GAF T.O. 1F-MIG29-1 LANDING GEAR SYSTEM The aircraft is equipped with a retractable tricycle landing gear. The gear is electrically controlled and. hydraulically actuated by the main hydraulic system. DC power from the generator or the batteries is required for operation. NOTE + Retraction time for the landing gear is 9 to 10sec, extension time is 7 to 8 sec. + Simultaneously to the extension or retraction of the landing gear, the APU doors are opened or closed respectively. MAIN LANDING GEAR Each main gear is hydraulically retracted and extended. In the extended position the gear is locked down by an intemal mechanical lock in each gear actuating cylinder. When the landing gear handle is in the position RETRACTED, the gear will retract. As the main gear retracts, the wheels are automatically braked to a stop. When the gear is up and locked, brake pressure is automatically released. The main gear retracts forward and is enclosed by three fairing doors. The gear is mechanically locked in the wheel wells. The right main gear strut is equipped with a shock detector plate to indicate evidence of a hard landing It consists of a steel pin mounted in the upper track I swivel arm and a small metal plate mounted in the lower track swivel arm of the shock absorber. Refer to figure 1-25. 1.PIN [2 mevaL pLaTe Figure 1-25 1-54 Change 4 The metal plate will be dented or pierced whenever the shock absorber is compressed beyond limits during a hard landing. As a result, the landing gear has to be inspected and the plate has to be I replaced, NOSE LANDING GEAR The nose gear is hydraulically retracted and extended. The gear is locked in the down position by a mechanical lock inside the gear actuating cylinder. A mechanical lock installed in the wheel well locks the gear in the up position. The nose gear retracts aft into the fuselage. The nose gear is equipped with twin nose wheels, a nose wheel steering (NWS) and damper system and wheel brakes. As the nose gear retracts, the wheels are automatically braked to a stop and the strut is mechanically shortened. When the gear is up and locked, brake pressure is automatically released. NOSE WHEEL STEERING SYSTEM The NWS system provides two steering modes, a low mode and a high mode. In the low mode, used, for takeoff and landing, nosewheel deflection up to 8° to either side is possible. For taxiing, the high mode may be selected allowing nose wheel deflections of up to 31° to either side. NOTE Activating the high mode causes the nose wheel brakes to be disabled. Directional control is obtained by operating the rudder pedals, The nose gear is controlled mechanically, and operated hydraulically ‘Additionally, electrical power is needed to engage the high mode and simultaneously disengage the nosewheel brakes. A damper system prevents lateral oscillation of the nose wheels during takeoff, landing and taxiing. High mode is engaged by pressing the LOCK ON button, provided the flaps are up and the MRK EMERG OFF switch is in the normal (safety wired) position. In case the MRK EMERG OFF switch is placed to the OFF position, the high steering mode cannot be activated, however, the nosewheel brakes will be disabled as usually upon actuation of the LOCK ON button. When the nose gear is retracted, NWS is disconnected mechanically.GAF T.O. 1F-MIG29-1 LANDING GEAR EMERGENCY LOWERING SYSTEM The aircraft. pneumatic system _ provides, compressed air to extend the landing gear, regardless of the landing gear handle position. Either the nose gear only, or nose and main gear can be extended. Pulling the EMERG GEAR handle aft directs compressed air to the nose gear hydraulic actuator to extend the nose gear. A pneumatic shut-off valve closes the hydraulic lines to prevent inadvertent gear retraction in case hydraulic pressure is regained. After the nose gear is confirmed fully extended, rotating the EMERG GEAR handle 90° clockwise and pulling full aft activates the main gear hydraulic actuators to extend the main gear. The hydraulic lines are shut- off by pneumatically driven shut-off valves. Normal gear down indication on the landing system signal panel is achieved after all gears are fully extended. CONTROLS AND INDICATORS Landing Gear Handle The landing gear is controlled by a handle on the left side of the instrument panel. Refer to figure EXTENDED. LANDING GEAR HANDLE 1-25A. To move the handle up or down, it has to be pulled to override a stop. Placing the handle in the RETRACTED or EXTENDED position uses DC Power to actuate hydraulic valves to position the | landing gear. Emergency Landing Gear Lowering Handle A red handle, marked EMERG GEAR is located beneath the left front panel. It is used to lower the landing gear pneumatically. NOTE After the landing gear has been extended with the emergency gear lowering system, normal gear retraction is not possible. MRK EMERG OFF Switch The MRK EMERG OFF switch is used to disable the high mode of the NWS system. MRK EMERG EMERG LANDING GEAR LANDING SYSTEM SIGNAL OFF SWITCH LOWERING HANDLE PANEL. Figure 1-254 Change 4 1-55GAF T.O. 1F-MIG29-1 BRAKE SYSTEM The main wheels and the nose wheels are equipped with a pneumatically operated brake system for normal operation. ‘Additional features are a run-up brake and a nose wheel brake handle to disable the nose wheel brakes if required. ‘An emergency brake system is available for the main wheels in case of normal brake system failure. Normal braking action is accomplished by pulling the brake lever at the control stick aft. The braking force is proportional to brake lever displacement. Differential braking is achieved by displacing the rudder pedals. Moving the right rudder pedal forward, releases brake pressure from the left main wheel brake and vice versa. For engine run-up the run-up brake lever has to be pulled together with the brake lever to achieve a higher brake force preventing the aircraft from rolling, refer to figure 1-26. Under no circumstances, use the run-up brake to slow down the aircraft. The rims of both main landing gear wheels are equipped with four fuse plugs each. Three of them, with a melting point of 126° C 41°C, are mounted in the wheel flange, spaced 120° apart. If any of these fuse plugs has melted, it indicates an overheat condition of the brake system, requiring a system checkout. If all three plugs have melted, the entire wheel rim must be considered damaged beyond repair. The fourth fuse plug, with a melting point of 143.5° C +1.5° C, is mounted opposite the tire inflation valve. If this plug melts, the air from the tire is released completely and the brakes must be considered defective. ANTI-SKID SYSTEM The aircraft wheel brake system is equipped with an electromechanical controlled anti-skid system. It consist of two basic units, a wheel driven mechanical sensing unit and an electrically driven pneumatic valve. The units are designed to give individual anti-skid protection to each main wheel, and to both nose wheels if either one begins to skid. The system utilizes DC power from the generator or the batteries. It is activated by placing the BAT- GND SUPPLY switch to on. Whenever a wheel starts to skid, the wheel driven mechanical sensor closes an electrical switch, which causes the electrically driven pneumatic valve to release pneumatic air pressure from the adjacent brake. Once the wheel has regained its speed, the sensor reopens the switch and braking action is resumed. Applying brake pressure during touchdown will cause the anti-skid system to be __ inoperative momentarily. Brakes should not be applied until all gears, including the nose gear, have touched down. EMERGENCY BRAKE SYSTEM Pulling the emergency brake handle disables the normal braking system and directs compressed air from the aircraft pneumatic system to the main wheel brakes only. Braking action is degraded approximately 40 % compared to normal braking. Differential braking is not possible. The pressure applied to the brakes is linearly proportional to the displacement of the handle. Releasing the handle relieves brake pressure, refer to figure 1-26. The anti-skid system is inoperative when the EMERG BRAKE handle is pulled, NOTE Emergency brakes are not to be used for normal taxiing. Change 2 1-57GAF T.O. 1F-MIG29-1 BRAKE SYSTEM CONTROLS AND INDICATORS BRAKE PRESSURE INDICATOR The pneumatic control pressures for the left and right main wheel brakes are monitored by a double pointer instrument. Actual brake pressure is three times higher than the indicated control pressure. NOSE WHEEL BRAKE HANDLE The nose wheel brake handle is located on the front panel and is moved to the OFF position to disable the nose wheel brake system. Nose wheel brake pressure is twice as high as the control pressure. EMERGENCY BRAKE HANDLE The red emergency brake handle is located on the upper left side of the instrument panel and is labeled EMERG BRAKE. Pulling the handle activates the emergency brake, refer to figure 1-26, NOSE WHEEL BRAKE HANDLE e BRAKE PRESSURE INDICATOR Figure 1-26 4-58 Change 2GAF T.O. 1F-MIG29-1 DRAG CHUTE SYSTEM ‘A drag chute, contained in the aft section of the fuselage between the speedbrake doors, reduces landing roll distance. A red control pin is visible whenever the jaws of the attaching mechanism are open. It is pulled into the airstream by a pilot chute when the electrically controlled, pneumatically operated compartment door is opened, In case of main pneumatic system failure, the system is buffered by a reservoir of 1.2, refer to figure 1-24. If the compartment door opens inadvertently during flight, the chute is allowed to separate from the aircraft by means of a shear bold connecting the chute to the attaching mechanism. NOTE The drag chute will separate from the aircraft when exceeding a speed of 175 KIAS. DRAG CHUTE OPERATION The drag chute is deployed by pressing the CHUTE DEPLOY button beneath the left canopy rail. Pushing the button activates a pneumatic valve to open the chute compartment door. The spring- loaded pilot-chute pops out and pulls out the drag chute. The drag chute is jettisoned by pressing the CHUTE JETTISON button on the left side panel. To prevent unintentional chute release, the CHUTE JETTISON button is deactivated until the CHUTE DEPLOY button has been depressed. Use of drag chute is mandatory for: ~ Landing immediately after takeoft - Landing on a wet RWY ~ Short field landings + Landing without LEF Abort after nose wheel lift off - Feel unit is in the position heavy WING FLAP SYSTEM The flap system provides an automatic LEF configuration for in-flight maneuvering and a selective flap configuration for takeoff and landing. Each wing has two independent LEF, the root section consisting of three _ interconnected ‘segments, and the unique end section. A single slotted flap is mounted on the trailing ‘edge, adjacent to the fuselage. The LEF and the flaps are electrically selected and operated by the main hydraulic system. The LEF incorporate hydraulic locks, which lock them in either the in or out position. ‘The flaps are locked in the up position only. The extended position depends on hydraulic pressure only, and as airspeed increases, the flaps are partially blown up by the airstream. SELECTIVE FLAPS For takeoff and landing, LEF and the flaps operate together. Anytime the flaps are selected down, the LEF extend automatically. However, if the landing gear is extended, the LEF are extended, regardless of the flaps position. MANEUVERING LEF With the flaps in the position UP, the LEF operate automatically as a function of AOA and airspeed. When the AOA is increased to 87° or above and the airspeed is below M 0.8'33., the LEF extend I] automatically. The LEF retract when the AOA decreases 1o 7° or airspeed increases above M 0835. The exact mach number is dependent || on the switching point of the mach sensor installed. Change 2 1-59GAF T.O. 1F-MIG29-1 CONTROLS AND INDICATORS Flap operation is controlled by three pushbuttons on the left console. Two are marked FLAPS. DOWN, one FLAPS UP. Pushing either FLAPS DOWN button extends all flaps. Pushing the FLAPS UP button will retract the flaps and the LEF, provided the gear is up, refer to figure 1-27. FLAPS c= | The position of each flap/LEF is indicated individually by the corresponding light on the landing system signal panel, refer to figure 1-25. Figure 1-27 1-60GAF T.O. 1F-MIG29-1 SPEEDBRAKE SYSTEM Electrically controlled, hydraulically operated speedbrakes are mounted above and beneath the drag chute compartment. The two surfaces are operated simultaneously, but they are not synchronized. A blow-back feature is incorporated, providing structural protection of the actuators and speedbrake surfaces at airspeeds above 540 KIAS. The speedbrakes are operated by a spring-loaded switch located on the RH throttle, refer to figure 1-11. It retums automatically to the IN-position upon release. Full extension is achieved within 3sec. To protect the operation of the taileron, the speedbrakes are electrically deactivated if main or boost hydraulic pressure decreases. If the boost hydraulic pressure drops below 