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Issued on the

Authority of the Commanding R-Jan 58


3C
R CA F S tati on Trenton

:
*'..
IN D E X

SUBJE CT P ART

General Description l -t

Structure 2 -L

Landing Gear and Shirnrny Dampers 3 -I

Brake Systern 4-1

Surface Controls 5 -l

Aircraft Fuel Systern 6-l

Air Conditioning and Pressurization System ? -l

Aircraft Hydraulic Systems 8 -l

Canopy and Seats 9 -1

Ground Handling, Servicing, and Safety Precautions l0 -r

Primary Inspection ll -l

Inforrnation contained in these pages will act as an Instructional Guide, and is


intended as general information only, to assist personnel in farniliarizing thern-
selves with the Silver Star MK 3. Information given is not final, and in case of
conflict between this Guide and Description and Maintenance Instructions, the
latter shall rule.

1
1
'{
"/
K:, fc'dd \Fr

0P T53 - REFERT0:
STORAGE 05-5QC:9
05-1-9

Prior- To Storag_e

1. Airframes, aero-ongine and accessories must be as cloan as


possible,

2. Any corrosion rnust bo romoved.as per 05-1-2AI{ , ,!.-, r.-. {:,, *-ru'\-
\*rLt

5. Securing of 1og books and records and propor ontries carried. olrt.

4. Removal of loose oquiprnent and protection as per classification


of equipment.

5. Grounding of aircraft as per 05-1-2\r.

6. If outsido storage, parking and mooring as por CAP 100 - Sect 4.

(" ) Dive f laps up

(u) Wing flaps up

(") If on sarth, planks under whools to prevent sinking.

(a) Frotoct completo extorior.

(" ) All covers installsd

(f) Any opening not having a covor nust bs pluggod cr covored.

-
TS a
I fernporary Storage
sTs Short Torn Storage
i,TS Long Torm Storage

I I
I

r rFQ TTNQ :
ITEI f i I v
\ ' t \
l I U !

AIRFRA},qD
Ij
Instal] undercarriage ground locl:s, and lock controll
s u r f a c e s i n n o u t r a l p o si t i o n r r si n g i n t e r n a l a n d e x - I
t e r n a l g r o u n d l c c k i n g d e v i c e s . F l a p s t o b e i n t h e f u Jl 1
d . o v , , pn o s i t i o n f o r i n d o o r s t o r a g e , a n d p a r k i n g b r a k o s i
reloased. l X X x

o
Thoroughly clean aircraft oxternally, rofer to E0 I
5 0 - 1 0 - 1 " Cl e a n i n g . i l l a t o r i a l s a n d I Y o c o ss o s , G e n o r a l . X X X

Thoroughly cloan aircraft intorior. x x X

A
.:T fnspect aircraft intornally and externally for cor-
rosion and troat corrodoC areas in accordance with
E0 05 -1-2 A-.'. t- l( X

q
R e r n o v sa c c e s s p a n e l s i n f l o o r i n q ( w h o r e a p p l i c a b l o ) ,
t
I
cl-ean out aII foreign mattor underneath floorirg, in I
s p e c t f o r a n d t i " e a t c o r r l o si o n . x XI

6 Lubricate airfrarne in accordance rvith lubrication


chart sho','n'L
in the *2 E0 for oach aircraft. X X X

7 F r e s o r v e o x p o s e d u n P ro t e c - u e dn e t a l l i c s u r f a c e s b y
tho paintirg, spraying or hand application of a
thin filn of rust preventive conpound, soft filn,
R o f o r e n c o 4 O D / 5 5 7, o r " r i ; s t p r o v o n t i r r o c o m p o u n d ,
hard film, Referenco +OD/585, Y X 1\

NOTE Indiscriminate application of rust prevontivo


c o m p o u n di s t o b e a v o i d e d . O n l y o x p o s e d h y d r a u l i c
piston rams, axles, slide assonblies, L'olts, fit-
t i n g s , c h a i n s a n d c o n t r o l r o o s a n e rc a b l o s , e t c . ,
considoreC susceptible to corrosion. AAain where
adverse conditions pnevail, upper surfaces of main-
plains, de-icor boots, radar domos, fuselagos may
be protocted frorn bird excretions, dust and other
f oro i ga rnatte r .

*-- ^ .t
( c o u tt n )

i TE},'I qTs
LTS

B Clean transparent plastic surfacos in accordanco v'rith EO


110-35-2. Danpen c 1 e a n , s o f t c l o . b h r , ' , r i t hc l e a n e r , a n t i -
static, Reference 33C1/6'75,(Ao not allornr contact with
inaccessible areas fr.oni which it cannot l:e rerrovsd.) X X Y

I
Slackon off o lovator, rudCer and ailLeron control cablos
to provent porn''anent sot eround pulleys.
X

I]}IDERCARRIAffi

I Doflate oleo sti'uts X X

a Fil1 o l e o " s t r u t s w i t h c o r r e c t g r a d " eo f h y d r a u l i e f luid. X X

fnfrato oleo struts to corroct pressDroo X


A
f
l , 4 i h e e l .a
sre to be cieaned and i n s p e c t o ' l f o r c o r r o s i o n o
The approrrsfl repair and anti -corrosion treatnent is to
be carried out, refer to E0 15-35 selies. Y
I L X

l , I f l h e]e b e a r i n E s a r e t o b e c l e a n e d a n i l r o p a c i c c d w i , u h
gr.ase . Reforonce 34A/I2Z (Spec.ificati on 5-Gp-690. ) X X
I

I
i O Tires are to bo th,::cugirly cleanecl. A11 triices of Erreases
I and oi1 ar3 to bs remo-ied by ;rashinrz vri-bh d.etergent, ilefor-
I
ence 33c/567 and uater, fol-iorvod by a clean rriater rinso. X X X
t
>

1
7 rnfl.ato tires to coi'roct pressuro fcr l m p o s e d ,l o a d . I v
X
i
h
B t r lr " ho,
ls: a n d t i re s to re n a i n i ns tal l e d. X v
IL
Y
l\

q 'lro
Tlres vril1 rotato,l a sufficient:listanco to chango th:
supporl;ing point at i.oast onco in each T tla:/ p o r i o d o f
- st or a ge , X

10 Tnstall prote ctivo trios c o v er s a X X X


NOTE: Suitabie c o v s r . s n r . a yb o n a n u f a c t u r e C locallv, I

11 Reliove weip;ht of aircraft fror.r ti


blocks undor axJes or shock struts 6 X X

l^nTE It is not nandatory to jaelc or t'locl< i^ircraft clgar of


ffi-ground, proviling tiro protec-i;ion, ccrrect inflation
prossuro anC rotatron is carried. out"

- -.2
ITE}iI TS STS LTS

(arnrzuum)
FUELsYsTEI',,rs
1 Drain all v,ratsr accumulation from frrel tank sumps and x
filtors.

2 Top up fuel tanks to full capacity with corroct fuoL. X

3 Drain all fuol from tanks, sunps, fj.ltors and fuel


s;rsten components x x
4 fnspeet and clean all fuol filters and strainors. x x

IELJ]:S gEljs_rlcoRFORAT
r IG_Ig?tL_FirEIIAIr{g $P $Img
h
FiIl fuel tanks to full capacity with oi1, lubrication
S p e c i f i c a t i o n 3 - G P - 4 5 ar R o f e " u r " " 3 4 A / 3 5 x X

6 Ensure oi1 is circulated through ontiro fuol system.


Oporato all change-ovor transfor and cross feed svstsms
and ensuro that oil flows through all lines, veh'es
a n d f u e1 s ' t l s t o m c o m p o n e n t s . x X

7 Drain oil from fuel tanks but lotrvo a sufficient quantity


remaininq to onsLlre that all lincs and. fuel systen comp-
onents aro fu1l and a h e a d o f o i l c o v o r s t h o f u s l t a n k
sumps at all tirncs. X x
6 C l o s e a l l f u e l v a l v e s , a n d c a p a l l disconnectod lines r,.ritk
l e a k p r o o f n " e t a l b l a n k i n g p l u g s o r c a p s" S e o S o c t i o n 2 8 I
of CAP10. X X

Vent fue 1 tanks by romoving fillar cap and covgring opon-;


i n g r , v i t h t w o l a y e r s o f c h e e s ec l o t h . Rof . 3?B/B+. After I
suf ficisnt tin'o has e lapsed to show rrsafort on oxplos irncte4
Rof . 3L/L56 f i 1 le r ceps nray be re p1aco d". I X X

FUEi, SYSTE}.'ISI }ICORFCRATIIfG


SELF-SEALI}TGRUBBER
FfEL CELIS OR INTEGRALFUEL TA}IKS

10 Rofer to sp(Jcific -9 E0 for aircraft concornoC and comply


with instructions in EC 110-20-3 X X X

I T O T El f ' l h e nn o s p o c i f i c i n s t r u c t i o n s a r o i s s u o d , f u e I s v s t e r IS
Tffirporating self-stlaling fuol cells shall bo presorvsd as
t
for rnetal fusl tanks under "Fuol Systoms" (Airfrano )" I
rnq q rFq T .nq
I TE}I ]_v u _L\/ .|lv

L SYSTE},-E(AIRFRA]'.,qI
AJ,COFO

1 Top up alcohol tank to correct full love 1, L

a Conpletoly Crain alcohol s)'stem and refill to full cap-


n vnI iU*, rY r rr rv rI Ui tI lM^ r,, n i ' l IJ . rU r\ '}. -t r " !i V *nU.l rt #t F. i - . n
?_aD-aI.
q V R ef 34a,/35
r l - l V
t
I X

Drain oil fror' s ysten but l"eavo suffj.cient quantit;r


reiraining to ens rf,ro tirat al l ]ines er'e f ul1 and tank
sump is ccverod. X jt

0 rL s Ys'IBtuis(ArRFRlil,E
)

l Top up oil tank to corroct ful 1 leve 1. X

?, Drain oil froin systern and can a ll dis connected lines witir
l e a k - p r o o f p l u g s o r c a F Sr s € e s e c t i o n 2 8 o f C A P 1 0 . 1r
-tL X

]]YDRA{ILIC .SYSTE16

1.. Ensure, by functional tost as reqrrired., rercsnt operation


n P c r r c f , s l p gw i t h i n 7? ho'..rrs prececi:-ng lrrcparation for
storago r X x
L**-*w**
I
Ensuro svsterns are fu1ly prined and hvdraulic fluiC I
rasorvoirs are filled I
t
to co:^rect full leve1.
I -_)
a

I
Charge hydraulic accumulatcrs viith prossur€r
I air to correct X

r-
,

Chi:ck a]1 ltydraulic s\rstetns for leakage and rectify as


l-' neCeSSaf.'y'o

Roloaso all air presslrro fron hydraulic svsten systor,r


accunulators ,

Dissipato hydraulic svstem prossuro,r


ffi H%
l _,-

#;{
F R OF .IT IN S TR U } V {E } IT P A N E L
T'RC};T RiGFdT CCNSOLT

11
FRONT LEFT CONSOLE

L11
R U LttN T
A FT' I| .1,9-f P A I\l E L

1 ar
A FT R 1GH T C ON S OLE
AFT LEFT'CO}.]SOLE

V1
GENERAL DESCRIPTION

The Silver Star (T33 Mk 3) is an all-metal,low-wing, tandem-seat fight-


er trainer, powered by a Rolls Royce Nene l0 turbo-jet engine. The retractable
tricycle landing gear is fitted with a castering nose wheel.

The cockpit is equipped with an armor-glass windshield, a jettisonable


one-piece, plastic,rrclamshellt canopy, and an ejection seat for each cockpit.

Dive flaps and wing flaps are provided, as well as the prirnary flyi+g
controls which are conventional, augrnented by a hydraulic aileron booster and a
rnechanical boost systern for the elevators.

A cockpit pressurization and air-conditioning systern is provided as


well as a pressure-breathing dernand type oxygen system.

Radio equiprnent includes VHF, interphone,IFF (ident. radar), and ra-


dio corrrpass.

Arrnarnent equiprrlent includes two .50 cal. rnachine guns, and provision
for carrying bornbs, rockets, chernical tanks, tow targets, and JATO.

The aircraft has a 28 volt electrical systern with a 300 &mpr generator
and two I Z volt batte rie s c onne cted in se rie s.

The fuselage is cornposed of three rnain sections, the aft secti.on being
easily detached for quick engine rernoval.

LEADING PARTICULARS

Length..........o............................................................ 37 f.t.8.4 in.


Height ...............o........r..,...................r,....................,. l l ft. 8.4 in.
Wing span ................r..........,..........o..................... 37 ft. ?.5 in.
Wing dihedral ............................................................. 3 deg.50 rnin.
Wing incidence at root ................................................. plus I deg.
Wing incidence at tip ...........................o.........i.,,.......... rninus 0 deg. 30 min.
Max. design takg-off wt ...........................o.................... 161800lbs.
Max. design landing wt................................ ........... lZrZO0 lbs.
Max. airspeed .................. .o............................ 505 K. or .8 Mach.
Max. speed Iowering landing gear ...........................o...... 195 K.
Max. speed lowering wing flaps (full) .............................. I74 K.
Max. speed lowe ring wing flaps (to 50%) .......................... 190 K.
Airfrarne struct. lirnits .......... 7,33G (po".) ...o.....,...o...... 3G (neg.)

