GAF 1.0. 1T-CM170R FOUGA CM 170R ” MAGISTER MANUAL 1 January 1966 Ber27, & 6 GAF T.O. 1T-CM170R-1 VERTEILER D 29 FOUGA CM 170R MAGISTER CCONMANDERS ARE RESPONSIBLE FOR BRINGING ‘THIS TECHNICAL PUBLICATION TO THE ATTEN: ‘TION OF PEREONNEL CLEARED FOR OPERATION (OF FOUGA CH ITOR AIRCRAFT. “PUBLISHED UNDER THE AUTHORITY OF THE 'BUNDESMINISTER DER YERTEIDIGUNG = FOHRUNGSSTAS DER LUFTWAFFE + stra LATEST CHANGED PAGES SUPERSEDE THE SAME PAGES OF PREVIOUS DATE e oblicatten, Bovtray evpereeded pogtt- TJanuary 1966@ Change Lo = T Nay 1967 Fus 6.68.10Section Section Section Seaton Section Section Aa<28e. vm GAF 1.0, IT-CHI7OR-T TABLE OF CONTENTS DESCRIPTION NORMAL PROCEDURES . 2 EMERGENCY PROCEDURES AUXILIARY EQUIPMENT OPERATING LIMITATIONS FLIGHT CHARACTERISTICS SYSTEMS OFERATION (NOT AFPLICABLE) CREW DUTIES (NOT APPLICABLE) [ALL-WEATHER OPERATION PERFORMANCE DATA... ot XLGAF T.0, IT-CMI7OR-1 Foreword SCOPE, Thiemanusleoncain the necessary safermation for safe and efficient operation of the Fougs CMI70R reraft, These instructions provide you with & general Koowledge of the alrplaney its charactertiles, and specific normal and emergency operating procedures. ‘Your flyiag experience ts recogalzed, nd therefory baste flighe principles are not discussed, SOUND JUDGMENT. Instucttent in. this manual are {foc allot inexpetieaced in the opecationof the airplane, ‘This manual provides the best poutble cperating in structions under mor eLrovmmstancesy but Mt not ab teieute for sound judgment. Multlpleemergencies, sdverte weathet temrala, etc, may require modification of the procedures, PERMOSSDDLE OPERATIONS, The Fught Manual takes & osiiive approach, and normally rites only what you ean do, Unusual operstions er coafigutions are probibived unles apecificaly covered herein, Clearance. must be obtained before any questionable operation, nt specifically permitted ta this manual ls atcempred, HOW TO BE ASSURED OF HAVING LATEST DATA. Refer to GAF 7.0, O-L-1A which { devoted solely to the sting of all current Fight Maaualy, Checklists, and Supplements, STANDARDIZATION AND ARRANGEMENT. Standardi- zation enrures that the scope and arrangemeat of all ‘Might marualsaretéeatictl. The manual is divided trto ine nearly indepesden: sections to simplify ung It as ‘reference manual, SAFETY SUPPLENENTS. information involvingsafety il be forwaidedto youby Savery Supplemmeat, Supple ‘ments covering ground or alr operational safety hazards vill be lwed by Invert menage form tothe Ate Stats for dissemination to uting oxganizaticns. tntetin Safety Supplements will be formalized by printed safety Supplements distributed ftom NatALw IIA 1, CHECKLISTS, The Flight Manutlcoatain the amplified cheoklit, Abbreviated checklists will be fisved by ‘MatAUw ILA 1 Whenever a Safety Supplement affects the abbreviated checklist, write in the applicable change cn the affected checklist plage, At soonas pouutbley anew cbecklis page, incorporating the expple~ rent, willbefanued, This will keep bandwritea entries of Sefery Supplemect inferratien in your cbeckiue to a minimum, WARNINGS, CAUTIONS, AND NOTES. "mae following: definitioes epply to "Waminge’ “Caution”, and "Notes" fomd hroughour the manzal, Hl | Opeming procedures, tech | WARNING | alques, ete,, whichwill xe= [wane] Pe nee ee of fe 1f notecrectlyfol- loved, Operating proceduen, tech- [Came] cea re SS So a ‘in damage to ot destruction ‘of equipment, Note An cpersting preoedure, technique, ete, which {tts ‘eential to highligh, ‘YOUR RISPONSDILITY - TO LET US KNOW, Erery effort ismadetokeep the Fight Masualeurest. erlew conferences with opetating pesouce! and « content review ofaccident and fighter: report eature inclusfoe of the latest duts in the manual, Howevery we cansot ‘comectan emo unless we know cf its exitence, In this regard, It isewential that you do your part. Comments, conection and question regarding tus manual ot any phase of the Flight Mansal program are welcomed, ‘Tuexe should be forwarted to: Macabw II A 1,GAF T.0. IT.CMI70R-1 Section SECTION | DESCRIPTION TABLE OF CONTENTS Page The Airplane... be Engine Fuel System... Le Injection and Igoicion Sys 1:2 Starting System... 12 Engine Instruments ait O81 System... ra Fuel Supply System wa Electrical Power Supply System ae Byéralic sys THE AIRPLANE. ‘Tae CMITORIs atwo-place, win-engine jet airral It fs wed as a pilot trainer and a fighter tain Special feacures of the auplane include a buterily tail and a ticycle landing gear. Two machine guns ean be installed in the nose, For special missions, the following additional Ioade can be installed: 4 rockets (99 mm-callben) or 2 rockets (129 mm-ealt~ Det) ot two SOhg-boms, or S511, of SS12 equipment respectively. Page Flight Cone System . ver Wing Flaps sesesees 122 Speed Brakes. io Landing Gear. 126 Brakes eo... Las Flight inseruments 125 Emergency Equipment 126 Ereape System + 16 ‘Auzillary Equipme: 1-20 Eetemal Safery Pins, Clamps, Locks, and Covers 1-34 COCKPIT INSTRUMENT PANELS AND CONSOLES. Iustrations of the cockpit inicrument panels and ccontoler depict svo configurations only. Locations, erefore, may be different among the various ‘configurations compared with thase shown on che sntuswactons,| Section | GAF T.0. 1T-CHI70R-1 GENERAL ARRANGEMENT DIAGRAM Slovator Tsim Tabs Baggage Compartment ‘extemal Pover Receptacle Ut Resewote Filer Cover Bartery Cover yduanlle Reservoir Cover Main fuet Tank Fler Cover Flu Vaive (C-2A Compass System) ‘Tip Fuel Tank Fite: Cover 10. Markoré t-tagine Oxygen cytincen Deleer Reservetr X Figure Iel (Sheet 1 of 2) 0-8 6-6 0-6 6 O-8 0.6 6-8 0-6-6 6-6 O68 0-6 0-066 0 086 O0O0GSC2 CESS EeSeoe VA1B Seetie GAF 7.0. 1T-CMI70R-1 Figute 1-1 (Sheet 2 of 2) DORPHOHSHSSHSSHHSHOHOHHOSHHHOHHHOHHHHHHSHHHSHHHEHHHOEOOESection GAF 1.0, 1T-CMI70R+1 contol clementsconsist of a centutfugal governor, an DIMENSIONS. Seeeleraonconel,anside conto» meterag valve andabypass valve, The bypas valve maintains Wing span with wing tp cathe 12,15 m ——acorstant prestre hezd aerott the metering valve by ‘wing span without wing dp tanks 31,25 a ——_—bypaising excess fuel to the engine fuel inlet, Acu:~ lenge 10,055 m __offvalve, located inthe fuel outlet port ofthe engine Height 10 top of tin, approx. 2,80 m fuel contrat unit, shuts off the fuel supply tothe engine bumer when the pilot retards thethectle 10 OFF, Ross WEIGHT. ‘The approximate gross weight of the fully loaded air- erafy, Including two pilets and fall 244 | ep tanks is 3120 bg, ENGINES, ‘The aksplane is powered by two TURBONECA Marberé ITF 8 jet engines (igure 1-2), Sea level sate thrst rating cf each engine is approximately 490 Kp at 22,600 BPM, A slagla-sage cenufogal-type com presor is dtiven by & single-stage turblneasembly, The engines are installed fa she fuelage off the fase~ lage eemerline, The tear porcion of each til pipe 1 ‘offeet stan angle of 10° to the herizental axis in erder to minimize yaw cendency in case of single engine eperation, A generator forelectrienlzupply tr provided on the Ief engine only, Mo afterburner is iasalled, ENGINE FUEL SYSTEM. The engine fuel system incorporates fuel control units supplied by engine-driven fuel pumps at boost pump pressure, The electricalbeor pump {s installed in the aft fuselage fuel tank, ENGINE FUEL PUMPS, Each engine 4s fined with a fuel pump to provide the high feel pressure sequited by the engine fuel system, ‘The engine fuel pumps supplement the bocst pump presnure of the elecirical beott pump. ENGINE FUEL CONTROL UNITS. Fact flow to the engines Is contrcled by the throttles and is delivered and regulated by the engine fuel con ‘roluniti. Fue! from the engine fuel pumps enter: the fuelconifolunitehroughan inlet strainer. Major basic 12 ‘ THROTTLE LINKAGE. ‘The airerafethrotcle mechaaisras (one for each engine) rotate the inputshaft ofthe tespective eagine fuel con~ ‘tol unit. Thrust selection is provided through a 113- degree retation of the main fuel control shaft. THROTTLES. ‘The throttles in each cockpit consist of a drum- shaped grip installed on a lever, The throttle con~ tolling engine RPMof the right engine incorporates the feature of gunsight distance control by rotating the grip, To preveat the levers from creeping, a friction control lever installed on the lower side of the left console in the forward cockpis only, may be actuated to lock the throttles in any position, The forward and aft dwottles are mechanically insercon~ nected and identical, Aspeed brake sitet is located fon the side of the throttle, INJECTION AND IGNITION SYSTEM. ‘Two buttons are installed in the fuel hanéles in each ‘cockpit, Depressing the button forthe left engine first, Initiates ignitton, Pushing the respective fuel hanéle in the forward potttion, causes fuel to flow through the ‘combined injection spark plugs into the combustion chamber, STARTING SYSTEM, ‘An external power sowee, capable of tuning the en= gine 1.200 RPM should ‘be used for starting. The starting unit should be rated at 26, 5 roits de and set at 800 amperes. The airplane is equipped with one alkaline 95 ampere-hours batiery, Dattery starts are notrecommended and should be attempted oaly under emergency conditions, Seeeeeeeeeeeeeeeeeee ooo ooeooeoeoooaoooooooaooeoeeoecGAF 1.0. 1T-CMI708-1 Seetion JET ENGINE MARBORE II F=LEFT VIEW tach generator accessory geat box sesatrory gest box ofl extlee engine it intee ‘gaitien ett compresied air ouilet cooling air inlet cooling ait manifol reas bearing lu cooling air rear beasing oil drain rear beasing oll outlet ignition plug Figuee 1-2 15 ignition cable 6 injection Line YF altitude control 8 injection pamp 30 Injection pump vene 20 baffle vent 21 throttle lever 2 fuel supply line 22 breather retum a % 8 2 2 engine ofl outiet idle stop uN] throute stop (fet! lower) fuel filter fire derectarSection | GAF T.0. 1T-CMI70R-1 FORWARD INSTRUMENT PANEL (WITH UHF EQUIPMEN: wns ee ' Figure 1-3 (Sheet 1 of 2] 0.2 6.8.6 8-8 0-6 0-0 0-6 6 0-86 6868 0OSOCHOHHHOHSHHHSHHHHOHHHHHHHOHHHSHHHHHHHHHHHOHOOOCE ‘clock standby compass landing gear warning light parking brake handle machmeter ‘577° compass cotrecticn card e-cing pump fire waming tighss fuel quantity indicator sandby compas Light switch canopy unsafe warning light dual tachometer airspeed indicator attitude gyro indiester vertical velocity indicator G-meter fue low press, wamung light ual EGT isdiestar alder ‘2)70 compass indicator ‘tum and slip indicator 20, a1. 32, 33, 35. 38, ar, 1 . radio compass indieator fuel low level warning ight gun recycling button bomb salvo landing gear lever landing geat position indicator ual oll termperanure gauge comergency tum and sp indicator ‘emergency tum and slip switch, oxygen demand regulator pitot beat Lighe ‘compass slaving cut-out switeh {unsight selector mheorta pitot heat sviteh ‘um and sup and arsitude gyro switch gyro compass witch Figure 1:3 (Sheet 2 of 2) Section elevator trim eab position indicator ‘wing flap potition inéieator dual ou pressare gauge cabin pressure altitude ind, enetator-out warning Light |-_generator rviteh Dartery neitch battery circuit breaker standby compas: correctioncard lydraulie pressure indicator voltmeter pedal adjustment crank gon trigger srunsight lock bomb ard rocker reiease elevator trim tab contro! microphone button onygea horeSection t GAF 7.0. 1T-CMI7OR-1 LEFT CONSOLE- FORWARD COCKPIT (WITH UHF EQUIPMENT } UY Late landing gear system selector speed biake emergency control LH instrament panel vergency Usk: |. speed brake coctral Fool handies throttle fries ver : igniticn buttons = ait eonditicaing indicator wing flap lever Lif console ligne navigation Light eviteh, 2 UY Light sw aie conditioning and pressurization ‘1. tai and landing light eviteh 72, instrument panel emetgency light theattst 7, clrcutt breakers Figure 1-4 e e e e ® e ®@ e e e e @ ‘«GAF T.0, 1T-CMI70R-1 Seetior 16, Antexphone switch 11, ADB=100 radio compass control shift switet Th ARC 7 BE, ARG-34 freauency card 81, RH UY Ligne 82, ADF-100 eontto! enit 83, TEAM IV-T-3 intes control unit 84, ARC~B4 comieel unit as. ment panei emergency light oe 1 indet a, yee pump (mancal) ae. ight 89, eareer eviteh 90, tip cank dump switenes 31, head set junction box 92, cirouit breakers 98. RH eontale lignt Figure 1516, . GAF.T.O. IT-CNI70R-1 ainpeed indicator samuinide gyro indleator vertical velocity indicator rade compass indicator ual BGT indeatoe siimeter ay compas sateator ‘Bm ind tlpledeator gevciaor-ot wang git Pltot beat light Section 2 Be onygen 37, nterphone override button 418, pitt heat seth 39, laneing gear lever 20, landing gear poxticatndtoster 2A, dual ofl tomperacure gauge 22, emergency tum and slip sviteh 23, emergency tum and sup indleator mand regulator 25, TEAMIV-T-$ toterptone contol att 26. gunsight selector sheortat 27, elevator trim tab posttion indicator 28, wing flap positon fedtestor 29, oll low pressure warning Lights ‘30, gun Jock Figure 1-6 (Sheet 2 of 2) or]Section | GAF 7.0, IT-CMI70R+1 LEFT AND RIGHT CONSOLES ~ REAR COCKPIT ( WITH UHF EQUIPMENT ) 91, Ut OV tighe 45, elevator trim tab control 92, LH inseroment panel 46, mierephene butren, emergency ight 47, oxygen bose 99, throstiex 48, ADF e100 radfo compass ‘4, speed brake control ‘conzrol unt 95, fuel handles 49, ARC-84 command radlo 95, Injection and iguicfon buttons control unst 81, instrument panel 50, ADF-100 contel shift witch emergeney Ught theostat 51, ARC~36 control shift switen 38, wing flap lever 22. RH UV ight 89, console Light awitch 59, fresh atr tater 40, UV ight theosar 4. RH intument pane! 41, LH eomole ght ‘emergency light 42, gua tigger 55, pedal adjustment crark 43, guneigat leek 156, headset junction box 44, bomo and rocet release 1, emergency tum and silp battery Figure 1.7 119 .SPHOSHOHHHSHHHSSHHSHHOHHHSHSHSSHHSHHHHHHOHHTEHOHCHHOOOEE GAF T.0, 1T-CMI70R-1 Section | STARTER SWITCH, The electrical starts of the engines arc actuated by ‘witching the starterswiteh on the right console {nthe forward cockpit only to the corresponding postion, The waming light bewde the svitch indicates ‘operation of the starters, ENGINE INSTRUMENTS. FRONT COCKPIT. (Iter number of the irstrument losations ate teken fiom the UHF instrument Panel Configuration, ) ‘The engine Lasirumeats ta the front cockpit consist of the following: A dusl tachometer (12, figure 1-2) with @ needles labeled D-right and Grleft forthe corresponding engine, Indicating RPM, A dual EGT indicator (18, figure 1-3) indicates temperature in degrees Centigrade. A dual ofl tempersture gauge (28, figure 1-8), A dual off premure gauge (40, figure 1-3), A fuel cuanciy indicator (9, figure 1 anda feetlow presure varang Ughx (17, figere 1-9), Mlumination ofthe Light indicates boort pump faflure for thst the fnvened Might reservolr is empty. A fuel Jow levetwaming light(29, figure 1-2). Mlurmination fof the Light incieates that the fuel quanecy 4s the fuselage tanks has dropped to 150 1(53 Imp. g21.). Fire weming ght (8, figure 1-3} are elo mounted 4a te froat cockprt, REAR COCKPIT. (tem sumbers of the instrament locations are taken “ftom the UHF Insrument Panel Configuration.) ‘The engine instrument in the reas cockpit const of fe followings A dual tackometer (4, figure 1 same atin fiont cockpit. A dual EGT indicator (1, {igwe1-6), A dusl oll temperature gauge (21, figte 1-6) and il low pressure waming light (2, figure 1-6) as well as fe waraing Ugh (9, figue 1-6), OIL SYSTEM. ‘The engines are supplied by two metal-type oi reser~ voire which ate interconnected by a balance line. Fach tesewoir has a capacity of 12,2 1 The overflow Limits the filling capacity of each reservoir to appt. G1, The remaining resewvolr capacity is used to amoothen the of! whlch flows back from the engine to the reservoir, Each reservolrconulsts of two chambers, one above the other. The oil flowt from the lower chamber to the engine and back ito ‘the uppe: chamber. A pipe connects both chambers to guarantee afull lower chamber during normal flight, During inverted fight, off cannot flow back through ‘tbls pipe, Thus the off quantity of the lover chamber Ssreduced only by the amount suckeé by the engine, Oil specification see Servicing Diagram Seation 1. OIL PRESSURE GAUGE. ‘A dustoll pressure gauge (40, fignre 1-3) ts installed onthe leftside of the fd instrument panel only, The gauge registers ofl pressure in terms of npz. (Hpz ‘equalsapproximately a0) The gauges receive power ‘from de system, OIL LOW PRESSURE WARNING LIGHTS. One off low pressure warning Light for each engine is ‘susalledon te lowerleft side of the instrument panel {nthe aft cockpit only. These Lighteilluminate when the lubricating off pressure ofthe corresponding engine top: below 0,8 hpz. The lights receive power from dc sysem, OIL TEMPERATURE GAUGES, ‘AgusLott temperature gauge in each cockpit displays ‘olltempetatute of the respective engine, The gitges are {natalied inthe lower part ofthe lnstrument panels, ‘the awoclated transmiters are place¢ in the ofl reser= vos, The gauges receive power fiom de system. OIL RESERVOIR COOLING SYSTEM. ‘A Map is sasalled watch ts ground-adjusable oaly and i provided onthe underside of the fuselage below the reservoirs to adjust the amount of reservoit cooling alr flow. rat99O0O8HHHHOHHHOHHHHHHHOSHHHHHHHHHHHHHHHHOEED 304 wa hs0 “19 Youaereay od “66 Per gaps gg panowa “PE weung arrogant 420% poe Dg “2 xray iond “ce sida md “99 soarisBas pansep eoBlco “ze 3otUE TE ANE “FL, SL W"L sun tonns09 (loreBisais) 5 aA “EL sessoaqE IGS SsEduOD oxpes pa avorRLE=IOF “ZL aoyesqpuy seduoo ox “0, MH Boye sess oy C3) “LE sat Bonen 2038 Repoxy “ot sareu-9 “st owoypar Lyporsa (ean “Hy GAF T.0, IT-CMI7OR«1 Figure 18 ODL T Wy Pes agit Buuren ay “1 (ey dunnd Boy2]-9p proryspurm "9 Totus “g soioumqoear “> sipuny oyeiq Bayard “g ssediaco Aqpams “2 Ee z a = & > o ry a = > = = z w | ° a z ° v ee S — a z < — a z < a 6 Zz ry = 2 a - wn Z Qa @ z ° = anSectle aorrynBai purwrap uablxo ~ aris swourunips repel “py OL aNBisuns “95 sorroipay wopyod dey Supa 19880 un “Ly, ‘Sned omaeradizan yo tenp 127 soveoypun vopisod 2298 Buypue, ‘voung 2#e2[21 194201 pur quiog “95. Tous qui wi aeavAsts sp sox )puy uopod ged wp 109es rongy 2008 Suppuet “er ‘x04 waBdico “gy z oq uopoun{ rempeay "oy " 2 Sere ate aH) “Ly ‘oang oppo suoydiexa} “oT = 281 Aoustroure joued aoURIIL Op adn wo woud “stg. 8 aS an m “oe My Soyuen woneseaud “|Z £ Br a0H09 1 “ee soveoqeo) dre pum wma “er ¢ aevoow agin An 1s soveojpuy seduion 0x8 “zt e ‘ypaies ayByy sjou0a “9g peupe ctr © 4 soot dey Soyo 5 soxeojpus 103 teap “or é swoon GousBious yored wounntu “42 sufi fqeoen a) og Bit KousBiour round owes 1 “ee soweo}puy raeduos oped a MBH AN HT “ze Dra Ays0(94 [ORIEN faipory tony “Te oveo}puj ou apne “9 omg wopuBy pur BoRZofuy “oe sovestpar poodkne 9 . esmoo oye1q pasdt °6g wo *y sommom “ag sersuoyon yenp “¢ wored ug 4900 Bupseaop Towed opie *Z ‘yun yoauos auoudiouny *9e, sdoospad ieinoeurg. "E (LN3WdINOa JHA HLIM) SITOSNOD 4/1 ONY TaNVd LNIWNUISNI uvaUSeetton | GAF 7.0, IT+CHI7OR-1 FUEL SUPPLY SYSTEM. ‘The alrecaft foe! supply system (figure 2-10) consists of ve fnteroonnested bladder y>e non-elf sealing Antemeal fuel:anks, twonon“jerttionable wing tip tanks and spectal inverted Might fuel tank to eupply fuel to the engine during inverted flight, The Internal fuel tanks ace gravity refueled through a filer well located fa the aft fuselage sank, The tip tanks are gravity refueled through individual filer wells, Alt pressure tapped fom the comprestor of the engine Is tilized to transler fuel from the tip tanks into the forward fuselage tankane to fll the inverted flight tank, The fuel supply is termed on or off by 2 fuel hacdies, An electrically operated booster pomp it insted inthe aft fwelage tank and supplies foe) under ressire through a stainer and a cheek valve to theexgines. ‘The Doower pump operates during eagine fallue and ‘assures sufficient fuel boos pump presure fr high alucude alistars, The boott purap isoperating any ‘me the airplane electrical syem is energized and the circa: braker 1s ON, A fue! boost pump warning Lghtilluminates when boos: pump pressure drops below 4,40 PSI (G10 g/om?) indleating that the boost pump Iasfetledor thatthe inverted fight fueltank isempry, ‘The warning light is supplied from the de system. FUEL TRANSFER SYSTEM, Engine compressor alr is uted to tansfer the fuel ‘contained inthe tiptanksintotte forward fuselage tank. ‘Transfer operation rare when the content: inthe fuselage tanks as dropped by appr. 100 1 fromfuel fulleapacty. Atthisnime, the flost vslve in the for= wast tank opens, Pressurized att from the engine is routed througi a check valve toan air preture regulator ‘and dutibutes the alr flow to the up tanks, Keeping fuel level in the forward tenk eonseant until the tip tenks ere empty, The regulator assures constant leqvate pressure in both tip tanks necessary for uniform transfer of fuel from the tips to the forward fuselage tank, Air entering the fuselage tarksduring the transferaction i vented to the atmosphere though ‘the fuselage tank vent Line, Forward Fu Fuel Tonk. ‘Tats fuel cank is interconnected wich the aft fuselage fuel tank, A float valve in the tank opens to admit fuel from the tip tanks after appr. 1101 of toral capacity of the fuselage fuel tank have been een suined, Fuel fom each iptank enters the forward fuel tankthroughastrainer, 2 check vslve and the forward fank Nout valve, 1a Aft Fuselage Fuel Tonk, ‘At\fuel supplied tothe engines fs fe from the afe fuel tank, Fuel inthe forward fuselage fuel tank is at equal level with the fuel inthe aft fuel tank at all times, ‘The aft fue tank contain: the booster pump, a filler veel andzhe tanumter forthe fuel indicator in the cockpit, Wing Tip Tanks, . fore metal-npe tip tank 1 insaited at each wing tip. Each dp tank is fiteed with ¢ flier wet, an electrically operated fuel durmp valve, a presute tines and a partion light. Inverted Flight Fuel Tank, Aspectal fuelreservolt fs provided which i separated bya diaphragm into two chambers, the fuel chamber andthe ale chamber. Durieg normal fight arirde, the fuel boos pump in the eft fselege fuel tank forces fuel tata the reservoir against zhe alc pressure acting fon the oppeste side of th diaphragm separating the reservotrs, Presurized ait from the engines is wed and routedtotheretervole though 2 pressure reduces, This reduger valve reduces pressure t0 4,50 PSL (255 g/cm) which i below fuel boor: pump preeare of appt. 10, 17 PS1(719 gem}, Due to this aenge~ rent bor pump presure evetcomes counter soting ir pressure o that the eservott ls flied with fue at aMltimesduningrormal ight attitude. During averted figte, when th: fuel door pump isnolongersubmerged inthe aft fuel tank. air presure lead the fuel ia the faverted flight tank ditetly tothe engine. As soot as sortral fhe atite is again epablished, the boost ‘pump can refill the reiesvoin ‘The fuel contained io the inverted Mighe reservoit limite inverted Mighe toaperiod of 90 seconés at max, this at sea level, Fool Cocks, ‘The fuel cocks (one cock for each engine) plumbed lato the fuel lines below the fuel tank are operated ty the fuel handles below the throttles in each. ecel~ pit. Placing therightorleft fuel handle 1a the forward position causes the ight or Jefi fuel cock 10 openGAF T.0. 