Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
1 F-l 11 (WA-1
Reproduction for non-military use of the information or illustrations contained in this publication is not permitted. The policy
for military use reproduction is established for the Army in ARi80.5, for the Navy and Marine Corps in OPNAVINST 5510.lB.
and for the Air Force in Air Force Regulation 205-1.
LIST OF EFFECTIVEPAGES
# Ch,mge
No.
0
:,
CURRENT
FLIGHT CREW CHECKLIST
IF-Ill(BICL-I
I2 OCTOBER 1971
E-l
A Change 1
1.0. IF-lll(B)A-l
TABLE OF CONTENTS
alphabetical index 1
T.8. 1 F-l 1 1 (B)A-1
SCOPE. Note
lbis manual contains the necessary information for Performance data normally included in Ap-
safe and efficient operation of the aircraft. lhesc in- pcndix I is contained in 7.0. IF-lII(B)A-I-I.
srrucrions provide you with a general knowledge of
the aircraft, its characteristics, and specific normal and
emergency operating procedures. Your experience is
recognized, and therefore, basic Right principles are SAFETY SUPPLEMENTS.
;avoided. Instructions in this manual are for a crew
inexperienced in the operation of this aircraft. This Information involving safety will be promptly for-
manwd provides the best possible operating instruc- warded to you by Safety Supplement. Supplements
tions under most circumstances. Multiple emergencies, covering loss of life will get to you within 48 hours
adverse weather, terrain, etc., may require modification by TWX, and those covering seriwts damage to equip
of the procedures. merit within 10 days by mail. The title page of the
Flight Manual and the title block of each Safety Sup-
plement should be checked to determine the effect they
PERMISSIBLE OPERATIONS.
may have on existing Supplements. You must remain
lhe Flight Manual takes a positive approach and constantly iiwnrr of the status of all Supplements. Cur-
rent Supplements must be complied with, hut there is
normally stlnes only what you can do. Unusual opera-
tions or configurations are prohibited unless specifical- no point in restricting your operation by complying
ly covered herein. Clearance must be obtained before with a replaced or rescinded Supplement.
any questionable operation not specifically permitted
in this manual is attempted.
OPERATIONAL SUPPLEMENTS.
HOW TO BE ASSURED OF HAVING
Information involving changes to operating procedures
LATEST DATA. will be forwarded to you by Operational Supplements.
Refer to the Flight Manual and Supplement Status The procedure for handling Operational Supplements
page (Hylcaf) published with each Safety and Opera- is the same as for Safety Supplements.
fiomll Supplement for a comprehensive listing of the
current Flight Manuals, Flight Crew Checklists, Safety
Supplcmenr ;tml Opcmtional Supplements. l.O. O-I- CHECKLISTS.
I -,4 \bould he checked periodically to make sure you
hxvc current Flight Manuals, Checklists and Supple-
lhe Flight Manual contains only amplified procedures.
ments.
Abbreviated Checklists are issued as separate docu-
ments; see the back of the title page for the date of
ARRANGEMENT. your latest Checklist. Line items in the Flight Manual
and Checklists are identical with respect to arrange-
111~. manual is divided into seven fairly independent ment and step number. Whenever a Safety Supplement
sections to simplify reading it straight through or affects the Checklist, write in the applicable change
u,irng it as ii refercce manual. on the affected Checklist page. As xoon as possible, a
ii
T.O. 1 F-l 11 (B)A-I
new Checklist page incorporating the Supplement will YOUR RESPONSIBILITY - TO LET
be issued. This will keep handwritten entries of Safety US KNOW.
Supplement information in your Checklist to a mini-
mum. Every effort is made to keep the Flight Manual current.
Review conferences with operating personnel and a
constant review of accident and flight rest reports as-
sure inclusion of the latest data in the manual. HOW-
HOW TO GET PERSONAL COPIES. ever, we cmnot correct an error unless we know it
exists. In this regard, it is essential that you do your
Each flight crew member is entitled to personal copies part. Comments, corrections, and questions regarding
of the Flight Manual, Safety Supplements, Operational this manual or any phase of the Flight Manual program
Supplements, and Checklisrs. The required quantities are welcomed. These should be forwarded on Form
should be ordered before you need them fo assure 847 through your Command Headquarters to:
their prompt receipt. Check .with your supply person-
SMAMA
nel - it is their job to fulfill your Technical Order
:McClellan AFB, California 95652
requests. Basically, you must order the required quan-
tities on the appropriate Numerical Index and Re- Attn: MMSTA
quirement Table (NIRT). T.O. 00-5-I and T.O. 00-5-2 AIRCRAFT DESIGNATION CODES.
give detailed information for Properly ordering xhese
publications. Make sure a system is established at your .Major differences between aircraft covered in rhis man-
base to deliver these publications to the flight crews ual are designated by number symbols which appear
immediately upon receipt. in the text or on illustrations. Symbol designations for
individual aircraft and groups of aircraft are as follows:
Q 67.161 !D 68.268
FLIGHT MANUAL BINDERS. a 67.162 Cfl 68.269
Q 67-163 @J 68.270
Looseleaf binders and sectionalized tabs are available Q 67.7192 (3 68.271
for use with your manual. These are obtained through 0 67.7193 El 68.272
local purchase procedures and are listed in the Federal 0 67.7194 @J 68.273
Supply Schedule (FSC Group 75, Office Supplies, Part Q K-7195 P&3 68-274
1~). Check with your supply Personnel for assistance in @I 67.7196 m 68-175
procuring these items. (D a-2;) a 68.276
@J 6X.240 CL3 68.277
@I 6%2il b3Ll 68.278
(D 6X-242 a 68-279
WARNINGS, CAUTIONS, AND NOTES. m (,X-Eli @ 68.280
(D 6X.24.4 El 68-281
The following definitions apply to Warnings, Cau- IId 68.245 m 68.282
tions. and Notes found throughout the manual. 0 68.246 E! 68-283
(D 6X-247 a 68-284
m 68.248 @ 68.285
piziG- cg 6X-249 ED 68.286
@ 68.250 Q 6X-287
@ 68.251 a 68.288
a 6X-252 CD 68.289
Operating procedures, techniques, etc., which FL3 6X-253 @ 68.290
will result in personal injury or loss of lift: a 68.291
a 68-25-i
if not carefully followed. @ 68.255 m 68.292
a 68.256 @ 69.6503
@ 6X-25 El 69.6504
EB 68.258 a 69.0505
m 68.25) a 69.6506
Ql 68.260 @ 69.6507
Operating procedures, techniques, etc., which @I 68.261 a 69.6508
will result in damage to equipment if not a 6X-262 m 69.6509
carefully followed. @B 68.263 a 69.6510
El 68-26-1 m 69.6511
m 68.265 a O-6512
Note B 69.6513
An operating procedure, technique, etc., a 69.6514
which is considered essential to emphasize. , througn- or and on.
Change 1 iii
T.O. lF-I 1 l(B)A-1
GLOSSARY
EBL SAI:
EPI 511
EPR SK
1iVF SMDC
iv
1.0. IF-1 11 (B)A-I
This list includes the applicable TCTO numbers that complete listing of TCTOs which are applicable to
have been issued up to the date of this publication. this aircraft. Throughout this manual, the terms Prior
Those issued after that date will appear in the next to T.O. -I and After T.O. - refer to aircraft prior
Change/Revision, This is not a complete TCTO list- to modificaton and aircraft after modilication, respec-
ing. Refer to the Basic Index (T.O. O-l-l-4) for the tively.
lF-Ill-505 Provide Overboard Water Drain for ECS Air Conditioning & Pressuri-
zation System, Section I.
lF-111.742 Add Divider Between Wheel Well and Speed Brake Limits, Section V.
Wing Cavity
lF-III-824 Add New Full Flap Stop Wing Flaps and Slats, Section
I.
I IF-111.996 Incorporate
LARA
Improvements
Systems
in TFR/ TFR & LARA, Section I
I IF-Ill-1074
lF-Ill(B
Improve
Bomhing
Detectability
Signals and Warning
Timer
of RHAWS
Tone
Audio Communicarions
and TFR. Section
Armament. Section
Equipment
I
I.
IF-lll(BlA-554 Install Secondary Pirot Static System Pitot Static System, Section I.
IF-lll(B)A-593 Modify Yaw and Roll Flight Control Autopilot System, Section I
Computers, Feel and Trim Assy, and Con-
trol Stick
lF-lll(B)A-620 Modify Bomb Release Program Unit Safe Jettison, Section III.
I
IF-Ill(B Deactivation of Hydraulic Pump Depres- Hydraulic System, Section I
surizing Valves
4. Rofating Glove.
s. Pivofing Pylons.
7. Slots.
9. Spoilers.
14. Enginer.
20. Rudder.
Strake 12).
Blow-In Doorr.
Spike.
Weaponr Bay.
FWOrnW~FOOl
-14
Left Station Oxygen Control Panel (See Fig. 1-76). *20. CMDS Control Panel,
:: Air Conditioning Control Panel (See Fig. l-70). l 21. AN/ALQ-94 ECM Control Ponel.
3. Autopilot Domper Panel (See Fig. l-26). *22. ECh4 Destruct Control Panel.
Throttle Poncls (See Fig. l-5). 23. IFF Control Panel (See Fig. 1-44).
i Left Sidewall (See Fig. I-25). -24. Coded Switch Set Controller Ponel.
6: Landing Gear Cantfol Panel (See Fig. l-16). 25. Fuel Control Panel (See Fig. l-9).
7. lnternol Canopy Latch Handle (2). 26. TFR Control Panel (See Fig. l-63).
8. Left Moin instrument Ponel (See Fig. l-6). 27. UHF Rodio Control Panel (See Fig. l-38).
Mirrors (4). 28. TACAN Control Ponel (See Fig. l-42).
Ix: Canopy Hotcher (2). 29. HF Radio Control Panel (See Fig. l-38.
11. Thermol Curtoins (2). 30. IL5 Control Ponel (See Fig. l-43).
12. Canopy Center Beam Assembly (See Fig. l-77). 31. Ejection Handles (2).
13. Magnetic Compass. 32. Windshield Wash/Anti-lctrtg Control Panel (See Fig. l-73)
14. Right Main Instrument Panel (See Fig. t-31). 33. Comporr Control Panol (See Fig. 1.28).
15. Right Sidewall (See Fig. l-72). 34. Electrical Control Panel (See Fig. I-11).
16. Storer Control Panel (See Fig. t-49). 35. Antenna Select Panel (See Fig. l-45).
17. SRAM Control Panel. (See Fig, 1.50) 36. Auxlliory Gage Panel (See Fig. l-15).
18. Computer Control Ponel (See Fig. l-48). 37. Miscelloneour Switch Panel (See Fig. l-60)
19. Communications Ponel (See Fig. I-40)
*See f.0. lF-Ill(Bl-3.
%ee Applicable Weapons Delivery Manual,
14
T.O. 1 F-l 11 (Bin-1 Section I
Description 8 Operation
Height (to top of vertical tail) - 17 feet, 5 inches equipped with afterburners. See figure l-3. The engines
Refer to Section II for turning radius dimensions. are mounted side by side in the fuselage and are in-
terchangeable. The sea level, standard day uninstalled
thrust rating of the engine is in the 12,000 pound class
AIRCRAFT WEIGHT.
in military power and in the 20,000 pound class in
The aircraft operating weight is in the 49,CGOpound afterburner. Provisions ace made for starting the en-
class. The maximum gross weight varies with weapon gines with an exwrnal pneumatic ground ~tarrer cart.
Also, the left engine has the capability of being
configuration. For information regarding gross weights
for various weapon configurations refer to Center-of- starred without the aid of ground support equipment
Gravity Envelope, Section VI. For specific aircraft by means of a pyrotechnic cartridge. With eirher en-
weight, refer to the associwed handbook of Weight gine operating, the other engine can he started by using
bleed air from the operating engine. Electrical power
and Balance Data, T.O. 1.lB-40.
is supplied for the engine igniter plugs by an engine-
driven alternator. Each engine is supplied a flow of air
FLIGHT CREW.
through a separate inlet duct locnted below the inter-
The flight crew consists of a pilot and navigator ,seated section of the wing and the fuselage. An automatically
side-by-side. The crew member assigned to the lefr crew controlled, movable spike is used in each inlet dncr to
station serves as pilot. The crew member assigned to conrrol airflow to the engines. The engine air inlets
rhe right crew station serves as navigator and operates are equipped with free floating blow-in doors which
the offensive and defensive equipment associated with allow additional air to the engine as it is required.
the controls at that station. Splitter vanes are used af the front of the inlet ducts
to remove the low energy air from the fuselage and
the lower surface of the wing glove, thus preventing
ENGINES. boundary layer air from disturbing engine inlet air.
These features allow optimum engine performance
The aircraft is powered by two Pratt and Whitney throughout a wide range of aircraft operating con-
TF-30, sixteen-stage axial flow turbo-fan engines ditions. Air from the inlet of each engine is routed
1-5
Section I 1.0. IF-1 ll(B)A-1
Description & Operation
Figure 1-3.
through a single duct for both the basic engine sec- inlet and guide vane anti-icing. (Refer to Anti-Icing
tion and the fan section. Three compressor stages pro- and Defog Systems, this section.) Compressor bleed
vide initial pressurization of rhe air flowing into the valves are installed on the engines to bleed air from
engine and into the fan duct. The fan duct is a full the compressor during operation in certain flight re-
annular duct which directs flow aft to join the engine gimes as an aid in the prevenrion of compressor stalls.
airflow coming from the turbine discharge. The fan The valves are controlled to automatically open ar
air develops n significant portion of total engine thrust. math 1.75 i 0.10) and ahoue.
Engine air is compressed by 9 stages of the low pres-
sure compressor (NI), of which three stages arc the ENGINE FUEL CONTROL SYSTEM.
fan, and 7 stages of the high pressure compressor (N2).
The air is then diffused into the combustion section, Each engine fuel control system (figure l-4) nutomati-
which contains 8 combustion chambers. The turhinc czdly pro\,ides optimum fuel flow for any throttle ser-
section of the engine consists of a single-stage turbine ring. This system responds to several engine operating
to drive the high pressure compressor and a three-stage parameters and makes it unnecessary to adjust the
turbine to drive the low pressure compressor. The tur- throttle in order to compensate for variations in inlet
hines are mechanically independent of each other. High air temperature, altitude, or airspeed. The engine fuel
pwssurc compressor speed is indicated by a tachometer. system consists of a two-stage engine-driven fuel pump,
Speed of the low pressure compressor is nor monitored foul control unit, Aowmerer, filter, pressurizing and
excqx by an overspeed caution lamp. After leaving the dump valve, nozzles, and a fuel-oil heat exchanger. Fuel
turbine section of the engine, the air is joined with from rhe tanks is routed through the flowmeter to the
the fan air in the afterburner section. Bleed air from centrifugal stage of rhe engine fuel pump, through n
the engine compressors is used for cockpit and equip- filter, and back co the gear srage of the puq>. Bypass
menc hay air conditioning and prcssurizarion, bydraw ~i~lvcs route fuel past the filter or first pump stage in
lit system pressurization. fuel rank pressurization, hy- cveoc of f;tilurc of these components. The second pump
draulic oil cooling. engine vortex destroyers, gcner- stage delivers fully pressurized fuel to the fuel control
ator/CSD cooling, ground oil cooling, and windshield unit, which provides metered fuel flow through the
rain removal. Also, hot bleed air is used for engine fuel-oil be;~t exchanger to the fuel pressurizing and
I-6
r.0. 1 F-l 11 @.)A-1 Section I
Description & Operation
dump valve. This dual-function valve directs the fuel This system sensc~ a pressure change and controls the
through the primary and xcondary fuel manifolds to exit area of the afterburner exhaust nozzle. Six blow-in
fuel wzles which spray the fuel info the eight engine doors are located ear the ;aft end of the afterburner.
combustion chambers. When the fuel ,~sure drops These doors ape any time outside air pressure is great-
during engine shutdown, the fuel pressurizing and er than pressure inside the duct. allowing outside air
dump val\e ;xutomatically opens and drains the pri- to enter ;and thus increasing the total engine thrust.
mary fuel manifold. The trailing edge of the afterburner consists of frec-
floating leaves which reduce drag at the aft end of the
Fuel Control Unit. engine hy directing the exhaust gases into the slip-
The engiw fuel control unit is a hydrornechaniczd de- stream with minimum turbulence.
vice incorporating an engine-driven, flyball-type speed
gowmor. The control unit consists of a fuel metering Afterburner Fuel System.
system and a computing system which operates as a The afterburner fuel system (figure I-4) consists of the
function of throttle setting, main combustion chamber following major compoets: a exhaust nozzle punp,
pressure, high pressure rotor N2 speed, compressor an ;1fterburner fuel pump, an aftcrhurner fuel control
inlet pressure, compressor inlet temperature, and flight unit with integral exhaust nozzle control, and fuel
math umber which is provided from the CADC. spray rings. Fuel fro, the tanks flows through the
Howmax to the afterhurncr fuel pump. The exhaust
Note nor& pump is supplied fuel from the boost stage of
Malfunctions of the CADC ate normally in- the engine main fuel pump. The exhaust nozzle pump
dicared hy the CADC caution lamp. However, supplies fuel to the afterburner fuel control until a pre-
failures can occur which result in incorrect determined fuel How rate is exceeded. At this Row rate,
,ach d;ua from the CADC to the fuel control the afterburner fuel pump inlet is opened and begins
unit without a accompanying CADC cau- to supply fuel to the afterburner fuel control unit. Fuel
rion lamp. The effect of a CADC mech failure from the afterburner pump passes through a fuel-oil
on the fuel control unit can occur only when cooler before entering the afterburner fuel control unit.
the landing gear handle is in the UP position This unit includes a computer and a high pressure How
and will manifest itsel,f with a sudden redoc- section. I:uel is rhen directed to rhc spray rings, where
tion in ertgine thrust. lhis malfunction will it is atonlired ad ignited in thse afterburner comhus-
;~lso result in an abnwmally high math indi- tion chamber. I:ivc LOLS of afcerburning can be se-
cation on the AMI. lected through the afterburner fuel control unit, which
schedules fuel 10 the spray rings in the various zones
The metering system selecrs the rate of fuel flow to be of the afterburner as 21 function of throttle setting.
supplied to the engine in response to the throwle set- When the throttle is advanced for z~fterburner initia-
ting. However, metering sections are regulated by the rim and when high prcssurc compressor speed exceeds
fuel control computing system which monitors the approximately X.3 percent rpm, the afturburrter initia-
various engine operating parameters. Fuel enters the tion valve schedules light-off fuel flow until afterhorner
fuel control through a filter provided with a spring- light-off occurs, iis sensed by the ,cxhaust nozzle controli.
loaded bypass. Fuel metering is accomplished by main-
Afterburner Ignition.
taining a ~onstunt pressure across a variable valve area
which is controlled by the computing system. The con- The function of the afterburner ignition syster is to
stant pressure is maintained by use of a pl-essure- provide a means of igniting fuel in the afterburner to
regulating bypass valve. This valve consists of II servo- initiate afterburner operation. With the advancement
operated valve and a spring-loaded valve. Normally, of the throttle into AB, the afterburner igniter valve
the servo maintains consmnt valve regulation. but in releases a auxiliary squirt of fuel which is injected
the event of servo malfu<~tio, the spring valve alone just aft of the fourth stage turbine; then zone I fuel
will provide adequate regulation. Deviations from the flow begins. After zone I flow begins, initial after-
desired metering pressure ;are sensed i the valve regu- burner ignition is provided by a hot streak ignition
lating unit which varies the bypass flow area. thereby system. The igniter valve injects a slug (main squirt)
restoring the desired pressure by returning exwss fuel of fuel into number 4 combustion chamber creating a
f the ,,ll1,, inlet. locel ovetrich mixtote. This fbuel is igited by the
um~bustion chamber hre and the rich mixture results
ENGINE AFTERBURNERS. in a longer flame that horns past the turbines to pn-,-
vide hot streak ignition for the zauxiliary squirt, which
ill turn ignites zone I. Complet,ion of the main squirt
into umlxx .i combustion chamber provides 21 sig:nal
for cessation of the auxiliary squirt. If afterburner op.
erario is not achieved, thu throttle must be retarded
to MIL or below and ru;tdvanced into AD to repeet
the abovu series of events required for afterburcr
ignirion.
l-7
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
------ ----__I
PRESSVRIZATION
AND DRAIN VALVE
l-8
T.O. 1 F-l 11 (B)A-1 Section I
Description & Operation
.1
t
Section I 1.0. 1 F-l 11 (EdA-
Description & Operation
ENGINE INLET SPIKES. vent the formation of vortexes below the inlet, thereby
preventing foreign objects from being entrained in a
Engine inlet air velocity is regulated throughout the ~txtex and sucked into the engine. When the weight of
entire aircraft speed range in order to maintain maxi- rhe aircraft is on the landing gear, a ground safety
mum engine performance. This regulation of the air
switch, located on the landing gear, automatically acti-
inlet velocity is accomplished by a movable spike lo-
vates the vortex prevention air screen.
cated in the inlet of each engine. Each spike is a quar-
ter circle, conical-shaped, variable diameter body that
is independently movable forward and aft. The spikes ENGINE VARIABLE EXHAUST NOZZLES.
are located in each air intake at the intersection of the The variable nozzle system incrementally opens and
winS lower surface and the fuselage boundary plate. closes the engine exhaust nozzle for afterburner modu-
Posftion and shape of the spikes are changed automati- lation. The control is a hydromechanical computing
cally co vary the inlet geometry and to control the in- device that determines and sets the nozzle area required
let shock wave system. Local air pressure changes due to maintain a desired turbine pressure ratio during aft-
to v;rri;ttion in inlet local m;lch and diffuser exit mnch erbnrner operation. The nozzle position is scheduled by
nomher are measured by sensors in the spike control the throttle setting and governed by internal pressure
unit. Signals from the control unit operate hydraulic ratio in the engine. The nozzle is closed for all ranges
actuators powered by the utility hydraulic system to of nonafterburner operation except for ground engine
position the spike fore and aft (extend or retract )and idle, at which time it is positioned fully open for mini-
to adjust the spike cone angle by contracting and ex- mum thrust. If afterburner blowout occurs, the hlow-
panding the spike as required. When the aircraft is on out signal valve is actuated, and the nozzle clofes. In
the ground, and any rime the aircraft speed is less than addition, the afterburner fuel selector valve closes off
approximately math 1.0, the spike will be full forward fuel flow to all afterburner zones, and a signal is di-
and fully retracted. In the event the system malfunc- rected to the engine main fuel control to reduce fuel
tions, a one-shot pneumatic override system is provided flow to the main combustion chamber. When the ntx-
to position and lock rhe spike full forward and fully zle has moved to the closed position, the blowout sig
contracted. nal is removed. Afterburner operation can again be in-
itiated; however, the throttle must first be moved ro a
Note nonafterburning position.
Once the pneumatic override has been used, ENGINE IGNITION SYSTEM.
the hydraulic shuttle valves in the spike con-
trol system must be repositioned on the The functions of the engine ignition system are to pro-
ground, with the utility hydraulic system vide a means of initiating combustion in the combus-
depressurized. tion chambers during the starting cycle and to provide
a means for furnishing an engine ignition source in the
event of a flameout. Each engine has a dual main igni-
An electronic anti-icing system prevents ice formation tion system including two ignition exciters, two igniter
on the sensors. Refer to Anti-Icing and Defog Sys- plugs, an ignition alternator, and an automatic restart
tem, this section. switch. The alternator is engine driven and is capable
of providing sufficient energy to both exciters of the
ENGINE INLET BLOW-IN DOORS. ignition system for ground starting or for windmill
The engine inlets are equipped with blow-in doors starts during all flight conditions. Ignition alternator
voltage is stepped up by transformer and capacitor
to provide an opening for additional air to the en-
circuits within the exciters to provide ionizing voltage
gine during ground operation and low speed Hight.
The doors are free floating so that they will automa- for the igniter plugs. The alternator incorporates two
independent torrent generating circuits for increased
tically nssume a position corresponding to the pressure
reliability. The automatic restart circuit energizes the
differential between inlet ducr and outside air pressure.
ignition system in the event of a combustion chamber
On the ground and during low speed flight the doors
Hameout by sensing the rate of change of burner pres-
will assume a position between full open and closed
as this differential pressure varies with engine demand. sure. lhis is accomplished by an automatic restart
switch which will remain activated for Ii to 60 seconds
As speed is increased the doors will close and remain
depending on compressor discharge pressure. Engine
closed when ram effect increases inlet pressure to above
ignition is accomplished by the two spark igniters
outside air pressure.
located in the lower combustion chambers (No. 4 and
No. 5) of each engine. Advancing the throttle from
VORTEX DESTROYERS.
OFF position actuates the throttle ignition switch for
The possibility of ingestion of foreign objects into the that engine. This action provides ignition when the
engine during ground operation is reduced by an aero- engine start switch is in PNEU or CARTRIDGE.
dynamic screen of engine bleed air which is directed Electrical ignition is cut off when the ground start
down and outhoard beneath each inlet through vortex switch returns to OFF. This normally occurs when
destroyer air jets. The vortex destroyers serve to pre- the starter rentrifogal cutout switch opens on the I;tst
l-10
1.0. 1 F-l 11 (B)A-1
.~~ Section I
Description 8 Operation
engine to be started. Ignition is also cut off when the breaks the starter control circuit and allows the starter
throttle is retarded to the OFF position. pressure shutoff valve to close, shutting off the pneu-
matic pressure. Two spare cartridges can be carried in
ENGINE STARTING SYSTEM. the main landing gear wheel well. An engine start
counter, located in the left forward equipment bay,
Several means are provided for starting the engines. separately records the number of cartridge and pneu-
The left engine can be started by pyrotechnic cartridge, matic starts for each engine.
both engines can be started by external pneumatic pres-
sure, and once either engine is running, the remaining ENGINE CONTROLS AND INDICATORS.
engine can be started by pneumatic crossbleed from the
operating engine. The left engine is equipped with a Throttles.
cartridge-pneumatic starter to provide flexibility of op
eration without ground support equipment. The right A set of throttles (7, figure l-5). is provided for both
engine is equipped with a pneumaric starter only. Elec- crew members. The respective left and right throttles
trical power required for starting can be obtained from in each set are mechanically linked together. Each
either an external ground source or the aircraft battery. throttle provides thrust setting adjustment for its re-
When starting the left engine with the cartridge, the spective engine. Pneumatic power boost, from the
cartridge is ignited by placing the ground start switch cabin pressurization sytem, is provided to assist throt.
to CARTRIDGE and lifting the left throttle out of the tie movement. Throttle friction for both sets of throt-
OFF position. When starting the engines with a pneu- tles is controlled by means of the friction lever located
matic source, either external or crossbleed, placing the adjacent to the left set. Moving the lever toward INCR
ground start switch to PNEU and lifting the left or increases throttle friction, and moving the lever to-
right throttle out of the OFF position, opens the starter ward DECR decreases the friction. Force required to
pressure shutoff valve on the engine being srarted and move the throttles varies from 2 to 30 pounds, with
allows pneumatic pressure to drive the respective start- pneumatic boost, depending on the position of the fric-
er. After a pneumatic start,, the ground start switch will tion lever. In the event pneumatic boost is lost, the
return to OFF when the centrifugal cutout switch in force required to move the throttles is from 10 to 40
the starter on the second engine started opens. This pounds depending on the friction lever position. Both
Figure I-5.
l-l I
Section I T.O. 1 F-l 1 l(g)A-1
Description & Operation
sets of rbrottles have positions marked OFF, IDLE, ignirion for air-starting the engines. The huttons are
MIL, and MAX AB, respectively. Only the left set of marked .41R START. When either air starf button is
throttles can be raised co go into or from rhc OFF po- momenmrity depressed, the air srarr timer relay ac-
sirion. The center throttles cannot be used for engine tuates and allows ignition alternator power to operate
starting or shutdown. When the left se, of throttte~ are the ignition exciters for horh engines. The relay will
lifted to move them wc of the OFF position, the thror- remain energized for ;,pproxim;xety 55 seconds after
IIC starter switches are acruated. If the ground start the air smrc button is released, the&y providing ig-
switch is in rhe CARtRID<~E position, lifring the lefr nition for this length of time.
fhroctIC wilt auromarically lire the lcfr engine swrwr
curridge. If the ground srarc sxvitch is in the PNEU Ground Ignition Cutoff Switch.
posirion, lifting either rhrortle wilt open the starter
pneum;~tic pressure shutoff wtw on the respective en- The ground ignition cutoff sw,irch (IO. figure t-27).
gine 10 allow scarring by pncumzttic pressure. Move- located on the ground check panel, is labeled GR,D
ment of either rhrotrle forward of the OFF tnsition IGN and has two positions marked NORM and
xtiv~ces the respccfive engine ignition sysrem. A dc- OFI:. When the switch is in OFF, a relay, which deac-
tent ar the MIL position provides a means of readily tivates the engine electrical ignition system for borh
selecting military power. A detent is also provided ar engines by grounding the ignition atrernator output, is
the minimum AB position. lo attain the minimum energized. When the switch is in the NORM position,
AB detent position rhe throtrte musf hrsr be advanced the relay is deacrivared, and the ignition circuits are
into the afterburner range and then retarded until the not grounded through this relay.
dcrenr is felt. Kefer to figure t-5 for a dumit of both
the MIL and MIN AH throttle positions. lhc left Mach Trim Test Switch.
throttle of the tefr xc includes an EVF (enter visual
iix) button for updating the bomb nilv sysrem. The The math trim msc switch (3, figure l-271, located on
right throttle of each set includes a microphone switch the ground check panel, has two positions marked
and B speed brake switch. NORM and ItiSl. The switch is spring-loaded to the
NORM position. The switch is provided for mainte-
Engine Ground Start Switch. nance ground check of the engine math lever on the
fuel control unit.
The engine ground smrt switch (I I, figure t-51, located
on the center rhrottte panel, is a three-position switch Spike Control Switches.
marked PNEU. OFF, and CARTRIDGE. The switch is
solenoid held in rhe PNIiti and CARIRIDGE posi- Two spike control switches (10, figure l-j), located on
tions and is spring-loaded co and locked in the OFF the center throttle panel, are labeled L SPIKE and R
position. The switch toggle must he pulled out before SPIKE, respectively. The switches are lever lock type
it can he moved to either PNEU or CARTRIDGE. switches with two positions marked OVERRIDE and
Placing the switch co either PNEU or CARTRIDGE NORM. In the NORM position the spikes are automar-
position supplies power co arm the throttle start icalty controlled LO maintain maximum engine per-
switches. With rhe switch in the PNEU position, tift- formance. When either switch is positioned to OVER-
ing either throttle out of the OFF position allows RIDI, pneumatic pressure is applied to the spike
electrical power from the respective throttle start actuator to move rhe spike to the full forward and fully
switch to open the starter pressure shutoff valve on the contracted posirion. The switch must be pulled out of
engine being started. With the switch in the CAR- the lock before it can he moved from either position.
TRIDGE position, lifting the left throttle out of the
OFF position attoa~s electrical power from the throttle Spike Test Buttons.
start switch to fire rhe cartridge. A centrifugal cutout
switch in the smrter of the last engine started will lwo spike test buttons (2, figure t-27), located on the
open rhe circuir to the solenoid holding lhe engine ground check panel, are provided to check operation
ground xarc switch, and it will return to OFF. of the spikes. The buttons are marked L SPIKE and
R SPIKE. Depressing and holding either button will
cause the respective spike IO move co the full aft, fully
Not.2 expanded position. The spike caution tamps wilt lighr
white the spikes are in transit. When the buttons are
Nor wheel steering is inoperative when the
rctc~~sed. the spikes will move to the full forward, fully
engine ground start switch is our of rhe OFF contracted position.
position.
Engine Tachometers.
Air Start Buttons.
Two engine tachometers (27, figure l-6), located on the
Iwu air start pushhu~tons (6, figure t-51, one located left main instrument panel, indicate the percenr of rpm
on each rhrortls panel, provide a means of obtaining of the high pressure compressor (N2) in each engine.
1-12
T.O. 1 F-l 11 (B)A-1 Section I
Description 8 Operation
Each tachometer main dial is graduated from 0 fo IO0 tal readout window on the indicator face. 115 volt ac
percenr rpm in increments of 2 percent; the suhdial is power to the indicators is supplied from the essential
graduated from 0 to 10 percent in increments of 1 per- ac bus.
cent.
Engine Turbine Inlet Temperature Indicators.
Engine Overspeed Caution Lamp.
Two engine turbine inlet temperarure (TIT) indicators
Two amber engine overspeed lamps, one for each (28, figwe I-6). located on the left main instrument
engine, are located on the main caution lamp panel panel, show turbine inlet temperature in degrees centi-
(figure l-29). When lighted the letters L ENG OVFK- grade. The indicator dials are graduated from 0 to Ii00
SPEED and R ENG OVERSPEED are visible. The degrees in 50 degree increments. In addition, a digital
lamps light to indicate ;tn engine overspeed of ap- readout of turbine inlet temperarure in two degree
proximately 105 percent I-pm and above. In a~.ldition. increments is displayed. Power to the IIT indicators
the lamps will light prior to engine start, provided is supplied from the 2X volt dc engine start bus thus
there is electrical power on the airplane, and will go operation is normal with battery power. A flag marked
out prior fo reaching idle rpm. The lamps operate on OFF appears on the face of the indicator when power
28 volt dc electrical power from the essential dc bus. to the indicator is interrupted.
Engine Oil Pressure Indicators. The two engine oil hot caution lamps are located on
the main caution lamp panel (figure 1-29). When the
Two engine oil pressure indicators (32, figure l-6), lo- oil temperature of either engine exceeds 250 degrees F,
cated on the left main instrument panel, indicate en- the associated lamp will light. When lighted, the fol-
gine oil pressure in pounds pet square inch. The indi- lowing letters will be visible in the lens of rhe respec-
cators are calibrated from 0 to 100 psi in increments of tive lamp: L ENG OIL HOT and R ENG OIL HOT.
5 psi. The oil pressure indicating system operates on 26
volts ac which has been reduced by a transformer ENGINE FIRE DETECTION AND EXTINGUISHING
which has an input of I I5 dolts ac from the xc essen- SYSTEM.
tial hus.
Engine fire detection is provided by sensing elements
Engine Pressure Ratio Indicator. routed throughout each engine compartment. Should
a iirc or overheat condition occur, the rise in rempera-
Tw,o engine ptessure ratio (EPR) indicators (31, figure ture is detected by the sensors which light the respec-
1.6). locared on the left main instrumenr panel, indi- tive left or right engine fire warning lamp. Shutoff
cate the ratio of turbine discharge pressure fo engine salves are provided to isolate fuel and hydraulic fluid
inlet pressure. The main dial of each indicamr is cali- from the affected engine. After the shutoff valves are
brated from I .I) to 3.0 in 0.1 increments. A smaller cir- closed, fire extinguishing agent can be discharged into
cular dial (subdial) on the indicator face is calibrated the affected engine compartment to pur out rhe fire.
in 0.01 increments for precise reading. A set hotton on The extinguishing agent is contained in a single con-
the Iowcr right of each indicator permits movement of tainer with a separate discharge valve for each engine.
a reference pointer on the perimeter of the indicator to Self-test features are incorporated in the system for
serve as an index fc,r computed HPR. The precise EPR mnintenance checks and troubleshooting. The fire
lxaition of the reference pointer is displayed hy a digi- extinguishing agent is available for one engine only.
l-13
Selection of the engine to which the agent is to be one circuit can be checked at a time. On aircraft modi-
directed is made by depressing the appropriate fire fied by T.O. IF-1 11.611, the switches ate spring-loaded
pushbutton. to the NORM position.
Agent Discharge/Fire Detect Test Switch. During zone 4 and low zone 5 operation, the engine
may exhibit afterburner fluctuations at 40 to 60 cps.
This will be heard and felt as a low frequency beat-
The agent discharge/fire detect test switch (2, figure I-
type vibration in the airframe and is referred to as
h), located on the left main instrument panel, is a
three-position lock lever switch marked A~GENT afterburner rumble (rough combustion). Should this
DISCH, OFF, and FIRE DETECT TEST. The switch occur change throttle settings to a point where it can
nor be detected.
is spring-loaded to the OFF position, and is locked
out of the AGENl L>ISCH position to prevent inad-
vertent actuation. To move the switch to AGENT
DISCH, it must be pulled out of the lock. Momentar- OIL SUPPLY SYSTEM.
ily positioning the switch to the AGENT DISCH po-
sition will discharge fire extinguishing agent into the Each engine is equipped with an oil supply system
engine compartment of the engine selected after de- which consists of an oil tank, a main supply pump, six
pressing the affected engine fire pushhutton warning scavenger pumps, a deoiler, two filters, an overboard
lamp. Holding the switch to the FIRIi DETECT TEST breather pressurizing valve, a pressure valve, and three
position will light both fire warning lamps if the fire oil coolers (air-oil. fuel-oil. and afterburner fuel-oil).
detection system is operat~~onal. The air-oil cooler operates with engine bleed air. Oil
is fed to the main oil supply pump from the oil tank.
It is then pumped in series through the two filters, the
Fire Detection System Ground Test Switches. air-oil cooler, fuel-oil cooler, and afterburner fuel-oil
cooler. Oil flow through the fuel-oil coolers is con-
Two fire detection system ground test switches (I, trolled by temperature and pressure sensing bypxss
figure l-27). located on the ground check panel, are wives. The oil is then directed to the engine hearings
labeled R ENG and L ENG. The switches have three and to the accessory gearbox. Scavenger pum~s return
positions marked CONTROL BOX, NORM, and ELE- the oil to the oil tank. Capacity of the rank is live
MENT and are used to ground check the system cir- gallons, four gnllons of which are usable. For oil spec-
cuitry during maintenance or troubleshooting. Only ilication md servicing location, see figure l-80.
Section I 1.0. IF-1 I1 @)A-1
Description & Operation
l-16
1.0. lF-111 @)A-1 Section I
Description 8 OperatiOn
Figure l-7.
Section I 1.0. 1 F-l 11 (B)A.l
Description 8 Operation
NOTE
f m REFUEL/TRANSFER VALVE
F46WWOF0188
1-19
Description & Operation
as is the case when the tanks are fully serviced and distribution caution lamp and turn on the aft tank
until all wing and external fuel has been transferred pumps if they were not operating.
into the forward tank, the indicator will turn the aft
tank pumps off, and feed both engines from the FUEL TRANSFER.
forward tank. As the differential between the ianks is In order to use the fuel in the external tanks, internal
decreased to approximately 8200 pounds, the indicator wing tanks, or weapons bay tanks, it must first be
will detect the proper fuel distribution and feed the transferred to the fuselage ranks. Normally the tanks
left engine from the forward tank and the right en- are emptied in the order of external, weapons hay, and
gine from the aft tank. When the differential between then internal wing tanks. Fuel transfer is controlled by
the tanks decreases to approximately 7900 pounds, the the transfer knob. The fuel level in the fuselage is
indicator will open an automatic transfer valve, to maintained by float valves which open or close refuel
transfer fuel forward sod regain the proper fuel valves to allow transfer into the fuselage tanks any-
distribution. time they are not full. The refuel valves cannot he
controlled from the cockpit. Transfer from any pair
of external tanks, the weapons bay tank, or internal
wing tanks can be manually selected. (Refer co Fuel
System Operation, this section.) When automatic
transfer is selected, the transfer of fuel is automatic-
The use of AUTO engine feed when rhe ally sequenced from the outboard, center, and inboard
fuselage fuel quantity indicator is malfunc-
external tanks; the weapons bay tanks; and then the
tioning or inoperative could result in exceed-
internal wing tanks, in that order.
ing the center-of-gravity limits and loss of
co+trol of the aircraft.
NOW
Additionally. a mechanical float valve, located in the Both external tanks in a pair must be empty
forward tank, allows the automatic transfer valve to before auto transfer will commence from the
open when the fuel level ,drops below 9000 pounds. If next pair.
the engine feed selector knob is placed to a position
that will cause the aft tank pumps to operate, fuel will When the weapons bay tank runs dry, a one-minute
be transferred forward to maintain the 9000 pound delay will occur to assure complete scavenging of the
level until the aft tank is empty. tank hefore the wing tanks will transfer. Transfer from
the weapons bay and internal wing tanks is effected by
ALTERNATE FUEL DlSTRlBUTlON MONITORING transfer pumps. Transfer from the external wing tank
SYSTEM. is accomplished by pressurizing the selected ranks with
cpoled engine compressor bleed air at 36 to 41 psi.
An alternate fuel distribution monitoring system pro-
When transferring from the weapons bay tank or wing
vides a means to monitor fuel distribution between
tanks, the fuel pump low pressure indicator lamps
the forward and aft tanks independent of the fuel
should be used in conjunction with the fuel quantity
quantity indication system. The system includes four
indicator to determine when the particular tank is
fuel level sensing units and a control unit. Tw,o of the
empty. The exact fuel quantity where the individual
SC~SOIS are installed in the forward rank and two in
wing pump lamps light cannot be established accu-
the aft rank. One sensor in the forward tank is located
rately because it depends upon a large number of
at a fuel level of approximately 12,000 pounds, the
variables; attitude, wing sweep, roll angle, load factors,
other at about 9000 pounds. Likewise the two in the
fuel temperature and density, weapon loading, wing
aft tank are located at approximately 5100 pounds and
deflection, etc. However, for level flight with the wing
2500 pounds. When npemting in OFF, FWD, AFT or
sweep forward, the outboard pumps normally run out
BOTH and the forward tank fuel level drop5 below
of fuel and cause the outboard pump low lxessure
the 12,000 pound sensor, a signal will be provided to
lamp to light before the inboard pump lights. If the
lurn the fuel distribution caution lamp on if the 5300
wings are swepr aft, the reverse is true.
pound sensor in the aft t;mk is covered. Likewise when
the fuel Icvel in the forwnd tank decruascs to a point
FUEL PRESSURIZATION AND VENT SYSTEM.
helow the )OOO pound level, the fuel distribution cilu-
tion lamp will light if the aft tank level is above the I:uel system pressurization is provided to prevent loss
2500 pound sensor. A I2 second time delay is provided of fuel from vaporization during flight. All tanks are
to eliminate fuel distribution signals due to fuel slosh- pressurized by this system except the external tanks.
ing. When operating in AUTO, the alternate fuel Pressurization is provided by cooled engine com-
distribution monitoring system is a hack-up to the pressor bleed air. The system functions in two modes:
normal system. If a malfunction occurs in the auto- automatic and manual, as controlled by a fuel taok
matic fuel distribution control system that allows the pressurization selector switch. In the auromatic mode
xt~al fuel distribution to reach the above condirions, the tanks are pressurized when the landing gear is
the alternate monitoring system will light ,rhe fuel retracted. In this mode the system is automatically
1-21
Section I T.O. 1 F-l 1 l(B)A.-1
Description 81 Operation
cleprcssurizcd when the refueling receptacle door is of the receptacle and its latch mechanism is supplied
~pcrx!d or when the gear is ~.xtended. The tanks can by the utility hydraulic system. The receptacle is lo-
:LI,:~I he prc%nrimd hy m;mualiy placing the fuel rank cated on to,, of the fuselage, offset to the left and aft
pressnrizttion switch IO PKFSSURIZE in the event of the crew module. When the receptacle is extended,
rhc at~~~maic fcaturu fails or if it is desired to pres- a mechanical linkage retracts the aft end of the slip-
surix rhc ranks with the air refueling rucupt~lc duor way door into the fuselage, forming a slipway into the
OIXCT or when the landing gut is down. Ihc system rc~ep~:~le. When rcttacrcd. the slipway door is flush
mainfain d pressure differential of 5 to 6 psi by meians with rhe fuselage skin. The refueling receptacle is
of a fuel Lank vent and pwssuriz~tion control v;~lve. equipped with two lamps, one located on each side.
Should the pressure exceed 6 psi the valve will 01 As the recepraclu cutends, the lamps will light the
ad vents the excess air overboard through the dump/ receptacle and slipway area. During normal refueling
\~lnt outlet iit the rear of the fnsclage. Except when operations, the refueling boom enters the receptacle
trxnsferring furl from them, the external tanks are and is ~~otom~~tic;tlly larched in place by a hydraulical-
vcnred ro atmospheric pressure through n writ porr ly actuated latching mechanism. When the boom is
af the trailing edge of each pylon. Engine compressor Iatchcd in place, fuel Hows through the recepracle and
bleed air a~ 36 to ,il 11si is used to pressurize the the refuel/transfer fuel manifold lines ina) the fuel
oxrcrnal tanks for fuel transfer. The fuel transfer knuh tanks nt a rate of 5100 to 5800 pounds per minute. As
controls sent air to pressurize rhe external ranks. This the tanks are filled, float-operated valves automatically
is independent uf the fuel tank pressurization system; close the tank refueling valves, shutting off flow to the
however. engine bleed air must be available 3s wlerted tanks. When the last refuel valve closes, an increase
by the air sonrcc selector. in the refuel line pressure is scnscd by a pressure
switch ujhich automatic;llly prwides ~5 signal to un-
FUEL DUMP SYSTEM. latch the bwm from the receptacle. A disconnect sig-
nal can he rtunually initiated at any time during re-
The fuel dump system provides the capability of fueling by either receiver pilot or by the tanker boom
jettisoning fuel at a rate of LOO pounds per minute. qwmtor. If a disconnect cannot be made hy uther
Fuel tank pressurization provides the force CO jettison meth<lds. it brute force pullout can he safely accom-
the fuel from the forward rank into the dump mani- plished. An emergency boom latch (EBL) capability is
fold and ovcrhoard through the vent/dump outlet at provided to latch the boom in place in the event the
the aft end of the fuselage. This flow is controlled hy buom will not latch in the receptacle during normal
motor operated dump valves A and B which receive operation. The EBL function also provides pneumatic
power through circuit hrexkers locared in the crew power to extend the receptacle in the event utility
compartment. lhese IWO vulves pro\,ide redundant hydraulic pressure is lox. Sufficient pneumatic pres-
shutoff capability for the dump system and valves are sure is available to operate the receptacle through two
normally closed except during dumping operation. cycles (open and close) with four hookups during each
Dump valve B normally prevents fuel loss from the cycle.
forward tank in the event of i, bruken refuel/dump
line. Dump valve A normally prevents refuel and
SINGLE-POINT REFUELING SYSTEM.
transfer flow from going overhoard through the vent/
dump outlet. In addition tu dump valves A and B, The single-point refueling system enables all aircraft
dump valve C is provided. This valve is normally open fuel tanks to he pressure tilled simultaneously from a
bur closes during dumping operation to prevent tank single refueling ruceptncle. During ground refueling
pressurization from flowing overboard through the operations, fuel flows through the refueling receptacle
dump line from the wings when the wing tanks are and refueling manifold into the fuel tanks. As each
empty. Dump valve C receives power from dump A tank fills, it float-operated valve auam,arically closes the
circuit hrcaker. The fuel dump system also utilizes the refuel valve, stopping How to the tank. The single-
fuel transfer system to transfer fuel from the aft. bay point rcfucting receptacle is Ioc;ned on the left side of
rind wing tanks to the forward tank. This is accotn- the fuselage, forward of the engine air intake.
plished by relays which also receive power from dump
B circuit breaker through the dump switch. When GRAVITY REFUELING.
DUMP is selected, fuel immediately starts to transfer
from the aft and wing tanks. Weapons bay tanks (if Gravity refueling is accomplished through tiller caps
installed) will transfer hefore the wing ranks. in the top of the wing and fuselage. There is one hllcr
cap in each wing on the trailing edge near the fuse-
lage. There are four filler caps in the fuselage: one
AIR REFUELING SYSTEM. each for F-t, F-2. A-l and A-2 tanks. In addition to
The air refueling system is capable of receiving fuel the filler cap located above the right saddle tank in
from a flying-boom type tanker aircraft. The system bay A-l, a vent cap is provided above the left sxldle
consists of a hydraulically actuated receptacle and slip tank. This cap must be removed to allow air to esc;apc
way door, a signal amplifier, and the associated con- while the tank is being tilled from the right side.
trols and indicators. Hydraulic pressure for operation To service the reservoir (map) rank during g:~vit~
l-22
T.O. 1 F-l 1 I (WA-1 Section I
Description & Operation
Fuel Tank Pressurization Selector Switch. The fuel quantity indicator test button (37, figure
l-61, located on the left main instrument panel, is
Ihe fuel tank pressurization selector switch (4, figure provided to self test the fuel quantity indicators. The
l-91, located on the fuel control panel, is a three-po- button has the additional function of self-testing the
sition, lever-lock switch marked AUTO, OFF, and alternate fuel distribution monitoring system. When
PKESSUKIZE. When the switch is positioned to the button is depressed, the fuel quantity indicators
AUIO, the fuel tanks are pressurized, except when will simultaneously drive to the following indications:
the landing gear is down or the air refueling door
1. Forward and aft tank pointers 2000 (i400).
is open. When the switch is placed to OFF, the
pressurization airflow to the tanks is turned off and 2. Select tank pointer 2000 (i 100).
the ranks are vented. When the switch is placed to 3. Tot.1 fuel digital counter 2000 ( :)I 1250).
l-24
T.O. 1 F-l 11 WA-1 Section I
Description 8 Operation
The fuel distribution caution lamp will light 10 to 12 quantity indicating system tolerance, it is possible to
seconds after the test button has been held depressed, have a small amount of fuel remaining in the wing
to indicate that the alternate fuel distribution moni- tanks when the select fuel indicaror reads empty. The
toring sysrem is operative. When the hutton is released, fuel pump low pressure indicator lamps for the wing
the fuel quantity indicators will return to their origin- transfer pumps provide the most positive indication
al readings and the fuel distribution caution lamp will that the wing tanks are completely empty. The select
go out in less than 15 secomds for all engine feed selec- fuel quantity indicator circuit uses a single compen-
tor knob selections except AUTO In the AUTO posi- sator tensor, loc;tccd in the aft fuel tank, to correct
tion, the lamp will remain on until the fuselage fuel for variations in fuel densities. If the aft tank is emp-
quantity indicator pointers r;how a differential between tied while there is fuel in one or more of the tying
the forward and aft tank greater than 7600 pounds. or extcr;~l tanks, or the weapons hay tank, the un-
During the short period of t&ne that the pointers show covering of the compensator will cause the select gape
an ahnormal fuel distribution (while they are return- indications to read erroneously high. The actual error
ing to their original readings), the automatic fwl dis- will depend on the anwunt of fuel remaining in other
rrihutio control system will open the automatic fuel tanks, however, a maximum error of 1000 p0~1ndS
transfer valve and allow a r;mall amount of fuel to he rould exist.
transferred fro, the irft to the forward tank.
Fuselage Fuel Quantity Indicator.
I-25
Fuel Manifold Low Pressure Caution lamps. panct. When n fuel pump is energized, whether by
autonmtic or manual rank selection, and rhe pump
lwo amber fuel manifold low pressure caution lamps is not generating at least 3.5 f-0.5) psi, rhe lamp
(figure l-29) are located on the main caution lamp correstxmding to the pump wilt tight. The lamps are
txmel. lhc letters K FUEL PRESS or L FUEL PRESS arranged in a double row, and the face of the lamps
are visible when the respective lamp is lighted. lhe are marked in pairs IO correspond fo each pump as
applicable lamp lights my time the fuel pressure in follows:
the right or left duel manifold is less rhan Ii.5 psia.
S-Standby pumps I and 2
Fuel Low Caution Lamp. F-Forward fuselage tank Pumps 3 and 4
The amber fuel tow caution lamp (figure l-29) located I- Wing rank inboard transfer pumps 7 and 8
on the main caution panel is controlled by a float B-Weapons bay tank transfer pumps 11 and 12
switch in the reservoir tank. When the Iamp is lighted,
the letters FUEL LOW are visible indicating that the A-Aft fuselage tank pumps 5 and 6
fuel level in the rocrwir tank is less than 2100 ( 235) O-Wing tank outhoard uansfer pumps 9 and 10.
]mmds. With maximum gxging syxem ~olc~:mccs. rhe
f pointer may indicate iz low its 1700 txmnds or as
high as 3000 pounds. Fuel Tank Pressurization Caution Lamp.
l-26
T.O. 1 F-l 11 @)A-1 Section I
Description & Operation
Nose Wheel Steering/Air Refueling If the forward tank is burned down to approximate-
indicator Lamp. ly 7900 differential the automatic transfer valve will
open to allow fuel to be transferred from the ;ift
The nose wheel steering and air refueling indicator tank to the forward tank. This will reestablish the
lamp (19. figure l-61, located on the left main insrru- 8200 pound differential.
merit panel, is labeled NWS A/R. For air refueling,
the lamp indicates when the air refueling circuitr) If the aft tank is burned down to 8500 pounds
is set tn receive the refuvlinp boom. As the receptacle differential. the aft tank pumps are turned off and
extends into place, the lamp will light. When the both engines are fed fom the forward rank until
boom is latched in rhe receptacle, the lamp will go the 8204 pound differential is reestablished.
out. When rhe boom disconnects, the lamp n,ill light
again. When the air refueling switch is in the EBL Manual Operation.
position, the lamp indications are rhe same as when
in normal operation, except the lamp will go out if the In the eveof that either automatic engine feed or
NWS A/R DISC buttor, is depressed and the boom automatic fuel transfer becomes inoperative, manual
is not in the receptacle. The lamp will light when backup is available. During manual engine feed the
the NWS A/R DISC butron is released if a disconnect forward tank must be maintained at least 8000 pounds
has occurred. L:or a description of the NWS function more than the aft tank by manual selection of either
of the lamp, refer to Nose Wheel Steering this FWD or AFT feed to establish rhe proper differen-
section. tial. Once the differential has been established BOTH
should be selected co maintain the differential. During
manual transfer the fuel transfer knob is positioned
Fuel Tank Pressure Gage. progressively- to OUTBD, CENTER, INBD, BAY, and
WING to empty the external wing, bay, and internal
The tank pressure gage, located adjacent to the sin- wing tanks, in that sequence. As each rank is selected
gle-point refueling receptacle, is provided to monitor for transfer, the corresponding fuel quantity indicator
tank pressure during ground refueling. The gage is selector knob position should be selected to monitor
graduated from 0 to 15 psi. in 0.5 psi increments. the fuel level in the tank being emptied. It will he
necessary to frequently switch the knob between the
FUEL SYSTEM OPERATION. left and right external and internal wing tanks to
monitor fuel transfer from these ranks.
The fuel system can be operated in either an automatic
or manual mode. The automatic mode is normally Note
used since it requires a minimum amount of crew
monitoring. Manual mode serves primarily as, a back- There should be a delay of approximately one
up in the event automatic operation malfunctions. minute after each tank(s) (external, bay or
internall indicates empty m insure all fuel is
transferred before selecting the next tank.
Normal (Automatic) Operation.
3. The fuel tanks pressurize (with the air source booster pump in the aft tank will shut off when the
selector knob in any _ position other than OFF or 8200 pound fuel differential is exceeded; the No. 6
EMER). hoostcr pump will continue to run. Assuming that
4. Booster pumps 5 and 5 in the aft tank transfer fuel fuel is also being transferred from the wing tanks, the
to the forward tank (if in AUTO with more than forward fuselage tank will remain full while the aft
8,500 pounds differential, 6 only). fuselage and wing tanks are emptying. This will cause
5. Transfer pumps 1 I and 12 in the weapons bay rank, the center-of-gravity to gradually shift forward and
if installed, transfer fuel to the forward tank. the 8200 pounds differential may oat he maintained,
6. When the weapons bay tanks are empty, pumps 7, causing the fuel distribution caution lamp to light.
8, 9 and 10 transfer fuel from the wing tanks to the When the wing tanks are emptied, fuel from the
forward tank. forwzml fuselage tank will be dumped at R faster
7. Transfer from the ertcrnal wing tanks, if selected, rate than that being transferred from the aft fuselage
will continue at a reduced rate. tank. This will cause the center-of-gravity to shift aft
until the 8200 pouml fuel diffctential is reestablished.
The fuel tanks will ptessurize when the dump switch From this point until the aft fuselage tank is empty, the
is in DUMP regardless of the position of the fuel tank No. 5 booster pump in the aft tank will cycle on and
pressurization selector switch, the landing gear handle,
off to maintain the 8200 pound fuel differential.
or the air refueling door, provided the air source se-
Although fuel is normally forced overboard by tank
lector knob is in a position other than OFF or EMER. pressurization during fuel dumping, some dump
Sufficient air is available to obtain the normal dump capability still exists when tanks are not pressurized
rate of 2300 pounds per minute when either engine (air source sclectot knob in the OFF or EMER
RPM exceeds 85 percent. Tank pressurization forces position). The fuel that is transferred to the for-
fuel from the forward fuselage tank into the dump ward rank will Howe overboard, through the dump/
manifold and overboard through the vent/dump valve vent outlet, at approximately the transfer rate, if the
located on the aft centcrhody. Fuel will bc transferred forward tank is nearly full. If the forward tank is not
from aft to forward tank at approaimately 1750 pounds initially full, a portion of the fuel being transferred
per minute if both aft tank pumps are operating or at may partially fill the forward tank. After the tanks
1100 pounds per minute if only one pump is operating. from which fuel is being transferred are empty. a por-
If external tan! transfer is selected during a dumping tion of the fuel in. the forward tank will flow over-
operation. the rate of transfer from the extern~~l tanks board by gravity. The fuel flow rate from the fonvard
is relatively slow; therefore, if required hy operational tank will he approximately 500 pounds per mioutc
considerations, these tanks should be jcttisonerl. All when the tank is full, and will gradually decrease to
fuel except that in the reservoir tank (~~lIrtxi~tltely zero. The quantity of fuel that can be dumped from
2552 pounds) can he dumped. the forward tank depends on the attitude of the air-
craft, the higher the nox of the aircraft, the mote fuel
I
To avoid the possibility of dumped fuel re-
dumped.
tain maximum
At level flight, the dump How from the for-
ward tank aill.ceasc
tank of approximately
at a fuel quantity in the forward
13,000 pounds. In order to ob-
fuel dump rate, without tank pressuri-
entering the aircraft and causing a fire haz- zation, the engine feed selccror switch should be posi-
ard, fuel dumping should he accomplished in tioned to BOTH to prevent the automatic fuel dis-
straight and level flight at airspeeds no great- tribution system from turning off the number 5 booster
er than 350 KIAS or math 0.75, whichever pump.
I is less.
Note Air Refueling.
If dumping operation is necessary during In order to open the receptacle the engine fuel feed
afterburner operation, the fuel may ignite be- selector must be selected to AUTO or BOTH, and the
hind the aircraft. Other aircraft in the im- air refueling switch most he selected to OPEN or EBL.
mediate vicinity should he advised to sta) When the receptacle is open, the NWS A/R lamp will
well clear during dumping operations. light to indicate the receptacle is open and the system
is ready to accept the refueling prohe.
To eliminate prolonged fuel dripping from the fuel
dump outlet after dumping is discontinued, the fuel Note
system may he momentarily dcpressurized to clear
residual fuel from the fuel dump lines. (This will During ground operation when the air re-
happen automatically when the landing gear is ex- fueling door is open, the nose wheel steering/
tended for landing.) During fuel dumping operations air refueling indicator lamp will light to indi-
it should he noted that the automatic center-of-gravity cate door position and nose wheel steering
control will not operate normally. If the engine feed will function only while the NWS A/R DISC
selector knob is in AUTO during dumping, the No. 5 button is held depressed.
l-28
T.O. lF-111 IBIA-1 Section I
Description B Operation
When the tanker/refueling probe is inserted into the ELECTRICAL POWER SUPPLY SYSTEM.
receptacle, it is automatically latched in place and
the NWS A/R lamp will go out to indicate when the The electrical power supply system provides 115 volt,
latches have closed. Refueling is accomplished with the three-phase, 410.cycle ac power and 2R volt dc power.
refuel switch selected to OPEN. In this position a dis- Two ac genemtor drive assemblies, one mounted on
connect signal can be provided from the tanker or each engine, supply ac power. Two transformer recti-
from either crew member by use of rhe NWS A/R her units provide 28 volt dc power.
DISC button. In addition, when all tanks ate full,
fuel Row is interrupted by automatic closing of the
refuel valves. A pressure rwitch will sense a rise in ALTERNATING CURRENT POWER SUPPLY
pressure in the refuel manifold and automatically SYSTEM.
provide a disconnect sigmtl. Three seconds after the
disconnect has occurred, the refuel sysrem will auto- AC power is supplied by two 60 kva generating sys-
matically reset itself and light the NWS A/R lamp tems. See figure l-10. When operating, the systems are
to indicate the system is again ready to receive a isolated from each other but are synchronized with
probe or that the recrpmcle should be clored. In respect to frequency. Each generator is driven by a
addition, if the air refueling amplifier malfunctions, constant-speed drive assembly which regulates genet-
the EBL posirion on the air refuel switch will permit ator frequency at 400 cycles per second. Voltage reg-
refueling. The procedure for EBL refueling is the same ulation and system protective functions are performed
as the automatic procedure described above except a by generator control units. A frequency synchronizer
disconnect signal cannot be ptovided from any source controls the right constant-speed drive to keep its out-
other than the crew using the NWS A/R DISC button. put speed in synchronization with the left constant-
When rhe button is depressed, the NWS A/R lamp speed drive. There are three ac buses: a left main ac
will remain oat until it is released. The NWS A/R hus, a right main ac bus, and an essential ac bus. Dur-
lamp will light when the probe is out of the receptacle. ing normal operation, the right generator supplies
power to the right main ac bus, and the left generator
If a malfunction of the hydraulic control solerwid has
to the left main ac bus and the essential bus. Each
occurred that prevents opening of the receptacle, open-
ing can then be accomplished hy selecting EBL. This generator is connected to its associated bus with multi-
plc wire generator feeders. Power transfer confactors
mode uses a separate solermid to open the receptacle.
located near the main ac buses are used to switch the
Certain failures may require the air refuel circuit
buses from one generator to another. Each main ac
breaker to he reset after FBL is selected. In the event
bus is normally isolated from the other. The power
utility hydraulic power is not available, a back-up
confactors provide a bus-tie function automatically in
pneumatic system is provided. This system is energized the evenf a generator fails. If a fault or malfunction
by selecting FBI.. Once in EBL, the OPEN position IXCII~S, causing an undervoltage, overvoltage, under-
may he selected. This will allow the system to operate frequency, or overfrequency condition to exist on a
as it does in the OPllN position. Pneumatic power to generating system, the associated ac generator control
operate fbe system \rill remain on until 5 secomls after unit removes the generator from the bus. Undervoltage
the air refueling switch is placed to CLOSE. Stlfficient or overvoltage faults result in de-exciting the generator
pneumatic power is available to operate the receptacle and disconnecting it from the bus. Underfrequency or
through two cycles (open and close) with four hook- overfrequency does not cause the generator to de-excite
ups during each cycle. In the event of a failure that hut does cause it to he disconnected from the bus. If
prevents a normal disconnect, a pressure relief valve is a melfunction is corrected, the generator may be re-
provided in the receptacle hydraulic latch actuator that connected to the bus by properly positioning the
will allow the probe to be pulled out by brute force if generator switches. If a malfunction causing an exces-
the boom tension exceeds 5000 pounds. Normal oper- sive amount of heat occurs in the constant-speed drive
ating boom loads do not exceed 2300 pounds. Design (CSDJ unit, a thermal device in the unit automatically
loads for the receptacle and the tanker hoom exceed decouples the drive from the engine. Once decoupled,
16,000 pounds. Lights are provided to illuminate the the drive cmmot he recoupled during flight. An emer-
receptacle. lhe lights are turned on by a switch when gency generator with 10 kva capacity provides electri-
the slipway door is open. The intensity of the lights cal power to the essential ac bus in the event of failure
is controlled, by the air refueling recept~le control of both main ac generators. The emergency generator
knob The knob should normally he at the mid-point is driven by a hydraulic motor which receives power
of its control range when not in use. This assores that from the utility hydraulic system, In the event of loss
the lights are on at the heginning of night refueling of hoth primary generating systems, a solenoid-oper-
but does not waste the service life of the bulbs during ated valve is de-energized, allowing hydraulic pressure
day refoeliog. Refer to TO. I-IC-l-l for general air to operate the emergency generator. A pin can be
refueling procedures and T.O. l-ICI-21 for specific inserted in the valve to prevent emergency generator
xir refueling procedures for this aircraft. operation during ground maiotenance checks.
l-29
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
7/,,1,,/1111,jj,/,,//l ,,,,, i
AC
I
I
-,,,,,I,,,,,,,,,,,,,,,,,~
l-31
Section I 1.0. lF-I 1 I @)A-1
Description & Operation
When the switch is in the TEST position, the emer- power monitor which measures external power voltage,
gency generator is operating and the emergency gen- frequency, and phase sequence.Should any one of these
erator indicator lamp lights, but the emergency gen- parameters be out of tolerance, the monitor prevents
erator is not connected to the essential ac bus if the closing of the external power contactor. When the ex-
left main BE hus is powered. If the ac sensing r&y has ternal power switch is in the OVRD position, the ex-
failed, the emergency generaror will be connected to ternal power monitor circuit is bypassed, thus allowing
the essential ac bus when TEST is selected. external power which is out of voltage and frequency
tolerance to be applied to aircraft buses. The override
position does not override external power with im-
proper phase sequence.
Note
Failure of the ac sensing relay will connect
the emergency generator to the associated bus If electromagnetic radiation is experienced
when TESI or ON is selected. This failure while the switch is in the ON position, the
will be indicated by the flow indicator dis- power monitor may he affected and reject ex-
playing EMER. ternal power. Power to the aircraft may be
regained by placing the switch to OVRD.
1.34
1.0. lF-11 I(6)A-l Section I
Description & Operation
Figure 1-13.
l-36
T.O. IF-1 1 l(WA-1 Section I
Description & Operation
HYDRAULIC POWER SUPPLY SYSTEM. engine are equipped with electrically-actuated depres-
surizing valves that are controlled by the left engine
Hydraulic power is supplied by two independent, start relay. During pneumatic or cartridge starts, these
parallel hydraulic systems designated as the primary valves depressurize the pumps to reduce engine acces-
and utility systems (figure l-14). Both systems operate sory load until the engine rpm reaches approximately
simultaneously to supply hydraulic power for the flight 38 O ,/I percent.
controls and wing sweep. If one or rhe other system
should fail, either system is capable of supplying Note
sufficient reduced power for wing sweep and flight con- After T.O. IF-I I I (B650, the electrically-
trol operation. The primary hydraulic system supplies actuated depressurizing valves are deacrivated.
hydraulic power solely for operation of the wing
sweep and flight control systems. In addition to sup-
plying wing sweep and flight control hydraulic )power, HYDRAULIC ACCUMULATORS.
the utility system also supplies power for operation of:
Eight accumulators are provided. five in the utilit)
- Nose wheel steering hydraulic system and three in the primary hydraulic
* Landing gear system. Each system has two accumulators for the hori-
zontal stabilizer and one for the damper servos. The
* Wheel brakes
utility system has two accumulators for the wheel brake
* Speed brake system. See figure l-80 for servicing data.
- Flaps/slats
- Rotating glove HYDRAULIC FLUID RESERVOIRS.
- Weapons bay doors Both utility and primary hydraulic reservoirs are Aont-
* Tail bumper ing piston, pneumatic-oil separated types, using pneu-
- Emergency elecrrical generator matic pressure on one side of the piston to maintain
hydraulic pressure on the other. Pneumatic pressure i,
* Air inlet (spike) control supplied from pneumatic storage reservoirs located on
* Air refueling system the forward end of each hydraulic reservoir and. as an
* Rudder authority alternate source. from the engine bleed air system. A
pressure-operated hydraulic relief valve prevents over.
Hydraulic pressure for each system is supplied by pressurization by venting excess fluid overboard when
two engine-driven, variable delivery pumps. To as- reservoir pressure exceeds I35 psi. Steady-state Iluid
sure hydraulic pressure in the event of single engine How is passed through the reservoir to maintain reser-
failure, one pump in each system is driven by the voir warmth and to remove air from the fluid. During
right engine, and one pump in each system is driven high flow rates, the fluid is bypassed around the reser-
by the left engine. Pressurized accumulators are in- voir and cooler loop directly ro the pumps by means of
stalled in the system to supplement engine-driven the suction bypass valve. A hypass-type lilter is loc;~tud
pump delivery during transient hydraulic power re- up-stream of the reservoir. The reservoir also acts as :I
quirements. Each system has a piston-type re:wvoir surge damper for return line impulse pressures. Se<
for hydraulic fluid storage that also acts as a surge figure l-80 for servicing data.
damper for return line pressures. These reservoirs are
pressurized with nitrogen to insure critical pump inlet HYDRAULIC COOLING SYSTEM.
pressure for all operating conditions. Hydraulic pressure
of each system is displayed on the left main instrument Cooling is provided by an air-to-hydraulic hear ea.
panel. Low pressure caution lights for each of the four changer and a fuel-hydraulic heat exchanger in wch
pumps are displayed on the caution light panel. An hydraulic system. The controls are arranged so tha( [ht.
isolation unit incorporated into the system reserves cooling medium is air only at low speeds, fuel amI :air
utility pressure for flight control and wing sweep at intermediate speeds, and fuel only at high speeds.
only, in the event of primary system failure. It also
performs a second function of isolating hydraulic HYDRAULIC lSOLATlON VALVE.
pressure after takeoff from those systems normally
only associated with takeoff and landing. An isolation valve is incorporated in the utility syswm
to automatically provide emergency and normal isol;~-
HYDRAULIC PUMPS. tion of certain functions of the utility system. Iv 1111
event of loss of pressure in the primary system. the
Four variable delivery pumps are employed. Normal valve will automatically go into emergency isolittwr
power for the utility and primary systems is provided at approximately 500 psi, and cut off all systems cx.~
by two engine-driven pumps in each system. One pump cept flight controls and wing sweep. It is not possible
in each system is driven by each engine. The pumps to manually override the emergency isolation fexturr.
are each rated at 42.5 gpm, 5800 rpm, and 3100 (i-150) If the primary system pressure incrcascs to ;tpor<~~~
psi at 100 percent N2 rpm. Both pumps on the left mutely 1200 psi, the utility system will .tutow;r~ic:~Il!
Change 1 1-37
Section I 1.0. 1 F-l 11 @)A-1
Description 8 Operation
ENGlNE
BLEED
AIR
be brought
isolation
out of the emergency
function
isolation.
of the valve is electrically
The normal
controlled A uxiliary Gage Panel
and will isolate the landing gear, wheel brake and 1 2
nose wheel steering systems when the aircraft is in
flight. A separate electrically controlled shutoff valve
is included in the flap/slat hydraulic pressure line to
provide flap/slat system isolation. The landing gear,
wheel brakes and nose wheel steering isolation takes
place immediately after the last of all the following
three controlling conditions are satisfied:
PRIMARY LOW, UTILITY LOW SPOILER OFF as the speed brake, is hydraulically operated. A me-
CAUTION LAMP. chanical connection between the main landing gear and
the speed brake selector valve causes the main landing
These lamps are deactivated. gear door to open and close in the proper sequence
during landing gear operation. Ciround safety switches,
HYDRAULIC FLUID OVERHEAT CAUTION LAMPS. located on the lateral trunnion beam, prevent normal
gear retraction while the aircraft is on the ground. See
Two hydraulic fluid overheat caution lamps, one for
figure l-17 for location of the ground safety switches.
each system, are located ,on the main cautioo lamp
panel (figure l-29). A lamp lights when the hydraulic
fluid temperature of the associated system exceeds 240 NOSE GEAR.
7~: IO degrees F (II5 I~ 6 degrees C). When lighted,
the PRI HOT and UTIL HOT letters will be visible Three hydraulic actuators are provided for operation
in the respective lamp. of the nose landing gear and nose wheel well doors. A
single-acting actuator retracts the nose landing gear.