Partl -I
STRUCT URE

The aircraft in general, is corrrposed of all rnetal, stressed-skin struc-


tures, including the control surfaces; the rnain material used being Z4ST alurni-
nurrr alloy. s

Fuselage

The fuselage is a serni-rnonocoque, three-section structure. The nose


anr, rnid sections are securely fastened together with twenty bolts and five screws,
while the aft and rnid sections are held together using three bolt tension fittings.
A rrbath-tub" shapecl keelson is the rnain structural mernber on the aircraft
bottom centre line.

(r) Nose Section

The nose section, extending back tora canted bulkhead at sta. 81.8, con-
tains the following equipment: " .,/
.) t, .,/,r,r1;' t j .",._r ri,i *J.h -(*----,--F
-- . / a

/ arnrnunition boxe s x' 'f'


I
\_
two .50 cal. rnachine guns (when used) ,p
\
aircraft batteries "\/ /' /
i
:'-
t! radio equiprnent
\
, inverters (dc to ac) \,\ !

t
o*ygen bottle r. t\
I \r('
! J
- \
t
rnaster brake cylinders and reservoir \. -- \ \"
\.. radio compass loop antenna (tip of nose)

Access to this section is rnade possible by a large hood door on each


side. These doors are each rnounted on three sealed bearing hinges, and held
closed by three latches. The latch pins are rrrounted on rrrovable serrated plates
by which the doors rrray be adjusted for proper fitting.

A red cord used as a yaw or drift indicator is attached on upper surface


of the nose section, and care must be taken when closing the hood doors to en-
sure the cord is free.

The pitot head and static air inlets are also located on the nose section.

CAUT ION

Due to the necessity of discharging the oxygen systern prior to removal


of the nose secti.onr great care rnust be exercised to ensure that all clothing and
equipment in the area are cornpleteLy free of grease and oil. An explosion or a
fire will result if these elernents come into contact.

(z) Mid Section

The rnid section, extending from sta. 81.8 to sta.277.5 plus lZ, has had
26.6 inches added to it at the cockpits, and 12 inclees to its aft end, when adopted
from the F80 Shooting Star. These changes provided for a second cockpit as well
as a change in engine, frorn the Allison J33 to the Nene 10.

Trre rnid section also contains the Fuselage Fuel Tank,.which is located
just behind the rear cockpit.
lart Z - I
f

Irnrnediately behind that is the Plenurn Chamber, containing the forward


portionoftheengine,whichisrnountedffiionfittings.Theplenum
charnber provides air for the double-entry, single-stage corrrpressor on the engine,
being connected to an air intake duct along each side of the fuselage. Access to the
plenum area is made possible by two lower doors and two larger upper doors. The
uPPer doors each contain a spring-loaded auxiliary air intake door, which opens
inward to admit extra air to the engine corrrpressor when forward speed of the air-
craft is insufficient to allow for the volurne of air required for engine consurnption.

The Nose Landing Gear is attached to the front bulkhead of the mid sec -
tion,andretrffie1Iinthe1owerforwardstructure.Twodoors
enclose the nose gear when retracted.

Three Levelling Pads are located on the lower longerons in the nose
wheel-well, two on the right, one on the left.

The two Dive Flaps, also supported by the rnid section, are attached on
the underside, forward of the rnain gear doors, one on each side of the aircraft
centre line.

The Wing is attached to the rnid section by ten rnain fittings, and fillets
are used to foffirnooth contours at the fuselage and wing intersections.

(3) Aft Section

The fuselage aft section is held to the mid section by three tension fitt-
ings - two upper on the rnid section and one lower on the aft section.

This section supports the Ernpennage and the aft end of the engine Tail
Pipe. A tail pipe joint scupper is provided to drain overboard any leakage of
fuel at this point.

An Overheat'Warning Systern, connected to an amber indicator light on


eachi''st'ution.Accesstotheinteriorisgained
through access panels provided or by removing the entire section.

(4) wins

The laminar-flow wing is a full cantilever, stressed skin structure, with


front and rear rnain spars as well as auxiliary spars. It is constructed as one
unit (through-spar), except for detachable leading edges, wing tips, flaps, and
ailerons. Cornpartrnents are provided in the leading edge sections and between
the spars for removable fuel cells. Removable stressed panels on the lower sur-
face give access to the cells aft of the leading edge. e

The front main spar, a t 2 . 0 1 oc h o r d , is swept back; the rear spar is


straight.

Lifting Lugs are located on both wing upper surfaces, alrnost directly
above tttJGiffilllar attachrnent points.

Provisions for Jacking Pads are located underneath the wing, outboard
of each main land,ing g""-

PartZ-Z
On the under side of the wing, outboard of each flap-aileron joint, are
provisions for the installation of Bomb Pylons.

Wing to fuselage fittings are as follows: (total of l0)

Two at inboard end each leading edge section (4)


Two at each side of wing rear spar (4)
Two on rnain rib, wing centre point (front, rear) (2)

The leading edge sections are attached to the wing by and they contain the
fuel and air lines to the tip tanks. "crews,

Th" I/iaglllr c o n s i s t o f s t e e l f i t t i n g s b o l t e d t o t h e r n a i n s p a r s a n d .c o -
i
\ vered by wing tip fairings. A Drop Tank Hook and Solenoid (electric release) are
.J'attachedtoeachfitting.sock@as'eG!Iilesforthetwobal1
' \ fi tti n g s
o n th e ti p ta n k s . A sw i tch i n the aft socket di sconnects the norrnal nav.
\ l i g h t a n d connects the drop tank light when installed.

i't
rt The Ailerons are lTrounted on full length piano type hinges. Three stain-
rI lt- t
I le s s ste el ni"g" pi.tt the aile ron to the wing structure ,and should be lubrica -
I
r "ttach
'rl
ted on installation. Each aileron is balanced by seven lead weights along the for-
' j
I ward edge, projecting into the wing structure.
' i

An electrically controlled Trirn Tab is rnounted at the inboard trailing


t edge of the left aileron. The right alteron is fitted with a ground set Bend Tab,
iI
i
' . , ' , h i c hh a s a r r l a x . a l l o w a b l e b e n d o f . 4 5 d u g . f r o m t h e c e n t r e c h o r d l i n e . Care ,
itust be taken when adjusting the bend tab, to firmly support the aileron trailing
\ edge.
I
I
I
When installing ailerons, a clearance of .l25 in. must be maintained
through the entire section at each end, rneasured with ailerons in neutral.

Two split type FIaps are rrrounted on piano type hinges, inboard of the
ailcrons. They are actuated by two electric motors which project through the
fuselage, one on each side. Each flap is connected to an operating push-pull
tube by four link rods.

(5) E mpe nnage

The empennage consists of a fuII-span horizontal stabilizet with two


Elevators, and a vertical stabilizer c a r r y i n g t h e -R- u d d e r . Both stabilizers are
twi;spar .structure s.

The horizontal stabilizer is bolted to four fittings on the fuselage.


Access to these fittings is rnade possible either by rernoving the aft section and
engine tail pipe, or rernoving the stabrlizer fillets. The stabilizer tips are inter-
changeable.

The vertical stabilizer, which houses the VHF radio antenna in its tip,
isbo1tedtotheuppersid'eofthehorizonta1stabiIi@ttings.

The Elevators are hinged on three sealed anti-friction bearings each,


and counterba-iffiffith three lead weights - two along the leading ed,ge, and
one at the outer tip.

Pafi2 -3
Each elevator is provided with two tabs - the outboard one is an Electri -
cally C o n t r o l l e d T r i r n T a b , w h i l e t h e i n b o a r d t a b is a Spring-loaded Servo-ffi]-

The Elevator Torque Tube, which is the rnain structural rnernber, is


attachedtoa,ateachinnerend,enab1ingbotheIevators
to operate as @it.

The Rudder is hinged on sealed anti-friction bearings at three points


along its ftonffia-and one at the bottorn of the rudder torque tube. The lower
hinge fitting is an integral part of the control horn attached to the torque tube.
There are five counterbalance weights on the rudder - three along the leading
edge, one at the upper tip, and one large weight projecting forward of the control
horn at the base of the rudder assembly.

A ground set Bend Tab, with a rrrax. allowable deflection of 3/16 in.
eitherway,istheo''ry@forruddertrirnadjustrnent.

,Part 1 - {
Exploded View

I 29 AJLERON
NOSE COVER
2 ARMAMENT COMPAR MENT DOORS ]O WING TIP

3 WINDSHIELD 3I WINC LEADING EDCE TANK

4 COCKPIT CANOPY 12 WINC LEADING EDCE

r FUSELAOE FUEL TANK PANEL 33 OUTBOARD WINC TANKS ACCESS PATTEL

6 ENGINE ]4 OUTBOARD WING TANKS

? TAIL PIPE ]5 INBOARD WINC TANK.s ACCESS PANEL

8 ACCESS PANEIJ 36 INBOARD Y{INC TANKS

9 VER.TiCAL STAEILIZE:I 3? MAII'I LANDING CEAR

IO VERTIC/I'L STAI]ILIZER TIP ]8 OXYGEN CYLINDER ACCESS PA}|EL


39 INNER DOOR SEGMENTS (MAIN GEAR)
II RUDDER

I2 ELEVATORS

I] ELEVATOR TABS

I4 UPPER TAIL F1LLETS

I5 HORIZONTAL STABII,IZER TIP

I 6 HORIZONTAL STABILIZER

I? LOWER TAIL FILLETS

I8 FUSELACE A.FT SECTION

I9 INTAKE AIR DUCT

20 ENGINE ACCESS PANEI.S

2I FUSELAGE MID SECTION

22 FUSELAGE FUEL TANK

23 WINC FLAPS

2{ LEADING EDGE FILLETS STRAP

25 LOWER I{ING FILLETS

Z6 UPPER WING FILLETS

?7 WING
28 AILERON TAB ( L.H. ONLY}

BEND TAB ( R.H. ONLY)

! \\
FJ
n 40 AILERON BOOSTER ENGINE ACCESS DOORS
ct

N 4I DIVE RECOVERY FLAPS


42 SCOOP ASSEMBLY, AIR INTAKE DUCT
I
43'!,|OSE GEAR DOORS
A
44 NOSE GEAR

45 FUSELAGE NOSE SECTION


LANDING GEAR

General Description

The landing gear, cornprised of two main gear sections, and one nose
gear, is fully retractable and hydraulically operated. Each main gear retracts
inboard into the wing, while the nose gear retracts aft, into the nose wheel well.
Gear locks are provided for both positions, and when retracted, each section is
enclosed by flush doors.

( r) Main Gear
," '*-t.L
Each rnain gear consists of:
),\n,. \
"*\
I
t I l'";'

an air-oil shock strut assembly


a side strut assembly
down lock rnechanisrn
hydraulic actuating cylinder
three fairing doors
up lock mechanism
wheel and brake assernbly
torque arrns

The rnain gear is firrnly supporied between wing rear and interrned-
iate spars, and two truss rrrernbers ensure rigid alignrnent. A lower side strut,
with a notched carn as part of the down lock, is attached to the shock strut. The
upper side strut provides a mounting for the rernainder of the down lock, consist-
iag of a crank arrn, push-pull rod, spring cartridge, and the latch block which fits
into the cam notch. A crank pin assembly releases the down lock by initial move-
ment of the hydrauli"
"E[ITltrftylinder.
The outer and centre doors are attached to the shock strut, and re-
tract with it, while the inner doors operate independently in sequence with the
gear. The inner door does not rnove on a retraction until the gear is almost
fully up. This action is due to a knee-link assembly forrning a geometric lock
until struck by a block on the cenTfriil Hydraulic pressure can now move
the door to the closed position.

\f,hen closing, a roller on the door contacts a trigger hook which pre-
vents the uplock hook frorn rotating to the engaged position. Now released, the
uplock hook engages around the roller on the door, forming a positive rnechanical
uplock for the rnain gear.

Initial hydraulic pressure releases the uplock hook when an extension


is eelected.

Part3-l
r@

rlr- .

