Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)

NAVWEPS 01-40AVA-t
gt.-HC
Flight Handbook
NAVY MODEL
A4D-l. A4D-2
AIRCRAFT
,
"

PUBLISHED BY DIRECTION OF
THE CHIEF OF THE BUREAU OF NAVAL WEAPONS
NAVWEPS Ot-40AVA-t
Flight Handbook
NAVY MODEL
-
A4D-l A4D-2
AIRCRAFT

PUBLISHED BY DIRECTION OF
THE CHIEF OF THE BUREAU OF NAVAL WEAPONS
1 April 1961
Revised 1 Tanuary 1962
NAvweps 0140AVAl
Reproduction for non-military use of the information or illustrations conrained in this
publication is not permitted without specific approval of the issuing service (BuWeps or
AMC). The policy for use of Classified Publications is established for the Air Force in
AFR 205-1 and for the Navy in Navy Regulations, Article 1509.
.--------------LIST Of REVIseD PAOe5 1550ED----------..,
INSEU LAnIT REVilED PAOEI. MUllOY aUPlRSlDID PAOlI.
NOTE: The portion of the text affected by the current revision is indicated by a vertical line in the outer
margins of the poge.
Page Dtue 01 Latest P4ge Ddte 0/ Latest
No. Revision No. Revision
"Flyleaf .1 January 1%2 "'79 "',." ....... I January 1962
.1 .. ,.. "1 January 1962 "'80 .............. 1 January 1%2
"2 ............... 1January 1962 "'SOA ., ........... 1January 1%2
"2A ....... , .. " .. I January 1962 81 ' ..... , , .. , , , I October 19M
, .. " .. "", .... 1 October 1961 82 . 1 O(:tober 196J
*8 . _ , , , .......... 1 ]IUlUary 1962 "S3 ' , , I January 1962
*9 ., .... ,., .. ,.,. 1 january 1962 "84 1January 1962
10 , ...... ,"'"",,1 Julyl961 85 ,1 October 1961
lOA , ....... "", .. ,1 July 1%1 86 .1 October 1961
12 , .... 1 October 1961 87 ,1 October 1961
13 .... , , , , , ,1 July 1961 88 . , , , 1 October 1961
1S , .... 1 October 1961 90 , , I July 1961
16 "." .. " .... ",,1 July 1961 91 ........ , .. I October 1961
*17 .... lJanuary1962 92 , .. "", ...... 1 October 1961
"19 ' .... 1January 1962 92A ....... "",1 October 1961
*23 ' . , , . , ... 1 January 1962 96 , ...... " .... ,I October 1961
-24 "", .. ,', ... , 1 January 1962 91 , .. " .. " ..... 1 October 1961
*24A ....... ,., ... 1 January 1962 98 ...... ,I October 1961
*25 , ... , .... ",.,1 January 1962 101 , ...... "",.1 October 1%1
3Z ."" .. """,1 OctOber 1961 103 , ....... "", I October 1961
35 ,"",.,.,",' 1 October 1961 106 . , , ... 1October 1%1
39 ' ...... 1 October 1961 110 , ..... , ........ ,1 July 1961
40 .... "',, .. ," I October 196 1 IIOA "" ... "" .... 1July 1961
45 .. ", .. """,1 October 1961 !lOB " .. " .. " ..... 1 July 1961
"46 ' , , , , , '" . 1 JOIIuary 1962 lIOC ........ ", ,I July 1961
"20 '''''''''''''' 1 JOIIuary 1962 93 , .. " .... "".1 October 1961
*21 .. '" , ,1 January 1962 94 ........ , ..... 1Octoberl961
*22 , . , . , 1 January 1962 95 ...... ,', ..... 1 October 1%1
34 .... ' , ,. ,1 July 1961 105 ", ........ ,1 July 1%1
36A ..... " .. " .... , 1 July 1961 l06A ......... , .. I OClOber 1961
37 , ,I July 1961 107 ..... ' .... 10croberl%l
48 . , , " .. , , , ' , ... 1July 1961 1I0D .. ,.. .. .. , .. 1 July 1961
49 ' , , , , , , , 1 July 1961 '1l0E .... , .... , !]anuary 1962
/j50 ., . , .", ... 1januaryI962
II! ' " .... ,1 July 1961
50A ", .. "IOctoberI961 112 '" , ,1 October 1961
51 ... ",1 October 1961 113 ""." .. 1 OCtober 1961
53 ' , , ..... 1 October 1961 114 .... ",1 July 1961
"'57 ... , .. ,1 january 1962
1!9 '"'''''''''' 1October 1961
54 ..... 1 October 1961 "'116 .... 1 january 1962
56 ' , .. , .. , , , , , , ,1 July 1961 "'116A ... ,.", ... ,ljanuary1962
58 . ,. . . I October 1961 "'120 , ,1 January 1962
S9 """1 July 1961 120A .... ' ,I October 1961
60 .".,' ,1 October J961 122 , .. "",1 October 1961
60A , , ,.1 October 1961 128 , .. " .... , .. ,1 October 1961
62 .",.. " .. I July 1961 "131 , ., , , , ,I January 1962
"'65 ...... 1 january 1962 138 . ,1 October 1961
"'66 ",' . , , , . 1 january 1962 "139 ""1 Januory 1962
"'66A , .... 1 January 1962 "'140 ' .. , .. 1 January 1962
6SA .. . .1 October 1961 142 , . 1 October 1961
69 ".",.",10ctober1961 "143 ' , , , ...... 1 January 1962
70 .. I July 1961
/j72 , .. 1 January 1962
73 .. 1 July 1961
"'7, ... 1 January 1962
76 ... 1 October 1961
*68 .1 January 1962 "'141 ... 1 January 1%2
77 .... ,. ,1 October 1%1
'" The asterisk indicates pages reviled, added or deleted by the current revision.
ADDlnONAl. COPlII O. THIS PUBLICATION MAY II OIUINID AS .OLlOWI, BuWep.
USAF ACfIVITIES,-ln .crordance with Technical Order No. 0052,
NAVY ACI1VlTIES,-Use Publications and Forms Order mank (NavWeps 140) and submit in accordance with
instructions H ~ t e d thereon.
For lifting of available material and details of distribution see Naval Aeronautic Publications Index NavWeps: 00-500.
A Reviled 1 January 1962
NAVWEPS 0140AVAl
!IINTERIM REVISION SUMMARYII
The following Interim Revisions have been either canceled or incorporated in this Flight Handbook;
No. 1 through 37 No. :;g" ........... ".Page 116
-.
INTERIM REVISIONS OUTSTANDING: (to be maintained by custodian of Flight Handbook)
NII.hn D.., PM,pflle
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Revised 1 January 1962 Flyleaf
SECTION I
SECTION II
>
SECTION III
SEmON IV
SECTION V
SECTION VI
SECTION VII
SECTION VIII
~
~
SECTION IX
..
INDEX
NAVWEPS 01-40AVA-' Table of Contenl.
TABLE OF CONTENTS
DESCRIPTION
PAGE 1
NORMAL PROCEDURES
PAGE 47
EMERGENCY PROCEDURES
PAGE 63
AUXILIARY EQUIPMENT
PAGE 85
OPERATING LIMITATIONS
PAGE 117
FLIGHT CHARACTERISTICS
PAGE 119
SYSTEMS OPERATION
PAGE 121
CREW DUTIES
PAGE 125
ALL-WEATHER OPERATION
PAGE 127
PAGE 137
NAVWEPS Ol40AVAl Fo....word
IMPORTANT
In order tbat you will gain tbe _x/mum benefits from
tbls bandbook, it ;s imperdtiv. tbat you redd tbis page
carefully.
FOREWORD
-
This handbook is written as a text for the pilot for and all of sections V and VI are currently classified
immediate study and later reference In order that he Confidential and are published in a supplemental band
may gain complete familiarity with the aircraft be i. book, NAVWEPS Ol-40A V A.IA. In section VII, opera
assigned to fly. Thus, as complete a picture as is prac tion of the various aircraft systems is discussed. Section
ticable of tbe basic structure and installations of the VIII is not applicable to single. place aircraft. Section IX
aircraft along with the fundamental operating proce contains procedut!!s aod information pertaining to all
dures is included. It is not the function of this hand weather operation.
book to teach the pilot how to fly the airplane. as it is
assumed he is competent in this respect. However, the
A Confidential Appendix, whicb is puhlisbed under a
handbook contains information regarding behavior pe
separate cover, contains all flight operating dara cbarts
culiar to the aircraft in various conditions of flight and
for the airplane and other Confidential material which
ground operation.
is supplementary to this Flight Handbook. Refer to
NAVWEPS OI.40AVAl.A, Supplement to NAVWEPS
ol40AVA.l Flight Handbook for Navy Model A4Dl,
The book is divided into nine sections. Sections I, II and
III are closely interrelated and contain information
A4D-2, Aircraft.
relative to the physical act of flying the airplane. Sec
tion I provides a description of the aircraft and its
It should be noted that the information in this hand
systems, instruments, and controls. Emergency equip
book will be kept current by frequent revisions. Since,
ment which is not part of an auxiliary system is also
however, a slight delay In the dissemination of revision
described. Section II contains information for tbe nor
material is to be expected, ;t is imperative tbat pilots
mal operation of the airplane and describes all proce
stdY abreast of pertinent tecbnicdl directives whicb fre
dures to be accomplished by the pilot from the time the
quently co.'er crilicdl fligbt resmctions or new tecb.
';rplane is approached until it is left parked on the ramp
niques in operation of tbe direraft.
after completing one non tactical flight under ordinary
conditions. Section III describes the procedures to be
followed in meeting any emergency, except those in In order to make the text as specific as possible, the
connection with auxiliary equipment, that could r e a s o n ~ nomenclature used to identify controls aod other equip.
ably be expected to he encountered. ment is identical wherever possible to that used in the
airplane itself. Such nomenclature is capitalized. Also
capitalized and enclosed In quotation marks are the con
Section IV contains the description and operation of all trol positions as tbey are identified in tbe airplane. For
auxiliary equipment which does not actually contribute example, 'The SEAT switch is sprlng.loaded to the
to flight but enable. the aircraft to perform specialized center (off) position, and a momentary movement to
functions. All limitations and resmctions which must "UP" or "DOWN" will adjust the seat accordingly.'
be observed during normal operation are discussed in
section V. Section VI attempts to evaluate any unusual
f1igbt characteristics, both favorable and unfavorable, An alphabetical index is included at the end of the book
tbat the aircraft may possess. A portion of section IV to fadlitate reference to the text.
IIi
Section I NAVWEPS Ol-40AVA-l

,.

1
Figure' -I. Model A4D-' , A4D-2 Airplane.
Iv
-
.
>
THE AIRPLANE
The Navy Model A4D.I, 2 Skyhawk is a jet.propelled,
single. place monoplane with a modified delta.planform
wing, and is manufactured by the Douglas Aircraft
Company, EI Segundo Division, Designed as a high
performance, lightweight attack airplane, the Model
A4Dw1, w2 mounts two 20-mm guns internal1y(iJ, carries
a variety of external stores, and is capable of operating
either from a carrier or from a shore base.
MAIN DIFFERENCES. The main differences between
the A4Dl, A4D.2, A4D2N and A4D5 model airplanes
are shown in figure I-IA. Additional differences be
tween the A4DI and the A4D2 which are not shown
in figure I-lA, are as follows. The A4D2 has:
a. Increased strength in the landing gear and certain
parts of the nose structure in order to withstand
H8 catapult shots at high gross weight,
b. Increased strength in the horizontal stabilizer, ele
vator, keel and fuselage mating points.
c. A strengthened horizontal stabilizer actuator assem
bly and the horizontal stabilizer limiter switch reo
moved.
d. A honeycomb tadpole rudder.
e. An automatic dead reckoning system.
f. The C8 gyrosyn compass system.
g. Improved fuel quantity gaging including provisions
for external fuel gaging.
h. Provisions for use of 'I}ATO
n
.(2)
i. An APN/141 radar altimeter.'"
;. A thermal radiation endosureJo
DIMENSIONS. The principal threepoint dimensions
of tbe airplane are as follows:
Span ..... , . , ... , ... , ...... , ..27 feet 6 inches
Length , ....................39 feet 41)\. inches
Height ....................... 14 feet ll'!1sincbes
ENGINI
The airplane is powered by a Wright J65W4B or
J65.W.16A turbojet engine with a multistage, axial
flow compressor driven by a two stage turbine. Engine
accessories are driven through an accessory gear box by
the compressor. Components driven by the gear box
are the engine. driven fuel pump, hydraulic pump, fuel
control governor, tachometer generator, and the ignition
generator. Cooling of the engine is accomplished by the
routing of compressor air through various parts of the
engine. The main bearings of the engine are cooled by
Revised 1 Jonuory 1962
NAVWEPS Ol-40AVA-I
Section I
SECTION I
DESCRIPTION
air bled from the fifth compressor stage and are lubri
c.ted by oil from tbe oil system. The Wright J65W.4B
and J65W-16A engines are rated at standard sea level
static conditions as foHows:
RATING THRUST RPM
Military 7700 100.0% (8300)
Norm.I-oonulluouJ 6780 %oS,," (BC 10)
ENGINE FUEL CONTROL SYSTEM
The engine fuel control system consists of a fuel pump,
fuel control unit, six flow dividers, a fuel primer
enoid, and t\'Yo fuel primers.
FUEL PUMP. The enginedriven fuel pump is com
posed of a centrifugal booster element and two parallel
geartype elements operating in series. Should either
gear element fall, the operative element i. capable of
supplying the engine with enough fuel for full power
requirements under static sea level conditions.
FUEL CONTROL UNIT. The engine fuel control unit
contains two control systems: a primary system for nor
mal operation, and a manual system for use if the pri
mary system should fall. When the engine is operating
on the primary fuel control system, the fuel control unit
provides fuel governing for an engine speeds, including
idle. Operating schedules provide optimum tates of ac
celeration and deceleration for all throttle movements
under any ambient condition. The acceleration schedule
insures a safe surge margin during rapid advancing of
the throttle, and the deceleration schedule prevents
flame-out during rapid retarding of the tbrottle. When
compressor discharge pressure exceeds a pre-determined
value, a limiter causes a reduction in fuel flow with a
corresponding reduction in rpm, which prevents exceed
ing compressor discharge pressure limits. This reduction
in rpm normally occurs at low altitudes, high airspeeds,
and at temperatures below standard, and should not he
misconstrued as malfunctioning of the fuel (:ootrol unit.
Basically, the fuel control unit consists of two main
valves in series: a governor valve, and a contoured regu
lator valve. The governor valve is adjusted by throttle
position, which spring.loads the valve against a balanc
ing force from a flyball governor. The fly.ball governor
senses engine rpm and acts to open or close the gover
nor valve as necessary to maintain the throttle-selected
"'MDl Airplane. BuNo. 137817, 137823, 139919 through
139970, 142142 through 142161; A4D2 Airpl ...... BuNo.
142082 and subsequent.
{''iAn AirpJanes having ASC No, 172 incorporated.
(;!) All A4D2 Airplanes having ASC No. 200 incorporated.
HAil Airplanes baving AS( No. 156 incorporated.
,
I
Section I NAVWEPS 01-40AVA-l
A4D-2 A4D-1 A4D-2N A4D-S
J52P'()
YES
FLUSH flUSH SEPARATED
J65W4B J65W 16A J6$.W. I6A
NO YES YES
YES
FLUSH
NO
NO
YES YES
YES YES
YES NO NO NO
NO YES YES YES
SI NGLE TANDEM TANDEM TANDEM
YES NO NO NO
NO YES YES YES
3 3 3 5

NO YES YES
NO
YES YES
AERO I BB AERO I BB AN/AJB3 AN/AJB.3
5 lITER 5 LI TER 10 LITER 10 LITER
YES YES NO NO
'-----'
2 PROBE 6 PROBE 6 PROBE 6 PROBE

YES YES YES YES
AVA t - , 20628- 1
Figul. 1-1 A. Moin Dilfelence s
Revised 1 January 1962
2
NAVWEPS 0140AVAl Section I
rpm. The correct fuel pressure drop act""' the governor
valve is maintained hy the regulator valve, which is pooi.
tioned by, and compensateS for, ambient conditions and
engine speed.
The fuel control metering schedules are not compen
sated for fuel viscosity. The high viscosity of cold JP.5
fuel, relative to lower JP-4 viscooities at the same tern
perature, may cause a lean acceleration flow schedule
which does not provide a sufficient amount of fuel flow
to meet engine requirements when accelerating. This
inability of the engine to accelerate above a certain
RPM, usuaUy 78-82%, results in a "hang-up" condition.
When the engine is operating on the manual fuel con
trol system, all fuel metering is accomplished manually
by the throttle through direct linkage with an emergency
throttling valve in the fuel control unit, but with no
compensation for ambient conditions or engine speed.
An emergency solenoid valve, actuated electrically by
the FUEL CONTROL switch in the cockpit, isolates
the automatic metering features of the fuel control unit
by re-routing the flow of fuel to the engine aod d ..
activates the compressor pressure limiter.
Operation on the manual fuel control system
requires that the throttle be moved sloWly and
smoothly to prevent overspeeding aad ex
cessive exhaust temperatures.
On airplanes incorporating J65 Engine Bulletin 240,
if the linkage between the COCkpit throttle lever and the
engine fuel control unit breaks, the unit automatically
seeks approximately the 87% rpm position, which nOt
mally allows safe flight and controllable landing.
The engine can be shut down by moving the FUEL
valve to "EMER OFF". (Refer to MANUAL FUEL
VALVE CONTROL in this section.)
\
21
4 SSA67
8
1. sp...db"d<e
lAo JATO igniter terminal
2. Aft engine compartmem acce8S door
3. Oil tank
4. Integral wing tank
5. Fuel nozzle grounding receptacle
SA. AN/ARC27A UHF radio antenna
6. Cockpit canopy air bungee cylinder
7. External CANOPY JETTISON handle!!)
7A. Thermal radiation endosure
CS
)
8. Picot tube
SA. Fueling probe en
9. Integrated Electronh; Central
10. Static vent
lOA. Statk ventO!)
11. Apl'roach light
12, Emergency generator
13. MK 12 MOD 0 20mm gun
13A. External {lOwer receptacle
14. Fwd engine compo and accessory section access door
15. External pneumatic Staffer
16. Catapuh hook
i7. FueJ nozzle grounding receptacle
17A. Fueling points
18. Barricade strap detent
19, Wing slat
20. Arresting hook
20A, JATO mounting hooks
21. 'ra<.lpole rudder
f21
Airplanes BuNo. 142142 through 142235-; A4D2 Air.
planes BuNo. l42097 through 142141.
{;l) Airplanes only.
ullAl! A4D2 Airplanes having Ase No. lS6 incorporated,
Figure 12. General Arrangement
Revl.ed 1 January 1962
2A
FUEL PRIMERS. When the throttle is moved from
"OFF" to "IDLE" during starting, priming fuel is sup
plied automatically from the fuel control unit through
the primer solenoid valve to the fuel priming tuhes. The
primer tube nozzles are installed in conjunction with
the igniter plugs to supply fuel for ignition. When a
centrifugal switch within the ignition generator closes
the fuel primer solenoid valve is closed, thus stopping
the flow of priming fuel and breaking the circuit to the
igniters.
FLOW DIVIDERS. The flow dividers are fuel mani
folds which are connected by lines to the fuel burner.
Each of the six flow dividers contains an inlet port with
filter, a pressure regulating piston, and an outlet port
with pressure tap.
FUEL CONTROL SWITCH. A two-poSltlOn FUEL
CONTROL switch (24, figure 1-3) on the ENGINE
control panel is used to select the mode of operation
of the engine fuel control unit. With the switch at
"PRIMARY," the automatic metering devices in the
fuel control unit regulate the flow of fuel to the engine
to maintain a given rpm setting as established by the
position of the throttle. Pressure, temperature, and e n ~
gine speed sensing devices are continuously acting to
maintain the selected rpm condition, regardless of ex
isting ambient conditions. With the switch at "MAN
UAL," fuel flow is routed around the automatic m e t e r ~
ing mechanisms and all fuel metering is .ccomplished
directly by manipulation of the throttle.
MANUAL FUEL WARNING LIGHT. The MANUAL
FUEL warning light (5, figure 13) illuminates when
the FUEL CONTROL switch is moved to "MANUAL."
Illumination of the light indicates only that the switch
has been moved.

ENGINE CONTROLS
THROTTLE. The throttle (9, figure 1-3), on the left
console, is mechanically linked to the engine fuel con
trol unit and provides a means of selecting rpm condi
dons for which the fuel control unit meters fuel to the
engine. When the engine is operating on the manual
fuel system, the throttle, through linkage with an emer
geney throttling valve, manually meters fuel with no
compensation for engine speed or ambient conditions.
Marked posidons of the throttle are "OFF," "IDLE,"
"NORMAL" and "MILITARY." The "OFF" position
doses a fuel cutoff valve in the fuel control unit, stop
ping all fuel flow to the engine. The "IDLE" position
incorporates a detent to prevent inadvertent movement
of the tbrottle to the "OFF" posidon. At "NORMAL,"
the engine should develop the maximum rpm allowed
for continuous operation, and at "MILITARY" should
develop maximum rpm. On the inboard side of the
throttle grip are located switches for the operation of
the radio microphone and speedbrakes, and on the out
board side is the exterior lights master switch. On the
left console, inboard of the throttle, is the THROTTLE
FRICTION wheel (20, figure 1-3) which is rotated for
ward to increase friction on the throttle. To prevent
retarding the throttle during catapulting, a handgrip
(11, figure 1-3), which extends from its springloaded
position against the cockpit rail is gmped in conjunc
tion with the throttle.
ENGINE CONTROL PANEL. The ENGINE control
p.nel, just aft of the throttle on the left console, con
tains all other controls for the operation of the engine.
On the panel are the MANUAL FUEL warning light,
the DROP TANKS switch, the START-ABORT switch,
and the FUEL CONTROL switch.
ENGINE PERFORMANCE INDICATOR. The engine
performance indicator (figure 1-4), on the instrument
panel, is part of an integrated performance indicating
system, whicb presents engine speed, exhaust temper.
rure, fuel boost pres55ure, and engine oil pressure on
one instrument. Engine speed is presented in terms of
engine operating conditions as well as in percentage of
maximum rpm. The operating conditions presented are
"START" and "IDLE", while percentage of maximum
rpm is presented by dial markings graduated from 60
to 106.
Engine % RPM and TEMP C are indicated by pointers.
FUEL BOOST pressure and engine OIL PRESS are
shown in sman windows at the top and bottom, respec
tively, of the indicator: FUEL BOOST, hy the words
"OUT" and "NORM"; OIL PRESS, by the words
"OUT," "NORM" and "HIGH." An oil pressure gage,
installed adjacent to the engine performance indicator,
presents actual oil pressure between 0 and 70 psi.
Instrument indications and their interpretations ate
listed helow:
INDICATION INTERPRErAnON
RPM
"START" (10-12%) 830-995 rpm
"IDLE" (42-48%) 3525-3985 rpm
96.5'1< 8010 rpm
(Normal-Continuous)
100% 8300 rpm (Military)
101% 8385 rpm (Military)
106%
8800 rpm (Acceleration)
TEMP
660 (670)01) Idle
600 (605)ec,,) Normal-Continuous
650 (660)00" Military
800 (810)0" Acceleration
900 (910)OCO) Maximum indication
(1)Applicable only to engines incorporating NEB 19:7 and 195,
or NllB 197 and 196.
3
Section I NAVWEPS OI-40AVA-l
1. Canopy control 8. Exterior lights muter switch 17.
2. Anti-blackout control valve 9. Throttle
2A. Manual fucl valve comrol 18.
10. Deleted
2B. Manual fuel shutoff safety lock (1 )
11. Catapult handgcip
3. Canopy latch roller 19.
12. Airspeed correction card
4. External drop tanks pressurizing 20.
13. Landing gcu retraction r c l c a _ ~ e
switch 21.
switch
S. Manual fuel control system warning 22.
14. Landing gear control
light 23.
6. Horizontal stabilizer manual over
1S. Emergency landing gear release
24.
ride conltol handle
25.
7. W ing flaps control
16. Oxygen system quantity guage
26.
27.
(1) AiD-l Airplanes incorporating ASe 189. 28.
29.
A4D-1 Airplanes Only
figure 1-3. Cockpit - Le't Console (Sheet I I

;
AN/ARN-14E omnirange radio con
trol panel
AN/ARN-12 marker beacon receiver
control panel
Air starting ignit ion s''''' itch
Throttle friction wheel
Radio microphone switch
Specdbrakes switch
Rudder trim switch
Fuel control system selenor swi ech
Starter switch
Oxygen and radio receptacle
Anti-blackout suit hose conncClion
Map case
Emergency speedbrakc control
NAVWEPS OI.40AVA-I
Seelion I
A\lA -I -1 ..
10. Deleted lR. ANI ARN-12 marker beacon recdver
1. Canopy control
lOA. Standby compau correction card.(1) coo trol panel
2. Antiblackout ('"Ontrol valve
11. Catapu.1t handgrip
19. Air starting ignition swi ech
2A. Manual fucl valve control
IlA. JATO firing button(2)
20, Thronl!:: frinion wheel I
2B. Manual fuel shutoff safety lock
12. Airspeed correclion card
21. Radio microphone swilch
3. Canopy larch roller
13. Landing gear retraction release 22. Specdbrakes switch
4. EXlernal drop tanks pressurizing
switch
23. Hudder (rim switch
swi tch
14. Landing gear control
24. Fuel control S}'stem sclector switch
3. Manual fuel control system warning
15. Emergency landing gear release 25. Starter
light
handle 26. Oxygen and radio reccptacle
6. Horizontal st abilizer manual over.
cide control
16. Oxygen system quantity gage 27. Anti-bl'ackout suit hose connection
7. Wing flaps cootrol
16A. Wheels and flaps position indicators 28. Map (ase
8. Exterior lights master switch 17. AN/ARN-14E orooi-range radio 29. Emergency speedbrake control
9. Throul e control panel 30. JATO control pancl (2) I
( 1) A4D-2 Ai rpl anes 144868 and subs .
( 2 ) A4D-2 Airplanes incorporating ASC 172.
A4D- 2 Airplanes Only
Figure' -3. Cockpit - Left Consofe ISheet 2)
Revised 1 October 1961

AVA- r -I P_ 60"r._lf
A4D- J Airplanes BuNo. J378 J3 through J37822
Figure J-4. Cockpit-Instrumen; P a n ~ ' ISheet J I
6
NAVWEPS Ol-40AVA-l
Section I

\\
'\
AV A -I-I
A4D-/ Airplan es BuNo. 137823 14223 5
Figure' -4 . Cock pi'-Ins'rument Pon el (Shee t 21
7
A40 - 2 AIRPLANES INCORPORATING
ASC NO. 188 ONLY.
\\
~
AIRPLANES INCORPORATING
ASC NO. 200 INTERI M FIX ONLY.
A4D-2 Airplane. prior to incorporation of ASC No. 182 and 200.
Figure 1-4 . Cockpit-Instrument Panel IShee' 3)
Revised 1 January 1962 8
NAVWEPS 01-40AVA-l Section I

\
'\
AV.II._I _ I P - 65<16 - !5 1
A40-2 Airplanes after incorporation of ASC No . 182, 188, and 200.
Figure 1-4. Cockpit-Instrument Panel (Sheet 41
NAVWEPS 01-40AVA-l
Section I
INDICATION
INTERPRETATION
FUEL BOOST
"OUT"
Below 4 psig
6 psig and above
OIL PRESS
"OUT" Below 20 psig
20-40 psig
"HIGH" Above 40 psig
STARTER
The engine is started on the ground by use of an
temal pneumatic starter, driven by compressed air
a mobile gas rurbine compressor. The starter shaft IS
inserted ibto a receptacle located inboard of the right
main wheel well, where it engages the hydraulic ball
pump generator drive, completing both mechanical and
electrical connections and allowing actuation of the
starter from the cockpit. Crew members should be cau
tioned to remove the starter probe assembly immediately
following completion of a successful start in order to
prevent damage to starting equipment. Provision is made
for carrying the starter internally in the aft fuselage
under the engine for use when- landing away from base.
The gas turbine compressor can be carned externally
on any store rack.
START-ABORT SWITCH. Actuation of the starter is
controlled by the START-ABORT switch (25, figure
1-3) on the ENGINE control panel. When the switch
is depressed, the starter air supply solenoid valve opens,
allowing compressed air from the gas rurbine com
pressor to rotate the starter shaft. When the engine
speed reaches a predetermined rpm, a starter over
speed switch opens, allowing the START-ABORT
switch to pop out, thus stopping the air supply to the
starter. Manually pulling out the START-ABORT
switch will also stop the starter air supply.
IGNITION
Components of the ignition system are: a throttle lever
switch, actuated by movement of the throtde from
"OFF" to "IDLE"; an ignition generator; a dual
tion unit; a rectifier and filter assembly; and two igniter
plugs. As the engine rurns during starting, the ignition
generator charges the dual ignition unit. When the
throtde is advanced to "IDLE," the throttle ignition
switch is opened, causing the dual ignition unit to dis
charge through the igniter plugs, thus igniting the
primer fuel which began to flow when the throttle was
opened. At approximately 17.5% rpm, the centrifugal
switch in the ignition generator closes, stopping ignition
and closing the fuel priming valve.
AIRSTART IGNITION
Com ponents involved in operation of the air start igni
tion are the same as used for normal ignition, plus the
addition of an AIRSTART switch (19, figure 1-3).
When this switch, a guarded "ON" "OFF" toggle
switch is positioned "OFF," only normal ignition is
operable. The "ON" position allows in-flight engine
starting by supplying ignition over a greater range than
is provided by normal ignition. As described by the
foUowing conditions, positioning the switch at "ON,"
simultaneously supplies ignition through the igniter
plugs and opens the primer fuel solenoid valve to sup
ply primer fuel flow.
a. In airplanes which do not have ASC '*' 155 nor
Engine Bulletin #328 incorporated, ignition and primer
fuel flow is provided after the throttle is moved from
"OFF" past approximately 9 on the throttle quadrant.
The switch is automatically turned "OFF," stopping ig
nition and fuel flow, when the throttle is advanced from
"IDLE" into the normal operating range.
b. Incorporation of ASC '*' 155 deletes the automatic
shut-off feature and provides for ignition and primer
fuel flow at any throttle setting above approximately
9.
c. After incorporation of both ASC '*' 155 and Engine
Bulletin '*' 328, moving the AIRSTAR T switch to "ON,"
provides ignition and primer fuel flow at any throttle
setting.
Note
In airplanes which have either ASC '*' 155 or
Engine Bulletin '*' 328 incorporated, the AIR
START switch must be turned "OFF" to dis
continue primer fuel flow, and thus avoid
damage to the engine, because of excess fuel
delivery to the combustion chamber.
ASSIST TAKE-OFF SYSTEM
Later airplanes(l) have provisions for a two bottle
JATO assist take-off system to provide additional thrust
for take-off. The bottles, each capable of producing
4500 pounds of thrust for five seconds duration, mount
one on each speedbtake and are fired electrically. Jetti
soning is accomplished hydraulically by actuation of a
solenoid operated selector valve. Electrical power for
operation of the system is supplied by the 28 volt dc
bus and hydraulic pressure for release acruation is sup
plied by the utility hydraulic system. Two stabilizer
hooks and a hydraulically acruated release hook on each
speedbrake provide a mounting place for one JATO
bottle on each side of the airplane. Electrical terminal
posts, one on each side of the fuselage forward of the
speedbrakes are provided to attach the JATO bottle
igniter leads to the airplane'S firing circuit. When the
bottles are installed on their mounting hooks, a switch
in the speedbrake electrical circuit is mechanically actu
ated, breaking the circuit and making the speedbrakes
inoperable.
(1) All A4D-2 Airplanes after incorporation of ASC 172.
Revised 1 July 1961
10
NAVWEPS 01-40AVA-l
Secllon I
JATO INDICATOR LIGHTS
I WARNING I There are twO PRESS TO TEST type indicator lights in
The ground crew should make a "no.voltage"
test at the JATO igniter terminals prior to
connecting the JATO bottle igniter leads.
JATO CONTROLS
A JATO MASTER switch and a JETTISON switch are
provided. 'These switches are guarded twoposition type
toggle switches mounted in a panel of the control box
(30, figure 1 aft of the throttle on the left console.
A JATO FIRE button is mounted on the catapult hand
grip (!lA, figure on the left side of the cockpit.
The JATO MASTER switch energizes the system when
posltioned at "ONj H providing external power is
plied to the airplane or the main generator is in oper
ation. With the system energized, (JATO MASTER
switch "ON") pressing the JATO FIRE button fires
the JATO bottles, and moving the JETTISON switch
to "ON" actuates release hooks through the solenoid
operated hydraulic selector valve and jettisons the
bottles.
Prior to jettisoning the bottles, the SPEED
BRAKES switch on the throttle should be
positioned at "CLOSE," otherwise bottle re
lease allows the mechanically actuated switch
in the speedbrake circuit to dose, energizing
the circuit and permitting the speedbrakes to
open when the JETTISON switch is actuated.
the system. An amber light labeled JATO READY is
located on the control box panel with the JATO
MASTER and JETTISON switches. The other light is
a green light on the armament panel below the function
SELECT switch and is identified JETTISON CHECK.
With the airplanes electrical system energized by ex
ternal power or the main generator, both lights illu
minate when the JATO MASTER switch is positioned
"ON," indicating the system is ready for firing or
jettisoning.
OIL SYSTEM
The oil system is automatic in operation whenever the
engine is running, An oil rank (3, figure 1-2), located
on the upper right side of the engine compressor bous
ing, contains 3.25 gallons of usable oil when filled to
the top of the screen in the normal 6-degree nose-up
ground attitude. Pressure (remote) filling(1) provides for
a fourgallon capacity. A dual ported supply tube within
the oil tank furnishes oil during normal and inverted
flight. An engine-driven geartype pump and two meter
ing pumps supply oil to all main bearings and accessory
drives. A scavenge pump in the accessory gear box
returns the oil, which has passed through a strainer, to
the oil tank for recirculation through the system. Con
ditions are displayed in the OIL PRESS window of the
engine performance indicator by the words "OUT,"
"NORM," and "HIGH." A gage located on the left
side of the instrument panel presents actual oil pressure.
Maximum allowable oil consumption is 0.4 gallon per
hour, See figure 1 11 for oil specification.
(1) All A4Dwl, -2 Airplanes after incorporation of U8.
Revised 1 July 1961 lOA
NAVWEPS Ol-40AVA-I Sect/on I
FUEL SYSTEM
The engine fuel supply is carried in two tanks contain
ing combined tot.l of 810 U.S. gallons. These tanks
may be serviced by means of two gravity fuel tank fillers
or on later airplanes(J) they may also be serviced by a
single point pressure fueling system. Three drop tanks
may be carried externally to increase the total tuel
quantity of the airplanes. Refer to TABLE V-II, EX
TERNAL STORES LIMITATIONS, in the Flight Hand
book Supplement. A fuel tr.nsfer system is provided
which transfers fuel through a piping system by mean, of
tank pressurization and a fuel transfer pump. All fuel is
delivered to the fuselage tank containing an electrically
driven fuel hoost pump which delivers the fuel under
pressure to the engine driven fueJ pump. A manual fuel
supply shutoff valve control is provided in the cock
pit. See figure 1-11 for fuel grades and specifications
of recommended and alternate fuels. See figure 1-7 for a
schematic presentation of the fuel system.
FUEL TANKS
INTERNAL TANKS. The two fuel tanks provided in
the airplane are comprised of an integral wing tank and
self.sealing type fuselage tank mounted between the
cockpit and the engine bay. The fuselage tank contains
the control valve, for regulation of transfer fuel flow,
the fuel boost pump which delivers fuel to the en
gine, and a fuel sump with flapper valves. The flapper
valves aSSure a flow of fuel to the fuel pump, during
aU attitudes and maneuvers involving negative g-loads
and inverted flight, for approximately thirty seconds.
All fuel ahoard the airplane i. transferred to this tank
before delivery to the engine.
Note
When JP5 fuel, "coldsoaked" by extended
altitude flights or by cold weather operations,
is transferred from the wing and drop tanks to
the fuselage tank, the fuel in the fuselage tank
win remain cold even after the aircraft
scends and lands. Fuel temperatures row enough
to induce an engine RPM condition
(See Section I, Fuel Cootrol Unit) are usually
confined to flights exceeding one hour above
20,000 feet, particularly those involving
refueling or repetitilrp ""'" day.
The integral wing tank _1Idas fuel ....f ... pom"
which tfa TIJ'::< -r:L1, 3::'::1
tank. Both fuel tanks are vented. The vent system exit
is located aft of the right main landing gear strut and
is designed to provide a small amount of ram air pres
sure in the fuel vent system to equalize the internal and
external pressures on the tank walls during rapid ascent
or descent, and reduce the amount of coUapse of the
self.sealing type fuselage tank when partially full. Both
tanks incorporate provisions for gravity filling and
water and sediment drainage. Later airplanes
fl
) afso
have provisions for pressure fueling and defueling. For
information concerning total and usable fuel capacities
of each tank, see figure 1-{).
DROP TAJ'.'KS. Provisions are made for carrying drop
tanks singly or in combination. Except as shown in
TABLE V-H, the external stores racks will accommo
date either a 150 gallon or 3()0 gallon drop tank on
centerline rack and 150 or 3()0 gallon drop tanks on
wing racks. All drop tanks are vented, and contain pro ,
visions for gravity fueling, pressure tueHng
O
1 and 1
surizanon to eftect fuel transfer to the wing tank at the
option of the pilot. The drop tanks m.y be jettisoned
electrically in the same manner as other droppable
ternal stores. Refer to RELEASING BOMBS, .ection IV.
FUEL TRANSFER
WING TANK TRANSFER. Placed internally in the
wing tank is an air turbine driven transfer pump which
transfers fuel from the wing tank to the fuselage tank.
This pump utilizes engine compressor bleed air for
power, and operates whenever the engine does. Since the
wing tank transfer pump operates continuously, a float
valve is placed in the fuselage tank to stop the flow
of transfer fuel whenever the fuselage tank is full, in
order to prevent transfer fuel being pumped ovetboard
through the fuel vent system. A FUEL TRANS failure
caution light is provided on the left side of the instru
ment panel and will illuminate when wing tank fuel
transfer pressure drops below 2 (+ y, y.) psi, Steady
illumination indicates tuel transfer pump failure or
wing tank fuel depletion. Maneuveting flight may in
duce intermittent illumination by causing the pump to
become temporarily unported. Reduced engine rpm
settings rna}' provide insufficient bleed air pressure to
maintain the required tuel transfer pressure, thus causing
the caution light to illuminate, In this situation, fueJ
may continue to transfer at a reduced rate; an increase
... !pM wtII .....,_..,...,IIIIf..indic.ting that
norma1 11M! II.' 'w": I .4 f
Should tIle r:.ormal "u::l .""'::tC';j e;!'terr;ency t!'aneter allows
wir,,- f').el to be f0rced :.hrou, '--; "'\I'eli.l,: :'laoii'old into 1"O !:udelage tank at a rate
thp. engine usa:{e. :ed 8)1 win; on the
en ine control r.,atlplJ to !"he lI:S:,ler
L
:e::-lc:
r
lr:.ll.sfec" rOS},tl_on wracn "he tank by
, If ... I ' ' T m.I,',.,.-, '1''''ar:'''4'P t' II and
I'leans of :,he >1i-1;; an::l vect "e e. ,,0 .:)8C..,l.on ""'" "ut," .," ""- j
"e"'''' -; on r 11"""'-">1 'YSLern It 1.1.u'" ..l2c-:,io:" '';12, :r:u81 ::';fste!>lH for on f'..l,e1
::. _",,_L .,_ L} l'U""... _, ,
transfer failures.)
/
\
\
\
AVA-I -I P - 6547-1'
1. Cabin pressure altimeter
2. Emergency generator release handle
3. Arresting hook conuol
4. Standby compass correction card
5. Deleted
SA. Canopy jettison handle
6. Console lights swi tch
7. Floodlight switch
8. Air condidoning control switch
SA. Windshield air switch
9. Taxi light switch
10. SET HEADING FREE GYRO control
lOA. Cockp it white fl oodlight switch
11. SLAVEO GYROFREE GYRO selector switch
I (1) All A401 airplanes BuNo's 137823 and suhsequent.
IlA. AN/ARN-Zl NAV control panel
12 . Spare lamps receptacle
13. Compass controller panel
14. Compass heading syoehm. meter
15. Exterior lights control panel
16. Air condi tioning control panel
17. Interior lights control panel
18. Instrument lights switch
18A. Angle of attack and labs ti mer control panelO)
19. AN/ ARC27A UHF radiu control panel
20. AN/ APA-89 SIP control panel
21. ANI APX-6B IFF radar control panel
22. Trim position indicator
23. Cockpit white floodlight switch
A4D- J Airplanes
Figure J-5. Cockpit- Right Console ISheet ')
Revised 1 Odober 1961 12
I
NAVWEPS 01-40AVA-l
Section I
1. Cabin pressure ahimeter
2. Emergency gcnentor release handle
3, Attesting hook control
4. Standby compass correcdon card
S. Deleted
SA. Canopy jettison handle
6. Consoles lights switch
7. Floodlights switch
8. Deleted
SA. Windshield ai r switch
9. Taxi light swi tch
10. SET HEADING.FREE GYRO control
11. SLAVEO GYRO-FREE GYRO selector switch
ll A. AN/ ARN-2 1 NAV control panel
12. Spare lamps receptacle
13. Compass controJJer panel
14. Compass headiog synchronization meter
I S. Exterior lights conuol panel
16. Air conditioning control panel
17. Interior lights control panel
18. Instrument lights switch
19. AN/ ARC-27A UHF radio control panel
20. AN/ APA89 SIF (on(rol panel
21. ANI APX68 IFF radar canual pace!
22. Deleted
23. CP368/ ASN 19 Compuler---COntrol
24. Latitude setting dial
25. N-S Lati rude seuing
26. Angle of auack and labs timer control panel
27. Trim position panel
28. Fuel gauging panel
29. Cockpit white fl oodli ght swi.tch
Figure ' -5. Cockpit - Rig"t Console (S"eet 21
Revised 1 July 1961 13
I

DROP TANK TRANSFER. Fuel transfer from the drop
tanks to the integral wing tank is effected by means of
drop tank pressurization. Placing the DROP TANKS
switch (4, figure 1-3) on the ENGINE control panel II!
"PRESS" opens a solenoid operated air shutoff valve
which directs engine compressor bleed air to the drop
tanks. Once the tanks are pressurized, the flow of fuel
from the drop tanks to the wing tank is controlled by
float valves!!) or drop tank solenoid pilot valves'" in
the wing tank, which stop the transfer of fuel when the
wing tank is full or allow it to continue when space is
available. Placing the DROP T A.'1KS switch at "OFF"
energizes the drop tank air shut-off valve, thereby
dosing the valve and discontinuing transfer of fuel from
the drop tanks. If electrical failure occurs, the drop
tank air shutoff valve is automatically opened, provid
ing immediate and automatic transfer of drop tank fuel
as wing tank space permits. To prevent drop tank
pressurizing air from being exhausted overboard through
the drop tanks vents, some drop ranks are equipped with
a combination float and diaphragm vent shut-off valve.
This valve acts to close the drop tank vent whenever
the tank is full or pressurizing air i. introduced.
(OA4D1 Airplanes only.
(1) A4Dw2 Airplanes only.
FUEL OUANTITY DATA
(GALLONS I
UMJSAaLE
USA8LE TOTAL EXMN!!NON:
TA,.K$
FUEL- LEVEL
FUEL VOW...
"PAC.<
CFLIGHT)
I
INTGR,IL ..NO 870

I
fUSELAGE .40 0 0
'40
L H WING (EXTERNAL AUXILIARY)
,
! 50 GALLON DR<)P 147
'"0

,
300 GAL.L.ON DROP ... 4 .00
CENTRUNE t [XTERNAL AUKILIARY!
, I ~ O GALLON DROP ... 2
"0
!OO GALLON DROP
,
n. 4 300
,
'500 GALl.OH AIR HFtELING STORE ...
300

R H WING {EXTERNAL AUXILIARY}
1$0 GALLON OROP
2 '47
"0

,
300 GALLON OROP ... 4 300
TANKS
USABLE FUEL .... ,_
TOTAL
FUSELAGE. WING .'0
FUStLAG[, W I ~ . {1501 CENTER DROP 951
FUSELAGE. WING. (300) CENTER DROP 1105
FUSELAGE. WING. (300) AIR REFUELING STORE 1105
FUSELAGE. WiNG. TWO (I$O) WING flACK DIitOP
1104
FUSELAGE. WING, (!50i CENTER, TWO O ~ O ) WING RACI( DROP 1251
FUSELAGE, WM, {lOOl CENTER, TWO (iSO) WING RACK DROP
"..
FU$ELAGE, WftrfG, (300) AIR REfUELING STORE, TWO(I$OtWING RACK DROP "99
FUSELAGE, WfNG. TWO (300) WING RACK DROP 14000}
FUSELAGE. WING, USO} CENTER, TWO (300) WING RACt< DROP 154701
FUSELAGE. WING, (30o, CENTER, TWO 13(0) WING RACt< DROP i695 {Il
FUSELAGE, WING, (300) AIR REFUELING STORt.TWO {'SOOl WING RACK DROP 169' ttl
iI, MO-t AIRPLANES 139919 ANO sues AND ALL A40-2 AIRPLANES ONLY,
A!""-i-I P-6,.6-IE
Figure J-6. Fuel Quonlily Dolo
14
NAVWEPS 0140AVA-l Section I
FUEL BOOST PUMP
An electrically driven fuel boost pump, powered by the
aft monitored bus, is submerged in the fuselage tank
sump. The fuselage tank sump incorporates flapper
valves which act to keep the boost pump fuel inlet sup
plied with fuel at all airplane attitudes, including diving
flight and negative "g" or inverted flight of short dura
tion. Operation of the fuel boost pump is automatic
whenever the aircraft electrical system is energized by
the main generator or external power. Jn the event of
main generator failure the fuel boost pump will be
inoperative, however, the fuselage fuel tank is so situ
ated that gravity feed will provide the engine. pump a
supply of fueL
FUEL BOOST PRESSL"RE INDICATOR. Fuel boost
pressure is shown in the FUEL BOOST window of the
engine performance indicator (figure 5-1). The indicator
is powered by the 28 volt doc hus and has two positions,
"NORM" and "OUT." The "NORM" position indicates
that fuel boost pressure is above 6 psi, and the "OUT"
position indicates that pressure is below 4 psi.
MANUAL FUEL VALVE CONTROL
The fuel system incorporates a manually operated emer
gency FUEL valve control (2A, figure 1-3) located out
board of the left hand console. This manual FUEL
valve control has two positions, "NORMAL" and
"EMERG OFF." The "EMERG OFF" position of the
control stops all fuel flow from the airplane fuel system
.. _.....!::IrC:01 system. A sa,fety lock is pro-
If the fuel supply in the fuselage tank falls below this
level due to malfunction of the wing tank transfer
system, Or failure or mismanagement of the drop tank
transfer system, the low level switch causes the reading
of any remaining wing tank fuel to be dropped out,
indicating to the pilot that approximately 170 gallons
of usable fuel remains. During normal fuel system oper
ation, fuel quantity indication decreases gradually. If
the transfer pump fails, the indication drops suddenly
when the fuselage tank is depleted to the 170-gallon
level. The effect of airplane attitude on the relationship
between indicated and actual total fuel quantity is
shown by figure 1-7A, Fuel/Attitude Calibration Chart.
When the fuselage tank indicated fuel quantity is at or
below 1000 pounds, and the airplane attitude is between
4 degrees nose up and 4 degrees nose down, indicated
quantity can be considered actual quantity.
FUEL QUANTITY INDICATORS. 00 early air
planes'" total fuel of the fuselage and wing tank is I
indicated by a FUEL QUANTITY indicator on the
instrument panel (figure 1-4). Later airplanes'" have I
an added EXTERNAL FUEL quantity indicator in a
panel with a FUEL FLOW meter on the right console
(28, figure 1-5). On either indicator, multiplying the
indicated reading by 1000 gives the usable fuel available
in pounds.
Note
Expect a sudden indication decrease when the
fuselage fuel level is low and the speed hrakes
are extended and/or thrust is reduced .
.J
..... Ie pce_ A I ,_ ,.... aI
.. "1IOlIlG OI#P!' "II)
Since the air-refueling store does not have
t ..... 1 ... ,.,"" ..... n> ..hA .&:.....1 ..... 'ntity
"WIIII:l nJEL DUM!'
st be
Wing tank fuel can be du:mped by moving the wing fuel dump switch on the enGine control panel mine
to the I1Wing Dump" position. A spring-loaded lift-type guard is provided to prevent inadvertent
movement of the to the dump position. Pneumatic operation of the dump valve by engine
compressor bleed air allows fuel to graVity-drain fror,j the uing tank through a mast located in i may be
the. right-hand wheel well !airing. Six minutes duration is sufficient to dUMp wing tank fuel. itch (fig
A slow flying speed is desirable during because the increased angle-o!-attack effect on Th f 1
the fuel head ;;ill aid the fuel QUlllP rate. The dump valve is capable of opening automatically e
to relieve overpressurization of the wing tank.. This relief will occur should wing tank pressure ored
rise above 9 psi at any ti."llC except. during catapult ___ -swrn;n the fuel
Ql.-OY "I..UTn. lULl 6Augmg -lInu-"lRi"aifditTonat -(uef quantity quantity indicator pointers will move in a
indicator. These probes are wired into the fuel quantity
indicator in such a manner as to indicate the total
tity of fuel remaining in all tanks whenever the fuselage
tank contains more than 170 gallons (1105 pounds).
Note
The air-refueling store does not have pro
visions for fuel gaging and any fuel contained
in this tank, when carried; will therefore not
he indicated.
The fuselage tank contains a low level switch located
approximately one-third the distance down the length
of the fuel quantity probe at about the 170 gallon level.
wise dire<tion. When the switch is released, the pointer
will return to the original indication if all units of the
fuel quantity measuring circuit are functioning properly.
In addition, when the test switch is depressed, the
FIRE, FUEL TRANS,''' UTILITY HYD, CONTROL I
HYO,o, and SPO BRK OPN warning lights will illu
minate to indicate that the respective circuits and light
bulbs are operative.
OJ A4D.2 Airplanes only.
!":If All A4D-l Airplanes and Airplanes prior to incor- *
potation of ASC # 135.
tal A4D-2 Airplanes alter incorporation of ASC 135.
(4) A4D-l Airplanes BuNo. 137831
t
139919 through 139970,
142142 through 141235
t
and A4l)..2 Airplanes.
15
Section I
NAVWEPS 01-40AVA-l
-
FUEL BOOST PRESSURE
-
FUEL TRANSFER
-
AIR PRESSURE
c::::::J
vENT OR DRAIN
-+
ELECTRICAL ACTUATION
MECHANICAL ACTUATION
CEil
FLOAT VALVE
~
VENT SHUT-OFF VALVE
~
CHECK VALVE
@] LOW LEVEL SWITCH
fUEL QUANTITY
PROBES
MANUAL
DE-FUELING
FUEL
QUANTITY.'-__~
PROSE -
WING TANK
LEFT-HAND
DROP
TANK
FUSELAGE
TANI<
CENTER
DROP
TANK
DE-fUEL
VALVE
RIGHT
DROP
TANK
DRIVEN
PUMP
OVE RBOARD
P65 <l9 -1'
A40-' Airplanes Only
Figure' -7. Fuel Sys'em (Shee' IJ
Revised 1 July 1961
16
NAVWEPS 01-40AVA-l
Secllon I
-
FUEL BOOST PRESSURE
FUEL TRANSFER
- PRESSURE FUELING AND
= OfFUEUNG
PRESSURE FUELING
-
COl
OR fUEL TRANSFER
AIR PRESSUR E
(I:JI PRESSURE fUELING SENSING
=
VENT
-+-
ELECTR ICAL ACTUATIO N
MECHANICAL ACTUATION
CHECK VALVE
~
PRESSURE FUELI NG
~
SHUT-OFF VALVE
DUAL FLO AT
IQYJ
PILOT VALVE
OEF UELI NG LOW LEVEL
~ FLOAT VAlV E
DROP TANK SOLENOID
~ PILOT VALVE
@ SWING CHECK VALVE
FLOAT VALVE
~
CENTER STORE FUEL
IBl TRANSFER SHUT-OFF
...
VENT SHUT-OFf VALVE
~
FLOA T SWITCH
PILOT FLOAT AND VENT VALVE
FUEL
UNIT
ORIVEN
FuEL PUMP
MANUAL
FUEL VALVE
CONTROL
AI'
SHUT-OFF
VALVE
lOR
A40-2 Airplanes Only
Figure 1-7. Fuel Sys'e m IShee' 2)
17
Section I NAVWEPS OI-40AVA- l
FUEL! A nlTUDI (ALIaRA liON
6000
5500
5000
4500
4000
..
3eOO
0
z
~
Ii'
~
~
3000 ~
~
0
~
...
u
a
2500
~
2000
1500
1000
000
~
JIB
0 000 1000 1500 2 00 0 2500 3000 ..00 4000 4 500 50ao
ACTUAL FUE L - POUNDS
5500 6000
1' 10 '88- 1
REMARKS ,
I I I AJlowoble Error Bond per MILG7940.
12 1 11'.-4 Fulll
DATA AS Of , I JUI'lfl 1957
DATA IASIS . Contractor's cofibfol ion.
EXAMPlE ,
Assume Olmoft altitude ,, I'IOM down,
II J Fuel indkolor reods "200 Ibs
121 Actual ruel aboard is 3800 Ibs.
,
Figure 1-7A. Fuel!Altitude Calibration Chari
18
FUEL FLOWMETER.'" The fuel flowmeter located
on the fuel guaging panel with an EXTERNAL FUEL
quantity indicator ( 28, figure 1- 5) on the right.hand
console indicates, in pounds per hour, the fuel flow to
the engine. The instrument is numbered from one to
twelve, with intermediate markings between the nu
metals. To determine the fuel flow in pounds per hour,
multiply the instrument reading by one thousand.
PRESSURE FUELING AND DE FUELING
SYSTEM'"
The pressure fueling system is designed to permit fueling
at a rate of 200 gallons per minute through a single
point pressure fueling receptacle, located at the trailing
edge of the wing just inside the aft engine eompartmem
access door. The system may be defueled through the
same receptacle at a rate of approximately 100 gallons a
minute. It is necessary to plug in external electrical
-
power to fuel or defuel the airplane as described in
the following paragraphs.
FUELING. When the wing and fuselage tanks are being
fueled, fuel pressure opens the fueling shutoff valve in
each tank, allowing fuel to enter the tank and also to
flow through the sensing lines to the dual float pilot
valve. When the tank becomes full, the floats of the
pilot valve close the valve, causing pressure to increase
behind the diaphragm of the shutoff valve and close
it. This stops the flow of fuel into the tank. A three
position momentatycontaet CHECK SWITCH is pro
vided on the pressure fueling switch panel to check the
operation of the dual float shutoff valves. Each dual
float shut-off valve consists of a primary float which is
the pi lot for the shutoff valve, and a secondary float
which is a standby for the shutoff valve. Moving the
CHECK SWITCH to either the "PRIMARY OFF" or
"SECONDARY OFF" position causes solenoids to raise
the respective fl oat valve to simul ate the normal shut-off
valve action at the maximum fuel capacity level. This
check can be made only after the pressure fueJing opera
tion has begun.
When drop tanks are insta lled, and, as a ground opera
tion, it is desired to fuel the drop tanks by means of the
pressure fueling system, it is necessary t o place the
DROP TANK FUELING switch on the pressure fueling
switch panel at "ON." This action energizes the nor
mally closed solenoid pilot valve, thus permitting fuel
pressure to open the drop tanks shut-off valves and, sub
sequently, flow to the drop tanks. Under these condi
(l)A4D-2 Airplanes after incorporation of ASC 135.
(2 ) A4D-2 Airplanes only.
ti ons, fuel also {Jows through the sensing lines to the
drop tanks solenoid pilot valves. As each drop tank
becomes full, a float valve in the tank rises, breaking the
electrical circuit to the energized solenoid pilot valve,
causing the pilot valve to close and pressure to build up
behind the diaphragm of the shutoff val ve, which then
also closes, discontinuing the pressure fueling to that
tank.
Unless the DROP TANK FUELING switch in
the aft compartment is in the "OFF" position
after fueling the drop tanks and prior to take
off, normal fuel transfer from the drop tanks
will not be possible in the air. Drop tank fuel
transfer however, may be accomplished by ex
tending the emergency generator.
I
Note
The drop tank pilot valves allow free flow
of fuel from the drop tank to the wing tank
any time the wing tank is not full .
When the air-refueling store is installed in place of the
center drop tank it must be refueled separately. The store
may be fueled either through the pressure fueling reo
ceptacle on the left-hand side of the center secdon or
through a gravity filler on the forward top side. When
the store is pressure fueled, a high level pilot float and
vent valve automatically shuts off fuel flow when the
tank becomes full.
DE FUELING. To de fuel the integral wing tank re
quires no procedure other than connecting the defueling
hose to the pressure fueling receptacle. To defuel the
fuselage tank it is necessary to operate the manual over
ride check valve between the wi ng and fuselage tanks.
W hen the de-fueling operation is begun, negative p r e s ~
sure in the pressure fueling shut-off valves win open the
valves and allow the fuel to be removed. W hen either
the fuselage or wing tank becomes empty, the de fueli ng
low level fl oat valve opens, increasing the pressure be
hind the diaphragm of the shut-off valve, causing the
valve to cl ose. This prevents air from entering the de
fueling line and breaking the siphon when one tank
empties ahead of the other.
To defuel the drop tanks through the pressure fueling
system, it is necessary to connect a source of air pressure
to the capped tee in the drop t anks pressurizing system,
and first transfer the drop tanks fuel into the integral
wi ng tank.
19
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---=
STABILIZER MANUAL
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AVA-I - I p - 6i5l:10 - I J
A4D-I Ai,planes BuNo. 137814 and Subsequent
Figu,e 1-8. Elect,ical Sys'em IShee' II
NAVWEPS OI-40AVA-I Section I
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,) ( t l AIRPLANES RUNO's 137823 AND SUBS WITH Ase NO. 201 I NCORPORATED.
(2) AIRP\..ANES BLINC' S 137813 THROUGH 131822 WITH Ase NO.lO' INCORPORATED .
(3)INOPERATIVE ON EMERGENCY GENERATOR .
ITEM
ANGLE Of "nACIC
nANSMlnU AND
INDICATOR
ENGINE CONTROL
RADIO CQNTIIOl
D C INSTRUMENTS
CABI N puss REUEF VALVE
....llOON TlIM (CCNUOl
PHASE)
RUDDER TlIM ICONTROl
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AN AlA2S HOMING
EMERGENCY UGH1'S
AlTIMETER Vl8.l'A1011
EMERGENCY lOMe UL
HORIZONTAL STAIIUZER
CA&lN HEAT CONTROL
WINDSHIElO OEFROST
ANGLE Of An"CIt
AmQAGi LIGHTS 111
APPtOACH lIGHT 111
CONSOLE llGtffS
INSTRUMHfT UGHTS
HOI:IZON
ELECTRONICS PACKAGE
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OC POWER
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fiRE W""NING
SPHOIRAK ES
GUN OIARGING
Al.M.AMENT ULEASE
&OM! AlMJNG
5f>RAY TANK
A4D-I Airplanes BuNo . 137814 and Subsequent
Figure 1-8. Electrical System (Sheet 2)
21
Secllon I
NAVWEPS 01-40AVA-l
CONTROL AND POSI T ION
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1t!l1200- VOLT AC
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-
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A4D-2 Airplanes
Figure 1-8. Electrical System (Sheet 3)
HORIZONTAL
STABILIZER MANUAL
OVERRIDE CONTROL
a
-re:;
I I C,
MAIN
GENERATOR
(90KVA )
-
.-----....
AVA-I-I P - 6 ~ ~ O - l J
t
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MASTER ARMAMENT
SWITCH
-
(I) INOPERATIVE ON EMERGENCY
GENERATOR
(2) AIRPLANES WITH ASC NO. 201
INCORPORATED
LANDING GEAR
CONTROL
AMPS
ITEM
6 ANGLE OF ATTACK TRANSMITTER
AND INDICATOR
1 ENGINE CONTROlS
NEG o-c IN5TIIUMENTS
NEG RADIO CONTROLS
NEG CABIN PRESS RELief VALVE
VA ITEM
J8 AIleRON TRIM \CONTROL PHASE) 0)
11 RUDDEll TRIM (CONTROL PHASE) 0)
,
COMPASS INDICATOR
7 OIL PRESSURE
7
AN/ AItA. 2S HOMING

