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TO IA-IOA-I

FLIGHT MANUAL

USAF SERIES
A-lOA
AIRCRAFT
Serno 75-00258 and subsequent

This manual is incomplete without TO I A-lOA-I-l.


This manual incorporates s upplements TO IA-IOA-ISS-20, IS-49, IS-52, IS-53, I S-54,
IS-56, I SS-57, ISS-59, ISS-60, ISS-62, IS-64, IS-65, IS-67 and ISS-68.

DISTRIBUTION STATEMENT - Distribution authorized to US Government agencies only for administrative or


operational use (15 March 1988). Other requests for this document shall be referred to Sacramento ALC /
MMEDTD, McCl ellan AFB CA 95652·5609.
HANDLING AND DESTRUCTION NOTICE - Handle in compliance with distribution statement and destroy by
any method tha t wi ll prevent disclosure of the contents or reconstruction of the document.

COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION


OF ALL PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT.

Published under authority of the Secretary of the Air Force

20 FEBRUARY 1983
CHANGE 8 15 MARCH 1988
TO lA-lOA-l
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES NOTE: The portion of the text affected by the changes is indicated by a vertical line in the outer
margins of the page. Changes to illustrations are indicated by miniature pOinting hands .
Changes to wiring diagrams are indicated by shaded areas .

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 400. CONSISTING OF THE FOLLOWING:

Page ·Change Page ·Change Page ·Change


No. No. No. No. No. No.

Title .. .. ....................... .. ...... .. ...... 8 1-47 ............................................ 0 1-120 - 1-126 .............................. 0


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iii - iv ..................................... .... 8 1-52 ............................................ 8 1-130 - 1-132 .............. ,.... .. ........ :0
v ................................................. 7 1-52A ......................................... 7 1-133 - 1-134 .............................. 8
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viA Added ................................. 8 1-53 ...... ...................................... 7 1-134H Blank Added ................ 8
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1-13 ............... ... ... ....................... 0 1-70 ............................................ 1 1-151 .......................................... 8
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1-18B Blank .............................. 1 1-77 ............................................ 8 1-158 - 1-159 .............................. 8
1-19 ............... ....... .. ....... .. ...... .. ... 8 1-78 - 1-79 .................................. 0 1-160 - 1-164 .............................. 0
1-20 ............................................ 6 1-80 ............................................ 1 1-165 - 1-166 .............................. 7
1-20A ......................................... 8 1-81 - 1-83 .... .............................. 0 1-166A Added ........................... 7
1-20B Blank .............................. 8 1-84 ............................................ 8 1-166B Blank Added ................ 7
1-21 ............................................ 0 1-85 ............................. ............... 6 1-167 .......................................... 6
1-22 ............................................ 6 1-86 - 1-87 .................. ............... .0 1-168 - 1-169 .............................. 7
1-23 ............................................ 0 1-88 ............................................ 6 1-170 - 1-172 ...................... .. ...... 0
1-24 .. ..... .. .. ... ..... ... .... .................. 8 1-89 - 1-90A ............................... 1 1-173 .......................................... 2
1-25 ............................................ 1 1-90B Blank .. ..... ... ... ................ . 1 1-174 ............................ ...... ........ 7
1-26 ....................... ..................... 0 1-91 ............................................ 6 2-1 - 2-2 ...................................... 6
1-27 ............................................ 8 1-92 ............................................ 1 2-3 .............................................. 8
1-28 ................... .... ........... .......... 2 1-93 ....................................... ..... 0 2-4 .............................................. 7
1-29 ............................................ 7 1-94 .............................. ....... ....... 6 2-5 ................... .. ......................... 6
1-:30 - 1-37 .................................. 0 1-95 .......................... .................. 1 2-6 - 2-6A ..... ... ........................... 7
1-38 ..... ....................................... 2 1-96 - 1-107 .. ...... ........................ 0 2-6B Blank ................................ 7
1-39 - 1-42 .................................. 0 1-108 - 1-109 .............................. 1 2-7 .............................................. 6
1-43 .......................... .... ......... .. .. 8 1-110 - 1-113 .............................. 0 2-8 - 2-8A .................................. .3
1-44 - 1-45 ................ ...... ............ 0 1-114 - 1-115 .............................. 1 2-8B Blank .. .. ............................ 3
1-46 - 1-46A ............................... 2 1-116 ............ .... ......... ................. 0 2-9 - 2-10 ...... .. ............................ 8
1-46B Blank .............................. 2 1-117 - 1-119 .... .. ........................ 1 2-10A ...................................... ... 8
·Zero in thiS column Indicates an onginal page

A Change 8 USAF
TO 1A-10A-1SS-72 TO 1A-10A-1

LIST OF EFFECTIVE PAGES

Page • Change Page • Change Page ·Change


No. No. No. No. No. No.

2-10B Blank .............................. 8 3-35 - 3-36 .................................. 8 6-2A ........................................... 1


2-11 ............................................ 8 3-36A ......................................... 7 6-2B Blank ................................ 1
2-12 ............................................ 1 3-36BBlank .............................. 7 6-3 .............................................. 8
2-12A .........................................8 3-37 - 3-38 ..................................7 6-4 .............................................. 2
2-12B Blank ..............................8 3-38A ......................................... 8 6-5 .............................................. 0
2-13 - 2-14 .................................. 8 3-38B Blank ..............................8 6-6 .............................................. 7
2-14A ......................................... 7 3-39 - 3-40 .................................. 7 6-6A ...........................................6
2-14B Blank .............................. 7 3-40A .........................................7 6-6B Blank ................................ 6
2-15 - 2-20 ..................................8 3-40B Blank ..............................7 6-7 ..............................................7
2-21 ............................................ 7 3-41 ............................................6 6-8 .............................................. 0
2-22 ............................................ 2 3-42 ............................................ 7 6-9 ..............................................3
2-23 ............................................ 3 3-42A ......................................... 8 6-10- 6-10B ............................... 7
2-24 ............................................ 2 3-42B ......................................... 6 6-11 ............................................ 1
2-25 - 2-26 ......... ......................... 6 3-42C .......................................... 1 6-12 ................... ..................... ....8
3-1- 3-2 ...................................... 8 3-42D Blank .............................. 1 6-13 ............................................ 2
3-2A . 3-2B ................................ 1 3-43 ............................................ 3 6-14 Blank ....................... .......... 2
3-3 .............................................. 1 3-44 ............................................ 6 7-1 .............................................. 0
3-4 - 3-4A ................................... 3 3-45 ............................................ 7 7-2 ..............................................7
3-4BBlank ................................ 3 3-46 ............................................ 1 7-3 ..............................................0
3-5 .............................................. 7 3-47 ............................................ 8 7-4 - 7-4A ................................... 3
3-6 Blank ................................... 7 3-48 ............................................ 1 7-4B Blank ................................3
3-7 .............................................. 8 4-1 .............................................. 0 7-5 - 7-6 ...................................... 7
3-8 .............................................. 7 4-2 Blank ................................... O Glossary 1 ................................. 0
3-8A ........................................... 8 5-1 .............................................. 1 Glossary 2 ................................. 6
3-8B Blank ................................ 8 5-2 .............................................. 8 Index 1 - Index 8 ...................... 3
3-9 .............................................. 3 5-2A Added ............................... 7 Index 9 ...................................... 1
3-10 ............................................ 7 5-2B Blank Added ....................7 Index 10 .................................... 3
3-10A Deleted ........................... 3 5-3 .............................................. 8 FO-1 ........................................ ... 6
3-10B Blank Deleted ................ 3 5-4 .............................................. 0 FO-2 Blank ................................ 6
3-11 ............................................ 7 5-5 .............................................. 1 FO-3 ........................................... 0
3-12 ............................................ 8 5-6 ..............................................0 FO-4 Blank ................................ O
3-13 ............................................6 5-7 .............................................. 7 FO-5 ...........................................6
3-14 ............................................3 5-8 .............................................. 0 FO-6 Blank ................................6
3-15 ............................................ 7 5-8A ........................................... 1 FO-7 ........................................... 1
3-16 ............................................ 8 5-8B Blank ................................ 1 FO-8 Blank ................................ 1
3-16A Deleted ........................... 3 5-9 .............................................. 7 FO-9 ....................................... .... 0
3-16B Blank Deleted ................ 3 5-10 - 5-12 .................................. 0 FO-IO Blank .............................. O
3-17 ............................................ 8 5-13 ............................................ 8 FO-11 ......................................... 4
3-18 ............................................ 3 5-14 - 5-15 .................................. 0 FO-12 Blank .............................. 4
3-19 ............................................ 1 5-16 ............................................ 2
3-20 ............................................7 5-17 ............................................8
3-21 ............................................ 3 5-18 ............................................ 1
3-22 ............................................ 7 5-19 ............................................ 0
3-22A - 3-22B ............................8 5-20 - 5-21 .................................. 1
3-23 ............................................ 3 5-22 ............................................ 2
3-24 ............................................ 6 5-23-5-26 .................................. 8
3-24A . 3-24B ............................8 5-27 ............................................ 7
3-25 . 3-27 ..................................8 5-28 - 5-31 .................................. 8
3-28 ............................................ 0 5-32 - 5-48 Deleted .................... 1
3-29 ............................................ 3 5-49 ............................................ 1
3-30 ............................................ 7 5-50 ............................................ 8
3-31 ............................................ 0 5-51 Added ................................8
:f-32 - 3-33 ..................................6 5-52 Blank Added ..................... 8
3-34 ............................................ 3 6-1 - 6-2 ...................................... 2
·Zero in this column indicates en orisinel pille

Reflect TO 1A-10A-1SS-72 Change 8 B/(C Blank)


T.O. 1A-10A-1

TABLE OF CONTENTS

SECTION I Description 1-1


SECTION II Normal Procedures 2-1
SECTION III Emergency Procedures 3-1
SECTION IV Crew Duties N/A
SECTION V Operating Limitations 5-1
SECTION VI Flight Characteristics 6-1
SECTION VII Adverse Weather Operation 7-1
Glossary Glossary Glossary 1
Index Alphabetical Index Index 1
Foldouts FO-1
Appendix I Performance Data T.O. 1A-10A-1-1
T.O. 1A-10A-1

T.O ' ... ·I OA · I

AND

SCOPE HOW TO BE ASSURED OF HAVING


LATEST DATA
This manual contains the necessary information for
safe and efficient operation of your aircraft. These Refer to T .O. 0- 1- 1-5 for in forma tion concerning cur-
instructions provide you with a general knowledge of rent fli ght manuals. safely supplements, operational
the aircraft and it s characteristics and specific normal supp leme nts. a nd checkli sts. Also, chec k the flight
and emergency operating procedures. Your experience ma nu a l cover page, the title bloc k of each safety and
is recognized; therefore, basic flight principles are operational sLlpplement , and all sta tus pages con-
avoided. Instructions in this manual are for a crew tained in the flight manLlal or attached to formal
inex perienced in the operation of this aircraft. This safety and operational supplements . Clear up all
manual provides the best possible operating instruc - di sc repan cies before flight.
tions under most circumstances. Multiple emergen -
cies, adverse weather, terrain. etc., may require mod-
ification of the procedures. ARRANGEMENT

The manual is divided into seve n independent sec-


tio ns to simplify reading it straight through o r lIsing
PERMISSIBLE OPERATIONS it as a refere nce manual.

The flight manual takes a "positive approach" and


normally states onl y what you can do . Unusual SAFETY SUPPLEMENTS
operat ions or configurations are prohibited unless
specifically covered herein. Clearance must be ob- Informat ion involving safety will be promptly for-
tained before any questionable operation, which is warded to you in a safety supple ment. Supplements
not specifically permitted in this manual, is coveri ng loss of life will get to you within 48 hours
attempted. by teletype. and sllf1p lemcnt s covering serious damage

ii
TO 1A-10A-1

to equipment within 10 days by mail. The cover page local purchase procedures and are listed in the
of the flight manual and the title block of each safety Federal Supply Schedule (FSC Group 75, Office Sup-
supplement should be checked to determine the effect plies, Part I). Check with your supply perso nnel for
they may have on existing supplements . assistance in procuring these item s.

DEFINITION OF WORDS "SHALL,"


OPERATIONAL SUPPLEMENTS "WILL," "SHOULD" AND "MA Y"
In fo rmati o n invohin g c hanges to operating pro- The words "shall" and "will" indicate a mandatory
cedures will be forwarded to yo u by operational ~ up­ requirement. The word "should" indicates a non-
plements. The procedure for handling operational mandatory desire or preferred method of accomplish-
supplements is the same as for sa fet y supplemcnts. ment. The word "may" indicates an acceptable or
suggested mean s of accomplishment.

MAJCOM T.O.1A·10A·1 FLIGHT MANUAL WARNINGS, CAUTIONS AND NOTES


REVIEW CONFERENCE (FMRC)
The following definitions apply to "Warnings",
"Cautions" and "Notes" found throughout the
The Interim/Formal Safety/Operational supple-
manual.
ments listed on the Title Page were incorporated as
written or the intent was incorporated as deter-
mined by the MAJCOMs during the FMRC. WARNING'

CHECKLISTS Operating procedures. techniques, etc .,


which will result in personal injury or loss
The flight manual contains itemized procedures with of life if not carefully followed.
necessary amplifications. The checklist contains
itemized procedures without the amplification .
Primary line item s in the flight manual and checklist
arc identical. If a formal safety or operational sup- Operating procedures. techniques, etc ..
plement affects yo ur checklist, the affected checklist which will result in damage to equipment
page will be attached to the supplement. if not carefully followed.

HOW TO GET PERSONAL COPIES NOTE

Each flight crew member is entitled to personal An operating procedure. technique. etc .,
copies of the flight manual, safety supplements, which is considered essential to emphasize .
operational supplements. and checklists. The required
quantities should be ordered before you need them to YOUR RESPONSIBILITY - TO LET US
insure their prompt receipt. Check with your publica- KNOW
tion distribution officer - it is his job to fulfill your
T .O. requests . Basically, you mu st order the required Every effort is made to keep the flight manual cur-
quantities on the appropriate Numerical Index and rent. Review conferences with operating personnel
Requirement Table (NIRT). T .O. 00-5-1 and 00-5-2 and a constant review of accident and flight test
give detailed information for properly ordering these reports assure inclusion of the latest data in the
publications. Make sure a system is established at manual. \Ve cannot correct an error unless we know
yo ur base to deliver these publications to the flight of it s existence. In this regard. it is essential that you
crew immediately upon receipt . do your part. Comments. corrections. and questions
regarding this manual or any phase of the flight
FLIGHT MANUAL BINDERS manual program are welcomed. These should be for-
warded through your command channels on AF
Looseleaf binders and sectionalized tabs are available Form 847 to: SM-ALC / MMSRB. \1cClelian AFB.
for usc with your manual. They are obtained through California 95652 .

Change 8 iii
TO lA-lOA-l

TCTO IDENTIFICATION
The following TCTOs affecting A-lO Airplanes are covered in this manual. This is not a complete listing and
only includes TCTOs listed by number directly affecting this manual. Refer to the Numerical Index and
Requirement Table (TO 0-1-1-5) for complete listing of TCTOs for these airplanes.
DISPOSITION
TO NUMBER SECTION SUBJECT
lA-10-649 I, II Install AAU-34/ A Altimeter
1A-10-670 I Revise Cabin Air Distribution System
1A-10-764 I, II, III, V Chaff/Flare Dispensers
lA-1O-831 I Modification of Emergency Canopy Actuator Un-
lock Assembly
1A-lO-869 I APU Ground Shutoff
1A-10-883 I Addition of Time Delay in Jam Indication Sys-
tem
1A-lO-90l I Modification of Wing Flap Control System
1A-lO-932 I, III, VI Incorporation of HARS/SAS Attitude Validity
Assembly into A-10 Aircraft
1A-1O-975 I, II, III Incorporation of An Inertial Navigation System
in A-lO Aircraft
1A-10-986 I Continuous Ignition During Stall Warning and
Gunfiring
lA-10-l059 Installation of GFU-l6A Gun Gas Diverter Sys-
tem, A-lOA Aircraft and GA-10A
1A-10-l084 I Installation of Canopy Jettison Handle Decal,
A-lO Aircraft
1A-10-l087 I New Air Force Serial Numbers for Option IX
A-10 Aircraft
1A-lO-1154 I, III, V, VII Installation of TF34-GE-100A Engines and Re-
placement of Aircraft Cockpit Engine Temper-
ature Indicators A-lOA Aircraft
1A-10-1158 I, II, V Installation and Operational Checkout of the
Turbine Engine Monitoring System (TEMS)
Line Replaceable Units (LRU), A-lOA Aircraft
1A-lO-1170 I Reconfiguration of Cockpit Right Console
lA-10-1176 I, II Installation of Airborne Video Tape Recorder
(A VTR) and Cockpit Television Sensor (CTVS)
Retrofit
lA-lO-l177 I, II, V Incorporation of Self Defense Air-To-Air AIM-9
Missile Capability, A-10 Aircraft
lA-lO-1186 I Modification of Air Refueling Line
lA-lO-1195 I Installation of Electroluminescent Formation
Lights
lA-lO-1216 I Modification of Canopy Jettison Handle
lA-10-1227 I Alternate Closure of 65PSI Valve, A-10 Aircraft
lA-10-1228 I Install a "SEAT NOT ARMED" indication sys-
tem on ACES II Ejection Seats, A-lOA and
OA-10 Aircraft
lA-10-1243 I, II Installation of Air Force Seawater Activated Re-
lease System (SEAWARS), A-10 ACES II
Parach utes P /N J 114-509-517
1A-IO-1250 A-10 Stall Warning for Approach and Landing
lA-10-1267 Install HAVE QUICK II on A-10 Aircraft

iv Change 8
T.O. 1A-10A-1

EFFECTIVITY PAGE

OJ Aircraft sernos 76-0519 through 76-0520.

[JJ Aircraft not modified by T.O. IA-IO-986.

8J Aircraft serno 81-0939 (81-0001 not modified by T.O. IA-IO-1087) and subsequent and those modified by
T.O. IA-IO-986.

[I] Aircraft modified by T.O . IA-IO-1084.

[I] Aircraft prior to serno 75-00280 not modified by T.O. IA-IO-764.

ITQ] Aircraft serno 75-00280 and subsequent.

[ill Aircraft sernos 75-00280 through 77-0226 not modified by T.O. IA-IO-764.

§] Aircraft prior to serno 76-0512.

~ Aircraft serno 76-0512 and subsequent.

~ Aircraft serno 76-0519 and subsequent and those modified by T .O. IA-IO-649 .

IE] Aircraft prior to serno 76-0521 not modified by T .O. IA-IO-649.

~ Aircraft serno 76-0521 and subsequent and those modified by T.O. IA-IO-649.

~ Aircraft serno 76-0535 and subsequent and those modified by T.O . IA-IO-869.

~ Aircraft prior to serno 79-0167 not modified by T.O. IA-IO-932.

~ Aircraft prior to serno 77-0177 not modified by T.O. IA-IO-83\.

[IT] Aircraft prior to serno 77-0259.

!TIl Aircraft serno 77-0177 and subsequent and those modified by T.O. IA-IO-83\.

~ Aircraft prior to serno 75-00280.

llil Aircraft serno 77-0227 and subsequent and those modified by T.O. IA-IO-764.

~ Aircraft sernos 77-0259 through 79-0166.

~ Aircraft serno 77-0259 and subsequent.

~ Aircraft prior to serno 78-0582.

!ill Aircraft sernos 78-0582 through 79-0166 .

~ Aircraft serno 78-0582 and subsequent.

~ Aircraft prior to serno 78-0622.

Change 7 v
TO lA-lOA-l

EFFECTIVITY PAGE (CONT)


1551 Aircraft serno 78-0622 and subsequent.

1561 Aircraft prior to serno 78-0626.

1571 Aircraft serno 78-0626 and subsequent.

~ Aircraft serno 78-0634 and subsequent and those modified by TO 1A-10-869.

[I[J Aircraft prior to serno 79-0167 not modified by TO 1A-10-975 or TO 1A-10-975D.

[gJ Aircraft serno 79-0167 and subsequent and those modified by TO 1A-10-975 or TO 1A-10-975D.

[§J Aircraft serno 79-0167 and subsequent and those modified by TO 1A-1O-883.

[EJ Aircraft serno 79-0167 and subsequent and those modified by TO 1A-10-932.

167 1 Aircraft serno 80-0178 and subsequent and those modified by TO 1A-10-976.

[]§J Aircraft prior to serno 80-0180.

~ Aircraft serno 80-0180 and subsequent.

i75 1 Aircraft serno 79-0173 and subsequent.

rnIJ Aircraft serno 80-0255 and subsequent and those modified by TO 1A-10-901.

[g] Aircraft modified by TO 1A-10-1059.

~ Aircraft prior to serno 78-0582 not modified by TO 1A-1O-1108.

[]!J Aircraft serno 78-0582 and subsequent and those modified by TO 1A-1O-1108.

[![] Aircraft modified by TO 1A-10-1154.

em Aircraft modified by TO 1A-10-1158.

196 1 Aircraft modified by TO 1A-10-1170.

1971 Aircraft modified by TO 1A-10-1186.

1981 Aircraft modified by TO 1A-1O-1176.

~~ Aircraft not modified by TO 1A-10-1176.

1102 ! Aircraft modified by TO 1A-10-1250.

11031
~--'
Aircraft modified by TO 1A-1O-1177.

I 1105 1

1106 1
Aircraft modified by TO 1A-10-l243.

Aircraft modified by TO 1A-10-1195.

vi Change 8
TO lA-lOA-l

EFFECTIVITY PAGE (CONT)


1107 1 Aircraft modified by TO lA-lO-1228_

11081 Aircraft modified by TO lA-10-1216_

11091 Aircraft modified by TO 1A-IO-1267.

C!.!QJ Aircraft modified by AOA indicator Recalibration.

~, f ."

Change 8 viA/(viB Blank)


T .O.1A-10A- 1

A 10A
AIR SUPPORT ATTACK AIRCRAFT

~
I. ,l: I
I

l - IOA-I-)O

Figure 1-\

vii/(viii blank)
T.O. 1A-10A-1

SECTION I

DESCRIPTION AND OPERATION

TABLE OF CONTENTS
The Aircraft . . . ..... . . .............. 1- 1 Oxygen System . . . . . . . . . . . . . . . . . . .. 1-56
Engines . . . . . . . . . . . . . . . . . . . . . . . . .. 1-3 Environment System . . . . . . . . . . . . . . . . . 1-58
Fire Extinguishing System . . . . . . . . . . . . . 1-11 Flight Instruments . . . . . . . . . . . . . . . . . .. 1-67
Auxiliary Power Unit. . . . . . . . . . . . . . . .. 1-12 Standby Flight Instruments . . . . . . . . . . . . 1-77
Aircraft Fuel System . . . . . . . . . . . . . . . .. 1 -1 3 Communication/Navigation . . . . . . . . . . .. 1-77
Electrical Power System . . . . . . . . . . . . .. 1-20 Lighting System . . . . . . . . . . . . . . . . . . .. 1-141
Hydraulic Power Supply System . . . . . . . . 1-24 Armament System . . . . . . . . . . . . . . . . . . 1-1 50
Landing Gear System . . . . . . . . . . . . . . .. 1-25 Head-Up Display System . . . . . . . . . . . . . . 1-152
Nosewheel Steering System . . . . . . . . . . . 1-28 Gunsight Camera System . . . . . . . . . . . .. 1-168
Wheel Brake System. . . . . . . . . . . . . . . . . 1-28 Cockpit Television Sensor/Airborne
Primary Flight Control System . . . . . . . . .. 1-29 Video Tape Recorder System . . ....... 1- 168
Manual Reversion Flight Control TV Monitor System . . . ... ... . .. .... . 1- 168
System .... . . .. .. . .. . . . .. .. . .. . . 1-40 Target Identification Set Laser . .... . . .. 1-168
Secondary Flight Control System . . .... . 1-43 Chaff/Flare Dispensing System . . . . . . . .. 1-168
Boarding Ladder . . . . . . . . . . . . . . . . . . .. 1-46 Electronic Countermeasure
Canopy . . ... . .... .. . .. . . . . ... ... . 1-48 System ....... . ......... .. . .. ... 1-1 68
Ejection Seat . . . . . . . . . . . . . . . . . . . . .. 1-52 Servicing Diagram. . . . . . . . . . . . . . . . . .. 1-1 71

THE AIRCRAFT elevator and aileron controls split into redundant


separate systems before leaving the armor protection.
The A-1O is a single-seat close air support aircraft The controls are powered by two independent
(figures 1-1 and 1-2) manufactured by Fairchild hydraulic systems, either of which has the capability
Republic Company, Farmingdale, New York. The of controlling the airplane. If both hydraulic systems
aircraft is a low wing, low tail configuration with fail, the airplane can be flown using a manual
two high bypass turbo fan engines installed in reversion system. The ailerons consist of an upper
nacelles mounted on pylons extending from the aft and lower panel that become speed brakes when
fuselage. Twin vertical stabilizers are mounted on the opened. The windshield front panel is resistant to
outboard tips of the horizontal tail. The tricycle small arms fire and birds . The windshield side panels
forward retracting landing gear is equipped with an are resistant to spall spray caused by penetrations.
anti-skid system and a steerable nosewheel. The nose The fuselage fuel cell sumps are self-sealing on the
gear is installed to the right of the aircraft centerline lower portion and tear resistant on the upper portion.
to permit near centerline gunfire. The nose gear The cells are filled with a flexible foam to prevent
retracts fully into the fuselage while the main gears fuel tank explosion . Single-point ground refueling
partially retract into streamlined pods in the wings. A and engine feed lines are self-sealing. The escape
titanium armor installation surrounds the cockpit. system provides a zero/zero capability (zero velocity,
The primary flight controls are equipped with artifi- and zero pitch and roll attitude) either with the
cial feel devices to simulate aerodynamic feel. The canopy removed or through the canopy. The

Change 1 1-1
~
,
N GENERAL ARRANGEMENT DIAGRAM

FIRE
EX TI NG UISHE R
BOTTLES~

AILERON I SPEED
BRAKE

LEFT MAIN
TA NK (AFT)

RIGHT WING
TA NK

SINGlE-
LEFT WING
POINT
TANK
REFUELING

GAU-SA GUN
T.O. 1A-10A-1

armament system includes a high fire rate 30mm condition would be a scramble takeoff where takeoff
seven-barrel gun with ammunition stored in a drum. is accomplished shortly after engine start. Maximum
A variety of stores are carried on II pylons, 4 on droop occurs approximately 10 seconds after the
each wing and 3 on the fuselage . throttle is advanced from IDLE to MAX. After ap-
AIRCRAFT DIMENSIONS proximately 4 minutes of operation at MAX thrust,
power output returns to normal. Elimination of
The overall dimensions of the aircraft under normal
thrust droop can be observed on the engine fan speed
conditions of gross weight, tire and strut inflation are
indicator. Thrust will increase as fan speed increases .
as follows:
Overall length 53 ft 4 in. ~ TURBINE ENGINE MONITORING SYSTEM
ITEMS)
Wing span 57 ft 6 in.
The turbine engine monitoring system (TEMS) pro-
Horizontal tail span 18 ft 10 in. vides a means for supporting the on-condition
maintenance concept for the TF34-IOOA engine in-
Height to top of fin 14 ft 8 in. stalled on t he A-lOA aircraft. I nformation is pro-
vided to the system electronic processor unit (EPU)
Wheel base 17 ft 9 in. automatically whenever the engine is operated . I f any
engine operation limit is exceeded, or when the
Wheel tread 17ft3in. TEMS DATA switch is pressed, a frame of data is
Refer to Section II for minimum turning radius and recorded. An overlimits event will be displayed on
ground clearance dimensions. the umbilical display unit (UDU), located in the
nosewheel well. This data is provided in code form
AIRCRAFT GROSS WEIGHT for the technician or pilot to determine engine condi-
The aircraft operating weight is approximately 28,000 tion . The codes are provided in figure 2-9.
ENGINE OIL SYSTEM
I
pounds. This weight includes pilot, gun (full of am-
munition), 11 empty pylons, oil, windshield wash, and The engine oil system is self-contained and all the oil
unusable fuel. Refer to Section V for gross weight supp lied is used for lubrication and cooling . Usable
limits. For specific aircraft weight, refer to Weight and oil capacity is 5.6 quarts, and maximum oi l consump-
Balance Data. T.O. 1-1 B-40. tion is 0.5 pints / hr . An oil pressure indicator and an
independent light on the caution li ght panel monitor
ENGINES oil pressure of each engine. Oil grade and spe(ifica -
The aircr.aft is powered by two General Electric tion tl) be used arc co\ered ill the senicing diagram,
figure 1-71.
TF34-GE - 100i [2] -100A engines (figure 1-3). Sea
level, standard day, static thrust for an installed Engine Oil Pressure Indicators
engine is approximately 8,900 pounds at maximum An oil pressure indicator (~I, figure FO - I) i~ pro-
thrust. The engine incorporates a single-stage bypass \ided for each engine. They indicate oi l pressure in
fan and a 14-stage axial flow compressor. Bypass air psi, and are powered by the 26 V in\lrUlllent
produces over 85070 of engine thrust. Therefore, t ransforll1er bus .
engine fan speed is the best indication of thrust.
Engine Oil Pressure Caution Lights
Variable inlet guide vanes automatically modulate
An engine oil pressure caution light (independenl of
throughout the engine operating range. An accessory
the oil pressure indicators) (figure 1-65) , on the cau-
gearbox drives a hydraulic pump, fuel pump and fuel
tion light panel, is provided for each engine . The
control, oil pump, and an electric generator. An air
lights are placarded L-ENG OIL. PRESS and
bleed for aircraft systems is provided. Engine ac-
R-ENG OIL. PRESS and will come Oil if the pressure
celeration time from IDLE to MAX thrust will be
is less than n.5( ± 2.5) psi. ft.J~cJ 'W-!~ f ~- ''1
approximately 10 seco nds at sea level. Engine thrust
droop results from differential expansion of the ENGINE FUEL SYSTEM
engine turbines and casings during transients from The engine fuel system (figure FO-4) pro\idcs fuel re-
low to high thrust operation. The duration and extent quired for combu stion, cOl1lrols engine variable
of the thrust droop is dependent upon the rate / range geometry actuation, and provides engine oil cooling.
of throttle movement. Thrust droop is decreased if Fuel is supplied to the engine fuel pumps, where it is
the engines have been idling for a period of time. pre~ s urized and directed to Ihe fuel control. From the
Thrust droop is further decreased if the engines have fuel cont ro l, metered fuel passes 1hrough 1ill' engi ne
been run up before takeoff. An example of the worst oil cooler to the dislribution vahc.

Change 7 1-3
T.O. 1A-10A-1

TF-34 ENGINE

FAN COMPRESSOR

PRESSURE
TURBINE
LOW
PRESSURE
TURBINE

ACCESSORY DRIVES

T-ICA- 1-32

Figure 1-3

ENGINE FUEL CONTROL The fuel control also prevents compressor discharge
pressure from exceeding structural limits of the
Th e engi ne fuel control (figure FO-4) is a hydro- compressor. At sea level static, this limit is normally
mechanica l type which modulates fuel flow to encountered at maximum power when engine inlet
maintain a constant core speed as called for by temperature is 0 of or colder. The limit can also be
throttle position. An electrical control unit regulates encountered on a standard day at sea level above
fuel flow at maximum power to maintain ITT limits. approximately 330 knots. In this case it will not be
In the event of an ITT control unit electrical failure, possible to obtain rated ITT. The fuel control
the sys tem can be disabled with the engine fuel flow automatically controls the position of the compressor
sw itch . In this mode, the engine will be speed- inlet guide vanes and the first five stator stages to
co ntroll ed throughout the entire range of operation, prevent compressor stall . The engine fuel control
requiring pilot monitoring to prevent engine does not require electrical power, but the ITT control
overt em perat ure . unit is powered by the auxiliary AC essential bus.

1-4
T.O. 1A-10A-1

Engine Fuel Flow Indicators Engine speed is normally controlled by the throttle.
Under certain flight conditions, the engine fuel con-
A fuel flo" indicator (43, figure FO-I) is provided trol overrides the throttle to protect the engine from
for each engine. They show fu el flow in pounds per ovcrtemperature, overpressure, and compressor stall.
hour. The indicators a re powered by the right AC
bus. Switches and controls located on the throttle are as
shown on figure 1-4.
Engine Fuel Flow Switches
Throttle Friction Control
Two engine fuel flow switches (figure 1-4), one for
each cngine, are located on the engine co ntrol panel. Throllle friction for both throttles is controlled by
These switches are placarded ENG FUEL FLOW L means of the friction control located on the throttle
and R and each ~\\itch has two positions, placarded quadrant (figure 1-4).
NORM and OVERRIDE. With the switch in NORM,
the engine fuel flow' is scheduled on the basis of ENGINE IGNITION SYSTEM
throttle position and limited to the m ,j ximum power
trim setting hy the ITT amplifier. In the event of an Ignition is supplied by two ignitors in each engine.
ITT amplifier failure, the temperature control sy~tem The ignition ignitors are powered hy the AC essential
can be deactivated by placing the appropriate switch bus and actuated by DC powered relays. The ignitor
in OVERRIDE. \Vhen this is donc, the engine will be circcits are protected by two ENG IGNITOR (LlR-1
speed controlled by I he t hroltle posit ion alone. Selec- and L/R-2) circuit breakers. Each circuit breaker pro-
tion of OVERRIDE when ITT is below the maximum tects an ignition circuit in each engine; therefore. to
power trim setting will produce no change in engine totally disable the ignition circuit to one engine, it IS
operation. The engine fuel flow switches are powered necessary to open both circuit breakers.
by the auxiliary AC essential bus.
Engine Ignition Controls
The ignition system is pilot-actuated through throttle
THROTTLES
position (IDLE. core rpm below 56aJo) [I] ~, the
ignition button W [IT], or by the IGN function of
A mechan:cal throll!e (figure 1-4) controls the opera- the engine operate switch ITIJ (figures 1-4 and 1-5).
tion of each engine . Each throttle has three positive
stop positions placarded OFF, IDLE, and MAX. To
On IIJ. ignition is provided to both engines while
the gun trigger is depressed to the second detent and
move from OFF to IDLE the throttle is raised and
moved forward to the first stop position. To mOve to
for 30 seconds after gun trigger release. On GJ, ig-
nition is provided to both engines \'ihile the gun trig-
OFF the throttle is retarded to the IDLE stop, then ger is depressed to the second detent or during ac-
raised and moved aft to OFF , The DC fuel pump is tivation of stall warning chopped tone, and continues
energized when either throttle is positioned to IDLE for 1 second after gun uigger release or termination
or above, and there is no pressure from the left of stall warning .
main tank boost pump. On [i] and ~, when the
throttle is at IDLE stop, the following actions take
BLEED AIR SYSTEM
place provided engine core rpm is below 56~o, and
I electrical power and an air source are available.
Bleed air
a ground
from each engine, from the APU, and from
receptacle are routed to a common
• ATS valve opens causing the manifold (figure 1-7). The bleed air supply system
ENG START CYCLE light to come on furnishes air for the following:

• ECS shutoff valve closes • Engine starter system

• Both en gine bleed air shutoff valves open • Environment control system

• Ignition is supplied to the engine • Windshield rain removal and wash system

• Fuel is supplied when engine rotation starts. • Canopy de-fog system

Change 6 1-5
T.O . 1A-10A - 1

THROTTLE QUADRANT INCLUDING ENGINE CONTROL PANEL


FLARE DISPENSING
BUTTON [ill CHAFF DISPENSING
OR BUTTON !ill
RIGHT ENGINE OR
IGNITION BUTTON LEFT ENGINE
m AND [ill
IGNITION BUTTON
[I] AND [ill
" M I C"
MISSILE
SEEKER HEAD
SLEW/TRACK
MASTER LEFT CONTROL
EXTERIOR THROTTLE
LIGHTS SWITCH

MISSILE
REJE CT/U NCAGE THROTTLE
SWITCH FRICTION CONTROL
*TIME SHARED FUNCTION

l- I OA- I-3

Figure 1-4

1-6
T.O. 1A-10A-1

ENGINE IGNITION SYSTEM DIFFERENCES

-'1
~
---IGNITION
PROVIDED TO OLD AUTO MANUAL I

ENGINES START ~
-
621
START
- - - - --+-- - - - - -- -- --+--
NEW AUTO START ~
._-- - - - - - _._ - - _ . __ .
BY THROTTLE THROTTLE IN IDLE IF IGNITION NOT PROVIDED THROTTLE IN IDLE IF ENGINE CORE RPM IS BELOW
POSITION ENGINE CORE RPM IS 56 %
I I BELOW 56 %

-;; BU~TON-;-T;;;VIDED WHEN BUTTONS ARE PRESSED AND IGNITION NOT PROVIDED . THESE BUTTONS ARE USED

r I
ON THROTTLE FOR 30 SEC . AFTER BUTTONS ARE RELEASED , FOR CHAFF/FLARE DISPENSING . I

1
REGARDLESS OF THROTTLE POSITION, RPM OR

L
Ii

. ENGINE OPERATE SWITCH POSITION

I S-Y ENGINE II IGNITION NOT PROVIDED ' - -- + -P'-R-O-V-ID- E-D- W-H- E-N- E
-N-G
- INE OPERATE SWITCH IS
I OPERATE i PLACED IN IGN AND FOR 30 SEC. AFTER SWITCH IS
L SWITCH I ~~~ASED . REGARDLESS OF THROTTLE POSITION OR I

Figure 1-5

• Ca nopy seal Fire Detect/Bleed Air leak Test Button

• Anti-g suit The fire detect / bleed air leak test button (figure I-o S)
is a pu sh-to-test button, placarded FIRE DETECT
• External tank pressurization. BLEED AIR LEAK TEST. Depress ing the swi tch
checks the bleed air sensors, fire detection senso rs,
Each of the above system s is described in detail and associated warning lights. If the circuit is intact,
under the respective section s. Bleed air supplied from BLEED AIR LEAK caution light on the ca ution light
th e engine is controlled by a shutoff valve adjacent panel and the MASTER CAUTION, FIRE (L ENG)
to each en gi ne. Both valves are opened or closed PULL, FIRE (R ENG) PULL, FIRE (APU) PULL
simultaneously by the bleed air switch. Bleed air lights will come on. The test button is powered by
from the APU and / or ext ernal source is not con- the auxiliary DC essential bus.
trolled by the bleed air switch.
Bleed Air leak Caution light
A temperature senso r is provided adjacent to the
manifold for bleed air leak detection. The bleed air The bl eed air lines upstream from the precoo ler are
leak detection system is powered by the auxiliary AC monitored by a leak detection system. Upon se nsing
esse ntial bus. a temperature of 400 °F or more , the system respond s
by activating the BLEED AIR LEA K caution light
Bleed Air Switch on the caution light panel (figure 1-(5).

The bleed a ir switch (figure 1-30), on the environ - ENGINE OPERATE SWITCHES ~
mental panel, is a two-position lever-locked switCh,
with positions placarded BLEED AIR and OFF. Two engine operate switches (figure 1-4), one for
BLEED AIR opens both engin e bleed air valves and each engine, are located on the engine control panel.
will provide bleed air to any bleed air system selected These lever-locked switches are placa rded ENG
by appropriate controls. OFF closes the valves except OPER Land R, with each switch having two
during engine start. The switch is powered by the DC positions placarded NORM and MOTOR . NORM is
essential bus. used during normal engine operation and for engine

1-7
T.O. 1A-10A-l

starting. MOTOR is used for air-purging of excessive ENGINE OPERATE SWITCHES 1451
fuel, cooling the engine, or manual starting. When
the switch is moved to MOTOR, the following ac- Two engine operate switches (figure 1-4), one for
lions are accomplished, provided electrical power and each engine, are located on the engine control panel.
an air source are available: These switches are placarded ENG OPER Land R,
with each switch having three positions placarded
• AT5 valve opens causing the ENG 5T ART IGN, NORM. and MOTOR. The switches are spring-
CYCLE light to come on loaded from IGN to NORM positions. The switches
must be raised \-vhen moving between NORM and
• EC5 shutoff valve closes MOTOR. Momentarily placing the engine operate
switch to IGN will supply ignition to the <.:orrespond-
• Both engine bleed air shutoff valves open . ing engine for 30 seconds. regardless of the throttle
position or engine core rpm. NORM is used during
NOTE normal engine operation and for engine starting.
MOTOR is used for air-purging of excessive fuel,
• The throttle must be in OFF or IDLE in cooling the engine. or manual starting. When the
order to motor the engine . switch is moved to MOTOR. the following actions
are accomplished, provided electri<.:al power and an
The engine operate switches are powered by the DC air source are available:
essential bus.
• AT5 valve opens causing the ENG 5T ART
ENGINE OPERATE SWITCHES ~ CYCLE light to come on

Two engine operate switches (figure 1-4), one for • ECS shutoff valve closes
each engine, are located on the engine control panel.
These lever-locked switches are placarded ENG • Both engine bleed air shutoff valves open.
OPER Land R, with each switch having two posi-
tions pla<.:arded NORM and MOTOR. NORM is used NOTE
during normal engine operation. MOTOR is used for
engine starts, air-purging of excessive fuel, and cool-
• The throttle must be in OFF or IDLE in
ing the engine. When the switch is moved to
order to motor the engine.
MOTOR, the following actions are accomplished,
provided electrical power and an air sour<.:e are
The engine operate switches are powered by the DC
available:
essential bus.
• ATS valve opens causing the ENG START
CYCLE light to come on
ENGINE START SYSTEM
• ECS shutoff vahe closes
Engine starts require low pressure air to power the
• Both engine bleed air shutoff valves open. A T5 unit mounted on the engine. Air may be ob-
tained from the following sources:
NOTE
• APU
• The throttle must be in OFF or IDLE in
order to motor the engine. • Crossbleed air from an operating engine (85070 core
rpm minimum)
The engine operate switches are powered by the DC
essential bus . • External pneumatic power unit.

1-8
...., ENGINE START
.... r -______ ~A~ _ _ _ _ _ _ _\ ~

o
SYSTEM L ENG EN G OPER ENG OPER
IGN BUDON LEFT ENGINE
L NOR M L IGN
(ON THRODLEI , -.".,
L ENGINE I' ,
1':" I', ( (J> NORM
THROTILE SWITCH \ 1 ) I
,- / \-1
T MOTOR ____
I
MO TOR l
DEENERGIZED I
AUTOMATICALLY
WHEN ENGINE
IS SELF SUFFICIENT

mrm
CLOSES VALVE
REGA RDLES S OF
SWITCH POSITION

DEENERGIZED TO OPEN
VALVE REGARDLESS
OF SWITCH POSITION
NOTE DURING ENGI NE START
APU
AN ELECTRICAL INTERLOCK BLEED AIR START
ARRANGEMENT IN THE
AIR TURBINE CIRCUIT
PREVENTS STARTING BOTH (J> @-----
ENGINES AT THE SAME TIME OFF OFF

DEENERGI ZE D TO OPEN
VA LVE REGARDLESS
OF SWITCH POSITION
DURI NG ENG INE START

CLOS ES VALVE
REGARDLESS OF
~~G~ SWITCH POSITION

mrm
DEENERGIZED
AUTOMA TI CALLY
WHEN ENGINE
IS SELF SUFFICIENT ~ ENG OPER :
: R NORM :
R ENGINE ..J, I
It"", t ,-;-, I
THROTTLE SWITCH \~~ :~f' I
R ENG \ / I
RIGHT ENGINE
IGN BUDON MOTOR _I
(ON THROTILEI
' - - - - - v r - - - ' '-v--'
rnWl rm
T.O. 1A-10A-1

[ill aircraft contain a manual sta rting system. This Engine Interstage Turbine Temperature Indicators
requires that the engine o perate switch be positioned
to MOTOR, ignition button depressed, and throttle An ITT indicator (39, figure Fa-I) is provided for
in IDLE. each engine . The indicators di splay the tempera ture
between the high and low pressure turbin e ~ections in
[TIl aircraft contain an a utomatic engine starting degrees C. A warning flag placarded OFF will appear
system . Automatic engine sta rting will be initiated in a window to indicate power loss . The indicators
when the throttle is mo ved to IDLE, provided the are powered by the auxiliary AC es~ential bu s.
engine core rpm is below 560-/0, electrical power and
a n air so urce are available. The following events Engine Overheat Caution Lights
occur: An engine overheat caution light (figure 1-65), on the
caution light panel, is provided for each engine. The
• ATS valve opens, allowing engine to rotate lights are placarded L ENG HOT and R. ENG HOT
and will come on if the ITT indicator exceeds 835 °C /
• ECS shutoff valve closes
~ 880°C.
• Both engine bleed air shu toff va lves open FIRE EXTINGUISHING SYSTEM
• Ignition is suppli ed for a minimum of 30 seconds The fire extinguishing system is available to both
engines and to the APU compartment / area . It
• Fuel is provided after engine start s to rotate consists of fire extingu is hing agent stored in two
independently actuated press uri zed bottles located in
• A TS va lve closes 10 seco nds after engine reaches the fuselage. Either bottle may be di scharged to
56~0 core rpm either engine nacelle or the APU compartment / area
by pulling the appropriate fire hand le a nd actua t ing
• ECS valve opens 10 seco nds after engine reaches the discharge switch. The system is dearmed by
56~0 core rpm pushing the appropriate fire hand le in. The fire
extinguishing system operates on battery bus power .
• Both engine bleed air shutoff valves close 10 However, fire detection and fu el/ bleed air shu toff
seco nds after engine reaches 560:10 core rpm. functions require auxiliary DC essential a nd DC
essential bus power.
Engine Start Cycle Caution Light
NOTE
The engine start cyc le caution li ght (figure 1-65), on
the caution light pa nel, is pl aca rded ENG START • Extinguishing agent will no t put o ut an
CYCLE and will come on whenever the A TS valve is engine core fire as it docs not discharge
opened. into the core. Extingui shing agen t shou ld
be used if the fire li ght comes o n , indicat-
Engine Core Speed Indicators ing fire in the engine nacelle .

An engine core speed indicator (40, figure Fa-I) is FIRE DETECTION SYSTEM
prov ided for each engine. The indicators display the
speed of the compressor core in percent rpm. The Fire detection is provided for in both engine nace lles,
system is independent of the aircraft electrical system and in the APU area by continuous temperature-
except for in strume nt lighting purposes . sensitive elements . The fire warning light in the ap-
plicable left or right engine fire hand le will come o n
Engine Fan Speed Indicators when the entire sensor element is heated to app rox-
imately 650°F. The APU fire and overheat system is
A fan speed indicator (42, figure Fa-I) is provided similar to the engine fire sys tem except th at the warning
for each engine. The indicators display the fan speed light is in the APU fire handle. The APU fire detection
in perce nt rpm and are powered by the auxiliary AC includes coverage for the adjacent hydraulic , fuel,
essential bus .

Change 6 1-11
T.O. 1A-10A-1

electrical, flight control and environmental control Fire Extinguishing Agent Discharge Switch
subsystems equipment installed in the fuselage be-
tween the fuel tank aft bulkhead and the frame aft The fire extinguishing agent discharge switch (II,
of the APU. Both systems are powered by the aux- figure FO-I), placarded FIRE EXTING DISCH, is
iliary DC essential bus. The system is tested by located on the right side of the giareshield above the
depressing the FIRE DETECT BLEED AIR LEAK instrument panel. The switch has three unlabeled
TEST button. Refer to Bleed Air System for test positions. When the switch is moved either left or
function description. ri2ht, an extinguisher bottle is discharged and agent
is directed to the engine or APU compartment
selected by the fire handle. The switch will remain in
the selected position to indicate which extinguisher
• The fire detection system may not detect an bottle was discharged. The fire extinguisher bottles
engine nacelle or APU compartment fire/over- can be armed and discharged if battery bus power is
heat condition of high intensity and short available.
duration.

ENGINE AND APU FIRE HANDLES


AUXILIARY POWER UNIT
Three T-shaped handles (8 , 9, 10, figure FO-i),
located in the glareshield on the instrument panel, The APU (figure 1-2) supplies air for engine starting,
provide fire warning for the engine nacelles or the drives a generator for aircraft electrical power, and
APU when illuminated. The handles are labeled can drive a hydraulic pump to pressurize the aircraft
FIRE (L ENG) PULL, FIRE (APU) PULL, and hydraulic system for ground maintenance functions.
FIRE (R ENG) PULL. The lights are powered by the The unit is located in the aft fuselage between the
auxiliary DC essential bus . By pulling the appropriate two engines and is provided with safety devices that
fire handle the pilot initiates the following actions: shut down the APU when certain operating limita-
tions are exceeded. Fuel for APU starting is supplied
Engine Fire
by the DC fuel pump. APU controls are powered by
• Arms the fire extinguishing system to respective the DC essential bus.
engine nacelle (provided battery bus power is
available)
• Cuts off fuel flow to the affected engine by APU SWITCH
closing the motorized main fuel shutoff valve (pro-
vided DC essential bus power is available) The APU switch (figure 1-4) is a two-position switch,
• Closes the bleed air shutoff valve from the af- placarded START and OFF. START supplies DC
fected engine (provided DC essential bus power is essential bus power to operate the DC fuel pump,
available). open the APU fuel valve, enable APU compartment
cooling, energize the APU starter, and enable the
APU Fire
APU EGT gauge and APU tachometer.
• Arms fire extinguishing system to APU compart-
ment (provided battery bus power is available).
• Cuts off fuel flow to the APU fuel control by APU GENERATOR SWITCH
closing the solenoid operated APU fuel shutoff
valve (provided DC essential bus power is The APU generator switch (figure 1-11), placarded
available) . APU GEN, is a two-position lever-lock switch,
placarded PWR and OFF / RESET. When in PWR,
the APU generator powers an APU hydraulic pump
cooling fan and electrical system busses, provided the
• With more than one fire handle pulled, busses are not powered by an engine generator or ex-
the fire extinguishing agent will be dis- ternal power. If the APU generator drops off the
charged into all areas selected. The quan- line, the system may be reset by momentarily placing
tity then discharged into the areas selected the APU generator switch in OFF I RESET and re-
may be insufficient to extinguish that fire. turning it to PWR.

