USAF SERIES T-37B a - é - 4 CF esa nso, Bat, 6 2 2,8 (ena AI Co) 30 serena? 4‘Reproduction for nonmiliary use of the information of illustrations contained in. this publication is aot ppermitced without specific approval of che issuing service (BuAer or USAF. The policy for use of Clasifed Publications is established forthe Air Force in AFR 203-1 and for the Navy in Navy Regulations, Article 1300 TEROr aren = Paes, ae SUPERSEDED PAGES. TOTAL NUMBER OF PAGES IN THIS PUBLICATION 152213, CONSISTING OF THE FOLLOWING: ve une ‘Title Page... Original APage + 1 Original ithra iv Original Atha 1st]! Original 1-38 Blank |)! Original 1 thru 2-34 Original 1 thru $217 Original 18 Blank.) Original 19 thru 3-30) Original 4 {Original i Original 1 Original Original Original 2 Original Original + Original + Original Indexithra 8)! Original ADDITIONAL COPIES OF THIS PUBLICATION MAY SE OBTAINED AS FOLLOWS: A USAF USAR ACTIVI In. accordance with TO. 005-2 NAVY ACTIVITIES Submit request to nearest supply point listed below, using form NavAer 140; NASD, Philadelphia, Pa; NAS, Alameda, Calif NAS, Jacksonville. Flay NAS, Nortel Vas" NAS oon Diggo ie Aviation Supply “Annex NSD. Guam, For listing of available maccrial and details of distribution sce Naval Aeronautics Publications Index NavAer 00 500T. 0. 17-37B-1 .. TABLE of CONTENTS Description. Normal Procedures... Emergency Procedures ... Auxiliary Equipment Operating Limitations... Flight Characteristics... Systems Operation Crew Duties..... All-Weather Operation... Performance Data..... L INDEX7.0, 1T-37B-1 In order that you will gain the maximum benefits from this handbook it is imperative that you READ THESE FIRST FEW PAGES CAREFULLY SCOPE ‘This manual contains all the information necessary for safe and efficient operation of the T-37B. These instructions do not teach basic flight principles, but are designed to provide you with a general knowledge of the aircraft, its flight characteristics, and specific normal and emergency operating procedures. Your flying experience is recognized, and elementary in- structions have been avoided SOUND JUDGMENT ‘The instructions in this manual are designed to pro- vide for the needs of a crew inexperienced in the opera~ tion of this aircraft, This book provides the best pos- sible operating instructions under most circumstances, but it is a poor substitute for sound judgment, Mul” tiple emergencies, adverse weather, terrain, etc., may require modification of the procedures contained herein, PERMISSIBLE OPERATIONS ‘The Flight Manual takes a "positive approach” and normally tells you only what you can do, Any unusu al operation oF configuration (such as asymetrical loading) is prohibited unless specifically covered in, the Flight Manual. Clearance must be obtained from ARDC before any questionable operation is attempt- ed which is not specifically covered in the Flight Man- ual, STANDARDIZATION (Once you have learned to use one Flight Manual, you ‘will know how to use them all - closely guarded stand- ardization assures that the scope and arrangement of all Flight Manuals are identical. ARRANGEMENT ‘The manual has been divided into 10 fairly independ ent sections each with its own table of contents. The objective of this subdivision is to make it easy both to read the book straight through when it is first re- ceived and thereafter to use it as a reference manual, ‘The independence of these sections also makes it pos: sible for the user to rearrange the book to satisfy his personal taste and requirements, The first three sec- tions cover the minimum information required to safely get the aireraft into the air and back down again. Be- fore flying any new aircraft these three sections must be read thoroughly and fully understood, Section 1V covers all equipment not essential to flight but which permits the aircraft to perform special functions, Sec- tions V and VI are obvious. Section VII covers lengthy discussions on any technique or theory of operation, which may be applicable to the particular aircraft in question. The experienced pilot will probably not need1.0, 17-87B-1 to read this section but he should check it for any pos- sible new information. The contents of the remaining sections are fairly obvious. YOUR RESPONSIBILITY ‘These Flight Manuals are constantly maintained cur- rent through an extremely active revision program. Frequent conferences with operating personnel and constant review of UR's, accident reports, flight test reports, etc., assure inclusion of the latest data in these manuals. In this regard, it is essential that you do your part! If you find anything you don't like about the manual, let us know right away. We cannot correct an error whose existence is unknown to us. PERSONAL COPIES, TABS AND BINDERS In accordance with the provisions of AFR 5-13, flight crew members are entitled to personal copies of the Flight Manuals. Flexible, loose leaf tabs and binders have been provided to hold your personal copy of the Flight Manual. ‘These goodiooking, simulated-leather binders will make it easier for you to revise your man- ual as well as to keep it in good shape. These tabs and binders are secured through your local materiel staff and contracting officers. HOW TO GET COPIES If you want to be sure of getting your manual on time, ‘order them before you need them. Early ordering will assure that enough copies are printed to cover your requirements. Technical Order 0-5-2 explains how to order Flight Manuals so that you automatically will get all revisions, changes, and Safety of Flight Supple ments. Basically, all you have to do is order the re. quired quantities in the Publication Requirements Table (7.0. 