FUel FLOW

OMNI(1)

4 EMERGENCY LIGHTS
I EMERGENCY 80MB RELEASE
NEG
ALTIMETER
2""80 HORIZONTAL STABILIZER ACTUATOR
CABIN HEAT CONTROL
"
.8 INSTRUMENT LIGHTS
60 WINDSHIElO DEfROST
.. All ATTITUDE GYRO
ANGLE OF AHAC!!: APPROACH LIGHTS ( 2)
"J3 CONSOLE LIGHTS
7 WARNING LIGHT IIUAY
650 ... N/ASQ.1 7 ElECTRONIC CENTRAL (XMUJ
520 AN/ASQ17 ElECTRONIC CENTRAL
(RCVR, CHAN)
373 AN/ARN 21 NAV RADIO (XMU) (I)
352 AN/ ARN 11 NAV RADIO (ReVRI 111
19. WINDSHiElD NESA GLASS (WHEelS UP)
90 PIlOT HEAT
87 COMPASS SYSTEM
70 TRANSOUCER HEAT
22 fUel QUANTITY
II mE WARNING
.5 LOX QUANTITY
3120 EXTERNAL STORES (OPER:ATE)
1380 FUSelAGE fUel PUMP
98. AMMO BOOSTERS
736 EXTERNAL STORES (STBY)
86 EXTER:NAL LIGHT FILAMENT
39 AILERON TRIM (FIXED PHASE)
36 LABS GYRO
13 RUDDER TRIM [FIXED PHASE)
.52 SEAT ACTUATOR
.50 TAXI LIGHT
252 fUSElAGE LIGHTS [GAS DISCHARGE)
19. WINDSHIElO NESA GLASS (WHEelS ON)
175 WING LIGHTS (GAS DISCHARGE)
90 AN! ASN.19 COMPUTER SET
82 TAIL LI GHT (GAS DISCHARGE)
1.5 FlASHER
ITEM
LABS POWER
DROP TANK SOlENOIDS
I SPEED BRAKE SOLENOIDS
I ~ RETRACTION RElEASE SOLENOIDS
1 AN! ARN.21 POWU
NEG VIBRATOR
NEG HORIZONTAL STABILIZER: RElAY
NEG HOOK BY.PASS RELAY
NEG fiRE WARNING RELAY
NEG oc TEST
NEG fuze AND MISSILE
23 SPRAY AND MISSILE
10 ARMAMENT RELEASE
I BOM8 ARMING SOLENOID
I GUN CHARGING
AVA H P - 6 ~ ~ O - 4 E
A4D-2 Airplanes
Figure 1-8. Electrical System ISheet 41
Section I
NAVWEPS OI-40AVA-l
PRESSURE FUELING SWITCH PANEL. The pressure
fueling switch panel is located on the left side of the
aft engine access compartment just inside the access
door. This panel has two switches: the CHECK
SWITCH, and the DROP TANK FUELING switch.
The CHECK SWITCH is used to test the operation of
the dual float pressure fueling pilot valves, and has
three positions, "PRIMARY OFF," "FUELING ON,"
and "SECONDARY OFF." The DROP TANKS FUEL
ING switch has two positions, "ON" and "OFF." The
"ON" position of the DROP TANKS FUELING switch
energizes the drop tanks solenoid pilot valves, permit
ting pressure fueling of the drop tanks.
The DROP TANK FUELING switch must be
in the "OFF" position prior to takeoff or the
pilot cannot accomplish normal drop tank fuel
transfer while in the air. If the switch is left
"ON," operation on emergency generator elec
trical power affords the only method available
to the pilot for effecting fuel transfer from the
drop tanks.
ELECTRICAL POWER SUPPLY SYSnM
Electrical power is normally supplied by an engine
driven main generator, which furnishes 1 IS/200-volt,
3-phase, 400-cycle, constant frequency a-c power, and,
through a transformer-rectifier, 28-volt d-c power. No
doc generator or battery is provided. An additional
transformer modifies generator power to 26-volt 3-C
power for the opera cion of certain equipment. The aft
monitored, forward monitored, primary, monitored pri
mary. 28-volt dc primary, dc, armament, and 26vol t
ac busses, serve to distribute power to the various
trica l units. An airstream-operated emergency generator
provides 115/ 200volt, 3phase, 400-rycle a-c power to
essential equipment in the event of main generator or
engine failure. External power can be used to energize
the system th rough external power receptacle located
in the lower forward pl ating of the left-hand wing root.
The electrical system is energized automatically through
t.he main generator whenever the engine is operating
providing externa l power is off and the emergency gen
erator is not being operated. The emergency generator
may be activated by t he pilot upon failure of the main
generator. Refer to Section III for emergency operation
of the electrical system, and see figure 1- 8 for a schema
tic presentation of electrical power distriburion.
1- 11) located in the forward engine compartment. The
main generator, which delivers full rated capacity at
engine idling speed, supplies power to the aft monitored
bus, which further distributes power to other electrical
busses in the system.
GENERATOR FIELD FLASH SWITCH. A GEN
FIELD FLASH switch for use by the ground crew is
installed adjacent to the hydraulic system pressure gage
in the right hand wheel well. The momentary-contact
switch is provided for the purpose of restoring or re
versing the polarity of the main generator exciter field
circuit by the process of "flashing the field." Power for
the flashing circuit is supplied by the doc power source
In the external starter compressor store, which is con
neeted to the circuit when the starter is inserted into its
receptacle. A test unit is plugged into the receptacle on

the fuse panel in the nose wheel well during each start
to ascertain that the generator is operating within the
prescribed limits.
EXTERNAL POWER SWITCH. When the external
power switch is in the "EXTERNAL" position, the aft
monitored bus is disconnected from the main generator
and is connected to the external power receptacle, in
order that power from an external source may be ap
plied to the system. The external power receptacle door
cannot be closed when the switch is in the "EXTER
NAL" position.
EMERGENCY GENERATOR
The emergency generator, rated at 1.7 kilovolt-am
peres (1) ( 1 KVA in early aircraft(2
1
) , is carried inter
nally in a compartment in the lower right hand side
of the forward fuselage. When the is released

into the airstream, a variable pitch propeller governs the
speed of the generator at approximately J2,000 rpm to
provide 400cycle, constant frequency power to the
primary and monitored primary bus. When the emer
gency generator is extended dc electrical power from
the 28-volt d-c primary bus is available to operate the
trim indicators, the landing gear indicator, the emer
gency fuel control , the AN/APX-6B IFF transponder
and the ANI APA-89 SIF equipment. The 28-volt doc
primary bus is energized by the primary bus through a
transformer-rectifier. On A4Dl airplanes, dc power
for the S-2 compass, the landing gear warning tight
relay, and the approach light relay is supplied by a sep'
MAIN GENERATOR arate small transformer-rectifier.
The main generator, rated at 9 kilovolt-amperes, is
driven at a constant speed of 4000 rpm by the engine
I
(I)A4D-l Airplanes 137817 through 137820, 137822 through
through a hydraulic ball-pump drive assembly. The gen
137831, 139919 through 139970, 142142 through 142235.
erator drive unit utilizes a separate oil reservoir (figure (Z)A4D-l Airplanes 137813 through 137816.
I
24
NAVWEPS Ol-40AVA-l Section I
EMERGENCY GENERATOR RELEASE HANDLE.
The EMER GEN release handle (2, figure 1-5), on rhe
extreme right corner of the armament panel, provides
I pilot control of the electrical system. When the handle
is pulled, the emergency generator drops into the air
stream, disrupting the exciter field circuit of the main
generator, rendering that generator inoperative, and con
necting the primary, and monitored primary bus to the
emergency generator. Once the emergency generator is
extended, there is no way to retract it to the normal
stowed position while in flight.
In some airplanes! () the only control of the electrical
system available to the pilot is the EMER GEN release
handle. Once this handle is actuated and the emergency
generator is released inca the airstream, only that equip
ment energized by the emergency generator wiJI be avail
able for use until after landing, as there is no way to
return the elecrrical system to main generator operation
while in flight. Later airplanes(:! ) however, have provi
sions which allow the pilot to restore main generator
electrical system operation during flight.
-.
EMERGENCY GENERATOR BYPASS SWITCH. In
some airplanes '" an EMER GEN by-pass switch is pro
vided which permits the pilot to select either main or
emergency generaror operation after the emergency gen
erator has been extended.
The EMER GEN by-pass switch, located outboard of
the right console is a two position switch with positions,
"NORMAL" and "BYPASS." When the emergency
generator is in the extended position and the EMER
GEN by-pass switch is at "NORMAL" the airplanes
electrical system is energized by the emergency genera
tor. When the switch is at "BYPASS" the main gen
erator supplies power to the system.
(llAil A4D. I , -2 Airplanes prior (0 incorporation of COMNAY.
AIRLANT A4D AVIONICS BULLETIN NO. 23 0' COM
NAVAIRPAC MD AVIONICS BULLETIN NO. 3-61.
(2)AIl A4D-l . -2 Airplanes after incorporation of COMNAY.
AIRLANT A4D AVIONICS BULLETIN NO. 23 0' COM
NAVAIRPAC A4D AVIONICS BULLETIN NO. 3-61.
Revised 1 January 1962 24A
A-C POWER DISTRIBUTION
Power from the main generator is sampled by a voltage
regulator which maintains a constant voltage output
from the main generator by varying the current in the
generator exciter field. The voltage.regulated power
moves through the "INTERNAL" position of the ex
ternal power switch to the aft monitored bus. The aft
monitored bus distributes power to the electrical units
connected to it, to the forward monitored bus, to the
primary bus, and to the monitored primary bus. The
primary bus supplies power to a transformer which re
duces the voltage to 26 volts to power the 26-volt a-c
bus. Each of the busses in the electrical system distributes
power through protective fuses to connected electrical
units.
EMERGENCY A-C POWER. Extending the emergency
generator into the airstream breaks the main generator
exciter field circuit, rendering the main generator in
operative, and transfers the primary bus and monitored
primary bus from the aft monitored bus to the emer
gency generator. Thus, only those uni ts powered from
the primary bus, the monitored primary bus, the 26-volt
a-c bus, and the 28-volt doc primary bus will be operable
when the emergency generator is operating. If, during
emergency generator operation, it becomes necessary to
I adjust the horizontal stabilizer, on early airplanes the
entire output of t he emergency generator, except power
to the cockpit Lights,li ) gyro horizon,( :! ) and the cabin
temperature control, HI) is diverted to the horizontal stabi
lizer act uator. In later airplanes!") when adjusting the
horizontal stabilizer, all emergency generator power is
diverted to the stabilizer actuator except power for t he
windshield defrost, the vertical attitude gyro, the 26-volt
a-c bus, the 28volt d-c primary bus and t he warning
light relays. This can be accomplished only by usi ng the
horizontal stabilizer manual override control (6, figu re
1- 3) on the left console. Upon release of the control,
the output of the emergency generator is aga in directed
to its bus system.
D-C POWER DISTRIBUTION
The forward monitored bus supplies 11 5/ 200-volt, 3
phase, 400-cycle a-e power to a transformerreetifier,
which converts the a-c power to 28-volt d-c power to
energize the d-c bus. The d-c bus further distributes
power to connected electrical units and to the armament
bus.
D-C BUS. The doc bus is energized when the main gen
erator is operating, or when external power is connected
to rhe aircraft.
28-VOLT D-C PRIMARY BUS. The 28-volt doc primary
bus and the d-c bus arc both energized by the main
generator or exrernal power. Only the 28-voIt d- e
primary bus is energized by the emergency generator.
ARMAMENT BUS. The armament bus receives power
from the dc bus, provided that the MASTER ARMA
MENT switch is "ON" and the landing gear control is
"UP." An armament safety switch, actuated by the
"DOWN" position of the landing gear control, de
energizes the armament bus as a safety feature to pre
vent inadvertent firing of the guns or release of stores
when the aircraft is on the ground or in the landing
pattern with the wheels down.
ARMAMENT SAFETY DISABLING SWITCH. The
ARM SAFETY DISABLE switch is located on the
outboard side of the right-hand wheel well for ground
testing of the armament ci rcuit. In some airplanes !.!!) the I
ARMT. SAFE DISABLE switch is located on the
electrical TEST PANEL on the right side of the
nose wheel well . When the MASTER ARMAMENT
switch is "ON" and the ARM SAFETY DISABLE
switch is momentarily depressed, an armament safety
disabling relay is closed, allowing power to energize the
armament bus. The relay is held closed until the MAS
TER ARMAMENT switch is turned "OFF," or electri
cal power is disconnected from the airplane. When rhis
occurs, the armament safety feature is automatically
reinstated.
FUSE PANELS
All electrical circuits are protected by fuses in lieu of
circuit breakers in order to save weight and to provide
better wire protection. The fuses are located on two
panels, one in the nose wheel well, the other in the for
ward engine and accessories compartment. Both panels
are inaccessible during flight and therefore should be
checked for burnedout or improperly inserted fuses
prior to each flight. Fuse testing provisions and spare
fuses are provided on each fuse panet.
HYDRAULIC POWER SUPPLY SYSTEM' "
I
A self pressurizing reservoir, located aft of the fuselage
fue l tank, contai ns 1.25 gallons of hydraulic fluid, with
additional expansion space for 0.6 gallons. An engine
driven vari able-displacement pump supplies hydraulic
fl uid at a pressure of 3000 psi fo r the aileron power con
trol, rudder power control, and elevator power boost
systems, the landi ng gear, wing flaps, and speed brakes,
and for retraction of the arresting hook. Two priority
valves maintain a minimum pressure of 1500 psi for
aileron, rudder, and elevator power control duri ng oper
ation of the secondary systems. A main system relief
valve is open at 3650 psi to prevent damage to the lines
and equipment, shoul d the pump displacement compen
satOr fai t. A hydraulic pressure warning light is provided
in the cockpit, and) for use of the ground crew, a gage
is installed in the right.hand wheel well . As there is no
ClIA4D- l Airpl anes 137R17 and subsequem and A4D-2 Airplanes. I
Airplanes 137817 and subsequent .
U) A40- 1 Airplanes 1399 19 and subscquem.
(.IIA4D_2 Airplanes.
1:o.) A4D_l Airplanes BuNo. 137813 137830.
c
f
o A4D_1 Ailplanes on I)' .
25
Section I
NAVWEPS Ol-40AVA-I
LANDING
GEAR
CONTROL
RESERVOIR
COOLER
BY PASS
RELIEF VALVE
-
SUPPLY
El
CHECK VALVE
DRIVEN
-
PRESSURE FLOW RESTRICTOR
HYDRAULIC PUMP
-=:II
RETURN RELIEF VALVE
=
VENT OR DRAIN FILTER
AtR PRESSURE
MECHANICAL
ACTUATION
EXTEND,LEFT,DOWN
-./'
ELECTRICAL
A TUATtON
RETRACT,RIGHT, UP
CONTROL CYLINDER
VALVE
PRIORITY VALVE
WING

/ I
BLOW-BACK
RELIEF VALVE
TO
CONTROL
ELEVATORS
POWER BOOST RELEASE
HANDLE
RELIEF VALVE
WING FLAPS ACTUATING CYLINDER
"R
PRESSURE GAGE
A4D-l Airplanes Only
Figure 1-9. Hydraulic System (Sheet 11
26
------
j
RUDDER CONTROL
CYLINDER
RUODER PEDALS
\
PRESSUR
REDUCER
\
\
I
TO RuDDER 0
(I)
-
'" .... R
(2)
t
/
/
FREE'
FLDWT
MAIN GEAR
DOOR
CYLINDER
(2)
THERMAL
RELIEF
EMERGENCY LANDING GEAR
RELEASE HANDLE
NOSE GEAR
VALVI, _
"-
'
'-
THERMAL
RELIEF
VALVE
NOSE GEAR ACTUATING
CYLINDER ____
(2)
-
fREE FLOW
1.-
0
0 0
0
q" \.0
0
t
"
0) (0
RUDDER
CONTROL
VALVE
SPEED BRAKE
SOLENOID VALVE
/
...
THROTTLE
EMERGENCY
SPEED BRAKE
CONTROL
_ OVERBOARD
o MASTER BRAKE
CYLINDER IZI
TO OPPOS ITE
CYL.I NDER
BALANCE
I

AVA-t- t
A4D1 Airplanes Only
Figure 19. Hydraulic Syslem (Sheel 21
27
Seclion I
NAVWEPS Ol-40AVA-l
FILLER
-U
.../

'

-=:Jl
c::::::J
-
-
!'222J
!IIIlJJI

181
0
Q
----
----v-
[](J
RETURN
PRESSURE
VENT OR DRAIN
SUPPLY
AIR PRESSURE
E)(TEND, BANK lEFT OR RUDDER LEFT
RETRACT, BANK RIGHT OR RUDDER RIGHT
CHECK VALVE
FLOW RESTRICTOR
RELIEF VALVE
FILTER
MECHANI CA L ACTUATI ON
ELECTRI CAL ACTUATION
DISCONNECT
-S-YSTE"
I FL.IGHT CONTROL
SYSTEM PUMP

I -.:::r
OVERBOARD
PRESSURE
SYSTEM
IN DICATOR
PRESSURE
GAGE
SURFACE
PRIORITY
VALVE
IiJ
GAGE
-
-"
r
UTILITY
PRESSURE
SYSTEM
PUMP
CONn LVALVE
'"'(1:1 0 pop

CONTROL ST"" A r ...... 1

@)-___
OVERBOARD
POWER BOOST RELEASE HANDLE i POWER CYLINDER
TO AILERON - \d - TO AI LERCN
AILERONS

A40-2 Airplones Only
Figure 1-9. Hydraulic System (Sheet 3)
c
28
NAVWEPS Ol-40AVA-l Section I
-
AIR CHARGE I
CONTROL
FLIGHT
CONTROL
ARRESTING HOOK
tF''l>.--'''R PRESSURE GAGE
.4;:-I"OILO DOWN CYLINDER
HOOK CONTAOL
SLOW BACK
RELIEF VALVE
WING FLAPS
FLAP CONTROL
,-ii-NOSE GEAR
EMERGENCY
LANDING GEAR
RELEASE
HANDLE
AVA - I-I
UTILITY SY!mM--"
LANDING
LANDING GEAR
CONTROL
LANDI NG GEAR
TO OPPOSITE
MAIN GEAR
EMERGENCY
LANDING GEAR
RELEASE HANDLE

\
\
I
I
I
Figure' -9. Hydraulic System ISheet 41
I
29
SPEED BRAKES
RUDDER RUDDER
RIGHT LEFT
_0_
POWER CYLINDER
SPEED

VALVE
CIl;--(;l,70
"
__
FLIGHT CONTROL SYSTEM
-
POWER BOOST
RELEASE HANDLE

BRAKES
CONTROL
ACTUATING
CYLINDERS
BLOW BACK
RELIEF VALVE
-
RUDDER
PEDAL
LEFT
CONTROL
VALVE

CONTROL SURFACE
VALVE
-
PRESSURE
REDUCER
THROTTLE SPEED
BRAKE SWITCH
EMERGENCY SPEED
BRAKE CONTROL
UTILITY SYSTEM
POWER BOOST
RELEASE HANDLE
-
POWER CYLINDER
ELEVATORS
.0,
_
RESERVOIR
TO OPPOSITE
CYLINDER
CONTROL STICK
RUDDER PEDAL
BRAKE SYSTEM
OVERBOARD
p- 6"1 51
A40-2 Airplanes Only
Figure 19, Hydraulic Sys'em (Shee' 51
30
auxiliary pump, hydraulic pressure is not available for
ground operation unless the engine is running.
ever the engine is running, normal hydraulic pressure
will be supplied to the system; however, at engine wind
milling speeds, the rate of fluid flow through the system
may be reduced and the time required for the hydrauli
cally operated units to respond fully to the actuation of
their individual controls may be increased. See figure
1-9, sheets 1 and 2, for a schematic presentation of the
hydraulic system, and refer to section III for emergency
procedures to be followed in the event of hydraulic
system failure. (Refer to section VII, HYDRAULIC
POWER DISCONNECT, for further information.)
HYDRAULIC POWER SUPPLY SYSTEM'"
The tandem hydraulic systems utilize two self-pressuriz
>
ing fluid reservoirs and two identical engine-driven vari
able displacement pumps. Both reservoirs are located in
the upper right side of the fuselage over the center of the
wing, with the flight control system reservoir just aft of
the utility system reservoir. Capacity of the utility system
reservoir is 1.25 gallons of hydraulic fluid, while the
flight control system reservoir contains 0.30 gallons.
Each system operates normally under a pressure of 3000
psi, and telief valves in each system are fully open at
3650 psi to prevent damage to the lines and equipment,
should the pump displacement compensator fail. Tan
dem power cylinders are used in the aileron and elevator
power controls, one side being operated by flight con
trol system pressure, and the other side by utiliry system
pressure. This arrangement allows the ailerons and ele
vator to be power-operated by either system in the event
of failure of the other. During normal operation, the
flight control system operates the rudder power control,
as wel1 as the aileron and elevator power controls. Utility
hydra'Jlic system pressure also operates the hnding gear,
wing f1aps, speed brakes, and arresting hook. A hydrau
lic pressure warning light is provided in the cockpit for
each of the two systems, and pressure in both systems

may be checked by the ground crew on gages located in
the right-hand wheel well. There is no auxiliary pump,
so no hydraulic pressure is available for ground oper
ation unless the engine is running. Whenever the engine
is running, normal pressure will be supplied to both the
flight control and the utility systems; however, at engine
windmilling speeds f1uid flow is somewhat reduced, and
the time required for hydraulically operated units to
respond fuHy may be increased. See figure 1-9, sheets
3, 4 and 5 for a schematic diagram of the tandem hy.
draulic system, and refer to section III for emergency
procedures to be followed in the event of failure of one
or both of the hydraulic systems.
Flight control surfaces are conventional. To reduce con
trol stick forces and increase maneuverability, separate
hydraulic power controls are provided for operation of
the ailerons, the rudder, and the elevator. Earlier air
pianes(2) have a power boosted elevator rather than the
full hydraulic power used on later airplanes(l). Conven
tional rudder pedals and an extendable control stick are
installed in the cockpit. The rudder pedals are adjustable
fore and aft by means of a lever on the inboard side of
each pedal. The control stick should be extended to re
duce the manual effort required to deflect the control
surfaces during flight if the power control and boost
systems should fail and are disconnected. Stick extension
is accomplished by depressing a lever just below the
hand grip. The control stick may then be pulled up until
the lever snaps into a detent in the control stick assem
bly, thus maintaining the stick in the extended position.
To eliminate aerodynamic "buzz" of the flight control
surfaces at high airspeeds, independent hydraulic snub
ber systems are connected to the ailerons, rudder, and
elevators. (Airplanes equipped with the tandem hy
draulic system do not incorporate a snubber system for
the elevator.) In earlier airplanes, (:l) each system con
sists of an accumulator, one-way restrictor, and a snubber
cylinder assembly. The cylinder piston rodend is at
tached to the control surface, and the cylinder barrel is
anchored to the associated aircraft structure. An orifice
in the piston controls the damping action by restricting
the flow of fluid from one side of the piston to the
other when the control surface is displaced. The degree
of damping effect provided is proportional to the speed
at which the control surface is moved. Thus, when rapid
displacement occurs, high damping action is provided;
when the control surface is moved slowly, less damping
action is supplied.
Note
In later airplanes, the piston-type snubbers
are replaced in the rudder
Ci
) and aileron([i)
systems by self-contained, rotary, vane type,
hydraulic dampers.
FLIGHT CONTROL POWER SYSTEMS
SINGLE HYDRAULIC SYSTEM'"
Hydraulic pressure for aileron power control, rudder
power control, and elevator power boost is furnished
by the main hydraulic system pump. These units consist
basically of three separate control valves and power cyl
inders, with associated mechanisms for operating the
(1)A4D2 Airplanes only,
Airplanes only.
(:I)A4D-l Airplanes; A4D-2 Airplanes prior to BuNo. 142083.
( I) A4D-2 Airplanes BuNo. 142083 through 142085, 142092,
(5)A4D-2 Airplanes BuNo. 142083 through 142085. 142092,
142674, 142676, 142729 and subsequent.
31
Section I NAVWEPS 01-40AVA-1
ailerons, rudder and elevators. The power cylinders re
ceive pressure through the control valves, which are actu
ated by mnvement of the control stick or rudder pedals.
The elevator boost cylinder multiplies approximately 7
times the force applied to the control stick. The aileron
and rudder power control cylinders are irreversible, and
their output is independent of the manual effort re
quired to displace the conrrols. When secondary systems
are operated during flight, the two priority valves in
the main hydraulic system prevent pressure to the flight
controls from dropping below 1500 psi, An accumulator
in the aileron subsystem provides an emergency source
of hydraulic pressure for a limited time, to recover from
maneuvers and to reduce airplane speed to a safe limit
for manual control. (See figure 1-9, sheet 1. Also refer
to Section VII, HYDRAULIC POWER DISCONNECT,
for further information.)
TANDEM HYDRAULIC SYSTEM'"
The aileron and elevator power controls are furnished
hydraulic pressure by the flight control and utility sys
tem pumps, while the rudder obtains hydraulic pressure
from only the flight control system pump. These con
trols are made up of three separate sets of valves
and irreversible power cylinders for operating the ailer
ons, elevators, and rudder. Movement of the control
stick or rudder pedals mechanically actuates the control
valves, which in turn port fluid pressure to the power
cylinders; mechanical linkages between the power cylin
ders and the control surfaces then displace the surface
the desired direction and distance, Tandem control valves
,for the aileron and elevators) are mounted side by
side. The power cylinders are also "double" in the
same respect, except that the two pistons utilize one
common piston rod. Flight control system pressure
operates one side of each control valve and power cylin'
der, and utility system pressure operates the other side.
Since the two hah'es of each are confl:ected mechanically,
it may be seen that the two sides 0;>erate simultaneously
during normal operation. It is because of this tandem
relationship that the aileron and elevator power controls
will operate on either system alone, but the loss in
maneuverability may be appreciable. Should the f1ight
control system fail, the utility system will continue to
operate the aileron and elevator power controls; like
wise, if the utility system should fail the flight control
system will operate the aileron and elevator controls.
AILERON CONTROL. Both ailerom are aerodynamic.
ally and statically balanced. Lateral movement of the
control stick positions the aileron control valve so that
hydraulic fluid at 3000 psi is ported to the aileron power
cylinder. The aileron power cylinder operates push-pull
tubes to the ailerons, causing the latter to be deflected in
the desired direction. Because the aileron power control
is irreversible, there is no feed-back to the pilot of
air loads against the ailerons, therefore, artificial
is induced by a spring bun gee. The action of the spring
bungee opposes the movement of the control stick.
WARNING I
Do not attempt maneuvers requiring high con
tral forces (such as high-speed pull-outs) wheo
it is known beforehand that one or both of the
hydraulic systems are inoperative.
TRIM SYSTEM. An electrically powered
actuator mOves the stick, power system linkages, and,
consequently, the ailerons to the desired trim position
hy changing the neutral position of the aileron load feel
and centering bun gee. At the same time, it positions a
follow-up tah on the left aileron so that the airplane
wHI remain approximately in trim whenever the power
system is disconnected. In this event, the pilot continues

to trim the ailerons in the same manner, except that now
the tab is positioning the surfaces. The trim actuator is
controlled hy moveroent of the trim switch (figure 4-6)
on the stick grip to "LWD" (left wing down) or
"RWD" (right wing down). As the trim actuator re
ceives its fixed phase power from the aft monitored bus,
it is inoperative when the emergency generator is in use.
No indicator is provided to show the trim position of
the ailerons .nd tab, but the control stick is displaced
from center to a new "neutral" position as the trim tab
and ailerons are moved from their faired positions by
the trim actuator.
ELEVATOR CONTROL. When the control stick is I
moved fore and aft a cable and linkage system from
the control stick torque-tube actuates the elevator con ..
trol valve, which ports hydraulic pressure to the ele
vator hoost'" (elevator power control)'" cylinder. The
cylinder then, through mechanical linkage, deflects
the elevator surface as desired. The elevators are not
equipped with trim tabs, as longitudinal trim is provided
by a movable horizontal stabilizer. To provide additional

nose-up trim and longitudinal load feel, a bungee is
installed in the elevator conttol system. This bungee is
linked to the horizontal stabilizer so that when the
stabilizer is moved to the maximum nose-up position,
a detent in the bun gee assembly causes the elevators to
be deflected upward approximately five degrees. The
action also causes the control stick to be moved slightly
.ft. When elevator hydraulic power is lost, the elevator
stabilizer linkage is ineffective. Additionally, the ele
vators are inter-connected with the operation of the
speedhrakes to assist the pilot in overcoming trim
chaoges resulting from speedbrake operation. A system
of cables and springs attached to the left speedbrake
actuates the control cahles between the stick and the
elevator control valve. When the speedbrakes are
opened, this system pulls the "nose-down" elevator
cahle, moving the stick forward and actuating the ele
Airplanes only.
t:!)A4D-l Airplanes only.
Revised 1 October 1961 32
NAVWEPS OI-40AVA-l Section I
vator to compensate for a Hnoseup" trim change. When
the speedbrakes are closed, the stick moves aft to its
original trimmed position, thus compensating for the
unose-down" trim change.
HORIZONI'AL STABILIZER.'" The entire surface of
the horizontal stabili.er is moved by an electrically oper
ated actuator to provide longitudinal trim. The actuator
is controlled by forward and backward movement of the
TRIM switch (figure 4-6) to "NOSE DOWN" or
"NOSE UP." An arrangement of stabilizer limit switches
and hypass switches cause total stabilizer travel to be
limited to 3 degrees nose up and 4 degrees nose down
when the landing gear handle is in the "UP" position.
When the landing gear handle is in the "DOWN" posi.
tion, stabilizer travel is from 12 degrees nose up to " de
grees nose down. This feature is installed in the aircraft
to prevent overstressing of the tail surface through over
trimming at high speeds. The position of the horizontal
stabilizer is shown on the trim position indicator.
Note
Actuation of the horizontal stabilizer may
quire a percentage of the electrical power
supply large enough to cause a momentary
drop in volume of the UHF radio, a surge in
the cockpit pressurization system,{l) and a
mentary dimming of the external and internal
lights.
HORIZONI'AL STABILIZER. (2) The entire surface of
the horizontal stabilizer is moved by an electrically oper
ated actuator to provide longitudinal trim. The actuator
is controlled by forward and backward movement of the
TRIM switch (figure 46) to "NOSE DOWN" or
"NOSE UP." Stabilizer travel, regardless of landing gear
position, is from 11 degrees nose up to :3 degrees nOse
down. The position of the horizontal stabilizer is shown
on the trim position indicator .

MANUAL OVERR1DE CONI'ROL. A horizontal sta
bilizer manual override control (6, figure 1-3) on the
left console outboard of the throttle, will operate the
horizontal stabilizer in the event the TRIM switch be
comes inoperative. The positions of the manual override
control correspond to those of the TRIM switch, and as
the control is spring. loaded to the center or "off" posi.
tion, it must be moved to the full extent of its travel in
either direction to operate the horizontal stabilizer.
When the emergency generator is operating, the manual
override control is the only means of actuating the hori
zontal stabilizer.
Use of the horizontal stabilizer manual over
ride control does not allow the limit switches
on the stabilizer stops to cut out the actuator
motor when the horizontal stabilizer reaches
the full limit of its travel causing the stabilizer
to jam against the stops. Continued operation
of the manual override caotto! in one direction
when the stabilizer is at the limit of travel in
that direction may damage the stops and burn
out the actuator motor causing complete Joss
of stabilizer trim controL
RUDDER CONTROL. The airplane is equipped with a
power rudder operated at a reduced hydraulic pressure
of 1150 psi. In tandem hydraulic system airplanes the
rudder power control is operated by the flight control
system, at the same reduced pressure, and is nOt COD
nected to the utility system. Movement of the rudder
pedals positions a hydraulic mntrol valve in the vertical
stabilizer through a cable and pulley system. The control
valve, in turn, ports hydraulic pressure to the rudder
actutuating cylinder as required. Since there is no feed
back of air loads on the control surface of a hydraulic
power system, a spring bungee is inslalled in the fin to
center and restrain the control valve and rudder pedals,
thereby simulating aerodynamic loads on the rudder
surface to provide artificial "feeL" Directional trimming
is accomplished by diolplacing the entire rudder surface
as a result of repositioning the center o.r "neutral" point
of the spring bungee through the action of an electric
motor controlled by the RUDDER trim switch (23, fig
ure 1-3) on the left hand console. Positions of the trim
switch are "NOSE LEFT" and "NOSE RIGHT." The
rudder trim actuator is powered by the aft monitored
and 26volt ac busses. Rudder trim position is shown
on the trim position indicator.
POWER BOOST RELEASE. 'rbe POWER BOOST
REL handle (figure 1-4), on the lower right side of
the armament p'dnel, may be used to release the power
and boost systems from the flight controls in the event
of hydraulic system failure. (Refer to Section VII,
HYDRAULIC POWER DISCONNECT, for further
information.
TRIM POSITION INDICATOR!" On early airplanes
the positions of tbe rudder trim and the horizontal
stabilizer are shown on the trim position indicator (fig
ure sheetl) at the forward end of the right.hand
console. The scale for rudder trim position is calibrated
from "L" through "0" to "R" in units of approximately
two degrees each. The total travel of the rudder trim is
7 degrees in either direction from "0," The scale for the
position of the horizontal stabilizer is calibrated in units
of two degrees each from "DN" through "0" to "UP."
Maximum stabilizer travel is 12 degrees nose up and 4
degrees nose do'?'l1.
TRIM POSITION INDICATORS'"
On later airplanes the positions of the rudder trim and
the horizontal stabilizer are shown on the trim position
indicators (figure 1-5, sheet.2) also located at the for
ward end of the right.hand console. On these airplanes
(1}A4D.t Airplanes only.
l2)A4D.2 Airplanes ooly.
33
the rudder trim position indicator is graduated in one
degree units to the "L" (left) and "R" (right) of "0."
Total travel of the rudder trim position indicator repre
sents seven degrees of rudder travel left and right of
center. All even degree marks are numbered from "0"
through "6:'
Loss of rudder hydraulic power results in loss
of rudder trirn, and, particularly at high air
speeds, in inaccurate trirn indications.
Intermittent flight I
1
system pump operation I
results in erratic rudder movement.
The scale for horizontal stabilizer position is graduated
in one-degree units from "DN" (down) through "0,"
and in one-degree units from "0" through "UP," All
even numbered degree marks are identified numerically.
Maximum indications of the stabilizer trim position
indicator are three degrees airplane-nose-down and
eleven degrees airplane-nose-up.
WING FLAPS
Split flaps are installed on the trailing edges of the
wings. Hydraulically actuated by a single cylinder, the
wing flaps are mechanically controlled by the FLAP
control (7, figure 1-3) on the left console, outboard of
the throttle. The wing flaps may be extended 50 degrees
maximum by moving the FLAP control to "DOWN," or
may be stopped at any intermediate position by placing
the FLAP control at "STOP." When "UP" is selected,
the flaps retract fully. The position of the flaps is
shown on the wheels and flaps position indicator (figure
1-4) on the pilot's instrument panel. A relief valve in
the wing flap system allows the flaps to "blow back"
to prevent structural damage when the air load against
them causes the hydraulic pressure within the actuating
cylinder to exceed the pressure at which the relief valve
is open (3650 psi). This automatic retraction will begin
at approximately 210 KIAS.
WARNING I
The flaps will not return automatically to the
extended position if the FLAP control is in the
"STOP" position. Therefore, it will be neces
sary to reposition the flaps after reducing air
speed below the "BLOW BACK" limit.
Even though the relief valve limits static pres
sures, it does not limit the dynamic pressures
caused by the restrictor'" in the "blow-back"
line. Gust loads and the high power speed
accelerations likely to follow a wave-off may,
therefore, increase flap air loads faster than
the "blow-back" line can accommodate them,
thereby imposing on the flap mechanism dy
namic pressures which exceed design limits.
After the flaps are fully extended, limit high
power speed accelerations to 2 0 0 ( ~ 1 KlAS.
Avoid f1apsdown flight above 200'" KIAS in
turbulence or gusts.
WING SLATS
Aerodynamically conrrolled slats, installed on the lead
ing edges of the wings, improve airflow characteristics
over the wing surfaces at high angles of arrack, pri
m.riIy during approach and landing. The wing slats
open and close independently and automatically as the
aerodynamic loading on them dictates. Because so many
variables-airspeed, gross weight, and applied load fac
tor-affect the operation of the wing slats, no fixed
airspeeds can be established as the points at which the
slats begin to open or close. In general, however, they
begin to open at some airspeed below 200 knots, and
are fully opened at stalling speed.
WARNING I

During the preflight inspection (Refer to EX
TERIOR INSPECTION, Section II), operate
each slat by hand to make certain that each
extends and retracts with negligible effort and
without binding. Binding which causes asym
metric slat extension requires excessive lateral
control deflection to maintain wings level after
catapulting or during accelerated stalls and
landing approaches. (Refer to CARRIER, Sec
tion II.)

SPEEDBRAKES
Two flush-mounted speedbrakes (1, figure 1-2), one
on each side of the aft fuselage, provide deceleration
during flight. Hydraulically operated, the speedbrakes
are electrically controlled by the SPEEDBRAKE switch
(22, figure 1-3) on the inboard side of the throttle grip.
Movement of the switch to either "OPEN" or "CLOSE"
actuates a solenoid valve wbich controls the flow of
hydraulic pressure to the speedbrake actuating cylinders.
As the SPEEDBRAKE switch has only two positions,
the speedbrakes cannot be stopped at intermediate posi
tions between fully opened and fully closed. A SPD I
BRK OPN warning light on the left side of the instru
ment panel illuminates whenever the speed brakes are
in any position other than fully closed. A "blowback"
(I)A4D.l Airplanes BuNo. 139954 through 139970, 142142
through 142235, and A4D2 Airplanes.
(2)A4D Airplanes prior to BuNo. 144938.
NAVWEPS Ol-40AVA-l Sedlon I
feature allows the .peedbrakes to begin do.ing when
the airload against them causes the hydraulic pressure
in the actuating cylinders to exceed the pressure at
which the blow back relief valve opens (3500 psi), thus
preventing damage to the speedbrake system. The speed.
brakes begin to hlow hack at an lndicated airspeed of
approximately 490 knots. The speedbr.kes wllJ not open
fully effectively above 440 knots lAS.
EMERGENCY SPEEDBRAKE CONTROL
The aircraft is equipped with an emergency speedbrake
solenoid valve manual override control. The EMER
SPEED BRAKE control (29, figure 1-3) at the aft end
of the lefthand console may be used to open or close
the speed brakes in the event of complete dc electrical
failure, or failure of one of the speed-brake control
valve solenoids. The EMER SPEED BRAKE control is
held in a "neutral" position by the action of spring
bungee and must be pulled up or pushed down momen
rarily to open or dose the speedbrakes, respectively.
...
In the event of hydraulic system and electrical failures
with the speed brakes open, they maybe closed to the
trail position by the manual controL
SPEEDBRAKEELEVATOR INTERCONNECT. A
speedbrake-elevator interconnect spring minimizes the
tendency of the airplane to change trim when the speed
brakes are opened Or closed.
VORTEX GENERATORS
To combat buffer during high g maneuvers, vortex
generators. which are smalJ metal vanes set at various
fixed angles relative to the normal airflow. are installed
along the span of the slats and on the top surface of the
wing forward of the aileron.
LANDING GEAR SYSTEM
The tricycle landing gear is retracted and extended by
utility hydraulic system pressure during normal opera
tion. The main gear retracts up and forward, the wheels
rotating to fit flush into the wheel wells in the wings.
The struts do not retract into the wings, but are housed
within the strut doors. When retracted, the main gear is
held up by hydraulic pressure in the system and in the
case of hydraulic system failure, the gear rests on the
doors and is held up by latches on the wheel doors. The
nose gear also retracts up and forward, the strut tele
scoping to allow the wheel to fit into the nose wheel
well in the nose section. The nose wheel and strut are
completely contained within the nose section when re
tracted, and are held up similarly by hydraulic pressure
in the sysrem. For emergency operation of the landing
gear system, the door latches can be mechanically re
leased by the pilot.
LANDING GEAR CONTROL. The landing gear con
Irol (14, figure 1-3) on the left cockpit rail controls the
normal operation of the landing gear sysrem. Labeled
WHEELS, the landing gear control has two positions,
"UP" and "DOWN," and is mechanically linked to the
landing gear control valve. Some airplanes") have an
additional guard on the landing gear control to prevent
inadvertent landing gear operation. Locking is aCCOm
plished by spring loading of the guard, which must be
pressed outboard, to release the control, before it can
be moved from the "UP" or "DOWN" lock positions.

Move the landing gear handle firmly into the
"up" or "DOWN"' lock positions.
A warning light in the wheel-shaped handle of the con
Irol glows when the control is moved to either of its two
positions. The light will remain illuminated until tbe
wheels are locked in either the retracted or extended
positions. To prevent movement of the landing gear
comrol to "UP,j when the airplane is on the ground, a
safety solenoid is actuated by a switch on the left main
gear strut when the weight of the airplane compre ....
the strut, causing tbe landing gear control to be latched
in the "DOWN" position. In normal operation, the
safety solenoid is energized when the airplane becomes
airborne, unlatching the control handle. When the
emergency generator is extended the rerraction safety
solenoid is de-energized. If the safety solenoid should
malfunction, or if it should become necessary, during
an emergency, to retract the landing gear while on the
ground, a knurled knob (13, figure 1-3) on rhe landing
gear control panel may be moved aft ro unlatch the
landing gear control.
EMERGENCY LANDING GEAR SYSTEM
In the event of utility hydraulic system failure, the land
ing gear may be lowered manually by means of the
EMER LOG GR release handle (15, figure 13) ar the
extreme left end of the armament panel above the left
console. When the landing gear comrol is moved to
"DOWN" and the EMER LOG GR release handle is
pulled, the wheel and strut doors are unlatched. allow
ing the landing gear to drop intn the airstream. The
gear exrends and locks by a combination of ram air
force and gravity. Never retract the landing gear after
it has been lowered with the emergency system. The
WHEEI.S control must be left in the "DOWN" posi
tion until the emergency release mechanism has heeD
reset for normal operation by the ground crew. This
procedure must be followed to prevent damage to the
system. Refer to section III for emergency operation of
the landing gear system.
WHEELS AND FLAPS POSITION INDICATOR.
The position of the landing gear and wing flap. i. pre
sented on the wheels and flaps position indicator (figure
on the lower left side of tbe in.tument panei.")
When the wheels are down and locked, the image of a
wheel appears in a small windnw provided for each
wheel on the instrument. When the landing gear is up
and locked, the word "UP" appears in each window.
During the period when the landing gear i. transient,
or whenever the wheels are not locked in position,
diagonally striped signals are shown in the windows. The
position of the wing flaps is shown, with respect to the
U,All Airplanes incorporating ASC No, 170,
{21 A4Dl Airplanes only.
Section I NAVWEPS Ol-40AVAl
wing, in units from "upu through to "DOWN,'"
each unit corresponding to one-quarter of the total
amount of extension possible. Later airpianes(l; have
the wheels and flaps position indicator (16A, figure
1-3) located on the left console.
BRAKE SYSTEM
Single.disc, spot.type brakes are installed on the main
wheels only. The brake system includes a separate by.
draulic reservoir (figute 1-11) located in the nose section
of the aircraft. Two master brake cylinders, operated by
toe pressure on the upper part of the rudder pedals, pro
vide the pressure necessary for operation of the brakes.
Note
The wheel brakes have a completely lodepend.
ent hydraulic system. Accordingly, tbe pilot
will have brakes even though he makes a field
landing without hydraulic system power.
(Refer to section III, HYDRAULIC SYSTEM
FAILURES and DURING TAKEOFF for fur
ther information.)
ARRESTING HOOK SySTEM
An externally mounted arresting hook (20, figure 1-2)
is installed on the lower aft fuselage. Retraction and
extension of the hook are accomplished by a pneumatic.
hydraulic hold.down cylinder in the aft engine compart.
ment. The holddown unit is essentially. reservoir which
is divided into two chambers by a relief valve and orifice
arrangement. The upper chamber is filled with hydraullc
fluid to the full level and then charged with com
pressed air to 900 == 50 psi with tbe hook retracted. The
lower chamber contains the actuating piston which is
attached to the arresting hook. U tiJity hydraulic system
pressure is applied to the lower side of tbe piston to
effect retraction of the arresting hook, which is then
held in the retracted position by a mechankal latch.
Compressed air pressure and the weigbt of the arresting
hook cause extension when the latch is released. With
tbe arresting hook extended, the relief valve and orifice
provide snubbing action to keep the hook on the deck
during arrested landings by restricting the flow of fluid
between the lower and upper chambers of the hold
down unlt whenever external forces tend to bounce the
hook toward tbe retracted position.
ARRESTING HOOK CONTROL. A HOOK control
(3, figure 1-5) on the right cockpit rail, controls the
operation of the arresting hook. When the control is
moved to "DOWN," the arresting hook is manually
unlatched, allowing pressure from the holddown unit
and the force of gravity to extend the book. On some
airplanes'" a light in the handle of the HOOK control
illuminates momentarily when the control is moved to
"DOWN," or glows steady if the hook does not extend.
When the hook is fully extended the light is out. On
later airplanes'" the cockpit angle of attack index light
and the external approach light flash when the landing
gear is locked "DOWN" and the tail hook does not
extend. The lights will glow steady when the control
is "DOWN" and the hook is fully extended. The "UP"
position of the control manually positions tbe arresting
hook control valve so that utility hydraullc fluid at 3000
psi flows into lower part of the arresting hook hold
down cylinder, overriding the air pressure and causing
the hook to be retracted and latched against the lower
surface of the fuselage.
The arresting hook conttol handle should be
firmly placed into position, not flipped or
slammed.
If the cable system to the latcbing mechanism sbould
fail, the latch will automatically release the arresting
hook; however, the HOOK control must be moved to
the "DOWN" position before the hook will extend. If
the cable fails between tbe HOOK control and the con
trol valve, the arresting hook will automatically extend
regardless of HOOK control position.
INSTRUMENTS
All flight and engine instruments are located on the
instrument panel (figure 1-4). The altimeter, rateof.
climb, and airspeed indicators are connected to the pitot.
static system; the turn and bank lodicator is operated
from compressor bleed air pressure, and the attitude
gyro or vertical gyro attitude indicator. fuel quantity,
trim position and wheels and flaps position indicators
are electrically operated. Tbe eightday dock and the
accelerometer are independent of other systems in opera
tion. A light is mounted in the center of each instru
w
ment lens to provide equal iHumination over the entire
face of the instrument.
ALTIMETER. The pressure altimeter (figure 1-4) indi
cates tbe altitude of the airplane above sea level to a
height of 50,000 feet. The dial face is marked in incre
ments of 100 feet, each complete revolution of tbe
pointer indicating a change in altitude of 1000 feet. On
the left of the center. of the instrument is a window con
taining two rotating counters; the inner counter registers
altitude in thousands of feet, while the outer registers
ten thousands of feet. When the altimeter poloter makes
twelve revolutions, for the outer counter wiJJ
indicate 1, and the inner counter will indicate 2, thus
showing that the airplane i< at an altitude of 12,000 feet
above sea level. At the extreme right side of the altimeter
face is the barometric pressure window. The barometric
pressure dial seen through the window is marked from
28.10 to 31.00 incbes of mercury, and is used to correct
for variations in sea level barometric pressure by means
of a knob on the lower left comer of the instrument case.
AIRSPEED INDICATOR. A combination airspeed indio
cator and Mach meter (figure 1-4) is mounted on the
fll Airplanes only.
(2)Effeaive, Airplanes BuNo. 137813 through 137822 and all
A4D-1, 2 Airplanes not incotpOrating ASC No. 17S.
all A4D-l. -2 Airplanes incorporating ASC No. 17S.

36
NAVWEPS
instrument panel. The airspeed portion of the dial is
fixed in position, and is calibrated from 80 to 650 knots.
The Mach meter scale is a rotating disc, marked from
0.50 to 2.0, turning beneath the airspeed dial. Only a
portion of the disc can be seen through. cutout in the
airspeed dial. Both airspeed and corresponding Mach
number are indicated simultaneously by a single needle
pointer. On the Mach number disc i. a movable index
which is used to set the limiting Mach number of the
aircraft by depressing and turning a PUSH MACH
LIMIT knob on tbe lower left cornet of the instrument
case. On the edge of the airspeed dial is an airspeed
index pointer, which is adjustable through a range of
from 80 to 145 knots merely by turning the PUSH
MACH LIMIT knob. The airspeed index pointer is used
as a reference point to indicate the minimum safe air
speed for a particular gross weight during approach and
0140AVA-l Section I
landing or slow speed fligbt. See figure 6-1 for stalling
speeds at various gross weights and angles of bank.
ATTITUDE GYRO INDICATOR. An electrically oper
ated attitude gyro indicator (figure 1-4) is mounted on
the instrument paneL If electrical power to the instru
ment fails, or if power phase rotation is incorrect, an
OFF warning flag will drop into view on the face of the
instrument to notify the pilot of the unreliability of the
attitude gyro indicator. An erection device is provided
to maintain the gyro in a stabilized neutral position
when operating; and to compensate for any precession
which might occur, a PULL TO CAGE knob is installed
on the instrument case. When the knob is pulled, the
attitude gyro mechanism is caged and erected; upon
release of the knob, which is self-retracting, the mech
anism is uncaged.
Revised 1 july 1961
36A
,
NAVWEPS 01-40AVA-l SectIon I
I WARNING I
The attitude gyro indicator should be uncaged
only when the airplane is in straight and level
flight. Because the gyro is caged and erwed
to the vertical axis of tbe airplane and not
to true vertical, uncaging of the gyro when the
airplane is not in straight and level flight will
result in an erroneous attitude indication.
VERTICAL GYRO ATTITUDE INDICATOR. A4D-2
airplanes have a remote controlled attitude indicator on
the instrument panel which pictorially presents attitude
information. The horizon is indicated on the sphere by
a white line. The sky is shown above the horizon as
light gray, while dull black below the horizon represents
the earth. The sphere is mounted on two axes and
mains stabilized during airplane maneuvers, A miniature
airplane affixed in front of the sphere moves with the
airplane during these maneuvers and displays roll and
pitch attitudes. 'Alternating pitch marks and horizontal
lines spaced at 5 intervals above and below the hor1zon
line on the sphere indicate the angle of dive or climb.
Bank angles are portrayed by graduations on the face
of the instrument around the periphery of [he sphere.
A knob on the lower right corner of the instrument face
provides pitch adjustment. An "OFF" warning is dis
played in cases of malfunction or loss of power, Con
tained in the case of the indicator are two servo ampli
fiers which receive pitch and roll electrical signals from
servo transmitters on the gimbals of a two-axis vertical
gyro located in the fuselage. Attitude signals received
by the servos actuate the display on the indicator and
wiH simultaneously indicate airplane attitudes through
360
0
of roll and 85 of up and down pitch. A rate
switching gyro, also in the fuselage, senses the yaw rate
and causes roll erection cut-out when the airplane is in
a sustained turn of 15
c
per minute or greater. This
feature eliminates the possibility of the vertical gyro
erecdng to a false vertical during maneuvers. Torquers
in the svstem control erecdon time of the vertical gyro
it is displaced from verticaL Some airplanesll'
have an added VGI FAST ERECT switch at the upper
Jefe corner of the instrument for manual operation.
Pressing this switch increases rhe current supplied to the
phch and roll gyro torquers and decreases the time
required to erect the gyro.
EMERGENCY EQUIPMENT
FIRE DETECTION SYSTEM
The fire detection system indicates the presence of fire
in che area of the tailpipe, and accessories sec
don. If fire occurs in these locations, a
I 11' All A4D2 Airplanes ASC N(J, 182 inwrporatcd.
Revised 1 july 1961
type FIRE waroing light (figure 1-4) on the take-off
check list panel will glow. The fire detection system
may he checked by depressing the TEST switch adjacent
to the light. When the switch is depressed, the FIRE
warning light will glow, indicating a properly function
ing circuit.
COCKPIT ENCLOSURE
The cockpit enclosure consists of a fixed, three-piece
windshield and a hinged "clamshell" canopy. The two
windshield side panels are of moulded plastic, and the
center panel is constructed of alternating layers of glass
and vinyl [0 provide a bullet resistant surface.
WARNING I
Ejection through the canopy is not possible.
'"
CANOPY
The cockpit canopy, which is hinged at the aft end by
bolts, moves back and up when opened. When closed,
the canopy is held in place on both sides of the forward
edge of the canopy rail by latrhes which engage latch
rollers on the cockpit rails. An air bungee cylinder (6,
figure 1-2), mounted aft of the ejection seat, counter ..
balances the canopy during normal operation and pro
vides snubbing action. The canopy is closed by grasping
the ledge on either side and by pulling down, overriding
the air bungee cylinder pressure. The canopy may then
be closed and locked by moving the CANOPY control
handle forward.
To preclude premature damage to the canopy
hun gee shear nut and [he resultant possibility
of failure of che canopy [0 shear when opened
in movement of the canopy should
be restricted to prevent its opening rapidly to
the limit of its travel.
CANOPY CONTROLS. The CANOPY control handle
(1, figure on the left console, is mechanically
linked to the canopy mechanism. Moving the CANOPY
control handle forward slides the canopy forward, caus
ing the canopy latches to engage the latch rollers. Mov
ing the handle aft slides the canopy aft, disengaging the
lacches and al10wing air bungee pressure to open the
c.:lOOpy. The canopy mechanism includes an
device which causes a nociceable increase in canopy
control handle load as the handle approaches the locked
position. This load drops off abruptly as the handle is
moved past the over-center position to che locked posi
tion.
37
S...lIon I NAVWEPS 01-40AVA-l
WARNING I
To prevent inadvertent opening of the canopy
in flight, the canopy control handle must be
moved beyond the overcenter position to the
point of abrupt decrease in handle load.
An external CANOPY release handle, which can be
reached from the ground, is set flush in the left side of
the fuselage below the cockpit. Pulling the external
CANOPY release handle out and forward unlatches rhe
canopy, aUowing it to open in the normal manner. To
be closed and locked from the outside, the canopy must
be manuaUy held down and the external handle moved
aft and in until it is flush with rhe fuselage.
CANOPY BUNGEE sAFETY LOCK"). To prevent
the cockpit enclosure air bungee from being inadvert
ently fired while on the ground, a canopy safety lock
is provided. This lock indexes between the roller of
the bun gee assembly and the bracket. Attached to the
lock by a chain is a 27 inch red web warning nag sten
dIed "REMOVE BEFORE FLIGHT."
INTERIOR CANOPY JETTISONING
On airplanes'" having the gas initiated canopy jettison
system, interior canopy iettisoning is accomplished by
pulling the CANOPY JETTISON handle below the
right hand cockpit rail. To fire the initiator and assure
jettisoning of the canopy, the handle must be pulled
with a force of ZQ to 35 pounds. The handle will extend
% of an inch and then fall free after the initiator has
fired. To prevent inadvertent operation of the handle, a
safety pin with an attached red warning streamer is
provided.
On airplanes'" which have not had rhe gas initiated
canopy jettison system installed, pulling the CANOPY
HARNESS REL handle on the right side of the ejection
seat will jettison the canopy.
When the CANOPY JETTISON handle or the CAN
OPY HARNESS REL handle is pulled, the canopy
slides slightly aft to unlatch, swings open, and shears at
the hinges as the full pressure of the air bungee cylinder
is released against the canopy structure.
On all airplanes, the canopy may be jettisoned in flight
by pulling tbe CANOPY control handle aft, allowing
the canopy to open and shear at the hinges from the
force of the relative wind. On some airplanes{') an
indicated air speed of zoo to 250 knots or above is reo
quired to shear the canopy. On other airplanes'" any
indicated airspeed above 125
break.away.
knots guarantees canopy
The canopy will also jettison when the face curtain or
secondary handle is pulled. (Refer to EJECTION SEAT,
ROCKET CATAPULT GROUND LEVEL ESCAPE
SYSTEM and figure 1-10 in this section.)
I WARNING I
The CANOPYHARNESS REL handle should
not be pulled while the airplane is airborne
Or until it comes to a complete stop. Pulling
the handle releases the sboulder harness and
lap belt end fittings, which can not be re
engaged in flight .

When the canopy is iettisoned, the canopy con
trol handle will describe a rapid rearward are,
with possible injury 10 the hand or arm. If
the canopy is jettisoned by use of the face cur
tain, secondary handle or the canopy harness
release, keep the hand and arm clear of the
canopy control handle. If the canopy is jetti
soned in flight by aft movement of the canopy
control handle, anticipate a rapid rearward
movement of the handle as the wind raises and
shears tbe canopy.
On earlier airplanes"", if the CANOPYHARNESS REL
handle i. pulled after the canopy bas been opened man
ually, the air bungee will break away, allowing the can
opy to fall shut. If, after opening the canopy manually,
the pilot pulls the CANOPYHARNESS REL handle to
free himself from the seat, he must keep the head low
and the arms inside the cockpit to keep from getting
injured. Difficulty will be experienced in holding rhe
canopy open while crawling out of the cockpit.

