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INDEX

SUBJE CT

Genera l Descr ip t ion

Structure

Landing Gear and Shirnrny Dampers

Brake Systern

Surface Controls

Ai rcra f t Fuel Systern

Ai r Condi t ion ing and Pressur izat ion System

Aircraft Hydraul ic Systems

Canopy and Seats

Ground Handling, Servicing, and Safety Precautions

Primary Inspection

PART

l - t

2 - L

3 - I

4 - 1

5 - l

6 - l

? - l

8 - l

9 - 1

l 0 - r

l l - l

Inforrnation contained in these pages wil l act as an Instruct ional Guide, and isintended as general information only, to assist personnel in farni l iar izing thern-selves with the Si lver Star MK 3. Information given is not f inal, and in case ofconfl ict between this Guide and Descript ion and Maintenance Instruct ions, thelatter shall rule.

11' {

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K:, fc'dd \Fr

STORAGE 0P T53 - REFER T0: 05-5QC:905-1 -9

Prior- To Storag_e

1 . A i r f rames , ae ro -ong ine and accessor ies mus t be as c loan asp o s s i b l e ,

2. Any corrosion rnust bo romoved. as per 05-1-2AI{ , , ! .- , r . - . { : , , \*rLt *-ru' \ -

5 . Secur ing o f 1og books and records and p ropor on t r ies ca r r ied . o l r t .

4 . Removal of loose oquiprnent and protect ion as per c lass i f icat iono f equ ipment .

5. Grounding of a i rcraf t as per 05-1-2\ r .

6 . I f ou ts ido s to rage , pa rk ing and moor ing as por CAP 100 - Sec t 4 .

(" ) Dive f laps up

(u ) Wing f l aps up

( " ) I f on sa r th , p lanks under whoo ls to p reven t s ink ing .

(a ) F ro toc t comp le to ex to r io r .

( " ) A l l covers ins ta l l sd

( f ) Any opening not having a covor nust bs p luggod cr covored.

-

TSs T si,TS

aI fernporary Storage

Shor t Torn S to rageLong Torm S to rage

ITEIfI

r rFQi I v

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II

T T N Q :l I U !

AIRFRA},qD Ij

I ns ta l ] undercar r iage g round loc l : s , and lock con t ro l lsu r faces in nou t ra l pos i t i on r rs ing in te rna l and ex - Ite rna l g round l cck ing dev ices . F laps to be in the fuJd.ov, ,n posi t ion for indoor s torage, and park ing brakosir e l o a s e d . l

l 1

X X x

o Thorough ly c lean a i rc ra f t ox te rna l l y , ro fe r to E050-10-1" C lean ing . i l l a to r ia l s and IYocos sos , Genora l . X X

IX

T h o r o u g h l y c l o a n a i r c r a f t i n t o r i o r . x x X

A.:T f n s p e c t a i r c r a f tros ion and t roa tE0 05 -1-2 A-.' .

i n to rna l l y andc o r r o d o C a r e a s

e x t e r n a l l y f o r c o r -in accordance w i th

t- l( X

q Rernovs accessc l -ean ou t a I Is p e c t f o r a n d

p a n e l s i n f l o o r i n q ( w h o r e a p p l i c a b l o ) ,fo re ign mat to r undernea th f l oo r i rg , i nt i "eat corr los i on. x

tII

XI

6 L u b r i c a t e a i r f r a r n e i n a c c o r d a n c e r v i t h l u b r i c a t i o nchar t sho ' , 'n 'L in the *2 E0 fo r oach a i rc ra f t . X X X

7 Fresorve oxposed unPr o tec -ued ne ta l l i c su r faces bytho paint i rg , spray ing or hand appl icat ion of ath in f i l n o f rus t p reven t i ve conpound , so f t f i l n ,Roforenco 4OD/557 , or" r i ;s t provont i r ro compound,hard f i lm , Re fe renco +OD/585 ,

NOTE Indiscr iminate appl icat ion of rust prevont ivocompound i s to be avo ided . On ly oxposed hydrau l i cp i s t o n r a m s , a x l e s , s l i d e a s s o n b l i e s , L ' o l t s , f i t -t i n g s , c h a i n s a n d c o n t r o l r o o s a n e r c a b l o s , e t c . ,c o n s i d o r e C s u s c e p t i b l e t o c o r r o s i o n . A A a i n w h e r e

Y X 1\

a d v e r s e c o n d i t i o n s p n e v a i l , u p p e r s u r f a c e s o f m a i n -p l a i n s , d e - i c o r b o o t s , r a d a r d o m o s , f u s e l a g o s m a yb e p r o t o c t e d f r o r n b i r d e x c r e t i o n s , d u s t a n d o t h e rf oro i ga rnatte r .

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(cou t tn )

i TE},'I

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q T s LTS

C l e a n t r a n s p a r e n t p l a s t i c s u r f a c o s i n a c c o r d a n c o v ' r i t h E O1 1 0 - 3 5 - 2 . D a n p e n c 1 e a n , s o f t c l o . b h r , ' , r i t h c l e a n e r , a n t i -s t a t i c , R e f e r e n c e 3 3 C 1 / 6 ' 7 5 , ( A o n o t a l l o r n r c o n t a c t w i t hi n a c c e s s i b l e a r e a s f r . o n i w h i c h i t c a n n o t l : e r e r r o v s d . ) X X Y

I S l a c k o n o f f o l o v a t o r , r u d C e r a n d a i l L e r o n c o n t r o l c a b l o sto p rovent porn ' 'anent so t e round pu l leys .

X

I

I]}IDERCARRIA ffi

D o f l a t e o l e o s t i ' u t s X X

a F i l1 o le o "s t ru ts w i th co r re c t g rad"e o f hydrau l ie f l u id . X X

f n f r a t o o l e o s t r u t s t o c o r r o c t p r e s s D r o o X

Af

l ,4 iheel .s are to be c ieaned andThe approrrs f l repai r and ant ib e c a r r i e d o u t , r e f e r t o E 0

i n s p e c t o ' l f o r c o r r o s i o n o-cor ros ion t rea tnen t i s to1 5 - 3 5 s e l i e s . Y

I L X

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l , I f lhee ] bear inEs are to be c leaned an i l ropac icc d w i ,uhg r . a s e . R e f o r o n c e 3 4 A / I 2 Z ( S p e c . i f i c a t i o n 5 - G p - 6 9 0 . ) X X

T i r e s a r e t o b o t h , : : c u g i r l y c l e a n e c l . A 1 1 t r i i c e s o f E r r e a s e sa n d o i 1 a r 3 t o b s r e m o - i e d b y ; r a s h i n r z v r i - b h d . e t e r g e n t , i l e f o r -e n c e 3 3 c / 5 6 7 a n d u a t e r , f o l - i o r v o d b y a c l e a n r r i a t e r r i n s o . X X X

1

i7 r n f l . a t o t i r e s t o c o i ' r o c t p r e s s u r o f c r l m p o s e d , l o a d . I v X

h B t r l r "ho, : ls and t i re s to renain ins ta l le d. X vI L

Yl \

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q T l r e s v r i l 1 ' l r o

r o t a t o , l a s u f f i c i e n t : l i s t a n c osuppor l ; ing po in t a t i .oas t onco in each T t la : /-s tora ge ,

to chango th :p o r i o d o f

X

1 0 T n s t a l l p r o t e c t i v o t r i o s c o v e r s aN O T E : S u i t a b i e c o v s r . s n r . a y b o n a n u f a c t u r e C l o c a l l v ,

X X X

1 1 R e l i o v e w e i p ; h t o f a i r c r a f t f r o r . r t ib l o c k s u n d o r a x J e s o r s h o c k s t r u t s 6

l ^nTE I t i s no t nanda to ry to jae lc o r t ' l oc l< i ^ i r c ra f t c lga r o ff f i -g round , p rov i l i ng t i ro p ro tec - i ; i on , cc r rec t i n f la t ionprossuro anC ro ta t ron i s ca r r ied . ou t "

X X

- - .2

ITE}iI TS STS LTS

FUEL s Ys TEI',,rs (arnrzuum )

1 Drain a l l v , ratsr accumulat ion f rom f r re l tank sumps andf i l t o r s .

x

2 Top up fue l tanks to fu l l capac i t y w i th co r roc t fuoL . X

3 Dra in a l l f uo l f rom tanks , sunps , f j . l t o rs and fue ls ; rs ten components x x

4 fnspee t and c lean a l l f uo l f i l t e rs and s t ra ino rs .

IELJ]:S gEljs_rlco R FORAT r IG_Ig?tL_FirEI IAIr{g $P $Img

x x

h F i I l f ue l tanks to fu l lSpec i f i ca t ion 3 -GP-45a r

capac i t y w i th o i1 , l ub r i ca t ionRofe"ur"" 34A/35 x X

6 Ensure o i1 i s c i r cu la ted th rough on t i ro fuo l sys tem.Opora to a l l change-ovor t rans fo r and c ross feed svs tsmsand ensuro tha t o i l f l ows th rough a l l l i nes , veh 'esand f ue 1 s ' t ls tom components. x X

Dra in o i l f rom fue lremain inq to onsLl reonents aro fu1l andsumps a t a l l t i rncs .

7 tanks but lo t rvo a suf f ic ient quant i tythat a l l l incs and. fue l systen comp-a head o f o i l covors tho fus l tank

X x

6 C l o s e a l l f u e l v a l v e s , a n d c a pleak proof n"eta l b lanking p lugso f CAP 10 .

d isconnectod l ines r , . r i tkc a p s " S e o S o c t i o n 2 8 I

a l lo r

X X

Vent fue 1 tanks by romoving f i l lar cap and covgr ing opon- ;ing r ,v i th two laye rs of cheese c loth. Rof . 3?B/B+. Af ter Isuf f ic isnt t in 'o has e lapse d to show rrsafor t on oxplos i rncte4Ro f . 3L/L56 f i 1 le r ceps nray be re p1a co d". I

FUEi, S YS TE}.'IS I }ICORFCRATIIfG SE LF-SEALI}TG RUBBERFfEL CELIS OR INTEGRAL FUEL TA}IKS

X X

10 Rofe r to sp (Jc i f i c -9 E0 fo r a i r c ra f t concornoC and comp lywi th inst ruct ions in EC 110-20-3

ITOTE l f ' lhen no spoci f ic inst ruct ions aro issuod, fue I svsterTf f i rporat ing sel f -s t la l ing fuol ce l ls shal l bo presorvsd afor rnetal fusl tanks under "Fuol Systoms" (Airfrano )"

t I

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X X

I TE}I rnq q rFq] _ v u _ L \ /

T . n q. | l v

1

AJ,COFO L SYS TE},-E (AIRFRA]'.,qI

T o p u p a l c o h o l t a n k t o c o r r e c t f u l l l o v e 1 , L

a C o n p l e t o l y C r a i nn n i * r r r r r i t l ^ , n i ' lq v I U , Y r v I U I M r ,

a l c o h o l s ) ' s t e m a n dI r r } - r " i n . r # . i - . n ? _ a D - a I .J . U \ ' . t ! V * U l t t F V r l - l V

t

r e f i l l t o f u l l c a p -Ref 34a,/35 I X

D r a i n o i l f r o r ' sr e i r a i n i n g t o e n ss u m p i s c c v e r o d .

y s t e n b u t l " e a v o s u f f j . c i e n t q u a n t i t ; rr f , ro t i ra t a l l ] ines e r 'e f u l1 and tank

X jt

l

0 rL s Ys'IBtuis (ArRFRlil,E )

Top up o i l t ank to co r roc t f u l 1 l e v e 1 . X

? , D r a i n o i l f r o i n s y s t e r n a n d c a n a l l d i s c o n n e c t e d l i n e s w i t i rl e a k - p r o o f p l u g s o r c a F S r s € e s e c t i o n 2 8 o f C A P 1 0 . 1r

-tL X

]]YDRA{ILIC .S YS TE16

1 . . E n s u r e , b y f u n c t i o n a l t o s t a s r e q r r i r e d . , r e r c s n t o p e r a t i o nnP cr rc f ,s lpg w i th in 7? ho ' . . r rs p recec i : -ng l r rcpara t ion fo rs t o r a g o r X x

L**-*w**

E n s u r o s v s t e r n s a r e f u 1 l y p r i n e d a n d h v d r a u l i c f l u i Cr a s o r v o i r s a r e f i l l e d t o c o : ^ r e c t f u l l l e v e 1 .