100 kp/cm? (10 MPa), the speedbrakes are retracted automatically by the main hydraulic system. If the main hydraulic pressure drops below 100 kp/cm? (10 MPa), the speedbrakes are pushed in by the air stream, NOTE ‘Speedbrake operation is not pos- sible with the centerline tank in- stalled, or the gear extended. If total electrical failure occurs, the speedbrakes will retract automati- cally. FLIGHT CONTROLS The aircraft primary flight controls consist of the tailerons, rudders and ailerons. Artificial feel systems provide simulated aerodynamic forces to control stick and rudder pedals. Secondary controls are LEF, flaps and speed brakes. Mechanical linkages transmit control inputs to dual irreversible hydraulic actuators mounted next to the corresponding control surface. All primary flight controls are operated by the main and boost hydraulic system. Full control command is retained if the main or boost hydraulic system fails. If both systems fail, an emergency hydraulic pump supplies pressure to the boost system, provided hydraulic fluid is stil available, refer to FO-11. * If the emergency hydraulic pump has to be used, control will be severely degraded + In order to maintain aircraft control as long as possible, flight control inputs must be smooth and kept to TAILERONS Longitudinal control is provided by synchronized deflection of the tailerons. Partial lateral contro! is achieved by differential deflection. Maximum pitch authority is 15° nose down and 35° nose up. Differential taileron deflection is limited to + 5°. Taileron authority is varied as a function of airspeed and altitude. It is limited to a minimum of 5°45' nose down and 17°45" nose up near ground level at speeds between 470 KTAS and 650 KTAS. I Differential taileron is disabled when the LEF are extended. Change 2 1-61GAF T.O. 1F-MIG29-1 AILERONS Lateral control is provided mainly by the ailerons, assisted by the tailerons if the LEF are IN, and by the rudders at high AOA, provided the stability augmentation system is operating. Maximum aileron deflection is 25° up and 15° down from the neutral position. To prevent excessive yaw during rolls, the neutral position is 5° up from the aircraft horizontal reference line. For the same reason, aileron authority is reduced above 18° AOA. RUDDERS The aircraft vertical stabilizers are equipped with small rudders, deflecting 25° to either side. The rudder feel gradient is increased by 30 kp at a rudder pedal deflection of 24 mm from the trimmed position G: at airspeeds above M0.8 GT: with gear up. It is strongly recommended not to override the artificial stop. To prevent overstress of the vertical stabilizers it is prohibited to override the rudder artificial stop at airspeeds G: >485KIAS, GT: >432 KIAS. ARTIFICIAL FEEL SYSTEM Artificial feel is provided by a system of springs. The artificial feel applies centering forces to the stick and the rudder pedals towards the trimmed position FEELCONTROLUNIT The pitch feel control unit utilizes signals from the air data computer to control an electric actuator gearbox. This gearbox varies the length of a rod by Up to 50 mm, to change the stick to taileron linkage ratio. This results in alteration of the taileron deflection range and required stick force with respect to aerodynamic forces, ie. airspeed and altitude. The FEEL UNIT TO/ LD light on the TLP illuminates whenever the feel control unit is in the easy position, e.g. during takeoff and landing. Refer to figure 1-29 Ataltitudes below 3000 ff, the length of the variable rod depends on airspeed only. At 215 KTAS, the rod starts to retract. tis fully retracted at 470 KTAS and stays fully retracted up to 650 KTAS. At 650 KTAS, the rod starts to extend again and is fully extended at 810 KTAS, the FEEL UNIT TO / LD light illuminates again Ataltitudes above 3000 ft, rod retraction becomes smaller with increasing altitude. Above 30 000 f, it is always fully extended. For detailed operation see figure 1-28. If the feel control unit fails, it can be controlled manually with the FEEL UNIT control switch on the left console. Refer to figure 1-29, If the feel contro! unit fails, stick movements should be minimized to prevent PIOs. FEEL CONTROL UNIT SCHEDULE (PITCH) rm susowe SUPERSONIC Fuicu fur 0 : & —a5 ao aes 0 aio TAS Figure 1-28 1-62 GAF T.O. 1F-MIG29-1S-35GAF T.O. 1F-MIG29-1 INDICATION AND WARNINGS INDICATION FAULT/EFFECT AEKRAN Feel control unit out of limit viwas "AUSFALL ARU" "VOR LANDUNG AUF STELLUNG LEICHT" ROLL ROLL TRIM Roll feel forces are generated by a mechanical spring unit with linear force characteristics. Non linearies are induced with the — stability augmentation system engaged to provide low for small control inputs and high sensitivity for large contro! inputs. YAW Pedal feel forces are generated by a spring unit system with linear force characteristics. When the gear is retracted, a hydraulic actuator adds additional centering forces at airspeeds higher than M 0.8 and rudder pedal displacements of more than 24 mm, equivalent to 6° rudder deflection. TRIM SYSTEM The trim system is used to relieve control stick pressure. Actuating a trim switch causes the appropriate trim actuator to move either in yaw, roll or pitch. PITCH TRIM Pitch trim is affected by a trim actuator incorporating an electric motor. When operated, the trim actuator varies the translation ratio of the taileron linkages, which in turn provides a new stick center position. Trim authority is 80 % of available taileron deflection. Roll trim is similarly affected by an electric motor driving a trim actuator. Trim authority is 60 % of available aileron deflection. YAW TRIM Yaw trim is similarly affected by an electric motor driving the trim actuator. Trim authority is 60% of the available rudder deflection. CONTROLS AND INDICATORS Trim Button Unit The trim button unit on the control stick grip consists of a pyramid cap which houses two toggle ‘switches. It provides trim control in the pitch and roll axis. The trim button is springloaded to the center and can be moved forward, aft, left and right. Rudder Trim Switch The rudder trim switch is located on the left vertical panel. Trim Indicators Three lights on the TLP indicate the neutral position of the corresponding trim actuator. 1-63GAF T.O. 1F-MIG29-1 FEEL AND TRIM CONTROLS AND INDICATORS FEEL AND TRIM INDICATORS ONTLP Lr To FEEL UNIT CONTROL SWITCH TRIM BUTTON ON CONTROL STICK GRIP Figure 1-29 1-64GAF T.O. 1F-MIG29-1 CONTROL STICK The control stick consists of a grip with an 9. AFCS MODES OFF button adjustable hand rest and the following functions: 10. Target acquisition symbol button 11. Break-lock button 1. Gun trigger 12. Rudder pedal adjustment handle 2. Missile trigger 3. AP cut-out lever The AFCS MODES OFF button interrupts the 4, Brake lever power supply to the automatic flight control 5. Run-up brake lever system. The AP cut-out lever disables all 6. CL tank jettison button automatic flight modes of the AFCS as long as it 7. Trim button be pressed. 8. Levelling button CONTROL STICK Figure 1-30 1-65GAF T.O. 1F-MIG29-1 RUDDER PEDALS Primary controls for the rudders consist of conventional rudder pedals mechanically connected to hydraulic actuators. 4-66 Change 1 During ground operation, differential braking is controlled by the rudder pedals. The rudder pedals can be adjusted by the ring-type rudder adjustment handle on the control stick.GAF T.O. 1F-MIG29-1 AOA/G CONTROL SYSTEM ‘The AOA/G control system (COC) measures and indicates angle of attack (AOA) and g-forces, it controls automatic LEF operation and prevents inadvertent stalls by moving the control stick I forward. The system is powered by 28.5 VDC and 2 phases 115 VAC. The system consists of the AOA/G computer, the combined AOA/G meter as well as warning and indicator lights. It utilizes inputs from the AOA vanes, Mach sensors, the g-sensor and the LEF down limit switches to perform the following tasks: + Display of actual and maximum g-forces ~ Display of actual AOA - Automatic LEF operation considering pitch velocity - Computation of the maximum AOA, considering LEF position and pitch rate ~ Operation of the pitch kicker considering pitch rate and AOA + Display of system malfunctions The g-sensor measures g-forces between -2 g and +10. The signals are amplified in the computer and displayed on the g-scale of the combined AOA/G meter at a rate of at least 5 g per second with an accuracy of 10.3 g (40.4 g under extreme weather conditions). Actual AOA is measured by the LH and the RH AOA vanes from -1.5° to +29°. The computer selects the higher value, amplifies the signals and displays the AOA on the AOA scale of the combined AOA/G meter at a rate of at least 20° per second with an accuracy of #1° (£1.5° under extreme weather conditions). AOA LIMITER The AOA/G computer utilizes signals from the ‘AOA vanes and the Mach sensors to position the LEF and to actuate the pitch kicker. The system is, disabled when the nose landing gear is not up and locked. I The LEF extend at an AOA of 8.7° at Mach numbers below M 0.8°03,. Depending on pitch rate, the LEF may extend prior to reaching 8.7° AOA. The signals from the LEF down limit switches are utilized to switch the AOA/G computer from the low AOA value of 15° (GT: 14°) maximum to the high AOA value of 26° (GT: 24°) maximum. ‘The pitch kicker is designed to prevent inadvertent stalls by moving the control stick forward of neutral when either pitch rate or AOA, or a combination of both, reaches the critical value. The computer triggers solenoid valves to operate the hydraulic actuators, which cause the taileron to assume an aircraft nose-down deflection and the control stick to move forward. Thus the pilot is immediately made aware of an approaching stall condition of the aircraft. A force of 17 kp, in addition to normal control forces, applied on the stick can override the pitch kicker. NOTE Full aft pitch trim reduces the forward force on the control stick considerably. Under this condition, caution should be used when reapplying backstick pressure. * Due to extremely reduced stability margin at high AOA, an AOA reduction of approximately 4° is strongly recommended —_ prior initiating any roll maneuver. * Overriding the pitch kicker intentionally is prohibited, System redundancy is achieved by using dual actuators operated by the main and the boost hydraulic system and by duplicating the computer channels. The AOA limiter system contains continuos BIT. It monitors the heating system of the AOA vanes, AOA signal inputs and DC electrical power. The heating system of the AOA vanes will operate with reduced power when the pitot heat switch is positioned to ON, however, full heating power is automatically provided when weight is off the RH main gear, regardless of switch selection. A test button on the control and test panel can be used for initiating an extended self test for maintenance purposes. Change 4 1-67GAF T.O. 1F-MIG29-1 AOA/G CONTROL SYSTEM ‘AOA SIGNAL a LOW AOA LIMIT CHANNEL 1 CconTINUOUS eit HH AOA VANE: HIGH AOA LIMIT CHANNEL 1 HEATER SIGNAL —_—_F] penne ve HIGH AOA LIMIT CHANNEL 2 Pr LH AOA HEATER fate GEAR RETRACTED aes RH AOA HEATER Ft pon sions |} >| CONTINUOUS BIT LEF CONTROL SIGNAL RH AOA VANE HEATER SIGNAL, OC Petts LEF CONTROL G-SIGNAL LEF DOWN SIGNAL - — SE SENSGr COMPUTER LEF MACH SENSOR MACH SENSOR | COMBINED AOA AOA! G METER: |__soe | 118VAC/ 285 voc POWER SUPPLY 115 VAC / 285 VOC (COC FAILURE POWER SUPPLY coc stor WARNING AND INFORMATION EQUIPMENT. GEAR RETRACTED EF FAILURE: GEAR RETRACTED NO COC RESERVE AOA HEATER FAILURE CONTINUOUS BIT Figure 1-308 1-67A Change 4GAF T.O. 1F-MIG29-1 INDICATIONS AND WARNINGS ‘A complete COC failure is indicated on the TLP, when both AOA limiter channels of the AOA/G ‘computer have failed. With a complete COC matfunction, pitch kicker warning is not available. Extreme care should be used when operating near the allowable AOA limit, INDICATION FAULT/EFFECT MASTER oO LIGHT CAUTION FLASHING. TP Complete AOA limiter failure COC 3 STOP indication on the AEKRAN during landing gear extension indicates a failure of the pitch kicker hydraulic actuator. A forward force of 17 kp is added to normal control forces when the landing gear is extended and airspeed is below M045. INDICATION FAULT/EFFECT AEKRAN COC 3 STOP Pitch kicker hydraulic actuator failure. If the LEF down limiter switches do not signal LEF down when an AOA of 12.5° is reached, the signal LEAD EDGES NOT EXTEND is displayed on the AEKRAN. The extension signal for the LEF is deleted in this case. INDICATION FAULT/EFFECT LEF fail to extend, maximum AOA limited to 15° Ru [LEAD EDGES NOT EXTEND ] A 2 AEKRAN LEAD EDGES NOT EXTEND J | (37. 