1-12 Change 7
T.O. 1A-10A-1

APU GENERATOR CAUTION LIGHT APU TEMPERATURE INDICATOR

The APU generator caution light (figure 1-65) is The APU temperature indicator (45, figure FO-I)
placarded APU GEN. The light is inoperative when indicates the turbine discharge temperature in degrees
the APU generator switch is in OFF/RESET. C. The indicator is powered by the DC essential bus
and is enabled by the APU switch.
With the APU generator switch in PWR,
APU OPERATION
Light on indicates:
APU starting requires only DC essential bus power
• Inoperable generator and a fuel supply. When the APU start switch is
positioned to START, the DC essential bus power
• APU operating with generator switch in PWR but operates the DC fuel pump, opens the APU fuel
aircraft busses being powered by either external valve (aft fuel tank mounted), and energizes the APU
power or engine generator(s) starter. The starter rotates the APU compressor and,
at approximately lOaJo rpm, the APU fuel valve
(APU mounted) opens and fuel and ignition are sup-
plied to the APU. Acceleration of the APU continues
until at approximately 6OaJo rpm the starter disen-
• During this mode of operation the caution gages. At approximately 95aJo rpm, ignition is ter-
light is on regardless of APU generator minated and the APU is self-sustaining. APU speed
output. There is no indication that the and turbine discharge temperature are automatically
APU hydraulic pump cooling fan is not controlled. The APU will stabilize at lOO( ± 3)aJo rpm
receiving power. Overheating of the pump in approximately 60 seconds. APU starts can be
could result from extended operation with made up to an altitude of 15,000 feet (most cases up
a failed APU generator either in the air or to 20,000 feet) and the APU output will be sufficient
on the ground. to start an engine up to an altitude of 10,000 feet
(most cases up to 15,000 feet). The APU will operate
• APU not running and generator switch in PWR. during negative g conditions for approximately 10
seconds.
NOTE
On ~, APU will automatically shutdown during
• If the APU is operating with the APU ground operation if the APU EGT is excessive, APU
generator switch in PWR, and APU is rpm is excessive, APU oil pressure is low, or the
shut down and restarted, the APU APU fire warning system is activated. On ~, APU
generator will remain inoperative until the overtemperature shutdown is disabled during ground
APU generator switch is momentarily posi- engine start cycle plus 4 seconds. Once the weight is
tioned to OFF/RESET, then returned to off the landing gear, the APU will automatically
PWR. shutdown only if the rpm is excessive or the oil
pressure is low.
Light off indicates:

• APU powering aircraft busses. AIRCRAFT FUEL SYSTEM


APU TACHOMETER The aircraft fuel supply system (figure FO-4) consists
of two internal wing tanks (left and right wing), and
The APU tachometer (44, figure FO-I) indicates the two tandem-mounted fuselage tanks (left main-aft
speed of the APU in percent rpm. DC essential bus and right main-forward). Up to three external (pylon)
power is required to enable the APU tachometer tanks may be carried; one tank on each wing and one
through the APU switch. on the fuselage centerline. The fuel supply system

1-13
TO 1A-10A-1

operates as two independent subsystems, with the left fuel quantity will drop approximately 400 pounds,
wing and left main tank feeding the left engine and then will fill to capacity. This cycling repeats until
the APU, and the right wing and right main tank external fuel is depleted. During air refueling the
feeding the right engine. The two subsystems can be wing tanks will not accept fuel unless the fuel level in
interconnected by opening crossfeed valves (con- the tanks has dropped approximately 400 pounds or
trolled by a single switch in the cockpit) to allow the time delay has elapsed. The total fuel on board
pressurized fuel flow to both engines and the APU after refueling could be approximately SOO pounds
from either subsystem. In addition, the two main less than total capacity. If total fuel capacity is re-
tanks can be interconnected by opening a tank gate quired during air refueling, the external tanks can be
valve. The main tank sumps are self-sealing bladder turned off sufficiently prior to refueling so that the
cells. Each self-sealing sump contains approximately wing tank quantity drops approximately 400 pounds
900 pounds of fuel. The upper portion of the cells or the time delay has elapsed.
are tear-resistant bladders. The wing tanks are in-
tegral within the wing structure and do not have A single-point ground refueling receptacle, located in
bladder cells. Foam is incorporated in each tank to the leading edge of the left landing gear nacelle, per-
prevent fuel tank explosion. Boost pressure is pro- mits refueling of each internal and external tank. A
vided by boost pumps located in each main and control panel, adjacent to the refueling receptacle,
wing tank. A DC boost pump, located in the left provides a means of ground checking the refueling
main tank is used during engine and APU starts if valve shutoff. The panel also permits selective
the left main boost pump is inoperative. For negative loading of any internal or external tank. Auxiliary
g flight, collector tanks will supply the engine with DC essential bus power is required for refueling valve
sufficient fuel for 10 seconds operation at MAX checks, selective tank filling, and to enable external
power. In the event of a main tank boost pump tank filling. When the tanks are full the refueling
failure, the affected engine will suction-feed from the valves are closed by a float valve in each tank. Fuel
failed tank for all power settings up to an altitude of tank capacities are shown in the usable fuel quantity
10,000 feet (most cases up to 20,000 feet). The wing data table, figure I-S. Fuel grade and specification to
tank boost pumps operate at a higher pressure and be used are covered in the servicing diagram, figure
override the main tank boost pumps to automatically 1-71.
empty the wing tanks first.
In addition to features previously mentioned, the
The main fuel feed lines to each engine, and to the following survivability features are built into the fuel
APU, contain shutoff valves that are controlled by system:
the fire handles. These shutoff valves allow for isola-
tion of the fuel feed system outside the tanks. • Single-point ground refueling and engine feed lines
outside the tanks are self-sealing to prevent leaks
Fuel in the external tanks is transferred to the main
or wing tanks by pressure from the bleed air system. • The fuel feed shutoff valves are inside the tanks to
Fuel tank sump drains are provided for each tank. keep the engine feed lines dry after shutoff
Drain valves can be opened externally . Fuel cavity
drains are provided in each main tank, and protrude • Fill disable switches are provided to close off a
through the aircraft skin to give an indication of fuel damaged internal tank when air refueling.
cell leaks.

The wing tanks have a dual-level refueling shutoff FUEL QUANTITY INDICATOR AND SELECTOR
valve. The valve closes when the tank is full and will
not reopen unless the fuel level drops approximately The fuel quantity indicator (figure 1-9) is provided to
400 pounds or a time delay of approximately 10 monitor the total fuel remaining, or fuel remaining in
minutes has elapsed. Wing tanks cannot be topped selected tanks. The digital readout is a continuous
I off unless the fuel level is below approximately 1,590
pounds or the fuel manifold has been unpressurized
display of total fuel remaining including external, in
pounds. The pointer display provides an indication of
for the time delay period. This assures even fuel fuel in specific tanks as selected by the rotary selector
transfer from the external tanks. Therefore, during switch. The left and right pointers indicate for the
fuel transfer from the external tanks, the wing tank left and right fuel systems, respectively. The fuel

1-14 Change 8
TO 1A-10A-1

USABLE FUEL QUANTITY DATA

POUNDS
jp-4 jp-5 jp-8
FUEL TANK GALLONS (NOTE 1) (NOTE 2) (NOTE 3)
L. MAIN 511 3 ,270 3,475 3,424
R. MAIN 511 3 ,270 3,475 3,424
L. WING 311 1,990 2,115 2,084
R. WING 311 1,990 2,115 2,084

TOTAL INTERNAL 1,644 10,520 11,180 11 ,016

CENTERLINE 600 3,840 4,080 4,020


L. WING 600 3,840 4,080 4,020
R. WING 600 3,840 4,080 4,020

TOTAL EXTERNAL 1,800 11,520 12,240 12,060

TOTAL FUEL 3,444 22 ,040 23,420 23,076

NOTES:

1. FUEL WEIGHT BASED ON 6 .4 LBS PER GALLON.

2. FUEL WEIGHT BASED ON 6 .8 LBS PER GALLON .

3. FUEL WEIGHT BASED ON 6.7 LBS PER GALLON .

FUEL QUANTITIES BASED ON FUEL TEMPERATURE OF 60 ( ± 40)OF (TO 42BI-I -14).

Figure 1-8

quantit y indicator is powered by the auxi liary AC • TEST When button is depressed the left and
essential bus . Positions of the selector are as follows: INO right pointers will read 3,OOO( ± 300)
pound s eac h and th e digital readout
will read 6,000( ± 400) pounds. When
• INT Left and right pointers indicate total the TEST INO switc h is released the
internal fu el for respective system pointers and di gita l readout wi ll return
to the normal positions.
• MAIN - Left and right pointers indicate fuel in
the respective main tank NOTE

• WING - Left and right pointers indicate fuel in • The fuel quantity totalizer will read high if
the respective wing tank the left main tank quantity is below ap-
proximately 500 pounds and a considerable
• EXT Left and right pointers indicate fuel in quantity of the fuel remains in the other
WING the respective wing pylon tank tanks . Th e percent error will decrease as
the fuel remaining decreases. Howe ver, the
• EXT Left pointer indicates fuel in the individual tank readings obtained by utili z-
CTR fuselage pylon tank . The right pointer ing the fuel qua ntity selector are not
will ze ro affected.

Change 8 1-15
T.O . 1A-10A-1

FUEL QUANTITY INDICATOR AND SELECTOR

I - Ior. · j - 33

Figure 1-9

LEFT AND RIGHT MAIN FUEL LOW CAUTION R-FUEL PRESS, respect ively, come on to indicate
LIGHTS low fuel pressure at the engine fuel feed lines.

The left and right main fuel low caution lights (figure
1-65) are placarded L-MAIN FUEL LOW and
R-MAIN FUEL LOW, respectively. When the
L-MAIN FUEL LOW caution light comes on, fuel FUEL TANK VENT SYSTEM
quantity in the left main fuel tank is 650 (+ ISO,
-100) pounds. When the R-MAIN FUEL LOW Each main and wing tank (figure FO-4) is vented
caution light comes on, quantity in the right main independently to a vent collector tank located in the
fuel tank is 500 (+ ISO, -100) pounds. This condition left main tank . Vent lines from the wing tanks also
can be verified at the fuel quantity indicator. The serve as return lines for a ny fuel collected in the vent
lights operate independently of the gauge. tank . Fuel in the vent tank is vented to the wing
tanks or o ver board.
LEFT AND RIGHT FUEL PRESSURE CAUTION
LIGHTS

The left and right fuel pressure caution lights Foam is installed in the vent tank to provide fire and
(figure 1-65), placarded L-FUEL PRESS and lightning protection for the fuel system .

1-16
T.O. 1A-10A-1

MAIN TANK BOOST PUMP SWITCHES WING TANK BOOST PUMP SWITCHES
Two wing tank boost pump switches (figure 1-10)
Two main tank boost pump switches (figure 1-10)
are placarded BOOST PUMPS, with positions
are placarded BOOST PUMPS, with positions
L-WING-R and OFF. Land R supply left and right
L-MAIN-R and OFF. Land R supply left and right
AC bus power to the respective wing boost pump.
AC bus power to the respect ive main boost pump.
The pumps will automatically stop when the tank
OFF deactivates the respect ive boost pump .
float switch senses an empty tank. OFF deactivates
the respective boost pump.
LEFT AND RIGHT MAIN BOOST PUMP CAUTION
LEFT AND RIGHT WING BOOST PUMP CAUTION
LIGHTS
LIGHTS
The left and right main fuel tank boost pump cau- The left and right wing fuel tank boost pump caution
tion lights (figure 1-65), placarded L-MAIN PUMP lights (figure 1-65), placarded L-WING PUMP and
and R-MAIN PUMP, res pectively, come on when R-WING PUMP, respectively, come on when fuel
fuel pressure at the outlet of the indicated fuel boost pressure at the outlet of the indicated fuel boost
pump is low. pump is low.

FUEL SYSTEM CONTROL PANEL

Figure 1-10

1-17
T.O . lA-l0A-l

EXTERNAL TANK SWITCHES quantity is sensed between the two main fuselage
tanks. This condition may be verified by checking the
Two external tank switches (figure 1-10), placarded fuel quantity indicator.
EXT TKS, are located on the fuel system control
panel. One switch is placarded WING and OFF, the
FUEL SYSTEM OPERATION
other is placarded FUS and OFF. WING and FUS
supply auxiliary DC essential bus power to pressurize
Normally, fuel system operation is automatic except
the external tanks, using bleed air. The fuel is trans-
for selecting external tanks. The main and wing tank
ferred to the main and wing tanks through the re-
boost pump switches are positioned to Land R. The
fueling manifold. When the tanks are empty or not
tank gate switch is positioned to CLOSE. The cross-
transferring fuel, they are vented to the atmosphere.
feed switch is positioned to OFF. With the battery
OFF depressurizes and vents the associated tank(s) .
switch in PWR , the DC boost pump is energized
However, if the left or right main tank low level
when the APU switch is positioned to START, or if
switch is actuated due to low fuel, external fuel, if either throttle is forward of OFF, and the left main
available , will automatically transfer to the main boost pump is inoperative. The DC boost pump
tanks even if the external tank switches are OFF. supplies fuel to the APU and the left engine. When
the left and right AC busses are energized, the left
CROSSFEED SWITCH and right main and wing tank boost pumps will
operate. External tank fuel will be transferred to the
The cross feed switch (figure 1-10) is a two-position internal tanks as fuel is used, until the external tanks
switch, placarded CROSSFEED and OFF. In are empty. The wing boost pumps will then supply
CROSSFEED , two auxiliary DC essential bus- the respective engine with fuel until the wing tanks
powered valves open to allow any operating boost are empty, at which time the wing tank boost pumps
pump to feed both engines. When OFF, the valves will automatically shut off. The main boost pumps
close, isolating the two fuel systems. will then supply the respective engine with the
remainder of the fuel in the airplane . In the event of
TANK GATE SWITCH a wing tank boost pump failure, wing tank fuel will
gravity feed to its associated main tank. Gravity feed
The tank gate switch (figure 1-10) is a two-position of a full wing tank will not occur until the main tank
switch placarded TK GATE, with positions placarded fuel level is below approximately 600 pounds. Gravity
OPEN and CLOSE. OPEN supplies auxiliary DC feed of a partially full wing tank will occur at lower
essential bus power to open the gate valve linking the main tank fuel level. Dual check valve units in each
left and right main fuel tanks. Fuel in the main tanks wing tank gravity feed line prevent reverse fuel flow
will be below the tank gate valve and will not from the main tanks back into the wing tanks.
transfer in level flight when the fuel level is below
1,300 pounds in each main tank. The sump fuel will When carrying external tanks, fuel sequencing will be
not flow between the tanks. CLOSE closes the gate as follows:
valve.
• External wing tanks
If the tank gate is used in other than relatively level
unaccelerated flight, monitor fuel quantity for exces- • External fuselage tank

I
sively large cg shift due to fuel transfer. Fuel venting
may be noted in this situation. • Internal fuel.

LEFT AND RIGHT TANKS UNEQUAL CAUTION


LIGHT
WARNING I
The left and right fuel tanks unequal caution light • Feeding fuel simultaneously from external
(figure 1-65), placarded L-R TKS UNEQUAL, comes wing and fuselage tanks will cause cg shift
on when an imbalance of 750( ± 250) pounds in fuel that may exceed allowable limits.

1-18 Change 1
T.O. 1A-10A-1

AIR REFUELING SYSTEM panel, a flush (slipway) door, powered by the right
hydraulic system, folds down into the fuselage to
The aircraft can be refueled inflight from a boom- expose the air refueling receptacle and to provide a
equipped tanker. The aircraft is equipped with a slipway to guide the tanker boom. When the tanker
UARRSI (figure 1-2), located forward of the cockpit. boom is inserted in the receptacle, the nozzle latch
By positioning a lever on the fuel system control rollers are actuated to the locked position, and

Change 1 1-18A/(1-18B blank) I


T.O. 1A-10A-1

refueling transfer commences. Fuel transfer through receptacle the DISCONNECT light comes on.
the receptacle is distributed to the main and wing CLOSE directs hydraulic pressure to close the slipway
tanks, and to external tanks if carried. Through use door and the DISCONNECT light goes off. In the
of the fill disable switches, located on the fuel system event of loss of hydraulic pressure, OPEN releases a
control panel, the pilot can prevent fuel from enter- lock allowing the spring-loaded slip way door to open.
ing any specific internal tank suspected of being
damaged. As each tank is filled, float-operated fuel NOTE
shutoff valves within each tank will close, preventing
overfill. When refueling is completed, the disconnect • Fuel in external tanks will not feed with
of the boom nozzle will normally be accomplished by the air refueling control in OPEN .
a signal from the tanker or by the receiver pilot
depressing the air refuel disconnect/reset button on
the control stick grip. An automatic disconnect will Fill Disable Switches
occur when both receiver and tanker systems are
completely operational and one of the following The four fill disable switches (figure 1-10) are similar
occurs: to circuit breakers. Two switches are placarded
L-MAIN-R and two are placarded L-WING-R . if a
• Excessive fuel pressure occurs in the receiver fuel main or wing tank is damaged, pulling up the respec-
tive switch prevents that tank from being refueled.
manifold
The switches are powered by the left DC bus.
• The tanker boom limits are exceeded (see
T.O. I-IC-I-26). Signal Amplifier Switch

Refer to T.O. I-IC-I for basic flight crew air refuel- The signal amplifier switch (figure 1-10) provides for
ing procedures and T.O. I-IC-I-26 for A-IO flight emergency refueling. The switch is placarded SIG
crew air refueling procedures. AMPL and has two positions placarded NORM and
OVERRIDE. During the normal refueling cycle, the
If the right hydraulic system fails, the spring-loaded switch remains in NORM, and air refueling system
slipway door will open when the air refuel control is power and actuating signals function automatically.
set to OPEN. The time for the door to open If a failure occurs, fuel may not be transferred or the
sufficiently to expose the receptacle is improved by tanker boom may not stay latched. In this case, the
reducing speed and will occur within approximately 3 override switch should be placed to OVERRIDE. In
minutes at 150 KIAS. Aerodynamic effect will open OVERRIDE no signals are passed to the tanker, and
the door sufficiently to expose the receptacle lights the tanker cannot actuate the disconnect cycle.
and permit emergency "stiff boom" refueling with or Disconnect is accomplished by depressing the air
without a READY light. Applying boom nozzle refuel disconnect/reset button on the control stick.
pressure on the slipway door should result in the The signal amplifier switch is powered by the left DC
slipway door downlock engaging and a READY light. bus.
The LATCHED and DISCONNECT lights will not
come on in this case.
Air Refuel Disconnect/Reset Button
Air Refuel Control

The air refuel control (figure 1-10) is placarded


RCVR, with two positions OPEN and CLOSE. When
OPEN, the left DC bus powers the signal amplifier
An air refuel disconnect/reset button (time shared
with Maverick Track and AIM-9 1 1OV is provided
on the control stick grip (figure 1-17 . Setting the
air refuel control to OPEN activates this button.
I
and the hydraulic control valve. The slipway door With the boom nozzle inserted in the receptacle and
opens and the READY light comes on when the door the LATCHED light on, a disconnect may be
is locked open. When the boom nozzle is inserted in accomplished by depressing the air refuel discon-
the receptacle, the latches close, securing the nozzle, nect/reset button. If the DISCONNECT light is on,
the LATCHED light comes on and the READY light depressing the air refuel disconnect/reset button
goes off. After the nozzle is removed from the recycles the system to the ready mode.

Change 8 1-19
T.O. 1A-10A-1

Air Refuel Line Check Button ~ ELECTRICAL POWER SYSTEM


The air refuel line check button (figure 1-10) is a push-
The electrical power system (figure FO-5) provides
button switch placarded LINE CHECK . Momentarily
DC and AC power. The battery produces DC to
depressing this button checks the air refuel manifold
power essential equipment which provides the aircraft
integrity through a time delay relay. If the manifold is
with a limited instrument flight capability. The in-
damaged, in flowing fuel will be discharged overboard
strument inverter changes DC from the battery to AC
with the possibility of fire and explosion. When the
to power essential equipment. DC produced by the
button is depressed before operating the air refuel
battery is adequate to start the APU. When
door, the internal tank shutoff valves are closed and
operational, the APU generator produces sufficient
the air purge valve opens allowing air to pressurize the
AC and DC (through the converters) to power all
air refueling manifold. One engine must be operating
electrical busses indefinitely, provided electrical load
at 85070 core rpm or the APU must be operating to
is minimized. With engines running, two generators
supply sufficient air pressure for the READY light to
take over production of AC and DC (through the
come on if the manifold is intact. The READY light
converters) to power all busses. External power can
comes on when the air pressure builds up in the
also be used to power all AC and DC (through the
manifold (approximately 1-3 minutes). The light will
converters) busses. The cockpit battery switch is
go off approximately 3 minutes afer the line check but-
shown in figure I-II and the cockpit circuit breaker
ton is depressed. However, the light will remain on as
panel is shown in figure 1-12.
long as the wing tanks are above approximately 1625
pounds. If the READY light does not come on within 3 DC SYSTEM
minutes after the line check button is depressed, the Battery
refuel manifold is damaged. In this case, air refueling
should not be attempted unless absolutely necessary. The battery is a 24-volt nickel cadmium type, and
supplies DC to the battery, DC essential, and aux-
Air Refuel Status Lights
iliary DC essent ial busses.
The air refueling status indication is provided by
External Battery Switch
three lights (6, figure FO- I) placarded READY,
LATCHED, and DISCONNECT. When the slipway
The external battery switch (figure 1-71), has two
door is fully open and locked, the READY light
positions placarded ON and OFF. The switch is
comes on. Once the tanker boom nozzle and the
spring-loaded to ON, and is held in OFF by a safety
refueling receptacle are connected, the READY light
pin. When ON, this switch allows the battery to
goes out and the LATCHED light comes on. When
supply DC to the battery bus.
the boom nozzle and refueling receptacle are
disconnected for any reason, the LATCHED light
Battery Bus
will go out and the DISCONNECT light will come
on. The DISCONNECT light will remain on until the
The ballery bus (figure FO-5) provides DC so that
air refuel control is moved 10 CLOSE or the air
certain equipment can be operated when the cockpit
refuel disconnect / reset button is depressed.
battery switch is off.
Air Refueling Exterior and Receptacle Lighting Cockpit Battery Switch

Aircraft lighting is provided for night refueling oper- The cock pit battery switch (figure I-II), placarded
ations. These systems are described under Lighting BATTER Y, has two posit ions placarded PW Rand
System, Exterior Lights, in this section . OFF. The switch is located on the electrical power
control panel. PWR allows the battery to supply the
Air Refueling Intercommunications DC essential and auxiliary DC essential busses. and
OFF disconnects the battery from these busses.
With some tankers, secure interphone is available
between aircraft when the signal amplifier switch is in DC Essential Bus and Auxiliary DC Essential Bus
NORM and the LATCHED light is on. The intercom
system is powered by the DC essential bus. Controls The DC essential and auxiliary DC essential busses
for this system are described under INTERCOM con- (figure FO-5) provide DC to equipment deemed
trol panel, in this section. essential for flight .

1-20 Change 6
T.O. 1A-10A-1

Converters battery, DC essential, and auxiliary DC essential


busses; and also supply the left DC, right DC, and
Left and right converters convert AC from the APU DC armament busses . The converters normally
generator, external source, or generators to DC . provide DC to their respective left or right busses .
When operational, the converters automatically However, either converter can supply both busses if
replace the battery as the DC power source for the one converter is not operating.

Change 8 1-20A/(1-20B blank).

- -- -------------------------
T.O . 1A- 10 A - 1

ELECTRICAL POWER CONTROL PANEL

Figure I-II

Converter Caution lights AC SYSTEM

Instrume nt Invert er
The left a nd right converter ca ution li ght s (fi gure
1-65) are placarded L C ONY a nd R CO N Y. These Th e in strumen t in verte r cha nges D C su p plied by th e
lights will come on to indicate failure of the associ- battery to AC. A C fro m the in verte r powers th e A C
ated converter. If either generator fail s , the associated essent ia l, a uxili ary AC csse nt ia l, an d AC in str um ent
converter caution light should remain off, indicating tra ns fo rm er bu sses , wh en th e le ft and ri g ht A C
automatic transfer to the operating system. bu sses a re not energized o r th e in st rum ent in ve rt er
switc h is set to T E ST.
Left DC Bus, Right DC Bus, and DC
AC Essential Bus, Au x iliary A C Essen t ial Bus , and
Armament Bus
AC Instrument Transformer Bus

The left DC, right DC , a nd DC ar mament bu sses The AC essenti al, au xil ia ry AC esse nti a l, a nd in -
(figure FO-5) provid e DC to mi ss io n support equ ip - st rument t rans fo rm er busses pow'e r equ ipm ent (fig ure
ment and those sys tems no t dee med essential to FO-5) needed fo r st art ing engincs a nd o pcra t ing
fli ght. engin e in strum en ts .

1-21
T .O. 1A-10A-1
CIRCU IT BREAKER IS PLACAR DED
CIRCUIT BREAKER PANEL RUDDER AUTH LIMIT ON ~

r--AILERON---, SPSr. RuDDER r--ELEVATOR---,


l OISC R AUTH LIMIT l OISC R
® 0 @ 0 (5}
r--AILERON - - - , EMER EMER LANO
GEAR

o l TAB R HAP TRIM

(5) @ ® ID
,-----ENGINE - - - , ~ENG IGNITOR--,
APU
l START R CDNT LlR ' ! LlR·2 ·

{D @ @ @ACQ)

rEMER FUEL SHUTOFF-, DC FUEL ,-BLEEO AIR---,


l ENG R PUMP .th CONT R
(D @ (D ~ <D
,-EXT STORES---, STBY MASTER PilOT
'1 JElT '2 ATT INO CAUT HEAUC

@ @ <D @ @
UHF INTIR r - GENERATOR--,
IFF CDMM CDMM l CONT R
@ ill @ @ ill
CDNVERTIR ,-----AU X ESS BUS-------,
l OA 9B 0C
@ ill <D ®
r--INVERTER-----,
BATTERY PWR CONT AUXESS
BUS TRANS BUS TIE
(6E) @
~ ® ®

\,
CB RESULT OF POPPED CB CB RESULT OF POPPED CB CB RESU LT OF POPPED CB
AILERON DISCONNECTOR STAYS IN LAST SPS & RU DD ER TR AV EL REMA INS ± 25° ELEVA TOR DISCONNECTOR STAYS IN LAST
DISC LlR POS ITION. RUDDER ABOVE 240 KIAS . LIMITER INOP. DISC LlR POS ITION.
AUTH LIMIT SPS TONES INOP . EMER TRIM EMER TRIM INOP.
AILERON AIL SH IFTER IN LAST POS ITION.
TA B LlR TAB LI GHT INOP. ASSOC IATED EMER FLAP EMER FLAP RETRACT INOP. LAND GEAR NORM LDG GEAR EXTENDI
HYD SHUTOFF VALVE - OPEN . APU CONT APU AND DC FUEL PUMP INO P. RETRACT. NORM WHEEL
BRAKES , NOSEWHEEL STEER ING,
ENG INE ENG STARTERS AN D IGN INO P. DC FUEL DC FUEL PUMP INOP. AND ANTI-SK ID INOP.
STAR T LlR ASSOC IATED MAIN FUEL LOW AND PUMP
MA IN PUMP LTS INOP. AUTO ENG IGNITOR A SET OF IGN ITORS (ONE IN EACH
FEED ING OF EXT FUEL AT LOW STBY An SAl AVAILABLE FOR 9 MINUTES L' R-1I -2 ENG I INOP WITH EACH CB THAT
IND MAXIMUM . IS OUT.
FUEL INOP.
INTER COMM ALL INTERCOM PANEL AN D RWR BLEED AIR ASSOC IATED BLEED AIR VA LVE
EMER FUEL FIRE HANDLEFUEL SHUTOFF -
SH UTOFF AU DIO INOP (LDG GEA R AND CONT LlR OPEN.
INOP.
ENG LlR AOA TONES REMA IN!. MASTER MASTER CAU T AND CAUT LIGHTS
INVERTER INVERTER DI SCONNECTED CAUTION INOP .
EXT STORES ONE OF DUAL Jm SYSTEMS
Jm ill#2 INOP WITH EACH CB THAT PWR FROM BUS ES . NO EFFECT IF PITOT HTR IN PITOT TUBE ONLY INOP.
IS OUT. GEN-ON LINE. HEAT AC
IFF IFF INOP - ALL MODES . INVERTER INVERTER INOP. NO EFFECT GENERA TOR IF GEN-GN LI NE - NO EFFECT .
CON T IF GEN - ON LINE. CONT LlR IF GEN-OFF LI NE - WILL NOT
UHF COMM UHF RAD IO INOP . COME ON OR RESET.
CONVERTER BAnERY OR R CONVERTER AUX AC ES SENTI AL AND 26V INST
AUX ESS
L MUST SUPP LY DC.
BUS TRANSFORMER BUSES INOP
BATIERY BATIERY ONLY DC SOURCE (LOS S OF ENG INSTR UMENTS!.
BUS TRANS AVA ILABLETO BATIER Y BUS.
AUX ESS AUX DC ES SENTIAL BUS INOP.
BUS TIE
( 1- 10:. -1- J6

Figure 1-12

1-22 Change 6
T .O. 1A-10A-1

Instrument Inverter Switch Generator Caution Lights

The instrument inverter switch (figure 1-11), pla- The left and right generator caution light s (figure
carded INVERTER, has three positions placarded 1-65) are placarded L GEN and R GEN . If a genera-
STBY, OFF, and TEST (spring-loaded to OFF) . tor caution light comes on, it indicates the associated
STBY allows the APU generator, external source , in- generator has automatically shut down because AC
verter, or engine dri ven generators to suppl y AC to output was out of limit s.
the busses to which they are connected . OFF shuts
off AC from all sources to the ACessential bus, and Left AC Bus, Right AC Bus, and AC Armament
causes the INST INV caution light to come on. Bus
TEST cut s off AC to the AC essential bus from all
sources except the inverter, permitting a test of the The left AC, right AC, and AC armament busses
inverter' s ability to operate properly . Proper inverter (figure FO-5) provide AC power to mission support
operation is indicated by the INST INV caution light equipment and systems not deemed essential to flight.
remaining off or coming on momentarily. The INST
INV light will remain on if the inverter fails to External Power
operate .
External power can be used to supply all AC bu sses
Instrument Inverter Caution Light directly, and all DC busses through the converters . A
standard receptacle (figure 1-71), on the forward
The instrument inverter caution light (figure 1-65), underside of the fuselage , is provided for ground
placarded INST INV, comes on to indicate that the connection of external power. Inserting the plug of .
AC essent ial , auxiliary AC essential, and AC instru- the external power unit depresses a contactor button
ment transformer busses are not receiving AC power. and enables the system . When power is available
from both the external source and APU generator,
Integrated Drive Generators the first one selected automatically locks out the
other. With external power supplied to the aircraft,
An lOG unit is mounted on each engine. Each unit the first engine driven generator to come on line will
consi sts of a drive system and AC generator. supply power to it s associated bus, and the external
source will continue to supply the opposite system .
Generators When the second engine dri ven generator comes on
line, the external power is automatically locked out.
Left and right generators produce AC power. Each During engine shut down, when the generator drops
generator is capable of supplying sufficient power for off the line, the associated left / right bu sses will be
all AC busses, and either will automatically pick up supplied with power from the external source, if one
the load if the other fails. Cockpit control of the is connected.
generators is provided by generator switches .
ELECTRICAL SYSTEM OPERATION
Generator Switches
With all cockpit electrical switches off and the exter-
Two AC generator switches (figure I-II) are nal battery switch in OFF, no electrical power is
placarded AC GEN Land R. Each switch has two being supplied to any aircraft system . When the
positions placarded PWR and OFF/ RESET. In external battery switch is ON, power is supplied to
PWR , the associated generator is placed on the line, the battery bus. When the cockpit battery switch is
provided the corresponding generator control unit set to PWR, the DC essential and a uxiliary DC
senses that the output is within limits. essential busses are energized. Setting in strument
inverter switch to STBY powers the AC essential ,
I f limits are exceeded, as indicated by a L- or R-GEN auxiliary AC essential, and instrument transformer
caution light coming on, the affected generator will busses . When the APU is started and the APU
go off the line. The system may be reset by momen- generator switch is set to PWR , the left and right AC
tarily cycling the applicable generator switch to busses and AC armament bus are energized, as well
OFF/ RESET and back to PWR. If the fault remains, as the left and right converters. The left converter
the system will not reset. Placing an AC GEN switch powers the left DC bus and the right converter
in OFF/ RESET removes the generator from the line . powers the right DC bu s and the DC armament bu s.

1-23
TO 1A-10A-1

In addition, when the APU generator comes on line, The right hydraulic system powers the following
the inverter reverts to the standby mode and the systems :
APU generator picks up the load formerly carried
by the inverter (AC essential, auxiliary AC essen- Flight control - Right rudder, right elevator, left
tial, and instrument transformer busses). At this and right aileron, speed brakes,
point, the entire electrical system is powered by the slats
APU generator. After engine start, the first engine
driven generator to come on the line powers the Emergency Auxiliary landing gear extend,
entire system and locks out the APU generator. systems emergency wheel braking and
When the second engine driven generator comes on associated accumulators
the line, the two share the total load. The left gen-
erator powers the left AC, AC essential, auxiliary Armament One half of gun drive
AC essential, and instrument transformer busses,
and the left converter. The right generator powers Air refueling Slipway door and receptacle
the right AC and AC armament busses, and the lock
right converter. Together, the left and right gener-
ators provide power, through the converters, to the The hydraulic systems are designed for combat sur-
DC essential, auxiliary DC essential, and battery vivability. The left and right systems are physically
busses. In the event of a failure of either engine separated as much as possible. The landing gear, gear
driven generator, the load of the failed system will uplock, wheel brake, and nosewheel steering lines are
automatically transfer to the operating system. If isolated from the left system pressure when the gear

I
both engine driven generators fail, the system can is up and locked. The landing gear and associated
again be powered by the APU generator. Turn off systems can also be isolated from the left hydraulic
nonessential electrical equipment. If the APU gen-
system by opening the LAND GEAR circuit breaker.
erator then fails, essential AC and DC power will
be provided by the battery and the instrument The speed brakes are isolated from right system
inverter. If the converters fail, the battery will sup- pressure when the speed brake switch is in hold or by
ply the DC essential, auxiliary DC essential, and selecting SPD BK EMR RETR on the emergency
battery busses. flight control panel. Flaps can be totally isolated
from the left hydraulic system by selecting FLAP
EMER RETR on the emergency flight control panel.
HYDRAULIC POWER SUPPLY
SYSTEM HYDRAULIC SYSTEMS PRESSURE GAUGES
The hydraulic power supply system (figure FO-6) Two hydraulic pressure gauges (46, figure FO-I) per-
consists of two fully independent hydraulic power mit the pilot to continuously monitor both hydraulic
systems, designated left hydraulic system and right systems. These gauges are placarded HYD SYS Land
hydraulic system . Both systems are pressurized by HYD SYS R and indicate pressure in psi. The gauges
identical engine driven pumps. A small accumulator are powered by the instrument transformer bus.
in each system stabilizes the pressure. In addition to
the two system hydraulic pumps, an APU hydraulic HYDRAULIC PRESSURE CAUTION LIGHTS
pump can be selected for ground use only to provide
hydraulic power to either hydraulic system, but not Two hydraulic pressure caution lights (figure 1-65),
both simultaneously. The selector valve is accessible on the caution light panel, are placarded L HYD
through the APU access door on the bottom of the PRESS and R HYD PRESS. The lights will come on
aft fuselage. if the pressure in the respective system drops below
900( ± 100) psi. The light will go off when the
The left hydraulic system powers the following pressure returns to a level above 1,000 psi.
systems:
HYDRAULIC RESERVOIR LOW LEVEL CAUTION
Flight control Left rudder, left elevator, left
LIGHTS
and right aileron, flaps

Landing gear - Landing gear extend and Two hydraulic reservoir low level lights (figure 1-65),
retract, wheel brakes, anti-skid , on the caution light panel, are placarded L HYD
and nosewheel steering RES and R HYD RES. The lights will come on
whenever the respective reservoir fluid level falls
Armament One half of gun drive below a preset level.

1-24 · Change 8
T.O. 1A-10A-1

LANDING GEAR SYSTEM Components of the landing gear system are the main
landing gear, nose landing gear, wheel brake system,
The landing gear system (figure 1-13) is a tricycle emergency brake system, anti-skid devices, and
configuration with the main gear retracting into pods nosewheel steering system. In addition, the landing
suspended below the wing and the nose gear retract- gear system includes a landing gear position and
ing into the fuselage. The nose gear is offset to the warning system, and a downlock override control.
right of the aircraft centerline to accommodate the Switches sense gear and uplock position to provide
centerline location of the 30mm gun . All three cockpit indications and to depressurize/ isolate the
landing gear struts retract forward to aid free-fall landing gear hydraulic system after retraction.
auxiliary extension. Landing gear extension and
retraction is controlled by the landing gear handle MAIN LANDING GEAR
and powered by the left hydraulic system. In the
gear-retracted position, the system is depressurized The shock struts provide a rough field taxi capability.
and isolated. In the normal gear down position, the The landing gear retracting cylinder is also the drag
system is pressurized. brace. A spring-powered mechanical downlock auto-
matically engages both for powered and free-fall gear
Auxiliary extension of the landing gear is available in extensions. Switches provide cockpit indication of
the event left hydraulic system pressure is not present downlock.
or if the landing gear handle or valve is jammed or
failed. The system requires no electrical power. To For gear retraction, hydraulic pressure unlocks the
actuate the auxiliary landing gear extension-system, downlock and then extends the retracting cylinder
the pilot must pull the landing gear auxiliary exten- piston to push (rotate) the gear forward and up. As
sion handle to its stop. the gear approaches the upstop, an uplock is engaged
(see figure 1- 13). Also, gear up pressure automatically
When the handle is pulled to its stop, right hydraulic applies brake pressure to stop wheel rotation before
system pressure releases the uplocks. If right the wheels retract into the gear pods.
hydraulic system pressure is not present, the landing
gear emergency accumulator, located in the nose For gear extension, hydraulic pressure disengages the
wheel well, automatically serves as the pressure up\ock hooks and simultaneously retracts the cylinder
source. This accumulator is pressurized by, but piston to pull down the gear. Extend pressure is
isolated from, the right hydraulic system. Upon maintained with the gear handle in DOWN.
release of the uplocks, all three gear will extend by
gravity, aided by aerodynamic forces. Should left When retracted, a spring-loaded snubber contacts the
hydraulic system pressure be present, landing gear ex- tire to prevent air drag rotation of the wheels.
tension by the auxiliary system can be accomplished
NOSE LANDING GEAR
by first opening the LAND GEAR circuit breaker to
deactivate the landing gear control circuit. The nose landing gear operates similar to the main
Pulling of auxiliary landing gear extension handle, in gear. As the strut extends when weight comes off the
addition to releasing the uplocks, directs the same tire, a cam centers the nosewheel. Two doors seal off
hydraulic pressure to a valve, which depressurizes the the fuselage compartment after gear retraction.
left hydraulic system reservoir and thereby minimizes
the back pressure against which the gear must fall. LANDING GEAR HANDLE

Should the auxiliary landing gear handle be pulled The landing gear handle (33, figure Fa-I) is wheel-
with the LAND GEAR circuit breaker closed, left shaped and placarded LDG GEAR DOWN. The
hydraulic system pressure present, and the landing handle can only be moved from DOWN to up when
gear handle up, the landing gear will be powered to DC essential power is available and the aircraft
the up position as soon as the uplocks are released, weight is off the wheels, or when the landing gear
and the landing gear will be held in the retracted DOWN LOCK OVERRIDE button is depressed while
position by hydraulic pressure. Auxiliary landing gear moving the landing gear handle up.
extension can be accomplished when in the manual The handle must be pulled aft before moving it to
reversion flight control mode without opening the DOWN.
LAND GEAR circuit breaker, as both the left and
right hydraulic pressure systems are shut off in this Normally the time for the gear to extend or retract is •
mode. approximately 6 seconds.

Change 1 1-25
.....,
N LANDING GEAR SYSTEM SCHEMATIC
en

~~ AUXlG RIGHT
rr====<J== HYDRAULIC
SYSTEM

~D~ ~----C~"Oc~~~------- AUX EXT (DOWN) (R HYD SYS)


~COCKPIT • OW', ""-
CONTROLS "~t~O~~ \ UP
ACCUMULATOR
!0~t~ ~--------~ LG UP
.~,~",

~ ::~{p:::S
((90,
DO~~4~ LG DOWN

HANDLE LOCKS WHEN


'Tl IN DOWN POSITION
00'
~ A SOLENOID
L/
(l) AUTOMA TIC ALL Y UNLOCKS
-, IT WHEN WEIGHT IS
OFF THE WHEELS

- NOSE GEAR CYL -

~o UPLOCK

b/
UPLOCK

LEFT MAIN L
(RIGHT. O
\
TH~ NOSE GEAR UPLOCK DIFFERS IN CONSTRUCTION
BUT IS SIMILARLY SPRING LATCHED AND
HYDRAULICALLY RELEASED
NOSE LAND GEAR
~
TO lA-10A-l

DOWN LOCK SOLENOID OVERRIDE BUTTON accomplished by first checking that the auxiliary
landing gear extension handle is in its stowed posi-
The down lock solenoid override button (33, figure
tion and that the LANDING GEAR circuit breaker
FO-l), is located on the landing gear control panel
is closed, then placing the flight control mode
and placarded DOWN LOCK OVERRIDE. Depress-
switch in NORM, and finally raising the landing
ing the button allows the landing gear handle to be
gear handle.
moved to UP even if aircraft weight is on the main

I gear. However, the nose and main gear will not


retract until weight has been removed from the
main gear and both struts have extended. The
button is powered by the DC essential bus.
CAUTION

• Allow at least 15 seconds to elapse

I CAUTION I between returning the auxiliary land-


ing gear extension handle to the
stowed position and placing the flight
control mode switch in NORM to avoid
• If the down lock override is used in left hydraulic system pump cavitation.
flight with a broken scissors or un in-
flated strut, damage to the gear or air-
craft could result. LANDING GEAR POSITION INDICATING AND
WARNING SYSTEM
AUXILIARY LANDING GEAR EXTENSION HANDLE
An auxiliary landing gear extension handle (48, fig- The landing gear position indicating and warning
ure FO-l), placarded AUX LG EXT, permits exten- system consists of three separate green landing
sion of the landing gear in the event of left hydrau- gear display lights (32, figure FO-l), red warning
lic system failure or if the landing gear handle or lamps within the landing gear handle (33, figure
valve is jammed or failed. A button at the top of FO-l), and an audible warning signal (beeper).
the auxiliary landing gear extension handle must be
depressed before the handle can be pulled out. The three landing gear display lights are placarded
Extension of the landing gear by the auxiliary sys- L SAFE, N SAFE, and R SAFE. Each display con-
tem without left hydraulic system pressure should tains two bulbs and comes on green to indicate the
be accomplished by first placing the landing gear respective gear is down and locked.
handle DOWN and then pulling out the auxiliary
landing gear extension handle. The auxiliary land- When the landing gear is up and locked all display
ing gear extension handle should be returned to its lights are off. When the gear handle is placed to
stowed position as soon as the landing gear are DOWN, the warning light and beeper come on and
down and locked. remain on until all three gear are in their locked
positions. When the handle is moved up each
Extension of the landing gear by the auxiliary sys- safedown display light will go off, and the warning
tem when left hydraulic system pressure is present light and beeper will come on and remain on until
should be accomplished by first opening the LAND all gear are in their up and locked positions. The
GEAR circuit breaker, placing the landing gear beeper will sound and the warning light will come
handle DOWN, and finally pulling out the auxiliary on if the following conditions occur simultaneously:
landing gear extension handle. The auxiliary land-
ing gear extension handle should be returned to its • Gear handle up
stowed position as soon as the landing gear are
down and locked to preclude left hydraulic gear are • Below approximately 10,000 feet MSL
system pump cavitation in the event a heavy • Below approximately 160 KIAS
demand is imposed upon the system.
• A throttle positioned below approximately half-
Landing gear retraction after extension by the aux- way between IDLE and MAX.
iliary system with left hydraulic system pressure
present should be accomplished by first checking The signal lights test button (figure 1-65) causes
that the auxiliary landing gear extension handle is the landing gear display lights and the landing gear
stowed, closing the LAND GEAR circuit breaker, warning light to come on and tests the audible
and finally placing the landing gear handle up. warning signal. The lights coming on tests the
lamps only and not the complete circuit.
After extension by the auxiliary system during
intentional manual reversion, the landing gear can The landing gear position indicating and warning
be retracted, provided left hydraulic system pres- system is powered by the auxiliary DC essential
sure will be available. The retraction should be bus.

Change 8 1-27
T.O. 1A-10A-1

LANDING GEAR HORN SILENCE BUTTON NOSEWHEEl STEERING ENGAGED ADVISORY


LIGHT
The landing gear horn silence button (figure 1-4) on
the throttle quadrant, is placarded The nosewheel steering advisory light (14, figure
LlG WRN SILENCE . Depressing the button will FO-I), placarded STEERING ENGAGED, will come
silence the beeper. If the beeper sounds due to an un- on to indicate that nosewheel steering has been
safe gear and is silenced, it will not sound again until selected. The light does not necessarily indicate
the gear is recycled. If the beeper sounds due to air- proper functioning of the system. The light is
craft configuration (gear not down and locked, powered by auxiliary DC essential bus.
altitude below approximately 10,000 feet MSL,
airspeed below approximately 160 KIAS and throttle WHEEL BRAKE SYSTEM
retarded) and is silenced, it will sound again if the
throttle is advanced and again retarded. The button The normal wheel brake system is fully powered
is powered by auxiliary DC essential bus. from the left hydraulic landing gear-down circuit.
The brakes are independently activated by linkage
NOSEWHEEL STEERING SYSTEM from the rudder pedals.

The noscwheel steering system is pressurized by the During landing gear retraction hydraulic pressure
lcft hydraulic system. Damping is provided to prevent stops the main wheels prior to engagement of the
nosewheel shimmy in the steering and free swivel snubbers. This brake pressure is released when the
modes. landing gear is unpressurized after reaching the up
and locked position.
Nosewheel steering is available only when the landing
gear handle is DOWN and weight is sensed on either EMERGENCY BRAKE SYSTEM
main gear. Failure of the circuitry or loss of electrical
power will revert the system back to the swivel mode With the left hydraulic system failed and the right
to prevent a hardover. A compensator on the hydraulic system operative, the emergency brake
steer / damp unit provides sufficient hydraulic fluid system has the same capabilities as the normal system
and prcssure to retain the shimmy damping function without anti-skid. In event of a failure of both
in event of loss of hydraulic power. Nosewheel steer- hydraulic systems, emergency braking power is pro-
ing must be engaged, at least momentarily, prior to vided by an accumulator serviced by, but isolated
each flight to insure damping. from the right hydraulic system. In event of loss of
both hydraulic systems, sufficient accumulator fluid
NOSEWHEEl STEERING BUTTON pressure is available for a minimum of five full brake •
applications.
The nosewheel steering button (figure 1-17) is located
on the control stick grip. On [§] the button also The system is activated by. pulling the emergency
functions as the HARS fast-erect button. On ~ the brake handle, and then actuating the brake pedals.
HARS function is replaced by an airborne INS Pulling the handle also actuates a switch which
mark / update function; authority transfer is automatic disables the anti-skid system.
as weight comes off both main gear.
The emergency braking system is fully independent of
Auxiliary DC essential bus power arms the engage the normal system down to but not including the
switch when weight is on either main gear. Subse- wheel brake cylinder. In the event left hydraulic
quent press and release of the button engages steer- pressure becomes available while emergency braking
ing. When in steering mode, a press and release of is selected, the emergency system retains control of
the button disengages steering. A sustained press of the brakes.
the button, regardless of sequence, engages steering .
EMERGENCY BRAKE HANDLE
Any interruption of electrical power disengages steer-
ing until the button is again pressed. After landing, The emergency brake handle (I, figure FO-2) is
nosewheel steering is not engaged until the button is placarded EMERG BRAKE. The emergency brake
pressed after main gear ground contact. system is engaged by pulling the emergency brake

1-2B Change 2
T .O. 1A-10A-1

handle aft which mechanically positions a valve, • Emergency disconnect lever is actuated
directing pressure from the right hydraulic system or
accumulator to the brakes. If the right hydraulic • Emergency brake handle is pulled
system is intact, unlimited braking will be available.
When the emergency brake handle is pulled, the anti- • The auxiliary DC essential bus is deenergi zed.
skid control system is deactivated .
When the landing gear is raised the anti-skid control
elements are deenergized; however, the switch re-
mains engaged. OFF deactivates the system and
causes the ANTI-SKID caution light 10 come on if
• Emergency brake handle must either be the landing gear handle is DOWN. The switch does
full in or full out to obtain braking. not automatically disengage as a result of the anti-
skid caution light coming on or syste m failure.
ANTI-SKID CONTROL SYSTEM
ANTI-SKID CAUTION LIGHT
The anti-skid control system enables efficient max-
The anti-skid caution light (figure 1-65) is placarded
imum braking for all runway conditions. Cockpit
ANTI-SKID. The light serves two function s:
controls and displays consist of an engage switch, an
emergency disengage switch, and a caution light.
• Indicates the anti-skid system is not engaged when
On landing, either or both main landing gear squat
the landing gear handle is DOWN
switches arm a locked wheel/touchdown protection
circuit which prevents the application of any brake
• Indicates anti-skid system has automatically
pressure until both wheels have spun up to 25 knots.
deactivated in response to a self-detected failure.
During light and moderate braking the system usually
does not operate. During heavy braking the system
EMERGENCY DISCONNECT LEVER
automatically releases brake pressure to both wheels
regardless of which wheel experiences the skid. The
The emergency disconnect lever (figure 1-17) is
system continues to operate until it senses that wheel
located on the forward side of the control stick just
rotation has decreased to 10 knots.
below the grip. Momentary actuation of the lever
immediately deactivates both the anti-skid and SAS
In the event that one of the squat switches fails to
systems and the switches go to OFF .
activate after touchdown, normal skid control is
available to approximately 15 knots .
PRIMARY FLIGHT CONTROL
SYSTEM

Pilot commands are transmitted via nonredundant


push rods from the stick to the aft area of the
armored cockpit (white area), through a set of con-
trol disconnectors, and then by redundant cables to
the elevators and ailerons, and by a single cable to
the rudders . Loss of one hydraulic system does not
affect pitch and roll response but does cause
moderate increase in pedal force required for yaw
inputs. Jams in the pitch or roll control systems, aft
ANTI-SKID SWITCH of the disconnect units in the white area, may be
isolated to free the stick for control of the unjammed
The anti-skid switch (30, figure FO-I) is placarded portions. Redundant control circuits are provided for
ANTI-SKID and OFF. The switch must be manually trim controls in the pitch and roll axes, while yaw
IllQved to ANTI-SKID, where it is electrically held. trim is through the yaw SAS. The dual channel SAS
The switch can be manually moved to OFF and is provides rate damping in both the pitch and yaw axes
electrically released to OFF whenever: as well as automatic turn coordination.

