TECHNICAL MANUAL T.O.

1T-KT1B-1
REV. A

FLIGHT MANUAL
KT-1B AIRCRAFT

30 APRIL 2007
CHANGE 1 30 JUNE 2012
T.O. 1T-KT1B-1

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

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

Dates of issue for original and changed pages are :

Original .................................................................... 0 .................................................................... 30 Apr 2007
Change ..................................................................... 1 ..................................................................... 30 Jun 2012

T O T A L N U M B E R O F P A G E S I N T H I S P U BL I C A T I O N I S 3 3 8 C O N S I S T I N G O F T H E F O L L O W I N G :

Page *Change Page *Change Page *Change

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

Title .................................. 1 1-15 .................................. 1 1-43 .................................. 0

A ....................................... 1 1-16 .................................. 1 1-44 .................................. 0
B ........................................ 1 1-17 .................................. 1 1-45 .................................. 0
C ........................................ 1 1-18 .................................. 1 1-46 .................................. 0
D ........................................ 0 1-19 .................................. 0 1-47 .................................. 0
E Blank ........................... 0 1-20 .................................. 0 1-48 .................................. 0
i .......................................... 0 1-21 .................................. 0 1-49 .................................. 0
ii Blank ............................ 0 1-22 .................................. 0 1-50 .................................. 0
iii ........................................ 1 1-23 .................................. 0 1-51 .................................. 0
iv ....................................... 0 1-24 .................................. 0 1-52 .................................. 0
v ........................................ 1 1-25 .................................. 0 1-53 .................................. 1
vi Blank .......................... 0 1-26 .................................. 0 1-54 .................................. 0
vii ...................................... 0 1-27 .................................. 0 1-55 .................................. 0
viii Blank ........................ 0 1-28 .................................. 0 1-56 .................................. 0
1-1 .................................... 1 1-29 .................................. 0 1-57 .................................. 0
1-2 .................................... 1 1-30 .................................. 0 1-58 .................................. 0
1-3 .................................... 0 1-31 .................................. 0 1-59 .................................. 0
1-4 .................................... 1 1-32 .................................. 0 1-60 .................................. 0
1-5 .................................... 0 1-33 .................................. 0 1-61 .................................. 0
1-6 .................................... 0 1-34 .................................. 1 1-62 .................................. 1
1-7 .................................... 0 1-35 .................................. 1 1-63 .................................. 1
1-8 Blank ....................... 0 1-36 .................................. 0 1-64 .................................. 0
1-9 .................................... 0 1-37 .................................. 0 1-65 .................................. 0
1-10 Blank ..................... 0 1-38 .................................. 0 1-66 .................................. 0
1-11 .................................. 1 1-39 .................................. 0 1-67 .................................. 0
1-12 .................................. 1 1-40 .................................. 0 1-68 .................................. 0
1-13 .................................. 1 1-41 .................................. 0 1-69 .................................. 0
1-14 .................................. 1 1-42 .................................. 1 1-70 .................................. 0

*Zero in this column indicates an original page.

A Change 1
 T.O. 1T-KT1B-1

LIST OF EFFECTIVE PAGES(Cont)

Page *Change Page *Change Page *Change

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

1-71 .................................. 1 1-108 ................................ 0 1-151 ................................ 0

1-72 ..................................
1-73 ..................................
1-74 ..................................
1-75 ..................................
1-76 ..................................
1-77 ..................................
1-78 ..................................
1-79 ..................................
1-80 ..................................
1-81 ..................................
1-82 ..................................
1-83 ..................................
1-84 ..................................
1-85 ..................................
1-86 ..................................
1-87 ..................................
1-88 ..................................
1-89 ..................................
1-89.1 Added .................
1-89.2 Added .................
1-89.3 Added .................
1-89.4 Blank ..................
1-90 ..................................
1-91 ..................................
1-92 ..................................
1-93 ..................................
1-94 ..................................
1-95 ..................................
1-96 ..................................
1-97 ..................................
1-98 ..................................
1-99 ..................................
1-100 ................................
1-101 ................................
1-102 ................................
1-103 ................................
1-104 ................................
1-105 ................................
1-106 ................................
1-106.1 Added ..............
1-106.2 Added ..............
1-107 ................................
0 1-109 ................................ 1 1-152 ................................ 0
0 1-110 ................................ 1 1-153 ................................ 0
0 1-111 ................................ 0 1-154 ................................ 0
1 1-112 ................................ 0 1-155 ................................ 0
0 1-113 ................................ 0 1-156 ................................ 0
0 1-114 ................................ 0 1-157 ................................ 0
0 1-115 ................................ 0 1-158 ................................ 0
0 1-116 ................................ 1 1-159 ................................ 0
0 1-117 ................................ 0 1-160 ................................ 0
0 1-118 ................................ 0 1-161 ................................ 0
0 1-119 ................................ 1 1-162 ................................ 0
0 1-120 ................................ 0 1-163 ................................ 0
0 1-121 ................................ 0 1-164 ................................ 0
1 1-122 ................................ 0 1-165 ................................ 0
0 1-123 ................................ 0 1-166 ................................ 0
1 1-124 ................................ 0 1-167 ................................ 0
1 1-125 ................................ 0 1-168 ................................ 0
0 1-126 ................................ 0 1-169 ................................ 0
1 1-127 ................................ 0 1-170 ................................ 0
1 1-128 ................................ 0 1-171 ................................ 1
1 1-129 ................................ 0 1-172 ................................ 0
1 1-130 ................................ 0 1-173 ................................ 0
0 1-131 ................................ 0 1-174 ................................ 1
0 1-132 ................................ 0 1-175 ................................ 0
0 1-133 ................................ 1 1-176 ................................ 0
0 1-134 ................................ 1 1-177 ................................ 1
0 1-135 ................................ 1 1-178 ................................ 0
0 1-136 ................................ 0 1-179 ................................ 0
0 1-137 ................................ 0 1-180 ................................ 0
0 1-138 ................................ 0 1-181 ................................ 0
0 1-139 ................................ 0 1-182 ................................ 0
0 1-140 ................................ 0 1-183 ................................ 0
0 1-141 ................................ 0 1-184 Blank ................... 0
0 1-142 ................................ 0 2-1 .................................... 1
0 1-143 ................................ 0 2-2 .................................... 0
0 1-144 ................................ 0 2-3 .................................... 0
1 1-145 ................................ 0 2-4 .................................... 0
0 1-146 ................................ 0 2-5 .................................... 0
1 1-147 ................................ 0 2-6 .................................... 1
1 1-148 ................................ 1 2-7 .................................... 0
1 1-149 ................................ 0 2-8 .................................... 1
0 1-150 ................................ 0 2-9 .................................... 0

*Zero in this column indicates an original page.

Change 1 B
T.O. 1T-KT1B-1
LIST OF EFFECTIVE PAGES(Cont)
Page *Change
No. No.
2-10 .................................. 1
2-11 .................................. 1
2-12 .................................. 1
2-13 .................................. 0
2-14 .................................. 0
2-15 .................................. 0
2-16 .................................. 0
2-17 .................................. 0
2-18 .................................. 1
2-19 .................................. 0
2-20 Blank ..................... 0
3-1 .................................... 0
3-2 .................................... 0
3-3 .................................... 0
3-4 .................................... 0
3-5 .................................... 0
3-6 .................................... 0
3-7 ......................................0
3-8 .................................... 0
3-9 .................................... 0
3-10 .................................. 1
3-11 .................................. 1
3-12 .................................. 1
3-13 .................................. 0
3-14 .................................. 1
3-15 .................................. 1
3-16 .................................. 1
3-17 .................................. 1
3-18 .................................. 0
3-19 .................................. 1
3-20 .................................. 1
3-21 .................................. 1
3-22 .................................. 1
3-23 .................................. 0
3-24 .................................. 0
3-25 .................................. 0
3-26 .................................. 0
3-27 .................................. 0
3-28 .................................. 0
3-29 .................................. 0
3-30 .................................. 0
4-1 .................................... 0
4-2 Blank ....................... 0
*Zero in this column indicates an original page.
C Change 1
Page *Change Page *Change
No. No. No. No.
5-1 .................................... 0 A2-2 ................................. 0
5-2 .................................... 0 A2-3 ................................. 0
5-3 .................................... 1 A2-4 ................................. 0
5-4 .................................... 0 A2-5 ................................. 0
5-5 .................................... 0 A2-6 ................................. 0
5-6 .................................... 0 A2-7 ................................. 0
5-7 .................................... 1 A2-8 Blank .................... 0
5-8 .................................... 0 A3-1 ................................. 0
5-9 .................................... 0 A3-2 ................................. 0
5-10 .................................. 0 A3-3 ................................. 0
6-1 .................................... 1 A3-4 ................................. 0
6-2 .................................... 1 A4-1 ................................. 0
6-3 .................................... 1 A4-2 ................................. 0
6-4 .................................... 0 A4-3 ................................. 0
6-5 .................................... 1 A4-4 Blank .................... 0
6-6 .................................... 1 A5-1 ................................. 0
6-7 .................................... 1 A5-2 ................................. 0
6-8 .................................... 1 A6-1 ................................. 0
6-9 .................................... 1 A6-2 ................................. 0
6-10 .................................. 0 A6-3 ................................. 0
7-1 .................................... 0 A6-4 Blank .................... 0
7-2 .................................... 0 A7-1 ................................. 0
7-3 .................................... 0 A7-2 ................................. 0
7-4 .................................... 0 A7-3 ................................. 0
7-5 .................................... 0 A7-4 ................................. 0
7-6 .................................... 0 A7-5 ................................. 0
7-7 .................................... 0 A7-6 Blank .................... 0
7-8 Blank ....................... 0 A8-1 ................................. 0
A-1 ................................... 0 A8-2 ................................. 0
A-2 Blank ...................... 0 A8-3 ................................. 0
A1-1 ................................. 0 A8-4 ................................. 0
A1-2 ................................. 0 A8-5 ................................. 0
A1-3 ................................. 0 A8-6 Blank .................... 0
A1-4 ................................. 0 Glossary 1 ....................... 0
A1-5 ................................. 0 Glossary 2 ....................... 0
A1-6 ................................. 0 Glossary 3 ....................... 0
A1-7 ................................. 0 Glossary 4 ....................... 0
A1-8 ................................. 0 Index 1 ............................ 0
A1-9 ................................. 0 Index 2 Blank ............... 0
A1-10 ............................... 0
A1-11 ............................... 0
A1-12 ............................... 0
A2-1 ................................. 0
 T.O. 1T-KT1B-1

FLIGHT MANUAL STATUS PAGE

The page is published with each formal safety and operational supplement for Flight Manual Program
publications. It contains a listing of the affected Flight Manual and its related supplements and checklist,
current on the date of this publication. Changes or revisions in production are shown in paretheses.

FLIGHT MANUAL BASIC DATE CHANGE NO CHANGE DATE

T.O. 1T-KT1B-1 30. April. 2007

CREW CHECKLIST BASIC DATE CHANGE NO CHANGE DATE

T.O. 1T-KT1B-1CL-1 30. April. 2007

SAFETY AND OPERATIONAL DATE SHORT TITLE

D
T.O. 1T-KT1B-1

This page intentionally left blank.

E
 T.O. 1T-KT1B-1

TABLE OF CONTENTS

PAGE

SECTION DESCRIPTION AND OPERATION 1-1

SECTION NORMAL PROCEDURES 2-1

SECTION EMERGENCY PROCEDURES 3-1

SECTION CREW DUTIES (NOT APPLICABLE) 4-1

SECTION OPERATING LIMITATIONS 5-1

SECTION FLIGHT CHARACTERISTICS 6-1

SECTION ADVERSE WEATHER OPERATION 7-1

APPENDIX PERFORMANCE CHART A1-1

GLOSSARY ABBREVIATIONS Glossary 1

INDEX NOT APPLICABLE Index 1

i
T.O. 1T-KT1B-1

This page intentionally left blank.

ii

INTRODUCTION
SCOPE
This manual contains information necessary for a
safe and efficient operation of the aircraft. These
instructions provide a general knowledge of the
aircraft and its characteristics and specific normal
and emergency operating procedures. Basic flight
principles are omitted, for pilots are considered
having fundamental flight experiences, and this
manual only describes the most desirable operation
of the aircraft under normal conditions (airbase,
weather, pilot, etc.). Therefore, modification of the
procedures may be required in case of multiple
emergencies or adverse weather.
PERMISSIBLE OPERATIONS
Unusual operations or configurations not specified in
this manual are prohibited. Clearance must be
obtained prior to operations or configurations
especially not permitted in this manual.
LATEST DATA CHECK
Refer to 1T-KT1B-01 for the latest data of all
current flight manual, safety supplements,
operational supplements, and checklist. This manual
must be revised based on these latest supplements
and original pages of the latest supplements must
be inserted and maintained in the front part of this
manual.
T.O. 1T-KT1B-1
ARRANGEMENT
The manual is divided into seven sections and one
supplemental appendix.
SAFETY SUPPLEMENTS
Information involving safety is promptly forwarded in
a safety supplement. Urgent information is published
in interim safety supplements and transmitted by
electric message. Formal supplements are mailed. The
supplement title block and status page (published
with formal supplements only) should be checked to
determine the effect of the supplement on this
manual and other outstanding supplements.
OPERATIONAL SUPPLEMENTS
Information involving changes to operating
procedures is forwarded by operational supplements.
The procedure for handling operational supplements
is the same as for safety supplements.
CHECKLIST
The checklist contains only brief procedures without
detailed descriptions. If contents in the safety and
operational supplements affect this checklist, these
contents must be inserted into the checklist and
kept being revised, as revised contents in the
checklist will be attached to the supplements.
Change 1 iii
T.O. 1T-KT1B-1
CHECKLIST
The checklist contains only brief procedures without
detailed descriptions. If contents in the safety and
operational supplements affect this checklist, these
contents must be inserted into the checklist and
kept being revised, as revised contents in the
checklist will be attached to the supplements.
HOW TO GET INDIVIDUALLY
ASSIGNED COPIES
Each flight crew member is entitled to receive
individually assigned copies of the flight manual,
safety supplements, operational supplements, and
checklists. The required quantities should be ordered
before you need them to assure prompt receipt.
Check with your publication distribution officer-it is
his job to fulfill your TO requests.
FLIGHT MANUAL BINDERS
Loose leaf binders and sectionalized tabs are
available for use with your manual and checklist.
CHANGE SYMBOL
The change symbol, as illustrated by the black line
in the margin of this paragraph, indicates changes
made to the current issue.
WARNINGS, CAUTIONS AND NOTES
The following definitions apply to Warnings,
Cautions and Notes found throughout the manual.
An operating procedure, technique,
practice, etc., which could result in
personnel injury or loss of life if not
carefully observed.
iv
An operating procedure, technique,
practice, etc., which could result in
damage to equipment if not carefully
observed.
NOTE
An operating procedure, technique, etc.,
which calls for essential emphasis.
PILOT
S RESPONSBILITY - TO LET
US KNOW
Every effort is made to keep the Flight Manual
current. Review conferences with operating
personnel and a constant review of accident and
flight test reports assure inclusion of the latest data
in the manual. Comments, corrections, and questions
regarding this manual or any phase of the flight
program are welcomed. Recommendations concerned
with changes to this technical manual shall be
submitted in accordance with the Technical
Publication Deficiency Report Form.
AIRCRAFT EFFECTIVITY SYMBOLS
Aircraft Effectivity Symbol (AES) is used to
identify procedures or information required by
Engineering Change Agreement (ECA). AES is
represented by an alphabetic code which is followed
by procedures or information applied by ECA in
this manual.
The following chart sets forth AES that are
applicable to the system in this manual.
AES Description
A INAF S/N 001 - 007
B INAF S/N 008 - SUBQ
C Applied to INAF S/N 001 thru 007 that
service letters have been applied to, and
INAF S/N 008 thru subsequent.
 T.O. 1T-KT1B-1

TIME COMPLIANCE TECHNICAL ORDER

Time compliance Technical Order (TCTO)
technical orders affected by the modification
maintenance of the modified aircraft by the
modification shall be remained in the manual
TCTO is completed.
provides instructions for modifying aircraft in service. The
shall include all information necessary for operation and
TCTO. The information applied to the aircraft prior to
until modification of all applicable aircrafts by the revised

To determine whether the completed TCTO revisions are provided in the manual, refer to the list supplied
with manual. This list shows the latest date in which the manual has been changed or revised. Thus, this
list providing removal of the completed TCTO and insertion of a new TCTO shall be always checked
whenever receiving changed pages or revisions of the manual.

RECORD OF TCTO
The record of applicable TCTOs is a list of all TCTOs that change the technical content (the text or illustrations)
of this manual. Only the TCTOs in use are recorded in the list. TCTO is removed from the list when :
- The configuration to which the TCTO applies has been taken out of the manual.
- The TCTO is cancelled
- A new TCTO is issued to replace the existing one.

Record of Applicable Time Compliance Technical Order

TCTO No. TITLE TCTO Date

None

Change 1 v
T.O. 1T-KT1B-1

This page intentionally left blank.

vi
 T.O. 1T-KT1B-1

KT-1B
AIRCRAFT

vii
T.O. 1T-KT1B-1

This page intentionally left blank.

viii
 T.O. 1T-KT1B-1

DESCRIPTION AND
SECTION
OPERATION

TABLE OF CONTENTS
PAGE PAGE

AIRCRAFT GENERAL DESCRIPTION ............. 1-4 Fuel Indicating System ........................................... 1-53
General .............................................................................. 1-4
Specification .................................................................... 1-6 ELECTRICAL SYSTEM ........................................... 1-58
Weight .............................................................................. 1-6 General ............................................................................ 1-58
Power Supply .............................................................. 1-58
ENGINE ............................................................................. 1-20 Electrical Power Distribution ................................ 1-59
General ............................................................................ 1-20 Power Supply Operation ......................................... 1-59
Aircraft Air Intake ................................................... 1-23
Power Control Lever ................................................ 1-25 HYDRAULIC SYSTEM ............................................. 1-65
Emergency Power Control System .................... 1-27 General ............................................................................ 1-65
Engine Oil System .................................................... 1-28 Hydraulic Supply ........................................................ 1-66
Engine Fuel Control System ................................ 1-30 Hydraulic System Display and Warning ......... 1-68
Engine Starting System ......................................... 1-33 Emergency Hydraulic System .............................. 1-68
Electronic Limiter System (ELS) ..................... 1-33
Propeller System ........................................................ 1-37 LANDING GEAR SYSTEM ................................... 1-70
Electronic Engine Indicator (EEI) ..................... 1-40 General ............................................................................ 1-70
Engine Operation ....................................................... 1-40 Main Landing Gear (MLG) ................................ 1-70
Nose Landing Gear (NLG) .................................. 1-70
ENGINE OVERHEAT AND FIRE Landing Gear Operation ......................................... 1-71
WARNING SYSTEM .................................................. 1-47 Landing Gear Up Prevention Mechanism ...... 1-72
General ............................................................................ 1-47 Emergency Operation Of Landing Gear ......... 1-72
Overheat and Fire Alert ........................................ 1-47
Emergency Shutoff Valve T-Handle ............... 1-47 NOSE WHEEL STEERING SYSTEM .............. 1-72

FUEL SYSTEM ............................................................ 1-47 WING FLAP SYSTEM ............................................. 1-77

General ............................................................................ 1-47 General ............................................................................ 1-77
Fuel Storage System ................................................ 1-47 Flap Operation ............................................................. 1-77
Fuel Distribution System ........................................ 1-50

Change 1 1-1
T.O. 1T-KT1B-1

PAGE PAGE

SPEED BRAKE ............................................................. 1-79 CANOPY ......................................................................... 1-112

General ............................................................................ 1-79 General .......................................................................... 1-112
Speed Brake Operation ............................................ 1-79 How To Open/Close Canopy .............................. 1-112
Miniature Detonating Cord
BRAKE SYSTEM ........................................................ 1-81 (MDC) System ......................................................... 1-113
General ............................................................................ 1-81
EJECTION SEAT ....................................................... 1-116
FLIGHT CONTROL SYSTEM .............................. 1-84 General .......................................................................... 1-116
General ............................................................................ 1-84 Safety Devices .......................................................... 1-116
Primary Control System ......................................... 1-84 Locations and Operations Of Controls ........... 1-116
Secondary Control System ..................................... 1-84
Control Stick ................................................................ 1-89 ENVIRONMENTAL CONTROL SYSTEM ... 1-128
General .......................................................................... 1-128
AUTOMATIC RUDDER TRIM ECS Operation .......................................................... 1-128
SYSTEM (ARTS) .................................................... 1-89.1 ECS Warning ............................................................ 1-129
ARTS Operation ..................................................... 1-89.1
ANTI-ICE AND DE-ICE SYSTEM .................. 1-133
PITOT-STATIC SYSTEM ....................................... 1-90 Anti-Ice System ....................................................... 1-133
General ............................................................................ 1-90 De-Ice System .......................................................... 1-134

FLIGHT INSTRUMENT ........................................... 1-92 COMMUNICATION, NAVIGATION AND

General ............................................................................ 1-92 IDENTIFICATION EQUIPMENTS .................... 1-136
Pitot-Static Instruments ......................................... 1-92 General .......................................................................... 1-136
Navigation Instruments ........................................... 1-94 Communication Control System ........................ 1-140
Other Flight Instruments ..................................... 1-101 Avionics Control Panel .......................................... 1-143
VHF Radio System ................................................ 1-145
ATTITUDE AND HEADING REFERENCE UHF Radio System ................................................ 1-148
SYSTEM ......................................................................... 1-104 VOR/ILS System .................................................... 1-150
General .......................................................................... 1-104 DME System ............................................................. 1-153
AHRS Operation ...................................................... 1-105 ADF System .............................................................. 1-154
Transponder System ............................................... 1-157
AIR DATA SYSTEM ........................................... 1-106.1 ELT System .............................................................. 1-159
Air Data Computer (ADC) ............................. 1-106.1
LIGHTING SYSTEM ................................................ 1-161
ANGLE OF ATTACK SYSTEM ...................... 1-107 General .......................................................................... 1-161
General .......................................................................... 1-107 Exterior Lighting System .................................... 1-161
AOA Transmitter .................................................... 1-107 Interior Lighting System ...................................... 1-163
AOA Indicator .......................................................... 1-107
AOA Indexer ............................................................. 1-107
Central Warning System ...................................... 1-107
Rudder Pedal Shaker ............................................. 1-107

1-2 Change 1
 T.O. 1T-KT1B-1

PAGE PAGE

OXYGEN SYSTEM ................................................... 1-169

General .......................................................................... 1-169
Oxygen Regulator .................................................... 1-170
Oxygen Pressure Indicator .................................. 1-170
Emergency Oxygen Cylinder ............................. 1-170

WARNING SYSTEM ............................................... 1-174

General .......................................................................... 1-174
Visual Warning System ....................................... 1-174
Aural Warning System ......................................... 1-174
Rudder Pedal Shaking System ......................... 1-175

MISCELLANEOUS EQUIPMENTS .................. 1-180

Cockpit Access .......................................................... 1-180
Hood ............................................................................... 1-180
Map Case .................................................................... 1-180
Baggage Bay ............................................................. 1-180
Static Discharger ...................................................... 1-180

1-3
T.O. 1T-KT1B-1
AIRCRAFT GENERAL
DESCRIPTION
GENERAL
The KT-1B aircraft of the front and rear tandem
two-seated type is modified from the KT-1 aircraft,
which is designed to be used as a basic trainer, is
developed and manufactured by Korea Aerospace
Industries, Ltd.
The aircraft can be operated with the envelope of -
3.5 +7.0 G of acceleration of gravity, its design
diving speed is 350 KIAS and its service ceiling is
35,000 feet.
The main wing is low wing type with dihedral
angle for flight stability improvement and designed
with integral structure for improving the fatigue life
of the structure.
The fuselage consists of the forward fuselage in
which the engine and the nose wheel are installed,
and the main fuselage in which equipment for pilots
and various systems are installed. The main fuselage
is equipped with the side-open type canopy and
ejection seats which can be ejected in emergency
conditions.
The aircraft thrust is generated by the drive of the
variable pitch constant speed propeller interconnected
to the turboprop engine of 950 HP. Fuel is stored in
the fuel tank in the main wing.
The acrobatic fuel tank is located in the lower-mid
fuselage for ensuring the proper fuel delivery in the
maneuvering and the inverted flight. The fuel flow
is controlled by the power control system, and in
emergency conditions, can be controlled by the
emergency power control system.
The hydraulic system consists of the main hydraulic
system for operating the landing gear, the nose
1-4 Change 1
wheel steering system, the speed brake and the flap,
and the independent hydraulic system for operating
the brake. It is also equipped with emergency
hydraulic system for operating the landing gear and
the flap in a failure of the main hydraulic system.
The landing gear system is a retractable tri-cycle
type and consists of the main landing gear installed
to the main wing and the nose landing gear to the
forward fuselage. The nose landing gear is equipped
with the steering system required for the direction
control and the main landing gear is equipped with
a brake for speed reduction in ground. The speed
brake is located in the lower of main fuselage for
speed reduction in flight, and the flaps, a split-type
high lift device which can be adjustable for take-off
and landing configuration, are located in inboard of
the aileron at the bottom of the main wing.
The flight control system consists of the primary
control system which is mechanically interconnected
(push-pull rod is used for an elevator and an aileron,
and cable for the rudder) and controls the tri-axial
control surface with control sticks and rudder pedals
in the front and rear cockpits, and the secondary
flight control system which is operated electrically
for controlling the triple trim.
The Automatic Rudder Trim System (ARTS)
compensates for the various undesired effects of the
turbo-prop engine such as; slipstream, P-factor,
torque and gyroscopic; due to the changes of
aircraft speed, engine power setting, and flap position
to reduce pilot work load.
The electrical system provides DC power, which is
supplied by a starter-generator installed on engine
and a battery installed in battery bay. The battery
provides the power to the essential and emergency
equipments for 30 minutes in case of generator
failure.

The communication system consists of UHF radio
as the main communication system, VHF radio as
the auxiliary communication system and CCS which
processes and controls all of the audio signals of
aircraft. VHF (VHF-22B) radio is used for air-to-
air, air-to-ground and ground-to-ground
communications. UHF (KTR-909B) radio has same
functions with VHF radio.
Navigation system consists of VOR/ILS, ADF,
DME, Radio Altimeter and AHRS, gyro sensor.
VOR/ILS (VER-32) is primary navigation system
which provides the pilots with bearing of the
aircraft and landing approach information from the
ground station. ADF (ADF 462) is secondary
navigation system which provides relative bearing
between the aircraft and the ground station to
pilots when selected. DME (DME-442) provides
distance information between the aircraft and the
ground station. The Radio Altimeter measures the
relative altitude from the ground by 2,500 feet and
provides the accurate altitude to the pilot via
front/rear cockpit indicator. AHRS provides EHSI
and EADI with triple gyro information for
navigation.
Identification system consists of transponder and
ELT system. The transponder system provides
aircraft identification (Mode A) and altitude
information (Mode C). ELT system transmits
distress signals automatically when aircraft is in
emergency situation,
The aircraft also is equipped with ECS system,
oxygen system, pitot static system, lighting system,
anti-icing system, de-icing system, warning system
and etc.
T.O. 1T-KT1B-1
ECS system provides cooling, heating, defrosting
and ventilating against sudden change of
environment (e.g. temperature, pressure, humidity)
caused inevitably as the aircraft flies in a high
altitude so that the pilot can perform the mission
effectively.
Oxygen system supplies oxygen required by the
pilots breathing so that the pilot can be provided
by the oxygen with higher pressure than the air
pressure outside the mask depending on the
altitude. For ejection or in the event of oxygen
system failure, the oxygen within the emergency
oxygen cylinder is used.
The pitot static system consists of a pitot tube and
two static ports, and provides pitot pressure and
static pressure required for measuring speed and
altitude.
The lighting system consists of an exterior lighting
system required to aircraft recognition and
identification, and take-off and landing, and interior
lighting system.
The anti-icing system is installed to prevent the
pitot static system and AOA vane from the icing
and the de-ice system also is installed to remove
the ice layer formed on the leading edge of
propeller blades.
The warning system consists of visual warning,
aural warning, and stall warning and pedal shaker.
1-5
T.O. 1T-KT1B-1

SPECIFICATION WEIGHT

Specification of the aircraft with normal tire
pressure and gear strut fully extended is as
follows:
Length ............................................... 33.7 ft (10.3 m)
Height .................................................. 12.0 ft (3.7 m)
Wing Span ....................................... 35.1 ft (10.7 m)
Dihedral ......................................................................... 6
Wing Incidence angle .............................................. 2
Wheel Base .......................................... 8.4 ft (2.6 m)
Wheel Thread ................................... 11.6 ft (3.5 m)
Min. Propeller Height ....................... 1.2 ft (0.4 m)
Refer to figure 2-6 for turning radius on the
ground.
Basic weight of aircraft, which is defined as the
weight including trapped fuel, fuel in the acrobatic
fuel tank, engine oil, vapor oxygen and the weight
empty, is approximately 4,310 pounds. The
maximum take-off weight means the weight added
two pilots (176 pounds applies to one pilot) and
internal fuel to the basic weight. The maximum
landing weight, as a maximum aircraft weight
which is able to land immediately after take-off, is
identical with the maximum takeoff weight. The
maximum ground weight means the maximum
weight in which the aircraft is able to be operated
in ground and taxied.
Detailed weight data are as follow :

Weight Empty ............................................... 4,210 lbs

Max. Take-off Weight ............................... 5,562 lbs
Max. Landing Weight ................................ 5,562 lbs
Max. Ground Weight .................................. 5,587 lbs

Refer to T.O. 1T-KT1B-5 BASIC WEIGHT

CHECKLIST AND LOADING DATA for more
detailed data.

1-6
 T.O. 1T-KT1B-1

Geometric Data
(Unit : ft)
35.1

11.6

7.9 3.3 13.6

8.2

7.6

12.0

1.2

8.4
33.7
(SPINNER INCLUDED)

Figure 1-1.

1-7
T.O. 1T-KT1B-1

This page intentionally left blank.

1-8
 T.O. 1T-KT1B-1

General Arrangement
RUDDER
VERTICAL STABILIZER

RUDDER CONTROL
CABLE
DME TRANSCEIVER
AILERON ELEVATOR
UHF TRANSCEIVER
RADIO ALT TRANSCEIVER
REAR COCKPIT
ADF RECEIVER
CONTROL STICK

REAR COCKPIT
CONTROL ROD FRONT COCKPIT CONTROL ROD
EJECTION SEAT
EJECTION SEAT ELEVATOR

BATTERY
FUEL QUANTITY HORIZONTAL STABILIZER
SENSOR ELT TRANSMITTER

TRANSPONDER

VOR/ILS RECEIVER
FLOAT VALVE (AIR - NO FUEL)
AHRU
VHF TRANSCEIVER
COMMAND SELECTOR VALVE
FUEL QUANTITY SENSOR REAR COCKPIT RUDDER PEDAL

TIME DELAY UNIT

FRONT COCKPIT STICK

EMS MAIN L/G LINKAGE

ENGINE MAIN L/G ACTUATOR

PROPELLER

FUEL FILLER CAP

NACA INLET

FUEL FILTER

ACROBATIC
TANK

BOOSTER PUMP MAIN LANDING

FRONT COCKPIT GEAR
RUDDER PEDAL
PEDAL FLAP ACTUATOR
INTEGRAL TANK

NOSE LANGING GEAR

Figure 1-2.

1-9/1-10(Blank)
 T.O. 1T-KT1B-1

Cockpit Arrangement - Front

DEP REF. POINT

MAGNETIC COMPASS
AOA INDEXER

B INSTRUMENT
PANEL

ISO
N
O
R
RESET

PEDESTAL

LEFT CONSOLE
RIGHT CONSOLE

Figure 1-3.

Change 1 1-11
T.O. 1T-KT1B-1

Cockpit Arrangement - Rear

DEP REF. POINT

AOA INDEXER MAGNETIC COMPASS

PEDESTAL INSTRUMENT
B PANEL

ISO
E N
L O
U R
RESET

LEFT CONSOLE

RIGHT CONSOLE

Figure 1-4.

1-12 Change 1
 T.O. 1T-KT1B-1

Instrument Panel - Front

13 14 15 16 17 18

12
10
11

9
8
7
6
5

4
3

1 A

1. LEFT SWITCH PANEL 10. AOA INDEXER

2. LANDING GEAR CONTROL PANEL 11. MACH AIRSPEED INDICATOR
3. EMERGENCY LANDING GEAR T-HANDLE 12. AOA INDICATOR
B
4. FLAP POSITION INDICATOR 13. OVHT CAUTION LIGHT
5. LEFT TORSO OUTLET 14. FIRE WARNING LIGHT
ISO 6. ACCELEROMETER 15. BEZEL CONTROL PANEL
N
O 7. S/B INDICATOR 16. ELECTRONIC ADI
R
RESET 8. NWS INDICATOR 17. ELECTRONIC HSI
9. CLOCK 18. MASTER WARNING LIGHT

Figure 1-5. (Sheet 1)

Change 1 1-13
T.O. 1T-KT1B-1

Instrument Panel - Front

19

20

21

22

23

24

25

A
26
36 35 34 33 29 28 27
32 30
31

19. ALTIMETER 28. VERTICAL VELOCITY INDICATOR

20. MAGNETIC COMPASS 29. TRANSPONDER CONTROL PANEL
B 21. ELECTRONIC ENGINE INDICATOR 30. UHF CONTROL PANEL
22. HYDRAULIC PRESSURE INDICATOR 31. ECS CONTROL PANEL
ISO
N 23. OXYGEN PRESSURE INDICATOR 32. ADF CONTROL PANEL
O
R
24. RIGHT TORSO OUTLET 33. VOR/ILS CONTROL PANEL
RESET
25. EMERGENCY SHUTOFF VALVE T-HANDLE 34. RADIO ALTIMETER INDICATOR
26. RIGHT SWITCH PANEL 35. STANDBY ATTITUDE INDICATOR
27. CWS WARNING PANEL 36. VHF CONTROL PANEL

Figure 1-5. (Sheet 2)

1-14 Change 1
 T.O. 1T-KT1B-1

Instrument Panel - Rear

12 13 14 15 16 17

9 11
10

8
7
6
5

A
1

1. LEFT SWITCH PANEL 10. MACH AIRSPEED INDICATOR

B 2. LANDING GEAR CONTROL PANEL 11. AOA INDICATOR
3. FLAP POSITION INDICATOR 12. OVHT CAUTION LIGHT
4. LEFT TORSO OUTLET 13. FIRE WARNING LIGHT
ISO
E N 5. ACCELEROMETER 14. BEZEL CONTROL PANEL
L O
U R 6. S/B INDICATOR 15. ELECTRONIC ADI
RESET
7. NWS INDICATOR 16. ELECTRONIC HSI
8. CLOCK 17. MASTER WARNING LIGHT
9. AOA INDEXER

Figure 1-6. (Sheet 1)

Change 1 1-15
T.O. 1T-KT1B-1

Instrument Panel - Rear

18

19

20

21

22

23

A 24
33 32 31 30 26 25
27
29
28

B 18. ALTIMETER 26. VERTICAL VELOCITY INDICATOR

19. MAGNETIC COMPASS
20. ELECTRONIC ENGINE INDICATOR
ISO
E N
21. HYDRAULIC PRESSURE INDICATOR
L O
U R 22. OXYGEN PRESSURE INDICATOR
RESET
23. RIGHT TORSO OUTLET
24. RIGHT SWITCH PANEL
25. CWS WARNING PANEL
27. UHF CONTROL PANEL
28. ECS CONTROL PANEL
29. ADF CONTROL PANEL
30. RADIO ALTIMETER INDICATOR
31. VOR/ILS CONTROL PANEL
32. STANDBY ATTITUDE INDICATOR
33. VHF CONTROL PANEL

Figure 1-6. (Sheet 2)

1-16 Change 1
 T.O. 1T-KT1B-1

Left/Right Consoles - Front

7

15

5 10
4

11
3
12

13 16

2 14
17

18

1. LEFT CONSOLE CB BOX 10. AVIONICS CONTROL PANEL

2. TRIM CONTROL PANEL
3. FLAP CONTROL LEVER
4. FRICTION CONTROL KNOB
5. POWER CONTROL LEVER
6. LEFT CONSOLE SWITCH PANEL
7. TRIPLE TRIM INDICATOR
8. RIGHT CONSOLE SWITCH PANEL
9. OXYGEN REGULATOR
11. CCS STATION BOX
12. ELECTRONIC DISPLAY SWITCH PANEL
13. ELT REMOTE CONTROLLER
14. MAP CASE
15. RIGHT SIDE SWITCH PANEL
16. INTERCOM JACK
17. PARKING BRAKE VALVE T-HANDLE
18. MAIN OXYGEN OUTLET

Figure 1-7.

Change 1 1-17
T.O. 1T-KT1B-1

Left/Right Consoles - Rear

6
4

3 8

9
2
10

12

11
13

14

1. LEFT CONSOLE CB BOX 8. AVIONICS CONTROL PANEL

2. FLAP CONTROL LEVER 9. CCS STATION BOX
3. POWER CONTROL LEVER 10. ELECTRONIC DISPLAY SWITCH PANEL
4. LEFT CONSOLE SWITCH PANEL 11. MAP CASE
5. TRIPLE TRIM INDICATOR 12. RIGHT SIDE SWITCH PANEL
6. RIGHT CONSOLE SWITCH PANEL 13. INTERCOM JACK
7. OXYGEN REGULATOR 14. MAIN OXYGEN OUTLET

Figure 1-8.

1-18 Change 1
 T.O. 1T-KT1B-1

Pedestal - Front/Rear

3
3

1. BLANK
2. GUST LOCK BRACKET
3. RUDDER PEDAL ADJUSTMENT SWITCH

Figure 1-9.

1-19
T.O. 1T-KT1B-1
ENGINE
GENERAL
The engine is PT6A-62 split-axle type turboprop
engine which is manufactured by Pratt & Whitney
Canada and drives the variable pitch propeller
installed at the front of the aircraft for generating
the propelling force. The engine is installed on the
engine mount with its front side tilt as much as 2
degrees toward down and right hand direction
(viewed from the cockpit) for the purpose of
reducing the torque effects of a propeller. Refer to
figure 1-10.
Shaft horsepower is 950 SHP (2,495 lbft) at the
maximum engine power and 900 SHP (2,365 lbft)
at the maximum cruise power. A pilot can control
the engine power with a power control lever, and in
case of the fuel control system failure, can also
manually control the fuel flow to an engine with the
emergency power control system. The electronic
limiter unit (ELU) restraints an engine automatically
not to exceed the operating limits.
1-20
The propeller governor changes propeller pitch to
control the speed of the propeller to maintain the
Np in 2,00040 rpm. The propeller overspeed
governor and ELU prevent the overspeed of the
power turbine and propeller.
The engine consists of two sections; gas generator
section and power section. The gas generator is
comprised of a compressor, a combustion unit and a
compressor turbine and drives the oil pump, starter
generator, hydraulic pump, fuel pump, etc. The
power turbine, which is mechanically separated
from the gas generator, is driven by the
combustion gas from the combustion unit and
compressor turbine, and drives the propeller shaft
clockwise through the reduction gearbox. The
compressor turbine and power turbine, located on
the center of the engine, rotate in opposite direction
each other. interturbine temperature (ITT) is
measured and displayed on the ITT indicator in the
cockpit.
For the arrangements and sectional views of the
main components of the engine, refer to figure 1-11
and 1-13.
 T.O. 1T-KT1B-1

Engine Installation
GENERATOR
CONTROL UNIT
PT6A-62
ENGINE

GENERATOR RELAY PANEL

OIL LEVEL INDICATOR

PROPELLER SIGHT GAUGE

ENGINE MOUNTING STRUT

OIL COOLER
SPINNER

ELECTRONIC
LIMITER UNIT

Figure 1-10.

1-21
T.O. 1T-KT1B-1

PT6A-62 Engine Components

D
FW
DUAL MANIFOLD

ISOLATING
SOLENOID VALVE

INTERFACE VALVE

EXHAUST
DUCT

T5 TERMINAL
BLOCK

FUEL PUMP
OIL TO FUEL
ELECTRONIC
HEATER
LIMITER UNIT
P3 AIR FILTER

MAXIMUM RPM
ADJUSTING SCREW
TORQUE TRANSDUCER

PROPELLER
GOVERNOR

MAGNETIC SPEED
SENSOR

ELS WIRING
SYSTEM

OVERSPEED
GOVERNOR

Figure 1-11.

1-22

AIRCRAFT AIR INTAKE
Air is supplied to the engine through an air intake
in front side of the aircraft. The aircraft
s intake
system is designed to have a function of an inertial
separation, which prevents icing and ingress of
foreign objects to the engine screen. This system
exhausts heavier-than-air particles (water particles
or dust) through the air outlet and passes lighter-
than-air particles into the intake screen by
accelerating the airflow speed. In addition to this
system, the starter generator cooling hose is
installed to provide an air to cool down the starter
generator. Refer to figure 1-12.
Air Flow through the Engine
The air from the air intake flows into the
compressor through a plenum chamber and an air
inlet screen, which are installed at the rear of
engine.
The compressor consists of three axial stages and
one centrifugal stage. The air direction is turned 90
Air Intake Layout
AIR INLET SCREEN
EXHAUST DUCT
ENGINE AIR INTAKE
AIR INTAKE DUCT
INTAKE SCREEN
Figure 1-12.
T.O. 1T-KT1B-1
degrees by diffuser and air speed is changed in
static pressure at the compressor outlet. This high
pressure air is turned 180 degrees and ignited after
mixing with fuel in the combustion chamber. The
combustion gas is expanded in reverse direction at
the combustion chamber outlet and flows into the
single stage compressor turbine through the turbine
inlet guide vane.
The combustion gas which drives the compressor turbine
flows into the two-stage power turbine and uses most of
its energy to drive the power turbine. The remaining air
is then exhausted to the atmosphere through the
exhaust duct in engine. Refer to figure 1-13.
Exhaust Duct
Exhaust duct is designed in a way that its outlet
is installed horizontally to the flight direction of an
aircraft so that the engine power can be utilized as
much as possible by exhausting the exhaust gas
passed through a power turbine to the air, and is
streamlined-shape in order to minimize a drag in
flight. Refer to figure 1-12.
PLENUM CHAMBER
STARTER-GENERATOR
COOLING HOSE
BYPASS OUTLET
1-23
T.O. 1T-KT1B-1

Engine Airpath

SUCTION
COMPRESSION
GAS GENERATOR CASE
IGNITION/COMBUSTION
COMBUSTION CHAMBER LINER EXHAUST
FUEL MANIFOLD ADAPTER AND
NOZZLE ASSEMBLY

POWER TURBINE T5 BUS BAR AND PROBE ASSEMBLY

INTERSTAGE VANE RING
COMPRESSOR BLEED
T5 WIRING VALVE ASSEMBLY
PROPELLER GOVERNOR
HARNESS
MOUNTING PAD DIFFUSER INPUT COUPLING SHAFT
EXHAUST DUCT TUBE
OIL TANK
PROPELLER
REDUCTION ACCESSORY
GEARBOX GEARBOX

PROPELLER
SHAFT

ACCESSORY
MAGNETIC CHIP
POWER DRIVE GEARSHAFT
DETECTOR
TURBINE COMPRESSOR
SECOND STAGE REDUCTION SHAFT INLET CASE
HOUSING
FIRST STAGE REDUCTION AIR INLET SCREEN
COMPRESSOR ROTOR
POWER TURBINE SHAFT
ASSEMBLY
POWER TURBINE
CENTRIFUGAL IMPELLER
FUEL DRAIN VALVE
FUEL DRAIN VALVE
CLASSIFIED FIRST STAGE
POWER TURBINE VANE RING COMPRESSOR STUB SHAFT

FUEL FLOW DIVIDER AND DUMP VALVE COMPRESSOR TURBINE VANE RING

COMPRESSOR TURBINE (SINGLE)

Figure 1-13.

1-24

POWER CONTROL LEVER
A fuel control unit (FCU) lever of engine is
connected to the power control lever (PCL) on the
left console in front cockpit with push-pull cable.
The engine power is controlled by operating the
PCL forward or backward. The PCL can be
tightened properly by a friction control knob.
The engine power is controlled from the selection
of PCL such as CUT-OFF, FEATHER, GND
IDLE, FLT IDLE, MCP and MAX.
Inside the front cockpit PCL, microswitches for
automatic fuel boost pump operation limit, propeller
feather, ELU disengage, landing gear warning,
ELU boost, speed brake operation limit, and 6-
second ECS operation limit are installed on the
required positions in sequence.
These microswitches are also engaged when
operating rear cockpit PCL, which is connected
with front cockpit PCL by a push-pull cable. G/I
stop release switch, a rudder trim switch, a speed
brake switch and a PTT button are located on the
PCL on both cockpits.
Engine Shutdown (CUT-OFF)
To stop the engine with ground idle state, push the
PCL slightly up, press and hold the G/I stop
release button on the PCL, and then lower the
PCL to the CUT-OFF position, which cuts off the
fuel to the engine to stop the engine.
T.O. 1T-KT1B-1
Extreme care is taken when pulling
down PCL to ground idle power at
more than ground idle power. This may
cause engine shutdown due to
unintentionally depressing of G/I stop
release switch.
Be careful When lowering the PCL to the GND
IDLE position above the ground idle power, because
engine may be stopped by unintentional pushing of
the G/I stop release switch.
Propeller Feather
Propeller feather functions to position the propeller
at an angle at which the force acting on the
propeller by an air resistance in engine shutdown
can be minimized. When lowering the PCL to the
CUT-OFF position to stop the engine, the
feathering solenoid valve of the overspeed governor
is actuated by the microswitch installed on the
PCL. When the solenoid valve is actuated, the oil
pressure within the propeller pitch change
mechanism is removed, which allows propeller blade
pitch to be feathered (87).
1-25
T.O. 1T-KT1B-1
Ground Idle (GND IDLE)
The ground idle of engine is operated with the
envelope of 57 1% Ng (ECS LOW condition). A
hard detent is installed to prevent engine stop and
propeller feathering due to a malfunction. This hard
detent can be released by pushing the G/I stop
release switch.
Flight Idle (FLT IDLE)
The flight idle is operated with the envelope of 79
1% Ng (ECS LOW condition) to prevent sudden
sink of the aircraft when decreasing engine power
for landing. A soft detent is installed to allow the
pilot to recognize the current position of the lever.
This soft detent can be released with only light
force.
NOTE
During flight, the GND IDLE position
can be selected if necessary. However,
it is recommended to avoid selecting
power lower than the FLT IDLE Since
this may result in decrease of the
engine acceleration capability and the
aircraft stability
1-26
Maximum Cruise Power (MCP)
The MCP, the maximum power which can be used
continuously without limitation, is limited to 63.8
0.5 psi Tq or 77510 ITT by the ELU. A soft
detent is installed to allow the pilot to recognize
the current position of the lever.
Maximum Power (MP)
The maximum power is the power which can be
generated maximumly by engine when pushing the
PCL fully up. MP is limited to 67.40.5 psi Tq or
80010 ITT by the ELU boost microswitch.
Even though the MP position can be selected as
required, time spent at MP must be limited within
10% of total engine running time or 5 minutes if
MP is used continuously to protect the engine.
Also, when selecting the PCL to the MAX position
is selected, the speed brake is automatically closed
and its operation is disabled.
If positioning the PCL to MAX, the ECS is
automatically turned off for 6 seconds with the
main landing gears downlocked to obtain efficient
engine power and then operates in LOW position.
If positioning the PCL to MAX when the ECS
operates in HIGH position with the main landing
gears uplocked, the ECS is automatically returned
to LOW position. In addition, if positioning the
PCL to below MCP, the ECS is returned to HIGH
position.
Even though the speed brake is open, if positioning
the PCL to MAX, it is automatically closed and its
operation is disabled. Also the speed brake is not
open even though the PCL is positioned to below
MCP.

EMERGENCY POWER CONTROL SYSTEM
Engine power can be obtained by the operation of
the emergency power control system if normal
operation of the engine is no longer possible due to
a failure of the power control system or a
malfunction of the fuel control unit. Required
engine power can be controlled by toggling the
INC/DECR switch to INC or DEC after positioning
the EMER FUEL switch on the left console switch
panels in the front and rear cockpits to ON.
In case engine does not response or PCL is secured
when controlling the PCL, or the EMER FUEL
switch is not used for the purpose of training, only
the range from the finally selected engine power to
the maximum power is adjustable. Thus, for
ensuring the power control with the entire envelope
of the engine power, be sure to position the PCL
to the GND IDLE prior to using the EMER FUEL
switch, and after using the EMER FUEL switch,
reduce the engine power to the minimum power
with the INC/DECR switch for allowing the PCL
to be used from the ground idle power to the
maximum power.
The ELU does not operate with the emergency
power control system activated. Thus, make sure
that the engine is operated within the envelope of
the operation limits of an engine.
T.O. 1T-KT1B-1
The INC/DECR switch on the rear cockpit
overrides switch on the front cockpit when both
switches on the front and rear cockpits are
actuated simultaneously.
When the emergency power control
system is in use, the limit function
of the ELU is disabled. Therefore,
the pilot must ensure that the
engine torque and ITT do not
exceed the operation limits.
Be careful when operating the
switch. Rapid operation of the
switch to the direction of power
increase can cause engine surge,
overtemperature, overspeed or
overtorque. The switch shall be
operated with keeping the
increasing/decreasing speed to
maximum 4% Ng per 1 second and
verifying that the engine torque is
stabilized.
1-27
T.O. 1T-KT1B-1

ENGINE OIL SYSTEM
The engine oil system provides a constant supply
of clean oil to the engine bearings, reduction gears,
accessory drives, torque meter and propeller
governor for lubrication and cooling, and consists of
oil tank, pump, oil cooler and oil filter.
Oil pressure and temperature are displayed on the
corresponding indicators in both cockpits. A
magnetic chip detector located at the bottom of the
reduction gear housing warns the pilot when the
engine oil is contaminated by illuminating the CHIP
caution light on CWP.

Oil tank is coupled with the compressor inlet

structure. The oil level in the tank is checked via When both electronic engine indicators
an oil level sight gauge and dipstick. (EEI 1, EEI2) in both cockpits are
disabled, OIL PRESS warning light
An oil pressure pump located in the oil tank comes on. Note that this does not
supplies oil to the accessory drives, gas generator mean that the engine oil system fails.
and the reduction gears through engine pipes.
The schematic of engine oil system is shown in
The oil heated during circulation is cooled down by figure 1-14 and general description is as follows:
airstream passing through an oil cooler mounted at
the bottom of the engine air intake. Below 71 ,
most of the oil bypasses the cooler and above 82 Item Description Remark
, all circulating oil is cooled down via the cooler. MIL-L-23699 or
Oil Specification
MIL-L-7808
A temperature control valve regulates the oil 3.3 US gallons
volume passing through this system proportionally Tank Capacity
(12.49 liters)
to prevent over-cooling and to ensure that the oil 0.25 US Gallons Acrobatic
cooler operates in optimum condition.
Usable Oil (0.95 liters) Flight
Quantity 1.5 US Gallons Normal
(5.68 liters) Flight

1-28
 T.O. 1T-KT1B-1

Engine Oil System Schematic

THERMOSTATIC BYPASS
AND CHECK VALVE OIL TO
FUEL HEATER
TANK PRESSURIZING VALVE
TORQUEMETER FROM OIL
OIL CONTROL VALVE COOLER
OIL TANK
FILTER BYPASS VALVE
PROPELLER
GOVERNOR
OIL FILLER
AND DIPSTICK

OIL TO OIL COOLER

SUPPLY TO
PROPELLER MAIN
OIL FILTER

THRUST
EXTERNAL
BEARING
SCAVENGE PUMP
TORQUEMETER PRESSURE OIL
MAGNETIC REGULATING INTERNAL
TANK
CHIP VALVE SCAVENGE PUMP
DRAIN
DETECTOR
OIL PRESSURE GRAVITY DRAIN TO
TRANSDUCER ACCSSORY GEARBOX
BYPASS VALVE

OIL PRESSURE
PUMP

TO COCKPIT
INSTRUMENT

OIL TEMPERATURE BULB

TORQUEMETER PRESSURE
TRANSDUCER
P STATIC
LINE NORMAL FLIGHT

INVERTED FLIGHT

PROPELLER SUPPLY OIL

PRESSURE OIL

SCAVENGE OIL

TORQUEMETER PRESSURE

Figure 1-14.