44-) AOA, A single AOA limiter channel failure of the AOA/G ‘computer is indicated on the control and test panel. INDICATION FAULT/EFFECT CONTROL AND TEST PANEL Single channel AOA limiter failure, no effect on maximum, allowable AOA. Change 2 1-678GAF T.O. 1F-MIG29-1 AUTOMATIC FLIGHT CONTROL SYSTEM The automatic flight control system (AFCS) is an electro-hydraulic system designed to provide automatic, semiautomatic and manual flying modes without interfering with manual control. The system requires DC power and 36 VAC power. It consists of the AFCS computer, the stability augmentation system, and the trim actuators, refer to FO-13, The AFCS computer receives signals from the gyro platforms, the accelerometers, the g-meter, the control stick position and the navigation system. The signals are corrected for altitude, mach number, AOA and pitot pressure, The inputs are processed into control signals for the dampers, the trim actuators and the flight instruments. The automatic flight control system is capable of performing the following modes of operation: - DAMPER (stability augmentation) - ATT HOLD (attitude hold) - AUTO RECOVER (level off mode) - APPROACH - ALT HOLD (attitude hold) ~ Automatic landing approach control ~ Levelling (automatic unusual attitude recovery) OPERATING MODES DAMPER Stability augmentation is obtained for pitch, roll and yaw by placing the AFCS switch to the ON position. The AFCS computer controls electro-hydraulic actuators within the mechanical control linkages to ‘compensate any tendency of the aircraft to oscillate in roll, yaw and pitch. Aileron-rudder-interconnect is provided at high AOA by the stab aug system to improve lateral stability. The automatic longitudinal stability contro! adjusts the taileron actuator to counteract pitch moments during LEF operation. The automatic longitudinal stability control is disengaged when the LEF are in, the flaps are down or the dampers are off. 1-68 Change 2 The dampers are disengaged if - Hydraulic supply to the actuators fails ~ Any phase of the 200 V, 400 Hz electric power fails + The AFCS computer fails - The AFCS MODES OFF button on the control stick is pressed if the AFCS MODES OFF button is pressed less than 3 sec, the stab aug system is reengaged automatically upon release. If the button is pressed more than 3 sec, the stab aug system disengages completely. The DAMPER pushbutton on the AFCS mode control panel must be pressed to reengage the system. ATTITUDE HOLD MODE ‘The Attitude Hold mode is designed to maintain the airplane's attitude. At bank angles from 7° to 80° and pitch angles of 480°, the aircraft attitude is maintained. At bank angles below 7° and pitch angles of 240°, altitude and heading are maintained. GT: At bank angles from 7° to 70° and pitch angles of +50°, the aircraft attitude is maintained. To engage the attitude hold mode, the ATT HOLD button on the autopilot control panel is pressed. If the damper system is off, it will automatically be engaged. The ATT HOLD light will flash until the autopilot AP cut-out lever is released. Releasing the lever starts mode operation, and the light becomes steady. Aircraft attitude is changed by pressing the A/P cut- out lever, attaining new attitude and releasing the lever. Stick forces have to be trimmed to balance prior releasing the lever. Engaging the attitude hold mode automatically disengages the levelling mode. The attitude hold mode is automatically disengaged if the levelling mode or auto recover mode are engaged. Trim condition may be slightly out of balance when disengaging the attitude hold mode.GAF T.O. 1F-MIG29-1 AUTO RECOVER MODE Auto recover mode is designed to recover the aircraft to a minimum altitude set on the radar altimeter during fights below 3000 ft above ground level. It is engaged by pressing the AUTO RECOVER pushbutton on the AFCS control panel, However, engagement should not take place when flying below the minimum altitude. Operation is indicated by illumination of the AUTO RECOVER light. If the aircraft descends below the preset altitude, the low altitude warning light on the radar altimeter illuminates. The AEKRAN displays ALT ALERT and VIWAS says "Gefthrliche Hohe". The aircraft starts an 8° climb, initiated with 1.5 to 5.0.9. The ‘wings are set level and the levelling button light on the control stick illuminates simuttaneously. Upon reaching the preset altitude, the levelling mode is engaged automatically. When the aircraft is in level fight, ALT HOLD mode is engaged automatically. Ifthe AP cut-out lever is pressed, or trim is applied during the descent, the aircraft does not recover automatically. However, the low altitude wamings are displayed and an aft stick force is applied within 3 to 4 sec. Auto recover mode is disengaged by pressing the AUTO RECOVER button again on the AFCS control panel or by pressing the AFCS MODES OFF button for more than 3 sec. In this case the dampers disengage simultaneously and must be reengaged by pressing the DAMPER button on the AFGS control panel. NOTE ‘+The auto recover mode is restricted to a minimum altitude of 600 ft AGL, a max bank angle of 30° and a max descent rate of 2.000 ft per min. * During AUTO RECOVER, flying with the parameters mentioned above, an altitude loss of up to 300 ft has to be anticipated. At descent rates of less than 200 ft per min with wings level, no altitude restrictions apply. Due to radar altimeter restrictions, the AUTO RECOVER mode is not reliable at bank angles in excess of 30°. APPROACH MODE The approach mode provides ILS information and command steering. it can be engaged by pressing the APPROACH button on the AFCS control panel as soon as reliable ILS signals are received for course and glideslope. Operation is indicated by the illumination of the APPROACH light and the disappearance of the pitch and course OFF-flags on the ADI. To _ prevent (violent) transients, the AFCS mode ATT HOLD must be disengaged prior to ‘engagement of the APPROACH mode. control Bank and pitch commands are provided by the course and pitch steering bar on the ADI and the command circle in the HUD. Bank steering ‘commands are based on a roll rate of 5 to 8° per sec. The pitch steering bar provides steering towards the engagement altitude of the APPROACH mode until glide path interception. Centering the pitch and course steering bar, as, shown by the command circle in the HUD, ensures proper steering. Failure of the glide slope indication will cause a level-off command by the pitch steering bar on the ADI. The pitch OFF-flag on the ADI and the ILS glide slope OFF-flag on the HS! will appear. When any OFF-flag on HS! or ADI appears, level off immediately and execute a missed approach. Approach mode can be deselected by pressing the AFCS MODES OFF button for less than 3 sec. Change 1 1-69GAF T.O. 1F-MIG29-1 ALTITUDE HOLD MODE ‘The altitude hold mode is designed to maintain the aircraft at a specific barometric altitude. Altitude hold is engaged by pressing the ATT HOLD button first and then the ALT HOLD button on the AFCS Control panel. Illumination of both lights indicates Proper operation. To engage the mode, the pitch attitude must not exceed + 5°. If the pitch angle exceeds 5°, the aircraft stabilizes at the given angle and the ALT HOLD light flashes until the angle is decreased below 5°. After correction to the engagement altitude, the aircraft is stabilized in bank angle and altitude. If the bank angle was less than 7° during engagement, heading and altitude are stabilized. Attitude hold can be cut out intermittently by pressing the AP cut-out lever, which is indicated by flashing of the ATT HOLD and ALT HOLD lights. Pressing the AFCS MODES OFF button for less than 3 sec disengages the altitude hold mode. After recovery to level flight with the levelling mode, ALT HOLD is engaged automatically. NOTE * Altimeter fluctuations while accel- erating through the transsonic range will produce transient fluc- tuations, which, although not vio- lent, may cause the reference altitude to slip. * Do not use ALT HOLD at altitudes below 300 ft AGL. AUTOMATIC LANDING APPROACH CONTROL The automatic landing approach system can be engaged after the approach mode has been selected and the pitch and course steering bars on the ADI have been centered. For smooth operation, airspeed should be below 216 KIAS. Automatic throttle adjustment is not available. To engage automatic landing approach control, the ATT HOLD button has to be pressed in addition to the APPROACH button on the AFCS control panel. Illumination of the ATT HOLD and the ALT HOLD lights as well as the disappearance of the OFF-flags on the ADI/HSI indicate proper system operation. Level flight is maintained until glide slope interception. Upon glide slope interception, the ALT HOLD light extinguishes and the aircraft begins the descent. Course corrections are performed with bank angles up to 5°, glide slope corrections with pitch angles up to 2°. The automatic landing approach system can be temporarily disengaged by pressing the A/P cut- ‘out lever and is automatically reengaged as soon as this lever is released. The automatic landing approach has to be discontinued if the pitch or course steering bar on the ADI indicate a difference to the course or glide slope indication on the HSI, or the minimum altitude of 150 ft is reached. The automatic landing approach control_is disengaged by pressing AFCS MODES OFF button for less than 3 sec or by engaging the AFCS levelling mode. The autopilot may trim the aircraft considerably out of balance. Therefore, when disengaging the automatic landing approach mode, be prepared to counteract large control transients.GAF T.O. 1F-MIG29-1 LEVELLING MODE Levelling mode is designed to recover the aircraft to straight and level flight in case of pilot's spatial disorientation. Pressing the levelling button on the right side’ of the trim button disengages all other AFCS modes, and engages the levelling mode, provided the AP cut-out lever is released. If the dampers are OFF, they are automatically engaged. Levelling operation is indicated by steady illumination of the button light. At bank angles below 80°, bank and pitch attitude are recovered to level flight simultaneously. At bank angles of more than 80° bank is recovered to below 80° before simultaneous recovery. The recovery rate varies from 10° to 45° per sec in bank and -1g to +5g in pitch, depending on altitude, attitude and airspeed. Once the aircraft is recovered to +7° AOB and +5° of pitch or below, the ALTHOLD mode is automatically engaged within 3 to 4 sec as indicated by the ALT HOLD light. If the pilot interferes during levelling operations by pressing the AP cut-out lever or using the trim button, the levelling mode disengages momentarily which is indicated by flashing of the levelling light. Levelling mode is disengaged either by pressing the AFCS MODES OFF button for less than 3 sec, or by engaging the attitude hold mode. NOTE © During levelling operations, the rudder pedals must be neutralized and maintained in neutral position. * Throttle adjustments may be required according to airspeed and altitude. * If a forward trim condition exists prior to engagement of levelling, negative g may be experienced momentarily before positive recovery. * During recovery from negative pitch angles, or bank angles of 40° to 50°, bank may increase up to 70°, not resulting in additional loss of altitude. AFCS BITE Placing the AFCS switch to ON, initiates the BIT, provided weight is on the nose gear, the inertial platforms are ready and hydraulic pressure is available. Prior to engagement, the control surfaces must be trimmed to neutral, as shown by the indicator lights. During the BIT, controls must be released to allow unrestricted movements. The DAMPER OFF light illuminates on the TLP and the MASTER CAUTION light flashes. The DAMPER light flashes continuously at a rate of 1.5 to 2.0 cycles per second and all other lights on the AFCS control panel may illuminate temporarily, except for the MISSED APPROACH light. Upon completion of the BIT, the DAMPER OFF light on the TLP extinguishes and the DAMPER light illuminates steadily. It indicates satisfactory BIT completion and the stab aug system engaged. If the control stick is out of the neutral position it must be trimmed back to neutral. ‘An AFCS malfunction is indicated by flashing of all lights on the AFCS control panel, except for the MISSED APPROACH light. If the matfunction is not within the stab aug system, the dampers can be engaged by pushing the DAMPER button. In this case only the damper function is usable, none of the other AFCS modes may be engaged. A normal test cycle lasts 90sec. However, the dampers can be engaged after 40 sec. In this case, the BIT is interrupted and none of the other AFCS modes can be engaged. After neutralizing the control stick the BIT may be reinitiated by pressing the AFCS MODES OFF button momentarily. NOTE With the ICAO II modification implemented, the course pointer must be set to a vertical position before the AFCS self test is initiated. Change 4 1-71GAF T.O. 1F-MIG29-1 CONTROLS AND INDICATORS AFCS Switch The AFCS switch is located on the system power panel. Refer to figure 1-31. It is used to switch the AFCS ON and OFF. AFCS CONTROL PANEL The AFCS control panel is located in front of the left console and has five pushbuttons to select the AFCS modes. When a mode is selected, the corresponding green light illuminates. The button MISSED APPROACH is