicates the t urbine discharge tempera! C. The indicator is powered by t he DC and is enabled by the A P U switch.
and
switch in P W R .
NOTE • If the A P U i s opera! with the A P U generator switch i n P W R , a n d A P U is the A P U shut down and until the generator w i l l remain APU generator switch is momentarily posi tioned to OFF/RESET, then returned t o PWR. o ff indicates:
A P U starting requires only DC essential and a fuel supply. When the APU positioned to START, the DC essential operates the DC fuel pump, opens the APU valve (aft fuel tank mounted), and starter. The starter rotates the APU "n,,,,,r'>C"'CAr at approximately 100"10 rpm , the A P U (APU mounted) opens a n d fuel and plied to the A P U . Acceleration o f until at approximately 60IT!o r p m the gages. At approximately 95(110 rpm, minated and the APU is and turbine discharge temperature arc controlled . The A P U will stabilize at in approximately 60 seconds. A P U made up t o an altitude o f 15,000 feet to 20,000 feet) and the A P U output will t o start an engine up t o an altitude (most cases up to 15,000 feet) . The APU during negative g conditions for seconds.
�,
On A P U will automatically shutdown ground operation if the A P U EGT is rpm is excessive, APU oil pressure i s low, APU fire warning system is activated", overtemperature shutdown is disabled engine start cycle plus 4 seconds. Once o ff the landing gear , the APU will shutdown only if the rpm is excessive pressure is low .
• APU
AIRCRAFT FUEL SYSTEM
A P U TACH O M ET E R
The aircraft fuel supply system o f two internal wing tanks (left and t wo tandem-mounted fuselage tanks and right main-forward). U p to t hree tanks may be carried; one tank on each on the fuselage centerline. The fuel
FO- l ) indicates the The A P U tachometer speed o f the A P U in percent rpm. D C essential bus power is required to enable the A P U tachometer through the A P U switch.
1·
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T O
1 A - 1 0A- 1
will drop approximately 400 pounds , fuel , This then w i l l fil l to repeats until air refueling the external fuel i s depleted, wing tanks will not accept fuel unless the fuel level in the tanks has dropped approximately 400 pounds o r , The t ot al fuel on board the time has could be approximately 800 pounds after if total fuel (�apacit y i s re the external tanks can be to refueling so t hat the approximately 400 pounds
receptacle, located i n edge o f the left l anding gear nacelle , per of each i nternal and external tank, A control panel, to the refueling receptack, provides a means of ground checking t h e refueling valve shutoff. "['he panel a. l so permits selective loading o f any internal or ext ernal tank, Auxiliary DC essent ial bus power is required for refueling valve selective tank fil ling, and to enable external W hen the tan k s are ful l the refueling valves are closed b y a float valve i n each tank, Fuel are shown in the usable fuel quantity tank 1-8, Fuel grade and spec i fication to data be used are covered in the diagram, figure A
an altitude o f T h e wing pressure and to automatically
J -7 I.
I n addit ion t o features previously mentioned , the following feat ures are built into the fuel system : •
and engine feed lines ground outside the t an k s are sel f-sealing t o prevent leaks
to the main • 'fhe fuel feed shutoff valves are i n side the tanks to the feed lines dry after shutoff , Fuel cavity and prot rude indication o f fuel
• Fill disable switches are provided t o close o ff a i nternal tank when air refueling,
F U E L QUANTITY I N DICATOR A N D S ELECTOR
1-9) i s provided t o The fuel i ndicat o r monitor t h e total fuel remaini ng, or fuel remaining i n selected tanks, The readout i s a continuous display o f total fuel remaining i ncluding external , in pounds, The provides an i ndication o f fuel i n tanks a s selected by t he rotary selector switch , The left and i ndicate for t h e left a n d fuel system s , T h e fuel
I
1-1 4
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TO l A - 1 0A-'
USABLE FUEL QUANTITY DATA POUNDS FUEL TANK L. MAIN
JP-4
JP-8
jp-5
(NOTE 2)
(NOTE 1)
GALLONS
(NOTE 3)
511
3,270
3,4 75
3,424
R. MAIN
511
3,270
3,475
3,424
L WING
311
1.990
2,115
2,084
311
1.990
2,115
2,084
1,644
10,520
11.180
11,016
CENTERLIN E
600
3,840
4,080
4,020
L WING
600
3,840
4,080
4,020
600
3,840
4,080
4,020
TOTAL EXTERNAL
1,800
11,520
12.240
12.060
TOTAL FUEL
3,444
22.040
23,420
23,076
R. WING TOTAL INTERNAL
R. WING
NOTES: 1.
FUEL WEIGHT BASED ON 6.4 LaS PER GALLON.
2.
FUEL WEIGHT BASED ON 6.8 LBS PER GALLON.
3.
FUEL WEIGHT BASED ON 6.7 Les PER GALLON. FUEL QUANTITIES BASED ON FUEL TEMPERATURE OF
FIgure
quantity indicator is powered by the auxiliary AC essential bus. Positions of the selector are as follows:
•
•
INT
(+40)"F (TO 4261·}-14).
1·8
• TEST IND
Left and right pointers indicate total internal fuel for respective system
MAIN - Left and right pointers indicate fuel in the respective main tank
• WING - Left and right pointers indicate fuel in the respective wing tank • EXT WING •
60
EXT CTR
Left and right pointers indicate fuel in the respective wing pylon tank Left pointer indicates fuel in the fuselage pylon tank. The right pointer will zero
When button is depressed the left and right pointers will read ),OOO( ± 300) pounds each and the digital readout will read 6,OOO( ± 400) pounds. When the TEST IND switch is released the pointers and digital readout will return to the normal positions. NOTE
• The fuel quantity totalizer will read high if the left main tank quantity is below ap· proximately 500 pounds and a considerable quam!ty of the fuel remains in the other tanks. The percent error will decrease as the fuel remaining decreases . However, the individual tank readings obtained by utiliz ing the fuel quantity selector are not affected.
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Change 8
1-15
T.O. 1A-1 0A-1
FUEL QUANTITY INDICATOR AND SELECTOR
IJ
'-'().O.'.JJ
Figure 1-9
LEFT AND RIGHT MAIN FUEL LOW CAUTION LIGHTS 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-MAlN FUEL lOW caution light comes on, fuel quantity in the left main fuel tank is 650 (+ 150, -100) pounds. When the R-MAIN FUEL LOW caution light comes on, quantity in the right main fuel tank is 500 (+ 150, -100) pounds. This condition can be verified at the fuel quantity indicator. The lights operate independently of the gauge. LEFT AND RIGHT FUEl PRESSURE CAUTION LIGHTS The left and right fuel pressure caution lights (figure 1-65), placarded l-FUEL PRESS and
R-FUEL PRESS, respectively, come on to indicate low fuel pressure at the engine fuel feed lines.
FUEl TANK VENT SYSTEM Each main and wing tank (figure FO-4) is vented independently to a vent collector tank located in the left main tank. Vent lines from the wing tanks also serve as ret urn lines for any fuel collected in the vent tank. Fuel in the vent tank is vented to the wing tanks or overboard.
Foam is installed in the vent tank !O provide fire and lightning protection for the fuel system.
1-16
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T.O. 1 A - 1 0A-1
WING TANK BOOST PUMP SWITCHES
MAIN TANK BOOST PUMP SWITCHES Two main tank boost pump switches (figure 1-10) are placarded BOOST PUMPS, with positions L-MAlN-R and OFF. L and R supply left and right AC bus power to the respective main boost pump. OFF deactivates the respective boost pump. LEFT AND RIGHT MAIN BOOST PU MP CAUTION LIGHTS The left and right main fuel lank boost pump cau tion lights (figure 1-65), placarded L-MAIN PUMP and R-MAIN PUMP, respectively, come on when fuel pressure at the outlet of the indicated fuel boost pump is low.
Two wing tank boost pump switches (figure 1-10) arc placarded BOOST PUMPS, with positions L-WING-R and OFF. Land R supply left and right AC bus power to the respective wing boost pump. The pumps will automatically stop when the tank float switch senses an empty tank. OFF deactivates the respective boost pump. LEFT AND RIGHT WING BOOST PUMP CAUTION LIGHTS The left and right wing fuel tank boost pump caution lights (figure 1-65), placarded L-WING PUMP and R-WING PUMP, respectively, come on when fuel pressure at the outlet of the indicated fuel boost pump is low.
FUEl SYSTEM CONTROL PANEl
Figure 1-10 1-17
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TANK SWITC H ES tanks. fuel
the i ndicator.
FUEL SYSTEM O P E RATION
SWiTCH
I n the event o f a wing tank boost pump lank fuel will feed gravity feed to its associated main t an k . main tank o f a full wing tank will not until fuel level i s below 600 G ravity feed of a partially fuH at lower main t an k fuel level. Dual valve units in each wing tank fuel now from the main tanks back into
SWITCH
When as follows:
external
• External level exces-
will be
tanks
• External
tank
• Internal fuel.
WARNING
TANKS UNEQUAL CAUTION •
I external cg s h i ft
that may
1
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T.O. 1A-10A-1
A I R R E F U EL ING SYSTEM
panel, a flush (slipway) door, powered by the right hydraulic system , folds down into the fuselage to expose the air refueling receptacle and to provide a slipway to guide the tanker boom . When the tanker boom is inserted in the receptacle, the nozzle latch rollers are actuated to t he locked position, and
Change 1
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1-18A/(1-188 blank}
I
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T . O . 1A-10A-1
refueling transfer commences. Fuel transfer through he receptacle is distributed to the main and wing and to external tanks if carried . Through use of the fil l disable switches, located on the fuel system control panel, the pilot can prevent fuel from enterany specific internal tank suspected of being damaged . As each tank is filled, float-operated fuel shutoff valves within each tank will close, preventing overfilL When refueling is completed, the disconnect of the boom nozzle will normally be accomplished by a from the tanker or by the receiver pilot depressing the air refuel disconnect/reset button on the control stick grip . An automatic disconnect will occur when both receiver and tanker systems are completely operational and one of the fol lowing occurs: • Excessive fuel pressure occurs in the receiver fuel manifold • The tanker boom limits are exceeded (see T.O. l - 1 C- I -26 ) . Refer to T . O . l - 1 C- l for basic flight crew a i r refuel procedures and T .O. l - 1 C- I -26 for A - l O flight crew air refueling proced ures .
1 the right hydraulic system fails, the s p ring-loaded slipway door will open when the air refuel control i s set to O P E N . The time for t h e door to open su fficiently to expose the receptacle is i mproved by speed and will occur within approximately 3 minutes at 1 50 K I A S . Aerodynamic effect will open the door sufficiently to expose the receptacle lights and permit emergency "st i ff boom" refuel i ng with or without a READY light . Applying boom nozzle pressure on the slipway door should result in the door downlock engaging and a READY light. The LATCH E D and D ISCONNECT lights will not
receptacle the D ISCONNECT l ight comes on . CLOSE directs hydraulic pressure to close the door and the D I SCONNECT light goes o ff. In the event of l os s of h ydraulic pressure, OPEN releases a lock allowing the spring-loaded slipway door to open . NOTE • Fuel in external tanks will not feed with the air refueling control in OPEN.
Fill Disable Switches The four fil l disable switches (figure 1 - 1 0) are similar to circuit breakers . Two switches are placarded L - M A IN-R and two are placarded L-W I NG-R if a main or wing tank is damaged , pulling up the respective switch prevents that tank from refueled . The switches are powered by the l e ft DC bus.
Signal Amplifier Switch for 1 - 1 0) The signal amplifier switch emergency refueling . The switch is placarded S I C] A M P L and has two positions NORM and OVER R I D E . During the normal t he switch remains i n NOR M , and air rdueling system power and actuati ng function I f a failure occurs , fuel may not be transferred or the tanker boom may not stay latched . In this case, the to OVERR IDE . In override switch should be O V E R RI D E no signals are passed to the tanker, and the tanker cannot actuat e the disconnect Disconnect is accomplished the air refuel disconnect/reset button on the control stick. The signal amplifier switch the lert DC bus.
come on in this case.
Air Refuel Disconnect/Reset Button Air Refuel Control The air refuel control (figure 1 -10) is placarded with two positions OPEN and C LOSE . When OPE N , the left DC bus powers the signal amplifier and the hydraulic control valve. The slipway door opens and the R EADY light comes on when the door is l ocked open . When the boom nozzle is inserted in the receptacle, the latches c lose, securing the nozzle, the LATCHED light comes on and the R EADY light goes o ff . After the nozzle is removed from the
I
An air refuel disconnect/reset button with Maverick Track and AIM-H on the control stick grip (figure air refuel control to OPEN activates this With the boom nozzle inserted in the the LATCHED light on, a diseonneet aceomplished by depressing the ned/reset button. If the DISCONN ECT depressing the air refuel recycles the system to the ready mode.
C h ange 8
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1-19
T.O.
A - 1 0A-1
Air Refuel Line Check Button
ELE C TR I CAL POWER SYST EM
DC SYSTEM Battery
, and
Air Refuel Status Lights External Battery S witc h
FO-l) LATCHED, and DISCONNECT open and
When the
the READY
on. Once the tanker boom nOZLle and the the R E A DY'
will come
Air
Exterior a n d
Air
Intercommunications
Battery Bus
Lighting
S witc h
D C Essential B u s a n d
1 ·20
6
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��A"''''
D C Essential B u s
T.O . 1A-10A-1
Converters
and the left DC, convert AC from the A P U
external
or generat ors t o D C . the converters automatically
DC power source for the
D C essential D C , and
DC armament busses. The converters normally provide D C t o their Ho wever, either converter can
left or right busses. both busses if
one converter is not
Cha nge 8
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1-20A/(1-20B blank)
.
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T.O. ' A-'OA-'
ELECTRICAL POWER CONTROL PANEL
, -'OA·'·)S
Figure I- I I AC SYSTEM
Converter Caution Lights The left and right convcrter caution lights (figure 1-65) are placarded L CONY and R CONV. These lights will come on to indicate failure of the associ ated converter. If either generator fails, the associated convertcr caution light should remain off, indicating automatic transfer to the operating system. left DC Bus, Right DC Bus, and DC Armament Bus
Instrument Inverter The instrument inverter changes DC supplied by the battery to AC. AC from the inverter powers the AC essential, auxiliary AC essential, and AC instrument transformer busses, when the left and right AC busses are not energized or the instrument inverter switch is set to TEST. AC Essential Bus, Auxiliary AC Essential Bus, and AC Instrument Transformer Bus
The left DC, right DC, and DC armament busses (figure FO-5) provide DC to mission support equip ment and those systems not deemed essential to flight.
The AC essential, auxiliary AC essential, and in strument transformer busses power equipment (figure FO-5) needed for starting engines and operating engine instruments. 1-21
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T.0. 1 A-1 0A-1
CIRCUIT BREAKER IS PLACARDED RUDDER AUTH LIMIT ON QQ]
CIRCUIT BREAKER PANEL
.
,--AILERON--------, S.S' .uOCI' ,---ElEVATOR -------, m " """ l l OISC I DI S C a
o
o
(j)
![)
,HAr ..
®
0
,---AIURON --------, • l TAB
o
A
(
ENG
.-
Vi)
0
.------ ENGINE --------, l ST RT I
o
CO"'
t)C !COl
0
0
rEMER fUEL SHUTOFF....,
T
®
•
""
'!
STa, A11 ,,0
� ,�,
"'".
0
®
r- E X STORES--,
'JEll
'"
0 '."IP" sus '••NS
CB AILERON DISC UR AILERON TABUR
RESULT Of POPPEO CB DISCONNECTOR STAyS IN LAST POSITION. AIL SHIFTER IN LAST POSITION. TAB LIGHT INOP. ASSOCIATED HYO SHUTOFF VALVE - OPEN. ENG STARTERS AND IGN INOP. ENGINE START LlR ASSOCIATED MAIN FU[LLOW AND MAIN PUMP lTS INOP. AUTO FEEDING OF EXT FUEL AT LOW FUEL INOP. [l>.lER FUEL FIRE HANDLE FUEl SHUTOFF SHUTOFF INOP. ENG l/R EXT STORES ONE OF DUAL Jm SYSTEMS Jm urf2 INOP WITH EACH CB THAT IS OUT. IFF INOP - ALL MOO£S. Iff UHF COMM UHF RADIO INOP. CONVERTER BAntRY OR R CONVERTER l MUST SUPPLY DC. BAmRY BATIERY ONLY DC SOURCE BUS TRANS AVAILABLE TO BAntRY BUS.
"
CB SPS &. RUDDER AUTH LIMIT EMER FLAP APU CONT DC FUEL PUMP STBY An INO INTER COMM INVERTER 'W,
INVERTER CONT
®
(1)
0
@
0
1) , ,, "
A
"'
®
0
T.,M
0
,---E ---,- NG i6NITOR----, ( '• . j
®
ll l · 1
{�
®
"
,---B ---,- lEED AIR------, CONT
.... ,,,.
0 o
'"aT _ UT At
®
0
.--- GE NERATOR ----,
,
CO NT
.
,
.-----, A--- UXESnS eUS ---u ce
C(JI<>!.T\.
0
0
®
.-- INVEAHR-----, �.
�ffi
RESULT OF POPPED CB RUDDER TRAVEL REMAINS ± 250 ABOVE 240 KIAS. LIMITER INOP. SPS TONES INOP. EMER FLAP RETRACT INOP. APU AND DC FUEL PUMP INOP. DC FUEL PUMP INOP.
SAl AVAILABLE FOR 9 MINUTES MAXIMUM. ALL INTERCOM PANEl AND RWR AUDIO INOP (lOG GEAR AND AOA TONES REMAINI. INVERTER DISCONNECTED FROM BUSES. NO EFFECT IF GEN-DN LINE. INVERTER INOP. NO EFFECT IF GEN-ON LINE.
(0
,,"' IS, !uS TIl
®
CB RESULT OF POPPED CB ElEVATOR DISCONNECTOR STAyS IN LAST DISC UR POSITION. EMER TRIM EMER TRIM INOP. LAND GEAR NORM LOG GEAR EXTENDI RETRACT. NORM WHEEL BRAKES,NOSEWHEEL STEERING. AND ANTI-SKID INOP. ENG IGNITOR A SET OF IGNITORS lONE IN EACH LlR-1I-2 [NGI INOP WITH EACH CB THAT IS OUT. BLEED AIR ASSOCIATED BLEED AIR VALVE CONT UR OPEN. MASTER ,,\ASTER CAUT AND CAUT LIGHTS CAUTiON INOP. HTR IN PITOT TUBE ONLY !NOP. PlTOT HEAT AC GENERATOR IF GEN<{)N LINE - NO EFfECT. IF GEN<{)FF LINE - WILL NOT COtH UR COME ON OR RESET. AUX ESS AUX AC ESSENTIAL AND 26V INST BUS TRANSFORMER BUSES INOP (lOSS Of ENG INSTRUMENTSI. AUX ESS AUX DC ESSENTIAL BUS INOP. BUS TIE CI-10A-T-J6
Figure 1 - 1 2 1-22
Change 6
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T . O . 1 A- 1 0A·
G e n e rator C a u tion
I nstrument I nverter S w itch
generator o u tput was and
left AC Bus
a n d A C Armament
T EST
External Power
I nstrument I nverter Caution light
t ransformer b usses
ion o n t o i nd icate t hat t h e and A C i n5truAC pow e r . n ot
connection of 1 h e externa I. pmver and enables t he from both t h e
I ntegrated Drive G e ne rators Each u n it A n I DG unit mounled o n each o f a drive and A C generato r .
Generators
o l h e r . W i t h external the firs! power to i t s source w i l l con ti nu e When t h e second
and A C power. Each generator i s s u fficient power for AC pick u p a n d e i t her w i l l load i f t he 01 her fail s . c o n t r o l o f t he generators i s generator switches.
E LECTRICAL SYSTEM O P E RATION G enerator S witches A C generator 1 - 1 1 ) are A C GEN L and R. Each switch has two PWR and OFF/ R E S E T . I n P W R , t h e associated generator i s plal'ed o n t h e generator control u n i t t he within limits. i ndicated a L- or R-GEN t he affected generat o r w i l l o ff t he l i n e . The s y s t e m may be reset rnomengenerator s w i t c h t o the OFF/RESET a n d back P W R . I f t he fault remain s , an A C G E N switch s ystem w i l l not reset . in OFF/ RESET removes t he generator from t he l i n e .
powers t h e left D C b u s a n d t he DC bus and I he DC powers ! he
1 -2 3
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T O 1 A- 1 0A- 1
In
GLUlH U U H .
The right hydraulic system powers t h e syst e m s :
when
Flight control -
E mergency systems
The l e ft h ydraulic system powers t he fol lowi n g system s :
Armament
1 -2 4
Left rudder, l e ft elevato r , l e ft and aileron , flaps gear extend a n d ret ract , w h e e l brakes, anti-sk i d , a n d nosewheel steering One h a l f o f g u n drive
O n e h a l f o f g u n d ri v e
Air refueli n g
S l i pway d o o r a n d lock
H Y D RA U L I C SYSTEMS P R E S S U R E G A U G E S
The power s u pply system FO-6) c o n s i s t s of two fully i ndependent hydraulic power syste m s , l e ft system and right syste m . B o t h syste m s are pressurized b y d r i ve n pumps. A s m a l l acc u m u lator i d e n tical in each system stabilizes t h e pressure. In addi t i o n t o t h e t w o system hydraulic p u m p s , a n A P U hydraulic use o n l y t o prov i d e pump can be selected for syste m , but n o t power t o e i ther The selector valve i s accessible t h e A P U access door on the b o tt o m o f the
gear -
Armament
The h y d r a u l i c systems a r e v i v a b il i t y . The l e ft and separated a s much as lines are uploc k , wheel brake, and nosewheel i s olated from t h e left system pressure when the gear is up and locked, The l a n d i n g gear and associated systems can also be i solated from t he left h yd raulic system by openi ng t h e L A N D G E A R circuit brea k e r . T h e speed b r a k e s a r e i s o l a t e d fro m system pressure when the speed brake s\Nit c h i s in hold o r selecting S P D B K E M R R E T R o n t h e e mergency flight c o n t ro l pan e l . Flaps can be FLAP from t h e l e ft hydrau l i c system E M E R R E T R o n t he emergency
HYD R AULI C POWER SUPPLY SYSTEM
c o n t ro l -
emergency wheel associated acc u mulators
T w o hydraul i c pressure gauges (46, FO- l ) per m i t the p i l ot to cont i n u ou s l y m o ni t o r both hydraulic H Y D SYS L and systems , These gauges arc H Y D S Y S R a n d i n dicate p r e s s u r e i n T h e gauges are powered b y the i ns t r u m e n t t ra n s former b u s .
H Y D RA U L I C PRESSU R E CAUTION L I GHTS 1 -6 5 ) , T,vo hydraulic pressure caut i o n o n t h e cau t i o n l i g h t panel, a r e placarded L H Y D P R ESS and R H YD P R ES S . T h e l i g h t s w i l l come o n i f t h e pressure i n t h e respective system drops below 900( ± 1 00 ) psi. The l i g h t will g o o ff \vh e n t h e pressure returns t o a level above 1 ,000
H Y D RA U L I C R ES E R V O I R LOW L E V E L CAUTION L I GHTS Two hydraulic reservo i r l o w level o n the caut i o n light panel, are RES a n d R H Y D RES. The will come o n whenever t h e respective reservoir flu i d level fal l s below a preset leve l .
Change 8
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T . O . 1 A- 1 0A- 1
DING
SYSTE M
accom modate t h e g u n . A l l t hree to aid free-fall extension and gear h a n d le I n t he
gear i s available i n pressure i s n o t present o r valve is or electrical power . To ext en-
g e a r s ystem a r c t he m a i n Components o f t h e landing gear, n o s e g e a r , w heel b rake emergency b rake system, anti-sk i d n osewheel steering system . I n gear gear system includes a warning system, and a downlock override control. Switches sense gear and cockpit i ndicatio n s and t o (iP" rp« landing gear hydraulic system a fter retract i on .
MAIN LAND I N G G EA R T h e shock struts provide a The landing gear is also t he brace. A spring-powered mechanical down lock a n d free-fall matically e ngages b o t h for indicatio n o f extension s . Switches downlock . pressure u nlocks t b e For gear retract i o n , downlock and then extend s t h e piston t o p u s h (rotate) t h e gear forward a n d lip . t h e gear approaches t he upstop, a n uplock i s (see figure 1 - 13 ) . A l s o , gear u p pressure applies b rake pressure to stop wheel rotat ion b e fo re t h e w heels retract into t h e gear For gear extens i on , ret racts the uplock h o o k s a n d piston t o p u l l down t he gear. Extend pressure maintained with t h e gear handle i n D O W N . W h e n retracted, a tire to prevent air
"'-"U,",""�'
t he
s n u b ber t he whee l s .
N O S E LAND I N G G EA R control circ u i t . extension handle, i n d irects t h e same the minimizes whic h the gear must fal l . gear handle be p ulled L A N D GEAR circuit breaker closed , left system pressure presen t , a n d t he landing h andle up, t h e gear w i l l b e powered t o the up as t h e a r e rcleased, held in the retracted landing gear when in t he manual without opening the as both t h e left and pres s u re systems are s h ut o ff i n this Should
The nose l a n d i n g g e a r operates s i m i l a r to t h e comes he gear. As t he strut extends when tire, a cam centers the nosewheel . Two doors seal o ff t he fuselage compart ment a fter gear ret ract i o n .
LAN D I N G G EA R H A N D L E FO- l ) i s T h e landing gear h a ndle s haped a n d p lacarded L n G GEAR D OW N . The h a n d le can o n ly be moved from DOWN to up D C essential power i s available a n d the airc raft weight i s o ff the wheels , o r when t he D O W N L O C K O VE R R I DE button i s moving the landing gear handle u p . T h e handle m u s t b e DOWN .
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Normally the time for the gear t o extend or ret ract approximately 6 seco n d s .
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1 -2 5
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LANDING GEAR SYSTEM SCHEMATIC
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HANDlE LOCKS WHEN IN DOWN POSITION � c A SOLENOID , " AUTOII\ATlCAlLY UNLOCKS IT WHEN WEIGHT IS ,OfF TllE WHEElS w
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1·27
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G EA R H O RN S I L E N C E BUTTON
N O S EW H E E L S T E E R I N G E N G A G E D A D V I S O RY LIGHT The nosewheel 1 4, FO- l ) , plm:arded STEE R I NG E N G AG E D , w i l l come has been o n t o i ndicate t hat nosewheel selected . The i n d icate IS
D C essential b u s .
WH E EL BRAK E SYSTE M The normal w heel brake from t he l e ft The brakes are
SYSTE M the
land i ng gear retracti o n pressure stops t h e m a i n wheel s 10 e ngagement o f the s n ubbers. T h i s b rake pressure released when the landing gear is the up a ft e r and locked
E M E R G E N C Y BRAKE SYSTEM W i t h the l e ft system fai l ed and t h e hydra ul ic system t he emergency brake system has the same as t h e normal system w i t h o ut anti - s k i d . In event of a fai l u r e of both power is proh ydraulic systems , emergency b u t i solated vided by an accumulator serviced from t h e right hydraulic system . In event of loss o f both hydraulic s ys t em s , s u f ficient accumulator fl u i d pressure i s available f o r a m i n i m u m o f f i v e f u l l b r a k e applicati o n s .
N O S E W H E E L STE E R I N G B UTTON located
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t h e emergency The system i s acti vated by the b rake brake handle, and then P u l l i ng t h e handle also act uat es a switch which d i sables t h e anti-skid system . The emergency braking system the normal system down to b u t not wheel brake cylinder. In t h e event l e ft pressure becomes available w h i l e emergency i s selected , t h e emergency system ret a i n s control o f the brakes.
E M E R G E N C Y BRAKE H A N D L E is The emergency b r a k e handle ( I , placarded E ME RG B R A K E . T h e emergency b r a k e system i s engaged b y pulli n g t h e emergency brake
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positions a valve, pressure from the hydraulic system o r accumu lator t o t h e b ra k e s . I f t he right hydraulic i n tact , u n l imited will b e availab l e . emergency brake handle i s p u l led , t h e a n t i c o n t r o l s y s t e m i s deac t ivated .
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brake handle m u st eit her be
A N T I - S K I D CON TR O L SYSTEM
ANTI- S K I D CAUTION L I G H T
anti-skid c o n t r o l system enables e fficient max for all r u n way condition s . Cockpit a n d d isplays consist of a n e ngage swit c h , a n a n d a caution light either o r both main l a n d i ng gear s q u at arm a l ocked wheel/touchdown protection which preve n t s t h e applicat i o n o f a n y b rake until both w heels have s p u n u p t o 25 k n o t s . the system u sually a n d m oderate no! operate. D u r i ng braking t h e system releases brake pressure t o b o t h wheels of which wheel experi ences the s k i d . The u n t i l i t senses that wheel c o n t i nu e s t o h as decreased to 10 k no t s . event that one o f t h e s quat switches fail s t o a fter touchdown, normal s k i d control i s 1 5 knots. to
T h e a n t i - s k i d caution ANTI-SKI D . The
• I nd icates t h e a n ti-sk i d t h e l a n d i ng gear h a n d le • I ndicates a nt i - s k i d system h a s deactivated i n r e s p o n s e t o a EMERGENCY DISCONNECT LEVER T h e emergency d i sc o nnect l ocated on the forward side below t h e gri p . M omentary i mmediately deactivates b o t h systems a n d t h e switches g o
PRIMARY FLIG HT C O N TR OL SYSTEM P i l ot commands are t r a n s m i t t ed p u sh r o d s from t h e s t i c k t o t h e armored cockpit ( w h i te t r o l d i s c o n necto r s , a n d t h e n t h e elevators a n d ailero n s , a n d t h e rudders. L o s s o f o n e
A N T I- S K I D SWITCH anti-skid switch FO- l ) i s p lacarded A NT I ·,s K I D and OFF. The switch m u s t b e manually A N T I -S K I where it i s electrically held. switch can be moved to O F F and i s released t o O F F w henever:
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PITCH CONTROL SYSTEM SCHEMATIC
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JAMMED LINKAGE ON EITHER SIDE MAY BE DISENGAGED lEAVING OPPOSITE SIDE FREE 1UGHTS SIGNAL JAM AND INDICATE DISENGAGEMENn
BOTH LEFT AND HYDRAULIC ACTUATORS ARE THE TANDEM TYPE EACH TWO INDEPENDENT SOURCES OF HYDRAULIC PRESSURE NORMAllY BOTH SOURCES ARE USED, BUT EITHER IS CAPABLE OF MAINTAINING CONTROL
RIGHT EMPLOYS
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YAW CONTROL SYSTEM SCH EMATIC
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THE SAS 15 ALSO USE!) TO PROVIDE YAW TRIM
ARnFlCIAL FEEL DEVICE � FROM �:W-P T =::: MRfCS
RIGHT RUDDER HYDRAULIC ACTUATOR POWERED BY R HYD SYS
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240 KIAS, available powered rudder travel i s auto matically reduced from ± 2 5 ° to ± 8 °. If aircraft speed increases through approximately 240 K1AS with rudder inputs greater than ± 8 °, rudder pedal "kicks" or "thumps" may be fell as the rudder returns \0 8°, Independent SAS signals arc electrically transmitted 10 each rudder actuator to provide automatic turn coordination. yaw damping and yaw trim. Rudder Pedal Adjustment Handle The rudder pedals are individually adjustable with a single rudder adjustment handle (50, figure FO-I), located on the upper right side of the center pedestal. When the handle is rotated up, the pedal assemblies are spring-loaded against the pilot's feel. After the rudders are moved to the desired positions, tfie han dle is released and the pedals lock. The pedal posi tions are numerically identified on the pedal assemblies for visual reference.
PITCH AND ROLL TRIM CONTROL SYSTEMS The pitch and roll trim control systems arc similar in function. Both systems act on the artificial feci devices to vary the zero load position of the stick and equivalent surface positions. A five-position switch, mounted at the top of the stick grip, is used for nor mal pitch/roll trim controL Trim change is propor tional to the time the button is activated. Trim rates are essentially independent of stick loading condi tions. In the evelll of a failure in either the pitch or roll trim circuit, control of both trim axes may be transferred 10 a similar five-position switch located on the emergency flight control panel. The emergency pilch/roil trim circuitry is powered separately from the normal trim; however, both circuits operate the same trim mOtors. A roll trim controller transmits trim inputs to the two independent trim motors (one for each aileron) so that the roll trim motors arc actuated equally. In the event of a failure on one side, roll trim with the other motor will be available
1 -35
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T.O. 1A-10A-'
EMERGENCY FLIGHT CONTROL PANEL
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Figure 1-18 but the overall trim authority and trim rate will be reduced. In addition. there will be a noticeable dif ference in lateral stick feel ncar the center/neutral position and the stick may not return 10 a precise lateral center position if released (hands-off) .
switch on the control stick grip. Emergency trim switch circuits are powered by the DC essential bus. Hence, aircraft pitch and roll trim may be provided by the emergency pitch and roll trim system in the event of loss of the auxiliary DC essential bus power or a failure in the normal trim circuits.
Pitch and Aoll Trim Switch When the pitch/roll trim override switch is in NORM. aircraft pitch and roll trim is controlled by a trim switch on the control stick grip (figure 1-17). Normal trim switch control circuits are powered by the auxiliary DC essential bus. Emergency Pitch and Roll Trim Switch When the pitch/roll trim override switch is in EMER OVERRIDE. aircraft pitch and roll trim is controlled by an emergency pitch and roll trim switch (figure 1-18), located on the emergency night control panel. The switch is identical to the pitch and roll trim
Pitch/Roll Trim Override Switch The pitch/roll trim override switch (figure 1-18), placarded PITCH/ROLL TRIM, is a two-position toggle switch located on the emergency flight control panel. Wh"n set to NORM, aircraft pitch and roll trim arc .::ontrolled by the normal trim switch locatcd on the control stick grip. When set to EMER OVERRIDE, aircraft pitch and roll trim are controlled by the emergency trim switch located on the cmergency flight control panel. The pitch/roll trim override switch must be in NORM for TAKEOFF TRIM pushbutton switch to operate.
1-36
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T.O. 1A-1 0A-1
YAW TRIM CONTROL KNOB Yaw trim control is effected with a knob placarded YAW TRIM (figure 1-19), located on the SAS control panel on the left console. The single knob controls twO independent circuits, each of which trims a rudder through the respective YAW SAS channel. Rudder pedals do not move in response to trim inputs. Rudder trim authority is limited to ± 1 0 ° a t speeds below 240 KIAS and ± 8 '" above 240 KIAS. A detent is provided in the zero trim position. The yaw trim system is powered by the right DC and AC busses.
The takeoff trim circuit is powered by the auxiliary DC essential bus. Takeoff Trim Button The takeoff trim button (figure 1-19), placarded TID TRIM, is a pushbutton located on the SAS control panel. The Qutton must be depressed until TAKEOFF TRIM light comes on, indicating that the surfaces have reached the desired position. When the T10 TRIM buuon is released, the TAKEOFF TRIM light will go off. Takeoff Trim light
In the event of loss of one SAS channel or one hydraulic power supply, 500]0 yaw trim authority is retained through the powered SAS channel. TAKEOFF TRIM CONTROL SYSTEM When the TID TRIM button (figure 1-19) is de pressed, the pitch and roll trim motors and the two elevator tab trim motors are driven to neutral. With the TID TRIM button depressed, the yaw trim knob in neutral seuing, and the five trim motors at neutral setting, the TAKEDFF TRIM light comes on. The TID TRIM button does not operate when the pitchl roll trim override switch is in EMER OVERRIDE.
A green takeoff trim light (figure 1-19), placarded TAKEOFF TRIM, is located on the SAS control pane\. The TAKEOFF TRIM light indicates that all trim surfaces have achieved proper trim for takeoff. The TAKEOFF TRIM light is energized by the auxiliary DC essential bus. STABILITY AUGMENTATION SYSTEM The SAS enhances flying qualities for target tracking, reduces pilot workload, and provides yaw trim capability. Two SAS channels are provided in both the pitch and yaw axes. Each channel acts on the
STABILITY AU'G MENTATION SYSTEM PANEL
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Figure 1-19 1-37
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T . O . 1 A- 1 0A- 1
WARNING
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Pitch SAS Engage Switches SAS engage Two located o n the SAS cont rol solenoid-held s w i t ches SAS E N G AG E a n d OFF with and t h e o t h e r p lacarded R . m e n t b o t h s w i t c he s act uated held. T h e s w i t c he s released t o OFF f t h e m o n i t o r failure o r t h e acluales s w i tc h . The s w i tc h es m oved t o O F F . W he n e i t h e r o r OFF, t h e P I T C H SAS c au t i o n T h e switches are
M onitor C i rcuit Test Switch
Disconnect lever
Pitch SAS C a ution light Th{� P I TC H SAS cau t i o n caution or both
Yaw SAS Pitch SAS On , t he y a w SAS yaw rate dam p i n g w i t h yaw a n d ailero n /rudder t r i m w i t h ::!": J 0 r u dder i n t e rconnec t ( A R l ) for t u r n coord i n at io n with 10 rudder aut ho r i t y . SAS rudder is limited t o ± 1 0 below 240 K I AS a n d 8 above 240 K I A S . T h e t u rn coordination command lateral stick position sensors, a n d yaw rat e gyro s .
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( B e t a Dot SAS), t h e yaw SAS On b a s i c funct i o n s : yaw rat e a u t h or i t y , t urn coordinati o n w i t h 7 0 rudder authority, and yaw t ri m with 10 r udder 0
' -38
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·46A/( 1 ·4 6 B blank)
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) SPEED BRAKE SYSTEM SCH EMATIC
SPEED BRAKE RHRACTED
� SPEED BRAKE FULLY EXTENDED
� ��� �\ �,
RIGHT ACTUATING cn
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VALVE
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DC AU>< [55 BUS SPEED BRAKE CONTROL
� EXTENDJ
SPEED BRAKE CONTROL
HOLD
N. STEER
LG SQUAT SW
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SP BR """ RETRACT
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•
____
,
EMER RETRACT VALVE
EXTEND RELAY
t!r l::! n r!"EXT
HT ACTUATING �
'
, 1.. - - -
al: � ��
LIMIT SWITCHES
ISEE A ATlEfT>
RETRACT
, , , > _ . ____...._J
BLOWBACK REUEF VALVE
-----
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[ ::::::J=o LEFT ACTUATING CYl
:-> o -
[MER RETRACT
� -
o
� -
T.O. 1A·10A-'
BOARDING LADDER
LATCH MECHAN I SM TO OPEN DOOR AND RELEASE LADDER
LADDER RELEASE BUTTDN
PUSHED UP AND STOWED FROM GROUND ONLY WHEN UNLATCHE D , DDDR DPENS AND LADDER POPS OUT TO EXTEND BY GRAVITY EXTENDED
:1 �
STOWED
Figure 1-23
From the exterior of the aircraft, the ladder may be extended by pressing a switch located aft of the door. For stOwage, the ladder must be pushed up manually.
WARNING
I
CANOPY The canopy is constructed of molded stretched acrylic plastic, with no supporting structural members. Normal raising or lowering of the canopy is accom plished by control switches, from inside or outside the aircraft (figure 1-24). The canopy is opened and closed by an actuator that operates on battery bus power.
1 -48
• A malfunction in the canopy control circuitry could cause the canopy to immediately begin closing after reaching the full up position. If this occurs, place CANOPY switch to HOLD and stay clear. Once the canopy is fully closed, exit from the aircraft can be accomplished by manually raising the canopy.
Change 1
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T O lA-l0A-,
CANOPY CONTROLS
t
FWD
<:��.=:.:�fI!t��
f
;,
<1h! R I AN G l E
�
I NTERNAL CANOPY ACTUATOR D I SENGAGE L E V E R ACTUATOR UN LOC K HOO K ( UNLOCKED )
EXTERNAL CANOPY ACTUATOR D I SENGAGE CONTROL CANOPY ACTUATOR ( L AND R S I DE S ) RELEASE LEVER
1m
Y E llOW
EXTERNAL CANOPY OPENING AS S I ST HANDLE ( L AND R SI DES )
CANOPY CONTROL S W I TCH Figure 1-24. (Shee[ I of 2) ' Change 8
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'-49
T.O. 1A-1 0A-1
CANOPY CONTROLS (CONT)
CANOPY ACTUATOR RELEASE L E V E R
@]
Figure 1 -24. (Sheet 2 of 2)
In the event of failure of the actuator or loss of battery bus power, provisions for mechanical disen
and the actuator drives the canopy to full open. 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
mechanical control devices enabling the
pilot or
ground crew to open the canopy manually from the inside or outside (left or right side) of the aircraft.
CLOSE, the actuator is electrically driven to
the fully locked position. The switch is spring-loaded
to return from CLOSE to HOLD when released. The switch will remain in OPEN.
The canopy may be jettisoned, either in night or on
the ground, independent of the scat ejection function, by pulling a control, placarded CANOPY lETT, located on the right console. The canopy may be jettisoned from the outside by a control on either side of the aircraft which is independent of the seat
NOTE • A fter the canopy switch is positioneu to OPEN, it may take up to 3 seconds for the canopy seal to depressurize and the
ejection function. The canopy jettison sequence is ini
canopy locks to open before the canopy
tiated by opening either rescue door, and pulling the
starts to move.
handle approximately
6 feet.
CANOPY UNLOCKED LIGHT
COCKPIT CANOPY CONTROL SWITCH The cockpit canopy control switch (figure 1 -24), placarded CANOPY, is a three-position toggle switch localed on the right console placarded OPEN, HOLD, and CLOSE. When the switch is lifted and set to OPEN, battery bu s power unlocks the canopy
A red warning light (16, figure FO-I), placarded CANOPY UNLOCKED, is located on the instrument panel. The light indicates the canopy is not closed and locked. The light is powered by the auxiliary DC essential bus.
1-50
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EXTERNAL CANOPY C O N T R O L SWITCH
INTERNAL EMERGENCY R E L EA S E L E V E R
INTERNAL CANOPY ACTUATOR D I S E N G A G E LEVER INTERNAL MANUAL HANDLES
I N T E R N A L C A N O P Y JETTISON
C A N O PY B R E A K E R TOOL
lever. w h i l e the E X T E R N A L C A N O P Y ACTUATOR D I S E N G A G E CONTROLS
·5 1
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ASSIST HAN DLES
I N ERTIA REEL POWE R H A U L·BACK
M A N U A L I N ER T I A REEL C O N T RO L
SEAT G R O U N D SAFETY LEVER
S EAT NOT A R M E D L I G H T
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1
S EA T A D J U S T M E N T S W I T C H
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• �"
�'�PARACHUT
li'
SEAT
OR
T.O. 1A-1 0A-'
�
��J('
; ;'. 1RC " ;',"'
RREASf u , A "
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SEAril OSE
DI SCONNECT CAP
EJECTION HANDtfS
PARACHUT£ RISER
�"'CJ
EMERGENCY OXYGEN SYSTEM
�r5-
'n"'-_'��'-i";:"f.!�����Yl
_ -
-
_ _
KIT
SURVIVAL DEPLOYMENT SmCTOR
RADIO LOCATOR
BEACON GROUND SAFETY I T LEVER
NER IA REEl CONTROl
��;��I
CY OXYGEN
R
I A KIT ITYPICAtl LINK ASSEMBLY
SU V V l
PITCH STA81ASS(MBl tlZATlOYN
RElEASE
CONTROL SURVIVAL
KIT
.'
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\
rxTRACTlON PARACHUTE
DROGUE GUN
POWER INERnA Rm
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---1f\iIi�
RECOVERY
PARACHUTE
MORTAR ASS[MBlY
STATII CU
(ALT T DEI
PORT
ENVIRONMENTAL SENSOR
BAmRY
INDICATOR
EMERGENCY OXYGEN HOSE DISCONNECT
DROGUE PARACHUTE
RECOVERY SEOUENCER
RESfRAINT RElEASE THRUSTER
RESTRAINT EMERGENCY E l£ASE
RHANDLE
.'-IOol-'-l'
Figure 1-25
Change 7
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' -53
T . O . 1 A· OA· '
S U RV I V A L K I T
emergency release the
f"I'{'IHf,{'rF
of
fabric case
S U RVIVAL KIT D E P L O Y M E N T SHECTOR S EA T O P E R A T I O N - EJ E C T I O N S E Q U E N C E
WARNING • Do n o t open, and escape c l earance
R A D i O LOCATOR BEACON
RESTRAINT E M E R G E N C Y RELEASE H A N D L E
NOTE
1 ·54
1
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I
T.O. 1A-10A-1
SURVIVAL KIT CREWMAN'S HARNESS Am"H'",", FITIINGS
ROCKER SWITCH ,
ANIURT-33C BEACON RELEASE RING
RElEASE I
(SPRI
AUTOMATIC RElEASE CORD
Figure 1-26
within the sides of the seat bucket duc to the raised ejection controls. Catapult pressure activates two thermal batteries, providing electrical power for the recovery sequencer. 4. As the seat moves up the guide rails, the pitot tubes at each side of the headrest (parachute container) are exposed {O the airstream. Speed and altilUde transducers determine the airspeed and altitude of the seat. The recovery sequencer selects the appropriate automatic sequence. 5 . As the seat approaches the top of the guide rails: a. The rocket motor ignitcs.
b. Recovery sequencer is initiated by a switch that closes on contact with a striker plate on the right guide rail. c. An electrical signal from the sequencer fires a cartridge, generating pressure to spin up a pitch rate gyro. d. Upon reaching its operating speed, the gyro is uncaged and the pitch stabilization vernier rocket motor ignites. e. As the seat leaves the guide rails, the rocket motor accelerates the seat away from the air craft in a suitable trajectory.
1-55
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1
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T.O. lA-1 0A-1
OXYGEN D U RATION
-
with diluter lever " 1 00%" •
HOURS
•
with diluter lever "normal"
INDICATED QUANTITY - LITERS
CABIN
ALTITUDE FEET 35.000
& above
5.0
4.5
4 0
35
2.5
3.0
2 0
1.5
1 .0
0.5
BELOW 0.5
30.94
27.84
24.75 . -
21.65
18.56
15.47
12.37
9.28
6.19
3.09
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
1 5.84
13.58
1 1 .32
9.05
6.79
4.53
2.26
22.99
20.70
18.40
16.10
1 3.80
1 1 .50
9.20
6.90
4.60
2.30
17.48
15.73
13.98
12.24
10.49
8.74
6.99
5.24
3.50
1 .7 5
21.72
19.55
17.37
15.20
1 3.03
10.86
8.69
6.52
4.34
2.17
13.19
1 1 .87
10.55
9.23
7.91
6.60
5.28
3.96
2.64
1 .32
24.43
2 1 .99
19.55
17.10
14.66
1 2.22
9.77
7.33
4.89
2.44
10.62
9.56
8.49
7.43
6.37
5.31
4.25
3.19
2.12
1 .06
0
29.86
26.88
23.89
20.90
17.92
14.93
1 1 .94
8.96
5.97
2.99
8.53
7.68
6.83
5.97
5.12
4.27
3.41
2.56
1.71
0.85
29.85
26.88
23.89
20.90
17.92
14.93
1 1 .94
8.96
5.97
2.99
0 C � Z
6.75
6.08
5.40
4.73
4.05
3.38
2.70
2.03
1.35
0.68
29.86
26.88
23.89
20.90
17.92
14.93
1 1 ,94
8.96
5.97
2,99
4.92
4.37
3.82
3.28
2.73
2.19
1 .64
1.09
0.55
26.88
23.89
20.90
17.92
14.93
1 1 .94
8.96
5.97
2.99
-
-
30.000
-
25.000
-
20,000'
-
-
-
-
-
1 5,000
-
-
1 0 ,000
-
-
-
5,000
5.46
-
SL
29.86
•
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0 m � n m z 0 "
0 > r "
�
c 0 m Z "
� m
"
0
x � " m z
-
'Using CRU-73/A Diluter-Demand Regulator
Figure 1-27
Oxygen Flow Indicator
Emergency lever
The emergency lever (figure 1-28), is a red colored three-position toggle, located on the oxygen regulator panel. The three positions are placarded EMERGENCY, NORMAL, and TEST MASK. In EMERGENCY, a constant flow of oxygen is delivered to the oxygen mask under pressure, In NORMAL, the proper oxygen-ambient air mixture is available on demand. In TEST MASK, in which the toggle must be held, since it is spring-loaded 10 NORMAL, oxygen is delivered under pressure to test the oxygen mask for leaks and proper fie
The oxygen flow indicator (figure 1-28), is an oblong shaped display located in the upper left corner of the oxygen regulator control panel, placarded FLO\\'. The indicator blinks alternately white and black with each inhalation/exhalation cycle to signify the flow of oxygen. Oxygen Supply Pressure Indicator The oxygen supply pressure indicator (figure 1-28), placarded OXYGEN SUPPLY PRESSURE, displays the gaseous oxygen pressure in the oxygen supply line_
1-57
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T.O. lA-l0A-1
OXYGEN SYSTEM REGULA TOR AND QUANTITY GAUGE
A' ·()J.
"
Figure 1-28
OXYGEN INDICATOR TEST BUTTON
OXYGEN LOW-LEVEL CAUTION LIGHT
The oxygen indicator test bunon (figure 1-28). placarded OXY INO TEST, is a pushbutton switch located on the environmenl control panel. When the button is pressed and held, the liquid oxygen Quantity indicator moves toward 0 and at the 0.5 liter indica tion triggers the oxygen low level caution light. When the button is released, the liquid oxygen indicator displays actual oxygen quantity. OXYGEN QUANTITY INDICATOR The liquid oxygen quantity indicator (figure 1-28), mounted on the environment control panel in the right console, is placarded LIQUID OXYGEN LITERS. The indicator scale ranges from 0 - 5 liters. The indicator shows the quamity of liquid oxygen in the converter. The indicator uses power from the auxiliary AC essential bus.
The liquid oxygen low-level caution light (figure 1-65), placarded OXY LOW. is located on the cau· tion light panel. The OXY LOW light anl!" the MASTER CAUTION light come on when the liquid oxygen quantity gauge indicates 0.5 liter or less.
ENVIRONMENT SYSTEM The environment system (figure 1-29) supplies temperature·controlled air for cockpit air condition ing and pressurization. The system also provides service' air for windshield and canopy defogging, windshield rain removal, canopy seal. anti-G suit pressurization, and external tank pressurization. The environment system receives bleed air from the APU. external source. or from the engines. The airflow rale to the cockpit is controlled by means of the flow
1-58
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-
TO l A- l O A- l
paneL The maintains the If the the cockuse of a can-
WA R NING •
The main air emergency use pressure to RAM when normal desired. shou ld select air may not be enterNOTE
S E RV IC E A I R H OT
I
LIGHT
C O N T R O L SWITCH
I COCKPiT PRESS U R E ALT I M ET E R
8
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1
1 -6 0
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T O
-29
All
2
I
I,
4)
5
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A - 1 0A-
3
T O l A - l 0A-'
ENVIRONM ENT SYSTEM SCHEMATIC
MAISUPPLY N AIR CABINOP[RAIR COND TO AIRNE U TURBI o (ENG I COLD,8--...HOT r�"----' [1 TEMP LEVEL
A TO ____
STARH
BUED AIR
B
8mo
AIR
OVERPR[SS IND WIT Rr D POPPET
PRESS
orr
H
APU UECTOR VALVE OFF WHEN LAND
IS UP GEAR AI VAl V( AI� TURBIAIRNTE T m--- ICCWRI
j
81EEO
TO
LEfT
ENGINE
(ENG S AR )
R
CABIAIRN 'H<
OVERSD
"""'''
OVERTEMPAIR MAIN AI OFF NORM SWITCH
R SUP PLY
10
ECU PRESS
FLOW
LEVEL
TEMP I PRESS
TEMP/ PRESS rr�F"M AIFI CLOSrD SW I S AT RAM OR WHEN -1\. ,".1,, AI R SUPPLY VA AIR l[VU S ANll } TO P N 51'1
FLOW SEL[CTOR VALVE
_
AIR H AI R FROM NG C N OL A COOE
OT
_ nAW
t>
O TR
OFF
SE L
DEFOG!