G-ffi Dorrx )
W
+

l. sroE sTrur !EAmNG sup?orT 9. sHocx sTnuT


2. fiUSS AAEA{BER lO. SAFGTySwrrCH (tH GEAR
3. FUI.CTUM
BEARINGSUPPORT ONIY}

.. S?RING-TOADEO
CANTNIOG€ II. TORQUEANTAS

5. HYDIAUUCCYLINDEI n. TOWr;tc EyE


6' t^lc' AsstlillY
13. 'RA*E AssctBty
7, AIR VAIVE
II. IOW€RSIDESTRUIA4ET^8ER
8. PISTONROOATTACHHENT
FIITING 15, SIOESTRW$€S8CR
UPPER

Main Alighting Gear Part 3 - lA


I ARM 6. DOWN LOCK SWITCH

2 C R A N KA S S E M E L Y 7. MEMEER
T O W E RS I D ES T R U T

3 I CY T I N D E R 8 .
H Y D R A U T .C MEMBER
U P P E RS I D ES T R U T

4 I . A I C HA S S E M B L Y 9. CARTRIDGE
SPRING.IOADED

5 LAICHBLOCK IO ROD
Art62!,

Main Gear Down Lock


Part 3 - lB
I. }IINGE 8. SPRINGI,OADED
ACTATOR UNr
2. I{NET DOOi SCGTENT
9. ROttER
3. CENTETDOOI SIGT^EM

lo' I'F'tl
r. ourEr Door SEGTAENT

II. TINX
5. OUIET DOOI ATTACHING
POINr
12. HYDRAUUCErcTGCNC.Y
6. CENrtt OOOI AITACHTNG .IEIEASE CYUNDCI
POINT
13. HYDRAUI.ICACruANNO
7. ltoox ctuNDGt

Part 3 - lC
Main Gear Door Linkage
sEcTroN
A-A
-e
Ovlor Doot Sogmonl

C
GJtt, Door Sogrnoar

L cENrEr ooot Hoo( il. HYoRAUUCEMETGENCY


2. ourcr Door to(rrr tttE^s€ cYuNDCt
3. cENtm ooot scc^4tN, t2. rEvEt
a. our€r ooor stcrEil t3. sPilNGs
xYolauuc AcluAlil{ci ta.- UNx
cYUNO€t t5. rrrccfr xoot(
6. llrccft Hoo( rctI 16. tElArNEt H@X
7. locx PT.ATC t7. tNN€t DOOI tottGt
I rNNtt Doot stcntNl tt. I ECHAN|SMSUppOtt
9. tccENrtrc SIUO lotr t9. slop lu^{ptl
r0. loo 20. sxocx srrut

Main Gear Door and Uplock Mechan.ism Part 3 - lD


(2) Nose Gear

The nose gear consists of the following:

air-oil shock strut assernbly


two shirnrny darnpers
two torque arrns
hydraulic cylinde r
downlock rnechanisrn
uplock mechanism
uplock release cylinder
wheel as sernbly
two fairing doors

,,,.
The nose gear is firmly supported at attachment points on the fuselage
bulkheads at stations 8l and 103. A drag strut assembly contains a down lock
rnechanisrn sirnilar to that on each rnain gear. Initial movernent of the actuating
cylinder piston releases the down lock on retraction.

The uplock consists of two rollers attached to the lower part, at the
rear of the strut, and two hooks operated by the uplock release cylinder.

The two nose gear doors, rrlounted on piano type hinges, are raised
and lowered rnechanically as a heart-shaped carn is contacted by the shock strut.
Two spring cartridges ensure positive open and closed positions of the doors.

Note: I.nsert lock pins in spring cartridges when removing nose gear
door s-

(3) U!""1"
AII three wheels are magnesium alloy, and statically balanced. The nose
wheel is a split type, the main wheels are demountable flange type. Care must be
taken to ensure they are assembled in the balanced position.

(4) Shirnmy Dampe rs

The shimrny darnpers are spring-oil units, each consisting of a re-


servoir with spring-Ioaded piston, a restrictor check valve, and a lower, hori-
zontal cylinder and piston.

In operation, fluid flow is continually restricted in one unit or the


other, reducing nose wheel oscillations.

Part3 -2
I. ACTUATINGCYIINDET
2. UNK
3. ROD
4. DOWN IOCK SWTTCH
5. UP TOCKCYTINDER
6. UP LOCK SwfTCH
7. HOOKS
8. UPPER
DRAG STRUTMEMSEI
9. SPRING.TOADED
CANTTIDGC
lo. cA ,t
II. TOWERDRAG STRUTMEMTTI
12. sHr^is
13. UP TOCKENGAGEMENT
RTTh'O
I'. FORK
15. TOROUEARMS
A n 06 19 Q
16. SHOCKSIRUT

N o s e A l i g hti ng Gear Part 3 - ZA


I. SHIMS 5. S T O PA R M
2, SERRATEDPTATE 6. PIANO HINGE
3. STOP PIATE 7. DOOR
.. SPRINGI.OADEDCARTRIDGE 8. OPERATINGCAA4

ARs6229

Nose Gear Doors Part 3 - ZB


ACTIA?ING CYTINDER

Noae Gear Down Lock


Part 3 - ZC
I. UP LOCK CYIINOER 6. TRUSS MEMEER
2. SUPPORI FITTING 7. UP I,OCK ENGAGEMENT FITTING
3. UP LOCK HOOKS 8. SH|MS
4. UP IOCK SWTTCH 9. SHOCK SIRUT
5. U P P E RD R ^ G S T R U T M E M B E R

An!tltt

Nose Gear Drag Upper Pivot and Uplock


Part 3 - ZD
AIR C R A FT B R A K E S Y S TE M

General Description

The rnain gear wheels are each provided with a three-spot, twin-disc
brake assernbly, pow€red by pedal action in either cockpit. The following corrrPon-
ents are employed:

(") Two master brake cylinders with parking units.

(b) ,Cne brake system reservoir.

(") One brake assembly on each rnain wheel.

Components

(r) De scription

(") Master Brake Cylinder

The rnaster brake cylinders are rnounted in the nose section,


accessible t h r o u g h t h e h o o d d oors ' one on each side. Each cy-
linder is linked to a pedal in the front cockpit, although the
brake pedals in both cockpits are interconnected.
Contained in each cylinder is a spring-loaded piston assembly,
a poppet valve, a rnain return spring, a thermal expansion unit,
and a parking valve which is operated by a lever.

(b) Re servoir

The brake system reservoir, accessible from the left hood door,
consists of a cylindrical, rnetal container, with a fluid level sight
gauge on the front. Fluid used is red mineral base , 34A/ t 00.

(") Brake Assembly

The brake assembly consists of a cylinder housing, bolted to a


flange on the wheel axle, and two steel rotor discs keyed to each
wheel. Three piston units act against twelve brake lining pucks
and the two discs. A self -adjusting grip is incorporated in each
assernblY.

(2\ Operation

The brakes are applied by depressing the brake pedals, rnoving the pis-
ton rod, and plston valve assembly in the rnaster cylinder, which also closes the
poppet valve. Thie forces fluid into the brake lines and into the brake assembly
on each rnain wheel, squeezing the pucks and discs together.

The parking brakes are applied as follows:

(1) Depress pedals


(Z) Pull rrpark brakerr handle, either cockpit
(3) Release pedals
(4) Release handle.
P art 4
This action causes fluid to be trapped under pressure, between thepark-
ing valve and thc brake assernbly.

To release parking brakes, depress the pedals to overcome the built-up


Pres sure.

(3) Servicing

Bleeding

Pressure bleeding is not recommended. Standard method of


bleeding, as outlined in EO 05-50C-2, is used.

(b) B rake Wear

Checking for brake lining puck wear is done by applying the


brakes and measuring frorn the brake assembly housing to
the first rotor disc - rnax. allowable clearance - one inch.

CAUT ION

Parking brakes are not to be applied when the brake assernbly is over-
heated, ie., immediately after landing. Allow a reasonable cool-off
period.

Part 4 -Z
l.
I
3.
1,
5.
c
7.
&
9.
r0.
il.

tz
ra
r{
15.
r6. PIS'ON (THERMAI RET}CTI
v. SPIING {THERilAI REUEf}
r8. IOOY (ERAXEASSTMEIY}
19. ERAXE NfSERVOIR
20. SRATE MASTER CYI.INOET

#ffi

Brake Master Cylinder


Part 4 - 2A
sPtll€ 12. Axt[
l. nsroN TETUTN
t3. crtASE StAt
I. ]IATE LHSIG ruCXS ttcx c^rrEt
l. ltAll t}nG
t. lr^rt DFC lFIAlNli{G lotT
15. c^ltltt
., D6C DITVETEY
16. PlsToN
5. wx€Et SCC?|oils
lotTt r7. "o" th{G PACXh{G
6. wHttr sEcnoN ArTAcltt'G
rt. Autor{Allc ADJUSnNG Gll?
,. tNA? N}{(i
tt. AoJUsrh{G Gll? srAcr
e t{,| clt
20. ADrtlsTltlc ?lN
,. WHEit TTIAF{${G NU?
'I. AOJUSIII{GGTIP IOTQUE NUT
10. ]EAIING SPACTT
22. Flulo ?onr
tl. IEAIlNG
{fliF*

Main Wheel and Brake Unit


Part 4 -zB
SURFACE CONTROLS

General Description

The surface controls are conventional, with control column and rudder
pedals in each cockpit, connected to statically and dynarnically balanced ailerons,
elevators, and rudder.

The aileron system is provided with a hydraulic booster unit, while el-
evator control is assisted by spring-loaded servo tabs, trim tabs, and a bungee
spring.

Electrically operated, trim tabs for aileron and elevator are controlled
by a spring-loaded button on each control stick grip.

(l) Aileron Systern

Lateral movernent of the control stick rotates the upper aileron torque
tube,located under the cockpit floor. This action is transmitted to a differential
mechanislrlr mounted on the lower aileron torque tube. Movernent is t"arrsferred
6ffi"."t.r unit, which is bolted to the rear of the rear rnain wing spar, in the
lowe" patt of tttQtenurn charnber.

Attached to the drurn on the booster unit are the two I l4 in.7x19
cables, fitted with swaged ends. These cables extend out to a control drum in
each wing, where a push-pull rod cornpletes the linkage to the aileron.

Cable Tension

Ternperature is a governing factor in the tension of aileron cables:-

400 lbs. (plus or minus 25) at 70 deg. F.


For each degree below 70, decrease tension 2 lbs.
For each degree ffi ?0, I;;;G- tension Z lbs.

Diffe rential Me chanism

Produces a differential between the arnount of stick rnovement and


aileron rnovernent. With a constant rnovernent of the stick, there is a gradual
acceleration of the aileron movement from neutral to full travel either way.

Aileron Booster Unit

The aileron booster unit consists of the following:

(") Operating drurn


(b) Mechanical linkage
(") Hydraulic actuating cylinder
(d) By-pass valve
(.) Control valve
(f) Filter

The above cornponents are rnounted on a large triangular casting,


which is bolted to the rear main spar.

, Part5-I
r ,' ,'t| t ,t,at[...r. ']t*&/n)",u( :''"1-*&* L+P
e*/
'n"o't,"","controlIedbyashut-offvalv"-,^Mockpit,"o.,.,"j,"o
, so that both 'J41 must be openedto
operate the aileron booster. i N' t t
Aa"1//4
In operation, control stick movement is transferred to the booster unit,
and, through the mechanical linkage, a hydraulic selection is rnade at the control
valve. Fluid under Pressure is then delivered to one end of the actuating cylinder,
moving the drurn, and therefore, the ailerons, in the desired direction.

With aileron booster off, or if hydraulic pressure falls below 250 psi,
the spring-loaded by-pass valve opensn permitting fluid displacernent within the
cylinder.

Cornplete description of operation is contained in Eo 05-5 oC-2.

Aileron Tabs

The left aileron is equipped with an electrically controlled trirn tab,


while the only rneans of adjusting trim on the right aileron is a ground-set bend
tab.

column.

Control Surface T ravels

(") Ailerons Z0 deg. up and down


(b) Trim tab (left aileron) Z0 deg. up and down
(") Bend tab (right aileron) 45 deg. up and down

(z) Elevator Systern

Fore and aft rnovement of the control stick is transrnitted frorn a push-
pull tube in the cockpit floor tunnel through a series of bellcranks and push-pu1
rods, to the elevator operating arrn on the control horn assembty. Initial stick
movement operates two spring-loaded servo tabs which are mounted at the in-
board end of the elevators. The deflection of these tabs automatically rnove the
elevators in the direction selected in the cockpit. A Iarge spring bungee also
assists in elevator control from the neutral position. Outboard of each spring tab
is an electrically operated trirn tab which provid.es a limited arnount of servo ac-
tion to elevator rrlovernent.

Spring Tab Mechanism

This mechanisrrr consists of two inner torque tubes (inside the elevator
torque tubes), a bellcrank and operating arm, and a spring cartrid.ge which com-
Presses on initial stick movernent, A stop yoke and stop nuts restrict tab travel.