1-29
T.O. 1T-KT1B-1
ENGINE FUEL CONTROL SYSTEM
Refer to figure 1-15. The fuel control system
consists of fuel pump, oil-to-fuel heater, fuel control
unit (FCU), temperature compensator, fuel
distributor and fuel nozzle. The fuel control unit
schedules fuel flow to change the engine response
according to the altitude, P3 compressed air and
PCL position. A fuel metering valve operated by a
bellows system meters fuel to the engine. In
addition, the ELU is installed to control the engine
torque and inter-turbine temperature not to exceed
the allowable limits.
FCU schedules fuel flow for the governing,
acceleration and deceleration of engine in response
to PCL position by using P3 compressed air.
Oil-to-fuel heater heats fuel by use of a heat of
engine oil and the temperature control valve
controls the fuel temperature by regulating the oil
flow. Heated fuel is fed to the FCU by the engine
fuel pump, and the fuel not metered in the FCU
returns to the fuel tank. The fuel metered by the
FCU is fed to the combustion chamber through the
primary (7 EA) and the secondary (7 EA) fuel
nozzles. The primary nozzles are used only when
starting, and both the primary and the secondary
nozzles are used for normal operation.
FCU Operation
Starting
As the pilot moves PCL from CUT-OFF to GND
IDLE position, the engine is accelerated to the
ground idle power and P3 compressed air begins to
move the metering valve away from the minimum
stop. At this time, the P3 compressed air flowing into
the FCU is separated into Px(accelerated air
1-30
pressure) going toward the acceleration bellows by
way of the primary orifice in an inlet and
Py(governed air pressure) going toward the governor
bellows by way of the primary and the secondary
orifices. The fuel flow is regulated according to the
pressure change of Px and Py in the bellows. As the
relative pressure of Px increases, FCL actuates the
metering valve to close position to reduce the fuel
supply, and as the relative pressure of Py increases,
FCL actuates the metering valve to open position to
increase the fuel supply. As Ng approaches the
ground idle, the Ng governor opens the governor
valve to exhaust the Py to the air. This creates a
Py-Px differential, which causes the metering valve
to move to a floating position to maintain the
required Ng ground idle speed.
Acceleration
If the PCL is advanced above GND IDLE position,
the speed-scheduling cam is repositioned, which
causes the governor valve to move to close position
to stop the exhaust of Py. At this time, pressure of
Px and Py increases and causes the metering valve
to move toward the open position, and the fuel flow
to engine will increase, and then Ng increases.
Governing
Once the acceleration cycle has been completed, any
variation between engine speed selected by the PCL
and the actual engine speed will be sensed by the
governor flyweights and will result in increased or
decreased centrifugal force. This change in force will
cause the governor valve to either open or close and
control the metering valve to supply the fuel flow
necessary to the established Ng speed.
 T.O. 1T-KT1B-1

Fuel Control System Schematic

FUEL FLOW TRANSMITTER

FUEL FUEL
FCU NOZZLE NOZZLE

CUT-OFF VALVE
METERING VALVE

GOVERNOR
BELLOWS

RETURN FUEL DIVIDER

TO TANK
RELIEF FUEL
SOLENOID VALVE
ISOLATING DRAIN
PROPELLER VALVE
GOVENOR INTERFACE
VALVE
Ng
Np SPEED
ACCELERATION SCHEDULING
BELLOWS CAM
Px Py

ELU

Ng GOVERNOR
PCL
GOVERNOR FUEL PUMP
VALVE
SECONDARY
ORIFICE
PRIMARY ORIFICE OIL
TEMPERATURE IN
COMPENSATOR OIL TO FUEL
HEATER OIL
OUT

FUEL IN

Px : ACCELERATION PRESSURE UNMETERED FUEL PRESSURE

Py : GOVERNOR SERVO PRESSURE METERED FUEL PRESSURE
PRESSURE DISCHARGE PRESSURE
: ELECTRIC : CABLE

Figure 1-15.

1-31
T.O. 1T-KT1B-1
Deceleration
When the PCL is pulled back, the speed scheduling
cam operates to open the governor valve. This
reduces Py, causes metering valve to move toward
its closing direction, and results in the reduction of
fuel flow to an engine and decrease of Ng.
Engine Shutdown
Fuel control unit is equipped with the fuel shutoff
valve to cut off fuel flow to an engine. This shut-
off valve fully opens for the normal operation, so it
does not affect the fuel flow. If moving the power
control lever to the CUT-OFF position, the shut-off
valve operates and then an engine stops. If the
shut-off valve is actuated, the fuel supplied is re-
transmitted to the fuel pump inlet, and the fuel in
the primary and the secondary nozzles is drained to
the outside through the dump valve.
1-32
Altitude and Temperature Compensation
Altitude of the FCU is compensated automatically
by the acceleration bellows installed in the FCU.
Since the pressure (P3) of engine compressor outlet
is proportioned to the engine RPM and the air
density, as altitude increases, the air density
becomes low, and this causes Px pressure in the
identical Ng to be reduced and the acceleration
bellows to be inflated, then the fuel flow is
decreased.
The temperature compensator, temperature sensitive
orifice, is installed on the inlet side of the air filter.
It improves the acceleration performance of the
engine under a high atmosphere temperature
condition.

ENGINE STARTING SYSTEM
Engine starting system consists of two igniters, an
ignition exciter and a starter-generator. The starter-
generator mounted on the engine accessory gearbox
acts as a starter when engine starts and drives the
gas generator to generate the compressed air for
combustion, and two exciters drives an engine by
exciting the compressed air mixed with fuel in the
combustion chamber.
Engine can be started in both front and rear
cockpits, and operated on the ground and in flight
regardless of the weather conditions, and for
starting an engine on the ground, the ground power
supply or a battery can be used for the starting.
When a speed of a starter-generator reaches 5,500
rpm (Ng 50%) after starting an engine, the
starter-generator can generate 100% power as the
generator, and the transition from the starter to the
generator is allowable when setting the START
switch to OFF.
NOTE
Since an igniter can be operated
continuously, the igniter can be used
for preventing from engine shutdown
when flying in the turbulence and a
heavily snowing/raining area. Though
there are no time limits in the
continuous operation of the igniter, its
lifecycle can be reduced.
ELECTRONIC LIMITER SYSTEM (ELS)
The ELS limits torque, ITT and Np (propeller
rpm) automatically to ensure that the engine does
not exceed its operation limits by controlling the
engine fuel control unit. These automatic limiting
functions ensure that the engine is operated within
the safe range when using the power control lever.
The ELS consists of Electronic Limiter Unit
(ELU), interface valve, isolating solenoid valve,
T.O. 1T-KT1B-1
sensors and wiring harness assembly. A figure 1-16
shows the ELU and the associated schematic
diagram.
The ELU receives input signals of Ng (rpm of gas
generator), Np, Tq, ITT and ELU boost
microswitch built in the PCL.
If the PCL is positioned below MCP position, the
ELU limits the Tq and ITT to 63.80.5 psi and
775 10 respectively. If the PCL is positioned
to MAX, the ELU limits the Tq and ITT to 67.4
0.5 psi and 80010 respectively. The ELU
also prevents the overspeed of the propeller by
controlling the FCU if the propeller speed (Np)
exceeds 2,120 RPM.
When an aircraft is in the acrobatic flight with an
engine limit-operated by the ELU, the torque less
than the actual torque due to a drop of oil pressure
may be indicated. At this time, since the ELU can
sense the inaccurate torque temporarily, and
increase the fuel supply amount through the FCU,
which can result in the overtorque, the ELU holds
the interface valve to the last operating position for
5 seconds to prevent from the overtorque.
When the engine Tq or ITT exceeds the operation
limits, the ELU opens the interface valve to release
the Py to the atmosphere. When the Py pressure is
decreased, the metering valve moves toward the
closing position, the fuel flow is decreased and then
Tq and ITT are decreased.
Isolating solenoid valve is located on the Py line
between the FCU and the interface valve, and in
case of failure of the ELU or the interface valve,
cuts off the Py line to disengage the function of
the ELU from the engine.
In addition to the limiting function, the ELU has a
function to record the total operating time of an
engine, maximum power selection time, numbers of
maximum power selected, starting times, fault code
of the ELU, etc.
1-33
T.O. 1T-KT1B-1
The switch to operate the ELU is located on the
left switch panels of the both instrument panels,
and consists of ISO, NORM and B RESET
positions.
ISO (Isolation) position is used to disengage the
ELU in case of ELU failure and NORM position is
used to operate the ELU normally. B RESET
position is used to extinguish the ELU caution light
when the caution light is illuminated, or recover the
ELU function after selecting ELU switch to ISO
position. After selecting ELU switch to B
RESET, pilot has to activate the ELU by
positioning the switch to NORM.
Pulling off the ELU circuit breaker and then re-
pushing down it with the ELU switch positioned to
NORM is identical function to B the RESET
function of the ELU switch.
When the ELU circuit breaker is pulled up, front
and rear cockpit Tq indicators may indicate
abnormal values. In this case, if pushing down the
ELU circuit breaker, the Tq indicators may indicate
the normal values.
NOTE
If the ELU switch is positioned to
RESET/ISO or ELU CB is pulled out,
the ARTS is disengaged automatically.
During the ELU reset procedure, the
ARTS is disengaged automatically.
In this case, the ARTS can be
engaged again after the ELU reset.
ELS Failure
When ELU detects a failure of ELS, the ELU
caution light on CWP illuminates, it is changed into
the fault mode and the interface valve is fixed at
the last position.
The interface valve is locked in the close state if a
failure of ELS occurs when engine is operated
within the limits of Tg and ITT. At this time, the
pilot can use the engine power up to MP but must
1-34 Change 1
ensure that the Tq and ITT are kept within the
limits via Electronic Engine Indicator (EEI). If
these values exceed the limits, the engine power
must be decreased by lowering the PCL.
If the Tq and ITT of the engine were limited by
the ELU when the failure occurred, the interface
valve is fixed at the last position and the engine
power is no longer increased. However, the engine
power may be decreased by lowering the PCL.
In case of the ELS failure, the pilot shall disengage
the ELU according to following procedures.
If the ELU is disengaged, the
automatic limit function of Tq and
ITT is lost. Thus the pilot shall
make sure that the engine does not
exceed its operation limits when
using the PCL.
When the ELS is failed, the ARTS
is disengaged automatically because
the ELS does not provide engine
torque data to the ARTS.
First, if lowering the PCL to the position lower
than FLT IDLE position when the ELU caution
light illuminates, the ELU disengaging microswitch
is actuated and then the ELU is disengaged. If the
ELU disengaging microswitch is actuated with the
ELU caution light turned on, the power provided to
isolating solenoid valve is cut off and the valve is
closed. And then interface valve is isolated from
the FCU and the ELU function is lost.
This enables only when the ELU caution light
illuminates.
Secondly, when the sudden drop of the engine
power or the fluctuation occurs with the ELU
caution not illuminated, pilot suspects that the ELS
fails and disengages the ELU by positioning the
ELU switch to ISO.

If positioning the ELU switch to ISO, the ELU
function is lost by the isolating solenoid valve and
the ELU caution light illuminates. And also, when
the ELU switch is positioned to ISO in normal
condition, the ELU function is lost by the solenoid
valve which isolates the interface valve and the
FCU, and the ELU caution light illuminates.
Since the limiting function of the ELU
is lost immediately if setting the ELU
switch to ISO position, pilot must pay
attention to the control of the PCL so
that Tq and ITT can not exceed the
operation limits. If setting the ELU
switch to ISO position with the engine
controlled by the ELU, the engine is
suddenly accelerated and exceeds its
operation limits.
NOTE
If a sudden drop and a fluctuation of
the engine power are continued even
though the ELU switch is positioned to
ISO because of those symptoms,
another failure of the engine is to be
taken into account.
The ELU caution light may blink or illuminate
temporarily when the electrical power or input
signal to the ELU becomes temporarily unstable
during engine start or operation. If the ELU
caution light illuminates with the engine operated in
normal condition, perform the disengage and
function recovery procedures of the ELU to
determine whether the ELU has failed.
As results of inspection, if the ELU caution light
continues to illuminate, perform the ELU disengage
procedures and then return to the ground base, if
the ELU caution light extinguish, the ELU is
considered as normal and then continue to flight.
For the function recovery procedure of the ELU, in
case the ELU is disengaged by positioning the
T.O. 1T-KT1B-1
ELU switch to ISO, position the ELU switch to
NORM and then reset ELU circuit breaker, and in
case the ELU is disengaged with the PCL, reset
ELU circuit breaker.
B For the function recovery procedure of the
ELU, in case the ELU is disengaged by positioning
the ELU switch to ISO, position the ELU switch
to NORM and then to RESET, and in case the
ELU is disengaged with the PCL, position the
ELU switch to RESET and then to NORM.
NOTE
B Resetting via the ELU switch
enables only when the ELU circuit
breaker is set to IN (Close)
condition. In the event of ELS
failure, verify the ELU circuit
breaker is set to IN (Close), perform
the ELU disengage procedure and
then conduct the function recovery
procedure.
If it fails to set the ELU circuit
breaker to IN (Close) when the
circuit breaker is set to OFF
(Open), it is not required to perform
the ELU disengage procedure, and
return to the ground base.
In case that the ELU switch is
positioned to ISO and then to
NORM with the engine controlled
by the ELU, the engine power may
be decreased suddenly.
The engine may exceed its operation
limits if the ELU switch has been
set to ISO when the engine is limit-
operated by the ELU. In this case,
lower the PCL in order to adjust the
engine power within its operation
limits, continue to fly to the safe
flight condition with the ELU switch
set to ISO, and then perform the
ELU disengage procedures.
Change 1 1-35
T.O. 1T-KT1B-1

ELU Schematic

ENGINE TORQUE TRANSDUCER

Py : GOVERNOR SERVO PRESSURE INTERFACE VALVE
COMPRESSOR DISCHARGE PRESSURE Np
METERED FUEL
FUEL FROM FUEL PUMP

Tq
ITT
Ng

ISOLATING SOLENOID MANUAL

VALVE OVERRIDE
ACTUATER FUEL TO
CABLE COMBUSTION
CHAMBER

FUEL FROM
FCU FUEL PUMP

T2 TRANSMITER Ng
FLT IDLE TEMPERATURE SIGNAL TO ELU
COMPENSATOR
CUT-OFF
MAX
EMER FUEL SWITCH Py

ISOLATING
SOLENOID
VALVE

Py
ELU BOOST 950 SHP &
MICROSWITCH ITT TORQUE LIMIT

ELU SWITCH INTERFACE

VALVE
A Py EXHAUST
ELU DISENGAGE

B
ELU
ISO
N
O
R
RESET

Tq
ITT
Ng
Np

CWP

Figure 1-16.

1-36

PROPELLER SYSTEM
The aircraft is equipped with a Hartzell HCE4N-
2C/E9512CB-1 95-inch, 4 aluminum blades, variable
pitch, constant speed propeller. The propeller has
feathering and deicing functions. The propeller is
driven by the power turbine and constant speed is
controlled by being reduced up to approx. 1/16 of
the power turbine rotation speed by the reduction
gearbox.
A figure 1-17 shows the basic propeller installation
and a figure 1-18 shows the propeller schematic
diagram.
The propeller governor controls the propeller pitch
angle to maintain the Np of 2,00040 RPM by
supplying or draining high pressure oil to/from the
propeller piston according to the difference between
the centrifugal force of the flyweight caused by the
propeller rotation and the force of the speeder
spring.
When the propeller speed reaches 2,00040 RPM,
the propeller rotates at constant speed as the
centrifugal force of the flyweight and the speeder
spring force are in balance and oil flow supplied to
the sliding piston from the pilot valve plunger
assembly stops. The piston will remain in this
position, maintaining the pitch of the blades.
When the propeller overspeed condition exists,
Flyweight force exceeds speeder spring force,
causing flyweights to move out and the pilot valve
plunger to move up and the high-pressure oil from
the propeller sliding piston is drained to the sump.
As a result, the propeller feathering spring force
overcomes the oil pressure, causing the feathering
T.O. 1T-KT1B-1
spring force to move the sliding piston backward.
Thus, the propeller pitch increases and the propeller
speed decreases.
When the propeller underspeed condition exists,
Flyweight force is less than speeder spring force,
causing flyweights to move in and the pilot valve
plunger to move down. The high-pressure oil from
the pressure pump is supplied to the propeller
sliding piston. As a result, the propeller feathering
spring force is less than the oil pressure, causing
the oil pressure to move the sliding piston forward.
Thus, the propeller pitch decreases and the propeller
speed increases.
However, in case the engine power is low on the
ground, the propeller blade becomes the minimum
pitch angle and the propeller speed (rpm) is
increased in proportion to the engine power. The
propeller speed is approx. 1,050 rpm in the ground
idle power.
Pitch Change Mechanism
The pitch change mechanism is mounted on front
side of the propeller hub assembly and consists of a
fixed cylinder, a sliding piston and a feathering
spring. The sliding piston is connected to each
propeller blade by a fork assembly which engages a
cam follower on the blade root. A counterweight is
attached to each blade.
When the propeller is rotating, the centrifugal force
acting on the counterweight tends to rotate the
blade to the direction of coarse pitch. For the
direction of fine pitch, the force counteracts with
the natural turning moment of the propeller blade.
1-37
T.O. 1T-KT1B-1

Propeller Governor Overspeed Governor

The propeller governor controls the pressure of the
oil supplied to the sliding piston to determine the
blade angle which is required to maintain Np
constant. The propeller speed is predetermined to be
maintained at 2,000 40 RPM and is displayed on
the Electronic Engine Indicator (EEI 2) in both
cockpits.
When the PCL is moved to CUT-OFF position, the
feathering solenoid valve of the propeller overspeed
governor is operated by the microswitch installed in
the PCL. This drains the high pressure oil to the
sump, causing the sliding piston to move backward.
It allows the blade to be in feather state.
When the overspeed condition exists due to the
lose of propeller governor control function, The
propeller overspeed governor prevents the propeller
overspeed by draining high pressure oil from the
propeller sliding piston to the reduction gearbox
The propeller overspeed governor limits the propeller
speed to 2,120 rpm, and when the propeller speed
exceeds 2,120 rpm due to the failure of the
overspeed governor, the ELU controls the engine
power by decreasing the fuel flow for preventing
from the overspeed.

Propeller Installation

PROPELLER GOVERNOR
BLADE

DEICE BOOT

SPINNER DOME
OVERSPEED GOVERNOR

PITCH CHANGE
MECHANISM

HUB ASSEMBLY

FEATHERING SOLENOID VALVE

Figure 1-17.

1-38
 T.O. 1T-KT1B-1

Propeller Schematic

PROPELLER GOVERNOR
Np
RESET SPRING
RESET PISTON

SPEEDER SPRING

FLYWEIGHT

ELECTRONIC
PILOT VALVE LIMITER UNIT
PLUNGER
ASSEMBLY

SOLENOID ASSEMBLY
DRIVE GEAR

PRESSURE
PUMP
RELIEF
VALVE
DRAIN TO SUMP ENGINE SLIDING PISTON
OIL SUPPLY

PROPELLER GOVERNOR HUB ASSEMBLY

FIXED CYLINDER

FLYWEIGHT

FEATHERING SPEED FEATHERING

SOLENOID VALVE SENSOR SPRING
PITCH CHANGE
MECHANISM
PROPELLER SHAFT

COUNTER WEIGHT

DRAIN TO REDUCTION
GEAR BOX DRIVE SHAFT

PROPELLER OVERSPEED GOVERNOR PROPELLER

Figure 1-18.

1-39
T.O. 1T-KT1B-1
ELECTRONIC ENGINE INDICATOR (EEI)
The EEI is located at the right side of front and
rear cockpit instrument panels, and provides
information on the engine operating conditions and
fuel quantities to a pilot.
The EEI consists of EEI 1 and EEI 2. EEI 1
displays information on Tq, ITT, Ng, oil pressure
and oil temperature, and EEI 2 displays information
on Np, fuel quantity, fuel flow and fuel
consumptions.
Each information displayed on EEI 1 and EEI 2
can be displayed interchangeably. If failing to
display the information due to a malfunction of
either EEI 1 or EEI 2, depress EEI 1/EEI 2 button
on bezel control panel to cross-display the
information.
Light sensor built in the EEI controls the display
brightness automatically according to changes to
the surrounding brightness. The brightness of
display also can be controlled manually by
positioning EFI/EEI switch on electronic display
switch panel to EEI and then depressing DIM + or
DIM - button on bezel control panel.
ENGINE OPERATION
The engine is controlled by the PCLs in the front
and rear cockpits, and has adopted the concept of
the single lever power control, which start, power
control and engine shut-down functions enable by
the PCL. The PCL in the front cockpit is
connected to the rear cockpit by the push-pull
cable, and also to the lever of the FCU.
The engine power can be known through Tq
values which are indicated on the electronic engine
indicator (EEI 2), mounted on the front and rear
cockpits, and the pilot can operate the PCL freely
from GND IDLE to MAX in flight because the
ELU prevents the engine from exceeding its
operation limits.
1-40
When positioning PCL to MCP or MAX on ground
or in flight, the engine is operated in Tq or ITT
limiting mode according to the operating conditions
(temperature, altitude, etc.). The ITT increases as
the ambient temperature or the flight altitude
increases (density decreased), and when the loss of
engine power due to operation of the ECS, etc.
occurs.
Therefore, the engine is limited by the Tq value
when the ambient temperature and altitude are
low. However, if the ITT increases and reaches the
limit values as ambient temperature or altitude
increases, the engine is limited by the ITT, which
results in decrease of the Tq. This phenomenon
also occurs identically on the ground. If positioning
the PCL to MCP or MAX with the ECS operated
in the summer season where the ambient
temperature is high, the engine is operated in ITT
limiting mode, and the Tq less than the limit value
(63.80.5 PSI or 67.40.5 PSI) may be displayed.
Location of engine system controls and indicators is
shown in figure 1-19 and brief descriptions for their
functions and display information related to the
engine operations are also provided.
NOTE
Puffing, a phenomenon which dark
smoke is emitted from engine stub
periodically may occur during engine
operation, in particular in high power
condition.
If it occurs ten times or more per
an hour, record the details
(numbers, frequency, Tq, ITT, Ng)
in FORM 781 after performing
mission.

Starting-Normal
The engine may be started using the aircrafts
internal battery, or an external power supply.
Position the L/H and R/H BOOST PUMP
switches to ON with power source connected.
Position IGN switch to ON when the oil pressure
rises while Ng increases after positioning the
START switch to ON, and START switch to ON.
When Ng increases over 12% RPM, move the PCL
to GND IDLE.
Increasing ITT shows that the engine has ignited.
This normally occurs within 3 seconds of moving
the PCL to GND IDLE, but must wait for 10
seconds. ITT peaks and then falls back to be
stabilized.
When the Ng is stabilized above 56%, position
START and IGN switches to OFF and then
position L/H and R/H BOOST PUMP switches to
NORM.
After engine starts, the propeller will be in
unfeather state and Np will be stabilized at 900 to
1,200 RPM. The ECS may be operated, if
necessary, but, in this case, the Ng of ground idle
must be maintained within the range of 571%.
NOTE
It is recommended to position the
MODE switch on the ECS control
panel to HIGH at or above 1,700 rpm
of Np after starting engine for the
smooth operation of the cooling turbine
in ECS.
T.O. 1T-KT1B-1
Starting-Abnormal
If there is no increase in ITT within 10 seconds,Ng
is stabilized below 45% RPM (cold start), or
exceeds the maximum ITT limit after moving the
PCL to GND IDLE, move the PCL to CUTOFF
and position the START and IGN switches to
OFF. Allow 30 seconds drainage period, then carry
out the dry motoring to drain the fuel and fuel
vapor remaining in the engine.
If restart is required, it can be performed within
the operating limits of the starter. If, for any
reason, the starter is turned off during the
restarting, position the PCL to CUT-OFF, and then
perform the engine inspection. If the start is
stopped caused by exceeding the maximum ITT
limit (Hot Start), do not attempt to start again
until the conditions that caused the hot start are
corrected.
Starter Operating Time Limits
During a normal (successful) start procedure, the
maximum operating time of starter is 60 seconds.
During an abnormal start (Ng not stabilized or ITT
not increased within 10 seconds of setting the PCL
to GND IDLE), the maximum operating time is 17
seconds. During an engine dry motoring, the
maximum operating time of a starter is 15 seconds.
When using starter continuously, the
operating interval of starter should be
more than one minute minimum. After
3 cycles of the starter monitoring, allow
a 30 minutes cooling time.
1-41
T.O. 1T-KT1B-1
Taxiing
Torque response may lag by 1 second to the PCL
movement at the low power. It is required to use
the brake properly to keep the taxiing speed, for
the GND IDLE of the aircraft provides sufficient
power for taxiing.
As propeller may be damaged from
ground vibration stress, stabilized
operation on the ground between 1,300
and 1,650 rpm is prohibited.
Take-Off and Go-Around
When performing take-off and go-around with the
ECS operated, particularly in hot atmosphere
conditions, the engine power can be decreased and
the acceleration performance can be deteriorated
due to the ITT limit function of the ELU stopping
the ITT increase.
If maximum performance of the engine is needed
for take-off, it is recommended to turn off the
ECS when taking off and then turn it on again
after completing the take-off.
If the PCL is selected to MAX with the landing
gear downlocked when performing go-around, the
1-42 Change 1
ECS is automatically turned off for 6 seconds and
then operated in LOW mode to improve
acceleration performance of the engine.
The operation of the speed brake is also limited
when the PCL is set to MAX. Even though the
speed brake is open at or below MCP, it is closed
automatically if positioning the PCL to MAX.
NOTE
When operating the engine for a long
time with the aircraft parked on the
ground, temperature of the engine oil
can be increased rapidly. Therefore, Do
not use MCP or MAX, if possible,
except special inspection.
If the temperature of the engine oil
reaches 99 during the ground
operations, allow the oil to be cooled
down by decreasing the engine
power, or perform taxiing or takeoff
as soon as possible within the
allowable temperature range of the
oil to improve cooling effect of the
oil cooler.
The maximum oil temperature, 99 to
104 , is allowed only for 10 minutes.

Acrobatic Flight
During maneuver which passes zero(0) g state
temporarily, the oil pressure drops below 60 psi, and
the OIL PRESS warning light may illuminate on
CWP temporarily, however in most cases, it is
recovered within 1 to 2 seconds. But, if zero(0) g
state persists, immediately try to escape the state
as oil exhaustion can persist.
The engine must not be operated for prolonged zero
(0) g maneuver. If zero(0) g cannot be avoided,
the PCL must be lowered to GND IDLE.
If the pressure of engine oil drops during the
acrobatic flight, the torque pressure may be
decreased. If the torque pressure is decreased due
to the maneuver when the engine is operating in
the torque-limit condition by the ELU, the
overtorque condition may be occurred. To prevent
from this, the ELU freezes the interface valve for
5 seconds. Thus, during the maneuver with the
torque-limit condition, the time of acrobatic flight
which decreases the engine torque must not exceed
5 seconds.
T.O. 1T-KT1B-1
As the variance of aerodynamic force increases
rapidly due to asymmetry of airflow coming into
blades of propeller during acrobat, the rates of
change for aircraft pitch and yaw are relatively
very high. This causes very high bending moment
to the propeller in acrobatic maneuver, and the
moment is transmitted to reduction gear through
engine propeller shaft. When excessive bending
moment is happened to propeller, it may cause
shortening of propeller lifetime and defect of
reduction gearbox. As such, acrobat must be
performed according to procedures given in flight
manual. Especially, moving control surface (esp.
rudder) while aircraft is proceeding in spin after
entering spin or maintaining engine power higher
then value given in procedures shorten lifetime of
propeller or engine propeller shaft, so that it must
be sure to comply with procedures of flight manual.
In case a spin flight departing from procedures of
the manual has been performed, the aircraft shall
be checked in accordance with maintenance
manual.
1-43
T.O. 1T-KT1B-1

Engine System Controls and Indicators

13
9 10
14
B A
8
12
ISO 15
N
O
R
RESET

EEI 1
16

11
7

6
EEI 2 17
18

4 21
5
22
20

23
3
19

24

1
1
2
1. FRICTION KNOB 11. LIGHT SENSOR 18. R BUTTON
2. POWER CONTROL LEVER 12. GAS GENERATOR SPEED (Ng) 19. EFI/EEI SWITCH
3. G/I STOP RELEASE BUTTON INDICATOR 20. OIL PRESS WARNING LIGHT
4. EMER FUEL SWITCH 13. TORQUE (Tq) INDICATOR 21. CHIP CAUTION LIGHT
5. INC/DECR SWITCH 14. INTERTURBINE TEMPERATURE 22. ELU CAUTION LIGHT
6. START SWITCH (ITT) INDICATOR 23. P DEICE ADVISORY LIGHT
7. IGN SWITCH 15. OIL PRESSURE AND TEMPERATURE 24. IGN ADVISORY LIGHT
8. ELU SWITCH INDICATOR
9. DIM BUTTON 16. PROPELLER SPEED (Np) INDICATOR
10. EEI 1/EEI 2 BUTTON 17. DC A, DC B

Figure 1-19. (Sheet 1)

1-44

Engine System Controls and Indicators
No. Control/Indicator
1 Friction Knob
2 Power Control Lever
3 G/I Stop Release Button
4 EMER FUEL Switch
5 INC/DECR Switch
6 START Switch
7 IGN Switch
8 ELU Switch
9 DIM Button
10 EEI 1/EEI 2 Button
T.O. 1T-KT1B-1
Position/Indication Function
INC Increases tightening force of the PCL.
DEC Decreases tightening force of the PCL.
CUT-OFF Fuel supply is cut off (engine stops).
FEATHER Propeller is feathered (87
) by the actuation of the
feathering valve of overspeed governor.
GND IDLE Power is controlled at 57 1% Ng (as ground idle power).
FLT IDLE Power is controlled at 79 1% Ng (as flight idle power).
MCP Maximum cruise power.
MAX Maximum power. It is used when performing take-off
or as necessary.
Depress Allows the pilot to perform the normal engine stop by
moving the PCL up slightly and then down to CUT-OFF
position with this button depressed to stop the engine.
ON Enables the operation of the INC/DECR switch in case of
the FCU failure.
OFF Stops operating.
INC Increases the engine power with the EMER FUEL switch
set to ON.
DECR Decreases the engine power with the EMER FUEL switch
set to ON.
ON Energizes the starter motor to drive the gas generator.
OFF Stops operating.
ON Energizes the igniter system to operate the igniter in the
combustion chamber.
OFF Stops operating.
ISO Isolates the electronic limiter unit.
NORM ( NOR ) Normal
RESET Return the function of ELU to normal condition.
DIM+ Brightens the display on electronic instrument.
DIM- Dims the display on electronic instrument.
Depress Whenever this button is depressed, the displays of EEI 1
and EEI 2 are exchanged with each other.
Figure 1-19. (Sheet 2)
1-45
T.O. 1T-KT1B-1

Engine System Controls and Indicators

No. Control/Indicator Position/Indication Function

11 Light Sensor - Controls the display brightness automatically according
to the surrounding brightness.
12 Ng Indicator Visual Indicates the gas generator speed (Ng) in % RPM
from 0 to 110% RPM with graphic needle and number.
13 Tq Indicator Visual Indicates the engine torque in psi from 0 to 80 psi by
means of graphic needle and number.
14 ITT Indicator Visual Indicates the interturbine temperature (ITT) from 0 to
1,200 with graphic needle and number.
15 OIL Pressure/ Visual Combined oil pressure and temperature indicator. It
Temperature Indicator indicates oil temperature from 0 to 120 and oil
pressure from 0 to 200 psi with graphic needle.
16 Np Indicator Visual indicates the propeller speed (Np) in RPM from 0 to
2,500 RPM with number.
17 DC A, DC B Visual If DC A or DC B illuminates on the right side of the
FUEL USED indicator, this means that the DC circuit
card A or B is out of order.
18 R Button Depress Resets the FUEL USED indicators of EEIs in both
cockpits to zero.

NOTE
The R button located on the front cockpit EEI 1
or EEI 2 on which FUEL USED indicator is
displayed, only can be activated.
19 EFI/EEI Switch EFI Brightness of electronic flight indicators can be
controlled via DIM button on BCP.
EEI Brightness of electronic engine indicators can be
controlled via DIM button on BCP.
20 OIL PRESS Warning Light Visual (Red) Indicates that pressure of engine oil is at or below 60 psi.
21 CHIP Caution Light Visual (Amber) Certain amount of chip is detected in oil.
22 ELU Caution Light Visual (Amber) ELS is inoperative or electrical power is not provided to ELU
23 P DEICE Advisory Light Visual (Green) De-ice system is operating.
24 IGN Advisory Light Visual (Green) Igniter system is operating.

Figure 1-19. (Sheet 3)

1-46

ENGINE OVERHEAT AND FIRE
WARNING SYSTEM
GENERAL
In case of engine overheat or fire, the fire detector,
attached around the engine, senses the situation,
and the OVHT caution light or the FIRE warning
light, installed on the right upper side of instrument
panel, and the aural warning warns the pilots of
the danger situations.
OVERHEAT AND FIRE ALERT
In the event of engine overheat and fire, the
OVHT caution light and Overheataural warning
are generated at or above 23223 , and the
FIRE warning light and Fireaural warning at or
above 31540 . These aural and visual warnings
go out when the warning generation conditions are
eliminated. In addition, if pushing and then
releasing the MASTER warning light with the fire
or overheat light on, the MASTER warning light
and the appropriate aural warnings are disappeared
but the appropriate visual alert remains on. If
pushing the FIRE warning light or the OVHT
caution light in order to confirm whether the fire
and the overheat warning systems operate properly,
the appropriate FIRE warning light or OVHT
caution light illuminate and the aural warning also
is generated.
EMERGENCY SHUTOFF VALVE T-HANDLE
Emergency shutoff valve T-handle is located on
the right lower side of the instrument panel in the
front cockpit. This T-handle, in the event of engine
fire or emergency condition, is locked to pull
position by pulling and turning it to 90 degrees
clockwise with the button of the T-handle pressed
down. At this time, the emergency hydraulic
shutoff valve, the emergency fuel shutoff valve and
T.O. 1T-KT1B-1
the emergency ECS shutoff valve installed behind
the firewall are closed simultaneously to shutoff the
hydraulic fluid and the engine fuel to the forward
fuselage, and the inflow of flame or smoke into the
cockpits through ECS can be prohibited.
NOTE
In case that it is impossible to
shutdown the engine with the PCL in
emergency situations, the engine can be
shutdown by use of the emergency
shutoff T-handle. It takes approx. 20
seconds to shutoff the engine.
FUEL SYSTEM
GENERAL
The fuel system is divided into four functional
categories. These are fuel storage system, fuel
distribution system, fuel indicating system and fuel
warning system. The schematic of fuel system is
shown in figure 1-20.
Fuel is stored in the left and right main wing
tanks and is delivered to the engine with a rate
enough to meet all engine requirements under any
operating conditions such as engine start, ground
running, inverted flight, etc.
FUEL STORAGE SYSTEM
The fuel storage system consists of integral tank,
ventilation system, refueling and draining systems.
Fuel is stored in each integral tank in the left and
right sides of main wing. A collector tank is
located in each inboard wing. Air space,
corresponding to 3% of the total tank capacity, is
prepared in the fuel tank to absorb the increased
fuel volume due to a thermal expansion and to
allow ventilation.
1-47
T.O. 1T-KT1B-1

The total capacity of the fuel tanks, the usable fuel Refueling
and the unusable fuel are shown as below:
The fuel is normally refueled in the tank by
Total Fuel Tank Capacity Usable Fuel Unusable Fuel gravity through the fueling adapter on the top of
145.0 Gal 131.8 Gal 13.2 Gal the main wing, and filled by its weights.

(971.5 lbs) (883.1 lbs) (88.4 lbs) Draining

Usable Fuel (Fuel displayed on EEI)
The drain valve, located on the bottom of main
- 131.8 Gal (883.1 lbs)
wing, is installed at the lowest position of the
Unusable Fuel collector tank for fuel sampling, removal of the
- Acrobatic Tank and fuel pipe : 1.8 Gal (12.1 lbs) water and contaminations, and draining.

- Structurally Unusable fuel : 11.4 Gal (76.4 lbs)

Venting

NOTE If the differences between the internal pressure of

For JP-8, weights of fuel are calculated
based upon 6.7 lbs per a gallon in ISA.
The main fuel is JP-8 and the
alternatives can be also used.
the tank and the atmospheric pressure caused by
the altitude change with the ventilation valve
closed exceed 3 psi, the ventilation valves in the
left and right fuel tanks are opened and the
following
ventilation is taken through ventilation holes.

Item Description The ventilation is also possible through pipe

connecting the air space of the right and left main
Main Fuel MIL-T-83133 : Grade JP8
fuel tanks. This pipe is installed for preparing the
MIL-T-5624 : Grade JP-4, JP-5 failure of the ventilation system for the main fuel
Alternatives ASTM D 1655 : JET A, JET A-1, tank, and the fuel returned from the engine and
the acrobatic tank is transferred to the right and
JET B, AV Gas
left fuel tanks through this line.

The fuel system is equipped with the flame

arrester on the ventilation line for the purpose of
Fuel may cause serious skin irritation preventing from fuel ignition caused by the
when touched with eyes or wounded lightning during flight or the firing caused by the
skin. friction with the refueling hose during refueling.

The acrobatic tank, located in the left lower side of NOTE

fuselage, has a capacity of 1.6 gallons (10.7 lbs). It
Fuel in the fuel tanks may be drained
prevents fuel pressure dropping for the maximum
to the outside of an aircraft through
30 seconds during inverted or similar flight with
the ventilation system during the
maximum power, allowing the inverted flight.
sudden maneuvering.

1-48
 T.O. 1T-KT1B-1

Fuel System Schematic

DRAIN LINE ENGINE FUEL NOZZLE DELIVERY/MOTIVE LINE

COLLECTOR CAN
RETURN LINE
DRAIN LINE
FUEL FLOW TRANSMITTER

ENGINE FUEL FUEL CONTROL UNIT (FCU)

SYSTEM FUEL PUMP
OIL TO FUEL HEATER

FRAME FUEL
SYSTEM DATA
ENGINE DRIVEN
CONCENTRATOR
PUMP (EDP)

FRAME FS 2500
BOOST PUMP
L/H R/H
ON

NORM AUTO RESET

RETURN MOTIVE
LINE LINE
ACROBATIC
TANK
F FILTER
DELIVERY
LINE
SIGNAL
F QTY CONDITIONER F PRESS
LH FUEL RH FUEL
L BOOST R BOOST

LEFT FUEL TANK RIGHT FUEL TANK

COLLECTOR TANK
FLOAT VALVE
FLAME ARRESTER

LEGEND

FUEL FLOW TRANSMITTER BYPASS VALVE LOW FUEL LEVEL SENSOR

FLOW RESTRICTOR MAINTENANCE SHUTOFF VALVE FUEL LEVEL SENSOR

EMERGENCY SHUTOFF VALVE SHUTOFF VALVE T-HANDLE FLAP VALVE

LOW PRESSURE SWITCH BOOST PUMP NACA INTAKE

CHECK VALVE JET PUMP FLAME ARRESTER

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH FLOAT VALVE

DRAIN VALVE FUELING ADAPTER DEFUELING PORT

Figure 1-20.

1-49
T.O. 1T-KT1B-1
FUEL DISTRIBUTION SYSTEM
Fuel Flow
Fuel in tank is flowed to inboard by gravity due to
the dihedral angle of the main wing, but fuel,
which is not supplied by gravity, is transferred to
the collector tank by transfer jet pump to minimize
unused fuel in tank.
The collector tank is equipped with a flap valve,
which prevents fuel from flowing out of the
collector tank. Fuel in collector tank is pumped to
the main fuel delivery pipe by the delivery jet
pump and delivered to the engine driven pump via
maintenance shutoff valve, fuel filter, acrobatic tank
and emergency shutoff valve.
The engine driven pump boosts fuel pressure to 44
psi, which is required by the engine, and provides
the pressurized fuel to drive four jet pumps inside
the tank. If the fuel pressure, boosted by the
engine driven pump, is low (1.5 to 2.5 psi), the low
pressure switch, which is installed on the acrobatic
tank, senses it and transmits signal to the boost
pump in collector tank to operate the boost pump.
Fuel filter is located between the fuel tank and the
acrobatic tank, and filters contaminations in the
fuel. If there are differences more than 45 psi
between the inlet and the outlet pressures due to
clogging of the fuel filter, F FILTER caution light
on the CWP illuminates, and for more than 6 psi,
the bypass valve is open to supply the fuel which
is not filtered to the engine.
The locations of fuel storage and distribution
systems components are shown in figure 1-21.
1-50
Engine Fuel System
Fuel is supplied from each collector tank to engine
driven pump by main delivery jet pump or boost
pump, and then it is flowed into the engine fuel
system by engine driven pump.
The residual fuel from the high pressure gear pump
and FCU built in engine, together with air and fuel
from the vent of acrobatic tank, is returned to
main fuel tank through return line. This return line
has a check valve to prevent backflow and a fuel
flow restrictor to control flow rate being returned.
Fuel Supply Control
Before starting engine, it is recommended to
position the BOOST PUMP switches to ON to
operate fuel system normally. At this time, verify
that the L BOOST and R BOOST advisory lights
on CWP illuminate. When engine driven pump
operates after engine start, position the BOOST
PUMP switches to NORM and verify that the L
BOOST and R BOOST advisory lights go out.
If starting without positioning the BOOST PUMP
switches to ON, the left and right boost pumps
operate automatically when the PCL is selected to
GND IDLE position. After starting, depress AUTO
RESET button to stop the operation of the pumps.
To shut off the fuel supply manually, place PCL to
CUT-OFF position, or in abnormal situation such as
engine flameout, pull out the emergency shutoff
valve T-handle to operate emergency shutoff valve.
If shutting off the fuel supply using the T-handle,
hydraulic system and ECS are shut off
simultaneously.

Boost Pump
The boost pump, which is installed in the main
fuel tank, is located on the bottom of individual
collector tanks and is driven by 28 V DC, and
supplies the fuel of suitable pressure to the engine.
The boost pump is operated automatically by the
signal of the low-pressure switch which is installed
at the outlet of the acrobatic tank. This boost
pump is also operated manually by positioning the
BOOST PUMP switch to ON. Pressing the AUTO
RESET button when the boost pump operates
automatically stops the operation of the boost
pump.
T.O. 1T-KT1B-1
Jet Pump
The jet pump is installed in the fuel tank and
consists of the delivery jet pump and the transfer
jet pump. Pressure boosted by the engine driven
pump is delivered through the motive line, and this
pressure is used to drive the jet pump.
The delivery jet pump supplies the fuel in the
collector tank to the engine driven pump via the
upper side of pipe of large diameter which is
designed in a way that the motive flow of the
high pressure can suck the fuel, and the transfer
jet pump supplies the fuel in the main fuel tank to
the collector tank via the upper side of pipe of
large diameter which is designed in a way that the
motive flow of the high pressure can suck the fuel.
1-51
T.O. 1T-KT1B-1

Fuel Storage and Distribution

DRAIN VALVE

FUEL TANK(RIGHT)
REFUELING ADAPTER

FLAME ARRESTER

FUEL LEVEL
SENSOR No.3
FUEL LEVEL
CHECK VALVE SENSOR No.2
LOW FUEL LEVEL SENSOR No.4
PRESSURE
SWITCH NACA
INTAKE

ACROBATIC TANK TRANSFER JET PUMP

BOOST PUMP
CHECK VALVE

FUEL FILTER
LOW FUEL
DEFUELING PORT LEVEL SENSOR
EMERGENCY
SHUTOFF VALVE

DETAIL A
FUEL LEVEL
SENSOR No.1
TRANSFER JET PUMP A

TRANSFER FUEL
MOTIVE FLOW TO COLLECTOR TANK

FUEL IN
FUEL TANK

Figure 1-21.

1-52

FUEL INDICATING SYSTEM
The location of the fuel system controls and
indicators is shown in figure 1-22 and brief
descriptions are provided in the following table. The
major components of fuel indicating system are
described below in detail.
Fuel Quantity Indicator
The fuel amount of each fuel tank measured by
eight probe type sensors installed on the left and
right wings (four to each side) is displayed with
bar graph formation on the EEI by the fuel
contents measuring system (FCMS), and the total
fuel amount is indicated in number at lower center
between the bar graphs.
There are four scale marks on left and right bar
graphs which are divided into quarters. There are
no detailed scale marks on each bar graph, but 17
sections on bar graph can indicate the fuel amount;
one section equals to 30 pounds.
The probe type sensors detect electrically the
relative change of fuel and air between two
electrodes inside of the detector to measure the
residual fuel amounts.
Fuel Flow and Fuel Used Indicators
The Fuel Flow indicator is changed according to
the PCL movement and is indicated in
PPH(lbs/hr). The Fuel Used indicator indicates the
total fuel used by summing the fuel flow, and is
indicated in lbs. The Fuel Used indicator does not
operate or indicates incorrect data if the Fuel Flow
indicator does not operate.
T.O. 1T-KT1B-1
NOTE
When the Fuel Used indicator displays
FAIL, reset the indicator by pushing
the R button in the front cockpit. At
this time, the Fuel Used indicator
indicates zero (0) and displays only the
fuel used after resetting.
Fuel Level Balancing
The unbalanced fuel level of left and right fuel
tanks can be balanced by transferring the fuel from
one side of fuel tank to the other side. For
balancing the fuel level, the boost pump shall be
operated until the fuel level on the FUEL QTY
indicator becomes balanced for the left and right
level. At this time, the fuel amount on FUEL
QTY indicator shall be closely observed not to be
transferred excessively to one side of the fuel tank.
NOTE
When the fuel quantity in the left and
right fuel tanks is checked for
balancing, the aircraft shall be kept
attitude in horizontal and speed in
constant for ensuring the accurate
measurement.
Fuel System Warning
If operating the boost pumps in left and right fuel
tanks, or the boost pumps are operated
automatically, the L BOOST and R BOOST
advisory lights on CWP will be turned on. The F
PRESS warning light on CWP is turned on when
the pressure at the acrobatic tank outlet is less
than 2.00.5 psi, and turned off when the pressure
is more than 3.5 psi.
Change 1 1-53
T.O. 1T-KT1B-1
If the pressure in the fuel system is dropped down
caused by a failure of the engine driven pump, the
F PRESS warning light is turned on, and the right
and left boost pumps are operated automatically to
recover the pressure in the system to normal
condition, and if the pressure is recovered, then the
F PRESS warning light will be extinguished. At
this time, push the AUTO RESET button in order
to stop the boost pump. If the engine driven pump
has a serious problem not temporary, the boost
pumps will be reoperated simultaneously.
If the remaining fuel quantity in the each fuel tank
is less than 20% (approx. 80 to 100 pounds), the
LH FUEL and the RH FUEL caution lights on
CWP which indicate the low level will be turn on
after approx. 20 second.
The normal operation of the FCMS can be checked
using FCMS switch which is mounted on the right
side switch panel. When the operation of FCMS is
abnormal, F QTY caution light illuminates.
When the switch is positioned to LLW, LH FUEL
and RH FUEL caution lights on CWP illuminate
1-54
after 20 seconds passed, and both bar graphs in
FUEL QTY indicator on EEI flash in red
continuously. When switch is returned to neutral
position, the LH FUEL and RH FUEL caution
lights are extinguished, and both bar graphs are
returned in blue.
When the switch is positioned to BIT and then
released, both bar graphs in FUEL QTY indicator
flash one time with full fuel state, and then 8888
and FAIL are indicated in sequence in the
TOTAL quantity indicator. If any fault is detected,
error code(s) are indicated in sequence and total F
QTY is indicated, if no fault is detected, total F
QTY is indicated directly. At the same time, F
QTY caution light on CWP flashes. It is
extinguished if there is no error. However, it
illuminates if there is any fault detected.
When the differential pressure between the inlet
and the outlet is more than 45 psi, the F
FILTER caution light illuminates to show that the
fuel filter is clogged. When the differential pressure
is more than 6 psi, the bypass valve is operated to
prevent from the stop of the fuel feed.
 T.O. 1T-KT1B-1

Fuel System Controls and Indicators

5
4

EEI
7 6
LEFT CONSOLE
SWITCH PANEL 3 2

8 9
1

15
10

11
POWER CONTROL QUADRANT

RIGHT SIDE
SWITCH PANEL
CWP
14 13 12
1. POWER CONTROL LEVER 9. F PRESS WARNING LIGHT
2. AUTO RESET BUTTON 10. F QTY CAUTION LIGHT
3. L/H AND R/H BOOST PUMP SWITCH 11. RH FUEL CAUTION LIGHT
4. FUEL USED INDICATOR 12. LH FUEL CAUTION LIGHT
5. FUEL FLOW INDICATOR 13. R BOOST ADVISORY LIGHT
6. FUEL QTY INDICATOR 14. L BOOST ADVISORY LIGHT
7. R BUTTON 15. FCMS SWITCH
8. F FILTER CAUTION LIGHT

Figure 1-22. (Sheet 1)

1-55
T.O. 1T-KT1B-1
Fuel System Controls and Indicators
No. Control/Indicator
1 Power Control Lever
2 AUTO RESET Button
3 L/H and R/H BOOST
PUMP Switch
4 FUEL USED Indicator
5 FUEL FLOW Indicator
6 FUEL QTY Indicator
7 R Button
8 F FILTER Caution Light
9 F PRESS Warning Light
10 F QTY Caution Light
11 RH FUEL Caution Light
12 LH FUEL Caution Light
1-56
Position/Indication Function
CUT-OFF to Controls fuel flow by moving the PCL forward or
MAX backward.
Push When the boost pump operates automatically, pressing
the AUTO RESET button will stop the pump.
NORM Normally, Boost pumps are not operated. If the fuel pressure
drops below 2.00.5 psi, pump operates automatically.
ON Operates the fuel tank boost pump.
Visual Displays the used amount of total fuel in pounds by
integrating the fuel flow rate.
Visual Displays fuel level flowed into the engine in pounds.
Visual Displays the remaining fuel quantity in the right and
left fuel tanks as a digital bar graph and a numeric
symbol (Range : 01,200 LBS).
Push Resets the FUEL USED indicators of EEIs in both
cockpits to zero.
NOTE
The R button located on the front cockpit EEI 1
or EEI 2 on which FUEL USED indicator is
displayed, only can be activated.
Turn on (Amber) Fuel filter is clogged.
Turn on (Red) The fuel pressure drops below 2.00.5 psi
Turn on (Amber) FCMS fails
Turn on (Amber) Fuel level in the left and right fuel tanks falls below 20%
(approx. 80 to 100 pounds) of total capacity respectively.
In case that a maneuvering such as an inverted flight is
continued for 27 to 28 seconds, LH FUEL and RH
FUEL caution lights may illuminate. If the caution lights
are not extinguished even when the aircraft is in the
normal flight, it can be considered as a failure of FCMS.
Figure 1-22. (Sheet 2)
 T.O. 1T-KT1B-1

Fuel System Controls and Indicators

No. Control/Indicator Position/Indication Function
13 R BOOST Advisory Light Turn on (Green) Boost pump in right fuel tank is operating

14 L BOOST Advisory Light Turn on (Green) Boost pump in left fuel tank is operating

15 FCMS Switch LLW Checks the low level warning system of the FCMS.

BIT Performs the built-in test for the FCMS.