Change 7 1-29
T.O. 1A-10A-1

PITCH CONTROL SYSTEM Two identical and independent pitch SAS channels
provide rate damping for enhanced tracking and
Pitch control (figure 1-14) is provided by two pitch trim compensation for speed brake deployment.
elevators, which are connected by a shearable
crossover shaft. The elevators are powered by in- ROll CONTROL SYSTEM
dependent actuators, which are also connected by a
shearable crossover shaft and powered by inde- Each aileron is powered by a tandem hydraulic actu-
pendent hydraulic systems. Inputs to the actuators ator which normally allows each aileron to be
are made via independent, widely separated cable and powered by both hydraulic systems (figure 1-15).
linkage paths which connect directly to the discon- Inputs to the actuators are made through independ-
nector units. A single system of pushrods within the ent, widely separated cable and linkage paths which
white area connect the disconnector units to the stick. connect through aileron tab shift mechanisms to the
Since the elevators are connected, one actuator will disconnect units. A sing le system of pushrods within
power both elevators in the event of the loss of one the white area connects the disconnect units to the
hydraulic system. The actuators are connected, so control stick.
that both actuators (and in turn both elevators) will
be operated via a single mechanical control path in If one hydraulic system is lost, the operative system
the event one control path is lost. Hence, loss of one will continue to power both ailerons. Hence, the loss
hydraulic system and / or mechanical control path will of one hydraulic system has no discernible effect on
have no discernible effect on stick / surface response. stick / surface response.

If an elevator, elevator actuator, or control path aft In the event one control path is lost, roll control will
of the disconnector is jammed, the pilot can discon- be provided by the connected aileron, and roll au-
nect the jammed side of the system using the elevator thority will be reduced by approximately one half.
emergency disengage switch. Stick inputs will then Normal stick force relative to roll rate will be ex-
shear the actuator crossover shaft and the elevator perienced, but the stick will have to be moved twice
crossover shaft. This will free the unjammed side of as much for a given maneuver. If an aileron surface,
the system. If a jam occurs with appreciable elevator aileron actuator, or a control path aft of the discon-
deflection, pitch authority in the opposite direction nectors becomes jammed, the aileron emergency dis-
will be minimal; e.g., if an elevator is jammed with engage switch can be used to free the unjammed
an upward deflection, pitch down authority will be aileron. If a jam occurs with appreciable aileron
reduced. deflection, roll control in the opposite direction will
be minimal; e.g. if right aileron is jammed with an
Artificial stick feel is provided by devices located upward deflection, roll authority to the left will be
close to the elevator actuators and a bobweight reduced.
located in the white area. Trim is provided by two in-
dependent, electrical circuits: the normal pitch / roll Artificial stick feel is provided by redundant devices
trim control circuit and the emergency override located close to the aileron actuators. Trim is pro-
pitch/ roll trim circuit. These circuits lead to a trim vided by two independent electrical circuits: the
motor which acts on the artificial feel devices to normal pitch / roll trim control circuit and the emer-
reposition the actuators and move the entire elevator gency override pitch / roll trim circuit. These circuits
surface . If both hydraulic systems are lost, pilot pitch lead to a trim motor in each wing. The trim motor
trim inputs will automatically operate the two acts on the artificial feel device, which in turn reposi-
elevator trim tabs via two additional trim motors to tions the actuator to move the entire aileron surface.
provide pitch trim. The geared / trimmable elevator Sufficient trim for normal operations can be obtained
tabs are mounted on the outboard trailing edges of from one trim motor. However, trim rate and
both elevators . The tabs are trimmable in manual authority will be reduced. Disengagement of an
reversion, and geared in the powered flight control aileron will not cause loss of roll trim. No roll trim
mode . This reduces elevator aerodynamic loads to will be available in the manual reversion operating
levels satisfactory for instantaneous transfer from the mode. (See section on MRFCS.)
powered mode to MRFCS . Refer to PITCH MRFCS
section for additional description of pitch manual Aileron tabs are mounted on the inboard trailing
reversion operation. edge of each aileron. During normal flight the tabs

1-30
PITCH CONTROL
SYSTEM SCHEMATIC /SAS // IF
T
JAMMED LINKAGE ON MRFis ~ CONTROL VALVE A
EITHER SIDE MAY BE DISENGAGED
LEAVI NG OPPOSITE SIDE FREE ' LOCK -~ ~OWER CYLI NDER B
(
(LIGHTS SIGNAL JAM AND INDICATE
THE INTE GRAL STABILITY
/ DISENGAGEMENT) ""
AUGMENTATION SYSTEM (SAS)
IS INCLUDED IN THE LI NKAGE
ENGAGEO ~-i~-""';:O"~'E:':":'~"':'~':" :~ AT THE HYDRAULIC ACTUATORS

IN THE EVENT OF HYDRAULIC FAILURE


(NORMAL) r 1-I-A THE MRFCS LOCK AUTOMA TI CALLY •
(,---------..'),~o ) PROVI DES DIRECT MECHANICAL
(,;::'IA - LINKAGE TO THE
.-.~H
ELE VATOR ,," INPUT FROM ELEVATOR
-~~ EMER R
DISENGAGE E iSTI'~~I I" \
l (vi) R t ":. ~I
. ".,:iii~G I Cj
W DISEN6AGED ~Qwk: ~ !
~H
" INPUT FROM
STICK
-.
DISCONNECTOR

CONTROL
STI CK

ELEVATOR TRIM TAB


ACTUATOR AND LlNKA'GE
SHOWING "GEARED" ACTION
~

W aNTRal SYSTEM
N ROLL C FLT CONT
SCHEMATIC I~ORM
8 ------'--j
MAN
REVERS ION

NO OUTPUT
- TO AILERON

PITCH

;i;

CONTROL
STICK

BOTH LEFT A:~E


EACH EMPOL~~
NORMALLY BOTH
is CAPABLE

DfSCONNECTOR

L HYD
o
"
T.O . 1A-10A-1

are geared to reduce the aerodynamic loads on the Elevator/Aileron Jam Indicator Lights
ailerons, and are not directly controlled by lateral
The elevator and aileron jam indicator lights (figure
stick inputs. In manual reversion, lateral stick inputs
1-18), on the emergency flight control panel, are pla-
are transmitted directly to the tabs, which in turn fly
carded L ELEV I R ELEV and L AILIR AIL, respec-
the ailerons.
tively. These lights bracket the appropriatp. disengage
switches . The lights are controlled by load-sensing
Elevator/Aileron Emergency Disengage Switches
switches in the disconnector units and are powered
from the auxiliary DC essential bus. In the event of
Two three-position lever-locked switcl1es (figure 1-18),
an actual jam aft of the disconnect unit s, a light will
placarded ELEVATOR EMER DISENGAGE and
come on to identify which side is jammed when the
AILERON EMER DISENGAGE, are mounted on
pilot applies 50 - 65 pounds of stick force against the
the emergency flight control panel. The switches are
jam. The stick force must be maintained to keep the
normally centered. In the event of a jam of a control
light on. On ~ , the jam light will remain on for
path aft of the disconnector units, or a jam in the
3 - 5 seconds after the stick force required to turn
actuator or control surface, a light adjacent to the
the light on is reduced. The pilot should reduce stick
appropriate switch will come on as the pilot exerts
force during disengagement to relieve loads on the
abnormal stick force countering the jam. The stick is
disconnect units and also to reduce transients as the
disconnected from the jammed side by moving the
disconnector actuates . The lights may come on when
appropriate switch toward the light.
there is no jam condition by the application of stick
force and rate in excess of the capacity of the
The stick becomes immediately free to control the
powered actuators to respond. The lights may also
unjammed control path. After disconnecting a
come on during manual reversion because of the high
jammed elevator stick force will be momentarily
stick force gradients.
higher than normal until the controllable elevator is
displaced approximately 3 relative to the jammed
0
YAW CONTROL SYSTEM
surface, at which point the crossover shaft between
the two elevator actuators will shear. The subsequent Yaw control (figure 1-16) is provided by two rudders,
shearing of the elevator crossover shaft will be ac- which are individually driven by independent hy-
complished with hydraulic- powered inputs. draulic actuators. The actuators are controlled in
unison by a single cable and linkage transmission
For both elevator and aileron control jams, the pilot path which connects to the rudder pedals. Since there
experiences normal stick force per g relative to roll is a single control path. there is no disconnect capa-
or pitch input, but the stick has to be moved or bility in the event of a jam. However, if an actuator
trimmed approximately twice as much for a given or rudder surface becomes jammed, some yaw con-
maneuver. When a control path is not fully engaged trol from the unjammed rudder may be available due
at the disconnect unit, the ELEV DISENG or AIL to stretching of the connecting cables between the ac-
DlSENG light on the caution light panel comes on. tuators. Required rudder pedal force will be signifi-
When the switch is subsequently moved to the center cantly higher. Full trim authority \. . i11 be available for
position or to disengage the opposite side, the surface the unjammed ruelder if the yaw SAS channel on the
will reconnect as soon as the stick is moved in align- jammed side is turned off. If one hydraulic system
ment with the surface position. Though remotely is lost, slightly degraded rudder authority will re-
possible, both elevators or ailerons can be discon- sult. Initial rudder pedal inputs will move only the
nected, but one surface will automatically reconnect powered rudder. Then, increases in rudder pedal
as soon as the stick is moved into alignment with the input will move both the powered and unpowered
position of the control surface. The disengage circuits rudders and the unpowered rudder will trail the
are powered by the DC essential bus. powered rudder. Hence, the rudder pedals have to be
moved more than normal and there will be a mod-
Elevator/Aileron Disengaged Caution Lights erate increase i:1 the pedal force required. I f both
hydraulic power sources are lost, the actuators
The elevator and aileron disengaged caution lights automatically shift modes to permit direct transfer of
(figure 1-65), on the caution light panel, are pla- rudder pedal inputs to the rudder surfaces. Pedal
carded ELEV DlSENG and AIL DlSENG. 'Fhe lights forces in this mode are higher. Artificial rudder pedal
indicate that either or both elevator or aileron control feel and centering characteristics are integrated into
paths arc not connected at the disconnect units. both rudder actuators. At aircraft speeds above

1-33
.....,
w YAW CONTROL SYSTEM SCHEMATIC
~

YAW TRIM
THE SAS IS ALSO
USED TO PROVI DE
,@, YAW TRIM
(
RIGHT RUDDER
ARTIFI CIAL FEEL DEVI CE HYDRAULIC ACTUATOR
POWERED BY
FROM===~ R HYD SYS
PILOT
-J--~ ,
MRFCS
l~v, AUT:~ LIMIT VALVE (SEE BELOW)
LOCK \
I
"Q" SWITCH
POWER CYL - TO RUDDER
THE INTEGRAL STABILITY
AUGMENTATION SYS TEM (SAS)
IS INCLUDED IN THE LI NKAGE
AT THE HYDRAULIC ACTUATO RS
IN THE EVENT OF HYDRAULIC FAILURE,
THE MRFCS LOCK AUTOMATICALLY
PROVI DES DI RECT MECHANI CAL
LI NKAGE TO THE
. RUDDER

I_ FULL
r---TRAVEL

AS SHOWN AT THE LEFT,


CONTROL CA BLES VALVE (ARROWS) IS DIRE
ALLOWING FULL TRAVEL.

ABOVE A PREDETERMINED
CONTROL RODS AUTHORITY LIMITING SOL
AS TO OPEN TWO ADDITIO
MENT BEYOND LIMITS WO

)
T.O. 1A-10A-1

CONTROL STICK

~AIRCR A FTTRIM
FI RST DETENT: CAMERA OPER
SECOND DETENT: CONTINUOUS IGN
GUN TRIGGER
m0 ~ PITCH/ROLL

ANOCAM"AOP"~

WEAPONS RELEASE
NOS EWHEEL STEERING I7il
• HARS FAST ERECT Llli
INS MARK/UPDATE [ill (NOTE 1)

AIR REFUEL
01 SCONNECT/ RESET
SAS/ANTI-SKID EMER - _ _ _ _ __ * MISS ILE TRACK
01 SCONNECT LEVE R

C TIME - SHA RED


FUNCTIONS
NOTE:
1. AIRBORNE FUNCTION ONLY.

Figure 1-1 7

240 KIAS, available powered rudder travel is auto- PITCH AND ROLL TRIM CONTROL SYSTEMS
matically reduced from ± 25 ° to ± 8 0 . If aircraft
speed increases through approximately 240 KIAS \V'ith The pitch and roll trim control systems are similar in
rudder inputs greater than ± 8 °, rudder pedal function. Both systems act on the artificial feel
"kicks" or "thumps" may be felt as the rudder devices to vary the zero load position of the stick and
returns to 8 0. Independent SAS signals are electr icall y eq uivalent surface positions . A five-position switch,
transmitted to each rudder act uator to provide mounted at the top of the stick grip, is used for nor-
automatic turn coordination, yaw damping and yaw mal pitch / roll trim control. Trim change is propor-
trim. tional to th e time the button is activated. Trim rates'
are essentially independent of stick loading condi-
Rudder Pedal Adjustment Handle tions. In the event of a failure in either the pitch or
roll trim circ uit, control of both trim axes may be
The rudder pedals are indivi duall y adjustable with a transfe rred to a similar five-position switch located
single rudder adjustment handle (50, figure FO-l), o n the emergency flight control panel. The emergency
located on the upper right side of the center pedestal. pitch / roll trim circuitry is powered separately from
When the handle is rotated up, the pedal assemblies the normal trim; however, both circuits operate the
are spring-loaded against the pilot's feet. After the sa me trim motors. A roll trim controller transmits
rudders are moved to the desired positions, the han- trim inputs to the two independent trim motors (one
dle is released and the pedal s lock . The pedal posi- for eac h aileron) so that the roll trim motors are
tions are numerically identified on the pedal actuated equally. In the event of a failure on one
assemblies for visual reference . side, roll tri m with the other motor will be available

1-35
T .O. 1A-1 0A-1

EMERGENCY FLIGHT CONTROL PANEL

Figure 1-18

but the overa ll trim authority and trim rate will be switch on the control st ick grip. Em ergency trim
redu ced. In addition, there will be a noticeab le dif- switch circuits are powered by the DC essential bus.
fere nce in late ral stick feel near the center/ neutral H ence , aircraft pitch and roll trim may be provided
position a nd the stick may not return to a preci se by the emergency pitch and roll trim system in the
la teral center positio n if released (hands-off). event of loss of the auxiliary DC essential bus power
or a failure in the normal trim circu its .
Pitch and Roll Trim Switch

Pitch/Roll Trim Override Switch


When the pitch / ro ll trim overr ide switch is in
NORM, aircraft pitch and ro ll trim is contro lled by a
trim swi tc h on th e control stick grip (figure 1- 17) . The pitch / roll trim override switch (figure 1-18) ,
Normal tr im switch contro l circuit s are powered by placarded PITCH / ROLL TRIM, is a two -position
the auxilia ry DC esse ntial bu s. toggle switch located on the emergency flight control
panel. Whpn set to NORM, aircraft pitch and roll
Emergency Pitch and Roll Trim Switch trim are controlled by the normal trim switch located
on the control stick grip. When set to EME R
W hen t he pitch / ro ll trim ove rride switc h is in EM ER OVERRIDE, aircraft pitch and roll trim are
OVE RRID E, a ircraft pitch and roll t rim is co ntrolled controlled by the emergency trim sw itch located on
by an emergency pitch and roll trim switch (figure the emergency flight control panel. The pitch/ roll
1-1 8), located on the emergency night co ntrol panel. trim overr ide switch must be in NORM for
The switch is identical to th e pilCh a nd roll trim TAKEOFF TRIM pushbutton switch to operate .

1·· 36
T.O. 1A-10A-1

YAW TRIM CONTROL KNOB The takeoff trim circuit is powered by the auxiliary
DC essential bus.
Yaw trim control is effected with a knob placarded
YAW TRIM (figure 1-19), located on the SAS Takeoff Trim Button
control panel on the left console. The single knob
controls two independent circuits, each of which The takeoff trim button (figure 1-19), placarded T I O
trims a rudder through the respective YAW SAS TRIM, is a pushbutton located on the SAS control
channel. Rudder pedals do not move in response to panel. The Qutton must be depressed until TAKEOFF
trim inputs. Rudder trim authority is limited to ± 10 ° TRIM light comes on, indicating that the surfaces
at speeds below 240 KIAS and ± 8 o· above 240 KIAS. have reached the desired position. When the T 10
A detent is provided in the zero trim position. The TRIM button is released, the TAKEOFF TRIM light
yaw trim system is powered by the right DC and AC will go off.
busses.
Takeoff Trim Light
In the event of loss of one SAS channel or one
hydraulic power supply, 500,70 yaw trim authority is A green takeoff trim light (figure 1-19), placarded
retained through the powered SAS channel. TAKEOFF TRIM, is located on the SAS control
panel. The TAKEOFF TRIM light indicates that all
TAKEOFF TRIM CONTROL SYSTEM trim surfaces have achieved proper trim for takeoff.
The TAKEOFF TRIM light is energized by the
When the T 10 TRIM button (figure 1-19) is de- auxiliary DC essential bus.
pressed, the pitch and roll trim motors and the two
elevator tab trim motors are driven to neutral. With STABILITY AUGMENTATION SYSTEM
the T 10 TRIM button depressed, the yaw trim knob
in neutral setting, and the five trim motors at neutral The SAS enhances flying qualities for target tracking,
setting, the TAKEOFF TRIM light comes on. The reduces pilot workload, and provides yaw trim
T 10 TRIM button does not operate when the pitchl capability. Two SAS channels are provided in both
roll trim override switch is in EMER OVERRIDE. the pitch and yaw axes. Each channel acts on the

STABILITY AUGMENTATION SYSTEM PANEL

l- IOA-\- 4 2

Figure 1-19

1-37
T.O. 1A-10A-1

respective control surface actuator. The output of the


two SAS channels is continuously compared and in
the event of an excessive difference, a computer deac-
tivates both channels in the affected axis, triggering a
WARNING I
light on the caution light panel.
• The pitch SAS fail-safe monitoring feature
The pitch and yaw SAS failure monitor circuits can does not function during single channel
be tested by using the monitor test switch on the SAS SAS operation. Single channel operation
panel. will also result in repetitive loading of the
elevator interconnect shear bolts. I f pitch
An emergency disconnect lever, located immediately SAS operation cannot be maintained with
below the stick grip, disengages all SAS channels both channels engaged, pitch SAS should
when momentarily depressed . Hydraulic power is re- be left OFF.
quired for the SAS to work. The SAS is powered by
the right AC and DC busses. Pitch SAS Engage Switches

Monitor Circuit Test Switch Two pitch SAS engage switches (figure 1-19) are
located on the SAS control panel. These are two-
A test switch on the SAS control panel (figure 1-19), position solenoid-held switches placarded PITCH
placarded MONITOR TEST, is used to check both SAS ENGAGE and OFF with one switch placarded
pitch and yaw SAS failure monitor circuits. The L, and the other placarded R. For normal engage-
switch is three-positioned and spring-loaded to the ment both switches are actuated simultaneously and
midposition where it is lever-locked. When the switch momentarily held. The switches are both electrically
is held to L or R, a simulated failure is introduced in released to OFF if the monitor circuit signals a
the associated pitch and yaw channels and the failure or the pilot actuates the SAS emergency
monitor circuits disengage all SAS channels. disengage switch. The switches can also be manually
moved to OFF. When either or both switches are
Emergency Disconnect Lever OFF, the PITCH SAS caution light will come on .
The switches are powered by the right DC bus.
The emergency disconnect lever (figure 1-17) is
located on the forward side of the control stick Pitch SAS Caution Light
below the control grip. The yellow and black striped
lever functions as an anti-s kid and SAS system The PITCH SAS caution light (figure 1-65), on the
disconnect lever. The anti-skid switch and all SAS caution light panel , will come on to indicate that one
switches will return to OFF when the lever is or both of the pitch SAS channels is di sconnected.
actuated.
Yaw SAS
Pitch SAS
On ®J, the yaw SAS performs three basic functions : •
The pitch SAS provides pitch rate damping and pitch yaw rate damping with ± 7 0 rudder authority, yaw
trim compensation for speed brake deployment. Total trim with ± 10 0 rudder authority, and aileron / rudder
SAS authority is limited to 2 0 elevator trailing edge interconnect (ARl) for turn coordination with ± 10 0
up and 5 0 elevator trailing edge down . A monitor rudder authority. SAS rudder authority is limited to
circuit senses differential between the left and right ± 10 0 below 240 KIAS and ±8 ° above 240 KIAS.
channels and shuts off pitch SAS when the differen- The turn coordination command is generated by
tial is excessive. A hydraulic or engine failure will not lateral stick position sensors, and yaw rate gyros.
automatically result in SAS disengagement. However,
the affected axes will disengage when a differential On ~ (Beta Dot SAS), the yaw SAS performs three •
between channels is sensed . Control stick authority is basic functions: yaw rate damping with ± 7 0 rudder
more than sufficient to override a SAS induced authority, turn coordination with ± 7 0 rudder
elevator di splacement. authority, and yaw trim with ± 10 0 rudder authority.

1-38 Change 2
T.O. 1A-10A-1

The SAS authority is limited to ± 10 ° below 240 possibility of an undesirable roll / yaw tran-
KIAS and ± 8 ° above 240 KIAS. The sideslip control sient in the event of a yaw SAS hard over
is generated by the INS or HARS on ~, or HARS failure.
on @Il, roll rate sensors, angle-of-attack transmitter,
and yaw rate sensors. • Only one yaw SAS channel should be
engaged when only one hydraulic power
A monitor circuit senses differential between the ieft
source or engine is available. The
and right channels and shuts off yay,' SAS when the
MASTER CAUTION will come on,
differential is excessive. A hydraulic or engine failure
should a disengagement occur, and thi s
will not automatically result in SAS disengagement.
could result in distraction during a critical
However. the affected axes will disengage when a dif-
phase of flight. Additionally, a yaw tran-
ferential between channels is sensed. Rudder pedal
sient may be experienced at time of
authority is more than sufficient to override a SAS
disengagement with severity depending
induced rudder displacement. Below 240 KIAS, SAS
upon the amount of yaw SAS input into
can reduce the maximum obtainable rudder deflecti on
the rudder actuator.
in one direction from 25 ° - 15 °. Above 240 KIAS ,
the full 8 0 of rudder deflection in either direction can
always be obtained, regardless of SAS inputs. Flight On ~ , if HARS is the operating attitude reference,
with a single yaw SAS channel engaged can be safely an uncommanded disengagement will occur in the
pursued under most flight conditions once the mal - event of HARS roll or pitch servo failure . This is
functioning channel is determined and deactivated. identified by noting the ADI and HSI power off
Such flight, however, should be pursued with caution flags in view and the roll tabs mi ssing from the HUD
when in formation or when at low altitude due to the display, or the HARS caution light coming on with
po~sibility of a hardover type failure in the active
disengagement of yaw SAS . Yaw trim and yaw rate
channel. Such hardover failure will result in the damping can be reenabled by setting the HARS/ SAS
respective rudder being driven a ma xi mum of 10 ° override switch to OVERRIDE and recngaging the
right or left at speeds below 240 KIAS and 8 0 at yaw SAS switches.
speeds above 240 KIAS if not counteracted by appro-
priate rudder pedal displacement or SAS emergency Yaw SAS Engage Switches
disengagement. Single channel yaw SAS operation
provides approximately 50070 of the yaw trim, damp-
Two yaw SAS engage switches (figure 1-19) are
ing, and turn coordination available under two-
located on the SAS control panel. These arc two-
channel operation .
position solenoid-held switches, placarded YAW SAS
Reengagement of yaw SAS. if desired , followil'Jg a ENGAGE and OFF, with one switch placarded L
disengagement should be accomplished with caution, and the other placardcd R. For normal \:'ngageI11cnt,
one channel at a time. in straight and level flight at a both switches are actuated simuiraneously and
safe altitude and with sufficient clearance with other momentarily held. The switches are both electrically
aircraft for recovery from possible yaw / roll transient s released to OFF if the monitor circuit signals a
during reengagement. I f yaw SAS operation ca nnot failure or the pilot actuates the SAS emergency
be maintained with both channels engaged and sing le disengage switch. The switches can a lso be manuall y
channel operation is desired for yaw damping, yaw moved to OFF. When either or both switches arc
trim. and partial turn coordination, the properly OFF. the YAW SAS caution light \vill come on . The
functioning channel can be determined by the trial switches are powered by the right DC bus.
and error method .
HARS/SAS Override Switch 1641
WARNING.
The HARS/ SAS override switch (fig ure 1-65) is
located on the auxiliary lighting panel. The switch is
• The yaw SAS fail-safe monitoring feature a two-position toggle switch, placarded OVERRID E
does not function during single channel and NORM. Setting the switch to OVERRIDE elimi-
SAS operation. Close formation or low nates HARS roll inputs to the SAS and provides for
altitude flight are not recommended during yaw SAS reengagement. The HARS / SAS override
single channel SAS operation due to the switch is powered by the right DC bus.

1-39
T.O . 1A-10A-1

Yaw SAS Caution light ROll MRFCS

The YAW SAS caution light (figure 1-65), on the To achieve roll control when hydraulic pressure is not
caution :ight panel, will come on to indicate that one present, the flight control mode switch must be set to
or both o f the yaw SAS channels is disconnected. MAN REVERSION . When MAN REVERSION is
selected, stick commands are disconnected from the
MANUAL REVERSION FLIGHT aileron actuators and connected to the aileron tabs .
In this tab drive mode, the aileron tabs fly the
CONTROL SYSTEM aileron surface to the position commanded by the
The MRFCS is an emergency system for ust when stick. Feel at the stick is proportional to air loads on
dual hydraulic failure is impending or has occurred. the tabs.
The mode is adequate for executing moderate ma-
neuvers and for safe return to base and landing. Aileron Float-Up Transition

Emergency transitions to manual reversion are auto- After loss of hydraulic pressure, the trailing edges of
matic and instantaneous in pitch and yaw, with stick the ailerons float up to a position that is higher than
and pedal command s transmitted directly to the the powered neutral position. Aileron float-up nor-
elevator and rudder surfaces through the actuators, mally induces an aircraft pitch change which can be
which arc in the hydraulic bypass mode. Transitions nose up or down depending on cg, power setting.
in roll must be pilot initiated. When the pilot selects and flap position.
MAN REVERSION, roll control is transferred from
the ailerons to the aileron tabs . Selecting MAN To soften pitch onset, the aileron float-up rate is
REVERSION also closes hydraulic shutoff valves limited by damping in the actuators. The time for the
prevent ing unexpected return to hydraulic powered ailerons to float -up after hydraulic pressure loss /
flight control. Manual reversion trim is provided only bleed off is approximately 4 seconds. If the flight
in pitch. control mode switch has not been placed in MAN
REVERSION after a dual hydraulic failure, the
PITCH MRFCS ailerons will float up, the stick will act directly on the
Pitch transition to manual reversion occurs due to actuator linkage and almost no roll control will be
hydraulic press ure depletion . The same components available. The stick feel will be the same as experi-
are used for manual and hydraulic pitch control. As enced on the ground before engine start .
hydraulic pressure drops to 600 - 400 psi, elevator
control automatically changes from hydraulic to Flight Control Mode Switch
mechanical. Electrical control of the two elevator
trim tabs is automatically achieved when both The flight control mode switch (figure 1-18), located
hydraulic power sources have dropped below 1,000 - on the emcrgency flight control panel, is placarded
800 psi. Artificial feel is retained. FL T CONTR, with positions NORM and MAN
REVERSION. The switch is lever-iocked in both
Transition is reversible. Power control of the eleva- positions .
tors is instantly restored as pressure at one (or both)
of the actuators is increased above 700 - 900 psi. In MAN REVERSION both hydraulic systems are
Both elevator trim tabs trim to neutral when either shut off. The switch simultaneously drives the
pressure switch senses 1,000 - 1,200 psi . aileron / tab shifters to tab drive . All other roll
transfer logic is automatic. The switch controls two
YAW MRFCS independent circuits, powered through the
Yaw transition to manual reversion occurs due to L & R AILERON TAB circuit breakers by the DC
hydraulic pressure depletion. The same mechanical essential bus.
elements are used for manual and hydraulic yaw con-
trol. As hydraulic pressure drops to 600 - 400 psi, NOTE
rudder control automatically changes from hydraulic
to mechanical. Transition is reversible . Power control • All flight control mode switch functions
is instantly restored as pressure is increased to 700 - are fully reversible at any time, if
900 psi . hydraulic power is available .

1-40
T.O. 1A-10A-1

Aileron/Tab Shifting Transition Failure of a shifter to re!.Urn to aileron drive after


selecting NORM is indicated by :
Selecting MAN REVERSION initiates aileron / tab
shifting immediately . The shift cycle takes approx- • Stick movement toward the side of the malfunc-
imately 4 seconds to complete (in either direction) . tioning shifter
Tab shift action is progressive, providing increasing
roll control. As the shifters move from the normal • High lateral stick force required to keep wings
position , switches: level

• Deactivate both normal and emergency roll trim • Respective AIL TAB caution light remains on
when opposite side AlL TAB caution light goes
• Drive the roll trim actuators to neutral off
• Cause the corresponding l & R All TAB caution
• Aileron tab on side \vith nonfunctioning shifter
light to come on.
responds to stick movement with aileron remaining
in neutral position
Driving roll trim to neutral during MRFCS operation
assures that the ailerons will go to neutral when • Aileron trim inoperative.
hydraulic power is restored .
If failure to shi ft is experienced after shi fting to
Aileron Tab Caution lights NORM, roll control can be increased, if necessary,
by disengaging the aileron for the side with the non-
The aileron tab caution lights (figure 1-65), placarded
functioning aileron / tab shifter a s indicated by the
L All TAB and R AIL TAB, come on if the corre-
AIL TAB caution light.
sponding aileron / tab shifter is not at the full normal
position .
With one side disengaged, maximum roll capability
will be reduced approximately 50070, and stick input
Aileron/Tab Shifter Malfunctions
for a given roll will be twice normal.
Failure to shift to tab drive after the flight control
mode switch is placed to.MAN REVERSION is Roll trim can be restored by pulling the A I L TAB
indicated by: circuit breaker for trie side with the nonfunctioning
shifter. The corresponding AIL TAB caution light
• Respective AIL TAB caution light off will go off when this circuit breaker is pulled and
both ailerons will respond to roll trim.
• Very high lateral stick force - approaching locked
stick feel
Failure to complete the shift to tab or aileron drive
• Aileron jam light(s) may be on depending upor. degrades roll control for the mode selected. The
stick forces applied degree of control available is based upon the amount
of shift accomplished prior to failure. Hydraulic pres-
• Stick moves toward the side of the non functioning
sure and neutral aileron position will be normal for
shi fter.
the mode selected. The aileron tab caution lights
If failure to shift is experienced after switching to should provide an indication of which shifter has
MAN REVERSION and hydraulic power is available, malfunctioned unless an AIL TAB circuit breaker has
return to NORM for the remainder of the flight. opened . If an AIL TAB circuit breaker is open, the
Should hydraulic power not be available, some roll associated caution light is inoperative. The aileron
control may be achieved by disengaging the aileron tab circuit breaker should be checked whenever a
for the side with the non functioning aileron/tab shifter failure is suspected.
shifter.

WARNING I MRFCS OPERATION

Shifting to MRFCS Mode (Hydraulic Power


Available)
• Flight in manual reversion with one
aileron disconnected has not been tested Most conversions to MRFCS will be intentionally ini-
and may be impossible . tiated. If intentional transition is planned, the

1-41
T.O. 1A-10A-1

MRFCS should be ground checked prior to flight. one or both hydraulic pressure gauges fail
Reasons to transfer to MRFCS, while hydraulic to drop below 250 psi within approxi-
power is still available, include the following: mately 10 seconds and, if roll is in oppo-
site direction to stick displacement, return
• Training in the MRFCS mode the switch to NORM.
• Checkout of the MRFCS mode
NOTE
• Precautionary transfer to MRFCS mode; e.g. one
hydraulic system failed and failure of the second
system is imminent. • The LlR AIL or LlR ELEV jam indicator
lights may come on during manual rever -
When accomplishing an intentional shift into manual sion, due to airloads.
reversion, comply with operating limitations in Sec-
tion V. Selecting MAN REVERSION simulates a
Shifting to MRFCS Mode (Hydraulic Power Not
dual hydraulic failure, while simultaneously initiating
Available)
roll transition to manual reversion. When the flight
control mode switch is placed to MAN REVERSION,
the following events occur: In a dual hydraulic failure the stick will essentially
lock in roll. Stick feel will be the same as experienced
• Hydraulic supply pressure is shut off and bleeds on the ground before engine start. Pitch and yaw
off to zero psi. This can take up to 10 seconds. control will be available immediately, but the pilot
Bleed off can be observed on the cockpit hydraulic must select MAN REVERSION to initiate tab
pressure gauges and by noting the L/ R HYD shifting which will make it possible to regain roll
PRESS caution lights control. Roll control will be available in approxi-
mately 4 seconds after selecting MAN REVERSION.
• The aileron tabs initiate (on switch actuation) shift
to tab drive and this is indicated by the LlR AIL
If hydraulic failure occurs, when operating single
TAB caution lights coming on. Complete shift can
engine or with an asymmetric loading, the aircraft
take up to 4 seconds.
will begin a slow roll into the dead engine or heavy
wing. The pilot should retard the thi·ottle on the
When hydraulic supply pressure bleed off is com-
operating engine (to IDLE if conditions permit) after
plete, aileron float up begins. Float up will take up
selecting MAN REVERSION. Coordinate rudder and
to 4 seconds. Once the ailerons are floated up, the
aileron as thrust is increased after transition is com-
aileron actuators are in a bypass mode. Since supply
plete. Asymmetric loadings can be corrected by selec-
pressure bleed off and aileron float up are sequential,
tive jettison, as conditions permit.
the total time to regain roll control after selecting
MAN REVERSION can be up to 14 seconds. If the
stick is moved laterally prior to completion of aileron Shifting Back to PFCS Mode
float up, the ailerons may float up abruptly and
asymmetrically.
Hydraulic power, if available, is immediately applied
to flight control actuators when the flight control
mode switch is returned to NORM. All logic func-
tions are fully reversible and powered control of the
elevators and rudders is immediate. Pitch trim change
• Failure of one or both hydraulic systems
may be required.
to drop below 250 psi after switching to
MAN REVERSION may result in locked
ailerons after shift to aileron tab drive The ailerons drive down to neutral trim position, but
commences. Under these circumstances, roll control is not fully effective until aileron/ tab
control stick feel will be near normal for shifting is complete . Roll trim control, both normal
manual reversion; however, roll capability and emergency, is available at the completion of the
will be slight and in the opposite direction shifting operation. Yaw trim control is regained after
to stick displacement. Therefore, should YAW SAS is reengaged.

1-42
T .O. 1A-10A-1

SECONDARY FLIGHT CONTROL should retain symmetry under airload s. The flap lever
has a lever lock which must be lifted when moving
SYSTEM the lever from MVR to ON . The flap lever is
FLAP SYSTEM powered by the right DC bus.

The aircraft is equipped with four wing trailing edge Flap Emergency Retract Switch
flaps (figure 1-20) . Flap positions are 0 0 (UP), 7 0
(MVR), and 20 ° (ON). The flaps are individually The flap emergency ret ract switch (figure 1-18) is a
supported and each flap is positioned by one two-position lever-locked switch, located on the
hydraulic actuator. The flaps are powered by the left emergency flight control panel, placarded FLAP
hydraulic system. A cockpit control lever controls the EMER RETR. The switch is powered by DC essential
flaps. When extended, flaps hold position in the bus. The FLAP EMER RETR switch allows aero-
event of loss of flap system electrical and / or hydrau- dynamic blow back of the flaps if flaps fail to retract
lic power until commanded up by the flap emergency due to failure of normal valving, control circuitry, or
retract switch. On loss of the left hydraulic system, hydraulic system.
the flaps will be inoperative. When fully extended,
aerodynamic forces will cause unpowered flaps to
retract to less than 15 ° and maneuvering flaps to
retract to 0 0 if the emergency flap switch is activated.
In full UP or ON, hydraulic pressure is retained in
• The overspeed protection circuit "Q switch
the selected position to eliminate flap creeping. Dur- sensor" is inoperative with the emergency
ing ground operations with the flap control set to flap switch in EMER RETR. Aerodynamic
MVR, the flaps may creep. The left outboard flap
blow back may not fully retract the flaps
will cycle about the 7 ° position, and the other flap
in this position. Flap extension speeds are
panels may assume varying positions. It may be
noted in Section V.
necessary to recycle the flap lever to get all panels
back to the 7 0 position.
Flap Position Indicator
Flaps will not extend and will automatically retract
The flap position indicator (34, figure FO-I). on the
if the airspeed exceeds 185 - 210 KIAS. The flap
control must be recycled through UP position, after instrument panel, is placarded FLAPS DEGREES .
the airspeed is below approximately 180 KIAS, in The indicator is powered by the auxiliary DC essen-
order to extend the flaps . On []IJ, when aircraft tial bus and receives its position signal from the posi-

I speed is reduced below approxImately 190 KIAS tion control unit attached to the LH outboard flap.
(5-15 KIAS below auto retract speed), the flaps will
automatically reextend if the flap lever is in MVR SLAT SYSTEM
or DN. Emergency flap retract capability is pro-
vided by an emergency flap switch on the emer-
The slat system (figure 1-2 I) consists of movable two-
gency flight control panel. When activated, the
switch shuts off pressure and opens the down lines position slat panels which are mounted on the in-
to return. Aerodynamic forces drive the flelps up to board leading edge section of each wing. Slats are
a minimum position. powered by the right hydraulic system. Electrical
power for control is from the right DC bus.
Flap Lever
The slats function automatically to improve high
The flap lever (figure 1-4) is located on the throttle AOA air flow to the engines. The ESPS detects con-
quadrant. It is placarded FLAPS with positions ditions that will lead to engine stall. Stall is deter-
...----
designated UP, MVR and ON. The lever electrically mined in the ESPS system as a function of AOA and
directs left hydraulic pressure to the flap actuators. Mach . The AOA is measured by a lift transducer
The UP position fully retracts the flaps and retains mounted on the lower side of the left wing leading
hydraulic pressure to maintain flaps up. Selection of edge . Mach is measured internally in the ESPS
MVR positions the flaps to 7 °. The ON position through the pitot static system. At a predetermined
drives the flaps to full extended and retains hydraulic AOA and Mach, the slats extend. Slat actuation
pressure to maintain flaps down. In the MVR posi- parameters are shown in figure 6-2 . The ESPS is
tion all but the left hand outboard flap can creep but powered by the right AC bus.

Change 8 1-43
WING FLAP SYSTEM SCHEMATIC ACTUATOR WING

UP

FLAP POSI
ARE SHO

L INBD
ACTUATOR

/
N
o

_.fM_~Et~ ~) "I", ,---}__~_T_~_{_R_f_R~_~N_S_~


LIFT I I
LEVER THE ELEC CIRCUIT CONTROLLING
rkn ~ FOR "DN" THE MVR POSITION PASSES THROUGH
7° LIMIT SWITCHES IN THE
FLAP POSITION CONTROL
I l
FLAP - '----- l
POSITION.
INDICATOR '---------------
01 ~.------------------------

) )
)

CONTROL VALVE
WING SLAT SYSTEM ENERGIZED (RETRACT)
SCHEMATIC ~
RET =!====::;:;::~
-- RET

PRESS ::t)::~=~ PRESS


- -

RIGHT TRANSDUCER
AC SYS
BUS VANE c::::=- RIGHT { R8
HYD
SYS PRESS
ALPHA l/vlACH
HEATER COMPUTER GROUND
SAFETY SWITCH

SPS AC 0C I ~
I ./' I
I •
;---a- I
I I •
[h, { ~
DC l :t J RIGHT { R8
ESSENTIAL HYD
SYS PRESS
BUS

...
~
U1
T.O. 1A-10A-1

The lift transducer and its sensing vane are protected blow back proportionally as air loads approach struc-
from icing by a heating element, which is energized tural limits. Similarly, speed brake extend rate and
when the pi tot heat switch is set to HEAT. The travel is limited at high speed.
heating element is powered by the right AC bus.
With total loss of hydraulic power (right engine not
rotating), aerodynamic forces will slowly close speed
brakes to trail position. With right engine windmilling
and if commanded prior to engine failure, speed
• If the pitot heat switch is OFF, or fails brakes will be held in position. If commanded after
during flight or the lift transducer vane engine failure and engine is windmilling, partial ex-
heater fails, the slats may not extend when tension (degree dependent on airspeed) can be ex-
required. pected . Closing speedbrake switch or selecting SPD
BK EMER RETR will allow speed brakes to retract
On loss of either AC or DC electric power, the as hydraulic pressure is depleted.
hydraulic system will extend the slats for fail-safe
protection of the engines. On loss of hydraulic
With loss of electrical power, the speed brakes will
power, airloads will automatically extend the slats.
retract to the closed position hydraulically.
With the slats extended. a drag index increase of 2.0
will result. Upon engine shutdown, slats mayor may
Speed Brake Switch
not extend.

WARNING I The speed brake switch is located on the right throt-


tle grip, and has three positions. The aft position
extends the speed brakes, and the switch is spring-
loaded to the center or hold position. The forward
position is detented and retracts the speed brakes .
• During ground operations, slats could Moving or releasing the switch to the center position
cycle rapidly with application or removal will hold the speed brakes in any position permitted
of aircraft electrical power. Use caution to by the system limits. The switch is powered by the
avoid injury to ground personnel. auxiliary DC essential bus.

SPEED BRAKE SYSTEM Speed Brake Emergency Retract Switch

The speed brake surfaces (figure 1-22) and actuating The speed brake emergency retract switch (figure
mechanisms are integrated in the ailerons. The upper 1-18), placarded SPD BK EMER RETR, is located
and lower surfaces of both ailerons open to act as on the emergency flight control panel. It is a lever-
speed brakes. locked, two-position switch. When the switch is in
the normal (unmarked) position, the speed brakes
The speed brakes fully open or close in approxi-
are controlled by the speed brake control. When the
mately 3 seconds. On the ground, opening time is
switch is set to SPD BK EMER RETR, normal con-
slightly less and closing time is slightly more. A limit
trol circuits are deactivated and a direct emergency
switch limits the speed brakes to the 800"/0 position
circuit blocks hydraulic pressure and vents speed
during flight, and precludes holding positions of less
brake extend lines to return. This action allows air
than 100"/0. The squat switch on the left main landing
loads to completely close the brakes. The switch cir-
gear allows 1000io deployment on the ground. If the
cuitry is independently powered by the auxiliary DC
aircraft becomes airborne with a speed brake position
essential bus.
exceeding 800"/0, the speed brakes will not automati-
cally retract to 800io. In this condition the speed
brakes will only respond to retract commands ini- BOARDING LADDER
tiated by the speed brake switch. The boarding ladder (figure 1-23) is a telescoping
ladder that stows in a compartment in the left for-
Automatic pitch trim compensation is provided by
ward fuselage, below the cockpit. The ladder com-
pitch SAS for speed brake deployment.
partment door is hinged on the forward edge and
Automatic overspeed structural protection is provided opens to rest flat against the fuselage. A permanent-
by means of hydraulic relid action. The speed brakes type magnet holds the door in the open position. A

1-46 Change 2
T.O. 1A-10A-1

battery bus-powered latch mechanism is located at the the ladder may be extended by pressing a pushbutton
aft edge of the door . Both the compartment door switch (4, figure FO-3) located under a hinged cover
and the ladder are spring-loaded to open, and the guard placarded EXTEND BOARDING LADDER .
ladder telescopes open by gravity. From the cockpit,

Change 2 1-46AI( 1-468 blank) •


)

SPEED BRAKE SYSTEM SCHEMATIC SPEED BRAK


RETRACTED

'Tl
60 -
c: DC
..., AUX
(l)

ESS BUS
CONTROL
N SPEED BRAKE RETRACT:::'~ r----- VALVE
RELAY_ _ _-----=:==--_...l...":::""_----!..~~_ _----;:--- -
IV
SPEED CONTROL I "'-- LI MIT SWITCHES RETRACT
BRAKE
RETRA CT I "'--
CONTROL
..,...---r----C>--' HOLD 1 SW 1 ~ ''A" RIGHT {PRESS
HYD RET-r-t----j
EXTEND -=- ~ l - 1(}'/, SYS '--_----''I
-t;===:I=====:;~;t:'
WTON
WHEELS I
RELAY I
I
1...---
EMER
RETRACT
VALVE

EMER RETRACT
RETRACT
T.O. 1A-10A-1

BOARDING lADDER

LATCH MECHANISM
TO OPEN DOOR AND RELEASE
LADDER

LADDER RELEASE BUTTON

WHEN UNLATCHED, DOOR OPENS


AND LADDER POPS OUT TO
EXTEND BY GRAVITY

EXTENDED
AI- I OA -I-.t..6

Figure 1-23

From the exterior of the airc raft, the ladder may be


extended by pressing a switch located aft of the door.
For stowage, the ladder must be pushed up manually.
WARNING I
CANOPY
T he canopy is constr ucted of molded stretched acrylic • A malfunction in the canopy control
plastic, with no supporting structural members. circuitry could cause the canopy to
immediately begin closing after reaching
Normal raising or lowering of the canopy is accom- the full up position. If this occurs , place
plished by control switches, from inside or outside CANOPY switch to HOLD and stay clear.
the aircraft (figure 1-24). The canopy is opened and Once the canopy is fully closed, exit from
closed by an act uator that operates on battery bus the aircraft can be accomplished by
power . manua lly raising the canopy.

1-48 Change 1
TO 1A-10A-1
CANOPY CONTROLS

C
A
H

t
0

y

,,
0


N
G
FWD
A
G

~
INTERNAL CANOPY ACTUATOR
o
DISENGAGE LEVER
ACTUATOR
UNLOCK HOOK
(UNLOCKED)
EXTERNAL CANOPY ACTUATOR
DISENGAGE CONTROL
CANOPY ACTUATOR (L AN DRS I DE S)
RELEASE LEVER llil

EXTERNAL CANOPY OPENING


ASSIST HANDLE
(L AND R SIDES) CANOPY CONTROL SWITCH

Figure 1-24. (Sheet 1 of 2)

'Change 8 1-49
T.O. 1A-10A-1

CANOPY CONTROLS (CONT)

CANOPY ACTUATOR
RELEASE LEVER
m1

A 1-IOA-1-25

Figure 1-24. (Sheet 2 of 2)

In the event of failure of the actuator or loss of and the actuator drives the canopy to full open.
battery bus power, provisions for mechanical disen- When in HOLD, the canopy will stop movement and
gagement of the canopy/ actuator attachment are remain at the desired position. When the switch is
available. Disengagement is accomplished by three held in CLOSE, the actuator is electrically driven to
mechanical control devices enabling the pilot or the fully locked position. The switch is spring-loaded
ground crew to open the canopy manually from the to return from CLOSE to HOLD when released. The
inside or outside (left or right side) of the aircraft. switch will remain in OPEN .

The canopy may be jettisoned, either in flight or on


NOTE
the ground, independent of the seat ejection function,
by pulling a control, placarded CANOPY JETT,
located on the right console. The canopy may be • After the canopy switch is positioneu to
jettisoned from the outside by a control on either OPEN, it may take up to 3 seconds for
side of the aircraft which is independent of the seat the canopy seal to depressurize and the
ejection function. The canopy jettison sequence is ini- canopy locks to open before the canopy
tiated by opening either rescue door, and pulling the starts to move.
handle approximately 6 feet.