RAIN REflIOV(
ONE WAY CHECK V LVE
CLOSED WilEN MAIN AIR StlPPI Y SW OFF
Change 8
}
O SH4
11.""""==",,, EXT TANKS PRESS
LED AIR
ENVIRONM£NIAL SYSTEM I{S I COtlf£CTORS
1-62
TO OPEN
TEMP / PRESS 5\'1
E
DISCONNECTED
O E CABIN DUMP VALVE
CLOSED WHENOR DUMP OR WHEN IIM.IS ATN NORM AIR SUPPLY SW IS li�������g:�;SUIIA�� " ��������� T
IEi:3 PARTIALLY COOLED AIR _ COLD AIR
LVE
TO CLOSE I[Mr IlVEt flOW VALVE
R;;,, -�---L_
--,
CHECK
..
Figure 1-29. (Sheet 3 of 4)
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Al-
lOti- I - 5 1
T.O. ' A · 1 0A·'
ENVIRO N M ENT SYSTEM SCHEMATIC (CONT) MAIN AIR SUPPLY
COCKPIT DUMP VALVE
I. OPEN WHEN CANOPY IS OPEN. Z. OPEN WHEN TEMP/PRESS SWITCH IS AT DUMP OR RAM 3. OPEN WHEN MAIN AIR SUPPLY SWITCH IS AT Off.
MULTI'DIRECTIONAL ADJUSTA BLE OUTlET
/
WINDSHIELD DEFOG I DEICE
OI'V£R1£R VALVE
CABIN DISCHARGE TEMPERATURE INU AIR OVER'
INU AIR HOT
CABIN DISCHARGE SHUTCfF
WINDSHIELD RAIN R[hIOVE & WASH
INU
/'
INU
PRESSURE CANOPY BUm ORIFIC£. PRESSURE BmDS DOWN AND SEAL DEfLATES WHEN Bl([D AIR SWITCH AND APU OfF OR API) AI" ENGINES OFF.
CABIN AIR SHUTOff VALVE
CABIN SUPPLY TEMPERATURE SWITCH
11'
WHHlS UP
... CABIN _ AIR FROM SH )
"
"
'3 10 "
I
'" � �
iii
Il!I
� �
� �
13
FROM SH 3
{
5
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,
/ /
WINDSHIELD RAIN REM)VE
/
l RAIN lfAIO"" REGULATOR AND SOV
O lO Z0 30 40 AMBIENT PRESS AlT, KILO FT COCKPIT PRESS SCHEDULE
='NlI0G
�,..
I'"_i '_'
orr
�.' -':
' ' CABIN SEAL o � S )RE REGULATOR AND SOV C1.0SlEO WHEN MAIN AIR SUPPLY SWITCH IS OFF OR CANOPY UNLOCKED PRESSURE DUMPS AND SEAL DEFLATES.
-il-.
MAIN AI R SUPPLY
rf���
=CANOPY =CANOPY =WlNDSH1ELD RAIN R£MOVE & WASH
.1· 'OA-l'l)
Figure 1·29. (Sheet 4 of 4) Change 6
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'·63
T.O. 1 A - 1 0A-1
ENVIRONM ENT CONTROL PANEL
_.
Figure 1-30 manual HOT without checking that the main air supply switch is in SUPPLY and insure there is ECS airflow to the cockpit.
AIR CONDITIONER CONTROL SWITCH The air conditioner control switch (figure 1-30), placarded CABIN AIR COND OPER, is located on the environment control panel. The control switch provides a selection of either automatic or manual control of the air conditioning system. In AUTO, air conditioning temperature is automatically regulated by the temperature level rotary switch. In MAN, the conditioned air temperature is selected by the pilOi by holding the switch in COLD or HOT. It will take approximately 30 seconds for the temperature valve to cycle from full COLD to full HOT or vice versa. The switch is powered by the auxiliary DC essential bus.
• Manual operation in full HOT can cause undetectable ECS overheating if the main air supply switch is OFF. Do not select
1-64
NOTE • When operating in MAN, the temperature and airflow to the cockpit will increase if engine throllie selling is increased . Rees tablish desired temperature by holding switch toward COLD. Select MAN only if automatic control is inoperative. •
To prevem overshooting the desired tempera ture level in the cockpit, when operating the air conditioner control in MAN, it is recom mended that a short pulse be used followed by a waiting period to determine the amount of temperature increase or decrease.
Change 6
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TO IA-IOA-1
TEMPERATURE/ PRESSURE CONTROL POSITION VERSUS MAIN AIR SUPPLY SWITCH POSITION TEMP/PRESS (POSITION) NORM
DUMP
MAIN AIR SUPPLY · SUPPLY Air cond · On
Air cond
Cabin press · On
Cabin prell ' Dump
Canopy .eal . Inflated
Canopy seal · Deflated
Cabin ram air · Off
Ram a i r · Off
Air cond · On
Air cond
Cabin prell ' Dump
Cabin pre" • Dump
Canopy
RAM
MAIN AIR SUPPLY OFF
••al
· Inflated
•
•
Off
Off
Canopy seal · Deflated
Cabin ram air · Off
Ram a i r · Off
Air cond
Air cond
•
Off
•
Off
Cabin press · Dump
Cabin press · Dump
Canopy .eal - Inflated
Canopy seal - Deflated
Cabin ram air
•
On
Ram air - On
NOTE •
The above operation holds true whether the air conditioner switch is in AUTO or MAN, assum ing bleed air is available to ECS, and canopy closed.
fo'igure 1·31
TEMPERATURE LEVEL CONTROL
FLOW LEVEL CONTROL
The temperature level control (figure 1-30), plac The flow level control (figure 1-30), placarded FLOW LEVEL, is a manually operated rotary con trol, located on the environment control panel. The flow level control is used to control the amount of conditioned air flowing into Lhe cockpit. The rotary porLion of the control is placarded MIN, MED, and MAX but any desired intermediate flow may be selected.
arded TEMP LEVEL, is a rotary switch located on the environment control panel that is active when the cabin air control switch is in AUTO. The tem· perature level control permits selection of any desired conditioned air temperature setting. The rotary porLion of the control is placarded LQ, M ED, and HI but any desired intermediate temperature may be selected. The switch is powered by the auxiliary DC essential bus.
Change 8
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1·65
T.O.
A- 1 0A- 1
D I VERTER VALVES
W I N D S H i E l D HOT CAUTION L I G H T
located on the caution
C A N O PY D E F O G S Y S T E M W I N D S H i El D R A I N R E M OV A L S Y S T E M
C A N O PY D E F O G C O N T R O L
removal swit c h . W I N D S H I EL D W A S H S Y S T E M
I W I N D S H i El D
SYSTEM
W I N D S H i El D
SWITCH
R A I N R E M OVAL/WI N D S H i E l D W A S H S W I T C H
I -66
5
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T O 1 A- 1 0A - 1
ANTI-G GARMENT SYSTEM
I NST R U
C A D C Caution
E N TS
PITOT-STATIC S Y ST E M
Altimeter T h e altimeter (
H e ater S w itch
1 r a n s fe r .
Central A i r Data
t o t al t empera t u re barome t r i c The in e l ec t r i cal o u t is evident with
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a l t i t ude ,
T.O. 1A-10A-1
CENTRAL AIR DATA COMPUTER AND INTERFACES
115
STATIC P�ESSURE WIMOUNTED NG PiPROBE lOT-STATIC TOTAL PRfSSURf
BARO ALTITUDECORRECTED ALTITUDE VALIa
VAC,4OO Hz
CADC VALID VDCI IZ8
VAC BARO SET 26
ALTIMETER CDU
CADC
CADC FAIL BIT INITIATE
TOTAL ITAT fEMPERATUR( PROBE
DIREPORTI GITAL ALTING TUDE FAILURE WARNING
1621
AlTIMETER .
LICAUTI GPANELHT ON Iff
PRESSURE ALTITUDE. BARO-CORRECTED ALTITUDE.TAS .CAS. ITAT
HUD
PRESSURE ALTlruDE. BARO-CORRECfED ALTITUDE.TAS. CAS. ITAT
INU
Figure 1-32 1-68
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T.O. 1A-10A-1
ALTIMETER DRUM lOOl-FOOT COl !NTIER
B�B"METRIIC SCALE
10, OOl-FOOT COUNITR
lOO-FOOT POINITR
flOW AlTITUDE WARNING SYMBOL)
FUNCTION SWITCH
BAROMETRIC PR£SSURE SET KNOB
AAU-19/A AlTIMETER PRES£NTATlON
AAU-34IA ALTIMETER PRESENTAnON
@]
Figure
WARNING
I
• During pneumatic operation, if the altimeter's internal vibrator is inoperative due to either internal failure or DC power failure, the loo-foot pointer may momen tarily hang up when passing through 0 (12 o'clock position). If the vibrator has failed, the loo-foot pointer hangup can be minimized by tapping the case of the altimeter. •
During normal use of the barometric pressure set system, momentary locking of barocounters may be experienced. If this
lm
1-33
occurs, do not force the setting. Applica tion of force may cause internal gear dis engagement, thereby resulting in excessive altitude errors in both the standby and servo modes. If locking occurs, the required setting may be established by rotating the knobs a full turn in the opposite direction and approaching the setting carefully.
• I f ailimeter seuing knob can be moved in or out and the pointer moves without a corresponding change of the barometric setting when the knob is rotated, the al timeter is unacceptable for flight.
1-69
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T . O . 1 A· 1 0A· ' I ndicator
H A R S C a ution located on the the HARS head· I N S or HARS i s reference system. H A R S Fast Erect Switch A HARS fast erect the control stick on
located on the nosewheel
butt on. On main i nstrument nosewhee! steering . eliminate errors i n i ndicator. I ndicator
directly rate of The indicator i s in i ncrements o f
A T T I T U D E R E F E R E N C E SYSTEM
unaccelerated flight. The fast erect function operate on the ground or in the air. When HARS is the operating BARS fast erect attitude s witch will cause the Am HSI power o ff flags to and r o l l come into and w i l l bar from the H U D . S laved M o d e O peration The slaved mode of normal mode of reference. volved are the SLAVE-DG and the SYN · I N D annunciator. TO·SYNC the S L AVE·
correct latitud e .
erro r . T h e system c a n be synchronized manually faster than the normal slav ing rate) by use o f the PUSI-I·TO-SYNC control on the the P U S H -TOBARS control and
indicates proper
action.
on power ap Automatic plication and whenever SLAVE-DG mode selector SLA V E mode. is switched from D G
1
........,,'''' 1
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I
T.O. 1 A- 1 0A·1
HEADING ATTITUDE REFERENCE SYSTEM CONTROL PANEL
'·100.·'·�·
Control Indicator
Position or Display
Function
SYN-IND (annunciator)
Indicates synchronization between HARS output and the remOle compass transmitter when in SLAVE mode. When the system is not synchronized, the SYN-IND annunciator indicates in which direction the system must be corrected.
Mode selector switch
Selects HARS mode of operation.
LAT correction control
SLAVE
The system aligns with the remQle compass transmitter, causing the system to operate as a gyro-stabilized magnetic compass. SLAVE is the normal operating mode.
DG
The remote compass transmillcr is disconnected from the system, reverting operation to that of a basic directional gyroscope. Corrects the system for the apparent drift of the directional and 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. Figure 1-34. (Sheet
1
of 2)
1·71
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•
Control Indicator
Position or Display
Function
N-S hemisphere selector switch
Determines polarity of DG earth rate correction.
MAG VAR switch
Compensates for magnetic variation. The MAG VAR switch is set to the position which provides the closest representation of the magnetic variation at the aircraft's position, providing improved earth rate correction.
HOG PUSH TO-SYNC control
Provides fast synchronization of heading.
Pushed In
In SLAVE mode, synchronizes the system to 1 " within 6 seconds. In DG mode, turning the control changes heading output at a rate proportional to knob displacement to a maximum of 30" per second.
Figure 1-34. (Sheet 2 of 2)
HARS FAST ERECT / INS MARK / UPDATE SWITCH
NOSEWHHl. STEERING HARS FAST ERECT SWITCH
WJ
INS MARK/UPDATE SWITCH (AIRBORNE FUNCTION ONLY)
(g]
, - '0.-' -/0
Figure 1-35
1-72
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T O
A · OA-
A n g le-of-Attack Indexer pitch and roll i n formation and vert ical information to the erected t o local gravity. Mode O pe ration mode o f reference mode.
i s a backup mode o f t he event of a malfunction i n
i ndicator can be aligned by placing the swilch i n DG and pushing i n and rotat he I I DG PUS I-I-TO- S YNC control until H S I w i t h the s tandby compass .
STALL W A R N I N G S Y S T E M
no " , . a U , " l !, information i s received remote compass t ransmitt er. A N G l E - O F-ATTACK S Y S T E M vane-! ra mmit 1 er, a The vane· indexer l e ft side of the forward
bel ween t h e aircraft and t h e relat ive wind . in the cockpit on t he a heater which is cont r o l l ed
Indicator
FO-I), is plaearded scale is ealibrated from unit inerements, Referenee marks At 15.6 seale units a rec at 17.5 seale units index; at 2 1 .51 approaeh index; seale units a The red (OFF) will U'.!i,a,j,\J JJ when unit
1
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T.O. 1A·10A-1
Stall Warning Control Panel
ACCELEROMETER
The stall warning control panel (figure 1-36) has two volume controls, placarded STALL and PEAK PRFM. The STALL volume control sets the volume of the chopped tone and has a minimum level equal to the landing gear warning volume. The PEAK PRFM volume control sets the volume of the steady tone and can be reduced to zero at the pirot's discretion.
The accelerometer (2, figure FO-I) is suspended from the left side of the windshield bow.
Stall System Caution light The stall caution light (figure 1-65), on the caution light panel, is placarded STALL SYS. The light com ing on indicates a power failure in the Alpha/Mach computer.
NOTE • When the GAU/SA gun is being fired, air frame vibration will cause the accelerom eter needles to oscillate wildly, giving false maximum positive and '.1egative readings which may exceed aircraft limits. The ac celerometer should be zeroed after gunfir ing to record subsequent g levels.
STALL WARNING CONTROL PANEL
ze C
SIAl l - VOL
0
-
" ( 11 K PQ'M
0
F ·
Figure 1-36
1-74
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o
T.O.' 1A-1 0A-1
and warning flag, and course warning flag. The ADI is powered by the right AC bus.
CLOCK The clock (23, figure FO-l), on the instrument panel, is a conventional 8-day mechanical stem-wound clock. ATTITUDE DIRECTOR INDICATOR The ADI (figure 1-37), located on ·the instrument panel, provides a display of aircraft pitch and bank altitude relative to the horizon. The AD! consists of a two-tone attitude sphere with graduated pitch references, fixed miniature aircraft, turn and slip in dicator, pitch trim knob, pitch and bank steering bars, ADI off flag, glide slope deviation indicator
HORIZONTAL SITUATION INDICATOR The HSI (figure 1-38), located on the instrument panel, displays a plan view of navigation and posi tioning information. The H5I presents magnetic heading, bearing information from INS, TACAN and/or ADF, command heading information, course information, DME and TO-FROM information from a selected TACAN station or INS steerpoint, and displacement of aircraft from a selected course. The HSI compass card, bearing pointer, and course deviation scale are powered by the right AC bus.
ATTITUDE DIRECTOR INDICATOR (AD!) ATIITUDE SPHERE
COURSE WARNING FLAG
BANK STEERING BAR PITCH BAR
GLIDE SLOPE INDICATOR
HORIZON BAR
GLIDE SLOPE WARNING FLAG
IJ
GLIDE SLOPE DEVIATION SCALE
I
INDEX
A
ATIITU D E W RN"" FLAG (OFF)
I
KNOB GROUND PERSPECTIVE LINES
TURN AND SUP INDICATOR
BANK POINTER
Figure 1-37
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T.O. 1 A - 1 0A-'
HORIZONTAL SITUATION I NDICATOR
COMPASS
BEARING POINTER NUMBER I (HEADI
SEARING POINTER NUMBER 2 (HEAD� UPPER
HEADING MARKER COURSE
CARD
RANGE
POWER OfF
I FLAG
COURSE DEVIATION INDICATOR
TO-fROM INDICATOR COURSE SET KNOB COURSE ARROW HAIl)
COURSE SET KNOB
DEVIATION SCALE
BEARING POINTER NUMBER I (TAIU
BEARING POINTER NUMBER 2 (TAILl
Figure 1-38
• During heading synchronization in the SLAVE mode when operating in the HARS mode.
ADI and HSI Power Off Flags
The ADI and HSI power off flags serve two func tions. The first is an indication of power loss to either indicator. Only the flag of the instrument that has lost power will come into view. The second is to indicate when the HARS malfunction monitoring cir cuitry detects an invalid condition existing in the HARS. During normal operation the AD! and HSI power off flags will be in view under any of the following conditions: • During the initial start cycle (approximately 90 seconds) • Whenever the fast erect switch is depressed in the HARS mode
A power off flag in either (Jf both instruments, under circumstances other than those listed previously, in dicates a malfunction. WARNING
'
• Failure of certain components can result In erroneous or complete loss of attitude and heading presentations without a visible OFF flag. It is imperative that the ADl and HSI be cross-checked with other flight instruments when under actual or simu lated instrument conditions .
1-76
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T O 1 A- 1 0A - 1
S TA N D B Y F L I G H T I N ST RUMENTS
TACAN IAN/ARN- 1 1 8 ( V ) )
S TA N D B Y C OM P A S S FO- l ) is a conven-
S TA N D B Y ATTIT U D E I N D ICATOR
I
an independent the event of failure of receives its pitch and roll infor gyro, powered by the will provide usable roll and in form atio n within .± 6° for a minimum of 9 loss of power. A red warnw il l come into view whenever the indicator power is interrupted. or when located on the right side of the for piteh trim adj ustment . k nob fully extended and rotated to the exthe gyro will remain caged and CW will remain locked i n t he extended position . release when be possible t o superAOA it may not mi niat ure aircraft on t he horizon bar in
C O M M U N I CATI O N /N AV I G AT I O N o f communications and installed in the aircraft . A N T E N N A L O C A TI O N S t h e communi.cation and naviga i nstalled in t he aircraft are illustrated
N A V I G A T I O N M O D E S EL E CT PAN E L mode select (figure 1 -4 1 ) i s the i nstrument panel, and provides a cen and display for inputs from navigato the H S I and A D I . The navigation contains seven pushbutton t ype a two-position t oggle switch, and and FM) i ndicator ligh t s . A in the lower half of each switchselected display come on to 1 -42 for navigation interfaces with HSI .
a continuous ground T ACAN or to a cooperating aircraft. The A- 1O can provide AI A range i n formation to anot her A- 1 O or equ ipped aircraft, but cannot Ai A i n formation. The T ACAN set data on the H S I . T A C A N - H S I Display The T ACAN i n format ion on the H S I is i n accordance w i t h t he m o d e selected at t h e m o d e select panel . When the TCN mode has been selected ( /::, i s a n d on U H F IA D F not tion will be d i splayed at all t imes bearing 1 . When bearing lock-on occurs , t he flag will be out o f view . W hen range lock-on occurs the range shutter will uncover tbe M I L,ES indicator which displays t he TACAN station range. If the course pointer is within , lhe TO-FROM indica± 90 o f t he bearing is tor will indicate TO . I f the course from the mately more t han 90 0 pointer, the TO-FROM i ndicator \vi l l i ndicate FROM.
[@
T h e TACAN , in with the H S J , provides the with course deviat ion funct i o n . The pilot, u s i n g the COURSE SET knob, selects a desired T ACAN radi al or course. The course devia tion bar will deflect either t o the o r left of the course pointer. This indicates t he aircraft i s either t o t h e right o r left o f the selected course. Within ap proximately ± 1 0 o f the selected course, the course deviation bar will indicate the relative position of the aircraft from t he selected course. When t h e course t he deviation bar i s with the course aircraft is on t he select ed course or radial . T A C A N Controls The T ACAN set control all controls necessary for channel mode selection, pulse mode selection ume control , and sel f-test. T A C A N Antennas The T ACAN antenna system consists o f an upper and lower antenna which are shared with the U H F rad i o .
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1-77
T.O. lA-l0A-l
COMMUNICATIONS AND NAVIGATION AIDS Type
Designation
Function
�
FM-622A
�
AN/ARC-
Provides two-way communications
1 861VI
in the frequency modulation band of
VHF/FM Radio
VHF/FM Radio
Provides two-way communications
Range
Control Location
line of sight
Left console
Line of sight
left console
line of sight
Left console
line of sight
Left console
line of sight
Left console
Aircraft communication center; per-
Dependent
Left console
mits audio monitoring and transmit-
on function
ter selection. All audio signals and
selected
in the frequency modulation band of 30 - 75.95 MHz.
30 - 76 MHz. 20 preset channels may be stored.
�
Wilcox B07A
�
AN/ARC-
VHF/AM Radio
VHF/AM Radio
Provides two-way communications in the 1 1 6.000 - 1 49.975 MHz band.
1 861VI
Provides two-way communications in the 1 1 6.000 - 1 5 1 .975 MHz band. 20 preset channels may be stored.
U H F Radio
AN/ARC-
Provides U H F communications and
1 641VI
ADF in the 225.000 - 399.975 MHz frequency range. 20 preset channels may be stored.
Intercommuni-
AIC- 1 8
cations System
landing gear warning signals are routed through the AIC-18. During ground operations permits interphone communication between pilot and groundcrew. Airborne
AN/APX- l 0 1
Provides automatic radar identifica-
line of sight
Left console
Line of sight
Right console
line of sight
Left console
tion to suitably equipped challenging
Transponder
aircraft, surface ships, and ground
(IFF)
facilities within range. .
TACAN
AN/ARN-
System
1 1 8(V)
Provides navigational information in conjunction with a surface navigation beacon or with another airplane equipped with similar TACAN system.
X-Band Radar System
AN/UPN-25
Enhances the control and vectoring capability of the aircraft by ground or air based radars.
Figure 1-39. (Sheel 1 of 2)
1-78
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T .0. 1 A-1 OA-1
COMMU NICATIONS AND NAVIGATION AIDS (CONT) Type
Function
Designation
Range
Automatic
Provides bearing information to
Direction Finder
selected station transmitting on
ILS
INS
IiZl
Une of sight
Control Location Left console (thru UHF radiol
UHF. AN/ARN-108
�
Right console
Provides vertical and horizontal guidance information for instrument landings.
Right console
Provides heading. attitude. ground
speed,
TAS, win ds,
course to desti-
nation or steerpoint, and present position data for worldwide navigation capability.
Figure 1-39. (Sheet 2 of 2)
TACAN Modes of Operation
TACAN Ope ration
The TACAN set has four modes of operation: re ceive, transmit-receive, air-to-air receive, and air-to air transmit-receive. Refer to figure 1-43 for a de scription of each mode of operation .
To operate the TACAN, proceed as follows:
The TACAN set has two self-test modes. The manual self-test mode is initiated by setting the mode switch to TIR and depressing the TEST pushbullon. If the TEST indicator is still on at the end of the self-test cycle, a malfunction or failure has occurred. The test should then be repealed in the REC mode. If the TEST indicator is not on at the end of the self-test cycle in the REC mode, the malfunction is probably in the transmitter and the bearing information is valid. If the TEST indicator is on at the end of the self-test cycle in the REC mode, all information received should be considered invalid. Self-test mode can be terminated at any time by rotating either a channel knob or the mode selector. The automatic self-test mode occurs automatically whenever the received signal becomes unreliable or is lost (memory ' time elapsed). If the TEST indicator is found to be on in flight, a manual self-test should be initiated ·to confirm the malfunction and to determine limitations.
I . Set operating mode (OFF-REC-T/R - AlA REC - AI A TIR) selector switch to desired mode. Allow a 9O-second warmup period. NOTE • TIR and AIA TIR modes should not be used when radio silence conditions are im posed. Do not use channels 1 - 9, 64 - 72, and 126 in AlA modes, due to IFF interference. When operating in either of the AIA modes, the fre quency of the master aircraft and all receiver aircraft must be in the same X/Y mode and spaced 63 chan nels apart, i.e. MASTER: Y mode channel 10, Receivers: Y mode channel 73. Additionally, when multiple flights are using AIA mode in close geographical proximity, paired channels should be spaced at least two channels apart. 2. Rotate two channel switches to desired channel, as displayed in CHANNEL indicator window.
1-79
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T.O. lA,' OA·'
ANTENNA LOCATIONS/IFF CODING RADAR WARNING
!ill
X-BAND RADAR
!ill
RADAR WARNING
('
�
CIO BAND RADAR rm WARNING OR L-BAND RADAR RADAR WARNING WARNING
[]Q]
!ill
RADAR WARNING
@)
MARKER BEACON
---ji�Zj�!::
UHFIADF
RADAR WARNING
!ill
(iii]
RADAR WARNING
!ill
VHF I FM/ HOMING
@)
LOCALI ZER/ GLIDE SLOPE
UHFITACAN CHAFF/FLARE PROGRAMMER CONTROL
@I
.'-IO�-'-' ,
Figure 1-40 '-80
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T.O. lA-l0A-l
NAVIGATION MODE SELECT PANEL
•
o.
•
o•
• ,. ).0..
Control or Indicator
Position
TCN switch-indicator
Depress
Function Selects TACAN for display on HSI and on steering.
� � �
Nonfunctional.
YOR·ILS switch indicator
@J
Nonfunctional .
LRN switch-indicator
Nonfunctional.
TCN·VOR/LRN or TCN·LRN t le switch
�
'1
� , AD! bank
PT STOW switch indicator
Depress
Stows the following indicators on the ADI out of view: bank steering bar, pitch steering bar, and course warning nag.
PTR switch
ABLE
Enables the pitch/bank steering bars and the course warning nag on the AD!.
STOW
Stows the pitch/bank steering bars and the course warning nag, except when TISL or FM homing is selected.
[g]
Figure 1-41. (Sheet I of 2)
1·81
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N AV I G AT I O N I N T E R F A C E C HA RT
I
H S I B EA R I N G
H S I BEARI N G
POINTER #1
P O I N TE R #2
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t'-'
'
! I N D I CA TO R
HSI CDI
AD! BANK
A D I PiTC H
HSI HEADING
S TE E R I N G
STE E R I N G
MARKER
BAR
BAR
I STOWED O U T
STOWED O U T
M A G N ET i C
M A G N ET I C
D I S TA N C E T O
D E V I AT I O N
HEADING
BEARING
S E LE C T E D
FROM
S E LE C T E D B Y
O F V I EW
O F VIEW TO
SELECTED
TO UHF
TACAN
TACAN
H E A D I N G S ET
TO RIGHT
BOTTOM
TACAN
S T AT I O N
S T AT I O N
C O U RS E
I WHEN ADF ,
I
KNOB
!
i
STOWED OUT i
! TACAN BAN K
DEVIATION
HEADING
FROM
SELECTED BY
STEERiNG
O F V I EW
S E LE C T E D
TACAN
H E A D I N G S ET
( E X C E PT
T O BOTTOM
S TA T I O N
TACAN
COURSE
KNOB
WHEN ADF
S T AT I O N
M A G N ET I C
D I S TA N C E
I i
B EA R I N G T O
B EA R I N G
TO
SELECTED
TO UHF
TACAN S T AT I O N I
I
SELECTED
. M A G N ET i C I
�
I H S I RAN G E
B EA R I N G T O
S T AT I O N
-
�
S E LE C T E D
I
0 """0
N '-'
MAN
CI.
HEADING
HEADING
STOWED O U T
S E LE C T E D BY
B A N K STEER-
O F V I EW
H E A D I N G SET
i I N G ( E X C E PT
T O B O TT O M
KNOB
M A G N ET I C
M A G N ET I C
D I S TA N C E T O
RAW
HEADING
D I SPLAYS
D I S PLAY S
B EA R I N G T O
BEARING
S E LE C T E D
LOCALIZER
S E LE C T E D B Y
LOCALIZER
GLIDE
TACAN
I NFORMA-
H E A D I N G SET
S T AT I O N
TION
KNOB
S E LE C T E D TACAN S T AT I O N
TO UHF
i S T AT I O N
I
WHEN ADF SELECTED
.... I
00 w
I
i
i C O U R S E B A [\J K . ( E X U:: P T
I
(EXCEP I
-l
0 ....
1> ....
0 1> -'
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T.O. 1 A - 1 0A-1
TACAN CONTROL PAN E l - AN/ARN- 1 1 8(Vl
o . · ,oo·,-,s
Control Indicator
Position or Display
CHANNEL digital display
Displays TACAN channel selected by the two channel selector switches.
XI Y pulse mode selector switch (outer ring CHANNEL units selector switch)
Permits selection of either
VOL control Operating mode selector switch
Function
X
or Y pulse mode of operation.
Controls the volume of the station identification. OFF
Disconnects power to TACAN set.
REC
TACAN set operates ill receive mode only and provides bearing information, course deviation, and station identification.
Figure 1-43. (Sheet I of 2)
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1-85
I N S T R U M E N T l AN D I N G S Y S T E M
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T.O.
A-
IlS A D I / H S I
OPERATION 1 . I NT ERCOM
a . V O L. b. I.
inbound
I N E RT I A L NAVIGATION S Y S T E M
1 -87
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T.O. 1A·10A·1
ILS CONTROL PANEL
�
·'·'�·'·'l
Control or Indicator PWR control knob
Position
Function
OFF
Removes power from ILS.
PWR
Applies power to ILS.
Frequency control knobs
Used to select the desired localizer frequency.
Frequency dial
Indicates the localizer frequency selected.
VOL control knob
Controls the volume of the localizer identifier audio signal.
Figure 1-44
1-88
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T . O . 1 A- 1 0A- 1
• • Relat i v e 1&
D i st ance 1 0 to
i s t he A D! ,
• P itch
H
.. Pitch 1&
Roll
1& III III
to D i s t ance
I n e rtial
.. R e l a t i ve •
vec t o r .
I nertial
INS
Modes
U ni t
sense o n l y hori d i rection out (NU
1
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1 -89
Clear
Data
I
I
1
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1'. 0 . 1 A- 1 0A- 1 COITCSOOIlalllll
I
output does not via the CDU 06" , but CDU
data
I
has not passed format check s (e. g . , entry o f N 3 9 " 4 3 . 8 ' N39 " 43 ' 48 '
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1 -90A/! 1 -908
I
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T.O. lA-10A·'
CONTROL DISPLAY U N IT
Index No.
2 J
Control or Indicator
Position or Display
Function
CRT display
Provides for multiple pages of inertial navigation data 10 be displayed on seven data lines with up \0 19 characters per line. One scratch pad occupies the eighth line of the display, wilh up 10 1 4 enterable characters.
Line select keys
Eight keys, four on each side of display, when depressed, control data entry and subpage selection.
Keyboard pushbultons
Used to insert daw into the scratch pad line.
Figure 1-45. (Sheet 1 of 3)
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1-91
MSN
NAV
NAV
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No . (0
B IT
(0 ..
MRK
of
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T.O. 1A·10A·'
CDU DISPLAY, POSITION PAGE CONVERGtNCE
CONVERGENCE FACTOR LINE
---
.,. y
KEY GRID HOC
MAG HOG
PAGE LAm SEt O;: [ " " ' TIO" , :, , " " ,T SEl �I ,
MAG HOG
LINE KEY
tiNE LAT LINE KEY LONG EASTINGS AND
LINE KEY
NORTHINGS LINE KEY
pos
POS UTM GRID AND SPHEROID HOG FORMAT
?OSITION (POSI PAGE IUTMI AND GRW HOG MODES
' �-
PAD LINE
pos
POSlTION (POSI PAG( 11.111 AND MAGNrTlC HOG �'OOES
"·10A·,·ao
POSITION PAGE LABELlLlNE SELECT KEY Page label, Selected destination, Selected steerpoint/selected mag course
Coordinate format
FUNCTION Position page label, selected destination 2, selected steerpoint 3, line select key performs no function. DEST and STR toggle switches increment or decrement selected destination and steer· point, respectively. LlL 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 Lll 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.
Figure \-46. (Sheet \ of 3)
1 -94
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A-
LABEL/ LINE SELECT KEY Grid heading line Magnetic variatitm
* * Magnetic variation line
MV.
Convergence factor
**Convergence factor line
I
Position latitude * *Latitude line key
Position longitude * * Longitude line
Position UTM grid and
* *Grid and spheroid line Area, eastings & northings
* * Eastings & northings line
C hange 1
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1 -9 5
T . O . 1 A· 1 0A- '
LABEL/LI NE SELECT KEY
FUNCTION
True line
* *True
is
the Entered true the first 60 seconds o f FAST and results i n a BA Hi
Wind format "'Alternate
i n knots. format i s i n eit her MAG
format
A.llows
of format or function . * Denotes ** Denotes an insert able The small active. Absence o f an arrow indicates that the
o f either M AG
r n •.,.p<:n"nn.
-46.
or G R I D . GRI D
indicate that the is inactive. line
3
1 -96
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format s .
line select key
CDU DISPLAY, INERTIAL PAGE PAGE LABEL SEl _, D,,"i:T,'p;NAi·,Tj;;'O N SEt )1 .
COURSE SOURCE AND MA" COURSE AlTN IODE LINE KEY TEST PAGE ACCESS LINE KEY ALIGN STATUS ..:..-.:� SCRATCH PAGE ACCE'SS LINE KEY Mise DATA LINE KEY �- " " ...
CALC PAGE ACCESS lINE"' ___
_ _ _
___
Mise ADDRESS liNE KEY SCRATCH PM liNE
, DATA ADDR£SS CO'M> ON STEADY AfTER 6 MINUTES. FLASHES AT 8 (APPROXI MINUTES I"Ull AlIGNt.IENTl
POINT
INERTIAL UNS) PACE ISCSI
INERTIAL (INS) PAGE ICCS)
INERTIAL PAGE LABEL/LINE SELECT K!::V
FUNCTION
Page label Selected destination Selected steerpoint/selected mag course
Inertial page label, selected destination 2, selected stecrpoint 3, line select key performs no function. DEST and STR toggle switches increment or decrement selected destination and sleerpoint, respectively.
Selected steering mode
GCS directs 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 poim of SCS emry.
"Ailernate 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 i n degrees. HSJ 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.
Figure 1-47. (Sheet 1 of 2)
1-97
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PAGE
IN
data add ress in to enter decimal formaL
10
Cnler the
2 of 2)
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T.O. lA-10A·l
CDU DISPLAY,DESTINATION PAGE
PACE LABEL SEL DESTINAflON SEl SrrERPOINT
OEST UTM COORD
GRID AND
ElEVATION
GRID AND
ElEVATION LINE KEY
TIME TO GO LAT LINE m' --
SELECTED MAG
I LINE KEY EASTINGS AND
DESIRED
LONG LINE KEY
MAG HOC
NORTHINGS LINE K�Y
DEST LAT WIND 01 RIVEt
GS
DESTINATlONWESTl PAGE lUll
SCRATCHPAD LINE
AREA EASTINGS AND NORTHINGS
DESTINATION WEST) PAGE (UTM)
'-lOA" ·�1
DESTINATION PAGE LABEL/LINE SELECT KEY
FUNCTION
Page label Selected destination Selected steerpoint
Destination page label, selected destination 2, selected steerpoint 3. Line select key performs no function. DEST and STR toggle switches increment or decrement selected destination and steer point, respectively.
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.
Distance
Distance to destination in nm and tenths for distances less than 100 nm; whole miles for distances 100 nm or greater.
Elevation
Elevation of destination in feet above sea level.
"""" Elevation line key
Allows entry of elevation from the scratchpad line ( ± 32,767 feet).
Figure 1-48. (Sheet 1 of 2)
1-99
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1
ude All ows
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T.O. 1 A - 1 0A-1
CDU DISPLAY, STEER PAGE PAGE LABEl SEl DESTINATION SEl STEERPOlNT
GROUND TRACK STR LINE KE\'--
, --
HOG
,Pi,iD
'lR
WIND DIRNEl GROUND SPEED
r" COURSE
SELECTED MA(;N STEER ISTRI PAGE (UU GREAT CIRCLE STEERING IGCSI STR LINE
COURSE LINE
ALTN COORD
STEER tSTR) PAGE OHMI ST. tI"""'_ DISTANCE TIME TO GO
SmCTED COURSE STEERING (SCSI GROUND
-
DESIRED MAG HOG
_ _
TRUE AIR SPEED
STR UTM -� GRID"" SPHERIOD
WIND DIR/VEl
["
'TI";' AREA , AND NORTlUNGS
SPUD
STtER (sTR) PAGE UfM GREAT CIRCLE STURING (GCS)
" 'Ill" '"
Figure 1-49. (Sheet 1 of 2) 1 -1 01
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T.O.
1A-10A-1
CDU DISPLAY, MISSION PAGE
MHIDIST ENTRY , , MAGNHlC HEADING
MISSION POINT UTili GRID AND S PHEROID
COORDINATE OFFSET LINE HY
LINE KEY
MAGNETIC HEADING DISTANCE LINE KEY
, LINE KEY
EASTINGS ANO NORl'HIN'" / LINE KEY
lONGITUDE tiNE KEY WIND DIRECTIONI VELOCITY
POINT LATITUDE
OFFSfT POINT . EASTINGS AND NORtlllNGS
liNE
MISSION (MSNI PAGE fUTMI
MISSION (MSNI PAGE lUll
, ,Go.
�,
MISSION PAGE FU
LABEL/LINE SELECT KEY
CTION
Page label Selected destination Selected steerpoint
Mission page label. Mission is from selected destination 2. selected steerpoim 3 . Line select key performs no function. DEST and STR toggle switches increment or decrement selected destination and steerpoint. respectively.
MH/D1ST entry indicator
Indicates last entry on MSN page was MH/DIST and will not appear when L/L-UTM coordinales are entered.
Offset line key
AlIo\\s entry of offset point as selected steerpoint. Offset point is selectable as steerpoint only after offset point bearing and distance or coordinates (L/L-UTM) are emered and arrow appears on page label line. If the offset point is selected as steerpoint, GCS steering mode will automatically be selected.
Coordinate format
L/L for latitude/longitude or UTM for universal transverse mercalor.
•
Allows selection of either L/L or UTM coordinates.
Alternate coordinate format line key
Figure 1-50. (Sheet I of 2)
1 - 1 03
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T.O.
1 A- 1 0A-1
CDU DISPLAY, CALCULATOR PAGE
PAGE Tlill INERnAL PAGE LINE KEY
T REGISTIR __
ADD KEY
ENT£' KEY __
SUBTRACT
I REGIS'"'-
KEY
SHIFT "' --
DIVIDE KEY
XIV EXCHANGE
CALCULATOR (CALCI PAGE
" 100·,-116
CALCULATOR PAGE LABEL/LINE SELECT KEY
fUNCTION
Inertial page line key
Allows return to INS page.
Page title
Calculator page title.
Add key
Performs addition. Adds X and Y registers.
T register
Fourth register.
Enter key
Enters data from X register (scratchpad line) to Y register. Pushes 'contents of Y to Z register, coments of Z to T register and contents of T register arc lost.
figure 1 -5 1 . (Sheet 1 of 2)
1 - 1 05
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of
"I
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T.O. 1 A , ' OA·'
CDU DISPLAY, SCRATCH PAGE
DATA
I
A2
CLEAR SCREEN
SPACE
'- '0.-'-11
SCRATCH PAGE FUNCTION
LABEL/LINE SELECT KEY Line key A
Enters scratchpad line contents (line 8) into next available data field, A I , A2. A3, or A4. On initial access after power up, scratch page is blank and next available data field is A I . If 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 wrillen into next available data field.
Data fields A I , 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 0
Function the same as line key A with their respective data fields. except 0 is limited 10 IWO data fields (01 , 02).
Data fields B l , B2, B3, B4, C I , C2, C3, C4, 0 1 , and 02
Nine and ten character data fields which correspond to line keys B, C and O.
Clear screen
Allows clearing of enlire screen. Next available data fields are A I , B I , C l , and D I .
Space
Allows entry o f a space i n the scratchpad line.
Figure 1-52
1·107
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T.O. 1A-l0A-1
CDU DISPLAY, TEST PAGE CDU TtST LINE KIY
CADC nsT LINE KEY
LINE KEY SYSTEM nsr LINE KEY
..�S2f .� �
:� ..� �
�.
;;t!;
"' � J
r, ..
1'\1
... ,.\�. F�1 ... '.oK' 1f"l
.. .
[
'-0 �
"" .
1
-..2J � ..,
DES'
�.d �
� �
-=il
INS PAGE LINE KEY
r1
�
0"
,
I - IOA-,-M
TEST PAGE LABEL/LINE SELECT KEY
FUNCTION Initiates COU self-test. Initiates CAOC self-test. Initiates MBC self-test. Not operable. Allows return to INS page.
COU test line key CAOC test line key MBC test line key System test line key INS page line key COU Test
Pressing the line key adjacent to COU TEST on the test page initiates an internal COU test. Upon actuation, the INERTIAL NAV caution light comes on with the mode selector in NAV or UPOT. or the light goes off with the mode selector in FAST or NORM, and the COU BIT indicator sets white. COU TEST on line one is replaced by COU GO or COU NO GO. After approximately 5 seconds, the COU BIT indicator resets black, COU GO or COU NO GO changes back to COU TEST, and the INERTIAL NAV caution light goes off with the mode selector in NAV or UPOT, or comes back on with the mode selector in FAST or NORM. The unit has failed if COU 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 thai 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 FACK will erase MBC; further test of the MBC will not indicate MBC failure. CAOC Test Pressing the line key adjacent to CAOC TEST on the test page intiates a test o f the CAOC. Upon actuation, the CAOC 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
H08
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T.O. lA-l0A-'
CDU DISPLAY, UPDATE PAGE
SmCTED
DESTINATION UTM GRH> &
DESTINATION I
SELECTED
MAG
DESTINATION I UNE KEY PAGE LABEL·-
GRIO & LIM KEY
AREA
EASTINGS NQRTHINGS LINE KEY
DESTINATION AREA [ASTINGS + NORTHINGS
UPDATE !UPOTl PAGE lUll GREAT CIRCLE STEERING (GC$)
UPDATE !UPon PAGE IDTMI SEUCITO COURSE STEERING {'SCSI
1-000-, -1,
UPDATE PAGE FUNCTION
LABEL/LINE SELECT KEY Page label Selected destination Selected steerpoint/sc!ccted magnetic course
Update page label. Selected destination and selected steerpoint selected magnetic course. Line select key performs no function. DEST and STR toggle switches increment or decrement selected destination and stecrpoint, respectively.
Distance
Distance to destination in nm and tenths for distances less than 100 nm; whole miles for distances 100 nm or greater.
Elevation
Elevation of destination in feel.
'Elevation line key
Allows entry of elevation from the scratchpad line ( ± 32,767 feet).
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.
Figure I-54. (Sheet 1 of 2)
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1·109
I
T . O . 1 A- 1 OA- 1
PAGE FUNc r l ON latitude i n
second s .
of destination Destination Allows UTM
in
seconds.
o f destination
Destinat i on UTM zone o f up to 2 n umeric and one alpha model i n t hree or alphanumeric and
A llows entry of
codes from the scratchpad .
i n 4 num bers and northings Area in 2 alpha 4 n umbers i ndicating t ens o f meters. to be entered from the
present true
Wind
direction in
-54.
d p ," " P ,AC
and
2 o f 2)
1
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i n k nots.
T.O. ' A- , OA·'
CDU DISPLAY, ACCEPT/REJECT PAGE SElECrrD
PAGE
�
SHECTED I
NIS POSlT1 " ERR<" _ _ _ .
---
UPDT ACCEPT
UNEI{[Y
;::��:!�
T: COORDINATE LINE KEY
REJECT LINE
POSITION ERROR
DESTINATION LATITUDE LINE K[V
HOG AND DISTANCE POSITION ERROR
DESTINATION LONGITUDE tiNE I([V DESTINATION LONGITUDE
DESTlNA110N LATITUDE
AREA EASTINGS NORTHINGS LINE KEV +
ACCEPTIRrJECT PAGE lUll MODE PRESENT POSITION AREA. EASTINGS .. NORfHtNGS ACCEPT/REJECT PAGE IUTMI MODE '-'OA·'·�
UPDATE/ACCEPT-REJECT PAGE FUNCTION
LABELIU NE SELECT KEY Page label Sclcrted destination Sclcrted steerpoint/selected magnctic course
Update page label. Selected destination and selected steerpoinl/ selected magnetic course. Line select key performs no function. DEST and STR toggle switches increment or decrement selected destination and steerpoint, respectively.
Coordinate format
LlL for laTitude/longitude or UTM for universal transverse mercator.
-Alternate coordinate format line key
Allows selcrtion of either L/L or UTM coordinates. Pressing this key when LlL is displayed results in the display format in figure 1-45 (bollom) and vice-versa.
-Update reject line key
Rejects overfly position update.
-Update accept line key
Accepts overfly position update.
N/S position error
Position update error north or south in nm.
Figure I-55. (Sheet I of 2)
,-"
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1
id
1
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1 A- 1 0A- 1
G e neral Rules for E rror
Fast Alignment
and the value used . ALIGNMENT MODES I N S O PERATIO N S
T o enter data as , or t u rned CDU another
MSN , as
Normal Alignment
..
11m/hour C E P .
If
or
1 -1 1 3
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T . O . 1 A- 1 0A- 1
CDU latitude line select
- Depress to
enter.
3. CDU and Depress to enter.
,' n h ,nr, ,,
for desired
N OT E entry was same (E , t hat letter need not be entered on
I
5 . CDU longitude l i ne select enter .
NOTE
- Depress t o 5. CDU area, east to enter. key
T o enter data into t h e C D U i n t h e U T M format , follows : . C D U page selector knob - POS, DEST, or as N OT E
NOTE
N ormal Alignment/Cocking Proce d u re
Enter required grid line. Grid zone on entries consist o f one or two numerics followed by an model entries consist o f a character. numeric code from 0 - 1 0 t o spheroid table. Grid zone and can be entered desired . 2.
CODE
S P H E RO I D MODEL
0
Int ernational Clark 1 866 Clark 1 880 Everest Bessel Australian National
5
NOTE
moved, a minimum 1 . CDU mode
2 . C D U page selector
CDU
6
7 8 9 10
1-1 14
be
.. A maximum displayed i n the northings.
.. UTM data may be entered with t h e C D U mode selector knob i n U P D T . U PD T page of C D U page sewill appear lector knob tJUO,H n,u
2 3 4
line select
Hough South American Modified Everest WGS-72
Change 1
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CDU will
1 A- 1 0A- 1 6. CDU a. OFF
b. NAV Stored NOTE
2. Enter 6)
Observe NA V R D Y flashing a t 1 4 .0 -
NOTE
I t ime versus 3. CDU mode
k nob
NAV.
SAT H Alignment 1 . C DU mode take 20 2. C D U page
destinations maintenance from N A V will shutdown.
1-1 1 5
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T . O . 1 A- 1 0A- 1
A LI G N M E N T T I M E V S . T E M P E R A T U R E FAST S T O R E D H EA D I N G -1 7
-40 ° C
°C
BATH
FULL
4
A C C U RA C Y
Min.
Min.
DEGRADED
2
2
ACCURACY
Min.
Min.
2 1 °C
Min.
I - 56.
CADC Test 1.
NS.
2 . Test
e ntered .
3 . CADC
NOTE
m ai n t e n a nce i s
MBC Test 1 . CDU 2 . Test 3. M BC
5.
6)
6.
NAV.
5 . I f M B C appears
is
C O U Test
NOTE N A V RDY BATH
2 . Test 3. C D U
1-1 1
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maintenance
T . O . 1 A· 1 0 A · 1
Offset Point
i ndicator
I M ark Function NAV .
. C Ol]
If offset coordinates . C DU mode
If
2. CDU page select o r
3 . CDU page
MSN.
3 . Dest ination destination.
Mark dear .
desired
4 . CDU
If after arrow appears desired as imme-
I NOTE
o ffset
1 . C D U mode 2. CDU page selector 3. Destination d estination .
are
I
NAY .
MSN. desi red
4. CDU coor· dinates
on page label diate
after arrow appears desired as imme·
1
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1-1 1 7
I
T.O.
A-
Position
.. . vnu,,,,
Terminal Error Provides is stored in proceed
To as U PD T .
I.
page
I
CDU
2 . DEST destinat i o n .
proper
NOTE
3 . CDU 4. CDU 5 . Miscellaneous
nautical as
line
.A ccess
•
RER
•
RER NA
line select
INU:
•
M iscellaneous
To
follows: NS.
•
P resent
•
I NS
I f RER
1-1 18
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7.
T . O . 1 A- 1 0A - 1
6.
RER 2.5
1 0 . Complete I N S DATA CARD . Prior t o engine shutdown: 1 1 . C D U mode selector knob - OFF.
o r greater,
•
Record RER 8 . CDU 9 . M iscellaneous M I SC 20 appears and X XX appears mission R E R ' s included and is less than two b lank spaces, and nautical miles per
II
III
•
CARD. �
Enter 20. - Depress.
X is number of CEP history, First X is followed b y cumulative C E P i n
W ai t 30 second s after C D U mode selector knob OFF before turning o ff or disconnecting power t o avoid damaging INS gyros. If aircraft power i s lost, turn C D U mode selector to OFF. Allow 5 m inutes before reselecting C D U mode selector knob t o any other position, otherwise damage may result t o INS gyros.
1 2 through 1 9. Deleted.
I f the mission RER than 2 . 5 pear i n
Calculations I f mission R E R entry o f M ISC 2 0 calculation CEP will be
was R E R NA, 1 . CDU page selector knob - I N S . 2. Calculator page access line
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1 -1 1 9
T . O . 1 A- 1 0A·,
f. P ress •
3 5 into
g.
line
conte n t s : T Z
40. 00 1 25 ,()O 60. 00
)
h . P ress s u btract
40. 00 1 2 5 . 00 . 00 )
Y
i . P ress add
0 . 00 40. 00
Z Y
5 0. 00
j . Press add conte n t s : O . OO
T
0 . 00 0 . 00
Z Y
( 1 90 . 00 )
P r o b l em
Solve 2 5 .x 4 10
a.
lin e conten t s : T Z 0 . 00 0 .00 Y 0 .00
( 10
1 - 1 20
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b.
0 . 00
)
I D EN T I F I CA T I O N
I F F A n t e n n a S witch
MOL
y
M ode 4 Caution
.. The
.. The I F F
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Y
T.O. 1A-10A-1
ANTENNA SELECT PANEL
o D
N OTE : I.