C h a r g e h y d r a u l i c a c c u m u l a t c r s v i i t h a i r t o c o r r e c t p r o s s u r € r

Ch i :ck a ]1 l t ydrau l i c s \ rs te tns fo r leakage and rec t i f y asn e C e S S a f . ' y ' o

Roloaso a l l a i r p ress l r ro f ron hydrau l i c svs ten sys to r , raccunu la to rs ,

D i s s i p a t o h y d r a u l i c s v s t e m p r o s s u r o , r

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FRONT LEFT CONSOLE

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AFT' I | .1,9-f RULttNT PAI\ lEL

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AFT R1GHT CONSOLE

A F T L E F T ' C O } . ] S O L E

V 1

GENERAL DESCRIPTION

T h e S i l v e r S t a r ( T 3 3 M k 3 ) i s a n a l l - m e t a l , l o w - w i n g , t a n d e m - s e a t f i g h t -e r t r a i n e r , p o w e r e d b y a R o l l s R o y c e N e n e l 0 t u r b o - j e t e n g i n e . T h e r e t r a c t a b l et r i c yc le l and ing gea r i s f i t t ed w i t h a cas te r i ng nose whee l .

The cockp i t i s equ ipped w i t h an a rmor -g lass w indsh ie ld , a j e t t i sonab leo n e - p i e c e , p l a s t i c , r r c l a m s h e l l t c a n o p y , a n d a n e j e c t i o n s e a t f o r e a c h c o c k p i t .

D ive f laps and wing f laps are prov ided, as wel l as the pr i rnary f ly i+gcon t ro l s wh i ch a re conven t i ona l , aug rnen ted by a hyd rau l i c a i l e ron boos te r and arnechan i ca l boos t sys te rn f o r t he e leva to rs .

A cockp i t p ressu r i za t i on and a i r - cond i t i on ing sys te rn i s p rov ided aswe l l as a p ressu re -b rea th ing de rnand t ype oxygen sys tem.

Rad io equ ip rnen t i nc l udes VHF , i n te rphone , IFF ( i den t . r ada r ) , and ra -d io co r r rpass .

Arrnarnent equipr r lent inc ludes two .50 ca l . rnach ine guns, and prov is ionf o r c a r r y i n g b o r n b s , r o c k e t s , c h e r n i c a l t a n k s , t o w t a r g e t s , a n d J A T O .

The a i r c ra f t has a 28 vo l t e l ec t r i ca l sys te rn w i t h a 300 &mpr gene ra to rand two I Z vo l t ba t t e r i e s c onne c ted i n se r i e s .

The f use lage i s co rnposed o f t h ree rna in sec t i ons , t he a f t sec t i . on be ingeas i l y de tached fo r qu i ck eng ine re rnova l .

L E A D I N G P A R T I C U L A R S

L e n g t h . . . . . . . . . . o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7 f . t . 8 . 4 i n .H e i g h t . . . . . . . . . . . . . . . o . . . . . . . . r . . , . . . . . . . . . . . . . . . . . . . r , . . . . . . . . . . . . . . . . . . . . , . l l f t . 8 . 4 i n .W i n g s p a n . . . . . . . . . . . . . . . . r . . . . . . . . . . , . . . . . . . . . . o . . . . . . . . . . . . . . . . . . . . . 3 7 f t . ? . 5 i n .W i n g d i h e d r a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 d e g . 5 0 r n i n .

W i n g i n c i d e n c e a t r o o t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p l u s I d e g .

W i n g i n c i d e n c e a t t i p . . . . . . . . . . . . . . . . . . . . . . . . . . . o . . . . . . . . . i . , , . . . . . . . . . . r n i n u s 0 d e g . 3 0 m i n .M a x . d e s i g n t a k g - o f f w t . . . . . . . . . . . . . . . . . . . . . . . . . . . o . . . . . . . . . . . . . . . . . . . . 1 6 1 8 0 0 l b s .

M a x . d e s i g n l a n d i n g w t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l Z r Z O 0 l b s .

M a x . a i r s p e e d . . . . . . . . . . . . . . . . . . . o . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 0 5 K . o r . 8 M a c h .

M a x . s p e e d I o w e r i n g l a n d i n g g e a r . . . . . . . . . . . . . . . . . . . . . . . . . . . o . . . . . . 1 9 5 K .

M a x . s p e e d l o w e r i n g w i n g f l a p s ( f u l l ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 7 4 K .

M a x . s p e e d l o w e r i n g w i n g f l a p s ( t o 5 0 % ) . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 0 K .A i r f r a r n e s t r u c t . l i r n i t s . . . . . . . . . . 7 , 3 3 G ( p o " . ) . . . o . . . . . , . . . o . . . . . . 3 G ( n e g . )

I

P a r t l - I

T h e n o s e s e c t i o n , e x t e n d i n g b a c k t o r a c a n t e d b u l k h e a d a t s t a . 8 1 . 8 , c o n -ta ins the fo l lowing equipment : . ) t , . , / , r , r1 ; ' t j "

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STRUCT URE

T h e a i r c r a f t i n g e n e r a l , i s c o r r r p o s e d o f a l l r n e t a l , s t r e s s e d - s k i n s t r u c -t u res , i nc l ud ing t he con t ro l su r f aces ; t he rna in ma te r i a l used be ing Z4ST a lu rn i -nurrr al loy. s

F u s e l a g e

T h e f u s e l a g e i s a s e r n i - r n o n o c o q u e , t h r e e - s e c t i o n s t r u c t u r e . T h e n o s ean r , r n i d sec t i ons a re secu re l y f as tened toge the r w i t h twen ty bo l t s and f i ve sc rews ,wh i l e t he a f t and rn i d sec t i ons a re he ld t oge the r us ing t h ree bo l t t ens ion f i t t i ngs .A r rba th - t ub " shapec l kee l son i s t he rna in s t ruc tu ra l me rnbe r on t he a i r c ra f tbo t t om cen t re l i ne .

( r ) N o s e S e c t i o n

A c c e s s t o t h i s s e c t i o n i s r n a d e p o s s i b l e b y a l a r g e h o o d d o o r o n e a c hs i d e . T h e s e d o o r s a r e e a c h r n o u n t e d o n t h r e e s e a l e d b e a r i n g h i n g e s , a n d h e l dc losed by t h ree l a t ches . The l a t ch p ins a re r r r oun ted on r r r ovab le se r ra ted p la tesby wh i ch t he doo rs r r r ay be ad jus ted f o r p rope r f i t t i ng .

A red co rd used as a yaw o r d r i f t i nd i ca to r i s a t t ached on uppe r su r faceo f t h e n o s e s e c t i o n , a n d c a r e m u s t b e t a k e n w h e n c l o s i n g t h e h o o d d o o r s t o e n -s u r e t h e c o r d i s f r e e .

The p i t o t head and s ta t i c a i r i n l e t s a re a l so l oca ted on t he nose sec t i on .

CAUT ION

Due to t he necess i t y o f d i scha rg ing t he oxygen sys te rn p r i o r t o r emova lo f t he nose sec t i . on r g rea t ca re rnus t be exe rc i sed t o ensu re t ha t a l l c l o th i ng andequ ipmen t i n t he a rea a re co rnp le teLy f r ee o f g rease and o i l . An exp los ion o r af i r e w i l l r esu l t i f t hese e le rnen ts come i n to con tac t .

--/ a rnrnuni t ion boxe sI

\ two . 50 ca l . r nach ine guns (when used )

i a i r c ra f t ba t t e r i es

t ! rad io equiprnent, i n v e r t e r s ( d c t o a c )t

I o*ygen bot t le

t r nas te r b rake cy l i nde rs and rese rvo i r\ . . r ad io compass l oop an tenna ( t i p o f nose )

( z ) M i d S e c t i o n

T h e r n i d s e c t i o n , e x t e n d i n g f r o m s t a . 8 1 . 8 t o s t a . 2 7 7 . 5 p l u s l Z , h a s h a d

26 .6 i nches added to i t a t t he cockp i t s , and 12 i nc lees t o i t s a f t end , when adop ted

f rom the F80 Shoo t i ng S ta r . These changes p rov ided f o r a second cockp i t as we l l

a s a c h a n g e i n e n g i n e , f r o r n t h e A l l i s o n J 3 3 t o t h e N e n e 1 0 .

T r re rn i d sec t i on a l so con ta ins t he Fuse lage Fue l Tank , .wh i ch i s l oca ted

jus t beh ind t he rea r cockp i t .la r t Z - I

f

I rnrnedia te ly behind that is the P lenurn Chamber , conta in ing the forwardp o r t i o n o f t h e e n g i n e , w h i c h i s r n o u n t e d f f i i o n f i t t i n g s . T h e p l e n u m

charnber prov ides a i r for the double-ent ry , s ing le-s tage corr rpressor on the engine,be ing connected to an a i r in take duct a long each s ide of the fuse lage. Access to thep lenum a rea i s made poss ib l e by two l ower doo rs and two l a rge r uppe r doo rs . TheuPPer doors each conta in a spr ing- loaded aux i l ia ry a i r in take door , which opensinward to admi t ex t ra a i r to the engine corr rpressor when forward speed of the a i r -craft is insuff icient to al low for the volurne of air required for engine consurnption.