COCKPIT CANOPY CONTROL SWITCH CANOPY UNLOCKED LIGHT

The cockpit canopy control switch (figure 1-24), A red warning light (16, figure FO-I), placarded
placarded CANOPY, is a three-position toggle switch CANOPY UNLOCKED, is located on the instrument
located on the right console placarded OPEN, panel. The light indicates the canopy is not closed
HOLD, and CLOSE . When the switch is lifted and and locked. The light is powered by the auxiliary DC
set to OPEN, battery bus power unlocks the canopy essential bus.

1-50
T.O. 1A- 10A-1

EXTERNAL CANOPY CONTROL SWITCH INTERNAL EMERGENCY CANOPY ACTUATOR


RELEASE LEVER
The external canopy control switch (figure 1-24) is
located at the lower left side of the aircraft beneath The internal emergency canopy actuator release lever
the canopy . The switch is placarded CANOPY with is located above and aft of the ejection seat (figure
two momentary positions OPEN and CLOSE and 1-24). On ~, the emergency canopy actuator release
spring-loaded to a center unmarked OFF position . To lever (trigger) is provided 10 manually disengage the
close the canopy with the external switch , insure the canopy actuator downlock / unlock hooks from the
cockpit canopy control switch is in' HOLD to canopy actuator if the canopy jams during norm al
preclude the canopy from opening when the external operation . On [IT], the emergency canopy actuator
switch is released. The switch is powered by the release lever, extending toward the right side of the
battery bus. fuselage, is pulled forward to di splace the canopy
downlock mechani sm to unlock the canopy and
INTERNAL CANOPY ACTUATOR DISENGAGE di sengage the canopy actuator . The handle is colored
LEVER flat black with a yellow knob on the outboard end .

The int ernal canopy actuator-di sengage lever (figure INTERNAL MANUAL CANOPY OPENING ASSIST
1-24), placarded CANOPY DISENGAGE, is located HANDLES
on the outboard side of the right console. To di sen-
The internal manual canopy opening assist handles
gage the canopy actuator, the canopy must be closed
(4, figure FO-2 and 10, figure FO-3), are placarded
and the lever moved aft, as indicated by a placarded
MANUAL CANOPY OPENING ASSIST . Each
arrow . Moving the lever aft releases the canopy
handle is retained in a stowed position by a spring -
downlock mechani sm, unlock s the canopy, and di s-
loaded pin . Each handle is manually rotated in an
engages the canopy actuator. When it is unlocked
inward and upward direction to a horizontal po sition .
and disengaged, the canopy is free to slide aft about
Grasping the handles with both hands and sliding the
one inch , and open manually . The canopy is held in
canopy aft and up opens the canopy manually , after
the full-open position by a spring-loaded uplock pin.
the canopy has been di sengaged .
If the canopy is partiall y open and the actuator can-
INTERNAL CANOPY JETTISON HANDLE
not be disengaged by use of the canopy actuator dis-
engage lever: The internal canopy jettison handle (figure 1-24),
placarded CANOPY JETT superimposed on a striped
• On ~ the pilot can disengage the actuator by background, is loca ted in the extreme forward panel
un strapping, reaching behind the seat on the of the right console . The handle is linked by a shaft
aircraft right side , a nd pushing up on the canopy directly to the canopy initiator. The jettison sequence
actuator release lever is begun by pulling the canopy jettison handle .
,-y. , "'", t'lckfJ." .j ........ ~ ! .: ' :, - I'I~
• On [IT] the pilot can disengage the actuator by CANOPY BREAKER T'bOL
reaching behind the seat on the right side and
pulling forward on the canopy actuator release The canopy breaker 1001 (13 , fi gure FO-3) is a special
lever. knife with a short blade, located on the right canopy
rail.
If the canopy must be opened manually while the
engines or APU are running: EXTERNAL CANOPY ACTUATOR DISENGAGE
CONTROLS
• The APU should be shut down and the bleed air
switch positioned to OFF or the main air supply The external canopy actuator di sengage controls
switch should be positioned to OFF on ~ prior (figure 1-24) are T -shaped handles in stalled on the
to opening the canopy . Either action will left and right sides of the fu selage a nd access ible by
depressurize the canopy seal and allow the opening an access door. When either T-handl e is
actuator disengage lever to be moved aft with less rotated with the canopy closed, the canopy is un -
effort . locked and the canopy actuator is disengaged .

1-51

---'. __ ., .... - ................... " .. .. _


.• . .
TO lA-lOA-l

EXTERNAL CANOPY OPENING ASSIST HANDLES INERTIA REEL POWER HAUL-BACK


The external canopy opening assist handles (figure The seat system incorporates a powered inertia reel
1-24) are flush mounted foldout handles located at retraction mechanism. The inertia lock reel mecha-
the left and right sides of the canopy frame approx- nism automatically restrains the pilot against the
imately 6 inches aft of the bow. Rotating the han- seat backrest as a preejection function.
dles upward and grasping facilitates raising the
canopy manually. MANUAL INERTIA REEL CONTROL
EXTERNAL CANOPY JETTISON CONTROLS The manual inertia reel control is placarded
The external canopy jettison controls (figure 1-24) SHOULDER HARNESS with positions
are located in compartments located on either side UNLOCKED (aft) and LOCKED (forward). The
of the fuselage , behind access doors placarded LOCKED position locks the inertia reel at any
RESCUE. Both left and right doors are accessible increment of shoulder harness extension. The
from the ground. Inside the compartments are UNLOCKED position unlocks the shoulder harness
handles that are linked by 6-foot long lanyards to inertia reel. The reel automatically locks if sub-
canopy initiators. jected to an inertia load of more than 2.0 g's. If
the inertia reel has automatically locked, the inertia
reel control must be cycled to release the reel.
EJECTION SEAT
The ACES II ejection seat is a fully automatic cata- SEAT GROUND SAFETY LEVER
pult rocket system (figure 1-25). Three ejection
modes are automatically selected. Mode 1 is a low A seat ground safety lever is located behind the
speed mode during which the parachute is deployed left side ejection control handle. When the lever is
almost immediately after the seat departs the air- in the SAFE position (forward), the ejection con-
craft. Mode 2 is a high speed mode during which a trols are locked. During flight, the seat ground
drogue chute is first deployed to slow the seat, fol- safety lever must be in armed position (aft) to
lowed by the deployment of the parachute. Mode 3 ensure that the handles are unlocked. A safety pin
is a high altitude mode in which the sequence of can be inserted to lock the controls.
events is the same as Mode 2, except that man-seat
separation and deployment of the parachute is 11071 SEAT NOT ARMED LIGHT
delayed until a safe altitude is reached. Controls
are provided to adjust seat height and lock shoulder The SEAT NOT ARMED light on the annunciator
harness. panel will illuminate with the seat ground safety
lever in the SAFE (forward) position. The light will
BATTERY INDICATOR go out when the lever is in the ARMED (aft)
A battery indicator (figure 1-25), a small circular position.
hole on the right side of the seat forward of the
seat rail, gives indication of the status of the seat EJECTION HANDLES
sequencing system battery. White indicates a good
battery; red indicated bad . The ejection control handles, mounted on each side
of the seat bucket, placarded PULL TO EJECT, are
EMERGENCY OXYGEN actuated by an upward and aft pull of approxi-
mately 45 pounds, and lock in the extended
An emergency oxygen supply is contained in a cyl- position.
inder located on the left side of the seat. The hose
is routed to a connector on the torso harness. The
sys tem is actuated automatically in an ejection by a The handles are interconnected so that actuation of
lanyard anchored to the cockpit structure. a green either handle initiates the ejection sequence. The
ring is located on the left side of the seat bucket hand opening in each handle is covered on the
for in-cockpit use. inboard side by a flexible safety guard.

I-52 Change 8
T.O. 1A-10A-1

SEAT ADJUSTMENT SWITCH

The seat adjustment switch is placarded SEAT and


has three positions: UP, DOWN, and HOLD. Seat • Seat adjustment with disconnected per-
height is selected by holding the switch in UP or sonal leads or strap-in connections lodged
DOWN until the desired height is obtained. The seat between the seat and console may result
adjustment motor is protected by a thermal relay that in damage to the seat, console, and / or
will disconnect when overheated. After a I-minute leads/ connections .
cooling period, the motor should operate normally.
The switch, spring-loaded to return to the center
HOLD position when released from either UP or ~ SEAWATER ACTIVATED
DOWN positions, is powered by the left AC bus. RELEASE SYSTEM (SEAWARS). The
SEAWARS consists of two parachute harness sensing-
release units (figure 1-25); one fitted to each parachute
riser. When the water sensor is immersed in seawater,
the parachute riser is released from the canopy release .
freeing the pilot from the parachute .

Change 7 1-52A/(1-52B blank)


T.O . 1A-10A-1
SEAT

~Ry INERTIA
Rffi STRAPS

PARACHUTE RISER
RELEASE LINK ASSEMBLY

SEAT Ili0 sE
DI SCONNECT


~"""'r-- __ EMERGENC
CONTROL
Y OXYG EN

RECOVERY PARACHUTE
SURVIVAL KIT RElEASE
LINK ASSEMBL Y (TYPICAL)

MORTAR ASSEMBLY

RADIO PITCH STABILIZATION


LOCATOR CONTROL ASSEMBLY
BEACON

ENVI RONMENTAL
INERTIA SENSOR
REEL CONTROL

EMERGENCY
OXYGEN HOSE
POWER INERTIA Rffi
DISCONNECT

DROGUE PARACHUTE

RECOVERY SEQUENCER

RESTRAINT
EMERGENCY
RElIASE
RESTRAINT RELEA Sf HANDLE
THRUSTER
81-IOA- I-2 1

Figure }-25

Change 7 1-53
T.O. 1A-10A-1

SURVIVAL KIT emergency release handle may be activated to


manually deploy the recovery parachute and
The ACES II ejection seat provides for stowage of a simultaneously disconnect the pilot from the seat.
nonrigid equipment package in the seat bucket,
covered by a rigid, contoured seat pan.

The survival kit (figure 1-26) consists of a fabric case


that houses the liferaft, a rucksack, and a small in-
ner container for the stowage of survival equipment.
A radio locator beacon is installed on the outside of
the kit. Two adjustable straps secure the kit to the
pilot's torso harness by means of quick-release
connectors .

SURVIVAL KIT DEPLOYMENT SELECTOR


SEAT OPERATION - EJECTION SEQUENCE
A kit deployment selector, located in the right side
forward edge of the seat pan, allows the pilot to
preselect automatic or manual deployment of the WARNING'
rucksack and Iiferaft. When automatic deployment is
selected, the kit closures are released by a 4-second
delay cutter that is armed at seat-pilot separation. • Do not attempt to eject with the canopy
This allows the rucksack and liferaft to drop on a open, since the canopy will not jettison
25-foot lanyard. The pilot can manually deploy the and the bow structure will obstruct the
rucksack and liferaft during descent by pulling the escape clearance envelope.
manual release ring. The inner container is secured to
the kit case, and does not deploy. I. Escape begins by grasping and pulling
either or both ejection handles in an up and aft ward
RADIO LOCATOR BEACON direction. Actuation fires a cartridge, generating gas
pressure that activates the haulback inertia reel and
The radio locator beacon is activated and its antenna fires other cartridge-actuated components for im-
is deployed automatically at seat / pilot separation. A mediate jettisoning of the canopy and activation of
control switch is provided in the left side, forward an aircraft-mounted delay initiator. The gas pressure
edge of the seat pan, to permit the pilot to override also closes a switch activating the aircraft emergency
the automatic operation of this beacon. IFF system.

RESTRAINT EMERGENCY RELEASE HANDLE 2. The forward structural bow of the canopy
clears the ejection path in approximately 0.2
The restraint emergency release handle is placarded second.
RESTRAINT EI'vlERGENCY RELEASE. To activate
the release system, the handle must be unlocked, by NOTE
squeezing the trigger and pulling up approximately 6
inches with about a 40-pound pull. • In the evt:nt the canopy fails to jettison,
the canopy breaker at the top of the seat
Pulling the handle releases the lap belt and inertia will shatter the canopy and an ejection can
reel straps, unlocks the seat pan, pulls the pin on the take place.
pilot chute, and releases the recovery parachute from
the mortar assembly. The pilot will still be attached 3. The delay initiator fires 0.3 second after
to the parachute risers and survival kit. On [TIl, pull- activation, causing a cartridge in the rocket catapult
ing the handle while the seat is installed in the to fire, projecting the seat upward. During the up-
cockpit will also disconnect the survival kit from the ward travel, the pilot's personal leads separate, the
harness by ballistically releasing the attachment straps seat/airplane gas disconnect separates, and a lanyard
from the kit. I f, during an ejection, the automatic actuates the emergency oxygen cylinder. Also, the
recovery sequence is not completed, the restraint acceleration forces cause the pilot's legs to be held

1-54 Change 1
T.O. 1A-10A-1

SURVIVAL KIT
CREWMAN'S HARNESS
ATIACHMENT FITIINGS

MANUAL
RELEASE
RING

RELEASE LIN K (SPR) RADIO BEACON


ANTENNA

/
RADIO BEACON
AUTOMATIC
RELEASE
PLU NGE R SWITCH COR D
ROCKER SWITCH
~\ 1 - 10:\ - 1 - 9

Figure 1-26

within the sides of the seat bucket due to the raised b . Recovery sequencer is initiated by a
ejection controls. Catapult pressure activates two switch that closes on contact with a striker plate on
thermal batteries, providing electrical power for the the right guide rail.
recovery seq uencer.
c. An electrical signal from the sequencer
4. As the seat moves up the guide rails, the fires a cartridge, generating pressure to spin up a
pitot tubes at each side of the headrest (parachute pitch rate gyro.
container) are exposed to the airstream. Speed and
altitude transducers determine the airspeed and
altitude of the seat. The recovery sequencer selects d. Upon reaching its operating speed, the
the appropriate automatic sequence. gyro is uncaged and the pitch stabilization vernier
rocket motor ignites.
5. As the seat approaches the top of the
guide rails: e. As the seat leaves the guide rails, the
rocket motor accelerates the seat away from the air-
a. The rocket motor ignites. craft in a suitable trajectory .

1-55
T.O. 1A-10A-1

f. The gyro controlled vernier rocket chute is deployed, the sequence is inter-
motor stabilizes the seat in its trajectory. Leg flailing rupted until the altitude and speed
due to windblast is prevented by the high extended decrease to Mode 2 conditions (figure 3-7).
sides of the seat bucket with the raised ejection con-
trols, which also aids in maintaining seat stability. BACK-UP RECOVERY MODE OPERATION

The remainder of the recovery sequence depends In the event of a failure of the automatic
upon the recovery mode. The envelopes relating to recovery system after ejection, operation of
each mode of operation are shown in figure 3-7. The RESTRAINT EMERGENCY RELEASE will
recovery sequence for each mode is as follows: mechanically operate the harness release mechanism .
This handle also disconnects the parachute assembly
• Mode I Operation (figure 3-6) from the seat and releases the pilot chute for deploy-
ment of the recovery parachute. Operation of the
In Mode I, the recovery parachute mortar survival kit attachment release system, installed on
is fired 0.2 second after rocket catapult ~, is disabled when the seat is out of the aircraft.
ignition. As the mortar propels the
parachute assembly away from the seat,
I . IS-second delay reefing line cutters are OXYGEN SYSTEM
activated and the pilot chute is released .
The harness release thruster is actuated The oxygen system is a liquid oxygen type consisting
0.25 seconds later and the deploying of a converter, a quantity gauge, external filler valve,
parachute separates the pilot from the and a regulator. A regulator supplies the pilot with
seat. The parachute inflates to the reefed breathing oxygen. Oxygen duration at various
configuration until the reefing line cutters altitudes is shown in figure 1-27.
actuate to permit full inflation . The sur-
vival kit is automatically deployed approx- OXYGEN REGULATOR
imately 4.0 seconds after seat / man separa-
The oxygen regulator (figure 1-28), installed on the
tion (if automatic survival kit deployment
right console, is an automatic diluter-demand type. In
is selected). In addition, if the locator
normal use, as the altitude increases, the amount of
beacon rocker switch is in the automatic
air in the mixture decreases until 100(),1o oxygen is
position, the beacon will be activated at
delivered to the mask at 30,000 feet cabin altitude.
this time.
Pure oxygen (IOO(),1o) can be delivered at all altitudes
at pilot's option.
• Mode 2 Operation (figure 3-6)
Supply Lever
In Mode 2, the drogue gun is initiated as
the seat approaches the top of the guide The supply lever (figure 1-28), placarded SUPPLY, is
rails. Projection of the drogue gun slug a green colored two-position toggle control. The posi-
deploys the extraction chute which in turn tions are placarded ON and OFF. In ON position,
deploys the drogue chute. The drogue gaseous oxygen flows from the oxygen regulator. Set-
chute provides seat retardation and addi- ting the regulator to OFF shuts off oxygen flow at
tional stabilization for high speed ejec- the regulator .
tions. The recovery parachute mortar is
fired 0.82 second after rocket catapult ig- Diluter Lever'
nition , and 0.15 seconds later the drogue
chute is severed from the seat. Parachute The diluter lever (figure 1-28), is a white colored two-
operation, seat/ man separation, etc., occur position toggle, located on the oxygen regulator con-
thereafter as in Mode I . trol panel. The two positions are placarded IOO(),1o
OXYGEN and NORMAL OXYGEN. In NORMAL
• Mode 3 Operation OXYGEN, the oxygen regulator provides the op-
timum air/oxygen mixture for a particular altitude, in
In Mode 3, the operation and sequence of the quantity demanded by the pilot. In lOO(),1o
events is identical to that for Mode 2 OXYGEN, pure oxygen is provided regardless of
(figure 3-6), except that after the drogue altitude.

1-56
T.O. 1A-10A-1

with diluter lever'" 100 % '"


III
OXYGEN DURATION - HOURS with diluter lever '" normal '"
*

CABIN INDICA TED QUANTITY - LITERS


A LTITUDE
BELOW
FEET 5.0 4 .5 4 .0 3.5 3.0 2.5 2.0 1.5 1.0 0 .5 0 .5

35,000 30 .94 27 .84 24.75 21.65 18 .56 15.47 12 .37 9 .28 6 . 19 3.09
& above - - .- - - - - - - -
30 .94 27 .84 24.75 21.65 18.56 15.47 12 .37 9.28 6 .19 3 .09

22 .63 20 .37 18.11 15.84 13.58 11 .32 9.05 6.79 4.53 2 .26
0
30,000 - - - - - - - - - - m
(f)
22 .99 20 .70 18.40 16. 10 13.80 11 .50 9.20 6.90 4 .60 2.30 ()
m
Z
17.48 15.73 13.98 12.24 10.49 8 .74 6 .99 5.24 3.50 1.75 0
25 ,000 - - - - - - - - - - --I
0
21.72 19 .55 17 .37 15 .20 13.03 10.86 8 .69 6.52 4 .34 2.17 ~
r
--I
13.19 11 .87 10.55 9 .23 7.91 6 .60 5.28 3.96 2.64 1.32 =i
20,000 : - - - - - - - - - - c
0
24.43 21.99 19.55 17 .10 14.66 12.22 9.77 7.33 4 .89 2.44 m
Z
10.62 9.56 8.49 7.43 6 .37 5.31 4 .25 3.19 2.12 1.06 0
--I
15,000 - - - - - - - - - - :IJ
m
29.86 26.88 23 .89 20 .90 17.92 14.93 11 .94 8.96 5. 9 7 2.99 p
C
8.53 7.68 6.83 5 .97 5.12 4 .27 3.41 2.56 1.71 0.85 -
:IJ
10.000 - - - - - - - - - - z
G)
29.85 26.88 23.89 20.90 17.92 14.93 11 .94 8.96 5.97 2 .99
0
x
6.75 6 .08 5.40 4.73 4.05 3.38 2.70 2 .03 1.35 0.68 -<
G)
5,000 - - - - - - - - - - m
14.93 11.94 8 .96 5.9 7 2.99
z
29 .86 26 .88 23.89 20.90 17 .92

5.46 • 4 .92 4.37 3.82 3.28 2.73 2.19 1.64 1.09 0.55
SL - - - - - - - - - -
29.86 26.88 23.89 20.90 17.92 14.93 11.94 8 .96 5.97 2.99

• Using CRU-73/A Diluter-Demand Regulator

Figure 1-27

Emergency Lever Oxygen Flow Indicator


The oxygen flow indicator (figure 1-28), is an oblong-
shaped display located in the upper left corner of the
The emergency lever (figure 1-28), is a red colored
oxygen regulator control panel, placarded FLOW .
three-position toggle, located on the oxygen regulator
The indicator blinks alternately white and black with
panel. The three positions are placarded
each inhalation/exhalation cycle to signify the flow
EMERGENCY, NORMAL, and TEST MASK _ In
of oxygen _
EMERGENCY, a constant flow of oxygen is
delivered to the oxygen mask under pressure. In
Oxygen Supply Pressure Indicator
NORMAL, the proper oxygen-ambient air mixture is
available on demand. In TEST MASK, in which the The oxygen supply pressure indicator (figure 1-28),
toggle must be held, since it is spring-loaded to placarded OXYGEN SUPPLY PRESSURE, displays
NORMAL, oxygen is delivered under pressure to test the gaseous oxygen pressure in the oxygen supply
the oxygen mask for leaks and proper fit. line.

1-57
T.O. 1A-10A-1

OXYGEN SYSTEM REGULATOR AND QUANTITY GAUGE

Figure 1-28

OXYGEN INDICATOR TEST BUTTON OXYGEN LOW-LEVEL CAUTION LIGHT


The oxygen indicator test button (figure 1-28),
The liquid oxygen low-level caution light (figure
placarded OXY IND TEST, is a pushbutton switch
1-65), placarded OXY LOW, is located on the cau-
located on the environment control panel. When the
tion light panel. The OXY LOW light anC! the
button is pressed and held, the liquid oxygen quantity
MASTER CAUTION light come on when the liquid
indicator moves toward 0 and at the 0.5 liter indica-
oxygen quantity gauge indicates 0.5 liter or less.
tion triggers the oxygen low level caution light. When
the button is released, the liquid oxygen indicator
displays actual oxygen quantity.
ENVIRONMENT SYSTEM
The environment system (figure 1-29) supplies
OXYGEN QUANTITY INDICATOR
temperature-controlled air for cockpit air condition-
The liquid oxygen quantity indicator (figure 1-28), ing and pressurization. The system also provides
mounted on the environment control panel in the service' air for windshield and canopy defogging,
right console, is placarded LIQUID OXYGEN- windshield rain removal, canopy seal , anti-G suit
LITERS. The indicator scale ranges from 0 - 5 liters. pressurization, and external tank pressurization. The
The indicator shows the quantity of liquid oxygen in environment system receives bleed air from the APU,
the converter. The indicator uses power from the external source, or from the engines. The airflow rate
auxiliary AC essential bus . to the cockpit is controlled by means of the flow

1-58
TO lA-10A-l

level control on the environment control panel. The


temperature controller automatically maintains the
selected mixed airflow temperature level. If the
environment system becomes inoperative, the cock-
II WARNING II
pit can be ventilated by ram air.
• The main air supply switch is for
Cockpit pressurization is ensured by use of a can- emergency use only. The temperature
opy seal system and a cockpit air pressure regula- pressure control should be positioned
tor. Cockpit pressurization (figure 1-29) is automat- to RAM when normal shutoff of air
ically initiated at 10,000 feet and is controlled by conditioning is desired.
the cockpit air pressure regulator. Regulator dis-
charge air assists in cooling equipment in the elec- • Whenever the main air supply or bleed
tronic and avionics compartments. If the regulator air controls (APU and bleed air switch)
fails, a cockpit air pressure safety valve automati- are OFF, the pilot should select 100%
cally opens. The safety valve may also be operated oxygen because air may not be enter-
manually by selecting DUMP on the TEMP/PRESS ing cockpit.
switch. Cockpit pressurization is powered by the
auxiliary DC essential bus. Cockpit altitude is
monitored by the cockpit pressure altimeter on the
environment control panel.
On 1621, cooling air for the INU is supplied by a
blower from cabin discharge air. When cabin dis-
NOTE

• When MAIN AIR SUPPLY switch is


OFF, the 65 PSI valve (ECS shutoff
valve) is closed and all bleed air to
environment system is cut off.
I
charge air is above 90oF, cabin supply air is pro-
vided to the blower if the ECS is operating. There-
SERVICE AIR HOT CAUTION LIGHT
fore, on the ground in warm weather (above 750 F),
the ECS and APU should be operated to provide
adequate INU and blower cooling. The SERVICE AIR HOT caution light (figure 1-65),
is located on the caution light panel, and works in
The INU will automatically shut down before it is conjunction with an overtemperature switch that
damaged by overheat. If INU shutdown occurs, continuously monitors precooler air output tempera-
the CDU mode selector switch should be turned ture. If the precooler output air temperature is
OFF to remove power from the blower. excessive, the SERVICE AIR HOT caution light
will come on. Any obstruction of the ram air duct,
INU AIR HOT CAUTION LIGHT 1621 ejector nozzle, or precooler will cause an
The INU AIR HOT caution light (figure 1-65), is overtemperature condition.
located on the caution light panel, and works in con-
junction with an overtemperature switch that TEMPERATURE/PRESSURE CONTROL SWITCH
monitors cooling air temperature into the INU.
The INU AIR HOT caution light will come on when The temperature/pressure control switch (figure 1-
cooling air temperature is inadequate for INU and 30), placarded TEMP/PRESS, is a three-position
blower cooling. toggle switch, located on the environment control
MAIN AIR SUPPLY SWITCH
panel. The switch positions are placarded NORM,
DUMP, and RAM. NORM and DUMP are powered
The main air supply switch (figure 1-30), placarded by the auxiliary DC essential bus; the RAM posi-
MAIN AIR SUPPLY, located on the environment tion is powered by the battery bus. See figure 1-31

I control panel, is a two-position toggle switch used


to provide alternate closure of ECS valve which
shuts off engine bleed air to Environment Control
for temperature/pressure control switch positions
versus main air supply switch positions.

System but does not shut off ram air. The plac- COCKPIT PRESSURE ALTIMETER
arded positions are SUPPLY and OFF. The switch
must be raised to move it from the SUPPLY posi- The cockpit pressure altitude indicator (figure 1-30),
tion. The switch is powered by the battery bus. placarded CABIN PRESS ALT X 1000, is located in
See figure 1-31 for main air supply switch positions the center of the environment control panel. The
versus temperature/pressure control switch altimeter operates on a self-contained aneroid
positions. mechanism.

Change 8 1·59/(1·60 Blank)


TO 1A-10A-1

All data on page \-60, including figure \-29 sheet \, deleted.


I

Figure \-29. (Sheet 2 of 4) Deleted .


I
5 Change 3 1-61
TO 1A-10A-1

ENVIRONMENT SYSTEM SCHEMATIC

,'MIN AIR TE(. .\P LEVEL


CA BIN AIR COND
SUPPLY OPER

9 AUTO - -

OFF
I ,
8(,..\AN ,

PRESS
& COLD HOT

II FIRE ( / , )PULL J TEST


~NG .

BLEED
AI R -
OVER PRESS IND
TEMP CONTROL
VALVE

B
OFF
WITH RE D PO PPET

WATER
SEPARA TOR DUCT
TEMP
SENSOR

CABIN
AIR
TO
SH 4

ECU OVER PRESS


CLOSE D \\-IH~E:>--
N -TE-/I'-'IP-'P-R-E-SS-·-.r SWITCH
MAIN AIR SW IS AT RAM OR WHEN RAM AI R
SUPPLY MA IN AIR SUPPLY SW IS OfF CHECK VALVE
AIR FLOW SELECTOR VALVE
8
OFF
TEMP! PRESS
NORM
TO CLOSE TEMP lEVEL AND
FLOW LEVEL VALVE S

(Q DUMP
Ij
- - } TO OPEN
CABIN
RAM DUMP VALVE

RAI'.;\
AIR CLOSED WH EN TE MP! PRESS SVJ
IS AT NOR I'.'\ OR DUMP OR WHEN
CODE MMN AIR SUPP LY SW I S OFF
_ _ HOT AI R FROM ENG ' ==========,
ANTI-G SU IT:c }
Ir:==:::::==== CANOPY SEAL i , TO
~ PARTIALLY COOLED AI R
:=====:::J~ CANOPY DEFOG ' ,' SH 4
_ _ COLD AIR
:=====~~ RAIN REMOVE =====""'!"!!~~==:l
. . . . TEMP CONTROLLED AI R
C> ONE WAY CHECK VALVE C==:::::::::~5§!!~ EX T TAN KS PRESS

ENVIRONMENTAL SYS TEM lEST CONNECTORS

CLOSED WIlEN MAIN Am SIJPPLY SW OFF -,.


;,~
DISCONNECTED
Figure 1-29. (Sheet 3 of 4)

1-62 Change 8
T.O. 1A-10A-1

ENVIRONMENT SYSTEM SCHEMATIC (CaNT)


MAIN AIR
SUPPLY
COCKPIT DUMP VALVE
1. OPEN WHEN CANOPY IS OPEN .
2. OPEN WHEN TEMP/PRESS SWITCH
IS AT DUMP OR RAM
3. OPEN WHEN MAIN AIR SUPPLY
SWITCH IS AT OFF. MULn-01 RECTIONAL
ADJUSTABLE OUTLET
WINDSHIELD
DEFOG I DEI CE

(]
OFF

WINDSHIELD
RAIN REMOVE

1;1,
CANOPY SEAL PRESSURE
BLEED ORIFICE . PRESSURE
BLEEDS DOWN AND SEAL
DEFLATES WHEN BLEED AIR
SWITCH AND APU OFF OR
WHEN APU AND ENGINES OFF.
WINDSHIELD
RAIN
CABIN AIR 25
RENlJVE
SUPPL Y
TEM PERA TU RE
SWITCH
g 20
:;z
/ --GOFF

~ 15
/ CANOPY WASH
V'l
V'l
~ 10
V
9
0@MAX
,- "
DEFOG
RAIN REMOVAL
REGULATOR
a..
0-
0::
"" 5
/ AND SOV
u
o
u
00
V 10 20 30 40
MAIN AIR
SUPPLY CABIN SEAL PRESSURE
REGULATOR AND SOV
CLOSED WHEN MAIN AIR
AMBIENT PRESS ALT, KILO FT
SUPPL Y SWITCH IS OFF OR
COCKPIT PRESS SCHEDULE CANOPY UNLOCKED
PRESSURE DUMPS AND
SEAL DEFLATES.

=ANTI-G SUIT
FROM = CANOPY SEAL.=t=~===========-:::2
SH 3 =CANOPY DEFOG=============:::2
1=WlNDSHIELD RAIN REMOVE & WASH============~

8'-'OA-' -21

Figure 1-29. (Sheet 4 of 4)

Change 6 1-63
T.O. 1 A - 1 OA-1

ENVIRONMENT CONTROL PANEL

l- IOf. -l- S?

Figure 1-30

AIR CONDITIONER CONTROL SWITCH manual HOT without checking that the
main air supply switch is in SUPPLY and
The air conditioner control swi tch (figure 1-30), insure there is ECS airflow to the cockpit.
placarded CAB IN AIR COND OPER, is located on
the environment control panel. The contro l swi tch
provides a selection of either automatic or manu al NOTE
control of the air condit ioning system. In AUTO, air
conditioning temperature is automatica lly regulated • When operating in MAN, the temperature
by the temperature level rotary switch. In MAN, the and airflow to the cockpit will increase if
conditioned air temperature is se lected by the pilot by engin e throttle setting is increased. Rees-
holding the switch in COLD or HOT. It will take tablish desired temperature by holding
approxim ately 30 seconds for the temperature valve switc h tow'ard COLD. Select MAN only if
to cycle fr om full COLD to full HOT or vice versa. automatic contro l is inoperative.
The switc h is powered by the auxiliary DC essential
bus.
• To prevent overshooting the desired tempera-
ture level in the cockpit, when operating the
air condit ioner control in MAN, it is recom-
• Manua l operation in full HOT can cause mended that a short pulse be used followed
undetectable ECS overheating if the main by a waiting period to determine the amount
air supply switch is OFF. Do not select of temperature increase or decrease.

1-64 Change 6
TO 1A-10A-1

TEMPERATURE/PRESSURE CONTROL POSITION


VERSUS MAIN AIR SUPPLY SWITCH POSITION

TEMP/PRESS MAIN AIR SUPPLY - MAIN AIR SUPPLY -


(POSITION) SUPPLY OFF
NORM Air cond - On Air cond - Off

Cabin press - On Cabin press - Dump

Canopy seal - Inflated Canopy seal - Deflated

Cabin ram air - Off Ram air - Off

DUMP Air cond - On Air cond - Off

Cabin press - Dump Cabin press - Dump

Canopy seal - Inflated Canopy seal - Deflated

Cabin ram air - Off Ram air - Off

RAM Air cond - Off Air cond - Off

Cabin press - Dump Cabin press - Dump

Canopy seal - Inflated Canopy seal - Deflated

Cabin ram air - On Ram air - On

NOTE

• The above operation holds true whether the air


conditioner switch is in AUTO or MAN, assum-
ing bleed air is available to ECS, and canopy
closed.

Figure 1-31

FLOW LEVEL CONTROL TEMPERATURE LEVEL CONTROL

The temperature level control (figure 1-30), plac-


The flow level control (figure 1-30), placarded arded TEMP LEVEL, is a rotary switch located on
FLOW LEVEL, is a manually operated rotary con- the environment control panel that is active when
trol, located on the environment control panel. The the cabin air control switch is in AUTO. The tem-
flow level control is used to control the amount of perature level control permits selection of any
conditioned air flowing into the cockpit. The rotary desired conditioned air temperature setting. The
portion of the control is placarded MIN, MED, and rotary portion of th e control is placarded LO, MED,
MAX but any desired in termediate flow may be and HI but any desired intermediate temperature
selected. may be selected. The switch is powered by the
auxiliary DC essential bus.

Change 8 1-65
T.O. 1A-10A-1

DIVERTER VALVES 1551 WINDSHIELD HOT CAUTION LIGHT

To improve the flow of warm air to the pilot's feet, The WINDSHIELD HOT caution light (figure 1-65),
a manually operated diverter valve is installed in each located on the caution light panel, is actuated by a
of the upper cabin air conditioning ducts (figure temperature sensor on the windshield center panel.
1-29). The diverter valve can be positioned from full The light will come on when the windshield
open to 10% open with intermediate detented posi- temperature is in excess of 150 °F, whether caused in -
tions. Closing the diverter valves forces warm air to ternally by system malfunction or externally by leav-
the foot area outlets and decreases airflow from the ing the rain removal system on for an extended
cabin air outlets. Minimum foot warming is obtained period. The light will also come on to indicate a
when the flow arrow on the diverter valve is horizon - malfunction in the windshield deicing circuit, a
tal. Maximum foot warming is obtained when the system power failure, or if the battery is the sole
flow arrow is perpendicular to the flow. source of electrical power. I f the cause is due to an
overtemperature condition, continued use can result
CANOPY DEFOG SYSTEM in windshield cracking.
Defogging of the canopy and windshield panels is
WINDSHIELD RAIN REMOVAL SYSTEM
accomplished by defog tubes , which discharge
precooled engine bleed air . For ground operation and to aid in flight rain
removal when flying at low speed. an air jet blast ,
CANOPY DEFOG CONTROL
utilizing precooled bleed air, provides rain removal
The canopy defog control (figure 1-30), placarded over the windshield center panel. The electrically-
CANOPY DEFOG, is a rotary control located on the operated shutoff valve is controlled by the rain
environment control panel. It is used to manually removal switch.
control the amount of precooled engine bleed air
flowing through the defog tubes along the base of WINDSHIELD WASH SYSTEM G!J
the canopy. The control positions are placarded OFF
and MAX, with arrows indicating direction of rota- A wash system for removing gun gas residue from
I tion. The control should be used during descents to the windshield and side panels is provided. A three-
gallon wash solution tank is located in the forward
provide maximum windshield anti fog protection.
portion of the nose wheelwell . Approximately one
WINDSHIELD DEFOG/DEICE SYSTEM half gallon of solution is used during each wash cycle.
The rain removal nozzle includes a wash solution
The center windsh ield panel interior surface is deiced nozzle . The system is controlled by the rain removal /
and defogged by heat from an element embedded windshield wash switch.

I
near the outer surface of the windshield center panel.
The windshield heater is controlled by the windshield
defog/ deice switch . WARNING
WINDSHIELD DEFOG/DEICE SWITCH
• The windshield wash system should not be
The windshield defog/ deice switch (figure 1-30),
used anytime forward vision is essential
placarded WINDSHIELD DEFOG / DEICE, located
since forward vision is obsured during the
on the environment control panel, is a two-position
wash cycle.
toggle switch used to control the electrically heated
deicing circuit in the windshield. In DEFOG / DEICE,
RAIN REMOVAL/WINDSHIELD WASH SWITCH
left AC system bus power energizes the element
embedded in the windshield. Placing the switch in
The rain removal/windshield wash switch (figure
OFF deactivates the system. The DEFOG/DEICE
position shall be selected anytime windshield fog- 1-30), is a three-position switch placarded RAIN

I ging or Icing conditions are suspected during flight. REMOVE, OFF, and WASH. When positioned to
RAIN REMOVE, an airjet blast of engine bleed air
from the precooler is directed to facilitate rain

1-66 Change 5
TO 1A-10A-1

removal of the windshield. The swi tch is spring- automatic. Input s are processed and converted as
loaded from WASH to OFF. Momentarily posi- appropriate, to analog or digital data. Systems receiv-
tioning the switch to WASH activates the circuit for ing CADC outputs include the INS, HUD, altimeter,
30 seconds (wash 6 seconds and purge 24 seconds). IFF, and caution light panel. During normal opera-
On []]], the switch is a two-position swi tch, pla- tion the CADC continuously monitors its perform-
carded RAIN REMOVE and OFF, and the wash ance. If a malfunction occurs, the CADC caution
solution is not provided. The switch is powered by light on the caution light panel comes on, airspeed
the left DC bus. and altitude are not displayed on the HUD. and a
CADC error message will be displayed on the CDU
ANTI-G GARMENT SYSTEM alphanumeric display. On the ground, the CADC
outputs an arbitrary 70 KIAS value. The self-test
The anti-g garment system (figure 1-29), consists of a mode, activated by depressing the CADC BIT switch
pressure regulating va lve which supplies air to the indicator on the CDU, will display 300 knots and
garment upon accelerations of 1.75 g or greater. A 5,000 feet on the HUD for 3 - 5 seconds. The
test button (20. figtlre FO-2) is provided to simulate CADC receives power from the right AC bus and
operation under g loading . DC power from the right DC essential bus.

FLIGHT INSTRUMENTS CADC Caution light 1621


PITOT-STATIC SYSTEM The CADC caution light (figure 1-65), located on the
caution light panel, will come on when CADC data is
The pitot-static system consists of a pitot-static unreliable, or the CADC has failed.
probe, located in a boom on the leading edge of the
right wing. The probe supp lies impact air pressure to Altimeter
the ai rspeed indicator and "Q" sensors. Static pres-
sure is supplied to the airspeed indicator, "Q" sen- The altimeter (figure 1-33) is a combined pneumatic
sors, altitude computer on ~, the CADC on ~, altimeter and servo repeater indicator. The pneumatic
and the VVI. mode operates in a normal barometric manner. The
normal mode of operation is the servoed mode,
The pitot-static system functions automatically. which is obtained by placing the function switch on
However, the pilOt-static probe contains a heating the lower right corner of the instrument case in
device controlled by a switch in the cockpit. RESET or ELECT, when normal aircraft power is
available. During pneumatic operation, a STBY or
Pitot Heater Switch PNEU nag appears on the instrument face to in-
dicate pneumatic operation.
The pi tot heater switch (figure 1-:30), placarded
PITOT HEAT and OFF, is located on the environ- When transferring modes, hold the function switch
ment control panel. HEAT supplies power from the momentarily in the selected mode to allow system

I left AC bus to the pitot heater and total tempera-


ture probe and power from the right AC bus to the
AOA vane heater and the lift transducer vane.
transfer.

During pneumatic operations, an internal vibrato r


operates to minimize friction to allow a smoot her
Central Air Data Computer 1621 display during altitude changes . A quivering pointer
and counter-drum may be noticeable due to vibra-
The CADC receives inputs of static and pi tot pres- tions set up by the vibrato r . This is an indication that
sure from the pitot static system, total temperature the vibrator is operating and normal, provided excur-
from the total temperature probe, and barometric sions of the pointer are not excessive. Should vibra-
pressure from the altimeter (see figure 1-32). The in- tor failure occur, the altimeter continues to function
puts are used by the CADC to provide electrical out- pneumatically, but the quivering will not be present
puts to aircraft systems. The CADC operates in two and a less-smooth movement of the instrument dis-
modes, normal and self-test. The normal mode is play is evident with changes in altitude.

Change 8 1-67
T.O. 1A-10A-1

CENTRAL AIR DATA COMPUTER AND INTERFACES 1621

WING
STATIC PRESSURE
....... SARO CORRECTED
ALTITUDE
....
r'

MOUNTED ALTIMETER
PITOT -STATIC
PROSE TOTAL PRESSURE ....
r'
ALTITUDE VALID ......
.

CAUTION
115 VAC .400 Hz
...... CADC VALID (28 VDC)
...... LIGHT
PANEL

26 VAC
...... CADC DIGITAL ALTITUDE
REPORTING
.....
ALTIMETER IFF

BARO SET ...... FAILURE WARNING .


...

......
..... CADC FAIL

PRESSURE ALTITUDE.
HU D
CDU BIT INITIATE
.......
SARO-CORRECTED
ALTITUDE. TAS . CAS.
.......
TFAT

TOTAL
TEMPERATURE
PROBE
TFAT ....
r'
PRES SU RE ALTITU DE .
SARO-CORRECTED
ALTITUDE. TAS. CAS.
.... INU

TFAT

1- 101\ -1 -77

Fi gure 1-32

1-68
T.O. 1A-10A-1

ALTIMETER
STANDBY
WARNING FLAG lOa-FOOT DRUM
lOoo-FOOT C

BAROMETRIC SCALE

10, ()()()-FOOT COUNTER


(LOW ALTITUDE WARNING loo-FOOT POINTER
SYMBOL)

BAROMETRIC FUNCTION SWITCH


PRESSURE
SET KNOB

AAU-19IA ALTIMETER PRESENTATION ~

AAU-34IA ALTIMETER PRESENTATION @] 1-1 0A -I- 53

Figure 1-33

WARNING I occurs, do not force the setting. Applica-


tion of force may cause internal gear dis-
engagement , thereby resulting in excessive
altitude errors in both the standby and
• During pneumatic operation, if the servo modes. If locking occurs, the
altimeter's internal vibrator is inoperative required setting may be established by
due to either internal failure or DC power rotating the knobs a full turn in the
failure, the 100-foot pointer may momen- opposite direction and approaching the
tarily hang up when passing through 0 (12 setting carefully .
o'clock position). If the vibrator has
failed, the 100-foot pointer hangup can be
minimized by tapping the case of the
• If altimeter setting knob can be moved in
altimeter.
or out and the pointer moves without a
• During normal use of the barometric corresponding change of the barometric
pressure set system, momentary locking of setting when the knob is rotated, the al-
barocounters may be experienced. If this timeter is unacceptable for flight.

1-69
T.O. 1A-10A-1

Airspeed Indicator
HARS Caution light 1641
The airspeed indicator (25, figure FO-I), on the in-
The HARS caution light (figure 1-65), located on the
strument panel, is graduated CW from a 50-knot caution light panel, comes on when the HARS head-
minimum indication in increment.s of 10 knots to a ing or attitude is invalid, whether INS or HARS is
maximum indication of 550 knots. A barrel in the selected as the operating attitude reference system.
top center of the dial displays a scale from 0 - 100
knots, in 2-knot increments. The striped pointer, HARS Fast Erect Switch
which is altitude compensated, moves to indicate the
limiting structural airspeed or the airspeed represent- A HARS fast erect switch (figure I -35), located on
ing the limiting Mach number. A yellow mark indi- the control stick on @], also serves as the nosewheel
cates the limiting airspeed for use of full wing flaps steering button. On ~, the HARS fast erect switch
and gear extension. The airspeed indicator operates is located on the left side of the main instrument
from inputs of impact and static pressures. On @], panel and is independent of the nosewheel steering.
the airspeed indicator provides speed data to the The fast erect switch is used to eliminate errors in
HUD, and the HUD airspeed scale should read HARS attitude displays. To prevent erection to a

I
within 4 knots of the cockpit airspeed indicator. false vertical, the fast erect switch should be de-
pressed only during straight and level, unaccelerated
Vertical Velocity Indicator flight. The fast erect function will operate on the
ground or in the air. When HARS is the operating
The VVI (27, figure FO-I), on the instrument panel, attitude reference, depressing the HARS fast erect
is a static pressure instrument receiving inputs directly switch will cause the ADI and HSI power off flags to
from the pitot-static probe. The VVI provides rate of come into view, and will remove pitch angle and roll
climb, or descent, in feet per minute. The indicator is bar displays from the HUD.
calibrated in thousands of feet per minute. From 0 -
1,000 feet, up or down, the scale is in increments of Slaved Mode Operation
100 feet. The slaved mode of operation is the normal mode of
heading reference. The controls and indicators in-
HEADING ATTITUDE REFERENCE SYSTEM volved are the SLAVE-DG mode selector, the PUSH-
TO-SYNC control, and the SYN-IND annunciator.
The HARS consists of a gyro platform, an amplifier, The slaved mode is initiated by placing the SLA VE-
and a control panel (figure 1-34). On @]' the HARS DG mode selector switch in SLAVE, the N-S toggle
provides pitch and roll signals to the ADI, heading switch to the appropriate northern (N) or southern
data to the T ACAN and the compass card in the (S) hemisphere position, and the LA T control to the
HSI, bank angle to the Beta Dot SAS, and pitch and correct latitude.
roll attitude to the HUD. A HARS failure is indi- In slaved mode, the heading signal inputs are slaved
cated when the ADI off flag is displayed and HUD so that heading output agrees with the magnetic
roll tabs are not displayed. In addition, the HARS heading sensed by the remote compass transmitter.
supplies turn rate signals to the turn needle in the The SYN-IND annunciator on the HARS control
ADI. On ~, the HARS is a backup heading and panel displays the magnitude and polarity of slaved
attitude system. HARS will automatically supply heading error. The system can be synchronized
heading and attitude information when aircraft power manually (much faster than by the normal slaving
is initially applied, the INS is off, the INS is in an rate) by use of the PUSH-TO-SYNC control on the
alignment mode, or the INS attitude fails. HARS can HARS control panel. Depressing the PUSH-TO-
be selected, but not deselected, by depressing the SYNC control causes the system to synchronize, and
HARS switch-indicator on the navigation mode select the pointer on the SYN-IND annunciator will center.
panel. HARS can be deselected (operative INS) by In normal flight operation, slight movement of the
selecting NA V CRS or MAN on the navigation mode SYN-IND annunciator pointer about the center mark
select panel. On ~, a HARS/SAS validity assembly indicates proper slaving action.
monitors the performance of HARS roll and pitch,
and if a failure is detected, yaw SAS is automatically Automatic synchronization takes place on power ap-
disengaged. The HARS is powered by the right AC plication and whenever the SLA VE-DG mode selector
bus . is switched from DG to SLAVE mode.

1-70 Change 1
T.O. 1A-10A-1

HEADING ATTITUDE REFERENCE SYSTEM CONTROL PANEL

1- 10A - I-54

Control Position or
Indicator Display Function

SYN-IND Indicates synchronization between HARS outpu t and the remote


(annunciator) compass transmitter when in SLAVE mode . When the system is
not synchronized, the SYN-IND annunciator indicates in which
direction the system must be corrected.

Mode selector Selects HARS mode of operation.


switch
SLAVE The system aligns with the remote compass transmitter, causing
the system to operate as a gyro-stabilized magnetic compass .
SLA VE is the normal operat ing mode.

DG The remote compass transmitter is disconnected from the


system, reverting operation to that of a basic directional
gyroscope.

LA T correction Corrects the system for the apparent drift of the directio nal and
control vertical gyros caused by the earth's rotation. The direction of
correction for the northern or southern hemisphere is selected
by the N-S hemisphere selector switch. The latitude correction is
applied in both SLAVE and DG modes of operation .

Figure 1-34. (Sheet 1 of 2)

1-71
T.O. 1A-10A-1

Control Position or
Indicator Display Function

N-S hemisphere Determines polarity of OG earth rat e correction.


selector switch

MAG VAR Compensates for magnetic variation. The MAG VAR switch is
switch set to the position which provides the closest representation of
the magnetic variation at the aircraft's position, providing
improved earth rate correction.

HOG PUSH- Provides fast synchronization of heading.


TO-SYNC
control
Pushed In In SLAVE mode, synchronizes the system to I 0 within 6
seconds.

In DG mode, turning the control changes heading output at a


rate proportional to knob displacement to a maximum of 30 0
per second.