On later airplanes, In a trigger mechanism is installed in
place of a direct firing link. Therefore, when tbe canopy
is open, the bong.. moves away from the trigger, thus
precluding firing and subsequent slamming of the
canopy.
On all airplanes, the canopy will iettiro" ouly from the
dosed position_
(1) A4D-1 Airf'lanes BuNo. 137813 tbrougb 137831, 139919
through 139970.
(2) All Airplanes after incorporndon of ASC No. 103.
(,1) All A4Dl, A2 Airplanes prior to ASC No. 103.
WAll A4Dl, 2 Airplanes prior to incorporating ASe No. 169.
(5) All A4Dl, -2 Airplanes incorporating ASe No. 169.
(f;)A4D.L Airplanes BoNo. 137812 through 139970, and
Airplanes BoNo. 142082 through 142096.
(1)A4D-1 Airplanes BuNo. 142142 through and A4D2
Airplanes BuNo. 142097 and subsequent.
38
NAVWEPS 01-40AVA-l Seclion ,
UNDERWATER CANOPY.JETTISON RELIEF
I VALVE. The airplane bas an underwater canopy jetti
son relief valve which will allow water to flow into
the cockpit after a ditching. The pilot can recognize the
installation of the relief valve by a circular insert in the
outer skin on the left side of the fuselage, alongside the
ejection seat, just under the canopy rail and by a circular
pad of upholstery above the left console.
The underwater canopy jettison relief valve is a door,
normally sealed and held in place by a torsion rod, and
designed to open when the outside water pressure head
is approximately 2 psi. The flow of water into the
cockpit reduces the effective pressure.head on the can
opy. 'The use <>f the CANOPY.JETTISON handle is
recommended-to obtain the power of the bungee. The
use of the manual CANOPY handle, as well as the
several other methods mentioned in Section III, should
be considered as alternative, last resort methods of
underwater canopy removal.
I EXTERIOR CANOPY JETTISONING'"
An emergency canopy jettison control (7, figure 1-2) is
provided on each side of the fuselage, just forward of
the wing root, for iettisoning the canopy during rescue.
The control is a red handle, marked PULL CANOPY
JETTISON, and is installed in a recess behind a spring,
loaded door. This door is plainly pointed out by a
RESCUE arrow. When the door is pushed in, the PULL
CANOPY JETTISON handle extends and may then be
grasped and pulled to fire the canopy air bungee cylin
der. An interlocking device in the and
seatejection control system permits firing of the canopy
air bungee without anning the ejection seat catapult
firing mechanism. When the canopy jettisons, a lanyard
attached to the canopy structure removes a safety cam
from the interlock. Subsequent operation of either of
the seatwejection controls will remove the firing control
safety pin and fire the ejection seat catapult.

I WARNING I
Care should be taken to avoid accidental oper.
ation of the seat-ejection controls after the
canopy is jettisoned.
Note
Airplanes"; equipped with the rocket eiection
seat have an ejection control safety handle
stalled in the seat headrest (16, figure 1-12,
sheet 2). With the safety handle locked in the
down position the ejection controls are in
operable.
EJECTION SEAT
The pilot'S seat (figure 1-10) is of the ejectable type,
and accommodates a NB5 backtype parachute, a PK2
pararaft kit and seat pan, and is designed for use with
a flight suit which iocorporates an integral harness.
A non-adjustable head rest is part of the seat structure
and houses the face curtain and the ejection control
pulley mechanism. The front surface of the seat pan
serves as a buffer for the calves of the legs. and the sides
of the seat bucket extend above the pilot's thighs to pro
tect the legs from side forces during ejection.
SEAT OPERATION
Ejection of the seat on some airplanes(3J is accomplished I
by a NAMC TYPE II catapult, which utilizes an ex
plosive cartridge (use only MK 3 MOD 0 ejection
cattridges) to propel the seat from the airplane. (Other
airplanes'" util;'.e an Aircraft Ejection Rocket Catapult, I
MKI MOD 0 for seat ejection. See ROCKET CATA
PULT GROUl'.'D LEVEL EJECTION SYSTEM in this
section.)
On early airplanes'" a lanyard anchored to the air I
craft structure or on later 11 striker piate
on the right-hand ejection guide rail fires a harness re
lease actuator which automatically releases the seat belts
and shoulder harness from the seat stnlcture three
quarters of a second after ejection .1I0wing the pilot and
the seat to separate. The delayed action of the harness
release actuator provides protection for the pilot, because
it retains the pilot io the seat during the period of
ejection when premature opening of the parachute could
Cause damage to the parachute from high velocity wind
blast and severe opening shock to the pilot. During the
delaying period, the pilot and seat will decelerate to a
speed where the stresses placed upon the pilot and para
chute are ["educed from the critical stage.
On some airplanes{:!) the harness release actuator is essen-I
dally a cylinder containing a piston, slow-burning .38
caliber cartridge, and a firing mechanism. The firing
mechanism is spring loaded and is held io a safe posi.
tion by a pin, to which a lanyard is attached. A cable
runs from the harness release mechanism through the
pulley on the actuator piston and is anchored to the seat
structure. when the seat is ejected, the actuator
arming pin is pulled by the lanyard anchored to the air
plane structure, and the firing mechanism detonates the
cartridge which, after three-quarters of a second actuates
the piston. The piston extends, pulliog tbe cable, and
the harness release mechanism opens, freeing the seat
belts and shoulder harness.
Airplanes BuNo. 142142 through 142235, and A4D-2
Airplanes BuNo. 142097 and subs.
(
2
)AlI -2 Airplanes after incorporation of ASC No. 157,
(
3
)All A4D-l, -2 Airplaocs prior (0 incorporation of ASC No.
157.
39
Section I NAVWEPS 01-4OAVA-l
On airplanes(1) incorporating the Rocket Ejection Seat,
the harness release actuator consists of a T-shaped cham
ber which houses a piston assembly, a MK 3 MOD 0
O' second delay) cartridge and firing mechanism, and
has provisions for attachment of a nitrogen bottle for
inflation of the separation bladders_ When the seat Is
ejeered upward along Ihe guide rails, a sear which
safeties the firing mechanism is knocked off by a slriker
plate attached 10 Ihe guide rails_ Subsequent detonation
of the cartridge after % of a second actuates Ihe piston
assembly. The seat belt and shoulder harness fittings are
released by rotation of a bellerank actuated by the piston
assembly, which simultaneously punctures the nitrogen
bottle. Gas from the nitrogen bottle inflates bladders
located in the seat beneath the paroraft kit ond in back
of the parachute, to forcibly separate the pilot from the
seal with the pararaft kit and the parachute attached.
I WARNING I
Parachutes should be inspected to see that Ihey
incorporate the proper time delay cartridge.
The parachute actuator and the seat hames.
release both utilize .38 caliber cartridges of
identical physical appear.nce and size. The
parachute cartridges are 2 second time delay
cartridges identified as MK 5 Mod 0 and are
coded blue. The harness rele.se cartridges ate
% second time delay cartridges identified as
TDIC-O.75 or MK 4 Mod 0 and are coded red.
INTEGRATED TORSO HARNESS SUIT
The pilot is held in the seal by lap belt and shoulder
straps which atlach 10 the integrated 10rso harness suit
(figure 1-9A). The lap bell and shoulder harness strap
components thaI connect into the seal are integrally
attached to the parachule assembly; the lap belt sections
are stitched to the straps connecting the PK-2 pararaft
kit and parachule pack, and the shoulder straps are
stitched to the parachute risers_ The loose ends of the
lap belrs and the shoulder straps have fittings for con
nection to the torso harness suit The lap belt sections
are adjustable 10 compensate for varying pilot sizes_
The torso suit has a sewn in parachute harness witb
four special quick action connectors for attachment to
the seat lap belt and the shoulder strap fittings. With
these connected and when the lap belt and shoulder
strap attachments to the seat are made, the pilot is at
tached to tbe parachute and the pararaft kit and is also
secured to the ..at.
Key to Figure 1-9A ...
1. Sear pan
lA, Emergency oxygen release ring
2. PK-2: Pararaft Kit
3, Parachute
3A. Shoulder strap restraint fittings
4. Barometric parachute 3('tuator laoyam
5. Lap belt adjustment but;'kle
6. Shoulder !itl'ap connectors
7, Seat belt connectors
8. Parachute ripcord grip
9. Deleted
10. Suit harness adjustment buckle
1 (, Mk3C flotation gear
12. Flotation gear actuating lanyard
13. Anti-g suit connection
14. Suit uxygen and radio connection
is. Console oxygen and radio connection
16. Emergency oxygen bai.l-out bottfe
AUTOMATIC BAROMETRIC PARACHUTE
ACTIJATOR
Bnth the NB-5 and the NB-9 parachutes used with the
integrated torso harness suit are equipped with a baro- I
metrically controlled actuator designed tn release the
parachute pack automatically at a predetermined altitude
in case the pilot is incapacitated. In addition, Ihe opener
provides a two-second delay before opening the para
chute after reaching the preset altitude_ When ejection is
made below, at, or slightly above, the altitude for which
the opener is set, this delay allows the pilot to decelerate
prior to the opening of the parachute, thus reducing or
eliminating any opening shock damage to the pilot or
parachute.
The parachute actuator does not interfere with the
manual method of opening the parachute. The ripcord
grip (Dring) may be pulled at any time to open the
parachute but should only be used wben below 10,000

feet. Opening of the parachute above 10,000 feet is not
recommended as the incidence of parachute damage and
physical injury is increased appreciably_
An arming pin is inserted Ihrough the barometric para
chute actuator mechanism tn prevent inadvertent deploy
ment of the parachute during normal operation when
ever the aircraft descends through the altitude for which
the opener is set_ Since the arming pin is anchored by
a st.tic lanyard to the HARNESS RELEASE'" or the
CANOPY-HARNESS REL handle'" (see figure 1-10)
the arming pin is automatically pulled and the actuator
is then armed when the pilot separates from the seat
after ejection_
Il}All A4Dl, -2 Aitplanes after incorporation of ASC No. 157.
Airplanes not incotl'oraring ASC No. 157.
Sedion I
NAVWEPS Ol-40AVA-l
Fig.. re 1-9A .nlegroled Torso Horne .. Suil
41
Section I NAVWEPS 0140AVAl
If the airplane'" is equipped with 'he Zero Delay Air
craft-to-Actuator Lanyard System refer to BUWEPS
AVIATION CLOTHING AND SURVIVAL EQUIP
MENT BULLETIN No. 3-60 for use and installation.
(See the appropriate section of the publication, SAfETY
AND SL'RVIV AI. EQUIPMENT fOR NAVAI. AVIA
TION, NAVAER 00-801'-52.)
WARNING I
If the pilot's automatic harness releasing mech
anism should fail to operate and the CAN
OPYHARNESS REI. handle must be pulled to
free the pilot from the seat, the automali<
aauator will not be armed and the frarachute
must be 0 frened manualt y .
After the parachute is opened, the ripcord grip
("D-ring") and th. end of the ripcord housing
must be removed from the pocket assembly on
the riser/shoulder strap to enable subsequent
jettisoning of the parachute when the rocket
iet shoulder fittings are disconnected after
landing.
SEAT CONTROL The seat is electrically adjusted in
the vertical plane by movement of the SEAT switch
(figure 1-4) to either of its two position, "UP" or
"DOWN," and is stopped at the desired position by
releasing the switch to the center, or "off>! position.
SHOULDER HARNESS CONTROL The SHOL'I.DER
HARNESS control (figure 1-10), on the left side of
the seat basin, controls the movement of the shoulder
harness inertia reel. 'When the controJ is in the
"I.OCKED" position, the shoulder harness wlll not .x
tend and the pilot's freedom of movement is restricted.
The "UNLOCKED" position allows the shoulder har
ness to extend or retract as the pilot moves about.
The reel will lock automaticallv if the aircraft is sub
jected to a deceleration in exces; of 2.5g along the thrust
Hne. This safety feature helps to prevent injuries if the
shoulder harness is not locked prior to an arrested land
ing or a crash. If the inertia reel fails to unlock while
any load is being applied to the cable, relax the load
and recycle the handle.
CANOPY-HARNESS RELEASE HANDLE. On air
planes'" that do nOt have the gas initiated canopy jetti
son system a D.handle (figure 1-10), laheled CANOPY
HARNESS REL, is mounted on the right side of the
ejection seat basin. From the aft end of the handle pro
trudes a pin which exte",!, down through the edge of
the ejection seat to anchor the arming lanyard of the
barometric parachute opener. A springloaded latch,
whkh is grasped in conjunction with the CANOPY
HARNESS REI. handle, serves to retain the handle in
the proper position and must be squeezed before the
latter can be pulled. When the handle is pulled up, the
canopy is jettisoned by the air bunge. cylinder; the baro
metric parachute opener lanyard and the shoulder har
ness and seat belt attachments are released from the seat.
allowing the pilot to leave the cockpit with a parachute
and pararaft kit still attached to the integrated torso
harness suit (figure 1-9A).
On airplanes!!) having the gas initiated canopy jettison
system, the CANOPYHARNESS REI. handle is re
placed with a handle identified as HARNESS RELEASE.
On these airplanes the canopy jettisoning feature is reo
moved from the D-handle and becomes th. function of
an added handle installed under the right cockpit rail.
(See COCKPIT ENCWSURE in this section.)
WARNING I
The CANOPYHARNESS REI. D-ring should
not be pulled while the airplane is airborne or
until the airplane comes to a complete stOp,
Pulling the D-ting releases the shoulder strap
restraint fittings and lap helt end fittings,
which cannot be reengaged in flight.
On some airplanes
l
if the manual canopy
opening lever has been used and then the
CANOPY-HARNESS REL handle is pulled,
the bungee will probably break loose and the
canopy will dose with the possibility of dam
age to the airplanes and injury to the pilot.
fACE CURTAIN. The ejection seat face curtain (fig
ure 1-10) serves not only as a control for jettisoning
the canopy and ejecting the pilot's seat, but also posi
tions and suppOttS the pilot during ejection. The face
curtain, which is housed in the head rest structure
with the handle protruding, is mechanically connected
to the air bungee cylinder and the seat catapult firing
mechanism. When the face curtain is pulled downward,
the first portion of travel jettisons the canopy and the

last portion causes the seat to he ejected. The seat will
not eject until tbe canopy is dear of tbe ejection path.
WARNING I
Canopy jettisoning hy means of partial face
curtain extension is not recommended except
during the ejection sequence, since no positive
stops are provided which will prevent seat
ejection if tension is maintained on the face
curtain after the canopy has jettisoned.
(1)Aill1, -2 Airplanes not incorporating ASC No. lSi.
i:!IAll A4Dl, 2 Airplanes pdor to incorporation of ASC No.
!O3,
(3) All A4Dl. w2 Airplanes afler incorporation of ASC No. 103.
(4) Airplanes BuNo. 139970 and prior; Airplanes
142082 through 142096.
42
NAVWEPS OI-40AVA-l
Section I
PARACHUTE RELEASE RING. In order to remove the
parachute for ground inspection and maintenance, a
parachute release ring (figure 1-10) is installed under
the lower right side of the ejection seat. Pulling the ring
actuates the pilot release mechanism without operating
the canopy jettisoning feature. When the parachute re
lease ring is pulled. the pilot release mechaoism will
remain in the "release" position. When the parachute is
replaced, a screwdriver or similar object must be in
serted in a hole, labeled PUSH TO RESET PILOT RE
LEASE, in the seat back, in order to reset the release
mechanism.
I WARNING I
Disconnect the barometric parachute opener
arming lanyard from the CANOPYHARNESS
REL or HARNESS RELEASE handle before
removing the parachute from the seat_ If this
action is not taken, the arming pin will be
pulled and the parachute will open.
ROCKET CATAPULT GROUND LEVEL ESCAPE
SYSTEM'"
The rocket catapult ground level escape system provides
escape capability at 90 KIAS and above during laoding
and rake-off emergencies, as well as safe e""'pe through.
out the remainder of the flight envelope of the airplane,
except for very unusual flight conditions such as in
verted and steep angles of bank at very low altitudes
(see figure 3-5). Additional features or revisions to the
conventional ej eetion seat are listed below.
1. A new rocket catapult.
2. A secondary ejection control handle, between the
legs, to avoid any undue delay of ejection due to ad.
verse g.loadings on the pilot.
. 3. Seat sides extended forward and upward to provide
,
.mproved leg restraint to reduce the possibility of flail
ing injury during high speed ejection_
4. Load limiting energy absorbing rod assemblies, and
the relocation and improvement of the inertia reel, to
reduce the possibility of back injuries from survivable
crashes or hard arrested landings.
5. Release mechanisms on the Ejection handle discon.
'nects to give quick and certain separation of pilot and
handle from the ,eat.
6. Separation bladders to expedite pilot separation
from the seat after ejection and prior to parachute
opening.
7. More than adequate tail clearance in the high speed
flight envelope.
(l)All A4Dl, -2 Airplanes after incorpotation of ASe No. 157.
8. A modified NB9 parachute assembly consisting of
a wedge.shaped pack, 28 foot flat parachute, and a
2second opener time delay.
EJECTION SEQUENCE
1. The pilot initiates the ejection sequence by pulling
the face curtain or secondary ejection handle.
2. The canopy jettisons.
3. The seat is accelerated upward along the guide-rails
by the propellant charge of the launch stage of the cata
pult to a velocity of 40 feet per second, as the seat leaves
the ejection guide rails. Then the rocket propellant is
ignited, further accelerating the seat by a thrust forward
and upward through the seat.pilot center-of-gravity,
which provides a vertical end velocity greater than 100
feet.per-second and a vertical height of approximately
200 feet. The maximum acceleration along the pilot's
spine is an easily tolerated 12 g's.
4. After a %-second delay, the harness release actua
tor releases the pilot from the seat, disconnects the ejec
tion handles and inflates the separation bladders.
5. Drag differential and the separation bladders sepa
rate the pilot from the seat, thereby arming the para
chute opener.
6. After a 2-second delay, the parachute pack opens if
it is below the preset altitude.
7. The parachute deploys, fills, and a steady rate of
descent is achieved from 160 to 100 feet above the initial
altirude.
S. After the parachute is opened, the ripcord grip
("D-ring") and the end of the ripcord housing must be
removed from the pocket assemhly on the riser/shoulder
strap to enable subsequent jettisoning of the parachute
when the rocket jet shoulder fittings are disconnected
after landing.
AUXILIARY EQUIPMENT
Refer to section IV for a discussion of the following
auxiliary systems and equipment:
Air Conditioning and Pressurization System
De.fogging System
Antiicing System
Communication and Associated Electronic Equipment
Navigation Equipment
Lighting Equipment
Angle of Attack-Approach Light System
Oxygen System
Armament Equipment
Air Re.fueling (Twet System)
Air Re fueling (Receiver System)
Miscellaneous Equipment
43
Secllon I NAVWEPS 01-40AVA-l
15
FOR AIRPLANE EFFECTI\I!TY SEe: FOOTNOTE iii
I,

3.
4.
5.
G.
7
e,
9.
10,
II
!::
13.
14.
15.
H:L
11.-
Ie
15
fOR AIRPLANE: EfFECTIVITY SEE fOOTNOTE(2)
EJECTION SEAT tATAPULT SAFET"t' PIN
fACE CURTAIN HANOLE
PARACHUTE RIPCORD GRIP
SHOULDER STRAP FITTINGS
SHOULDER HARNESS CONTROL
EMERGENCY OXYGEN BOTTLE
EMERGENCY OXYGEN MANUAL RELEASE RING
PARACHUTE GROUND RELEASE R'NG
EMERGENCY OXYGEN BOTTLE PRESSURE GAGE
CANOPY- HARNESS EMERGE"'CY RELEASe: HANDLE
SEAT SELl FITTINGS
BAROMETRIC PARACHUTE ACTUATOR LANyARD
CATAPULT FIRING MECHANISM
FACE CURTAIN INTERLOCK CABLE
t
!)
TRIGGER YOKe
TRIGGER ACTUATING CABLE!O
l21
ENCLOSURE FIRING SAFETY PIN CABlE
EMERGENCY OXYGEN AUTOMAT!C RE,-EASE
(1IA4D _1 AIR'PLANE BUNC'S 131&13.131814,
137621, 137628, A40-2 AIRPLANE BUNO'S
,42082-142088, 142674 AND SU8SEQUENT
ANO ALL A40-1, -2 AIRPLANES HAVING
ASC NO. 12 INCORPORATED.
1?lA4D_! AIRPLANE BUNO'S 131811-131620,
131622 -137627, 137829 -131831,
!4lI42-142235 A"O A4D-2 AIRPLANE
BUNO'S 142059-142091,142093-142141,
142416-142423 NOT HAVING ASC NO. 12
INCORPORATEO
AIRPLANE BUNO'S 145040-145061
ANO All. A4D-I.-2 AIRPLANES HAviNG
MC (0,10.114 IN(;ORPORATED.
AvA - I

A4D- r-2 Airplane. nol incorporallng ASC No. r57
Figure r-I O. E/edion Seal /Shee' 1 J
44
,.
NAVWEPS OI-40AVA-1 Sactlon I
1 FACE CUATAIN HANDLE
2 FACE CURTAIN PlIRI NO CABLE
3 CATAPULT 'IRING CABLE
3A CATAPULT FIRING SEAR LINKAGE
4 CANOPY INTERLOCK PIN ASSEMBLY
5 EJECTION CONTROL PULLE"r' MECHANISM
6 SUT SEPARATION 1!u'.t.OOERS
7 SHOULDER HARNESS DiSCONNECT CA8LE
8 LAP BELT AND S,WULOER HARfrtESS
RELEASE 8ELLCRANK ASSEueLV
9 LAP 8[LT RELEASE PINS
10 SHOULDER HARNESS CONTROL HANOLE
11 SECOltOARV EJECTION CONTROL CA8L
AltO DISCONItCT PULLEy
12
SECONDMI:V EJECTIOIit COlitTftOL HANDI..E
13 ARy'Iit' LAlitVARO TO PARACHUTE OPENER
14 l.AP 8ELT TO RELEASE PIN
15 SHOULDER HARNESS TO ,,,.ERTIA
RUt. CONNECTION
16 EJECTIOH CONTROL SAfETY HANDLE
17 CAItOP., INTERLOCK CABLE ASSEWBLY
18 EJECTION SUT CATAPULT SAF[TY PIN
AND STREAMER
19 IC!TROGEN STORAGE BOTTLE FOR
SEPARATION BLADDER OPERATION
20 tiARNESS RELEASE ACTUATOR
MANUAL DETENT PIN
21 HARNESS RELEASE ACTUATOR
CARTRIDGE INDICATOR PIN
22 HARNESS RELEASE HANDLE
23 HARNESS RELEASE ACTUATOR SEAR
24 HARNESs RELEASE ACTUATOR ASSE MaL'I'
25 .... MOO 0 ROCKET CATAPULT
Rochl Eieclion Saol
Figura 1-10. Ei&clion Sao' ISh".' 21
Revll"d I Octob.r 1961 45
FUEL SPECIFICATIONS
~ ~ ~ - - - - - ~ - - - - - ~ .. ... ..- ..
APPROVED FUEL
i
EMERGENCY FUEL
LIQUID OXYGEN
f-
ASHORE
AFI..OAT ! I
JP-3
BOrtLE ~
RECOMfIIlENOEO JP-'- JP-5
CAPACITY; !I,Q 1.1Tt:f"S"
SEE CONFIDENTIAL SUPPLEMENT, SECTION 1l. ENGINE
LIMITATIONS, FOR FUEL LIMITATIONS AND REFER TO

SUAER INSTRUCTiON 10341.1.

;. ..Oll TANK
~ CAPACITY; J.ZIS GALLOfoI'S (2:
.. '". CAPACITy: 4,00 GAI.LOIfS 131
.. "UTILITY HYDRAULIC
.. .SPEC, l1li11..-1..-1$08
: RESERVOIR
.. ""

CAPACITY: 1.25 GALL-ONS

:

. SPEC; MIL-H-5606
, .. fLIGHT CONTROL ..
COLOR; REO

HYDRAULIC RESERVOIR {I)........... :
,

,
CAPACITY: 0,3 GALLONS
.
.
,
,
"
SPEC: MI!,.-H-I5G06
' .U""GENERATOR DRIVE UNIT
,

.
.
.
COLOR: RED ." OIL RESERVOIR
"
.
.

.
. .
: CAPACITy: 0.5 GALL.ONS

, , . : SPEC: MII..-I..-1808

,

,
.
.
. .

,
.......FUSELAGE FUEL TANK
ARRESTING HOOK
CAPACITY: 240 GALLONS
HOLD-DOWN CYLINDER...
.
.
FILL TO 900 PSI WITH
COtotPRESSEO AIR .- CANOPY AIR eUNGEE CYLINDER
2500 pSt OR'\' COMPRESSED AIR
OR AS PER INSTRUCTION PLATE
ON aUNGEE
....-..
PRESSURE fUELING ..... ..
.-EMERGENCY OXYGEN
RECEPTACLE (I .......... .
.: BOTTLE
CAPACITY: 8'0 GALLONS .
FILL TO 1800 PSI WITH
GASEOUS OXYGEN
...
....
...
WING fUEL TANK u ......u .....
CAPACITV: $70 GALLONS
......
..
,
.
(I) A40-2 AIRPLANES ONL '\' .
.
EXTERNAL FUEL TANKS.'
l2J ALL A40-1, -2 AIRPLANES PRIOR TO
CAPACITIES
BRAKE FLUID :
INCORPORATION OF ASC NO. lie
WINGS: 150 OR 300(41 GALLONS
RESERVOIR ....... .
(}l ALL A40-I, -2 AIRPLANES AFTER
CAPACiTY: 1.'5 PINTS
CENTER: 1150 OR 300 GALLONS
INCORPORATION OF ASC NO, 118
SPEC. MIL-H-'5606
i4l A40-1 AIRPLANES 139919 ANO
COLOR: RED
SUeSEouENT AHO A40-2 A.IRPLANES
Figure '11. Servicing Diagrom
NAVWEPS OI40AVA-1 Section II
SECTION II
NORMAL PROCEDURES
BEFORE ENTERING THE AIRPLANE
FLIGHT RESTRICTIONS. Reier to section V for re
strictions to be observed during operation of the air
plane and engine in flight.
CRUISE CONTROL. To determine the required fuel,
power settings and airspeeds necessary to accomplish
the assigned mission, refer to appendix I.
WEIGHT AND BALANCE. Determine the weight of
ammunition, bombs and other stores which are loaded.
"
Check gross weight for rake-off and determine the
anticipated gross weight for landing by computing the
weight of stores to be dropped and fuel to he used
during the mission, referring to section V for weight
limitations. Insure that the distribution of loads falls
within the center of gravity fore and aft limits as .peci.
fied in the Handbook of Weight and Balance Data,
AN 011B4O. It is necessary that a Weight and Balance
Form F be completed when the airplane is loaded in a
manner for which no previous form has been filed.
Figure 2-1. Exterior Inspeelion
47
Section II NAVWEPS 014OAVA-l
CHECK LISTS
See figure 2-3 for a reproduction of the TAKEOFF and
LANDING check lists appearing in the cockpit of the
airplane.
EXTERIOR INSPECTION
Consult the Naval Airctaft Flight Record (yellow sheet)
to determine the status of the airplane and that it has
been fully serviced with fuel, oil, oxygen, compressed
air, and hydraulic fluid.
Conduct an inspertion of the exterior of the airplane,
proceeding as shown in figure 2-1, to check the fol
lowing:
1-2. FORWARD FUSELAGE
a. Air conditioning intake and
exhaust ducts .............. clear
b. Static pressure vent
(left side) ................clear
c. Angle of attack transmitter
sensing probe ............. cover removed,
holes clear
d. Nose compartment panels , .. condition, security
e. Nose compartment cooling
air inlet ",., .............dear
f. Stanc pressure vent
(right side) ... ' .. ' ........ dear
g. Air refueling probe , ....... cover removed
h. Controls access panel
(right side) ..... , ... , ..... secure
i. Nose wheel well door .... , ,condition, security
j. AR..'fT. SAFE DISABLE
switch(l) .................. "SAFE"
k. Approach light , ........... condition, security
1. Nose wheel strut .......... proper extension,
no leakage
m. Nose wheel tire " ......... proper inflation,
condition
n. Nose wheel downlock pin ... installed
o. Emergency generator ....... retracted, secure
p. CANOPY JETTISON
handle (::1/ ,.,., , , stowed; access door
closed
'1. Engine intake plug . removed
r. Intake duct , . free of foreign
objects
s. Gun and flash suppressors .... secure
t. Wing and tank filler cap .... ' secure
2-3. RH WHEEL WELL
a. Main wheel well doors ...... condition, security
b. GUN PNEUMATIC PKG
pressure gage .............. 3200 200 psi
c. ARM SAFETY DISABLE
SWITCH''' ............... "SAFE"
d. Main wheel strut .......... proper extension,
no leakage
e. Main wheel ............... condition
f. Main wheel brake .......... spot and disc
condition
g. Main wheel tire , ........... proper inflation,
condition
h. Main gear downlock pin .... installed
i. Main gear doors .... ' ..... condition, secure
j. Fuel system vent .......... , clear
RH WING
a. General condition . , ... , . , .. wrinkles, cracks,
loose rivets; bottom
surface free of stains
indicating fuel or
hydraulic fluid leaks
b. Wing rack store .. , .... ,.,. secure
c. Wing slat ....... , .... , . , .. free movement
d. Starting power ........... , connected or avail
able, if required
e. Position lights, formation
lights and wingfuselage
light ......... , . , .. condition
f. Aileron and wing flap ...... condition, bonding
4--5. AFT FUSELAGE AND TAIL SECTION
a. Fuselage mating station .. , . , ,condition
b. All access doors ... , .. , .. dosed
c. Wing tank water/sediment
drain cock ... , ... ,., .... " drained
d. Speed brake (right side) .. ". condition, security
e. JATO bottle (when carried), . secure
f. JATO firing leads OATO
installed) ,attached
g. Tailpipe cover ... ,', .. removed
h. Tailpipe . , , . ,cracks, wrinkles,
burns, fuel deposit.
i. Tail light ....... condition
j. Rudder, elevator, and hori
zontal stabilizer .... , .. , .. , condition, bonding
k. stabilizer fairing ..
gwdes , ..... , , . , , , .... , condItion
(1)A4D1 Airpla"". BoNo. 137813 through 137830.
")A4D1 Airplane, BuNo. 142142 through 142235, and A4{).2
Airplanes BuNo. 1420')7 and subs,
("A4{).1 Airplane, BuNo. 137831, 139919 through 139970,
142142 through 142235, and A4D2 Airplanes.
Revised I July 1961 48
I
NAVWEPS OI-4OAVA1 Section II
I
l. Speed brake (left side) "",' condition, security
m, JATO bottle (when carried), ,secure
n. JATO firing leads (JATO
installed) , , ' . , , . ,attached
o. Arresting hook, ' , , , . , ' . , ,retracted and
locked, condition
p. Arresting hook hold-down
cylinder pmsur. gage ,900 50 psi
5-6. L-H WING
a. Wing flap and aileron ...... condition, bonding
b. Aileron tab and link rod. , .. condition, position
c. Position lights, formation
lights and wing-fuselage
light ....... , . , . , , , , , , , ... condition
d. Wing general condition .... ,wrinkles, cracks,
loose rivets; bottom
surface free of stains
indicating fuel or
hydraulic fluid leaks
e. Wing slat , , ........... ,free movement
f. Wing rack store ....... , , , ,secure
f.-7. L-H WHEEL WELL
a. Main wheel well doors ..... condition, secure
b. Main wheel , .. . , .... condition
c. Main wheel brake, . , , , , . , , , spot and disc
condition
d. Main wheel tire, .. , . ,proper inflation,
condition
e. Main wbeel strut. , ,proper extension,
no leakage
f. Main gear downlock pin, .. ,installed

g. Aileron accumulator pres,
sure gage' j I , , .... 700 psi
h. Main gear doors .. , ....... ,condition, security
7_. CENTER FUSELAGE UNDERSIDE
a. Fuselage rack store ... , , . , .. secured
b. GUN PNEUMATIC PKG
pressure gage .. """ .. , .. psi
c. Forward engine and acces
sories section access door .. , . dosed
d. Link and case ejection
chutes, , , . , ........ '" .... dear
e. Fuselage tank water/sedi
ment drain cock ...... , , ,drained
8-9. COCKPIT AREA
a. Engine intake plug , " , " . , ,removed
b, Intake duct
, , , , ' . , , . free of foreign
objects
Revised I July 1961
c, Gun and flash suppressors .. , secure
d, CANOPY JETTISON
handle'" ,., ........... ,., stowed; access door
closed
e. Canopy cover , . " . , ,removed
f, Controls access panel
(left side) ........ " ...... secure
g. Fuselage tank filler cap .,'" secure
h, Hydraulic service cover plate, ,secure
i. Pitot tube cover . , . , .. , . , , , ,removed
j. Canopy surface and seal ",., condition
ON ENTERING THE AIRPLANE
INTERIOR INSPECTION. Check the general appear
ance of the cockpit, insure there are no loose objects,
that all gear is properly stowed and that shoulder har
ness and lap belt fasteners are secured. Perform the fol
lowing checks before starting the engine.
a. Canopy bungee cylinder air
pressure gage ". , ... 2500 psi or as per
instruction plate on
the cylinder
b, Emergency oxygen bottle
pressure , , ... "."".,,1800 psi
c. Canopy jettison control cable, , attached to pulley
in canopy control
box
d. Face curtain .. stowed
e. Canopy hungee trigger'" , parallel to center
line of airplane
f. Canopy bungee
safety lock'" , removed
g. On airplanes';) not incorporating the Rocket Ejec
tion seat, check:
1. Ejection seat catapult
safety pin ,., ... ,",." .. installed
Face curtain cable ... , ... ,attached to seat
headrest pulley
assembly (Check
through face screen
forward inspection
hole)
m Airplanes only.
'"MIH Airplanes BuNo. 142142 through 142235, ...d MO-Z
Airplanes BuNo. J4.2097 and subs.
(3) All A4DI Ai'planes BuNo, 137813 through 137831, 139919
through 139970.
(4)All -2 Airplanes prior to incorporation of ASC No.
157.
49
Seelion II
NAVWEPS 01-40AVA-I

AVA- I-i!
figure 2-2. Danger Areas (Shee' 1)
50
NAVWEPS 01-40AVA-l Section II

AVA-l- 2 p- SIUII- 2
Figure 2-2. Danger Areas (Sheet 21
Revised 1 October 1961 SOA
NAVWEPS 01-40AVA-l Section II
h. On airplanes'" having the Rocket Ejection Seat
incorporated, check:
1. Canopy interlock cable
assembly .. . .. installed between
canopy and catapul t
interlock pin
assembly
I
2. Seat catapult firing sear
linkage . .......... . connected
3. Ejection seat catapult
safety pin and streamer . ... removed
4. Ejection control safety
handle ........ . .... stowed and locked
in full up position
5. CANOPY JETTISON
handle safety pin .... removed
Before power is supplied to the airplane, make
certain that the WHEELS control is "DOWN"
and that the HOSE JE1T1S0N switch (tanker
only) is off (forward). In airplanes equipped
with JATO assist takeoff units, check JATO
MASTER and JETTISON switches "OFF."
i. EMER SPEED BRAKE
control .... "Normal"
j. ANTI-BLACKOUT valve
control . . .. . as desired
k. DROP TANKS switch . . "OFF"
I. START-ABORT switch .. Pulled out
m. FUEL CONTROL switch ... "PRIMARY"
n. FUEL valve control .... . . "NORMAL"
o. Throttle ...... . . "OFF"
p. SPEEDBRAKE switch ... "CLOSE"
q. Master exterior lights switch . . Off
r. FLAP control .. . .... . . "UP"
s. AIR START switch ......... "OFF"
t. THROTTLE FRICTION
wbeel ....... ..... . . . adjust
u. OXYGEN control .... .. ... . "OFF"
v. Oxygen quantity gage . . "4" (min)
w. All armament switches . .. Off
x. Altimeter .. Field elevation
y. Airspeed indicator ... Set limiting Mach
number and
mum airspeed
z. Accelerometer .
Set
aa. Attitude gyro .... . Set index
abo Gunsight .... . . . . locked
ac. Clock ............ .. . . .... set time
ad. Rudder pedals .... . ... .. . . adjust
ae. Extendable control stick . . . . down and locked
I
af. Emergency control release
handles (all systems) . proper position
ago PITOT HEAT switch ... "OFF"
abo HOOK control ........ "UP"
ai. IFF MASTER switch . "OFF"

aj . UHF function switch . "OFF"
ak. ANIARN-2 ! radio switch . "OFF"
al. INT LTS control panel .... . All switches "OFF"
am. AIR COND control (2). . .. "OFF"
an. Wi ndshi eld air switch(2). . . . "ON"
ao. Temperature control knob(3) . "WARMER"
ap. Cabin pressure 5witch(3) . .... "RAM"
aq. Windshiel d air switch"' ..... "DECREASE"
ar. EXT LTS control panel ..... TAX! light "OFF"
as. SPARE LAMPS container ... Adequate supply
at. ASN/!9 ....... . ....... . . . Set
INTERIOR INSPECTION (NIGHT FLIGHTS)
In addition to the normal interior inspection, check the
operation of all interior and exterior lights when flight
is to be conducted at night. (Refer to LIGHTING
EQUIPMENT, in Section IV).
BEFORE STARTING THE ENGINE
Ascertain that the areas fo rward and aft of the airplane
are clear of personnel and loose objects. (See figure 2-2
for danger areas.) Make certain that fire fighting equip
ment is available and manned. If possible, start the en
gine with the airplane headed into the wind, as a tail
wind will increase exhaust gas temperature and will
aggravate any engine fire occurring during starting_
Check throttle for freedom of movement and full travel.
SUIT ABLE STARTER UNITS. Starter units which are
suitable for use with A4D airplanes, other than the GTC
85(USN), are listed below.
MA-! T A manufactured by Palouste and Continental
MA- IA manufactured by AiResearch and Continental
MA-!, MA-2 manufactured by Consolidated
(nAil A4Dl, -2 Airplanes after incorporation of ASC No. 157.
(2)A4Dl Airplanes; A40-2 Airplanes BuNo. 142082 through
142087, 142089 through 142141, 1424 16 through 142423,
142675, 142677 through 142715, 142717 through 142728.
(3) A4D-2 Airplanes BuNo. 142088. 142674. 142676,
51
Section II NAVWEPS 01-40AVA-l
The following units are also acceptable though not listed
on the radio facility charts:
MD ! A Hough Tractor wi th the GTC8S unit
MD2A with the GTC-85 unit
MEIA witb the GTC85 unit
GTCE85 ! with the GTC-85 unit
The GTC15, GTC24 and the GTC28 can be used;
however, the -24 develops sufficient torque at minimum
temperature (-65 degrees F) to damage the engine
starting installation.
The following units listed on the radio facility charts
are not usable:
Boeing 502, MCI , MC !! and MA I MP.
STARTING THE ENGINE
The engine should always be started on the ground in
the following prescribed manner:
3. TItrottle ... . . . .. . ..... . . . .. HOFF"
b. STARTABORT switch ..... . Depress
c. Throttle . ... . . ... ... ..... .. "IDLE" when the
rpm pointer reaches
one needle width
below "START"
Not.
Move the throttle promptly to "IDLE." The
turnup time between "START' RPM and
automatic ignition cutoff rpm is very short.
Pilot controlled starts should be made when
ever possible to avoid starter motor overspeed.
The time delay inherent in initiating and/ or
shutti ng off the starter air supply when using
hand signals for ground controlled starts make
this method undesireable since it can result in
starter motOr overspeed severe enough to cause
starter damage or failure, and resultant hazard
to personnel and equipment. To provide auto
matic air supply shut off at the correct starter
cut-out speed, the aircraft starter circuit recep
tacle on the starter probe assembly must be con
nected electrically to the gas turbine power unit
prior to starti ng attempts. The ground air
supply shuts off automatically before the 30%
engi ne rpm overspeed cutoff limit is reached,
unless a malfunction occurs, in which case
the air supply must be shut off manually by
pulling up the START ABORT switch when
making pilot controlled starts.
In those cases when pilot controlled starts are
not possible, ai r suppl y may be initiated and/ or
cutoff by the ground crew, upon signal from
the pilot, by movement of the gas turbine
power unit AIR VALVE to "OPEN" or
"CLOSED."
Although the 30% engine rpm posloon can
only be estimated on the engine performance
indicator, the fact tbat approximately 25 % en
gine rpm is indicated when the pointer is mid
way between "START" and "IDLE," can be
used to anticipate the need for manual air
supply shut off prior to exceeding the 30%
rpm limit.
When the engine starts, it may be necessary to manipu
late the tbrottle to prevent exceeding the starting limita
tions stated in section V. Throttle manipulation is effec
tive only in the positions from "IDLE" to about halfway
back toward "OFF." Below tbis position fuel flow to
the engine may be cut off. When the engine speed is
stabilized with the throttle at "IDLE," check the fol
lowing:
RPM ............. .. .. . .. .. "IDLE"
Not.
When required to eliminate the idle "honk
ing," RPM may be permitted to increase until
the EPI pointer moves slightly above the
"IDLE" block-provided, of course, that the
TEMP limits are not exceeded.
TEMP . ... ... . . . . . . . . . .. .. . 660
0
C (670
0
) '"
maximum
Not.
At "IDLE" rpm, the TEMP pointer will nor
maIly stabilize at a position below the maxi
mum indicated above.
FUEL BOOST ... ..... . .. ... "NORM"
OIL PRESS ... .... ... .. .. "NORM" (20-40 psi)
Not.
If the OIL PRESS window indicates "OUT'
at "IDLE" rpm, increase rpm to slightly above

"IDLE." If "NORM" is not indicated at this
higher rpm, shut down the engine and deter
mine the reason for the lack of, or low, oil

pressure indication.
Do not operate tbe engine without oil pres
sure for longer than one minute after initiating
a start.
Immediately following accomplishment of a
successful start, signal ground crew to remove
the starter assembly. Running the engine with
the starter probe inserted transmits \tfeed-back
torque" from the engine rotating system to the
starter probe, wi th possible damage to the
starter engaging mechanisms.
( 1) Applicable only to engines incorporating NEB 197 and 195,
or 197 and 196.
52
NAVWEPS OI-40AVA-I Sect ion 11
ABNORMAL STARTS
HOT START. Any start during which the exhaust gas
temperature (EGT) exceeds the starting limit 800
0
C
(81OC) ' " is a " hot start." If the starting limit seems
likely to he exceeded, retard the throttle as necessary
toward "OFF" to reduce starting fuel fl ow. Continue
to monitor EGT. After EGT has decreased, advance
the throttle cautiously to "IDLE." If the starti ng limit
is exceeded, immediately move the throttle to "OFF."
Before attempting another start, have a crew member
check the overboard drain to make sure that fuel has
drained compl etely from the combustion chamber. If
the engine' s starting temperature consistently exceeds
the limit when high ambient air temperatures are not a
factor, have the engine inspected to determine the cause.
(Refer to the trouble shooting procedure in the engine
Handbook of Service Instructions, AN 02B 35AAC2.
For temperatures requiring a special hot secti on inspec
tion. refer to Flight Handbook Supplement, Section V).
SLOW START. Normally, engi ne starting speed shoul d
be attai ned within thirty seconds after depressing the
STARTABORT switch, and lightoff should occur
withi n fifteen seconds after movement of the throttle to
"IDLE." If these do not occur within the prescribed
times, retard the throttle to "OFF" and pull up on the
STARTABORT switch to deactivate the starter.
FALSE START. If the engine lights off in the proper
manner during starting but does not accelerate to idling
speed within 120 seconds after opening the throttle to
idle, or the exhaust: temperature does not begin to rise
wi thin 15 seconds, retard the throttle to "OFF" and
have the ground crew investigate.
CHUGS AND STALLS. If chugging is encountered duro
ing an acceleration, there will be a momentary rpm
hesitation without an exhaust temperature rise. Engine
stall mayor may not be accompanied hy chugging. If
a stall is encountered, the rpm will hang.up and then
star t dropping, with the exhaust gas t emperature increas
ing rapidly. Should either a chug or a stall occur, shut
down the engine and investigate.
CLEAR ENGINE PROCEDURE. To clear the engine
of excess fuel after abnormal starts, the starter should
be engaged for approximately 15 to 20 seconds without
supplying ignition.
a. Throttle , , "OFF"
b. Depress the STARTABORT switch.
c. Allow the engine to turn for 1", to 20 seconds.
d. Pull up on the STARTABORT switch.
AnER STARTING THE ENGINE
When electrical power becomes available after starting
the engine, check the following items:
a. MANUAL FUEL warning light .. Push to test
b. LABS light'" ................ Push to test I
C. Marker beacon indicating light . . Push to test
d. Attitude gyro indicator . ... .. . . Uncaged and
warning flag
not in view
e. Depress TEST switch to check FIRE, FUEL
TRANS, UTlLI1Y HYD, CONTROL HYD,(3} and
SPD BRK OPN warning lights, and fuel quantity indi
cating circuits.
f. SEAT switch ,.,' . ' . .. , .. . . ". "UP" or
"DOWN" until
seat reaches
desired position
g. COMPASS CONTROLLER
panel .... . .. .... . . ... .. . .. Set course
indicator
Noto
Refer to section IV, NAVIGATION EQUIP
MENT, for differences between the control
lers of the S2 compass system'" and the C8
compass system. (.1)
h. IFF MASTER switch
........SIDBy..
Noto
In order for the UHF remote channel indicator
to be operative the IFF MASTER switch must
be moved from the "OFF" positi on.
i. UHF function switch .... . . .... "TR + G"
J. AN/ ARN21 radi o switch ...... "REC"
Noto
In addition to the normal inspection after
starting the engi ne, check the operation of all
interior and exterior lights when flight is to be
conducted at night.
ENGINE GROUND OPERATION
No warm-up period is necessa ry, and engIne ground
operation should be hel d to a minimum.
-(l)Applicable only to cngines: incorporating NEB 197 and 195, I
or NEB 191 and L96.
(2 )A4D-l Airplanes BuNo. 137823 and subsequent. and A4D-2
Airplanes.
(3)A4D2 Airplanes only.
() AID- 1 Airplanes only.
53
In order to limit operating time in the region
of highest compressor blade vibratory stresses
(first three stages ) , avoid steady state in
flight and ground operation in the 60-82%
RPM range except as specifically required by
the trainj ng, combat, or other mission. This
restriction applies whether or not J65 Engine
Bulletins 111 and 153 have been incorporated.
GROUND TESTS
The following tests should be made to check satisfactory
operation of the aircraft systems:
a. FLAP control-Move to "DOWN," checking
movement on the flaps position indicator. Move to
"UP" and then to "STOP," noti ng movement. Move to
"UP" to retract the fl aps completely.
b. SPEEDBRAKE switch-"OPEN"; check SPD BRK
OPN indicator light, ascertain that control stick moves
forward, have ground crew check speed brake travel, then
move to "CLOSE."
I WARNING I
Before actuating speed brakes, be certain the
aft area is clear in order to prevent injury to
ground personnel.
c. TRIM switch-Select "NOSE UP" then "NOSE
DN," checking trim position indicator for correct move
ment. Move to "LWD" checking, stick moves left, left
ail eron up, trim tab down and right aileron down. Move
to "RWO" checking opposite movement of stick and
surfaces. Actuate to center stick and check surfaces
faired.
d. Rudder t rim switch-Move to "NOSE LEFT" and
"NOSE RlGHT," checking correct movement of the
trim position indicator and rudder pedals.
e. Horizontal stabilizer manual override control
Check that manual overri de control overrides the stick
trim switch. Sel ect "UP" or "DOWN," noting proper
movement on the trim position indicator. Do not oper
ate to limit of travel.
f . Move all flight controls through their entire range
of movement, checking correct deflecti on with respect
to control stick and rudder pedal positions. Particular
attention should be directed to any abnormal control
forces during t his check. Abnormal forces may indicate
disengagement of hydraulic power control mechanisms
or a faul ty hydraulic fli ght cont rol system.
Note
Cockpi t indications in the conrrol posHlon
checks should be verified by ground personnel.
TAXIING INSTRUCTIONS
When ready to taxi, advance the throttle to some value
above "IDLE," and allow thrust to develop before reo
leasing d,e brakes. Release the brakes, and when the
desired taxiing speed is reached, retard the throttle to a
point at which that speed is maintained. Under normal
conditions, "IDLE" RPM should be adequate to main
tain a safe taxii ng speed. Use the brakes to turn the
aircraft. Avoid sharp turns to prevent excessive wear
on the tires, and to minimize the r isk of overcurning in
a crosswind. l\1oreover, sharp turns can, in some in..
stances, lock the nose wheel at full throw, requiring
outside hel p or excessive power application for recovery.
Hold taxi time to a minimum to conserve fuel , as fuel
consumption is approximately three gall ons per mi nute
at idl e rpm at sea level.
WARN I NG
Do not olace c anopy cont rol handle in
posit i on when the canopy is partly .ope
or not the aircraft i s t axiing. ;:----.
_____.' " ~ . I} ClOseu aha latched se
curely whenever it is practical to do so. If it
becomes necessary to taxi with the canopy
open, be sure rhat taxi speeds when combined
wi th headwinds, gusts or jer and propellor
blasts, do nor cause the relative headwinds to
exceed 60 knots. Relative headwinds in excess
of 60 knots can cause damage to the canopy
bungee shea r nut and hinges, and resul t in
separation of the canopy from the airplane.
Do not open rhe canopy while taxiing.
BEFORE TAKE-OFF
PREFLlGHT AIRPLANE CHECK
a. Canopy . . . ... . ....... . Closed and locked
b. Cabin pressure switch'" . "NORMAL"
c. AIR .cOND control .. .. Desired temperature
d. Trim
Aileron . . .. .. ...... Stick centered.
Rudder .......... . .. 0
Horizontal stabilizer . . 8 degrees "UP" for half
flaps or full fl aps tak.,.
off; 4 degrees "UP" for
no flaps takeoff.
Note
Horizontal stabilizer trim should be cycled for
checking piar to leaving the chocks. It should
then be set at the recommended position. The
trim should not be changed prior to takeoff
to assure proper stabilizer position for take..
off in the event of failure of the trim position
transmitter.
(I)A4D2 Airplanes.

.'
54
NAVWEPS Ol-40AVA- l Section II
e. W ing flaps . . Zero, half or full flaps
as desired.
f. SPEEOBRAKE swirch . "CLOSE"
g. EMER SELECT switch .. "ALL"
h. Observe fue l quantity indicator fo r adequate sup
ply of fue l.
i. SHOULDER
HARNESS control . .. "LOCKED"
j. OXYGEN .. ..... ..... "ON" (before donning
mask)
WARNING I
During periods of engine malfunction, It IS
possible for highly toxic fumes to enter the
cockpit via the air conditioning system; there
fore, it is recommended that oxygen be used at
all times.
PRE-FLIGHT ENGINE CHECK
Select a run-up spot which is clear of loose objects
around the engine ai r intakes and the tailcone.
Not e
Recommended engi ne checks at "MILITARY"
power will generally need to be made during
the take-off roll if the airplane can not be tied
down. Static engine tests without tie-down wil l
need to be made at the maximum obtainable
power settings above which the airplane begins
to slide with the brakes locked.
DECELERATION CHECK. To check the fuel control
minimum flow stop and the throttle rigging (to mini
mize the possibility of a flame- out in fli ght ) , proceed
as follows: Move the throttle rapidly from "MILI
TARY" to " IDLE." The engine should stabil ize at IDLE.
PRIMARY FUEL CONTROL CHECK
a. FUEL CONTROL
switch . "PRIMARY"
b_ RPM . . . __ . __ __ .. __ . __ "IDLE"
,
A40-1 Airplanes SuNo_137813 through 137822
Figure 2-3_ Check-oil Lists (Sheet I)
55
Section II
NAVWEPS OI-40AVA-I
c. Rapidly advance the throttle to "MILITARY."
Note
During manipulation of the throttle from
"IDLE" to "MILITARY," a momentary "flat
spot" in the rising exhaust gas temperature
curve may occur before military rpm is
achieved. This occurrence is a result of engine
rpm passing through the best engine cooling
speed range, and need not concern the pil ot,
provided the temperature does not go below
350
o
C.
d. Check time of acceleration to military rpm at 12
secoods or less.
Nato
Following a ground start and before t he engine
is fully heated, the acceleration to military rpm
may take as long as 15 seconds. The engine is
not expected to meet the 12second time limit
until it has been operated the eqwvalent of five
minutes at 95% RPM.
e. Retard the throttle to 75% RPM.
f. Again advance the throttle rapidly to "MILI
TARY."
g. Check time of acceleration from 75% to military
rpm at four seconds or less and note tbe following:
( 1) RPM ..... . . . . ..... .. 10{}-101%
(2) TEMP .. ... . . ... . . .. . 650 (660
0
)"'C MAX
(3) FUEL BOOST . . .... . . "NORM"
(4) OIL PRESS . . . ... . . ..."NORM" (2(}.-40 psi)
During accelerations, rpm and exhaust remper
ature limitations must be observed. Continuous
satisfactory operation of the engine is based on
(1) Applicable only to engines mcorporating NEB 197 and 19S,
or NEB 197 and 196.
A\I"' -I-2 P-6555-JC

A4D-1 Airplanes BuNo. 137823 and subs and A4D-2 Airplanes.
Figure 2-3. Check-off Us's IShee' 2)
Revi sed 1 July 1961
56
NAVWEPS 01-40AVA-l
Section II
strict observance of the prescribed limitations
(refer to section V) . Any deviations from
these limitations will reduce the service life
and reliability of tbe engine.
MANUAL FUEL CONTROL CHECK
A check of the manual fuel conrrol system should be
made prior to each flight, after each periodic mainte
nance inspection, and after each replacement of an en
gine and/ or fuel control system, as follows:
a. Set throttle to "IDLE."
b. Shift FUEL CONTROL to "MANUAL" (Note if
warning light comes "ON.") A momentaty engine and
fuel flowmeter surge should be expected.
c. Slowly and smoothly increase rpm to maximum
power, while carefully monitoring tailpipe temperature
(EGT). Under sea level static conditions, with the man
ual fuel control system functioning properly, the follow
ing rpm should be obtained:
Ambient Temperature (OF) % RPM (Min)
100 98
60 95
o 91
Higher rpm values are satisfactory, but 101% should
not be exceeded.
Note
At low gross weights it may not be possible to
obtain maximum rpm without tying down the
airplane. Under such conditions, advance the
throttle far enough toward maximum to insure
that the manual fuel control system is function
ing.

d. Retard throttle to "IDLE."
e. After rpm stabilizes at IDLE, switch FUEL CON
TROL to "PRIMARY." (MANUAL FUEL warning
light should go off.) (Refer to Section VJI, ENGINE
FUEL CONTROL SYSTEM.)
Note
When the swit<;/> hack to "PRIMARY" is made,
a momentary fuel flow drop should be ex
pected and may be accompanied by a momen
tary surge of rpm and tailpipe temperature.
WARNING 1
Prolonged idl e operation prior CO take-off
should be avoided to prevent exceedi ng the aft
c. g. limit as f uselage fuel is used. Wing tank
fuel will not transfer to the fuse lage tank at
IDLE rpm, therefore, when the fuel quantity
gage drops to approximately 1\00 pounds re
maining, the engi ne should be operated at
speeds above 55 percent rpm in order to re
plenish fuselage fuel used during idle opera
tion.
TAKEOFF
On all takeoffs, recheck flight conrrols for full throw
and adjust throttle fri ction lock to avoi d creep, just
prior to rolli ng.
WARNING 1
Ascertain that seat catapult safety handle is in
the stowed position for take-off .
AIRFIELD Note
One unit of longitudinal trim equals two
Lower the flaps to the half down position and trim the
stabili zer to full nose up. Hold brakes and advance
degrees of stabilizer travel.
I
the throttle to the maximum thrust obtainable without
skidding on the locked wheels. Check all instruments When the airplane is properly rigged on the catapult,
for satisfactory operation. If the check is satisfactory, and upon signal from the catapult officer:
release the brakes, advance the throttle to MILITARY,
and begin the takeoff ground roll. Obsetve engine
a. Advance the throttle to "MILITARY."
instruments for proper indications during the ground
b. Throttle friction lock . ... . ..... . . ... set
roll . Maintain direction by use of the brakes; only a
slight pressure or " tapping" should be necessary for
c. Grasp the catapul t handgrip in conjunction with
directional control. The rudder will become
the throttle.
enough for steering at approximately 70 knots lAS.
Prior to reaching refusal speed, re-check stabilizer trim
d. Check all instruments for proper indications.
position. After the speed has buil t up to 5 knots 1 s
than lift.off, lift the nosewheel off the "lnwav and '" I h Iff' h d for
. f fl . d I ... fOn:l t e catapu t 0 tcer w en prepare
rotate t
h
e alrcra t to yaway alll tu e "The amount of nose gear strut extensi on has no
01 Appendix I, Flight Handbook 40AVA.lA, for _ ___
ground roll distance and linespeed headrest.
t
Refer to WEIGHT LIMITATIONS, Section V. Refer
to Section III for procedure in the event of a takeoff
g. Optimum Pilot Technique During Launch-After
emergency.
selecting the optimum trim settings for the anticipated
end airspeed, place hand across lap aft of the control
MINIMUM RUN
stick. After initial acceleration, grasp the stick and apply
slight aft stick pressure to maintain optimum attitude
To accomplish a minimum run take-off, fuJi nose up
off the bow. Avoid erratic control movements. Avoid
trim and half fl aps should be employed.
clearing turns until an airspeed well above minimum has
been attained.
After brake release, as the airplane accelerates down the
runway, a generous amount of aft stick shoul d be used
Note
to effect nose wheel liftoff. During airpl ane liftoff, a
The pil ot technique for full flap catapult
nose up rotation of the airplane will occur which will
launches are applicable for half.flap and zero
require an immediate reduction in aft stick pressure to
flap catapult launches.
control. As the airplane acceletates to climbing speed
after takeoff, almost constant re-trimming of the sta Airplane gross weights and ambient tempera
bilizer wi11 be necessary. This nose up rotation of the
tures which require the use of half.flap and
airplane at take-off is reduced in abruptness and severity zeroflap launches are specified in the Aircraft
by an increase in gross weight or by use of less airplane
Launching Bulletin.
nose up trim. However , jf less than full nose up trim is
ef
employed, the minimum nose wheel liftoff speed will
increase. For each Z degrees of reduced nose up trim,
nosewheel liftoff speed, and hence takeoff ground roll
distance, will increase 4 knots and 300 feet, respectively.
W hen catapulted with partially filled external
fuel tanks, the airplane c.g. will be shifted aft
momentarily which will cause an increase in
CARRIER
airplane rotation after leaving the deck. For
Use flap settings specified in AIRCRAFT LAUNCH
the case of half filled 300gal1on tanks, this in
ING BULLETIN.
crease in airplane rotation amounts to 3 to 4.
This momentary increase in rotation combined
Optimum trim settings for full. fl ap launches, and for
wi th normal catapul t launch rotation results in
all gross weights up to and including 22,500 pounds, are:
a high angle of attack very near the stall angle
for a oneslatc1osed condition. If takeoff in
End Longitudinal Lateral Directional
SPeed Trim Trim Trim
this configuration is necessary, pay particular
attention to airplane attitude immediately after
Minimum 7.5 degrees Neutral 0
becoming airborne. (Refer to EXTERNAL
nose up
STORES LIMITATIONS, in section V.)
Minimum plus 5 degrees Neutral 0
10 knots and nose up
Do not attempt catapult launches with un
above balanced loads in external wing fuel tanks.
Section II
NAVWEPS 0140AVAl
..