0-8-1). Talk to your Senior Materiel Staff Offi- cer - it is his job to fulfill your Technical Order re~ quests, Make sure to establish some system that will rapidly get the manuals and Safety of Flight Supplements to the flight crews once they are received on the base. SAFETY OF FLIGHT SUPPLEMENTS Safety of Flight Supplements are used to get information to you in ahurry. Safety of Flight Supplements use the same number as your Flight Manual, except for the addition of a suffix letter, Supplements covering loss of life will get to you in 48 hours; those concerning serious damage to equipment will make it in 10 days. You can determine the status of Safety of Flight Supple- ments by referring to T.O. 0-1-1A. This is the only ‘way you can determine whether a supplement has been rescinded. The title page of the Flight Manual and title block of each Safety of Flight Supplement should also be checked to determine the effect that these pub- cations may have on existing Safety of Flight Supple- ‘ments, Itis critically important that you remain con- stantly aware of the status of all supplements - you must comply with all existing supplements but there {is no point in restricting the operation of your air- craft by complying with a supplement that has been replaced or rescinded, If you have ordered your Flight ‘Manual on the Publications Requirements Table, you automatically will receive all supplements pertaining to your aircraft. ‘Technical Order 0-5-1 covers some ‘additional information regarding these supplements. WARNINGS, CAUTIONS, AND NOTES For your information, the following definitions apply to the "Warnings", "Cautions", and "Notes" found through- out the manual Operating procedures, practices, etc., which will result in personal injury or loss of life if not carefully followed, Operating procedures, practices, etc., which sf not strictly observed will result in damage to equipment. Note ‘An operating procedure, condition, etc., which it is essential to emphasize. COMMENTS AND QUESTIONS Comments and questions regarding any phase of the Flight Manual program are invited and should be for- ‘warded through your Command Headquarters to Com- mander, Detachment # 1, Hq Air Research and Devel- comngtt Commend, Weigh-Retiarats ARS, Cia, FIN iiT.0. 19-87B-11.0. TABLE OF CONTENTS Page The Aircraft Ve Engines 14 Oil Supply System 113 Fuel Supply System 1-13 Electrical Power Supply System 1s Hydraulic Power Supply System 121 Flight Control System. 121 Wing Flap System. 1.25 Spoiler System. 1-26 Speed Brake and Thrust Attenuator System... 1-26 Landing Gear System 1-28 Nose Wheel Steering System. 1.29 Brake System 1-30 Instruments 130 Emergency Equipment 1.34 Canopy. 1.34 Ejection Seats. . 1.36 Automatic Opening Safety Belts an Automatic Opening Parachutes 1-38 Auxiliary Equipment... 1-42 THE AIRCRAFT ‘The T-37B is a low wing dual control jet trainer of all metal construction and side by side seating, manufac tured by Cessna Aircraft Company. Power for the craft is provided by ewo Continental rurbojet engines. The aircraft is equipped with a two position speed 17-37B-1 Section | Neer eC brake, spoilers, for artifical stall warning, thrust attenu- ators to divert the engine thrust to provide a satisfac- tory approach angle for landing, a jettisonable clam. shell canopy and ejection seats. Conventional tricycle landing gear is utilized for takeoff and landing. Other noteworthy features include full instrumentation and lighting for day and aight flying and oxygen equip- ment. Aircraft A are equipped with a heating, venti- lating and defrosting system; aircraft A are equipped with an air conditioning and defrosting system. The aircraft is designed for utility, ruggedness, and safery, and to provide a medium for pilot transition to heavier and faster jet aircraft. DIMENSIONS The overall dimensions of the aircraft under normal conditions of gross weight, tire and gear strut inflation are as follows: ‘Wing Span 33.80 feet Length 29.30 feet Height 9.20 feet Wheel Base 7.75 feet Wheel Tread -14.00 feet Refer to Section II for minimum turning radius and ground clearances. De sit 542729 tn 0 nap 55-002 By Hct 55.007 ond 6.2097 ot wwVe Bae 1.0, 11-37B-1 1, OXYGEN CYLINDERS 2, 469-7. 25 ENGINE 3, ANTLCOLLISION BEACON 4, POSITION: LIGHT 5, HYDRAULIC RESERVOIR 6, FUSELAGE FUEL TANK 7. EJECTION SEATS Ba sei 55:07 on 38.672 ad on 8. VHF NAVIGATION ANTENNA 9. FUEL FILLER CAP 10, LEFT NAVIGATION LIGHT 11, LEFT WING FUEL TANK 12. AIR CONDITIONING UNIT A 13, BATTERY. 14, EXTERNAL POWER RECEPTACLE Figure 1-1 (Sheet I of 2)7.0. 17-31B-1 Section I ARRANGEMENT 3456 78 9 10 11 12 13 14 19 18 17 16 15 Figure 1-2 (Sheet 2 of 2)Section I 1.0. 17-37B-1 Length . . . . . . .29,30feet cycle. ‘Since fuel flow through the main nozzles in- Height. . . 5. 4 + 9:20fect creases as engine speed increases, the flow through WheelBase » . . 7.75 feet _the starting nozzles is discontinued towards the end of Wheel Tread: 1) | +14.00 feet _the starting cycle, ‘The speed governing element reg- Refer to Section II for minimum turning radius and ground clearances. GROSS WEIGHT ‘The design gross weight of the aircraft is 6575 pounds. Refer to Section V for additional information, ENGINES ‘Thrust is supplied by two Continental J69-T-25 engines. Approximate standard sea level maximum thrust rating for the engines is 1025 pounds each. The J69-T-25 engine is a centrifugal flow gas turbine engine. The ‘engine has a single entry ram air inlet, a single stage axial flow turbine directiy connected to the compressor on a common rotor shaft. Air drawn into the inducer and compressor rotors, is compressed and forced into the combustion chamber where it is mixed with injected fuel and burned. The hot gases are directed upon the turbine rotor which speeds up the compressor turbine shaft to draw in and compress additional air. The hot gases of combustion pass through the exhaust diffuser and expand in the aircraft's tailpipe to produce thrust ‘The engines accessory section, driven by the compres sor-turbine shaft, provides reduction gearing and mount— ing pads for all engine driven accessories. ENGINE FUEL CONTROL SYSTEM Fuel flow requirements are established by the pilot's or instructor's throttle movements, and fuel flow to the engine is delivered and