20 MAY 1961 REVISED 20 JULY 1961T.O. NATO IRF-G91-Rt-1 LIST OF EFFECTIVE PAGES THIS PUBLICATION CONSIST OF THE FOLLOWING PAGES: STi ee ees 20 Jul 1961 Peeve eee ves 20 Jul 1961 om feces 20 Jul 196 tet Thru 112-212! Original #1613 Thru 14.2 | 20 Jul 1961 115 Thea 1-22.21! Original #1633 Thru 1-36.22 | 20 Jul 1961 137 Thru 1-38 ¢ <> Original #139 Thro 142.525. 20 Jul 1961 143 Thru 148 || |!) Original #149 Thru 1-50 20 Jul 1961, 151 Thru 156.2. Original #157 Thru 1-58 20 Jul 1961 1-59 Theu 1-30 Original #181 Thru 182.525. 20 Jul 1961 1483 Theo 1-91 2A Thru 212 2:13 Thru 2-44... 20 Jul 1961 25 Thru 227 |)!!! Original 341 Thru 329° Original $1 Thu 48 1212! Original "49 Thro 410.2... 20 jl 1961 4A Thru 432 | 11! | Original 433 Thru 4342225. 20 Jul 1961 435 Thro 440 2211! Original 441 Th 92 20 Jul 1961 443 Thru 452 Original St Thru 5911111! Original S64 Thru 63 10.12) a0 Jal 1961 7A Thru 7-2 Original 84 Thru. Original 9A Thru Original A Thru At... 20 Jul 1961 *Indexet Thru Index-d 20 Jul 1961 *The asterisk indicates pages revied, added or deleted by the cureentsevision.T.0, NATO 1RF-G91-R4-1 FLIGHT HANDBOOK TABLE OF CONTENTS Section I DESCRIPTION... ...... see Section I NORMAL PROCEDURES ...... - Section I EMERGENCY PROCEDURES .. . . . Section IV AUXILIARY EQUIPMENT . oo Section V OPERATING LIMITATIONS .....-. . « Section VI FLIGHT CHARACTERISTICS ...... Section VII. SYSTEMS OPERATION ........-- Section VII CREW DUTIES - NOT APPLICABLE Section IX ALL WEATHER OPERATION Appendix 1 PERFORMANCE DATA... .. 0... - Alphabetical Index 2... 2002.0 paoo eeeFIGURE Fis. Fig Bie Be Big Fig Fig Pig Big Fis. Fig Fig Big. Fig. Bie Fig. Bi. Bi. Fig. Fig. Be. Bie Bis. Fis Fie. Fig. Bis Big Be. Fi. Fig Fig Fig Fig Big. Fig Fe Fis. rt Fis Bir Fig Vv T.O. NATO IRF-G91-R4-1 LIST OF ILLUSTRATIONS TITLE t LA/A.- Airoraft exploded view 2 - Bristol Siddeley Orpheus MK 803 rusbojet engine 3 = Alirerafe section «Cockpit U5 - Instrument panel 16 - Leit console 1-7 - Right console EB - Airplane configurations 9 - Engine fuel supply system 110 ~ Engine control unit LAL Engine oil system 112 = Fuel system 113 = DC electrical system 114 = AC electrical system 1:13 - Cockpit fase and circuit breaker panels 1.16 + Utility hydraulic power system 1A = Antifcial feel systems 118 = Piteh & Yaw Damper systems 119 = Control stick rip 120 ~ Rudder system 121 - Flight control locks 1.22 - Trim contzol panel 125/1 - Flight control system aileron servo. system 1.3/2 « Flight conerol hydraulic system - Elevator servo system - Horizontal sabilizer system - Picht damper system 4 ~ Nose gear ground safety lock 1.25 © Landing gear position indicator 1.26 + Antishimay de 127 - Wheel brake system 128 « Drag chute system 129 - Fire detector system 130 - Canopy system 131 = Martin Baker MEW ejection seat 152 = Martin Baker MK.W4 ejection seat 21 - Exterior inspection 22.- Entering cockpit 23 - Danger areas 24: Takeo! 25 - Normal landing 26 - Gosaround: 5:1 ~ Engine air start procedure - Engine cold 5.2 Glide distances with dead engine - No external load 33 Forced landing - Dead engine FIGURE Fig. Fig Fig Fi, 144» Anti TITLE 3-4 - Extinguishing ground fies 355 = Landing geat emergency extension 34 = Cockpit emergency enttance 3.7 - Seat ejection 38 + Ejection sequence 39 < Canopy ejection 3.10 » Dinghy dail 4:1 - Cockpit air conditioning. Pressurization and wontila tion system 42 - Cockpit pressure schedule 43 - Cockpit air conditioning. Ventilation, And press ization control panel and defrosting system 45. AN/ARC34 UHF control panel 46 - UF antenna = Location diagram 47 - PHT contol panel and indicators 48 © ADE-102 sadio compass control panel : 49 - Radio compass antenna - Location diagram 410 » AN/APX25 radar control panels “F11 - TFF operating diagram - SIF operation 412 « Comers and sound recorder conttol panel 4413 « Lighting control panel 414 + AntiG suit system 415 + Oxygen system 416 - Oxygen regulator ‘£17 - Camera installation $18 = Armament control panel 541 - Acceleration time limits ax @ function of ambient temperature variations 52.- Touchdown speed at landing - Flaps and landing sear down, ‘Takeofl distances + Takeoff distances Takeo distances ‘Takeo distances Climb chart Descent chart Landing distances * Maximum level speed aie ‘Ad - Flight operation instruct ‘A-10 - Flight operation instruction chartT.O. NATO RFI-G91-R4-1 Section I SECTION I DESCRIPTIONS CONTENTS Page AIRPLANE 141 ENGINE, ELECTRICAL POWER SUPPLY SYSTEM ‘ pene LST UTILITY HYDRAULIC POWER SUPPLY SYSTEM bee a7 FLIGHT CONTROL SYSTEM. 147 WING FLAP SYSTEM 1-63 SPEED BRAKE SYSTEM 1-63 LANDING GEAR SYSTEM... 2.0 ee 169 ANTI-SHIMMY UNIT 175 WHEEL BRAKE SYSTEM . 175 DRAG CHUTE SYSTEM bees 195 FLIGHT AND NAVIGATION INSTRUMENTS beens 195 EMERGENCY EQUIPMENT... 2... 179 CANOPY SYSTEM 179 JECTION SEAT Ure eer ier ee ee ee ea 1-85 AIRPLANE ‘The FIAT G91 R/4 (fig. 1-1) is a lightweight strike reconnaisance fighter suitable for low altitude, high speed photographie reconnaissance of tactical missions and can also be employed in air-to-air combat. ‘The G91 R/+isa single-place, mono-jet reconnaissance aireraft with fully retractable rieycle landing gear, swept-back low wings and empennage. It is equipped with thee VINTEN P95-MK 3 cameras installed. in the nose and a REICHHALTER D-6B sound recorder The airplane is primarily designed for two types of photographic missions: PRIMARY = High-speed, low-altitude daytime re= connaissance for perspective (photo- graphy (forward, port, and. stare board) SECONDARY ~ Daytime reconnaissance for plani- tric photography There are two pylons under each wing panel for external loads. The inner pylons ean carry two auxilisry deoppable fuel tanks (68:68 gals, 260 liters cach) or, diferent combinations of weapons. The outer pylens can only carry weapons ‘The airplane is powered by a BRISTOL SIDDELEY ORPHEUS MK. 80302 turbojet engine (fig. 1-2) which has a rated sea-level static thrust of 5000 pounds (2270 gs). Steel armor plates protects the cockpit and the most vital sections of the aircraft (fig. 1-3). The cockpit is ait conditioned and pressurized and offers excellent visibility thataids in searching out and locating the targets. The clamshell type canopy, embodying the radio ‘compass sense aerial, can be jettisoned through the seac 14THREE VIEWS THE AIRPLANE NOTE, MEASURES ARE REFERENCED IN FEET AND IN METERS UN eRACKETS) Figure 1-1 13AIRCRAFT EXPLODED VIEWBRISTOL SIDDELEY ORPHEUS MK 803 TURBOJET ENGINE F- 0000/8 Figure 1-2 AIRCRAFT SECTION 0001/8 Figure 1-3 7T.O. NATO IRF-G9I-REL cjection time-delay mechanism by pulling the seat firing handles or independently through a manual control The G9I-R-4 is equipped with a Martin Baker MK-W4 ejection seat. The ejection scat has a time- delay release mechanism which makes ejection possible even at runway level. The airplane is provided with a drag chute for addi- tional braking on landings. AIRPLANE DIMENSIONS 3} Airplane — Length : 33.76 (10.29 m) — Wing span 2808 fe (8.56 m) — Height (to top of fin). 