GE AR- UP
FLAPS -UP (AT SAFE
1
AIRSPEED - AS OESIRED
LANDING GEAR - "up"
WING FL AP S - "up"
FiNAL
AIR SPEEO 110 MIAS*
I*A,I.5,PEI;o5 GIVE N A RE BASED ON _ ~ NORMAL I
L ANDI NG GROSS WEIGH T OF 11,556 POUND S.
FOR EACH 1000 POUNDS I NCREASE I N GROSS
WEIGH T, APPROACH SPEEDS SHOULD BE i N
CREASED Fi VE KNOTS .
Figure 24. Landing and Waveoff Diagram
Revised 1 July 1961
59
I
WARNING
I
The abrupt rolling movement caused by asym
metric slat opening may require up to full
lateral control deflection to maintain wings
level at catapul t end airspeeds near minimum.
Even at end airspeeds up to 20 knots above
recommended minimums, successful launches
may not be possible in the event of asymmetric
slat opening after catapulting. (Refer to
WING SLATS, Section I.)
ASSISTED TAKE-OFF
In addition to normal prefl ight checks, when making
an assisted takeoff also make the following checks.
a. JATO bottles . . . secure
b. JATO bottle firi ng leads . connected to
terminals
forward of
speedbrakes
c. JATO JETTISON switch . .. "OFF"
d. JATO MASTER switch . "ON"
e. JATO READY and JETTISON
CHECK lights . . . ...... ill uminated
(with the JATO
MASTER switch
"ON" )
f. SPEEDBRAKE switch .... "CLOSE"
Note
The SPEEDBRAKE switch sbould be double
checked at "CLOSE" prior to take-off since
an interlock switch in the speedbrake ci rcuit
closes automatically when the JATO bottles
are jettisoned, completing that circuit and
causing the speed brakes to open if the SPEED
BRAKE switch is at "OPEN."
On the take-off roll, press the JATO FIRE button on
the catapult handgrip to fire the JATO bottles. After
take-off and as soon as it is practical to do so, jettison
the JATO bottles by moving the JATO JETTISON
switch, on the control panel, to the "ON" position. (See
ASSIST TAKE-OFF SYSTEM in Section I for a detailed
description of the system. For performance characteristics
regarding Takeoff Distance, JATO Firing Speeds and
Refusal Speeds refer to Appendix Charts A-7, A-7A,
and A-7B in the Flight Handbook Supplement, NAV
WEPS OI -40AVA-IA. )
AmR TAKE-OFF
a. Leave the throttle at "MILITARY" until a safe
altitude is reached.
b. Landing gear control .. . .. . . ... "UP" and
locked (before
225 KIAS)
I
Note
When the nose gear has fully retracted, a
vibration may be felt in the airplane. This is
due to unbalance in the spinning nose wheel
being transmitted through the nose gear strut
when retracted against the stop.

c. FLAP control . . ... . .. . , ..... . "UP"
d. Check gear and flap position
indicators . . . . . . . . . . . "UP"
I
e. (Airplanes using JATO assisted
take-off.) JATO bottles .. . .. . . . JETTISON, as
soon as it is prac
tical to do so.
Note
Almost constant trimming of the horizontal
stabilizer will be necessary after take-off during
the period of acceleration to best climbing
speed.
CLIMB
Accelerate to the best cli mbing speed shown in appen
dix I before starting climb. Use the airspeeds recom
mended in the chart to obtain the best rate of climb;
however, speeds may be varied 10 knots above or below
those sripulated without appreciably affecting climb
performance. Maint ain military rpm throughout the
climb for best results, observing at all times the engine
rpm, exhaust temperature and time limitations as set
forth in section V.
Refer to section VI for information about the flight
characteristics of the airplane.

SYSTEMS OPERATION
Section VII contains operating instructions for the vari
ous airpl ane and engine systems.
DESCENT
Descents may be made very rapidly by using power and
speedbrakes. Refer to Section V for limiting airspeeds,
and to Section VI for diving characteristics of the air
pl ane. For a maximum range descent, throttle back to
"IDLE" and maintain the gliding speed recommended
in figure 3-1. See, also, applicable MAXIMUM RANGE
DESCENT charts in Appendix I.
INFLIGHT ACCELERATION CHECK
After descent from altitude and bef"re entering the
traffic pattern, perform an engine acceleration check in
straight and level attitude between 7500 feet and 1500
feet. Check acceleration by retarding the throttle to
below the "hang-up" range of 78-82% RPM and then
Revised 1 Odober 1961 60
NAVWEPS 01-40AVA- l Section II
accelerating through this range. A normal acceleration
indicates that the fuel control primary system is satisfac
tory for landing. If RPM "hang-up" occurs select the fuel
control manual system for landing, with or without speed
brakes.
Noto
As an alternate to using manual control, speed
brakes and fuIJ flaps may be used to keep
engine RPM above the "hang-up" range of
78-82% RPM during approaches in the primary
control position. This configuration requires
85- 87% RPM, depending upon gross weigbt,
and will result in rapid acceleration of botb
engine and airplane (i n event of wave-off )
when the throttle is advanced and the speed
brakes are closed.
PRE-TRAFFIC PATTERN CHECK LIST
Prior to entering the traffic pattern, make the folJowing
checks:
a. SHOULDER HARNESS
control . ... . . . . . . . . . ....... "LOCKED"
h. Fuel quantity indicator ... .. .. . . Adequate supply
for normal
entry, approach
and landing
c. GUNS switch . . .... . .... "SAFE"
d. MASTER ARMAMENT switch
and miscellaneous armament
switches . . . ......... ,"OFF"
e. UHF radio ........ . ..... . .... Tower frequency
f. Master exterior lights switch .... On (night)
g. EXT LTS control panel ........ All switches
"BRIGHT"
(night)
h. Tri m .................... As desired
i. SPEED BRAKE switch ... As desired
TRAFFIC PAnERN CHECK LIST
a. HOOK control . ............... Field: "UP"
Carrier:
"OOWN""
b. Landing gear control .... ....DOWN" ,
Move the landing gear handle firmly into the
"DOWN" detent.
c. FLAP control . . . . .......... .. . "DOWN"
d. SPEEDBRAKE switch . ...... ... "CLOSE"
Revised 1 October 1961 60A
NAVWEPS 01-40AVA-l S.ctlon II
C::tOSS'.IT D . Cross.rind l andin "5 are not recomleIld,'d d.th a 90- dea- ree cros sllind
No!
l ::1 e;{Ces( 0::: 15 knots. Usc approved crosswint- tecimi ue
i
q
When normal wind C01 After to uchdcnmJUIlder campane ts" of' 15 knots -<:Ir le ' th . ij .
flaps for landing on al be. easily controlled ffirectionally by ar;plyinc aileron nned
wind conditions exist, u:
usmC' i,heel as r equi red. If the Hin'"' is allov"led t o fl se thane
nose of the 1 "lIt ..... ,
are always used for lac
11 th . a:-rp nJ. to track tmmrd the ciOl1l1wind side r ather than
weJ. ,er- c?ckingll lr.to the m..nd as is normally exoectec1 . The follo1,1.n
?roceaure lS recommended innnediately after g
LANDING
1.
Reduce p()1-Ier t o I DLE.
AIRFIELD
At the basic design landing
2.
stick deflect e d into the Hind as requiTer) and alloH nos
of to throuen. !:tllen noseHheel is on deck a"'Jnly
and wheels and flaps down,
f?rtrerd stlck} deflected into the Hind as required t o ma.i t '
imately 100 KIAS. Recom
\-ll.IlCS level attitude. n am a
120 KIAS at the abeam
Begin the turn into the base
J.
Raise the flaps to fur ther reduce Hing lift.
wind of the landing end of I
4.
Extend speedbrake::> to si lorten landin17 roll l f t 1
adequate straightaway for (
no a ready extended .
proach. Gradually reduce air
5.
Use Hheel bral:es as necessary, but do not sldo t he tirc.s .
to llS KIAS on the final
proaches are unnecessary as I Durinc a crossHind l andinc: '-rith the pO'-Jer "bo t " t d .
dl k h" " t ' 1 . os ffiSConnec e , l.ncreased control
I y upon ta tog t e cut, p S l.ee IJre/J/Jures and reduced control s ensitivity) make the l;:mdin"" e..nrerrel
tion of a low approach speet hazardous . If the crosSl-1illd componGnt exceeds 7 to 10 knots . tOi ' y
. that the field t ' , 1 B reconnnended
used. Full nose-up elevator 1 arres lng gear be used.
wheel off at touchdown, WlllCn ShoUIO De iIlaue ae ap- apptoacn. W IICII lanmng-grOSS-WeIgOrn--uuuCl .... ,ouo
proximately 105 KIAS. After touchdown, the nose pounds, it is important to be at fi nal approach speed and
wheel can be held off only to a speed of 5 to 10 knots on altitude well out on the base leg; because power re-
bel ow that of landing. For information on landi ngs qui red is in an rpm range where engine acceleration
with other gross weights (refer to text, LANDING lags so far behind throttle movement, that precise power
CHART and Figure A-I S LANDING DISTANCE in adjustment is difficult. The longitudinal trim rate is
section Appendix I of the Flight Handbook Supple- sl ow. The recommended final approach speed is 115- 118
ment, NAVWEPS 01-40AVA-IA) . KIAS as a gross weight of 11,000 pounds. Add to
or subtract from this figure 5 knots for each 1,000
pound increase or decrease in gross weight. In the final
approach, mil d lateral osci Jl ations will be encountered
from turbulence cteated by the ship. Such oscillations
For each 1000 pounds increase in the gross
have no effect on the flight path; therefore, corrective
weight of the airplane, the approach speeds
aileron defl ecti ons, which invariably are out of phase,
should be increased by five knots.
serve to aggravate rather than all eviate this condition .
Because the speed brakes raise the sralling
speed 3 knots when they are open, t he speed
brakes should not be opened for additional

drag until after touch-down .
Carrier landings on angled deck ships should
be made with particular attention to achieving
MINIMUM RUN. A landing requiring mInimum run
a good line up and avoiding landings with right
way distance can be accomplished by simul ating a carrier
to left drift, which, when associated with the
approach to the airfield wi th speedbrakes retracted.
increased runout of angled deck arresting gear,
Make the approach as slow as possible, but maintain a
can result in the airplane coming to rest in the
safe margin above sta lling speed, Attempt to cross the
port catwalk, even though a pendant is en
landi ng end of the runway at an altitude of 5 to 10 feet.
gaged_
On touch down, immediately retard the throttle, and
A burble effect, present under wind condi
tions, produces a definite tendency for the
ri ght wing to drop as the airplane passes the
approach end of the landing area on angled
deck ships.
To expedite swiveling o"f the nose wheel after
an ar rested landing roll-back, bounce the nose
wheel strut by "tapping" the brakes while ap
plyi ng thrust. Reli evi ng some of the .Ioad car
ried by the gear will permit the wheel to
assume the normal trail position.
open the speedbrakes. When the nose wheel drops, hold
it firmly on the runway and apply wheel brakes. An
emergency minimum run landing can be accomplished
by usi ng the foregoing procedure and shutting down the
engi ne compl etely. The drag of the windmilling engine
and the absence of idle thrust will reduce the landing
run consi derably. The wheel brakes are unaffected by
loss of hydrauli c system pressure.
61
Secti on II NAVWEPS 01-40AVA-l
WAVE-OFF
If it becomes necessary to abort the landing,
a. Advance the throttle rapidly
but smoothly to . . . .. . . . . . . . . "MILITARY"
b. SPEEDBRAKE switch .. . . . . .. "CLOSE"
c. Landing gear control . ... ..... "UP"
d. FLAP control .... .. . . ... "UP" (at a safe
altirude)
AnER LANDI NG
The throttle should be kept at " IDLE" for minimum
thrust. Use the wheel brakes as necessary to slow the
airplane, applying pressure lightly and evenly to prevent
excessive wear and the possihility of blowing the rires.
Prolonged braking is likely to produce exces
., sive heat causing an increase in tire pressure
and decreasing the strength of wheels and tires
sufficiently to cause explosive failure.
When clear of the runway:
a. FLAP control .. . . , . .... , . . .... "UP"
b. SPEED BRAKE switch .... . ... . "CLO SE"
c. AIR COND switch . . . . . . . ..... . "OFF"
d. Canopy .... _... . . _ .. ...... _ . . closed while
taxiing, if
practical.
STOPPING THE ENGINE
If the engine is to be stopped after operating above
96.5% rpm, pause at "IDLE" for at least one minute to
allow the engine temperatures to stabilize before moving
the throttle to 'OFF." Otherwise, move the throttle
immediately to "OFF."
BEFORE LEAVING THE AIRPLANE
a. All electrical equipment ..... . .. Off
b. OXYGEN control .. .... ...... . "OFF"
c. Ejection control safety lever .. . . . Down and
locked
d. CANOPY JETTISON handle ... safety pin
installed
MOORING
Check that:
a. Wheels are chocked.
b. Rudder and ai leron gust locks are installed.
c. Engine intake and exhaust duct covers are inserted..
d. Cockpit cover is installed.
e. Pi tot cover is in place.
f. Air refueling probe cover is in place.
g. Airplane is secured to the deck (See figure 2-5) _
h. Install safety pins in bomb rails.
See appropriate maintenance handbooks for further tie
down procedures, including heavy-weather securing,
auxiliary tie-downs, mooring on jacks, etc.
Figur. 2-5_ Mooring
Revised 1 July 1961

62
NAVWEPS OI-40AVA-I
SECTION III
EMERGENCY
ENGINE FAILURE
Evidence that the engine is malfunctioning or that
engine failure is imminent may be recognized by the
following indications:
a. Loss of thrust
h. Fluctuating rpm and exhaust temperature
Note
Small fluctuations of the RPM pointer, caused
when the fuel control moves through its step
funedon during engine acceleration, are ac
ceptable.
c. Drop in engine oil pressure and/ or fuel boost
pressure
When any of these symptoms appear, reduce power if
conditions permit, and land as soon as possible.
Note
In case chugs and/ or stalls have accompanied
the fluctuating rpm and exhaust gas tempera
ture, and if reducing power has stabilized en
gine operation, advance the throttl e cautiously
to the minimum setting required to complete
the flight.
d. Vibration.
Jf the engine develops unusual vibration characteristics,
the following procedure is recommended: Gradua ll y re
duce engine speed to the minimum level consistent with
the requi rements of level fli ght. Usi ng a simulated f1an1c
out approach, execute a prompt landing at the nearest
suitable landing facility. Prior to reaching the initial

point ("high key"), the reduction of engine speed below
that necessary for level fligh t is not recommeluled unless
engine vibration is excessive. (Bearing failure may be
responsible for the vibration. In this case increased en
gine fried on may prevent the engine from accelerating
after the (hrottle has once been retarded. With a bearing
failure, operation at a very low power setting may actu
ally hasten engine seizure.)
PROCEDURE ON ENCOUNTERING ENGINE FAIL
URE
FLAME-OUT. In the event of a flame-out, proceed as
follows:
a. Throttl e ... . ... "OFF"
b. Check for the foll owing evidence of fire:
(1) Presence of smoke or fumes in the cockpit.
PROCEDURES
(2) Emission of smoke from tailpipe or other
areas.
(3) Rising exhaust temperatures and decreasing
rpm.
c. If there is evidence of fire pull the EMER GEN
release handle.
Note
If the engine is not operating, electrical power
for the fire warning light will not be available
unless the emergency generator is extended.
Once the emergency generator is extended it
cannot be retracted in flight.
WARNING I
If fire is present or existed prior to shut-down.
do not attempt to restart the engine (refer to
FIRE).
d. If no evidence of fire exists, start the engine in the
manner prescribed under AIR START.
ENGINE FUEL CONTROL FAILURE. If engine fuel
control unit failure is suspected as the cause for unstable
engine operation, proceed as follows:
a. Throttle .......... . .. ... ... . . "IDLE"
b. FUEL CONTROL switch . ...... "MANUAL"
At low altitudes, "MANUAL" fuel control
may be sel ected at any throttle setting during
take-off. However, at 6000 feet pressure alti
tude or above, rhe throttl e should always be
retarded to "IDLE" before the FUEL CON
TROL is switched to "MANUAL."
c. Advance throttle slowly ( 0 obtain desired thtust,
observing maximum temperature and rpm limjtations.
At high altitudes "MANUAL" fuel control
may provide 100% rpm with less than full
throttle travel. Small movements of the throttle
may result in large changes in rpm and EGT.
NAVWEPS 01-40AVA-l
Do not return the FUEL CONTROL switch to
"PRIMARY" while in flight.
If the switch is bumped, even slightly, in the
aft direction, it will flip back to PRIMARY,
since it is not locked in the MANUAL position.
Later airplanes(1) have a switch which locks in
either position.
THROTfLE LINKAGE FAILURE. On airplanes in
corporating J65 Engine Bulletin 240, if the linkage
between the cockpit throttle lever and the engine fuel
control unit breaks (at settings ahove idle) , the unit
automatically seeks approximately 87% rpm (when
FUEL CONTROL is on "PRIMARY"), which normally
provides sufficient thrust to maintain flight. On ai r
planes 1101 incorporating Bulletin 240, if the linkage
breaks, the fuel control unit automatically retards to the
idle rpm position. (For landing procedure, refer to
LANDING EMERGENCIES in this section.)
AIRSTART
Whenever a flameout occur s , drop t ho
immediately and move tI,e FUEL CONTR(
for the attempted relight prior t o .
r oc edure. V is \9J"'Cl \"J "'"\fie 'P' .
m ry S -t the list att'Wnpt s){ould'Ke made
i "MA AV
Note
Airstarts may be attempted at any altitude.
However, it has been found that airsrarts are
more likely [0 be successful at 20,000 feet or
below.
(IIA4D-2 Airplanes BuNo. 144868 and subsequent.
45,000
40,000

30,000

20,000
15,000
10,000
5000
a. Check, throttle . . ... . "OFF" ' 1/
b. FUEL CONTROL switch
.. ... .
IJtJ "MANUAL"
Note
The emergency generator must be extended
for an airstart on the manual fuel control sys
tem if sufficient electrical power is not avail
able from the engine driven generator.
If the emergency generator is extended, the
fuel boost pump is inoperative. Hence, to avoid
trapping air in the engine driven fuel pump
inlet line, avoid negative g operation.
c. Establish recommended airspeed of 170- 200 knots.
d. AIRSTART ignition. .. .. "ON"
e. Throttle .. . .... "IDLE"
Note
Pending incorporation of ASC No. 155, the
thrortle must be firmly positioned against the
idle detent to insure that the AIRSTART igni
tion switch remains "ON" and is available for
low altitude emergencies.
In airplanes which have Engine Bull etin No.
328 incorporated, advance the throttle slowly
toward " IDLE" to provide fuel flow. Ignition
is available whenever the AIRST ART switch is
"ON." When using manual fuel control in air
planes which do not have Engine Bulletin No.
328 incorporated, advance the throttle rapidly
to abeam the "IDLE" position (not around the
RECOMMENDED GLIDING SPEED
2!>0 I(NOTS CAS AT 4 !>,OOO FEET
220 I(IIIOTS CAS AT 4 0.000 FEET
200 KN OTS CAS AT 3!1.000 FEET ANO 9ELOW
CONOITIONS
q.EAN CONFIGURATION, NO WINO . AND ENGINE
WINOMILLING

69

".
;

DI STANCE
NAUTICAL MILES
P6559-IC
Figure 3-1. Maximum Glide

horn) to assure commencement of the ignition ABORTING TAKEOFF. The pilot should program
cycle. his takeoff so that he will have takeoff airspeed by
the time he is committed at his "go-no go" position .
Windmilling engine rpm on these relights
(Refer to Takeoff Charts in the Supplement.) In the
should be above or at the "START" mark. At
event that a takeoff must be aborted:
altitudes of 12,000 to 14,000 feet the light.off
should occur within 10 to 15 seconds. At
Speedbrakes extended. a.
20,000 feet light.off shoul d occur within 2 1 to
b. Throttle "OFF."
30 seconds. The minimum EGT reading on the
engine performance indicator is approximately
c. Wing flaps to remain extended.
200C.
d. Forward stick applied for full tire traction.
f. After relight occurs, advance t he throttle slowly
e. Maximum braking action applied.
and smoothly to the desired setting.
If the airfield has arresting cables, the pilot should use
Note
them if necessary, but should extend tbe hook only just
Manipulate throttle to maintain EGT within prior to engagement.
limits.
g. AIRSTART switch ... . ......... "OFF"
WARNING I
If relight does not occur within 30 seconds (when using
JP5 fuel the time required for a lightoff indication
If overrunning the runway to unprepared ter
may be as long as 45 seconds) retard the throttle to
rain seems imminent, jettison external fuel
"OFF" and wait approximately 10 seconds to permit
tanks and stores to reduce the danger of fire
ai rfl ow through the engi ne to purge fuel from th com
or explosion.
bustion chamber and tai lpi pe, before attempting another

" r.IJC;TART (whorl' ASC 155 and J65 EB)28 ar e incorporated)
fer to
Nake all airstarts using UAL fuel control system.
I exist
r rn y
NOTE
elease
Introl
Airstarts may be attempted at any altitude. However , it has been found that
airs tarts are more likely to be successful at 20,000 feet or below.
a . As soon as a flameout is recornized, throttle OFF .
b. Emergency ger.erator - Avoid negative g flight so as to avoid trapping air
. f 1 'g, imme
the engine driven uel pump inlet ine.
c. Fuel control _ l-tANUAL . this fails,
d. If practicable, descend to 20,000 feet or less altitude. 1 Seat in-
e. Establish 180+ 20 KIAS . 1 this seat
f. Airstart switch - ON . (but not
g. Position throttle at 500 PPH fuel flow r ate . Slowly advance throttle to a maximum r contact
of 1000 PPH. Do not move throttle around horn to IDLE position before lightoff is obtained. ti me per
When fuel now r ate is not known (inoperative or miSSing fuel fiOH indicator) position throttle
midway between OFF and IDLE. Slowly advance thr ottle. Stop short of the InT.F :r"
fuel flm! r ate i'1 the IDLE Dosit.;".... 1..':-1..-- ... -_ .. .
suod""l1 ",,,:eN J O n"".ma JO Ja>l.lO JO uonouW lq paqsnqt\d

zt ON NO/r/All1 Wllll1NI JlOOBON'IH 1H!J11J
<:')61 xvw
..oO'D 01 fiSC #T57.
lOde permit:
....am jlylhg speea. If time and alti
(2)AII A4D-l, -2 Airplanes having ASC #157 incorporated, a. Throttle .... . . ......... . . "IDLE"
NAVWEPS 01-40AVA-l
Note
In airplanes which have ASC No. 155 incor
pora ted the throttle need not be returned to
the "IDLE" position. The AIR START igni
tion switch may be turned "ON" with the
throttle at take-off power settings.
b. AIR START ignition switch .. .. "ON"
c. FUEL CONTROL switch .... .. "MANUAL"
If engine rpm is at "IDLE" or below, extend
emergency generator by pulli ng EMER GEN
release handle, so that manual fuel control will
be available.
In airplanes having an EMER GEN by-pass
switch, that switch must be at "NORMAL" to
assure that electrical power is supplied from
the emergency generator.
d. If engine re-Iights, advance throttle slowly to pre
vent over-tempera turing or a flame-out.
e. Airstart ignition switch . .... "OFF"
If the preceding abbreviated airstart is unsuccessful,
maintain flying speed. Accomplish as many as possible
of the following steps:
a. Thtottle . . . . ..... .... . . . . . . .. "OFF"
b. Landing gear control handle "UP" if insufficient
runway remains for a wheels-down landing.
c. Extend emergency generator.
d. Jettison all external stores. (Use EMER BOMB
REL.)
e. FLAP control ..... . .. . . ~ ~ . ' as required
f. FUEL valve .. . . . . . . . . .. . ..... "EMER OFF"
g. Land straight ahead.
DURING FLIGHT
a. Throttle ... . . . . ... ... , "OFF"
b. Attempt to start t he engine as outlined under AIR
START.
c. If the air starting attempts are unsuccessful, per
form the procedure set forth in "ENGINE FLAME
OUT LANDINGS" and maintain the recommended
gliding speed for maximum range (refer to MAXI
MUM GLIDE) . Should engine failure occur at night
over unfamiliar territory, eject if the engine cannot be
started.
MAXIMUM GLIDE. The recommended speed for maxi
mum gli ding range is approximately 200 KIAS for gross
weights up to 16,000 pounds, a clean configuration, and
altitudes up to 35,000 feet. At 40,000 feet, it is 220
KIAS; at 45,000 feet, 250 KIAS. See figure 3- 1 for
approxi mate gliding ranges from various altitudes.
ENGINE FLAME-OUT LANDINGS
Airstarts can be made at any altitude, with indicated
airspeeds between 170 and 200 knots being the best
speed range; however, airstarts may be attempted at any
indicated airspeed from 160 to 210 knots.
Airstarc attempts may be abandoned at about 10,000
fee t to permit concentration on the landing pattern;
however, leaving the air start switch "ON" and the
throttle in the " IDLE" position may result in an air
start duri ng the flame-out approach. Prior to touchdown,
if no airsta rt occurs, the throttl e should be dosed and
the airstart switch "OFF."
During a flameout approach:
a. A slight amount of canopy and windshield frosting
will form. Even if conditions are conducive (high hu
midity) to the formation of heavy' frost, the clamshell
type canopy canl10t be 'cracked" to reduce frosting;
b. The engine driven generator becomes inoperative
below approximately 18,000 feet in the engine-off de
scents at normal glide speeds;
c. When the airplane is operati ng on t he manual
fli ght control system with the stick extended, lateral con
trol is sti ff and only li mited corrective maneuvers such
as shall ow Sturns should be made in the pattern. Slips
are nOt advisable. The elevator is effective throughout
the speed range, and touch-down as slow as 125 KIAS
can be made without difficulty. (Refer to FLIGHT
CONTROL SYSTEM FAILURE, this section, and also
to section VII, HYDRAULIC POWER DISCONNECT,
for further information on the power disconnect during
engine fl ame-out landi ngs.)
The recommended pattern for flame-out landings and
simulated fl ame-out landings is shown in figure 3- IA.
The pattern consists of a 360-degree approach with
check points at the initial, the ISO-degree and the 90
degree positions. The initial point is defined as a posi
tion above and slightly to the right of the intended
landing point with the ai rplane headed in the direction
of the landi ng runway. The check point altitudes are
presented in figure 3-1A.
When a pilot is committed to a f lame-out landing
either because ,of an engine failure or fuel exhaustion,
he should execute the following general procedure:
a. Throttl e . . ..... ...... .. ... . . . " OFF"
Note
If an air start attempt had been made the AIR
START switch must also be "OFF."
Revised 1 Januory 1962

NAVWEPS OI-40AVA-I Section III
b. Extend the control stick.
c. Trim the airplane to 170 to 200 KIAS.
Note
The airplane should be trimmed to 170 to 200
KIAS before the engine rpm gets below 20%,
if possible.
d. POWER BOOST REL handle ... Pull
Note
Hydraulic power cannot be reengaged in flight
and requires approximately 30 minutes to reset
on the ground.
e. EMER GEN release handle .. . .. Pull

Note
Lateral and directional trimming cannot be ac
complished on the emergency system; therefore,
the airplane must be trimmed at 170 to 200
KIAS prior to extending the emergency gener
ator. The longitudinal trim switch on the stick
is inoperative when the emergency generator is
employed and the "manual override trim" must
be used.
In airplanes equipped with an EMER GEN by
pass switch be SlIre the switch is at "NOR
MAL" in order to assure that eieclcicai power
is avai lable from the emergency generator.
.
CONFIGURATION : GEAR DOWN-FLAPS UP .
ALL ALTITUDES SHOWN ARE TERRAIN CLEARANCE .
3000 FEET ALTITUDE APPROX
5000 FEET DOWNWIND FROM
TOUCHDOWN POINT. GEAR DOWN
FLAPS UP 170 KIAS.
AT 9000 FEET ALTITUDE .
I
I
9000 FEET CLEARANCE OVER TOUCHDOWN POINT.
ESTABLISH 170 KIAS. GEAR DOWN FLAPS UP, 30
GLIDING TURN AND 4000 FPM RATE OF DESCENT
AVA-I-! P- 8 226-IC
Figure 3-' A. Flame-ou' landing Pattern D;agram
f. Jettison all external stores (Use EMERG BOMB
REL) except when the landing has to be made on water,
on unprepared terrain or with wheels up. In such cases
retain empty drop tanks to help cushion the landing.
g. FUEL valve control .. .... "EMERG OFF"
h. SHOULDER HARNESS control . "LOCKED"
i. Place seat in approxi mately the mi d. positlon.
ENTRY. Establish recommended gliding speed and plan
a glide to the selected landing field so as to arrive over
the initial poi nt at 9000 feet above the runway. Check
the surface wind carefully and plan the approach for an
8000 foot runway with a crosswind component less than
15 knots.
Shorter runways or stronger crosswinds will
require precise control; and such landings are
not recommended unl ess the pilot is familiar
with the ai rplane and has recently simulated
such landings.
The lowering of the landing gear should he planned to
aid in arriving at the initial point at 9000 feet altitude
above the terrain.
INITIAL POINT. A 30-degree hank is established at
the initial point at 170 to 185 KIAS, landing gear
down and flaps up. A rate of descent of approximately
4000 feet per minute will result.
The use of flaps or speed brakes cause a dan
gerously high rate of descent during a flame
out landing approach.
If the initial point is reached with less than 9000 feet
altitude, the lowering of the gear may be delayed so as
to arrive at the ISO-degree point at 4500 feet or at the
9O-degree point at 3000 feet.
Note
The landing gear must he down and locked at
the 90-degree point. The gear requires approxi
mately 25 seconds to extend and lock.
Successful approaches may be made if the altitude at
the ISO-degree point is in error by 500 feet by varying
the pattern. If the altitude over the initial point is
highee than recommended, the initial tucn may be de
layed slightly. When a crosswind prevails, the bank
angle at the initial point should he shallowed or
steepened as required in order to arrive at the correct
distance aheam at the 180-degree point.
ISO-DEGREE POINT. When the ISO-degree point is
reached, the pilot should consider the altitude, rate of
descent and position to determine if a correction should
be made to the bank angle. He should be approximately
11/2 miles abeam the runway, at 4500 feet altitude above
the terrain, with gear down and flaps up.
90-DEGREE POINT. At the 90-degree point, the air
plane should be approximately 5000 feet downwind of
the intended landing point (first one-third point of
runway) and at an altitude of about 3000 feet above
the terrain with gear down and flaps up. The final
turn should be planned to reach the straightaway with
about 1000 feet of altitude. The approach speed of 170
KIAS shoul d be maintained unti l the final straightaway
approach is reached.
FINAL APPROACH AND LANDING. The final ap
proach should start with approximately 1000 feet of
terrain clearance (with an allowable minimum of 500
feet), aimi ng at the intended touchdown point at the
first one-thi rd of runway. 160 KIAS should be main

tained unti l fl are is initiated at 200 feet altitude. Excess
altitude in the fi nal may be dissipated by shallow S
turns or by nosing over to pick up additional speed.
The use of fl aps or speed brakes causes a dan
gerously high rate of descent during a no
power landing approach.
Slips are not advisable due to high lateral control forces
on the manual system and the resulting increased rate
of descent, which would make flaring critical. The air
craft flares nicely down to 160 KIAS. An airspeed of
155 KIAS provides only marginal ability to flare. The
flare should be initiated at approximately 200 feet of
altitude. Touchdown speeds following the flare may he
varied from 125 to 150 KIAS.
SIMULATED FLAME-OUT LANDINGS
For training purposes, flame-out landings may be simu
lated. A procedure for closely approximating a flame

out condition consists of extending the speed brakes,
utilizing the manual flight control system and follow
ing the rpm schedule shown below:
Altitlldes RPM Rate of Desce/lt
20,000-10,000 feet 75 percent 4800 feet per
minute
Below 10,000 feet 70 percent 4100 feet per
minute
The above rpms for practice simulated flame
out landings are within the critical 60-82%
area restricted for prolonged setting. Accord
ingly, the rpm should be varied by throttle
manipulation so as to achieve slight fluctua
tion and to avoid a constant setting within
the restricted area.
When practicing simulated no-power landi ngs, foll ow
the pattern in figure 3-1A_
A simulated flame-out landing is an excellent method
of making an emergency landing with a malfunctioning
engine or with a low fuel supply_ If the engine is lost
at any point in the approach, the speed brakes may be
closed by means of the manual control and the approach
continued to a safe no-power landing.
Note
The pattern described is for an airplane gross
weight of 10,500 to 12,500 pounds (no external
tanks or stores). If fuel is exhausted, speed and
altitude may be lowered slightly. Add approxi
mately five knots for each 1000 pounds increase
above this weight.
The longitudina l stick trim is inoperative when
the airplane is operating on the emergency gen
erator, and the "manual override trim" must
be used.
With the landing gear down and emergency
generator extended, the nesa glass heater (de
frosting) circuit is inoperative. Nevertheless,
the flame-out approach should be programmed
so as to have the gear down and locked at the
ISO-degree point, utilizing emergency gear
extension. Refer to LANDING GEAR SYS
TEM in this section.
68A
NAVWEPS 0140AVAl
r
The use of flaps or speed brakes causes a dan
gerously high rate of descent during a no
power landing approach_
ASSIST TAKE OFF UNIT FAILURE
(To be added)
FIRE
ENGINE FIRE
ON THE GROUND_ If fire develops in the engine
section on the ground. perform the following:
a. Throttle . ..... ........... ... . "OFF"
b. FUEL valve control .. .. . . ... "EMERG OFF."
if fire persists
It must be definitely established that the fire
is in the engine before the starter is used. For,
if the fire is in the accessory section beneath
the engine. cranking may intensify combustion
by circulating engine compartment cooling air.
c. Make certain that the starter has a source of power.
d. START-ABORT switch ....... Depress
e. Allow the starter to motor the engine until the
fire has disappeared. If fire persists for a considerable
length of time. continue cranking the engine and signal
the fire guard to apply CO, to the engine air intake
duct as required.
IN THE AIR. Illumination of the FIRE warning light
is usually the first indication of fire or an overheat con
dition in the engine or engine compartment. An actual
fire may also be accompanied by a scorched or pungent
odor in the LOX system, smoke or fumes in the cockpit,
stiffening of elevator or aileron control pressures, flicker
ing "ladder" lights. excessive EGT or fluctuating fue l
quantity indication. Any of these indications may be
used to confirm a warning light indication of fire. The
possibility exists that a fire could be present without
illuminating the FIRE warning light. If practicable, con
fiemation of fire indications should be made through
visual sighting by a wingman.
If the FIRE warning light illuminates. the pilot should
perform one of the following two procedures, dependent
upon the presence or lack of other indications of fire:
a. Warning light on-other indications of fire,
1. Throttle ... . OFF
2. Emergenry fuel shut-off knob ... EMER OFF
3. If fire persists .. . ......... EJECT
4. If the fire is extinguished by moving the throttle
to OFF and cutting off the fuel supply to the engine
as evidenced by the FIRE warning light going out or
the disappearance of other indications of fire, do not
attempt to restart the engine. Decide whether to a t t ~ m p t
an emergency landing without power or to abandon the
airplane.
5. If the decision to land is made. PULL the emer
geney generator release handle.
b. Warning light on-no other indications of fire:
1. Throttle ... .. IDLE
2. If the warning light goes out, land as soon as
possible using mini mum thrust, or thrust below that
which causes the warning light to glow.
3. If the warning light continues to glow without
other indications of fire, the pilot must determine
whether a false fire warning indication exists and de
cide whether to attempt an emergency landing or to
abandon the airplane.
FUSELAGE FIRE
There is little that can be done to combat a fire in the
fuselage during flight. as no fire fighting equipment is
available. There is always the possibility that the fire
could be electrical in origin, however, and the pro
cedure for ELECTRICAL FIRE should be followed.
WING FIRE
Because of the location of the integral wing fuel tank,
a fire in the wing coul d be caused by fue l leakage and/
or defective electrical wiring.
a. Jettison all combustible external stores.
b. Follow the procedure as stated under ELECTRI
CAL FIRE.
c. If the fire continues to burn, eject, as the fire is
probably fuel-fed; and there is no way of stopping the
fire while in fli ght.
ELECTRICAL FIRE
When a fire seems to be electrical in origin, proceed as
follows:
a. Turn off all electrical equipment.
b. Observe that the fire is extinguished.
c. Turn the switches on one by one to find the de
fective circuit.
d. Leave the offending circuit off and turn the neces
sary equipment on.
NAVWEPS Ol-40AVA-l
e. If the fire cannot be exti nguished in this manner,
the pil ot must decide whether to abandon the airplane
or attempt an emergency landing.
SMOKE ELIMINATION
If smoke or irritating fumes are present in t he cockpit,
turn the air conditioning switch to "OFF."
[ ~ ~ ~ ~ O ~ ]
Turning the air conditioni ng switch "OFF"
also "dumps" t he cabin pressure.
LANDING EMERGENCIES (EXCEPT DITCHING)
WARNING'
Landing jet air pl anes on unprepa red terrain is
usually extremely hazardous. Provided suffi
cient altitude is available, ejection is preferable
[0 attempting an emergency landing on any
surface other than a runway. If a ma lfunction
occurs during low level flight, it may be possi.
ble to convert excess airspeed into enough
alti(llcle to permit a safe ejection.
When power is avail able, more deliberation can usua lly
be given to eval uating the many variables affecting a
safe emergency landing, such as direction and velocity
of the wind and the type of terrain on which the landing
is to be made. On areas other than prepared runways and
surfaces of known adequate hardness, the landing should
always be made with the wheels retracted. If the nature
of the emergency is such that all wheels will not fully
extend, t he landing gear should be left in the retracted
position. Prior to any wheels.up landing, all external
stores should be jettisoned except empty drop tanks
which should be retained to help absorb the force of
landing. Use the recommended approach speeds
throughout the landing pattern, and attempt to touch
down at, Ot slightly above, the recommended landing
'peed.
I : ~ ~ ~ T I ~ ~ :1
Ai rspeeds throughout the approach and land
ing should be increased five knots for each
1000 pounds increase in the weight of the ai r
plane over the normal landing gross weight.
EMERGENCY EXIT. If it is necessary that the pilot
leave the airplane immediately after landing, the canopy
should be jettisoned by pulli ng the CANOPY-HARNESS
REL handl e on airplanes'" so equipped, on other air
planes'" by first pulling the CANOPY JETIISON
handle, then the HARNESS RELEASE handle to free
the pilot from the seat.
r--W-A-R-N-IN-G-""',
After pull ing the HARNESS RELEASE han
dle, the oxygen hose must be manually dis
connected from the console prior to departing
the cockpit.
I
Do not use the manual canopy control prior
to actuation of the CANOPY-HARNESS REL
handle, or the CANOPY JETIISON handle.
Do not pull the CANOPY-HARNESS REL
handle, on airplanes ' " so equipped, while the
airplane is moving, as it also releases the pilot
from the seat.
In earlier airplanes" ' , having the NAMC
TYPE II catapult seat, pulling tbe CANOPY
HARNESS REL handle also arms the ejection
seat.

LANDING WITH THROTILE LINKAGE BROKEN
AIRFIELD. On airplanes incorporating J65 Engine Bul
letin 240, if the throttle linkage breaks, the engine fuel
control unit (unl ess it is at idle) automatically seeks
approximately the 87% rpm position. Normally, flight
can be maintained. Maximum rate of climb can be at
tained at 210 knots (dean configuration). Field landings
and wave-offs can be accomplished. (Refer to section J
MANUAL FUEL valve controL) The approach should
be made without external stores. Fuel remaining should
be between 1000 and 2500 pounds, to all ow for several
wave-offs, if necessary.
Perform landing pattern cbecks as for a normal landing
and fly the normal field landing pattern as described
in section II, with the following exceptions:
a. Down-wind leg .. ,.,., ..... gear down,
full flaps,
140-145 KIAS
b. Base leg ....... .. , . . ... . . ' , .. 130-135 KIAS
c. Fi nal approach ., .. . . .. .. , , , 125- 130 KIAS
(1) Fly it long.
(2) Control rate of descent wi th speedbrakes.

( 3) Control airspeed by varying angle of attack.
d. Waveoff.
(I) Close speed brakes.
(2) Retract gear.
(3) Keep flaps fully extended to provide neces
sary lift while feentering landing pattern.
e. After touchdown . ............ MANUAL
FUEL valve con
trol, "EMER
OFF"
(I)AIl A4D- l. 2 Airplanes prior to incorporation of ASe #103.
(:!l AII A4D- l. -2 Airplanes .:ailcr incorporation of ASe #103.
(31A4D l Airplanes BuNo. 142080 and prior, before incorpora
tion of ASC #157.
Revised 1 July 1961
NAVWEPS 01-40AVA- l
RESCUE-INVERTED
I
INSERT HOIST
HOOI< IN JACIC
PAD HOLE .
WITH AIRPLANE INVERTED HOtSTING IS NECESSARY TO GAIN
ACCESS TO COCKPIT. HOIST ENOUGH TO OPEN CANOPY AN D
FREE PILOT,
ACCESS FROM OUTSIDE
CANOPY JETTISON HANDLE ' "
TYPICAL BOTH SIDES FOR EMERGENCY JETTI SON
WARNING I
STANO CLEAR OF CANOPY BE
CAUSE IT WILL. REBOUND TO
CLOSED POSITION IF HINGES
FAIL TO SHEAR. IF CANOPY
SHEARS, SEAT WILL BE ARM
PUSH
ED . 00 NOT PULL ON FACE
THEN
CURTAIN HANDL.E.
PULL
HANDLE
II I A40-1 AIRPLANES
BUNO .
I NSIDE
CANOPY RE LEASE HANDLE
AH D .1.40-2 AIRPLANES
FOR NORMAL OPENING
BUNO. '412097- 142141
PilOT REMOVAL
ENTRY CA NOPY IN PLACE
COCKPIT
SPRAYING THE CANOP'I' WITH C02

WILL CAUSE THE CANOPY TO BE
COME E)(TREMELY BRIT TLE AND
EASY TO BREAK.
AFT ER BREAKI NG THROUGH
CANOPY REACH INSIDE AND
OPEAATE CANOPY RELEASE
LEVER. I F CANOPY FAILS TO
RELEASE ENLARGE BREAK
TO RELEASE PILOT.
AVA-I- l P - 1927l- 1
Figure 3-2. Emergency Entrance
71
Note
The time interval from actuation of the MAN
UAL FUEL valve control until initial engine
deceleration is approximately 4 seconds. This
delay tends to increase the landing roll -out;
but the absence of idle thrust after the engine
runs down tends to decrease it.
LANDING WITH THROTTLE LINKAGE BROKEN
CARRIER Pending fu rther flight tests, no carrier land
ing should be attempted without th rottle control.
EMERGENCY ENTRANCE
When it is necessary to gai n entrance to the cockpit in
an emergency, it may also be necessary to effect the
quick and safe removal of the pilot from his seat and
parachute. This entry and rescue operation requires t hat
certai n procedures be followed and that certain precau
tions be taken. Si nce the procedures 3re not the same
for all airplanes, they will be discussed separately.
EARLY AIRPLANES'"
The external CANOPY RELEASE handle must be actu
ated to gain entrance to the cockpit. I f the airplane is
inverted or for any other reason the canopy will not
open, use an axe or other tools to smash the canopy and
accomplish entry. On airplanes'" having the rocket ejec
tion seat, pl ace the ejection controls safety handle on the
pilot's headrest in the down position, then free the pil ot
from his sear and parachute, unfasten the harness attach
fittings.
WARNING I
If the canopy is open, do not pull the
CANOPYHARNESS REL handle to free the
pilot from the seat. When the compressed ai r
cylinder is expended, the canopy wi ll usually
slam shut, causing injury to anyone leaning
across the cockpi t rai l. (Later airplanes(f) which
are equipped with the rocket ejection seat have
a HARNESS RELEASE handl e which has no
effect on the canopy and may be pulled if
required.)
LATER AIRPLANES'"
An external control for jettisoning the canopy is pro
vided on each side of the fuselage. Push in on the
RESCUE access door and pull the red PULL CANOPY
JETTISON handle that extends: this will jettison the
canopy if it is closed and locked.
WARNING I
When the canopy is jettisoned, the seat catapult
interl ock is extracted, and care must be exer
cised to avoid firing of the seat catapult charge.
On airplanes!f) having the rocket ejection seat,
place the ejection controls safety handle on the
pilot's headrest in the down position.
To release the pilot from the seat, disconnect the rorso-I
suit to sea t-pan oxygen hose fi tting and unfasten the
sholl ider strap and lap belt fittings or cut the webbing.
The pilot may also be released from the seat by pulling
the HARNESS RELEASE handle. This method is not
as desirable however since the parachute and pararaft
kit will remai n attached to rhe torso suit and make it
more difficult to remove the pilot from the cockpit.
Note
When the canopy is open or unlocked, a djs
connect mechanism prevents firing of the 2500
psi compressed air cylinder, thus elimi nating
danger to rescue personnel from canopy motion
when the HARNESS REL handle is pulled.

DITCHING
A forced landing at sea ( ditching) should be made only
as a last resort ; eieetion is recommended whenever f easi
ble. The pil ot must necessarily choose between either a
high sink rate or increased speed, both extremely dan
gerous approaches co t he water. Moreover, the pil ot has
the difficult problem of determining exactly how high to
flare above the water without stalling, often without any
visual references to assist in height determination. Ac
cordi ngly, on airpJanes( 1) nOt incorporating the rocket
catapult ground level escape system, ejection should be
made whenever the airplane is more than GOO feet above
the terrain or when a "zoom" will attain this altitude.
The need for ditching should normally occur only when
making a landing approach, a weak catapul t shot or in
event of a w a v e ~ o f f fa il ure. If fail ure occurs during low
level runs, a "zoom" may get the airplane hi gh enough
to make ejection possible.
On those airplanes!:! ) which have the rocket catapult
ground level escape system, it is possi ble to eject at any
altitude so long as the speed and attitude of the ai rpl ane
meets terrain clearance requirements shown in figure 3- 5.
(See also EJECTION in this section.)
As many as possible of the following operations for
ditching procedu re should be accomplished:
a. Shoulder harness . ............. "LOCKED"
b. Landing gear ... . ... .. ..... .. . "UP"
c. Jettison the canopy by pulling the emergency
CANOPY JETTISON handle on the righ, hand cockpit
rail on airplanes (:I ) so equipped. On other airplanes(tl )
manuall y release the canopy by actuating the canopy
opening handle on the left hand console.
(I) A4D-1 Airplanes BuNo. 13781 3 through 137831, 139919
through 139970, and A4D2 Airplanes BuNo. 142082 through
142096.
(:!) AII A4D-t , 2 Airplanes aller incorporation of ASe # 157.
(3) A4D-l Airplanes BuNo. 142142 through 142235, and A4D2
Airplanes BuNo. 142097 through 142141.
H)AII A4D- I, -2 Airplanes prior to incorporat ion of ASe # 157.
UI AIi A4Dl , 2 Airplanes afler incorporation of ASe # 103.
(fl) AII A4D -l , -2 Airplanes pr ior to incorporation of ASe # 103.
NAVWEPS 01-40AVA-l
WARNING I
Do not use the CANOPY-HARNESS REL
handle to jettison the canopy, as this also
releases the pilot from the seat.
When the canopy is jettisoned, the canopy con
trol handle will describe a rapid rearward are,
with possible injury to the hand or arm_ If the
canopy is jettisoned by use of the face cur
tain, secondary handle or the canopy harness
release, keep the hand and arm clear of the
canopy control handle. If the canopy is jet
tisoned in flight by aft movement of the can
opy control handle, anticipate a rapid rear
ward movement of the handle as the wind
raises and shears the canopy.
Note

On some airplanes(1) the canopy may not shear
off at airspeeds below 200 knots. On other
airplanes(2) the minimum airspeed for guaran
teed canopy breakaway is 125 knots.
On other airpianes( 3) the canopy jettison han
dle, below the right hand cockpit rail , permits
power jettisoning of the canopy without eject
ing or without releasing the integrated harness.
d. Jettison all external stores except empty drop tanks
which should be retained.
e. Place seat in the approximate mid-position.
f. IFF .. "EMERGENCY"
g. Transmit "MAY-DAY" position report.
Note
Present LATlTIJDE and LONGITUDE may
he observed in the ASN-19'" Computer

Control POSITION windows.
h. Turn ASN-19'" Computer-Control selector switcb
to "RESET" to erase base position information.
i. CABIN PRESS switch ... . .... "RAM," or
AIR COND switch . . "OFF"
j. Helmet visor over eyes.
k. Oxygen ............... .. ... "ON"
1. All armament contro ls ........ "SAFE"
m. Arresting-hook "DOWN" for drag and feeling for
the water.
Land into the wind if there are no swells and in light
seas; land along the top of and parallel to the swells if
{l)All A4D-1 AirpJanes prior to incorporation of ASC #169.
(2)All A4D-l , -2 Airplanes after incorporation of ASC #169.
{9)All A4D-l, -2 Airplanes after incorporation of ASC #103.
(")A4D-2 Airplanes.
Revised 1 July 1961
there are larger roller-swells and if the wind is less than
25 knots; land into the wind in higher force winds to
take advantage of the lowered forward speed, but recog
nize the possibility of ramming nose-on into a wave or
of striking the tail on a wave-crest and nosing in. Re
main braced until all shocks stop. Abandon the airplane
as soon as possible, using the CANOPY-HARNESS REL
or HARNESS RELEASE (ditching) handle.
UNDER-WATER ESCAPE
In the event of submersion from porpOlsmg, remain
braced until all shocks stop. Keep the oxygen mask on
when leaving the airplane under the water. Use the
CANOPY-HARNESS REL or HARNESS RELEASE
(ditchit'g) handle to sep<l1"ate from the seat and to retain
survival gear. Lem, forward to clear the parachute pasl
the headrest and to insure separation of the shoulder har
ness fittings. Pull forward with the hands on the upper
edge of the windshield bow and push with the feet 10
escape.
Use of the CANOPY-HARNESS REL handle or the
emergency CANOPY JETTISON handle on those air
planes" ) so equipped provides the power of the bungee
to blow the canopy. In the event of mal functioning of
these systems, the pilot may still remove the canopy
under water by puHing the manual release. However,
pulling the CANOPY-HARNESS REL handle or the
CANOPY JETTISON handle to remove the canopy
under water should be attempted first.
In extreme circumstances, the pilot has two other meth
ods of getting through the canopy : using his service
revolver and/ or his survival knife to crack it open. Use
of the revolver should include having the helmet and
oxygen mask on, with the helmet-visor over the eyes
and as much as possible of the body covered for protec
tion from flying plexiglass. The revolver must not be
fired if immersed in water. It has been found possible
to crack the plexiglass with the survival knife by hold
ing the knife with both hands, the blade pointing up,
and striking the canopy above the head with the point
of the knife. Underwater pressure should then push in
the canopy.
During an underwater escape, retaIni ng the parachute
and pararaft kit is recommended as it not only provides
survival equipment until rescue arrives, but it's buoyancy
aids in surfacing, and oxygen from the emergency
supply in the seat pan allows breathing under water. The
left torso harness-to-Iap belt (rocket jet) fitting should
be released prior to surfacing to avoid JXlssible head
down fl otation. If it is necessary to leave the airplane
without the survival equipment, five disconnections
must be made. Release the fo ur (rocket jet) torso
harness-to-shoulder strap and lap belt fittings and the
suit oxygen and radio quick-disconnect fitting between
the face mask and the seat pan (located near the pilots
left hip).
G) FACE CURTAIN (OR SECONDARY EJECTION HANDL.E ) PULLED:
A. CANOPY JETTISONS
B. INTERLOCK CAM DISENGAGES
FACE CURTAIN (OR SECONOARY EJECTION HANOLE) PULL CONTINUED:
A. CATAPULT INITIAL CHARGE FIRES
B. SEAT TRAVELS UP GUIDE RAILS
C. ROCKET SUSTAINER CHARGE IGNITES AS SEAT LEAVES RAILS
D. HARNESS RELEASE ACTUATOR IS ARMED
E. OXYGEN AND RADIO LINES DISCONNECT
F. EMERGENCY OXYGEN SUPPLY IS INITIATED

/
"'''''' -1-5 p-uao-Io
Figure 3-3. Ejection Procedure (Sheet I J
74

~ _ /
oSEAT AND PILOT ARE ACCELERATED UPWARD APPROXIMATELY 200 FEET
CD 3/4 Of A SECOND AFTER EJECTION:
A. HARNESS AND SURVIVAL GEAR RELEASES FROM SE AT
B. EJECTION CONTROL HANDLE DISCONNECTS
C. SEPARATION BLADDERS INFLATE
D. PARACHUTE OPENER IS ARMED AS PILOT SEPARATES FROM SEAT
CD TWO SECONDS AF TER SEAT SEPARATION:
PARACHUTE DEPLOYS (BELOW 10,000 FEET I
CD DESCENT
REMOVE PARACHUTE " 0 " RING FROM POCKET ON RISER
PS-6S 60- ]8
figure 3-3. Ejection Procedure (Sheet 2)
Section III NAVWEPS 01-40AVA-l
For later airplanes(t) , refer to section I, UNDER
WATER CANOPY JETTISON RELIEF VALVE, for a
description of the underwater pressure relief valve de
signed to facili tate removal of the canopy in the extreme
situation where the canopy remains on prior to ditching.
It is still recommended that the canopy be 'blown' by
pulling the CANOPY JETTISON handle, prior to hi t
ti ng t he water.
UNDER-WATER ESCAPE PROCEDURE
a. Remain braced until all shocks stop.
b. Oxygen mask on.
c. CANOPYHARNESS REL or HARNESS
RELEASE handle . . . . . . ..... _ . . . .... pull.
WARNING I
After pull ing the HARNESS RELEASE han
dle, t he oxygen hose must be manually discon
nected from the console prior to departing the
cockpi t.
d. Lean forward to separate t he harness linkage and
clear the parachute past the headrest.
e. Pull forward with hands from the top of the wind
shield bow and push with the feet to clear the airplane.
f. After clear of the cockpit, pull toggl es on under
um fl oatation gear.
Nota
It is strongly recommended t hat pilots periodi.
cally practice leaving the cockpit with the chute
and pataca!t to ensure separation from the seat
and clearing the headrest. The canopy should
not actually be blown in practice. Proper oxy
gen mask fit will prevent water seeping in dur
ing the critical under water escape.
EJECTION
In airplanes(Z) having the rocket catapult g round level
escape system, ejection may be accomplished while on
the ground at speeds of 90 KIAS or above and at all
other al titudes and airspeeds within the range of the
airplane, except for abnormal flight conditions of steep
angles of bank or inve.rted f light at very low altitudes
(see figure 3- 5, Terrain Clearance for Safe Ejection) .
However, the possibility of windblast damage to per
sonal gear, makes it imperative that airspeed be reduced
as much as possible prior to eject ion. Inverted and severe
yaw positions should be corected if feasible.
I In airpl anes (3) not incorporating the rocket catapul t
ground level escape system, ej ection should not be at
tempted below 600 feet terrain clearance; the airplane
shoul d be landed straight ahead unl ess a "zoom" can
(O AB A4D- I, -2 Airplanes incorporating ASC No. 137.
WAil A4D-I , -2 Airplanes after incorporation of ASC No. 157.
(J) AlI A4D l , -2 Airplanes prior to incorporacion of ASC # 157.
CI)A4D-2 Airplanes.
get it above 600 feet. Safe ej ection can be
in level fli ght or a climb, at any altitude ahove GOo feet
terrain clearance. Any airspeed up to 570 KIAS will
allow adequate tail clearance in level flight or nose up
attitude.
In early airpianes
CS
) utilizing the Zero Delay Aircraft- to- I
Actuator Lanyard System the mini mum terrain dear
ance in level flight with wings level is 300 feet with
approximately 50 feet of additional altimde required
for each 500 feet of sink rate below level flight.
Note
In airpl anes equipped to use the Zero Del ay I
Aircraft-to-Actuator Lanyard System refer to
BUWEPS AVIATiON CLOTHING AND
SURVIV AL EQUIPMENT BULLETiN No.
360 for use and installation; (See the appro
priate section of the publication SAFETY AND
SURVIVAL EQUIPMENT FOR NAVAL