1T-CMI7OR+1 Section 1 FUEL SYSTEM SCOOCHCHOHCHOHCOEE foommed rue. surrey = “conrnesson aie eeceoe Figure 1-10 15Section | respectively. Placing the uel handiestn the aft position ‘caues the cocks t0 shut off fuel to the corresponding, engi Fuel Quantity tndteator. A fuel indicator 1a installed ta the forward cockpit only, It i aratiometer type, electiically operated ‘and graded fo Uters, The Indfcation ts limited to tn= ternal fuel only, Furl Low Level Warning Light, A fuel low level warning light it installed in the for= vardcockpitonly. The light lluminates blinking when. ‘the fuel amount has dropped to 180+ 180'I In level igh: attitude and is meady when the amount of fuel I down 10 1501. Tip Tank Fuel Dump Switch, . ‘Two dump valves are located on the tp tanks for damping fuel ou: of the tp tanks. The corespending fuel dunp seitches are located on the ight side of the forwaré contoie. Two con:tol Lights wil illuminate ‘when the dump valves ae operated, FUEL SPECIFICATIONS AND GRADES, See Servicing Diagram, figure 1-1 cations and grades, , for fuel specifi- FUEL QUANTITY DATA Liters ‘Internal Fuel 730 ‘Tip Tanks m4 » TOTAL USABLE FUEL | 914 Unmable Fuel = appe, 10 1 Invemal tanks ELECTRICAL POWER SUPPLY SYSTEM. “The electrical system of the CMA7OR (figure 1-12) ts 4 singie-wire de system, 27,6 V. Ground recur ‘through the aizplane structure, Since most of the in- struments are not directly eoanected to grouné, the ‘Ground wites are routed to the nearest function boxand connected to a eammen ground wire. 16 GAF T.0. IT-CMI70R-1 POWER SOURCE. ‘The aurplane ts powered by a de generator rated 2,5 KW which fedriven by the left engine accessory érive. ‘The generator is operative only as long as the {eft engine is operative, Bottery. ‘An allaline battery 95 ampere-hours ls provided and” recelvesa floating change fromthe getetatos, In case. ‘of generator fallure the battery supplles power for a Umbbed period of time to operate the electrical ‘equipment necessary to continue the flighe, ‘Auxillary Power Unit. ‘Groun¢ pover maybe furnishedtothe aurplane through an excemal power plug above the cooling fap cf the rMphtengine.I:permiu arating of 160 A 0:8 second Joed of 209 4 for searing purposes. Inverter, ‘An instrument inverterdelivers three-phase current st 315 V, 400 He, torupply powertothe gyroryn compass systerr, the attitude gyro tndfcator, and the tum and flip indicator, Toe inverter is instalied inthe aft fuselage, AULradiounits have thet owa power picks, Electrical System Controls. A generatorswitchtsprovided on the instrumect panel nthe forward cockpit only, The battery seltch is located at the stme place, A battery circuit breaker located on the forwar¢ instrument panel only dlscon~ “neots the battery from the bus fa predetermined value ‘sexceeded, Avvoltmeter locatec cn the lover forward ingtrument panel only connected to the de! reads generator, APU cr bartery voltage. During fight, ‘artery powers meatured when the generator is dis ‘connectedfrom the bus, On the ground, when 20 APU { connected and the engine {1 rot operating, the ‘voltage indication may be wed to check hat the harcery it installed and properly connected. A generstor-out waraiag gh: oa the tascument panel nthe front and rear cockpit Nluminates when the generator bis wiped from the clrcult or in ease of generator failore,SSSOSHHOHSHHHHSHSHSHSHHSHSHSHHSHHHOHSHHSHHHSHHSHSECOEE GAF T.0. 1T-CMI70R-1 Seetlen ELECTRICAL POWER DISTRIBUTION patery Polarized Relay Bawery Relay samery Maser Switen ed eo SerO8t em Voltage Regulator TEC LPT TT TT oT MW Emergency Tum end Slip Indieetor System Emergency Eatery DC Systen UHE/VEF Operation Telefon Tip Tanks Fuel Pump ‘Starter and Ignition Radio Compase Pitot Tube Heater Air Conditioning System (Onygen and Cockpit Wamung Lights ‘VHF Emergency Operatien Lighe, Radio Panels Tall Pipe Temperarure fl Tedperature Fuel Quantity Hyérautle Pressure Iostrumect inverter UV Lights Elevator Tem Actuator Wing Flaps aod Speed Brakes Landing Gear Fire Waring Lights Landing Ligue: Cockpit and Postion Light Landing Gear Indicator Landing Gest Waring AC System Inverter o— Tum and slip indicator ‘o— Attitude gyro indicator ‘o— Gyro compas: Emergency tre and oo {B] nip incteaor cd) “Ors ene tr and slip tndieator (rear) OFF ‘onZon Figure 1-11 wTart Tint sano W4LSAS JITNVYGAH LHOCIHD-AL “0-4 AYO oes eR eae mentees emerGAF-T.O, IT-CHI7OR+1 Sectlen KEY TO FIGURE 112 Emergency eystem reservoir Main system reservoir Ground eorneetion Ground cornection Check valve ‘Check valve, Filer Rellef valve Wing fap diretbator ‘Syetuontzatton box, Parking beake accumulator Parklag brake dlsibutor Cheek valve Brake accumulator Distributor valve Speed brake selector valre Shuctle valve Locking vaive ‘Synchronization box Speed brake emergency selector valve Landing gear system selector valve 19Section | HYDRAULIC SYSTEM. The lydraulle system in this atrplane (Qigure 1-12) provides power to operate the landing gear, the wing flaps, the whee! brakes, the speed brakes, and the machine gin cycling symem (if initaled). The ecessary ystems pressure is providedby aelf-regulat- ‘ng pump driven by the left engine, The pump flanged ‘tothe accestory drive isin operation at all times and supplies prestre as long isthe left engine Is operative. ‘The rynem includes one reservoir, Two accumulators (oormaland emergency), synchronization boxes, dual Presaue gauges, check valves, filer, # presure witch, a safety valve, and ground service con- estlons, A clutch {s provided for preventlag engine damage incase of pump malfunetion, For emergency ‘operation a manually operated emergeacy hydraulic ‘pump is available, ‘The left engine has an accesiory drive only, ‘Therefore, normal hydraulic pressure 1s lost hen the left engine is inoperative, ‘The cagine-d:iven pump supplies 210-250 HPZ into the ydaullc system. Pressure in excess of 250 HPZ, fs routed to the hydraulle reservott, HYDRAULIC SYSTEM RESERVOIR, > The reservoir is divided into two sections (normal and emergency). has a capscity of 6.6 le thd Dare Provided for te emergency system, The reserva is acctnible and serviced through the accets panel on top f the fuselege, One sestion lite extend tothe engine-deiven pump, the othertothe emergerey hand pomp, HYDRAULIC PRESSURE GAUGE, ‘Addualpressure gauge on the forward instrument patel only is provided with two scales tn HPZ, One scale indicates normal system pressure, the second scale Indicates emargeney presse, 1-20 . GAF 7.0. IT-CMI70R-1 ACCUMULATORS. ‘One accumtlater (cormal operation), plumbed fat0 ‘he system presuze le downstream fiom the exgine ‘riven pump is charged with alurogea at 100 atl, The ‘accumulator tates supply of high-pressure futd nd also actsto dampen shocks in the system, The secend aaccumlator (emergency operation) lsprorided tortor. prevture for operating the pasking brake which the same Ume serves af an emergency braking sytem ‘fee nocmal power brake should fl, EMERGENCY HYDRAULIC PUMP, ‘The emergency hydraulic porp ts provided tn the for~ ward cockpit only. ‘The pump which {r minzally ‘operated provides hydeauite presse to operate the landing gear and the speed brakes in ease normal by ddranlicrystem pressure is Ioet. The pump draws fluid from te hydraulic system reservoir which splies both, thencrmal nd the emergency system. Only the extenslonof the landing gearisposuble, ifthe landing gears to be extended in anemergency ttustion, the ‘lrcult bresker LANDING GEARon the left console in the forward cockpit mutt be pulled, the landing gear lever bas t0 be placed In the DOWN-porttion, the landing gear syrem electorsvitch onthe left console Inthe forward cockpit must be placed In EMERGENCY 4nd the manually operated pump mutt be actuated. Fatlure to pull the clrcui: breaker eauses the hhydraulle preseare to build up and the gear retractsif the landing gear system selector ts depressed while the lever for the normal ‘operation ofthe gear fs in UP petition, For further information on the landing gear system refer to LANDING GEAR, this ectioa, ‘Tooperatethe speed brakes incase of emergency, the speed brake emergency contrcl (S-position valve) on the left console In the forward cockpit mur be ts either RETRACT o¢ EXTEND (RENTRE er SORT'S) position and the manual hydraulic pump rust be operated, Forfartherinformation on the speed brake rytem refer ‘to SPEED BRAKES, this rection,SPOOCHSHSOHHHHHHOSHHHHHHHOHHSHHHHHOHHHHHHOHHHOESCEOHOG GAF T.0, 1T-CMI70R-1 Swett CONTROL Gua trigger Switch, inoperative STICK GRIP Figure 1-13 FLIGHT CONTROL SYSTEN. ‘The flight controls (figure 1-14) consist of cable and [[Link]. The controlsare entizely mechanical, No bydraalic servo system is available, The primary ‘ight control surfaces include aflerons, the elevator and rudder, The functions of the elevator and the rudéer are realized in the form of a riddevator ip the bureerfy tail, CONTROL STICKS. ‘The contol sticks in the froct and rear cockpit are lnrerconnecied. The rela are movable to efther side About a hinge halfway between the guipand the cockplt Noor. Movement ofthe siekeldewaystranimie metlon ough connecting rods and cables to the tlerocs, Movement of the rticks fore or aft tranamits ction ‘Hough ynem of contol rods hinged at the base of the sfckstothe muddevator coordinator in the aft see~ Mon ofthe fwelage for elevator function, The coctol sick grip {9 exch cockpit (Figure 1-12) Incorporates the elevator fimetlon trim switch, the eamera/ armament nigger, and the mike buon. RUDDER PEDALS. Coatio! of the mder function of the suddevator ts ‘exercised by actuation of natderpedals in elther eock~ it. Notion is transmitted through pushrods to the Tuddevator cocréinator in the aft section of the fuselage. The rudder pedals are arranged on podal blocks, A handerank located en the lower portion of the inyerament panel In the fract cockpit and on the right console in the rear cockpit permits forward ot _aftadjurtmert of the pedals. The pedals alio serve to ‘cocventionally apply the wheelbraker by tee action, ‘Two artificial feel springs are tncorporated in the Unkage operating In the rudder function of the riddevator tice aerodynamic forces are not 100 renounced. Ruddevator Coordinator, 4A coordinating unit installed tn the aft secxton of the faselage ls regaled to convert rick and rudder pedal ovemeats Into propesly coordinated cont suface éeflections of the tuterfiy tall producing reactlens of ‘healrplanc abouttbe lateral ardverticataxts stnila: to conventions! elevator and midder centro.Section | GAF T.0, 1T-CMI70R-1 Butterfly Tail, ‘The controlurfaces en the butterfly tail combine the elevator and muéder fusetions of the conveational Controls. Th the elevator funeticn the movements of the control stick in the foreard or aft direction result Inupor down motions of the left and right ruddevater Control surfaces, The aerodynamic forces actingon the control rurfacesto lift or lower the tall ofthe aircraft are acrually the result of the combined forcesof each rurface af the boterfly tail im the rudder function, pedal morementsproduce control surface deflection: on the butterfly tall which fare opposite In direction berween the left and right ‘control faces, I.e., in entering a right hand tum, the contol surface or the right seetion of the tail wait ‘moves down while the control surface on the left ection moves up, This creates both a force which pulls the airplane's tail to the left and at the same me a torque effect contrary to the direction of bank equired for right hand tum. However, in banking the ainplane using the alleon thls counteracting rolling tendency is overcome so that only the force acting in direction of the lateral axis ef the plane is effected, ‘TRIM SYSTEM, ‘Trim control is provided in the piteh axis enly. An leczrle motor located inthe aft section of the fuselage ‘the motwating force that operates the trim corttol surfaces on the ruddevator contol wifeces through flexible érivesand pushrod. The trim surfaces deflect the same amount and in the same dizection, Elevator Trim Control, ‘A two selector switch spring-loaded to the center off-position is provided on the contol stick grip in eachecckpit. When actuated in either pesitten, power {i farnithedte the trim motor, The timcenttol wifaces deflectin me required direction and movement stopt. when the control eviteh is released. A elm position indicator on the left side of the instrument panel in ch cockpic reflects potition ef the trim contsol surfaces, ‘The pilot in the reat cockpit has prlerity in tim ol. Actuation of the rear cockpit tim conteol shores cut the switch in the front cockpit. 122 WING FLAPS, ‘The wing faprare electcally coatrolled and hydesu- ically operated, A solenoid valve is encrpizeé when the wing flap lever in either cockpit (6, figure 1-< and 96, figure 1-7) 1s placeé in the UP ce DOWN, porition to direet hydraulie fluid tnto the actuating cylinders, A flap syoctronizer assures uniform wave! ‘ofboth flaps, Maximum deflection (Full dove ‘x 40%, ‘The flaps ere’ operative at long as normal bycraulte system pressure 's available, ‘The flaps step at any intermediate poritien when the wing flip lever 1s released during extension or reaction of the flaps, The wing flaps are suto~ ‘matically locked ia any position selected, Electticel power is provided by the de syreer, Note When the wing Map levers in both cockpits are actuated simultaneously, the lever in the reat cockpit has prosty over the lever {a che front cockpit. WING FLAP LEVERS, The wing flaps ave conzolled by elecntealy nter~ connected wing leplevere(oggie vtsben) (6% figure Ang and 33, figure 1~7) located on the left console in ch cokpit. The portions are UP, OFF (esste) and DOWN, Wing Flop P: ‘Wing flap positon ts electrically relayed to the lap Position indicators on the instrument panels in each cockpit, (29, figure 1-9 ard 28, figure 1-6), Power 1s provide from the de system, SPEED BRAKES, ‘The speed brakes are fastalled In te wings (3 on top and © below each wing) and ae designed o exend above andbelow the wing surfaces, The speed brakes may be used at any alspeed, The sytem i electri~ cally controlied and hydraulically operated, The speed brake control a three-portion reltch spring loaded te the center off-portion ls Inxalled fm each, cockpit on the right engine throttle lever, When this pitch it placed ta IN et OUT potitica, the extendGAF T.0. 1T-CMI70Re1 Sect. ©0000 OSHSHOOHHHOOHHHKHHOHOHOOHOE Figure toloF retract tolencld of the byéraulfe control valve ‘acumite pressure to the actuating cylinders, The speed bbuker may be sopped at any (atermediate position by elearingtte swiich, A synchronizes Ss provided ¢o ‘amure uniform travel of the Jefe and right wing speed Dbmkes, Power is derived from the de ye. There uno peed brake indication in cockpits becauxe visual ‘obvervaiton by the pliow ts posttble, SPEED BRAKE SYSTEM EMERGENCY OPERATION, operate the speed brakerin case of emergency, the ‘peed buake emergency control on the left contole 12 the fiont cockpit must be placed tn EXTEND ot RETRACT position, Workiagrhe hydraulic band pump generates hyérsulle presire to operate the beskes, ‘Theretsno peed trake indleatton in cockpits because ‘viral ebservation by the pilots ts poutble, LANDING GEAR. ‘The landing gear const of a tieyeie landing gear, ‘The two main gear are heged on the wing spits and retract spanwise into the landing gear wing recesses, ‘The non-stserable nove getr retracts aft nto the fuelage, A tall wheel, Which Is Tot par of the landing gear i provided te prevent the tail of the atr- craft from hitting the ground during excessive nose ‘igh landings. The landing gear system in electiieally controlled and hydraulleally operated, The landing geat lever when placed in UP or DOWN position energizeste retract of excead solenold in te landing gearcontrolvalve. The centrcl valve ts wired through the landing gear ystem selector vaive and the strcuft breaker matked LANDING GEAR in the forward cock~ pit, Whea the landing gear lever ts placed in UP position, the landing gear conttol valve admits ty draulis pretstre to the thice landing gear operating eylinden and to the main gear uplocks, Pressure reducert are provided to reduce the Hydeaulle ryiter presmute in the gear actuating lines, LANDING GEAR LEVERS. Thelancinggear levers 26, figure 2-9 and 19, figure 1-6) located on the left side of the forward and reat fntrument panel, control hydraulic actuation of the landing geat, The levers are mechanteally taterse rected sothat both wil be in the sare position at all tdmes, They are locked tn the DOWN porition as long 1-24 : GAF 7.0, 1T-CMI70R-1 athe weight of the alteraft rest of the landing gear. ‘A miccorviteh onthe left main gear closes the elect cealctreuit tothe landing gear down unlocked solenoid whenthe aplanets off the ground vo thatthe landing gear lever can be moved to the UP poution, Uf it becomesnecesiry to retract the gear ducing ground roll in ewe of emergency, an ovemide puss-button (Gafetyized laprovided above the landing gear lever. When deprewed the overide push-bettoc unlocks the dowalockmecbanism aad the landing gear lever may be pltced in the UP poutien, Hieouteal and bydeautc nema mut be ‘operating, MAIN GEAR LOCKING MECHANISM, ‘The malc gearsare locked in the UP positon by 4 lug eneack maingearby whichengsgeta hook inthe mi ‘gearuplock, Exend position locking 1s accomplishes ty locking claws in the érag strat eylinder,. NOSE GEAR LOCKING MECHANISM, Extendedandremacted potttica locking s seommplith= ‘ed by claws in the diag strat cylinder, LANDING GEAR EMERGENCY EXTENSION. To emend the gearin cae of failure of the normal bbyéraulle sytem during flght, anemergency exenalon yywem i provided, The gear my be exended ‘manually by working the band pump when the gear ryrtem selector witch 11 placed in EMERGENCY and the cleouft breaker LANDING GEAR ie pulled, Fatlure to pull the LANDING GEARetreult breaker on the Jefe console 1a che forward ‘cockpit causes the geat to remact again whea the notreal operating lever is {a UP position, Landing Geer Indicating ond Warning System. ‘A landing gear indicator panel i inated In ex cockpit (21, figure 1-9 ard 20, figure 1-8), Three ‘ed Lights are located in the upper portion of the panel,SSHSSHSHSHSSOSHHOHSHHSHSHOHHOSOSHSOHOHHSHCOHOHHSHOSOHOOHCOOE GAF T. one foreachunitof the landinggearyrem, The lights fre umfnaed any tine the anointed ear a ming (gett unuafe warming) and/cr wlocked, fo poealifninnting vant pepe Joeke¢ in the DOWN position are cuplicated for exch gear, One set of lights (@) can be energized by turning ‘the 2-portton switch in the eater of the panel tover’y 4 lamp flamers faire of one ot more of the fire set of lamps, of the fre set does not indicate the gearia the DOWNporition. A peshto-testbuttonon top of tht swritchiswed tocheckthe {Uamen of all amps of the panel. Also in the center Is & 2+poritionswiteh which conols brighmess of all Ughts, When the gear is properly locked in the UP potitioc, all lights are decoeigized, An addidonal red waralaglight tostalied ‘nthe Ieftcomer of the forward instrument patel oni, Mlarainaces Lf one of the engines operates a: a weed below approximately 17.000 RPM and all gear are nce propery lecked fn the DOWN porition, BRAKES. ‘The brakes are actuated by the hydranlic system and fare operated by toe pressure on the upper pars of te rudder pedals. PARKING BRAKE. ‘The parking brake Is set by a T-handle located en the fastrument panel in the front cockplt. Ik provides a rears of setting the brakes for extended periods. A dual hydraulic pressure Indicator indicates on fs right ‘hand scale the pressure in the parking brake accumu- ator, f@ Simulaneoutapplication of the rudder pedals and the parking brake handle will result in no brake effect because the valves are kept in & postion wheie oo pressure will reach the brakes. ¢ tn enue of hydraulic eyttem fatlure and a hy rauLic pressure gauge indication of 110-120 hnpz only, the xecurmulator vill be discharged when the brakesare being applied once more, No steering of the aircraft will be poutble. ‘The same applies for tue pazking brake with the pressure gauge indleating enly 90 pz, while a pressure indication of appr, 250 hpz will permit appr. 29 times for emergency braking. TT-CMITORSL Seet FLIGHT INSTRUMENTS. PITOT+STATIC SYSTEM INSTRUMENTS. Tie plor-satie-operated tasruments tnchie th Anspeedirdicato, machmeser, aldimeter, and ver cal relocty ineator a follows. Alrspeed Indiestor, ‘The sinpeed indicator (13, figure 1-3 and §, figuw 1-6), located oa the instrument panel in exch cock: it, Iscalibrated in incremeatsof 10, from 60 througt 600 hots. Mochmeter, 4 machmeter (6 figure 1-3) fs lnsalled ts the fon cockpit only, The instrament is ealtbrated fiom Mach 6.41.0 direct reading, can be used to« height upto approximately 45,000 feet. Altimeter, One altimeser (18, figure 1-3 and 12, figure 1-6) is * “inmealiedoa the inrument panelin exch cockpit, The ‘mstrument incorporates one pointer for 100 ard one scale for 1900 feet, The 1000 feet {ndleaticn appears im a window, A kaod is installed below the scale of the altimeter to set barometric pressure, Yertical Velocity Indleator. ‘The vertical velocity Indicztor located ox each Inscrumeat panel (15, Ngure 1-3 and 7, figure {ndleater vertical componentof alrplane sper ou the rate of change of atmospherte presure, The instrument ix a direct reading instrument ealtbrated in feet/min, (The range of the lascrumeat is fom 0 + 8.000 feet/min max.) “CABIN PRESSURE ALTITUDE INDICATOR. ‘A cabin pressure altitude Indicator is tnrtalled on the ‘inserureat panel in the front eoelepe only (42, figure 3-0), 1 is callbraced in feet and indicates eabin presnure altitude.Section GAF T.0. YT-CMI7OR-1 TURN AND SLIP INDICATOR. ‘The 8° per second-tum and slip indicator (23, figore ArBand 14, figure 1-6) {s testalled on the instrument patel tn each cockpit, The Instruments ere supplied with 115-volt3-phase zc power trough the fasrrament inverter, EMERGENCY TURN AND SLIP INDICATOR. The aircraft is also provided witha 3" per second emergency tum ané slip indicator ia each cockpit (29, figure 1-8 and 29, figue 1-6). ‘The instruments ste’ supplied by a 4-vole dey battery aalled below ‘te rear inyrument panel. STANDBY COMPASS. ‘The standby compass located above the instrament panel on the tight side of the windshield in the frent ‘cockpit only (2, figure 1-3) ts a mandard type magnetic compass to be used as a cheek oo the ‘operationof the gyro compass synem ct in the event - cof an emergency. Reading should betakenonly dering swraightaa¢ level fight since errors maybe intreduced by tuming or accelerating. A compass cerrection ‘card incfeating deviation tf located on the right side of the forward instrument panel (48, figure 1-8). GYRO COMPASS SYSTEM, Refer_to Section IV for description and operation of the SPEREY C2A compatt ryttem, ATTITUDE GYRO INDICATOR. ‘The SFENA 7038D indicator (14, figute 1-3and 6, figure 1-6), located on the instrument panel in each cockpit, providesa constant visual indieatfon of piteh and bank atitudes, The tasrumeat has complete freedom through 36¢ degrees of rotation about the toll arisandetfective freedom of £80 degrees up or down aboutthe pitch axis, The verical-seelking gy10 of this instrament is povered by 115-vol: 3-phase ac Power supplied by the instrument ‘averter, The alt~ plane symbol may be adjusted in relation to the horizon bar by a knob located on the lower right side of the instrument, Pulling this knob permit quick ‘erection ofthe gyroto the vertical pesition, An attirude warning flag witha exceswill appeat a the upper right Portion on the dial face whea the instrument is not receiving adequate power, te G-METER. ‘The Gemeter (1, figare 1-8) located In the front cockpitonly has three pointers and 4 common wale, ‘The oucer of main pointer indicates intantareout acceleration, the midéle pointe: records maximum porltive acceleration, and the inser pointer records ‘Muaxismum oegative acceleration. The recording Polnters may be reset by means of the knob on the Inserument, EMERGENCY EQUIPHENT. OVERHEAT AND FIRE WARNING LIGHTS. ‘The engine compartments of the alrcraft are equipped with an overbeat and fire warning system, € b{- metal fle detector are installed In eachengine. ‘Two waming lights (8, figuie 1-3 ané & figure 1-6), fn cockpit will Indicate a fire or ovecheat condition, Refer to Section III for procedure to be followed if ‘these lights Muminate, ESCAPE SYSTEM. Eeeaplag of this afciaft in an emergency condittea ‘consis of unlocking ard pushing the canoptes upwards Intothe airstream, and bailing our by means of seat- {ype parachutes, No ejection seats ate provided, CANOPIES, ‘The canopies are locked and unlocked by means of the canopy locking bandle (figure 1-16) located oa the left side in each cockpit. In ease ofemergency ‘the canopies are unlocked by the sarve handle, Toe Airflow will then bring the eanopy tothe open poriien. may become necessary to push the canopy upwards byhand afterunlockingst. In ertsening froat canopy, spring-loaded spollers are actuatedand protect the pilot in rear cockpit from tke airflow, Whea closed, the canopy seal is inflated by engize ale pressre to weal the canopy frame agalat cockpit tilland windshield,CANOPIES GAF T.0. IT-CNI70R-1 Figure 1-15Section | : GAF 7.0. 