13.12 fe (4.00 m) b) Wing — Wing span... 2808 fe (8.56 m) — Gross wing arca 176.75 sqft (16.42 m) — Aspect ratio 446 — Swept wing angle (at 25% wing chord) : 37°13 24" — Profile (normal to front spar) NACA 65A 112 NACA 65A IIT — Arachment thickness (nor mal to front spar) 12% — Tip thickness (normal to front spar) 11% ~ Angle of atack at wing attachment He — Angle of atack at wing tip ae — Dihedral angle 418307 = Wing twist 42° ) Ailerons — Gross aileron area = Aileron chord (normal 18.73 [Link] (1.74 me?) front spar). 32% — Aileron. length/half wing span .. 0.465, = Total rotation 415° 4) Fuselage — Length + 33.00 (10.06 m) Height, (withoos canopy and fin) ‘Wideh Horizontal empennage Spence (area eae Profile (normal to torque tube) ee ‘Thickness (normal to tor que tube)... Angle of attack Vertical empennage Empennage area (exclusive of fin) Rudder arca Profile (normal to rear spat) Thickness (normal rear spat) . Wing flops Types. Gross flap area. Width half wing span . Maximum travel Speed brakes Gross speed brake area. Maximum travel Landing gear Main gear tread Wheel base ‘Main gear Tite diameter Tire width... Wheel axle travel. . « Nose gear Tire diameter Tike width... Wheel axle teavel Section 1 486 (148 m) 439f (140 m) 1214 (3.70 n) 27.88 sq. (259 ne) NACA 654 010 10% variable | es 18.73 sq (1.75 md) 431 sq (00 m8) NACA 654 010 10% sloed 18.69 sq. (1.73 ne) LI8f (0.36 m) 40° 753 sq. (0.00 mt) 30° 879 f — (2.68 m) 995 f — (5.03 m) 22in (044m) 9.45 in (0.24 mi) 9.06in (0.28 m) 1693in (043 m) 669in (0.17 m) 787in (020 m) 19COCKPITRea 10 R 13 4 15 16 7 18 19 20 2 RADIO COMPASS INDICATOR MACH AND AIR SPEED INDICATOR DIRECTIONAL INDICATOR TYPE PHI NK.38 ARTIFICIAL HORIZON MIND UNIT ALTIMETER vector apoeR TURN AND BANK INDICATOR RATE OF CLIMB INDICATOR ACCELEROMETER MAGNETIC COMPASS PERCENTAGE R.P.M. INDICATOR EXHAUST GAS TEMPERATURE INDICATOR FUEL LOW PRESSURE WARNING LIGHT O1L LOW PRESSURE WARNING LIGHT FUEL QUANTITY INDICATOR COLLECT TANK FUEL QUANTITY MARNING LIGHT FUEL QUANTITY SELECTOR SWITCH LANDING GEAR POSITION INDICATOR STABILIZER POSITION INDICATOR 2 2a 24 29 26 2 28 28 30 34 a2 33 4 33 36 37 38 39. 40 an 2 INSTRUMENT PANEL WING FLAP POSITION INDICATOR SPEED BRAKES POSITION INDICATOR AILERON SERVO PRESSURE OUAL GAGE UTILITY SYSTEM PRESSURE GAGE AILERON SERVO EMESGENCY SYSTEM CONTROL SWITCH AILERON SERVO NOWIAL SYSTEM LON PRESSURE WARNING LIGHT ELEVATOR SERVO CONTROL SWITCH ELEVATOR SERVO CONTROL OISENGAGED WARNING LIGHT FIRE WARNING LIGHT FIRE WARNING CIRCUIT TEST SWITCH PRIMARY INVERTER CONTROL SAITCH PRIMARY INVERTER OUT WARNING LIGHT SECONOARY INVERTER CONTROL SWITCH SECONDARY INVERTER OUT WARNING LIGHT BATTERY CONTROL SWITCH BATTERY OUT WARNING LIGHT GENERATOR CONTROL SWITCH GENERATOR OUT WARING LIGHT VOUTMETER LANDING GEAR UNLOCKED WARNING LIGHT 43 44 45. 46. 47. 48 49 50 on 52 53 34 35 36 37 38 39 60 o « so LANDING GEAR CONTROL HANDLE LANDING GEAR EMERGENCY UP BUTTON LANDING GEAR HORN CUTOUT BUTTON ‘CANOPY CONTROL SwITCH CANOPY UNSAFE FOR FLIGHT WARNING LIGHT LANDING AND TAXI LIGHT CONTROL SWITCH CAMERA CONTROL PANEL SIF CONTROL PANEL GUN SIGHT UNLOCK CONTROL FOR ELEVATION ADJUSTMENT GUN SIGHT ELEVATION ADJUSTMENT KNOS GUN SIGHT RECTICLE ILLUMINATION CONTROL RHEOSTAT GUN CAMERA LANDING GEAR EMERGENCY LONERING HANDLE DRAG CHUTE CONTROL HANDLE EMERGENCY EXTERNAL STORES RELEASE HANDLE EMERGENCY MHEEL BRAKE (PARKING) HANDLE EMERGENCY CANOPY JETTISON HANDLE A-0017/¢ CANOPY LOCK HANDLE Figure 1-5 1-13LEFT CONSOLERIGHT CONSOLE S855558ESER S88858550588600 | Sssssssssasssssa \ \- 6888 085dEse re, A-oo1ere tice »\ 117 Figure 1-7T.0. NATO IRF-G91-R4-1 AIRPLANE WEIGHTS (provisional) 3) Reconnaissance configuration — Empey weight (with 2 pylons including mounts, feed belts and ammunition boxes for 4 guns (CG. 39.01%) — Take-off geoss weight (ine cluding. pilot, 3 cameras, 1 sound recorder, (1600 Is) 2776 Ibs of internal fuel and (520 Irs). 900 Ibs of drop tanks fuel, 4 guns and 7: 5) eal, rounds) (C. 21.24%) — Landing weight with 253, Ibs (115 Kgs) of ftel re ‘maining, ammonition ex pended, and 2 empty drop tanks (CG, 22.53%) b) Surke configuration with two — Empty weight (as item a) (CG. 39.01%) — Take-off gross weight (ine cluding pilot, (1600 Is) 2776 Ibs internal fuel, 2 50¥-pound bombs, 4 guns, and. 1200 50) cal.” sounds) (CG. 21.54%) — Landing weight with 253 Ibs (115 kgs) of fel remain ing, ammunition expended (CG. 3.52%) 6) Stee configuration with 12 — Empty weigh (as item a) (CG. 39.01%) — Take-off gross weight (i lading, pilot, 2776 Ibs (1600 Irs) of internal fac, 2 rocker launchers, 12 3-inch rockets, gus and 1200 50. cal rounds) (CG. 23.47%) — Landing weight (with 253, Ibs (115 kgs) of fuel remai jing, 2 rocket launchers, and ammunition expended) (CG. B47%) 6834 Ibs (3100 ky) 11755 Ibs (5332 kg) 8243 Ibs (3759 kg) 500-pound bombs 6834 Ibs (3100 kg) 11817 Ibs (5360 kg) S144 Tbs (3694 kgs) Seinch rockets 6834 Ibs (100 kgs) 11140 Ibs (6053 kgs) 8232 Ibs (3734 kgs) Section 1 4). Serike configuration with 4 250-pound bombs — Empty weight(with 4pylons and including mounts, feed belts and ammunition boxes for 4 guns) (CG. 39.21%) — Take-oif gross weight (in- cluding pilot, 2776 Ibs (1600 Its) of internal fuel, 4 250- pound bombs, 4 guns and 1200 50 cal. rounds) (CG. (23.23%) — Landing weight (ammuni- tion expended and 253 Ibs (115 kgs) of eemaining fuel) (CG. 23.77%) (6894 Ibs (3127 kgs) 11876 tbs (5387 kgs) 8203 Ibs (3721 kgs) ©) Swike configuration with 4 AS-20 missiles — Empty weight (with 4 py- Tons and including mounts, feed belts and ammunition boxes for 2 guns) (CG. 40.05%) — Take-off gross weight (i cluding pilot, 2776 Ibs (1600 Is) of internal fuel, 4 missile pylons, 4 AS-20 missiles, 2 guns and 600 50 cal, rounds) (CG. 23.47%) — Landing weight ammuni- tion expended, 4 missile pylons, and 253 Ibs (115 kgs) of remaining fuel) (CG. 26.10%) : £) Strike configuration with 4 — Empey weight (as in item 4) (CG. 39.21%) — Take-off gross weight (ine cluding pilot, 2776 lbs (1600, Iss) of anternal fuel, 4 type 3B pylons, 4 SIDEWIN- DER missles, 4 gons, and 1200 50 eal, rounds) (C.G. 22.53%) — Landing weight (ammuni- tion expended, 4 type 3B pylons and 253. Ibs (115 kgs) of remaining fuel) (CG. 23.62%) - 6843 Ibs (3104 kgs) 12083 Ibs (S481 kgs) 8216 Ibs (3727 kgs) SIDEWINDER missiles 6804 Ibs (3127 kgs) 11700 Ibs (5307 kgs) 8411 Ibs (3815 kgs) 119Section I g) Strike configuration with 100 2-inch rockets — Empty weight (as item d) (CG. 9.21%) — Take-off gross weight (in- cluding pilot, 2776 Ibs (1600 Is) of interval fuel, 4 rocket Launchers, 100 2- inch rockers, 4 guns, and 72H $0 eal. rounds) (CG. 21.02%) 2. 