used to obtain steering information from the navigation system. AFCD CONTROL PANEL ‘SYSTEM POWER PANEL Figure 1-31 STICK CONTROLS Refer to figure 1-30. AP Cut-Out Lever The AP cut-out lever is integrated into the control stick grip and disables the AFCS flying modes while pressed. The associated AFCS modes indicator lights begin to flash. AFCS MODES OFF Button The AFCS MODES FF button on the left side of the trim button disengages all AFCS modes. However, the stab aug system will be reengaged if the button is pressed for less than three seconds. If it is pressed for more than three seconds, the 1-72 Change 2 ‘system is switched off and the DAMPER OFF light on the TLP illuminates. The AFCS is disengaged completely. Levelling Button The levelling button with an integrated indicator light located to the right side of the trim button is used to engage the unusual attitude recovery mode of the AFCS. When an AFCS mode is selected, be prepared to manually counteract any abrupt control movements in the event of an AFCS malfunction.GAF T.O. 1F-MIG29-1 PITOT STATIC SYSTEM Two pitot booms, a main and a emergency pitot boom, supply impact and static pressures to various flight instruments and aneroid switches. The main pitot boom provides pressure to the IAS/TAS indicator, the VVI, the ADC and the IFF, The emergency pitot boom provides pressure for the Mach transducer, the LEF controls, the ECU, the AFCS, the engine intake ramp control and the ejection seat. If the main system fails, the emergency pitot boom can be selected to provide pressure to the main system users, for details see figure 1-32 PITOT STATIC SYSTEM MAIN SYSTEM STBY SYSTEM INTAKES | ECU rj ECU AFCS [EJECTION SEAT DELAY LJrressune | SENSOR: FDR. PIToT SELECTOR LEVER INTAKES, a ECU AOA Fee. UW UNIT AFCSE EJECTION CABIN PRESSURE} rq vl U1 tasmmas INDICATOR MM Pitot PRESSURE (7) static PRESSURE Figure 1-32 Change 2 1-73GAF T.O. 1F-MIG29-1 CONTROLS AND INDICATORS Pitot Selector Lever The pitot selector lever is located at the pedestal panel with the positions MAIN and STBY. Pitot Heat Switch The pitot heat switch is located on the RH side wall. It controls operation of the heating elements in I both pitot-booms, AOA probes and the windshield. The heater elements are energized any time 28 VDC power is available and the pitot heat switch is in the ON position. AOA probe and windshield off the wheels and 115 VAC / 400 Hz power is available. Pitot heat should not be used for more than one minute during ground operations to prevent damage to the system. heater elements are energized when the weight is | PITOT STATIC SYSTEM CONTROLS isele! PITOT HEAT bot PITOT HEAT SWITCH MAIN. 404-9 sTBY| PITOT SELECTOR LEVER Figure 1-33 4-74 Change 2GAF T.O. AIR DATA COMPUTER The air data computer (ADC) is part of the pitot static system and consists of: - Air data system - Pressure altimeter - TAS indicator It utilizes inputs of pitot and static pressure from the main pitot system and OAT. }. 1F-MIG29-1 ~ Pressure altitude ~ Density altitude Data are supplied to the navigation system, the AFCS, the fire control system and the fuel indication system. The ADC utilizes DC power from the generator or the batteries, 36VAC and 115 VAC. A build in test is provided to check system The computer provides electrical outputs. _—_ readiness during preflight preparation and check- representing out for maintenance purpose. - TAS - Mach number AIR DATA COMPUTER 2$8s 5 e000 0 eof tire Ce yee Tao 8 —a id [ ngiethon Figure 1-34 INDICATIONS AND WARNINGS INDICATION FAULT/EFFECT AEKRAN ‘AIR DATA SYS ty of airspeed, altitude and vertical velocity viwas __ | AUSFALL Sws* "AP AUS, Vinax 600" Change 2 1-75GAF T.O. 1F-MIG29-1 INSTRUMENTS IAS INDICATOR The IAS indicator USM-2AE displays indicated airspeed. A single pointer indicates airspeed values between 0 and 800 kts on a non-linear scale. Mach number is indicated on the inner scale. The pneumatic inputs for the indicator are impact and static pressure supplied by the main or the backup pitot tube. Figure 1-35 NOTE Since the indicator is directly driven by the pneumatic outputs of one ot the pitot tubes, the indicated mach number may differ from the real value by as much as M 0.05 due to non-linearities of those pitot tubes. 1-76 Change 2 TAS INDICATOR The TAS indicator UMS-2,5-2U provides a combined display of TAS and mach number. Electrical power is supplied from the ADC, since it is part of the system. The longer pointer rotates at the linear outer scale to indicate values between 100 and 1400 kts. The shorter pointer traverses the inner mach number scale. The input signals for the indicator are supplied by the ADC and the ambient air temperature sensor. Figure 1-36 GT, RIC: The TAS indicator UIS-1250 AE provides the display of true airspeed between 100 and 1 250 kts, NOTE Since the indicator is directly driven by the pneumatic outputs of one of the pitot tubes, the indicated mach number may differ from the real value due to non-linearities of those pitot tubes. Figure 1-37GAF T.O. 1F-MIG29-1 ALTIMETER The altimeter is an electrically operated instrument, indicating from 0 to 100 000 ft. Electrical power is supplied by the ADC system, since the altimeter is an integral part of this system. An adjustable barometric scale is provided so that the altimeter may be set at the corrected sea level pressure. Figure 1-38 GT, RIC: The altimeter in the rear cockpit is a pneumatically I operated instrument, indicating from 0 to 100 000 ft. The altimeter incorporates a vibrator which reduces mechanical friction of gear trains and linkages of the mechanical assembly. The vibrator is powered | by 28.5 VDC from the generator, or in case of failure by the batteries. A barometric setting knob adjusts the barometric setting on the hPa counter of the altimeter between 700 and 1 080 hPa. Figure 1-39 COMBINED AOA/G METER The angle of attack and g meter is a combined instrument with two different indicating systems Since it is part of the COC, it receives electrical power via this system. The AOA pointer, moving along the left scale, is electrically connected to AOA probes located at the left and right forward section of the aircraft G-loads are indicated on the right scale by a main pointer indicating instantaneous g-loads and an index tab driven by the main pointer. The index tab remains on it's maximum indication until resetted. The g meter is electrically connected to an external g-sensing transducer. RESET BUTTON FOR G-INDEX TAB >. AOA POINTER, 15° MARKER (RED) 1 |. RED REGION 7 GANDEX (RED) 1 5. MAX G-INDEX TAB G POINTER 1 2. a. 4 5, 6. 7. Figure 1-40 Change 4 1-77GAF T.O. 1F-MIG29-1 ATTITUDE DIRECTOR INDICATOR The attitude director indicator (ADI) provides a pictorial display of the aircraft's attitude in pitch, roll and turn. It utilizes 36 VAC and 28.5 VDC received from the gyro system. A slip indicator is integrated at the bottom part of the instrument. Attitude is indicated by the aircraft symbol in relation to the horizon, pitch is indicated by the attitude sphere. re |. GYRO CAGE BUTTON / GYRO FAIL LIGHT 2. GLIDE SLOPE DEVIATION INDICATOR PITCH STEERING BAR PITCH OFF FLAG COURSE DEVIATION INDICATOR AZIMUTH OFF FLAG ”. ATTITUDE SPHERE . CENTER DOT |. AIRCRAFT SYMBOL, 10. BANK SCALE 11. AIRCRAFT SYMBOL SETTING KNOB 12. SLIP INDICATOR 13. COURSE STEERING BAR Figure 1-41 Pitch and Bank The pitch angle of the aircraft is displayed by the pitch scale on the spheroids surface and the center of the aircraft symbol. The vertical position of the aircraft symbol can be adjusted with the aircraft symbol setting knob. The bank angle is displayed by the aircraft symbol rolling on the spheroids surface to indicate aircraft its bank on the bank scale. 1-78 Change 2 Glide Slope Deviation Indicator During the NAV mode RETURN, a 7° glide slope is displayed on the glide slope deviation indicator for a extended runway centerline interception at 2.000 ft AGL. During the NAV mode MISSED APPROACH, deviation from an altitude of 2000ft AGL is displayed. In the AFCS mode LANDING, deviation from the ILS glide path is displayed. Course Deviation Indicator During the NAV modes RETURN and MISSED APPROACH, the index on the course deviation indicator provides steering for extended runway centerline intercept. In the AFCS mode LANDING, deviation from the ILS course is displayed. Command Steering During an ILS approach, with the AFCS mode APPROACH selected, command steering information is available by the pitch steering bar and the bank steering bar. When the aircraft is exactly on the desired flight path, the intersection of the two bars coincide with the center dot. The bars will be parked in the center also when the system is not engaged. However, the pitch and azimuth OFF flags will be visible. OFF Flags ‘Two red flags are incorporated in the upper left and right part of the instrument. The pitch OFF flag marked T and the azimuth OFF flag marked K will be visible when either channel of the ILS system is failed or not activated. As soon as the AFCS mode APPROACH js selected and no malfunctions exist, both OFF flags will disappeer. NOTE During an automatic landing approach, the appearance of either OFF flag initiates an automatic level off by the AFCS.GAF T.O. 1F-MIG29-1 Slip Indicator Aircraft slip is indicated by a ball inside a tubular case located at the lower part of the instrument face. HORIZONTAL SITUATION INDICATOR The horizontal situation indicator (HS!) provides a horizontal view of the aircraft with respect to the navigation situation. The compass card rotates so that the aircraft heading is always under the course index. Three OFF flags provide warnings for course and glide path indicator failures and navigation or gyto/platform malfunctions. Depending on the selection on the NAV panel, indications on the HSI 1” The HSI utilizes 36 VAC power. 7 9 10 C " ;— 12 13 14 TEST BUTTON FIXED COMPASS CARD ILS COURSE OFF FLAG. BEARING POINTER, BEARING (BRG) POINTER (YELLOW) ‘COURSE POINTER (WHITE) 3. RANGE (RNG) COUNTER 7. HSI OFF FLAG |. COURSE INDEX 8. BRG COUNTER 10, ILS GLIDE SLOPE INDICATOR 11, ILS COURSE DEVIATION SCALE 12. ILS GLIDE SLOPE OFF FLAG 13, COMPASS CARD. 14. COURSE SELECTOR KNOB 15. ILS GLIDE SLOPE DEVIATION SCALE 16. ILS COURSE DEVIATION INDICATOR 1 2. 3 4 Figure 1-42 cLock ‘A mechanical clock allows determination of normal daytime, elapsed (mission) time and has a stopwatch feature. The indications as mentioned may be read on three individual scales: - Normal daytime is displayed on the outer scale with an hour and a minute pointer. - Elapsed time is displayed in hours and minutes on the upper inner scale. - Elapsed time is displayed in minutes and seconds (stopwatch) on the lower inner scale. A red winding and setting knob is provided on the left lower corner of the clock. Rotating the knob counter-clockwise winds up the clock. Pulling the knob permits setting the clock. Pushing the knob starts the small elapsed time scale on the upper portion of the face, a small status indicator window within the scale changes color from white to red, Pushing the knob again stops the small clock, the indicator turns red / white. Pushing the knob a third time resets the elapsed time and the status indicator turns white. A setting knob on the lower right corner of the clock is used to start and stop the seconds pointer of the normal daytime scale and to operate the stopwatch on the lower portion of the clock face. Rotating the knob clockwise stops the seconds pointer, rotating the knob counter-clockwise starts it again. Pushing the knob starts the stopwatch located at the lower part of the face, pushing it again stops it and pushing a third time resets both pointers to the zero position. Figure 1-42 Change 2 1-79GAF T.O. 1F-MIG29-1 HSI INDICATION wove |eourse |aeanne Jana counren [RANGE [course Jus counse |S GUDE serine feonren | pomnren counren [INDEX |noicaToR INDIGATOR wav |enusei |Boairgio |oouseto |oistance» area souciedrav-|sowted” — soaced fected” [HOG gatonport | acaN NOB |avgsion pint | negation pent wav [anaoet | Boairg io Jawcdone JOistancowo [ros : RevuAN —|pontto | TACAN/ NOB. [retence point |acrurone rere nal wav |oaurseioite [Uwelabie |ousevorne Jowtancewne] noe |- : rerun |seocome sowaeme”_|accteme fein (teers tere port [fetes plt racan [pote poate nav ending |Fhatcoure |aeaigic |Fralcouse |Beancow [HDG [Devatonrom [eke sepe oonrch soleaee NOB eechown trateaen, | ovation tax devo | max devon Indeateaos"|indeaed 08 (4dots) on the | (4 dots) on the. course dv | ie slope ocala Sbvtton sal Wav mised [Cauretoan [Beamgic |Cousetowwe [Owanceieine]ioa | : preach |oteetpontt |ACaH/ NOB fecrodmome [acrutome ere inal feterencs pont |rterence pont somrach wanuat — |oure sey |aeaingic _[Cousesseaed [Owarcew [woe : can’ [Ine couse.” | sel saion soled SBN or on [soto knob Staton resremmes secaemre ar riteo wae —_|- : Tadeaes [Wil oto ypresang [eorss" cow Sissi |2p 5 erest baton Figure 1-43 VERTICAL VELOCITY INDICATOR The vertical velocity indicator (VVI) indicates the rate of climb or descent of the aircraft. The indicator is connected to the static pressure system and actuation of the pointer is controlled by the rate of change of the atmospheric pressure. It can register a rate of gain or loss of altitude which would be too small to cause a noticeable change in the altimeter reading. TURN AND SLIP INDICATOR A turn and slip indicator is incorporated in the VVI. The turn needle indicates direction of turn but does not provide accurate turn rate. The instrument receives 3 phases 36 VAC from the gyro system. 