Figure 1-34. (Sheet 2 o f 2)

HARS FAST ERECT / INS MARK/ UPDATE SWITCH

HARS FAST ERECT


SWITCH ~

NOSEWHEEL STEER ING

HARS FAST ERECT SWITCH @


INS MARK/UP DATE SWITCH [@
(AIRBORNE FUNCTION ONLY)

l- IOA -1- 70

Figure 1-35

1-72
TO 1A-10A-1

Vertical Gyro Operation Angle-of-Attack Indexer

The vertical gyro provides pitch and roll information The AOA indexer (3, figure FO - I) presents AOA
to aircraft systems and vertical information to the information during a landing approach by di spla ying
DG . The vertical gyro is erected to local gravity. illuminated symbols low-speed symbol" \I " (red).
on-speed symbol "circle" (green). and high -speed
DG Mode Operation symbol" 1\" (amber). Slightl y low / high speed is in-
dicated by the on-speed and low / high-speed sy mbol s
coming on simultaneously.
The DG mode of operation is a backup mode of
heading reference in the event of a malfunction in
The AOA indexer light s operate onl y when the nose
the slave mode .
gear is dO\vn. The lightin g control is located on the
auxiliary lighting control pa nel (fi gure 1-65) and is
Th e heading indicator can be aligned by placing the powered by the right DC bu s.
mode selector switch in DG and pushing in and rotat-
ing the HDG PUSH-TO-SYNC control until HSI STALL WARNING SYSTEM
heading agrees with the standby compass.
Stall warning is pro\'ided in the la nding approac h
In the DG mode, no heading information is received configuration (landin g gear down or flap swit ch in
from the remote compass transmitter. DN) by a mechanical sti ck shak er ope rated off th e
AOA system . The sti ck shaker provides mild agit a-
ANGLE-OF-ATTACK SYSTEM tion of the control stick 4 - 12 knot s prior to win g
stall in unaccelera ted (1 g) fli ght. The stick shak er i ~
The AOA system consists of a vane-transmitter, a powered by the auxiliar y DC essential bu s. St a ll
coc kpit indicator , and indexer light s. The vane- warning is provided in the clean configuration (land -
tran smitter is located on the left side of the forward ing gear up and flap switch no t in DN position) by
fu sela ge . an audible 600 H z chopped tone . Tone activation is
initiated by the Alpha/ Mach co mputer as a fun cti o n
of AOA and t\;ACH . The AOA is mea sured by a lift
The AOA system measures the angle between the tran sducer vane mounted on the lo wer side of the le ft
lo ngitudinal axis of the aircraft and the relative wind . wing leading edge . Thi s lift tra nsduce r is independe nt
Thi s in forma tion is presented in the cockpit on the of the AOA system which initiates the stick shak er .
AOA ind icator and AOA indexer. The vane trans- A steady-pea k performance tone is generated approx-
mitter is provided with a heater which is controlled imately two AOA unit s prio r to stall and a chopped
by the pitot heater switch . stall warning tone is generated approximately one
AOA unit before stall. The chopped stall warning
tone does not change in volume or frequency as
Angle-of-Attack Indicator AOA increases. Thu s. actual wing stall or depth o f
stall are not indicated by thi s system . The two
headset tones are controll ed by separate \olume
The AOA indicator (24, figure FO-1), is placarded knob s on the stall warning control panel. The a udio
ANGLE OF ATTACK. The scale is calibrated from stall warning system is powered by the DC essenti a l
o - 30 arbitrary units, in single unit increments, bu s. On 0. ignition is pro\ided to both en gines
increasing in a CCW direction. Reference marks during act ivation of sta ll warning chopped tone and
are provided as follows: At 15.6 scale units a ree- for I second after termination of stall warning,
tangular maximum range index; at 17.5 scale units

I
a triangular maximum endurance index; at 21.5/
mol 20.0 scale units a T-shaped approach index; On 11021. stall warning is provided in the landing
't'rOrTl 23.8 - 24.5/[!IQJ 23.1 - 23.8 scale units a approach configuration (gear DOWN and / or flap
striped stall warnmg index. The red (OFF) flag will switch MVR / DN) by both the mechanical stick
appear at the 3 o'clock position when the unit shaker operated off the AOA system and audible
experiences a loss of power. tones operated off the lift transducer vane .

Change 8 1-73
T.O. 1A-10A-1

Stall Warning Control Panel ACCELEROMETER


The stall warning control panel (figure 1-36) has two
volume controls, placarded STALL and PEAK The accelerometer (2, figure FO-I) is suspended from
PRFM . The STALL volume control sets the volume the left side of the windshield bow.
of the chopped tone and has a minimum level equal
to the landing gear warning volume. The PEAK
NOTE
PRFM volume control sets the volume of the steady
tone and can be reduced to zero at the piJ'ot's
discretion. • When the GAU18A gun is being fired, air-
frame vibration will cause the accelerom-
Stall System Caution Light
eter needles to oscillate wildly, giving false
The stall caution light (figure 1-65), on the caution maximum positive and t:1egative readings
light panel, is placarded STALL SYS. The light com- which may exceed aircraft limits . The ac-
ing on indicates a power failure in the Alpha/Mach celerometer should be zeroed after gunfir-
computer. ing to record subsequent g levels.

STALL WARNING CONTROL PANEL

STALl- VOL - PEAK PRFM

@ 0 0 ~

1-IOA-I-57

Figure 1-36

1-74
T.O: 1A-10A-1

CLO CK and warning flag, and course warning flag. T he AD I


is powered by the right AC bus.
The clock (23, fi gure FO-I), on the instrument panel,
is a conventional 8-day mechanical stem-wound HORIZON TAL SITUATION INDICATOR
clock.
The HSI (figure 1-38), located on the instrument
ATTITUD E DIRECTOR INDICATOR panel, displays a plan view of navigatio n and posi-
tioning information . The HSI presents magnetic
The ADI (figure 1-37), located on ·the instrument heading, bearing informatio n from INS, TACAN
panel , provides a display of aircraft pitch and bank and/ or ADF, command heading information , cou rse
attitude relative to the horizon. The A DI co nsists of in fo rmation, DME and TO-FROM informati on from
a two-tone attitude sphere with graduated pitch a selected T ACAN station or INS steerpoint, and
references, fixed miniature aircraft, turn and slip in- displacement of aircraft from a selected course.
dicator, pitch trim knob, pitch and bank steering The HSI compass card, bearing poi nter, and course
bars, ADI off flag, glide slope deviation indicator deviation scale are powered by the right AC bus.

ATIITUDE DIRECTOR INDICATOR (ADI)


BAN K
STEERING
BAR
PITCH
STEERING
BAR

GLIDE SLOPE
INDICATOR

HORI ZON BAR

MINIATU RE
AIRCRAFT

GLI DE SLOPE BANK SCALE


DEVIATION
(] PITCH TRIM
SCALE
INDEX

ATTITUDE WARNING
FLAG (OFF) PITCH TRIM
KNOB

GROUND TURN AND BANK


PERSPECTIVE SLI P I ND ICATOR POINTER
LINES

l -IOA- l - SS

Figure 1-37

1-75
T.O. 1A-10A-1

HORIZONTAL SITUATION INDICATOR

BEAR ING PO INTER


BEA RING POINTER NUM BER 2 (HEA D)
NUMBER 1 (HEAD ) HEA DING
COMPASS MAR KER
CARD COURSE
SELECTOR
WINDOW

RANGE POWER OFF


IND ICATOR WARN ING
FLAG

COURSE
DEVIATION
COURSE
INDICATOR
ARROW
(HEAD)

BEARING
VALIDITY
TO-FROM
FLAG
IN DICATOR

AIRCRA FT COURSE
SYMBOL SET KNOB

HEAD ING BEAR ING POINTER


SET KNOB NUMBER 2 (TAIL)

1-I OA-l-S6

Figure 1-38

ADI and HSI Power Off Flags • During heading synchroni zatio n in the SLAVE
mode when operatin g in the HA RS mode .

A power off flag in either ar both instruments, under


The A Dl and HSI power off flags serve two func- circumstances other th a n t hose li sted previously, in-
tions. T he firs t is an indication of power loss to dicates a malfun ction.
eit her indicator. Only the flag of the instrument that
has los t power will come into view . The second is to
indica te when t he HARS malfunction monitoring cir- WARNI NG'
cu itry detects an invalid condition existing in the
HARS . During normal operation the ADl and HSI
power off flags will be in view under any of the • Failure of certain component s can result in
fo llow ing co nditions: erro neous or complete loss of attitude and
heading presentat ions without a visible
• During the initial start cycle (approximately 90 OFF flag . It is imperati ve that the ADl
seconds) and HSI be cross-checked with other flight
instruments when under actual or simu-
II Whenever the fast erect switch is depressed in the lated instrument co nditions.
HARS mode

1-76
TO 1A-10A-1

STANDBY FLIGHT INSTRUMENTS TACAN (AN/ARN-118 (V))

STANDBY COMPASS The T ACAN set (figure 1-43) provides the pilot with
a continuous line-of-sight range and bearing to a
The standby compass (5, figure FO-I) is a conven- ground T ACAN station, or to a suitably equipped
tional liquid filled magnetic compass. cooperating aircraft. The A-IO can provide AI A
range information to another A-IO or suitably
STANDBY ATTITUDE INDICATOR equipped aircraft, but cannot provide AI A bearing
information. The T ACAN set displays navigation
The SAl (20, figure FO-l) provides an independent data on the HSI.
attitude indicating system in the event of failure of
TACAN-HSI Display
the AD!. The SAl receives its pitch and roll infor-
mation from a self-contained gyro, powered by the The TACAN information displayed on the HSI is in
DC essential bus, and will provide usable roll and
I pitch information within ±6° for a minimum of 9
minutes after loss of electrical power. A red warn-
accordance with the mode selected at the navigation
mode select panel.
ing flag will come into view whenever the indicator
When the TCN mode has been selected ( 6 is on)
is caged or when electrical power is interrupted.
and on ~ UHF I ADF not selected, bearing informa-
tion will be displayed at all times by bearing pointer
A pull-to-cage knob, located on the right side of the 1. When bearing lock-on occurs, the bearing validity
instrument face, provides for pitch trim adjustment. flag will be out of view. When range lock -on occurs
With the knob fully extended and rotated to the ex- the range shutter will uncover the MILES indicator
treme CW position, the gyro will remain caged and which displays the T ACAN station range. 1f the
the knob will remain locked in the extended position. course pointer is positioned approximately within
Avoid snap release when uncaging. ± 90 0 of the bearing pointer, the TO-FROM indica-
tor will indicate TO. If the course pointer is approxi-
At high AOA it may not always be possible to super- mately more than ± 90° displaced from the bearing
impose the miniature aircraft on the horizon bar in pointer, the TO-FROM indicator will indicate
level flight. FROM.

COMMUNICATION/NAVIGATION The T ACAN, operating in conjunction with the HSI,


provides the pilot with a course deviation function.
See figure 1-39 for a listing of communications and The pilot, using the COURSE SET knob, selects a
navigation aids installed in the aircraft. desired T ACAN radial or course. The course devia-
tion bar will deflect either to the right or left of the
ANTENNA LOCATIONS course pointer. This indicates the aircraft is either to
the right or left of the selected course. Within ap-
Antennas used with the communication and naviga- proximately ± 10 0 of the selected course, the course
tion equipment installed in the aircraft are illustrated deviation bar will indicate the relative position of the
in figure 1-40. aircraft from the selected course. When the course
deviation bar is aligned with the course pointer, the
NAVIGATION MODE SELECT PANEL aircraft is on the selected course or radial.

The navigation mode select panel (figure 1-41) is T ACAN Controls


located on the instrument panel, and provides a cen-
The T ACAN set control panel (figure 1-43) contains
tral control point and display for inputs from naviga-
all controls necessary for channel selection, operating
tion systems to the HSI and ADI. The navigation
mode selection, pulse mode selection (X or V), vol-
mode select panel contains seven pushbutton type
ume control, and self-test.
switch-indicators, a two-position toggle switch, and
two HOMING (UHF and FM) indicator lights. A T ACAN Antennas
triangle symbol in the lower half of each switch-
indicator will come on to signify selected display The T ACAN antenna system consists of an upper
mode. See figure \-42 for navigation interfaces with and lower antenna which are shared with the UHF
the ADI and HSI. radio.

Change 8 1-77
T.O. 1A-10A-1

COMMUNICATIONS AND NAVIGATION AIDS

Type Designation Function Range Control Location

VHF/FM Radio FM-622A Provides two-way communications Line of sight Left console
~ in the frequency modulation band of
30 - 75.95 MHz.

VHF/FM Radio AN/ARC- Provides two-way communications Line of sight Left console
~ 186(V) in the frequency modulation band of
30 - 76 MHz . 20 preset channels
may be stored.

VHF/AM Radio Wilcox 807A Provides two-way communications Line of sight Left console
~ in the 116.000 - 149.975 MHz
band.

VHF/AM Radio AN/ARC- Provides two-way communications Line of sight Left console
~ 186(V) in the 116.000 - 151.975 MHz
band . 20 preset channels may be
stored.

UHF Radio AN/ARC- Provides UHF communications and Line of sight Left console
164(V) ADF in the 225.000 - 399 .975
MHz frequency range. 20 preset
channels may be stored .

Intercommuni- AIC-18 Aircraft communication center; per- Dependent Left console


cations System mits audio monitoring and transmit- on function
ter selection. All audio signals and selected
landing gear warning signals are
routed through the AIC-18. During
ground operations permits inter-
phone communication between pilot
and groundcrew.

Airborne AN/APX-l0l Provides automatic radar identifica- Line of sight Left console
Transponder tion to suitably equipped challenging
(IFF) aircraft, surface ships, and ground
facilities within range.
...
TACAN AN/ARN - Provides navigational information in Line of sight Right console
System 118(V) conjunction with a surface naviga-
tion beacon or with another airplane
equipped with similar T ACAN
system .

X-Band Radar AN/UPN-25 Enhances the control and vectoring Line of sight Left console
System capability of the aircraft by ground
or air based radars.

Figure 1-39. (Sheet 1 of 2)

1-78
T.O . 1A-10A-1

COMMUNICATIONS AND NAVIGATION AIDS (CONT)

Type Designation Function Range Control Location

Automatic Provides bearing information to Line of sight Left console


Direction Finder selected station transmitting on (thru UHF radiol
UHF.

ILS ~ AN I ARN - 1 08 . Provides vertical and horizontal Right console


guidance information for instrument
landings.

INS ~ Provides heading, attitude, ground Right console


speed, T AS , winds, course to desti-
nation or steerpoint, and present
position data for worldwide naviga-
tion capability.

Figure 1-39. (Sheet 2 of 2)

T ACAN Modes of Operation T ACAN Operation

The TACAN set has four modes of operation: re- To operate the TACAN, proceed as fo llows:
ceive, transmit-receive, ai r-to-air receive, and air-to-
air transmit-receive. Refer to figure 1-43 for a de- 1. Set operating mode (OFF-REC-T / R - A l A
scription of each mode of operation. REC - AI A T I R) selector switch to desired mode.
Allow a 90-second warmup period.
The TACAN set has two self-test modes . The manual
self-test mode is initiated by setti ng t~e mode switch NOTE
to T I R and depressing the TEST pushbutton. If the
TEST indicator is still on at the end of the self-test • T I R and AI A T I R modes should not be
cycle, a malfunction or failure has occurred. The test used when radio silence conditions are im-
should then be repeated in the REC mode. If the posed . Do not use channels 1 - 9, 64 - n,
TEST indicator is not on at the end of the self-test and 126 in AI A modes, due to IFF
cycle in the REC mode , the malfunction is probably interference .
in the transmitter and the bearing information is
valid. If the TEST indicator is on at the end of the When operating in either of the A I A modes , the fre-
self-test cycle in the REC mode , all information quency of the master aircraft and all receiver aircraft
received should be considered invalid. Self-test mode must be in the same X/Y mode and spaced 63 chan-
can be terminated at any time by rotating either a nels apart, i.e. MASTER: Y mode channel 10,
channel knob or the mode selector. The automatiC Receivers: Y mode channel 73. Additionally, when
self-test mode occurs automatically whenever the multiple flights are using AI A mode in close
received signal becomes unreliable or is lost (memory geographical proximity, paired channels should be
time elapsed). If the TEST indicator is found to ' be spaced at least two channels apart.
on in flight, a manual self-test should be initiated ·to
confirm the malfunction and to determine 2. Rotate two channel switches to desired channel,
limitations. as displayed in CHANNEL indicator window.

1-79
T.O. 1A-10A-1

ANTENNA LOCA TIONS/IFF CODING

X-BAND RADAR

RADAR WARNING
mJ

C/ D BAND RADAR Wl
WARNING ~
OR L-BAND RADAR
WARNING Iiiil )DA1i1tRNING

~ARWARNING

IFF

MARKER BEACON
mJ VHF/AM

VHF/FM

RADAR WARNING . ~

~ CHAFF/FLARE
PROGRAMMER
CONTROL
@]

l .1-1 0A - l -l l

Figure 1-40

1-80 Change 1
T.O.1A-10A-1

NAVIGATION MODE SELECT PANEL

- -.-!

F~)
\-- -

OR

• OR

I 10:,w J w 17
w

Control or Indicator Position Function

TCN switch-indicator Depress Selects TACAN for display on HSI and on ~ , ADI bank
steering.

TCN-VOR/LRN or Nonfunctional.
TCN-LRN toggle
switch ~ [li)

VOR-ILS switch- Nonfunctional.


indicator @I)

LRN switch-indicator Nonfunctional.

PT STOW switch- Depress Stows the following indicators on the AD! out of view: bank
indicator ~ steering bar, pitch steering bar, and course warning flag .

PTR switch ~ ABLE Enables the pitch/bank steering bars and the course warning
flag on the ADI.

STOW Stows the pitch/bank steering bars and the course warning flag,
except when TISL or FM homing is selected.

Figure 1-41. (Sheet 1 of 2)

1-81
T.O. 1A-10A-1

Control or Indicator Position Function

MAN switch-indicator Depress In conjunction with the heading set knob on the HSI,
~ steering information is displayed on the ADI. Interl ocked wi th
NA V, ILS, and LSS .

MAN switch-indicator Depress Same as NA V CRS , except the COl is nonfunctional.


~
NA V switch-indicator Depress TACAN steering information is displayed on the AD!.
~ Interl ocked with MAN, ILS, and LSS.

ILS switch-indicator Depress ILS steering a nd raw glide slope information are displayed
l@~ on the AD!. Raw localizer information is displayed on the HSI.
Interlocked with MAN, NAV, and LSS .

LSS switch-indicator Depress T1SL (laser spot seeker) raw azimuth and elevation pointing
~IDJ data is displayed on the AD!. The LSS or TISL switch-
TISL switch-indicator indicator has priority over the FM light and when depressed
l@ the FM light will not come on. On ~, interlocked with
MAN, NAV, and ILS.

UHF light C l~ meso n amber when ADF mode is selected on the UHF con-
trol panel.

FM light Comes on amber when homing mode is selected on VHF / FM


control panel and the LSS or TISL mode has not been selected.
When the homing mode is selected, course deviation and relative
signal strength will be displayed on the ADI via the pitch / bank
steering bars. On ~, the FM light will not come on nor will
homing data be displayed on the AD! if any switch-indicator
controlling AD! d isplays is selected. On [g), only TISL takes
precedence over VHF I FM when selected.

HARS switch-indicator Depress Selects HARS as the operating heading and attitude system
~ providing this data to the AD!, HSI, and HUD

LOC switch-indicator Depress Localizer steering data is displayed on the ADI and raw
~ localizer information is di splayed on the HSI.

NA VCRS switch- Depress Selects INS as the operat.ing heading, steering and attitude
indicator [g) system and provides this data to the ADI, HSI, and HUD .
Pitch and bank steering bars are stowed out of view.

Figure \-41. (Sheet 2 of 2)

1-82
\j

NAVIGATION INTERFACE CHART ~


SWITCH-
INDICA TOR(S) HSI BEARING HSI BEARING HSI RANGE HSI HEADI
SELECTED POINTER #1 POINTER #2 INDICATOR HSI CDI MARKER

MAGNETIC MAGNETIC DISTANCE TO DEVIATION HEADING


BEARING TO BEARING SELECTED FROM SELECTED
I T~N I SELECTED TO UHF TACAN TACAN HEADING
TACAN STATION STATION COURSE KNOB
STATION WHEN ADF
SELECTED
I
MAGNETIC MAGNETIC DISTANCE DEVIATION HEADING
BEARING TO BEARING TO FROM SELECTED
I T~N I SELECTED TO UHF SELECTED TACAN HEADING
TACAN STATION TACAN COURSE KNOB
-
~
IV
STATION WHEN ADF STATION I
SELECTED
I NAV I
L~

HEADING
- - - - SELECTED
[ M:N J HEADING
KNOB

MAGNETIC MAGNETIC DISTANCE TO RAW HEADING


I T~N I BEARING TO BEARING SELECTED LOCALIZER SELECTED
SELECTED TO UHF TACAN INFORMA- HEADING
TACAN STATION STATION TION KNOB
STATION WHEN ADF
SELECTED
I ilLS ]
ll_~ _- I
I I I
I
Co
- NAVIGATION INTERFACE CHART 1621
~

SWITCH-
INDICATOR(S) HSI BEARING HSI BEARING HSI RANGE HSI HEADING
(')
:::r SELECTED POINTER #1 POINTER #2 INDICATOR HSI COl MARKER

:J
OQ
(1) TACAN STEERPOINT DISTANCE TO DEVIATION WIND
ex> INAV~CRS I BEARING BEARING STEERPOINT FROM CORRECTED
* STEERPOINT STEERPOINT
COURSE BEARING

TACAN STEERPOINT DISTANCE TO NON-FUNC- WIND


BEARING BEARING STEERPOINT TIONAL CORRECTED
I M:N I * STEERPOINT
BEARING

"l"l TACAN SLAVED TO DISTANCE TO NON-FUNC- HEADING


ciQ"
..,c I H:RS I BEARING BEARING SELECTED TIONAL SELECTED BY
t1> * POINTER #1 TACAN HEADING SET
I STATION KNOB
IV
-"'"
TACAN STEERPOINT DISTANCE TO DEVIATION HEADING
BEARING BEARING SELECTED FROM SELECTED B
I T~N I * TACAN TACAN HEADING SE
IV STATION COURSE KNOB
o
...., (INS MODE)
~
TACAN SLAVED TO DISTANCE TO DEVIATION HEADING
BEARING BEARING SELECTED FROM SELECTED BY
I T~N I * POINTER #1 TACAN TACAN HEADING SET
STATION COURSE KNOB

I H:RS I

TACAN STEERPOINT DISTANCE TO RAW HEADING


BEARING BEARING SELECTED LOCALIZER SELECTED BY
l l~ I * TACAN INFORMA- HEADING SET
STATION TION KNOB
(INS MODE)
----'---- --_._- --------------
* ADF BEARING IF UHF ADF SELECTED
T.O. 1A-10A-1

TACAN CONTROL PANEl-AN/ARN-118(V)

1\ 1-10A - l - S8

Control Position or
Indicator Displc:y Function

CH ANNEL digital Displays T ACAN channel selected by the two channel selector
display switches.

X/Y pulse mode Permits selection of either X or Y pulse mode of operation.


selector switch
(outer ring
CHANNEL units
selector switch)

VOL control Controls the volume of the station identification.

Operating mode OFF Disconnects power to T ACAN set.


selector switch

REC T ACAN set operates in receive mode only and provides bearing
information, course deviation, and station identification.

Figure 1-43 . (Sheet 1 0 f 2)

Change 6 1-85
T.O. 1A-10A-1

Control Position or
Indicator Display Function

Operating mode T/R T ACAN set operates in both transmit and receive modes,
selector switch providing bearing, range, deviation, and station identification
(Cont) information.

A l A REC T ACAN set provides air-to-air bearing information when


operating with a suitably equipped reference aircraft.

Al A T/ R T ACAN system provides range and relative bearing to a suitably


equipped, cooperating aircraft. If the reference aircraft is not
equipped with bearing producing equipment, only slant-range is
provided. The A-IO is not equipped with bearing producing
equipment. In this mode, the T ACAN system provides distance
replies to other aircraft when interrogated.

Channel selector Selects the desired T ACAN channel.


control

TEST Pressed Initiates T ACAN self-test mode. In self-test mode, HSI indica-
pushbutton tions are; distance shutter in view, course deviation flag in view,
bearing pointers slew to 270 ° for nominal 7 seconds. After 7
seconds, distance shutter and course deviation flag go out of
view, distance indicator indicates 000 miles, bearing pointers lock
onto 180°. After nominal 15 seconds, distance and bearing flags
come into view and bearing pointers rotate CCW.

TEST indicator Lights when malfunction occurs during manual or automatic


system self-test. Flashes at start of test cycle to check indicator
lamp.

Figure 1-43. (Sheet 2 of 2)

3. Set X / Y switch to the desired X or Y mode. INSTRUMENT LANDING SYSTEM 1471


The X mode should be selected unless otherwise
required by the appropriate flight publications. The ILS consists of a receiver (ANI ARN-108),
control panel, and three antennas for the reception of
4. Pull out the TCN monitor switch on intercom localizer, glide slope, and marker beacon Signals.
control panel and adjust VOL control on T ACAN
panel for desired audio level. Audio may also be Localizer deviations are presented on the HSI and
controlled at the TCN monitor volume control on the glide slope deviations on the AD!. Both the ADI and
intercom control panel. HSI have warning flags which come into view to
indicate that the glide slope or localizer signal is
5. At the navigation mode select panel, depress unreliable. In addition to these visual signals, a
TCN pushbutton switch to provide T ACAN data for localizer audio is available. The localizer receiver
presentation on the HSI (C1 is on). operates on 40 channels at a frequency range of

1-86
T.O. 1A-10A-1

108.1 - 111.95 MHz. The radio receiver also provides NOTE


audible and visual signals to indicate passage over a
marker beacon. When this occurs, the MARKER • During back course localizer approaches ,
BEACON signal light (IS, figure FO-I) will come on the ADI steering command bars and glide
and an audio tone will be heard in the headset. Lo- slope deviation indicator present incorrect
calizer and marker beacon audio is enabled through information. Stow the bank and pitch
the use of the ILS monitor switch on the steering bars on the ADI by depressing the
INTERCOM control panel (figure I-59). The VOL PT STOW switch-indicator on ~, or by
control on the ILS control panel varies the volume of setting PTR switch to STOW [g, on the
the localizer audio only . The I LS monitor switch and navigation mode select panel, and dis-
VOL control on the INTERCOM control panel varies regard glide slope deviation indications.
beacon and localizer audio signals.
• If localizer and glide slope capture occur
The ILS control panel, on the right console, is at the same time, the commanded bank
described and illustrated in figure 1-44. The ILS is angle will be limited to 15 0 which may
powered from the right AC and DC busses. cause a significant localizer overshoot. In
this case, disregard command steering, and
ILS ADI/HSI Display fly the aircraft as required to intercept the
localizer.
To obtain ILS indications, the ILS switch-indicator
on the navigation mode select panel (figure 1-41) is ILS OPERATION
depressed. ILS localizer deviation signals are supplied
to the CDI on the HSI (figure 1-38) and ILS glide I. INTERCOM control panel - Set.
slope deviations signals to the GSI on the ADI
(figure 1-37). The TO-FROM indicator will be stowed a. VOL control knob - Midposition.
out of view and the bearing validity flag will reflect
b. ILS monitor switch - Pull out and place in
localizer receiver status. After ILS selection and prior
midposition.
to localizer capture, the bank steering bar on the
AD! will be out of view. Bank steering will not be 2. ILS control panel - Set.
available until the CD! is within an equivalent
displacement of 2.6 dots . The CD! will move off the a . Frequency dial - Set in selected localizer
stops and begin displaying valid displacement frequency .
information. If steering commands are satisfied, the
aircraft will intercept the localizer inbound course. b. VOL control knob - Midposition.
Maximum bank command during localizer intercept
c. PWR switch - PWR.
is limited to 30 °. Prior to glide slope capture the
pitch steering bar on the ADI is out of view. Glide 3. HSI course selector window - Set in published
slope capture occurs automatically when the aircraft inbound localizer course.
is within 112 dot GSI deviation. Upon capture, the
pitch steering bar comes into view at an initial 2 ° 4. Navigation mode select panel - Set.
pitch down command position to facilitate glide slope
capture, and then commands interception of the glide a. ILS switch-indicator - Depress. Check ILS
path. Maximum bank command after glide slope 6comes on.
capture is 15 °. Following localizer or glide slope
capture, the steering bars will remain in view until a INERTIAL NAVIGATION SYSTEM 1621
different switch-indicator (MAN, NA V, or LSS on
@Ij, or NAV CRS, MAN, TCN, or LOC on [@), is The INS is the primary aircraft attitude system and
depressed or the ILS switch-indicator is depressed provides a world-wide navigation capability. The INS
again to turn the ILS mode off. measures aircraft acceleration and computes aircraft

1-87
T.O. 1A-10A -1

ILS CON TRO L PANEL ~

' .. 1- 1 0}~ - 1 - 13

Contro l or Indicat or Po sition Functio n

PWR control knob OFF Remov es power from ILS.

PWR Applies power to ILS.

Freque ncy co ntrol Used to select the desired localize r frequen cy.
knobs

Freque ncy dial Indicat es the localize r frequen cy selected .

VOL control knob Conti'o ls the volume of the locali zer identifi er audio
sig nal.

Figure 1-44

1-88 Chang e 6
T.O. 1A-10A-1

track, ground speed, and present position (Iatitude/ cident with bearing pointer number 2, which indicates
longitude). The INS, consisting of an INU, CDU, computed magnetic bearing to the selected steerpoint.
MBC, and CADC, interfaces with the HSI, AD!, and The HSI heading marker will indicate wind corrected
the HUD, when one of the INS modes is selected on desired magnetic heading to the selected steerpoint.
the navigation mode serect panel. The primary INS Flying to keep the CD! centered will maintain the
interface to the pilot is the HSI, providing the GCS course from present position to the selected
following: steerpoint .

• Magnetic heading To use the modified GCS mode, the desired course is
• Relative bearing of a selected steerpoint selected via the HSI course selector knob. Flying to
intercept and track the desired course, either in-
• Distance to a selected steerpoint bound or out-bound may be done as if the selected
steerpoint were a T ACAN. Bearing pointer number 2
• Relative direction of and deviation to a selected indicates magnetic bearing to the selected steerpoint,
course. and the HSI heading marker will indicate desired
A second INS interface to the pilot is the AD!, pro- magnetic heading direct to the steerpoint.
viding the following:
SCS, when selected via the CDU, provides desired
• Pitch magnetic course from present position at the time
SCS is selected. The desired magnetic course must be
• Roll. set via the HSI course set knob to provide proper
The other INS interface to the pilot is the HUD, pro- directional indications . HSI course arrow and course
viding the following displays: deviation displays will provide course information
relative to the present position at the time of SCS
• Pitch selection. Bearing pointer number 2, heading set
marker, and distance display are to the selected steer-
• Roll point, not the SCS point.
• Magnetic heading
An alternate procedure for course entry is possible
• Time to go to steerpoint via the appropriate CDU page, and line select keys.

• Distance to steerpoint
Inertial Navigation Caution light
• Relative bearing to steerpoint
The INERTIAL NAY caution light (figure 1-65),
• Total velocity vector.
located on the caution light panel, comes on when
there is a failure in the CDU or INU, and is on while
The INS provides point -to-point navigation with up
the INU is in an alignment mode.
to ten destinations and six mark points enterable
before or during flight. If the system is found to be
in error during flight, an update may be accom- Inertial Navigation Unit
plished by overflying a known geographical point. If
INS attitude is not valid, the backup (secondary) The INU, located in the right avionics compartment,
HARS automatically becomes the operating attitude consists of a stabilized platform with two gyros and
reference system. The INS is powered by the right three accelerometers, a digital computer, power sup-
AC bus. plies, and an input / output function. The two gyros
stabilize the platform, keeping it horizontal to the
INS Steering Modes earth's surface, so the accelerometers sense only hori-
zontal acceleration. The magnitude and direction out-
There are two basic INS steering modes, GCS and puts of the accelerometers are fed to the INU digital
SCS. The desired steering mode is selected via the computer, where they are added vectorially and com-
CDU. The INU initializes to GCS at turn-on. GCS
consists of two submodes, direct GCS and modified
GCS . To use direct GCS, the HSI course set knob is
bined with starting point latitude and longitude. The
computer then outputs present position latitude and
longitude .
I
used to center the CDI with the course arrow coin-

Change 1 1-89
T.O. 1A-10A-1

Master Bus Controller 1621 In the UTM coordinate format, keys 2 - 9 each have
three letters associated, excluding the letters I and O.
The MBC is a processor that initiates, monitors, To enter the first letter associated with a key, press
and controls data transfers over redundant data the LTR/ USE key so that LTR appears to the right
busses. The MBC selects which one of the two data of the scratch pad line, then press the character key
busses will be used and examines the status words of once. To enter the second Jetter, press the character
both the transmitter and receiver terminals, as well as key twice. For the third letter, press the character key
examining the data. The MBC is the primary bus a third time. When the desired letter is displayed in
controller, however, if an MBC malfunction occurs, the scratch pad line, press the LTR / USE key again to
the INU assumes control of the busses. When power signal the CDU to use that alpha character. If a
is applied, the MBC clears, resets, and performs a subsequent letter is required, repeat the above
start-up self-test to assume control of the data operation.
busses. A BIT feature provides a confidence check of
all MBC circuitry, data bus line and terminal re- Clear Function
sponse on the data bus. BIT is initiated on the CDU.
If a fault is detected, an MBC error message will be If an error is made in number or letter entry,
displayed on the CDU. The MBC receives power pressing CLR once clears the last entry . Pressing
from the right AC bus. CLR twice clears the entire scratchpad line.

Control Display Unit Data Transfer

The CDU, figure 1-45, provides the control and Once the desired data appears in the scratch pad line,
information interface between the pilot and the INS. it is entered by pressing the associated line select key
The CDU controls the operatmg modes of the INS (figure 1-46). When the line select key is pressed, the
and indicates the INS operational status. The CDU scratch pad line contents are checked by the CDU for
contains alphanumeric displays, page and mode selec- proper range and format. If the entry is valid, it is
tors, and the function push buttons. The CDU is transferred to the INU, transmitted from the INU
powered by the right DC bus. back to the CDU, and displayed adjacent to the line
select key. Completion of this cycle clears the
CDU Data Entry scratch pad line.

The following paragraphs describe general procedures Error Checking


for entering data into the CDU for use by the INU.
Several checks are performed on entered data before


Letters and Numbers it appears on the line and the scratchpad is cleared.
Failure to pass these checks causes one of four mes-
Each entry from the keyboard appears first in the sages to be displayed alternately with the unused
scratch pad line of the CDU display. The scratch pad entry. Entry errors indicate that the entered data has
line is initially in number mode (I, 2, 3, etc.). Key- not passed format checks performed by the CDU.
board data is successively displayed from left to right
in the scratch pad line. To enter letters, the LTR/USE
key is pressed first and LTR appears to the right of
the scratch pad line. Letter entry for latitudel I. OUT OF RANGE - Indicates the entered data
longitude coordinate format only uses keys 2, 4, 6, has not passed range checks performed by the CDU
and 8 and only the letters N, W, E, and S can be
displayed in the scratchpad line. Once the desired
(e.g., entry of longitude W84; the correct entry
should be W084). I
letter appears in the scratch pad line, the L TR/USE
key should be pressed again, causing LTR to clear
from the scratch pad line and signal the CDU to use 2. ENTRY IGNORED - Indicates that the en-

I
that letter. The CDU automatically reverts to the tered data is inconsistent with INU operation (e.g.,
numeric mode after the letter has been entered. entry of MH or TH later than 1 minute after select-
Numeric positions of latitude and longitude are ing FAST, or entry of present position later than 2
entered directly. minutes after selecting FAST or NORM).

1-90 Change 1
T.O. 1A-10A-1

3. ENTRY REJECTED - The corresponding data


output does not equal the operator's data input made
4. ENTRY ERROR - Indicates that entered data
has not passed format checks performed by the CDU I
I via the CDU (e.g., entry of longitude W084 0 06'
06", but CDU display on line 7 is E073 0 07' 07").
(e.g., entry of N39° 43.8' latitude; correct entry is
N39° 43' 48").

Change 1 1-90AJ( 1-908 blank) •


T.O . 1A-10A- 1

CONTROL DISPLAY UNIT

10 9

A 1- 10;, -1 - 18

Index Position or
No . Control or Indicator Display Function

CRT display Provides for multiple pages of inertial navigation


data to be di splayed on seven data lines with up to
19 characters per line. One scratch pad occupies the
eighth line of the di splay , with up to 14 enterable
characters.

2 Line select keys Eight keys , four on each side of display, when
depressed , control data entry and subpage selection.

3 Keyboard Used to insert data into the scratc h pad line .


push buttons

F igure 1-45. (Sheet 1 0 f 3)

Change 6 1-91
T.O. 1A-10A-1

Index Position or
No. Control or Indicator Display Function

4 CLR pushbutton Clears scratch pad line. If depressed once, the last
inserted character is cleared; if depressed twice , the
entire scratch pad line is cleared .

5 BRT control Provides brightness adjustment of CRT display.

6 LTR / USE Provides capability for inserting letter characters into


pushbutton the scratch pad line.

7 FACK Depressing fault acknowledge (FACK) causes any


pushbutton displayed fault indication to go off and signals
system that the fault has been acknowledged.

8 Page selector knob Selects one of five major display pages.

POS Selects the position page. See figure 1-46.,

INS Selects the inertial page. See figure 1-47.

DEST Selects the destination page. See figure 1-48.

STR Selects the steer page . See figure 1-49.

MSN Selects the mission page. See figure I-50.

9 Mode selector knob Selects INU alignment and operational modes.

OFF Removes power from the INU and CDU.

FAST INU performs rapid alignment, either stored heading


or BATH.

NORM INU performs a complete gyro-compass alignment.

NAY INU enters primary flight mode of operation.

UPDT Provides capability of overfly update of position


(figures I-54 and I-55).

Blank Same as NAY mode.


Positions
(4)

TEST For maintenance purposes onl y.

CAL For maintenance purposes only.

ATTD INU initiates attitude reference mode. Navigation in-


formation is invalid, but INU continues to provide
stable attitude reference to the ADI and HUD, and
inertial platform heading reference to the HSI, if

I
NA Y CRS or MAN is selected. Once ATTD is se-
lected , NAY cannot be selected.

Figure \-45 . (Sheet 2 of 3)

1-92 Change 1
T.O. 1A-10A-1

Index Position or
No. Control or Indicator Display Function

10 DEST toggle Left / Right Used to increase/ decrease selected destination (0 - 9,


switch A - F) on line one of display.

II BIT indicator White Indicates a failure in the CDU.

Black Indicates no failures in the CDU.

12 STR toggle Up/Down Used to increase/decrease selected steerpoint (0 - 9,


switch A - F) on line one of display.

13 MRK pushbutton Depressing MRK with mode selector knob set to


NA V stores present position as a mark point. Mark
point will be stored successively beginning with
MARK A . With mode selector knob set to UPDT,
the INU initiates position update. Mark points are
entered manually, either by depressing the MRK but-
ton on the CDU or by depressing the designate
switch when airborne. Using one of the last two
methods listed, the value of the mark position
(PPOS) is automatically inserted into the next
available MARK point location. If the next MARK
point location is the selected steerpoint, it is not
available. In this case, the value of PPOS is inserted
into the MARK point location following the selected
steerpoint. Examples of MARK point entries:

(I) Last MARK point A; current steerpoint C; pilot


depressed MARK; PPOS is inserted into MARK
point B.

(2) Last MARK point B; current steerpoint C; pilot


depresses MARK; PPOS is inserted into MARK
point 0, since C is the steerpoint.

14 Scratchpad Line 8 Allows data to be keyed in and verified by the


operator without disrupting currently displayed data.
When satisfied with the data, the operator presses the
appropriate line key causing the data to be inserted
into the INU and causing the scratchpad to be
cleared. The INU transmits the inserted data back to
the CDU which displays the data adjacent to the line
key pressed.

Figure 1-45. (Sheet 3 of 3)

1-93
T.O. 1A-10A-1

CDU DISPLAY, POSITION PAGE

CONVER GENCE CONVERGENCE


~9
',-
PA GE LABEL
SEL DESTI NA TJ ON COORD
FACTOR FA CTOR LI NE SEL STEER POINT FORMAT
KEY MAG HDG
ALTN COORD
GR ID HDG FORMAT
LINE KEY MAG HDG LINE KEY
LI NE KE Y
MAG VAR
GR ID AND LI NE KEY
SPHERO ID LAT
LI NE KE Y LI NE KEY
TRUE HDG
LONG LINE KEY
EASTINGS AND LINE KE Y
NORTH INGS ALTN HDG
LIN E KEY FORMAT
POS LAT
POS UTM
GR ID AND TRUE HDG
SPHERO ID
AREA EA STINGS ALTN HDG
SCRA TCH POS LONG HDG FORMAT
AND NOR THI NGS FORMAT
PA D LINE

POS ITION (POS) rAGE (UTM)


AND GRID HDG MO DES ~ POS ITJON (P OS) PAGE ((JU
AND ~\ AG N ETI C HDG MODES

i" · 10 '-,-1- 80

POSITION PAGE

LABEL/LINE SELECT KEY FUNCTION

Page label, Position page label, selected destination 2, selected steerpoint 3,


Selected destination, line select key performs no function. DEST and STR toggle
Selected steerpoint/selected mag course switches increment or decrement selected destination and steer-
point, respectively.

Coordinate format L/L for latitude/ longitude or UTM for universal transverse
mercator.

* Alternate coordinate format line key Allows selection of either L/ L or UTM coordinates. Pressing
this key when L/L is displayed results in UTM display format.

Magnetic heading line key Allows entry of magnetic heading from the scratch pad . Entered
magnetic heading is accepted only during the first 60 seconds of
FAST alignment and results in a BATH alignment.

Grid heading Grid heading in degrees and tenths. Displayed when grid
heading format is selected.

Figure 1-46. (Sheet 1 of 3)

1-94 Change 6
T.O. 1A-10A-1

POSITION PAGE

LABEL/LINE SELECT KEY FUNCTION

Grid heading line key This key performs no function.

Magnetic variation Magnetic variation direction in degrees and tenths. At turn-on,


value is INU computed. Entered value is indicated by MV.
Magnetic variation is computed between 72 ON latitude and 60 oS
latitude.

"Magnetic variation line key Allows magnetic variation entry from scratch pad (line 8). If the
scratch pad is empty when the line key is pressed, the entered
value is replaced with the computed value, and is indicated by
MV.

Convergence factor Convergence factor in 5 decimal places. Displayed when the grid
heading format is selected.

**Convergence factor line key Allows convergence factor (up to 5 decimal places) entry from
the scratchpad. If a convergence factor is not entered, the INU
assumes a value of 1.0. I
Position latitude Present position latitude in degrees, minutes, and seconds.

**Latitude line key Allows latitude entry from the scratch pad only during the first 2
minutes of gyrocompass alignment or the first 2 minutes of
BA TH alignment after magnetic or true heading has been
entered.

Position longitude Present position longitude in degrees, minutes, and seconds.

"Longitude line key Allows longitude entry from the scratch pad only during the first
2 minutes of gyrocompass alignment or the first 2 minutes of
BA TH alignment after magnetic or true heading has been
entered.

Position UTM grid and spheroid Present position UTM zone of up to two numerics and one
alpha character and spheroid model in three alpha or alpha
numeric characters.

**Grid and spheroid line key Allows entry of grid and spheroid codes from the scratchpad .

Area, eastings & northings Area in two alpha characters, eastings in 4 numbers and
northings in 4 numbers indicating tens of meters.

**Eastings & northings line key Allows UTM eastings and northings to be entered from the
scratchpad. Same 2 minute entry limitation for present position
LAT/LONG.

Figure 1-46. (Sheet 2 of 3)

Change 1 1-95
T.O. 1A-10A-1

POSITION PAGE

LABEL/LINE SELECT KEY FUNCTION

True heading True heading in degrees and tenths.

"True heading line key Allows entry of true headings from the scratchpad. Entered true
heading is accepted only during the first 60 seconds of FAST
alignment and results in a BATH alignment.

Wind direction/velocity Wind direction in degrees (magnetic) and velocity in knots.

Heading format Heading format is in either MAG (magnetic) or GRID.

*Alternate heading format Allows selection of either MAG or GRID heading formats.

*Denotes change of format or function.


**Denotes an insertable quantity. The small arrows on the display indicate that the corresponding line select key
is active. Absence of an arrow indicates that the corresponding line key is inactive.

Figure 1-46. (Sheet 3 of 3)

1-96
T.O . 1A-10A-1

CDU DISPLAY, INERTIAL PAGE

PAG E LABEl COURSE SOURCE


SEL DESTINA TI ON AND MAG COURSE SELECTED
SEL STEER POINT MAG COURSE
TIME STR G
MODE
COU RSE
LI NE KE Y
TEST PAGE
CALC PAG E ACCESS
ACC ESS LI NE KEY LINE KEY

MISC ADDRESS
LINE KEY SCRATCH PAGE
ACCES S LINE KEY
SCRATCH MISC DATA
PA D LINE LINE KEY

MARK
MIS C
POINT
DATA INERTIAL !INS) PAGE (S CS)
COME~ ON STEADY AFTER 6 MINUTES.
FLA SHES AT 8 (APP RO X) MINUTES
(FULL ALIGNMENT)

INE RTI AL (INS ) PAGE (GCS)

\- : QA- 1-8 :

INE RTIAL PAGE

LABEL/LIN E SELECT KEY FUNCTION

Page label Inert ial page label, selected destination 2, selected steerpoint 3,
Selected destination line select key performs no function. DEST and STR togg le
Selected steerpoint/selected mag co urse switches increment or decrement selected destination and
steerpoint, respectively .

Selected steering mode GCS direct s INU to provide magnetic course to the currently
selected steerpoint. SCS directs the INU to navigate along a
selected magnetic course as computed from the point of SCS
entry .

*Alternate steering mode line key Allows selection of either GCS or SCS STEERING modes .

Course source and magnetic course Course source (HSI or CDU) and magnetic course in degrees.
HSI course is input via HSI course set knob and is the initial
source upon turn on. CDU course is input via scratch pad line
entry.

Figure 1-47. (Sheet 1 of 2)

1-97
T.O. lA-l0A -l

INERTIAL PAGE

LABE L/ LIN E SEL ECT KEY FUNCTION

*Co urse line key Allows course entry via the CDU.

**T est page access line key Allows the operator to access the test page (figure I-53).

Time Time INU has been in an align mode (FAST or NORM).


Selecting NAY mode freezes align time.

Ali gn status INU align status. Possible displays are:


INIT (initialize)
ATTD I(attitude available)
A TTD + HDG (attitude and heading avail)
S = 8.0 - 0 .8 relative measure of CEP (circle of error
pro ba bility) .

**Calclilator page access lint' key Allows the operator to access the calculator page (figure I-51).

**Scra tch page access line ke y All o ws the operator to access the sc ratch page (figure I-52).

Ma rk point l\'l a rk point location (A - F) in which the last mark was stored .
If no ma rk point has been entered, (his line is bla nk .

rvli ~c ellan e ou s address 1NU mi scellaneous data address in decimal format.

*l\ liscellan eoll s address lin e key Allows the operator to enter miscellaneous data addresses from
the sc ratch pad in decimal format.

]\.1 iscella neoll s da ta INU mi scellaneous data associated with the miscellaneou s
address. Up to 6 alphanumeric characters with sign.

*Miscell a neOliS data line key Allows (he operator to enter the mi scellaneous address data in .
Primarily for maintenance use.

*Dcnotes an ent erab le q ua ntit y.


** Dcnot es change of forma t or functio n.
- -- - ------

Figure 1-47 . (Sheet 2 of 2)

1-98
T .O.1A-10A-1

CDU DISPLAY ,DESTINATION PAGE

PAGE LABEL DEST UTM


SEL DESTIN An ON COO RD ALTN COORD GRID AND SELECTED
SEL STEERPOI NT ELEVA TION FORM AT FORMAT SPHEROID MAG COU RSE
LINE KEY

DIST
ELEVAnON GRID AN D
TI ME TO GO LINE KEY SPHEROID
LINE KEY
LAT LINE KEY
EASTINGS AND
DES IRED NO RTHINGS
LONG
MAG HDG LI NE K~Y
LI NE KEY

DES T LONG WIN D COMP GS SCRATCHPAD AREA EASTINGS


01 RIVEL LINE AND NORTHINGS

DESn NATlON(DES n PAGE (U Ll DESTINATION mESn PAGE (UTM )

1- 10/,-1 - 82

DESTI NA TION PAGE

LABEL/LINE SELECT KEY FUNCTION

Page label Destination page label, selected destination 2, se lected steerpoint


Selected destination 3. Line se lect key performs no function . DEST and STR toggle
Selected steerpoint sw it ches increment or decrement se lected d estination and steer-
point, resp ec tivel y.

Coordinate form at L/ L for lati tude / longitude or UTM for universal trans ve rse
mercator .

*Alternate coordinate form a t lin e key Allows selection of either L/ L or UTM coordinates.

Distance Distance to destination in nm and tenths for distances less than


100 nm ; who le miles for di stances 100 nm or greater.

Elevation Elevation of destination in feet above sea leve l.

** Elevation line ke y Allows entry of elevation from the scratch pad line ( ± 32,767
feet).

Figure 1-48 . (Sheet 1 of 2)

1-99
T.O. 1A-10A-1

DESTINATION PAGE

LABEL/LINE SELECT KEY FUNCTION

Time to go Time to destination in minutes and tenths for times 10 minutes


or greater . Times less than 10 minutes are shown in minutes and
seconds .

Desired magnetic heading Desired magnetic heading in degrees (wind corrected) to selected
destination.

Destination latitude Destination latitude in degrees, minutes, seconds.

**Latitude line key Allows entry of destination latitude.

Destination longitude Destination longitude in degrees, minutes, seconds.