6894 Ibs (3127 kgs) 12039 Ibs (5461 kgs) = Landi weight (ammuni- tion expended, 4 rocket Taunchers, and 253 Ibs (115 kgs) of remaining fuel) (CG. 51%) 686 Ibs (3940 kgs) 1) Stike configmaton swith 2 250-poud bombs and drep tanks (OVERLOADED) — Eny «. — Takeoff gross weight (in cluding pilot, 2776 Ibs (1600 Irs) of internal fuel and 233 los (250 ls) of auxiliary ficl, 2 250-pound bombs, wns, and 720 50 eal rounds) (C.G. 23.82%) — Landing weight (ammani- tion expended, 2 cmpty drop tanks, and 253. Ths (115 kes) of fiel remaining) «. 2%) 8241 Ibs weight (as item d) 6894 Ibs (3127 kgs) 12253 Ibs (5558 kes) (3738 kgs) i) Strike configuration with 2 SOO-ponnd bombs and 2 AS-20 missiles (OVERLOADERD) npty weight (as item e) (CG. 40.95%) 6813 Ibs (3104 kgs) = Take-off gross weight {in cluding pilot, 2776 Ibs (1600) Its) of ternal fuel, 2 500 pound bombs, 2 missle py= lons, 2 AS-20 missles, 2 ns, and 36030 Cal. rounds) G. 81%) 12298 tbs (6576 kgs) — Landing weight (ammuni- sion expended, 2 missle py= lous, aud 255 Tbs (115 gs) of remaining fuel) (CG. 26.05%} £8089 Ibs (3669 kgs) 1-20 T.O, NATO IRF-G91-R4-1 TYPICAL RATIOS racer] Tia ‘Aieplane configuration | RPP | ano a 4) Reconnaissance . . 2.35 6) Strike with 2 500-pound | bombs... ee poll 2.36 Q) Strike with 12 3-inch rockets 2.23 4) Strike with 4 250-pound bombs . 6719 | 237 6) Serike with 4 AS-20 missiles | 68.36 | 2.42 {f) Strike with 4 SIDEWINDER iiss -_ 66.19 | 234 (g) Strike with 100 2-inch rockets | 68.11 | 241 hh) Strike with 2 250-pound bombs and 2 AS-20 missiles (OVERLOADED) . 69.32 | 245 i) Serike with 2 300-pound bombs and drop tanks (OVER- LOADED) 6955 | 2.46 RECONNAISSANCE CAMERA SYSTEM The reconnaissance camera system of the G91-R/4 consists of three VINTEN P95 MK.3 cameras (fig. 418) located in the nose of the aircraft. The cameras are arranged: =A forward perspective camera installed in the forward nose has its fixed optical axis inclined 15° down and forward to che longitudinal axis of the aierafi. — Two lateral cameras (pore and starboard) located bchind the forward camer have their optical axes inclined 15° downward to the horizon and 90° to the airplane course. The three cameras are used for the execution of primary missions while the port camera is used for secondary missions. ‘This camera is located to serve for cither lateral perspective photography or for high alti«ide or low altitude vertical planimetric photo- graphy. During vertical photography, an intervalo- ineter is used with the camera co control the frequency of the pictures during camera operation ‘The CAMERA control panel with a counter for cach camera is located below the hydraulic system pressure gages om the instrument panel ‘The camera sighting system consists of @ sight for the forward camera and ewo recticles fitted to. the cmopy frame for the two lateral cameras, Camera operation is controlled by a button on the forward lower left side of the control stick grip (fg. 1-19}.AIRPLANE CONFIGURATIONS ADDITIONAL BASIC ARMAMENT RECOMPATSCAnCE ARMAMENT ‘wo onoP TAWKS (00 La5 oF FUEL) Four 50 CAL cuws (720 RouNDs) vince cauenne Four 50 CAL Guns (1200 RoUNoS) <_ _ two 500-FouNo sowes Four 50 ea Guns (1200 eovnos) “I — THELVE SuaNcH wocKETS ae rom 50 es cums (1200 noon) a Wo 80 CAL GUNS. (600 ROUNDS) ~ ___, ramn ato misses A ee mn \ fr ra sec m0 ey SB Bg mete te To $00-FouND novos: 0 ‘euns_ (260 RousDs) #0 AS-20 MISSILES (OVERLOADED) wo ROP TANKS (900 LOS OF FUEL) Four feuns (720 novos) two 250-POUND Bowes (OVERLOADED) : R-0085/¢ Figure 1-8 121T.O, NATO IRF-G91-R4-1 A REICHHALTER D-6B sound recorder permits the recording of comments during reconnaissance ope- ration, The recorder control panel is located on the lef cockpit console panel outboar of the armament controls. The sound recorder is operated by the throttle and control stick radio MIC buttons. ARMAMENT. The armament of the G9I-R/4 consists of the basic and additional armament (fig. 1-8) BASIC ARMAMENT The basic armament consists of four 300-round 30 cal, (127 mm) Browning Colt M3 guns mounted in ‘wo gun panels (owo guns in each panel) on the fuselage sides forward of the wing attachments NOTE The left gun panel is replaced with an auxiliary panel when the AS-20 missile jettison and guidance system is used. ADDITIONAL ARMAMENT The following combination of weapons can be installed on the wing pylons (2 on each wing) as addi- tional armament equipment 2 inner pylons 2 ower pylons 2 S0ib-pound bombs - 12 inch rockees - 2 250-pound bombs 2 250kpound bombs 2 AS-20 missiles 2 AS-20 mixsiles 2 SIDEWINDER 2 SIDEWINDER isis missles 62 inch rockets 38 2sinch rockets 2 S04pound bombs 2. SIDEWINDER missiles (2 drop tanks) 2 25ihpound bombs GUN CAMERA ‘The BELL & HOWELL KB-3A gun cameras located next to the gun sight above the instrument panel. It is clectrically powered and utilizes 16 mm films. The gun camera shoots thorough the armored windshield gss and can be used with or without firing the guns. Te can operate at 16,32 of 64 frames per second. GUN SIGHT ‘The SEOM type 834 reflection type gun sight is located in mid position on top of the instrament panel Section 1 ENGINE GENERAL The Bristol Siddeley Orpheus MK 80302 is a straight low turbojec engine with a seven-stage axial compressor driven by a single stage turbine. The maximum sea level static theust rating is 5000 pounds (2270. kgs). Air is supplied to the compressor inlet through a duct from the ait intake under the nose of the aircraft There is no provision for anti-icing the engine or the intake ‘The combustion system consists of seven separate flame tubes within an annular chamber. Each flame tube has a duplex bumer fed from a flow distriburor in the Combined Control Unit (C.C.U,) of the engine fucl system. The flow distributor receives high pressure fuel through a combined throttle valve and high pressure cock supplied by a Lucas D-size pump with a hydro- mechanical governor driven by the engine. ‘The electric ignition system is a B.T.H, high energy system. with two igniters in fame tubes No. 4 and No. 7 which are connected £0 the other five tubes by intercomnector tubes. "The starter system comprisee a B.T-H. cartridge starter with ewo cartridge breeches that ate electrically selected. and fied. Engine oil pressure prevents the starter jaw from being engaged when the engine is running or windmilling, ‘The engine oil tank is mounted on the engine and is ‘equipped to provide an oil supply during short petiods of negative «Gs. There is no oil cooler. Two compressor bleeds from the compressor 7th stage are used for cockpit pressurization, air-conditioning, and fuel tank pressurization. The jet pipe and shroud a mounted directly on the engine. Two thermocouples and a single Lucas exhaust gas temperature limiter are installed in the tail pipe. The nozzle is ficced with trimmers Engine driven accessories are a 6 kw Labinal D.C. generator and a Messier