AVIATION, NAVAER OO- SOT-52).
Usually, the pilot will have time enough to accomplish
several things to prepare himself for a successful ejection
prior to pulling the face curtain. However, when the
emergellcy condition requiring ejection is such that
eiectiou must be made witbout hesitatioll, simply grasp
the face curtain bandle Or the secondary ejection handle
and pull steadily until seat ejects. (See figure 3- 3.)
The following procedure is recommended, if time
permits:
a. Throttle " OFF" and slow the ai rcraft as much as
possihle.
b. IFF ........................ "EMERGENCY"
c. Transmit "MAY DAY" position report.
Note
Present LATITUDE and LONGITUDE may
be observed in the ASN- 19(-I) Computer
Control POSITION wi ndows.
d. Turn ASN19 Computer-Control selector switch
to "RESET" to erase base position information.
e. AIR COND switch .. "OFF," or
CABIN PRESS switch ........ RAM
f. Shoulder harness .... "LOCKED"
g. Leave feet on rudder pedals.
h. Sit erect wi th spine straight and head firmly
against headrest.
i. Grasp the face curtain handle or secondary ejection
handle with both hands and pull to the fullest extent
and continue applying pressure until the seat fi res. The
canopy will blow off when the curtain is pull ed over
the helmet and the catapult wilt fire when the handle
passes the nose or chin.
Note
A safety interlock feature prevents firing of
the catapult before the canopy is blown. If
the curtain is pulled very fast, a pause or stop
may be fel t. Accordingly, it is suggested that
a firm and steady pull of the face curtain be
made or that the pause be anticipated.
WARNING I
Ejection through the canopy is not possible.
j. If pulli ng the face curtain or secondary ej ection
handle fails to jettison the canopy, substi tu te the fol
lowing procedure:
(I) Continue to hol d secondary ejection handle or
face curtai n with right hand, but without p u l ~
ing fa rther. Hold elbow inboard.
(2) Obtain 200- 250 KIAS. (On airplanes
o
, hav
ing low airspeed canopy break-away capa
bility, any 'peed in excess of 125 KIAS.)
(3) Open canopy with left hand by actuating can
opy control handle.
(4) After canopy jettisons, complete pulling the
face curtain or secondary ejection handle with
both hands for ejection.
I WARNING I
The substitute procedure is t o be used only in
ctlse the single point e;eclion system tails to
;ettison the canopy.
When the canopy is jettisoned, the canopy
control handle will describe a rapid rearward
arc, with possible inj ury to the hand or arm.
If the canopy is jettisoned by use of the face
cuctain, secondary handle or the canopy har
ness release, keep the hand and arm clear of
the canopy control handle. If the canopy is
jettisoned in fli ght by aft movement of the
canopy control handle, anticipate a rapid rear
ward movement of the handle as the wind
raises and shears the canopy.
Do not allow the face curtain handle to blow
back and become inaccessible.
Do 1/Ot use the CANOPY-HARNESS REL
handle to jettison the canopy, as this also r e ~
leases the pilot from the seat. (Refer to Note
under DITCHING in this section.)
k. If ejection occurs above the preset alcitude, the
par achute will not deploy automatically until after
descent below the preset altitude ( 10,000 feet). If ejec.
don OCCLlrs below the preset altitude and the automatic
barometric ripcord opener seems not to function (ie:
after the time delay of 2 seconds), open the parachute
with the manual ripcord ("O-ring") when clear of the
seat. The manual ripcord overrides the barometric
release.
WARNING I
If high speed ejection is made, wait (3 seconds
minimum) unti l speed is reduced before open
ing the parachute manually, to prevent para
chute canopy damage.
If high alti tude ejection is made, freefall to
approximately 10,000 feet before opening the
parachute.
1. In the event the integrated harness is not auto
matically rel eased foll owing ejection, seat separation
may be accomplished by pulling the CANOPY-HAR
NESS REL handle (or HARNESS RELEASE handle on
airpl anes '" so equi pped) located On the right side of
the pil ot's seat.
WARNING I
Actuation of the CANOPY-HARNESS REL
handle (or HARNESS RELEASE handle on
airpi anes
(2
) so equipped) foll owing ejection
will disconnect the automatic parachute opener
and will, therefore, require manual pulling of
either the ripcord or the automatic parachute
actuating lanyard.
m. The emergency oxygen bott le should be acn>ated
automatically upon ejection. However, should the oxy
gen appear not to be fl owing, pull the green ball on the
left front corncr of the parara ft kit, or the green ring(!)
in the para raft kit pocket below the left leg.
WARNING I
During parachute descent, remove ripcord grip
("D.ring") and the end of the ripcord housing
from the pocket assembly on the riser. Ripcord
and housing muSt be disconnected from riser/
shoulder harness strap to enable subsequent
jettisoning of the parachute upon landing.
n. In the event parachute landing is made in a high
wind, which prevents normal spilling of tne parachute
( I) AJI A4D-J, -2 Airplanes after incorporation of ASC No. 1{,9.
(2) AII A4D-l, -2 Airplanes after incorporation of ASe No. 157.1
(3 )Al1 A4D- I, -2 Airplanes ha ving ASe No. 11 4 incorporated.
77
MINIMU M TERRAI N
CL EARANCE FEET
NAVWEPS 01 40AVA- 1
TERRAIN CLEARANCE FOR SAFE EJECTION
A4D ROCKET SEA T
700
6 00
000
400
3 00
200
100

-1 00
a 100 200 300 4 00
FEET I SECOND
o 5 000 10,000 15, 000 20,000
FEET I MI NUTE
RATE OF DESCENT
DATA AS OF: 1 February 1960
DATA BASIS: Tesl Doto and Calculations
Fi gure 3-4. Deleted
Figure 3-5. Terrain Clearance for Safe Eiection (Sheer J'
d
P- 17 4'U 2
NAVWEPS OI -40AVA- I
TERRAIN CLEARANCE FOR SAFE EJECTION
A4D ROCKET SEAT
LEvEL FLI GHT
TERRAIN CLEARANCE
REQUIRED-FEET
600
'00
400
300
200
000
""'-
....
-
INVERTED
90
0
BANK
60 BANK
30. BANK
100 2 00 30 0 400 '00
60 0
AIHCRAFT SPEED AT EJECTION - KIAS
DIVE-WINGS LEVEL I
TERRAIN CLEARANCE
REQUIRED - FEET
"
AIR CRA FT SPEED AT EJECTI ON - KIAS
P- IN46-IA
__
2000
1600
1200
' 0 0
C _____
400
90 KNOTS ,

LEVEL FLIGHT
0
0 100 200 300 40 0 '00 600
REMARKS,
1. Based on te st doto and calculations allowing pilot's
parachute to fully deploy prior 10 ground contoct.
DATA AS OF: I Fe bruary 1960
DATA BASIS: Test Ooto and Calculations
EXAMPLE,
1. Enter dive-wings level chort at 300 KIAS & .
30
0
2. Foll ow vertically upward 10 dive line
3. Read hori zontally for 800 feel minimum altitude for
sofe ejection
Figure 3-5. Terra ;n Clearance for Safe Ejection (Sheet 2)
canopy, disconnect both quick disconnect fittings that
attach risers to the torso harness suit, thus jettisoning
the parachute canopy.
WARNING I
Do not disconnect the parachute riser releases
until after landing.
Noto
In later airplanes!!) the seat catapult arming
safety pin lanyard is connected to the face cur
tain mechanism rather than to the canopy struc
ture. This change has no effect on pilot ejec
tion or ditching procedure, but it should be
noted that pull ing the CANOPYHARNESS
REL handl e (di tching handle ) (or HARNESS
RELEASE handle on airplanes' " so equipped)
will not arm the seat when the canopy is jetti
soned during di tching.
BAIL-OUT PROCEDURE
If the seat can not be ejected, the foll owing bail -ollt
procedure is ft'Commended:
il . Disconnect oxygen and anti -blackout hoses.
b. Pull emergency oxygen bottle release.
c. In early airplanes'" aen"'te the CANOPY HAR
NESS REL handle to jetti son the canopy and to separate
from the seat with rhe survival equipment retai ned. In
later jettison the canopy first by pulling the
CANOPY-JETTISON handle, then pulling the HAR
NESS RELEASE handle to obtain seat separation.
d. Lean forward to clear the parachute past the head
rest.
e. Apply full nose-down trim, but maintain level
fl ight by holding back the stick.
f. Let stick snap forward and hol d arms against body.
g. W hen clear of airplane and below approximately
10,000 feet, pull the ripcord Dring.
WARNING I
During parachute descent, remove ripcord grip
("D.ring") and the end of the ripcord hous
ing from the pocket assembly on the riser. Ri p
cord and housing must be disconnected from
the ri ser/ shoulder strap to enable subsequent
jettisoning of the parachute upon landing.
AIRPLANE SYSTEMS FAILURE
FUEL SYSTEM
FUEL BOOST PUMP. Failure of the fuel boost pump
results in a reading of "OUT" in the FUEL BOOST
window of the engine performance indicator. Gravity
flow of fuel to the engine.driven fuel pump provides
an adequate supply of fuel for all power conditions
below 6000 feet altit ude. Operation up to 30,000 feet or
higher is possible at reduced rpm.
Note
W ith FUEL BOOST "OUT," avoid zerog,
negati ve-g, or inverted flight: air trapped in
the engine-driven fuel pump inlet li ne is likely
to cause a fl ame-ollt, and may make an ai r
stare impossible.
TRANSFER PUMP. In A4D ! airplanes, if tbe wing
tank transfer pump fail s, the only fuel available will be
that in the fuselage rank. With transfe r pump failure in
A4D-2 airplanes, the onl y fuel avai lable wi ll be that in
the fuselage tank except for fuel remaining in the drop
tanks in excess of that required to fill the wing rank.
Note
In A4D-2 ai rpl anes, with the DROP TANK
switch at "PRESS," fuel in the drop tanks wi ll
be transferred to the wing wnk until the wing
tank is (ull. The remai ning drop tank fuel will
then flow directly to the fuselage ,ank.
Fuel transfer pump fail ure will first be indicated by a
steady ill umination of the FUEL TRANS failure caution
light on the instrument panel. When the fuel remaining
in the fuselage rank fall s below approximately 1100
pounds (the fuel level at which the wi ng (ank capaei
ranee units are removed from the indicating circuit) ,
there will be an abrupt d rop in fuel quantity indication
to a reading correspondi ng to the fuel remaining in rhe
fuselage tank.
Whenever the fuel transfer caution light comes
on, regardl ess of indicated fuel quantity, assume
rhat onl y 1100 pounds of fuel is available and
land as soon as practicable.
DROP TANK FUEL TRANSFER. Unless the DROP
TANK FUELI G switch in the nfe compa rtment is in
tht! "OFF" position after fueling the drop tanks and
prior to t::lke-off, the drop tanks will nM pressurize and
normal fuel transfer frolll the drop wnks wi ll not be
possible in the air. Extending the emergency generator
however, will provide pressuri zation and allow drop
tank fuel transfer (Q be accomplished.
(J) A4D-l Ai rplanes BuNo. 142181 and subsequent, and A4D-2
Airplanes, prior to incorporation of ASC 157.
(2IAII A"D I, -2 Airplanes after iocorponllion o f ASC #157.
(lI AII I\ "D- I, 2 Airplanes prior 10 incorpo rating ASC No. 103. 1
( 11AIJ A<fD 1, -2 Airplanes after incorponllifl).! ASC No. 103.
80
NAVWEPS 0 1-40AVA-l Section III
I
FUSELAGE TANK TRANSFER SHUTOFF FLOAT
VALVE. If the fuselage tank transfer shutoff float valve
sticks in the closed position, the fuel transfer caution
light will not illuminate and the only indication of
failure to transfer wi ll be an abrupt drop in fuel quan
tity indicatio n, to approximately 1100 pounds (the read
ing corresponding to the fuel remai ning in the fuselage
tank) . The fl oat val ve may be unseated by rapid osci lla
tion of the control stick wi thi n the structural limits of
the airpl ane. In A4D-l airplanes, if this action fails to
lll1Sear the va lve, the only fue l available will be that in
the fuselage tank and the only action that can be taken
will be to land as soon as possible. In A4D-2 airplanes,
the only fue l available wi ll be that in the fuselage tank
except for fuel remaining in the drop tanks in excess of
that required to fill the wing tank.
Note
In A4D-2 airplanes, with the DROP TANK
switch at " PRESS", fuel in the drop tanks will
be transferred to the wi ng tank until the wing
tank is full. The remaining drop tank fuel will
then fl ow directly to the fuselage tank.
ENGINE-DRIVEN FUEL PUMP. Ei ther gear stage of
the engine-driven fuel pump is capable of supplying the
engine with enough fuel for all operations. Should one
gear stage fail, a bypass routes the fuel fl ow around the
defective gear stage, allowing the ocher stage to func
tion without interference. There will be no indication to
the pilot of such failure.
FUEL CONTROL UNIT. A malfunction of the fuel
control unit may result in fluctuating rpm and exhaust
temperature, or a compl ete loss of power. When any of
these occur, proceed as follows:
a. T h r o ~ t l ~ (speed and altitude
permlttmg) .. . ............ . .. " IDLE"
b. FUEL CONTROL switch (when
the rpm begins to decrease) .... "MANUAL'
c. Check that MANUAL FUEL warning light illu
minates.
d. Advance the throttl e sl owly and smoothly to the
desired power setting.
Revised 1 Jonuary 1962
NAVWEPS
When the engine is operating on the manual
fuel control system, the throttle must be moved
slowly and smoothly to prevent overspeeding,
excessive exhaust temperatures and fl ame-outs.
OIL SYSTEM
Maneuvers producing acceleration near zero "g" may
cause a temporary loss of oil pressure. Absence of oil
pressure for a maximum of one minute is permissible
(See Section V ). If the oil pressure gage continues to
read less than 20 psi or if the oil pressure indicator can
dnlles to show "OUT," graduall y reduce engine speed
to the mini mum consi stent with the requirements of
level fli ght (approxi mately 87% rpm). Usi ng a simu
lated fl ameout approach, execute a prompt landing at
the nearest suitable landing facility. Prior to reaching

the initial point (high key), the reduction of engine
speed below that necessary for level fligh t is not recom
mended unless engi ne vibration or EGT is greatly exces
sive (Lack of oil pressure may cause increased engine
friction thereby preventing the engine from accelerating
after the throttl e has been retarded. Wi rh a bearing fail
ure, operation at a very low power setting may acruall y
hasten engine seizure).
Note
The oi l pressure indi cator may show "OUT"
momentarily as pressure increases from "NOR
MAL" to "HIGH." Before initi ating unneces
sary emergency action, therefore, when "OUT"
appears at a high power setting, reduce power
slightly. If "NORMAL" appears, assume that
no ma lfunction exists; if "OUT" persists, pbn
an immediate landi ng.
Electrical power failure also causes the OIL
PRESS window to read "OUT"; this will
occur, however, in conjunction with other
symptoms of electrical fa ilure. Refer to ELEC
mlCAL SYSTEM in this section.
ELECI'RICAL SYSTEM
MAIN GENERATOR. If the main generator should
fail. all electrical equipment will be rendered inoperative
immediately. The most easily recognizable indications of
main generator fa ilure wi1l occur simultaneously as
foll ows:
a. FUEL BOOST ........ . ....... "OUT"
b. OIL PRESSURE . ...... ..... "OUT"
c. Landing gear and flaps position
indicators ..... .. ........... W heels: Unsafe
Fl aps: OFF
d. Attitude gyro indicator ... . . . ... OFF warning
fl ag visible
Ol-40AVA-l
c. Tri m position indi cators .... Pointers
off scales
f. Radio fa ilure.
g. All lights out .
When the mai n generator fails, pull the EMER GEN
release handle.
Do not rel ease (he emergency generator <It air
speeds above SOO KIAS or 0.91 indicated Mach
number to prevent damage to the generator.
At indicated airspeeds below 140 knots the
emergency generator may not be capable of
supplying adequate electrical power to support
the equipment powered from the primary bus.
During operation with the emergency generator
extended, the following precautions should be
observed:
a. During flight at night or under adverse
weather conditions, an indicated airspeed in
excess of 140 knots should be maintained until
flight can be maintained by visual reference.
b. During landing approaches an indicated
airspeed of 140 knots should be maintained as
long as possible to insure that adequate power
is available to operate the horizontal stabilizer
actuator. 0""
' r ator f a Uu...... i. "'.... , ~ ~ ~
T m ~ n
d-c transformer-rccci fier (See figure 1- 8) . energized
through the Forward Monitored Bus, is indicated when
ever d-c powered equipment nl alfllOctions at the same
time that ac equipment powered through the same bus
functions normally. Failure of the primary transformer
recti fier, energized through the Primary Bus, and the
only one energized when the emergency generator is
operati ng, is similarly indicated.
Note
Do not deploy the emergency generator even
when electrical system trouble i,s clearly diag.
nosed as main transformcr re,tifier failure. The
main generator energizes both the mai n and
the primary doc power sources.
HYDRAULIC SYSTEM
Failure of allY hydrau lic syst em will result in [he loss of
hydrauli c pressure to all equipment serviced by that
system. Refer to section 1, HYDRAULIC POWIER
I
Secti on III NAVWEPS 01- 40AVA- l
I
SUPPLY SYSTEM, for a li st of equipment operated by
hydrauli c system pressure. Complete hydraul ic system
failu re, in airpl anes equipped with the single hydraulic
system, C!) is indicated co the pil ot by illumi nati on of the
UTIL HYD warning light and by increased amount
of force required to move the control s. On airplanes
uti lizing the tandem hydraulic sys tem, ill umination of
either the UTiL HYD calltion light or the CONT HYD
warning light will indicate loss of pressure to one Of the
I
other system. No increased amount of force will be
required to move the control stick with the tandem
system except with complete fail ure of both the fli ght
control and the utility hydraulic systems, with both
warning lights illuminated.
Note
Even in tandem hydraulic sys tem airplanes,
rudder control will sti ffen in the event of
flight cont rol hydraulic system failure, because
the rudder is not served by the utility hydraulic
system.
No means is available to the pilot to correct hydraulic
system fail ure. For action to be taken in the event of
failure, refer to FLIGHT CONfROL SYSTEM in this
section.
Because the wheel brakes are completely independent of
the aircraft's hydraulic system, the pilot should realize
that he will have brakes even though he makes a field
landing wi thout hydraulic system power. (Refer to sec
ti on I, BRAKE SYSTEM.)
Sboul d the pilot have hydraulic fail ure, he can also ex
tend his arresting gear. Compressed air pressure and the
weight of the arresting hook cause extension when the
latch is released when the HOOK control is moved to
the "DOWN" position. ( Refer to section I, ARREST
ING HOOK SYSTEM.) However, the pilot cannot re
tract the arresti ng hook without hydraulic pressure.
The arresting hook should not be extended in
fli ght for a field landing with hydraulic fa ilure.
The brakes should be sufficient, and the arrest
ing hook should be used only as a last resort,
just prior to engagemenc. This will preclude
dragging the hook on tbe runway, perhaps
damaging it to the extent of complete failure.
In the event of flight control system failure, due to loss
of pressure in the single hydraulic system or complete
failure of both systems in the tandem installation, the
fa ll owing procedure should be followed for power boost
disconnect :
a. Termi nate any accelerated maneuver.
b. Reeluce airspeed to 300 KIAS or less, if possible.
Note
Control stick forces are high on manual control
except at low speeds.
c. T ri m the aircraft laterally.
Note
The rudder should be used as much as possible
for lateral control in order to conserve aileron
accumulator pressure{l ) for control during the
critical deceleration phase prior to boost dis
connect. The aileron accumul ator, used only on
single hyd raulic system ai rplanes, can furnish
adequate hydraulic pressure for several actua
tions of the ailerons after hydraulic system
failure. As aileron accumulator pressure di
mini shes, stick forces become progressively
"stiffer," and trimming should be accom
pllshed before this time.
d. Extend the control stick, prior to disconnecting.
e. POWER BOOST REL handle Pull
Note
The POWER BOOST REL handle should not
be pull ed on ai rplanes equi pped with the tan
dem hydraulic system unless both the fli ght
control and uti lity systems have failed; Or un
less intermittent fli ght control pump operation
causes erratic and uncontrollable rudder move
ment.
The POWER BOOST REL handle should be
pulled fully out with a rapid and positive
motion. This acdon will assure a "clean" dis
connect and will aid in preventing a tendency
for the airpla ne to roll as the switch to manual
control is made.
The POWER BOOST REL mechanism cannot
be reset in flight once it has been disengaged.
f. Trim immediately, if necessary.
Note
As long as primary (normal) electrical power
is available, the aircraft can be Irimmed.
g. Terminate flight as soon as practicable.
Note
If, for an)' reason, the POWER BOOST REL
handle is pulled while hydrauli c pressure is still
available, a metallic thud will be heard when
the stick is moved, This sound, caused when
hydraulic pressure slams the piston against the
end of the cylinder, is normal for the system
under the above conditions, and should not be
cause for alarm.
(Refer to section V H h,;:;
t DIS
C
rY1\,Tl' .- faUure ifl

NAVWEPS Ol-40AVA-l
Section III
TRIM MALFUNcrION
c. Reduce speed and extend stick.
HORIZONTAL STABILIZER RUNAWAY TRIM: In the evenl; or horizontal stabilizer
trim l'UllBway, proceed as follows :
a. In the Air:
1. For any runaway longitudinal trim (aircraft nose up or
down) FIRST use the MANUAL OVER-RIDE control (item 6, figure
1- 3) in t he opposite direction to stop t he runaway ani to
obtain i mmediate corrective t rim actuation. When acceotable
rl.lll nas Deen regaJ.nea tile emergeoqy generator may be
deployed to stop recUZ'rellC8 of" the- rWlAway.
2. Remaill on hydraulic power control system.
3. Reduce speed.
NOTES
At high speed, with a full (-4:: nose dOIoID runaway, t he build up of
speed am negative G may soon exceed t he pilots ability to effect
control with the elevators , even with two hams on the stick. This
critical situation can only be overcome, or avoided, by timely use
of MANUAL OVER- RIDE.
Use of MANUAL OVER-RIDE i s not contingent on prior deployment of the
emergency gene rat or but such deployment provides t he only means of
de-energizing t he s tick-switch/relay-solenoid control circuit which is
the likely cause of runaway trim.
b. On Take-Offl Runaway longitudinal t rim may be discovered when
he trim position indicator is reche cked prior t o reaching refusal or lift
ff speed.
1. I f sufficient runway remains to s top the aircraft, ABORT the
take-off, ( refer instructions on page 65) .
2. If suffici ent runway d oes not r emain t o s afely abort, use
t he MANUAL OVER-RIDE control to correct and manage trim
Jr
as requi red for take-off.
s:
-".
A ILERON TRIM a. SPEEDBRAKE switch "" " ' .. "OPEN" or
"CLOSE," as
In the event of an aileron 'r,'m
runaway, proceed as required
follows:
b. EMER SPEED BRAKE control .. . "pull" to open,
a. Stop run-away trim by extending the e or "push" to close, as required
In
e
rgenL1'
generator.
Note
Note
The emergency speed brake control may be
In airplanes equipped with an EMER GEN
used to override the electrical signal, but the
by-pass swirch the switch must be at "NOR
handl e must be held in the desired position.
MAL" in order for emergency generator elec
trical power to be provided.
In the event of hydraulic and el ectrical fa il ure when
' rator failure 1111 ...-, .. ~ - - - ' . . red to the
b. Remain on hydraulic power control system.
Revised I January 1962
-------------==-----
83
NAVWEPS 01-40AVA-l
LANDING GEAR SYSTEM
Utility hydraul ic system failure will necessitate lowering
the landing gear by the emergency release system, as
Never retract rhe landing gear after it has
follows:
been lowered with the emergency system. The
a. Airspeed . . . . . . . . . ... . . . . 130 to 225 KIAS
WHEELS control InUst be left in the "DOWN"
b. Landing gcar control ... "DOWN"
posi ti on unti l the emergency rel ease mechanism
c. EMER LDG GR release handle . . Pull
has been reset for normal operation by the
d. If the landing gear does not extend fully or lock ground crew. This procedure InUst be followed
down, increase the airspeed.
to prevent damage to the system.

NAVWEPS 01-40AVA-l Section IV
SECTION IV
AUXILIARY EQUIPMENT
AIR CONDITIONING AND PRESSURIZATION
SYSTEM
A combination air conditioning and pressurization sys
tem heats, cools, ventilates, and pressurizes the cockpit.
The system comprises an air cycle system refrigeration
unit, cockpi t pressure regulator, pressure relief valve,
and temperature control components. (See figure 4-1 for
a schematic of the air conditioning and pressurization
system.)
AIR CONDITIONING
Hot high pressure air is bled from the engine com
pressor section, and is ducted either through or around
the refrigeration unit, as governed by a cockpit temper
ature controller. Air passing through the refrigeration
unit is directed through a heat exchanger and turbine,
where it is expanded and cooled. The cooled ai.r from
the refrigeration uni t is further mixed with hot air which
has by-passed the unit, and is delivered to the cockpit.
The degree of mixing of the conditioned air is con
troIled automatically by an air temperature control valve,
which maintains the air at the temperature selected from
the cockpit. When the AIR COND control switch is
turned to "OFF," O) or when electrical failure occurs, a
solenoid in the dual air control valve de-energizes and
closes the engine bleed ai r portion of the valve to allow
only ram ai r to be directed into the cockpit.
Note
The air conditioni ng bypass valve, being elec
trically controll ed and very sensitive, has a
tendency to waver with a fluctuation in voltage.
Thus, with momentary voltage variations
caused by actuation of the horizontal stabilizer,
a pulsation in the pressurization system may
be experienced.
Later airplanes
C2l
use delivered air temperature control
instead of exhaust air temperature control. Since the
console control is calli ng for a fixed temperature of
the air as it enters the cockpit, the pilot will be required
to change the setting as cockpit heating and cooling
loads change. Position of the temperature control knob
is not an indicator for pilot comfort. Under certain
flight conditions, full cold wi ll provide comfort; under
other conditions, full hot may be required. The pilot,
therefore, must adjust the control to maintain a com
fortable cockpit.
PRESSURIZATION
When the air conditioni ng system IS In normal opera
tion, and, in later airplanes(2), the cockpi t pressurization
switch is in the "NORMAL' positi on, the air provided
for heating, cooling, and ventilating is also used to
pressurize the cockpit. Pressure is automatically main
tained at a pre-determined schedule by a cockpit pressure
regulator. The pressurizing schedule (figure 4-2) pro
vides for cockpit pressure to equal atmospheric pressure
from sea level to 8000 f eet al titude. The cockpit pressure
at 8000 feet is then maintained to an altitude of 17,000
feet. From this point on up, the cockpit pressure is main
tained at 3.3 psi above the existing atmospheric pressure.
Cockpi t pressure is shown in terms of altitude by the
cabin altimeter (1, figure 1- 5), located on the right side
of the armament panel.
In order to prevent excessive positive or negative pres
sure differentials because of possible malfunctioning of
the pressure regulator, a pressure relief val ve opens
at a positive pressure differential of 3.6 psi and at a
negative differential of - 0.10 psi. The pressure relief
valve also incorporates an emergency feat ure which
allows it to dump cockpit pressure when the air con
ditioning system is turned "OFF"(I) or the cockpit pres
surization switch is placed in the "RAM"(2) position.
AIR CONDITIONING CONTROL PANEL.''' An AIR
COND control panel (see figure 4-1, sheet 1) on the
right console contains a single rotary switch for the oper
ation of the air conditioning and pressurization system.
Marked positions of the switch are "OFF/' "40,"
"70
0
F,.' and "100." The "OFF" position turns off the
air conditioning system, pneumatically opens the pressure
relief valve to dump cockpit pressure, and opens a valve
in the ram air line to ventilate the cockpit. To enter the
"OFF" position, it is necessary to apply an increased
force on the rotary switch. This feature pre,'ents in
advertent selection of "OFF" when regulating the cock
pit temperature. Adjustment of the switch to any posi
tion between "40
0
" and "100
0
" causes the cockpit
temperature to be maintained at the level selected.
AIR CONDITIONING CONTROL PANEL.' " The air
conditioning control panel (see figure 4-1, sheet 2) is
(I) A4D-l Airplanes.
(2 JA4D_2 Airplanes.
I
85
Section IV NAVWEPS 01 -40AVA-l
PRESSURE
RELIEF
VALVE
ELECTRONICS
COCKPIT AIR
__________
PICK-UP
SOUND
COOLING RAM
INLET SCOOP
COOLING .'".
OUTLET
CONTRO L
WINDSHIELD
OVERHEAT
VALVE
CANOPY SEAL
1--;-"__
___
REFRIGERATION
AIR FROM
COMPRESSOR SECTION
COCKPIT
ALTIMETER
PRESSURIZED
COCKPIT PRESSURIZED AND HEATED
FROM ENGINE ,.
COMPRESSOR ..
SECTION
COCKPIT UNPRESSURIZED AND VENTED
COCKPIT AI R
TEMPERATURE
COCKPIT
PRESSURE
REGULATOR
P-6!161-1 '
'V
A4D-1 Airplanes
Figure 4- J. Air Conditioning and Pressurization System (Sheet ' J
NAVWEPS 01-40AVA-l Seclion IV
PRESSURE
VALVE -
PRESSURE RELIEF
VALVE---.....

TEMPERA TURE CONTROL 80"--.
AIR PROPORTIONING VALVE
WINDSHIELD AIR
TEMPEAATURE P"'c<UP-----.. AIR CONDITIONING
CONTROL CONSOLE
COCKPI T AIR
TEMPERATURE PICKUP
REGULATOR
____.
EYEBALL DIFFUSER
t TYPICAL. BOTH SlOES)
MUFFLER
FOOTWARMER ( TYPICAL BOTH SIDES)
REFRIGERATION UNIT
AIR OUTLET
PACKAGE
RAM AIR INL.E T
WINDSHIELD AIR TEMPERATURE CONTROLLER
COC KP IT PRE SS URI ZED AND HEA TE D
SECTION
RAM AIR INLET .
REFRIGERATION
UNIT
RAM AIR
OUTLET
CON TRO L
COCKPIT UNPR ESSU RIZED
AND VE NT ED
AIR PROPORTIONING ,-C()C KPIT AIR
TEMPERATURE
,--,PR"SSUR'
REGULATOR
ELECTRONICS
PACKAGE
RELIEF VALVE
4'14-1-4 P-fiS61-Z A
A4D-2 Airplane.
f igure 4- J. Air Conciitioning and Pre ssuriz ation Syste m (She e t 2'
Revised 1 October 196 1 87
Secllon IV NAVWEPS 0140AVAl
located on the risht-hand console and contains a single
rotary switch for operation of the cockpit duct tempera
tute control; a lever lock toggle switch for tbe operation
of tbe cabin ptessurization system, and a single toggle
switcb for tbe operation of the cockpit air proportion.
ing system. Marked positions of the duct temperature
control switcb are "MANUAL COLD," "MANUAL
HOT" and "WARMER." The cabin pressure switcb is
marked "RAM" and "NORMAL." The "RAM" posi.
tion electrically opens tbe pressure relief valve to dump
cockpit pressure and electrically opens a valve in the
ram air line, allowing outside air to ventilate the cock
pit. The windshield defrost switch i. marked "IN
CREASE," "DECREASE" and "HOLD." The "IN
CREASE" position increases the proportional air flow
to the windshield; the "DECREASE" position decreases
tbe flow of air to the windshield and increase. airflow
to the footwarmers and "eyehall" diffuser (see fignre
4-1, sheet 2). The "HOLD" position allows tbe propor.
tional flow to tbe windshield and the footwarmers to
remain as is. To prevent windshield frosting, the switch
should be moved to "INCREASE" prior to dive.
DEFROSTING SYSTEM
On early airplanes, '" defrosting of the cockpit wind
shield side panels is accomplished hy utilizing hot air
from the air conditioning system and is normally in
operation wbenever the switcb on the AIR COND can
trol panel is rotated from "OFF." To provide the pilot
with additional control of cockpit temperatures a wind
shield air switch (8A, fignre 1-5) bas been added. This
two.position switcb operates a solenoid valve to divert
air from the windshield to the floor. When the switch
is uON," windshield defrosting is in operation. When
the switch is "OFP" the air is deflected to the cockpit
floor. A thermostatically controlled valve is installed in
tbe windshield air duer to prevent overheating of the
windshield. If the temperature of tbe windshield air
exceeds a pre.determined limit, the thermostat control
diverts air from the antiblackout system to the overheat
valve. The valve then closes, shutting off air to the wind
shield until tbe temperature is reduced.
On later airplanes") defrosting of the windshield side
panels is accomplisbed by utilizing hot air from the air
conditioning system and is in operation whenever the
CABIN PRESS switch on the air conditioning control
panel is in the "NORMAL" position. To provide the
pilot with additional control of the cockpit temperature
and the air flow distribution, the WINDSHIELD DE
FROST switch is provided. This three.position switch
operates a motorcontrolled proportioning valve to
divert air from the windshield to the footwarmers and
"eyeball" diffusers. The diffusers may be turned on or
off at the discretion of the pilot and may be directed to
provide air flow in the most comfortable direction.
COCKPIT POG AND SNOW SUPPRESSION
The windshield de.fogging system normally requites no
control. Small quantities of fog, however, at even finely
divided snow, will frequently appear at the air can
ditioning outlets. Wbile this is a normal condition
resulting from tbe rapid cooling of air by the air condi
tioning unit, an excessively latge volume of fog which
obstructs vision can occur under extreme conditions of
high humidity and high ambient air temperatures at very
low altitude. On earlier airplanes(1) tbis fog may be
eliminated by adjusting the AIR COND control knob
for a higher cockpit temperature, or by positioning the
windshield air switch to "OFF" to divert windshield
air to the footwarmers; on later airplanes(Zl fog may
be eliminated by (a) adjusting tbe cockpit temperature
conttol knob for higher cockpit temperature, or (b) by
adjusting the windshield defrost switch to decrease the
flow of air to the windshield defrost ducts and to close
the "eyeball" diffusers, thereby dumping the fog and
snow to the footwarmers,
In some cases the ducting may have cooled to a point
wbere fog will persist for a short time after the cockpit
temperature has been increased. After the fog has been
suppressed, a temperature setting should be selected that
will provide the most comfortable temperature above
the fogging point.
NORMAL OPERATION (EARLIER AIRPLANES(1)
BEFORE TAKEOFF. Before takeoff, place the AIR
COND switch at "70
0
P" or as desired. (A setting for
approximately 85 will usually insure against fogging
during takeoff and the initial part of climb.)
DURING FLIGHT. Rotate the AIR COND control
knob in either direction to a temperature which provides
the most comfort.
AFTER PLIGHT. Place the AIR corm control knob
in the "OFF" position.
EMERGENCY OPERATION.
If the air conditioning unit fails, or loses electrical
power, the cockpit air temperature may go to full cold
or full hot. If the unit itself has failed, turning the AIR
COND control knob to "OFF' will provide a more
comfortable temperature, althougb pressurization will
be lost: if failure is due to loss of electrical power, tern
perature control will be restored when the emergency
generator is put in operation.
NORMAL OPERATION (LATER AIRPLANES(2)
BEFORE T AKEOFP. Before takeoff, place the cock
pit temperature control switch in the middle of the
"WARMER" range or as desired, and divert all the air
Airplanes.
Airplanes,
I

NAVWEPS 01-40AVA-I Section IV
COCKPIT PRESSURIZATION
60
l.. .....
.0
./
./
..
40
./"
NOTE
PRESSURE OIFFEREHTIAL MAY ./'
VAflY' FROM NORMAL:
I..,.
'"
o TO 8000 FEET" .. ,. +O.HPsI
./ 800() FEET TO C[ILtNC ..!(U!SPSI
V
./
./
2.
...
V
:::

V
Lo
./
!"--
.",,.
qo.'
...,,,
V
I
...
././
"
,.
;:;
./"
..
0

./
ii:

17
./
/./

u
10
./

'[7
,.
.. .. 0 '0 20 40 00 60

AIRPLANE ALTITUDE - 1000 FEET '"

DATA AS OF, 1 Fubruory 1955
DATA lASIS, Calculations
flgu,e 4-2. Cockpil P,essu,;zollon Cho,'
to the footwarmers with the position of the "eyeball"
diffusers as desired.
DURING FLIGHT. Rotate tbe cockpit temperature
control knobs to a temperature which provides the most
comfort, and adjust the windshield defrost switch aod
"eyeball" diffusers to the position required.
AFTER FLIGHT. No repositioning of the air condi.
tioning controls is required.
EMERGENCY OPERATION
If the air conditioning unit fails or loses electrical power,
the cockpit air temperature will remain the same and
the cockpit pressure will remain as is. If the unit itself
has failed, positioning of the cockpit pressure toggle
switch to the "RAM" position will provide a more com
fortable temperature, but pressurization will be lost.
On later airplanes'o, if failure is due to loss of electrical
power, temperature control will be restored when the
emergency generator is put into operation.
DE-FOGGING SYSTEM
Fogging or frosting of the bullet resistant glass conter
panel of the windshield is prevented by electrical means.
(OA4D1 Airplane. BuNo. 139919 through 139970, 142142
through 142235, and A4D-2 Airplanes, Prior Airplane. by
Service Change.
89
Section IV NAVWEPS 01-40AVA-1
ANTENNA LOCATIONS
,-.,11.'"0-27.
ANTENNA
AH/APX-68
GUIDANCE
ANTENNA
AN/ARN-14E
ANTENNA

AIRCRAFT INSTALLATIONS
TYPE DESIGNATION FUNCTION RANGE LOCATION OF
CONTROLS
COMMUNICATION
UHF RAOIO AN/ARC-21A SHORT RANGE-TWO WAY
VOICE COMMUNiCATION
LINE-OF -SiGHT RIGHT CONSOLE
.----,
NAVIGATION
UHF-AUF
TACAH
NAVIGATIONAL
COMPUTER SET
RADAR AlTIMETER
AN/ARA-2!5
AN/ARN-21
AN/ASN-r9 (I)
AN/APN-141 (21
OlRECT10NAL HOMING
PROVIDES BEARING AND
OISTANCE TO A SELECTED
STATION
AUTOMATIC DEAD
RECI<ONtNG
INOICATES ACTUAL AL l"ITUO
ABOVE TERRA! N
L/NE-OF-$IGHT
LINE-Of-SIGHT
TO 200 MILES
12"N-TO-72"S
O ~ T O - 5000 FEE r
RIGHT CONSOLE
RIGHT COt4S0LE
RIGHT CONSOLE
ON INDICATOR
NAVIGATION
(WHEN CARRIED)
OMNIRANGE
RECEIVER
MARKER BEACON
RECEIVER
AN/ARM-14E
AN/ARN-12
DIRECTIONAL HOMiNa
INDICATES MARKER
BEACON POSITION
LINE-Of-SIGHT
WtTHIN MARKER
BEACON SIGNAL
PATTERN
LEFT CONSOLE
LEFT CONSOLE
,
IDENTIFICATION
IFF RADAR
SIF RADAR
AN/APX-69
AN/APA-B9
IDENTIFIES AS FRIENDLY
IDENTIFICATION CODER
LINE-OF-SIGHT
LINE-OF-SIGHT
RIGHT CONSOLE
RIGHT CONSOLE
WEAPONS DELIVERY
(WHEN CARRIED)
AIR TO GROUND {I ,
MISSILE
COMPASS CONTROLLER
(SEE SUPPLEMENT) GUIDEO MISSILE
PROVIDES MAGNETIc OR
FREE GYRO HEADING
INDICATIONS TO ID-2!'SO/ARN
COMPASS CARD
LINE-OF-SIGHT
360 OF ROTATION
0" - 90 NORTH
0"-90
0
SOUTH
LEFT CONSOLE
A,.O CONTROL STICK
RIGHT CONSOLE ~ . ~ - ,
(I) A4D-2 AIRPLANES ONLY
{2J A40-2 AfRPLANEs INCORPORATINGASC NO,ZOO
Flgu,e 4-3_ T "bl. of Elee/tollic Equipmellt
90 Revised 1 July 1961
NAVWEPS OI40AVAl Section IV
A transparent layer within the glass panel provides re
sistance for electrical heating, and a sensing element
contained in the paoel causes a heating controller to
regulate automatically the temperarure of the surface to
maintain j t between two predetermined limits.
The windshield defogging system is energized by the
forward monitored bus when the landing gear is ex
tended and by the primary bus when the gear is retracted.
Since the primary bus receives power from either the
main or emergency generators, the system is in operation
at all times while in flight or during ground operation,
except in cases of complete electrical power loss, or when
operating on emergency generator power and wheels 'f'
down. With the emergency generator extended, a switch
in the system automatically shuts off the heating element
when the landing gear handle is moved to the "DOWN"
position. To minimize fogging of the center panel when
the emergency generator is extended, delay lowering the
landing gear as long as possible in the landing sequence.
ANTIICING SVSnM
Anti.icing is provided for the pitot system and the angle
I of attack approach light system'" only. Electrical heat
ing elements contained in the pitot head, the angle of
attack transmitter and the angle of attack sensing
probe are controlled by the PITOT HEAT switch (5,
figure 4--5), on the armament panel. The switch has
two positions, "ON" and "OFF.U The HON" position
should normally be used only in flight, as prolonged
ground operation without cooling air flow can damage
the heating elements.
COMMUNICATIONS AND ASSOCIAnD
ELECTRONIC EQUIPMENT
All communications and associated electronic equipment
are listed in the Table of Electronic Equipment, figure
43. Major units of the AN/ARC-27 A UHF radio, the
AN/ARA-25 direction finder, and the AN/APX-6B IFF
equipment are mounted in an integrated electronics
central, which is designated ANIASQ.17B and located in
the nose section of the airplane along with the ANI
AP A.s!) coder group. Also installed in the nose section
is the AN/ARN-21 TACAN radio. Auxiliary naviga.
tion equipment, the AN/ARN-12 marker beacon reo
ceiver and the AN/ARN.14E VOR radio, can be carried
as an external store in a navigation package (NAVPAC).
The master radio switch (refer to MASTER RADIO
SWITCH) is provided to energize the radio circuits.
Each piece of equipment must be turned on at its
assodated control panel, with the exception of the AN/
ARN-12 marker beacon receiver and the AN/ARC-27
RevIsed 1 October 1961
UHF radio. The laller are energized whenever the main
generator is operating or extern.1 power is connected to
the airplane.
MASTER RADIO SWITCH. The function selector
switch of the AN/ARC.27A UHF radio is used as a
master radio switch, and controls the power to the
electronic central through a relay. When this switch
(marked "OFF," "TjR," "TjR &: G," "ADF") is posi
tioned at "OFF," all units of the electronic central are
de-energi.ed. When the aircraft electrical system is ener
gired and the function swiIch Is positioned at "TjR,"
"TjR &: G" or "ADF" the AN/ARC-27A UHF is ener
gized, and electrical power is avaiIable for other units
of the electronic central.
Note
During maintenance operations or extended
ground operation with the canopy open, air is
not available for cooling the ANIASQ17B
electronic central. Under chose conditions the
master radio switch should be "OFF."
[ e ~ ' E J
After losing cabin pressure, avoid UHF tranS'
missions above 27,500 feet cockpit altitude.
Under these conditions, keying the ARC-27 at
higher a1tirudes causes ardng within the ASQ
-17, and eventual failure.
UHF RADIO
The ANIARC-27 A UHF radio equipment provides two
way voice communications with other aircraft and with
surface stations. The equipment can transmit or receive
through the same antenna on anyone of 1750 channels
within a frequency range of 225.0 through 399.9 mega
cycles.
UHF RADIO CONTROL PANEL. The CI015/ARC.
27A control set on early airplanes(2) or the C.2459/ I
ARC-27 A control set on later airplanes
m
(19, figure
1-5) is located on the right console. The panel contains
VOL control, SENS control, function selector switch,
CHAN selector 5witch
1
and a manual tuning control.
The VOL control regulates the volume of incoming sig
nals, and the SENS conl!'()l provides a vernier adjust
ment of the sensitivity. The CHAN selector switch has
twenty channel positions, numbered 1 through 20, a "G"
(guard) position, and an "M" (manual) position.
111 All A4D-l, .2 Airplanes BuNo's. 131823 and subsequent.
HnAll A4D-l Airplanes and A4.D2 Airplanes prior to incorpo-I
rating ASC No, 188.
O} All A4D-2 Airplanes having ASC No. 188 incorporated.
91
Section IV NAVWEPS 01-40AVA-l
Later airplanes(l) have a UHF remote channel indicator ID663 bearing distance indicator. Magnetic bearing I
(figure 1-4, sheet 4) located on the top right side of the indication is provided by the number 1 needle on this
glareshield for a quick visual check of the channel instrument also.
selected by the channel selector on the UHF control
panel.
OPERATION OF THE AN/ARA.25. The AN/ARA25
ADF equipment is energized when the airplane elec
Note
trical system is energized, and is placed in operation by
10 order for the UHF remote channel indicator moving the function selector switch on the UHF radio
to be operative, the IFF MASTER switch must control panel to the "ADF" position.
be moved from the "OFF" position.
Note
The manual tuning control consists of three concentric
When the emergency generator is extended,
diaJ5. The outer dial is used to select the first two digits
APX6B, ARA25, ARC27, and the compass
of the desired frequency, the center dial selects the third
system are the only navigational aids available
digit, and the inner dial selects the digit to the right of
to the pilot.
the decimal point. The CHAN selector switch must be
placed at "M" before channels can be selected manually.
RADAR IDENTIFICATION EQUIPMENT
The function selector switch is used to place the set in
The airplane radar identification equipment consists of
operation, and has four positions marked as follows:
the AN/APX6B transponder (IFF) and the AN/
Position Function APA.S9 selective identification equipment (SIF).

"OFF" Inoperative (the transmitter-receiver
AN/APX.6B TRANSPONDER (IFF). The radar iden
is energized when the electrical sys
tification set AN/APX6B is an airborne transponder
tern is energized).
and is one of the several units which may be operated
"TjR" Transmitter on standby and receiver
together to provide a system of electronic identification
in operation.
and recognition. Its purpose is to identify the airplane
in which it is installed as friendly when correctly chal
"TjR + G" Same as "TjR" plus reception on the
lenged by friendly radar, and to permit surface tracking
guard frequency.
control of the airplane. Functionally, the receiver por
tion of the AN/APX6B equipment receives the chal
"ADF" Transmitter on standby and AN/
lenges initiated by an interrogator responder and
ARA25 direction finding equipment
applies a single pulse, corresponding to each interroga
in operation through receiver.
tion, to the AN/APA.S9 coder. In response to interro
gations in MODES I, 2, or 3, the AN/APAS9 coder
OPERATION OF THE UHF RADIO
provides coded pulse train replies (the coding of which
a. Function selector switch ........ "T/R" can be selected for each of three modes) back to the
AN/APX6B. This pulse train is then transmitted by the
b. CHAN selector switch ......... Desired channel
transmitter portion of the AN/APX6B to the interro
(allow approximately one minute transmitter
gator responder where proper replies, decoded or as raw
warmup time after selecting "T/R")
video are displayed along with the associated radar tar
c. Depress throttle MIC switch to transmit.
gets on the radar indicator. When a radar echo is accom
panied by a proper IFF reply, that target is considered
d. For operation on "ADF" refer to AUTOMATIC
friendly.
DIRECTION FINDING EQUIPMENT.

IFF CONTROL PANEL C1l59/APX.6B. The IFF
AUTOMATIC DIRECTION FINDING EQUIPMENT control panel (21, figure 1-5) is installed on the right
console.
The AN/ARA.25 automatic direction finding equipment
operates in conjunction with the AN/ ARC.27 A UHF
The panel contains a rotary selector switch labeled
radio to provide a continuous directional indication of
MASTER, with five designated positions: "OFF",
the source of signals received in the 225 to 400 mega
"SIDBY", "LOW", "NORM" and "EMERGENCY".
I cycles band. In early airplanes(2) source indication in
Two MODE switches are located adjacent to the
degrees of magnetic bearing for homing or navigational
MASTER switch; a third toggle switch provides selec
purposes is provided by the number 1 needle of the
tion of "I/P" and "MIC." The equipment is placed in
ID250/ARN course indicator. In later airplanes'" the
operation when the MASTER switch is rotated out of
ID.250/ARN course indicator is replaced with an
the "OFF" position, provided the main or emergency
generator is operating or external power is available.
(l) All A4D-2 Airplanes having ASe No. 188 incorporated.
(Z)AIl A4D-1 Airplanes and A4D-2 Airplanes prior to incor
OPERATION OF THE AN/APX6B. The system is
porating ASe No. 200.
(3)All A4D-2 Airplanes having ASe No. 200 incorporated.
energized when the function selector knob (MASTER
I
92
NAVWEPS OI-40AVA-1 Section IV
switch) on the IFF control panel is set to any position
other than "OFF". A push.button helow and to the left
of the MASTER switch must be pressed before the
switch can be rotated into the "EMERGENCY" posi
tion. This prevents inadvertent entering of the "EMER
GENCY" position. Two lights on the panel provide
illumination of the selector knob and the three toggle
switches. The function of the selector knob is as follows:
Position Punction
"OFF" Set is inoperative.
"STDBY" Set is ready for operation but the
transponder-receiver is not sensitized
and replies cannot be transmitted.
"NORM" Transponder-receiver is given full
sensitivity and the transponder oper
ates with maximum performance.
Transmitted power from the trans
ponder is the same for both the
"LOW" and "NORM" position. of
the knob.
"EMERGENCY" Emergency replies are transmitted
upon receipt of any IFF interroga
tion regardless of the mode of inter
rogation' or tbe settings of the
MODE toggle switches on the con
trol panel.
Note
To enter the "EMERGENCY" position it is
necessary to depress the dial stop button.
AN/APA-89 CODER (SIF). The AN/APA-89 coder is
used in conjunction with the AN/APX-6B transponder
to supply multiple coded replies to the transmitter
portion of the AN/APX-6B. Thereiore, selective and
individual identification of aircraft is possible, thus
facilitating ground control and providing flexibiliry to
the identification process. The AN/APA-89 coder
accepts the decoded output of the AN/APA.89 trans
ponder and generates coded information pulse trains
enabling the transponder to reply on SIF. The AN/
APA-89 has two supplementary purposes. First to pro
vide two-train coded replies automatically for liP
purposes. Second to provide four-train coded emergency
replies. Emergency and IfP replies occur only for mode 1
interrogations.
SIF CONTROL PANEL. The C-1272/APA89 SIF con
trol panel (20, figure 1-5) is installed on the right
console aft of the IFF control panel. The panel contains
two concentric dial-type knobs identified as MODE 1
and MODE 3. Each knob has an inner and outer rotary
dial. On MODE I the inner dial is numbered from one
Reviled 1 October 1961
to three and the outer dial is numbered from one to
seven. The MODE 3 selector knoh has both the inner
and outer dials numbered from one to seven. Positioning
of these knobs provides the pilot with a selection of
various codes in MODE 1 or MODE 3. Controls for the
selection of codes in mode 2 are located behind a door
on the face of the AN/APA.89 coder. They consist of
a series of toggle switches that will normally be preset
on the ground.
BEARING-DISTANCE EQUIPMENT (TACAN)
The AN/ARN-21 airborne eqnipment operates in con
junction with surface navigation beacons to provide
continuous directional and distance information to the
pilot. In early airplanes'O visual indication of bearing I
to a selected station is provided by the number 2 pointer
of the 10-250/ ARN course indicator and disrance infor
mation is indicated on tbe ID-310/ ARN range indicator.
In later airpianes'z) an ID-663 bearing distance headiog
indicator replaces tbe ID-250/ ARN course indicator and
the ID-31O distance indicator. On this instNment, bear
ing to a selected station is shown by the number 2
pointer and distance information is presented in a
window in the face of the dial. Beacon identification
tone signals are received through the regular headset.
ARN/21 CONTROL PANEL. The C-1763/ARN21
control panel (figure 1-5) is identified as TACAN and
is located on the right-hand console. Operating controls
include tbe power switcb with "OFF-RECT /R" posi
tions, two CHAN (channel selector) knobs, and a VOL
(volume) control. Position the power switch at "REC"
for bearing, and at "T/R" for bearing and distance.
ARN-21 TRANSFER RELAY.
Because the ID-250/ ARN course indicator'O or the I
ID-663 bearing distance heading indicator") is common
to botb the AN/ARN-14 radio and the AN/ARN-21
radio, a switching means is provided for the selection
of proper receiver-indicator combinations to meet spe
cific navigational requirements. The ARN-21 transfer
relay will automatically connect the 11)..250/ ARN course
indicator or the ID-663 indicator to either the AN/ I
ARN-14 or the AN/ARN-21 radio when their respective
console control panel is turned on. The AN/ARN-21
transfer relay is energized by either tbe "REC" or
"T/R" position of the power switch on the ARN-21
control panel, disconnecting the AN/ARN.14 radio and
connecting the AN/ARN-21 radio to the ID-250/ARN
coutse indicator or the 10-663 indicator. Thus if both I
radio sets are inadvertently turned on at the same time,
only the AN/ARN-21 equipment will be operative.
'''. All Am-! Airplanes and A4D-2 Airplane. prior to inmrpo-I
.eating Ase No. 200.
(2)AlI A4D2 Airplanes having ASC No, 200 incorporated,
92A
NAVWEPS OI-40AVA-l SectIon IV
OPERATION OF AN/ARN-21. To operate the AN/
ARN-21 radio, proceed as follows:
a. Power switch .................. "REC"
Note
A warm-up period of 90 seconds is required
after the power switch is moved from "OFF."
b. CHAN selector switch .......... Set channel num
ber in indicator
dial
c. Identify beacon by tone signals in beadset and read
bearing to station at tbe number 2 pointer of the ID250
I indica torn> or the ID-663 indicator").
d. For distance information, the power switch must
be turned to "TjRo" Read distance to the beacon in
I
nautical miles on the ID-310 range indicator'" or the
ID-663 bearing distance heading indicator"'.
MARKER BEACON EQUIPMENT
The AN/ARN-12 marker beacon equipment, which is
placed in operation when the airplane electrical system
is energized, is located in the external navigation pack
age. Functionally, the system receives a 75 megacycle
signal, modulated at 400, 1300, or 3000 cydes, from
marker beacon transmitters. From these signals, tbe
relative position of the airplane can be checked in respect
to specific marker beacon stations. An aural indication
of marker beacon interception is provided by the air
craft audio system. In addition, a marker beacon indi
cating light, located on the landing check Ii.t panel,
lor, in later airplanes, (3' adjacent to the LABS light be
neath the glare.hield. glows an amber color to give visual
indication of marker beacon interception.
Note
The marker beacon indicating light is also used
in conjunction with certain special weapon
stallations when the NAVP AC is not carried.
In this event a red lens cover should be placed
over the light by the ground crew.
MARKER BEACON CONTROL PANEL. A MARKER
BEACON control panel (18, figure 1-3), on the left
console forward of the throttle, contains two tnggle
switches: an AUDIO swirth with "ON" and "OFF"
positions; and a sensitivity switch with positions marked
"BEWW 20,000 Fl'" and "ABOVE 20,000 FT." Since
no volume control is provided, the AUDIO switch is
used to continue or discontinue the reception of aural
signals when their volume level interferes with other
radio receptions. Regardless of the position of the
AUDIO switch, visual indication of marker beacon in
terception will be provided by the indicator light. The
sensitivity switch should be placed in the position cor
responding to the general altitude level at wbich the
airplane is flying to achieve the best reception_
illAll Airplanes and A4:D-2 Airplanes prior to im:Ot
porating ASC 200.
(2:)All Airplanes having ASC No. 200 incorporated.
(1l)A4D-! Airplanes BuNo. 137823 and subsequent, and A4D2
Airplanes,
(ii)A4D-l Airplanes.
OMNI-RANGE RADIO
The AN/ARN-14E omni.range radio includes an R540/
ARN-I4C VHF receiver, an ID-251/ARN indicator con
trol, and an antenna; all are contained in the NAVPAC
external stores. The omni.range radio provides for the
reception of VOR, V AR and localizer signals in a fre
quency spectrum of 108.0 to 136.0 megacycles. Use of
the equipment in this airplane is descn'bed as follows:
a. Indication of the magnetic bearing of the VHF
omni-range station from the airplane by the number 2
needle of the ID-250/ARN coutse indicatnr") or the I
ID-663 bearing distance heading indicator'''.
b. Reception of voice facilities on communications
channels or superimposed on navigation signals in the
localizer or omni-range channels.
OMNI-RANGE RADIO CONTROL PANEL. The
omoi-range receiver is remotely tuned by means of a
C-760A/ARN control panel (17. figure 1-3) labeled
VHF NAV. The panel contains a POWER switch with
"ON TONE" and "OFF" positions, a VOLUME con
trol, and a FREQUENCY selector which consists of two
concentric dials. A window is provided to show the
selected frequency.
OPERATION OF THE OMNI-RANGE RADIO
. POWER switch ............... "ON TONE"
b_ FREQUENCY selector ......... Desired
frequency
c. Read the magnetic bearing to the station on the
number 2 needle of the ID-250/ ARN course indicator
W
I
or the ID-663 bearing distance heading indicator"'.
Note
The "OFF-REC-TjR" switch on the ARN21
control panel must be positioned at HOFF" in
order for the AN/ARN-14E radio to be con
nected to either the ID-250/ ARN or ID-663 I
indicator.
NAVIGATION EQUIPMI'NT
S-2 COMPASS SYSTEM'"
I
The 52 compass system consists of a directional gyro
control (gyrosyn compass) which can be electrically
slaved by a switch in the cockpit to a magnetic flux
valve located in the tail section. An amplifier and junc
tion box are installed on the left side of the forward
engine compartment. The compass card of the 10.250/
ARN course indicator is slaved to directional gyro con
trol in the S2 compass system to provide either mag
netic or free directional indications of the airplane head.
ing. The compass system receives power from the pri
macy bus and operates whenever the airplane electrical
system i, energized. Approximately three minute, are
required for the leveling and torque units to slave the
gyro to the flux valve after the system is energized.
COMPASS CONTROLLER. Controls for the operation
of the S-2 compass system are located on the COMPASS
CONTROLLER panel (13, figure 1-5) on the right
93
I
S.ctlon IV NAVWEPS 01-40AVA-l
console. On the panel is SLAVED GYROFREll
GYRO toggle switch which permits selection of either
function of the S2 compass; a SET HEADING FREE
GYRO control which, through its two positions ("DEC"
and "INC") is used to rot.te the 10.250/ARN compass
card to any desired heading, or to synchronize the com
pass card reading with that of the magnetic flux valve;
and a SYNC SIGNAL indicator, whose needle pointer
indicates whether the compass card is synchronized with
the flux valve. Deflection of the needle to the left or
right of a Genter mark indicates that the compass card
reading should be numerically increased or decreased,
respectively. When the needle points to the center mark,
the compass card is synchronized with the flux valve.
OPERATION OF THE S2 COMPASS SYSTEM. When
the compass system is warmed up, perform the follow
ing:
a. SLAVED GYROFREE GYRO
switch ..................... "FREE GYRO"
b. Note direction of deflection of the SYNC SIG.
NAL pointer.
c. Move SET HEADING FREE GYRO control to
"DEC" or "INC" as necessary until the pointer centers.
d. SLAVED GYROFREE GYRO
switch ..................... "SLAVED
GYRO"
C.g COMPASS SYSTEM'"
1
The CS gyrosyn compass system provides gyro stabi.
lized magnetic compass indications or free gyro indica
tions of high accurary. The system receives power from
the monitored primary bus and operates when the
airplane's electrical system is energized. The system will
continue to operate when the emergency generator is
extended. At latitudes up to 65 degrees, where mag
netic indication is reliable, the CS compaSS system
supplies accurate compass heading indications to the
10.250/ARN course indicator in some airplanes'" or in
later airplanes'" to the 10663 bearing distance heading
indicator when used as a slaved directional gyro. At
latitudes higher than 65 degrees, the weakness of the
horizontal component of the earth's magnetic field
makes slaved directional gyro operation undesirable. For
this reason a switch (11, figure 1-5) is used to discon
nect the slaving circuit from the system. The system then
operates as a free directional gyro.
I
The directional seeking component of the system is a
magnetic flux valve located in the taU of the airplane.
The direction indications are supplied through a servo
operated synchro motor to the ID.250/ARN or the
11).663 indicator. The hermeticalIy sealed directional
gyro unit contains a symmetrical nontumhIing gyro.
Each gimbal a"is of the gyro has a torq ue motor for
precession control. The slaving torque motor is
trolled by the flu" valve signal and the leveling
torque motor is controlled by a liquid switch. An
ulA4D2 Airplanes.
I
(2) A4D2 Airplanes prior to incorporating ASe No. 200.
(3iAI1 A4D-2 Airplanes after incorporating ASe No. 200.
94
entirely independent precession device is used to con
trol the apparent drift of the gyro at different lati
tudes. Corrections are made automatically by setting the
latitude correction dial on the compass to the
approximate latitude. Random wander or deift of the
gyro in unslaved operation should not exceed three de
grees per hour.
COMPASS CONTROLLER. Controls for the operation
of the C-S compass system are located on the COMPASS
CONTROLLER panel (13, fignre 1-5) of the right
console. The switch (11, figure 1-5) marked "MAG"
(slaved gyro) and "DG" (free gyro) permits selection
of either function. A SET HEADING control (10, fig
ure 1-5) through its twO positions "DECR" and
HINCR" is used to rotate the compass card of the I
ID-250/ARN course indicator,'" or the 10.663 bearing
distance heading indicator on airplanes'" so equipped,
to any desired heading or to synchronize the com
pass card with the magnetic flux valve. The compass

synchronization meter (14, figure 1-5) is energized only
when the system is operated as a slaved directional gyro.
If the needle is oscillating across the center line of the
synchronization dial when the system is operated in the
MAG or SLAVED mode, the compass card is synchro.
nized with the magnetic flux valve. Any small deviation
from the null position will be slaved out in a period of
time less than one minute after the initial heading is set.
During flight the sync needle will oscillate .bout the
null position because of the motion of the flux valve.
The oscillation of the sync needle should not he inter
preted as a need for null adjustment or as a compass
malfunction. The directional gyro will integrate or
smooth out these variations to the compass card.
To adjust the needle and synchronize the comp.ss
proceed as follows. If the needle is left of center,
clockwise rotation of the SET HEADING control
should move the needle from left to right and rotate the
compass card counterclockwise. If the needle is right of
center, counterclockwise rotation of the SET HEADING
control should move the needle from right to left and
rotate the compass card clockwise. For fast centering
of the needle tum the SET HEADING knob hard over
and hold it until the needle is centered. To move the
needle slowly hold the knoh half way over in the de
sired direction. A small knob (25, figU.te 1-5) marked
"N" "S" LAT should be set to "N" when operating in
northern latitudes and "S" when operatiog in southern
latitudes. The latitude setting dial (24, figure 1-5)
marked LAT is used to control the apparent drift of
the gyro when operating as a free gyro. This dial is
marked for each two degrees from "0" to "90." The
dial should be set to the approximate latitude of the air
plane. If the latitude changes as the flight progresses the
dial should he reset to the new latitude.
SLAVED OPERATION. When initially turning on the
system to operate as a slaved gyro compass, allow four
fl,inutes for warm-up, then proceed as follows:
a. Slaved gyro-free gyro selector switch .... "MAG"
NAVWEPS 0140AVAl
b. Note any deflection of the compass synchronization
needle.
c. Use the SET HEADING control to center the
SYNC needle within 10 mechanical degrees of the
center line of the synchronization dial.
Note
I
The synchronization dial is used as a null indio
cator only. Heading information should be ob
tained from the ID.250/ARN course indicator
or the 11).663 bearing distance heading indio
cator in airplanes't) so equipped.
A compass card error of 2 may peg the
needle. If the sync needle stays pegged after
prolonged straight and level flight (more than
5 minutes) a possible malfunction of the system
is indicated.
If the system is operating properly the syn
chronization needle should move from left to
right when the set heading control is held at
"INCR" and the compass card should rotate
counterclockwise. When the control is held at
"DECR" the needle should move from right to
left and the compass card should rotate clock
wise.
The heading indicator should show the correct
magnetic heading when the annunciator pointer
stabiliz.s.
FREE GYRO OPERATION. To operate the system as
a free gyro allow four minutes for the system to warm
up, then:
a. Place the slaved gyro free gyro switch to "DG"
b. Set the N.S. LAT knob to "N" for northern hemis
phere or to "S" for southern hemisphere operation.
I
c. Rotate the compass card of the ID250/ARN or
the ID-663 to the desired heading by use of the SET
HEADING control.
Note
The compass synchronization needle is inopera.
tive when the system is used as a free gyro.
d. Rotate the latitude setting dial to the latitude of
the aircraft.
I AN/ASN19 NAVIGATIONAL COMPUTER SET'"
The AN/ASN19 automatic dead.reckoning set continuo
ously computes and indicates throughout a flight the
great circle bearing and range to a target or home base.
It also pro,ides a continuous indication of present
latitude and longitude and of the ground track angle.
This system consists of a CP368/ASN19 computer.
control, on the right hand console (23, figure 1-5), an
electronic control amplifier, in the nose section, and an
ID623/ASN.19 Bearing.Distance-Track Indicator, on
the pilot's instrument p.nel (figure 1-4). The set is
ll) A4D2 Airplanes after incorporation of ASC No. 200.
( ~ i A 4 D ~ 2 Airplanes.
energized by the forward monitored bus, and may be
operated only when the main generator is running or
when external power is applied to the airplane. The
TAS transducer, through rotation of a synchro control
transformer rotor (which is varied by the outside air
temperature and pitot/static pressure values), computes
TAS information and transmits it to the computer
control, which accepts manua! inputs of base position,
target position, present position. wind and variation, as
well as the automatic input from the TAS transducer
and the C-8 camp... system. These inputs are resolved
and integrated to provide great circle beating, range
and ground track information. The Computer also
provides a continuous reading of present latitude and
longitude, which may be read in windows of the Com
puter control panel. True great circle bearing and dis
tance to target or base are presented on the Indicator by
means of a pointer and counter, respectively, and ground
track is presented by a moving card.
NAVIGATIONAL COMPUTER SET CONTROLS
FUNCTION SWITCH. The function selector switch is
used to place the set in operation, and has five positions
marked as follows:
Position Function
"OFF" The set is completely de.energized
"TARGET" Computations are continuously
performed 50 that distance to the
target and target bearing appear
on the Indicator.
"BASE" Distance to base and bas. bearing
appear on the Indicator in place
of target data.
"STBY" System computes present position
to base, but does not integrate.
"RESET" Former base position may be
erased, and a new base position
may be established.
LATITUDE AND LONGITUDE INPUT. Four knobs
are provided to set POSITION LATITUDE, POSI
TION LONGITUDE, TARGET LATITUDE, and
TARGET LONGITUDE. Each of these settings is read
on an adjacent counter on the computer"control.
Note
The operational range of the Computer Set is
72 N. to 72 S. System accuracy decreases
moderately at latitudes greater than 50; rap
idly, at those greater than 70
0