1T-CM1702-1 CANOPY LOCKING HANDLE DEGONFL, = DEFLATE © ABLASSEN GONFL, = INFLATE = AUFBLASEN Figure 1-16 CANOPY CONTROLS, ‘The canopy controlsineach cockpit consist ef « canopy locking handleya knurled slider for the eanopy opea~ osttlon, a manually operated par-open handle, a canopy unsafe wamiag Ught, tn extemal canopy ‘handle for ground operation, and a square key used for ‘opening orcloxing the eanepy from cutside forpatking Purposes. A key holder is proviced on the access door to the APU receptacle, Conopy Locking Hendle ‘This handle on the left side ia cack cockpit (figure 1-16) fs used for locking and unlocking tne canopy during flightand on the ground. The handle is provided with twobuttons, One button (DEGONFL, ~ DEFLATE) mirves to releave pressure from the canopy seals, Pushing the other button (GONFL, ~ INFLATE) returns ‘button (DEGONFL. ) in ize normal petieion and eauces reinflation of the canopy sees, Knurled Slide Aloutledslicer serves asa stfety device for the canopy. ‘open position. To close the canopy, the slider must be pushed upwards by hang to bend the sat, 128 . Part-Open Ha le, ‘A small handle is installed on the forwand canopy frame in cack eoekpit to keep the eanopy ia the part- ‘pen position, Canopy Unsafe War 19 Light. ‘The red light (11, figure 1-3) in the forward cockpit ‘only will illuminate wken the cancpy of either cock Pit isnot locked. Extemel Canopy Handles. ‘The external canopy hindles (wo on each side for ‘each cockpit) ecated on both sides outside of the feselage, are folded back into the fuselage and protected by 2 plexiglass wirdow. The handles are accessible when the windows ate broken, After having actuated the hardles, the eanopy has to be lifted te gain access tothe cockpit. A stieamlined edge on the lower eancpy part provider + hold for lifting the frame,GAF T.0. 17-CMI70R-1 Section SEAT 1 Shoulder Hamess 2 Sear Belt 3 Hames Buckle 4 Retaining Device exsccesoe Figure 1-17Section | GAF T.0, ITCMITOR-1 \ lever Push Button hatchet Dow-Shaped 5 Position (Holes) Catch Elastic Cable A\\ \ Piece Sa) / NEAT SEAT ADJUSTMENT DEVICE Yen \ Figure 118 SEATS. ‘Theseatis arcanged fee ute of 2 eeat-type parachute, Heightofsear can be adjustec by a lever located of the right tide of the sear. A burton installed on the lever hasto be pressed before the lever can be moved up or down. When the bution is released the seat wil remain in the selected position, Fourhomessstraps are fastened en the seat bucket and touted to a quick discennect fitting, A retaining €evice on the alt side of the teat bucket keeps the 130 . pilotein their soats when the retaining device tr loeked, Unlocking the retaining device by means of 2 handle attheleftcomer of the seat bucket front side enables ‘the pilets to move forward again, AUXILIARY EQUIPMENT, Auxiliaryequipmert, including cockpit alr eondition= ‘sngand presurizationsystem, oxygen system, lighting ‘ee. Is decribed in Seetion IV.GAF T.0, IT+CMI7OR+T Section EXTERNAL SAFETY PINS, CLAMPS,LOCKS, AND COVERS Pitot Covers © Att Intake Cove Tall Plpe Covers Empennage Locks ‘canopy Cover Note Gear Ground Staite Presure Main Gear Ground Afleron and Wing Flap Locks Safety Pin Airlnlet Cap Safety Clarsp ee Figure 1-19Section | GAF T.0, 1T-CHI70R-1 ERVICING DIAGRAM uid Fw French NATO Fact Ate 9407 Fevoge-4) | wat-y-s624 ‘DERD 2486 AVTAG) | For aiternate we : FessaP-1) | | | | | Engine OL Augs2 | 6-198 DED 2418/0 | coun) | Hycraulte on Atr 3820 H-515, | MiL-H-5606 DID 585 | | (0M-26) De-teer Flutd Asso | ser7 | nanber-S 66 Geepropyl Atcotal) Oggen Spec. B8-0-823 APU + 28 Volt | EXTERNAL WINDSHIELD DEFROSTING 1 Pump 2 Defrosing Tube 8 Isopropyl Aloohol Reservots Figure 1-20 (Sheet 1 of 2) 1632 + eeeeeseaegoauae egooguaeuaacoeoooae eooaeoeooooao oo oeooeooeeeee eee GSOHOHOHHSHOHHHSHHHHHHHHHHHHHHHOHHHHSHHHHHHEHOCOOS GAF 7.0. IT-CMI7OR«1 (Olt Reservoir Filler Cap Tip Tank Filler Cap APU, Access to Hydraulic Syitem Reservott Onygen Filler Valve ‘Access to Battery Tip Tank Fille: Cap Figure 1.20 (Sheet 2 of 2) Section Fuselage Fuel Tank Filler Cap ‘opropyl Alcohol Reservar 133Seetion | GAF 7.0. IT-CUI7OR«1 EXTERNAL SAFETY PINS, CLAMPS, LOCKS, AND COVERS. The omeral safery pins, clamps locks and covert (figure 1-19) that shouldbe removes before fight ae ited below, a, Phot coverts), b, Engine air intake duct covers (evo) = One each duet 134 fe. Tall pipe covers (two) = One on each side. ee Nese gear ground vafery pln, f, Static pressureair Inlet exp (ove) ~ Oue oa e¢ch see, fs Mala geur ground safery clamp (fv) = One euch main gear, 1. Alleroa ending flap locks (eve) + One on encGAF T.O, IT-CMI70R+1 Section SECTION II NORMAL PROCEDURES TABLE OF CONTENTS reer : clino Desee Lanaing | Go- Around one ach-and-Go Landings After Landing Check Engines Shutdown PREPARATION FOR FLIGHT. formation to complete the proposed mision, willbe FLIGHT RESTRICTIONS. Appendix I of this Flight Manual. Refer to Secties V for all operation limitations CHECKLIST. FLIGHT PLANNING, tn feviatee checklist 6 publi Preflight planaing dete, auch as tskeoff performance, F T.0, IT-CMITO-CL-1, re data, ant other performance in oa SOHHSSHSSHHSSHHHSSOHSHSHOHSHOHSSHSHSHSHHSSHOHSHHSHSSCHOCESESESection I! PREFLIGHT CHECK. (on base: where ground personel is rot completely familiar with your alrrafiy make sure that post ight and preflight inspections ate accomplished fa accor anes with the ‘Technical Manual of Inspection Requirements. BEFORE EXTERIOR INSPECTION, 4, Form 781 ~ Cheek A/C satus, servicing, ané fil in, 2. Pitot caver - Remove, 3, Penoazel equipment - Check, Makesure that personnel equipment, parichure ames, mask and helmet ate fa a good eondition, Front Cockatt, 1. Ignition buttons - OUT. 2, Fuel handles = CLOSED. 1 one orboth fuel bancles were act fully closed, drain engines. 3. Gesrhandle - DOWN. 4, Emorgeney gear-up burton - Secured, 5, De-Icer-check before IFR-flignt - Quantity and funetfon, then lock. 6. Oxygen - 9/¢ Minium, 7, Parklag brake ~ set, ELECTRICAL SYSTEM, 8, Main circuft breaker ~ IN, 9. pamery = ON, 10, Voltmeter reading + 25,5 V. 1, Fuel Indication ~ Check fuel indicator for proper readi 12, Pitot heater = Warm up. Check function of pilot neater by operating picor Beat switca (Light out) and check pitot tubes for warming up. Openings free. 22 + GAF 7.0, IT+CMI7OR-1 13, Lanéing-, position- and eockpit-lights. = (Check (for Night and TFR), 14, Battery - OFF. Rear Cockpit, 1. ignition buttons = OUT. 2, Fuel basdies ~ CLOSED. 3. Gear handle - DOWN. 4. Emergency gear-up bution - Secured. 5. Oxygen ~ 3/4 Minimum, ELECTRICAL SYSTEM. 6, Phiot heater - Warm up, Te Cockplt lights = Check (for Night and IFA). Reor Cockpit (Sele Flights), 1, Cockple * Check, (Loose items, equipment, took, ete.) 2, Hamess, oxygen hore, and radio lead Secured, 8. Oxygen ~ 100%, Check “SECOURS" position (Emergency) and aviteh ful eff, 4, Cabin seal-button - IN, 5. Fresh alr veat - Cloved. Canopy ~ Closed and locked. EXTERIOR INSPECTION. eeform the exterior inspection at outlined én figure 2, Note ‘Check a sorew slots for alignment ‘with respeccive red marks on alt- craft. Nose Sectior 1, Static por left tide - Free, 2, External canopy bandle left side - Check, ‘Check condition of plexi glas: and the two release handles visually. eaeeeeeoeeeseegeaeeogoaeoooae sea ooaeonooeoooooooooooa oo oeesSHOCHOHHHSHSHHSSHHHHHSHHHSHSHSHHHOHOHEHOHOHHHHHHHOOEES GAF 7.0, 1T-CMI7OR+1 Sector | . EXTERIOR INSPECTION THE FLIGM CREW EXTERIOR INsrECTION PRoce- DURES ARE PREDICATED ON THE FACT THAT MAINTENANCE FERSOIDEL HAVE COMPLETED ALL Post FLIGAT AND PREFLIGHT REQUIREMENTS OUTLINED IN T.0. IT-CITOR=2=1. THEREFORE, DUPCICATE INSPECTIONS BY THE FLIGHT CHEW kot WHILE MuKING EXTERIOR SPECTIONy CHECK ALL SURFACES FOR CRACKS, DISTORTION, LOOSE RIVETS, AND DAWG CHECK FOR FUEL) OL, AND HYDRAULIC LEAKS) ALL cROUD SAFETY LOCKS REMOVED. tgs smn, oct cy ca a Ue, eee ran Hear he ciee Ser nae see tae RAL CONDITION, AND SHOULD FOLLOW ne Earl 24Section I 3, Landing ight - Coudittos. 4, Nowe wheel - General condition and slippage mers, | 5. Strut ~ Extension, Check for proper extensien, 6, Shimmy damper - Engagee, 7. Nowe vbeel door ~ Condition, Creck for Atstoriioa, 8, Static wire - Ground contact, ©. Inspection plates and gun ports - Closed, 10. Oxygen shuteoff valve - Secured, Valve it secused in the openpositen and must not be adjusted, La, Fresh air vemts (2) ~ Closed. 12, Static port right side ~ Free. 19, Extemal canopy bandle right side - Same as sett, Right Wing and Landing Geer, 1. Alt intake cover = Removed. 2, AMt intake + Clear, (Check visually for foreign objects.) 3, Inspection plates ~ Closed, 4. Shockstru extension - 5cm min, for an air- craft full of fuel. 5, Fairing door and 9 rollers 4. Tice ~ General coadition and slippage marks. ‘1. Hydraulic lines ~ No leakage A. Wheel = Chocked. + Condition, 9. Wing sfiee + Centon. 10, Speed bakes ~ Fas, 1, Poston up ~ Conde, 12, Tiptank - Full. 2. Capetor. b. omelon cover open, Ground erew wil clove cover during tank pose ckech. co Check fuel emergency dump bole tobe fe, 4. Check ip tsk for conden, 13, Aileren contol lek + Bemoved. 14, Wing flaps - Distortion Clearance 2 mm, Check the wing flapr locked up and the 2 mm- clearance by moving the flaps leterally, 24 GAF T.0, IT-CMI7OR-| AWE 1g (Right Side), 1, Radio glass cover ~ Closed and locked, 2 Antennae - Conéitten, 2. Engine cowling and fuselage access doors ~ crores, 4, Tall pipe - Clear, Remove tall pipe cover and check for cracks and wrinkles. No off o¢ fuel puddles under A/C. Note Incase of puddles fire department fs to be notified. Tal] vbeel and keel plates - Condition, 41, Tall plane control locks - femoved, 2, Controls ~ Operation and condition, Check ruddevator movement and the operation of the artificial feet springs, 3, Tm tabs + NEUTRAL Hands off tim tabs, 4, Tosttion light - Condition, 15, Inspection plates - Closed, Aft Fuselage (Left Side), 4, Check same as right side, 2 olitank ~ Quantity and closed, corer weoured, 1. Check same as right side. 2, Fuselage tank ~ Full and clored, cover se- cured, SOSSSSSSSHOSOSSSOSSOSSOSOSSOSSSOSCCSCEOOSCESSSSOSeCESSESESCPHOHHSHSHHHSHSHHHSHHHHHSHSHHSHOHHOHOHSHHHHHSHHHKEHHOSS UAT 1iUs HOLM E/UROL Sectier INTERIOR INSPECTION, Switches are ON, when they are either in the wp, Toward, ot outward postion, Front Cockpit, 1. Seat and rudder pedale = Adjust, 2 Harness - Fasten and adjust, Check evaining device for operation. 8, Flight controls - Free and proper movement, 4, Chroult breaters leftconole = mi, 5, AUlLightawitenes - OFF, a. Emergency cockpit light switch, b. OV-tight theortat. © Console light switch, 4, Position ght switch, fe. UV-light switch. ( Landing-and taxi-iight switeh, 1g Standby compass light switch, I. Radio~ and RC-Light rheostat, 6, Cabin pressure switch ~ CLOSED, 1. Throttles - OFF. 8, Fuel handles - CLOSED, 9 Seal button - OFF, 30, Landing gear system selector = NORMAL, ML, Speed brakes - Extend by emergency system, then switch bask to acemal rystem, 32, Emergency turn needle switch - OFF, 18, G-Meter - Check +15, 14, Nain circuit breaker - IN, 35, Radio master sviteh = ON, 16, Radio and ratio compass - OFF, a. Channel - Preset, b. Volumes (Radio and BT) - ON, Radio operation selector = *N" (norma. 17, Tip tank dump switcher - NEUTRAL, 3, Stance switch = NEUTRAL. 19, Circuit breakers right console ~ IN (weapon heck, 20, Onygen and radio - Connect and PMeciipe Check, 21, pacery - ON, 22, Check gts (ght fying position f applicable): 4, Landing gear @ green). 4b, “Canopy tight. c Pltor heat ight, 4 Generater warning light, 28, Push Tests ‘a Landing gear (eeond system and @ red), 1b, Fuel low pressure warning light (booster pom). Landing gear waming light. Fire waming lights (2). et tow level warning Ligh. Starter light, fg. Fuel dump lights 2). By means of 1 + ne eo push butions aft of the fuel dump switcies, Rear Cockpit (Dus! Flights), 1, Seat and rudder pedals ~ Adjust, 2 Hames: - Fasten ard adjust, & Conuols ~ Free and proper morement. 4. Upht witches - OFF, a Emergency cockptt light eviteh, 1b. Uvriigherheostat, (& Console tight sri, Seal button - OFF. 6, Emergency tura needle svitch - OFF. “ Faélo end ratio compass - OFF, & Changed = Preset, b, Volumes (Racio ant 81) ~ ON, e. Radio operstlor selector - *N* (normal). 8, Oxygen and radio ~ Connect and PMaCripe 9. Cheek Lights: a. Landing gear (5 green). b, Pitot heat light,DANGER AREASPCHSCHCOHHOHSHOSHOHSHHHHHOHOHHHHHOHHHHOHHHHHOOHEHLOOE GAF 7.0. 1T-CMI70R-1 Section Rear Cockplt (Duel Flights) (continued) . © Generator warning light, 4, OW low presuze waming ight, 10, Push Tests Landing geat (second gystem and 9 106), 1. Five warning lights @), STARTING ENGINES, Be sure that the danger areas are clear before starting. (See Figuse 2-2,) Note Left engine will be stared first, 41, Engine intakes - Clear. 2, Fire guard ~ Oe left side, 42, Throtles and fuol handles - OFF, 4. Starter setich ~ LEFT (check Light on), 5. 1.200 RPM: ‘2. Ignition button = PUSH and HOLD (max. 30 seconds), b, Two (2) recone Later: Fuel handle + FULL OFEN, ‘c. Within ten (10) seconds: EGT increase of 100°C ~ Release ignition burton and ‘check button OUT, Xf the Ignition button sticks, ent off battery and close fuel handle, Note Exkaust gas temperature must read 100% ‘more than EGT indication before starting the engines. I Engine does net turn with Starter: FECHECK: Tuotle - OFF, ‘Ttorde has to be in the fully rear potition (closed) to prevest dlsengage- ‘ment of starter, (Clreuit breaker - IN, 6, Staner switch at 5,000 RPM = NEUTRAL ight ou. 7. Afver tebilization; a. RPM = 6,500 mm, >. EGT = 450°C appr, 8, Throttle ~ 19.000 RM, 8. Generstor waming light - OUT, 4. Stars with banery = 1,500 RPM appr, b, StarE with APU If APU ls disconnected, 10, Pitot heat ~ ON (Light out, LL, Attinde indicator ~ Cage cautiously and switch ON. 12, Gyro-compass - ON, select "KREISELKOM- Pas 18, Radio mata witch - BOTE (VHF). (Fot VHF ecuipped A/C = ON.) 1A, Start right engine same as left engine, 415, Cabin pressure - ON (full warm, then back. as desired), 16. Wateh for Tiptank Pretture Check, UNSUCCESSFUL STARTING ENGINE. INDICATION: No increase of EGT after ten (19) seconds of ignition, 1. Ignition button = RELEASE. 2 Fuelhandle - cLost, 8, Starter evitch ~ NEUTRAL 4, When engine stops - DRAIN. 8, Afr at leat thee (9) min. = RESTART. 27AFTER STARTING ENGINES. FRONT COCKPIT. 1. APU + Disconneeted, (Recheck batty OX), 2. Speed brakes - IN, 8. Flaps = OUT-IN-36', 4. Tim = 10+ s8-0, 5. Radio compan LOOP, ANT, COMP (volume). Note Before switching to the COMP-poultion ‘um volume down, Canopy - Closed (warntag light CUT). 1, Vouumeter = 28,5V.40,6 ¥. 8, Hyéraulle presne + 260 HPZ, (Normal and ‘emergency rystem). 8, Alrsped indleater - ZERO 1 hydraulic pressure on exter iystem ts below 250 HPZ pcr Might, do not take off, 30, Attitude indicator - SET and erected, 31. Compass ~ Synchroaize (check against wandoy compass), 32, Vertical velocity indicator - ZERO, 39, Eagine instruments ~_ Ih THE GREEN, 34, Altimeter ~ Set to flelé ele Aference of mb-resding.) 35, Clock + Set and running, clon, (Nore. REAR COCKPIT (DUAL FLIGHTS), 1, Canopy - Closed (warning Light OUT). 2, Ainpeed indicator - ZERO, 8. Attinade indfeater - Set and exected, 4, Compass ~ Check agetnsr standby compass, 5, Vertical velocity Indicator - ZERO. GAF 7.0. IT-CNI7OR=1 6, Engine instruments ~ IN THE GREEN, 1, Altimeter ~ Set to fleld elevation, (Note difference of mb-reading,) Clock Set and running. TAXI CHECK, The Fouge CM 1108 i not ecuipped witt now weed feeering, The Umit of nose whee! cravel ithiry degreesetcherside ofcenter, Any imetusare mide, tse the brake only, The use ofthe rudder has no effect tt normal xl speed, Taxi tie sould be cut ro an abyolute minimum: Every minute on the ground requires approximately sx lters of fee! wich the ea pines at 10,000 RPM. Wheel chooks + Removed. ‘Area infront of A/C ~ Clear, i. Parking brake ~ Release. 2. Power = Advance to max. 16,€00 RPM, Check throste frierton, Note [Normal tax! power secing will be 110,000 RPM, 3, Braker + Check before turning. 4. Flight intruments + Proper teadings, A, Tum needle + Operating, (2) Ball - Free, , Emergency tum needle - Operating. (2) Bal + Free, (2) Switch - OFF. ce. Gyro-compass and eandby compass ~ Proper movement an sneseatien, 5, Flighteontiol: - Check for proper movement, 8. Speed brakes = IN, 1. Flaps ~ Ser at 36 dege 8. Tim - ZERO, 9, Cabin seal button = IN, 10, Orygen = 160%. ML, Shooter harness = Locked,SPOHHOHSHSHSHHHSHHHOHSHHHOHHSHSSOSHHHSHHSHHHHHHHSHHOHHHOHE GAF T.0, IT-CMI70R+1 Seett 19, Warning lights - OUT. 13, Temperatures and pressures - NORMAL. Mote During cold weather cperation when oll teraperatue Is below 20°C, de not exceed 16.000 RPM, ENGINE RUN UP. Aline the airerafewith the Tare go that the note wheel will be centered, 1, Brakes = HOLD, 2. Full power = 22.600 RPM. 3, EGT - 565'C max. 4. Temperatures and presses ~ IN THE GREEN, 5, Gyro-compass - Cheekwithmnway direction, TAKEOFF. 1, Brakes - Release, 2 Aimpeed - 110 KIAS (safe alrbome). If too much back pressure is applied, 4 too high pitch attitude result which materially extends takeoff roll, the takeoff speed i reduced, and the ability to remain airbome and accelerate to climb speed ts doubtful, CROSSWIND TAKEOFF, NotmaLtakeot procedures are uted for mote erosswinds ‘encountereé, Hold wulficient alleron into the wind at maintain dliectional contol. Hod the nove wheel on the ground until nose wheel Ift-offspeed is reached. When take-off speed is atained, make the pull-off definietoaveidside-skippingas the alterat became: sisbore, AFTER TAKEOFF. A, Landing gear - Retact at a mintmum of 11¢ KIAS, (Do not brake wheel). 2 Gear indicator lights ~ OUT, 3, Flaps ~ UP (min.120 KIAS and 100 ft AGL). 4. Oxygen = NORMAL (1.000 ft AGL). Note © Aftertakeoff froma wet-inow or sluth covered ronway, operace the landing gear and Maps, Af practicable, throvgh several complete eycles wo prevent thelr feezing, © Atter takeoff, elim strarghr shead 10 ¢ ininimam aleitade of 1,000 feet shove terrain, peed sn i ‘CLIMB AND CRUISE. CHECK PERIODICAL (cach, 009 and after Ievel- off 1, Heydrautic pressure = 250 HPZ, 2 Erleetrie system - 28, 8v-46,5 ¥. 8, Fruel + Tip ants feeding or fuel quantity. 4. Onrygen = Contents bilsker working, 9. Esngine insruments = IN THE GREEN, Note Above 10, 009 frehesk cabin altimeter additionally. Note 22,600 RPM is Limited to fifteen (16) minutes operation, Then throttles back to 91,760 RPM, This engine ipeedis Limited to thirty (20) minutes,SPHOSSHHSSHHHSHHHSHSHHHSHSSHSHHSHHHSHHOHSEHHHHHHHHHHEOESE GAF T.0. IT-CMI7OR-1 Sette DESCENT. Fordesceatatthe same ot lower altspeed than used in iralght-and-level ight, the power mus be reduced 4s the descent is entered, In dives the power is left constant and the pitch attinude 11 adjusted toartaia the desired airspeed. BEFORE LANDING. ‘A 880% tandard overhead Lancing pattem (as thownon figure 2-8) shoulé be accomplished as follows: 1, HEFOE-Check ~ Perform, Entry Leg. ‘The teitial approach portion of the traffic parteza will be entered fioma angle, Watch for dif and make ‘Recessary correction so that the desired 45° track along: the grourd will be maintained, Refer to diectional Indicator to assist 1a correcting for knewa wind, 1. Almpeed - 220 KIAS, 2, Aldine = 1,500 fe AGL, 3, Power ~ Approx, 16,000 RPM, The speed brakes may be used momentarily to Atuipate excess airspeed, sf necessary. ‘The initial approach is made into wind 1,500 feet shove tenain in the same direction a te Lending runway, Itbegineata point tee nautical miles from the runway and terminates atthe pitch point ever the landing end of the rinway, The tum ffom the eaty to the Inielal approach shoud be at leat a mediem~ banked tam withthe collou executed so thatthe ground teach will be aligied with the center of the runwa ‘The wun onto the Inilal approach will normally be {nthessme direction as the tafe partern. he Atrspeed - 220 KIAS, 2, anitude = 1,900 ft AGL, Break, ‘Over the approact end of the runway, 1011 smcothly. foto a bank of appr. 60°, 1, ‘Thworeles - 15,000 RPM, 2, Speed bake: - OUT. Continue a level 180° cur to the downwind leg. Note Abeadwindwillincrease ground speed on the downwind leg, we pitchout tum should be started farther down the runway thas fora imvind, Arallwind bas the reveneeffect, so the plictout should be sured before reaching the inway. Downwind, When the ainpeed 16140 KIAS on the dewawind leg sccomplish the folowing: 1, Landing gear - DOWN, 2. Flaps - DOWN at 180 KIAS. 3, Hydraulic pressure - Check, Use power as necessary so maintain altide and a mistmom airspeed of 130 KIAS, if t is necessary to ‘exteod the downwind Jeg before starting the Bose Leg « Finel Turn. ‘During the 160° tum to final approach, the bank may bbe varled up to a maximum of 45° in erdet to rollout 4n line witt the runway, 1, Alnpeed - 120 - 120 KIAS, Note Gradually decrease ainpeed during te fiat tum, using additional power, If requized to adjue the ite of descent and mainaia a elreular fight ph, 24GAF 7.0. 1T-CMI70R-1 SECTION Ill EMERGENCY PROCEDURES TABLE OF CONTENTS Page Invoduction an Ground Starting 32 Engine Failure ...., a2 Festanting Engines During Flight 33 Bailing Our Versus Forced Landing . a5 Forced Landing .... 2 85 Te eeeeee at Bail Out Be Landing Emergencies a-10 Ditching .. seit Hydeavlic System Failure an INTRODUCTION, ‘This seotion includes procedures to be followed to cotrect an emergency condition, The procedures, If followed, will ersute safety of the crew and airplane is accomplished, Multiple emergencies, adver weather, and other peculiar coadttions may require ‘modification of these procedures, Therefore, iti essential dizt aircrews determine the correct course of actionby use of commen tense and soand juelgmene. Section til “@ eco ysem Fae oH hel gem Fite ou Oi! System Failure IND shag Air Conditicning and Presurization System e sol MALLUnction ee eeee e+e Cockpit De-leirg Malfunetion Jeing of the Pressure Compensating Fabric Between Alleton and Wing... os tiem Scores Emergency esis ar Bust C2000 cesses etd Onygen System Maimeri vsscsccceoneueee MQ Procedures appeating In bold face capital lecters are considered critical, Procedures appearing in small letters are considered noneritical. Each is defined 25 follows: CRITICAL, Those steprof procedures which must be performed immediately widioutreference towsicten checklists, These critical seps should be eommirted to memory. NONCRITICAL, All otherstaps ofprocedure where= Inthere sme avaflable to consulta checlaiix before attempting to alleviate ar emergency condition.ee SOSOHOHSTSHHHOSHHOHOODOOSSHOSHOHCOOLC CORSO HOE® ‘Seetton tit ‘Fo assis; the pllct when an emergency occur three EB taierotesareentabichee which apply co most emer gencles occuring while attbome, They should be remerbered by each alcrew member. The rules follow: A, Maintala alreraft control, 2. Analyze the situacion and take proper action. 9, Land as toon at practicable. GROUND STARTING FAILURE. Wan engine fails to stert during ground start, ebut off the fuel supply immediately. Allow the flow of air 10 coatinue for approximately 30 seconds, of until all ‘aces of combustion cisappear, ‘Then Investigate the ‘cause ofthe failure to start before attempting another start, ENGINE FAILURE. ‘With one or both engines winémilling. 900 KTAS muitactbeexceededtoarold suuctural damage. ‘The majority of Jet engine Namecuts axe the renult of, ‘improper fuel flow caused by afuelsysterm malfunction. The inszuments Will normally provide indieatloasof fuel sysem failure pricr to and curing actual engine Hlameout, If flameout is cawed by malfunetien ot mismanagement of the fuel system, and if me permits, an alr start can usually be accomplithed, If ‘he failure dscaused by an obvious mechanteal failure within theengine, an sirstartshouldnetbe attempted. During parcialpower fature the eagines should not be shutdown unlesethe pllorfinds he cannot maintain the exhaust gar cemperature within Limits, With partlal powerfailure, ft is easier to keep the engine running ‘han (0 restart S . ONE ENGINE FAILURE DURING TAKE-OFF, ‘The failure of one engine during take-off will result fn a hacdly noticeable yaw effect independent of the alrspeed even if the operative engine runs at max, ROM, This yaw effect can easily be compensated by ‘oneilde braking until flight conmols become effec~ tive, Lee, at 40- SO KIAS, Then use the rudder, ‘Ths, in case cf failure of one engine, the minimsm 32 GAF T.0. IT-CHI7ORe1 control velocity (flight controls become effective) is of no importance for a successful takeof. ta exse of pudiies on the ru be splashed up by the nove wheel and sucked limo the alt intakes causing flameout of oxo orbothengines. Iftakeoff nas to be conanued (depending en temaining runway length, ait- specdete,) close fel handle of carresponciog cogine, wait minutes, and accomplish air= start DOUBLE ENGINE-FAILURE DURING TAKE-OFF. If complete power fallure occurs during take-off ‘ABORT. FLAT TIRE DURING TAKE-OFF. ‘The pilot willnotice askip to the side of the flat tse: 1, Take-off ~ ABORT IMMEDIATELY. 