[!Q],
ONAND tOWERSWIPOSITCHTONtIONS.Y HAS UPPER Figure I-57
Specific discrepancies monitored by the IFF caution light circuitry are: • Mode 4 codes zeroed • Transponder failure to reply to proper interrogation
-
• Failure of automatic self-test. NOTE • If the IFF Mode 4 caution light comes on, the equipment will not respond to Mode 4 inter rogations, and the pilot should avoid operation in a known Mode 4 interrogating environment, or if already in one, take appropriate corrective or emergency action. IFF
The system includes an "ident" function which is activated by momentarily placing the IDENTIOUT/MIC switch to !DENT, or placing the switch to MIC, which initiates a response each time the UHF radio is keyed. The response will continue 30 seconds after initiation. for 1 5
Operation
The IFF system of the A-iO receives pulse-coded UHF radio signals. The radio signals arc captured by antennas and processed. The encoded reply is Touted to the antenna which received the strongest signal.
The emergency mode of operation is initiated by placing the master switch to EMER while in Mode I , 2 or 3/A. During the ejection sequence a switch automatically enables Modes I , 2, 3/A, plus emer gency. In addition, the Mode 4 code is autnmatically zeroed. The Mode 4 function provides a secure IFF capabil ity. Mode 4 is activated by placing the MODE 4 ON/OUT switch to ON, with the master switch in any position except OFF or STBY. The desired code is selected by placing the CODE switch to A or B. The ZERO position of the CODE switch will zeroize the A and B codes if the master switch is at any position except OFF. The A and B codes are set on the ground. Both codes are zeroized when power is removed from the system after the aircraft has landed, unless holding has been executed. Holding is
1-122
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T.O. 1 A- 1 0A-1
IFF/SIF CONTROL PANEl
','0.0.-" 60
Index No.
Control or Indicator
Position or Display
MASTER swilch
OFF
Funclion I FF system deenergized. The switch musl be pulled out to rotate it from STBY to OFF.
STBY
System in warmup (standby) condition.
LOW
System operative but at reduced receiver sensitivily.
NORM
System operative at normal receiver sensitivity.
EMER
System operative and will respond to interrogations in Modes 1 , 2, and 3/A. The reply for Modes 1 and 2 is the code selected on the applicable dials, while Mode 3/ A transmits code 7700. The switch must be pulled out to rotale it from NORM 10 EMER.
Figure I-58. (Sheet I of 4)
1 - ' 23
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OA· '
ON
M ode
D isables Selects Mode 2 I n itiates BIT of Mode 2 j ndicat��d the green T E ST
TEST
to M ode
Disables
NOTE
front l ocated behind 1 switch
ON
D isables Enables the
TEST
Disables the RAD TEST
Not used.
MON
Permits the B IT
for
D isables
·SR.
o f 4)
' · 1 24
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Index Control
M
6
7
MODE 4
ON
AUDIO
9
CODE
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1 0A-
Position
HOLD
Locks in Mode 4 code before power i s turned NOTE • The switeh i s B m u s t be reseleeted I n dicates presenee
1 -5 8 .
4 of 4)
A correct TEST to come on on a go condition. I f t h e I F F A N T switch i n BOTH , i n UPPER and IFF syst em o n t h at
X-B A N D R A D A R B E A C O N S Y S T E M
consists o f an and antenna. with an increased radar the left DC system bus is switch i s moved from OFF.
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A- 1 0A-
U H F RADIO
Radar Beacon
I N T E R C O M SYSTEM
I
M I C S witch
U H F R a d i o Antenna
u
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1 27
T.O. 1 A - 1 0A-1
INTERCOM CONTROL PANEL
Index No.
2
Control
Function
VOL control
Adjusts volume level of all audio inputs simultaneously.
HM switch
Switch in the pulled-out position enables hot mic inter phone operation, allowing communication with the tanker during air refueling or with ground crew without using the mic button. Rotary selector switch ( \ 1 ) must be set to INT, or INT monitor switch (3) must be in the pulled-out (enable) position for hot mic operation. HM switch in the pushed-in position disables hot mic operation.
J
INT monitor switch
Switch in pulled-out position enables interphone opera tion allowing 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 ( 1 1 ) . An integral volume control permits individual control of the interphone audio level.
Figure \-59. (Sheet \ of 3)
1-128
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T . O . 1 A· 1 0A- ' I ndex N o .
C o n t ro l
Function Switch i n t h e pushed·in posit i o n d i sables t h e
a u d i o from b e i n g m o n i t ored u nless it i nt ercom rotary selector swit c h .
4
H F monitor switch 11 031
selected via t h e
the
A n audio t o ne is provided t o t h e headset
I NT E R COM C O N T R O L P A N E L w h e n t he A I M-9 MODE S W I T C H i s i n the S E L E C T
To receive
missile audi o , the H F s w i t c h on t h e I NT E R C O M C O N ·
T R O L P A N E L m u s t b e p u lled o u t t o The audio level i s controlled t he desired leveL
FM monit or switch
active
the switch t o
Switch in pulled-out position enables V H F I F M
a u d i o t o be m o ni tored
int ercom rotary selector swit ch . An
of the
c o n t ro l permi t s i ndividual con t ro l o f receiver audio level .
Switch in the pu shed-i n position disables t h e V H F/ F M receiver audio from being monitored unless
via the i n tercom rotary selector
7
is selected
I FF monitor switch
N o n fu nct ional as an on-off c o n t ro l cont rol permi t s individual c o n t ro l of I FF receiver audio level .
V H F monitor switch
Same as item 5 except controls V H F/ A M receiver
I tS monitor switch
Switch i n t h e pulled-out
audio.
enables localizer and
marker beacon identifier audio t o be monitored i n the
headset .
Switch in t h e pushed-in posit ion di sables localizer and marker beacon ident i fier audio .
10
U H F monitor switch
Same as item 5 except controls U H F receiver audio .
T C N monitor switch
Switch i n pulled-out pos i t i o n enables T A C A N receiver audio to be monitored regardless of t h e t he int ercom rotary selector switc h . A n volume
control perm i t s i ndividual control o f t he TACAN receiver audio level .
Switch in t h e pushed·in position disables t he fACAN
receiver audio from being m o n i tored u nless t he intercom
rotary selecto r switch is rotated t o t h e ext reme C C \\' posit ion .
Rotary selector switch
P rovides for t h e select ion o f
t ransmitter microphone and keying
matically enables t he selected audi o .
and aulo-
Figure I -59. ( S heet 2 o f 3 )
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1 - 1 29
T . O . 1 A· OA· '
F
Same F
V H F except controls
Not
Not
1 ·59.
U H F Antenna Select Switch
3 of 3 )
O P E R A T I O N T N P R ESET t o i'vl A I N
1 . Set function
BOT H .
2 . P l ace M A N U A L · P R ESET·G U A R D
P R ESET .
3 . Set desi red channel with
knob.
OPERATION I N MANUAL 1 . S e t functi on
CPIf'I'H,r
MAIN
2 . P lace M A N U A L·P RESET
U H F Radio
( N o rmal Model
MANUAL
3. S e t desired
1 · 1 30
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BOTH .
T.O. 1A-10A-'
U H F RADIO CONTROLS
ANJARC-l64( V I UHF RADIO
Index No.
Function
Switch/Control
Selects preset channel frequencies or a net number stored in the nonvolatile memory.
Preset channel selector
Manual frequency selectors 100 MHz selector switch (A-3-2-T switch on HQ UHF)
Selects 100s digit of desired frequency (either a 2 or 3) in the normal mode. The A position seleCis the active mode and displays an A preceding the net number. The T is a momentary, spring-loaded position. The T posi tion enables the radio to receive a new TOO. The A and T positions override the lOOs digit in both MANUAL and PRESET frequency mode of operation.
J
10 MHz selcClOr switch
Selects lOs digit of frequency (0 - 9). Selects first digit of net number in active manual mode.
4
1 MHz selcClOr switch
Selects units digit of frequency (0 - 9). Selects second digit of net number in active manual mode.
2
Figure 1-60. (Sheet I of 2)
1-131
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0,
swi tch
-
G U A RD
Shuls
1 -60.
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T O 1 A· 1 0A - '
O P E R A T I O N I N G U A R D M O DE
W O O Transfer t o Volatile M em ory
M A I N o r B OT H .
Set function
Place M A N IJ A l - P R ESET-G U A R D switch t o GUARD.
•
GUARD the rans m itter are t uned t o
When
ind icates t h at channel 20 W O D data has been t rans ferre d . Select remaining
. The
1 5) in
channels ( 1 9
the same manner and l i s t e n for a
beep at each channel
NOTE
and
T o transfe r W O D , select P RESET, channel l i s t e n f o r a s i n g l e o r double A
W h e n a double
W O D t ra n s fer m u s t W O D t r a n s fe r i s accomplis hed a n y t i m e power t h e r a d i o has been , or i
i nt errupted, the radio has been t urned
channel 20 i s selected .
Time-of-D a y Reception 'EN TE R I NG P RESET I . P lace M A N U AL - P R ESET-G U A R D switch t o
P RESET.
m a n u a l frequency
2 . Set manual
selecto r s .
. Set preset c hannel selector to desired channeL
I HAVE Q U I C K ! U H F SYSTEM (JAM-RESISTANT) normal a n d j amU H F system U H F comm unicati o n s . The usual operat ing
mode for t h e H Q U H F radio i s n ormal mode where radio u ses 1 o f
resistant (active) mode enables Because t h e instant depends on the
T he jam-
hopping used a t any
U H F radio
comm u nicati o n s .
to achieve
T h e radio t h e n accepts t h e next T O D update i n either normal o r active mode, provided T O D arrives w i t h i n
1 minute o f t h e t i m e t h e T position h a s b e e n selected .
To receive time i n the n o r ma l mode, rotate t h e
frequency i n either manual o r preset mode. T o
receive a time update i n active mode, rotate t h e
A - 3-2-T knob t o t h e T position and t h e n b a c k t o t h e A posit i o n . A T O D update ( t i m e
received o n t h e selected active n e t .
can now be
Time-of-Day T ra n smission A synchro nized radio
can t ra n s m i t
t iming i n formation i n b o t h n o r m a l and active normal mode, a
T O D message is t r an sm i t time
t e d , w h i l e i n t h e acti ve m odt� o n l y a n
tick is u sed . Active mode time transmission a l l o w s
synchronizat ion .
one o r more o f t he six
preset channels 1 5 20. For a new WOD entry, use the same method as i n preset frequencies i n -
t h e normal m o d e . Once W O D i s
i t remains
i n t. he applicable preset channels i n the same
WOD
Subsequent messages are ignored unless t h e T
t i o n i s momentarily selected with the A-3-2-T k n o b .
t i m e u p d a t e i f a participant has d r i ft e d o u t o f
Word-of-Day E ntry
r a d i o will not
t he fi r s t
by momentarily pressing the TONE b u t t on . I n t h e
U H F radios m u s t
manner a s preset
modes . The radio a u tomatically accepts
T O D message received a f t e r t h e radio i s t urned o n .
A-3-2-T k n o b t o T position a n d return t o a n o r m a l
P RESET
W O D is entered
T O D recept i o n i s possible in both n o rmal a n d active
are stored. H owever ,
t h e active mode u n t i l t h e
N e t N u m be r A ft e r T O D a n d W O D h ave b e e n entered , a n d W O D h a s been t r a n s ferred t o volatile memory , a n y valid active net number c a n b e selected
the
manual frequency k n ob s o r preset channel sek�cwr
(l
-
1 4) .
Change 8
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1 1 33
I
A-
1
MODE manual
Active preset T manual T preset U H F COM M A N D R A D I O (AN / A R C- I
HAVE QUICK I I (HQ I I ) SYSTEM
J a m-Resistant
mode,
switch to channels rotate beep is
There are four separate COMMAND tions associated with the a radio. These command codes are used memory locations and process unnecessarily consuming preset tate switch modifications. The digit command code into begin the unique initialization nV'r"""," " _c. ter, all other switch actions are radio in the MANUAL mode, but actions normally associated with ,vaUH'!" channels. HQ I I COMMAND CODES COMMAND CODE
220,000 220.025 220.050 220.075
FUNCTION
MWOD MWOD F'MT-NET LOAD
FREQUENCY MANAGED A-N ETS
I n d icator
The geographical area of which net number is to be able frequency tables or are identified as FMA-Nets. been eoordinated for use in another large hopset for eountries. The frequency determined by the last two bers AOO.OXX to A99.9XX. in accordance with ABB.BCC 1. 2.
:3.
A A (Aetive) BB.B Desired net 00 for Basie HA VE CC =
=
8
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TO l A· I OA- l
i nstructions o n ena·
VERIFY I OPERATE command i s e ntered a s follows:
to 220.000 button. N OTE •
..
M U LTIPLE WORK·OF·DAY LOADING. L T·NET C ONVERSION II T·NET A OO . OOO A OO . 1 00
to element
8
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1 · 1 34A
1
element
Signal Generator (RSG) will in datE� information being transmitted in all M ICKEYS. will alleviate the need to perform 1 6 through 18 above. In the HQ I I can append date to their MICKEY if they are manually It; through with Day-of-Month 18 above), are and then receive a basic M ICKEY. This expanded M ICKEY may then be passed to other HQ II radios using MWODs. The appended date informa tion is transparent (not usable) to basic HQ radios. •
N OTE
for
When using MWOD procedures (radio in VERIFY/OPERATE mode), operator must load the current date into the radio prior to receiving TOD or receive a TOD with a date appended. Without information, the radio cannot the current Word-of-Day from memory. This results in an alarm (steady tone) when the active mode is selected.
V E R I F Y I N G AN MWOD IS LOAD E D .
With the radio in the VERIFY/OPERATE (220.000 entered into preset ehannel 20) the opera tor may verify the storage of a particular WOD as follows: 1.
Set funetion switeh to MANUAL.
2.
Set channel seleetor switch to 20.
3. Set frequeney selector switehes to Day-of Month to be verified. The format is 3AB.000, where A is the 10's digit and B is the l's digit of the Day-of-Month (5 May would be 305.000). for PRESET. 20. to 220.000
N OTE
4. Set channel momentarily to 1 9 return to 20. A single beep indicates W O D for day is loaded. N o beep indicates WOD for that is not loaded. Repeat for each day to be verified. MWOD OPERAT I O N .
Once the operator has been or has the loading of current MWOD (steps 1 through 4 above) the radio must be provided the current of-Month so that radio can transfer the corred. MWOD segment from memory into the radio's processor. There are two ways to enter Day-of Month information into a HQ I I radio, by a MICKEY from a HQ II radio loaded with eurrent Day-of-Month or by entering it manually. Receiving a HQ II MICKEY is the preferred method of initializing a radio loaded with MWODs. A HQ II MICKEY eonsists of date information
8
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TO
4, Press and release PRESET load ten for single beep), 5,
Set function switch to MANUAL.
6.
Set channel selector switch to 0 1 .
7 , Set frequency selector switches Day-of-Month, The format is 3AB.OOO, the l()'s digit and B is the l's digit of the Day-of-Month, For example, 23 .July 323.000. 8. Press and release TONE button single beep). 9.
Set function switch to PRESET,
1 0.
Set channel selector switch to 20.
1 1 . Set frequency selector switches (VERIFY I OPERATE). 1 2 . Press and release PRESET load ten for single beep). ---
13.
Set channel selector switch to
14.
Self-start the radios clock.
1 5. At this point the radio is ready to normal M ICKEY (request M ICKEY, select T, tune to M ICKEY frequency TOD signal). When the radio receives the MICKEY, it will load the MWOD segment ing the Day-of-Month entered into the radio is also now capable of passing HQ I I E Ys to other radios. MWOD E RASE. The M W O D memory c a n be as follows:
1.
Set function switch to PRESET.
2.
Set channel selector switch to 20,
3. Set frequency selector switches to (MWOD Erase), 4. Press and release PRESET load button ten for single beep). 5.
Set function selector to MANUAL.
(j, Press and release TONE button single beep),
7. At this point all MWODs have and transmit is disabled. To enable transmit non-emergency situations, to return the radio normal configuration continue as follows:
L
a. Set function switch to PRESET 20 is still selected). 220,025
b. Set frequency selector switches to (VERIFY I OPERATE). C h ange 8
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1-1
LOADING,
FMT·NET
i n st ructions for loading
:L
Press and
4.
Select
5, Load channel 20. 6,
��26. 1 50
S.
..................................................
load button (Lis·
switch to MANUAL, to training for
to training
into channel 1 9 .
Load 262.H26 into channel 18.
7.
220.075
f),
2:3H.H50
into channel 1 7 .
Load 27 L HfiO
ehannel Hi.
Load 267.850 into channel 1 5,
1 0. 11.
2G20450
into channel )4,
1 2.
Load 267 . 250 into
18.
18.
Load :3 1 4 0450 into
12.
14.
Load 808.750
1 5.
308.275
into channel 1 0 .
16.
298.()50
09.
Load 29::1.550 into ehannel 08.
17. 18.
28H.050
H),
into channel 0 7 .
284 . 1 50
(l6 .
Load 279.7;"')0 into ehannel 05.
20.
CHANNEL 20.
21. 220,000
22.
are
(VERI FY I OPERATE), PRESET load button.
23.
switches to 220,050
button) 235,050 into
the
To verify that a rad i o is E M S mod ified, the follow i n g operational checks may be performed, T h e first proced u re i s preferred beca use the second proce d u re removes any WOO e l e m e nt stored i n preset c h a n nel 2 0 .
is operating select any active net ending in tone (interrupted Nets ending a future faster hop· with are not
1. N OTE
but has not mIthe following procedure a radio is EMB a.
switeh to PRESET, to 20. seleetor switches to 220.000
1.
1 1 34 0
CHANNEL 20,
d. ton. A
8
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T O l A· l OA· l
b.
select
c. d.
PRESET button PRESS. I)AY.
2.
Mode
a.
TRAI N I NG M O D E O P E RAT I O N S W O D frequen·
R a d i o Set-up: FMT·Net o r d e s n ot previously e ntered .
Aetivate FMT·Net
1.
a. NOTE
or
Mode
b. c.
· 220.075.
d. 2. 20 - 5)
LOA D FMT·Net
a. With the i nformation Yr"\\!',rI""f1 the following checklist should be to an operator to operate a through the necessary switch I I radio.
B.
MANUAL.
b. c. selected d.
RECEIVE T O D (Sa me switch actions as basic HQ).
e. 3.
TONE neeessary . Load basie
20 - 1 5)
A-:3-2-T to TOD within 60
one
a.
Mode
b.
Channel seleetor
(20, 1 9 . . . )
d.
Tone button V E R I FICAT I O N O F MWOD LOADI N G (COM BAT M O D E)
M
Mode Seleetor
loaded
to
PRESET
contact -
V}�RIFY /OPERATE
.
e.
SEND T O D (Sa me switch actions a s basic
1.
to be
(20 , H) . . . )
A B BREVIATED H Q I I C H E C K L I ST
TOI)
Mode
in
PRESET to com· in
memory. WOD - LOA])
4.
a.
Mode Selector 8
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1 · 1 34E
OA- l
selector - PRESET to be loaded (20-15) (Hear single beep after each channel 20 through 16 and double beep at 15). WOD)
g. h. WOD 3.
TOD (Dated TOD not required
a. b.
- MANUAL.
c.
- ABB.BCC where: A
""
d.
A (Active)
BIlB
Desired Net (000-004 for Basic HQ, 000-0 1 5 for HQ II, Other numbers invalid Hear interrupted tone)
4. l.
-
00 for Basic HQ 25 for HQ II 50 and 75 invalid (Hear interrupted tone) OPERATIONS M O D E (MWODs NOT
MWOD
Basic
as WOD/TOD 1.
- Same switch actions as Basic
a.
ABB.BCC where: =
b.
A
b.
(Active)
c.
Desired Net
d.
00 for Basic HQ 25 for HQ I I 5 0 and 75 invalid (Hear interrupted tone)
2. a. b.
O P E RATIONS M O D E (MWODs not i n
c.
function - ACTIVATE
d.
Selector - PRESET
3.
a.
Select 20
b.
Select 220.025 -
d.
c.
button - PRESS (Hear beep)
d.
- ENTr�R. 4.
MANUAL.
a.
Select - Enter elements starting
b.
button - PRESS (Hear beep). d.
c.
b and c for W O D elements 1 9 15.
d.
Select 14. Select - Set date tag for WOD. 8
- OL
as
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M
A- I
COM BAT O P E RATIO N S N ET S ELECTI O N
Mode
AI,.
where:
V H F / AM Control Panel
The COMM, is deseription of
A=A Net
BB.B
1 -6 1 .
(Hear interrupted
V H F / A M Radio
To
the
RADIO SYSTEM
consists of a Wilcox a eontrol and a VHF range is from lH>.OOO is located on the The control
L 2.
PWR
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VH F/AM CONTROL PANEL
T . O . 1 A - 1 0A-1
15s1
1-'''''-' ·16
Control
Function
Frequency indicator
Displays selected VHF frequency.
COMM TEST button
Disables the receiver squelch circuit.
VOL control
Adjusts the output level of the receiver.
Frequency selector knobs
Sets the transceiver to a desired frequency.
OFF/PWR switch
Mounted concentrically with the megahertz frequency selector knob, is used to control the application of right DC bus power to the VHF/AM transceiver.
Figure 1-61
1 - 1 35
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hom
FM
V H F/FM Radio fol l o w s :
FM,
Set ceived in
set.
AN/ARC
VHF/FM
RADIOS
A N /A R C consists
a
'1
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VHF/FM CONTROL PANEL
T.O. 1 A - 1 0A-1
1561
IJ
1-100-1-21
Control
Function
Position/Display
Frequency sele(;tors
Select and display associated digit of the operating frequency.
Mode selector
Applies power to the radio and selects mode of operation. OFF
Turns off primary power.
TR
Applies power. Radio operates in normal (transmit/receive) communications mode.
RETRAN
Not used.
HOME
Applies power. Radio operates in the homing mode.
VOL control
Adjusts level of audio output.
SQUELCH switch
Selects desired squelch mode. DIS
Squelch circuits are disabled and the squelch remains open (audio is heard).
CARR
Squelch circuits open in presence of any carrier.
TONE
Squelch opens only on selected signals with tone modulation.
Figure
1-62 1 - 1 37
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1
PRE.
L
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T.O. 1 A· 1 0A-1
AN/ARC- 1 86(V) VHF/AM AND VHF/FM CONTROL PANEL
1571
o
Control or Indicator
Position or Display
Function
VOL control knob
Adjusts the audio output.
Frequency selector knobs
Select receiver-transmitter frequency.
Frequency indicator
Indicates frequency selected by the frequency selector knobs.
Mode selector knob
Preset channel selector
OFF
Disables the receiver-transmitter.
TR
Enables the transmit/receive modes.
OF
E'nables FM homing (VHF/FM radio only). Selects preset channel from I - 20.
Figure 1-63. (Sheet I of 2)
1 · 1 39
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TO l A· l OA· l
or
or Indicator
Function Inserts manually selected frequency into selected preset ehan· nel.
emergency
control!
disable! tone select switch
EMER FM
Seleets a prestored guard channel (VHF/FM radio only).
EMER AM
Selects prestored guard channel (VHF I AM radio only).
MAN
Enables manual frequency selection.
PRE
Enables preset channel selection.
SQ DIS
Disables squelch. Enables squelch.
TONE
Transmits tone of approximately 1000 Hz. Switch is spring· loaded to the center position. Figure 1·63. (Sheet 2 of 2)
F M Homing Capability (VH F / F M Radio O n ly)
mode selector is in DF, the to the home mode, and the FM HOMING on navigation mode select panel (figure comes on if the 1.SS, MAN, N AV, or 11.S [4])]; modes on navigation mode select have not been The 1.SS, MAN , 11.S o r TISL modes override the use the same dis· signals are insuf· If the open the squeleh circuit, the course warnin view. When the ADI will are adequate to open the squeleh, the course warning is from view. When disable!tone select switch on the VHFI the FM control panel is in SQ DIS, the eourse warning in view. is F M H o m i n g A D I Display
ADI will indicate or right of the centerstation. Turning the bar will correct steering bar will with the second dot below as on the left side of the aircraft approaches the station, the bar will move up toward the
centerling in accordance with the increasing strength of the received signal. If the s tation is in the opposite direction (aircraft flying away from station), the pitch steering bar will move down from the centerline towards the second dot. When not in the DF mode, the ADI bank and pitch steering bars and course warning flag are stowed out of view. SECURE VOICE C O M M U N IC ATIONS SYSTEM
The KY-28 or KY-58 secure voice system (15, FO-2) provides for either plain or cipher communications on the UHF and the VHF/FM radios. The KY·28 is not compatible with the active mode of HQ whereas the KY-58 can be used either in the active mode or the inactive (non HQ) mode of the HQ UHF radio system. The KY-28 or KY·58 will switch over from CIPHER TO PLAIN COMMUNICATIONS whenever GUARD is selected on the UHF radio or when ever EMER is selected on the VHF IFM radio O peration of the I
KY-28 o r KY-58 daily key -- Set.
2.
UHF and FM radios -- Set.
3.
Interphone panel -- Set. a.
FM monitor switch -- Pull out.
b.
UHF monitor switch -- Pull out.
1·140 Change 8
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I
b . Mode
5. Make
release. The
E X T E R I O R L I GH T S
M a s t e r Exterior
formation •
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T.O. lA-l 0A-'
LIGHTING CONTROL PANEL
Figure 1-64
TAXI, LAND, and OFF. Placing the switch in TAXI causes the lower light on the nosewheel strut to come on. In LAND position, both lights come on. The OFF position removes power from both lights.
switch. In addition. the position lights may be dimmed with the master exterior lighting control switch. Strobe Anti-Collision lights
Position lights
The position lights consist of red (left side) and green (right side) lights in the wing tips, and a white light at the fuselage tail. A dimmer control and a steady/nash/off control switch are provided to activate and control the position lights. In addition, the position lights may be overridden by the master exterior lighting control switch on the left throttle grip (figure 1-4). The position lights are powered by the right DC bus. Position lights Switch
The position lights switch. placarded POSITION (figure 1 -64), is located on the lighting control panel on the right console. The switch has three positions, placarded FLASH. STEADY, and OFF. The position lights may be turned off with either the position light switch or by the master exterior lighting control
The strobe anti-collision lights are white, high intensity lights. mounted at each wing tip and on the fuselage tail. The strobe lights are powered by the left DC bus, and are synchronized to flash simultaneously. Strobe Anti-Collision lights Switch
The wing tip and tail strobe anti-collision lights are controlled by a two-position toggle switch, on the lighting control panel. The switch is placarded ANTI-COLLISION and OFF (figure 1-64). The switch is solenoid-held in ANTI·COLLISION. In ANTI-COLLISION. left DC bus power operates the strobe lights. Formation lights
White formation lights are installed on the lower out side of each vertical fin and at the top and bOllom of
1-142
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T O l A- 1 0 A- 1
to serve as a refer lights are FORMATION liGHTS
Nacelle Floodlight Control
The nacelle floodlight on-off capability and intensity are controlled by the rotary seleetor switch, placarded RCVR LT, located on the fuel system control panel (figure 1 - 1 0) on the left con sole. The switch is powered by the left DC bus. Air Refuel i n g Lights
Air refueling (slipway) lights, consisting of two flush lamp assemblies, are located on each side of and the UARRSI slipway to illuminate the receptae1e. The sJipway lights are powered by left DC bus. Air Refueling Light s Switch
The air refueling (slipway) and nacelle floodlights are controlled by a rotary selector switch, RCVR LT, located on the fuel system control pane! (figure 1 - 1 0) on the left console. With the RCVR LT switch, the pilot may seleet any desired level illumination, from OFF to BRT. The switch is pow ered by the left DC bus.
Formation Lights Switch
I NT E R I O R liGHT I N G N ose Floodl ights
used as formation and are controlled A separate switch off the nose floodlights N ose Floodl ights
is a two ILLUM and OF.F. come on when the formation the nose floodlights position is used be disturbing to the pilot. the left DC bus. 1 -64),
Nacelle Floodl ight
with the top floodlights the The dimmable by the light will also it is not inter second lamp is controlled by
Primary interior lighting i s provided for instru ments, control panels, and information placards. Secondary interior lighting is provided by low-inten sity floodlights for the instrument panel, left and right consoles and controls. A utility light 1" 'V1"' H'''' ( 1 9 , figure FO-2), with a plug-in attachment, is installed at thf! aft portion of the left console for general utility purposes. Thunderstorm lights are provided to illuminate the instrument panel and consoles. Separate cockpit controls are provided for variable control of illumination levels by areas. These con trols are located on the lighting control panel ure 1-64), The standby compass and accelerometer lights are controlled with the auxiliary instruments through a separate switch. A bright-dim switeh is provided for the warning/caution/advisory lights with automatic return to dim. Variable mination of the armament control panel, HUD panel, TV monitor and TISL panel is accomplished by an independent control located on the armament control panel. A signal lights test button is pro vided to test certain warning/ caution/ advisory nal lights. To achieve balanced illumination levels between adjacent instruments, control panels, etc., screw driver adjustable controls are provided. These con trols are located in the left electrical system load center.
C h ange 8
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1 - 1 43
T . C . 1 A· 1 0A· 1
Engine I nstrument Lights Control
Flap position indicator
The ENG I NST lights control ( figure 1 ·64), powered by t he auxiliary A C essenti al controls the i nten-
Fire extingui s her panel
for t h e following:
level of t he
Left and right fi T i ndicators
Emergency j et tison ligh t i ng
L e ft and
oil pressure ind icators
L eft and
fuel flow indicators i ndicators
Left and right
indicators
Left and
Fuel quantity panel and i ndicator
APU tachometer
Radio call num ber Standby compass SAL Accelerometer Landing gear cont rol
APU temperat ure indicator
Accelerometer and Compass Lights Switch F l i ght I nstruments Light C o ntrol 1 -64) , powered contro l s t h e for t h e fol lowing:
The FLT I NST
con t r o l A C essential level of t he
are controlled The accelerometer and compass ACCE L & by a two-po s i t i o n t oggle s \vitch, C O M P and OFF ( figure 1 -64) . The switch i s ,vY,," c'r<>rt by the left AC b u s .
ADI
Floodlights Control
H SI
The floodlights control ( figure
indicat o r
able i ntensity level t o t he These lights are powered
VVI
t i al b u s when the emergency O F F . There are low-intensity
AOA indicator
along each side o f t h e coc k p i t . each floodlight increases w h e n t h e i s t urned C W . I n add i t i o n t o t h e
lights, t hunderstorm lights arc derstorm l ights come o n when the
mode select switch identi fiers Altimeter The
control m u s t be rotated
instru ment
for the signal light
CW of the 9 o ' clock switch to fun ct i o n .
cont rol i s t urned beyond t he maximum B R 'f detent to TSTO R M . The t hu nderstorm are powered b y and t h e auxiliary DC essential b u s . All t h understorm floodlights are sh aded to prevent
Emergency F loodlights S witch Auxiliary I nstrument Lights Control The AUX I NST
control
1 -65 ) , powered A C bus controls the intensity level of t h e f o r the pressu re indicators
1 - 1 1 ), i s a The emergency floodlights switch two-posit i o n switch , placarded E M E R FLOOD and
floodlights OFF. E M E R FLOOD causes the to come o n ful l bright u sing power from the bus. I n t h i s position t h e floodlights cont rol incon· operative . I n OFF, t h e floodlight
t rolled b y t h e floodlights control .
I 1 · 1 44
Change 2
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TO
CAUTION LIGHT PANEL
lA-l0A-l
fF::':'::=.':=:=il
@ MASTER CAUTION @l PUS� TO Aun
SEAT NOT ARMED
IJ
CAUTION LIGHT PANEL
�®.� �@),
REFUEL STATUS INDEXER LTS
�
AUXILIARY LIGHTING CONTROL
PANfi
�
m
WPH STA STATUS lTS
OFF
HARS /SAS OVERRIDE
@
NDRIII
BRT
SIGNAL FIRE OfTECT BLEED A'R LIGHTS LAMP TEST LEAK TEST
(Q) (Q)
�
AUXILIARY UGHTING CONTROL PANEL
Change 8
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1-145
• U X L T G
switch , powered by t he t hat provides for either o f B R T and D I M , for signal light s , except for
refuel status lights. The
visory signal are reset to w hen t h e F L T I NST return t o dim. All
are reset automatically when the t h u nderstorm e nergized, or the
Signal lights Test Button The signal test button 1 S I G N A L L I G H T S L A M P TEST, o n the
is press-t(Hest butt o n . The lighting control signal lights test button is the
DC essential b u s . t hose c i rcui t s w i th the appropriate electrical power available will b e w h e n the button i s Those items below , w h ic h operate when
are marked wit h an asteris k
power
aU others power from the generators, converters, o r some exter nal source. Depressing the button tests t he
gear audio warning and lights t h e lamps i n t h e following signal lights: I nstrument pane l : G u n ready * Steering Marker beacon * Marker beacon *Canopy unlocked * Master caution press-to-reset * Landing gear cond i t i o n R -SAFE)
* Landing gear handle Navigati o n mode select ; P T STOW
U H F , and F M I L S , LOC,
; TCN , N A Y { IH F and F M
H U D malfuncti o n
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TCN and I t S
NAY,
H U D mode
T . O . 1 A- 1 0A- 1
Windshield bow:
Armament System lights C ontrol regardless
of
Pedestal: DET/ACD ,
PANEL LIGHTS CONTROL A lighting control on the armament control (figure 1 -66), placarded P N L AC armament b u s , the panel lights on the armament system lighting placards. • Armament control • H U D control panel
Left console:
• TV monitor control R-A I L , • TlSL eontrol
*SAS control
TRIM)
ARMAMENT LAMP TEST P U S H B U TTON
TV monitor B I T armament control panel illuminates all armament control panel status and electric fuzing H V test indieator to check the lamps . The pushbutton switch is by the AC bus.
console: *Caution *Chafflflare control
activated norma! system will go off. The S I GNAL L I G HTS LAMP TEST button does not test the fire or armament control panel
Cockpit U tility light The cockpit utility ( 1 9, figure FO-2) i s a standard light fixture with selJ-contained brightness control installed at the aft portion on the left console. I t functions a s a general utility light and a s a n emer gency lighting source. The plug-in type attachment removal and movement and extensible cord of the fixture by the pilot to direct light t o any desired area within t he cockpi t. An additional plug-in retainer base is affixed to the left canopy bow to per mit directing light to any desired area without the need for the pilot to hold the utility light. The cockpit utility light i s powered by the auxiliary DC essential bus.
Approach Indexer and Air Refueling Status lights Control A lighting control, on the panel (figure 1 -65), the i ntenI N DEXER LTS, is sity level o f the AOA i ndexer , and air refuel lights (3 and 6, figure located in the windshield area. The AOA indexer are powered by the right D C bus, and the air refuel lights are by the left D C bus. The contro l p as no OFF position; it i s only to achieve a dim level. Master Caution and Caution Pan e l Lights The caution light panel (figure 1 -65), on the right console, consists of a series of yellow fault identity display lights. The master caution light is MASTER CAUTION P U S H TO RESET. The first indication o f malfunction will be a light on the cau· with the tion light panel flashing MASTER CAUTION
1 - 1 47
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ARMAMENT CONTROLS EMERGENCY JETTISON BUTTON
!ill
INOTf
+
II
@ 0
EX' STORES JETT
�
'v
MONITOR H U D CONTROL PANEl
TV MONITOR CONTROLS
CHAFF/flARE CONTROL PANEL
NOTE , 1. ON
�
THf BARO SmlNG CONTROL IS ON THE AAU-34IA ALTIMETER.
Figure [-66. (Sheel 1 of 2)
' - 1 48
Change 7
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T O 1A-l 0A-1
ARMAMENT CONTROLS FLARE D I S P E N S I NG BUTTON
@I
M I S S I LE S E E K E R HEAD SLEW/TRACK CONTROL
WEAPONS R E L EASE
CHAFF D I S P EN S I NG
� lI S S I L E TRACK T I M E SHARED A I R REFUEL OISCmmECT/RESET AND A I M - 9 fl 03
CAMERA Q P E R GUN TR I GG E R
i .".,
M I S S I LE V I DEO POLAR I TY T I ME SHARED W I TH MASTER EXTER I O R L I GHTS M I SS I L E R E J E C T /UNCAGE SW I TC H
....-.!A
CONTROL ST I C K THROTTLE
ARMAMENT GROUND SAFETY OVERR I DE 5W I TCH
T I SL CONTROL PANEL I-IOA_I_".1
Figure [ -66. (Sheet 2 of 2)
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Change 8
1 · 149
OA·
A R MA M E N T
STORES CARRIAGE CAPA B I L I TY
I
N OTE
direction. 3 0 M M G U N SYSTEM
ammunition.
8
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N OTE
Gun
·1
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1 · 1 5 0 B B l a n k)
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station is station
CAUTIO N
Weapon Station Select Switch e s
A R M A M E N T G R O U N D SAFETY OVE R R I D E SWITCH
switch (22, switch, plac
ARMAM E N T
PAN E L
The (figure with ,",V"" 'l)YJ'" adjusts switches from powered by the E M ER G E N CY J ET T I S O N
Th e arded shield. the DC the battery bus. button is 1 1 1 are -
•
I
•
1.0 second and 7. N OTE
Station Select
- 51
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T . O . 1 A- 1 0A- 1
TRIGGE R SWITCH
HUD CONTROL PAN E L
switch The forward u pper surface
o n the The
M A STE R
trigger works i n A R M switch on the armamcnt camera will be activated
per, a standby (back u p) reticle and pipper,
switch is i n A RM , the trigger is depressed t o the i nternal andlor external t o the is the
while the g u n
ignition is provided t o both
trigger i s depressed to the second detent and f o r 3 0 seconds after g u n while the provided t o both
1 second after
pressed to the second detent and
the landing gear handle UP override switch ground up).
1 -67 .
The HUD d isplay consists of an
the first o r second detent .
release. The gun will
panel are described and illustrated i n
H U D DISPLAY SYMBOLOGY
the M ASTE R A R M
gun
T h e controls and i n dicators o n t h e H U D cont rol
operate unless
armament O R I DE
target roll scale, altitude scale, pitch i dentification set, T IS L diamond and cross, and depression read o u t . All H U D symb o ls are illustrated in 1 -68 . In all CRT m odes of operat i o n , all d isplay except the T I S L diamond, a portio n o f i t s associated and t h e g u n cross a r e depressed w i t h t h e reticl e . Altitude data from t h e altitude computer and pitch
and roll data from the H A R S are removed from t h e systems sense inac H U D d isplay w h en t h e
c urate data.
Aiming Reticle and Pipper W EA PO N S R ELEASE BUTTON The weapons release button (
is located
b u t t o n will
on the control stick
show a
o n the armament control
green
The aiming reticle is a 5 0 m i l diameter circle with a 2 m i l solid pipper dot at its center. T h i s reticle i s
i n azimuth and manually in elevation over a range of + 10 to -300 m i l referenced t o the aircraft armament dat u m line as
trol panel DEPR k no b
HEA D - U P D IS PLAY SYSTE M
by the H U D con-
Gun Cross W h e n the aiming reticle is
to a depression
EXP mode, a gun cross
positioned at
of greater than -61 mil in WID mode o r - 1 83 mil in
-4 1 mil will appear.
strument com-
All H U D displays are
biner above the instrument
b iner i s an optical
into
H U D symbols,
the pilot ' s line of vision .
I
WAR N I N G
• T h e HU D is not
m en t ; and s h ould not subst itute for the
:1
Standby Reticle The standby reticle is identical to t h e reticle i n size .and depression range.
aiming
Indicated Airspeed Tape The indicated airspeed tape
instru
a
scale with a fixed index. The
range i s
port i o n o f t h i s from 5 0 550 KIAS. The display represents a total o f 100 k nots f u l l scale with increment marks at each 5 - k not i nterval, and elon
gated markings at 2 5 - k no t i ntervals.
1 - 1 52
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T.O. 1 A · 1 0A·1
H U D CONTROL PANEL
�
!NOTE 1)
• OR
..
•
OR
•
NOTE : 1.
�
THE BARO SmlNG CONTROL IS ON ON THE AAU - 341 A ALTIMETER
Control or Indicator Mode selector switch
,·,!1.0,·,·,s
Position or Display
Function
OFF
The HUD is completely deenergized.
TEST
Selects a visual self-test to exercise all HUD functions and the appropriate symbology to detect a subsystem malfunc tion. See figure 1-68 or 1-69, as applicable.
FLT
�
Provides a manually depressible pipper, a mil readout, and aircraft pitch, roll, altitude, and indicated airspeed data. Within limits. the flight symbology will follow the pipper depression position. See figure 1-68.
Figure 1-67. (Sheet 1 of 4)
1 - 1 53
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TO l A· l OA· 1
Control or Indicator selector switch
Position or NAY[]£]
Function Used during normal point-to-point centered in azimuth and the flight the 4 1 mil depression to display mode displays, INS and HARS. path INS NA V (normal) mode are time to go, TISL index, TVV, distance to airspeed, altitude, pipper, " U.)"'l'v\n the heading scale. Setting the function knob to depressing onee (option A) vertieal velocity to normal display. Depressing twiee (option B) adds •..- u , ," velocity, but deletes the destination index, time to go, and distanee to go. Symbols displayed in the HARS NA V mode are airspeed, altitude, and pitch angle (boxed), roll figure l-()�). ,,,,,
WID
as in Provides the same F'LT mode with the addition of a 50 retiele centered about the depressible pipper. A gun cross is pro vided at -41 mil. If the TISL has achieved a lock on to a laser illuminated ground target, a TISL diamond and line are provided to indicate its relative position. the TISL diamond is elose to the retiele, line is inhibited. See figure 1-68.
WD-l
Designed for forward firing ordnanee. There are two WD1 mode displays, INS and HARS. displayed in the INS WD-l (normal) mode are the same as in the NA V (normal) mode, with the addition of a gun cross and reticle. Setting the function knob to OPT and depressing once (option A) adds the flight path numeric and deletes the TVV and the destination twice (option B) further deletes heading scale, and distance to go. For all options gun cross appears only at reticle depressions of 50 mil or greater. Symbols displayed in the HARS WD-l mode are the same as the HARS N A V mode with the addition of the gun cross TISL the aiming reticle. missile 9 is selected to gun cross appears only at reticle greater. See figure I-fm.
WD-2
Designed for dive bombing. There are two WD-2 mode in INS displays, INS and HARS. Symbols WD-l WD-2 (normal) mode are the same as in mode with the addition of reticle at retiele depressions of 100 mil or except the destination index, TlSL gun cross drifts in azimuth with del' rotates at total vector to to Setting the
I
Figure 1-67. (Sheet 2 of 4)
1·1
Cha nge 8
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T O lA· lOA· l
Control or Indicator
Position or Di� time to go, and once (option A), deletes the heading 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-l mode with the addition of reticle TISL diamond appressions of 1 00 mil or greater. pears when A I M-9 is selected to in icate missile seekerhead position. Symbology remains centered in azimuth in the HARS WD-2 mode. See figure 1-6�j. CAGE [ill
Same display as in WID mode except that the aiming reti cle and depression angle readout are instantaneously driven to a depression of 70 mil. figure 1 -68.
EXP
Same as WID mode on and WD-2 mode on cept that the depression angle for the aiming TISL diamond have been scaled as if the total field in elevation is 60°, in lieu of 20°. The depression of + 10 to -:300 mil are now +:30 to -900 mil. The mil depression appears in a box. On setting the function knob A) deletes heading, to OPT and depressing once time to go, and distance to go. Depressing twiee (option B) deletes the destination index as well. figure 1 -68 or 169, as applicable.
STBY
U sed as a backup or emergency mode in the event of a CRT or associated eleetronics malfunetion. When STBY mode is selected, a separately generated manually depress ible reticle and mil depression are provided. This reticle is depressible over the same range as that available in prima ry weapon delivery mode. STBY mode requires power from the D C armament bus and becomes aetive (i after selection. See figure 1-68 or I -G9, as applicable. Enables the primary and standby aiming reticles to be manually depress(�d over a range of + 1 0 to -:300 mil enced to the ADL.
DEPR knob
Function selector switch 1 62 1
N ITE
a Energizes a motor-driven roller meehanism which red plastie film across the lens of the projeetion unit which serves as a filter during night operations.
DAY
Energizes a motor-driven roller mechanism whieh with draws the red plastie film form across the lens of the pro jection unit for day operations.
Km
Depressing the knob once displays the distance to go in kilometers. Depressing again returns the distance to go display to nm.
Figure 1-67. (Sheet :3 of 4)
Change 8
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1-1 55
I
T . O . 1 A· 1 0A · '
Function
and
a l t i t ude
R D R A LT
Not functional . Altitude i s
F LT R
NIGHT
motor·driven roller mechanism
fil m across the lens as a fil t er
the red
red
which serves
a motor-driven roller mechanism \vhich wit hdraws the
unit for
able
d raws
the
nrt" "" ' r l
t o maximum
Full C W i s maximum
all
I ndicates malfunction when any H U D the w i l l g o o ff. the malfunction i s resolved . come OIL \vi l l
4 of 4 )
-156
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the failure
fail s , When , the MALF
T . O . 1 A- 1 0A- 1
H U D SYSTEM D ISPLAYS
[§JJ ROLL BA R WITH
A I R S PEED
GUN
S CALE
A LTITU DE XlOOO
\ 0
\
05
0
A I R S PEED I NDEX
I DO
300
RETICLE
0
35 E X PA N
TISL LINE
D MODE
TEST TA RGET
D IAMOND
TEST MODE
25 0
250
I Ll
:3 [l D
o
300
5
CAG E M OD E
HT MODE
A 'I -
1 -6 8 .
1 o f 2)
1 - 1 57
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T O
A - 1 0A- 1
H U D SYSTEM DISPLAYS
[§1] (CO NT) o
o
D[PR READOUT
q
j 0
( �.
8
0 80
\
STAN D BY M O D E
W EAPO N D E L I V E RY M O D E N OT E
•
WEAPON DELIVERY, CAGE A N D EXPANDED MODES ILLUSTRATED WITH TISL LOCKON.
Figure 1 -6 8 . ( S heet 2
Altitude onl'r::l tull,l,
is a moving scale with is -2,000 to this display repscale with incre and elongated The numbers in 1,OOO-foot
Pitch
senses inac the roll or pitch the HUD. Roll
from HARS. The
· 1 58
of
2)
at the end of each roll bar is provided to pilot to an inverted flight situation and to indicate the ground direction. Wh�n HARS senses roll inaccurate roll or pitch attitude pitch attitude displays are removed HUJ). TISL Diamond a n d Line
The TISL diamond (figure 1-68) is 10 mil on a and can move over the entire HUD field the position commanded by the laser exceeds the total viewing field, stowed at the edge of the viewing field to relative direction of the laser target.
i
On 1 103 when AIM-9 Mode switch is in SEL, diamon indicates missile seekerhead of the tion. If the seekerhead view (FOV), the TISL diamond will blink indicating. the FOV limit has been reached and direction is now relative.
8
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T O 1 A- 1 0A - 1
H U D SYSTEM D I S PLAYS
[§]]
W 10 1
NAV
--l < "SF O::? O
SYMBOL
CO 2 O i= CL
;,::; Lf') o::: «( -
z o o :r:
MODE W /D2
TEST
< ,-.� --' � Z ;!: �.
�gg� O CL CL «(
z o o :r...::
X X
X
EXP
X
X
A I M I NG RETICLE
(2) RET I C LE EYE B ROWS (3) GUN C R O S S
X X X X X
X X
X
N U M E RI C/TA P E
X X X X X X X X X X X
X X X X X X X
(O PTI O N ) ALTITU D E N U M E R I C/TA P E (O PTION) D E P R E S S I O N N U ME R I C STEER P O I NT N U M E R I C
X X X X
X X X
X X X
X X X X
X X X X X X
X X X
X X X
X
X X
X
riME TO G O
X X X
X
X X
X X
X
X X
X X
D I STANCE TO G O NMiKllOMETER (OPTI O N )
X X
FLI GHT PATH LA D D E R TVV
X X X X
X X X X
I N D EX (TA D POLE) HEA D I N G T A P E
X X
X X X
X X X X X X X
X X X
X X X X X X X X X X X X
X
X X
V E R T I C A L VELOC I TY FIT PATH A N G LE
X X
X X
NUMERIC P I TCH N U M E R I C R O L L BA R S D IA M O N D & L I N E (4) P I P PE R TARGET ROLL TA RGET
X X X X
X X X X
X X X X
TlS L TA RGET
X
X X
X X X X X X X X X X
N OT E : Only a p pears w h e n INS
....
Only a p pears depression 1 Only a p pears at of 5 0 or more. Only a p pears with for modes other t h a n TEST (4) o r , when AIM·9 Mode switch i s i n SEL position.
(3)
Data d i splayed
HUD shall be boxed.
'C
1 -69.
! o f 6)
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8
1-1 59
T , O . 1 A- 1 0A- 1
[§]] (CO NT)
H U D SYSTEM DIS PLAYS D I S TANCE TO
'35"-
GUN C RO S S
L �
VERTICAL VELOCITY ATO R
,
6
-6-
DESTINATION I NDEX
35
-35'
�
TIME TO GO
F
RETICLE EYEBROWS
A IMING RETICLE
30
3 0 0 '3D I
ALTITUDE TAPE
13331
I
NUMERIC
/'
03
A
•
::\ F� 3
•
GHT PATH ANGLE NUMER IC
"""2S'
30j
6 30. 0 "
+3 2 03
t
TEST MODE (INS) OPTION B
TEST M O D E (INS) W ITH TAPES
-.
I
I I
'2S
STEERPOINT NUMERIC
� :3D O O �
Olf
/
� A LTITU DE NUMERIC
300
3
TEST M OD E (INS) O PTION A
� /- V
/ -- 1
ROLL TARGET
:3000
I � "" �I �d J
PITCH ANGLE
TEST MODE (HARS)
Figure 1 -69. (Sheet 2 of 6) 1 - 1 60
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1
( C O N T) w------·,--'------ T-"I ---
2 m]
[l l
III
9
35
[lO
[]I
N A V M O D E (INS ) OPTION B
200
•
�
gOOD
III
N A V MODE (HA R S ) '---------, ,-------"'----'
of 6)
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(
•
I
"
II
I
�
""
I
II
III
1
4
'I 1
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I
1 A· '
(
I
,,"
.
II!
em
I
. I I
III
1
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63
1
OA- 1
HUD
(
't
/ I ,
1 0000
I
,/'
(INS) B
I
"
•
STANDBY ------,------' 6 of
1 -1
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T . O . 1 A- 1 0A - 1
A irspeed Tape
H U D D I S PLAY S Y M B O LO G Y N OT E
Altitude
... ,,"""" Reticie a n d
N u me ric
G u n Cross
Path ladder a nd Roll Bars
Reticle
a n d Altitude Readouts TISl Diamond and
I 7
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1 -1 65
T.O.
A - 1 0A- 1
for air-to nSL d ia m o n d is greater spaced
m u l t i p les o f 10 '0 have t w o l\1 a r k s numerics.