regulated by the engine fuel con- trol system (figure 1-3). The system includes the en— gine-driven fuel pump unit and the fuel control unit. Engine Driven Fuel Pumps ‘The engine-driven fuel pump unit, consisting of a cen- trifugal pump and two gear-type pumps (figure 1-3), supplies the fuel pressure required for the proper oper- ation of the fuel control unit, All fuel flowing through the pump unit must first pass through the centrifugal pump. This pump acts as a suction pump in case of boost pump failure and pressurizes the fuel to prevent the possibility of cavitation in the two gear-type pumps due to entrained vapors. The two gear-type pumps operate in parallel, each one having enough capacity to handle the entire fuel requirements of the engine under all operating conditions. Fuel Control ‘The fuel control unit (figure 1-3) regulates the fuel flow to the engine. The unit contains a starting fuel sole- noid valve, a speed governing element, and an acceler- ation control. ‘The starting fuel solenoid valve regulates the fuel flow to the starting nozzles during the starting 14 ulates the fuel flow through the governor control valve ‘to maintain the engine speed selected by the positioning of the throttle regardless of airspeed or altitude changes. ‘Because the engine-driven fuel pump unit delivers more fuel than the engine requires, the speed governing cle- ‘ment contains a bypass valve which allows the excess fuel to return to the fuel input line. The acceleration control prevents over-temperature and surge during ‘engine acceleration regardless of the rapidity of throttle position adjustments. When flying at an altitude of 25,000 feet or a- dove, extreme caution should be exercised to prevent rapid throttle movement. Avoid flight above 35, 000 feet since engine flame-out may ‘oceur above this altitude when engine speed is changed. In the event of engine flame-out, fol- low Engine Restart During Flight Procedures, Section HI. THROTTLES Four throttles (1, 2, 9, 10, figure 1-5) are provided, two on each quadrant and are used to maintain desired ‘engine rpm. Each quadrant is marked CUT-OFF, IDLE, and 100%. The two sets of throtiles are mechanically interconnected, one with the other; consequently, when one throttle is moved fore or aft, the corresponding throttle on the opposite quadrant is also moved fore or aft, Throttle movement, through the use of push-pull rods and torque tubes, mechanically actuates each en- ine fuel control unit. "Lift type idle detents are included on the instructor's quadrant to prevent inadvertent posi tioning of either set of throttles from the IDLE to CUT- OFF position. The dle detents affect both sets of throt- tles. It is necessary, therefore, to lift the instructor's throttles past the idle detent if engine shutdown is to be made using the pilot's throttles, It is advisable to use instructor's throttles for all engine starts in order to have cut-off feature available in case of an engine hot start. A throttle friction knob, located on the inboard side of the pilot's quadrant, provides a means of in- creasing throttle friction. If a throttle is retarded to 10% rpm during flight and the gear is not down and lock~ ed, a switch is actuated which supplies current from the 28 volt de bus to the landing gear audible system. Ifa throttle is positioned below 70% rpm and the speed brake switch is in the OUT position, the thrust atten- uuators will extend into the airstream. The right engine throttle grips (2, 10, figure 1-5) contain the microphone switch and speed brake switch. THROTTLE FRICTION KNOBS A throttle friction knob (6, figure 1-5) located on the inboard side of the pilot's quadrant provides a means of increasing throttle friction. Turning the throttle friction knob clockwise or counterclockwise will re- spectively increase or decrease friction on the throt-T.0, 17-37B-1 Section I SUPPLY a PUMP OUTLET PRESSURE SE ENGINE ati 8 CONTROL METERED FUEL PRESSURE Si00205555 BERLIN excess rurtev-pass. son ELECTRICAL CONNECTION Raw Fusctage Fue. ta MECHANICAL rouerr ene ‘wet conTea. ACTUATION’: ga.) Gag CHECK VALVE = ENGINE DREN cenTerUcaL EME EX Acceerarion ‘onreoL, STARTING FUEL FILTER compressor ow DIScAMREE AR ian PRESSURE age) PRESSURE socen wean re PASS VALE ator \suantne foe. sono Mu STARTING FEL nozite Figure 1-3Section I 16 B u 16 |. AiR OuTLeT A | LANDING GEAR LEVER |. LANDING GEAR EMERGENCY ‘OVERRIDE SWITCH LANDING GEAR WARNING LIGHT TEST SWITCH 5. INSTRUMENT PANEL . STAND-BY COMPASS STAND-BY COMPASS ‘CORRECTION CARD ACCELEROMETER RADIO LIGHTS RHEOSTAT UHF COMMAND RADIO CONTROL PANEL |. VOR CONTROL PANEL 9. RIGHT INSTRUMENT AND CIRCUIT BREAKER PANEL 1.0, 17-37B-1 forward view ‘AC FUSE PANEL ‘OXYGEN REGULATOR A. ‘Aik oUnET A. OXYGEN REGULATOR AIR CONTROL KNOB |, RUDDER PEDAL ADJUSTMENT CRANK INSTRUCTOR'S QUADRANT PARKING BRAKE HANDLE . SWITCH PANEL LANDING GEAR EMERGENCY 7" HANDLE PILOT'S QUADRANT Figure 1-4 Bi set 542729 208% exept 85.002 A. Birr 55.4302 and $6:3492 and on7.0, 17-87B-1 tles. However, the friction knob will not prevent either crew member from manually positioning the throttles toa new setting. ENGINE COOLING Air for engine cooling enters through openings located on the top and bottom of each engine nacelle. ‘The cool- ing air passes over the combustion section of the en- gine and exits through the ejector cooling shroud. ‘The vented areas are always open and cannot be controlled from the cockpit. ENGINE ICE WARNING SYSTEM ‘The engine ice warning system warns the pilot of icing in the engine air inlet ducts. An engine ice warning light (10, figure 1-6), located on the instrument panel {is amber in color and is illuminated for a brief period (4 seconds) once ice has formed on the ice detect probe which is located in the left engine air inlet duct. A heating element in the detect probe is automatically turned on by an interpreter device after a brief period of icing. After the existing ice has been melted from the detect probe, the warning