2, Tworle + OFF. : 8, Wheel ‘brakes ~ Apply brake of the intact wheel. 4. If the aireraft should skip off from the umway = CLOSE fuel handles immediately and switch off battery. ENGINE FAILURE DURING GO-AROUND MANEUVERS. ‘Ago-around menewerwithonly one engine operative avery difficult because the aircraft accelerates very slowly with gear down and flaps and speed brake: extended, Therefore, donocextendwing Mapsto more than 15", Donct conduct final appreachwith the speed brakes extended. Left Engine Inoperative. 1, Right engine = TO FULL POWER, 3, Speed brakes = MI, 3, sufficient bydraulic pressure is eft - RE ‘TRACT LANDING GEAR. (The landing gear has then to be extended by the emergency extension system.) 4. Wing Maps - RETRACT above 800 feet,GAF 7.0. 1T-CHI7OR-1 Right Engine Inoperative, 1k Left engine - TO FULL POWER, 2, Speed brakes = IN, 3. Landing gear ~ RETRACT. 4, Wing flape + RETRACT above 800 feet, In case of one engine inoperative, landing gear down and wing fapsextendedto 15%, the alrcraftwill remain controllable. The optimum ellmb speed with one ‘engine inoperative and wing flaps extended to 35° Is 20 KIAS (600 feet/min.). The optimum climb speed ‘with one engine inoperative and wing aps retracted is 140 KIAS (1,090 feer/min.), ONE ENGINE FAILURE DURING FLIGHT. Note ‘The generator and the hydraullc pump are ddiven by the left engine. In case of failure fof the left engine, extend landing gearand operate the speed brakes ty means of the ‘emergency syem in order to conserve hy- ‘draulic and battery power, Proceed as Follows: 4, Fuel handle = CLOSED. 2 Throcle ~ OFF. 3. Give EMERGENCY CALL, 4. Artempt AIRSTART, ‘The flight with ote engine causes practically no yaw ‘fleet. Aslight yaw effecthar to be considered st hlgh APM and low airspesd only, {,e, 1m case of fatlure duringtake-off, go-around, and climb maneuvers. In these cases Ir cam easily be compensated widhthe rudder pedals, . DOUBLE ENGINE FAILURE DURING FLIGHT. 1, Fuel handles - CLOSED, 2, Generator - OFF 3. Give EMERGENCY CALL, 4, -Amtempr AIRSTART. 5. Oxygen diluter ~ 100%, 6. Landing gear - EXTEND (use emergency ex- easton system), 7. Below 10,000 feet altitude = DEPRESSURIZE cabin, Section N@ RESTARTING ENGINES DURING FLIGHT, fa Mameout occurs that {s not accompanied by fle, explosion, overheating, serong fuel fumesinthe cock” it, heary vibration, of otter conditions indicating mechanical or materiel fatlure, an airitart ehould be success, Engine flamecur in flight is usually causes by one of the following conditions: A. Pomp failure, b, ue! supply system malfunction, c.” Filter stoppage etc. Nete Ik i extremely important to conserve battery energy sotaat enough power will be available forthe ignition, fueltransfer, radio operation, ete, If time permits, umecesiary electrical ‘equipment should be tumed OFF se econ at the flameou: occurs, AIRSTART. # Do not use starter. Never uy ro reaart a blocked engine, Nete Best altitude forairstarisbelow 20,009 feet, 4. Fuel handle and throttle - CLOSED, I efe engine ts inoperative: 2 Hlectrieal load - REDUCE, 9, Almpeed - Appr, 100 KIAS, 4. RPM ~ 1000-1200, 5. Clock = ON (to check seconds for ignition). 6. Ignition button = PUSH, 1 Fuel handle ~ OPEN (SLOWLY), & Obierve EGT and RPM = RISING within 30 steonde. 8 Above 9C0°C EGT - RELEASE ICNITION BUTTON, 10, Tote ~ OPEN after sabitizatton of RPM, Note IEGT dees oot increase within 20 seconds, release ignition button and close fuel handle. Wah 2-3 minuer, dexend to a lower altinude and ty again,GAF 7.0. 17-CM170R-1 Section Ill GLIDE DISTANCES WITH DEAD ENGINES q : 5 ‘AUTITUDE-FEET 27000. o¢e dcrmones HS Distances iMNMTO 4-toW REY PoKnr~ WtoanMst. Figure 351 eee zGAF T.0. IT-CHI70R-1 MAXIMUM GLIDE DISTANCES. ‘The fighe characteristicsof thts atrplane withdead en gines are normal and rapid trim changes arenot necessary. The recommended glide speed witha seized ‘of windmitliag engine tx 140 KIAS. (See figure 3-1.) ‘This speed should provide a windmlld RPM. of appt. 3000-1200 RPM which is sufficfentfor alr sarting. ‘A gilce speed of 140 KIAS Js opcimum for full fuel oad, It ig not necessary to change the glide speed according to fuel load, Glide ratio fs approximately 38:1. BAILING OUT VERSUS FORCED LANDING. Seceuse ofthe many varlables encountered inaa emer~ gency, the deeisien to attempt a flameout landing or tobslloutnsc remain with the pllot, It ts impossible toestablich s predetermined set of rules and instructions whichwould proride ateady-made decision applicable toallemergencies, The basic conditions liste below, combined with the pllot's analysts of the condition of the airplane, type ofemergency, and his proficiency, are of prime importance in determining vhether to atcempta lameout landing orto abanéon the atreraft, Theye variables make 2 quick ard accurate decision difficult, ifthe dectsionts made to bail out, the pilot thould atempt to steer the airplane tovard an area where the possibility of injury cr damage to persons fo property will miaimized. Before decision Is made to attempt = flameout landing, the following baste requirements should be considered: 4, The pilot has eatisfactorily completed simu ated flameout approaches in this airplane, >, Flameout landings ouldonty be attemptedoa a prepared of designated sultable surface. cc. Appronches to the runway are clear, Mote Noatemptshoulbe made to land a flamed ‘outaisplane at any fle1d whose approacies are ‘over heavily populated areasif a suitable area it avaflable to abandon the alrplane, 4, Weather ané terrain conditions must be favor~ able and mustnothamperthe establishment of a proper flameost landing patern. Note Flameout landings at aight or under poct ighting conditionsshould notbe contemplated regaidiess of weather ot field lighting, FORCED LANDING. 10 toed andigs shold be made withhe gour @ nended. Howevet, ft el Become neces) ta {end gearups suchas in engin flare on tact, he @) Pl bce hie fovaté agus healer amen Withgearapy the sta wil elie for ome tlxance on the fuselage, Wea 1 Ops, abandon te uct and say a leas 800 fe avay. Whenever tle permit getthe gear ova, The landing gear was but @ fo wtasaad thls, Tues ean be replaced ead If @ ‘own out. Aforeed landing procedure aczomplisied ts follows: 1. Excesive speed ~ CONVERT TO ALTITUDE, 2, elect the next stable fled, 3, Ainpoed = 140 KIAS. 4. Onygen ~ 200%, 5. altitude an tae permits 2, Tiaasmit on GUARD ~ MAYDA. b. ive poston separ. oe, Nani of emergency. 6, Attempe AIRSTART ~ DEPENDING OW ALTI- ‘TUDE AND CIRCUMSTANCES. 4, Shoulder hamess ~ LOCKED, IF AIRSTART UNSUCCESSFUL: 8, Fuel handles = CLOSED. 8 Generator - OFF, 30, cabia fees). 1, Air vent > OPEN (when below 10,000 feet). 32, Tiptanis = EMPTY, 13, Try toestablish « forced landing pattern, 14, Gear + DOWN (by emergency system) when! field assured, 115, Hydraulfe pressure - CHECK, 8 16, Flaps and speed brakes - AS REQUIED. 1, Final: @ 4. attery ~ OFF, e >. Speed ~ 210 KIAS (if flaps are lowered). Generator and fuel handler > RECHECK @ OFF. a, canopy ~ Jention (if leaving ninway @ anincentionally), 18, Normal touchdown. fal button ~ OFF (when below 10,000, 10, Emergeney brake, tf necessary. Further airrtans maybe attempted, s¢ sufficient al tude remains and efreumerances permit,GAF T.0. 1T-CMI70R-1 TYPICAL FORCED LANDING PATTERN. Convert excessive speed 10 Locate fault, alinie, Select nearest Asean if suitable field, Glide with OXYGEN 100% ‘elreumstances permit, 140 KIAS. , EMERGENCY CALL, tock inoulcer bamess FF AIRSTART 1S UNSUCCESSFUL: oe 1 ‘Ctr overhead the field with 30-40" bank, FUEL HANDLE ~ OFF Aispted 140 KIAS, consider wind effect, GENERATOR = OFF Los: appt, 2,000 feet per 360° turn, CABIN SEAL BUTTON - OFF Am VENT. ~ OFEN BELOW 10,000 FEET, Fotwed landing pattem: ear down by emergency before reaching face wack shape, high key point when field assed. speed “Tum: with 20-30" bank ‘brake emergency switch to EXTEND Alnpeed 130 KLAS, C0 CCOHCHFCHHCEOOHHHOCOEOOE (Causfahren™), we ‘HIGH KEY POINT 4,800 fee abore field, Check ite, Wes 3,000 feet above feld, Iyéeaule pres, Wbes wing 5,000 et ‘ape, act more thin 20°, ‘Reduce airspeed to 130 KIAS, DASE KEY PontT —______-| 1,006 feet above field, Consider wind effect, igh Key point outide pare OPEN, Canopy - JETTON, 4, Batcry and generator - ON, 5, Monkor rolemeter for low reading whiieruning@) ual on ene at time, 6, Defective unit + OFF. 7 LAND AS SOON AS POSSBLE, SMOKE IN COCKPIT. ‘Smoke in the cookpit may be caused by cll that wa spilled dustng the postflight or during mi for ie may retul: from the oll filler eap coming off ‘This type of smoke is generaly Ught grey or whi andlenoeante forimmediatealarm. If theres smo In the cockpit, proceed as follows: ‘eeo0eoBA outlet of the heating system: 1, Tum cabin preesire sviteh to WARM, smoke - (rater vapor) will disappear, : F SMOKING DOES NOT STOP: ; 2. CHECK fire warning ight ane EGT, 4. Cabin pressure = OFF. 4. Cabin ea button - OFF, 5. Me yeat = OFEN, 6. LAND AS SOON 45 POSSIBLE, 1. Canopy JETTISON (f necesary). Other sources: Follow FLECTRICAL FIRE PROCEDURE. Wamoke inthe cockpit is caused by a short fn - the elecirical wiring, tum allthe electrical eqvipment OFF. Tum oa the battery and generator switch, Tum on the elecctically ‘operated units ore at 2 time and monitorthe voltmeter until the malfunctioning unit, ot system, {s located, Lolate the unt from the electrical ystemaad lend as soon at pessible, BAIL OUT. Ifthe dectsionhas beea made to abandon the airplane In flght, escape should be made as follew 4, Watutude and me permits 44, ‘Transmiton GUARD = MAYDAT@umes), Give position report. State nature of emergency. 2, Alkitude ~ BELOW 20,006 feet, sf posible, SCOHCHOHHHSHHHSHHHHHHOHSHHSHHHHHSHOHOHHHHHOHSCHOHOHOCOOE GAF 7.0, 1T-CMI70R«I 3. Altpeed - FEDUCE te 22¢ - 400KIAS, ifpor~ sible, 4. Atroraft = CLEAN, if me permits, 5, ‘rim + NOSE DOWN, 6. Penonal equipment leads - DISCONNECT. 1, Helmet euap - TIGHT, 8, Visor - DOWN, Canopy + JETTISON, HEAD DOWN, Uniock ceanopys push canopy upwards, if necessary. The a= flow will then open and free the canopies, The froat ‘canopy willbe jerttoned fire, ‘The eanoples should be Jertisoned below 200 [RIAG, This airpseed males ft possible for the plots to remain in the cockpits and to keep the alrersftunder control for aecomplishment of the necessary bail out procedure. 30, Hamess + DISCONNECT. 1, Atrorat under coutol: a, aver: aboraft, Keep postive G-load until overted, then quickly release stick and push free ~ HEAD DOWN, {Q) Forbatloutabore 14,000feet ~ DELAY pplilng D-RING vntll 14,000 feet are reached, (@) For ball out at low altitude = PULL RING as soon as clear of aircraft, 12, Alscrafe out of control: (See figure 3-3.) ‘4, Thefrentpilot bails out fint - undemeath the wing. (@) Lean over the cockpit stl and keep as clove contactwiththe fuselage as possible. When air~ craftisinarum, lean over tmer canopy sill, In order to avold contact with the wing. put feet on opposite ‘canopy sland pushoffas hard as possible downwards, , The rear pilot balls out - over the wing, Same bailout procedure a8 for fronr cockpit, but lean overthe alrintake and wyte glide orer the wing, Push ‘off with hands and feet.GAF T,0. 1T-CH170R+1 cLEE, Seetlo BAIL OUT PROCEDURE AIRCRAFT OUT OF CONTROL, FRONT PILOT BAILS OUT FIRST UNDERNEATH THE WING, REAR PILOT BAILS OUT - OVER THE ¥ING. Figuee 3-3LANDING EMERGENCIES, |GEAR-UP BELLY LANDING PROCEDURE. Before conducting abeliy landing on prepared surfaces, ‘notify the other eceupant and ground agencies; chen provesd as follows: 2, Asthe wingtiptankt are not jerisonable, make sute the tip tankefuelharbeen wranferreé, (Check fuel quantity indicator.) A belly Lancing with fuel in the tiptanke fea fie hazard and my resultin an explosion, Intheeveatofagear-upor belly landing, the ‘canopies should be jettisoned before impact, ‘Thla will prevent the canopies from becoming jammed, 2, Make sure shoulder hamess ts locked, 3. Emend wing flaps fly: speed brudes as reaulted: 4, Cany out fins} approach at 119 KIAS, Do ot apply exareme back pressare which will result in a severe impact of the nove athe ground, 5, Before coctact withthe ground, fxtion canopy, close feel handles, and switch off generator and barery. ONE ENGINE INOPERATIVE. Coniuet 1 normal landing patter and ascomplish final approach as follows 1, Landing gear - Exené, 2, Wing flaps = O* until landing is assured. Then wing flaps - OUT. 3, Speed brakes - OUT, In cave of failure of the left engine, extend landing peat and speed brakes by means of the emergency ‘exensioa systems, Extend ving flap: and check femiining hydiaule pressixe, With ene engine ‘operative, always accomplish a sratght-in approach, BOTH ENGINES INOPERATIVE. A landing maneuver wit both engines Inoperacive. requires rome precautions, but does not cause special ‘eifficuttiess GAF T.0. 1T-CMI70R-1 1, Landinggear ~ Bend (witiemergency exen- Hon system). 2, Wing flaps - Lower as required. 3, Speedbrakes - As required (extension with the ‘emergency system oaly.) LANDING WITH DAMAGED AIRPLANE. A seuctural damage occurs in Aight, the pllot must decide whether to abandon the alplane or attempt 2 landing. Ifthe aeplaae {s lyable, simulate a landing pattern at 2 safe stall recovery altitude tn order to Geterrine whether the alsplare is cenwellable at approach and landing speeds, 1, Climb + To a safe stall recevery altitude and simulate a landing approack, 2 Airspeed ~ Note che minimum controllable speed. Do not permit the aizplane to mall. Recover Immediately with nove down and with power when control becomes difficult, oc at 10 KIAS, whichever occur fire. 3. Speed brakes, gear, ané flaps - DOWNfor escent to field. 4, Alspeed + 20 KIAS above minimum conzol- lable speed during descent and in waffie partern, but never Jess than 110 KIAS, 6, Traffle pattern - Fly a suaight-in approsch, LANDING WITHOUT CANOPY, Tehe canopy has come off ot been jettisoned in fight, make 2 landing in the following maaner: 1, Traffic pattem ~ Fly a strafghr-in approach 320 knots faster than normal, 2 Approach and landing - Make 2 fat approach an shallow flareout. LANDING WITH FLAT TIRE. ithenosewheeltire flat, hold nosewhee! off as long asyosstble, Witha flac main gear tre, land om the aide of the runway avay from the flat. Lock the shoulder ‘namess prior to touchdown,GAF 1.0, IT-CMI70R=1 AIRSPEED INDICATOR-OFF PATTERN. Inthe evento aitspeeé indleato failure, perform the same procedures as for « straight-in apprcach, The timeto decrease the alrpeed to 140 KIAS fom level fight with 1, 900 RPM and clean aircraft by meant speed brakes and 15,000 RPM is 39 seconds, Wich power setcagot 18,506 BPM, gear down, flaps 15%, and speed brakes IN, the alpeod of 190 KIAS for devel Might is assured, For desceat, the exension of speed brakes and the vertical velocity of 800 ~ 1060, fpm will ase 190 KIAS, tco, Slam the normal escent as fora ezsight~in approach 2 NM from che fend of she runway, if you get below the glife Fath ue to 2 headvind or another reaton, retract m= mediaely de speed brakes and continue fying level ‘until the proper glide path i tezched again. DITCHING. Ditching is not recommended, If bail out eannot be secomplished aad ditching fs inevitable, proceed as fouows: 1, Apptoach speed = 100 KIAS. 2. Wing ape - te 15%, 3, Shoulder bamess - Lock, 4, Personal leads ~ Discoanect, 5. Canopy ~ Jetcizon, Select @ heading parallel to the wave crests, if possible. 6, After the alrcraft has come to a halt, getaway from the wreck immediately. HYDRAULIC SYSTEM FAILURE, the hydraulic pressure fs below 250 HPZ. before Might, co not take off, 4 ete hydraulic presureisdecteasing during fight, use emergency systems for gear lowering and speed brakesextensfonin order to save presure for braking, If the hydraulic: presame on the normal system dropsto 110 HPZor onthe emergency system (patkingbrake) to 90HPZ, only one Drake application fs posible, ENERGENCY LANDING GEAR EXTENSION. @ ve warren al e 1, Airspeed ~ 140 KIAS, 2, Gear eheult breaker = OUT, e 2, Landing gear sytem wlester - enEnceNcY@> (red button IN). e 4. Geat handle = DOWN. e *S, Use hand pomp, e 6, Geardovn an tock ~ Hand pump Bard sig CHECK INDICATION. ° Nete hen practcng emergency eceducs in @ AigwEoctelncnggeambcen emenced @ tht erence, wet eo ete Petowopeatngie indng gear tough me @ jes tyra a taal yeemlon e sanding. EMERGENCY SPEED BRAKE OPERATION. @ th case of fare of the hydeaulfe system atin ® cutoftheleftengine the speedbratercan be operare MD vith the emergency yrstem. Tae maneal bydeniegy [pump that delves the necessary hyeraultc presuirs musthe applied appreximately seven times (ineveasin resistance will be noticed) io flly extend the spe brakes, In case of simulteneous extension of brakes’ and Landing geaty the speed brakes win eerd frst. e ‘we me fellovingprocedurefer emergency eed brag operators se seed tenes emerpngy arch = ore TosIrON, e 2, Use manual hydiautic purmp, ® e WHEEL BRAKES MALFUNCTION. ® ® 1h case of complete hydraclle prosure low oF In cas of faire of one of both whee! brakes, use the pk See a rmpeony re, The page ty supplied by a separate tydraulle accumulator whic Allows. shout 25 parking brake applications, Froceeg@ 2s follows: repihe thurs onthe inscumect pane} (ranking broke 4 Inmaled inthe fron cockpit only) thu improvinG@ $ nn (POCHOHOHSHHSHHHOHHHHHHHHHSHSHHHSHHHHHSHOHHHHHHHHOHHOOCE a gradual appliance ofthe parking brake, The parking brake operates on each wheel equally, Is effect is progressive but power‘ul. etreumancerrequireretrctionof the landing geat onthe ground, depress the override push-bucton above thé landing gear lever, then place the landing gear lever tothe UP-posiion. ‘Lemon Electrical and hydraulic systems must be operating. ELECTRICAL SYSTEM FAILURE, Elecaries1 system falureis evidenced by tMlaminatton ‘ofthe generater-out warning light; rero or high volt~ meverinficatiors; failure of any oF tll of the electai~ calgynemeomponents; overloaded cltcalts that hare popped out their circuit breakersy and elecutcal faiture, low volemeterreadings Indicate an overloaded elzcult hich, if uncorrected, wil! evennually cause battery faflure, battery burning, bactery explosion, or com- plete elecirical failure. 4. Overloading of voltmeter: (Voluge regulator Anopezaive 2. Generator = OFF, 2. Ravtery ~ ONLY LIMITEDBATTERY CUR= RENTAYATADLE, minizumuse, The notmathydeau- lic systems may be inoperative. 5. All electrical equipment not needed to susain fight ~ OFF, b. Voltmeter Zero: 1. AUL instruments operating, the voltmeter 1s inoperative, 2, Allelectrical equipment inoperative indi- ‘cate: complete eleetsical failure, Normalhyeraulie eystem forgear, laps, and speed brakes inoperative too, + Generator inoperative, cireuit changes auto matically to battery and generator light comes ON: 3, Generster = SWITCH OFF, 4. Runway Teo 2, Tay tovelecturim by the elevator tim tab witch, When the trim indieaticn paises the reatral Pesicton, pull out tim elrcule breaker, 2 GAF 1.0, 1T-CWI70R-1 FUEL SYSTEM FAILURE. Mtv em faliane onc, proceed 2 ndlated fn the folowing paragrapt. BLOCKING OF ONE THROTTLE. Incase of blocking of ene throttle she landing should be performed as follows: 1. Conéuet normal approzeh. 12, Landing gear and wing flaps ~ Eotend, 8, Tuel hendle of respective engine ~ Close. 4. Conéuet normal touchdown, LINKAGE FAILURE OF ONE THROTTLE, 1m this case the engioe keeps a constant RPM because ofthe fueleorttol, i,¢, 15.000 RPM at low altitudes. Conduct same landing procedure, BOOSTER PUMP FAILURE. Fatlire of the booster pump will not result in engine fame-oot, The main function of tis pomp i to 1 and refill the inverted fight reservole. In eae of fate of this pump, che invert fight reiervoit empties out. Boor pomp alle Is Indleated by ‘Mlumination of the fuel low pressure warning Ught, (Refer to Section 1.) ‘ncaseof iluminatien ofthe fuel low presure vaming Ught, do not accomplish inverted fight, in case the iver Might reseroie becomes empry, the engines are no longer sand engine flame-our may STUCK FLOAT YALYE (OPEH). Ineaweofrunningengines, the fuel will exeapethrough the vect outlet oa borrom of the fuselage, (On the ground proceed as follows: ‘The fuel will drain on the ground, Stut dovn eagines Immediately.GAF T.0. IT-CHI7OR-1 Section Igy During Might proceed ss follows: A siphon effect will suck the up tank fuel Inte the faselage tanks, indicating max. level onthe fuel ‘quantity gauge. This indication is the ouly possibilicy forthe pilottodetect a malfunction of the float valve in the epen-poaition: 1. Open dump valve of the up tanks, 2, Retum to base, STUCK FLOAT VALVE (CLOSED), In thisease the fuel i the ep tenkscannot be wansfersed ntothe fuselage canks. This malfunction i: detected by the fuel quancty gauge not showing « constant fue! ‘quantity of appr, €20 during transfer of fuel from the ip tasks, UNSYMMETRICAL TRANSFER. may happen that one tip tankemptiesout more raptdly ‘thanthe otner, Donot opendumpvalve but ty to keep level flight uneit the transfer is fialshed, TRANSFER FAILURE OF ONE TIP TANK. ‘A leaky filler neck or improper function of the ale regulating valve may cause partial ot complete fuel transfer failure fromthe sip tank inrothe farlagetanke. Drain the fuel of the respective tip tank to regain balance. Ifthe fuel eznnot be drained, land vith ene full ep tank, MALFUNCTION OF FUEL QUANTITY INDI- CATOR. In case of malfunction of the fuel quantiey inéieator (Goose contacts ets.) reduce fighe duration, OIL SYSTEM FAILURE, Incase of inconstant or zer0 indication (oll low preseure warning lights in sear cockpit illuminate) check ofl ‘temperature. If oll temperature remains constant, the presture gouge isfaulky andthe flightmay be cortinued with close surveillance of the temperature gauge. In cave of improper oi supply, the cil eemperacure will either rise or fall, Shut down the corresponding engine snd land at toon at poteble, AIR CONDITIONING AND PRESSURIZATION SYSTEM MALFUNCTION. ‘CABIN PRESSURE TOO LOW. 1 the indication of the cablaprestrealtieode ini catorinaltcudes above 10,000 feet higher than the @ incnon afte aline, cnet ving: 1. esis = Condo Caste. 2 fetal Ines ~ Cle, e 2, Switeh the a concitioningane pressurization @ vith to "PRESS" of "DEGIVRAGE” Defroing).— @ sealsare inflated, fieshate snow slowed, and the at conditioning and presorizaticnnetah i its respective position, the presure regulator may be stuck ix the @ ‘pen-position, eausing alr Los, e CABIN PRESSURE TOO HIGH e e 1h case of malfunction ofthe presure regulator, the cabin pesute may rie excesively. Switch OFF pre surization or deflate seal in order-fo relieve pressure, ‘SMOKE IN COCKPIT. 1 cate of emote development in the cockpit ané presurization ON, mitchpresurtzationOFF aad place the oxygen dilter to 100%, Neither defate seals ror cabin pressure altiude fadiestion, Pressure compen sation vill accelerate by descen¢ing to about 10,000 fot, COCKPIT DE-ICING MALFUNCTION. In case of cockpit de-icing malfunction, the alr ‘conditioning and preseurczation itch remains in its selected position ant canset be svitetes to “DECI VRAGE" (De-teing). Tp aeder to device the eacipit: (switch inoperative), descend to about 10, 600 feet, deflate reals, and open fresh ait iniets, ICING OF THE PRESSURE COMPENSATING FABRIC BETWEEN AILERON AND WING. Heavy rain op an alzplane pasked fn the open_may. scakthe fabric which is fastened berween aileron anc SHEOHOHSOSOHSHSOOHOOSOSSCHOSCEOOCOSSPSCSHOHSHHOHSHHSHSHHHHHHHHSHHOHSHSHHOSHHHHHHHHHHHHHHOHSE wing (pressure qpmpensating fabric) and may cae blocking (icing) of the aflercns during climb. An exertion of 02 to 2 kg 09 the ecntrol 1ffgk to the left ‘ang right wil make the ailerons mazguyérable ageiny EXTERNAL STORES EMERGENCY JETTISON. ‘The tiptanisare nof Jattionsble. Open dump valves. ‘Approximate time of@atning thetipraghs: + minuce, Wher empey clove valves ind reersvichesto nextel. : BURST CANOPY. : Canopy cburst may coeur in bigh asnudg, The pilot ‘ill, notice a heavy blew aad Icy eolf, The vacuum prsire caused by the alspeed x ne heavy Dreaming apt tong beac, ss fellows: gabe Decrease, simspeed te lesstha 200 KIAS, extend Ipect brakes, _ 2, Set gpygen“ailure: to 100% ewitel 4g Ms Coupst témergency), if necessary. 28 and asconas pole, Rogeteed900 KAS, De not jettinong bay eanopy. Actuate spotlers by 4 GAF T.0, 1T-CHI7OR-1 Mowe armctore tothe head and slong he ide of te canony wtp emainder of Plexiglass Sail inthe capery frame. The gm may be tom of by the aittream, Congitions fy the seargoctott will be hyoie ap to 380, KIAS. *. QxroEN § SYSTEM MALFUNCTION. syucbomgendiies to 30% an ged wi + per ades tt fet fs eto “1, mlumination of the Fed oat lon presme rgpseg ate 2. veaeeanigasigenonetatig a0 gen “a, peas on breath (ge on et doe onygen ier 2g ee ele so pond ‘ltivude plow 10,600 feet,GAF T.0, IT-CHI70R=1 Section SECTION IV AUXILIARY EQUIPMENT TABLE OF CONTENTS Page Air Conditioning and Pressurization fystem «ey 4-1 Lighting Equipment... Windshield Defrosing .. 