Bungee Spring Assist

One end of this unit is attached to the aircraft structure while the oppo-
site end moves with the elevator control horn. When the elevators are in neutral
the spring is at full compression, and any movernent of the elevators from this
position will allow the spring to expand, thus tending to rnove the elevators in the

Part 5 -Z
\
I
E
NOTE

DIAGRAM

BOOSTT IN

CYLI:DER

FEEL LINK

PERATING ARM
coYrRoL , ALVE

O\TIiOL \ \LvE

Aileron Booeter Operation Part 5 - 2A


t. ArtEnoNsToPs 8. AltEroN DrurA PUSH-?UI,I
IOD
2. coNTtol silcx 9. All,EloN
3. EI.EVATOR TUEE
PUSH.PUTI. IO. AIICTONDIUT^
a. AIA I l. ArtEtoN ToRouEluBE, AFr
5. AITETONPUSH.PUI.T
RODS 12. AITERON IAECHANIS^^
DIFFERENTIAT
6. AIIENONBOOSIEIUNII 13. AII,ETON TONOUEIUBT,FORWAND
7. CONTTOICABTE l.l. CENIEIINGPIN HOIE

oEcrEAsEltNsroN Two PouNos PEt.55'c(loFl


t[tow zroc (7ooF].
tNCr€AStTINSTON PEr.55"C(l"F)
rWO POUNOS
No ctt^t^t{cE ltrwttN
rotr ANO SloP wlTH Alt€3oN
Alovf 2roc (7cfl.
rx lurtv trrtNDED foslrloN TOTATAITOWAILEPTAYAT AITEIONIIAITING

o
Fl
o
5
o
o
p
Ft
o
o
o
o
3
ArtEtoN rtAvrt ^^t^surEo
^] AIITION INSOANO EDGE

tr
Fl
n
ul
I
N .@ r 25 t! rcNsloN
td
NEUINAI POSIIION

I . F O R W A R DS U P P O R TB E A R I N G
2 . A C 3 8 6 . 2 . I 3 4 T A P E RP I N
AN365.t032 NUr
AN975.3 WASHEt
3. BEI.[CNANK
4 . A N 3 8 6 . l - l 8 A T A P E RP t N _ 2 R E Q
A N 3 6 4 . 1 0 3 2N U r _ 2 R E O
AN97t3 WASHET_2 RtQ
5. AITERON BOOSTERTORQUE TUSE
6. STUSSHATT
7. 4N320..1 NUT - 2 REO
8. INNER I.INX ASSE^^BI,Y
9 , O U T E RT I N K
r 0 . A N 2 . . 2 6 B O tT
AN320.l| NUT
I I. ARM
I 2 . P U S H . P U I ,ITU B E r O I K
I 3 , P U S H . P U I .T
I UBE
II. SUPPOII BR^C(ET
r5. rorrtt
16. SNAP IING
I7. PUSH.PUI.ITUBE ENO fITTING

Aile ron Diffe rential Mechanism

P art 5 - 2C
desired direction. The sudden snapping action of the elevators when moving thern
while the aircraft is on the ground, is cornpletely smoothed out when a foward speed
of 69 K. is reached.

T rirn T abs

Outboard of each spring tab there is an electrically operated trirn tab.


The motor which is mounted behind a heat shield on the right side of the fuselage
aft section, is controlled by the sarne button switch on the control stick used for
aileron trirn. Power frorn the rnotor is transrnitted through a flexible drive shaft
to affTrr drive mounted at the rear of the horizontal stabilizer. From here, two
flexible shafts are used to drive the screw-Jack assernblies which are connected
to the tabs

Elevator trirn indicator consists of a green light on each instrurnent


panel which is on when the tabs are in neutral.

Longitudinal Alternate T rirn,

An alternate elevator trim switch is located on the left console of each


cockpit, to be used whenrrrunawayrr elevator trirn is experienced. This condition
is due to a short circuit in the systerrl, causing the trirn rnotor to travel the full
distance one way or the other.

The switch is operated by rnoving it frorn the ttOFFtt position which ren-
ders the entire wiring through the control column (including aileron trirn) inopera-
tive. With the switch in this position, it is used to trim the elevators by moving
the toggle back or forth as required,

Control stops for the elevators are located at the control horn assern-
bly . a u x i l G ry s ffi l a re fi tte d to the base of the forw ard control sti ck, and
should have a clearance of IlL6 in. with full elevator travel.

Control Surface T ravels

(") Elevators 30 deg. UP l6 deg. DOWN


(b) S p ri n g ta b s l0 deg. UP 2Z deg. D OW N
(") T ri rn ta b s 17 deg. UP 27 deg. D OW N

(3) R u d d e r Sy s te rn

The rudder controls consist of two sets of pedals suspended by hangers


from torque tubes, and connected to the rudder control horn assembly by 3/16 in.
?xl9 cables, tensioned to 90 lbs. (Refer to chart in EO 05-50C-Z'). Pressure seal,s
are used where the cables pass through pressure bulkheads, and two quick-
disconnect fittings on the cables at the plenum area allow quick removal of the
fuselage aft section.
Left-to-right synchronization of the rudder pedals is accomplished by
the use of a I'walking beamrrinstalled between the forward pedals.

Front-to-rear synchronization is rnade possible by direct linkage frorn


the rear pedals to a large quadrant, or pulley on each side, ahead ofthe rear
pedals. These quadrants are actuated when the forward pedals are rnoved, as the
control cables are fastened to them by swaged lock wedges.

Part5-3
NOTE
fltv^tot llAvfl ts mtasutto tEtwtEN tHt
u??tt sxtN surfAct of lr.tt s?lNG IAt AND IHf
ufrtr suffact of rxt aoJ^ctNr farilNc Ar rHt
'rNto^to
ttAruNG toct. r tAsult ftoM A tolNr ra
lll
oN rHt TAI AoJactNl Io rHt FAll,NG ltAltlNc
tDGt. DO NOI rEaSUlf IO rHt fXlfNOtD ll^ltlNc : F\P33' /n.=l',ylntr/zo)El
EDGTOf IHI IAI.
t.ti=.t"
oowN

\ /l ir: tl
33firoi,

l-*,o, P
,tS
N-
r1-\
r't
rD c
Fi

l-/
I
I
I
t

a
o
a+
o
3

/
I
,!.
I
2
e lpvaron
slevrrox
Y Do\\,N srop
up srop
12 err BELL cR,\NK
13 LowER AFT pusH Ror)
3 ronweno coNTRol, srrcK lf upprn AFT pusH RoD
I npr c.oNTRoL srlcK
15 ELEVAToR oPERATINc ARM
p r rg s s u R r s e a L
t 5 l0 elevnron \
p 6 supponr RoLt,ERs
It ELEvAToR BUNcEEsPurNc
Ft
|:i 7 uoweR BEI,L cRANK ll voxr, sPRrNc r.AB sroP
8
ur uppen BELL cRANK
19 spnrNc srop
I 9 r ' o n w r r R o H o R t z - o N T A Ls u p p o R T A R M s
(',l.) 20 e lrve'ron DowN srop
l0 pnr:ssuRtzED rloor
2l e lEvnron up srop
ll ,rrr HoRlzoNl \ t- supr,oRT ARMs 22 srop s.lR
Its-
i l t A S U R T O l i f I W T I N U P P T NS U R F A C TO f I A B S X I NA N D
U P P F RS U R T A C O T T A D J A C I N Tf A I S I N G A T I N B O A T O
IRAIIING TDGI

ATIOWABI.f PIAY IN ETEVAIORSPIING ]AB MTASUTCD


i 00 F()PwAiiD or tNSoArD lRAt!tNc f oG[ ls !4:]
IOIAI ,--IOIAt P(AY MU5I8I f POM ACCUMUTATTO
AcctpTASt Ir ptsutltNc
r ( . ) r t F A N c fs B ( i I w l t t N o I B t
tPoM toostNtss lr{ oNty oNt coNNtctroN

t ler;att.rr Spring Tab \{echanism

Part 5 -38
A11 pedals are adjustable fore and aft to accomrnodate pilot leg length,
and the toe pedals can be rotated on the pedal bar to apply wheel brakes individ-
uaIly.

Centering springs attached to the forward rnechanisrn return the rudder


pedals to @ressure is relaxed,

The only provision for rudder trim adjustrnent is a ground-set bend tab.

Rudder control stops are rnounted on the horn assembly at the rear,
whi1eauxiIiarystoslffiaranceofllL6in.atfu1ltrave1'are1ocatedatthe
walking beam assembly.

. Control Surface T ravels

Rudde r 30 deg. left and right


Be n d ta b 3lL6 in. max. deflection either way

The Control Surface Lock consists of two tubular brackets which attach
totherudde.pkinthefrontcockpit.Theyarec1ippedto
the right side panel when stowed.

(4) \lfing FIap Systern

Two split type flaps are rnounted on piano hinges under the trailing edge
surface of the wing, one on each side, extending frorn the fuselage to the ailerons.
An electric actuator is connected to each flap through a torque tube supported by
rollers, and four link rods which rrrove the flaps up and down as the torque tube is
pushed in or out by the rnotors.

The two electric actuators are interconnected by flexible shafts through


an rrHrr drive assembly, which serves the dual purpose of synchronizing flap rnove-
me@eansofonemotoractuatingbothflapsifonemotorfails.

Maxirnurn up and down travel of the flaps is governed by lhe lirnit


switches, rrrounted to the rrHrr drive assernbly which is located in the bottorn of the
plenum charnber, on the centre line.

Flap selections can be rnade frorn either cockpit by rnoving a lever


rnounted outboard of the throttle. These selector levers are connected to a carn
shaft which operate the two rnicro switches for up and down flap rnovernent.

Any misalignment in the trailing edge of the flaps is probably due to


incorrect length of one or more link rods. When adjusting the link rods, ensure
that the inner rod on each flap does not exceed 9 Il4 in.

'
Wing flap extension is 45 deg., indicated by the flap position indicator
on each instrurnent panel. The position of the flaps is electrically transrnitted
from the left flap.

CAUT ION

Do not o p e r a t e f l a p e t h r o u g h m o r e than one cycle without a two rnin.


cooling period for the rnotors.

Part5-4
(5) Dive Flaps

The two dive flaps,located forward of the main landing gear doors, one
on each side of the aircraft centre line, are hydraulically operated but electrically
controlled.

Selections are rnade with a sliding switch on either throttle lever. These
switches are wired in series, so that either one rnay be used to lower the dive
flaps but both rnust be selected rrUPrr to retract thern.

The selector valve-and-rnotor (one unit) is rnounted on the keelson


structure between the dive flaps. Frorn this unit, hydraulic pressure is admitted
into the two actuating cylinders to operate the dive flaps.

'
Wh.n extend.ing dive flaps, the forward end is pulled. to the rear in a
roller and track assembly by the piston end of the actuator, At the sarrre time, the
cylinder portion of the actuator rrroves forward on the piston, exerting a pull on its
attachrnent which then drives the trailing edge of the flap down by the radius strut
attached about one third of the distance back from the forward end of the flap.

The actuating piston is attached to the dive flap by a quick-disconnect


pin, and the security of these pins must be checked constantly.

Each dive flap incorporates a srnall spring-loaded door to relieve sorne


of the structural stress irnposed on the flap when lowered at high speeds.

A manual shut-off valve,located forward of the selector valve, access-


ib1ethroughthel"ft@8,isusedaSasafetyfeaturewhenchecking
corrrponents in this area. It must always be left in the "flightrrposition and lock-
wired af.ter servicing is cornpleted.

CAUT ION

Before entering the dive flap cornpartrnent, or returning the shut-off


valve to flight position, ensure:

(i) There is no hydraulic pressure on the systern.


(ii) There is a t'DOWN" selection on the switches.

The only position indicator for dive flaps is an arnber light on each in-
strument panel which corrres on with a trDOWN|r selection.

Dive flap extension is 23 llZ in., at the trailing edge.

NOTE

Each control colurnn well is provided with a rnoisture drain. These


drains are to be checked on e a c h D . I . Locations are a s f o l l o w s :

Forward colurnn weII drain - rear, left nose wheel well.


Rear colurnn well drain - upper, right dive flap area.

Part5-5
AIRCRAFT FUEL SYSTEM

Gene ral

Aircraft fuel is contained both by internal tanks and external tanks.

The internal tanks consist of the following:

Leading edge group - three cells each wing.


Inboard wing group - two cells each wing.
Fuselage tank - one cell in fuselage.

The external tanks, one rnounted on each wing tip, are structural alumi -
nurn alloy tanks, designed for specified flight conditions.

'iotal
capacity of the fuel system i s 617 I-p. gal., contained in the l3
tanks as outlined.

Description and Operation

The fuel is delivered to the engine from the fuselage tank, under norrnal
operating conditions.. Each group of tanks is provided with a separate supply rnani-
fold connected to the fuselage tank. Three float valves control the sequence of de-
Iivery from the various groups to the fuselage tan<, with all switches on, as foll-
ows:

T ip tanks
Leading edge group
Inboard wing group

Fuel Cells

Leading Edge Group

The leading edge group consists of three interconnected cells, one in


the leading edge of the wing and two aft of the front spar. A fuel booster purnp is
rnounted externally at the inboard end of each leading edge cel1. The purnps supply
fuel through check valves, to the fuselage tank. The leading edge groups are re-
fuelled through the outboard filler caps. Capacity of each leading edge group is 43
gal., or, a total of 86 gal.

Inboard Wing Group

The inboard wing group consists of two interconnected cells, one for-
ward and one aft of the rear spar. A booster purnp, rnounted in the aft cell, deli-
vers fuel through a check valve to the fuselage tank. The inboard wing group ca-
pacity is 64 gal. on each side, making a total of 128 gal.