( 0 1 represe n t i n g 10
5 ° have n o
Steerpoint Alphanume ric Readout
m is s i l es and t h e SE L E C T pos i t i o n , t h e the HUD to seekerhead ' s m i s si le seekerhead m i s s i l e seekerhead off i n d icat
The steerpo i n t reado ut i s F , for mark 9 , for or A depe n d i n g o n t he selected reado u t w i l l f l a s h when a mark funct i o n i s i n i t i a t ed .
o
Time To G o t he t i m e The t i m e t o go read o u t over t h e s t eerpo i m , i n m i n ut es and t e n t h s o f m i n u t e s .
Distance T o G o T I S L d i amond o n d i rect i o n A I 1\1-9 m i s s i l e ' s seekerhead exceeds look b U n k and b e at ful l seekerhead i s
t he d i st ance reThe d i s t ance t o go read o u t m i le� and t e nt h s o f m a i n i n g over t he s t e��rpoi n t , m i les . Depres s i n g K m o n h e func t i o n s w i t c h t he readout i n k i l o meters .
Total Velocity Vector The TVV symbol i� a c i rcle w i t h 3 l i nes fro m t he per i meter, and i ndicatcs the d i rect i o n of a i r. The T V V craft i s l im i t ed t o ± 9 " , relative t o d isplay 5 . 5 () v c r t i c a l l y and arrow heads appear cent e r . When horizontal l y TVV and p o i n t t ()\vard o n the horiLo n t a l l i nes of t h e computed TVV posit i o n . The T V V d i splays where t h e a i rc r a ft i s going, b o t h a n d vert ical l y .
Reticle
Destination Index (Tadpole) The des t i na t i o n i ndex i s a c i rcle w i t h a s t robe . The robe pos i t i o n extending from the represent s relat ive 3 60 ", t o t he selected s t eerpo i n L The of the t a d po l e it sel f represents relat i v e o f t h e selected s t eerpo i n t , when t he bea r i n g i s wi t h i n t h e H U D field o f v i ew l i m ited to H or i zo n t a l movement o f t h e i n excess o f t h e t 5 ' (1 " i f computed T V V vec t or a n d 0t 6 . 0 C! i f com t rue s t eerpoi n t relative puted T V V vector i s less t han t he t rue s t eerpo i n t s l aved t o t he T V V i n rela t i ve beari n g . T h e tadpole elevat i o n , a n d rol l s t ab i l i zed about t h e T V V .
ret icle i s
Vertical
Indicator
Roll Bars ( HARS Only)
over
1 -1 66
The r o l l att i t ude d i splay for t he H A RS bac k u p mode c o n s i s t s o f rol l bars cent ered o n t . Each end o f t he r o l l bar has a t a b d o w n , t o alert t h e . The r o l l b a r s m o v e i n e leva p i l ot o f i n verted t i o n w i t h t h e p ipper and rotate about t he p i p pe r . Operat i o nal range for the roll bars is 0 ( w i ngs t o :± UW 0 .
C h a n ge 7
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T . O . 1 A� 1 0A - 1
H U D SYSTEM O P E R A T I O N
modes arc T E S T , , \V D - l , E X P , and S T B Y ( see 1 -(9).
o f o pe ra t i n g i n TEST, FI T, W CAGE, On , t he
Change 7
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blankl
I
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T . O . 1 A- 1 0A- 1
• The a i m i ng reticle
Mode
centered about the a i m i ng 1\ .�eparate l i nes,
p ipper and is made u p
self-test fea t u re
exercises a l l u n i ts to t h e
and i s operable i n t h e p ilot correct
a s an octagon
• The gun cross w i l l be centered in azi m u t h and bet ween the upper and the 3 5 0 ladder segment (at -4 1 m i l ) centered
• T h e T 1 S L t est t a rget
w i t h i n the T I S L d i amond
• The center o f the
reticle will be c o nnected
to t he center o f t h e T I S L diamond b y 6
segments a rc i n l i n e segment i s aligned
at
i ndex a re
d i v i s i on i s 5 k n o t s )
i ndex a r e a ligned a t
d i v i s i o n i s 1 00 feet ) ± 7) m i l and
spaced l i ne segments
• The flight path ladder w i l l be shown i n 4 i n 35 . T h e l e ft and c remental read o u t s fro m 2 0 right fli g h t pat h l adder segme n t s will b e
w it h one another and t h e e n d t a b s poin t i ng t o bot tom o f display
• The desti n at i o n i ndex w i l l be per right side o f t h e
t h e t i me t o go readou t
at t he up-
t o t h e l o w e r l e ft o f
• The t i me t o go readout w i l l b e 30. 0 m i nutes • The steerpoint read o u t w i l l be 3
centered about t he
round a n d smooth
t h e 5 0 m i l reticle r i n g
centered
• The magnetic and the at 030( ± 1) 0
ape will show a range of 20
ta.pe and fixed index are
• The T V V
w i l l be
l e ft side of the display, t o the lower d i s t a n c e t o go readout
at t he upper of t h e
• The distance to go readout will be 300M i s connected t o the 6
spaced
• The
reticle
will be centered a bove
t h e p ipper at an esti m a ted 2 5 and 5 0 m i l
N OT E
± 1 ) k n ot s .
t ape and fi xed
k n o t s (each scale
be 3 , OOO( :t 1 0) feet .
altit ude t ape a nd fixed feet (each scale
• Optional
i n t h e TEST
m a y be selected w h i le the option
Symbology shall read a s fol l o w s : knots
C A S t ape A l t i t u d e t ape
3 ,OOO( ± 25) feet
Flight pat h
1)"
numeric
will b e 333( ± 7 ) m i l and
Vertical
i n dicator
I , OOO( t
m i n ute
feet per
Change 6
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1 1 67
.0. 1
I
§]�
CAM E R A S YS T EM
of the
fil m
T I S L system fu nctions
energy reflec t ed from c oded l aser
avionics syst e m s .
presented o n t he H U D and during ordnance identical except the periscope
t h e A C and D C armament m a t i o n , refer t o T . O .
A-
C H AF F / FLA R E D I S PE N S I N G SYSTEM T h e A N I A L E -40(V )
T E L EV I S I O N S E NSORI R N E V I D E O TA P E SYSTEM
�
I
video t ape
t h e H U D sym-
provides t h e means o f
a n d flare payloads a s a and i n frared c o n t ro l l e d
s y s t e m i s powered
the
F o u r c h aff! flare
landing gear pod and each release seq lienee is i l lu s t rated t he r in formation on t h e A dispensing system ,
I
WARNING
)
• Do n o t arm t h e A LE-40 to
armament busses . For . 0 . l A- I OA-34- J - 1 .
for release u n t i l mission
tate. W i t h t h e
I T O R SYSTEM a T V display
the video signal
located in the
t h e G BU - 8 / B b o m b . T.O.
I D E N T I F I CATI O N SET
ELECTR O N I C C O U N T E RM E A S U R E SYSTEM T h e E C M s y s t e m detects
laser
and warns the pilot t haI l u m i n at e d b y radar e nergy . capable o f detect i n g and t ra n s m i t t i ng
sists o f t he radar panel, and E C M
pedestal . T h e
1 -1 68
and j a m m i ng o f radar o n pylon s t a t i o n s 1 and I by t h e E C M cont rol
1
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I
T.O. 1A-10A-1
1691 �
COCKPIT TELEVISION SENSOR/AIRBORNE VIDEO TAPE RECORDER CONTROL PANEL
I
I
I
LIGHTS
AVTR
SWITCH
,·'OA·'·'l
COnlrol or Indicator
Condition or Position
Function
Elapsed time indicator
On
Indicates the accumulated AVTR recording time in minutes and tenths of minutes. When the AVTR power switch is set to OFF, the display will go off and reset to zero.
END OF TAPE light
On (yellow)
Indicates the AVTR tape has been recorded and the end-of tape sensor has been detected (approximately 30 minutes recording time).
RECORD light
On (green)
Indicates the AVTR is in the RECORD mode.
STDBY light
On (green)
Indicates the AVTR is in the STBY mode. Figure 1-70. (Sheet I of 2)
Change 7
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1-169
T . O . l A- 1 0A- 1
Contro l Of
Condition or P osiljon
I ndicator
Function
OFF
A VTR power switch
R e moves A C power from t he C T V S power from t h e A VTR after a t ape t o unt hread . it shuts the
t i m e i ndicator while
N OTE • Cassette c a n n o t b e removed w i t h o u t unless
V ideo control k n o b
STBY
Activates the CTVS and sets l he A V T R tion activation release b u t to n . STBY c a n also be used when R E C O R D i s n o t
RECORD
Activates t h e C T V S a n d enables t h e A V T R t o record either
switch
OFF
P revents video from either t he T V monitor or C T V S from
TVM
E nables video o n t h e T V m o n i tor
CTVS
Enables video o n t h e CTVS
recorded b y t h e A V T R .
A VT R .
1 -70.
system may be installed in the air-
system detects t he presence o f radar
visual and aura! i ndications.
recorded
the
be
2 of 2)
This i n formation
RADAR WARN I N G SYSTEM S A radar
of the gun
CTVS o r T V M o r weapons release b utton .
d icatof ( 2 1 ,
FO- I ) located on t h e
i ndica! or ( !
radar For further i n formati o n systems, refer to T . O . A - l OA-34- 1 - .
1- 1 70
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T.O. 1 A - 1 0A-1
SERVICING DIAGRAM SINGLE-POINT REFUELING RECEPTACLE
tm ENGINE OIL RECEPTACLE
GRAVITY FUEL FIlLERS
RIGHT ENGINE OIL RECEPTACLE AIR REFUELING RECEPTACLE
WINDSHIEto WASH RECEPTAClE
Ii]
LIQUID OXYGEN
',100'0" .��
Figure 1-7\. (Sheet 1 of 4) '-171
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T.O. 1 A- 10A· 1
SERVICING DIAGRAM (CONT)
APU Oil SIGHT GAUGE WINDOW
AVT'
EXTfRNAl BAmRY SWITCH
��_POWER o
,
EXTERNAL
CONTRACTOR 8UTION
EMERGENCY BRAKE ACCUMULATOR AIR PRESSURE GAUGE EXTERNAL POWER RECEPTACLE BOOTSTRAP ACCUMULATOR AIR PRESSURE GAUGE
EMERGENCY I GEAR ACCUMULATOR ,t,IR PRESSURE GAUGE Figure
1-71. (Sheet 2 of 4)
1-1 72
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1·10A·1·"
I I
I I I
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T . O . 1 A- 1 0A- 1
S E RV I C I N G D I A G RAM ( CO N T ) M I L-O-M-232F
W I N DS H I E LD W A S H S O LU T IO N
WA T E R / M E T H A N O L A I R C R AF T
G ROSS WT ( L B )
I
ALL G R O S S WTS
BOO··I·· S T R A P A C C tJ MU I .A T O R S PN
M LG
T I R E I N F L AT I O N P R ES S UR E ( P S I )
N LG
TIRE INFLATl O N P RE S S U R E
1 85 ( ± 5 )
:±: 5 )
N IT RO G E N P R E C H A R G E
50 P S I
P RE S S U R E T OL E RA N C E
TEMP (
PSI
-40 -20
o
20 40 60
70
80
1 00 1 20 1 30 E M E RG E NC Y B R A K E A N D
E M E RCi E N C Y L A N D I N G G E A R
ACC U M U L ATO R S
ITROGEN
N I T RO GE N P RE C H A R G E
P R ESSU R E T O L E R A N C E
TEMP ( -40
-20
o
20
PSi 900 950
]0
40 60 70
80
1 00 1 20 1 40
Figure 1 -7 1 . (Sheet 4 o f 4)
1 -1 74
Change 7
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1 340
T , O . 1 A- 1 0A - 1
S ECTI O N I I N O R M A L P RO C E D U R E S
TABLE O}"' CONTENTS 2-1 2-1 2-1 2·3
I
2-6 2-6 2-9 2· 1 2-1 2- 1 3 2-13 2-13
P R E PA R AT I O N FLIGHT RESTRICTIONS
FLIGHT
S h u tdown B efore Alert/
2·23
S c r a m b l e ( B efore S c r a m b l e ( B efore H ot
. .
,
"
'
2·24
"
T E M S Status C h e c k
' "
C H EC K L I ST
Th i s sec t i o n a b b re v i a t ed c h e c k l i s t i s I A- l OA- ! C L - l .
F L I G H T P LA N N I N G
BEFO RE EXTER I O R I N S PE C T I O N l. A F ro
WEIGHT AND BALANCE
Form 7 8 1
EXTERI O R I N S PE C T I O N Perform 2- .
o u t l i n ed
6
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2- 1
I
T.O. lA-l0A-l
EXTERIOR INSPECTION
�tp ,
.----WATER IWTRUSION
,,.u
---.
WAUCUOUND
IJ .
PlUGS LOCATION
DURIN(; nlE EXTERIOR INSP{CTION. THE AIRCAAFT SHOULD BE CHECKED FOR GDlERAL CONDITION. COVERS AND PlUGS REMOVED, WHEELS CHOCK£D.
a LEFT FORW ARD SECTION o RIGHT CENTER SECTION o LE FT AFT SECTION ACCESS DOORS AND FilLER CAPS SECUR£D. AND FOR HYDRAULIC FLUID. Oil AND l.EAKS. AS WElL AS FOR nlE FOlLOWING SP{CIFIC IlIMS.
o FUSElAGE FENCE - INSP{CT FOR
o ANGlE Cf ATTACK VANE - CHECK. E) [Xll:RNAlBATTERY SWITCH - ON.
IMPACT DAMAGE.
6 MAIN [).NDING GEAR STRUT C£NTER
DOOR - CHECK SAfETY PIN INSTALLED AND DOOR SECURE.
€) GEAR SAFID PIN - REMOVED. e WHffi WEU - CONDITION.
NOTE NO BAnERY POWER AVAI[)'BLE IF EXTERNAL BAnERY SWITCH IS OfF.
a RIGHT FORWARD SECTION o GAU-S SAfETY PIN - CHECK. €) NOSEW!-I£EL - CONDITION. E) NOSE GEAR SmRIHe LOCK CAP (»
SMID PIN REMOVED AND CAP SAFmED.
o SPEED BRAKE SAF(lY PIN - REMOVED. 0 1AAINT[NANC[ RECORD STOWAGE CONTAINER IN WHffi WU1 - CLOSED AND SECURE
ffil.
o PITOT TUBE/STMIC PORTS - ClEAR.
(]) RIGHT AFT SECTION
o SPEED BRAKE - CONDITION. €) FlAPS - CONDiTION INOTE POSITION!. t) £NGINE NACU1E - CONDITION. e RIGHT RUDDERIElEVATOR CONDITION. •
BATHTUB DRAIN - CHECK.
o SlAT SAfETY PIN - R(MOVEO. e BALlASTS - CHECK. o (MERGENCY ACCUMUlATORS -
e UMBILICAL DISPLAY
UNIT
TEMS STATUS CHECK.
(If REQUIREDI
�
o APU HYD VALVE DOOR - ClOSEO.
o flAPS - CONDITION 1NOTf: POSITION!. o SPEED BRAKE - CONDITION.
e) LE FT CENTER SECTION o lIFl TRANSDUCER VANE - CONDHION. E) MAIN LANDING GEAR STRUT CENTER
OOOR - CHECK SAfETY PIN INSTALlED AND OOOR SECURE.
€) GEAR SArm PIN - R£MOVED. a Wliffi \YEll - CONDHION. o SAFETY PIN
POUCH CHECK SECURE.
e GROUND REFUEliNG DOOR CLOSED. €) ruSnAGE fENCE - INSP{CT FOR
o FROM BOARDING LADDER IMPACT DAMAGE.
CHECK
PRECHARGE I P\ACARDl
SAFETY PIN - REMOVED.
6 ENGINE NACU1E - CONDITION. €} AVTR - CH[CKiINSERT TAP{
•
(l) WINDSHIUD WASH QUANTIfY - CKECK. o GEAR
o LEFT RUDDERlru:vATOR - CONDmOt!.
lI2I
o UPP{R SURfACES ' CHECK.
[§]
1,-, 01<-1'J
Figure 2-1 2-2
Change 6
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T O 1 A- 10A - 1
B EFO R E ENTE R I N G C O C K PIT
k.
pin removed .
N OT E
Check
4. Flight
C O C K PIT I NTE R I O R C H E C K
by
I f t he canopy actuator i s
use o f t h e i nternal o r external canopy
actuator d isengage lever, the l o c k i ng sys
1 . Loosc o r
nel . Canopy disengagement i s i nd .i cated b y
2 . Camcra
ator unlock h o o k , which i s located a t the t o p end of t he canopy actuator and visible
3.
maintenance person
tem m ust b e reset
a small o range-yell o w t riangle o n t he actu
- Insl connections
a.
Canopy controls - C h ec k .
b . Surv ival k i t
a. Canopy actuator
Full
level
b . C a n o p y j e t t i s o n handle pin removed .
F u ll forward ,
lever
S A FE ( U P ) .
b . Ejection handles - Secured . Ejection h an d les safe t y pin (left handgrip)
Removed .
d . Survival k i t
( M A N U A L ) (as required ) . f . Survival k i t and
Connect and
belt - Connec t and
c.
s traps
d.
N OT E
oxygen h ose -
f.
_.
--_.
Connec t
4. R udder
override
1 . A r m ament/grou n d
E ngaged and
Parachute and eonneetion Make sure threaded retaining pins are:
Check
(FLUSH SGREWWlush or below surface. (2) (SLOTTED SCREW) Head underside seated against link assy. j . P i t o t t u bes - Check clear and
e . Aircraft oxygen hosc -
S A F E (guard
g . E mergency oxygen bottle supply - C h ec k .
w i red .
P u l l i ng s t raps out
s trap-in m a y cause t h e i nertia reel t o
LEFT C O N S O LE
belt connections
h . Seat hose disconnect fit t i n g
p ull ed from t h e inertia reel
g. C o m m unications lead
AUTO.
e . R adio locator beacon - A ( A U T O ) o r M
Check sec u r e .
-�
The
3 . Ejection seat - Check . a . Seat ground
C h ec k .
h ose - " Con nect.
from t h e l e ft side o f t h e aircraft .
forward .
Check
l. Restraint e mergency release
Canopy actuator - C h e c k locked .
•
indicator
2. U t i l i t y
- Stowed.
3. I FF antenna - B O T H . 4 . U H F antenna
As - OFF.
5. R adar beacon 6 . CTVS/ A V T R c o n t r o l 7 . K Y 28 o r KY -58 ..
8 . I ntercom
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- O ff
OFF/se t .
T . O . 1 A· 1 0A-1
9 . V H F/Fl'vl control
- OFF/sct .
1 0 . U H F control
a . M a i n boost MAIN.
and R )
O N / set. O FFlsct .
1 1 . V H F/ A M control 1 2.
W IN G .
.- S e t .
Main
switch - U n marked, aft
d. I ns ure
mode s w itch - N O R M . e . Air
I ns ur e aileron
switch
f. Tank
Center d. I ns u r e e levator Center
PTTl"'''J P n
switch -
g. h. Extcrnal
emergency retract switch -
I NG
OFF. NORM.
f. I ns ur e NORM. 13
override switch --
T V monitor powcr s w i t c h
OFF
I N STR U M E NT
1 4 . I F F - O FF/set . 1
.
H A R S/SAS
1 6 . Refuel s t at u s and
contro l - Set.
s tat ion stat u s 1 8 . M aster exterior 1 9 . T h rott l e s 20.
l.
- NO R M
control
Set .
switch
A ft .
2 1 . Throttl e fri ct i o n
2 3 . A PLJ s w i tc h . - O F F .
fuel fl ow
' ''I1 ' l' n ,f' '
I
e . Release mode f. Mechanica l g . Store
NORM.
26. F u e l system control
2-4
a. Maste r
d . E l eclric
Set.
brake c o n t r o l - Set center (HO L D ) brakes a r e o p e n ; s e t t o closed closed . b rakes
25
3 . Armament
c . G u n rate
lever -- Set
operate
OFF.
b. EO P W R
OFF.
24.
2.
- NOR M . - Set.
h. 4. Clock -
H U D mode
Change 7
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Deselected .
T . O . 1 A-1 0A-1
lever - O F F ( u n l es s (3) O N ) . C h e c k t h a t y o u c a n n o t i n ha l e oxygen syste m .
C AG E .
8 . Fire
WARNING - Center
•
)
t o i nh a l e t hrough I f it is the oxygen s ystem with the supply lever O F F , the m al funca n d m a y n o t b e s a fe for
handle - I n . bre a k ers --
(4) Supply lever
CONSOLE
RIG
N OT E •
The C R U -7 3 / A d il uter-dem a n d switch switch from N O RM A L O X Y G E N t o I OO IT/o O X Y G E N w h e n t h e S U P P L Y lever shut OF'F, blockt h aI the OFF .
OFF/RESET.
AC generator
-- P W R
and R).
--- O F F .
d.
swi t.ch
cont rol
O N . Check for n o rmal
As
C h ec k . Check c o n d i t i o n d . C o nnectors a n d security o f connectors 20 pull required t o separate t h e ai rcraft h o se from t h e crew connector ) .
O FF/set
C DU -
( 1 ) D i l uter lever
Set to s a fe .
Flare
Check for flow i n di c at i o n c . I nd icator (1) (white) o n i nhala t i o n a n d a n o fl o w i ndil.:ation on exhalat i o n .
knob - OFF - OFF.
OO IT/o .
E M E R . C h e c k for (2) l ever to the l e ak s . Positive pressur e s h o u l d b e m as k . H ol d breath a n d c h e c k for a n o f l o w (black) i ndicat i o n . Leaks w i l l be detected a flow i n dica tion (w hite) and must b e corrected b e fo r e
N OT E •
PRICE 1 45
P ressure
condition . Normal. Diluter
N or maL
t h e e mergency lever i n either When E M E RG E N C Y o r TEST- M A S K , the oxyge n m a s k must b e fit t e d t o t h e face. Continuous o f oxygen at a tive pressure with a l e a k i n g m a s k or with t h e mask removed for extended t i me t h e oxygen s u p p ly periods w i l l rapi d l y , a n d wi!! result in extremely cold oxygen and flo w o f liquid oxygen i nt o t h e
Change 6
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2-5
T. O . 1 A- 1 0A - 1
(E) " r " " y,,' "
4 . Fire detec t / bleed air leak t es t b u t t o n Depress. Ligh t s i n the fire handles and the B L EE D A I R
Chec k .
L E A K caution lights s h ould c o m e o n .
b o t t l e con necti o n s .
5 . G ear lights and l e a k s at t h e
switch
W indshield
OFF.
c o n t ro l - O F F .
heat s w i t c h
L M a i n air switch
C h ec k .
a . Test i n d i cator b ut t o n
L and R
pointers w i l l read 3 , OOO(
t o t alizer w i l l
r e a d 6 , 000( .± 400)p o u n d s . b . Fuel d isplay selector
8. Oxygen quantity
OFF.
Veri fy total MAIN.
OFF.
b. OXY I N D TEST b u t t on ( O X Y L O W caution
SUPPLY. contro l - N O R M .
9 . APU switch
air).
level contro l - - A s required .
comes o n at 0.5 l i t er )
START
WARNING
conditioner c o n t ro l -- O P E R A UT O . level cont rol
•
As required .
battery, t h e battery
con! rol
I
for external
weak o r dead
e n o ug h to s t art the APU i n the event of
Set.
control
I f external elec t rical power
to starr A P U because
- O FF/set .
c o n trol
a dual engine fla me-out/dual generator fail u r e .
Set .
T O EN G I N E START
1 0. L-FUEL PRESS
Check off.
m a k e sure that danger
fore and a ft of t h e aircraft are
Section V for startll1g exhaust gas
N OTE 1.
switch switch
PWR.
•
only i f A C e l e c t r i c a l p o w e r
caution s h o u l d go I NST I N V , LlR ENG H O T .
2-6
Change 7
OFF
o ff C O I1 -
operat ing t h e m a i n and pump" , If L - F U I: I. P R E S S t h e DC FlJ E L P U \1 P
NOTE
50
The L - F U E L PR ESS
firm� o p e ra t i o n o f D C f u e l h O(N p u m p
STBY.
i n struments
check-
C h eck .
a . O X Y L O W cau t i o n
B LE E D A I R .
air s w i t c h
Tes t .
ing in each position and reset
OFF .
rcmoval
6 . Signal lights
7 . Fuel q u a n t i t y
- Set .
7.
Check.
c ! m e d , a ho r t t h e a i rc r a ft
n
o pe r a t i n: DC f u e ! bom! p u m p ,
Chec k . ITT i ndicator n o t visible.
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T . O . 1 A- 1 0A ·
I f t he right must be power avai lable, select C R OS S f E I : D p o s i tive f u e l pressure P u l l E' M E R handle, 1 . Left
�oun.'e o f o f the A P U
Slart .
a . M anual ( 1 ) Left ( E NG START C Y C L E i ncreasing).
u s !.
STARTI N G
IN NOTE
7
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DANGER AREAS 16
t 12
tr 8 ,
�
'"
w
:.�
4
o
MAXIMUM THRUST
t I� I {4240 I fTF
o
10
20
30
D I STANCE-FT
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� �-
� "
�
20
DANGER AREA E N G I N E I N LET
40
LEGEND TEMP P RO F I L E - - - VELOC I TY PROF I L E FT/ S E C
1 0 0 FT/SEC
ANTENNAS
50
60
[WARNING I
MAINTA I N AT LEAST TWO F E E T D I STANCE FROM OPE RAT I NG ANTENNAS.
80'F
IDLE THRUST
I I I I I
n � • ,
'" •
�
.:.,
'"
50
o 990' F
1 , 100 FT/SEC
. 20
11n 0
MAX THRUE�: 125
D I STANCE-FT
0
� --< '"
z n m
." ,
--<
,...
0
-
l' -
0
l' -
T . O . 1 A- 1 0A- 1 momenCYCLE
Left throttle on and core I TT -
If I TT docs not rise within OFF, dry motor for and start . Oil pressure
t h rottle -ITT -
pressu re at ,'"...,"""", retard t hrottle wait 1
Check fu l l
5 2
a uto start aircraft -1 0 seconds aircraft Insure ENG START seconds after 5 6 (1/0
rpm.
2 . L e ft NORM
a . I dle R P M s h o u ld accelerate core rpm l i m i t s within rpm after 2 minutes
ill)
For the idle u n t i l aftcr t h e
It
Shut down
motor t h e
NOTE A slow start m a y of the due to cold from
start w i t h i n overtemp .
2-8
1 50 °C
second start is aircraft .
3
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TO l A- l OA· l
brake switch to full close; speed brakes should fully. close.
BEFORE TAXI I N G CDU -- A s required for alignment 1 62 1. CTVS/ A VTR control panel -- STBY �. Anti-g suit 4.
TEST.
NOTE •
Radios -- As required.
a.
c.
Crossfeed -- OFF. Emergency brake handle - Full forward.
SAS switches -- OFF.
b. Free and correct movement of control surfaces.
IFF -- STBY. Air refueling door -- Check (if required).
•
Flight controls -- Check.
21.
TV monitor switch -- POWER (if EO weapon
7.
Speed brakes may not close simultane ously due to lack of airloads.
Hydraulic pressure -- Check.
d. Full cycle controls -- Verify no aileron! rud der interconnect l]£]. 22.
•
SAS -- Check.
10.
HUD mode selector -- TEST.
a.
Anti-skid switch -- ANTI-SKID.
11.
RWR -- PWR.
b.
SAS switches -- ENGAGE.
12.
Armament control panel lights -- Test.
1a.
Navigation mode select panel - Set.
1 4.
TISL -- CAGE (as required).
15.
lLS PWR control knob -- PWR 1 47 1.
16.
TACAN mode selector switch -- TR.
17.
Windshield defog/deice switch - DEFOG/ (if required).
18.
signal lights -- Test.
NOTE •
If the L-R YAW SAS switches do not remain engaged, use the takeoff trim button to center stick and flight con trols. Reattempt to engage SAS switches.
c. Monitor test switch -- L (hold). Check all SAS switches disengage. d.
SAS switches -- ENGAGE.
e. Monitor test switch -- R (hold). Check all SAS switches disengage.
Flaps -- Cycle. 20.
NOTE •
Speed brakes -- Check.
speed brakes, and white speed brakes are opening, set the speed brake emergency retract switch to EMER RETR. Speed brakes should stop moving and hold. Move speed brake switch to full then full open while checking that speed brakes do not move. Return speed brake emer retract switch to the unmarked position. speed brakes slightly, then to full open. brakes should go from hold to full open Slight speed brake reversal may occur dur step. With speed brakes open, check aile ron movement, check for binding. Move speed
On 1 53 1, after each operation of moni tor test switch, wait 15 seocnds before activating switch in same direction. f.
SAS switches -- ENGAGE.
g. Emergency disconnect lever -- Depress. Check SAS, anti-skid switches -- OFF. h.
SAS switches -- ENGAGE.
�
i. Aileron/rudder interconnect -- Check I 3 1. Operate ailerons, verify rudder movement (L al e ron up left rudder. R aileron up right rudder). Change 8
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2-9
T O 1 A- 1 0A - 1
I
2H, I FF A ft e r I -m i nute warm u p , t e s t t i o n i nd i cated b y t h e T E ST
:em. TV Monitor
I
condi·
I
Test
T V monit o r t es t and described i n T . O , 1
I
Ii U D
NOTE
:31 . C T V SI A VTR B IT TIO
b utton on,
NOTE
82. Radar
as
I
R W R sy�tem l est and I A- 1OA-34- 1 1. descri be d
I
STBY
:34. T ACA N i3;).
i ns t ru m en t s /\ 1) 1
C�heck
m r. " ,'m
P i tch t ri m arrow
I
b. H DG
SYNC (ir
c.
attitude
is p ro pe r A N T I -S K I D ,
d. V V I
Zero .
OFF
I
:3G.
A l l imeter a ! !i nwt e r
Set l ocal b a ro m e t r i c pressur e agrees w i t h i n 7 5 feet o f and P N E U E L EC T E L EC T ( R E SET') a n d P N E U agree w i t h i n 7 5 feet
I
modes should
A fter I N S e x t ended ,
I
:37. C D U mode selecto r N A V caution should
8
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N A V . I N E R T I A L. out
I
T O 1 A- 1 0A - 1
I
mode'
N AV
CRS
cL
CDL
(1)
D L' ' 1\ 1 )( \ ! Be
1
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T O l A- l OA- l
N OTE •
I
When throttle is MAX-IDLE in RPM will not CAI...C I:: U
from I D LEor core
b. throttle c. core RPM versus ture (Minimum I dle
with
I f core RPM i s below m i n i m u m c o m puted:
d.
ABORT. Chocks -- Removed.
47.
•
TAXI
I
See figure 2-i� for minimum ground
radius
CAUT I O N •
Do not taxi.
rudder
1. N OTE
I
8.
Brakes -CAUT I O N
4.
Turn needle --
8
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2- 1 1
T.O. 1A-10A-1
TURNING RADIUS AND GROUND CLEARANCE
[cAu-iIONl
_SIMULTANEOUS USE OF NOS[WHEEL STEERING AND DIFFERENTIAL BRAKING IS NOT RECOMMENDED AS THIS MAY PRODUCE UNDUE SIDELOAOS ON THE NOSEGrAR BECAUSE OF POSSIBLE SCRUBBING OF THE NOSE AND MAIN WHEEt TIRES. _ LOCKED WHEEL TURNS SHOULD BE AVOIDfD TO PREVENT DAf,'lAGE TO TIRES AND WHEELS.
NOTE • RlH TURN RADIUS IS GREAT{R THAN
UH TURN RADIUS DUE TO OFf-CENTER LOCATION Of NOSE WHEEl.
• TAXI TURNING RADIUS
!II\AXIMUM NOSE WHEEl DEfLECTION 55") 2'-0"
/ �UNWAY WIDTH
V
46'-0 "
/
SO'-O"
GROUND CLEARANCE
,..•..
.' ·''''·I·�
Figure 2-3. 2-12
Change 1
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BEFORE TAKEOFF 1.
Engine instruments -- Check.
I
CAUTION
I
.. Idle RPM below computed minimum indicated possible CIT sensor failure; abort. " Stabilized idle ITT above 675°C could indieate a failing outer transition liner; abort. Flaps -- Set for takeoff.
3.
Speed brakes --
4. 5.
IF'F -- A s required . Takeoff trim --
6.
TACAN -- Set. a.
Nav mode
b. Course seleetor bearing of bearing pointer n umber e.
L
mag
CDI - ± 2° of center. -
d. Rotate the course set knob until the CDI is deflected ± 100. Cheek window correctly displays the
Change
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8
2- 1
1 2 B B l a n k)
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TO IA-IOA· l
-- As required.
a takeoff to
eontrol -- As required. switeh -- As and loeked (light off).
I
safety lever -- ARMED. -- As required.
LI N E U P C H EC K
CAUTION •
For proper elearanee, when external fuel assure all when in ground arresting hear
CROSSW I N D TAKEOFF
instruments -- Cheek. Anti-skid switeh -- ANTI-SKID. Pitot heat switeh -- PITOT HEAT. Throttles --
eore rpm.
instnunents -- Cheek. and eaution lights
Off.
TAK E O F F Nosewheel
-- As desired.
Brakes --- M AX. -- Cheek.
I
WA RNING
Ii
AFTER TAK E O F F A N D I N I T I A L
less than the predieted fan will result in redueed single""' .. ,," " rate of and will takeoff parame operating eondi runway, high gross pressure an abort mav be the adion if predi� ted fan cannot be aehieved. NOTE
ehecked after feet on takeoff takeoff. maintain diredional eontrol using until the flight eon troIs become 10 knots below com pressure to the
C LI M B Maintain takeoff piteh a �'d C l'U,; to climb speed . When landing gear and at a minimum takeoff speed, retract the piteh attitude as neeessary to ule (TO lA-10A-1-1).
aeeeleration retrad the 10 knots above and climb sehed-
FLIGHT There i s no requirement for the. checklist during normal climbout, after level off the pilot should cheek his well as his fuel, cabin status. The eorrect of used for eaeh defog and rain removal required to ensure
C h ange 8
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2-1 3
TO l A- I OA- l
CAUTION <0
D E SC E N T / B E F O R E LAN D I NG 1.
Altimete r -·
2.
II
W A R N I NG
WAR N I NG
8
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T . O . 1 A- 1
W i nd s h i e l d D E FO G / D E - l e E - As require d . brakes --- .A N'n-SK I D .
6. Anti-skid
As Fuel ADI
I N ST R U M E N T A PP R OA C H E S T ACAN APPROACH A
TACA N
o u t lined in figure 2-4 .
I L S APPROACH 2-5 .
I tS
WARNING
area .
.
RADAR APPROACH
be I tS ap-
A
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1
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T O lA-l0A-l
TACAN PENETRATION AND APPROACH - TYPICAL • ASLR AIRSPEED · 300 KIAS
M I SSED APPROACH • THRQmES - A S REOUIRED • SPEED BRAKES - CLOSED • - UP (POSITIVE • FLAPS - UP U30 IN - 200 - 250 KIAS •
PENETRATION DESCENT
LANDING GEAR KIAS M I CUMBI AI RSPEED
R
• TH OmES - 80'10 CORE RPM !/I\INI • AIRSPEED - 200 - 250 KIAS • SPEED BRA K S - 0 TO 41)J.
E
• AIRSPEfD - 200 - Z50 KIAS
o
AT
BEGIN 1COO FEET ABOVE LEVEL OFF • SPEED BRAKES - AS REQUIRED • PITCH - DECREASE IN HAlf • AIRSPEED - ISO KIAS MINIMUM UNnL ESTABLISHING LANDING CONfiGURATION
TACAN APPROACH ESTABLISH FINAL LANDING CONfiGURATlON AND AIRSPHD PRIOR TO FINAL APPROACH fiX. • SPEED BRAKES - 6 • LANDING GEAR - DOWN • FLAPS - S REQU I RED • MAINTAIN ON SPEED AOA
A
INDICATION - BUT NO SLOWER THAN COMPUTEO AIRSPEED (120/130 KIA S: FLAPS DN/UP)
• TACAN APPROACH
AIRSPEED BASED LANDING
ON WEIGHT OF 3D,COO LB. ADD 2 KNOTS PER 1, COO LB FOR WEI GHTS ABOVE 30, COO LB.
GROSS
Figure 2-4. Change 8
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2-15
T O
1A-10A-'
TYPICAL ILS APPROACH IDl
I_
• • • • •
ASLR AIRSPEED · 300 IIIAS
THROTTLES - AS REQUIRfD SPEED BRAKES - CLOSED LANDING GEAR - UP IPQS IllVE ClIMBI FLAPS - UP tiJO KIAS MINI A IRSPEED - 200 - 250 KIAS
liZ
� � � � � � -:.-��
FINAL A PPROAC H SPEED LANDIr>G GEAR - �OWN FLAPS - AS REQUIRED
--�
� :7 / ,e.; -
...-=--
MAINTAIN ON SPEED ADA INDICATION - BUT NO SLOWER THAN COMPUTED AIRSPEED (120/130 KIAS: FLAPS ON/UP)
-
_ �
-
-
MIDDLE MARKER
i,
-�-
-
ENTRY
I - 30 - 45 DEGREES • AIRSPEED - ISO KIAS MINIMUM UNTIL ESTABLISHING LANDING CONFIGURATION • AIRSPEED - 1351145 MIN: FLAPS ON/UP I I I
• ILS APPROACH AIRSPEEDS GIVEN ARE
BASED ON LANDING GROSS WEIGHT OF 3O.
2
-
1-100.-1-1
Figure 2-5.
2-16
�
Change 8
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T O
1 A - 1 0A·1
TYPICAL RADAR APPROACH - GCA F I N A L A P P R OACH PAT H ) (BEFORE
e,-
SPEED 8RAKES - 4D'1o • LANDING GEAR - DOWN
• FLAPS - AS REOUIRED • MAINTAIN ON SPEED AOA
INDICATION BUT NO SLOWER THAN COMPUTED AIRSPEED 30 KIAS; FLAPS ON/UP)
BASE LEG
_.
AIRSP[ID - 150 KIAS MINIMUM BEFORE ESTABLISHING LANDING CONFIGURATION AIRSPEED - 1351145 KIAS MIN; ON/UP AFITR ESTABLISHING LANDING CONFIGURATION
ESTABLISH APPRQXIMATHY SOO FPM DESCENT
MISSED A P P ROACH
I GEAR - UP !?QSITlVE CLIM B ) • FLAPS (130 KIAS MINI • AIRSPEED - ?OO - 250 KIAS
UP
DOWNWIND LEG • LANDING GEAR ' UP • FLAPS -
UP
• AIRSPEED - 2 00 -
• ASLR AIRSPEEO
• FINAL APPROACH AND BASE LEG IGEAR OOWN) AIRSPE!O GIVEN BASED ON LANDING GROSS
JDD KIAS
WEIGHT OF 30, OOJ LB. ADO 2 KNOTS PER 1. 000 LB FOR WEIGHTS ABOVE 30. 000 LB.
Figure 2·6.
Change 8
2-17
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I 10
MINIMUM
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TO
lA·lOA·lSS·72
T O l A - 1 0A-'
TYPICAL OVERHEAD LANDING PATTERN 30,000 Ib Add 2 Knots Per 1 ,000 Ib For Weights Above 30,000 Ib Gross Weight
For All Speeds Except Initial Approach Speed And Downwind
� ...
��7;���;;: � i
Speed Prior To Configuring For Landing.
� _
-
"'!I"..-. .
�_
-
THROTTlES - AS REQUIRED 5PHD BRAKES - CLOSED LANDING GEAR - U P flAPS - UP Ina
I N ITIAL APPROACH • 25{)
-
100 KIAS
F I N A L A P P R OACH DOWNWIND
I INDICATION -- BUT NO SLOWER THAN C O MPUT ED AIRSPEED 1 3 0 KIAS; FLAPS ON/UP)
• �\A jNTA IN I)() KIAS 1\1INII.1U�1 BEfORE ESTABLISHING wmlNG I
F I N A L TURN I INDICATION ·· BUT NO SLOWER THAN COMPUTED AIRSPEED (135/145 KIAS; FLAPS DN/UP)
• NORMAL TRAFfiC PAnERN ALTITUDE I 500FEET ABOVE THE TERRAIN.
Reflect TO lA-lOA-lSS-72
, 11):.->
Figure 2-7. Change 8
J
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2-19
l A i n d i(,:tt i o l l i n d i c a t I o ll O f w h l c tw Vi ' r fas t e r TIlt'
A fh'r t o u c h do w n , t h e el'OSSW i ll d
to wea t !w r y a n e ( t u rn i n t o t h e m u s t bl' c o rrected w i t h r u d d e r . s p e e d brakes to lOW: a fter g'ea r c a u se t h t' n o s e o f t h e a i rcraft t o cock the and ('an b" n o s (' w hepl essary. :-\os('w h ee l d UCt' �i t ra n s i e n t der
CAUTION ,
1 )0 n o t
lO ll
•
\'
s i ll k ra l ( ' l i m i t a t i o n s i n
r ud d e r C' ffecti H'I1C'SS 70 K I AS.
hpCOll](,S
The 1 O , 1\ 1l 0\ of
H e fe r t o t h .. t a h l e i n S(' c ( i o n f o r cross w i n d l i m i ta t i o n s . T h e t'i'fl'ct o f s tOtt's i s t o dest a h i l izp t h e i n t he F o r cro;.; s w i n d
•
m i n i m u il l I'U !Iv a I' m a x i m u lII ( ' i.'v a l or to lower
CAUTION •
1 l l 1 1ll U lll ru n h i b i t vd W h i' ll a inT
h A ( ; :VI / T ( ; :\1-(i;; O ll bottoll1 r a i l o f L\ I an
F o r eross w i n d i n excess o f a d d 10 k no ts to n'eom'
20
I i!
d \' t e r m i nation o f llH ' t h o d .
sideslip as a l'ef(� re nee t o f i n a l
C ROSSWI N D LAN D I N G
NOTE TIl<' l'Ccom nH'lHled
•
T hl' u s \:' o f l arge a i l e r o n a ft,;!, to u c h d o w n is n o t beeau se o f the w i de t r e a d o f Uw On t h e u s t' o f a i k ro n c o u l d t h e a m o u n t u f r ud(iPr <\ v a i l a h lp d u t' t o t h t, e ffeet o f t h(' a i i p r o n r u d d e r i nt p r c o n l l (' C t .
e s t a bl is h com b i n a' low . A fu l l w o r k l o a d O ll
ru •
P i l o t w o r k load i n c rcas('s w i t h S A S o ff. a n d l a r g l w i n d g m; t v(' l o c i t i e s . '
•
m a d e' t o al r' t o u c h d o w il . i n t o t llv w i n d if a c r a b a ft e r t o u c h d o w ll . ( ' rab
a t l o u c h d o \\ ' 1l s h o u l d hI' l i m i t (' d t o
Ilk
('('ll t!T w i n d s c f('e n )
10
eXCeSS1\'('
T h e a i rera ft c l1ar;(c\pris t il's i n t 1](' rt's u l t in a work l o a d . On to
t h e s A S w i l l c o tl n tt' r with a e f fp('ts can lH' r u d d t' l'
O ll t crah
ts to r u tl\v a y .
8
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w i t h t ll ('
T . O . 1 A- 1 0A- 1 N OT E with
aircraft v i b ration Maintain braking the a n d stop t h e oscillat i o n s b y h a r d o v e r t o l e ft the is reduced t o a point w i l l n o t create dosing t h e d i stance i s a s s u re d . runway: OFF.
Anti-skid switch s.
lever - SA F E . - A s desired.
- OFF.
8.
- OFF.
TACAN / I L. S
and
Code s w i t c h H O L D STBY . 1.
I
- OFF
CTVSI A V T R c o ntrol
DAY
fil t er
H UD
filter to
OFF. - As 1 4 . Radar A
system - O F F .
5 . E C M -- O F F W indshield 17.
switch
OFF.
h eat - OFF,
1 8 . Position
Change 7
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2-21
T . O . l A- 1 0A- 1 A nt i ·collision
EN
Hold t h ro t t l e a ft OFF s t o p u n t i l i t can be rpm fuel has drained o r c o n fi rmed t h at reaches 5
I N E SHUTDOWN i n s t alled.
Hold.
OFF,
t hnm le
1 0.
OFF .
3.
[��J
CAGE .
k nob
•
- OFF
OFF. Full up.
I
m i n ut e s at I DL E .
t h rott le ';A'C.","'"
may b e included 8 0t10 .
should n o t be s h ut down U ll fuel has drained o r l e ft core rpm i s belovv and I T T has decreased below 200
• If a
not
it can be rpm d ra i n ed o r decreased below past 540 °C
s h u td o w n o n t h e is should b e m o to re d a s
soon a s if
d u e 1 0 u neven
1 1 . I nverter switch - O F F . 1 2 . B a t t e r y s w i t ch - O F F 1 3 . Com m u n ications
- OFF.
BEFO RE LEAVI N G T HE A I R PLANE I . Canopy c o n t r o l s w i t ch .- H OL D .
NOTE
. chec k full elevato rs .
2-22
• Exercise ext reme care when belt and oxygen c onnect i o n s and them across t he console prevent and c o n t ro l knobs o n
2
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T . O . 1 A· 1 0A·'
I
2. If assuming out of
t' '' '·... ..., i+
alert status:
I
13.
WARNING
N OT E .. I f the above actions have not been com normal proce-
.. The and aircraft are on status IA W local and directives out of the �V",fi"H with the A P U with -- OFF.
S C RAMB L E ( B E F O R E TAXIIN G ) Perfo rm t h e
.. n", ,"".•"""'"
1. to
alert status:
connections - Check. ''''', r ,p rv
STAR T .
3 . A P U switch EXTER IOR INSPECTION INTE R IO R I NSPECTION -
""" ""OJ"" '"
inverter
switch -- P W R
4 . A P U generator
5. CDU mode
�P"'('HH'
PWR. knob - FAST
P R I O R TO ENGINE START checklist 6 . r:ong:mc� STARTING ENGINES checklist BEFORE T AXHNG checklist - ,"" UiU11J1," '", select NAV with C D U mode selector knob i f 1,;"15,1"";,,, and A P U b e shut If
Start. - As
7. Strobe
8. Altimeter/ H UD
Set.
9. CDU mode selector knob - NAV READY
NAV
and APU are to be s h u t down:
S C RAM B L E ( B E F O R E T A KE O F F )
HOLD knob - OFF
1.
- Recheck and set for takeoff.
2.
brakes - CLOSE D .
i ndicator - CAGE. 3. IFF - As
I F F - OFF. . APU
-- OFF.
4 . SAS/Trim - E N G AGE/Check takeoff trim .
Change 3
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2-23
1 A- 1 0A- 1 PRIOR TO REFUELING
L N OT E �
ARMED.
2. connections and communications leads
�
,'''''''""",,.,11
N OT E
3 . Fuel
4. Brake and 5. I n tercom with DURING REfUELING 1 . Monitor intercom a n d response
,...,," u'.,.,r Bl
WARNI PRIOR
H O T PIT ENTRY ... Do not transmit on any emergency. NOTE ... Terminate .i ntercom is lost .
2-24
2
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T.O. 1 A - 1 0A-'
1941 TEMS STATUS CHECK (Figures 2-8 and 2-9)
2. Hands - In sight of ground crew.
WARNING
•
I
I.
External aircraft battery switch - ON.
2. UDU stalUs switch - Press and hold. a. UDU AIRCRAFT STATUS indicators On. b. UDU POWER INDICATOR - On .
In the event of a fire or fuel leak in the immediate vicinity of the aircraft while connected to the hydrant, shut down and ground egress. I f a fire occurs outside the immediate vicinity of the aircraft, termi nate refueling and taxi clear as directed by the ground crew.
c. UDU alpha numeric display - Four dot matrix segment goes on one at a time in sequence. Display continues until UDU status switch is released. 3 . UDU Status switch - Release. a. UDU aircraft status indicators - One will remain on for approximately 5 seconds. Other than GREEN, note code in alpha numeric display and press UDU status switch again to check for other codes until the word DONE appears.
AFTER REFUELING l . Fuel quantity - Check. 2. Personal equipment leads - As required.
4. External aircraft battery switch - OFF.
3 . Taxi clear of refueling area and configure air craft as required by mission plan.
5 . See figure 2-9 for definition of alpha numeric codes.
U M B I LI C A L D I S PLAY U N IT ( U D U )
0 (© © © ©) 0 y ® ® � ® ® � © A I RCRAFT STATUS CAUT I O N
CO
ENG
M
E
...,
ENTER ....LJ -
LLSELECT
GROSS �ErGHT
C - STORES CON
�
OATA TRANSfER
o
STATUS
rrCOD E
" - M I S S ION eOOE
�
fA I L
PO....ER
~
®�®
Figure 2-8 Change 6
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2-25
1
ALPHA N UM E RI C CODES conditions critical t o
o f flight.
fuel flow overide normal fuel flow i n overide START
of
conditions not critical t o
o n G R OU N D
T E M S system.
62 63 64 65 66 67 68 69 70 71
Fan O i l pressure Vert G data P T O d at a PAMB data TT2 data i n v alid P T 5 v s PS3
2-9 6
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>
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"
"
,
,,
,,
,,
,,
.
,
<
"
>
"
"
,,
"
,,
'
T . O . 1 A- 1 0 A - 1
READ AND
H EED
I
I
I N T R O DUCT I O N
o f the aircraft durand corrective actions Adherwhen
Three basic rules apply to all emergency situations . i n each o f the pro-These basic rules are not cedures listed. However , in A L L THE OVERRIDING CONSI D ERATIONS SHALL BE TO: 1 . Maintain aircraft control .
2 . Analyze the situation. 3. Take proper action. N OTE •
•
•
The ground, takeoff, and landing emer gency procedures are sequenced as out l ined i n the Table of Contents . The i n flight emergency follow the HEFOE sequence with an additional listing o f general in flight emergencies . Decision factors are provided as a in select i ng certain procedures .
Change 1
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T . O . 1 A- 1 0A- 1
T h e terms " Land as soon as soon are used These terms are defined a s
''''�'' lutlC
ambient lighting, aircraft gross guidance.
Land as soon as e mergency will b e declared . A landing should b e at the 0""''''' ''' , o f nearest suitable airfield, ,",VI,'"''U>''' the emergency, weather
1 3-28
command
conditions Land as soon as p ractical are less urgent, and although the mission be terminat e d , t h e degree o f t h e e mergency a n immediate landing at the nearest airfi el d may not b e necessary.
Change 1
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I
THROTTLE/APU - OFF. 2. FIRE HANDLE - PULL. AGENT -
NOTE
I f I TT does
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T . O , 1 A- 1 0A - 1
G R O U N D O PE RATI O N E M E R G EN C I ES ( C O N T ) lease b r a k e lock wheels
O py M A L F U N CT I O N S ""',,,, ,,,,, w i l l not open:
0
.. Loss o f lever
Pull a ft .
canopy still does not ope n :
NOTE
- Raise
.. Some a n t i - s k i d the anti-skid
n o t i ndicated
canopy i s jammed partially ope n : release l e ver --
-
N OSEWH EEL S T EE R I N G MALFU N CT I O N
R ai se " ''''' ''HI''
N O RM A L B RA K E! A N TI-SKI D FAI L U RE
"uu...... ,,,,,, , ,
I f n o s ew h e e l p r o b l e m s a re
is pressuremergency
L
o r control
t he
is available.
a minimum of five full emergency brake apI)HC,UtHmS can be from the emergency if
loss m ay be an
P lJ L L,
brake failure.
a ft ) .