4 Oxygen System (Careous) Communications and Associated Navigation Equipment ... Eleetronfe Equipment (JHP) ot Miscellaneous Equipment. Communications and Asseciaced Electronic Equipment (VHF) “8 AIR CONDITIONING AND PRESSURIZATION SYSTEM. ‘The cockpits areair coidiuoned and pressurized by alc from the engine compressors as shown on figere. 4-1. Wah one engine failing, air pressure is sil available. ‘Two check valvee (one for each engine) are installed inthe alrductsto prevent pressure From flowing bach, When the canopies arecloted they are sealed by rubber seslsinflated by the alr system, Pressurizing eit enters the cockpits through air inlets located between he rudder pedals, at the fontard at the side windshields, Cabin pressure {s maintained by a pressute regulator located in the nose section, A cabin presure altitude indicator which indicates cabin pressure is located on the Instrument panel in the forwaré cockpit. cabin temperatre regulated by the wemperaiue regulating valve, This valve divers 4 pertion ofthe @ tot cemprescr air tough a wiba cooler unitbefoce emering the ccekptt. The temperate. regulating @ valve tt conzrotled by the ale conditioning and Tresesrization switch onthe leteciote inthe fervard cockpit. The position of the cemperatute regulating @ ‘lve istewn onbe airconditioning indestor lected @ on te lefeemiole tn te forward cockpit next 1 the sir conditioning and prestriastion switch, @ CANOPY SEALS. ® ‘The canopy seals ave inflated by lacking the canopies with the canopy locking handles provided that t ‘ton INFLATE(GONFL )are depressed. The buttons ey DEFLATE (DEGONFL.) have tobe cepresied beforePHOSHSHOHHOHHHSHHHOHHHHOHOHHHSHHHSHHOHHHHHHSCHOEHHCOOE Section IV GAF 7.0, 1T-CMI70R-1 AIR SYSTEM anGAP 1.0, IT-CHI7OR«1 secre umlocking. the canoples. Ducing fight the seals may be deflated below 10.000 feet fer ventilation (fo, smoke, ete, tn the cockpli). Incase of solo Might, make ure the button INFLATE (GONFL.) in the rear cockpit Is IN CABIN PRESSURE REGULATOR, (Cabin pressure differential is automatically matnratned by the cabin pressure regulator. From sez level 10 410.060 feet the cabin pressure equals the oumtde pressure: between 10.000 and 20,000 feet the cabin Presiure maintalm an equivalent altitude of 10.000 feet. Abore20.000feet the cabin pressure differential is maintained at 295 g/em® (8,9 PEl) above ouside air presture, . TEMPERATURE REGULATING VALVE. ‘Aremperature regulating valve located in the fwrelage Uivertsa portfon of the ecmpressor air through the turbo cooler unit to contol cabin temperature, The ter erature regulating valve is comteolleé. by the air conditioning and pressurization switch on the left console in the front cockpte. AIR CONDITIONING AND PRESSURIZATION Switch. The air conditioning and protutization itch (figure 4-2)on the left Console in the front cockpit pressurizes the cockpits andeontrol:cabin temperature and wind- iB Thi switeh has the following ‘OFF (TERME = CESCHLOSSEN); ‘PRESSURE COLD (PRES FROID = DRUCK KALT); PRESS URE (FRES = DRUCK); PRESS URE HOT (PRES CHAUD = DRUCK WARM), DEFROSTING (DECIVRAGE =: ENTEISUNG) with HOT. (CHAUD = WARM) and COLD (FROID = KALT), Topressutize the cabin this switeh has to be placed to the PRESS, position firs. To change the emperacure. inthe cockpiss, the pilot has to switch to either PRESS. HOT or PRESS, COLD positfon, This switch is spring Aoaded, that means ifthe svitch is released tera D to PRESS position and engeges, The temper ‘regulating valverema{as thea in ft new position =f the temperature is changed again, The position of ‘valve {6 shown on the ait conditioning indicator, AIR CONDITIONING AND PRESSURIZATION SWITCH AIR CONDITIONING INDICATOR, Te te condoning seletor 86 figue located on the left console in the forward cockpit ne tetheai conttenng snd presenti swiss AD Instrument inaleates the 1st elected pesition of thay omperear peeing ee 3 FRESH AIR INLETS. e Afresuar inter 2 tnalledabore the sight comote i eacheoetpit(8s, figure 1-5and 50, figure 1° pro @ viding fet sir in the cockpits, Theinlets should be opened it aititades below 10,000 feet ony. inlets must be closed. 49 Bh case of clo Might the fresh air inlet ia the rear cockpit mst be closed, e e e e = atthades above 10,000 feet me festa @ e e e e iySPHOHOHHHHSHSHHHSHHSHHHHSSHHSSHHOHHSHHOHHOHHHOHHHCOOEE Section 1V WINDSHIELD DEFROSTING. [Air or defrosting the windshields ts bled from the en= {ine compressors through tubes, Placing the alr feondiioning and pressurization switch inthe postion DEFROSTING (DEGIVRAGE = ENTEISUNG) allait x directed tothe sltteddefrortng tubes onthe front and side windsblelds withovt any supply of afr to the air inlets Ioeated berween the rudder pedals, To shutoff te alr inlet inthe rear eoehpit« cook is provided on the rear iutrument panel. OUTER WINDSHIELD DEFROSTING. ‘The necessary isopropyl aleohol for the outerwind~ shield defrosting 1s contained in a reservoir with ccapactty of appr. 1,5 1 (See figure 1-19.) The reservoir is installed in the nose zection of the air craft, Fluid is sprayed our on the outer windshield by apumplocated above the insument pane] 19 the front cockpit (7, figore 1-3) allowing appt. €5 pump otkes, inorder to use the pump, uileck the pump by turning the grip. COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT (UHF CONFIGURATION), ‘The communications and sespeisted electronic equip ‘ment installed in the alrplane ere listed in six eategeriee: ype, designation. function, primary operator, range, and the location of the controls, (See fignee 4-5.) MICROPHONE AND HEADSET CONNECTIONS. ‘The microphone and headset connections are located fon the right side in che forward (91, figure 2-6) and rear cockpit (56, figure 1-1). Microphone Button, Ammieroptone button {installed on each control stick, cisused toconto! the tansmitie: of the AN/ARC-3¢ UHF command radio. GAF T.0. IT-CHI7OR+1 TEAM LV-T-3 INTERPHONE. ‘The TEAM IV-T-3 koverphone syntem consist of the BH-E54 terminal box with amplifier and twe C-553 onttol units in the forward and rear cockpit, The ‘equipment permits Intercommunications of the eres ‘modulation tnd monitoring of the ARC-94 command radio, and monitoring ofthe ADF-100 radio compass. -553 INTERPHONE CONTROL UNIT. ‘The control units (figure 4-4) ate located on the for~ vwardright congote and on the rear eockpitinsrement panel. ‘The system is switched on by the TELEPHONE Switch: on the forward right eonscle, When operating the entre communication system, dus witch must ttwayrbe in the ON positon, A mode selector switch withthe positions N (aormal) and H emergency), and fue (BT, UHF, and FK) potentiometers are leested ‘onthe foot panel ofeach control unt. These censcls provide fer the following operatien moder 1. Imercommunicationsof the ew without aoe ating any switch. It is only necestary to select the desized rudiovolume onthe BT (interphons) porentio: meter of eack contol unit, 2, With the mode selector sviteh (position N) in UAE postion, the taser ofthe ARC-O4 Is ued by that crew member whe acruates the microphone Dutton on the contra sick, 1 this position the rear coskpit contre] untt bs priority, {.e, if both concrol units are ready forcom~ fmunfeations oer the ARC-34 command radfo when placed in the UBF ("N") position, the rea: cockpte ‘mlerophone butten automatically overrides the forward cockpit chanel, For monitoring ARC-94 recepilen, ‘the detited audio volume can be relected on each ccontrolunit by adjusting the respective, UHF-poreatior mezer, 3, Using the FK (adie compast)-potentiomete the incomingsignals ofthe ADF+100 can be fed 10 che headers, 4, A TELEF RUF (inezrphone e1li)-button locate cn the ear ceckpit nstaument panel provides for com> ‘munications with the forward cockpit even thea when ‘the BT-potentiometer of the forward cockpit is turned off, ‘The amplifier installed in the contol unit permits mixing of the tee audio chancels: BT, UHF, and FK. 1 the amplifier and (cr) the transmitting telay in the contol unit fail, pilots intercommunieations and reception of ARC-S4and ADF-100 signals are persible by switchlag the mode selecter switch to "K" (emer=GAF T.0, IT-CNI70R-1 Section TABLE OF COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT : (VHF EQUIPMENT) CaF Command Redio Line-of-sight | Right hand couole fromt and rear cock= pit Incescommunt= cations of the Grew station | faghe hand console within atr- | front cockpit, crate Ingewment panel rear cockpit Radio Compas | LEAR ADF-100 Reception of volee and coded signals for dueetion finding and besting Une-of-sight | Righe hand consate front and ear cock pit LUFF AN/ARC 94 Antenna EZ . [os -ADF=100 ADF-100 ‘Auriliary Antenna Dizectional Anteana Figure 43 Ss e 8 e e e @ e e e e e e e e e e e e e e e ® ® © e@ e e e e e e e e eS e e e e e @ eSPSCHHHSHHHHHSHSHHHSHHSHSHSHSHSHHHHSHHHHHHHHHHOHCHHOOES Section 1¥ C-553 INTERPHONE CONTROL UNIT Reney) position. Mixing of the individual audio chanrels ls tmpouible, however, Orly audio volume ofthe unit in operation can be consalled, Priority of the rear cockpit continues existing, The TELEF RUF (anterphone call)-button fs out of operation, AN/ARC:34 UHF CONNAND RADIO, ‘The AN/ARG-94 UHF commend :adfo provides voice ‘wangraistion aadreception inthe UHF frequency range, ‘This range permits a frequency for exch one-teath of 4 megacyle from 225.0 through 998, 9 megacycles, resulting 1750 pouble fequaceie:, Any of the 1750 frequencies may be preset ona chanzel telector to factittare immediate ute, Inaddition, any one of the remaining frequencies may beser up Toanvally without disturbing the preset equenclet. Receiver and tans miner tuning 4s auromatteally accomplished afte 1 channelorfrequeney change. Ip adéfcten to the muta recelver a separate, fixed-runed guard receiver with, frequency of 248 megacycles isinstalied to provide 4 constantly alered emergency ehanael, (C+1057/ARC34 CONTROL UNIT. ‘The control unit (figure 4-8) Is located on the right contole in the forvard ané rear cockpit, On the frent panel of the control unit the following eontels and Indicators ate instalied, Manual Frequency Selector Knob Four manual frequency selector inobs are provided across the top of the panel to set up any desired ‘operating freqvency Which snot pretet on the channel felecter, From left to right the first knob selects the 46 - . GAF T.0. 1T-CMI70R+1 €-1057/ARC-34 CONTROL UNIT + Flaure 45 ‘ropernumber for hundreds of megaeycles, the second Jaobaclects tensof megacycles, the third inc select nits of megicycles, and the fourth lnch selectt teatts of megacycles, These numben appear im a ‘window above theltrespective knobt and aay frequency {n the UBF bard can be selected manually, Ka frequency below 226 megacycies ts set up rithebe manual frequency welectorkaod while the sets in operation, the set must be rursed OFF immediately, A frequency above 225 megacyeles mustbe reset and thea, after about AO teconis, the unitean bewitched ON agate, Mode Switch, The mode switch selects the method of fequeney selection, When the switch iin the MANUAL position, operation oc the frequency selected by the mansal fequency selector hnobs {s pxmited, The PRESET Postion permits use of the channel selector for operation os any of the 20 preset frequencies, When (Ge switeh Ia the GUARD position, the wanimiter and main receiver are automatically adjured to the cemengency frequency of 249 megacycles, Teansmis~ on and reception are pouble on ths frequency oaly, When the main receiveriastill cperative, the fonstion svitch must be sett MAIN, Ifthe man receiver i smopetatie andtte emergency requeacy must be uted,Section IV GAF T.0. 1T-CUI70R«1 ADF-100 RADIO COMPASS MODEL 5456 CONTROL UNIT Volume Control Volume cont! i effective with the function switch in ANT porition only. General audio vclume of the radio compass it cenzelled by the FK centel on the (C-553 interphone control uait, CW Switch, ‘With the aviteh ix CW potition, unmoduisted signals are made audible by a beat rote. When the receiver fs mot properly sumed, the best nots produces a whistling tone, The higher the frequency of this tone fsthe more the set frequency of the receiver deviates from thatof te transmitter to be received, Therefere tuningaccuraey effects that the bea: nore Is no longer audible (zero beat), inthis position the unit is properly ‘uned tothe wansmitcer, Afrertuaing is aceomplithed, place CW switch to OFF to avoid erroneous compass indleatten. Bond Switch. ‘The band svitch ts wed to select the frequency bands listed tn the ADF+160 radio compass paragraph. 48 . Tuning Cronk, : ‘The tuning crank ts wed for Gequescy selection Ia sccordance with atcalecalltrated in kc/s, The crank inmechanteally connected tothe receiverby & flexible ‘tuft, The two ADF-100 radio compass coorrot units are coupled to each other through 2 T-gear. When Timing the recelvet, {cts imperative to pay attention tothe following: Due tothe lengthof the laxible shi, outon of te aaft may lead to mecbaical spring ‘eostonreslting incuning changer afters certata thm that may cawe an ecronecurradio corapas Indication, ‘To takeoff any tension from the rung she, ils recommended to select the desired uansmitter by Totating the tuning crank to the left and to the rigit, Control shift switehes for ADF+100 and ARC-24 ‘con shift swiwzh (patbuton) for ADF-209 and te fo ARCS located on the right conole of exch, fockplt, ae wed to watnfer cootol of ether te ‘ARC-2A of ADE-100 from one cockpit tothe other CChangeorerisactnted by one each chasgeoves for ARC-O4 and ADE-100. After deceipizing the clecteal over pply prem the fone cock hs control of both the ARC~34 and ADF-100 equipment. RADIO LIGHTING. AIL control units of the communfeatien system are ‘Provided with « floodlight system. Erighmes It con- trolled by a sheoust labeled “BEL, RADIO™ (radio Aighting) installed on the right consote of the forward cockpit COMMUNICATIONS AND ASSOCIATED: ELECTRONIC EQUIPMENT (VHF CONFIGURATION), ‘The communications and aroelated electronic equip ‘meat {astalled in the atiplane ate sted ts sixcate~ otless type, designation, function, primary operater, ange, and the location of the coauols, (See figure en)GAF T.0. IT-CHI70ReI ‘Section 1 TABLE OF COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT. (VHF EQUIPMENT) ‘ight hand console front cockpit Grew stations | Right hand console within atreratt | front cockpti, Risterinente panet tear coekpat Reception of Line-of-alght | Right hand eon-oty vote md feat coded signals fede finding and Sea NR-AG-24 Antenne Stram 6-52 Antenna Figure 447 4Section IY GAF T.0, 1T-CHI7OR+1 MICROPHONE AND HEADSET CONNECTIONS. KR-30-A_ INTERPHONE CONTROL UNIT ‘The microphone and headset connections are located fon the right tide of the forvard and rear cockpit. Nlerophene Button, ‘A mlerophone button Is instalied on each control stick Kc is ured wo contol the transmitter of the VHFL "SARAM 5-52" and the VHF2 “LMT/TRAP 1A" eom~ mang tacio, ‘TEAM TR+APs4A INTERPHONE. ‘The TEAM TR-AP-4A feverphone system consists of ‘the BI-S5A terminal box, elecscal power supply withthe BA-S5A amplifier, and two KR-20-A control units, ‘The equipment permits intercommanteations of the erew, modulation and monitoring of the VHF and VHF2 command mdio, and monitoring of the NR-AG-2A radio compass, KR.30-4 INTERPHONE CONTROL UNIT. ‘The control uaiss (gute 4-8) are located on the for- ward right consele and the rear cokpit intument panel, ‘The system is reitcked on by the TELEPHONE switeh on the forward right console, When epersting the entize communtestion system, this eviten must always be ip the ON postin, Four poreatomerers (WHF, V2, FC, T.B,), a rotary switek for SARAM 5-82-LMT ("EMISSION"), and aro‘ry switch NOR (MAL-EMERGENCY operation ("SECOURS”) re located fon the ftont panel, These contol provide forthe following operation medes: ‘NORMAL OPERATION: The emergency operation switch ("SECOURS") i fm NORMAL position, (The two telangles are opposite each other 1, tntercommunicattons of she crew without ac wating any switeh, [tis oaly aecesary to select the desired audio volume on the 7.3, (laterphore)~ potentiometer of each centrel unit 2, Withthe transminer switch (“EMISSION”) select thedetited transmiter (VHF1, VEF2), The wansmitter isweed by that crew member who actuates the micro~ ‘phone butten on the contiol ssick. Ia thts position the rear cockpit control unit has priority, 1.e. if both Hots want to teansinlc on the same Vi set strut taneouly, depressing the microphone button on the 410 Figure 48 afccontrolstisk automatically tnterrupte trantmission ‘in the forward cockpit, provided the emergency ‘operationsvitch isin NORMAL, Fer monitoring recep tlon, the desired sudto volume may be selected on each ssontrol unit by adjusting the potenciometer of the selected unit, 3. Using the RC (radio compas:)-petenttometer, audio volume of the raéio compass may te controlled fon each contro, unit, 4, Are€ APPEL TELEFHONE (intezpoue call) but ton located oa the rear cockpit insoument panel provides for communications with the forvard cockpit eventhen when the TB, (interphone) ~poteatiometer of the forward cockpie ts tursed off. ‘The (VHPL, VHT2, RC, 7.8.) audio channels msy bbe mixed in any combination, To sviten off 2 channel the corresponding potentiometer must be set to. ZERO, |. e. the potentiometer murtbe rotated in the leftrand direction to the stop. EMERGENCY OFERATION: If the amplifier and (ot) the transmitting relay in the control uni fafl, pilots Intereormmunicstiont and reception of radio. signals are provided by switching the emergency operation switch (*SECOURS") to the eorespoadingly marked petition (VHF2, VHF, RC, T.B.). Mixing of the individual signals sno longer posible. Only audio volume of the uait in operation may be contolled, ‘The rotary switch ("EMISSION") fs out of operation and the iaterphone call bunoa is act funetional.SPOHOHOHSHSHSHOHHSHSHOHOHSHHOHSHOHOHOHSHHHSHHOEHHOHOKCOHOHHHHHOOEE GAF T.0. 1T-CHI70Re Section SARAM 5-52 CONTROL UNIT Figure 4.9 SARAM 5-52 VHF1 COMMAND RADIO. ‘The SARAMG-52 VHT command radio provides voice ‘wantmissionand reception in the VHF frequency range of 100 - 160 megacycles, Within this range, twelve different preset frequencies may de selected with 2 rotmy switch, Receiver ané transmitter tuning 1s accompliied automaticaly, SARAM 5:52 CONTROL UNIT. ‘The contol unit (figue 4-0) i located on the Hight console in the forward cockpit. On te front panel of the contrel unit the following controls and {ndioatere are installed, Channel Selector, * The rotary chansel selector provider selection of any ‘one ofthe twelve frequencies. The scale of the control unit is marked with tbe letters A through L for selee:ing. the twelve frequencies. Tuning of the individual frequencies Is accomplished sutomatically (approxi- ‘mite time: 6-8 seconds). Signel Light, During frequency selection the sigael Light gocs out and illuminates again vben the unit 1s adjusted to the selected frequency and is ready for eperation, Bright- ness of the signal light may be controlled by rotating the cuter ring of the control, LMT CONTROL UNIT Figure 410 Function Switch, ‘The fanction ewiteh selects the folloving positions, ARRET. (OFF) ~ For deenerglzing the equipment. ‘TRAFIC (ON) ~ Fer energizing the equipment, [Link] aad [Link] - These positions awe not funetional. Sensitivity Switeh, ‘Taliswitch isusedtocootol the noise suppressor, The seiteh furuallyset to "MIN". This porition secures nolseles: reception (noise suppressor is rvitehed on), Inthe eventaf pocr reception, the ewiteh mutt be set to "MAX". The noise will be louder, however (noise suppressor issvitched off). The "VHFI" potentiometer ‘on the interplione system controluntt ts wsed £0 contro! audio volume of reception. LMT/TRAP 1A YHF2 COMMAND RADIO. ‘The LNT/TRAP 1A VEF2 command radio fs wed for emergency operation, It operates in the frequency range of 116-125 megacycles, Wichinehisrange, three preset frequencies may be selecoed, The equipment may alto be used at emergency interphone system.Section V GAF TA LMT CONTROL UNIT. ‘The couuol unit (figure 4-10) ls located on the right console inthe forward cockpit. On the froat panel of the contol unt the following coatols and indleators are installed, Chonael Selector. The channel selector has three positions (A, B,C) and provier selection of any one of the three preset frequencies. Fonction Switch, ‘The function switch elects the following positions: AR (OFF) ~ For decneigizing the equipment, TR(ON) ~ For energizing the equipment, TEL - Taisposition feused fer providing pilots snter~ communication: In the event the neemal inverphone system has failed, Hi and HY - These positions are not fumetfonal, Volume Control The volume control may remain ia MAX. position, Audio volame is then contrslled by the VEF2-peten- tometer on the Interphone conzel unit, Indicoting Light, The green light illuminates when the equipment it energized, Brightess may be conuolled, NR-AG-2 RADIO COMPASS. ‘The NR-AG-2A radio compass i 1 superheterodyne receiver indicating the direction of a received signal on the radio compass indicator, Reception may be audibly mopitoreé through the interphone syetemcon~ twolunit, The compassoperates in the frequency range of 9,15 - 2, 0 megacyeles subdivided into four ranges 0,15 = 0,80 megacyeles; 0,20 ~ 0,98 megacyeles; 0,58 - 1, 1Omegacyeley, 1,10 - 2,00 megacycles. ‘The racio compass indicators are located on the n~ steument panels of the forward snd rear cockpit. 1T-CMI7OR-1 RADIO COMPASS CONTROL UNIT Figure 4-11 RADIO COMPASS CONTROL UNIT. ‘The control unit (figure 4-11) located on the right ‘console in the forward cockpit bas the following con ‘ols and indicarers. Funetion Switch. ‘The function svitch selects the following positions: [ART (OFF) ~ For descesgizing the equipment, ANT. + ‘Thecompas is operating as areceiver without direction indication, This pution Se twed for searching ‘and fdenilfying the uaasmitting satiocs, AUTO - The compass function as an automate direction finder, GONIO (L00P) - The unit is operating as minima direction indersith manual contiolof the directional antenna byw ofthe loop lefi-sight switch (CADRE), Band Switch, ‘Thebaad eviteh is ued to selectthe frequency bands listed in the radio compass paragraph, ‘Tuning Crank, The tuning crank 1s used for frequency seleczton 1a accordance with a scale calibratedin megzcycles.SSOHSHSHOHSHSHSSHOHSSTHHOSSHHHSHHOSHHOHHHHHHHHSOOLEOSE GAF T.0, IT-CMI7OR-1 Section 1 CW Switeh. ‘The CW switeh is used as tuning aid. The switch hat the positions AL and AB. When the receiver is not properly tuned, the beat note produces « whistling tone, The higher the frequency ofthis tone ls the more the set frequency of the receiver deviates fom that of the taniminer to be received, Therefore tuatag accuracy effectsthat the beat note ls no longer audible (zerobeat), in this potion the unit is properly tuned to the Gansmimter, After tuning fs completed, place snitch to A® to avoid esroacous compass indication, Loop LR Switch (Codre), ‘This evitch is wed for toring the direction finding Joep 10 the left of right. Ditection of rotation is Indtested abore the coattols G (lef), D (righ), The irectionfineingoop tx electrically eomectes to the radio compare indicster. Volume Control. ‘The volume control provides telection of the detired level of audio, RADIO LIGHTING. Brighnes: ts contolled by a rheostat labeled “BEL, RADIO" (adfo lighting) installed en the right console (of the forward cockpit, LIGHTING EQUIPMENT. LANDING AND TAXI LIGHTS. One landing and taxi light is mounted on the nose seetion, The awiteh(71, figure 1-4 and 66, figure 1-6) leeated on the forvard lefthand console, as three. Positions: OFF (lever af, TAXI (middle position), LANDING (lever forward), COCKPIT LIGHTING. ‘The instrament panel in each cockpit i Ughted by 2 UY Ughts 1a each cockpit, The switch (68, figure 14) Islocated on the lefreaescle in the forward cock= pit only, Buighiness may be controlled by 4 rheastat (13, figure 1-4 and 40, figure 1-7) Located on the left console in each cockplt, LUgheing forthe lefe and ight eontcter in each ceck- PICK provided by 3 red Lights tn the forvardcock Pt and 1 in the reat cockpi). Brightness eznact be conzolled, In the event of malfunetioaing lighting equipment (oulbsesc, , emergency Ughting controlled by amuming Inobon the left console of exch cockpit le provided hy ee lights, adjustable foc brightess, nthe cockpits, NAVIGATION AND FUSELAGE LIGHTS. Navigation and fuselage Lights are installed on cach Liptank, onthe tipof the aft fuselage, and on top and at the botiom of the fuselage, The naviga’ ion fitch (68, figure 1-4) is Leoted oa the lets console inthe forward coekpit, Thi seit has thee pesitons: OFF (middle position; STEADY (EIN) (the light co the tip tanks and oc ihe ip of the aft fuselage are ON, while che light of the fuselage are net funerional): HLINK (blinkng) (all navigution and fuselage ighss flash a €0 eyetes per minute, LANDING GEAR LIGHTS. Two lights are provided uncer each wing which sI1v~ inate avtormatically whenever the landing geat {s exended and locked, anSection 1. IT-CMI70R-1 OXYGEN SYSTEM Oxygen Demand Regulater Figure 4*12 OXYGEN SYSTEM (GASEOUS). Anoxygea ryiter, censisting of? oxygen cylinders, |s sastalled berween both cockpit. The total cylinder capacity tr 19,99 1, The system may be refilled through a single filer valve located on the right side behind the forward weit, The oxygen demacd regulator (81, figure 1-9 and 24, figure 1-6) is located on the {instrument panel] in each cockpit, OXYGEN DEMAND REGULATOR. ‘The oxygen regulator s 2 demand pressure breathing regulatcr without any automatic exces: pressure, Two ‘knobsare located o2 each oxygen regulator. The left fone has the poritfons NORMAL (diluted oxygen) end alg - . 