Fuselage Fuel CelI

The fuselage fuel cell is rnounted aft of the rear cockpit. Three float
valves, rrrounted in the top of the tank, control the transfer of fuel frorn the var-
ious tank groups. A booster purnp rnounted internally delivers fuel direct to the
engine supply rnanifold. A fuel quantity warning transrnitter in the fuselage cell,

Part6-l
lr,
I
o
>.

r.
o
o
r,
ci

o
I

I WING TANK BOOSTER PUMP


2 rrlLen wELL scuppER DRArN
t err TNBoARD TANK
I ronweno TNEoARD TANK

I vsxt LNe
I tNren, ourBoARD TANK
I ourrn ourDoARD TANK
t ruer,-ern LrNE eurcK-DrscoNNEcr
T LEADTNG EDGE TANK

ll LEADTNG EDGE TANK BoosrER puMp


!
p
Ft
F}

6
I
I. INNEI TANX
2, DRAIN
3. ACCESSDOOr
a. VENI tutE
5. oulEt TANr
6. Fil.Er wtu.
7. SN^P F^STENET
8. TANX |NIEICONNECrOI

r. AcctssDoot
2. sN P fASrilA
3. rAr< i{rnco$*ctot
a. vtNT lt,t€
5. Dl^|N
6. toosra iJ {? ADAPTEI
,. r@sra rur{|

Outboard Wing and Leading Edge Part 6 - lB


I. BOOSTEN PUMP X
2. ORAIN
3. ACCESS DOOn
1. TANK INTERCONNECTION
5. WETT
FIILER
6. SNAPFASTENEN
7. AN TANK
8. FORWARD TANK
9, VENTTINESUPPORT
IO. VENTIINE

x86032

Inboard l4ring Group


Part 6 - lC
l. vEf{r UNE

2. nP IANX ftoAt v^tvE

3. I.EADI}IGEDGETANT FIOAI VAIYE

.. WII{G TANX FIOA? VAIYE

5. RttEl wEtt

6. AUEI WEU SCITPPEI


DIA|N

7. AANIiOLE COVEr

8. R'EI CUANTIW TIANSTITIEI

9. rAN( tErArNl|.rG cl,l?

10. DIA|N

I I. FUETINETS

12. t@sTEt PUilP

Fuselage Tank
Part 6 - lD
indicates, bY a light in each cockpit when the contents of the tank falls to ?0 t 5 gal.
The refuelling cap is located at the top of the tank, aft of the canopy. CapacrTy is
7J gal.

Wing Tip Tanks

Two jettisonable fuel tanks are rnounted on the wing centre line, one on
each tip. They are internally braced, and have a horizontal fin at.the aft end. A
spring-loaded ejector rnechanisrn is provided to ensure positive release. An air
and fuel quick disconnect is fitted to each wing tip. The fuel and air lines at the
tank contain spring-loaded shut-off valves, and are in the closed position without
tip tanks installed.

Fuel frorn is transferred


the tip tanks by air pressure supplied by the
engine compressor. T i p t a n k p r e s s u r e i s c o n t r o l l e d a u t o m a t i c a l ly by two air
pressure regulating valves, l o c a t e d a t t h e r e a r o f t h e dive f l a p c o m p artment.
AIC ZIOTL-21576, Pres. = 5 . 2 5 p s i . AIC 2 1 5 7 7 a n d subsequent,6.25 psi.
Each tank incorporates a sniffle valve to relieve air pressure above 9.5
psi, and to prevent internal pressure from falling below atmospheric pressure.

An electrically operated air shut-off valve, spring-loaded to the open


position, is controlled by the tip tank fuel switch.

C a p a c i ty f o r e a c h ti p tank i s I9Z g?I., maki ng a total of 384 gal . f or


bot h t a n k s .

Components

(r) Fuel Booster Purnps

Four purnps are employed in the wing fuel cells. They are centrifugal
pumps driven by D.C. motors with a delivery pressure of. IZ - 15 psi. The purnps
are controlled by switches on the left console of the front cockpit.

A fuel booster pump in the fuselage tank, sirnilar to the wing group
pumps, incorporates a de-aerator to reduce possibility of vapor locks in the en-
gine fuel systern. This purnp is controlled by a switch on the left console of each
cockpit, with an arnber light indicating an rroNrf selection.

(z) FueI Control Valves

De s c ription

Each of the three valves consists of a cork float, a rubber diaphragrrr, a


pilot valve, a ball check valve, and a main feed valve. They are mounted
at slightly different levels as follows:

T ip tank - top
Leading edge - interrnediate
Inboard - lowest

Operation

(") Closed Position. With a high float level, the pilot valve is closed

\ Patt 6 - 2
and the ball check valve open, allowing fuel from the appropriate
tank group to enter a diaphragrn charnber through bleed holes in
the rnain valve stern. The pilot valve seals off the diaphragrn
charnber. Fuel, at transfer pressure in this charnber, acts on the
underside of the diaphragrn and holds the rnain valve closed.

(b) Ope! Position. \{ith a low float level the pilot valve is open and
the b"11 ch""k valve closed, shutting off delivery to the diaphragm
charnber, The pilot valve allows the fuel pressure in this charn-
ber to bleed to the fuselage tank, and the main valve to open,allow-
ing fuel to enter the tank.

(3) Check Valves

Check valves are employed in the fuel systern to maintain correct direc-
tion of flow.

(4) Shut -off Valve

A rnotorized shut-off valve is installed between the fuel filter and the
fuselage tank, controlled by a switch on the left console of each cockpit.

Purposes

(") Fuel systern rnaintenance.


(b) Avoid danger of fire in the plenurn charnber.

Precaution

Ensure both switches are rroNrr before starting engine.

( 5) Fuel Filter

A rnicronic filter with a relief valve set at.3 psi, Diff. Pres. is loc_?ted
in the right wheel well. The line to the engine-driven pumps is equipped with a
quick disconnect fitting. The filter element may be replaced without removing
the filter bowl. The filter dome is vented to the fuselage tank.

FueI Tank Vent Systern

llhe venting of the wing groups is accomplished by two vent lines conn-
ected to the fuselage tank, which is vented. to atrnosphere by a line and vent rnast
at the rear of the fuselage, on the right side. A syphon breaker is connected to
the rnain vent line in the plenurn charnber.

FueI Quantity Indicators

(") Fuselage Tank Contents Gauge - located centrally on the sub-


instrument panel in each cockpit.

(b) Fuel Remaining Indicator - located on each instrument panel,


actuated by a flowrneter mounted on the engine, indicates total
aircraft fuel load, In operation, the fuel consurned is subtrac-
ted frorn the original setting to indicate total fuel rernaining.

Part6-3
TUSETAGE
TANK

rUEI SYSTEM
VENTTINE

A8 6138 VENT MAST

Fuel Location
Part 6 - 3A
After refuelling, the indicator is set to corresPond with fuel load'

Precautions

A faulty reading will result under the following conditions:

(") If not set to correspond with fuel load.


(b) FueI Iost overboard, or not obtainable due to faulty fuel transfer.
(.) Mechanical failure o f flowrneter.
(d) Cornplete e l e c t r i c a l f a i lure.

Fuel Transfer Switches and Warning Lights

Front Cockpit

The following fuel transfer switches and warning lights are located on
the left console:

(I) Fuselage pump and By-Pass switch Arnber

(Z) Tip tank grouP switch Red

(3) Leading edge grouP switch Red

(4) Inboard wing grouP switch Red

Rear CockPit

switches except Fuselage tank Bypass, with a warning light


No transfer
for e a c h f u e l grouP.

NOTE

All above warning lights are operated by pressure sensing switches to


indicate that transfer pressure is below 3 psi'
I

Low Fuel Pressure Warning Light

rffhen fuel pressure to the engine drops below 3 psi, a red warning light

on each instrument panel is turned on by a pressure sensing switch.

In the event of failure in norrnal fuel delivery from the fuselage cell,
indicated by the Low Pressure warning light, a BY-Pass System will supply fuel
to the engine, frorn the leading edge groups and/or the inboard grouPs.

Operation

(r) En s u re s e l e c t i on of l eadi ng edge and/or i nboard.

rrB y-passrr'
(2) Se l e c t fu s e l a ge tank pumP sw i tch to

(3) En s u re l o w p ressure w arni ng l i ght goes out'

Part6-4
SOLENOID 9HUT -OFF vALvE-

PRESS SWITCH

BOOST PUMP

SOLENOID SHUT.OFF YALVE

MOTORIZED SHUT -OFF VALVE

I{AIN FUEL TANK FILLER CAP


LX)V
PILTER

E
p DIFFERENTIAL PRESSURE SWITCH
Ft
Qurcx orncoflx4cT
o f

A
;
a'

!
LOW P.RTSSURE EL SYSTDM
t
NOTE

By-pass selection will

(l) Shut off fuselage tank purnp.

(Z) Close two solenoid transfer valves, preventing fuel flow to the
fuselage tank,from inboard and L.E. groups.

(3) Open the solenoid by-pass valve, permitting fuel flow to the en-
gine.

FueI Filter De-icing System

De scription

. An alcohol de-icing systern is provided on the rnain fuel filter to remove


any ice formation which could cause a restricted flow of fuel through the filter ele-
ment. The corrrponents of the systern are as follows:

(l) R_eservoir - containing.S3 gal. de-icer (one rninute).

(Z) Purnp - electrically driven, ge?r type.

(3) Differential Pressure Switch - between filter inlet and outlet,

(4) Sh_ut-off Valve - solenoid operated, between alcohol purnp and


fuel filte r.

Op?ration
''i''''ft !-'I
,it,Lr:/t r
(") Warning of ice in the filter is indicated by a red-rla+r+ir*g light
on each instrurnent panel.

(b) Pressing the Itde-icer'r button switch on either instrurnent pa-


nel, energizes the purnp and opens the shut-off valve, allowing
alcohol to enter the inlet side of the filter, removing the ice.

(") The switch is held on until ,tr" *jd-*tti.g ligtrt go." orrt.
(approx. l0 sec.)

Methods of Tip Tank Release

Manual

(") Airc taf.t 21001 - ?J050, two rrTtr handles left side of forward
seat.

(b) Aircraft ZIO5L - 2Jl!!, two rrTrr handles left side of forward
seat. Front handle - Tip tank release. Rear handle - Bornb
and rocket release.

(.) A i r c r a f . t Z l Z 0 0 a n d s u b s ' e q u e n t , o n e r r r l ' t th a n d l e l e f t s i d e o f f o r w a r d


seat - Tip tank release. One ball handle - Bornb and rocket
It
,release. Part6'5
Ele ctrical

(") Ernergency jettison button, both instrument panels, releases all


external stores (tip tanks, bornbs, rockets, etc.)

(b) Norrnal release:

(l) Select external wing stores switch in rear cockpit to nArmrl

(z) select tank jettison switch, either cockpit, to ,,Ready,,.

(3) Press bomb release switch - red switch at top of either


control colurnn.

Warning

Ground safety pins must be inserted in release mechanisrrl on each tip


tank when the aircraft is on the ground, and rernoved prior to flight.

Maintenance - Tip Tanks

Installati on

(1) Rernove ejector rnechanisrn plug.

(z) with 7lL6 in. socket, rlz in. d.rive tz in. long, release
ejector spring until internql stop contacted.

(3) Remove wing tip access panel.

(4) Loosen tank hook asse-ott,^. |


* g:t) ' {4
3
(5) Apply powdered graphitelo ball and socket fittings,*
USttfiLE-s{- s.

(6) Lift tank into position.

(7) Plug electrical connecters into wing tip sockets.

(8) Fit ball and socket fittings together, pushing tank inboard
until tank hook closes.

(9) Release lever and indicator safetied together with single


strand of .018 in. copper wire.

(10) Torque the tank hook to initia.l value of. 25 ft. lbs.

(l l) Insert sway braces and torque to 25 ft. lbs.

(lZ) Torque hook to 50 ft. lbs. (plus 5, rninus.0).

(13) check release lever for alignrnent, and replace access


panel.

Part6 -6
AFT SOCKET

SAfETYWIRE
0.020-rNcH DIOP TANK UGHT r
SOFTCOPPER
\ DrscoNNEct

SWAY ORACE PAD

FUEI..AINDFCONNECI

FORWARD
l----)--
r\)
SOCXET

FORWARD BALT
TITTlNG
a

DNOPTANK
EJECTOR
MTCHAMS}T
ANT
RE1EASE
! DROPTANX
c)
Fl EJECTON
INDICAIOR
o PIN

o
(\nl Tighten ejector spring until indicator pin is flush.

NOTE: Approx. 25 revolutions are required to start indicator pin


rnoving.

( I 5) Fill tank.

(16) Remove filler cap and install pressure gauge.

(17) Engine operating, check pressure - 5.25 t .5 psi.

(18) Engine off , bleed off pressure, and replace filler cap.

(19) Check sway braces to 25 ft. lbs., and install tank fairing.

Removal

(l) Relieve tank pressure, and drain fuel. A full tank weighs
over I 500 lbs.