1-80 Change 4 Figure 1-44GAF T.O. 1F-MIG29-1 RADAR ALTIMETER The continuous wave radar altimeter (RAD ALT) measures height above surface. It supplies information to the avionics equipment and the radar altimeter indicator. The height marker may be set to the desired minimum height. If the aircraft is below this height, the radar altimeter forwards inputs to AFCS, AEKRAN, VIWAS and the RAD ALT indicator warming light. Accuracy of the min. height selected is 1.5 ft from 0 to 60ft and +3 % above 60 ft The radar altimeter is switched on with the ACFT SYS switch. After the warm-up period, the indicator OFF flag disappears and an altitude of 0 +3{t is indicated. The RAD ALT contains continuous BIT. It is powered by 28.5 VDC and 115 VAC. If the DC. Generator fails, power is supplied from the aircraft batteries and if the AC generator fails, from the PTO. The system provides height information from 003.000 ft AGL within bank angles up to 15°. The system accuracy is: 43 ft from 0 to 30 ft +10 % above 30 ft. WARNING ‘At bank angles above 30° or over rough terrain, RAD ALT may give false height information. At bank angles from 15° to 30° system accuracy decreases, above 30° bank it should be considered unreliable. INDICATIONS AND WARNINGS, 1, 45 FT TEST MARK 2. OFF FLAG 3, MINIMUM HEIGHT SET MARKER. 4. MINIMUM HEIGHT SET / WARNING LIGHT 5, TEST BUTTON . BLACK SECTOR Figure 1-45 At heights above 3000 ft an OFF flag appears on the indicator and the pointer rotates to the black sector. Identical indications occur with a malfunction. A test button is provided to check the instrument. When the button is pressed, the pointer moves to the test mark at 45 ft INDICATION FAULT / EFFECT AEKRAN ‘ALT ALERT. Descent below set minimum height. viwas "GEFAHRLICHE HOHE" Change 2 1-81GAF T.O. 1F-MIG29-1 HUD / HDD The HUD/HDD consists of the head up display (HUD), the head down display (HDD), units for image processing, synchronization and power supply. The system is powered by 28.5 VDC and 115/200 VAC power. It displays information originating from the navigation system and the fire control system (FCS). Signals from the AFCS, AOA and side slip vanes, and from the radar altimeter are processed. HUD The HUD projects information in symbolic and numeric form into the pilot's field of view. This source of information provides steering commands in the navigation mode and constitutes the primary source of information during attack phase. The image processing unit receives inputs from the navigation system, the FCS and additionally from the AFCS, AOA and sideslip vanes and from the radar altimeter. It generates symbols which are displayed on a cathode ray tube (CRT) and projected into the pilot's line of sight by means of a collimator and a combining glass. The collimator focuses the HUD picture to infinity. The combining glass projects the symbology within @ space of 19° in azimuth and 16° in elevation resulting in a circular field of view of 24°. A light filter may be raised to ensure readability of the HUD display against a bright background. HUD CONTROLS Filter Operating Handle The filter operating handle on top of the left mirror unit of the helmet mounted sight is used to erect the light filter to the vertical position. 1-82 Change 4 BRIGHTNESS Control Knob The BRIGHT knob is used to adjust the brightness of the HUD. In addition, a light dependent resistor (LDR) on the front side of the HUD display unit automatically adjusts the brightness of the display depending on ambient light conditions. The brightness of the image as seen by the pilot is the result of the setting of the BRIGHT knob and the intensity of ambient light. HUD Selector ‘The HUD selector has three positions: NIGHT The color of the HUD image is amber. DAY The color of the HUD image is green. RETICLE The HUD image is blanked off, a fixed reticle is displayed for N/A weapon employment. TEST Button A TEST button is provided for equipment test. When pressing the button, the boresight cross appears in a square on the HDD, on the HUD, identical crosses appear in the center of each quadrant of the display additionally, indicating system readiness FILTER OPERATING HANDLE et —Iol L es <7 (0 Figure 1-46GAF T.O. 1F-MIG29-1 HUD Display Following navigational symbols can be displayed on the HUD. 1. INDICATED AIRSPEED 2. HEADING REFERENCE 3, PRESS ALT/ RAD ALT 4. PITCH ANGLE 5. STEERING CIRCLE 6. BANK ANGLE 7. NAV RANGE 8. ARTIFICIAL HORIZON 9. AIRCRAFT SYMBOL 10. IAS TREND INDEXER Figure 1-47 HUD Weapon Employment Display For weapon employment see GAF T.O. 1F-MIG29-34-1. HDD The HDD is a TV monitor on the right side of the instrument panel. It displays essentially the same picture as the HUD. A light dependent resistor (LDR) in the lower right corer of the front panel automatically adjusts the brightness of the display depending on ambient light conditions. In combination with the setting of the CRT brightness control knob, it renders the displayed information readable even in direct sunlight. Figure 1-48 Change 2 1-83GAF T.O. 1F-MIG29-1 CANOPY ‘The canopy consists of a rigid curved front section, the windshield, fixed to the fuselage and a section that can be raised which is hinged aft. CANOPY OPERATION Normal canopy operation is controlled by the canopy control handle and powered by the pneumatic power supply system. Refer to figure 1-49. The pneumatic canopy operation system ensures: - Raising and lowering of the canopy corresponding to the canopy control handle position. - Downlock of the canopy in the closed position. ~ Sealing of the canopy. INTERNAL CANOPY CONTROL HANDLE The internal control handle has three position detents: Open, taxi, and closed. To open the canopy, first set the handle in the taxi Position and then in the open position. When the handle is in the taxi position, the seal is deflated and the canopy will be released and lifted approximately two inches above the cockpit rim. When moving the handle further into the open position, the canopy will be raised and held by a pneumatic actuator. * Taxiing with the canopy in the open position is prohibited. * Max speed for taxiing is 16 kts with the canopy in taxi position. Gt: Identical internal control handles are located in both I cockpits. The rear cockpit canopy control handle is 1-84 Change 4 safety wired to the close position, since normal canopy operation is performed from the front cockpit. Opening the rear cockpit canopy control handle to the taxi or open position overrides the front cockpit canopy control handle and positions the front cockpit canopy control handle accordingly. When the canopy control handle in either cockpit is moved from the open position towards the taxi or the closed position, the other handle is automatically positioned accordingly. The canopy lowered to the taxi position or the closed position respectively. EXTERNAL CANOPY OPERATING HANDLE The external canopy operating handle is mechanically linked to the intemal handle and is located on the LH front fuselage. It is used to open oF close the canopy from the outside. CANOPY OPERATION WITHOUT PNEUMATIC PRESSURE To open the canopy without pneumatic pressure available, the control handle has to be set in the ‘open position (to disengage the locks), the canopy has to be raised manually and held in the open position with the canopy retaining rod. CANOPY JETTISON The canopy emergency jettison system provides release and separation from the cockpit: - If the emergency jettison handle on the right cockpit sill is pulled. - Automatically, if ejection is initiated. A pyro-mechanical system is used to jettison the canopy. Explosive cartridges are used to open the locks. GT: Canopy emergency jettison handles are located in both cockpits on the right cockpit sill. Pulling either handle jettisons the canopy.GAF T.O. 1F-MIG29-1 INDICATIONS AND WARNINGS INDICATION FAULT / EFFECT MASTER OQ use CAUTION FLASHING CANOPY WARNING LIGHT Canopy downlock failure. CANOPY LOCK PIN Pin protruding AEKRAN LOCK CANOPY VIWAS __ | "KABINENDACH SCHLIESSEN’ (message will be paged twice) CANOPY INTERNAL AND EXTERNAL CONTROLS 5 re 2 a janicrrate =, PRR © ©) 1 RES frermace ad Setzete nese 1. INTERNAL CANOPY EMERGENCY JETTISON HANDLE 2. CANOPY CLOSED CONTROL PIN 3. EXTERNAL CANOPY OPERATING HANDLE. 4, LOCK CANOPY CONTROL LIGHT 5. INTERNAL CANOPY CONTROL HANDLE Figure 1-49 Change 4 1-85GAF T.O. 1F-MIG29-1 EJECTION SEAT SYSTEM The K-36 DM ejection seat system provides the pilot with a safe escape from the aircraft under various combinations of aircraft altitude, speed, attitude and flight path, The seat is propelled from the aircraft by a cartridge-operated twin barrel ejection gun assisted by a rocket motor, both located at the back of the seat. The ejection system is designed to function at all altitudes at airspeeds up to 700 kts. However, during ground operation, a minimum of 40 kts | (80 kts for the trainer version) is required for safe canopy separation. Pulling the ejection handle initiates the ejection sequence, causing the canopy to be jettisoned and the ejection gun to fire. Caution should be used to [maintain a continuous pull until full travel of the ejection handle is reached and the seat fires. The ejection sequence continuous until a normal parachute descent of the occupant is accomplished. After the initial firing of the seat, seat operation is completely automatic and requires no additional action by the occupant. NOTE Canopy jettison malfunctions will not interfere with the seat firing system. Should the canopy fail to jettison after ejection has been initiated, the seat fires through the canopy after a delay of 1 sec. SAFETY FEATURES The escape system is a potential source of danger and inadvertent operation may cause fatal injuries. Upon completion of the flight, the 1 pilot must ensure that the seat is in the ‘safe for parking’ condition. Safety pins are provided to various components of the escape system to prevent inadvertent initiation. I Refer to figure FO-18. 1-86 Change 4 EJECTION SEQUENCE Ejection is initiated by pulling the seat firing handle. | The sequence is electrically controlled until firing of the ejection gun. A mechanical backup provides I fail-safe operation. As the main cartridge of the pyro-mechanical system is fired, gases are ducted to the canopy lock-down mechanism to jettison the canopy, to retract and lock the shoulder harness, and lap belt by means of the retraction units, and to activate both leg raisers and arm protectors. 1 Simultaneously, a backup system is activated to ‘open the canopy locks after 0.5 seconds in case of a main breech unit failure. It allows the seat to fire through the canopy after another 0.5 seconds. As the canopy is jettisoned, the canopy firing cable is pulled, allowing the twin barrel ejection gun to fire and to accelerate to at least 13.6 mV/s. As the seat rises along the cockpit rails, the emergency oxygen supply is tripped, a body windshield is activated above 485 kts, and the leg restraint lines are retracted. The rocket motor fires to propel the seat to a greater height. The seat is stabilized and decelerated by two rotating drogues on telescopic struts during | descent through the upper atmosphere with the ‘occupant securely restrained in the seat. ‘Automatic operation of the _delay-release- mechanism occurs after reaching the barostat altitude (16000) or, in ejections below this I altitude, when the seat is decelerated to parachute- ‘opening speed. ‘The headrest / parachute container is fired from the seat to pull out the parachute. The recoil produced is also used during the process of man/seat separation. EJECTION SEAT The ejection seat is mounted on the guide rails and the telescopic ejection gun. The firing handle is connected to an electromagnetic ignitor unit which starts the ejection sequence. Electromagnetic ignitor cartridges are installed for initiating the ejection gun, activating the retraction units and raising the windshield. Percussion cartridges are installed for the ejection gun, the drogue gun and the firing mechanism of the rocket motor.GAF T.O. 1F-MIG29-1 EJECTION SEQUENCE EJECTION HANDLE t PULLED AUTOMATIC SEQUENCER 2 + + 4 g AIRSPEED] [TESTER RETRACTION TIME DELAY z SENSOR PYROCARTRIDGE LAY 0'5 SEC 5 J z Q RETRACTION OF: 5 HARNESS a 4 LAP BELT mi DEFLECTOR ‘ARM PROTECTORS INITIATOR LEG LIFT TIME DELAY 0.5 SEC EJECTION - * GUN _]/BAROSTAT|[BAROSTAT] 6500 FT || 16 000 FT DEFLECTOR g DROGUE GUN 7 3 INITIATOR 3 w z EMERGENCY 4 a B OXYGEN g a < LEG RESTRAINT] g = k LINES ¥ ® 2 a DROGUE GUN] 5 o 3 FIRED i x y ¥ ¥ TIMER 0.1 - 1.75 SEC] DROGUE CHUTE| IF BELOW 6 500 FT E DEPLOYED. 