Figure 1-22. (Sheet 3)

1-57
T.O. 1T-KT1B-1
ELECTRICAL SYSTEM
GENERAL
28 Vdc is a primary source of electrical power of the
aircraft. It is supplied by the generator, which is driven
during engine start.
The power required for engine start is also supplied
from an external power or if necessary, from a battery,
which is a standby power source used as an
emergency power when the generator fails.
NOTE
The starter-generator operates as the
starter in starting, and in case Ng is more
than 50% rpm, operates as the generator.
This transition can be taken by the
START switch.
POWER SUPPLY
The power supply consists of a generator, a main
battery, a secondary battery, and an external power
unit. The schematic of power supply is shown in
figure 1-23, and location and function of warning lights
and switches for the power supply are shown in figure
1-24.
Generator
The starter-generator, which is installed in the engine
mount accessory gear box, provides 9 KW, 300 A by
the engine accelerated over the cut-in speed
(approximately 18,765 rpm / 50% Ng rpm) and
selection of the GEN switch in front or rear cockpit
either.
The generator control unit (GCU) connected to the
generator provides functions of voltage regulating,
circuit protection such as over-voltage, low-voltage,
overload, ground-fault, reverse-current, reverse-polarity,
and generator speed sensing. Through these functions,
the GCU controls the generator to supply constant
power.
1-58
An over-voltage protection function of GCU can be
tested by selecting GCU TEST switch to OV position
and the generator ground-fault protection function can
be tested by selecting GCU TEST switch to TRIP
position.
If selecting the switch to OV or TRIP position, the
generator loses its functions because its current
generating function is isolated. The GEN switch is
used as the main power cut-off switch. Selecting the
GEN switch to OFF may cut off completely the
power of the generator. If the generator loses its
functions during normal operation, GEN warning light
illuminates on CWP.
NOTE
If the START switch is turned ON
while the generator system is operating
normally, the function of generator is
lost and GEN warning light and
MASTER warning light illuminate.
A temporary trip of GCU may occur
due to environmental factors such as
temperature, humidity, vibration,
electromagnetic wave etc, and causes
illumination of GEN warning light and
MASTER warning light.
Battery
The battery, which has a capacity of 25 V DC, 40
AH, can be used as an auxiliary power source for
engine start and provides the power to the essential
buses for at least 30 minutes with non-essential
equipment isolated in case of generator failure.
BATT switch is located on the right switch panel of
the instrument panel in the front and rear cockpits.
When the BATT switch is not activated, BATT OFF
caution light on CWP illuminates. In case that the
main battery is over-charged and overheated above 63
3 , the BATT HOT caution light and the BATT
OFF caution light on CWP illuminate and the battery
power is shut down automatically to prevent damage
to the battery. The BATT HOT caution light and the

BATT OFF caution light will be extinguished
automatically when the main battery temperature
decreases below 523 . However, the battery power
which is shut down automatically can be recovered by
positioning the BATT switch to OVRD in emergency
situations.
Using the battery power with the BATT
switch positioned to OVRD when the
BATT HOT caution light illuminates may
result in the overheat condition, which
may cause the rapid exhaustion of battery
power, and a fire due to the continuous
operation.
External Power
On the ground, the electrical system of the aircraft can
be also operated by external power without using
battery or generator for engine start or aircraft
maintenance. GPU caution light on CWP illuminates to
indicate that the external power supply is connected to
the aircraft.
Even when the mode is converted to the generator
mode after engine start, the external power is supplied
together with the generator unless the external power
unit is disconnected from the external power receptacle.
ELECTRICAL POWER DISTRIBUTION
The electrical power distribution system distributes the
power, supplied from the power supply unit, to each
required load within aircraft via battery bus and
generator bus. It consists of two buses and circuit
breakers for overload protection.
Once system circuit is overloaded, the relevant system
circuit breaker is tripped. In that case, it is
recommended to operate normally the system by
depressing the circuit breaker after 2 to 3 minutes for
cooling down.
T.O. 1T-KT1B-1
If circuit breaker is tripped again, do not
depress it to prevent a fire due to an
overload.
The generator supplies the power to the generator bus,
and the battery bus. In the case of the generator
failure, the power to the generator bus via the bus
relay is shut down, and the power for the battery bus
is supplied from the battery. In case that BATT
switch is set to ON, power supply or generator
operation, power is supplied to the battery bus.
The functions of the circuit breaker, connected to the
battery bus and the generator bus, and the symptoms
as popped up are shown in the circuit break functional
chart for individual buses.
POWER SUPPLY OPERATION
For normal operation of electrical system on the
ground, connect external power to start engine with
the BATT switch positioned to OFF and the GEN
switch to ON, and when the engine is stabilized at
minimum ground idle, disconnect external power and
position the BATT switches to ON to place the
battery to charge mode.
To check the over-voltage protection function and the
ground-fault protection function of GCU during the
before taxiing check, select GCU TEST switch to OV
and TRIP positions respectively and verify the system
operates properly by checking that the GEN warning
light on CWP illuminates. Position the GEN switch to
RESET and then to ON to restore the function of
generator.
In case of the loss of normal generator function due to
over-voltage or overload during flight, the GEN
warning light illuminates and the power is
automatically supplied from the battery to the system
which is connected to the battery bus only. This
battery can supply electrical power to essential load
system for at least 30 minutes for safety return of
aircraft.
1-59
T.O. 1T-KT1B-1

Electrical System Schematic

BATTERY + + STARTER/
_
(40AH) _ GENERATOR
START
BATT RLY (9KW)
BATT (1A)
HOT
SENSOR OVRD BATT
RLY

ON START RLY
CONTROL

GEN RLY
BATT OFF CONTROL
SW(F)
BATT HOT BATT
WARNING OVRD HOT GEN
RLY OUTPUT

ON START
ON

BATT OFF GCU

WARNING GEN OFF (10A)
BATT OFF
RLY START SW(F)
SW(R)
ON

EXTERNAL
OFF
POWER START SW(R)
RECEPTACLE

ON

OFF

RESET
GENERATOR
ON
GPU WARN GPU CONTROL
RLY OFF
GEN UNIT
SW(F) RESET
TRIP

OV
GCU
TEST
SW(F) ON

OFF

RESET
ON
OFF
GEN
SW(R) RESET
TRIP

OV
GCU
START(1A) TEST
SW(R)

GEN(1A)

SENSE(1A)
28VDC FR BATT-BUS
BUS
100A

28VDC RE BATT-BUS 28VDC FR GEN-BUS 1

20A 60A

GEN Warn 28VDC RE GEN-BUS 1

20A

DC BUS
RLY
28VDC FR GEN-BUS 2
60A

28VDC RE GEN-BUS 2
20A

Figure 1-23.

1-60
 T.O. 1T-KT1B-1

Circuit Breakers - Classified by Bus

System Battery Bus Generator Bus

Warning System WARNING SHAKER (pedal shake)

Anti-icing System PITO HTR P DEICE

AOA HTR

Flight Control System E-FLAP FLAP

TRIM TRIM IND
S/B

Ejection System SEAT/RUD

(ejection seat/pedal adjustment unit)

Oxygen System OXYGEN

Engine/Fuel System ENG IND ELU M-OVRD (manual override)

F-QTY PCL L-BOOST
IGN R-BOOST

Hydraulic/Landing System HYD E-HYD

L/G L/G IND
NWS HYD IND

Electrical System BATT GCU

Lighting System INST LT NAV FLOOD

CONSL LT UTILITY STRB LT (strobe light)
L-LDG (left landing/taxi light)
R-LDG (right landing/taxi light)

Communication/Navigation/ E-CCS CCS UHF

Flight Instrument System VHF STBY ATT ELT
ACP HSI (EHSI) R-ALT
ADI (EADI) ATC ADF
AHRS VHF CNTL
MACH DME
ALT VOR/ILS

Fire Detection System FIRE (overheat and fire)

Environment System ECS

The circuit breaker panels as overvoltage protection unit are located on the left console in both cockpits, and
the locations of circuit breakers for each system are shown in figure 1-24.

1-61
T.O. 1T-KT1B-1

Electrical System Controls and Displays

3 4

2
5 7
1

CWP
RIGHT SWITCH PANEL

FRONT
COCKPIT

CIRCUIT BREAKER PANEL

1. GPU CAUTION LIGHT 5. GEN SWITCH

2. BATT OFF CAUTION LIGHT 6. GCU TEST SWITCH
3. BATT HOT CAUTION LIGHT 7. BATT SWITCH
4. GEN WARNING LIGHT

Figure 1-24. (Sheet 1)

1-62 Change 1
 T.O. 1T-KT1B-1

Electrical System Controls and Displays

BATTERY BAY
REAR
COCKPIT

CIRCUIT BREAKER PANEL

8. MAINTENANCE RECEPTACLE MAIN CB PANEL

Figure 1-24. (Sheet 2)

Change 1 1-63
T.O. 1T-KT1B-1
Electrical System Controls and Displays
No. Control/Indicator
1 CPU Caution Light
2 BATT OFF Caution Light
3 BATT HOT Caution Light
4 GEN Warning Light
5 GEN Switch
6. GCU TEST Switch
7 BATT Switch
8 Maintenance Receptacle
1-64
Position/Indication Function
Visual (Amber) External power is being used.
Visual (Amber) Turns on in cases of the BATT 1 switch OFF, battery
relay failure, and auto shut-down by battery overheat.
Visual (Amber) Turns on when the main battery temperature increases
above 633 .
Visual (Red) Turns on when generator power is not supplied to
battery bus due to generator and bus relay failures.
ON Generator is operated normally.
OFF Generator is not operated.
RESET Generator is initialized to the normal mode.
TRIP Tests the generator ground-fault protection function of
the GCU.
OFF Test switch is inoperative.
OV Tests the over voltage protection function of GCU.
NOTE
If the generator fails or generator loses its function as
the GCU TEST switch is positioned to TRIP or OV,
the GEN warning light on CWP illuminates. At this
time, if positioning the GEN switch to RESET and
then ON, the GEN warning light is extinguished and
the function of the generator is recovered.
OVRD Returns the battery system in force which has been
shut down automatically.
ON Battery operates.
OFF Battery is inoperative.
- Checks for the voltage provided to internal buses in
circuit breaker panel on the front and rear cockpits.
Figure 1-24. (Sheet 3)
 T.O. 1T-KT1B-1

HYDRAULIC SYSTEM The hydraulic system consists of an hydraulic

GENERAL
Refer to figure 1-25. The hydraulic system drives the
landing gear, speed brake, and flaps by hydraulic
pump, operated simultaneously with compressor of
engine, and has a function that engages the nose
wheel steering to the rudder pedal.
pump driven by engine, power pack, selector
manifold, emergency shutoff valve and sampling
valve, and includes an emergency accumulator
package operated in emergency. Refer to figure 1-26
for hydraulic schematic diagram.
Location and function of indicators and handle are
Shown in figure 1-27.

Hydraulic System Schematic

EMERGENCY
ACCUMULATOR

SPEED BRAKE
ACTUATOR
MLG ACTUATOR

SELECTOR
EMERGENCY MANIFOLD
LANDING GEAR
T-HANDLE
MLG DOOR
ACTUATOR

SAMPLING VALVE

EMERGENCY
PRESSURE
GAUGE ASSEMBLY

HYDRAULIC FLAP ACTUATOR

PUMP

MLG DOOR
ACTUATOR

EMERGENCY MLG ACTUATOR

SHUTOFF VALVE
STEERING SELECTOR
MANIFOLD
NLG ACTUATOR
POWER PACK ASSEMBLY

D
FW

Figure 1-25.

1-65
T.O. 1T-KT1B-1
HYDRAULIC SUPPLY
The variable capacity piston pump, whose output
pressure is rated at 3,000 psi, is operated with
engine simultaneously to transfer high pressure
hydraulic fluid to the power pack.
The hydraulic pressure transferred to the power
pack is transferred to individual systems through
the selector manifold via the check valve, the high
pressure filter, the system selector valve. The
hydraulic fluid (3,000 psi) branched to the reservoir
via the high pressure filter pressurizes the piston in
reservoir. As the area ratio of piston in the
reservoir is 601, the hydraulic pressure in reservoir
is depressurized to approximately 50 psi. The
depressurized hydraulic fluid is delivered to the
pump to increase the suction efficiency of the
pump and avoid cavitation.
The pressure line of the system is equipped with
the high pressure relief valve. When the pressure
exceeds 3,550 to 3,700 psi, the valve is opened to
keep the system pressure constant by returning the
hydraulic fluid to the reservoir.
When the system pressure drops below 1,850 to
2,200 psi, the pressure switch senses a system
failure, after 2 seconds, the system selector valve is
closed to shut down the hydraulic fluid flow to the
selector manifold. And HYD PRESS warning light
on CWP illuminates. The system selector valve is
opened and the HYD PRESS warning light on
CWP extinguishes when the system pressure is
recovered over 2,200 to 2,400 psi.
A time delay unit is located between pressure
switch and the system selector valve. If the circuit
is tripped as the pressure is dropped below 1,850 to
1-66
2,200 psi, it prevents intermittent operation of the
system selector valve spool and undesired
illumination of HYD PRESS warning light by
supplying power to solenoid of system selector valve
for 2 seconds, which provides time for pump to
recover the system operation pressure over 2,200 to
2,400 psi.
A sampling valve is attached to the system return
line to check the hydraulic fluid for contamination
at any time. And a low pressure relief valve is
installed in the return line of the power pack which
dumps excessive pressure when the pressure
exceeds 200 psi.
In addition, a low pressure filter is equipped to
keep the hydraulic fluid in return line clean, and
when the pressure difference caused by filter
clogging exceeds 12 to 18 psi, the bypass valve is
opened to allow the unfiltered fluid to flow into the
reservoir.
The selector manifold consists of five selector
valves which are operated by six solenoids and
controls a path for the high-pressure fluid, passed
from the system selector valve to each actuator.
Each selector valve controls an oil path for flap
operation, landing gears/inboard doors and speed
brake operations, and nose wheel steering
connection is controlled by the independent steering
selector manifold.
When operating the emergency shutoff T-handle
due to an engine fire on ground or in flight, the
hydraulic fluid supply is shut off, and the fuel and
environment control systems are also shut off
simultaneously.
 T.O. 1T-KT1B-1

Hydraulic System Schematic

PRESSURE LINE CHECK VALVE

EMERGENCY SHUTOFF VALVE
T-HANDLE RETURN LINE EMERGENCY LINE
HYD
PUMP
SELECTED LINE

EMG SHUTOFF VALVE

B
50 psi 3,000 psi

GROUND CONNECTION
(PRESSURE)
HIGH PRESSURE
FILTER 3000 PSI

LOW PRESSURE
SAMPLING PRESSURE HYDRAULIC PRESSURE
SWITCH HYD PRESS E HYD
VALVE FILTER INDICATOR
PRESSURE
RELIEF
LOW VALVE
TIME
PRESSURE DELAY
RELIEF VALVE UNIT
SYSTEM
SELECTOR VALVE

HYDRAULIC
NWS PRESSURE
MANIFOLD TRANSMITTER
NWS

MAINWHEEL MAINWHEEL
DOOR DOOR
ACTUATOR ACTUATOR SOL. VALVE
N2 PRESSURE
(RIGHT) (LEFT) TRANSMITTER

N2
HYDRAULIC
3,000 psi
HYD
1 2

0 3
PRESSURE
PSI
1000
INDICATOR
UP MANUAL DUMP
VALVE
MAINWHEEL MAINWHEEL NOSEWHEEL EMERGENCY
ACTUATOR ACTUATOR ACTUATOR SOL. VALVE ACCUMULATOR
(RIGHT) (LEFT)
DUMP T-HANDLE

EMG. L/G
VALVE EMERGENCY L/G T-HANDLE

PRESSURE
RELIEF
VALVE
SPEED BRAKE
SOL. VALVE
ACTUATOR

- UP

- TO

EMG. FLAP
VALVE - LD

SOL. VALVE
FLAP CONTROL LEVER

EMERGENCY ACCUMULATOR

FLAP
SOL. VALVE
ACTUATOR

SELECTOR MANIFOLD

Figure 1-26.

1-67
T.O. 1T-KT1B-1
HYDRAULIC SYSTEM DISPLAY AND
WARNING
Hydraulic Pressure Display
The hydraulic pressure is displayed on the hydraulic
pressure indicator on instrument panel in the both
cockpits by receiving the signal from the hydraulic
pressure transmitter. The range of display is 0 to
4,000 psi.
Hydraulic Pressure Warning
If a time more than 2 seconds is passed by with
the pressure dropped below 1,850 to 2,200 psi, the
power provided to a solenoid of the system selector
valve is shut off, resulting that the system selector
valve is closed, and the HYD PRESS warning light
on CWP illuminates. When the system pressure is
recovered over 2,200 to 2,400 psi, the system
selector valve is opened and the HYD PRESS
warning light extinguishes simultaneously.
A pressure transmitter is installed in the emergency
accumulator to allow the nitrogen gas pressure to
be indicated on the emergency hydraulic pressure
indicator. If the emergency hydraulic pressure drops
below 2,840 psi, the E HYD warning light on CWP
illuminates.
EMERGENCY HYDRAULIC SYSTEM
Emergency hydraulic system supplies the
emergency hydraulic pressure for allowing the
landing gears and flaps to be extended one time in
the event of the hydraulic system failure.
The emergency accumulator is equipped with a
piston, which is charged with nitrogen gas of 2,000
psi in one side. When the hydraulic pump is
operated, the hydraulic pressure of 3,000 psi is
stored in accumulator, and the check valve keeps
this pressure in case that the pump fails or leaks.
The failure of the main hydraulic system is
indicated by the illumination of the HYD PRESS
warning light. If the main hydraulic system fails or
the engine stops, the landing gear system can be
extended for landing by pulling out the emergency
landing gear T-handle.
1-68
To obtain the emergency flap operation, flap can
be operated with residual hydraulic pressure by
operating the flap control lever after the landing
gear is extended.
Emergency Hydraulic Pressure Indicator
Emergency hydraulic pressure indicator is located
on the emergency pressure gauge assembly in the
hydraulic compartment. This display receives a
signal from the pressure transmitter installed to the
emergency accumulator, and displays the
emergency accumulator pressure. The range of
display is 0 to 3,200 psi.
Emergency Landing Gear T-Handle
Emergency landing gear T-handle is located at the
left side of the front cockpit instrument panel. To
obtain the emergency operation of the landing gear,
pushing a button on the emergency landing gear T-
handle and pulling the T-handle can obtain the
emergency operation of landing gears. If pulling the
emergency landing gear T-handle, the emergency
landing gear valve is opened to form the oil passage,
the MLG inboard door and the landing gear are
operated one time by the hydraulic fluid of high
pressure (3,000 psi) compressed in the emergency
accumulator, and at this condition, the flap actuator is
actuated one time only when the flap control lever is
positioned to LD.
The emergency landing gear T-handle can be
locked by rotating 90 degrees with the handle
pulled. Once pulling the T-handle until landing
gears are extended and downlocked, the
downlocked state is maintained by a check valve in
the emergency accumulator regardless of the handle
position. However, it is recommended to lock the
T-handle with pulled state since it is difficult to
check the accurate downlock condition of the
landing gear in the cockpit.
NOTE
Flap operation using the emergency
hydraulic pressure is allowable only
when the landing gear is downlocked
state.
 T.O. 1T-KT1B-1

Position of hydraulic system instrument and handle

2 3

N2
HYD
1 2

0 3
PSI
1000

1. EMERGENCY LANDING GEAR T-HANDLE

2. HYD PRESS WARNING LIGHT
3. E HYD WARNING LIGHT
4. EMERGENCY HYDRAULIC PRESSURE INDICATOR
5. HYDRAULIC PRESSURE INDICATOR

No. Control/Indicator Position/Indication Function

1 Emergency Landing BTN Push, Pull & Rotate Operates the landing gear, the landing gear
Gear T-Handle inboard door, and flap one time in emergency.
2 HYD PRESS Visual (Red) Illuminates when the pressure is less than 1,850
Warning Light to 2,200 psi for 2 seconds or more.
3 E HYD Warning Light Visual (Red) Illuminates when the gas pressure of the emergency
accumulator drops below 2,840 psi.
4 Emergency Hydraulic Visual Indicates the gas pressure of the emergency
Pressure Indicator accumulator.
5 Hydraulic Pressure Visual Indicates the hydraulic system pressure.
Indicator

Figure 1-27.

1-69
T.O. 1T-KT1B-1
LANDING GEAR SYSTEM
GENERAL
The landing gear is operated by hydraulic power
and controlled electrically. It is a tricycle type
arrangement with retractable main and nose
landing gears. The main landing gear retracted
inboard has brake system, which is operated by the
independent hydraulic pressure, and the nose
landing gear retracted backward is equipped with a
steering system.
When the hydraulic system fails, the landing gear
is extended by the emergency hydraulic system,
which is operated by pulling out the emergency
landing gear T-handle.
Location and function of indicators and switches of
the landing gears and the steering system are
shown in figure 1-28.
MAIN LANDING GEAR (MLG)
The main landing gears, which are operated by the
hydraulic pressure, are installed to the MLG wheel
bay, and consist of the MLG strut assembly of
telescopic shock absorber strut type, the side stay
for retraction/extension of the landing gear, and the
MLG actuator. The inside structure of MLG strut
is divided into the air chamber acting as a spring,
and the oil chamber acting as a damper to absorb
the shock load efficiently in landing and taxiing.
The side stay is structured with the high-strength
aluminum. The MLG actuator, located between the
main wing structure and the side stay, operates the
side stay assembly to retract or extend the MLG
strut.
The main landing gear is equipped with three
microswitches for controlling the operation sequence
and sensing the abnormal conditions of the MLG.
The MLG uplock sensing microswitch of a non-
1-70
contact proximity sensing type is installed to the
hook assembly mounted on the wing structure, and
the MLG downlock sensing microswitch is installed
in the MLG actuator.
The Weight on wheel (WOW) microswitches,
located on MLG, provide information that aircraft is
in flight after take-off by being opened
mechanically by extension of the MLG strut.
NOSE LANDING GEAR (NLG)
The nose landing gear, which are operated by the
hydraulic pressure, is installed to the NLG wheel
bay, absorbs the shock load in landing, consists of
the NLG strut assembly which can be rotated to
right and left directions, the shimmy damper,
installed to the NLG strut, to avoid shimmy
phenomenon in the high-speed taxiing, the drag
stay assembly for the landing gear operation, and
the NLG actuator.
The NLG strut assembly has a similar shape to the
MLG strut assembly in structure. The NLG
actuator, installed between the forward fuselage
structure and the NLG strut assembly, operates the
drag stay assembly to retract or extend the NLG
strut. Since the NLG door is engaged mechanically
to the NLG, it is open when the landing gear is
extended, and closed when it is retracted.
The NLG is also equipped with three microswitches.
Those are installed to similar position to the MLG,
functioning identical to those for MLG. Unlike the
MLG uplock sensing microswitch, the NLG uplock
sensing microswitch is contact type. The front side
of the NLG strut is equipped with the shimmy
damper, and its principle purpose is to prevent from
sudden abnormal shimmy phenomenon in the high
speed taxiing, and it is also helpful to proper
operation of the NLG steering by providing the
suitable damping force in the heading change on
the ground.

C The bunge spring is installed left side of the NLG
steering mechanism inside of the wheel wall, and to
align and keep the NLG in centered position when
the NWS is not being used and the NLG lifted off
from the ground. It prevents the NLG stuck in the
wheel box during gear retraction and stable directional
control after nose gear down to the runway before the
NWS engaged during landing roll due to gear is not
in the centered position (POOR ARRANGEMENT).
LANDING GEAR OPERATION
Refer to figure 1-26. When moving the landing
gear handle in the cockpit to LG UP position for
retracting the landing gear, the MLG inboard door
actuators are extended, the MLG inboard doors are
opened, and then the NLG and the MLG actuators
are actuated, the landing gears are retracted, and
the MLG inboard door actuator is retracted, and
then the inboard doors are closed.
When the landing gears are retracted fully, as those
are mechanically uplocked by the hook assembly, the
MLG inboard doors are uplocked by the locks in the
actuators. On the contrary, when the landing gear
handle is moved to LG DOWN position, the inboard
doors are opened, and the nose and the main landing
gears are extended and downlocked. At this time,
the landing gear position indicators illuminate, and if
the LDG LT switch is in ON position, landing/taxi
light is extruded outward and illuminates and the
inboard doors are closed simultaneously.
Illumination of the landing gear position indicators
means the landing gear is downlocked, and
illumination of the warning light on the landing
gear handle means the MLG inboard doors are
opened, not closed completely.
NOTE
When the NLG is downlocking, the pilot
can feel that the NLG operates with
two steps due to the mechanical effects
and the changes to actuating force of an
actuator, and at the moment, the shock
sound can be generated.
T.O. 1T-KT1B-1
During landing, the pilot can recognize the three
landing gears are downlocked normally and the
doors are closed fully by checking that the L/G
position indicators illuminate and the red warning
light on L/G handle is extinguished.
When setting the handle to LG UP position, pilot
also can recognize that three landing gears are
uplocked normally and the doors are closed fully by
checking that both position indicators and the red
warning light on L/G handle are extinguished. It
takes approximately 102 seconds to extend or
retract the landing gear.
The landing gear position indicators and
the red warning light on the landing
gear handle are designed to become
dim gradually with regular level when
the INST knob in either the front
cockpit or the rear cockpit is positioned
to ON. Therefore, when the brightness
of the warning light is low during day
flight, firstly check that the INST knob
is positioned to ON, and if set to ON,
position it to OFF.
In addition, if the MLG inboard doors are opened
or inboard close sensing microswitch is damaged
during flight, the red warning light on the landing
gear illuminates, and if the landing gear is not
extended under the requirement of extension, the
warning light illuminates with the aural warning
toneLanding Gear.
Change 1 1-71
T.O. 1T-KT1B-1
LANDING GEAR UP PREVENTION
MECHANISM
The landing gear handle is not moved to LG UP
position when one of the left and right main
landing gears is contacted on the ground since the
solenoid lock is actuated in the landing gear handle
by the left and right WOW microswitches. During
flight, this solenoid lock is automatically released by
the left and right MLG WOW microswitches and
allows the landing gear handle to be moved to LG
UP.
If the landing gear handle is not moved
to LG UP position, do not try to move
the handle with excessive force and
check it on the ground after landing.
If the NLG WOW microswitch is
inoperative, the landing gear handle is
moved to LG UP position, but the
landing gears are not retracted.
EMERGENCY OPERATION OF
LANDING GEAR
Refer to figure 1-26. Be sure to operate the
emergency hydraulic system to extend the landing
gears in the event of engine shutdown, breakdown
of electrical system and failure of hydraulic pump.
If pulling emergency landing gear T-handle with
the T-handle depressed, the high hydraulic pressure
in emergency accumulator is supplied to landing
gear actuators, causing the landing gears to be
extended regardless of the position of the landing
gear handle. After the landing gears is fully
downlocked, Flap can be also operated with extra
pressure.
1-72
NOTE
When the landing gear is extended by
the operation of the emergency
hydraulic system, MLG inboard doors
remain open and landing gear red
warning light is not extinguished.
Therefore, pilot can recognize that the
NLG and the MLG are downlocked by
checking the illumination of the landing
gear position indicator.
NOSE WHEEL STEERING SYSTEM
Nose Wheel Steering system (NWS) is to steer the
heading of aircraft on ground. In a state that the
left main landing gear touches on ground (WOW
microswitch ON), if depressing the steering
selection button on the control stick, NWS is
connected with rudder pedal mechanically by
hydraulic pressure and rudder pedals are returned
to neutral position.
The maximum steering angle of NWS is 18
degrees to the left and right. The NWS indicator
on the instrument panel continues to illuminate
during pressing the steering selection button and
pilot can recognize that NWS is connected with
rudder pedal via illumination of NWS indicator.
NOTE
Since the nose wheel steering is
connected with rudder pedal by
hydraulic pressure, in the event of a
failure of the hydraulic system or the
electrical power system (in case of
landing by emergency operation of
landing gear), the nose wheel steering
does not operate. Therefore, pilot must
steer the heading by use of the rudder
in high speed and the wheel brake in
low speed.
 T.O. 1T-KT1B-1

Landing System and Nose Wheel Steering System Components Layout

MLG ACTUATOR
MLG ABSORBER
D
STRUT ASSEMBLY FW

SIDE STAY ASSEMBLY

MLG DOOR ACTUATOR

OUTBOARD
DOOR

NLG DOOR OPERATING UNIT

MLG WOW

INBOARD DOOR

MLG D
NLG ACTUATOR FW

DRAG STAY

NLG DOOR

NLG
SHIMMY
DAMPER

NLG ABSORBER
STRUT ASSEMBLY
NLG WOW

D
FW

Figure 1-28.

1-73
T.O. 1T-KT1B-1

Landing System Microswitches Functions

Switch Nomenclature Condition Description
NLG WOW Sensing ON No Function
Microswitch OFF No Function
Down Sensing ON The cooling fan of ECS is operated.
Microswitch
NOTE

The cooling fan is operated always except nose

landing gear is uplocked.
Left WOW Sensing ON Locks landing gear control handle in LG DN position.
MLG Microswitch NWS is operated.
OFF Provides warning information of landing system.
AOA system is operated.
Down Sensing ON LH landing/taxi light is operated with an angle
Microswitch of landing mode.
When the PCL is positioned to MAX, the ECS
stops for 6 seconds and then operates in LOW mode.
Right WOW Sensing ON Locks landing gear control handle in LG DN position
MLG Microswitch by operating
OFF No Function
Down Sensing ON RH landing/taxi light is operated with an angle of
Microswitch landing mode.

* WOW ON: Represents that wheels are loaded on ground

1-74
 T.O. 1T-KT1B-1

Landing Gear and NWS Controls and Indicators

1
2

A B

5
ISO
N
O
7 6 R
RESET

1. EMERGENCY LANDING GEAR T-HANDLE
2. NWS INDICATOR
3. STEERING SELECTION BUTTON
4. LDG LT SWITCH
5. HANDLE LIGHT TEST BUTTON
6. LANDING GEAR HANDLE & WARNING LIGHT
7. WARNING SILENCE BUTTON
8. L/G POSITION INDICATOR
9. RUDDER PEDAL

Figure 1-29. (Sheet 1)

Change 1 1-75
T.O. 1T-KT1B-1

Landing Gear and NWS Controls and Indicators

No. Control/Indicator
1 Emergency Landing Gear
T-Handle
2 NWS Indicator
3 Steering Selection Button
4 LDG LT Switch
5 HANDLE LIGHT
TEST Button
6 Landing Gear Handle &
Warning Light
7 WARNING SILENCE
Button
Position/Indication Function
BTN Push, Handle Landing gear is downlocked by the emergency
Pull & Rotate accumulator pressure.
Visual (Green) Indicates that the NWS is engaged with rudder pedal
by the hydraulic pressure.
Depress & Hold NWS is engaged with rudder pedal.
ON Landing/taxi light is turned on.
OFF Landing/taxi light is turned off.
Push Aural warningLanding Gearis generated through the
pilots headset, and the illumination of the red warning
light on landing gear handle means normal operation.
LG UP Landing gear is uplocked (102 seconds).
LG DN Landing gear is downlocked (102 seconds).
Warning light a. In case main landing gear inboard door is open in
ON condition state of the landing gear handle in LG UP or
(red) LG DOWN position.
b. In case landing gear is operated by emergency
hydraulic system.
c. When landing gear handle is in LG UP position,
the warning light and aural warning will be
generated simultaneously in case of the following
conditions:
Condition 1
True attitude: below 5,000100 ft
Speed: below 12010 KIAS
Engine power: less than 20 psi Tq
(Engine power can be increased or decreased
according to air temperature, however, it must
be 20 psi Minimum at the time of initial warning
generated).
Condition 2
Flap in LD position.
Depress Aural warning is eliminated but warning light is
maintained (for condition 1 only).

8 L/G Position Indicator
9 Rudder Pedal
NOTE
Aural warning may be eliminated by
resetting the MASTER warning light.
On (green) Green lights mean that the nose and main landing
gears are downlocked.
Push Aircraft direction control is possible when steering
selection button is depressed and held.

Figure 1-29. (Sheet 2)

1-76

WING FLAP SYSTEM
GENERAL
The split-type flaps (Figure 1-30), installed on left
and right sides of main wing, are operated by one
hydraulic actuator. The flap is selected to UP, TO
or LD position with the flap control lever, which is
electrically controlled, and the flap position is easily
identified through the flap position indicator.
FLAP OPERATION
The flap control levers in the front and rear
cockpits are engaged with each other, and the flaps
are operated by the solenoid valve driven by the
electrical signal of switch on the levers.
The extension angles of flap are 212 degrees for
TO position, and 43.52 degrees for LD position.
The flap position indicator displays the barber
pole( ) while the flap is operating.
It takes approx. 8 seconds to extend the flap from
UP position to LD position, and approx. 10 seconds
to retract it on the ground, and this time may
increase or decrease depending upon the wind
pressure during flight.
Flap Location and Type
RIGHT FLAP
LEFT FLAP
Figure 1-30.
T.O. 1T-KT1B-1
In case that the engine stops or the hydraulic
pump operates abnormally, use the emergency
hydraulic pressure to extend the flap, however, the
flap operation is possible in condition that the
landing gear is downlocked, and the extended flap
can not be retracted again.
In case that the flap operation is done
by the emergency hydraulic pressure,
the indicator may display the barber
pole due to wind pressure caused by
the airspeed and insufficiency of the
hydraulic pressure.
NOTE
Even though the flap control levers are
operated simultaneously when landing
gears are extended by emergency
hydraulic pressure, the flaps are
operated after the landing gears are
downlocked.
The location and function of the flap system
control and indicator are shown in figure 1-31.
SPLIT TYPE FLAP
1-77
T.O. 1T-KT1B-1

Flap System Control and Indicator

UP

1. FLAP POSITION INDICATOR

2. FLAP CONTROL LEVER

No. Control/Indicator Position/Indication Function

1 Flap Position Indicator UP Indicates flaps in UP position.
TO Indicates flaps in Take-Off position.
LAND Indicates flaps in Landing position.
Barber Pole( ) Temporarily displayed while flaps are operating.
May be displayed when the flaps are operated by
emergency Hydraulic pressure.
2 Flap Control Lever UP Flap is selected to UP position.
TO Flap is extended to Take-Off position
LD Flap is extended to Landing position

Figure 1-31.

1-78

SPEED BRAKE SYSTEM
GENERAL
The speed brake, which is operated by hydraulic
pressure, is located on the bottom of fuselage
between the right and left flaps, and controlled by
speed brake switch, attached on the right side of
PCL.
With the speed brake opened, the angle of
inclination from the bottom of fuselage is 70
degrees and the time taking for closing or opening
the speed brake is less then 2 seconds. This
operating time may differ depending upon the wind
pressure. When the speed brake is open, the S/B
indicators in the front and rear cockpit instrument
panels illuminate.
SPEED BRAKE OPERATION
Applying force on the side of speed
brake switch when operating it may
cause failure of the switch. Place the
thumb on the switch knob correctly to
operate it.
The speed brake switch is automatically maintained
in neutral position by spring load after it is
operated. If the switch is pulled forward, the speed
brake becomes closed condition (In), while the
speed brake becomes open condition (Out) if the
switch is pulled and held one step backward. When
the switch is released in this condition, the switch
is returned to neutral position by spring load and
the speed brake is closed automatically. If the
switch is fully pulled two steps backward and
released, the switch is returned to neutral position
and the speed brake becomes open condition. To
close the speed brake at this time, pull the switch
forward and then release.
T.O. 1T-KT1B-1
The speed brake can be operated at any speed
within the allowable operating limit. If the PCL is
selected to MAX position, the speed brake is not
operated, and is automatically closed even if the
speed brake has been opened.
Since override function is assigned on the rear
cockpit to avoid improper use of speed brake from
the front cockpit, the speed brake can be operated
in the rear cockpit regardless of position of the
front cockpit speed brake switch, but if the speed
brake switch is selected to open position in the rear
cockpit, the speed brakes can not be closed in the
front cockpit.
Since the elevator trim is linked with the speed
brake to minimize a change of pitch attitude of the
aircraft when the speed brake is opened or closed
in flight, the elevator trim is operated to the
direction of the aircraft heading down while speed
brake is being opened and is operated oppositely
while being closed.
NOTE
The speed brake and the elevator
trim are linked for 2 seconds when
the speed brake is opened, and for
1.5 seconds when it is closed.
Accordingly, if using the speed
brake repeatedly, the aircraft
heading is down gradually by the
elevator trim.
If the elevator trim is engaged by
the speed brake operation, It is not
operated while those are linked (2
seconds) even when using the
elevator trim button.
The location and function of the speed brake
system indicators and switches are shown in figure
1-32.
1-79
T.O. 1T-KT1B-1

Speed Brake System Controls and Indicator

2
3

In

Auto-In

1
Stay-Out

1. SPEED BRAKE SWITCH (FRONT/REAR)

2. S/B INDICATOR
3. S/B LINK SWITCH

No. Control/Indicator Position/Indication Function

1 Speed Brake Switch
In Speed brake is closed.
Neutral Returned position after switch actuation (spring loaded)
Pull to 1st Detent Momentarily opens the speed brake while pulling and
then it is returned to up position when releasing.
Pull to 2st Detent Returns the speed brake to closed position, and speed
brake is open fully and locked.

2 S/B Indicator
3 S/B LINK Switch
NOTE
The speed brake switch in the rear cockpit has override function
for the switch in the front cockpit.
Visual (Green) Indicates speed brake is open.
INT The link of speed brake and elevator trim is disengaged.
NORM Speed brake and elevator trim are linked.

NOTE
This switch is to be positioned to NORM for engaging with the
elevator trim in normal operation, and to be INT in abnormal
operation of the speed brake or the elevator trim.

Figure 1-32.

1-80

BRAKE SYSTEM
GENERAL
The hydraulic power of brake system is different
from hydraulic system provided by the engine
driven pump, and is operated by rudder pedal
pressure, which is transmitted by pilots foot. The
schematic of the brake system is shown in figure
1-34.
The brake system is the differential braking type.
If the brake pedal is pushed by only one pilot in
either the front cockpit or the rear cockpit, the
braking pressure is transferred to the wheel/brake
assembly via the master cylinder installed only to
the rear cockpit, resulting in generation of braking
force.
If the brake pedals in both the front and rear
cockpits are pushed simultaneously by both pilots,
the braking pressure is summed up and the braking
force is doubled accordingly. During taxiing, using
the differences between left and right braking
pressure may change the heading of the aircraft.
Brake can also be used with nose wheel steering
for sudden changes of direction due to reduction of
turning radius.
The master cylinder converts the mechanical
operating force from the pedal into the hydraulic
pressure, and transfers to the brake. After parking
the aircraft, if the brake pressure increases
excessively (above 900 psi), the relief valve
automatically releases the pressure. In addition, the
wheel/brake assembly is equipped with the wear
indicator to check the wear rate of brake pad.
The right and left main wheels are equipped with
the fuse plugs to prevent from a flatness of tires
T.O. 1T-KT1B-1
by excessive pressure. When the brake temperature
exceeds 138 (281) of the safety temperature,
the fuse plugs are automatically melting away to
release the tire pressure for preventing from a
flatness of tires. Refer to figure 1-33.
If a long time parking for aircraft maintenance or
take-off standby is expected, press the brake pedal
with the aircraft shutdown and operate the parking
brake by pulling out the parking brake valve T-
handle and rotating it to 90 degrees clockwise to
the lock position. To release the parking brake,
rotate the T-handle to 90 degrees counterclockwise
to the unlock position and then fully push it.
Make sure that the parking brake shall
be released prior to take-off, and the
parking brake shall not be operated
during flight. Landing with the parking
brake operated may cause the severe
damage to aircraft and serious injury or
death of pilot due to blowout of tires by
the braking force acting in touchdown.
If operating the parking brake with the
brake pedal not pressed, the braking
force can not be generated, causing the
aircraft to be forwarded. If the brake
pedal fails to return to its original
position after use of the brake, make
sure that the parking brake valve T-
handle is pulled out.
1-81
T.O. 1T-KT1B-1

Brake System Components Layout

BRAKE PEDAL (FRONT)

BRAKE INTERCONNECTION
CONTROL ROD

RESERVOIR

MASTER CYLINDER

D
FW

PARKING BRAKE
VALVE T-HANDLE
PARKING BRAKE VALVE
BRAKE PEDAL
(REAR)

RELIEF VALVE

WEAR INDICATOR

FUSE PLUG

Figure 1-33.

1-82
 T.O. 1T-KT1B-1

Brake System Schematic

SYMBOL
PRESSURE LINE
MECHANICAL INTERCONNECTION
SUPPLY OIL TO MASTER CYLINDER
CABLE PARKING BRAKE VALVE T-HANDLE

FRONT
COCKPIT

LEFT BRAKE PEDAL RIGHT BRAKE PEDAL

REAR RESERVOIR
COCKPIT

MASTER CYLINDER MASTER CYLINDER

PARKING
BRAKE
VALVE

RELIEF RELIEF
VALVE VALVE
LEFT BRAKE RIGHT BRAKE
PEDAL PEDAL

LEFT WHEEL/BRAKE ASSEMBLY RIGHT WHEEL/BRAKE ASSEMBLY

Figure 1-34.

1-83
T.O. 1T-KT1B-1
FLIGHT CONTROL SYSTEM
GENERAL
The flight control system (Figure 1-35) is divided
into the primary control system and the secondary
control system. The primary control system is
composed of ailerons for roll motion, an elevator for
pitch motion, and a rudder for yaw motion, which
are mechanically operated and linked with front
and rear cockpits. The secondary control system
controls a trim of triple control surface and is
operated electrically.
PRIMARY CONTROL SYSTEM
The control sticks in both front and rear cockpits
are linked mechanically each other. Ailerons are
controlled by right/left operation of a control stick,
an elevator by the forward/backward operation of
the control stick, and the rudder by the
forward/backward operation of rudder pedals
respectively, and the individual maximum
displacement angles are limited by a stopper. The
rudder pedals are adjustable to forward/backward
directions according to the pilots physical
conditions if using the rudder pedal adjustment
switch, located on the pedestal.
In the front cockpit, there is a gust lock bracket
that locks the control stick to prevent the control
surfaces from damage due to a gust while the
aircraft is parked on the ground.
1-84
SECONDARY CONTROL SYSTEM
The secondary control system consists of the aileron
trim tab, the elevator trim tab, and the rudder trim
tab, which are driven by the electric motor. The
right aileron is equipped with the aileron ground
adjustment tab, which is adjustable on the ground,
to compensate the rotation unbalancing tendency in
level flight. For the purpose of the increasing the
rudder pedal force, the rudder trim tab is an anti-
balance type tab (maximum 5), which enables
the displacement of tab to be movable to the
direction identical to the rudder rotation direction
by connecting the rudder trim tab to rudder with
the rod.
The aileron and the elevator trim are operated
respectively by the right/left operation and the
forward/backward operation of the trim switch,
located on the control stick, and the rudder trim is
operated by the control of the rudder trim switch,
located on the front side of the PCL. The rear
cockpit has an override function of operation (in
normal and emergency), when the trim system is
operated simultaneously in both cockpits, it is
operated by the signal from the rear cockpit. The
operating position of the trim tab depending upon
the trim switch operation is displayed on the triple
trim indicator, located on the left consoles in both
cockpits.
 T.O. 1T-KT1B-1

The left console switch panels in the front and rear NOTE
cockpits are equipped with the EMER TRIM
If pulling out the TRIM circuit
INTRPT switches, which have the trim stop
breaker in case the trim system is
function, to interrupt the electrical power to the trim
operated abnormally, the normal triple
system when the trim system is operated abnormally.
trim and the emergency elevator trim
If even only one of the EMER TRIM INTRPT
are not operational. Make sure that
switches in the front and rear cockpits are positioned
the TRIM circuit breaker shall be
to INTRPT, the electrical power to the trim system
depressed to operate the emergency
is interrupted, and then the trim control function by
elevator trim.
using the aileron/elevator trim buttons and the
If EMER TRIM INTRPT is positioned
rudder trim switches is disabled. However, if the
to INTRPT, manual rudder trim can
elevator trim motor is operated normally, the
not be operated but ARTS is operated
longitudinal axis trim can be adjusted with the
if ARTS ENGAGE switch is ON.
EMER ELEV TRIM switch.

When operating the speed brake, the change of

longitudinal axis is minimized as the elevator trim is
linked with speed brake.

The location and function of the flight control

system indicators and switches are shown in figure
1-36.

Change 1 1-85
T.O. 1T-KT1B-1

Flight Control System Arrangement

RUDDER

ELEVATOR
RUDDER
TRIM TAB

ELEVATOR
TRIM TAB
RUDDER CABLE
AILERON

AILERON GROUND REAR COCKPIT

ADJUSTABLE TAB CONTROL STICK

CONTROL ROD CONTROL ROD

FRONT COCKPIT
CONTROL STICK

AILERON TRIM TAB

AILERON

RUDDER PEDAL ASSEMBLY

Figure 1-35.

1-86
 T.O. 1T-KT1B-1

Flight Control System Controls and Indicators

4
6
3

7
8
2
CONTROL STICK

LEFT CONSOLE SWITCH PANEL

PEDESTAL

POWER CONTROL QUADRANT

10
11 9

TRIM IND

TRIM

FRONT COCKPIT CIRCUIT BREAKER PANEL

1. RUDDER TRIM SWITCH 5. AILERON/ELEVATOR TRIM SWITCH 9. RUDDER PEDAL

2. EMER ELEV TRIM SWITCH 6. CONTROL STICK 10. TRIM CIRCUIT BREAKER
3. EMER TRIM INTRPT SWITCH 7. GUST LOCK BRACKET 11. TRIM IND CIRCUIT BREAKER
4. TRIPLE TRIM INDICATOR 8. RUDDER PEDAL ADJUSTMENT SWITCH

Figure 1-36. (Sheet 1)

Change 1 1-87
T.O. 1T-KT1B-1

Flight Control System Controls and Indicators

No. Control/Indicator Position/Indication Function
1 Rudder Trim Switch Left/Right Push Rudder trim tab is operated
2 EMER ELEV TRIM UP Elevator trim tap is lowered.
Switch DOWN Elevator trim tap is raised.
3 EMER TRIM INTRPT NORM Trim switch operates normally.
Switch INTRPT Disables the operation of the trim switches, and enables
the operation of the EMER ELEV TRIM switch
4 Triple Trim Indicator Visual Displays the displacement of the aileron, elevator, and
rudder trim tabs in unit and green mark indicates the
trim position for take-off.
5 Aileron/Elevator Trim Depress Aileron and elevator trim tab is operated.
Switch
6 Control Stick Forward/Backward Operates elevator.
Left/Right Operates aileron.
7 Gust Lock Bracket - Locks the control stick during aircraft parking.
8 Rudder Pedal FWD Rudder pedal moves forward.
Adjustment Switch AFT Rudder pedal moves backward.
9 Rudder Pedal Push Controls rudder, nose wheel steering, and brake system.
10 TRIM Circuit Breaker Push in All triple manual trims are operated normally, including
emergency elevator trim.
Pull out All triple manual trims are inoperative, including emergency
elevator trim.
NOTE
ARTS is operated normally.
11 TRIM IND Circuit Push in Triple trim indicator and elevator trim link are
Breaker operated normally.
Pull out Triple trim indicator and elevator trim link are inoperative.

NOTE
The triple trims are operated normally, even
though the triple trim indicator is inoperative.
Additionally, ARTS is disengaged automatically
because ARTS receives the zero(0) Vdc signal
from the trim indication circuit.

Figure 1-36. (Sheet 2)

1-88 Change 1
 T.O. 1T-KT1B-1

CONTROL STICK Control Stick Lock

The control stick is the main control unit to control
the flight attitude of the aircraft, and linked
mechanically with the aileron and the elevator.
Operating the control stick to the left and right
sides controls the ailerons which control the rolling
motion of the aircraft, and operating forward and
backward controls the elevator which controls the
pitch attitude of the aircraft. The control stick is
equipped with the aileron/elevator trim button, the
mute button and the steering selection button.
The control stick lock is to prevent aircraft from
the structural damage due to sway of the aileron
and the elevator by gust encountered while the
aircraft is parked.
While the aircraft is parked, push the control stick
in front cockpit forward and connect the gust lock
bracket on the pedestal to gust lock bar of the
control stick case, and then secure with a quick
release pin to lock the positions of the aileron and
the elevator. After the control stick is locked, the
aileron is secured at neutral position, and the
elevator is secured at down position.

Control Stick Lock System Layout

AILERON/ELEVATOR TRIM SWITCH

FRONT COCKPIT
CONTROL STICK

QUICK RELEASE PIN

STEERING SELECTION BUTTON
FRONT COCKPIT PEDESTAL
GUST LOCK
BRACKET
CONTROL STICK
CASE

GUST LOCK BAR

GUST LOCK
BRACKET

Figure 1-37.

1-89
T.O. 1T-KT1B-1
AUTOMATIC RUDDER TRIM
SYSTEM (ARTS)
The ARTS provides more stable jet-like handling
qualities in most flight phase.
The ARTS reduces pilot workload by providing
directional (yaw) trimming inputs during engine
power and flap changes. It minimizes the undesired
yawing effects induced on propeller-driven aircraft
by slip-stream effects, engine torque changes,
propeller gyroscopic moments, airspeed changes and
flap changes (Refer to Section VI, AUTOMATIC
RUDDER TRIM SYSTEM).
The ARTS consists of the trim control unit (TCU)
located in the second floor of baggage bay and the
trim control panel (TCP) located on the left
console in front cockpit (Refer to Figure 1-37.2).
The ARTS commands left or right rudder trim
according to the trim map data in the TCU using
engine torque, airspeed (Qc), lateral acceleration
(Ny), rudder trim tab position and flap position as
inputs. The ARTS operates a linear actuator to
move the rudder trim tab. The ARTS can
command full movement (-5 ~ +20 degrees) of
the rudder trim tab. (Refer to Figure 1-37.1)
The rudder trim can be controlled manually
regardless of ARTS operation.
If TRIM IND CB is poped-up, ARTS is disengaged
automatically because ARTS receives the zero(0)
Vdc signal from the trim indication circuit.
ARTS OPERATION
The ARTS is enabled using the ENGAGE switch
on the TCP. If the ARTS detects faults, the
engage switch returns to the OFF position
automatically and an amber AUTO TRIM caution
light illuminates CWS warning panel. If the
ENGAGE switch is moved to ON, the AUTO
TRIM caution light extinguished and rudder trim
tap is operated automatically when the aircraft
speed is more than 70 KCAS.
1-89.1 Change 1
NOTE
In normally engaged ARTS, the extra
force, more than normal, is required to
position ARTS ENGAGE switch from
ON to OFF.
The rudder trim switch on the PCL overrides the
ARTS command while the switch is depressed.
NOTE
If the ARTS ENGAGE switch does
not move to the OFF position
automatically when the AUTO TRIM
caution light illuminates, position the
switch to OFF manually.
The rudder pedal force can be overridden by the
pilot even if the rudder trim tab is in the full
deflection position.
When the aircraft speed is less than 70 KCAS,
depressing the BIT/STORE button on the TCP
executes the maintenance built in test (MBIT) and
the result will be stored in non-volatile memory
(NVM). The BIT lamp will illuminate and will
extinguish approximately 5 seconds after MBIT, if
the MBIT has passed. If faults are detected, the
BIT lamp will blink for approximately 10 seconds
then extinguish, and the ENGAGE switch will
move to the OFF position automatically.
When the aircraft speed is more than 70 KCAS,
depressing the BIT/STORE button or the detection
of faults by Continuous Built In Test(CBIT) will
store the ARTS Input/Output (I/O) data in NVM.
The BIT lamp will not illuminate in this case and
the NVM up to 128 I/O data samples.
If the number of stored samples exceed 128, the
next I/O data save will overwrite the oldest data.
The last stored data can always be identified.
When the ARTS is in any abnormal condition,
pressing the BIT/STORE button at least 3 times
with at least 5 seconds between each press will
store sufficient I/O data for fault analysis.
 T.O. 1T-KT1B-1

ARTS Block Diagram

OUTPUT_TRIM_RIGHT
RUDDER TRIM RUDDER TRIM
OUTPUT_TRIM_LEFT
SWITCH CONTROL CIRCUIT

LINEAR ACTUATOR
INPUT_TRIM_RIGHT FOR RUDDER TRIM
INPUT_TRIM_LEFT

POWER CONTROL
LEVER

FUNCTIONAL BLOCK FOR ADC

Tq ARINC 429 Qc
AUTO RUDDER TRIM COMMAND
(SW & HW)

Qc
ELU ARINC 429 Ny

AHRU
UP
TRIPLE TRIM
TO INDICATOR
LD
TRIM
POSITION
FLAP MICRO SWITCH

LEFT CONSOLE
BIT/STORE SWITCH PANEL
ENGAGE ON/OFF
ENGAGE HOLD

TRIM CONTROL PANEL

POSITION SIGNAL OF RUDDER TRIM TAB

AUTO TRIM
CAUTION

ARTS FAIL SIGNAL

CWS WARNING PANEL

TRIM CONTROL UNIT

Figure 1-37.1.

Change 1 1-89.2
T.O. 1T-KT1B-1

ARTS Control and Display

FRONT
COCKPIT
CWS WARNING PANEL

4 3

TRIM CONTROL PANEL

No Control/Indicator Position/Condition Function

Control the linear actuator.
Trim Control Unit
1 - Stores I/O data when the BIT/STORE button is depressed or
(TCU)
faults are detected by CBIT.
AUTO TRIM Illuminates and the ENGAGE switch moves to the OFF
2 ON (Amber)
Caution Light position automatically when the ARTS fault occurs.
BIT/STORE Below 70 KCAS Executes the MBIT and stores the result to NVM.
3 Depressed
Button Above 70 KCAS Stores I/O data to NVM.
ON Engages automatic control of rudder trim.
4 ENGAGE Switch
OFF Disengages automatic control of rudder trim.

Figure 1-37.2.

1-89.3 Change 1
 T.O. 1T-KT1B-1

This page intentionally left blank

Change 1 1-89.4
T.O. 1T-KT1B-1
PITOT-STATIC SYSTEM
GENERAL
The pitot-static system, which consists of a pitot
tube, static ports, drain ports, and pitot-static
pressure lines, supplies pitot-static pressure to
operate the mach airspeed indicator, altimeter and
vertical velocity indicator. Refer to figure 1-38.
The altimeter in front cockpit and the mach
airspeed indicator in rear cockpit transmit signals
such as low altitude, low speed, and overspeed to
the Central Warning System (CWS) for audio
warning and, the rear cockpit altimeter transmits
the encoding altitude signal to transponder.
Pitot-Static System Arrangement
MACH AIRSPEED INDICATOR
ALTIMETER
FRONT VERTICAL VELOCITY
COCKPIT INDICATOR
Figure 1-38.
1-90
The pitot tube greatly affects the degree of
accuracy according to the mounting position so that
the tube is installed at the left bottom of main
wing that is less affected from the pressure
interruption or the slipstream. The static ports are
located at both sides in the main fuselage.
The water or foreign objects can be removed
through the drain ports located at the lowest
position of each line to prevent the system
degradation, which is caused by the drain lines
clogged with water or foreign objects by the snow
or rain. The schematic of instrument operated by
the pitot-static system is shown in figure 1-39.
STATIC PORT
PITOT TUBE
 T.O. 1T-KT1B-1

Pitot-Static System Schematic

MAI ALT VVI

FRONT
COCKPIT

ALTITUDE SWITCH
STATIC DRAIN PORT MODULE

PITOT DRAIN PORT

MAI ALT VVI

BATT
REAR
COCKPIT

BATT

ANTI-ICE TRANSPONDER
SWITCH
GEN OVER SPEED WARNING (322~330 KIAS)

PITOT TUBE
PITOT
DRAIN
STATIC PORT (LEFT) STATIC PORT (RIGHT)
PORT

STATIC PORT
PITOT PRESSURE
ELECTRICAL LINE

Figure 1-39.