(Z) Rernove ejector rnechanistn cover, and relieve springtension,


approx. 30 turns required to contact internal stop.

(3) Remove tank fairing and access panel.

(4) With tank supported, release tank hook.

(5) Disconnect electrical leads.

Caution

-
Extreme care must be taken in handling and storage of tanks.

- NOTE

Com ple te i n s tru c ti o n s d e s c ri b i n g the proper sequence for ti p tank i nstal l ati on and
r em ov a l i s fo u n d i n EO 0 5 -5 0 C -2. The above i s a si mpl e gui de onl y.

Part6 -7
AIR CONDITIONING AND PRESSURIZATION SYSTEM

Heated and pressurized air, at a maxirnurn ternperature of' 302 deg. F.


of approxirnately 50 Psi., is p r o v i d e d b y t h e engine corn-
and a rnaxirnurrr pressure
pressor for the following services:

(") Cockpit temperature.

(b) Cockpit pre s surization.

(") Windshield defrost.

(d) Anti-G suit valves.

(") Tip tank pre ssurization.

(f) Hydraulic re servoir pressurization'

(e) Canopy seal Pressurization.

(r) Cockpit T ernPe rature

Ternperature is controlled by a rheostat switch on the forward end of


the left consote i., the f r o nt cockpit, which regulates the flow of air through the
Air Mass FIow Control v alve unit. This unit is located in the divp flap compart-
f1oor.Connected,tooneend'isttrernainPressure1ine
from the engine con1pressor. The air corning into the A.M.F.C. valve unit is now
its hot ternperature to a
separated into two volumes; one part being directed at
f l o o r , a n d t h e o t h e r p a r t t o a
Mixing Charnber, also located under the cockpit
@ntedtotherearofthenoSewheelwe11.Afterbeingcooled,
hot air, to give a corrr-
this air is d.irected to the mixing charnber, to rnix with the
fortable resultant temperature i n t h e c o c k p i t '

The rnixed air is directed to each cockpit by three lines which are
and two foot warmers in each cockpit, all fitted
connected o one head warrrer
t
with t ' O N - O F F r r l e v e r s .

Air Cooling Unit

of the canvas cover in the nose


The cooling unit, rnounted to the rear
wheel well, consists of the following:

(") Heat exchanger. (Radiator)

(b) Turbine and fan assernblY.

(") Oil surnp.

depending on the po-


Air from the mass flow control valve, the arnount
- n1ax. to cooling unit; HOT - rnin' to cooling
sition of the rheostat switch (COLD
from there to the turbine'
unit), is directed first into the heat exchanger, and

shaft also
As the air'turns the turbine, a fan at the opposite end of the
o f t h e h e a t e x c h a n g e r to assist
turns, drawing outsid.e air across the tubular core

r Part7-I
ANTI-G SUIT

ANTI-G SUIT
COOLING UNIT

AIR MASS
}-LOW CONTROL
V.A.LVE

AIR SHUT-OFF
VALVE

ts
H
o
ci

FOOT WARMERS
H p.
p
,il
o
{ AFT Ft
I
COCKPIT q

a
FT
o
5
in cooling the pressurized air. The cooling air is then discharged back to atrnos-
phere, as the fan remains in motion.

From the turbine, the pressurized air is suddenly expanded into a large
air duct and directed to the air rnixing charnber.

The two bearings on the turbine shaft are tension-loaded by a spring in


the shaft $using and bearing support. Lubrication is accomplished by capillary
action - if;e round wicks extend frorn the shaft housing, where the ends touch the
shaft, down into the oil sump which contains 160 ccts of a plasticized oil.

The oil, drawn up to the shaft by the wicks, is picked off the ends of the
wicks as the shaft rotates and broken down into a fine rnist by slingers on the
shaft. Oil is prevented frorn escaping into the air chambers by labyrinth seals
(rnated grooves) on the shaft. Drilted passages in the bearing support allow the
oil to return to the sulrrp.

NOTE

Before installing an overhauled turbine and fan assernbly, ensure that it


is pre-Iubricated with the correct type of oil.

(z') Cockpit Pre s surization

The Cabin Pressure Regulator, mounted on the cockpit floor to the rear
andrightortneontro1spressurization.Theoutf1ow
valve on this unit, when moved off its seat by pressure, allows cockpit air to es-
cape to atrnosphere when necessary during any of the three ranges of pressuriza-
tion.

Pressurization ranges are as follows:

(") Unpre ssurized Range

Sea level to 8,000 ft. no pressurization necessary, and the re -


gulator allows complete escape of cockpit pressure.

(b) Isobaric Range

8,000 ft. to 15,300 ft. - the Isobaric needle valve controlled by


an evacuated bellows, allows cockpit pressure to build up so
that through this entire range, cockpit pressure is equal to that
at 8,000 ft.

(") Differential Range

15,300 ft. to maximum ceiling. At 15,300 ft. the Isobaric


needle has reached its full closed position, and the difference
between cockpit pressure and ambient atrnospheric pressure
is 2.'15 psi. Now, as the aircraft continues to clirnb, the diff-
erential bellows and needle ensure a constant differential of
2.7s.psi b e t w e e n c o c k p i t a n d a m b i e n t a i r . T h e r e f o r e , a s a t-
mospheric pressure decreases with an increase in altitude,

PartT -2
S}I'T-OFF YALVE

rsoBARtC
XEEDLE
VALVE

o
cl
(t
FILTER FOR
a CABIT
t
Fl
o
o
o
I
n
o
F
o
a
tr
st
C}
o
r|

DIFFERENTIAL
PRESSURE
(FIXED)
ADJUSTMENT
U
tqa
aD

rl

h,
the altitude differential will also increase between cockpit and ac -
tual aircraft altitude. For example:

Aircraft alt. C ockpi t al t, Diffe rential

1 5 , 3 0 0f t . 8,000ft. 7 ,300 ft.

30,000ft. 1 9 , 0 0 0f t . I I ,000 ft.

40,000 ft. 2 5 , 0 0 0f t . 1 5 , 0 0 0f t .

T h e c o c k p i t a l ti tude i s s h o w n o n t h e C a b i n P r e s s u r e A l t i t u d e i n -
dicator on the forward instrurnent panel, reading in ft. rather
than in psi.

Cockpit Pressure-Vacuurn Relief and Dump Valve

This triple-purpose unit is located on the floor of the forward cockpit,


ahead of the control colurnrr, between the rudder pedals. The operation is out-
lined as follows:

(") Pressure Relief

When cockpit pressure increases to 3.5 psi, due to rnalfunction-


ing of the regulator, the pressure relief valve opens, allowing
the excess pressure to escape into the hydraulic area under the
cockpit fl.eor and out to atrnosphere.

(b) Vacuurn Relief

When atrnospheric pressure slightly exceeds cabin pressure,


this valve again opens autornatically to relieve the vacuum
created in the cockpit.

(") Durnp Valve

A rnanual lever attached to this unit, adjacent to the pilotrs left


foot (front only) is used to dump out stale air, or air contarnin-
ated by srnoke or fumes. As long as therrdurnpil valve is held
open, air will escape fron.r the cockpit.

When cabin air is durr:ped, fresh outside air is obtained through


the cold air nozzles, one at the left of each instrurnent panel.
This air is directed to the cockpits from an opening Iocated in
the left rnain air intake.

(3) Windshield Defrost

Norrnally, the windshield is defrosted by a perforated tube around the


inside of the shield, controlled by a rnanually operated shut-off valve just behind
the windscreen.

Air auxiliary defroster, consisting of an electrical unit and a diffuser


at the windshield, is provided for use when the normal defroster fails to operate

FartT -3
satisfactorily. The electrical unit, a motor, fan, and heating element, is located
forward of the front instrument panel, and controlled by the forernost switch on the
front right console.

(4) Anti-G Suit Valves

An anti-G valve which includes a two-position selector, trHIrr andrrLO",


is installed on the left side of each cockpit at floor level.

Air corning frorn the rnain pressure line is rnetered to the pilotts suit
d u r i n g p o s i t i v e r r G r rf o r c e s .

The valve begins to open at I.75 G load, adrnitting some air pressure
to the pneumatic suit.

OnrrHIrt setting - 1.4 psi per additionalrrGrtenters the suit.

OnrrLO'r setting - I psi per additional rrctr enters the suit.

( 5) T ip Tank Pre s surization

The air directed to the two tip tanks for fuel flowr passes through sever-
al cornponents before reaching the tanks, the first of these being the Air Shut-off
Valve. This valve is spring-loaded to the open position, and closes by the action of
ffioia.Locationofthisunitisthed'ivefIaparea'

The pressure line now divides and the air is forced through two Pressure
Regulating valves, also located in the dive flap area. Before reaching the II!--
@dairgoesthroughabaIance1ineandtwocheckvalves,one
for each tank.

(5) Hydraulic Reservoir Pressurization

Air from the main pressure systern is tapped off into a line going to the
hydraulic reservoir, keeping a constant pressure on the fluid to ensure positive
delivery continually to the engine -driven.hydrauiic purnp.

The air is filtered, then the pressure cut down to 3.5-5 osi by the
Air Restrictor Relief valve. Finally, the Regulating valve, rnounted to the top of
ins a steady pressutilF 3.s psi Excess press -
ure is routed overboard.

(7) Canopy SeaI Pressurization

A solenoid operated shut-off valve in the air pressure line to the can-
opy seal, perrnits inflation of the seal when the canopy is locked.

Pressure is regulated to l5 - l9 psi by the Pressure Regulator, which


a1soincorporatesarestrictorto1imitf1owofairtotffi

Both the shut-off valve and the regulator are rnounted at the rear of
the rear seat. Extrerne changes o f t e r n p e r a t u r e w i l l sornetimes cause the regula-
tor to freeze dueto condensation, a n d t o c o r r e c t t h i s c ondition, the valve should
be washed in alcohol. I
part ? _ 4
AIRCRAFT HYDRAULIC SYSTEMS

Two individual hydraulic systerns are incorf orated as follows:

(1) Norrnal systern.

(Z) Emergency systern.

(l) Norrnal System

Purpose - to operate the following sub-systerns:

(") Aileron Booster

(b) Dive Flaps

(") Shell Case Ejection Door

(d) Landing Gear

Components
f - -
'"''/
(i) Reservoir r t r \ , ' '( , ,. .'r''( fr' :r )
,p .l

(*,." Hydrauli" ffrri-a (34A/l0O) for the systern is supplied by the


''u1.,
, reservoir containing .83-gaI. The reservoir is rnounted on
:'uu a bracket in the upper left side of the plenurn charnber, and
I,, incorporates a filter for system return fluid, and a ryliqf

(ii) Engine Driven Pump

The power supply of the hydraulic systern is a I'piston


typet' engine driven pump, mounted on the accessory gear
case on the forward part of the engine.

Nine pistons within the pump, driven back and forth by a


rotating wedge -shaped cam, pick up fluid frorn the inlet
chamber and force it through one-way check valves to the
pressure outlet port to the systern.

l[hen system pressure reaches 10?5 !]|psi, the inlet port


closes except for a small openiffi p-eFmit entry of
sufficient fluid to cool and lubricate the pump. At the
same tirne, a by-pass valve in the pump opens to return
excess fluid to the reservoir, and systern pressure is
autornatically regulated by the pump.

(iii) Main Relief Valve

When the engine driven pump fails to regulate, and system


pressure builds up to g:2 psi, it is relieved by the syst-
ern relief valve, by linkii'p the main pressure line to the
rnain return. This valve is located on the left side of the
plenurnchamber.
I partg_l
I. SRINE | 3. "o" RING
2. SHAFI ASSEMBTY t4. "o" RING
3. HOUSINGASSE},{BI.Y 15. PII.OTPISTONTINER
.. DRr\,ECAA,I 16. CHECKVATVE
5. COVER 17. GASKET
6. SEATNUT r 8. "o" R|NG
7. "O'RING r 9. "o" RtNc
8. SPRINGADJUSNNGNUT 20. CYLINDER BIOCX
9. tocK wtRE 2I. NSTONASS'EMBIY
IO. SPRING 22. REARCREEP RATE
I I. SPRINGGUIDE 23 FRONTCREEP NATE
12, VAIVE TTNER 2A. SEALASSEMBI.Y

Engine Driven Pump Part 8 - IA


(i") Systern Accumulator

The accurnulator consists of a spherical metal shell, con-


taining a synthetic rubber bladder, and fitted with an air
charging valve and a pressure gauge.

The unit is rnounted on a bracket in the lower left side of


the plenurn charnber, and is charged with an initial air
pressure of 500 psi.

As hydraulic fluid is adrnitted through the port at the top


of the accumulator, the bladder is forced toward the bott-
orn, corrrpressing the air to a value equal to main system
pressure. On a sudden dernand in the systern, the fluid is
forced out of the accurnulator by the air pressure, and is
irnrnediately delivered to the component being operated.

(") Pressure Gauges

A hydraulic pressure gauge, with a restrictorrrsnubbertf


valve, is located on each instrurnent panel.