100% (pare onygen), The right knob bas the positions NORMAL (emand regulation) nd SECOURS (erne: gency mppy). 4 linker located on the upper Left portion ofthe regulator sisstalledtockeckfinetloning ‘ofthe oxygen yriemin the NORMAL petition, A white discappearwithishaliag exyger, Anexygen presure Sadie 4s located on the upper right pertion of the regulator, is wale {4 calibrated in quarters of the otal pressure of 150 kg/em? (2188,5 PSD, A red aringlight located inthe middle ofthe instrament, ‘Mumiaates when pressue diops below 40 kg/em? (658, FSD, Note When the oxygen system ts not in operation, itch system to 100% to prevent the filter from being clogged by duxt prrcles, @20e0e06000000002020000600000000000600000009080066006PSHOOSHSHOSHHOHHHSHHOHSHHHSHOSHHOHSHESCHHOHHHHHOHOOHCOOE GAF T.0. IT-CHI70R-1 Section! NAVIGATION EQUIPMENT. €.2A COMPASS EQUIPMENT. The C-2A compass system consists of the syrorya compass indicate, the gytonya compas repeater Andicator, the gyroqn compass amplifier, ane the flue valve. The syrtem is tlaved tothe flux valve located inthe lefewing, The C-24 compass combines the factions of both the directional gyre Indicator andthe magnetic compass, This fight and navigation Instrument ts fundamentally « directional gyro with A magnetic "vee" ~ duecttonal gyro synehronized with the earth's magnetic meridian by means of the flux valve, The compass system recetves ac power fom the invener and de power from the alrplane de system and operates whenever the circu breaker of the lefthand console inthe forvard coekptt ts punhed dn, Approximately @ ot 9 minutes are requred forthe torortocome upto speeds {tts then ready for setting. Note The slave gyro system of the C-2A compass may occasionally become 180 degrees out of phase. Periodic cross-checking with the magnetic compass is recommended, SETTING THE INSTRUMENT, ‘As the precession taie in 910 5 degrees per minute, theinstumencharto be manually yachsontsed before seachflight, inorder synchronize, press he knob ch the gyroryneompas: indicator and with pretsare on ft, fotate inthe direction indleated by the eros (X) of dot (a) arrow on the knsb. This action ryncktonizes the indicating dial with the diction “semed™ by the fiux valve, From then on the gyrorya compsssindiester ‘will 4et sutomatically, . ‘The kaob must nor be deprested for periods longer than two minutes as the heavy curent rain which eceursarthat Ume would ultima: ‘ely damage the clutch mechanism, C-24 COMPASS LIMITATIONS. ‘The gyro in the gyrosya compass indicator {s free to ‘operate within 35 degrees from level fight in dive and climb, and in right and left bank. At the Limits, it strikes mechanical rope which render the indleations of the instrument inuecurite, If the operating limits have beemexceeded, rest the Instrument. Acrobatic, maneuvers, especially those of a complex and con ‘ino nature, may resul in heading errors of mote than Sdegrees, The gyro will revertueless automati= cetlly tecover tts erect and slaved positions at arate fof 8 to 6 degrees per minute, The flax valve remains pendulous through 80 degrees on both sides ofthe vertical in piteh and roll, When these mts are ‘exceeded, the spider picks up the vertical component ‘ofthe earth's fleld which distors Its sending and thus gives false signals, This results in amelttemporary ‘variations daring accelerated turns, Restoration of the airplane toan attitude within these limite render? the tunit pendulous again, and ie avcomatically resumes ‘correct sensing. Compass Slaving Cut-Out Switch, This switch located on the forward instrament Fane! (89, figure 1-2), is wed when sensing en the partof {he flux valve is not wanted, or over portions of the earth's area where the horizontal lines of magnetic fetce dipatan angle of 84 degree: or more, It inter= rupte the clscoft from the gyreryn amplifier tothe recession coils in the indicator, MAGNETIC COMPASS, ‘The magneticcompass (standby compass), located on the forvard Instrument panel (2 figure 1-2) is a standard type to be used 21 a check on the operation, ofelectrically operated compass systems or in he event ofanemergency. The magneticcompass may be illu- ‘minatedby a ght incorporated lathe instrument, The switch (1G, figure 1-3) is located on the upper instru- ‘mest panel in the forward cockpit, atsSeetton GAF 7.0. 1T-CMI70R-1 MISCELLANEOUS EQUIPMENT. PITOT AND STATIC SYSTEMS. ‘The pltot and wate systems of the cockplts are completely indepetdent. Two heated pltot tuber are Installed In front of the windshield in onder 10 supply the insrmments with pitot pressure. The lefthand_pltot lute Lester Js operated fom the front cockplt; the righthand pitot tube heater is operated from the rear cockpit. ‘Two satle pressure inlets close 10 each pilot's supply the Instruments with static pressure, ‘The instruments supplied are: Front coskpit machmeter (5, figure 1-2), aimpeed indicator(29, figure 1-3); alsimecer(28, figure 1-3), and vertics] velocity inéieator (15, figure 1-3). Rear cockpit: airspeed indieator(6, figure 1-6), alti- ‘meter (12, figure 1-6); and vertical velocity indicator (y figure 1-3), PITOT TUBE DE-ICING SYSTEM, ‘The pot wbes are electitcaily heated. Aswiteh G5, figwe 1-5) ané a contol light 82, figure 1-3) ‘ae located ou esch inatrament panel. The contol lights illuminate in ease of malfunction of the pitot Iter tical, orf ptot tube is not switched OW, PERISCOPE. ‘A periscope is installed on top of tae aft instrument panel for forward view of the rear pilot. REAR YIEW MIRRORS, One adjustable rear view miror is insalled in each cockpit of the lofthand tide of the canopy frame, BLIND FLYING HOOD, The rear cockpit may be equipped with a blind flying hood, cLeck, Aclockwithstop mectanism(ty figure 1-2) installed on top of the forward instrument panel. and in the reat cockpit at the left side of the instument panct (29, figare 1-6), Prior to eack Might the clock has to ‘bewound upwith a kacb below the clock faces Setcing the clock ts accomplished by pulling oat the control on the lower right side of the clock, aad cerning the winding knob in clockwise direction, Initiating, roping and resetting of the stop mechanism fs accomplished by rushing the smal kaob below the winding kacb, SONVNSSOSOSSOSSOSSOSOSOSSOCSOSOSCEOSOCSCOCCESCESEESPHOSESCHCHSSHSSHHOHSHHOHHSSHOOHSHSHHSCHOCES GAF T.0. 1T-CMI7OR-1 Sectten \ SECTION V OPERATING LIMITATIONS: TABLE OF CONTENTS Page 51 5a sa Bt (Operating Limitations . Minimum Crew Requirement . Instrument Markings Engine Limitations OPERATING LIMITATIONS, Opersting Limttationsare derived from extensive Might testing and operational experience to encure your safery and to help obtein maximum utility trom the equip ment, Tae instument dials are marked as shown on figure §-1 as a constant reminder of alrspeed and en gine limitations which in some cases, are rounéed off. ‘Additional Lmitatiens on eperstional procedures, acrobatici, and airplane loading are given in the following paragrsphs. MINIMUM CREW REQUIREMENT. ‘The minimum crew required to operate this airplane fn one. pilot in the fioat cockpit, Aa additional crew member, as required, will be added at the discretion of the Commanding Officer. INSTRUMENT HARKINGS. Cogntzance must be taken of the Instrument Markings diagram, figure 5-1, since it represents imitations noc necessarily repeated elsewhere, ENGINE LIMITATIONS. ‘The maximum permissible engine speed fer takeoff and climb is 22,600 4200 APM, Ibis recommended thatengine speeds used forcralsenotexceed 21, CO0RPM except when absolutely necessary, Engine ground operation up to 6,500 £900 RPM must be limited to fifeee minutes, The Engine Limitations table (Figure 5-2) indicazes maximum values that must notbe exceeded.Seetion V GAF T.0, IT-CMI7OR-1, ( INSTRUMENT MARKINGS AIRSPEED INDICATOR MACHMETER 30 KNOTS ~ MAXIMUM WING FLAFS EXTENDED 140 KNOTS ~ MAXIMUM LANDING GEAR EXTENDED 0.81 MACH > MAXIMUM AIRSPEED 400 KNOTS - BASED ON - MIL-J-5624 (JP=4) FUEL EXHAUST GAS . TACHOMETER TEMPERATURE 615* C - MAXIMUM FOR TAKEOFF 22,600 RPM — MAXIMUM . '450-550"C - CONTINUOUS OPERATION Figure 5-1 (Sheet 1 of 2) 52 .GAF T.0. 1T-CHI7OR-1 Section ¥ NS’ Pls 41 cs OIL PRESSURE ACCELEROMETER 0,5 HPZ (7,5 PSI) - MININUM DURING FLIGHT ++5.5 G MAXIMUM WITH OR WITHOUT TIP TANKS. 4 HPZ (60 PSN) - CONTINUOUS OPERATION CONTAINING ANY AMOUNT OF FUEL : M ALLOW. 4,5 HPZ (GS PSD - MAXIMUM ALLOW ABLE + 3G MAXIMUM WITH OR WITHOUT TIP TANKS. CONTAINING ANY AMOUNT OF FURL VOLTMETER OIL TEMPERATURE HYDRAULIC PRESSURE 210 HZ + MINIMUM 280 HP2 - NORMAL AND MAXIMUM 30 - Got Figure 5-1 (Sheet 2 of 2) SPSHHOHOHHOSHOHSHHOHSHHHHOHSHHHSHHHHHHHHOHHHHHHHOHOOSE m4Section V : : GAF T.0, 1T-CMI70R-1 ENGINE LIMITATIONS ENGINE TEMPERATURE LIMITS, uae rowensertms | cor sranic rast | DURATION 72,60 wa Take-off a ewe os 12,600 cums 2 ssc t cum ater] 21.250 90m oor ime Merene | aowomn |. site L | 2.600 eM . ‘le at ground £300 S00" Figure 5-2 ‘T0O"C, anyofthese hot stare should be recorded in the DD Form 741-2, Five ot starts up to 100°C are per ‘The EGT during normal stars fs Uimited to 600°C, For misuible. “After five hot starts oe afte: hot art ex~ the Jeft engine and for an ambieat temperature below “10°C, the EGT during normal stars {s limited to 650°C. If the EGT during searss les between 600 and ceeding 100°C, an overhaul of the engine 1s required. ‘The minimum engine temperature for takeoff fs store, OIL SYSTEM LIMITATIONS venir NonMat MaxiMuMt wz, Hz 2 to 12.4.5 oun (PSI 7,5) (PSI-30 to 60) (PS165) it emperstre sore <8 wore Figure $3 OIL SYSTEM LIMITATIONS, ‘Therear cockpit instrument panel is not equipped with anollpressure gauge, but two red lights (one fer each engine) whichace ghting up ifthe ell pressure drops below 0, § HPZ (1, Despite zero oil pressure, Af absolutely necessary, an engine maybe run for ten to fifteen minutes, Shitting, Sh - ‘ down the engine will romevhat reduce the damage although che windmllling speed 18 fast enough to damage the engine after some time, ‘The of] tank cooling ax intake duct cannot be adjusted fa flight but on the grouaié only, The operating range wide enoughtokeep within the Limite during normal utllisatten,PSHSOSHSHSHOSHHOHSHHSHSHHSHHOHHSHHHHHHHHHHHOHHOHE OSE CAF T.0, IT-CMI70R-1 ACTUATING THE THROTTLES. Ja filght, the thiortles may be moved as rapidly as ‘needed owing to the acceleration control box, The. engine acceleration time depeads upon altitude and airspeed, Forexample, at low altitude, ie takes about ten second: at 110 KIAS, to accelerate from fdle to {full power, On the ground, since there ts no practioal effec: of the ‘acceleration contol, the throttles should be moved smoothly to avoid comprewor stall similar to the sounds of gun fre, PROHIBITED MANEUVERS, Javered Migatot aay maneuver resulting in prolonged pegative acceleration will result in eagine flameout afver one minute and tveaty seconds, After this time, theresno means of ensuring a continuots flow of fuel ‘or of maintaining oil pressure for more than thirty (30) Seconds in this artinude, ALI other acrobaler ae Permitted, except loops forward and snaps. AIRCRAFT LIKITATIONS. The Limitations indicated in the following paragraphs tefer to both atreaft configurations, with ot without ‘the imtallation of tip tanks, efther full or empry, AIRSPEED LIMITATIONS. ‘The maxtmum permissible indleated sinpeed ts 400 nctsor Mach 0, 62 (ce instrumentdials, figure 5-1), whichever occurs first. Section ACCELERATION LIMITATIONS. ‘The maxinoum permissible load facturs are as follows: Pouttive pullout 5.6 g, uegative pullout 2 g, CEILINGS, Eiictene selling: 04.000 feet Maximum ceiling: 40,000 feet, CENTER OF GRAVITY LOCATION, 4 al cases of possible loadings cone er two pitcts With or without armament, tp tanks, full or empty), the aireraft remtins within the spproved center ef mvity postions, AIRCRAFT SYSTEMS LIMITATIONS. LANDING GEAR. ‘The landing gear should be lockec up ot lowered at a ‘maximum of 140 KIAS, Duration of operatton: Exten— lon seconds, retraction 9,5 seconds, MING FLAPS, ‘Tne wing flapsshouldbe retracted at a maximum sit- speed of 130 KIAS, Extension ef the flaps to15" requires & maximum airpeed of 139 KIAS, Extension of the flaps between 15" and 40* requires a maximere att speed of 190 KIAS, SPEED BRAKES, [No limitations,GAF 7.0. 1T-CMI70R-1 SECTION VI TABLE OF CONTENTS Page INTRODUCTION, ‘The operations) capabilities of eis attplane include Aight speeds to 0,82 Mach number and alinder we 4,000 fee:. The airplane is distionally ad Iongi- fudiaally stable at all approved center-ef-geavity Dositions. Larerstly, the aigplane is neuteelly stable, a characteristic that does not require any special technique other than frequent reference to the lateral atsituce, MACH NUMBER, Mach number represents 4 percentage of the speedof sound, For example, if you are flying at 0,5 Mach, your speed is 60 peccent of the speed of sound, The FLIGHT CHARACTERISTICS > e sectiod Level Flight Characteristics, Compressibility Effects. Formation Flying «... speed of scund, being a faxction of att temperature only, decreases as you chi, since the ait temperature decrease with altitude up :2 95,000 fei, thes ihe ait temperaiwe stays constant, STALLS. ‘The CM110 has proved itelf co be a very stable sit- craft. Stalls are characterizes by buifering, exeep- Uonally geod lateral control, end capid recovery, NO Uuaconttollable rolling tendencies occur. Elevator eon Uuol is very good throughout ene stat,eseceseoe OOOO O0OHOOHOH006H00H00HH000O806OR CONFIGURATION. Cruise - Speed brakes IN | Crise = Speed brakes OUT Wing flaps 19% |_-—_— Wing flaps 40°, STRAIGHT-AHEAD STALLS, When straight-ahead stall is encountered, the air- craftnose muallydropesuaight forward. Recovery from ‘asusight-ahead wall may be initiated at any time by feleasing back pressure on the stick: Altitide less is sbour 500 feet, If the wings are not quite level with the ball in the canter of the tum-and-lip indicator when the stall acours, a wing may drop on either ide, In this event, recovery willbe promp: by releasing back pressure on the stick and simmultanecusly rolling the wing level. Altitude loee ie romewhat more then 860 fees, TURNING STALLS, In 4 tur, the stall, often characterized by a sudden roll, is preceded by a slight buffeting, As prescribed \m paragteph “Straight-Ahead Stall", recovery fom a ‘turning wall may alsobe inktlated by relaxing the stick pressure and rolling the wings level, STALL RECOVERY, During stall recoveries, the throttles shouldbe advanced smoothly to 22.600 RPM with the alreraft nose down, ‘Then rerun the nove to the staight -and-level fMighe attitude, After the stall recovery hasbeen safely at- ‘tained, theatreraft should immediately be returned to Formal cruising Might, 62 AIRSPEED KNOTS [Oe eer eee GAF T.0, 1T-CMI70R- REMARKS. Buffeting beginning at 99 kos: Batleting adéed to the vibrations ddue to the speed brake: ‘Slight warning buffeung ————______] ‘Slight warning buffeting Figure 61 SPINS. NORMAL SPINS, ‘The minimum attitude for a spin entry is 17.000 feet or moze above the terrain, Check alrcsafe cleaa, tp ‘anks empry, and trim neutral, Reduce power to idle and decelerate to 10 KIAS and 4 nove-high attitude of 16 = 20 degrees, At the firs stall indication, smoothly apply full rudder in the desired ditection of spin and bring the stick all the way back, keeping the aileron: Restral. ‘The alreraft enters 2 pital, esches an in verted position after approximately half a revolution fandthen the note drops down and swings back up to of above the hertzon, ‘Approximately one turn after the controls have been applied, the neee érops and the alsa really enters he spia, Continue to aeld the contols firmly against their stops keeping the ailerons neuzxal until the spin sabilizen, During the nexttwo tums, rather distinet pitching, roll and yaw oscillations ate recorded, as well a severe clevater buffeting, Latese after chee revolutions, the spins more quiet and practically sabiitzed at about 4-49 Gegree nore-low attitude, The altinute Toes ts Approximately 1,000 ~ 2,200 feet per tu, ‘SPIN RECOVERY, Alter the spin has tabilized, recover by applying brisk fol opposite rudder to the maximum deflection, ~ andGAF T.0, IT-CHI70R-1 ‘ hold. After one to eve ssconds push the sick straight forwasd ilightly over the neutral position, When the accraft’stpinrctation hasde finitely topped, neutralize ‘theruddersas rapidly as pouible, Check wingt evel, Dall centered and recover from ensuing dive, Dowotneueralize the rudders until the rotation has completely stopped, but constée: fatlure to centralize the controls promptly when the rotation stops may caute the alrersft to spin tn the opposite étrection, When the nose of the aircraft reaches the horizon, adjust pover to 20,000 RPM, and level off of regain altitude by 4 maximum performance climbing tum, ACCIDENTAL SPINS, ‘When entering an nietentionalspin, recovery isaccom lishedby wing the "Spln Recovery Procedure", If the spin was entered with gear an¢ flaps dovn, do'not let the speed increase during tecevery and retract the laps before the gear, INVERTED SPINS, Inieational spinning inverred {s profibited in the CMI7O. However, you may eater unintentionally an lawerted spin by excessive forward movement of the eontrel column and exceme miwe of rudder, for example during the half roll of the Immelmann or after an tneortect recovery from a normal spin, 4 spinning inverted you will be on the outside of all sotation and expesience negative "G"s, The ditection of spin fs dictated by the direction of yaw and whilst in a normal spin, thisis the same direction as the roll inaninverted spin, however, theyw is in the opposite irection to the roll, You will normally be far more ‘conscious of the direetion of rotation of roll then of the dizcction of yaw, INVERTED SPIN RECOVERY, Apply full rudder in the direetien of rotation, {.e. ta ‘oppotite direction tothe tura needle, Hold the allerons ‘neutral and bring the stick progresiively back, esece Immediate te spin stop, cemalize al contol recover ftom the ensuing dive. During inverted spia recevery, the aircraft may of thoughthe vertical afte: rudder has sropped the In Yaw, all controls are cot immediately ceat: € dhe’ poiat, sptaning may cootinue, The Inve splatecoverydctien will nov become norma! po-@ conttel. The direction of rell will be the samy previous, but th dete of yay wt be reel “if thle plteh change cccur dering . ry; y wy covery, Xt indicates thatthe spin has been esnve toanotmal one and an aggressive normal-spin ret action fs nov tobe taken, @ - Note e Xin doubt astowhecher the atrerat is spaning @ favered ot normaly, the tm rede of he @ tum-and-sllp indlcator should be observed before sarting recovery procecute, ® ® Before entering the maseaver, icjust the trot 20,000 RPM, Dive to attain an entry alrsnced of KIAS, Level the wings and rave the nose moots level ight, When the nose reaches this ardeude, begin apply greater back pressure to increase the pitch attitude, a mote rapid rate. Use zileron and rudder pressure ‘keep the wings level and wo maintain directional 2 YERTICAL RECOVERY, Uuol Use the attitude intieator snd the tum-and indicator to help maintain wings level aad direct Sincethismaneuver fs accomplithed with ahigh ng alripeeé, you should use smocth pressure infiy te vertical attitude, ‘A approximately the veniealatitde,contnee ba Prete amd alleron presse cine a roll. I Alcaft 1s not perfectly vereal, this rll ould Image tovard te Hw Wings ote, the Abe optional, e e Caution must be wed to aveté a sall fern excessive back presure, but sufficient baci @ reteure mutthe appliedtohesp the sttrat's ose coming smoothly dewn toward the horizon. Continue these contol pressures to execute appro) ‘mately acne quarter roll and fly the airerafe snot down through the horizon, 8 the nose teacherPOOHOHSHHHSHHSHSHHSHHSHHOHHSHHHSHHHHHHHHHHHHHHHHHOOOSE Section VI GAF T.0, hortzen, it should be inverted withwinge approximately level, Continue with 4 coordinated rol in the same Aizection to rerum the airerafetoupright level flight, Note insufficient airpeed is available to perform the ype of recovery described before, hold ‘control firmly in the centalized position until the afroraft taker up a noce-dewn attitude of ft own accord. Then, when the speed in- ‘creases, carry out the recovery from a dive. INVERTED FLIGHT RECOVERY, ‘The correct recovery procedure from inverted flight is to exeouts a roll back to the level-fligh attitude, Apply aileron pressure inthe ditection you want to oll. ‘The direction of the roll depends cn the attitude of the aircraft, It sould be made in the directionof the shortest turning radius, Whenever possible, maintsia a fairly constant pitch attitude asthe recovery is made. If this eannot be done because oflow airspeed, lower the nose of the aircraft while performing the roll back to the level-flight teivade, This prevents an excessive lots of altizade, DIVE RECOVERY. ‘The pullout from any dive ould be mace wich smooth back pressure and started before the alcepeedwill approach the maximum allowable Limits, Retard the throttles, extend the speed brates, and raise thenose of the aircraft, ‘The recovery from a high-speed élvewil! be made by retarding the throttles, andextending the speed brakes, and applying smooth back pressare uncil 2 level-fighe atcitude is reached, The tim will not be used during this maneuver, Neverenceed 9,81 Mach or 400KIAS, whichever occurs first, ‘AL above mentioned maneuvers ate to be recovered above 10,006 feet AGL, except spins, which aretobe recoveredabore 13, 600 feet ACL, TT-CNI7OR-1 LEVEL FLIGHT CHARACTERISTICS. SLOW FLYING. Flying this aplaneat slow speeds is poictless, since ‘operation at speeds below the normal eruising range results in a waite of fuel and actually decreases the range andenduraree, Hovever,{fslow fying te neces~ 1, Htshould bedone whenever possible in the clean configuration (gest, wing flaps, and speed brakes retracted), because the foe] consumption will be tn ‘with geas, flape, and speed brakes extended, Slow Flight Techatque, The slow flight characteristics of this aiplane ave normal, Alleoatolsarceffective downto the stalling spesé, Slow fight sould be practicedat asafe aitiude, Reducetheatspeedby retarding the threes to 17,000 ROM, extend speed brakes, and matotain aluimde by holding the nose up, Trim the slrmaf, Whenthe desired airspeed has been attained, i€ can be matt= fined by varying the thrurt, Whes dercending at low airpeeds, retard the totes to IDLE and decelerate tospeedsatwbichthe landing gear and wing apt may beemences, After the gear and wing Maps have been extended, setup the desired rate of descent hy adjuring the pover as necestary, COMPRESSIBILITY EFFECTS. INTENTIONAL COMPRESSIBILITY RUN. Level of wl full power a 28,000 ent oabeve, De not start to cive before etching a lest 200 KAS, Trimebe alerafeand donot scratthe tb soy ues, Dive at an angle of aDau a0" At Mach 078, aight ‘bration ooo andthe elevator ticks weaken, [Ae Mack 0.78, lk fore ie gher a ronacon Increase, At Mach0- 80, te eevatrsik freer Thatta wit aleronboce, igi alton mutces teodtoptstheaerafinorall ht Mach 0.