An uplock actuator locks the nose landing gear in the
PNEUMATIC POWER SUPPLY SYSTEMS. retracted position and also, through linkages, opens
Independent pneumatic power supply systems Iprovide and closes the two nose wheel well doors. A downlock
pressure for emergency operation of landing gear, actuator locks the nose landing gear drag strut when
spike system, and for pressurization of hydraulic reser- the nose landing gear is extended.
voirs. Pressure for emergency extension of the Landing
gear is provided by a pneumatic reservoir located in the LANDING GEAR CONTROLS AND INDICATORS.
main landing gear wheel ,well. Each spike is provided
with a separate pneumatic reservoir located in the main Landing Gear Handle.
landing gear wheel well. Two pneumatic reservoirs,
The landing gear handle (2, figure l-I(i), located on the
one for each hydraulic system reservoir, provide pneu-
landing gear control panel, has two positions marked
matic pressure for hydraulic system operation. For a
UP and DN. A landing gear warning lamp is located
functional description of each pneumatic system, refer
in the landing gear handle. Moving the handle to the
to the associated system descriptions, this section. For
servicing information on the pneumatic systems, see
figure l-80.
Landing Gear
LANDING GEAR SYSTEM.
The landing gear is tricycle-type, forward retracting, Control Pane/
and hydraulically operated. The main landing gear
consists of a single common trunnion upon which two
wheels are singly mounted. This arrangement of the
main landing gear provides symmetrical main landing
gear operation. Thermal pressure relief plugs are in-
corporated in the main landing gear wheels to relieve
tire pressure in the event of maximum performance
braking. The nose landing gear has two dual-mounted
wheels. The landing gear system is normally powered
by the utility hydraulic system. A pneumatic system
is provided as an alternat:e (emergency) means of ex-
tending the gear in the event the normal system fails.
The nose landing gear retracts into the nose wheel
well, and the main landing gear retracts into a fuse-
lage well. I.
2.
MAIN GEAR. 3.
4.
Three hydraulic actuators are provided for operation 5.
6.
of the main landing gear. A single-acting linear actu- 7.
ator retracts the main landing gear. Two doub1.e.acting :x8,
linear actuators, one for an uplock and one for a down-
lock, are provided to lock the landing gear in the re-
tracted or extended position. There are two main land-
ing gear doors. The aft door is mechanically linked to
the maio landing gear and opens and closes with move-
ment of the gear. The forward door, which also serves
NOTE
All rofety pinr to be
rbwed aboard aircraft
for flight except rpeed
brake door lock and
CMDS ejector rafing
ARRES+fNG HOOK
CMDS EJECTOR
(Left Shown)
(Right Opposite)
UP or DN position will cause the following actions to on the landing gear control panel (4, figure l-16). The
occur. button must he depressed to release the landing gear
Gear Up handle from the UP position to lower the gear. Nor-
mally, it is not necessary to depress the button when
When the handle is moved to the UP position, an elec-
retracting the gear since the gear handle is locked in
trical signal actuates a solenoid-powered landing gear
the down position by a solenoid which will release the
control valve, sending hydraulic pressure to the nose
handle as the weight of the aircraft comes off the gear
gear downlock actuator, nose gear retract actuator,
on takeoff. Should the solenoid malfunction, depressing
nose gear uplock door actuator, the speed brake dwr
the button will release the handle to allow gear re-
actuator. and the brake control valve. Hydraulic pres-
traction.
sure at approximately 750 psi is metered to one brake
circuit to stop main gear wheel rotation. The nose
gear unlocks and retracts. When it is almost retracted, (,..,.,I
it mechanically triggers the nose gear uplatch which
then locks the gear up and closes and locks the doors.
As the nose wheel doors close, snubbers mounted on Any time it is necessary to depress the land-
the doors engage the tires to stop nose wheel rotation. ing gear handle lock release button to move
The main gear forward door (speed brake) actuator ex- the handle to the UP position, the crewmem-
rends the door. When the door is sufficiently open to her should immediately suspect a malfunction
allow the main gear to retract, a linkage from the door of the landing gear ground safety switches. A
opens a valve which sends hydraulic pressure to the failure of these switches, which left them in
main gear downlock actuator, main gear retract actu- the closed position, would cause all spoilers
aror, and the uplock actuator. The gear then unlocks to remain armed even with the landing gear
and retracts. When it is almost retracted, it mechani- retracted. If a malfunction of the landing gear
cally triggers the uplatch which locks the gear up and safety switches is suspected, place the ground
also actuates a valve to close the speed brake door. roll spoiler switch to OFF.
Gear Down
When the handle is moved to the DN position, an elec- Landing Gear Emergency Release Handle.
trical signal actuates a, solenoid-powered valve, sending
hydraulic pressure to the nose gear uplock actuator, The landing gear emergency release handle (10, figure
nose gear downlock actuator, and the speed brake door l-31). located on the right main instrument panel, is
actuator. The nose gear uplock actuator unlocks and labeled ALT (alternate) and is provided to extend the
drives the nose gear doors open and locked, at which landing gear in the event the normal hydraulic system
time the nose gear is allowed to free fall (extend) fails. When the handle is pulled, pneumatic pressure
against the snubbing of its retract actuator. When the is directed to simultaneously open the speed brake door
gear is almost extended, the downlock actuator drives and unlock the nose and main gear uplocks. The gear
it fully extended and locked. The speed brake door will free fall to the extended position; then pneumatic
acfuacor opens the door until the door clears the main pressure will actate the nose and main gear down-
gear. A linkage then actuates a valve to pressurize the locks and retract the speed brake door to the trail posi-
main gear uplock actuator and downlock actuator. The tion. Once the gear has been extended by the emer-
uplock opens, allowing the gear to free fall (extend) gency method, it cannot be retracted. The speed brake
against the damping of its retract actuator. When the door may fail to retract to the trail position. This will
gear is extended, the downlock actuates. This causes he indicated by the landing gear handle warning lamp
the speed brake door actuator to position the door in remaining on after the gear is extended and locked.
the partially retracted (trail) position. The landing Should this occur, pushing the handle hack in will re-
gear handle is locked in the DN position by a spring- lieve the pressure in the system and allow the air load
loaded electrical solenoid when the weight of the to push the speed brake door to the trail position.
aircraft is on the landing gear. Landing gear safety
switches control 28 volt dc power to the solenoid.
CAUTION
The weight of the aircraft compresses the shock strut iIY.xI!
and opens the safety switches, which breaks the circuit
to the solenoid. When the solenoid is de-energized, the If the handle is pushed in as the aircraft slows
solenoid extends a mechanical lock, holding the land- down after landing, the weight of the door
ing gear handle in the DN position. Removing the and lack of air load will cause the door to
weight from the landing gear closes the safety switches extend and drag the ground.
on the landing gear and energizes the solenoid. The
energized solenoid retracts the lock and frees the land- Landing Gear Warning Horn.
ing gear handle.
The landing gear warning horn provides an intermit-
Landing Gear Handle Lock Release Button. The tent audible tone in the headsets when an unsafe land-
landing gear handle lock release button is located ing gear situation exists. The horn sounds intermittent-
1-44
T.O. lF-1 I IIBIA-1 Section I
Description & Operation
ty when the nose and main landing gear are not down shock absorber, has its own separate reservoir that is
and locked and/or the speed brake door is not i.n trail charged with compressed nitrogen. Retraction of the
and all of the following conditions exist: landing gear allows hydraulic pressure to again be
ported to the tail bumper lift cylinder to retract the
* Indicated airspeed is below 160 (~+lE) knots. bumper and hold it in this position.
*The aircraft is below an altitude of 10,000 ( ~350)
feet.
Note
* One or both throttles are set below minimum cruise
setting. The tail bumper may cont~t the ground if
On aircraft modified by T.O. IF-111-891, the warning the pitch angle exceeds approximately 11 de-
horn also provides a steady audible tone in the headsets grees u,hen the main landing gear is in con-
as a stall warning indication. Refer to Artificial Stall tact with the runway.
Warning System, this section.
The malfunction and indicator lamp test button locat- NOSE WHEEL STEERING SYSTEM.
ed on the lighting control panel may be used to test the
landing gear warning horn. The warning horn may be Nose wheel steering provides aircraft directional con-
silenced by depressing the horn silencer button adja- trol during taxiing, takeoff and landing. The system is
cent to the landing gear handle (5, figure 1.16). electrically engaged, hydraulically powered and coo-
trolled by the rudder pedals. The nose wheels arc posi-
tioned by a linear hydraulic actuator controlled by a
Note
mechanical rotary servo valve. Rudder pedal movement
On aircraft modified by 1.0. IF-ill-891, the at either crew station is transmitted to the steering
valve by mechanical linkage which includes a cam de-
stall warning tamp will flash and the rudder
vice on the valve input shaft. The cam device provides
pedal shaker will operate as tong as the hcsro a gradually increasing ratio between steering angle and
silencer button is held depressed. rudder pedal displacement. A relatively larger pedal
displacement is tequircd to obtain an increment of
steering angle near the neutral rudder pedal position
Landing Gear Position Indicator lamps. than is required near the full rudder pedal position.
Utility hydraulic system pressure supplied to the steer-
A plan view silhouette of the aircraft having two green ing servo valve is controlled by a solenoid operated
indicator tamps is located on the left main instrument shutoff valve ;and a ptessure regulator. When steering
panel (1 I, figure l-6). The lamps ate positioned to rep- is engaged, the energized solenoid valve applies full sys-
resent the nose and main landing gear. When the land- tem pressure to achieve a high level steering torque.
ing gear is down and locked, the lamps are lighted. In- When steering is disengaged, the pressure regulator
transit positions of the landing gear and unsafe landing supplies approximately 10 percent system pressure for
gear conditions are indiated by lighting of the red a tow level steering torque used to center the nose
warning lamp in the landing gear handle knob. A safe wheels doting retraction. Steering input linkage mo-
up-and-locked landing gal- condition is indicated when tion occurring during nose gear retraction automatical-
both the gteen indicator lamps and the red warning ly centers the nose wheels with up to 50 percent rudder
Imp are off. pedal displacement.
CAUTION
TAIL BUMPER SYSTEM. iIIz3
The tail bumper protects the control surfaces, t!ngines, If a misaligned/malfunctioning steering sys-
and portions of the airframe from damage char might tern is evident, do not take off unless requited
OKLIT if the tail inadvertently contacts the ground dur- and do not retract the landing gear. Nose gear
ing ground handling. The tail bumper also provides
steering alignment cao bc checked by disen-
limited protection during overrotation on takeoff and
during landings. In flight, the tail bumper is held in gaging the nose whect steering white taxiing
the fully retracted position by hydraulic pressure in the on a level surface. If a steering transient is ob-
tail bumper lift cylinder. The hydraulic pressure is served on re-engagement, a misalignment/
ported to the tail bumper lift cylinder from the speed malfunction is indicated.
brake control valve. When the landing geat is extended
and the speed brake ruturns to trail position, the lift
cylinder pr~~ssure is relieved and the tail bumper is ex- Maximum rudder pedal deflection steers the nose
wnded by the pneumatic action of the tail bumper wheels 40 degrees either side of center with resultant
dashpot. The dashpot, which functions as the impact aircraft turning radius as shown on figure 2-3. Nose
l-45
wheel shimmy damping is accomplished by restricting The hutton receives 28 volt dc power from the csscn-
hydraulic flow within the steering valve. If the Asps tial bus. For a description of the A/R DISC function
and slats are retracted, the flight control system switch of the buttons refer to Fuel Supply System. this
must be in the T.O. & LAND position ot the rudder section.
authority switch must be in the FULL position to allow
sufficient rudder pedal movement for full steering au-
thority. lhe nose wheel steering system is equipped NOSE WHEEL STEERING/AIR REFUELING
INDICATOR LAMP.
with a limit switch mounted on the nose landing gear
shock strut adapter. When nose wheel steering exceeds A green nose wheel steering/air refueling indicritor
approximately 40 from center, the switch opens an
lamp labeled NWS A/R is located on the left main
electrical circuit to the control valve and automatically
instrument panel (19, ligurc l-6). The Iunp will light
ptevents controlled steering through the rudder ped-
when the nose wheel steering system is energized or
~11s. The NWS/AR lamp will go out whenever con-
the A/R door is open. For a description of the A/R
rrolled steering range is exceeJed. When nose wheels
DISC function of the lamp, refer to Fuel Supply
are returned to normal steering range (0 to 40), con-
SYSCCUl, this sc~tion. The lamp receives power from
trolled steering automatically reengages. Power for
the 28 volt dc essential bus.
engaging steering is furnished from the essential dc
bus.
BRAKE SYSTEM.
Note
0 Nose wheel steering will nor be available if Each main landing gear wheel is equipped with a
the landing gear is extended using the anet- hydraulically operated multiple disc brake. Pressure
for operation of the brakes is supplied by the utility
gency release handle.
hydraulic system for normal operation and by two hy-
. With the air refuel switch in OPEN and the draulic accumulators for power-off braking. Anti-skid
engine feed selector knob in AUTO ot control, automatic braking during landing gear tctrac-
BOTH, noue wheel steering will be operative tion, and an auxiliary brake arc provided. Normal
only while the nose wheel steering/nit refuel brake operation is controlled by conventional brake
hutron is deprewd. pedals, each mcch;mically connected to brake metering
v.tlves. Lhe brake hydraulic system is a dual-normal
l With the engine ground start switch in any
type, separated into two circuits. Each circuit operates
position except OFF, ntne wheel steering will independently of the other. One circuit operates one-
he operative only while the nose wheel steer- half of the pressure piston on the left brake and onc-
ing/air refuel button is depressed. half the pressure pistons on right brake. The other
circuit o~~erntcs the other half of the pistons on each
NOSE WHEEL STEERING/AIR REFUEL BUTTONS. brake. During normal operation of the brakes, pressure
is metered to the brakes from hoth hydraulic circuits in
proportion to applied force on the brake pedals. Full
braking effectiveness is achieved with npprorimatrly
GO percent of full brake pedal travel. If one hydraulic
Circuit bccomcs inoptmtive, the brake system can pro-
vide sufficiently increased pressure to the operative
circuit ft,r 00 percent of nornnl braking effectiveness.
This is ;accornplished by application of greater than
normal brake pedal travel and slightly higher pedal
force. The dull-normal type brake hydraulic system
provides emergency brake operation automatically.
Note lwo hydraulic acct~mulators are provided in the system
to supply brake system pressure for normal power off
When the nose wheel steering hutton is de-
braking due to failure or isolation of the utility hy-
prased and relezmd to disengage the system,
draulic system. Each accumulator is precharged and
it three second delay is initiated. 1%~ system
supplies pressure to only one of the individual brake
may be w-engaged during this period but the
circuits. Fully charged accumulators will provide IO-14
holding relay will not bt energized.
full-lxessure brake applications or one full-pressure
brake ;tpplication with 32 anti-skid cycles. A priority
valve, which limits the quntity of fluid that can he
displaced from the brake accumulator through the
brake metering vnlves by actuating the brake pedals,
is included in each hydraulic circuit. If the brake ac-
cumulators are not replenished as fluid is displaced by
1-46
T.O. 1 F-l 11 (WA-1 Section I
Description & Operation
iI-.zrl
CAUTION
ing. With the switch in OFF, anti-skid
he ;xrailable and brake pressure will
sponse to pedal pressure.
control will not
he in direct re-
A hydraulic hand pump (figure l-14). located in the A three-position speed brake switch (4, figure ,l-51,
main landing gear wheel well, is provided to replenish marked IN, OFF and OUT is located on the right
brake accumulator pressure during ground handling throttle of each crew station. The switches are thumb
operation. actuated and slide forward (IN) and aft (OUT). The
left crew station switch is detented in all positions.
The right crew station switch is spring loaded to OFF
AIRCRAFT ARRESTING SYSTEM. from both the IN and OUT positions and will over-
ride the left crew station switch. When the right switch
The arresting hook system provides for emergency is released to OFF, the speed brakes will move to the
arrestmenr of the aircraft. The system consists of an position selected by the detented left crew station
arresting hook, arresting hook dashpot, a dashpot air switch. When both switches are positioned to OFF,
bottle, an uplock latch, arresting hook controls, a the speed brake is hydraulically locked in its present
pressure gage, and an air filler valve. Except for the position. To maintain a constant load on the landing
controls, the arresting hook components are located gear door and to insure minimum drag, the left crew
in the lower aft end of the fuselage rail cone. station switch must remain in the IN detent, except
during speed brake operation. If the speed brake switch
ARRESTING HOOK HANDLE. is positioned to OUT ot OFF and the Landing gear is
retracted, the speed brake may remain fully open or
The arresting hook handle (1, figure l-16), located on retract only to the trail position. The speed brake will
the landing gear control panel, is connected to a low retract when the speed brake switch is moved to the IN
friction push-pull type mechanism contained in a flex- detent.
ible metal housing. The handle is labeled HOOK
on diagonal stripes. The mechanism provides 8 direct GROUND ROLL SPOILERS.
mechanical linkage from the handle to the arresting
hook uplatch mechanism in the tail cone. The arrest- For deceleration during ground roll, the ground roll
ing hook is released by grasping the handle and pull- spoilers are used symmetrically to destroy lift and in-
ing aft. The total travel of the handle from retrac: crease wheel brake effectiveness. In this case, they are
to extend position is approximately 4 inches. Ap- armed with the ground roll spoiler switch and acti-
proximately 1 second is required for the arresting vated by the throttle position switches and landing
hook to extend. The hook must be raised manually gear squat switches. (Refer to Aerodynamic Deceler-
to its stowed position. ation Equipment, tbis Section.) Ground roll spoiler
operation is not affected by the position of the com-
ARRESTING HOOK CAUTION LAMP. puter power switches.
The amber arresting hook caution lamp, labeled
HOOK DOWN, is located on the main caution lamp Ground Roll Spoiler Switch.
panel (figure I-29). The caution lamp lights to indi-
cate hook down position only. The ground roll spoiler switch (8, figure l-25), located
on the left sidewall, has positions BRAKE and OFF. If
the weight of the aircraft is on the landing gear and
both throttles are in IDLE, positioning this switch to
AERODYNAMIC DECELERATION BRAKE will cause the ground roll spoilers to extend.
EQUIPMENT. Under the same conditions placing the switch to OFF
will retract the spoilers. With the spoiler switch posi-
Aerodynamic deceleration equipment consists of the tioned to BRAKE, if the aircraft weight is removed
speed brake for deceleration in flight and the ground from the landing gear or if either throttle is advanced
roll spoilers for deceleration after landing. In-flight, out of IDLE, the spoilers will ;lutomaticnlly retract.
sweeping the wings forward is also effective for de-
celeration. (Refer to Level Flight Characteristics/
Supersonic Flight, Section VI.) WING FLAPS AND SLATS.
The speed brake, which also serves as the main landing The main (wing) flaps are full span, multisection
gear forward doa, is provided as an aid to decelera- Fowler-type flaps. Each wing flap is divided into six
tion during flight. The speed brake is hydraulically sections. The five outer sections, designated as the main
operated and may be used as a speed brake only when flaps, are mechanically connected and operate as one
the landing gear is up and locked. For operation of the unit. The main flaps are powered by a single hydrau-
speed brake as a landing gear door refer to Landing lic motor which is connected to B gearbox located in
Geat System, this section. the fuselage section. The hydraulic motor and gearbox
l-48
Description & Operation
l-49
Section I T.O. 1 F-l 11 @)A-1
Description & Operation
3-i degrees. lhc retract cycle is the opposite of the main Hap position indicator provides Hap position in
extension cycle. When the handle is moved from the degrees. The slat/auxiliary Hap indication is R window
full FLAP DOWN position to the UP position, the which provides the following indic-arions:
flaps refract first, followed by the slats. It should be
* I~;P-~-.Slats and auxiliary flaps retracted.
noted chat at no rime will the flaps extend unless the
slats are fully extended, nor will rhe slats retract until * SLAT DN-Slats down and auxiliary Ilaps retracted.
the flaps are fully retracted, regardless of the position * BOTH I)N-Slats and auxiliary Ilnps full down.
of the Hap ;and slat handle. When the handle is moued . Crosshatch-power off or slats or auxiliary flaps in
up to any position less thau the 25.degree detent, the mmSif.
auxiliary Ilaps will fully retract. Normal extension or
retra~cion of the Ilaps and slats takes approximately 12
secods. WING SWEEP SYSTEM.
l-50
T.O. lF-11 l(B)A-1 Section I
Description 8 Operation
.\ ____- -------
,,_-_-- -----,-.
Figure I-18.
Section I 1.0. 1 F-l 11 (B)A-1
Description & Operation
sweep the wings forward. As the handle is moved, an FLIGHT CONTROL SYSTEM.
index marker on the wing sweep position indicator fol-
lows the handle position co assist in selecting the de- The primary flight control system provides control
sired wing sweep position. of the aircraft by mo~emenf of the primary control
surfaces. The primary control surfaces conszst of a
rudder. spoilers on each wing and movable horizon-
WING SWEEP HANDLE LOCKOUT CONTROLS.
tal stabilizers. Pitch atritudc of rhe aircraft is con-
7wo bving sweep handle lockout controls (IO, figure trolled by symmetrical deflection of the horizontal
I-25), one lnbeled FIXED STORES and the other stabilizer surfaces. Roll attitude is controlled I~!
labeled WIIAPONS. are locared just above and aft asymmetrical deflection of the horizontal srahilirer
of the wing sweep control hxndle. When either con. surfaces; and when the wing sweep angle is less than
trol is moved forward, the word ON is visible, and a ~i5 degrees, roll control is aided by action of two spoil-
latch extends which prevents aft movement of the us on top of each wing. Yaw control of the aircrafr
wing sweep handle pas the latch. When either control is accomplished by deflection of a rudder surface lo-
is moved aft, the word OFF is visible and the larch re- cated on the trailing edge of the verrical stahilizcr.
tracts. The fixed srores lockout control, when ON, prc- Hydraulic servo acmamrs are used co produce control
vents the wing sweep handle from being moved aft surfwu movemcnf. The conrrol stick at each crew sta-
lxw the 26 degree position. lhis is the sweep angle tion is mechanically and electrically interconnected
ac which the hxed pylons and stores are in n xrcam- with the flight control system. The right stick may
lined configuration. The weapons lockout control re- he removed for various mission requirements. This
stricts aft movemcnf of the wing sweep handle to 5.4 muff he accomplished while the aircraft is on the
degrees. This is the wing sweep angle p;lst which ground. When the right stick has been removed, an
certain weapons on the inboard pivot pylons would elcccrical plug is inserted in place of the stick to main-
strike the fuselage. The wing sweep handle lockout tain electrical continuity. The w.o sets of rudder ped-
controls restrict aft movemenf of the wing sweep als are mechanically linked together. A system of push-
handle only. Forward motion is unrestricted between pull tubes. hell cranks, and pulleys are used fo connecr
72.5 and 26 degrees. the cockpit conrrols wit!, the rudder and horizontal
srahilizer hydraulic acmamrs. The I;nkage connec-
tions we secured with self-retaining bolts, which use
WING SWEEP HANDLE 26 DEGREE FORWARD self-locking cofter keyed nuts. Loss of the cofter kq
GATE. and self-locking nut will not cause separation of the
connection. The stability augmentation system en,-
A wing sweep handle 26 degree forward gate (11, fig- ploys redundant sensors, electronic circuitry and elec-
ure l-251, located above the wing sweep handle, is tro-hydraolic dampers. The three damper acmafors,
provided fo stop forward motion of the wing sweep the horizontal stabilizer acfwafors, ;and the rudder ac-
handle af 26 degrees. The gare is thumb-acruated and
tua~or are supplied by both primary and utility hydrau-
is spring-loaded IO the latched position. Depressing the lic systems and can operate on either system should one
gare will rarac~ a latch, allowing the wing sweep
sysrem fail. The pitch and roll damper response (gain)
handle co be moved forward pasf the 26 degree posi-
is varied hy a self-adaptive system as flight conditions
tion. change. Command augmentation, through the Pitch
and roll dampers, augments the pilot inputs to pro-
WING SWEEP POSITION INDICATOR. vide a near consfanf relationship between control force
and aircraft response throughout the operational en-
The wing sweep position indicator (IO, figure l-6) is a velope. Automatic failure detection and rejection. ns
part of the wing sweep, flap/slat position indicator well as self-test features, are provided in the pitch, roll,
located on the left main instrument panel. The indi- and yaw stability augmentation systems. Should elec-
cator displays the wing position in degrees and is grad- trical power be absent from one or more of the redun-
uated in 2 degree increments from 16 ro 72 degrees, An dant computers, the applicable channel caution lamp
index mark ac 26 degrees provides a reference for se- will light. Power to all compuwrs is controlled from
lecting this position. Selected wing sweep angle is the three computer power switches Iocarcd oo the
indicated by a reference index marker on the outside ground check panel. The pitch and roll damper 5)s.
of the scale. The actual angle of wing sweep is moni- WIIIS ~cept inputs from the CADC and the navigation
tored by a transmitter which mechanically follows the system fo provide Pitch and roll autopilot modes. The
change in wing position and converts this information flight control sysrem functions in conjunction with the
to an electrical signal which drives the wing sweep terrain following radar (IFR) through the pitch
indicator pointer. The indicator receives power from damper to maintain the aircraft at a preselected alri-
the 28 vdc essential bus. rude above the terrain.
l-52
Description & Operation
PITCH CHANNEL. With both trim actuators at zeta and the pitch damper
at zero and OFF, total stick travel from neutral to full
Mechanical linkage. aft is approximately 6% inches, and from neutraj to
full forward is approximately 4 inches. The force te-
Manual control of the aircraft in pitch is achieved by quired to move the stick from neutral to full aft ranges
fore and aft movement of the control stick. This move- from the initial breakout force of 1.7 pounds to 65
ment is transmitted along the pitch channel push-pull pounds. The force requited to move the stick from
tubes and hellcranks to the left and right horizontal neutral to full forward ranges from 1.7 pounds to 55
stabilizer actuator control valves. These control valves pounds. When takeoff trim is set, the parallel trim ac-
control the flow of hydraulic fluid to the actuatots, tuator drives to a zero degree surface command, and
thus causing the horizontal stabilizers to move sym- the series trim actuator will drive to position both hor-
metrically. Figure l-19 is a simplified schematic of the izontal stabilizers to 3.8 degrees trailing edge up. With
mechanical flight control linkage. Control stick cen- the pitch damper on, control stick displacement or
tering and feel forces are provided by the pitch feel parallel trim actuator displacement will cause the pitch
spring. damper to displace in response to signals from the
pitch stick transducer. (Refer to Pitch Command Aug-
Parallel Trim Actuator. mentation, this section.)
The parallel trim actuator will cause displacement of
Power Supply.
the horizontal stabilizers and will also cause displace-
ment of the control stick unless the stick is manually Power to the pitch damper servo, series trim actuator,
restrained. parallel trim actuator, and stick transducer is coo-
trolled from the three computer power switches on the
Series Trim Actuator. ground check panel. When these switches ate turned
The series trim actuator output is added downstream OFF, the pitch damper actuator is hydraulically driven
of the pitch feel spring. Displacement of this actuator to its zero position and the series and parallel trim
will cause the horizontal stabilizers to displace, but it actuators will stop. If hydraulic pressure is not avail-
will not normally cause displacement of the control able, the position of the pitch damper servo is indeter-
stick, Likewise, displacement of the pitch damper servo minate.
will cause the horizontal stabilizers to displace but will
not normally cause displacement of the control stick. Pitch/Roll Mixing.
II STICK OEFLECTION
LEFT AND RIGHT
POSITION FEEDBACK a
TRIM ACTUATOR /
NOSE
UP
STICK
STOPS PITCH STICK
TRANSDUCER
i.0. If-1 111E\A-1 Section I
Description & Operation
the stick neutral point and is the prime trim mode in series pitch trim will act to maintain the aircrafts
the takeoff and landing configuration. Also it may be normal acceleration at B value proportional tc~ stick
used as $1 supplemental trim when the flight control position. This is accomplished hy the series trim driv
system is in normal. Serie!; pitch trim is Provided to ing in response to a pitch damper position signal.
carry the elevator required for trim and serves to mini- When the pitch damper is at zero the series trim will
mize steady state errors during autopilot modes and stop driving. This is called the null mode of operation.
auto TF opetation. An auxiliary pitch trim :+)-stem, The null mode will be in effect unless the pitch damper
ut~ilizing the series trim actuator and pitrh computer. is turned off or takeoff and land configuration is es&.
is provided as a backup trim system and to be used if lished. If the pitch damper is turned off, series trim
a trim failure occurs. The operation of each trim inptlt will lock at its present position, and it can then be
is determined by (a) the auxiliary trim switch position, driven from the control stick trim button(s). Tlw au.
(b) the pitch dxmper switch position, and (~1 the con- thority of the series pitch trim actuator is 10 degrees
trol systew configuration as determined by the slat trailing edge up and 4 degrees trailing edge down. Lhe
pvition and the control vstem switch. Figure I-20 actuator is rate limited at 1.4 degrees per second. Dis.
summarizes the trim system as a function of these placrament of the control stick by force or by trim
variables. will command an increase or decrease in normal ac-
celeration through the command augmentation fea-
Parallel Pitch Trim. Parallel pitch trim is the prime ture. Changes in the elevator requited to hold the air-
trim male in the takeoff a:nd landing configuration. It craft in the one g flight condition while the stick
may also be used as supplemenr:tl trim when tlw flight is at neutral are provided by the pitch series trim. The
control system is in normal. During normal oprration, pitch series trim is driven from the pitch damper pasi-
parallel &im will be at neutral for one g flight. The tion transducer. If the pitch damper inputs are zero,
parallel pitch trim actuator is driven firm the control i.e., no pitch rate and one g normal acceleratiotr,
stick(s) trim hutton only if the Pitch damper switch and the stick is at neutral, then the Pitch damper will
is in DAMPEK and the auxiliary pitch trim switch is be at zero, and the series trim actuator will stop. If the
in STICK. The parallel pitch trim actuator c:m ;&a elevator requireJ to hold the aircraft at this corldition
be commanded tti drive hy one of the following means: varies due to power or wing sweep changes, then the
damper will displace to oppose aircraft rotation. lhis
* By depressing rhc takeon trim button which centers
will ~ttuse the series trim to drive until the damper
the parallel trim actuetors at the takeoff position
inputs again hecome zero. Thus the series trim system
: ziro degrees).
provides the steady state elevator required to m;lint:xin
* By turning the pitch damper switch to OFF which the aircraft in :rim. Because of this action, tbc stici
(inters and locks parallel trim at takeoff position will be at the same position for one g: flight regaui.
(zero degrees). ICSS of ~1~4, unless the control system is in the I.(:I.
& LANJ) configuration.
* By moving the auxiliary pitch trim switch our of the
STICK position which centers and locks parallel trim
at takeoff position (zero degrees,. Note
* By placing the pitch autopilot/damper switch to During ground operation, series trim is not
AIJTOPIJ.OT or placin~g the auto TF switch to
able to null the damper since there is no air-
AI [I0 IT, which centers and locks parallel trim at
takeoff position (zero degrees). craft response. This will result in trim drift
either nose up or nose down while the slats
The parallel trim actnato~, when trimmed. will cause
are retracted and the control system switch is
the wntro! stick, pitch damper, and horizontal stabi-
in NORMAL.
Jwers to Asplarc. ?be contrs,jl stick will he centered
and the lltil, trim foocrion c>f the stick trim buttt~la
is disabled when pitch autopilot is selected, auto ?I: Auxiliary Pitch Trim. The auxiliary pitch trim sys-
is selected, and during TER fail safe Ryup tn~neuven. tem is armed when the auxiliary Pitch trim switch is
plawd to the cvutcr iOFF) position. W!:cn i~he switch
is placerl to rbe NOSE LJ or NOSE DOWN l>sitiw1,
pitch trim is pnwided by one or bath of the following:
(I) Positioning an auxiliary pitch ttim integrntor in
the feel and trim :issemhly, which sends commsnd
signals to the pirch dam~et.
(2) By dirruxly driving the pitch series trim actuator.
Ilx net e!fect is a <h,jnge to the aircraft pitch triin.
Figurr l-20 defines wbcrbrr (1 j (L), or both is used as
a futwtion 9f the lli,Ehi irintrol sj3telos configuration.
1-55
Section I T.O. 1 F-l 11 (WA-1
Dercrpition B Operation
I Xr.
OFF DAMPER j Takeoff 8s Land
/ 2. Auxiliary pitch trim switch drives damper and
,
also drives the series pitch trim actuators.
*Flight Configuration:
Clean: Flight control system switch-NORM and slats op
T.O. & L: (1)Flight control system switch-NORM and stats-down or
(2) Flight control system switch-T.O. & LAND
Figure l-20.
1.56
1.0. IF-lll(B)A-l Section I
Description 8 Operation
- _...,~_,-..... --.,
Pitch Channel Electrical Schematic
PITCH
ROLL
MIXER
RIGHT HDRl2ONTAt
STABILIZER
Y
PARALLEL PITCH
TRIM ACTUATC-
-
1.0. 1 F-l 11 (WA-1 Section I
Description 8 Operation
stant. If the available gain is LOO low, the aircraft re- vated when the probe angle-of-attack, in degrees,
sponse will appear sluggish to stick commands. If the (independent of the CADC) plus the pitch rate, in
gain becomes too high, a small amplitude pitch oscil- degrees per second. total I8 (1). Since the angle-
lation may exist for a few cycles until the gain control of-attack presented on the A.MI is compensated as
circuit, which senses this oscillatory condition, reduces a function of math number, the AM1 reading for
the gain to the proper value. The frequency of I:his os- stall warning activation will vary as math number
cillation (the adaptive frequency) will be between I.,< changes. The AMI reading at which stall warning
to 3.1) cycles per second; the gain changer is designed will occur for zero pitch rate is as follows:
to either increase or decrease the gain for this range of
Less than mxh 0.30 18 ( 1.6) degrees
input frequencies depending on their amplitude and
persistence. Also, the gain changer will increase the Greater than math 0.45 hut
Fain for inputs less than l.i cps. Rapidly changing less than math 1.25 19.7 c-tl.6) degrees
Hight conditions can result in the computed gain lag- Greater than math 1.10 18.8 ( -i-1.6) degrees
ging the optimum gain for a short period. Aircraft
motion due to turbulence or aircraft vibration, such In addition to the ahove conditions, when the flight
as experienced with speed brake operation, will cause control disconnect switch is in the OVRD position
the adaptive gains to decrease. When the pitch damper and the true wing angle-of-attack is greater than Ii
switch is turned OFF, the pitch gain is driven; to its degrees the stall warning lamp and audible signal will
minimum of I2 percent. and the pitch damper servo occur regardless of the wing sweep position, however
centers. If the gain hecomes high enough dw to a the pedal shaker will he inoperative. The stall warn-
malfunction to cause the adaptive frequency ro per- ing lamp (22. hgure I-6) is a flashing red lamp located
sist, the gxin can he reset to its minimum value bv on the left main instrument panel. When lighted the
monwntarily cycling the pitch damper switch OFi word S?ALL appears on the face of the lamp. Lamp
:md then back to the I)AMII<K position. This should intensity is controlled hy the malfunction and indi-
stop the oscillation. cator lamp dimming switch when the Right instrw
fnent lighting control knob is on. The audible stall
warning signal is a continuous tone applied to the
Nate headsets of both crew mrmhers. The stall warning
aodihle signal m;iy he silenced by depress!ng the land-
When the damper switch is positioned to the
ing gear lhorn silencer button. Silencing of either the
DAMIEK position, the gains may require up
landing gear warning horn or the stall warning signal
to 2 minutes to increase III the optimum value.
will not prevent subsequent audible tone uurning
During this time the aircraft rqxmse and
from the other circuit. Operation of the horn silencer
damping may he noticeably reduced. Conse-
will wx deactivate the stall warning lamp or the
quently if the damper switch is cycled during
rudder p&l shaker. Lhr system may be grom,d
TFR operation, aircraft response may be de-
checked through t~se of the malfunction and indicator
graded up to one minute after the sw:trh is
returned to thr damper fmsition. lamp test hutton.
On aircraft not modified by T.O. IF-Ill-891 the
system is automatically armed by the landing gear
Pitch Gain Lock.
squat switch when the aircraft becomes airborne. The
When the flight control system is in the takw>ff and syskm \vill warn the pilot by shaking the rudder
1~1d configuration. the pitch gain is locked. p&ls when the angle-of-attack (in degrees) plus pitch
rate (in degrees per second) total the wlucs listed
Artificial Stall Warning System. below. For zero pitch rate the pedal shaker will come
on at the following angle-of-attack values for the air-
On aircraft modified by T.O. IF-II l-891, the artificial speeds listed as read on the AIMI:
stall warning system consists of a rudder pedal shaker,
.sPl3II~~*
a stall warning lamp, and an altdihle stall warning
signal. lhe system is automatically armed by the land- - lass than mnch 0.30
ing gear squat switch whsen the aircraft becomes air- * Greater than math (I.,15
borne. The pedal shaker, lamp, and audible signal all but less than math I.25
ocar simultaneously when either of the following * Greater than rmach I :i.i 18.8 1~ 1.6 degrees
conditions exists:
*Use linear interpolation for speed regions not shown.
I. When the wings are swept forward of 51) ( 1~2)
degrees and the true wing angle-of-attack exceeds
Pitch Channel Automatic Switching.
14 (~tO.25, -~-0.75) degrees.
2. When the wings are swept aft of 50 (t2) degrees Certain changes occur within the pitch channel in the
and the true wing angle-of-attack is greatmer than flight control system during the takeoff and handing
14 degrees, the stall warning system will Ibe acti- phase. Automatic switching is accomplished by the
l-59
---1
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
siat position and rhe weighr on gear signals. The fol- araw sources to three identical pitch cornpurer boards.
lowing describes the configuration for four different Each hoard separately compures a pitch gain and a
conditions: pitch command signal. The three separately computed
command signals are inputs ro signal selectors 1, 2, and
1. Taxi-Weight on gear, slxs ~OM.LI, pitch damper 3. Each signal selector rejects the highest signal and
switch-DAMPliK.
the Inwesr signal. The output of each selecror is the
a. Series rrim is locked nr ifs exisring pmirion but remaining signal, or the middle value signal. E:ach
may lx set to 3.8 degrees trailing edge up by board has a signal comparator circuit. which compares
the takeoff rrim burror~. that boards inPut signal with the selecrors ontpur
h. Parallel trim can he driren from the stick trim signal. Should these signals he significanrly differenr,
button(s) if auxiliary pitch rrim swixh is in the pitch channel caution laml~ will light. For an in-
STICK. When the stick trim hxtton is di:pressed itial failure, which causes a pitch channel caution lamp
NOSE IJP, the parallel trim acruafor will drive to light, the operation of the pitch damper system will
the horizontal stabilizers, the control htick, rhc be un:&ccted. Iiowever, x sahscquent failure of another
stick transducer, and the pitch damper in :he branch could resuh in (a) no change in operation, (h)
nose up direction. The opposite wili occur for zero pitch damper comm;mds, or (c) a hard wcr pit&
nose down trim. damPcr lhe operation depends on the nature of the
c. Pitch Gains are locked. i&r. :ind *ubseqacn~ f;~iiure(si. If the first failure re-
SL,Z! in :i :I<!:<: ci,inioand from the affected boar,i,
d. The stall warning device is not armed.
nornxi opcr.~~iix~ an be conrinurd and the pilch
c. Normal accelerometer signels are locked auf. ch;mnel caution lamp cxn be reef. if Ihe lamp cilnior
2. Lift off,-~Slals down, weight off gear, pirch damp be rcxr, this nwans thar ~hc firs: failure is a hard over
er switch -- DAMPER, auxiliary trim switch ~_ fniluru. and .I taoni 1 faihne ;I; ;he silme diiccrioi; Mi!l
STICK. Takeoff trim sef prior ro takeoff. ccause a hard over d;im;wr. IY,~ this reason, it i> rccwn
a. Series trim is lucked :xf 3.8 degrees trailing edge mended rhar flight wnditiotli !,c clxmged to observe
UP. the d;lrper off e\&>j~~~ X!ld !!Wi L-n thr pitch damp-
1~. Parallel trim can be driven from the control er OFF. When the Pitch &unlxr 8s rurnrd CiFt, ihc.
stick trim button(s) ru trim the aircraft as re- pirch damper caution I;rmp will li+r.
quired.
c. The stall warning device is armed. Signed Selection.
d. Normal :~ccelerometer signals are locked our. The o~flwf of each signal selector will !;I :ne -.:I:::
3. Cruise-Slats retracrcd, gear up, pitch dl;~mPer for a single malfunction. Downstream of tjl:: sir;~~;
switch -- ~DAMIIIR~. selectors are three servo amplifiers, each of which ;e
a. Series trim actuator is in the null mode. ceiws irs signal selectors uutpur and in-turn sends .~
h, Pitch gain is in its xlaptive mode and automati- wtnmand si,gnal co its separaw servo valve within riw
cally increases or decreases rhe gain of the pitch Pitch damper servo. When the pitch damper switch is
d;!lpt!r commaml sigrlrl as lli,gh! c<il!diri<,ns turned OFF, rhe amplifier currents co the damper rer.,~ p
change. go to XT<, ;md the damper is hydraulic;dly cenr,. w,i.
c. Iardlel trim shwld he used fo trim the air-
craft IO 1 g flight. The stick will hc at mu- Damper Hydraulic logic.
tral when this is accomplished.
The pitch damper has two active valves and onr model
d. The stall warning device is armed. val\e. The average of the command signals from the
e. Normal accelerometer signals are active. two active valves hydraulically control the movement
4. Slat Ilxtension Prior fu L:mding of rhc damper output rod. A third servo valve controls
a. Series trim ;~tunwr !,vks at it5 existing posi- a model servo and dws not control the damper rod
tion. wrput. The position of the damper outpur rod and the
b. Parallel trim can be used to reestablish trimmed position of the model servo are compared co dcwct
Righr. malfunctions. Should a malhmccion exist, the damper
output rod position will nw agree with the model
c. She stall warning device is armed. SCXYO position and the pitch damPa caution lamp wi:l
d. Normal accelerometer signals are locked auf. light. Hydraulic logic within the pitch damper servo
will idenrifv the discrepant servo valve command. If
Pitch Channel and Pitch Damper Redundancy. the fxilure 1s due ro one of the two active valves con-
trolling the damper omput rod, a vote will occur and
All stability augmentation signals enrer the pitch com- the discrepant valve is hydraulically shut off. Control
putty where rhey are converted into three command of the outpur rod is then dependent upon the command
sigrrxis. Cwnpurer inputs are supplied from three sep- from the remaining active servo valve. A transient will
T.O. 1 F-l .~ .~
11 IB)A-1 Section I
Description & Operation
be felt in the aircraft when this vote occurs. The dis- mately eight additional pounds must be exerted on the
crepant valve can be placed into operation by depress- control stick before additional travel can be achieved.
ing the damJEer reset button. Should the valve still The high gradient feel spring breakout creates this
have a discrepant output commend, another vote will force detent and provides the stick force gradient until
occur and the valve will again be shut off. Should the maximum stick deflection is achieved. Maximum stick
discrepant valve be the model valve, the pitch damper deflection commands 8 degrees of roll disJ~Jacemenr
caution lamp will light, but the pitch damper rod will through the pitch/roll mixer to each of the horizontal
not be affected, and a transient will not be felt. stabilizers. With the roll damper off the available stick
deflection is limited by stick stops located within the
Hydraulic Servos. cockpit to ! ~8 degrees of mechanical command. Fig-
ure l-22 shows the gearing, and approximate stick
The two
active servo valves which control the damper force provided by the roll feel ;assembly. Stick break-
OUtJmt rod are supJ,lied from separate hydraulic sys- out force is approximately 1.2 pounds. A 15.pound
rems. In the event of a single hydraulic system failure, force is requiretl to reach the detent; 31 pounds will
the valve controlled by the failed hydraulic system give maximum stick deflection. The roll damper servo
will be hydraulically shut off, and the pitch damper also provides roll control inputs to the pitch roll mixer.
caution lamp will light. Normal damper operation will The roll damper is a redundant electrohydraulic servo
continue by using the remaining active servo valve actuator with an authority of :I 6 degrees. The roll
and hydraulic system. In this case the damper rcsct damper servo is used to provide roll trim, stability
harton h;is no eff~t unles\ hydraulic pressure returns ;ugment;ttion, and command augmentation to the hori-
1 normal. ztmtal stabilizers. The roll damper servo is identical
to the pitch and yaw damper servos.
Pitch Gain Changer Redundancy.
1-61
Roll Channel Electrical Schematic
STICK INPUTS ROLL DAMPER SERVO
I -~----_~
ROLL FEEL ASSEMBLY
I -1 I-
-
a 1 ROLL
MIXER
, ITOPS
o* 1 sTp
a PITCH
ROLL
ROLL MIXER TEU
STICK
STOPS
rG* GY
/I
51.2
5 II FULL
l/2
STICK GEFLECTION
PITCH
LEFT HORIZONTAL
STABILIZER
ACTUATOR
T.O. 1 F-l 1 l(B)A-1 section I
Description 8 Operation
i
Spoiler lockout. several degrees of differential horizontal stabdlzet may
be required to achieve a given roll rate; while at high
When the wing sweep angle is at /t5 degrees, the elec- speed and low altitude, it may take less than a de-
trical commands to the inboard spoiler actuators are gree. Also, the roll rate may be significantly increased
switched out by the wing sweep sensor, causing the when spoilers are operable. With the roll damper off.
inboard spoilers to retract and lock down. At 17 de- horizontal stabilizer displacement is proportional to
grees wing sweep, primary hydraulic pressure is re- stick displacement. With the toll damper on, the sta-
moved from all spoiler actuators, and the electrical bility augmentation input causes roll damper commands
command signal to the outboard spoilers is switched to oppose aircraft roll rate. However, when the control
ooc by the wing sweep sensor, causing them to ~retract stick is displaced, the roll damper alsu receives an in-
and lock down. When the wing sweep reaches 49 de- put command signal from the stick position transducer
grees, the utility hydraulic pressure is removed from through a lag circuit. This signal represents the com-
;a11 spoiler *cfu*fots. manded aircraft response and reduces the roll damper
opposition to pilot initiated maneuvers and augments
Spoiler Monitor. the pilots stick input. The steady state toll damper
displacement will be proportional to the difference be
When the wings are forward of 15 degrees, the r;poiler
tween the commanded response and the actual aircraft
monitor will lock the inboard pair or the outboard
spoiler pair down should both left and right wing response and is directly proportional tn the roll adap-
spoilers extend above 15 degrees due to a malfunction. tive gain. The horizontal stabilizer surface displace-
ment due to control stick inputs will then vary with
if a spoiler inadvertently e&ends without being com-
flight conditions so that variations in the resulting air-
m;mded and the aircraft starts a roll, the pilot would
apply an opposite stick command to maintain wings craft response will be minimized.
level. lixrension of spoilers on the opposite wing will
cause the monitor, through a voting process, to ~:ut off Roll Commands.
hydraulic pressure to the malfunctioning spoiler and
its mare. This action will retract and lock the pair The control stick transducer output reaches the maxi-
of spoilers in the down position and cause the zipoiler mum at the stick force detent ;and represents a roll
caution lamp to light and result in reduced roll power. rate command of 160 degrees per second. The roll
The spoiler monitor nxay he reset by depressing a damper authority is ~!~~6 degrees of differential hoti.
spoiler reset button. This ,will cause the spoiler cau- zontld stabilizer deflection, i.e., for a left roll the left.
tion lamp to go out and will restore hydraulic: pres- surface displaces 6 degrees up and the right surface
sure to the pair of spoilers that is locked down. If the displaces 6 degrees down; the opposite oaurs for a
malfunction still exists, thee faulty spoiler will again right roll. I~he actual damper deflection will depend
extend and the previous sequence of events will be on the comnxmdcd roll rate, the actual roll rate, and
repented. One attempt to reset a faulty spoiler is suf- the roll adaptive gain, Refer to Roll Gain Control, this
ficient. In the event a spoiler extends because of a fail- Section. If the srick deflection exceeds the detent, the
nrc while roll autopilot is engaged, the wings must be total rommand (mechanical plus damper) may exceed
held level by the pilot due to the limited roll aut:hority the roll command limit. If this occurs, the excess roll
of the autopilot. Koll autopilot does not move the con- command from the damper will cause stick talkback
trol stick, ;md the pilots control stick corrective mo- which mny appear as pitch or lroll stick movements.
t&m will be required tu operate the monitor. When the
pilot moves the control stick to hold wings lewl, the
Damper Off Operation.
Imonitor will vote and the failed spoiler will be locked
down as previously described. When the roll damper is OFF, full stick deflection
requires a force of 31 pounds, This will command the
Stability Augmentation. maximum of ~1~8 degrees of differential horizontal sta..
bilizer deflection. When the roll damper is turned nff.
Roll stability xtgmentation is provided by redundant
horizontal stabilizer control reverts to the direct rue,.
roll mte gyros and electronic computetr used in con-
chanicnl linkage command to the horizontal stabilize!
junction with a redundant elecrrohydraulic roll demp-
xcfuators.
er servo to provide xircrafr roll dnmping signals. (See
figure l-22.) The roll damper servo also responds to
stick command signals from a nonlinear stick position Roll Trim.
trxnsdu~-er In-ared in the <control linkage. This same
transducer supplies separate electrical commands to Roll trim is accomplished through the roll damper
the inboard and outhoard spoiler actuators. Y~YO. Roll trim command signals operate roll trim
relays in the feel and trim assembly. These relays
Command Augmentation. supply 26 volts ac to the roll trim integrator which is
a motor driving an electrical transducer. This electrical
The effectiveness of any control surface varier with transducer supplies a roll rate command signal to the
the flight conditions. At low speed and high altitude roll computer which causes the roll damper servo to
l-63
position the horizontal srahilizer. Since the output of servo are redundant to the same extent as described
the roll damper servo is in series with the roll channel under Pitch Channel Redundancy, this Section. An
linkage, rhe control stick does not move as trim is electronic malfunction causes either the roll channel
ap#ed. Roll trim is controlled by trim huttons located or roll gain changer caution lamps to light. A damper
on each control stick. Approximately eight seconds is malfunction will cause the roll damper caution lamp
required to insert the maximum roll trim command. to light. The roll damper servo actuator is identical
Roll trim is inoperative when the flight control dis- to the pitch and yaw damper servo actuator. Refer to
connect switch is placed to OVRD or rhe roll damper Spoiler Operation this Section, for the redundancy
switch is positioned to OFF. Under these conditions fe;ltures incorporated into the spoiler system.
any previous roll trim inputs will he removed. The
pilot can either hold stick force, or hold the wings
level with yaw trim and accept the accompanying side YAW CHANNEL.
slip when roll trim is not available. ~Menual conrrol of the aircraft in the yaw axis is
achieved by left or right pedal motion on either of
Roll Gain Control. wo sets of rudder pedals. This movement is trans-
mitted by cables, push-pull tubes, and hell cranks to
The gain of the command signal sent to the roll the rudder conrrol valve and rudder actuz~for. lhe
damper servo is automatically varied as flight condi- control valve, lwxted on the rudder actuator, controls
tions change. This is accomplished by continuously the How of hydraulic fluid from both the primary and
monitoring rhe roll rate gyro signals to determine if utility hydraulic systems to the rudder actuator. Figure
the gain should he either increased or decreased. Since I-23 is a simplified yaw channel mechanical and elec-
the sysrem modifies its gain as il function of its own trical schematic. Rudder pedal breakout (12 pounds)
performance, it is called n self-adaptive gain system. and centering is provided by the yaw feel spring.
In general the required gain varies inversely with Rudder feel forces (80 pounds for available pedal
dynamic pressure. A gain increase will compensate for trawl) are provided hy the yaw feel spring and the
reduced horizontal stabilizer effectiveness. If the gain yaw wriahlr feel actuator. The yaw variable feel acts-
is tou low, the aircraft will appex sluggish to lateral ator provides two rudder authorities: full pedal travel
stick commands. If rhe gain becomes tw high, a small of approximately 2.5 inches and ~~30 degrees of rudder
amplirude roll oscillation may exist for a few cycles deflection or limited authority of approximately I-inch
until the gain control circuit, which senses this oscil- pedal travel and ~~ I I .2i degrees of rudder deflection.
Iuory condition, reduces the gain to the proper value. The avail;~hle authority depends on the slat position,
The frequency of this oscillation (the adaptive fre- :hc control system switch position, and the rudder
quency) will he between I .4 to 1.0 cycles per sec~md. ;:nthr,rity swGrch position. A rudder authority caution
The gain changer is designed to either increase or !:wlp will light when available authority does not
decrease the gain for this range of frequencies depend- xgrec with rhe authority programmed by the slat posi-
ing on rhe amplitude and persistence. The gain will be tion and the control system switch position.
increased for frequencies of less than I.4 cps. Kapidl;
changing flight conditions can result in the computed
gain lagging the optimum gain for a short period. Yaw Damping.
Aircraft motion due to turbulence or aircraft vih::lrion.
such as experienced with speed brake operation, will Aircraft damping is provided by the yaw damper
cause the adaptive gains to decrease. When the roll servo. The yaw damper command and rhe yaw trim
damper switch is turned OFF, the roll gain is driven actuator command are summed with the rudder pedal
command in the yaw feel assembly and then applied
co its minimum value of 20 pacent, and the roll
damper servo centers. If the gain hecomes high enough, hy mech;mic;d linkage to the control salve of the
due to a malfunction, to cawe the adaptive frequency rudder ~f~ator. The authority of the yaw damper
to persist, resulting in 3 smnll amplitude roll osilln- servo is 15 degrees.
tion, the gain can he reset to its minimum value hy
momentarily cycling the roll damper switch OFF and Rudder Limits.
then hack to the DAMPER position. This should stop
the oscillation. When the damper is turned on, the Pedal stops are provided in the cockpit to limit rudder
gains may require up to 2 minutes 10 increase to the pedal travel. These stops allow /30.75 degrees of rud-
optimum value. During this rime the aircraft response der command. The total command to the rudder con-
and damping may he noticeahly reduced. When in the trol valve is limited by the aft stop, which is set at
takeoff and land configuration, the roll gain is locked 10 degrees (nominal).
af maximum.
Pedal Shaker.
Roll Channel and Roll Damper Redundancy.
A pedal shaker is attached to the pilots left rudder
The stick position transducer, roll rate gyros, electronic pedal to provide stall warning. Refer to Stall Warn-
computers, gain control circuits, and the roll damper ing, this Section.
l-64
ematic iTvfJicali
ONTR
ALVE
-y@~~G~~G~GNAr/ j &
-I
1 /
b PEOAL OISPLACEMENT
INCHES
(LEFT OR RIGHT)
Section I T.O. IF-lIl(B)A-I
Description & Operation
Power Supply. placing the control system switch :o the T.O. & LAND
position. This should only he done below 300 KIAS or
Power to the yaw damper servo is controlled from the math 0 -45, whichever is less. i ihe main gear squat
computer power switches on the ground check panel. switch deactivates AYC when weight is on the main
gear. AYC can be switched out hy placing the flight
Damper Off Operation. control disconnect switch in the OVKL> position.
Yew Trim.
Note
b.
c.
,_,,....,~_._._..
_.l.--l ___ I-__-,~
,.,..,,..
~-.,...~.
Section I
Description & Operation
b. AYC inputs are accepted by the yaw damper stick and a momentary reduction in the affected sl~oil-,
system fo improve rum coordination (AYC in- er Position. This effecr will be more pronounced ate
puts are sideslip and adjusted roll rnfe inputs). low engine rpm and is caused by rate limiting of rht:
c. Rudder authority is full. system.
. When roll trim is applied, the roll damper restxmds
4. Slar Rerraction--Gear (up. yaw damper switch -
and moves the horizontal stahilizcrs. If the trim
DAMPER, Conrrol System Switch-NORM.
command switch is held seveml srconds, it will SLL~U.-
a. Stability augmentation intuts (yaw channel) race the roll damper. When roll trim is then driven in
are hrcral acceteral~ion and w~ashed our yaw the opposite direction, hy either of rhe stick trim
r-ate signals. swirches or by depressing takeoff trim, rhe stabilizers
b. AYC signals are switched ou[ when slat exten- may take several seconds co begin co resl~ond. This
sion is less than 70 percent. delay is normal, and represents the time required fo
c. Rudder authority becomes limited when slat bring the trim input below the roll damper satura-
extension is less than 2 percent. fion limits.
1-67
__...- _.- .,._.,,- ,_.- -.,.~ -_-..-. _-- _-- . - ,-- .._ I.- ,..,..
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
Control Sticks.
l-68
T.O. 1 F-l 1 l(B)A-1 Section I
Description 8 Operation
l-69
Section I T.O. lF-I 1 I(BjA-1
Description 8 Operation
Left S.,,,iAnw28II
(Typical)
12 ,_
- :
Figure l-25.
DAMPER position, and are lever-kwked in the OFF aircraft must hc flown manually CO hold the terrain
position. The switch lever of the pitch autopilot/damp- clearance selected by the TFR terrain clearance knob.
er switch is enlarged so that it can he readily identified In this switch configuration, the reference not engaged
hy feel. The yaw damper switch (2, figure I-26) is a caution lamp (ATF not engaged lamp after T.O. lF-
two-position switch marked DAMPER and OFF. It is 1 I I (Bi!Ii) will remain on. When the switch is I
Icver-locked in the OFF position and is spring-loaded placed to the AUTO TF position and either TFR
to the DAMPER position. Placing any of the switches channel mode selector knob is in the TF position,
to DAMPER turns the respective damper on. The pitch climb/dive signals from the TFR set will control the
and roll channels come on with the auromatic gain at pitch d;~mper and the series trim actuator. With the
a low value and then hegin setting the correct gain for switch in AUIO TF the reference not engaged cau-
that flight condition. Placing either the pitch or roll tion lamp (ATF not engaged lamp after T.O. IF-
switch to AUlOPlLOT will engage autopilot attitude I I I (BJA-5%) will go out if the auto TF mode is en- I
stahilizatiun. Placing a switch to OFF disengages the gaged. When AUTO TF is selected, at least one TFR
damper system of the respecrive channel and ci~uscs the channel must lx in the TF mode or the TF fly-up off
respecrive damper caution lamp to light. lhee switch- caution Iamp and the reference not engaged caution
es are also used to engage the autopilot. (Refer CO lamp (AIF not engaged lamp after T.O. IF-Ill (B
Autopilot System, this section.) 593) will be lighted. lbr additional information on I
the auto TF switch, refer to lerrain Following Ra-
IRT, this seclion.
Auto Terrain Following Switch.
lhe auto terrain following (auto TF) switch (3, figure Damper Reset Button.
1-261, located on the autopilot/damper panel, is a
tuvposition lever-lock switch marked AUTO TF and The damper reset button (2, figure 1.25). located on
OFF. lhe switch is locked in the OFF position and the left sidewall, is lalxled DAMPER RESET. When
rnusf lx pulled out fo move from OFI: to AUTO TF. rhc button is depressed, the pitch, roll, and yaw damp
When the auto IF switch is in the OFF position, the cr caution lamps and their respective channel caution
l-70
T.O. 1 F-l 11 WA-1 Section I
Description A Operation
(Typical) 1,-.__
ate automatically provided:
tuatot moves to the full authority
The yaw variable feel ac-
position, the TFR
signals are locked our, the pitch 3nd r,,ll computer
gains are locked, and the pitch series trim acwatw is
locked at its present position. If weight is not on the
gear, AYC is activated. When the slats are retracted,
the following inflight (clean configuration) functions
are provided: the pitch damper can respond to TFR
signals (if Present). the Pitch and roll gains are auto-
matically determined by the flight control computers
11sflight conditions change, the pitch series trim actua-
tor is unlocked and operates in rbe null nwdc, and the
yaw wriablc feel actuzt~r mows tu the limited au-
thority position. A warning system is provided to
indicate that the control system is not in the takeoff
and landing configuration whills airborne when the
landing gear handle is in the DN position. In this
I. Pifch and Roll Autopilot/Damper Switcher. event, both the pitch gain changer and roll gain
2. Yaw Damper Switch.
3. A",? Terrain Following hikh. changer lamps will light. Extension of the slats, ot
4. Consfont Track/Heading NW Mode placing the control system switch to T.O. & LAND
will place the control system in the takeoff and land
5. Altifude Hold/Moth Hold Selector Switch. configuration. I~he lamps will go out unless a maI-.
function is lxesent or unless the flight control discon..
nect switch is in OVRD. Failurr: of the two lamps to
go wt is causers hy the override action of the flight
control disconnect switch on the adverse yaw cornpen-
Figure I-26.
sation and pedal shaker systems. Use of the control
system switrh in this case will not cause the lamps to
lamps on the main caution lamp panel will go out. go out even though all other switching has taken
Also the dampers and their respective electronic: chan- place.
nels will be simultaneously reset to accept inputs for
logic voting. If a malfunction is present at the time
the reset butron is released, the appropriate caution
lamps will light. The hutton may also be used to reset
rhe pitch and roll gain changer lamps.
Attempting abrupt rolling maneuvers or bank
Rudder Authority Switch. angles in excess of 60 degrees with the flight
control system in the takeoff and land con-
The rudder authority switch (18, figure l-251, lofated figuration can result in loss of control of the
on the left sidewall, has positions marked FULL
aircraft.
and AUTO. With the rudder authority switch in the
AU7.0 position, full rudder authority of 10 #degrees
either side of center is available when the control sys- Flight Control Disconnect Switch.
tem switch is in the T.O. 8: LAND position or NORM
lx,sition :and the slats are extended. With the switch The flight control diswnnect switch (13, figure 1-251,
in AIJTO and the control system switch in NORM located on the left sidewall, has two positions marked
with the slats retracted, only limited rudder ;authority NORM and OVRD (override). A red plastic guard
is available. When the rudder authority switch is in covers the switch in the NOKM position to prevent in-
the FULL position, full rudder authority is available advertent actuation. Placing the switch to OVRD re-
regardless of the slat position. moves the following:
l-71
Section I 7.0. IF-1 1 l(B)A-1
Description & Operation
Figure l-27.
When the damper servo, rate gyw channel B and chan- Control Surface Position Indicator.
nel C buttons, and flight control test master switch are
depressed and held, the electrical power to valve No. lhe control surface position indicator (18, figure I-h),
1 on each damper servo is interrupted. Electrical com- located on the left main instrument panel, is composed
mand signals from each computer, cause each damper of three separate sets of indicators which provide ind-
servo to vote hydraulically. lhis causes the pitch, roll, cations of the positions of the spoilers, rudder. and
and yaw damper and channel caution lamp:; (6) to
light. horizontal tails (horizontal stabilizers). The position of
the spoilers is indicated on four flip-flop type indi-
cators, two for the left and two for the right spoilers.
Rate Gyro Test Buttons.~
When the spoilers are retracted the letters DN cap-
Ihe rate gyro test huttoas (CHAN A, CHAN B, and pear in each indicator. As the spoilers extend, the indi-
CHAN C) (14, figure 1.27) are located on the ground caters become blank. Rudder position is provided Ih)
check panel. When two ot more of the buttons are de- a pointer on a scale, 30 degrees (L) left or (R) right of
pressed in conjunction with the flight control ma~tet zero. The scale is graduated in 5 degree increments.
test button, the respective rate gyros arc torqued, re- lhe posirion of the horinntal stabilizer is indicated
sulting in a predetermined displacement of the primary hy two pointers, marked L and R. The indicator scale
flight control surfaces. Dcepressing the CHAN A hut- is 30 degrees up and 20 degrees down and is gtxdu~tcd
ton clauses the A gyros to he torqued in the pitch, in 2 degree increments. An index mzrk mounted on the
roll, and yaw channels. Depressing the CHAN B and
axis of the left pointer pnwidcs indic;ttions of left ot
CHAN C buttons causes their respective gyros to be
right wing down (LWD or RWD) against a sc~~lc
torqued. When a single GHAN hutton and the master
test button is depressed, all three CHANNEL lamps mounted on the axis of the right pointer. In this tman-
will light. The control surface motion, if any. will be net asymmetric sttthilizer position indic:ltions ill*0
less than 2 degrees. provide left or right wing down indications.
l-73
Section I T.O. 1 F-l 11 @)A-1
AUTOPILOT SYSTEM.
Note
The autopilot system and the siynels which are sup- AUTOPILOT MODES.
plied to the autopilot arc essentially non-redundant.
The pirch ;luropilot modes are attitude stabilization,
Howexr, the CADC has ::I farlurc indication cnpabil-
math hold, and altitude hold. The roll autopilot
ity which will light the C;\DS lamp should a mal-
modus are attitude stahiliration, consraor track and
function occur in the CADC. In like manner, the heading navigation. After T.O. IF-I I I (B591. at-
bomb nav sysrem has a failure malfuncrinn detection titude srahilization includes magneric heading hold.
sy~stcm which will light the primary attitude and Incompatible autopilot mode selection is prevcnred
primary hading caution lamps when certain failures by Circuit interlocks. Pitch attitude stabilization is in
CcLtr. effecr when the pitch autopilot is engaged unless
either the math or altitude suhmode is selected. Atti.
tude stabilization will hold the aircraft on the ref-
erence pitch attitude. When the roll autopilot is en-
CAUTION gaged, roll attitude is in effect. However, after T.O.
iIIz3
lF-I ll(B)A-593, magnetic heading is also held when
en~ag:emenr is nrar wings level.
. The roll autopilot authority may be ins&i-
cirnt co hold the wings level with large
Mach Hold Mode.
asymmerric wing loading.
The roach hold mode maintains constnnt math. In
. Caution should be exercised io using the
this mode, math is controlled by aircraft pitch atti-
autopilot when a non.rcsettahle yaw channel
tude through opuation of the horizontal stahilircr
caution lamp is lighted since power may he surfaces. Upon engagement of this mode, a roach ref-
lost to the pitch and/or roll autopilot cir- erence is set up io the CADC. Any deviation of marh
cuits. from this reference results in an error signal from the 1
. Caution should he exercised in operating Ihe CADC. If math increases above the reference, the
resulting math error signal will command a nose up
auropilot if malfunctions exist affecting Ithe
attitude through the pitch damper and pitch series
arritude information on the ADI or altitude
trim, causing the aircraft to return to the referenced
or alritudc rate information displayed on nnch number. An opposire command is used for a
the AVVI or, after T.O. IF-I I I(B593, decrease in math
AFRS magnetic heading.
Altitude Hold Mode.
Normally the autopilot receives attitude information
Ihe altitude hold mode automatically maintains con-
from the homh nav system. However, in the event of stant p&sure altitude. Upon engagement of this
a bumh nilv system malfuncrion. or when rhe instru- mode, an altitude reference is established in the
ment select switch is placed to ACIX. the attitude CAIK. Any deviation in aircraft altitude results in
reference so~rrce is switched to the AFRS. Attitude an ;tlritude error from the CADC. If the aircraft alti-
signals from either system are used as references by tude increases ;ihove the reference, the resulting alti-
the l,irch imd/or roll damper systems to hold the air- tude error signal will command a nose down attitude
craft at rhe reference attitude existing at the rime of through the pitch damper and pitch series trim until
aunlpilor engzagement. When the autopilot is of the desired altitude is obtained. An opposite command
being used, rhe pirch and roll attitude signals are is given for a decrease in altitude.
conrinuourly synchronized in the Hight control com-
Constant Track Mode.
purer so that at the time of engagement of pitch or
r<lll attitude stabilization. the respective synchronized lhc constant track mode maintains the aircraft on a
signal is xro. If for some reason this signal is not constanr ground track. When this mode is engaged,
xx;, at the time attitude stahilizarion is selecj:ed, the the existing ground track is sensed in the homh nav
mode will not engage. Also, if the attitude limits are system and is set up as a mode reference. Any devia-
exccuded. the mode will oat engage. The nominal ric,n from this reference by the aircraft results in an
artirude IillliIS are 30 degrees in pitch and 60 err<,r signal being sent from the bomb nav system to
degrees in roll. Should rht.se limits he exceeded in one the roll com,xwr. lhe roll computer, in turn, rods
a command ro the roll damper, correcting the dcvia-
or both ch;mnels, attitude rt:tbiliz;ttinn will not engage
tion.
in char channel until its ;~Itritude angle is reduced. In
;xddirion, the roll channel umrwt he coga& if the
Heading Navigation Mode.
yaw d;unper is OFI:. lhe flight control disconnect
switch must lx in NORM to achieve proper ailtopilot When operating in the heading navigation mode, the
cycrarion in either the pitch or roll autopilot modes. autopilot receives signals from the bomb nav system
l-75
Section I T.O. lF-111 (B)A-1
Description & Operation
to steer in accordance with rhe meting mode set by switches are in the AUTOPILOT position, attitude
rhe instrument system coupler (1%) mode sclwtor stabilization is engaged and the aircraft will maintain
knob. These modes are CRS SBL NAV. BOMB/NAV, constanr attitude. When chc switches are moved fo
CRS LINE. amI MAN CRS. 7bis steering signal is DAMPER or OFF, all orher mode switches will mow
utilized by ttx roll damper system m steer rhc aircr;lft. to OFF and rhe aircrxft will then revert co pilot-con-
The heading navigation position should not he used trolled flight. The pitch auropilor/damper swirch will
if the IS(Z mode selector knob is in a position orher rrfurn to DAMPER when the auto TF switch is posi-
than rtwse ahove. tioned ro AUTO IF. After T.O. IF-11 I (B593,
when ;rirborne, (be ;,utopitor/dnnlper swiwhes will
Control Stick Steering. renxn (0 the DAIMPER position when the slats are
extended or rhe flight control smirch is placed CO
When any auropilot mode is engaged, including Ibasic T.O. & LAND. For additional information on these I
attitude stabilization. autopilot operation can be dis- switches, as related w control of the roll and pitch
cngagrd hy use of control stick steering. Prior to I.O. dl;untxrs, refer to Flighr Conrrot System. this section.
IF-t 1 I (B)A-503, control stick steering is iacrivared in
the pitch channel by applying n force greater than
Constant Track/Heading Nav Mode
1.7 pounds in :t forward or afr direction to rhu control Selector Switch.
stick. After I.0 I I:-1 1 I (H)A-503, pitch control stick
steering is activated by depressing the ;~uropilor rc- The ~~nsmnt trnck/he;ding nav mode srtector switch
lezse/pitch control stick steering lever to the first de- (.i, figure I-26). locilfed on the ;lotopilot/lamper panel.
tent. Control stick steering is activated in rhe roll is ;l three-position switch marked CONST TRACK.
chsnnel by q,ptying II force of I.3 pounds I;,rcralty IO OFF, and HDG NAV. The switch is solenoid held 1~1,
the conrrol stick. Terminarion of control stick swering 2X wtr dc power fo CONSI TRACK or HUG NAi
is accomplished by rhc reverse action LISC~ IO engage and is spring-loaded to OFF. The swirch wilt mx latch 1
it. When control stick steering is activarcd, Ihe pitm in rhe CONSI TRACK or HDG NAV positions nn-
can manually maneuver the ;aircraft as desired. When less the roll ;~ut~)t~il,~t/d;~rnper switch is in the AUTO-
cor~trol stick sreering is wrminated, the autopilot wilt PILOI tnsirion. If, while operating in CONST
re-engage provided the atrirude limits are nor ex- TRACK or lII)G NAV position, 2X volt dc power IO
ceeded. Prior to 7.0. IF-t 1 I (H)A-593, atritude stahili- the holding solenoid is lost, the switch will rccurn to
zation only will he engaged when control stick steer- the OFF position. No caution lamp will light for this I
ing is terminared; submodes must be rc-engaged if malfuncrion. When the switch is posirioncd CO OFF,
previously selected. After l.O. IF-1 I I (U593, rhe the constant track/heading nav opcr:~tion will be dis-
selected modes w~ill be auromarically re-engaged. crn~tinuud. I
l-76
T.O. 1 F-l 11 ~I~I~~
IEIA-1 Section I
Description & Operation
reference engage huttorts must he momentarily de- I. The autopilot/damper switches ate in the AUTO-
pressed before the mode will engage. Either button PILOT position and control stick steering is being
may be used to engage the autopilot. used.
2. Any autopilot mode (altitude hold, math hold,
Constant Track Release Button. constant track, or heading nav) is selected, and the
reference engage button has not been depressed.
After T.O. IF-1 1 I (B5)3, a constant track release
(CTK) button (2, figure I-2.f). marked CTR, is located
on each control stick grip. When the constant track Note
submode is selected, the ground track reference can The use of control stick steering in the axis
be changed (less than :( 2) degrees) by depressing of the autopilot mode that has been engaged
the CTR button on either control stick and manually will result in the mode being disengaged. The
flying to establish the desired track. lamp will light and remain on until the ref-
erence engage button is depressed again.
Autopilot Release Lever.