**Longitude line key Allows entry of destination longitude.

Destination UTM grid and spheroid Destination UTM zone of up to 2 numeric and one alpha
character and spheroid model in three alpha or alpha numeric
characters .

Grid and spheroid line key Allows entry of grid and spheroid codes from the scratchpad .

Area, eastings & nonhings Area in 2 alpha characters, eastings in 4 numbers and northings
in 4 numbers indicating tens of meters.

**Eastings & northings line key Allows UTI\·1 eastings & northings to be entered from the
scratchpad. Latitude entries for UTM must be less than 80 ° N
or S latitude.

Computed ground speed Computed (predicted) ground speed in knots to selected destina-
tion. Based on last computed wind, assuming present true
airspeed remains constant .

Wind direction / velocity Wind direction in degrees and velocity in knots.

"Denotes change of format or function .


**Denotes a n enterable quantity.
- - -- -- _._ - - - - - - -- -

Figure 1-48 . (Sheet 2 of 2)

1-100
T.O. 1A-1 0A-1

CDU DISPLAY, STEER PAGE


PAG E LABEL ALT N COORD
SEL DESTINATION COORD FORMAT
SEL STEERPOlt-IT FO RMA T LINE KEY

GROUND
TRACK

DESIRED
MAG HOG

TRUE AIR
SPUD

WIND
DIRIVEL

GROUND
SPEED

SELECTED MAGNETIC COURSE


STEER (STR) PAGE (ULl
GREAT CIRCLE STEERING (GCS)

STR LINE KEY

COU RS E SOU RCE


AND MAG COURSE

COURSE
LINE KEY

PAGE LABEL ALTN COOR D


SEL DESTINATION COORD FORMAT
SEL STEERPO INT FO RMAT LI NE KEY

STR LINE KE Y
/ STEER (STR) PAGE (U TMI
SELECTED COURSE STEER ING (SCS I

DISTANCE GROUND
TRACK
TI ME TO GO ----'= DES IRED
MAG HDG

TRUE AIR
STR UTM SPEED
GRID AND
SPHERIOD WIND
DIRIVEL

AREA, EAS TI NGS GROUN D


AND NORTH ING S SPEED

STEE R (STRi PAGE UHv\


GR EAT CIRC LE STEERING (G CSI 1- !OA-i -83

Figure 1-49. (Sheet 1 of 2)

1-101
T.O. 1A-10A-1

STEER PAGE

LABEl/LINE SELECT KEY FUNCTION

Page label Steer page label, selected destination 2, Selected steerpoint 3;


Selected destination Line select key performs no function. DEST and STR toggle
Selected steerpoint switches increment or decrement selected destination and
steerpoint, respectively .

*Steerpoint line key Allows operator to select marked position (A - F in scratchpad)


as ne\v steerpoint; selection clears the scratchpad. If marked
position is selected as steerpoint, GCS steering mode will
automatically be selected.

Coordinate format L/ L for latitude/ longitude or UTM for universal transverse


mercator.

** Alternate coordinate format line key Allows selection of either L/ L or UTM coordinates.

***Distance Distance to steerpoint in nm and tenths for distances less than


100 nm. Whole nm for distances 100 nm or greater.
Ground track Aircraft magnetic ground track in degrees.

***Time-to-go Time to steerpoint assuming constant velocity. Less than 10


minutes shown in minutes and seconds; greater than 10 minutes
is shown in minutes and tenths.

Desired magnetic heading Desired magnetic heading (wind corrected) to the steerpoint in
degrees.

***Steerpoint latitude Steerpoint latitude in degrees, minutes ancl seconds.

***Steerpoint longitude Steerpoint longitude in degrees, minutes, and seconds.

***Steerpoint UTM grid and spheroid Steerpoint UTM zone of up to 2 numeric and one alpha
character and spheroid model in three alpha characters.

** * Arca, eastings and northings Area in 2 alpha characters, castings in 4 numbers and northings
in 4 numbers indicating tens of meters.

True airspeed True airspeed in knots.

Course source and mag course Same as INS page, displayed on STR page only if St:S steering
mode selected on INS page.

Wind direction / velocity Magnetic wind directions in degrees and velocity in knots.

Ground speed Ground speed in knots.

*Denotes an enterable quantity


* * Denotes change of format or function.
***Denotes data not displayed if SCS steering mode selected on INS page .
._ - - - - - - - - ---- - - - - - - - -- -- - ---- -- -- - - - - - -

Figu re 1-49. (Sheet 2 of 2)

1-102
T .O.1A-l0A-1

CDU DISPLAY, MISSION PAGE

MHIDIST ENTR Y SELECTED


INDIC ATOR STEER POINT
MAGNETIC
HEADING COORD MISSION POINT
DISTANCE FORMAT UTM GRID AND
COORDINATE
SPHEROID
FORMAT
OFFSET LI NE KEY
LI NE KEY
OFF SET
MAGNETIC POINT
HEADING GR ID AN D
DISTANCE SPHE ROID
LINE KEY ELEVATION LI NE KEY
LINE KEY
LATITUDE
LINE EASTINGS
AND NORTHINGS
LONGITUDE LI NE KEY
LINE KEY
ELEVATION

OFFSET OFFSET PO INT WIND OFFS ET POINT AREA. SC RATCH PAD


POINT LONG ITUDE DI RECTIONI EAS TI NGS AND NO RTHINGS LI NE
LATITUDE VE LO CITY

MISSION (MSN) PAGE (UTM)


MISSION (MSN) PAG E (U Ll

1- i O:, 8,

M ISSIO N PAGE

LABEL/LINE SELECT KEY FUNCTION

Page label Mission page label. Mission is from select ed destination 2,


Selected destination selected stee rpoint 3. Line se lect key performs no fu nct ion.
Se lected steerpoint DEST and STR togg le sw it ches increment or decrement selected
destina tio n a nd stee rpoint, respectively.

MH/DIST entry indicator Indicat es last entry on MSN page was MH / DIST and will not
appear when L/ L-UTM coordinates are entered.

Offset line key Allows entry o f offset point as selec ted steerpoint. Offset point
is selectable as steerpoint only after offset point bearing and
distance or coordinates (L / L-UTM) are entered and arrow
"a ppears on page label line. If the offset point is se lected as
stee rpoint, GCS steering mode will automatically be select ed .

Coordinate format L/ L fo r la titude/ longitude or UTM for universa l tran sve rse
mercator.

* Alternate coordinate format line key Allows se lec tion of either L/ L or UTM coordinates.

Figu re 1-50. (Sheet I of 2)

1-103
T.O. 1A·10A-1

MISSION PAGE

LABEL/LINE SELECT KEY FUNCTION

Offset point magnetic heading distance Heading is in whole degrees; distance is nm from selected
destination to offset point.

**Magnetic heading/ distance line key Allows entry of heading and distance to a selected destination
from scratchpad line. When this data is entered, computed
offset point coordinates (L/L-UTM) appear in lines 5 and 7.

**Offset point UTM grid and spheroid Offset point UTM zone of up to 2 numeric and one alpha
character and spheroid model in three alpha characters.

**Grid and spheroid line key Allows entry of grid and spheroid codes from scratchpad line .
When entered along with area, eastings, northings, a magnetic
heading and distance in nm from the selected destination to the
offset point will be computed and displayed.

**Elevation Elevation of offset point in feet. Pilot re ference only and does
not affect INU computations .

**Elevation line key Allows entry of elevation from scratchpad line . Must be entered
after offset point coordinates are entered / computed (± 32,767
feet).

Wind direction / velocity \Vind direction in degrees and velocity in knot s.

** Area, eastings and northings Area in 2 alpha characters, eastings in 4 numbers and northings
in 4 numbers indicating tens of meters. Latitude entries for
UTM must be less than 80 ° N or S latitude .

Eastings and northings line key Allows entry of offset point eastings and northings from
scratchpad line. When entered with UTM grid and spheroid
model number, a magnetic heading and distance (nm) from the
selected destination to the offset point will be computed and
displayed in line 3.

Offset point latitude Offset point latitude in degrees. minutes, seconds.

**Latitude line key Allows entry of offset point latitude. When entered with longi-
tude, a magnetic heading and distance (nm) from the selected
destination to offset point \vill be computed and displayed in
line 3.

Offset point longit ude Offset point longitude in degrees, minutes, seconds .

ULongitude line key Allows entry of offset point longitude. When entered with
latitude, a magnetic heading and distance from the selected
destination to the offset point will be computed and displayed
in line 3.

*Denotes change of format or function.


**Denotes an enterable quantity.

Figure I-50. (Sheet 2 of 2)

1-104
T.O . 1 A-1 OA-1

CDU DISPLAY, CALCULATOR PAGE

PAGE
TITLE
INERTIAL PAGE
LINE KEY

T REGISTER
ADD KEY
ENTER KEY
SUBTRACT
2 REGISTER
KEY
SHIFT KEY MULTIPLE
KEY
Y REGISTER
DIVI DE
KEY

XIY EXCHANGE K

SCRATCHPAD
(X - REGISTER)

CALCULATOR (CALC) PAGE

CALCULATOR PAGE

LABEL/LINE SELECT KEY FUNCTION

Inertial page line key Allows return to INS page.

Page title Calculator page title.

Add key Performs addition . Adds X and Y registers.

T register Fourth register.

Enter key Enters data from X register (scratchpad line) to Y register.


Pushes 'contents of Y to Z register, contents of Z to T register
and contents of T register are lost.

Figure I-51. (Sheet 1 of 2)

1-105
T.O. 1A-10A-1

CALC ULATOR PAGE

LABEL/LINE SELECT KEY FUNCTION

Subtract key Perform s subtraction. Subtracts X regi ster from Y register.

Z register Third register.

Shift key Enters data from X register into T register. Pushes T register
contents to Z, Z contents to Y and Y contents to X.

Multiply key Performs multiplication . Multiples X register by Y register.

Y register Second register.

X / Y exchange key Performs an exchange of contents of X register and Y register.

Divide key Performs division . Y register is divided by X register .

Scratch pad line (X register) The first and active register.

Figure 1-51 . (Sheet 2 of 2)

1-i06
T.O. 1A-10A-1

CDU DISPLAY, SCRATCH PAGE

DATA FIELD Al A4

CLEAR SCREEN
LINE KEY A

LINE KEY B

LINE KEY C
SPACE
LINE KEY D

1- IOA -I- 8)

SCRATCH PAGE

LABEL/LINE SELECT KEY FUNCTION

Line key A Enters scratch pad line contents (line 8) into next available data
field, AI, A2, A3, or A4. On initial access after power up,
scratch page is blank and next available data field is A I. I f A I,
A2, A3, and A4 contain data, next entry in A field will be
written into A I and former data in A I is lost. If line key is
pressed with scratchpad line empty, blanks are written into next
available data field.

Data fields AI, A2, A3 and A4 Nine and ten character data fields; ten on left side of screen,
nine on right side _

Line keys B, C, and D Function the same as line key A with their respective data
fields, except D is limited to two data fields (DI, D2).

Data fields BI , B2, B3, B4, CI , C2, C3 , Nine and ten character data fields which correspond to line keys
C4, DI, and D2 B, C and D .

Clear screen Allows clearing of entire screen. Next available data fields are
AI, BI, CI, and DI.

Space Allows entry of a space in the scratch pad line.

Figure I-52

1-107
T.O. 1A-10A-1

CDU DISPLAY, TEST PAGE

CDU TEST
INS PAGE
LINE KEY
LINE KEY

CADC TEST
LINE KEY

MBC TEST
LINE KEY

SYSTEM TEST
LINE KEY

1-1 0/, -1 -813

TEST PAGE

LABEL/LINE SELECT KEY FUNCTION

CDU test line key Initiates CDU self-test.


CADC test line key Initiates CADC self-test.
MBC test line key Initiates MBC self-test.
System test line key Not operable.
INS page line key Allows return to INS page.

CDU Test
Pressing the line key adjacent to CDU TEST on the test page initiates an internal CDU test. Upon actuation,
the INERTIAL NA V caution light comes on with the mode selector in NA V or UPDT, or the light goes off
with the mode selector in FAST or NORM, and the CDU BIT indicator sets white. CDU TEST on line one is
replaced by CDU GO or CDU NO GO . After approximately 5 seconds, the CDU BIT indicator resets black,
CDU GO or CDU NO GO changes back to CDU TEST, and the INERTIAL NAV caution light goes off with
the mode selector in NAV or UPDT, or comes back on with the mode selector in FAST or NORM. The unit
has failed if CDU NO GO appears and/ or the BIT indicator does not reset.

MBC Test
Pressing the line key adjacent to MBC TEST on the test page initiates a test of the MBC. Upon actuation, the
MBC fail annunciation will appear on line 2 of the display indicating that the test is in progress. After 3 sec-
onds the annunciation will extinguish indicating that tests are complete and the unit is go. If the annunciation
fails to extinguish, the unit has failed its tests and may be unreliable. Pressing F ACK will erase MBC; further
test of the MBC will not indicate MBC failure.

CADC Test
Pressing the line key adjacent to CADC TEST on the test page intiates a test of the CADC. Upon actuation,
the CADC and VV annunciation will appear on line 2 of the display indicating that the test is in progress.
After 3 seconds the annunciation will extinguish indicating that tests are complete and the unit is go. If the
annunciation fails to extinguish, the unit has failed its tests and is no go.

Figure 1-53

1-108 Change 1
T.O . 1A-10A-1

CDU DISPLAY, UPDATE PAGE

DESTINA TlON
SELECTED SELECTED DESTINATION UTM GRID & SELECTED
DESTINATION STEERPOINT ELEVATION SPHEROID MAG COURSE

DESTINATION
ELEVATION
LINE KEY

PAGE LABEL GRID &


SPHEROID
LINE KEY

AREA
EASTINGS +
NORTHINGS
LINE KE Y DESTINATION AREA
UPDATE (U PDT! PAGE (ULl EASTINGS t NORTHINGS
GREAT CIRCLE STEERING (GCS)
UPDATE (UPDT) PAGE (UTM)
SELECTED COURSE STEERING (SCS)

l - IOA- 1- 89

UPDATE PAGE

LABEL/LINE SELECT KEY FUNCTION

Page label Update page label. Selected destination and selected steerpoint
Selected destination selected magnetic course. Line select key performs no function.
Selected steerpoint / selected magnetic DEST and STR toggle switches increment or decrement selected
course destination and steerpoint, respectively.

Distance Distance to destination in nm and tenths for distances less than


100 nm; whole miles for distances 100 nm or greater.

Elevation Elevation of destination in feet.

*Elevation line key Allows entry of elevation from the scratch pad line (± 32,767 feet). I
Time to go Time to destination in minutes and tenths for times 10 minutes
or greater. Times less than 10 minutes are shown in minutes and
seconds.

Desired magnetic heading Desired magnetic heading in degrees (wind corrected) to selected
destination.

Figure 1-54. (Sheet 1 of 2)

Change 1 1-109
T.O. 1A-10A-1

UPDATE PAGE

LABEL/LINE SELECT KEY FUNCTION

Destination latitude Destination latitude in degrees, minutes, seconds.

*Latitude line key Allows entry of destination latitude.

Destination longitude Destination longitude in degrees, minutes, seconds.

*Longitude line key Allows entry of destination longitude.

Destination UTM grid and spheroid Destination UTM zone of up to 2 numeric and one alpha
character, and spheroid model in three alpha or alphanumeric
characters.

*Grid and spheroid line key Allows entry of grid and spheroid codes from the scratchpad.

Area, eastings & northings Area in 2 alpha characters, eastings in 4 numbers and northings
in 4 numbers indicating tens of meters.

*Eastings & northings line key Allows UTM eastings & northings to be entered from the
scratchpad.

Computed ground speed Computed (predicted) ground speed in knots to selected destina-
tion. Based on last computed wind, assuming present true
airspeed remains constant.

Wind direction / velocity Wind direction in degrees and velocity in knots.

*Denotes an enterable quantity.

Figure 1-54. (Sheet 2 of 2)

1-110
T.O. 1A-10A-1

CDU DISPLAY, ACCEPT/REJECT PAGE


PAGE SELECTED
LA SELECTED STEER POINT
DES TINATI ON COORDI NATE
NIS POS ITION ERROR FORMAT

ALTERNATE COORDI~IATE
FORMAT LINE KE Y

UPDT ACCEP T c----- UPDT REJECT LINE


LI NE KE Y ---

DES TINATI ON ElW POSITION ERROR


LA TlTUDE LINE KEY

DE STINATION MAG HDG AND DISTANCE


LONGITUDE POSITION ERROR
LI NE KE Y

DES TlNATI ON LATITUDE DESTI NATION AREA EASTINGS


LONGITUDE + NORTH ING S
LI NE KEY

AC CEPT/REJECT PAG E (LiLl MODE

PRESENT POS ITION AREA ,


EASTINGS + NORTHINGS

ACCEPTI REJECT PAGE (UTM) MOD E

U PDATE / ACCEPT-REJECT PAG E

LABEL/ LINE SELECT KE Y FUNCTION

Page label Update page label. Selected destination and selected steerpointl
Selected destination selected magnetic course . Line select key performs no functi o n .
Selected steerpoint / selec ted magn etic DEST and STR toggle switches increment or decrement selected
course destination and steerpoint, respectively .

Coordinate format L/ L for latitude/ longitude or UTM for universal transverse


mercator.

*Alternate coordinate format line ke y Allows selection of either L/ L or UTM coordinates . Press in g
this key when L/ L is displayed results in th e di splay forIll a t lI1
figure 1-45 (bottom) and vice-versa .

'-'Updat e reject line ke y Rejects overfly position update .

*Update accept line ke y Accepts overfly posit ion update .

N / S position error Position update error north or south in nm .

Figure I-55. (Sheet I of 2)

1-111
T.O . 1A-10A-1

UPDATE/ ACCEPT-REJECT PAGE

LABEL/LINE SELECT KEY FUNCTION

E/ W position error Position update error east or west in nm.

Mag netic heading and distance position error Position update error in magnetic heading and di stance in nm .

Destination latitude Destination latitude in degrees. minutes, and seconds.

** Destination latitude line key Allows entry of destination latitude .

Destination longitude De5tina ti oll longitude in degrees, minutes, and seconds.

** Destination longitude line key Allows entry of destination longitude .

Destination UTM grid and spheroid Destination UTM zone of up to two numeric and one alpha
character, and spheroid model in three alpha characters.

** Destination UTM gi-id and spheroid Allo\\ entry of destination grid and spheroid from the
line key scralchpad.

Area, eastings & northings Area in 2 alpha characters, ea stings in 4 numbers and northings
in 4 numbers indicating tens of meters.

** Eastings & northings line key Allows UTM eastings & northings to bc entered from the
scratch pad .

*De notes chan ge in function or format.


"" Deno tes an enterable quantity .

Figure I-55. (Sheet 2 of 2)

1-112
T.O. 1A-10A-1

General Rules for Error Checking Fast Alignment

Although error messages are an essential part of Stored heading and BATH are the two submodes of
CDU operation, certain errors are not noted. Some fast alignment. Either method provides a rapid means
general rules of operation along this line are as of aligning the INS; however, navigational accuracy
follows: is less than when using a normal alignment.

I. If a line key is pressed that performs no opera- A stored heading alignment uses the heading derived
tion, no error message is given. For instance, on the by the INU as described in the Normal Alignment/
destination page (DEST), if longitud'e is entered and Cocking Procedure, in this section. Using this proce-
the key adjacent to time-to-go is pressed, no error dure, the INS is allowed to complete a full normal
message appears. alignment (CDU mode selector knob in NORM) and
is switched off without ever going to NAV. The air-
2. Leading and trailing zeros and decimal points craft should not be moved nor should the INS be on
are not required unless the value is ambiguous with- again after the aircraft is cocked. When FAST align
out them . For instance, if 30 0 is entered as a lati- is subsequently selected, the INS retains all data from
tude, the CDU enters 30 0 00'00" . the previous NORM alignment. The resulting stored
heading alignment produces accuracies of 3 nm / hour
3. If an illegal entry is made because the wrong CEP for the full FAST alignment or 5 - 8 nm/ hour
line select key is pressed, it is entered and accepted CEP in the degraded mode.
by pressing the correct key. For instance, entering
125 0 as a latitude is an error; however, by pressing A BATH alignment uses either a heading given to the
the line select next to longitude, the error is removed INU by the pilot or the heading last stored in the
and the value used. INU memory . BATH alignment is dependent on the
accuracy of the heading used. A BATH alignment is
ALIGNMENT MODES complete when NAV RDY illuminates steady.

Normal and fast are the two alignment modes avail-


INS OPERATIONS
able in the INS. There is.no capability for an in flight
alignment. Alignment time is dependent on ambient
temperature and type of alignment (see figure I-56). Geographical Data Entry

Full alignment is indicated by a flashing NA V RDY To enter data into the CDU in the LlL format,
on the CDU. A degraded alignment in any mode is proceed as follows:
indicated when NAV RDY illuminates steady.
I. CDU page selector knob - POS, DEST, or
If an alignment is terminated or if the CDU is turned MSN, as required.
off, wait 30 seconds prior to beginning another
alignment . NOTE

Normal Alignment • L/ L data may be entered with the CDU


mode selector knob in UPDT. UPDT page
Normal alignment, also called gyrocompass align- will appear regardless of CDU page selec-
ment, provides the most accurate navigational data . tor knob position.
The INU is designed to not more than 0.8 nm/hour
CEP for the first hour and 1 nm/hour CEP for 2. Keyboard push buttons - Depress for desired
flights longer than 1 hour. alphanumeric latitude readout on scratchpad.

The degraded method of normal alignment (after NOTE


NA V RDY indication on steady, approximately 6
minutes) provides navigational accuracy of 5 - 8 • If previous entry was same hemisphere (N
nm/hour CEP. or S), that letter need not be entered.

1-113
T.O. 1A-10A-1

3. CDU latitude line select key - Depress to 3. CDU grid and spheroid line select key -
enter. Depress to enter .

4. Keyboard pushbuttons - Depress for desired


4. Keyboard push buttons - Depress for desired area, eastings, and northings readout on scratchpad
longitude readout on scratchpad. line. An even number of numerics up to 10 can be
entered for eastings and northings in the scratch pad
NOTE line; trailing zeroes will be automatically added by
the CDU, if required.
• If previous entry was same hemisphere (E
or W) , that letter need not be entered on NOTE
the scratchpad.
• If previous entry has same UTM alpha
area, that area need not be entered.
I 5. CDU longitude line select key -
enter.
Depress to
5. CDU area, eastings, and northings line select
key - Depress to enter.
To enter data into the CDU in the UTM format,
proceed as follows: NOTE

• A maximum of eight numerics will be


1. CDU page selector knob - POS, DEST, or
displayed in the UTM eastings and
MSN, as required.
northings.
NOTE
Normal Alignment/Cocking Procedure

• UTM data may be entered with the CDU NOTE


mode selector knob in UPDT. UPDT page
will appear regardless of CDU page se- • The aircraft should not be moved until
lector knob position. alignment is completed. Before the aircraft
is moved, the mode selector knob must be
2. Keyboard push buttons - Enter required grid in the NA V mode. If the aircraft is
zone and spheroid on scratch pad line. Grid zone moved, a realignment is necessary after a
entries consist of one or two numerics followed by an minimum shutdown period of 30 seconds.
alpha character. Spheroid model entries consist of a 1. CDU mode selector knob - NORM . CDU will
numeric code from 0 - 10 according to spheroid take 20 - 30 seconds before display appears.
table. Grid zone and spheroid can be entered
separately if desired. 2. CDU page selector knob - POS.

CODE SPHEROID MODEL CDU LINE 5 DISPLAY

0 International INT
1 Clark 1866 CL6
2 Clark 1880 CLO
3 Everest EVR
4 Bessel BSL
5 Australian National AUS
6 Airy ARY
7 Hough HGH
8 South American SAM
9 Modified Everest MEV
10 WGS-72 WGS

1-114 Change 1
T .O. 1A-10A-1

3. CDU keyboard push buttons - Enter present 6. CDU mode selector switch - As desired.
position (LiL-U TM) within 2 minutes of selecting
NORM . a. OFF if cocking INS for future stored heading
alignment.

NOTE b. NAY prior to taxi .

• Spheroid model used for destination Stored Heading Alignment (FAST)


coordinate entry should be the same as
NOTE
spheroid model used for present position
entry . • The aircraft must not have been moved or
INS maintenance performed subsequent to
the cocking procedure, as navigation data
• Failure to enter present position within will be unreliable .
the first 2 minutes after selecting NORM
will cause the system to align to previ- l. CDU mode selector knob - FAST. CDU will
ously stored coordinates and may result in take 20 - 30 seconds before display appears .
poor navigation performance. When
present position is not entered, the CDU NOTE
align status display will alternately flash
between INIT and the achieved align sta- • Entry of magnetic or true heading during
tus. Align status will not decrement below stored heading alignment will cause the
S = 3.2 and the NAY RDY annunciator INS to revert to a SA TH alignment .
will not flash. When S = 3.2 is achieved,
the INS is ready to navigate, but degraded 2. Enter destinations , as required.
performance is probable (actual perform-
ance depends on proximity of stored posi- Observe NAY RDY indication (CRT display line 6)
tion used to the actual position, and could flashing at 1.5 - 4.0 minutes.
be better or worse than 3.2 NM/hour).
NOTE

• If there is a power interruption of more


than 1.5 seconds to INS, CDU sc reen will
go blank for approximately 30 seconds.
• At temperatures below - 17°C, NAY RDY
will come on steady after 2.0 minutes in-
dicating a degraded navigation capability is
available. See figure I-56 for alignment

time versus temperature chart.
• Destination 0 will automatically be loaded
with the present position when present 3. CDU mode selector knob - NAY.
position is entered during normal align-
ment. This occurs whether using L/ L or BATH Alignment (FAST)
UTM coordinates. If desired, destination 0
can be reprogrammed after the present l. CDU mode selector knob - FAST. CDU will
position is entered . take 20 - 30 seconds before display appears.

2. CDU page selector knob - POS.


4. CDU page selector knob - DEST, as required.
3. CDU keyboard pushbuttons - Enter magnetic
or true heading, if desired .
5. Destination toggle switch - Select destinations
and enter as required . a. If aircraft has not been moved or INS
maintenance performed subsequent to INS shutdown
Observe NAY RDY indication (CRT display line 6) from NAY mode, heading entry is not required .
on steady after 6 minutes and flashing at 8 - 12 System will align to previous true heading at
minutes. shutdown.

Change 1 1-115
T.O. 1A-10A-1

ALIGNMENT TIME VS. TEMPERATURE

NORMAL FAST

STORED HEADING BATH

-40°C -17°C 2PC -40°C -17°C 21°C -40°C -17°C 2PC

FULL 12 9 8 4 2.5 1.5 - - -


ACCURACY Min . Min. Min. Min. Min. Min. I
DEGRADED 6 6 6 2 2 - 2 2 1.5
ACCURACY Min. Min. Min. Min. Min. Min. Min. Min.

Figure I-56.

b. If aircraft has been moved or INS mainte- CADC Test


nance performed, magnetic or true heading must be
entered within I minute of turn-on. Navigation qual- I. CDU page selector knob - INS.
ity is dependent upon the accuracy of the heading
entered. 2. Test page line select key - Depress.

3. CADC test line select key - Depress.


4. CDU keyboard push buttons - Enter present
position. 4. Observe that CADC does not remain on line 2
of display, and 5,000 feet altitude and 300 knots
NOTE calibrated airspeed appear on the HUD (HUD must
be in any mode except OFF and TEST).
• Present position must be entered within 2
minutes and prior to selection of NA V. 5. If CADC remains on line 2, maintenance is
required.
• Failure to enter present position will cause
INS to align to previously stored coor- MBC Test
dinates and may result in poor navigation
performance. When present position is not I. CDU page selector knob - INS.
entered, the align status display will
alternately flash between INIT and the 2. Test page line select key - Depress.
achieved align status. The achieved align 3. MBC test line select key - Depress.
status will not decrement to below
S = 2.4. 4. Observe MBC appears on line 2 of display for
approximately 3 seconds and then goes off, indicating
5. Enter destinations; if required . MBC and the data bus are good.

Observe NA V RDY indication (CRT display line 6) 5. If MBC appears on line 2 steady, maintenance
steady at 1.5 - 2.0 minutes. is required. .

6. CDU mode selector knob - NA V. CDU Test

NOTE I. CDU page selector knob - INS.

2. Test page line select key - Depress.


NA V RDY will not flash after completion
of a BATH alignment. 3. CDU test button - Depress.

1-116
T.O. 1A-10A-1

4. Line I of display TEST word changes to GO, Offset Point Computations


CDU fault indicator is set and INS caution lamp is
illuminated. After approximately 3 seconds caution Offset point computations are made when either the
lamp extinguishes, fault indicator resets, and word magnetic heading and distance or the coordinates
GO is replaced by TEST. (LiL-UTM) of an offset point from a selected
destination are given. Given the magnetic heading
5. If NO GO appears and/ or the fault indicator and distance (nm) from a selected destination, the
I does not reset, maintenance is required. CDU will compute the offset point coordinates and
store the coordinates in destination location A, B, C,
D, E, or F. If coordinates of the offset point are
Mark Function given (LiL-UTM), the CDU will compute the mag-
netic heading and distance from the selected destina-
1. CDU mode selector knob - NAV. tion to the offset point. The destination locations are
used for storing offset points in the sequence A, B,
2. INS mark button on control stick or CDU C, D, E, F, A, B, etc. To perform offset point com-
MRK pushbutton - Depress at flyover. Position is putations, proceed as follows :
stored and scratchpad line will display MARK A - F,
corresponding to last mark point. If offset coordinates are given :

If mark point is to be used as a steerpoint: I. CDU mode selector knob - NA V.

2. CDU page selector knob - MSN.


3. CDU page selector knob - STR.
3. Destination toggle switch - Select desired
4. CDU steerpoint line select key - Depress. destination.
Mark point becomes steerpoint; scratchpad line will
clear. 4. CDU keyboard push buttons - Enter L/L or
UTM coordinates . Observe magnetic heading and
If mark point is not to be used as a steerpoint.

I
distance from selected destination to offset point.

• 3. CDU CLR pushbutton - Depress. Scratchpad 5. Offset line key - Depress after arrow appears
line clears. on page label line, if offset point is desired as imme-
diate steerpoint.

NOTE I f magnetic heading and distance to offset point are


given:
• There are 6 mark points available. If more
than 6 mark functions are utilized, the 1. CDU mode selector knob - NAV.
original data will be replaced. For exam-
ple, if 7 points are utilized the original 2. CDU page selector knob - MSN.
data in A will be replaced. Any offset data
entry on MSN page utilizes a mark point. 3. Destination toggle switch - Select desired
destination.
• If using the UTM mode , the correct
spheroid model for the mission area 4. CDU keyboard push buttons - Enter magnetic
should be entered into mark points A - F heading and distance . Observe offset point coor-

I
when entering destination coordinates (0 - dinates (LiL-UTM).
9). Otherwise, the new mark points may
be located in an undesirable spheroid (the 5. Offset line key - Depress after arrow appears
spheroid contained in INU memory at on page label line, if offset point is desired as imme-
shutdown). diate steerpoint.

Change 1 1·117
T.O. 1A-10A-1

Position Flyover Update Terminal Error Update

To update position using the overfly method, proceed Provides a history of navigation performance, which
as follows: is stored in the INU . To perform a terminal update,
proceed as follows:
1. CDU mode selector knob - UPDT. Update

I
page is displayed. 1. CDU page selector knob - DEST.

2. Destination toggle switch - Select proper 2. DEST toggle switch - Select terminal
destination. destination.

3. INS mark button on control stick or CDU NOTE


MRK pushbutton - Depress at flyover. Update
accept/ reject page is displayed. • Destination selected must contain the
geographic coordinates of the aircraft's
NOTE location at the time the terminal update is
performed.
• Destination selected can be changed after
update is initiated and prior to accept/ 3. CDU page selector knob - INS.
reject decision. The INU computes update
position errors based on any selected 4. CDU keyboard pushbutton - Enter 19.
destination.
5. Miscellaneous address line select key - Depress .
• The operator should insure that the selected
destination coordinates (LiL or UTM) on which MISC 019 appears in miscellaneous address line on
the update is performed are correct prior to ac- left and RER X.X appears on right. (X.X is RER in
cepting the position update. nautical miles per hour.)

4. CDU accept or reject line keys - Depress, as NOTE


desired.
• RER 9.9 will appear when RER equals or
If update is to be entered in INU : Accept line select exceeds 9.9 NM/ HR.
key - Depress .
• RER NA will appear if:
If update is not to be entered in INU: Reject line
select key - Depress. • BATH, stored heading, or degraded
performance alignment was performed.
Access to Miscellaneous Data
• Present position was not entered during
To access miscellaneous data, proceed as follows: gyrocompass alignment.

I. CDU page selector knob - INS. • Present ground speed exceeds 50 knots.

2. CDU keyboard push buttons - Depress for • INS is in ATTD mode.


desired miscellaneous data address. Address appears
in scratchpad line. • RER 2.5 or greater may appear if destina-
tion selected (step 2) does .not contain
3. Miscellaneous address line select key - geographic coordinates of aircraft location
Depress . Address appears on miscellaneous address when terminal update is performed.
line. Corresponding miscellaneous data is displayed
following address. If RER less than 2.5 NM appears, proceed to step 7.

1-118 Change 1
T.O. 1A-10A-1

6. If RER 2.5 or greater appears, verify selected 10. Complete INS DATA CARD.
DEST is correct. If selected DEST is incorrect, use
the DEST toggle switch to select correct DEST. If Prior to engine shutdown:
terminal destination has not been programmed into
the INU, select the DEST page, enter the DEST co- 11. CDU mode selector knob - OFF.
ordinates, and reselect INS page. If RER is still 2.5
or greater, write up INS for poor performance.

NOTE
• Wait 30 seconds after turning CDU mode
• Selecting a new DEST or altering DEST selector knob OFF before turning off or
coordinates will cause a new mission RER disconnecting power to avoid damaging
to be computed. INS gyros.

7. Record RER on INS DATA CARD. • If aircraft power is lost, turn CDU mode
selector to OFF. Allow 5 minutes before
8. CDU keyboard push buttons - Enter 20. reselecting CDU mode selector knob to
any other position, otherwise damage may
9. Miscellaneous address line select key - Depress. result to INS gyros.

MISC 20 appears in miscellaneous address line on left


and X X.X appears on right. (First X is number of
mission RER's included in cumulative CEP history, 12 through 19. Deleted.
and is less than or equal to 8. First X is followed by
two blank spaces, and X.X is cumulative CEP in
nautical miles per hour.)

NOTE

• If the mission RER is equal to or greater


than 2.5 NM/HR, "SQUAWK" will ap-
pear in place of cumulative CEP.
Calculations
• If mission RER (MISC 19) was RER NA,
entry of MISC 20 will not result in a new I. CDU page selector knob - INS.
calculation of CEP. The last calculated
CEP will be unaltered. 2. Calculator page access line key - Depress.

Change 1 1-119
T.O. 1A-10A-1

NOTE f. Press enter key

• Quantities must appear in the X and Y Register contents:


registers in the proper order before per- 40.00 T
forming calculations . 125.00 Z
60.00 Y
)
3. The operation of the calculator function is
shown in the following examples:
g. Key 35 into scratchpad line
Problem 1: Solve 40 + 125 + (60 - 35)
Register contents:
40.00 = T
a. Key 40 into scratchpad line
125 .00 = Z
60.00 =Y
Register contents:
(35 )
0.00 T
0.00 Z
h. Press subtract key
0.00 Y
(40 )
Register contents:
0.00 = T
b. Press enter key
40.00 = Z
125.00 = Y
Register contents:
(25.00 )
0.00 = T
0.00 Z
J. Press add key
40.00 = Y
)
Register contents:
c. Key 125 into scratchpad line
0.00 T
0.00 Z
Register contents:
40.00 Y
(150.00
0.00 T
0.00 Z
j. Press add key
40.00 Y
(125 )
Register contents:
d. Press enter key
0.00 T
0.00 Z
Register contents:
0.00 Y
(190.00 )
0.00 T
40.00 Z
125.00 Y Problem 2: Solve 25 x 4
) 10

e . Key 60 into scratchpad line a. Key 10 into scratch pad line

Register contents: Register contents:


0.00 T 0.00 T
40.00 Z 0.00 Z
125 .00 Y 0.00 Y
(60 ) (10 )

1-120
T.O. 1A-10A-1

b. Press ENTER key h. Press DIVIDE key

Register contents:
Register contents: 0.00 T
0.00 T 0.00 Z
0.00 Z 0.00 Y
10.00 Y (10.00 )
)
IDENTIFICATION SYSTEM - IFF (AN/APX-101)
c. Key 25 into scratch pad line
The identification system enables the aircraft to iden-
Register contents: tify itself when interrogated by proper signals from
0.00 T appropriate radar. Modes I, 2 and 4 are used for
0.00 Z tracking and identification purposes. Modes 31A and
10.00 Y C are used for tracking and altitude reporting,
(25 ) respectively.

Mode 4 operation is provided by the transponder in


d. Press ENTER key conjunction with the transponder computer,
KIT-IA/TSEC. The KIT-IA / TSEC is classified
Register contents: equipment and must be protected at all times in ac-
0.00 T cordance with applicable security regulations.
10.00 Z The receiver-transmitter contains a BIT module which
25.00 Y can monitor transponder responses to operational
)
interrogations, or internally simulate any mode of
interrogation by using the test positions of the
e. Key 4 into scratchpad line switches available at the IFF control panel (figure
1-58).
Register contents: IFF Antenna Switch
0.00 T
10.00 Z The IFF antenna switch (figure I-57) is a three-
25.00 Y position toggle switch, located on the antenna select
(4 ) panel on the left console. The switch is placarded
IFF ANT, with positions UPPER , LOWER, and
f. Press MUL TIPL Y key BOTH. UPPER and LOWER positions receive and
transmit on the respective antenna. BOTH receives
and transmits on the antenna receiving the strongest
Register contents: signal and is the normal position for this switch. The
0.00 T switch must be raised to move out of BOTH.
0.00 Z
10.00 Y Mode 4 Caution light
(I 00.00 )
An IFF caution light (figure 1-65) located on the
caution light panel, comes on whenever the IFF
g. Press X-Y exchange key caution light circuitry detects an inoperative Mode 4
capability, provided that:
Register contents:
0.00 T • The KIT-IA/TSEC computer is installed
0.00 Z • The aircraft power is on
I 00 .00 Y
(lO.OO ) • The IFF master switch is not OFF.

1-121
T.O.1A-10A-1

ANTENNA SELECT PANEL

NOTE I

NOTE:
I. ON[IQ] . SWITCH ONLY HAS UPPER
AND LOWER POSITIONS .

1- 10 A- i - 59

Figure 1-57

Specific discrepancies monitored by the IFF caution The system includes an "ident" function which is
light circuitry are: activated by momentarily placing the
IDE NT l OUT / MIC switch to !DENT, or placing the
• Mode 4 codes zeroed switch to MIC, which initiates a response each time
the UHF radio is keyed. The response will continue
• Transponder failure to reply to proper
for 15 - 30 seconds after initiation.
interrogation
The emergency mode of operation is initiated by
• Failu re of automatic self-test. placing the master switch to EMER while in Mode 1,
2 or 3/ A . During the ejection sequence a switch
NOTE automatically enables Modes 1, 2, 3/ A, plus emer-
gency. In addition, the Mode 4 code is autt>matically
• If the IFF Mode 4 caution light comes on, the zeroed.
equipment will not respond to Mode 4 inter-
rogations, and the pilot should avoid operation The Mode 4 function provides a secure IFF capabil-
in a known Mode 4 interrogating environment, ity. Mode 4 is activated by placing the MODE 4
or if already in one, take appropriate corrective ON / OUT switch to ON, with the master switch in
or emergency action. any position except OFF or STBY. The desired code
is selected by placing the CODE switch to A or B.
IFF Operation The ZERO position of the CODE switch will zeroize
the A and B codes if the master switch is at any
T he IFF system of the A-lO receives pulse-coded position except OFF. The A and B codes are set on
UHF radio signals. The radio signals are captured by the ground. Both codes are zeroized when power is
antennas and processed . The encoded reply is routed removed from the system after the aircraft has
to the antenna which received the strongest signal. landed, unless holding has been executed . Holding is

1-'j 22
T.O.1A-10A-1

IFF/SIF CONTROL PANEL

1- 10A - I -60

Index Position or
No. Control or Indicator Display Function

MASTER switch OFF IFF system deenergized . The switch must be pulled
out to rotate it from STBY to OFF.

STBY System in warmup (standby) condition.

LOW System operative but at reduced receiver sensitivity.

NORM System operative at normal receiver sensitivit y.

EMER System operative and will respond to interrogations


in Modes I, 2, and 3/ A. The reply for Modes I and
2 is the code selected on the applicable dials, while
Mode 3/ A transmits code 7700. The switch must be
pulled out to rotate it from NORM to EMER.

Figure I-58. (Sheet 1 of 4)

1- 123
T.O. 1A-10A-1

Index Position or
No . Control or Indicator Display Function

2 M-I switch ON Selects Mode 1 transponder operation .

TEST Initiates BIT of Mode 1 capability. Go condition


indicated by the green TEST lamp coming on.

OUT Disables reply to Mode 1 interrogations .

M-2 switch ON Selects Mode 2 transponder operation.

TEST Initiates BIT of Mode 2 capability. Go condition


indicated by the green TEST lamp coming on.

OUT Disables reply to Mode 2 interrogations.

NOTE

• Mode 2 four-digit reply code is selected on


front panel of the receiver/ transmitter unit
located behind panel FlO3 (see figure
1-40).

M-3 / A switch ON Selects Mode 3/ A transponder operation.

TEST Initiates BIT of Mode 3/ A capability. Go condition


indicated by the green TEST lamp coming on .

OUT Disables reply to Mode 3/ A interrogations.

M-C switch ON Enables the transponder set to reply to Mode C


interrogations.

TEST Initiates BIT of Mode C circuits in the transponder.


Go conditon of transponder is indicated by the green
TEST lamp coming on.

OFF DisabJes the reply to Mode C interrogations .

3 Radiation test RAD TEST Not used.


monitor switch
MON Permits the BIT circuitry to monitor external inter-
rogation rate versus reply rate of the transponder.
Green test lamp will come on if the transponder is
being interrogated and replying normally in Modes 1,
2, 3/ A, and C.

OUT Disables monitoring capability. Normal position for


self-test in Modes 1, 2, 3/ A, and C.

Figure 1-58. (Sheet 2 of 4)

1-124
T.O. 1A-10A-1

Index Position or
No. Control or Indicator Display Function

4 Identification of IDE NT When momentarily actuated (switch has sp ring-loaded


position switch return) enables identification of position r::ply for
approximately 15 - 30 seconds.

OUT Prevents triggering of identification of position reply.

MIC Initiates identification of position reply simultane-


ously with the keying of the UHF radio.

5 MODE 3/ A code Provides coding selection of the Mode 3 reply . Each


select switches digit may be set from 0 - 7.

6 MODE I code Provides coding selection of the Mode I repl y. The


select switches digits may be set from 00 - 73.

7 MODE 4 switch ON Selects Mode 4 tran sponder operation.

OUT Disables reply to Mode 4 interrogations.

8 Audio light switch AUDIO Enables Mode 4 audio operation even when
MASTER switch is set to STBY or when Mode 4
switch is set to OUT. Permits audio tone when Mode
4 interrogations are received. Operation of th e
REPL Y light is identical to that described for the
LIGHT position . AUDIO is the preferred operating
position since an audio tone indicates the presence of
Mode 4 interrogations. IFF audio level is adjustable
on the INTERCOM panel by rotating the IFF
volume control, but the on-off function of this
control is nonfunctional.

LIGHT When Mode 4 replies are satisfactorily transmitted,


the REPLY light will come on. If no replies are
being generated to Mode 4 interrogations, the
REPL Y light will not come on; and, the IFF Mode 4
CAUTION LIGHT IMASTER CAUTION LIGHT
will come on . No audio is obtained in this switch
position .

OUT Disables AUDIO and REPLY light monitoring of


Mode 4 interrogations and replies.

9 CODE switch ZERO Permits zeroing of Mode 4 code. The switch must be
pulled out to rotate it from Code B to zero.

AlB Code provided by KIT-IA/TSEC computer.

Figure I-58. (Sheet 3 of 4)

1-125
T.O. 1A-10A-1

Index Position or
No. Control or Indicator Display Function

9 CODE switch HOLD Locks in Mode 4 code setting after landing and
(Cont) (Cont) before power is turned off.

NOTE

• The switch is spring-loaded in HOLD and


will return to Code A after release. Code
B must be reselected if necessary.

10 REPLY light On Indicates presence of Mode 4 replies.

II TEST light On Indicates transponder responding properly to a Mode


I, 2, 3/ A, and C test. Light will also come on when
depressed.

Figure I-58. (Sheet 4 of 4)

accomplished by momentarily placing the CODE In addition to the operational modes, the system has
switch to HOLD after landing, but prior to removal a BIT capability for confidence testing on a go/ no-go
of power from the system. System power should be basis. The BIT can monitor transponder responses to
maintained for at least 15 seconds after the CODE operational interrogations, or internally stimulate any
switch is placed in HOLD. The receiver-transmitter mode of interrogation by placing the M-I, M-2,
will respond to Mode 4 interrogations only if the M-3/ A or M-C switch on the control panel to TEST.
interrogations are coded the same as the code selected A correct reply to the interrogation will cause the
on the CODE switch. Placing the audio light switch TEST light to come on on the control panel indicat-
to AUDIO enables an audio signal in the pilot's ing a go condition. If a no-go response is made with
headset when valid Mode 4 interrogations are being the IFF ANT switch in BOTH, the test shall be re-
received, and the Mode 4 REPLY light (green) peated in UPPER and LOWER. A go response in
coming on indicates when replies are transmitted. In either UPPER or LOWER indicates an operational
the LIGHT position, the Mode 4 REPLY light will IFF system on that antenna.
come on when Mode 4 replies are transmitted . The
level of the Mode 4 audio is adjustable on the
INTERCOM control panel by rotating the IFF X-BAND RADAR BEACON SYSTEM
volume control. In the OUT position on the IFF
control panel, both light and audio indications are The AN/UPN-25 X-band beacon system, if installed ,
inoperative. The REPLY light will not press-to-test consists of an encoder-transponder, control switch,
when the switch is in OUT. and antenna. The AN/UPN-25 provides the aircraft
with an increased radar cross section. Power from
If the Mode 4 caution light comes on, the pilot the left DC system bus is applied when the control
should place the IFF MASTER control switch to switch is moved from OFF.
NORM, check the Mode 4 ON-OUT toggle switch is
ON, and proper code, A or B, has been selected for
the current code time period. If the IFF Mode 4 The encoder-transponder may be operated in single
caution light stays on, the pilot should then employ pulse or double pulse mode. One of nine double
the applicable flight procedures which are operation- pulse codes is preselected by ground crew, but the
ally directed for inoperative Mode 4 or avoid the option of a single or double pulse reply is made by
Mode 4 environment. the pilot through the radar beacon control switch.

1-126
T.O. 1A-10A-1

Radar Beacon Control Switch UHF RADIO SYSTEM

The radar beacon control switch (figure I-57), pla- The UHF radio system consists of a panel-mounted
carded RADAR BEACON, is located on the antenna UHF radio [AN / ARC-I64(V) Radio Set), and an
select panel. It is a three-position toggle switch. The associated antenna system. The UHF radio (figure
switch positions are SINGLE, DOUBLE, and OFF. 1-60) is located in the left console.
In SINGLE, the transponder will transmit one reply
Some UHF radios (HQ UHF) have a jam-resistant
pulse for each interrogating pulse received. In
frequency hopping capability when operating in the
DOUBLE, the transponder wiII transmit one of nine
active mode .
preselected double-spaced codes for each interrogat-
ing pulse received . The system is powered by the left The UHF radio is capable of maintaining two-way
DC bus. line-of-sight communications over a normal opera-
tional range of 220 nm depending on the frequency
INTERCOM SYSTEM and aircraft altitude. Communications may be con-
ducted in one of 20 preset channels, or in anyone of
The intercommunications system provides the audio
7,000 manually selected frequencies spaced 25 KHz
interface between the pilot and the onboard com-
apart throughout the 225.0 - 399.975 MHz frequency
munication and radio navigation equipment. The
range.
intercom system also interfaces with the in flight re-
fueling system to provide for direct communications In addition, the UHF radio is capable of simultane-
with the tanker aircraft. The system consists of an ously monitoring the UHF guard channel (243.0
intercommunication set control located on the left MHz) through a separate receiver. The pilot can
console, and the pilot 's headset / microphone assem- monitor both guard and working channels, or moni-
bly . An external interphone station enables communi- tor the working channel only. For transmitting pur-
cation with the ground crew. poses, guard channel may be selected by placing the
MANUAL-PRESET-GUARD switch on the control
The intercommunications set control (figure I-59),
panel to GUARD. This automatically shifts the main
includes both headset and microphone amplifiers.
receiver and transmitter to the guard channel. The
Each audio input has a separate switch and volume
UHF radio is powered by the DC essential bus.
control. A master volume control adjusts the volume
level of all audio inputs simultaneously. The landing The UHF radio is fulIy compatible with secure com-
gear warning signal bypasses the electronics of the munications equipment KY-28 or KY-58 (when •
control set and is coupled directly to the pilot's installed).
headset. UHF Automatic Direction Finding

In addition to the audio monitoring capability, a The ADF capability is activated by placing the UHF
rotary selector switch on the intercommunications radio function selector in ADF. The ADF provides
control panel permits the pilot to select the inter- relative bearing to any steady signal received on the
phone or transmitter keying circuits for up to four UHF main receiver. This information IS displayed on
recei ver / t ransm itt ers. the HSI number 2 bearing pointer on ~ and on the
HSI number I bearing pointer for all other aircraft.
Electrical power is supplied by the DC essential bus. The guard receiver is disabled when ADF is selected.
For HQ UHF radios, in the active mode, ADF will
MIC Switch function, but accuracy will be degraded . Voice
reception may be degraded in ADF. Selecting ADF
A three-position sliding MIC switch is located on the
also causes the navigation mode select panel UHF
right throttle. The functions of the positions are as
homing light to come on. The UHF / ADF is powered
folIows:
by the right DC bus .
Center position - Receive.
UHF Radio Antenna System
UP position - Enables radio as selected by
the rotary selector switch on The UHF radio system has two antennas, upper and
the intercom control panel. lower, shared with the TACAN navigation system .
The antenna system provides automatic or manual
DOWN position - Enables the UHF radio. selection of either antenna.