1-91
T.O. 1T-KT1B-1
FLIGHT INSTRUMENT
GENERAL
Refer to figure 1-40. The flight instrument provides
key flight information including flight airspeed,
altitude, attitude, navigation, etc. and consists of
pitot-static instruments, navigation instruments and
other flight instruments.
PITOT-STATIC INSTRUMENTS
Pitot-static system instruments consist of mach
airspeed indicator, altimeter and vertical velocity
indicator. They provides information such as
airspeed and mach numbers, flight altitude, vertical
climb velocity, etc. by applying the total pressure
and static pressure received from the pitot tube
and static ports to each instrument through the
pitot-static pressure lines.
Mach Airspeed Indicator
The mach airspeed indicator (MAI) receives total
pressure and static pressure from the pitot tube and
static ports and indicates the aircraft airspeed,
mach number, maximum allowable airspeed, etc.
The MAI is provided with electrical power via
MACH circuit breaker on left console circuit
breaker panel in rear cockpit.
The airspeed scale is graduated from 60 to 400
knots, divided into three increments of 2 knots unit
(60 to 180 knots), and 10 knots unit (180 to 400
knots) on the outer side. The mach is indicated by
the inner scale presented from 200 knots.
NOTE
The tolerances of front/rear cockpit
mach airspeed indicators are below 4
kts at 100 KIAS, and 6 kts at 200
KIAS on the basis of the rear cockpit
mach airspeed indicator.
1-92
A red slash bar is marked on the airspeed scale at
330 knots corresponding to the maximum operating
speed of the aircraft. The SET INDEX knob,
located at the left lower side of the instrument, is
used to set the red speed marker to the desired
airspeed for reference facilitation.
The MAI in the rear cockpit provides overspeed
signal for airspeeds over 322 to 330 KIAS and
landing gear signal for the airspeeds below 12010
KIAS in landing configuration to CWS, which
generates aural warnings to inform the pilot of
approach to the maximum speed or landing
configuration.
Altimeter
The altimeter is supplied with power from the
battery via ALT circuit breaker in rear cockpit.
The scale is graduated in increments of 100 feet up
to 50,000 feet. One revolution of the pointer
indicates an altitude change of 1,000 feet. On the
center of altimeter, there are three counters which
display altitude change with numbers of
10,000/1,000/100 feet units by counting the
revolution of pointer. The barometric adjusting
knob, located at the left lower side of the
instrument, can set the barometric pressure datum
from 28.1 to 31.0 inHg.
A CODE OFF flag momentarily illuminates when
electrical power is applied and disappears when the
instrument is in normal operating condition.
Continuous illumination of the CODE OFF flag
indicates that the instrument operates abnormally.
Vertical Velocity Indicator
The vertical velocity indicator (VVI) indicates the
speed of ascent (UP) or descent (DOWN) in
FPM(Feet Per Minute) unit. The scale is
graduated from 0 to 6,000 FPM with different
increment. It is graduated in 100 FPM increments
from 0 to 1,000 FPM and in 1,000 FPM increments
from 1,000 to 6,000 FPM.
 T.O. 1T-KT1B-1

Pitot - Static Instruments Layout

1 2
3

FRONT
COCKPIT

SET INDEX KNOB MACH AIRSPEED INDICATOR

1 2
3

REAR
COCKPIT

ALTIMETER
BAROMETRIC
ADJUSTING KNOB

NOTE
1: MACH AIRSPEED INDICATOR
2: ALTIMETER
3: VERTICAL VELOCITY INDICATOR

VERTICAL VELOCITY INDICATOR

Figure 1-40.

1-93
T.O. 1T-KT1B-1
NAVIGATION INSTRUMENTS
The navigation instruments receive attitude and
heading information from the AHRU and
VOR/ILS, and indicate flight attitude and
horizontal situation of the aircraft. They consist of
electronic attitude direction indicator (EADI) and
electronic horizontal situation indicator (EHSI),
which is controlled via Bezel Control Panel (BCP),
and also have standby attitude indicator and
magnetic compass as auxiliary navigation
instruments.
The location and function of the navigation
instruments and its controls are shown in figure 1-41.
Electronic Flight Indicator
The electronic attitude direction indicator (EADI) is
an electronic instrument which displays aircraft
attitude by receiving pitch, roll and turn rate
information from the AHRS and glideslope and
marker beacon information from the VOR/ILS.
The electronic horizontal situation indicator (EHSI)
is an electronic instrument which displays heading
information from the AHRS, relative bearing, course
deviation and localizer information from the
VOR/ILS, relative bearing from the ADF, and
distance information from the DME.
The EADI and EHSI displays can be exchanged
with each other according to the situation by using
BCP.
Light sensor built in the EFI controls the display
brightness automatically according to changes to
the surrounding brightness. The brightness of
display also can be controlled manually by
positioning EFI/EEI switch on electronic display
switch panel to EFI and then depressing DIM + or
DIM - button on BCP.
1-94
Abnormal conditions such that AHRU is not
provided with electrical power or not aligned
(within 1 min 5 sec), etc. can be indicated by
illumination of FAIL warning light on the center of
EADI and HDG warning light on the center upper
side of EHSI.
Bezel Control Panel
The BCP is positioned at the center upper side of
front and rear cockpit instrument panels and has
functions of aircraft heading and course selection,
brightness control of electronic instrument, and
swapping display between electronic flight
instruments, or electronic engine instruments.
HDG set knob and CRS set knob are used to select
aircraft heading and course respectively, and the
heading and course information is displayed on
EHSI. The ADI/HSI button is used to swap
displays of EADI and EHSI, and the EEI 1/EEI 2
button is used to swap displays of EEI 1 and EEI
2. Two DIM buttons are used to control the
brightness of electronic flight instrument or
electronic engine instrument. The brightness of
electronic instrument selected by EFI/EEI switch
on the electronic display switch panel only can be
controlled by DIM buttons
Instruments positioned at the upper
side among the electronic flight
instruments are supplied with
electric power from ADI circuit
breaker, and instruments at the
lower side from HSI circuit breaker.
Resetting each circuit breaker while
EADI and EHSI are displaying with
the instruments swapped may result
that the appropriate instrument will
be displayed at its original position
to display the identical information.
In this case, reset both ADI and
HIS circuit breakers.

When depressing twice ADI/HSI or
EEI 1/EEI 2 buttons within 0.5
seconds, EFIs or EEIs display
identical information, and then this
setting will not be changed even
though buttons are depressed again.
In this case, reset the circuit breaker
of the instrument not displayed.
If rotating CRS set knob too fast
(more than 80 tick/50 ms), course
information which is displayed in
front and rear cockpit may be
different as much as 104 or 256
degrees.
Electronic Display Switch Panel
Electronic display switch panels, positioned on the
right side of front and rear cockpit instrument
panels, have functions to select EFI or EEI for
controlling the brightness of electronic display
independently and to select DAY or NIGHT mode
for proper operation in day/night flights.
Standby Attitude Indicator
The standby attitude indicator is supplied with
power from the battery via STBY ATT circuit
breaker. It is used as an auxiliary indicator in the
event of EADI failure or power loss. After power
loss, the indicator continues to provide usable
attitude information for approximately 9 minutes.
T.O. 1T-KT1B-1
The PULL TO CAGE knob is used to protect the
internal mechanism of the indicator by securing the
internal gyroscope when setting the horizon line
exactly or not using the indicator. The OFF flag
appears on the left side of the indicator when
power is removed.
The PULL TO CAGE knob shall
always be in locked position except
for normal operation.
When applying power, the PULL
TO CAGE knob shall be in locked
position.
The power shall not be removed
within 2 minutes after it is initially
supplied.
When operating PULL TO CAGE
knob, take care not to pull the knob
with excessive force and not to
place it with noise.
Magnetic Compass
The magnetic compass, showing the aircraft
heading continuously on the basis of the magnetic
field, is used for indicating the bearing information
in the event of the EHSI failure.
1-95
T.O. 1T-KT1B-1

Navigation Instruments Controls and Indicators

1 2 3 4 5

6 7 8
BCP
MAGNETIC
16 9
COMPASS
10

11

15

11
EADI 12
14 13

17 18 19 20
21

33 22
32 23
37 31
24
35 34 30
29 25
26
36

EHSI 28 27 26
ELECTRONIC DISPLAY
STBY ATTITUDE SWITCH PANEL
INDICATOR

1. HDG SET KNOB 14. INCLINOMETER 27. DEVIATION DOTS

2. ADI/HSI BUTTON 15. VERTICAL DEVIATION SCALE 28. AIRCRAFT SYMBOL
3. DIM BUTTON 16. VERTICAL DEVIATION POINTER 29. RECIPROCAL BEARING POINTER
4. EEI1/EEI2 BUTTON 17. DIST INDICATOR NUMBER 1
5. CRS SET KNOB 18. LUBBER MARKER 30. FAILURE FLAG
6. BANK SCALE 19. COURSE POINTER 31. BEARING POINTER NUMBER 2
7. BANK POINTER 20. DIGITAL CRS COUNTER 32. TO/FROM INDICATOR
8. ATTITUDE SPHERE 21. DIGITAL HDG COUNTER 33. HEADING MARKER
9. HORIZON BAR 22. BEARING POINTER NUMBER 1 34. DAY/NIGHT SWITCH
10. MINIATURE AIRCRAFT 23. FIXED MARKER 35. EFI/EEI SWITCH
11. FAILURE FLAG 24. COURSE DEVIATION INDICATOR (CDI) 36. PULL TO CAGE KNOB
12. MB ANNUNCIATOR 25. COMPASS CARD 37. OFF FLAG BAR
13. RATE OF TURN INDICATOR 26. NAV INDICATOR

Figure 1-41.

1-96
 T.O. 1T-KT1B-1

Navigation Instruments Controls and Indicators

No. Control Position Function

1 HDG Set Knob Rotate Desired heading is set by rotating this knob and

the heading is indicated on EHSI display digital

heading counter.

2 ADI/HSI Button Depress Whenever this button is depressed, the displays of

EADI and EHSI are exchanged with each other.

3 DIM Button DIM + Depress Brightens the display on electronic instrument.

DIM - Depress Dims the display on electronic instrument.

4 EEI1/EEI2 Button Depress Whenever this button is depressed, the displays of

EEI1 and EEI2 are exchanged with each other.

NOTE

Even if one of the ENG IND circuit breakers in

either cockpit is interrupted, the displays of EEI1

and EEI2 can be exchanged with each other.

5 CRS Set Knob Rotate Desired course is set by rotating this knob and the

course is indicated on EHSI display digital course

counter.

6 Bank Scale Visual Indicates the bank angle.

The scale indicated on the bank angle index represents

the current bank angle of the aircraft.

7 Bank Pointer Visual Indicates the right/left bank angle.

8 Attitude Sphere Visual Indicates the aircraft flight attitude.

9 Horizon Bar Visual Indicates the aircraft horizontal attitude.

10 Miniature Aircraft Visual Provides current flight attitude information of the

aircraft through the comparison of the miniature

aircraft and the attitude sphere.

Figure 1-41. (Sheet 2)

1-97
T.O. 1T-KT1B-1

Navigation Instruments Controls and Indicators

No. Control Position Function

11 Failure Flag FAIL Indicates loss of pitch or roll or rate of turn data.

GS Appears if the ILS signal is valid but the glide slope

signal has been deemed invalid.

FAIL

GS

12 MB Annunciator Visual The marker beacon annunciation (IM, MM, OM) is

temporary displayed depending on the received marker.

13 Rate of Turn Indicator Visual Indicates the turn rate of aircraft according to the turn

needle position.

14 Inclinometer Visual Indicates the side-slip of aircraft.

15 Vertical Deviation Scale Visual Indicates the vertical deviation from glide slope (ILS).

16 Vertical Deviation Pointer Visual Indicates the vertical deviation from glide slope (ILS).

If the ILS signal is valid and the glide slope signal has

been deemed invalid, the glider pointer disappear and

the red GS annunciation appears in the lower left corner.

17 DIST Indicator Digital Number Indicates the distance information provided

from DME.

Distance Bar Appears unless the distance information is received

from the selected station, or when the equipment fails.

18 Lubber Marker Visual Reference datum indicating the bearing of the aircraft.

19 Course Pointer Visual Indicates the course selected by the CRS set knob.

Figure 1-41. (Sheet 3)

1-98
 T.O. 1T-KT1B-1

Navigation Instruments Controls and Indicators

No. Control Position Function

20 Digital CRS Counter Visual Indicates the course selected by the CRS set knob

with numbers.

21 Digital HDG Counter Visual Indicates the heading selected by the HDG set knob

with numbers.

22 Bearing Pointer Number 1 Visual Indicates the relative bearing of aircraft for the VOR station.

23 Fixed Marker Visual Fixed marks for every 45 degrees of 360 degrees.

24 Course Deviation Visual Indicates the amount of course deviation from the

Indicator (CDI) selected course to/from the selected VOR station.

25 Compass Card Visual Indicates the magnetic heading information provided by

AHRS.

26 NAV Indicator VOR or ADF Indicates the current navigation source selected by the

NAV SEL switch on front cockpit ACP(VOR or ADF).

27 Deviation Dots Visual Displays the amount of deviation from the selected

VOR course, and each dot indicates deviation of 2.5 degrees.

28 Aircraft Symbol Visual Indicates the flight direction of aircraft relative to the

selected course.

29 Reciprocal Bearing Pointer Visual Indicates the counter direction of aircraft relative

Number 1 bearing to the VOR station.

30 Failure Flag HDG Indicates that a failure of heading sensor has occurred.

NAV Provides information that the VOR navigation source failed.

ADF Indicates that alternate ADF navigation source failed.

Figure 1-41. (Sheet 4)

1-99
T.O. 1T-KT1B-1

Navigation Instruments Controls and Indicators

No. Control Position Function

31 Bearing Pointer Number 2 Visual Indicates the relative bearing of aircraft for the ADF

navigation source (NDB or Broadcast Station).

32 To/From Indicator Visual Indicates if the selected course is flying to or from

VOR station.

33 Heading Marker Visual Indicates heading selected by HDG set knob.

34 DAY/NIGHT Switch DAY Brightness of electronic displays is set to DAY mode.
NIGHT Brightness of electronic displays is set to NIGHT mode.
35 EFI/EEI Switch EFI Dimming of EADI and EHSI displays is controlled by
DIM Button.
EEI Dimming of EEI1 and EEI2 displays is controlled by
DIM Button.

36 Pull To Cage Knob Pull & Turn Locks the roll and pitch gimbals into the caged position.

Turn While In Trims the miniature airplane. Turning the knob fully

clockwise moves the miniature airplane up a minimum

of 5
. Turning the knob fully counter-clockwise moves

the miniature airplane down a minimum of 5

.

37 OFF Flag Bar Visual Indicates power is off, or indicator in caged position.

Figure 1-41. (Sheet 5)

1-100
 T.O. 1T-KT1B-1

OTHER FLIGHT INSTRUMENTS

Other flight instruments consist of accelerometer,
clock and radio altimeter. They are installed on
each front and rear cockpit with same model and
operate independently without related to other
instruments or devices. Refer to figure 1-42.
Windup spring of clock does not idle
when it is wound completely. If feeling
the resistance force in winding the
spring, stop the winding operation to
prevent clock malfunction.

Accelerometer NOTE
Clock may malfunction if excessive
The accelerometer shows the aircraft load factor in
force is applied when depressing the
g units. It operates independently without related to
push button located on right upper side
other instruments or devices. The accelerometer
of clock. If the clock is not reset by
consists of a main pointer indicating current
depressing the button, wait 2 or 3
acceleration and two auxiliary pointers indicating
seconds and then depress again.
maximum positive and negative accelerations.

Radio Altimeter
They are mechanically connected. The main pointer
indicates acceleration information in the range of -5
Radio altimeter indicator and transceiver are
to 10 g. The auxiliary pointers let the pilot
supplied with power from the generator bus. The
recognize the maximum positive and negative
radio altimeter system gives an accurate height
accelerations experienced during flight. The PUSH
indication from -20 to 2,500 feet above all types of
TO SET knob, located on the left lower side of the
terrain. The height is shown on a radio altimeter
instrument is used to reset the three pointers to
indicator in both cockpits. The indicator includes a
normal (1 g) position.
DH index and a DH indicator.

Clock
The DH index can be set between -20 and 2,500
feet. The DH indicator illuminates when the aircraft
The clock, located on the left of the instrument
is below the height set on the DH index.
panel, provides the current time to the pilot with
an elapsed time operation function. Clock winding is
NOTE
made by rotating the knob on the left bottom of
the instrument. Time can be also set by pulling out The radio altimeter will not respond
and rotating the knob. to extremely rapid fluctuations in
terrain and its accuracy may be
Depressing one time the push button on the right impaired at large pitch and/or roll
top of the instrument starts the elapsed time attitudes.
operation for 60 minutes and the operation can be The DH indicator remains lit until
stopped by depressing the button two times. Three the aircraft reaches an altitude of 10
times of depression returns the pointer into original to 20 feet above the selected
position and restarts the elapsed time operation. decision height.

The surface of the instrument is marked with

white on the matt black background. There are
four arrow-shape pointers of hour hand, minute
hand, second hand and elapsed time pointer.

1-101
T.O. 1T-KT1B-1

Other Flight Instruments Controls and Indicators

2 3

CLOCK
4

6 5
RADIO ALTMETAR
FRONT/REAR
COCKPIT

ACCELEROMETER
1

1. PUSH TO SET KNOB 4. DH ADJUSTMENT KNOB

2. DH INDICATOR 5. DECISION HEIGHT INDEX
3. WARNING FLAG 6. TEST BUTTON

Figure 1-42. (Sheet 1)

1-102
 T.O. 1T-KT1B-1

Other Flight Instruments Controls and Indicators

No. Control/Indicator Position/Indication Function

1 PUSH TO SET Knob Left/Right Push Reset the three pointers to normal (1 g) position.

2 DH Indicator Visual (DH) Illuminates when the aircraft descends lower than the

height set by the pilot.

3 Warning Flag Visual Appears when power is not supplied during normal

operation (except self-test).

NOTE

When the engine starts, the warning flag appears

sometimes but disappears immediately.

4 DH Adjustment Knob Rotate Used for selecting decision height by pilot.

5 Decision Height (DH) Index Visual Indicates the decision height selected by the DH

adjustment knob by pilot.

6 TEST Button Depress Depressing this button performs a test of ALT-55 radio

altimeter system (except antenna). When the radio

altimeter system operates normally, the pointer indicates

the self-test height of 505 feet.

Figure 1-42. (Sheet 2)

1-103
T.O. 1T-KT1B-1
ATTITUDE AND HEADING
REFERENCE SYSTEM
GENERAL
The attitude and heading reference system (AHRS)
consists of an attitude and heading reference unit
(AHRU) and a flux valve (also referred to MSU,
magnetic sensor unit), and provides following signals:
The roll and pitch information to EADI
The rate of turn information to EADI
The magnetic heading information to EHSI
The failure signals to EADI and EHSI
The impact pressure and lateral acceleration
information to ARTS
The attitude and heading reference unit (AHRU) is
the main AHRS component, containing the sensors
Attitude and Heading Reference System Arrangement
1 2
Figure 1-43.
1-104 Change 1
(FOGs, fiber optic gyros, and accelerometers),
processor, power supply, etc. and provides the
corresponding information to the EADI and EHSI.
The AHRU provides impact pressure and lateral
acceleration information to ARTS (TCU) for ARTS
operation. The AHRU receives impact pressure from
ADC.
The flux valve provides the AHRU with information
about the earth s magnetic field. It is installed at the
bottom of the vertical tail wing to minimize
interference by ferromagnetic materials and magnetic
fields generated by the aircraft.
The AHRU is supplied with power from the battery
and operates automatically on application of power to
system. The location of AHRS is shown in figure 1-
43.
1. ELECTRONIC ATTITUDE DIRECTION INDICATOR
2. ELECTRONIC HORIZONTAL SITUATION INDICATOR
3. FLUX VALVE (MSU)
4. ATTITUDE AND HEADING REFERENCE UNIT

AHRS OPERATION
General
Operation of the AHRS is automatic upon the
application of power to the system. No operator inputs
are required. After application of power, the system
performs an alignment, during which orientation is
determined with respect to the local vertical and
magnetic north and performs self-test function.
As the systems sensors (FOGs and accelerometers)
are used during the alignment phase to determine the
earths gravity vector and rotation, the aircraft should
remain stationary during this phase in order to allow
successful completion of the alignment. However,
aircraft motion due to wind buffeting or aircrew
loading does not affect the alignment. After the
nominal 30 second alignment is finished, the AHRS
enters normal operation, and attitude and heading
warning flags on the EFI disappear.
Operational Modes
Depending on the dynamic conditions of the aircraft
at the application of power, the AHRS will enter into
either an alignment on ground or an alignment in the
air.
Following initial power application on ground, the
AHRS performs an alignment, which lasts 30 seconds.
During the alignment, the attitude and heading
warning flags are displayed on EFI. When the
alignment is finished, the attitude and heading
warning flags also disappears and at this time the
aircraft may be moved. If the AHRS ambient
temperature is outside of the range of 0 to 35 ,
alignment time is extended by a FOG temperature
stabilization phase with a duration of up to 15
seconds.
NOTE
During alignment on ground the aircraft
shall be kept stationary until flags are
disappeared. Aircraft motion due to
window buffeting or aircrew loading does
not affect the alignment.
T.O. 1T-KT1B-1
As the alignment of the AHRS is automatic upon
application of power, there is no provision for the pilot
to realign the AHRS. However, if a new alignment is
desired, a realignment can be initialized by pulling and
resetting the AHRS circuit breaker, and ensuring a
power interrupt of more than 0.5 seconds.
The AHRS is capable of recover from a power loss in
flight. Depending on the duration of the power
interrupt, the system either recovers immediately
(interrupt up to 0.5 seconds and no high dynamics),
or it performs an in-flight alignment. In first case, the
attitude and heading warning flags are displayed only
during the interrupt, in the second case, these flags
disappear after the in-flight alignment is finished.
In order to perform an in-flight alignment, the aircraft
has to be flown straight and level for a minimum of
30 seconds for attitude and heading to become valid.
Aircraft dynamics are determined by angular rates,
accelerations, and attitude computations by the AHRS.
In turbulent air, it is therefore possible, that attitude
and heading is kept invalid for a long period of time,
although the aircraft is flying straight and level.
Attitude and heading may become valid at different
times, depending on aircraft motion.
As on the ground, a realignment of the AHRS in
flight can be initialized by pulling and resetting the
AHRS circuit breaker, producing a power interrupt of
more than 0.5 seconds.
Upon successful completion of an alignment, the
AHRS enters the basic mode. In this mode, the
AHRS heading is synchronized to the data from the
flux valve, thus providing gyro stabilized magnetic
heading information. The flux valve is used as a long
term reference in this case, while the gyros within
AHRU provide the required short term stability to
provide accurate magnetic heading information under
dynamic flight conditions and in turns.
1-105
T.O. 1T-KT1B-1

AHRS System Schematic

FRONT
COCKPIT

ATTITUDE
(PITCH/ROLL),
TURN RATE
ATTITUDE & HEADING
REFERENCE UNIT (AHRU)

EADI

HEADING
INFORMATION

BATT 28 VDC
3A
AHRS

EHSI

MAGNETOMETER REAR
COCKPIT
ATTITUDE
LCR-93 (PITCH/ROLL),
HEADING (INTERCHANGEABLE TURN RATE
INFORMATION
WITH LCR-100)

EADI

HEADING
INFORMATION

ADC

IMPACT PRESSURE
INFORMATION EHSI

IMPACT PRESSURE,
LATERAL ACCELERATION
INFORMATION

TCU

Figure 1-44.

1-106 Change 1
 T.O. 1T-KT1B-1

AIR DATA SYSTEM impact pressure and provides it to AHRU through an

ARINC 429 data interface for ARTS operation.
AIR DATA COMPUTER (ADC)
The air data system is shown in Figure 1-44B Air
The ADC provides air data to aircraft system. The Data System Schematic.
ADC measures the static atmospheric pressure, the
dynamic pressure due to the forward speed of the
aircraft. From these measurements, it computes

Air Data System Arrangement

AIR DATA COMPUTER (ADC)

Figure 1-44A.

Change 1 1-106.1
T.O. 1T-KT1B-1

Air Data System Schematic

AIR DATA COMPUTER (ADC)

BATT 28 V DC
1A
ADC

- STATIC ATMOSPHERIC PRESSURE

MEASUREMENT
- DYNAMIC PRESSURE MEASUREMENT
ATTITUDE AND HEADING
REFERENCE SYSTEM (AHRU)

LCR-93 IMPACT PRESSURE INFORMATION

(INTERCHANGEABLE
WITH LCR-100)

Figure 1-44B.

1-106.2 Change 1

ANGLE OF ATTACK SYSTEM
GENERAL
The Angle of Attack (AOA) system measures
AOA, which is the angle between the airfoil's
chord line and the direction of airflow wind,
effectively the direction in which the aircraft is
currently moving, and provides visual information
and warning related to the AOA to the pilot
through an AOA indicator and AOA indexer. It
indicates an approach to the stall by generating
stall warning as it is linked with the aural warning
system and pedal shaker warning system.
AOA system consists of AOA transmitter, AOA
indicator, AOA indexer, rudder pedal shaker, and
CWS and is equipped with an anti-icing system.
Checking for normal operation of this system can
be done through AOA TEST switch. Refer to
figure 1-46
AOA TRANSMITTER
The AOA transmitter, which is installed on the left
side of main wing, converts 10 Vdc provided from
CWS to electrical signal in proportion to the
movement of vane and then transfers the signal to
the CWS.
The AOA transmitter is also equipped with anti-ice
system to prevent it from icing.
AOA INDICATOR
The AOA indicator, located on the left upper side
of the instrument panel, indicates AOA unit
throughout flight by receiving signals for the AOA
from the CWS. The scale of the AOA indicator is
graduated from 0 to 30 units. The sector between
15 and 18 units is colored green.
T.O. 1T-KT1B-1
AOA INDEXER
The AOA indexer is an indicator which operates
only when the landing gear is downlocked. The
AOA indexer is displayed by the combination of
three lights according to the AOA signals from the
CWS to indicate the aircraft attitude information
during landing approach. Figure 1-47 shows the
aircraft attitudes according to the indications of the
AOA indicator and indexer.
CENTRAL WARNING SYSTEM
Central warning system (CWS) in rear cockpit
processes the AOA signal received from AOA
transmitter and provides it to the AOA indicator
and AOA indexer, which display AOA information.
It also detects stall of aircraft in advance and
warns pilot via audio and pedal shaker.
In case that AOA indicator indicates above 24.0
1.0 units, the tone generation circuit generates
warning tone Stall(1st)through headset. If AOA
indicator indicates above 25.51.0 units, the tone
generation circuit generates warning tone
Stall(2nd) through headset and the front/rear
cockpit rudder pedal shakers are operated
simultaneously.
RUDDER PEDAL SHAKER
Rudder pedal shaker is installed at right rudder
pedal in both cockpits and warn that the stall
(2nd) is impending. When CWS receives the signal
of Stall(2nd) from AOA transmitter, the tone
generation circuit generates warning tone Stall
(2nd)through headset and rudder pedal shaker is
operated.
1-107
T.O. 1T-KT1B-1

AOA Schematic

CENTRAL WARNING SYSTEM

AOA INDEXER
DRIVING CIRCUIT

HIGH
MIDDLE
LOW

AOA INDEXER
STALL TONE
GENERATION
CIRCUIT

AOA SENSING AOA LOGIC STALL(1)

HEADSET
CIRCUIT CIRCUIT STALL(2)

AOA TRANSMITTER

AOA INDICATOR
DRIVING CIRCUIT
30 25
20
AOA
0~30 AOA Unit 15

0 10
5

AOA INDICATOR

Figure 1-45.

1-108
 T.O. 1T-KT1B-1

AOA System Controls and Indicators

FRONT REAR
2 COCKPIT
COCKPIT

6
RIGHT CONSOLE
SWITCH PANEL
5 CWP 7
4

RIGHT SIDE
SWITCH PANEL

RIGHT SIDE
SWITCH PANEL

1. AOA INDEXER 5. AOA TEST SWITCH

2. AOA INDICATOR 6. MAINT SWITCH
3. ANTI-ICE SWITCH 7. AOA RECEPTACLE
4. ANTI ICE ADVISORY LIGHT 8. AOA TRANSMITTER

Figure 1-46. (Sheet 1)

Change 1 1-109
T.O. 1T-KT1B-1

AOA System Controls and Indicators

No. Control/Indicator Position/Indication Function
1 AOA Indexer Illuminates when AOA indicator indicates the range of
visual( )
20.01.0 to 30.0 Unit.

Illuminates when AOA indicator indicates the range of

visual( )
18.01.0 to 20.01.0 Unit.

Illuminates when AOA indicator indicates the range of

visual( )
15.01.0 to 18.01.0 Unit.

Illuminates when AOA indicator indicates the range of

visual( )
13.51.0 to 15.01.0 Unit.

Illuminates when AOA indicator indicates the range of

visual( )
0 to 13.51.0 Unit.

2 AOA Indicator Visual Indicates AOA.

3 ANTI-ICE Switch ON Anti-ice system is operated.

OFF Anti-ice system is inoperative.

4 ANTI ICE Visual (Green) Indicates that the anti-ice system is operating.

Advisory Light

5 AOA TEST switch STALL Stallaudio warning is generated and rudder pedal

shakers are operated. AOA indicator indicates 27.01.0

Unit and AOA indexer indicates

APP AOA indicator indicates 16.51.0 Unit and AOA indexer

indicates

6 MAINT Switch AIR Provides WOW signal to CWS.

GND WOW signal is not provided to CWS.

7 AOA Receptacle - Used for compensating AOA in maintenance.

8 AOA Transmitter - Provides angle of the vane according to aircraft

attitude to the CWS.

Figure 1-46. (Sheet 2)

1-110 Change 1
 T.O. 1T-KT1B-1

AOA Display According to Aircraft Attitude

APPROACH
AOA INDEXER AOA INDICATOR ATTITUDE
SPEED

(RED)

SLOW

(RED)

(GREEN) SLIGHTLY
SLOW

(GREEN) ON SPEED

(GREEN) SLIGHTLY
FAST
(AMBER)

FAST

(AMBER)

Figure 1-47.

1-111
T.O. 1T-KT1B-1
CANOPY
GENERAL
The canopy is a two-piece, acrylic, bubble-type
transparent enclosure. It is fixed on the single-piece
canopy frame with screws, and acrylic transparent
blast shield is installed on the center of the canopy
frame to separate front and rear cockpits. This
blast shield protects the pilot in the rear cockpit
from flame from the ejection seat in case of the
front cockpit seat ejection, and in case the front
transparency is damaged by ejection or unexpected
accidents, acts as the windshield to protect the
cockpit in the rear cockpit.
The canopy is manually opened and closed from
the inside or outside of the cockpits. Canopy
damping strut is installed to reduce the shock when
opening or closing the canopy, and canopy
miniature detonating cord (MDC) are installed to
improve the safety of the pilot during ejection.
Mist/frost formed on the canopy can be removed
by the setting the distribution lever on the ECS
control panel in the front cockpit to up ( ) used to check whether the canopy is open or not;
position.
The position of the canopy related devices are
shown in a figure 1-49.
HOW TO OPEN/CLOSE CANOPY
To open the canopy from the inside of the cockpit,
depress the handle stopper cover to release the
canopy internal operating handle, move the handle
backward and then lift the canopy to the open
position with holding the grip. The canopy is closed
by pulling out the canopy release handle to release
the canopy from the open position, closing the
canopy with holding the grip, and then moving the
canopy internal operating handle forward until it is
locked to the handle stopper. The internal operating
handles of the canopy are interconnected
mechanically so that the canopy can be opened and
closed with one handle.
1-112
From the outside, the canopy can be opened by
depressing the push button, rotating the canopy
external operating handle clockwise, and then lifting
canopy by hand. When closing the canopy, pull out
the canopy release handle located on the right wall,
close the canopy by hand and then rotate the
canopy external operating handle counterclockwise
until it is locked to the handle stopper.
The canopy may be held partially open by a
canopy stay, located on the front bottom of the
canopy left frame. This stay is used for ventilation
or for preventing increase of the temperature inside
cockpit by allowing the external air to flow in
while parking or taxiing. However, the pilot must
be aware that this could cause fumes from the
engine exhaust to enter the cockpit.
This stay keeps the canopy partially open using the
canopy stay holder secured on the upper longeron.
To close canopy, this stay shall be removed from
the stay holder and then attached closely to the
bottom of the canopy frame.
Two methods as described in the following may be
One is to use the CANOPY warning light on the
CWP. The CANOPY warning light illuminates
when the canopy is open. This light is extinguished
when the canopy is fully closed. The other, as a
mechanical method, is to make sure that the white
line marked vertically on the canopy frame and the
white line marked vertically on the connecting rod
are aligned with in the area stamped as CANOPY
LOCK POSITION under the grip of the left
canopy frame. Refer to figure 1-48.
Alignment of the vertical line of the canopy frame
and that of the connecting rod means the
mechanical lock. Therefore, check for the warning
light on the CWP and an alignment of the vertical
lines shall be simultaneously carried out.

MINIATURE DETONATING CORD
(MDC) SYSTEM
The major components of MDC system are a
miniature detonating cord containing explosive
charge, two MDC initiators, two internal handles
and two external handles.
The MDC housed in a silastomer strip is attached
on the inboard surface of the canopy transparency
with a symmetrical pattern to break and separate
aircraft canopy during ejection sequence. The MDC
initiators are installed in both cockpits, on the right
side of the canopy frame to detonate the MDC
installed to the aircraft canopy.
When the ejection sequence starts, the operation of
the MDC takes place automatically to let the front
and rear seat eject separately. The MDC can also
be operated in both cockpits simultaneously by
pulling out one of the internal/external handles.
Manual operation of the MDC system is needed
when it is impossible to open the canopy manually.
To manually operate the MDC from the inside of
the cockpit, pull out the internal handle with its
button depressed. For external operation, moving
the red fluorescent cover, at the left and right
outboard frames of the rear canopy, to one side will
reveal the release button. When the release button
is depressed, the T-handle attached to a 4.6 meters
(15 ft) cable is automatically ejected from the
external handle housing. When pulling T-handle
with the cable tightened, the rear and front MDC
initiators fire at the same time.
T.O. 1T-KT1B-1
Accidental operation of the MDC
system components can cause injury
or death to pilots and adjacent
personnel. Make sure that the safety
pins are removed from the MDC
initiators before entering cockpit.
When the safety pins are installed
in the MDC initiators, the MDC
handle cannot operate the MDC,
resulting in injury or death to pilot
when he exits the cockpit in an
emergency on the ground. For solo
flight (pilot in front cockpit only),
the pilot must also make sure that
the safety pin is removed from the
MDC initiator in the rear cockpit.
When operating external handle
from the outside of the aircraft to
break canopy, access from the rear
side of the aircraft main wing to
remove the external handle from the
housing, move with T-handle as far
as possible (up to 4.6 m (15 ft)
which is the cable length) from the
aircraft, and then pull out the T-
handle to ensure the safety of the
ground crew.
1-113
T.O. 1T-KT1B-1

Mechanical Canopy Lock Position

VERTICAL LINE FOR FRAME

VERTICAL LINE FOR

CONNECTING ROD

Figure 1-48.

1-114
 T.O. 1T-KT1B-1

Canopy and Related Components

20

FRONT
COCKPIT

CWP

4 15

6
16
5
3
4 7

D 8 14
FW
13
17
3
9

18

12 19
2 A

10
11 VIWE A
1 10
1. DAMPING STRUT 10. MICROSWITCH 17. WEB SLING
2. CANOPY RELEASE HANDLE 11. CANOPY STAY HOLDER 18. CANOPY STAY
3. MDC INTERNAL HANDLE 12. PUSH BUTTON 19. CANOPY EXTERNAL OPERATING
4. MDC INITIATOR 13. CANOPY INTERNAL OPERATING HANDLE
5. BLAST SHIELD HANDLE 20. CANOPY WARNING LIGHT
6. MINIATURE DETONATING CORD (MDC) 14. HANDLE STOPPER
7. MDC EXTERNAL HANDLE 15. EJECTION CONTROL HANDLE
8. HOOK SAFETY PIN CONTAINER
9. SAFETY UNIT ROD 16. GRIP

Figure 1-49.

1-115
T.O. 1T-KT1B-1
EJECTION SEAT
GENERAL
MK KR16LF ejection seats enable safe escape of
the pilots for most values of height, velocity and
attitude within all flight envelopes of KT-1B
aircraft from zero height at zero velocity in a near
level attitude to the maximum velocity and height.
A command firing system (CFS), giving the pilot
control of the sequence in which the front and rear
seats eject, and a personal survival pack (PSP),
maximizing pilots survival after ejection are
equipped.
An ejection is controlled by the ejection control
handle. When the pilot pulls the ejection control
handle up, the left/right seat initiator cartridges are
fired at the same time and the ejection sequence is
initiated. Refer to figure 1-50.
The locations and functions of the ejection seat and
related devices are shown in figure 1-51.
SAFETY DEVICES
The ejection seat has the safety devices such as
the ejection control handle safety pin, the
SAFE/ARMED handle, the emergency oxygen
handle safety pin, etc. to prevent from unexpected
or accidental operation of the ejection seat system.
Refer to figure 1-51.
1-116 Change 1
LOCATIONS AND OPERATIONS OF
CONTROLS
Ejection Control Handle
The ejection control handle is located on the front
center of the seat pan and has yellow and black
stripes. Ejection is initiated by pulling up the
handle. A safety pin attached to a red streamer is
installed at the handle for preventing from the
unexpected or accidental operation of the ejection
control handle on the ground. The safety pin must
be installed during maintenance and before
personnel enter and exit the cockpit. The pilot
must make sure that the safety pin is removed
before flight and kept in the ejection control handle
safety pin container. Refer to figure 1-51.
SAFE/ARMD Handle
The SAFE/ARMED handle is located on the front
left side of the seat pan, and locks the ejection
handle mechanically to prevent the accidental
operation of the seat firing system. The
SAFE/ARMED handle is designed to select the
SAFE/ARMED position by moving it
forward/backward directions. The SAFE position is
with the handle forward. In the SAFE position, the
top of the handle shows white with SAFE written
on black. The handle is connected to a linkage
which, in the SAFE position, engages to lock the
ejection control handle to prevent accidental
operation. The ARMED position is with the handle
down and aft. In the ARMED position, the top of
the handle shows yellow with black stripes and
ARMED written on black, the linkage which can
lock the ejection control handle is disengaged. The
pilot must put the handle in the ARMED position
before flight and put the SAFE/ARMED handle in
the SAFE position after flight before exiting the
cockpit. Refer to figure 1-51.

Manual Override (MOR) Handle
The MOR handle is located on the right side of
the seat pan and has yellow and black stripes. The
MOR handle is used in case the seat can not be
separated automatically from the cockpit after
ejection. The MOR handle is not operated before
ejection.
To operate the manual MOR handle, pull it up by
depressing the thumb button. This will fire a
cartridge to operate the upper and lower harness
locks, negative-g strap lock, leg restraint line locks
and parachute headbox deployment unit to deploy
the parachute and separate the pilot from the seat.
Refer to figure 1-51.
Quick-Release Box
The quick-release box (QRB), attached on the
negative-g strap of the front side of the seat, is
used for fastening or releasing the harness. For
tightening the harness, press the button of the
QRB, turn the QRB approximately 15 degrees
clockwise or counterclockwise, and fastens the lug
of each shoulder strap in the related slot in the
QRB. For releasing the harness, press the button of
the quick-release box, turn the QRB approximately
30 degrees clockwise or counter-clockwise. Then the
lug of each shoulder strap is released. Refer to
figure 1-53.
Since the button is used for locking the rotating
parts in the lock position (center) or unlock position
(below 45), be sure to depress the button to
disengage from lock/unlock positions. If eliminating
the rotating force, the QRB will be returned to the
center by the spring force within the range of 0 to
45, and will be locked to the position at the
degree of 45.
T.O. 1T-KT1B-1
Seat Raising Actuator Switch
Refer to figure 1-51, The seat raising actuator switch
is located on the right side of the seat pan. The
switch is used for adjusting electrically the seat
height. The switch shall be moved forward/backward
to lower/raise the seat pan respectively. To adjust the
seat height properly, refer to the DEP reference point
(refer to figure 1-3).
The height of the ejection seat should
be adjusted with the ground power unit
connected. When the height of the seat
is adjusted by battery power, the seat
raising actuator may be damaged.
Harness Power Retraction Unit Go-Forward
Lever
The harness power retraction unit (HPRU) go-
forward lever is located on the left side of the seat
pan. The pilot can lock or unlock the harness
retraction reel with this lever. When the lever is in
the aft position, the harness retraction reel is
locked. When the lever is in the forward position,
the pilot can move forward and backward freely.
When the harness retraction reel is released quickly,
it is locked at the position, and in the event of
ejection, the lever is locked with fully retracted
condition to help the ejection of the pilot. To
position this lever forward or backward, lift the
lever and move it, then lower and lock the lever.
Refer to figure 1-51.
1-117
T.O. 1T-KT1B-1
Emergency Oxygen Manual Control Handle
The green emergency oxygen manual control
handle is located on the left side of the seat pan,
and is used for operating the emergency oxygen
system manually. When the pilot pulls up on the
handle, the oxygen of 100% in the emergency
oxygen cylinder is supplied to the pilot for
approximately 10 minutes. An emergency oxygen
handle safety pin is attached to lock the handle.
The pilot must make sure that the safety pin is
removed before flight. Refer to figure 1-51.
Leg Restraint Line Release Lever
The leg restraint line release lever is located on the
right front side of the seat pan, and used for
releasing the leg restraint line. If the pilot operates
the leg restraint line release lever, the tapered plug
of the leg restraint lines lock is pulled out and the
leg restraint lines are released from the leg restraint
locks. The pilot can separate the garters from leg
restraint system manually and then exit the seat
with the garters attached to the legs. Refer to
figure 1-51.
Left/Right Leg Restraint Line Snubber Knurled
Knobs
The left and right snubbers of the leg restraint
system are attached to the front side of the seat
pan. The snubbers let the pilot adjust the length of
the left and right leg restraint lines. To pull the
lines up through the snubbers, the pilot must
operate the snub levers (which usually prevent leg
restraint line movement up through the snubbers)
by turning the knurled knobs. Refer to figure 1-51
and 1-54.
Leg Restraint Garters and Leg Restraint
Straps
The leg restraint garters are used to prevent the
physical damage by adhering the pilots legs to the
1-118
seat when the ejection sequence is initiated, and
pull both legs of the pilot mechanically while the
seat is ejected from the cockpit. The pilot make
sure to align the leg restraint straps not to be
twisted and then lock the straps with the quick-
release connector in inboard position related to shins
of occupant. After locking the leg restraint strap,
pull the garter so that the restraint strap can not
be released from the shins of the pilot. Depress the
Up/Down buttons of the quick-release connector
simultaneously to unlock the leg restraint strap.
Refer to figure 1-54.
KIT RELEASE Handle
The kit release handle is located on the left top of
the personal survival pack (PSP), and used to
disengage the PSP manually. After ejection, this
handle can be used to disengage the PSP if
necessary. To operate the KIT RELEASE handle,
pull it up with the thumb button depressed. Refer
to figure 1-51.
Command Selector Valve
The command selector valve (CSV) is located on
the left aft of the rear cockpit, and allows the
sequence ejection of both front and rear seats, or
the individual ejection of the seats by positioning it
to ON and OFF respectively. To change the valve
position, rotate the knob to unlock the valve, and
then lift the knob and move to the applicable
position, then release and rotate the knob to lock.
If positioning the CSV to OFF, individual ejection
of front and rear seat can be done in the solo
ejection mode. If pulling out the rear cockpit
command selector valve with the valve positioned
to ON, the linkage is operated and the rear seat is
in advance ejected, and after 0.35 seconds, the
front seat is ejected automatically. If pulling out the
front seat ejection control handle, only the front
seat is ejected. Refer to figure 1-51.

Make sure that the command
selector valve is positioned to ON
except when trainee occupies rear
cockpit.
When the ejection sequence is
initiated, both pilots make sure to
conduct the individual ejection
regardless of ON/OFF position of
the CSV, and it is recommended to
initiate the ejection first in the rear
seat if possible.
Parachute Assembly
The parachute assembly includes a GQ 5000
aeroconical parachute in the parachute headbox.
Upon ejection, the parachute is separated by the
headbox deployment unit, and then inflated from
the parachute headbox. The directional control of
the parachute is possible during parachuting.
Harness Assembly
The harness assembly comprises shoulder straps, lap
straps, crotch straps, negative-g restraint strap and
quick release box. It connects pilot and parachute
assembly to secure pilot safely during flight. Figure
1-52 and 1-56 show the harness strapped in.
Personal Survival Pack
The personal survival pack (PSP) is installed in
the seat pan. The PSP consists of life-raft,
automatic life-raft inflation unit (ALIU), guide
book, compass, day and night distress signal, mirror,
pyro pistol, first aid kit, survival knife, waterproof
matches, sea dye marker, emergency rations, water
bag, mosquito veils, snare, anti-glare eye-shield,
commando saw, gloves(cold/wet), sponge, etc.
T.O. 1T-KT1B-1
The PSP is automatically or manually released
from the ejection seat by the automatic deployment
unit (ADU) on the right side of the ejection seat.
If the ADU is set to AUTO, the PSP is
automatically released from the ejection seat with a
4 seconds delay after pilot/seat separation and the
life-raft is also inflated automatically. If the ADU
of the PSP is set to MANUAL, the pilot must
operate the KIT RELEASE handle to separate life-
raft. The separated PSP is hung to the pilot by a
strap of 15 ft.
The ALIU in the PSP is in readiness to be
operated while pilot is separated from ejection seat
and is inflated automatically as soon as PSP fall in
water. If life-raft is not inflated automatically, it
can be inflated manually by pulling handle at the
bottom of the PSP.
Life Preserver
The life preserver, MK30SK, includes the automatic
life preserver inflation unit (ALPIU), SARBE-6
beacon, mirror, day and night distress signals, fir
aid kit, etc. The ALPIU automatically inflates the
bladder when submerged. The pilot also can inflate
the ALPIU manually by pulling out the operating
knob. SARBE-6 beacon transmits 243.000 MHz
beacon signal automatically after ejection to identify
the position of the pilot, and also incorporates the
radio function. Figure 1-55 shows the part to which
the lowering line of the life preserver is tightened.
Separating from the seat with the life
preserver lowering line connected may
cause accidental operation of the
SARBE-6 beacon. Make sure that the
life preserver lowering line is
disconnected prior to separation from
the seat.
Change 1 1-119
T.O. 1T-KT1B-1

Ejection Seat and Gas Flow Diagram

FRONT COCKPIT REAR COCKPIT

RH LH RH LH

UPPER D UPPER UPPER D UPPER

BRIDLE D BRIDLE D
H U BRIDLE H U BRIDLE
RELEASE PIRD RELEASE RELEASE PIRD RELEASE
B B
D D
U U

AUX.CART AUX.CART AUX.CART AUX.CART

DELAY 0.2 DELAY 0.2

TRM TRM
0.6 0.6

MOR MOR
LOWER HARN. & LOWER HARN. &
LEG RESTRAINT REL. LEG RESTRAINT REL.

EOB EOB
TRIP TRIP

MOR MOR
TRIP TRIP

USRM USRM

MULTI MULTI
MULTI PURPOSE MULTI PURPOSE
PURPOSE INITIATOR PURPOSE INITIATOR
INITIATOR INITIATOR

LOWER LOWER LOWER LOWER

BRIDLE BRIDLE BRIDLE BRIDLE
LOCK LOCK LOCK LOCK

SEAT MAIN GUN CARTRIDGE SEAT MAIN GUN CARTRIDGE SEAT

AIRCRAFT AIRCRAFT AIRCRAFT
DISCONNECT DISCONNECT ON DISCONNECT

CDBU
CSV
OFF

LEFT SEAT INITIATOR RIGHT MPI

LEFT SEAT INITIATOR BTRU(0.60S DELAY)

(SOLO MODE ONLY)

RIGHT SEAT INITIATOR M.O.R

LEFT MPI 0.2 SECOND DELAY

A Figure 1-50. (Sheet 1)

1-120
 T.O. 1T-KT1B-1

Ejection Seat and Gas Flow Diagram

FRONT REAR

MDC RH LH MDC RH LH

Upper D Upper Upper D Upper

Bridle D Bridle D
H U Bridle H U Bridle
Release PIRD Release Release PIRD Release
B B
D D
U U

Aux.Cart Aux.Cart Aux.Cart Aux.Cart

Delay 0.2 Delay 0.2

BTRU BTRU
0.6 0.6

MOR MOR
Lower Harn. & Lower Harn. &
Leg Restraint Rel. Leg Restraint Rel.

EOB EOB
Trip Trip
MOR MOR
Trip Trip

USRM USRM CSV

Multi Multi
Multi Purpose Multi Purpose
Purpose Initiator Purpose Initiator
Initiator Initiator

Lower Lower Lower Lower

Bridle Bridle Bridle Bridle
Lock Lock Lock Lock

Seat Main Gun Cartridge Seat Seat Main Gun Cartridge Seat
Aircraft Aircraft Aircraft Aircraft
Disconnect Disconnect Disconnect Disconnect

225-337 psi
Rated
Firing pin

CDBU 0.35

Left Hand Seat Initiator Right Hand MPI

Left Hand Seat Initiator BTRU(0.60s Delay)

(Solo Mode ONLY)

Right Hand Seat Initiator M.O.R

Left Hand MPI 0.2 Second Delay

B Figure 1-50. (Sheet 2)

1-121
T.O. 1T-KT1B-1

Ejection Seat and Related Devices

7
DROGUE CONTAINER

8
3
5 EMERGENCY OXYGEN MANUAL
CONTROL HANDLE SAFETY PIN
6
AL
NU
MA

AU
TO EMERGENCY
OXYGEN MANUAL
2 CONTROL HANDLE

J
FPI
2

PERSONAL SURVIVAL
PACK
K
IT
R
EL
EA
SE

EJECTION CONTROL
HANDLE SAFETY PIN
1

10

11 ARMED POSITION
SAFE POSITION

1. LEFT/RIGHT LEG RESTRAINT LINE SNUBBER KNURLED KNOB 7. CANOPY PENETRATOR

2. LEG RESTRAINT LINE RELEASE LEVER 8. COMMAND SELECTOR VALVE (REAR)
3. AUTOMATIC DEPLOYMENT UNIT 9. HPRU GO-FORWARD LEVER
4. MANUAL OVERRIDE HANDLE 10. KIT RELEASE HANDLE
5. SEAT RAISING ACTUATOR SWITCH 11. SAFE/ARMED HANDLE
6. EJECTION CONTROL HANDLE

Figure 1-51. (Sheet 1)

1-122
 T.O. 1T-KT1B-1

Ejection Seat and Related Devices

No. Control/Indicator Position/Indication Function

1 Left/right Leg Turn and Hold Leg restraint line is freely moved and adjustable in

Restraint Line length.

Snubber Knurled Knob Release Leg restraint line is locked.

2 Leg Restraint Pull (Backward) The leg restraint line lock is released and the pilot can

Line Release Lever be separated from the seat with the leg garters installed.

3 Automatic MANUAL PSP is not separated automatically after ejection.

Deployment Unit AUTO The pilot is separated from the seat, and the PSP is

separated automatically after 4 seconds.

4 Manual Override BTN Push & Pull Pilot/seat separation occurs. This handle is used when the

Handle pilot can not be separated from the seat automatically

after ejection.

5 Seat Raising Actuator FWD Lowers ejection seat

Switch AFT Raises ejection Seat

The pilot makes sure to check whether there is any

interference in parts when raising and lowering the
ejection seat, and if those are found out, must not
use the seat raising actuator switch.

6 Ejection Control Pull Ejection sequence is initiated. Refer to Section for

Handle ejection sequence.

7 Canopy Penetrator - Breaks the transparency to proceed the ejection sequence.

8 Command Selector ON Command firing system (CFS) operates.

Valve (Rear) OFF Command firing system (CFS) does not operate and pilot

must start the ejection sequence independently.

Figure 1-51. (Sheet 2)

1-123
T.O. 1T-KT1B-1

Ejection Seat and Related Devices

No. Control/Indicator Position/Indication Function

9 HPRU Go-forward AFT (Lock) Locks shoulder harness.

Lever FWD (Unlock) Unlocks shoulder harness but locks it automatically

during ejection or if harness is reeled out too fast.

10 KIT RELEASE Handle BTN Push & Pull PSP is separated.

11 SAFE/ARMED Handle SAFE Disables ejection when operating ejection control handle.

Make sure that the SAFE/ARMED handle is in the

SAFE position before entering the cockpit.

ARMED Normal ejection sequence is proceeded when Pulling out

ejection control handle.

Figure 1-51. (Sheet 3)

1-124
 T.O. 1T-KT1B-1

Rooting of Harness Straps

1

3 1. SHOULDER STRAP
2. BACK PAD
3. QUICK RELEASE BOX
4 4. CROTCH STRAP
5. LAP STRAP
5 6. ADJUSTING BUCKLE
7. LAP STRAP D-RING
8. NAGATIVE-G STRAP

Figure 1-52.

Quick Release Box

RELEA
SE AR
A EA
ARE
ON
CTI
N NE
CO
EA
AR
E
AS
LE
RE

Figure 1-53.