WIND INPUT. Two knobs are used to set WIND on
two counters in the computer.
Note
The Computer accepts wind speed from ()-200
knots only.
True wind direction must be set into the
computer.
I
95
NAVWEP$ 01-4DAVA-l
VARIATION INPUT. Magnetic variation up to 180
0
E or W may be introduced into the computer by means
of a single knob adjacent to tbe VARIATION counter.
OPERATIONAL PROCEDURE
PREFLlGHT. Steps a. through g., wbicb do not require
electrical power, can be accomplished before the engine
is started.
a. Switch function selector to "RESET." (Knob must
be pulled out approximately ';l6tb.incb).
b. Set in magnetic VARIATION corresponding to
present position. For shorr flights, use average vatiation.
c. Set and WINDKNOTS counters.
Use true--not magnetic-north as reference.
d. Set TARGET LATITUDE and LONGITUDE
counters.
e. Set in point of return (base) LATITUDE and
LONGITUDE on POSITION counters. If point of re
tum and starting point are tbe s.me, omit step f. (Knobs
must be pushed in.)
f. If point of return and starting point are different,
switch selector to "STBY" and set in LATITUDE and
LONGITUDE of starting point on POSITION counters.
g. Switch selector to "OFF." (Knob must be pulled
out. )
h. After engine is started, switch seJector to HSTBY.
H
AFTER TAKEOFF
Note
Leave selertor in "STBY" until 150 knots TAS
is attained. The Computer "assumes" an input
of 150 knots minimum, even at lower airspeeds.
a. Switch selector to "TARGET" (or "BASE").
b. To fly great circle (shortest) route to targer, head
airplane to align bearing needle of indicator with fixed
ground track index mark.
INFLIGHT
a. On long flights, correct VARIATION periodically
to minimize heading errors.
b. Correct WIND whenever reliable information is
available. Incorrect wind settings are a ma;o-r source of
Computer error.
Note
A new base position wbicb lies in the flight
path can he established without affecting pre
sent position computation by switching the
selector to "RESET" momentarily, then return
ing it to "TARGET" or "BASE" when POSI
TION coordinates coincide with the new base
coordinates. Pusbing in the counter knobs
automatically stops the present position com
putatian,-which resumes when the knobs are
released.
Course deviations to avoid enemy action, ad
verse weather conditions, and the like, may be
made at any time without affectiog the accu
racy of computations; however, frequent or
large cbanges of altitude will cause the .system
to indicate arrival at tbe target slightly ahead
of the airplane.
c, After completing the mission, switch the selerror
to "BASE". Read the base RANGE and bearing on tbe
Indicator.
Note
At any time during the flight, the TARGET,
POSITION, WIND, and VARIATION set
tings may be changed, regardless of the
position of the selector switch. Location is
contiouously shown during tbe f1igbt by the
LATITUDE and LONGITUDE POSITION
windows.
The base reference is erased wbenever the
function switch is moved to "RESET," and the
location seen at that time in the POSITION
windows is tbe new base reference.
If the airplane is to b. abandoned where its
equipment is Ukely to fall into the hands of
an unfriendly nation, the function switrb must
be placed in the "RESET" position in order to
erase base reference. (It should be noted tbat
switching to "OFF" will not erase base refer
ence.)
The system will not operate on emergency
generator.
Do not expect ASN19 range and TACAN
slant range to be equivalent.
The ground track card does not necessarily
slave with tbe gyro compass heading displayed
on the 10250/ARN or the 10-663 indicator.
Nevertheless, the ASN-19 set does receive
heading information from the gyro compass.
Thus, if the gyro has been tumbled by maneu
vers in which pitch or roll angles have exceeded
85 degrees, correct the heading manually as
sooo as possible by centering the SYNC SIG
NAL pointer with the SET HEADING control.
Strong local magnetic flux influence may drive
the SYNC SIGNAL pointer off scale and d ...
fleet the standby compass card. Correct for this
influence when setting the VARIATION
counters; but do not change the gyro compass
controller settings. If careful evaluation indio
cates that the gyro compass is malfunctioning
in the "MAG" mode, but is functioning
mally in the "OG" mode, select the HOG"
mode on the compass controller and set the
10-:<50 or the 10663 compass card manually
to reflect standby compass readings.
Revised 1 Oclober 1961
I
I
NAVWEPS 01-40AVA-l Sedlon IV
FLIGHTS GREATER THAN 1000 MILES
a. Set into the TARGET counters an intermediate des
tination which lies on the desired flight path and which
is less than 1000 miles from the starting position. The
intermediate destination may be an arbitrary point along
the flight path. If possible, however, employ a recog
nizable location which may be used to check the present
POSITION readings.
b. When the intermediate destination is approached,
set into the TARGET counters another intermedie:e
destination which is less than 1000 miles away.
c. When Within 1000 miles of the target, set the tar
get coordinates in on the TARGET counters.
d. When returning to the base position, use the same
procedure as above except turn the selector switch to
"BASE" when within 1000 miles of the hase position.
Note
The use of intermediate destination does not
affect the accurary of the dead reckoning set
but is merely a convenient metbod for pef\
forming long range flight.
FLIGHTS USING DOGLEGS. The most convenient
method of flying doglegs follows:
a. Set the target coordinates on the TARGET count
ers.
b. Before the flight, determine the ground track angle
and time required for each leg.
c. Fly each leg using the ground track angle pre
sented by the dead reckoning set indicator and the pre
determined time of flight. Since the dead reckoning set
continuously computes present position; intermediate
legs need not be flown accurately.
d. After entering the last leg, align the bearing point"
er With the fiducial mark to obtain the correct path to
the target.
If it js neceo;sary for the legs to be flown accurately, set
in the end point of each leg in turn into the TARGET
counters. This procedure will not result in any increase
in accuracy over that obtainable from the first method
unless the end points are recognizable locations and are
used as check points.
STANDBY COMPASS
A direct-reading magnetic compass is mounted on the
forward edge of tbe canopy. The reading ohtained from
tbe standby compa.. must be compensated for devia
tion by applying the corrections given on tbe campa..
correction card (4, figure 1-5) located On the right side
of the cockpit adjacent to the arresting hook control.
LIGHTING EQUIPMENT
INTERIOR LIGHTS
The interior lighting system includes all instrument and
console lights, three cockpit red floodlights and a high
intensity white cockpit floodlight. The instrument faces
are concave, and each has individual lights to provide
even illumination over the entire instrument face, Two
red floodlights are mounted on each side of the gun
sight beneath the glareshield to provide auxiliary or
emergency red lighting of the instrument panel. Two
high intensity white cockpit floodlights located helow
the outboard edges of the glareshield provide additional
auxiliary or emergency white lighting. A red flood
light(l) mounted on the inside frame of the canopy, on
the right side, provides illumination for the pilot's knee
board. The console lights are standard. The instrument
and console lights receive power from the primary bus,
the red floodlights are powered from the 26volt ac bus
and the white floodlights are powered by the 28v-dc
bus.
INTERIOR LIGHTS CONTROL. An INT LTS control
panel (17, figure 1-5), mounted on the right console,
contain.. switches for the operation of all interior lights
except the white cockpit floodlight which has a sepa
rate "ON", "OFF" switch on the right console.
Two rotary switches, marked INST and CONSOLES,
are rotated clockwise from uOFF
H
to turn on the
ment lights and console lights, respectively. Further
rotation in a clockwise direction toward the HBRIGHT"
position increases the intensity of the illumination.
A toggle-type FLOOD switch with three positions,
"'BRIGHT," "MEDIUM" and "DIM," controls the
operation of the two red instrument panel floodlights
after the CONSOLES switch is rotated from the "OFF"
position. For additional brilliance control, a slide. Wire
resistor, located inside the control panel, may be adjusted
prior to flight to suit the individual pilot's desires,
Rotating the red kneeboard floodlight control, on the
aft end of the light assemhly, turns the light "ON" or
"OFF" and also controls the intensity of its illumination.
EXTERIOR LIGHTS
The exterior Hghts system includes position, formation,
and fuselage.wing lights, an approach light, and pro
visions for a removable taxi light. (2' Standard semiflush
wing tip position lights and a single white taillight are
installed on the aircraft. Formation lights are rectangu
lar windows on the top and bottom of each wing tip
and have colors corresponding to the position lights.
Early airlpanes'" have a semi flush white fuselage.wing I
lights located under the leading edge of each wing and
one mounted on top of the fuselage. In order to improve
detection by other aircraft, later airplanes") are equipped
With two high intensirv red anticollision beacons. Each
beacon light contains tandem mounted high intensity
reflectored lamps enclosed in a red streamlined lens
which extends from its mounting base into the
plane's slipstream. The two lamps which alternately
oscillate through 180 give the beacon the appearance
of rotating. The beacon lights, One installed in the
(1 I All A4D.Z Airphlnes incorporating ASC No. 1:58.
('/)All A4D-l. -2 Airplanes after inwrporating ASC No. 152.
CllA4D1 Airplanes BuNo. 137813 through 137831 and SUbSC-,
quent A4Dl. 2 airplanes prior [0 incorporating ASC No.
l8 L.
(J)A4Di,2 Airplanes BuNo, 137919 and subsequent after ASC
No. 181 is inwrporated.
9'1
$action IV NAVWEPS Ol-40AVA-l
I
position previously occupied by the upper white fuselage
light and the other mounted on the left landing gear
door strut fairing, replace the white fuselage wing lights
previously used. The approach light is mounted on
the nose wheel strut; the taxi light can be installed on
the right hand maln landing gear door. The exterior
lights receive power from the forward monitored bus.
EXTERIOR LIGHTS CONTROLS
MASTER EXTERIOR LIGHTS SWITCH. A master
exterior lights switch (8, figure 1-3), on the outboard
side of the throtde grip, controls power to the exterior
lights. The switch has a forward "ont' position
J
a center
"off" position, and an ait, or "momentary" position. The
master exterior lights switch is spring-loaded from the
aft to the center position, thus providing a means of
signaling with the exterior lights.
EXTERIOR LIGHTS COl'.'TROL PANEL. An EXT
LTS control panel (15, figure 15) on the right console
contains switches for functional control of the exterior
lights. Two FUSELAGE switches control operation of
the fuselage.wing lights; one switch has "FLSH" and
I "SIDY" positions, and the other has "BRT," "OFF,"
and "DIM." The WING & TAIL switch and the
FORM (formation lights) switch have "BRT," "OFF,"
and "DIM" positions. A guarded TAXI switch with
"ON" and "OFF" positions controls the operation of
the taxi light, when the latter is installed.
OPERATION OF THE EXTERIOR LIGHTS
a. Master exterior lights switch .. ' "On"
b. FUSELAGE switches .......... "FLSH" and
"BRT"
c. WING '" TAIL switch ........ "BRT"
d. FORM switch ................ "BRT"
I e. On early airplanes
w
to send code signals manually,
leave the FUSELAGE switches on "STDY" and "MAN,"
and depress the MAN KEY switch to sigual, using the
IND light to monitor the siguals.
APPROACH LIGHT OPERATION.'" The approach
light circuit is energized by the ac primary bus and is
controlled by tail hook microswitch, a landing gear
microswitch, and by a manually operated tail hook by
pass switch. '" The approach light functions when the
master exterior lights switch is turned on and provides
the landing sigual officer with information as to flight
attitude on approach, as well as indicating the positions
of the landing gear and arresting hook. The following
chart describes approach light operation:
WHEELS HOOK APPROACH
LIGHT
Locked down Down On
Locked down Not down Off
Not locked down Any position Off
Locked down Not down but tail On
hook hy.pass switch
actuated
98
TAIL HOOK BY-PASS SWITCH.'" A momentary
contact switch, located on a test panel on the right.hand
side of the nose wheel well, is pro,ided for bypassing
the tail hook microswitch so the approach llght can
he used for night field carrier landing practice. This
switch, protected by a red guard, is identified as HOOK
BYPASS APPROACH LIGHT'" (or APPROACH
LIGHT TAIL HOOK BY.PASS"'). When the switch
is pressed momentarily to the up position with the
electrical system energized, the approach light will then
be illuminated with the landing gear down and locked
even though the arresting hook remains in the retracted
position. Normal operation of the approach light i,
regained when the arresting hook control is moved to
the "DOWN" position, or when electrical power to the
approach light circuit is interrupted.
ANGLE OF ATTACK-APPROACH LIGHT
SYSTEM'"
The angle of attack-approach light system consists of
a transmitter with sensing probe, an ANGLE OF
ATTACK indicator, a tricolored external approach
light, and a cockpit angle of attack index light. For
oontrol, an angle of atrack index light dimmer control,
a FIELDCARRIER switch and a TEST switch are
provided (see figure 4-3A). The sensing probe extends
outboard from the airplane and senses the attitude of
the airplane in relation to the relative airstream. Angle
of attack information sensed by the probe is transmitted
to the ANGLE OF ATTACK indicator, providing the
pilot with angle of attack information at all times duro
ing flight, as long as electrical power is available. When
making landings, relative wind angle of attack informa
tion is provided simultaneously to the pilot by the cock
pit angle of attack index light, and to the landing signal
officer by the external approach lights. Use of the sys
tern provides accurate angle of attack information for
either carrier landings or field landings at any time duro
ing day or night flying operations. (See figure 4-3A.)
ANGLE OF ATTACK TRANSMITTER
The angle of attack transmitter, consisting of a sensing
probe and a transmitting unit, is located forward of
the cockpit on the left side of the fuselage. The sensing

probe, which extends outboard into the airstream (figure
4-3A), has two rows of holes which sense relative air,
stream direction. Air pressure from these openings is
directed against opposite sides of a paddle in the trans
mitter. Pressure sensed by the paddle registers on a
potentiometer and is electrically transmitted to the cock
pit ANGLE OF ATTACK indicator. Mounting of the
illA4D_t Airplanes BuNo. 137813 through 13991B and all I
other A4Dl, 2 airplanes prior to incorporating ASC No,
181.
(Z}AH A4l)..1. -2 Airplanes not inrorporating ASC #175.
(SlAll A4Dl. <2 Airplanes 137817 and subs not inrorporating
ASC #175.
(4)A4D-l Airplanes BuNo. 137813 through 137816.
(5)Efective on all A4D-l. 2 Airplanes BuNo. 1.37823 atld :liub$.
after 1nmrporation of ASC # 175.
Revised I October 1961
NAVWEPS OI-40AVA-l Section IV
probe through an adjustable plate on the transmitter
allows the probe to be rotated for optimum position
alignment. Graduations on the plate, aid in making
proper settings. To prevent freezing, both the trans
mitter unit and the probe contain thermostatically con
trolled heating elements which are energized whenever
the PITOT HEATER switch is in the "ON" position.
Electrical current for operation of the sensing portion of
the transmitter and for transmission to the ANGLE OF
ATTACK indicator is received from the 28 volt d-c
primary bos and operates whenever electrical power is
available.
ANGLE OF ATTACK INDICATOR
The ANGLE OF ATTACK indicator, (figure 4-3A)
includes a graduated dial, a pointer, and an "OFF"
warning flag. The instrument has an illuminated dial
and give. visual indication of the angle of attack in
units marked from "0" to "30" on its face. (These units
are not absolute angles bot are arbitrary units grouped
around the optimum.) The dial is adjustable by means
of a hexagon wrench used at the lower left hand corner
of the indicator, to set the optimum unit setting at the
3 o'clock position. The instrument operates on 28 volt
power from the primaty d-c bos, and the "OFF" warn
ing flag betomes visible whenever power is lost. Angle
of attack readings received from the transmitter, deter
mine the pointer position in relation to the various
index units, which of the three lights in the approach
light will illuminate, and also controls indications of
the cockpit index light.
EXTERNAL APPROACH LIGHT
The external approach light (figure 4-3A) mounted
near the top of the nose gear strut contains three
separate 6 volt lamps covered by red, yellow and green
lenses. One of the lights, bot never more than One at
the same time, will be illuminated when the system
is in operation. Control of these lights is a function of
the ANGLE OF ATTACK indicator, and illumination
of the Iigbts corresponds to the position of the pointer.
Angle of attack conditions shown to the LSO are as
follows:
. Yellow light is illuminated when the airplane is
within the optimum angle of attack limits.
b. Red light is illuminated when the airplane angle
of attack is too low.
c. Green light i. illuminated when the airplane angle
of attack is too high.
The external approach lights and the pilots angle of
attack index light, glow bright in the daytime bot are
dimmed automatically for night flying whenever tbe
MASTER EXT LTS switch i. "ON."
shield furnishes the pilot with angle of attark informa
tion corresponding to that received by the LSO from
the extetnal approach lights. The unit consists of three
vertically mounted, shielded lights, with openings that
glow red to indicate angle of attack attitudes. The top
opening is a "V" aperture indicating angle of attack
too high. The center opening is an "0" (donut) indicat
ing optimum angle of attack. The bottom opening is
"A" aperture indicating angle of attack tOO low. If
either the upper "V" or the lower "A" glows at the
same time the center "0" is illuminated, it indicates
approaching to or departing from the optimum angle
of attack. (See "INDEX CONDITIONS" figure 4-3A.)
APPROACH LIGHT SYSTEM OPERATION
A retraction release switch on the left main gear de
energizes the circuit and the external approach, and
the cockpit index lights, will be off when the airplane
is on the ground. (Simulate gear airborne to test cockpit
index and external lights by depressing the plunger of
the switch.) Located with the LABS TIMER control on
a panel in the right console, is a dimmer control, a
FIELD/CARRIER switch and a TEST switch. When
pressed, the TEST switch provides current from a
separate circuit for illumination of the cockpit index
lights. Rotation of the dimmer control in the desired
direction provides the brilliance desired for the cockpit
angle of attack index light. Position the FIELD/CAR
R E R switcb at CARRIER and the cockpit index light
and external approach light will indicate as follows:
a. When airborne, with gear locked down and hook
down, the lights will glow steady.
b. When airborne, with gear locked down and tail
hook retracted the lights ..ill flash "on" and "off."
c. When airborne, with gear not locked down and
tail hook in any position lights will be off.
d. When the airplane is on the ground all lights are
off.
Position the FIELD /CARRlER switch at FIELD and
the cockpit index light and external approach light will
indicate as follows:
. When airborne, with gear locked down and tail
hook retracted, the lights will glow steady.
h. When airborne, with gear not locked down and
tail hook in any position lights will be off.
c. When the airplane i. on the ground the lights will
be off.
( WARNING I
ANGLE OF ATTACK INDEX LIGHT
Before making arrested landings make sure
The pilots angle of attack index light, (figure 4-3A) the FIELD/CARRIER switch is positioned at
mounted to the left of the gunsight on top of the gl ...... CARRIER.
99
Section IV NAVWEPS 01-40AVA-l
ANGLE OF ATTACK
INDEX UGHT
OPTIMuM
SETTING
(ALLEN HEAD) ANGLE
ARE 1101 .I\!I'fCRAFT'S TRUE
AtWLE OF JlTTAQ( ANGLES}
ANGLE OF ATTACK
INDEX LIGHT
OIMMER CONTROL
F"IELO/CARRIER
APPROACH LIGHTS
THREE COLORS ___
n:xrRNAL)
ANGLE OF ATTACH
TRANSMITTER
SENSING PROBe:
TOO HIGH
(EXTERNAL
21-30 I
ANGLE OF ATTACK HIGH
APPROACHING OR DEPARTING
OPTIMUMIEXTERNAL
LIGHToAMeER)
[!<INDICATOR20 "2-21)
ANGL. OF ATTACK
OPTIMUM ["BULLSEYE")
(EXTERNAL LlGHT=AMBERl
(*!NOICATORaI9Ifl -20 liz)
ANGLE OF ATTACK LOW
APPROACHNG OR DEPARTING
OPTIMUM [EXTERNAL
LIGHT. AMBER)
H+INDtCATOR
e
I9-19 "2:}
ANGLE OF ATTACK
TOO LOW
(EXTERNAL LIGHT. RED)
(*IND1CATORIIO-IS)
L.H. LANCING GEAR STRUT
Figure 4-3A. Angle of Attack-Approach Ligh' System
100
NAVWEPS 01-40AVA-l
Secllon IV
OXYGEN SYSTEM
I"--W-A-R-N-.-N-G--",
During periods of engine malfunction, it is
possible for highly toxic fumes to enter the
cockpit via the air conditioning system, It is
recommended that oxygen be used at .11 times,
regardless of altitude,
OXYGEN SUPPLY SYSTEM, The liquid oxygen supply
is stored in an insulated tank mounted in the aft fuse
lage section. The tank filler valve is reached through
the aft fuselage compartment access door. The tank con
tains 5.0 liters of liquid oxygen when serviced to
t::3padty. Normal evaporation of the liquid oxygen forms
a layer of gaseous oxygen in the supply tank. Pressure
builds up in this gaseous Jayer as it warms and forces
the liquid oxygen from the bottom of the tank into
the converter system. \Vhen this liquid oxygen is intro

duced into the converter portion of the system an unin
sulated coil allows it to become warmed causing addi
tional evapor.:ttion and formation of gaseous oxygen
with resultant pressure build-up. Pressure regulators
within the system control the supply of liquid oxygen
and provide a supply of gaseous oxygen to the oxygen
mask regulator at a constant pressure of 70 2 psi
(under normal operation). With no demand being
made on the oxygen supply, pressure within the system
will increase to above this but will be vented
overboard by the opera don of relief valves before it
becomes excessive.
Should liquid oxygen contamination be indi,
cated by disagreeable odors in the oxygen sup'
ply, descend immediately to below oxygen alti
tude. If necessary, use the emergency oxygen

borde for a limited period.
I
Note
A transient odor which is not repeated should
not be cause for alarm; however, if odor per
w
sists, take precautionary action outlined above.
CONTROLS AND EQIJIPMENT. A LIQUID OXY
GEN quantiry gage (16, figure 1-3) is located on
{he left side of the armament panel, and is marked "5"
(full), "4," "3," "2," "I" and "0" (empty) to show the
number of liters remaining. The quantity gage is elec
trically operated, and has a small "OFF" window to
indicate that the gage is not showing an accurate read
ing of the quantity when electrical power is lost. Also
to be found on the indicator is a red "LOW LEVEL"
warning light, which comes on when the quantity falls
below V, liter. A toggle type OXYGEN control (14,
figure 4-5), installed adjacent to the oxygen supply
gage, places the system in operation when moved from
"OFF" to "ON,"
Revised 1 O<tober 1961
When the OXYGEN control is turned on, oxygen is de
livered from the supply system at a pressure of 70 psi to
the OXYGEN receptacle (26, figure 1-3) on the left
console. The pilot's supply tube is plugged into the re
ceptade to allow the oxygen to flow to the system regu
lator, installed just below the pilot's face mask, which
meters oxygen to the pilot under positive pressure at all
altitudes.
'lbe Type A UA face mask used with this oxy
gen system should be properly fitted to the
pilot'S face for best results. Relatively small
leaks around a mask are cumulative in effect
and result in considerable oxygen loss over
long periods of operation.
Always check the oxygen supply rubes for tight
connections before moving the OXYGEN
control to "ON." Escaping oxygen creates a
fire hazard in the presence of oil or grease.
OXYGEN DURATION
Figure 4---4 is a tabulation of hours remaining for
ious altitudetank supply combinations for the liquid
oxygen supply system. It will be noted that al[hough
100% oxygen is used at all times, duration is greater
at high altitudes.
This is explained by the physical property of gases as
affected by pressure. The volume of oxygen increases
in direct proportion to the decrease in atmospheric pres.
sure as altitude increases. Thus, while the volume of
oxygen required by the pilot's lungs is approximately
the same at any altitude, the 100% oxygen delivered in
reduced cockpit pressure is lower in density and less of
the supply is required to satisfy the demand.
NORJl,fAI, OPERATION
BEFORE PLIGHT, Before each flight the oxygen sys
tem and mask may be checked as follows:
a. Check general condition of fittings, hose, regulator,
and mask,
h. Inspect the exhalation valve for foreign matter
(sand, grit, lint, etc.).
c. Inspect the inhalation valves to see that the valve
body is properly seated in the mask.
d. Inspect the inhalation valves for foreign matter
and proper mounting of the plastic covers, The arrow
scribed in the cover must point down.
e. Insert the end of the oxygen hose into the mouth
and draw lightly. The inhalation valves should collapse
against the valve bodies.
E. Place the mask on the face without connecting the
oxygen hose to the ship's system and exhale. Exhalation
should be possible without difficulty or resistance if the
exhalation valve is unseating properly.
101
Sacllon IV NAVWEPS OI-40AVA-l
LIQUID OXYGEN DURATION
UTEII' SYSTEM
HOURS REMAIN!NG
CABIN
PRESSURE
GAGE READING
ALTITUDE (L.lTE"RS)
-FEET
"."
"4"
"," "2' " "

40,000 UP
...
30,3 2:4,2 la. 12.1 6.0
'.0
35,000
...
14,8 11,1
1.' '.1 1.8
::50,000
...
13,6
:
10.9 8.2

2.1
I.'
Z5.000
...
10.2 8.2 6.2 4.1 2.0 1.0
zopoo
...
8.0 6 .. 4.8
,.
I.. 0.8
15,000
...
S. '.1
,.S
".
"
0.6
10,000
...
'.0
4.0 '.0 2.0 1.0 a.
5000
...
4.2
,. ,
2.'
I.'
0.8 0.4
SEA LEVEL
...

2.S 2.1
I.'
0.1
0.'
j
i
:
:
P$I)!)64'30
R!MARKS,
OATA AS OF, 15 Ol:lctw.r 195/
III 8asad on BOO IJen. (if gcseQUS o"ygert per L!er of Ol(ygerL
OATA aASlS, Spec,lu:;ohcr Mil'; 19326IAerJ
!21 0010 (I$surnll 'fie :.Ite of 0 pop<}riy fiHed Il"(ak.
from 00-50-517

Figure 4-4. Oxygen Duration
g. Under tbe same condition., inbale. Inb.lation
should be difficult and will confirm that the exhalation
valve is seating properly. Some air will enter the mask
through the inhalation valve. via the oxygen regulator
and the restrictor in the supply tube.
h. With the mask in place, connect the oxygen supply
tube to the connector On the seat cushion and turn the
OXYGEN control "ON." Inhalation should be very easy
to accomplish if the regulator i. operative and delivering
oxygen at a slight positive pressure. Exhalation sbould
also be possible without difficulcy. If exhalation is diffi
cult, there is inhalation valve leakage.
t Check oxygen supply and .eruricy of both the seat
cushion and console oxygen and radio connections.
DURING FLIGHT, The following should be cbecked
frequently while On oxygen during flight:
a. Oxygen supply.
b. Oxygen mask for lleC\lre fit.
c. Seruricy of oxygen disconnect couplings.
Loss of radio communication may indicate
separation of the oxygen tube couplings, Check
these connections for seruricy before making
any other check of communications equipment.
During flight, if there is any indication of oxy
gen contamination such as disagreeable odors
in the oxygen supply, descend immediately to
below oxygen altitude. If necessary, use the
emergency oxygen supply.
102
NAVWEPS OI-40AVA-l Soctlon IV
AFTER FLIGHT. Following each flight during which
oxygen has been used:
a. OXYGEN control ............. "OFF"
b. Disconnect the mask-to-seat cushion oxygen con
nection and ascertain that the dust cover on the supply
hose coming out of the seat cushion snaps in place.
c. Report any oxygen system discrepandes and see
that they are corrected.
:I
If the oxygen quantity has become nearly de
pleted and the airplane remains for over two
hours without oxygen refilling, there is a dan
ger of contamination. In this event, the pilot
should report the condition to the maintenance
crew and the oxygen system must be purged per
instructions in applicable publications.
d. The following instructions are to be observed to
prevent malfunction of aircraft liquid oxygen converter
systems and to prevent odors in the airplane's oxygen
supply through the introduction of water vapor or other
gases into the system:
(1) The airplane liquid oxygen converter systems
must not be permitted to go dry and be exposed to the
surrounding atmosphere. If the converter system is ex
posed, water vapors or other gases may condense in the
converter hottle causing malfunction of the system
valves or odor to be present in the oxygen supply;
(2) The airplane oxygen converter systems should
be left in the build-up condition with the supply valve
in the "OFF" position, except while filling the system;
(3) If the airplane'S liquid oxygen converter sys
tem is exposed to the surroundiog atmosphere for any
extended period, it should be purged with gaseous oxy
gen only, prior to further use.
EMERGENCY OXYGEN SUPPLY
Emergency oxygen is contained in a cylindrical HU"
shaped bottle (6, figure 1-10), installed in the seat
cushion. A pressure gage (9, figure 1-10), which ex
tends through the lower forward right hand comer of
the seat cushion, should register 1800 psi when the bot
tie is filled. The duration of the emergency oxygen
supply is approximately 4 to 20 minutes, dependent
upon the altitude (the higher the altitude, the longer
the duration) since the oxygen is delivered by the mask
regulator only upon demand. Oxygen from the emer
gency oxygen bottle is supplied by the release of a valve
in the pressure regulator at the forward left corner of
the seat pan. Two keeper yokes on the valve shaft keep
the valve in the closed position until emergency oxygen
is required. One of these yokes attach by cable to the
green manual release ring which is stowed in a pocket
of the seat pan (7, figure 1-10). The other is attached
by cable, through a quick-disconnect fitting, to the left
console (IS, figure 1-10). Pulling either cable dis
lodges the yokes and actuates the emergency oxygen
supply valve to provide oxygen from the hottle and
shut off the regular supply. When the seat is ejected or
the pilot leaves the airplane with his survival gear, the
cable attached to the airplane structure is pulled and
emergency oxygen is supplied automatically. Manualiy
pulling the green ring will provide emergency oxygen
at any time. The pressure reducer allows the oxygen to
flow at a reduced pressure of 60 psi through the pilots
supply tube to the oxygen regulator for delivery to the
face mask. A check valve in the segment of supply tube
which plugs into the OXYGEN receptacle on the left
console prevents loss of oxygen when the emergency
oxygen bottle is actuated.

To insure the automatic supply of emergency
oxygen, during ejection or bailout;
a. Check pressure gage for adequate supply (1800
psi).
b. Be sure the automatic release cable is attached to
the console quick.disconnect fitting.
c. Determine that release keeper yokes have not
been unintentionally dislodged: (With the mask to-seat
cushion hoses connected and the console supply shut
off or disconnected, there should be no oxygen flow).
ARMAMENT EQUIPMENT
All bombs, rockets, and other droppable stores are car
ried externany on three racks. Weapons which can be
carried are bombs, rockets, chemical tanks, mines,
pedoes and spedal stores. A four-hook ejector-type
bomb rack is installed on the centerline (fuselage) sta
tion and two-hook ejector racks on the wing stations.
The centerline rack, which is limited to a load of 3575
pounds, can be used to carry stores which require either
3Q-inch or 14-inch suspension. Wing racks are provided
with 14-inch suspension only and have a load limit of
1200 pound. each, except when carrying the 3oo.galloo
external fuel tanks, as specified io Table v-no
Control of all armament is effected through an arma
ment panel and, when various special stores are loaded,
through additional panels installed on the left-hand con
sole. Electrical release of stores is controlled directly by
the pilot.
MASTER ARMAMENT SWITCH. All armament
equipment is controlled by the MASTER ARMAMENT
switch (8, figure 4-5) except emergency jettisoning of
stores and on some airplanes'" charging of the guns. I
The armament circuits can be energized only when this
switch is in the "ON" position. An armament safety
circuit prevents operation of the armament system when
the landing gear is extended due to the action of a
micro-switch which causes all armament circuits to be
deenergized.
STATIONS SELECTOR SWITCHES. Three STA
TIONS switches (9, figure 4-5) are provided for LEFT,
CENTER and RIGHT armament release. Each switch
has "READY" and "OFF" positions, providing single
or multiple release of stores with the armament firing
switches.
FUNCTION SELECTOR SWITCH. A rotary SELECT
switch (II, figure 4-5) is provided for seleering the type
of armament to be released. The switch may be set on
11) All after ASC No. 111 is incorporated.
103
Seclion IV NAVWEPS 01 -40AVA- l
AI RP LANES BUNO 13 7812
T HROUGH 142 161 ONLY

1. GUNSIGHT REFl.fCTOR PLATE 9. STATIONS SElECTOR SWITCH
2. SKID INDICATOR 10. IOM8 ARMING SWITCH
3. GUNSIGHT 11 . FUNCTION SELECTOR SWITCH
. GUNSIGHT ELEVAliON CONTROL 12. EMERGENCY SelECTOR SWITCH
5. PITOT HEAT SWITCH 13. EMERGENCY STORES RELEASE HANDLE
6. GUNSIGHT CONTROL U . OXYGEN VAlVE CONTROL
7. GUNS SWITCH
8. MASTER ARMAMENT SWITCH
AVA-I-4 p-6,e5-1J
A4D- I Airplanes
Figure 4-5. Gunsight and Armament Panel ISheer I I
104
NAVWEPS 01-40AVA-l Section IV

GUNSIGHT REflECTOR PLATE 8 . MASHR ARMAMENT SWITCH
SKID INDICATOR 9. STATIONS SHECTOR SWITCHES
GUNStGHT 10 80M' ARMING SWITCH
GUNSIGHT HEVAtlON CONTROl lOA JATO ARMED WARNING LIGHT
4..... ElEVATION CONTROL GUARD II . fUNCTION SElfCTOII SWITCH
~ 8 HEVATION CONntOl lOCKING YOICE 12. EMERGENCY snECTDI! SWITCH
~ PlfOT HEAT SWITCH t 3. EMERGENCY STORES RElEASE HANDLE
6 GUNSIGHT (ONUm 14 OXYGEN VALVE CONTROL
? GUNS SWI TCH
AVA- I-04 P - 6 ~ 6 ~ - 2 A
A4D- 2 Airplanes
Figure 4-5. Gunsight and Armament Panel ISheet 2)
Revised 1 July 1961 lOS
Section IV NAVW EPS 01-40AVA- l
anyone of five fl) or six separate detents which are
labeled "SPECIAL STORES" or " LABS,"'" "BOMBS
& GM ARM," "ROCKET," "GM UNARM, " "OFF,"
"SPRAY TANK," and " FLARES" or blank.'"
ARMAMENT SAFETY CIRCUIT DISABLING
SWITCH. When the airplane is on the ground, an al
ternate ci rcui t may be energized for the purpose of
checking the arma ment system. This circuit is engaged
by momentar ily cl osing the ARM SAFETY DISABLE
switch, located on the outboard side of the right-hand
wheel well. (On some ai rplanes (3) this switch is installed
on a test panel on the right-hand side of the nose wheel
well , and is labeled ARMT, SAFE DISABLE switch.)
Raising the landing gear or moving the MASTER
ARMAMENT switch to "OFF" will restOre the arma
ment safety circuit to normal operation.
GUNSIGHT
An illuminated gunsight (3, fi gure 4-5) is provided for
gunnery and for rocket [lnd bomb aiming. The gun
sight, mounted on the top center of the glareshield, con
tai ns onc ladder type reticle and a glass reflector to
superimpose the reticle image upon the target . The
mil setting knob rotates the reflector plate, thus (:hang
ing the effective boresight line of the gun.sight in a
vertical plane. This permits the relatively narrow-field
optics to have a large effective field in a vertical plane.
In di ve bombing, the amount of down-lead required is
obtained from ball istics charts which take into account
airspeed, dive angle, weapon release altitude, and the
bnllisti cs of the particul ar weapon being used. This
down-lead is set inro the gunsight, and while the proper
dive angle and ai rspeed are held, rhe airplane is flown
so that the center of the reticle just crosses the center of
the target when the airplane is at the predetermined
altitude, at which time [he weapon is released and evasive
action initia ted. If any wind is present, its effect must
be estimated and the weapon released when the reticle
ccnter is at some point upwind of the target.
W/hen using the gunsight with guns or rockets, the
proper ballistic drop of the projectile is set into the
gunsight as down-lead. The center of the reticl e is then
kept on the center of the target, provided it is a fixed
target. If the target is moving, any required lead
must be estimated using the graduati ons on the reticle.
In LABS maneuvers, the gunsight may be used to align
the flight path of the airplane with the IP (identification
point) . If any cross wind is present, the airplane is
crabbed until some poi nt on the azimuth center line of
the reti de appears not to drift off the IP. When this
condition is obtained, t he airplane'S true flight path
wi ll be a straight li ne passing directly ovcr the IP. Also,
the no-dri ft point on the reticl e gi ves a measure of the
crab angle, from which the wi nd effect on the weapon
may be estimated.
GUNSIGHT ELEVATION CONTROL. A sight eleva
tion knob (4, figure 4-5) on the left-hand side of the
gunsight controls the glass reflector angle for increasing
or decreasing the down-lead of the reticle. On later air
planes' " the locking yoke must be lifted before setting
the sight elevation knob.
Be Sllre to unlock the yoke before :Htcmpting
to rotate tht: elevation control knob. Fai lure
CO do so call damage the mechanism and result
in sight elevation indication errors.
After setting the knob to the desired down lead, the
locking yoke must be pressed firmly against the sight
hody to lock rhe reflector plate struts.
Press on the yoke proper; do not press on the
guard attached to the yoke.
GUNSIGHT SWITCH. A single rotary knob (6, figure
4- 5) on the armament panel, identified as GUNSIGHT
serves as the gunsight light control. By rotating the
knob, either of two filaments may be selected for light
ing. Light intensity can be adjusted between the "OFF"
and " BRIGHT" positions for either the primary (PRI)
filament or for the alternate (ALT) filament. Always I
posicion the switch at "PRJ" when using (he gunsight
on a mission, so the unused "ALT" filament will be
available if the primary burns out. Replace the lamp
before the next mission when one filament burns out.
Note
Allow warmup time for the bulb by initially
turning the knob approximately 30
0
toward
"BRIGHT." Wait a minimum of 3 seconds
before changing this setting.
GUNNERY EQUI PMENT
Two forward firing Mark 12 :Mod 0 20-ll1illimeter guns
can be instalkd in the airplane as al ternate armament.
Ammunition boxes, located in the main access area be
(ween the guns, ('an be loaded with one hundred rounds
of ammunition for each gun. The :Mark 12 Mod 0 gun
is a combination blowback and gasoperated weapon
which fires ammunition electrically. The weapon. which
is aircooled. has a r<ltc of fire of 1000 rounds per
inimlte. A pneumatic charger mechanism operates the
breecbblock for first round loading.
(t) A..fO-1 Airplanes BuNo. 137823 through 137831. 139919
through 139970. 142142 through 142235, and A4D-2 Air
planes.
(2)A4D1 Airplanes BuNo. 13781 3 through 137816, 137823
through 137831, 139919 through 139970, 142142 through
142235, and A4D-2 Airplanes.
Airplnnes BuNo. 142082 duough 142085, 142088, 142092,
142794 through 142953, 144868 through 145146; prior Air
planes by service change.
f4JA4D_1 Ai rplanes BuNo. 137812. 137817 and subs, and A4D-2
Airplanes.
Revised 1 Octobe r 1961 106
NAVWEPS 01-40AVA-1 Section IV
I
AI R REFUELING CONTROL

(TAN KER) ANO BL ANK
PAN EL
OMN I RAN GE (AN/ARN-14E)
MARKER BEACON (AN/ARN-I2)
..
AHD BLANK PANEL
(I'
/'
./
BOM B CO NTROL AND MO NI TOR LABS CONTROL AND
(T-208A OR 1-249A) AND BLANK PANE L
LABS CONTROL PANEL

,/
FUSE FU NCTI ON CONTROL
SPRAY TAN I< CONTROL
(C 26121AWW-1) ANO
(AERO 14BJ AND BLANK
LABS CONTROL PANEL
PANEL
AVA- t - 4 P- 20 :548 -1
IA4D- 2 Airplanes)
Figure 4-SA . Alternate Control Panels For External Stores
Revi sed 1 October 1961
106A
NAVWEPS
TRIM CONTROL
SWITCH
A4D 1 Airplanes; A4D2 Airplanes prior to 8uNo.
J42674( and before service change
Figure 46. Control Slick Switches ISheet I I
Although firi ng is simul taneous from both guns, indi
vidual compressed air tanks, fill ed to 3200 200 psi,
permit each gun (0 be remotely charged as a separate
uni t. The guo electro-pneumatic packages are located in
the right-hand wheel well, and in the forward engine
compartment and accessory section.
GUN CHARGING SWITCH. The gun charging
switch (7, figure 4--5) on the armament panel is identi
fied as GUNS and has two positions, "SAFE" and
"READY." With the switch on "READY," the charged
gun is ready to flre. To fe-charge or cycle the guns.
the switch is moved to "SAFE" position for at least two
seconds and then returned to "READY." In this opera
tion, the hreechblock is retracted by pneumatic pressure
in the charger cylinder and held aft as long as the switch
remains on "SAFE." When the switch is moved to
"READY" the breechblock and a round of ammunition
are brought forward to charge the gun.
WARNING
I
01 40AVA l Section IV
On some airplanes (1) movement of the MAS
I
TER ARMAMENT switch from "ON" to
"OFF" and back to "ON" whil e the gun
charging switch is at "READY" creates the
same hazard.
Always keep the charging switch in the "SAFE"
position until guns must be readied; and return
it to that position after using guns.
The armament safety circuit functions when the landing
gear is lowered, de-energizing the gun-charging circuits
and causing the breech block to be retracted to the safe
position.
GUN ROCKET FIRING SWITCH. The gun.rocket
trigger switch on the control stick grip (figure 4-6) is
used to fire both guns and rockers. The guns will fire
when the switch is depressed, providing the MASTER
ARMAMENT switch is turned "ON" and the GUNS
charging switch is at "READY."
Note
To prevent rockets from firing when operat
ing the guns, the function SELECT switch
should be set on the "OFF" position or the
STATIONS selector switches turned "OFF."
()) All A4D-l, -2 Airplanes prior (0 incorporating ASC No. 171. I
I ILE GUIDANCE
SWITCH
BOMB
RELEASE
TRIGGER
PICKLE
TR'GGER-/
(THUMB) SWITCH
CONTROL STICK GRIP
If stoppage occurs while t he trigger is squeezed,
do not cycle the gun charger. Movement of the
gun selector switch from "READY" to " SAFE"
and back to "READY" can cause an explosion
by ramming a new round against a jammed one.
A4D2 Airplanes 8uNo. 142674, 142676, 144868,
and subsequent, and after service change
Figure 46. Control Slick Switches (Sheet 21
107
5lIon IV NAVWEPS 01-40AVA-l
FIRING GUNS
a. MASTER ARMAMENT switch "ON"
b. Function SELECT switch, or
STATIONS selector switch .... "OFF"
c. GUNS switch ...... . ........ "READY"
d. Gun'ro<:ket trigger .... ,', ..... squeeze
ROCKET EQUIPMENT
Forward firing airto.ground rockets of two sizes can
be carried in ro<:ket launchers suspended from tbe bomb
racks. The tackets are carried in the package launchers
in any comhination of the following configurations:
EACH WING STATION CENTERLINE STATION
7-2.75" rockets 7-2.75" rockets
19-2.75" rockets 19--2.75" rockets
4-5.00" rockets
f 5.98" tceh:ei\ '1)
FIRING ROCKETS
Release of rockets from packages is accomplished hy
ripple fire. To fire the rockets, observe the following
procedure:
a. MASTER ARMAMENT switcb .. "ON"
b. Function SELECT switch ........ "ROCKET"
c. STATIONS selector switches
(LEFT, CENTER and RIGHT
stations) ................... "READY" on
each station as
required
d. GUNS switcb ........... , , , .....SAFE"
e. Gunrocket trigger ............ squeeze
Note
Make certain tbat the GUN cbarging switcb is
on "SAFE," to prevent the guns from firing
simultaneously with the rockets.
JETTISONING ROCKETS
Rockets are carried only in packages hung directly on
the bomb ClIcks. The packages may be jettisoned in the
same manner as other external stores, using either the
normal bomb releasing methods or tbe emergency re
leasing controls. (Refer to RELEASING BOMBS.)
BOMBING EQUIPMENT
Release of bombs and other stores from the ejector.type
racks is accomplisbed by electrical deton.tion of car
tridges. When cartridges are fired by pressing the bomb
release switcb, tbe initial force is an upward thrust which
opens the hooks, followed by a downward ejector thrust
of several incbes which forces the bomb clear of the air
craft. The ejector foot is located aft of center on the
bomb rack in order to counteract the twisting moment
on the bomb caused by drag forces in high speed flight.
Each rack contains two cartridges. One firing circnit i,
for normal release and the second is for emergency
release. Either circuit fires both cartridges.
BOMB ARMING SWITCH. The bomb arming switch
(10, figure 4-5), identified as ARM, is loc.ted adjacent
to the function SELECT switch. The ARM switch can
be set at "NOSE & TAIL" or "TAIL" depending on
arming requirements, or can he plared in the "SAFE"
position for releasing stores in an unarmed condition.
BOMB RELEASE SWITCH. The "pickle" switch (fig
ure 4-6), used for releasing bombs and other external
stores, is located on the left side of the control stick
grip and is identified by the letter "B." This switch is
also used with a1rernate installations, such as the
chemical spray tank, the practice bomb container, and
the missile.
EMERGENCY SELECTOR SWITCH. The MER
SELECT switch (12, figure 4-5), located directly above
the MER BOMB REL handle, provides selection of
"WINGS
t
" "CENTER
u
or 'IALL" stations when jet
w
tisooing stores with the EMER BOMB REL handle.
EMERGENCY BOMB RELEASE HANDLE. An MER
BOMB REL handle (13, figure 4-5) on the lower left
hand side of the armament panel is used to jettison
external stores. Pulling the handle doses a switch in tbe
emergency release circuit, by.passing the normal release
controls. Power to the emergency circuit is supplied by
the primary bus, which is energized by either the main
or the emergency generator. The emergency bomb re
lease circuit is not affected by any other operation of
the airplane, and stores may be released irrespective of
the position of the landing gear control or MASTER
ARMAMENT switch. (Refer to EMERGENCY SELEC
TOR SWITCH.)
RELEASING BOMBS
SINGLE RELEASE
a. MASTER ARMAMENT switch, , "ON"
b. Function SELECT switch ........ "BOMBS & GM
ARM"
(LEFT, CENTER 0, RIGHT) ... "READY" as
required for
single release
d. Bomb release switch ............ depress
SALVO RELEASE
a. MASTER ARMAMENT switch .. "ON"
h. Function SELECT switch. , ... , , . "BOMBS & GM
ARM"
(LEFT, CENTER l1#a RIGHT). , "READY"
d. Bomb release switch, , .... , ..... depress
JETTISON
a. MER SELECT switch .........."WING,"
"CENTER"
or HALL"
(as reqoired)
108
NAVWEPS 01-40AVAl Section IV
b. EMER BOMB REL handle ' , . , ' pull
When the EMER BOMB REL handle is used
to release wing stores only (EMER SELECT
switch set on "WING"), make sure the center
STATIONS selector switch is in "OFF" posi
tion to prevent an electrical feedhack through
the normal bomb release circuit and inad
vertent release of the center store.
MULTIPLE BOMB RACK
The multiple bomb rack assemhly consists of six indi
vidual bomb racks arranged on a single adapter assem
hly and is for use on the Aero 7A and the Aero lOA
ejector racks when installed on A4D-2 airplanes having
ASC No. 122 incorporated. The six racks mounted on
the multiple bomb rack assembly, three forward and
three aft, are electrically triggered cartridge actuated
devices, each capable o( carrying and releasing either
a 250 or a 500 pound bomb.
Note
250 pound bombs may be carried and released
from either the centerline or wing racks. 500
pound bombs may be carried and released
(rom the centerline racks only.
Each o( the six individual bomb racks are provided with
suspension hooks and sway braces for holding the stores
being carried. They have a noise and tail arming unit
(or mechanically armed bombs and (or uSe On some air
planes'" are equipped with an electric fuzing unit for
electrically fuzed bombs. Power is supplied to tbe in
dividual racks through the multiple bomb rack harness
assembly from the airplanes armament circuits. A step
per switch in the harness assembly distributes (iring
impulses successively (rom one rack to the next. A
release mode selector switch which must he set prior to
flight is located in the multiple bomb rack assembly tail
cone and permits single or dual release or automatic
train release at 15, 30 or 60 millisecond intervals.
Releasing a "hung" bomb from an individual bomb rack
is not possible, however emergency release can he ob
tained by polling the EMER BOMB REL handle and
jettisoning the entire multiple bomh rack assembly.
Bombs are released from, the multiple bomb racks in
the following sequence regardless of the release mode
selector switch setting.
Position 1 Aft center
Position 2 Forward center
Position 3 Aft loft
Position 4 Forward left
Position 5 Aft right
Position 6 Forward right
Safoty pins are provided to prevent accidental, manual
or electrical release when the bomb rack is loaded and
must be removed hefore flight.
PREFLIGHT CHECK
. Arming and/or fuzing of
bomb load , .. ,., ........ , .... check
b. RELEASE MODE selector
switch .' .. ' ..... , .. , ...... , .. set as required
for mission to be
accomplished
c_ Bomh and ejector rack safety
pins ....... ' ...... ' .. , .... . removed
d. After entering cockpit, EMER
SELECT switch.,." ... "." .. uCTR",

"ALL" (as de
sired, for sto.res
to he jettisoned
in emergency)
INFLIGHT PROCEDURE
Prior to bomb run accomplish tbe following:
a. MASTER ARMAMENT switch .. "ON"
b. ARM switch
. , , . , ..... ttTAIL" or
"NOSE &
TAIL"
c. STATIONS switches (LEFT,
CENTER or RIGHT) ,. " "READY" as
desired
d. Function SELECT switch .... ,"BOMBS&GM
ARM" or
"LABS" (as re
quired by mis
sion to he per.
formed.)
Note
In addition to the (oregoing list, if "LABS" is
selected, perform the procedures specified for
loft bomhing. (Refer to LOW ALTITIJDE
BOMBING SYSTEM, Section IV of the Flight
Handbank Supplement.)
BOMB RELEASE (MULTIPLE BOMB RACK)
SINGLE RELEASE
With the RELEASE MODE selector switch at "SIN
GLE", press the bocnb release "B" hutton, hold for
2 seconds and a single bomb will release from each
station selected. Repeat for each release desired.
DUAL RELEASE
With the RELEASE MODE selector switch at "DUAL",
press the bomb release "B" botton, hold for 2 seconds
and 2 bombs will release from each station selected.
Repeat for each release desired.
TRAIN RELEASE
With the RELEASE MODE selector switch at ".015
SEC". ".030 SEC" or ".060 SEC", press the bomb re-
j 11 A4D.2 Airplanes having ASC 132 i1lCOrporllc.ed.
109
Section IV NAVWEPS Ol-4OAVA-l
lease "B" button, hold for 2 seconds and .11 bombs will
automatically release in a single train at the preselected
interval from each station selected.
EMERGENCY RELEASE
With the EMER SELECT switch at "WING," "CEN
TER" or "ALL" as desired for stores to be jettisoned
in an emergency, pull the EMER BOMB REL handle
and the entire multiple bomb rack assembly will jettison
from the stations preselected.
PRACTICE BOMB CONTAINER, AERO 5A
Information will be supplied when .vailable.
FLARE DISPENSER
Information will be supplied when available.
MINES (A4D-l AIRPLANES ONLY)
Information will be supplied when available.
ARMOR PLATE
All airplanes have prOVISIOns for the installation of
armor plare for the protection of the pilot.
SPRAY TANK
A chemical spray tank, designated Aero 148, can be
installed on the fuselage station only.
LOW ALTnVDE BOMBING SYSnM (LABS),
AeS AERO 18BC')
The ACS Aero 18B (LABS) equipment is a low altitude
bombing system designed to provide pull-up and bomb
release information to the pilot during the loft bombing
maneuver. Two predetermined release angles may be set
into the LABS prior to flight. The pilot selects either of
these in flight by selection on a switch in the cockpit.
Loft bombing is a method of attack in which the bomb
is released when the direction of motion of the delivery
aircraft is at a specified angle above the horizon. The
airplane arrives at this release position after a pro
grammed pull-up from an initial level ron-in toward the
target. Loft bombing is a special case of toss bombing.
Loft bombing m.y also be classified according to the
angle at which the release occurs, as described in the
following paragraphs.
LOW ANGLE LOFT. When release occurs in the re
gion of 20 to 30 degrees above the horizon, tbe delivery
is referred to as a low angle loft. Since in this maneuver
the pull-up must be initiated at a predetermined point
prior to reaching the tlLtget, a prominent initial point,
or IP, located some known distance from the target must
be used as the basis for determining the pull-up point.
The time from IP to pull-up point is determined before
taking off and is called the "timing period." When the
IP location is known accurately, the low angle loft de
livery provides the best accuracy.
MEDIUM ANGLE LOFT. In the medium angle loft,
the weapon is released at an angle of 40 to 50 degrees.
The same requirement for an IP exists as in the low
angle loft. Medium angle loft provides the greatest air
plane to weapon separation at burst, and maximum
stand-off distance from delivery aircraft to target during
the loft maneuver.
HIGH ANGLE LOFT. In the higb angle loft, or over
the-shoulder (O/S), the target is used as the IP. Release
occurs after pull-up through an angle greater than 100
degrees. The high angle loft delivery does not require
an IP; however, the delivery aircraft is required to fly
directly over the target.
HALF CUBAN EIGHT MANEUVER. There are twO
basic maneuvers which are utilized in performing the
various loft bombing deliveries. The first is the half
Cuhan eight. This maneuver consists of a level approach
to the target at the lowest altitude consistent with ter
rain features and the pilot's ability to acquire the target.
At the IP (target for O/S) the pickle is depressed. At
the completion of the timing period (no timing period
for INST O/S) , indicated by an aural tone On some
airplanes"), and a LABS TIMER light, a wings-level
pull-up is begun (over the target for O/S), by applying
It 4g acceleration in two seconds. Full military power is
applied at the pull-up point. The 4g acceleration is held
constant until light boffet is encountered. The aceelera
tion is decreased when the buffet occurs so that the
airplane is flown in light buffet until the nOSe is
approximately 30 degrees below the horizon. A half roil
is then executed and the airplane flown in a 30 degree
dive to low altitude on the reciprocal of the run-in
heading. The half Cuban eight maneuver is employed
for medium and high angle loft deliveries.
WING-OVER LOFT MANEUVER. The wing-over
maneuver varies from the half Cuban eight maneuver
only after weapon release. After release, a tight turn is
established by rolling the airplane quickly but smoothly
to an angle of bank of 120 to 130 degrees while main
taining 4g. This climbing and then descending turn i.
continued at 4 to 41/'g until course change of 135
degrees has been achieved, at which time the airplane is
rolled out smoothly. The airplane retires from the target
at low level. The wing-over maneuver is used only for
low angle loft delivery.
(1) A4D-l Airplanes BuNo. 137823 and sub4equent
airplane"
(2) only.
Revi.ed 1 July 1961
,
110
NAVWEPS 01-40AVA-l
Section IV