The Nose Landing Gear is a t tached to the f ront bu lkhead of the mid sec -

t i o n , a n d r e t r f f i e 1 I i n t h e 1 o w e r f o r w a r d s t r u c t u r e . T w o d o o r senc lose t he nose gea r when re t rac ted .

Three Level l ing Pads are located on the lower longerons in the nosewheel -wel l , two on the r ight , one on the le f t .

The two Dive F laps, a lso suppor ted by the rn id sect ion, are a t tached onthe unders ide, forward of the rna in gear doors , one on each s ide of the a i rcra f tcen t re l i ne .

The Wing is attached to the rnid section by ten rnain f i t t ings, and f i l letsare used to fo f f i rnooth contours a t the fuse lage and wing in tersect ions.

(3 ) A f t Sec t i on

The fuse lage af t sect ion is he ld to the mid sect ion by three tens ion f i t t -ings - two upper on the rn id sect ion and one lower on the af t sect ion.

Th is sect ion suppor ts the Ernpennage and the af t end of the engine Tai lP ipe. A ta i l p ipe jo in t scupper is prov ided to dra in overboard any leakage offuel at this point.

An Overheat 'Warn ing Systern, connected to an amber ind icator l ight one a c h i ' ' s t ' u t i o n . A c c e s s t o t h e i n t e r i o r i s g a i n e d

through access panels prov ided or by removing the ent i re sect ion.

(4) wins

The laminar- f low wing is a fu l l cant i lever , s t ressed sk in s t ructure, w i th

f ront and rear rna in spars as wel l as aux i l ia ry spars . I t is const ructed as one

uni t ( through-spar) , except for detachable lead ing edges, wing t ips , f laps, and

ai lerons. Cornpar t rnents are prov ided in the lead ing edge sect ions and between

the spars for removable fue l ce l ls . Removable s t ressed panels on the lower sur -

face g ive access to the ce l ls a f t o f the lead ing edge. e

The f ront main spar , a t 2 .01o chord, is swept back; the rear spar is

s t ra ight .

L i f t ing Lugs are located on both wing upper sur faces, a l rnost d i rect ly

above tttJGiffilllar attachrnent points.

Provisions for Jacking Pads are located underneath the wing, outboard

of each main land,ing g""-

P a r t Z - Z

On the unde r s i de o f t he w ing , ou tboa rdp rov i s i ons f o r t he i ns ta l l a t i on o f Bomb Py lons .

o f e a c h f l a p - a i l e r o n j o i n t , a r e

W i n g t o f u s e l a g e f i t t i n g s a r e a s f o l l o w s : ( t o t a l o f l 0 )

T w o a t i n b o a r d e n d e a c h l e a d i n g e d g e s e c t i o nT w o a t e a c h s i d e o f w i n g r e a r s p a rTwo on rna in r i b , w ing cen t re po in t ( f r on t , r ea r )

E mpe nnage

(4 )( 4 )( 2 )

i ' tr t

r tI l - t

IIr

' r lI

' j

' i

t

iIi

\III

The lead ing edge sec t ions are a t tached to the w ing by "c rews,

and they conta in thefue l and a i r l i nes to the t ip tanks .

i Th" I / iag l l l r cons is t o f s tee l f i t t ings bo l ted to the rna in spars and. co-\ vered by w ing t ip fa i r ings . A Drop Tank Hook and So leno id (e lec t r i c re lease) a re

. J ' a t t a c h e d t o e a c h f i t t i n g . s o c k @ a s ' e G ! I i l e s f o r t h e t w o b a l 1' \ f i t t ings on the t ip tanks. A switch in the af t socket disconnects the norrnal nav.

\ l i gh t and connects the drop tank l igh t when ins ta l led .

The A i l e rons a re lT roun ted on f u l l l eng th p iano t ype h inges . Th ree s ta i n -le s s s te e l n i "g" p i . t t

" t tach the a i le ron to the wing s t ructure ,and should be lubr ica -

t ed on i ns ta l l a t i on . Each a i l e ron i s ba lanced by seven l ead we igh t s a l ong t he f o r -wa rd edge , p ro jec t i ng i n to t he w ing s t ruc tu re .

An e lec t r i ca l l y con t ro l l ed T r i r n Tab i s r noun ted a t t he i nboa rd t r a i l i ngedge o f t he l e f t a i l e ron . The r i gh t a l t e ron i s f i t t ed w i t h a g round se t Bend Tab ,' . , ' , h i ch has a r r l ax . a l l owab le bend o f . 45 dug . f r om the cen t re cho rd l i ne . Ca re ,i t us t be t aken when ad jus t i ng t he bend tab , t o f i rm l y suppo r t t he a i l e ron t r a i l i nge d g e .

When i ns ta l l i ng a i l e rons , a c l ea rance o f . l 25 i n . mus t be ma in ta inedth rough the en t i r e sec t i on a t each end , r neasu red w i t h a i l e rons i n neu t ra l .

Two sp l i t t ype F Iaps a re r r r oun ted on p iano t ype h inges , i nboa rd o f t hea i l c r o n s . T h e y a r e a c t u a t e d b y t w o e l e c t r i c m o t o r s w h i c h p r o j e c t t h r o u g h t h efuse lage , one on each s i de . Each f l ap i s connec ted t o an ope ra t i ng push -pu l lt ube by f ou r l i nk rods .

( 5 )

The empennage cons i s t s o f a f u I I - span ho r i zon ta l s t ab i l i ze t w i t h twoE leva to rs , and a ve r t i ca l s t ab i l i ze r ca r r y i ng t he Rudde r . Bo th s tab i l i ze rs a retwi ;spar .s t ructure s .

- -

The ho r i zon ta l s t ab i l i ze r i s bo l t ed t o f ou r f i t t i ngs on t he f use lage .

Access t o t hese f i t t i ngs i s r nade poss ib l e e i t he r by re rnov ing t he a f t sec t i on andeng ine t a i l p i pe , o r r e rnov ing t he s tab r l i ze r f i l l e t s . The s tab i l i ze r t i ps a re i n te r -

changeab le .

The ver t i ca l s tab i l i zer , wh ich houses the VHF rad io an tenna in i t s t ip ,i s b o 1 t e d t o t h e u p p e r s i d ' e o f t h e h o r i z o n t a 1 s t a b i I i @ t t i n g s .

The E leva tors a re h inged on th ree sea led an t i - f r i c t ion bear ings each,and counterba-iff iff i th three lead weights - two along the leading ed,ge, andone a t the ou ter t ip .

P a f i 2 - 3

Each e levator is prov ided wi th two tabs

cal ly Cont ro l led Tr i rn Tab, whi le the inboard tab

- the outboard one is an Elect r i -

is a Spring-loaded Servo-ff i ]-

The Elevator Torque Tube, which is the rna in s t ructura l rnernber , is

a t t a c h e d t o a , a t e a c h i n n e r e n d , e n a b 1 i n g b o t h e I e v a t o r sto operate as @i t .

The Rudde r i s h i nged on sea led an t i - f r i c t i on bea r i ngs a t t h ree po in t s

along i ts f tonff ia-and one at the bottorn of the rudder torque tube. The lower

h inge f i t t ing is an in tegra l par t o f the cont ro l horn a t tached to the torque tube.

There are f ive counterba lance weights on the rudder - three a long the lead ing

edge, one at the upper t ip , and one large weight pro ject ing forward of the cont ro l

horn a t the base of the rudder assembly .

A ground set Bend Tab, wi th a r r rax. a l lowable def lec t ion o f 3 /16 in .

e i t h e r w a y , i s t h e o ' ' r y @ f o r r u d d e r t r i r n a d j u s t r n e n t .

,Part 1 - {

Exploded View

I NOSE COVER

2 ARMAMENT COMPAR MENT DOORS

3 WINDSHIELD

4 COCKPIT CANOPY

r FUSELAOE FUEL TANK PANEL

6 ENGINE

? TA IL P IPE

8 ACCESS PANEIJ

9 VER.T iCAL STAEIL IZE : I

IO VERTIC / I ' L STA I ] I L IZER T IP

I I R U D D E R

29 AJLERON

]O WING T IP

3I WINC LEADING EDCE TANK

12 WINC LEADING EDCE

33 OUTBOARD WINC TANKS ACCESS PATTEL

]4 OUTBOARD WING TANKS

]5 INBOARD WINC TANK.s ACCESS PANEL

36 INBOARD Y{INC TANKS

3? MAII ' I LANDING CEAR

]8 OXYGEN CYL INDER ACCESS PA} |EL

39 INNER DOOR SEGMENTS (MAIN GEAR)

I2 ELEVATORS

I ] ELEVATOR TABS

I4 UPPER TA IL F1LLETS

I5 HORIZONTAL STABII,IZER TIP

I 6 HORIZONTAL STABILIZER

I? LOWER TA IL F ILLETS

I8 FUSELACE A .FT SECTION

I9 INTAKE AIR DUCT

20 ENGINE ACCESS PANEI.S

2I FUSELAGE MID SECTION

22 FUSELAGE FUEL TANK

23 WINC FLAPS

2{ LEADING EDGE FILLETS STRAP

25 LOWER I{ING FILLETS

Z6 UPPER WING F ILLETS

?7 WING

28 A ILERON TAB ( L .H . ONLY}

BEND TAB ( R .H . ONLY)

\\

40 AILERON BOOSTER ENGINE ACCESS DOORS

4I D IVE RECOVERY FLAPS

42 SCOOP ASSEMBLY, AIR INTAKE DUCT

43'!, |OSE GEAR DOORS

44 NOSE GEAR

45 FUSELAGE NOSE SECTION

!FJnct

N

I

A

LANDING GEAR

Genera l Descr ip t ion

The l and ing gea r , co rnp r i sed o f two ma in gea r sec t i ons , and one nosegear , is fu l ly re t ractab le and hydrau l ica l ly operated. Each main gear re t ractsinboard in to the wing, whi le the nose gear re t racts a f t , in to the nose wheel wel l .Gea r l ocks a re p rov ided f o r bo th pos i t i ons , and when re t rac ted , each sec t i on i senc losed by f l ush doo rs .

( r ) Main Gea r

Each rna in gear cons is ts o f :

an a i r - o i l shock s t ru t assemb lya s ide s t ru t assemblydown lock rnechanisrnhydraul ic actuating cyl inderth ree f a i r i ng doo rsup lock mechanismwheel and brake assernb lytorque ar rns

), \n,.," '*-t.L

\I" * \

t I l'";'

The rna in gear is f i r rn ly suppor ied between wing rear and in ter rned-ia te spars , and two t russ r r rernbers ensure r ig id a l ignrnent . A lower s ide s t ru t ,w i th a notched carn as par t o f the down lock, is a t tached to the shock s t ru t . Theupper s ide s t ru t prov ides a mount ing for the rerna inder o f the down lock, cons is t -iag o f a crank ar rn , push-pu l l rod, spr ing car t r idge, and the la tch b lock which f i ts

in to the cam notch. A crank p in assembly re leases the down lock by in i t ia l move-

ment of the hydrauli" "E[ITltrftylinder.