light will go out and re- main out until the ice condition is repeated. ‘This cycle will be repeated as long as icing conditions exist. Pow- er for the warning light and ice detect probe 1s received from the 28 volt de bus and is protected by a etreuit breaker (figure 1-12). Note Retarding the throttles rapidly will cause the engine ice warning light to occasionally illum- inate, due to negative pressure in the ice detect, probe. IGNITION SYSTEM An ignition system, operating on 28 volt de current from the bus, is provided for each engine. Each igni- tion system comprises an ignition coil, two fuel igni- tors, and a two position chanel guarded ignition switch. Ignition is used for all ground starting, but is not used to ustain combustion once the engine has started, The jpaenapuemijucaatod ig aenabtonemey irs 12). Ignition Switches The ignition switches (15, 18, figure 1-9), one for each engine, are located on the switch panel and regulate ignition and starting fuel to the engines. The switches are channel guarded and are marked Ignition and have positions ON and OFF. The switches are spring loaded from the ON position to the OFF position. Position- {ing an ignition switch to ON allows current from the 28 volt de bus to energize a starting fuel solenoid valve and to energize the ignition coll for its respective en- gine. Once the engine has sustained combustion, the ignition switch should be released and allowed to re- turn to the OFF position. The ignition switches are protected by circuit breakers (figure 1-12). Section I CAUTION} During engine flame out, placing the ignition switch to ON while the throttle is advanced could result in damage to the engine. STARTING SYSTEM A starting system, operating on 28 volt de current from the bus is provided for each engine, Each starting sys- tem consists of a starter switch and a combination start- er-generator located on the forward portion of the en- gine. An external power source should normally be used for starting the engines although the aircraft battery may be capable of starting the engines, depending on its state of charge, etc. Starter Switches A starter switch (14, 17, figure 1-9) for each engine is located on the switch panel. The switches are marked Starter, with positions GND, OFF, and AIR. The switches are channel guarded and are spring-ioaded from the GND and AIR positions to the OFF position. ‘All engine starts on the ground are made using the GND position, ‘This permits 28 volt dc power from the main bus to energize the starter. When the starter switch {s released, it will retura to the center OFF position, breaking the electrical circuit to the starter. ‘The AI. position on the starter switch can be used on this air- craft to effect an airstart. ‘The starter switches are protected by chrcuit breakers (gure 1-12). (For normal Starting procedures, refer to Section Il. For emergency airsiart procedures, refer to Section HI.) ENGINE INSTRUMENTS Tachometers ‘Two tachometers (15 figure 1-6); located on the instru- ‘ment panel, are self-generating instruments that indi- cate engine speed in percentage of the maximum allow- able rpm. They operate independently of the aircraft electrical system except for instrument lighting. On this aircraft 100% engine speed is 21,730 rpm. Used in conjunction with the exhaust gas temperature indi- cator, this instrument enables engine power to be set ‘without exceeding the engine limitations, Exhaust Gas Temperature Indicators ‘Two exhaust temperature indicators (13, figure 1-6), located on the instrument panel, are self-generating instruments that indicate temperature in degrees of centigrade. Each instrument provides a visual indi- cation of its respective engine operating exhaust gas temperature. Electrical current for the exhaust temperature indicators is supplied by six thermocoup located in the tallpipe of each engine. On aircraft A, the dial face of the indicators is different from those on aircraft A, however, engine temperatures have re~ mained the same. Dy cc A779 ee TTR 85:2972 11Section I CONTROL QUADRANTS 1.0, 19-37B-1 |. LEFT ENGINETHROTTLE 8, WINGFLAPLEVER 13. PRIMARY FLIGHT 14. PRIMARY 15.SECONDARY 16. CANOPY SWITCH 17. WING FLAP LEVER 9.LEFTENGINE THROTTLE JORIGHTENGINETHROTTLE SPEED BRAKE SWITCH 12. MICROPHONES WITCH INSTRUMENT LIGHT RHEOSTAT INSTRUMENT LIGHTRHEOSTAT INSTRUMENT LIGHT RHEOSTAT 2. RIGHT ENGINETHROTTLE 3.SPEED BRAKESWITCH 4, MICROPHONE SWITCH. 5.PILOT'S QUADRANT 6. THROTILEFRICTION KNOB 7. RUDDER TRIM SWITCH 18.INSTRUCTOR'S QUADRANT Figure 1-5 Fuel Flow Indicators Fuel flow, in pounds per hour to each engine, is indi- cated by two fuel flow indicators (23, figure 1-6), lo- cated on the instrument panel, The fuel flow indicators are powered from the 28 volt single phase ac bus which 4s supplied by a transformer operating on 115 volt single phase ac power supplied by the inverters. If the quantity of fuel delivered to each engine should differ, it will be indicated by the corresponding fuel indicator. Conse- Quently, there are no fuel pressure gages included in the system. ‘The fuel flow indicators are protected by fuses (figure 1-12). Oil Pressu: Gages A Two oll pressure gages (24, figure 1-6), one for each engine are located on the instrument panel and indicate oll pressure to the engines in pounds per square inch and are direct pressure operated gages. 18 Oil Pressure Indicators A ‘Two oll pressure indicators (36, figure 1-6), one for each engine, are located on the instrument panel and are remote indicating instruments and are operated by the 28 volt ac bus. The indicators indicate oil pres~ sure in pounds per square inch. ‘The indicators are protected by fuses (figure 1-12), OIL SUPPLY SYSTEM Each engine has an independent dry sump full scavenger oll system. The ol serves both for lubricating and cool- ing and is a completely automatic system requiring no control action by the pilot. Oil is gravity fed from the tanks, mounted on the outboard side of each engine to the Bi sion saasar once BE srw 54.2729 583561.0. 