3. Either IFR channel mode selector knob is in the
1 Prior to 1.0. IF-Ill (B593, the autopilot release
TF position and the auto TF switch is OFF.
lever (5, figure l-24, loczred at the base of the stick
grip, permits either crew member to disengage certain 4. The auto 1F switch is in AUTO TF and neither
functions of the autopilot without removing his hand TFR channel mode selector knob is in the TF po-
from rhc stick. De~ressin,g the lever will return the sition.
autlilot/dnmpet switches to DAMPER. Thi:< disen- 5. The flight control disconnect switch is placed to
gages all autopilot functions and pl;~es the :lircrafr the OVKD (override) position.
under pilot control. When the aircraft is bein, flown The letters KEF NOT ENGAGED ate visible in the
on TFR. the ll:R commands can be interrupted by face of the lamp when lighted.
depressing and holding the autopilot release lever.
?~hc commands will reappear when the lever is te-
ATF Not Engaged Caution Lamp.
leased unless a mode other than TF is selected.
After T.O. IF-I ll(B)A-513, the ATF not engaged cau-
Autopilot Release/Pitch Control Stick tion lamp (8, figure I-61, located on the left main
Steering Lever. instrument panel, will light under the following coo-
ditioos:
After 1.0. I F-l I I (B)A-503. the autopilot release/
pitch control stick steering lever (5, figure I-24), lo- I.Either IFR channel mode selector knoh is in the
TF position and the auto TF switch is OFF.
cared at the base of the stick grip, permits either crew
member to disengage all functions of the autopilot by 2. The auto 11; switch is in AUTO TF and neither
depressing the lever full travel to the second detent TFR channel mode selector knob is in the TF
without removing his hand from the stick. Second de- position.
tent activation returns tbc: autopilot/damper switches 3. The flight control disconnect switch is placed t:o
to DAMPER and the autopilot submode switches to the OVRD (override) position.
off. The lint detent pxitioo of the lever allows pitch
lhc letters ATF NOT ENGAGED ate visible in the
conttol stick steering (PCS) with the pitch ,attitude
face of the lamp when lighted.
stabilization mode engaged and also with math hold
ot altitude hold submodes engaged without disengage-
ment of any autopilot switches. Reeogagemenl: of the AUTOPILOT PRINCIPLES OF OPERATION.
wlected pitch modes is accomplished immediately (PRIOR TO T.O. 1 F-l 11 (WA-593)
upcm telmse of the lever ,,t,t of the first dctenr. When
The autopilot modes ate selected by positioning the
the aircraft is being flown on IFR. the TFK corn-
respective mode switch on rbc autopilot/d;tlnper
mands can be interrupted by depressing the lever to
panel. The mode switches ate magnetically held to
and holding it in the first detent. The commands will
the selected mode position and may hc turned off by
reappear when the lever is released out of the first
mnnuallp repositioning the switches to OFF or by
detent.
momentarily depressing the autopilot release lever on
either control stick. If a mode other than basic atti-
Reference Not Engaged Caution Lamp. tude st;tbiIix;~tion is selected. the reference cnp:qe
button on either control stick must be momentarii)
1 Prior to l.O. IF-Ill(B)593. the reference not cn- depressed to engage the selecrud mode(s). The ref-
gaged caution lamp (8, hgote l-6), located on the left erence not engaged caution lamp will light y\.hu11c1wt
main instrument panel, wlill light under the following a selected ;turopilot mode is not controlling. Whrn
conditions: the toll autopilot is engaged and the toll atritudc is
l-77
Section I T.O. IF-1 1 l(B)A-1
Description & Operation
less than 3.5 ( 2) degrees, the aircraft will roll to exceeds ~ 30 degrees. A new pitch attitude reference
wings level; if the roll angle is greater than 1.5 may be established by using control srick steering.
( * ?I degrees the aircraft will maintain the roll zntti- The mode may he disengaged in the same manner as
tude cxistinp at the time of engagement. During auto- roll autopilot.
pilot operation on the AFRS attitude source, the
AFRS gravitational erection system may slowly roll Altitude Hold Characteristics.
the ;xircraft; therefore, either constant track or hc:u-
ill6 nav submode must he engaged to maintain rhc If the altitude hold mode is engaged while at a stahi-
aircraft in a wings level attitude. Also, to insure a lizcd altitude. the flight control system will hold the
reduction in AFRS gyro roll erection, bank angles of reference altitude within ~60 feet llnless engine
at least IO degrees should be used when turning. If power is changed, rhe wings arc swept, or the speed I
the constant tmck mode is selected, the roll damper brake is used. The alritudc hold mode can he engaged
will control the aircraft according to the new rcfer- up to 2000 fpm rate of climb or dive. The autopilot
ence. Howcwr. when the conxnnt track mode is dis- will case rhc aircraft to appear to stabilize at an alti-
continued, the autopilot will revert hack to ;artirude tude slightly ahovc or Ibelow the reference altitude.
srabilizarion and will maintain the attitude rhnt The aircraft will then slowly return to within ~1+60
existed at the time of disengagement. For cxamplc, if feet of the reference. Changes in engine power, wing
the roll auropilot is engaged with the aircraft in a sweep. or speed brake operation while this mode is I
twenty-degree hank, this hank angle will he helct. If engaged will initially cause an altitude stnnd<>ff. fol-
the umstanc track mode is then engaged, the aircraft lowed hy a slow return toward the altitude reference.
will respond by returning to the reference pround
track. If the constant track mode is subscqucntly dis- Mach Hold Characteristics.
conrinued, the anwpilot will revert hack to attitude
If the math hold mode is engaged while at R srabi-
stahilizarion.
lizcd flight condition, rhe flight control system will
hold the reference math number within ~~.~O.Ol math
Roll Submodes. under stabilized flight conditions. Changes in engine
If a suhmode of the roll autopilot is desired, it may power or aircraft configuration will initially cause a I
corresponding chxngc in math number, followed by a
he selected by positioning the roll autopilot/damper
slow return toward the reference math number.
switch co AUTOPILOT and by positioning the con-
stant track/heading nav mode selector switch to ei-
ther position. If CONST TRACK is selccred, the nir-
craft should be flown until the desired ground track pii-,..,.,
is reached, and then engaged by depressing the rcf-
crence engage button on either control stick. If HDG
NAV is selected, delxess the reference engage button
. Pitch autopilot operation must not be at-
on either control stick, and the aircraft will fly the
tempted while the slats are extended or if
compotcd course to destination. When stabilized, the
the flight control system switch is in T.O. &
;auwpilot will hold the aircraft course witbin I c!e-
LAND. lo do so will result in improper op-
pee of the steering error command received from the
eration and may cause abrupt transients when
bomb n:~v system. When the instrument system cou-
the autopilot is disengaged.
pier mode scI~1ctor knob is in the CKS SEL NAV.
ROMH/~NAV, CRS LINE or MAN CRS position, 0 Do not use the z~utopilot in the math or alti-
proper steering signals are ilvailid~lc for autopilot 01. tude hold mode during operation in the rran-
cntcion. I) elvessing rhc autopilot release lever on sonic flight region between 0.90 and 1.10
either conrrol stick will return the constant track/ math. Attempts to do so may result in rapid
heading nav selector switch IO OFF and the roll ;xot~- pitch inputs.
Ipilr>t/damper switch to DAMPEK.
Heading Navigation Mode Characteristics. The control stick will be centered and the pitch func-
tions of the stick trim button will be inoperative when
When rhe heading navigation or constant track mode pitch ;lutopilot/damper switch is placed to ALJTOPI-
is engaged, hank angle oscillations and heading over- LOT.
shoots may occur. When engaging with a large head-
ing error, rhc Ibank an,+ may exceed 45 dcgrecs. AUTOPILOT PRINCIPLES OF OPERATION.
(AFTER T.O. 1 F-l 11 (a)A-593)
Pitch Stabilization.
Pitch Autopilot Operation.
Pitch autopilot (altitude hold) may he engaged by
placing the pitch autopilot/damper switch to AIJTO- The pitch autopilot utilizes the pitch damper and the
PILOT The mode will not engage if pitch attitude pitch scrics trim system to control attitude, altitude
i -78
T.O. 1 F-l 11 (WA-1 Section I
Description 8 Operation
( 4hCi feet), or math number ( 0.01 mach). Input position, the yaw damper switch is placed to DAMP-
signals to the pitch autopilot are attitude from either ER, roll attitude is greater than 7 (-t2) degrees, and
the bomb oav set or from the AFKS and/or ;aItitude there is no lateral force on the control stick, the roll
and math number reference from the CADC. When autopilot will hold the existing roll attitude. For the
the pitch autopilot/damper switch is placed to AUTO- same conditions except for the roll attitude being less
PILOT, the aircraft will capture the pitch attitude than 7 (i:2) degrees, the aircraft will capture the mag
mixing a( the time of engagement if the attzirude is netic heading existing at the rime of engagement.
within iV30 degrees. When either the math hold or
altitude hold mode is selected. the existing math or Roll Attitude/Constant Heading Operation. Bank
altitude reference will he captured. During alH pitch angles less than 7( r 2) degrees--The autopilot system
autopilot modes roll attitude is sensed so that addi- will maintain wings level nod fly the magnetic head.
tional up elevator will he supplied to compen:tate for ing as directed hy rhe AFRS. Roll control stick steer-
loss of lift during turns. Pitch control stick steering is ing (lateral stick force) may be used to establish a
available through use of I,he first detent on the auto- new heading. Bank angles greater than 7(i 2) degrees
pilot release/pitch control stick steering lever. When -The autopilot system will maintain the hank angle
this lever is depressed and held, the existing reference established if less than 60 degrees.
(attitude, altitude or math oumher) is disengaged and
the pilot can manually fly the aircraft. When the new
Constant Track Operation. The autopilot system
utitude, altitude or math number is reached, the pilot
will capture and maintain the ground track reference
releases the autopilot rel~ease/damper lever and the
existing in the bomb nav system at rhe time the con-
sutopilor will capture the reference selected. The pitch
stant track/heading nav selector switch is placed to
mtopilot/damper switch ,will drop to DAMPltR and
CONST TRACK.
the altitude hold/math hold selector switch to the
DFF position when the second detent of the autopilot
release/pitch control stick steering lever is used, when Note
:he flight control system is in the T.O. & LAND mode,
or when the AUlO TF mode is selected (pitch only). 0 To initiate small changes in the established
ground track without banking to more then
7 (_t2) degrees, the cons~ilnt track release
(CTK) butron on the control stick grip may
be depressed and held until the aircraft is
manually maneuvered to the new gronnd
track and then released.
0 Do not use the autopilot in the math or alti- 0 To initiate large changes in the ground track
tude hold mode dorin,g operation in the rran- reference, any one of three methods may be
sonic flight region between 0.90 and I.10 USed:
math. Attempts ro do so may result in rapid
pitch inputs. I. Roll control stick steering may be used to
bank more than 7 (i2) degrees and the
0 Application of stick force in pitch while the aircraft manually maneuvered to the new
autopilot is engaged without using the crm- ground track reference. A new ground
trol srick steering (first detent) position of track reference will be established when
the autopilot release/pitch control stick steer- the stick is centered for bank angles great-
ing lever will ciiwu improPer system opera- er than 7 (i-2) degrees or when the bank
tion. The aircraft will appear unresponsive ;mgle decreases through 7 (~22) degrees, if
to pilot inputs. Autopilot disengagement the stick is not centered.
while holding stick ~force will cause a dis-
engage transient. 2. Position the constant track heading mav
mode selector switch to OFF. Establish a
desired bank angle of less than 60 de-
?oll Autopilot Operation. grees. Position the consfant track/head-
ing OBV mode selector switch to CONST
Ihe roll autopilot utilizes rhe roll damper to control
TRACK when the desired ground track is
the aircraft attitude, heading, track or route to desti- reached.
lation. Input signals are :i,ttitude from the bomb nav
.et or AFKS, magnetic heading from the AFKS di- 3. Depress the CTR button and hold. Man-
.ucti~mal gyro, and constant track or steering informa- ually maneuver the aircraft to the desired
ion from the navigation r,ysrem. When the roll auto- ground track, center the stick and release
pilor/d;rmper switch is placed to the AUTOPILOT the CTK button.
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
Heading Navigation Operation. The heading navi- utilized for attitude information place the switch
gation mode is selected when the constant track/ to AUX.
heding nav mode selector switch is placed to HDG 5. Roll and pitch autopilot/damper switches--AUTO-
NAV and the roll ;ultopilot/damper switch is in PILOT.
ALiTOPILOl. The aurrrpilot will then control the The control stick will be centered and the pitch
aircraft to fly the computed course to destination. functions of the stick trim button will be inop
When stabilized, the autopilot will bold the ;Grcr;ift erative when pitch autopilot/damper switch is
unarse within 1 degree of the steering error corn- placed to AUTOPILOT.
mmd received from the bomb nav system. When the
6. Rufcrcnce not cngnged caution lamp-Out. (Prior
instrument system coupler mode selector knob is in
to I.O. IF-lll(B,A-593) I
the CRS SEL NAV, BOMB/NAV, CRS LINII or MAN
Check thzt the reference not engaged caution
CRS position, proper steering signals are available for
lamp goes out with no force applied to the con-
autopilor oper;ttion. lhe mode can be werridcn by
trol stick.
using roll control stick steering (RCSS) to manually
maneuver the zaircraft. Depressing the autopilot re- 7. Engage either constant track or heading nav sub-
lexse/pitcb control stick steering lever on either con- mode, if required. (Prior to T.O. IF-1 I I (BJA-593) 1
trol stick grip to the second detent will return the
constant track/heading nil\ mode selector switch to
Note
OFF and the roll autopilot/damper switch to the
DAMPER position. Prior to T.O. IF-Ill(B593, if the AFRS 1
is being utilized for attitude signals, a head-
1 AUTOPILOT PROCEDURES. ing sub-mode must he engaged to maintain
the aircraft in a wings level attitude.
Engaging the Autopilot.
Note
.i.
5.
6.
7.
8.
).
10
II,
I?.
13.
I-i.
Ii.
ICI.
17.
iIlzx.l
CAUTION
T.O. lF-11 l(B)A-1 Section I
Description & Operation
AUXILIARY FLIGHT REFERENCE SYSTEM The AFRS operates on I15 volt ac power from the ac
essential bus and 28 volt dc power from the dc essen-
(AFRS).
tial hus.
lhe auxiliary flight reference system (AFRS) provides
standby or backup attitude and directional informa- FLIGHT INSTRUMENT REFERENCE SELECT SWITCH.
tion. The system consists of a directional and vertical The flight instrument reference select switch (I, figure
gyro platform, cmpss control panel, remote com- I-GO), located on the miscellaneous switch panel, has
pass transrniwx (flux valve), and a control amplifier. mw positions marked PRI and AUX. Placing the
Changes in aircraft attitude are detected by the verti- switch IO the PKI (primary) position supplies pitch,
cal gyro and electrically transmitted to the standby roll and heading information from the bomb nav sys-
:artitude indicator at all times and fo the attitude direc- tern to the following subsystems. as applicable.
tor indicator (ADI) whenever the flight instrument
reference select switch is in the AUX position or in I, Autopilot
event of malfunction of the bomb nav system. The 2. Arritude Director indicator
directional gyro and compass transmitter provide head- 3. Horizontal Situation Indicator
ing information ro the hearing-distance-heading indi- .<. Flight Director Computer
~acor (BDHI) at all times ;md to the ADI and horizon-
5. Terrain Following Radar
tal situation indicator ~HSII whenever the flight in-
scrument reference selecr switch is in the AUX. posi- 6. Optical Display Sight
rirm, in event of malfunction of the bomb nav system 7. Attack Radar
or when the insmoment syzjtem coupler mode selector X. Doppler Radar
knob is in the TACAN or TKR RV positiota The 9. Astro Tracker
vertical gyro is unlimited in roll hut is limited to
~~ 82 degrees in pitch. Ihe directional gyro I.S at& Placing the switch to the AUX (auxiliary) position
rude stabilized by the vertical gyro. The AFRS corn- supplies pitch, roll and heading information from the
pass provides three modes of operation: SLAVED, AFRS (auxiliary flight reference system) to all the
DG (directional gyro), and COlMP (compass:. The above subsystems.
SLAVED mode provides gyro stabilized megneric head-
ing from the remote compass tmnsmicter. This mode is Note
designed for use at latitudes up to 70 degrees. At higher If there is a difference betw&n primary and
latitudes the horizontal component of the earths mag- auxiliary headings, verify DCC magnetic var-
ncltic licld hccomcs too weak to provide reliable head- iation. If the magnetic variation is incorrect,
ing information am1 the DG mode should lx used. the primary heading displayed to the pilot is
In the DC; mode the remote compass transmitter is dis- in error. If the magnetic variation is correct,
connected from the system and the directional gyro the auxiliary heading is in error. When the
operates as it free gyro to provide directional ref- auxiliary heading is in error and it is selected,
ercmcc. Free gyro drift of the directional gyro will not the TACAN magnetic bearing on the HSI/
exceed i I degree per ho~ir. In the DG mode, appar- BDHI is correct but the relative bearing is in
enr drift of the directional gyro doe to earths roration
error. With an auxiliary heading error when
is corrected. rhe COMP mode provides magnetic: head-
primarv heading is selected, the TACAN
ing rlireccly frr,m the remote compass transmitter with- magne;ic bearing and the relative hearing are
out gyro crahilizrric~n. Thi!; mode of operation should incorrect. The CDI, bank steering bar, and
only he used when the AFRS gyros are suslxcted to be autopilot steering corrections are usuelly val-
onreliabl~. AFRS attitude unreliable and gyl:o fast id with primary magnetic heading error on
erection is indicated by the auxiliary attitude (AITX the AD1 and HSI.
AT) caution lamp, the OFF flag on the standby atti-
tude indicator, and the OFF Rag on thu AD1 if it is
receiving attitude information from the AFRS. After AUXILIARY FLIGHT REFERENCE SYSTEM
T.O. lF-Ill (B637, the attitude caution lamp will POWER SWITCH.
light when the auxiliary attitude caution lamp lights.
I The auxiliary flight reference system power switch (9,
figure l-27), located on the ground check panel, has
pi&z-l positions GYROS and OFF. Placing the switch to
GYROS supplies power to the AFRS, the BDHI, and
the standby attitude indicator. Placing the switch fo
Momentary power inrerruptions. such as else- OFF de-cncrgizes these components.
trical bus transfer, may cause the AFRS gyro
to revert w automatic fast erection. If &is AFRS GYRO FAST ERECT BUTTON.
occurs, gyro fast erection will he indicatrd
as descrihcd above for the duration of the The auxiliary flight reference system gyro fast erect
tw.,.minute fast erection cycle. button (6, figure l-60), located on the miscellaneous
l-83
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
Compass Control
Panel
I. Synchronization Indicafor.
2. Hemirphere Selecfot SWikh.
3. Latitude Correction Knob.
4. Compor. Mode Selector Knob,
5. Heoding Se, Knob.
Note
Note
__._s__l-..~. .,.-.
1.0. 1 F-l 11 (B)A-1 Section I
Description 8 Operation
300 + 17 + 16 + 18 + 16 + I9 + 16 + 20 + 15 + 19 + 1~1
-:I5 -16 -I4 --I6 -13 -I6 -12 - 17 - 13 -21
- 118 - 21 - 17 - 22 - 16 - 23 - 22
25 33 23 + 28 + 25 + 26 + 2.1
500 -,- 31
:21 + + + Note 4
- 27 - 19 - 29 - 24 - 27 - 26 - 29
600 + 34 + 21 Note 4 + 28 it 25 + 26 + 23 + 26 + 2,2
-- 18 - 31 - 24 -- 28 - 26 - 29 -26 - 30
I L I . I 1
NOTES: 1. Enter tables at primary instrument readings to obrain upper and lower limits on differences.
2. Suhrracr primary reading from standby reading to obtain difference (may he negative).
3. Do not interpolate acrossheavy lines.
4. Check not recommended at this condition.
5. Difference limits include indicator and CADC tolerances, and standby instrument position error.
6. Primary and standby altimeter set to 29.92 for the checks.
*Prior to T.O. lF-111 (B)A-554
**After T.O. IF-1 I l(l31A-554
Figure l-30.
l-89
Section I T.O. lF-1 ll(B)A-1
STANDBY INSTRUMENTS.
Airspeed Indicator.
Altimeter.
T.O. 1 F-l 11 (E)A-1 Section I
Description & Operation
Figure l-31.
l-91
features to check reliahiliry and isolate malfuncrions. airspeed math indicator. In Aight, the angle-of-attack
The AM1 and AVVI receive power from the left main prohe generates an indicated angle-of-attack signal
ac bus. The HSI receives 1 I.5.volt x from the ac esscn- which is sent to the CADC :xnd corrected to true angle-
tial hus through the ISC. The ocher componenr,; of the of-attack. This correction is necessary since the indi-
system operate on 115 volt and 26 volt ilC ,W! from cated angle-of-attack contains position errors due to
the essential xc bus ;and 2X volt dc power from rhe cs- aircraft configuration as well as speed. The position
senrial dc hos. error correction made in the CADC is accomplished as
a function of mnch number only, even though the ac-
Airspeed Mach Indicator. tual position error is also a funcrion of Aap and stat
configuration. Since flap and slat information is not
The airspeed math indicator (AMI) (figure l-32) pro- supplied to the CADC, the correction cam is mecha-
vides remote reading vertical presentations of true nized such that between math 0.45 and 0.30 the posi-
wing angle of attack, 6 acceleration, math airspeed tion error correction is changed linearly from the Haps
and maximum safe math on vertical moving scales. and slats retracted value IO the Rp and slnt exrended
Readour wirrdows below each moving scale presenr vduc. Between these two math numbers the AxIs and
digital values for g acc-eleration, math, and airspeed. slats would he extended and the takeoff and landing
Slewing switches for setting reference math and air- configuration fully srlecred hy 0.3 math. If the aircraft
speed markers are located on the bottom of the indi- is decelerated below ma& O.-i5 without extending the
cator. The slaving switches (54 and 52, figuns l-32), flaps and slats or accelerated past 0.3 with the flaps
provide it manual means of setting commancl math, and slats extended. the position trror correction applied
and command airspeed mzukers. The value se!: is dis- by the CADC wilt he in error and the angleof-attack
played in the command readout window ahow the indicator will no longer read rhe true aircraft anglc-
respective slaving switch. The command airspeed of-attack. For the Asps and slats retracted case, the
slaving switch has a side detent position. This allows angle of atrack indictor will read lower than trwz angle
the command airspeed readout window to display a of nttack below math 0.15. The error will increase
ronrinuous digital airspeed in knots. When in the de. linearly from 0 error of much O,,.li (approximately 300
tent position rhe command teature is lost, as tlx com- KIAS at S.L.) to 1.7 degrees at 0.30 (approximarely 200
mand marker remains at the fixed index line. The com- KIAS at S.L.). Below math 0.3 the error remains con-
nrand math stewing switch does not have a derent po- stant at 1.7 degrees. For the Haps and slats extended
sition. Signals for operation of the various scales are case, the angle-of-attack indicator will read higher than
provided from the central air dam computer, maxi- true an&of-attack above math 0.30. The error will
mum salt math ~~sscml,l~. :.md remote accelerometer. In increase linearly from 0 error at math 0.30 to 1.7 de-
rhe event of power failure, OFF warning flags will ap- grecs ar math 0.45. Above math 0.15. the error re-
pear across rhe math number and airspeed scales. The mains constant at 1.7 degrees. Since rhe angle-of-attack
(OFF) airspeed uwning fl:lg will appear in the event of indexers are commanded hy the snmc sign;11 from the
a malfuncriotl or failure in the airspeed section of the CAVC as the indicator, the on-speed lamp will he lighr-
AM1 or CAIZ. The circuit hrcakcr for the airspeed ed when the ra,x rends 10 degrees even though the frue
math indicator is Iocnted cm the left main ac bus. Pres- angle-of-attack mny not he 10 degrees. Anti-icing is
mmtions rm the face of the indicator are from left to provided to the angle-of-atcxck probe. The heating ele-
right. ments receive power from the main ac bus and arc con-
trolled by the pitot/prohe heat switch and the squat
switch on the main gear.
NOW
62 -27
61
-28
60 -29
59 -30
58
57
-31
56 55 54 i3 52 -42
I. Angle of Attack Indicofor. -43
2. Acceleromefer.
3. Mach Indica,or.
-44
4. Airspeed Indicator.
5, Turn und Slip Indicator. -45
6. Bank Stole.
7. Attitude Warning Flag.
8. Glide Slope Warning Flog.
9. Glide Slope Indicator.
10, Glide Slope Deviation Scale,
I I. Pitch Reference Scale.
12. Courre Worriing Flag.
13. Bank Pointer. 50 48 41
14. Bank Steering Bar. HSI
15. Attitude Sphere.
16. Heading Reference Stole.
17. Horizon Bar. 32.
is. PilCh steering hr. 33.
19. Miniature Aircraft. 34.
20. Pitch Trim Index. 35.
21. Pitch Trim Knob. 36.
22. Vertical Velocity indicator. 3:.
23. Vertical Veldy Index. 38.
24. Vernier Altimeter. 39.
25. Coarre eltimeler. 40.
26. Grorr Alfimeler. 41.
27. Fixed Index Line.
Angle of Attack Indexer. An angle of attack indexer to the amount the slaving switch is displaced from
(5, figure l-6 and 17, figure 1.311 is located on either its normal center position. The maximum allowable
side of the glare shield. Each indexer cons&s of 3 math is indicated by a diagonally striped maximum al-
lamps arranged vertically. The low speed symbol, the lowable math marker which norm;~lly rests at the
top V-shaped red lamp, lights when the angle of attack bottom of the mech scale. When maximum allowablr:
exceeds 10.5 degrees. The on speed symbol, the center speed is approwhed, the marker will climb toward the
donut-shaped green lamp, lights between 11.0 a~nd 9.0 lired index line. The maximum allowable math
degrees. The high speed symbol, the bottom inverted marker will show on the scale depending on the air..
V-shaped amber lamp, wilt light when the angle of craft wing sweep position, pressure altitude, and true
attack is less than 9.5 degrees. The indexer lamps func- temperature. lhe maximum allowahte mech market
tion only when the landing gear is in the down posi- is operated hy an electrical signal from the maximum
tion. A dimming rheostat, located on the side of the safe math assembly (MSMA).
indexer, controls the intensity of the lamps which
Airspeed Indicator. The airspeed scale on the right
receive 28 vdc power from the main dc bus. On aircraft
column of the airspeed-macb indicator indicates air-
modified by T.O. IF-Ill-891 the angle-of-attack in. speed on a mob ing scale read against a fixed index.
dexer lamps receive power from the 28 vdc essential The scale is calibrated in 10 knot increments and dis-
bus.
plays numer;~Is ;tt each 20 knot intervals from 100 to
Accelerometer. The accelerometer, located adjacent to 200 knots and each 50 knot interval from 200 through
the angle of attack indicator, provides normal g 1000 knots. At speeds below 50 knots, the scale wilt
(load factor) information. The g forces being sus- continue to read 50. The airspeed scale is operated by
tained by the aircraft are continuously shown by the electrical signals from the CADC. If there is a detected
acceleration scale read against a fixed index lint. The instrument f;tilure or airspeed signal failure within
tape scale is graduated from minus 4 to plus IO g. the CADC. the IAS monitoring flag marked OFF will
The presentation on the digital readout is from 0.0 to appear across the airspeed scale. A command airspeed
9.0 g. During negative acceleration a shuwcr will marker and command airspeed readout window be-
appear across the acceleration readout window. The low the scale indicates selected command airspeed.
accelerometer and readout window are actuated by Command xirspeed setting is controlled by the com-
electrical signals from the remote accelerometer. mand airspeed slaving switch under the command
;Grspeed readout window. When selecting a command
airspeed, stewing speed is proportional to the amount
Note the slewing switch is displaced up or down from the
center position. Once the comoxmd airspeed is set into
During abrupt pitching maneuvers, the g the commaod airspeed readout window, the command
build-up may exceed the 2 g per second airspeed marker remains at the top or bottom of the
maximum speed of the accelerometer tape. If display column until the selected command airspeed
this occurs, the accelerometer indicator re:ad- comes into view on the moving scale, at which time
ings wilt be less than actual aircraft accetera- it will synchronize and move with the reading on the
tion levels. scale. lhis will be the same reading as shown in tbe
readout window.
Mach Indicator. The math scale in the center of the
airspeed-math indicator indicates true math number, Note
which is shown on a moving scale and is read against
If the slewing switch is moved to the detented
the lixed index. The scale is calibrated in hundredths
position on the right, the command airspeed
and show,s numbers in the tenths from Cl..4 through 3.5.
marker will align with the fixed index and
At slweds below math 0.4, the scale will continue to
continuous digital presentation of the air-
read 0.4. The moving sc;du is operated by electrical sw~;jo;~ll then be displayed in the readour
signals from the CADC. A command math marker and
command math readout window indicate manually se-
tectcd command math. The command math marker
remains at the top or bottom of the display column Altitude-Vertical Velocity Indicator.
until the selected command math comes into view on
the math scale, at which time it will synchrorlizc and lhe altitude-vertical velocity indicator (AVVI) (figure
move with the scale. lhe elected true mnch is oumcr- l-32) provides remote reading presenrations of attitude
ically displayed in the command math readout ,window and vertical vekxity on vertical moving scales. Read-
at all times. Command math setting is controlled man- out windows across the bottom of the indicator present
ually by the command math slewing switch uoder the digital readout of barometric pressure and command
command math readout window. When selecting a altitude. A barometric pressure set knob and command
command math number, stewing speed is proportional altitude slaving switch arc also located on the bottom
Section I 7.0. IF-I,I(B)A-I
l.O. 1 F-l 11 (WA-1 Section I
Description 8 Operation
Llse be;xing-distnnce-
heading indicator.
__..- - .~-
Use ADI bank steering bar.
_____ ____-
Use HSI.
- __-
l-97
section I T.O. 1 F-l 11 @)A-1
Note
Instrument System Coupler Mode Selector Knob. then initiated, the fly-up command will be terminated
and the warning lamp will go out when the aircraft is
The instrument system coupler mode selector knob above the altitude set on rhe radar altimeter. lhe pitch
(12. figure I-h), locared on the instrument system cou- steering bar commands will bc regained once the glide
pler conrrol panel, has eleven positions. Ten positions slope indicator is reccntercd or by placing the pitch
of the knob are activated and nre marked OFF. ILS, steering mode switch ro ALT REEFwhen level off al-
AILA, TACAN, CRS SEL NAV, BOMB/NAV. CRS rim& is reached. In the event en ILS approach or
LINE, MAN CRS, MAN tiDG, and 7~KK RV. An AILA is begun from above iOO0 feet ;~bsolute alti-
uomxrked position is provi&d for rhc installation of tude the radar xltirude low warn+ lamp will light
nen- equipment. The knob must be depressedto change and the pitch sreering bars on rhe AD1 ;md ODS
positions. For instrument system coupler modes versus will momentarily indicate a fly-up wrnmand when rhc
ADI and HSI indications refer to figures I-34 and I-35. aircraft descends through iOOO feet. In this case the
For ADI and HSI steering indication limits wfer to fly-up command can he terminated and the lamp will
figure I-16. The knob positions provide the following go our by taking the above action.
functions:
The AILA (airborne instrument low approach)
In the OFF position, the steering bars and OFF flags position provides rhe capbility of making instrument
are biased out-of-view on the AD1 and ODS leaving letdawns and approaches to runways not equipped
attirude and heading displays for use during GCA and with ground based lerdowo systems. The bomb/nav
other similar type operations. sysrcm in conjunction with the attack radar is used to
correct the present position longitude and latitude and
lhe KS (instrument landing system) position pro- will furnish simulated localizer and glide slopu infor-
vides the capztbility of Ilying ILS approaches I:O run- nution to provide the same indications on the ADl,
ways equipped w,ith localirer and glide slope tr:rnsmir-
ODS, and HSI ns when using the 1LS position.
ters. Localizer steering commands are displayed by the
bank steering bars on the a.ttitude indicator (ADI) and
ODS and course deviation information is diziplaycd Note
on the course deviation :indicator of the horizontal
sirution indicator (HSI). Pitch steering commands During AJLA approaches, when the bomb
w+ll he dirpleyed on the pitch steering bus on the AD1 nav system is furnishing simulated localizer,
and ODS if the pitch steering mode switch is in the the pitch steering bar will be srowed if the
ALT REF position. When the glide slope bex~~ is in- deviation from the simulated locnlizer exceeds
tercepted the pitch streriog mode switch, if cm, will 2: 2.5 degrees or if glide slope deviation ex-
return co OFF and glide slope steering commimds will weds i 0.9 degrees (2 dot glideslope devia-
then Ibe displayed on the pitch steering bars on the tion equals 0.7 degrees).
AD1 and 01X and glide slope deviation will be dis-
played r,n the ADI glide skqx deviation indicator and
on the left deviation indicator on the ODS. The IACAN (tactical air navigation) position pro-
vides the cqxlhiliry of making instrument approaches
and flying zt selected course to or from R TACAN sta-
Note tion. The course arrow and the course selector window
are set to the desired course to be flown using the
9 Once the glide slope is intercepted, a glide course set knob. Course steering commands are dis-
slope deviation of more than two dots as played on rhe hank steering bars on the ADI and ODS
measured on the glide slofx deviation scale and course deviation information is displayed on the
will CRUX the pitch !,tecring bar on the ADI course deviation indicator and hearing pointer on
and ODS to drive out of view and remain the HSI. Distance from the TACAN station is dis-
out of view until th? aircraft is repositioned played in the range indicator window on the HSI. The
hack on rhc glide slope. beariog pointer will indicate the magnetic bearing to
. Also at glide slope intercept the bank steering the station.
bar reference is switched from normal (25
deg:ree,l to approzlch reference (15 dcgrccs). Note
Refer t<, figure l-36.
The flight director computer is limited to a
40 degree hank angle.
With rhe radar alrimetcr operaring and set for a min-
imum ;rlritude penetrarion, rhc pitch steering bars on
the ADI and ODS will indicate a fly-up command and The CRS SEL NAV (course select navigation) posi-
rhe rad:~r altitude low warning lamp will light when tion provides the capability of approaching a selected
the aircrafr penerrata the set altitude. If a pull-up is desrinarion along a selected course other than the most
l-99
.:---- .___
,,,.,,_,l_l._. .~ ~.
Section I 1.0. lF-I 1 l(WA-1
Description & Operation
Mag hdg from B/N or mag hdg from AFRS if pri hdg caution lamp is lighted, or mode selector
knob is in TACAN or TKR RV.
-0.1r of View-
Out of Our of
view view
Our of view when lateral steering
I:; valid fr B/N
--Our of View-
TF or ALT REF
Note 1: ALT REF is useable prior to intercepting G/S. When G/S is intercepted the ALT REF is auto-
matically disengaged by the FDC in ILS or B/N in AILA mode.
Vote 2: TF or ALT REF is automatically disengaged by the pull up signal from the bomb navigation set
when in LADD weapon delivery mode, and a command pull up is displayed on the AD1 and
ODS.
Figure l-34.
l-100
1.0. 1 F-l I 1 (WA-1 Section I
Description & Operation
Not Used f ser Idg Used f Used f ser Not Not Used
Used approach crs in set desired us Used Used to set
Nor IJsed
in set window TACAN des crs
crs
Used to Nor
-Not Used- set Used
desired
mag hdg
Heading fr B/N sys when sel, or mag hdg fr the AFRS when pri hdg caution light is lighted or
AUX is sel, except TACAN or TKR RV modes which uses AFRS mag hdg only. (Note 1)
Not Used-
Lateral dev fr B/N
Center
Note 1: Primary mag heading ,display will be true heading plus or minus mag variation.
Figure l-35.
l-101
Section I T.O. 1 F-l 11 (B)A-I
Description 8 Operation
2 Dot Displ NW
Not Not Not
of (HSI) CRS 2.5. 2.5;: 2.5 2.5 10~ 10 10: 100 100
IJsed Used Used
DEV IND Bomb
2.5*
5.oot
*
2 Dot Displ
of AD1 G/S
1 DEV IND
AD1 Bank
Steering
Pointer Roll
Limit
AD1 Pitch
Steering
Not Used 200
Pointer Pitch
Limit
Specified limits are established by the flight director computer and the applicable sub-system supplying the signals
and are not affected by the ODS.
*Prior to T.O. IF-Ill(B *
iAfter T.O. IF-Ill(B
Figure I-36.
direct roufe. This provides the capability of avoiding on the hank steering bars on the AD1 and ODS and
weather, obstacles, and enemy areas. To commence the course deviation is displayed on the course deviation
course select navigation procedure, depress the desrina- indicator on the HSI. The course sef knob and the
tion selected sequence point pushburton, select CRS heading set knob are inoperative in the BOMB/NAV
SEL NAV on the instrument system coupler and set mode. The course arrow and course selector window
the selected course in the HSI course selector window. display current magnetic ground track from the bomb
This establishes a course signal ro the bomb nav sys- nav system.
tem where a course error signal is developed. When
the selected course is set in the HSI, a right or left The CRS LINE (course line steering) position pro-
steering signal is generated for the AD1 and ODS bank vides steering commands to steer the aircraft along the
steering bars. This signal depends on (I) aircraft posi- computed great circle course herween the pasr desrina-
tion in rclarion to selected course, and (2) aircraft tion and the current destination. If the aircraft deviates
ground track in relation co the ground track required from this computed great circle course, this mode will
to make good on approach flight path,. The HSI course provide steering commands to return to course by the
deviation bar will he displaced two dots until within shortest route.
10 degrees of the selected course. To intercept the se-
lected course ar a predetermined position it is necessary The MAN CRS (manual course) position provides
to maintain the bank steering bars centered. When the the capability of flying a manually selected course in-
aircraft is on the selected course rhe heading marker stead of a bomb nav system computed course. This
and course arrowhead will he aligned t drift correc- position can be utilized to fly a constant course while
tion. taking a fix, changing destination, or working a navi-
gation problem. The desired course is set in the course
The BOMB/NAV (bombing navigation) position
selector window of the HSI. The selected course is
provides steering information from the bomb nav
compared with actual course by the bomb oav system,
system to steer the aircraft fo a weapon release point
or to a selected destination depending on a position and an error signal is provided to display course steer-
of the bomb nav function select knob. When the bomb ing commands on the bank steering bars on the AD1
nav function select knob is in the BOMB RADAR or and ODS and course deviation information on the
NAV positions course steering commands are displayed course deviation indicator on the HSL
I-102 Change 1
T.O. lF-11 I (B1 Section I
Note
Note
pnmmnaniratinne
. ,...,, Y.,.Wl..W..
and
I.._
Avinnirc
n-.--.-w-
Fardnmnnt
-w#L.r..-w...
INTERPHONE AN/A%25
IDENTIFICA-
AN/ARN-52
tam-e informaton m TACAN
Glide Slope
25 NM
4
RADAR Provides precise altitude Left O-5000 feei
ALTIMETER measurements from 0 fO
I
5noo feet
- -- -
IERRAIN / Provides all weather, low Left Line-of-Sight
FOLLOWING 1 i altitude terrain following, up to I5 miles
RADAR 1 obstacle avoidance and blind
/ letdowcr capability
...+~~- ,,,..--~ ---..-~ .~-
BOMBING- MARK 1 B
NAVIGATION
iYSTEM
i
l-104
1.0. IF-1 111RIA-1 section I
Description 8 Operation
Figure l-38.
The squelch switch (3. figure l-38), located on the UHF The UHF radio frequency indicator window (5, figure
radio control panel, is a two-position switch marked l-38). located on the UHF radio control panel, indi-
DISABLE and NORMAL. The switch is provided so cates the frequency selected for transmission or re-
that the squelch can be selected for compatibility with ceiving. The window has five digits, which are set by
the strength of the signal h&g received. Placing the frequency selector knobs below the window.
switch to DISABLE turns off the squelch. Placing the
switch to NORMAL turns the squelch on. HF RADIO (AN/ARC-123).
HF Radio Note
Note
Note
INTERPHONE (AN/AlC-25).
l-108 Change 1
1.0. lF-I 1 I (B)A-I Section I
Description 8 Operation
phone volume of the other stations and reduces the I-BAND RADAR TRANSPONDER
operators side tone level, allowing the call signal to (AN/APX-78).
override the other stations reception. The call signal
will override the reception at the other station regard- The I-band radar transponder enables ground and
less of the position of the communications monitor airborne I-band radar systems to identify and deter-
knob or transmitter selector knobs at either station. mine the range and bearing of the aircraft. The equip-
ment consists of a radar transponder control panel, a
Transmitter Selector Knob. radar transponder, a heat exchanger, and an I-band
horizontally polarized antenna. The equipment does
Two seven-positon transmitter selector knobs (3, fig not perform interrogation hot only transmits replies
ure I-40). located on each communications panel, to selected interrogations. When interrogated by I-
are provided to select either UHF or HF radiso. The band pulses of the proper spacing, the radar trans-
knobs are marked INT, UHF 1, UHF 2, and HF. Three ponder component transmits high level replies in the
spare positions are unmarked. In either the HF or same frequency hand. The I-band transponder is ca-
UHF positions only the radio transmitter selected will pable of replying to single or several spacings of
be keyed when the microphone switch is moved to double pulse interrogations, depending on the setting
the TRANS position. In addition. the UHF I, IJHF 2, of the DECODE mode switch. The characteristics of
or HF position will allow continuous monitoring of the I-hand transponder reply will be a single pulse ot
the respective receiver (UHF 1, UHF 2, or HF) :regard- double pulse with several selections of spacing depend-
less of the position of the communications monitor ing on the setting of the ENCODE mode switch.
knob. Regardless of the position of the trzmsmiffcr
selector switch, the interphone may be used hy moving ENCODE MODE SELECTOR KNOB.
the microphone switch on the throttle to rhe INPH
position. The six position encode mode selector knob (1. figure
I-41), located on the radar transponder control panel,
Microphone Switch. is marked 1 through 6. In position 1 the transponder
will reply with a single pulse. In position 2 through
A three position pivot type microphone switch. marked 6 the transponder will reply with a pulse pair of the
TRANS and INPH with an unmarked OFF position, selected spacing when properly interrogated. The pulse
is located on each right throttle (5, figure l-5). The spacing of the pulse pairs is as follows:
switch is spring loaded to the center OFF position.
When the trnnsmirter selector switch is in the INT
Encode Switch Position Pulse spacing
position, moving the switch to either position allows
interphone use. 2 4 NM
3 6 NM
Transmit Foot Switch.
4 8 NM
A foot switch located by the right crew members left
5 IO NM
foot is marked TRANSMIT. The switch is spring
loaded to the off position and when depressed allows 6 I2 NM
transmission without having to change the position of
the transmitter selector knob.
POWER SELECTOR KNOB.
Interphone Foot Switch The three position power selector knob (2, figure I-
41). located on the radar transponder control panel is
A foot switch located by the right crew members right marked OFF, STBY and OPR. When the knob is
foot is marked INTERPHONE. The switch is spring rotated to the OFF position the system is deenergized.
loaded to the off position and when depressed allows When the knob is rotated to the STBY position power
interphone use. is supplied and the receiver is operational, hut replies
are inhihited. When the knob is rotated to OPR the
Exterior Interphone Stations. system is operetional and will respond to a proper
interrogation. The I-hand transponder will be oper-
Exterior interphone stations in the nose wheel well atiooal within one minute after being changed from
and the main landing gear wheel well have it volume the OFF to OPK position and will meet all perforo-
control knob, a call pushbutton, and a receptacle for ante requirements within five minutes.
ground cord plug in. The call pushbutton and volume
control knob function the same as those controls on
the interphone control panel. Aircraft @A ) aml those DECODE MODE SELECTOR KNOB.
modified by TO. lF-111-677 have an additional ex-
terior interphone station iastalled in the ground power The eleven position decode mode selector knob (3,
rWeptZlClt2. figure l-41), located ,,o the radar transponder control
l-109
-
section I T.O. If-1 1 l(B)A-1
Description 8 Operation
TACAN
Control ;;e
:$@
Panel
1 2
l-110
1.0. 1 F-l I 1 MA-1 Section I
Description & Operation
6. Instrument system coupler mcde selector knob - ILS FREQUENCY SELECTOR KNOB.
TA(:AN.
The frequency selector knoh (2, figure l-43), located on
7. Horizontal situation indicator (HS1) coucsc selec-
the ILS control puxl, allows individual selection of 20
tor window--Set.
ILS channels r;wping in localizer frequencies from
Set the desired TACAN course in the HSI course lO8.I to I lI.9 megahertz in 0.2 megahertz increments.
lelector window. There is a detent position of the knob for each channel.
l-111
Section I T.O. 1 F-l 1 I (@)A-1
Description 8 Operation
well as co I/P and emergenc:y replies, are shown on the range recognirion and reply occurs. Transmitted pow-
ground station equipment. The system will go IO code er from the IFF system is the same for both the LOW
7700 in mode 3/A when operating in the emergency and NORM positions. The knob must he pulled out-
mode. In the case of the more complicated SIF codes, ward to position it to EMER. When the knob is posi-
ground stations will use a plan position indicator (PPI) tioned to EMER, an emergency-indicating pulse group
and letter symbol indicator to decode and indicate sup is transmitted each time a mode I, 2, or 3/A inrerro-
plementary information, such as specific identification garion is recognized.
and location, and flight o,r aircraft condition:;. The
mode C provides altitude information from the CADC
IDENTIFICATION-OF-POSITION SWITCH.
to rhe ground in 100 foot increments. An optional low
sensitivity setting provision restricts sensitivity so that The idmtificarion-of-position (I/P) switch (6, figure I-
replies are made only ro local interrogations. Electrical 40, located on the IFF control panel, is used to con-
power is supplied to the IFF system from the I 15 volt trol transmission of I/P pulse groups. The switch has
ac essential bus and the 28 volt dc essential bus. three positions marked MIC. OUT, and IDENT. When
the switch is momentarily held in rhe spring loaded
IDENT position. rhe I/P timer is energized for 15-30
IFF MASTER CONTROL KNOB. seconds. If a mode I, 2, or 3/A interrogation is recog-
nized within this 15.30 second period, I/P replies will
The five-position IFF master control knob (4, figure he made. When the switch is placed in the MIC psi.
l-44) is located on the IFF control panel. The knob tion, the I/P pulse group will he transmitted in reply
positions are marked OFF, STBY, LOW, NORM and to n mode 1 or i/A interrogation as long as a micro-,
EMER. The OFF position removes power from the set phone switch is held to the TRANS position and for
and also zero&s mode 4 code settings. When posi- 15.30 seconds after the microphone switch is released.
tioned to STBY, the equipment is rumed oo and The transmitter selector knob, ar the crew station k-
warmed up hut will not transmit. When positioned to ing used, must be in rhe UHF position to allow traos-
LOW, only local (strong) interrogations are recog mission of l/P groups with the microphone switch.
nized and answered. When positioned to NORM, full When the microphone sw,itch is open, transmission of
the I/P pulse groups will be withheld. Placing the
sa,itch to the OUT position Prevents transmission of
I/P groups.
Figure I-45. The mode 4 monitor control switch (IO, figure I--Cf),
located on the IFF control panel, has three positions
marked AIJDIO, OUT, and LIGHT. In the AUDIO po-
RAD TEST/MONITOR SWITCH. sition, monitoring of mode 4 interrogations and replies
is lxovidcd hy an audio tone on the interphone and by
The three position rad test/monitor switch (5, figure illumination of the reply lamp on the IFF control pan-
l-441, located on the IFF control panel, is used for el. The audio tone is controlled by the UHF-2 mixer
control of the radiation-test and monitor provisions. switch on each communications panel. Placing the
The switch has three positions marked RAD TEST, switch to LIGHT switches out the audio tone and pro-
OUI and MON. The switch is spring-loaded from the vides monitoring only by the reply lamp. In the OUT
KAD TEST to the OUT position. The MON position position, both the audio tone and the reply lamp are
sod in-flight test capability is inoperative at this time. inoperative.
When the switch is placed to OUT, the radiation test
and monitor circuits are inoperative. The RAD TEST REPLY LAMP.
position is used for preflight check of the equipment,
Ihe reply lamp (2, figure I-4-0, located on the IFF con-
trol panel, lights to indicate mode 4 replies. This lamp
is operative only when the mode ,f monitor switch is in
CODE SELECTOR WHEELS. AUDIO or LIGHT.
Iwo sets of thumb actuated code selector wheels (8, IFF CAUTION LAMP.
figure 1441, located on the IPF control panel, ate pro-
vided to set mode I and mode 1/A codes. The set of The Il:F Caution lamp is located on the main caution
wheels labeled mode I consists of two wheels which lamp panel (figure l-29). The Iamp will light when-
allow selection of 32 differcot codes. The set of wheels ever an inoperative mode 4 capability is detected, pro-
labeled mode 3/A consists of four wheels which pro- vided the mode 4 computer is installed in the aircraft
vide the capability of setring 4096 codes. Code digits on and the master control knob is not in the OFF pm;-
each wheel are read in windows recessed in the face of tion. Specific discrepancies monitored by the IFF cau-
the panel. tion lamp are:
l-l 14
Bomb Nav-Subsystem Tie-Ins
lNERTlALGROUNOSPEE0
AIR/GROUND RANG
OIGPLAY DEPRESSION
RADAR ALTITUDE
I
PlTCH A ROLL
&
I ' STAR ALTlTUOE A RELATIVE BEARING
I .
I
m
17 16 15 14 13 12 11
24 25 26
Cation is computed from its azimurh and elevation of functioning as an attitude reference and can be used
angles and hcighl above terrain. Positioning the fo supply roll and pitch IO the flight reference system
fix mode selector knob to OFF will sfore the co- iaf this time. The final atignmenr phase is signified by
ordinates of the cursor position. the Ilashing of the align lamp. Alrernatc mcrhodsof
8. HOMliK IRACK-The cursors are initially posi- ground alignmen of the inertial system are (1) ztign-
tioned using rhe HOMER StiT position. When the merit to stored heading, (2) alignment of stored mag
fir mode selector knob is rotated fo the HOMER netic variation. and (3) alignment by two-axis trim
TRACK posirion, the circular cursor is rcptaced procedures. The alignmcnr fu stored heading is a rapid
hy il bearing line cursor on the RHAW scope. Fur- atignmenr of the homh nav sysrem utilizing informa-
ther tracking control handle correcrions along this tion stored in the INS computer from previous opera-
hearing line will refine the locations of the station tion. This mode is ac~urafe only when a gyrocompass
in range. Positioning the fix mode selecror knob m alignment and less than 10 minutes of navigation were
OFF will sww the coordinates of the cursor posi- accomplished prior fo sysrem turn on, and the aircraft
tion. has not hccn moved since previous sysrem urn off.
Alignment to stored m;rgnctic variation is a rapid
9. ASIRO-Enahtcs rhe ;,srrocomPass. ,WO-scar Pres-
ent position correction fixtaking mode. Assuming atignmcnt of the bomb ml\- system utilizing informa-
the asrrocompass is already locked on and tracking tion scored in the INS comtx~wr from prwious opcr;u
n star, engagemenr of this mode causes rhe axro- lion. This mode aswmes that the system ww gyrw
compass to hrcak lock ilmt search for the next sri,r ctlmpass maligned. was in rhc navigation mode for less
within the held of view, in the compuwr table. than 30 minutes, prescnr position has not chxnged six:-
When track on the second scar is achieved. the DCC niticanrly (600 feet), that magnetic wriarion hxs rc-
utilizes rhe azimuth and elwarion data from borh mained cssenti;dly consmnl, znd rhill aircraft heading
stars co refine prescnr position. After processing has nof changed by more rhzn 2.5 degrees. lhoc rc.
these data, this procedure is continuously repcawd quiremmrs allow the aircraft III he moved pr~~vided the
using subsequent stars. lhc knob musr bc lulled aircrilft is returned to at~txoximatcly co same hcading
auf to mm co or from the ASTRO position. and magnetic wriation has mx been changed. Two axis
trim provides the capability for trimming both the
north and aw uncomt~ensated gyro drift races during
INS Ground Align Knob. a ground alignment mode. This alignment consists of
wo gyrrxompass alignments during which the plar-
The six position INS ground align knob (.i,i, figure
form azimuth is stewed 90 degrees under DCC control.
l-481, located on the CCU is labeled GND ALIGN. An oppwrunity fu enter the nwigarion mode with
The knob is used to select the desired INS alignment gyrocon~pass accuracy exists during the 20 seconds of
or calibration mode and to apply power to the INS.
flashing align lamp indicarion after completion of the
The knob is inactive unless the function select knob
first gyroconrpms. If the n;lvigarion mode is nor con-
is in a position other than OFF. The knob must be man&d during this LO second interval the DCC will
pulled out fo turn fo or from the INS OFF, TRIM cause the align lamp co CLRSCflashing and will stew rhe
and CAL positions. The normal method of ground stahtc element 90 dcgrues. Subsequcnr fo this slaving a
alignment is by gyrocompassing. lhis method requires second gyrocon~px!~ nlignmcnt is initiated This aligrl-
adequate time allowances for gyro warm-up end ati-
rnenc is cmptctc when rhc ;align tamp comes un :md
muth alignment by sensing of earth rate. In this mode,
smre flashing. In-ftighr alignment is accomplished !,I
the incrrial platform initially is caged co zero roll and romting rhe INS ground align knoh from OFF w :vnl
pitch for approximately 10 seconds. At the completion
position exccpc IRIM or CAL when the function
of the cage phase, the platform enters a partial align-
select knob is in any position except OFF or GND
ment phase. The align tamp will come on steady 90 ALIGN.
seconds after power has been applied IO the INS. When
coarse level alignment is achieved, the I advisory lamp
will come on and the primary attirude caution Iemp
will go out. At this time the navigation funcrion can
If rhe INS has been ground align4 and is
be entered with degraded accuracy. When it is deter- operating in-flight ;&if is desired IO initiate
mined that the platform level is within prescribed
an in-flighr alignmen, tlw INS ground ntigc
limits, rhe partial align phase is completed ;and a t)ri-
knoh tnlw hc positioned to OFF and hack
mary attitude good signnl is issued. The issuance of
01, as noted ahove.
this signal will cause the primary artitude caution lamp
fo go 13uf if primary reference is selected, and will
cause the inerLi;lt navigation (1) mode indicator tamp When an in-flight alignmen is initialized by the DCC,
to come on. The heading caution lamp will go out the align lamp will come on steady xnd rhc prirnar)
provided the DCC heading good signal has been iswcd. attitude and heading caution lamps will bc on. Vihcn
Ihis indicates co the opcraor that the INS is capable the platfmm has hecn leveled IO w,ithin prescribed
l-120
T.0. 1 F-l 11 (B)A- I Section I
Description 8 Opercltion
Note
Section I T.O. 1 F-l 11 (WA-1
Description 8 Operation
Section I 1.0. 1 F-l 11 (B)A-1
Note
Airspeed Display.
The miles-ro-destination/time-co-go display (6, figure The star altitude error/actual time of fall display (18,
l-481, located on the NDU is marked MI TO DEST/ figure I-481, located on the NDU is marked STAR
ALT ERROR and ATF. A lam~p is mounted adjacent
TIME TO GO. A lamp is mounted adjacent to each
ro each function and when lighted indicates that
function, and when lighted, indicates that parameter pznmxter is being displayed. In the NAV mode, the
is being displayed. In the NAV mode, the display display displays starf altitude error, in arc-minutes. The
displays distance ro destioation in nautical miles. In alpha-numeric lamp displays either an A (Away) or T
the RADAR BOMB modes, it displays time-to-go fo (toward). lo the RADAR or VISUAL BOMB modes,
weapon release in seconds. In VISUAL BOMB, the ir displays the acrual time of fall in seconds.
display will be blanked until either weapon release has
been depressed, at which time it will display the time Heading Difference/Trail Display.
remaining until actual weapoo release.
The heading difference/trail display (7, figure l-481,
located on the NDU is marked HDG DIFF and
Wind Displays. T-RAIL. An indicator lamp is mounted adjacent fo
each function, and when lighted indicates that param-
lhe two wind displays t 19, figure 1-48). located on the eter is heing displayed. In the NAV mode, ir displays
NDU, are labeled WIND FROM/KNOTS and con- rhe heading difference, in arc-minutes. The first alpha-
tinuously display rhe computed value of wind direcrion numeric lamp reads either a plus (+) or minus C-1.
and magnitude. The display marked FROM (displays In the RADAR or VlSUAL BOMB modes, it displays
rhe direction from which the wind is blowing, in de- trail IO the nenresf 10 feet.
grees. The display marked KNOTS displays the wind
speed in knots. Time-to-Destination Display.
ARMAMENT SYSTEM.
Nuclear Weapons
1 I.
d-
3--
-
T.O. IF-lllIB)A-I Section I
Description & Operation
iIlrI3
8. Minuler Command Knob.
CAUTION
auxiliary switch in the NORM position, the doors will failure to be in alignment with the aircraft longitu-
automatically open approximately IO seconds from re- dinal and lateral axis by means of the antenna cage
lease or 10,000 feet actual range from target (which- pushbutton; however, the antenna will continue to
ever is sooner), remain open until approximately one sector in azimuth and tilt can be adjusted. For location
second after weapon release and then close. The doors of the antenna, see figure l-55. The MKT operates in
will automatically operate with the weapons bay door the J frequency band of I6 to 16.55 GHZ and has
auxiliary switch in the AUX position, however since the capability of automatic frequency control (AFC-I
the doors take 30 seconds to operate in this configura- and AFC-2) along with manual frequency control
tion, an automatic weapon release cannot be ohtained. (MFC). In the AFC-I position the receiver operates
in the automatic frequency control mode and the
transmitter sweeps through the frequency band with
random reversal. This provides a measure of immunity
to many types of jamming and improves stability
of the scope display. When operating in AFC-2 the
receiver operates in the automatic frequency control
If the position of the bay door control switch mode and the transmitter is manually tuned. In the
is not in agreement with the position of the event of a malfunction of AFC-1 or AFC-2 the MFC
weapons bay doors. the doors may actuate to position is wed. In this position the transmitter oper-
the commanded position when hydraulic and/ ates on mid-band fixed frequency and the receiver is
or electrical powx is applied to the aircraft. manually tunable by adjusting the knob over the MFC
range tracking. Ihe beacon mode of operation enables
Weapons Boy Door Position Indicator. the attack radar to interrogate and receive replies
from J-band transponders. This capability enables
The weapons bay door position indicator. located on long range detection and identification of aircraft for
the stores control panel, is a flip-flop type indicator, rendezvous and in-flight refueling. lhe scope panel
which displays a cross hatched indication for interme- contains the radar scope, recording carnera, and the
diate weapons bay door positions or electrical power necessary operating and tuning controls for the scope
interruptions, or OPEN or CLOSE for those positions. and camera. The recording camera is mounted behind
the radar scope. A small window in the side of the
cathode ray tube allows the camera to take exposures
ATTACK RADAR (AN/APQ-114). of the back of the radar scope. The image on the scope
is reversed by optics so that the film exposure will rep-
The attack radar provides all weather operation for aid resent the scope presentation as seen by the operator.
CO navigation, bombing and air refueling rendezvous A film exposure is taken automatically at weapon re-
capability. See figure 1-53 for attack radar system lease on a signal from the bomb nav system or men-
tie-ins with other weapon system avionic equipment. ually when desired. Automatic scope photography is
The set performs the following functions: provided to take scope pictures at rates of either I
exposure each 10 scans to I exposure each 4 scans de-
* Ground mapping. pending on the function select knob position. A lamp
* Navigation fixtaking. on the radar scope panel will blink each time an ex-
* Air-to-air search and tracking. posure is taken. A film magazine in the face of the
* Air-to-air rendezvous. radar scope panel provides a minimum of 1200 ex-
posurcs of .35 millimeter film. A rcadour window on
The system may be operated in three ground modes, the magazine shows percentage of film remaining.
an air mode and a beacon mode. The beacon mode can The magazine is installed or removed by means of a
be selected in either the air or ground modes, Basic handle recessed in the front of the magazine. Simul-
components of the system consist of an antenna, an timcous film exposure of a clock, data slate and 12 code
antenna roll unit and antenna control, located in the lamps is made with each scope exposure to identify
radome and a modulator-receiver-transmitter (MRT) each frame of the film 11s shown in figure I-i-i. Ihe
and synchronizer, located in the forward electronic clock and slate provide time of exposure and openaxs
bay. Ihe radar scope and the controls, including the name, dare, mission, etc. lhe tracking control handle is
tracking control handle, are located at the right crew used in conjunction with the bomb nilv system to poxi-
station. A recording camera is provided to take radar tion the ximuth and range cursors for fix taking,
scope photographs. The antenna is automatically sta- bombing and iantenna tilt control in the air mode. Self
bilized in pitch and roll by signals from the bomb nav test features incorporated into the system are used for
system. In the event of a homb nav system failure, the preHight amI maintenance malfunction analysis and
antenna is stabilized in roll only by signals from the rrouhleshooting. The system operates on I I5 volt ac
auxiliary flight reference system (AFRS). The antenna pmver from the left main ac bus and 2X volt dc power
can he caged in the event of pitch or roll stahilitation from the main dc bus.
l-130
Section I
1.0. 1 F-l 11 @)A-1
Description 8 Operation
AUXILIARY ROLL
Figure I-53.
Section I T.O. 1 F-l 11 (B)A-1
Description 8 Operation
l-132
T.O. lF-11 l(B)A-1 Section I
Description & Operation
Figure l-55.
of the aircraft and can be positioned :i: 30 degrees in identify the rarpet by reading the reply code. As a
elevation. In narrow scan the antenna scans a.n area transponder target closes range, the transponder reply
10 degrees about the azi.muth cursor. Wide scan is may be used for lock on and uacking by switching
utilized for search and initial tanker position dew&on. to air mode of operation and employing the target
Once the tanker is located, narrow scan can he selected mck procedures.
to automatically track the tanker and provide the pilot
with steering commands for the rendezvous. In order
to track a target, the azimuh cursor must be positioned CONTROLS AND INDICATORS.
to within IO degrees of the target. Actuation of the
scxtor switch on the tracking handle provides the Radar Function Knob.
narrow SCan and automatically activates the aummatic
range search and target ;Icquisition circuitry. In the air The radar function knob (3, figure l-56), located on
mtdc, the IF gain is a f~ve~d value unless the attack ra- the attack radar control panel, has five positions
dnr is in the beacon mode. marked OFF, STBY, ON, XMI,T, and TEST. In the
OFF position the entire system is de-energized. Placing
the knob to STBY supplies power to all system
BEACON MODE. filaments for warm-up and energizes a 40 second
warmup delay and a 5 minute transmitter warmup
The hexon mode of operation enables the attack radar delay. Also the antenna is caged in pitch and stowed
to interrogate and receive replies from J-hand trans- full up in tilt and full left in azimuth. Placing the
ponders. lhe beacon mode of operation can he wlected knob to ON energizes rhe entire system, except for
in both the air-to-ground and air-to-air mode:;. Once the transmirter, after the 40 second warmup delay has
the heacon mode is srlect~ed, all norm;tl targets and expired. The knob must remain in the ON position for
ground clutter will disappear from the radar scope, the 5 minute mandatory warmup period after which
since the transmitter and Ireceiver are tuned to differ- it may he placed to XMIT to place the entire system
ent trequcncics. ?argets, if present will be transponder in operation. The TEST position allows self test of
replies to the radar pulw interrogation. Once a trans- the system for malfunction troubleshooting and ground
ponder reply is noted on the scope, the operator can mainwnantx.
I-133
Section I 1.0. 1 F-l 1 I (WA-1
Description 8 Operation
NOW
NOi=
The tracking control handle (figure l-57) is mounted Attack Radar Range Search (R,) Button.
on a pivot pedestal on the right side of the right
crew station. An enable switch located on the hand!e The red raoge search button (2, ligure l-57), lwned
must be depressed and held to activate the handle. on the top of the cracking control handle is labeled
When operating in the air mode with the range search R* AIR. The butron is used in the air mode of oper-
button depressed, or the ground manual mode, fore or atioo and when depressed causes the radar set IO break
aft displacement of the handle will slew the range lock. With the sector switch (I, t$qtre l-57) in the aft
1-13s
Section I T.O. lF-11 l(B)A-1
Description 8 Operation
position iklc mwnna scan), depressing the range Antenna Tilt Control Knob.
sxrch button permits the range cursor to be slewed
rapidly to any desired position on the sweep (to a The antenna tilt control knob (10, figure I-58), located
maximum range of 124 nautical miles) by moving the on the attack radar scope panel, provides a mean$ of
tracking handle fore or aft. When the hutton is re- manually adjusting antenna tilt position when operat-
Icased, the range cwsor will remain stationary after ing in the ground modes. The knob is labeled AN1
slewing. With the sector switch in the forward position TILI. In the ground manual mode the knob is the
narrow scan), depressing the range search buttoll over- only means of adjusting antenna tilt. In the ground
rides range lock (if estnhlished) and permits the range auto and ground velocity modes antenna tilt is auto-
cursor to he slewed rapidly to any desired position on matically positioned by signals from the bomb nav
the sweep (to ~1 maximum range of I ?i nautical miles) system and the knob is used to refine this position.
by moving the tracking handle fore and aft. When the The knob has a detent corresponding to zero antenna
hutton is rclcased, range searching will resume from tilt position for reference when the radar is operating
the point xc which the range cursor was positioned by in ground menual mode, or operating in ground auto
slewing. or ground velocity mode with the beta switch in the
MAN position. The detent indicates zero tilt correction
when the radar is operating in ground auto ot ground
Attack Radar Sector Switch.
velocity mode with the beta switch in the NORM
The sector switch (I, figure I-571, located on the left position. Rotating rbe knob fully counterclockwise
cop of the tracking. control handle. is labeled SI<CTOR tilts the antenna up to +3ll degrees and rotating the
and is :I two lxrsltlon. thumb actuated, toggle switch. knob fully clockwise tilts the antenna down to -30
lhe switch is used in tither the ground or air modes degrees. However, with the terrain following radar
of operation to change the sector of ;tntenn;~ sweep. (TFR) olxwting, the antcmu can only he physicall)
In the aft position (wide scan) antenna swerp is I .(i adjusted to -~8 degrcus (pitch plus tilt) to prevent
degrees about the longitudin;rl axis ,rf the aircraft. irrwrferencu with the TFK. Antenna position is indi-
In the forward position (n;r~-row scan) antenna sweep cated on the antennil tilt indicator (20, ligutc l-581,
is IO degrees about the :uimuth cursor. In addition, I~x~tcd on rhe ;tttack radar scope panel. Lhc indicator
the forwzlrd pwition caoscs the initiiltioc of itutomatic is grxlw~ted in 5 dcgrw increments from zero to ~1 30
xyuiririon 2nd trxking in rhc air mode. dehws. lhc knob IlilS no control over ilnter,na tilt
~11~~1 operating in the air mode.
Photo Mode Selector Switch.
Attack Radar Scope Intensity Control Knob.
The plroto mode sclectur nvirch (7, tigure 1-5X), lo-
cated on the attack n&r scope panel. is a three posi- The attack radar scope intensity control knob (15, tig
tion switch marked AUTO, MAN (manual) and OFF. ure I-58), located on the ;xtack radar scopu panel, is
The switch is spring loaded from MAN to OFF. A Iabekd CRT IN?. The knob provides an adjustment
film exposure is taken when the switch is held to the of scope baseline intensity from zero to full brightness.
MAN position. With the switch in AUTO, film ex- Io set the CRI intensity properly, operate the radar
posures will he taken :tutornatically at a rate of one with the function selector in the ON losition with the
~>hoto per each 40 :,ntcnn:, scans or one photo lxr II: GAIN and VIDEO controls fully CCW. Advance
cxh four zmtcnna scans when radx bomb mode is the knob clockwise (incrwsing brightness) to a point
selected on the bomb ni,\i control lxmcl. Regardless of where the sxvecp is on the ragged edge hetwcen being
switch position, a film csposurc is taken automntically visihlc imd invisible.
at wmpon release on signal from the homh nav system.
Bezel/Range Marks Intensity Control Knobs.
Intermediate Frequency Gain Knob.
Two coaxial knuhs (1, figure l-58). located on the
The intermediate frequency gain kmrb (21. figure I- attack radar scope panel, provide an adjustment of
%), located on the ;tttack radar scope panel, is labeled hezcl and range marks intensity. Tlw knobs arc labeled
IF GAIN and permits ildjnstment of receiver gain INT. lhc outer knob is marked BEZEL, xnd the inner
when operating in the ground modes. Ihis control de- knob is marked RANGE MK. Turning either k;noh
termines maximum usabl e sensitivity of the recuiver rlockwise increnscs intensity from zero to full bright-
circuits and functions primarily as a hrigbtness (ontrc>l. ncss. The rzngc mark intensity should normally bc
It can best he set without the amsmitter firing (func- xljustcd at :I slightly different level from the r;lnge
tion selector in the ON position), but in order to set c~~rsor intensity co prevent confusion.
IF gain the video gain control must bc ndvanced to
i* position to allow noise video to be painted on the Range and Azimuth Cursor Intensity
scope even though the optimum setting of the video Control Knobs.
gain control must be made with the function selector
knob in XMIT. This control is also operative in air
mode if BCN is selected.
I-136
T.O. IF-I 1 l(8)A-l 5ection I
Description 8 Operation
Figure I-58.
adjustment or range and azimuth cursor intensity. panel. The CKl position is used co make maintenance
The knobs are labeled ind,ividually as RANGE IN? ground confidence checks to the system,
and AZIMUTH INT. Turning either knob clockwise
increeses intensity of the respective cursor from zero Attack Radar Sweep Control Switch.
IO full brightness. Adjustment of the range and azi-
muth cursor intensiry ro the lowest usable value will lhe sweep control switch (23, figure t-581, located oo
allow more precise placemenr of the cursors over the the attack radar scope panel, is a two position switch
rargec. marked SLAN? and NORM. The switch is used in
the ground modes of operation fo provide a map-like
presentation in t,he NORM posit:ion and a linear Pres-
North Orientation Selector Switch. entation in rhe SLANI position. The switch is inop-
erative in the air mode.
The north orientation selector switch (LX, li~urr I-58,
located on the attack radar scope panel, is a two posi-
Attack Radar Beta Switch.
tion switch marked NORTH and NORM. When the
switch is placed IO NORTH position, rot of the radar
lhe beta switch (24, figure t-581, located on the attack
scope is true north oriented. The north scahilized
radar scope panel, is a rwo position switch marked
display is employed only in the ground nuio and
IMAN (manual) ;tnd NORM The switch functions in
ground vctocity modes of operation. Placing the switch
the ground now nod ground velocity modes fo select
10 NORM permits normal scope display presenration.
;lucornetic sighting angle in the NORM position and
manual sighting angle in the MAN position. In rhe
Attack Radar Test Switch. normal position, sighting angle is automatically posi-
tioned hy signals from the bomb nav system and the
Ihe rhree position fesf switch (12, figure 1-5X), located nncenm tilt cot~rrol knob can he used ro refine this
on rtre attack radar scope ,~x,et, is laheted TEST. The pmicion. In the MAN position sighting angle is
switch is marked LAMP, CKT and OFI:. lhe switch a~ljusred with rhe anmona tilt knob. The witch ins
ib spring loaded to OIZF position. The LAMP position inopetcarive in rhe ground manual and air modes of
is used w check all rhe indicator lamps on the scope operation.
l-137
Section I T.O. If-1 I1 (B)A-1
Description 8 Operation
Two coaxial rotary sensitivity time control (STC) The range selector knob (14, figure l-58), located on
knobs (16, figure l-58). located on the attack radar the attack radar scope panel, allows selection of various
scope panel, provide a means of equalizing radar scope display ranges. The knob is marked RANGE
intensity over the entire scope display when operating with 15, 30, 90, IM, and 200 mile positions on an
in the ground modes at low altitude. The outer knob outer sale and miles/diameter with 5, 10, 30, 80, and
labeled AMPL/OFF, has an OFF position at nine 200 mile positions on an inner scale. The inner scale
oclock, and is used to obtain an initial adjustment of is used in the GND MAN, GND AUTO and AIR
display intensity or to turn the STC function OFF in modes to select desired scope range. The inner and
the event of a malfunction in the STC circuit. The STC outer scales are used in conjunction with each other
function is fixed in air mode but must be turned on in the GND VEL mode. The outer scale then deter-
with the outer knob. The inner knob, labeled SLOPE, mines maximum display range and the inner scale
is used to balance the display intensity throughout the determines the diameter of the scope range being
sweep. The STC slope function is inoperative in the displayed about the cursors.
air mode. The STC function is inhibited in beacon
mode. With STC on, an altitude compensation signal
Attack Radar Scope.
is provided to maintain even ground paint as long as
the roe of the antenna beam remains at 80 nautical
The radar scope (3, figure l-58) provides a sector scan
miles. With the toe of the beam at shorter distances,
plan position indicator (PPI) display with a fixed one
the slope and amplitude controls must be adjusted for radius offset sweep in all modes of operation except in
compensation. The amplitude control sets the receiver ground velocity mode. In ground velocity mode the
sensitivity level at zero range and the slope control
sweep is a variable offset with a maximum displace-
adjusts the time required after zero range for the ment of six radii. In normal stabilization the aircraft
receiver to regain full sensitivity. This time would be position on the scope is at the bottom in vertical align-
less if the toe of the beam was on a point 10 miles ment with the center of the scope. In north orientated
ahead of the aircraft than for a condition with the stabilization the top of the scope display will be to-
roe 80 miles ahead. wards true north. The scope is 6 inches in diameter.