hydraulic pump. ‘A fireproof bulkhead isolates the engine combustion system and hot parts from the cool zone that contains the engine fuel and oil systems and accessories. This sikplane has a fice detector system but no fire extin- guisher system. c cantile ENGINE FUEL SUPPLY SYSTEM Fuel is contained in nine pressurized fuel cells in the fuselage and in two pressurized droppable fuel tanks under the wings. Fuel fows through the hydraulically driven flow-proportioner, that maintains a constant center of gravity for the aircraft, into No.5 cell. No. 5 1.23ENGINE FUEL SUPPLY SYSTEM Figure 1-9 1-25,T.O. NATO IRF-GO1-R4-1 cell has a submerged electric booster-pump that incor- porates an inverted flight device. This booster-pump delivers fuel (fig. 1-12) through a low-pressure cock (manually selected from the cockpit by the FUEL L.P. cock lever in the throttle geoup), and a low-pressure fucl filter t0 the engine driven high-pressure pump. [A pressure switch is incorporated in the filter and when coutler pressure of the filter drops below 5 [Link]. because the filter is clogged or because the booster-pump has failed, the switch closes an electric circuit and lights the FUEL LOW PRESSURE red warning light. This «push-to-test » type light is located on the left of che ful quantity indicator on the instrument panel. HIGH PRESSURE FUEL SYSTEM ‘THE THROTTLE The pilo’s only control of the engine is the throttle located on the left cockpit console (fig. 1-10). It is mechanically connected 9 the combined throttle valve and high pressure cock of the engine. Located on top of the throttle lever are the « SPEED BRAKE « selector switch, the oIGNIT » button for relight in Hight and the «MIC» button. ‘The throttle quadrant marked « STOP », « CLOSED », “OPEN + has three detents for the throttle lever; one at STOP, giving high pressure cock shut off; onc at «START AND FLIGHT IDLE», giving minimam pan; and the third at fall forward for maximum. thrust. Throttle friction can be regulated by means of e THR, FRICTION » adjuster by tuning the band- wheel clockwise to «INCREASE, Between the throttle lever and the friction adjuster is the fuel low= pressure cock (L.P. cock). Its two positions are CLOSED (back) and OPEN (forward). ‘THE ENGINE-DRIVEN FUEL PUMP ‘The engine-driven high pressure fuel pump is a variable stroke pump controlled by a servorpressure system. The metered fuel flow is a function of servo pressure regulated by the components of the fuel control system. THE COMBINED CONTROL UNIT (C.C.U.) High pressure fuel is delivered to the Combined Contol Unit (C.C.U,) which contains che Throtle~ Valve for the pilot to vary the engine rpm.) combined with the HighPressure Cock (for stopping the engine) and is connected to the pilot's throttle lever. From the throttle valve, the firel Hows to the Fuel Flow Distr- huor and Damp Valve also contained in the CCU. Section 1 and then by the primary and secondary circuits, to the Duplex bumers. The distributor and the Duplex burners ensure proper atomization of facl at low and high flow rates. The dump valve is kept closed by primary pressure when the throttle valve is open and the engine is running or windmilling. When the engine is shut down by moving the throttle to STOP, pressure falls and a spring opens the dump valve which drains all fuel contained in the primary manifold overboard, ‘THE BAROMETRIC PRESSURE CONTROL (B.P.C.) ‘The C.C.U. contains the Barometric Pressure Control (B.C) which, at any fixed setting of the throttle automatically controls fuel fow and rp.m, during changes of air speed and altitude. ‘THE EGT LIMITER ‘The EGT limiter is installed in the tail pipe and by a pneumatic signal, via the Venturi tube connected to the B.P.C,, overrides the B.P.C. and reduces fuel flow to prevent the E.G.T. from exceeding the maximom limit. During take-off and inicial climb the rp.m, is governed at 100% when ic is necessary due to high ambient temperature, The EGT limiter is nor effective daring rapidly changing conditions of fuel flow such as rapid throttle opening. The controlled EGY increases with altitude and above 15,000 feet it might be neces- sary to retard the throttle to avoid exceeding the 730" C maximum limit THE OVERSPEED GOVERNOR Excessive rip.m. at full throttle is prevented by an overspeed governor in the engine's fuel pump; this is set t0 100% maximum on the ground. Govemed p.m, do not vary much with a change in fuel density, but it increases with altitude and tend to diminish swith an increase in airspeed. Maximum in flight is 101% and overspeed should not exceed 103% or last for more than 20 seconds ‘THE AIR/FUEL RATIO CONTROL (AFRC) WITH py, SWITCH ‘At all altitudes up co 30,000 fect, when the throttle is opened rapidly the rate of increase of fuel low to the burners is limited by the A.F.R.C. to avoid com- pressor stall or excessive EGT, On the ground the AFC. is set to give acceleration from 40% r.p.m. to 2% less than the available maximum p.m. in five to cight seconds after a throttle slam to OPEN. Acccle- ration times vary directly with ambient temperatures. 127a ENGINE CONTROL UNITT.O. NATO IRF-G91-R4-1 THE PRESSURE-RATIO LIMITER (PRL) This automatic control in the engine's fuel system, prevents the compressor presure-ratio from becoming, excessive at fall throttle, It reduces the maximum flow of fuel permitted by the B.P.C. to limit the ratio of compressor p.m. and relative temperature to a safe vale, Above 3),(08 fect the maximum available engine rpm. at full throttle may be limited to around 911% at conditions of low Mach No. and ambient temperature. When the P.R.L, is active, engine rp.t. at full throttle will be limited to below 100% and varies dizeely with ambient temperature and Mach No. ENGINE EMERGENCY FUEL SYSTEM ‘An emergency fuel system, controlled by a. warning light and a switch located in the left console of the ‘cockpit, may be installed in this aircraft. Description ‘of system will be issued as soon as data is available, IGNITION SYSTEM During ground tacts, ignition is provided by moving the HLE. Ignition switch to « NORM» and pressing. the «STARTER » button. The two HLE. coil groups are supplied with 28V D.C. and a starter cartridge is fired. The booster coils supply current to the two igniter plugs mounted in Nos. 4 and 7 flame-tubes ‘The ignition of the fuel in these owo flame-tubes pro- sptesis through the interconncetors to the remaining tubes, A time switch is provided to cut ignition 30 secs after the « STARTER » button has been pressed For a relight in flight with the engine windmilling, the HEE. ignition switch is moved to + NORM » and the «IGNIT» button on top of the throttle grip is pressed. (Refer to air start procedure in Section It). ‘This avoids firing a starting cartridge. Make sure that the HE. IGNI- TION button is at NORM. WARNING ‘The IGNIT button