19-37B-1 Section 1 Instrument Panel NE) A birt $4.3562 ond 28 1. WINg FAP POSTION INDICATOR Bs 54.2729 83361 i. nivean sea 12 34 § 678910111213 4 15 16 17 18 1, matiow teva wate Wor ere. | ie. y Fo 1, rt guawrmy nora at sre 2 Yaren yor, noxcaror 2 2 0 0 BMH B HB RA ee ee ‘AIRCRAFT 54-2729 THRU 57-2352 [AIRCRAFT 58-1861 AND OW. Figure 1-6 9Section I 1.0, 19-37B-1 13. SPEED BRAKE. SWITCH 14, MICROPHONE SWITCH A. reat 58-009 on 50-207 od on7.0. 17-37B-1 1. HOT AIR "7? HANDLE Section I 12. LEFT GENERATOR SWITCH 2. TEMPERATURE CONTROL KNOB A 13. MAIN.SPARE INVERTER SWITCH 3. COLD AIR KNOB A. 4, DEFROST CONTROL KNOB A. '5. AIR TEMPERATURE CONTROL RHEOSTAT A 6. COCKPIT AIR LEVER A 7. AIR TEMPERATURE CONTROL switch A 8, PITOT HEAT switch 14. RIGHT STARTER SWITCH 15. RIGHT IGNITION SWITCH 16, FUEL BOOST PUMP SWITCH 17. LEFT STARTER SWITCH 18. LEFT IGNITION. SWITCH 19. ANTI COLLISION BEACONS SWITCH 20.NAVIGATION LIGHTS SWITCH 9. GEAR AUDIBLE SILENCING SWITCH 21. WARNING LIGHTS DIM ” 10. RIGHT GENERATOR SWITCH ‘SWITCH 11. BATTERY SWITCH Ba Ht 54.2729 he 5640) ene S502 A Aire 85-4902 and 86.3497 on Figure 1-9 engine driven oll pump. The oil pump distributes the oil under pressure, to the accessory gears and the engine bearings and then through two Scavenger pumps that transfers the oil back to the ofl supply tank. Each oil system uses 1.56 U.S. gallons of oll, of this amount 1.10 U.S. gallons is usable oil in a 2.25 U.S. gallon tank (.69 gallons expansion space). ‘The oll pump does not have an inverted flight scavenger element but the engine will operate for 30 seconds inverted without difficulty. Inverted operation is based on the fuel sys- tem limitation, which is 30 seconds. See figure 1-27 for ofl specification. FUEL SUPPLY SYSTEM Three fuel tanks are installed in the aircraft: one in the fuselage, and one in each wing. Six interconnected fuel cells in each wing make one wing fuel tank. (See figures 1-10). Fuel is supplied to the engines from the fuselage tank by an electrical fuel boost pump. In nor- mal operation, fuel is transferred, under pressure, from the wing tanks to the fuselage tank in equal quantity by an electrical proportioner pump. The proportioner Pump operates automatically when the fuel quantity in the fuselage tank drops below a preset level. In emer- gency operation, fuel is supplied to the fuselage tank from the wing tanks by gravity feed. ‘The aircraft is refueled by means of two filler points, located in the outboard leading edge of each wing. Refer to figure 1-27 for fuel specification. Refer to Section VII for additional information on the fuel system management. FUEL BOOST PUMP SWITCH One, two-position channel guarded fuel boost pump switch (16, figure 1-9) is located on the switch panel to provide control of the fuel boost pump. The switch is marked Fuel Boost Pump and has ON and OFF positions ‘which control the fuel, boost pump located in the bottom of the fuselage tank. Normally, the switch is always in the ON position to keep the fuel boost pump in constant operation while either or both engines are running. Power for the switch is supplied from the 28 volt de bus and is protected by a circuit breaker (figure 1-12). FUEL SHUTOFF « ” HANDLES ‘A fuel shutoff "T" handle (14 figure 1-6), for each engine LanSection I 7.0, 17-37B-1 FUEL TRANSFER Fe. TRANSFER SE AIRCRAFT FUEL SYSTEM se ir — = Sees. (6S) seen CED a ret - a : Lupr ewoine Fu, —™ mont enoine rue. Shurorr "Hane SHUTOR "HANDLE ‘answer Siurore VAWWE SHUToRT Veuve ss YRANSMITER Figure 1-107.0. 17-37B-1 Note: POUNDS SHOWN ARE FOR STANDARD DAY CONDITIONS ONLY AND ARE BASED ON 6.5 POUNDS PER GALLON OF JP-4 FUEL aca ised oe 87 GALLONS 565.5 POUNDS Ero DCL eee) Section I FUEL QUANTITY, POUNDS OR Data U.S. GALLONS TOTAL USABLE FUEL [| GALLONS 309 | POUNDS 2008.5, USABLE FUEL IN LEVEL FLIGHT aa ag DU eee Loe Figure 1-11 4s located on the top of the instrument panel, Markings for the "I" handles are on the instrument panel and are labeled, FUEL, PUSH-ON, PULL-OFF. In the PUSH- ON position, a circuit to the motorized fuel shutoff valve is completed which permits 28 volt de power from the 28 volt de bus to open the valves and let fuel flow from the fuel boost pump to the engine fuel control. When the "WT" handle is in the PULL-OFF position the motorized fuel shutoff valve is energized closed, For all normal operating conditions the fuel shutoff "T" handle should be in the PUSH-ON position. Only in an emergency con dition should the PULL-OFF position be used. Each "T" handle also contains a 28 volt de red light which is illuminated whenever an overheat ar fire condition exists ina respective engine nacelle. The "T" handles and the red warning lights are both protected by circuit breakers (figure 1-12), FUEL QUANTITY INDICATOR ‘A fuel quantity indicator (20, figure 1-6), mounted on the left shock panel, indicates the quantity, in pounds, of total fuel remaining or total fuel remaining in the right or left wing, by holding the fuel gaging selector switch in the corresponding position. ‘The fuel quantity indica- tor receives its power from the single phase 115 volt ac bus and is protected by a circuit breaker (figure 1-12), FUEL GAGING SELECTOR SWITCH ‘The fuel gaging selector switch (22, figure 1-6), is located on the instrument panel and has three positions, LEFT, TOTAL, and RIGHT. The switch uses power from the 28 volt de bus to complete a circuit between the fuel quantity indicator and the fuel cell probes. The switch is spring-loaded from the LEFT and RIGHT positions to the TOTAL position, indicating total fuel aboard, Fuel remaining in the left or right wing tank can be gaged by placing and holding the switch in the LEFT or RIGHT positions, respectively, until the read- {ing on the fuel quantity indicator stabilizes. Note To insure the correct amount of fuel in the right or left wing tank, the {uel gaging selector switch must be held in the corresponding position until the fuel quantity indicator needle stabilizes. FUEL QUANTITY INDICATOR TEST SWITCH ‘The fuel quantity indicator test switch (18 figure 1-6), located on the instrument panel, uses power from the 28 volt de bus during the operational check of the fuel ‘quantity indicator, Pushing in on the fuel quantity test switch returns the fuel quantity indicator needle to zero indicating that the fuel gaging system is operating. 