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Issued on the
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IN D E X
SUBJE CT P ART
General Description l -t
Structure 2 -L
Surface Controls 5 -l
Primary Inspection ll -l
1
1
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K:, fc'dd \Fr
0P T53 - REFERT0:
STORAGE 05-5QC:9
05-1-9
Prior- To Storag_e
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.
-
TS a
I fernporary Storage
sTs Short Torn Storage
i,TS Long Torm Storage
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r rFQ TTNQ :
ITEI f i I v
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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
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
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\
*-- ^ .t
( c o u tt n )
i TE},'I qTs
LTS
I
Slackon off o lovator, rudCer and ailLeron control cablos
to provent porn''anent sot eround pulleys.
X
I]}IDERCARRIAffi
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
- -.2
ITE}iI TS STS LTS
(arnrzuum)
FUELsYsTEI',,rs
1 Drain all v,ratsr accumulation from frrel tank sumps and x
filtors.
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
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
0 rL s Ys'IBtuis(ArRFRlil,E
)
?, 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
I
Charge hydraulic accumulatcrs viith prossur€r
I air to correct X
r-
,
#;{
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
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.
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
Partl -I
STRUCT URE
Fuselage
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
t
o*ygen bottle r. t\
I \r('
! J
- \
t
rnaster brake cylinders and reservoir \. -- \ \"
\.. radio compass loop antenna (tip of nose)
The pitot head and static air inlets are also located on the nose section.
CAUT ION
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
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.
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.
(4) wins
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.
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
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.
The vertical stabilizer, which houses the VHF radio antenna in its tip,
isbo1tedtotheuppersid'eofthehorizonta1stabiIi@ttings.
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]-
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
I2 ELEVATORS
I] ELEVATOR TABS
I 6 HORIZONTAL STABILIZER
23 WINC FLAPS
?7 WING
28 AILERON TAB ( L.H. ONLY}
! \\
FJ
n 40 AILERON BOOSTER ENGINE ACCESS DOORS
ct
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'";'
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.
Part3-l
r@
rlr- .
G-ffi Dorrx )
W
+
.. S?RING-TOADEO
CANTNIOG€ II. TORQUEANTAS
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!,
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
,,,.
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.
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
ARs6229
An!tltt
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:
Components
(r) De scription
(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.
(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.
(3) Servicing
Bleeding
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
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.
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
, 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.
Aileron Tabs
column.
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.
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.
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
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
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
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.
(3) R u d d e r Sy s te rn
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
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.
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.
The Control Surface Lock consists of two tubular brackets which attach
totherudde.pkinthefrontcockpit.Theyarec1ippedto
the right side panel when stowed.
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.
'
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
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.
'
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.
CAUT ION
The only position indicator for dive flaps is an arnber light on each in-
strument panel which corrres on with a trDOWN|r selection.
NOTE
Part5-5
AIRCRAFT FUEL SYSTEM
Gene ral
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.
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
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.
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 vsxt LNe
I tNren, ourBoARD TANK
I ourrn ourDoARD TANK
t ruer,-ern LrNE eurcK-DrscoNNEcr
T LEADTNG EDGE TANK
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{|
x86032
5. RttEl wEtt
7. AANIiOLE COVEr
10. DIA|N
I I. FUETINETS
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.
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.
Components
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.
De s c ription
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.
Check valves are employed in the fuel systern to maintain correct direc-
tion of flow.
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
Precaution
( 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.
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.
Part6-3
TUSETAGE
TANK
rUEI SYSTEM
VENTTINE
Fuel Location
Part 6 - 3A
After refuelling, the indicator is set to corresPond with fuel load'
Precautions
Front Cockpit
The following fuel transfer switches and warning lights are located on
the left console:
Rear CockPit
NOTE
rffhen fuel pressure to the engine drops below 3 psi, a red warning light
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
rrB y-passrr'
(2) Se l e c t fu s e l a ge tank pumP sw i tch to
Part6-4
SOLENOID 9HUT -OFF vALvE-
PRESS SWITCH
BOOST PUMP
E
p DIFFERENTIAL PRESSURE SWITCH
Ft
Qurcx orncoflx4cT
o f
A
;
a'
!
LOW P.RTSSURE EL SYSTDM
t
NOTE
(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.
De scription
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.
(") The switch is held on until ,tr" *jd-*tti.g ligtrt go." orrt.
(approx. l0 sec.)
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.
Warning
Installati on
(z) with 7lL6 in. socket, rlz in. d.rive tz in. long, release
ejector spring until internql stop contacted.
(8) Fit ball and socket fittings together, pushing tank inboard
until tank hook closes.
(10) Torque the tank hook to initia.l value of. 25 ft. lbs.