€2. alight fore fo pull en the. sich velop and te alten toatches ane more accentuated, COMPRESSIBILITY RECOVERY. Recovery maybe effected in different ways, either by pulling up, by reducing the power, of, by extending. ‘the speed brakes,GAF 7.0, IT-CHI7OR+1 Section Note Keep 4 close vatch on the atrpeed indicator 40 as net toenceed 400 knots IAS. Ics recommented to start the dive at a steeper angle andtomake a more accentuated recovery, rather than the “nun after" the intended Mach number, s0 as not to exceed the maximum permissible indleated afr speed, 1k should be oved chat the change i stick forces is ‘more accentuatedwith 2 rear center-of-grevity Yooat= toa, UNINTENTIONAL COMPRESSIBILITY RUN, Rarely encountered with this type of aireraft, ft fe not tetlous if Mach 0,89 is not exceeded, Fallout Is eared out as indicated tn the preceding aragrapas, FORMATION FLYING. ‘There is nospectal dificuity in performing formation fying inthis type of alreraft, Speed brakes can be very helpful dus to thelr charectertsics; efficiency and rtial extension possibilities, TAKEOFF IN FORMATION. aps 16", Adjust power 1022, 000 RFM for the leader and 22.000 RPM for the wirgman, hold the brakes and take off normally, The leader maintains 21,750 PM uring the elim, In case of water pudéles on the nnway, do not perform formatien takeoff, INDIVIDUAL TAKEOFF AT 10 SECONDS INTERVALS. Esch sora shouldeake of with full power, When te eader reaches 150 KIAS, be reduces to 21.750 RPM, and doet ace ly beyond the rejoining atspecd of 2c0 @ KIAS, At soon as the githering ts completed, the @ {eematin coctinue: fa the normal climb, e e NORMAL FORMATION. r e “Tue wingman"s angle back lm dhe leader should be shout 20°, Tc this positiog, only wing ard canopy leauaces are obierved. 4 tu he same poe aleve fight male ttined tn sepect to the Jadety the wings ise the tum crops dove and the wingman ouside the cura @ Fale pte malas ne mnie pion. e CLOSE FORMATION. e 4a lowe formation manewes, all clearances will be aegiected. The smooth response ofthe engines to he @ tworle duplaccment aud de efficiency oftte peed @ brakes make ft easy for the wingman to maineain postion, ® WEATHER FORMATION, ° ieee weaterbecomes tooth rrubutee to matn- @ ‘sinwing puter, ave te leer end ares get tumavay om tneater an liyyout ows laurent, Cane thn ts fr 4° om te formcionbendag, @ toy for 0 econ, Tan rn a pel letder sheading, Rejoin the frmetion ontop ot follow @ astuctions of the leader oF ground control, © LOST WINGMAN PROCEDURE, e ‘unig and outlce and if yo lost the leader of @ it isdiffcutt to maintain positon, advise the leader, rollout and level off, Follow instructions of the leader @ or ground central, If flying insfde and tf you loose the leader or if te is ‘usficult to maintain position, advise the leader andSection VI GAF 7.0, IT-CMI7OR-1 continse the urn, Smutascouly reduce power and textendthe ped brakes, When the alped ls reduced [icaunion | for & mininuz of 2 toot, rol out aad rer4ct the speed brakes. Establish level flight and follow in- srvetions of the leader ot ground coarol, Ceoeeeose ‘Atl maximam performasce menevess and Uf you loose your leader oa GCA final approach, tum aerobatics duttag fomnation flying are t9 be away, leveloffimmediately, and follow GCA Missed recovered above 10. 000 feet AGL ‘Approach Procedure, SPOHHOHHHOHHSHOHHOHHOHHHHCHOHHHOHCOOOOOOOGAF T.0. 1T-CMI70R-1 SECTION IX ALL WEATHER OPERATION TABLE OF CONTENTS Instumert Flight Procedures . oe and Rain. Tubulence ané Thunderstorms . ‘Nigh Flying... Except for some repetition necestary for ermphass, clarity, ot eomnuity of thought. this secon contains only thote procedures that differ from or are in addition te the normal opeiating Intrucvons ‘covered In Section I! and IV, INSTRUMENT FLIGHT PROCEDURES. ‘This airplane has the same stability and Aight hand ling chetacterivtics dusing instrument ight condl- dont as when flown under VFR conditions. However, Whe most jet aizplanes, 1c ts sensitive to changes of control pressure and requires constant attention to ‘ighe tnstrument iedications, For best resule, make all changes in picch, baak, and power smootly and heap the aleplane properly timmed, The renge and endurance factors ate critical, so special attention thould be given to cruise contol during preflight planning or LER Might. Allow for delays and aedi- tonal fuel required for departure, letdown, and re- covery. The following techniques are recommended fom takeoff to touehtown under {retrument and aight ying conetiows, These techniques are applicable when wing any type of radio or radar sldz to naviga- ton and when making lewlowns oF landing approaches under instrument flying conditions. section x @ SSRSSSSOSSBOSOSCSOSOSSSSOSSOCSSCSSEOCCSOSSEEBESESEeSPSHHOHSHHHHHSHHHSHHOHHHHSHHSHHHOHOOHHOSHOHHOHOSHHHOOCE Section IX INSTRUMENT TAKEOFF AND CLIMB, Complete the nermal taxi and before-tekeoff checks 4s prescribed in Section Il. Make certain the direc onal Indicator fs checked agatast the standby mag- netic compass, Check the directional iniicater against known heeding such at she runway, to make certala tts noc out of phase. Reset che miglacure aircraft of the attitude indicator to the tero potion. Hold the afreraft with the brakes while applying full power (22. 600 RPM) and check the tnstrements, Any deviation in heading must be corrected Immediately. Whenthe aircraft leaves the ground, contol the pitch and bank avitude by refeteace to the attitude indica tor until the vertical velocity indleator and the all meter show a climb. At tis Ume, retract the gear, Establish and maincaina pitchartnude of 1,000 fi/mia fon the verdeal velocity Ladlcator which will result in continuous climb and a smooth increase {a almpead, Raise the flaps when a safe altizude (00 feet AGL) and an almpeed of 120 KIAS hat been arcilned. When the flape are retracted, adit the pitch atdtude to compensate for the lois of ft. Climb at 22. 600 RPM. and 290 OAS. ‘The climbing sispeedis 295 KIAS at MSL and reduce: by 8 knots each 4.000 feet. Calibrate the turn slip indicator as toon as peasible in the climb. Normal ums (90* bank) will be wed for instrument climbs wher possible. INSTRUMENT CRUISING FLIGHT. Afiet leveling off from elimb with the appropsiate climbing sispeed, 1 may be necesaty to maintain Ligh power und cruising alspead is exablshed, Al- though itis seldom necesary w exceed 4 3o-degree bank in routine instrument figh. the airplane can be contolled insteep tun upto 60 degrees of bank The atuude indicator may precess in piteh and bank da Xing tums, roaconstan: cross check of other Alght in sirument: 18 necessary to maintain the cestiee att tad .G.H, LETDOWN AND DIRECT LETDOWN. ‘Ainpeeds and power setting: ete the same ts for VER ‘lights (Gee Normal Procedures, Secticn If). 92 . GAF 7.0. IT-CHI7OR-1 aor to descenting, set the ar conditioning and presmtzation switch to DEFROSTING (DEGIVRAGE) wo prevent ice fm developing fon the windilleld, (See Section IV). G.C.A, LETDOWN: A G.C.A. lesdown is performed troughous with « powersetlngof 18.60 RPM. Atthe end of thedescent Wich the ipeed brakes extended, reduce alnpeed in levelflight without maving the treties. ‘At UO KIAS, lowe: the gesr and retract the speed Drakes, On the final approach, lover the flaps 15%, Ainipeed illther eabll{ze around 120 KIAS ia level ‘flight, On insquctions from G,C,A,, mart the desceat ‘at 10 KIAS using the speed brales to ger the proper rawof descent (approx, 500-600 fr/mmin), Comect the vertical velocity with the elevator and Increase BPM Af the almpeed drops below 120 KIAS or if ue aircraft {# coming too low on glide path with the correct air- speed, HOLDING. ‘When instructions to told have been received, the aircraft ir considered :0 be to the holding pateers 2¢ ‘he time of tnlttal pastage of the holding fix. Reduce ower to 18. 150 RPM vhen entering the holding pat- ‘em and neglect the atspeed. Except as otherwise specified for wind érift ecrteetion, execute all tums du:ing entry end whlle In the hol- ding pattern at a rate of 2° per second or at 30 angle of bank whichever requires the lesser degree of bank, ‘When bolding at or above fight level 200 use the minimum allovable power settiag for this altitude crea though when descenting, If necesary, we speed Dialer, Descerding below Might level 20 reduc power 0 18,750 RPM. To leveloiT we nomnal rule O% of vertical velocity tndiestion) for lead, and sacjust power, ‘The fist outbound Jeg after the Inttial bolding fix pteage will be flown for one mincte if holding at or below 14,000 feet and one and a hal{ minutes (fhol- ding above 14.000 feet. unless the published proce dure ot ATC requires a different time, or wtex com pemating for heaéwird.GAF T.0. TT-CMI70R-1 I there Us a headwind or tatiwind whea olcing, 411 ‘outbound valuesmay belncrested or decreated as ns~ cesary to compensate for the wint, If it is known that a headwind fs existing when flying outbound, 11 ~ ‘ourbound tme values may be tucteased by act more than one minute. CROSSWIND CORRECTION. After having cotublabed the holding patra, the p= Jot may compensate for wind drift a: follows, Shallow the tam intothe wind and teepen ther dowavind one depreeforeach degree of éift conection necessary 20 malreainthetsbound coune. Teno cae, bovever he angleof bank shoul be shallowed to Jess than 35* oor eepened to ore than 20. Ure the same amount of drift correction on the outbound leg as to maintain the fabound coue. PENETRATION. Before staring the penetration (figure 9-1) check e-ieingecuipment for proper operation and set NH ‘At high station (usually 20,000 feet) reduce power to 18,750 RPM and simultanecusly lower the alrctaftnove bby reference to the attitude indicator(approximately - 07), Thus piten atirude is maintained on the attitude ‘indicator until the alrrpeed approaches 200 KIAS. Ar the alrspeed passes 200 KIAS, extend speed brakes, ‘Trimthe alreraftto relieve pressure during this roce: dure, Vertical velocity will be about, 200 fe/min. ‘The descent is made at 220 KIAS, 18, 150 REM. and speed brakes extended. If a pene:rition rum Ls to be made, we 30° of baak ‘At approximately 1.000 feet shove leveloff altitude, decreate pitch attivute by about 1/2, When approx macely 200 feet abore the desized altitude, smoothly ‘adjust plich to a level flight artitode and tet the alr- speed decrease to 149 KIAS, If the approach is to be made as 4 low approach, wil out final approach ‘course and check the radio compass, ‘During the rum to tntercept the fintl approach esuse, do not atterapt to steepen or shallow the angle of bank in an effer to roll ovt on couse, Section IX INSTRUMENT APPROACHES, Procedure Tums. 1 procedure sum is aigned to place the arora on the flaal approach coune te the terminal fix being sed for the approach, Normaly the alcnude for a eocedute’ tra willbe given by the Ate Trafle Con tol, however it may happen, tn the event of radio ‘commantestion fille, chat the pilo histo ehoote dy Mmseit an altitude which is just high enough to perform a procedure tu for a low aleiude tsrurmeat approach, 1 this casey take chat altitude which i publisted for the elimb daring the misedaprecach Act a noraal ADF-low approach, ‘The approach/Landing configuation i extabished sccording to the rulet for a normal approach. The Procedures cutlined below are designed 16 keep the strate with the procedare tum maneuveding area, ‘This maneuvecing area 1s situated on che rame side fom the Inhound coune atthe peaetation tur, 4, Te & procedure turn utilize 20° of bank oF a rate-of-tum of S* per second, whichever requires me ener degree of bank, b. When artiving the approach fix on « heading ‘within 70° of the inbound course on the maneuvering sce, rum eutbound on the depicted maneuvering side to parallel the reciprocal of the {abound coune. c. Whenarriving atthe approach fix on a heading not within the 70" area, tar the shorestdirection ‘outbound to parallel the reciprocal of the inbound 1 the fit outbound turn places you o« the side opposite the masewvexng ide, tw te {ntereeptthe rectprocalo! te inbound couse. 1 is recommenced 10 apply an Interception angle of not les than 20" to intecept coune. If the relproeal of the tatousd coune i io ‘erceptec prtocorplesonot te maximum time outbound, maintain cosne outbound. 4, Upon arrival at the approsch fx on a heading eaily aligned with the reclprecel of the inbound ccoune, the teaxtrop procedure tam may be flown on the maneuvering side at the pilot's discretion. ‘The ‘coune flowa outbound should be 20° removed from the reciprocal of the inbound couse, eeeeeeoeadeeacaooaoooooooooooso Ceeeee ee eeee eee eeee 6SPOHSOHOHHSHSHHSHSHHSHSHSHHHSHHSHSHHSHOSHHHOHHHHHHOHSOOOS Section IX GAF T.0. IT-CMI7OR-1 TYPICAL ADF PENETRATION AND APPROACH OVER MiGu STATION ENETRATION CHECK neon rhowe ree) Se eceo Beants OUT. PENETRATION TURN ARP TURN AS BUBLIENED, x9 G3iNe 10'07 aan And eran neasrasrion man Sterna as tateale weroecentex ase Feet Se IMTAIN 220 KNOTS 14S. 4. over Lew station hECK GEAR ComN. Nore'ine. FLAPS Down Fon 15°, MAINTAIN HO KNOTS IAS, 4, YWEW J.000 FeeT amove MiuiMuw réwer nation attrTupe, RECUCE RATE cr DEtceRT av. REGUEIVG Tae Mire ATTRUDE ONITHE ATTITUDE MNbIcATOR Ohe Rac. Ptah awe WAIMTAIK Morwors are Figure 91 Ih .GAF T.O, IT-CMI7ORe1 Section fe. The outbound Jeg will be flown fer net more ‘aut 11/2 minutes with 4 powersetting of IS, 500 RPM, Timing for the outbound leg will commence when the aiteraft is on an outbound heading over the ap proach fix or abear, whichever occurs last. ff there is a headwind or caltwind when Aying outbound, compensate for it by increasing or decrea~ sing the outbound time value as well as in a eros" Wind ¢ wind eotrection angle should he applied. {B: Upon completion of the outbound leg, turn the nearest direction 19 intercept the Inbound course, If You ate on the teeiprocal of the inbound course st the completion of ie timing outbound, tum on the maneuvering side tolnrercepr the inbound courte, Plan the turn so 48 £0 fol! cut on the inbound course with, 140 KIAS. Low Approcch, After completion of penstation, roll out on the fina! approach coume and establish 140 KIAS, When within 20° of the final approach coune and within 10 NM from tie station, begin the descent co the published Joy station akitude, if not, Intercept the final ap- [proach course and then descend, If the aicfield is located less than two minutes at ap- proach ainpced fiom the radio fix, lower gear and attain 120 KIAS prior to reaching the fix. If the aicfield is located two minutes or more ar ap- proach alnpeed from the radio fix, lower gear and establish 120 KIAS over the fix. Over the fix, note time and lewer 15° of Maps, Adjust Power to maintain 120 KIAS, Maintein outbound couree (4 wind drift correction) and immediately der~ ‘cend to published minimum altitude prior to arsival ‘over the field, ‘The time flown outbound will be as publisheé and 1n case the “Lele is then notin sight, Initiate + missed approach, Missed Approseh, Advanee: the thvottles t9 22,600 RPM and retace the speed brakes, Estabhsh a climbing actitude (ap~ proximately 1,000 ft/min), When ¢efinitely elimbing, aise gear ind flaps. When the airspeed reaches 150 KIAS, reduce power to 21, 009 RPM. Let the air speed increase to 170 KIAS and maintain a constan:~ aimpeed climb until reaching the missed approach altitude, Cross-clieck all instruments to insore proper beading ard climb, Levelbff and maintain 170 KIAS. Follow Losiructions giver by approach control eic. Reder Approach, e appreach patterns determined bythe physical setup of thefield and the instructions yiven by tie connoller.: @ All changes of headings inthe intat-approuch pha @ Aosld be made by extabiing an angle of bank hat ‘al appesimare a standard rate tern free tea tteedbelag own (ot to exceed 89 dees of ba, @ For-tur ding inat-apponeh paw ies angled bank equa othe number of degess te uted (a feexcend 1? iandatd re) Note ‘A radar approach may 21so begin witain 2 ppenewation turn, after completion of pene ~ traiton tara, or You may be nanded-orer by another radarstation, Whenyou are picked up wiehin of after a penetration turn, retrac: the speed brakes when the level off is compleied ‘ang you are under positive radar control, Aimpeeds, power settings, and procedures are as fol lewis Dowawind leg will be flowa wish clean coufigurstion ‘and 18,500 RPM (ainpeed approximately 200 KIAS). His location will be determined by the iastructions from the controller and is furher from the airfield than the downwind leg of a VFR landing pattera, The inital cockpit clieck will be perfommed here. Use the speed brake: if descending, Wher edvised to turn to hase leg extend speed brake: to reduce speed and ven t© given heading. When you reach 140 KIAS, lower the landing gear, obtain 190 KIAS, ami des- ccend to given akiteds, Maintain the simpeed at SOKIAS and rettac: speed brakes, Maintain 130 KIAS fon bate leg (approximarely 15,509 RPM) ard perform ‘anal cockpit check When on the final approach heading, lower 18*Nape and allow the alispeed 10 deereate to 120 KIAS (appecximately 16.500 APH, Alecude. andheading should remain eosstan, When advised by the grouod controller to enter the glide path, extend speed brekes, maintsin 120 KIAS andstmelianeously establish a rate cexcent of 5¢0-600 {cfenin, The glide slope airpeed is normally 20 knot: above stalling speed in the landing configuration, No change in configuration should be made after glide slope inverception, The conuoller will advise when you are pasing through minimum aldtode. Afcer having established visual contect with the ground, lower full flaps and reduce simpeed to 110 KIAS when pasting the field boundary. SOSSSSOSSOSSOSOSSSCOSSOCOSSEOCSOSSCSCOOS= e e e e e ° ® 200000000 CCOHOROOOOOOOO Section IX GAF T.0. IT-CUI7OR-1 TYPICAL RADAR APPROACH Foren naSt Stoney ov enrne mi 4, arren Tunn o a, Mase Leo a extewo rears ts Exrewo Lanome oean Tao venore as Holwwors ins EmiiaL ceceeit CHECK Neroe % Dowwnino Les CLEAN COnFIORAT ION fosoo nose Figure 9-2GAF 7.0, ITCMI7OR+1 ICE AND RAIN. Af mist or raia is reported, vision through the wind-= shield {s relatively poor, Unier these comiltons, bet= ‘ter viability ts obtained by looking through the late~ al front windows, If landing on a slippery runway ‘while ft rains, tse caution with the brakes to prevent the alrplane from skidding, Wice, clear or rime, forms slong the Leading edges of the wings, the Lift will decremte, Critleal accretion may be prevented by climbing to clear alr above the clouds oe by climbing to an altitude where amblent temperature {s low enough to preclude further ioe accretion, I a climb ts impractical, a desent :to ‘© temperature level above fleezing fs often the best solution, TURBULENCE AND THUNDERSTORMS. Routine istrument fights may requize the penetasfon oftarbuleatair areas or thunderorms, if this becomes necesiarythe power setting and pitch attinude sequined for penetacion should be esabllhed prior to eat, If {ls power setting and pitch aude fr mazeatned in the turbulence area, the alpeed and alticade Will rermaia fairy constant regardles of false alrpeed and atinide Indlestions, The recomiicaded speed for this Auplane 1s 210 KIAS which cone:poods to roughly 18,000 RFA, Mate a thorough analyse of the genera] \eathersituition to determine thundersterm atest and epare light planwhichwillrequre the leas: posible ‘hunderscrms, Be ture to check the proper operation of st flight ‘nseumenss, navigation equipirent, and ‘nscrument. panel light before arterpeing fight to thunderstorm areas, If the worm cannot be seen, tis NIGHT FLYING. Fornight flying check the lighting equlpmeat thoroughly and be familiar with the location of all switches {nthe cockpit, Switch locations and Ughelag equipment may ‘differ sn various airplane tertal groupr, 10 be familiar with the particular airplane you are going to fly and be sure to cany a functioning flashlight, Instrument @ Section ® @ @ ® e Mo taco cave by egls fing ha et bees oo @ Ported with the CMA7OR, e To prevent feing of the windshield, use the stcotot serteing pump. ® 1h case the tnpeedindicator and altimeter indica tens become obviously erooeous (ratte pressure in lec iced over, the cabin alcimener gives a rough ap-@ Freximation, Indeation ofthe amped indicator and ‘lumetes may be comect again if te pilot breaks the rachmetercrveriesl velocity ediostr giat (we the @ acto plug), aed stats off pressurization (Cockpit tea deflated when exterlor resate and cabin pessze sre@) vabout the same), proximity may oftea be detected by erath racic. Tumn@ etfay tio equipment rencere tee by wai nd gy ‘am cockpit Lights to Fat! bright 19 mlaimize blinding effect efliguiing, Do not lewer lanilag gearor wing apssince they donotinereese aerodynamic efficteae ‘ile im the storm matatain power sering ard pireh @ astroe, Hold these constant and the alspecd wil@ remain approximately consant regardles of the in- dicated simpeed, Expect tutulesce, precipltatin, and Uighaing, Concentate prisetpally 7 holdirg a level atcitude to the attend fadteator, Do not chase ‘the atrpesd indicator; doing socould result in exreme @ sala aioe, Ue Ue levitr ender @ scoucol as posible ro maint aiplane atiude In ‘otdertominimtze thestreste imposed en the aieplane. gheshouldbe adjunedtominimumbrighmes: to avoid, undue tiring of the eyes and to keep canopy reflections f & ifatimam, Keow you cockpit jocecues for taxliogaswell asflying, Ths will eliminate confusion ane the need for turning oa tbe cockpit lights unneces arly, e e *@COSSHOSOSHOOSHOSOSHSOHOHESOHKESHSECOOEHHCHOSOHEHOE USE OF OXYGEN AT NIGHT. During local night ying use 100% oxygen during taxi, takeoff, and climb to 1.000 feet above the ground, Afverfinal landing, svited to 100% oxygen agaia, until the aireraft ft parked. Talswill ensure that you suffer ‘no low of vision from the inhalation of noxious fumes from other aircraft or any other source, During aight eperation inthe area oron night navigation fight, use 100% oxygen until 5.000 feet MSL. When Performing the HEFOE-CHECK at 5,000 feet, witch ‘the oxygen automix lever to normal. During descent back to the waifie pattem or after completion of Penewation, tum switch back to 100% oxygen, BEFORE EXTERIOR INSPECTION. addition to the normal day:ime exterier cheek, the following checla should be mace; All extettor lights shouldbe operational, Make sure all ‘slassand plastic surfaces are clear. Serstehes and dist cause reflection, Keep cockpit lights tuned down as low aspossiblewhen taxiing or fying, This includes the three gear-down lights, Bulb covers which glow under emergency conditions shouldnotbe tvisted todimming, Ferform a complete instrament cockpit check before takeoff, Allow sufficient ame for: gyros 1 reach operating speed. Check the directional indicator while ‘axtlngto see if fr is indicatingrums property, Compare ft with the standby magnetic eorapars, Be eure the attitude indicator 1 adjusted as for an instrument ekeoff. Set the comect altimeter vetting and always reset before landing, particularly at night, Know the ‘height of obstructign: in your TAX, Judgment of speed and depth ir poorer by night than by day, Be aware of ius fact, Follow the daytime rocedures withextra care. Taxt with the eax light on. +8 . GAF 1.0. 1T-CMI70R-1 Got tower guidance for aight taxiing whesewes mented. © Get a madloclearance from the tower for cmasing mam ways i taxding toward landing runway, sxe cation ‘with the taxi ht to keep from blisding the pilees of landing atreraft, Radio procedures for sigh: iyiog will bbe as directed locally, ‘TAKEOFF, ‘Tum the taxi light off after the alzeraft ts aligned vith the runway. When the aircraft i airborne (vertical velocity indieatorand altimeter giving definite climb Indications) react the gear, retact the flaps and let the speed Increase in a slight climb, (Refer to Ia struinent-Takeoft,) On takeoff, do not hurriedly retract the gear ataigli. There maybe a tendency to fly the alroraft back fata runway, LANDING. Wake swe by every means possible tat the gear is down and locked befere turing final, Line ep with runway light: when the tur final fs completed, Turn the Landing Lights on after completing the turn to che flnal approach and after baving obtained clearance to land, Avoid taxiing with the lefc engine idling. Keepat least 10.000 REMto amure generator charging normally,GAF T.0. 