113Section T ‘The switch is protected by a circuit breaker (figure 1-12). FUEL SYSTEM SWITCH ‘The fuel system switch (21 figure 1-6), is located on the instrument panel and is cover guarded to the NOR- MAL position. With the switch in the NORMAL posi- tion, it energizes the solenoid locked fuel shutoff valve to the closed position. For normal operation of the fuel system, the fuel system switch must be in the NORMAL position, With the switch in the EMERGENCY position, it discontinues electrical power to the sole- noid locked fuel shutoff valve allowing it to spring open, and the amber gravity feed light will be illuminated, indicating that the fuel system is operating on the emer- gency gravity feed system. The fuel system switch receives its power {rom the 28 volt de bus and 1s pro- tected by a fuse (figure 1-12). FUEL LOW LEVEL WARNING LIGHT ‘The fuel low level warning light (17 figure 1-6) located ‘on the instrument panel will illuminate when fuel in the fuselage tank reaches a level where approximately 385 pounds of fuel is remaining. This light, operated through the action of a fuel low level float switch located in the fuselage tank, receives its power from the 28 volt dc bus and is protected by a circuit breaker (figure 1- 12). FUEL GRAVITY FEED LIGHT An amber gravity {eed press-to-test light, (19, figure 1-6) located on the left shock panel, provides the pilot with an indication that the fuel system is not functioning properly and is on gravity feed. ‘The gravity feed light is powered by the 28 volt de bus through the operation of the solenoid locked fuel shutoff valve and the fuselage fuel tank float switches. When the fuel system switch is in the EMERGENCY position, the gravity feed light ‘will be on. ‘The gravity feed light is protected by a cir- cuit breaker (figure 1-12), FUEL STRAINER DRAIN VALVE A fvel strainer drain valve is located in the fuel strainer, at the low point of the system, The fuel strainer drain valve is a self-closing valve and is used to drain conden- sation and sediment from the fuel strainer, it can be reached through an access door located left of the for- ward tunnel access door, and is not accessible in flight, FUEL DEFUELING VALVE A defueling valve, located in the lowest point of the fuselage fuel tank Serves as a means to defuel the air- craft or drain sediment and condensation from the fuse- lage fuel tank, The defueling valve has three positions, drain, off and bleed. Access to the defueling valve is gained through an access door located on the center tun= nel access door and is not accessible during flight. Li 7.0, 19-37B-1 ELECTRICAL POWER SUPPLY SYSTEM The aircraft is equipped with a direct current and an alternating current electrical power supply system. ‘The de system is powered by two engine driven gener- ators and a battery. The ac system is powered by one main inverter. A spare inverter is provided as a safety feature and will assume the ac load of the aireraft if the main inverter fails. Power for the inverters is supplied by the aircraft de system. An ac transformer is used to reduce the ac power, on aireraft , and additional transformer is installed to reduce the ac power for internal lighting of the MM-3 attitude indicator. ‘The de power system can be connected to an external power source for ground operation through an external power receptacle. ELECTRICALLY OPERATED EQUIPMENT For complete reference of power distribution to electri- cally operated equipment, refer to figure 1-13. DC ELECTRICAL POWER DISTRIBUTION ‘The 28 volt de power supply system is powered by two ‘engine driven 200 ampere generators and a 24 volt 34 ampere hour battery. ‘The battery, located in the left- hand nose section is used to supply current to the de bus if both generators fail, T2e dc generators function as starter-generators, cranking the engines until the engines have accelerated to operational speed and then cutting in as generators after engine speed reaches approximately 34% rpm, Higher than idle rpm may be required for the generators to carry equipment load and/or to compensate for low battery conditions. If output of either generator becomes excessive, a voliage regulator at each generator automatically reduces the ‘generator output proportionally with that required by the de system. When generator output drops below zero am~ pere a reverse current relay for each generator auto- matically disengages that generator from the de system. ‘The generators and generator controls are protected by cireuit breakers located in the left-hand nose section (figure 1-12). EXTERNAL POWER RECEPTACLE ‘The de power system can be connected to an external power source for ground operation through the external power receptacle (14, figure 1-2) located on the left- hand nose section. This receptacle is protected by a spring-loaded door. DC CIRCUIT BREAKER ‘The de electrical power supply system is protected by push-pull type circuit breakers (figure 1-12) mounted on ‘two separate panels. Circuit breakers for the genera~ tors, canopy and the spare inverter, are located on a panel in the left hand nose section and not accessible during Might. ‘The remaining circuit breakers are lo- By sia 58-1861 ond on7.0. 17-31B-1 Section 1 Right Instrumer Airerft 54-2729 the 56-3491 except 55-4302 ‘iret 55.4302 ond 56:3492 thru 56.3561, Airco 569562 tr 97-2952 ‘Airco 58-1861 and on Figure 1-12Section 1 1.0. 