Part6 -6
AFT SOCKET
SAfETYWIRE
0.020-rNcH DIOP TANK UGHT r
SOFTCOPPER
\ DrscoNNEct
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.
( I 5) Fill tank.
(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.
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
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 .
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 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
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.
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:
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.
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.
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.
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.
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.
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.
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
Components
f - -
'"''/
(i) Reservoir r t r \ , ' '( , ,. .'r''( fr' :r )
,p .l
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.
(b ) Dive Flaps
tPart
I - 2
A rnanual shut-off valve, accessible through the left dive flap
opening, is connected into the pressure line.
Located on the bottorn of the nose section, ahead of the nose gear,
the case ejection door operates as follows:
@ictorenSuresthatthedoorc1osesverys1owly,
preventing possI6"IE structural darnage, and allowing any stray
shells to fall out.
CAUT ION
T w o M a i n G e a r Actuating Cylinders
O n e N o s e G e a r Actuating Cylinder
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.
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.
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.
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.
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.
Purpose s
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:
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.
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-
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.
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.
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
RESERVOIR
TO LANDING
GEAR EMERGENCY
SELECTOR VALVE
(OPEN)
LEGEND
, ' ] r . r . r 5i i 1 r . F R . M * ' u ^ , i p sucrroN To puM,,
m I
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{
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
(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
Canopy Actuator
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
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
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.
Operating'Time
"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.
CA UT ION
(z) Seats
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.
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:
Part9-3
(ii) Automatically - when the aircraft is subjected to a deceler-
ation of. 2 UZ G. or more. (crash landing)
The two arm rests on each seat are used only during ejection,
- and rnust
be lockwired in the down position.
Emergency procedure
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.
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
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:
(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:
NOTE
l1::::;nLT,l""lilf '":';.;l":ri,T:l:".
iljl:r::?:i:::'"ilf
( 2) Hoisting
(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.
(iii) Attach aft cable hooks to fuselage above engine tail pipe.
(d) \{ing
(u) Engine
(3) Jacking
(") Ensure wi.ng jack pads have l/8 in. rubber pads attached, to pre-
vent aircraft skin darnage.
(d) Check nose gear strut for extension (fu11) if retracting landing
gear.
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
Extensions
(") Refuelling
(") 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 .
(") 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.