The outer and cent re doors are a t tached to the shock s t ru t , and re-

t ract w i th i t , whi le the inner doors operate independent ly in sequence wi th the

gear . The inner door does not rnove on a re t ract ion unt i l the gear is a lmost

fu l ly up. Th is act ion is due to a knee- l ink assembly for rn ing a geometr ic lock

unti l struck by a block on the cenTfri i l Hydraul ic pressure can now move

the door to the c losed pos i t ion.

\ f ,hen c los ing, a ro l ler on the door contacts a t r igger hook which pre-

vents the up lock hook f rorn ro ta t ing to the engaged pos i t ion. Now re leased, the

uplock hook engages around the rol ler on the door, forming a posit ive rnechanical

uplock for the rnain gear.

In i t ia l hydrau l ic pressure re leases the up lock hook when an extens ion

is ee lected.

P a r t 3 - l

r@

r l r - .

G-ffi Dorrx )W+

l. sroE sTrur !EAmNG sup?orT 9. sHocx sTnuT

2. fiUSS AAEA{BER lO. SAFGTy SwrrCH (tH GEAR

3. FUI.CTUM BEARING SUPPORT ONIY}

.. S?RING-TOADEO CANTNIOG€ II. TORQUE ANTAS

5. HYDIAUUC CYLINDEI n. TOWr;tc EyE

6' t^lc' AsstlillY 13. 'RA*E AssctBty

7, AIR VAIVEII. IOW€R SIDE STRUI A4ET^8ER

8. PISTON ROO ATTACHHENTFIITING 15, UPPER SIOE STRW $€S8CR

Main A l i gh t i ng Gea r P a r t 3 - l A

I ARM 6. DOWN LOCK SWITCH

2 CRANK ASSEMELY 7 . TOWER SIDE STRUT MEMEER

3 HYDRAUT. IC CYTINDER 8 . UPPER SIDE STRUT MEMBER

4 I .A ICH ASSEMBLY 9 . SPRING. IOADED CARTRIDGE

5 LAICH BLOCK IO ROD Art62! ,

Main Gear Down LockP a r t 3 - l B

I. }IINGE 8. SPRINGI,OADED

ACTATOR UNr2. I{NET DOOi SCGTENT

9. ROttER3. CENTET DOOI SIGT^EM

r. ourEr Door SEGTAENT lo' I'F'tl

5. OUIET DOOI ATTACHING II. TINX

POINr12. HYDRAUUC ErcTGCNC.Y

6. CENrtt OOOI AITACHTNG .IEIEASE CYUNDCI

POINT13. HYDRAUI.IC ACruANNO

7. ltoox ctuNDGt

Main Gea r Doo r L i nkageP a r t 3 - l C

sEcTroN A-A

-eSogmonlOvlor Doot

CGJtt, Door Sogrnoar

Main Gea r Doo r and Up lock Mechan . i sm P a r t 3 - l D

L2 .3.a.

6.7 .

I9 .

r 0 .

cENrEr ooot Hoo( il. HYoRAUUC EMETGENCYourcr Door to(rrr tttE^s€ cYuNDCtcENtm ooot scc^4tN, t2. rEvEt

our€r ooor stcrEil t3. sPilNGsxYolauuc AcluAlil{ci ta.- UNxcYUNO€t t5. rrrccfr xoot(llrccft Hoo( rctI 16. tElArNEt H@Xlocx PT.ATC t7. tNN€t DOOI tottGtrNNtt Doot stcntNl tt. I ECHAN|SM SUppOtttccENrtrc SIUO lotr t9. slop lu^{ptlloo 20. sxocx srrut

( 2 ) N o s e G e a r

The nose gea r cons i s t s o f t he f o l l ow ing :

a i r - o i l s h o c k s t r u t a s s e r n b l ytwo sh i rnrny darnperstwo to rque a r rnshydrau l ic cy l inde r

downlock rnechanisrn

up lock mechan i smup lock re l ease cy l i nde rwheel as sernb lytwo fa i r i ng doo rs

, , , . The nose gear is f i rmly suppor ted at a t tachment po in ts on the fuse lage

bu l kheads a t s ta t i ons 8 l and 103 . A d rag s t ru t assemb ly con ta ins a down l ock

rnechanisrn s i rn i la r to that on each rna in gear . In i t ia l movernent o f the actuat ing

cy l i nde r p i s ton re l eases t he down l ock on re t rac t i on .

The up lock cons i s t s o f two ro l l e r s a t t ached to t he l owe r pa r t , a t t he

rea r o f t he s t ru t , and two hooks ope ra ted by t he up lock re l ease cy l i nde r .

The two nose gea r doo rs , r r l oun ted on p iano t ype h inges , a re ra i sed

and l owered rnechan i ca l l y as a hea r t - shaped ca rn i s con tac ted by t he shock s t ru t .

T w o s p r i n g c a r t r i d g e s e n s u r e p o s i t i v e o p e n a n d c l o s e d p o s i t i o n s o f t h e d o o r s .

No te : I . nse r t l ock p ins i n sp r i ng ca r t r i dges when remov ing nose gea r

d o o r s -

(3 ) U! " "1"AI I t h ree whee l s a re magnes ium a l l oy , and s ta t i ca l l y ba lanced . The nose

whee l i s a sp l i t t ype , t he ma in whee l s a re demoun tab le f l ange t ype . Ca re mus t be

taken t o ensu re t hey a re assemb led i n t he ba lanced pos i t i on .

(4) Shi rnmy Dampe rs

The sh imrny da rnpe rs a re sp r i ng -o i l un i t s , each cons i s t i ng o f a re -

se rvo i r w i t h sp r i ng - Ioaded p i s ton , a res t r i c t o r check va l ve , and a l owe r , ho r i -

zonta l cy l inder and p is ton.

In operat ion, f lu id f low is cont inua l ly rest r ic ted in one un i t or the

o the r , r educ ing nose whee l osc i l l a t i ons .

P a r t 3 - 2

An0 61 9Q

Nose Al ight ing Gear

I. ACTUATING CYIINDET

2. UNK

3. ROD

4. DOWN IOCK SWTTCH

5. UP TOCK CYTINDER

6. UP LOCK SwfTCH

7. HOOKS

8. UPPER DRAG STRUT MEMSEI

9. SPRING.TOADED CANTTIDGC

lo. cA ,t

I I . TOWER DRAG STRUT MEMTTI

12. sHr^is13. UP TOCK ENGAGEMENT RTTh'O

I'. FORK

15. TOROUE ARMS

16. SHOCK SIRUT

P a r t 3 - Z A

I . SHIMS 5. STOP ARM2, SERRATED PTATE 6. PIANO HINGE3. STOP PIATE 7. DOOR.. SPRING I.OADED CARTRIDGE 8. OPERATING CAA4

ARs6229

N o s e G e a r D o o r s P a r t 3 - Z B

ACTIA?ING CYTINDER

Noae Gear Down LockP a r t 3 - Z C

I . U P L O C K C Y I I N O E R

2 . S U P P O R I F I T T I N G

3. UP LOCK HOOKS

4. UP IOCK SWTTCH

5. UPPER DR^G STRUT MEMBER

6. TRUSS MEMEER

7. UP I,OCK ENGAGEMENT FITTING

8. SH|MS

9. SHOCK SIRUT

A n ! t l t t

Nose Gea r D rag Uppe r P i vo t and Up lockP a r t 3 - Z D

AIRCRAFT BRAKE SYSTEM

Genera l Desc r i p t i on

The rna in gea r whee l s a re each p rov ided w i t h a t h ree -spo t , tw in -d i sc

brake assernb ly , pow€red by pedal ac t ion in e i ther cockp i t . The fo l lowing corr rPon-

en ts a re emp loyed :

( " ) Two master brake cy l inders wi th park ing un i ts .

( b ) ,Cne b rake sys tem rese rvo i r .

( " ) One brake assembly on each rna in wheel .

Components

( r ) De scr ip t ion

( " ) Master Brake Cyl inder

The rnaster brake cy l inders are rnounted in the nose sect ion,

access ib le through the hood doors ' one on each s ide. Each cy-

l inder is l inked to a pedal in the f ront cockp i t , a l though the

brake pedals in both cockp i ts are in terconnected.

Conta ined in each cy l inder is a spr ing- loaded p is ton assembly ,

a poppet va lve, a rna in re turn spr ing, a thermal expans ion un i t ,

and a park ing va lve which is operated by a lever .

Re se rvo i r

The b rake sys tem rese rvo i r , access ib l e f r om the l e f t hood doo r ,

cons is ts o f a cy l indr ica l , rneta l conta iner , w i th a f lu id leve l s ight

gauge on t he f r on t . F l u i d used i s r ed m ine ra l base , 34A / t 00 .

B rake Assemb ly

(b )

( " )

( 2 \

The b rake assemb ly cons i s t s o f a cy l i nde r hous ing , bo l t ed t o a

f lange on the wheel ax le , and two s tee l ro tor d iscs keyed to each

wheel . Three p is ton un i ts act aga inst twelve brake l in ing pucks

and the two d iscs. A se l f -ad just ing gr ip is incorporated in each

assernb lY.

Operat ion

The brakes are appl ied by depress ing the brake pedals , rnov ing the p is-

ton rod, and plston valve assembly in the rnaster cyl inder, which also closes the

poppet valve. Thie forces fluid into the brake lines and into the brake assembly

on each rnain wheel, squeezing the pucks and discs together.

The parking brakes are applied as follows:

(1 ) Depress peda ls(Z) Pull rrpark brakerr handle, either cockpit

(3 ) Re lease peda ls(4) Release handle.

Part 4

Th is ac t i on causes f l u i d t o be t r apped unde r p ressu re , be tween thepa rk -ing va lve and thc brake assernb ly .

To re l ease pa rk i ng b rakes , dep ress t he peda l s t o ove rcome the bu i l t - up

P r e s s u r e .

( 3 ) S e r v i c i n g

Bleeding

Pressu re b leed ing i s no t r ecommended . S tanda rd me thod o fb l e e d i n g , a s o u t l i n e d i n E O 0 5 - 5 0 C - 2 , i s u s e d .

(b ) B rake Wear

Check ing for brake l in ing puck wear is done by apply ing thebrakes and measur ing f rorn the brake assembly hous ing tothe f irst rotor disc - rnax. al lowable clearance - one inch.

CAUT ION

Park ing brakes are not to be appl ied when the brake assernb ly is over-hea ted , i e . , immed ia te l y a f t e r l and ing . A l l ow a reasonab le coo l -o f fp e r i o d .

P a r t 4 - Z

l .

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3.

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tzrar{15.

r6.

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20.