17-37B-1 Electrical Power AUXILIARY POWER RECEPTACLE ‘Am covomiona FUEL so0sT PUMP. FUEL PROPORTIONER PUMP FUEL SHUTOFE (LEFT FUEL SHUTOBE HT IGNITION EF IGNITION (oT INDICATOR-FLAP rosTON INDICATOR TURN AND SUP (Lo) INOIGATOR_TURN AND SUP (RSTRUCTOR) INTERPHONE COMMUNICATION 2 COMPASS. MAIN VENTER AN VERTER HOTOR AUXILIARY POWER UNIT 7 gE A, ee Su mee jGENERATOR swiTCH LANDING GEAR OVERRIDE LANDING GEAR RETRACTION LANDING GEAR WARNING LIGHT LANDING GEAR AUDIO. ARIS ‘UGHTS—ANT COLUSION BEACOX ‘UGNToANOPY UNLOCK. UGHTENGINE 1 WAR ‘UGNT-ENGINE OVERHEAT DETECTION (EFT) ‘UGHT-ENGINE OVERHEATETETION (HT) ‘UGWTENGINE FRE DETECTION (LEFT) ‘UGHT-ENGINE FRE eTEETON igh ‘UEAT-FUEL LOW WARRING ‘UcuT_omawY FezD -LENTS—CEAR EXTENSION ‘HBHTS FLIGHT INSTRUMENT ‘UgwTS —LaNoING ‘guts —avenTOn LuGHTS— Postion ‘igh PASSING ‘UGHTS—PRARY.nsTRUMENT ‘UGHTS RADIO CONTROL PANELS [RRM ceneraror switcs LEFT ENGINE STARTER GENERATOR fH MAIN AND SPARE INVERTER ‘UGHTS—SECONDARY INSTRUMENT RELAY BATTERY SWITCH ae ‘ugaTs—umuy NOSE WAEEL STEERING TO MAIN OR EXTERNAL CANOPY eee SPARE INVERTER SWITCHS ‘CANOPY OPEN ‘CANOPY CLOSED ADIO—COMMUNICATION IKE AND THRUST ATTEMUATORS SPOUERSTALL WARING STARTER (EFT STARTER ug) TRIM TAB—AEROW PLOT) TRUM TABELEVATOR PLOT TRIM TASARERON GHSTRUCTOR) TRIM TABELEVATOR STRUCTION) i: THM TAS—-RUDDER BATTERY CIRCUIT BREAKER PANELIN LER HAND NOSE SECTION To.canopy TUATOR. Figure 1-18 (Sheet 1 of 2) 1167.0. 17-3784 Section 1 Supply System FROM MAIN AND SPARE INVERTER RELAY. DePoweR AC POWER ELECTRICAL ACTUATION CIRCUIT BREAKER FUSE tll SPARE INVERTER MAIN INVERTER -9— 18 arimune movcaton A, Ges arr Tune worcaTon “@— 12 compass @— hanno avicaion 115 VOLTS AC 3 PHASE BU: Ak covarTona A FUEL QUONTITY NOEATOR 115 VOLT ACSINGLEPHASE BUS: ee emma STEPDOWN TRANSFORMER. P-— stepDOWN TRANSFORMER A, Seema ate S VOLT AC SINGLE PHASE BUS A Cher ruer how raansurrrer 28 VOLT AC SINGLE PHASE BUS- Wale eet CS RIG FUEL LOW TRANSMITTER UG OL PRESSURE INDICATOR Bas s27 9 S00 eg 88808 ‘A obhebtaS2 B.S 5108 doe A vost 0m masesur here Figure 1-13 (Sheet 2 of 2)Section I T. 0, 19-37B-1 Hydraulic Power HYDRAULIC RESERVOIR Br dircrah 56.2562 and on BS biverott54.2729 he 56.9561 ENGINE DRIVEN PUMPS LINE FILTER f PRESSURE REGULATOR i \ Sue vue Kanne NORMAL PRESSURE suPPLy epareine scc =: EMERGENCY AIR RETURN , CHECK VALVE TO ACTUATING CYLINDERS | ——————=ELECTRICAL CONNECTIONS = MECHANICAL LINKAGE GY Z a SX AIR PRESSURE il Figure 1-14 (Sheet 1 of 2) 1.18T. 0. 17-37B-1 Section I Supply System EMERGENCY AIR BOTTLE NV a~ \ Zz. AIR VALVE, EMERGENCY AIR PRESSURE GAGE LANDING GEAR HANDLE EMERGENCY GEAR LANDING GEAR (UP) ‘AND (MAIN GEAR FAIRING DOORS (cLoseD) LANDING GEAR AND MAIN GEAR DOORS SHECTOR VALVE ecnahaneneseennnetn ~ ReTRAcT FAP. SYNCHRONIZING. ree LUFT TRANSDUCERS IN LEFT wane TH GEM vost wwee steminc Figure 1-14 (Sheet 2 af 2) 1-19Section 1 cated on the right side of the instrument panel, The circuit breakers function to protect the de power system by disengaging automatically whenever an overloaded or short circuit exists. Should a circuit breaker pop out, it can be reset by manually pushing in on the circuit breaker. A de circuit can also be opened manually by pulling out the respective circuit breaker for that line, CAUTION! Circuit breakers should not be pulled or reset without a thorough understanding of all the ef - fects and results. Use of the circuit breakers can eliminate from the system some related warning system or interlocking circuit. A cir- cuit breaker that continues to pop out after be- ing reset, could result in an electrical fire and further attempts to reset it should be discon- tinued. BATTERY SWITCH The battery switch (11, figure 1-9) located on the switch panel is used to disconnect the battery from the aircraft electrical system. The switch is marked Battery and has two positions, ON and OFF, which control the cir ccuit accordingly. ‘When the switch is in the ON position, the battery is connected directly to the 28 volt de bus: [CAUTION ‘The battery switch must be in the OFF position when external power is connected to the air- craft, as damage to the battery will result. GENERATOR SWITCHES ‘The guarded de generator switches (10, 12, figure 1-8), located on the switch panel, are used to control the de generator operation. The Switches are marked L Gen and R Gen and have two positions, ON and OFF and function to control corresponding generator output to the 28 volt de bus. The generator switches are pro- tected by circuit breakers located in,the left-hand nose section (figure 1-12). LOADMETERS ‘Two loadmeters (25, figure 1-6), one for each generator, are located on the left instrument panel. The loadmeter which consists of an ammeter, on which the scale has been calibrated to read from -0,1 to 1.25 times the generator related output, to indicate that proportion of generator rated output being used AC ELECTRICAL POWER DISTRIBUTION The ac power supply system is powered by a 250 va three phase 400 cycle main inverter. A spare inverter with a capacity of 250 va three phase 400 cycle, is provided as a safety feature and will assume the ac oad f.the aircraft if the main inverter fails. On aircraft ‘Av alternating current is distributed through three 1-20 T, 0. 19-37B-1 bus networks, and by the use of a transformer, supplies two separate voltage systems. These systems consist of 115 volt three phase, 400 cycle bus; a 115 volt single Phase, 400 cycle bus; and a 28 volt, Single phase, 400 cycle bus, On aircraft A.a fourth bus network has been added, and by the use of a second transformer, supplies five volt single phase 400 cycle power, Power for the inverters is supplied by the aircraft's de system. ‘The inverters are protected by cireuit breakers (figure 1-12). INVERTER SWITCH ‘The inverter switch (13, figure 1-9) is used for manu- ally selecting main or spare inverter as power supply for the ac system. The switch has three positions; MAIN, which is the position for all normal operation; SPARE, for manually selecting the spare inverter as a power source if the main inverter fails; and OFF which breaks the 28 volt dc electrical supply to both the