may be depressed for 15 seconds, which is maximum throttle open time in case of an uunsuccessfal relight, and should be released when the cnigine rspam, has reached 40% after a successful relight. TURBOSTARTER ‘The engine has a cartridge turbostarter located at the front of the engine inside the air intake bullet. The turbostarter has a single-stage turbine driven by the expansion of the cartridge combustion gases which are Section 1 fed to the starter through two stainless steel lines from the cartridge breeches. Each breech has a safety valve which opens at 1200 [Link]. (845 kglem®). The turbine exhausts to atmosphere through a duct. ‘The starter turbine transmitts power to the engine ‘compressor shaft by means of a toothed jaw which is automatically disengaged by rising engine oil pressure Low oil pressure during engine operation or windimailling right permit the jaw to engage and become damaged Depressing the STARTER button clectrically igni one cartridge through the breech selector, and the tim: switch prevents the second cartridge from being sclected of fired neil 30 seconds have clapsed CAUTION Precautions before loading and reloading starter breeches are given in Section IL ENGINE OIL SYSTEM ‘The engine bearings and accessory drives are lubri cated by oil contained in a tank mounted on the lefe side of the engine compressor. NOTE only the oil spocifiod be used. a Section V may Oil tank capacity is 22.8 pints (10.79 Id) of which 8.39 pints (3.97 le) are usable. Engine oil consumption at maximum ep.m. is 24 pints (114 If) per hoor maximum and 1.8 pints (0.85 lk) per hour minimum WARNING The maximum permissible con- sumption is 2.4 pints (1.14 le) per hhour which limits the duration of level flight co 3 hours 15 minutes. Oil limitations are giver in Section V. From the tank, oil is routed to the main pump which sends it under pressure through a non-return. valve to two lines. One line routes the oil through a filter co the engine front bearing, and then by means of an auxiliary pump, filter, and scavenge pump, oil isretarned to the tank. The other line routes oil through a filter to a metering pump with two lines. The first line sup= plies oil to the accessory drives before returning to the oil supply tank through 2 filter and the scavenge pump. The second line supplies wil to the rear beating through a non-retum valve and this oil is lost through the tail pipe. Incorporated in the main oil pump and alongside the noneretum valve is a pressure relief valve that limits maximum pressure in the system to $5 pas 4-31Section 1 Normal oil pressure is 45 psi. The oil low pressure ‘waning light comes on. When the operating pressure is below 25 + 2 pas. Hight comes on. ‘The light should normally be out at 40°% p.m, and above. WARNING The oil low pressure warning light should be out during the entire operating range of the engine. With the xe hot and running at low rp.m. the warning ay come on. If on the ground, immediately shat down the engine and have oil system pressure checked. If airborne, proceed as specified under OIL SYSTEM FAILURE » in Section TI ENGINE INSTRUMENTS AND INDICATORS Tho tachometer is calibrated from 0% to 109% [Link]. and has two pointers. The large dial pointer dicates tons from ( t0 109), and the small dial pointer indicaves units from (co 9. The exhaust gas temperature indicator is cali- brated from 0" C to Sins C in 20° increments. ‘The fuel quantity indicator has two scales: one graduated from 0 to 2730 Ibs with intermediate grad~ T.O. NATO 1RF-G91-R4-1 Oil low pressure warning light illuminates when the engine oil pressure drops below Psi ‘The fire warning light comes on when the tempe- rature around any one of the ten fire detectors rises above 274°C. FUEL SYSTEM ‘The fuel system (fig. 1-12) consists of 11 fal tanks: nine facl cells in the fuselage and two 68.9 gal. (261 Jitet) droppable fuel tanks under the wings ‘The fuselage cells, consisting of two interconnected cell groups (forward and afi) and a manifold cell (No. 5), are serviced through the filler nozzles of cells 2RH and 3RH where fuel drains into the remaining cell. The drop tanks are refucled through their respective filler necks. NOTE Only facis specified in Section V may be used. ‘The following table illustrates fuel distribution in the airplane: Cal goup Cal No A i ——- US. gl a | 174 209, 1367 | ws fm 1124 | | 35 | 42 27 ee 00 Se son 3668 uations for the indication of total quantity of fuel; the second one is graduated from 0 to 250 Ibs for the indication of collect tank fuel quantity. A wanting light COLLECT TANK FUEL QUAN- TITY ON and a switch are installed below the instru ment. ‘The switch has two positions » COLLECT TANK » and « ALL TANKS ». If the switch is tumed co «COLLECT TANK» position che warning light goes ON and the lower scale will display readings of collect tank fuel quantity. I ic is turned to «ALL TANKS » position the warning light goes OFF and the upper scale will display readings of total quantity of fuel in che aircraft The fuel low pressure warning light comes on when the fuel pressure drops below 5 +115 pas 1.32 ‘Two fac lines from the drop tanks run through two check valves and connect in the faselage ‘to form a single line which is again split into two Tines to deliver fuel to cells 2RH and 3LH through two float valves. To transfer fuel, che drop tanks are pressurized with 8 posi. air taken from the engine compressor th stage. ‘The «DROPPABLE FUEL TANK AIR PRESSURE CONTROL VALVE® switch controls drop tank pressurization. WARNING The «DROPPABLE FUEL TANK AIR PRESSURE CON- TROL VALVE + switch must be turned ON only when the fuel quantity indicator reads 1900 Ibs. This switch must be turned OFF 15 minutes after fuck begins to transfer.ea 3 ENGINE OIL SYSTEM Pew OC PRIVAnY 05 ow Low Press, x) PRESSURE cvose ecto 2522 Psi oe Ca GE surrey mmm aessune CARA veusneo reo WEEE cavencr sucrion == em fie Figure 1-11 133)FUEL SYSTEM Figure 1-12 135T.O. NATO IRF-G91-R4-1 From the two fuselage cell groups fuel flows to the hydraulically driven flow proportioner which directs fuel through two float valves to cell No. 5. ‘The fuel system dump valve is located becween the fel flow proportioner and the No. 5 cell float valves. To drain the fuel cells there are nine drain cocks; one in cell No. 4, two in cell No. 5, three in each drop tank, ‘A submerged electric booster pump incorporating an inverted light device delivers fucl through a low pressure cock and low-pressure fuel filter to the engine driven pump, ‘The fuselage cells are pressurized at 3 psi. and cell No. 5 is pressurized at 1 psi. by air from the seventh stage of the engine compresor. All fuel drains to cell No, 5 by gravity feed or pressure differential. ‘Three sets of Waymouth fuel level transmitters are wired to a single junction box where 2 single coaxial ‘able extends