PIS'ON (THERMAI RET}CTI

SPIING {THERilAI REUEf }

IOOY (ERAXE ASSTMEIY}

ERAXE NfSERVOIR

SRATE MASTER CYI.INOET

#ffi

B r a k e M a s t e r C y l i n d e rPar t 4 - 2A

l. nsroN TETUTN sPtll€I. ]IATE LHSIG ruCXSt. lr^rt DFC., D6C DITVE TEY5. wx€Et SCC?|oils

12. Ax t [t3. crtASE StAtl. ltAll t}nG ttcx c^rrEt

15. c^ltltt lFIAlNli{G lotT

16. PlsToNr7. "o" th{G PACXh{G

rt. Autor{Allc ADJUSnNG Gll?

tt. AoJUsrh{G Gll? srAcr

20. ADrtlsTltlc ?lN

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22. Flulo ?onr

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wHttr sEcnoN ArTAcltt'G lotTt

tNA? N}{(i

t{,| cltWHEit TTIAF{${G NU?

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IEAIlNG

Main Whee l and B rake Un i t

{fliF*

P a r t 4 - zB

SURFACE CONTROLS

Genera l Desc r i p t i on

The sur face cont ro ls are convent iona l , w i th cont ro l co lumn and rudderpedals in each cockpi t , connected to s ta t ica l ly and dynarn ica l ly ba lanced a i lerons,e leva to rs , and rudde r .

The a i l e ron sys tem i s p rov ided w i t h a hyd rau l i c boos te r un i t , wh i l e e l -eva to r con t ro l i s ass i s ted by sp r i ng - l oaded se rvo t abs , t r im tabs , and a bungeesp r i ng .

E lec t r i ca l l y ope ra ted , t r im tabs f o r a i l e ron and e leva to r a re con t ro l l edby a spr ing- loaded but ton on each cont ro l s t ick gr ip .

( l ) A i l e ron Sys te rn

Latera l movernent o f the cont ro l s t ick ro ta tes the upper a i leron torquetube , l oca ted unde r t he cockp i t f l oo r . Th i s ac t i on i s t r ansm i t t ed t o a d i f f e ren t i a lmechanis l r l r mounted on the lower a i leron torque tube. Movernent is t "ar rs fer red6f f i " . " t . r un i t , which is bo l ted to the rear o f the rear rna in wing spar , in thelowe" patt of t t tQtenurn charnber.

At tached to the drurn on the booster un i t are the two I l4 in .7x19cab les , f i t t ed w i t h swaged ends . These cab les ex tend ou t t o a con t ro l d rum i neach wing, where a push-pu l l rod cornp le tes the l inkage to the a i leron.

Cab le Tens ion

Te rnpe ra tu re i s a gove rn ing f ac to r i n t he t ens ion o f a i l e ron cab les : -

400 l bs . ( p l us o r m inus 25 ) a t 70 deg . F .F o r e a c h d e g r e e b e l o w 7 0 , d e c r e a s e t e n s i o n 2 l b s .For each degree f f i ?0, I ; ; ;G- tens ion Z lbs .

Diffe rential Me chanism

Produces a dif ferential between the arnount of st ick rnovement andai leron rnovernent . Wi th a constant rnovernent o f the s t ick , there is a gradualacce lerat ion o f the a i leron movement f rom neut ra l to fu l l t rave l e i ther way.

Ai le ron Booster Un i t

The a i leron booster un i t cons is ts o f the fo l lowing:

( " ) Operat ing drurn(b) Mechanica l l inkage(" ) Hydrau l ic actuat ing cy l inder(d) By-pass va lve( . ) Cont ro l va lve( f ) F i l ter

The above cornponents are rnounted on a large t r iangular cast ing,which is bolted to the rear main spar.

, P a r t 5 - I

r , ' , 't| t ,t,at[...r. e*/ ']t*&/n)",u( : ' '"1-*& * L+P

' n " o ' t , " " , " c o n t r o l I e d b y a s h u t - o f f v a l v " - , ^ M o c k p i t , " o . , . , " j , " o

, so that both 'J41 must be opened too p e r a t e t h e a i l e r o n b o o s t e r . i N ' t t

Aa"1//4I n o p e r a t i o n , c o n t r o l s t i c k m o v e m e n t i s t r a n s f e r r e d t o t h e b o o s t e r u n i t ,

and , t h rough the mechan i ca l l i nkage , a hyd rau l i c se lec t i on i s r nade a t t he con t ro lva l ve . F lu i d unde r P ressu re i s t hen de l i ve red t o one end o f t he ac tua t i ng cy l i nde r ,m o v i n g t h e d r u r n , a n d t h e r e f o r e , t h e a i l e r o n s , i n t h e d e s i r e d d i r e c t i o n .

W i t h a i l e r o n b o o s t e r o f f , o r i f h y d r a u l i c p r e s s u r e f a l l s b e l o w 2 5 0 p s i ,t he sp r i ng - l oaded by -pass va l ve opensn pe rm i t t i ng f l u i d d i sp lace rnen t w i t h i n t hecy l i nde r .

C o r n p l e t e d e s c r i p t i o n o f o p e r a t i o n i s c o n t a i n e d i n E o 0 5 - 5 o C - 2 .

A i l e r o n T a b s

The l e f t a i l e ron i s equ ippedwhi le the on ly rneans of ad just ing t r imtab .

w i t h an e lec t r i ca l l y con t ro l l ed t r i r n t ab ,on t he r i gh t a i l e ron i s a g round -se t bend

column.

( z )

Con t ro l Su r face T rave l s

A i l e rons Z0 deg . up and downTr im tab ( l e f t a i l e ron ) Z0 deg . up and downBend tab ( r ight a i le ron) 45 deg. up and down

( " )(b )( " )

Elevator Systern

Fore and af t rnovement o f the cont ro l s t ick is t ransrn i t ted f rorn a push-pu l l t ube i n t he cockp i t f l oo r t unne l t h rough a se r i es o f be l l c ranks and push -pu1rods , t o t he e leva to r ope ra t i ng a r rn on t he con t ro l ho rn assemb ty . I n i t i a l s t i c kmovemen t ope ra tes two sp r i ng - l oaded se rvo t abs wh i ch a re moun ted a t t he i n -boa rd end o f t he e leva to rs . The de f l ec t i on o f t hese t abs au toma t i ca l l y r nove t hee leva to rs i n t he d i r ec t i on se lec ted i n t he cockp i t . A I a rge sp r i ng bungee a l soass i s t s i n e l eva to r con t ro l f r om the neu t ra l pos i t i on . Ou tboa rd o f each sp r i ng t abi s an e lec t r i ca l l y ope ra ted t r i r n t ab wh i ch p rov id .es a l im i t ed a rnoun t o f se rvo ac -t ion to e levator r r lovernent .

Sp r i ng Tab Mechan i sm

Th is mechan i s r r r cons i s t s o f two i nne r t o rque t ubes ( i ns i de t he e leva to rt o rque t ubes ) , a be l l c rank and ope ra t i ng a rm , and a sp r i ng ca r t r i d .ge wh i ch com-Presses on i n i t i a l s t i c k move rnen t , A s top yoke and s top nu t s res t r i c t t ab t r ave l .

B u n g e e S p r i n g A s s i s t

One end of th is un i t is a t tached to the a i rcra f t s t ructure whi le the oppo-s i te end moves wi th the e levator cont ro l horn. When the e levators are in neut ra lthe spr ing is a t fu l l compress ion, and any movernent o f the e levators f rom th ispos i t ion wi l l a l low the spr ing to expand, thus tending to rnove the e levators in the

P a r t 5 - Z\

IE

NOTE

DIAGRAM

BOOSTT IN

C Y L I : D E R

c o Y r R o L , A L V E

O \ T I i O L \ \ L v E

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ArtEtoN rtAvrt ^^t^surEo^] AIITION INSOANO EDGE

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A i l e ron D i f f e r en t i a l Mechan i sm

Part 5 -2C

des i red d i r ec t i on . The sudden snapp ing ac t i on o f t he e leva to rs when mov ing t he rnwhi le the a i rcra f t is on the ground, is cornp le te ly smoothed out when a foward speedo f 6 9 K . i s r e a c h e d .

T r i rn T abs

Ou tboa rd o f each sp r i ng t ab t he re i s an e lec t r i ca l l y ope ra ted t r i r n t ab .The motor which is mounted behind a heat sh ie ld on the r ight s ide o f the fuse lageaf t sect ion, is cont ro l led by the sarne but ton swi tch on the cont ro l s t ick used fora i leron t r i rn . Power f rorn the rnotor is t ransrn i t ted through a f lex ib le dr ive shaf tt o a f fT r r d r i ve moun ted a t t he rea r o f t he ho r i zon ta l s t ab i l i ze r . F rom he re , twof l ex ib l e sha f t s a re used t o d r i ve t he sc rew-Jack asse rnb l i es wh i ch a re connec tedto t he t abs

E leva to r t r i r n i nd i ca to r cons i s t s o f a g reen l i gh t on each i ns t ru rnen tpanel which is on when the tabs are in neut ra l .

Longitudinal Alternate T r irn,

An a l t e rna te e leva to r t r im sw i t ch i s l oca ted on t he l e f t conso le o f eachcockp i t , t o be used when r r runaway r r e l eva to r t r i r n i s expe r i enced . Th i s cond i t i onis due to a shor t c i rcu i t in the syster r l , caus ing the t r i rn rnotor to t rave l the fu l ld is tance one way or the o ther .

The swi tch is operated by rnov ing i t f rorn the t tOFFt t pos i t ion which ren-ders the ent i re wi r ing through the cont ro l co lumn ( inc lud ing a i leron t r i rn) inopera-t i ve . W i th t he sw i t ch i n t h i s pos i t i on , i t i s used t o t r im the e leva to rs by mov ingthe t ogg le back o r f o r t h as requ i red ,

Cont ro l s tops fo r the e leva tors a re loca ted a t the cont ro l horn assern-bly. auxi lGry sf f i lare f i t ted to the base of the forward control st ick, andshou ld have a c learance o f I lL6 in . w i th fu l l e leva tor t rave l .

Contro l Sur face T rave ls

( " )(b)( " )

ElevatorsSpring tabsT r i rn tabs

3 0 d e g . U Pl 0 d e g . U P1 7 d e g . U P

l 6 d e g . D O W N2Z deg. DOWN27 deg. DOWN

( 3 ) Rudder Systern

The rudde r con t ro l s cons i s t o f two se t s o f peda l s suspended by hange rs

f rom to rque t ubes , and connec ted t o t he rudde r con t ro l ho rn assemb ly by 3 /16 i n .

?x l9 cab les , t ens ioned to 90 l bs . (Re fe r t o cha r t i n EO 05 -50C-Z ' ) . P ressu re sea l , s

a re used whe re t he cab les pass t h rough p ressu re bu l kheads , and two qu i ck -

d isconnect f i t t ings on the cables a t the p lenum area a l low qu ick removal o f the

fuse lage af t sect ion.Lef t - to- r ight synchron izat ion o f the rudder pedals is accompl ished by

the use o f a I 'wa l k i ng beamr r i ns ta l l ed be tween the f o rwa rd peda l s .