Change 1 1-127
T.O. 1A-10A-1

INTERCOM CONTROL PANEL

3 4 5 6 8 9 10

11 12

Index No. Control Function

VOL control Adjusts volume level of all audio inputs simultaneously.

2 HM switch Switch in the puIled-out position enables hot mic inter-


phone operation, aIlowing communication with the
tanker during air refueling or with ground crew without
using the mic button. Rotary selector switch (11) must
be set to INT, or INT monitor switch (3) must be in the
puIled-out (enable) position for hot mic operation .

HM switch in the pushed-in position disables hot mic


operation .

3 INT monitor switch Switch in puIled-out position enables inter phone opera-
tion aIlowing communciation with the tanker during air
refueling, or with the ground crew when HM switch is
also in the pulled-out position; or interphone audio to
be monitored from the tanker during air refueling or
from the ground crew regardless of the position of the
intercom rotary selector switch (11). An integral volume
control permits individual control of the interphone
audio level.

Figure 1-59. (Sheet 1 of 3)

1-128
T.O. 1A-10A-1

Index No. Control Function


Switch in the pushed-in position disables the interphone
audio from being monitored unless it is selected via the
intercom rotary selector switch.

4 HF monitor switch 11031 An audio tone is provided to the headset through the
INTERCOM CONTROL PANEL when the AIM-9
MODE SWITCH is in the SELECT position. To receive
missile audio, the HF switch on the INTERCOM CON-
TROL PANEL must be pulled out to its active position.
The audio level is controlled by rotating the switch to
the desired level.

5 FM monitor switch Switch in pulled-out position enables VHF IFM receiver


audio to be monitored regardless of the positions of the
intercom rotary selector switch. An integral volume
control permits individual control of the VHF/FM
receiver audio level.

Switch in the pushed-in position disables the VHF IFM


receiver audio from being monitored unless it is selected
via the intercom rotary selector switch.

6 IFF monitor switch Nonfunctional as an on-off control. Volume control


permits individual control of the IFF receiver audio
level.

7 VHF monitor switch Same as item 5 except controls VHF I AM receiver


audio.

8 ILS monitor switch @2] Switch in the pulled-out position enables localizer and
marker beacon identifier audio to be monitored in the
headset.

Switch in the pushed-in position disables localizer and


marker beacon identifier audio.

9 UHF monitor switch Same as item 5 except controls UHF receiver audio.

10 TCN monitor switch Switch in pulled-out position enables T ACAN receiver


audio to be monitored regardless of the position of the
intercom rotary selector switch. An integral volume
control permits individual control of the T ACAN
receiver audio level.

Switch in the pushed-in position disables the T ACAN


receiver audio from being monitored unless the intercom
rotary selector switch is rotated to the extreme CCW
position.

11 Rotary selector switch Provides for the selection of interphone and radio
transmitter microphone and keying circuits. and auto-
matically enables the selected audio.

Figure 1-59. (Sheet 2 of 3)

Change 7 1-129
T.O. 1A-10A-1

Index No. Control Function

II INT Provides intercommunications with ground crew . If HM


(Cont) is disabled, the mic button on the throttle must be
pressed for the pilot to talk to the ground crew. If the
INT monitor switch is in the enable position, the
ground crew may call the pilot regardless of the position
of the rotary selector switch. For the pilot to answer,
the selector switch must be in INT or the HM switch
must be in the enable position .

VHF Provides microphone input to the VHF I AM transmitter,


and permits keying of the transmit~er when the press-to-
talk switch on the throttle is pressed.

FM Same as VHF except controls VHF/ FM radio .

HF Not used .

Unplacarded (full Enables the T ACAN receiver audio to be monitored


CCW position) regardless of TCN monitor switch position.

12 CALL switch Not used.

Figure I-59. (Sheet 3 of 3)

UHF Antenna Select Switch OPERATION IN PRESET MODE

The antenna select switch (figure I-57), placarded


I. Set function selector to MAIN or BOTH.
UHF ANT, is a three-position toggle switch, located
in the center of the antenna select panel on the left
console . The antenna select switch enables the pilot 2. Place MANUAL-PRESET-GUARD switch to
to select either the UPPER or LOWER antenna for PRESET.
optimum radio performance. If BOTH is selected,
the system will cycle between both antennas and
select the first one receiving a signal above a prese- 3. Set desired channel with preset channel selector
lected level. In the event of power loss to the antenna knob.
circuit, a switching circuit automatically selects the
lower antenna. On ITQ], the antenna select switch is a
two-position switch, with positions placarded UPPER OPERATION IN MANUAL MODE
and LOWER. The BOTH position has been deleted .
On [E], select LOWER when ADF is selected on the
UHF radio panel. The antenna select switch is I. Set function selector to MAIN or BOTH.
powered by the DC essential bus through the UHF
COMM circuit breaker.
2. Place MANUAL-PRESET-GUARD switch to
MANUAL.
UHF Radio Operation (Normal Mode)

Frequency selection can be accomplished in one of 3. Set desired frequency by manually tuning the
three modes : PRESET, MANUAL, and GUARD. frequency selector switches.

1-130
T. O. 1 A-1 OA-1

UHF RADIO CONTROLS 6

.------ _..... _._-- - - '

7
AN/A RC-l64 ( V I
UHF RA DI O
OR

Index No . Switch/ Control Function

Preset channel selecto r Selects preset channel frequencies or a net n um be r


stored in the nonvolatile memory.

Manual fr equency selectors

2 100 MHz selector switch Selects 100s digit of desired frequency (eith er a 2 or 3)
(A-3-2-T switch on in the normal mode. The A position selects the active
HQ U HF) mode and displays an A preceding the net number. T he
T is a momentary, spring-loaded position . The T pos i-
tion enables the radio to receive a new TOO. The A
and T positions override the 100s digit in both
MANUAL and PRESET frequency mode of o pera ti o n.

3 10 MHz selector switch Selects lOs digit of frequency (0 - 9). Selects first digit
of net number in active manual mode.

4 I MHz selecto r switch Selects units digit of frequency (0 - 9). Selects second
digit of net number in active manu al mode .

Figure 1-60. (Sheet I of 2)

1-131

)
T.O. 1A-10A-1

Index No . Switch / Control Function

5 0.1 MHz selector switch Selects lOs digit of frequency (0 - 9). Selects third digit
of net number in active manual mode.

6 0.025 MHz selector switch Selects 100s and lO00s digits of frequen cy (00, 25, 50,
or 75) .

7 MANUAL-PRESET -GUARD Selects mode of frequency selection.

MANUAL Frequency is manually selected l~s in g the five frequency


selector switches.

PRESET Frequency is selected using the preset channel selector


switch; also used when programming preset channels.

GUARD The main receiver and transmitter are automatically


tuned 10 243.000 MHz guard frequency and the guard
receiver is disabled.

8 SQUELCH ON-OFF Enables and disables squelch of main receiver.

9 VOL Adjusts audio level.

10 TONE Transmits TOD 1667 Hz signal when pressed if the


radio TOD clock has been started . If the radio TOD
clock has not been started. a nd on non-HQ UHF
radios , only a 1020 Hz tone will be transmitted. The
1020 Hz tone also follows a TOD trammis sio n.

II Function selector Selects operating mode.

OFF Shuts down eq uipment .

MAIN Enables main receiver and transmitter.

BOTH Enables main recei ver and tran smi tter and guard
receiver .

ADF Enables ADF or homing system (If installed) and main


receiver/ tran smitte r. Disables guard receiver and TONE
transmit funct ion .

12 Bandwidth (BW) (NB-WB) Maintenance adjustment.

13 PRESET Stores selected data in speci ricd preset channel non-


volatile memory.

14 SQUELCH-MN Maintenance adjustment.


(main squelch)

15 SQUELCH-GD Maintenance adjustment.


(guard squelch)

Figure 1-60. (Sheet 2 of 2)

1 -1 32
TO lA-l0A-1

OPERATION IN GUARD MODE WOO Transfer to Volatile Memory

I. Set function selector to MAIN or BOTH . To transfer WOO, select PRESET, channel 20, and
listen for a single or double beep. A single beep
2. Place MANUAL -PRESET-GUARD switch to indicates that channel 20 WOO data has been trans-
GUARD. ferred. Select remaining preset channels (19 - 15) in
the same manner and listen for a single or double
NOTE beep at each channel. When a double beep is heard,
WOO transfer is complete. WOO transfer must be
• When operating in the GUARD mode, the accomplished any time power to the radio has been
main receiver and transmitter are tuned to interrupted, the radio has been turned off, or if
the guard frequency automatically. The channel 20 is selected .
guard receiver is disabled .
Time-of-Day Reception
ENTERING PRESET FREQUENCIES
TOO reception is possible in both normal and active
I. Place MANUAL-PRESET-GUARD switch to modes . The radio automatically accepts only the first
PRESET . TOO message received after the radio is turned on.
Subsequent messages are ignored unless the T posi-
2. Set manual frequency using manual frequency tion is momentarily selected with the A-3-2-T knob. •
selectors. The radio then accepts the next TOO update in either
normal or active mode, provided TOO arrives within
3. Set preset channel selector to desired channel. 1 minute of the time the T position has been selected.
To receive time in the normal mode, rotate the
4. Depress PRESET button. A-3-2-T knob to T position and return to a normal
frequency in either manual or preset mode. To
I HAVE QUICK I UHF SYSTEM (JAM·RESIST ANT) receive a time update in active mode, rotate the
A-3-2-T knob to the T position and then back to the
The HQ UHF system provides normal and jam- A position. A TOO update (time tick) can now be
resistant UHF communications . The usual operating received on the selected active net.
mode for the HQ UHF radio is normal mode where
the radio uses I of 7,000 frequencies. The jam- Time-of-Day Transmission
resistant (active) mode enables a frequency hopping
scheme. Because the particular frequency used at any A synchronized radio (TOO entered) can transmit
instant depends on the precise TOO, participating timing information in both normal and active modes,
HQ UHF radios must be synchronized. In addition, by momentarily pressing the TONE button. In the
the HQ UHF radio must have a WOO and net normal mode, a complete TOO message is transmit-
number to achieve jam-resistant communications. ted, while in the active mode only an updating time
tick is used. Active mode time transmission allows a
Word-of-Day Entry time update if a participant has drifted out of
synchronization .
WOO is entered by using one or more of the six
preset channels 15 - 20. For a new WOO entry, use Net Number
the same method as in entering preset frequencies in
the normal mode. Once WOO is entered, it remains After TOO and WOO have been entered, and WOO
stored in the applicable preset channels in the same has been transferred to volatile memory, any valid
manner as preset frequencies are stored. However, active net number can be selected by using the
the radio will not operate in the active mode until the manual frequency knobs or preset channel selector
WOO is transferred to volatile memory. (I - 14).

Change 8 1·133
TO lA·lOA·l

Conference Capability MODE DISPLAY


In the active mode, the radio has the ability to Active manual "3" plus three digit
receive and process two simultaneous transmissions net number, plus last
on the same net. The receiver will read both trans· two digits
missions without the interference normally associ·
ated with two radios transmitting on the same fre· Active preset Six digit nonvolatile
quency simultaneously. Three simultaneous preset memory
transmissions will result in garbled reception. Con·
ferencing is disabled when the net number is fol· T manual "3" plus five remain·
lowed by 25. ing frequency numbers
Guard Operation
T preset Six digit nonvolatile
The guard receiver is not affected by operations in preset memory
the active mode. Guard frequency may be moni·
tored regardless of what mode the radio is in as UHF COMMAND RADIO (AN/ARC·164) 1109 1
long as the function selector is in BOTH. Selecting HAVE QUICK II (HQ II) SYSTEM OPERATION
guard on the MANUAL-PRESET·GUARD switch
disables the active mode and puts the main There are four separate COMMAND CODE func·
receiver/transmitter on frequency 243.000 MHz. tions associated with the activation of a HQ II
radio. These command codes are used to access
Jam·Resistant (Active) Mode Operation memory locations and process instructions without
To operate the HQ UHF radio in the active mode, unnecessarily consuming preset storage or necessi·
proceed as follows: tate switch modifications. The operator enters a six
digit command code into PRESET channel 20 to
1. Set function selector to MAIN or BOTH. begin the unique initialization procedure. Thereaf·
2. Place MANUAL-PRESET·GUARD switch to ter, all other switch actions are performed with the
PRESET. radio in the MANUAL mode, but using switch
actions normally associated with loading preset
3. Enter WOD (if necessary) in preset channels channels.
15 . 20 and then, starting with channel 20, rotate
the preset channel knob CCW until a double beep is HQ II COMMAND CODES
heard.
COMMAND CODE FUNCTION
4. Enter TOD by selecting the frequency on
which the TOD is being transmitted, or by request· 220,000 VERIFY /OPERATE
ing a TOD transmission from a synchronized radio. 220.025 MWOD LOAD
220.050 MWOD ERASE
5. Set A-3-2-T knob to A. 220.075 FMT·NET FREQUENCY
6. Select an active net number either with the LOAD
manual frequency knobs or any preset channel
(1 -14) designated for active net use. FREQUENCY MANAGED A·NETS (FMA-Nets)
TOD and WOD may be entered in any order once The geographical area of operation will determine
the radio is turned on. A tone is heard in the head· which net number is to be selected from the avail-
set if TOD has not been initially received, or if able frequency tables or hopsets. These active nets
WOD has not been transferredientered. are identified as FMA-Nets. One large hop set has
been coordinated for use in NATO-Europe and
UHF Remote Frequency/Channel Indicator
another large hopset for employment in non-NATO
The indicator displays the frequency, channel, net, countries. The frequency table to be employed is
or WOD being utilized by the main receiver/trans· determined by the last two digits of the net num·
mitter (22, figure FO·I). bers AOO.OXX to A99.9XX. Active nets are selected
in accordance with ABB.BCC where:
MODE DISPLAY
Normal manual Six digit frequency 1. A = A (Active)
2. BB.B = Desired net
Normal preset Two digit channel 3. CC = 00 for Basic HAVE QUICK
number 25 for NATO-Europe
50 for Non-NATO
Guard G 75 Non-operational

1-134 Change 8
TO lA·10A·l

HQ II FREQUENCY MANAGED TRAINING (FMT) The following are step·by·step instructions on ena-
NETS bling HQ II features.

To expand the number of training nets available to VERIFY /OPERATE


HQ users, HQ II provides 16 FMT-nets including To conserve radio presets, the MWOD Load,
the 5 T-nets already in the HQ system. To use the MWOD Erase and FMT-Net frequency load switch
FMT-nets, 16 training frequencies must be loaded actions are performed using switch actions very
into the radio. Ideally, a 4 MHz frequency separa- similar to those used to load channel presets, but
tion is maintained to reduce interference between with the radio in the MANUAL mode. The VER-
collocated radios. Unlike basic HQ, these frequen- IFY /OPERATE command alerts the radio that the
cies are not part of the training Word-of-Day. The above MWOD/FMT-Net functions have been com-
procedure for loading FMT-net frequencies need pleted and restores the radio to the normal operat-
only be repeated if the authorized training frequen- ing condition where channels are related to
cies change. Sixteen frequencies that maintain 4 PRESET switch actions. This mode is also used to
MHz minimum separation have been approved for verify that current MWODs are loaded. The radio
CONUS training. will not transmit (not even normal UHF) until radio
is returned to the VERIFY/OPERATE mode.
To use FMT-Nets, a basic training Word-of-Day
must first be entered. The frequencies loaded into VERIFY /OPERATE command is entered as follows:
presets 19 through 15 during training Word-of-Day 1. Set channel selector switch to 20.
entry will have no effect on the FMT-nets but will
determine the frequencies used when a basic HQ T- 2. Set function selector switch to PRESET.
net is selected. The 6 digit training WOD loaded
into preset 20, as with basic HQ, cause the radio, 3. Set frequency selector switches to 220.000
when active, to operate in the training mode. The (VERIFY /OPERATE).
hop rate (same as basic HQ) is determined by the 4. Press and release PRESET load button.
last two digits loaded into preset 20. (Listen for single beep).
The 16 FMT-nets are selected the same as other NOTE
active nets. They are numbered AOO.025 through
A01.525 and they do not repeat. All six characters • High pitched continuous tone indicates
in the net designator must be selected and the last WOD or TOD not loaded. An Inter-
two digits must be 25. Selection of an FMT-net rupted tone indicates invalid net
greater than A01.525 or ending in 50 or 75 will selected.
result in an audio alarm (interrupted tone).
• An HQ II radio must be in the VER-
BASIC T-NETS IFY /OPERATE mode to transmit.
Enter the VERIFY/OPERATE com-
Basic T-nets are selected the same as in basic HQ mand (220.000) after all MWOD
except that all six digits are now read and the last Loads/Erases and FMT-Net Fre-
two must have 00. The T-nets are numbered quency Loads. The radio will power
AOO.OOO through A00.400 and they do not repeat. up ill the same mode it was in when
All six characters in the net designator must be powered down. If the radio does not
selected. Selection of a T-net greater than A00.400 function as expected at power up,
or ending in 50 or 75 will result in an audio alarm enter the VERIFY/OPERATE
(uninterrupted tone). Selection of a T-net ending in command.
25 will result in HQ II FMT-net operation. The
conversion of the Basic T-Net to a HQ II net is MULTIPLE WORK-OF-DAY LOADING.
indicated in Figure 2 below. 1. Set channel selector switch to 20.

T-NET CONVERSION 2. Set function selector switch to PRESET.

BASIC T-NET HQ II T-NET 3. Set frequency selector switches to 220.025


(MWOD Load).
AOO.O (same net as AOO.5) AOO.OOO
AOO.l AOO.I00 4. Press and release PRESET load button.
AOO .2 AOO.200 (Listen for single beep).
AOO.3 AOO.300 5. Set function selector switch to MANUAL.
AOO.4 A00.400
AOO.5 AOO.500 6. Set frequency selector switches to element
20 of the WOD.

Change 8 1-134A
TO lA-lOA-I

7. Press and release TONE button (Listen for Signal Generator (RSG) will result in
single beep). -- date information being transmitted in
all MICKEYS. This will alleviate the
8. Set channel selector switch to 19. need to perform steps 16 through 18
9. Set frequency selector switches to element above. In the meantime, HQ II radios
19 of the WOD. can append date information to their
MICKEY if they are manually loaded
10. Press and release TONE button (Listen for with Day-of-Month (steps 16 through
single beep). 18 above), are self-started, and then
1l. Repeat steps 8 through 10, decreasing the receive a basic MICKEY. This
channel and WOD element numbers by one for expanded MICKEY may then be
each WOD element through 15. passed to other H Q II radios using
MWODs. The appended date informa-
12. Set channel selector switch to 14. tion is transparent (not usable) to
13. Set frequency selector switches to element basic HQ radios.
14 (Day-of-Month Tag) of the WOD. • When using MWOD procedures (radio
in VERIFY IOPERATE mode), the
NOTE operator must load the current date
into the radio prior to receiving TOD
• Multiple WODs must be linked with an or receive a TOD with a date
associated day-of-month. This "date appended. Without date information,
tag" element has been added to every the radio cannot select the current
operational and training segment in Word-of-Day from memory. This
basic HQ and need only be loaded results in an alarm (steady tone) when
when MWOD is used. the active mode is selected.
14. Press and release TONE button (Listen for VERIFYING AN MWOD IS LOADED.
double beep).
With the radio in the VERIFY IOPERATE mode
15. To load additional MWODs, set channel (220.000 entered into preset channel 20) the opera-
selector switches to 20 and repeat steps 6 through tor may verify the storage of a particular days
14 above. The six most recently entered MWODs WOD as follows:
will be stored in the radio.
l. Set function switch to MANUAL.
16. Set channel selector switch to Ol.
17. Set frequency selector switches to current 2. Set channel selector switch to 20.
day-of-month. The format is 3AB.000, where A is 3. Set frequency selector switches to Day-of-
the 10's digit and B is the l 's digit of the current Month to be verified. The format is 3AB.000,
day-of-month. For example, if today were 26 June, where A is the 10's digit and B is the l's digit of
then select 326.000. the Day-of-Month (5 May would be 305.000).
18. Press and release TONE button (Listen for 4. Set channel selector momentarily to 19 and
single beep). return to 20. A single beep indicates WOD for that
19. Set function switch to PRESET. day is loaded. No beep indicates WOD for that day
is not loaded. Repeat for each day to be verified.
20. Set channel selector switch to 20.
MWOD OPERATION.
2l. Set frequency selector switches to 220.000
(VERIFY I OPERATE). Once the operator has been assured or has verified
the loading of current MWOD (steps 1 through 4
22. Press and release PRESET load button (Lis- above) the radio must be provided the current Day-
ten for single beep). The radio is now ready to of-Month so that radio can transfer the correct
receive Time-of-Day and then operate in the active MWOD segment from memory into the radio's
mode. processor. There are two ways to enter Day-of-
Month information into a HQ II radio, by receiving
NOTE a MICKEY from a HQ II radio loaded with current
Day-of-Month or by entering it manually.
• HQ II radios are designed to transmit
and receive date information in the Receiving a HQ II MICKEY is the preferred
Time-of-Day signal (MICKEY). A method of initializing a radio loaded with MWODs.
future modification to the Reference A HQ II MICKEY consists of date information

1-1348 Change 8
TO 1A-10A-1

(day-of-month and year) appended to Time-of-Day 4. Press and release PRESET load button (Lis-
and will originate from an AN/TRC-187 HQ II ten for single beep).
Time Signal Set which will append manually sup-
plied date information to Time-of-Day supplied by 5. Set function switch to MANUAL.
the TRANSIT satellite system. Date information 6. Set channel selector switch to 01.
will be supplied to the Time Signal Set once and
need only be reinitialized following a power inter- 7. Set frequency selector switches to current
ruption. Upon receipt of a HQ II MICKEY, a HQ Day-of-Month. The format is 3AB.000, where A is
II radio will set its clock to the correct Time-of-Day the 10's digit and B is the I's digit of the current
and Day-of-Month (derived from the date informa- Day-of-Month. For example, 23 July would be
tion) and transfer the correct MWOD segment into 323.000.
its processor. With these actions completed, the 8. Press and release TONE button (Listen for
radio is ready for active net selection. If a mission single beep). --
should run into the next zulu day, the radios clock
will update to the next day and, if it has been 9. Set function switch to PRESET.
loaded, the correct WOD will be transferred into
the radios processor. If the next days WOD has 10. Set channel selector switch to 20.
not been loaded, the current days WOD will be 11. Set frequency selector switches to 220.000
repeated. (VERIFY IOPERATE).
12. Press and release PRESET load button (Lis-
NOTE ten for single beep).
• Because HQ II radios do not experi- 13. Set channel selector switch to MANUAL.
ence midnight madness, they cannot
communicate with a basic HQ radio 14. Self-start the radios clock.
that has passed through 2400Z until 15. At this point the radio is ready to receive a
the basic HQ radio is reinitialized. normal MICKEY (request MICKEY, momentarily
select T, tune to MICKEY frequency and wait for
If a HQ II MICKEY (date information appended to
TOD signal). When the radio receives the
Time-of-Day) is not available, the operator will have
MICKEY, it will load the MWOD segment match-
to manuallv enter the current Dav-of-Month. with
ing the Day-of-Month entered into the radio. The
a manually loaded Day-of-Month:the radio is ready
radio is also now capable of passing HQ II MICK-
for active net selection as if date information were
EY s to other radios.
received from a HQ II MICKEY. A HQ II radio
can append date information to its MICKEY, but MWOD ERASE. The MWOD memory can be erased
this requires the operator to manually enter Day-of- as follows:
Month and then self-start the radios clock. When
this procedure is completed, the radio appends the 1. Set function switch to PRESET.
Day-of-Month into the Day-of-Year slot of the 2. Set channel selector switch to 20.
MICKEY and sets the year of the MICKEY to 80.
Since the clock has been self-started (arbitrary 3. Set frequency selector switches to 220.050
time), the radio should further receive a true (MWOD Erase).
MICKEY (zulu time) in order to correctly align its 4. Press and release PRESET load button (Lis-
Time-of-Day. Because manual entry of Day-of- ten for single beep).
Month requires many switch actions, consider using
this procedure to load a master TOD source (a HQ 5. Set function selector to MANUAL.
II equipped RSG) and then using the procedure
described previously to initialize all other radios. 6. Press and release TONE button (Listen for
Once loaded, the master radio need only be reinitial- single beep).
ized following a power interruption or at the begin- 7. At this point all MWODs have been erased
ning of the next month. The steps for manual and transmit is disabled. To enable transmit or, in
entry of Day-of-Month are as follows: non-emergency situations, to return the radio to its
normal configuration continue as follows:
1. Set function s\vitch to PRESET.
a. Set function switch to PRESET (Channel
2. Set channel selector switch to 20. 20 is still selected).
a. Set frequency selector switches to 220.025 b. Set frequency selector switches to 220.000
(MWOD LOAD). (VERIFY IOPERATE).

Change 8 1-134C
TO lA-10A-l

c. Press and release PRESET load button 3. Press and release PRESET load button.
(Listen for single beep). The radio will now trans-
mit in normal UHF. 4. Select MANUAL.
FMT-NET FREQUENCY LOADING. 5. Load (using the TONE button) 235,050 into
channel 20. --
The following are general instructions for loading
FMT-NET frequencies. 6. Load 225.150 into channel 19.
1. Set function switch to PRESET. 7. Load 252.925 into channel 18.
2. Set channel selector switch to 20. 8. Load 239.950 into channel 17.
3. Set frequency selector switches to 220.075 9. Load 271.950 into channel 16.
(FMT-Net Freq. Load).
10. Load 267.850 into channel 15.
4. Press and release PRESET load button (Lis-
ten for single beep). 11. Load 262.450 into channel 14.
5. Set function switch to MANUAL. 12. Load 257.250 into channel 13.
6. Set frequency selector switches to training 13. Load 314.450 into channel 12.
frequency #1. 14. Load 308.750 into channel 11.
7. Press and release TONE button (Listen for 15. Load 303.275 into channel 10.
single beep). --
16. Load 298.650 into channel 09.
8. Set channel selector switch to 19.
17. Load 293.550 into channel 08.
9. Set frequency selector switches to training
frequency #2. 18. Load 289.050 into channel 07.
10. Press and release TONE button (Listen for 19. Load 284.150 into channel 06.
single beep). --
20. Load 279.750 into channel 05.
II. Repeat steps 8 through 10, decreasing the 21. Select PRESET and CHANNEL 20.
channel number by one for each training frequency
until all 16 frequencies are loaded. 22. Select 220.000 (VERIFY IOPERATE).
12. Set function switch to PRESET. 23. Press and release PRESET load button.
13. Set frequency selector switches to 220.050 To verify that a radio is EMS modified, the follow-
(VERIFY IOPERATE). ing operational checks may be performed. The
first procedure is preferred because the second
14. Press and release PRESET load button (Lis- procedure removes any WOO element stored in
ten for single beep). The FMT-net frequencies are preset channel 20.
now loaded and need not be reloaded until the
approved training frequencies change. 1. If the radio is already successfully operating
in the active mode, select any active net ending in
NOTE 75 (i.e., A52.275). If a fault tone (interrupted tone)
is heard, the radio is EMB modified. Nets ending
• When selecting FMT-Net frequencies, in 75 have been reserved for a future faster hop-
a 4 MHz minimum frequency separa- ping modification (HQ IIA) and are not used with
tion should be maintained. Addition- HQ II.
ally, the radio will accept the frequen- 2. If the radio is powered but has not been ini-
cies in any order, but they must be tialized for active operation the following procedure
loaded in the same order in all radios may be used to verify that a radio is EMB
to maintain interoperability. modified:
With an understanding of the previous section, the a. Set function selector switch to PRESET.
following can be used as a checklist for loading
CONUS FMT-net training frequencies. The fre- b. Set channel selector switch to 20.
quencies are in the order suggested for use
c. Set frequency selector switches to 220.000
throughout the CONUS.
(VERIFY IOPERATE).
1. Select PRESET and CHANNEL 20.
d. Press and release the PRESET load but-
2. Select 220.075. ton. A single beep may be heard (indicating the

1-1340 Change 8
TO lA-lOA-l

EMB radio was not in the VERIFY/OPERATE b. Channel select - 20.


mode or the non-EMB radio has accepted 220.000 as
a WOD element) or there may be no beep (indicat- c. Frequency select - 220.000.
ing the radio is EMB modified and was already in d. PRESET button - PRESS.
the VERIFY/OPERATE mode).
2. CHECK DAY.
e. If a beep was heard at step d, set the
channel selector switch to 19. If there is no bee~, a. Mode Selector - MANUAL.
the radio isEMB modified. A basic HQ radio wil b. Frequency select - 3XX.000 (Where
beep once (iItlle first digit of the number stored in XX=day to verify).
preset 19 is a 2) or twice (if the first digit of the
number stored in preset 19 is a 3). c. Channel Selector - Momentarily to 19 then
return to 20 (A beep
OPERATING HQ II RADIOS IN THE BASIC HQ
MODE. upon returning to chan-
nel 20 indicates an
When a basic HQ net (except T-Net) is selected on a MWOD is loaded for
HQ II radio, the Word=of-Day will determine which date checked).
algorithm is used. Because basic HQ radios are not
TRAINING MODE OPERATIONS
programmed with the improved algorithm, opera-
tional and training Word-of-Day material is Radio Set-up: FMT-Net or training WOO frequen-
designed to select the original algorithm in HQ II cies not previously entered.
radios to maintain interoperability with basic HQ
radios. 1. Activate FMT-Net frequency load or change.
a. Mode Selector - PRESET.
NOTE b. Channel select - 20.
• When using a HQ II radio to communi- c. Frequency select - 220.075.
cate on basic HQ nets, the hun-
dredths/thousandths frequency selec- d. PRESET button - PRESS (Hear beep).
tor switch must be set to double zero. 2. LOAD FMT-Net Frequencies (channels
The conferencing option previously 20 - 5)
controlled by this switch is determined
by the Word-of-Day element loaded a. Mode Select - MANUAL.
into preset 19. b. Channel select - PRESET to be loaded
B. With the information provided the following (20,19 ... )
checklist should be sufficient to guide an operator
through the necessary switch actions to operate a c. Frequency select - Set frequency for
HQ II radio. selected PRESET.
ABBREVIATED HQ II CHECKLIST d. TONE button - PRESS (Hear beep).
RECEIVE TOO (Same switch actions as basic HQ). e. Repeat b through d as necessary.
1. Select TOD frequency - Request TOD. 3. Load basic HQ training WOD (Channels
20 - 15)
2. A-3-2-T Switch - Momentarily to T and
return to TOD frequency. a. Mode Select - PRESET.
3. Listen for one or two step tone within 60 b. Channel selector - PRESET to be loaded
seconds. (20, 19.. . )
SEND TOO (Same switch actions as basic HQ) c. Frequency select - Set WOD segment for
1. Radio contact - ESTABLISH. PRESET selected.
2. Tone button - PRESS. d. PRESET button - PRESS.
VERIFICATION OF MWOD LOADING (COMBAT e. Repeat b through d as necessary to com-
MODE) plete frequencies and enter training WOD in
memory.
1. VERIFY / OPERATE (Radio in COMBAT
MODE). 4. WOD - LOAD
a. Mode Selector - PRESET. a. Mode Selector - PRESET.

Change 8 1-134E
TO 1A-10A-1

b. Channel selector - PRESET to be loaded g. TONE button - Press (Hear double beep).
(20-15) (Hear single beep
after each channel 20 h. Repeat b through g for each additional
through 16 and double WOD (up to six total).
beep at 15). 3. VERIFY/OPERATE.
5. RECEIVE TOO (Dated TOO not required a. Mode Selector - PRESET
with single WOD)
b. Channel Select - 20
6. Mode Select - MANUAL.
c. Frequency Select - 220.000
7. Select Net - ABB.BCC where:
d. PRESET button - PRESS (Hear beep)
a. A = A (Active)
4. MWOD Loading - completed.
b. BB.B = Desired Net
(000-004 for Basic HQ, WOO/TOO Update (WOO in memory and date is
part of TOO)
000-015 for HQ II,
Other numbers invalid - 1. Request MICKEY - Same switch actions as
Hear interrupted tone) Basic HQ.
c. CC = 00 for Basic HQ 2. Current WOD and TOD are now loaded if
25 for HQ II radio was in VERIFY 10PERATE mode (220.000 in
50 and 75 invalid (Hear interrupted PRESET 20). An alarm (steady tone) upon going
tone) active could indicate the TOD did not have date tag
COMBAT OPERATIONS MODE (MWODs NOT as required or WOD is not current.
USED) WOO/TOO Update (TOO not part of TOO)
1. WOD/TOD - Same switch actions as Basic 1. ACTIV ATE MWOD - Load mode
HQ
a. Mode Select - PRESET.
2. Select Net - ABB.BCC where:
b. Channel Select - 20.
a. A = A (Active)
c. Frequency Select - 220.025.
b. BB.B = Desired Net
d. PRESET button - PRESS (Hear beep).
c. CC = 00 for Basic HQ
25 for HQ II 2. CURRENT DATE - SET.
50 and 75 invalid (Hear interrupted a. Mode Select - MANUAL.
tone)
b. Channel Select - 01.
COMBAT OPERATIONS MODE (MWODs not in
memory) c. Frequency Select - 3XX.000.
1. MWOD function - ACTIVATE d. PRESET button - PRESS (Hear beep).
a. Mode Selector - PRESET 3. VERIFY/OPERATE.
b. Channel Select - 20 a. Mode Select - PRESET.
c. Frequency Select - 220.025 b. Channel Select - 20.
d. PRESET button - PRESS (Hear beep) c. Frequency Select - 220.000.
2. MWODs - ENTER. d. PRESET button - PRESS (Hear beep).
a. Mode Select - MANUAL. 4. SELF-START RADIOS CLOCK.
b. Frequency Select - Enter elements starting a. Mode Select - MANUAL.
w·ith channel 20.
b. A-3-2-T Switch - Hold in T.
c. TONE button - PRESS (Hear beep).
c. TONE button - PRESS.
d. Repeat band c for WOD elements 19 - 15.
d. A-3-2-T Switch - RELEASE.
e. Channel Select - 14. 5. REQUEST MICKEY - Same switch actions
f. Frequency Select - Set date tag for WOD. as Basic HQ

1-134F Change 8
TO lA-lOA-l

COMBAT OPERATIONS NET SELECTION The VHFI AM radio system operates on power from
the right DC bus.
1. Mode Select - MANUAL.
2. Select Net - ABB.BCC where: VHF / AM Control Panel
a. A = A (Active) The VHF I AM radio control panel, placarded VHF
COMM, is located on the left console. For a
b. BB.B = Desired Net description of controls and indicators, see figure
c. CC = 00 for Basic HQ 1-61.
25 for HQ II
50 and 75 invalid (Hear interrupted VHF / AM Radio Operation
tone) To operate the VHFI AM radio, proceed as follows:
VHF/AM RADIO SYSTEM 1561
1. Set OFF/PWR switch to PWR.
The VHF I AM radio system consists of a Wilcox
807a transceiver, a control panel and a VHF
antenna. The frequency range is from 116.000 - 2. Using the center portions of both the OFFI
149.975 MHz. The control panel is located on the PWR and the VOL controls, set the desired fre-
left console. quency up as displayed in the frequency indicator.

Change 8 l-134G/(l·134H Blank)


T.O. 1A-10A-1

VHF/AM CONTROL PANEL 1561

,- IOA- 1-26

Control Function

Frequency indicator Displays selected VHF frequency.

COMM TEST button Disables. the receiver squelch circuit.

VOL control Adjusts the output level of the receiver.

Frequency selector knobs Sets the transceiver to a desired frequency.

OFF IPWR switch Mounted concentrically with the megahertz frequency selector knob, is
used to control the application of right DC bus power to the VHFI AM
transceiver.

Figure 1-6\

1-135
T.O. 1A-10A-1

3. At the intercom panel, set the rotary selector the course warning flag is always in view. FM hom-
switch to VHF. ing displays on the ADI are described under FM
Homing ADI Display, in this section.
4. If signals are not being received on the selected
frequency (channel), depress COMM TEST button VHF/FM Radio Operation
and listen to the frequen cy briefly. When the COMM
TEST button is pressed, the receiver's squelch is To operate the VHF/ FM radio, proceed as follows:
di sabled and receiver background noise and weak
signals below the squelch cut off (if present) will be I. Set the intercom rotary selector switch to FM .
heard. The COMM TEST does not test transmitter
operation. 2. Set the function selector knob on VHF/ FM
control panel to TR.
5. Adjust VOL control to a desired level.
3. Adjust the frequency controls for the desired
VHF/FM RADIO SYSTEM 1561 operating frequency; a channel changing tone should
be heard in the headset during tuning.
The VHF/ FM radio system provides two-way voice
communications between air-to-air and air-to-ground 4. Set squelch control to DIS; noise will be re-
VHF/ FM radio stations. The system also provides ceived in headset.
homing information on the AD!. The system can be
tuned to anyone of 920 channels, spaced 50 KHz 5. Set squelch control to CARR; squelch will open
apart, from 30 - 75.95 MHz and is fully compatible only when a carrier signal is received by the radio
with secure communications equipment (KY -28). The set.
VHF I FM radio system consists of a receiver I
transmitter, a control panel and two antennas, one 6. Set squelch control in TONE; squelch will open
for communications and the other for homing. Power when a carrier signal mod ulated by a 150 Hz tone is
is supplied by the right DC bu s. received .

VHF/FM Control Panel 7. After a 2-second warmup, slide the MIC switch
to UP and talk into the microphone. Sidetone is
The control panel (figure 1-62) contains a mode selec- heard in the headset. Adjust VOL control for com-
tor switch for tuning the radio, and for selecting fortable volume level.
either the TR or HOME mode, four frequency (chan-
nel) selectors, a volume control, and squelch mode AN/ARC-186(VI VHF/AM AND VHF/FM
selector. RADIOS 1571

The normal transmit / receive mode is operative when The two ANI ARC-186 (V) radios installed in the air-
the mode selector on the control panel is set to TR. craft to provide VHF/ AM and VHF/ FM capability
are identical. Each radio ha~ been preset to provide
FM Homing Capability dedicated VHF I AM and VHF I FM operation and this
cannot be changed by the pilot. If the wrong fre-
When the mode selector sw itch is in HOME, the FM quency band is selected on the control panel a tone
HOMING light on the navigation mode select panel will be heard.
(figure 1-41) comes on . LSS [TIl, or LSS, MAN,
NAV, or ILS @ill modes on the navigation mode AN/ARC-186(VI VHF/AM RADIO SYSTEM 1571
select pane! override the FM homing mode because
the same display on the ADI is used. In the homing The ANI ARC-186(V) VHF I AM radio system consists
mode, FM signals are analyzed to determine signal of an AN I ARC-I 86(V) receiver-transmitter, a control
strength and direction. If the received signals are in- panel, and a VHF I AM antenna. The normal fre-
sufficient to open the squelch circuits (carrier or quency range of the VHFI AM system is from
tone), the course warning flag on the ADI will re- 116.000 - 151.975 MHz. However, the VHFI AM will
main in view . When the received signals are adequate operate in receive only mode between 108.000 -
to open the squelch, the course warning flag is driven 115.975 MHz but a slight reduction in reception
from view . When the SQUELCH switch is in DIS, range may be experienced. The control panel has a

1-136
T.O. 1A-10A-1

VHF/FM CONTROL PAN EL 1561

1-1 0A - 1- 27

Control Position/ Display Function

Frequency selectors Select and display associated digit of the operating frequency.

Mode selector Applies power to the radio and selects mode of operation .

OFF Turns off primary power.

TR Applies power. Radio operates in normal (transmit/ receive)


communications mode.

RETRAN Not used.

HOME Applies power. Radio operates in the homing mode.

VOL control Adjusts level of audio output.

SQUELCH switch Selects desired squelch mode.

DIS Squelch circuits are disabled and the squelch remains open
(audio is heard).

CARR Squelch circuits open in presence of any carrier.

TONE Squelch opens only on selected signals with tone modulation.

Figure 1-62

1-137
T.O. lA-10A-1

20-channel preset capability with an emergency 3. Frequency selector knobs - Rotate until desired
(guard) channel provision. The VHF I AM radio frequency is obtained.
system operates on power from the right DC bus.
4. Preset channel selector - Rotate until the de-
AN/ARC -186(V) VHF/FM RADIO SYSTEM 1571 sired channel number is obtained.

5. Load pushbutton - Depress.


The AN I ARC-186(V) VHF/ FM radio system
provides two-way voice communications between air- PRESET CHANNEL SELECTION
to-air and air-to-ground VHF I FM radio stations, and
an emergency (guard) channel provision with an auto- Selection of a preset channel is accomplished as
matic switchover from FM CIPHER to FM PLAIN follows:
communications whenever the VHF IFM emergency
mode is selected. The system also provides homing 1. Mode selector knob - JR.
data relative to the selected station in the form of
visual displays on the ADI. The system can be tuned 2. Frequency control/emergency select knob -
within the tactical F!'vl band of 30 - 76 MHz. PRE.
Operation above 76 MHz may be possible, but 3. Preset channel selector - Rotate until the de-
should not be attempted due to the design limits of sired channel number is obtained.
the VHF/ FM antenna. The VHF/FM radio system
consists of an ANI ARC-186(V) receiver-transmitter, a EMERGENCY GUARD OPERATION
control panel having a 20-channel preset capability,
and two antennas, one for communications and the 1. Mode selector knob - TR.
other for homing. Power is supplied by the right DC
bus. 2. Frequency control/emergency select knob -
EMER AM (121 .5 MHz) or EMER FM (40.5 MHz).
VHF/AM and VHF/FM Radio Control Panels
VHF/AM AND VHF/ FM RADIO TURN-ON
The VHF I AM and VHF I FM radio control panels are PROCEDURE
located on the left console, and described and illus-
trated in figure 1-63. 1. Mode selector knob - TR.

VHF/AM and VHF/FM Common Radio 2. On intercom control panel, set rotary selector
switch to VHF or FM, as desired. Adjust VOL con-
Operations 1571 trol and appropriate monitor volume control to a
MANUAL FREQUENCY SELECTION desired level.

3. Frequency control/emergency select knob -


Manual frequency selection is accomplished as MAN. Manually select a frequency. Check for warn-
follows: ing tone in the headset. Adjust VOL control for a
1. Mode selector knob - TR. desired level.

2. Frequency control/emergency select knob - 4. Squelch disable/tone select switch - SQ DIS.


MAN. Noise will be received in headset.

3. Frequency selector knobs - Set desired 5. Squelch disable/tone select switch - Center
freq uency. position (receiver noise in headset disappears).
Squelch will open only when a carrier signal is re-
LOADING PRESET CHANNELS ceived by the receiver-transmitter.

Frequencies can be preset for 20 channels . Loading 6. Load preset channels as required or manually
of a preset channel is accomplished as follows: set in required frequency.

I. Mode selector knob - TR. 7. After a 2-second warmup, slide the MIC switch
to UP and talk into the microphone; sidetone is
2. Frequency control/emergency select knob - heard in the headset. Adjust VOL control for
MAN. comfortable volume level.

'-i38
T.O. 1A-10A-1

AN/ARC-186(V) VHF/AM AND VHF/FM CONTROL PANEL 1571

1-10A- I -29

Position or
Control or Indicator Display Function

VOL control knob Adjusts the audio output.

Frequency selector Select receiver-transmitter frequency .


knobs

Frequency indicator Indicates frequency selected by the frequency selector knobs.

Mode selector knob OFF Disables the receiver-transmitter.

TR Enables the transmit/receive modes.

DF Enables FM homing (VHF/ FM radio only) .

Preset channel Selects preset channel from 1 - 20.


selector

Figure 1-63. (Sheet 1 of 2)

1-139
TO lA-lOA-I

Position or
Control or Indicator Display Function

Load pushbutton Depress Inserts manually selected frequency into selected preset chan-
nel.

Frequency control! EMER FM Selects a prestored guard channel (VHF/FM radio only).
emergency select
knob
EMER AM Selects prestored guard channel (VHF/AM radio only).

MAN Enables manual frequency selection.

PRE Enables preset channel selection.

Squelch disable/ SQ DIS Disables squelch.


tone select switch
Center Enables squelch.

TONE Transmits tone of approximately 1000 Hz. Switch is spring-


loaded to the center position.

Figure 1-63. (Sheet 2 of 2)

FM Homing Capability (VHF /FM Radio Only) centerling in accordance with the increasing
When the mode selector knob on the VHF/FM con- strength of the received signal. If the station is in
trol panel is in DF, the receiver-transmitter the opposite direction (aircraft flying away from
switches to the home mode, and the FM HOMING station), the pitch steering bar will move down from
light on the navigation mode select panel (figure the centerline towards the second dot. When not in
1-41) comes on if the LSS, MAN, NAV, or ILS ~ the DF mode, the ADI bank and pitch steering bars
or TISL ~ modes on the navigation mode select and course warning flag are stowed out of view.

I
panel have not been selected. The LSS, MAN,
SECURE VOICE COMMUNICATIONS SYSTEM
NAV, and ILS f46l; or TISL @g] modes override the
FM homing mOdebecause they use the same dis- The KY-28 or KY-58 secure voice system (15, FO-2)
play on the AD!. If the received signals are insuf- provides for either plain or cipher communications
ficient to open the squelch circuit, the course warn- on the UHF and the VHF/FM radios. The KY-28 is
ing flag on the ADI will remain in view. When the not compatible with the active mode of HQ whereas
received signals are adequate to open the squelch, the KY-58 can be used either in the active mode or
the course warning flag is driven from view. When the inactive (non HQ) mode of the HQ UHF radio
the squelch disable/tone select switch on the VHF/ system. The KY-28 or KY-58 will switch over from
FM control panel is in SQ DIS, the course warning CIPHER TO PLAIN COMMUNICATIONS when-
flag is always in view. ever GUARD is selected on the UHF radio or when-
FM Homing ADI Display ever EMER is selected on the VHF /FM radio I]TI
The bank steering bar of the ADI will indicate Operation of the ~Y-28 or KY-58 System
course deviation to the left or right of the center-
line, relative to the selected station. Turning the 1. KY-28 or KY-58 daily key - Set.
aircraft toward the bank steering bar will correct 2. UHF and FM radios - Set.
the deviation. Initially, the pitch steering bar will
line up (approximately) with the second dot below 3. Interphone panel - Set.
the centerline as marked on the left side of the a. FM monitor switch - Pull out.
AD!. As the aircraft approaches the station, the
pitch steering bar will move up toward the b. UHF monitor switch - Pull out.

1-140 Change 8
T .O . 1A-10A-1

4. Ciphony panel - Set. The centered position of the master exterior li ght
switch turns off position lights, form at ion lights.
a. Power switch - ON. nose floodlights, nacelle floodlights, and anti-collision
b. Mode switch - PLAIN (indicator light on). lights regardless of control pane l settings. To react i-
vate the anti-collision light s follo\ving turnoff by the
c . Delay switch - OFF. master exterior light swi tch, the master exterior li ght
sw itch must be moved aft and the anti-colli sion
5. Make test transmissions. sw itch on the lighting control panel musl be reset.
6. Mode switch - C / RAD 2-(FM) or C / RAD The aft position allows for operations of th e Iig ill s as
I-(UHF) (corresponding light will come on). set on the cont rol panel.

When the mode switch is set to C/RAD 2 or C/RAD The switc h is also used during AGM-65 missi!·?
I, an automatic alarm procedure is initiated . A con- launches , and becomes dedicat ed :0 the missile video
stant tone is heard in the headset, and after polarity selection capability whenever an AGM-65
approximately 2 seconds, the constant tone will missile loaded station is selected. The state o f th e
change to an interrupted tone. posi tio n, formation, nose floodlights, nacelle flood-
lights, and anti-collision lights exist ing at the time of
7. Mic switch - UP or DOWN as required, then AGM-65 missi le station selection will be maint ai ned ,
release. regardless of any subsequent repositioning of the
master exterior lighting/missile video polari ty swit ch .
The interrupted tone will no longer be heard. The Any alteration of the position, fo rmation or anti -
system is now in standby condition ready to transmit collision lighting conditiom must be made o n the
and receive. li ghting control panel (figure 1-64), whenever
8. To transmit - Mic switch UP or DOWN as AGM-65 missile stations are selected. Th e exterior
required. lighting conditions in existence prior to, and during
AGM-65 missile stat ion selection will be altered upon
Do not talk for approximately 112 second. At that mi ssi le station dese1ection whenever the master
time a beep will be heard which indicates the exterior light / video polarity sw itch is Icft in a
receiving station is capable of receiving. position (as a result of video polarity selection s) other
than that position sett ing initially exist in g for master
lighting control. The switch is powered by the right
LIGHTING SYSTEM DC bus.
EXTERIOR LIGHTS
Landing and Taxi lights
The exterior lighting system is comprised of the lights The landing and taxi lights co nsist of two separately
used for navigation (formation and position lights), powered light s located on the nose gear strut. Th e
landing, taxi, and air refueling. Controls are provided landing light is mounted on the upper, nonrotat ing
for mode of operation and intensity of the light s. section of the strut. The taxi light is mounted on th e
steerable section of the strut to provide direct iona l
Master Exterior Light/Missile Video Polarity Switch lighting for taxiing. Electrical circuits to the lights are
interlocked to insure operation only when the nose
The master exterior light/ missile video polarity switch gear is down and locked. Both lights are used as
(figure 1-4), is a three-position switch mounted on landing lights, but on the ground only the taxi light
the left engine throttle grip. The forward position is necessary. The lights are controlled by the landing/
controls the following: taxi light switch on the instrument panel, above the
• Retention of illumination level set on panel for landing gear handle. The landing light is powered by
formation lights, nose floodlights and nacelle the right AC bus . The taxi light is powered by the
floodlights left AC bus .