1-125
T.O. 1T-KT1B-1

Leg Restraint Line

8
9
1. LEG RESTRAINT LINE
7
2. BREAK RING
3. ROLLER
4. D-RING
5. QUICK RELEASE CONNECTOR
6. ADJUSTING BUCKLE
1
7. SNUBBER
3 2 8. SNUBBER RELEASE KNOB
6
9. TAPER PLUG IN LEG RESTRAINT LINE LOCK

Figure 1-54.

Connection of Lowering Line to Aircrew Bandolier/Life Preserver

1. QUICK-RELEASE CONNECTOR OF AIRCREW
BANDOLIER/LIFE PRESERVER
2. LOWERING LINE
3. ARROWHEAD LUG OF LOWERING LINE
1
CONNECTOR
4. STICKER CLIP
2

Figure 1-55.

1-126
 T.O. 1T-KT1B-1

Seated in Front Cockpit

EMERGENCY
OXYGEN HOSE

MAIN OXYGEN
HOSE

RE L E A
TO D
QUICK RELEASE
SE

RN

AN
BOX
TU

ON
BUTT
PUSH

EJECTION CONTROL
HANDLE

RH LEG RESTRAINT
GARTER

LH LEG
RESTRAINT GARTER

Figure 1-56.

1-127
T.O. 1T-KT1B-1
ENVIRONMENTAL CONTROL
SYSTEM
GENERAL
The Environmental Control System (ECS) is to
control air-conditioning in cockpit and prevent
canopy from fog/frost on ground or during flight.
The ECS adopts the air-circulation type which is
using engine bleed air. Its key components such as
pressure regulator and shutoff valve, 2-stage heat
exchanger, cooling turbine, water separator, water
aspirator, cooling fan, etc. are equipped in the front
fuselage.
The ECS operates cooling fan to cool down heat
exchanger during ground operation, and when NLG
is uplocked, it uses the ram air which is flowed
into the NACA intake to cool down the heat
exchanger.
Power On/Off, Inner temperature control, canopy
defog/defrost, and ventilation can be controlled via
ECS control panel in front cockpit only, and
distribution function of the conditioned air can be
controlled independently in both cockpits.
Provided that it is necessary to ventilate cockpit
due to ECS failure and smoke in cockpit or it is
desired to ventilate cockpit in normal condition,
position RAM AIR lever on ECS control panel in
the front cockpit to VENT. In this case, the ECS
will be automatically set to OFF mode regardless
of its operation mode (LOW or HIGH mode), and
only ram air will be flowed into cockpit. If smoke
or harmful gases which may have an effect on the
flight safety generate, pull the VENT T-handle
located on the left wall in the front cockpit, which
will make the air passage to the air, to release the
harmful gases in cockpit to the air.
1-128
Figure 1-57 shows the ECS schematic diagram and
Figure 1-58 explains position and functions of
controls and indicators related to ECS.
ECS OPERATION
Air flows which are flowed into cockpits can be
controlled using MODE switch on ECS control
panel in the front cockpit. It is recommended to set
the HIGH mode when it requires maximum air-
conditioning on the ground, and to set the LOW
mode during normal ground operation or in flight. If
it is not desired to operate the ECS, position the
MODE switch to OFF.
Outlet pressure of the pressure regulator and
shutoff valve is supplied with 20 psi for LOW
mode, and 35 psi for HIGH mode. When selecting
to LOW or HIGH mode depending upon the flight
environmental conditions, there may be no
difference between the pressures of air flowed into
cockpit.
Temperature of air flowed into cockpit via the ECS
can be controlled using TEMP knob on ECS
control panel in the front cockpit. If setting the
TEMP knot to COLD position, cold air will be
supplied, and to HOT position, hot air will be
supplied.
For removing fog/frost formed on canopy, select
the distribution lever to up ( ) position on ECS
control panel in the front cockpit. At this time,
make sure that the TEMP knob should be
positioned to HOT.

NOTE
If positioning the PCL to MAX
with the ECS operated during take-
off or go-around, the ECS is
automatically turned off for 6
seconds and then operates in LOW
mode to obtain the engine power
efficiently. If positioning the PCL to
MAX during flight in HIGH mode,
the ECS automatically returns to
LOW mode, and if positioning the
PCL below MCP, the ECS returns
to HIGH mode.
To ensure the proper operation of
cooling turbine, it is recommend to
select the ECS to HIGH mode at or
above Flight Idle after initial engine
start.
ECS WARNING
When the temperature of air passed through a
compressor is at or above 2326 resulted that it
fails to cool down properly the heat exchanger
using cooling fan of ECS or ram air, ECS caution
light on CWP is illuminated and the ECS is turned
off automatically. If the temperature is below 210
resulted that the heat exchanger is cooled down
sufficiently, the ECS caution light is automatically
extinguished, and the ECS resumes its operation.
T.O. 1T-KT1B-1
In the event of a fire on front fuselage during
ground operation or flight, position the RAM AIR
lever on ECS control panel in the front cockpit to
VENT to allow inflow of the ram air, and operate
the emergency shutoff valve T-handle to shut off
flame flowed into cockpit and the air flow supplied
via the ECS. When operating the emergency
shutoff valve T-handle, the hydraulic pressure and
the fuel systems also are shut off simultaneously.
NOTE
It is recommended to position the
MODE switch to LOW because the
ECS caution light may be
illuminated when the ECS is
positioned to HIGH in high
temperature conditions on ground
and the PCL is positioned to MCP
(for more than approx. 1 min.).
It is recommended to position the
MODE switch to OFF in case that
ECS caution light comes on more
than 3 times.
Vent Hole
Smoke or toxic gases in the cockpits which may
cause the risk to the flight safety can be
discharged to the air by pulling out and rotating
the VENT-T handle for vent hole installed on the
left sidewall in the front cockpit, which enables to
form the air passage to the outside.
1-129
T.O. 1T-KT1B-1

Environmental Control System Schematic

CONDITIONED AIR

COMPRESSED AIR

COOLED AIR (COMPRESSION HEAT REMOVED)

CWP ENGINE BLEED AIR

COOLED AIR MIXED WITH HOT AIR

COOLED BLEED AIR

WATER EXTRACTED FROM MIXED AIR

EXPANDED AIR

RAM AIR

ELECTRICAL LINE

EJECTION SEAT (REAR)

EJECTION SEAT (FRONT) RAM AIR OUTLET

TORSO OUTLET
(LEFT) CANOPY NOZZLE
5
TORSO OUTLET
TORSO OUTLET 1
(RIGHT)
(LEFT) 4
TORSO OUTLET
(RIGHT) 11 ENGINE
16 2
17
FOOT
OUTLET 3
NLG UPLOCK SENSING 6
12
MICROSWITCH FOOT OUTLET 13 14 15
UP

COOLING FAN RELAY

10
9 7

1. PRESSURE REGULATOR AND 6. COOLING TURBINE 13. COMPRESSOR

SHUTOFF VALVE 7. WATER SEPARATOR 14. TURBINE
2. PILOT REGULATOR 8. VENT HOLE 15. MIXING MUFF
3. TEMPERATURE CONTROL VALVE 9. FIREWALL SHUTOFF VALVE 16. BYPASS DOOR
4. OVERHEAT SWITCH 10. TEMPERATURE CONTROL SENSOR 17. RAM AIR INLET
5. PRIMARY AND SECONDARY HEAT 11. WATER ASPIRATOR
EXCHANGERS 12. COOLING FAN

Figure 1-57.

1-130
 T.O. 1T-KT1B-1

ECS Controls and Indicators

1 2 3
3

ECS CONTROL PANEL (REAR)

ECS CONTROL PANEL (FRONT)
4
5

FRONT REAR
COCKPIT COCKPIT
CWP

1. MODE SWITCH
L 2. TEMP KNOB
D 3. DISTRIBUTION LEVER
N
H 4. RAM AIR LEVER
T 5. ECS CAUTION LIGHT
E N 6. EMERGENCY SHUTOFF VALVE T-HANDLE
V 7
7. VENT T-HANDLE

Figure 1-58. (Sheet 1)

1-131
T.O. 1T-KT1B-1

ECS Controls and Indicators

No. Control/Indicator Position/Indication Function

1 MODE Switch HIGH Air pressure of the pressure regulator and shutoff valve

outlet is controlled to 35 psi.

LOW Air pressure of the pressure regulator and shutoff valve

outlet is controlled to 20 psi.

OFF ECS is inoperative

2 TEMP Knob COLD Cold air is supplied into the cockpit.

HOT Hot air is supplied into the cockpit.

3 Distribution Lever The conditioned air is supplied to the canopy nozzle to

remove frost/fog.

The conditioned air is supplied to the pilot

s torso.

The conditioned air is supplied to the pilot

s foot.

The conditioned air is supplied to the canopy nozzle,

pilot
s torso, and foot.

4 RAM AIR Lever VENT ECS stops and ram air is supplied into the cockpit.

OFF Ram air is blocked.

5 ECS Caution Light Visual(amber) Illuminates when temperature of the compressor outlet

is at or above 2326 and extinguishes automatically

when below 210 .

6 Emergency Shutoff BTN Push, Handle Fire wall shutoff valve is closed and Air supply via the

Valve T-handle Pull & Rotate ECS is blocked.

7 VENT T-Handle Handle Pull & Vent hole is open.

Rotate

Figure 1-58. (Sheet 2)

1-132
 T.O. 1T-KT1B-1

ANTI-ICE AND DE-ICE SYSTEM
ANTI-ICE SYSTEM
The anti-ice system is used for preventing the
pitot-static system and the AOA transmitter from
the icing, and operates the electrical heater built in
the pitot tube, static ports, and AOA vane to
prevent from icing. The anti-ice system is to be
heated enough to allow the anti-icing prior to
entering the iced or possible icing area to ensure
the proper anti-icing effects.
The anti-icing system can be operated by
positioning the ANTI-ICE switch on the right
console switch panel in the front cockpit to ON,
and its operation can be identified by checking that
the ANTI-ICE advisory light on the CWP
illuminates.
Positions and functions of the anti-ice system
control and indictor are shown in figure 1-59.
If the ground crew holds the pitot tube,
static ports, and AOA van with bare
hands without positioning the ANTI-
ICE switch to OFF after flight, it may
cause severe burns.

Anti-Ice System Control and Indicator

STATIC PORT

CWP
1

PITOT TUBE

1. ANTI ICE ADVISORY LIGHT

2. ANTI-ICE SWITCH
2

AOA TRANSMITTER
FRONT COCKPIT RIGHT
CONSOLE SWITCH PANEL

Figure 1-59. (Sheet 1)

Change 1 1-133
T.O. 1T-KT1B-1

Anti-Ice System Control and Indicator

No. Control/Indicator Position/Indication Function

1 ANTI ICE Advisory Light Visual(Green) Anti-ice system is operated.

2 ANTI-ICE Switch ON Anti-ice system equipments (pitot tube, static ports, AOA

vane) are heated.

OFF Anti-ice system is inoperative.

Figure 1-59. (Sheet 2)

DE-ICE SYSTEM The operation type can be divided into FAST and
SLOW based upon the current alternating time. In
The de-ice system, which removes the ice layer case the blade ice layer formed is thick due to the
formed on the leading edge of propeller blades, adverse icing conditions, select SLOW.
consists of a deicer mounted at blade, a slip ring, a
deicer timer and a modular brush. Positions and functions of the de-ice system are
shown in figure 1-60.
When the PROP-DEICE switch on the right switch
panel in the front cockpit is activated, the P DEICE
advisory light on the CWP illuminates, and the
electrical power is supplied alternately to two pairs of
blades, which are facing each other, via timer
through modular brush and slip ring.

1-134 Change 1
 T.O. 1T-KT1B-1

De-Ice System Control and Indicator

2
FRONT
COCKPIT RIGHT CONSOLE
CWP SWITCH PANEL
1

DEICER

SLIP RING

1. P DEICE ADVISORY LIGHT

2. PROP-DEICE SWITCH

MODULAR BRUSH

No. Control/Indicator Position/Indication Function

1 P DEICE Advisory Visual (Green) Anti-ice system is operated.
Light
2 PROP-DEICE Switch SLOW De-ice timer supplies current to two pairs of deicers
alternately for 34 seconds so that the deice process is cycled.
FAST De-ice timer supplies the current to two pairs of deicers
alternately for each 17 seconds, then stops supplying to all
deicers for 17 seconds so that the deice process is cycled.
OFF Current supplied to deicer is isolated and the deicer
stops operating.

Figure 1-60.

Change 1 1-135
T.O. 1T-KT1B-1

COMMUNICATION, NAVIGATION equipments installed on the aircraft are briefly

described in below table. The location of antennas
AND IDENTIFICATION EQUIPMENTS related to these equipments is shown in figure 1-61.
Refer to figure 1-62 and 1-63 for the arrangements
GENERAL of the equipments.

Communication, navigation and identification

List of Communication, Navigation and Identification Equipments

Equipment Function Location

CCS Integrated audio processing system for all audio Station box - right console (front/rear)
signals of the communication, navigation and Junction box - behind the front ejection
warning systems. seat

ACP Equipment for enabling selective operation of the Right console (front/rear)
communication and navigation equipments in
front and rear cockpits.

VHF Radio Main communication equipment for air-to-air, air- Control panel - bottom of instrument
to-ground, and ground-to-ground communications. panel (front/rear)
Transceiver - baggage bay

UHF Radio Secondary communication equipment for air-to-air, Control panel - bottom of instrument
air-to-ground, and ground-to-ground communications. panel (front/rear)
Transceiver - baggage bay

VOR/ILS Main navigation equipment for obtaining the Control panel - bottom of instrument
aircraft position information from the ground station. panel (front/rear)
Receiver - avionics bay

DME Main navigation equipment for obtaining the Transceiver - avionics bay
aircraft distance information from the ground Control - VOR/ILS control panels
station.

ADF Secondary navigation equipment for obtaining the Control panel - bottom of instrument
aircraft position information from the ground station. panel (front/rear)
Receiver - avionics bay

Transponder Aircraft identification equipment providing aircraft Control panel - bottom of instrument
identification code and altitude information. panel (front)
Transponder - avionics bay

ELT Equipment for transmitting distress signal Remote controller - right console (front)
Transmitter - battery bay

1-136
 T.O. 1T-KT1B-1

Antennas Location

7
8

2 1
5 4 3

1. TRANSPONDER ANTENNA 6. VHF ANTENNA

2. MB ANTENNA 7. UHF ANTENNA
3. DME ANTENNA 8. ELT ANTENNA
4. ADF ANTENNA 9. VOR/LOC/GS ANTENNA
5. RADIO ALT ANTENNA

Figure 1-61.

1-137
T.O. 1T-KT1B-1

Communication/Navigation/Identification Equipment Arrangement - Front

3
2
4

1 5

1. VHF CONTROL PANEL 5. TRANSPONDER CONTROL PANEL

2. VOR/ILS CONTROL PANEL 6. CCS STATION BOX
3. ADF CONTROL PANEL 7. AVIONICS CONTROL PANEL
4. UHF CONTROL PANEL

Figure 1-62.

1-138
 T.O. 1T-KT1B-1

Communication/Navigation/Identification Equipment Arrangement - Rear

1 4

6 5

1. VHF CONTROL PANEL 4. UHF CONTROL PANEL

2. VOR/ILS CONTROL PANEL 5. CCS STATION BOX
3. ADF CONTROL PANEL 6. AVIONIC CONTROL PANEL

Figure 1-63.

1-139
T.O. 1T-KT1B-1

COMMUNICATION CONTROL SYSTEM
The communication control system (CCS) is an
integrated audio processing system. It provides
means for communicating between pilots and
between pilot and groundcrew, and provides audio
signals from communication, navigation and
warning systems to the pilot. It consists of a
station box, a junction box, an intercom assembly
and an intercom jack.
The junction box installed behind the front ejection
seat is used for interconnecting the communication
equipments. The intercom assembly is installed on
the left side of main fuselage to allow the pilot to
communicate with maintenance personnel on the
ground. The intercom jack is installed on the right
console.
The locations and functions of CCS station box and
related controls are shown in figure 1-64.

The station box gives a way to select desired

communication equipment or function.

CCS Station Box and Related Controls

FRONT COCKPIT ACP

9

10

7
8
REAR COCKPIT ACP

1 2
CCS STATION BOX

3 4 5 6

1. RECEIVER AUDIO SWITCHES 5. INTERCOM VOLUME KNOB 9. MUTE BUTTON

2. PTT SELECT SWITCH 6. AMPLIFIER SELECT SWITCH 10. INTERCOM JACK
3. RECEIVER VOLUME KNOB 7. PTT BUTTON
4. FUNCTION KNOB 8. ALT PTT SWITCH

Figure 1-64. (Sheet 1)

1-140

CCS Station Box and Related Controls
No. Control/Indicator
1 Receiver Audio Switches
2 PTT Select Switch
3 Receiver Volume Knob
4 Function Knob
5 Intercom Volume Knob
6 Amplifier Select Switch
T.O. 1T-KT1B-1
Position/Indication Function
VHF Enables to receive audio signals from the VHF radio.
UHF Enables to receive audio signals from the UHF radio.
VOR Enables to receive identification signals from the VOR station.
DME Enables to receive identification signals from the DME station.
ADF Enables to receive identification signals from the NDB station
or a broadcast station.
NOTE
If two or more switches are set to ON, all audio
signals output from the selected equipments are
transmitted to the headset simultaneously.
ALT Allows using the ALT PTT switch.
NORM Allows using the PTT button on PCL.
Rotate Adjusts the volume of the received audio signals.
VHF Enables to transmit signals with the VHF radio.
The transmitted audio signals can be heard through headset.
UHF Enables to transmit signals with the UHF radio.
The transmitted audio signals can be heard through headset.
Rotate Adjusts the volume of the intercom during communication
between both pilots or between pilot and ground crew.
NORM In normal condition, main circuits of station box and
junction box are activated.
FAIL Auxiliary circuit is activated when main circuit fails.
NOTE
The volume cannot be adjusted when amplifier
select switch is positioned to FAIL.
Figure 1-64. (Sheet 2)
1-141
T.O. 1T-KT1B-1

CCS Station Box and Related Controls

No. Control/Indicator Position/Indication Function
7 PTT Button Depress The selected radio equipment transmits signals when
and Hold the PTT select switch on the CCS station box is in
the NORM position.

8 ALT PTT Switch
NOTE
With same transmitters selected in front and rear
cockpits, transmission can be made only in rear cockpit
when PTT buttons are selected by both pilots
simultaneously. (Independent transmission is allowed when
different transmitters are selected in both cockpits.)
ON Enables to transmit with the VHF radio and UHF radio.

9 Mute Button
NOTE
This switch is used when the main PTT button
fails or when it is required for pilot
s convenience.
It functions only when the PTT select switch on
CCS station box is positioned to ALT.
Depress All incoming radio audio signals to headset are muted
and Hold to eliminate any interference for intercommunication
between both pilots.

NOTE
Any audio signal from the central warning system
(CWS) is not eliminated even when the mute
button is depressed. The mute button cannot be
activated if the amplifier select switch on CCS
station box is positioned to FAIL.
10 Intercom Jack - Connects the intercom amplifier to the headset.

Figure 1-64. (Sheet 3)

1-142
 T.O. 1T-KT1B-1

AVIONICS CONTROL PANEL
The avionics control panel (ACP) allows the pilot
to select the VHF/UHF radio and navigation
equipment, which are installed in both cockpits
having same function, in either cockpit.
The ACP has ALT PTT switch as explained in
the CCS station box. It is used as a PTT switch
when the main PTT button fails.
The locations and functions of the ACP controls
and indicators are shown in figure 1-65.

Selection of the equipment is made by the control

select switch on the rear cockpit ACP and the
control indicators in front cockpit ACP provides
visual identification of the selected one.

Avionics Control Panel Controls and Indicators

FRONT COCKPIT ACP

REAR COCKPIT ACP

1. CONTROL INDICATORS
2. NAV SEL SWITCH
3. CONTROL SELECT SWITCHES

Figure 1-65. (Sheet 1)

1-143
T.O. 1T-KT1B-1

Avionics Control Panel Controls and Indicators

No. Control/Indicator Position/Indication Function

1 Control Indicators Visual (Green) Indicates that the appropriate equipment can
be controlled from front cockpit.

Off Indicates that the appropriate equipment can

be controlled from rear cockpit.

2 NAV SEL Switch VOR Indicates information related to VOR/ILS and

DME only on EHSI.

ADF Indicates information related to VOR/ILS, DME

and ADF on EHSI.

3 Control Select Switches FWD The appropriate equipment can be controlled

from front cockpit.

AFT The appropriate equipment can be controlled

from rear cockpit.

Figure 1-65. (Sheet 2)

1-144
 T.O. 1T-KT1B-1

VHF RADIO SYSTEM
General
The VHF (VHF-22B) is used as a main
communication means, consisting of a transceiver,
two control panels and an antenna.
The VHF control panel installed in each cockpit is
selected by the control select switch on rear cockpit
ACP, and controlled from front or rear cockpit as
selected. The reception and transmission of the signals
are accomplished by the operation of the PTT button
when the receiver audio switch and function knob on
the CCS station box are selected to VHF.

It provides 1,360 channels in the range of 118.000 NOTE

to 151.975 MHz frequency band. It is controlled by The noise can be heard through the
VHF control panel. headset according to the surrounded
environment.
VHF Radio Operation
The locations and functions of the VHF radio
The VHF transceiver is supplied with power from controls and indicators are shown in figure 1-66.
the battery bus.

VHF Radio Controls and Indicators

1

2
8

6 9

5 7 12 11 10
1. ACTIVE FREQUENCY DISPLAY 7. LIGHT SENSOR
2. PRESET FREQUENCY DISPLAY 8. XFR/MEM SWITCH
3. COMPARE ANNUNCIATOR 9. FREQUENCY SELECT KNOBS
4. ANNUNCIATORS 10. ACT BUTTON
5. VOLUME CONTROL 11. STO BUTTON
6. POWER AND MODE KNOB 12. TEST BUTTON

Figure 1-66. (Sheet 1)

1-145
T.O. 1T-KT1B-1
VHF Radio Controls and Indicators
No. Control/Indicator
1 Active Frequency Display
(upper window)
2 Preset Frequency Display
(lower window)
3 Compare Annunciator
4 Annunciators
5 Volume Control
6 Power and Mode Knob
7 Light Sensor
1-146
Position/Indication Function
Visual The active frequency (frequency to which
the VHF-22B is tuned) and diagnostic messages
are displayed in the upper window.
Visual The preset inactive frequency and diagnostic messages
are displayed in lower window.
ACT ACT illuminates momentarily when frequencies
are being changed.
If ACT continues to flash, the actual radio frequency
is not identical to the frequency shown in the
active display.
MEM Illuminates whenever a frequency is displayed in the
lower window.
RMT Illuminates when the control panel is in remote state
(having no control right) from ACP. When the RMT
annunciator illuminates, ---- appears in lower
window and control panel is disabled.
The frequency displayed in upper window is an
activefrequency transmitted from the radio to the
control panel.
TX Illuminates whenever the VHF-22B is transmitting.
Rotate The volume control is concentric with the Power and
Mode knob, capable of adjusting audio volume.
OFF CTL-22 and VHF-22B are turned off.
ON CTL-22 and VHF-22B are turned on.
SQ OFF The SQ OFF disables receiver squelch circuit so that
the pilot hears noise.
It is used when receiving extremely weak signal.
- Controls the display brightness automatically.
Figure 1-66. (Sheet 2)
 T.O. 1T-KT1B-1

VHF Radio Controls and Indicators

No. Control/Indicator Position/Indication Function

8 XFR/MEM Switch XFR When this switch is moved to the XFR position,
(spring-loaded toggle the preset frequency is transferred up to the active
switch) display and VHF-22B retunes.
The previously active frequency becomes new preset
frequency and is displayed in the lower window.

MEM When this switch is moved to the MEM position,

one of the six stacked memory frequencies is loaded
into the preset display (lower window). Successive
pushes cycle the six memory frequencies through the
display (..2,3,4,5,6,1,2,3,..).

9 Frequency Select Knobs
Rotate Two concentric knobs control preset or active frequency
display.
The outer larger knob changes left three digits in
1-MHz steps.
The inner smaller knob changes right two digits in
50-KHz steps (or in 25-KHz steps for the first two
steps after the direction of rotation has been
reversed).
Numbers roll over at the upper and lower frequency
limits.

10 ACT Button Depress Depressing ACT button for approximately 2 seconds

selects active mode, which tunes the VHF-22B directly
using frequency select knobs.
In ACT mode, the lower window will display ----
and the upper window will continue to display the
active frequency.
To return to normal 2-display tune/preset mode,
depress ACT button again for approximately 2 seconds.

11 STO Button Depress This button is used to store up to six frequencies.

12 TEST Button Depress Depress TEST button to perform self-test.

The transceiver performs self-test for about 5 seconds.

Figure 1-66. (Sheet 3)

1-147
T.O. 1T-KT1B-1
UHF RADIO SYSTEM
General
The UHF (KTR-909B) is used as an auxiliary
communication means, consisting of a transceiver, a
control panel and an antenna.
It provides communication to the pilot in the range
of 225.000 to 399.975 MHz frequency band, where
7,000 channels can be selected in steps of 25 kHz.
It can also receive signals at 243.000 MHz as it has
guard receiver. The front cockpit control panel
operates as a master while rear cockpit control
panel does as a slave.
UHF Radio Controls and Indicators
1. ON/OFF/VOL/TEST KNOB
2. CHAN BUTTON
3. FREQUENCY/CHANNEL SELECT KNOB
4. PUSH TONE BUTTON
Figure 1-67. (Sheet 1)
1-148 Change 1
UHF Radio Operation
The power of the UHF transceiver is connected to
the front generator bus and the UHF control panel
in front/rear cockpit is supplied with power from
the UHF transceiver. The reception and
transmission of the signals are accomplished by the
operation of the PTT button when the receiver
audio switch and function knob on the CCS station
box are selected to UHF.
NOTE
The noise can be heard through the
headset according to the surrounded
environment.
The locations and functions of the UHF radio
controls and indicators are shown in figure 1-67.
6 7
1 2 4
5. MODE BUTTON
6. DISPLAY
7. ANNUNCIATORS
 T.O. 1T-KT1B-1

UHF Radio Controls and Indicators

No. Control/Indicator Position/Indication Function

1 ON/OFF/VOL/TEST Knob Rotate This knob is used to turn the equipment on and off
and to adjust the volume.
Depress Depressing this knob can turn the squelch on and off.
2 CHAN Button Depress Depressing this button changes frequency selection
method (Manual and Preset).
Depressing and holding this button enters the mode
which can input preset frequency.
3 Frequency/Channel Rotate While in the Preset/Guard channel mode, this konb is
Select Knob used to select channel number displayed.
In the Manual Frequency Selection mode, the outer
knob changes three digits on the left side (1 MHz
steps) and the inner knob changes two digits of
decimal point on the right side (25 kHz steps).
4 PUSH TONE Button Depress Depressing this button transmits 1 kHz tone to
test transceiver simply.
5 MODE Button Depress Whenever depressing this button, one of the MAIN,
BOTH and ADF modes is selected.
MAIN Mode Enables reception and transmission
with the selected frequency.
The guard receiver is disabled.
BOTH Mode Enables reception and transmission
with the selected frequency.
The guard receiver operates to receive
at the 243.000 MHz.
ADF Mode Not used. The transmitter is disabled
if this mode is selected.
6 Display Channel Number Upper window displays channel number in the
Display Preset/Guard mode and is blank if manual
method is selected.
Frequency Lower window displays frequency with five-digit
Display figures. The last sixth figure is determined by the fifth
figure. (If the fifth digit figure is 2 or 7, the last figure
is 5, and if the fifth digit figure is 0 or 5, the last
figure is 0. for example, if XXX.X5 is displayed in the
window, the frequency is XXX.X50 MHz. if XXX.X7 is
displayed in the window, the frequency is XXX.X75 MHz.)
7 Annunciators TX Illuminates whenever transmitter operates.
MN Illuminates when operated in MAIN mode or BOTH mode.
GD Illuminates when operated in BOTH mode or whenever
guard receiver operates.

Figure 1-67. (Sheet 2)

1-149
T.O. 1T-KT1B-1

VOR/ILS SYSTEM VOR/ILS Operation

General The VOR/ILS control panel and receiver are

The VOR/ILS system is a main radio navigation
and landing aid.
The VOR function permits the pilot to find the
bearing of the aircraft in relation to a selected
ground station. The ILS function is a short range
landing approach aid. It gives the pilot aural and
visual indications of the aircraft position in relation
to a set flight path.
supplied with power from the battery bus. The
VOR/ILS control panel installed in each cockpit is
selected by the control select switch on rear cockpit
ACP, and controlled from front or rear cockpit as
selected.
The locations and functions of the VOR/ILS
system controls and indicators are shown in figure
1-68.

VOR/ILS System Controls and Indicators

2
8
4

6 9

5 7 12 11 10

1. ACTIVE FREQUENCY DISPLAY 7. LIGHT SENSOR

2. PRESET FREQUENCY DISPLAY 8. XFR/MEM SWITCH
3. COMPARE ANNUNCIATOR 9. FREQUENCY SELECT KNOBS
4. ANNUNCIATORS 10. ACT BUTTON
5. VOLUME CONTROL 11. STO BUTTON
6. POWER AND MODE KNOB 12. TEST BUTTON

Figure 1-68. (Sheet 1)

1-150

VOR/ILS System Controls and Indicators
No. Control/Indicator
1 Active Frequency Display
(upper window)
2 Preset Frequency Display
(lower window)
3 Compare Annunciator
4 Annunciators
5 Volume Control
6 Power and Mode Switch
T.O. 1T-KT1B-1
Position/Indication Function
Visual It displays active frequency (frequency to which the
VIR-32 receiver is tuned), and diagnostic message
ofdIAGfor a moment after self-test.
Visual It displays preset frequency, and diagnostic messages
(2-digit) after self-test (It displays00in normal
condition).
ACT ACT illuminates momentarily when frequencies are
being changed. If ACT continues to flash, the input
(selected) active frequency is not adequate.
MEM Illuminates when an unspecified frequency is displayed
in preset frequency display.
RMT Illuminates when the CTL-32 control panel is
selected to Remote state from outside (ACP).
In this case,----appears in preset frequency
display and the active frequency display displays
current tuning frequency of VIR-32 receiver.
HLD Illuminates when the Power and Mode knob is
selected to HLD position.
In this case, the previous active frequency is
transferred and displayed in preset frequency
display, and the DME-442 transceiver is continuously
tuned to the frequency which is displayed in the
preset frequency display.
The frequency displayed in active frequency display
is the tuning frequency of VIR-32 receiver; this
frequency can be changed.
Rotate Controls the level of VIR-32 VOR/LOC audio
(Station Identification) output.
OFF VIR-32 receiver, CTL-32 control panel and DME-442
transceiver are turned off.
ON VIR-32 receiver, CTL-32 control panel and DME-442
transceiver are turned on.
HLD It is used when newly selecting only the tuning
frequency of VIR-32 receiver while maintaining the
tuning frequency of DME-442 transceiver.
Figure 1-68. (Sheet 2)
1-151
T.O. 1T-KT1B-1

VOR/ILS System Controls and Indicators

No. Control/Indicator Position/Indication Function

7 Light Sensor - Senses the amount of light calibrating automatically

the brightness of preset and active frequency displays
to be fitted with ambient density.

8 XFR/MEM Switch XFR When toggling XFR switch, the preset frequency is
(spring-loaded toggle switch) changed to active frequency and at the same time, the
active frequency is changed to preset frequency.

MEM Whenever toggling MEM switch, the stored four preset

frequencies are cycled in preset frequency display.
(Channel number is displayed in active frequency
display.)

9 Frequency Select Knobs Rotate Two concentric knobs control preset or active
frequency display.
Outer larger knob : 1-MHz steps selection
Inner smaller knob : 0.05-MHz steps selection

10 ACT Button Depress Depressing ACT button more than 2 seconds changes
direct frequency selection mode or preset frequency
selection mode.
(When power on the equipment after power off with
selected to direct frequency selection mode or preset
frequency selection mode, the mode previously
operated is initiated.)

11 STO Button Depress When desired channel number is displayed in upper

window by toggling MEM switch, input desired
frequency in lower window and depress STO button
twice (within 5 seconds). It stores the selected
frequency to corresponding channel and returns to
preset frequency selection mode.

12 TEST Button Depress It performs self-test of VIR-32 receiver and DME-442

transceiver. It takes about 15 seconds for self-test of
VIR-32 receiver after this button is depressed. (It
takes about 10 seconds for DME-442.)

Figure 1-68. (Sheet 3)

1-152

DME SYSTEM
General
DME system is a main navigation equipment. The
distance information from the DME ground station
is displayed on EHSI.
The DME system does not require a separate
control panel and operates in conjunction with the
VOR/ILS control panel.
The DME channel is selected automatically when
the frequency on the VOR or ILS station is
selected from the VHF-NAV Set.
T.O. 1T-KT1B-1
DME Operation
The transceiver is supplied with power from the
battery bus. It operates when the VOR/ILS control
panel is turned on.
The VOR/ILS control panel installed in each
cockpit is selected by the control select switch on
rear cockpit ACP, and controlled from front or rear
cockpit as selected.
1-153
T.O. 1T-KT1B-1

ADF SYSTEM ADF Operation

General The ADF control panel and receiver are supplied

with power from the generator bus. The ADF
The ADF system is secondary radio aid to control panel installed in each cockpit is selected by
navigation. the control select switch on rear cockpit ACP, and
controlled from front or rear cockpit as selected.
Ground station transmitters for the ADF system
radiate a vertical-polarized electromagnetic field. The locations and functions of the ADF system
The aircraft antenna receives the magnetic and controls and indicators are shown in figure 1-69
electrical components of the radiated signal. The
data goes to a receiver and on to the EHSI for
display as the relative bearing of the selected
ground station.

ADF System Controls and Indicators

2
8
4

6 9

5 7 12 11 10

1. ACTIVE FREQUENCY DISPLAY 7. LIGHT SENSOR

2. PRESET FREQUENCY DISPLAY 8. XFR/MEM SWITCH
3. COMPARE ANNUNCIATOR 9. FREQUENCY SELECT KNOBS
4. ANNUNCIATORS 10. ACT BUTTON
5. VOLUME CONTROL 11. STO BUTTON
6. POWER AND MODE KNOB 12. TEST BUTTON

Figure 1-69. (Sheet 1)

1-154
 T.O. 1T-KT1B-1

ADF System Controls and Indicators

No. Control/Indicator Position/Indication Function

1 Active Frequency Display Visual Displays active frequency (frequency to which the
(upper window) ADF-462 receiver is tuned), and diagnostic message
ofdlAGfor a moment after self-test.

2 Preset Frequency Display Visual Displays preset frequency, and diagnostic messages
(upper window) (2-digit) after self-test (It displays00in normal
condition).

3. Compare Annunciator ACT ACT illuminates momentarily when active frequencies

are being changed. If ACT continues to flash, the
input (selected) active frequency is not adequate
(it is not tuned).

4 Annunciators MEM Illuminates when an unspecified frequency is displayed

in preset frequency display.

RMT Illuminates when the CTL-62 control panel is selected

to Remote state from outside (ACP).
In this case, ---- appears in preset frequency
display and the active frequency display displays
current tuning frequency of ADF-462 receiver.

5 Volume Control Rotate Controls the amount of ADF-462 audio (Station Identification)
output.

6. Power and Mode Switch OFF ADF-462 receiver and CTL-62 control panel are
turned off.

ANT ADF-462 receiver and CTL-62 control panel are turned

on.
However, the ADF-462 receiver provides only audio
to the pilot. The Bearing-To-Station of NDB station is
not provided. (ADF direction indicator indicates
270 degrees.)

ADF ADF-462 receiver and CTL-62 control panel are turned

on.
The ADF-462 receiver provides audio to the pilot with
the Bearing-To-Station of NDB station.
(Even when this mode is selected, the ADF direction
indicator indicates 270 degrees if the ADF-462 receiver
receives invalid signal.)

TONE It provides 1,000 Hz aural output tone to the pilot

if keyed-CW station signal is received.

7 Light Sensor - Senses the amount of light calibrating automatically

the brightness of preset and active frequency displays
to be fitted with ambient density.

Figure 1-69. (Sheet 2)

1-155
T.O. 1T-KT1B-1

ADF System Controls and Indicators

No. Control/Indicator Position/Indication Function

8 XFR/MEM Switch XFR When toggling XFR switch, preset frequency

(spring-loaded toggle switch) is changed to active frequency and at the same time,
the active frequency is changed to preset frequency.

MEM Whenever toggling MEM switch, the stored four

preset frequencies are cycled and displayed in preset
frequency display. (Channel number is displayed in
active frequency display.)

9 Frequency Select Knobs
Rotate Two concentric knobs control preset or active
frequency display.
Outer larger knob: 100-kHz step selection
Inner smaller knob: 0.5-kHz step selection
(Minimum step is variable with the turn rate of
knob)

10 ACT Button Depress Depressing ACT button more than 2 seconds

changes direct frequency selection mode or preset
frequency selection mode.
(When turning on the equipment after turning off
with selected to direct frequency selection mode or
preset frequency selection mode, the mode previously
operated is initiated.)

11 STO Button Depress When desired channel number is displayed in upper

window by toggling MEM switch, input desired
frequency in lower window and depress STO button
twice (within 5 seconds). It stores the selected
frequency to corresponding channel and returns to
preset frequency selection mode.

12 TEST Button Depress When TEST button is depressed, self-test of

ADF-462 receiver is performed.

Figure 1-69. (Sheet 3)

1-156
 T.O. 1T-KT1B-1

TRANSPONDER SYSTEM NOTE

General
The transponder provides a means of rapid and
positive radar identification by ground radar units.
It allows the aircraft to be interrogated by a
suitably equipped ground radar station.
TDR-94 Transponder operates in the frequency
band of 1,030 MHz (reception) and 1,090 MHz
(transmission).
The transponder may not respond when
the shadowing or blocking of direct
transponder antenna line-of-sight
contact with the interrogator happens.
Transponder Operation
The transponder control panel and the transponder
are supplied from the front battery bus.
The transponder control panel is installed in front
cockpit.

On receiving an interrogation, the transponder The locations and functions of the transponder
transmits a coded reply which gives an enhanced system controls an indicators are shown in figure
radar return, positive radar identification and, if 1-70.
mode C is in use, an altitude readout.

Transponder System Control and Indicators

1

2
4

5
7

6 10 9 8
1. UPPER DISPLAY WINDOW 6. LIGHT SENSOR
2. LOWER DISPLAY WINDOW 7. CODE SELECT KNOBS
3. COMPARE ANNUNCIATOR 8. PRE BUTTON
4. ANNUNCIATORS 9. IDENT BUTTON
5. POWER AND MODE KNOB 10. TEST BUTTON

Figure 1-70. (Sheet 1)

1-157
T.O. 1T-KT1B-1
Transponder System Control and Indicators
No. Control/Indicator
1 Upper Display Window
2 Lower Display Window
3 Compare Annunciator
4 Annunciators
5 Power and Mode Knob
6 Light Sensor
7. Code Select Knobs
8 PRE Button
9 IDENT Button
10 TEST Button
1-158
Position/Indication Function
Visual The current response code by the transponder and
diagnostic messages are displayed in upper window.
Visual The lower window is normally blank. If an error is
detected during self-test, diagnostic message of
dIAG is displayed. Depressing TEST button at
this time displays diagnosis code.
ACT ACT illuminates momentarily when codes are being
changed. If ACT continues to flash, the actual
response code is not identical to the code shown in
the active display.
RMT Illumination of RMT (remote) annunciator indicates
that the transceiver is controlled by other control
unit (not used).
TX Illuminates when the transponder responds to the
interrogation signal.
OFF In this position, power is not supplied and the
equipment is turned off.
STBY Power is supplied to the equipment but response is
not transmitted.
This position is used when the aircraft is on the
ground or it is required by the ATC.
ON Altitude code is erased in this position. It is generally
used when required by the ATC.
ALT The ALT position is a general operation position.
Transponder transmits code and altitude information
for the interrogation signal.
- Controls the display brightness automatically.
Rotate Two knobs controls active codes.
Left two digits and right two digits are controlled
independently.
The outer larger knob controls left two digits while
the inner smaller knob controls right two digits.
Depress This button is used to store codes and to call out
the stored codes.
Depress Depressing IDENT button transmits special identification
pattern for display on the radar scope of ground controller.
This button is used when the pilot is requested to
Squawk Ident by the ground controller.
Depress This button is used to perform self-test.
Figure 1-70. (Sheet 2)

ELT SYSTEM
General
ELT is powered and operated by battery and an
equipment, transmitting distress signal through
frequencies of 121.5 MHz, 243.0 MHz and 406.25
MHz in emergency.
ELT Operation
ELT Transmitter and G-switch have their own
battery and the battery of G-switch is powered
from generator bus in front cockpit.
When G-switch is set to ARM, it sensesGloads
on the aircraft. If an overload is sensed, it operates
a transmitter to transmit distress signal. Also, pilot
can operate a transmitter by switching on the
toggle switch in ELT remote controller in order to
transmit emergency signal.
ELT System Controls and Indicators
2 1
1. ON-TEST/RESET SWITCH
Figure 1-71. (Sheet 1)
T.O. 1T-KT1B-1
NOTE
Avoid switching ELT to ON unless
the aircraft is in emergency. If the
ELT is triggered to ON, the pilot
can stop the ELT transmission by
selecting TEST/RESET position.
With G-switch set to ARM, it may
be that ELT in the aircraft could
be operated due to a jolt occurs
during ground handling. However,
prior to ELT transmitting distress
signal, remote controller provides
visible and audible warnings for 11
seconds. During this period, ELT
can be deactivated by selecting
toggle switch on remote controller to
TEST/RESET.
The locations and functions of the ELT system
controls and indicators are shown in figure 1-71.
2. INDICATOR LAMP
1-159
T.O. 1T-KT1B-1

ELT System Controls and Indicators

No. Control/Indicator Position/Indication Function

1 ON-TEST/RESET Switch - This switch can be toggled to ON and TEST/RESET.

It is protected to prevent an accidental operation by
the pilot.

ON Initiates transmission by the transmitter.

TEST/RESET Performs test or initializes (stops) transmission by

the transmitter.

2 Indicator Lamp On (amber) Provides visual indication of tone and beep signals
(ELT transmitting).

Figure 1-71. (Sheet 2)

1-160

LIGHTING SYSTEM
GENERAL
The exterior lighting system consists of navigation
lights, tail light, anti-collision strobe lights and
landing/taxi lights, and the interior lighting consists
of instrument lights, console lights, flood lights and
utility lights. The front side of the right console is
equipped with a switch to control the exterior and
interior lighting systems.
The locations of the lighting system are shown in
the figure 1-72 and 1-73. The locations and
functions of the lighting system controls are shown
in figure 1-74.
EXTERIOR LIGHTING SYSTEM
Navigation/Tail Lights
The navigation lights are located on the front side
of the left and right wing tips (LH: Red, RH:
Green), and the tail lights are located on the rear
parts of the left and right wing tips (both white)
and on the bottom of the aft fuselage (white).
If positioning the NAV/STROBE knob on the right
console switch panel in the front cockpit to DIM,
NAV or NAV/STRB, the navigation lights and the
tail lights illuminate, and if positioning to DIM, the
lights are dimmed.
Anti-Collision Strobe Lights
The anti-collision strobe lights are used for
preventing the crash of aircrafts by generating the
white high density light to allow the aircraft to be
easily seen even at the remote distance. The anti-
collision strobe lights are located on the front part
(both white) of the left and right wing tips.
The anti-collision strobe lights, for generating the
high density light, receive the boosted power from
the power supply located on the left and right sides
T.O. 1T-KT1B-1
of the wing. To turn on the anti-collision strobe
lights, position the NAV/STROBE knob on the
right console switch panel in the front cockpit to
NAV/STRB. It has a sufficient brightness so that
the aircraft can be easily seen during daytime as
well as nighttime from the outside.
NOTE
The anti-collision strobe lights may
cause disturbance of the pilots dark
adaptation of the adjacent aircraft
during the night flight, or the spatial
disorientation during the flight in the
cloud. If necessary, position the
NAV/STROBE knob to NAV or DIM.
Landing/Taxi Lights
The retractable landing/taxi lights are located on
the left and right bottoms of the main wing. These
lights enable to identify the downlocked state of
the landing gear from the outside, and provide
necessary lights for nighttime landing.
When turning the LDG LT switch on the left
switch panel on the instrument panel in the front
cockpit to ON with the left and right MLGs
downlocked, the landing/taxi lights are expended
and illuminated. The angle of the landing/taxi
lights are automatically changed to be proper for
taxiing when the NLG touches the runway after
landing.
During landing approach, the downlocked condition
of the left and right main landing gears can be
checked by the illumination of these lights. To turn
on and operate the landing/taxi lights, the left and
right main landing gears shall be downlocked.
Accordingly, the downlocked condition of the
landing gears can be checked from the outside, and
if the lights not turned on, be sure to check the
downlocked condition of the landing gears through
the illumination of the landing gear position
indicators in the cockpits.
1-161
T.O. 1T-KT1B-1

Exterior Lighting System Layout

LEFT HAND RIGHT HAND

3 3

4 4

2 1. LANDING/TAXI LIGHT
2
2. TAIL LIGHT (WHITE)
3. NAVIGATION LIGHT (LH : RED, RH : GREEN)
4. ANTI-COLLISION STROBE LIGHT (FLASHING WHITE)

Figure 1-72.

1-162

INTERIOR LIGHTING SYSTEM
Instrument Lights
The instrument lights are used for illuminating the
interior of each instrument on the instrument panel.
The brightness of these lights can be adjusted by
the INST Knob located on the right console.
CWP, AOA indexer, and position
indicators and red warning light of
landing Gear Control Panel, etc. are
designed to be dimmed to the certain
brightness when the instrument light
comes on. Therefore, check whether the
INST knob is turned on if CWP is dim
during day flight. The brightness of the
MASTER warning light, FIRE warning
light and OVHT caution light on the
visual warning system can not be
adjusted.
Console Lights
The console lights are installed on the left and
right consoles in each cockpit, and used for
illuminating the interior of each equipment installed
on the left and right consoles in the front and rear
cockpits. The brightness of these lights can be
adjusted by the CONSOLE knob located on the
right console.
T.O. 1T-KT1B-1
Flood Lights
The flood lights are used for illuminating several
parts within cockpits when the instrument lights on
the instruments are weak or inoperative. The front
cockpit is equipped with five flood lights and the
rear cockpit five flood lights respectively, which are
installed on the lower side of the glare-shield and
the left and right sidewalls in both cockpits (Refer
to Figure 1-73). The brightness of these lights can
be adjusted by the FLOOD knob located on the
right console.
Utility Lights
The utility lights located on the right canopy frame
are fitted with a flexible lead and can be removed
from normal stowed position. The utility light has a
flashing function that allows to be used as a signal
source between aircrafts flying in formation. The
lighting type can be selected to white or red filter
using the selector button located on the top of the
utility lights, and the brightness can be adjusted
using the rotating knob located on the rear side of
the utility lights.
1-163
T.O. 1T-KT1B-1

Interior Lighting System Layout

1 1 1 1

1 1
1 1
2 2

1 1 1
1

1. FLOOD LIGHTS
2. UTILITY LIGHTS

Figure 1-73.

1-164
 T.O. 1T-KT1B-1

Instruments and Panel Assemblies Adjustable Using INST Knob

Front Cockpit Rear Cockpit

- AOA Indicator - AOA Indicator

- Standby Attitude Indicator - Standby Attitude Indicator
- Altimeter - Altimeter
- Mach Airspeed Indicator - Mach Airspeed Indicator
- Vertical Velocity Indicator - Vertical Velocity Indicator
- Accelerometer - Accelerometer
- Flap Position Indicator - Flap Position Indicator
- R Button on Electronic Engine Indicator - UHF Control Panel
(EEI1, EEI2) - ECS Control Panel
- UHF Control Panel - Bezel Control Panel
- ECS Control Panel - Oxygen Pressure Indicator
- Bezel Control Panel - Clock
- Oxygen Pressure Indicator - Hydraulic Pressure Indicator
- Clock - Magnetic Compass
- Hydraulic Pressure Indicator - Radio Altimeter
- Magnetic Compass - VHF Control Panel
- VHF Control Panel - VOR/ILS Control Panel
- Radio Altimeter - ADF Control Panel
- Transponder Control Panel
- VOR/ILS Control Panel
- ADF Control Panel

1-165
T.O. 1T-KT1B-1
Instruments and Panel Assemblies Adjustable Using
CONSOLE Knob
Front Cockpit
- Landing Gear Control Panel
- Left Switch Panel
- Right Switch Panel
- Oxygen Regulator
- Avionics Control Panel
- Triple Trim Indicator
- Left Console Switch Panel
- Right Console Switch Panel
- Right Side Switch Panel
- Left Console CB Box
- Electronic Display Switch Panel
- ELT Remote Controller
- CCS Station Box
1-166
Rear Cockpit
- Landing Gear Control Panel
- Left Switch Panel
- Right Switch Panel
- Oxygen Regulator
- Avionics Control Panel
- Triple Trim Indicator
- Left Console Switch Panel
- Right Console Switch Panel
- Right Side Switch Panel
- Left Console CB Box
- CCS Station Box
- Electronic Display Switch Panel
 T.O. 1T-KT1B-1

Lighting System Controls

ISO
N 3
O
R
4
1 RESET

5
2
LEFT SWITCH PANEL

A
FRONT RIGHT CONSOLE SWITCH PANEL
COCKPIT

4
LEFT SWITCH PANEL

REAR
COCKPIT
RIGHT CONSOLE SWITCH PANEL
BUTTON

WHITE POINT

8
6

RED POINT

7
UTILITY LIGHT

1. LDG LT SWITCH 5. CONSOLE KNOB

2. INST KNOB 6. LAMP TEST BUTTON
3. NAV/STROBE KNOB 7. ROTARY SWITCH
4. FLOOD KNOB 8. FILTER CONTROL KNOB

Figure 1-74. (Sheet 1)

1-167
T.O. 1T-KT1B-1

Lighting System Controls

No. Control/Indicator Position/Indication Function

1 LDG LT Switch ON Extends the landing/taxi lights when the landing gears

are downlocked, and after the light is extended fully,

turns on the landing/taxi lights.

OFF Turns off and retracts the landing/taxi lights.

2 INST Knob (OFF to BRT) Rotating the knob from OFF to BRT increases the

brightness of the instrument lights.

3 NAV/STROBE Knob OFF Turns off the navigation lights, the tail lights and the

anti-collision strobe lights.

DIM Dims the navigation and tail lights.

NAV Turns on the navigation lights and the tail lights

brightly.

NAV/STRB Turns on the navigation lights and the tail lights, and

turns on the anti-collision strobe lights.

4 FLOOD Knob (OFF to BRT) Rotating the knob from OFF to BRT increases the

brightness of the flood lights.

5 CONSOLE Knob (OFF to BRT) Rotating the knob from OFF to BRT increases the

brightness of the console lights.

6 Lamp Test Button Push Turns on the lamp while it is depressed.

7 Rotary Switch OFF Turn off the utility light.

(DIM to BRT) Rotating the knob from DIM to BRT increases the

brightness of the utility light.

8 Filter Control Knob White White filter is selected.

Red Red filter is selected.

Figure 1-74. (Sheet 2)

1-168
 T.O. 1T-KT1B-1

OXYGEN SYSTEM NOTE

GENERAL
The oxygen system is to supply the pilot with
oxygen for ensuring the proper breathing of the
pilot who performs his/her flight mission at a high
altitude where has low oxygen contents. The
oxygen system largely consists of oxygen cylinder
located at the rear side of the rear cockpit, oxygen
regulator located on the cockpit right console and
pipe connecting these two parts. The oxygen
system uses gaseous oxygen supplied from the
oxygen cylinder charged with high pressure (1,800
psi).
When oxygen hose in cockpit is not
used, it shall be always placed behind
the right console to prevent malfunction
due to interference with control units
mounted at right console.
The table below shows the oxygen duration
(minute) for two pilots depending upon altitude
and remaining oxygen. The location and functions
of the devices related to the oxygen system are
shown in figure 1-76.