Operation of Sub -systerns

(") Aileron Booster

The hydraulic portion of the aileron booster consists of the


following cornponents :

(i) Pressure Filter.

(ii) Control Valve.

( iii) Actuating Cylinder.

(i") By-pass Valve.

The aileron booster is selected rrONrr frorn the two rnanual shut-
off valves in the cockpits. Systern pressure is used to operate
the booster, and if the pressure drops below 250 psi the by-pass
valve automatically opens. This means that the booster no longer
assists aileron movement, as thi's system is now in rnanual con-
trol.

The aileron booster fluid filter incorporates a relief valve set to


open at a pressure differential of 50 t 5 psi.

(b ) Dive Flaps

The electrically controlled dive flap selector valve contains four


radially mounted poppet valves. T h e s e v a l v e s a r e a l t e r n a t e l y
o p e n e d a n d c l o s e d as sel ecti ons a r e m a d e , t o c o n n e c t t h e a p p r o -
p ri a te p re s s u re a n d return l i nes to the two actuating cylinders.

tPart
I - 2
A rnanual shut-off valve, accessible through the left dive flap
opening, is connected into the pressure line.

(") Shell Case Ejection Door

Located on the bottorn of the nose section, ahead of the nose gear,
the case ejection door operates as follows:

When the gun firing trigger is pressed, a sole'rnid ope*aLerlshuj-


@,admittingf1uidunderpressureintothedoorac.\
tuating cylinder. - . )' d \
X- u'
---\ :'*\ a*"' \-AA-r'*" \
\'l
A guide rail, or deflector carrr, and. a rnicdo switcir at the side of
the extending piston, ensure full down travel of the door each
time thc trigger is pressed. The rnicro switch keeps the shut-
off valve open until the door is fully down. Then a return spring
within the cylinder returns the door assernbly to the closed posi-
tion. With the door opening fully each tirne the guns are fired,
all ernpty shells are allowed to be ejected to atrnosphere.

@ictorenSuresthatthedoorc1osesverys1owly,
preventing possI6"IE structural darnage, and allowing any stray
shells to fall out.

$- rnanual shut-off valve, located in the right side of the nose


section, p€rilitF-fh.edoor to be held in the open position, for
adjustrnent or repair.

S grqg,eSfqgtJ.qgg*l: lytlgh, in the left side of the nose section


i s u s e d to c h e c k operati on of the systern.

CAUT ION

To avoid darnage to landing lights or'to the case ejection door


when testing, ensure that the nose gear is in line with the air-
c raf t fuselage.

(d) Landing Gear

The landing gear systern consists of the folrowing components:

One Selector Valve (Two control handles)

T w o M a i n G e a r Actuating Cylinders

Two Inner Door Actuating Cylinders

O n e N o s e G e a r Actuating Cylinder

One Nose Gear Up-lock Release Cylinder

Three Manual Shut-off Valves (one for each gear)

Three Landing Gear Restrictors

Two Restrictor Check Valves PartS -3


\
The selector valve, a four-port valve, is located on the left side of the
front cockpit. Selections are rnade frorn either cockpit by interconnected levers.

A spring-loaded button on the selector lever rnust be depressed for an


rru'Prr or rrDOWNrr selection.

A spring-solenoid operated safety latch is incorporated on the selector


Ievers to prevent inadvertent truPrr selections. This latch is controlled by a micro
switch above the upper torque arrn on the left rnain gear. When the shock-strut is
extended (aircraft airborne) the latch is released. A manual release lever near
the latch is provided in case of electrical failure.

Main Gear Actuating Cylinders

These units consist of a cylinder barrel and an adjustable piston assern-


bly. Access is through the wheel well.

Inner Door Cylinders

The two inner door cylinders are used to actuate the up-lock assemblies
as well as the inner doors. Each one is attached to the door and to the lock mech-
anisrn through sealed anti-friction bearings.

Nose Gear Actuating Cylinder

This cylinder is similar to those on the rnain gears. The piston rod is
adjustable in length to perrnit the correct engagernent of the down-lock assembly.

Nose Gear Up-lock Release Cylinder

Two pistons are contained in this cylinder; the lower one operated by
normal system pressure, and the upper one by ernergency pressure. An internal
epring holds the up-lock assembly in the locked position, and hydraulic pressure
is admitted to release the lock.

Manual Shut-off Valves

Each wheel well contains a rnanual shut-off valve for the purpose of
isolating that particular gear frorn the rest of the hydraulic system. These are
norrnally lock-wired in the open position.

Landing Gear Restrictors

Three restrictor valves, installed in therrUPrrlines to the nose gear


and to each inner door, regulate fluid flow as well as preventing these cornpon-
ents from moving too rapidly. These valves are located in their respective wheel
wells.

R e s tri c to r C h e c k V a l ves

These are check valves with a small hole drilled through the poppet,
and installed in the rruPrt line to each main gear cylinder. They serve the dual

PartS -4
purpose of preventing the gear from dropping too rapidly, and providing a hydraulic
delay in the extension of the gear, allowing the up-lock to release first.

(Z) Emergerrcy Syste.r,

Purpose s

(") Ernergency lowering of landing gear.

(b) Lirnited ground testing of the sub-systerns.


-r')
cornponents ,1* , . ! ),;
"/ ,o"n
Ernergency Reservoir ,r.<,/>',,^, ltr , ? 5 t""'i
'"t'
../ { "*.2-r72 I

Emergency Hydraulic Pump

Landing Gear Ernergency Selector Valve

Two Main Gear Up-Iock Release Cylinders

Pressure Relief Valve

Three Shuttle Valves

Ground Test Selector Valve

Ope ration

When the norrnal systern fails to lower the landing gear, whether due to
a hydraulic failure or a rnechanical failure , the errrergency systern is ernployed as
f ollows:

First, the norrnal gear selector Iever rnust be positioned torrDOWN|r.


Then the "barber polerr ernergency selector lever, in either cockpit on the right
side, is rnoved forward to ITEMERGENCY'i. Next the emergency purnp switch, on
the right side of either cockpit, alsorrbarber polerr striped, is turned rrONrr. This
operates an electrically driven gear type pump, rnounted in the right side of the
nose wheel well. Hydraulic fluid is drawn frorn the ernergency reservoir, which
is to the right of the front cockpit, and delivered under pressure through the
emergency selector valve to the landing gear systern.

Three shuttle valves, one for each.gear actuating cylinder, are used to
perrnit ernergency systern fluid to enter these cornponents as pressure rrroves the
shuttle frorn its normal position.

Two up -lock release cylinders , located adjacent to the uplock hook


assemblies on the inner doors, are only used in an emergency selection. The
piston which extends to release the lock is returned to its norrnal position
on the next retraction.

The inner doors are not lowered hydraulically during an ernergency


sele ction.

PartS -5
The emergency system relief valve,located under the right console in
the front cockpit, is set to relieve pressures in excess of l*25 psi. / 9.2 {9 S t-

Ground Test Selector Valve

Located behind a panel at the rear of the right console, this valve Pro-
vides a means of ground testing the norrnal sub-systerns, using the norrnal fluid
supply and delivery lines, and the ernergency PurnP for pressure.

In the |'FLIGHTTT position, the ernergency purnp line is connected to the


landing gear emergency systern.

In the IIGROUND TESTrrposition, the emergency purnp is connected in-


to the norrnal system.

C A U T ION
'When
using the ernergency hydraulic purnp for ground testing PurPoses,
for each three rnin. operation, allow a cooling Period of tratlT min.

| 7 t)'1 r tti '

r PartS-6
PISTON

CROLTND TEST
EMERG. RESERVOIR PRESSURE
SUCTION INLET INLET

EMERGENCY
PUMP
SUCTION
A'ITI FT

t VALVE IN FLIGHT
POSITION(NORMAL)

MAIN GROUI.iD TEST


RESERVOIR P R E S S . L T R EO U T L E T
SUCTION
INLET
MOTOR DRIVEN
EMERGENCY I
MOTOR DRIVEN PUMP
EMERGENCY
PUMP

MAIN
RESERVOIR

TO LANDING
GEAR EMERGENCY
SELECTOR VALVE
(OPEN)

VALVE IN GROUNDTEST FOSITIOI.I V A L V E I N F L I G H T P O S I T I O N( N O R M A L )


(PUMP ON FOR aRCUND T E S f O I J ! - t i - A f ' I l - ' ^ -j (PUMP ON FOR GEAR EMERCENCY EXTENSION}

LEGEND
, ' ] r . r . r 5i i 1 r . F R . M * ' u ^ , i p sucrroN To puM,,
m I

Ground Test Selector Valve Part 8 - 6A


dESERVOTR .G\ f l-___Jl-______J la AIB PRF:s.,ul{Fj
Fr{oM LNcrN}. DN
ArR a a./l HF-----r------h r v,ltN crAR DOOR
EMERCENCY 4r5 MAIN CEAR
IR FIL''ER EMERGENCY
c v.r-rNoeR-['lAcTUATl zCYLINDER
1.*o"*"r*. S}IUTTLE
RELIEF- vALVE l-l HYDRAULIC RESTRICTOR
- DRAIN i-{ I PUMP CHECK VALVE
LI
l,.1AI N- ACTUATINC

ffi-/"
I { 1 ' D I T A UL I C CYLiNDER
R [ , SE R v O I R

..i:i,i,r
I I I l,:iil:l f['*xxUii.
L;MERGF]\:CY SYSTEM
RELIEF VALV

CYLINDER .AC'IUATING
SHUTOF
GROUND (]YLINDER
VALVE
TEST
FITTiNGS

EMERGENCY
RESERVOIR
T,ANDING GEAR
SYSTEIv{

VALVE I(ESTRICTOIT I : RESTRICT

D TEST I'RESSURE OTE


S Y S T E M P R E S S U R I ] I O O OP S I C A P A C I T Y 2 . 8 I M P . C A L L O N S
PUMP IIYPASS vAl,vE Sl- f .\T 1000a50 PSI
SHUT OFF
SYSTEM RELITF VALVE SET AT I225a25 PSI
I t T J SA, I R P R I J S S U R E R I ] C I J I - A T O R C R A C K S A T ] . I 5 * I 5 P S I
AILERON
E M I ] R C E N C Y S Y S T E M 1 1E L I E F V A L V E S E T A T I 2 ] 5 + Z ' I , s I
BOOSTER
RES.AIIt RES'T RET-I!JF VALVE CRACKS AT,]. 5 PSI MIN
AIR PRESSURE IN 7,I/2 I}]CH ACCUMULATOR 5OO+25F'SI
SOLENOID
HYDRAU t-IC RF]SERVOIR CAPACITY O-8 IMP. CALLONS
SHUT OFF
EutRce rvcy RESERVoIR cApActry 0. ?5 IMp. cALLoNs
YALVE

q H r r f ^ F F- RESTRICTOR
ACCUMULATOR ":::.',:-
VALVE
cHEcK
_
vALVI
LEGENO
AIR PRESSURE

I PRESSURE

! I RETURN
A'
ft
(-|' CASE EJECTION
DOOR ACTUAT.
DIVE FLAP
ACTUATING
@ ING CYLINDE CYLINDERS
I

f PUM P
sucnoN
Ed -l
| A c r u A r r N GL I N E S
CANOPY AND SEATS

(r) Canopy

The 'rclarnshell'r plastic canopy is norrnally opened and closed electri-


cally or manually, frorn the following controls:

(u) Electrically - three sets of switches:

(i) Triro external switches, und,er a panel on the right side of


the fuselage - one for rrOPEN", the other t'PART CLOSEII
and I'FULL CLOSET'.

( ii) Two switches on the right side in each cockpit, identified


and operated the sarne as the external switches.

(b) Manually - two hand cranks:

(i) One hand crank under the sarne panel as the external
switche s.

(ii) One hand crank on the lower right side, front cockpit.

Up -lock Pin

A solenoid operated up-Iock pin on the canopy track assernbly is with-


drawn autornatically with electrical selections, but rnust be rnanually released
when hand-cranking to or frorn open position.
,l .t , 'l ' &u^(
C AU T ION , Jt*t''
l,r" ,!-
Do not use external source of powe"/wn"n operating canopy from exter-
nal switches, as aircraft batteries may be damaged.

Canopy Actuator

The electric actuator is rnounted to a vertical track assernbly to the


rear of the front seat. Attached to the rnotor is a gear box and two drive sprock-
ets. T wo chain drive s , actuated by the sprockets, are attached to a fork assern-
bly which rnove s up and down in the track assernbly. This rnoverrrent is trans-
ferred to the canopy through the catapult rernover, which is attached at its lower
end to the fork, and at the upper end to the canopy yoke structure.

Proper chain tension is maintained by adjustable idler sprockets


attached to the actuator unit.

Canopy Latches

The canopy is locked and unlocked by means of the "lock handletf at the
forward upper right side of either cockpit. Operation of the handles with the can-
opy fully down causes eight latch hooks, four in each cockpit sill, to engage with
corresponding roller brackets on the canopy base.