F ron t - t o - rea r synch ron i za t i on i s r nade poss ib l e by d i r ec t l i nkage f r o rn

the rea r peda l s t o a l a rge quad ran t , o r pu l l ey on each s i de , ahead o f t he rea r

peda l s . These quad ran ts a re ac tua ted when the f o rwa rd peda l s a re rnoved , as t he

con t ro l cab les a re f as tened to t hem by swaged l ock wedges .

P a r t 5 - 3

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t le r ;a t t . r r Spr ing Tab \ {echanism

i l tASURTO l i f IWTIN UPPTN SURFACT Of IAB SXIN AND

U P P F R S U R T A C T O T A D J A C I N T f A I S I N G A T I N B O A T O

IRAII ING TDGI

ATIOWABI.f PIAY IN ETEVAIOR SPIING ]AB MTASUTCDi 0 0 F ( ) P w A i i D o r t N S o A r D l R A t ! t N c f o G [ l s ! 4 : ]I O I A I , - - I O I A t P ( A Y M U 5 I 8 I f P O M A C C U M U T A T T Or ( . ) r t F A N c f s B ( i I w l t t N o I B t A c c t p T A S t t I r p t s u t l t N c

tPoM toostNtss l r { oNty oNt coNNtct roN

Par t 5 -38

A11 peda l s a re ad jus tab le f o re and a f t t o accomrnoda te p i l o t l eg l eng th ,and the toe pedals can be ro ta ted on the pedal bar to apply wheel brakes ind iv id-uaIly.

Center ing spr ings at tached to the forward rnechanisrn re turn the rudderpeda l s t o @ressu re i s r e l axed ,

The on ly prov is ion for rudder t r im ad just rnent is a ground-set bend tab.

Rudder cont ro l s tops are rnounted on the horn assembly a t the rear ,w h i 1 e a u x i I i a r y s t o s l f f i a r a n c e o f l l L 6 i n . a t f u 1 l t r a v e 1 ' a r e 1 o c a t e d a t t h e

walk ing beam assembly .

. Cont ro l Sur face T rave ls

Rudde rBend tab

30 deg. le f t and r ight

3 lL6 i n . max . de f l ec t i on e i t he r way

The Contro l Sur face Lock cons is ts o f two tubular brackets which at tacht o t h e r u d d e . p k i n t h e f r o n t c o c k p i t . T h e y a r e c 1 i p p e d t o

the r ight s ide panel when s towed.

(4 ) \ l f ing FIap Systern

Two sp l i t type f laps are rnounted on p iano h inges under the t ra i l ing edgesur face of the wing, one on each s ide, extending f rorn the fuse lage to the a i lerons.An e lect r ic actuator is connected to each f lap through a torque tube suppor ted byro l lers , and four l ink rods which r r rove the f laps up and down as the torque tube ispushed in or out by the rnotors .

The two e lect r ic actuators are in terconnected by f lex ib le shaf ts throughan r rHrr dr ive assembly , which serves the dual purpose of synchron iz ing f lap rnove-m e @ e a n s o f o n e m o t o r a c t u a t i n g b o t h f l a p s i f o n e m o t o r f a i l s .

Maxirnurn up and down travel of the f laps is governed by lhe l i rnitswi tches, r r rounted to the r rHrr dr ive assernb ly which is located in the bot torn o f thep lenum charnber , on the cent re l ine.

F lap se lect ions can be rnade f rorn e i ther cockp i t by rnov ing a leverrnounted outboard o f the throt t le . These se lector levers are connected to a carn

shaft which operate the two rnicro switches for up and down f lap rnovernent.

Any misal ignment in the trai l ing edge of the f laps is probably due to

incorrect length o f one or more l ink rods. When ad just ing the l ink rods, ensure

that the inner rod on each f lap does not exceed 9 I l4 in.

' Wing f lap extens ion is 45 deg. , ind icated by the f lap pos i t ion ind icator

on each ins t rurnent panel . The pos i t ion o f the f laps is e lect r ica l ly t ransrn i t ted

from the left f lap.

CAUT ION

than one cycle without a two rnin.Do not

cool ing

operate f lape through more

per iod for the rnotors .

P a r t 5 - 4

( 5 ) D i ve F laps

T h e t w o d i v e f l a p s , l o c a t e d f o r w a r d o f t h e m a i n l a n d i n g g e a r d o o r s , o n eon each s i de o f t he a i r c ra f t cen t re l i ne , a re hyd rau l i ca l l y ope ra ted bu t e l ec t r i ca l l yc o n t r o l l e d .

Se lec t i ons a re rnade w i t h a s l i d i ng sw i t ch on e i t he r t h ro t t l e l eve r . Theses w i t c h e s a r e w i r e d i n s e r i e s , s o t h a t e i t h e r o n e r n a y b e u s e d t o l o w e r t h e d i v ef l aps bu t bo th rnus t be se lec ted r rUPr r t o re t rac t t he rn .

The se lec to r va l ve -and - rno to r ( one un i t ) i s r noun ted on t he kee l sons t ruc tu re be tween the d i ve f l aps . F ro rn t h i s un i t , hyd rau l i c p ressu re i s adm i t t edin to t he two ac tua t i ng cy l i nde rs t o ope ra te t he d i ve f l aps .

' Wh .n ex tend . i ng d i ve f l aps , t he f o rwa rd end i s pu l l ed . t o t he rea r i n a

ro l l e r and t r ack assemb ly by t he p i s ton end o f t he ac tua to r , A t t he sa r r re t ime , t hecy l i nde r po r t i on o f t he ac tua to r r r r oves f o rwa rd on t he p i s ton , exe r t i ng a pu l l on i t sat tachrnent which then dr ives the t ra i l ing edge of the f lap down by the rad ius s t ru ta t t ached abou t one t h i r d o f t he d i s tance back f r om the f o rwa rd end o f t he f l ap .

The ac tua t i ng p i s ton i s a t t ached to t he d i ve f l ap by a qu i ck -d i sconnec tp in , and t he secu r i t y o f t hese p ins mus t be checked cons tan t l y .

Each d i ve f l ap i nco rpo ra tes a s rna l l sp r i ng - l oaded doo r t o re l i eve so rneo f t he s t ruc tu ra l s t r ess i r nposed on t he f l ap when l owered a t h i gh speeds .

A m a n u a l s h u t - o f f v a l v e , l o c a t e d f o r w a r d o f t h e s e l e c t o r v a l v e , a c c e s s -i b 1 e t h r o u g h t h e l " f t @ 8 , i s u s e d a S a s a f e t y f e a t u r e w h e n c h e c k i n g

co r r rponen ts i n t h i s a rea . I t mus t a lways be l e f t i n t he " f l i gh t r rpos i t i on and l ock -w i red a f . t e r se rv i c i ng i s co rnp le ted .

CAUT ION

Be fo re en te r i ng t he d i ve f l ap co rnpa r t rnen t , o r r e tu rn ing t he shu t -o f f

v a l v e t o f l i g h t p o s i t i o n , e n s u r e :

( i ) T h e r e i s n o h y d r a u l i c p r e s s u r e o n t h e s y s t e r n .

( i i ) T h e r e i s a t ' D O W N " s e l e c t i o n o n t h e s w i t c h e s .

The on l y pos i t i on i nd i ca to r f o r d i ve f l aps i s an a rnbe r l i gh t on each i n -

s t rumen t pane l wh i ch co r r res on w i t h a t rDOWN| r se lec t i on .

D i ve f l ap ex tens ion i s 23 l l Z i n . , a t t he t r a i l i ng edge .

N O T E

Each con t ro l co lu rnn we l l i s p rov ided w i t h a rno i s tu re d ra in . These

d r a i n s a r e t o b e c h e c k e d o n e a c h D . I . L o c a t i o n s a r e a s f o l l o w s :

Fo rwa rd co lu rnn we I I d ra in - r ea r , l e f t nose whee l we l l .

Rea r co lu rnn we l l d ra in - uppe r , r i gh t d i ve f l ap a rea .

P a r t 5 - 5

G e n e r a l

A i r c ra f t f ue l i s con ta ined

The i n te rna l t anks cons i s t

Lead ing edge g roupInboard wing group

Fuse lage t ank

AIRCRAFT FUEL SYSTEM

both by in terna l tanks and externa l tanks.

of the fo l lowing:

- t h ree ce l l s each w ing .- two ce l l s each w ing .- one ce l l i n f use lage .

The externa l tanks, one rnounted on each wing t ip ,nu rn a l l oy t anks , des igned fo r spec i f i ed f l i gh t cond i t i ons .

' i o t a l capac i t y o f t he f ue l sys tem i s 617 I - p . ga l . ,tanks as out l ined.

Desc r i p t i on and Ope ra t i on

are s t ructura l a lumi -

con ta ined i n t he l 3

The fue l i s de l i ve red t o t he eng ine f r om the f use lage t ank , unde r no r rna lope ra t i ng cond i t i ons . . Each g roup o f t anks i s p rov ided w i t h a sepa ra te supp l y rnan i -f o l d connec ted t o t he f use lage t ank . Th ree f l oa t va l ves con t ro l t he sequence o f de -I i ve ry f r om the va r i ous g roups t o t he f use lage t an< , w i t h a l l sw i t ches on , as f o l l -o w s :

T ip tanksLead ing edge g roup

Inboa rd w ing g roup

F u e l C e l l s

Lead ing Edge Group

T h e l e a d i n g e d g e g r o u p c o n s i s t s o f t h r e e i n t e r c o n n e c t e d c e l l s , o n e i n

the lead ing edge of the wing and two af t o f the f ront spar . A fue l booster purnp is

rnounted externa l ly a t the inboard end of each lead ing edge ce l1 . The purnps supply

fue l t h rough check va l ves , t o t he f use lage t ank . The l ead ing edge g roups a re re -

f ue l l ed t h rough the ou tboa rd f i l l e r caps . Capac i t y o f each l ead ing edge g roup i s 43

g a l . , o r , a t o t a l o f 8 6 g a l .

I nboa rd W ing Group

T h e i n b o a r d w i n g g r o u p c o n s i s t s o f t w o i n t e r c o n n e c t e d c e l l s , o n e f o r -

wa rd and one a f t o f t he rea r spa r . A boos te r pu rnp , r noun ted i n t he a f t ce l l , de l i -

ve rs f ue l t h rough a check va l ve t o t he f use lage t ank . The i nboa rd w ing g roup ca -

pac i ty is 64 ga l . on each s ide, making a to ta l o f 128 ga l .