Oxygen Duration Chart

Oxygen Duration (minute) according to Oxygen Pressure (psi), Two (2) Crews
Altitude Diluter
(Feet) Mode
1,800 1,600 1,400 1,200 1,000 800 600 400 200

At NORMAL 285 252 218 185 151 117 84 50 17

or above
30,000 100% 256 226 196 166 136 106 76 45 15

NORMAL 332 293 254 215 176 137 97 59 20

25,000
100% 218 192 166 141 115 90 64 38 13

NORMAL 403 355 308 261 213 166 118 71 24

20,000
100% 169 149 129 109 89 70 50 30 10

NORMAL 460 406 352 298 244 189 135 81 27

15,000
100% 134 118 103 87 71 55 40 24 8

NORMAL 442 390 338 286 234 182 130 78 26

10,000
100% 107 95 82 69 57 44 32 19 6

1-169
T.O. 1T-KT1B-1

OXYGEN REGULATOR OXYGEN PRESSURE INDICATOR

Oxygen regulator supplies the cockpit with oxygen
depressurized to 68 to 95 psi by pressure reducing
valve. The oxygen regulator provides oxygen of
pressure higher than air pressure outside of oxygen
mask, mixing air in the cockpit with the required
oxygen according to pilots breathing in conjunction
with the altitude. 100% oxygen can be supplied if
necessary, and also supplied automatically at the
altitude above 29,000 1,000 feet. Refer to figure
1-75.
The oxygen regulator, installed on the right console
in the front and rear cockpit, consists of three
control levers (oxygen supply lever, diluter lever,
emergency lever), FLOW indicator and OXYGEN
SUPPLY PRESSURE Gauge.
To mix oxygen and air in normal condition, position
the oxygen supply lever to ON, then position the
diluter lever to NORMAL OXYGEN, and to
provide oxygen mask with 100% oxygen, position
the oxygen supply lever to ON, then position the
diluter lever to 100% OXYGEN. When oxygen is
flowing from the oxygen regulator, white blinker
will be displayed on the FLOW indicator. When
the oxygen supply system is not used, position
oxygen supply lever to OFF, diluter lever to 100%
OXYGEN and emergency lever to NORMAL to
avoid contaminations entering.
The pilot can verify the amount of the remaining
oxygen, ranging 0 to 2,000 psi, in the oxygen
cylinder through the oxygen pressure indicator
located on the right lower side of the front and
rear cockpit instrument panel. The OXYGEN
caution light on CWP illuminates when the oxygen
pressure drops below 10020 psi.
When OXYGEN caution light on CWP
is illuminated, immediately descend
below 10,000 ft MSL.
EMERGENCY OXYGEN CYLINDER
The emergency oxygen cylinder located on the left
rear side of front and rear ejection seats supplies
pilot with oxygen during ejection, and in the event
of failure of oxygen system and oxygen exhaustion.
The emergency oxygen cylinder under high
pressure (1,800 psi) is operated automatically during
ejection. If necessary the pilot can be supplied with
100% oxygen for approximately 10 minutes by
pulling out the emergency oxygen manual control
handle on the left side of the ejection seat by
hand.

Positioning diluter lever on the oxygen

regulator to 100% OXYGEN may result
in rapid increase in oxygen
consumptions. Habitual and continuous
use of the 100% oxygen may result in
the physiological damage to the pilots.
Particularly, performing higher G-
maneuvering using 100% OXYGEN
may cause severe damage to the lungs.

1-170
 T.O. 1T-KT1B-1

Oxygen System Schematic

HIGH PRESSURE

LOW PRESSURE

OXYGEN HOSE (LOW PRESSURE OXYGEN)

ELECTRICAL LINE

FRONT COCKPIT REAR COCKPIT

9 8 9 8

7 7
12 12

11 11
1

10 10

EMERGENCY EMERGENCY
OXYGEN SYSTEM OXYGEN SYSTEM 4
6
LOW PRESSURE
6 HIGH PRESSURE (68~95 psi) (1,800 psi)

5
2
1000
500 1500
FULL

3 0
2000PSI

1. OXYGEN CYLINDER 8. OXYGEN PRESSURE INDICATOR

2. CHARGING VALVE 9. OXYGEN CAUTION LIGHT
3. CHARGING PRESSURE GAUGE 10. OXYGEN HOSE
4. PRESSURE TRANSMITTER 11. QUICK RELEASE CONNECTOR
5. PRESSURE REDUCING VALVE (CRU-60/P)
6. OXYGEN REGULATOR 12. MASK (MBU-12/P)
7. EMERGENCY OXYGEN CYLINDER

Figure 1-75.

Change 1 1-171
T.O. 1T-KT1B-1

Oxygen System Controls and Indicators

FRONT
COCKPIT

CWP

1 2

5 4 3
OXYGEN REGULATOR

1. FLOW INDICATOR 5. EMERGENCY LEVER

2. OXYGEN SUPPLY PRESSURE GAUGE 6. OXYGEN PRESSURE INDICATOR
3. OXYGEN SUPPLY LEVER 7. OXYGEN CAUTION LIGHT
4. DILUTER LEVER 8. EMERGENCY OXYGEN MANUAL CONTROL HANDLE

Figure 1-76. (Sheet 1)

1-172
 T.O. 1T-KT1B-1

Oxygen System Controls and Indicators

No. Control/Indicator Position/Indication Function

1 FLOW Indicator Visual (Blink) Blinks from blank (no-flow) to white (flow) during

pilots breathing.

2 OXYGEN SUPPLY Visual Indicates the oxygen pressure supplied from the oxygen

PRESSURE Gauge regulator.

3 Oxygen Supply Lever ON Supplies oxygen.

OFF Shuts off oxygen supply.

4 Diluter Lever 100% OXYGEN Provides 100% oxygen regardless of the altitude.

NORMAL Provides regulated mixture of cockpit air-oxygen. 100%

OXYGEN oxygen is supplied at the altitude above 29,0001,000 feet.

5 Emergency Lever EMRGENCY Provides continuous flow of 100% oxygen to the mask.

NORMAL Provides air-oxygen flow to the mask only during pilot

s

breathing.

TEST MASK Provides continuous flow of 100% oxygen. This mode is

used only for the test of the mask.

6 Oxygen Pressure Indicator Visual Provides visual indication of the gaseous oxygen in

cylinder with the range of 0 to 2,000 psi.

7 OXYGEN Caution Light Visual (Amber) Oxygen pressure drops below 10020 psi.

8 Emergency Oxygen Manual Pull Supplies 100% oxygen of high pressure for limited time

Control Handle (10 minutes).

Figure 1-76. (Sheet 2)

1-173
T.O. 1T-KT1B-1
WARNING SYSTEM
GENERAL
The warning system is operated when an abnormal
condition occurs in the aircraft system. It consists
of visual, aural and rudder pedal shaking warning
systems.
The visual warning system has three kinds of
lights, which have a function of indicating abnormal
conditions and indicating that certain equipment is
being operated.
The rudder pedal shaking warning system is linked
with the aural warning system to be operated prior
to stall after the warning tone stall (2nd) is
generated.
The location and function of the warning system
controls and indicators are shown in figure 1-77.
VISUAL WARNING SYSTEM
The visual warning system consists of a CWS
warning panel (CWP), a MASTER warning light,
a FIRE warning light and an OVHT caution light.
The CWP, installed on the right lower side of
cockpit instrument panel, is divided into three
sections; red warning lights, amber caution lights
and green advisory lights.
The red warning lights warn the pilot of an
emergency that is critical to the aircraft. The
amber caution lights indicate a danger or a system
failure and the green advisory lights indicate the
equipments that are being operated.
1-174 Change 1
The MASTER warning light on top of the
instrument panel illuminates with the warning and
caution lights on CWP to let the pilot recognize the
abnormal conditions of the system indicated on the
CWP easily. The MASTER warning light has reset
function and illuminates again when another
warning or caution light comes on after it is reset.
Any light in visual warning system can be checked
for normal operation using CWS TEST button.
While depressing the CWS TEST button, all
warning lights illuminate and six kinds of warning
tones are generated through the headset one time.
When turning on the INST knob during night
flight, the brightness of the visual warning system
except MASTER warning light, FIRE warning
light and OVHT caution light is dimmed evenly to
be proper to the pilots eyesight, and provided to
pilot. The visual warning system is operated with
the 28 Vdc supplied from the battery.
AURAL WARNING SYSTEM
The aural warning system provides warning tone
through the pilots headset to alert him/her when
the major system is operated abnormally. The
warning tones provided with womans voice are
Fire, Overheat, Stall (1st), Stall (2nd),
Overspeed and Landing Gear. Figure 1-78
shows the relationship between the conditions that
the aural warning is generated and the visual and
shaking warning systems.
The warning tones Fire and Overheat are
generated by the temperature sensed by the sensor
attached around the engine at the time that FIRE
warning light (31440) and OVHT caution light
(31440) are gone on. To eliminate these tones
if false or necessary, depress and release the
MASTER warning light.

Aural warning Stall is generated above 5 to 10
KIAS from the stall speed in landing configuration
and above 5 to 15 KIAS in the other configurations
by receiving AOA information of aircraft from
AOA vane. The rudder pedal shaker operates prior
to stall after the warning tone is generated. Using
the AOA TEST switch on the right console, the
stall warning system can be checked for normal
operation.
The warning tone Overspeed is generated when
the indicated airspeed in rear cockpit is 322 to 330
KIAS (with the difference between the indicated
airspeeds on front and rear cockpit kept within 7
KIAS). The warning tone Landing Gear is
generated under two conditions below:
The first condition is that the landing gear handle
is in LG UP position, the airspeed is less than 120
130 KIAS, the true altitude is less than 5,000
100 feet, and the engine power is set to at least 20
psi Tq.
T.O. 1T-KT1B-1
The second condition is that the landing gear
handle is in LG UP position and flap control lever
is in LD position. At this time, the L/G warning
light also illuminates.
Under the first condition, the pilot can remove the
warning tone by depressing the WARNING
SILENCE button on the left lower side of the
landing gear handle if necessary, however the L/G
warning light is not extinguished.
RUDDER PEDAL SHAKING SYSTEM
The rudder pedal shaking system is operated to
inform pilot of entry into the stall condition in
advance, and operates the shaker installed to the
right rudder pedal in both cockpits to inform the
information. The shaker is operated at Stall 2nd
warning condition (from above 25.51.0 unit of
AOA to before stall), and interfaced with the aural
warning system. Refer to figure 1-78.
1-175
T.O. 1T-KT1B-1

Warning System Controls and Indicators

WARNING LIGHT (RED)

CAUTION LIGHT (AMBER)

ADVISORY LIGHT (GREEN)

6

FRONT COCKPIT RIGHT

SIDE SWITCH PANEL

1 6

5
FRONT
COCKPIT

1. OVHT CAUTION LIGHT

2. FIRE WARNING LIGHT
3. MASTER WARNING LIGHT
4. CWS WARNING PANEL
5. AOA TEST SWITCH
6. CWS TEST SWITCH
8
7. MAINT SWITCH FRONT COCKPIT RIGHT
8. RUDDER PEDAL SHAKER SIDE SWITCH PANEL

Figure 1-77. (Sheet 1)

1-176
 T.O. 1T-KT1B-1

Warning System Controls and Indicators

No. Control/Indicator Position/Indication Function
1 OVHT Caution Light Visual Illuminates when the sensor attached around the
(OVHT) engine senses the temperature at 23223 or more.
2 FIRE Warning Light Visual Illuminates when the sensor attached around the
(FIRE) engine senses the temperature at 31540 or more.
3 MASTER Warning Light Visual Illuminates when the warning light or caution
(WARNING) light on the CWP comes on. It goes out when depressed.
4 CWS Warning Panel Visual The main hydraulic pressure is within 1,800 to
(HYD PRESS) 2,150 psi (delay time 2 sec).
Visual Nitrogen pressure of the emergency accumulator is
(E HYD) less than 2,840 psi.
Visual Canopy is not closed fully.
(CANOPY)
W Visual Engine oil pressure is below 60 psi.
A
(OIL PRESS)
R
N NOTE
I
When the EEIs (EEI 1 and EEI 2) in both the
N
G front and rear cockpits are not operational, the
OIL PRESS warning light illuminates. This does
not mean the oil system is defective.
Visual Generator bus is not supplied with electrical power
(GEN) due to the generator failure and the bus relay failure.
Visual Fuel pressure at the acrobatic tank outlet is
(F PRESS) below 2.00.5 psi.
Visual Battery temperature increases more than 633 .
(BATT HOT)
Visual Certain amounts of chips are detected in oil.
(CHIP)
C Visual Oxygen pressure is below 10020 psi.
A
U (OXYGEN)
T Visual Illuminates in case of the BATT 1 switch OFF,
I (BATT OFF) battery relay failure, and auto shut-down by battery
O
N overheat.
Visual ELU is inoperative.
(ELU)
Visual Automatic trim system failure or ARTS is OFF.
(AUTO TRIM)

Figure 1-77. (Sheet 2)

Change 1 1-177
T.O. 1T-KT1B-1

Warning System Controls and Indicators

No. Control/Indicator Position/Indication Function
4 Visual External electrical power is supplied.
(GPU)
Visual The air temperature flowed into ECS is over 2326 .
C (ECS)
A Visual Engine oil pressure is below 60 psi.
U (F QTY) FCMS fails.
T
Visual
I
O (F FILTER) Fuel filter is clogged.
N Visual Fuel quantity of the left fuel tank is below 20% (80
(LH FUEL) to 100 lbs).
Visual Fuel quantity of the right fuel tank is below 20%
(RH FUEL) (80 to 100 lbs).
Visual Left fuel boost pump is being operated.
(L BOOST)
A Visual Right fuel boost pump is being operated.
D
V (R BOOST)
I Visual Propeller de-ice system is being operated.
S (P DEICE)
O
Visual Anti-ice systems on pitot-static and AOA system
R
Y (ANTI ICE) are being operated.
Visual Igniter is being operated.
(IGN)
5 AOA TEST Switch STALL The warning toneStall
is generated, rudder pedal
shakes, the needle on the AOA indicator remains in
271.0 units, and AOA indexer indicates .
APP The needle on the AOA indicator remains in 16.51.0
units, and AOA indexer indicates .
6 CWS TEST Switch Push All lights on visual warning system come on and
warning tones are generated one time by each system.
7 MAINT Switch AIR Functional checkout of AOA system in relation to the
movement of the AOA vane (including aural
warning) can be performed on the ground.
GND The AOA system operates normally. The AOA
system operates normally
8 Rudder Pedal Shaker Vibrate Operates when positioning the AOA TEST switch to
STALL.
Operates prior to stall after the warning toneStall
2ndis generated

Figure 1-77. (Sheet 3)

1-178
 T.O. 1T-KT1B-1

Aural Warning Schematic

More than 315 40 MASTER

FIRE/OVERHEAT
SENSOR
More than 232 23 MASTER

Above 5-10 KIAS

from stall speed
(Landing Config.)
AOA SENSOR Above 5-15 KIAS
from stall speed
(Other Config.)

GROUND
MAINTENANCE
SWITCH
(AOA MAINT)

MACH AIRSPEED More than 322 - 330 KIAS

INDICATOR SENSOR

L/G HANDLE
POSITION SENSOR

ALTIMETER Less than

5,000 100 feet
SENSOR

PCL POSITION
SENSOR

L/G HANDLE UP position

POSITION SENSOR

FLAP LEVER LD position

POSITION SENSOR

NOTE
(1) Engine power can be increased or decreased according to the change of the ambient temperature.

Figure 1-78.

1-179
T.O. 1T-KT1B-1

MISCELLANEOUS EQUIPMENTS MAP CASE

COCKPIT ACCESS
To help an entrance into each cockpit, a step
ladder, a step hole and a step holder are installed
to the left side of the fuselage.
For entering into a cockpit, pull down a step ladder
by hands and grip the handle of the left fuselage.
If closing a canopy after entrance, the white ladder
push-up button which is installed on the upper side
of the left rear longeron in the rear cockpit will be
depressed and then the ladder entered into the
inside of the fuselage. Also a guide line is scribed
on the fuselage to find out easily the step hole
when taking out of the rear cockpit.
The right consoles of both front and rear cockpits
are equipped with map cases to load the
maintenance form (FORM 781) and miscellaneous
articles.
BAGGAGE BAY
The Baggage Bay is located on the left side of the
rear fuselage, and is equipped with two locking unit
to allow the loaded freight not to be moved. Its
maximum capacity depends on the aircraft
configuration, pilots
weight, etc. and is determined
within total weight limit range and the operating
range of the center of gravity of an aircraft before
every flight by the ground crew in accordance with
FORM F(Weight and Balance Clearance-Tactical)
of the Weight/Balance Handbook.

Step ladder is to be used only for the STATIC DISCHARGER

pilots entrance into and taking out of
the aircraft before and after the flight. Static dischargers are installed on both the wings
and a tail wing of the aircraft as shown in a figure
HOOD 1-79, and release the electrostatic discharge
accumulated in the aircraft during flight to the air.
An instrument flight hood can be installed in the
rear cockpit for the instrument flight training. Refer
to figure 1-79.

A hood can cause MDC igniter to be

operated unexpectedly which could
result in the MDC explosion and injury
of a pilot. Severe care is to be taken
when closing and opening a canopy so
that the hood can not be interfered
with.

1-180
 T.O. 1T-KT1B-1

Miscellaneous Equipments

PU
SH

HOOD
CANOPY INTERNAL
STATIC DISCHARGER (11 EA)
OPERATING HANDLE

STEP
HOLDER

HANDLE STOPPER

PUSH BUTTON

CANOPY EXTERNAL
OPERATING HANDLE WEG SLING

GUIDE LINE

GRIP

STEP HOLE

WALK WAY
BAGGAGE BAY
STEP LADDER

Figure 1-79.

1-181
T.O. 1T-KT1B-1

Servicing Diagram (Typical)

EXTERNAL POWER RECEPTACLE

AVIONICS BAY

REFUELING ADAPER

DEFUELING PORT (MP 60)

REAR UPPER ENGINE

COVER ASSEMBLY (OIL TANK INLET)

BATTERY BAY (MS 90)

REAR UPPER ENGINE

OCYGEN CHARGING VALVE (MS 50)
COVER ASSEMBLY

REFUELING ADAPTER

POWER PACKAGE
RESERVOIR (MS 20)

Figure 1-80. (Sheet 1)

1-182
 T.O. 1T-KT1B-1

Servicing Diagram (Typical)

RH LH

OIL DRAIN VALVE

(FB 20)

DRAIN VALVE DRAIN VALVE

ITEM SPECIFICATION

FUEL MIL-T-83133: JP-8

OIL MIL-L-23699 OR MIL-L-7808
HYDRAULIC FLUID MIL-H-83282
OXYGEN MIL-O-27210, Type
EXTERNAL ELECTRICAL POWER 28 V DC

Figure 1-80. (Sheet 2)

1-183
T.O. 1T-KT1B-1

This page intentionally left blank.

1-184
 T.O. 1T-KT1B-1

NORMAL
SECTION
PROCEDURES

TABLE OF CONTENTS
PAGE PAGE

INTRODUCTION .............................................................. 2-2 STARTING ENGINE ..................................................... 2-8

Abort Starting Engine ................................................ 2-9
COCKPIT DESIGNATION CODE ............................ 2-2
Engine Dry Motoring Run ...................................... 2-10
PREPARATION FOR FLIGHT ................................ 2-2
Flight Restrictions ......................................................... 2-2 BEFORE TAXI CHECK ............................................. 2-10
Flight Planning .............................................................. 2-2
TAXI .................................................................................... 2-11

PREFLIGHT CHECK ..................................................... 2-2 LAST CHANCE INSPECTION ............................... 2-11

Before Exterior Inspection .......................................... 2-2
BEFORE TAKEOFF CHECK .................................. 2-12
Exterior Safety Check ................................................. 2-2
Front/Rear Cockpit Safety Check .......................... 2-2 TAKEOFF ......................................................................... 2-12
Rear Cockpit Safety Check (Solo Flight) ........... 2-3
AFTER TAKEOFF CHECK .................................... 2-12

EXTERIOR INSPECTION ............................................ 2-3 CLIMB CHECK ............................................................... 2-12

Left Wing ........................................................................ 2-4
LEVEL OFF CHECK .................................................. 2-12
Left Main Landing Gear ........................................... 2-4
Engine & Propeller ...................................................... 2-4 PRE-STALL, SPIN & ACROBATIC
Nose Landing Gear ...................................................... 2-5 (HASELL CHECK) ...................................................... 2-12
Right Main Landing Gear ......................................... 2-5
DESCENT CHECK ........................................................ 2-13
Right Wing ...................................................................... 2-5
Right Fuselage ............................................................... 2-5 BEFORE LANDING CHECK ................................... 2-13
Empennage ...................................................................... 2-5
LANDING .......................................................................... 2-13
Left Fuselage .................................................................. 2-5
GO-AROUND ................................................................... 2-13
INTERIOR COCKPIT CHECK ................................... 2-6
AFTER LANDING CHECK
Cockpit ............................................................................... 2-6
(AFTER CLEARING OF RUNWAY) ................ 2-13
Left Console .................................................................... 2-6
Instrument Panel ........................................................... 2-7 ENGINE SHUTDOWN ................................................ 2-14
Right Console .................................................................. 2-7

Change 1 2-1
T.O. 1T-KT1B-1
INTRODUCTION
This section of the Flight Manual contains the
normal procedures for operating the aircraft both on
the ground and in the air. The Aircrew's Checklist
contains the necessary elements of these procedures.
Procedures designed to manage ground and airborne
emergency situations are in section , Emergency
Procedures, of this manual.
COCKPIT DESIGNATION CODE
Code (F) preceding step is used to highlight
procedures which are applied only to the front
cockpit and (R) is used to highlight procedures
which are applied only to the rear cockpit.
PREPARATION FOR FLIGHT
FLIGHT RESTRICTIONS
Refer to section V, Operating Limitations, for
detailed aircraft and engine operating limitations.
FLIGHT PLANNING
Refer to appendix I, Performance Data.
PREFLIGHT CHECK
BEFORE EXTERIOR INSPECTION
1. A complete visual inspection of the aircraft is
a very important part of each mission.
2. Survey the proposed ground maneuvering area
for any possible obstruction.
3. Check for equipment or personnel that might
be harmed by the propeller blast.
EXTERIOR SAFETY CHECK
1. All Tiedown - Released
2-2
2. Chocks - Engaged at Main Wheels
3. Fire Extinguisher - Ready
4. GPU Equipment - Clear from the Aircraft
5. FORM 781 - Check
FRONT/REAR COCKPIT SAFETY
CHECK
Before entering the cockpit ensure
that the Ejection Control Handle
Safety pin is fitted.
The safety pins should be removed
from the MDC initiators by
maintenance personnel before flight.
Do not touch the MDC initiator trip
mechanism while getting into or out
of the cockpit. Accidental operation
of the MDC can kill or cause injury
to personnel.
1. Ejection Seat - Check
a. Ejection SAFE/ARMED Handle - SAFE
b. Ejection Control Handle Safety Pin - In
(Refer to Figure 2-3 for Location of the
Pins)
c. Emergency Oxygen Manual Control Handle
Safety Pin - Removed
2. MDC Initiator Safety Pin - Removed
3. (R)Command Selector Valve - Set
4. PCL - CUT-OFF
5. BATT Switch - OFF
6. START Switch - OFF (Guard Down)
7. IGN Switch - OFF (Guard Down)
8. L/G Control Handle - LG DOWN
9. (F)Parking Brake valve T-Handle - Pull
then Rotate (CW)
10. GEN Switch - OFF
11. (F)Emergency Shutoff valve T-Handle -
Check In
12. (F)Control Stick Lock Pin - Removed
(Refer to Figure 2-3 for Controls Stick Lock)
13. Loose Items - Stowed
 T.O. 1T-KT1B-1

REAR COCKPIT SAFETY CHECK (SOLO EXTERIOR INSPECTION

FLIGHT)
Check the aircraft for signs of damage and leaks,
and for the security of panels and doors according
to The Aircrew's Checklist. Refer to Figure 2-1
For solo flight (aircrew in front cockpit below for the sequence of this inspection.
only), make sure that the safety pin is
removed from MDC initiator in the rear
cockpit. MDC can operate only if safety
pin is removed from MDC initiator in Exterior Inspection Order
the both cockpits. If this is not done
the MDC handle in and out of the
cockpit will not be operated, and a pilot 7
can be killed or injured in an
emergency. 4 6
5

1. Ejection Seat - Check

8
a. Ejection Seat SAFE/ARMED Handle -
SAFE 1
b. Ejection Control Handle Safety Pin - In
c. Emergency Oxygen Manual Control Handle
Safety Pin - In
d. Rear Seat Restraint Apron - Installed
2. MDC Initiator Safety Pin - Removed 2
3
3. Command Selector Valve - OFF
4. Oxygen Regulator - Set
Figure 2-1
a. Supply Lever - OFF
b. Diluter Lever - 100% OXYGEN
c. Emergency Lever - NORMAL
5. Oxygen Hose - Secured
6. Intercom Lead - Secured
7. All Switches - OFF (Guard Down)
8. Avionics Control Panel - Set for Front
9. Circuit Breakers - All In
10. Loose Items - Stowed

2-3
T.O. 1T-KT1B-1

LEFT WING 2. Gear Strut - Check Leakage

1. General Condition - Check
2. Flap - Check Condition
3. Aileron - Free Movement
4. Aileron Trim Tab - Check Condition
5. Wingtip - Check Condition
6. Navigation and Strobe Light - Check
Condition
7. Static Dischargers - Check Condition
8. Pitot Tube - Cover Removed and Clear
9. Landing/Taxi Light - Check Condition
10. AOA Transmitter - Cover Removed and
Free Movement
To prevent damage to vane, move it
smoothly.
11. Fuel Vent Hole - Clear
12. Fuel Filler Cap - Secured
NOTE
The filler cap is closed and locked
when handle is positioning towards the
trailing edge.
LEFT MAIN LANDING GEAR
1. Gear Safety Pin - Removed
(Refer to Figure 2-4 for Location of Pin)
3. Wheel and Brake Housing - Check Condition
4. Brake Pad - Check Wearing
(Refer to Wearing Indicator)
5. Hydraulic Line - Check Condition
6. Gear Strut Chrome Showing - Check
(Approximately 76~86 mm, Reference)
7. Tire - Check Wearing and Pressure
(1205 psi)
8. Door Open Switch - Closed
9. Outboard and Inboard Door - Check Condition
ENGINE & PROPELLER
1. L/H Cowling - Latched
2. By-Pass Duct - Clear
3. L/H Exhaust Stub - Cover Removed and
Clear
4. Engine Air Intake - Cover Removed and
Clear
5. Oil Cooler Intake - Cover Removed and Clear
6. Ram Air Intake - Clear
7. Propeller - Restraint Removed and Check
Condition
8. R/H Exhaust Stub - Cover Removed and
Clear
9. R/H Cowling - Latched
10. Engine Drain Ports - Clear
11. Emergency Hydraulic Pressure Indicator -
Check Condition
12. Emergency Accumulator Dump T-Handle -
Check In

2-4

NOSE LANDING GEAR
1. Steering Quick Release Pin - Removed
(Refer to Figure 2-4 for Location of Pin)
2. Nose L/G Safety Pin - Removed
3. Nose L/G Strut - Check Leakage
4. Gear Strut Chrome Showing - Check
(Approximately 101~125 mm, Reference)
5. Centering Plate - Check Condition
6. Gear Door - Check Condition RIGHT FUSELAGE
7. Hydraulic Line - Check Condition
8. Shimmy Damper - Check Condition
9. C Bunge Spring - Check Condition
(If Applicable)
10. Tire - Check Wearing and Pressure
(1155 psi)
RIGHT MAIN LANDING GEAR
1. Gear Safety Pin - Removed EMPENNAGE
2. Gear Strut - Check Leakage
3. Wheel and Brake Housing - Check Condition
4. Brake Pad - Check Wearing
(Refer to Wearing Indicator)
5. Hydraulic Line - Check Condition
6. Gear Strut Chrome Showing - Check
(Approximately 76~86 mm, Reference)
7. Tire - Check Wearing and Pressure
(1205 psi)
8. Outboard and Inboard Door - Check
Condition
LEFT FUSELAGE
RIGHT WING
1. General Condition - Check
2. Fuel Filler Cap - Secured
3. Landing/Taxi Light - Check Condition
4. Fuel Vent Hole - Clear
T.O. 1T-KT1B-1
5. Wingtip - Check Condition
6. Navigation and Strobe Light - Check
Condition
7. Static Dischargers - Check Condition
8. Aileron - Free Movement
9. Aileron Ground Adjustable Tab - Check
Condition
10. Flap - Check Condition
1. MDC External Handle - Check Condition
2. Canopy Piano Hinge - Check Condition
3. General Condition - Check
4. Oxygen Charging Pressure Gauge - Check
Servicing and Door Locked
5. Antennas - Check Condition
6. Static Port - Clear
1. General Condition - Check
2. Elevator - Free Movement
3. Elevator Trim Tab - Check Condition
4. Rudder Lock Plate - Removed
(Refer to Figure 2-4)
5. Rudder - Free Movement
6. Rudder Trim Tab - Check Condition
7. Static Dischargers - Check Condition
8. Tail Light - Check Condition
1. General Condition - Check
2. Static Port - Clear
3. GPU - Connected and Secured (If Used)
4. Step Ladder - Check Condition
2-5
T.O. 1T-KT1B-1
INTERIOR COCKPIT CHECK
COCKPIT
1. (F)Parking Brake valve T-Handle - Pull and
Rotate
2. Harness Strapping In
a. Quick Release Connector of Life Jacket -
Connect to PSP lowering Line Connector Lug
b. Leg Restraint Lines - Buckled and Secured
Make sure that the leg restraint garters
are correctly installed and connected.
Failure to route the restraint lines
properly through garters could cause
serious injury during ejection.
NOTE
LEFT CONSOLE
Pilot should fasten Leg restraint line
not to be twisted between upper part
of shoes and lower part of calf.
c. Shoulder straps, Lap straps, Crotch straps and
Negative-G strap - Fastened and Secured
Harness shall be fastened to body
firmly to protect pilot during ejection.
3. Helmet - Put On
4. Oxygen and Communication Lead - Connect
5. Oxygen Regulator - Set
a. Supply Lever - ON
b. Diluter Lever - NORMAL OXYGEN
c. Emergency Lever - NORMAL
d. Blinker - Working
e. Pressure Gauge - Check (68~95 psi)
2-6 Change 1
A leaking mask may not give the
expected protection from hypoxia.
6. GPU - Connect (If used)
7. BATT Switch - OFF (or ON without GPU)
8. Rudder Pedal - Adjust
9. Instrument Lights - On (As Required)
10. Seat Heights - Adjust
(Refer to Design Eye Point)
The height of the ejection seat should
be adjusted with the ground power unit
connected. When the height of the seat
is adjusted by battery power, the seat
raising actuator may be damaged.
1. (F)ARTS ENGAGE Switch - OFF
1A. Circuit Breakers - All In
2. Flap Control Lever - LD
3. PCL - CUT-OFF
4. EMER FUEL Switch - OFF (Guard Down)
5. BOOST PUMP Switches - NORMAL
(LH and RH)
6. EMER TRIM INTRPT Switch - NORMAL
(Guard Down)
7. START Switch - OFF (Guard Down)
8. IGN Switch - OFF (Guard Down)
9. Triple Trim Indicator - Set for Takeoff
a. Aileron and Elevator Trim - Green Marker
b. Rudder Trim - 1.5 Unit (Right Side)

INSTRUMENT PANEL
1. ELU Switch - NORM
2. (F)Landing/Taxi Lights - OFF
3. Landing Gear - Check
a. L/G Control Handle - LG DOWN
(Verify 3 Green Lights)
b. HANDLE LIGHT TEST Button - Push to
Test (Verify Warning Light On and Aural
Warning)
4. Flap Position Indicator - Check LAND
5. (F)Emergency L/G T-Handle - In
6. VHF Radio - Set As Required
7. STBY Attitude Indicator - Cage
8. Accelerometer - Reset
9. Clock - Set
10. S/B Indicator - Push to Test
(Visual Warning)
11. NWS Indicator - Push to Test
(Visual Warning)
12. AOA Indicator - Check
13. FIRE Warning Light - Push to Test
(Verify Visual and Aural Warning)
14. OVHT Caution Light - Push to Test
(Verify Visual and Aural Warning)
15. MASTER Caution Light - Reset
16. Flight Instruments - Check and Set
17. Radio Altimeter Indicator - OFF
18. VOR/ILS Control Panel - OFF
19. ADF Control Panel - OFF
20. UHF Radio - Set As Required
21. (F)Transponder Control Panel - OFF
22. ECS Control Panel - Set
a. (F)MODE Switch - OFF
b. (F)TEMP Knob - As Required
c. Distribution Lever - As Required
d. (F)RAM AIR Lever - OFF
e. Torso - As Required
23. Oxygen Pressure Indicator - Check
24. Engine Instruments - Check
25. CWS Warning Panel - Check
26. (F)Emergency Shutoff valve T-Handle -
Check In
27. GCU TEST Switch - OFF
T.O. 1T-KT1B-1
28. GEN Switch - ON (For Engine Start)
29. BATT Switch - OFF (or ON without GPU)
RIGHT CONSOLE
1. (F)PROP-DEICE and ANTI-ICE Switch - OFF
2. (F)NAV/STROBE Select Knob - NAV
3. Instrument, Flood, Console and Utility
Lights - As required
NOTE
When either instrument light on front or
rear cockpit is turned ON, warning panel
of visual warning system, AOA indicator
and landing gear position indicator will be
dimmed in a certain rate of brightness.
Accordingly, in case that the brightness
of warning light is dimmed in daylight
flight, make sure that INST knob is
turned ON first. Turn OFF when INST
knob is turned ON.
4. (F)FCMS Switch - BIT then LLW Test
5. AOA TEST Switch - STALL then APP
a. Aural and Pedal Shaker - Check
b. AOA Indicator and Indexer - Check
6. CWS TEST Button - Push and Hold
a. Aural Warning - Check
b. CWS Warning Panel and Master Caution
Light - On
7. Oxygen Regulator - Check
a. Supply Lever - ON
b. Diluter Lever - NORMAL OXYGEN
c. Emergency Lever - NORMAL
d. Blinker - Working
e. Pressure Gauge - Check (68~95 psi)
8. Avionics Control Panel - (R)Set and (F)Check
9. CCS Control Panel - Set and Adjust Volume
a. PTT Select Switch - NORM
b. Amplifier Select Switch - NORM
10. Electronic Disply Switch Panel - Check
11. (F)ELT Remote Controller - Check
12. Map Case - Latched
2-7
T.O. 1T-KT1B-1
STARTING ENGINE
If engine flameout occurs by positioning
PCL to CUT-OFF unintentionally
during the engine ground operation or
taxiing, perform Engine Shutdown
procedure. Do not try to position PCL
to GND IDLE to restart engine because
engine damage may occurs due to
overtemperature.
1. Check Any Object Around MDC Firing
System
2. Canopy - Closed and Locked (or On Stay)
3. Rear View Mirror - As Required
4. Propeller Area - Clear
(See Figure 2-5 for Danger Areas)
5. GPU - ON (If not used, BATT - ON)
NOTE
Puffing, a phenomenon which dark
smoke is emitted from engine stub
suddenly may occur during engine
operation. If it occurs ten times or
more per an hour, record the details in
FORM 781 after performing mission.
When engine is restarted with its
ITT high (approximately 200 or
more) after engine shutdown, light
smoke from exhaust duct may occur
in starting temporarily. To prevent
this occurrence, it is recommended
to perform dry motoring run prior to
engine restart.
Starting with GPU will give lower
peak ITT and this will prolong
engine life.
2-8 Change 1
Position ELU Switch to RESET
and Release, if ELU caution light on
warning panel has illuminated before
starting.
Depending on the condition of the
temperature and operation during the
starting, ELU caution light on
warning panel can be illuminated by
instantly rapid voltage drop. Position
ELU Switch to RESET and Release.
Prohibit IBIT for UHF, VHF and
ARTS during starting engine.
6. GEN Switch - ON
7. BOOST PUMP Switches - ON (LH and RH)
8. START Switch - ON
(Check Oil Pressure Rising)
9. IGN Switch - ON
(Check operation aurally and operating light on)
10. At or Above 12% rpm Ng, PCL - GND IDLE
11. ITT - Monitor
Check light up by monitoring ITT rise within
10 sec after GND IDLE. Max 800
(Transient Max: 800~870 within 20 sec,
870~1,000 within 5 sec)
12. IGN Switch - OFF
(When Ng Stabilized at or above 56% rpm)
13. START Switch - OFF
NOTE
Abnormal signal may be generated
from the engine when starting engine,
and this may cause a trip to the GCU.
At this time, resetting and then turning
on the GEN switch will recover the
generator function to make normal
operation possible.
14. BOOST PUMP Switches - NORM (LH and
RH)

15. GPU - Disconnect and Check GPU Caution
Light Off (If Used)
NOTE
When external power higher than 28 V
DC is supplied to the aircraft, an
electric potential can be more powerful
than generator power, causing a reverse
current to the generator direction from
the external power. At this moment,
GEN warning on warning panel still
illuminates after starting since the
generator is tripped by the reverse
current protection function of GCU. At
this time, disconnecting external power
from the aircraft after turning on the
BATT switch and resetting and then
turning on the GEN switch will recover
the generator function to make normal
operation possible.
16. BATT Switch - ON
(Check BATT OFF Caution Light Off)
17. GCU TEST Switch - OV then OFF
(Check Over Voltage Protection Function of
GCU)
18. GEN Switch - RESET then ON
19. GCU TEST Switch - TRIP then OFF
(Check Bad Grounding Protection Function)
20. GEN Switch - RESET then ON
21. Engine Instruments - Check within Limits
22. Propeller - Check Unfeather and Stabilized at
Approximately 1,000 rpm
23. (F)ECS - As Required
(Check Ng 571% rpm at ECS Low Mode)
T.O. 1T-KT1B-1
NOTE
ITT will increase when ECS is
selected. Unless ECS conditioning is
necessary for comfort, taxiing and
flying with ECS-OFF will prolong
engine life and increase aircraft
performance.
It is possible to start using battery
only without ground power unit. At
this time, ITT value may be
indicated higher than that which is
indicated when ground power unit is
used.
For smooth operation of ECS cooling
turbine, it is recommended that
MODE switch be selected to HIGH
at or above Np 1,700 rpm after
initial engine start.
ABORT STARTING ENGINE
NOTE
If engine does not light up within 10
seconds of moving PCL to GND IDLE,
or Ng stabilizes below 45% rpm, or
ITT exceeds limits, proceed as follows.
1. PCL - CUT-OFF
2. IGN Switch - OFF
3. START Switch - OFF
(If Starter Continues Running, GCU TEST
Switch - TRIP)
4. BOOST PUMP Switches - NORM (LH and
RH)
5. Drain fuel in combustor for 30 seconds.
6. Carry Out Engine Dry Motoring Run.
2-9
T.O. 1T-KT1B-1
ENGINE DRY MOTORING RUN
NOTE
The following procedure is used to clear
an engine at any time when it is
deemed necessary to remove internally
trapped fuel and vapor, or if there is
evidence of a fire inside the engine.
1. PCL - CUT-OFF
2. IGN Switch - OFF
3. BOOST PUMP Switches - ON (LH and RH)
NOTE
Since the fuel pump runs during starter
operation, boost pumps should be used
for fuel pump lubrication.
4. START Switch - ON (15 seconds)
Running starter more than 17 seconds
is not allowed.
5. START Switch - OFF
6. BOOST PUMP Switches - NORM (LH and
RH)
7. After one minute cooling period, repeat a
normal engine start procedure.
When using starter continuously, the
operating interval of starter should be
more than one minute minimum. After
3 cycles of the starter motoring, allow
a 30 minutes cooling period.
2-10 Change 1
BEFORE TAXI CHECK
1. (F)ARTS - ON (Check AUTO TRIM
Caution Light - OFF)
NOTE
The BIT/STORE light illuminates for 5
seconds after the ENGAGE switch is
turned ON. If it does not illuminate
again once extinguished, the system is
operating normally.
2. (F)ARTS BIT/STORE Button - Push
(Perform Self Test)
NOTE
The BIT/STORE light may illuminate
for 5 seconds after the BIT/STORE
button is depressed. If the light is
extinguished after 5 seconds, the
system is operating normally.
If the light is not extinguished after
5 seconds, a system malfunction is
possible. In this case, another BIT is
required to store the abnormal
condition in memory.
If the BIT/STORE light is
extinguished after the system is
engaged, the ARTS is operating
normally.
3. Flaps - Check and Set TO
4. Speed Brake - Check and Set In
5. Rudder - Check Operation
6. (F)Landing/Taxi Lights - Check and As
Required
7. STBY Attitude Indicator - Uncage and Set
Proper Attitude
8. VOR/ILS, DME - ON
 T.O. 1T-KT1B-1

9. (F)NAV/STROBE Select Knob - Check LAST CHANCE INSPECTION

then NAV
10. (F)PROP-DEICE and ANTI-ICE Switch - 1. (F)Parking Brake valve T-Handle - Pull
Check then Rotate (CW)
11. CWS TEST Button- Push and Hold 2. Flaps - Set TO
a. Aural Warning - Check (Check Flap Position Indicator - TO)
b. Check CWS Warning Panel and Master 3. Trims - Set for Takeoff
Caution Light On 4. (F)Landing/Taxi Lights - As Required
12. Chocks - Remove 5. Flight Instruments - Check
13. (F)Parking Brake T-Handle - Rotate (CCW) 6. VOR/ILS, DME - Check Function
then In 7. (F)ECS - As Required
14. VHF Radio - Set As Required 8. Engine Instruments - Check Green Arc
15. UHF Radio - Set As Required 9. Fuel System - Check
10. (F)PROP-DEICE and ANTI-ICE Switch -
TAXI As Required
11. (F)NAV/STROBE Select Knob - NAV/STRB
12. Oxygen - Check
13. (F)Canopy - Closed and Locked
As propeller may be damaged from (Check CANOPY Warning Light Off and
ground vibration stress, stabilized Access Door)
operation on the ground between 1,300
14. CWS Warning Panel - Check
and 1,650 rpm is prohibited.
15. Ejection Control Handle Safety Pin -
Removed and Stowed
1. Brakes - Check Operation
16. Ejection Seat SAFE/ARMED Handle -
2. Nose Wheel Steering - Check Function
ARMED
(Refer to Figure 2-6 for Turn Radius)
17. Flight Controls - Check
3. Flight Instruments - Check
18. VHF Radio - Set as Required
4. Engine Instruments - Check
If Ground Crew Cleared From the Aircraft;

19. RAD ALT - ON and Set As Required

20. (F)Parking Brake valve T-Handle - Rotate
(CCW) then In

Change 1 2-11
T.O. 1T-KT1B-1
BEFORE TAKEOFF CHECK
1. Nose Wheel - Centered
2. Heading - Check
3. Wheel Brakes - Apply
4. PCL - MAX (Recommended)
NOTE
The aircraft may drag its tires against
brakes above about 30 psi torque.
Once dragging occurs, MCP or lower
power setting (no dragged power)
can be used during BEFORE
TAKEOFF CHECK.
5. Engine Instruments - Check Within Limits
NOTE
If limits were exceeded, abort takeoff
and record the details on the Form 781.
6. (F)PROP-DEICE and ANTI-ICE Switch - As
Required
NOTE
If the aircraft is planned or anticipated
to fly into the icing area, operate prop
de-ice and anti-ice system as early as
possible for the system preheat
TAKEOFF
1. PCL- As Required Power
2. Brakes - Release
NOTE
Once the brakes are released,
concentrate on maintaining direction
and monitor acceleration. Expect to use
a slight amount of right rudder on
takeoff, even with the ARTS engaged.
2-12 Change 1
3. Nose Wheel Steering - As Required
(Below 60 KIAS)
NOTE
When the aircraft speed reaches to 60
KIAS, release the steering button and
maintain the direction with rudder.
4. Rotation - 65 KIAS
5. Pitch Attitude - 8~10 Degrees
AFTER TAKEOFF CHECK
1. Landing Gear - UP (Check lights out)
2. Flaps - UP (Above 110 KIAS)
3. PCL - As Required
CLIMB CHECK
1. Altimeter - Set
2. Engine Instruments - Check
3. Fuel System - Check
4. Oxygen - Check
LEVEL OFF CHECK
1. Engine Instruments - Check
2. Fuel System - Check
3. Oxygen - Check
PRE - STALL, SPIN &
ACROBATIC (HASELL CHECK)
1. Height - Sufficient for Recovery
2. Airframe - Flaps, L/G and Speed Brake
Retracted (ARTS OFF for Spin)
3. Security - Harness Tight and Locked, Check
for Loose Items
4. Engine - Conditions Normal, Fuel Balanced
and No Warning Lights
5. Location - Identify Location
6. Lookout - Clear of Other Aircraft or Cloud
Vertically and Horizontally

DESCENT CHECK
1. Altimeter - Set
2. Engine Instruments - Check
3. Fuel System - Check
4. Oxygen - Check
5. (F)ECS Control Panel - Set
The canopy fogging is most likely
occurred when descending into warm
moist air. If the fogging occurs in
canopy, set the distribution lever in
defog position.
6. (F)PROP-DEICE and ANTI-ICE Switch - As
Required
7. (F)Landing/Taxi Lights - ON
BEFORE LANDING CHECK
1. Landing Gear - DOWN (Below 150 KIAS)
2. Flaps - LD (or As Required)
LANDING
Refer to Figure 2-2 for Typical Landing Pattern.
GO AROUND
NOTE
If PCL is set to MAX position with
landing gears in down lock state, ECS
is turned off for first 6 seconds and
then set to LOW mode automatically,
and speed brake is not operated and
retracts In position automatically if it is
in Out position.
1. PCL - MAX or As Required
T.O. 1T-KT1B-1
2. Speed Brake - In
3. Landing Gear - up
4. Flaps - As Required
AFTER LANDING CHECK (AFTER
CLEARING OF RUNWAY)
Before The Ground Crew Approach To Aircraft;
1. RAD ALT - OFF
2. VHF Radio - Set As Required
3. UHF Radio - Set As Required
4. Ejection Seat SAFE/ARMED Handle -
SAFE
5. Ejection Control Handle Safety Pin - In
6. (F)Canopy - As Required
When operating aircraft on the ground
with canopy on stay, speed is limited
to 20 kts maximum.
7. Flaps - LD
8. Speed Brake - In
9. Trims - Set for Takeoff
10. (F)Landing/Taxi Lights - OFF
11. VOR/ILS, DME - OFF
12. (F)ECS - As Required
13. (F)PROP-DEICE and ANTI-ICE Switch-
OFF (If Used)
If PROP-DEICE and ANTI-ICE
switches are not turned OFF before
landing, it may result in the system
burn-out damage and/or personnel
burning injury by equipments heated
due to the insufficient cooling.
14. (F)NAV/STROBE Select Knob - NAV
2-13
T.O. 1T-KT1B-1

ENGINE SHUTDOWN 14. Oxygen System - OFF and 100% OXYGEN

1. PCL - GND IDLE

(Allow ITT to stabilize for at least 1 minute)
2. STBY Attitude Indicator - Cage If there is any evidence of fire inside
3. VHF Radio - OFF the engine after shutdown, perform
4. UHF Radio - OFF immediately as described under Engine
5. (F)ECS - OFF Dry Motoring Run procedure.
6. (F)NAV/STROBE Select Knob - OFF
7. GEN Switch - OFF NOTE
8. PCL - CUT-OFF
9. (F)Control Stick - Lock (If Necessary) During the shutdown, ensure that the
10. Interior Lights - OFF (If Used) propeller decelerates freely.
11. (F)Recorder - OFF
(Check Green Light Off and Remove Tape)
12. BATT Switch - OFF (When Propeller
Stops)
13. Harness
a. Shoulder Straps, Lap Straps, Crotch Straps
and Negative-G Straps - Disconnect
b. Leg Restraint Line - Disconnect
c. Quick Release Connector of Life Jacket -
Disconnect

2-14
 T.O. 1T-KT1B-1

Normal Landing and Go-Around Pattern

BREAK (PITCH OUT)

PCL - FLT IDLE
S/B - OUT (IF NECESSARY)

INITIAL
AIRSPEED - 200 KIAS
ALTITUDE - 1000 ft AGL
DOWN WIND
FLAP - UP
AIRSPEED - BELOW 150 KIAS
L/G - DOWN, FLAP - LD
L/G - UP
L/G POSITION INDICATOR -
3 GREEN LIGHTS
LDG LT - ON

LANDING ROLL

BRAKE - AS REQUIRED
REDUCE SPEED GO AROUND

AIRCRAFT - OUT OF RUNWAY PCL - MCP/MAX (IF NECESSARY)

PITCH - UP (8~10)
TOUCH DOWN

TIRE LIMIT SPEED -104

KIAS

FINAL LEG

AOA INDEXER - GREEN

AIRSPEED - 100 KIAS

BASE LEG
L/G - RECHECK DOWN
FLAPS - RECHECK LD
LDG LT - RECHECK ON
AIRSPEED - 100~110 KIAS

Figure 2-2.

2-15
T.O. 1T-KT1B-1

Safety Pins Location

MDC COVER ASSEMBLY

MDC INITIATOR SAFETY PIN

MDC INITIATOR

EMERGENCY OXYGEN MANUAL

CONTROL HANDLE

VIEW A

EMERGENCY OXYGEN MANUAL

CONTROL HANDLE SAFETY PIN

QUICK RELEASE PIN

GUST LOCK BRACKET

EJECTION
CONTROL
GUST LOCK BAR
HANDLE
A

GUST LOCK BRACKET EJECTION CONTROL

HANDLE SAFETY PIN

Figure 2-3.

2-16
 T.O. 1T-KT1B-1

Safety Pins Location

RUDDER LOCK PLATE

MLG CASING

CHOCK

GROUND LOCK UNIT

D
FW

REMOV
BEFOR E
E FLIGH

CHOCK SIDE STAY

T

MLG SAFETY PIN

MLG SAFETY PIN
MLG CASING

DRAG STAY
STEERING LOCK
REMOVE BEFORE FLIGHT

RELEASE LEVER

STEERING QUICK
RELEASE PIN

D
FW
D
FW

Figure 2-4.

2-17
T.O. 1T-KT1B-1

Danger Areas

THE SAFE DISTANCE REQUIRED FOR ENGINE

START AND CHECK IS 50 FEET RADIUS FROM THE
PROPELLER.HOWEVER,MAINTENANCE
PERSONNEL CAN ACCESS FROM THE REAR OF
THE AIRCRFT WITH WEARING EARMUFFS OR
EARPLUG.

HAZARDOUS NOISE LEVEL AREAS

4

AIRCRAFT SLIPSTREAM AND DANGER AREAS

Figure 2-5.

2-18 Change 1
 T.O. 1T-KT1B-1

Turning Radius
4

STEERING WITH BRAKE

3

STEERING ONLY
3

Item Steering With Brake (feet) Steering Only (feet)

1. Right Main Landing Gear 11.4 15.4

2. Nose Landing Gear 17.2 21.2

3. Left Main Landing Gear 23.0 27.0

4. Wing Tip 34.6 38.6

Figure 2-6.

2-19
T.O. 1T-KT1B-1

This page intentionally left blank.

2-20
 T.O. 1T-KT1B-1

EMERGENCY
SECTION
PROCEDURES

TABLE OF CONTENTS
PAPAGE PAGE

INTRODUCTION .............................................................. 3-2 Propeller Feathering ................................................... 3-10

Critical Action ................................................................. 3-2 ELU Failure .................................................................. 3-10
Non-Critical Action ...................................................... 3-2 Oil System Failure ...................................................... 3-11
Basic Rules ...................................................................... 3-2 Electrical Failure .......................................................... 3-12
Definition ........................................................................... 3-2 Fuel System Failure .................................................. 3-14
PCL Failure .................................................................. 3-16
GROUND OPERATION Trim Failure .................................................................. 3-16
Engine Fire On Ground ............................................. 3-3 Flap Failure ................................................................... 3-17
Emergency Exit On Ground .................................... 3-4 Hydraulic Failure ......................................................... 3-17
Canopy Damage/Loss ................................................ 3-17
TAKEOFF ........................................................................... 3-5 Controllability Check .................................................. 3-18
Engine Overheat/Fire or Engine Failure
During Takeoff Run ..................................................... 3-5 EJECTION ......................................................................... 3-18
Engine Overheat/Fire or Engine Failure Low Altitude Ejection ............................................... 3-18
After Takeoff ................................................................. 3-5 High Altitude Ejection .............................................. 3-19
Landing Gear Retraction Failure ............................ 3-6 How To Ejection ......................................................... 3-19

INFLIGHT ........................................................................... 3-6 LANDING .......................................................................... 3-21

Engine Failure ................................................................ 3-6 Landing Gear Extension Failure ........................... 3-21
Engine Surge .................................................................. 3-7 L/G Emergency Extension ..................................... 3-21
Engine Flameout and Relight .................................. 3-7 Landing With L/G Partially Down .................... 3-22
Engine Overheat and Fire During Flight ............ 3-9 Emergency Landing In Flameout ........................ 3-24
Fumes In Cockpit ......................................................... 3-9 Ditching ........................................................................... 3-24

3-1
 T.O. 1T-KT1B-1

INTRODUCTION BASIC RULES

This section contains procedures to be followed to Pilot shall observe the following three basic rules
correct an emergency condition. The procedures will which are applied when any emergency occurs
insure safety of the pilots and aircraft until a safe during flight.
landing is made or other appropriate action is
1. Maintain aircraft control.
accomplished. Multiple emergencies, adverse
weather, and other peculiar conditions may require 2. Analyze the situation and take proper action.
modification of these procedures. Therefore, it is
3. Land as soon as possible/practical.
essential that pilots determine the correct course of
action by use of common sense and sound
DEFINITION
judgement. Procedures appearing in bold face
capital letters are considered critical action. Land As Soon As Possible
Procedures appearing in small letters are considered
non-critical action. Each is defined as follows: An emergency will be declared. A landing should
be accomplished at the nearest suitable airfield
CRITICAL ACTION considering the severity of the emergency, weather
conditions, field facilities, ambient lighting, aircraft
Those actions must be performed immediately to
gross weight, and command guidance.
avoid injury or damage and not to make the
emergency worse. These critical steps will be Land As Soon As Practical
committed to memory. Emergency conditions are less urgent, and although
the mission is to be terminated, the degree of the
NON-CRITICAL ACTION emergency is such that an immediate landing at
the nearest adequate airfield may not be necessary.
Those actions which contribute to an orderly
sequence of events, assure that all corollary
preparations are made prior to initiating the critical
emergency action, slightly improve the chances for
the emergency action to be successful, and serve as
cleanup" items.