• Changes position lights from bright to dim steady Landing/Taxi Lights Switch

• Removes power from the anti-collision splenoid The landing/taxi lights switch (31 , figure FO-l), is a
switch so that the switch automatically returns to three-position toggle switch, located on the inst ru-
OFF. ment panel, and placarded LIGHTS, with positions

1-141
T.O. 1A-10A-1

LIGHTING CONTROL PANEL

POSITION FORMATION ANTI-

~._
FLASH
rJ/)

~ ~. ~~
• C
, O""'O'

E'
X
T ST~ADY OFF BRT , OFF
~ ,,-~

~ ~oNGINST ~ ~oUXI~:T. ,.
- -.... ~1 \~1
R
(ffJ OFF BRT 80FF OFF ,

BRT rI/)
" " ' " '" •• ~" ' t:L ~ COMP

b]Y \~ . · ~t ·
'H FLOOD ' OFF ' ' BRT CONSOLE

~ ,tiY"
OF~RT
~@
~F " ' Bt
, ' TSTORM

1-1 0";- 1- 6 3

Figure 1-64

TAXI, LAND, and OFF. Placing the sw itch in TAXI switch. In addition, the position lights may be
causes the lower light on the nosewheel strut to come dimmed with the master exterior li ght ing control
on. In LAND position, both lights come on. The switch.
OFF position removes power from both lights .
Strobe Anti-Collision Lights
Position lights
The strobe anti-collision lights are white, high
The position lights consist of red (left side) and green intensity lights, mounted at each wing tip and on the
(right side) lights in the wing tips, and a white light fuselage tail. The strobe lights are powered by the
at the fuselage tail. A dimmer control and a left DC bus, and are synchronized to flash
steady/flash / off control switch are provided to simultaneously.
activate and control the position lights. In addition,
Strobe Anti-Collision Lights Switch
the position lights may be overridden by the master
exterior lighting control switch on the left throttle The wing tip and tail strobe anti-collision lights are
grip (figure 1-4). The position lights are powered by controlled by a two-position toggle switch , on the
the right DC bus. lighting control panel. The switch is placarded
ANTI-COLLISION and OFF (figure 1-64) . The
Position lights Switch switch is solenoid-held in ANTI-COLLISION. In
ANTI-COLLISION, left DC bus power operates the
The position lights switch, placarded POSITION strobe lights.
(figure 1-64), is located on the lighting control panel
on the right console. The switch has three positions, Formation lights
placarded FLASH, STEADY, and OFF . The position
lights may be turned off with either the position light White formation lights are installed on the lower out-
switch or by the master exterior iighting control side of each vertical fin and at the top and bottom of

1-142
TO 1A-10A-1

the fuselage aft of the cockpit, to serve as a refer- Nacelle Floodlight Control
ence for formation flying. The formation lights are
powered by the left AC bus. The nacelle floodlight on-off capability and lighting
intensity are controlled by the rotary selector
FORMATION LIGHTS 11061 switch, placarded RCVR LT, located on the fuel
system control panel (figure 1-10) on the left con-
On IW6J aircraft, white formation lights are sole. The switch is powered by the left DC bus.
insta e on the lower outside of each vertical fin
and at the top and bottom of the fuselage aft of the Air Refueling Lights
cockpit. Green electroluminescent formation lights Air refueling (slipway) lights, consisting of two
are installed on the outside of each vertical fin, at flush lamp assemblies, are located on each side of
top and bottom of aft fuselage between vertical the UARRSI slipway to illuminate the slipway and
fins, behind and both sides below the cockpit on the receptacle. The slipway lights are powered by the
fuselage and wing tips. These lights serve as a left DC bus.
reference for formation flying. The formation
lights are powered by the left AC bus. Air Refueling Lights Switch
The air refueling (slipway) and nacelle floodlights
Formation Lights Switch
are controlled by a rotary selector switch, placarded
The formation lights are controlled by a rotary RCVR LT, located on the fuel system control panel
dimmer control, placarded FORMATION (figure (figure 1-10) on the left console. With the RCVR
1-64), located on the lighting control panel. The LT switch, the pilot may select any desired level of
formation switch has two placarded range posi- illumination, from OFF to BRT. The switch is pow-
tions, with OFF position at the extreme CCW posi- ered by the left DC bus.
tion, and BRT in extreme CW position. The switch INTERIOR LIGHTING
is powered by the left AC bus.
Primary interior lighting is provided for instru-
Nose Floodlights ments, control panels, and information placards.
A lighting fixture is installed in each aileron actua- Secondary interior lighting is provided by low-inten-
tor fairing to illuminate both sides of the fuselage sity floodlights for the instrument panel, left and
nose section. These lights are used as formation right consoles and controls. A utility light fixture
lights and during air refueling, and are controlled (19, figure FO-2), with a plug-in attachment, is
by the formation lights switch. A separate switch installed at thp. aft portion of the left console for
is provided for turning off the nose floodlights general utility purposes. Thunderstorm lights are
only. provided to illuminate the instrument panel and
consoles.
Nose Floodlights Switch
Separate cockpit controls are provided for variable
The nose floodlights switch (figure 1-64), is a two- control of illumination levels by areas. These con-
position switch, placarded NOSE ILLUM and OFF. trols are located on the lighting control panel (fig-
The nose floodlights come on when the formation ure 1-64). The standby compass and accelerometer
lights switch is out of OFF and the nose floodlights lights are controlled with the auxiliary instruments
switch is in NOSE ILLUM. OFF position is used through a separate switch. A bright-dim switch is
when reflective light may be disturbing to the pilot. provided for the warning/caution/advisory signal
The switch is powered by the left DC bus. lights with automatic return to dim. Variable illu-
mination of the armament control panel, HUD
Nacelle Floodlight panel, TV monitor and TISL panel is accomplished
A nacelle floodlight is incorporated with the top by an independent control located on the armament
fuselage formation light. This light floodlights the control panel. A signal lights test button is pro-
engine nacelle area during air refueling. The vided to test certain warning/caution/advisory sig-
nacelle floodlight is controlled and dimmable by the nallights.
air fueling light switch. So that the light will also To achieve balanced illumination levels between
be available during formation flying, it is not inter- adjacent instruments, control panels, etc., screw-
.. ----~- -.
locked with the air refuel control. The second lamp driver adjustable controls are provided. These con-
functions as the formation light and is controlled by trols are located in the left electrical system load
the formation lights switch. center.

Change 8 1-143
T.O. 1A-10A-1

Engine Instrument lights Control Flap position indicator

The ENG INST lights control (figure 1-64), powered Fire extinguisher panel
by the auxiliary AC essential bus, controls the inten-
sity level of the panel lights for the following: Fuel quantity panel and indicator

Left and right ITT indicators Emergency jettison lighting plate

Left and right engine oil pressure indicators Radio call number

Left and right engine fuel flow indicators


Standby compass
Left and right engine core speed indicators
SAl
Left and right engine fan speed indicators
Accelerometer
APU tachometer
Landing gear control panel
APU temperature indicator
Accelerometer and Compass lights Switch
Flight Instruments light Control
The accelerometer and compass lights are controlled
The FL T INST light control (figure 1-64), powered
by a two-position toggle switch, placarded ACCEL &
by the auxiliary AC essential bus, controls the
COMP and OFF (figure 1-64). The switch is powered
intensity level of the panel lights for the following:
by the left AC bus.
ADI
Floodlights Control
HSI

Airspeed indicator The floodlights control (figure 1-64), provides vari-


able intensity level to the low-intensity floodlights.
VVI These lights are powered by the auxiliary DC essen-
tial bus when the emergency floodlight switch is in
AOA indicator OFF. There are low-intensity floodlights arranged
along each side of the cockpit. The intensity level of
Clock each floodlight increases when the floodlights control
is turned CW. In addition to the low-intensity flood-
Navigation mode select switch identifiers lights, thunderstorm lights are provided . The thun-
derstorm lights come on when the floodlights control
Altimeter is turned beyond the maximum BRT detent to
TSTORM. The thunderstorm lights are powered by
The flight instrument light control must be rotated the auxiliary DC essential bus . All low-intensity and
CW of the 9 o'clock position for the signal light thunderstorm floodlights are shaded to prevent glare.
switch to function.
Emergency Floodlights Switch
Auxiliary Instrument lights Control
The emergency floodlights switch (figure I-II), is a
The AUX INST lights control (figure 1-65), powered two-position switch, placarded EMER FLOOD and
by the left AC bus controls the intensity level of the OFF. EMER FLOOD causes the cockpit floodlights
panel lights for the following: to come on full bright using power from the battery
Hydraulic pressure indicators bus. In this position the floodlights control is in-
operative. In OFF, the floodlight intensity is con-

• trolled by the floodlights control.

1-144 Change 2
TO 1A-10A-1
CAUTION LIGHT PANEL

SEAT NOT
ARMED

CAUTION LlG HT PANEL

,, OR

AUX ILI ARY LI GHTING CONTROL PANEL

AUX ILI ARY LIG HTI NG CONTROL PANEL


Figure 1-65.

Change 8 1-145
T.O. 1A-10A-1

Console Lights Control switch, powered by the auxiliary DC essential bus


that provides for either of two illumination levels,
The console lights control (figure 1-64), powered by BRT and DIM, for warning, caution and advisory
the left AC bus, controls the intensity level of the signal lights, except for approach indexer and air
lights of the following: refuel status lights. The warning, caution, and ad-
visory signal lights are reset to bright automatically
Emergency night control panel when the FL T INST lighting control is initially
turned on. As the control is turned the lights will
Throttle quadrant panel return to dim. All signal lights are reset to bright
automatically when the thunderstorm lights circuit is
SAS panel energized, or the signal lights bus power is lost.
Fuel system control panel Signal Lights Test Button
Canopy control switch lighting plate
The signal lights test button (figure 1-65), placarded
SIGNAL LIGHTS LAMP TEST, on the auxiliary
Seat control switch lighting plate
lighting control panel, is a press-to-test button. The
signal lights test button is powered by the auxiliary
UHF radio panel
DC essential bus. Only those test circuits with the ap-
VHFI AM radio panel propriate electrical power available will be activated
when the button is depressed. Those items below,
VHF/ FM radio panel which operate when only battery power is available,
are marked with an asterisk (*); all others require
Antenna select control panel power from the generators, converters, or some exter-
nal source. Depressing the button tests the landing
Intercom control panel gear audio warning and lights the lamps in the
following signal lights:
IFF control panel
Instrument panel:
Circuit breaker panel
Gun ready
Electrical power control panel
*Steering engaged
Chaff/flare control panel ~
Marker beacon
ILS control panel ~
*Marker beacon !TI]
T ACAN control panel
*Canopy unlocked
HARS control panel

Oxygen control panel *Master caution press-to-reset

Environment control panel *Landing gear condition (L-SAFE, N-SAFE,


R-SAFE)
Lighting control panel
*Landing gear handle
CDU @)
Navigation mode select panel TeN and ILS
CTVS I A VTR control panel ~ !TI] ; PTSTOW, TCN, ILS, NAV, LSS, MAN,
UHF, and FM ~ ; TCN, NAV CRS, MAN,
Signal Lights Switch ILS, LOC, TISL, UHF and FM @)

The signal lights switch (figure 1-64), placarded HUD malfunction (only when the HUD mode
SIGNAL LTS, is a two-position spring-loaded toggle selector switch is out of OFF).

1-146
T.O. 1A-10A-1

Windshield bow: Armament System lights Control

Approach indexers-test bright only, regardless PANEL LIGHTS CONTROL


of signal light switch position.
A lighting control on the armament control panel
Air refuel READY , LATCHED, (figure 1-66), placarded PNL LTS, powered by the
DISCONNECT-test bright only, regardless of AC armament bus, adjusts the intensity level of the
signal light test switch position. panel lights on the following armament system
lighting placards.
Pedestal:

TlSL (TlSLlAUX, OVERTEMP, DET/ACD, • Armament control panel


TRACK) (if pod installed and on).
• HUD control panel
Left console:
• TV monitor control panel
*Emergency control panel (L-AIL, R-AIL,
L-ELEV, R-ELEV) • TISL control panel

*SAS control panel (TAKEOFF TRIM) ARMAMENT LAMP TEST PUSHBUTTON

TV monitor BIT light The armament LAMP TEST pushbutton on the


armament control panel (figure 1-66) simultaneously
Right console: illuminates all armament control panel status displays
and electric fuzing HV test indicator to check the
*Caution light panel lamps. The pushbutton switch is powered by the right
AC bus.
*Chafflflare control panel ready lights @]
Approach Indexer and Air Refueling Status Lights
When the SIGNAL LIGI1TS LAMP TEST button is
Control
released, all signal lights not already activated
through normal system operation will go off. The
SIGNAL LIGHTS LAMP TEST button does not test A lighting control, on the auxiliary lighting control
the fire warning lights or armament control panel panel (figure 1-65), placarded REFUEL STATUS &
lights. INDEXER LTS, is provided for controlling the inten-
sity level of the AOA indexer, and air refuel signal
Cockpit Utility light lights (3 and 6, figure FO-l) located in the windshield
area. The AOA indexer lights are powered by the
The cockpit utility light (19, figure FO-2) is a stand- right DC bus, and the air refuel lights are powered
ard light fixture with self-contained brightness control by the left DC bus. The control pas no OFF posi-
installed at the aft portion on the left console. It tion; it is only possible to achieve a dim level.
functions as a general utility light and as an emer-
gency lighting source. The plug-in type attachment Master Caution and Caution Panel lights
and extensible cord permits removal and movement
of the fixture by the pilot to direct light to any The caution light panel (figure 1-65), on the right
desired area within the cockpit. An additional plug-in console, consists of a series of yellow fault identity
retainer base is affixed to the left canopy bow to per- display lights. The master caution light is placarded
mit directing light to any desired area without the MASTER CAUTION PUSH TO RESET. The first
need for the pilot to hold the utility light. The indication of malfunction will be a light on the cau-
cockpit utility light is powered by the auxiliary DC tion light panel flashing simultaneously with the
essential bus. MASTER CAUTION light.

1-147
T.O . 1A-10A-1

ARMAMENT CONTROLS

(NOTE ]1

illJ

TV
MONITOR

HUD CONTROL PANEL

NOTE:
1. ON [TIl THE BARO Sml NG CONTR OL IS ON THE
AAU-34 I A ALTI METER . A 1- 10A - 1-4 . 1

Figure 1-66. (Sheet 1 of 2)

1-148 Change 7
TO 1A-10A-1

ARMAMENT CONTROLS

FLARE MISSILE WEAPONS RELEASE


SEEKER HEAD CHAFF
DISPENSING DISPENSING
BUTTON SLEW/TRACK
CONTROL BUTTON
@1 @1

CAMERA OPER
GUN TRIGGER

MISSILE VIDEO
POLARITY TIME
SHARED WITH
MASTER EXTERIOR
LIGHTS

MISSILE CONTROL
REJECT/UNCAGE ST ICK
SWITCH THROTTLE

i
~

ARMAMENT GROUND SAFETY


OVERRIDE SWITCH
TI SL
CONTROL PANEL
l -l 0A- I- ~ . 2

Figure \-66 . (Sheet 2 of 2)

Change 8 1-149
TO lA-lOA-l

Each light on the caution light panel will change


from flashing to steady illumination when the ARMAMENT SYSTEM
master caution light is reset, at which time the
master caution light will go off. The caution lights For detailed information on the Armament System,
will remain on until the fault has been corrected. refer to TO 1A-10A-34-1-1.
Each of the caution light panel lights is described in
the applicable system description. The master cau- STORES CARRIAGE CAPABILITY
tion and the caution lights are powered by the DC
essential bus, except the GUN UNSAFE light,
which is powered by the DC armament bus.
NOTE

• Upon initial application of power, all


The aircraft has eleven nonjettisonable external
pylon stations, three of which have the capability of
carrying external fuel tanks. Forward firing ord-
nance may be carried on pylon stations 2 thru 10.
11OJ) AIM-9 missiles mav be carried on stations 1
I
faults present at the time will come on an or 11. Conventional munitions may be carried
steady and the master caution light on all pylons. Seven of the pylons house a bomb
will not come on. Any new fault(s) rack, which has both 14- and 30-inch suspension
thereafter will come on flashing and hooks. The two most outboard wing pylons on each
the master caution light will come on. wing contain a bomb rack which has 14-inch sus-
After acknowledging the new fault(s) pension hooks. Each ejection rack assembly has
by resetting the master caution light, provisions for bomb arming, release, and a forced
the legend(s) will become steady and ejection mechanism. This provides for carriage of
the master caution light will go off. multiple bomb loads at those stations which are
structurally capable of the load requirements. On
• Intermittent faults will cause flashing 145 ~ four chaff! flare dispensers are installed in
lights and the master caution light will eac main landing gear pod and each wing tip such
come on. When fault disappears, the that the payloads are dispensed in a downward
panel light and the master caution direction.
light go off automatically.
• To change bulbs, depress individual 30MM GUN SYSTEM
light fixture and allow to release. The
fixture will extend 1IlG-inch. Using The gun subsystem consists of a seven-barrel GAU-
the finger grips on either side of the 8/ A 30mm Gatling gun and a double-ended linkless
legend cap, carefully pull the light feed system with capacity up to 1,350 rounds of
assembly housing to the fully percussion primed ammunition. Most aircraft have
extended position. Rotate the fixture a helix installed in the drum assembly which limits
to expose the lamp bases and remove the system capacity to 1,174 rounds of percussion
and replace lamps as required. Reset primed ammunition. The gun system retains all
fixture in panel and fully depress spent cases or dud rounds. The gun system is elec-
assembly until flush with panel using trically controlled and hydraulically driven. The
one continuous motion. gun-drive motors provide dual firing rate and are
pressurized from the two independent hydraulic

I CAUTION
systems. If one aircraft hydraulic system fails or
one hydraulic drive motor is inoperable, low-rate
operation can be obtained with the operative
• Removing caution panel legends with Ihyyaulic drive motor by selecting high rate. On
82, there is no LO gunfire rate, the GUN RATE
power applied may cause a power
sWItch is placarded HI and SAFE.
surge that will damage the annuncia-
tor panel. When this happens, all cau-
tion lights will be inoperative. The The system is safed by a single safing pin which
master caution light should still prevents the firing pins from striking the rounds of
function. ammunition.

1-150 Change 8
TO lA-lOA-l

NOTE
I CAUTION I On f82l aircraft firing missions are
authori'zed with existing muzzle clamp
asse~bly installed in lieu of the gun
• Flight testing has shown that engine gas dlverter device. The firing rate
disturbances can be caused by gun gas with this configuration is 3900 (+200, -
ingestion during gunfiring. If an 600) rounds per minute with gun rate
engi~e. disturbance does occur during HI.
gunfIrlng the only cockpit indication
may be a momentary drop in fan Gun Ready Light
speed. When firing it may be possible
for multiple engine disturbances to
occur causing an engine stall/ rr:he gun read~ light, placarded GUN READY (13,
overtemperature. In this condition, fIgure FO-l), IS a green light located on the instru-
refer to Engine Malfunction emer- ment panel. Refer to TO lA-lOA-34-1-l for opera-
gency procedures in Section III. tion of the GUN READY light.

Change 8 l-150A/(l-150B Blank)


TO 1A-10A-1

The gun unsafe light, placarded GUN UNSAFE mode to indicate the master arm switch is in ARM,
(figure 1-65), is located on the caution light panel. station is selected, and store is "safe". Selected
This light will come on approximately 2.5 seconds station ready light(s) will flash whenever the
after release of trigger if the clearing cycle is not master arm switch is in ARM, station is selected,
completed. The GUN UNSAFE light coming on and the release mode is MSL or RACK jettison.
indicates the possibility that the gun could inadver-
tently fire. The GUN UNSAFE light is powered by On ~1031, with Master Arm switch in SAFE, AIM-9
the DC armament bus. Mo e switch OFF, and station 1 or 11 selected,
steady green ready lights indicate the AIM-9 mis-
sile system is in a LIVE fire mode of operation. A
I CAUTION steady amber "E" light indicates the AIM-9 Train-
ing mode of operation and a blinking amber " E"
indicates AIS mode of operation.
• The trigger should not be depressed
when the GUN UNSAFE light is on. Weapon Station Select Switches Dimmer Control
Doing so may cause serious damage to The weapon station select switches dimmer control
the gun system and aircraft. (figure 1-65) is placarded WPN STA STATUS LTS,
ARMAMENT GROUND SAFETY OVERRIDE SWITCH with positions OFF and BRT. Rotating the control
adjusts the brightness of the weapon station select
The armament ground safety override switch (22, switches from OFF to full bright. The switch is
figure FO-2), is a guarded two-position switch, plac- powered by the right AC bus.
arded ARM GND SAFETY with positions SAFE
and ORIDE. The ORIDE position overrides the EMERGENCY JETTISON BUTTON
ground safety circuit for maintenance purposes.
The emergency jettison button (figure 1-6(), plac-
The ground safety circuit, activated by the DOWN arded EXT STORES JETI, is located on the glare
position of the landing gear handle, prevents nor- shield. Emergency jettison is dual-powered from
mal release or arming of ordnance and gun firing the DC essential bus with automatic backup from
circuits. the battery bus. When the EXT STORES JETI
ARMAMENT CONTROL PANEL button is pressed, external stores on pylon stations
1 - 11 are released in the following sequence:
The armament control panel (figure 1-66) is located
on the instrument panel. The armament control • Simultaneous with switch actuation -- stations 1,
panel provides switches for selection of weapons 2, 10, and 11
stations, control of gun firing rate, arming of • 0.5 second after switch actuation - stations 3, 4,
selected weapon and gun sight camera circuits, 8, and 9
I mechanical bomb fusing, AIM-9 mode, selective jet-
tison and release modes, and ripple quantity and • 1.0 second after switch actuation -- stations 5, 6,
interval controls. In addition, the armament control and 7.
panel contains an ammunition rounds remaining dis-
play, an external stores loading display, and readi- NOTE
ness indicators. A description of the controls and
indicators on the armament control panel is con- • The emergency jettison button, once
tained in TO 1A-10A-34-1-1. powered, will function with weight-on-
wheels regardless of the position of
Weapon Station Select Switches the ground override switch.
Eleven weapons station select pushbutton switches
on the armament control panel (figure 1-66) allow
• On 11fI, chaff/flare payloads may be
insta ed in each main landing gear
pilot selection of a particular weapon station. pod and each wing tip. Flare payloads
Three different colored alphanumeric lights indicate are jettisoned through the use of the
the status of each weapons station. The selected FLARE JETIISON switch on the
station ready light(s} will show steady green for chaff/flare control panel. Chaff pay-
selective jettison and normal release modes to indi- loads cannot be jettisoned.
cate the master arm switch is in ARM, station is
selected, and store is "armed". The selected station Refer to TO 1A-10A-34-1-1 for selective jettison
ready light(s) will flash in selective store jettison procedures.

Change 8 1-151
T.O . 1A-10A-1

TRIGGER SWITCH HUD CONTROL PANEL

The trigger switch (figure 1-66) is mounted on the The controls and indicators on the HUD control
forward upper surface of the control stick grip. The panel are described and illustrated in figure 1-67.
trigger works in conjunction with the MASTER
ARM switch on the armament control panel. When
HUD DISPLAY SYMBOLOGY ~
the MASTER ARM switch is in CAMERA , the gun
camera will be activated by depressing the trigger to
the first or second detent. When the MASTER ARM The HUD display consists of an aiming reticle, pip-
switch is in ARM, the camera will operate when the per, a standby (backup) reticle and pipper, airspeed
trigger is depressed to the first or second detent, and scale, altitude scale, pitch angle, roll bars, target
the internal and/ or external gun pods will fire when identification set, TISL diamond and line, gun
the trigger is depressed to the second detent. On [I] , cross, and depression readout. All HUD display sym-
ignition is provided to both engines while the gun bols are illustrated in figure 1-68. In all CRT modes
trigger is depressed to the second detent and for 30 of operation, all display symbology, except the TlSL
seconds after gun trigger release. On 8J, ignition is diamond, a portion of its associated line, and the
gun cross are depressed with the aiming reticle.
provided to both engines while the trigger is de-
pressed to the second detent and for I second after Altitl,lde data from the altitude computer and pitch
gun trigger release. The gun will not operate unless and roll data from the HARS are removed from the
the landing gear handle is UP or the armament HUD display when the respective systems sense inac-
ground safety override switch is in ORIDE (guard curate data.
up).
Aiming Reticle and Pipper
WEAPONS RELEASE BUTTON
The aiming reticle is a 50 mil diameter circle with a 2
The weapons release button (figure 1-66) is located mil solid pipper dot at its center. This reticle is caged
on the control stick grip. Depressing the button will in azimuth and manually depressible in elevation over
release stores from selected pylons which show a a range of + 10 to -300 mil referenced to the aircraft
green ready light on the armament control panel. armament datum line as governed by the HUD con-
trol panel DEPR knob setting .
HEAD-UP DISPLAY SYSTEM
The HUD system provides the pilot with a primary Gun Cross
and a standby weapon delivery capabilit y, and
simplified data display mode as a visual aid for nor- When the aiming reticle is positioned to a depression
mal flight operation. The HUD system is controlled of greater than -61 mil in W / D mode or -183 mil in
from the HUD control panel (figure 1-67) on the in- EXP mode, a gun cross (figure 1-68) positioned at
strument panel. -41 mil will appear.

All HUD displays are presented on the optical com- Standby Reticle
biner above the instrument panel. The optical com-
biner is an optical reflecting surface that reflects
HUD symbols, projected from a remote CRT, into The standby reticle is identical to the primary aiming
the pilot's line of vision. reticle in size .and depression range.

I WARNING I Indicated Airspeed Tape

The indicated airspeed tape (figure 1-68), is a moving


scale with a fixed index. The operational range is
• The HUD is not a primary flight instru- from 50 - 550 KIAS. The moving portion of this
ment; and should not be used as a display represents a total of 100 knots full scale with
substitute for the airspeed indicator and increment marks at each 5-knot interval, and elon-
altimeter for takeoff and landing. gated markings at 25-knot intervals.

1-152
T.O.1A-10A-1

HUD CONTROL PANEL

1m (NOTE 1)
@
F~l
WID
CAGE @
Ij
8 lESl

a 0. OFF
EXP

DEPR~
SlBY
iNTEN

@'+
~
e' '0'
,BARO

PUSH
TO TURN HUD ©

...
... OR

@
F'~T
WID
. CAGE@
TEST \ EXP

iNTEN
8
MOlO
~O FF
r NIGH T DEPR~
STBY -

@,. i~ '0' • OR ;
~ LDAY
HUD ©

NOTE:
1. ON ~ THE BARO SETTING CONTROL IS ON
THE AAU - 341 A ALTIMETER l - IOA-l-1S

Control or Position or
Indicator Display Function

Mode selector switch OFF The HUD is completely deenergized.

TEST Selects a visual self-test to exercise all HUD functions and


the appropriate symbology to detect a subsystem malfunc-
tion. See figure 1-68 or 1-69, as applicable.

FLT ~ Provides a manually depressible pipper, a mil readout, and


aircraft pitch, roll, altitude, and indicated airspeed data.
Within limits, the flight symbology will follow the pipper
depression position . See figure 1-68.

Figure 1-67. (Sheet 1 of 4)

1-153
TO lA·10A·l

Control or Position or
Indicator Display Function
Mode selector switch NAV[@ Used during normal point-to-point flight. The display is
(Cont) centered in azimuth and the flight path ladder rotates at
the 41 mil depression to display roll. There are two NAV
mode displays, INS and HARS. Symbols displayed in the
INS NAV (normal) mode are flight path ladder, destination
index, TVV, distance to go, time to go, TISL diamond and
line, airspeed, altitude, mil depression, pipper, steerpoint,
and the heading scale. Setting the function knob to OPT
and depressing once (option A) adds vertical velocity to the
normal display. Depressing twice (option B) adds vertical
velocity, but deletes the destination index, time to go, and
distance to go. Symbols displayed in the HARS NAV
mode are airspeed, altitude, pipper, TISL diamond and line,
pitch angle (boxed), roll bars, and the mil depression. See
figure 1-69.

WID [ill Provides the same parameters and display format as in


FLT mode with the addition of a 50 mil diameter reticle
centered about the depressible pipper. A gun cross is pro-
vided at -41 mil. If the TISL has achieved a lock on to a
laser illuminated ground target, a TISL diamond and line
are provided to indicate its relative angular position. When
the TISL diamond is close to the aiming reticle, the line is
inhibited. See figure 1-68.

WD-11621 Designed for forward firing ordnance. There are two WD-
1 mode displays, INS and HARS. Symbols displayed in the
INS WD-1 (normal) mode are the same as in the NAV
(normal) mode, with the addition of a gun cross and aiming
reticle. Setting the function knob to OPT and depressing
once (option A) adds the flight path angle numeric and
deletes the TVV and the destination index. Depressing
twice (option B) further deletes heading scale, time to go,
and distance to go. For all options the gun cross appears
only at reticle depressions of 50 mil or greater. Symbols
displayed in the HARS WD-1 mode are the same as the
HARS NAV mode with the addition of the gun cross and

I the aiming reticle. 11031 TISL diamond appears when AIM-


9 is selected to indicate missile seekerhead position. The
gun cross appears only at reticle depressions of 50 mil or
greater. See figure 1-69.

WD-21621 Designed for dive bombing. There are two WD-2 mode
displays, INS and HARS. Symbols displayed in the INS
WD-2 (normal) mode are the same as in the WD-1 (normal)
mode with the addition of reticle eyebrows, which appear
at reticle depressions of 100 mil or greater. All symbology
except the destination index, TISL diamond and line, and
gun cross drifts in azimuth with the TVV. The pitch lad-
der rotates at the total velocity vector to display roll atti-
tude. Setting the function switch to OPT and depressing

Figure 1-67. (Sheet 2 of 4)

1·154 Change 8
TO lA-lOA-I

Control or Position or
Indicator Display Function
once (option A), deletes the heading scale, time to go, and
distance to go. Depressing the switch twice (option B)
deletes the destination index as well. Symbols displayed in
the HARS WD-2 mode are the same as the HARS WD-1
mode with the addition of reticle l.e~~lrows at reticle de-
pressions of 100 mil or greater. 103 TISL diamond ap-
pears when AIM-9 is selected to m lcate missile
seekerhead position. Symbology remains centered in azi-
muth in the HARS WD-2 mode. See figure 1-69.
I
CAGE []I] Same display as in WID mode except that the aiming reti-
cle and depression angle readout are instantaneously driv-
en to a depression of 70 mil. See figure 1-68.

EXP Same as WID mode on []I], and WD-2 mode on 162l, ex-
cept that the depression angle for the aiming reticle and
TISL diamond have been scaled as if the total field of view
in elevation is 60°, in lieu of 20°. The depression settings
of + 10 to -300 mil are now +30 to -900 mil. The mil depres-
sion appears in a box. On [62l, setting the function knob
to OPT and depressing once{Option A) deletes heading,
time to go, and distance to go. Depressing twice (option B)
deletes the destination index as well. See figure 1-68 or 1-
69, as applicable.

STBY Used as a backup or emergency mode in the event of a


CRT or associated electronics malfunction. When STBY
mode is selected, a separately generated manually depress-
ible reticle and mil depression are provided. This reticle is
depressible over the same range as that available in prima-
ry weapon delivery mode. STBY mode requires power
. from the DC armament bus and becomes active 6 seconds
after selection. See figure 1-68 or 1-69, as applicable.

DEPR knob Enables the primary and standby aiming reticles to be


manually depressed over a range of + 10 to -300 mil refer-
enced to the ADL.

Function selector NITE Energizes a motor-driven roller mechanism which draws a


switch j!g] red plastic film across the lens of the projection unit which
serves as a filter during night operations.

DAY Energizes a motor-driven roller mechanism which with-


draws the red plastic film form across the lens of the pro-
jection unit for day operations.

Km Depressing the knob once displays the distance to go in


kilometers. Depressing again returns the distance to go
display to nm.

Figure 1-67. (Sheet 3 of 4)

Change 8 1-155
T.O. 1A-10A-1

Control or Position or
Indicator Display Function

Function selector TAPE Depressing the knob once displays a tape of calibrated
switch ~ (Cont) airspeed and altitude . Depressing again returns airspeed and
altitude displays to numerics.

OPT Provides two optional symbol sets, A and B, which add or


subtract symbols. Depressing the knob once selects option A,
depressing twice selects option B, and depressing again,
returns display to normal.

RDR ALT Not functional.

BARO knob (push Adjustable Altitude is displayed on a moving scale as read against a
to turn) ~ fixed index on the right side of the display. This control
allows the altitude scale to be adjusted for correspondence
with the pressure corrected altimeter reading. Its correction
range is from -2,000 feet (full CCW) to + 1,000 feet (full
CW).

NIGHTIDA Y FL TR NIGHT Energizes a motor-driven roller mechanism which draws a red


switch [ill plastic film across the lens of the projection unit which serves
as a filter during night operations .

DAY Energizes a motor-driven roller mechanism which withdraws


the red plastic film from across the lens of the projection
unit for day operations.

INTEN knob Adjustable Permits continuous control of brightness, from off at night
to maximum during daylight for both primary and standby
symbology. Full CW is maximum intensity, full CCW ex-
tinguishes all symbology.

MALF warning On Indicates malfunction when any HUD module fails. When
light pushbutton pressed, the light will go off. If the light remains off, the
switch malfunction is resolved. If the failure persists, the MALF
light will again come on.

Figure 1-67. (Sheet 4 of 4)

1-156
T.O . 1A-10A-1

HUD SYSTEM DISPLAYS ~

ROLL BAR
WITH TAB

AIRSPEED
SCALE ALTITUDE
(KNOTS) SCALE XlOOO

10 050\
250
AIRSPEED ALTITUDE
INDEX INDEX

300 I ~
AIMING I + 30 [
-35 ~

~~
B:I ~
RETICLE

350 11501 B TEST 0


TARGET PITCH
MIL DEPR . TO' NUMERICS

EXPANDED MODE TIS~


TEST TISL
LINE

TARGET DIAMOND

TEST MODE

250 10 250 10

:JOO • 300

+05 \-35
:J5D 1SO B 350 OlD B
\
\
.r__-....

FLIGHT MODE CAGE MODE <>


Al -10A - 1- 17

Figure 1-68. (Sheet 1 of 2)

1-157
TO 1A-10A-1

HUD SYSTEM DISPLAYS [!j] (CO NT)

250
+ 10

D[PR READOUT \
300 q

f. ['_'_U
~
L:,,-,
350 080

WEAPON DELIVERY MODE STANDBY MODE

NOTE
• WEAPON DELIVERY, CAGE AND EXPANDED
MODES ILLUSTRATED WITH TlSLLOCKON.

Figure 1-68. (Sheet 2 of 2)

Altitude Tape at the end of each roll bar is provided to alert the
An altitude tape (figure 1-68) is a moving scale with pilot to an inverted flight situation, and to always
a fixed index. The operational range is -2,000 to indicate the ground direction. When HARS senses
38,000 feet. The moving portion of this display rep- inaccurate roll or pitch attitude data, the roll and
resents a total of 2,000 feet full scale with incre- pitch attitude displays are removed from the HUn.
ment marks at each 100-foot interval, and elongated
marks at each 500-foot interval. The numbers TISL Diamond and Line
~Iongside the scale indicate altitude in 1,OOO-foot
Increments. The TISL diamond (figure 1-68) is 10 mil on a side
and can move over the entire HUn field of view. If
Pitch Angle the position commanded by the laser spot seeker
A two-digit numerical readout of aircraft pitch exceeds the total viewing field, the diamond is
angle from +90° to -90° (figure 1-68) is provided. stowed at the edge of the viewing field to indicate
This readout feeds from the HARS system and relative direction of the laser illuminated ground
does not consider AOA. When HARS senses inac- target.
curate roll or pitch attitude data, the roll or pitch
attitude displays are removed from the HUn. On f103l. when AIM-9 Mode switch is in SEL, TISL
d.iamorur indicates missile seekerhead pointing direc-
Roll Attitude tIon. If the seekerhead exceeds the HUn field of
Roll attitude data are received from HARS. The view (FO~), ~he TISL diamond will blink indicating
roll tabs (figure 1-68) operate over a range from 0° the FOV hmit has been reached and the pointing
(wings level) to ± 180°. An additional tab or index direction is now relative.

1-158 Change 8
TO 1A-10A-1

HUD SYSTEM DISPLAYS ~

MODE
NAV W/D1 W/D2 EXP TEST

SYMBOL
PIPPER X X X X X X X X X X X X X X X X X X X X
AIMING RETICLE X X X X X X X X X X X X X X X
(2) RETICLE EYEBROWS X X X X X X X X X X X
(3) GUN CROSS X X X X X X X X X X X X X X X
AIRSPEED NUMERIC/TAPE X X X X X X X X X X X X X X X X X X X X
(OPTION)
ALTITUDE NUMERICITAPE X X X X X X X X X X X X X X X X X X X X
(OPTION)
DEPRESSION NUMERIC X X X X X X X X X X X X rxIiliRl oo:xJlKlx
STEER POINT NUMERIC X X X X X X X X X X X X X X X
TIME TO GO XX XX X X XX
DISTANCE TO GO XX XX X X XX
NMiKILOMETER (OPTION) XX XX X X XX
FLIGHT PATH LADDER X X X X X X X X X X X X X X
rvv X X X X X X X X X X XXX
DEST INDEX (TADPOlE) XX X XX XX XXX
HEADING TAPE X X X XX X X XXX
VERTICAL VELOCITY XX XX
FLT PATH ANGLE XX XX
NUMERIC
PITCH NUMERIC (BOXED) 00 00 00 00 00
ROLL BARS X X X X X
(4) TlSL DIAMOND & LINE X X X X X X X X X X X X X X X X XX X X
PIPPER TARGET XXXX
ROll TARGET X
TlSL TARGET X X X X

NOTE:
(1) Only appears when INS is unreliable.
(2) Only appears at depression of 100 mil or more.
(3) Only appears at depression of 50 mil or more.
\, . . . (4) Only appears with TISL lock·on for modes other than TEST
! or, when AIM-9 Mode switch is in SEL position .
[K] Data displayed on HUD shall be boxed.

; - 10;·, ' - 76

Figure 1-69. (Sheet I of 6)

Change 8 1-159
T.O. 1A-10A-1

HUD SYSTEM DISPLAYS [[aJ (CO NT)


GUN CROSS

DISTANCE TO GO \ '3S"" _ ( 3 5 ' / TIME TO GO


VERTICAL
300n...l\.... ~DESTINAnON INDEX -6- 6 VElOCITY

J~ATO'
I
2S0-V"" --- v- r-35
--/- ----t::>, RETICLE
TOTAL VELOCITY'/
VECTOR
- PIPPER -
X' EYEBROWS
~AIMING RETICLE
300 ~ ii- ~ 3000:-,
300-~'3[] 1'/~r-30 I
/ - PIPPER I
I TARGET I
I .~ -
- I

~, ~ ,
350- r-25
~[]r
aT'TISL TARGET
O't ~ FLIGHT PATH
AIRSPEED TAPE 03 Olf ALTITUDE 13331 , 3 ANGLE NUMERIC
~ , , i:.. ' , \ TAPE
MIL / / STEERPOINT
DEPRESSION ~ NUMERIC

HEADING TAPE FLIGHT


PATH
LADDER

j2D~ ~

TEST MODE (INS)


--ai'

TEST MODE (INS)


OPTION B
WITH TAPES

3[][]n-6-

AIRSPEED
NUMERIC ' "
3,00
b:::J =
ROLL
/TARGET
~ALTITUDE
~32 - NUMERIC
/-/
r1
I

I'~OO
300
t 03
A ••
Olf 3
1
)
~I PITCH
ANGLE

TEST MODE (INS) TEST MODE (HARS)


OPTION A

Figure 1-69. (Sheet 2 of 6)

1-160
T.O. 1A-10A-1

HUD SYSTEM DISPLAYS ~ (CONT)

'b >-6? 'OS liS'

qojrO
iD1 [is' 3.'+
'OS

200 - gOOD 200 - -


-
-- -- -- -- -
-
-
III
35
, ,
OIl DI
, 'I
III .
3S
,
OIl
..c..'
DI
, 'I
..c..'

.:\I?- -~...
.:f!i_ _11i...
NA V MODE (INS)
NA V MODE (INS)
OPTION B

2DD . - - • -----. gOOD

200 ~

'"
OIl DI 'I
III 3S
, ,
..c..'

NAV MODE (HARS)


NAV MODE (INS)
OPTION A

1~ 10A-l - ;;"

Figure 1-69. (Sheet 3 of 6)

1-161
T.O. 1A-10A-'

HUD SYSTEM DISPLAYS ~ (CO NT)

'TO Iii' 'TO - 10'

"J -.II - -.II -


em 3.~ ~
~ [}5' ~ 115'

/ -. ,, ,, - "
/
2DD I gOOD 200 I gOOD
"- /
- /

-- -----+N- -- ~

III . . A00 . 01.


35
9 III 'I

cQ?- _-Q5... cQ?- _-Q.S...

WD-1 MODE (INS) WD-1 MODE (INS)


OPTION B

'TO 10'

-e-
I
I

- .II -
2IlI1 3. ~
~ ---05'
-
/ '-
/ -, 300 ~e
'- - /
-+--, 10000
200 I I 9000
"- /
1+00 I
- - -----+N-

III
3S
.A 00 01
, 9 III

cQ?_ _-Q5...

WD-1 MODE (HARS)


WD-1 MODE (INS)
OPTION A

A l -1 0 A-l -] .1

Figure 1-69. (Sheet 4 of 6)

1-162
T.O. 1A- 10A-1

HUD SYSTEM DISPLAYS ~ (CONT)

'TO lIT
10 lIT

I - --
I
>-{)7
'0 ---
I 20M >-{)7 "!is' 3.4
I
~ - CiS'
'li.5 -
-
- / - '-
/ - '- 300 , --
I I 10000
300 I
, -- /
I 10000 /

-- --
-- --
III q
III
35
, . 00
.6-
,
01
, q

.:I!?- _-1lS...
.:Q?- _-1lS....
WD-2 MODE (INS)
WD-2 MODE (INS) OPTION B

'TO lIT
I
---
I

I
--- -
'0 I
>-()7
'li.5 _ CiS' -
/ -,
- ,-
300 ..---+ - +---> 10000
/
- '-
~
/
300 ,-
I
/
I 10000

-- -- Iii

II I q

-DC:
L.. _ ... _ _-11.5....

WD-2 MODE CHARS)


WD-2 MODE (INS)
OPTION A
,.\ 1- IOA.-1-7"

Figure 1-69. (Sheet 5 of 6)

1-163
T.O. 1A-10A-1
'.

HUD SYSTEM DISPLAYS ~ (CO NT)

I I
'0 -.- -o- >-0
J 2IJ1
>-0 3. 't
I
~ _ [is'
~ _ ----05'

- -
/ - , /-,
300 ,-
I I 10000 300 ,-
I 1 1000E!
/
"
-- -- -- --

[ill] .. ..
35 !Il
~
01 q lm] q

...~- _-11.5... ...-Q?- -~...

EXP MODE (INS)


EXP MODE (INS) OPTION B

,,-,
300 ....--+ 0 +------. 10000
'-"

300 10000

EXP MODE (HARS)

EXP MODE (INS)


OPTION A

Figure 1-69. (Sheet 6 of 6)

1-164
T.O. 1A-10A-1

A discrete signal from the laser spot seeker enables Airspeed Tape
the diamond to indicate that a firm lock-on has been
achieved. A dashed line connects the TISL diamond The optional airspeed tape, when selected, provides a
to the aiming pipper to facilitate target azimuth moving scale and fixed index of CAS. The opera-
alignment and tracking. On @.Q], the dashed line is tional range is from 50 - 500 KCAS . The moving
inhibited within a rectangular area around the aiming portion of the display represents a total of 100 knots
reticle. On [TIl, the dashed line will disappear when full scale, with increment marks at 10-knot intervals
the length decreases to approximately 13 mil. and elongated marks, with numerics in knots, at
50-knot intervals. The airspeed tape flashes when a
HUD DISPLAY SYMBOLOGY ~ master caution signal is received.

The HUD provides a variety of symbols and numer- NOTE


ics in the TEST, NA V (navigation), and WD-I and
WD-2 modes. Figure 1-69 provides a listing of each .. On ~, the HUD altitude and airspeed
symbol and when it will be displayed, as determined tapes may intermittently flash without the
by mode and option selected; and a display of the MASTER CAUTION light flashing. This
HUD modes, for both INS and HARS . In all CRT does not indicate a failure.
modes of operation, all display symbology, except the
TVV, destination index, gun cross, TISL diamond, Altitude Tape
and a portion of its associated line are depressed with
the aiming reticle. Altitude data from the altitude The optional altitude tape, when selected, provides a
computer and pitch and roll data from the INS or moving scale and fixed index of barometric corrected
HARS are removed from the HUD display when altitude. The operational range is from -2,000 to
their respective systems sense inaccurate data. 38,000 feet. The moving portion of the display repre-
sents a total of 1,000 feet full scale, with increment
Aiming Reticle and Pipper marks at lOO-foot intervals and elongated marks,
with numerics in hundreds of feet, at 500-foot inter-
The aiming reticle is a 25 mil diameter octagon with vals. The altitude tape flashes when a master caution
a 2 mil dot. The aiming reticle contains eight equally signal is received.
spaced lines. The pipper is positioned from + 10 to
-300 mil in the vertical plane of the HUD display by Flight Path/Pitch Angle Numeric
the depression control on the HUD control unit.
In INS, provides aircraft flight path angle from -90
Gun Cross to + 90 °. In HARS backup mode, the numeric in-
dicates pitch angle and is boxed in a rectangle.
The gun cross symbol consists of two vertical arms
and two horizontal arms located symmetrically Flight Path Ladder and Roll Bars
around a I mil diameter dot. The gun cross is fixed
41 mil below the ADL and horizontally centered. The flight path ladder consists of four ladder lines,
separated by 5 °, and labeled in degrees of elevation
Standby Reticle at each end. Range of the angles is from + 90 lO
_90 °. Tabs on the ladder lines point toward the
The standby reticle is a separately generated, man- horizon line. Negative elevation lines are dashed,
ually depressible 50 mil diameter aiming reticle ring while positive elevation lines are solid on each side of
and pipper, positioned within 3 mil of the primary the center gap. Roll is indicated over a range from
weapon delivery mode. A depression scale readout is 0° - 360°, rotating around the 41 mil depression
displayed adjacent to the aiming reticle. position in NAV and WD-I modes, and around the
TVV symbol in the WD-2 and EXP modes.
Airspeed and Altitude Readouts
TISL Diamond and Line
Airspeed is presented from 50 - 500 knots. Altitude
is presented from -2,000 to 38,000 feet. The airspeed
and altitude readouts will flash when a master cau-
tion signal is received .
The TISL diamond symbol is enabled when a TISL
lock-on (track) is achieved or on 11031 when the I
Change 7 1-165
T.O. 1A-10A-1

AIM-9 mode switch is in the SEL position for air-to- multiples of 10 ° have two digit numerics above them
air attack (missile). If the TISL diamond is greater (01 representing 10 °). Marks representing 5 ° have no
than 13.5 mil from the pipper, an equally spaced numerics.
dashed line, consisting of 6 equal dashes, appears
and connects the TISL diamond to the pipper. The Steerpoint Alphanumeric Readout
TISL diamond is positionable anywhere within a 314 The steerpoint alphanumeric readout is displayed as
mil diameter circle around the display center. On 0- 9, for waypoints. or A - F, for mark positions,
11031 , when loaded with boresight missiles and the depending on the selected steerpoint. The mark alpha
AIM-9 MODE switch is in the SELECT position, the readout will flash when a mark function is initiated.
TISL diamond ' will be centered on the HUD to
indicate the missile seekerhead's caged boresight Time To Go
position. If missile seekerhead is uncaged, the TISL The time to go readout displays the time remaining
diamond will be off indicating missile seekerhead over the steerpoint. in minutes and tenths of minutes.
position is unknown. When loaded with missiles
having slaveable seekerheads and AIM-9 MODE Distance To Go
SWITCH is in SELECT position, TISL diamond on The distance to go readout displays the distance re-
HUD indicates direction AIM-9 missile's seekerhead maining over the steerpoint, in miles and tenths of
is pointing. If the seekerhead's look angle exceeds miles. Depressing Km on the function switch provides
HUD limit, TISL diamond will blink and be at full the readout in kilometers.
scale deflection in direction missile seekerhead is
pointed. Total Velocity Vector
Depres