The sector displayed is a 90 degree area ahead of the
Video Adjustment Knob. aircraft when in wide scan and a 20 degree area cen-
tered on the azimuth cursor when in narrow scan. An
The video adjustment control knob (22, figure I-58), azimuth bezel (2, figure l-58). around the top of the
located on the attack radar scope panel, provides a scope is graduated in one degree increments with each
means of adjusting the video signal. The knob, labeled 10 degrees marked to show azimuth displacements up
VIDEO, is used to increase the amplitude of the video to 50 degrees either side of the aircraft heading ot
signal supplied to the attack radar scope when it is ground track. When operating in the air mode ot
turned clockwise. The video control determines the when the antenna is caged in ground manual mode,
brightness of target returns as opposed to the CRT zero degrees on the scale represents aircraft heading.
intensity control setting the overall baseline brightness In any of the ground modes the scan is displaced in
of the scope. To set the video control properly, ad- azimuth to compensate for drift, and zero degrees
once the function knob to XMIT and adjust antenna represents ground track. North is vertical on the scope
tilt to see the most retnrns on the scope. Adjust the when north-orientation is selected. In the air to air
video control until the target returns are sharp and tracking mode of operation two arrows in the bottom
bright against the picture background and give an of the bezel indicate target vertical position relative
overall optimum contrast to the picture. Video gain to antenna scan. When both arrows are lighted the
may need to be decreased slightly to prevent blooming target is in the center of the scan. Range and azimuth
of the target on a bomb run as the range decreases and cursors arc displayed on the scope for fixtaking and
the return grows stronger. target tracking. The cursors are positioned with the
tracking control handle. Fixed range markers are pro-
Transmitter Tuning Control Knob. vided for various ranges of operations. For 5, 10, 10,
80, and 200 ranges each range mark represents I,
The transmitter tuning control knob (9, figure 1-5X), 2, 5, 20, and 40 mile range incremeuts respectively,
located on the radar scope panel allows continuous except there are no range marks displayed in ground
tuning of the transmitter over its entire frequency auto or ground velocity modes when in 5 and 10 or
range. The knob, labeled XMTR TUNE may bc used l5/5 and %)/IO range scales, respectively. Scope bril-
when the frequency control knob is in the AK 2 posi- liancy and intensity of the bezel, cursors and range
tion. marks are controlled by knobs on the scope panel.
l-138
1.0. lP-I I I(B1 Section I
Description 8 Operation
CHART PRESENTATIONS.
l-140
1.0. lF-11 l(6)A-l Section I
Description 8 OperatiOn
Figure I-59.
bearing to the destination, target or designation The knob has a marked OFF position. Rotating the
point. In the north-up mode the line represents air- knob clockwise cut of the OFF position provides
craft heading. power to the system and varies rhe intensity of the
display. Clockwise roration increases the intensity and
vice versa.
DATA FRAME PRESENTATION.
The chart/data selector switch (7, figure l-59). located A green manual indicator lamp (16. figure l-59), lo-
on the HSD panel has two positions marked CHART cated on the HSD panel, is provided to indicate that
and DATA. When the switch is positioned to CHART the chart presentation can be positioned manually. The
chart presentations are displayed. When the switch is lamp is labeled MAN, and will light when the slew
positioned to DATA, data frames ate displayed. switch is pulled out.
The chart frame switch (22, figure l-59), located on A secondary lamp indicator located on the HSD panel
the HSD panel has three positions marked FWD (for- (17, figure l-59), will light when the second chart
ward), REV (reverse) with an unmarked center off projection lamp is being utilized. When lighted LT 2
position. The switch is spring-loaded to off. Holding is visible in the indicator.
the switch to FWD or REV will drive the chart in the
desired direction. The speed at which the chart is No Chart Indicator Lamp.
driven is controlled by the amount of pressure applied
to the switch. A no chart indicator lamp (2, hgure l-59). located on
the HSD panel is provided to indicate the aircrafts
Doto Frame Switch. present position is not on the chart being displayed.
When lighted the word NO is displayed.
Data frame switch (9, figure l-57), located on the HSD
panel has three positions marked FWD (forward),
REV (reverse) with an unmarked center off position. RADAR ALTIMETER SYSTEM
The switch is spring-loaded to off. Holding the switch (AN/APN-167).
to FWD or REV will drive the data frames in the
desired direction. The speed at which the frames are The radar altimeter system is a dual channel low al-
driven is controlled by the amount of pressure applied titude radar system which provides precise absolute
to the switch. altitude, rate of altitude change and preselected mini-
mum altitude warnings. Absolute altitude from 0 to
Slew Switch. 5000 feet is read on the radar altimeter indicator. Rate
of altitude change from 0 to 500 feet pet second is
The slew switch (18, figure l-591, located on the HSD furnished to the terrain following radar. Minimum
panel is labeled SLEW. The switch has five positions altitude fly-up signals are provided to the integrated
marked N (north), E (east), S (south), W (west), and flight instruments in the ILS and AILA mode of
an unmarked center position. The switch is a push-pull instrum&t system coupler operation. The system is
type switch and must be pulled out to manually posi- composed of two receiver-transmitter (RT) units; two
tion the chart in the desired direction. The switch is antennas, one for transmitting and one for receiving;
spring-loaded to the neutral position in manual,. Dur- a distribution box; a radar altimeter indicator and the
ing manual operation the manual indicator lamp (16, necessary controls. The RT units are located in the
figure l-59), will light displaying the letters MAN. forward electronic equipment bay. When the system
Depressing the switch returns the chart presentation is placed in operation, one RT unit is activated and
to automatic operation. Selecting manual will cause the other is in standby for use in the event the oper-
the display to assume a north-up presentation regard- ating unit malfunctions. In the event of a malfunction
less of the position of the heading/north-up switch. the standby RT unit must be manually selected. The
RT unit in operation is connected to the antennas and
Data Frame Number Readout Window. its outputs are distributed to other aircraft systems
by circuits in the distribution box. The radar altimeter
The data frame number readout window (8, figure will break lock if the bank angle exceeds 45 degrees
l-59), located on the HSD panel is labeled DATA. The or if pitch angle exceeds 1~20 degrees. The system
window will indicate the frame number in use. The incorporates a self-test feature for checking reliability.
numbers range from 00 to 99. The system operates on 115 volt ac power from the
left main IIC bus and 2X volt dc power from the main
Chart Number Readout Window. dc bus. Refer to figure 1-55 for antenna location.
The chart number readout window (1, figure l-59), RADAR ALTIMETER CHANNEL SELECTOR SWITCH.
located on the HSD panel is labeled CHART. The
window indicates the chart number in use. The num- The radar altimeter channel selector switch (5, hgure
hers range from 00 to 50. l-60), located on the miscellaneous switch panel, is
1-142
1.0. 1 F-l 11 @)A-1 Section I
Description 8 Operation
Miscellaneous
Switch Panel
RADAR ALTIMETER BYPASS SWITCH.
RADAR ALTIMETER.
If power
I
is lost on the system, the OFF
system; further
pointer
setting. Depressing
rotation of the knob rotates the index
from zero to any desired minimum
and holding
altitude
the knob activates
the self-test feature of the system and, if the RT unit is
warning flag will appear on the dial and rhe operating properly, provides an indication of 95 (2: I?)
pointer will remain ,at the last powered in- feet before T.O. IF-111.99G; 300 (~?15) feet after T.O.
lF-111-996. I
Change 1 l-142A/l-1428
1.0. IF-1 1 lIB)A-1 Section I
Description & Operation
- --
Terrain Following Radar Subsystem Tie-Ins
ALT dl
ROLL GO00 8 SYNC PULSE
P
NO TRACK
TURN RATE
RCYR BLANK
XMTR BLANK
TF TRANSMIT
TFR Control
Panel
iTypical)
Section I T.O. lF-Ill(g)&l
T.O. IF-lll(B)A-1 Section I
Description & Operation
I. Rodor Scope.
2. Polaroid Filter Control [Zj.
3. Scope Removal Handle (2).
4. Radar Scope Tuning Control Knobs (4).
5. Range Selector Knob.
6. Scope Overlay.
7. TF Mode Terrain Following E Dirploy.
8. Sit Mode toteral Terrain Search PPI Dirploy
9. GM Mode Ground Mapping PFI Dirplay.
10. Tea, Pulse.
Patterns -\
A 8
Figure I-64.
Section I t.0. IF-lIl(6)A-l
Description 8 Operation
DC a sector PPl (azimuth scan) display when operating TF Drift Caution Lamp.
in SIT or GM modes. The scope overlays provide a
The TF drift caution lamp located on the main caution
rectangular grid with a 0 co 10 nautical mile scale at
lamp panel (figure l-29) provides an indication chat
the bottom of the scope for TF mode and a 7 shaped
grid for sector PPI presentations in SIT or GM modes. the primary and secondary drift plus lead into turn
A self-test pulse { 10, figure l-64) is located at approxi- signals do not compete within 4 degrees. When this
mately 1.5 miles range at the top of the E scope presen- occurs the TFR antennas are locked iit zero degrees
tation when the system is in TF mode of operation. Ab- azimuth and therefore can no longer lead the aircraft
sence of this pulse, in TF mode, indicates improper into turns. When the lamp is lighted the letters TF
system operation. The polaroid filter controls around DRIFT nre visible. IJnder IFR conditions TF flight
the face of the scope can be rotated co adjust polariza- should not be performed unless drift and turn rate are
tion of light for the best display under various degrees zero when the lamp is lighted, Under VFR conditions
of light. A red scope presentation for night vision fly TF in slow turns or with small drift angles only
adaptation can be obtained with the filter controls. The if the terrain clearance can be verified.
ear type handles on each side of the scope ate provided
co facilitate removal or installation of the unit.
Flight Vector Caution Lamp. lamp when it is lighted, Terrain following flight shall
be restricted to I velocity range of 0.7 math to 0.9
The flight vector caution lamp located on the main ouch when the lamp is lighted. Should the compari-
caution lamp panel (figure l-29) provides an indica- son returt~ to its mvnlal level the lamp will go out and
tion that the TFR is no longer making a comparison operation will hc normal.
check of the aircraft flight vector and that the TFR
may be computing using the backup flight vector. The
lamp will light when either the inertial flight vectot
data good signal ot the CADC data good signal is lost
to the TFR. If the CADC data good signal is not re.
teived at the TFR, the lamp will light and the primary
flight vectot will he used in the TFR compnt;ttion. Airspeed should lx held between math 0.7
If the inertial flight vectot data goal signal is not sod 0.) what the velocity caution lamp is on.
received at the TFR, the lamp will light and backup If these speeds are exceeded the TFR will not
flight vector (aircraft pitch iangle minus aircraft ,angle- properly anticipate terrain clearance cont.
of-attack) will he used in t,he TFK computation. The mands and the aircr;~tt may fly iota the
letters FL? VECTOR are vilsihle on the lamp w!hen it g~lllld.
is lighted. Note
Turn Rate/G-limit Caution lamp. After T.O. IF-I I I(H651, Ithe velocity cat,.
tion lamp will light during YFR ground
The turo rate g-limit caution lamp located or) the checks.
main caution lamp panel (figure 1.~29) provides :a~ in-
dication when lighted that any o! all of the follow- TF Fly-up Off Caution Lamp.
ing conditions exist:
Ihe Ik~ fly-up olt autioo lamp, located oo the main
1. The aircraft is executing a turn in which the head- caution lamp panel (hgute l-29) provides ao indication
ing rate excee& the maximum safe value (2.0 that fly-,up protection is not available. The letters TF
degrees per second) for which the II% antenna lI.Y-IJP OFF ~trc visible oo the face of the lamp when
lead-into-turn stabilization is reliable. it is t~ghtrd. llre ity-up u~~~x~vcr is inhibited uotil the
fly-up circuit is .~rmed. Lbe fly-up off lamp wilt be
lightal during If: mode srltction until the fly-up cir-
cuit is armed. Arming of the fly-up circuit will result
If excessive roll rues or rapid reversal of in the TF tly~up off lamp going out. The fly-up circuit
bank are accomplished the tutn rare/g limit ran bc ar~rd by t,nr of IWO ways ial lhe lF set ,t,ust
caution lamp may not light immediately due initially check safe (1-F fail warning lamp gocs out) or
to the lag in the torn rate caution circuitry. (1,) Prior to T.O. II-.1 I I (B593, the autopilot release
lever mcrmcnrarily depressed; after T.O. IF-II I (B)A-
593, the autopilot release/pitch control stick steering
2. The aircraft is in a roll ;attitude and the computed
lrwr momenrarily depressed to the first detent. After
roll compensated climb command exceeds 2.47 gs.
the fly-up circuit is armed, a subsequent TF fait sig-
3. The caution lamp will light whenever the aircraft oal (TF fail warning lamp cotncs oni will result in
is at a zero toll and close enough to an obstacle a fly-up maoetrver~. The fly-up circuitry is interlocked
that the TFR is generating its maximum 2.41 g with the flight cot~ttol s)stem switch .md slat extensicm
the
command. mechanism to pr~wnt inadvertent fly-ups during rekc-
NOW off and larrdirrg <aperations. Wheo airborne amI wirh
I. or R TPR tilarmel modu selector knob in the IF
The TFR is limited to commanding a maxi- position, the lam/) will light when the flight control
mum of 2.17 6 tnatteuvers. system switch is: 1) in the L.O. (1: LAND position, or
(2) in the NORM lxaition nod the slats arc extcndcd.
lhe lamp should he monitored in turns. When the Curdin power failures within the IFR system will also
lamp lights the bank angle should be reduced to put cause the tamp tt) light. Ihe lamp will also light if the
the lamp out. When lighted. the letters TURN/G autt) 11: witi 11 is placul to the ALTO IF lwsitiorr and
LIMII are visible on the lamp. neither TFK t~har~oet is in ,I 1.1: mods, however this is
an abnormal swircbing conltguration sod should be
Velocity Caution lamp. ;rwided. lerrein following Hi& should oat he at-
tempted when t~hv lamp is lighted.
The velocity caution lamp located on the main caution
lamp panel (figure l-29) indicates the TFR is comput-
TF Failure Warning Lamp.
ing with a math 0.8 airspeed. The lamp will tight
when the true airspeed and DCC ground speed ,differ A TF failure warning tamp (15, figure t-6), located
by 130 knots lhe letters VELOCITY are visible on the oo the left main iostrtmrent panel, provides a mote
lChange 1 1-151
Section I T.O. lF-11 I (B1
T.O. 1 F-l 11 (B)A-1 Section I
Description & Operation
Blind Let-Down.
mended with the autopilot release lever depressed, release lever, the pilot should check that the channel
while the aircrew monitors the pitch steering bar and failure caution lamp on the TFR control panel for the
E scope display. After the aircraft is established at channel in the TF mode is not lighted and. after l.O.
MEA and the attack radar and E scope reveal no ab- IF-ill-96, that the radar altitude low warning lamp
rupt ridges along the aircraft flight path, an auto TF is not lighted. If the channel failure caution lamp is
descent should then be initiated. Aircrew should be still on, releasing the autopilot release lever will al-
aware that while flying at MEA, the 5000 foot limit low the fly-up maneuver to be resumed. Should the
of the radar altimeter may be exceeded resulting in a fly-up maneuver not be terminated by depressing the
TF fail-safe fly-up. autopilot release lever (autopilot release/pitch con-
trol stick steering lever to the lirst decent after T.0
IF-Ill(B503), the TFR should immediately be
l,,.,.tI switched out of the 1F mode, the m~to TF switch
turned to OFF, and the fly-up overridden by stick force
if necessary. The pitch trim function of the stick trim
. When a blind let-down is made, the radar Ihutton is disabled and the control stick is centered dur-
altimeter must be monitored to assure that it ing TFK fly-up maneuvers.
locks on after passing through 5000 ft ahso-
lute. If the let-down is made over water or Aircraft Pitch Attitude.
areas of low radar energy return, the radar al-
timeter is the only source of a signal to com- If the pitch nttirude of the aircraft exceeds 20 degrees
pute a level-off at the set clearance. of pitch during a fly-up wmmand, the radar ;lltimeter
may break track. If rhis occurs, the Hy-np must he
. Letdowns started below 5000 feet absolute do manually overridden until the radar altimeter can r<!-
not verify pwper radar altimeter operation. gain track and allow the TFK to check sale.
The fly-up command gener;m!d by descending below IF Ilight can be performed up to 45 degrees of roll
83 percent of the set clearance will bc rcrminared when angle or 2 degrees per second of turn rate. If the roll
the aircraft climbs to the 83 percent point. When limit is exceeded, the TFH will declare a fail and
an X3 percent fly-up occurs. the autopilot release lever Hy-up command I)uring turns in AI IT0 IF operw
should Ix depressed (autopilot release/pitch control lion. the pitch steering bar u-ill indiaw a slight
stick wzering lever to the first detent after T.O. lF- climb c~~n~rnand. If the urn rate limit is ercecded the
1 I I (B)A-5931, the auto TF switch should bc positioned turn/g-limit caution lamp will ~orw cm The TFK
to OFF and the aircraft manually flown until it is de. ant~~mas lad the aircraft in a turn hut cannot scan
Iurmincd that it is s;lfr to rrwme LFK operation. terrain which might he in the aircraft pzath in urns
grate,- than ? degrees per second In a turu, the turn
g-limit ciiuriun lamp should he closclg rnonirore,l. If
this caution lamp comes on, reduce the rum rate or
roll ;xngle until it gocs UC. In the ZYC, of il 11 tail
in il rc,lI. go to x10 roll when tcrrxin permits.
Should a IF fail or, after T.O. If-l I l-996, a low alti- Stick Pitch Inputs During Auto TF.
I tnde moniror fail occur and a fzil-safe fly-up nxmeuwr
he initiated, the maneuver should he overridden by
depressing the autopilot release lever (autopilot re-
lease/pitch control stick steering lever to the first de.
tent after T.O. IF-1 ll(B)A-593) on the control stick.
The Tl? failure warning lamp will remain on when
the lrvw is depressrd. Before releasing the autopilot
l-154 Change 1
1.0. 1 F-l 11 (EVA-1 Section I
Description & Operation
I
release lever (autopilot release/pitch control stick steer-
ing lever to the first detent after T.O. lF-lll(B)A-593) auto TF to exceed the angle-of-attack limits or exceed
and using stick force until a decision is reached regard- a 20 degree climb attitude and should add power CO
ing continued TF operarion. Angle-of-attack should maintain airspeed. If either of these angle limits are
not be allowed LO exceed operating limits included in encountered, depress the autopilot release lever, main-
Section V. Maintain safe f:errain clearance during this tain the climb, and level off at L safe attitude (not less
period. than MEA). When the video from weather disappears
from the E scope and normal ground refurn is present,
Aircrafi Trim. 1FR operation can be resumed.
12
11
Optical Sight.
Preset lndicaled Airspeed Indicator.
lndicoted Airspeed Set Knob.
4. Reficle Deprerrion Indicator. 10
5. Reticle Deprerrion Set Knob.
Aiming Reticle Cage Lever.
Command Bar Brighlners Knob.
Mode Selec, Knob.
Aiming Reticle Brightness Knob.
Test Swifrh.
Pitch Degree Set Knob.
Pitch Degree Indicator.
F141
Figure l-66.
* The CMD (command) position is urilized in rhe ILS run on a firpoinr similar to making a bomb run ex-
or AILA modes and with other systems in four sub cept when the fixpoint is under the pipper the enter
modes m provide indications used for radar or visual visual fix (EVF) button is depressed to enter the up-
bombingorcombin;ltions~,f both, updating the bomh- dated information in the bomb nav sysrem. For air
nav system digital compoter complex (DCC), and refueling rendezvous rhe ODS is used in conjunction
air refueling tanker rendervous. For bombing, the with the attack radar in the air mode and the instru-
ODS is utilized with the attack radar in UIIU of the menf system coupler in the tanker rendezvous (TKR
ground modes, the homh nav sysrem in either radar RV) mode fo provide steering bar indications on the
bomb or visual bomb mode and with rhe insfrumcnt ODS ro steer the aircraft to rbe tanker.
system coupler in bomb nav mode. Indicated airspeed
and pitch angle are preselected and set on the ODS
Note
control panel. The nrrack radar can be utilized fo Iw
cate the target and provide steering bar indications In this configuration the hank steering bars
on the ODS co steer the aircraft toward the mrgct. If on the ODS and ADI will oscillate after the
visual conditions exist, the ODS pipper can also be attack radar locks-on the target. This is nor-
used to line up on the target. If a radar run is nude
mal and is due w the auromatic angle track-
the ODS an;xlog bar will provide rime-to-go indic;i-
ing of the radar. lhe amplirude of the oscillx-
Cons to homhs away and the weapon will he released
automatically on a release signal generated by the rim will increase as the range is decre;~cd,
bomb nav system on inputs from the attack radar. If however the frequency of the oscillation will
a visual run is made the pilot will fly the ;Grcraft so remain constant.
that the target will drive down rhc reticle tcrwanl the
pipper. When the target is superimposed under the * The DIV (dive) position is used in conjunction with
pipper a manual release can he made utilizing either the bomb nav system in the visuxl bomb m,ale co
weapon release hutron. When used ro up&xc rhc deliver bombs in diving attacks. Preselected valncs
bomb nav sysrem rhe ODS is utilized ro make a visual of airspeed and pitch angle are set on the ODS con-
l-158
ODS Mode Select Knob Positions Versus Indications
l?lrtrument
Bomb Nau S;stH?Z Ai?kg
Functio?2 Fix Afode Coupler R&i&
Mode Select S&Ct S&CtOr ,Vode Sel. h&R Roll
Knob Positions Knob Knob Knob AZ. EL. Bar Tabs Aimpeed
OFF
MAN. Any A! Any Cage Man. Stow ~Available / Indicated
(Manual Mode) Dep. in airspeed
all I deviation
Radar Bombing Bomb Oprional Bomb CCIP Fixed Tg modes from
_ (Sub-mode) Radar Nav Angle Rel I 1 manual
I
26 Visual Bombing / Visual 1 Optional Optional Positioned stow I
s (Sub-mode) Bomb to CCIP
0 solution
2
E Updating the Not Visuai A) Posirioned Srow IS presenr
5 Dee Bomb Allto 3 tn the
2 (Sub-mode) Drift Fix glide
Angle Angle SlOPC
Ic
Not Not Tanker Cage Man. Stow I deviation
3 Air Refueling
(Sub-mode) Bomb Visual RedeZlOUS Dep.
Auto
Visual Oprional Optional Positioned =g
Bomh f0 a CCIP Pullup
solution
Radar CCIP Fixed
Bomb Angle
Any Any StCW
NOI Cage Man.
Bomb Dwx
I / I I / / 1 I
NO1 Tg Pullup Rel Un-
Radar Drift I then / safe
LADD
Bomb Ma. 1-g Rel. (NW)
(Low Angle Any
Drogue Delivery) Dep.
Bomb Cage
stow
Radar
HOM
Any Any
(Homing Mode) I I
GUNIRKT Not Used
Section I T.O. 1 F-l 1 I @)A-1
Description & Operation
trol panel and rhe aircraft is maneuvered into rhc set in a desired indicated airspeed. A preset indicated
dive to the target. The bomb nav system provides airspeed indicator (2, figure I-66), locared directI>
continuously computed impact point information fo above the ser knob, indicates rhc indicntcd airspeed in
the ODS during the dive. Anytime rhe pipper can bc knots set in by the indicated airspeed set knob.
positionrd on the target the weapon may hc relc;rsed
manually with either weapon release button. The TEST SWITCH.
analog bar wit1 display rime-to-go co the pull-up
point. Putt-up must hc started prior fo the analog bar The fess switch (10, figure I-66), lwxted on the optical
reaching the sin oclock position 10 safely complete display sight control panel, is provided fo allow an
the maneuver. operational check and a fault isolation check (II he
* The LADD (low angle drogue delivery) position is performed on the ODS white installed in the aircraft
used for delivering bombs on a target using the tow without the aid of tesr equipment. The switch has
angle drogue delivery maneuver. Bombing compnr;~- positions 1 and 2 and is spring-loaded to the crnfer
rims are entered in the hr,ml> a\- sysrern when the OFF position. Position I is usrd for performing in-
weapon selection is made on rhe sfows control panet. flight and ground self tests. Position 2 is used for per-
As the aircraft approaches the target a pull-up signal forming ground fault isotarion tars only.
is generated by rhe bomb nav sysrem and the pull-up
tamp on rhe left main instrument panel will tight. AIMING RETICLE CAGE LEVER.
The pilot wilt initiate a pull-up maneuver m zero
the pitch steering bar. The bomb naa system will lhe aiming reticle cage lever (6, figure l-66). locaccd
generate a release signal at the proper point in rhe on the optical display sight and control panel, has
maneuver for weapons release. lhe analog bar will three positions labelted CAGE, UNCAGE. and AZ
display time-to-go. When the bar reaches rhc 6 oclock CAGE. In the CAGE position the aiming reticle is
position, the bwnh nav sysrem will gcnrratc :I reteasc mechanialty caged to 3 degrees helow the fuselage
signal, the release tamp on the left main instrument reference line and 0 degrees in azimuth. In the UN-
panel wilt tight and the weapon will be rclcased. CAGE position, the aiming reticle is free to move in
azimorh and in elevation. In the AZ CAGE position,
* The HOM (homing) position is used to aid in visual
the aiming reticle is mechanically caged to 0 degrees
detection of ground radar targets. The radar homing
in azimuth.
and warning system (RHAW) will generatc signals
representative of the angular position of the ground
radar. The signals are used by the ODS co position AIMING RETICLE BRIGHTNESS KNOB.
the reticle over the ground radar w,irhin the field of
The aiming reticle brightness knob (9, figure I-66).
view of the ODS sight and the pilor can visually
locared on the optical display sight and control pzmel,
search for the ground radar in the vicinity of the
is provided to adjust the brilliance of the aiming reti-
reticle pipper.
cle. Rotating the knob full clockwise will provide full
* lhc GIIN/RKT (gun/rocker). lhu nircrxft does not brilliancy and may craw a double image. Rotating the
have the capability of carrying guns ;md rtxkets. In- knob full counterclockwise will turn off the aiming
formation for this mode will he furnished if the air- reticle.
craft is equipped with this capability.
COMMAND (CMD) BAR BRIGHTNESS KNOB.
PITCH DEGREE (PITCH DEG) SET KNOB.
The command bar brightness knob (7, figure l-66),
The pitch degree set knob (I I, ligure l-66), located on
located on the optical display sight and control panel,
the optical display sight control panel, is used m set
is prwidcd m adjust brilliance of rile command steer-
in the desired pitch angle. A pitch degree indicator
ing bars. Rotating the knob full clockwise will provide
(12, figure t-66), located directly above the knob wilt
display the pitch in dugrces set in by the knob. full brilliancy. Rotating the knob full counterclockwise
will turn nff the command steering bars.
RETICLE DEPRESSION (DEPR MR) SET KNOB.
PENETRATION AIDS.
An indicated airspwd set knob (3, figure I-66), located The lighting system is divided into external and in-
on Ihe optical display sight control panel, is used fo rcmal tights.
l-160
1.0. 1 F-l 11 (B)A-1 Section I
Description 8 Operation
EXTERIOR LIGHTING. nose landing gear. A switch on the nose gear down
lock will turn the lights off if they are on when the
The exterior lights include position lights, formation gear is retracted.
lights, anti-collision/fuselage lights, air refueling
lights, landing lights and a taxi light. The position Position light Switches.
lights consist of green lights in the right glove and
wing tip, red lights in the left glove and wing Itip and Three position light switches (.i. hgute I-681, XC IO-
,a white tail light. The wing tip position lights will cated on the lighting control panel. Two switches.
light when the wing saeep angle is hetween I6 and labeled WING and TAIL, have three positions. marked
30 degrees. When the wings iare swept aft of 30 degrees BKT (bright), OFF and DIM, for selecting the desired
the wing tip light will go mout and the glove light will intensity of the position lights. The third switch is a
light. The reverse will oaxr as the wings are swept two position switch marked FLASH and STEADY to
forward. The formarion lights consist of a set of two contn~l the qxration of the prrsition lights. P1acin.g
lights, located on the upper and lowet surfaces <of each the switch to FLASH causes the position lights to flash
wing tip, and four lights located forward and aft of a[ a raw of 80 cycles per minute.
each side of rhe fuselage. The lights in the wing tips
correspond to the color of the left and right position Position Lights/Stores Refuel Battery Power
lights. The fuselage lights arc m~her. Iwo am-colli- Switch.
silm/fuselagc lights, one Ioczted on top and one located
on the bottom of the fuselage, serve as white fuselage The position lights/stores refuel battery power switch
lights when retracted and flashing red anti-collision (5, figure I-271, located on the ground check panel, has
lights when extended. Two air refueling lights three positions marked POS LIGHTS, NORM and
~nounted in the air refuelling reccptaclc are provided STOKES REFUEL. Placing the switch to the POS
for night refueling operntions. A limit switch on the LIGIITS position will supply battery power to the po-
air refueling receptacle d<mr provides power to the sition lights for added safety during ground handling.
recepracle light control knob when the door i:; open. Placing the switch to NORM connects these circuits
Twu landing lights and a taxi light arc located ott the to the essential dc bus. Ihe switch is held in the
--1
.- 2
-3
Figure f-68.
1-161
Section I T.O. lF-11 l(B)A-I
Description 8 Operation
NORM position when rhe ground check panel door INTERNAL LIGHTING.
is closed. For a description of the STORES REFUEL
posirion of the switch refer to the Fuel Supply System, The incernat lights include instrument panel and
[hi5 SeCtion. console tights, red and white flood tights and utiliq
lights. The instrument panel and console tights consist
of five circuits, each with ia individual control knob,
Formation lights Switch. for the flight instruments, engine instruments, lefr and
center console, right console and right main instrumenr
The formation lights switch (5, figure I-68), loracrd psmel. lhey are powered hy I15 volt ac power from
on rhe lighting control panel, p~wides selection of the rhe right main ac bus. The flood tights consist of left,
dcsircd intensity of the tights. The switch is marked cenrer and right wd Hood lights and high intensit)
HRT (bright), OFF and DIM and cotr<,ls I Ii Olf ac white tIooc lights ar various locations around [he cock-
power from the right main xc hus. pit. the red Ilood tights prwide cockpit lighting in
the wcnf rhe instrumcnf pamI and console lights fail.
Anti-Collision Lights Switch. tIach set of red flood tights has ia individual control
knh. Ihe white flood lights provide high inrensit)
The anti-collision tighrs switch (7, tigure I-68). is IO- IiFhring CO prevenr temporary I>lindness frrrm light-
ared on the lighting control panel. Ihc switch is n,ng when flying in \rwrher. 0C cClnCrl knob ild;llStS
I;~heted ANlt-COLLtStON and has ~,ne position the intensity of ;a11 the white flood lights. Both the red
marked 011: and :m unmarked ON position. Placing and wt3itc flood lights receive I I5 volt ix power from
the switch r~ ON causes rhe anti-collision lights CO the ac essenri;lt hus. two oritity lights (50, figure I-2
light, extend and rorate. Placing rhe switch ro OFF and I). figure I-i I ), ~me fr each side of the cockpir,
CINIS~S rhe lights m rcrracr, go mlt and srop rotating. arc provided for individual work tights. lhey are or-
The switch conrr~ls 1 15 \.oIr ac power from rhe left mallv ~to\vcd on the left side uf the aft console ;md on
main itc hns. the iight hide of Ihe right instrument panel hut an
he n~oved 10 various Iocitcions ahnuc the crew station.
A slight rotation of the lamp wilt lock it in place on
Fuselage lights Switch.
its mount, the front of wch utility light cn he
rorat(xl 10 change color from white to red and vice
the fuselage lights switch (6, figure t-(,X), is Iocated
versa. A rheostat on the aft end f each light mu5r
on the lighting control parl. lhe switch is Ixheted
he rnrncd clockwisE w cur the light on and set the
IIlSliLAGli and has a position marked OFF and ian nn-
desired intensity. The utility lights are powered hg 2X
marked ON position. Placing the switch to ON, lights
volt dc from the engine Starr hus. Aircraft El ) are
a white tight in rhc top and hottom of rhe fuselqu.
cquippcd with white instrument and flood lights only.
The landing and taxi tights switch (2, figure t-60) is L&C CONSOLli-Left and cenrer cnsotes.
located on the miscellaneous switch panel. The switch K CONSOLE-Right console.
is marked LANDING, OFF atld TAXI. The switch R I:WD-Right main inrrrument pacl.
controls 2X wit dc power from the essential bus which
in turn contrails relays fo provide 115 volt nc power to
a transformer which in fur11 provides 28 volt ac power
m rhe filaments in the tights, If the switch is left in
either the LANDING or IAXI positions on takeoff
a switch on the nose gear down lock wilt turn them
off when the landing gear is retracted.
1-162
1.0. IF-lIl(B)A-l Section I
Description & Operation
trols these white Hood lights. In both cases this knob of the handle so that it may he grasped to unlatch and
is marked OFF at the full counterclockwise position raise the hatch. If rhe internal handle is locked in the
and HIGH INJ (high intensity) near the full clock- closed position a flush mounted pushbutton plunger.
wise position. Turning the knob past HIGH INT located adjacent to the external canopy handle. is pro-
turns ~111the white Howl lights to maximum intensity. vided to unlock the internal canopy handle from the
l-his will also turn on z~lditional white flwd lights. outside.
Once these lights are on, their intensity may he de-
creased hy turning the k-nob counterclockwise, All of CANOPY UNLOCK WARNING LAMP.
the white Hood lights will he turned off when the
knob is rotated to the OI:F position. A red canopy unlock warning lamp, located on the left
warning and caution lamp panel (figure l-29). will
light when either hatch is not locked. When lighted
the word CANOPY is visible on the face of the lamp.
CANOPY.
1-163
Section I 1.0. 1 F-l 11 (B)A-1
Description 8 Operation
1-164
1.0. I F-l 11 @)A-I Section I
Description & Operation
-,.-......--.., ~ RA~ORl,
Note
,. ;,,~.,~,_,._
~_ .,p,,.,..~~.,....,~.
., ,~,
T.,O. 1 F-I 11 (g1A.l Section I
Description 8 Operation
NOi.
Figure l-70.
With the mode selector switch in MANUAL, the sig
nal goes directly to the modulating temperature con..
Air Conditioning System Mode Selector Switch. Exchange (Exch) Exit Air Control Switch.
The mode selector switch (6, figure l-701, located un The exchange exit air control switch (3, figure l-70).
the air conditioning control panel, is a three position located on the air conditioning control panel, is a two
switch marked AUTO, OFF, and MAN. The switch position switch marked NORMAL and OVERRIDE.
is a lock lever type switch which must be pulled opt
The switch provides a means of controlling the amount
to change positions. In the AUTO position, the cock-
of ram airflow through the air-twair hear exchanger by
pit temperature is automatically controlled at the
temperature selected hy the tempcraure control knob. opening or closing an exit door in the ram air dis-
A signal goes to the contr~:)ller which opens or closes charge exit. In the NORMAL position, the central air
the modulirting valves to maintain the selected tcm- data computer ~wtomntically controls the position of
perarure. In the MAN position. the cockpit tempera- the door. When the outside air temperature is below
ture controller is bypassed and control of rhc modulat- 75 degrees F aml airspeed is above 225 knots the door
ing temperature control valves is directly frrbm the will be closed tl) reduce drag. All other combinations
tcmpcr~mre control knob. In the OFF positirm, all of outside temperature and airspeed will result in auto-
power is removed from the system and the valves in mstic door opening. Placing the switch to OVERRIDE
the system, which control cabin temperature, will de- will override the automatic functions of the central air
clutch and go to the full cool position. data computer and open the door to its full travel.
1-167
Section I T.O. 1 F-l 11 WA-1
Description A Operation
lhe amber equipment hot caution lamp, marked FWD PRESSURIZATION SYSTEM.
EQUIP HOT, is located on the main caution light Pressurization of the cockpit, canopy SC&, throttle
panel (figure 1.29). The lamp will light if the cooling boost, attnck m&x, terrain following radar, track
air flow is insufficient. The following equipment is breaker and SRAM missile is provided by the pres-
listed in the order of heat generation. The list should surization system. Pressure in the cockpit is controlled
he used as a guide for equipment shutdown, depending by a pressure regulating valve Ioated in the front of
on flight requirements. Shutdown may he required to the cockpit. When the aircraft is below 8000 feet, the
prevent degraded performance and/or equipment dam- pressure regulating value automatically maintains an
age from overheating. unpressurized condition in the cockpit regudless of
- ECM . INS the schedule selected. Cockpit ventilation is provided
* Attack Radar . Astro Compass by the regulating valve continu;dly modnl;~ring. de-
* HF Radio (Transmit) * TACAN pending on the volume of input air. A cabin pressure
* Converter Set (in op * One Computer (WDC safcry valve located at the rear of the cockpit will re-
era&n when either or GNC) lieve prcswrc any time the cockpit pressure exceeds
WDC or GNC in * Doppler Radar outside pressure by I I.2 psi. An emergency ram air
operation) * Radar Altimeter scoop, which can be opened into the airstream, will
* IRKS * HF Radio (Rcccive) admit air into the crew ;md electronic equipment corn.
* RHAW . IFF partmenrs in the event of loss of cooling and pressuri-
* lJHF Radio (Transmit) . UHF Radio (Receive) zation air from the cooling turbine.
l-168
Description B Operation
Note
An amber pressurization caution lamp marked CABIN ANTI-ICING AND DEFOG SYSTEMS.
PRESS is located on the main caution light panel (fig-
ure l-29). The lamp will light when the cabin altitude Probe Anti-Icing.
is ahove IO.000 feet. When operating the cabin pres-
surization syswm in COMBAT, tbc cabin prcssuriza- Heating elements powered hy 115 volt ac are provided
tion ~.aution lamp will be lighted when aircraft alti- on the pitot-static, total temperature and angle-of-
tude is above 26,000 feet. attack and sideslip (alpha/beta) probes for anti-icing.
Power for the total temperature and primary alpha.
Pressurization Warning Lamp. hem prohe heaters is furnished from the left main ac
bus. The primary pitor system heater receives powzr
from the essential xc bus and the secondary pitot sys-
tem heater receives ~twer from the right main ac bus.
The alpha/beta probe secondary and alpha/beta body
hcaters are furnished power from the right main ac
bus. Power to the probe heater is controlled by a pitot/
Equipment Low Pressure Caution Lamp.
probe heater switch located on the windshield wash,
An amber low equipment pressure caution lamp anti-icing control panel. An alpha/beta probe caution
marked LOW EQUIP PRESS is located on the main lamp is provided to monitor the function of the heat-
caution light ~ancl (figure l-29). The lamp will light ers in the angle-of-attack and sideslip angle probes.
l-169
Section I T.O. 1 F-l 11 (WA-1
Description & Operation
Figure 1-72.
l-170
___,-_.._,
.,._
I_..-,..._,,.,.,
1.0. lF-111 (B)A-1 Section I
Description 8 Operation
Note
Windshield Wash/ The alpha/beta probe heat caution lamp is
the caution lamp will remain lighted regardless of thu Windshield Wash/Rain Removal Selector Switch.
position of the engine/inlet anti-icing switch. The
lamp will go out 60 seconds after the icing condition The windshield wash/rain removal selector switch
C~BSCS. A mnlfunction wirhin the elecrronic ice de- (4, figure l-73). located on windshield wash/anti-
fector may cause the icing c:ution lamp co light, rhus icing control panel, has three positions marked RAIN
activating the engine/inlet anti-icing system if the REMOVE, WASH, and OFF. The switch is spring
Engine/Inlet Anti-icing switch is in AUTO. If n mal- loaded from the WASH to the OFF position and is
function of the detector is known or suspected, operate locked auf of the RAIN REMOVE position. The
the system manually by placing the engine/inlet aoti- switch musf he pulled out to move from OFF to RAIN
icing switch to OFF if engine/inlet anti-icing is nor KEMOVE. Placing the switch fo RAIN REMOVE
required, or to IMAN when operation is required, will open the rain remove shutoff valves, allowing tern-
under the following conditions. perature and pressure regulated compressor bleed air to
he directed IO the windshield(s) selected by the wind-
Ground operarion: shield selector switch. When the switch is placed to
WASH a time delay relay is energized to open the
1. In visible moisture-Temperature between 15F rain remove shutoff valve and the windshield wash
and -10F. shutoff valve selected by the windshield wash selector
2. In clean air--Relative humidity above 70 percent switch. While thrse valves are open, compressor bleed
and dew point temperature 25F to 35F. air and liquid windshield wash solution will be di-
rected to the selected windshield(s). Allowing the
In-Flight Operation: switch to return from WASH to OFF will close the
1. In visible moisture--Total temperature of + 5 C valves after n i-second delay. shutting off the air and
or below. windshield wash solution. When the switch is in the
OFF position rhc windshield wash and rain removal
2. In clear air-No limitations related to icing. system is deenergized.
Inlet Hot Caution Lamp. The inlet hot caution lamp, Windshield Selector Switch.
located on the main caution lamp panel (figure l-29),
provides an indication char the temperature of anti- The windshield selector switch (3, figure l-73), lo-
icing bleed air to rhe auxiliary cowls has exceeded cated on the windshield wash/anti-icing control panel,
420 (t IO) degrees F. When the lamp lights, the words has three positions marked L (left), R (right), and
INLET HOT are visible and anti-icing air to the aux- BOTH. Selection of any of the positions will determine
iliary cowls is automatically shut off, then the lamp the windshield(s) to be washed or receive rain removal
will go out. air as a function of the position of rhe windshield
wash/rain removal selector switch. For optimum per-
formance of rain removal system, operate one side only.
Windshield Defog System.
Selection of BOTH position will decrease airflow on
each windshield.
Air for windshield defogging and cabin air distrihu-
rion share the same control lever. For description,
refer to Cabin Air Distribution Control Lever, this Windshield Hot Caution Lamp.
section.
The windshield hot caution lamp, located on the main
caution lamp panel (figure l-29). indicates windshield
WINDSHIELD WASH AND RAIN REMOVAL SYSTEM. higb temper;ltore. An overhear switch, installed in the
rain removal air supply duct upstream of the shutoff
The windshield wash and rain removal system is pro- valve, will close when the air remperarure is above
vided to keep both the windshields clear of impinging ,i.i5 C-t 15) degrees F. When the overheat switch closes,
rain and insects. Compressor bleed air at a tempera- a circuit is completed to close the rain remove shutoff
fure of 390 ( 10) degrees F and a pressure of 45 psi valves and light the windshield hot caution lamp. After
the switch cIo.ses. the caution lamp will normally go
is directed over the outside of the windshields by a
out within I5 seconds.
fixed area nozzle. This hot air blast will evaporate im-
pinging rain and prevent further accumulation of rein
on rhe windshield. Windshield wash is accomplished
by injecting a liquid wash solution into the rain WHEEL WELL OVERHEAT DETECTION
removal nozzle. This serves as B wetting and scrubbing SYSTEM.
action to remove insects from the windshields. The A wheel well overheat detection system provides a
windshield wash solution is contained in a one gallon visual indication of an overheat condition io the main
tank located on the right side of the nose wheel well. wheel well area in event of a ruprure in rhe engine
The tank is pressurized to 15 Psi by compressor bleed bleed air lines. The function of the system is similar to
air. the engine fire detection systems. Sensing elements,
I-172
1.0. 1 F-l 11 (B)A-1 Section I
Description 8 Operation
Section I T.O. 1 F-l 11 (WA-1
Description 8 Operation
Oxygen Duration
With regulator at 100 percent or EMER position
ONSUMP-
CABIN TION
ALTITUDE 2 MEN DURATION
- HOURS*
cu. Whr.
2n,ooo 23.0 20.0 IX.6 I?.? 15.9 LI.6 13.3 12.n 10.6 9.1 8.0 ( 6.6 5.3 -1.0 2.7 / 1.3
ix.nno 25.24 18.1 16.9 15.7 Li.5 13.3 IL.1 IO.9 9.7 8.5 7.3 6.1 i.8 3.6 2.4 1.2
I 6,000 27.48 16.8 15.6 I-f.5 13.4 12.3 I 1.1 in.0 x.9 7.8 6.7 5.6 4.4 3.3 2.2 1.1
I 4,000 30.0 Ii.6 14.5 Ii.5 12.4 Il..1 IO.2 X2 x.2 7.1 6. I 5.1 .i.l 13.1 2.0 1.0
-
DURATION
- HOURS*
Sea Level in.2 45.0 42.0 39.0 36.0 33.0 30.0 27.0 24.0 21.0 18.0 15.0 12.0 9.0 6.0 3.0
LITERS
A;&;$ (LIQUID) l5 I4 I3 I2 II IO 9 8 7 6 5 4 3 2 1
Cu.Ft. GAS459.0 42X.,( 397.8 367.2 336.6 306.0 275.4 244.8 214.2 183.6 153.0 122.4 91.8 61.2 30.6
Figure l-74.
l-174
Description 8 Operation
Emergency Oxygen Pressure Gage. during ejection; however, the system can be manually
activated during normal phases of flight, as a backup
The emergency oxygen pressure gage (4, figure l-76), to the normal oxygen system.
located on the right crew members oxygen control
pxel, indicates the pressure in the emergency oxygen
bottles. The gage is marked REFILL in the red region
and FULL in the black region with index marks at
1400 and 2500 psi.
The crew module (figure l-77) forms an inmgral CREW MODULE SEATS.
portion of the forward fuselage and encompasses the
pressurized cabin and forward portion of the wing The crew module seats (figure 1.78) are electrically
glove. Crew eotraoce CO the module is provided adjustable vertically and manually adjustable forward
through left and right canopy hatches. Refer to Canop~,~ and nf: The seat headrest srrucfure, which is attached
this section. The system protecrs the occupants fro!- .I the aft holkbead, and rhe sent pan are menually
environmental hazards on either land or wafer and prs ,r.iira.rnblc i?:w;trd and aft. The forward adjustment of
vides underwater escape capabilities. An emergen. 1 _ .LL-u(.,.,; -:*.tires the inertia reel to he unlocked.
,~ .,
oxygen supply system is provided, primarily, for IIS..
1-176
T.O. 1 F-l 11 (B)A-1 Section I
Description & Operation
, nuxi,iory ~,o,ation 80~ ~rerrure Bottle. I I. Quick Rescue Kit. 2. Auxiliary Flotofio Bog.
2. Canopy Center Beam Assembly. 12. Recovery Porochufe. 22. Ejecfion Handler 12,.
3. Emergency Oxygen Botiler 12). 13. Survi~rol c&or. 23. Chin Flopr (2).
4. Right SelCRighting Bog. 14. Cho Dispenser Confrol Lever. 24. Recovery Porochufe Releoae Handle.
5. Barortot Lock Ini+io,or. IS. Radio Beacon Set. 25. Severonce and Flotafion Handle.
6. Emergeq UHF Antenna. Id. Impa~:t Aeati0 bag PreSSUre bd+leS (21. 26. Auxi,i,,ry F,o,o,ion ~,,&e,
7. Aft Flofotion Bag. 17. Chaff Dispenser. 27. Recovery Porochute Deploy Handle.
8. Pitch Flop (2). 18. Rocket Molar.
9. Sfobilizafion-Brake Parachute. 19. Bilge~Flotalion Bag Inflation Pump.
IO. Left Self-Righting Bog. 20. lmpacl Anenuafion Bog.
F1WOOW~FOl9
Figure I-77.
l-177
Section I T.O. 1 F-l 11 (B)A-1
Description & Operation
10
11
Figure I-78.
1-178
Description & Operation
Rocket Motor.
G-Sensor Initiator.
1-179
Section I T.O. 1 F-l 11 @)A-1
SURVIVAL EQUIPMENT.
closed because of rough seas or inclement weather. The rime permits is: head against headrest, feet on rudder
mask hoses map he connected CO air #mask connector pedals. and hands in lap. Sear prepositioning is not
(snorkel) valves located adjacent to the crew setts. An necessary. After a delay of 0.15 second to allow for
air supply tube leads from each coonector velw to an powered repositioning of crew members, the crev:
outside opening well above the water line. On aircraft module is severed and the rocket motor is ignited.
@I * provisions for the air ventilation masks have been The noise of ejection will lhe loud but of short dura-
deleted. Standard survival equipment is provided for tion. Full thrust is sustained for approximately 1.0
all climatic conditions. This equipment is stored in second. Crew members may expecr moderate ejection
rhe surviwl equipment stowage compartment hehind accelerations at low speeds becoming more severe ar
the right sear. Insuucrion:i on how to gain access to wry high speeds. I>uriop the tirst six inches of crew
the survival equipment compartment are contained module separation. pitch flaps and stabilization (chin)
on a derachahle instruction place mounted on the back Haps rotate down into deployed position. Their func-
of the right seat behind Ithe beck seat cushion. ?he tion is to control crew module trim angle of attack and
contents of the sun ival equipment stowage cc~mpart- resulring spinal accelerations. The stahilizarion-brake
merit will be determined by the applicable using com- lx~rachute is deployed 0.15 second after crew module
mand. A small quick rcscw kir conmining survival severance. This parachute provides necessary accelera-
equipmrnr useful for rescue aid in hlastile rerrit<xy tion control and stabilization at speeds above 450
when early rescue is expected is mounted on the rear knots. (Irew module pitch control at high speeds is
hulkheud ahove the left hradrest. Two bags inside provided by firing the rocket motor upper noule.
the kit are readily accessible to rhe crew in the event Kcro~~ery parachute deployment is timed by a sequenc-
the situation rlem;~nds that the crew ahand~m the ing system which senses speed, acceleration, and alti-
module immediately xfter landing. On aircraft modi- tude capon ejection. lhis system coosists of three ti;ne
fied hy l.O. IF-I ll(B)A-579, the quick rescue kit has delays (1.0, 1.6. and .i.:i seconds), II q-nctuated selector,
been moved on the rear hulkhead to above the right a g-sensor initiator, and a harostat lock initiator. The
headrest. 4.-i second delay ser\.es as a safety backup to the other
sequenciog components. At speeds below 300 knots and
alt~itudes below 15,000 feet, the recovery parachute is
deployed after a I .O second delay. At speeds above 3011
p-G-,..,., knots and altitudes below 15,000 feet, recovery para-
chute del$ment is controlled hy a g-sensor initiator
and is, thereby, delayed until crew module longitudinal
(fore z~nd aft) deceleration drops to H 2.2 gs, This al-
Crew members should not keep sharp or bulky
items in upper IWSO pockets to avoid personal lows the crew module to decelerate to below the design
injury or interference with restrxint harnlrss limit airspeed 01 the recovery parachute. At altitudes
operation during power retraction of the 1:~ above 15.000 feet, deployment is constrained by :I
crtia reel. harostac lock initiator. The barosrat lock initiator is
armed hy one of three explosive trains, whichever tires
first; these are from the q-actuated selector, the g.
CREW MODULE EJECTION SEQUENCE. sensor initiator, or a 4.4 second time delay initiator.
After the barostat lock initiator is armed and after the
crew module falls through 15,000 feet, ambient prcs-
sure compresses the aneroid bellows causing the initin-
pii-
for to fire. lhe recovery parachute is then deployed up-
ward at 45 feet per second. Mnmnl deployment capabil-
Under certain conditions of crew module iry, which is operable at the crew members discretion
weight and/or tail wind, zero altitude sod by meao~ of the parachute deploy handle, is provided as
zero airspeed, ejection capability may not be a backup to the automatic lxtrosrat system.
avail;d,le. Because of the variables involved,
ejection should not he attempted at zero al-
titud~1 with less rhan 50 KIAS.
p&GE-,..,.,
The initial recovery parachute inflation and the asso- If pitot-static system speed inputs are erroneous and
ciated opening shock loads are controlled by a reefing are less than 300 KIAS the crew module q actu-
line that holds the parachute canopy opening to about ated selector will program the ejection in the low
8 feet diameter. Parachute disreeling to full inflation speed mode regardless of aircraft speed. In this
occurs 2.5 seconds after suspension line stretch. Where- event at actual aircraft speeds greater than 300
as free-fall from maximum altitude to 15,000 feet knots, high spinal loading, serious structural dam-
occurs in 85 seconds, the remaining descent time after age and recovery parachute failure may occur. AC
recovery parachute deployment is about 7.5 minutes. actual speeds below 300 knots, ejection will not he
Chaff deployment as an aid to radar tracking and auto- affected.
matic emergency UHF radio transmission occurs 3.0
If pitot-static sysrem speed inputs are erroneous and
seconds after ejection handles are actuated if the chaff
control lever is in ON position. The crew module are greater than 300 KIAS the crew module q
repositions to its horizontal landing attitude and the actuated selector will program the ejection in the
high speed mode regardless of aircraft speed. In
emergency UHF antenna erects 7.0 seconds after reco~.
this event at actual aircraft speeds less than 300
ery parachute deployment. A mild explosive report
knots, an additional 0.6 seconds will be added to
will be heard and a sudden dropping of the tail of the
recovery sequence times and rhe rocket motor vill
crew module will occur upon repositioning. Landing
fire in the high speed mode rrsulring in degraded
impacts are absorbed by the impact attenuation bag,
recovery height performance. At actual speeds
which is fully inflated 7.25 seconds after recovery para-
above 300 knots, ejection will oat he affected.
chute deployment. Canopy hatches may be opened
during descent, but prior to landing hatches should be
closed in case of overturning. If restraint harnesses are DITCHING ESCAPE SEQUENCE.
loosened, the crew member should assume ejection pos-
ture and tighten the harness prior fo landing. Oxygen If the aircraft is ditched, crew module severance and
masks should be worn until rhe module has been flotation hag deployment may he initiated manually
by pulling the severance and flotation handle. When
vented of possible toxic gases. Crew members may
the handle is polled the following sequence of events
expect moderate landing impact decelerations for the
occurs: Ao initiator is fired to (1) fire the FLSC to sep-
nominal weight crew module. It is recommended that
arate the crew module from the aircraft, (2) remove
the swerance and flotation handle be pulled immedi- the severable covers over the aft flotation bags and the
ately after ground or water impact; this will expose self-righting hags, (3) fire the explosive valve in an air
the chute release handle that should be pulled to avoid ;rorage bottle to inflate the aft tlotarion hags and t!le
being dragged or overturned in high winds. ,fr self-righting bag and (4) fire the explosive valve
ir! no air storage bottle to inflate the right self-righting
bag.
Vertical adjustment of each sea is provided by a The T-shaped recovery parachute release handle (24,
switch kwated on each left and right sidewall (5, figure figure l-77), located on the canopy cenfer beati as-
l-25 and 5. figure I-72) adjacent to the sea. Each sembly, is provided to release the recovery parachute
switch has positions marked IJP and DOWN and is from the crew module after landing. Pressing a ~2
spring-loaded to the center unmarked OFF position. tease button on either side of the handle and pnliirag
Positioning a switch ro either UP or DOWN energizes the handle tires the parachute release retractors at rhe
an rtectric~l actuator to raise or lower the seat as se- bridle attarbing points releasing the bridles from the
Icctd Ihe xat has tt mtximum vertical rrnvel of 5 crew module. Ihe recovery parachute release handle
inches. cmnot hc ptjdled until the severance and flotation han-
dle has been putted.
Headrest Adjustment Lever.
p-G-(
Bilge/Flotation Bag
Do not engage the bilge pump until after
Inflation Pump
ejecrion. Tn do so will prevent the cabin pres-
sure regulator from relieving cabin pressure
and the canopy hatches may he blown off
when they are opened during normal opera-
tion.
MISCELLANEOUS EQUIPMENT.
CREW ENTRANCE LADDERS AND STEPS. SPARE LAMP AND FUSE HOLDER STOWAGE.
Crew emtance ladders and steps, located on each side A stowage compartment (14, figure l-2), located on the
of the fuselage, provide crew access to the cockpit aft bulkhead outboard of the right sent is provided for
without the aid of ground support equipment. When stowing spare light bulbs and fuses.
not in use both sets of ladders and steps are retracted
into the sides of the fuselage. Each left or right ladder FOOD AND LIQUID STOWAGE.
and step can be electrically extended from inside the
cockpit. Slotted head releaes are provided on the out- A food and liquid stowage compartment (42, figure
side of the fuselage to manually extend the ladders I.21 for each crew member is located on the aft hulk-
and steps from the grotmd. 1~he ladders and steps must bead outboard of each crew members seat. The stow-
be manually stowed from the ground. age is in two sections, one for food, the other for liquid.
Ihc door MI tbc food section is spring loaded to the
Entrance Ladder Switch. open position end is closed with it lever type fastener.
The liquid bottle is secured below the food compart-
The entrance ladder switch C-i, figure I-27). located on ment with sliding fasteners. A valve located on the
the ground check panel, is labeled LADDER nod has Ixxtom of the bottle dislxnses a given amount of li-
three positions marked L. (left), R (right) and OFF. quid when the cup is properly engaged and depressed.
Placing tht: switch to L or K will provide 28 volt dc The stowage com~x,rtmcnt may be rotated out of the
power to solenoid* in the respective ladder and step way when nor in use by activating the unlock levrr
to r&ax and extend the ladder and xp. The switch at the front ;and swinging the whole unit aft and up
is 3prinp-lo;&d to the center Ot:F position. ~~bout a pivot point until it latches in the up position.
When use of the food ;tnd liquid is desired, gr:~sp the
MIRRORS. latch u~d ln111 down. This will unlatch the stowage
comlxutmrnt,s, and further pulling on the latch handle
Four rear view mirrors, two on each side of the cockpit will rotate the compartment to a using position.
canopy frame (9. figure l-2) are installed to permit the
crew rearward vision without moving from their nor- DRINKING CUPS.
mal sitting po~irion. The mirrors are adjustahl~e in tilt
only. Drinking cups WI, figure I-?), located on the left and
right sidewall arc provided for each crew mcmlxr. The
cups are stowed in a spring clip when not in USC. The
MISSION DATA BOX STOWAGE.
wps :xc equipped with an anti-splash baffle to reduce
accidental spilling.
A mission data box (38, figure l-2) is located at the
aft end of each left and r:ight console at the bottom ot
the aft hulkhead. The boxes are prwided to stow ASH TRAYS.
classified mission dara iri the aircraft for each crew
An ash tray (7, figure l-25 and 2, figure l-72) located
member. Each box has R combination lock to secure
on the left and right sidewall is provided for each
the lid shut and a lanyard from the box to the nir-
crew member. Each ash tray may be opened by pulling
craft. The boxes are secured in their mounting brackets
a handle at the top and closed by pushing the handle
hy sliding type fasteners. The lid on each box 11sspring
oUtlXMrd.
loaded to the open position. Provisions are available
on the box for a security seal to be installrd when
required. RELIEF CONTAINER STOWAGE.
The flight manual stowage (56, figure l-2) is located Card holders are provided under the glare shield for
on the aft bulkhead outboard of the left seat. The EPR setting, compass correction and UHF frequency
manuals are stowed in a bracket and held in place by a channels. Each card holder is attached by spring ten-
sioned hinges riveted to the glare shield. The card
lid which is spring loaded to the open position. To
holders are pulled out into position for rending pur-
close the lid push aft until it comes in contxt with a poses and spring back against the lower side of glare
lever latch. Lifting up on the latch releases the lid shield when released.
which opens automatically.
CHART HOLDER.
1-186
Section I T.0. lF-111(g)A-I
Description & OperatiOn
Servicing Diagram
LIQUID OXYGEN
NOTE 6 h A
WINDSHIELD WASH SOLUTION L
NOTE 7 r\
CANOPY COUNTERPOISE I
(FUSELAGE UPPER 9JJ~A.E; h
GRAVITY FUEL I
FILLER CAPS (7)
NOTE 5 t-l
5 AIR CONDITIONING
SYSTEM HEAT
EXCHANGER
NOTE 4
I; UTltlTY HYDRAULIC
RESERVOIR
NOTES , 8 2
CONSTANT SPEED
ii\ \ I nnnrr ,.I,
ARRESTING HOOK
AND TAIL BUMPER 4. Demineralized Woler~MlLD-83132
ASSEMBLIES (Top Wow when MILD-83132 i. no,
NOTES 1 & 2 available. See T.O. I F-l 1 I(EjA-2-15-I
NOTES: for rerfrictionr.)
5. Fuel -Mll-T-5624 /JP~4)
I. Hydravlic OilkMll-H-5606
2. Nitrogen-FS BE-N-41 I, Type 1, Clorr I, 6. timid Oxygen-Mll-0~27210. Grade 8. Type I,
Grade E or Air - Mll-P-5518 7. Worh Solution-Refer 10 T.O. ,F-I I ,@)A-2~1.
3. Oil-MIL-L-7808 roomoo.rozJ~~
Figure 1.80.
NORMALPROCEDURES
Page
Note
FLIGHT RESTRICTIONS.
FLIGHT PLANNING.
Exterior Inspection
Figure 2-l.
Section II 1.0. 1 F-l 11 (B)A-1
Normal Procedures
spection. Check hydraulic accumulators. Check all 1. Weapons bay door interlock switch-SAFE.
access doors and covers for security. Check that gravity 2. Weapons bay door Iockpin--lostailed,
I fuel filler caps are flush. Check the angle-of-attack and
3. Bomb/missile rack ground safety pin-installed.
side slip probes for slot cleanliness and freedom of
movement. Check main landing gear uplock assembly 4. Bomb/missile preflight-Accomplished.
for proper positioning as indicated by the red tip of 5. Bomb/missile rack ground safety pins - Re-
the lock assembly being aft of the uplock roller guide. moved. (Stow aboard aircraft)
1. Ground safety pins and safety locksRemoved.
(As required)
Those marked with asterisk, stow in aircraft. BOMB/MISSILE PREFLIGHT. (BOTH)
*a. Nose gear
*h. Main gear Note
*c. Arresting hook . During bomb/missile preflight switch posi-
2. External fuel tank pylon ground safety pins (ions and timer settings will be verified by
Removed. (Stow aboard aircraft) both aircrew members.
. Check bomb MOD number to determine
NOte PAL/non PAL status of bomb.
. For normal operations, the speed brake/main
landing gear door ground lock shonld be left B-43 Bomb:
installed until one engine has been motored
1. Ready/safe switch-S. (SAFE)
or started. This will prevent sagging of the
door after the ground lock is removed. 2. Antenna radome nose cover-Removed.
3. Plenum block cover-Removed.
. The stores station inspection and bomb/mis-
sile preflight will be a<-complished coocur- 4. Preflight setting panel:
rently with the aircraft exterior inspection. a. TA and TB timer-Set. (As briefed)
l The landing gear emergency system may be b. Rcrard/freefall option switch - Set. (As
actuated by contact with the lever-actuator briefed)
located in the main wheel well on the left c. Preclude/ground backup option switch -
side. Exercise care when inspecting this area. Set. (As briefed)
d. Preflight setting panel door-Closed.
STORES STATION INSPECTION. (BOTH) 5. Strike enable plug-Installed.
External Bomb/Missile Stations: 6. Fin protectors-Removed.
7. Explosive actuator safing assembly-Removed.
1. Bomb/missile rack ground safety pins--In-
stalled.
B-S7 Bomb:
2. Pivot pylon jettison ground safety lockpin -
Installed, LOCKED, NUCLEAR. 1. Ready/safe switch-S. (SAFE)
Check that the ground safety lockpin is in- 2. Strike enable plug-Installed.
stalled, the ground lock lever reads LOCKED, 3. Preflight selection panel:
and the weapon fypc indicator reads NU- a. TA and TB timer-Set. (As briefed)
CLEAR.
b. lop option switch-Set. (As briefed)
3. Bomb/missile Preflight-Accomplished.
c. Bottom option switch-Set. (As briefed)
4. Pivot pylon jettison ground safety lockpin-
d. Burst height switch-Set. (As briefed)
UNLOCKED, removed. (Stow aboard aircraft)
e. Preflight selection panel door-Closed.
5. Bomb/missile rack ground safety pins--e-
moved. (Stow aboard aircraft)
B--61 Bomb:
Internal Bomb/Missile Stations: 1. Ready/safe switch-Y. (SAFE)
2. Preflight selection panel:
a. TA and TB timer-&r. (As briefed)
h. A thru F switch-Set. (As briefed)
c. Strike enable plug-Installed.
d. Time delay select switch-Set. (As briefed)
The weapons bay doors safety interlock switch
will be in the SAFE position and the weap- e. Retard/freefall option switch-Set. (As
ons bay door lockpin installed, before enter- briefed)
ing the weapoos bay. f. Preflight selection panel door-Closed.
24 Change 1
X.0. lF-Ill(BlA-1 Section II
Normal Procedures
BEFORE ENTERING COCKPIT. (NAV) Insure that the yoke of the restraint bar-
m55 is adjusted firmly against tile rleck
I. Ejection handle safay pins (2).-Installed. with head against headrest and sitting
2. Canopy center beam safety pins (3)-Installed. erect t,> allow full reel-in in the event of
3. Survival equipmwt compartment coverts (2)- suhscqwnt ejection. Check the coodirion
Closed and sealed. of the rexrairrt harness. Check operation of
4. Crew module chaff dispenser control lever-As the inertia reel in the locked and unltxked
required. posl,mn.
The lever should be ON over friendly terri-
tory and placed to OFF as directed by tactical
requirements.
CAUTION
5. Quick rescue kit-Stowed. (If applicabk) EXl
(ire must be taken so as not to damage
INTERIOR INSPECTION. ualvu port scrcem when connecting oxygen
Power Off. (Both) regulator 10 restraint harness and oxygen
supply hose, or when connecting mask-hose
Note CO oxygm :egulator. These screens are easily
Aircrew members will use caution when damaged bj, ilnpr,,lraeless handling, and
physically verifying seals and safety wiring inadvertently placing lingers on screens while
integrity. Use only that physical contact net- performing any of the ;Ifore-nlelltioned tasks.
essary to insure positive safing and sealiog.
Whenever a crewmember inadvertently c. Oxygen mask and commuoicatioo cord--
breaks z seal, the following procedures will CtlL?~td
apply: d. Oxyga, lever--~OI;F, Ithen ON.
* Both aircrew members will maintain surveil- Turn rhu oxygen lever OFF and inhale
lance owr the component involved. suwral rimes. Note that breathing he-
*Request MMS personnel reseal the compo- comes more difficult due to the restric-
nent. riwxs of rbe anti-suffocation valve. Also
Change 1 1-s
Section II T.O. lF-111 (B)A-1
Normal Procedures
observe that the anti-suffocation valve on 24. Ground jettison switch-OFF, guard down.
rhe front of the regulator unseats with 25. Arresting hook handle-l.
each inhalation. then turn the oxygen lever 26. CkK-k-Set.
ON.
27. Opticaldisplay system mode select kno&MAN.
28. Aiming reticle cage lever-Uncage.
29. Radar altimeter conrrol knob-Full CCW.
CAUTION
iIIIzl3 :x1. Engine/inlet anti-icing switch-AUTO.
31. litot/prohe heater switch---OFF/SEC.
To prevent possible regulator damage, do not
32. Windshield wash/rain removal selector switch
turn oxygen ON until dust cap has been rc-
-0FI.
moved from quick disconnect fitting and mask
33. AFRS compass mode selector knol-Slaved and
hose has been connected LAI set.
34. Hemisphere selector switch-As required,
e. Oxygen regulator--Checked. 35. Ilmcrgency generator indicator/cutoff pushbut-
ton-In and saferied.
. Oxygen control knob-EMER.
Check that a positive pressure is felt in 36. hmcrgrncy generator switch-AUTO.
the mask and that the diluter valve does 37. Generator switches (2)-RIJN.
not n,,,ve. 8. Antenna select switches-As required.
. Oxygen control knob-100 percent. 39. Landing gear emergency (alternate) release han-
Inhale and check that the diluter valve dle--IN.
does n<,t move. 40. Fuel dump switch-OFF.
. Oxygen cont~o1 knob-NORM. 41. Air refueling switch-CLOSE.
Inhale and check movement of the dilu- 42. Fuel tank pressurizarion selector switch-
ter valve through the screen on the rot, AUIO.
of the regulator. 43. Engine feed selector knols-OFF.
7. Air conditioning control paneI: 44. bnel transfer knob-OFF.
a. Temperatltre control knob-~-As desired. ~45. 1FR channel mode selector knobs (2)-OFF.
h. Air source selector knob-~HOTH. 46. Spike rontrol switches (2)-NORM.
c. Mode selector switch-AUIO. .i7. IJIIF :2-OFF.
d. Pressurization s~.Icctor switch--NORM 4x. TACAN---OFF.
e. Air How selector switch---NORM. (If in- 49. 1I.S powtx switch-OFF.
stalled) N 50. Radar tranr1~onder control panel--Checked.
f. Exchange exit air control switch-NORM. Encode knob-.~~-As briefed.
(OVRD if external stores are installed) . Power knol-OFF.
88. (:omrllurlirations pmw--Set.
Decwle knol,-As hriefcd.
9. Auu, 11: switch~~Ol:l:.
N51. IJHI #I-OFF.
IO. C<antr,ll system switch~-NORM.
N 52. ILR scope panel-Chec-ked.
11. Rudder authority switch-AUTO.
. Polaroid filter control (2)~--Full up.
12. Throttles--OFF.
* Tuning control knobs (44CW.
13. Speed brake switch-IN.
* Range selector kn<,b-Ii.
14. Anti-skid switch-ON.
N 53. RHAW scope controls-(:hecketl.
15. Ground roll spoiler switch--OFF.
* Gate selector knob-N.
16. Flap/slat system selector switch-NORM.
* Urightness/rcticlc/incensity know.
17. Flight control disconnect switch-NORM, cover
down. . Sensitivity kno&Full CW.
IX. Ilight instrument reference select switch-PRL * Memory control knob-Full CCW.
Landing/taxi lights switch--OFF. . Mode selecror knob-As desired.
19.
LO. . View control knoltlull CCW.
Nuclear conxnt switch -OFF, guard down,
sealed. . Scope filter-As desired.
21. Bombing timer--OFF. N 54. RIIAW threat display panel-checked.
22. Landing gear handk-DOWN. * Remaining disposable counter-Checked.
23. Utility hydraulic. system isolation switch- * Test knob--OFF.
NOHM. * Power/audio control knnlrOPF.
2-6
T.O. IF-I 1 l(S)A-1 Section II
Normal Procedures
UHF radio(s) may be turned ON, but do not When the lamps test button is released, the
transmit without cooling air on rhe aircraft yaw channel caution lamp may remain
(unless required by an emergency). lighted, in which case, reset to put lamp out.
The tire detection system ground test switches a. Fuel distribution caution lamp--Lighted on-
(on ground check panel) should he checked til distribution is within limits.
for normal position.
c
125
t
WARNING
ECM
6 FT. PERSONNELKED \ I
ieOOoOOrob
Figure 2-2.
2-10
1.0. 1 F-l 11 WA-1 Section II
Normal Procedures
1 WARNING 1
2-11
-_^^,- ,....
Section II 1.0. IF-11 l(B)A-1
Normal Procedures
ENGINE CLEARING.
iIIxx2
CAUTION
4. Engine instruments--Check.
a. Fuel flow-l100 pph max. NotI?
b. TIT indicator-710 degrees C max. If battery power was utilized for engine start
c. Idle rpm-58 to 71 percent. completr the Power On checks prior to
d. Hydraulic pressure indicators2950-3250 psi, proceeding t<o the next checklist.
caution lamps out.
e. Idle oil pressure--30 to 50 psi.
f. Nozzle position--Open. AFTER ENGINE START.