Part I0 - 4
PRIMARY INSPECTION
C OC KP IT
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.
10. Brakes.
13.
./ iy'
FUSE LAGE
l.
4. Hydraulic accumulator.
7. yaw string.
8. 6athf-eool*rg -.*-
"' /
turbile+i*-le+d. L : ,/ t: ;:l
UNDERCARRIAGE
8. Tires.
G E NE R AL
5. lVing, fuselage and flying control surfaces for damage and corro-
sion.
Part l1 - Z
kaa.ua h.aGa
gpoet gF.d ot
^.lsEd. 6. lb- TcEp, ol Altttodr @, 1.4,
(t-t) fc load (FPhf
Hr. ft.z ooc !o@d (*f\l {tFtl !t3. D. .. t.
rto00 16a.0 ?.0t -22..5 ?09.a 37500 156.6 3.07 -55.0 662.0 -55.o 552.0
t6000 65.5 t.z7
19500 :t56.5 6.69 -21.5 7 0 8 .0 3t000 I5a. E 2.99 -55.0 662.0 -55,0 662.0
56500 6 , r .o t.zt
?0000 t{9. I 6.7t -21,6 706. 6 3E500 151,2 2.92 -55. 0 662. o 5?000 62.1 1.2r -55.0 662.0
205b0 t{1. ! 6. 5t -25.6 705.Z 39000 t,1?.5 2,85 -s5.0 652.0 5?500 -55.0 662.0
6 1 .o l r8
41000 t3a.6 6.t7 -26.6 ?03. 8 19500 r{4. I 2.79 -55.0 662.0 5E000 59.5 -55.0 662,0
l 15
2t500 t27.6 5.33 -27.6 702. X 40000 t{0. ? 2.72 -55.0 662.0 5t500 50.r l. lZ -55.0 562,0
22000 120. t 6. zo -24,6 700.9 40500 l3?.1 2.66 -55.0 652,0 59000 56,8 l.ro -55.0 662.6
22500 311. 0 6. 07 -29.6 599. 5 {1000 tt{. I 2.59 -55.0 662.0 59500 55: a l. ot -55.0 662.0
23000 30?,4 5.9{ -30,6 698.I 41500 ttt.0 2.53 -55,0 562.0 60000 5{. I t.o5 -55.0 662.0
2!500 300.6 5.82 -31.6 6 9 6 .? ,f2000 L27.9 2.11 -55.0 66A.0 s}.a -55.0 662.0
60500 l.o2
2a000 .291.a 5, ?0 -32.5 695.2 {2500 t21.9 z,1z -55.0 662.0 6t000 5r.6 0.998 -55.0 652.0
2{500 2E8.0 5.5? -33,5 6 9 3 .8 13000 lzt. 9 2. 16 -55. 0 662. o 61500 50.4 0.97s -55.0 652.0
?5000 28t.8 5.t5 -3{. 5 692. I 43500 119.0 2.10 -55.O 662.0 62000 19.z O .9 5 1 -35. 0 661.9
25500 275.t 5. !3 -15. s 690.9 4t000 tt6. z 2.25 -s5.0 652.0 62500 .8. O 0.9e8 -55.0 661.0
26000 269.E 5.22 -36.5 669.5 ,1{500 tt3.5 2.t9 -55.0 662.0 63000 ,t6.9 o.9o? '55' o 664' 0
25500 263.4 5. l0 - 3 7. 5 688. 0 15000 r10.9 2. ra -55.0 t62.0 63500 , r 5 .E 0.896 -55.0 664.0
27000 258.0 1.99 -36.5 686.6 f5500 r08. 2 2.09 -55.0 662.0 64000 11.7 0. r6a -55. 0 662.0
27500 z5z.a t.88 -39,5 585.r 16000 I05. 6 2.01 -55.0 562.0 64500 1t.6 O. 8,13 -55. 0 652, o
2t000 za6.a a.77 -40.5 583.7 i6500 1 0 3 .I 1.99 -55.0 62.0
2E500 21t.4 a.67 -{1.5 682.2 47000 r00.7 1.95 -55.0 662.0 E9!.au4,
Allitudc tM. lb.^ T.hp, Spccd of
29000 236.0 1.56 -12.5 5E0.8 47500 98.3 1.90 -55.0 562.0
-{3,4
(F.rt) Ht. tt. z ooc Sosd (mphl
29500 230. 6 {.45 5?9, 3 aE000 95.0 1.65 -55. 0 662,0
t0000 225.6 l. 16 -A.l 677.8 ,48500 9t.7 r. 8l -55.0 562.0
10500 Z2O.,l .1, 26 -tr5.1 675.1 19000 9r,5 1.77 -55. 0 662.0 65000 12. I l 18. 8 -55.0 662.0
11000 215.,a a. l? -a6. a a9500 89.4 l. ?3 -55. 0 662.0 66000 , r 0 .6 113.2 -55.0 662.0
67t,9
-17.a 50000 87.a 1.69 -55.0 652.0 68000 36.9 102.9 -55.0 662.0
ll50c 210.4 1.07 6?l. a
50t00 85.2 1.55 -55.0 662.0 ?oo0o 3r.6 91.52 -55. O 552.0
12000 205.5 t.9t {E. a 57t.9
-r9.4 51000 83,2 l.6l -55. 0 662. O ?ZOOO 30. I t5. 0l -55. 0 652. O
12500 201.0 3. t9 6?0,{
-50.4 51500 81,2 I.5? -55.0 662.0 ?,tooo 27.7 77.26 -55.0 662.0
lto00 196.! 3. t0 66t. 9
-tl. a 52000 79.3 1.53 -55.0 562.0 ?6000 25.2 70.22 -55.0 652.0
!3500 r9t. t 3.7r 667. 5
-52,1 52500 77,1 1.50 -55.0 662.0 TEOOO 2?.9 63. l0 -55.0 662.0
ta000 lt?. ! 3,62 566.0
-5!. a 53000 75.6 !.,i6 -55.0 662.0 TOOOO 20. I 5t,0l -55.0 652.0
t4500 ltt.o 3.54 56/.5
-5{.3 53500 ?3.8 l. a3 -55.0 662.A 82OOO lt.9 52.72 -55.0 662.0
15000 l?t.7 t. a6 66:t.0
72.1 t.39 -55.0 652,0 8a0oo 17.2 t?.91 -55.0 662.0
ttt00 l?a.i !.3? -55.0 662.0 51000
70.1 1.36 -55.0 662.0 85000 ls.6 11.t5 -t5.0 662.0
t6000 170.3 3.29 -5t.0 6 6 e .o 5,1500
6E.t l. 33 -53.0 662.0 EE0oO t1.Z t9,59 -55.0 652.0
t5500 155.! t.22 -55.0 662.0 55oOO
55500 6?. I l. t0 .35.0 66:.0 gOOOO tZ.9 !5;95 -55, O 552. O
t?000 152.1 !. la -tt.0 562.0
92000 | l, ? 32. ?0 -55.0 662.0
gaooo lo. ? 29. ?l -55.0 562.0
96000 9. ? 2r.02 -55.0 652.0
gtooo t. tt 21,55 -55.0 552.0