3 i PARACHUTE w DEPLOYMENT| g UNIT & ¥ ¥ y RELEASE OF: SHOULDER DEFLECTOR = LAP BELT HARNESS RELEASE 5 RELEASE + PARACHUTE Gi ARM PROTECTORS, DEPLOYED 9 EJECTION HANDLE CUTTER a w # 5 z ¥ 3 LOCATOR] [ SURVivAL] [DINGHY 2 BEACON | | PACK &y Figure 1-50 Change 4 1-87GAF T.O. 1F-MIG29-1 EJECTION GUN The ejection gun provides the initial power for seat ejection by means of a single percussion-fired cartridge. The gun consists of three major assemblies, which are the breech firing mechanism, a fillet transition piece and a telescopic launch tube. The gun assembly is mounted to the seat structure, except for the inner barrel of the launch tube, which is mounted to the bulkhead of the cockpit. I After ignition, the gun develops thrust for 0.2 sec. As the seat raises along the guide rails, it extends an initiator cable which fires the rocket motor when the seat has been raised between 104.5 and 107.5 cm. ROCKET MOTOR The thrust of the ejection gun will be sustained by the rocket motor, located under the seat pan, and is ignited as the seat leaves the ejection gun. A static line, incorporated in the rocket firing unit, cocks and triggers a firing pin to fire the ignition cartridge. The gas pressure, generated by this cartridge ignites the rocket propellant. The rocket motor develops a thrust of 3 300 kg. DROGUE GUN I Two drogue arms are mounted on the right and left side of the head rest. They consist of a firing mechanism and a telescopic rod with built-in rogue chute. The unit is triggered as the ejection seat raises along the guide rails. The gas pressure of the cartridge extends each rod aft at an angle of 15°, and deploys the drogue chute of 0.06m*. The rogue chutes are ribbon-type chutes with opposite direction of rotation, thus actively stabilizing the seat DELAY UNIT Two independent time release mechanisms are installed to the right and left side of the main beam assembly. Their function is to delay deployment of the personal parachute and separation of the occupant from the seat until it has descended from high altitude and/or slowed enough to prevent 4-88 Change 4 excessive opening shock of the personal parachute. A barostat assembly prevents operation of the time delay above a preset altitude. The barostat of one delay unit is set to an altitude of 16 000 ft MSL, 19 500 ft when flying above 13.000 ft mountainous terrain. The associated time release unit is set to 4 sec, The barostat of the second delay unit is set to an altitude of 6500 ft MSL, 10000 ft when flying above 18000ft mountainous terrain. The associated time release unit is set to 0.7 sec. Although both time delay units operate independently, each unit triggers the parachute deployment mechanism of both units. At altitudes below 6500 ff, the time release mechanism of the second delay unit is adjusted for the airspeed at time of ejection. Depending upon the speed, the time is readjusted from 0.1 sec at 375 KTAS up to 1.75 sec at 750 KTAS. HARNESS POWERED RETRACTION UNIT The ejection seat contains a powered inertia lock which provides a velocity (g-sensing) system {inertia lock) and @ power retraction system. The inertia lock provides safe restraint during violent aircraft maneuvers. Restraint is accomplished by a g-sensing mechanism functioning in accordance with acceleration (2 g). Manual locking of the inertia reel lock can be accomplished by the shoulder hamess release handle on the left forward side of the seat bucket. The powered retraction system provides automatic retraction of the shoulder harness for ejection. The device is gas-powered and functions only when the ejection handle is pulled. LAP RETRACTION UNIT A lap arrestment unit provides the pilot with a safe hold in the seat during normal flight. Manual adjustment can be accomplished by the lap adjustment lever on the right side of the seat bucket. A gas-powered retraction system is automatically activated when the ejection handle is pulled.GAF T.O. 1F-MIG29-1 ARM PROTECTION SYSTEM To prevent flailing injuries to the arms during ejection, an arm protection system has been fitted. The system consists of two metal blades mounted to the side of the backrest. As ejection is initiated, the arm protectors are rotated down to a horizontal position. The device is gas-powered and operated simultaneously with the shoulder harness and the lap retraction. WINDSHIELD ‘A windshield is mounted to the front of the seat bucket to protect the pilot from the windblast during high speed ejection. The unit consists of two telescopic rods which extend and raise a shield of Kopran ribbons in front of the pilot. The system is designed to extend even when one of the telescopic rods fails. The windshield is activated above 485 KTAS only and is raised by an electro-pyrotechnic charge. LEG RESTRAINT LINES The leg restraint lines are routed along the cockpit sidewall, the instrument panel and the control stick casing. The restraint lines are fixed into position with clips. Paddings are fixed to the section of the restraints which actually retract the legs. When the seat is ejected, the occupants legs are firmly pulled against the seat bucket. Simultaneously the thighs are lifted to optimize I body position during ejection. PERSONAL PARACHUTE A 60 m? personal parachute is packed into the headrest container, located on top of the seat beam. Upon release from the delay units, two cartridges are fired to separate the container and pull out the parachute. ‘The gases of the cartridge are also used to operate cutters for simultaneous man / seat separation and activation of the emergency locator beacon and the survival pack. The personal parachute is connected to both shoulder hamesses by canopy quick release ‘connectors. The quick release connectors can be ‘opened by pressing the latches on both sides simultaneously after a safety guard, located between these latches has been pulled forward. The purpose of the safety guard is to prevent inadvertent operation of the quick disconnect. 1 EMERGENCY OXYGEN SYSTEM ‘An emergency oxygen bottle is installed in the ejection seat bucket. Activation of the oxygen bottle is accomplished automatically upon ejection. The emergency oxygen can be activated manually by Pulling upon the emergency knob (red mushroom). The pressure bottle contains 0.71 of compressed ‘oxygen at a pressure of 180 kp/cm?, indicated on the pressure gage. The bottle supplies 100 % oxygen for about 6 min during emergency descent, 3 to 4_min during high altitude ejection and 3 min at low altitude. EMERGENCY OXYGEN KNOB (Red Mushroom) ‘The emergency oxygen knob is on the right side of the seat bucket. Once the emergency oxygen knob is pulled, it cannot be shut off. ‘SEAT POSITION SWITCH The seat may be adjusted vertically only. Positioning is accomplished by actuating a momentary contact switch located on the right side of the seat bucket. The seat can be adjusted (up or down) through a total range of 135mm. It is not I] necessary to adjust the seat height before ejection. Change 4 1-89GAF T.O. 1F-MIG29-1 SURVIVAL PACK ‘The survival pack contains the survival equipment, the emergency locator beacon, the emergency ration, the first aid kit and the distress signaling kit. It is stored in the seat pan, side by side with the dinghy. A cushioned profile seating face, designed and shaped to give maximum support to the ‘crewmember covers the equipment. The survival pack will be released automatically after man / seat separation thereby inflating the self inflating floating device of the emergency locator beacon and the dinghy automatically. Dinghy bottom and the spray deflector can be inflated through rubber tubes after landing. The profile seating face will be retained, and the dinghy, emergency locator beacon and survival pack remain attached to the life vest by a lowering line. If the dinghy falls to separate completely, tearing up the sewed up portion of the dinghy lowering line abruptly will cause the lowering line to 1-90 Change 4 extend completely separating the dinghy from the seating face. NOTE ‘* Should the dinghy fail to unfold before landing, it can be infiated manually by pulling a handle on the Cp bottle. * Should the self inflating floating device of the emergency locator beacon fail to inflate completely, it can be inflated manually. DUAL EJECTION ‘As soon as either the F/C or the R/C ejection handle is pulled, the ejection sequence starts. The rear seat always ejects first, followed by the front seat after 1 sec.GAF T.O. 1F-MIG29-1 AIR CONDITIONING AND PRESSURIZATION SYSTEM The air conditioning and pressurization system I (refer to figure FO-14) consists of two major systems, one for the cockpit and one for electronic equipment compartments. The cockpit air is conditioned so that it will have a defined temperature and pressure. The air conditioning system for the avionics provides cooled air for the various equipment compartments. Engine bleed air for both systems passes through a ‘common line to a pair of identical pressure reducer valves, arranged in series for fail-safe operation. It is routed through a parallel arrangement of two air-air coolers and an evaporator cooler. Behind the evaporator cooler, the airstream is divided for equipment cooling and cockpit air conditioning. The air for equipment cooling is passed through a turbo cooler, and as a cooling medium through a heat exchanger / dehumidifier for the cockpit air before being supplied to the equipment compartments. The air for the cockpit is passed through the heat exchanger / dehumidifier and cooled down in a second turbo cooler. After being mixed with hot air from the pressure reducer valves, it enters the cockpit through several manifolds. Hot bleed air used for windshield defogging is taken from the pressure reducer valves and routed to a motor driven valve which remains open at airspeeds below M 0.8. CABIN TEMPERATURE CONTROL The temperature of the air which is supplied to the cockpit and / or canopy is regulated by regulating the mixing ratio of cold and hot air. Normally the ratio is adjusted automatically to maintain the selected cockpit temperature. However, manual adjustment is also possible. DC power is required for temperature control CABIN PRESSURIZATION MIG-29G Pressure in the cockpit is controlled by a cabin pressure control valve. When the aircraft is below 6 500 ft, the control valve automatically maintains a pressure difference of 0.05 kp/cm2 (50 hPa) or less. From 6500 ft up, differential pressure increases up to 40 000 ft. The differential pressure of 0.29 to 0.31 kp/om? (300 +10 % hPa) obtained between 30000 and 40000ft is maintained constant at higher altitudes. Refer to figure 1-51. CABIN PRESSURIZATION SCHEDULE MIG-29G Coc Aide et a Ee oe oI] | ee el. : | | ss HEH CEE EEE 4 pon] s{- 0 | Et | 1 | | : | | | ° © ° Ba Same. 70 Ara atte Figure 1-51 Change 4 1-904GAF T.O. 1F-MIG29-1 A safety relieve valve controls the cabin pressure at a nominal 0.33 kp/cm2, 33 kPa above ambient pressure in case the cabin pressure control valve fails. If ambient pressure exceeds cabin pressure, a vacuum valve opens to allow pressure compensation, CABIN PRESSURIZATION MIG-29GT Cabin pressure is controlled by a cabin pressure control valve. Prior to takeoff and immediately after landing, the cockpit is not pressurized. Inflight, the cockpit is pressurized to a cockpit altitude equivalent to an altitude below mean sea level immediately after takeoff. As altitude increases, differential pressure increases so that a cockpit altitude equivalent to mean sea level is maintained up to approximately 4 000 ft. From 4.000 ft up, the pressure differential increases continuously until a differential pressure of 290hPa is reached at 12000ffMSL. Above 12000ft a differential pressure of 290hPa is maintained. Refer to figure 1-514 A safety relieve valve controls the cabin pressure at a nominal 315 hPa to 340 hPa above ambient pressure in case the cabin pressure control valve fails. If ambient pressure exceeds cabin pressure, a vacuum valve opens to allow pressure compensation. CABIN PRESSURIZATION SCHEDULE MIG-29GT coc tise “0 | i 8 vcr Aude Figure 1-514 WINDSHIELD DEFOGGING Fogging of the windshield is prevented by heating the inside surface of the glass with hot air. Air from the pressure reducer valve is delivered through defogging manifolds at airspeeds below M 0.8. Cold air is automatically mixed with the hot air to prevent inconvenient cockpit temperature. When INDICATIONS AND WARNINGS the mixing vaive is fully open, windshield defogging is automatically shut off to prevent an overtemperature. Manual shut down is possible with the CABIN AIR lever. INDICATION FAULT / EFFECT AEKRAN [CABIN LIMIT PRESS DESCEND] | Cabin altitude above 42 650 ft +1 640 ft. 1-908 Change 4GAF T.O. 1F-MIG29-1 ANTI G VALVE The anti g valve controls air delivery to the anti g suit. Air is tapped from downstream of the air-air coolers, passed through a regulator valve, an anti g valve, and delivered to the suit via the PEC. Below 2.5 g no pressure passes through the suit. Above 2.54, the anti g valve controls the suit pressure in proportion to the g-forces