5. Engine overspeed caution lamp--Out.
6. Generator switch--START (pause), then release After Engine Start checklists may be accomplished
to RUN, check caution lamp out. simultaneously.
Change 1 2-13
Section II T.O. 1 F-l 11 (WA-1
Normal Procedures
. hl<,vc the control stick rapidly full right Do not initiate the next step unless both sra-
tlrrough the &rent to the forw~rrl right bilizers indicate more than 8 degrees trailing
corner, firmly holding fwward pressure. edge up. If necessary, place the auto TF switch
Verify that the left horizontal stabilizer in- to OFF and repent Series Trim checks,
dicates IL m IX ctc,qrees down while the
stick is firmly lhcld for one second in this
extreme posilion, thrn release. 11. Surface motion test-complete.
* Rudder p&J-Check f,lr mow than 25 * Stability augmentation test switch-SURFACE
degrees of rudder in each direction. MOTION, and hold until next step is com-
e. Damper switches (A)-DAMPER. pleted.
f. Damper reset button --Momentarily de- . Flight control master test button-Depress and
pressed. (If necessary.) hold for the following checks:
Check that the pitch, roll and yaw damper * Rudder moves to right, then to the left.
caution tamps go out. * Left horizontal stabilizer drives to near zero
g. Trim-Checked. (Optional) degrees.
Move auxiliary pitch trim switch to OFF, . Right horizontal stabilizer drives to approxi-
zxtuafe stick trim button to NOSE DOWN mately IO degrees down.
2-14
K.O. lF-111 (WA-1 Section II
Normal Procedures
* control system caution lamps do not light. * Spoiler caution lamp lights.
* Flight control master rest butron-Rele:ase. * Spoiler reset button-Depress.
. Rudder returns to neutml. Check spoiler lamp out.
* Both horizontal stabilizers may drift together * Spoiler msf switch-INBD and hold until:
in pitch. * Inhoard spoilers momentarily extend, then
12. Surface motion and light rest-Complete. retract.
* Stability augmentation WS~switch--SURFACE * Spoiler caution lamp lights.
MOTION & LIGHTS and hold until next step * Flight control master test button-Release.
is completed * Spoiler reset button-Depress.
Check spoiler caution lamp our.
18. Grourrd roll spoilers/throttles-Check.
CAUTION * Ground roll spoiler switch-BRAKE.
EX
Check all spoilers extend.
Do not initiate the next srep unless the hori- * Lefr throttle--Advnnce slightly, then IDLE.
zontal stabilizers are more than 8 degrees (:heck ~11spoilers refract, then extend.
trailing edge up. If necessary. place the auto * Right throttle-Advencc: slightly, then IDLE.
TF switch f OFF and repeat Series Trim (Check all spoilers retract, then extend.
checks.
* Ground roll spoiler switch---OFP.
Check all spoilers retract.
. Flight control maswr fest butt-Depress and 19. UHF, TACAN and ILS mdios-Chmked.
hold for the following checks: Obtain altimeter setting and runway temper-
* Rudder initially drives right then reflurns f atore from fewer.
o%tral. 20. EPR/nozzle-Checked, set.
* Left horizontal srahilizer drives f near zero
21. Aunrpilot--Checked.
degrees.
* Right horizontal stabilizer drives f approxi- * Prior co T.O. IF-Ill(B593: I
mately 10 degrees down. * Pitch and roll autPilot/dsmper switches --
* Pitch, roll and yew damper, channel, and AUTOPILOT.
pircb and roll gain changer caution lamps Control stick motion may occur.
light (8). *Control stick steering--Checked.
* Flight control mz*ster cesf button--Release. Move control stick and check that refer-
- Rudder initially drives left then returns to cow oat engaged caution lamp lighrs. Lamp
,EUtral. will go out when stick is returned f new
tral.
* Both horizontal stabilizers may drift together
in pitch. * Altitude hold and consmnf track swirches--
Engaged.
Reference nor engaged caution lamp lights.
Note . Reference engage button-Depressed.
If all the lamps do not light, cycle the control Reference not engaged caution lamp goes
system switch fo T.O. & LAND and return f out.
NORM, then repeat the Surface Motion and * Move stick, then release.
Light Test checks. If all lamps still do llf Reference nor engaged caution lamp lights.
light, B malfuncrion is irldicated and correc- . Reference engage button-Depressed.
tion will he required before flight. Reference not engaged caution lamp goes
0C
* Autopilot release lever--Depressed.
13. Damper reset button-Depress momentarily.
Check that the roll and pitch autopilot/
14. Auto TF switch--ClFF. da,mper switches go to DAMPER and that
15. All caution lamps---Out. the altitde/mach hold and constant track/
16. Flap/slat handle-set for takeoff. heading nav selector switches go f OFF.
I?. Spoiler monitor test--Checked. . After T.O. IF-lll(B)A-593:
* Flight control master fessbutton-Depress and * Pitch and roll autopilot/damper switches-
hold. AUTOPILOT.
* Spoiler rest switch-OUTBD and hold until: Control stick motion may occur.
* Outboard spoilers momentarily extend, then * Altitude hold and coosfant track switches--
retract. Engaged.
2-15
Seciion II T.O. lF-11 l(B)A-1
Normal Procedures
2-16 Change 1
T.O. IF-lll(B)A-l Section II
Normal Procedures
2-168 Change 1
K.O. IF-lll(B)A-l Seciion II
Normal Procedures
(,..,.,( Note
Note
Figure 2-3.
iILx3
3. Hydraulic pressure-Checked.
Check for 2950 to 3250 psi indication. CAUTION
4. Brakes-Checked.
At light gross weights or with external scores,
Depress brake pedals and check for proper
sweeping the wings full aft may establish an
braking.
aft center of gravity condition, resulting in
5. Flight instruments-Checked. full nose strut extension and free castering
p
Check the flight instruments for proper oper- of the nose wheel.
/whr~i~/c;hir-i
ation during taxi.
:i...A:. :b.ii
4. Nose strut extension-Checked. (GO)
TAXIING WITH WINGS AFT OF 26 DEGREES.
5. Rudder authority switch-FULL. (Confirm)
6. Perform the steps under Taxiing with Wings
1. Flap/slat handle-UP.
at 16.26 Degrees, this section.
2. Wing sweep handle lockout controls--(~be&d.
B 1X.
B 19
20.
A malfunction is indicated if rhc takeoff N 21.
trim indicator lamp does not light immedi- 22.
ately after takeoff trim button is depressed.
N 23.
24.
8. Engine/inlet and anti-icing switch--AUTO.
B 9. Fuel quantity and fuel distribution-Checked.
1 WARNING 1
73-b e
N 11. Automatic sequencing-Initiated. Prior IO placing the ground jettison switch to
* Sequence number setwheels-First destination. ARM, insure that immediate area is clear of
personnel, ther i!ircraft and equipment.
- Destination ~~~~shh~~rton-Depress.
* Sequence nrrmber 5elect pushbutton-De-
press.
B 12. Flight instruments and radios-Set for takeoff. Romhs/missiles without nuclear warheads in-
Command math, airspeed, and altitude digital stalled are considered non-nuclear stores for
readoots should he set t meaningful values purposes f cmcrg:ency iettiso ~Iccomplish
that are coordinated and ~:nderstod by both stews 2-i and Ei fr hO)llbS/11:jSSil-l$~,,,hs~I~~~ssi~.~s
without
crew m!mbers. nllclear warhc;ds.
pG-1
IIIzzz!
CAUTION
. Excessive angle-of-attack may result from re-
tracting Haps too rapidly.
Abrupt stick inputs to rotate the aircraft will
prodor<: rapid rotation and li%)A, and anay . Maneuvering Right at angles-of-attwk greater
cz~sf,scc:,i.essivc loads 10 be aPpirc i 3~0the main rhao IO degrees should be avoided.
landing gear structure, possibly resulting: in For typic-al takeoff, xc figure 2-i. Refer to the Per-
&image to the gear. formance Appendix for takeoff data.
2-21
Section II 1.0. 1 F-l 11 @)A-1
Normal Procedures
Takeoff (Typical)
80 KNOT CHECK
Nose wheel steering - Disengaged. Wing sweep handle As require
Flap and slat handle:
A. Retract flaps incrementally at
rate which will result in an
angle-of-attack not to excee
Landing gear handle UP.
speed - Checked
Figure 2-4.
CROSSWIND TAKEOFF.
LEVEL OFF.
B 1. Station check-Completed.
2. IX-As desired.
N 3. Failure of either forward or aft indicator
HF radio-SSB.
pointers will cause improper forward and aft
N 4. IRRS function s&cm-As desired. tank fuel distribution if engine feed is in
N 5. KM mode selectors (I)-REC. (If installed) AUTO. Do not remain in AUTO. Fuel dis-
N 6. RHAW power/audio control knob-As desired. tribution must be controlled manually to
7. Radar altimeter-Set to 5000 feet. maintain cg within safe limits. A redundant
N 8. System power(CAE)-As required. furl distribution monitoring system is in-
cluded to provide aft center-of-gravity moni-
toring in any mode of engine feed. Refcl
to Abnormal Fuel DistributionJlndication,
Section III.
Do not open the weapon bay doors inflight
if a flight data recorder is installed (as indi- Refer to Appendix I for cruise operating data. Refer
cated in the Form 7X1 1. to Section I for fuel system operation.
NOtI
Final Approach . The wings must be at 26 degrees or less to
banding Pattern(Typical)
Fiv-
2-28
X.0. IF-1 1 llll)A-1 Section II
Normal Procedures
,,,.,.,I
Note
wheel does not rise from the runway. The stick can be sure is varied for takeoff gross weight. Partial dynamic
brought to the full aft position without unsticking the hydroplaning occurs to varying degrees below these
nose wheel at speeds below approximately 90 KIAS. speeds. When an airplane is subjected to hydroplaning
Be prepared to lower the arresting hook and engage to any degree, directional control becomes difficult.
the runway barrier if the aircraft cannot be stopped Under total dynamic hydroplaning conditions, nose
prior to reaching the end of the runway. Maximum wheel steering is ineffective and wheel braking is non-
braking should be released, if practical, at approxi- existent. In addition to dynamic, two other types of
mately 25 knots to prevent the brakes from fusing and hydroplaning can occur. Viscous hydroplaning can
immobilizing the aircraft on the runway. At light OECW on a damp runway and at speeds less than those
gross weights, the anti-skid system cycling will he associated with dynamic hydroplaning, and is caused
quite extreme and will continue throughout the ground by a thin film of water mixed with ruhber deposits
roll until just before the aircraft is stopped. At heav- and/or dust. Reverted rubber hydroplaning is caused
ier gross weights, little anti-skid cycling will he noted. by skid which boils the water on the runway, causing
If safety or operational considerations dictate that the the rubber to revert to its natural latex state and seals
ground roll must he the absolute minimum possible, the tire grooves, delaying water dispersal. Reverted
touchdown can be mode with full anti.skid braking ap- rubber hydroplaning can occur at very low airspeeds.
plied. When possible hydroplaning conditions exist, pilots
should he aware of the following:
HEAVY GROSS WEIGHT LANDING. Smooth tires tend to hydroplane with as little as
.08 inch of water. New tires tend to release hydro-
A heavy gross weight landing will be accomplished dynamic pressures and mill require in excess of .2
with a 16 degree wing sweep (if cg permits) in the inches of water depth to hydroplane.
same manner as a normal landing except that, main-
Takeoffs with crosswinds on water covered run-
taining an on-speed indication will result in higher
ways should he made with caution. An aborted
approach and touchdown speeds. These higher speeds,
takeoff on a wet runway initiated at ot near hydro-
doe ro heavier weights, result in increased braking
planin!; speed will require considerably more ran-
requirements and stopping distances. Refer to Appen-
way than a dry runway abort and directional con-
dix I for landing data.
trol of the airplane will he critical until the speed
has decreased below hydroplaning velocity.
HYDROPLANING. in the absence of accurately measured runway wa-
ter depths, pilots may use the following informa-
tion to determine the possibility of hydroplaning
when landing tnosr he accomplished on a wet run-
pi---
way that does not have a porous surface ot is not
grooved:
If hydroplaning conditions exist, the landing a. Rain reported as LIGH?Dynamic hydroplan-
roll will he increased by an indeterminate ing unlikely, viscous and reverted rubber hydro-
amount; therefore, be prepared for a depar- planing are possible.
ture end harrier engagement.
b. Rain reported as MODERATE-All types of
hydroplaning are possible. Smooth tires will
likely hydroplane; however, new tires are less
Dynamic hydroplaning is a condition where the tires
likely to hydroplane.
of the airplane ore separated from the runway surface
by a fluid. Under conditions of total dynamic hydro- c. Rain reported as HEAVY-Hydroplaning will
planing, the hydrodynamic pressures between the tires OCCT.
and runway lift the tires off the runway to the extent
that wheel rotation slows ot actually stops. The major
factors in determining when an airplane will hydro- LANDING ON SLIPPERY RUNWAYS.
plane are groundspeed, tire pressure, and depth of -2-z
water on the surface. To a lesser degree, the surface The technique for a slippery runway landing is essen-
texture, type of tire, and tire tread depth influence the tially the some as that for a short field landing. During
total hydroplaning speed. Total dynamic hydroplaning the high speed portion of the landing roll, particularly
in this airplane with recommended tire pressure and under wet ot icy conditions, little braking capability
.I inch or more of water ot slush on the runway can will be available. This is because of the low coefficient
he expected at approximately I15 knots groundspeed of friction available due to hydroplaning or a very low
(main landing gear) and 150 knots groundspeed (nose RCR. Maximum aerodynamic bcaking should be used
wheel) cansidering,a takeoff gross weight of 86,000 to throughout the landing toll to aid in decelerating the
90,000 pounds. These speeds will change as tire pres- airplane. To avoid inhibiting wheel spin-up, and to
2-30
T.0. 1 F-l 11 @)A-1 Section II
Normal Procedures
improve wet runway wheel cornering capability, in- During touchdown from a wing-low crabbed approach,
sure rhat the aircraft is firmly on the runway and the pilot may experience the sensation of bouncing
positively under control prior to applying brakes. On from gear to gear which may be aggravated by use of
wet runways during the high speed portion of the roll, roll control in attempting to keep the wings level. The
little deceleration will be felt due co rapid anti-skid probability of this occurring will be reduced if a firm
cycling. As speed decreases, braking potential on a wet touchdown at the recommended angle of attack is
runway will increase and lxakes should be applied as accomplished. If this condition is encountered, mini-
required to stop the airplane. On an icy runway, the mize use of roll control unril the aircraft has settled
coefficient of friction will remain fairly cc8nstant through the struts and is firmly on the ground. After
throughout the landing roll and brakes should be ap- touchdown, the pilot should use rudder, roll control
plied as required. Aerodynamic control, differential and differential braking as required to maintain direc-
braking and nose wheel steering may be used to main- tional control. Hull control effectiveness may be in.
tain directional control. Nose wheel steering should creased significantly by cracking a throttle, thereby
not be required until areodynamic control becomes retracting the spoiler brakes and allowing the sloilers
ineffecrive. If planned stop~ping distance indicates that to function as an aid to roll control. When the desired
a stop on the runway is doubtful, divert or make either direcrional control change is achieved, return the throt..
an approach end or departure end barrier engagement, tie to idle to extend the spoiler brakes. If nosewheei
depending on the severiry of the situxion. Refer to steering is required, it should be initiated with the
Appendix I for ground roll distance for various run- rudder pedals at or near neutral, since rhe nosewheel
x-uy condit~ions. xii1 rapidly assume a position relative to the ruddex
;~cdal position at engagement, Unless required for di,.
rectional control, nosewheel steering should not be
CROSSWIND LANDING (DRY RUNWAY). engaged until the aircraft has slowed to taxi speed and
&,2-.\
en crovwlnd conditions ate encoot~tertd, a crab
jusr prior to turning off the runway. When landing
with slats/flaps up, refer m Crosswind Takeoff And
technique on final approach should be used to compen-
Landing Limits, Section V, for recommended touch-
sate for drift. Under visual conditions a wing-low drift
down technique and limits. When landing with aug-
wrrection technique may be used, however, airspeed mentation off, refer to Dampers Off Landing, Sec-
and glidePath control becomes more difficult. Addi- tion III.
tionally, wheo the airscraft sideslips to the right, air-
flow to the angle of attack sensor begins to be blanked
by the aircraft nose at a sideslip angle of approximately CROSS IND LANDING (SLIPPERY RUNWAY).
IO degrees. As the ,sideslip angle is increased beyond 7 Z-2,
The problem of maintaining directional control on a
this Point, the angle of attack sensor indicates increas-
slippery runway becomes more difficult as the effective
icgly lower values of angle of attack. Therefore, it is crosswind is increased. Consequently, aircraft flight
recommended ther steadyaate rudder inputs be kept path alignment with the runway must be established
hc~low se&en degrees as inputs of a larger magnitude during the approach to prevent drift at touchdown.
may result in erroneous angle of attack indications. Restricted visibility, poor ground references, and crab
Sideslip to the left will not affect the angle 01 attack angle will further complicate the task of establishing
sensor; therefore, the aircraft may sideslip to the left to alignment during the approach. Pilots should he aware
the limits presented in the flight manual. During the that excessive maneuvering during the final phase of
transition to touchdown (approximately 75 feet above the approach may induce misalignment and/or drift
the ground), the drift correction technique should and may make it impossible for the pilot to determine
actual aircraft track.
shift gradually from B crab to ;t wing low crabbed
co, -action at rouchdown. The pilot should attempt to
touch down with no drift and the longirudinal axis of
the aircraft aligned with the runway, which will mini-
mize sideloads on the landing gear. However. if the
crosswind component is ercessive, it will be necessary
to land in a combination wing-low crabbed a~ttitude, Proper runway alignment for approaches and
landings under low RCR conditions is ex-
nor to exceed IO degrees yaw or crab angle af touch-
tremely critical. Avoid excessive maneuvering
down.
on final approach under these conditions. Aic-
craft drift or rlight path misalignment at
touchdown i,.crc:urs susceptibility to skidding
or hydroplxning, which may cause loss of
Direction-I control during landing roll. If
a, crafr <ir;fi is not corrected prior to touch-
ihe ground ill a bank angle oi : 5 .!,:.;,-re:i c..R... execute a missed approach.
Section II 1.0. IF-Ill(R1
Normal Procedures
___ .._._.,_...,,,._
-~ .,..., .~~ .,. -.----.--
Section II T.O. IF-lIl(B)A-I
Normal Procedures
CLOSED PATTERNS.
TAXI-BACK LANDINGS.
GO-AROUND.
T.O. 1 F-l 11 (BJA-1 Section II
Normal Procedures
POSTFLIGHT.
Note
ALERT PROCEDURES. .
AIRCRAFT ACCEPTANCE.
NOiC?
If it is necessary fo perform an acceptance
check prior fo EWO configurarion, accom-
plish acceprance procedures as indicated, how-
ever, do nor use Cocking procedures, Ac-
complish After Landing, Engine Sbut-
down, and Postflight checklists prior to
releasing aircraft fo maintenance for EWO
loading. Normal aircraft acceptance mosr
then he accomplished when EWO loading is
complete.
Normal Procedures
After maintenance Personnel have declared the aircraft CREW CHANGEOVER PREFLIGHT PROCEDURES.
to he EWO configured and ready to he placed <on alert,
rhc alert crmv will continue rhe acceptanc,c check When a crew is replaced hut the aircraft is to remain
which consists of accomplishing the following: on alert, the new crew will accept the aircraft by
accomplishing the Stores Sral~ion Inspecrion (start-
1. Before Exterior Inspection. ing with Bomb/Missile Preflight) and Daily Alert
-.7 Exterior Inspection. Preflight checklist.
3. Srores Station Inspection.
4. Inrerior Inspfxfion. SCRAMBLE.
5. Before Starting Engines. Aircrews will use the appropriate Scramble and
6. Starting Engines. Takeoff checklists when the execution order is given.
7. After Engine Stxrl~. Bold face items in the Scramble checklists are the
minimum requirements for an EWO launch; how-
8. Before laxiing.
ever, all items should be accomplished if time and
If the aircraft will not be moved prilx to ac-
conditions permit. Applicable items of the checklist
complishing the Cocking checklist, the Be-
map be accomplished while taxiing; however, extreme
fore Taxiing checklist need not be accom-
carrion must be used ro insure safe operation. After
plished.
takeoff, review applic;lhle checklists to insure comple-
9. Penetration Aids Self Test Procedure.
tion of all items. Normal Right manual procedures
After complering the acceptance Preflight, and at apply when airborne. After leaving the runway on
required time, the alert crew will place the aircraft oo moving exercises, accomplish the After Landing
alert in the cocked configuration hy accomplishing the checklist and, after reaching the alert parking area, re-
Cocking checklist: cock rhe aircraft using the Cocking checklist.
POWER-ON POSTURE.
SECURITY.
If a Power-On posture is directed during a Power-
Entrance to the designated NO LONE ZONE of a
Off scramble, the crew should complete the Power-
cocked aircraft will he only upon approval of the
Off Scramble checklist Prior to accomplishing the
assigned pilot. Procedures for access to the weapon Power-On Cocking checklist.
system will bc in accordance with command directives.
DAILY ALERT PREFLIGHT.
DAILY PREFLIGHT (AIRCRAFT ON ALERT LINE).
A generalized visual inspection of the aircraft will be
.rhe daily alert preflight will be accomplished once accomplished co check for overall condition. Specific
each 24 hours hv the assigned alert crew using the attention should be directed toward checking for dam-
Daily Alert Preiight checklist. If an alert is sounded age, leaks, and area cleanliness.
while the daily preflighr is being accomplished, the
aircraft will be complcrcly recooked prior co attempt- Exterior Inspection.
ing scramble procedures.
B 1. External homh/missilepreAight-Accomplished.
MAINTENANCE WHILE ON ALERT. (Crew changeover)
6 2. Bay door interlock switchSAFE. (If required)
Maintenance may Ix performed without uncocking B 3. Bay door lockpin-InsraIled. (If required)
provided force timing is not degraded, powor is not 64. Internal bomb/missile preflight-Accomplished.
placed on the aircraft, access ro the cockpit or weapon (Crew changeover)
hay is not required and no electrical component is
involved. If a requirement exists to defuel, the aircrew
will uncock the ail-craft using the Uncocking cbeck-
list. When the aircraft has been uncocked for main-
tenanceidefueling and the work is completed, the
Exterior Inspection, Stores Station Inspection and
Power-Off Interior Inspection will be accomplished . The bay door Icxkpin must be installed and
prior to performing the Cocking checklist: Normal the hay door interlock switch positioned to
servicing requirements for water, oxygen, hydraulic SAFE prior to weapon bay entry.
or pneumatics, which do not require accexi to the
cockpit or weapon hay may be accomplish,?d on a . Insure we;lpon bay door area is clear of equip-
cocked aircraft. ment and personnel prior to door actuation.
2-37
Section II T.O. 1 F-l 11 (B)A-1
Normal Procedures
power-On.
hay do--.Closed.
preflight -- Accom-
If the position
Iof the bay dor control switch
is not in agreement with position of the
Power Off Preflight. (Both) weapons bay doors, the doors may actuate to
the commanded position when hydraulic and/
Note or electrical prnver is applied t the aircraft.
To prevenr missile moisture accumulation on
the AGM-69 missile loaded aircraft, delay the N 16. Function select knob-OFF
supply of ground cart pneumatic pressure to
the aircraft until ready t begin Power On Power On Preflight. (Both)
Preflight (Both) checklist.
N7 Ejection handle and center beam safety pins e. Air flow selector switch-NORM. (If in-
Installed. stalled)
8 Wing sweep handle-Set for takeoff. f. Exchange exit air control switch--OVER-
9 Wing sweep handle lock controls-On. RIDE.
10 Flaps/slats-As required, confirmed. (GO) B 23. Communications panel--Set.
Operations where aircraft are exposed to the 21. Auto TF switch-OFF.
elements may require the flaps/slars fo he re-
25. Flight control system switch-NORM.
tracted to minimize corrosion and ptevent
accumrdation of ice and snow in flap/slat 26. Rudder authority switch-AUTO.
wells. 27. Auxiliary pitch trim switch--STICK.
11, Takeoff trim-Checked. 2x. Speed brake switch-IN.
N 12 Weapon hay doors-As required. 29. Anti-skid switch-ON.
Weapon bay doors should he closed if B-43 .iO. Ground roll spoiler switch-BRAKE.
weapons are carried in the weapon hay; oth- 31. Flap/slat switch-NORM.
erwae open or closed as required by climatic
32. Flight control disconnect switch-NORM, cover
corlditions.
down.
13. Left throttle-OFF.
33. Flight instruments reference select switch-PRI.
14. Hydraulic pressure-Checked. (2950.3250 psi)
34 Landing/taxi lights switch-OFF.
15. Engine ground starf switch-OFF.
35 IJtility hydraulic isolation switch--NORM.
16. Cartridge--lllstalled. (If required) (GO)
36 Instrument systems coupler mode selectcr knob
Cartridge installation must he performed at
-As desired.
this time if external starting air is not avail-
able; otherwise, cartridge installation may be 37 Optical display system mode selecr knob-CMD.
delayed until after right engine shutdown. 3x Radar altimeter control knob-ON.
9 Engine/inlet anti-icing switch-AUTO.
40 Pitot/probe heater switch-OFF/SEC.
41 Windshield wash/rain removal selector switch
--OFF.
42, AFRS compass mode selector knob--SLAVED
The pilot will verbally confirm with the and lat set.
ground observer that the left throttle is OFF 63. Hemisphere selector switch-As required.
and the engine ground start switch is OFF 44. Emergency generator/cutoff pushbutton - IN
prior fo cartridge installation. and safetied.
45. Generator switches (2)-RUN.
17. Right throttle-OFF. 46. Fuel dump switch-OFF.
If a starter cartridge is not installed after left 47. Air refueling switch--CLOSE.
engine shutdown, insure that external air is 48. Fuel tank pressurization selector switch -
available for immediate restart prior to shut- AIJTO.
ting down right engine. (Air running but not 49. Engine feed selector knob-AUTO.
.,
j: ,, : ,c,peCt,ed~ I ,,,
N 62. Radar function kno&STBY. The scramble procedure is a coordinated effort by both
N 63. RHAW system power/audio knot--OFF. crew members and the ground crew. During these
procedures, the pilot must be alert for signals from
N 64. Navigation display unit: the ground observer. If assistance is needed, the taxi
a. Fix mode selector kno&OFF. lights will be flashed to signal the ground observer to
b. Nav mode select pushbutton-1 only. connect the interphone.
N 65. Sequence number set wheels--Set 01.
N 66. IRKS function selector knobOFF. BOTH:
N 67. External power-Checked OFF.
Navigator musf insure that external power is 1. EXTERNAL B-43 PLENUM BLOCK COVERS -
off prior to accomplishing remaining items. REMOVED. (IF REQUIRED)
I ,I 2. CLIMATIC COVERS - REMOVED.
N 68. Compurer control unit:
Flight crew will insure char all climatic covers
a. Pun&m select knob-GND ALIGN.
are removed.
b. Indicator lighting control kno&Set. !*-.
c. Test select knob--NORM.
d. General navigation computer switch-GNC. PILOT:
e. Weapons delivery computer switch-WDC. 1. BATTERY AND EXTERNAL POWER SWITCHES-
f. Astrocompass Ilshbutr[rn-Selected. ON.
g. Do,>,,lrr radar pushbura,n-Selected.
b. INS ground align knob-STRD HDG.
N 69. 1FF master control k.nob-STBY.
N 70. 11% code selector knobs-As briefed. If engine start is nor required, accomplish the
871. Circuit breakercln. checklist appropriate for directed posture.
a-ii. Personal gear-Arranged.
8 73. Combat mission folder container--Checked.
74. Battery switch-OFF. 2. AUXILIARY/PARKING BRAKE- PULLED.
a 75. Canopies-Checked. 3. ENGINE GROUND START SWITCH -CART.
76. Exrern:~l power cart-OFF, not disconnected. 4. LEFT THROTTLE - START POSITION.
(If required) (GO) Advance throttle to IDLE immediately.
9
77, Ground safety pins and safety locks-Removed. 5. Oxygen-ON/ 100 percent.
L?& Externnl B-43 i>lenom block covers--Installed. 6. HYDRAULIC LOW PRESSURE CAUTION LAMPS
(If required) -OUT.
7. LEFT GENERATOR SWITCH - START, (PAUSE)
RELEASE TO RUN, CAUTION LAMPS OUT.
B 15. External B-43 plenum block coversRemoved. 14. FLAP/SLAT-SET FOR TAKEOFF.
(If required) 15. TAKEOFF TRIM-SET.
E
16. Taxi light switch-OFF. 16. Hydraulic pressure indicators-2950-3250 psi.
17 Radar altimeter control knob-XXX. 17. RIGHT GENERATOR SWITCH-START, (PAUSE)
18. Pitot/probe heater switch-OFF/SEC. RELEASE TO RUN, POWER FLOW INDICATOR
UHF #2 radio-OFF. NORMAL.
19.
20. TACAN-OFF. 18. Electrical power and air Conditioning-Normal.
N 21. Radar function knob-OFF. 19. TAXI LIGHT-ON.
N 22. IFF master control k~no&OFF.
23. Generator switches-RUN.
22. NOSE WHEEL STEERING - ENGAGED, INDI-
24. Engine feed selector knob--OFF.
CATOR LAMP LIGHTED.
25. Fuel transfer knob-OFF.
23. FLIGHT INSTRUMENTS-CHECKED.
26. Anti-collision lights-OFF.
Position lights-OFF. 24. WARNING AND CAUTION LAMPS-CHECKED.
27.
28. Formation lights--OFF. 25. GROUND JETTISON SWITCH-ARM. (LAUNCH
ONLY)
29. Fuselage lights-OFF.
26. PITOT/PROBE HEATER SWITCH-HEAT.
30. Ground air conditioner/heater-Connected. (If
required) (GO) 27. Instruments-Checked and set.
831. Canopy hatches--Climatic. 28. Radar altimeter control kno&On.
32. Wheels-Chocked. (GO) 29. Radio call--Completed.
33. Auxiliary/parking brake-In. 39. TAKEOFF DATA-REVIEWED.
31. TAKEOFF TRIM/FLAPS AND SLATS-CHECKED.
11. Inertial nav mode select pushbuttonSelected. 25. Pivot pylon jettison ground safety lockpins-
12. Align lamp-Flashing. Installed, LOCKED.
Do nor delay launch until align lamp is flash- 26. Internal/external bomb/missile rack ground
ing; however, if changing ground position safety pins and external fuel tank pylon ground
only, delay taxiing until align lamp is flash- safety pins--Installed.
ing if possible. 27. Internal/external B-43 plenum block covets-
Ii. FUNCTION SELECT KNOB - NAV. Installed.
14. WEAPON BAY DOOR-CLOSED.
15. Selected sequencing-Initiated.
16. TAKEOFF DATA-REVIEWED. STRANGE FIELD.
iIIxr.l
CAUTION
precheck selector valves to REFUEL
and then to SEC while observing
Howmeter. Flow should rise while
the
in
Remove nose wheel chocks and work stands, the REFUEL position, indicating that
compression of the nose wheel strut causes the selected refuel valve has opened.
nose wheel movement which could result The valve should then close when the
in structural damage if chocked. SEC position is selected.
(10) Precheck selector valves-REFUEL.
Precheck selector valvesREFUEL. Conrime refueling operations.
(3)
(11) Position lights/stores refuel battery
(4) Fueling hose ground cable-Connected.
power switch-STORES REFUEL.
Cormect the grounding cable from
the fueling hose to the aircrafr. If external tanks are installed, place
the position lights/stores refuel bat-
(5) Ground refueling receptacle cap-Re-
tcry power switch to STOKES RE-
moved.
FUEL.
(6) Fuel nozzle--Connected to refueling re- (12) Tank pressure gage-Monitor.
ceptacle. If pressure exceeds 3 psi, discontinue
(7) Start fuel servicing unit and open fuel refueling operation and determine the
not2le. cause. The tanks should he depres-
(8) Precheck selector valv+PRI or SEC. surized and air should flow from the
(As applicable) vent during fueling.
Within a few seconds after fuel flow
is indicated, position all precheck se-
lector valves to PRI or SEC as appli- Note
cable. The fuel flow should drop to Fuel tanks ate full and valves are closed when
less than 10 gpm indicating that all
primary wives have closed. the i-lowmeter on the fuel truck falls to zero.
(16) Single point refueling control access (5) If the forward tank quantity is 4000
doors-Closed and latched. pounds or greater, place forward rank
(17) Position lights/stores refuel battery selection switch to forward feed and al-
power switch - NORM. (If external low fuel pumps to operate for approxi-
tanks were fueled) mately 2 minutes to assure a full reser-
voir rank.
(6) Bay F-I and F-2-Refueled.
Note
h-cm/t
Nose Gear Nose Gem
Gross Weight MNilZ C;ear
11000 Pounds) (2 x 6.6 - 10) (21 x 7.75 - IO)
OVERINFLATION PERMISSIBLE FOR ALL GROSS WEIGHTS BUT NOT TO EXCEED MAXIMUM
SPECIFIED ABOVE.
Figure 2-7.
Note
STARTING ENGINE.
If engine ground scarf switch is nor re-
1. Connect external power and air or install car- turned to OFF, nose wheel steering will be
tridge-Accomplished. inoperative.
2. Ground ignition cutoff switch-NORM.
3. Battery and/or external power switches-ON. 12. Generator switch-START (pause), release ro
(As applicable) RUN.
Engine start may be accomplished using either
battery or external power, or both.
NOtI2
4. UHF radiosON and set.
5. Engine feed selector knob-AUTO. If the generator caution lamp remains lighted,
6. Position 1ightsBRT and FLASH. place the generator switch co OFF/RESET,
7. Auxiliary/parking brake-Pulled. hold to START (pause), then release to RUN.
8. Engine ground start switch-PNEU or CAR-
TRIDGE. (As applicable) 13. Air refueling switch-CLOSE.
Place the engine ground start switch to PNEU 14. External power switch-OFF, external power
when starting the engines with external start. and air units removed.
er air or to CARTRIDGE for a cartridge start. 15. Rudder authority switch-FULL.
2-48
1.0. lF-I 1 l(B)A-1 Section II
Normal Procedures
Note Note
2. External fuel rank pylon ground safety pins- 4. General condition of born&Checked.
Removed. (Stow aboard aircraft) 5. Bomb rack ground safety pin-Removed. (Stow
aboard aircraft)
NOW
BEFORE ENTERING COCKPIT. (PILOT)
. For normal operations, the speed brake/main
I. Ejecrion handle safety pins (Zl-Installed.
landing gear door ground lock should be left
installed until one engine has been motored 2. Canopy renter beam safety pins (3)-Installed.
or started. This will prevent safing of the door 3. Bilge pump lock pins--Stowed.
after the ground lock is removed. 4. Emergency oxygen bottle pressure Check-1400
to 2500 psi.
. The stores station iapection and bomb pre-
Aighr will be accomplished concurrently with 5. All circuit breakers--lo.
the aircraft exterior inspection. 6. Ground check t~aoel-Check.
- Computer power switches (3)-ON.
. The landing gear emergency system may be
actuated by contact with the lever actuator * CADC power switch-POWER.
located in the main wheel well on the left * Ground ignition cutoff switch-NORM.
side. Exercise care when inspecting this area. * Gyros power switch-GYROS.
* Mach trim test switch--NORM.
STORES STATION INSPECTION. (NAV) * Fire detect switches--NORM.
7. PublicationsChecked.
Fxternal Bomb Stations: 8. Radio beacon set-ON or as applicable.
1. Battery switch---OFF.
2. External power switch-OFF.
3. Cahin air distribution lever-set.
The weapons bay doors safety interlock
B 4. Personnel equipment.
switch will be in the SAFE position and the
a. Restraint harness and inertial reel-Connect-
weapons hay door kxkpin installed before
ed and checked.
entering the weapons bay. hue that the yoke of the restraint har-
ness is adjusted firmly against the neck
with head againsr~ headrest and sitting
1. Weapons hay doon interlock switch-SAFE.
erect to allow full reel-in in the event of
2. Weapons bay doors, lockpin-Installed. subsequent ejection. Check the condition
3. MAIJ-12 bomh rack: of the restraint harness. Check operation
a. Ground safety pin--Installed. of the inertia reel in the locked and un-
tb. lnflighr safety lockpin-Removed or in- locked position.
stalled. (As applicable) b. Oxygen regulator-Installed.
2-51
Section II T.O. 1 F-l 11 @)A-1
Normal Procedures
iIIzr2
CAUTION
10.
9. Rudder authority
Throttles-OFF.
switch-AUTO.
Care musf he taken so as not to damage valve II. Speed brake switch-IN.
port screens when connecting oxygen regula-
12. Anti-skid switch-ON.
tor to restraint harness and oxygen supply
hose, or when connecting mask-hose fo 13. Ground roll spoiler switch-OFF.
oxygen regulator. These screens are easily Ii. Flap/slat system selector switch-NORM.
damaged by improper/careless handling, and 15. Flight control disconnect switch-NORM, cover
inadvertently placing fingers on screens while down.
performing any of the aforementioned tasks.
16. Flight instrument reference select switch-PIU.
17. Landing/taxi lights switch-OFF.
c. Oxygen mask and communication cotd- tl8. Nuclear consent switch-OFF, guard down. (If
Connected. required)
19. Bombing timer-OFF.
d. Oxygen lever-OFF, then ON.
Turn the oxygen lever OFF and inhale 20. Landing gear handle-DN.
several times. Note that breathing becomes 21. Utility hydraulic system isolation switch -
more difficult due to the restrictions of NORM.
the antisuffocation valve. Also observe 22. Ground jettison switch-OFF, guard down.
that the antisuffocation valve on the front 23. Arresting hook handle-In.
of the regulator unseats with each in-
24. Clock--Set.
halation, then turn the oxygen lever ON.
25. Optical display system mode select knobMAN.
26. Aiming reticle cage lever-Uncage.
27. Radar altimeter control knob--Full CCW.
iIYzI2
CAUTION 28.
29.
Engine/inlet
Pitot/prohe
anti-icing switch-AUTO.
heater switch-OFF/SEC.
To Prevent possible regulator damage, do not 30. Windshield wash/rain removal selector switch-
turn oxygen ON until dust cap has been re- OFF.
moved from quick disconnect fitting and
il. AFRS compass mode selecror knob-Slaved and
mask hose has been connected.
LAT set.
32. Hemisphere selector switch-As requited.
e. Oxygen regulator-Checked. 33. Emergency generator indicator/cutoff pushhur-
ton-In and safetied.
* Oxygen control knob-EMER.
Check that a positive pressure is felt in 34. Emergency generator switch-AUTO.
the mask and that the diluter valve does 35. Generator switches (2)-RUN.
not nle. 36. Antenna select switchesAs required.
* Oxygen control knob-100 percent. 37. Landing gear emergency (alternate) release
Inhale and check that the diluter valve handle--IN.
does not move. 38. Fuel dump switch-OFF.
* Oxygen control knob-NORM.
39. Air refueling switch--CLOSE.
Inhale and check movement of the di-
luter valve through the screen on the 40. Fuel tank pressurization selector switch-AUTO.
top of the regulator. 41. Engine feed selector knob-OFF.
5. Air conditioning control panel: 42. Fuel transfer knob-OFF.
a. Temperature control knob-As desired. 43. TFR channel mode selector knobs (2)-OFF.
h. Air source selector knobBOTH. 44. Spike control switches (2)-NORM.
c. Mode selector switch-AUTO. 45. UHF #-m-OFF.
d. Pressurization selector switch-NORM.
46. TACAN-OFF.
e. Air flow selector switch--NORM. (If in-
47. ILS power switch-OFF.
stalled)
f. Exchange exit air control switch-NORM. N 48. Radar transponder control panel-Checked.
(OVRD if external stores are installed) . I%KxKI~ knob areas briefed.
B 6. Communications panelSet. . Power k;roh--OFF.
7. Auto TF switch--OFF. . DeccKir knob--As briefed.
252
T.O. IF-lll(WA-1 Section II
Normal Procedures
2-53
Section II 1.0. 1 F-l 11 (WA-1
Normal Procedures
QTY and check that indicators decrease to c. Check that forward and aft tank fuel quan-
5 quarts on the left indicator and 5.7 quarts tity indicator pointers, totalizer, and select
on the right indicator and check that the tank pointer move smoothly.
oil low lamp lights. Release test switch and
check that indicators return to original read-
ings.
piGi-
11. Oxygen quantity-(::hecked,
Check that oxygen quantity is adeqwte for
mission. Place oxygen quantity test switch to If either forward or aft rank fuel quantity
OXY QTY. Oxygen quantity indicator should indicator pointers indicate a malfunction, do
decrease to zero. Note that the oxygen quan- not fly the ;airccaft.
tity caution lamp lights when indication
is 2 liters, Release the test switch and nore
that the caution lamp goes out and that the d. Fuel distribution caution lamp-Lighted af-
quantity indication returns to original value. ter I? seconds.
12. Fire detect circuit--,-Checked. e. Fuel quantity indicator test button-Release.
* Hold the agent discharge/fire daect tes: switch f. Fuel distribution caution lamp-Remains
to FIKE DETEC1 TEST and check that the lighted for IO to 15 seconds, then goes out.
wheel well hot caution lamp and both engine 17. Engine feed selector knob-AUTO.
fire warning lamps are lighted. Release the Select AUTO when the forward tank pointer
switch. is approximately 2000 pounds outside the bar
index of the fuselage fuel quantity indicator.
* Position the fuselage overheat test switch to
LOOP 1. The wlheel well hot caution lamp
shall not light. Not=2
* Position the fuselage overheat test switch to If fuel tank expansion space has been reduced
LOOP 2. The wheel aell hot caution lamp due to fuel overfill or rhermal expansion, some
shall not lighr. fuel venting may occur while the fuselage
fuel quantity indicators are returning from
the test indications if the engine feed selector
Note
knob is positioned to AUTO too soon. Fuel
The fire detection system ground test switches venting must cease prior to takeoff.
(on ground check panel) should be checked
for normal position. a. fuel distribution caution lam~lighted uo-
til distribution is within limits.
switch to NOSE DN, then NOSE UP; * Both horizontal stabilizers may drift together
check control surfaces travel in response in pitch.
to switch positions. Move auxiliar:y pitch 12. Surface motion and light test-Complete.
trim switch to STICK and check trim but- * Stability augmentation test switch-SURFACE
ton NOSE DOWN, NOSE UP, RWD, MOTION & LIGHTS and hold until next step
LWD, and rudder trim left and tight, is completed.
check control surfaces give proper re-
sponse to trim inputs. Leave control sor-
faces out of center for subsequent check of
takeoff trim system. CAUTION
IIY.IIl
8. Flaps/slats-Retracted.
Do not initiate the next step unless the hori-
zontal stabilizers are more than 8 degrees
Note trailing edge up, If necesary, place the auto
TF switch to OFF and repeat Series Trim
When the control system switch is in N0R.M
checks.
and the slats are retracted, a small oscillation
may occur in the horizontal stabilizers which
will be transmitted through the airframe. * Flight control mater test button-Depress and
This condition is normal and will disappear hold for the following checks:
when the slats are enended. * Rudder initially drives right then returns to
ne11tral.
9. Series trim--Check. * Left horizontal stabilizer drives to near zero
* Takeoff trim-Set. degrees.
* Trim nose up for one second. * Right horizontal stabilizer drives to approxi-
mately IO degrees down.
* Wait for tbc horizontal stabilizers to stop driv-
ing at more than 8 degrees trailing edge up be- * Pitch, roll and yaw damper, channel, and
fore completing the next step. pitch and roll gain changer caution lamps
light (8).
10. Auto TF switch-AUTO TF.
The control stick shall drive slightly forward, * Flight control master test button-Release.
the TF fly up off caution lamp shall light and * Rudder initially drives left then returns to
the reference not engaged lamp shall. light. lletIal.
These checks are valid whether TF is opera- * Both horizontal stabilizers may drift together
tional or not. in pitch.
Note
CAUTION
iIIxx3 If all the lamps do not light, cycle the control
Do not initiate the next step unless both sta- system switch to T.O. & LAND and return to
bilizers indicate more than 8 degrees trailing NORM, then repeat the Surface Motion and
edge up. If necessary, place the auto TF switch Light Test checks. If al1 lamps still do not
to OFF and repeat Series Trim checks. light, a malfunction is indicated and correc-
tion will he requited before flight.
* Spoiler test switch-INBD and hold until: Check that the roll and pitch autopilot/
* Inboard spoilers momentarily extend, then damper switches go to DAMPER and that
retract. the altitude/math hold and constant track/
* Spoiler caution lamp lights. heading nav selector switches go to OFF.
22. Radar altimeter--Checked,
* Flight control master test button-.-Release.
Depress and hold radar altimeter control
. Spoiler reset button-Depress. knob, check for a indication of 95 (~~12)
Check spoiler caution lamp out. feet prior to T.O. lF-111-996 or 300 (-t15)
18. Ground roll spoilersithrottles-Check. feet after T.O. 1F.Ill.996 and that radar al-
* Ground roll spoiler switch-BRAKE. titude low lamp goes out. Select another chan-
Check all spoilers extend. nel and repeat test.
23. IX&As desired.
* Left throttle-Advance slightly, then IDLE.
2/t. Takeoff trim-Set, confirmed. (GO)
Check all spoilers retract, then extend.
25. TFR operational check: (Prior to T.O. lF-lll-
* Right throttle-Advance slightly, then IDLE. 996) I
Check all spoilers retract, then extend.
* Ground roll spoiler switch-OFF.
Check all spoilers retract.
19. UHF, TACAN and ILS radios-Checked.
Ohtain altimeter setting and runway temper-
ature from tower. Do not transmit with the TFR if personnel
20. EPR/nozzle--Checked, set. or equipment are within the dangerous radar
emission area. See figure 2-2.
21. Autopilot--Checked.
* Prior to T.O. IF-lll(B)A-593:
* Pitch and roll autopilot/damper switches- Note
AUTOPILOT. Control stick motion may c- 0 If time prohibits pilot accomplishing this
cur. check on the ground, both crew members
* Control stick steering-Checked. must accomplish inflight prior to TF pera-
Move control stick and check that reference tion.
not engaged caution lamp lights. Lamp will
0 This check must be accomplished on the
go out when stick is returned to neutral.
ground or above low altitude radar altimeter
* Altitude hold and constant track switches range (5000 feet absolute) to obtain proper
Engaged. light indications.
Reference not engaged caution lamp lights.
* Reference engage button-Depressed. 0 When switching channels, or changing clear-
Reference not engaged caution lamp goes ance plane settings, a momentary TF fail and
out. fly-up maneuver may occur. Prior to T.O. lF-
lll(B)A-593, the autopilot release lever can
* Move stick, then release.
be held depressed to prevent the fly-up ma.
Reference not engaged caution lamp lights.
neuver from occurring. After T.O. lF-Ill(B)
* Reference engage button-Depressed. A-593, the autopilot release/pitch control
Reference not engaged caution lamp goes stick steering lever can be held depressed to
Of. the first detent to prevent the fly-up maneu-
* Autopilot release lever-Depressed. ver from occurring.
Check that the roll and pitch autopilot/
damper switches go to DAMPER and that l The flight vector caution lamp will be on u-
the altitude/math hold and constant track/ til the INS is partially aligned.
heading nav selector switches go to OFF.
. After T.O. lF-lll(B)A-593: a. Antenna cage pushbutton indicator lamp
* Pitch and roll autopilot/damper switches - Out.
AUTOPILOT. Control stick motion may oc- b. TF, SIT and GM mode check-Complete.
cur.
* Altitude hold and constant track switches- NOit?
Engaged. If, on the ground, the TF warning lamps stay
The autopilot captures the reference alti- lighted, check angle-of-attack indicator. If the
tude and track. reading is not in the range of plus 2 to plus 6
* Autopilot release/PC% lever-Depressed to degrees, moving probe into this range will
second detent. put the lamps out.
2-60 Change 1
1.0. 1 F-l 11 (g)A-1 Section II
Normal Procedures
(1) TFR channels mode selector knobs--L (9) SIT and GM check--Checked.
TF, R SIT. Rotate range selector knob from E to
(a) Channel fail caution lamp-Lighted. 5, checking for following indications:
The Channel Fail Caution Lamp In 15 mile position, scope should show
of the channel in TF should be 15 mile range with three cursors even-
ON, and the lamp of the channel ly spaced. Check 10 and 5 for proper
in SIT should be OFF. range and live evenly spaced range
(b) Reference or ATF not engaged can- cursors. Switch to GM and check an-
tion lamp (as applicable)-Lighted. tenna tilt in 5 NM range. Return
(c) TF fly-up off caution lamp- selector knob to E and check range
Lighted. cursors in GM 5, 10, and I5 as above.
(d) TF fail warning lamp-Lighted. c. TFR channel mode selector knobs-STBY.
(2) ISC pitch steering mode switch-TF. d. Radar altimeter channel selector switch-
The IX most be in a mode other than Opposite channel.
ILS, AILA, or TKR RV. e. Repeat TF, SIT, and GM mode check with
(3) ADI/ODS pirch steering barsFull up. TFR and radar altimeter channels reversed.
(4) Radar altimaer bypass switch--BY- 25A. TFR Operational Check: (Afrer T.O. lF-lll-
PASS. 996)
If check is performed on the ground
the switch must be held in the bypass
position.
(a) Check TFR channel
lampsOut.
(b) Check TF fail warning
(c) TF fly-u~p off caution
fail caution
lamp--Out.
lamp--Out. Do not transmit
I with the TFR if personnel
(d) Reference not engaged caution or equipment are within the dangerous radar
lamp-Lighted. emission area. See figure 2-2.
(e) ADI/ODS pitch steering bars -
Dive.
(5) Radar alrimerer bypass switch-R~elease Note
to NORMAL. (Ground check only) . If time prohibits pilot accomplishing this
Any time the aircraft is below 5000 check on the ground, both crew members
with radar altimeter operating, this must accomplish TFR Inflight Operational
switch will automatically release f Check, Section IV prior to TF operation.
normal.
. This check must be accomplished on the
(6) E scopcchecked.
Adjust the: confrasf control until a ground to obtain proper lamp indications.
thin vertical line along the right side . When switching channels or changing clear-
of the E scan is discernible. Adjust the ance plane settings, a momentary TF fail may
memory cmtrol knob so rhe sweep is occur.
repainted just prior to the fade point.
Set the video knob to mid-poin.t (ad- . The flight vector caution lamp will be lighted
just the optimum target display when until the INS is partially aligned.
at low alrirude).
(7) Self-test p&c-Checked. a. Antenna cage pushbutton indicator lamp -
Check for the presence of a test pulse. OUt.
(8) Zero command line-Check. b. TF, SIT, and GM mode check--Complete.
(a) Ride cootrol knobchecked.
Rotate thru each position. ,Check
the zero command line position Note
for proper movement and a
l If, on the ground, the TF warning lamps stay
smooth curve for the three ride
lighted, check angle-of-attack indicator. If the
settings.
reading is nor in the range of plus 2 to plus 6
(b) Terrain clearance knob--Checked.
degrees, moving probe into this range will
Rotate thru each position. Check
put the lamps out.
the zero command line position
for proper movement and a . After T.O. lF-lll(B)A-651, rhe velocity cau-
smooth cllrve for all clearance tion lamp will be lighted during ground
settings. checks.
Change 1 2-60A
Section II 1.0. lF-I 1 l(B)/\-1
Normal Procedures
(1) Terrain clearance knowet 300 feet. (4) ISC pitch steering made switch-TF.
(2) Radar altimeter index pointer-Set 100 (5) Radar altimeter control knob -Depress
feet. and hold.
(3) TFR channel mode selector knobs -L (a) Radar altimeter-300 (&15) feet.
TF, R SIT.
(b) Radar altitude low warning lamp--
(a) Channel fail caution lamp-Lighted. Out. I ,.,.
The channel fail caution lamp of
(c) TF failure warning lamp--Out.
the channel in TF should be
lighted, and the lamp of the chan- (d) TFR channel fail caution lamps-
nel in SIT should be out. Out.
(b) Reference or ATF not engaged cau- (e) TF fly-up off caution lam&+-Our.
tion lamp (as applicable)-Lighted. (6) Radar altimeter bypass switch - BY-
(c) TF fly-up off caution lamplighted. PASS and hold.
(d) TF fail warning lamp-lighted. (a) TF failure warning lamplighted.
(e) Radar altitude low warning lamp- (b) Radar altitude low warning lamp-
Lighted. Lighted.
2-608 Change 1
1.0. 1 F-l 11 (WA-1 Section II
Normal Procedures
(c) TFR channel fail caution lamps- (13) SIT and GM check-Checked.
Lighted. Rotate the range selector knob from
(d) TF fly-up off caution lamp-Out. E to 5, checking for following indi-
cations: In 15 mile position, scope
(e) Pitch steering bar and aural com-
should show 15 mile range with three
mand will indicate a maximum climb
cursors evenly spaced. Check 10 and
command.
5 for proper range and 5 evenly spaced
range cursors. Switch to GM and
Note check for antenna tilt in 5 NM range.
The pitch steering bar and aural command Return range selector knob to E and
may be indicating a climb command due to check range and cursors in GM 5, 10,
the presence of forward video. However, rhe and 15 as above.
induced fail condition of this test will pro- c. TFR channel mode selector knobs-STBY.
vide a maximum climb indication for both
d. Radar altimeter channel selector switch-
the manual and aural command devices.
Opposite channel.
e. Repeat TF, SIT. and GM mode check with
(7) Radar altimeter bypass switch-Release TFR and radar altimeter channels reversed.
to NORMAL.
26. Pitot heat--Checked (GO), then OFF/SEC.
(a) TF failure warning lamp-Out. Turn pita/probe heater switch to HEAT and
(b) Radar altitude low warning lamp- have ground crewman check probes for op-
Out. eration.
(cl TFR channel fail caution lamps-
0C
(8) Terrain clearance knob--Set 400 feet.
pii-
(a) TF failure warning lamplighred.
(b) Radar altitude low warning lamp-
Lighted. Do not place pitotlprobe heater switch to
(c) TFR channel fail caution iamp- HEAT unril ground crewman is ready to
Lighted, for channel in TF mode. check the pitot probes, otherwise overheating
(d) Pitch steering bar and aural com- may result with possible injury to ground
mand will indicate a maximum climb
CreWtll*.
command.
(9) Radar altimeter control knob--Release
(10) E scope--Checked. NAVIGATOR.
Adjust the contrast control until a thin
This checklist may be accomplished any time power
vertical line along the right side of the
E scan is discernible. Adjust the mem- and air conditioning are available.
ory control knob so the sweep is re- 1. Function select kno&GND ALIGN.
painted just prior ro the fade point. Check that the INS hear lamp lights im-
Set the video knob to midpoint (ad- mediately after entering ground align mode.
just for optimum target display when The align lamp should light within 90 sec-
at low altitude). onds after going ro the ground align mode.
(11) Self-test pulse--Checked. Alignment is complete when the align lamp
Check for the presence of a test pulse. mwts flashing.
(12) Zero command line--Check.
(a) Ride cor~trol kno&Checked.
Note
Rotate thru each position. Check
the zero command line position If only one computer and the INS are pow.
for proper movement and a wed up simultaneously, the computer will
smooth curve for the rhree ride
halt.
settings.
(b) Terrain clearance knob--Checked.
Rotate thru each position. Check 2. RHAW Power/audio control knob-Midpoint.
the zero command line position 3. Radar function knob-STBY.
for proper tno~ement :and a
smooth curve for all clearance set- 4. Data entry:
tings. a. Data switch-ENTRY.
Change 1 2-61
Section II 1.0. IF-III(B)A-I
Normal Procedures
B 1. Altimeters-Set
9. Horizontal situation display (HSD) data entry:
(If applicable)
a. Data switch-ENTKY.
b. Address select switch-Data number. (201.
250)
c. Sequence number set wheels--Set to 00.
d. Address select switch-LAT. Do not push in on standby altimeter set knob
Fnter reference latitude. when setting barometric pressure as disen-
e. Address select switch-LONG. gagement of the gear train between the indi-
Enter reference longitude. cating pointers and the barometric scale may
f. Address select switch-ELEV/RMAP. occur, resulting in erroneous altimeter read-
Enter map radius (inches). ings. Observe that the pointers and barometric
g. Sequence number set wheels-Set to 01. scale move simultaneously with set knob ro-
tation.
h. Address select switch-LAT for Lambert
Conformal or LONti for Mercator.
i. Data entry pushbuttons-Enter central LAT B2. Ejection handle and center beam safety pins-
or LONG. Remove, display to ground crew, and stow.
10. RHAW systemxhecked. 3. Weapons bay doors:
a. Power/audio control knob-As desired. a. Weapons bay doors-Clear. (GO)
2-62
T.O. 1 F-l I l(B)A-1 Section II
Normal Procedures
263
Section II T.O. 1 F-l 11 (WA-1
Normal Procedures
TAKEOFF.
Nose wheel steering should he used during the takeoff 0 If obstacle clearance is required, aircraft pitch
roll and should he disengaged at 80 knots (rudder attitude should be increased after takeoff co
becomes effective at 50 co 70 knots), since rud<.ier dis- 15 degrees (not co exceed 13 degrees angle-of-
placement necessary for directional steering may be attack). Do not retract flaps or slats until
excessive for nose wheel steering. The aircraft instro- the obstacle has been cleared, pitch attitude
mencs must be monitored closely co assure normal air- reduced, and angle-of-attack is within recom-
craft performance and operation. Particular attention mended limits.
must be paid co the nozzle position and EPR indicators
CO assure thrust requirements are at acceptablu levels.
Crosscheck airspeed indicators for proper operation. Immediately after nose wheel lift off, a forward stick
Decision (Sl) speed is used as the decision point for motion may he required co arrest the rotation of the
either aborting or continuing the takeoff. The takeoff aircraft, ;and the stick shoold he adjusted co maintain
will be continued if aircraft operation is ,normal: 10 degrees of pitch attitude for aircraft lift off. Land-
otherwise the takeoff will he aborted. (Refer to T.0. ing gear retraction should he initiated when safely
IF-11 I(BI-I for takeoff date computacions.~ At 15 airborw After lift off, maintain this attitude constant
knots below takeoff speed initiate back stick pressure and as the aircraft accelerates retract the Haps/slats
co achieve a rotation race that will result in a takeoff incrementally at a race which will result in an angle-
attitude at the recommended takeoff speed. Rotate the of-attack not to exceed IO degrees. During heavy gross
aircraft smoothly co takeoff attitude nod avoid abrupt weight takeoff <:onditions (above 90,000 pounds) it wiii
stick inputs (especially at light gross weights) that be necessary co olaintaio angle-of-attack between X xnd
would result in rapid strut, extension of the main iand- 10 degrees IO avoid exceeding the flap limit spee<l
ing gear at liftoff.
(,,.,.,
CAUTION
iII.zzl
Abrupt stick inputs co rotate the aircraft will . Excessive angle-of-attack may result from re-
produce rapid rotation and liftoff, and may tracting flaps.
cause excessive loads to be applied co the main . Maneuvering flight at angles-of-attack greater
landing gear ~tr~~c~wz. possibly resulting in than 10 degrees should he avoided.
damage to the gear.
2-65
Section II T.O. lF-111 (B)A-1
Normal Procedures
piGi-
CLIMB.
. Excessive angle-of-attack may result from re- The recommended ~:timh speed, as shown in Appendix
tracting Haps too rapidly. I, should he fottowcd.
2-66
T.O. 1 F-l 11 MA-1 Section II
Normal Procedures
B 1. Station check-Completed.
Note
2. IX-As desired.
N 3. HF radio-SSB. The nitviyator will monitor aircraft altitude,
N .f. airspeed, angle-of-artack, configuration, and
IRRS function selectnr-As desired.
position during lxneuation, approach, and
N 5. liCM mode selectors (3)--K%. (If installed) missed ;~pprmch. Reference will be made fo
N 6. RHAW power/audio control knob-As desired. the applicable FLIP cbarr to ascermin that the
7. Radar alrimerer--Set *o 5000 feet. aircraft is following the established pattern.
The pilot will be notified of any significant
deviation irc)rn rhr desired parameters, pene-
tration, approach or missed approach pattern.
Do not open rhu weapon bay doors in flight B 1. Penrtrerion and approach pmcedures--(:hecked.
if a flight data recorder is installed (as indi-
a. Letdown plate--Reviewed.
cated in the Form 781).
h. Altitude calls-Kcviewed.
The navigator will announce the altitude
Note when passing li,OOO, 10,000, and 5,ooO
feet MSI.. He will also notify the pilot
Refer co crew duties, Section IV. for in flight 1,000 feet above initial level off and when
procedures. approaching the ~DH/MDA. Both crew
members will crosscheck altimeters during
dcscrnc.
CRUISE. 2. Kadar altimeter-Set.
Set rhc radar altimeter to the ahsolure altitude
After transfer of all external, w,eaPon bay, and wing that corresponds fo the DH/MDA.
tank fuel, check fuselage fuel quantity indicators for 6 3. Fuel panel and quantity--Checked.
normal disrriburion and usage. Forward ancI aft to- Check fuselage fuel indicator totals against co-
gether should equal toralizer, ( + 10001 pOds. talizer reading (i 1000) pounds. If engine
feed is in AUTO. verify normal distribution.
If aft tank is empty (pump lamps !ighted)
swircb LO FWD.
N 4. Landing data--Checked.
Compure approach speed and stopping dis-
fance for initial landing/approach weight and
Failure of either f<rrw;ird or aft indicaror configuration. If runway conditions remain
pointers will cause kmproper fonvard and aft the same, only approach speed need he com-
tank fuel distribution if engine feed itr in puted for subsequent approaches and landing.
AUTO. Do not remain in AlJTO. Fuel dis- If desired, compute wing sweep for landing
tribution must he controlled manually to from Wing Sweep for Landing chart.
maintain cg within safe limits. A redumlant 5. Wing sweep handle and lockout controlsSet
fuel distriburion monitoring system is in- 26 degrees, ON.
cluded to provide aft center-of-gravity m,oni- Check wing position indicator to assure wings
toring in any mode of engine feed. R,efer moved to position selected.
to Abnormztl Fuel Uistriburion/lndicati~,n, 6. Cabin air distribution control lever-As re-
Section 111. quired.
7. Anti-skid switch-ON, caution lamp oaf.
Refer co Appendix I for cruise operating data. Refer B 8. Oxygen-As required.
to Section I for fuel system operation.
9. lSC/HSI course XI knob---As required.
IO. Ground roll spoiler switch-As required.
AIR REFUELING. Bll. AltimetersSet.
12. Damper switches (3)~DAMPER.
Rtvfer co I.<). i IC- I for general air refueling proce-
N 13. TFK mode selector knohsSTBY.
dures and 10 I,(). I-IC-!-21 for specific air refueling
procedures for i.i::r ail-wift. N l.<. RHAW system Power/audio knob-.-OFF.
2-67
Section II T.O. lF-1 ll(B)A-1
Normal Procedures
Note (,,.,.,
Note
. In the event slats/flaps do not extend with the LANDING.
wing sweep handle at the 26 degree detent,
move the handle sli,shtly forward of 26 de- Not.2
grees and reattempt extension.
. Airloads may prevent full slat extension at See figure 2-6 for typical Landing Pattern
airspeeds approaching the slat limit speed; and airspeeds.
however, as airspeed is reduced resultant low-
ering of airloads will allow full slat extension.
Brakes should be used as required compatible with
. Maintain 1 g wings level until slats/Haps runway available. For Landing Data, refer to the Per-
are exrended to the desired position. formance Appendix.
2-69
Section II 1.0. IF-1 1 l(B)A-1
Normal Procedures
Normal landings should he accomplished with wing Turbulence, gusty winds, or other conditions
sweep as required, full flaps and the pattern flown as may exist which may induce variations in
illustrated on figure 2-6. For clean configuration, the angle-of-attack or airspeed or will cnose ex-
initial approach should be entered at 300 KIAS. Enter cessive sink rates to develop on final approach.
the pattern as local policies dictate, using the throttles The pilot may decrease angle-of-attack to
as necessary to maintain pattern airspeeds and altitudes. eight degrees or increase final approach speed
During the crosswind turn, do not exceed 60 degrees 10 knots in such cases to improve aircraft
of hank maximum and adjosr power to 80-X5 percent. handling characteristics. To avoid undesirable
On downwind leg-. wings level. extend the landing touchdown characteristics, this additional air-
gear, slats, and flaps. Do not decelerate below 240 KIAS speed should he dissipated so that an on-
prior to full extension of slats. Flaps should be extend- ;yrey indication exists prior to initiation of
ed by it two-step procedure; first. extend flaps to I5
degrees, then to full down when helow 220 KIAS. Al-
though trim changes associated with gear and flap After the aircraft enters ground effect (approximately
extensions are small, a noticeable decrease in angle-of- 30 to 50 feet above the ground), the aircraft will tend
attack (approximately 0.25 degree per degree of flap to rotate in the nose-down direction. At this point, the
exrension) will be evidenced as slats and flaps are pitch attitude should he increased slightly (3-4 de-
extended. Approximately 30 seconds (no wind condi- grees) to reduce the descent rate to approximately one-
tion), start base leg turn, with computed final approach half that used on final approach. Allow the aircraft to
speed plus 20 knots or 160 KIAS minimum, whichever touch down in this attitude. This results in a slow
is higher. Do not allow airspeed to drop below final indication at touchdown. After establishing touchdown
approach speed plus 20 knots until rolled out on final attitude, reduce power slightly to lower aircraft to
approach. runway. Upon touchdown, smoothly retard throttles to
IDLE, then lower nose wheel to runway. No attempt
should he made to grease the aircraft on, as this de-
lays compression of the struts and subsequent spoiler
extension. A firm touchdown will allow spoiler exten-
p-E-,..,., sion when throttles are retarded to IDLE and result
in a mote comfortable and safer landing. When the
spoilers extend. the aircraft will tend to fall thrwgh
Throughout traffic pattern maneuvering, cross due to the center of rotation being shifted from the
check the angle-of-attack indicator and in- aircraft center of gravity to the main gear. Maintain
dexers to assure IO degrees angle-of-attack is directional control with rudder nod differential hrak-
not exceeded. ing until ready to turn off the runway or turn around
on the runway. Normally nose wheel steering should
nor he engaged until speed has decreased to normal
Complete the final turn with minimum clearance of taxi speed. Normal ground roll distance is computed
500 feet above field elevation. After rolling out on fin;!1 with brakes applied at X0 knots; however, brakes can
approach and establishing the desired glide angle, be used throughout the landing roll. Refer to Appen-
adjust power as necessary to attain approach angle-of- dix 1 for landing data.
attack indexer on-speed indication.
pii-,..,.,
NCd.3
HYDROPLANING.
2-71
Section II 1.0. lF-11 I (BI
Normal Procedures
until the speed has decreased below hydroplan- flow IO the angle of attack sensor begins to be blanked
ing velocity. by the aircraft nose at a sideslip angie of approximntely
IO degrees. As the sideslip angle 1:; increased beyond
3. In the absence of accurately measured runway
this point, the angle of attack wnsor indicates increns-
water depths, pilots may use the following in-
ingly lower values of angle of attack. Lherefore, it is
formation to determine the possibility of hydrw
recommended that steady-state rudder inpots he kept
planing when landing must be accomplished on
beIon, seven degrees as inputs of .t larger magnitude
a wet runway that does nor have it porous sor-
may result in crroneum angle of attack inclications.
face or is not grooved:
Sideslip to the left will not affect the angle of attack
Kain reported as LIGHT-Dynamic hydro- sensor; therefore. the aircraft may sidesl!l> to the left
planing unlikely. viscous and reverted rob- to the limits presented in the Hight manual. Doring the
ber hydroplaning are possible. transition to touchdown (approximately 75 feet above
Rain reported as MODERATE-All types of the ground), the drift correction technique should siriit
hydroplaning are possible. Smooth tires will gradually from a crab to a wing low crabbed correc-
likely hydroplane; however, new tires are tion at touchdown. The pilot should atrcmpt to touch
less likely to hydroplane. down with no drift and the longitudimd axis of the
aircraft aligned with the runway. which will minimize
Rain reported as HEAVY-Hydroplaning
sideloads on rhe landing gear. 1However. if the cross-
will occur. wind component is excessive, it will hc necessary to
land in a combination wing-low crabbed attitude, oat
to exceed 10 degrees yaw or cruh angle at touchdown.
LANDING ON SLIPPERY RUNWAYS.
l Do not extend flaps by normal or emergency vator position is not in the above envelope,
method until approximately 70 percent slat sweep the wing until it is. As the wing is
extension has been verified. To do so could swept forward from 26 degrees, the elevator
result in the flaps being locked at approni- required to trim will move in the down di-
mately 15 degrees with zero (or partial) slat rection.
extension. Flight in this configuration could
result in stall or uncontrolled roll off. If tbe Note
system locks, refer to No (Or Partial) Slats
And Partial Flaps Landing, Section III. The above elevator position range will pro-
vide safe operation for all landing wing
sweeps and store loadings. For the aft limit for
NOta
landing with a specific configuration, refer to
0 IO the event slats/flaps do not extend with the Section V.
wing sweep handle at the 26 degree detent,
move the handle slightly forward of 26 de-
grees and reattempt extension. SIMULATED SINGLE ENGINE LANDING.
. Airloads may prevent full slat extension at
Simulated single engine landing should be flown with
airspeeds approaching the slat limit speed;
one engine at idle rpm, following the Single Engine
however, as airspeed is reduced resultant
Go-Around procedure, Section III.
lowering of airloads will allow full slat ex-
tension.
. Maintain 1 g wings level until slats/flaps GO-AROUND.
are extended to the desired position.
The decision to go around should he made as early as
possible. When the decision to go around is made,
12. FlapsDown and verified. smoothly advance the throttles and continue the ap-
proach because a touchdown may be necessary. As the
a. Flaps-Down to 15 degrees.
aircraft accelerates, rotate the nose to a climbing atti-
tude and when the altimeter and vertical velocity show
a definite rate-of-climb proceed with the normal after
takeoff checklist. Fly clear of the runway as soon as
practicable. In the accomplishment of a go-around
from the approach condition at light gross weight,
If aircraft starts to roll off after the slat/flap application of MAX AB on both engines will result
handle is placed to the I5 degree position, in a significant nose-up pitching moment. The forward
sufficient lateral control is available to counter stick movement to counter the induced nose-up mo-
an asymmetrical flight condition. Refer to ment, plus the normal forward stick required to main-
Landing With Flap/Slat Malfunction, SW- rain level flight as the aircraft accelerates, results in
tion 111. a large forward stick deflection. Forward stick trim
authority may not be sufficient to correct this nose-up
tendency, and forward control stick application may
b. Flaps-Full down. he required. However, adequate longitudinal control is
13. ISC/HSI course set knob-As required. available to maintain level flight.
14. Landing lights-on.
15. Elevator position indicator (liPI)--Check.
CLOSED PATTERNS.
At IO degrees angle-of-attack, check elevator
position. If the elevator position is between Closed traffic patterns are normally flown in clean con-
12 degrczs trailing edge up (forward limit) figuration at 250-300 knots by initiating a smooth
and 4 degrees trailing edge up (aft limit) climbing torn to a point abeam intended touchdown,
at 26 degrees wing sweep, or between I5 where aircraft configuration for landing is established.
degrees trailing edge up and 6 degrees trailing
edge up (12 and ,I respectively with auxiliary
flaps) at I6 degrees wing sweep, the aircraft TAXI-BACK LANDINGS.
is within the center-of-gravity limits. For
wing sweeps berween 26 and 16 degrees, When accomplishing a taxi-back landing, do not turn
linearly interpolate using the elevator posi- off the runway short of the end if braking require-
tion values for no auxiliary flaps at 16 degrees ments cause the normal brake energy limits in Section
wing sweep and values of I2 degrees (for- V (I8 million foot pounds) to be exceeded. The full
ward limit) to 4 degrees (aft limit) trailing runway length should be used if excessive braking
edge up for 26 degrees wing sweep. If the ele- would be required to torn off sooner. This will reduce
l-75
Section II 1.0. IF-1 11 (B)A-1
Normal Procedures
heat build-op io the brakes and insure maximum brak- 17. Radar altimeter--As required.
ing capability for suhscquen~ operations. 18. Take off trim-Set.