to an amplifier comected to the fuel quantity indicator in the cockpit. ‘The transmitters are: — 1st set (forward group) comprising 4 level trans- mitters — Ind set (aft group) comprising 2 level tran= sitters — 3rd set (cell No. 5) comprising 2 level trans- FUEL FLOW PROPORTIONER ‘The hydraulically driven fuel flow proportioner simul= tancously transfers fuel from the two groups of fel cells to No. 5 cell to maintaina constant center of gravity. SUBMERGED ELECTRIC FUEL BOOSTER PUMP This pump incorporates an inverted flight device and, supplies fuel rom cell No. 5 to the engine driven pamp. It prevents the fuel pressure at the engine riven pump inlet from falling below 50.5 psi provided the fuel filter is not clogged. FUEL LOW PRESS RED WARNING LIGHT Is located at the bottom left of the instrument panel. When illuminated it indicates that the filter outlet pressure is below 5 £05 psi. because the booster pump has failed or the filter is clogged. ELECTRICAL POWER SUPPLY SYSTEM Electrical power is supplied by a 6 Kw engine-driven Labinal generator and a 24-volt, 36 ampete-hours Section 1 battery. ‘The generator can supply a fall electrical load within the entre operational speed range of the engine. ‘The system powers all the electrical equipment, controls and indicators. ELECTRICALLY OPERATED EQUIPMENT See figures 1-13 and 1-14. D.C. ELECTRICAL POWER DISTRIBUTION ‘The D.C. electrical power necessary for operation of the electrical units in the aieplane is distributed by a group of three busses: a battery bus, a primary bus and a secondary bus. The battery bus is hot at all times when the battery is connected so that the emergency equipment is always operable, "The primary bus is powered from the generator and supplies power to all essential equipment for normal flight. In case of generator failure, the primary bus will be powered from the battery bus when the « BAT= ‘TERY » switch is in the « ON » position. IE the electrical equipment is to CAUTION aground operated, do not exceed 30 minutes unless che access panels covering the clectrical equipment are removed. Heat generated in the clectrcal compartments will cause failure ot 4 serious reduction in equipment life. ‘The secondary bus is powered from the primary ‘bus and supplies power to all equipment that is not ‘essential for 2 normal flight. In case of generator failure, a relay automatically disconnects the primary bus from the secondary bus. EXTERNAL POWER RECEPTACLE “The external power receptacle is located on the right lower side of the airplane just aft of the wing trailing edge. When an external. power unit is connected current is supplied to the primary bus and to the secon dary bus. If the primary bus tie-in relay is closed, power is also supplied to the battery bus. A 24V D.C, 200 amp ground power unit must be used. GROUNDING RECEPTACLES ‘There are three grounding receptacles on the right side of the fuselage. Two are just forward and below the fuel filler caps; one is located below the wing leading edge. 1-37OC ELECTRICAL SYSTEM SLIBRATOR 24,17o 28 V DC PRINARY BUS Cao ITCH POSITIONS ae st aes c a Pay | Spero > is © Onirenon semto a 6 LOW. PRESS. Danes: GENERATOR RADIO = ar JES CONNECTE staat WW ane-o4 “pies BATTERY OUT DRESS, VALVES DANPER Lr NL eenaron ovr eae aren, ro4 © ST ehh ‘on COMEENT RELAY es GENERATOR vo. f 2 on oureo. area ft ae ee (a) HYDR. SYST. oO 6 d SELIGHT CONT, masse J ‘TURN & BANK COMPASS RELAY MISSILE 1 a “OF PWR INTLE PRD INTLK Hine FLAP RELAY MISSILE 4 Si ey! om E MiPuteree A Sea PRESS. EI CONT Figure 1-13 1-39AC ELECTRICAL SYSTEM 28 V DC SECONDARY BUS INVERTERS Nisv, A00scvcue, THREE. Seconoan inven ten SEC. PRim, INVERTERS fe @ secono. 8 secon t 1 Switcn positions] coLoneD aysses ‘AND. OPERATING ‘ARE. POWERED = (CONDITIONS Busses 415 Vv. 400-cvcte, SINGLE-PHASE AC ius! cocker ATR TEMP. POWER INTERLOCK MISSILES TINVERTERS 80 TCHES| pel 115 V. A @ 400-CYCLE, THREE-PHASE AC BUS. inverrers. | aa WARNING LiGHTs be Tae INVERTERS 50 TCHES| ea PrtcH yaw Gino ciRo__ DOPPLER. DAMPER DAMPER HORIZON COMPASS lpm mary INVERTER FAILED. Iseconoary inverren| ‘OPERATIVE PRIM. INV. OUT WARNING LIGHT ON 115 ¥, € @ 400-CYCLE, THREE-PHASE AC BUST.O, NATO IRF-G91-R4-1 CIRCUIT BREAKERS The D.C. electrical circuits are protected by push-pull circuit breakers mounted on a pancl at the aft end of the right console (fig. 1-15) and in the circuit breaker bay aft of the RH gun door. The following circuit breakers are located aft of the armament bay on the right side of the fuselage: # CAN- OPY ALT» (battery. bus), «SALVO. RELEASE » (bomb safe and external load emergency jetison), +EXT. STORES JETTISON & LDG. GR. EMER- GENCY » (SIDEWINDER missile emergency jettison and landing gear ground safe), «FIRE WARNING » (fire dewetor citcuit), «FIELD GEN» and «FIELD RELAY » (generator field circuit control). Access is through an aireloc access door BATTERY SWITCH ‘The battery switch located on the right side of the instrument panel has two positions, ON and OFF. ‘This switch connects the battery bus to the primary bbus through the primary bus tie-in relay when the battery is connected and the switch is on. GENERATOR SWITCH ‘The gencrator switch is located on the right side of the instrument panel, Ie has three positions, ON, OFF, RESET, and it is spring-loaded from RESET to OFF. Placing this switch at ON connects the gen rator to the primary bus. If generator voltage becomes excessive, the generator field circuit is automatically opened by means of an over voltage relay and the generator is disconnected from the primary bus. The RESET position is used to bring the generator back into the circuit. Moving the switch to ON will connect the generator to the primary bus. With the switch in the OFF position, the generator is disconnected from the primary bus A.C. ELECTRICAL POWER DISTRIBUTION ‘The A.C. clectrical power is distributed to the A.C. lectrical equipment by the 115 volt, 400 cycle single- phase and three-phase A.C. busses. The A.C. busses are powered by the primary inverter and the secondary inverter which are powered by che secondary bus PRIMARY INVERTER ‘The primary inverter converts 28-Vole D.C. secon- dary bus power into 115 Volt, 400-cycle A.C. power and supplies three-phase A.C. power to the gyro horizon, yaw damper, pitch damper, and gyrosyn Section 1 compass, single-phase A.C. power to the PHI and DOPPLER equipment. SECONDARY INVERTER ‘The secondary inverter converts 28 Volt D.C. secon~ dary bus power into 115 Volt, 400-cycle, three-phase A.C. power. Under normal conditions, single-phase A.C. power is supplied to the cockpit air conditioning system, air temperature regulator, AN/APX-25. FF ‘equipment and to the SIDEWINDER MISSILE SYSTEM. In case of primary inverter failure, a group of relays ‘connects the three-phase busses to the secondary inverter which will be used