ACCELE ROMETER
ANGLE SELECTOR
GY RO
LABS CONT ROL PANEL
SELE CT
MA STER ARMAMENT
SWI TCH
BOMBS "eO
PICKLE BUTTON
ARMAMENT PANEL
YAW-ROLL

/
,
--,
,
BOx
, ,
I
\
\
, \
,
,
,
,
,
\
ELEROMETER
\
\
G Y R O ~
\
\
\
\
\
AVA- i -oil
r
::::::::::::=0= ~ ~ ~ h
- --------"'-..
~ .........
P - 8221-2B
Figure 4-6-1. Low Altit ude Bombing System
Revised 1 July 1961 110A
So<llon IV NAVWEPS
ACS AERO 18B CONTROLS
Located in the cockpi t are several components of the
LABS equipment which are of immediate concern to the
pilot (refer to figure 4-6-1 ) . A roll -pitch indicator is
located on the instrument panel; a LABS TIMER light
is mounted under the glare shield near the gun sight; a
LABS TIMER control is located on the instrument panel
on some airplanes(l) or on the right console on
a LABS control panel is installed on the left console
when the system is to be used. In addition, the function
SELECT switch on the armament panel has a " LABS"
posi tion which controls the flow of power to the LABS
system. Controls for the ACS Aero 18B are described
in the following paragraphs.
LABS POWER CONTROL. LABS power is turned on
by rotating the functi on SELECT switch (figure 4-5 ),
located on the left-hand side of the armament panel , to
the "LABS" position.
LABS GYRO CONTROLS.
The LABS GYRO switch is located on the LABS con
trol panel on the left-hand console (see figure 4- 7).
This switch has two positions: the "UNCAGEO" posi
tion energizes certain relays and uncages the verticdl
gyro; the "CAGED" position recycles the relays and
cages both the verrical and yaw! roll gyros.
ANGLE SELECTOR SWITCH. The angle selector
switch which is also located on the LABS control panel
near the GYRO switch is a three position toggle switch
(see figure 4-7) . The "LOFT" position selects a low .
ot medium angle loft release; the "TIMED O/ S" posi
rion sel ects a high angle loft release using the LABS
TIMER; the "TNST O/ S" position selects a high angle
release without using the LABS TIMER.
LABS TIMER CONTROL. On some airpl anes' the
LABS TIMER control is located on the top center of the
instrument panel. on other ai rplanes(2) the LABS
TIMER control is located on a panel in the right hand
console with the control switches for the ANGLE OF
ArrACK-APPROACH LIGHT SYSTEM, (figure
4-3A) and is used to set in the time from IP ro pull-up
in seconds in 0.1 second increments over a range of
0-30 seconds.
Do not rotate the timer knob when the pickle
is depressed, since this will damage the timer.
Do not attempt to pull out the timer knob
when rotating for the same reason.
LABS TIMER LIGHT. The LABS TIMER light (figure
1-4) is located just below the glare shield near the gun
110B
01-40AVA- l
sight. The LABS TIMER light provides the pilot with
the following informarion:
(a) Light on when LABS GYRO switch is turned to
"UNCAGE."
(b) Light off when pickle is depressed at beginning
of timing period.
(c) Light on at completion of timing period (pull
up point) .
(d) Light off at bomb release.
An aural tone, described later, operates in the headset
in concurrence with the LABS TIMER light from the
end of the timing period to bomb release, the same as
(c) and (d) above.
LABS INDICATOR. The LABS crossed needle indicator
(figure 1-4) is at the right center of the instrument
panel. This indicator provides the pilot with airctaft
attitude, and, later, also acceleration information when
the LABS GYRO switch is in the "UNCAGEO" posi
tion. It is a dual movement meter with scale ranges of
9 on the vetrical needle, and 90, "HI G" and
"LO G" on the horizontal needle.
STATIONS SELECTOR SWITCHES. Three STA
T10NS selector switches (figure 4-5), are located at
the left center of the armament panel. These switches
provide for "LEFT," "CENTER," and "RIGHT" sta
tion armament releases. Each switch has "READY" and
"OFF" positions, providing single or mul tiple release
of stores.
AURAL TONE. Later airplanes(3 ) provide an aural tone
signal of 1200-rydes-per-second, through the AN/ ARC
27A radio set. The signal, which is received in the pilots
headset, starts sounding at the end of the tj ming period
(pull-up point) and stops sounding at bomh release.
ACS AERO 18B OPERATION
Prior ro take-off, the LABS should be checked for
proper operation and indications. The LABS equipment
must be aligned parallel to the fli ght path of the air
craft at the desired runin speed and delivery gross
weight of the aircraft.
Note
The forward edge of the LABS plate or verrical
gyro, if shims are used, will be aligned 8 mils
below the fuselage reference plane .
(1) A4DI, 2 Airplanes 137823 and suhs prior to incorporating
ASC # 175.
(2) A4D-I, 2 Airplanes BuNo's 137823 and subs after incorpo
ration of ASC # 175.
(3) A4D-2 Airplanes only.
Revised 1 July 1961

NAVWEPS 0140AVAl Sedlo" IV
The vertical gyro selector switches must be set to the
desired release angles while the airplane is still on the
ground. The TIMER dial may be set on the ground or
after the airplane is airborne.
LABS UNCAGING PROCEDURES. Weapon release at
the proper angle is essential for both low and high angle
loft deliveries. An incorrect release angle principally
results in a burst height error for low angle loft, and a
range error for high and medium angle loft. To ensure
proper release angles, the LABS vertical gyro must be
oriented to local vertical at pull-up. This orientation
can be achieved in two ways. The simplest way is to
uncage the vertical gyro during the horizontal wings
level approach provided; the LABS is leveled parallel
to the flight path of the aircraft in the approach con
ditions.
Note
The forward edge of the LABS plate or vertical
gyro, if shims are used, will be aligned 8 mils
below the fuselage reference plane.
The second way in which the vertical gyro can be
brought to the local verncal is to uncage the LABS and
allow sufficient time for the autoerection motors to
align the vertical gyro.
The auto-erection is accomplished at the rate of two to
six degrees per minute. Since there is no erection c u t ~ o u t
feature incorporated in the auto-erection system, turns
and other maneuvers will cause the vertical gyro to erect
to a false vertical and therefore should be avoided. The
following LABS uneaglng procedures are therefore spe
cified:
. If level run-in will be possible fnr the approach
to the target, uncage the vertical gyro by turrting the
LABS GYRO switch to "UNCAGED" as soon as the
airplane is straight and level at the specified run-in
speed.
b. If a level run-in is not possible for the approach to
the target, uneage the vertical gyro by turning the LABS
GYRO switch to "UNCAGED" in level flight at least
two minutes prior to the attack. Limit turns and m a ~
neuvering as much as possible after the LABS is un
caged to ensure that the gyro erects to a true vertical.
PROCEDURE FOR LOFT RELEASE-If tbe loft mode
of release is selected, make the bombing run as follows:
a. Rotate the function SELECT switch tn "LABS,"
at least three mjmdes prior to bomb delivery.
b. Move the angle selector switch to "LOFT."
Revised 1 July 1961
c. Select the proper bomb release station by the
proper STAnONS selector switcb from "OFF" to
"READY."
d. Uncage the vertical gyro of the LABS gear by
turning the LABS GYRO switch to "UNCAGED." Be
sure the procedures of uneaging as indicared above are
followed. The LABS TIMER light will turn ON and
the crossedneedle indicator will provide attitude in
formanon.
e. Move the MASTER ARMAMENT switch to
"ON."
f. When the airplane passes over the IP, headed to
ward the target, depress the pickle on the stick. The
LABS TIMER light will go out, indicating the start of
the timing period.
Note
The pickle must be beld depressed until the
bomb is released unless it is desired to abort
the bomb run.
g_ Begin the pull-up at the completion of the timing
period indicated by tbe illumination of the LABS
TIMER light and the sounding of the aural tone. Ac
celeration is automatically indicated on the horizontal
needle immediately, and yaw/roll is automatically indi
cated on the vertical needle of the crossed-needle indi
cator when the airplane passes through a wings level
position. If the airplanes does not pass through the
wings level position after the timing period is com
pleted, yaw lrall will be automatically indicated on the
vertical needle after 4 seconds.
h. When the airplane has pitched through the selected
angle, the LABS TIMER light will go out and the aural
tone will stop, indicating bomb release.
i. Following the bomb release, 'g' information will
transfer to pitch information on the horizontal needle
when the pickle is released. Yaw/roll will continue to be
indicated on the vertical needle unless locaJ armament
modifications have been made to transfer the vertical
needle indication to roll only. It is necessary that the
pilot determine whether this modification has been in
corporated prior to bombing with the LABS.
j. To return to yaw/roll and acceleration information
after accomplishing the transfer in step i, depress the
pickle. This cyde can be repeated any number of times
prior to recycling the LABS GYRO switch.
Note
Do not attempt this transfer prior to bomb re
lease, since releasing the pickle will abort the
bomb run.
110C
Section IV NAVWEPS Ol-40AVA-l
k. To initiate another bombing run, it 15 necessary to
ensure first that the aircraft has no roll rate. At this
time, the LABS GYRO switch should be turned to
"CAGED," to cage the LABS gyro, and NO ROLL
RATE SHOULD BE APPLIED FOR APPROXIMATE
LY 10 SECONDS. To start other LABS maneuver, place
the LABS GYRO switch to the "UNCAGED" position
as descrihed in the uncaging procedures.
Note
1 10ft release must be aborted for some
reason, one of the other modes, '<INST 0/5,h
can be selected during the run-in.
I. To turn the LABS equipment OFF, place the LABS
GYRO switch in the "CAGED" and the function SE
LECT switch in the "OFF" position. (Ensure there is
no roll rate for at least 10 seconds after turning the
LABS GYRO switch to "CAGED."
PROCEDURE FOR TIMED 0;5 RELEASE-The pro
cedures for a TIMED 0 IS, or high angle 10ft release
are identical to those for a 10ft release, except that the
angle selector swi tch is placed on the "TIMED 0/S"
position.
PROCEDURE FOR INSTANTANEOUS RELEASE
In the eVent that the tP is missed, or cannot be used, the
bomb may he released by the following procedures:
a. Rotate the function SELECT switch to "LABS"
at least three minutes prior to bomb delivery.
b. Move the angle selector switch to "INST 0;5."
c. Select the proper homb release station by turn
ing the proper station SELECT switch from "OFF"' to
"READY."
d. Uncage the vertical gyro of the LABS gear by
moving the LABS GYRO switch to "UNCAGED." Be
sure the procedures of uncaging as indicated above are
followed. The "LABS" light will turn ON and the
crossed-needle indicator will provide atritude informa
tion.
e. Tum the MASTER ARMAMENT switch "ON."
f. When the airplane passes over the target, depress
the pickle and begin the pull-up. Indication will auto
matically transfer from pitch to acceleration on the
horizontal needle. The transfer of roll to yaw/roll on
ilie vertical needle will Occur when the aircraft passes
through a wings-level position or 4 seconds have elapsed,
whichever occurs first.
Note
The pickle must remain depressed until the
selected release angle has been reached and the
homb released. Disregard the operation of the
LABS TIMER light and the aural tone when
the angle "SELECT" switch is in the "INST
0/5
11
position, since its functions start at the
completion of the timing period set in the
rimer. If a meaningful aural tone and LABS
TIMER light indications are desired from pull
up to homb release in the "INST 0;5" posi
tion) set the timer to 0.0 seconds.
g. The remainder of the operation is the same as for
LOFT or TIMED 0IS releases.
Note
The operation of the LABS release mecharusm
may be stopped at any time during the maneu
ver by releasing the pickle.
PROCEDURES-The LABS GYRO switch
which controls the caging and the uncaging of gyros
in the LABS should never he turned to "CAGED" un
less the airplane is in a wing-level position and wiU
remmn so for at least 10 seconds.
Note
If the LABS GYRO switch is turned to the
"CAGED" position when the airplane has any
roll rates, the yaw/roll gyro may be damaged
beyond repair. In order to prevent gyro dam
age, the LABS GYRO switch should be turned
to "CAGED" when the airplane is retiring with
its wings leveL In the half Cuban eight ma
neuver, this normally will be while the
plane is in a 30 degree dive toward the
ground; and in the maneuver, this
will be when the airplane is going away from
the target 135 degrees from the original run-in
heading. Variations from this procedure may
damage the gyros.
CATAPULTING AND ARRESTED LANDING PRO
CEDURES-The LABS gear should be operated in
either of the following manners during catapulting or
arrested landing operations.
. The function SELECT switch turned "OFF" at
least 5 minutes prior to the catapulting or arrested land
ing. This will ensure that the gyros are run down.
b. The function SELECT switch is turned to "LABS"
and the vertical gyro uncaged by turning the LABS
GYRO switch to "UNCAGED". There are nO restric
tions for field landing or take-off operations.
NAVWEPS 01-40AVA-l SectlolllV
AIR REfUELING (TANKER SYSTEM"')
The air refueling system enables the A4D2 airplane
to serve as a tanker for other airpIanes. Fuel from
the wing tank and the drop tanks may be directed to
the refueling store. Any percentage of total fuel in
the twO drop tanks, the wing tank, and the 300
gallon fueling store may be transferred to the receiver
airplane. However, because of the slt?wer transfer rate
from drop tanks to wing and from wing to refueling
store, nOt all of this total is instantly available. I t is
recommended that the wing tank be kept full if further
transfer of fuel to the store is anticipated. Once the
wing tank gets low, transfer to the store is very slow.
High power settings facilitate fuel transfer from the
wing tank to store and from the drop tanks to wing
tank.
I
AIR REFUELING STORE. The refueling store carried
on the center line rack contains a 300.gallon fuel cell,
a constant speed ram air turbine driven hydraulic pump,
a hydraulically driven fuel pump, a hydraulically oper
ated hose reel and 50 feet of refueling hose with a
drogue. Fuel is transferred to the receiver airplane at
approximately 200 gallons per minute. Provisions are
made for dumping fuel overboard if nec..sary. (For
Operating Limitations, refer to SECTION V of the
Flight Handbook Supplement, NAVWEPS 0140A VA
IA.)
REFUELING STORE LIGHTS
At the aft end of the refueling store are two lights,
amber (left side) and green (right side). These lights
are of use only to the receiver airplane. The amber light
comes on when the hose is extended, indicating that
the receiver airplane may now engage the drogue. After
engagement is made the receiver must move forward
(3 to 6 feet) until the amber light extinguishes before
the green light will come on and fuel will transfer.
Illumination of the green light indicates that fuel is
flowing from the tanker to the receiver. The green light
will not illuminate and fuel will not transfer unless the
TRANSOFF switch in the tanker airplane is positioned
at "TRANS."
REFUELING CONTROL CONSOLE PANEL
The refueling control panel located forward on the left
console contains aU the indicators and switches used to
operate the system (except drop tank pressurization
switches). 'Ibe DROGUE POSITION indicator will
read RET (retracted) EXT (extended) or TRANS
(transfer) at particular rimes during system operation.
The indicator marker GA LS DEL registers the gallons
of fuel transferred. The refueling master switch has three
positions: "ON," "OFF" and "DUMP." When the
refueling master switch is placed "ON," it unlocks and
unfeathers the air driven propeller at the forward end
of the refueling store. When placed to "OFF" it feathers
and locks the propeller. When the switch is placed at
"DUMP," an eleerrically operated fuel dump valve in
the bottom of the refueling store opens to dump fuel.
To place it in "DUMP," first depress the spring loaded
guard then lift the switch from its spring loaded safety
position. The two position RET EXT switch positions
the hose and drogue.
When the refueling master switch is "ON," the RET
EXT switch controls the position of the hose and drogue.
If the switch is positioned at "RET," the hose will reo
traer, If the switch is positioned at "EXT," the hose will
extend to trail position, The TRANSOFF switch con
trois the flow of fuel after proper hookup is made. The
switch must be at "TRANS" before fuel will transfer.
Fuel flow will SlOp any tlme this switch is positioned at
"OFF." The LIGHT switch determines the brightness
of the amber and green lights at the aft end of the
refueling store. The switch has two positions: "BRT" for
daylight refueling, and "DIM" to be used as conditions
require. The SHIP TANK switch has three positions:
"TO STORE," "OFF," and "FROM STORE." The "TO
STORE" position permits fuel to flow from the wing
tank to the refueling SIore. When the switch is placed at
"FROM STORE," fuel will flow under engine air
pressurization from the Store to the wing tank.
Note
Until ASC 127 is incorporated"', the fuel
transfer valve may not seat properly if the
("TO STORE") fuel flow cyde is stopped
before the buddy store is full. If it becomes
necessary to stop fuel transfer before the cycle
is complete, place the SHIP TANK switch in
(1) A4D-2 Airplanes only.
(2) A4D.2 Airplanes, BuNo. 142808 and prior.
Revised T Jonuory 1962 110E
NAVWEPS Ol-40AVA-l
SecHon IV
the "FROM STORE" posItIon for approxi
c. ON-OFF-DUMP switch, , ...... "OFF"
mately len (10) seconds; then reposition ilIa
"OFF." This operation will insure seating of d. TRANS-OFF switch , , , , ....... "OFF"
the valve and SlOp the transfer flow.
e. LIGHT switch, . , . , ' .. , , , ... , ,"BRT" (day)
may he dimmed
The HOSE JETTISON switch must he kept in the for
at night
ward (off) position at .11 times unless jettisoning of
the hose and drogue is required during an inflight f. GALS DEL indicator set to ... ,000
emergency. Be sure that this switch is in its forward
g. HOSE JETTISON switch ... , ... "OFF"
(off) position before electrical power is applied,
I
(forward)
AFTER TAKE-OFF
WARNING
DROGUE EXTENSION
Once the HOSE JETTISON switch is actuated a. ON-OFF-DUMP switch ........ "ON"
to its "HOSE JETTISON" position for emer
b. RET-EXT switch . _ , . , , .... , ... "EXT'
geney jettisoning in flight, it must not b.
c. DROGUE POSITION will read .. "EXT' when
mo,',,!. back to its forward (off) position_
drogue reaches
Inadvertent cyding of this switch can cause a
dangerous condition in the store.
full trail
position
NORMAL OPERATION (TANKER)
d. SHIP TANK switch". _..... ,. "TO STORE"
for over 300
gallon transfer
Do not actuate the dive brakes during any RECEIVER HOOKup AND FUELING
part of the refueling operation,
After the receiving pilot engages and moves forward in
Be prepared for small trim changes as the
relation to the tanker enough to extinguish the amber
drogue is extended.
light on the store, the DROGUE POSITION indicator
will read TRANS_ The tanker pilot then places the
As refueling takes place, anticipate small varia-
TRANS-OFF switch at "TRANS" to start the flow
...I,.h.....
of fuel.
die _ air rurbine at speeds
In of 300 KIAS.
n'H.,.1> T'!\NK TRANSFER IN AIR REfUELING
CAUTION
/rZ" (1/
, fuel in the drop tanks for air refueling, place
ank pressurizing switch at "PRESS."
repeated attempts to unfeather the turbine
t attempt is unsucoessful unless failure to ,G FUEL TRANSFER. To halt fuel transfer at
,1 would place the reoeiver aircraft in jeopardy.
fuel to the refueling store is It is - switch . , . , ... , , "OFF"
recommended that the SHIP TAl'o.'K switch not
b. SHIP TANK switch . ...... , "OFF"
be placed in the "TO STORE" position hefore
arrival "on station" for tanker operations.
While the SHIP TANK switch is in the "TO

STORE" position, the airplane shall nOt he in
Refueling cannot be stOPped by placing th.e
a nose-down attitude and shall not be subjected
ONOFF-DUMP switch in the "OFF" POS'
to pullouts, rolls or negative "G_" Be sure that
tion. Refueling will stop if the receiver .ir
the SHIP TANK switch is at "OFF" before
plane backs off enough for the amher light to
landing. The integral wing tank pressure in
illuminate or if he disengages_ In either case,
creases to 6 psi ahove ambient when the SHIP
the drogue position indie.rur window will
TANK switch is in the "TO STORE" position.
change from "TRANS" to "EXT."
Overpressurization of the wing tank to failure
can occur due to fuel covering the wing fuel
DROGUE RETRACT
vent outlet if these instructions arc not
. TRANS-OFF switch .. ... , , ... "OFF"
served.
b. RET-EXT switch, ... , .. , . , , ... "RET"
BEFORE TAKEOFF c. When DROGUE POSITION indicator reads
. SHIP TANK switch , .... HOFF"
"RET"
b. RET-EXT switch . ... ","RETH
d. Place the ON-Off-DUMP switch to "OfF'
Revised 1 July 1961
111
Section IV NAVWEPS 01-40AVA- l
TANKER PANEL CONFIGURATION PRIOR TO AIR REFUELING
REFUELI NG MASTER SWITCH - .. " ' 01'1'
FUEL COUNTER " ......... .. 000
DROGUE POSITION I NDICATOR RET
DROGUE POSI TION SWITCH ' RET
TRANSFER SWITCH .. 01' 1'
HOSE JETTISON SWITCH (OFF - FORWARD)
LIGHT SWITCH ..... (DAYTI MEI BRT
SH IP TAN K S WITCH" ....... OFF
DROGUE EXTENDED-NOT ENGAGED
REFUELING MASTER SWiTCH .... . ON
DROGUE POSITION SWITCH ' [XT
DROGUE POSITION lNDICATOR EXT
NOTE
ON POSITION OF ON - OFF- DuMP
SWITCH UNFEATHERS RAM AIR
TURBINE FOR STORE's HYDRAULIC
PRESSURE .
ENGAGED BEFORE FUEL TRAN SFER
NOTE
DROGUE POSITION INDICATOR .... .. TRA

COUPLI NG OF PROBE WITH DROGUE
WHILE TRANSFER SWITCH IS OFF
CAUS ES DROGUE POSITION INDICATOR
TO SHOW (TRA I MEANING READ'!'
TO TRANSFER .
FUEL TRANSFER
TRANSFER SWITCH TRANS
fUEL COUNTt::R { COUNTS GALLONS }
NOTE
GALLONS COUNTER CONFIR MS
FUEL TRANSFER.
AVA- I - 4 P- 17192 - I B
Figure 4-6A. Tanker Operation-Air Refueling (Sheet J)
112
NAVWEPS OI-40AVA-I Section IV
DI SENGAGE MENT
~
~ - - - - - - / - ' M'" "G"'
REFUELING MASTER SWiTCH .. ON
TRANSFER SWITCI1 . .. OFF
DROGUE POSITrON INDiCATOR.. EXT
NOTE
ON POSITION OF ON-OFF-DUMP
SWI TCH IS STILL REOUIRED FOR
HYDRAULIC PRESSURE TO REEL.
I N HOSE.
DROGUE RETRACT
~ @
REFUELING MASTER SWITCH - .... .. ON
DROGUE POSITION SWITCH ........ . RET
DROGUE POSITION INDICATOR .. RET
L'''"'
AFTER DROGUE RETRACT
NOTE
REFUELING MASTER SWITCH .... OFF
DROGUE MUS T BE RTRACTE D PRIOR
TO ON - OFF-DUMP SWITCH BEING
ACTUATED TO OFF POSITI ON.
FUEL DUMP
REFUELING MA STER SWI TCH OUMP
(ALL OTHER SWITCHES SAME AS
NORMAL PANEL CONFIGURATION)
NOTE
FUEL DUMPING SHOULD ALWAYS BE DONE
PRIOR TO ANY ARRESTED LANDING
EITHER AFLOAT OR ASHORE
HOSE
AND DROGUE JETTISON -EMERGENCY ~
~ = ~
HOSE JETTISON SWITC H
TRANSFE R SWITCH
RE FUELING MA STER S WITCH
HOSE JETTISON
OFF
(CONDITION)
NOTE
5 TO 20 SECOND TIME DELAY
IS A SAFETY FE ATURE .
/
W.... NI NG I
DROGUE POSI TI ON SWITCH (CONDITION)
DROGUE POSITION INDICATOR EXT
NOTE
00 NOT MOVE HOSE JETTISON
JETTISONING CUTS OFF ALL STORE
SWITCH FROM HOSE JETTISON
P(M'ER EXCEPT POWER TO DUMP FUEL.
POSITION AFTER JETTISONING .
THEREFORE, FUEL DUMP IS POSSIBLE
AFTER JETTISONING .
",'1"'-1-" P- 17192-2A
Figure 4-6A. Tanker Operarion-Air Refueling (Sheet 21
Revised I October 1961 113
Section IV
NAVWEPS 01-40AVA-l
N_
In order to fully retract the drogue it is usually
necessary to slow the tanker airplane below 250
KIAS, and may be necessary to slow the air
craft to 210 KIAS.
Any sequence of switch positioning is possible
without causing damage or malfunction to the
tanker store. The fueling master switch may
be moved to "OFF" position at any time after
the drogoe has extended. The tanker store
propeller will feather automatically only after
the drogoe has returned to the retracted posi
tion.
TRANSFER FROM STORE TO WING. If it is desired
to transfer fuel from the refueling store to the wing
tank, place the SHIP TANK switch to "FROM STORE."
This will cause both the drop tank air shutoff valve and
the refueling store shutoff valve to open, allowing all
external tanks to be air pressurized by the engine. Fuel
will then flow from the drop tanks and the tefueling
store to [he wing tank. Transfer of fuel from the store
to the wing tank is vcry slow and will be at about the
same rate that fuel is burned, unless high power settings
are used (940/, or above).
Note
If ttansfer of fuel from the drop tanks cannot
be stopped by placing the DROP TANK pres
surization switch on the engine cont.rol panel
to "OFF," check to see that the SHIP TANK
switch on the air refueling control panel is in
the "OFF>! position. If this switch is in the
"FROM STORE" position, transfet from the
drop tanks and refueling store is automatic and
pressurization will be continlJous unless the
SHIP TANK switch is in the "OFF" position.
FUEL. An electrically operated fuel dump
valve is located on the bottom of the refueling store. To
I dump fuel, first depress the spring loaded guard then
raise the master switch fronl the spring loaded safety
position and position at "DUMP,"

Do not operate the store after dumping fuel.
BEFORE LANDING
a. SHIP TANK switch ... "OFF"
b. RET-EXT switch. . . . . . ...... "RET"
c. DROGUE POSITION indicator .. "RET"
d. ONOFFDUMP switch ........ "OFF"
e. TRANSOFF switch .. "OFF"
f. DROP TANKS switcb ...... "OFF"
JETTISONING THE REFUELING STORE
:rhe air refueling store may be jettisoned electrically
tn the same manner as other droppable external stores.
Refer to RELEASING BOMBS, section IV.
DROGUE RETRACTION. To retract the drogue aft ..
the receiver breaks contact:
a. RET-EXT switcb ............. "RET"
b. ONOFFDUMP switch
(after DROGUE POSITION
shows "RET") ................ HOFF"
FUEL DUMP. To dump fuel from the refueling store,
place ONOFFDUMP switch to "DUMP."
EMERGENCY OPERA'flON
DROGUE AND COUPLING LOST AND/OR HOSE
SEVERED (other than bose cutter severance). If the
drogoe and coupling are lost and/or the hose is severed,
th.e remaining hose will immediately retract, the reel
"til over-travel, and the level-wind will jam-all with
out pilot action (refueling stores serial no's. 413 through I
506 will not jam). The RETEXT switch should be
moved to "RET." The pilot may dump the remaining
fuel or return it to the airplane tanks. The ram air
turbine blades can only be featheted by operating ,he
HOSE JETTISON switch.
HOSE JETTISONING. To jettison hose (and drogoe)
store, operate HOSE JETTISON switch. (If pos
51ble, reduce speed to 250 knots or less before actuating
the cutter.)
Note
Firing of the hose cutter is delayed 5 to 20 sec
onds after the HOSE JETTISON switch is
operated-to permit engagement of the hose
reel lockpin.
Operation of the HOSE JETTISON switch
shuts off aU power to the store except power to
dump fuel.
WARNING I
Do no< cbange position of HOSE JETTISON
switch aftet jettisoning hose and drogoe. (Se
vere fire hazard may result f:rom returning
electrical power to the store.)
STORE HYDRAULIC SYSTEM FAILURE. If hydraulic
fluid is observed leaking from the refueling store the
drogue should not be extended. If the drogoe has been
extended prior to observation of leakage, attempt should
be made to retract the drogue as soon as the receiver is
deat ftom the area behind the tanker.
In case of hydraulic failure ",hich precludes hose and
drogue retraction:
a. For a field landing,
(1) Dump fuel, retain fuel in Stote
1
or return fuel
to airplane tanks.
(2) Jettison hose and drogue.
Revised 1 July 196 J
114
NAVWEPS 01-40AVA-l
Seetion IV
Note
will be indicated by the illumination of a green light
If fuel dumping is elected, it is desirable, but on the store. Fuel flow through the probe to the wing
not mandatory, first to jettisun the hose and tank is autumatic. If the drop tanks are to be fueled the
drogue, DROP TANKS switch (4, figure mUSt be pusi
tioned at "FLIGHT then be
b. For a carrier landing)
through the ""abe direct 10 m.
(I) Jettison hose al
CA!lTION ...
(2) Dump fuel Or
the store is re On all receiver a.ircraft tr.:at have tl:e .'1.11' :1:'?fuelint; Store Control Panel installed
return the fuel
in the left ha!1d console, insure that the S'","itch is i:-. the OFF posit,ion
prior to e!1.Z;Clt;inc: in air r;}:Uelin,:. On all aircraft that have 1\-4 ASC 209 incorpo
ELECTRICAL FAILUR' rated, insure the TAFrf{ TRAlJJ;r-:11 switch is in the OFF' position
. . prior to enga(;l:IG in air ___ ...___ _
which precludes hose and _ _ _ ______._____ ., "'p.
.
a. For a field landing,
(1) Dump fuel, retain fuel in store, or return
fuel to airplane tanks.
(2) Jettison hose and drogue.
Note
Exrending the emergency generator de-ener
gizes the store HOSE JETTISON and FUEL
DUMP circuits.
The ram air turhine blades feather when elee
trical power (to the smre) fails.
h. For a carrier landing,
(1) Dump fuel or (only if the fuel remamtng in
the store is required to complete the flight)
return the fuel to the airpl.ne tanks.
(2) :,"Pi', J ."
, ' ,"' , .. " I., " " .), - ',:.' ,'':_,
limB .y,:;
It' the rei'-J.e1ine hoee cannot be ret:moted or
jet'tisoneo fIX:!., the rofueline shipboard
recovr.f of !:the f>1rplnne ..j.th the store aboard
is !'ather than jet;.. isor:ing of che
s-:.ct'e
AIR REFUELING (RECEIVER SYSTEM'" I
Airplanes equipped for air refueling have a probe
extending forward from the right side of the fuselage
above the right wing, level and forward from the nose
section. During air refueling, fuel floWs through the
probe nozzle under pressure and is distributed to each
tank through the pressure fueling 'humff valves in the
same manner as in pressure fueling.
NORMAL OPERATION. When tbe amber light on tbe
tanker refueling store is illuminated, the airplane to be
fueled maneuvers into position for probe - drogue
engagement. After the probe is engaged in the drogue
the receiving airplane must move forward (3 to 6 feet in
relation to the (',mker) until the store amber light ex
tinguishes. As long as the two airplanes maintain this
relationship fuel transfer may be made. Actual refueling
excessive hose whip with the resultant proba
bility of probe damage.
Air refueling engagements can be accomplished at any
altitude within 3 wide range of airspeed, Successful
engagements have been made between sea-level and
32,000 feet at airspeeds between 190 and 300 knots.
Thermal turbulence from the deck may be annoying for
hook-ups at very low altitudes. Lower airspeeds will
assist the receiver in escaping heavy buffeting caused by
the tanker's slipstream and jet exhaust. Under these
conditions, the tanker (A4D) airplanes will maintain
rpm settings from 90% to 96o/r" while the receiver
(A4D) will maintain rpm settings from 93% to 100%.
The receiver should not be in the engagement
approach starting position until the tanker hose
is fully extended; else the drogue is likely to
strike the receiver.
The receiver should st'art the engagement approach from
behind and below the tanker. The receivers flight path
prior to engagement should follow the angle of the
trailing refueling hose, using the drogue only as a target
reference during the final three or four feet prior to
contact. The receiver pilot will notice pitch sensitivity at
this point. A slight increase in dosing rate during the
final three feet is applied by the receiver pilot to give a
positive forward relative motion to force the probe into
the drogue.
After engaging, the receiver airplane muSt move
ward so that approximately four feet of hose take-up
occurs, starting the fuel transfer. The receiver should
be flown so that the hose is centered directionally and
maintained just above the lower centerline lip of the
store's trailing edge, but not riding on or touching the
lower lip. Thi, optimum position is approximately two
feet below the drogue'S normal trailing position. This
position is the most comfortable position for the receiver
to avoid severe buffeting. Once the engagement has
(l)Model Airplanes BuNo. 142082 through 142085,
l42088, l42092. 142105, 142117 and subsequent. BuNQ.
[42086, 142087, 142089 through 14209 [, 142093 thtough
142[04 aad 142106 through 142116 by Field Mod.
115
Section IV
NAVWEPS 01-40AVA-1
been accomplished, it is not difficult to fly the receiver
dead astern with a two foot lateral tnlerance, even in
rough air or in turns up to 30 degrees bank angle.
Mild buffeting will be felt by the receiver, but it should
not be uncomfortable. Occasional mild fuel sprays of
short duration may hit the receiver, but the only adverse
result is possibly a greasy film on the windshield.
Disconnection is accomplisbed by the ranker holding
constant power while the receiver retards throttle. The
hose reel will unwind the take.up until it reaches the
end of the hose travel and the receiver will break free.
MISCELLANEOUS EQUIPMENT
ANTIBLACKOUT SYSTEM
The anti-blackout system utili_ high pressure air bled
from the air conditioning refrigeration unit air supply.
Air is filtered and directed through a line to the valve
located on the ANTI-BLACKOUT panel on the left
hand console. The valve control knob (2, figure 1-3)
can be turned to "HI" or "LO" to regulate the amount
of air pressure increase in the suit and should be set
according to the ability of the pilot to withstand "g"
forces. As level flight is attained, and "g" forces are
reduced, the valve will automatically reduce the pressure
in the suit. A push button on the top of the valve control
knob may be manually operated to test the system On the
ground or in level flight. Prior to each flight, with the
engine running and antiblackoue suit ronnected, depress
this button several times to check the operation of the
and-blackout system. If the valve has any tendency to
sdck or fails to return to the closed posidon, it should
be replaced. On long flights this system makes it pos_
sihle for the pilot to inflate the suit occasionally for
body massage to lessen fatigue. The pilot's anti-hlackout
suit connection plugs into a receptacle (27, figure 1-3)
adjacent to the control knob.
MAP CASE
A map caSe (28, figure 1-3) is installed at the aft end
of the left console.
SPARE LAMPS RECEPTACLE
Replacement bulb. for the instrument lamps and for fire
warning lamps are contained in the SPARE LAMPS re
ceptacle (figure 15) ahove the right.hand console.
PILOT'S RELIEF CONTAINER. The pilot's relief
tube has been removed and replaced with disposable
plastic bags. The storage compartment for the bags is
of tba detents are spaced evenly on the wing slat; the
thied is on the leading edge of the wing, inboard of the
slat (18, figure 1-2).
REAR VIEW MIRRORS
A rear view mirror is installed on each side of the canopy
bow to provide rearward visinn during flight and taXI
ing.
THERMAL RADIATION ENCLOSURE
A removable thermal radiation enclosure
it
) is instalJed
on the canopy structure for use on missions requi!ing
pilot protection from tbermal radiation of heat and light
produced by nuclear yield.
The enclosure consists of a fixed fiberglas panel and a
manually actuated segmented
top) attached to the canopy. The Install.non
includes light seals and f1exihJe extensIon on the aft
end. When the canopy is closed, the fixed panel on the
canopy matches the glareshield in ront".ur and forms a
glareshield extension. The buggy top p,vots down and
forms a light se.1 with the fixed panel. seal
ing the pilot within a thermal protectIve covermg. At
tached to the forward segment of the buggy top are
right and left hand-holds for o",,?ing and .dosing as
required. The right hand-hold contams a I.tchmg mecha
nism for locking the buggy top in the open (stowed)
position. Two detent "ready hold buggy
top partially open for forward VISIbIlity. ThIS
the pilot partial ptotection in the event of a surptlSe
burst and shortens the time required to go from the
ready position to fully closed. Buggy top n,?t
inadvertently open or dose from detented positions If
subjected to turbulence or acceleration forces of 5 g's
or less.
OPERATION
To close the buggy top, teach back with either hand and
pull forward on the right to
ing mechanism. In cases when hands on stick IS
required the recommended procedure for. unlatchmg rhe
buggy top is to reach across the chest WIth the arm
while holding the sdck with the right hand. Pull It for
ward to the "ready" posidon checking by feel to assure
it centers in horh detents simulraneously. To fully dose
the buggy top, firmly grasp the handholds ,,:,it.h. both
hands and slam it shut to preclude the posstbdtty of
light leaks by seating the detents firmly on both sides.
I WARNING I
located on rhe right-hand side of the canted bulkhead.
Check that buggy top is firmly held in the
BARRICADE STRAP DETENTS
closed detents and that nn outside light is
visihle.
Three barricade strap detents are installed on each lead
ing edge to insure proper barricade engagement. Two
(l)AII A4D-2 Airplanes having ASC No. 1")6 im:orporated,
116
NAVWEPS Ol-40AVA-l Section IV
-

Note
It is recommended that pilots gain proficiency
in operation of the thermal radiation enclosure
on short practice missions at safe altitudes.
To open, simply pulling back on the hand.holds, over
riding the detent pressure, telescopes the enclosure hack
into its stowed and locked position.
WARNING I
Ascertain that the enclosure locks in the stowed
position to prevent it slamming shut when
opening speed brakes, lowering the gear and
flaps, rapidly reducing power, during high g
maneuvers and during arrested landings.
PREFLIGHT CHECKOUf. The pilot should perform
the following preflight checkout on the thermal radia
tion enclosure prior to flight to familiarize himself with
its operation. The following check is suggested:
a. Adjust seat to its lowest position.
b. Close and latch the canopy.
c. Adjust seat upward exercising care not to strike
enclosure.
WARNING I
When adjusting seat UP, allow sufficient room
between the helmet and buggy top so that face
curtain may be reached in emergencies.
Not.
H is suggested that pilots review the emer
gency escape procedures with the thermal radia
tion enclosure installed to familiarize them
selves with the most expeditious means of
ejection taking into account both the primary
and secondary escape systems.
d. Unlock buggy top and pull it forward to its detent
"ready" positions. Operation should be smooth and
without binding. Even finger tip pressure on each hand
hold should assure buggy top is firmly held in both
right and left detent position. A pull of approximately
10 pounds is required to override the detent pressure.
e. Close buggy top by Slamming firmly down using
both hand holds. Check for light leaks.
Note
In direct sunlight or equivalent there should
be no outside light visible to the pilot.
f. Return buggy tOP to the open (stowed) position
and check for positive latch.
EMERGENCY OPERATION
The thermal radiation enclosure may be jettisoned along
with the canopy in emergencies. The extended aft por
tion of the glareshield is flexible and will deflect if
contacted during ejection.
tAP-bEl
( ~ E v In) OUEh.)
-
116A
FUGHT MANUAL INJUIM CHANGE NO.
47
I ..y Model A-4A.-4B (A4J)-l,-2)ireroft
_IIIID IV DIIlttTU* ., TIlE ClIEI' If TIlE IUlUU ., IAfA!. ..,..
TIIh do....t e...-t.. iato....Uoa ..d ...l f tao Ulh.. St......io,1. u.
la, .f .... lapi..... t... II, U.S,C., 5.cti '91 aud: 7',. ,...., ..di .. or ,Ia. .. f , .._
_ u ia .T ___r " ......'"dud pn.oa ia prelaU,hed by h .
of ....."....,. tar. ,'ilia doc....t -r .ot h. exeept lor U. SHh.r, . _"II..t .,.c:Uh ...
,.."d of Qiel........ ., x.nl I .,....
.lio,.. ..,u.....1,. "' Ch..Hi 't.
I NONE
. To set forth procedures to be used when utilizing Banner Tow Target
on A-4A, -413 aircraft.
INSTRUCTIONS: The following additions are made to the Flight Manual NAVWEPS
.OAVA-l of 1 April 1961, Revised 1 1962.
a. Section IV, Page 11M, add the following:
"BANNER TOW TARGET EQUIPMENT
Equipment consists of a banner target, towline, and Mark 51 bomb rack and
adapter suspended from an AERO 7A-I bomb rack on the airplane centerl:!ne
station.
TARGETS
Standard Navy or Air Force x 40' or 6' x 30' banner td:c'gets may be
utilized.
TOI'v'LINE
RecommenC!ed towline configuration is 1950 feet of 7/16 :!.nch nylon towlIne
attached to 50 feet of 7/32 inch anoored cable leader. The armored cable
leader is required at the tell' plane end of the towline to prevent burr!
through which w:!ll occur if an all nylon towline is used.
NAVWEPS OI-40AVAI Section V
SECTION Y
OPERATING LIMITATIONS
See NAVWEPS Ol-40A V A.lA, Confidential Supplement
to Flight Handbook
117
NAVWEPS OI-40AVA-l Se.tlon VI
SECTION YI
INTRODUCTION
airframe buffeting. Recovery is easily accomplished by
employing normal procedures. A light boffet occurs ju.<t
The flight characteristics of the airplane as described in
prior to slat opening. After the slats open the buffeting
this section are based, wherever possible, on actual flight
disappears until the airspeed deereases to the accelerated
test information. In some instances
t
however, the
stall watning speed, at which time the buffeting mani
suIts of extensive wind tunnel tests and data from flight
fests itself again. Occasionally, failure of the slats to
tests of similar aircraft are used. Although additional
open simultaneously causes an abrupt roll toward the
information will be submitted periodically in the form
side with the slower opening slat.
of revisions to this handbook, the latest service direc
tives and technical orders concerning this aircraft should
be consulted regularly to keel' abreast of pectinent in
formation.
,
As result of asymmetric slat opening an
For flight characteristics regarding the following, refer accelerated stall with an aft e.G. position may
to Section VI in the Flight Handbook Supplement, result in an uncontrollable roll which will
NAVWEPS 01-40AVAIA. stop when the load factor is reduced.
GENERAL FLIGHT CHARACTERISTICS
FLIGHT CONTROLS SPINS
LEVEL FLIGHT CHARACTERISTICS
Flight tests and model spin-tunnel tests indicate that the
MANEUVERING FLIGHT
spin characteristics are satisfactory in all configurations.
The spin is generally oscillatory in pitch during the first
DIVING
turn, becoming oscillatory in roll and yaw and less oscil
FLIGHT WITH POWER CONTROLS
latory in pitch during the second turn. In erect spins
DISCONNECTED
entered from level flight, the airplane appears to be in
FLIGHT WITH EXTERNAL STORES verted upon completion of onehalf turn and erect upon
completion of one turn. Holding rudder with the spin,
ailerons against the spin, or forward stick increases the
STALLS
rate of rotation and flattens the spin. When external
stores are carried, spins are generally less osciUatory in
StaJling characteristics are normal in aU configurations,
pitch and slower in rotational speeds,
and conventional techniques should be used to recover
-
from a stalled condition. Watning of an impending
srall occurs in the form of light buffeting of the air
craft, increasing in intensity .s the srall is approached.
I WARNING I
The characteristics of a staU are a mild nose-down
pitching accompanied by light directional and lateral
oscillation. If the staU is reached when a high power Intentional Spins are prohibited.
setting is used, the nose down pitch is very mild. Any
tendency for a wing to drop can be effectively counter
g
SPIN RECOVERY
acted by application of opposite rudder. See figure 6-1,
Stalling Speeds. Recovery from spins in the dean configuration 01' with
an external store weight of less than 2,000 pounds can
be accomplished by brisk application of full rudder
against the spin followed by moderate motion of the
control stick to neutral. As in any airplane
t
considerable
Asymmetric require full
angular momentum is developed during a spin;
quentIYl recovery is not instantaneous. Higher spin rates
. mately five knots above stall speed.
are eocoullter in In steel' spins; conse
quendy, nClnerlu liUoiIlIit iiih 'are somewhat slower
ACCELERATED STALLS. Accelerated stalls are pre than fmID steep apias. Tbe __Is should be held in
ceded by adequate stall warning in the form of general ;r the '_'et, """irion uodl the recovery is made.
WARNI,ll'.l
slat extension will
lateral control to maintain wings level approxi
Reoovers from a fully developed spin below lCJOOO feet is considered
doubtful. Approxl)r.ately },OO:::: feet is requ.ired nth proper applicatl0
of controls to ree v . '.' .
Section VI NAVWEPS 01-40AVA-I
STALLING SPEEDS
ALL CONFIGURATIONS EXCEPT MULTIPLE BOMBS ON WING
ANGLE
IDLE THRUST MILITARY THRUST
OF
CONFIGURATtQN BANK GROSS wEIGHt - POUNDS
( DEGREES)
' O ' O O O ~
10,000 15.000 15.000
0 100 123
I
110
I.'
GEAR UP
'0
loa
I
1>,
,"
120
FLAPS uP
45 II.
,.6
I.'
101 130 !
0 91
"'
12' 7a 101
GEAR OOWN 30

120 139 M 109
FLAPS DOWN
{FULLI
'5
loa 133
i
15' 93
"'
INDICATED AIRSPEED - KNOTS
MULTIPLE BOMBS ON WING
ANGLE
IDLE THRUST MILITARY THRUST
OF
CONFIGURATION
BANK GROSS WEIGHT - POUNDS
(OEGREES)
10.000 15,000 20,000 10,000 15,000
0 107 131 151
9' "a
GEAR UP
30
115
,.,
16' 99 126
F.... AP$ UP
.,
127 106 lao 110
"0
0 ,7 119 136 B. 108
. ~ .. ..~ ..
GEAR DOWN 30 104
"6 "6 90 II.
FLAPS DOWN
(FULL)
..
"'
142 16. 100
""
INDICATED AIRSPEED - KNOTS
i
:
20,000
131
,.,
155
"0
".
I.'
20.000
139
150
,66
J27
137
151
P651' ~ II
DATA AS OF, 1 January 1962
DATA. BASIS: NATe and Contractor flighl Tests
,
Fi911,e 61. 510llin9 Speeds
Revised I Januory 1962 120
NAVWEPS 01-40AVAl Section VI
Recovery from erect spins with total external store
weight greater than 2,000 pounds can be accomplished
by brisk application of full rudder against the spin, mod
erate application of aileron with the spin (same direc
tion as turn-needle indication), and full back stick. The
recommended recovery procedure from inverted spins
with an external store load greater than 2,000 pounds
is brisk application of full rudder against the spin, mod
erate application of aileron against the spin, (opposite
[0 the indication) and neutralization of the
e1evaror, Although this recovery procedure bas not heen
formally demonstrated, there is no doubt as to its effec
dveness. The recovery will be more positive than the
corresponding erect spin recovery. The ailerons are very
effective, and the recovery will be imminent before large
aileron deflections can be applied, Care should he taken
to avoid using excessive aileron deflections, which will
increase the possibility of spinning in the opposite direc
tion upon recovery.
The use of controls for spin recovery is summarized as
follows:
Clean Configuration
(Exfernal srote weight 2.{){}{J pounds or less)
Aileron Rudder Elevator
Left Erect Full Right Neutral
Right Erect Neutral Full Left Neutral
Left Inverred Neutral Full Right Neutral
Right Inverted Neutral Full Left Neutral
.'
EX/ernul Storn AboorJ
(External store weight greater than 2,000 pounds)
Turn
Needle
IndicdliQI1 Aiieron Rudder EletJd/or
Left Erclt Left Left Full Right Stick Back
Right Ereu Right Full Left Stick Back
Left Inverted Left Righl Full Right Neutral
Right Inverted Right Left FuB Left Neutral
The ailerons are ",,'ery effective both with a dean config
uration and with external stores aboard. for any rea
son, recovery in the dean configuration is not achieved
within cwo [Urns, and it is cerrain that proper recovery
action has been taken, the ailerons may be used to aug
ment the basic recovery. Thls does not mean that the
recommended dean configuration recovery procedure is
not completely sarisfacrory and that the ailerons should
aJways be used "just to be certain," The use of ailerons
is considered to be a supplementary method and is not
recommended unless absolutely necessary, Improper
use of the ailerons will aggravate the spin and delay the
recovery. As indicated previously, the ailerons are very
effective in achieving spin recovery. and the recovery is
often quite abrupt, All controls should he neutralized
rapidly immediately upon termination of the spin, or a
spin in the opposite direction is likely to result.
Revised 1 October 1961 120A
NAVWEPS 01-40AVA-l Section VII
SECTION VII
SYSTEMS OPERATION
INTRODUCTION
A pilot's proficiency is not measured solely. by tbe
finesse with which he performs maneuvers desIgned to
impress the uninitiated, but by the manner in which
he gains the utmost from his aircraft through intelligent
employment of the many systems and components which
have heen placed in the aircraft for just that purpose.
This can be attained only by diligent study of the air
plane as an entity ... learning the theory and operation
of the systems, determining the relationship of one
system to another, knowing the maximum capabilities
of each. and then correlating his ability to fly with his
understanding of the aircraft. Then. and only then, can
a pilot be considered proficient. To help him attain this
proficiency, the following section is included.
ENGINE FUEL CONTROL SYSTEM
MANUAL FUEL CONTROL SYSTEM OPERATION
GROUND CHECK. Because the manual fuel control
system lacks the automatic compensating devices found
in the primary system, its USe requires cautious manipu
lation of the throttle. Slow, steady power changes must
be made to prevent overspeeding and excessive exha.ust
gas temperatures. High temperatures have a tendency to
break down the structure of the metals in the engine,
causing distortion and subsequent failure. (For manual
fuel control system ground check procedure, refer to
MANUAL FUEL CONTROL CHECK in Section II.)
INFLIGHT SWITCHOVER. The engine fuel control
operation may be changed from the primary to the
manual system during flight at all altitudes by retard
ing the throttle to "IDLE" and moving the FUEL
CONTROL switch to the "MAl\'UAL" position. The
to the manual system may be accompanied
by a surge in engine speed and tailpipe temperature, the
severity of which depends on the difference hetween
ambient atmospheric conditions and those of a standard
day. As the primary system incorporates devices which
compensate for these differences and the manual system
does not, when the switch-over is made, the sudden lack
of compensation results in a change in fuel flow, thus
causing the temporary aberration in operating charac
teristics.
During flight testing, it has heen demonstrated that the
manual control position can be selected while at
military power, up to 6,000 feet.
After a switch-over, and when tailpipe temperature per
mits an acceleration, the throttle may be advanced slow-
Iy and smoothly to the desired power setting, provided
that the engine operating limitations given in Section V
are not exceeded. It must he remembered that when
operating on the manual fuel control system, all fuel
metering to the engine is accomplished by direct move
ment of the throttle; therefore, all subsequent power
changes must be made with the same care. not only to
prevent overspeeding and extreme but
also to avoid a flame-out from the posSIble mablllty of
the engine to parallel, in speed, the ra pidly cbanging
fuel flow during quick accelerations and decelerations.
Switchovers should he practiced regularly. During take,
off, if it becomes ""pedient to switch to the manual
fuel control system, it is inadvisable to retard the
throttle to "IDLE" prior to the switchover. Because
of the rapidity with which the engine decelerates
upon failure of the primary fuel control system
the deceleration from 100% to 80% RPM requires ap
proximately % second-the change must he made very
quickly to prevent. complete loss of power. The throt
tie should he retarded only enough to keep the tailpipe
temperature within limits after the switch-over, then
advanced slowly to the necessary power setting.
HYDRAULIC POWER SUPPLY SYSTEMS
Since both of the engine-driven hydraulic pumps in the
tandem hydtaulic system and the one pump in the si.ngle
hydraulic system are all of the constant pressure, variable
displacement type. the flow of fluid through each syst:m
will vary in rate (gallons per minute) with the operattng
speed of the assodated pump. Each pump is to
the engine in such a manner that for each revolutlOn 0.
the engine, the hydraulic pump will complete
mately onehalf revolution. At military power, flUid
flows through the system at the approximate rate of six
gallons per minute, while at sea level idle approach
power the flow is reduced to slightly over two gallons
per minute. As rate of fluid flow determines the
with which the vatious hydraulically operated untts
respond to actuation of their individual controls, ?tis
variation in rate of flow with power changes durmg
normal operation might ordinarily produce objection
able characteristics in operation of the hydraulic power
supply system. Therefore, flow resttietoN have. been
installed in the ..sub-systems to regulate the maXImum
rate of flow. The flow restrictofS prevent the wing
flaps, speed brakes, and arresting hook from operating
to'; fast when fluid flow is at irs peak, yet do not affect
the time of operation when flow is reduced, as at low
engine speeds.
121
Section VII NAVWEPS Ol-40AVAl
Each hydraulic actuating cylinder within the systems
requires a certain quantity of fluid to be delivered
through its inlet port to completely exrend rhe cylinder
pisron. The rate of flow determines how quickly the
piston extends, and the pressure at which the fluid is
delivered dictates the maximum load against which the
piston will extend. As long as the engine is turning at
"IDlEl) RPM or even windrniHing under flame
out conditions) the hydraulically operated units wiIl
operate slowly against the usual loads. As rate of fluid
flow diminishes with decreasing engine speed, the full
extension of the hydraulically actuated pistons will
quire a greater period of time. The effects of these
actenstics in the single and tandem hydraulic systems
will be discussed separarely.
SINGLE HYDRAULIC SYSTEM'"
When two or more controls are actuated simultaneously
during normal or flame.out conditions, one system nat
w
urally responds more quickly than the other, depending
on which system offers the least resistance. When this
system is satisfied, or reaches the point where its
sistance to pressure is greater than the other actuated
system, flow is diverted to the latter. This is true of all
sub.systems except the flight control power systems.
The two priority valves in the main hydraulic system
serve to maintain approximately 1500 psi within the
aileron power control and elevator boost when other
components are actuated, thus preventing complete loss
of flight control power during the period that other
units are being operated.
Tk"lDEM HYDRAULIC SYSTEM'"
In the tandem hydraulic system the flight controls are
powered by two completely separate hydraulic systems;
however, when units other than the flight controls are
being operated by the utility hydraulic system, the effec
dveness of the flight controls will be reduced, espedally
at high air speeds. Within the utility system, when two
controls are operated at the same time at very low engine
speeds, one will respond more quickly than the other,
depending on which offers the least resistance. When
operating on the utility system alone, actuations of
ous units normally operated by the utility pressure will
cause a temporary decrease in the effectiveness of the
flight controls.
WARNING I
Do not attempt maneuvers requiring high
control forces (such as high.speed pull-outs)
when it is known beforehand that one or both
of the systems are inoperative.
HYDRAULIC POWER DISCONNECT
The use of the power disconnect is an invaluable aid
in the event of complete hydraUlic system failure or
in the execution of a flame-out approach_ When done
properl,)' and withill liNlitations, it u,ill aid in keeping
tbe aircraft out of enemy hands, get the dircraft and
pilot back to base, or will assist a landing with 'flO
power. The pilot should be aware that the basic forces
will be much higher when on manual, at higher l\l:ach
numbers, particularly on the aileron controls. Accord
ingly, for intentional disconnects. it is recommended
that the aircraft be slowed, and once disconnected, nO
flights at supersonic or high Mach numbers (above 300
knots lAS) be attempted.
The rudder trim system on this airplane, while it is
being flown on normal hydraulic power, is a
system; that is, it does not trim the airplane directionally
through aerodynamic loads provided by tab displace
ment. Actuation of the rudder trim switch (when on
hydraulic power), as far as the pilot is
merely relocates the position in the rudder
feel system. When in manual control, the pilot will
have no rudder trim available.
The aileron trim system is also a force-trim system. The
aileron tab, however) moves simultaneously with the
relocation of the positlon in a cor
responding direction, as a follow-up, in order that the
airplane will be reasonably close to trim when the power
system is disconnected and the aerodynamic forces will
then be felt by the pilot through the manual control
system. On the manual control system, trimming by tab
action' imparts a hinge moment to the aileron. (Refer
to AILERON TRIM SYSTEM, Section I.)
The "in_trim>; angular position of this tab will vary be
tween individual airplanes due to manufacturing toler
ances, and is established in flight by company test pilots,
prior to Ieet delivery, in each aircraft. Theoretically.
this setting should not change during the service life of
the aircraft, unless some change is made to its aero
dynamic configuration. For safety of flight, it is mand.
tory that an "in-trim" position be reestablished, since
this establishes the range of action of the tab, and may
result in uncontrollable, rolling tendencies when the
power system is next disconnected. However, flight tests
of the aileron tab setting are required only after an
aileron or wing change_
The flight procedure for checking the aileron tab rigging
settings may be found in the applicable handbook of
maintenance instructions. The pilot technique for power
disconnect in rerigging tests is also found in the main
tenance instructions. Howcf'er, the pilot should take
particular interest in the following items:
a. !l14ke certain that all the power lotches are posi.
thely and fully engaged by crewmen, prior to take-off.
O)A4D-l Airplane only.
CHA4D-2 Airplanes ooly.
I
NAIIWEPS Ol40AIIA-1 Section VII
b. Aileron follow-up lab flOI obviously oUI-of-rig
(excess of 3 degrees from faired-with-aileron position).
with aileron faired wilh Ihe wing prior 10 take-off.
c. Wing and exlernal fuel consumed, only fuselage
fuel rcmailJin g.
d. Aircrafl Irimmed for hands-off level flighl ot
25,000 feel, for 300 k'lOls lAS rigging lest.
e. Extend Ihe stick prior to pulling the POWER
BOOST REL handle.
f. uum forward over the stick with Ihe left hand
lightly Oil the grip, ready 10 check any mo'emenl.
g. Ptdl the POWER BOOST REL handle smartly to
assure a clean disconllcct, The handle will come ou!
about OtiC foot.
h. Determine Tol/rmes and record per instructions ill
the maim."anre handbook.
Note
Angle of hank in excess of 60 degrees ill
manual control wben timillg rate of Toll is no/
dutborized. Ad.. erse results should be reported
to serl'ice authorities and log book entries
made for record purposes.
Do not fly over 300 knots lAS after discon
necting.
Do not perform power control disconnects for
rigging checks with asymmetric wing loadings.
Note
As long as primary (normal) electrical power
is available, the aircraft can be trimmed. Therew
fore, in the event of 011 actual hydraulic system
fllilure, when Ihe POWER BOOST REL handle
is ptdled, if the aircraft starts to rolf, the llir
craft shotdd be trimmed immediately. (This is
to b. distinguished from the rerigging test
procedure where no trimming is to be done,
unless absolutely necessary.)
An aileron accumulator, used only on single
hydraulic system airplanes/
ll
can furnish ade.
quate hydraulic pressure for several actuations
of the ailerons after hydraulic failure, to re
cover from maneuvers and to reduce airplane
speed to a sale limit for manual control. As
aileron accumulator pressure diminishes, stick
forces will progressively grow stiffer, and trim
ming should be accomplished before this time.
HYDRAULIC POWER DISCONNECT WITH ASYM
METRIC LOADINGS. Disconnect tests should not be
performed with asymmetric loadings. However, in the
event that an (Jctual hydraulic power discon1Jt?ct musl be
made with asymmetric wing or slore loadings, the fol
lowing recommendations are made:
a. Speed must be reduced to less than 200 knots lAS
prior to disconnecting.
b. After disconnect, excessive longitudinal stick mo.
tions muSt be avoided.
c. Cross-wind landings must be made upwind or
downwind, whichever js required to put the cross-wind
component under the heavy or loaded wing.
d. A final approach speed of 115 knots lAS must be
considered an absolute minimum as it represents the
minimum control speed with a power failure and a 1200
pound asymmetric load. The initial approach airspeed
should be a "1inimum of 140 knots lAS with. minimum
final approach and touchdown airspeed of 125 knots
lAS.
(Refer to Confidential Supplement, Section VI, FLIGHT
WITH EXTERNAL STORES, for further information.)
(t}A4D"1 Airplanes only.
123
NAVWEPS 01-40AVA-l Section VIII
SECIION VIII
CREW DUllES
NOT Al'l'UCAStf
125
,
NAVWEPS Ol-40AVA-l Sedlon IX
SECTION IX
ALL-WEATHER OPERATION
INTRODUCTION
While tbe Model A4D airplane is not intended to be an
all-weatber interceptor, fligbt conditions otber than ideal
VFR occasionally may be anticipated. Discussion of spe
dal techniques and procedures for operation in adverse
weather ne<:essarily includes some instructions found in
otber sections of this handbook. Normal operating in
structions covered in Section II will be repeated here
only to establish the correct sequence of operations or
to emphasi.e the importance of certain procedures. Any
discussion concerning systems operation in relation to
all-weather flying will be found in Section VII.
NIGHT FLYING
For pre-flight preparations and take-off at night, refer
to procedure described under INSTRUMENT FLIGHT.
In addition to performing this list of items, observe the
following:
a. Prior to take-off do not use the higb intensity
white cockpit floodlight and avoid the use of other
bright cockpit lighting in oroer to prevent loss of night
vision.
b. Prior to take-off, push up on the canopy to make
certain that it has been securely latched and locked.
c. Prior to take-off, check the oxygen supply and
oxygen mask fit.
d. To prevent loss of night vision, avoid taking off
behind planes using afterburner_
e. After take-off, if bright light inadvertently ap
pears, dose or cover up one eye during the exposure so
that night vision will be retained in at least one eye for
use after the light exposure.
f. All exterior lights "BRIGHT" and "FLASH,"
Note
If a single instrument lamp or fire warning
lamp goes out, replacement bulbs are available
in the SPARE LAMPS receptacle (12, figure
1-5) on the right-hand console.
If all lights go out it will probably be the
result of failure of the main generator. Pulling
the EMER GEN release handle (2, figure 1-5)
on the extreme right corner of the armament
p.nel should restore the power and the interior
lights (but not the exterior lights). It is im
portant to know that with the emergency gen
erator dropped out, with the landing gear
down, and with aitspeed below 140 knots in
certain angles of attack, there may be insuffi
cient power for horizontal stabili.er trim.
INSTRUMENT FLIGHT PROCEDURES
This portion is not intended to provide information on
general tethniques of all weather flying, but certain
characteristics and limitations of the airplane during
instrument flight conditions are presented as a supple
ment to previous training and experience. Successful
fulfillment of a mission under instrument flight condi
tions, especially in jets, requires careful pre-flight pl.n
ning, current instrument proficiency on the part of the
pilot, and adequate instrumentation for blind take-off,
orientation, approach and landing.
The UHF receiver-transmitter (AN/ARC-27) provides
communication and works in conjunction with
the UHF homing adapter (AN/ARA.25) receiver (auto
matic direction finding equipment). The TACAN
(AN/ARN-21) airborne equipment operates in con
junction with surface navigation beacons to provide
continuous directional and distance information to the
pilot. Marker heacon equipment (AN/ARN-12) gives
him the position relative to specific marker beacon
stations. Omni-range (AN/ARN-14E) receivers, avail
able with airplanes carcying a NAVPAC as an external
store, include an R-540/ARN-14C VOR receiver and
an ID-251jARN indicator control for navigation, orien
tation and letdown. However, because the airplane i.
not an all-weather airplane, it has neither a radio
altimeter nor an automatic pilot.
Note
The present gyro hori.on has noticeable pre
cession errors in turning and diving. It will be
replaced by service change.
INSTRUMENT TAKE-OFF
PRIOR TO TAKE-OFF. To reduce fuel consumption,
the pre-take-of{ check should be completed as nearly as
possible before starting the engine.
a. Connect external source of electrical power.
b. Check all communications and navigation equip
ment for correct operation.
121
Section IX NAVWEPS 01-40AVA-1
c. Switch IFF to "NORMAL."
d. Set navigation equipment on local channel so that
ao immediate heading indication is available if an
gency develops after take-off.
e. Check cockpit lighting and set as low as possible
in order to prevent impairment of night vision. Adjust
the forward flood-lights or rhe pilots knee-board flood
light for use in reading instrument flight guides) maps,
etc.
f. Check oxygen supply and oxygen mask fit.
g. Set the altimeter and record the altimeter error (if
any) to insert at destination.
h. Adjust the gyro horizon or all attitude indicator.
i. Set dock.
j. Check for proper operation of all directional in
struments while taxiing.
k. Check canopy by pushing up on it to make certain
that it has been securely latched and locked.
I. Complere norm.1 check list.
m. Review the procedure used to jettison stores
ing a emergency.
TAKE-OFF.
a. When in take-off position and lined up with the
runway, synchronize the gyro compass.
b. Check gyro horizon or aU attirude indicator for
correct operation.
c. Turn on PITOT HEAT switch. Do not prolong use
on the ground.
d. Advance maintaining directional control
with brakes until rudder control is effective (approxi
mately 50 knots).
e. When take-off speed is reached, lift the nose gently
from the ground to prevent an excessively high angle of
attack.
f. When airplane is well dear of the ground, raise
the gear.
INSTRUMENT CLIMB.
a. If possible. climb straight ahead until reaching an
altitude of 1000 feet above the terrain before com
mencing turns.
b. Climb out at a predetermined airSpeed (approxi
mately 200 knots) until well clear of all terrain ob
stacles before leveling-off to pick up climbing speed.
c. Use standard rate climbing turns.
d. Retard throttle as required to prevent excessive
EGT.
. Avoid icing levels.
In the event that lightning should hit the air
craft, navigation instruments may be thrown
off. Such condition may result in as much as a
50 error, temporarily or even permanently, re
quiring resetting on the ground. Accordingly,
electronic directional gear should all be checked
against each other and with the standby com
pass after such occurrence.
Note
Additional information pertaining to instnl
ment flight and instrument approaches in this
airplane will be included as it becomes .vail
able.
INSTRUMENT LANDING CHECK. In addition to
the normal landing check:
a. Set the .ltimeter (including the error obtained at
rake-off).
b. Exterior lights "BRIGHT" and "FLASH."
c. Synchronize compass.
d. Air conditioning either full hot or "OFF."
Note
Wave-off characteristics are excellent. How
ever, full throttle may result in pressurization
'fog' in the cockpit.
JET PENETRATIONS
Jet penetrations have been set up to provide a high
speed and high rate-af-descent letdown from cruising
altitude to a point where VFR approach or an instru
ment approach (such as GCA or TACAN) can be made.
Penetration procedures for specific fields are given in
the FLIP (Flight Information Publicatians Terminal
High Altitude) charts. These charts are published in
four pans; Northeast, Northwest, Southeast and
west United States and contain jet penetration pro
cedures for those fields listed in the index of the in
dividual publication. Figure 1 presents a suggested jet
penetration with instrument approach, which is
plished by beginning a letdown at the penetration cone
(cruising altitude) on the heading specified in the FLIP
chart. The initial phase of the penetration is set up to
avoid interference with altitudes occupied by other air
craft. The conditions set up in the FLIP charts should
be given careful consideration during flight planning.
Availability of GCA, alternates, and operational prob
lems in high-density tcaffic areas should be analyzed.
NAVWEPS Ol40AVA-l
Section IX
BEGIN FINAL APPROACH
AIRSPEED AND TIME
CHECK TO MINIMUM
ALTITUDE OR VFR
CONDITIONS
TYPICAL PENETRATION PATTERN
TEAR DROP
30" BANK DESCENDING TURN.
AT HALF INITIAL PENETRATION
ALTITUDE CONTINuE TURN TO