B 19. Flight instruments and radio-Set for takeoff.
t----w B 20. Canopies-Closed and latched, warning lamp
CAUTION 0C.
t .rr~...rm..J 1 821. Canopy larch handle lock tab-Flush.
Have ground crew check brake remperatxe B 22. Warning and raurion lamps-Checked.
prior co setting auxiliary parking brake. B 2.3. Oxygen-As required.
If the temperature is :~cceptahle to the bare B 24. Lkkeoff data-Checked.
hand, the auxiliary paking brake may be set. Determine the nozzle/EPK values used for
The Taxi-Back Checklist will he accom- takeoff. Rotation speed will beihe final ap
plished after clearing the runway. When a preach speed used for rhe previous approach.
sear change is required, the change sequence
N 25. Attack radar-As required
is immaterial. During the seat change,
ground interphone communications will be N 26. JFF mnxer control km,h-As required.
esrahlished. When both xatioos we being N 27. Nav mode select pushbutton--As required.
changed, a responsible individual will cxcupy 28. Pitot/probe hexer-Hear.
the hrsr vacated sear until the other se-eat B 29. Lower helmet v&-As practical.
change is completed. Extreme caution must be
exercised throughout rhe ~maneuver. Ingines
should remain at IDLE. Personnel will .secure NCh
loose equipment fo prevent its ingestion into
an engine. lf the forward equipment hot lamp Proceed with Takeoff Checklist. If aircraft
lights insure that the arc3 in front of either is co remain in closed traffic accomplish
engine is clear, then advance engine rpm co Transition Checklist after takeoff.
80 percent. When the I;unp goes oaf, retard
rhc throttle to IDLE and complec the seat
change. If the lamp does nor go of, refer fo
Gution Lamp Analysis. Section III. AFTER LANDING. (NAV READS)
NOit?
safety pins-Installed.
If borh horizontal stabilizers do not droop
(symmetrically or asymmetrically) within 60
Note
seconds, a malfunctioning horizontal stabili-
l The ejection handle safety pins provided zer servo valve is indicated, which will re-
must be inserted center console outboard to quire corrective action prior to next flight.
preclude interference of the pins with seat
adjustment. 12. Emergency generator--Checked.
. Destruct panel lockout pins installed if pre- The emergency generator-indicator lamp will
light momentarily as the last engine driven
viously removed.
generator disconnects from the ac buses. The
lamp will go out when hydraulic pressure
14. Engine feed selector knob-OFF. driving the emergency generator is depleted.
B 13. All switches and controls--<)ff, normal or safe.
3. Flap/slat handle-As required. If the oxygen lever is left on and the regula-
N 4. Function select knob-OFF. tor is set tu EMER, liquid oxygen may flow
5. Aerial refuel switch-OPEN. (If used) through the regulator, creating a potentially
The engine feed selector knob must be in hazardous situation.
AUTO or BOTH before the air refueling re-
ceptacle will open. POSTFLIGHT.
6. Applicable throttle--OFF.
I. External stores jettison A, jettison B and nuclear
Note master circuit breakersOut. (Bombs aboard)
2. Ground safety locks and safety pinsInstalled.
The flight control system computers operate
(GO)
on 115 volt ac power from the essential ac
Pilot must insure maintenance personnel have
bus. The essential ac bus is, in-turn, normally
installed all ground safety locks aad pins
fed by the kit generator. An interruption of
prior to departing. If qualified personnel are
power to the essential ac bus, such as loss or
not available, locks and pins will be installed
shutting down of the left generator or switch-
by aircrew.
ing from left generator to external power will
cause a mild shifting of the flight controls.
This may also be accompanied by stick move- Note
ment. Usually this will be felt as a mild air Ground safing procedures will be performed
frame disturbance and should not be cause for by aircrew if qualified MMS personnel are
COIICW. not available. (See ground safing procedures,
this section.)
7. Dampers-OFF.
8. Hydraulic pressure--Checked. 3. Ground saiing procedures-Performed. (If ap-
Check for 2950 to 3250 psi indication. plicable)
9. Power flow indicator--Check TIE. 4. Bomb discrepanciesReported.
10. Remaining throttle--OFF 5. Applicable forms--Completed.
Tbis is the last page of Section II.
Change 1 2-77/2-78
T-0. IF1IIIlllA-I
Emergency Procedures
1 EMERGEtVCY
PROCEDORES 1
Page
Landing With Abnormal Fuel Distribution ~~~~.~~~~3-27
Landing With Flap and Slat Malfunctions ~~~ ~~3-28
Landing With Asymmetric Stores ~~~~ ~~~~~.~~~~3-32
Hydraulic System Failure Landing ~3-32
Landing Gear Malfunctions ~~~~~3-32
Single Engine Landing ~~ ~~~~ ~3.34
Single Engine Emergency Generator Landing ~~~3-35
Single Engine Go-Around ~~~ ~~~~~~~~~~3-35
Pitoc Probe Icing ~~~~~3.36
Nuclear Malfunction Analysis 3-36
Caution Lamp Analysis 3-39
Change 1
Section III 1.0. IF-I 1 I (EI
Emergency Procedures
NOW Note
It is impossible to establish a pre-determined
0 During any inflight emergency when strut-
set of instructions that would provide a
tural damage is known or suspected that may
ready-made decision applicable to all situa-
adversely affect aircraft handling character-
tions. Tbe emergency conditions combined
istics, a controllability check should be per-
with the pilots analysis of the conditions of
formed at a safe altitude. This check should
the aircraft, type of emergency and his pro-
be performed in the anticipated landing con-
ficiency are of prime importance in deter-
figuration. If adequate control response is
mining the urgency to land. The following
available, and if it is practicable, maintain
provides general guidance.
this configuration for landing.
2. Motor engine.
TAKEOFF EMERGENCIES
ABORT/BARRIER ENGAGEMENT.
EXTERNAL STORES JETTISON BUTTON-DEPRESS. Hot brakes will usually occur during any
(If required) maximum
Brake
braking abort, wet ot dry. Refer to
Energy Limits, Section V. Do not t
Note
set parking
abort.
brakes after a maximum braking
I
Nuclear stores will not be jettisoned.
at normal
BARRIER ENGAGEMENT.
energy absorbed during the engagement. When toll 6. Fuel dump-As requited.
back occuts after an engagement the aircraft will roll 7. Flap/slat handle-As required.
bade parallel to the center line of the runway for a. Flap/slat retraction-Maintain established pitch
either on center ot off center engagements. Roll attitude and retract flaps/slats at a rate to main-
hack may be shortened by the use of even braking; tain 8.5 degrees angle-of-attack.
however, difficulties may be experienced in maintain-
ing aircraft alignment with braking while it rolls back.
The following recommended steps will aid in success-
ful barrier engagements:
3. Maintain takeoff speed until obstacles ate cleared. ENGINE FIRE DURING TAKEOFF.
4. Landing gear handle-UP, when safely airborne.
5. Air source selector knouFF. (If required) If Decision Is Made To Stop:
1. ABORT.
Refer to Abort/Barrier Engagement ptoce-
0 Significant thrust is gained with the air source dures, this section.
selector knob OFF.
If Fire Persists:
. l With air source off, no servo air will be
available for throttle boost or fuel rank pres- 2. Fire pushbutton-Depress.
surization. Lack of tank pressurization will 3. Agent discharge-Actuate.
degrade fuel dump rate. 4. Abandon the aircraft.
1.0. 1 F-l 11 (B)A-1 Section Ill
Emergency Procedures
Note
. Use caution to prevent inadvertently depress,. A normal reduction of rudder authority will
ing the wrong pushbutton and shutting down occur as slats are retracted. This may be felt
the good engine. Even though the button may as a kick-back on the rudder if mote than
be depressed again to open the fuel shutoff
7.5 degrees rudder deflection is being held.
valve and allow restarting the engine, the
hydraulic shutoff valves cannot be reopened
12. Air source selector knob-As required.
to provide hydraulic power for flight control
13. Land as soon as possible.
system operation.
l Deoressine the enaine fire pushbutton the
_ I .,
AFTERBURNER FAILURE DURING
second time will reopen the f;el shutoff valve
and disarm the fire extinguisher agent dis- TAKEOFF.
charge valve. Full afterburner thrust will be required for normal
takeoff. If afterburner fails during takeoff the thrust
I
3. AGENT DISCHARGE-ACTUATE. loss is significant. Abort the takeoff if failure occurs
4. EXTERNAL STORES JETTISON BUTTON-DEPRESS. prior to being committed to takeoff. If failure occurs
(If required) after takeoff is committed, attempt to regain AB by
recycling the throttle to MIL and back to AB.
Note
Nuclear stores will not be jettisoned. TIRE FAILURE DURING TAKEOFF.
Directional control is not difficult with a blown tire
1; Throttle bad engine-OFF.
if nose wheel steering and differential braking are used
Landing gear handle-UP, when safely airborne.
properly. The aircraft will lean significantly to the
7. Maintain takeoff speed until obstacles are cleared. side of the blown tire. The brake on the good tire
8. If fire is confirmed and continues-Eject. should be used normally. Do not lock the brake on the
wheel with the blown tire.
If Fire Is Extinguished:
If Decision Is Made To Stop:
9. Air source selector knob-OFF. (If required)
1. ABORT.
Note Refer to Abort/Barrier Engagement proce-
dures, this section.
G Significant thrust is gained with the air source 2. Nose wheel steering-Engaged.
selector knob in OFF.
If Takeoff Is Continued:
. With air source off, no servo air wilI be
available for throttle boost or fuel tank pres- 1. External stores jettison button-Depress. (If re.
surization. Lack of tank pressurization will quired)
degrade fuel dump rate.
Note
10. Fuel dump-As required. Nuclear stores will not be jettisoned.
Change 1
,---- --------- mm--- ---
Section III T.O. 1 F-l 11 @)A-1
Emergency Procedures
FLAT MAIN STRUT DURING TAKEOFF. Recycling of the landing gear could result in
damage to the gear, nose wheel steering mech-
The first indication of a flat main gear strut will be a
anism, ot the aircraft.
drop in the wing on the side of the flat sttut. Direc-
tional control will he less difficult than with a blown
tire and stores ground clearance will not present a If The Landing Gear Warning Lamp Is Still Lighted:
problem. If a flat main strut is experienced, follow the
procedures under Tire Failure During Takeoff, this 6. Landing gear handle-DN. Obtain visual confirma-
_Z.~~~ot
-< lanamg
I-~~ I. ~~ pos1uon,
.L. .*.
Cl gear II.I poss,!xe.
__
a. It norma, Indications are not present, refer to
LANDING GEAR RETRACTION Landing Gear Malfunctions, this section.
MALFUNCTION. b. If normal indications ate present, check landing
gear doors, struts, steeringlinkages, and tires fo;
LANDING GEAR UP AND LOCKED INDICATION ptoper extension, alignment, and security.
NOT OBTAINED.
7. If any gear ot steering abnormality exists ot is sus-
If after 15 seconds following landing gear up selection petted, an approach end barrier engagement is rec-
the landing gear warning lamp remains lighted: ommended. Refer to Approach End Barrier En-
1. Landing gear control circuit breakersCheck. gagemenr this section.
INFLIGHT EMERGENCIES
CAUTION LAMP ANALYSIS. Note
0 For supersonic flight under conditions of high
See figure 3-5 for analysis and suggested corrective total temperature readings, placing the air
action to be taken whenever a caution lamp is lighted. source selector knob to EMER or RAM will
result in excessive cabin temperature.
. With air source in EMER ot OFF, servo air
will not be available for throttle boost, fuel
AIR CONDITIONING SYSTEM tank, ot cabin seal pressurization.
MALFUNCTIONS.
If Cabin Temperature Is Still Uncontrolksble In
CABIN OVERHEAT. EMER:
Under uncontrollable conditions, eject at least 15,000 3. Transmit MAYDAY (give position).
feet above the terrain whenever possible. If the aircraft 4. IFF master control knob-EMER.
is controllable, attempt r decelerate as much as prac-
5. Chaff dispenser control lever-ON.
tical prior to ejection by zooming the aircraft, thus
(OFF for tactical considerations nly)
trading airspeed for altitude. If rhe aircraft is not con-
trollable, ejection must be accomplished at whatever 6. Oxygen-100 percent.
speed exists, as this offers the only opportunity for 7. Inertial rel control handle--LOCKED.
surrival. An ejection at low altitudes is facilitated by
8. Oxygen mask and fittings-On arld checked.
pulling the nose f the aircraft above the horizon
(zoom-up munewer). This maneuver affects Ithe Keep mask on during ejection and descent.
trnjcctory of the crew module, providing a greater in- 9. Adjust seat full down and aft.
6
Y IL.-"-
DATA RASlb ESTIMATED
1. CREW MODULE GROSS WEIGHT AND C.G. WITHIN 3. SEA LEVEL ALTITUDE.
LIMITS SPECIFIED IN 1.0. l-16-40. 4. FOR DIVING TURNS THE CLEARANCE REQUIREMENTS
2. INITIAL YAW ANGLE LESS THAN 5 DEGREES FOR ARE ADDITIVE PLUS 300 FEm.
SPEED BELOW SD0 KNOTS AND LESS THAN 1 DEGREE. 5. NO ALLOWANCE FOR CREW REACTION
FOR SPEED ABOVE MO KNOTS. TIME INCORPORATED.
Ground Landing.
1. EJECTION HANDLE - SQUEEZE AND PULL.
1. Severance and flotation handle-Pull.
2. Parachute release handle-Pull. (If required)
3. Canopy hatch&--Open.
10. Generator switch of affected engine-OFF-RESET, 6. Perform airstart and set power as desired.
START (pause), then release to RUN.
If the generator caution lamp remains lighted ENGINE FIRE DURING FLIGHT.
place the generator switch to OFF-RESET,
START (pause), then release to RUN and check
that the lamp goes out and the Power flow in- (,..,.,
dicator indicates NORM.
11. If start is not obtained:
a. Emergency generator switch-As required. With any engine fire indication, immediate
The emergency generator switch should be and Positive steps must be taken to shut off
left in AUTO to prevent a drain on the fuel/hydraulic supply and extingish the fire.
hydraulic system when flight is being con-
Otherwise, the flame may be drawn into the
ducted under visual flight conditions. Emer-
gency electrical power will be available rudder acflliltot hay area resulting in damage
within 1 second if the other generator fails. to the rudder control system and subsequent
Position switch to ON during instrument loss of control.
flight and prior to descent for night landings.
b. Engine ground start switch--OFF. 1. FIRE PUSHBUTTON-DEPRESS.
ENGINE STALL.
2. Shut down stalled engine (one only). Note that 3. Throttle bad engine-OFF. I
rpm is decreasing. 4. If fire is confirmed and continuesEject.
3. Perform airstart and set power as desired.
Note
If Stall Is Not Cleared By Above Procedure:
4. Shut down stalled engine a second time. Note that Trailing smoke as viewed by another aircraft
rpm is decreasing. or ground observer may be used as an indica-
5. Decelerate to below math 0.90 ot 415 KIAS, which- tion of fire. Engine smoke should not be con-
ever is less. fused with an engine or aircraft fire.
3-12 Change 1
1.0. 1 F-l 11 WA-1 Section Ill
Emergency Procedures
SAFE JETTISON PROCEDURES. External fuel tanks must have been jettisoned
prior to jettisoning of external weapons.
In the event an aircraft emereenw
Y .
Drecludes landing
.
Change 1 3-12A/3-128
T.O. lF.111 IB)A-1
.~.~ Section III
Emergency Procedures
NOW
Accomplish the following only after arrival pik-1 ~
over authorized jettison area.
weap lxeaming, including nuclear consent switch e. Bay door control switch-OPEN. (If applicable)
OFF, will prevent release of weapons during nuclear Nuclear ronsent switch-REL ONLY. (As appli-
carriage if fuel tank jettison is required. Pre-takeoff Uhle)
procedures include positioning of switches to enable Release enable Switch-RELEASE ENABLE. I
emergency ground jettison of non-nuclear bombs,
Weapon release button--Depressed.
missiles without a nuclear warhead installed, and/or
fuel tanks on aircraft modified by T.O. lF-Ill(B)A- Release enable switch-INHIBIT.
591. Ground jettison cannot be accomplished on air-
craft prior to T.O. IF-lll(B)A-591. Emergency jetti-
so of fuel tanks should be accomplished within the FLAP/SLAT MALFUNCTIONS.
following conditions:
* Fuel tanks-Empty or with more than IXIKI pounds If the flaps stop at an intermediate position during re-
fuel remaining. traction or extension, a likely cause is a dislodged or
broken flap vane. Further flap actuation could result in
- Wing swee~lh to 26 degrees.
extensive flap damage or loss of the malfunctioning
* Gear and flaps-Up t down. flap vane. It is recommended that further flap peta-
* Altitude-Below 10,000 feet. tion not be attempted, and a landing made with the
. Airspeed-Below 300 KIAS. existing Rap setting, provided landing conditions are
* Speed brake-Retracted. (If gear is up) acceptable (RCR, ceiling, etc.). Placing the flap/slat
system sclectr switch to EMER will relieve hydraulic
pressure t the Hap motor and could prevent further
.
a
The flaps may be damaged
CAUTION
flap
soned with flaps down. position, refer to Landing With Partial Flaps, SW-
. When the sttes are jettisoned, interstores tion II.
collision may result in damage t the aircraft.
ASYMMETRIC SLAT.
1. External stores jettison button-Depressed.
If it is determined that an asymmetric slat extended
condition exists, proceed as follows:
SELECTIVE STORE JETTISON (NON-NUCLEAR). 1. Flap/slat handle-Position to obtain symmetric
slat extension.
Note Extend or rettact slats, monitoring operation, in
a attempt to obtain equal slat deflection on each
. Three options are available for selective jet-
side, and check for a reduction in degree of roll-
tison: (1) WPN JETT, (2) PYLON JETT, off.
and (3) STA JETT. The desired option is
selected by positioning the selector mode
knob on the stores control panel. For PYLON CAUTION
JETT, symmetrically paired stations must be iII.xx
selected before a jettison can ccut.
Do not place the flap/slat handle beyond
. WPN JETT is available for wing stations the SLAT DOWN position. If asymmetrical
only after T.O. lF-lll(B)A-620. slat extended condition exists, and the flap
and slat handle is in FLAP DOWN I the flap
and slat switch is in EMER, upon initial
1. SAC command post-Contacted (If possible). travel of the flaps the asymmetry device will
2. Open ocean (if possible) uninhabited area-Se- cause the torque shaft brakes to engage pte-
lected. venting any further flap or slat movement.
The impact area must be clear visually and by
radar t the maximum extent possible.
3. stores control panel: If Rolloff Is Reduced To Zero:
a. Master switchaN. 2. Slat deflection--Checked.
h. Delivery mode kno&AUX. Check for equal slat deflection on each side. If
c. Station select switches-Applicable stations se- slats are extended, observe the slats extended
lected, all others deselected. airspeed and limit manewer load factors limita-
d. Selector male knobApplicable jettison posi- tions. With slats extended I retracted, refer to
tion. No Flap Landing, this section.
T.O. 1 F-l 11 (g)A-1 Section Ill
Emergency Procedures
3. Observe the slats extended airspeed and limit ma- Momentarily cycling the damper switch to
OFF does not necessitate going to the Dam-
neuver load factors limitations and refer to Land-
per Off operating region.
ing with Asymmetric Slat, this section.
Should a malfunction occur during flight in the yaw The following procedure applies in the event of a
trim circuit which causes the trim unit to drive hard unscheduled roll/yaw maneuver. This type of maneu-
over, pedal force must he used to oppose the ensuing ver may t may not be abrupt. The maneuver will be
side slip. The required forces can be reduced by plac- characterized by the inability to hold constant heading,
ing the rudder authority switch to FULL position. a build-up of lateral acceleration, and the requirement
Should an unscheduled yaw trim condition occur, for increasing lateral control to maintain wings Level
proceed as follows: flight. For unscheduled roll/yaw maneuvers proceed as
follows:
1. Rudder trim-Retrim. (If possible)
2. Rudder authority Switch-FULL.
3. Land as so as practicable.
6. Eject.
UNSCHEDULED PITCH MANEUVER.
HARD-OVER RUDDER.
The following procedure applies in event of an un-
scheduled pitch manewer that cannot be attributed to Experience has show that hard-over rudder de&&on
a TFR fly-up. This type of manewer may or may not can occur. This condition can be a result of aft fuselage
be abrupt. fires or severance of the rudder linkage aft of the feel
1. Autopilot release lever--Depress and hold. (Prior spring for one reason or another. The ability of the
to T.O. lF-lll(B)A-593) crew to cope with this failure depends on several fac-
tors including (1) aircraft configuration-flaps and
2. Autopilot release/PC% lever--Depress and hold to
slats extended or retracted, (2) wing sweep, (3) exter-
second detent. (After T.O. lF-lll(B)A-593)
ml store loading, (4) degree of damage to the hydra-
3. Pitch damper-OFF. lit system,, (5) availability of approach end barrier or
With pitch damper ff,observe damper off limits. midfield arresting gear, and (6) crew proficiency. Hard-
If Control Of The Aircraft Ccmnot Be Achieved: over rudder may be recognized by abrupt, ucm-
manded, simultaneous se right yawing and right
4. Eject. wing down rolling tendencies. The rudder surface will
3-16 Change 1
T.O. ,-,.
1 F-l 1 1181A-1 Section III
Emergency Procedures
be full (30 degrees) trailing edge right. There will be b. Landing gear emergency release handle--Pull.
no response to any rudder pedal input although rud- After pulling the emergency r&a* handle,
der pedal force and travel will be normal. Left wing allow time, as practicable, for the gear to fully
down bank will be required to maintain a constant extend.
heading. The surface position indicators will read er- c. Landing gear handle-DN.
roneously if fire damage to the wires at the actuator d. Landing gear position indicator lamps-lighted.
has occurred. The primary problem associated with a e. Landing gear handle warning lamp-Out.
hard-over rudder is control of the aircraft in roll. Roll
control is best with flaps and slats extended, therefore,
the flaps and slats, if extended, should not be retracted. Note
Damage ro the hydraulic system may adversely affect
roll control, so the crew should avoid any unnecessary If the landing gear handle warning lamp re-
action which would place heavy demands po this mains lighted, landing gear emergency relea.se
system, such as cycling landing gear, flaps and slats or handle--In.
sweeping the wings. If a hard-over rudder is suspected
with flaps and slats retracted, establish a airspeed of If landing is to be attempted and if a choice of run-
250-300 KIAS. Approximately 15 to 20 degrees left ways with a barrier suitable for a approach end en-
wing down bank will be required to maintain a con- gagement is available, select the one with a left cross
stant heading. Do not slow below 250 KIAS since roll wind. This will minimize crab angle at touchdown.
control will be extremely marginal at lower airspeeds. Perform a approach end barrier engagement. If an
Establish a altitude such that safe ejection may be approach end barrier is or available, and crab angle
effected if control is lost. Use asymmetric thrust to re- at touchdown will be greater than 10 degrees, landing
duce sideslip. Conditions permitting, selective jettison is not recommended. Crab angles in excess of 10 de-
may be used CO jettison right wing store loadings in grees may produce excessive side loads on the landing
station order 8-7-6-5 in order to reduce the angle of gear and/or loss of directional control subsequent to
sideslip and counteract the rolling moment being pro- touchdown.
duced by the hard-over rudder. Prior to descent for
landing approach, accomplish the following:
1. Tail hook-Down. FUEL SYSTEM MALFUNCTIONS.
2. Extend slats and flaps by the normal system (emu- FUEL SYSTEM OPERATION ON EMERGENCY
gency extension would minimize hydraulic demand ELECTRICAL POWER.
but would require a lower airspeed prior to exten-
sion; hence, this is not recommended). Slats and When operating on the emergency generator, the elec-
flaps must be extended before slowing to airspeeds trial power provided will operate only one fuel boost-
below 250 KIAS to insure adequate roll control. er pump at a time (number 4 pump in the reservoir
3. Gradually decrease airspeed to determine if control tank or umber 5 in the aft tank) or the two inboard
can be maintained at a safe approach sped. Do not wing transfer pumps and number 12 transfer pump in
exceed 10 degrees angle-of-attack. the weapons bay tank. The transfer pumps cannot be
operated while one of the fuselage booster pumps is
4. When approach speed has bee established, extend operating. When the engine feed selector switch is in
landing gear using emergency system. FWD, only the number 4 pump in the reservoir tank
a. Landing gear handle-UP. will he operating and will supply fuel to both engines.
f1
Change 1 3-16A/3-I66
T.O. 1 F-l 11~._,..
MA.1 Section Ill
Emergency Procedures
Wing Or Weapons Bay Tank Fuel Transfer. During gravity feed the engines are fed
from the forward tank only. Refer to Ab-
1. Fuel transfer knob-As required. normal Fuel Distribution/Indication, this
section.
Fuel Dump.
, Fxablish
_. an airspeed of 0.7 math or less and main- EXCESSIVE FUEL DEPLETION PROCEDURE.
tain I g flight.
Some fuel system failures can result in fuel depletion
3 Position wings slowly to 26 degrees. rates that are capable of exhausting the entire aircraft
4. Engine feed sekcror kno&AUTO. fuel supply in minutes, It is highly recommended that
5. Airspeed--Established. no greater than 350 KIAS the following steps he accomplished without delay
or math 0.75, whichever is less. while enroute to the nearest suitable airfield. If an
6. Fuel dump switch-DUMP. excessive fuel depletion rate is known or suspected
proceed as follows:
7. Fuel distribution-Monitor.
Fuel will be dumped from the forward tank
faster than emergency Power can transfer fuel
from the aft tank. When the differential fuel
distribution between forward and aft tank is
approximately 2,000 pounds, stop dumping until
the differential approaches 8,000 pounds again.
Due m the fire hazard from fuel impinging
8. Fuel dump swirch-OFF. on the fuselage, afterburner thrust will not
9. Engine feed selector knob-OFF. he used during or following an excessive fuel
10. Fuel transfer knob-AUTO. depletion, or sooner than one minute after
When all fuel has been transferred or the fuse- completing air refueling operations, unless
lage tanks have been refilled, repeat dump pro- the additional thrust is necessary to sustain
cedure beginning with step 6 m obtain desired flight.
landing weight.
Following an excessive fuel depletion in flight,
11. Fuel transfer knob-OFF. the speed brake should he extended momen-
12. Fuel dump switch-OFF. tarily and retracted, followed by weapons hay
13. Engine feed selector kno&As required. doors opened momentarily then closed to ven-
14. Land as soon as practicable. tilate these areas of fuel and vapors.
4. Altitude-Checked,
Gravity feed with fuel tanks unpressurized may
he accomplished at any altitude below 30,ooO l If the aft tank is not feeding, an aft center-
feet provided the throttles are set at MIL power of-gravity problem may result from continued
or below. flight. Land as soon as possible. Do not dump
fuel. Jettison external stores if necessary to
5. Engine feed selector knob-OFF.
reduce gross weight.
6. Tank pressurization switch-OFF.
l If the elevator position is more than 1 degree
7. Fuel tank depletion rate--Checked.
down position wings aft until one degree or
If the excessive depletion rate is reduced or
stopped, maintain gravity feed except for pe less is obtained.
riodic use of AUTO engine feed to establish
proper fuel differential between the forward and Note
aft tanks. If the use of AUTO fails to obtain For aircraft wirh inoperative surface position
proper fuel distribution, refer to Landing With indicarors, a wing sweep of 40 degrees will
Abnormal Fuel Distribut:ion, this section. provide adequate safety margin for the most
adverse fuel distribution that can be en-
ABNORMAL FUEL DISTRIgUTION/INDICATlON. countered with no external stores.
The angle-of-attack indicator will be inopera- Loss of a glass panel, windshield, and/or canopy will
tive when operating on emergency generator not, of itself, cause the aircraft to become uncontrol-
power even though angle-of-attack indica- lable or unstable. However, such a failure may result
tions appear normal. The angle-of-attack in- in conditions whereby one or both crew members may
dexers, however, will be operative (aircraft be incapacirared and aircraft control degraded. Con-
after T.O. IF-111.891). ditions that can be expected to occur instantaneously
3-21
Section III T.O. 1 F-l 11 (B)A-1
Emergency Procedures
Note
Conventional aerodynamic stall warning such as a sud-
If condition still exists, do not accomplish deng break, stick force changes or other pronounced
step 5, proceed to step 6. cues are not available to warn the pilot of impending
departure from controlled flight. The departure will
occur as a smooth but uncommanded yawing and roll-
Electrical equipment-ON. (As required) ing motion. Unless the pilot monitors angle of attack
Turn on electrical and lighting equipment one and observes artificial stall warning, aircraft control
system at a time, and check for smoke until may be lost.
source is determined.
If smoke persists, posirion the air source selector
knob to OFF.
If smoke or fumes persist, position the air source
selector knob to RAM/EMER.
The command augmentation feature of the
flight control system will attempt to maintain
the stick-command level of pitch rate, g
Note
force, and roll rate independent of airspeed
. Moving the air source selector knob from variations. For instance, during flight condi-
OFF to RAM should be accomplished without tions where airspeed is decreasing, rhe hori-
pausing in the intermediate positions to pre- zontal stabilizer will be commanded co in-
vent the possible introduction of more smoke crease angle-of-attack, without additional pi-
from one or both of the engines. lot input, in an attempt ro maintain the com-
manded level of pitch rate, roll rate, and g
. Selecting RAM position will open the ram force. Failure co monitor and control angle-of-
air scoop, dump cabin pressure, and close the attack within limirs can result in inadvertent
pressure regulating and shutoff valve. rapid departure from controlled flight.
523
Section III 1.0. 1 F-l 11 (B)A-1
Emergency Procedures
1. STICK-FULL FORWARD AND CENTERED. If these conditions are confirmed, perform the follow-
2. RUDDER-NEUTRAL. ing recovery steps:
3. ROLL DAMPER-OFF. 1. Stick-Forward and full with turn needle. (Pitch
and roll conrrol centered, if inverted)
pi&-,..,.,
I
manded roll rate has not subsided within 5 to condition would be a ruptured engine bleed air duct.
10 seconds,rudder should be applied opposite The detection system will indicate a hot condition and
the roll direction. As the roll rate slows near light the wheel well hot caution lamp. After T.O. lF-
zero, easethe stick forward to further reduce ~111.946,the lamp will also light when an overheat
angle of attack and neutralize rudder. condition is detected in the weapons bay routing ton-
l If lateral control with the spin direction is nel or a-c power panel area. A fire condition may exist,
maintained even though the yaw rotation has and as it progresseswill probably be verified by lossor
slopped and angle-of-attack has reduced to a degradation of the hydraulic and electrical systems
value below stall, the aircraft will begin to and/or a smoke trail. Note that the corrective crew
roll becauseof the lateral command and build- action includes shutting off the engine bleed air source;
ing airspeed. The pilot may mistake this roll- therefore, equipment cooling and cabin pressure will
ing motion as a continuation of the spin and not be available. Airspeed should be reduced to achieve
incorrectly continue to hold in full aileron. favorable conditions for emergency ram air cooling
The key to recognizing when to neutralize and no cabin pressure. After the hot light goes of, a
the controls is a building airspeed above 200 visual inspection should be made of the wheel well and
KJAS and an angle-of-attack well below stall. surrounding area (by chase aircraft or tower fly-by)
Failure to neutralize roll and yaw controls and the aircraft should be landed as soon aspracticable.
will result in an excessive altitude 10~safter If rhe wheel well hot caution lamp lights, proceed as
the initial out-of-control condition has been
corrected.
follows:
1. Air source selector knob-OFF or EMER. (AS ap /
7. Throttles-As required.
8. Air start button-Depress.
pliable)
For supersonic flight with high total temperature
,f
if
9. After controlled flight and normal engine pera- indications, place the selector knob to OFF and
rion is restored, the wings, if aft of 45 degrees, decelerate ar;d descend to decreasetotal tempera-
should be swept forward to minimize altitude 10s~ ture indication and establish an altitude where
and excessive speed buildup.
10. If still t of control by 15,000 feet above ground
cabin pressure is not required. If total tempera-
ture and/or altitude is not a consideration, place
~4
level--Eject. the knob to EMER and descend asoutlined above.
(Refer to Ram or Emer Mode Flight Limits,
Section V.) I
THROTTLE
EXCESSIVE
MALFUNCTIONS.
THROTTLE FRICTION.
Note
Placing rhe air source selector knob to OFF
4
When high throttle friction or unsteady (jerky) throt-
tle movement is encountered, an impending throttle
shuts off engine bleed air but does not dump
cabin pressure. The EMER position of the
I
f
knob shuts off bleed air, pens the ram air
binding problem may be indicated. If this condition
scoop and dumps cabin pressure. With high
occurs, move the affected throttle to maintain approxi-
total temperature indications, opening the
I
mately 80 percent rpm and use the other throttle to
ram air scoop will result in excessive cabin
control airspeed.
temperature.
4
FROZEN THROTTLE IN AFlERBURNER RANGE. 2. If lamp does not go of 10 seconds after placing
the air source selector knob to OFF or EMER, pen
1. Relax force on throttle for 20.30 seconds. the speed brake door and when airspeed permits,
2. Attempt slight throttle advance; then apply force extend the landing gear.
to retard throttle to 80 percent rpm. 3. Land as soon as practicable.
~,,,,,,,,~,,,,,,,~,,,,!
3-25
Section ill T.O. lF-I 1 l(R)A-1
Emergency Procedures
LANDING EMERGENCIES
APPROACH END BARRIER 10. Keep engines running until crash crews arrive and
ENGAGEMENT. signal for engine shutdown.
11. If emergency evacuation is required, pull the aux-
Approach end az~estments are considered practicable iliary/parking brake handle, shut down engines
and should be attempted when directional control and and abandon the aircraft.
stopping distance are questionable or when a malfunc-
tion presents a threat to directional control and there
is sufficient runway in front of the barrier on which
to land and lower the nose wheel prior to barrier con- piiq
tact. Consideration should also be given to the engag-
ing speed limits to prevent structural failure of the
arresting barrier or the aircraft. During emergency engine shutdown for evac-
uation some fuel will be dumped overboard
in the proximity of the main wheel area and
Not=2 could cause B tire hazard.
Fly a straight-in approach when possible to
insure an accurate touchdown point on the
runway. Considerations should also be given BLOWN TIRE/FLAT MAIN STRUT
CO actions taken if engagement is missed; LANDING.
go-around and barrier engagement on the
other end of the runway. If barrier engagement is to be made, refer to Ap-
proach End Barrier Engagement, this section.
Crosswind landings with the pitch or roll damp- bilge pump may resulr. Proceed as follows:
ers inoperative require no special considerations 11, Continue to wear oxygen mask.
or techniques other than observing those limita-
tions specilied under Flight With Dampers Note
Off, Section V. However, a crosswind landing Emergency oxygen will be automatically sup-
with the yaw damper inoperative, especially plied when the severance and flotation handle
under gusty wind conditions, requires special is actuated (manual actuation is also possible
techniques and considerarions. It is recommended by means of rhe emergency oxygen handle).
that the pilot establish a crabbed drift correction 12, Auxiliary flotation handle-PULL.
on the final approach. Do not attempt to assome
a wing-low drifr correction during the transirion Note
and touchdown phase. Instead, maintain the re- Pulling the auxiliary floration handle will
quired crab drift correction through touchdown, cause even a flooded crew module to float
not to exceed 10 degrees yaw or crab angle. In with sufficient freeboard to pen canopy
addition, minimize yaw inputs t corrections on hatches.
final approach, especially during the transition 13, Insert safety pins into ejection handles.
phase just prior to touchdown. Because the air-
craft has low directional damping in this con-
figuration, rudder inputs to correct for yaw vari- (,,.,.,I
ations resulting from gusts t lateral control in-
puts should be kept small to avoid yaw overshoot Pulling the severance and flotation handle
in the opposite direction. and the auxiliary flotation handle will sever
the module from the aircraft bypassing the
DITCHING. rocket motor. The rocket will lire if the ejec-
It is recommended that ejection be accomplished rath- tion handle is pulled or accidentally activated.
er than ditching. If ditching is unavoidable, proxeed
asi follows: LANDING WITH ABNORMAL FUEL
1. Fuel dumpAs required. DISTRIBUTION.
2. Oxygen-loo percent.
The following paragraphs covet both Landing With
3. Flaps/slats-Extended.
Aft and/or Forward Abnormal Fuel Distribution.
4. Landing gear-Retracted.
5. Approach at an angle-of-attack of 12 degrees as in-
LANDING WITH AFT ABNORMAL FUEL
dicated on the angle-of-atrack indicator. DISTRIBUTION.
6. Adjust power to maintain angle-of-attack of 12 de-
gtees wirh minimum sink rate. (Not to exceed 200 1. Between 250 and 300 KIAS, in stabilized flight
feet per minute) with the slats and flaps retracted, check if the
7. Hold constant angle-of-attack and do not flare the wings can be swepr forward to 26 degrees and not
aircraft before touchdown. exceed 1 degree down elevator. If the elevator
position does not exceed 1 degree down, extend
Upon Water Contact: the slats and Haps and make a normal landing
from a straight-in approach. After extending the
8. Stick-Neutral. flaps and slats and throughout the landing ap.
9. Throttles-OFF. preach, insure the elevator position is 3 degrees or
10. Pull severance and flotation handle. more trailing edge up. If at any time the average
elevator position is less than 3 dr,-ees trailing
edge op, make a go-around (afterburner power
should be avoided if at all possible to minimize the
nose up pitching effect). Repeat the elevator po-
sition check with rhe flaps and slats retracted to
Pulling the severance and flotation handle and determine the maximum allowable forward sweep
the auxiliary flotation handle does not disable for landing.
the rocket motor; it will still fire if either
ejection handle is pulled. To preclude inad-
vertent firing of the rocket motor during the pii-,,.,.,
ditching sequence, both ejecrion handle safety
pins most be installed. . Do not sweep wings forward of 24 degrees in
attempting to extend Raps.
Should crew module structure rupture t canopy . Do not make a landing approach with wings
transparency break during the course of ditching and forward of 26 degrees.
3-27
Section Sll T.O. l?-1 i I @)A-1
Emergency Procedures
Do nor make a landing approach with aver- FLAPS AND SLATS EMERGENCY EXTENSION.
age elevator posirions greater than 1 degree 1. Keduce airspeed to 180 KIAS or IO degrees angle-
down. Sufficient aircraft nose down elevator of-attack, whichever is higher.
aurhoriry may not he available to maintain 2. Flap/slat switch-EMEK.
cnntrol of the aircraft. 3. Emergency flap/slat switch-EXTEND and hold.
(Emergency exwnsion requires up to 60 seconds
or more)
LANDING WITH FORWARD ABNORMAL FUEL
DISTRIBUTION.
NO FLAP LANDING.
7. Landing:
1 WARNING 1
. Desired rate of descent should be established
Aircraft will tend to veer in the direction of at beginning of approach and abrupt ma-
the extended slat upon touchdown if the neuvers, large throttle motions or flight in
lateral control is centered or the spoiler brakes excess of 1 g should he avoided. Any of the
extended. Lateral control, augmented with
above can result in excessive sink rate build-
rudder as necessary, should be initiated upon
up which may be difficult to arrest at ap-
touchdown to maintain desired ground track.
proach altitudes.
a. If ground roll distance is a consideration, utilize . Maintain an airspeed compatible with air-
the short held landing procedure, Section IL Re- craft configuration and gross weight to in-
fer to figure 3.3 for approach speeds and landing sure that 10 degrees angle-of-attack is not
roll distance. exceeded during maneuvering flight prior to
8. Hook-As required. final approach phase.
3-29
_.... . . .
. itiergency Procedures
L
\
Emergency Landing Airspeeds and
\M inimum Ground Roll Distances
\ DATA BASIS: ESTIMATED
DATE: 29 DECEMBER ,972
CONFIGURATION:
-SLATS RETRACTED
.FLAPS RETRACTED
*ND EXTERNAL OR
INTERNAL STORES
CONDITION:
.C.O. - WDRMAL SURW
.YAKIYU BACKSTICK
DURING LANDING ROLL
.YD GROUWD ROLL SPOILERS
\L
WINGSWEEP
-
T
16
2v
35
4G
OS
12.5
1OTE: -
.DECPLIKE
MAXlnUU
BRAKING SPEED 0" 1.1
KNOTS/lOM FEET AtTlttlDE
piq
REFER TO SECTlO FOR
CEWTER OF GKAYITY LIMITS
GROSS WEIGHT - ,000 POUNDS ALTITUDE - FEET AG ORIKE MERG LIYITS.
Figure 3-3.
DATE: 19 MAY ,972
T.O. 1 F-l 11 WA-1 Section III
Emergency Procedures
If landing is to be accomplished due to ab- NO (OR PARTIAL) SLATS AND PARTIAL FLAPS
normal fuel distribution and fuel feed from LANDING.
aft tank cannot be confirmed, do not dump
fuel. Landings with no (or partial) slats and partial flaps
will require a long, shallow, and straight-in approach.
2. External stores-Jettison. (If required) Approach angle-of-attack should be 7 degrees and
should be established by se of the angle-of-attack
3. Normal Procedures Checklists-Complete.
a. Compute emergency landing airspeed from fig- indicator on the airspeed math indicator. Do not use
ure 3.4. the angle-of-attack indexer. Landing can be accom-
4. Flight control disconnect switch--OVRD. (When plished at I6 to 26 degrees wing sweep depending on
center-of-gravity considerations. Approach speed will
aft of 26 degrees wing sweep)
Placing the flight control disconnect switch to be greater than normal full flap landing speeds by
OVRD deactivates adverse yaw compensat.ion, approximately 20 percent at 16 degrees and 30 percent
auxiliary pitch trim, roll trim, TFR climb/dive at 26 degrees, based on no slat extension and 15 de-
grees flaps extension. Speeds will vary with actual
commands, autopilot and pedal shaker.
configuration, however, angle-of-attack is the primary
speed reference for approach and landing. Figure 3-4
Note may be used to approximate ground roll distance.
Once the flight control disconnect switch is
placed to OVRD the pitch and roll gain
changer lamps will remain on even though
the control system swiwh is subsequently
placed to T.O. & LAND, because AYC is not
activated. . Desired rate of descent should be established
at the beginning of the approach and abrupt
5. Control system switch-T.O. & LAND. (Below 300 maneuvers, large throttle motions or flight
KIAS or math 0.45, whichever is less). in excess of 1 g should he avoided. Any
of the above can result in excessive angle-of-
attack build up (above 12 degrees) which
I,.,.,[ could result in stall or uncontrolled roll off.
. Maintain an airspeed compatible with air-
Attempting abrupt rolling maneuvers or bank craft configuration and gross weight to insure
angles in excess of @.? degrees with the flight that 7 degrees angle of attack is not exceeded
NJ control system switch in T.O. & LAND, can during maneuvering flight prior to final ap
preach.
cross wind exists, land with the heavy wing up-wind if Pulling the auxiliary brake handle while the
conditions permit. Using rudder to align the aircraft aircraft is moving may cause the wheels to
with the runway centerline may require full lateral lock if normal brake accumulator pressure is
control to hold the wings level. Do not exceed 3&J feet available, and result in tire skidding or blow-
per minute sink rate at touchdown. Normal braking out, and may result in fire.
technique may be used during the landing roll.
LANDING GEAR MALFUNCTIONS.
result in damage to the nose wheel steering linkage. 6. If unable to obtain safe gear indication, refer to
To avoid directional control difficulty during th.e Landing Gear Emergency Extension, this section.
landing rollout after nose landing gear retraction fail-
ure has been confirmed: LANDING GEAR HANDLE WARNING LAMP
1. Landing gear handle-DN. LIGHTED.
2. Landing gear emergency release handle-Pull. 1. Speedhrake hydraulic valve circuit breaker-Pull.
This will remove all hydraulic pressure to the If proper speed brake position cannot be vertied
nose steering system and will allow the nose gear visually:
to align with the runway. 2. Landing gear emergency release handle-Pull.
3. Consider barrier engagcmenc. If proper speed brake position/indication is not
Refer to Approach End Barrier Engagement, achieved:
this section. 3. Landing gear emergency release handle-In.
If The Landing Gear Handle Warning Lamp LANDING WITH NOSE/MAIN GEAR RETRACTED.
Remains lighted With Gear Down And locked:
Approach end barrier engagement with nose, main or
6. Landing gear emergency release handle-In. both gear retracted is recommended but must take into
consideration the barrier availability and type, runway,
weather, and aircraft conditions. For all gear retracted
landings the ground roll spoiler brake switch should
be off. Consideration must be given to missed barrier
lf the landing gear emergency release handle procedures based on the nafure of the gear problem.
has been pushed in, reduced airloads during After the aircraft has engaged the barrier for an ar-
the landing roll may allow the speed brake rested landing or after speed has been reduced so that
to extend and drag the runway. aerodynamic control is not effective, the engines
should be shut off by use of fire pushbuttons as this
NOtI? will shut off hydraulic and fuel lines and lessen chance
for fire from fuel drainage or hydraulic fluid leakage.
After the landing gear emergency release han-
dle is pulled, nose wheel steering will be in- Place the throttles to OFF after the fire pushbuttons
operative and the nose wheels will be cocked are depressed to keep the engines from running on re-
sidual fuel downstream of the shutoff valve. If tim? is
approximately 40 degrees to the right. During
landing roll the nose wheels will align and available, foam rhe runway 3000 to 4000 feet starting
present no directional control problem. at the barrier to reduce fire hazard.
not be adversely affected unless other hydraulic de- 1. Fuel dumpAs required. (Refer to Fuel System
mands such as landing gear speed brake or wing Operation on Emergency Electrical Power proce-
sweep, etc. are being simultaneously utilized. Since the dures, this section.)
flight controls use both utility and primary hydraulic 2. Hydraulic pressure-Checked.
pressure the wings should br: swept only in 1 g 3. Wing sweepAdjust slowly for landing (1 degree
flight, and at reduced rare of 1 degree per second. Fuel per second).
should he dumped down to a minimum to reduce :ap- 4. Normal Procedures Checklisrs--Complete. (As ap
preach speed and gross weight. A long, moderately pliable)
shallow straight-in approach should be flown with Flap/slat handle-25 degrees. (Normal system)
flaps set at 25 degrees. This is the optimum flap setting ii: Emergency extension of landing gear (Refer to
in case of a go-around. Maintain 8.5 degrees angle-of- Landing Gear Emergency Extension. this sec-
attack until landing is assured. When landing is as- tion).
sured, increase angle-of-attack slowly to on-speed. 7. Final approach:
Operate engine as high as practical until touchdown. a. Fly-approximately 20 knots above computed
Throughout the approach maintain engine rpm above full flap (no aux flap) appoach speed to obtain
85 percent, below this power setting sufficient hydrau- an X.5 degree angle-of-attack.
lic pressure may not be available. b. Glide slope-Normal. (Approximately 600 fpm)
1. Fuel dump-As required. c. Angle-of-attack indexers--On-speed when land-
2. Hydraulic pressure-Checked. ing is assured (After T.O. lF-I 11-891).
3. Wing sweep-Adjust slowly for landing. (1 de-
gree per second) NOi.
4. Normal Procedures ChecklistsComplete. If runway length is critical, full flaps may
5. Emergency generator-As required. be used when landing is assured.
6. Landing gear handle-DN.
I Allow gear to fully extend before initiating slat SINGLE ENGINE GO-AROUND.
extension.
7. Flap/slat handle-25 degrees. NotI?
8. Final approach: Engine acceleration time is severely affected
a. Angle-of-attack-S.5 degrees. by the amount of compressor discharge air
being bled from the engine and by outside
Note temperature. In flight this effect is minimized
Approach speed will he approximately 20 but during final approach for landing, engine
knots above computed full flap approach acceleration may require as much as lo-15
speed. seconds to increase thrust from IDLE to MIL
with full bleed from the accelerating engine.
b. Glide slope-Normal. (Approximately 600 fpm)
c. Angle-of-attack-On-speed when Ianding is as- 1. Throttle-Maximum. (Operating engine)
sured. 2. Air source selector-EMER. (If required)
Note Note
If runway length is critical, full flaps may be With air source selector switch in OFF or
used, when landing is assured. EMER, no servo air will be available for throt-
tle boost or fuel tank pressurization. Lack of
tank pressurization will degrade fuel dump
SINGLE ENGINE EMERGENCY GENERATOR rate.
LANDING.
During operation on emergency generator power the 3. Climb:
airspeed math indicator, the altitude vertical velocity a. Maintain approach airspeed until gear is re-
indicator and the angle-of-attack tape and indexers tracted and all obstacles are cleated.
(prior to T.O. IF-111-891) will be inoperative. Y~aw b. Flaps/slats retraction-Maintain established
and roll trim will be inoperative. The aux pitch trim pitch attitude constant and retract flaps/slats
switch most be used to trim the aircraft longitudinally. at a rate to maintain 8.5 degrees angle-of-attack.
Hydraulic system pressures should be monitored close-
ly throughout the approach and landing. To reduce
demand on the hydraulic system, do not open or close p+iq
the speed brake. Refer to Fuel System Operation On
Emergency Electrical Power, Single Engine Land-
ing and Single Engine Go-Around procedures, this Excessive angle of attack may result from re-
section. tracting flaps too rapidly.
3-35
Section III T.O. 1 F-l 11 (WA-1
Emergency Procedures
In the eveor airspeed and math indications return to NUCLEAR CAUTION LAMP LIGHTED.
minimum ualoes during icing conditions, the angle-
During Ground Operation:
of-attack indication will he correct. If the airspeed
and math indications should remain fixed during 1. Complete bomb/missile safety check.
icing conditions the angle-of-attack indicator may be
used for landing approach. With the math indicator lnflight Prior To Prearming Preparation or After
fixed ar the following values, fly the angle-of-attack Completion of Abort Checklist.
indicator as shown in order to maintain IO degrees
angle-of-attack. 1. Option select switch-OFF.
2. If NUCLEAR caution lamp is our, proceed to
Mach Indicator Angle-of-Attack Indicator step .4.
0.45 thru 1.25 12 degrees 3. If NUCLEAR caution lamp remains lighted, the
1.25 thru 1.40 11 degrees indication is a rack or a pylon unlocked. Proceed
with the following.
lnflight After Missile Prearming. 6. If SAFE monitor lamp remains lighted, deselect ap-
plicable station select switch.
1. DCU-137/A:
7. Rotate option select switch to an alternate burst
a. UNLOCK caution lamp (selected station)-
option compatible with mission requirements.
Lighted.
8. Applicable station select switch--Selected.
h. ARM caution lamp (selected station)-Lighted.
9. If SAFE monitor lamp remains lighted, the selected
2. Nuclear consent switch---OFF, guard down.
weapon cannot he prearmed. Rotate monitor and
3. DCU-137/A: release knob to desired position and proceed in
a. ARM caution lamp--Out. accordance with command policy.
b. 1JNLOCK caution lamp--Lighted.
Indication of a malfunction in ejector rack or
pyh unlock circuits caused by: After Receiving Correct Prearmed Indications:
( I) Uncommanded pylon unlock or 1. Option select switch-Desired option.
(2) CPU issued only one ejector rack unlock 2. Master switch-ON.
command (one required, two normally
issued). 3. Depress malfunction and indicator lights test hut-
ton and check that the NUCLEAR caution lamp
4. Nuclear cowat switch-ARM & RELEASE. lights.
5. ARM caution lamp-Lighted. 4. Deselect applicable station select switch and ob-
serve the NUCLEAR caution lamp.
Note a. If the NUCLEAR caution lamp lights mo-
mentarily, the weapons sahng switch has moved
Malfunction is not critical and does not de- to the safe position.
grade launch capability. Proceed with mis- h. If the NUCLEAR caution lamp did not light
sion. momentarily, the weapons safing switch was in
the safe position.
5. Select applicable station select switch and observe
DCU-137/A SAFE MONITOR LAMP OFF. the NUCLEAR cuution lamp.
If the NUCLEAR caution lamp lights mo-
During Ground Operation:
mentarily, the weapons safing switch has moved
1. If the SAFE monitor lamp fails to light for any to the prearmed position. Regardless of the
of the selected stations, proceed to step 3. DCU-137/A monitor lamp indications, assume
the bomb to be prearmed.
2. SAFE monitor lamp lights for some stations hut
If the NIJCLEAR caution lamp does not light
not for others.
momentarily, and the SAFE monitor lamp re-
a. Bomb/missile monitor circuit continuity may mains lighted, the weapon safing switch is in
be lost. the safe position and cannot be prearmed.
b. Complete bomb/missile safety check.
6. Rotate monitor and release knob to desired position
3. Depress malfunction and indicator lights test hut- and proceed in accordance with command policy.
ton and check DCU-137/A SAFE monitor lamp.
4. If SAFE monitor lamp does not light, replace the
bulb and retest. DCU-137/A UNLOCK MONITOR LAMP OUT.
5. SAFli monitor lamp still does not light.
During Selective Jettison:
a. Nuclear monitor circuit breaker in the forward
equipment hay has probably malfunctioned, in. I. Monitor and release kno&Applicable station.
hibiting monitoring. 2. Applicable weapon circuit breakers-In.
h. Complete bomb/missile safety check. Depress malfunction and indicator lights test hut-
3.
ton and check that the UNLOCK monitor lamp
DCU-137/A SAFE MONITOR LAhlP LIGHTED. lights.
4. Nuclear consent switch-REL ONLY.
immediately After Burst Option Selection/ 5. Applicable station select switch-Cycled.
Missile Prearming: Deselect applicable station select switch; then
reselect station and check the UNLOCK monitor
1. Applicable weapon circuit breakersln.
lamp.
2. Monitor and release knob-Applicable station,
6. If the malfunction still exists, the selected station
3. Nuclear consent switch-ARM & REL. rack or pylon locking device is in an unknown
4. Master switch-ON. position. Proceed in accordance with command
5. Applicable station select switch-Selected. policy.
3-37
Section Ill 1.0. 1 F-l 11 (B)A-I
Emergency Procedures
1. Monitor and release knob (correct missile position) Several CSS enablings may be attempted.
-Checked. Once the system is enabled, the aircrew can-
Class III indication will be UP if a missile sta- not disenahle the sysrem inflight by repeated
tion is selected that does not have a SRAM pres- code entry.
ent.
2. Class III command override switch-As required.
6. If malfunction persists-At prearming point/MPL
3. Class Ill indirato-Checked. attempt weapon prearming.
All missile positions should indicate same Class
Ill condition. Odd indications are probably
caused by a malfunctioning Class Ill switch in Note
the missiles. Warhead Class III status probably
agrees with DCU-137/A Class III indicator. Pro- A prearmed indication on the DCU-137/A
ceed in accordance with command guidance. panel indicates a valid preacming regardless
of lamp indications on the CSSC. If a pre-
CODED SWITCH SET MALFUNCTION ANALYSIS. armed indication cannot he obtained, per-
form applicable nuclear malfunction anal-
Malfunction analysis by the aircrew is limited to a ysis and proceed as directed in command tat-
power and bulb check and code reenrry. rid doctrine.
T.O. 1 F-l 11 @)A-1 Section III
Emergency Procedures
On the Ground:
t/p PROBE HEAT 1.. Pitot/probe beater switch 1. Momentarily place the heater switch to
On aircraft ED ) and OFF/SEC. HEAT to verify that heaters are function-
hose modified by ing as indicated by the lamp going t.
.O. lF-111.708, this 2. Primary hearer in angle-of- 2. Place switch to OFF/SEC and allow probe
tmp is disabled above sideslip or angle-of-attack to cool. Lamp will remain lighted due to
xxch 1.10.) probe overheated. being in OFF/SEC.
In Flight:
I. Primary heater in angle-of- 1. Place pitot/prohe heater switch to OFF/
attack or angle-,f-sideslip SEC.
probe not functioning with
probe heat SW in HEAT.
2. Secondary heater in angle- 2. Cycle switch back to HEAT. In icing con-
of-attack or angle-of-sideslip ditions, if lamp remains lighted, con-
probe not functioning with sider angle-of-attack indicator, TFR, and
probe heat switch in OFF/ AYC inoperative. Place flight control dis-
SEC. connect switch to OVRD prior to extend-
ing slats I placing flight control switch to
T.O. & LAND for landing.
tNTI-SKID Indicates gear down with switch Check switch on. Recycle to OFF the on.
off or anti-skid inoperative. If lamp remains on, place switch to OFF and
avoid hard braking during landing roll.
After T.O. lF-lll(B)A- 1. If no other fault is indicated, 1. Return to straight and level flight, deter-
37) INS and AFRS attitude data mine which system/indicator is reliable,
LTTITUDE disagrees by mote than 7 and use that system/indicator for remain-
(~!:?1.4) degrees im pitch or der of flight.
toll.
2. If the ADI flag is in view, 2. Use the standby attitude indicator for te-
an AD1 malfunction is indi- mainder of flight.
cated.
After T.O. lF-lll(B)A- 1~. If AD1 flag is in view, an 1. AD1 is unreliable. Use standby attitude in-
37) INS and an AD1 malfunc- dicator for remainder of flight.
rTTITUDE tion is indicated.
LND
2. If the AD1 flag is out of 2. Attempt to restore the INS function by
RI ATTITUDE
view, both a INS atld an performing INS alignment procedures
AFRS malfunction is indi- (DCC Recovery and INS Inflight Align-
cated. ment Pmcedures Section IV) or reerect
the AFKS gyro using the ,AFRS gyro fast
erect button.
After T.O. IF-I I l(B)A- I. If AD1 Beg is out of view, I. Verify flight instrument reference select
,37) an AFRS malfunction is in- switch is in PKI. lhe standby indicator
iTTITUDE d&red. will be unreliable. Verify that the AFRS
LND circuit breaker is set whenever the Al~JX
LUX ATT ATT lamp goes out after being lighted.
Failure of the INS with the AFRS circuit
breakers wt, results in inaccurate signals
to the ADI.
After T.O. IF-Ill(B)A- Malfunction of both INS and Attempt to testate INS function by perform-
;37) AFRS is indicated. ing the INS alignment procedures (DCC Re-
iTTITUDE covery and INS Inflight Alignment, Section
WD IV) or re-erect the AFRS gyto using the AFRS
RI ATTITUDE gyro fast erect button.
LND
LUX ATT
LUX ATT 1. AFRS attitude information 1. Verify flight instrument reference select
unreliable. switch is in PRI. The standby attitude in-
dicator will he unreliable. Verify that the
AFRS circuit breaker is set whenever the
auxiliary attitude caution lamp goes out af-
ter being lighted. Failure of the B/N system
with AFRS circuit breakers out, results in
inaccurate signals to the ADI.
2. Elect power interruption caus- 2. Maintain unaccelerated straight and level
ing AFRS gyros to fast erect flight during the AFRS fast erection period
(off flag in view) or an inten- (normally 2 minutes) to prevent erection
tional fast erect of AFRS us- to a false vertical.
ing the fast erect button.
RI ATTITUDE Failure of inertial set or inertial System automatically switches to AUX. Cau-
nav not selected, or AUX se- tion lamp will remain lighted whenever switch
lected. is not in PRI.
L4BIN PRESS Cabin altitude above 10,000 feet. Check oxygen equipment. Assure oxygen is on.
Check that pressurization selector switch is in
NORM. Don oxygen mask and descend to
or below 25,000 feet before continuing flight.
.OLL CHANNEL L. One of the triple redundant I. Depress the damper reset button momen-
ND/OR channels is in error. tarily. If lamp resets, continue normal oper-
ITCH CHANNEL ation. For R pitch channel lamp that will
JVD/OR reset, verify that the lamp does not come
-AW CHANNEL on during an intentionally induced fly-up
maneuver at MEA or above before con-
tinuing TF operation. If lamp does not re-
set, change speed to a stability augmenta-
tion off region, turn the affected damper
OFF and land as soon as practicable.
!. Pitch, roll or yaw computer 2. For a yaw channel lamp that does not re-
power supply failure. set, do not fly auto or manual 1-F since air-
craft response to climb/dive signals, loss of
TF fly-up capability, loss of ref not en-
gaged and fly-up off caution lamps may
have occurred. In addition, the pitch and
roll autopilot operation may be affected.
Therefore autopilot performance should be
closely monitored if engaged.
3. If any of the three channel lamps remain
lighted, change speed to a stability off re-
gion, turn the affected damper OFF and
land as soon as practical.
t
,LL 3 LIGHTED Loss of one ac pwr source and Decelerate to less than 320 KIAS and land zz
I i
/ !loss of redundancy. won as practicable.
/
AW CHANNEL One of the redundant AYC sig Depress the damper reset button; if lamp resets
With slats extended) nals has a single failure. continue normal operation. If lamp does not
~ reset place the flight control disconnect switch
to OVRD which terminates AYC. Reset the
lamp. If lamp resets, continue operation. II
slats are subsequently retracted, place the flight
control disconnect switch to NORM and con.
rinue. If the lamp does not reset, turn the af.
fected damper OFF and land as soon as practi.
cable.
ROLL DAMPER One of the triple redundant com- Depress damper reset button momentarily, if
OR mands to a damper servo is in lamp does reset, continue normal operation.
PITCH DAMPER ermr. For a pitch damper lamp that will reset, verify
OR chat the lamp does not come on during an
YAW DAMPER intentionally induced fly-up maneuver at MEA
or above before continuing TF operation. If
lamp does not reset, reduce speed to the appli-
cable stability augmentation off limits, turn af-
fected damper off and land as soon as practi-
cable. If pitch damper lamp will not reset, do
not fly manual or auto TF.
ROLL, PITCH & One hydraulic system pressure is Reduce speed to damper off operating region.
YAW DAMPER low. Monitor hydraulic pressure. Depress damper
(With both PRI or reset button only if affected system pressure
both UTIL HYD sys returns to normal. Damper operation will not
caution lamps) be affected. Follow normal operating proce-
dures. Sweep wings forward at reduced rate to
prevent hydraulic pressure depletion. Refer to
Hydraulic System Failure, this section.
PITCH OR ROLL One of the redundant roll or Depress damper reset button momentarily. If
GAIN CHANGER pitch gain changers is in error lamp resets, continue normal operation. If
(if both lamps light, see follow- lamp does not reset, decrease speed to less than
ing). 425 KIAS/mach 0.80, whichever is less. If sub-
sequent 2 cps oscillation occurs, decelerate.
PITCH GAIN 1. Gear handle DN but flight 1. Extend slats, if lamps stay on place control
CHANGER AND control system not in takeoff system switch to T.O. & LAND to override
ROLL GAIN and land configuration. the automatic switching. If lamps still re-
CHANGER main lighted, place rudder authority SW to
FULL to insure full nose wheel steering. If
the flt control SW is in OVRD, the lamps
will remain lighted.
RUDDER AUTHORITY Rudder authority differs from Check rudder authority switch in AUTO. If
that programmed when the con- lamp remains lighted, the rudder authority
trol system switch is in the T.O. may be unscheduled. At high speeds, exercise
& LAND position or differs caution in the use of rudder pedals. For land-
from that called for by slat posi- ing, if lamp remains lighted, place the rudder
tion when control system switch authority switch to FULL. If the lamp still re-
is in NORM. mains lighted, rudder and nose wheel steering
authority may be limited.
1RI LOW
: iPOlLER OFF Deactivated.
Isib
1.lTIL LOW
iPOlLER OFF Deactivated
IBb
-
IRI LOW
;POILER OFF
i :JTlL LOW Deactivated.
SPOILER OFF
IBb
1VEL DISTRIB Euel distribution out of limits. jelect AFT feed. If lamp goes out, indication
is from automatic fuel distribution control
Fuel distribution control system system. If lamp remains on indication is from
failure. ~lrernate fuel distribution monitoring system.
/ Refer to Abnormal Fuel Distribution this
Alternate fuel distribution moni- section.
,
tor svstem failure.
1UEL LOW Usable fuel in fuselage reservoir Transfer any available fuel into forward fuse-
tank is 2300 (2235) pounds or lage tank. If no other fuel is available, land
less. ts soon as possible. Fuel conditions may vary
when this lamp lights. Evaluare the condition
and take necessary action.
---__
1L FUEL PRESS Affected fuel manifold pressure Check fuel feed selector knob, fuel tank pres-
1R FUEL PRESS is less than 15.5 PSIA.. Improper surization switches and fuel pump pressure
; engine feed selector. Boost pump lamp. If the boost pump pressure lamp is light-
malfunction. :d, reduce throttle and recheck the L fuel press
and R fuel press caution lamps for indication.
If lamps remain on, refer to Low Fuel Press
Lamp Lighted. this section.
I-
CANK PRESS Fuel tank pressurization is not Place fuel tank pressurization selector switch
compatible with aircraft config- co appropriate position to cause the lamp to
oration. go out. Monitor fuel quantities and assure that
pressure loss has not affected fuel quantity or
distribution.
-
GROUND OPERATION
IFWD EQUIP HOT :I. Low airflow at :low engine 1. Increase eng pwr slowly (80% rpm cm both
power settings. engines is sufficient) until lamp goes out.
2. Icing of water separator dur- 2. Direct GO to depress self-test button on the
ing prolonged idle operation --VI hor air cant valve located on the aft
with high humidity condi- bulkhead of the wpns hay, or place engine/
tions. inlet anti-icing SW to MANUAL, Lamp
should go out within 2 minutes, then re-
position anti-icing SW as required.
I
HOOK DOWN
Corrective
KI HOT ndicated hydraulic system fluid :educe demand on the hydraulic system. Re-
JTIL HOT emperature is above 230F uce speed and land as soon as practicable.
110C).
. UTIL HYD ?ressure output of the: indicated 4onitor hydraulic pressure. If it is normal,
1 UTIL HYD utility hydraulic pump is below and as soon as practicable. If abnormal pres-
100 to 600 PSI. ure, refer to Hydraulic System Failure, this
rction. Damper oper will not be affected.
CING L. icing condition sensed by ice Check that engine inlet anti-icing system is
detector. operational by placing engine/ inlet and
anti-icing switch to OFF then to AUTO. If
system is operational, above X000 feet there
will be a 300 to 500 feet fluctuation in cabin
pressure when cycling the switch. There
will also be a noticeable decrease in EPR
when system is turned OFF and back to
AUTO. If not, go to MANUAL. Lamp will
remain lighted until 60 seconds after icing
condition ceases.
!. Malfunction of ice detection :. If icing conditions are not present turn
SyStelll. anti-icing system off.
NLET HOT Anti-icing air temperature ep ;hur off engine inlet anti-icing. Lamp should
xssive. ;o out. If not, slow aircraft ro reduce total
emperature.
L ENG OIL HOT I. Oil temperature of affected ~. If oil pressure drops below 30 psi, or lamp
i ENG OIL HOT engine exceeds 250F persists for more than 10 seconds after re-
(121C). tarding to IDLE, shut down the engine and
land as soan as practicable. With normal
oil pressure following a thrust reduction,
advance throttle to a higher setting, if pas-
sible. If lamp persists for two minutes, te-
tard to IDLE and monitor oil pressure. If
lamp persists for more than 10 seconds after
)IL LOW ( Ii1 level in either engine down 3heck oil quantity indicators. Shut down af-
t 0 4 quarts. fected engine if not needed. If engine needed,
;hut down when oil pressure starts to drop.
ENG OVERSPEED I ixcessive low press camp rpm. ietard throttle of affected engine. Lamp should
; ENG OVERSPEED ( As a self test feature, lamp is co out at reduced power. If lamp remains
1ighted when eng is below idle .ighted, operate engine at reduced power.
f .pm.)
IXY 1rota1 liquid oxygen remaining descend to a safe altitude and monitor oxygen
I s two liters or less or pressure upply.
Ls 42 psi or less.
RI HEADING 1 Fail-of DCC if PRI ATT not I. Both computers (GNC & WDC) pwr
lighted. switches must have been turned OFF in ac-
cordance with Avionic System Analysis.
System will SW to AUX heading and PRI
HDG caution lamp will light after above
action,
!. INS failure. !. System automatically switches to AUX. The
lamp will remain lighted if switch is not
in PRI. Verify that AFRS circuit breaker
is set if PRI HDG caution lamp goes out
after being lighted. Failure of INS with
AFRS circuit breaken out, results in inac-
curate signals to the AD1 & HSI.
ENG SPIKE &ch 0.35 or below, and the af- wition appropriate spike control switch(a)
; ENG SPIKE ected spike has not contracted :o OVERRIDE. Do not attempt to return to
w is not full forward. \IORM position after the spike control switch
las been placed to OVERRIDE.
;POILER )ne pair of spoilers has been llaintain positive control of aircraft attitude
wed out and locked down. md decelerate to safe speed. Attempt to reset
spoiler one time only but expect a rapid roll
:ransient if spoiler is still failed. A spoiler that
I-F FLY UP-QFF TF Fly-Up is not available due Check switch positions. If light persists, do not
to one of the following condi- fly manual or imtn TF.
rions:
(1) Control system switch in
T.O. & LAND.
((2) Slats are extended.
113) Auto TF switch is in AUTO
TF hut TFR set is not in TF.
~(4) The fly-up circuit not armed.
I-OTAL TEMP Total temp above 153C. Monitor total temperature indicator for sec-
onds to go (five minutes allowable). Reduce
speed after live minutes or when the REDUC
SPEED warning lamp lights.
WHEEL WELL HOT Wheel well, weapons bay rout- Position air source selector to EMER and de-
ing tunnel and/or a-c power c&rate to subsonic. If lamp persists for more
panel area overheat condition. than 10 seconds extend speed brakes, lower
(Possible rupture of engine gear. Land as soon as practicable.
bleed air duct).
WINDSHIELD HOT Rain removal air exceeds 450F. Place rain removal switch to OFF and reduce
pwr below 80%. If after 15 seconds the caution
lamp is still lighted, place the air source se-
lector fo EMER (RAM if EMER nor installed)
and observe Ram or Emer Mode Fit Limits,
Section V.
TURN/G LIMIT 1. The aircraft is executing a Reduce bank angle or climb command until
turn in which t:he heading lamp goes out. If lamp does not go out, con-
rate exceeds a value (22 de- sider the condition as a TFR failure.
grees per second) for which
the TFR can properly corn-
pensate the climb dive com-
mands.
2. The roll compensated climb
command exceeds the pre-
selected safe pull up g
limit by more than 5 percent.
VELOCITY Indicates groundspeed input to Change indicated math to between 0.70 and
the TFR differs from true air- 0.90.
speed by 130 knots or more.
FLT VECTOR 1. Malfunction in CADC. Discontinue TFR unless visual flight condi-
tions exist until effect on system operation is
determined.
TF DRIFT .nertial and doppler drift input The TFR antenna is caged to the aircraft cen-
:o the TFR differ by 4 (to.5 terline and not necessarily looking along ground
legrees. track. When lamp is lighted, do not fly TFR
under IFR conditions unless drift is less than
3. IF TFR flight is continued with lamp light-
ed, restrict hank angles to 10 or less.
:
Emergency Entrance
1. Push plunger
unlock
handle.
internal
to 2. Push in on
external
to extend.
handle
I J
3. Grasp handle
to raise hatch.
PULL& RAISE
Figure 3-S.
T.O. 1 F-l 11 @)A-1 Section IV
Crew Duties
Section IV 1.0. 1 F-l 11 (g)A-1
Crew Duties
b. Navigation and fuel planning may be ac- (7) TAS, GS- Enter computed TAS and
complished using climatic data. The low ground speed.
altitude portion (high penetration fix to (8) DIST-Enter ground distance for the
hieh exit fix) of the flieht elan will be com- leg. For supersonic releases, which re-
pleted using a no win: condition and sun- quire a breakaway, enter ground distance
dard day temperature. from level off co the BRL. For timing
4. Select maps and charts of suitable scale and pro- delays, enter zero ground distance.
jection as directed by the requirements of the (9) TIME--Enter time required for the leg.
mission. Additional charts should be available (10) ATA, ETA - AIA will be used in
ro provide coverage for emergency changes in Hight to record time of arrival. Enter
the flight plan. ETA to the end of each leg.