as three-phase. These relays auto- matically disconnect the IFF equipment to avoid over- loading the inverter. In case of secondary inverter failure the cockpit air conditioning temperature regulator and IFF equipment will be inoperative. FUSES ‘The A.C. clectrcal circuits, powered by the secondary bus, are protected by two groups of fuses installed on the right console above the circuit breakers pancl (s fig. 1-15). “The first group of fascs, located forward in a vertical position, protects the following electrical units: ‘COCKPIT AIR TEMP. ,GYRO-COMPASS, GYRO- HORIZON, YAW DAMPER and PITCH DAMPER, The second group protects PHI, IFF, DOPPLER and SIDEWINDER MIS SILE system. ELECTRICAL SYSTEM INSTRUMENTS AND INDICATORS BATTERY OUT WARNING LIGHT ‘When illuminated, this red light indicates that the battery bus is disconnected from the primary bus. It is located on the bottom right side of the instrument panel GENERATOR OUT WARNING LIGHT ‘The rod GENERATOR OUT warning light is located on the bottom right side of the instrument panel. This light comes on when the generator does not power the primary bus. In this ease the secondary bus is cut off while the primary bus is powered by the battery bus provided the tie-in relay is closed and. the battery is connected. 1-43COCKPIT FUSE ANU CIRCUIT BREAKER PANELST.O, NATO IRF-G91-R4-1 VOLTMETER ‘The voltmeter is mounted on the bottom right side of the insteument panel and reads primary bus voltage. ‘This instrument provides a visual indication of battery voltage when the battery switch is ON and the GENE- RATOR switch is OFF, regardless of engine operation. Ik indicates the generator voltage when the BATTERY switch is OFF and the GENERATOR switch is ON with the engine running. With both switches ON and with the engine running, this instrument indicates the voltage of either battery or generator, which ever is areater. LOADMETER ‘The loadmeter is mounted beside the voltmeter on the right lower side of the instrament panel. This instrument indicates percent of amperage absorbed by powered units and reads «1» when this current is 200 amperes. ‘The “ PRIM. INVERTER OUT” waming light isan amber light located below the primary INVERTER switch on the right side of the instrument panel. Mlumi- nation of the PRIM. INVERTER OUT warning light indicates that the primary inverter has failed or has been disconnected and that all A.C. equipment except the IFF is powered from the secondary inverter, The “SEC INVERTER OUT” waming light is an amber light located beside the PRIM. INVERTER OUT warning light; illumination indicates that the secondary inverter has failed or has been disconnected. In this ease, the cockpit air temperature regulator and IFF equipment are inoperative. UTILITY HYDRAULIC POWER SUP- PLY SYSTEM ‘The airplane hydraulic power supply system consists of 3 5.02 gal. (19 liters) hydraulic fluid reservoir, a self regulating engine driven pump, an accumulator, a pressure snubber, and a pressure transmitter connected to a gage in the cockpit. This system supplies power for operation of the landing geat, speed brakes, fuel flow proportioner, flight control ‘system, and wheel brakes. Hydraulic fluid is directed through a filter to the cengine-driven pump which diverts it under pressure through a second filter to the accumulator. ‘The self regulating pump has an independent return line to the hydraulic fluid reservoir, Section I From the accumulator, fluid under pressure flows to the utility equipment (soe figs. 1-16, 1-23 and 1-17). UTILITY HYDRAULIC SYSTEM INDICATORS UTILITY HYDRAULIC SYSTEM PRESSURE GAGE Downstream of the accumulator a pressure snubber and an clectric pressure transmitter are connected to the « UTILITY » gage located on the « HYDRAULIC SYSTEM + panel in the cockpit. FLIGHT CONTROL SYSTEM. ‘The flight control system incorporates aileron and elevator servo controls Lateral (oll) control of the airplane is achieved through irreversible hydraulic servo controls located before each aileron. ‘The rigid mechanical linkage between the control stick and the servo controls is connected to a spring-loaded artificial feel system that provides stick fecl to the pilot. A vibrator eliminates break out forces Control surface trim tabs are not provided for the ailerons. Lateral trim is obtained by moving the stick from its neutral position through the control stick trim switch and trim actuator. Longitudinal (pitch) contol of the airplane is achieved by the clevator through a hydraulic irreversible power control actuator. In the event of hydraulic system failure, automatic change-over to mechanical operation occurs. Stick forces are transmitted to the pilot by an artificial feel system (spring-loaded bungees and a bobweight) built into the control system. No control surface trim tabs are required on the clevator since the horizontal stabilizer is moved by an electric actuator controlled by the control stick trim switch or the EMERG. LONG'L TRIM switch, Directional (yaw) control of the airplane is provided by the rudder through the rudder pedals. The rudder incorporates a trim tab that is positioned by an electric actuator controlled by the RUDDER TRIM switch located on the left console panel. NOTE In cate of hydraulic system false automatic change-over t© mechanical operation occurs. ARTIFICIAL FEEL SYSTEM The spring-loaded bungee, artificial feel system (ig. 1-17) is connected to the mechanical linkage 1-47UTILITY HYDRAULIC POWER SYSTEM L0G. GR EMERG UP of LANDING GEAR LOG. GEAR GROUND L0G. GEAR SAFETY POSITION, o HyOR. SYST. UTILITY Figure 1-16 1-49ARTIFICIAL FEEL SYSTEMS AILERON ARTIFICIAL FEEL SYSTEM Figure 1-17T.O. NATO IRF-G9I-R4-1 between the control stick and the ailerons. It is located bochind the left armament bay. A motor connected to the mechanical linkage ateachment moves the no-load position of the control stick and functions as lateral trim. There is a similar unit for the elevator. PITCH DAMPER, The pitch damper increases the longitudinal stability of the airplane by sensing the pitch movement of the airplane and varying the length of the elevator power control actuator control rod to dampen out the move- ‘ment. The pitch damper can be engaged whenever there is a need for reducing longitudinal oscillations. PITCH DAMPER MAGNETIC SWITCH The pitch damper magnetic switch is located on the armament panel of the left console and has ewe posi= tions, ON and OFF, This switch controls the opening of the hydraulic actuating cylinder hydraulic pressure shutoff valve through a control valve controlled by the rate gyro, which plots the angular specd of the airplane with respect to the horizon. The pitch damper release switeh is located on the control stick just below the stick grip. Depressing this switch will disengage the pitch damper causing the magnetic PITCH DAMPER switch to retum to