N OT E ..
1
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II
CONTROL YAW,
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T . O . 1 A- 1 0A - 1
I N F L I G HT E M ERG E N C I ES L EFT/RIG H T H Y D RA U LI C S Y S T E M F A i l U R E
H Y DR AU L I C SYSTEMS M ALFUN C T I O N S control system response will b e available with either t h e left o r system
N OT E •
nonfunctional . out, rudder and
With one
I f the
Crosswind pilot workload. will increase. , ."",,uuv, rudder actuators will and dual channel nonfunctional .
D U A L HYDRAULIC SYSTEM F A il U R E
I
•
WARNING
I
full level following transition to manual reversion may aft stick forces t hat of the exceed the If transition to M RFCS occurs with flaps fun down, it i s t hat t h e flap emergency retract switch be activated immediately.
On indication of ""OJ"" at moderate
"
comes o n to i ndi fluid con the LlR-HYD PRESS caution
landing gear are left l ines can be the L A N D GEAR circuit
level
At failure:
L Flight controls - M AN REVERSION.
1 . FLAP E M E R RETR - E M E R RETR ,
SPD B K E M E R
If pressure decreases : N OT E «0
2 . SAS/ Anti-skid -.
neutral while acRestrain stick t o tuating flight control mode switc h .
Four seconds after the aircraft should be mode.
pressure supply bleed ful l manual reversion
3 . Pitch S AS 4 . Yaw SAS switch
5 , Anti-skid Prior to landing: 2. Refer to M ANUAL REVERSION LANDING P rocedure .
3
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3-9
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-
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...
-
T . O . 1 A· 1 0A· 1
I N F L I G H T E M E R G E N C I ES ( C O N Prior to landin g : 7,
C O NV E RT E R FAI L U R E
gear h an d l e
Caution R - CO N V .
If left hydraulic system h a s failed or L A N D G EA R circuit breaker was pulled: 8, A U X L G EXT h a n d l e
PulL
If o n l y o n e c o n verter verter will assume t h e fai l e d , t h e and will
A U X L G E XT h a n d le -,i n d icates
0,
N OT E brake h a n d l e -- P ul l .
I f b o t h h y d ra u li c syste m s fa i l : refer t o D U A L H Y D R A U L I C SYSTE M
ELECTRICAL MALFUNCTIONS an
lost d u e
i nverter i s t urned 1 , CO N V E R T E R L a n d A U X c u i t breakers Check
BATTERY FAI L U R E
If both converters have failed : 2 . L a n d as soon as E L ECTRICAL F A I L U R E Caution light t o restore
switch
OFF Close,
C O N V E RT E R L
entire DC
3,
soon
on 3-1 0
Total e l ectrical fail ur e a n d fail u re o r E lectrical failure
gear e xt e n s i o n and n o rmal brake s , t i o n t o o r fro m M RF C S
page 3 - 1 0A/(3 - 1 0 B blank)
Change 7
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TOTAL
TIE
l
El
E
I N D I C ,I\ l UHF V H f- A M
LANDIN G TAXI
VHF 1 M CONTROL
KY
COMM
N A V M O DE
ARMAM ENT
I
GUN WING
I
11
ARMAMENT
G U N F I R I N C; A N D HUD
I
ARM
I BY
WITH
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M RG
�
Pull,
..
i ll
and
..
2 0 , 000
..
8
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T . O . 1 1\- 1 0A-1
I N F ll G HT E M E R G E N C I ES ( C ON T ) E L E CTRICAL F I R E - C O C K PI T
altitude.
Smoke or odors from insulation in the cockmay be indicative of electrical or an system m a l functi o n . t h is procedure should be used when there is evidence that the cause i s an electrical fault or malfunction.
1 00t'/o . 2.
pressure control - R A M . Cross feed switch
CROSSFEED .
4 . Generator switches
&
. __ .
WARNING
indication. The is system except 8. I nverter switch below 90070 when at below 8 5 0"/0 i f above
switch
9.
OFF/RESET.
"I
the L and R generator s witches to OFF /RESET will result shutoff o f all fuel pumps except the DC fuel pump i n t h e left m a i n t a n k . the the D C fuel switch to O F F will shut pump. The maximum altitude for suction feed i s affected t hrottle movements , fuel aircraft maneuvers . have u nder ideal condi tions at altitudes above eration should b e to
•
SAl is reliable of 9 minutes
-- EMER
Throttles - Retard until decrease.
core
for a minimum s witch i s OFF.
10. All electrical
OFF. sources one at a the extent necessary electrical equipment t o ( h e fire reoccurs when UU',""_'H' t o
circui! breakers.
1 1 . Battery switch
PW R .
I f p o w e r c a n b e restored :
3.
APU switch -- OFF
OFF. N OT E
1 2 . I nverkr switch
conditions.
OFF. ,'ore below feet MSL or feet M S L )
SI BY .
generator
PWR.
1 4 . Turn on essen tial electrical time.
one at a
1 5 . Cross feed switch
I f power can n ot b e restor e d :
N OT E the throttles should prevent en unless a climb is
1 2 . Refer procedure.
ELECTR I C AL FA I L U RE-TOTAL
h
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I N Fl l G H T E M E R G E N
ES (
4.
G E NERATOR F A I L U R E R
switch
N OTE
I
N OT E
I OFF/R E S E T
3
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.
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N,
of
boost system has
fuel :
MAIN
irnbalance
boo�t boo,(
pump
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1
I A- I OA- l
I N F I G H T E M E RG E N C I ES (CON W I N G BOOST P U M P F A I L U R E
OXYG E N H Y PO X I A I f hypoxia i s
I
0 :\ .
1.
,)
j('ver flow indicator
E :VI E H ( ' E:\ C Y .
C he c k C h e c k abo\'('
If m alfunction confirmed: fi .
A ctivate
7.
De�cen d to 1
if
SMOKE, FUMES, O R ODORS m e a s u re o f
1.
-- 100'>;
'J for fire . to E L E CT R I C A L F I R E
e l ectrical fire
.)
A P U s witch --
4 . ( CO N D I T! 2;),000 f t M S L or b e l o w .
-- OFF. fuel t a n k to its
f).
T E M P / PRESS
C 11.
C.AN O PY
D e s cend
to
RAM.
I f smoke , f u m e s , o r odors conti n u e : CAUTION
7.
be recov boost p u m p .
B L E EI) A I R s w i t c h - -
I f smoke is still system: H.
MAIN A I R
O FF .
I f s moke becomes severe: ,]
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I
I N F L I G H T E M E R G E N C I ES ( C O N 2. A P U - START.
ENGINE MAlFUN D O UBLE· E N G I N E FAILURE
NOTE •
•
The A P U
A P U generat o r t he A P U comes
3 . FLIGHT C O NTROLS - M A N R EVERSION.
II
WARNING
II
NOTE , a n d !o r s t art t h e A P U the APU
1 . THROTTLES - OFF.
•
I
I t will
4 s ec o n d s a f t e r c o n t r o l m o d e s Vv i t c h sel to M A N R E VE R S I O N full manual t ra n si e n t at t ra n �i t i o n . r u d d e r i s available for r oll c o n t rol
4. L E FT E N G I N E - MOTOR.
NOTE
cooldown i s not ob�erved w i t h i n of t hat
dated 30 SOy,t ." m 4 www.eFlightManuals.com
1988.
':I'IIIIII" 'LL" " �
BEST GLIDE - BOTH ENGINES WINDMILLING
11
F L I GHT CONTROL MODE SW I TCH-MAN REVERS I ON
+
NO W I NO , CLEAN
PYLONS
2 30,000
N O SPEEO BRAKES
FLAPS UP
1 40
BEST G L i O E S P E E D AT LB: K I AS ADD (OR SUBTRACT) KTS/ l , OOO LB ABOVE (OR B ELOW) 30,OOO LBS .
30 o o o
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.
60
80
D I STANCE TRAV E L E D - NAUT I CAL M I LES
!·!(I.\-)-S
Figure 3-2.
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Change 1
3·19
1 A· 1 0A · '
I N F L I G HT E M E R G E N C I ES ( C O N T ) 5. LEfT E N G I N E - START.
[
WARN I NG
I
N OT E
rise w i t h i n •
�
A P U generator s h o u l d APU comes up elect rical p o w e r for
8 . Cross feed s w i t c h
b e t ween
9 . Right fro m reach does not occu r , rein i t i at e t he t h e A P U r p m has
1 0 . Right 1 1 . Flight c o n t ro l s
1 2 . R ight
NOR
1 3 . APU generat o r s w i t c h
1 4 . R e fer t o S I N G L E - E N G procedu r e . E N G I N E/APU F I R E Engine Fire A
usually i nst rument readi ng s , loss fail ure indications such e n g i n e fi re light comes o n , practical) a n d check for
start is s uccessf u l :
switch
Reducing p o we r on t h e fi re l ight t o g o . I t h e fire detection c i rc u i t DETECT B L E E D A I R L EA K
N O RM .
N OTE a t 8 5 070 core
R E ST A R T
start i s u n s uccessf u l :
come o n provides n o assurances fire i ndicati o n s .
APU Fire I f t he A P U fi re
NORM
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Dl N(;
T . O . 1 A· 1 0A· '
I N F ll G HT E M E R G E N C I ES ( C O N T ) a valid APU fire indication would BLEED AIR LEAK caution over the should not come on unless hoi condition exists outside the firebox. In either illumination o f t he APU fire and BLEED AIR at the same time indicates that and ECS more controls and fluid lines . Erratic malfunctions indications to confirm a fire. If the APU fire and/or A I R LEAK go a successful F I RE DETECT BLEED A I R LEAK TEST indicates that are reliable. An unsuccessfu l means dammay have gone off due monitored. other indicators must be fire comes on, prompt action is to o f fire within the
If an engine is shut down: 4 . SAS switches - OFF. 5. Yaw SAS switch Engage (if desired) . 6. APU
START
channel only) -
1 5 ,000 feet
7 . A P U generator switch - P W R . 8 . Crossfeed switch -- C ROSSFEE D . using S IN G LE9. Land as soon as ENGINE LAND I N G procedure. If the APU is shut down for fire: 4. Land as soon as possible, while continually checking for fire.
If an engine fire is confirmed o r at first i ndication APU fire:
WAR N I N G
1 . THROTTLE/APU - OFF.
•
2. FIRE H A NDLE - P U LL. 3. AGENT - DISCHARGE.
I
I f an in flight fire i n the APU compart ment continues to burn out of contro l , ejection is recommended .
E N G I N E FAl l U R ES/OVERTEMP NOTE @
'1
• The
o f the
fire to the proper a stainless steel firewall in Di fferential presmount sure between the nacelle and the fire to transfer could allow heat if the firewall fails . initial instrument indication the the firewall has failed will BLEED AIR LEAK . The canallows the fire indications
characterized a decrease in ITT , and fuel flow, are rpm (both fan and usually associated with fuel starvation or fuel in t erruption, but may be associated with o peration outside the normal envelope.
• A compressor stall is characterized by an increase or rollback in core in I TT with a and fan rpm. has shown t hat a nonrecoverable compressor stall will result in ITT (which may exceed l imits and peg the ITT and a decrease in fan and core rpm. Comassociated with aircraft pressor stalls are AOA's above stall AOA. • A mechanical failure characterized unusual noise and/or vibration . • An overtemp is indicated the L- or R-ENG HOT caution
Change 3
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3-2 1
� �
T , O , 1 A- 1 0A· '
I N F ll G H T E M E RG EN C I ES ( C O N T) If a n y
the a bove occur: ensure
(Do
E N G I N E O i l S Y S T E M M A LF U N CT I O N If engine oil pressure i s not w i t h i n t h e limits : be
30 If is flamed out, does not recover within failed : rpm and/or ITT limits, or
N OT E
m inute�,
If an
..
I
i s s h u t dow n :
3,
4,
5, 6 , APU
PWR,
7,
NOTE
D
3·22
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WINDMILL START ENVELOPE
I
+
1!
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2 5 . 000' -+-
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.. ,_ ,I . +- +- 1-
+-
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-
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Figure 3·3
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-l --I--I-'--t , -j �
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G HT E M E RG E N C I ES ( CO NT ) result i n an overtemp action is n ot taken.
the w indmill start
800!o core rpm and of u nstable operaabove t he be resolved b y a the APU if t h i s problem i s d iscovretard the to idle and abort the f airborne and the A P I] is req uired, leave the bleed air switch O F F and land as soon as B L E E D A I R LEAK/SE R V I C E A I R O V E R H EAT A bleed air leak
•
O r! .
B L E E D A l R LEAK caution
• •
the environmen t be indicated one o f the
environment SERVICE AIR
air. ou.
If a n y of the above occur: 1 . Bleed air
OFF.
2 . APU -3. 4.
RAM
overtemperature, shut down
or electrical or both engines 80070 core rpm the bleed air check
NOTE
the temp/press
5. Land as soon
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3·24A
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If h o t a irflow
in
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and b l e e d a i r i s
:30
7.
BLEED A
K
MAIN
:1.
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Figure )·7
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Change 3
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T . O . 1 A- 1 0A - 1
I N F L I G H T E M E R G E N C I ES ( C O N T ) oxygen mas k , lower helmet visor, 4. tighten chin strap. . Turn toward uninhabited area . 6. Trim aircraft for lowesl level prior t o 7 . Leave feet on rudder and head firmly
3 . Kick free of sea t . and sit erect with headrest .
u",',"',n
WAR N I N G •
I
If, after parachute opening, t h e survival kit does not a utomatically deploy: 5. Survi val k i t - Deploy
WAR N I N G
Ejection handles (bot h , i f
WAR N I N G •
If t h e parachute assembly fails t o separate from the seat: 4 . Parachute risers - Jerk.
If i nec6a recI straps bind and cannot the preceding step will minimize be t he risk o f injury
I
PULL
ejection with both hands will red uce the possibility of flailing
• I f t he survival kit has not automatically , pull t h e manual release ring . ' I f t he survi val kit s ti ll has not deployed , shake or s t rike the s ides o f the kit to free t he k i t closures and allow the cont ents to drop on the 25-fool lanyard . FLAMEOUT LAN D I N G
•
Do not pull the restraint emergency re lease handle prior to ejection . This discon nects the lap belt and inertia reel strap s . IS lmposShould t h i s occur, safe sible. The handle i s provided for use in the event of automatic recovery system failure after eject i o n .
No other action should be required unless a . malfunction occur s . If automatic man/seat separation d o e s not occur below 1 5,000 feet M S L : 2 . Simultaneously p u s h u p on t he left pitot and restraint emergency release handle PULL
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� �
speed with
seat, and may result in a seat/man rela·· t he t ionship t hat would prevent restraint emergency release precluding man/seat and drastically reducing the probabi l i t y of a s uccessful parachute deployment .
WAR N I N G •
3-30
I
Do not attempl to open .s eatbeIt This act ion will leave t he shoulder harnes> the man and Change 7
�"""
cannot be made Eject ion i s recommended i f a on a prepared surface, or i f t he pilot i s not profi cient in simulat ed flameout patterns . A flameout approach may be attempted if any of the t h ree posi tions (figure 3-8) can be achieved. The flameout pattern i s a very s teep, almost circular , with low d isplaced almost 8 , 000 feet from t he runway. Bank angle i n the flameout pattern should be limited to 30 if possible, and rollout on final must be init iated early due to the slow roIl response the aircraft i n manual reversi o n . Maintain the airspeed at a minimum of J 50 K I A S until the aircraft. The nare should be i n i t iated at 200 300 feet AG L t o arrest the high sink rate and the aircraft on(I 1 2 ") 5 0 feet AG L. to a shallow flight The aircraft should then be flown ont o t h e runway, in since pitch response becomes ground effect below 50 feet AG L . The aircraft will touch down fi rmly and t he nose gear will drop t r i m i s not recoml y to the runway . The u se o f mended during the flare since uncontrollable changes i n attitude may result. .
I
-
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FLAME OUT LANDING PATTERN
AUX lG EXT HANDLE-PUll EMER BRAKE HANDLE-PUll
HIGH KEY GEAR DOWN 160 KIAS MIN (APPROXIMATELY 6, 500 - 7.000 fEET AGU
FINAL APPROACH 15(1 KIAS MIN MINGS LEVEL AT OR ABOVE 500 mT AGO
BASE KEY 160 KIAS MIN (APPROXIMAffiV 2.lXXI - UOO FrrTAGU
NOTE:
• PlAN FINAL TURN TO ACCOMPLISH TOUCHDOWN AT ONE THIRD POINT ON RUNWAY, • SPEED SHOWN ARE FOR AIRPLANE GROSS WEIGHT OF 3O, IXXl POUNDS. INCREASE ALL SPEEDS 2 KIAS FOR EACH 1, 000 POU�DS OVER 3O,OCKl POUNDS GROSS WEIGHT.
l-1QA.-J-10
Figure 3-8
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I N F ll G HT E M E R G E N C I ES ( CO N T ) FLAP ASYMMETRY • Pitch response becomes effect as the aircraft enters below 50 feet AGL The flare must be initiated prior to 200 fee! AGL to arrest the s i n k rate before ground effect. Actual t ouchdown should be for approx imately 1 I3 down the runway at about 1 20 K IA S . Emergency brakes m u s t be used t o the aircraft ahead on the runway. No anti-skid protec o r speed brakes will be available to help slow the aircraft . Time key t o touchdown will b e 2 minutes . W i nd effects must be considered i n the pattern; for 10 k not headwind will cause the touchfeet short down t o move o f the no-wind touchdo wn Flameout patterns are highly demanding and not recommended; however, if necessary: I . Landing gear handle
uscd before
1 . Flap lever - Select metry occured. If flaps remain asymmetrical:
and
2 . Flap lever MVR a t safe attempt to equalize flaps. If flaps still remain asymmetrical:
.
3. Flap emergency retract switch - E M E R
I
W AR N I N G
• I f t h e flap asymmetry cannot be the AOA system will be unreliable and landing approach should be made at no flap airspeeds .
4 . Refer t o CONTRO L L A B I LITY / STRUCTU RAL DAMAGE
Down .
2 . AUX L G EXT handle - Pull. (Gear may take up to 3 0 seconds t o CA'.CllU. brake handle -- P u l l .
3.
I n the event of wing flap asymmetry :
4. H igh k e y - Gear d o w n 1 60 K I AS minimum feel AG L ) . (approximately 6 , 500
S P E E D B R A K E ASYMMETRY OR FAIL T O C L O S E 1 . Speed brake emergency retract switch EMER R ET R . AILERON/ElEV ATOR C ON T R O L JAMS
I
-
5 Low - 1 60 K IAS minimum (approximately 4, 000 feet 1 60 K IAS minimum (approximately 6. Base key Plan final turn to touch2 ,000 2 , 5 00 feet down at 1 /3 point on runway . -
50 K IAS minimum (wings 7 . Final approach at or above 500 feet -
N OT E shown are for aircraft gross of 30,000 Ibs. Increase all 2 K IAS for each 1 ,000 Ib
WARNI N G
.
• Control jams that cannot be identified a jam i n dicator light cannot be overcome control by d isengaging a • The jam indicator must be used t o determine the j ammed surface. Sti c k movement in either directi o n c a n exert force requ ired to cause the to on. I f control response is inadequate for flight a n d landing: 1 . Apply pressure i nd icator lights.
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the
and check
T . O . 1 A- 1 0A - 1
I N F l l G HT E M E R G E N C I ES ( C O N T ) If a
WARN I N G
s w i t c h t o w a r d t he
comes on:
If no
stick m o t i o n away from t h e j a m o r force
the
WAR N I NG •
I
as i t w i l l M RFCS should n o t b e assist i n and will m a k e control o f t h e aircraft more
1 . A l l T A B circuit breaker
2 . I d e n t i fy t h e by:
10
I
Check i n .
... A s m a l l a m o u n t o f roll c o n t r o l m a y b e achieved an u nresolved w h i te an aileron a n d
FAILUR E TO S HI FT I N T O M A N UAL REVERSION power i s available :
WARN I N G
I
d . S t i c k movement tovv a rd t h e s i d e functi o n i ng shi ft e r . switch
Dis-
ailero n . breaker for s i d e w i t h 11011roll t ri m and
N OTE
lateral stick approac h i n g stick feel , w i l l occu r . T h e a i rcraft t o ward t h e s i d e o f s hift e r . . A l l T A B c ircuit b reaker
c. A ileron tab moves w i t h o u t aileron lllOvem C!ll
4. Pull A I L T A B func t i o n i ng s h i ft e r , t o s u b sequent
power i s not available :
femall1S
b. A I L T A B circuit b reaker open .
3 . A ileron emergency e ngagc t h e
controls - N O RM .
fter
aileron / t a b
a . A I L T A B caut i o n
N OTE
if
FAI LU R E O F A N A I L ER O N TAB TO S H I FT O UT O F M A N UAL R EV E R S I O N
I f satisfactory roll control i s n o t available :
CONT R O L L A BI L ITY / S T R U CT UR A L D A M A G E
If
• Flight i n manual reversi o n w i t h o n e aileron d isconnected has n o t been tested a n d may n o t b e 3 . A l l TAB eircuit b reaker disengaged ailero n , t o prevent l a b s h i ft a d i sengagemen t .
Prior to Landing:
. I
'
i ndicator light comes o n :
Check i n ,
A s a last resort, i f roll control i s not availabl e : M ove t oward aileron
• W it h o n e side maximum roll capa b i l i t y will b e reduced 5 0 070 and stick for b e twice normaL R o l l can be b y p u l l i ng t h e A I L TAB circuit breaker for the side with t h e s h i ft e r . The lion light will go breaker i s pull ed respond 10 roll t r i m 5 . R efer t o C O N T RO L L AB I L I T Y / S T R U CT U R A L D A M A G E
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I
E M ER G E N C I ES ( C O N
PITCH/YAW SAS D I S E N G A G E M E N T
If
SAS is
i1 • •"" nn",n.>n
[
WARNING
... NOTE 41
A nose u p trim SAS while
If yaw SAS i s disengaged: } , Yaw S A S I f two-channel engage:mem engage trim are desired .
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'
I
TO I A· I OA- I
IN
I G HT E M E RG EN C I ES (CON T) T R I M FAI LU R E 1 Pite h / m ll trim OVERRIDE.
.. E M E rt
the
H AR S M A L F U N C T I O N
"
IS
I N PUT
I f I N S i s operating: 1.
N A V mode
2.
YA W
.. N A V CH. S .
If I N S is n ot l. 2.
YAW
I N S FAI L U R E NOTE •
I n the ('vent of INS i n t h e Joss o f I N S t o the
m.
N OTE
n�main o ff. I f he shou ld remain o f r. 4.
,and
soon
I f INS i s operating: 1.
N A V mode
2.
N A V mode seleet
;3.
eDt mode
SAS roll
are
. . C h ee k
H AR S .
C h ange 8
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3·35
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T . O . 1 A· 1 0 A · 1 desired touchdown
at which " n r, r n v t one-half the availabl.e control in any axis o r t o minimum
t o maintain altitude
level
aircraft .
7. Maintain landing and at 20 K IA S above t he minimum control/desi red t o uch-
gear and flap limit
""
t he patt ern
and control i nputs t hat will be used to recover
If
the ai rcraft can b e controlled at
1l1<.;; U\-IHI'; rp,"·",,,".,, ,-,,
a n d make a series o f t ur ns
down speed on final while still at a
and u n t i l
is
assured .
should maintain level flight
Change 7
3-36 A / (3-368 b l a n k )
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T.O. 1A-10A-1
LAN D I N G EM E R G E N C I ES I
SIN GLE-ENG INE FAILURE OR FIRE WHILE CONFIGURED FOR LAN DING
E M E R G E N CY LAN D I N G PATTE R N S pattern is a pattern to be
The emergency
flown when an emergency exists or there i s a mal
The following procedure applies w he n a n engine
function which could result in an emergency. The
malfunction occurs afte r landing c o n figuration i s established.
o f t he pattern is to land the air craft safely o n the first attempt with the least amount Because of t he many variables involved, such of emergency ,
a n d altitude i n rei a-
the field , gross
fuel remain i ng ,
MVR . This is critical t o preclude airspeed bleedoff
standard pattern cannot be prescribed . Depen ding o n t he be desirable to utilize it enter the pattern or make a circling pat the pilot ' s
evaluation o f factors and h i s j u dgment will determine the type o f landing pattern to be flown . H owever, which are applicable
there arc some
of approach selected. Reduce gross weigh t Prior to establishing t h e landmaintain a minimum maneuvering
" 1 r<"'>PI1 o f 200 k nots when possible, 2000 feet A G L until beginning descent on final approach . This
will allow t he pilot t o remain at controlled ejection
with a flight control or single-engine con-
dition. U nder these circumstances the minimum pracbank angle stanct�s permi tt i n g , a a n d the
should be used . Circumfinal should b e configuration establ i s hed on
flig h t . I f m u s t be entered o n downwind, base or
3
glide slope, unless other-
should be flown . For most emergencies, aircraft handling characteristics .
altitude permit s , maintaining a descent w i l l allow more rapid accelerati o n . I f the pilot elects to go-aro u n d , t h e t h rottles should
once committed t o the go-around, to e nhance per formance and t o take advantage of any residual hy draulic pressure. Jettison of heavyweight stores w i l l signi ficantl y improve c l i m b performance. Fully re performance, but w i l l also decrease stall margin at low airspeed . Therefore, if climb performance allows,
i nt o the good engin e , if possible, and at minimum practical b a n k angle.
or fire indicati o n , the pilot should apply power as
the landing configuration established prior
are i ncreased and A O A
above 1 50 K IA S (climb capability permitting ) . I f
If landing i s assured at the time of an engin" fai lure
from an overhead pattern , the pattern should be
final
to maintain or accelerate t o s ingle-engine airspeed
permit s . If turns are necessary, t hey should be made
a higher airspeed is This a i rspeed w i l l
miles out . A normal 2
rudder and b a n k are correctly applied , but i t i s best
K I A S . Accelerate and climb straight ahead i f terrain
to final, 1 80 k nots should be maintained until
and roll-out on final sho u l d be at least 2
enhance s ingle-engine climb performance . The air craft should b e controllable down t o stall speed, i f
full retraction should b e delayed u nt il above 1 50
the landing configuration
established on final
rudder i nt o the good engine. Banking i nt o t h e good engine will reduce t h e amount o f rudder required and
tracting the flaps w i l l i ncrease s ingle-engine climb
Should the nat ure o f the emergency or other factors dictate
go-around airspeed . As the t hrottles are advanced , the primary method o f cont rolling yaw is to apply
Gear retract ion should b e accomplished promptly
avoid abrupt, steep or hard turns, and large or structural
and to accelerate to single-engine approach or safe
remain at M A X until at a safe altitude and airspeed.
altitude longer . The pattern should b e planned to power
while c o n figured, advance throttles t o M A X , retract speed b rakes, and , if naps are full d o w n , select
popUlated areas , runway length , etc . , a
tern . Because o f the various
When engine fai lure or fire occurs o r i s suspected
required, retract the speed b rakes, and devote ful l attention t o complet i ng the landing. A fter touch down, primary attention should b e on restoring brak ing (if necessary), maintai n i ng directional control , and safely stopping the aircraft . A s time and circum stances permi t , engine fire or shutdown procedures should b e accomplished.
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T . O . 1 A- 1 0A - 1
LAN DI N G E M E R G E N C I ES ( C O N T ) 1 . RUDDER - CONTROL YAW.
WAR N I NG ..
E M E R RET R . If pressure d e p l e t i o n has MVR, the E\lER R E T R t o o b t a i n retrac t i on t o !CS� t h an I
I
failure t o
s ingle-engine
u s e s ufficient rudder c a n result in large
angles and yaw rates. It i s possi
ble to create a condition where the yaw
If go-around is necessary : 5 . (lear
() . S t o re,
U P (if
Jct t i ,olJ ( i f
).
rate becomes so high t hat there i s insufficient rudder available t o correct
and
aircraft will depart controlled flight .
W AR N I N G
N OT E ..
"
..
engine
the associated rudder will revert to manual cont rol when pressure bleeds o ff. Total rudder effectiveness i s slightly
and pedal
force requi rements are
higher. •
In visual m eteorological control i s best accomplished der
stop any nose excursions relative t o visual cues . I n i nstrument metemust use
conditions, the
i nstruments (turn needle tered and heading -
cento deter-
m i ne when s ufficient rudder i s being
2. THROTTLES - MAX.
WAR N I N G
t hc o n l y a l t e rn a t i v c .
I
N OT E
, i f the t hrottle of the bad i s retarded to from the
m a i n t a i n a c o n s t a nt be d i s pl aced t oward t he portional to t h e amollnt
crossbleed air
engine will be i nitiated
core rpm decreases below 5 6 0/" 0 , in a 4070 t h rust
At safe altitude and with airspeed a bove 1 50 K I A S ( if possible I :
3. SPEE D BRAKES - CLOSE. 4. FLAPS - MVR.
7 . F i a p.,
U P ( [ M E R RETR
N OT E provides a
WAR N I N G •
3-38
I
available. If l e ft hydra u l i c pressure is t h e p i l o t m u s t s e k c t. [ !\1ER RFT R ex!.reme caut i o n reversion s w i t ch j , n o t acti vat ed
Change 7
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T.O.
A- 1 0 A - '1
LAN D I N G E M E RG E N C I ES ( CO N T )
d o w n can b e h a n d l e . T i m e o f s h u td o w n ( fr o m M A X ) - 23 1 . Cont rol and/or
second s .
s h u t d ow n .
) Establish
3
After touchdow n : brakes
4.
OPEN
S.
s t u c k above I DL E power
6. Fire hancl lc(s) � t u c k above I D L E
PULL
.. \V i t h t he l e ft
brake
NOTE
) LANDING
..
fire
I
I
one rudder w i l l b e t he in
l i g h t to come o n . not put out an not cor e . into agent should b e used i f t he fir e c o m e s o n o r t here are v i sual i nd icat i o n s an fi r e .
1
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3-39
�"
�
--,
T . O . 1 A· 1 0A· 1
"
"
"
"
"
'"
LAN D I N G E M E R G E N C I ES ( C O N T ) with
S I N G LE - E N G I N E LAN D I N G ll S !
to pressure a l t i t ud e , and tempera t ur e . Check l i s t d a t a i � ava i l a b l e t o determine best climb If can n o t be maintai ncd at maxi mur n power w i t h s t o res o n deci�ioll m u s t be made to which to and where . The aircr a ft should
W ill be d i s p l aced t oward t h e t io n a l t o bank a n g l e .
nose t oward t force . I'he b a l l e n g i n e , propor·
t h e crosswind from t he f and cancel each o t h e r rudder e ffor t . The d i f Te r -
s i d e are s i g n i ficant , a n d
t o maintain
WAR N I NG
D)
•
u p as much as Use emergen· hrake emergency ret ract , as reo s h o u l d be flown from
gear wi l l result i n compensated for rudder from the t o uchdown with t h e runway. s h o u l d be the flare s h o u l d be made
may
used to m i n i m ize p i l o t
I
•
(3 { ) 10 m i n i m i lc p(m e r 011 t h e R udder d e fl ec t i o n to t he runway s h o u l d t coordi nated w i t h p o w c r red uction
NOTE •
f t h e k it gcar e x t e n s i o n handl e . n o r m a I wheel w i l l not b e avai l a b l e .
gear extended. this case, gear u n t i l for descent o n fi n a l a n d , i f
and a n t i - s k i d
• If t ,iat s an i ncrease i n t u r n s , can and yaw rat e s . create a condition where t h e y a w rate s o high t hat t here i s i n s u fficient available to correct i t , and the airwill d epart cont roll ed o f a hydra u l i c s y s t e m , rudder forces t h a n normal and t ot a l rudder a u t t he . R uddel to
•
In u a t i o n s where d i stance i s crit i caL when l a n d i n g i s a s s u red , flare so a� t o t ouchdown at ! he s peeds recommended i n T . O . l A - lOA- l - l , and use available device s . G U S ! fac t o r and crosswind correct i o n s s h o u l d b e a p p l i ed t b u t are n o t a p p l i ed approach
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T . O . 1 A· 1 0A·
LAN D I N G E M ER G E N C I ES ( C O N T ) die . when handle - Push
. lett j , O Il D
NOTE
left
lie system
t i , o n o f , l o re , o n t he dead
1 0. Review S I NG L E · E N G I N E rudder
ARO U N L)
procedure.
N eu t ra L
OFF.
After landing i s assured:
channel i f
12.
I
As
operative) .
D O W N . ( I f left AUX L G EXT han-
f
13. system i s
7
blank)
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T O
1 A· 1 0A · '
LAN D I N G E MERGE N CIES ( C O N T ) S I N G LE -E N G I NE G O -A R OUN D s hould be used when re from a single-engine
a shallow onto t he runway,
L Rudder - Control Yaw. 2. Throttle
-
M ANUAL R E V E R S I O N LA N D I N G
in
P i l c h respo n se becomes
e f fect below 5 0 feet A G L . The a i rc r a ft w i l l touch
MAX .
down fi r m l y and t h e
gear - U P
left hydraulic system
gear w i l l
to
t h e runway. P i t c h t r i m i s n o t recom m ended for flart h e ai rcraft due t o t h e
l i n g p i t c h att i t u d e . Two k no t s .
4. Stores - Jettison
A si n gl e e n g i n e m an ual reversion -
N OT E III
Best
is a func pressure altitude, gross and configuration/drag index. As a rule o f under normal conditions (gear uP. stores previously "n" N''''' ''''' or o f minimal consequence weight) best i n regard to i s approximately climb 1 0 K I AS less than single-engine approach best s i ngleFrom t his engine climb speed i ncreases 1 0 K I AS when the gear is retracted . Due to high and increased rudder force at low airspeeds, yaw departure to maintain a the pilot should climb speed i n excess o f 1 50 K I A S i f possible . If a best climb speed below 1 50 K I AS must be maintained, it is essential t hat yaw rate be controlled through proper use o f rudder and bank This will increase i nto the good climb potential as wen as reducing the of a yaw departure.
under ideal ing should be a t t e m p t ed steep or. A r r e for n i rg a m le t t i l leaves and 3 1 1 2 °) with m i n i m u m approach should be made ( 3 power on t h e good Use as described u nder S I N G L E ·E N G I N E L A N D I NG proced u r e . Start t h e flare at 200 feet A G L t o arrest the s in k rate and fli g h t pat h for
t h e a i rc r a ft onto a shallow C ross w i n d l i m i t i s 10 k n o t s
for single·engine, dean stores should be
1 . Make straight i n 2 . Ferry t a n k s - J e t t i s o n
.
3 . Extend landing gear.
a. Landing gear handle - Down. b . AUX L G EXT handle - Pu ll
.
c . A U X LG EXT handle -- Push i n landing gear indicates 4. E m er ge n cy brake handle
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Pull .
3. LAND GEAR
open
t o close . manual rever-
2 knots per 1 ,000 until
WAR N I N G
I
i s assured .
4 . Check for
U se any
means possible
N OT E •
Elec trical c i rc u i t s
the
a r e i n terlocked 1 0 i n s u r e
cont rol
only when the n o s e g e a r
down and
locked .
5.
-
Increase
and/or yaw a ircraft . I f
gear remains
L A N D I NG GEA R A L T E RNATE EXTENSION
LAN D I N G G EA R A LTERNATE EXTENSIO N -- 200 K I AS o r below . 2 . L.A N D G E A R c i r c u i t brea k e r s y s t e m press u r e
must be
3.
gear handle
Down
4 . AUX L G E X T handle - P u l l .
U N SA F E GEAR D O W N I N D I CA T I O N below 2 0 0 K I A S . •
switch - B R T .
M i n i m ize use o f whenever t h e h ydraulic system pressure
present t o
avoid l e ft hydrau l i c system p u m p cav i t a t i o n .
I dated 30 "ep,cerrlOer 1988.
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I A· I OA· I I A· I
LAN D I NG E M ERGENCI ES (CONT) G EAR If the landing gear indicates down and locked:
EXT
10. LAN D necessary to
may NOT DOWN
If the landing gear sti l l does not appear fully down:
CAUTION ..
G EAR DOWN, BUT I NDICATE U NSAFE If a l l landing gear appear fully down, but i n dicate u nsafe:
6. Restore operation.
""'!.YUlls::,
"''''''',,,m
to
a. Landing gear 7.
pressure and
b. c.
GEAR U N SAFE If landing gear does not appear fully down or a ppears fully down but indicates u nsafe:
to
200
KIAS, induce posi· moments.
refer to G EAR SAFE ALL If a l l
REMAIN U P
gear rem a i n full up:
in. - Close (15 handle).
CAUTION
.. Allow at the auxiliary U.u'."Ulls::, and closing the breaker, to d. hydraulic
7. If no are normal,
"P" 'It" '"
CAUTION
"
.. Do not handle will
dated 30 "'anTO",
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a damaged '�U�U"E> gear.
LAN D I N G E M E RG EN C I ES ( CO N T )
NOTE
NOTE
ahead .
stop 1 0 . M a i n t ain idle power
while landing
left
i nstalled .
I
WARN I N G
I
i n ;.; ta l led w h e n n o t l o e k e d d ow n . I f ( ' f e w (i< 't e r m i ll l'c; t h a t ;.; t r u t ( a c t u a t o r ) i ll lH ' 1' ;.; h o w ;.; t h a n / .:1 i n c h . Trw tll u c; l
not locked and i n ;.; t ; l l it'd tu l e ft ;.; h u t d o w n .
dated 30 September
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TO l A- I OA· l
lAN D I N G E M E R G E N C I ES ( C O N
L AN D I N G W i T H G EA R N OT D O W N If any g e a r does not appear f u l l y d o w n after the U N SA F E G E A R D O W N I N D I C A T I O N a n d l A N D I N G G E A R A L T E R N AT E EXTENSION removed from l a n d -
I
2.
If
2.
I·
PO\\
(if
on
3. Touch down at m i n i m u m A N D O N E M A I N G EA R S A F E
N O S E G EA R
gea r a � fol !()\v s : AUX
h.
brakes
EX I
Push i n .
LAND GEAR ftef
('lose ( 1 5
30
2.
empty
4. B u r n o f!
PulL
brake
40°!'o
3. I
fuel
at 1 5 . 5 u n i t s A O A .
4. Land on o n and t o u c h d o w n at m i n i m u m sink rate. and stow
A L L G E: A R U P
5. Hold
up
N O S E G EA R U N SA F E , O N E O R B O T H M A I N S SAFE
All G EA R U P
OR 1. 1 5 . 5 u n i t s AOA ,
s h a ! l O\\
3
d o w n at 1 .
NOSE GEAR
unit
B O T H M A I N S U N SA F E
handle 2.
lA-10A-lSS-73
PulL
AUX LG
dated 3 0 ",,,nT,,,.n
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1
OA· 1
LAN D I N G E M E R G E N C I ES ( C O NT ) I f not successful a n d full
. Land
are available:
1 8 u n i t s AOA (not
t han 1 3 5
K 4 . Reduce
induce ammo and stores cannot be reduced below
At touchdo w n : 5 . Throt t les
W i t h more t han 1 land at 1 4 units AOA .
land
of ammo/
With less I 6 AOA.
I DLE.
6. Lower nose t o runway
but
N OSEWH EEL C O C KED NOTE
If t he nosewheel it will ahead after nosewheel touchdown . I . Pull
If not successful and flaps not available:
caster
to extend nosewheel strut .
2. A fter touchdown, lower nosewheel slowly to runway. N OT E •
t han 3 7 5
of
d i <; t r i b u t ed t han 3 7 5
N OT E
Engaging nosewheel i mmediately after main gear touchdown may center the nosewheeL However, this method i s not recommended when large rudder are requi red due to crosswi nd conditions.
BLOWN T I RE I.
Ant i-skid - O F F (blown
2. L an d on the side of t he runway away from t h e mal func! ion.
cannot be d i s t r i b u t ed recommended .
3. Use rudder, nosewheel maintain directional control .
30
�el'JILerrlDer 1988.
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and brakes to
I
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L
L
I
with in
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(CON
R e t a r d t hrottle , It necessary,
below 30 pressure affected E N G I N E O I L SYSTEM
On T hrottles
I
necessary, is closed ,
MOTOR,
3-9.
2 of
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OFF,
T . O . 1 A- 1 0A- 1
C A U T I O N L I G H T A N A L Y S I S ( CO N T ) L I G HT
CONDITION
C O RRECTIVE ACTIO N
d if f e r e n t i a l p r e s s u re i s
C ro s s f e e d s w it c h t o
boost
l o w . I n d icates
s t a y s o n , c ro s s f e e d s w i t c h O F F . C h e c k f o r fuel leak. Refer to F U E L P R E S S U R E LOW f o r a d d i t i o n a l i nf o r m a t i o n . T o e n su re t h at t h e a i r c ra f t c g re m a i n s w i t h i n e s t a b l i s h e d l i m it s , t h e l eft m a i n ( af t ) t a n k should not exceed the right main t a n k f u e l b y m o re t h a n 1 ,000 p o u n d s .
, l/R
I nd ic a t e d A C
control circuit breaker. t o r e s e t by
rnr'IT" ' "
a s s o c i at e d g e ne ra t o r s w i t c h i n i t t o PW R . I f m a l f u n c t i o n w a s
then the
c a ut i o n l i g h t w i l l g o
o ut . I f t h e g e n e ra t o r w i l l n o t r e s e t a f t e r 3 a t · t e m p t s , p o s i t i o n t h e g e ne ra t o r s w i t c h t o O F F / R E S ET f o r t h e re m a i n d e r o f t h e R e f e r to G E N E R A T O R F AI LU R E
U NSAFE
is released if
is not
within 2 . 5 seconds .
I f t h e G U N U N SA F E
comes o n and
re m a i n s o n , p r o c e e d a s f o l l o w s : Gun rate switch
L i v e r o u n d s a re i n t h e b a rr e l a n d
SAFE
2 . M as t e r a r m s w i t c h
t h e g u n c o u l d f i re .
3.
D o n o t r e a tt em p t
SAFE f i re t h e g u n
cause
c a n n o t be i s o l a t e d a n d
HARS.
mode select
NAV CRS or
M A N ( if I N S is o pe r a t i v e ) . H A R S / S A S o v e r· ride switch
O V E R R I D E f o r yaw d a m p i n g ( i t
I N S is i n o p e rative ) . R efer to H A R S M A L F U N C T I O N procedu re .
M on it o r h y d r a u l i c p r e s s u re g a u g e a n d operated
t h e a ff e c t e d
syste m . R e f e r t o L EFT/ R I G H T H Y D R A U L I C S Y S T E M FAI L U R E mode switch M A N R E V ER S I O N .
3-9.
C h a n ge 7
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3-45
I
1 A- 1 0A·'
C AU T I O N L I G HT A NALYSIS ( C O N T) CONDITION fluid is low. M O D E·4 ·
acti o n . N AV
I N S attitude c h a n n e l f a i l u re
I N S will
s w i t c h to H A R S .
HARS A
or A TT v i s i b l e o n l in e 2 ) .
ADI and HSI
o u t o f v ie w . Set O F F and s e lect H AR S
a ut om at ic
o v e r has n o t occurred. CDU
or heading
INS
Select
f a i l u re ( NAV a n d /o r H U D ATT
or
mode
select HARS. When HARS
v i s i b l e on C D U d i s p l a y l i n e 2 ) .
lected, HARS off
A
c o m es
HSI power
view.
A C e s s e n t i a l a n d a u x i l i a ry A C
Pla c e t h e i nverter s w i t c h
e s s e n t i a l b u s s e s a r e n o t receiv
a n y A C p o w e r to t h e A C e s s e n t i a l b u s .
A C power. Possible f a i l u re
the I NST I N V caution
s y stem i s
of t h e i n st r u m e n t i n v e rt e r .
T E S T to r e m o v e
will show either will go out. If the
HOT
Loss o f I N U
U NEQUAL
I mb a l a n c e o f
i nd i c a t o r . Balance fuel
between t w o m a i n
c rossfeed s w i t c h a n d / o r s w i tc h . R e f e r
tanks.
MAIN FUEL
of boost pump
i n dicated f u e l t a n k
i n i n di cated t a n k
' '''"' '' T O ''''
U N EQ U A L
500 p o u n d s .
i n dicator.
CROSSFEED. balance u n le s s t a n k
is
R e f e r to F U EL Q U A N TI T Y I N D I CA T O R MALFUNCTIO N
3-9.
4
C hange 1
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nrnrp "
MAl
M
LOW
AI
WI
PU
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T . O . 1 A- 1 0A- 1
S E CT I O N V O PE RAT I N G L I M I TAT I O N S
TABLE OF CONTENTS 5· 1
5 1 5- 1
Proh i bited a n d Restricted M a n e u ve rs . . . Airspeed Limitatio n s . .
.
.
. .
A c c e l e ratio n Limitatio n s . . .
. . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
W e i g h t L i m it a t i on s .
5-5 5 -5
Asym metrical Load M o m en t L i m it at ions . Sink Rate Limitations . . . . .
.
5-7
. . C enter-of-Gra vity . Externa l Stores Limitat i o n s . .
.
.
,
,
5-7
O PE RATI N G L I M ITAT I O N S
. . . . . . .
.
5-5
,
.
,
.
.
.
.
.
.
5 -8 5-8 5 -8 A 5-9 5 -9
.
.
.
.
.
5-9
.
.
.
.
.
.
5 .. 9
.
.
.
.
.
.
5 .. 9
.
I I
GENERAL REST R I CT I O N S I . D o not t he airplane a t
2 . Do not operate () m in u t es w h i le o n 3 . P ract i c e elevato r and aileron emergency
are
a u t horized
4.
I N ST R U M E N T M A R K I N G S canopy w hile
b.
t hi s sec t io n u nder
act uated w h i le
5. ECM to a minimum t ime o n t he t he E C M o n t he one if
Change 1
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5- 1
TO
1A-10A-1
INSTRUM ENT MARKINGS
BASED ON JP-4 FUEl
I NT E R STA G E T U R B I N E T E M P E R ATU R E •••
�b5 "C
L U t E 8)O'(
• S lIlSI L I ZED TEMP A80VE
{�11
8 30'U [9i] 8b5 '(
I rlor (ATES AN ENGINE I1ALFur.CT I O N .
DAMAGE T O (NG I IIE I1AV ttAVE OCCURRED .
• TRANSIENT OPERATION UP TO
860"C 1 [9fl
<;100'C fOR NO HORE TH,\N 1 2 SECONtlS DU R I NG STAR T I IIG OR D U R I N G ACCEL ER,\ T I ON I S "CCEPT48lE. NORMAL RANGE
"1 8AUO 2 7 5 - 830"C/[ 86 5 "C
•
67 5"C could Indlcale a
CAUTION
StabilIzed Idle I TT above
falhng Otller \'lInSltI()f1 1 1ner; abort
CORE SPEED •••• L I NE 8ANO
••• 8ANO
\02�
• NO OPERATION ABOVE L I NE
100 - 102%
• MAXIMU.I'. 3 SEC III T H I N BAND
56
- 1 00!
•
• NORMAL RANG E
Idle RPM
below compuled mInimum indIcates poSSIble CIT sensor faIlure: abort. CAUTION
OIL PRESSURE
L I NE 9S
aANO 55
STEADY STATE I I M ITS
" - 95
'
SAND " - 1 5 L I NE 40 ' "
)0
'"
" '" '
• "AX L ."l,ol'l .1.LLOW.1.8LE
• ."DRI'IAL 'tANGE - CORE RPJ'I I D L E TO /'lAX • ;'CCEPTA8LE 'lANGE CORE RPM
•
M I N I M UM
.OR NORMAL I DL E O P E R A T I O N
• DO 'lOT CPE�ATE BELO·...
FLUCTUATION L I M ITS VI TH I N STEADY STATE L I M I T S V I T.I'. I NTERMI TTENT ALLO-.JA8lE TO � I O P S I fOR A I1AX I .I'.UM OF 2 SECONDS �5 PSI
NOllS:
I DL E - 8 S "
FLUCTUATIONS
• ENG I NE O I L PRESSURE MAV BE ERRAT I C D U R I N G A I RCRAFT MANEUVERS. O U R I N G IERO "G" A N D N E G A T I V E " G " fL I G HT O I L PRESSURE V I L DROP T O I E R O . D U R I N G POS I T I V E " G " F L I G HT O I L PRESSURE HAY I N C R E A S E . DUR I NG Y A � I N G MANEUVERS O I L PRESSURE MAY MOMENTA R I LY DROP B(LO� T H E G R E E N BAND (55 - 95 P S I ) . THESE TRANS I ENT COND I T I ONS A R E ACCEPTABLE P R O V I D E D PRESSURE RETURNS TO \" I T H I N THE GREE� BAND
(55 - 95 P S I ) � I T H I N 1 M I NUTE AFTER RETURN TO STEADY- STATE . STRAIGHT AND L E V E L F L I GHT •
• O I L PRESSURE �Y PEG AT 100 PS I AFTER GROUNO OR A I R S TART . I F PRES S URE DOES NOT DECREASE TOVARD NORMAe AFTER A MAXIMUM Of 2 . 5 .l'. I NUTES, SHUT DOliN E N G I N E .
" " ""';" 1"
Figure 5·2
Change 8
5·1. (Sheet I of 3)
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T.O. 1 A - 1 0A-1
INSTRUMENT MARKINGS (CONT)
FAN S P E E D • OPERAT I O N ABOVE TH I S SPEED COULD
•••• U N E 100%
RESULT
I N E N G I N E DAMAG E .
OVER S P E E D SAND 98
1 00%
BAND 22
• STEADY STATE SPEEDS I N TH I S BAND
981;
• NORMAL RANGE:
• REFER TO T . O .
NOTE.
.
I N S P E C T I O N REQU I R E D .
I N D I CATE AN E N G I N E MALFUNC T I O N .
I A- I OA- I - I
I DLE - MAXIMUM
FOR P R E D I C T E D TAKEOFF FAN S P E E D .
FAN SPEED SHOULD BE C H E C K E D D U R I N G M A X I M U M POIJER TAKEOFFS
AT APPROX I MATELY 1 . 000 FEET ON TIlE TAKEOFF ROLL. . THE
1%
BELOW M I N I MUM T R I M AUTHOR I Z E D FOR SELECTED T F 3 � - G E - I O O
EUG I N E S , SHALL NOT BE A FACTOR ''''K E N COMPUTING TAKEOFF FAN S P E E D .
2% REDUCTION B£LDW P R E D I CTED TAKEOFF FAN SPEED AT MAX POWER, WRITE UP ON AFTO FORM 781 . 3% REDUCTION BELOW P R E D I CTED TAKEOFF FAN SPEED AT MAX POWER I S I N D I CA T I V E OF MECHAN I CA L
MALFUNCTION ANO ABORT
I S REQU I RE D .
80%PREDICTED TAKEOFF FAN SPEED EXAMPLE:
78% W R I T E UP FAN SPEED 77% MECHAN I CAL MALFUNCTION
WARNIN G
I N D I CATED, ASORT
'
FAN S P E E D S L E S S THAN P R E D I CTED W I L L RESULT
I N REDUCED
S I NG L E - E N G I N E RATE OF C L I M B . AND W I LL ADVERSELY AFFECT OTHER TAKEOFF PARAMETE R S .