3-2
 T.O. 1T-KT1B-1

GROUND OPERATION Place BATT switch to OFF position to remove the

electrical supply as a source of ignition.
ENGINE FIRE ON GROUND
4. Parking Brake Valve T-Handle - As required

Indication: Smokes or flames from the engine and 5. Carry Out EMERGENCY EXIT ON GROUND
aural warning. Fumes may be if sensed in cockpit. procedure

1. PCL - CUT-OFF
NOTE
Engine fire on ground is put out by excluding fuel An engine fire is most unlikely. If
supply to the engine. engine fire occurs on ground, it is very
likely to happen when starting engine.
2. Emergency Shutoff Valve T-Handle - BTN
The aircrew should often watch the
Push & Pull
groundcrew signal for any abnormality
Operation of emergency shutoff T-handle isolates during start.
fuel supplied to engine compartment, hydraulic and
environmental control systems. This may prevent
the fire spreading and protect the aircrew.

3. BATT Switch - OFF

3-3
T.O. 1T-KT1B-1

EMERGENCY EXIT ON GROUND 5. QUICK-RELEASE CONNECTOR ON LIFE JACKET -

RELEASE
After the aircraft has stopped, exit the aircraft
6. CANOPY - OPEN
using follow procedures.

If canopy is jammed due to mechanical

Ejection on ground shall be decided
trouble, MDC initiator shall be used,
carefully.
and aircrew shall wear helmet and
The emergency exit on ground must
visor to protect body before operating
be done only if you have enough
initiator.
time to perform following procedure
safely.
NOTE

1. SAFE/ARMED HANDLE - SAFE Front and rear cockpit MDC initiator

handles are connected each other, and
2. LEG RESTRAINT LINE RELEASE LEVER - PULL all safety pins which are installed in
front and rear cockpit shall be removed
3. QUICK RELEASE BOX - OPERATE
for normal operation when operating
4. O X Y G E N HOSE AND INTERCOM JACK - MDC initiator handles.
DISCONNECT

Disconnect oxygen mask hose from

CRU-60/P to allow continuous breathing.

3-4
 T.O. 1T-KT1B-1

TAKEOFF After Landing Gear UP:

In case engine power loss happens, carry out

ABORT
INFLIGHT ENGINE FAILURE procedure, if time
is available.
1. PCL - GND IDLE
Attempt to eject when it is determined that safe
2. MAINTAIN DIRECTIONAL CONTROL
landing is not assured if the altitude is below 500
3. BRAKE - AS REQUIRED ft AGL and airspeed is below 160 KIAS.

Attempt 180 degrees turn back at above 160 KIAS

ENGINE OVERHEAT/FIRE OR ENGINE
and at above 500 ft AGL.
FAILURE DURING TAKEOFF RUN
2. Landing Gear - DOWN
1. ABORT In case of engine flameout, use emergency
landing gear T-handle.
If fire occurs or over run is expected:
3. Flaps -DOWN
2. PCL - CUT-OFF

3. Emergency Shutoff Valve T-Handle - BTN

Push & Pull
In case of engine flameout, use flaps
4. BATT and GEN Switches - OFF
carefully due to decreasing glide
5. Carry out EMERGENCY EXIT ON GROUND distance.
procedure
4. Land As soon As Possible
ENGINE OVERHEAT/FIRE OR ENGINE
FAILURE AFTER TAKEOFF

Indications: Power loss, Warning lights on Move PCL to CUT-OFF when engine
overheat/fire after takeoff. If fire
Before Landing Gear UP: persists, eject immediately.

1. Attempt to land ahead remaining runway

NOTE
(Settle Back)
When attempting 180 degrees turn
back, maintain 120 KIAS to minimize
drag for turn back.
Landing on an unprepared surface is
not recommended.

3-5
T.O. 1T-KT1B-1

LANDING GEAR RETRACTION FAILURE INFLIGHT

Indication: Lighting of L/G position indicator and ENGINE FAILURE
L/G handle red warning light
Indications:
1. Airspeed - Below 150 KIAS
- Engine does not respond according to PCL
2. Landing Gear- DOWN movement.
- Engine power is significantly less then PCL
3. L/G Position Indicator - Check 3 greens position.
- Engine fluctuation
- Engine vibration, noise, explosion etc.

If engine failure is doubted, isolate the ELU and

If landing gear handle is not moved to
check engine instrument. If the symptoms are
LG UP position or landing gear is not
continued, use emergency fuel control switch to
retracted, do not move landing gear
control the engine power. Refer to ELU FAILURE
handle to LG UP position again.
or FCU FAILURE about using ELU and
emergency fuel control switch.
4. Land As Soon As Practical

If 3 greens are not obtained: 1. Reduce PCL until symptom disappears

5. Carry out LANDING GEAR EXTENSION

FAILURE procedure
If engine failure is doubted, be careful
not to stop engine unnecessarily. If the
engine stop is surely confined due to
the structural damage or engine
fire/overheat, do not attempt to relight
the engine.

2. Land As Soon As Practical using minimum

power required for flight

If engine shall be stopped from the result of

mechanical failure such as heavy vibration, noise
and explosion, observe the following procedure.

3. PCL - CUT-OFF

4. Carry out EMERGENCY LANDING IN

FLAMOUT procedure

3-6
 T.O. 1T-KT1B-1

ENGINE SURGE Immediate Airstart

Indications:
- Engine noise(Sudden explosion), Rapid ITT
increase in low torque Immediate airstart should be performed
when Ng is at or above 50% rpm. If
- Deterioration of engine acceleration
airstart is performed when Ng is below
1. PCL - GND IDLE 50% rpm, engine may be damaged by
overheat.
2. ITT - Monitor

If ITT keeps in high or increases: If Ng Above 50% rpm:

3. PCL - CUT-OFF 1. IGN SWITCH - ON

4. Carry out Airstart 2. PCL - GND IDLE

ENGINE FLAMEOUT AND RELIGHT NOTE

Retard the PCL to GND IDLE to
Indications: Tq, Ng, ITT, Oil pressure and Oil prevent wet start possibility due to
temperature all decreasing excessive fuel injection.

Attempt Immediate Airstart procedure if Ng is

above 50% rpm. 3. ITT/Ng - Monitor

4. IGN Switch - OFF(At Above 56% rpm Ng)

5. Engine Instruments - Check within limits

Ng zero means mechanical failure. Do
not attempt engine relight. If Airstart Unsuccessful:

6. PCL - CUT-OFF
If the pilot is certain that the airstart might not
make the situation more dangerous when 7. IGN Switch - OFF
attempting relight, airstart may be achieved at all
8. Carry out Normal Airstart procedure
altitudes and airspeeds. However, as ITT increases
at above 20,000 ft or below 12% rpm Ng, special
care is required. The most suitable relight procedure
shall be attempted immediately after flameout.
If Ng is below 50% rpm, attempt
Normal Airstart.
NOTE
Igniter can be used to prevent engine
stop when landing or taking off, or flying
through turbulence or snowing/raining
area. There is no limit for continuous
operation time of igniter, but its life is
reduced.

3-7
T.O. 1T-KT1B-1

Normal Airstart NOTE

Relight is achieved within 10 seconds,

1. PCL - CUT-OFF
Ng and ITT will increase after relight.
Propeller is feathered when engine
flameout occurs, and propeller feathered
returns to normal condition when
If the PCL CUT-OFF is delayed, the
glide distance shall be decreased relight is achieved, and oil pressure
remarkably due to the propeller drag is increases. Approximately 30 seconds are
increased. Therefore, the immediate required to airstart and achieve propeller
PCL CUT-OFF should not be delayed thrust.
at low altitude relight.
If airstart is successful:
2. Non-Essential Loads - OFF
10. IGN Switch - OFF(At Above 56% rpm Ng)
Depending upon the circumstances, the
equipment listed below shall not be operated to 11. START Switch - OFF
prolong the durable time of battery.
a. Navigation Lights 12. Boost Pumps - NORM(LH, RH)
b. Landing/Taxi Lights 13. Engine Instruments - Check within limits
c. Anti-Ice
14. Electrics - Operate required equipment
3. ECS - OFF
15. ECS - As required
4. GEN Switch - ON
If Not Relighted within 10 Seconds:
5. BATT Switch - ON
16. PCL - CUT-OFF
6. Boost Pumps - ON(L/H and R/H)
17. IGN Switch - OFF
7. START Switch - ON
18. START switch - OFF
8. IGN Switch - ON
19. Carry out EMERGENCY LANDING IN FLAMEOUT
9. PCL - GND IDLE(At Above 12% rpm Ng) procedure

When flameout occurs, normal relight is

allowed twice only due to restriction of
battery capacity.

3-8
 T.O. 1T-KT1B-1

ENGINE OVERHEAT AND FIRE DURING 5. Carry out EMERGENCY LANDING IN

FLIGHT FLAME-OUT procedure

Indications: Overheat or Fire warning, smokes,

fumes, flames and eventually heat
If a suitable airfield is not within gliding
Sudden noise, vibration and loss of power indicate range, transmit your intentions and eject
mechanical failure. at a safe altitude(above 2,000 ft AGL).

NOTE If fire persists:

Warning may occur due to aircraft
6. Eject at a safe altitude(above 2,000 ft AGL)
indication system failure. The other
symptoms shall be checked for overheat
or fire before performing emergency FUMES IN COCKPIT
procedure. If warning light is turned off
after performing emergency procedure, Indications: Fumes in cockpit or irritating smell
perform warning system test to check occurs.
for normal operation. If warning system
1. Oxygen - 100% & EMER
is broken, keep watching whether
engine overheats or fires. 2. ECS - OFF

If Overheat Occurs: 3. RAM AIR Lever - VENT

4. Vent T-handle - Pull then rotate

1. PCL - MINIMUM POWER REQUIRED FOR FLIGHT
5. BATT Switch - OFF
If caution light is turned off and no symptom of
If fumes and smell disappear:
overheat is found, land as soon as practical using
minimum power required for flight. Engine fire 6. Land As Soon As Practical
may occur if overheat warning light is not turned
If fumes and smell continue:
off. Watch carefully and perform procedure for
engine fire immediately, if fire occurs. 7. BATT Switch - ON

2. Overheat Caution Light - Check 8. GEN Switch - OFF

3. Land As Soon As Possible If fumes and smell persist:

If Fire Occurs: 9. BATT Switch - OFF

If fumes and smell disappear:

1. PCL - GND IDLE
10. Carry out Front Cockpit Battery Bus Failure
If fire is not put out: procedures.
2. PCL - CUT-OFF If fumes and smell persist continually:

3. EMERGENCY SHUTOFF T-HANDLE - BTN PUSH & 11. BATT Switch - ON

PULL
If fumes or smell still continue, suspect engine fire
4. GEN Switch - OFF and carry out ENGINE OVERHEAT AND FIRE
DURING FLIGHT procedure.
If fire is put out:

3-9
T.O. 1T-KT1B-1

PROPELLER FEATHRING NOTE

If abnormal noise occurred, Np is decreased and
airspeed of aircraft is decreased slowly, suspect the
propeller is feathered and follow the procedures ;
1. Increase PCL slowly and check propeller for
recovery from feathering condition
Resetting ELU disengages the ARTS.
If ELU caution light goes out and engine responses
normally, keep flying. If ELU caution light is
continually turned on, set to desired power after
positioning PCL to FLT IDLE and return to the base
with the limited use of PCL.

If feathering persists :

2. Carry out ENGINE FAILURE IN FLIGHT

procedures When selecting ELU switch to ISO
at low altitude(takeoff and below
If normal condition is recovered : safe altitude), ELU switch must be
maintained in ISO position until safe
3. Land As Soon As Practical
altitude(5,000 ft AGL) is achieved
and not allowed to return to NORM.
ELU FAILURE
Maintain Tq and ITT within engine
operation limits using PCL during
ELU Caution Light On
climb, and follow ELU Reset
procedure after reaching to safe
Indications: Master warning light and ELU caution
altitude(5,000 ft AGL).
light of warning panel come on, and abnormal
response of engine occurs.

1. PCL - Adjust power required after moving FLT

In case of ELU failure, maintain Tq
IDLE position
and ITT within the limits using PCL
a. In takeoff run phase, abandon takeoff
restrictively. Torque indicator will
immediately when abnormality of ELU is sensed.
operate when ELU circuit breaker is In
b. Maintain Tq and ITT within engine operation only.
limits using PCL during climbing, and follow
ELU Reset procedure after reaching to safe Abnormal Engine Power with ELU Caution
altitude (5,000 ft AGL). Light Off
c. In landing approach phase, perform normal
landing operation, and ELU Reset procedure after 1. Maintain power within engine operation limits
touchdown. using PCL
d. In above safe altitude phase, Carry out ELU
2. ELU Switch - ISO
Reset procedure.
Do not perform ELU Reset procedure, but return to
2. A ELU Circuit Breaker - Reset
the base with ELU disconnected.
B ELU Switch - RESET
If engine operates normally:

3. Land As Soon As Practical

3-10 Change 1

If engine keeps operating abnormally:
4. Land As Soon As Possible by using the
minimum power. If necessary, use emergency
fuel control system.
When selecting ELU switch to ISO
and return to NORM with Tq and
ITT restricted by ELU(MCP or
MAX), sudden power loss may occur.
If ELU switch is selected to ISO in
area where Tq and ITT are
restricted by ELU, engine will
accelerate. Maintain Tq and ITT
within the engine operation limits
using PCL. After that, perform
ELU Reset procedure.
ELU Reset
1. Climb more than safe altitude(5,000 ft AGL)
2. PCL - Set power desired after moving to FLT
IDLE
3. A ELU Circuit Breaker - Reset
B ELU Switch - RESET then NORM
NOTE
Resetting ELU disengages the ARTS.
4. ELU Caution Light - Check
If ELU switch is used(ELU switch - ISO):
1. A ELU Switch - NORM
B ELU Switch - RESET then NORM
NOTE
Resetting ELU disengages the ARTS.
A 60 psi is likely to damage the engine.
2. ELU Circuit Breaker - Reset
T.O. 1T-KT1B-1
NOTE
Resetting ELU disengages the ARTS.
If ELU caution light is continually turned on, set to
desired power after positioning PCL to FLT IDLE
and return to the base with the limited use of PCL.
OIL SYSTEM FAILURE
HIGH/LOW Oil Pressure
Indications: Engine oil pressure outside green
arc(90~135 psi)
a. Yellow arc: 60~90 psi
b. Red arc: Below 60 psi or Above 135 psi
1. Ng - Set Above 72% rpm
If Ng does not exceed 72% rpm although
increasing PCL, follow ENGINE FAILURE
procedure.
NOTE
Normal oil pressure is 90 to 135 psi
with Ng above 72% rpm, at normal oil
temperature of 60 to 70 .
Engine oil pressure in yellow arc:
2. Land As Soon As Possible using emergency
landing traffic pattern with less than 30 psi torque.
Engine oil pressure in red arc:
3. Land As Soon As Possible using emergency
landing pattern with minimum power required
for flight
Transient reduction of oil pressure
below 60 psi during negative G
maneuver is acceptable. However,
continued operation at pressure below
Change 1 3-11
T.O. 1T-KT1B-1

HIGH/LOW Oil Temperature b. Landing/Taxi Lights

c. Anti-Ice
Indications: Temperature below -40 or above
4. Land As Soon As Practical before battery is
+99
exhausted(Min. 30 minutes)
1. PCL - Reduce power
Battery Hot
2. If temperature does not return to normal
operating range, Land As Soon As Practical Indications: BATT HOT caution and Master
using minimum power caution on warning panel

CHIP Detector Warning If the temperature of battery exceeds 633 ,

battery is turned off automatically. If the
Indications: Master caution and CHIP caution on temperature of battery drops under 523 ,
warning panel BATT HOT caution is turned off automatically.

1. PCL - Reduce power 1. BATT Switch - OFF

2. Land As Soon As Practical If BATT HOT caution is turned off:

2. BATT Switch - ON
ELECTRICAL FAILURE
If BATT HOT caution is not turned off:
Generator Failure
3. BATT Switch - OVRD(In emergency)
Indications: Master caution and GEN warning on
warning panel

Inoperative Equipments: ARTS, Flood Lamp,

If BATT switch is selected to OVRD
Strobe, ECS, Pedal Shaker, Radio Altimeter, Speed position when BATT HOT caution is
Brake, Propeller De-ice System, AOA Transmitter ON, battery is exhausted earlier
Anti-ice System, UHF Radio, ADF, Emergency because of its overheat condition. If
Fuel Control Unit, and L/H Boost Pump using continuously, fire could be
occurred by overheat condition.
1. GEN Switch - RESET then ON
NOTE
NOTE
If occurring emergency situation with
GEN switch can be reset only two generator failure, place BATT switch
times. into the OVRD and use battery
forcibly.
If generator is not returned its normal
operation condition: 4. Land As Soon As Practical

2. GEN Switch - OFF

3. Non-Essential Loads - OFF

a. Navigation Lights

3-12 Change 1
 T.O. 1T-KT1B-1

Battery Busbar Failure

Indications: If the failure of each BATT-BUS on
front/rear cockpit occurs, below item is not
operated with GEN warning light off.

Front Cockpit BATT-BUS Failure Rear Cockpit BATT-BUS Failure

Front/rear cockpit EEI 1 ELS Front/Rear Cockpit EEI 2
FCMS Power Control Quadrant Front/Rear Cockpit Hydraulic
Pressure Indicator
Igniter R/H Boost Pump Rear Cockpit Standby Attitude
Indicator
Landing Gear System Oxygen Pressure Indicator Rear Cockpit Instrument Light
Hydraulic System Trim System Rear Cockpit Console Light
NWS Pitot tube and Static Port Rear Cockpit Utility Light
Anti-Ice System
CCS VHF Radio Front/Rear Cockpit Altimeter
Front Cockpit EADI REAR Cockpit EHSI Front/Rear Cockpit Mach Airspeed
Indicator
Front Cockpit Standby AHRS -
Attitude Indicator
VOR/ILS Front Cockpit Instrument Light -
Front Cockpit Console Light RH/LH Landing/Taxi Light -
Navigation Light Front Cockpit Utility Light -
CWS Fire Warning System -
NOTE
If total Electric System Failure occurs, carry out Front Cockpit Battery Bus Failure procedures.

Front Cockpit Battery Bus Failure 3. Land As Soon As Possible

1. Airspeed - Maintain airspeed below 150 KIAS 4. After landing, pull Emergency Shutoff valve T-
handle to stop engine
2. Carry out L/G EMERGENCY EXTENSION
procedure Rear Cockpit Battery Bus Failure

1. Land As Soon As Practical

NOTE

If the failure of BATT-BUS on front Generator Bus Failure

cockpit occurs, Make plan NO FLAP
Landing because flap is not operated Indications: UHF Radio, Speed Brake, Radio
although carrying out L/G EMERGENCY Altimeter, ECS, and Flood Lights, etc. are not
EXTENSION procedure. operated simultaneously with GEN warning Off.

L/G Control Handle Red Warning and Position 1. Land As Soon As Practical
Indicator are not operated.

3-13
T.O. 1T-KT1B-1

FUEL SYSTEM FAILURE

FCU Failure After landing, manually operate

DECR switch to GND IDLE before
Indications: Engine goes to GND IDLE, lower than EMER FUEL switch OFF.
normal power or no response to PCL movement Otherwise, when restarting, engine
over temperature or fire may occur
NOTE due to excessive fuel supply to
engine. Rear cockpit control has
If failure of control section and
priority to front cockpit control.
pneumatic part on engine FCU occurs,
There is lag in the system. It is
engine power may decrease below
therefore important to pause
setting value and no responds to PCL
between blips of the INC switch to
movement. In this case, engine power
ensure the engine limitations are
must be adjusted by emergency power
observed. To avoid exceeding engine
control unit. It also may be used when
limitations, set minimum power
the power is uncontrollable because of
required. But, in emergency case, it
mechanical malfunction of PCL.
can be operated continuously for the
first 4 seconds.
1. PCL - GND IDLE(If possible)
Low Fuel Pressure
2. EMER FUEL Switch - ON

3. INC/DECR Switch - INC or DECR to obtain Indications: Master caution and F PRESS warning
required engine power on warning panel followed quickly by L BOOST
and R BOOST indications

If Boost Pumps come on automatically:

Engine acceleration from GND IDLE to 1. AUTO RESET Button - Press

MAX requires 10 seconds. Do not
exceed engine limitation. If Boost Pumps will not reset and F PRESS
warning, L BOOST and R BOOST advisory
Lights remain On:

2. Land As Soon As Possible using minimum

required power.

3-14 Change 1
 T.O. 1T-KT1B-1

NOTE If Boost Pumps not operated continuously:

The L BOOST and R BOOST 4. Land As Soon As Practical
indications on the warning panel
indicate that the boost pumps have
Suspected Fuel Leak
been automatically selected on due
to the fuel low pressure switch
Indication: Rapid decrease in fuel quantity
operation. The boost pumps will not
indication on one side not associated with a boost
return to NORMAL until the low
pressure condition has ceased and pump operation
AUTO RESET button is pressed.
1. Boost Pump(On Leaking Side) - ON
After some acrobatic maneuvers,
involving prolonged negative G or 2. Boost Pump(On Good Side) - NORM
inverted flight, the F PRESS warning
may illuminate momen-tarily, but with 3. Fuel Quantity Indicator - Monitor
the boost pumps at NORMAL the F
4. Land As Soon As Possible
PRESS warning will be almost
immediately extinguished and the L
NOTE
BOOST and R BOOST indications
will illuminate. After regaining normal If only one side fuel leaks, operate boost
flight the AUTO RESET should be pump on that side. If pilot determines
pressed to return the boost pumps to that both sides leak, then can't reach the
NORMAL. destination, climb using MAX power to
achieve gliding range. If engine is
Fuel Filter Failure flameout, carry out EMERGENCY
LANDING IN FLAMEOUT procedure.
Indications: Master caution and F FILTER caution
on warning panel Fuel Asymmetry

1. Land As Soon As Practical Indication: The fuel quantity of one of the fuel
tanks differs from that of the other more than one
Boost Pumps Failure quarter from full scale in fuel quantity indicator.

Indication: L BOOST or R BOOST indication does 1. Boost Pump(on fuller side) - ON

not illuminate when BOOST PUMP switch is ON,
2. Fuel Quantity Indicator - Monitor
or L BOOST or R BOOST indication fails to
illuminate following F FRESS warning. 3. Boost Pump(when fuel balanced) - NORM

1. Boost Pumps - NORM

NOTE
2. L BOOST/R BOOST Circuit Breaker - Pull Observe fuel quantity indicator to
then Reset prevent asymmetry of fuel transferred
to other tank excessively.
3. Boost Pumps - ON

Change 1 3-15
T.O. 1T-KT1B-1
PCL FAILURE
If PCL is fixed or engine response is failed
according to PCL, FCU failure or PCL linkage
failure shall be suspected. Position EMER FUEL
switch to ON and land as soon as practical using
emergency power control system.
At this time, power is not decreased less than that
of last PCL position, although emergency fuel
control system is used. If the power is higher than
minimum torque for safe landing, make a plan of
approach for EMERGENCY LANDING IN
FLAMEOUT, and stop engine using emergency
shutoff T-handle.
The times of flameout and landing gear downlock
shall be decided by judging on speed control
capability(landing gear operation limit speed) by
condition of power.
If it is possible to land using emergency power
control system, stop engine using emergency shutoff
T-handle around the safe airfield for landing.
TRIM FAILURE
Indications: Aileron/elevator trim button and rudder
trim switch is not operated or operate abnormally.
1. TRIM Circuit Breaker - Pull then Reset
If abnormal operations are continued:
2. (F)S/B LINK Switch - INT
3. EMER TRIM INTRPT Switch - INTRPT
4. EMER ELEV TRIM Switch - UP or DN
(If necessary)
NOTE
If TRIM circuit breaker is positioned
to OUT when trim system operates
abnormally, three axes normal trims
3-16 Change 1
and emergency elevator trim are not
operated. To operate emergency
elevator trim, trim circuit breaker
should be positioned to IN.
Reduce airspeed to decrease control
force and carry out Controllability
Check procedure to identify the
force of control stick in advance
prior to attempting landing approach.
If EMER TRIM INTRPT switch is not operative
or elevator trim system is malfunction:
5. EMER TRIM INTRPT Switch - NORM
6. TRIM Circuit Breaker - Pull
7. Land As Soon As Practical
When trim indication is failed:
NOTE
If trim indication is failed, the triple
trim indicator is not operative.
If TRIM IND C/B is popped up:
NOTE
If TRIM IND C/B is popped up,
ARTS is disengaged automatically
because ARTS receives the zero(0)
Vdc signal from the trim indication
circuit.
Even though the trim indication is
failed, the triple trims are operated
in normal.
1. TRIM IND CB - Reset and check normal
indication
2. ARTS ENGAGE switch - ON
If trim indication failure and disengagement of
ARTS still exist:
3. Continue flight using manual rudder trim.

If manual rudder trim is failed:
4. Perform CONTROLLABILITY CHECK.
5. Land as soon as practical.
FLAP FAILURE
Indications: Flaps fail to move when selected
1. Airspeed - Below 150 KIAS
2. FLAP Circuit Breaker - Check In or Reset
If flaps fail to move down, attempt NO FLAP
Landing. If flaps fail to move up, land with
maintaining below 150 KIAS.
HYDRAULIC FAILURE
If pressure is low:
Indications: Master caution and HYD PRESS
warning on the warning panel
The following hydraulic services are inoperative:
- L/G Normal Operation
- Flap Normal Operation
- Nose Wheel Steering
- Speed Brake
NOTE
If hydraulic failure occurs, carry out
L/G Emergency Extension procedure
using emergency hydraulic.
1. Airspeed - Reduce Below 150 KIAS
2. Carry out L/G EMERGENCY EXTENSION
procedure
3. Flaps - Select as required
4. Land As Soon As Practical
T.O. 1T-KT1B-1
If overpressure occurs:
1. Land As Soon As Practical
E HYD Warning On
Indications: E HYD warning on the warning panel.
Carry out following procedures as soon as possible if
E HYD warning light is illuminated.
1. Airspeed - Reduce Below 150 KIAS
2. Landing Gear - DOWN
3. Flaps - As required
4. Land As Soon As Practical
CANOPY DAMAGE/LOSS
If canopy is damaged or lost in flight, reduce
airspeed to below 120 KIAS and adjust ejection
seat to the most low heights to minimize the effect
from wind pressure. Also, maximize the volume of
intercom and radio for communication, and maintain
aircraft control and flight condition with aircraft
instruments immediately. Check airframe damages
from canopy loss and then carry out Controllability
Check procedure with landing configuration.
NOTE
In high speed, it may be difficult to
maintain field of view and keep
breathing. Get fully down visor and
tight oxygen mask to achieve proper
field of view and breathing. And,
confirm the circuit breakers is pushed
in properly by hand to reset the
popping circuit breakers due to rapid
reduction of the pressure in the cockpit
during canopy separation by wind blast.
Change 1 3-17
T.O. 1T-KT1B-1
CONTROLLABILITY CHECK
If emergency condition that structural damage and
control force changes are suspicious is occurred,
perform followings to check controllability of the
aircraft.
1. Maintain safe altitude(above 5,000 ft AGL)
2. Determine landing configuration(Landing gears
and flaps)
3. Speed - Reduce
4. Determine landing configuration
Slowly reduce speed to identify controllability and
minimum speed when approaching and landing. At
this time, do not reduce speed less than normal
approach speed and do not change determined
configuration.
5. Landing Approach - Straight in approach
6. Land with higher speed than determined
Minimize flare and attempt power-on landing.
EJECTION
In the case of an emergency, each
aircrew of KT-1B aircraft should eject
individually regardless of the Command
Firing System. Where circumstance
allow the rear seat occupant should
eject first.
KT-1B ejection seat is available within most
envelops including maximum speed, maximum
altitude from ground (0 ft, 0 kt). Recommended
speed for safe ejection is 150~250 kts. After
ejection, pilot and seat are decelerated and
stabilized by drogue chute.
3-18
When ejected above 16,400 ft, dive speedily with
stabilized by drogue chute without parachute
deployed, and when reached to 16,400 ft parachute
is deployed and seat is separated automatically.
When ejected below 16,400 ft and above 8,000 ft,
parachute deployment and seat separation is
delayed until ejection acceleration is reduced to 3.4
G. When ejected below 8,000 ft, immediate
parachute deployment and seat separation is
accomplished. If seat is not separated after
parachute deployment, operate MOR handle located
on right of the seat to deploy parachute and
separate seat. PSP is separated automatically after
parachute deployment of 4 seconds. If PSP is not
deployed automatically, operate Kit release handle.
Figure 3-1 through 3-5 contain ejection sequence
and performance.
KT-1B aircraft pilots should be
equipped with dual visor to prevent
injury from MDC explosion during
ejection and get down visor prior to
attempting ejection.
LOW ALTITUDE EJECTION
Minimum height is related to angle of
dive, airspeed and angle of bank.
Recommended minimum height is 2,000
ft(AGL) in controlled flight. If ejection
is decided at below 2,000 ft, eject
immediately without delay. Late
decision of ejection may kill pilot.
If possible, maintain horizontal climb attitude at
150~250 KIAS and avoid populated area. If
decided to eject below 2,000 ft AGL, eject as soon
as possible.

HIGH ALTITUDE EJECTION
Minimum ejection height is related to
angle of dive, airspeed and angle of
bank. Recommended minimum height is
10,000 ft AGL if out of control. Late
decision of ejection can kill you.
If immediate ejection is not required, maintain
aircraft to horizontal climb attitude, climb up as
possible and maintain optimum ejection speed of
150~250 KIAS.
If possible, avoid populated area before ejection.
Ejection with climb attitude insures the altitude and
time to make sure parachute deployment after
ejection.
If aircraft control is impossible, ejection should be
accomplished 10,000 ft AGL at least.
HOW TO EJECT
Ejection control handle is pulled with both hands or
one hand, and requires force of 40 lbs
approximately. If uses both hands, grasp ejection
control handle with hands, and if uses one hand,
grasp ejection control handle with one hand, and
hold wrist of it with the other hand. Keep elbows
close to body.
Ejection Procedure
If time and conditions not permit:
1. Pull ejection control handle immediately
T.O. 1T-KT1B-1
NOTE
With CSV positioned to OFF, command
firing system does not operate. Each
pilot should eject individually.
With CSV positioned to ON, pulling
ejection control handle in rear seat can
eject rear seat first and the front seat
ejected after 0.35 seconds. At this time,
pulling ejection control handle in front
seat can eject front seat only.
If time and conditions permit:
1. Alert other Crew-member
2. Have a proper speed, altitude and attitude(Trade
airspeed for altitude)
3. Avoid populated area
4. Lap straps and shoulder harness should be
tightened, visor lowered, helmet secured, and
oxygen mask tightened
5. Transmit radio distress signal
6. Keep the back as straight as possible
7. Press head firmly against headpad
8. Stretch legs out forward of seat so thighs are
supported by seat cushion
9. Pull ejection control handle
If ejection failed:
10. Pull ejection control handle again
If ejection control handle does not
move, check SAFE/ARMED handle is
positioned to ARMED and ejection safe
pin is removed.
Change 1 3-19
T.O. 1T-KT1B-1

Procedure After Ejection 1. Check for deployment condition of parachute

2. Verify deployment condition of PSP

If PSP is not deployed, deploy PSP with KIT

If below 16,400 ft and automatic RELEASE handle manually.
parachute deployment fails to occur,
pilot should operate MOR handle 3. Landing Preparation
immediately. Late deployment of
parachute at low altitude can kill pilot. NOTE
If landing on water is expected, disconnect
NOTE
the oxygen mask and the connector
BTRU(Barostatic Time Release Unit), (CRU-60/P) from mounting plate.
which control parachute deployment point,
is operative on the basis of sea level.

3-20 Change 1

LANDING
LANDING GEAR EXTENSION FAILURE
Indications: L/G uplock, partially extended, or not
downlock, L/G position indicator light partially
illuminated, or L/G control handle red warning
light illuminated
1. Maintain airspeed below 150 KIAS
2. L/G Circuit Breaker - Pull then Reset
3. L/G IND Circuit Breaker - Check In
4. HYD PRESS Warning Light - Check OFF
5. L/G Position Indicator - Push to test
6. Landing Gear - Recycle(Up then Down)
If L/G remains UP:
7. Carry Out L/G EMERGENCY EXTENSION
procedure
T.O. 1T-KT1B-1
L/G EMERGENCY EXTENSION
1. Airspeed - Reduce airspeed below 150 KIAS
2. Landing Gear - DOWN
3. Emergency L/G T-Handle - BTN Push & Pull
4. Flaps - As required
If 3 greens not obtained:
5. Yawing the aircraft, rocking wing, and pulling
positive G to aid extension
NOTE
When L/G emergency down, flaps
are operated after L/G down locked
even if flap lever is operated at the
same time. At this time L/G and
flaps are not normally retracted.
The rudder and wheel brakes can
be used for directional control during
landing roll.
The landing gear indicator will show
red warning light because the
system leave the main gear doors in
open position.
If 3 greens not obtained continuously:
6. Carry out LANDING WITH L/G PARTIALLY
DOWN procedure
Change 1 3-21
T.O. 1T-KT1B-1

LANDING WITH L/G PARTIALLY DOWN 2. Flaps - LAND

3. ARTS - OFF
Considerations Before Landing
You should consider pilots skill, predicting
NOTE
circumstances on the runway after over run, scale
and direction of the cross wind, using of the runway If ARTS is engaged, unrequired rudder
FOAM etc. and regard as partially downed L/G to trim is operated. Therefore, manual
Up. rudder trim operation is required after
disengaging ARTS.
Preparations Before Landing
4. Fasten harness
1. Consume fuel

L/G Partially Down Procedures

Aircraft Configuration Corrective Actions

All L/G are not operated 1. Approach to normal pattern
2. Shutdown the engine just before touchdown
3. Touchdown parallel to the ground at the beginning point of the
runway
4. Evacuate the aircraft after stopping
Only MLG is operated 1. Shutdown the engine immediately after touchdown with the
normal approach
2. Keep the attitude of aircraft using elevator control
3. Keep the heading using brake after touching forward fuselage
with the ground
4. Evacuate the aircraft after stopping
Only NLG is operated

Ejection is recommended

3-22 Change 1
 T.O. 1T-KT1B-1

L/G Partially Down Procedures(Continued)

Aircraft Configuration Corrective Actions

NLG and one MLG are operated

Ejection is recommended

One MLG is operated without NLG

Ejection is recommended

3-23
T.O. 1T-KT1B-1

EMERGENCY LANDING IN FLAMEOUT DITCHING

1. Gliding Speed - 120 KIAS(Refer to Fig. 3-6) Landing on water is the last method in case that
ejection is impossible.
Turn to the nearest base or suitable airfield, and
glide for the longest flight. 1. MDC Internal Handle - BTN Push & Pull

2. Leg Restraint Line Release Lever - Pull

3. Oxygen Mask - Close to face

Do not attempt landing on area where
the surface is not hard such as concrete 4. Oxygen Diluter Lever - 100% OXYGEN
or asphalt.
5. Harness Reel Go-Forward Lever - AFT(Lock)

2. PCL - CUT-OFF 6. Flying with low diving angle for touchdown on

surface of water
3. Harness Reel Go-Forward Lever - AFT(Lock)
7. Just before landing on water, PCL - CUT-OFF
4. Non-essential Loads - OFF
a. Navigation Lights 8. After landing on water, QRB - Release
b. Landing/Taxi Lights
9. Oxygen Hose - Disconnect
c. Anti-Ice System

Make a plan that HIGH KEY can be maintained at 10. Evacuate from aircraft

3,000~3,500 ft AGL, LOW KEY at 2,000~2,500 ft

AGL or BASE KEY at 1,000~1,500 ft AGL.

5. Landing Gear - DOWN If landing on water is planned, do not

extend landing gear.
6. Emergency L/G T-handle - BTN Push & Pull

7. Flaps - LAND(As required) 11. Automatic Liferaft Inflation Unit(ALIU) -

Operate manually
NOTE
The rudder and wheel brakes can be
used directional control during landing
roll.

3-24
 T.O. 1T-KT1B-1

Ejection Sequence - Normal

6.
a. BTRU timer finished
b. HBDU fires deploying parachute
c. Drogue and bridle released
d. Top harness connections released
5.
a. Pilot fully restrained and
on emergency oxygen 7.
b. Drogue deploys to stabilize
6
a. Bottom harness to seat
and decelerate seat connections released
c. Parachute deployment time b. Parachute inflates
adjusted by BTRU c. Ejection seat separated
and escaped
5 7 d. PSP retained and ADU activated
e. Radio beacon activated

8
4 4.
a. USRM fired
b. Emergency oxygen system activated
c. BTRU activated 8.
a. Descends on parachute
b. PSP automatically lowered
c. Beacon signal transmitted

3.
3 a. Aircraft services (Communication/Oxygen) disconnected
b. Leg restraint system activated
c. DDU activated

EJECTION ABOVE 16,400 FEET

2
1, 2.
a. Ejection control handle pulled
b. HPRU shoulder strap fastened
c. Front and rear seats command firing
system operated
d. Ejection gun initiator cartridge fired
e. Bottom latches engaged a. Drogue deploys to stabilize
1 f. Top latches released and decelerate seat
g. MDC system operated b. On emergency oxygen

Figure 3-1.

3-25
T.O. 1T-KT1B-1

Front Seat : Minimum Ejection Altitude vs Sink Rate and Speed

500

KIAS
450
120 200 350

400

350
MINIMUM EJECTION ALTITUDE(AGL-FEET)

300
INVERT

250
KIAS
120 200 350
200

150

100

50
UPRIGHT

0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

SINK RATE - FEET PER MINUTE

Figure 3-2.

3-26
 T.O. 1T-KT1B-1

Rear Seat : Minimum Ejection Altitude vs Sink Rate and Speed

450

KIAS
400
120 200 350

350

300
MINIMUM EJECTION ALTITUDE (AGL-FEET)

INVERT

250

200

KIAS
120 200 350
150

100

50

UPRIGHT

0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

SINK RATE - FEET PER MINUTE

Figure 3-3.

3-27
T.O. 1T-KT1B-1

Front Seat : Minimum Ejection Altitude vs Speed, Dive Angle

and Bank Angle
1000
KIAS
350

900

800

700
MINIMUM EJECTION ALTITUDE (AGL-FEET)

200

600

500
120

400

300

200

100

0
0 15 30 45 60 75 90
DIVE ANGLE - DEGREES

Figure 3-4.

3-28
 T.O. 1T-KT1B-1

Rear Seat : Minimum Ejection Altitude vs Speed, Dive Angle and

Bank Angle

800

KIAS

350

700

600
MINIMUM EJECTION ALTITUDE (AGL-FEET)

200

500

120
400

300

200

100

0
0 15 30 45 60 75 90

DIVE ANGLE - DEGREES

3-5

3-29
T.O. 1T-KT1B-1

Gliding Range

20,000 ft

15,000 ft 40 nm

ES
IL
M
L
30 nm ICA
10,000 ft UT
NA
NCE
S TA
DI
20 nm

5,000 ft
10 nm
BEST GLIDE SPEED

Figure 3-6.

3-30
 T.O. 1T-KT1B-1

CREW DUTIES
SECTION

(NOT APPLICABLE)

4-1
T.O. 1T-KT1B-1

This page intentionally left blank.

4-2
 T.O. 1T-KT1B-1

OPERATING
SECTION
LIMITATIONS

TABLE OF CONTENTS
PAGE PAGE

GENERAL ........................................................................... 5-2 C.G. LIMITATION .......................................................... 5-9

ELECTRONIC ENGINE INDICATOR .................... 5-2

GROSS WEIGHT LIMITATIONS ........................... 5-9
OPERATION LIMITS OF ENGINE ....................... 5-4 Maximum Ground Weight ........................................ 5-9
Maximum Take-Off Weight .................................... 5-9
ENGINE RESTART ENVELOPE
Maximum Landing Weight ...................................... 5-9
LIMITATIONS .................................................................. 5-5

OPERATING LIMITS OF OIL PRESSURE ....... 5-6 BAGGAGE COMPARTMENT .................................. 5-9

HYDRAULIC PRESSURE INDICATOR

LANDING LIMITATIONS .......................................... 5-9
MARKING ........................................................................... 5-7
Sink Rate ......................................................................... 5-9
STARTER LIMITATIONS .......................................... 5-8 Crosswind Take-Off or Landing ............................. 5-9

PROPELLER LIMITATIONS .................................... 5-8

MISCELLANEOUS LIMITATIONS ..................... 5-10
AIRSPEED LIMITATIONS ......................................... 5-8 Ejection Seat Weight Limitations ........................ 5-10
Ejection Speed and Altitude .................................. 5-10
MANEUVER LIMITATIONS .................................... 5-9
Canopy Limitations ..................................................... 5-10
INVERTED FLIGHT OR NEGATIVE Runway Requirements .............................................. 5-10
G FLIGHT LIMITATIONS ......................................... 5-9 ECS Limitations .......................................................... 5-10
Altitude Limit .............................................................. 5-10
G LIMITATION ............................................................... 5-9
Operating Temperature ............................................. 5-10

5-1
T.O. 1T-KT1B-1

GENERAL condition (VMC) and instrument meteorological

condition (IMC). The minimum number of pilot for
Communication, navigation and identification flight is one. The aircraft must be controlled from
equipments installed in the KT-1B aircraft enable the front seat to fly solo.
flight at day and night in visual meteorological

ELECTRONIC ENGINE INDICATOR

Electronic Engine Indicators

5
3

6
2

1
1. Np INDICATOR
2. Ng INDICATOR
3. Tq INDICATOR
4. ITT INDICATOR
5. Oil Pressure INDICATOR
6. Oil Temperature INDICATOR

Figure 5-1. (Sheet 1)

5-2
 T.O. 1T-KT1B-1

Electronic Engine Indicators

No Instrument Marking Indicating Range Remarks

1 Np Indicator Green Text 0 to 2,040 rpm Normal operating range
+(1)
Red Text 2,040 to 2,500 rpm -
-(2)
2 Ng Indicator White Arc 0 to 56 % rpm Normal operating range
Green Arc 56 to 104% rpm Normal operating range
+
Red Arc 104 to 110% rpm Normal operating range
Red Line 104% rpm Maximum allowable Ng
3 Tq Indicator Green Arc 0 to 64.3 psi Normal operating range
+
Yellow Arc 64.3 to 67.9 psi Time limited to 10 % of total engine
running time or 5 minutes if MP is used
continuously
Red Line 67.9 psi Maximum allowable Tq to be continued
+
Red Arc 67.9 to 80.0 psi -
Red Diamond 74.3 psi Transient (limited to 20 seconds)
-
4 ITT Indicator White Arc 0 to 400 -
Green Arc 400 to 785 Normal operating range
Yellow Arc 785+ to 810 Time limited to 10 % of total engine
running time or 5 minutes if MP is used
continuously
Red Line 810 Maximum allowable ITT to be continued
+
Red Arc 810 to 1200 -
Red Diamond 1000 Maximum ITT during start
(limited to 5 seconds)
-
5 OIL Pressure Red Arc 0 to 62 psi -
Indicator Red Diamond 40 psi Minimum transient
-
Yellow Arc 60 to 90 psi -
Green Arc 90 to 135 psi Normal operating range
Red Line 60 psi, 135 psi Minimum and maximum steady pressure
+
Red Arc 135 to 200 psi -
Red Diamond 200 psi During start and maximum transient
6 OIL Temperature Green Arc 0 to 99 Normal operating range
Indicator Red Line 99 Maximum oil temperature
+
Red Arc 99 to 120 -
(1) +
2,040 meansabove 2,040.
(2)
56- meansbelow 56
.

Figure 5-1. (Sheet 2)

Change 1 5-3
T.O. 1T-KT1B-1

OPERATING LIMITS OF ENGINE

Engine Limitations by Operating Conditions

Operating Limits
Operating Oil
Condition(1) Torque(2) ITT Ng Np(3) Oil Pressure(4) Temperature(5)

psi % rpm rpm psi

MP(6) 67.40.5 80010 104 2,00040 90 to 135 0 to 99

MCP(6) 63.80.5 77510 104 2,00040 90 to 135 0 to 99

Ground Idle(7) - 800 571 - 60 Min. -40 to 99

Starting - 1,000(8) - - 0 to 200 -40 Min.

67.9+ to 74.3(9)
Transient 810+ to 870(9) 104 2,205 40 to 200 0 to 99
74.3 to
+
80.0(10)
For the items indicated with (number), see below.
(1) The altitude of the engine air intake condition for engine operation is restricted to 35,000 ft above sea level.
(2) The torque limit is applied when the Np is within the range of 1,600 to 2,040 RPM. When the Np is below
1,600 RPM, the torque is limited to 30 psi maximum. If engine is being operated with torque limited via ELU,
maneuvering flight reducing the pressure of torque is limited within 5 seconds after the torque is reduced.
(3) Stabilized operation on the ground between 1,300 and 1,650 Np RPM is prohibited since vibration stress can
act greatly to the propeller blade. If oil temperature is below 60 or exceeds 90 , the maximum Np can
exceed 2,00040 RPM. However, the overspeed is limited to 2,120 RPM, which is a limit value for
overspeed, by the overspeed governor or ELU. If Np exceeds 2,040 rpm, the Np is allowable to operate for
20 seconds below 2,205 rpm (100% rpm).
(4) During flight except inverted flight, if the oil pressure drops below 90 psi, decrease the power not to exceed
30 psi Tq. If the oil pressure drops below 60 psi or persists exceeding 135 psi, land as soon as possible with
minimum flight power. The minimum oil pressure allowed momentarily during the maneuver or instant use
of power is 40 psi.
(5) The operating limit of the oil temperature is -40 to 99 . Temperature range of 99 to 104 is permitted only
for 10 minutes maximum. In takeoff power, the recommended oil temperature to heat the fuel is over 55 .
(6) The time spent at MP must be limited within 10% of total engine running time or 5 minutes if MP is
used continuously. Torque and ITT are limited according to the limit settings on the ELU under the MCP
or MP condition. If each value exceeds the limit, operating limit under the transient condition is applied.
104% Ng corresponds to 39,000 RPM (37,500 RPM of 100% Ng).
(7) Turn the ECS off if the ground idle ITT reaches 800 during operation on the ground under ambient
condition of high temperature. Ground idle Ng must be maintained at 571% (21,000 to 21,750 RPM)
with ECS turned on.
(8) Normal maximum ITT during starting is 800 . Values above 800 up to 870 are permitted only for
20 seconds and values above 870 up to 1,000 are only for 5 seconds.
(9) These values are permitted only for less than 20 seconds.
(10) These values are permitted only for less than 10 seconds.

5-4
 T.O. 1T-KT1B-1

ENGINE RESTART ENVELOPE LIMITATIONS

Engine Restart Envelope

25000

20000

C
ALTITUDE(ft)

15000

10000 B

5000 A

0
50 100 130 150 200 250

AIRSPEED(KEAS)

NOTE

A Envelopes which requires starter operation.

B Envelopes which starting is possible without starter.
C Envelopes which starting may be possible with starter, but ITT limit may
exceed.

Figure 5-2.

5-5
T.O. 1T-KT1B-1

OPERATING LIMITS OF OIL
PRESSURE
Warming up for 5 to 10 minutes is required to
check and read the oil pressure. This shall be
followed especially when trying to start at the low
temperature between -28 and 53 since high
oil pressure may occur at this time. If the oil
temperature rises within 6 minutes of warming up,
the oil pressure reaches normal operating range.
During maneuver which passes zero g state, the oil
pressure may drop below limit and immediate
attempt to avoid the zero g state shall be made.
Carry out limited maneuver according to the table
below to prevent oil exhaustion.
If the OIL PRESS warning light
illuminates during acrobatic maneuver,
give up mission and check for oil
pressure in straight and level flight.

Limitations Related to Oil Pressure

No Flight Type Time Limit (second) Possible Effect if Time Limit is Exceeded

1 Inverted Flight 60 Decrease of oil pressure

2 Vertical Climb 15 Decrease of oil pressure

3 Vertical Dive 3(1) Decrease of oil pressure

4 Level Flight, with 10 Decrease of oil pressure

bank of 90 degrees

(1) This is expanded to 20 seconds if power is selected to GND IDLE.

NOTE

If engine is being operated with torque limited via ELU, maneuvering flight
reducing the pressure of torque is limited within 5 seconds after the torque is
reduced.

5-6
 T.O. 1T-KT1B-1

HYDRAULIC PRESSURE INDICATOR MARKING

Hydraulic Pressure Indicator

Marking Indicating Range Remarks

0~2,000 psi Minimum

Red Arc
3,500~4,000 psi Maximum

2,000~2,500 psi -
Yellow Arc
3,200~3,500 psi -

Green Arc 2,500~3,200 psi Normal

NOTE

It is considered as normal that hydraulic pressure indicator indicates up to 3,400 psi

by tolerances of hydraulic system components; the tolerance of hydraulic indicator
is 160 psi, the tolerance of hydraulic pressure transducer is 120 psi, and the
tolerance of hydraulic pressure pump is 120 psi.

Figure 5-3.

Change 1 5-7
T.O. 1T-KT1B-1

STARTER LIMITATIONS PROPELLER LIMITATIONS

Starter operating time shall not exceed 17 seconds.
The operating interval shall be maintained at least
1 minutes if continuously used. If used three times
continuously, the starter shall be cooled for at least
30 minutes.
After engine starts, Np shall be stabilized at 900 to
1,200 RPM in GND IDLE. Stabilized operation of
Np between 1,300 and 1,650 rpm on the ground is
prohibited. Normal operating limits are 2,00040
RPM, maximum allowable limits are 2,120 RPM.

AIRSPEED LIMITATIONS

Maximum Speed
No. Operating Condition Remarks
(KIAS)
1 Diving Speed (Vd) 350 This speed shall not be exceeded at any condition.
2 Flap Extended (VFE) 150 This speed shall not be exceeded when the flap is set to
TO or LD position.
3 L/G Extended (VLE) 150 This speed shall not be exceeded when the L/G is
or L/G Operating (VLO) operating or extended.
4 NLG Tire Operating 104 Speed limits of tire on the ground.
5 MLG Tire Operating 182
6 Canopy Open 20 Speed limit when the canopy is opened and held
(Stay held) by canopy stay.

Mach Airspeed Indicator Marking

MAXIMUM ALLOWABLE
AIRSPEED POINTER

SPEED MARKER

Figure 5-4.

5-8

MANEUVER LIMITATIONS
1. Do not make full or abrupt rudder movement
above 210 kts.
2. Inverted left spin is prohibited.
3. When maneuvering at or below 288 kts, the
aileron can be operated to its maximum
displacement angle at or below 4 g, but the
operation of the aileron is limited to a half of
the maximum displacement angle at 5.4 g. And,
the limitation of the aileron operation is reduced
linearly from the maximum displacement angle
to half of it.
INVERTED FLIGHT OR NEGATIVE
G FLIGHT LIMITATIONS
Inverted flight or negative-g flight is limited to 30
seconds due to the fuel limitation in the acrobatic
tank.
Inverted flight or negative g flight is
not allowed for more than 30 seconds,
and positive g flight must be followed
at least twice of the time applied on
negative g flight to replenish the
acrobatic tank fully.
G LIMITATION
1. Cruise Configuration : -3.5 to +7.0 g
2. Landing Configuration : Maximum +2.0 g
C.G. LIMITATION
Refer to the Performance Chart (see Appendix I,
A1-6) for C.G. changes according to the fuel used
during flight.
T.O. 1T-KT1B-1
GROSS WEIGHT LIMITATIONS
MAXIMUM GROUND WEIGHT
The maximum allowable weight of aircraft
including fuel used in ground operation and taxiing
shall not exceed 5,587 pounds.
MAXIMUM TAKE-OFF WEIGHT
The weight of aircrafts subtracting fuel used in
ground operation and taxiing from the maximum
ground weight shall not exceed 5,562 pounds.
MAXIMUM LANDING WEIGHT
The maximum weight of aircraft that enables
immediate landing after take-off shall not exceed
5,562 pounds.
BAGGAGE COMPARTMENT
The baggage compartment load limit is 80 pounds
(36.4 kg).
LANDING LIMITATIONS
SINK RATE
During landing approach, the maximum sink rate is
limited to 12.5 ft/sec (750 FPM) at the maximum
landing weight.
CROSSWIND TAKE-OFF OR LANDING
The limit of crosswind for take-off and landing is
up to 25 knots. Ground operation such as taxiing or
towing must be prohibited if wind of 43 kts or
more exists.
5-9
T.O. 1T-KT1B-1

MISCELLANEOUS LIMITATIONS RUNWAY REQUIREMENTS

EJECTION SEAT WEIGHT LIMITATIONS Landing/take-off of the aircraft is restricted to

The weight of pilot in ejection seat is limited to
127.4 through 220.9 lbs (57.8 through 100.2 kg)
without survival and rescue equipments. If dummy
weight added, it shall be 102.5 through 198.2 lbs
(46.5 through 88.9 kg).
EJECTION SPEED AND ALTITUDE
MK KR16LF ejection seats enable safe escape of
the pilots for most values of height, velocity and
attitude within all flight envelopes of KT-1B
aircraft from zero height at zero velocity in a near
level attitude to the maximum velocity and height.
The minimum altitude for safe ejection is described
in figure 3-2 through 3-5, but ejection at or above
2,000 ft AGL is recommended. Therefore, if
ejection at or below 2,000 ft AGL is decided, eject
immediately without delay for any reason. Also, if
the aircraft is not recovered from the spin, exact
decision is required at or above 10,000 ft AGL.
paved runways with asphalt or concrete.
ECS LIMITATIONS
Selection of the ECS to HIGH mode is not
recommended during final stage of approach to
land.
When the ECS is selected to HIGH, the engine
power can be decreased slightly.
ALTITUDE LIMIT
Altitude for normal engine operating is limited to
35,000 ft.
OPERATING TEMPERATURE
Operating temperature for the aircraft is -25 to
+45 at sea level.