5. The complete route will be plotted on charts, (11) ACT FUEL, EST FUEL-ACT FUEL
from initial level off to the initial approach fix.
will be used to record the fuel on board
6. The mission Right plan will be prepared in 2 at appropriate intervals in flight as
copies. required. EST FUEL will be used to
a. One copy will he delivered co the Current record computed fuel on board at the
Ops Section. The Current Ops Section will following points. (When applicable)
be responsible for cutting the tape from
(a) Initial Level Off at cruise altitude.
the flight plan and delivery to Maintenance.
The tape will he loaded in the aircraft by 6) Air Refueling Control Point.
maintenance personnel prior to crew station (ARCP)
time. Cc) End Air Refueling Point.
b. One copy will be retained by the crew for
(d) Primary/alternate entry control
use inflighr.
point (Oil Burner) or scat descent
7. The Mission Flight Plan will be completed in point (VFR low level routes) for
accordance with the following instructions: low level operation.
a. Show all times and dates in Zulu. Enter High exit fix (Oil Burner) or level
duration of flight as logged in form 781. off at cruise altitude (VFR low
Record winds/altitude structure used to level routes).
compute flight plan in the remarks section.
Initial Approach fix.
b. Each line of the flight plan provide for
automatic flight tape data and navigation/ At intervals not to exceed one hour
performance data for one leg or flight con- high altitude ot 30 minutes low
dition. On load and off load lines will be level.
provided to facilitate fuel computations as- (12) FUEL, GW-The fuel and gross weight
sociated with air refueling and stores re- columns will be used to compute the
lense. A check mark (v) may be used to in- fuel on board:
dicate no change from the preceding entry.
Blocks not requiring specific entry may be
(4 General-Round off all fuel and
gross weight figures to the neatest
left blank. 100 pounds.
(I) SEQ-Enter appropriate D.T.O. and se-
quence number. (b) For climbs, subtract 200 pounds
fuel from the charted \,alue when
(2) TC-Enter true cootse in three digits. starting climbs from between 2500
(3) NAME-Enter the description (IP, TGT. feet and 3000 feet. The chart is
ARCP, ETC.) of the action point if ap based on climbs from sea level.
plicable. Also enter the VORIAC/TA- Disregard climbs of less than 5000
CAN and the radial and distance used feet. Cruise at the new altitude from
for position reporting. The TACAN the start climb point.
channel number may be entered. For cruise, use average gross weight
(4
(4) MC- Enter magnetic coutse in three for determining cruise fuel if the
digits. leg is longer than 10 minutes soh-
(5) ALT-For cruise/descent/climb legs,en- sonic.
ter the altitude for the end of the leg. Cd) Supersonic-If ~1 climb is planned.
(6) MACH-For cruise legs, enter MACH accelerate to supersonic rlimb
NO. ot IAS for end of leg, as applicable. speed. IJse average gross weight for
For legs involving changing MACH determining cruise fuel if the leg
NIJMHERS, VAR (variable) may be co- is over five minutes. Use live min-
tered. utes. 55 NM, 200 lxnmds of fuel
4-4
1.0. IF-IIl(B)A-I Section IV
Crew Duties
and 540 KIAS for deceleration and (4) LONGITUDE-Enter E or W and the
descent from supersonic altitudes coordinate to the nearest .Ol minute.
and maximum speeds to subsonic (5) ELEV-Enter a + or a ~ and the eleva-
altitudes and speeds. tion of the data point coordinates.
(e) Air refueling-Disregard descent d. WEAPONS LOCATION AND ID (reverse
for air refueling and compute fuel side of form )_
consumption ai the lower :~ltitudc
(1) STORE STATION - I through 8 are
from the start descent point. Use pylon stations, 0 and 9 are left and
the Time and Range During Re- right hay respectively.
fuel chart for fuel computations.
(2) WEAPON ID CODE - Enter the ID
Use 200,OCil pounds tanker gross number for the weapon from the weap-
weight and average the receiver on table (two digits).
gross weight.
(3) BURST ALTITUDE (FEET) - Enter
In descents, disregard descents of from 0 to 20,000 feet to the nearest 100
less than Ill,000 feet. Compote fuel feet (three digits).
using ,the new altitude from the
scarf descent point. (4) PROXIMITY BURST CODE - For
radar fusing enter 0 and for pressure
For low level tactical operations, altitude fusing eater 1.
fuel may Ix computed using the
(5) WEAPON YIELD CODE - For con-
following procedure: Compute a
ventional weapons enter 0, for nuclear
single average altitude for the low weapons enter yield code (one digit)
level route; i.e.. between the low
from the nuclear weapon yield code
level entry point (Oil Burncr/VFR
table. Enter a yield code of 9 for all
routes) and the exit point (Oil Burn- RBS operations.
cr)/start climb point (VFR route).
(6) WEAPON CONSTANTS ADDRESS
Use the appropriate IFR or TFR
- Enter four alphanumerics associated
alritudr: profile, whichever is an-
with weapon ID from weapon table
ticipated to be flown, for this alti-
(does not apply when manually inserr-
tude computation. Fuel computa-
ingdara). Refer toT.0. lF-lll(B)A-25-3.
tion, between the primary/alternate
entry control point (Oil Burner) or 8. The navigation chart(s) will contain the fol-
start descent point (VFR low level lowing annofacions:
routes) and the high altitude exit a. Sequence numbers for all programmed des-
fix (Oil Burner) or the level-off tinations, targets, and fix points. Fix point~s
:~t cruise altitude (VFR low level will bc spaced at intervals no greater than
routes). may be made using this sin- 300 NM for high altitude navigation and
gle average altitude and the appli- 150 NM for low altitude navigation. If pos-
cable math number. sible, the fix points will be within I5 NM
(h) Use IOllO pounds fuel from the final of the planned course,.
initial approach fix to initial low b. Position reporting points when other than
approach or landing. If additional planned turn points.
traffic pattern work is planned, use
6000 pmmds per hour to compute c. Climb, descent, level off, acceleration, and
final landing fuel. deceleration for low altitude and supersonic
activity.
(13) AIR DIST - Enter air distance for
the leg. For supersonic releases, which d. Receiver IP (ARIP/R%IP),air refuelingcon-
require a breakaway, enter air distance trol lloint (ARCP), and end air refueling
from level off co the BRL. point (END A/R).
c. Dest/TGl~/offset lixpoint cable data (reverse e. Restricted, warning, and prohibited areas
side of form). within 25 NM of the planned route and
within the planned FLIP altitude sfrocfure
(1) SEQ-Enter D, T, 0 or F for destination,
will be clearly marked as to time and alci-
target, offset or fixpoint, and rhe se-
rude limitations.
quence number for the data coordinates.
f. Altitude calibration points, with terrain
(2) DATA-Enter the data number for the
elevation noted. for bombing.
data point coordinates.
(3) LATITUDE--Enter N or S and the co- g. PCTAP and HHCL.
ordinate to the nearest .Ol minute. h. Emergency airfields.
Section IV 1.0. 1 F-l 11 (B)A-1
Crew Duties
will be used. Set precomputed range to re- c. PDU and COMP lamps-Out. (Within 15
lease in the cursor range counters, position XCOdS)
the azimuth marker to the release bearing PDU and COMP lamps will be uf within
and establish a track f the bomb release 15 seconds, indicating the computer self-
point. When the aiming point is coincident test and PDU end-around tests are corn-
with the azimuth and range marker, release plete. Reset avionic caution lamp (NDU)
the weapon. if required.
d, Visual:
The Synchronous Bomb Run checklist is d. SYS GO lamp-Lighted.
used and the navigator selects VISUAL SYS GO lamp will light when COMP and
BOMB with the function select knob. The PDU lamps go f.
pilot establishes a track and depresses the
release button when the pipper is coincident e. SRAM PWR lamp-Lighted.
with the target. The time-to-go display on
the NDU and BNDT then unblanks and will f. MSL GO lamp-Lighted.
indicate the time in seconds t wea:pn re-
lease. Weapons bay doars should be pened Lighting of the MSL GO lamp indicates
m;mually to insure release of internal weap- satisfactory completion of the missile pre-
launch data computer missile stata mon-
4.
itor tar.
1. Perform required checklists and l~rcedures for The TEMP and MAST MAL lamps will
strike/operational ~:est launches and simulated light if missile cold plate temperature is
launches as outlined in this section. not within limits. Reset the MAST MAL
lamp by rotating the SEL & MON knob m
2. Coordinate with the pilot in completion, of the
checklist and use of the cone switch for RBS ac- missile position exhibiting a temperature
tiviry. no-go and actuating the MSL switch to
CLR MAL. The time required for the
3. Items identified OTL are to he performed only
TEMP lamp to clear will vary, depending
for an operarional test launch.
on pretakeoff environment, missile com-
plemenr, elapsed time from takeoff and
DESCENT, LANDING AND POSTFLIGHT SRAM cooling application, and aircraft
PROCEDURES. mission profile.
Accomplish the checklists and procedures as 2. AGM-69A lamp rest-Accomplished.
outlined in Section 11.
Perform lamp test of all AGM-69A lamps by
Monitor penetration, low approach and missed
depressing the malfunction and indicator lamp
approach procedures with particular emphasis
test button on the lighting control panel.
on altitude restrictions.
Check that all lamps on rhe AGM-69A control
Compute landing data as necessary. and display panel and the SRAM indicaror
on the BNDT panel flash on and off ar a one
second rare. The NUCLEAR and SRAM cau-
OPERATING PROCEDURES. (NUCLEAR rion lamps on the main caution lamp panel,
BOMBS/MISSILES) and the SAFE, UNLOCK, and ARM lamps on
the DCIJ-137/A panel will light. If lamp
brightness requires adjustment, use the mal-
SYSTEM (CAE) POWER APPLICATION.
functi and indicator lamp dimming switch.
Note
tIIl.xx
SRAM cooling must be supplied I missiles
any rime system power is on. CAUTION
I. AGM-69A control and display panel: Do not depress the malfunction and indicator
a. Selecr and monitor control kno&C,4E. lamp tex hutton while a target is displayed
h. Power switch--c3N. (Momentarily) on the computer control unit. To do so may
On application f system power, momen- change class parameters f targets stored in
rary lighting f various AGM-69A control the target table in the missile prelaunch data
and display lamps may occur. cornpurer.
4-7
_,,~
.,-_ .-.-, -~---.- --..-
Section IV T.O. 1 F-l 1 I (WA-1
Crew Duties
(6)
Power/audio control knob-Adjusted. a. ECM control knobs ()-REC.
Insure that RHAWS audio signals (I) RCVR/PA indicator lamps (3) light
and warning tone are detectable. Ad- and remain lighted until system warm-
just the level of the warning tones up time expres (approximately 3 min-
with the RHAW interphone commu- W2S).
nications monitor knob (controls the b. KM control knobs (3)--ON.
level of both the warning tones and
radar audio). Then adjust the level of N0ie
the system tests radar tones with the
The ALQ-94 ECM system, operating in ON
RHAWS power/audio control knob
or TEST (prior to initiation of self-test), may
(controls the level of the radar audio
create interference with other radars in the
only).
local area. This interference will be indicated
(7) Mode selector knob--0MT.A.
by lighting of the XMIT threat indicator
Bands I, 2 and 3 targets will be
lamp for the appropriate band. Self-test
displayed at the antenna horesight
should he initiated immediately after placing
position (11 9 degrees).
an ECM control knob to the TEST position.
(8) Mode selector knob-OMO.
Bands 1, 2 and 3 targets will be dis-
played at the designated positions. c. ECM warm-up-Completed.
(9) Test knob-OFF. d. ECM low band control knob-TEST.
e. RCVR/PA LOW pushbutton indicator
2. CMDS confidence check.
lamp-Depress and hold for 30 seconds,
then release.
(1) RCVR/PA indicator lamps will light
steady within one minute (blinking
light indicates malfunction).
f. To re-initiate the self-test, rotate the ECM
. Do nor place the CMDS arming switch to
the ARM position during ground operation. control knob to any other position (ON,
REC or SPL) then back to TEST. Repeat
To do so could result in inadvertent dispens-
step e.
ing of explosive chaff or flares.
g. Repeat steps d thru f for medium and high
. With expendables loaded, do not perform the bands.
CMDS confidence check on the ground unless
Note
the CMDS safing plugs ate installed, or in-
flight until over an authorized dispensing area In the event of a malfunction indication in
or during EWO. REC or ON modes, the system can be reset
by placing rhe control knob to OFF and re-
Arming switch-TEST. turning the knob immediately (less than 1%
TBC mode selector knob-MAN. second) to REC or ON. This will reset the
Aft AI lamp-Depressed. system without necessitating a warmup de-
Disp lamp will blink once. lay. If the malfunction has cleared, the system
d. TBC mode selector knob-OFF. will operate normally. If this procedure does
e. MLR mode selector knob-MAN. not correct the malfunction, rum the system
f. IR TGT lamp-Depressed. off for at least 3 minutes, then repeat the
Disp and aft Al lamps will blink once. turn-on procedure.
4-10 Change 1
1.0. lF-111 (B)A-I Section IV
Crew Duties
Note
Change 1 4-14A
Section IV T.O. lF-I 1 I (B1
Crew Duties
p-E-,..,.,
If the self-test pulse is absent, do not fly TF
under night or IFR conditions.
If the self-test pulse is absent, do not fly TF
under night or IFR conditions.
B 14. Fly-up check-Complete.
19. Repeat steps 3 thru I8 with TFR and radar al-
timeter channels reversed, N&e
20. TFR L and R channel mode selector knobs-
TF. This check is optional if the intlight opera-
tional check has been accomplished.
PREDESCENT AND DESCENT (LOW ALTITUDE
TACTICAL OPERATION). (AFTER T.O. 1 F-l 1 l-996) a. Terrain clearance knob-Set 400 feet.
If TFR is not to be performed, only the ) steps must be b. Autopilot release lever - Hold depressed
accomplished. Auto/manual TF letdown will be made (Prior to T.O. lF-lll(B)A-593)
from cruise math, throttles and airspeed as required. c. Autopilot release/PCSS lever-Depress anC
Non-TF descents will be made at cruise math until hold to first detent. (After T.O. lF-lll(B)A.
intercepting the indicated airspeed that corresponds 593)
to the desired low level math. Adjust to low level d. Radar altimeter control knob-Depress and
math after level off. hold.
B 1. TFR operational check -Completed, (Ground (1) Bypass switch-Return to normal.
or inflight) (2) Off warning flag-out of view.
)B 2. Fuel panel-Checked. (3) Indicator pointer-300 (~15) feet.
)P 3. Engine inlet anti-icing-Climatic. (4) TFR failure warning and channel fail
*S 4. Altimeters-Reset. (If required) caution lamps-Lighted.
$ 5. IFF-Set. (5) AD1 and ODS pitch steering barsFull
fly-up command.
)P6. AM1 and AVVI command markers and ODS
indicated airspeed-Set to desired airspeed and (6) Aural command-Full climb.
altitodc. e. Autopilot release lever or autopilot release/
)P 7. Radar altimeter--Set as briefed, PCSS lever (as applicable)-Release,
8. TFR switches--Set. (1) Fly-up maneuver-Initiated.
a. Range selector knob-E position, f. Autopilot release lever-Depressed. (Prior
to T.O. IF-lll(B)A-593)
b. Ride control knob-As desired.
c. Volume control knob-As desired. g. Autopilot release/PCSS lever-Depress and
hold to first detent. (After T.O. IF-Ill(B
d. Terrain clearance knob-1000 feet. 593)
B 9. ILS communications monitor knob-As desired.
h. Radar altimeter control knob--Release.
(After T.O. IF-111-1074)
i. Radar altitude bypass switch-BYPASS.
P 10. Radar altimeter bypass switch-BYPASS.
j. Autopilot release lever or autopilot release/
B 11. L and R TFR channel mode selector knobs- PCSS lever (as applicable)-Release.
TF.
k. Terrain clearance kno&Set 1000 feet.
P 12. Reference or ATF not engaged lamp (as appli-
P 15. Auto TF switch-AUTO. (If desired)
cable&Lighted.
Leave the auto TF switch off for Oil Burner
P 13. Pitch steering mode selector switch-TF. Entry. The reference or ATF not engaged
a. ADI and ODS pitch steering bars-Indicate lamp (as applicable) will be lighted during
dive. the time the auto TF switch is off. If anto-
4-148 Change 1
1.0. 1 F-l 1 I IB1A-1 Section IV
Crew Duties
pilot sub-modes are being used i.e., HDG/ P19. At 5ooO feet above the terrain:
NAV, monitor the aircraft closely to ensure (If applicable)
the aircraft is following steering commands. a. Radar altimeter bypass switch-NORMAL.
b. Dive angle increase to 12 degrees.
Note ) 20. Altitude Calibration-Completed.
If terrain conditions permit an accurate cali-
. The pitch trim function of the stick trim bration.
button is deactivated when auto TF is en- #B21. Altimeters crosschecked-Accomplished.
gaged. A slight pitch transient may be felt Crosscheck AVVI, standby altimeter and m-
when auto TF is engaged if the parallel pitch dar altimeter.
trim actuator is not at take off trim due to )B22. Level off-Monitored.
normal system tolerances. During auto and manual TF letdown a climb
. If a By-up is commanded due to rain during command should be indicated on the ADI/
the letdown, the pilot should depress the auto- ODS command bars at approximately 2000
feet AGL and aircraft rotation toward level
pilot release lever prior to T.O. IF-1 1 l(B)A-
flight should begin no l:ater than 1600 feet
59.3or depress to the hrsr detent the autopilot
AGL.
reIease/PCSS lever after T.O. IF-Ill (B593,
)B23. Helmet visors-Lowered. (As practicable)
establish a 10 degree dive angle, and continue
a manual letdown until 1000 feet above the
MEA. At this time, he should decrease the NOtI3
dive angle to 2 degrees and level off at the de
Whenever practical the flight crew shall lowe
sired MEA. The letdown to loo0 feet, and er helmet visors for protection against bird
subsequently lower settings, can be resumed strikes which might cause windshield failure
as the rain return disappears from the E-scope when at low altitude.
Change 1 4-14C/4-14D
1.0. 1 F-l 1 I (WA-1 section IV
Crew Duties
Airspeed
I
should be held to math 0.85 or less
select switch to the desired option
lecting the applicable
override
and se-
switch-As re-
when the 500 foot position, WX mode, is se- quired.
lected. If this airspeed is exceeded, the TFR e. Class III indicator-Checked.
will not anticipare the terrain early enough to
provide a command to prevent terrain impact. P 3. Nuclear consent switch-ARM & REL.
Change 1 4-15
Section IV T.O. 1 F-l I 1 @)A-1
Crew Duties
If any station select lamp is lighted, de- Simultaneous prearming of more than three
select station. bombs could overload the arming circuits and
c. Test hutton~Deprcssed; station select lamp result in incomplete operation of bomb pre-
lighted at all loaded stations. arming switches.
d. Selector mode knob-NIJC WPN.
e. Test button-Depressed. (Bombs)
Check st~cioo select Iamos liehted for all NotI3
bomb loaded stations, out forcidI others.
All SRAM loaded stetions may be selected si-
f. Delivery mode knob-SRAM MAN. (Mis-
Idt~ll~OUSly.
de)
g. Test button--Depressed. (Missile)
Check station select lamps lighted for all
c. Station selected lamps-Lighted. (Bombs
missile loaded stations, out for all others,
only)
h. Delivery mode knoll-OFF. (Missile) Station select lamps will not light at mis-
silt stations until a SRAM position is se-
lected using the delivery mode knob.
I
On normal training sorties with external fuel
6. DCU-137/A
a. Monitor
b. Burst option
(Bombs only)
conrrol
and release
monitor
panel:
knob-As
lamp - Lighted.
required.
tanks loaded, if any abnormal station select The burst option monitor !amp agreeing
lamp indications are noted, place the master with rhe position of the option select
switch off, perform Abort Procedures and switch should light.
do not attempt any prxticc bombing activity.
IS-7 c. Arm monitor
d. Unlock monitor
lamp-Lighted.
lamp-Lighted.
c. Monitor and release knob-Additional sta-
5. Stores control panel: tion(s).
a. Release enable switch4 T Cheek monitor lamps as indicated in b,
<L\QU only,. c and d above.
7. Additional bombs/missiles - Prearm. (2 at a
time, as applicable)
a. Monitor and release knob-station being
prearmed.
b. Station select switches--Selected.
c. Station selected lamps - Lighted. (Bombs
only)
d. Monitor lamps-Checked.
e. Monitor and release knob-other station.
f. Monitor IampcChecked.
b. Station select switches-Selected. 8. Monitor and release knob-station to be re-
Bombs will he selected two at a time if leased/monitored.
identical options are desired.
pii-
pi&-l
On normal training sorties, do not select any External bombs/missiles will not be released
store loaded station. until after all fuel tanks are jettisoned.
11.0. lF-11 IIBIA-1 Section IV
Crew Duties
B 13. OTL carrier power application-Accomplished. SYS GO, SRAM PWR, MSL GO lamps
(If required) lighted, all others off except for an OTL
If mission is an operational test launch. ac- launch, when OTL CARR PWR lamp and
complish OTL Carrier Power Application C/D RCVR ready lamps should also be light-
prior to OTL Battery Power Application ed.
and at B time determined by range control. 20. Radar altimeter-Checkei.
14. Ranging-Monitored. If the radar altimeter is inoperative, Class I
* Data number-Entered. down-launch is inhibited. Proceed with corn-
mand guidance.
Enter data numhcr 100 to 312, as desired.
8 21. OTL battery power application -Accomplish.
* Address selector knoh No. I-ELEV.
(If required)
* Data switch-DISP. If mission is an Operational Test Launch, ace
If darn number 300 is entered, the CCU data complish battery power application approxi-
storage windows will display zeros until a mately four minutes prior to launch.
target is in range. At that time, the windows
will display the target data number and the
number of missiles programmed for the tar- SYNCHRONOUS BOMB RUN.
get.
Accomplish this checklist after sequencing to the
15. Altitude calibration-Accomplish. (Within 15
target.
minutes of launch)
For maximum system accuracy, altitude cali-
bration should be accomplished ar launch coo-
ditions. Note
For a bomb run abort. immediately position
Note the delivery mode knoh to OFF. If no fur-
ther releases are to he attempted, proceed
Missile launch may be accomplished without to Abort Procedures. this section.
a TAL procedure, but accuracy will be de-
graded.
P I. ISC switch BOMB/NAV.
P 16. TAL procedure-Completed. (Between I5 and 2. Select sequence point pushbutton-TGT.
2 minutes prior to launch) 3. Sequence number set wheels-Set to next tgt or
Accomplish TAL procedures within I5 min- destination.
utes of launch to attain maximum system ac-
4. Monitor and release knob-Station to he re-
curacy. Maneuvers accomplished less than two
leased.
minutes prior to launch may not improve mis-
sile guidance azimuth alignment. 5. Station selected lamps-Lighted.
Check that applicable station select lamps are
lighted for selected bomb stations and out
17. Present pt)sition-Uprlated. (Between 7 and 2 for all others.
minutes prior to launch) 6. Stores control panel test button-Depressed,
Update present position within seven minutes station select lamps lighted at bomb simulated
of launch to attain maximum system accuracy, loaded stations: all others out (RBS only).
and no Inter than two minutes prior to launch.
18. 01-L carrier aircraft prexnt position-Record-
ed. (If required)
If it is required that the carrier position at the 1 WARNING 1
time of present position update be recorded
as part of the mission scoring data, accomplish
the following procedure. On normal training sorties with external fuel
a. Data number Jl9-Entered. tanks loaded, if any abnormal station select
b. Address selector knob No. I-ELEV. lamp indications are noted, place the master
switch OFF, perform Abort Procedures and
c. Clear pushhutton -Depressed. (Momentar-
do not attempt any practice bombing activity.
ily)
d. SIC numhcr (+h)-Entered.
19. AGM-69A malfunction and st~tos indicator 7. Function select knob-RADAR BOMB/VIS-
lamps-Checked. UAL BOMB.
4-18
Tc.0. I F-l 11 (WA-1 Section IV
Crew Duties
Note
NOV.?
4-20 Change I
T.O. lF-11 IIBIA-1 Section IV
Crew Duties
-
Section IV T.O. lF-1 I l(B)A-1
Crew Duties
LIIz3
CAUTION
3. Target data number 301 fo 313 option (if appli-
Launching B missile without sufficient battery cable):
warmup time may result in ruprure of the Enter target dam number on computer control
missile battery case or degraded missile per- unit if launch against a specific target is de-
formance after launch. Refer to figure 4.2 for sired.
missile battery warmup requirements. a. Target data number (301 to 313)-Enrered.
b. Data switch-DISP.
Note c. Address s&ctor knob No. I-LAT, LONG
or ELEV. (As desired)
. Certain no-go conditions are overridable by
4. Data number 300 option (if applicable):
launching missiles in the SRAM manual de-
Enter data number 300 on computer control
livery mode, overridable no-gos are: SAF NO
unit if launch against target being ranged-on
GO, ALT (launch inertially fo override)., and
is desired.
TEMP.
a. Data number J&Entered.
l The missile system can receive fixpoint widen- h. Data switch-DISP.
r&cation data from the DCC. The bmitude
c. Address selector knob No. I-ELEV.
and longitude available from the DCC are
rbose of the last fixpoinr identification accom- d. In-range target-Identified.
Following lighting of the SAFE IN
plished. When entered into the AGM-69A
target table by use of the RHAWlRDR mode RANGE lamp, the DATA STORAGE
switch it becomes available for active ranging. display will display the number of the
in-range target (301 through 306 or 307
. If a Class 1 down altimeter flight is desired, through 312, depending on ranging pri-
do nor select a mi:;sile with an inoperative ority). Followed by a number representing
radar receiver-transmitter. This selection will the number of missiles programmed for
result in a low level inertial missile flight. the rarger.
Change 1 4-23
Section IV T.O. 1 F-l 11 @)A-1
Crew Duties
Note Note
If launch is from weapons bay and doors do l If for any reason ir is necessary w wirhhold 21
nor open, position the bay dwr control switch simulated launch, immediately posirion rbe se-
to OPEN and if required, bay door auxiliary lector mode knob co B/C, rhe delivery mode
switch w AUX. Weapons bay doors mnst be knob ro OFF then place selector mode knob
open within 45 seconds or missile will be back co NUC WPN. Rotating rhe deliver)
declared no-go. mode knob thra the SRAM AUTO position
with the selector mode knob in NIlC WPN
and a SAFE IN RANGE lamp on will initiate
10. Missile launch lamps-Checked. a simulated missile countdown sequuncc. If
a. Weapon present and station selecr lamps- no further simulnred launches are to be at-
OUL tempted prwxed to Abort Procedures.
4-24 Change 1
T.O. lF-11 l(B)A-1 Section IV
Crew Duties
Change 1 4-24A/4-24%
1.0. lF-I 1 l(6)A-l Section IV
Crew Duties
I lease signal
master switch,
is Present as indicated
pilots bomb release lamp. Operation
station select switches,
by the
of the
moni-
P 5. Nuclear
6. Monitor
7. Option
consent
and release
switch-OFF.
select switch-OFF.
knob-OFF.
I l On normal training
bomb release lamp remains
sorties, if the Pilots
lighted for an
9. Selector
10. Delivery
mode
mode
knob--OFF.
knoMFF.
indefinite period of time (approximately 5
seconds or more prior fo T.O. lF-lll(B)A- 11. Bombing timer mode selector knob-OFF.
4-26 Change 1
1.0. IF-lll(B)A-1 Section IV
Crew Duties
1 1.
Release enable switch--INHIBIT. d. Monitor and release knob-OFF.
2.
Selector mode knob-B/C. e. Option select switch-OFF.
3.
Delivery mode knob--OFF. f. Class Ill command override switch-OFF.
4.
Selector mode knob-NUC WPN. 9. AGM-69A control and display panel:
5.
Stores station select switches--Deselected. a. Select and monitor knob--ALL or selected
Check that all corresponding station select MSL POS.
lamps are off. Use selected missile position for specific
P 6. Nuclear consent switch-OFF, guard down. missile shutdown.
7. AGM-69A control and display OTL panel: b. Power switch-OFF. (Momentarily)
a. Batterv wer applied:
Select and monitor knob-Selected mis-
(1)
sile position.
(2) OTL switch---BAT.
LIIrr.2
CAUTION
4-27
Section IV T.O. IF-lll(WA-1
Crew Duties
Note
3.
i.
i.
0.
ALTITUDE CALIBRATE.
(Low Altitude)
MANUAL SEQUENCING PROCEDURES.
1. Manual sequence and display pushbutton-
Do not attempt low altitude calibration when Depressed.
above &?OO feet above terrain. In the manual mode the button will be light-
::d and steering signals will continue to he
provided to the current steer point.
1. Radar altimeter-On. 2. Arrival at current steer point:
21. Selected sequence point pushbutton-De-
2. Altitude calibration Pushbutton-Depressed.
pressed.
The READY light will come on.
Select destination/target as desired.
i. Address sclccr number L--ELF\. h Sequence number set wheels--Set.
4. I)ata switch--ENTRY. Set m the sequence number of the desired
destination/target.
i. Data entry pushbuttonsEnter terrain eleva- c. Sequence number select pushbutton-De-
tion IO nearest foot. pressed.
6. Altitude calibration pushbutton-Depressed
when over selected point. NOtI
. Repeat the above procedure upon arrival at
ALTITUDE CALIBRATE. each current steer point. When automatic
sequencing is desired again, depress MAN
(High Altitude) SEQ and DISP button.
4-32 Change 1
IF-Ill (R1 Section IV
Crew Duties
. After overflying the current destination, right procedure. Zero values will be displayed for
hand race track orbit steering is provided all parameters except class values which will
until a new destination/target is selected. If be down.
the current steering point is a target, constant
ground track steering is provided in the bomb GUIDANCE TRANSFER ALIGNMENT (TAL)
MY mode after release until a new destina- PROCEDURE.
tion/target is selected.
MANUAL NAVIGATION.
The TAL procedure must be performed a
1. Function select knol+MANUAL. maximum of 15 minutes prior to each missile
NDU selected sequence point displays will launch to complete missile guidance azimuth
blank and constant ground track steering alignment. A TAL performed later than 2
signals will be provided to the pilots insrru- minures prior to launch may not be accepted.
menusand rhe autopilot.
2. Selected sequencepoint pushbutton-Depress. 1. Select and monitor knob-ALL.
3. Coordinates-linrered. P 2. TAL procedure-Accomplished.
a. Data switch-ENTRY. Perform one of the following maneuwrs as
b. Address select number 1 knob--DATA NO. appropriate depending on flight conditions
c. Clear pushbuttoo-Depressed. and mission profile:
d. Address select number I knob--LAT. a. Perform a transfer alignment coordinated
LONG, and ELEV. turn in accordance with T.O. lF-Ill(B
30-l.
With the data entry pushbuttons, enter
rhe coordinates and elevation of I:he de- b. Increase or decrease ground speed by 119
sired point. When coordinates are entered knots or more within 31 seconds or less.
and accepted by the computer the selected
sequence point displays will unblank and NOif
appropriate steering commands/cursor po-
sitioning is provided. It may require up to one minute for the MSL
NO GO lamp to go our following rhe TAL
procedure. If lamp does not go out and condi-
Note tions permit, accomplish a second TAL. Once
out the lamp should remain out for a mini-
If it is desired to change any part of the mum of 15 minutes.
entered coordinate data, a complete set of
I data (LAT, LONG, ELEv) should be entered. 3. MSL NO GO lampOut. (Within 1 minute)
Check that the MSL NO GO lamp goes out
and MSL GO lamp remains lighted, indi-
MISSION DATA DESTRUCT PROCEDURE. cating the missile azimuth alignment error
test has been passed.
1. DCC and AGM-69A system (CAE) power (as
applicable)-On.
2. Address selector knobs-No. 1 to arrow, No. 2 Note
co DESTRUCT. If, following successful accomplishment of
3. Destruct data-Entered. the TAL procedure, any individual MSL NO
Enter a series of nines until the data storage GO lamp remains lighted, in conjunction
display is filled with nines. Upon entry, the with the MSL GO lamp lighted, it is an in-
data storage display will blank and then re- dication of missile position error test failure,
display within I5 seconds. launch of a missile with this type of failure
will result in degraded performance.
4. Sequence interrupt co destination 01.
5. Data destruct-Vetified.
Use the Sequence Number Verification 4. MSL NO GO lamp (all powered missile posi-
checklist to verify that the mission dam dis- tions)--Out.
plays all zeros for destinations, targets, off- Position the select and monitor knob 10 each
sets, and fixpoints in the GNC (WDC off), powered missile position. Check MSL GO
then in the WDC (GNC off). For SRAM, also lamp lighted and MSL NO GO lamp oat in
verify mission data memory is destroyed by each position.
performing the Target Data Veri6cation 5. Select and monitor knob-ALL.
Section IV T.O. lF-I1 I(6)A-l
Crew Duties
Note
If target data cannot be reset by use of SIC
+ 14, accomplish Mission Data Destruct Pro-
cedure or requesr that AMS personnel reload
The missile system can receive fixpoint iden- the operational program tape
tification data from the DCC. The latitude
and longitude available from the DCC are HIGH ALTITUDE LAUNCH MACH NUMBER
those of the last hxpoint identification tic- ENTRY.
complished. When entered into the AGM-6!)A
1. Data number 3l9-Entered.
target table these coordinates become avail- 2. Address selector knob No. I-ELEV.
able for active ranging and launch. The 3. Clear pushbutton-Depressed. (Momentarily)
RHAW/RDR mode switch mosf not be acru- 4. Mach number--Entered. &+XxX13)
ared unless active ranging is desired on the Enter in the following data: Plus (+ ), launch
last fixpoint idenrihcarion stored. math number (between 0.35 and 1.70), and
SIC 13. Depress ENT pushbutton momentar-
ily.
2. RHAW/RDR mude switch-RDR or RHAW.
(Momentarily) OTL CARRIER POWER APPLICATION.
Momentarily positioning the RHAW/RDR
mode switch on rhe AGM-69A control and P 1. Communications with range-Established.
display panel to RDR or RHAW transfers Establish communications with range control
fixpoint identification information from the and determine when to apply power to mis-
DCC to the missile prelaunch data computer sile NTIK.
target table for target data number 313.
3. Target data number 313 elevarion-Entered.
a. For a Class I-UP missile flight enter target
elevation. The missile system provides the capability to
b. For a Class I-DN missile flight enter an ele- automatically launch under computer control
a maximum of two NTIK equipped missiles
vation corresponding to the maximum ter-
rain deviation along the expected missile from any two of the six missile stations.
flight path.
4. MissiIe per target and class parameter*-Modi- 2. AGM-69A control and display OTL panel:
fied. (If required)
a. Select and monitor knob-Selected MSL
The computer program assumes the number
POS.
of missiles assigned for target data number
313 is one and all class parameters are down b. OTL switch-CARR.
unless preplanned class values were ,inserted c. Power switch-ON. (Momentarily)
or modified by Missiles Per Target Change d. OTL CARR POWER lamp-Lighted.
or Target Data Change procedures. e. Additional NTIK missile-OTL carrier pow-
er applied. (If required)
If required accomplish subsreps a through
TARGET TABLE RESET PROCEDURES. d for second NTIK missile.
1. DCC and AGM-69A system (CAE) power-On. f. OTL switch-N.
2. Data number 319--Entered. 3. Test range verification of NTlK on carrier
3. Address selecror knob No. I-ELEV. power:
4. SIC number (+ I4)-Entered. a. Select and monitor knob-Selected MSL
linrer a (+~) and then SIC number 14. Depress POS.
EN7 pushbutton momentarily. The data ~for- P b. Range--Contacted.
age display will blank and then redisplay SIC Conracr range officer and give notification
+ I.< within I5 seconds along with data num- to proceed with test and monitor of NTIK
ber 319. fooctions via telemetry.
5. Targer data reset-verified. (If required) c. C/D RCVR READY lamplighted.
Verify target da.ta reset by performing the d. Additional NTIK missile--Checked. (If re-
rargm data verification procedure. 7xro values quired)
will display for all parameters except class If required accomplish substeps a through
values which will all be down. c for second NTIK missile.
4-35
Section IV T.O. 1 F-l 11 @)A-1
Crew Duties
OTL BATTERY POWER APPLICATION. 0 When any avionics caution lamp lights, at-
tempt co reset. If reset is unsuccessful accom-
plish a recycle if necessary. If the lamp lights
again. refer to the Avionics Systems Analy
NotI2 Sk, figure 4-l.
Accomplish the following steps during the
Pre Bomb/Pre Launch - Strike/OTL and A reset is defined as depressing rhe avionics caution
approximately four minutes prior to launch. lamp twice for a single reported malfunction, or
three times for two reported malfunctions, etc., and
the caution lamp remaining out. A recycle is defined
1. AGM-69A control and display OTL panel: as removing power from the applicable system, i.e.,
a. Select and monitor knob-Selected MSL GNC/WDC off then GNC, WDC simultaneously,
POS. ground align knob off then on, astro deselected then
b. OTL switch-BAT. selected, or doppler deselected then selected as appli-
cable.
NOif
Note
Upon application of battery power, a seven
minute elapse timer within the missile pre- l Sound judgment should he exercised and all
launch data computer is initiated for the available indications checked before recycl-
selected missile. Missile launch must be ac- ing a system for a reported malfunction. In-
complished within cumulative seven minute discriminately recycling a system for a re-
battery time period or the missile will be de- ported malfunction may not always be the
clared no-go. best corrective action.
0 INS power must be cycled in order ro per-
form an in-flight alignment, refer to DCC
c. Power switch-ON. (Momentarily) Recovery and INS Inflight Alignment.
d. OTL BAT PWR lamp-Lighted.
e. OTL CARR PWR lampOur. SRAM SYSTEM MALFUNCTION ANALYSIS.
Carrier power is automatically turned off
to the selected missile following applica-
tion of battery power.
CAUTION
f. Additional NTIK missile--OTL battery iIIIzl
power applied. (If required)
Repeat substeps a through e for a multiple Do not depress the malfunction and indicn-
NTIK missile launch. fcv lamp test button while a target is dis-
g. OTL switch-N. played on the computer control unit. To do
so may change class parameters of cargers
2. Test range verification of NTIK on battery
stored in the target cable in the missile pre-
p0WX
launch data computer.
P a. Range-Contacted.
Contact range officer and give notification
to proceed with test and monitor of NTIK
functions via telemetry. Fault analysis procedures that have an indicator asso-
ciated with the fault should begin with a lamp rest.
b. C/D RCVR READY lamplighted. During a lamp test, all panel indicator lamps are cycled
PC. Telemetry and radar acquisition-verified. one second lighted and one second out. Indicators that
Through ground communications, receive normally blink to reflect status, SRAM PWR, SRAM
verification of telemetry and radar acqui- indicator on BNDT, and SAFE IN RANGE. Rash at
sition. the rate of 3 to 5 cycles per second. If rhe fault indica-
P d. Range Clearance-Received. tion is determined fo be valid, isolate malfunction by
Receive range permission to launch. rotating the select and monitor knob through associ-
4-36
T.O. 1 F-l 11 WA-1 Section IV
Crew Duties
~~
Figure 4-1.
Section IV T.O. IF-11 l(B)A-1
Crew Duties
TF FLY UP CAUSES.
Missile Battery
The TF fail fly up is caused by one of several condi-
Warmup Time tions. These conditions are: (1) the TFR system de-
-
tects an internal malfunction, (2) the TFR system
OUTSIDE I+IME SINCE SYSTEM (CAE) detects an excessive error in comparison of certain
AIR POWER APPLICATION inputs to the TFR, (3) the TFR system detects a loss
TEMPERATURE of one or more input data good signals from other
F MINUTES systems, and (4) altitude (AGL) is less than 83% of
selected set clearance. Refer to figure 4-5 to determine
+ 5 AND ABOVE 40 TFR system indications of loss of good data signals.
0 42
-5 45
-10 48
-15 50
OPERATING PROCEDURES.
-20 54
-25 (NON-NUCLEAR)
56
-30 58
-35 62 BOMBING EQUIPMENT CHECK.
-40 65
-45 67 1. Safety check:
-50 70 a. Delivery mode knob-OFF.
-55 74
-60 77 b. Selector mode knobOFF.
-65 80 c. Bay door control switch-CLOSE.
2. Selected sequence point pushbutton-TARGET
NOTES: depressed.
Verify that current sfeer point is a target.
(1) MISSILE ELEfZXRONIC POWER APPLICA-
P 3. Instrument systems coupler-BOMB/NAV.
TION INHIBITED BY MISSILE PRE-
LAUNCH DATA COMPUTER FOR 40 P 4. Optical display system mode knol*CMD.
MINUTES. 5. Stores control panel:
(2) THE OUTSIDE AIR TEMPERATURE a. Release enable switch-INHIBIT. I
USED SHOULD BE THE AVERAGE b. Master switch-ON.
GROUND TEMPERATURE FOR THE 24 c. Delivery mode knob-BOMB. (RBS only)
HOUR PERIOD PRIOR TO TAKEOFF. d. Station select switch-station selected.
(3) THE TIME SINCE SYSTEM POWER AP-
PLICATION REPRESENTS REQUIRED
MISSILE BATTERY HEATER-ON TIME
PRIOR TO MISSILE LAUNCH. 1 WARNING 1
Figure 4-2.
To prevent an inadvertent release, do not
stlect a station with a bomb loaded. (On a
ated positions, note indications, reset MASTER MAL normal training mission do not select any
and MASTER CAUTION displays as applicable and store loaded station).
proceed with malfunction analysis. Refer to figure 4.3.
Data may be manually loaded into the missile com- 7. UHF # I-Unused channel. (RBS only)
puter during flight by entering the SICs into the CCU. 8. Attack steering-Checked.
SICs can also be used to request the display of stored Using tracking handle check for aircraft re-
data which may be needed on a non-routine basis and sponsesto left and right turns and that the
for certain tats. Refer to figure 4-4. aircraft returns to straight and level flight.
4-38
T.O. 1 F-l 11 (WA-1 Section IV
Crew Duties
+
II
I
- 1
Figure 4-3. (Sheet 1J
4-39
Section IV T.O. 1 F-l 11 @!A-1
Crew Duties
-
Figure 4-3. (Sheet 21
1.0. 1 F-l 11 @)A-1 Section IV
Crew Duties
-.._.,-.-
Section IV T.O. 1 F-l 1 1 @)A-1
Crew Duties
JC D ta Table
#ATA NO. SIC NO. FUNCTION
318 i xxxxx
L----
Display memory (XXXXX specifies memory location to be displayed).
319 t3 Range on primary targets (301.306) (used only if SIC -t2 was in effect).
319 + 3XXN4 Enrer missiles per target in target table (XX is target numbers 01 thru
13; N is number of missiles per target).
319 , 3xxo5 Display n~.~mber of missiles per target from target table (XX is target
numbers Ol thru 13).
I
319 + xxx13
is math number between 0.35 and 1.70).
319 + 21 Bypass missile electronic warmup 40.minute timer (only for use in tiL1 in-
flight emergency situation requiring recycling of system power).
I--- __~_-~ _---~--... -~-- -
* SIC used for maintenance purposes only.
I
1 -I
Figure 4-4.
* Figure 4-5.
PENETRATION AIDS SELF TEST PROCEDURES. (6) Sensitivity control kno&Full CW..
(7) Memory ;ontrol knob-Full CCW.
b. Lamp test: (Check lamps only)
Note
(I) Test knotelamp.
l For detailed description of the Penetration (2) All indicator lamps-Lighted.
I
Aids System refer to T.O. IF-Ill(Bl-3. (a) Check cryo fail lamp.
. Refer to T.O. IF-Ill(BI-3 for Scope and P (b) Check pilots remote threat display.
Threat Panel Display. c. Display test (Checks RHAW scope and
. Penetration Aids Self Test Procedures are TDP).
required only for alert acceptance, EWO/ (1) Test kno&Display.
Contingency missions and when equipment (2) Mode selector kno&IRT.
reliability is in doubt. Check that target appears in center of
SC0pCZ.
(3) Mode selector knob--OMO.
1. RHAWS confidence checks: Check that 6 tareets amxar around
the periphery of th; sco~:Signals will
multiplex through the 3 bands.
Note d. System test:
There are three confidence checks for the (1) Test knob-System.
RHAWS: the lamp test, the display test, and (2) Mode selector knoLHI.
rhe system test. The lamp test checks al1 A target should appear on the scope.
RHAWS and IRRS lamps. The display test Center the target on the azimuth cut-
checks only the ability of the RHAW scope sot and adjust to -3 degree elevation.
to display video. The system test checks all Monitor the Threat Display Panel
RHAWS components except the antennas. (TDP) for the appropriate warning
lamps.
(3) Mode selector kno&H2.
a. Turn on: A target should appear on the scope.
(I) Power/audio control kno&CW out of Center the target on the azimuth cut-
detent. (Approximately 2 minutes warm sot and adjust to -4 degree elevation.
up required). Monitor the TDP for the appropriate
warning lamps.
(2) Scope filter-As desired.
(4) Mode selector kno&H3.
(3) Gate selector knob N. A target should appear on the scope.
(4) Brightness knob-Full CW. Center the target on the azimuth cut-
Moving the knob full CCW has the SOT and adjust to -5 degree elevation.
Same effect as increasing memory. Monitor the TDP for the appropriate
(5) Reticle intensity knoltAs required. warning lamps.
4-44
T.O. 1 F-l 11 @)A-1 Section IV
Crew Duties
.4rming switch-TEST.
;. TBC mode selector kno&MAN.
c. Afr AI lamp-Depressed.
Disp lamp will blink once.
d. 1BC mode selecm: knob-OFF.
e. SILK (mode selector knob-M.4N.
f. IK LGT lamp-Depressed.
Disp and AFT ;I1 lamps will hlink once.
R. MLH mode selector knob--OFF.
h. SPC mode select<,r kn<>b-MA.N.
i. Air SAM Iam~Depressed.
i)irp lamp will blink once.
i. il(~: mudc relecr,>r knob-OFF
k. Arming switch---SAFE.
3. KM confidence check:
Section IV T.O. 1 F-l 11 (B)A-1
Crew Duties
FUEL TANK JETTISON PROCEDURES. intercepting the indicated airspeed that corresponds
to the desired low level math. Adiust to low level
Selective jettison of fuel tanks mst be accomplished math after level off.
in straight and level flight, with gear and flaps up,
at a angle-of-attack less than 8 degrees. Jettison tanks B 1. TFR operational check-Completed.
singly, outboard to inboard with no more than one )B 2. Fuel panel--Checked.
station asymmetry. Tanks mst be empty, only residual *P 3. Engine inlet anti-icing-Climatic.
fuel remaining. Refer to Stores Limitations, Section )B4. Altimeters-Reset. (If required)
V, for tank release limits.
+ 5. IFF-Set.
*P6. AMI and AVVI command airspeed markers and
ODS indicated airspeed-Set to desired airspeed
(WARNING1 and altitude.
)P 7. Radar altimeter-Set as briefed.
8. TFR switches-Set.
To prevent inadvertent jettison of weapons a. Range selector knob--E position.
insure that weapon loaded stations are not b. Ride control kno&As desired.
selected when jettisoning fuel tanks. c. Volume control ko&As desired.
d. Terrain clearance knob-1000 feet.
1. stores control panel: B 8A. KS communications monitor knob--As de-
a. Master switch-ON. sired. (After T.O. lF-111.1074)
I
b. External station selector switches- P 9. Radar altimeter bypass switch-BYPASS.
Deselected. B 10. L and R TFR channel mode selector knobs-TF.
All external stations carrying weapons P 11. Reference or ATF not engaged lamp (as appli-
mst be deselected, station select lamp cable)-Lighted.
ot, to prevent jettisoning weapons.
P 12. Pitch steering mode selector switch-TF.
c. Delivery mode knob-AUX.
a. ADI and ODS pitch steuing barsIndicate
d. Selector mode knob-STA JEIT. dive.
e. Station selector switch (tank to be jettisoned) b. Aural command-Dive.
-Selected.
c. TF warning and channel fail lampsoff.
f. Station selected lamp-Lighted.
d. E scope-Checked.
Station selected lamp for external fuel
Check self test pulse and zero command
tank station to be iettisoned should be
line.
lighted.
g. Release enable switch-RELEASE ENABLE.
P 2. \Veapon release button-Depressed.
12. Radar altimeter control knob-Released. Bll. L and R TFR channel mode selector knobs-
13. Autopilot release lever-Depress and hold. TF.
(Prior to T.O. lF-Ill(B593) P12. Reference or ATF not engaged lamp (as appli
cable)-Lighted.
14. Autopilot release/PCSS lever-Depress and
hold to first detent. (After T.O. lF-llI(B)A- P13. Pitch steering mode selector switch-TF.
593) a. AD1 and ODS pitch steering bars-Indica
dive.
15. Radar altimeter bypass switch-BYPASS.
b. Aural command-Dive.
16. Autopilot release iever or autopilot release/
c. TF failure warning and channel fail lamp
PCSS lever (as applicable)-Release.
4C
17. Auto TF switch-OFF. d. E scope-Checked.
18. E scope-Checked. Check self-test pulse and zero command
Check self-test pulse and zero command line. line.
pi&-,,.,.,
Note
Whenever practical the flight crew shall
. The pitch trim function of the stick trim lower helmet visors for protection against
button is deactivated when auf TF is en- bird strikes which might cause windshield
gaged. A slight pitch transient may be felt failure when at low altitude,.
when auf TF is engaged if the parallel pitch
trim actuatnr is not at take off trim due to
ormal system tolerances. )P24. Wing sweep-Set.
P25. Auto TF switch-AUTO. (As required)
. If a fly-up is commanded due t rain during
P26. 1000 foot check:
the letdown, the pilot should depress the
autopilot release lever prior t T.O. IF- a. Terrain clearance--Checked. (900 t 1200
lll(B)A-593 or depress t the first detent the feet)
Use the radar altimeter t check the ter-
autopilot release/PCSS lever after T.O. lF-
lll(B)A-593, establish a 10 degree dive angle, rain clearance.
and continue a manual letdown until 1000 b. E scope display-Checked.
feet above the MEA. At this time, he should Check video positioning relative t com-
decrease the dive angle t 2 degrees and level mand line.
off at the desired MEA, The letdown t 1000 27. 83% fly-up-Checked.
feet, and subsequently lower settings, can be This check should be performed ver level
resumed as the rain return disappears from terrain or water if possible.
the E-scope. a. Radar altimeter index pointer-Set 830 feet.
b. Clearance plane-Set 500 feet.
Pl6. Wing sweep-As required. c. Radar altitude low warning lamp-lighted,
The wing sweep for auf TF letdown will passing 530 feet.
normally be that computed for low altitude Aircraft should level within limits of 500
operation. Avoid high angles-of-attack with foot setting. (440.650 feet)
aft wing sweeps prior t initiating descent. d. Fly-upInitiated.
In cases of high altitude and/or low airspeed, Set 1000 feet clearance plane after pausing
wing sweep should be delayed until descent momentarily at 750 foot setting.
has been initiated. (I) TF failure warning lamp-Lighted u.
P17. ADI and ODS pitch steering bars--Centered. til aircraft passes through 830 feet ab.
(Auto TF letdown) solute.
) 18. Altitude call+-Accomplished. (2) ADl/ODS--Indicate fly-up.
The navigator will announce the altitude The pitch steering bars on the ADI/
calls when crossin,g 15,ooO, 10,000 and 5,ooO ODS will indicate a fly-up until the
feet MSL. He will also notify the pilot 1000 TF fail clears, then indicate normally
feet above initial level off. (3) Aural command-Full climb.
P19. At 5ooO feet above the terrain: (4) Radar altitude low warning lamp-Oul
(If applicable) at 830 feet.
a. Radar altimeter bypass switch-NORMAL. (5) Autopilot release lever-Depress am
b. Dive angle increase t 12 degrees. hold, then release. (Prior t T.O. lF,
$ 20. Altitude calibration-Completed. ll.l(B)A-593)
If terrain conditions permit an accurate cali- Depress lever and hold while leveling
bration. aircraft at 1000 feet, the release.
Change 1 4-SOA
Section IV 1.0. 1 F-l 11 (B)A-1
( hw Duties
I
If the 83%, fly-up capability is not operational
tanks loaded, if any ahnormal
lamp indications
Mission Procedures
are noted perform
P I. ISC switch-BOMB./NAV.
r. Selected seqwnce: p,~ir,t pushhuram--TARlC;ET.
3. Sequcncc number set wheels--Set to next target
or destination. . For manual door opening, position the hay
-?P~i. Nucteur consent switch-REI. ONLY. (As ap door conrrr~l witch to OPEN npproximstely
plicahlel (MAII-12 single carriage) 60 seconds yior to release.
. For external bomh release, position the bay
Note door control switch tu CLOSE. For internal
release x ith ihe delivery mode knoh in AUX
When releases are ro be made on a dcrignated
bombing range do not perform this step until
the aircraft is over the range.
Change 1 4-50C/4-50D
T-0. I F-l 11 (WA-1 Section IV
Crew Duties
I
remain lighted for an additional ;! sec-
onds after the release signal is removed. fP2. Nuclear consent switch-REL ONLY. (As ap-
In either configuration, the station se- pliable) (MAU-12 single carriage)
lected and stres present lamp and all
DCU-137/A lamps will go out when the
bomb is released.
When releases are to be made on a designated
bombing range, do not perform this step until
the aircraft is over the bombing range.
pii-
3. Stores control panel:
a. Master switch-ON.
. Do not operate any of the bombing system
h, Station select lamps-Lighted.
controls, except as noted below, when a re- Check that station select lamps for selected
lease signal is present as indicated by the stations are lighted, all others out.
pilots bomb release lamp. Operation of tbe
I c. stores control panel test button-Depressed,
master switch, station select switches, moni-
station select lamps lighted at weapon simu-
tot and release knob, delivery mode knob
lated loaded stations; all others t (RBS
or selector mode knob during presence of a
only).
release signal (normally 3 seconds prior m
T.O. lF-lll(B)A-651; x second after 7.0. IF-
lll(B)A-651) may result in inadvertent store
or bomb rack release.
. On normal training sorties, if the pilots
bomb release lamp remains lighted for an in- On normal training sorties with external fuel
definite period of time (approximately 5 set- tanks loaded, if any abnormal station select
nds or more after last intended release prior lamp indications are noted, place the master
to T.O. IF-lll(B)A-651; 3 seconds or mre switch OFF, perform Abort Mission Proce-
after T.O. 1F.lll(B)A-651) place the delivery dures and do not attempt any practice bomb-
I ing activity.
mode knob OFF, selector mode knob OFF,
and master switch OFF, in that sequence, per-
form Abort Mission Procedures, this sec.
d. Bay door control switch-OPEN. (If re-
tion, and do not attempt any practice bomb-
quired)
ing activity.
Position the bay door control switch t
OPEN approximately 60 seconds prior to
Note r&e.
tP I.
2.
3.
P 4.
5,
6.
7.
8.
1.0. 1 F-l 11 (BJA-1 Section IV
Crew Duties
rhe amplifier power supply unit and antenna l Placing the function select knob to NAV mo.
coupler are tuning. When the tone ceases. the menrarily after the gyrocompass alignment
tuning cycle is complete and a sidetone will will improw the subsequenr stored magnetic
be heard when transmitting. Lack of sidetone variation alignment.
indicates coupler mistune or an incorrect ad-
justment of the volume control knob.
1. INS ground align knob--hf.&G HDG.
9. RF gain control knoLAdjusted.
2. General navigation computer switch-GNC.
Establish cuntacf and then adjust RF GAIN
control knob to obtain oprimum signal to 3. Weapons deliver)- cornpurer switch-WDC.
noise ratio. 4. Funcrion select knob-GND ALIGS.
Check chat INS heat lamp lights immediately
after entering the ground align mode. The
Note align lamp should light steady within lli
If receiver operation is unsatisfacrory, ToMfe minurrs after going CO rhe align mode.
the \olume conrrol, RF gain control, and 5. Align lamp-Flashing.
squelch control knobs ro the maximum clock- This completes rbe alignmenr mode.
wise position.
TWO AXIS TRIM ALIGNMENT PROCEDURE.
GROUND ALIGNMENT. (ALTERNATE) 1. INS ground align knob--TRIM.
2. General naxigarion cornpurer sn-itch-GSC.
Alignment to Stored Heading.
3. Weapons deliver! cornpurer smirch-WDC.
4. Function select knob-GSD ALIGN.
Note Check rhar INS hear lamp lights immediately
. For an accurare stored heading rhe INS must after entering rhe ground zalign mode. The
have undergone an accucate gyrocomp,~ss align Iunl~ should light steady within I r
alignment and the aircraft must not have been minutes after going IO rhe align mode. The
moved since the sysrem WRS turned off. align lamp will Rash for 10 seconds afrer
complerion of rhe first gyrocompass align-
. Placing rhe Fur&on select knob co N.41 menr. If NAV mode is not selected during
momentarily after rhe g!~rocompass alignment this 20 second inrerval. rhe stable element
n;ill impro\-e the subsequent stored heading xvill he slened 90 degrees and the second
dipment. g!~rocompa,, xlignmvn: will be irliriared. The
align I:rmp will remain out during this align-
I, IW ground align knob-STRD HDG, mcnr. L:pon compleiion of rhe second gyro-
cr~mpass alignmenr lapprosimarely 9 min-
2. Geneml nax~igari<m cornpurer snitch-GNC. uresl rhe align lamp will begin flashing.
i. Weapons delivery ~compnter smirch-WDC. i. Dar;, witch-ESI~RY.
i. Function select knob-GND ALIGS. Enter cc~)rdinnres and mag var of rhe air-
Check that the I:NS hear lamp comes on im- crafr Iocncic>n behind dara number 000.
mediately nfrer entering rhe ground align 6. ISS reset button-Depress.
mode. The align lamp should light steady If rhe align lamp is on. it n-ill po out for
n-irhin II,> minutes after going co the align approximarel? 10 seconds and rhen come on.
mode. 7. Align lamp-Flashing.
i. Align lamp-Flashing. ?-his compleres rhe alignmenr mode.
This completes rhe alignment mode.
DCC RECOVERY AND INS INFLIGHT
Alignment To Stored Magnetic Variation. ALIGNMENT.
4-53
Section IV 1.0. 1 F-l II (B)A-1
Crew Duties
Note
a.
b.
c.
d.
1.0. lF-111 @.)A-1 Section IV
Crew Duties
lociry reference being used, the number WEAPONS LOCATION AND ID VERIFICATION.
of updates performed and the rime be-
tween each. 1. Data number--Entered.
Enter the data number for the first weapon
4. Nar mode select pushbuttons-As desired.
location.
2. Address select number I-barrow position ).
DATA ENTRY.
3. Address select number ?--WPN LOC and ID.
1. Data switch-FNTRY. 4. Data switch-DISP.
2. Address select switch--Set. 5. Dara storage display-Verified.
Position the addre:;s selector knob to the type Check that the seven digit number in the
of data to he entered. If the address select dara storage window agrees with the SAC
switch number 2 must he used, position the Form 2hi. Repeat steps I through 5 for each
address select switch number 1 to the (AR- we;*pon
ROW) * position.
3. Clear pushbutton-r)epress. DATA POINT VERIFICATION.
4. Dam entry pushbuttons--Enter data.
Check that rhe proper data is displayed on 1. Data switch--ENTRY.
the data storagc/dara number display. 2. Address select number I-DATA NO.
5. Iinrer I~ushburton~l)cpress. 3 Cleer ,,Lhbutton-Depress.
Check that the (data srorage/data number 4. Data entry pushbuttons--Enter data number.
display goes blank and the entered data re- Observe correct data number on data number
SlppGHS. CfW.
5. Enter pushbutton-Depress.
I
Observe data number counter blanks and data
Note
number reappears.
Data entry cannot be performed if the ALT 6. Data switch-DISP.
CAL pushbutton was depressed when the
7. Address select number I-LAT.
DCC was powered up.
Verify that correct latitude is displayed on
dat;, storage Colmfer.
SEQUENCE NUMBER ENTRY. 8. Address select number I-LONG.
Verify that correct longitude is displayed on
1. Sequence numher set wheels-Set. the data storage counter.
2. Selected sequence point pushbutton -- De- 9. Address select number I-ELEV.
pressed. Verify that correct elevation is displayed on
3. Data switch--SEQ. the date storage counter.
4. Clear pushbutn,n-I)epress.
5. Data entry purhhutnn-Enter data number. SEQUENCE INTERRUPT.
Verify the data number is correct; if not de-
press the CLR pushbutton and re-enter the I. Selected sequence point pushbutton--Depress.
d;tt?l
2. Sequence number setwheels-Set as desired.
6. Enter pushbutton--Depress.
The data number will go blank momentarily 3. Sequence number select pushbutton--Depress.
and the data number will reappear. Verify the sequence number and coordinates
are displayed correctly.
7. Data number counter--(;heck for cortect data
number.
8. Data storage counter-Check for correct se- PRESENT POSITION CORRECTION-RADAR.
quence number.
1. Function select knob-NAV or MANUAL.
2. Fix mode selector knob-RADAR FXPT or
SEQUENCE NUMBER VERIFICATION.
RADAR DEST.
1. Sequence number set wheels-Set. 3. Present position correction switch-IN.
2. Manual sequence and display pushbutton--De-
press. Note
3. Selected sequence Point pushbutton-Depressed.
Verify correct sequence point display on se- Cursor movement is not possible with present
leered sequence point counters. position switch out.
4-55
Section IV T.O. IF-1 1 l(B)A-1
Crew Duties
-i. Radar mode selector knob-GND AUTO or 4. INS reset button--Depressed. (When ovut hx-
GND VEL. pr>int)
Place cursors wer selected point with the The coordinates will appear in the NDU
macking cotrtrol handle. Present positian display when the INS reset
5. Fir mnle switch-OFF. button is depressed.
When the fix mode switch is rotated to OFF,
corrections for present p. sition update are FIXPOINT IDENTIFICATION-RADAR.
sent COthe DCC.
6. Present position correction nvirch-OUl. I. Function select knob-NAV.
Selected saqucncepoint pushhotton-FXPT
_. ID.
PRESENT POSITION CORRECTION-VISUAL 3. Fix mode selector knob-RADAR FXPT or
OVERFLY. RADAR DEST.
4. Radar mode selector knob-GND AUTO or
I. Function select knob-NAV or MANUAL. GND VEL.
2. Fix mude selector knob-VISUAL OVERFLY. 5. Attack radar tracking control handle-Place
3. Destination or I&point pushbutton-Depressed. cursors over selected point.
If n target is utilized, the function select knob 6. Fix mode selector knob-OFF.
must he in NAV and the destination push-
7. Fixpoinr idcnrihcation selected sequence nun,-
hutton must hc delxesscd.
her-Rccwded.
pi. Sequence interrupt-Accomplished.
Interrupt to a ptt,grammed destination, hr-
point, or target. Manual entry of destination FIXPOINT IDENTIFICATION-VISUAL OVERFLY.
or l&point coordinate data may he IICCOIII-
plished in lieu uf the sequence interrupt TV a 1. Function select knob-NAV.
planned point. Do not depress manual se- 2. Selected sequencepoint pushbutton-FXPL ID.
quence and display. 3. Fix mode selecmr kntlh-VISUAL OVERFLY.
5. Wind and mag vat--Entered. (As required) Z. EVF pushbutton--Depress at time of overfly.
6. EVF prlshhutton~~Depressed at time of overfly. 5. Fix nxxle selector knob-OFF.
Only the first actoarion of the IiVF switch 6. Fixlwint identihcation selected sequence nun,-
will he accepted hy the computer complex. her-Recorded.
If the visual wertly was ntrt accepted. cum-
plete item 7 and reaccomplish entire proce-
FIXPOINT IDENTIFICATION-VISUAL AUTOMATIC.
dure ahwe.
7. Fix mode selector kno&OFF. 1. Function select knob-NAV.
2. Selected sequencepoint pushbutton-FXPT ID.
PRESENT POSITION CORRECTION-VISUAL 3. Fix mode selector knob-VISUAL AUTO.
AUTOMATIC. 4. ODS mode selector-CMD.
1. Select sequence point pushbutton - Depress 5. Aiming reticle cage lever--Uncaged.
DEST or FXPT as desired. 6. EVF pushhutton - Depress at time of reticle/
2. Fix m&e selector knob-VISUAL AUTO. target coincidence.
3. ODS mode select kmrh-CMD. 7. Fix m0de de~t0r kno&O~~.
4. Aiming reticle cage lever--lJncaged. 8. Fixpoint identification selected sequence num-
5. her-Recorded.
EVF pushbutton-Depress at time of ODS ret-
icle coincidence on selected DEST/FXPT.
6. ALTITUDE CALIBRATE.
Fix mode selecax knob-OFF.
(Low Altitude)
PRESENT POSITION CORRECTION-INS
AUTONOMOUS.
ENGlNE LIMITATIONS.
GROUND OPERATION.
Engine idle speed:
Refer to figure 5-l.
Maximum IDLE time is unlimited.
Maximum time at MlL power-45 minutes.
Afterburner operating time limits:
iIIx3
CAUTION
I
1.0. 1 F-l 11 (WA-1 Section V
Operating Limitations
Approved Fuels
APPROVED/.QLTERNATE FUELS EMERGENCY FUEL
.r
I Fuel
Specification
MlL-T.
5624
Grade
JP.4
1. MIL-T-5624
Grade JP-5
2. NATO
1. ASTM
1~1655
Type *
2. NATO
1. ASTM
D1655
Type A-l
2. NATO
1. ASTM
Dl655
Type B
2. NATO
MIL-G-5572
115/145
MIL-L-6082
Grade
Gasoline
blended with 3 percent
Grade 1100
F-44 F-30 F-34 or 35 F-40 Perroleum Oil
-
Limitations NOW See Note A See Note A See Note A See Note A See Note B
for i,tem 1
- 4
Now A: fuel tank pressurization caution lamp will be
lighted when the landing gear is down or the
Since this fuel does not contain an anti-icing addi- refuel receptacle is extended.
rive and the engines are not equipped with fuel
heaters. an anti-icing additive must be blended with 3. Throttle movements should be as slow as Prac-
the fuel if extensive operation is IO be performed *Ical.
where fuel temperatures may reach 0 degrees C or 4. Altitude should remain as low as practical and
less. The additive will prevent ice from accumulat- must not exceed 35,CUM feet.
ing in the fuel controls and strainers. 5. Engine thrust available may be reduced approx-
imately 10 percent.
Note B: 6. The aircraft. should be filled with fuel at a tem-
perarure of less than 100 degrees F and main-
I. This fuel is approved for a one flight emergency tained as cool as possible thereafter. Supersonic
situation only. An alrernate fuel should be used
flight should be avoided.
if available.
7. It is permissible to mix this fuel with a pre-
2. Fuel tank pressurization selector switch must be ferred or alternate fuel in the aircraft. However
selected to PRESSURIZE prior to take-off. The the above restrictions are Sri11 applicable.
Figure 5-2.
5-3
Section v 1.0. IF-lll(R)A-I
Operating Limitations
Airspeed Limitations
~~~7$lAON: CONDITIONS:
DATA BASIS: FLIGHT TEST STANDARD DAY
DATE: IS MAV ,972 FLAPS/SLATS RETRACTED
ND EXTERNAL STORES
1.0. 1F.11 I WA-1 Section V
Operating Limitations
AIR REFUELING RECEPTACLE SPEED LIMIT. RAM OR EMERGENCY MODE FLIGHT ENVELOPE.
Do not exceed 400 KIAS or math 1.0, whichever is less, Structurally, ram or emergency mode can be selected
with the air refueling receptacle in any position other anywhere in the flight envelope; however, to insure
than fully closed. equipment cooling and crew comfort when operating
in a ram air mode (RAM ot EMER), do not exceed
an altitude of 25,ooO feet. Airspeed should not lx
SLATS/FLAPS LMIT SPSEDS. above 460 KIAS or below 260 KIAS.
1. Flap limits are as follows:
During Extension CAUTION
ilIzz.l
- Flaps-0 to 25 250 KIAS or 0.62 math
degrees whichever is less During ram air operation, the IRRS, RHAWS
and ECM equipment must be turned off
* Flaps-26 degrees 220 KIAS ot 0.48 math, immediately. Other nonessential electronic
to full down whichever is less equipment should be turned off and forward
equipment hot caution lamp monitored. Re-
Static Extended Condition or During Retraction
fer to Caution Lamp Analysis, Section III.
- Flaps--O to 25 270 KIAS or 0.62 math
degrees whichever is less
TIRE LIMIT SPEED.
- Flaps-26 degrees 245 KIAS or 0.48 math
to full down whichever is less Maximum tire speed 205 Knots ground speed.
2. Slat limit speed is 295 KIAS or 0.62 math which- Emergency landing
ever is less. maximum tire speed 240 Knots ground speed.
Emergency takeoff
maximum tire speed 220 Knots ground speed.
(one time only)
Refer to figure 5.4 to determine the indicated airspeed
(no wind) which is equivalent to the 205 knot ground
speed tire limit. Figure 5-4 also provides instructions
Attempting abrupt tolling maneuvers ot
for applying the headwind or tailwind component cot-
bank angles in excess of 6Q degrees can tesult rection to the indicated airspeed (no wind) obtained
in loss of control of the aircraft since the from the chart.
flight control system is switched to T.O. Br
Land configuration by extension of the slats. FLIGHT CONTROLS.
Do not exceed 1.20 g during landing gear extension Maximum taxi speeds:
or retraction. The maximum speed for landing gear
extension, flight with the landing gear extended ot for * 25 knots straight away
retraction is 295 KIAS. * 10 knots turning
s-5
Section V T.O. IF-lll(B)A-1
Operating Limitations
NOTE:
1. THIS CHART IS TO DETERMINE THE AIRSPEED (NO WIND)
WHICH IS EQUIVALENT TO THE 205 KNOT TIRE LIMIT
GROUNDSPEED.
2. TO CORRECT FOR WIND CONDITION. DETERMINE THE NO WIND
INDICATED AIRSPEED, THEN ADD THE HEADWIND COMPONENT
OR SUBTRACT THE TAILWIND COMPONENT TO OBTAIN THE INDI
CATED AIRSPEED WHICH IS EQUIVALENT TO THE TIRE LlMlT
GROUNDSPEED.
Figure 5-4.
5-6
T.O. lF-11 l(B)A-1 Section V
Operating Limitations
200,
180
80
Section V T.O. 1 F-l 11 (g)A-1
Operating Limitations
50 60 7.0 80 90 100
GROSS WEIGHT - 1000 POUNDS
CONFIGURATION:
GEAR AND FLAPS DOWN
WING SWEEPS 16.26 DEGREES
WITH OR WITHOUT EXTERNAL STORES
Figure 5-6.
T.O. 1 F-l 11 (B)A-I Section V
Operating Limitations
These limits are based on the possibility of overheating SINGLE GENERATOR OPERATION - MIl+IMUM
the tires during prolonged straighr away taxiing and FLYING SPEED FOR (CSD) OIL COOLING.
preventing excessive side loads on the landing gear
when turning. Minimum airspeeds/altitudes for constant speed drive
oil cooling for continuous single generator operation
are as follows:
ARRESTING HOOK ENGAGING SPEED.
* 250 KIAS-20,000 feet and above.
For maximum arresting hook engaging speed, refer tn
. 200 KIAS-below 20,ooO feet.
figure 5-5.
NOiS?
CAUTION
iIIz2 Flight below minimum speeds is permitted
The maximum barrier cable the arresting for time nor to exceed five minutes to accom-
hook will accept is 1% inches in diameter. plish required maneuvers.
The minimum flying speeds are defined by the maxi- LIMIT MANEUVER LOAD FACTORS.
mum angle-of-attack limits presented in figure 5-J.
For a discussion of minimum flying speeds, refer to Limit maneuver load factors as determined from strut-
Section VI. tural considerations are presented in figure 5-6.
16-26 Gear and slats/flaps Below 0.40 math: Yaw Damper On.
down. 14 degrees or stall warning 15 degrees.
activation whichever occurs
first.
Above 0.40 math: Yaw Damper Off.
- 10 degrees for flaps greater 12 degrees. Do not make abrupt
than 15 degrees. rudder inputs.
. 12 degrees for flaps at 15
degrees or less.
* up to 14 degrees with slats
0lY.
1-9 Gear and slats/flaps 14 de,grees or stall warning, Yaw Damper On.
P. whichever occurs first. * 6 degrees below math 0.80.
- 3 degrees above math 0.80.
Yaw Damper Off.
No intentional sideslip.