F u s e l a g e F u e l C e l I

The f use lage f ue l ce l l i s r noun ted a f t o f t he rea r cockp i t . Th ree f l oa t

va l ves , r r r oun ted i n t he t op o f t he t ank , con t ro l t he t r ans fe r o f f ue l f r o rn t he va r -

i ous t ank g roups . A boos te r pu rnp rnoun ted i n te rna l l y de l i ve rs f ue l d i r ec t t o t he

engine supply rnani fo ld . A fue l quant i ty warn ing t ransrn i t ter in the fuse lage ce l l ,

P a r t 6 - l

lr,Io>.

r.oor,ci

oI

I WING TANK BOOSTER PUMP

2 rrlLen wELL scuppER DRArN

t err TNBoARD TANK

I ronweno TNEoARD TANK

I vsxt LNe

I tNren, ourBoARD TANK

I ourrn ourDoARD TANK

t ruer,-ern LrNE eurcK-DrscoNNEcr

T LEADTNG EDGE TANK

ll LEADTNG EDGE TANK BoosrER puMp!pFtF}

6

I

I. INNEI TANX2, DRAIN3. ACCESS DOOra. VENI tutE5. oulEt TANr6. Fil.Er wtu.7. SN^P F^STENET8. TANX |NIEICONNECrOI

r. Acctss Doot2. sN P fASrilA3. rAr< i{rnco$*ctota. vtNT lt,t€5. Dl^|N6. toosra iJ {? ADAPTEI,. r@sra rur{|

Outboard Wing and Leading Edge P a r t 6 - l B

I. BOOSTEN PUMP X

2. ORAIN3. ACCESS DOOn1. TANK INTERCONNECTION5. FIILER WETT6. SNAP FASTENEN7. AN TANK8. FORWARD TANK9, VENT TINE SUPPORT

IO. VENT IINE

x 8 6 0 3 2

Inboard l4ring GroupP a r t 6 - l C

l. vEf{r UNE

2. nP IANX ftoAt v^tvE

3. I.EADI}IG EDGE TANT FIOAI VAIYE

.. WII{G TANX FIOA? VAIYE

5. RttEl wEtt

6. AUEI WEU SCITPPEI DIA|N

7. AANIiOLE COVEr

8. R'EI CUANTIW TIANSTITIEI

9. rAN( tErArNl|.rG cl,l?

10. DIA|N

I I. FUET INETS

12. t@sTEt PUilP

Fuselage TankP a r t 6 - l D

ind icates, bY a l ight in each cockpi t when the contents o f the tank fa l ls to ?0 t 5 ga l .The re fue l l ing cap is located at the top of the tank, a f t o f the canopy. CapacrTy is7J gal.

W ing T ip Tanks

Two je t t isonable fue l tanks are rnounted on the wing cent re l ine, one oneach t ip . They are in terna l ly braced, and have a hor izonta l f in a t . the a f t end. Asp r i ng - l oaded e jec to r r nechan i s rn i s p rov ided t o ensu re pos i t i ve re l ease . An a i rand fue l qu ick d isconnect is f i t ted to each wing t ip . The fue l and a i r l ines a t thetank con ta in sp r i ng - l oaded shu t -o f f va l ves , and a re i n t he c l osed pos i t i on w i t hou tt ip tanks ins ta l led.

Fuel f rorn the t ip tanks is t ransfer red by a i r pressure suppl ied by the

eng ine compresso r . T i p t ank p ressu re i s con t ro l l ed au toma t i ca l l y by two a i r

p ressu re regu la t i ng va l ves , l oca ted a t t he rea r o f t he d i ve f l ap compar tmen t .

A I C Z I O T L - 2 1 5 7 6 , P r e s . = 5 . 2 5 p s i . A I C 2 1 5 7 7 a n d s u b s e q u e n t , 6 . 2 5 p s i .

Each t ank i nco rpo ra tes a sn i f f l e va l ve t o re l i eve a i r p ressu re above 9 .5ps i , and t o p reven t i n te rna l p ressu re f r om fa l l i ng be low a tmosphe r i c p ressu re .

An e lec t r i ca l l y ope ra ted a i r shu t -o f f va l ve , sp r i ng - l oaded to t he openpos i t ion, is cont ro l led by the t ip tank fue l swi tch.

Capaci ty f or each t ip tank is I9Z g?I. , making a total of 384 gal . f orboth tanks.

Components

( r ) Fue l Boos te r Pu rnps

Four purnps are employed in the wing fue l ce l ls . They are cent r i fuga lpumps d r i ven by D .C . mo to rs w i t h a de l i ve ry p ressu re o f . IZ - 15 ps i . The pu rnps

are cont ro l led by swi tches on the le f t console o f the f ront cockp i t .

A fue l booster pump in the fuse lage tank, s i rn i la r to the wing group

pumps , i nco rpo ra tes a de -ae ra to r t o reduce poss ib i l i t y o f vapo r l ocks i n t he en -

g ine fue l systern. Th is purnp is cont ro l led by a swi tch on the le f t console o f each

cockpi t , w i th an arnber l ight ind icat ing an r roNr f se lect ion.

(z ) FueI Cont ro l Va lves

De s c r ip t ion

Each o f t he t h ree va l ves cons i s t s o f a co rk

p i lo t va lve, a ba l l check va lve, and a main

at sl ightly dif ferent levels as fol lows:

f loat , a rubber d iaphragrr r , a

feed va lve. They are mounted

pi lo t va lve is c losed

\ Pa t t 6 - 2

T ip tank - top

Leading edge - in ter rnedia te

Inboa rd - l owes t

Ope ra t i on

( " ) Closed Pos i t i on . W i th a h i gh f l oa t l eve l , t he

and the ba l l check va lve open, a l lowing fue l f rom the appropr ia tetank group to enter a d iaphragrn charnber through b leed ho les inthe rna in va lve s tern. The p i lo t va lve sea ls o f f the d iaphragrncha rnbe r . Fue l , a t t r ans fe r p ressu re i n t h i s cha rnbe r , ac t s on t heunders ide of the d iaphragrn and ho lds the rna in va lve c losed.

(b) Ope! Pos i t ion. \ { i th a low f loat leve l the p i lo t va lve is open andthe b"11 ch""k va lve c losed, shut t ing o f f de l ivery to the d iaphragmcharnber , The p i lo t va lve a l lows the fue l pressure in th is charn-be r t o b l eed t o t he f use lage t ank , and t he ma in va l ve t o open ,a l l ow-ing fue l to enter the tank.

(3 ) Check Va l ves

Check va l ves a re emp loyed i n t he f ue l sys te rn t o ma in ta in co r rec t d i r ec -t ion of f low.

(4) Shut -off Valve

A rnotor ized shut -o f f va lve is ins ta l led between the fue l f i l te r and thefuse lage tank, cont ro l led by a swi tch on the le f t console o f each cockpi t .

Pu rposes

(" ) Fuel systern rna in tenance.(b) Avoid danger o f f i re in the p lenurn charnber .

P recau t i on

Ensu re bo th sw i t ches a re r roNr r be fo re s ta r t i ng eng ine .

( 5 ) Fue l F i l t e r

A rn i c ron i c f i l t e r w i t h a re l i e f va l ve se t a t . 3 ps i , D i f f . P res . i s l oc_? tedin t he r i gh t whee l we l l . The l i ne t o t he eng ine -d r i ven pumps i s equ ipped w i t h aquick d isconnect f i t t ing. The f i l te r e lement may be rep laced wi thout removingthe f i l te r bowl . The f i l te r dome is vented to the fuse lage tank.

FueI Tank Vent Systern

l lhe vent ing o f the wing groups is accompl ished by two vent l ines conn-

ected to the fuse lage tank, which is vented. to a t rnosphere by a l ine and vent rnast

a t t he rea r o f t he f use lage , on t he r i gh t s i de . A syphon b reake r i s connec ted t o

the rnain vent l ine in the plenurn charnber.

FueI Quant i ty Ind icators

( " ) Fuse lage Tank Con ten t s Gauge - l oca ted cen t ra l l y on t he sub -

ins t rument panel in each cockpi t .

( b ) Fue l Rema in ing I nd i ca to r - l oca ted on each i ns t rumen t pane l ,

ac tuated by a f lowrneter mounted on the engine, ind icates to ta l

a i r c ra f t f ue l l oad , I n ope ra t i on , t he f ue l consu rned i s sub t rac -

ted f rorn the or ig ina l set t ing to ind icate to ta l fue l rerna in ing.

P a r t 6 - 3

TUSETAGE TANK

Fuel Location

rUEI SYSTEMVENT TINE

VENT MAST

Par t 6 - 3A

A8 6138

After re fue l l ing, the ind icator is

P recau t i ons

set to cor resPond wi th fue l load '

Fue l T rans fe r Sw i t ches and Warn ing L igh t s

Front Cockpi t

The fo l lowing fue l t ransfer swi tches and warn ing l ights are located on

the l e f t conso le :

( I ) Fuse lage pump and By -Pass sw i t ch

(Z) T ip tank grouP swi tch

A fau l ty reading wi l l resu l t under the fo l lowing condi t ions:

( " )( b )( . )( d )

I f not set to cor respond wi th fue l load.

FueI Ios t overboard, or not obta inable due to fau l ty fue l t ransfer .

Mechanica l fa i lu re o f f lowrneter .

Co rnp le te e l ec t r i ca l f a i l u re .

( 3 )

( 4 )

Leading edge grouP swi tch

Inboard wing grouP swi tch

Arnber

Red

Red

Red

( r )

( 2 )

( 3 )

Rear CockP i t

No t r ans fe r sw i t ches excep t Fuse lage t ank

for each fue l grouP.

N O T E

Bypass, wi th a warn ing l ight

A l l above wa rn ing l i gh t s a re ope ra ted by p ressu re sens ing sw i t ches t o

i nd i ca te t ha t t r ans fe r p ressu re i s be low 3 ps i '

I

Low Fue l P ressu re Warn ing L igh t

r f fhen fue l pressure to the engine drops be low 3 ps i , a red warn ing l ight

on each i ns t rumen t pane l i s t u rned on by a p ressu re sens ing sw i t ch .

In the event o f fa i lu re in norrna l fue l de l ivery f rom the fuse lage ce l l ,

ind icated by the Low Pressure warn ing l ight , a BY-Pass System wi l l supply fue l

to the engine, f rorn the lead ing edge groups and/or the inboard grouPs.

Ope ra t i on

Ensure select ion of leading edge and/or inboard.

Select fuselage tank pumP switch to rrBy-passrr '

Ensure low pressure warning l ight goes out '

P a r t 6 - 4

SOLENOID 9HUT -OFF vALvE-

P R E S S S W I T C H

BOOST PUMP

I{AIN FUEL TANK FILLER CAP

!

LOW P.RTSSURE

SOLENOID SHUT.OFF YALVE

MOTORIZED SHUT -OFF VALVE

LX)VPILTER

DIFFERENTIAL PRESSURE SWITCH

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EL SYSTDM

t

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N O T E

B y - p a s s s e l e c t i o n w i l l

( l ) Shut o f f fuse lage tank purnp.