UNDER C R I T I CAL OPERAT I NG
COND I T I ON S
H I GH GROSS W E I G H T ,
(SHORT RUNWAY,
TEMPERATURE,
H I GH
PRESSURE A L T I T U D E . ETC . ) A N ABORT MAY SE
APPROPRIATE ACTION
I F P R E D I CTED FAN SPEED CANNOT BE
A C H I EV E D .
Figure 5-L (Sheet l A o f 3 ) Change 7
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5-2A/15-2B blank)
I
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T O l A - 1 0A-l
INSTRUM ENT MARKINGS (CONT)
,'.'
\ \ q 1 1 11/
,'" �
:--25
F U E L flOW
35 40' F"UEl 45 . ow
50
:.20 � 1 5 PPHX100 '.oj, 10 5 0
BAND 1 5 0 - " ' 00
•
NORMAL RANGE
L I NE 1 5 0
•
DO NOT OPERATE BELOW
'11" " " ' \.
APU
O P E RAT I O N
•
I OO (± 3 )
RP�' NORMAL
•
1 1 0 ( ± 3 ) '1 RPM AUTOMAT I C SHUTDOWN
START I NG L I M I T S (UNDER 60 •
��� .
RPM)
° 980 C FOR TWO SECONDS
CONT I rlUaUS OPE RAT I O N
[
•
° 200 - 7 1 5 C NO L I M I T 7 6 0 ° C F O R TWO S E C O N D S ( D U R I NG ENG I N E START)
H Y D R AULIC PRESSURE
_ ••1
L I NE 3350 P S I BAND 2800 - 3 3 5 0 P S I
• •
MAX P R E S S U R E NORMAL P R E S S U R E
.'-IOA-S-I
Figure 5- t . (Sheer 2 of 3)
Change 8
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5-3
T.O. 1A-10A-1
INSTRUMENT MARKINGS (CONT)
BASIC AIRCRAFT LOAO ,----- FACTOR LIMITATIONS SEEOF FIGUREFOR LOADSHEET WE I GHT FACTOR APPROX SYM ASYM WELIMITATIONS VS GROSS I GHT. FOR SEE FIGURE APPLICABLE LB LIMITATIONS TOCONFIGURATIONS: SPECIFIC STOREHOWEVER, IN NO CASEASYMMETRIC SHALL THE LOAD LB ALLOWABLE FACTORS BE EXCEEDED. NOTE
(
30 , 000
ACCELERO M ETER
3
)
46 , 000
+7 . 33
+5 . 86
+5 . 00
+4 .00
5-3 (
5-8
- , . 00
- 3 . 00
- , .00
-2 .00
r--
3)
LINE SPEED.KNOTS LIMIT GEAR DOWN FLAP OOWN STRIPED WILLAIRSPEED. MOVE TO INDICATE LIMITINGPOINTER STRUCTURAL 200
&
AI RSPEED
(
MVR POSLINEIT, ATON DEGREES )
7
F L A P POSITION , . , ,,,,.�.�
Figure 5 - 1 . (Sheet 3 of 3) 5·4
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OA- 1
NOTE
F LI G HT RESTR I CT I O N S FUEL IMBALANCE
ammuni ti on remaining, ammuni! ion but with and an L - R T A N K S
fuel quantity mended with external approaches and
in
fuel
pilot workload, but
should n o t exceed
specified limitations.
I N STRUM E N T C O N D IT I O N S
Alti tude
I
Flight into areas of i s not recommended.
BRAKE L I M I T AT I O N S
C R O S S W I N D l A N D I N G R E C O M M E N DA T I O N S
Wheel b rake energy time
recommended limits of component velocit ies. The limits have been test
The b rake
noted .
takeoff can be determined
F l a ps
Clean
.
"""-�.'---""-'--'-
Normal 2
2
20 °
3 5 KTS
2
2
0°
3 5 KTS
2/1
30 K T S
KTS
M a n u a l Reversion o
2
Actua l
o
not
20 KTS
N /A
1 0 * KTS
N/A
data verified a t altitude
1
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5-5
T.O. l A · l 0A·l
WHE EL BRAK E ENER GY LIMIT S (ONE CON TI N U O US BRAK E APPL ICAT ION) THE FOLLOWING INFOR�ATION EXPLAINS ACTION TO BE TAKEN I N THE DANGER, CAUTION OR NORHAL ZONE IS
WHEM A STOP PERFOAAED.
DANGER ZONE I . Procud to the n�are$t du i 9nated hot brake .reil On the ramp wi th out HOPping and a. quickly as
pon i b l e . 2.
Requut f i r e fighting equl�nt.
3. After engine Shut-d"",n,evacuate
. i rcr.ft AS 500ft AS pon i b l e Md Ie...., i .....di.te v i c i n i t y . CAUT I ON ZONE
I.
C l ur active runway IS t l r u may defl .te.
2 . 00 not attempt subsequent takeoff or park in a conlin ted aru u n t i l b"ke OOU51n95 have cooled and bun Ins�cted for brake
"
NORMAL ZOM E
<1"""9"'.
De lay $ub..,quent ukeoff for t Imn
GROSS WEIGHT - 1000 lBS
i n d i cated on chart.
NOlE,
-
DAMGER lOME - 17.�
•
� ILL I OM
CMlT lON lONE -
1)
COHPON ENT •
TO 17 �
• ALlDIIANCE SHOULD BE MADE
/lllllON FOOT POUNDS NORAAl ZONE
-
A I RSPEED SHOULD BE COR RECTED FOR GROUND W I N O
FOOT POUNDS AND ABOH
FOR LOll SPEED TAX I
ENERGY
AT A kATE OF I IIILlION fOOT POUNDS PER ) O L E FOR W E I GHTS
D TO 13
BELOII �O,OOO LBS AND 1/2
H I Ll i ON FOOT POUNDS
� I L L I O N fOOT POUNDS PER /Il l[ fOR WEIGHTS GREATER THAN �O,OOO lBS.
"
EXAM n E , FULL STOP LAND I NG
GIVEN: GROSS IlEIGHT
• •0,000
LBS
A I RSPEED IlHEN BRAKES ARE APPLIED 1 1 5 KCAS TOWER REPORTED W I NO VELOC I TV
•
5 KNOT HEADWIND
PRESSURE ALTITUDE . 3000 FEEl OUTSIDE A I R TEIIP 80°f FI NO: BRAKE ENERGY ABSORBED
AND COOL I NG TillE REQUIRED SOLUT ION: FOLLOIIING EXAMPLE L I N E S THE ENEftCY ABSORBED
IS
12 II I L L l O N rOOT POUNDS
PER BRAKE IIHEN SPEED BRAKES ARE RElkACTEO AND ,.8 II I L L I O N fOOT POUNDS
IItIEN SPUD BkAKES ARE EXTENDED. COOL I NG TIllE
IS 60 II I NIITES
ANO 48 " I NIITES RESPECT I V E lY .
GROSS WEIGHT - 1000 lBS
1 - 1 0A-5-1
Figure 5-2 5·6
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T.O. 1 A- 1 0A-'
aircraft speed, gross weight, and ambient air temperature. If hot brakes are suspected, do not attempt subsequent takeoff or park in congested area until brake housings have cooled and been inspected for brake damage.
ENGINE LIMITATIONS Normal engine operating limitations are shown in figure 5-1. In the event of an overtemperature condi tion, the pilot should note the maximum temperature reached and the duration of the overtemp. NOTE •
•
Engine operation should be conducted at the lowest power setting consistent with mission accomplishment to extend engine life.
ENGINE STARTING LIMITATIONS The staner is capable of making any number of con secutive start cycles with 60 seconds between cycles. In addition, the starter is limited to motoring the engine for a maximum of 2 minutes followed by a 5-minute rest period. I f light off docs not occur after 20 seconds, retard throttle to OFF, dry-motor engine for 30 seconds, wait 1 minute, and reattempt start. The engine should reach IDLE speed within 60 seconds after moving throttle to IOLE.
APU LIMITATIONS UNSUCCESSFUL APU STARTS
I2!l lf pilot suspects any engine problem
Unsuccessful stans should be aborted by placing the APU switch in OFF. An unsuccessful APU start is defined as follows:
or desires to take a frame of night data, press TEMS DATA switch (below and left of the landing gear handle). Switch must be pressed for at least I second. Note the time and indications of related cockpit instruments for ground compari son. Perform Umbilical Display Unit TEMS Status Check after flight for code(s).
1 . APU does not exceed 60070 rpm within 30 seconds. 2. EGT docs not decrease toward continuous operating range as rpm increases above 60070 (hung stan).
APU AIR OR GROUND STARTING I . While on the ground, do not start the APU if there is visible fuel collected on the left engine nacelle.
MINIMUM IDlE S'UD COR' 'IIClNT RPM LlMliS
2. During ground operation, 10 minutes must elapse between each initiation of successful start cycles. 3. During flight, a second start may be made 2 minutes after APU shutdown. 4. After an unsuccessful start, wait I minute for the APU to stop rotating and drain fuel before at tempting another start.
! !
5 . Three unsuccessful attempts may be made followed by a 20 minute cool-down period Wior to attempting another APU start. APU OPERATION Either on the ground or in the air, do not operate the APU for more than 5 minutes with the APU generator OFF. The APU generator is the only source of power for electric fan cooling of the APU hydraulic pump.
,.
f' ." ... ·JI
·n ·Il
·(
S
II
II
J2
so
II
68
II
16
'1\
IOj
III
Wail at least 2 minutes after ENG START CYCLE light goes off before APU shutdown.
. , . , ,,,+,
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o
I
5-8
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T . O . 1 A- 1 0 A - 1
W E I G HT L I M I TA T I O N S
tinent to each
ASYM M E T R I C A L L O A D M OM E N T L I M I TA T I O N S
parent racks
WARNING
1 68 foot centerli ne to •
STATI O N
D I ST ANCE/FT
1 & 11 & 10
19. 1
3 & 9
1 2. 0
4 & 8
5.5
5 & 7
1 .9
5.6
DEFINITIONS
K R A T E L I M I TA T I O N S
S Y M M ETR I C F U G HT no roll o r
C EN T E R - O F - G RA V I TY and Balance
to aircraft I - l B-40.
L IK E S T O R E CONFIGU RATI O N o ne store
t i o n t h a t consists o f
E XT E R N AL S T O R E S LIM ITATI O N S
MIXED STOR E CONF I GU R A T I O N taneous carriage o r store types on a
o f two o r m o r e u n l i ke aircraft . U nl i k e store t ypes
may never be loaded on t he same , rack . F E R R Y CON F I G U R AT I O N are also used i n the 5 -6 and 5-7 . Release sequence in
on a
rack is also
5-4. Release sequence shown for for the
St at io n 3; the
I
The
external tank(s) i s a E M P L OY ME N T pose and i n the man ner such as
LAU-881 A sequences from outboard t o i nboard. O n
Change 1
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5-9
T.O. lA-10A-'
FLIGHT STRENGTH DIAGRAM Weight 30,000 Pounds Speed Brakes Closed
SEA LEVEL
- ••
--
- - - - 1 0 ,000 FT . 1 5 , 000 FT.
-.
:
I L--
-
20 , 000 - - - - - 2 5 , 000 -e- e-e- 3 0 . 000 - • • _ 40 , 000
- - - 5 , 000 FT .
FT . FT . FT. FT.
8 r� � , -' � -T. -� � . � ---� ----r --
--
. ---11ri·
6 r-__�r_-1--+_-: 1
,
� 0 >u
" 0 �
�% ,
'
,
,
,
. ; .- •
...•---
_ t.
.
•
I
..
" �
0
�H/�I\·---;\���� \
.. .: . - '!j���T'y 1
4
I
t
2
f-I-
�
" "
,
,
� 0 z
0
·4
0
;I
•
.
•
I
••
.
, , ,
j
.
1 00
.
.
.
200
.
.
300
1 -·. • . ·-...
.._..-.
..
=. :--.- -- 1--1--- 1 [
i
•
1
•
.j
, ti ·
.
:-tI
500
1 ND I CATED A I R S P E E D �KNOTS "" ,,-,-10
Figure 5-3. (Sheet 1 of 3) 5,'0
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T.O.
1A-l 0A-'
FLIGHT STRENGTH DIAGRAM Weight
46.000
Pounds Speed Brakes Closed
SEA LEVEL
- - 5 , 000 FT. - - - - 1 0 , 000 FT . -- 0 -- 1 5 , 000 F T .
--00-
2 0 , 000 FT . - - - - - 25 , 000 FT . - e - . - e - 3 0 , 000 FT .
-
-000-
ltD,OOO F T .
8 r-------�--�--
6
2 --
"" " "" Lj) ) , I
�� " -. .
.
I o I
I I
-r-
•
.-
1-------1-------+----�����-�-<� -2 r ,.. /
,/
"
.
/.
-4 � -�� --� --� ---� ---�500 a 1 00 300 400 200I N D I CATED A I RSPEED "' KNOTS
Figure 5-3. (Sheet 2 of 3)
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5- 1 1
T.O. 1A·1 0A·'
FLIGHT STRENGTH DIAGRAM (SUBJECT TO EXTERNAL STORE STRENGTH LIMITATIONS) SYMMETR I C F L I GHT - SPEEO BRAKES OPEN OR CLOSEO SYMMETR I C F L I GHT - SPEED BRAKES C L O S E D - - - - SYMMETR I C f l i G HT - S P E E D BRAKES O P E N - - - - - - ASYMMETR I C F L I GHT - SPEED BRAKES OPEN OR CLOSEO ---•••
I-r
8
'--..
7
6
5
�
-
-
!
I---
- -
�
---
-
�
i t
--�
� Q
'" Q � �
'" " � Q Z
3
-
2
.
-
I
t
+ I
-
0
-
I
).-
-
_.
-
-
-
-2 28
- - - '" ,- . -
j
I
-
.
-1 -- -
,..
.-
---.--
-
32
. ---
. --" .
-. . .- -�--.
36
i - - r- -
-
- -
1
i
L
-
\. .
GROSS W E I GHT
I- -
I
I�
I
,
I
- - -
I-
I I
-
I
- -
-
-
-
I
- -
-
r-
..-
.
I
I I
,
-
I
t
. .. -
,
I ,
,
I
-I
-3
----
i
�
i
,
4 � 0 0w '"
,
-
.
_.
_.
I
- - - -
-
-
APPL I E S U P TO 400 K I AS
40
1 , 000 LB
44
48
i
....... .
f
i
-
�'"
52 "" "'So"
5·12
Figure 5-3. (Sheet 3 of 3)
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T O
1A-10A-1
SYMBOLS USED IN STORES LIMITATIONS CHARTS
I
L
STORES (AS VIEWED FROM BEHIN[)) AK BL N
PYLONS OPTIONAL
,
PYlONS
C
CLEAN (PYlON REMOVED)
•
LOADED PYlON
'V
\J T
�
TER-9
0::7 V LAU-gg
�
T
..
WEAPON TANK CARGO POD [CM I RELEASE MO[)E SINGLE RELEASE S PAIR RElEASE A All RflEAS( •
Q
Fun
RELEASE SEOUENCE V LOADED TER 6 S DE orr LAU-88 r -r LUT
I
LOADED
..L
I
..L .4 J..
0
•
REQUIRf[)
ORA
I
RIGHT SIDE
F IRING EO N C
S UE E
I
LOADED ORA
POD
1.
RS
,
"
SJ
RIPPLE RIPPLE PAIR SmCTlVE JrTTlSON SINGLES
Figure 5-4 Change 8
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5-13
T,O, 1A-1 0A-1
CHAFF/FLARE DISPENSING SYSTEM RELEASE SEQU ENCE
STA 3
STA 2
STA 1
61 _ AI
A\
I(I!
STA 4 A\
A\
81
1451
)--_� AI
V l EW LOOK ING DOWN
(STATiONS I
RHEASE SEQUENCE
STORES
RR-170 AI AL CHAff CART R I DGES (SINGLE!
1.4,2,3
RR-170AIAl CHAFF
I AND 4,2 AND 3
CARTR lOGES (DOUBlEi
M-2Q6 FLARE
3,2,4,1
CARTR I DGES
NOH EACH STA HON Will RElEASE ITS STORES IN THE ORDER AI, A2, BI, B2,
I-'o.o.-S"
Figure 5-5 5-1 4
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T.O. lA-l0A-1
LIKE STORE PARTIAL CONFIGURATIONS
NORHAL STORES RELEASE SEQUENCE W I TH TERS
V I EW LOOK I NG FORWARD
NORMAL STORES R E L E A S E SEQUENCE
Figure 5-6 5·15
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T.O. 'A-,OA-'
MIXED STORE PARTIAL CONFIGURATIONS , ( N ORMAL RELEASE SEQUENCE) FLARE DISPENSER STATION
1
3
2
tDGP BOMBS
�
I
I
I
4 5 6 7 8
0
FLARE DISPENSER
FLARE DISPENSER
9
10 1 1
STATION
1
2
3
LDGP BOMBS
�
)I
0
0
I
4 5 6 7 8
FLARE DISPENSER
9
10 1 1
9
10 1 1
0
VI'" LOOKING FORWARD STATION
1
2
CAS E 1-
3
9
10 11
STATION
1
2
CASE 2 -
FLARE DISPENSERS OElETtD TO OBTAIN AN ADOITIONAl lDGP BOMB LIKE STORE CONFIGURATION.
3
mo lDGP BOMBS DELETED IN NORMAL RRfASE SEQUENCE TO OBTAIN A PARTIAL MIXED STORE CONfiGURATION.
Figure 5-7
RIPPLE
-
The separation of twO or more stores,
submunitions, etc., one after the other in a given sequence at a specified interval.
I •
GENERAL RESTRICTIONS AND DEFINITIONS The following paragraphs presenl restrictions applying to carriage, employment, release, and jel tison of the configurations shown in figure 5-8 and to their mixed configurations. Definitions arc included for all the terms used in the columns of figure 5-8.
5- ' 6
I . For mixed type slOre configurations, the carriage, release, and jettison limits are given for each store type. The limits of the most restricted Slore apply as long as that store is retained.
2. The limits shown represent maximum safe per formance limits for the specific aircraft/store com binations depicted. T.O. IA-IOA-34-J-1 presents data to allow computation of optimum delivery envelopes, and as such, occasionally presents numbers that conflict with the limits presented in figure 5-8. In such cases the limits in figure 5-8 are authoritative and override the data presented in T.O. IA-I OA-34- 1 - 1 .
Change 2
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1 A- 1 0 A - 1
T O
m
1.
t he 1 0 11 .
\' ( 0 1(" .
n iculal
stations
L
0,
i o llS .
1 1:
T E R 9/ i\ stations is
s i o n determined LL\ U - 8 8 l o a d e d sequ ence .
8
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5- 1 7
I
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T . O . 1 A- 1 0A- 1
Aircraft / B o m b C o llision
R efer t o t h e External Store s f o r release g l i m i t at i o n s .
When or care m u s t be t a k e n t o avoid a t release . Since t h e normal acceleration i s a n y fur t her reduction b o m b collision . Various weapons h ave minimum g releases . restrictions even for
TOTAL DRAG INDEX
T h e drag i n dex o f stores a n d racks a n d gross weight of each are A l I in in T . O . l A- l OA - 1 - 1 .
5- 1 9
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T . O . 1 A· 1 0A- '
IN
E XT E R N A L STORES L I M I TATI O N CHARTS ( like Store Loads)
T Y P E M UNITION S
C ON FIGU RATION S (Sheet)
I
FLIGH T LIMITATIONS (Sheet) 6
5 5 5 7 5 5
6
6
8
6
6
.R M UNIT ION S 5
6
MUNITIONS
7
6 8
9
10
7
8
7
10
5
AND HOCK E T LAUNCH E H S 2 , 7 5 -Ineh
M U NITIONS
9
8
POD
9
10
F U E L T AN K S -----
POD
9
10
11
12
11
12
11
12
ECM
Figure 5-8. (Sheet 1 o f 30) 5-20
1
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T . O . 1 A· 1 0A· '
I
Figure 5-8. (Sheet 2 o f 30) Deleted
C hange 1
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5-2 1
T.O.
A-1
N
R ELAT I N G T O EXT E R N A L L I M I TAT I O N C H A RTS
D.
F.
fo r i n this s e ction o n pylon s tations 5 and 7 a r e authorized s tations 5 and 7 are not 2 . 7 5 rocket c ontact
WARNI N G
when
I
tests indicate that at a irspeeds b elow 2 4 0 K IA S , and store s to 1 8 M K - 8 2 s , the airc raft will dep a rt eon steady state , uncoordinate d, ru.dder defl e ct ion . Insu re control inputs are when operating unde r thes e c on ditions . Figure 5-8. (Sheet 3 of 30) 5-22
C h ange 2
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N OT E S R E F E R E N R E L I M I TAT I O N
S
F
1.
Tlll'
AI ,
I
or"
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T O 1A-1 0A·1
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES)
(Q)[@ 1.r [�PON<
ST'<'1I0� lOAOI�r. I I N( ".
STORE
��(�
----� ---" :::n,
J',IK-�2 l.D(;P "'
I
r-:/A
•
2
•
l
•
,
•
,
•
6
7
•
(�I(I(I�(;[
ANO SIJSP( lIS I 0',
A(([l
"---"--"--- ---
•
•
,
•
"
•
�"'H
t\IAS
ST I ('(
I',J,.{H
TrlQO'o< SYM
ROLl
"
•
SE/AIR
,
ROll
'G"
450 0.75
-3.0 '"
"'7. 3
-1.0 '" +5.8
Full
"'
MK-3f, "'
.\110: 20
BDU·30
2
,
•
st'l'-30
MK-1I2 Ux:;p "'
TF:H-�)
SIC/AIR
•
•
•
•
•
•
•
•
•
V V
•
,
•
•
•
•
•
•
•
V V
•
-2.0
•
'"
6,0
-3.0
•
'" + 7.3
•
- 1 .0
'"
' -' -1.0
'" �
5.8
5<-, Hmks
S:�ks
-2.0 '" 5. 0
-1.0 '"
-3.0 '"
-1.0 '" 5,8
s..
-1.0
5<,
4,'
"'
MK-3ij
"'
I
MK-20 "'
SUU-30 BDU-SO
•
GBU4
IO/B.
•
45. 0 , 75
7,3
0/ 0
I
•
AlB.
•
GBU-
5
•
10 CIS.
f--
0/8, E/.
7
GBU-
•
,
IUB.
•
•
•
•
•
•
•
•
•
•
•
•
V V
•
•
•
Rmks
• •
•
•
•
•
•
AlB
•
f9
111)1 .'-�I.\ I (.111
1� H I! (" Il. P 1\ "r IIIlI
'-�I.\ Ii
•
•
•
•
V V
Figure 5-8. (Sheet 5 of 30) 5-24
Change 8
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•
•
•
•
-2.0 '" , 0
'"
5.0
Rmh
TO
1 A- 1 0A-1
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES) J E TT I S ON
£MPLOYI".' £NT ST ORE K I AS M"CH
'"
0.75
ACCEL "G' '"
m
AI1GL( DC'
to
"'
3.0
Drag
0.5
Low
'"
INHVL
MOD�
MS (C
S P
70
Low Drag
R(MARKS KIAS M,\( H
420
0.8
35
High Drag
3.0 Htgh
Drag
ACC[L "G"
0,5 3.0
to
KIAS
MACH
N/A
ACCEL "G"
N/A
0
See Note
0
3/4 roll
2
for High Drag Ripple Release_
Low Drag
Low Drag to
RACK
IIIgh Drag
RS RP
0.8 3.0
"", Hmks
SJ
High Drag
to
I I
stick Ihrow wilh speed brakes
deflecled . 0
Full roll Slick
throw wilh or without speed
brakes deflected,
250
0 . 75
0
LO
0
Level Flight
0
See Note 2 for IIIgh Drag Hclcasc_
"", !\!1\-82 multiple carriage limits.
Full roll Slick I hrow excepl 3/4 roll Slick Ihrow ,
as follows:
for SUU-JO dispensers wilh no speed brake defleclion and 1/4 Slick Ihrow with spced brakes deflectcd.
b.
112 roll Slick throw for 11.11\-81. MK-36. MK-10 when carried on wing stations with speed brakes deflected.
'"
0.75
0.5
to 1, �
1i 0
70
mm
390
S
m
SJ '0'
390
p HS HP G13U-tO
0_ 75
P'
0.5
D_75
to L5
NfA
0
NfA
I
•
�/4 roll stick throw for GBU·iO/B. AlB. BIB. C/B. 0/13, E!13 or GBU·l2/B. A!I3, BIB. C/B and OIB or BOU·:,OAfB when carried on win).': station� and �IJee(1 brakes
not deflected. I U roll �tiek throw when ea!"ried on win).': stations and �fX'ed brakes are deflected.
0.75
GllU-t2
420
420
0.75
0.75
I
I
flO
min for RS
250
250
min
0.75
roc
I
1.0 lel'el Fligbl
RP
Figure 5-8. (Sheet 6 of 30)
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Change 8
5-25
TO
1A-10A·1
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES) II E MONS
STAT I O N LDt, D I N G L I NE
".
STORE
RAC K
-------" ---" :::n-'\-
,
AGM-G5 1
.,
LAU-88
2
)
or
- TGL\l-G5 2
3 4
"----� T1L � 8 6
)
,
, -
,-
r
T
T
I
..
LAU-117
•
MK-84 LOGP
•
BLU-52
•
KIII$ MACH
•
SUU-25
f--
•
TEH-9
H
'"
"
450
"
f)!sp,
AI�1-9
ORA
AIS POD LAU- 1 1 4 A1M-9
LAU·105
Training
-1,0
So,
5.0
W
Hmks
<.0
,•
•
•
•
•
•
•
•
..
-3.0 ,.
•
•
•
I
V
I •
•
I •
V
•
•
,.
450
-3,0
-1.0
0.75
1.
i . :1
-1.0
'0 3.R
,.
1.3
-2.0 ,.
5.0
450
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Full
- 1 , 0 Full
,.
5.8 -I,D
Se,
10
Ilmks
4.0
-2.0
1.0
Full
.
J..
Change 8
Hmks
-3. G
-3,0
S<,
5, 8
W
•
.L
.L
,.
0.75
0.75
..L.
J..
5 .8
450
5.0
..L.
-1 . 0
7.3
450
•
Figure 5-8. (Sheet 7 of 30) 5-26
TrlROI..'
-2.0 ,.
0.75
ROLL
"T
•
SUU-20 ,
I
RATt
ST I C K
7.3
10
ROLL
-r
r
6
-
"
or
-r
-
9
S
ACC(L "C"
AND S U S P[t.S I O N
"T
-
8
4
(Q¥\@
CARR I A G E
400 0.75
-2.0 "
+ 5.0
1.0
0.0 " +
3.0
S" Rmks
T.O. 1 A - 1 0A-1
A- 1 0 EXTERNAL STORES LIMITATIONS ( L I KE STORES) J ETT I S DN
EMP LOYMENT
RAC K
STORE
K I AS MACH
420
0.75
ACCEL "G" '"
-0.5
"'
OEL
AI�G L E
0," GO
INTEVL IISEC
N/A
'"
MODE
S
P
3.0
KIAS MACH
ACCEL "G"
420
-0.5
0,75
'"
3.0
KIAS MACH
250 0.75
REMARKS
ACCEL " G"
1.0 Level Flight
•
Selectlve jettison of a missile !s accomplished by launching an unarmed unguided
missile.
• Full roll slick throw except: 3/4 roll stick throw when speed brakes are deflected. •
See Note 3.
•
I
,
420
0.75
05 "
"
"
ml'
S P
420
0.75
RS
3 0
0.5
'"
N/A
N/A
3.0
RP
•
SJ
420 0.75
0.5 to 3.0
(; 0
70 ml'
S
P
RS
•
420
0,75
0.5
"'
N/A
N/A
N/A
N/A
250
t.O Leve l flight
3/4 roll stick throw when MK·84 is carried on a wing station and speed brakes are not deflected. 112 roll stick throw when speed brakes are deflected.
3.0
RP SJ
420
0.75
0.9
'"
!O
I. t
150
ml,
S
p
SJ
325
0.75
1.0 Flight
0,75
0,75
• Full roll stick throw except: 112 roll stick throw for multiple carriage of SUU·25 and speed brakes deflected.
420
0 75
05
"
150
RS
3.0
400
0.75
-2 .0 "
+ 5.0
S
325
"". 75
t.O
� ve . Fl!ght
HP SJ Aircraft
N/A
N/A
N/A
N/A
N/A
N/A
I I
Level
250
I
•
"7JJ-ekd
�e
I S- (
112 roll stick throw with or without speed brakes deflected
Limits
• Jettison not authorized.
Figure 5-8. (Sheet 8 of 30)
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Change 7
5-27
I
I
T O 1A-10A-1
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES) CARR I AG E
\,£APON$
STAT ION LOAD I N G
L I H£ ".
STORE
•
�// ,
• •
RACK
SUU'" Pod BDU-33
2
,
2
Bomb
•
f-
Rocket
3
I_'luncher
TER-9
4
L.U··l:H
5
1{(Jekel
1�IUllchl'r
600-
•
Gallon
Fuel
4
5
V V
TER-9
Practice
LAU-68
)
11 @'1@
•
•
•
I
•
V V <7 •
I
6
7
AND SU$P£IJ S I O H
J:U8
9
"
V V V
V
•
•
VIV V •
'" •
Q
"---"--- -
_
Q
V' •
Q
"
ACCEL "G" I'\AC�
�. '"
'"
0.7&
•
•
\
,,%
O,7.i,.
25' 0. 52
3 Tanks
Tank
275
0. 58
, 0'
2 Tank
5-28
Change 8
Figure 5-8. (Sheet 9 of 30)
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RAT(
KIAS
0.75
•
ROLL
Sl i CK ""
-3.0 7.3
THRO>l ROLL
-1.0
...
5. 8
-2 . 0
-1.0
5.0
4.0
'"
3. 0
-1.0 to
7.3
5.8
-2.0
'"
'"
5,0
4.0
\
Full
-1.0
I
. �o - � IO '"
.
-1.9
Full
'"
to
-
t-
Full
0,0
'"
to
2,5
2,0
J FULL
,",0
Rmks
TO
1A-10A-1
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES) , (H I SOI'!
E� PlOyM(NT
RACK
STORE
(; 1 �S "'A(�
:..a u
DEC
HG"
AllGLE
",
OtC
0.5
420
0.5
60
'.0
�
0,75
'- ' '"
I'ISEC
'"
MOO[
N A
60
m ..'
0
INHVl
�
" mlo
5 P
REMARKS K i ll S
", ( e ( L
"" AS
MACH
HG"
'1ACH
250
I 0
0.75
Level Flight
420
0.5 '" '.0
0.75
H5 HP
ACrE l " G"
fired almult:tflCOullly.
250 0.75
1.0 Level Flight
SJ 420
0.5
0,75
'"
'-
no
mm
'
5
325
P H5 HP
0,75
I,D
Level Fltght
, A
N "
SJ 250 0.75
NIA
N/A
N/A
Nt"
N "
1.0 I..('ve!
250 0.52 3 Tanks
•
, A
FHght
•
I 4 roll slick Ihro\\ \\l1h or "ilhOlil 'ipt"<."d bra�e!i ,('k{'led :" a.�lmum KIAS with 600--gallon tanks
aTl':
27 5
(J)(2)275/{J)250 KtAS sea level to 15 , 000 fcct
0 . 58
( 1 ) (2)265/(3)240 KIAS 15 , 000 to 2 0 , 000 feet
I "
(1)(2)NO/(3)215 KIAS 20,000 to 2;',000 fecI
2 Tanks
(1)(2)195/(3) 170 KlAS 25,000 to 3 f> , OOO fcl'\ ( 1 ) (2 ) 1 8 0/(3) 15[, KlAS 35,000 to 4 0 , 0 0 0 [el'! Aprla\ refueling is authorized. •
[
'
A irc ra ft ('!!fller of gr,wity must not move aft o f 3 tr; � I A C r � _ _ _ _ _ WARNING
The most aft cg condition does not
occur with full or empty l.U1kB, but "'1th IXtnlally filled extern:\l tanks. This condition results In increased senlllthity In pitch control and de· crease in L1.teral dIrectional control at low aIrspeeds. • •
Do not take off ,,1th panla lly f11led externa l tanks. Extension of the landln� gear w!ll :l1l:f.tTn,'ate the aft c" con·
dltion. Extreme c:lutlon should be used If landln" is requi red wtth lUI" panlallv filled exter· nnl fuel l.'lDk$, •
Figure 5·8. (Sheet
lO
Mixed loads of differel'lt model external fud tanks are not authorized ,
of 30) Change 8
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T O 1A·l0A·'
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES) CAR R I A GE
WEAPONS
STAT ION lOAOIN� tINt ".
STORE
RACK
�,...,.Y .--" ,
1
I,
-
I
•
2,\ ,
•
TER
ECM P",,"
QRC�OOl(\")·;�
(LO:\(;,
BLr7S5 Cluster Weapon
Clll'
,
•
•
•
I
I
•
•
ISLT-
(WB
ni�pt·n· �er
I
CBU· 871B
(SU',
(i.J/B
ni�pell' �('r
�'1,Q, 'l- C 5·30
6
Pod
89/1l
,
3
-
! ,
.\tXU 648 Cargo
2
Change 8
•
•
4
@n@ S
6
6
6
8 8
•
•
•
•
•
•
•
•
•
)
,
AND SUSP[IlS I ON
,t'1( "--"---- --8
6
,
8 8
•
•
•
•
•
•
•
•
•
•
•
•
•
•
HIROIJ
MACH
'"
"
•
•
<50 0.7 5
0.0 ,. '.0
.50 0.75
-3.0 � 7.'
<50 D.7S
4>.
0.75
·2.0 ,. :• . 0
-2.4 I.
5,8
-2.0 ,. 6.0
•
•
•
s,"1:-e'
I
•
•
•
'::. - ')�
Figure 5-8. (Sheet 1 1 of 30)
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0.0
�
-LO
�
5.8
So. Hmks
·1.0
· 1.0 I.
0,0
�
'.7
·1.0
,. ••• -1.0
,.
So.
Rm'"
Sec
I!.mkl>
l.8
4).
·2.0
·\.0
0.75
'"
'"
4.•
-3.0
-1.0
,.
'"
7.3
Full
2.'
I.
, .•
•
ROll
-3.0 7.3
•
RAT[ STICK
KIAS
•
•
ROll
"�"
6
•
•
"
ACCEl
l.8
'" Rmks
T O 1 A- 1 0A-1
A- 1 0 EXTERNAL STORES LIMITATIONS (LIKE STORES) EI'IP LO�I'IENT
KIAS
"'' '
N/A
ACCEL "CO"
'"
N/A
DEC
AIIGLE DEG
N/A
ST ORE I Nl[VL I'ISEC
N/A
""
/'I OOE
N/A
J ETT I SON
RACK REMARKS
"""
ACC(l "CO"
MACH
N/A
N/A
N/A
K I AS
KIAS
ACCEL CO"
"
N/A
•
•
•
The "'XU-648
is not jetti�onllble.
e d! M o d if i ', G I � H iY!ll�I H H h s li U' � d€Ie . �o I; US" SYM •
e","lI fk�W
Full roll stick thro..... except :
1 f:,- ?6
3/4 roll stick thro,,' .....hen speed brakes are deflected. •
350
0.75
120 0.75
O. S I.
15
3. 0
0.5
10
3.0
14 0
mi.
, P
R'
2$0
0.75
0.5
i<>
60
"
min
�20
0.75
•
Full roll stick throw except:
•
See Note 4.
•
Full roll stick throw except:
3.0
HP SJ
0.'
ECM pods are IIOt jenisonable.
I.
3/4 roll st ick throw when spt'<'d brakes are deflected.
3/4 roll stick thro..... ..... hen carried en .....ing
3.0
stations 1 . 2. 10. and 1 1 and speed brakes
are deflected.
• • •
Full roll stick thro..... .....ith or wiltlOul speed brakes deflected. 1/4 roll stick throw ....ith . speed brakes
defletted.
3/4 roll SUck throw speed brakes not deflect ed.
•
•
3/4 roll stick t hrow wuh speed brakes defletted. FuJI roll stick throw without speed brakes
deflected.
Figure 5-8. (Sheet 12 of 30) All data on pages 5-32 through 5-48, including sheets 1 3 through 29 of figure 5-8. deleted.
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Change 8
5·31
I
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T . O . 1 A- 1 0A- 1
5-8.
I
30 o f 30) Deleted. C h ange 1
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5-49
lA- lOA·
R E N O M E N C LATU RE A uthorized
A G lYHi;"Li\ , R D , a n d AA :37 A-T1 A I M -D
Missile
A ll A I M -�.l Tra i n i n g M i s siles
A LL H R- 170 A I AL Chaff Cartridges and M-20G Flare AlB
G B U- l
I
A lB, BIB, C/B, D / B , A l B, BIB, C/B, DIB
W/LCB
B I A , w i t h 2 . 7 5 F F A H w / M K-4 or M K-40 M ot o rs
LA U
a n d M K - 1. M K -5, 1'.1 1 5 1 , M l i)() , W DU-4 A / A or W D U· l il / A o r M K-() l , WTU- l I B Practice W arheads l :n I A \vi th F FAR w IMK 40 1'.1
M K()() M otors and
H E ), 1'.1 K ;")( H I<: A T ) , M K };") l (P M I ), M K 1 5()(W P), "V D U IA
- l :i A ( F' L E C H E TTE), M KG l (TP), WTLL- l
M KG7(RE D P H O S P H O R O U S ) W A R H E A D S . . K -20 M O D :3, M O D 4 M
( 'j u stt, 1'
:'vl K-:H) M O D 1 , M O Ll 2, M O D :3 N on e
-4! l l
I
N on e
; Ice
( 5G ) NXU -64 8 B I B , D I B ( B D U -aH / B
B DU-50/ B ; A I
Fi
re
-
( S heet
1
of
2)
8
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M K 82
wi
STO RE N O M E N C LATU R E (CONT) A uthorized
N omenelat u re
S UU-25 C I A , S U U- 2 5 E I A , w i th M K-24 M O l
IX U-2 A / B , L U U -2 B / B , L U U -2C / B , a n d 1\1.11 ;
4,
L U U- l I B , L U ll-5/ B , a n d U.'U-G / B C B ( �24 B / B , 49B / B , 5 2 B / B , Cluste r Bomb.
t -!j ..l/ B Tactieal M u llitions
C B C-R9 / B C luster Bomb ( C E M )
T -Hi)1 B Taetieal M u n itions
C B u-�n I B C l u s te r Bomb ( Gator)
.
F u el
GOO-G a ll o n (Royal I ndustries Fletcher
PN
PN
7 ;-;4-08HH- l
or
��2-()OO·48270)
5 - 9 ( S he e t 2
of
2)
C h an g e
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8
5-5 1
I
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T . O . 1 A- 1 0A- 1
S ECTI O N V I F LI G HT C HARACT E R I S T I C S
TABLE OF CONTENTS 6- 1
M a n u a l Reversion
F l i ght C o n t ro l Effect i v e n e s s . . . . . . . . . .
6·1
Single-Engine
level
6-2A
G e n e r a l F l ig h t C h a ra cteristics . . C h a racteristics . . . . . . . . . . C h a racteristics
M a n eu v e r i n g
6- 1 0 6- 1 0
Manual Reversion
6-3
. . .
A d ve r s e Y a w . .
R ec o v e ry . . . C h a racteristics .
F l ig h t C h a ra c t e r i st i c s
6 -4
Engine Operation
6-4
F a i l u r e M od e
. .
.
.
. . .
6- 1 1
.
6·1 2
.
6- 1 2
C h a racteristics
loss of One Pitch M ec h a n i c a l C h a ra cteristics . . Sta l l s . .
.
.
. . . .
.
.
.
.
.
. .
.
.
.
.
.
.
.
.
.
.
.
O ut-of-C o n t ro l C h a racteristics . D ep a rt u r e s
Command Path
. .
.
.
.
.
.
Sta l l/ D e p a rt u r e / S p i n A v o i d a n c e . .
.
. .
.
Spins . . .
.
.
.
.
. .
.
.
.
.
.
.
.
.
6 -7
loss of M ec h a ni c a l C o m m a n d
. . . . . .
6-9
.
6-9
Path s a n d
.
6-9
One Side . .
6- 1 3
Loss of A l l M ec h a ni c a l C o m m a n d On .
.
.
6- 1 3
. ,
6- 1 3
F l a p A s y m m et ry . . . . . . . . . . ,
6- 1 0
GENERAL FLI G HT CHARACTERIST I CS
6- 1 2
P a t h s to R u d d e rs
.
. . . . .
6- 1 2
A il e r o n . . .
Single
Runaway Trim . . .
6-1 2
.
S i n g l e O p e ra b l e E l evator . . .
O ut-of-Control C h a racteristics .
. . . .
6-6 6· 7 6-9
Post· Stall Sideslip
6-5
. .
.
.
.
6-1 3
Roll Control
The aileron s provide and control exist
throughout t he
and altitude flight envelope
of the A- l OA.
is further improved by the and yaw axes .
roll control R o l l response in-
t h roughout the flight creases with increasing
brake u p t o approximately 20070 , i s flat between 20% and 40070 , t hen begin s t o fall o ff again until roll response at 80070 again equals response at 0 070 denection . Roll with 0 070
rates up t o 1 30 per second can be speed brakes at 300 K I AS , and u p t o 200 F L I G H T C O N T R O L E F FECTIVEN E S S
per second w i t h 40070 speed brakes at 300 K I AS . Roll control and forces are the same w i t h one or both hydraulic
Either hydraulic system i s capable o f providing
systems operating. O n
a full-time A R I provides
s u fficient power for control at any speed or altitude within the night with one or both engines
t ur n coordination as
as the yaw SAS is
On
running .
functi o n .
�a
Beta Dot (sideslip
SAS performs this
C hange 2
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";"i"a,;I;U
6-1
I I
T . O . 1 A- 1 0A - 1
Pitch Control
T he aircraft free o f any u nusual contro l t hroughout tendencies and has e ffective a n d forces are the P itch the systems The A- I O is resistant t o P I O the
will also occur any t i m e t h e A D I i s i nd icating a b a n k a n g l e a n d a H AR S , o r I NS failure o c c u r s resu l t i n g i n a zero ban k angle i n p ut t o t he SAS. T h i s also occurs w h e n switching from DC; t o s l aved mode, o r when t h e sync b u t t o n i s depressed while in I-l A R S . This i s i n dicated b y t h e a p pearance of b o t h H S I a n d A D I o f f flags . When t h e fast erect b u t t o n i s depressed t he H A R S supplies a zero bank signal t o t h e SAS and will cause r ud d er t ransients i f t h e A D I i s i ndicating a b an k . time a double fail u r e of I-lARS a n d I N S occurs, the yaw SAS w i l l b e disco n n ected . Yaw SAS m a y be by s w i t c h i n g i n t o override a n d t h e yaw S A S switches . M i ld t ransients w i l l o c c u r i f i n a steep b an k .
I
Y a w Control
WAR N I N G
)
a ban k , • When t h e A D l i s certain B A R S , or I N S failure modes may a fuJI SAS cause the Beta Dot SAS If BARS authority rudder funct ions occ u r o r are level attitude a n d yaw . On , any I N S mal function causing att i t ude will automatically transfer atl it ude and inputs t o B A R S . In t he event o f fail ure where transfer does not occur or a faillJn� o f t he H A RS r o l l servo t he H ARS/SAS validity automatically producing a r u d der response. A B AR S or con I N S i nduced rudder han:lover stant altit ude, s t eep b a n k maneuvers normally recovered in less t ha n 5 0 fee l . I n a descending steep bank , additional altitude will be A fter a level attitude has been SAS may be H AR S/SAS override switch damping and t ri m ; t u rn eOOfd inat i o n will n o t b e
.
I I
rate condit ion , the
0.
as Total rudder available i s still s u fficient
rudder with Beta Dot O n aircraft transients will occur when the att i t ude i ndicator passes 90 " attitude. T hese t ransient s the roll attit ude 1 80 " o n t h e A D I are due The or INS t o the SAS. Rudde r or I N S a are 1 80 or 2 5 5 K IA S . Transien t s
6-2
F laps
T he flaps i ncrease l i ft , which decreases aircraft stall Extenspeed and inc reases g available at low sion o f t h e flaps results in a nose d o w n change . The 7 0 f l a p posi t i o n i s u s e d f o r t a k e o f f since i t i n c reases l i ft o n the wing b u t docs not i n t roduce a great deal o f drag or nose d o w n moment . The
Change 2
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1 l A· I OA· l
s ince i t
20
which a l l o w s slower
lEVEL F L I G HT C HA R A C T E R I S T I C S
1<>1 .... Hll5
The A - ! o possesses
Takeoff
teristics and
than t hose w i t h
at 7 ° .
neutra l o r even tudes. be encountered at H ence, the A - ! o is d i fficult
Speed Brakes
N OT E
brakes are very effective at are l im ited
80lJ/{) deflection i n flight but
on the m a i n gear . can extend !OOlJ/o with b r a k e deflection w i l l increase the aircraft pitch
•
attitude at a a nose down trim correction. This t r i m correction i s automatically apwhen the
trim and
t r i mmed . T hree ext ernal fuel tanks decrease and a ft at
Air
w i t h t hree external fuel no more than tanks, SAS O N , normal workload under most condi· t i o n s . With S A S O F F , the pilot w o r kload
SAS i s
for successful
Reflects TO lA-lOA-ISS-73 dated 30 September 1988.
11
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is i ncrease d .
S-2A
I
TO lA- 1 0A- l S S - 73
TO lA-10A-l
MANEUVERING fUGHT CHARACTERISTICS
four radial g's on the aireraft. With the lift vector pointed down, this results in a rapidly developing negative flight path angle. Th(c� rate at which this oceurs allows litMe time for inattention to aircraft attitude.
The A-l1:lA is
highly maneuverable with excellent relatively high roll rate capability throughout flight envelope. Stick force aDd 5ticlc position per g for a given airspeed are esse.lil'tiaI:ly linear throughout the flight envel ope. Increasing foroe and aft stick are required for instanta.nemls g available and
The hazards associated with bank , high A OA, and high g flight at low are eompounded by the lack o(visual cues available. The eanopy / cockpit design allows subtle flight path and attitude changes to go unnoticed by the pilot whtm he is not monitoring attitude and flight path in conjunetion with a horizon reference. During low altitude maneuvering, the pilot JIlust maintain situatiQnal awareness and ensure the energy state and attitude of the aircraft are not allowed to deteriorate to a condition where recovery is impossible. The aural peak performance/stall warning system of the air craft can be used effectively to enhance maneuver ing performance and to avoid wing stall. dent lateral visual cues are available during low altitude maneuvering flight if pilots attention is not focused on monitoring aircraft attitude and from which flight path. This may lead to recovery is impossible.
increased g_
� II
WARMNG
Ii
Aircraft stability k<:; decreased tudes 300ve 15,000 feet.
at alti
NOTE ..
The earria ge
of external fuel t.anks, empty, decreases stamlity. Rrnling maneuvers in this eoofiguration may cause large sideslip the yaw angles, paroo.larly SAS engaged, and are not recom mended. During landing, a straight-in approach or a wide, conservative traf fic pattern is recommended so t.hat large sidesl.ip angles can be avoided. or
..
Maximum instantaneous g occurs just prior to wing stall. To obtain maximum maneuver ing performance while retaining some margin for error, the aircraft should be flown in the tone regime. The peak performance/ stall stick compensated for rapid AOA rates. motion can produce AOA overshoots into the where wing stall and engine disturbance can oecur. To avoid these eonditions, the should be to the approach of the steady, peak performance tone and reduce the pitch rate accordingly. At high pitch rates, the steady chopped tones will appear to occur simultaneously, At that point, it is necessary to immediately cheek the maneuver and adjust the g loading accordingly. M aneuver check ing may require forward stick movement equal and opposite to that used to produce the initial pitch rate,
Beta Dot SAS equipped rudder vibration may
experduring maneuvering at high a'l1gies of attack . Sustained vibration should be avoided. If rudder vibration is experic'1iIired, relaxatIon of the g load Of' disengagement of th{� will terminate the vim-ation.
While instantaneous
capability is excellent, the rela-
low thrust to weight ratio the aircraft �ti'\7...��.I'$l' affects ,sustained turn {figures A6-7 prov.ided in TO can be used to sustained and
and
11
instanta.neous g available. The limited sustainable extreme be the aircraft dictates g ov ,,,..,,'.""''''' when sustained AOA and high bank at low altitude. in excess of 90° 'n"'''''''''� af' semi-inverted) caution due to turn rate and instantaneous g eapability. At operational speed s, turn rates in e xcess of 15° per second ean be generated with as little as
1«;-28
II
WARf41NG
Ii
Engine(s) disturbances during high pitch rate maneuvering may result in engine(s) overtemp or engine(s) staU/stagnation . This may require e ngine(s) shutdown and restart.
Reflects TO lA-lOA-lS8-73 dated 30 September 1988. 12
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TO I A - I OA - I S S - 7 3
I •
•
CAUTION
I
At high rates, AOA overshoots a.nd consequent engine disturbances can occur despite checking the maneu ver at the steady tone. To avoid AOA (wershoots at high pitch rates, the pilot must anticipate the approach of the steady tone.
The cockpit AOA indicator may lag true aircraft AOA by as much as eight units during a high rate maneuver. Caution must be exercised during rlj-pid maneuvering at high AOA to ayoid inadvertently exceeding the air craft AOA where engine disturbances may occur (figure 6-2). NOTE
• Aircraft load factor limits must be ob seO'ed during maneuvers when using the aural tones as aides since it is possible t o overstress the aircraft while maneuvering at peak performance i n certain flight regimes.
Reflects TO lA·10A·lSS;'73 dated 30 September 1988. 13
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TO 1A-I0A- l
A· I
'" Do not
NOTE
ADVERSE YAW
D I VE S / C O M P R E S SI B I L I T Y E FF E C T S
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T . O . 1 A- 1 0A · '
R E V E R S I O N F L I G H T C HARACTERISTICS
recovery , and . The aircraft has been of mode to dive t o stall, and i n s p i n s . have been
T h e transition i n to manual panied b y pitch transient s . t i o n o f t hese t r a nsien I s arc t he elevator tab power set t i n g . W i t h d o w n pitch moment w i l l occur sit i o n t o MRFCS. F u ll power may n o t hold conditions .
forces arc mod-
WARNING
I
the pilot to fre-
down, i t i s emergency
t ri m with cau t i o n part i cu larly dives, due t o ex-
s i t i o n i nt o manual airspeeds from 1 50 flight) is c haracterized 1 f t h e transition is magnitude of t h e approximate 2 . 7 g Transitions cg c o n figuration w i l l pitch excurs i o n , while t t he a i rc raft i n an a ft crease t he excurs i o n . t ransition will also of t he pitch e x c u rsion . nose-up pitch conditions (forward t io n will actually , � ' ' ' ''. ' ''.