CANOPY LIMITATIONS

The canopy must be closed before engine start.

During ground operation, the canopy may be held
partially open up to 20 kts by a canopy stay.

5-10
 T.O. 1T-KT1B-1

FLIGHT
SECTION
CHARACTERISTICS

TABLE OF CONTENTS
PAGE
CHARACTERISTICS OF FLIGHT
CONTROL SYSTEM .................................................... 6-2
Pitch ................................................................................... 6-2
Roll ...................................................................................... 6-2
Yaw .................................................................................... 6-2
TRIM SYSTEM ............................................................... 6-2
Elevator Trim ................................................................ 6-2
Aileron Trim .................................................................. 6-2
Rudder Trim .................................................................. 6-2
Automatic Rudder Trim System .......................... 6-2
PAGE
ACROBATIC FLIGHT ................................................. 6-4
ERECT SPIN ..................................................................... 6-5
Spin Entry ...................................................................... 6-5
Incipient Spin Phase ................................................... 6-5
Developed Spin Phase ................................................ 6-5
Spin Recovery ................................................................ 6-6
Spin Entry In Maneuvering Flight ..................... 6-6
Spin In Take-Off and Landing
Configuration .................................................................. 6-6
Delayed Spin Recovery ............................................. 6-7

SPEED BRAKE ............................................................... 6-3 INVERTED SPIN ............................................................ 6-7

STALL ................................................................................. 6-3

Stall In Cruise Configuration
(Horizontal 1 G) ........................................................... 6-3
Stall In Landing Configuration
(Horizontal 1 G) ........................................................... 6-3
Stall In Maneuver ........................................................ 6-4

Change 1 6-1
T.O. 1T-KT1B-1
CHARACTERISTICS OF FLIGHT
CONTROL SYSTEM
The KT-1B aircraft is equipped with mechanically
operated primary control system for three axes and
electrically operated secondary control system for
trim and both systems are providing proper control
force and controllability throughout the flight
envelope. Also, the control force may minimized by
using three axes trim within all flight envelope.
PITCH
Pitch control is provided by elevator which gives
control effects enough to recover stall or required
maneuvers throughout flight envelope. The
deflection of the elevator and pitch control stick is
stable in all flight envelopes and engine output
condition and the pitch control force according to
the increasing of g (gravity load) is approximately
4.3 to 8.8 lbs/g.
A down spring used for lowering trailing edge is installed
in the elevator system to improve pitch stability.
ROLL
Aileron enables roll maneuvers in all flight envelops
and roll performance is maximum 150/sec at 210
KIAS. A centering spring is installed in aileron
control system to improve restoring capability of
the control stick. Also, roll controllability to the
right side is significant higher than to the left side
due to the effect of propeller backwash.
YAW
The rudder controls yaw maneuvering within all speed
envelopes and provides sufficient directional controllability
required for crosswind landing at maximum 20 kts of
the direct crosswind. The deflection of rudder and pedal
force has stable directional controllability for the side slip,
so the control is easy.
6-2 Change 1
The anti-balance tab is installed in rudder for
securing proper control force. Anti-balance tab
moves rudder tab within specified rates with the
same direction of the rudder.
TRIM SYSTEM
ELEVATOR TRIM
Elevator trim is available in all speed envelopes and
emergency elevator trim may used with pitch trim
in emergency situation such as trim system
malfunction or abnormal condition. Also, the
elevator trim may link with speed brake to reduce
the pilot's workload.
AILERON TRIM
Aileron trim tab is installed in control surface of
the left aileron to reduce roll control force in all
speed envelopes. A fixed adjustable tab is installed
in the right control surface to adjust imbalance of
left/right control forces.
RUDDER TRIM
Rudder trim tab is installed to reduce yaw control
force in all speed envelopes and is operated by the
control of the rudder trim switch, located on the
front side of the PCL.
AUTOMATIC RUDDER TRIM SYSTEM
The automatic rudder trim system (ARTS)
computes a rudder trim tab angle to match the
flight condition from a rudder trim map based on
configuration changes such as aircraft speed, engine
output, and flap position. ARTS maintains the trim
condition of aircraft automatically, reducing pilot
workload.
If rapid changes in power or flight configuration
occur, the automatic rudder trim system may be
slow to respond because of the characteristics of
the rudder trim motor.

SPEED BRAKE
The speed brake can be operated throughout the
flight envelope. Since the elevator trim is linked with
the speed brake to minimize a change of pitch
attitude of the aircraft when the speed brake is
opened or closed in flight, the elevator trim is
operated to the direction of the aircraft heading down
while speed brake is being opened and is operated
oppositely while being closed. The effect of speed
brake at high speed is better than at low speed.
STALL
The aircraft stall is divided into horizontal 1 g stall
and accelerated stall according to the speed
reduction rate when approaching stall. The
horizontal 1 g stall is an approach that reducing the
aircraft speed to less than 1 kt per 1 second and
accelerating stall is an approach that reducing the
aircraft speed to 3 through 5 kts per 1 second. In
general, horizontal 1 g stall is used for describing
the definition of the stall performance (speed) and
general characteristics and accelerating stall is used
for describing the stall characteristics in
maneuvering.
STALL IN CRUISE CONFIGURATION
(HORIZONTAL 1 G)
The aircraft approach to the stall with flap and
landing gear up is signaled by the sway of
aircrafts nose to the right and left sides, and this
let the pilot recognize the stall entry. In cruise
configuration, aural warning Stall is generated
above 5 to 15 kts from stall speed. After aural
warning, the rudder pedal shaking system is
operated to inform pilot of entry into the stall
condition in advance. Also, slight vibration occurs to
aircraft body before entering the stall, which pilot
can recognize as the entry into the stall.
The aircrafts attitude will be level or slightly nose
high when approaching to the stall at flight idle
power. However, the aircraft will be approached to
T.O. 1T-KT1B-1
the stall with nose very high when engine power is
high (power-on). Also, abrupt losing of pitch
control force and nose-down regardless of pilots
control attempt occurs, which pilot can recognize as
the entry into the stall.
The sign of stall is known by the G-break
phenomenon, which is the rapid reduction of the G
maintained steadily. Generally, G-value maintained
at approximately 1 g reduces to 0.2 to 0.5 g.
Following the G-break phenomenon, bank angle in
any of the right and left direction occurs. The
bank angle increases severely when the operation of
stall recovery is late.
When the pilot recognizes stall and performs
recovery operation immediately, the aircraft will
recover within bank angle of 10 degrees, but late
recovery action may result in rolling over 30
degrees bank angle.
To recover from the stall, move the stick forward
and reduce the AOA. If the power is increased in
positive climb after recovery, the altitude loss is
minimized. In case of proper recovery operation,
altitude loss is less than 100 feet.
STALL IN LANDING CONFIGURATION
(HORIZONTAL 1 G)
The approach to the stall with flap and landing
gear down is similar to that experienced in the
cruise configuration except that the aircraft stall
occurs at a lower airspeed.
In landing configuration, aural warning Stall is
generated above 5 to 10 kts from stall speed. At
the entering stall, the stick is in further full back
position when compared with the cruise
configuration.
During stall, any attempt to move the stick further
backward makes it difficult to maintain wing level
so that the bank angle increases rapidly. To recover
from the stall, move the stick forward and reduce
the AOA.
Change 1 6-3
T.O. 1T-KT1B-1
STALL IN MANEUVER
A stall in maneuver, as known as accelerated stall,
has similar characteristics to a horizontal 1 g stall.
Aural warning Stall is generated above 5 to 10
kts from the stall speed in landing configuration
and above 5 to 15 kts in the other configurations.
If g is increased continuously, rudder pedal shaking
system is operated before stalling, and aircrafts
vibration occurs at the moment the aircraft
approaches to stall.
On entering stall, G-break occurs more rapidly than
stall in 1 g. If the control stick is pulled more from
this situation or maintained continuously, rolling
phenomenon occurs in either side rapidly. It is
desirable that the recovery from stall during the
maneuver is performed at the moment G-break
occurs. Even if the recovery action is late and bank
angle is increased, recovery is achieved easily by
releasing or pushing control stick forward.
It is recommended that the stall training with
take-off or landing configuration during the
maneuver shall be performed only up to the
operation of the rudder pedal vibration system. Stall
entry over the speed for rudder pedal vibration is
prohibited since the rapid rolling causes abrupt nose
drop and exceeds the limited speed (150 KIAS).
ACROBATIC FLIGHT
During acrobatic maneuver, there are many
restrictions like aircraft structural limits,
aerodynamic limits such as stall and spin, engine
operating limits and maneuvering limits according
to the pilots skill. During stall turn white oil vapor
may occur temporarily from the engine exhaust
duct with low speed and low torque.
During maneuver which passes zero g state temporarily,
the oil pressure drops below 60 psi, and the OIL
PRESS warning light may illuminate on CWP
6-4
temporarily, however in most cases, it is recovered
within 1 to 2 seconds. If zero g state persists,
immediately try to escape the state as oil exhaustion
can also persist. The engine must not be operated for
prolonged zero g maneuver. If zero g cannot be
avoided, the PCL must be lowered to GND IDLE.
If the torque indication on the engine instrument
decreases rapidly due to a drop of the oil pressure
during zero g maneuver, the ELU senses inaccurate
torque temporarily, fixing the interface valve to the
last operating position for 5 seconds. It disables the
limit function of the ELU and the illumination of
the ELU caution light. Therefore, when the engine
power is increased with zero g state, torque or ITT
may exceed its limits. To prevent this situation,
required engine power must be set first prior to
approaching the maneuver which is expected to
pass zero g state, and the engine power shall not
be further increased with zero g state.
If the aircraft approaches to stall or
stall state during vertical maneuver, the
PCL shall be moved to GND IDLE
smoothly since a rapid change of
engine power can cause vibration to the
aircraft and immediate recovery from
vertical attitude can be delayed; that
is, the sudden acceleration of engine
makes the center of the gravity (C.G.)
move backward and increases an
inertial moment of longitudinal axis.
This results in the increase of the
longitudinal axis's upright characteristics
and interrupts aircraft nose-drop.
Also, in case of flying with one pilot only in the
front cockpit, longitudinal control force increases
accordingly as the C.G. of aircraft moves forward.
It is desirable to maneuver after trimming the
aircraft at the entry speed of the maneuver.

ERECT SPIN
Spin training shall be performed only in cruise
configuration. Intentional spin entry in take-off or
landing configuration is prohibited. But in case of
inadvertent spin entry, recovery procedure shall be
performed as soon as spin is recognized.
In spin training, it is recommended that entry
altitude be above 18,000 feet AGL on the basis of
the spin training of six turns. If the difference of
the left and right fuel quantity occurs, fuel level
shall be balanced before spin entry. It is
recommended that entry operation be performed
with trimmed state at 120 knots in spinning.
SPIN ENTRY
For the spin entry, set the level flight trim at 120
knots, set the ARTS ENGAGE switch to OFF,
and slow down the power to GND IDLE to reduce
the speed. At this time, lift nose to climb VSI 0 to
500 fpm and reduce the speed. When stall is
recognized (at approx. 80 knots) after operation of
aural warning for stall and rudder pedal shaking
system, apply full rudder in the left or right side
and maintain the stick fully aft. If above condition
is maintained, the aircraft can be always entered
into spin to any direction.
NOTE
Set the ARTS ENGAGE switch to
OFF prior to the spin trials. ARTS
engagement during spin may occur
adverse effects on spin recovery. If the
spin is started with the ARTS
engaged, recover from the spin
immediately.
T.O. 1T-KT1B-1
INCIPIENT SPIN PHASE
Full Aft Stick and Full Rudder shall be maintained
in performing spin. Otherwise, proper training
cannot be performed due to the spin recovery.
Most of characteristics of the first one turn are
shown as the spin of rolling movement. As the
aircraft continues to roll, the spin axis of aircraft
will drop to almost the vertical position and spin
will be stabilized.
Normally spin characteristics are shown by the
oscillation of the yaw, roll and pitch rates until
initial three turns. Pilot can recognize this state by
aircraft s irregular spin motion.
If the continuous oscillation occurs or is predicted,
move the control stick to the opposite direction of
spin, and lay down the aileron (1/2 maximum) and
maintain to stabilize aircraft.
Incipient spin phase is defined as until 3 to 4 turns,
and any turn after the incipient spin phase is part
to the developed spin phase. Recovery (every
control surface is in neutral) in incipient spin phase
is achieved more quickly than recovery in
developed spin phase.
DEVELOPED SPIN PHASE
As the number of turns after incipient spin phase
increases, the shape of spin is more stabilized and
the spin-axis is similar to the vertical axis. Also,
the aircraft gyrates with yaw and roll around the
vertical spin axis.
The pitch attitude of aircraft is stabilized at 45
degrees in left spins and 55 degrees in right spins.
Rolling movement in the right spin compared with
the left spin has more characteristics than yawing
movement.
Change 1 6-5
T.O. 1T-KT1B-1
During spin, displacements of rudder shall be
maintained at its maximum limits. Failing to
maintain the displacements may cause excessive
bending moment to the propeller shaft.
The time for one turn of a spin is 3.3 seconds in
left spins and 2.8 seconds in right spins. The loss
altitude for one turn of a spin is approximately 600
feet in any case. When the spin is stabilized, the
airspeed indicator will indicate 100 to 120 knots.
During spin, AOA instrument in aircraft indicates
above the stall angle, and aural warning for stall
and rudder pedal shaker system is operated
continuously.
During spin, oscillations may be caused by the
aileron deflections toward in-spin direction. Holding
the stick central from entering allows the stable
spin and recovery.
SPIN RECOVERY
Recovery can be made within 1.5 turns. In some
cases, however, it could exceed 1.5 turns because of
excessive deflection of aileron or improper use of
rudder during recovery.
If the rudder is maintained to the opposite side of
the spin direction, spin will stop within 1.5 turns.
When or just before spin stops, pushing the control
stick immediately to the center or a little forward
position and keeping the rudder to the neutral
make the aircraft easily recover from the spin.
If the control stick and rudder are not controlled during
spin, recovery can be made smoothly within 1.5 turns.
When the spin stops, perform the dive recovery action
immediately. In the operation for recovery from diving,
g shall be increased to make the aural warning heard
for stall continuously. If the attitude is raised more
rapidly, aircraft may enter a stall or spin again.
If pilot performs proper operation for recovery from
diving, aircraft can be raised into a level flight
within 1,500 feet from the altitude where spin
6-6 Change 1
stops. And loss of altitude required for recovering
to level attitude when performing operation for
recovery after 6 revolutions from entering spin, is
approximately within 5,000 feet.
SPIN ENTRY IN MANEUVERING
FLIGHT
The aircraft is reluctant to enter a spin as a result
of mishandling only during maneuver. If effective
control is lost during maneuver, use the recovery
action for the incipient stage of an erect spin.
If recovery is delayed, spin may be progressed into fully
developed erect spin. In this case, recovery from the
spin may be longer than from an incipient spin phase.
Generally, spin recovery is not easy during
maneuver training where much power is used.
Therefore, immediate reduction of power to the
GND IDLE is very important.
In airspeed more than 120 knots, entering into the
spin is hard in spite of entry into the stall and
occurrence of sideslip. In this case, moving triple
control surface to the neutral position results in
immediate recovery.
SPIN IN TAKE-OFF AND LANDING
CONFIGURATION
Do not perform intentional spin training in take-off
and landing configuration. If an aircraft enters into
incipient spin due to careless operation during flight,
pilot must perform recovery operation immediately.
In recovery operation, pilot shall apply and maintain
full rudder opposite to the direction of turn. After
stopping spin, rudder and elevator shall be in
neutral position. If flap and landing gear airspeed
limits seem to be exceeded during the recovery
dive, do not select flap or landing gear up but
accept a moderate overspeed. Take care not to
increase over 2 g during recovery.

DELAYED SPIN RECOVERY
If the aircraft is not recovered from the spin after
the standard spin recovery has been taken and
maintained for two complete turns, maintain the
recovery control positions while carrying out the
following actions:
1. Confirm that PCL is in GND IDLE.
2. Check altitude sufficient for recovery.
3. Refer to the turn needle and recheck the
direction of turn.
4. Confirm that the rudder is fully deflected
opposite to the turn direction as indicated by
the turn needle.
5. Confirm the stick is held just forward of
neutral with the ailerons in neutral.
If there is still no sign of recovery after further
two turns, such as increasing turn rate, reducing
AOA or rapidly increasing airspeed, allow the stick
and rudder pedals to float free. The rudder will be
in neutral with the stick moving to about the two
thirds aft. The yaw rate will progressively increase
and the aircraft attitude will move to approximately
80 degrees nose down. After two turns, the spin
shall cease abruptly. When the spin stops, recover
from the ensuing dive immediately.
If aircraft does not recover from spin
and out-of-control persists, eject above
10,000 ft AGL.
INVERTED SPIN
Inverted left spin is prohibited.
This aircraft can perform inverted spin restrictively.
The entry methods are different from left and right
directions so that care shall be required.
T.O. 1T-KT1B-1
To enter inverted spin, set the trim for level flight
in 120 knots, turn off the ARTS, and start spin.
In inverted left spin, set the trim and then increase
the engine power to 15 psi and the airspeed to 160
knots (diving angle of 15 degrees). Raise the nose
(approx. 3 g) and maintain the deflected position
of right rudder at pitch angle of 60 degrees and
airspeed of 90 knots to roll aircraft. In bank angle
of 60 degrees, move the control stick forward and
apply full forward stick in bank angle of 180
degrees and then enter the inverted left spin.
In inverted right spin, increase the airspeed to 160
knots with the same manner of the inverted left
spin. Raise the nose and begin the rolling in pitch
angle of 30 degrees and airspeed of 100 knots. And
then maintain the inverted flight and reduce the
power to the GND IDLE. In pitch angle of 15 to
20 degrees and airspeed of 90 knots, change the
position of left rudder and enter the inverted right
spin with applying full forward stick.
In normal inverted spin, diving angle is 45 to 55
degrees and the shape of spin is stabilized. Left
spin and right spin have similar characteristics but
some differences may appear according to the
condition of spin entry and center of gravity in
aircraft.
During spin, aircraft is stabilized nearby -1.0 g and
aural warning or rudder pedal shaking is not
produced. The maximum training for inverted spin
is limited to three turns.
Recovery from an inverted spin is achieved by
applying full rudder to oppose the turn direction
(opposite with the direction used in spin entry) to
stop spin, applying stick full aft and holding the
ailerons in neutral.
The aircraft is recovered immediately (within one
turn) and has a deep diving attitude. Recovery
from diving shall be performed smoothly, but loss
of altitude shall be minimized.
Change 1 6-7
T.O. 1T-KT1B-1

Erect Spinning Behavior

CHARACTERISTICS

STABLE OR MILD OSCILLATORY

TURN RATE : 3 SEC/TURN

HEIGHT LOSS (6 TURNS + RECOVERY) :

APPROXIMATELY 5,000 FT

RECOVERY WITHIN 1.5 TURN

SET UP & ENTRY

120 KTS TRIM SET AILERON
ARTS - OFF IN SPIN AILERON: OSCILLATORY SPIN
PCL - GND IDLE OUT SPIN AILERON: STABILIZED SPIN
ENTRY 80 KTS

STICK FULL BACK

FULL RUDDER

AILERON NEUTRAL OR SLIGHTLY OUT SPIN

SPIN LEFT SPIN RIGHT

45 55

RECOVERY

PCL - GND IDLE

FULL OPPOSITE RUDDER

AILERON NEUTRAL & EASE STICK FORWARD TO NEUTRAL

POSITION

WHEN ROTATION STOP, NEUTRALIZE RUDDER

(IMMEDIATELY)

RECOVERY FROM DIVE

Figure 6-1.

6-8 Change 1
 T.O. 1T-KT1B-1

Inverted Spinning Behavior

CHARACTERISTICS

STABLE OR MILD OSCILLATORY

TURN RATE4 SEC/TURN

HEIGHT LOSS (3 TURNS + RECOVERY)

APPROXIMATELY 3,000 FT

RECOVERY WITHIN 1 TURN

SET UP & ENTRY

120 KTS TRIM SET

ARTS - OFF

SPEED INCREASE 160 KTS AT DIVE 15

RIGHT SPIN(LEFT RUDDER INPUT)

- PITCH UP 30THEN HALF ROLL

- PCL - GND IDLE

- ENTRY 90 KTS
SPIN RIGHT
- STICK FULL FORWARD & LEFT RUDDER FULL

55

RECOVERY

PCL - GND IDLE

FULL OPPOSITE RUDDER & STICK AFT TO

NEUTRAL POSITION

WHEN ROTATION STOP, NEUTRALIZE RUDDER

RECOVERY FROM DIVE

Figure 6-2.

Change 1 6-9
T.O. 1T-KT1B-1
HIGH SPEED FLIGHT
The maximum structural speed is 350 KEAS
(Mach 0.71). As the aircraft speed increases, the
control force becomes progressively heavier and
aircraft reacts sensitively according to the
movement of control stick.
For recovering from the dive effectively, pilot must
decrease the speed by reducing the power to Flight
Idle, using speed brake to increase the aircraft drag
and operating elevator smoothly.
GLIDING
In the cruise configuration, gliding speed recommended
to obtain the best Lift/Drag ratio is 120 KIAS. With
the landing gear down, the recommended gliding
speed is 110 KIAS. The gliding ranges achievable in
these configurations are 2 NM and 1.5 NM per 1,000
feet respectively. To simulate engine-out conditions for
practice, the power must be set to about 4 psi.
6-10
INVERTED FLIGHT
Inverted flight is limited to 30 seconds. It is
possible to fly up to 60 seconds with the full
engine oil, but the capacity of acrobatic fuel tank is
limited for the 30 seconds inverted flight, so this
limited time must be observed.
After 27 to 28 seconds in inverted flight, low fuel
warning light can come on and the light will go
out after recovery.
If negative g flight was done for some period of
time, positive g flight must be done as twice as
the flight time of negative g flight in order to be
refilled into the acrobatic tank before performing
the negative g flight again. The oil pressure during
the inverted flight must be maintained at 60 psi
minimum.
 T.O. 1T-KT1B-1

ADVERSE WEATHER
SECTION
OPERATION

TABLE OF CONTENTS
PAGE PAGE

GENERAL .......................................................................... 7-2 TURBULENCE AND THUNDERSTORMS ....... 7-3

INSTRUMENT FLIGHT ............................................. 7-2
Instrument Take-Off .................................................. 7-2
Instrument Climb ......................................................... 7-2
Circling Waiting ............................................................ 7-2
Instrument Penetration and Approach ............... 7-2
Circling Approach ........................................................ 7-2
Missed Approach .......................................................... 7-2
NIGHT FLIGHT .............................................................. 7-3
Preflight Check ............................................................. 7-3
In-Flight ........................................................................... 7-3
Procedure Of Passing The Abnormal
Pattern .............................................................................. 7-3
ICING ..................................................................................... 7-3
Anti-Ice and De-Ice Systems ................................ 7-4
OPERATION UNDER SLIPPERY
RUNWAY ........................................................................... 7-5
Take-Off .......................................................................... 7-5
Landing ............................................................................ 7-5
DIVE FLIGHT .................................................................. 7-5

7-1
T.O. 1T-KT1B-1
GENERAL
This section provides procedure and information on
operation of the aircraft under instrument flight,
adverse weather, intense heat and severe cold.
INSTRUMENT FLIGHT
The KT-1B aircraft is designed to be able to
operate under all weather conditions.
When approaching area of precipitation or
cloud :
1. PROP-DEICE Switch - ON
2. ANTI-ICE Switch - ON
When getting out of this area :
3. PROP-DEICE Switch - OFF
4. ANTI-ICE Switch - OFF
INSTRUMENT TAKE-OFF
Perform Section II Before Take-off Check
procedure for instrument takeoff. Operate the anti-
ice and the de-ice systems if necessary. Instrument
takeoff procedure is as same as normal takeoff.
INSTRUMENT CLIMB
Instrument climb procedure is identical with normal
climb procedure. It follows climb schedule (see
Appendix I, A3-1).
NOTE
Maintain rate of climb lower than
climb schedule specified in Appendix I,
A3-1 to observe the normal instrument
departure procedures.
CIRCLING WAITING
Use circling of standard rate in traffic pattern flight of
circling waiting (an inclination of 30 degrees
maximum), and maintain circling speed at 160 KIAS.
7-2
INSTRUMENT PENETRATION AND
APPROACH
The instrument flight approach category of the
KT-1B aircraft is B B . Figure 7-1 and 7-2 show
the procedures of the typical instrument approach.
NOTE
Most of frost on the canopy occurs
when the aircraft cooled in the air
dives to the hot and wet areas. If frost
occurs to the canopy, position the
distribution lever to the defrosting
position ( ).
1. Prepare the landing exterior equipment before
approx. 10 nm from the base (Base Leg or
Final Leg) in precision approach or non-
precision approach.
2. Maintain 100 KIAS minimum in final
approach path before touchdown.
The fuel consumption in precision approach is
approx. 110 to 120 lbs, and the fuel consumption in
non-precision approach is approx. 70 to 80 lbs.
CIRCLING APPROACH
With the landing exterior equipment equipped for
the circling approach, maintain speed at 110 KIAS
(NO FLAP - 120 KIAS).
MISSED APPROACH
1. PCL - MCP (MAX if necessary)
2. Landing Gear - UP (When altimeter and climb
indicator indicate climbing)
3. FLAP - UP (At least 110 KIAS)
4. Follow the missed approach procedures approved.

NIGHT FLIGHT
PREFLIGHT CHECK
1. Instrument and Console Lights - Check
2. Flood Lights - Check
3. Navigation, Tail and Anticollision strobe Lights
- Check
4. Landing/taxi Lights - Check
IN-FLIGHT
When approaching in the cloud in night flight,
select the NAV/STROBE knob to NAV.
Reflection flash of anticollision lights in
the cloud may cause severe spatial
disorientation during the flight.
TURBULENCE AND
THUNDERSTORMS
Since the airframe and equipment of aircraft can
be damaged, the flight in an abnormal pattern and
thunderstorm shall be avoided. If flight in adverse
weather is unavoidable, the anti-ice system shall be
turned on before entering the area.
When aircraft is hit by lightning, high voltage is
discharged through protruded areas (main wing, tail
wing or propeller). At this time, the warning lights
or electronic instrument lights in the cockpit may
be displayed abnormally.
T.O. 1T-KT1B-1
PROCEDURE OF PASSING THE
ABNORMAL PATTERN
Avoid flying in a storm or severe
turbulence as much as possible.
If the passing an abnormal pattern area is
unavoidable, follow the below procedure:
1. Set the aircraft speed to 180 knots and trim it
2. Reconfirm the IGN switch is positioned to ON
3. Lower seat height
4. Harness Reel Go-Forward Lever - AFT
(Harness locked)
5. Adjust the pitch and bank on the basis of the
EADI. Do not change the trim as much as
possible. Avoid rapid maneuvering.
6. The altitude can be changed by severe
vertical gust. Allow the altitude to change,
and maintain the attitude. Do not try to follow
the change of altitude and VVI.
ICING
The icing associated to aircraft is divided into four
levels generally as follows:
1. Trace IcingThe icing level which forms a
light vapor trail in the aircraft flight area.
2. Light IcingThe icing level which forms a
light icing on the aircraft surface.
3. Moderate IcingThe icing level which changes
the aircraft performance or flight characteristics
caused due to lots of icing.
4. Severe IcingThe icing level which caused
problems associated to the engine operation
and flight control due to a severe icing.
7-3
T.O. 1T-KT1B-1
It is allowed for the KT-1B Aircraft to pass
through the trace and light icing area in a
shortterm because it has anti-icing/defrost
capability, but it is limited to pass through the
moderate and severe icing area.
If the pilot recognizes an icing formed altitude, he/she
must avoid flying in this altitude rapidly. The icing can
occur first on specific sections, which are sharp and
move fast. Therefore, the sections where the icing can
easily occur are propeller blade, front face of pitot tube,
AOA vane, around engine inlet, front face of main
wing, and front faces of horizontal and vertical tails.
The icing phenomenon is visually verified in the
area such as AOA vane, front face of main wing,
and horizontal and vertical tails. If pilot flies in the
possible icing area, the pilot must check existing of
icing in the AOA vane where the icing can occur
first.
Use a back mirror to check horizontal and vertical
tails for icing. The icing occurs at the engine
propeller under icing conditions first, so the noise of
engine may be different from normal conditions.
If the aircraft speed decreases in spite that the
engine torque is indicated normally in the area
where icing is suspected, the icing of propeller
blades may be prospected. And also, if icing is
formed at the front face of the pitot tube, airspeed
can be indicated less than normal airspeed for
engine power. In this case, suspect icing,
immediately operate the anti-ice and de-ice system,
and move away from the icing area.
7-4
ANTI-ICE AND DE-ICE SYSTEMS
The aircraft is equipped with an anti-ice and de-
ice systems in the engine inlet, pitot tube, static
ports, AOA vane and propeller, allowing the
aircraft to return safely under the icing condition in
flight.
A screen, which is mounted on top of the engine
air inlet interior and prevents the ice formed in the
engine inlet from flowing into the engine through
the inlet.
The screen is designed that the pieces of ice
dropped into the inlet are exhausted to the out of
the aircraft through the bypass duct. However, the
maneuver flight shall be limited in the iced and
possible ice area to avoid flowing of ice into an
engine through the front face of the screen.
The pitot tube and static ports of pitot-static
system, which provide speed and altitude
information, are equipped with the anti-ice system.
In case of flying in the icing area, the ANTI-ICE
switch shall be positioned to ON immediately. If
icing has already formed on the aircraft, the pitot
tube and static ports can be recovered to normal
condition, but it may impossible for the system to
defrost them in the severe icing conditions.
Therefore, it is recommended to operate the anti-
ice system before icing is formed. As the ANTI-
ICE switch applies power to heat the pitot-static
system and AOA vane simultaneously, when the
ice formed on the AOA vane is melted and the
pilot can consider the system as normal condition.

The de-ice system is installed on approximately one
third of the propeller blade from the root. Icing on
propeller cannot be verified visually. However, if
icing is detected at other parts of aircraft, suspect
that the icing is formed on the propeller, and
position PROP-DEICE switch to FAST or SLOW
mode according to the various icing conditions.
When the de-ice system is operated, the propeller
is heated regularly and the ice is melted. It is
recommended that the aircraft speed is maintained
at less than 180 knots as the delicate part of
airframe may be damaged by pieces of ice coming
off the propeller.
OPERATION UNDER SLIPPERY
RUNWAY
TAKE-OFF
When Run-up check is performed on the aircraft
on wet and frozen runway, the aircraft may slip as
the friction between the tire and ground is
decreased. In this case, the Run-Up check is not
necessary with aircraft stopped. The engine
condition can be checked by accelerating the engine
using the Running Take-off method.
T.O. 1T-KT1B-1
LANDING
Pilot must pay attention to hydroplaning when
using the brake to decelerate on wetted runway. In
case of landing on a wet and frozen runway, the
nose landing gear shall be touchdowned after using
the pneumatic brake sufficiently with the MLG
touchdown if the running distance is enough for
landing.
When using the brake, a little amount of brake
shall be applied with care. When the aircraft is
passing through the iced spots on runway, the
pedal shall be released, and reapplied after passing
the area completely to avoid brake locking
phenomena.
DIVE FLIGHT
When the aircraft dives from the high altitude to
low altitude, the view may be affected by the
humidity in the canopy. It is necessary to set the
ECS to ON and set the distribution lever to
DEFOG position ( ).
7-5
T.O. 1T-KT1B-1

Instrument Penetration and Approach (Precision Approach)

BASE LEG

L/G - DOWN
FLAP - LD
LDG LT - ON
MINIMUM APPROACH
SPEED - 100 KIAS
DOWN WIND
AIRSPEED160 KIAS
L/GUP
FlapUP

FINAL LEG
MAINTAIN LANDING
APPROACH SPEED AND
DIVE RATE

TOUCH DOWN
MAINTAIN LANDING SPEED BEFORE
TOUCHDOWN

MISSED APPROACH
PCLMCP/MAX
L/GUP
FLAPUP

Figure 7-1.

7-6
 T.O. 1T-KT1B-1

Instrument Penetration and Approach (Non-Precision Approach)

HOLDING
MISSED APPROACH
PCLMCP/MAX AIRSPEED160 KIAS
L/GUP
FLAPUP

FAF

FINAL LEG

L/GDOWN PENETRATION
FLAPLD
AIRSPEED160~190 KIAS
LDG LTON
AIRSPEED100 KIAS

Figure 7-2.

7-7
T.O. 1T-KT1B-1

This page intentionally left blank.

7-8
 T.O. 1T-KT1B-1

PERFORMANCE
APPENDIX CHART

TABLE OF CONTENTS
PAGE PAGE

INTRODUCTION ......................................................... A1-1

TAKE-OFF .................................................................... A2-1

CLIMB .............................................................................. A3-1

CRUISE ............................................................................ A4-1

ENDURANCE ................................................................ A5-1

DECENT .......................................................................... A6-1

LANDING ........................................................................ A7-1

MANEUVER ................................................................. A8-1

A-1
T.O. 1T-KT1B-1

This page intentionally left blank.

A-2
 T.O. 1T-KT1B-1

INTRODUCTION
PART

AIRSPEED POSITION ERROR WEIGHT AND C.G. CHART

CORRECTION CHART
The position error of the Instrument Airspeed can
be determined by the following formula according to
the aircraft configuration.
KCAS = KIAS + Position Error
The movement of center of gravity according to
fuel consumptions can be determined by the
operation of landing system and the number of pilots
HOW TO USE THE CHART
(Description Omitted)

HOW TO USE THE CHART STANDARD ATMOSPHERE TABLE

Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
Example
Conditions to find : Airspeed = 130 KIAS
Items to find : Position Error, KCAS
Values found : Position Error = 0.26 kts
KCAS = 130 + 0.26
= 130.26 KCAS
AIRSPEED CONVERSION
The conversion of KCAS to KTAS or mach
number can be determined by the altitude and
outside air temperature.
HOW TO USE THE CHART
(Description Omitted)
(Description Omitted)
STATIC ENGINE TORQUE AT
MAXIMUM POWER SETTING CHART
The engine torque with maximum power setting
can be determined by the outside air temperature
and pressure altitude.
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
Example
Conditions to find : OAT = 17
Pressure Altitude = 5,000 ft
Items to find : Torque Pressure
Values found : Torque Pressure = 55 psi

A1-1
T.O. 1T-KT1B-1

STATIC ENGINE TORQUE AT MAX WIND COMPONENTS

CRUISE POWER SETTING CHART The intensity for take-off in crosswind can be
(Description Omitted) determined by the direction and magnitude of wind.

STALL SPEED CHART HOW TO USE THE CHART

(Description Omitted)
The stall speed can be determined by the aircraft
weights, configuration and bank angle.
STANDARD UNITS CONVERSION
HOW TO USE THE CHART CHART
Trace vertically up to intersect the guide line and (Description Omitted)
read off the performance value on necessary
condition. Refer to following example:

Example
Conditions to find : Gross Weight = 4,900 lbs
Configuration = Cruise
Bank Angle = 30
Items to find : Stall Speed
Values found : Stall Speed = 82.6 KCAS

A1-2
 T.O. 1T-KT1B-1

AIRSPEED POSITION ERROR CORRECTION CHART

(CRUISE CONFIGURATION)

NOTE:KT-1B

A1-3
T.O. 1T-KT1B-1

AIRSPEED POSITION ERROR CORRECTION CHART

(TAKEOFF/LANDING CONFIGURATION)

MODEL:KT-1B

A1-4
 T.O. 1T-KT1B-1

AIRSPEED CONVERSION

A1-5
T.O. 1T-KT1B-1

WEIGHT AND C.G. CHART

MODEL:KT-1B

A1-6
 T.O. 1T-KT1B-1

STANDARD ATMOSPHERE TABLE

A1-7
T.O. 1T-KT1B-1

STATIC ENGINE TORQUE

AT MAXIMUM POWER SETTING CHART

MODEL:KT-1B

DATA BASISESTIMATED

A1-8
 T.O. 1T-KT1B-1

STATIC ENGINE TORQUE

AT MAX CRUISE POWER SETTING CHART

MODEL:KT-1B

DATA BASISESTIMATED

A1-9
T.O. 1T-KT1B-1

STALL SPEED CHART

MODEL:KT-1B

POWER: FLT IDLE

A1-10
 T.O. 1T-KT1B-1

WIND COMPONENTS

MODEL: KT-1B
DATE: NOVEMBER 1998
DATA BASIS: FLIGHT TEST

ENGINE: PT6A-62
FUEL GRADE: JP-8
FUEL DENSITY: 6.7 LB/US GAL

50

OPERATIONAL
LIMIT
S
EE
40 R
EG
-D
N
O
TI
EC
IR
D
HEAD WIND COMPONENT - kts

D
IN
W
30
W

30
IN
D

20
VE OT
KN

LO S
C
IT
Y
20

10
10

0
0 10 20 30 40 50
CROSSWIND COMPONENT - kts

A1-11
T.O. 1T-KT1B-1

STANDARD UNITS CONVERSION CHART

A1-12
 T.O. 1T-KT1B-1

TAKE-OFF
PART

TAKE-OFF SPEED SCHEDULE CHART TAKE-OFF DISTANCE TO 50 FT

The lift off speed and climb speed can be
calculated by the aircraft weight.
HOW TO USE THE CHART
CHART
The take-off distance to 50 ft can be calculated
by the given outside air temperature, take-off
altitude and aircraft weight.

(Description Omitted)
TAKE-OFF GROUND ROLL DISTANCE
CHART
The take-off ground roll distance can be
calculated by the given outside air temperature,
take-off altitude and aircraft weight.
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
Example
Conditions to find : OAT = 15
Pressure Altitude = 4,000 ft
Gross Weight = 5,200 lb
Items to find = Take-off Ground Roll Distance
Values found : Take-off Ground Roll Distance =
1,800 ft

Example
Conditions to find : OAT = 15
Pressure Altitude = 6,000 ft
Gross Weight = 5,200 lbs
Items to find = Take-off Ground Roll Distance
Values found : Take-off Ground Roll Distance =
1,146 ft

A2-1
T.O. 1T-KT1B-1

TAKE-OFF SPEED SCHEDULE CHART

MODEL:KT-1B

A2-2
 T.O. 1T-KT1B-1

TAKE-OFF SPEED SCHEDULE CHART

MODEL:KT-1B

A2-3
T.O. 1T-KT1B-1

TAKE-OFF GROUND ROLL DISTANCE CHART

MODEL:KT-1B

A2-4
 T.O. 1T-KT1B-1

TAKE-OFF GROUND ROLL DISTANCE CHART

MODEL:KT-1B

A2-5
T.O. 1T-KT1B-1

TAKE-OFF DISTANCE TO 50 FT CHART

MODEL:KT-1B

A2-6
 T.O. 1T-KT1B-1

TAKE-OFF DISTANCE TO 50 FT CHART

MODEL:KT-1B

A2-7
T.O. 1T-KT1B-1

This page intentionally left blank.

A2-8
 T.O. 1T-KT1B-1

CLIMB
PART

TIME/DISTANCE/FUEL TO CLIMB Example

CHART Conditions to find : Gross Weight = 5,100 lbs
Pressure Altitude = 10,000 ft
The climb time, distance and fuel can be
Deviation from ISA = ISA + 30
calculated by the aircraft weight, altitude to climb,
Climb Speed = 150 KCAS
outside air temperature and climb speed.
Items to find = Time to Climb, Distance to
Climb, Fuel Burnt to Climb
HOW TO USE THE CHART
Values found : = Time to Climb = 6.75 min.
Trace vertically up to intersect the guide line and Distance to Climb = 43.2 nm
read off the performance value on necessary Fuel Burnt to Climb = 20.0 lbs
condition. Refer to following example:
CLIMB SPEED AND CEILING CHART
(Description Omitted)

A3-1
T.O. 1T-KT1B-1

TIME/DISTANCE/FUEL TO CLIMB CHART

MODEL:KT-1B

A3-2
 T.O. 1T-KT1B-1

TIME/DISTANCE/FUEL TO CLIMB CHART

A3-3
T.O. 1T-KT1B-1

CLIMB SPEED AND CEILING CHART

MODEL:KT-1B

A3-4

CRUISE
PART
MAX RANGE PERFORMANCE (FUEL
REQUIRED) CHART
During cruise, the engine power and the quantity
of fuel consumptions to obtain the max range can
be calculated by the cruise altitude.
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
Example
Conditions to find : Gross Weight = 4,900 lbs
Pressure Altitude = 10,000 ft
Cruise Time = 120 mm
Items to find : Engine Torque, Fuel Flow, Fuel
Required
Values found : Engine Torque = 24.1 psi
Fuel Flow = 283 lbs/hr
Fuel Required = 567 lbs
T.O. 1T-KT1B-1
MAX RANGE PERFORMANCE (RANGE)
CHART
During cruise, the range to obtain the max range
can be calculated by the given aircraft weight,
cruise altitude, outside air temperature, tail wind, and
cruise time.
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
Example
Conditions to find : Gross Weight = 4,900 lbs
Pressure Altitude = 15,000 ft
Tail Wind = 20 kts
Cruise Time = 120 min
Items to find : True Airspeed, Ground Speed, Range
Values found : True Airspeed = 197.7 KTAS
Ground Speed = 217.7 kts
Range = 435 nm
A4-1
T.O. 1T-KT1B-1

MAX RANGE PERFORMANCE (FUEL REQUIRED) CHART

MODEL:KT-1B

A4-2
 T.O. 1T-KT1B-1

MAX RANGE PERFORMANCE (RANGE) CHART

MODEL:KT-1B

A4-3
T.O. 1T-KT1B-1

This page intentionally left blank.

A4-4
 T.O. 1T-KT1B-1

ENDURANCE
PART

MAX ENDURANCE/SPEED/FUEL Example (Max Endurance, Speed)

REQUIRED CHART Conditions to find : Corrected Weight = 5,900 lbs

Items to find : Airspeed
Flight velocity to obtain the max endurance can
Values found : Airspeed = 105 KCAS
be determined by the aircraft weight, and the fuel
required can be determined by the aircraft weight,
Example (Fuel Flow)
bank angle, endurance altitude, outside air
Conditions to find : Corrected Weight = 5,900 lbs
temperature, and endurance.
Pressure Altitude = 20,000 ft
Deviation from ISA = ISA-30
HOW TO USE THE CHART
Endurance Time = 90 min
Trace vertically up to intersect the guide line and Items to find : Fuel Flow, Fuel Required
read off the performance value on necessary Values found : Fuel Flow = 198 lbs/hr
condition. Refer to following example: Fuel Required = 297 lbs

Example (Bank Angle, Corrected Weight)

Conditions to find : Gross Weight = 5,300 lbs
Bank Angle = 25
Items to find : Corrected Weight
Values found : Corrected Weight = 5,848 lbs

A5-1
T.O. 1T-KT1B-1

MAX ENDURANCE/SPEED/FUEL REQUIRED CHART

MODEL:KT-1B

A5-2
 T.O. 1T-KT1B-1

DESCENT
PART

ENROUTE DESCENT CHART Items to find : Descent Time, Fuel Required,

Descent Distance
The descent time and distance can be determined Values found : Descent Time = 8.75 min
by the descent start altitude and aircraft weight. Fuel Required = 41 lbs
Descent Distance = 32.3 nm
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
PENETRATION DESCENT CHART
condition. Refer to following example: (Description Omitted)

Example
Conditions to find : Descent Start Altitude =
12,500 ft
Gross Weight = 5,000 lbs

A6-1
T.O. 1T-KT1B-1

ENROUTE DESCENT CHART

MODEL:KT-1B

A6-2
 T.O. 1T-KT1B-1

PENETRATION DESCENT CHART

MODEL:KT-1B

A6-3
T.O. 1T-KT1B-1

This page intentionally left blank.

A6-4
 T.O. 1T-KT1B-1

LANDING
PART

APPROACH/TOUCHDOWN SPEED LANDING GROUND ROLL DISTANCE

CHART CHART
The approach/touchdown speed can be determined The landing ground roll distance can be
by the aircraft weight. determined by the outside air temperature, landing
altitude, and aircraft weight.
HOW TO USE THE CHART
(Description Omitted)
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
LANDING TOTAL DISTANCE FROM 50 read off the performance value on necessary
FT CHART condition. Refer to following example:

The landing distance can be determined by the

outside air temperature, runway pressure altitude,
and aircraft weight.
HOW TO USE THE CHART
Trace vertically up to intersect the guide line and
read off the performance value on necessary
condition. Refer to following example:
Example
Conditions to find : OAT = 13
Runway Pressure Altitude = 0 ft
Gross Weight = 5,100 lbs
Items to find : Ground Roll Distance
Values found : Ground Roll Distance = 1,156 ft

Example
Conditions to find : Outside Air Temperature =
15
Runway Pressure Altitude = 4,000 ft
Gross Weight = 5,100 lbs
Items to find : Landing Distance
Values found : Landing Distance = 2,447 ft

A7-1
T.O. 1T-KT1B-1

APPROACH/TOUCHDOWN SPEED CHART

MODEL:KT-1B

A7-2
 T.O. 1T-KT1B-1

APPROACH/TOUCHDOWN SPEED CHART

MODEL:KT-1B

A7-3
T.O. 1T-KT1B-1

LANDING TOTAL DISTANCE FROM 50 FT CHART

MODEL:KT-1B

A7-4
 T.O. 1T-KT1B-1

LANDING GROUND ROLL DISTANCE CHART

MODEL:KT-1B

A7-5
T.O. 1T-KT1B-1

This page intentionally left blank.

A7-6
 T.O. 1T-KT1B-1

MANEUVER
PART

TURN RATE/TURN RADIUS/SUSTAINED TURN RATE/TURN RADIUS/SUSTAINED

G CHART 5000 FT G CHART 10000 FT
The turn performance can be determined by the (Description Omitted)
turn speed.
TURN RATE/TURN RADIUS/SUSTAINED
HOW TO USE THE CHART G CHART 15000 FT
Trace vertically up to intersect the guide line and
(Description Omitted)
read off the performance value on necessary
condition. Refer to following example:
TURN RATE/TURN RADIUS/SUSTAINED
Example
G CHART 20000 FT
Conditions to find : Airspeed = 135 KCAS (Description Omitted)
Items to find : Turn Rate, Turn Radius, Load
Factor
Values found : Turn Rate = 18.3 deg/sec
Turn Radius = 770 ft
Load Factor = 2.6 g

A8-1
T.O. 1T-KT1B-1

TURN RATE/TURN RADIUS/SUSTAINED G CHART 5000 FT

MODEL:KT-1B

A8-2
 T.O. 1T-KT1B-1

TURN RATE/TURN RADIUS/SUSTAINED G CHART 10000 FT

MODEL:KT-1B

A8-3
T.O. 1T-KT1B-1

TURN RATE/TURN RADIUS/SUSTAINED G CHART 15000 FT

MODEL:KT-1B

A8-4
 T.O. 1T-KT1B-1

TURN RATE/TURN RADIUS/SUSTAINED G CHART 20000 FT

MODEL:KT-1B

A8-5
T.O. 1T-KT1B-1

This page intentionally left blank.

A8-6
 T.O. 1T-KT1B-1

GLOSSARY

ABBREVIATIONS

A BRG Bearing
BRT Bright
AC, ac Alternating Current BL Buttock Line
ACCL Acceleration BTN Button
ACP Avionics Control Panel
ACQ Acquisition C
ADF Automatic Direction Finder
ADI Attitude Direction Indicator CAS Calibrated Airspeed
ADU Automatic Deployment Unit CB Circuit Breaker
AES Aircraft Effectivity Symbol CBIT Continuous BIT
AFT Afterward CCS Communication Control System
AGL Above Ground Level CCW Counterclockwise
AHRS Attitude and Heading Reference CDBU Command Delay Breech Unit
System CDI Course Deviation Indicator
AHRU Attitude & Heading Reference Unit CFS Command Firing System
ALIU Automatic Life-raft Inflation Unit C.G. Center of Gravity
ALPIU Automatic Life Preserver Inflation CHAN Channel
Unit CKPT Cockpit
ALT Altitude CLR Clear
ALIU Automatic Liferaft Inflation Unit C/L, CL Center Line
AOA Angle of Attack COMM Communications
APP Approach COMP Compass
ATT Attitude CONT Control
AUX Auxiliary CR Cruise
CRS Course
B CSU Constant Speed Unit
CSV Command Selector Valve
BATT Battery CW Clockwise
BCP Bezel Control Panel CWS Central Warning System
BIT Built-in-Test CWP CWS Warning Panel

Glossary 1
T.O. 1T-KT1B-1

D GND Ground
GS Ground Speed (knots) Speed relative
DC, dc Direct Current to ground
DDU Drogue Development Unit GPU Ground Power Unit
DECR Decrease GW Gravity Weight
DEP Design Eye Point
DEV Deviation H
DF Direction Finding
DIM Dimming HBDU Headbox Development Unit
DIST Distance HDG Heading
DME Distance Measuring Equipment HSI Horizontal Situation Indicator
HTR Heater
E HYD Hydraulic
HPRU Harness Power Retraction Unit
EADI Electronic Attitude Direction Hz Hertz
Indicator
ECA Engineering Change Agreement I
ECS Environmental Control System
EEI Electronic Engine Indicator ILS Instrument Landing System
EFI Electronic Flight Indicator IMC Instrument Meteorological Condition
EHSI Electronic Horizontal Situation INBD Inboard
Indicator INC Increase
ELS Electronic Limiter System IND Indicator
ELU Electronic Limiter Unit INTERCOM Intercommunication (s)
EMER Emergency INTRPT Interrupt
EMS Engine Mounting Strut ISA International Standard Atmosphere
ENG Engine ISO Isolation
EXT External ITT Inter turbine Temperature

F K

FCMS Fuel Contents Measuring System KCAS Knots Calibrated Airspeed

FCU Fuel Control Unit KEAS Knots Equivalent Airspeed
FLT Flight kHz Kilohertz
FPM, fpm Feet Per Minute KIAS Knots Indicated Airspeed
FS Fuselage station KT, kt Knot (s)
FT, ft Feet KTAS Knots True Airspeed
FWD Forward
L
G
LD Landing
G Gravity (load factor) L/G Landing Gear
GAL, gal Gallon (US) LLW Low Level Warning
GCU Generator Control Unit LOC Localizer
GEN Generator

Glossary 2
 T.O. 1T-KT1B-1

M Q

MAI Mach Airspeed Indicator QRB Quick-release Box

MAX Maximum QTY Quantity
MCP Maximum Cruise Power
MDC Miniature Detonating Cord R
MHz Megahertz
MIC Microphone RAD Radiation
MIN Minimum/Minute REC Receive
MLG Main Landing Gear RKT Rocket
MOR Manual Override RNG Range
MP Maximum Power RPM Revolution Per Minute
MPI Multi-purpose Initiator RWY Runway
MSL Mean Sea Level
S
N
S South
N North S/B, SB Speed Brake
NACA National Advisory Committee for SEC Secondary
Aeronautics SSK Seat Survival Kit
NAV Navigation STBY Standby
NLG Nose Landing Gear STD Standard
NM, nm Nautical Mile (s) SW Switch
NORM Normal
NWS Nose Wheel Steering T

O TCTO Time Compliance Technical Order

TDA Time-delay Assembly
OVHT Overheat TEMP Temperature
OUTBD Outboard TOD Time of Day
OXY Oxygen TRM Time Release Mechanism

P U

PCL Power Control Lever UHF Ultra High Frequency

PPH Pounds Per Hour USRM Under seat Rocket Motor
PRESS Pressure
PSI Pounds Per Square Inch V
PSIG Pounds Per Square Inch Gage
PSP Personal Survival Pack VHF Very High Frequency
PTT Press to Transmit VMC Visual Meteorological Condition
PWR Power VOL Volume
VOR VHF Omni-directional Radio Range
VVI Vertical Velocity Indicator

Glossary 3
T.O. 1T-KT1B-1

W SYMBOLS

W West P Ambient Air Pressure

WOD Word of Day P0 Bypass Fuel Pressure
Py Governed Air Pressure
X Px Acceleration Pressure
Np Propeller Revolution Per Minute
XMTR Transmitter Indicator
Ng Gas Generator Revolution Per
Minute Indicator
Tq Torque

Glossary 4
 T.O. 1T-KT1B-1

INDEX

(NOT APPLICABLE)

Index 1
T.O. 1T-KT1B-1

This page intentionally left blank.

Index 2
Technical Manual T.O. 1T-KT1B-1
FLIGHT MANUAL

Printed : 25 June 2012

Published : 30 June 2012