OFF. YAW DAMPER ‘A yaw damper (fig. 1-18) increases the directional stability of the airplane by sensing the rate of directional change and clectrically varying (through an clectric servo control) the rudder position to dampen out che change. The yaw damper should be on at any time that oscillations must be reduced. “YAW DAMPER" SWITCH The YAW DAMPER switch on the armament control panel of the left console, controls the yaw damper. Ie has two positions: ON» and ° OFF. FLIGHT CONTROLS AND INDICATORS CONTROL STICK GRIP ‘The type B-8 a control stick grip (fig. 1-19) has the aileron and horizontal stabilizer trim switch, a camera and gun Giving cigger, a microphone button, a bomb release and rocker firing button, and a camera button Section 1 RUDDER PEDALS ‘The rudder pedals (fig. 1-20) can be adjusted fore and afe by rotating the toothed handwheel Located inboard of the pedals. CONTROL LOCK ‘The control surfaces can be locked (fig. 1-21) by a lever located forward of the control stick. When this lever is mated to the lug on the control column and the spring-loaded pin is inserted, the control stick locks. At the same time, a pin engages and locks the pedals in the center position and the throttle is lacked in the «STOP. position by a teleflex cable. NORMAL TRIM SWITCH Normal trim is controlled by a four-position spring- loaded switch on top of the control stick grip (see fig. 1-19). “The center position is neutral. Holding the normal trim switch forward or aft changes the position of the horizontal stabilizer leading edge and trims the aircraft nose down or up. Holding the normal trim switch to cither side changes the control stick neutral position, through the artificial feel system and causes the corres- ponding wing to be trimmed down. ALTERNATE LONGITUDINAL TRIM SWITCH ‘The four position «EMERG. LONG'L TRIM» switch, on the left console trim control panel (fig. 1-22) provides an alternate circuit for che horizontal stabilizer. TThe switch positions are NORMAL, NOSE DOWN, OFF, and NOSE UP. The EMERG. LONG'L TRIM switch must be NORMAL to. provide power for normal trim, In ease of normal trim failure, use of this switch provides longitudinal trim at the same speed obtained by use of the normal trim switch, Moving the alternate longitudinal trim switch to OFF disconnects the normal trim circuit HORIZONTAL STABILIZER POSITION INDICA- TOR ‘The horizontal stabilizer position indicator is mounted left of the AILERON SERVO pressure gage on the instrument panel. Its scale ranges from « NOSE UP» to * NOSE DOWN » and has a red mark for take-off position. The stabilizer can travel +5° to —2° with a tolerance of +15’ —0’ in both directions. RUDDER TRIM TAB CONTROL SWITCH ‘The three-position «RUDDER TRIM» switch is located on the trim control panel (fig. 1-22). Its posix 1-53PITCH & YAW DAMPER SYSTEMS YAW DAMPER SYSTEM a Got R/4 PITCH DAMPER SYSTEM (~ PITCH DAMPER Figure 1-10 1555CONTROL STICK GRIP Figure 1-19RUDDER SYSTEM Figure 1-20FLIGHT CONTRSL LOCKS Figure 1-21 TRIM CONTROL PANEL Figure 1-227.0. NATO IRF-GOI-REL Fs and eRIGHT», The switch or RIGHT for corresponding tions are «LEFT », « O} must be held LEF udder tim. TAKE OFF TRIM POSITION INDICATOR LIGHT ‘The «TAKE-OFF POSIT» warning light, located on the trim control panel (fig. 1-22) will illuminate whenever the rudder trim tab is trimmed t0 take-off position and will go out when the switch is release. FLIGHT CONTROL HYDRAULIC SYSTEM The Aight control hydraulic system (fig. 1-23) is powered by the utilicy hydraulic system and has an independent return line to the hydraulic luid reservoir, ‘The fight control hydraulic system comprises the aileron normal system, aileron emergency system, and elevator system, Each system has an accumulator which has a check valve and a 4000 psi. pressure reliof valve AA pressure reducing valve is provided for the emergency system supply line to reduce Fluid pressure from 3550 psi. to 2850 psi AILERON SERVO SYSTEM PRESSURE GAGE ‘The « AILERON SERVO» dual gage is located on the «HYDRAULIC SYSTEM» control panel. Ic has two pointers, «NORMAL» and «EMERG», that indicate system pressure of the flight control normal and emergency systems. Two pressure stubbers (one for cach circuit) installed before the pressure transmitter, protect the instrument from abrupt pressure changes. The aileron servo switch labeled + AILERON SERVO NORMAL SYSTEM PRESSURE», has two positions, «ON» and « OFF» and is protected by a red cover that holds i in the OFF position. Raising the cover and turning the switch ON supplies alrernate accumulator pressure to the aileron servo controls through an independent circuit. NORMAL SYSTEM LOW PRESSURE WARNING LIGHT The normal system LOW PRESS red waming light is calibrated at 2630 ++ 107 psi. This light illuminates whenever the normal system pressure drops below this value, indicating that automatic transfer to the flight control mechanical system will occur as soon as residual accumulator pressure is used. The elevator servo switch is on the lower center instrument panel. It is labeled elevator servo PRES- Section I SURE and has two positions, «ON» and «OFF» that are used to engage or disengage the clevator ‘The elevator servo disengage amber warning light is located above the elevator servo control switch and illuminates when the switch is «OFF» and the stick is mechanically connected to the elevator. ‘WING FLAP SYSTEM Each flap is operated by an individual electric actuator mechanically interconnected by a flexible shaft that synchronizes fap travel. In ease of power failure of cone actuator, the other will drive both flaps (at a reduced speed) through the synchronizing shaft. ‘The actuators ate the mechanically irreversible jack-serew type WING FLAP LEVER The wing flap lever, located outboard of the throttle and marked ¢FLAP», moves on a quadrant marked «UP», «HOLD» and «DOWN». Placing the lever to © UP» or DOWN», supplies power to the retraction or extension side of the actuator. Power to the actuators is automatically shut off by limit switches when the flaps reach the maximum travel. For any intermediate flap position move the flap lever to «HOLD» when the flaps have reached the desired position, WING FLAP POSITION INDICATOR ‘The « FLAP» indicator, located below the altimeter, indicates percentage of « UP» or «DOWN >» travel of the wing Haps, and is powered by the left lap actuator. In case the right lap actuator is inoperative and the syncronizing cable is connected, the indicator will stil fanction properly. SPEED BRAKE SYSTEM ‘The speed brakes consit of two interconnected pancls under the fuselage and a single electrically controlled hydraulic actuating cylinder (fig. 1-16) located in the lower portion of the fuselage SPEED BRAKE SWITCH ‘The speed brake switch mounted on top of the throttle grip, is labeled « SPEED BRAKES and has 1-63