experienced. NOTE For proper inflation of the anti g suit, the pressure regulator must be set to min. Any position other than min will result’ in premature pressurization. CoMBINED OXYGEN Pressure REGULATOR VENT SUIT VALVE The ventilation suit valve controls air delivery to a ventilation suit. Air is tapped from downstream of the turbo cooler, passed through an ejector valve and mixed with hot air, and delivered via the PEC. AIR LEVER, i ‘CABIN TEMPERATURE (CABIN AIR LEVER Figure 1-52 Change 4 1-91GAF T.O. 1F-MIG29-1 CABIN TEMP SWITCH The cabin temp switch is located on the RH side wall. The four position switch permits selection of automatic temperature control system or manual adjustment of cockpit temperature. The switch positions are: AUTO Cockpit temperature is automatically adjusted in accordance with the setting of the cabin temperature control knob on the main vertical console. Center It position is the neutral position and removes the electrical supply from the mixing valve and as a result freezes the valve in it's last position, HOT/COLD The mixing valve is driven in the appropriate direction. The switch should only be bumped to the position momentarily to prevent the valve from driving to an extreme temperature position. CABIN TEMPERATURE CONTROL KNOB The cabin temperature control knob permits selection of the desired cockpit temperature, provided the CABIN TEMP switch is in the AUTO INDICATIONS AND WARNINGS CABIN AIR LEVER The cabin air lever regulates the volume of air delivered from the air conditioning system. In the CLOSED position, windshield defogging is, manually shut down, AIR LEVER The air lever routes the air either to the manifolds directed towards the pilot in the position pilot or the ‘ones towards the canopy in the position open. PRESSURE REGULATOR The pressure regulator controls volume and pressure of the air used for inflation ~ Anti g suit in MIN. ~ Partial pressure suit in MAX. SUIT VENT CONTROL KNOB The suit vent control knob adjusts temperature and flow of the air routed to the ventilation suit. COMBINED OXYGEN INDICATOR The utmost right scale of the combined oxygen indicator displays differential pressure between cockpit pressure and outside air pressure. See ‘oxygen system in this section. INDICATION FAULT / EFFECT Temperature of the air towards the equipment AEKRAN compartments exceeds +80° C. viwag | "AUSFALL KUHLUNG GERATESEKTION" "VERRINGERE TEMPERATURREGIME* NOTE A reduction of the temperature in the equipment compartment can only be achieved by reducing the airspeed. 4-92GAF T.O. 1F-MIG29-1 LIGHTING SYSTEM The lighting system consists of the external and internal lighting equipment. Refer to figure 1-53. LIGHTING SYSTEM CONTROLS LAND LIGHT / TAXI ‘SWITCH AFT LIGHTING CONTROL PANEL Figure 1-53GAF T.O. 1F-MIG29-1 EXTERNAL LIGHTING The external lights include navigation lights, anti colision lights, landing and taxi lights. All external lights are powered by the DC system. NAVIGATION LIGHTS ‘Two position lights are installed at the wing tips, a green one right, a red one left and a white one at the left vertical stabilizer. Al navigation lights are controlled by the NAV LTS switch located on the forward lighting control panel. ‘The selectable modes are: OFF, 100 %, 10 %, and FLASH. On the ground, the navigation lights will be in the 10% intensity mode regardless of mode switch setting. ANTI COLLISION LIGHTS Anti collision lights are installed behind the cockpit and on the left engine bay. These lights are controlled by the ANTI COLL switch. LANDING / TAXI LIGHTS Two landing lights are installed, one on each main landing gear door, and a single taxi light on the nosewheel strut. The light beam of the right landing light is angled down 10° with respect to the horizon, and offset by 12° to the left with respect to the aircraft's center line. The light beam of the left landing light is angled down 8° and offset 14° left. The light beam of the taxi light is aligned parallel to the horizon and to the center line of the aircraft. The landing as well as the taxi lights are powered by the DC supply system and are controlled by the LAND LIGHT / TAXI switch located on the left side of the instrument panel. 1-94 Change 4 With the switch in position TAXI, only the taxi light is on, whereas both taxi and landing lights are on when the switch is in the LAND LIGHT position. The landing lights are disabled when the landing gear is retracted regardless of the position of the control switch. INTERNAL LIGHTS The intemal lighting equipment comprises console panel lights, instrument lights, console flood lights, spot lights, map reading light and associated controls. The control panels and indicators are powered by the AC system, and the console floodlights for the panels, instruments and the map reading light, by the DC system. The instruments are illuminated with shielded light fixtures located adjacent to each indicator. The major left and right console control panels are indirectly illuminated. The lights are controlled by theostat-type switches located on the aft lighting control panel. The control knobs are assigned to the various illumination systems as follows: - The PANEL control knob has a dual function. If pushed in, it allows manual intensity control of all cockpit information and warning lights except AEKRAN. if pulled out, intensity is automatically controlled by a photo diode according to ambient brightness. ~ The MAP ILLUM control knob switches and dims the map reading light located near this panel. + The instrument illumination is switched and dimmed with the INSTRUMENT control knob. = The CONSOLE control knob switches and controls the intensity of the indirect illumination of various switches and control knobs. ‘Two more control knobs are located on the forward lighting contro! panel to control the floodiights and the brightness of the landing system signal panel illumination.GAF T.O. 1F-MIG29-1 OXYGEN SYSTEM The oxygen system is a pressure demand system, and consists of a main system, located in the fuselage, an engine supply system and an emergency system on the ejection seat. Refer to I figure FO-15. The oxygen supply for the main oxygen system and for the engine supply is replenished through one single _ charging connection. Emergency oxygen supply is charged directly to the bottle, MAIN OXYGEN SYSTEM The main oxygen system supply consists of three 4 liter high pressure gaseous oxygen bottles I (MiG-29GT seven bottles), charged at 150 kp/cm?. Further components are a oxygen flow valve, a pressure reduction valve, an oxygen flow regulator, a PEC, a pressure regulator, the combined oxygen indicator and the oxygen control panel. The system J) is mechanically controlled, however, 115 VAC is required for indicator operation. ENGINE SUPPLY Refer to ENGINE STARTING SYSTEM in this section, EMERGENCY OXYGEN SYSTEM Refer to EJECTION SEAT SYSTEM in this section. OXYGEN SYSTEM CONTROLS AND INDICATORS. [wor] [or] [ore OXYGEN CONTROL PANEL COMBINED OXYGEN INDICATOR OXYGEN FLOW VALVE Figure 1-54 Change 4 1-95GAF T.O. 1F-MIG29-1 OXYGEN FLOW VALVE The oxygen flow valve is a rotary knob marked OPEN/CLOSE on the LH console. It controls the supply of oxygen to the system. OXYGEN CONTROL PANEL MIX - 100 % switch The blue MIX - 100 % switch allows the selection of either an oxygen / air mixture or pure oxygen. EMERGENCY ON - OFF switch The red EMERGENCY ON - OFF switch permits selection of 100 % oxygen with positive pressure or normal oxygen supply. The switch should remain in OFF position at all times, unless an unscheduled pressure increase is required. Moving the switch to EMERGENCY ON provides 100% oxygen with continuous positive pressure to the face mask. NOTE When EMERGENCYON is selected, use of oxygen is 2 to 3 times higher than normal. Quantity remaining must be continuously monitored. HELM VENT ON - OFF switch The black HELMVENTON-OFF switch is provided to activate the helmet ventilation system. OXYGEN PRESSURE REGULATOR The pressure regulator comprises an airmix and a 100% oxygen demand type regulator. With MIX selected, the air / oxygen ratio is determined by an air inlet valve and thus varies according to cabin altitude. Below 6 600 ft, pure cabin air is delivered. ‘Above 6 600 ft, the air inlet valve reduces the air percentage until 100% oxygen is delivered at 26000 ft. Above 40000 ft, pressure breathing is INDICATIONS AND WARNINGS introduced with pressure increasing with altitude. Between 0 and 40 000 ft, with 100 % selected, the 100 % regulator delivers 100 % oxygen. Above this level, pressure breathing is introduced with pressure increasing with altitude. COMBINED OXYGEN INDICATOR Operation of the oxygen system can be monitored ‘on the combined indicator located in the center of the front panel. RESERVE % FEED Figure 1-55 The instrument has three thermometer-type scales with triangular pointers and one rectangular pointer for oxygen flow. The following parameters can be monitored: - Cabin altitude: The scale is calibrated in km. As long as the cabin is not pressurized, the pointer indicates actual flight altitude. ~ Oxygen quantity: 100 % is indicated with a pressure of 150 kp/cm* in the oxygen bottles. As the pressure decreases indication drops proportionally. ~ Oxygen flow: During normal oxygen flow, the pointer moves up during inhalation and moves down during exhalation. A steady pointer indicates that no oxygen is supplied (e.g. with MIX selected at low altitude). ~ Cabin pressure differential INDICATION FAULT / EFFECT AEKRAN | [ EMERG OXYGEN RESERVE] | Oxygen quantity 15 %. VIWAS | "SAUERSTOFFVORRAT MINIMAL" 1-96 Change 4GAF T.O. 1F-MIG29-1 COMMUNICATION AND AVIONIC EQUIPMENT ANTENNA SYSTEM 1. RADAR 5. RHAW 9. RAD ALT 2. IRSTS 6. UH / VHF RADIO 10. MARKER BEACON 3. TACAN 7. xT-2000 11. NOT USED 4. ADE 8. IFF/SIF Figure 1-56 Change 4 1-97GAF T.O. 1F-MIG29-1 VHF / UHF RADIO Voice communication is provided by the VHF / UHF radio. 2 000 VHF and 7 200 UHF frequencies can be used. 29 preset frequencies are available, with UHF guard channel monitoring NOTE Due to the wide-band antenna location in the right _fin-tip, communication may be interrupted momentarily during turns exceeding 45°AOB. RADIO Switch The radio switch is located on the right console. Power to operate the VHF / UHF radio is supplied by the DC generator or the batteries. VHF / UHF FREQUENCY CONTROL PANEL A VHF/UHF frequency control panel (refer to figure 1-57) is installed on the LH console. The function of each control is: 4-98 Change 2 Communic: ion Frequency Toggle switches With the preset/manual switch on MAN., five toggle switches are used to select the desired frequency. Physically, frequencies from 100.000 to 399.975 MHz in increments of 0.025 MHz can be selected. However only frequencies from 100.000 to 149.975 MHz and 220.000 to 399.975 MHz can be used. The selected frequency is displayed on the VHF / UHF radio indicator panel. However, the last digit (0 or 5) is not displayed. If an unusable frequency is selected, the indication flashes. Preset / Manual Switch This switch controls the frequency selection method. In MAN., the frequency is selected with the toggle switches , in PRE, frequency is selected with the channel selector knob on the indicator panel. VHF / UHF RADIO PANEL A VHF / UHF radio panel (refer to figure 1-57) is installed on the LH console. The function of each control is: Volume Control Knob Clockwise rotation of the volume control knob increases the communication receiver volume. Guard Receiver Select Switch With GUARD RCVR frequency is monitored. selected, UHF guard ‘Squelch Switch The squelch switch enables communication receiver squelch. and disables Guard Receiver Control Light The light illuminates when guard transmissions are received even if the guard receiver is deselected. ADF Switch With ADF selected, transmissions on the selected ADF frequency can be monitored.GAF T.O. 1F-MIG29-1 VHF / UHF INDICATOR CONTROL PANEL TA VHF/UHF indicator control panel (refer to figure 1-58) is installed on the instrument panel. The function of each control is: Camas FREGUENGT bor srone ®& [1]3] []2]o]7]o] © [fb Mere Figure 1-58 Channel Selector Knob With the preset / manual switch in PRE, 29 preset frequencies can be selected. Channel Display The selected channel is displayed. Frequency Display With the preset/manual switch in PRE, the frequency of the selected channel is displayed. In MAN., the manually selected frequency is displayed, except the last digit. DIM Knob The DIM knob is used to adjust the brightness of the channel and frequency display. Store Pushbutton Pushing the store button enters the frequency selected with the toggle switches to the indicated channel. VHF / UHF RADIO OPERATION ‘The VHF / UHF equipment is activated by switching the RADIO switch to ON. Transmission is accomplished by pressing the throttle-mounted microphone button. The receiver signal can be controlled with the volume knob on the control panel. Manual Frequency Selection Set preset / manual switch to MAN. Enter a six-digit frequency via the toggle switches. The last two