50--72 Gear and slats/flaps 18 degrees or stall warning, Yaw Damper On.
P. whichever occurs first. - 6 degrees below math 0.80.
* 3 degrees above math 0.80.
Yaw Damper Off.
No intentional sideslip.
Figure 5-7.
5-9
Section V T.O. 1 F-l 11 @)A-1
Operating Limitations
Roll Limitations at Wing Sweep Angles Where FLIGHT WITH DAMPERS OFF.
Spoilers Are Not Operational.
Figure 5-8 presents the damper off operating limits. For
At altitudes less than 25,000 feet, do not exceed / a complete discussion, refer to Flight with Dampers
normal lateral stick deflection at speeds greater than Off, Section VI. In the event of a flight control system
525 KIAS. malfunction necessitating turning the pitch, yaw, or
roll damper off in flight, the aircraft speed should be
ANGLE-OF-ATTACK AND RUDDER DEFLECTION reduced CO that commensurate with ligure 5-X and the
(SIDESLIP) LIMITATIONS. affected damper turned off. Continuing flight should
be accomplished with a wing sweep of 26 degrees
The angle-of-attack and rudder deflection limitations observing the airspeed limitations for this sweep pre-
presented in figure 5-7 must be observed. When in sented in figure 5-8, and landing should be accom-
longitudinal maneuvering flight, large nose-up pitch plished as soon as practical. In the evrnf of damper
races can be developed if excessively large and/or failure with the gear down, flaps and slats extended,
abrupt aft stick movements are made. Under such con- land as soon as practical. If retraction of flaps and
ditions, it could be possible to overshoot the allowable slats is necessary, observe the limits in figure 5-8.
s-10
1.0. 1 F-l 11 IB)A-1 Section V
Operating Limitations
400 KIAS or
26.15 NO math 0.7;
Degrees Restriction whichever is less
With the flaps retracted do nor attempt fo
-- --t----.---- align the aircraft with the runway prior to
I
touchdown as sufficient roll control may not
Mach 0.70 be available to hold the wings level.
4672.5 __-
Degrees
Wing sweep
Above 20,000 feet airspeed limits
Cross wind Takeoff
ROLL OR YAW DAMPER OFF and Landing Limits
Altitude Airspeed
I
672.5 NO
Mach 1.50
Del?rees Restriction I
Figure 5-8.
Refer fo Section II, Crosswind Landings, for a discus- The minimum fuel values presented in figure 5-10 for
sion of the proper operating procedures. flight at airspeeds below math 2.0 are useful for mis-
sion planning purposes. However, ir should be noted
that they may be attained before reaching the speci-
PROHIBITED MANEUVERS. fied maximum allowable horizontal stabilizer position
limit. If the minimum fuel value is reached before
attaining the maximum allowable horizonral stabilizer
The following maneuvers are prohibited:
position. ir is permissible to continue flight until
* Spins reaching the maximum allowable horizontal stabilizer
position limit even though the actual fuel remaining
- Stalls
will be less than the minimum value presented in
* Flight into heavy buffet. figure 5-10. For example, such a condition may occur
when sfores are loaded in the weapons hay. The mini-
mom fuel values are based on the following consid-
CENTER-OF-GRAVITY LIMITATIONS. erations:
mended that the speed brake be periodically retracted CREW MODULE CENTER-OF-GRAVITY LIMIT.
and tl~e maximum allowable horizontal stabilizer po-
sition limit checked if prolonged flight is conducted
with the speed brake extended. If speeds in the range
of math 2.0 to 2.2 are to he flown, it is recommended
that the minimum fuel remaining values for flight at
math 2.2 he used. The crew module should not be considered
flyable without its full crew and complement
of survival equipment, or the equivalent
FORWARD CENTER OF GRAVITY. hallast to maintain center-of-gravity. to the
event that combined crew weight, including
The forward center-of-gravity limits for takeoff and personal equipment, exceeds 130 pounds, or
landing with flaps ate as follows: the weight differential between the two oc-
cupants exceeds 65 pounds. tow altitude safe
* 26 degree wing sweep:
escape wilt he compromised and landing im-
Full Asps-41.0 percent MAC.
pxf acceleration will increase. So assure sra-
25 degrees flap+-38.0 percent MAC.
bility of the crew module in event of ejec-
* 16 degree wing sweep: tion, it musf be loaded in accordance with
Full flap-22.0 percent MAC. l-.0. I-LB-IO.
25 degrees flaps-15.0 percent MAC.
The forward center-of-gravity limits for landing with GROSS WEIGHT-CENTER OF GRAVITY
flaps as a function of wing sweep, in terms of maxi- LIMITATIONS FOR TAXI AND GROUND
mum allowable trailing edge up horizontal stabilizer OPERATION.
position, arc as follows:
Loadings which result in an aft center-of-gravity in ex-
* 26 degree wing sweep12.0 degrees trailing edge up. cess of 60 percent MAC can cause the aircraft to tip
* I6 degree wing sweep-15.0 degrees trailing edge up back when brakes are released with AB power. At
without aox flap. (12 degrees with aux flap) tight gross weights, forward wing sweep angles will
minimize nose wheel steering difficulties.
The elevator position limits are applicable only at 10
degrees angle-of-attack. Ooce the landing conligura-
tion and approach attitude (IO degrees angle-of-attack) GROSS WEIGHT LIMITATIONS.
have been established, monitor the control surface po-
sition indicator to determine if the aircraft is within Taxi, takeoff end landing operations at weights above
the forward center-of-gravity limit. For certain com- 90,000 pounds shalt be confined to welt prepared ruo-
binations of fuel remaining and bay and/or external ways until completion of structural certification tests.
loadings, it may be necessary to land with the wings
positioned forward of 26 degrees in order to attain MAXIMUM GROSS WEIGHT.
a center-of-gravity within the forward center-of-gravity
limits. If it is necessary to sweep the wings forward of Maximum gross weight limits are as follows:
26 degrees for landing, monitor elevator position to * Taxi and ground operation--122,900 pounds.
assure that the aft center-of-gravity limits are not ex-
* Takeoff and inflight--114,300 pounds.
ceeded. The above limits are based on maintaining
sufficient longitudinal control to achieve at least 18 * Landing-109,OOO pounds.
degrees angle-of-attack with flaps and slats extended
and full back stick. AIRCRAFT SINK RATE AT TOUCHDOWN.
Brake Energy
DATA BASIS: ESTIMATED. EMERGENCY LANDING WITH
DATE: 29 DECEMBER 1972 SLATS-FLAPS-SPOILERS RETRACTED
52.3
50
40
30
20
10
120
100
80
on
40
20
I Prior
light
to T.O. IF-lll(B)A-651,
VFR conditions.
AILA is limited to day . MALI-12 C/A,
only authorized
* All weapon bay installzltions
MAU-140/A
racks.
will use either MALJ-I2
and BRU-A/A are the
The authorized stores loadings are identified in figure Internal and/or External Combined Loadings.
5-11. The table contained in figure 5-13 directs atten-
tion to the appropriate chart for carriage or selective * Any of the weapons hay loadings can be combined
jettison limits for the stores authorized. Other mote with any external nuclear loading or external tank
restrictive limits which apply to the aircraft most be loading listed in the authorized loading table, Figure
observed and the miscellaneous stores limits must be
5.13.
used in conjunction with figure 5-1.
* One OI cwo weapons bay fuel tnnks are the only inter-
nal loadings that can be combined with the conven-
PYLON LIMITS. rional weapon loadings.
Fixed Pylons. * An intermix of conventional weapons with the nu-
clear weapon loadings or external fuel tanks is not
. Maximum allowable wing sweep with fixed pylons ;Il!OWd.
installed is 26 degrees.
Carriage Limits.
Fuel Pylon Limits.
Symmetric Loadings.
* On aircraft 0 ) a, flight with fixed and pivot fuel
pylons is prohibited until T.O. lF-Ill(B has Roll rate limits:
been complied with. Weapons bay loadings -Clean aircraft roll limit
Nuclear weapons only -Clean aircraft roll limit,
Weapon Carriage Pylon Limits.
Cluster loadings -70 ~E/secnd.
* When only empty pivoting weapon pylons and racks
External fuel tanks -60 /second.
arc attached. the clean aircraft airspeed and maneuver
load factor limits apply. The roll rate limit varies for different stores loadings.
* Flight with fixed weapon pylons is not authorized. Since toll rare must be estimated by the pilot, a recom-
* On aircraft 0 I) ED, flight with pylons at stations 3 mended means of limiting roll rate is to limit lateral
and 6 is prohibited until T.O. lF-111-876 has been stick displacement to one-half that attainable at the
complied with. force detent.
Asymmetric Loadings.
CAUTION
ilIxx2 * Flight limits are based on symmetric loads and nor-
mal (automatic) fuel usage. The carriage envelopes
When jettisoning the inboard pylons inter- are applicable to the defined takeoff loadings and
collision of the pylons may result in damage each subsequent in-flight down-loading. For most of
to the aircraft. the loadings wry little or no additional carriage
5-l 8 Change 1
envelope restriction is requited to handle typical *Asymmetric loadings of one store asymmetry are
asymmetric loadings which may occut. allowed for nuclear weapons loadings.
* Asymmetric weapon loading of B four store cluster
load on a single station is allowable provided there
CAUTION are no abrupt lateral stick inputs.
lIIzz.l * Any asymmetric weapon loading that includes a six
The use of release modes other than those store cluster or a dual station asymmetry (single
authorized, especially for weapoo cluster load- weapons or four store cluster loadings) on the sxne
ings, can result in e:xtrerne lateral Ioadibng wing, ohserve the following limits:
asymmetry or critical hung-store configura- 1. No abrupt lateral stick ioputs.
tions. Damage to, or Ifailure of. racks pylons 2. Limit bank angles to 30 degrees or less.
or wing-pylon attachments may occur.
Release limits.
* If fuel will not transfer from outboard tat&s) and
inboard tank fuel is needed, reduce speed I:O 0.75 * Authorized normal release modes for conventional
math or 300 KIAS, whichever is less, and proceed weaps:
with manual fuel transfer. If mission requires opera- I. Single stores per pylon-STEP SINGLE.
tion above this speed, jettison outboard tank(s) in 2. Four store clusters on-STEP SINGLE OR
accordance with Fuel Tank Jettison Procedures, PAIR,
pylons 4 and 5 only.
Section IV except, under these conditions, tank(s) TRAIN SINGLES OR
must be empty or have mote than 1800 pounds of PAIRS.
fuel remaining.
3. Six store clusters-TRAIN SINGLES OR
TRAIN PAIRS.
pii-,,.,., Note
-30
. Emergency jettison a~ wing sweep angles oth- -10 -5 cl +5
er than 26 may result in damage to the air- PITCH ANGLE - DEGREES
craft. .ROLL = 10 DEGREE BANK
.SIDE SLIP = 0.25 g
l Emergency jettison of hung bombs, partial . g = +a5 TO +3.0 g
down loadings, or any loadings other than the . VERTICAL VELOCITY = +3,,,00 TO-, ,320
FEET/MINUTE
authorized takeoff loadings may result in dam-
age co the aircraft. 3. LANCH TO PLUS 5 SECONDS
(TO PREVENT MISSILE/AIRCRAFT CONTACT,
CAUTION
LIIIzl
-..
r.0. lF-11 l(B)A-1 Section V
Operating Limitations
STORES
T STATIONS I
CARRIAGE
FIGURE NIJMBER
RELEASE
I
NOTES
I 7 8 ENVELOPI: ENVELOPE
- I I
Tanks
Fig.
5.15 Fig. i-16 l&2
Fig. 5.15
Fig. 5-15 Kg. 5-16 l&2
~
NUCktV Refer co X0. IF-Ill(B
Weapons
* 1.0. IF-Ill(B30
M-117A..l
Or
CBU52B/B
-
Legend:
T -~ 600 Gallon Fuel lank
* * -One or fwo Bd3. Bbl, Bi7, SRAM, or weapon bay fuel tanks in the weapon bay; one B43, Bhl, B57,
or SRAM mired with lefr weapon bay furl rank in the weapon bay; one B43 or B61 mixed with
one SRAM in the weapon bay. Any of these weapon bay loadings can be combined with any ex-
ternal nuclear loading or any external tank loading.
- Unloaded weapon pylon and/or swb <qxional.
* N - Nuclear weapon: B.i. B5?. B6i <,I SKAM
M -. Nuclear Mixes: Bii or 861 mired wirb SRAM, uither weapon can be carried on inboard pylon
bur only in :symme~rical pairs.
,~.
-Weapons Hay Furl Tank <qxional.
6 - Fully loaded BRli-IA/A rack.
4 --Mounted on IIRci-jA/A outbwrrl shoulder and bottom positions only.
Blank - Nothing installed.
NOTES:
I. I:se of speed brake :dlowed for nominal I g (0.8 to 2.0 g: 1 tlighl: at 16 w 2i degrees wing swecp (n<,r
m cxcecd 0.75 ma& and 26 degrcet, winy sweep (-iO0 KIAS or 0.9 nlachl, whichever is less.
2. Carriage and release envelopes apply until tanks are released. For nuclear weapon carri;age and release limits,
refer fo T.O. IF-l 1 I (B)A-25 or T.O. IF-l I I (B)A-IO.
3. Use of speed brake allowed with weapon bay loading only when weapon bay doors are closed.
.<. Use of speed brake all~nved for nominal I g (0.X fo 2.0 g iiigb: up 10 ,<OO KIAS or math 0.9, which-
ever is lower, within carriage limits.
Refer f Stores Limitations, this section, for additional required limits affecting the above authorized scores
loadings.
FigureS13.
Change 1 5-21
Section V 1.0. 1 F-l 11 (WA-1
Operating Limitations
0
MACH NUMBER
LOAD FACTORS
-I
60 70 60 90 100
GROSS WEIGHT - ,000 POUNDS
1.0. lF-111 (WA-1 Section V
Operating Limitations
AIRSPEED
MACH NUMBER
i CAUTION {
--
IF GROUND OPERATION NECESSITATES SWEEP-
ING THE WlNGS PAST 26 DEGREES, TANK-
TO-TANK CONTACT WILL OCCUR AT WING SWEEPS
GREATER THAN 43 DEGREES.
LOAD FACTORS
( CONFIGURATION I ) f WNFIGURATION II )
,,b,../ 4 i _,,
3. .,,:A : ~: , _
g ,, ,, .,: ,~,a ,, ,, ., ,. ,.,,,,, ,_,,.
ig :: ,, ., ,), ,, (1,,.S (,, :
I , ; .: ,: ..: ?;,x21
~ 2- .;,,,,. _ ,j,, .: ,,., ,,,, ,, i ,,,,,~,.~,,,L.,.%
,.,,iL,,L,,&
:, ,,,~ ,! 8. _,
,,,1
P
B (riviwmilcrL MANEUVER) ;; ,I : : j i
:
Y l---f ,, :. v: :,.,:i::
,~ ,, ;
2
2 +: ,.., ,i ; ,, ,, ,,., 8 ,, ,^, ,i..., ,.: ,,a.*_
,. ii :.,. :a*
4 (SVMMETRiCiL MANEUYER) : : I ! ,: :
-I-,,,,, ,. ,
,,~: ,: ,( E
50 6; 7b r;O 9b lb0 ii0 50 60 70 80 90
GROSS WEIGHT-1000 POUNDS GROSS WEIGHT-1000 POUNDS
F000000~F081 A
AIRSPEED
I I I I 1
so 60 70 80 90 1cQ
GROSS WEIGHT - ,000 POUNDS GROSS WEIGHT - ,000 POUNDS
Fclmmx-F082G
Figure S-15.
5-24
1.0. 1 F-l 11 (WA-1 Section V
Operating Limitations
CONFIGURATION
I (6) TANKS- 1 EACH ON 2. 3, 4. 5. 6 AND 7
II (4) TANKS - 1 EACH ON 3. 4. 5, AND 6.
ll, (4) TANKS- 1 EACH ON 2. 3. 6 AND 7.
TANKS ONLY
MACH NUMBER
CONFIGURATION
r (2) TANKS - i EACH ON 3 AND 6. CONFIGURATION
I[ (2) TANKS- 1 EACH ON 4 AND 5; OR (2) TANKS - 1 EACH ON 3 AND 6 WITH
(2) TANKS - 1 EACH ON 2 AND 7 WITH (2) B-43, 67, 6, OR SRAM - 1 EACH ON 4 AND 6
(4) B-43. 57 , 6, OR SRAM ON 3. 4. 5 AND 6 OR
(4) TANKS - 1 EACH ON 2. 3, 6. AND 7 WITH
(2) B-43, 57, 6, OR.SRAM - 1 EACH ON 4 AND 5
Figure S-16.
5.25
CONFIGURATION: CONFIGURATION:
6 EACH ON 3, 4. 5 AND 6. OR 6 EACH ON 4 AND 5, OR
6 EACH ON 3 AND 6 AND 4 EACH ON 4 AND 6.
4 EACH ON 4 AND 5.
AIRSPEED
2
MACH NUMBER MACH NUMBER
LOAD FACTOR
Figure 5-l 7.
5-26
T.O. lF-111 @)A-1 Section V
Operating Limitations
RELEASE ENVI
I: ,,il! ,;:.:s: ;I
I I
0 0.4 0.8 1.2 1.6 2.0
MACH NUMBER
RELEASE LIMITATIONS
~~~
0 DEGREES TO 16 DEGREES
f6 DEGREES
ROLL RATE ZERO
+0.6 TO +2.0
RELEASE ENVELOPE
FL/G47CHARAC7ERISIICS
be used in place of airspeed. Angle-of-attack can be than 250 KIAS but less than murh 0.80) a~ wing
held consmnf and calibrated airspeed will remain rel- sweeps aft of .i5 degrees are nof recommended due to
atively constant varying in proportion CO gross weighr the fact chat the spoilers are locked out afr of this wing
but remaining essentially independent of altitude. sweep. With the spoilers locked out, roll conrrol is
Further. rate of desccnr or climb can be controlled by significantly reduce? and, therefore. aircraft roll per-
power changes and airspeed will remain consmnt xs formance is reduced. If High1 is required at wing
long as angle-of-attack remains constant. During mrr- sweeps aft of ,45 degrees, uxxwrdinated rolling ma-
mal landings, rhe recommended approach is 10.0 de- neuters should not exceed 60 degrees of bank aml
grces angle-of-attack regardless of gross weight. The ~oordinatcd rolls should not exceed ihO degrees of roll
angle-of-attack indexer is programmed so char rhe one (at maximum roll rare) fo prevent excesSive sideslip
speed symbol is lighted in the range o! !I) dcgrws angles from being developed. Excessive sideslip angles
(~ 1.0). tend Co redwe the aircraft roll performance and may in
some .S60 dcc:ree rolls reduce rhe rot! rate fo values
which may q)pea LO the pilot as if the aircraft has
LEVEL FLIGHT CHARACTERISTICS. ceased rolling. Hnwcver. all other characteristics ot the
aircraft are considorcd goud ar the nfr sweep anglqs.
Refer to Section II for discussion of takeoff and land- lhc angle-of-attack limits presented in Section V
ing characteristics. shoukl non he exceeded in tither I g or maneuvering
flight. Based upon these angle-of-attack limits, recom-
SUBSONIC FLIGHT. mended minimum Hying speeds for I g and limited
maneuvering flight are presented for nominal center-
Operation of the aircraft at subsonic speeds up to math of-gravity positions associared with auror:latic flcel
0.X0 should normally be accomplished with a wing sequence. (See Minimum Recommended Flying
sweep of 26 co 50 degrees. Generally, response and Speeds this section.) The minimum recommended Ay-
damping about all axes in this speed range is consid- ~ng speeds will varS, ;I:: much ias one knot from &se
ered excellent based on flight experience to date. Roll- values for each one percent MAC center-of-gravin,
ing maneuwrs in the subsonic region (airspeeds greater duvixtion from the quoted v~!urs. lhese :nini~iu :~
6-2
1.0. 1 F-l 11 WA-1 Section VI
Flight Characteristics
recommended flying speeds are for operational plan- t ohtai increased drag. This allows the pilot to
ning purposes only. and the angle-of-attack limits pre- either pull power back to aid deceleration or maintain
senred in Section V should or be exceeded in either I pmver for more rapid acceleration should the need
g or maneuvering flight. arise. During wing sweeping and ensuing deceleration
or acceleration, aircraft trim changes will he small and
will appear to the pilot principally as attitude changes.
Shroughuut the sulxrwnic flight spectrum covered t
piGiG- date, respw~se and danxping characteristics have bee
gwd
LONGITUDINAL FLIGHT.
deflection pet g also exhibits the same basic charac- is not and should not be interpreted as a flight limita-
teristics. During supersonic flight at altitudes above tion from either structural or operational standpoint.
30,000 feet with aft wing sweeps, full back longitu- Onset is merely an initial feel of buffet and does not
dinal control maneuvers can result in some stick talk- define allowable or bearable intensity which must be
back being detected. This characteristic is a result of determined, by pilot comfort or other considerations.
the pitch damper and mechanical input attaining full In the lower wing sweep angles (26) the intensity
increases quite rapidly as load factor or angle-of-attack
noseup surface authority. Excessive rate of longitudi-
passes buffet onset conditions, while in the 72.5 degree
nal control application will make this characteristic
wing sweep position there is a much slower intensity
more apparent; therefore, smooth application of con- rise with increasing load factor and the intensity gen-
trol is recommended. Loss of pitch damping in one erally does not exceed light buffet (-to.10 g to 0.15
direction will result but may be restored by relieving g) at any angle-of-attack up to approximately 20
the back pressure being held. This same characteristic degrees. Since the altitudes at which buffet occurs ate
is exhibited at negative load factors for the aft sweep above those for optimum cruise conditions they should
throughout its operational flight envelope. he avoided for normal cruise operation. Figure 6-2
presents the angle-of-attack for buffet onset determined
BUFFET. from flight test data for the clean configuration. These
boundaries are based on -to.05 g buffet intensity.
Aerodynamic buffet of the airframe is caused by the
oscillatory separation and reattachment of the air- WING SWEEP-MANEUVERABILITY EFFECTS.
flow over some portion of the aircraft surface, usually
the wing. The separated flow may be due to ordinary Instantaneous longitudinal maneuver capability for
stalling over local areas or may he induced by a shock wing sweeps of 26, 54, and 72.5 degrees, clean contig-
wave caused by local flow reaching sonic velocity. uration, and with or without external stores or tanks is
Buffet onset is encountered at moderate to high alti- presented in figure 6.3. For sustained maneuver load
tudes in the subsonic to low supersonic speed region. factors, refer to Appendix 1. Two typical gross weighs
This onset is dependent on flight condition and varies arc shown: 70,000 and )O,OOQ pounds. The maneuver
with wing sweep. The data presented herein relative capability is based on: an angle-of-attack of 15 degrees
to buffet define the onset (kO.05 g) only. This onset for a wing sweep of 26 degrees and an angle-of-attack
Figure 6-2.
6-4
T.O. 1 F-l 11 (WA-1 Section VI
Flight Characteristics
CONFIGURATION:
DATA BASIS: ESTIMATED WlNG SWEEP-26 DEGREES
DATE: 1 AUGUST 1969 GEAR AND FLAP6 UP
WITH OP. WITHOUT 6-43
WEAPONS AND 600 GAlLON
TANKS
MACH NUMBER
L_ .~ _.,_ : ,,, c
f
dkdSi WEIGKT - G6.GOO?iiiiiiOS ,,
- 1G CEGRESS ANGLE-OF-AlTACK i :,,
--- too.0 I EA BUFFET
3 ,., I, 1~ .,, , ,,,, ,, ,., ,~,, ,~~, ,., ,,,,,, ,. : ,,.,,,, ,, ,,,,,
~1 ,~
26
MACH NUMBER
SC
0 / / / / I
0.1 0.2 0.3 0.4 0.5 0.8 0.7 0.B 0.8 1.0 1.1 1.2
MACH NUMBER
MACH NUMBER
of I8 degrees for wing sweeps of i~i ;and 72.5 dicgtccs; yaw channels is extremely remote. Basic redundancy,
heavy buffet (~~-0.5 g); and maximum longitudinal failure monitoring, and self-test of the system enhance
~onfrol deflection. The heavy huffct line is prcdic;~ted the full time operation of the system. In the event of a
on cxtremrly limited flight test di~tit. flight control system mnlfunction necessitating turning
the pitch, yaw, or roll damper off in flight, thr aircraft
speed sboukl he reduced to the applicnble ;~ugmenta-
tion off operating limit in Section V awl thr ;~Hected
damper turned off. Transonic dccel~ration should be
conducted as rapidly as possible ~mdcr VFK conditions
if practicable. The speed hrakc should not he used
Flight into heavy buffet is ptohihitcd. during tranwnic deceleration and no attempt should
be made to reduce any associated small lateral-direc-
tionel oscillations. Continuing flight should he ac~om-
plished with a wing sweep of 26 degrees ohserving the
In the math 0.80 to 1.10 range in maneuvering Right.
angment:xion off operating limitations for this sweep
it wing sweep of 54 dcgrces is rccommcndcd to obtain
and landing shm~ld Ix eccomplished as soon as prac-
the best overall buffet fret maneuvering margin. ~igurc
tical.
6-.f presents, at :I typical high subsonic speed (mnch
0.X0), the angle-of-attack wrsus wing sweep required
to develop various load factors at sea level and 27,500
feet for a high gtoss weight. It should hr noted that
at the forward wing sweep of 26 degrees, buffet onset
occurs at a relatively low angle-of-attack. As the wing
is swept ;aft. the buffet oosct margin improves until the I)uring flight with pitch, yaw, or roll damper
wing is at 5-i degrees. Aft of this sweep rhc buffer on- off, large and/or abrupt stick and/or rudder
set mar@ docs oat increase. inputs should bc avoided in the damper off
axis. Lateral m~ocu~ers should be limited to
60 degree bank angle.
ROLLING FLIGHT.
Clean configursrion roll rates up to about I60 degrees The following discussion is presented to point out
per second may he attained with lateral stick forces those pertinent characteristics of the aircraft that the
of fifteen pounds. Normal rolling performance below pilot should know.
math 0.X0 decreases significantly when the wings are
swept aft of -ii degrees because the spoilers become
SLATS AND FLAPS EXTENDED.
inoperative. In addition. considerable adverse yaw oc-
curs during low subsonic speed rolling maneuvers. Loss of the pitch damper will result in degraded
especially when rolls through large hank angle changes damping characteristics, as a result, airspeed control on
at high rates arc accomplished. This is partirularly final approach will become more difficult and increased
;~pparent when the flaps arc extended and/or the air- pilot attention to maintaining angle-of-attack will be
craft is operating at relatively high angles-of-attack required. Reduced speed stability will be noticed by
(:ahovc 10 degrees). This yawing characteristic is man-
the pilot with attendant lower maoeuver force gta-
ifested by the aircraft nose moving in L direction dients. Loss of the yaw damper will result in degraded
opposite IO the roll. damping characteristics and loss of the adverse yaw
compensation. As a result, excessively I;qe sideslip
angles an be developed during abrupt latersi inputs.
Such inputs should he avoided. Loss of roll damper
will result in degraded roll damping which is not
considered serious. Loss ot roll trim will also occur
hut can he compensated tor by trimming the aircraft
with the rudder.
At high speeds during maximum rolling ma-
neuvers, abrupt forward stick motion should
not he made to preclude rapid buildup in roll NOifS
rate due f roll/yaw coupling.
io the even: the pitch damper or yaw dzmp-
cr is off at landing, perform a straight-in
approach at an angle-of-attack of 10 degrees.
FLIGHT WITH DAMPERS OFF. Avoid ahrrqlt lon);:;udioal anti /or larerai con-
trol ioput~s. :ippr:,ocl,~s smith $I:: pitch damp-
TIE probability of flight without the basic stability ur off will require inrrea.ced pilot attention
augmentation systems in either of the pitch, roll, or CO airspeed and ;~ng!~-~~f-i~t:i:rk .,-ontrol.
6-a
X.0. 1 F-l 11 WA-1 Section VI
Flight Characteristics
4a 6u la
WING SWEEP-DEGREES I
Figure 6-4.
6-v
Section VI 1.0. lF-11 l(B)A-1
Flight Characteristics
SLATS AND FLAPS RETRACTED. minimum airspeeds ace representative of normal fuel
sequencing within the gross weight range.
Loss of the pitch damper will result in degraded
damping characteristic-s as well as the loss of the
command augmentation system. Much larger varia- NOi.
tions in stick force per g will be reflected co the
pilot. Flight in given portions of the operating spec- At center-of-gravity positions forward of 41
trum is restricted doe co low stick force per g (less percent with no external scores or forward of
than 3 pounds per g). With the combination of low 39 percent with external scores and 26 degrees
damping, stick force per g and short period oscilla- wing sweep, sufficient elevator may not be
tion characteristics, the pilot may he susceptible co available co arrest sink rate due to longitudi-
pilot induced oscillations. Loss of the yaw damper will nal control power limiting.
result in low Dutch roll damping. This is most
pronounced at high supersooic speeds above math 1.50.
Roll inputs should he minimized co preclude excite- SLATS AND FLAPS RETRACTED.
ment of the Dutch roll mode. Attempts co damp the
Dutch roll mode through pilot rudder inputs should For the aircraft with the slats and flaps retracted, the
be minimized co prevent getting in-phase with the minimum airspeed is based on a wing angle-of-attack
oscillations and causing the aircraft to enter a sustained of 15 degrees for wing sweeps of I6 through 49 degrees
oscillation. Loss of the roll damper will result in and a wing angle-of-attack of IX degrees with wing
degraded damping as well as loss of the command aug- sweeps of 50 through 72.5 degrees. Figure h-5 also pre-
mentation and roll trim systems. Roll inputs with aft sents these speeds for I g flight and 2 g flight (60
wing sweeps at supersonic speeds should be minimized. degrees hank). These speeds are based on center-of-
Basic aircraft roll damping can be augmented by gravity positions representative of normal fuel se-
sweeping the wings forward co 50 degrees at super- qwmcing.
sonic speeds. Roll trim can he accomplished by using
rudder trim.
THRUST REQUIREMENTS.
Minimum Airspeeds
DATA BASIS: FLIGHT TEST FUEL GRADE: JPJ
CONFIGURATION: ENGINES: TFJO-P-7
DATE: 19 MAY 1972
WlTH OR WITHOUT WEAPONS AN0 600
GALLON TANKS ON STATIONS 2. 3, 4. 5, 6 AND 7
GEAR AND FLAPS DOWN
SLATS EXTENDED
WEAPONS BAY EMPTY
NORMAL FUEL DISTRIBUTION
Minimum Airspeeds
CONFIGURATION:
DATA BASIS: ESTIMATED GEAR UP AND FLAPS UP WITH OR WITHOUT WEAPONS
DATE: 19 MAY 1972 SLATS RETRACTED AND MH) GALLON TANKS
ON STATIONS 3. 4, 5 AND 6
WEAPONS BAY EMPTY
260
240
200
160
WING SWEEP
344 , y2>/4~
300
260
220
I6E
60 70 GO 90 100 110
GROSS WEIGHT - ,000 POUNDS Fwwooo~Fo74 B
AIRSPEED AIRSPEED
1
AIRSPEED AIRSPEED
Figure 6-6.
6-14
T.O. 1 F-l 11 (BbA-1 Section VI
Flight Characteristics
6-15
Section VI 1.0. 1 F-l 11 @)A-I
Flight Characteristics
T.O. I F-l 11 (B)A-1 Section VI
Flight Characteristics
i-izzl
CAUTION
Departure from controlled flight
post-stall flight regime which precipitates
is the cvcnt in the
entry info zs
. There is no sudden loss of lift (g break)
or change in stick force or position associated post-stall gyration or spin. Departure is the brief air-
with aircraft stall. Pre-stall buffer may exist. craft motion which constitutes a transition from it
hut it is nor a dependable stall warning since cootrollahle flight condition to complete loss-of-con-
it varies for different configurations and its trol. Departure is evidenced hy a yaw divergence (nose
intensity may remain constant with iocreits- slice) followed by an initial rolling motion in the
ing angle-of-attack. Buffet is very light and direction of the yaw. After departure, the motion may
may not he noticed :tt aft wing sweeps. continue in a rolling fashion for several rolls (proh-
ably the most prevalent form of post-stall gyration) or
. If the stall is approached rapidly. the natur;ll the aircraft may directly cnrcr a spin. The most pre-
aerodynamic cues will he effectively non- dominant indication of departure is a yaw acceleration.
existent. During herd maneuvering. angle- At low ;tirspceds, the departure will he smooth and
of-attack must he monitored and the artihcial fairly slow. For high airspeed entries, the departure
stall warning must he heeded. could be more rapid.
l During maneuvering flight at high angles of
attack within limits. large or abrupt control
inputs should he avoided as they may cause p&z-,..,.,
unintcnrionnl angle-of-attack and sideslip cx-
cursions and contrihure to loss of control.
The critical and immediate action which
n all cases and in all cottfigurations, the immediate must he taken when the pilot realizes that the
ction which must he taken upon recognition of im- aircraft has departed controlled flight is to
bending departure is to unload the aircraft and reduce reduce angle-of-attack. The out-of-control rc-
ogle-of-attack. Sufficient elevator power is available covcry procedures must he given time to he
t all wing sweeps to effect recovery right up to the effective. Maintain these controls until type
winr of departure. There should he no effort made to of maneover is identified.
ounrcr uncommanded toll or yaw motions with roll
ontrol or rudder as these inputs may aggrawte the OUT-OF-CONTROL MOTIONS.
ituation. An immediate, forward stick displacement
s the best means of lowering rhe angle-of-attack and
ecovering a controlled flight condition. Iixperience Note
ms shown that stalls can occur with little warning,
Nod that the motion of the aircraft prior to. during, The flight characteristics information beyond
Nod following stall can he deceptively smooth and departure is based upon limited flight tcsf
~omfortnhle. The timing of recovery control applica- data.
ion is critical. A momentary delay m;iy mean com-
)lete loss of control and possibly loss of the a,ircraft. Following a departure from controlled flight, the air-
itall avoidance is of particular importance, since the craft may undergo any or all of the following different
:hances of recovery from a fully developed out-of- rypcs of out-of-control motions: post-stall gyrations,
:ontrol condition are not good due to large altitude upright or inverted spins, and inertia-coupled recovery
SYS. rolls. Each out-of-control mode has certain character-
istics which may enable the pilot to differentiate
between them and to take the appropriate corrective
action.
If the preceding stall warning cues are nor A post-stall gyration is uncontrolled motion about one
recognized, and stall is permitted to OCEII~. or more aircraft axes following departure. Although
the critical and immediate action required is these motions differ from rhc motions occurring at
to put the stick full forward and centewd. departure, no additional control action is required.
Any delay can produce sustained out-of-con- Maintain the Out-of-Control Recovery Procedures,
trol flight, from which the chances of rc- Section 111. Although a majority of the gyration occurs I
covery are not favorable. at a post-stall angle-of-attack, lower angles may be
6-17
encountered intermittently in the course of the motion. field of vision. Angle-of-attack will indicate between
The spin is dilfercnciated from the post-stall gyration 22 and 25 degrees. hut may occasionally show errone-
hy the spins predominnnr yaw rotation at a continu- ous readings as tow as 0 degrees during large nose-left
ous post-stall angle-of-attack. In effecr, the post-stall sideslip conditions. Airspeed will indicate 140 KIAS
gynition will he any our-of-control event that is nm or less. The motion will he smooch and ccmstanf with-
spfxifically recognized iis a spin or an inertia-coupled out huffct. The rum needle will he pegged in the
roll. The post-stall gyration will prohahly he of a direction of the spin. Upon determining thar the air-
rolling nature, although the motions may he somewlxlt craft is in II spin. apply Spin Recovery Procedure,
random. Its characteristics are uncommanded motions Seaion 111. Both full lateral control and forward stick
(primarily roll and nm yaw), an angle-of-attack indi- are required for spin recovery. In order fo obtain full
catkm generally ahove 25 degrees. and a low airspeed. lateral control deflection, it will he necessary m rc-
Because the pst-stall gyration will demonstrate pri- move some of the forward stick used during the Out-
marily a rolling motion, it can easily he confused with of-Control Rccwery Procedure. This is because of the
the recovery roll (see Recovery Characteristics. this pitch-roll mixer limits and authority limits. Also. with
section). The latter occurs near or w,ithin angle-of- the roll damper off. the lateral stick wilt have m he
arrack limits xnd has its own recovery swps. It is re- mwul rhmugh the detent position to the mechanical
emphasized that upon the first indication of toss of smp to obtain full I;~cer:rt surface deflection. White
control, apply the Out-of-Control Recovery Proce- the ;iircraft is spinning, normal acceleration will re-
durcs, Sectiml 111. main relatively cunstanf at approximately I g. As
recovery hegins, however, g wilt begin to vary be-
Spins. ween increasing positive and negative values. This
rougher. more oscillatory p;tching mmion of the air-
A spin is a continuous unwmmanded yaw romtion a[ craft should indicate to the crew that recovery is in
;angtes of arrack above stall. lhe aircraft will enter progress. Shortly thereafter the aircraft may assume a
spins from both upright and inverted conditions. Due steeper nose-down pitch attitude and the aircraft mo-
to the large rare of altitude loss during an wt-of- tion may hecome primarily rolling rather than yaw-
control situarion (IX.000 to Li.000 fecr per minute). ing. As control is regained, the aircraft will finally
:-hances of recovery from ~1 fully developed spin are respond fo the forward stick input by unloading m
marginal, particularly if the spin is enlered at alti- zero or negative g. Immediately neurratize rudder
tudes of 2-i,000 feet AGL or Ixlow. During a fully and aitcron IO avoid entering a spin in rhe opposite
.levetoped spin, flight control system hydraulic pres- direction. Continue to apply forward stick as necessary
sure may he lost if the rpm of hoth engines decreases 10 maintain approximately zero g and zero degrees
lhclw 35 percent. angle-of-attack. This forward stick should non he re-
moved until dive recovery airspeed (approximately
300 KIAS) is ohrained. All large amplitude oscilla-
Note tions should have ceased by this time. Some uncom-
In all out-of-control conditions. one or both mnnded oscillations may still exist as dive recovery
engines may sralt. Srall wilt nm he recog- spwd is reached; however dive recovery should he
nizahle to the pilot as there will he no loud initiated even if such residual motions exist. Angle-
rompressor srall. The engine(s) rpm will lx- of-artack should he monitored m insure chat recovery
gin fo decrease and 111 will increase due has occurred. Note that tow angle-of-attack atone is
fo insufficient airflow. llngine rpm wilt de- insufficient indication of recovery. Both angte-of-
creilse to ahout 40 percenr if the out-of-con- attack and airspeed must he checked. Aircraft oscitla-
trol situation persists. rims may persist for several cycles after control is
regained especially if dampers are off. During the
recovery process. the aircraft will initially he in a
Upright Spin. nearly vertical attitude and external visual cues may
be confusing. Continual monitoring of angle-of-attack
Spin entry may occur directly following departure, or and altitude is necessary. A smooth dive pullout should
from a post-stall gyration. If the spin is entered di- he commenced af approximately 300 KIAS observing
rectly from a high speed departure, rhe aircraft w,ill angle-of-attack limits. If control of the aircraft has
initially fullow a ballistic trajectory in which the yaw not heen regained by 15,000 feet AGL. ejecr.
rotation appears to rhe pilot fo be similar co a roll
hecause of the alrernaring view of the ground and the Inverted Spins.
sky. As the aircrafts forward velocity is reduced, the
trajectory wilt become vertical and the yawing motion An inverted spin will he very similar in namre to an
will become more evident. During a spin the ground upright spin except that the crew will be subjected m
will appear to sweep horizontally across the pilots q~proximnrety n negative 1 g condition and the I
6-18
T.O. ..-,..
IF-1 11181A.l Section VI
Flight Characteristics
angle-of-attack indicator will he pegged at --2 tu -3 of-attack may tend to increase as roll rate decreases,
degrees. Although the inverted wndition might gen- and should he controlled by using forward stick as
erate confusion in identifying the direction of rota- required. During a sustained roll-coupled condition,
tion, referring to the turn needle will always indicate angle-of-attack will usually he helow 20 degrees, and
the direction of rotation. Immediately upon determin- airspeed will usually he between 200 and 350 KIAS.
ing that the aircraft has entered an inverted spin. While II spin will appear to he primarily a yawcng
apply inverted spin recovery procedures. lirroneous motinn, roll coupling will be similar to a high roll
angle-of-attack information will he presented on the rate aileron roll. To recover, neutralize controls and
AMI while the aircraft angle-of-atrack is below the wait for the high roll rate to subside. Roll rate should
probe limit (-2 to -3 degrees). Once the yaw rota- hegin to decrease immediately. and although uncom-
tion approaches z&o and thr nose falls through toward manded rolling will continue for I or 2 turns, re-
the vertical, rudder must he neutralized to avoid spin covery should he complete within 5 to IO sccontl~. If
reersal. uncommanded roll rate has not subsided within 5 to
IO seconds, rudder should he applied opposite the roll
Roll Coupling. direction.
peed above 200 KIAS and steadily increasing. lhcre loss, the wings, if aft of 45 degrees, should be swept
1te also several physical cues which will aid the pilot forward during dive recovery. If the stall occurs dur-
n correctly assessing recovery from a spin. These in- ing high speed maneuvering flight, altitude require-
,lude the following: ments for recovery may he reduced, particularly if the
aircraft was in level flight or climbing when the stall
Rougher, more oscillatory motion of the ;aircraft
occurred. Altitude loss during a post-stall gyration and
as y;w rate decreases.
recovery can vary from h,OaO to lO,OOCl feet or more,
I. Steeper nose-down attitude. depending upon entry conditions. configurarion and
i. Unloading tu zero or negative 8 (if the spin is maneuver duration. If a spin is encountered, altitude
inverted, unloading to zero or positive g). will be lost at the rate of 18,000 to 24,oM) feet per
minute. During the time required for recovery, a sub-
i. Normal :aircraft response to flight control inputs is stantial amount of altitude will he lost (a minimum
regained. Aircraft oscillations may persist hrielly of 24,000 feet). Chances of recovery to level flight for
after recovery has occurred, however, a cross-check a fully developed spin are therefore marginal, and
of zangle-of-attack and airspeed will confirm that become increasingly poor for lower altitude entries.
these are temporary recovery oscillations and not Recovery capability will be marginal for any depar-
out-of-control motions. No attempt to oppo.se these ture from controlled flight occurring below 6,000 feet
motions is necessary or should be made. Continue AGL. for a post-stall gyration entered from below
IO apply forward stick as necessary to maintain 10,000 feet AGL and for a spin entered from any alti-
approximately zero g and zero degrees angle-of- tude, particularly below 24,000 feet AGL. It is not
attack. This forward stick should not be removed recommended that external stores be jettisoned during
until dive recovery airspeed (approximately 30 an out-of-control situation because of a possible col-
KIAS) is obtained. All large amplitude oscillations lision of sircraft and stores. Stores may he jettisoned
should have ceased by this time. Some uocom- during dive pullout if altitude is critical. Angle-of-
manded oscillations may still exist as dive recovery attack limits must be observed during recovery to
speed is reached; however. dive recovery should he level flight. Dive recovery information can be ob-
initiated even if such residual motions exist. tained from the Dive Recovery paragraph in this
section. During dive recovery pullouts, the flight con-
bxovery Rolls. trol system and drag characteristics can easily contrih-
ute to an overrotation and lead to another ut-of-
1uring the recovery phase of a post-stall gyration or control condition. The dive pullout should be con-
ipin, the aircraft will experience an uncommanded roll ducted at no more than I5 degrees angle of attack.
)t series of rolls near or below the stall angle-of-attack. The wings. if aft of 45 degrees, should he swept for-
Ihese tolling motions could he caused hy a control ward to minimize altitude loss.
put or roll coupling, and serve as a further indica-
ion that the aircraft has recovered. Airspeed will he
.teadily increasing above 200 knots during these rolls, FLIGHT WITH EXTERNAL STORES.
md angle-of-attack may increase to I5 to 20 degrees.
-Iaving verified that the aircraft is not spinning. eu- The tnost predominant effects of external store load-
~ralize roll control and use forward stick as necessary ings, other than performance effects, are the increased
0 keep angle-of-atmck within limits. As corn- weight, inertia and aircraft sensitivity at high subsonic
nanded rolls stop and airspeed continues to build, the math numbers (math greater than 0.80). Abrupt con-
aircraft can he maneuvered to the proper attitude for
trol inputs should be avoided to preclude exceeding
live pullout.
structural limitations associated with the various load-
ings. High roll rates are attainable when full normal
ALTITUDE LOSS AND DIVE PULLOUT. lateral stick displacement is used for rolling maoeuvers.
This is true even with heavy loadings of wing/pylon
Altitude loss during out-of-control conditions will de- mounted stores. The use of full normal lateral stick for
pend on entry conditions (airspeed, altitude and ver- rolls can produce roll rates in excess of the maximum
tical speed), conliguration (gross weight, wing sweep allowable roll rates which are stated herein for many
and store loading), type of motion encountered (stall, external store loadings. It is difficult to define an per-
post-stall gyration, roll coupling or spin), duration of
acing procedure that will prevent exceeding the maxi-
out-of-control flight and pilot technique. If the air-
mum allowable roll rates with external states installed.
craft is stalled from I g level flight and recovered
w,ithout entry into II post-stall gyration or spin, n These allowable rates are considerably lower than those
minimum of 3.ooO feet altitude may be required to produced by lateral stick displacement to the force
recover to level Night at the forward wing sweeps. detent position (2.4 inches). The following comments
At aft wing sweeps, the altitude lost during recovery are offered as a guide. Avoid using abrupt lateral stick
to level flight may be doubled. To minimize altitude inputs as a routine flying technique with external
6-20
1.0. lF-11 l(6)A-l Section VI
Flight Characteristics
storms installed. Abrupt stick input tends to cituse high DETERMINATION OF AFT ALLOWABLE
roll accrlerarion and roll rate. A recommended tech- CENTER-OF-GRAVITY POSITION.
nique is to pressure the stick to a I;[ter;[l displ;[cement
rather than a forceful displ;wement. An altcrm~te is to The aft allow;[hle center-of-gravity positions presented
limit lateral stick displwemcnt to 1.1 that rcq~.lirud :I[ herein are given [[I ;dlow calculation of [md verification
[he force detent position (I.2 inches). lhis anwunt of of the minimum fuel vales presented under Center-
lateral stick will produce roll rates ;tppmxim;itely 50 of-tiravity Limitations, in Section V. In order to cal-
to 70 degrees per second depmding upon thr sfure culate [he minimum fuel loadings presented, the user
loading ;[nd wing sweep angle. Flight tests h;[ve shown must not only determine the aft allowable ccnter-of-
[hat [his 1 L stick displacement, abruptly applied (in grttviry pusitirrn, hut must also have access to the
ahout I/ IO seconds. results in 50 to 70 degree pr aircraft weight and balance handhook. 1.0. I-I B-40.
second roll rates in as little as 60 degrees of hank angle Figure h-7 is provided to determine the aft allowable
change. Slower stick input to the fame displ;[cement center-of-gravity position for the basic aircraft and
allows larger changes in Ihank angle before [he 50 to [he store Iondings authorized for carriage and release.
70 degree per second roll rate is attained. This 50 to
70 degree per second roll rate is equal to or less than l~his figure contains a longitudinal section for low
the roll rate limits applicable to most store loadings. and high speeds, a directional section for high speeds,
It is noted [hat some store loadings and speud ranges and a stability increment section. The longirudinal
allow clean aircraft roll rates ohtainahle with detent section is applicable only to the aircraft with no
force displacement of [he stick. Weapon separation external stores (basic configuration). and the direc-
has very little effect on zaircraft response at weapon tionel sectitm is applicable to all conhgurations au-
release. In most cases, the incremental normal accclera- thorized fur supersonic flight. 7he stability increment
[ion has heen less than 0.5 g. M;[ximum roll and section is provided to determine the aft allowable
sideslip respw~se expericnred to date has heen less than longitudinttl center-of-gravity position for flap changes
5.0 degrees of roll and 2.0 degrees of sideslip. IIurinp and external store loadings. lhe aft allowable center-
drops c[,nducted with retarded weapons, M-l l7R and of-gravity positions ;rre presented under the following
MK-82s. slight aircraft pitching motions have been consideratit~ns:
experienced as the weapons pass under the aircraft il. The longitudinal alknwhle positions are set
horizontal stxhilizer. Thi:j phenomena is due to the to maincain at least one percent sfatic mar-
pressure distribution change on the horizontal stahi- gin.
lizer caused hy the opening of the retard hnn under h The directional allowable positions are set
[he stahilirer. Although this slight pitching motion to provide a minimum safe level of direc-
poses no flight safety problem, it is a phenomena of tional stability.
which [he pilot should be aware. As external stores
are released, an asymmetrical store loading requiring Example Determine [he aft allowable center-of-gravity
more lateral [rim than available may he encountered. position for store loading, wing sweep, and
airspeed for specific phases of flight with
If such a condition occurs use rudder trim as nrcessary.
H-i3 weapons loaded.
For flight limitations with asymmetric stores refer to
Stores Limitations, Section V. Given: Smions .i and 5: H.0 weapons for each of
[he following:
a Takeoff: Flaps and gear down, I6 degree
FLIGHT WITH SPEEDBRAKE EXTENDED. wing sweep, auxiliary flap extended, 25 de-
grees flaps.
Extension of [he speed hmke will result in an aircraft h Low Sy.4: Flaps and gear up, I6 degree
noseup trim change. In the speed range (math 0.80 or wing, slats extended.
less) where the elevator angle for trim with [he brake c, Low Speed: Flaps and gear up, 26 degree
deflected does not exceed four degrees down (series wing. clean aircraft. speed less than math
trim limit), [he flight c~t~trol system will retrim the 0.6.
aircraft for [he pilot. In the speed range (math 0.X0 to d Fligh Speed: 26 degree wing sweep, speed
1.0) where the elevator angle for trim is greawr than greater than math 0.7.
four degrees down, the pilot will have to augmenr the High Speed: 72.5 degree wing sweep, math
2.2.
series trim with [he stick. since the series trim is at
its authority limit. Extension of the speed brake will f. Landing: Flaps and gear down, 26 degree
also result in aircraft hut&t during speed brake ex- wing sweep. full flaps.
[ended [operations. Refer to Section V for operating Find: Aft allowable center-of-gravity positions for
limitations for speed brake extension. [he given conditions
6-21
Section VI 1.0. 1 F-l 1 I (WA-1
Flight Characteristics
Figure 6-7.
T.O. 1 F-l 11 (WA- I Section VI
Flight Characteristics
6-24
11.0. lF-1 1 l(BIA-1 Section VI
Flight Characteristics
Center-of-Gravity Envelope
CONFIGURATION:
CLEAN AIRPLANE
6-25
_,..
Section VI 1.0. lF-1 1 l(B)A-1
Flight Characteristics
10 20 30 40 M 60
C.G. - PERCENT MAC
6-26
.,,,.,.^,-~.- _-..-__-____,
T.O. 1 F-l 11 (WA-1 Section VI
Flight Characteristics
CONSIDERATIONS:
26
lb
Figure 6-9.
6-27
Section VI T.O. lF-lll(B)A.l
Flight Characteristics
T.O. 1 F-l 11 WA-1 Section VI
Flight Characteristics
r
Section VI 1.0. 1 F- 111 (WA-1
Flight Chorocteristics
MOMENT ,NDEX
MOMENT INDEX
,u
I ////.////////////I/
260 280, 300 t
320 340 360 380 0
--I
MOMENT INDEX
Section VI 1.0. 1 F-l 11 (WA-1
Flight Characteristics
WEAIHER OPERA
1lOIv
TABLE OF CONTENTS.
BEFORE TAKEOFF.
INSTRUMENT CLIMB.
INSTRUMENT TAKEOFF.
Section VII 1.0. 1 F-l 11 @)A-1
All Weather Operation
lhrust settings and conliguration for optimum cruise . Maintain an airspeed compatible with aircraft
schedule recommadrd in Appendix I are satisfactory configuration and gross weight (250 to 300
while using standard instrument techniques. Maximum KIAS). Do not exceed IO degrees angle of at-
hank angle of 30 degrees is normally used. tack during maneuvering flight or aircraft
configuration changes. Do not decelerate be-
low 240 KIAS prior to full extcnsion of slats.
HOLDING. If it hecomes necessary to reduce speed for
pattern spacing, extend gear. slats/flaps, and
Holding shwdd he accomplished at XX) KIAS. Maxi-
mainwin a minimum of computed approach
mum bank angle of 30 degrees is normally used.
speed plus 20 knots (I60 KIAS minimum) un-
til rolled out on final.
JET PENETRATION. l Turhutence, gusty winds or other conditions
may exist which may induce variations in
Prior to heginning penetration, check the weather
angle-of-attack or airspeed or will cause ex-
and availahitity of radar or ILS. If ceiling or visibility
c&w sink rates to develop on final approach.
is below minimum, make the decision to proceed to an
The pilot may decrease angle-of-attack to 8
alternate while still at altitude. For maximum range,
degrees or increase final approach speed IO
an idle power descent at 250 KIAS with 26 degree
knots in such cases to improve aircraft
wing sweep and speed brake retracted is recommended.
For minimum rime in descent, 350 KlAS with 26 handling characteristics. To avoid undesirable
tech down characteristics, this additional air-
degree wing sweep and speed brake extended is rccom-
speed should he dissipated so that an on-
mended. A normal penetration, either IACAN or tin-
speed indication exists prior to initiation of
route, is accomplished at 100 KIAS with 26 degree
Rare.
wing sweep, speed brake ertended and approximately
8OV power. Upon arrival at the initial approach fix
(IAF), retard throttles to al,,oximately WC;, extend TACAN APPROACH.
speed brake, lower OX to maintain 100 KIAS. and
accomplish the penetration as required. One thousand A typical lacan Penetration/Approach is illustrated
feet above level-off altitude, retract speed brake, as on figure 7-l. Complete the Before Landing/Transi-
required. ;rnd adjust power as rapired to milintilin tion Checklist prior to the final approach ha. Main-
desired altitude and zn airspeed rompatihlc with iair- tain an airspeed compatible with aircraft configuration
craft configur;lrion and gross weight (250 to 3(H) KIAS). and gross weight (250 to .XMl KIAS). Do not exceed 10
Do not exceed IO degrees angle of attack during ml- degrees angle of attack during maneuvering llight or
neuvcring flight or aircraft conf~gurariun changes. Do aircraft configuration changes. Do not deceteratc hclow
not decclerate bulo\v 2~10 KIAS prior to full extension 2.iO KIAS prior to full extension of slats. Keduce air-
of slats. spc~d to computd apprwch speed plus 20 knots mini-
mum (I60 KIAS minimum) until aircraft is rolled out
on the final ;approach course. Prior to final approach
INSTRUMENT APPROACHES. fix, cxabtisb desired angle of attack/airspeed. Do not
descend hcl~rw minimum descent altitude (MDA) un-
Icss rt~nway is in sight.
PAR/ASR.
,-
Figure 7-l.
__,_._ -._--.-
Section VII T.O. 1 F-l 11 (B)A-1
All Weather Operation
Figure 7-2.
Aircraft with an olxrational anti-icing system are tent that the coefficient of friction is negligi-
cleared for flight in limited icing conditions as follows: ble. In addition, painted areas sometimes serve
as condensation surfaces and it is possible to
have wet, frosty, or even icy conditions on
Note these areas when the overall weather condi-
For definitions of light, moderate, and heavy tion is dry. When conditions of snow or ice
icing conditions, refer to Air Weather Service exist, the approach end of the runway is osu-
Manual 105-N. ally more slippery than other areas hecause
of the melting and refreezing of the ice and
snow at this point.
Light icing conditions: Aircraft are cleared for
all normal service use at all altitudes. The rate TAKEOFF AND INITIAL CLIMB.
of ice accretion in light icing conditions is ordi-
narily insufficient to make diversionary action Accomplish takeoff in the normal manner. Apply
necessary. Takeoffs, descents, penetrations, low brakes and advance throttles for takeoff. If aircraft
approaches and landings, when icing conditions sfarfs to slide on ice or snow before full power is
exist, should be plsnned to minimize the occur- reached, release brakes and begin takeoff run. Con-
rence of ice ingestion and engine stalls. tinue advancing power during takeoff run and check
Moderate icing conditions: Aircraft operation in engine instruments for proper operation. Refusal speed
moderate icing conditions may be rolerated for will he considerably lower and the emergency stopping
short periods of time but some type of evasive ac- distance greater on wet or icy runways.
tion (changing altitude. course, or airspeed) will
have to be undertaken to exit the icing condition
when ic: is observed accumularing on the aircraft
structure. Continuous flight in moderate icing (,,.,.,I
conditions during takeoff, approach or landing
should not exceed 5 minutes duration at any air-
speed. Cruising flight in moderate icing condi- lingine stalls may be caused by wafer inges-
tions may he tolerated for perhaps 5 minutes at tion if takeoff is attempted with accumulated
airspeeds less than 250 KIAS, and for longer witter <,n the runway.
periods at higher airspeeds as long as no ice is
observed nccumularing on the aircraft.
CRUISE.
The following icing conditions should he
avoided: Operate the ztircraft as necessary to avoid icing condi-
tions whenever possible. When ice is encountered,
* Heavy icing conditions.
pitot heat and engine anti-icing should be used. DO
* Icing conditions associated with thunder- not operate in rain, sleet, or hail longer than absolute-
storms at airspeeds which produce total ly necessary. If it becomes necessary to fly in these
temperntores from ~+5 C to ~ 15C. conditions, constantly check the aircraft leading edges,
including radome, for indications of peeling or other
GROUND OPERATION. structur;d deteriorxxion of the aircraft surfaces. In the
event deterioration of surfaces is observed, maintain
Operate the aircraft and systems as indicated in the airspeed as low as practicable and land at the nearest
Cold Weather Procedures, in this x&on. Kain suitable xirfield as soon as possible. If heavy precipita-
removal should be used when needed to improve tion conditions of the above type are encountered at
visibility. any speed or lighr to moderate conditions exist at high
;tirspcuds, an entry most be made in Form 781.
CAUTION
iII.zzl
Painted areas on runways, taxiways, and CAUTION
D
ramps are significantly more slippery than
non-painted areas. When painted areas arc To minimize impacr damage from rain or
wet, the condition may deteriorate to the ex- sleet, do not exceed 450 KTAS.
7-6
T.O. lF-1 ll(B)A-1 Section VII
All Weather Operation
Note
NIGHT FLYING
7-7
Section VII T.O. IF-lIl(B)A-1
All Weather Operation
STARTING ENGINES.
llse normal procedures for starting engines. The throt-
tles may he ;~rlwnced IO allowable power wrings as
long as engine instruments register within the engine
operxting limits. Kefcr fo Engine Operating Limirs,
Serrion V.
CAUTION
ilIz
70 prevent aircraft sliding on icy surfaces
during engine starf it may be necessary w
utilize an external power source for starting
hoth engines.
BEFORE TAXIING.
X.0. 1 F-l 11 (B)A-1 Section VII
TAXIING.
EXTERIOR INSPECTION.
INTERIOR INSPECTION.
ENGINE START.
BEFORE TAXIING.
TAXIING.
Appendix I
PERFORMANCE DATA
Performance Data is contained in Appendix I of
Supplement I.O. I I- I I I (B)A-I-I.
7.10
1.0. lF-lll(WA-I
ALPHABETICAL INDEX
*Denotes Ihstration
INDEX 1
T.O. lf-11 l(WA-1
Page Page
Page
Bombing Navigation System Controls and
Indicators I-118
Bombing Titner ~~~~1.128, 1.129*
Brake Application Speed Limit 5-1.4
Brake Energy Limits i-15*
Brake Hydraulic Hand Pump ~~~~ l-48
Brake Limitations 5-H
Brake System l-46
Buffer 6.~f
-.c-
~I.166
l-169
3-6
Cabin Pressure Schedule l-169*
Cabin Too Cold J-7
CADC Caution Lamp 1.82
CADC Power Switch l-82
CADC Test Switch ~~~ l-82
Canopy J-163
Canopy External Latch H:andles ~I.163
Canopy Hatch Operating Speed 5-17
Canopy Unlock Warning Lamp ~~~~~~ l-163
(Zarriage Limits 5.18
Carriage Limits-M-Il?Al or CBU-52B/B ~~~~~ 5.26*
Carriaze Limits-Tanks 5.22%
Caution Lamp Analysis 3.6. :i..w
Center-of-Gravity, Aft i-13
Center-of-Gravity Computation h-28, (I-29*
Center-of-Gravity Considerations 6-28
Center-of-Gravity Envelope ~~~~~ ~~~~~~6.:!3, 6.24*
Center-at-Gravity. Forward 5.14
Center-of-Gravity Limitarions 5.12
Center-of-Gravity Limits j-13*
Central Air Data Compumr System l-81
Chaff Dispenser Control Lever l-184
Changing Terrain Clearance Settings l-153
Channel Set Pushbutton 1.106
(:hart/Data Selector Switch ~1-142
Chart Frame Switch l-142
Chart Holder l-186
Chart Number Readout Window I-142
Chart Presentations l-140
Chart Stowage l-185
Checklists J-2
Circuir Breaker Panel I -.i(,*
Climb ~~~~~2-:!3, 2.66
Closed Patterns Z-34, 2.75
Cocking 2-39
Code Selector Wheels l-114
Coded Switch Set Controller (CSSC)
Enabling (Both) 2.24
Coded Switch Set Malfonction Analysis 3.28
Cold Weather Procedures 7-8
*Denotes Illustration
Change 1 INDEX 3
-,-,-._I-
Index 1.0. 1 F-l 11 (WA-1
Page
Dara Entry Pushbuttons ~1.122 Ejection With Suspected Pitot-Static
Data Frame Number Readout Window l-142 System Failure ~~~ ~~I-182
Data Frame Presenration l-141 lilecrrical Control Panel 1.32*
Data Frame Switch 1.142 Electrical Failure, Complete 3.21
Data Number Display l-127 Electrical Power Flow Indicator l-32
Data Point Verification ~~~~~~~~4-31,4-55 Electrical Power Supply System l-29
Data Storage Display ~~~ l-127 Emergency Aircraft Braking J-3
Data Switch ~1.123 Emergency Entrance 3..3, 1.17*
DC Electrical Power Supply System I-G* Emergency Extension, Landing Gear 3-33
DCC Recovery and INS Inflight limergency Extermtl Stores Jettison
Alignment (Non-Nuclear) 3.13
DCU-137/A Arm and/or Bomb Emergency Flap and Slat Switch ~~~~~~~~~~~~~~ ~~~~~~~ l-50
Burst Option Monitor Lamps Lighted 3-M Emergency Generator Indicator/Cutoff
DCU-137/A Class III Indicator/Command Pushbutton l-33
Disagreement 3-3x Emergency Generator Operation With One
DCU-137/A Safe Monitor Lamp Lighted 3-37 Engine Shutdown i-21
DCU-137/A Safe Monitor Lamp Off 3-37 Emergency Generator Switch l-32
DCU137/A Unlock Monitor Lamp Out 3.37 hK!rgenCy Landing Airspeeds and Minimum
Decode Mode Selector Knob l-109 Ground Roll Distances ~~~ 3.30
Definition of Longirudinal Reference Angles 6-l Emergency Oxygen Handle ~~~~~~~~~~~~ ~~~~~~~~~1.175
Definitions 2.12,2-56 Emergency Oxygen Pressure Gage ~~~~~~~~~~~~~~~~~~~~~~1.176
Delayed Takeoff 2.47 Emergency Oxygen System ~~1.175
Departure From Controlled Flight 6.17 Encode Mode Selector Knob ~~~1.109
Deployment/DisI~rsal/Recovery 2.50 Engaging the Autopilot l-80
Descent 7-9 Engine l-6
Descent, Landing and Postflight Engine Acceleration l-15
Procedures ~4.3,4-7,4-27.4-52 Engine Acceleration Limits 5-3
Determination of Aft Allowable Center-of- Engine Afterburners 1-7
Gravity Position 6-21 Engine Anti-Icing Systems ~~~~~~~~~~~~~~~
~~~~~~~~~~~~~
l-171
Digital Computer Complex ~~~~~~~~~~~~~~~~~~~~~~
,~~~~~ l-118 Engine Clearing ~~~~~~~2.12,2-56
Diluter Demand Oxygen Regulator ~~~~ ~~~~~l-175* Engine Controls and Indicators l-11
Direct Current Power Supply System l-33 Engine Emergencies Inflight ~~~~~~~ ~~~ 3-l 1
Disengaging the Autopilot ~~~~ l-Xl Engine Failure During Flight 3.11
Dirching 3.27 Engine Failure During Takeoff 3-4
Ditching Escape Sequence I-182 Engine Feed 3-17
Doppler Cutoff Lamp 1.128 Engine Feed Selector Knob ~~~~~~~~~~~
~~~ ~~~~ l-23
Doppler Radar Pushbutton ~1.123 Engine Fire Detection and Extinguishing System l-13
Double Engine Failure 3-11 Engine Fire During Flight l-12
Drinking Cups l-185 Engine Fire During Takeoff 3-4
Dual-Mode Q-Actuated Selector ~~~~ ~~~~~~ l-179 Engine Fire on the Ground 3-2
During Descent 3.10 Engine Fuel Control System ~~~~~~~~~~~~~~~~~~~~~ l-6
Engine Fuel Flow Indicators l-13
Engine Fuel Supply System l-20
-E- 1-X
Engine Fuel System
Engine Ground Start Switch I-12
lingine icing Caution Lamp ~~~~~~~~~~~~~.~..~~~~1.171
Engine lpnition System l-10
Engine/Inlet Anti-Icing Switch 1.171
Engine inlet Blow-In Doors l-10
Engine Inlet Spikes I-IO
Engine Limitations i-i
Engine Nozzle Position indicators 1.13
Engine Oil Hot Caution Lamps l-13
Engine Oil Pressure Indicators l-13
Engine Oil Quantity Indicator 1.16
1.0. IF-Ill(BI
T.O. 1 F-l 11 (B)A-1
I-X0
l-141
I-Xi
I-IX3
2.30, L-71
I-8i
.(.28, ~(.jL
l-106
l-107*
I-107
I-106
I-106
(,-I6
4-35
7.2
l-186
I-1.11*
l-140
l-141
l-98
l-108
7-9
1-102x
5.20
l-37
l-17
l-41
I.17
I-.<0
I-.37
*Dcnores Illustration
INDEX 6
IFF System l-112 -J-
IFR Chart Stowage 1.186 ,
Jet Penetration
ILS/AILA 7-5
Jettison Preparation (Nuclear) 3.12A
ILS Control Panel 1.112*
Jettison, Station 3.Ii
ILS Freqoency Selector Knob ~~~~ l-111
IL!? Power Switch l-112
ILS Volume Control Knob I-112 --L--
Index Pushbutton l-111 Landing 2-27,2-69, :-!I
Indicated Airspeed Set Knob ~~~ l-160 Landing After Nose Landing Gear
Indicator Lighting Control Knob l-122 Retraction Failure i-32
Inertia Reel Control Handle .~ l-183 Landing and Taxi Lights Switch ~~~~ l-162
Inertial Navigation Set ~~~~~l-117 Landing, Cross Wind 2.29. 2.10
Inflight Emergencies 3.6 Landing Emergencies ;-xi
Inflight Operation i-l Landing Gear Control Panel ] ..(I 2:
Inlet Hot Caution Lamp ~~~~~~1.172 Landing Gear C~ontrols and Indicators l-41
Input Failures l-76 Landing Gear Emergency Extension 3.33
INS Align Indicator Lamp l-125 Landing Gear E:nergency Release Handle ,_.(.i
INS Ground Align Knob l-120 Landing Gear Handle :-.&I
INS Heat Indicator Lamp ~~~~~~~~~1.125 Lxnding Gear fliindle Lock Release Button i-i
INS Reset Button l-123 Landing Gear Handle Warning Lamp Lighted I-33
Instrument Approaches 7.2 Landing Gear ~Malfunctions ~j..$J
7.1 Landing Gear t)peration Limit 5-i
Instrument Climb
Instrument Cruising Flight 7-z Landing Gear Position Indicator Lamps~ l-45
!..mding Gear Xetraction Malfunction %
Instrument Flight Procedures 7-l
Landing Gvat :?stem 141
Instrument Landing System l-111 , ..i.!
Landing Gc:it Wnming Horn
Instrument -Markings j-2*
Landljng. Ntxm,il 2.26. -61
Instrument System Coupler Mode Selector Knob l-99 Landing on Slippery Runways ?.,JjO, J-7.:
Instrument System Coupler Pitch Steering Landing P:itterii 2.28X
Mode Switch I-98 Landing With :I Blown Tire i-20
Instrument lakeoff I Landing VCi:h .Abnormal Fuel Distribution i-2:
Instromenr lest Button 1.101 Landing W !rb ilr Abnormal Fuel Distribution 3-l-
Instrument Warning Flag Analysis 1.97* I..~nding With .\pproach End Barrier
l-88 EnggemeIlr ;-26
Imtruments
Landing With Asymmetric Slat t-2.4
Inregraxxl Flight Instrument System l-92
Landing With Asymmetric Stores x.42
Integrated Flight Instrum,ents ] .c,.i*
Landing With Flap and Slat Malfunctions .i-.?X
Inwrior Inspection 2.5, 2-51.7-10 Landing VG~ith i~orwatd Ahnormal Fuel
lnter;or lnspection/Inflight Procedures 2.50 Distribution I.28
1nte:mediate Frequency Gain Knob ~.~~~ l-136 Landing Wirh Nose/Main Gear Retracted i.i~!
Internal ;and/or External Combined Loadings i-18 Lmding Wirh partial Flaps ~2.12. 2.;
lnrern;tl Bomb Stations 2.51 Landing With Prima?, ot Utility Hydraulic
Internal Bomb/Missile Stiltion I.~,{ system Failuru ;.:
Internal Canopy Latch Handles l-163 Landing With Slats Extended and Flaps
Internal Lighting l-162 Retracrw! ot With slats and Flaps
l-162 RUtacted 2.32, 2.73
Internal Lighting Control Knobs
Landing With Unsafe Gear Indication I-i.,
Interphone l-108 I -8-i
Latitude C<>rrcctlon Knob
Interphone Call Button l-108 ! , / i:i
Left Main Instrument Panel iT?pical)
Interphone Foot Switch l-109 Left Sidew.lll i!\v[ical) ;.-,::/:
Inverted Spins 6.18 Level Flight Clnrilcreristics i,..!
IX Made Selector Knoh Positions vs Level Off 2.21, E-C<!
AD1 Indications l-loo* Lighting C~~nrrol Panel (Typical) l-16:
ISC Mode Selector Knob Positions vs Lighting System I-I60
HSI Indications ~~~ I-101* Limit Maneuwr Load Factors 5.8. j.,
*Denorer Illustration
Change 1 INDEX 7
---- ..~
Index 1.0. lF-1 I l(B)A-1
*Denotes Illustration
INDEX B Change I
*Denotes IUu.tration
Change 1 INDEX 9
Index T.O. lF-1 ll(B)A-1
-R-
- *,- -
*Denotes lustrarion
Change 1 INDEX 11
Index T.O. lF-11 l(B)A-I
1.0. lF-I 11 (WA-1
Page
Windshield Wash/Rain Removal Selector -Y-
Switch l-172
Wind Vector 4-X!, 4.57 Yaw Channel I-64
Wing Flaps and Slats l-48 Yaw Channel and Yaw Damper Redundanq 1-67
Wing ?r Weapons Bay Tank Fuel Transfer 3.17 Yaw Chatnel Automatic Switching I-66
Wing Slats l-49 Yaw Channel Schematic l-65*
Wing Sweep and Pylon System I-51* Yaw Damping l-64
Wing Sweep Handle 1.50 Yaw Stability Augmentation l-66
Wing Sweep for Landing 6.27* Yaw Trim ~, I,-66
Wing Sweep Handle 26 Degree Forward Gate l-52 Yaw Trim. Unscheduled 3.16
Wing Sweep Handle Lockout Controls ~~~~~ ~~~ 1.52
Wing Sweep-Maneuverability Effects 6,.4,6-9*
Wing Sweep Position for Landing h-23 -z-
Wing Sweep Position Indicator 1-52
Wing Sweep System 1.50 Zero G and Negative G Time Limit 5-3
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