main and spare inverters. Normally, the main inverter supplies power for all ac operated equipment. ‘The spare inverter receives its power from the battery and when the inverter switch is in the SPARE position, the spare inverter will operate. The main and spare inverters and inverter switch are protected by a cir cuit breaker (figure 1-12). Note Inverter failure can only be detected by obsery- ing the instruments receiving ac power. ‘AC FUSES All of the ac circuits are protected by fuses (figure 1-12) which are replaceable during flight. ‘The fuses are located on the ac fuse panel located ta the right of the de circuit breaker panel. Spare fuses are located above the de circuit breaker panel on the under side of the glare shield. HYDRAULIC POWER SUPPLY SYSTEM ‘The hydraulic power supply system (figure 1-14, con- sists of two engine driven hydraulic pumps, one on each engine. Either pump is capable of maintaining full sys- tem pressure with only a slight increase in time required to build up pressure. ‘The system supplies power to ac~ tuate most of the major operating components of the air- craft, Normal operation of the hydraulic power supply system is automatic when the engines are running. A hydraulic reservoir with a usable capacity of approxi mately one U.S. gallon, supplies hydraulic fluid to the engine driven hydraulic pumps. Any sudden surges in the system are absorbed by an air charged accumulator ‘which also holds reserve hydraulic fluid pressure for ‘emergency use. A pressure regulator maintains a pres- sure of 1250 to 1500 psi on the system at all times during operation, however, a pressure relief valve, spring- loaded to relieve ata slightly higher pressure than the A ssc 501861 ond onT. 0. 19-37B-1 pressure regulator, protects the system in case of rogu- lator failure, An air bottle, located in the nose wheel well is used for emergency landing gear extension in case of hydraulic power supply failure. Refer to figure 1-27 for hydraulic fluid specification. HYDRAULIC SYSTEM PRESSURE GAGE 4 ‘The hydraulic pressure gages, (11, figure 1-6), located on the instrument panel, are direct reading instruments and indicate hydraulic pressure in pounds per square inch. HYDRAULIC SYSTEM PRESSURE INDICATOR A ‘The hydraulic pressure indicator (35, figure 1-6), lo- cated on the instrument panel is a remote indicating in sstrument and is operated by the 28 volt single phase 400 cycle ac bus. The indicator indicates hydraulic pres sure in pounds per square inch. FLIGHT CONTROL SYSTEM ‘The flight control system comprises two groups of con- trol surfaces, primary and secondary. The primary control surface group includes ailerons, elevators, and rudders. The secondary control surface group includes left aileron, left elevator, and rudder trim tabs. The function of the primary control surface group is to pro- vide the pilot with a means of controlling the aircraft. All of the primary control surfaces are manually oper- ated, through a system of cables, pulleys, bellcranks, and push-pull rods, and are controlled with conventional ‘dual control sticks and dial rudder pedals. The function of the secondary control surface group is to provide an aerodynamic control for the surface to which they are attached and serves to hold that surface at a position that will result in 2 balancing or trimming of the aircraft for any normal attitude of flight. All of the trim tabs are operated by the 28 volt de bus and are controllable from the cockpit. The trim tabs are protected by circuit breakers (figure 1-12). CONTROL STICK GRIP Aileron and elevator control is maintained by dual con- trol sticks on individual yokes, interconnected to per mit control of the aircraft using either control stick. Each control stick has a typical flighter type control stick grip (figure 1-15), with a button type switch (1, figure 1-15) controlling the aileron and elevator trim tabs and a button type switch (4 figure 1-15), controlling ‘the nose wheel steering. A switch (2, figure 1-15), on the instructor's control stick grip only, is provided to cut oat all incoming radio signals to both the pilot and instructor's headset but permits intercommunieation and transmission beyond the aircraft. ‘The remaining control stick grip switches are nonfunctional. RUDDER PEDALS ach set of rudder pedals is the conventional suspended Section I type. Fore and aft movement on the rudder pedals controls the rudder position through mechanical linkage; toe pressure on the pedals operates the brakes, Each ‘set of pedals is equipped with rudder pedal adjustments (18 figure 1-4), and when cranked move pedals fore or aft to provide the desired leg comfort. ERO tg Figure 1-15 AILERON AND ELEVATOR TRIM TAB SWITCH Normal trim of the aileron and elevator trim tabs is, provided through a five position, momentary togele type aileron and elevator trim tab switch (1, figure 1-18), lo- cated on top of each control stick grip. ‘The switeh re- ceives its power from the 28 volt de bus, and is spring Joaded from all positions to the center off position, When the trim tab switch is moved to the left (left wing down) or to the right (right wing dows), 28 volt de power operates the aileron trim motor. The motor is geared ‘down and actuates a push-pull rod which in turn positions the aileron trim tab up or down, depending on which di rection the switch was positioned. Pushing the switch forward (nose down) or aft (nose up) permits 28 volt de Power to operate the elevator trim tab motor. The ele- vator trim tab motor positions the elevator trim tab to the desired up or down position through a serewjack arrangement. When the elevator trim tab is in the new- tral position, and the battery switch Is ON, a green ele vator tab position light (5, figure 1-6), wall be illumi— nated by current supplied by the 28 volt de bus. The aileron and elevator trim tab switch and the elevator trim tab position light are both protected by circuit “Diveccrss isin Be diva 542729 bo 59861 Lat