digits (00-25-50-75) are selected with one toggle switch. Channel Select n Set preset / manual switch to PRE. Select desired channel with the channel select knob. Channel number is displayed on the channel display, and the corresponding frequency on the frequency display. Channel / Frequency Loading If a stored frequency needs to be changed, select the desired channel. Insert the new frequency via the toggle switches. After pressing the STORE button, the new frequency is displayed on the frequency display and stored simultaneously. EMERGENCY UHF RADIO (XT-2000) The emergency UHF radio provides air-to-air and air-to-ground communication on the UHF preset distress frequency of 243.0 MHz, and two further preset channels. The radio can also be used as guard or auxiliary receiver in the airborne communication system. The radio is powered by 28.5 VDC and utilizes the emergency UHF antenna in the left vertical fin. Q\®zc_ozmem & 1. FUNCTION SELECTOR 2. VOLUME CONTROL KNOB 3. CHANNEL SELECTOR 4. TEST PUSHBUTTON 8. TEST INDICATOR LIGHT Figure 1-59 Change 4 1-99GAF T.O. 1F-MIG29-1 CONTROLS AND INDICATORS ‘The emergency UHF control panel is installed on the forward LH console. Function Selector The function selector is a rotary knob with positions marked OFF, R and T/R. OFF Electrical power is disconnected R The system can only receive TR The system is able to transmit and receive Volume Control Knob The volume control knob adjusts the audio level of the receiver. Channel Selector The channel selector, which is labeled CHAN, is a rotary knob with positions 1, 2 and G. 1,2 Select one of two preset channels G Select the UHF distress frequency (GUARD) of 243.0 MHz Test Pushbutton and Indicator Light The test pushbutton and indicator light is used for performing built-in test to determine if the system is, ‘operating properly. Built-In Test 1. Function selector - T/R 2. Channel selector - To desired channel 3. Test pushbutton - Press and hold The indicator light illuminates and remains illuminated as long as the pushbutton is held, and a short tone is heard if the system is operating property. If there is a system malfunction, the indicator light flashes momentarily and then extinguishes, and the audio tone is not heard. EMERGENCY UHF RADIO OPERATION Use as guard or auxiliary receiver : 1. Function selector = - R 2. Channel selector _- To desired channel 3. Test pushbutton —- Press 4. Volume control knob - To desired audio level Use as a transmitter / receiver = 1. Function selector -TR 2. Channel selector _—_- To desired channel 3, Test pushbutton - Press 4. Volume control knob - To desired audio level 5. PTT button - Press for transmission INTERCOM SYSTEM The intercom (V/C) system enables communication between the ground crew and the pilot. GT: The /C enables additionally communication between the two cockpits. All audio wamings produced by various aircraft systems and identification signals from radio and navigation equipment are routed to the pilot's headset. Volume of the radio and navigation ‘equipment can be adjusted by the relevant volume control. Aircraft wamings are transmitted at an audio level high enough to attract attention. Ground crew / pilot communication is adjusted at a level to provide understanding. Audio signals which may be heard over the VC are listed with the relevant system, VIWAS signals in section 3.GAF T.O. 1F-MIG29-1 RECORDERS HUD CAMERA Control signals from the fire control system triggers camera operation, refer to GAF T.O. 1F-MIG29-34-1. FLIGHT DATA RECORDER The flight data recorder (FDR)/TESTER records flight parameters and the operation of important aircraft systems. Conservation of recorded data is assured under the following conditions: ~ Impact with g-forces up to 1 000 ~ Temperatures up to 1 000° C during 15 minutes ~ Exposure to sea water up to 5 days ~ Exposure to fuel up to two days. I The recorder is powered by 28.5 VDC. The data recording is made of the last three hours of the aircraft operation. Controls and Indications The recorder is activated manually with a switch labeled RECORD on the RH console. If not activated manually, automatic operation starts at or above 85% engine RPM with the trailing edge flaps down, or if the weight is off the right main gear at any RPM. Operation Data from the flight data recorder are transferred to the ground evaluation system without extracting the tape, at a rate 8-12 times faster than the recording. They are used to make an express analysis of aircraft and system operation. The express analysis contains following information on a data sheet: + Aircraft number - Flight number + Date of fight = Sequence number of the malfunction ~ Channel number for recorded data and extreme values ~ Start and end time of occurrences or malfunctions In addition, the following possibilities are available: - Display in a graphical form of the coded values as recorded by the FDR ~ Aprint-out of all malfunctions List of Recorded Parameters Airoraft velocities, rates and control surface positions: + Aircraft velocity - TAS - Barometric altitude + Altimeter setting ~ G-torces in all axes ~ True course. - AOB - Pitch angles - AOA ~ Deflection angle of tailerons = Deflection angles of the rudders Control stick deflection Pedal position Aileron position Mach number Change 2 1-101GAF T.O. 1F-MIG29-1 Engine parameters: ~ RPM of engine HP compressors ~ RPM of engine LP compressors - Air temperature at the intake of the engines ~ Fuel pressure at the first stage of the engines - Fuel quantity + Oil pressure in the ENG GBX ~ Oil pressure of the engines ~ Position of the exhaust nozzle flaps at the critical cross section - Pressure at the exhaust of both engines turbines + Pressure at the intakes of both engines ~ Temperature at the exhaust of the engine turbines - Throttle positions ~ Vibration of the ENG GBX - Vibration of the engine turbines AFCS system: ~ Stroke of the yaw damper actuator ~ Stroke of the longitudinal damper actuator ~ Stroke of the feel unit actuator ~ Stroke of the aileron trim drive ~ Stroke of the pitch trim drive ~ Discrete signals of the AFCS system Electrical power supply: ~ AC bus voltage 115 V, 400 Hz I~ DC bus voltage 22 to 28.5 V Discrete signals: - Failure of the main hydraulic system ~ Failure of the hydraulic booster system 1-102 Change 2 ~ Backup system of the LH engine ~ Backup system of the RH engine - LH engine overheated - RH engine overheated = No fuel flow - Reduce RPM of LH engine + Reduce RPM of RH engine ~ Surge of RH engine ~ No oil pressure in the GBX > Fire + Speedbrakes out ~ Landing flaps down + Landing gear retracted + Eject - Engine surge LH ~ Engine surge RH Jettison of the canopy = Louvers open/closed - AB of the LH engine ~ AB of the RH engine - Position of LEF ~ Signal of the marker receiver ~ PTT button depressed ~ 550 kg fuel remaining = Trigger operation ~ External stores loaded Service parameters: + Calibration voltage index for self-check ~ Mission time in seconds ~ Mission time in minutes ~ Initialization sequence number of the FDR - Overflow voltage ~ Aircraft numberGAF T.O. 1F-MIG29-1 NAVIGATION SYSTEM The aircraft navigation system consists of the gyro platform reference system, navigation computer, air radio navigation system of TACAN, ADF and marker beacon receiver. All systems are closely data computer (ADC) and radio navigation interfaced to supply complete navigational equipment. The gyro platform reference system information throughout all flight phases. consists of a main and a standby platform, the NAV ARCHITECTURE TACAN ‘CONTROL PANEL i prToT stanic svSTeM TACAN ‘TACAN RSBN SW ® Ten as ° an -—-=| mocator ea ADAPTER DATA 01 T ASSEMBLY ‘COMPUTER . + ares ALTIMETER “Connon. av conPuTeR + vst PANEL | | i = MAIN/ STBY GYRO ‘SYSTEM Fine CONTROL, SYSTEM. Figure 1-60 1-103GAF T.O. 1F-MIG29-1 NAVIGATION SYSTEM CONTROLS. TACAN/ RSBN SWITCH pets alalala Pac) VHF URE RADIO PANEL Hos SET COURSE SLAVE BUTTON SWITCH NAVIGATION CONTROL, PANEL. Figure 1-61 1-104 Change 4GAF T.O. 1F-MIG29-1 GYRO SYSTEMS The gyro systems are used to measure bank and pitch angles, course and acceleration along the axis of the platform. They supply the primary azimuth and attitude reference, and additionally supply direction, velocity, and distance inputs to the navigation computer. The system utilizes DC power from the generator or the batteries. 115 VAC and 3 phases 36 VAC are supplied by the AC generator and the transformer, or by the PTO. However, the PTO capacity is insufficient to supply heating power to the gyro system. The unit consists of the main and of the standby gyros, an analog/ digital computer, operating controls for variation (behind the ejection seat) and latitude, a flux valve and BITE. Each system uses a gyro-stabilized platform upon which three accelerometers are mounted. With the platform stabilized in pitch and roll by gyros and oriented along the aircraft axis, the accelerometers sense acceleration in any direction. This, acceleration is processed by the analog / digital computer to provide course reference, attitude information, main gyro platform stabilization and signals for the navigation computer. A circuitry corrects for apparent precession, based on preset latitude. GYRO ALIGNMENT With the BAT-GND SUPPLY switch and the generator and navigation switches placed to ON, power is applied to bring the gyro platforms to operating temperature. MAIN and STBY switches are selected for stabilization of the platforms. Prior to the alignment, the appropriate aerodrome has to be selected. Fast Alignment The alignment cycle is started by placing the MAIN and STBY gyro switches to ON, PREPARE / OPERATE switch in PREPARE, After approximately 30 to 40sec, heading reference is inserted to the analog/ digital computer by pressing the mag heading slave button and COURSE CMPTR ZERO pushbutton simultaneously for 10 to 15sec. The PREPARE / OPERATE switch has to be placed to OPERATE within 90 sec after switching both gyros to ON. After a total time of 3 minutes, the fast prepare light on the right console rear panel illuminates, indicating completion of the alignment and system readiness. The light distinguishes during T/O when the weight is off the main landing gear. Long Alignment The PREPARE / OPERATE switch is left in the PREPARE position until the NAV READY light illuminates on the right console rear panel after 15 minutes, indicating completion of the alignment. Alignment may last up to 20 minutes at temperatures between -30°C and -60°C. When switching the PREPARE/OPERATE switch to OPERATE, the light extinguishes, indicating system readiness. NOTE It long alignment has been selected, and circumstances dictate ‘switchover to fast alignment, at least 5 minutes should elapse prior ‘switching from PREPARE to OPERATE. Change 2 1-105GAF T.O. 1F-MIG29-1 GYRO OPERATION The gyro system can be operated either with the main gyro platform or in the standby gyro platform. However, the main gyro platform is more accurate since digital integration is provided to the main gyro INDICATIONS AND WARNINGS platform only. In case of a main gyro system failure, switchover from main to standby has to be accomplished manually. INDICATION FAULT/ EFFECT MASTER OQ. ust CAUTION FLASHING MAIN DIR VERT GYRO or AEKRAN STBY DIR VERT GYRO _ | | Failure of corresponding gyro system(s). or ADI Gyro fail light NAVIGATION COMPUTER The navigation computer is the central unit of the navigation system. It processes data from the inertial navigation unit and from the air data ‘computer (ADC) to compute the present position and to correct it according to TACAN signals, to compute azimuth and distance information to a selected, programmed navigation point, and altitude deviations as well as ground track information. Additionally, the navigation computer produces discrete control signals for automatic control of the complete navigation system. The navigation computer is provided with 28.5 VDC, 115 VAC and 3 phases 36 VAC. To reduce required computational capacity, a relative coordinate system, restricted in latitude and longitude, is used. The zero point of the system is in the lower left corner. Required navigation points are entered into the navigation computer via the navigation computer programming panel, located on the left side of the nose section. Two different types of navigation computers are available, CWU A-340-071M version 2204 and version 2208. 1-106 Change 4 Computational capability of the CWU version 2204 is restricted in latitude and longitude to an area of 36° and one set of coordinates, while the CWU version 2205 is restricted to an area of 40° and two sets of coordinates. OPERATING MODES Four operating modes are possible. Normal operating mode is dead reckoning with TACAN update. DEAD RECKONING Mode This mode is available after fast alignment, only analog integration of both gyro platiorms is performed. Accuracy is minimal: 4% of distance traveled per hour of circular error probability, 1.5° precession per hour. However, since no aerological wind information data are processed, large computational errors may be present.