Part9-l
Canopy Hinge s

The two hinges at the rear of the canopy are fitted with eccentric hinge /
pins to permit lateral adjustment of the canopy to the rear of the windscreen. A
second hinge point is provided on each hinge which, in conjunction with a spring
bungee and a spring-loaded plunger, allows the forward latch hooks to engage dur-
ing cold weather. The hinges are designed to break when the canopy is jettisoned. I

Cano_py Seal

The canopy seal consists of an inflatable rubber tube secured to the


bottorn face and forward end of the canopy. It inflates automatically when the can-
opy is down and locked, and the engine runn-ing.

A ground test connection for the canopy seal is located on the right side
of the aircraft, under the sarrre panel containing the|tErnergency Canopy Jettison
Handle'r.

Lirnit Switche s

Lirnit switches are provided to stop the canopy actuator in each of the
three positionst TTOPEN'|, TTPART CLOSETT,TTFULL CLOSETT.

Warning L.ight

A red warning light on each instrument panel is on (with power turned


ilONt') until the canopy is locked.

Micro Switche s

Two rnicro switches, adjacent to the forward left latch hook, are actua-
ted with rnovernent of the lock handle, to do the following:

(i) Forward switch - operates canopy seal shut-off valve, and can-
opy warning light.

(ii) Rear switch - cuts out circuit to canopy rnotor, as a safety,


when canopy is locked down.

Operating'Time

Full Close to Full Open - 6 sec.

Full Open to Part Close 4 - 5 sec.

Part Close to FuIl Close - z'J"..

Canopy Jettison Systern

The canopy rerrrover citapult, normally used as a lever to raise and


lower the canopy, is equipped with an explosive cartridge to jettison the canopy
in an ernergency. Sorne of the earlier rnodels of the T33 are still fitted with the
ttSEARtttype of catapult, while the later rnodels and those modified, use the

"GAS INITIATORTT type. These two types of catapult are operated as follows:

Part9 -Z
(") Sear Type - involves the rernoval of a sear safety pin, and the ro-
tation of the sear arrn to release a firing pin within the catapult.
A ground safety pin is inserted through the top of the catapult
when the aircraft is on the ground.

(b) Gas Initiator Type - A T4 g^s cartridge is fired, directing a flow


@asintotheheadofthecatapult,firingthein-
ternal cartridge. A ground safety pin is inserted through the gas
initiator firing rnechanisrn.

CA UT ION

Extrerrre care rnust be taken when clirnbing in and out of aircraft


fitted with the gas initiator catapult, as the firing lever, arrbar-
ber pole" ptojecting below the right side of the canopy rnay be
inadvertently rnoved. Always ensure that the ground safety pin
is in place.

Witheithertype of canopy catapult, the jettison procedure is nortnally


the sarne:

(i) Frorn either cockpit by rneans of the JETTISON HANDLE


(all yellow, or yellow and black stripes) located on the
upper right side, to the rear of the canopy lock handle.
The jettison handles are linked to the canopy latch rnech-
anisrn so that the latch hooks are released during the jett-
ison procedure.

(ii) By rneans of the EXTERNAL EMERGENCY JETTISON


handle, under a panel opposite the rear cockpit. This
handle and cable are connected to the jettison rnechanisrn
in the cockpit. This handle is used to jettison the canopy
frorn a crashed aircraft.

(z) Seats

Each cockpit is equipped with an ejection seat, fired by individual cat-


apults.

Norrnal Operation

The seats are norrnally held in place by their attachrnent to the cata-
pu1ts. The catapult in turn, is also attached to the airfrarne structure.

An up and down adjustrnent of approxirnately 4llz in. is possible by an


electric rnotor rnounted behind the head rest, controlled by a toggle switch at the
lower right side of the seat.

Standard type of shoulder and seat harness is fitted to each seat, the
shoulder harness being attached to an inertia ratchet reel at the rear of the seat.
This reel is used to lock the shoulder harness as follows:

(i) Manually - control lever, lower left each seat.

Part9-3
(ii) Automatically - when the aircraft is subjected to a deceler-
ation of. 2 UZ G. or more. (crash landing)

(iii) Ejection Sequence - raising left arrn re st.

A quick-disconnect fitting on the left sid.e at floor level, separates the


oxygen and anti-G suit leads during ejection.

The two arm rests on each seat are used only during ejection,
- and rnust
be lockwired in the down position.

Emergency procedure

The seat catapult, used to eject the seat, consists of


three telescoping
barrels, an explosive cartridge, a sear and sear safety
p i n , and a ground safety
pin through the top of each catapult.

The sear safety pins are automatically withdrawn when the canopy is
jettisoned.As the canoPy breaks away, it trips two levers at the back
of the rear
seat' These levers are attached to the sear safety pins
on both catapults, thus
arming the catapults.

To fire the catapult for ejection, the right arrn rest is raised
exposing
a trigger, which is squeezed. A bowden cable attaches the trigger
to the sear.

Immediately prior to ejection, correct positioning in the seat is very


important:

(") Sit erect, head back, chin tucked in.

(b) Heels placed on heel rests, knees together.

(") Arms on arm rests, and held close to the body.

Due to the extrerne forward pressure of air in the rear cockpit after
the canopy i s j e t t i s o n e d , t h e o c c u p a n t m u s t c a r r y o u t h i s p r e p a r a t i o n
sequence
before the canopy is jettisoned.

NOTE

The canopy actuator well is provided with a moisture drain,


located 1n
the left dive f l a p a r e a . T h i s d r a i n r n u s t b e c h e c k e d o n e a c h
D.I.

P art 9
G R O U N D H AN D L IN G , S E R V IC IN G A N D S A FE TY P R E C A U TION S

(l) Towing

T w o ty p e s o f to w b a rs rnay be used:

(") Nose Gear - A nose gear tow bar, fitted to the lower towing lugs
on the torque arfirs, rnay be used, observing the following pre-
cautions:

(i) Use only on hard, level surface.

(ii) Do not push aircraft backward with nose gear bar.

(iii) Avoid turning nose wheel beyond 45 deg. from neutral.

(i") Ensure that shear bolt is installed in tow bar.

(b) Main Gear - T owing eye fittings are provided on each main gear
to enable fore and aft towing. The following precautions must r
be observed:

(i) Ensure that shear bolts are installed in tow bar.

(ii) Do not push aircraft backward with tow bar.

NOTE

l1::::;nLT,l""lilf '":';.;l":ri,T:l:".
iljl:r::?:i:::'"ilf
( 2) Hoisting

(") Cornplete Aircraft

(i) tojackpadattach-
ffiil*lx1',1,1'J if i:::'Jifi:::03)
(ii) rugsin uppersurraceor wing'
lJ:1"J';:Ti:l'.,irtJi:::
(iii) back
on
:;i,:":Jlli.lr;'il:Jils lli'"?ilr;two-thirds
(i") Before hoisting, ensure that ballast is placed in nose sec-
tion equivalent to weight of equiprnent rernoved.

(") Ensure that lifting lugs are always free to move.

(b) Fuselage Nose and Mid Sections

(i) Use same sling as for entire aircraft.

(ii) s' to upperaft-to-rnid


cabre
:i:T1,":;::i:'.r;il;J:ar
Part t0 - I
(iii) Ensure that hoisting ring is approx. one -third back on
chain.

(") Fuselage Aft Section

(i) Place canvas part of sling (#S-e++OZ) under fuselage for-


ward of horizontal stabilizer.

(ii) Attach fwd. cable hook to fwd. bulkhead.

(iii) Attach aft cable hooks to fuselage above engine tail pipe.

(i") Proper balance is indicated by the spring on fwd. cable


stretching approxirnately 2 in.

(d) \{ing

(i) '" sling(#s-8053)


with lirting lug to-
::1Tr::i;il";:::
(ii) to fwd.upperwing-to-fuselage
attach-
:rJillrill;l:r"
(iii) Attach aft lugs to aft upper wing-to-fuselage fittings.

(i") Ensure cables are attached to point rnarked rtP-80tr on


lugs.

(u) Engine

(i) Attach sling (#f O-60901) at three points - two on corn-


pressor casing, and one on the nozzle box.

(3) Jacking

Three jacking pads rnust be attached as follows:

One outboard of each main landing gear, underside of wing.


One on underside of nose section.

PRE CAUT IONS

(") Ensure wi.ng jack pads have l/8 in. rubber pads attached, to pre-
vent aircraft skin darnage.

(b) Place jacks level and solid, jacking sirnultaneously.

(") Aircraft headed down-wind when jacking outdoors.

(d) Check nose gear strut for extension (fu11) if retracting landing
gear.

(") rrl/hen equiprnent is rernoved frorn nose section prior


to jacking, replace with equivalent ballast'

Part L0 - Z
(4) Mooring

The jacking pads are equipped with rnooring rings, used to tie down the
aircraft. Ensure the aircraft is headed into prevailing winds when mooring.

(s) Levelling

Pads for spirit levels are attached to the lower longerons in the nose
wheelwell - two on the right, and one on the left.

( 6) Servicing

(") Shock Struts

(i) Prior to servicing shock struts, relieve all air pressure


by loosening the air valve assy. I llT turns.

(ii) Ensure strut is fully compressed before filling with fluid


( 3 4 A lI o o ) .

(iii) when servicing, install new gasket between valve assy.


and shock strut.

Extensions

4 in. - for gross take-off wt. under I2,000 lbs.

3 in. - for gross take-off wt. over 12,000 lbs.

(b) Tire Pressures (consult inflation chart in EO 05-50C-Z)

Main wheel - 90 psi to 145 psi, depending on gross wt.

Nose wheel - 80 psi constant.

(") Refuelling

(i) Observe standard grounding safety precautions.

(ii) Refuel cells on both sides of wing together.

(iii) Do not over-fill the fuel cells.

(i.r) Ensure that no rnechanical or electrical work is done on


the aircraft while refuelling.

(7) Cockpit Hazards

(") canopy Jettison Handle - yellow handle (or yellow and black),
ri g h t s i d e , e a ch cockpi t. H A N D S OFF.

(b)

Part 10 - 3
(") J.A.T.O. Jettison - red handle,left side, ahead of fwd. seat.
HANDS OFF.

(d) Ernergency Jettisun Switch (panic button) - red ring guard, each
instrurnent sub -panel. HANDS OFF .

(") Arrnarnent Switches - left console, both cockpits. HANDS OFF.

(8) Safety Flags

(") Emergency jettison circuit breaker clip - rear, nose wheel welI.

(b) Tip Tank Pins - one for each tank, upper surface of wing.

(") Landing Gear Clips - one for each gear, on spring cartridge.

(d) Seat Catapult Pins - one at top of each catapult.

(") Canopy Catapult Pin - at top of catapult (sear), or firing pin of


Gas Initiator.

Part I0 - 4
PRIMARY INSPECTION
C OC KP IT

l. F l i g h t c o n tro l s for free movement


and c o n t r o l s u r f a c e s f o r c o r r e c t
direction of movement with respect
to cockpit control.
z. Trim tabs.

3. C o c k p i t ra m ai r port.

4. C o c k p i t a i r o utl ets.

5.

6.

7.

8. tffindshield and canop|..; r . r. . I,,

9. Blind Frying Hood.

10. Brakes.

ll.. Emergency hydrauric pump, (oo ,Emergency


Nor make serection,,).
tz. Emergency pump seal. drain.

13.
./ iy'

FUSE LAGE

l.

z' Accessible hydraulic pumps, valves, lines, hoses and connections.

3. Hydraulic reservoirs for correct level, leaks and security,

4. Hydraulic accumulator.

5. InGe+ier-and*exte.rior_-area. adja centfo.r.e_lief_t.u_be.

6. Skin for warp&ge , distortion and smoke deposits.

7. yaw string.

8. 6athf-eool*rg -.*-
"' /
turbile+i*-le+d. L : ,/ t: ;:l

UNDERCARRIAGE

l. Undercarriage doors and operating mechanism.

Z. Landing gear for damage and cleanliness.


3. Down-lock safety clamp.
4. Examine and clean shock strut \
piston. Part 11-1
5. Wheels for damage.

6. Main wheel balance weights.

7. Shock struts for inflation.

8. Tires.

9. Brake lines, corurections and components. (brakes rtONn).

10. Exposed brake lines for security and chafing.

I l. Brake systern reservoir.

IZ. Brake rrpucksrr.

I3. Shimrny dampers.

G E NE R AL

l. Ducts, fairings, panels and doors.

Z. Aircraft for cleanliness. (Exterior and interior).

3. Aileron booster unit.

4. Static ground wire.

5. lVing, fuselage and flying control surfaces for damage and corro-
sion.

6. Centreline tip tanks.

7. Dive flap castings; tracks cleaned; actuating cylinder piston cleaned.

8. Drain water frorn stick and canopy wells.

9. Manual hydraulic shut-off valves safetied rrONtt.

I0. Wing flap link assernbly eye bolts.

Il. Pressurized boot on elevator push-pull rM.

12. Re-install or close inspection paneis, doors, etc.

13. Lubrication landing gear.

Part l1 - Z
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