1T-CMI70R-1 Annendingy APPENDIX PERFORMANCE DATA TABLE OF CONTENTS rare Page se ALT introduction 2. Takeott col Climb ee ASL 4. fange AL 5, Descent aarot i, FUEL CONSUMPUCN esesssseseeseseessestssseteascsessesitseseeiess AUD Chonged 1 Mey 1967SOHHOSOHHHSHSHSHSHSHSHHOHHHSHHSHSHHHHHSHHOHHFHSHHHHEEOES GAF 7.0, IT-CMI70R-1 Appendix uction Part 1 —Introduction TABLE OF CONTENTS Page ‘Appendix Scope and Arrangement .....+4+0+2 AI+I Standard Coreetion Cher ee verse ALd Table of Symbols and Definitions. Ale ‘Temperature Convention Chart... ‘Compressibtiiy Correction to Calibrated Airspeed , Relationship between TAS, CAS, Mach Number, and Pressure Altitude Density Alkirude Chart. APPENDIX SCOPE AND ARRANGEMENT, ‘This appendix concains the performance data, necer= sary foraccurate Might planaing, for airerafe operating. with tp tank, Kg-per-iiter charts are incladed for ‘operation with tip tanks, A part-rype aniangement ‘woups the material as needed for planning general Phases of cach fight, Descriptive text in exch part discusses. and explains the use of the types ofchar: provided, Profile-rypes charts, presenting ange and endurance perfermance information, are included to supplement the graphical performance data, PERFORMANCE DATA BASIS. Flight planning information shown ints appendix ts based on the results of manufacturer's flight rest. Unless specifically stated, It is consistent withthe re= commended operating procedures and technicues set forth eleewiere ia che Flight Manual, The charts are based on performance under standard stmospheric conditions, Flight test data fs based on engines witch deliver approximately 400 kp static installed thrust at sea level. Takeoff ané climb performance will be affected if thrust of the engfnes installed in the air= plane varies frem this value, Changed 1 May 1967 . FUEL AND FUEL DENSITY. ‘The normal fuel density figure (forJP=t fuel) used tn reparation of the Flight Manual 1s 0,78 kg per Iter. Present day fuel densities for JPe4 fuel range from 0, 74900, 601 ig per iter, which can cause vattations Inalreraft gross weight. resulting in some variation in perfomance, Also, if tbe fuel dently has been reduced it can be assumed thatthe heatcantentof the faclhaschanged, (I the beat concent of fuel as been reduced afreraft performance per pound f fuel is reduced and tess range will be available), Because of the variation in fael density and heat content of fuel, specific range. and rates of fuel flow quoted in terms of liters may show a discrepancy. HC JP-4 (or equivatens) fuel is nor avattable, as an altemate, use JP-1 fuel. STANDARD CORRECTION CHARTS. Readings obtained directly from flight airspeed and altimeter inssrameste must be subjected ¢9 certuin standard corrections prior to use, Standard correction ccharts showing the necessary cerrections are presented ‘n figores Al-2 tough A1-5, These figures include a temperature cenversion char, 2 compresrbility eor- rection to calibrated airspeed chart, a chart on the relatiombip between TAS, CAS, Mach Number and pressure altimde, and a density altitude chart, ‘Compressibility cerrection tocalibrated airspeed can be. determined from figure A1-2, It is important that the ‘instrument be calibrated if enor is suspected, Failure owe airspeed-compressbiliry conection data properly ccan result in apparent inabitity to realize predicted aicécaft performance, ‘A density altitude chart is given co facilitate the calculation of tue airspeed and densicy altitude under Aifferen: temperature conditions, AMAppendix GAF 7.0. 1T-CMI70R-1 Par 1 —Intreduetion SYMBOLS AND DEFINITIONS SYMBOL DEFINITION. syMsoL DEFINITION us airtpeed indication bp — Alrdensity ot attituds ‘ed for insirument errer. Where this symbol is used on the performance pe Standard oir density ot sea level. ~ : charls, mechanical error is assumed tc be zero. @ Relative air density (p/p). AV, Airepned position error - CAS Colibrated oi corrected for position error: pi Static alr presure, CAS = IAS + A¥i. AV. Airspeed compressibility correction. P EAS Equivalent airspeed, Calibrate cirspeed por tp corrected for compressibil ated is ear Vi indicated in 148. TAS — True airspeed. Equivalent airspeed cor: rected for etmospherie density. pipet ate pressure, pio Static pressure at ground level, Presmure altitude, Ve Wind component velocity. ROM of N Engine speed. 4 (ats) Kror (Knons). A Mach nur “ OAT Outside cir temperatur cs Groundspeed. True speed relative to the ad Pevncs . ground. True airspeed corrected for the ft Feet : wind component velocity. GS = TAS + - v.. Min ‘Minutes, He Density altitude, thot value obtained from the Denaty Altitude chor, figure mi Nota! mil a ASS 6h which ai ens the cb: ved pressure alliude equals air den: W > Aberat gros weight in pounds, sity oF defined by the NASA for standard rom weight im pou otmospherie conditions. SB. speed brakes por Zp Presi altinude, Co Speed af sound at eandard ground level, He Pressure altitude, AH Altimeter position error. Mord RPM Acm Atmosphere, mb Mimibar. ve Vern Figure Alt TEMPERATURE CONVERSION CHART DEGREES CNTIGRADE ~ °c =~ -10 eonees Famtenie Figure Al-2 Ave . Changed 1 May 1967SPOHHOHSHHOHSHHSHHHSHSOHOHHHOHHSHSHHHHSHOSEHHHHCHHOEOOE GAF T.0. IT-CMI7OR«1 Append Part 1 —Inireduetio: COMPRESSIBILITY CORRECTION TO CALIBRATED AIRSPEED WODELs CH ITER ENGINE: MARSORE I E.2 DATA AS OF 1956 FUEL DENSITY: O78tg/1 DATA BASED ONt CALCULATION - FUEL GRADE: JP ° Toe Be 00) 20 “00 ‘cAuBRATED AREFEED — KNOTS — CAE REMARKE: ADD COMPRESSIILITY CORRECTION TO CALIBRATED ‘AIRSPEED TO OBTAIN EUIVALENT AIRSPIED Vert) EALSCASHAY, CASS EAS AY AS = EQUIVALENT ARSIEED (eel) (CAS. AIRSPEED CORLECTID FOR INSTRUMENT AND POSITION ERRORS. (Mm MACH NUMBEE Figure Al ‘Chenged 1 May 1987 . AVS9S SOS HSSHOEHHEHHHHHHHHHHHHOHHHHEHHHHOHHOESHOE os scx 07 ~ n Ger) Chia qT 5 ape | a | [* fF { rs) ! z { st 3 z { i 3 i “ az5 é § 1 ad HO 5 | 3 | ” o © ossh-tnisn i AKON wt 2eoe-neonendd st = woe. iw = Ded . g ose Ae g 3UBHISONIY OYVONVIS-NON NI NOUvZITHA .e-AL- be z Jeae) ponoub yo esnssed ois =esd SE a = easy punodB piopunys 7B punos jo paods 242 =69 sep : 3 & e ex it (SB) + =02 WWE . b 5 3 SV9 a330Sel¥ ORIVEEITVI ar I 3 Ma ey cL 388 dz -aGnL1v-aunssa¥d = W -4aaWAN HOVW 52. EE Ess “S'V"9 - Gaadsulv ~aaLvaaITv> Dot peel ee . BBS) cy -asasuly anu 3HL N3UMLIG dIHSNOILVIZY S 3 & a a ee) 8 . $ ai i toSPHOHHOHOHHSHSHTFOHHHOHSHHSHOSHSSHSHSHHSHHSHHHHOOHHHOOOEE GAF T.0. IT-CMI7OR-1 Appendix Par 1 ~Intreduction et eh COW 425 cow «00 3S. S90:N os0:w Bs saw 300 O50 :W 275 570 a a oon . 3 8 8 8 8 8 8 . . EE € GEER Ga SE & Figure Aled (Sheet 2 of 2) Choraed 1 Moy 1967 . AMSAppendix GAF 7.0, IT-CMI7OR-1 Part \—intraduction DENSITY ALTITUDE CHART ° 1 en a “ Hina tes, Saint, ed pt SEAT Sisto eet Sir nT Bt DENSITY ALTITUDE — 1900 Fr, TENPERATURE —" Figure ALS. As : Changed 1 May 1967 SPeeeeceeeoeneaeoeeeoeoeveeeoeoeoeoeoeoeoee eee eseoeoeeeeeeeseSOHSHOHHHSHSHHOSHHHSHSHHLOHHOHHHHHHOCHHSHEHHLCEHOOCOOSE GAR T.0, 1T-CHI70R1 seend van 2 Fate Part 2—Takeoff TABLE OF CONTENTS Page Runway Wind Component ARE Takeoff Performance 2 ART Wind Component Chart... 2 AR! RUNWAY WIND COMPONENT. The Wind Component chart fs used to determine the wing component parallel and perpendicular wo the ruaway. The erosswind component mus: be btsed on maximum gust velocities, Figure A2-1 presents ‘chart forcomputing the runvay sempenent, erosswind component, and the minimum nosewheel Ufi-off (or rouchcown) speed. TAKEOFF PERFORMANCE, ‘The effect of various altitudes, temperanwet, and gros Weights of 6,400 and 6,850 Ibs respectively, on take~ off distances are shown oa the Takeoff Distance chatt (igure 42-2), EFFECT OF ALTITUDE AND OUTSIDE AIR TEM PERATURE ON TAKEOFF PERFORMANCE. Engine thiust decreases as altitude of outside ait temperature increases, Consequently, greater takeoff lstances are requized at higher altinudes and on warm Gays. Representetive performance showing the effects of altitude and at temperature @: takeoff éistances fare shown on the following sample curve, Note the fates at which doth ground run distance and distance to atain a cenain elevation above ground increase. at higher outside temperatures and altitudes, EFFECT OF ALTITUDE AND TEMPERATURE ON TAKEOFF PERFORMANCE HEIGHT ABOVE GROUND DISTANCE ALONG GROUND > Changed 1 May 1967 Page a9 Ae Engine Fatlure at Takeot! « REFUSAL SPEED, Refusalapeedis the highest speed to which the atteraft ‘canbe acceleraced, assumingnormal acceleration, and stiltbe stopped on [Link] remaining, The Refusal Speed curve (figure A2-3) gives data which account for normal welght, accmal atmospheric condisons, and actual runvay lengths, Refusal speed should alvays be checked when operating fom shert rmnways. Refusal speed may be less thin acceleration check speed, REFUSAL DISTANCE. Refusal distance is that distance at which the sizerait will reach the refusal speed, assuming normal ac~ celeration, Refusal distance is obtained from figure ‘Ad-3, This chart 1 plot of ground run distance versus Indicated alrspeed and thove a normal asceletation guide lune that indicates the speed~distance relation ‘hip for normal weight and normal atmospheric cconetttens, ACCELERATION CHECK SPEED AND DISTANCE. “The acceleration check distance for this attcraft is a point 2000 feer from che start of the takeoif rin, ‘Aborttbe takeoll If airspeed Is less than the minimum acceleration check speed at the check distance point, TOTAL DISTANCE TO TAKE OFF AND CLEAR 35 FEET. The toxal distance to takeoff and clear a 35-foot ‘obstacle is the 1urn of the ground run éistance andthe airdistancetraveled while 2training abeigh: of 35 feet above the runway. A total distance curve tn figure ‘A2-3 it provided, Distances ate shown fot nota) ‘conditions, AnAppendix CAF T.0, 1T-CMI7ORe! Pen obeott EYGINE: wannone ir 3 wooets <1 1702 Fee AMARPO RG Het DATA AS OF: 1456 FUEL GRADE: JP “ BATA GAIED OM CALCULATION 40 ups Mra gor 20 TAKEOFF AND LANDING WIND COMPONENT CHART 130 120 20] 0 10 106 ° 0 20 se cima Gu THE "NOT RECOMMENDED AREA” MAY SE OBTAINED BY LOCAL INSTRUCTIONS OF RESPECTIVE AIRBASE. Figure Az-1 . Changed 1 May 1967 i i : é i SPEeSSSSSeeSseSHeeeeoeeseeseseeeeoeseeoeoese eeegcenoeaeooe99 SOOHHOHHOHHSHOHHHHHOHHSHHKSOHSHHHOHHHHHEODE GAF T.O. 1T-CMI70R-1 Appendix aes jatsganvnsaca BATA BASED ove FLIGHT TEST FUEL GRADED JP TAKEOFF DISTANCE (RELATED TO TEMPERATURE AND PRESSURE ALTITUDE ) FLAPS 15° _ © Température} 50 xy 2 g 8 g 8 FOS RO8 es § Note 1400 tha «ro wasone Puree seat enka, Figure A2-2 Chonged 1 May 1967 : 2.30006 yay nea permaanesa Changed 1 May 1967 ‘sanrrzedou aug 209 ‘ours are punosy Figure 42-3 g g 6 e 3 ‘Ook ot SdV14 *$@1 0099 IHOI3M SNOILIGNOD DINSHdSOWLV GUVONVLS BATA SASED Om FLIGHT TEST JINWAVITD FIDVISO GNY azads IwsNdaa Ans9G EOOHOHHHHHHHHHHHHHHHHHHOOHHHHOHOHHHOHHOCOHOOE GAF 1.0. IT-CMI70R+1 was, 1000 2000 Sample 1 With nowal acceleration and two engines operative, ‘Vj #80 KIAS must be reached after 650 feetground run distance, Sample 2 On a munway lengch of 2950 (eet, che refusal distance 4 1900 feet. That means. under normal conditions the aircraft has taveled ground distance of 1500 feet and accelerated up to 85 KIAS. With a ground speed of 85 KIAS, & rmvay length of 1450 fee: i required 10 bring the aircraft to a complete stop. Consequently, the alzeraft will come to a stop at the end of the run Changed 1 May 1967 rer Port 2—Takeofi 3000 4000 Sample 3 ‘Ausaming one engine becomes nopermiive at # speed (0f 40 KIAS (up to reaching 70 KIAS both engines have normally accelerated and the aircraft, at this speed, has reacted a ground run distance of 920 feet the aircraft may all besome aistome, prorided:hat the actual mway length s 2520 feet tftherunway. length Is leas the takeoff run most be aborted, The. sireaft well te sopped at 4 triveled ground rin distance. of 43505 feet Sample 4 Ifthe airerafe becomes aizbome at 95 KIAS, the total distance 10 clear a 98-foot obstacle Is 3840 feet, AD5/AI6GAF 7.0, IT-CMI7OR-1 Part 3—Climb TABLE OF CONTENTS Climb Ferformance Climb Performance Chart CLIMB PERFORMANCE. Performance daca presented In term of distance and time-to-elimb for altieudes ranging from sea level t0 30, 000 feet Is shown in figure A“1, This chart displays therelationshipof time, fuel, distance, ané altitude. ebiainable at the cecommended climb speed of 200 knots (chen Mach 0.2). EFFECT OF AIRSPEED AND WEIGHT ON RATE OF CLINE Atypica! vatlation of rate of ellmb with atspeed and gross weigit ie shown on the following sample eurves EFFECT OF AIRSPEED AND WEIGHT ON RATE OF CLIM3 Changed 1 May 1967 . Appendi Port 3 Clie Page as . 43-2 EFFECT OF FREE AIR TEMPERATURE ON CLIMB PERFORMANCE ‘The climb spesd decreases with the afrtempersture ‘sing, Therefore, the time to climd willincrease ‘correspondingly, The effect of al: temperature on the climb. performance. is demonswated on the follow in sample curves *@eeeeeeeeeeeeeeeeooeeeoeed EFFECT OF FREE AIR TEMPERATURE ON CLIMB PERFORMANCE B ee2eeaee eeAppendix Part Climb wept ck 18 Bara as oFs BATA SAIE0 om FLIGHT TEET GAF 1.0. 1T-CMI70R-1 ENGINE, nana FUEL 0: FUEL canbe ipa CLIMB WITH FULL THROTTLE, FULL TIP=TANKS CLIMBING PATTERN Vi: 200 KNOTS, Then:M 042 scolte 30000" 25000" 3-2 | FEET 20000' 15000’ Figure A3+1 ‘to000" 5000" 1000' 0 Changed 1 May 1967 TeMin DenmiFS GAF T.0, 1T-CMI7OR-1 Appendi: 1 Pnendn@ Part 4— Part 4—Range TABLE OF CONTENTS Range Performance -.. Misifon Profile Chars RANGE PERFORMANCE, ‘The Mission Profile charts present the range chatacter\~ stict of the sireraft in a convenient pictorial form and allow accurate flight planning for the majority of ‘missions where cruise control mustbe considered, Using these charts eliminates mush of the computation ‘per etimates of the fuel and time to fy «particular mission. This is done by pictorially presenting the telationthip of time, fuel, and distance, obtainasle ac optimum cruise settings, for all altitudes at which the aireraft ie capable of flying. The Missen Profile charts are presented for RPM values from 18, 000 to 21.009, Mileseperoliter charts, which ean beuied forplaaning operations, are included in Par: 6, MISSION PROFILE CHARTS, ‘The Mission Profile charts (A4~2 to Ad~4) present both the level flight ervise and the variable altitude (eruise- climb) maximum range characterises of the aureraft, ‘The chartegive the time and fuelreqaized to fly & given Sfscance undera no-wind condition at any eruising alti~ tude frem sea level to the optimam ensize-elimb altitude, Changed 1 May 1967 . Page sar san CHART ARRANGEMENT. lh general, the Mission Profile chart is sead fiom left to right in a flight sequence of initial climb followed bby crsising ight, The initial climb path is Indicated by a solié line; it shows the distence traveled in climbingfrom the point where the initial climb speed iteacteé, tothe point any desired cruising altitude is reached. Atthe point any desited distances reached, the fuel remaining fa the aircraft fuel system is indi ated fa squares ete, ‘The time as after takecff is given in heurs and At last, the charts shown also the increased ranges for visual fight ruler Gescent with ile power setting, LEVEL FLIGHT SPEED, Infigure A4-5, The relationship of engine speee(RPM), airspeed (CAS), ancthe Machnumberbased on different altitudes ie presented, AadAppendix GAF T.0. 1T-CMITOR-T Port 4=Range ENGINE: Manson uz 2 Bataas one tise Fle biatr bic BATA GAIE0 on FLIGHT TEST FUEL GRADE RANGE AT 18000 RPM Terrier Figure Adel e ° e e e e e e e e e e e e e e e e e @ o ® © ® oI ® Aan : Changed 1 Hay 1967GAF T.0, 1T-CNI7OR-1 Appeng on ran So wootts 4788 fonts mangone 1.62 Sot Ste REEMA, @ SHEA BEG ol euicwr tern HEL GRAB" oee j at 3! re 1 RANGE AT 19000RPM ire orseeat 5 bur ath Ft ——_ Figure A4-2 Changed 1 Nay 1967Appendix | GAF T.0. 1T-CMI70R-1 Part 4—Renge mooets Data ns ers 156 DATA BASED nt FLIGHT TEST COC CCOOOCOOEOO RANGE AT 20000 RPM coma ty A Eam> ana Fe Figure Aas Abed . Chenged 1 May 1967swvvuevueveVeeeVeee eee eeeeeeeeeeeeeeeeeeeeeTe” SP SVL ose 5 / Z| 77 i? t ‘4 f “A yy y is 5 : AL, 7 HOE 5 \~ sé # AW, Ny u 88 7 7 \ ie if CV MIA i V7 Vj i Vy AA] 3 q 4 yg “¥ i 5 TR 7 . 5 i AVN | i g AE K [7 \7 : £ ee 7 VY 5 g VAL ze. 7 3 VI WAV A 7 A Al 4 AN Ya Z i WT aX i < A “\ WY WA. Q33dS LHOId 1337 AA692000 HO8HOHHHHHOOHHOOSHOHHHHHHHHHHHHHOHHHOS GAF 7.0. 1T-CNI7OR-1 Appendix Part 5 —Destent Part 5—Descent TABLE OF CONTENTS Descent Performance Descent Fexfermanee Chart DESCENT PERFORMANCE. ‘Descent performance data presented ia werms of dstance and time-to-descend for altitude ranging frem 20.090 feet to.e4 level for different power sextingsand descent flightrulesisshovn infigure AS~1. This char displays the relatiorship of time, fuel, distance, end altitade, obtainable zt the different descent speeds and power settings. ‘Changed 1 Hay 1967 : AstUne ne a oz fra o os ao B lox ev F 0 ‘ 1 2 wos = ‘S437 NI NOLLAMA'SNOD o o coos sswewounvemaanvese |G SELMA NIA bor cie svt #90 6i9= nu sone poads - aoe e990! BuNpL = NdY oyna ponds = 0380 = erost=st) g “Y 00070Z Wy DOO"LE — = *3} 900"0C 28 D00"Bt Nay - 3 cost LN $2419 paads - wa2saq) 4 5 £ 5 aan i 8 2 3 | . 60908 5 — 82 Zomse 358 528 = BSS 5 255 xe 00006 | J a a 4 ze ” . a5 BDNVWUOdNId 1NaDSaa gGAF T.0. IT-CNI7OR+1 Appendix Part 6 — Nautical Miles Per Liter of Fuel . Part 6= Nautical Miles Per Liter of Fuel TABLE OF CONTENTS Nautical Miles Per Lier of Fuel Performance . oe Nautical Miles Per Liter of Fuel Chart. Hourly Consumption Vs. Speed . NAUTICAL MILES PER LITER OF FUEL PERFORMANCE. ‘The Nautical Miles Per Liter of Fuel chart figure ‘AG-1) fumishes standard day airerafe performance in terms of rauticdl miles per liter of fuel forlevel flightoperasion is zero wind underany condition from 15, 000%022, 000RFM. The chart isgiven for altitudes from sea level t0 20, 600 feet, in increments of 5,000 feet, fortheaircraft configurction with tip tamks(gross weight 6.000 tbs), ‘The Hourly Consumption Vs. Speed chart (figure AG-2) auspiays te hourly fuel consumption in relationship of speed (TAS) and aleicudes, Chenged 1 Mey 1967 . 46.1 OOF OOHHHOHHHHHHHHHSHHSHHOOHHHHOHHHOHOHHCHHHOOEWd Y_ 009% 00z ——d0oIz_~—9HDOZ =» oD0E ~—svouBL —=oOLL~—00031_~—=—auost oF e Changed 1 Hay 1967 s't r i # sz ¥ . Figue Ab GAF T.0. IT-CMI70R-1 ¢ Gellon of Fuel 6 auourmwu | 196 sry quar MooeLs ci 170% DATA BASED one Fi Dataas ore 4aLIT GNV NOTIV9 SN 3d GaN3AO) JDNVISIC Pert 6—Nautieal Miles Appendix t 46-2GAF-T.0, IT-CMI70R-1 MopeL. cu 1708 DATAAS GF: 1956 DATA BASED CN: FLIcHT TEST cine a8 000000808 COE HOURLY CONSUMPTION Vs. SPEED a el Mh empty Peis ‘ow le, < Figure AG-2 Changed 1 Mey 1967 AG3/REGAF 7.0. 17.CM170R.1 INDE} ALPHABETICAL INDEX Page Numbers with Asterisks (*) Denote Mustations A Acceleration Limitations Accidental Spins ‘Accumulator: ADF-100 Radio Compass ADF Penetration and Appro: After Landing Check After Starting Engines 28 After Takeoff 29 ‘Att Conditioning and Pressurizarfon 5) 49° ‘Air Conditioning and Pressurtzation, system ‘Ass Conéteiontng Indicator . ‘Aureraft Limitations ..... Airoraft Syntems Limitations « Batling Out Vern Forced Landing « Batt Cur Battery las Base Leg. Sen Before Exterior inspection a2 Before Landing ad Bling Flying Flood. 416 Brakes eesesseccens 105, Break aan Butterfly Tail, eerd ‘Burst Canopy | + ods c (C-2A Compass Equipment +415 ‘©-669 tntesphone Contr Unit 24, et (€-1051/ARC-24 Conerel Unit 46 Cabin fressure Alniute Indicator 1-25 Cabin Fressire Regulstor 4-3 Canopies «, 1-28, 1-27" Canopy Controls 128 Canopy Handles, External 18 Canopy Locking’ Handle Canopy Seats -. Canopy Unate Waming Ligh, Ceitings Center of Gravity « Gheclist tg SeEeeeeeeseeeeoeeseeeoeoeoeeeeeoeooeooooeoosooeoooeoeoeoeooesc Cockpit De-Ieiag Malfunecten ‘Cockpit Lighting ‘Command Radio, AN/ARC-St UAE ., Commane Radio, LMT /TRAP 14, VHFS Command fadio, SARAM 5-52, VFL Compressibiity Effects (Communications and A:sociat: Equipment (UHF) seve God, 408" Communteations and Auociased Electroale Equipment (VHF) eae: 4-8, 4-98 Control Stick Gp. wat Control sticks Crosswind Conect Croswind Landing Crosswind Takeoff B Danger Areas. ae Descent ., 2211 Dimensions - . 2 Ditching 231 Dive Recovery « +64 Downwind Leg . 211 Dump switsh, 71 wets E Electical Fower Supply System 116, 1-11 Power Sour sees 1-8 Binery 2 116 ‘Auxiliary Fover Unit» lnvertery Flight lastrurment Electrical system Controls Electrical Syntem Failure Elevator Trim Couto! Emergency Equipment gine Faiture Engine Fuel Conerol Units Engine Fuel Purpe Engine Fuel SystemDB OOOOOO OOOOH OHHO8OOOH HO HOOHOOOCHHOOHOHHHOOSE INDEX GAF 7.0, 1T-CM170-1 Page Numbers wich Anteisks(*) Denote Wustlons Engine Instruments Engine Limitation: 1) Engine Ain Up Engine Temperature Limits aan Sl, 54 28 Bed 1 213 a 1-06 2-2, 2-3 Extemal Canopy Handle: 1-28 Ectemal Safety Pine, Clamps, Lockiand Covers Excemal Stores Emergency Jenison Exemal Windsueld Deftorting .. ane ro F Fre 39 On the Ground 2. 39 During Fight a7 Flight Coatol system Flight Increments... Final Approach .. Forced landing . Feemation Flying Fresh Air Inets Fuel Cocks Furl Low Level Warning Ligh: Fuel Quantity Data Table Fuel Quantity Indicator Fuel Specificetions and Grades Fuel Supply Sytem seseeee Tetde Fuel Transfer System cess 1a Forvard Fuselage Fuel Tank. ie ‘Aft Fuselage Fuel Tank, ou ‘Wing Tip Tanks... ane Inverted Flight Fuel Tank sie Fuel System Failure ., G.C.A. Letdown ... General Arrangement Glide Distances... aeias 405 G-Motee 3-25 Go-Areund 2 Baa Gross Weight vee soe Ground Starting Failure... fesse 822. Gust Conection + 30 Gyto Compass System 1-28 2 . H Holding « me Hytraulte synem 120 Hydraulle system 1-20 Hydraulte Pressure Gauge . 1-20 ‘Aceumalaton Emergency Hyéeaulie Fum> , Hydraulle System Fatlre .- foe atd RID eves eseeesenees Tecing of the Pressure Compenvating Between Atleron and Wing Ignition system ..... Inia Approach. Injection and Ignition System Instrument Approaches Instrument Crusing Fitght Inrument Marking {nvtsument Panels and Consoles, Cockpit « 154 166%, 1678, I Imument Takeoff and Climb Inteitor Inpection Interphone, TEAM 1-7-3 (UHP) « Interphone, TEAM TEAP-4A (VHF) Inverted Fiight Recovery Inverted Spia Recovery, Inverted Splar snverter KR+80*A Interphone Control Uae + asi" 2-10", 211, 2012 aret Landing Gear Leven: {Landing Gear Light: Level Fligh: Charactenetier ».. Lighung Equipment ....; ary LAT Control Unt: . pretest LAT/TRAP 1A, VHF2 Command Rid{o [Link] 421 Low Approach 1 oes“a GAP 1.0, IT-CMI7ORe1 INDEX ge Numbers with Asterisks (*) Denote Mastrations « Q Mactmerer . 0.6. Letlown snd Ditect Letlown ca Mach Number. : agoette Compa : Maln Gear Locking Mechanism : Microphone and Headset Comections (UH) ‘Microphone and Headset Connections (VHF) « ‘Minlmum Crew Requirement Minors, tear View Mined Approrch Radar Approach, Radio Compass, ADF=106 Radio Compass, NR-AG-2A « Radio Lighting Reservole, Hydraulic System 320 ‘Restarting Engines During Flight . nN Radder Pedals 2 Ruddevator Coordinator. Navigation and Fuselage Lights es Nevigatioa Feulpment 15 Night Flying on s 14 ant Safety Fins, Clamps, Locks, and Covers, External oo SARAM 6-62 VFA Coramand Radio. ° Seat. ‘eat Adjustment Device Ol Low Pressire Warning Lights del Serviciog Diagram ... OU Pressure Gauge ... 3511 Slow Flying (Of Reservols Cooling System 311 Smoke In Cockpit «.. OL system... Jnl. Speed Brakes « Sols pine 5-4 Spin Recovery yl Stalls Se1 Stall Recovery oo. 182% 44 Standby Compas, seve 1696 Starcer Switeh Staring Engines , Standing System . Static aod Pitot Systems. Stralghteahead Stalls . p Sualght-le Approsch « (Off Temperature Gauges ‘Operating Limitations Ower Windshield Defeosting ‘Overheat and Fite Warning Light. Onygen Sytem (Gaseous) Oxygen System Malfunction Parking Brake Part-Open Handle, Canopy Penetration, Periscope nese 28 Pitot and Statle Systems Tank, Aft Fuselage Fvel ast PitorsStatic System Iasiuments 1-05 ‘Tank, Forvard Fuselage Fuel ans Pitot Tube De-teing system 415 ‘Tank, Inverteé Flight Fuel 1st Power SOUCE seeesesees Taxi Cheele 28 Preflight Check... TEAM IV=T-3 Interphone (UBF) .. a4 Prepatation for Flight TEAM Tr=APadA Invexphone (Vif) 4-10 Pressure Gauge, Hydeaulte . . 20 ‘Temperature Gauges, Ol... 1 Presse Gauge, Oo +3 Procedure Turns 12 Prohibited Maneuvers 1 Pump, Emergency Hydrate Me ‘ 3PHCOHOHSHOHHHHHHHSHHHHHHHHHHHOHHSHHHOHHHKCHHHHHOHSE INDEX GAF T.0, TT-CHI7ER age Nambers with Astexshs (9) Denote Ilarzatioes ‘Tip Tank Fuel Dump selch ToucheAnd=Go Landings Traffic Patter sesso Transfer Syntern, Fuel Tom system ‘Turbulence and Thunderstorms. ‘Turn-And-Slip Indlcator ‘Turning Stalls . Whig Flap Lever 21 Wing Flap Peston Tedietor, ‘Untuccessful Starting Engine «+02