WARNI N G
I
fai l ur e t o u s c when in stick capabi l i ty
and a ft cg cOlldi from 1 40 3 90 K I AS .
d ive i s being i n g to manual a n d speed arc such t ha t transient (incremen t a l g ) p i t c h transient would o f pitch excurs i o n s can p i lo t correct i o n . M os t A- l O aircra ft manual reversion . tolerances , and t h e
In
6-5
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T . O . 1 A- 1 0A · '
. T h e d i rect ion a n d of . T h i s rol l o ff
Artificial Stall W arning
is prov ided stic k s haker A rt i ficial stall t he gear is down o ff t h e AOA and/or t he lever in DN. stick shaker i s 2 u n i t s A O A below t h e stall A O A . It activated a t 1 12 o f t h e c o n t r o l stick 4 mild k no t s t o w i ng stall ( l g -
\V hen gear is u p a n d t h e t han D N , t h e s t i c k s h a k e r t o n e aural
STALLS
o n set of s t ali l\1 ach n u mber a n d AOA as shown i ll s tall o f st all i nd icat i o n s are
pro-
t h i s s y st e m .
system i s also On , aural t o n e s t a l l available w i t h g e a r d o w n and/or M V R/ D N aural t o n es occur 6 10 accelerated t o s t all o f a i rcraft tone l i o n a n d gross comes o n 8 1 0 K I AS ahead o f s t a l l w i t h tone 6 K I AS ahead o f s t.all. -
-
Single-Engine Stalls
at
6-6
Mach
7
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T . D . 1 A- 1 0A - 1 Stalls w ith Asymmetric Stores
on aileron authori! is un accelerated stalls. the r01l0fL The inaileron may not aircraft response aileron and rudder reduces t he control accelerated stal l s . avoid rolloff
Stall R e covery
O U T -OF-C O N T R O L C HARACT E R I S T I C S
resistant t o excess of 20 ° to lion or post -stall flown into the P S G condit ion . The nat ural resistance o f the aircraft to enter t h i s -·of-col1 t ro l decreases a s altit ude increa�es andlor the yaw dam per system off o r T he altit ude effect ca used t he less' fin with normal indicated
The g can be
D EP A RT U R E S
I f the aircraft enters the t h is from a classic post -stall eit her ized
7
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6-7
T.O. lA-l0A-'
STALL WARNING AND ENGINE/AIRFRAME COMPATIBILITY 32 L l M I T OF
28
24
-
L "..I,, ", A
� � � :/ L// �� � m W /J;IW/�
r-·
- _.
20
� >-
-/"/// 7�
- .
I"-
-
"
>-
....... - -
-
1'-l'--
---
II �
16
� � u 0 u
12
8
4
-
......
�
"
'"
-
'
"
ENG I N E D I STURBANCE AREA ( W I TH AND W I THOUT S I D ESL I P )
�'. �
,
" \.\\
,,�
ENG I NE D I STURBANCE AREA ( W I TH S I DES L I P )
�
>-
" �
A I RFRAME BUFF T A I RCRAFT STALL STALL WARN I NG ( C H O P P E D TONE) - - - PEAK PER FORMANCE (STEADY TONE) - - - - SU.T DE
• • • • • •
0.3
0.5
0.4
ALT
1 5 .000 FT
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0 0.2
5L
-
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z =>
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0.6
0.7
0.8
252
304
330
397
357 463
383 496
MACH N O .
150 198
200 265
I ND I CATED A I R S P E E D - K I AS .. ,-, ,,,,.�-,
Figure 6-2
6-8
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T . O . 1 A- 1 0A - 1 POST-STAll
SPINS Roll
I
The A - l OA
not recom mended . STALL/DEPAR T U R E / S P I N A V O I D A N C E
A l l out-of-co n t ro l sideslip Stalls must b e
S I D ES L I P
L Rudder con! rol i s excellent better roll 2. Avoid full rudder revers a l s .
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recommende d . Aileron AOAs a n d
and
T . O . 1 A- 1 0AMANUAL REVERSION SPIN RECOVERY
O U T- O F - C O N T R O l R E C O V E R Y CHARACTERISTICS
recovery . H owever, roll c o n ! rol
S I N G LE - E N G I N E C H A R A CT E R I ST I
i mm e diate
reverse
TAKEOFF
[ 6· 1 0
WAR N I N G
)
7
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T . O . 1 A· 1 0A· '
prcss ure and 8 l OCi w i l l i ncrease and accelerat i o n . All t hese while i n certain ()
should be
I N F L I G HT
from the aircraft centerline. A will reduce the amount the to hold a constant Y aw corresponding to the channel yaw coord i nation will also be channel rudder
power on t h e
toward amount of b a n k be controlled
1
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OA- 1
WARN I N G
'
be generated during b a n k i ng maneuvers unless the pilot coordi nates the turn with rudder. A l l maneuver
,
ing turns should be made into the good engi ne, i f and g possible. Bank angle should n o t exceed 30 loading should be minimized . If i t is necessary 1.0
t u r n the aircraft i nt o the failed engine, relaxat k i n o f opposite rudder will b e required t o coordinate the t u r n . The amount o f rudder required t o control the yawing moment due t o engine thrust, plus the addi t ional rudder required t o coordinate turns into the operating engine, may be substantial and will close pilot attention t o i ns u re that decreases in airspeed and i n c reases i n s ideslip are not excessive.
WARN I N G
I
• During si ngle-engine approaches , fai l u re to use su fficient rudder during maneu vering turns can result in large sideslip angles and yaw rates. I t is possible t o create a condition where the yaw rate becomes so high that there i s i nsu fficient rudder available to correct it , and the aircra ft will avoid abrupt con when the additional amounts o f sideslip will
depart controlled night . All night control i nputs should b e made w i t h constant pilot attention to t u r n coordination and main taining approach airspee d .
1
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T . O . 1 A- 1 0A · ' M A N U A L R E V E R S I O N S I NG L E· E NG I N E F L I G H T C H A R A CT E R I S T I C S
fli g h t is a very dereversion t as k . The limited ailero n and rudder author· manual reversion make countering t h e roll due t o thrust di ffic u l t . I f manual becomes necessary when opera t i ng t h ru s t should be reduced as l o w t o t r an s it i o n . R u d d e r a n d a i leron should precede add i t i o n o f rudder forces will b e required, a s w i l l to main t a i n s t eady t o high aileron fli gh t . Some sideslip will have to be main· in cruise flight . Maneuvers should be planned turns i n to t h e dead Some bank i n t o w i l l reduce rudder t o mainmanual reversi o n landings considerati o n s . been tested d ue to
I I of
1
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6- ' 1
OA· 1
I LOSS O F O N E PATH
S I N G LE
S I N G LE OPERABLE
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T . O . 1 A- 1 0A- 1
L O S S O F M E C H A N I C A L C O M M A N D PATH S TO R U D D E RS
L o s s o f rudder command is o f l i t t l e consequence i n fli g h t i s maintained. I f A- 0 a s SAS i s sti l l t h e rudders c a n b e con·· means rudder t ri m as long as t he elecremain s i n t act . The yaw SAS will contin ue function with elect rical
1 0 - 1 5 pounds a ft force for full forward r u naway t ri m a n d about 2 5 forward force for f u ll a ft r unaway t r i m . Full r u n away r o l l trim of side stick force c o un t eract. If either roll r unaway t r i m i s the override switch , o n t h e emergency cont ro l i n E M E R O V E R R I DE a n d should b e t he emergency u sed t o t r i m o u t t h e forces .
lOSS OF A L L M EC H A N IC A L C O M M A N D PATH S AND HYDRAULICS O N O N E SIDE
I
The aircraft i n t h i s cond i t io n handles j us t l i k e an ailero n . T ur n coordina10 w i t h a still the A R I o n and t he rudder i f Beta Dot SAS o n t he ! SAS channel is engage d . I f w i l l t e nd t o d u t c h r o l l when made and this condition i s ag D N . I f yaw SAS cannot shallow turns should b e
R UNAWAY T R I M
controlled t hroughout M aximum forces to b e 011 t h e order o f
R u n away r udder t r i m s i t e rudder. rudder trim
c o nt ro l led with oppo t h e yaw SAS will cut out
R un away t r i m i n manual reversion has been tested. A t all but t he lowest r unaway trim would be u ncontrollable in t h i s m o d e i f contro l i s n o t emergency overr i d e . FLAP ASY M M ET R Y
Test s have b e e n c o nd uct e d w i t h b o t h sect i o n s locked up and left extended t o M V R , full D N , and emergency retract the aircraft is t ri mmable to a In t h e case o f 2 0 () however, i t w a s not to reduce t o zero with trim alone.
Change 2
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6- 1 3/(6- 1 4 blank)
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1 0A�
S E CT I O N V I I A DV E R S E W EATH E R O P E RATI
N
TABLE OF CONTENTS
�
a n d T h u n d e rstorms . and Rain .
7-1
N ig ht F l y i n g
7 1
Cold Weather
7-2
H ot W e a t h e r a n d D e se rt
ting and pitch attitude level flight at 200 K I A S i s lower. Trim t h e aircraft t ing and pitch attit ude, i f severe activity, w i l l speed regardless o f any indicator. Do not ehase
I NT RO D U CT I O N
N OT E
RBUlENCE AND U N D E R ST O R M S
I
WARNING
• Be alert for
.
the main a t t i tude standby .
into t hese areas i n� flameou t and
t hrough severe and t urbulence is a t t i t ude. Both bank should be controlled by reference to
turbulence or t h u nderstorms
trim Do not been established . t i t u de changes. U s e elevator control i n p u t s t o craft att i tude . Severe vert ical gust deviations. A l low t h e maintain desired a t t i t ude altimeter and V V I . Concentrate on
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to
A,
icc. lock If conditions: l . R echeck
in
and
a rc 2. a i d i n q u a r !c r
a i r frame
H Y D R O P LA N I N G
7-2
7
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I
T . O . 1 A· 1 0A·
N
NOTE
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6. 7.
I
I
N OT E
W E A T H E R P R OC E D U R E
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T . O . 1 A- 1 0A - 1
P R I O R TO E N G I N E START
BEFORE T AX I I N G
ENGINES
NOTE
..
1-4A/1 1-4B
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1
l A· I OA· I
TAXI
I N F L I G HT
l A ND I N G
30 ;::,eprerrmer
15
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TO l A - l OA - l S S - 7 3
TO l A· I OA· l
NOTE
HOT WEATHER AND DESERT
OPERATION
•
A t temperat ures above 8 5 of, w it h t he engines at I DL E , t he A P U must be used on t he ground (eanopy closed) to p rovide
H ot weat he r and desert procedures d i ffer from nor-
su fficient cooling t o make t he cock p i t
mainly i n t hat add itional precautions
mal
must be t ak e n to protect t he aircraft from damage
c o m fortable. S u fficient cold air flow w i l l
caused
not be provided u n t i l t he engine core rpm
h i g h t em perat ures and dust
Particular care
i s above 800/0 .
should he taken to prevent t he ent rance of sand i n t o t he various airnaft par t s a n d systems (engine, fuel
• Above 95 of, t he C A N O P Y U N L O C K E D
system , systems, etc . ) . U n i t s w i t h plast i c o r rubber parts should b e protected a s m uc h a s possi ble from windblown sand and excessive t emperat ures . T ires should he checked frequent ly for signs o f blistering or cord separatio n . Canopy covers should be left. off, t o prevent sand bet ween t he cover and
l i g h t m a y n o t go o u t . Close t he canopy and cool t he c o c k p i t w i t h A P U run n i ng at maximum now , full cold for 1 5
Recycle t h e canopy and check C A N O P Y UNLOCKED light out .
the canopy acting as an abrasive on t he plast i c .
EXTER'OR lNSPECTJON
TAKEOFF
Check exposed portions of shock stmt pistons for dust and sand , and have t hem cleaned if necessary.
A n o ti ceable decrease in t h rust occurs at all power
Check i n fl a t i o n o f shock struts and hydraulic ac
sett i ngs; t herefore, more acceleration t ime and greater
cumulators t hat may have become overinflated because o f t ��mperatu re i nneases . Check t i res care
runway d i s t ance are req u ired during h o t weather operati o n s .
for b l i s t e r i ng o r cord separat i o n , a nd be sure all
co\er� are removed from aircraft .
LANDING
nacelle i n t a k e for accumu lat ions o f
Check dmt or sand .
A n t i c i pate a longer landing roll result ing from i n
area beh i nd aircraft to make sure sand or
c reased t ouchdown speed .
dmt w i l l not be blown onto personnel , or equipmen t ,
q art
operat i o n s .
lNT E R I O R fNSPE C nON Check
for accumulation o f dust or sand and
have c leaned i f nece��ary .
B E F O R E TAK EQFF Limit u�e o f brake, a� much as possibte, because
is reduced when out side air t emper-
brake
• E x t ended ground opera t i o n d u ri ng hot w eat her w i t h w i nd shield defogging/deicing system energized may overheat windshield. DEFOG/ DEfeE should be sel.ected
B E FOR E TAKEOFF check s .
I
7-6
20
m inutes to cool t he lock i ng mechan i sm .
during
Reflects TO lA-lOA-lSS-73 dated 30 September 1988. 16
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T.O. 1 A - 1 0A-1
I NSTRUMENT PA NEL (TYPICAL)
1 . 2. 3-
4. 5. 6.
7. 8. 9. 10. I I .
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22 /
36
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• • ,
,
•
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24
30 3 1 32 33
•
23
35
25
38 53
12.
14. 15.
NoseWheel S t e e r i ng Engaged L i g h t M a r k e r Beacon L i g h t
41
44
16. 17. 18. 19.
20. 21. 22 . 23.
24. 25.
26. 27. 28.
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... -
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42 47
•
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28
37
49
,
29
51
Head U p D i s p l a y ( H U D ) S t a n d b y Compass A i r R e f u e l S t a t u s I_ i g h t s
E x t e r n a l S t o r e s J e t t i son Sw i t ch L e f t E n g i n e F i r e P u l l Hand l e APU F i r e P u l l Hand l e R i g h t E n g i n e F i r e Pu l l Hand l e F i r e E x t i n gu i s h i n g Ag e n t D i scha r g e Swi tch G u n Camera SlrJ i t c h
13.
26
R e a r V i ew M i r r o r s Acce l e rome t e r Ang l e of A t t a c k i nd e x e r s
G u n Ready L i g h t
Canopy U n l ocked L i g h t RHA'W C o n t rol I nd i ca to r HUD Control Panel Ma s t e r C a u t i on L i g h t
S t a n d b y A t t i t u d e I nd i ca to r RHA'W Az i mu t h I nd i ca to r U H F Remote C ha n / F req I nd i ca t o r C l ock
Ang l e o f A t t a c k I n d i ca t o r A i r s p e e d I nd i ca to r A t t i tude D i rector V e r t i ca l V e l oc i t y A l t i me t e r
I n d i ca to r (AD I ) I nd i ca to r
29.
30. 31.
32 . 33. 3� . 35 .
36.
37. 38. 39. �O. �1. �2 . �3. 4�. 45.
46 . 47. 48. 49.
TV Mon i to r An t i - S k i d S w i t c h
Land i n g / Ta x i L i g h t s S w i t c h Land i n g G e a r Po s i t i on D i s p l a y Land i ng G e a r Hand l e a n d Ove r r i d e But ton
F l a p P o s i t i o n I nd i ca to r TEMS D a t a Swi t c h lEI Armament Con t ro l Pa n e l
Ho r i zon t a l S i t ua t i on I nd i c a t o r (H S I ) Nav i ga t i on Mode Se l ec t P a n e l I n t e r s ta g e Tu r b i n e Tempe r a t u r e I n d i ca t o r ( L & R ) Eng i n e Core Speed I nd i ca t o r (l & R) E n g i n e O i l P re s s u r e I nd i c a to r (l & R ) Fan Speed I n d i ca to r ( L & R ) F u e l F l ow I nd i ca to r APU Tachome t e r APU Tempe r a t u r e I nd i ca t o r Hyd r a u l i c P r e s s u r e G a u g e ( L e f t Sys & R i g ht 5 y s ) F u e l Qua n t i t y I nd i c a t o r
Au x i l i a ry L a n d i n g G e a r E x t e n s i on Hand 1 e
50. 51. 52.
La s e r Spot S e e k e r Pa n e l R u d d e r Peda l Adj u s t m e n t Hand l e E s s e n t i a l C i rc u i t B r e a k e r P a n e l Gun Camera @]:I
53.
HAR� F a s t E re c t Slrl i t c h
CTVS
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6
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-
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12
11
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13. 14. 15. 16. 1 7. 1 8. 19. 20. 21. 22 . 23· 24.
Emergency Brake Hand l e Seat He i g h t A d j u s tm e n t Swi tch Fue l System Cont r o l Pa nel Ma n u a l Canopy Open i ng Ass i s t Hand l e Aux i I i a r y L i g h t i ng Control Panel S t a b i l i ty Augmenta t i on Sys tem Panel (SAS) Thrott l e Qua d r ant I FF Control P a n e l TV Mon i to r Con t r o l Pa n e l VHF/AM Rad i o Con t ro l Pa nel Emergency F I i g h t Control P a n e l U H F Rad i o Control Pa n e l VHF/FM Rad i o Control Panel I nt ercom C o n t r o l Panel C I PHONY P a n e l S ta l l Wa r n i ng Cont rol Panel CTVS/AVTR Control P a n e l Antenna S e l ect Panel U t i I i ty L i ght Ant i -G Su i t Va l ve Test B u t ton Ant i -G S u i t Hose Armament Over r i d e S w i t c h P i dd l e Pak Stowage P i dd l e Pa k D i spos a l
• •
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14
15
16
17
18 19
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24
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T.O. 1 A-'OA-'
•
RIGHT CONSOLE (TYPICAL) 1. 2. 3. 4.
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C h a f f/ F l a r e C o n t r o l Pane l ECM P a n e l E l e c t r i ca l Powe r Pane l I L S Con t ro l P a n e l 9 . TACAN Con t r o l P a n e l 1 0 . M a n u a l Canopy Ope n i ng As s i s t H a n d l e 5. 6. 7. 8.
/13
8
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Caut i o n l i g h t P a n e l Canopy C on t ro l Swi tch Canopy J e t t i s on Hand l e Boa rd i n g ladder E x t e n s i on B u t ton
/10
1 1 . Oxygen Con t ro l P a n e l 1 2 . E n v i ronment Con t ro l Pane l 1 3 . Canopy Breaker Tool 1 4 . Canopy Actuator D i sengage Lever 15. 16. 1 7. 1 8.
19. 20.
1
Safety P i n Stowage HARS C o n t r o l Pane l l i g h t i n g Con t r o l Pane l Oxygen Hose a n d I n t e rcom C o n n ec t i on F \ i g h t O a t a S t owage Con t ro l D i s p l a y U n i t
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T.O. lA-10A-' ENGINE FUEL SYSTEM
REFUELING RECEPTAClES
AIRCRAFT FUEl SYSTEM
REFUELING SYSTEM
!r-��-::-: - ::... : .::.-=-=- :::.::::-= ::: =::: -
FlIGHI
JJ
-
-
-- -
-
-
-
-
-
FlIG1-IT RIGHT ENGINE
I
REFUElING ACT
I
I
BYPASS
I I
I
[)(l IUS
R \'lING PYLON lANK
FUSELAGE PYlON TANK
~
Off
I
Off
IFWD) TANK
TANK
I
©
L I'IING PUMP
L MAIN
R WING PUMP
L
PUMP 1 r.lAIN
Off
© Off
BOOST PUMP R MAIN
Off
©
CROSS FEED
©
I
I
Off
AlTER
•
I
+
,
-
--
( I I I I
-
I I I , I
•
I THROntE
- -
-
-
-
-
-
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10 APU TO LEFT ENGI NE
TO RIGHI ENGINE
_
_
-
ACCELERATION DECELERATION
VENT
--
AIR PRESSURE
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1
0 -
-
-
-
-
-
limo BElDIV
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-
-
- - - -
I\\oDUlATING VALVE
---E
- - - -
-
-
-
I
FUEL PURGE BOOST PUMP
REFUEL VALVE
�
CHECK VALVE
-9
PRESSURE SWITCH
PRESS IVENT VALVE
-
-
-
-
\
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FUEL CONTROL
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BYPASS
I VARIABLE GEOMETRY
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- - - -
-
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FUEL flOW
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tAFT! TANK
R MAIN
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ENO OIL COOLER
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COMPRESSOR DISCHARGE
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PURGE VALVE
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ALL L ,'M.IN
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.
VARIA BLE GEOMETRY ACTUATORS
R WING
TANK 'I
IN8D
lNBD
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OVERRI DES AUTOII'tATIC TURBINE DISCHARGE TEMP CONTROL DURING HIGH THRUST OPERATION IEMERGENCY)
EXT TKS WING
Off
L lI'tAIN
TURBINE DISCHARGE TEMP
t
SIMULTANEOUSLY. ELECTRICAL CIRCUITS TO ALL EXT TANK PRESSURE I VENT VALVES ARE DISCONNECTED. ALL EXTERNAL TANKS ARE THUS OPENto TO VENT REGARDLESS OF THE EXT TANK SIVTTCH SEmNGS.
3
RElIEF
FUSElAGE PYLON TANK
R WING PYLON TANK
PRESSURIZED FUEl I S USED TO AUrDMATICAllY � _ ... VARY THE ANGLE OF COMPRESSOR STATOR BLADES ACCORDING TO ENGINE SPEED AND COMPRESSOR INLET TEMP ,
POSITIVE SHUTOff B(LOI'I 3° THROntE
N G SPEED COMPR INtH l(MP COMPR DISCH PRESS
- - - - -
-
lI'tAINTAINS PREDETERMINED PRESSURE AT /lIO DULATING VALVE, BYPASSING EXCESS FUEL
fUEL flOW ADJUSTED ACCORDING TO VARIABLES
____ 0
-
2
WHEN EITHER RECEPTACLE I S OPENED. THE EXT TANK REFUELING VALVES ARE ELECTRICALLY OPENED. THEY ARE CLOSED BY HIGH LEVEL FLOAT SI�TCHES WHEN THE RESPECTIVE TANKS ARE FULL.
-- ELEC CONNEcnON
BYPASS VALVE
OVERRI DE
_
=
INPUT FROM THROntE I S COMPARED \'11TH TURBINE DISCHARGE TEMPERATURE TO CONTROL fUEL fLOW
FIRE lAPUI PULL
_
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TRANSFER I REFUEL FLOW
HIGHER THRUST RANGE
I
L_ _ _
_ FUEL FE:D
ENG SHED
I
PUMP R \'lING
REUEF
INPUT FROM THROntE I S COMPARED I'IITH ENGINE SmD TO CONTROL FUEL flOW
INto
BOOST PUMP L WING
CODE
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tOWER THRUST RANGE
I
I
IDENTICAL
I
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L l'iING
OVERBD
I I
I
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TANK
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GROUND
---
ENGINE FUEL PUMP
BYPASS
I
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- -
+
I
I
I
-
- -
I
I
1 I'II NG PYLON TANK
FUEL SYSTEM
RECEPTACLES ARE PROVIDED fOR fliGHT AND SI NGLE-POINT GROUND REFUELING
-
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\'lING
1
ALL
AlL DISABLE MAIN R
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T.O. 1A·l0A-'
* CIRCUIT BREAKERS ANI AlR-/fl � l MAIN BOOST PUMP
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GLOSSARY
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T.O. 1
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A LP H AB ET I C A L I N D EX ( C O
N umber
N umber
c
A CDU
A C C EPT I R E J E C T
44
CDU
C A L C U LA T O R
, , 1 ·2 7
CDU
D E S T I N AT I O N
" " " , , , 1 12
CDU
I NERTIAL
. . , , , , , , ' · 75 1 H an d l e
"
, , , "
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"
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" ,
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, , . , , , , , , , . , , , , , , . " .
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1 -2 0
CDU
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Status
3- 1 0
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1 ·,52 . 3 ,25
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MISSION POS I T I O N
·56
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CDU CDU
, 2- 1 "
2· 1 8 2-22
. ,
76
2,
7-4A ,
, , 3' 1 , ' ·7 ·
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" , , 1 ·7 , 1 ·5 , , .
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"
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.
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, 3-24A . , 1 1
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1 ·6 7
1 1 16
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1 66
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, 3-5 ' "
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·50 3 ,24A
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3·24A
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, , 3 ·4 3
Console C ontrol C o ntrol Stick .
45 , , . ,
Im::l e x 2
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3
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T.O.
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A L P HABETICA L I N D E X (
Number
c
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"
-18 ·
2-20 5 ·5
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. 1 -9 0 -20 ' -2 0
. . .
. . . . .
. . . . . . .
.
1 1 66
·
. . 1 -56
.
1 -7 3
. . . . . . . . . . .
-1
. . . .
3 -25
E
. . . . . . . . . . . . . 3 -25 . .
-52
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.
·
.
.
. . . .
. .
. . . . . . . .
3-28 3-29
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3- 1 0
. 3- 1 3-
. . . . . 1
I ndex
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1
A L PH AB ET I C A L I N D E X
N umber
N umber l
. .
1 1 " . 5-
to R u d d e rs of C o m m a n d Path . .
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. . 3-42 .
' ·25 ·28 M a n u a l I n e rt i a R e e l C ontrol
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..
.
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M aster C a u t i o n M a st e r E x t e r i o r S w itch
-17
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M BC T e s t " . . M I C S w it c h
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. . 3·9
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. 6· 2 A
M o n itor C i rc u it M R FC S
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N ac e l l e
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N umber
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OA-
I N D EX ( C O
N umber
N u mb e r
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' -3 5
6- 1
, , . . , , , , , , , , , 2-23
, , , , , , 3-39 ,
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TACAN
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A L P H A BE T I C A L I N D
(
N umber
T
T
. . 1 1 - 77 -79 1 -7 9
-6 - 1 74 - 1 33 " 1
-1 65
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2- 2
. . " " . . . 1 1 68 . , , . , , , . . 2- 6
I nd e x
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I NDEX (
N umber
N umber w R a d a r Beacon
30MM
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T O 1 A- 1 0A- 1 - 1
Supplement
F L I G H T MAN U A L USAF SERIES
A/OA- l0A AI RCRAFT Serna 73-01665 and subsequent
TODO fa fd
1 0 DEC 1987
FA I RC H I LD REPUBL I C C OMPANY F ) ) 6 5 7 - 7 ) -C-0500 F))657-79-C-0502
This manual supplements TO 1A-10A-1 D I STRIBUTION STATEMENT - D i s t r i but i on authorized to U . S . Government a g e n c i e s onl y for admi n i s t r a t i v e or operat i o n a l use ( 1 6 September 1987 ) . Other requests for t h i s document s h a l l b e referred t o Sacramento ALC/MMEDTD. McCl e l l an AFB. C A 95652-5609. HANDLING AND DESTRUCTION NOTICE - Handle i n comp l i ance with d i s t r i b u t i o n statement and destroy by any method that w i l l prevent d i s c l osure of the contents or reconstruction of the doc umen t . Commanders are respon s i b l e for b r i n g i ng t h i s publ i c a t i on to t h e attent i o n of a l l A i r Force personnel
c l eared for opera t i o n of subject a i rcraft .
Publ i shed under Authority of the Secretary of the A i r Force
30 NOVE M BER 1 982
CHANGE
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5
-
16
SEPTEMBER
1987
,\
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I INTHODl
' {'A BL E ( )
E r ror
LIS T
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PERfORMA N CE D Ar A
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D RAG I N DEX A N D D A T A CH A RT
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D IR E CT I O N S FOR U S E O F C H A RT
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Six A G M-6 5 A m is s il e s
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A 1 -2
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2
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S A M PLE A LTIMETER
Problem
A IRSPEED CONVERSION
A
, 000
in
Sampl e Pro b l e m
A. B.
Pn�s
T C.
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K TAS knots 1.
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STA NDARD ATMOSPHERE T A BU FUEL DENSITY
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1-1
S AM
STALL SPEEDS
STA LL S PEED S
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A- 1 0A STORES DRAG exi s ts
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A- 1 0A STORES DRAG G ro s s Wt,
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. 60
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470 2 64
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5
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T. O.
A- 1 0A STORES DRAG Store
Gro s s Wt ,
80-01
98 398
o 7 :l 0 . 73
5 76
0 . 91
589
0 . 75
13 8 5
0 . 91
IH . Gro s s wt , 2 . 02 r e v e r s ion c ru i s e AOA
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A- 1 0A STORES DRAG G ro s s
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T . O . IA-IOA-l-l MODEL . A-lOA
DATE . 30 NOVEMBER 1981
DRAG DUE TO WEIGHT ASYMMETRY
DATA BA S I S . A . F . FLIGHT TEST
ENGINES . 111 TF34-GE· jOO/-lOOA
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Al-ll
T.O. lA-lOA-l-l
ALTITUDE AND AIRSPEED INSTALLATION ERROR CORRECTION All Gross Weights . Gear Up or Down
MODEL , A-lOA
DATE : 30 NOVEMBER 1982
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DATA BAS I S , A . F . FLIGHT TeST
•
ENGINES , 121 TF34-{;E-I1Xl'-lOOA
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4J11,
S PEED BRAKES
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NOTE----. Actual altitude i s indicated altitude less the corrections.
450
INDICATED AIRS PEED � KIAS
D
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S PEED BRAKE54J11, O FLAPS O OR
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4
5 6
7 8 100
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Change 2
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T . O . IA-IOA-I-I MODEL , A-lIlA
ALTIMETER LAG CORRECTION
DATE , 3D NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 12I TFJ4-tE-IOO/ -IOOA
500
400
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40
400
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300
5
10
15
20
25 INDICATED ALTITUDE � 1 . 000 FT
35
30
40 �, - 1- 'GA- , -8
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2
AI-13
T.O.
lA-lOA-l-l
I AIRSPEED CONVERSION I
MODEL , A-IDA DATE , 3D NOVEMBER 1982 DATA BAS I S , A . F . FliGHT TEST ENGINES , 121 TFJ4-GE- lIIOI-IIIOA
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ISTANDARD ATMOSPHERE TABLE I
(1S'C)
STANDAIID SfA LIVU Alit: T .. S9-f
P
- �9.'21
W .. 0.07641.5 ll/CU "
IN. 0' HO
I IN. Of HO
p. .. 0.0023169 SLUGSICU H
.. 70.132 LI/SO
n
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.. 0.4912 ll/SO
U.S. STANDARD ATMOSPHllU., 1'" iIoLTITUDI nIT
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Al-15
T . O . iA-iOA-i-i
ITEMPERATURE CONVERSION CHART I 1 40
120
1 00
80
60 V> W W
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40 DEGREES
Al-16
Figure Al-7
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60
'1'.0. lA-lOA-l-l
MOOEL , A-lOA OATE , 30 NOVEMBER 19B2 OATA BASIS , A . F . fliGHT TEST ENGINES , 121 TF34-tE -\OOI-lOOA
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AI-17
T . O . IA-IOA-I-I
I STALL SPEEDS I
MODEL , A-lOA DATE , 30 NOVEMBER 1981 DATA BASIS , A . F . FLIGHT TEST ENGINES , 111 TF34-{;E-IOO -lOOA
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Al-9
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I
D I R E CT I O N S
ft
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T. 6.
Sa m p l e P ro b l e m
Hunway
7. 7
run
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50.FOOT 08ST A C L E C L EA RA N CE D I ST ANCE CHARTS O O O lb
on
run D I R E C T I O N S F O R U S E O F C H A RT
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Sa m p l e Probl e m
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G o to A.
Thru s t
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G RO U N D R U N
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B A S EL I N E
B A S EL I N E
A.
distance cha r t (flaps 7 " ) 1.
TAKEOFF G RO U N D R U N
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2.
H e a dwind
3.
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2,
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10 k:t
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5
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l
SAM
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.
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CRITICAL
I
D I RE CT IO N S fOR U S E Of C H A RT
P ro b l em
D I RECTIO N S F O R U S E O f C H A RT
23
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SAM
4. . IVIAXI M U M
7.
G o to
8.
Ren
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e
R E f US A L S P E E D C HA RT
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B.
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A2-9
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T.
Note
S A M P LE R EF U S
D I RE CT I O N S F O R U SE O F C H A RT
3.
Gross
•
Go t o H c n
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Sample Prob lem
6.
1 8 KIAS C o r r e ct ion
C
0 0 0 ft , 000
CONTI N U AT I O N SPEED C H A RT F.
A.
9. 6 2.
0 0 0 ft
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T.
1-1
WAR N I N G
TA K EOFF INDEX
D I R E CT I O N S F O R U S E OF C H A RT
CONTINUATION
3.
, 000
5.
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6.
Pro b l e m
7 •
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6 8.
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000 =
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9.
Hunway
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:;:
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WHEEL BRAK E E N E RGY L I M IT SPEED CHA RT
0 '"
The whe el
pres sure weight. DIRECTIO N S FOR U S E OF C H A RT
1.
9. 6 6 , 0 0 0 ft
To obtain the speed, e nter the
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e ne rgy runway
�I:lIIn D !l e P ro b l em
ACCELERAliON CHECK SPEED C H A RT
15 C 1 , 0 0 0 ft , 00 0 ition
open
D I RE CTIONS fOR USE OF C H A RT
G.
+10
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Problem
A.
RUNWAY
D IR E C T IO N S f O R U S E O f C H A RT
Sa m p l e Prob le m
98
12
B.
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A
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1
M I N I M U M FAN
FOR D E S I R E D
S I N G LE · E NG I N E
L
and
at take·
G.
1.
Fan
RIC
gt:ar down 2. it
2)
G,
gear down Down
4
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1 4A
4
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T . O. lA-lOA-l-l
I TAKEOFF/ABORT C RITERIA I
CONTINUATION SPEED
TAKEOFF SPEED
III ENGINE
ACCELERATION CHECK SPEED
TAKEOFF SPEED
ACCELERATION REFUSAL SPEEO
NORMAL ACCELERATION BRAKE OECELERATION
I - I - I Q,l - 1 - 1 5
Figure A2-1 A2-15
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T.
p age intentionally left bla nk
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T 0
MODEL , A-lOA DATE , 3D NOVEMBER 19B1 DATA BASIS , A . F . FLIGHT TEST ENGINES , 111 TF34�HOO/-lOOA
/:,
lA-lOA- l - l
ROTATION and TAKEOFF SPEED Max. or 3% Below Predicted Fan Speed
[WARNINGI
•
Takeoff distances for unimproved surfaces will be significantly increased and have not been substantiated by fligl1t tests.
150
� I
140
8
;·yt .:.
e; 130 w � "" � �
8 � 120 ""
GROSS WEIGHT Figure
A2-2
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1 1 - 1 - 1 0.0 - ' · ,
A2-J7
T 0
IA-IOA-I-I
� V-- �
SINGLE-ENGINE RATE of CLIMB Flaps 7 0 • Gear Down Maximum Thrust At Takeoff Speed
MODEL , A -IlIA DATE , )0 NOVEMBER 1981 DATA BAS I S , A . f . fLIGHT TEST ENGINES , 121 TfJ4-{;E-IDOHDOA
, ,
- J-I
50 40 u )0
o
�- NOTES -------,
I
,
i
•
•
0 With flaps 0 , add 100 'pm.
•
With gear up, add 400 Ipm .
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DRAG INDEX
Figure A2-3
A2-18
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15
•
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With 3% below predicted Ion speed, subtract 250 fpm.
•
Change 4
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A" !·IOA-l-I
T O
TAKEOFF INDEX
�
MODEL , A-1M DATE , 30 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 12I TF14-i>E-IIXl'-lOOA
Max. or 3% Below Predicted Fan Speed
, • ,
:/
lA-lOA-l-l
•
I
WARNING
I
Takeoff distances for unimproved surfaces will be significantry increased and have nol been substantiated by flight tests. 1, 000 fT
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5
A2·19
T O
lA-lOA-l-l
TAKEOFF GROUND RUN Flaps 0 0 Max. or 3% Below Predicted Fan Speed
,-
__ __ __ _
•
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MODEL , A-1M DATE , 30 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , (2) TFJ4-GE-llIIII-lOOA -,
_
Takeoff distances for unimproved surfaces will be sIgnificantly increased and have not been substantiated by flight tests.
NOTE
If best single-engine rote-ol-climb is used as takeoff speed, increase ground run by 25%
II 10
x �
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6 5 4
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I
20
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JO
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40
TAKEOFF GROUND RUN"" 1 , 000 FT Figure A2-5 'A2-20
Change 4
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. , - 1 - 1 (1.0 , •
T O
MODEL , A-1M DATE , 30 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TFJ4-{;E-IOOI-lOOA
lA-lOA-l-l
TAKEOFF GROUND RUN Flaps 7 0 Max. or 3% Below Predicted Fan Speed
-�
_of '. ,
, --
r----- NOTE ------�
•
If best single-engine rate-oj-climb is used as takeoff speed, increase ground fun by 18%
1
WARN1NG
I
s�lo i� Takeoff dis lanc� e�� r u� n� mlrp ove-dsur face-sl will be significantly increased and have nol been substantiated by flig!1! tests.
tj
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30 .,: .
40
2
3
5
6
9
TAKEOFF G ROUND RUN ":-' 1. 000
10
IJ
II
14
FT
Figure A2-6 Change
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4
A2-21
T O
lA-lOA-l-l
MODEL , A-lIlA DATE , )0 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TFJ4-GE-lIXHOOA
50 FT. OBSTACLE CLEARANCE DISTANCE Maximum Thrust
� �
§ I
•
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I
WARNING
1_
Takeoff distances for u nimproved surfaces will be significantly i ncreased and have not been substantiated by flight tests.
10
u � � u « � � m c
NOTE ------,
I;:' c �
4
10
TAKEOFF GROUNO RUN � 1. 000 FT
If best single-engine rote-ol-climb speed is used as takeoff speed. increase SOft obstacle clearance distance by 17% with flops 7 0.
NOTE ----If best single-engine rale-ol-climb speed is used as takeoff speed, increase SOft obstacle clearance distance by 25% with lIaps 0 c.
O"·�llL��llL����������������4 10 2 4 ii 6 12 1 8 TAKEOFF GROUNO RUN � 1 . 000 FT
Figure A2-7 A2-22
Change 4
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. , . ,. ''''-I'�
T O MODEL , A-lIlA
DATE , 30 NOVEMBER 1981 DATA BASIS , A . F . FLIGHT TEST
50 FT. OBSTACLE CLEARANCE DISTANCE
ENGINES , 11ITHHE-H!(I-IOOA
•
I
WA'NING
Takeoff distances for unimproved surfaces will be significantly increased and have not been substantiated by f1ighl lests.
NOTE •
�fI
If best single-engine role-ol-climb speed is used as takeoff speed, increase SOIt obstocle clearance distance by 17% with flops 7 0.
NOTES •
I
�fI
If best single-engine rote-ol·climb speed is used as takeoff speed,increase SOIt obstacle clearance distance by 25% with flaps 0 0.
lA-lOA-l-l
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TAKEOFF GROUND RUN
rv
1, 000 FT
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w '-'
z « � « w � '-'
w � '-'
« � �
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A2-8
Change 4
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A2-23
T. O. lA-10A-l-l MODEL , A ·lOA DATE , 30 NOVEMBER OATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TFJ4-GE-100l-1OOA
R C R Without ANTI-SKID
1 982
RCR 23
12 5
CONDITION DRY
WET ICY
14 . .. .
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0
52
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Figure A2-9 A2-24
Change 2
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T 0
MODEL , A-1M DATE , 30 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TF34-GE-IOOI-IOOA
•
I
• •
- - 1" .. :,\ , .
WARNING
- - ..
I
Takeoff distances lor unimprovE!{] surfaces will be significantly increase
II
10
x
w '"
'"
tt
0 w � « �
With speed brakes closed, increase distance by 7%.
It best single-engine role-ol-cllmb speed Is used as takeoff speed, Increase critical field length by 16% with flaps 7 0 and 22% with flaps 0
Flaps 7 ° S p e e d B r a k e s Open 1 00%
:
8
7 6
5
4
0
°
With flaps 0 , increase distance by 7%.
'"
CRITICAL FIELD LENGTH
9
.----NOTES---, •
-�
- � --
Critical field lengths obtained for RCR's less than 12 are estimated and have not been substantiated by flight test data.
•
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( 20
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40
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RCR 12 S
23
CONDITION DRY WET IC Y
10
,
II
12
• . " ' 00-1-,
Figure A2-10 Change 4
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A2-25
T 0
lA-lOA- l - l
MODEL , A-lOA OATE , 30 NOVEMBER 1981 DATA BASIS , A . F . FLIGHT TEST ENGINES , I1ITFJ4-{;E-100i-l(lOA
REFUSAL SPEED Flaps 0 0 or 7 0
I WARNING I
Max. or 3% Below Predicted Fan Speed Speed Brakes Open 1 00% '-
' _�_
· · · : � i l � ! � ! J. t I T I : ! i J" I & I � i : i !i.iTt.·I�,!··!,T'i. I·, !i!!' · 1fil l" ��I�ffi,i.I 1SHUi.i·I!fI�lJ{;lfl�!mmWHl l:":f1f!t;ll' [t: Jli ;ilIl! UlmfH.f,+It.:�.'! �l, -----l
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S'b=ra=k= nrH t�= " C=h= :"� �em �i�; � er= I im=� ;t� gy== ec=k�:� e=en== speed, if lower than refusal speed, use limit speed. :,� Add headwind to or subtract tailwind from speed. With speed brakes closed, dry runway. decrease speed by 4%. With speed brakes closed. wet rIn peed by 13�. .l ,
I
.
ed :����:��OV i �i�l�! �1� ;fi subslantialed by Ilighl lesls.
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A2-11
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A2-26
Refusal speeds obtained for RCR's less Ihan 11 are esl;,;maled I and have not ooen substantiated
•
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140 130 120 110 100
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-
0
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THIS
4
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A2-27
TO
lA- I OA - I - 1
MODEL , A-lIlA DATE , 30 NOVEMBER 1981 DATA BASIS , A , F , FLIGHT TEST ENGINES , (11 Tf34-<;E-IOIY-lOOA
CONTINUATION SPEED
' dd ) til li b Itt , till 1 ! m" T
1'J1't!I' 11
T
.·.· . T
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TAKEOFf INDEX 7
B
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9
I
10
II
I
.�� W� A.� N� 'N� GJI�--�l
Takeoff distances for unimprOVed surfaces will be s ign i fi cantl y increased and have not been substantiated by flight tests.
r---•
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., " p • .H !�
'0
�
" 10 I
o
�
30 :::
70
Figure A2 A2-28
Change 4
80
CONTINUATION SPEED KIA S 90
100
110
- 12
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110
130 140
�
150 . , . ' -' (\A-I-"
TO lA-lOA-l-l MODEL, A-lOA DATE: 27 APRil 1987 DATA BASIS: A. F. FLIGHT TEST
CONTIN UATION SPEED •
ENGINES: (2) TF34-GE-l00/100A FUEL GRADE: JP-4 FUEl DENSITY, 6 . 5 LBjlJS GAL
WARNING •
I
Best S.E. RIC Speed used as Takeoff Speed
_���,
Takeoff distances for unimproved surfaces w i l l b e sign ificantly increased a n d have not been substantiated by flight lesls w
� �
� 1 g �u
1 «>- w� �7 t " ��00�� � �� �� �� �.J 70 90 � 100� 110� 120 130 140 ISO� 160 � /
__
figure
CONTINUATION SPEED - KIAS
A2 - 1 2 A
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Change 4
'A-i-IOA_D
A2-28A
T 0
IA-IOA-I-I
MODEL , A-lOA DATE , 3D NOVEMBER 1982 DATA BASIS , A , F , FLIGHT TEST ENGINES , 121TFJ4-i>E-I00 -1 00A
WHEEL BRAKE ENERGY LIMIT SPEED
50 "
- " ',.,_', ,',
40
�--NOTE ------ Head/Tailwind component �hould be
added to IsuLtracled from the computed wheel brake ener9Y limit speed to . obtain corrected speed.
-30
i
..
; i "
i
' ; ; i ;. ' ; H ,
' ·i··'· ;
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.
.
_ . , . -,.. .•
' , ; i '"
110
120
IJD
140
150
160 l7D
180 190
WHEEL BRAKE ENERGY LIMIT SPEED � KIAS . , - , - '00·'- '1
A2-28B
Figure A2-13 Change 4
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T. O. lA-lOA-l-l
MODEL , A-lOA DATE , 30 NOVEMBER 1981 DATA BASIS , A . F . FLIGHT TEST ENGINES , 11I TFJ4-GE-IOO-lOOA
'K-"'-
ACCELERATION CHECK SPEED
,
,
TJ
TIME ","f': ..\t'.. ::;: :. . : f,fIIJ:I JHJ L D ISTANCE - -. .· ..
r,··"··,·o" .
,,::
··
.
__
·....
;.., . , :: ,:l:IJJIJ1I1 L:.1-:.: 'LUi ,., i j j j 1 t:. � , ,
, • i
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H ,. , .
:.±'; "
, .; •
�
ii
" i. .L"
I
·
l i i; f
·
., ',
.
·
WARNING
•
I
•
TAILWIND
0
10
10
Takeoff distances for unimproved surfaces
30
will be significantly increased and have not been substantiated by flight tests.
�
� �
?
0 z '"
40
I ' n iL
1
w�;�:��;��ut�BD�����IOOYijl�ID�I�170�I)�D�14�D�I�5D�I�� ACCELERATION CHECK SPEED KIAS �
Figure A2- 1 4
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Change 3
A2-29
-
T , (), l A - l OA- l - l MODEL , A-lOA
: RUNWAY WIND l _':9 _I'.1PO NENTS
DATE , 30 NOVEMBER 1982
=
DATA BASIS , A . F . FLIGHT TEST
ENGINES , 121 TFJ4-GE- IIXI-lOOA
---- NOTE --
,
Enter chart with steady wind to determine headwind or
4r
---,
tailwind component and with maximum gust velocity to determine crosswind component.
- 10°
0°
60
>'
(
� z � z 0 �
" 0 u
0
.!'O
%
CLEAN AIC NORMAL OPERATION
55
� � 0 z
iJ "�t;;:j£';
CROS S'NINO LIMIT -
�
t;;:j � ", ,,,"
50 45 40
•
r<;
",
"
35
30 25
" 20 >«
"
z � �
-
15 10
- -- - --
5 0
0
5
10 15 20 25 30
-- - - - - -
35 40 45
50
55
80°
90 °
60
CROSSWIND COMPONENT rv KNOTS
A2-30
Change 2
Figure A2-15
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T 0
PREDICTED TAKEOff
L-
FAN SPEED (PTFS)
--"
__ __ __ __ __ __ __ __ __
--9
MODEL , A-lOA DATE , 21 MARCH 1984 DATA BASIS ,T.O. 1 A - l 0A- l - 1 S- l 0 ENGINES , llI TFJ4-GE-llXl'-IODA
,
I
lA-lOA-l-l
WARNING
I
Fan speeds less than the predicted fan speed will result in reduced single engine rate 01 climb and will adversely allee! other lokeo/f parameters. Under criticol operating conditions (shorl runway, high gross weight, high temperature, pressure oltitude, elc.) an abort may be the appropriate action II predicted fan speed cannot be achieved.
,--- NOTES -------, • Fan speed should be checked ofter approximately 1 . 000 feet on takeoff roll . S i nce fan speed i s (] direct indicotion of thrust. obtaining the fan speed shcmn below (with or without droop recovery), i s necessary to o�ain the performance shown i n this technical order for maxi mum pcmer takeoff.
I' I· I
I .
•
Approximately four minutes operation ot or n€(lr maxim u m power prior to takeoff w i l l minimize thrust droop. Thrust can be increased up to 4," (1.6," fan speed increase by minimizing droopl.
l •
•
OAT �c
Figure A2-l6
www.eFlightManuals.com .
Change
5
A2 -31
T 0
lA-lOA-l-l
MODEL, A-lOA DATE , 27 A P R I L 1 9 8 7 DATA BASIS, A.F. FLIGHT TEST ENGINES, ( 2 ) TF34-GE-l00/l00A FUEL GRADE, JP-4 FUEL DENSITY, 6.5 lB/US GAL
A2-32
Change 4
REQUIRED FAN SPEEDS for SINGLE ENGINE RA ITS OF CLIMB Flaps 7 ' , Gear Down, Maximum Thrust, A t Takeoff Speed
Figure A2 -
17
(Sheet
1 of
2)
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T 0
MODEL, A-lOA DATE: 27 APRIL 1987 DATA BASIS , A.F. FLIGHT TEST ENGINES , ( 2 ) T'34-GE-lOO/lOOA FUEL GRADE, JP-4 FUEL DENSITY , 6.5 LB/US GAL
lA-lOA-l-l
REQUIRED FAN S PEEDS for SIN GLE ENGINE RATES OF ClIMB Flaps 7°, Gear Down, Maximum Thrust, A t Takeoff Speed
SINGLE ENGINE RATE OF CLIMB AT TA K£OFF � FPM
85
>'
� �
'"
I
80
0
w w � � z
"'" � 0 w
'"
� 0 w �
70
>'
� �
...
(
0 � � � �
80
z
"'" �
Figure A2 - 17 (Sheet 2 of 2).
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Change 4
A2-33
T O
IA-IOA- I-I
MOOEL, A-lOA DATE : 27 APRIL 1987
REQUIRED FAN S PEEDS for S I N G LE ENGINE RATES OF CLIMB
OATA BASIS , A . F . FLIGHT TEST ENGINES , ( 2 )
TF34-GE- 100IlOOA
FUEL GRADE, JP-4
Flaps 7°, Gear Up, Maximum Thrust,
FUEL DENSITY, 6.5 L B I U S GAL
u 0
(
� oc '" �
'" oc
A t Takeoff Speed
3D
20
10
� �
'"
� �
80
75 70
A2·34
Change 4
Figure A2
-
i8 (Sheet 1 of 2)
www.eFlightManuals.com
'" �
oc ..
I
0 � � � �
'"
z
�
TO lA - l OA - l - l MODEL, A-lOA
DATE : 27 APRIL 1987 DATA BA S I S , A . F. FLIGHT TEST ENGINES, ( 2 ) TF34-GE-100/100A
REQUIRED FAN SPEEDS for SINGLE ENGINE RATES OF CLIMB Flaps ) 0, Gear U p ,
FUEL GRADE, JP-4
M a x i m u m Thrust,
FUEL DENSITY, 6.5 l B f U S GAL
At Takeoff Speed
90
85
'"
� �
...
(
80
0 w w � 0 z « � 0 w
75
'"
� 0 w �
70
85
'" � �
80
0 w w � 0
75
'" (
z « �
70
Figure A2
-
18
(Sheet 2 of 2)
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Change 4
A2-35
TO 1.'1.-10.'1.- 1-1 MODEL: A-lOA DATE, 27 APRIL 1987 DATA BASIS: A. F. FLIGHT TEST ENGINES:
REQUIRED FAN SPEEDS FOR SINGLE E N G I N E RATES OF CLIMB
(2) TF34-GE-100/100A
FLAP EFFECT
FUEL GRADE: JP-4 FUEL DENSITY,
6 . 5 lB/US GAL
86 1-: c.: .c c : ;.:1·· ;; C_. - ....c r
Maximum Thrust
: ...:.;
.. c
.;. : .
:.. ;.• .:
'" � �
'"
I
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� « � � 0 w w � � z « � 0 w �
78 76
� 0 w �
70
REQUIREO FAN S PEED, FLA PS
A2-:JG
Change 4
I
F'igure A2
7° �% RPM
- 19
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84
86
88
TO 1A-10A-1-1 MODEL: A-10A
REQUIRED FAN SPEEDS
DATE: 27 APRIL 1987
FOR BEST SINGLE ENGINE RATES OF CLIMB
DATA BASIS: A. F. FLIGHT TEST ENGINES:
Maximum Thrust Flaps O � 7°
(2) TF34-GE-100I100A
FUEl GRADE: JP-4 FUEL DENSITY: 6.5 LB/tiS GAL
1
84 - : .