GEAR DOWN
FLAPS DOWN
NDTES'
All TuANS ARE STANDARD RATE
AVERAGE FUEL CONSUMPTION: 4!SO POUNDS
AvERAGE TIME: 6 MINuTES
OBSERVE ALL puBLISHED HEADINGS AND ALTITUDES
{FUPI OR AS DIRECTED By AIR TRAFFIC CONTROL
Figure 9-1. Suggested Jet Penetration
129
S.dl"" IX NAVWEPS OI-40AVA-l
GROUNDCONTROLLED APPROACHES
Groundcontrolled approaches can be successfully carried
out in this airplane. However, the reduced reflecting
surfaces of the dean design coupled with heavy precipi.
tation may make it difficult for the GCA controller to
pick up the airplane with radar for an initial entry, It
b ... been found to ...,l.t the pick.up by "dirtying up"
tbe configuration by extending s peedbrakes and landing
gear until identified in tbe higher pattern. Then the
pilot should go back to the normal GCA procedure. A
typical GCA approach for the airplane is shown in
figure 9-2. Sbould a wave-off be necessary, squadron
procedure should be followed, with 100% rpm, landing
gear and flaps "UP," until another GCA entry is made.
Going to full throttle may give pressurization
'fog' in tbe cockpit caused by the increased
flow of air.
ICE, SNOW AND RAIN
Most kinds of precipitation encountered on the ground
can create flight hazards when the temperature borders
ASSIGNED ALTITUDE (1000 FEET)
CHECK GEAR AND FLAPS
INDICATEO AIRSPEED - In I(NOT$
RPM B3-84%
MAKE LEvEL TURN TO FINAL
LEVEL, ON RUNwAV HEAOING
FINAL CONTROLLER HERE
FuLL FLAPS
OESCEND TO 1000
FEET
ASSIGNED AtTITUDE m ~ o o FEET)
LAHDING CHECI(
GEAR DOWN
INDICATED AIRSPEED "140 KNOTS
RPM 78-80%
CLEAN CONFIGURATION
INDICATEO AIRSPEED-220 I(NOTS
RPM 77%
:
INDICATED AIRSPEED - 12D KNOTS
RPM 83-84%
RECHECK GEAR,FLAPS.SHOULDER
HARNESS
FULL FLAPS
RPW 63-94"1.
MAINTAIN 1 2 ~ "'NOTS lAS
NOTES:
ALL TURNS STANDARD RATE.
ALL ALTITUDES ARE TERRAIN CL.EARANCE.
VARY POWER SETTINGS WITH ExTERNAL. STORES CARR1ED.
INCREASE AIRSPEED FOR GROSS WIGHT INCREASE.
AVOID STEADY STATE OPERATION IN THE AESTRICTD 60 92.".t. RPM: R,ANGE.
,AVERAGE FuEL CONSuMPTION: 400 POUNDS {INCLUDING PENETR,ATION).
AVERAGE TIME: 9 M'NUTES {INCLUDING PENETRATION L
P10!lIO-ll
Figure 92. Typical Ground Controlled Approach
130
NAVWEPS Ol-40AVA-1 S.ctlon IX

on freezing. A thorough pre-fUght inspection just prior
to is essential. Frost can form on the wing sur..
face in a very short time, making take-off hazardous.
Wet snow, if allowed to accumulate while the airplane
is on the ground, may freeze at a1tirude and serioUSly
reduce airspeed and range for an indefinite period.
Takeoffs should never be attempted when frost, iee
glaze or patches of wet snow adhere to the surfaces.
Note
The white and grey color of the aircraft finisb
may make it difficult to detect glaze ice forma
tion on the wings. Because of tbe rapidity with
which icing conditions may occur, the
ance of tbe pilot'S making last minute checks
on the exterior of his airplane cannot be over
stressed.
Taxiing on ice may present problems, particularly in a
wind. Icing ""curs in flight wben freezing conditions
exist and one or mOre of the following weather types
are encountered: rain, fog, sleet, wet snow,
saturated vapor and bigb bumidity.
The airplane is not equipped to prevent ice
formation on the wings or fuselage and sbould
not be flown in areas where beavy icing is
likely to be encountered.
Two kinds of icing may be encountered in f1igbt, air
craft icing and/or engine icing. A loss of airspeed is
and indication of botb types of icing. Engine icing is
recognized by a decrease of engine rpm and an increase
in tail-pipe temperarure (TPT). Icing may form in tbe
air intake ducts forward of tbe engine, and is indicated
by an increase in tailpipe temperature and a loss of
airspeed, with rpm remaining constant. Icing of the
inlet pressure sensing probe of the fuel control may be
corrected by switching to "MANUAL." However, this
switching may cause .rich during the shift
to manual fuel control if tbe throttle is not first re
turned to "IDLE." Returniog tbe tbrottle to "IDLE" is
necessary even througb tbe engine speed is already at
altitude "IDLE" rpm.
This airplane is not equipped witb engine anti
icing equipment.
Snow or fog may occur in the cockpit on certain days
wben humid air reaches a low (air conditioning) tem
perature. This usually occurs during take-offs and land
ings. Within a few seconds, visible moisture in front
of the pilot may be so thick as to obscure tbe entire in
strument panel. When tbis happens, air must be switched
from tbe windshield to tbe floor, and tbe AIR COND
control knob adjusted to full hot, to be readjusted
later to a more comfortable temperature. Should this
fail to correct the situation, the air conditioning system
should be turned "OFF." If high bumidity exists on
takeoff so tbat cockpit fogging or snow is anticipated,
Squadron doctrine may recommend tbat take-offs be
accomplished with the air conditioning in the "OFF"
position, to be turned "ON' by 5,000 feet altitude.
In extremely cold weather, pilots should be aware of the
possibility of some moving parts becoming frozen. The
two most likely to freeze are tbe slats and the landing
gear "squat" switch. Because of the great force used on
the landing gear and gear doors, the doors themselves
are not likely to freeze open or closed. Prior to take-off,
tbe pilot should check both slats for freedom of mave
ment. In flight, there is tbe possibility tbat one or both
slats may freeze closed in freezing rain. This may be
come dangerous at speeds below tbe stalling speed for
closed slats if the pilot does not realize that his slats
are not extended. After flying in freezing rain, the
pilot should cbeck both slats during the approach and,
if the slats are frozen in, should approach at an airspeed
higher than tbe recommended approach speed. In order
to get the proper rate of descent and flare-out, the pilot
must consider buffet onset as a minimum speed factor
if the condition of wing slars is not known. If the land
ing gear "squat" switch becomes frozen, an incorrect
gear position indication could resuil.
Should canopy frosting occur from ice crystals on the
inside, some side vision may be temporarily obtained by
scraping off the ice.
On fields which have arresting ge.r, the arresting hook
may be used for landing on wet or icy runways.
There is no water separator in the air conditioning/tem
pera ture system.
RAIN REPEI.LENT. A rain repellent kit, srm:k !'lumber
RS3K710075, is avail.ble for coating tbe external surface
of tbe windshield and canopy and will permit normal
visibility upon encountering rain. The nun repellent is
applied as follows:
a. Wash surface if excessively soiled .
b. Clean surface with the cleaner that is provided,
using a soft dotb, then polisb.
c. Apply the bonding paste with a clean soft doth.
Use the bonding paste sparingly, since only a thin film
is required.
Note
Applying the paste to a wet surface will not
provide a satisfactoty bond.
d. Polish the surface witb a dean soft doth until all
the black color disappears.
e. Apply the stick rain repelient by rubbing the side
of the stick lightly over the surface. Do not apply rain
repellent stick endwise, since too heavy a film will be
deposited.
131
NAYWEPS 01-IAVA-l
f. Polish with a soft cloth until the film is clear.
g. To recoat, repeat the foregoing procedure.
The treated windshield may be cleaned and polished
several times without removing the rain repellent. Use
the following procedure as a guide:
. If the film is doudy or moderately soiled, dean
and polish with a clean soft doth.
b. If the soiled area is heavier and of a nature that
responds to water, clean with doth and water only, and
after drying, polish with a soft cloth. Should this pro
cedure remove tbe film, restore it by applying tbe rain
stick repellent only and polisbing.
c. If the soiled area required the use of a deaner or
detergent, the procedure for recoating the surface should
be followed.
Note
The rain repellent coating is removed by wind
sbield de-icing fluid.
Do not permit the rain repellent compound to
remain on the sealant around the edges of the
windshield and canopy.
ANTI-FOGGING COMPOUND. An anti fogging com
pound. stock number R51.XAEIOl-l8, for coating the
interior surface of the windshield and canopy. prevents
fogging of these transparent surfacos.
The anti-fogging compound is applied as follows:
a. Wasb interior surface if it is exc..sively soiled.
b. Apply the anti-fogging compound, using the ap
plication unit.
c. Wipe the surface with a clean, Iintl ... doth until
it is clear.
The anti-fogging compound has a detrimental
softening effect on cellulose nitrate instrument
lacquer when in contact over one hour. Care
should be taken to prevent contact of the
compound with the instrument panel finish.
The anti-fogging compound has a Severe swell
ing effect on rubber. Care should be taken to
minimize contact of the compound with the
rubber and sealant surrounding the windshield
and canopy.
One application of the anti-fogging compound is effee
tive for a minimum of ten fogging and drying cydes.
When there is doubt as to the condition of tbe film,
a new film should be applied.
FLIGHr IN fURBULENCI AND THUNDERSrORMS
The key to flying in turbulent air is to "fly attitude."
The best way to fly through a storm is to reduce air
speed to approximately 250 knots, fly the gyro-horizon,
and pay I ... attention to altitude changes.
Whenever possible, thunderstorms should be by-passed .
If a storm area extends over a wide front, it is usually
advisable to fly above the weather to avoid heavy icing
and hail.damage to the plastic nose. Should operations
require some thunderstorms flying, an airspeed of about
250 knots lAS will aid in reducing excessive gust loads
in the structure. Vertical air currents in well-developed
thunderstorms will sometimes alter tbe airplane altitude
several thousand feet, and airspeed will fluctuate ron
siderably. Rather than attempt to fly at a constant alti
tude, the pilot should mainrain the initial flight attitude
commensurate with a safe airspeed, keep a constant
tbtottle setting and use light stick forces to fly the gyro
horizon. Abrupt pitch corrections should be avoided.
Chasing the airspeed indicator should be avoided be
cause the readings are unreliable during pre5Sure changes
within the storm-reIl, and have been known to go to
zero during thunderstorm penetration. Flying by pitch
attitude reference should keep the airspeed and altitude
relatively constant regardless of instrument indications.
PREPARATION BEFORE TAKEOFF. A flight plan
avoiding known thunderstorms must be made. A check
should be made of all flight instruments, navigation
eqnipment, interior lighting and pitot heat. Pitot heat
should not be left "ON," as prolonged ground opera
tion witbout cooling airflow can damage the heating
element.
PREPARATION APPROACHING TIlE STORM.
Preparation before entering the storm is imperative. If
the storm cannot be seen, its proximity may be detected
by radio crash static. Prepare as follows:
a. Reduce airspeed to 200250 knots lAS and lock
throttle friction lock_
b. Adjust gyro-horizon reference airplane.
c. Pitot heater switch .. , .. , .. , nON/'
d. Lower the seat to prevent banging the head on the
canopy and to reduce tbe blinding effect of lightning.
. Turn all cockpit lights "ON," bright.
f. Safety belt tight .
g. Shoulder barn... . ....... "LOCKED."
h. Tum radio volume down during severe crash static
conditions.
i. Fly level on a heading calcuiated to provide the
quickest passage through the storm at an altitude afford.
ing the least turbulence and icing while dearing all
ground obstacles by a wide margin.
j. Go on instruments prior to penetrating the storm.
132
NAVWEPS 01-4OAVA-l SectIon IX
IN THE STORM. While flying through the stonn, ob
serve the following:
a. Maintain power setting and pitch attitude estab
lished before entering storm. Do not chase airspeed indi
cator; since this will result in extreme attitudes. If a
sudden gust should be encountered while in a nose-high
attitude, a minimum flight speed might result. Use as
little horizontal stabilizer control as possible to minimize
the possibility of overstressing the airplane.
b. Maintain the initial heading through the storm,
correcting for any deviation from flight plan after
emerging from the weather.
c. Devote all attention to flying the airplane_
d. Expect turbulence, precipitation and lightning. Do
not allow these conditions to cause undue concern .

e. MttinttRn attnUde. Fly the gyro horizon to maintain
a level attirude.
f. Avoid looking at lightning flashes. Concentrate on
instruments.
COLD WEATHER OPERATIONS
In flight, low temperatures will be encountered in all
regions at high altitudes. However, most cold weather
difficulties exist on the deck or airfield, and safe opera
tion demands diligent efforts of flight and ground
crewmen alike. Safety of flight depends un thorough
preparation and careful observation of weather by the
pilot_ Equally important are pre-flight inspections which
must eliminate the added hazards of cold weather when
ever the grounded airplane is exposed to ice, snow and
frost.
WARNING I
The collection of ice, snow and frost On the
airplane surfaces con.'Stitutes one of the major
flight ha.ards in low-temperature operation
and can result in the loss of lift and treacher
ous stalling characteristics.
BEFORE ENTERING THE AIRPLANE. A thorough
check of the following items should he made by the
pilot before entering the cockpit:
. Protective covers and plugs removed_
d. All ice removed from fuel tank vents, static air
sources and pitot tube.
e. Shock struts properly inflated, and dirt and ice re
moved. Inspeer limit switches and fairing door hinges,
actuating cylinder, pistons and wheels.
f. Control surfaces and hinges thoroughly checked.
g. Check wing slats for smooth roller and track move
ment and that they can be dosed manually.
h. Check the entire airplane for freedom from ice.
snow and frose Remove ice carefully by approved
methods and remove snow or frost by light brushing.
Do not permit ground crew to scrape or chip
ice from a i r c ~ f t surfaces, as damage to the
skin will result.
Check that water from ice removal does not re
freeze. particularly on the control hInges.
i. Make sure that wheels are chocked securely to pre
vent slippage.
ON ENTERING THE AIRPLANE. The canopy seal
must be inspected to make sure that no ice has accumu
lated to prevent proper seating.
BEFORE STARTING THE ENGINE
a. Check to see that compressor rotates freely by
momentary starter application. Engine heat on shutdown
melts ice accumulated during the previous flight, and the
moisture may refreeze on the lower sections of the low
pressure compressor blades. Heat may be applied to melt
ice, and the engine should he started as quickly as pos
sible after Ihe compressor is free.
b_ Before starting, and with external power engaged,
the pitot hea ter should be checked, but should not be
left '"ON," as prolonged ground operation without cool
ing airflow can damage the heating element.
STARTING AND WARM-UP GROUND OIECK
a. Use normal procedure for starting engine. If tem
perature is less than- 35C, run at "IDLE" for two
minutes before take-off .
b. Visually check engine intakes for evidence of ice. b_ Inspert all instruments for proper operation. Make
sure they have all heen sufficiently warmed up to insure
c. Check fuel drains (defueling valves). fuel lines and normal operation. Also, check for sluggiSh instruments
shut-off valves for frozen condensation. during taxiing.
133
5"tlon IX NAVWEPS Ol-40AVA-1
Co Che<:k all flight ,olltrols, both visually and by f..,I,
for unrestricted movement.
d. Run through several complete cycles with rudder
trim, stabilizer trim, aileron trim (observing the tab),
stick, speed brakes and flaps, to assure correct operation.
e. Cabin heat "ON."
f. Use caution while running engine up on a slippery
surface, as rhe chocks may slide. A normal fullpower
check can be made during the initial 1"'r, of the rake-off
roll.
TAXIING
a. If it is necessary to taxi on ice or in snow, allow
greater distance for braking action. Skidding may occur,
with temporary loss of control, when sharp turns are
made or when a cross wind exists. Taxiing in deep
snow is difficult and may also cause freezing of brakes
and gear after take-nff.
b. Avoid taxiing through melted snow or slush caused
by the jet blast of orher airplanes, to prevent aceumula
tion of ice on the airplane surfaces.
c. Use caution when taxiing in the vicinity of other
airplanes. Increase the space between airplanes to insure
safe stopping distance. Jet blast can impair visibility by
blowing clouds of dry snow over a large area.
d. Minimize taxi time to conserve fuel and reduce
amount of ice-fog generated by jet engines.
BEFORE TAKE-OFF
a. Turn air conditioning to approximately SSt"
porarity, to insure against fogging and frosting.
WARNING I
Do not take off with frosted windshield, or
with frost, snow or ice on wings Or control
surfaces.
Should fog Or snow in the cockpit obscure the
instruments, the air conditioning should either
be turned "OFF" or full hot.
b. Pitot heat "ON" just prior to take-off.
c. If surface of runway is too slippery for engine
run-up, the power check must be made during early
parr of take-of{.
TAKE-OFF
a. When starting the run, advance the thrmM
tie rapidly and check engine instruments.
b. After take-off from snow or slush-covered run
ways, operate rhe landing gear and wing flaps through
several cycles to prevent possible freezing in the up
position. (Expect considerably slower operation of rhe
landing gear in cold weather.)
Do not exceed the landing and wing flap-down
airspeed limits during rhe cycling operation.
Do not apply brakes to stop wh..,1 spinning
after take-o!!.
c. Check instruments. At extremely low outside air
temperatures, instruments should be sufficiently warmed
up to insure reliable operation.
DURING FLIGHT
a. Except as indicated in the note in Section I (Inter
nal Tanks), rhe flight characteristics of the airplane are
not affe<:ted by cold weather, although colder ,han nor
mal temperatures increase air density and produce greater
ram pressure. Engine thrust, therefore, may be reduced
to establish the desired airspeed-altirude combination for
maximum range.
b. Use cockpit air conditioning system as desired.
DESCE;'I.1T
a. Should canopy frosting or fog or snow in the cock
pit occur, increaSE the temperature. The heated
shield (nesa glass) should give forward vision and, in
an emergency, some side vision can be obtained by scrap
ing off the ice with a glove. (Use a knee-board or sharp
object only in an extreme emergency.)
b. If flight has been through freezing rain, check
that slats open in the landing approach. (See ICE,
S;'I.10W Al','I) RAI;'I.1.)
c. A carrier-type approach is recommended for land
ing on wet and icy runways to lessen the possibility of
skidding. This gives the maximum runway available, re
quires a minimum of braking. and allows landing at the
lowest airspeed .
LANDING
When landing on snow
t
wet or ice-covered runways, be
careful to avoid drift which will cause skidding and
consequent loss of control. Maintain 3 straight course
down rhe runway, applying brakes evenly and lightly.
The best approach to land on wet and icy runways is
3 carrier-type approach, with touchdown as dose to
the end of the runway as possible. After touchdown,
retract flaps and open speed brakes for drag and in
creased braking effectiveness. The proper braking tech
nique is light tapping of the pedals. If the airplane
starts to skid, the pilot lust release [he brakes and
resume the tapping when the tracking becomes straight
ened out in rhe landing roll.
134
NAVWEPS 0140AVA1 Section IX
Note
Hard braking on icy or wet runways may reo
suit in dangerous skidding or fishtailing.
Be certain to turn the pitot heater switch UOFF" after
landing.
SHUTDOWN AND POSTFLIGHT.
a. Use normal shutdown procedures.
b. See that wheels are chocked securely.
c. Have airplane serviced, and fuel Hnes (defueling
valves) drained. Every effort should be made during
servicing to prevent moisture from entering the fuel
system.
d. Have covers and plugs lostaHed if mooring out
side. Make certain airplane is tied down securely.
e. If it is not snowing or raining, leave the canopy
open to allow circulation until the cockpit has cooled
off, to prevent canopy cracking from differential con
traction.
HOT WEATHER AND DESERT OPERATION
When high altitude flight requires the wearing of a
pressure suit, it is advisable to make a
flight check of the aircraft before getting into the suit.
When wearing tight clothing, the pilot should take as
little time as possible in getting the engine started if
ground-connected air conditioning is not provided for
the cockpit. Metal exposed to the sun can inflict severe
burns, and Contact with the skin should be avoided.
BEFORE STARTING ENGINE.
a. Make a visual inspection of the airplane exterior,
checking for system leakages, sand or dust accumulation,
tire blistering, fungus or corrosion, and
loose inspection plates.
b. See that all lock pins, protective covers and plugs
(including pitot head cover) are removed.
c. Make any other necessary ground checks prior to
starting engine, such as oxygen and fuel servidng.
d. Make sure air conditioning system is turned on.
AFTER STARTING ENGINE.
a. Make engine ground as short as possible.
b. Acceleration to "IDLE" rpm will take longer than
on a normal or cold day.
TAXIING AND TAKEOFF.
a. Avoid excessive use of brakes.
b. Watch exhaust temperatures closely.
c. Do not attempt to take off in a sandstorm or dust
storm, Park the airplane cross-wind and shut down the
engine to prevent sand or dirt from damaging the
engine.
d. Because of the lower density of air in hot weather,
be prepared for slower acceleration, longer takeoff dis
and reduced thrust at all throttle settings. The
creased requirement for take-off distances commonly
sociated with hot-weather operation of any airplane is
even greater for jets. (See figure A-7, sheets 1 and 2
for takeoff dist.nces at various temperatures.) TAS
will be greater for the normal IAS and strict adherence
to recommended lAS is essential to safe flight.
BEFORE LEAVING AIRPLANE.
a. If sand or dust is not blowing, leave canopy open
to permit air circulation within the cockpit.
b. Check that protective covers are installed on pitot
head, canopy, and intake and exhaust ducts.
135
NAVWEPS OI-40AVAl Index
INDEX
A
Abnormal starts 53
Abotting take off 65
Accelerated stalls 119
Acceleration check 56, 60
Accumulator 32
A-c power distribution 25
ACS aero 18B (LABS) (refer to low altitude bombing system)
After landing 62
After 'tarting the engine 53
After 60, 65
Aileron control 32
Ailerons 31. 32, 83
t
J22
Aileron trim malfunction 83
Aileron trim system 32. 83, 122
Air Conditioning ffIUl Pressur,zation System 87
Air conditioning and pressurization system 85
Air conditioning 85
Cockpit fog and snow suppression 88
De-fogging system 89
De-frosting system 88
Emergency operation 8S
Normal operation 88
Aftet flight 88, 89
Before take-off 88, 89
During flight 88, 89
Pressurization 8.5
Air conditioning contro] panel 85
Airfield landing 61
Aitfield take..,ff 58
Airplane systems failure 80
Electrical system 81
Main generator 8t
Transformer-rectifier 81
Flight control system 31,82
Fuel system 80
Drop tank fuel transfer 80
Engine..driven fuel pump 80
Puel boost pump 80
Fuel control unit 80
Transfer pump 80
Hydrllulic gystem 81
Landing gear system 83
OH system 81
Speedbrakes 83
-.
Trim malfunctiou 83
Aileron trim 83
Horizontal stabilizer trim runaway 83
Rudder trim 83
Air refueling (receiver system) 115
Normal operation 115
Pilot technique J t'5
Air Refueling (Jankcr operation) 112, 113
Air refueling (tanker system) lloE
Air refueling store 110E
Emergency operation 114
Drugue and coupling lost and/or hose severed 114
Electrical failure 115
Fuel dump ll4
Hose jettisoning 114
Jettisoning the refueling store 114
Store hydrauJk system failure 114
Normal operation (tanker) 111
After take..off 111
Drogue extension t 11
Drogue retract 111
Drop tank transfer in air refueling 111
Receiver and fueling 1ll
StOpping fuel transfcr 111
Before landing 114
Before take..,ff III
Drogue retraction 114
Dumping fuel 114
Transfer from store w 'Wing 114
Refueling control console panel 110E
aefueling ,rore Ugh.. HOE
Airspeed indicator 36
Air start 64
ignition 10
operation (section IX) 129
AlJerntJte Contro-' Panels Jor Extern41 Stores l06A
Altimeter 36
ANIAPA89 (SIF) 92A
ANIAPX-6B (IFF) 92 '
AN/ARA25 (UHFADF) 92
AN/ARC27A (UflF) 91
AN/ARN12 (marker beacon) 93
ANIARN.14E (omnirange) 93
AN/ARN-21 (omni-bearing distance) 92A
ANIARN21 transfer relay 92A
ANIASN19 (navigational computer) 9,5
AN/ASQ1791
Angle of Attack-Approach Light System 100
Angle of attack-approach light syStem 98
AngJe of attack external approach light 99
Angle of attack index light 99
Angle of attack indicator 99
Angle of attack transmitter 98
Approarn light system operation 99
Antenna locations 90
And-blackout system 116
Anti-collision beacons 97
Anti-fogging compound 132
Anti-Icing system 91
Approach light operation 98, 99
Approach light system operation 98, 99
Armament bus 25
A.rmament equipment 103
Armament safety circuit disabling switch 25, 106
AnnoI' plate 110
Bombing equipment 108
Bomb arming switch 10S
Bomb release switch 108
EmergenL)' bomb release handle 108
Emergency selector switch 108
Jettison 108
Mines
Practice bomb container, aero 5A 1] 0
Releasing bombs 108
Salvo release 108
Single release 108, 109
Spray tank 110
Flare dispenser ltO
Fun(:tion selector switch 103
Gunnery equipment 106
Firing guns 108
Gun charging "Witch 107
firing switch 107
Gun,ight 106
Gttnsight elevation control 106
Gunsighr switch 106
Master armament switch 103
137
Index NAVWEPS 0140AVA1
Multiple bomb rack 109 Carrier landing G1
Bomb release 109 Carrier take-off 58
Dual 109 Check Ii,ts 4.
Emergency 110 Che('k'off Lists 55. 56
109 Chugs and stalls 53
Train 109 Clear engine procedure 53
Jnflight proceduzc 109 Climb 60
Preflight check 109 Cockpit enclosure 31
Rocket equipment 108 Canopy 37
Firing rockets 108 Canopy bungee safety 1t::K:k 38
Jettisoning rockets lOB Canopy controls 37
Stations seJector sw.itches 103 Exterior canopy jettisoning 39. 73
Arm4menl Pl11fel 104, 105 Interior canopy jettisoning 38
Arresting hook system 36 Under water canopy jenison relief valve 39. 73
Arresting hook control: 36 Cockpit fog and snow SUl>pcession 88
Assisted ta.kc.-off 60 Co&i:piJ-Inslrumenl 7.8,9
Assist take-off system 10 Codpil-Lcjt Console 4, 5
Jato controls lOA C()dpiJ Pn:S1N'/'izahon Chrzrl 89
Jato indicator lights lOA COfkptJ-Righl COnJo/e 12, 13
Assist take-off unit failure 69 Cold weather operation 133
Asymetric loading 123 Communications and assodated electronic equipment 91
Attitude gyro indicator 36A Automatic direction finding cquil>ment 92
Automatic dead reckoning (AN/ASN-19 navigational Operation of the ANI 92
computer) set 95 Bearing distance equipment (TACAN) 92A
Auromatic direction finding equipment 92 AN/ARN-21 control pane192A
Operation of the ANIARA25 92 ARN-21 transfer relay 92A
Auxiliary equipment (section IV) 85 Operation of AN/ARN-21 93
Marker beacon equipment 93
Matker beacon control panel 93
B
Master radio switch 91
Bail-oU[ procedure 80
radio 93
Omni-range radio control panel 93
Bearing distance equipment (TACAN) 92A
Barricade strap delents 116
Operation of the omni-range radio 93
Before entering the airplane 47
Radar identification equipment 92
AN/APA.s9 coder (SIF) 93
Check lists 48
Cruise control 4.7
ANIAPX-6B <ran'pooder (IFF) 92
Flight restrictions 47
IFF control panel 92
Weight and balance 47
Operation of tbe ANIAPXw6B 92
Before leaving the airplane 62
SIF control panel 93
Before starting the engine 51
UHF radio 91
Suitable starter units 51
Operation of the UHF radio 92
BeEo... take-off 54
UHF radio control panel 91
Deceleration check 55
('..ampass controller 93, 94
Pre-flight aitplane check 54
Compass, standby 97
Pre.fHght engine check 5'5
Compass systems 93. 94
Manual fuel control check S 7
Control stick extension 31
Primary fuel control check 55
Control Slick Swilches 107
Control system faiJure 66, 82
Bombing equipment lOS
Crew dudes (section VIII) 125
Bomb arming switch 108

Bomb release switch 108
Cruise control 47
Emergency bomb release handle 108
Emergeo'}' selector switch 108
o
Jettisoo 108
Danger Arcas 50, 50A
Releasing 108. 109
Dead-reLkoning (navigational computer) set 9S
Salvo release lOS
D-c power distribution 2S
Single release lOS, 109
Armament bus 25
Multiple bomb rack 109
D-c bus 25
Bomb release 109
Deceleration check S5
Dual 109
De-fogging :;yscem 89
Emergency 110
Defrosting system gg
Single 109
DefueJing 19
Train 109
Descent 60
InfJight procedure 109
Description of the airplane (section I) 1
Preflight check 109
Desert operation 135
Brake system 36
Differences (A4D-1, -2) 1
Dimensions 1
c
Disconnect (see hydraUlic power disconnect)
Ditching 72
C-8 compass system 94 Uodetwater escape 73
Canopy 37 Drop tanks 11
Canopy bungee safety lock 38 Drop tank fueling switch 19
Canopy controls 37 Drop tanks jettisoning 11
Canopy jettisoning 38, 39 Drop tanK transfer 11, III
138 Revised 1 October 1961
NAVWEPS OI-40AVA-l Index

Ejection 76
Bier/ion Procedure 75
Ejection SCoft 44, 4'5
Ejection seat 39
Automatic barometric: parachute actuator 40
Canopy harness release handle 42
Ejection sequence 43
Face curtain 4'2
Incegrated tOrSO harness suit 40
Parachute release ring 43
Rocker catapult ground level escape system 43
Shoulder harness ronteol 42
Zero delay aircrafHowactuator lanyard system 42. 76
Electrical fire 69
Electrical power $llpply system 24
A-e power distribution 25
Emergency a-e power 25
D-c power distribution 25
Armament bus 25
Armament safety disabling switch 25
D-e bus 2:5
2$-volt doc primary bus 25
Emergency generator 24
Emergcm;y generator release handle 20lA
Fuse panels 25
Main generator 24
External power switch 24
Generator field flash switch 24A
Emergency generator h>'.pass switch 24A
Electrical System 20, 21, 22, 23
Electrical system failure 81
Main generator 81
Transformer-rectifier 81
Electrnnir Equipment 90
Elevator 32
Elevator control 32
Emergency ac power 25
Emergency bomb release handle 108
Emergency entrance 72
Early airplanes 72
Later airplanes 72
Emergency equipment, 37
Fire detection !,),stem 37
Emergency exit 70
Emergency generator 20
Emergency generator by-pass switch 24A
Emergency generator release handle 20
Emergency landing (except ditching) 70
Emergency exit 70
Landing with thronle linkage broken 70
Airfield 70
Carrier 72
Emergency landing gear system 35
Emergency operation air refueling u4
Emergency oxygen 5upply 103
Emergency release selector switch 108
Emergency speedbrake control 35
Enclosure thermal radiation 116
Engine 1
Engine controls 3
Air start ignition 10
Engine control paneJ 3
Engine performance indicafor 3
Ignition to
Start abort $'Witch 10
Starter 10
Throttle .3
Engine fuel control system 1, 121
Flow dividers .3
Fuel (ontrol switch 3
Fuel control unit 1.80
Fuel primers ,;
Fuel pump 1, 80
Manual fuel COntrOl system 2, 15. 121
In-flight swirch-over 121
Manual fuel control system operation 2. 57 121
Ground check 57, 121
Manual fuel warning lights 3
Manual fueJ valve control 15
Prirnaty fuel control 1
Engine-driven fuel pump failure 80
Engine hilure 63
Air start 10, 64
Procedure on encountering engine failure 63
Engine fuel control failure 63
Flame-out 63
Engine failure under specific conditions 65
After take-off 65
During catapulting 65
During flight 66
Maximum glide 66
During rake-off 6S
Aborting take-off 65
Engine fire 69
In the air 69
On the ground 69
Engine flame-out landings 66
Entry 6S
Final approach 6S
Initial point 68
Simulated 68
90 degree point 68
180 degree point 68
Engine fuel control failure 63
Engine ground operation 53
Engine oil pressure (see Engine performance indicator) 3
Engine performance indicator (E,PJ,) 3
Indication 10
Interpretation 3, 10
Engine speed (see Engine performance indicator) 3
Engine start abort switch 10
Engine starter 10
Engine. starting 52
Air starts 10, 64
Normal starts 52
Engine, stopping 62
Engine vibration 63
Entrance, emergency 72
Exhaust temperature (see E.P.I.) 3
Exterior canopy jettisoning 38, 39. 72
Exterior inspection 4.8
Exterior Inspection 47
Exterior lights 97
Approach light operation 98
Exterior lights control 98
Exterior lights control panel 98
Master exterior lights switch 98
Operation of the exterior lights 98
Tail hook by-pass switch 98
External power switch 20
External stores limits II, 58
F
Face enrrain 42
False start 53
Fire 69
Elecrrical fire 69
Engine fire 69
In the air 69
On the ground 69
Fuselage fire 69
Wing fire 69
Fire detection system 38
Firing guns 108
Firing rockets 108
139
Index NAVWEPS 01-40AVA-1
Flame-out 63, 66
Flame-out Lmtding Pattern Diagram 67
Flap. 34. 54
Flate dispenser 110
Flight characteristics (refer to section V1) 119
Spin. 120
Spin recovery 120
Stalls 119
Acceler;a.ted staUs 120
Flight control system 31
Flight control power systems 31. 121
Single hydraulic system 31, 122
Tandem hydraulic system 32, 122
Aileron control 32
AHemn trim system 32, 122
Elevator control 32
Horizontal stabilizer 33
Hydraulk power disconnect 122
Hydraulic power disconnect with assymetric loading 123
Manual override control 33
Power boose release 33
Rudder control 33
Trim po.sition indicator 33
Flight oontwl systems failure 66. 82
FEight in turbulence and thunderstorms l32
Flight restrictions 47
In the storm 133
Preparation approaching the storm 132
Preparation before takc..off 132
Flow dividers 3
Fog (anti-fogging) compound 132
Fog (cockpit) and snow suppression 88. 131
Fllel/Attitude Cali/mztir;n Chart 18
Fuel boost pressure indicator 3, 15, 80
Fuel boo.. pump 15,80
Fuei boost pump 15,80
Fuel control failure 80
Fuel control switch 3
Fuel control $ystem 121
Fuel control unit 1,80
Fuel control unic failure 63, 80
Fuel flowmeter 19
Fuel primers 3
Fuel pump 1,80
Fuel Quantity Data 14
Fuel quantity indicilting system 15
Fuel System 16, 17
Fuel system 11
Air refueling (receiver system) 115
Norm!1l operation 115
Pilot technique 115
Refueling store lights 110E
Emergency operation 114
Drogue and coupling lost and/or hose severed 114
Electrical failure 115
Fuel dump 114
Store hydraulic system failure 114
Normal operation (tanker) III
After take-off 111
Drogue extension 111
Drogue retract 111
Drop tank transfer in air refueling HI
Receiver hook.up and fueling 111
Before landing 114
Before take-off III
Drogue retraction 114
Dumping fuel 114
Jettisoning .refueling store 114
Transfer from SlOfe to wing 114
Refueling control console panel 110E
Engine fuel comrol system 1, 121
Flow dividers 3
Fuel control switch 57
Fuel control unit I, 80
Fuel primers 3
Fuel pump 80
Fuel boost pump 15
Fuel boost pressure indicatOr 15
Fuel quantity indicating system 15
FueJ flowmeter 19
Fuel quantity indicato1'8 15
Test switch 15
Fuel $Y$fem failure 80
Drop tank fuel transfer 80
Engine driven fuel pump 1, 80
Fuel boon pump 15, 80
Fuel control unit 1.80
T.ransfer pump 80
Fuel tanks 11
Drop tanks 11
Internal tanks 11
Fuel transfer 11
Drop tank transfer 14, III
Wing tank transfer 11
;
Manual fuel control system 2, is. 57, 121
In-flight switch-over 63. 121
Manual fuel control system operation 2, 15, 63,121
Ground check 57. 121
Manual fuel warning lights 3
Manual fuel override control 33
Manual fuel valve control 15
Pressure fueling and defueHng system 19
De-fueling 19
Fueling 19
PreJiSul'e fueling switch panel 24
Primary fuel control system 1
Function selector switch (armament) 103
Fuselage fire 69
Fuse panels 25
G
Generai Arr.mgemen, 2
Generator, emergency 20
Generator field flash switch 20
Generator, main 20
Ground-controlled approach 130
Typl,al GeA Approa,h 130
Ground level escilpe system-rocket catapult 43
Ground operation (engine) 53
Ground tests 54
Gunnery equipment 106
Firing guns 108
Gun charging switch 107
firing switch 107
Gunsigbt 106
Gunsight elevati.on control 106
Gunsight switch 106
Gum;ght and Arflltlment Panel 104. 105
Gyro attitude indicator 37
Gyrosyn (C2) compass system 93
Gyrosyn (C-8) compass system 94
H
Harness release handle 42
Horizontal stabHirer 33
Trim runaway 83
Hot start 53
Hot weather and desert operation 135
Hydraulic power disconnect 32, 82, 122, 123
(See alsQ supplement NAVWEPS 01-40AVA-IA)
Hydraulic power disconnect with asymetric loadings 123
Hydraulic power supply sys(em 25. 31, 121
Single hydra.ulic system 31, 122
Tandem hydraulic system 32. 122
L
Hydraltli. System 26, 27. 28, 29, 30
Hydraulk system failure 66, 82
Ice, snow and rain 130
ARN coune indicator 92
range indicator 92A
IFF control panel 92
Ignition 10
In-flight acceleration check 60
Inspection, exterior 48
Jnspection. jnterlor 49, 127
Inspenion, interior (night flights) '50, 127
Instrument flight procedures 127
Climb 128
Ground controlled approaches 130
Jet penetrations 128
Landing check 128
Prior to take-off 127
T ak.-off J28
Instruments 36
Airspeed indicator 36
Altimeter 36
Attitude gyro indicator 36A
Vertical gyro attiude indicator 37
/nJegTaled Jor:ro harne:r:r :rNit 41
Integrated torso harness suit 40
Interior canopy jettisoning 38
Interior inspection 49
Interior lights 97
Imerior lights control 97
Intemal tanks 11
J
Jato (assist take-off system) 10
Assisted take-off 60
Assist take-off unic failure 69
Jato controls lOA
Jato indicator lights lOA
Jet penetrations 128
Sugge:rted let Penetratton 129
Jettlsoning air refueling store 114
Jettisoning ro(.iI;ets 108
LABS (refer to low altitude bombing system)
Landing 6L
Airfield 61
Carrier 61
61
Engine flame-out 66
Minimum run 61
Simulated flame out 68
LmdJ1lg tmd. wave-off diagram S9
Landing emergencies (except ditching) 70
Emergency exit 70
Landing with throttle linkage broken 70
Airfield 70
Carrier 72
Landing f!ear system 35
Landing gear contro1 3'5
Emergency landing gear system 35, 82
Wheel and flaps position indicator 35
Landing gear system failure A3
Landing with no power 66
Lighting equipment 97
Angle of attack-approach light systems 98, 99
Exterior lights 97
Anti-colHsion beacons 97
Approach light operation 98
Revi...d I January 1962
NAVWEPS Ol-40AVA-l Index
Exterior lighu rontrols 98
Exterior lights rontrol panel 98
Master exteriot Iighu switch 97
Operation of the exterior lights 98
Tail-book by-pass switch 98
Interiot lights 97
Interior lights control 97
Loft 'bombing (refer to Jow altitude bombing system.)
Low altitude bombing sy:rtem 110A
Low altitude bombing system 110
ACS AERO 18B controls 1I0B
ACS AERO 18B operation 1I0B
Angle selectut switches 110B
Aural tone I10B
Caging procedures 110D
Catapulting and arrested landing procedures 1100
Half cuban eigbt maneuver 110
High angle loft 110
Labs gyro controls 110B
Labs indicator 110B
Labs power rontrols 110B
Labs timer control 110S
Labs timer light 110B
Lahs uncaging procedure 110e
Low angle loft 110
Medium angle loft 110
Procedure for instantaneous release 110D
Procedure for loft release 110C
Procedure for dmed O/S release 110D
Stations selec(or switches HOB
Wing-over loft maneuver 110
M
Main differences 1
Main generator 20
Manual fuel rontrol check 57
Manual fuel control sy.;tem 2! 15, 121
switch-over 121
Manual fuel control system operation 2, 1'5, 57, 121
Ground cbed '57, 121
Manual fuel waming lights 3
Manual fuel valve control 15
Map ("liSe 116
Marker beacon equipment 93
A."'/ARN-J2 93
Marker bearon control panel 93
Master armament switch 103
Maximum gHde 66
Maximltm GUde 64
Mines 110
Minimum .run, landing, 61
Minimum run. take-off '58
Mirrors, rear view 116
Miscellaneous equipment 116
Anti-blackout system 116
Barricade strap detent 116
Pilots relief romainer 116
Rear view mirrors 116
Spare Jamps receptacle 116
Model A4D2 Airplalle iv
Mooring 62
Mooring 62
Multiple bomb rack 109
Bomb release 109
Dual 109
Emergency nO
SingJe 109
Train 109
Inflight procedure 109
Preflight check 109
141
Index
N
Navigation equipment 93
e.g rontpau system 94
Compass controller 94
Fne gyro operation 95
Slaved operation 94
Navigational computer set 95
Navigational computer set controls 95
Function switch 95
Latitude and longitude input 95
Variation input 96
Wind input 95
Operational procedll.rc 96
After take..,!! 96
Flights greater than 1000 miles 97
Flights using dog.legs 97
Inflight 96
Pre flight 96
S-2 compass system 93
Compass (ootroller 93
Operation of the S-2 compass system 94
Standb compass 97
" NAVPAC93
No.. gl.... (de.fogging) 89
Night flights, interior inspection 51, 127
Night flying 127
Normal procedures (section II) 41
o
Oil prcssote gage 3, 10, 81
Oil pressure indicator (E.P,I.) 3, 10,81
o.n system lOA, 81
Omni-range radio 93
Dmm-range radio control panel 93
Operacion of the radio 93
On entering the airplane 49
Interior inspection 49, 127
Interior inspection (night Hights) 127
Operating limitations (section V) 1L 7
Oxygen Dura/ion 102
Oxygen system 101
Controls and equipment 101
Emergency oxygen supply 103
Normal operation 101
Alter flight 103
Before flight 101
During flight 102
Oxygen duration 101
Oxygen supply system 101
p
Parachute actuator (automatic barometric) 40
Parachure harnen (integrated torso suit) 40
Pilot's rellef (."'Gnwner 116
Pitot heat 91
Power boost release 33) 122, 123
Practice bomb container Aero 5A 110
airplane '4
Pre-flight engine check 55
Pressure fueling and defueHng 19
Pressurization 85
Pre-traffic pattern check list GOA
Primary fuel control check 55
Primary fuel control system 1
Procedure on encountering engine failure 63
R
Radar identifkation equipment 92
A:'l/APA-89 roder (SIF) 93
NAVWEPS 01-40AVA-l
ANIAPX6B trso,ponder (IFF) 92
IFF control panel 9:2
Operation of the ANIAPX6B 92
SIF control panel 92
Radio. UHF. voice 91
Radio. omni.range 93
Rain, ice and snow 130
Rain repeHant 131
Rear view mirror 1J6
Receiver iUr refueling 115
Releasing bombs 108, 109
Jettison 108. 110
Salvo release 108
Single release 109
Relief container 116
Rocket catapult ground level escape system 43
Ejection sequence 43
Rodet Eiecthm Seat 44, 45
Rocket equipment 108
Firing rockets lOS
Jettisoning rockets lOS
RPM iodic.to, (E.P.!.) 3
Rudder 31, 33
Rudder control 33
Rudder ttim switch 33
Trim 83
S
.2 compass system 93
Compass cOntrolIt-r 93
Operation 94
Seat control 42
SerfJicing Di4gram 46
Shoulder harness cOntrOl 42
SIF. control panel 92A
Simulated flameout landings 68
Single hydraulic power system 122
Slats 34
Slow start 53
Smoke elimination 70
Snow (cockpit) suppression 88, 131
Snow. ice and riUo 130
Spare lamps receptacle 116
Speed brakes 34
Emergency speed brake romrol 35
Speedbrake.elcvator interconnect 35
Speedbrake swi(m 34
Spins 119
Spin recovery 119
Spray tank 110
Staiting Speeds 120
StaIb 119
Accelerated stalls 119
Standby compass 97
Starter 10
Start-abort swiu:h 10
Starting the engine 52
Abnormal starts 53
Chugs and stalls 53
Gear engine procedUt.! 53
FaIse start 5.1
Hot start 53
Slow start 53
Air starts 64
Normal starts 52
Stations selector switches 103
Stopping the engine 62
SuggesJed iel penetratio,., 129
Systems fail Ore (airplane) 80
Systems operation 60
Systems operadon (section VII) 121
Revi.ed 1 October 196 I
142
T
Table 0/ Electronic EquJpmetJI 90
Tacan 92A
Tail hook by-pass switch 98
Take..,f! 57
Airfield 58
Carrier 58
Minimum run 58
Tandem hydraulic power system 32. 122
Tanker air refueling llOE
l'anJeer Operation-A" Refueling 112, L 13
Taxiing instructions 54, 134
Temperature indicator (E.P.I.) 3
1crrain lOt' S_fe Ejection 78, 79
Test switch 15
'The airplane 1
Dimensions 1
Main differences t
Thermal radiation enclosure 116
Emergency operation 11M
Operation 116
Preflight che,kout 116A
ThrOttle 3
Throttle linkage failure 64, 70
Thunderstorms, flight in 133
Tie down (mooring) 62
Traffic pattern check list 60
Transformer rectifier 81
Trim malfunction 83
Aileron trim 83
Horizontal stabilizer trim runaway 83
Rudder trim 83
Trim position indicator 33
Trim run-away 83
NAVWEPS OI-40AVA-l Index
Trim switch 32. 33
Turbulence, flight in 132
u
UHF radio 91
Operation of the UHF radio 92
UHF radio control panel 91
Underwater canopy-jettison relief valve 39 .76
Underwater escape 73
Underwater escape procedure 76
v
Vertical gyro attitude indicator 37
VOR93
Vortex generators 35
W
Wave-off 62
Weight and balance 47
Wheels and flaps position indicator 35
Wing fire 69
Wing flap. 34, 58
Wing flaps control 34
Wing flaps position 34
Wing slats 34; 58
Wing slats inspection 34
Wing tank transfer 11
z
Zero delay aircraft-to-actuator lanyard system 42, 76
Revised 1 JClnuClry 1962 143

Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)

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Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)

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NAVWEPS 01-40AVA-t

parachute but should only be used wben below 10,000

the first portion of travel jettisons the canopy and the

ai. IFF MASTER switch . "OFF"

first one-thi rd of runway. 160 KIAS should be main

SURVIVAL EQUIPMENT FOR NAVAL

the cockpit on the left side of the fuselage. The sensing

Das könnte Ihnen auch gefallen

Flight Handbook Navy A4D-1 &amp; A4D-2 Aircraft (1962)

Hochgeladen von

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Originalbeschreibung:

Copyright

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Verfügbare Formate

Flight Handbook Navy A4D-1 &amp; A4D-2 Aircraft (1962)

Hochgeladen von

Copyright:

Verfügbare Formate

NAVWEPS 01-40AVA-t

parachute but should only be used wben below 10,000

the first portion of travel jettisons the canopy and the

ai. IFF MASTER switch . "OFF"

first one-thi rd of runway. 160 KIAS should be main

SURVIVAL EQUIPMENT FOR NAVAL

the cockpit on the left side of the fuselage. The sensing

Das könnte Ihnen auch gefallen

Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)

Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)