'"
� �
I
' •.
• •
L
82
'" u � � � � � � 0 � 0 � � � 0 � � 0 � � � � z « �
80 78 76 74 72 70
FAN
SPEED REQUIRED FOR R Ie A T T. O. � % RPM Figure .'\2
-
20
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Change 4
88 lA-I-10A-(
A2-371(.'\2-38 Blank)
-1
PAH T III C LI M B
OF
I
LIS T O F C HA H TS
I
I
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Sample Problem
Give n :
A.
rt
B.
Start
C.
Thr u s t
D.
De s i red
o 0 0 0 1b
, 00 0
E.
F u el , t i m e , c H m b from 2 , 0 0 0 2 5 , 0 0 0 fe et p re s s u re
a re
lis e m ax i m um
u se d
1.
Sta rt c l i m b
o
2.
Start c l i m b pre s
i n the s a m e m a n n e r .
000
5 , 0 0 0 ft
:3 .
D IRECTIONS f O R U S E O f C HA RT S
g ro s s to the p re s -
4.
i ndex
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-0 .
•
),
OA- -
B,
1 00 IIJ
to th
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L 1 0 , 0 0 0 I II 2 5 , 0 0 0 It
- 0 1
.
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000
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-10
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Ti m e
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rn
l A- 1 0A - l - l ::::: time , 00 0 ft. A. m in
B. , 00 0 , 00 0
C R U ISE. C H A RT S
C r ui s e
C. 1.
NM -
eei
G ro s s
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NM
-0.
S E RV I CE
4.
I
I
1. 2.
D i RECTIONS f O R U S E Of C H A RT S
G
�, 1 <
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\
1 0A
T . O . 1A- l OA - 1 - 1 4. - 1 0 "e 5. E.
1.
:32 , 8 0 0 ft
C rui s e
Use c ruise and service c eiling chart , A:3-4 , bottom of chart: :37 , 50 0 l b
Gro s s
-0 . 65
2. :3 .
Go to " n lrY'1 >'HH" " baseline
4.
variation from standard
G.
Service
proceed a c ro s s to s i ngle- e ngine the c orrections for 0" c an b e appl i ed to the ch a rt Sample Problem
Given :
34 , 6 0 0 ft
BEST SINGLE-ENGINE RATE OF CLIMB SPEED CHART rate of climb speed c limb speed at maximum th rust and windm i lling . The 7 " . a nd landing gear on of runway temperatur e , p r e s s ure altitude . gross weight , and drag i ndex a re shown o n the chart . Note the corrections to be for landing gear u p corrections are to obtained direc tly Whe n the ai 1'c raft is flown • th e r e s u ltant rates of A 3 -6 . on
Note from thi s chart to the com puted from figure obta ined for the speed is l e s s , u s e takeoff for best s i ngle- e ngine c limb w ith gea r dow n.
A.
Runway
B.
Pressure
C.
Gro s s
D.
D rag
'" - 0 . H 5
,E .
Flap
7 '"
F.
Landing gear position
1 5 "C 1 , 00 0 =:
4 0 , 0 0 0 lb
down
Calculat e : A.
Best
B. Use best cha rt , figu re A:3 - 5
climb
1.
Runway
15
2.
P r e s s ur e
1 , 0 0 0 ft
:3 .
Gro s s we ight
4 0 , 0 0 0 Ib
4.
Go to baseline
5.
D rag index
i ndex
-0 . 6 5
H.
D IRECTIONS FOR USE OF C H A RT
E nte r the
drop v e rtically down t o the desired gro s s w eight . A t the point o f inter s ection with the weight c u rv e , horizontally to the r ight to th e drag If index is z e r o , the best
clim b s peed ru nway tempe ratu re , p roceed to to the pre s s ure altitude , and th en
gea r down ) Takeoff
7",
14 8 K IAS l�W KIAS
A�3 - 5
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T.
•
lA- l o A - .I - 1
E RATE OF
If d ra g i n d e x i s z e ro , to read
S am p l e Pro b l e m
G i ve n :
A.
148 KIA8
B.
P re s su re
C.
G ro s -0 .
D.
7
1
KIA8 F.
g gear pos ti
I G fl KLAS
S INGLE·ENGI N E RA TI:
C L IM B CHA RT
B.
li s e s
ne
rt
A:3 - 0 L Pre s s ur e altitud(, •
G ro s s
•
G o to
i nd e x
D IRECTIONS fOR U S E OF C H A RT
. (:;
of +250
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is
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'1' . 0 . lA-lOA-l-l
MAXIMUM THRUST CLIMB Fuel Used, Speed Schedule
�
§
�
� ...;
50
40
� S!
35
� '"
< � � ;: �
� �
0 �
+f ,
4 V
rn•• 'C
START, TAXI, TAKEOFF, AND ACCELERATE TO CLIMB SPEED PLANNING FACTORS
�
45
� � (
u �
.."..,. �
MODEL . A-lOA DATE . 30 NOVEMBER 1982 DATA BASIS . A , F , FLIGHT TEST ENGINES . 121 TF34-{;E-IOC\'-IOOA
FUEL USED
DISTANCE IBRAKE RELEASE TO CLIMB SPEEDI
30
<.>
TIME IBRAKE RElEASE TO CLIMB SPEEDI
, , , i· .';' T��.:t':'.""�
•-
·",,·<+,·.·v .
<
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•
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.. · "
•
1r-:CLIMB : : =;;-; = , =:-::::-:-::--:: S PEED SCHEDULE ALL GROSS WEIGHTS, DRAG INDEXES
PRESSURE ALTITUDE
I, 000 FT
SEA LEVEL
I"V
5
0
10 15 20 25 30 35 40
TEMP VAR FROM STD ",,-, °c 20
10
0
Figure A3-1 (Sheet 1 of 2) A3-S
Change 2
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INDICATE D AIRSPEED 200
195 190 185
ISO 175 170 165 160
500 LB 2 NM
1 MIN
1'. 0 . IA-lOA-I-!
+/ ,
MODEl , A-IDA DATE , 30 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 Tf34-GE-11XI/-1OOA
MAXIMUM THRUST CLIMB Time and Distance 0 1 - O "-' STD DAY
CRUISE CEILING
50 � w � � z
"
(
w
;§ �
40
30
20
10 -�.;;.-!+-:;:... - -- ..
::: � :;; 150
.L
'r
I
j
j
I
Figure A3-1 (Sheet 2 or 2 ) Change 2
www.eFlightManuals.com
A3-9
T O
lA-lOA-l-l
+7
3% BELOW PREDICTED FAN SPEED CLIMB
I
Fuel Used and Speed Schedule
§
MO D EL , A-IDA DATE , 30 NOVEMBER 1981 DATA BASIS , A . F . FLIGHT TEST ENGINES , (11 TF34 -(;E-IOO-IODA
50 45
4. 000
...�" • •
...r';:lli�.�.�:.. . . L , �. i !
'- , '
.¥.......
.
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.
.
,-.
. "-.-.
,
.
-,. •••�--.!.....-.
i- " " . ' .-..-. .. . - : - ., . : . ..·� t
·····-i· ·'".. ·¥···
1 . 000
500
Figure A3-2 (Sheet 1 of 2) A3-10
Change 4
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� " 4_W'" � .
T O
-��
MODEL , A-lOA B SS
DATE , 30 NOVEMBER 19B1 DATA A I , A . F . FLIGHT TEST ENGINES , 111 TFJ4-GE-IIXl' -IOOA
�
§
�
� -
;:U � W
�
I
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"" � � '" �� � 0 �
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SL
50
T f>
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45
:;; (
'
40
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,
�
� � "" �
TEMP VAR FROM STD
100
:;;
0 '" °c
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� u z « �
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150
T
100
J
•
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T
t-
t-
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,
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PRESSURE
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•
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ALTITUDE -
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-
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35
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DAY CEILING T
t
r
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0 �STD
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,
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,
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15
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30
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01
CRUISE
35
j
30
Time and Distance
40
60 � � � � z
3% BELOW PREDICTED FAN SPEED CLIMB
,I
- .
lA-lOA-l-l
TEMP VAR o FROM STD", C
A ' - I ' ''''' I'b
Figure A3-2 (Sheet 2 of 2) Change
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5
A3-11
T. O. lA-lOA-l-l MODEL . A·1DA DATE . 30 NOVEM BER 1981 DATA BASIS . A . F . fliGHT TEST ENGINES . 11I TF34-GE-lDO/-lOOA
COMBAT CEILING (500 FPM) Maximum Thrust
/" IP
45
r
COLDER
- � -.
40 I;:
- --
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,
+-
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-
----
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15
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r
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-
r' .
10
�
r !
15 L-----L 0 10 10
TEMP VAR FROM STD
!
15 °c
30
1 . r
j
;
'-i
I t I
35
.
"
,-�-.-�-.
.
Change
;
-j--- �., ;
!-�..
-
+
i
45
50
t
40
GROSS WEIGHT � 1. 000. lB
Figure
A3-12
.�.-�.-
t i T
.".,
A3-3
2 www.eFlightManuals.com
T 0 MODEL , A-lOA DATE , 3D NOVEMBER 1981 DATA BASI S , A . F . FLIGHT TEST ENGINES , 111 TFJ4-GE-llX\'-l(IOA
45
IA-IOA-I-I
CRUISE CEILING (300 FPM) AND SERVICE CEILING ( 1 00 FPM) 30/0 Below Predicted Fan Speed
9{�t�
f
-, �.�"./••,,,..... <•• ,
40 G:
§
-
I
35
� '"
� � >= � «
30
30
45
40
35
50
G ROSS WEIGHT � 1, Il00 LB
L .: .. SERVICE CEILING "
·.
(l1lO FPMI
�;" "" 10
10
10
0
TEMP VAR FROM STD",oC
30
15
35
40
45
"
i j
'
o! 41
50
GROSS WEIGHT � l , lIOO L B
Figure A3-4 Change 4
www.eFlightManuals.com -
A3-I3
"" '1"
-
-
'" .
T.O. IA-lOA-I-I
" " "
" ,,1111 MOOEl , A-lOA DATE , JO NOVEMBER 1981 DATA BASIS , A . F . fliGHT TEST ENGINES , 111 TfJ4-{;E' I(!()'-IOOA
BEST SINGLE-ENGINE RATE O F C L I M B SPEED Flaps 7 0 • Gear Down Maximum Thrust F a iled Engine Windmilling 50 ,
•
40 u
o
I
� w
§
•
.i .
10
� ;:; 10 w �
.
.
. ..
,
. . .
.
0
•
· 10 z => � ·10
> <
Compare chart value WIth computed takeoff speed. If value for gear down best climb speed is less than takeoff speed, use takeoff speed as best single-engine climb speed. Add 10 KIAS for gear up. Add another 10 KIAS for flaps up.
,---- NOTES
)0
'"
•
------
')0
-
170
-
100
• -
. I 'r"
....j.
-
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1 i
�
:
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r �·I � t
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130
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MODEL , A-lOA DATE I JO NOVEMBER 1981 DATA BASIS I A . F . FLIGHT TESl ENGINES I 121 TF34-{;E- l00I-l00A
b,,1 _ - L/ V
FUEL FLOW And SPECIFIC RANGE True Airspeed And Fuel Flow SINGLE-ENGINE Failed Engine Wind milling
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T. O. 1A-lOA-1-1
DIVERSION RANGE SUMMARY DRAG INDEX = 0 • STANDARD DAY • NO WIND CONDITIONS
RANGE AND
lUrE
WITH 1, 200 LB FUEL REMAINING FOR APPROACH AND LANDING
ll\lTlA L ALTITUDE 5L
x 1,000
� 0 0 � -
" .
�
Z
� "
"' 0 0 0 N
�
� � �
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.; "'
0 0 0 � �
,.
NM MlN
5
10
15
20
25
30
35
.
33
42
50
"
"
77
"
CRUISE AT INITIAL ALTITUDE AND DESCEND ON COURSE
35
OPTIMUM ALTITUDE CUMB TO OPTIMUM ALTiTUDE AND DESCEND ON COURSE
8
12
15
17
20
22
24
FT x l , OOO
10
15
15
20
20
25
30
NM
29
36
60
68
77
86
11
13
44
52
P,DN
15
18
20
22
24
26
NM
63
78
92
105
122
135
151
MIN
27
31
36
38
41
43
IT x 1. 000
25
30
30
'"
21
30
30
35
35
35
35
NM
89
99
110
121
131
142
153
MIN
28
31
33
35
37
39
41
102
123
142
160
183
202
22'
34
41
46
46
52
54
58
NM MIN FT x l , OOO NM 'flN NM r.nN FT
x
l , OO O
NM
�nN
CRUlSE ALT
26
CRUlSE FF - 100 LB/HR
DESCE"''' D15T - NM DESCENT FUEL - LB
241
CRUISE AT INITIAL ALTITUDE AND DESCEND ON COlollSE
60
35
35
35
35
35
35
35
35
173
185
207
219
230
241
45
48
"
197 52
54
56
58
60
14'
168
191
214
24'
268
296
317
46
56
60
60
68
69
74
76
35
35
35
35
35
35
35
35
236
249
261
273
28'
295
306
317
62
64
66
68
70
72
74
76
SL
5
10
15
20
25
30
35
185
178
176
17'
172
17.
168
'"
23.6
21.1
20.3
19.8
18.9
18.8
18.4
18.6
-
9
18
27
37
47
58
69
•
-
31
"
OPTI MUM ALTITUDE CUtom TO OPTIMUM ALTlTl'DE AND DESCEl\"I) ON COURSE
43
160
CRtnSE SPEED
CRUlSE AT INITIAL ALTITUDE AND DESCEND ON COURSE
'"
FT x l , OOO
- KlA5
OPTION
OPTIMUM ALTITUDE CUMB TO OPTIMUM ALTITUDE AND DESCEND ON COURSE
CRUlSE AT INITIAL ALTITUDE AND DESCEND ON COURSE OPTIMUM ALTITl.lDE
cut.m TO OPTIMUM ALTITUDE AND DESCEND ON COURSE
CRtnSE AT MAX RANGE AOA - 1 5 . 6 U1I;1TS
DESCEND AT 144 KIAS SPEED BRAKES CLOSED, IDLE THRUST
89
liS
142
167
191
FUEL, TIME, AND DISTANCE INCLUDED FOR CLIMB TO OPTIMUM ALTITUDE , CRInSE, AND ON-COURSE MAXIMUM RANGE DESCENT TO SEA LEVEL DESTINATION.
Figure A4-8 (Sheet 1 of 3 ) 114-21
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T.
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DIVERSION RANGE SUMMARY DRAG INDEX = 2 • STANDARD DAY • NO WIND CONDITIONS
RAKGE AND TH.IE WITH 1,200 LB FUEL REMAIr..'lNG FOR APPROACH AND LANDlNG INITIAL ALTITUDE SL
x 1,000
22
NM
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MIN
-"
0 �
�
�
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"
10
32
40
15 48
20 57
25 66
••
35
74
82
8
11
16
19
21
23
25
I.
15
15
20
2.
25
3.
35
NM
27
35
42
50
57
66
74
82
.ON
"
13
15
17
19
21
23
25
88
101
116
129
143
154
IT
x
1, 000
"
NM
60
74
'" �
.ON
2.
25
28
31
34
36
39
,.
0 N
FT x 1, 000
25
25
3.
3.
3.
3.
30
35
NM
83
93
104
114
124
134
143
]5,
>fiN
26
39
31
33
36
37
39
40 225
0 0
w �
�
5
NM
97
117
135
153
174
19:
2ll
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?nN
33
3!l
43
45
49
51
55
"
NM
8
�
FT x l , OOO
.ON NM
"5
3.
3.
30
30
35
35
35
35
149
16'
182
192
203
21.1
43
45
172
47
49
5.
52
54
225
133
159
182
205
231
253
279
55
29'
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loflN
46
52
57
60
65
70
70
.;
I T x l , OOO
35
35
35
35
35
35
35
35
NM
217
229
240
251
261
273
284
294
57
6.
61
63
65
67
68
70
SL
5
10
18.
177
24. 1
0
0
0
�nN
CRUISE ALT
64
15
20
25
30
35
175
173
170
168
166
163
22.0
21 . 1
20.5
19.6 19.5
19.2
19. 7
•
8
17
26
35
44
54
65
•
29
56
83
lOB
133
156
178
OPTI01\' CRUISE AT 1t-.'1TlA L A LTITUD£ AND DESCEND ON COURSE OPTIMUM ALTITUDE x 1 , 0 0 0 IT
CUMB TO OPTIMUM ALTITUDE AND DESCEND ON COURSE CRUlSE AT If',"lTlAL ALTITUDE AND DEscnm ON COURSE OPTIMUM ALTITUDE
CUMB TO OPTIr..ruM ALTITUDE ArID DESCEt-.'D ON COURSE CRmSE AT Ih'lTlAL ALTITUDE AND DESCEND ON COURSE OPTIMUM ALTITUDE C Ul.ffi TO OPTIMUM ALTITlJDE AND DESCEND ON COURSE CRWE AT 1t.'lTIAL A LTlTUDE AND DESeE};" ON COURSE OPTIMUM ALTITUDE CUMB TO OPTIMUM ALTITUDE AND DESCEND ON COURSE
IT x l , OOO CRUISE SPEED - KlAS CRUISE FF -100 LB/HR DESCENT DIST - NM DESCEJ>.'T FUEL - L" •
CRUISE AT
MAX
RANGE
AOA - 1 5 . 6 Ul>
DESCEND AT 146 KIAS SPEED BRAKES CLOSED. IDLE THRUST
FUEL, TIME, AND DISTANCE INCLUDED FOR CLI?m TO OPTIMUM ALTITUDE, CRmSE, AND ON-COURSE MAXI?fUM RANGE DESCENT TO SEA LEVEL DESTINATION.
Figure A4-8 (Sheet 2 of 3) A4-22
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T . o. lA-10A-l-l
DIVERSION RANGE SUMMARY DRAG INDEX = 4 • STANDARD DAY • NO WIND CONDITIONS
RANGE AND TIME WITH 1 , 2 0 0 LB FUEL REMAINING FOR APPROACH AND LANDING INJTIA L ALTITUDE x 1 , 000 NM
"
21
30
38
15
20
46
55
25
35
71
78
22
23
7
10
13
15
18
19
10
20
2"
NM
25
"
20
..:-
10
SS
"
'fiN
30
63
FT x l , (}()O
30
30
19
22
23 142
32
40
47
9
11
14
16
56
69
82
95
109
121
133
19
23
26
29
32
33
36
37
20
25
25
30
30
30
30
35
18
71
78
� �
r.nN
.;
NM
75
85
95
104
114
124
133
142
MIN
24
26
28
31
32
34
36
37
N1I1
90
109
126
143
163
178
?flN
31
35
39
42
,
4
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10
r.ON
NM
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5
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FT x l , OOO
FT x l, OOO NM MIN
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0 0 0
M
NM
lOS 2", 50
50
.30
35
30
30
30
30
133
14'
175
185
195
20'
38
ISS
165
41
43
44
47
48
50
50
170
191
216
235
256
266
30
30
125
148
?tON
43
48
55
61
59
64
64
FT x l, OOO
30
30
30
30
30
30
30
35
194
205
216
225
236
246
256
52
54
56
58
61
62
64
266
NM MIN
CRUISE ALT
52
5L
5
10
178
176
174
24.6
22.8
21. 8
-
8
-
27
FT x l,OOO
64
15
20
25
30
35
172
169
167
165
162
CRUlSE SPEED - KIA5 CRUlSE FF - 100 LB/HR DESCENT DlST - NM DESCE:r-.'T FUEL - LB •
OPTION CRUlSE AT INITIA L ALTlTUDE AND DESCEND ON COVRSE OPTIMUM ALTITUDE CUMB TO OPTIMUM ALTITUDE AND DESCEND ON COURSE
CRUISE AT INITIA L ALTITUDE AND DESCEND ON COURSE OPTIMUM ALTITUDE CUMB TO OPTIMUM ALTITUDE AND DESCE!\'1) ON COunSE
CRUISE AT INITIAL ALTITUDE AND DESCEND ON COURSE OPTlr.ruM ALTITUDE CUMB TO OPTIMUM ALTITUDE AND DESCEND ON COURSE
CRUISE AT INITIAL ALTITUDE AND DESCEND ON COURSE OPTIMUM ALllTUDE CUMB TO OPTIMUM ALTITUDE AND DESCEND ON COURSE
CRUISE AT
MAX
RANGE
ADA -15. 6 UNITS
2 1 . 1 2 0 . 2 20, 1 2 0 . 0 20, 8
16
24
33
42
51
53
77
101
123
144
61
DESCEND AT 148 KlAS SPEED BRAKES CLOSED, IDLE THRUST
165
FUEL, TIME, AND DISTANCE INCLUDED FOR CLIMB TO OPTIMUM ALTITUDE, CRUISE, AND ON-CQUHSE MAXIMUM RANGE DESCEI\'T TO SEA LEVEL DESTINATION.
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Figure A4-8 (Sheet 3 of 3) A4-23/(A4-24 blank)
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T. O . lA-lOA-l-l PAR T V E N DU HANC E
TA B L E O F C O N T E N TS
E ndura nc e Cha rts
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A5-1
LL'3 T OF CHAR TS
A5-1 A5-2
Gro s s Weight with Bank A ngle Maximum E nd u rance Maxim um E ndurance ( S ingle - Engin e ) •
•
•
•
.
•
•
ENDURANCE CHARTS
i s defi ned a s with bank angle , A 5 - 1 as a func -
(variation co rrection to total fuel flow i s u s e . Sheet 2 o f each
D IRECTIONS FOR USE OF C H A RT S
E nter A 5 - 1 with gro s s weight and to the right contour the nearest the bank
•
•
•
•
•
.
•
•
•
•
•
A5-5 A5- 6 A5 - 8
angle scale w ith th e bank a ngle a nd proj ecting up . A t the point of i nter s ection of the two proj ections , proc e ed to the right and read the equivalent gross weigh t . Now , e nt e r sheet 1 of figure A 5 - 2 (two- engi ne) o r A 5 - 3 ( s ingl e - e ng in e ) with pres sure altitude a nd proceed a c r o s s to th e r ight to equivalent gro s s weight . (If maximum loiter time i s des ired , u s e the upper right grid to optimum m a.x imum e ndurance altitude . E nt e r with equi va lent gro s s weigh t , right t o d ra g index . a nd the n down to altitude scale . ) F rom poi nt of inte r s ection with equi vale nt gro s s w eight , down to th e appropriate i ndex , then proc eed to th e to th e the temperature c o r rection grid (sta ndard day) . For nonstandard tem • contour the guideline s to the temperat u re condition s exist , variation (if standard th e c o rrection p roceed directly grid) . and th en pro c eed to the ri ght and r ead th e total fuel , in pounds per hour. or She et 2 o f the endurance charts p rovides opti m u m e ndu r a n c e airspeed and required ( o r loiter time available) . E nte r the po rtion of the appro priate chart with equi valent gros s w e ight , p roceed to to th e d rag i ndex , and then proj ect down to
A5-1
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T . O . lA-lOA- l - l
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T.O. IA-IOA-I-I MODEL , A-IDA DATE :
EQUIVALENT GROSS WEIGHT WITH BANK ANGLE
30 NOVEMBER 1982
DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TFJ4-GE- IOO-IDOA
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A5-5
T . O . lA-lOA-l-l
MOOEL . A·IOA OATE , )O NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TFJ4-GE-1OCHDGA
MAXIMUM ENDURANCE Fuel Flow and Opt. Altitude
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OPT. MAX ENDURANCE ALTITUDE � 1 , 000 FT S. OOO
Figure A5-2 (Sheet 1 of 2) A5-6
Change 2
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T . O . lA-lOA-l-l MODEL , A-IDA DATE , 3D NOVEMBER 1981
MAXIMUM ENDURANCE Speed, Fuel Required
DATA BASIS , A . F . FLIGHT TEST ENGINES , 111 TF34-GE- IOOHOOA
§ 4D
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I N DICATED AIRS PEED
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KIAS
3 . 000 1 '
1
3
FUEL REQU IRED
�
1. 000 LB
5
6
7
8
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Change 2
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A5-7
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50 �
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__ __ ���� 15110 ���lJO ���140 ��__� 150 160 170
__ __ __ � � -L �
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INDICATED AIRS PEED
180
190
100
� KIAS
4, 000
1 50
J
4
5
FUEL REQUIRED '"'..' I, OOO lB
Figure AS-3 (Sheet 2 of 2)
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6
7
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O . l A - l OA - l - l
PA.HT VI
TA BLE O F
LIS T O F CHA H TS
A6 - 1 1 AG - 12
lEVEL fLIGHT M A X I M U M SP EED
D IRECT I O N S F O R U S E O F C H A RT
5
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C H A RT S
. 0 . l A - lOA- l - l
B.
S A M P LE C O M BAT A LLOWA N C E 2 G D KIAS
D.
5 , 0 0 0 ft
Pres sure
maximum
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,
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•
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I
COMBAT T IME
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COMBAT A LLOWANCE-FUEL A N D C H A RT DI RECTIONS FOR U S E OF C H A RT
- fuel and time This chart i s
as a D I RE CT I O N S F O R ALTERNATE U S E O F C H A RT
Enter the chart to combat t im e and the fuel Sampl e Problem
G iven: fuel
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-
B.
I
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A.
5 , 000 , 000
Combat t im e time
B. chart ,
IN D ICATED
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1. D I R E CT I O N S FOR U S E Of C H A Ri S
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, 000
i NST A N T A N EOUS C H A RT
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is indicated a ir craft gross means of determ
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max i-
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D I R EC T I O N S
Probl e m
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T. O . 1A- 1 0A- 1 - 1 1.
3 . 28
Sample Problem
2.
2 7 5 KIAS
G iv en: ::::. :3 0 0 K IAS
•
Pre s su re
sea level
A.
Initial indi cated
·
Turn
2 , 2 0 0 ft
B.
Initial pre s s ure altitude
C.
Divc a nglc
D.
Pullout load
C . U s e turn A6 - 9 , bottom portion
::0
1 5 , 0 0 0 ft
4 ;) "
:l . 2 8 Calculate : 6. 7. ·
2 7 5 KIAS Pre s sure
s ea lev el
'I'urn rate
1 2 . 5 " /s e c
A LTITUDE LOST IN DIVE RECOVERY CHART i n a dive recove ry is A6 - 1 0 . altitude as a function of a ir-
A . Altitude lo s t i n a 4 5 " dive
p ullout from
B . U s e a ltitude lost i n c ha rt , figure A{) - 1 0
a
recovery
1.
Indicated a i r s peed
:3 0 0 KIAS
2.
Pres sure altitude
1 5 , 0 0 0 ft
3.
Dive a ngle
4.
Pullout load fac to r
5.
Altitude l o s t
1 , 4 0 0 ft
S A M PLE A LT IT U D E LO S T IN D IV E R ECOVE R Y Note A6-8 to obta i n the for
DIRECTIONS FOR USE OF C H A RT
CD
I N ITIAL I N D ICATED A I R S PEED
50 ) - 1 � 1 0A . 6- 1 1
.
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• A-IDA OATE • 30 NOVEMBER 1981 OATA BASIS . A . F . FLIGHT TEST ENGINES . 111 TfJ4'GE -IOCi-IOOA
MOOEL
LEVEL FLIGHT MAXIMUM SPEED Maximum Thrust
Change 2
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T . O . lA-lOA-l-l
MODEL , A-IDA DATE , 3D NOVEMBER
C O M B A T FUEL FLOW Standard Day
1982
TFJ4-GE-IIX\'-l00A
DATA BAS I S , A . F . FLIGHT TEST
ENGINES , 121
8
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I N D I CATED AIRSPEED � K I A S
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5
A6 -9
T . O . lA-lOA-l-l MODEL , A-lOA
COMBAT FUEL FLOW Standard Day - 2 0 °C Maximum Thrust
� '"
v ,
DATE ,
30 NOVEM BER 1982
DATA B A S I S , A . F . FLIGHT TEST
ENGINES , 121 TF34-GE - lIXIHOOA
5
"'
§
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(
4
;:
0 � � � w � � �
3
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2
INDICATED A I R S PEED
rv
KIAS
Figure A6-3 A6-l0
Change 2
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. 1 -1 - ' ClA-o-)
T . O . IA-lOA-I-I
MODEL , A·lOA DATE , 30 NOVEMBER 1982 DATA BASI S , A . F . fliGHT TEST ENGINES , 121 TFJ<1'GE' IOO/-looA
COMBAT FUEL FLOW
v
Standard Day - 20°C 3'" Below Predicted Fan Speed
,
-+------
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+ t-
j
2 . .1-
I -.
1
J. 150
200
250
loo
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.t t·i 1
400
450
INDICATED A I R S PEED � KIAS
Figure A6-4 Change 4
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A6-11
T . O . lA-lOA-l-l
MODEL . A-lOA DATE . 30 NOVEMBER ]9B1 DATA BASIS . A . F . FLIGHT TEST ENGINES . 111 TFJ4-GE-10il/-1OOA
COMBA T FUEL FLOW Standard D a y + 2 0 oC
§
-
5
4
3
1
]00
400
45D
.
. '
:
. .
.
:
:
:
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.
.
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Figure A6-5 A6-12
Change
5
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I�
MODEL , A-IDA DATE , 3D NOVEMBER 1981 DATA BASIS , A . F . fliGHT TEST ENGINES , (1) TFJ4-G[-lOO/-l00A
T.O. IA-IOA-I-I
COMBAT ALLOWANCE Fuel and Time
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I
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16
.
11 8
t-
4
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o
5
10
15
10
15
30
35
COMBAT TIME rv MINUTES
40
45
• ' - ' · 'UA-b-o
Figure A6-6 Change 2
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A6-I3
T . O . IA-lOA-I-I
MODEl , A-lOA DATE , 30 NOVEMBER 19B1 DATA BASIS , A . F . FLIGHT TEST ENGINES , 11) TFJ4-GE-IOI)I-looA
SUSTAINED T U R N PERFORMANCE Standard Day Maximum Thrust
,
.
"
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r
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I 100
,
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35
t
100
1S0
300
.
-
1
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3
4
SUSTAINED LOAD FACTOR
I N D I CATED AIRS PEED � KIAS
.1 -r. .. -,-
100
I so
100
I
300
1S0
)NDICATED AIRS PEED
�
KIAS
3S0
1 3 SUSTAINED LOAD FACTOR
FIgure A6-7 (Sheet I of 2 ) A6-14
Change 2
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4
" -'-'0.0.-."/
T . O. lA-lOA-l-l
MODEL " A-lOA DATE " 30 NOVEMBER 1982 DATA BASIS " A . F . fliGHT TEST ENGINES " III TF3<1-GE - 111ll' -IOOA
SUSTAINED TURN PERFORMANCE Standard Day Maximum Thrust
�
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•
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.... ·
·····
5
+
Sl
f..
+. . ....
INO ICATEO AIRS PEEO � KIAS
SU STAINED LOAD FACTOR
I DRAG INDEX' 81 l. .
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i
GROSS WEIGHT � I . OIJO lB
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GROSS WEIGHT � I . OIJO LB
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§
Cl
300 100 150 150 INDICATED AIRSPEEO � KIAS
350
1 3 I SUSTAINED LOAD FACTO R .
Figure A6-7 (Sheet 2 of 2 ) Change 2
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4 ·
, · '...·I;-a
A6-l5
T . O . lA-lOA-l-l
� ,
INSTANTANEOUS TURN PERFORMANCE
8
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MODEL , A-lOA DATE , 3{) NOVEMBER 1981 DATA BAS I S , A . F . FLIGHT TEST ENGINES , 111 TfJ4-GE 1OO/ looA
-15 ,
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100
1
l
150
100
Figure A6-8 A6-tO
Change 2
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-
ToO.
l---
MODEL , A-lOA DATE , JO NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TFJ4-GE-IOll' - IIIIIA
i
,
TURN RADIUS and TURN RATE
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TURN RAOIUS � IIIIIO FT
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3
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5
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LOAD FACTOR
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7
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0, T
I,
,I
TURN RATE�DEG./SEC.
" · '·'00" '1<
Figure AG-9
Change 2
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A6-17
T. O. lA-10A-l-l
MODEL , A-IDA DATE , JO NOVEMBER 1982 DATA BASIS , A , F , FLIGHT TEST ENGINES , 121 TFJ4-GE - 1 01l'-lOOA
J--(
ALTITUDE LOST IN DIVE RECOVERY
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PRESSURE ALTITUDE � 1 , 000 FT t.
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ANGLE "V DEG
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INITIAL INDICATED AIRSPEED � KIAS
-
INOTES,..-,-, -,r-, ---, --,--, -,-• A 2-second delay i s included 10 allow for buildup to recovery load factor. • Consult figure A6-8 to obtain the maximum recovery load factor for a given ai rspeed, altitude, and gross weight.
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Change 2
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29 A I -I-'OA-;'-',
T . O . l A - l OA - 1 - 1
PAR T VII D ESC ENT
TAgL E O F C ON T E N TS
Max i m urn Descent Pene trati on De s c e nt CharLs
.
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LIS T O F CHARTS F i gu r e 1 A7-2
Max i mum D e s c e llt . Penetration Desc ent •
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MAXIMUM RANGE D ESCENT CHARTS lVlaximum range de s c e nt pe A 7 - 1 , sheets 1 , 2 , a m eans of • and to s ea for any and are
DIRECTIONS FOR USE OF CH ARTS
Sample Problem
Given: A.
gro s s
:::::
, 00 0
B.
A7-1
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1
C.
lJs e m axi m um 2
A 7- 1 , 1.
Gro s s
2.
P re s s ur e altitude
') d .
5 , 000 , 0 0 0 ft
i nd e x
4.
G o to
G.
Time
fuel 1
L
, 00 0 I b 2 ;:; , 0 0 0 ft
D.
lA m i n
U s e m ax irn u m r a nge A 7 - 1 , s h e et , 00 0 1 b
1.
Gro s s
2.
P re s s u re a lt i t ud e
2
, 00 0
index
+10
4.
1 15 I b
Go to ne
:3 5 , 0 0 0 I b
7.
;J .
+10
i nd e x 1 5 5 KIAS
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D i s ta nc e
S A M P L E MA X I M U M R A TIME
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1 N TvI
D ES C ENT ,
A- I
C ENT ,
Sample Problem Given:
A. B. C. , I
:
i ndex Pre s s ur e
i 'I"
P E N ETRATION DESCENT C H A RTS C a lc ulate :
B.
ese
S A M P LE FU U S ED D IR E CT I O N S F O R U S E Of C H A RT S
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,1 --
2
. 00 0
1
T. O . L
Gros s
�3 5 , 0 0 0 Ib
2.
P r e s sure altitude
2 5 , 0 0 0 ft
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4.
•
index
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Tempe ratu re vari ation from s tand a rd
+1 0
D i s tanc e
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Go to
Fuel used
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Gro s s
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P re s s ur e
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4:
S A M P LE P EN ET RATION D ES C ENT ' TIME A N D D I S TA N C E
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7.
Go to temperature baseline
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8.
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TEM P V A R FROM SID D A Y
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1 - IOA- ; - :,
L O . lA-lOA-l-l MODEL , A-1M DATE , 3Q NOVEMBER 1982 DATA BA�;'5 , A . F . FLIGHT TEST ENGINES , i21 TF3HE -100I-l00A
o::l �
§
M A X I M U M RANGE DESCENT -Fuel Used, Speed Schedule Idle Thrust, Speed Brakes Closed
� 50 -
45 · . - .
8 4 0 -4
DRAG INDEX 30
-
.
�
� � -25 � -� � -� � -� 120 180 200 140 160 INDiCATED AIRSPEED � KIAS .._.
Figure A 7-1 (Sheet 1 of 3) Change 2
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A 7-5
T.O. lA-lOA-l-l
M A X I M U M R A N G E DESCENT -TimeIdle Thrust, Speed Brakes Closed 50
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DRAG INDEX:
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MODEL , A-lOA DATE , JO NOVEMBER 19B2 DATA BASIS , A _ F . FLIGHT TEST ENGINES , 111 TFJ4-GE - IOO'-IOOA
Change 2
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- ,,,..-,-)
T . O . lA-lOA-!-!
MODEL , A-IDA DATE , )0 NOVEMBER 1981 OATA BASIS , A . F . FLIGHT TeST ENGINES , 111 TFJ4-G[- JOOHOOA
MAXIMUM RANGE DESCENT -DistanceIdle Thrust, Speed Brakes Closed
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A7-7
T . O . lA-lOA-l-l
-/:
PENETRATION DESCENT -Fuel Used80% Core RPM Speed Brakes Open 40% 200 KIAS �
§
_.
50 - - , , · �
45
f
:
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MODEL , A'IOA DATE : NOVEMBER DATA BASIS , A . F . fliGHT TEST ENGINES , 111 TfJ4-GE-IOIl'-looA
<>
t·
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500
400 w �
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w � =>
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300
.
.
200
100
Q"t�
010 \\ 10
0
TEMP VAR FROM STD DAY "' oC Figure A 7-2 (Sheet 1 of 2)
A7-8
Change 2
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30
1982
T.O.
MODEL , A-IDA DATE , JO NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 111 TF34-GE IOO/ IOOA -
50
� �
§
PENETRATION DESCENT - Time And Distance' 80% Core RPM Speed Brakes Open 40% 200 KIAS
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Figure A7-2 (Sheet 2 of 2) Change 2
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A7-9/(A7-10 blank)
PAR T V III
.F e
(GE N E R A L )
A PPROACH S P E E D C H A RT
D IRECT IO N S FOR USE OF C H A RT
Note
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T. Sample Problem
recommended way temperatu r e pre s s u re landing distanc e s a re quantity , c alled is la nding l a r conditions
O O O lb
for
figure D IRECTIONS F O R USE OF C H A RT
3 0 , 0 0 0 Ib
E nter
"
o KIAS o
KIAS L A N D I N G I N DEX A N D A I R D I ST ANCE C H ART
tions m ust
Sa m p l e Problem
SAM
F I NA L A P P ROA
S P EED
Given:
A.
Landing gros s
B. C.
Runway
D.
Pre s s ur e
E.
Headwind :::;; 1 0
c
I±l
Ci. VI
::t: U <:
� Ci.
Ci. <: -J <:
� 1..1-
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C al c ulate :
at minimum
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ft
.
air
1
10 2 , 0 0 0 ft
1,
ft
1,
ft
Note L A N DING G ROUND ROLL DISTANCE C H A RTS
D
DIRECTIONS FOR USI! OF C H A RT S
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.
Pro b l e m
5.
Go to runway
7. R
, 000
10
A S -4
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T.O. lA-lOA-l-l MODEl , A·IOI. DATE , NOVEMBER 1981 DATA BASIS , ENGINES , TFl4-GE-lOO'-looA )0
111
FINAL APPROACH SPEED
bY
A . F . FLIGHT TEST
,
,----- NOTES --------, Subtract 10 knots from dual-engine final •
•
approach speed to obtain tOUchdown speed, except for minimum run . S i ngle-engine final approach speed i s maintained until landing i s assured.
170
160
�
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(
140
0
I:j � � '" '-'
« 0 � � � « � «
IJD
110
� �
110
.. . ..
100
•
m
�
GROSS WEIGHT
Figure 8-1
W
"V
1 , 000
LB
6
Change 3
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1
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AS-5
1' . 0 . lA-lOA-l-l
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Figure AS-2 AS-6
111
-
-
u
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1981
A . F . FLIGHT TEST
With flaps 0° increase air distance by feet. At speeds for min i m u m ru with flaps decrease ai r di stance by 150 feet. Decrease (increasel air distance by 10 feet per 1 knot headwind Uailwind)'
50
0
MODEL , A'IM DATE , NOVEMBER DATA BASIS , ENGINES , TFJ4-{;HO()!-JOOA JQ
LANDING INDEX AND AIR DISTANCE ° For Flaps 20 , Recommended Speeds
Change 2
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/" V
T . O . lA-lOA-l-l
MODEL , A-IDA DATE : 30 NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , (11 TFJ4-GE- 101lI -l00A RCR 11 (2
5
LANDING GROUND ROLL DISTANCE Flaps 20 ° Speed Brakes Open 1 00%
I
CONDiTiON DRY WET (CY
WARNING
I
Landing ground roll distances obtained for RCR's less than 12 are estimated and have not been substantiated by flight test data. liD
x � 0 z '"
z 0 z <: �
100 90
•
l
80
;:. . : . i. . . . . e landing ground roll distances
7D
D
lD
40
ID 5
may be used for single-engine planning , provided dual-engine touchdown speeds are achiENe
•
1D
30
With flaps 0 °, increase distance by 100 feet.
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\ \
\ \ \
\ \
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:. ' . • - ;: ..;.•
,
At speeds for minimum run with flaps 20°, decrease distance by 180 feet.
.
\
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°0�----;-----?1---'3---'4---'5--�6�--7�--�8 LANDING GROUND ROLL DISTANCE "-' 1 , 000 FT Figure AS-3
Change 2
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A8-7
T.O. lA-lOA-l-l
LANDING GROUND ROLL DISTANCE Flaps 0° Speed Brakes Closed
"
.
-, "
MODEl , A-lOA DATE , NOVEMBER DATA BASIS , ENGINES , TF34-GE' I()(I-IOOA 30
,,
I
RCR CONDITION DRY 23 WET 12 5 ICY x
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30
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90
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WARNING
. l'
100
� 80 S
o z
121
landing ground roll distances obtained tor RCR's less than 12 are estimated and have nol been sUbstantiated by flight test data, ,---NOTE Landing ground roll distances may be used for single-engine planning, provided dual engine touchdown speeds are achieved.
120 1I0
1982 A . F . FLIGHT TEST
40 0
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Change 2
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-
T.O. lA-lOA-l-l
-� I .v
MODEL , A-lOA DATE , 3D NOVEMBER 1982 DATA BASIS , A . F . FLIGHT TEST ENGINES , 121 TF34-GE- IOO-looA RCR 23
CONDITION DRY
12
WET
5
ICY
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x
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90
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z
LANDING GROUND ROLL DISTANCE Flaps 20 ° Speed Brakes Closed
o
.' .
,'
%r;'�'H r _
.; _
.
. ··' . ·-" .
.
.q.;
WARNING
I
landing ground roll distances obtained for RCR's less than 12 are estimated and have not been substantiated by flight lest data. ,- - NOTES -------� Landing ground roll distances may be used for single-engine planning. provided dual:�g�;:���:�����:�edrsU:ed � :� ;:�' distance by feet. •
-
•
,,�udu"_,,*. .
250
80 70 0
�
10
(
20
jE
30
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0 z
� z � u � � �
40, 0
(
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0
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2 3
1
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BASELIN E
23
• .•
t-
15 \ \
10
\ \ f
5 0
-
0
-
2
I
3 4 5 6 LANDING GROUND ROLL DISTANCE � I , DDD FT
7
1
8
9
.. , - \ -'OA-8-"
Figure AS-5 ", u . s . GOVERNMENT PRINTING Of-FleE
1985-687-091/20091
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Change 2
A8-9/(A8-10 blank)
fERRY C R U I S E PR OFILE
Note
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, 00 0 1
27 ,
S t a r t , Ta x i ,
and A cce l e r a t i o n to C l i m b
Speed
Tota
, 600
C l i m b t o C r u l l e A l t it u d e to
mb
,
0 0 I II
0 . 00
1.
0.
b G e n e r a l Cammenh.
n
C r ui s e t o Des t i n a t i o n Determ i na t io n of G rolS
a t E n d of
C r u l le
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rui
to
0,
NM
Crulle t o Desti n a t i on m
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F i rst Crul.1I
M
to NIIW Opt imum Crullll
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-1 C l i m b t o F i n a l O p t i m u m Cruise A l ti tude
1 , 1 3 0 Ib Proceeding in s am e m anne r as climb from 2 7 , 0 0 0 following data from 3 0 , 0 0 0 - 3 5 , 0 0 0
Ib c ruise gros s 8 5 0 - 3 05 ) In
�3 8 , 54 5 Ib
m a nner , - 18.
5 . 5 min 2 7 NM
sta nc e Second Cruise Segment
c ru i s e gros s
:3 0 , 0 0 0 ft) ;3 8 , 54 5 Ib
Fuel used in c limb 3 0, 0 0 0 - 3 5 , 0 0 0
410
Tim e to c l i m b
9 min
D i s ta nc e d uri ng c l i mb
4: 5 N .M
Initial c r u i s e gros s , 90 0 - 4 10 )
3 1 , 4 9 0 Ib
F i n a l Cruise Segment
Sta rt c ruise
3 1 , 4 90
E nd c r u i s e gro s s
2 �) , 1 0 0
3 1 , 900 1 b , 22 3 Ib
c ru i s e gro s s u s ed C ru i s e
6,
Ib
c r u i s e gros s w eight C rui s e
2, 5 , 0 0 0 ft
, 0 0 0 ft
range
0 . 48 0
o.
1 76 2 8 3 K TAS
2 7 7 K TAS ra nge
0 . 124
8 24 N M tim e
, 000
1 7 5 mIn
ra nge ( Nl\,r/Ib x fue l ) C ruise tim e (N M : K TAS)
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0 . 14 9 N
NM 77 m i n
, 70 0
m in
CI.O!'U! A I R S UPPORT Hi 1.0·HI
L
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Accel e ra t i c n t c
M
1.
18
NJ\l
I,
40 , 519
range
Crui se t c
C ru i s e di s ta nc e
130
Fuel
1 , 5 03
NM
c r u i s e gro s s Change I n Grcss Weight During Ccmbat
gro s s C o mbat true pre s s ur e
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300 5 0 0 ft
T
•
•
12
o.
n
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1,
in Tinl C M
Fuel RequIred for Million
rui Cru lle t o Target
)
1 ft
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fuel
for MII'Mlli l on
0 , 40
ft
605 CLOSE A I R S UPPORT (CAS) M I SSION,
1.0·1.0·1.0
NM
Data
ft
1)
9, o n s tations 3 a nd 9 , 1,
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C l i m b to Crulle A l t i tu d e
•
K
C r u lle t o )
, 00
() , O O
. 00
, 1: 0
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Ib
NM Ib E nd Total Fuel Req u i red for Mission Change In Groll Weight DurSng Combat
Start ,
to 5 0 0 it at 5 0 0 it to
1,
Ib
5 0 0 it at 5 0 0 ft
3, 550
at 5 0 0 it to I've 300 Total MUM m i s s ion r a nge c ru i s e 7 , 1 0 0 1b/hr 30
Ground Operations
LOo lb C l i m b to Crui se A l t itude
LO- LO-
as
)
lb Cruise to Target
1
a nd 2 ) Ib
t 11 Back to Home Base
:.3 2 , 11 :3 0 0 K TAS
Start c ruise gro s s
1,
c 2.
Long
5 0 0 ft no .
o.
213
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T.O.
1
Average c ru i s e gro s s 2 1 5 KIAS
3 2 , 9 3 7 (1, 3 9 0 f 2 )
3 2 , 24 2
0 . 066 NM/lb
E nd c ru i s e gros s
8 1 , 54: 7
Total Fuel Required for Mission
97 NM
Sta rt , taxi , takeoff, a ccelerate to c limb
5 00 lb
l , 470 lb Ib
C limb to 5 0 0 ft 4 0 , 56 1 1b
C ru i s e at 5 0 0 ft to
I,
lb
o lb
Combat at 500 ft 3 9 , 826 Ib C ruis e at 5 0 0 it to
1 , 3 9 0 Ib
Reserve
2 , 0 0 0 lb
Change in Gross Weight During Combot
3 9 , 8 2 6 1b Total fuel Same a s first LO
Ib
SAMPLE I NFLIGHT DATA LOG
LO- LO p rofile
, 93 7 lb Cruise Bock to Home Base
c ruise 32 , 937 1b
TAK.EOFF AND L A N DIN G DATA (T .O.L.D) CARD
2. 5 0 0 ft
0 . 295
1 93
KIAS 0 . 072 N M/lb
For
1 0 0 NM
Drag index
1 , 39 0 Ib
Gros s we ight (full
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1. Ib
o
It
8
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ill ft
2
OJ /('
A8-1 )
I G I KIAS 109
1 4 2 K IAS 9G . 5 5 0 ft to
A 8 -4 ,
1 , 0 7 5 ft
1 , 3 3 0 ft 2 , 1 00 ft ( H C H 6 , 2 0 0 ft ( HC H
=
2 :3 ) 16)
1 , 2 0 0 ft 2 , 05 0 ft
-. -.
1
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T . O . lA-lOA-l-l
� �
SAMPLE INFLIGHT DATA LOG HI-LQ-HI COMBAT MISSION
PHASE OF M I S S I ON
I II
""
,
� � � ! S E AT LON�
R��GI
_ FT S PEED AT 20 , 000
1 30 II
AT 500 FT
0 KTAS
ORO� BOMBS F I RE
AMMO RELEASE FLARES
II I
START
OPERAT I O N S ,
C L I M B T O 2 0 , 000 FT
.
POS I T I ON
C L I M B FROM
500 " 2 5 , 000 FT � � � I S E A T LONG RANCE S P E E D AT 2 5 , 000 FT
LANOING FUEL RESERVE
'NO
1:;;0'
START 'NO START
elF
END START
MAX
END START
-
'
TOTAl GRO�
175O( ITT
END START
PLF
END START
-
'NO
T TAL ' , _ - _
°
4 1 ,�89
500
2 40. 989
2
730
37 40,259
3 5 . 599 ( 4 , 5 1 31
1 50
150
150
" 116 116
27.553
START
0
°
END START
START
START END
[]
I--
34 . 1
I--
64 . 1
04.1
r-
72.4
206 K I A S 300 K I A S
)00 K1A�
1
°
r-
98.5
I--
".S
STORE 'WEICHT ONLY.
• DATA •
BAS I S :
NOTE
STANDARD DAY
W I N D COND I T I ON S .
", XlAS
1 19 X l A !
PLf .....
- ZERO
POIIER FOR LEVEL F L I GHT.
Figure A9-1 A9-l6
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ALTITUDE
- n sc sc
20,000
20,000 500
500
-
170 K I A S
I--
I--
-
200 K I A S
I--
END
I NTERNAL 1 0 , 700 lB
206 t; I AS
I--
END
*USABL[ FUEL W E I GHT
180 I<. I A S
IO
26.1
°
1,000
200 K I A !
8
30,481
29,55)
I--
1 1 1 1 1 1
-
200 K I A !
1
°
31 ,086
,28
r-
JO
0
60S
°
24 . 1
°
3.550
�?i'
1
r-
111
39,149
1;°,':,'
f:!I2Z TIME
,
J9
1 , 100
END
START
l
i WE I CHT - l d O l
L
-
-
SOC
2 5 , 000
2 5 , 000
·sc
T.O.
SAMPLE TAKEOFF AND LANDING DATA CARD C OND I T ! Ta G ro s s we i
nd
su
h 1t
Ru nwa
1,
13
ft
L
i nd
h
16
f
4
1 :
t
1
i C)
'I f
M
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,
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