(Z ) C lose two so leno id t r ans fe r va l ves , p reven t i ng f ue l f l ow to t hefuse lage t ank , f r om i nboa rd and L .E . g roups .

( 3 ) O p e n t h e s o l e n o i d b y - p a s s v a l v e , p e r m i t t i n g f u e l f l o w t o t h e e n -g i n e .

F u e I F i l t e r D e - i c i n g S y s t e m

De sc r i p t i on

. An a l coho l de - i c i ng sys te rn i s p rov ided on t he rna in f ue l f i l t e r t o r emoveany i ce f o rma t i on wh i ch cou ld cause a res t r i c t ed f l ow o f f ue l t h rough the f i l t e r e l e -men t . The co r r rponen ts o f t he sys te rn a re as f o l l ows :

( l ) R _ e s e r v o i r - c o n t a i n i n g . S 3 g a l . d e - i c e r ( o n e r n i n u t e ) .

(Z ) Pu rnp - e l ec t r i ca l l y d r i ven , ge? r t ype .

(3 ) D i f f e ren t i a l P ressu re Sw i t ch - be tween f i l t e r i n l e t and ou t l e t ,

(4) Sh_ut -o f f Va lve - so lenoid operated, between a lcohol purnp andfue l f i l te r .

Op?rat ion

, i t , L r : / t r ' ' i ' ' ' ' f t ! - ' I

(") Warning of ice in the f i l ter is indicated by a red-r la+r+ir*g l ighton each ins t rurnent panel .

( b ) P ress ing t he I t de - i ce r ' r bu t t on sw i t ch on e i t he r i ns t ru rnen t pa -ne l , energ izes the purnp and opens the shut -o f f va lve, a l lowinga l coho l t o en te r t he i n l e t s i de o f t he f i l t e r , r emov ing t he i ce .

(") The switch is held on unti l , tr" * jd-*tt i .g l igtrt go." orrt .( a p p r o x . l 0 s e c . )

Me thods o f T ip Tank Re lease

Manual

( " ) A i r c t a f . t 21001 - ?J050 , two r rT t r hand les l e f t s i de o f f o rwa rd

s e a t .

( b ) A i r c ra f t Z IO5L - 2J l ! ! , two r rT r r hand les l e f t s i de o f f o rwa rd

sea t . F ron t hand le - T i p t ank re l ease . Rea r hand le - Bo rnb

a n d r o c k e t r e l e a s e .

( . ) A i rc ra f . t Z lZ00 and subs 'equent , one r r r l ' t t handle le f t s ide o f f orward

sea t - T i p t ank re l ease . One ba l l hand le - Bo rnb and rocke tI, r e l e a s e . t P a r t 6 ' 5

E le c t r i ca l

( " )

( b )

E r n e r g e n c y j e t t i s o n b u t t o n , b o t h i n s t r u m e n t p a n e l s , r e l e a s e s a l le x t e r n a l s t o r e s ( t i p t a n k s , b o r n b s , r o c k e t s , e t c . )

N o r r n a l r e l e a s e :

( l ) S e l e c t e x t e r n a l w i n g s t o r e s s w i t c h i n r e a r c o c k p i t t o n A r m r l

( z ) s e l e c t t a n k j e t t i s o n s w i t c h , e i t h e r c o c k p i t , t o , , R e a d y , , .

( 3 ) P r e s s b o m b r e l e a s e s w i t c h - r e d s w i t c h a t t o p o f e i t h e rcon t ro l co lu rnn .

Warn ing

Ground sa fe t y p i ns mus t be i nse r ted i n r e l ease mechan i s r r l on each t i ptank when the a i r c ra f t i s on t he g round , and re rnoved p r i o r t o f l i gh t .

Ma in tenance - T ip Tanks

Insta l la t i on

(1 ) Re rnove e jec to r r nechan i s rn p l ug .

( z ) w i t h 7 l L 6 i n . s o c k e t , r l z i n . d . r i v e t z i n . l o n g , r e l e a s ee jec to r sp r i ng un t i l i n t e rnq l s top con tac ted .

( 3 ) R e m o v e w i n g t i p a c c e s s p a n e l .

( 4 ) L o o s e n t a n k h o o k a s s e - o t t , ^ . * 3 g : t ) ' { 4 |

( 5 ) App l y powdered g raph i t e l o ba l l and socke t f i t t i ngs , *USttfiLE-s{- s.

( 6 )

( 7 )

( 8 )

L i f t t ank i n to pos i t i on .

P l u g e l e c t r i c a l c o n n e c t e r s

F i t ba l l and socke t f i t t i ngsun t i l t ank hook c l oses .

i n to w ing t i p socke ts .

t oge the r , push ing t ank i nboa rd

(9 ) Re lease l eve r and i nd i ca to r sa fe t i ed t oge the r w i t h s i ng les t r a n d o f . 0 1 8 i n . c o p p e r w i r e .

(10 ) To rque t he t ank hook t o i n i t i a . l va lue o f . 25 f t . l bs .

( l l ) I n s e r t s w a y b r a c e s a n d t o r q u e t o 2 5 f t . l b s .

( l Z ) T o r q u e h o o k t o 5 0 f t . l b s . ( p l u s 5 , r n i n u s . 0 ) .

( 13 ) check re l ease l eve r f o r a l i gn rnen t , and rep lace accesspane l .

P a r t 6 - 6

AFT SOCKET

DIOP TANK UGHT rSAfETY WIRE0.020-rNcHSOFT COPPER

SWAY ORACE PAD

FUEI..AIN DFCONNECI

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FORWARD SOCXET al----)--r\)FORWARD BALTTITTlNG

DNOP TANKEJECTORMTCHAMS}T

DROP TANXEJECTONINDICAIORPIN

RE1EASE ANT!c)Fl

oI

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( \n l T ighten e jector spr ing unt i l ind icator p in is f lush.

NOTE: Approx. 25 revo lu t ions are requi red to s tar t ind icator p inrnoving.

( I 5) F i l l tank.

(16 ) Remove f i l l e r cap and i ns ta l l p ressu re gauge .

( 1 7 ) E n g i n e o p e r a t i n g , c h e c k p r e s s u r e - 5 . 2 5 t . 5 p s i .

( 18 ) Eng ine o f f , b l eed o f f p ressu re , and rep lace f i l l e r cap .

(19 ) Check sway b races t o 25 f t . l bs . , and i ns ta l l t ank f a i r i ng .

Removal

( l ) Rel ieve tank pressure, and dra in fue l . A fu l l tank weighso v e r I 5 0 0 l b s .

(Z) Rernove e jector rnechanis tn cover , and re l ieve spr ingtens ion,approx. 30 turns requi red to contact in terna l s top.

(3 ) Remove tank f a i r i ng and access pane l .

(4) Wi th tank suppor ted, re lease tank hook.

(5 ) D i sconnec t e l ec t r i ca l l eads .

Caut ion

- Extreme care must be taken in handling and storage of tanks.

- NOTE

Complete instruct ions descr ib ing the proper sequence for t ip tank instal lat ion andremoval is found in EO 05 -5 0C -2. The above is a s imple guide only.

P a r t 6 - 7

AIR CONDIT IONING AND PRESSURIZAT ION SYSTEM

Hea ted and p ressu r i zed a i r , a t a max i rnu rn t e rnpe ra tu re o f ' 302 deg . F .

and a rnax i rnurr r pressure o f approx i rnate ly 50 Ps i . , is prov ided by the engine corn-

p r e s s o r f o r t h e f o l l o w i n g s e r v i c e s :

( " )

( b )

( " )

( d )

( " )

( f )

(e )

Cockp i t t empera tu re .

Cockpi t pre s sur izat ion.

W indsh ie ld de f ros t .

An t i -G su i t va l ves .

T ip t ank p re ssu r i za t i on .

Hyd rau l i c r e se rvo i r p ressu r i za t i on '

Canopy sea l P ressu r i za t i on .

Heat exchanger . (Radia tor )

Turb ine and fan assernb lY.

Oil surnp.

( r ) Cockpi t T ernPe ra ture

Te rnpe ra tu re i s con t ro l l ed by a rheos ta t sw i t ch on t he f o rwa rd end o f

the le f t consote i . , the f ront cockp i t , which regula tes the f low of a i r through the

Ai r Mass FIow Contro l va lve un i t . Th is un i t is located in the d ivp f lap compar t -

f 1 o o r . C o n n e c t e d , t o o n e e n d ' i s t t r e r n a i n P r e s s u r e 1 i n e

f rom the eng ine con1p resso r . The a i r co rn ing i n to t he A .M .F .C . va l ve un i t i s now

separated in to two vo lumes; one par t be ing d i rected at i ts hot ternperature to a

Mix ing Charnber , a lso located under the cockp i t f loor , and the other par t to a

@ n t e d t o t h e r e a r o f t h e n o S e w h e e l w e 1 1 . A f t e r b e i n g c o o l e d ,th is a i r is d . i rec ted to the mix ing charnber , to rn ix wi th the hot a i r , to g ive a cor r r -

for tab le resu l tant temperature in the cockp i t '

The rn ixed a i r is d i rected to each cockpi t by three l ines which are

connected to one head warr rer and two foot warmers in each cockpi t , a l l f i t ted

w i th t 'ON -OFFr r l eve rs .

A i r Coo l i ng Un i t

The cool ing un i t , rnounted to the rear o f the canvas cover in the nose

wheel wel l , cons is ts o f the fo l lowing:

( " )

( b )

( " )

Air f rom the mass f low cont ro l va lve, the arnount depending on the po-

s i t ion o f the rheostat swi tch (COLD - n1ax. to coo l ing un i t ; HOT - rn in ' to coo l ing

uni t ) , is d i rected f i rs t in to the heat exchanger , and f rom there to the turb ine '

As the a i r ' tu rns the turb ine, a fan a t the oppos i te end of the shaf t a lso

turns, drawing outs id .e a i r across the tubular core o f the heat exchanger to ass is t

r P a r t 7 - I

ANTI -G SUIT

A N T I - G S U I TCOOLING UNIT

AIR MASS}-LOW CONTROL

V.A. LVE

A I R S H U T - O F F

VALVE

FOOT WARMERS

AFTCOCKPIT

tsH

oci

p.

oFt

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p,il

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i n coo l i ng t he p ressu r i zed a i r . The coo l i ng a i r i s t hen d i scha rged back t o a t rnos -phe re , as t he f an rema ins i n mo t i on .

F rom the t u rb ine , t he p ressu r i zed a i r i s sudden l y expanded i n to a l a rgeai r duct and d i rected to the a i r rn ix ing charnber .

The two bear ings on the turb ine shaf t are tens ion- loaded by a spr ing inthe shaf t $us ing and bear ing suppor t . Lubr icat ion is accompl ished by cap i l la ryaction - i f ;e round wicks extend frorn the shaft housing, where the ends touch theshaf t , down in to the o i l sump which conta ins 160 ccts o f a p last ic ized o i l .

The o i l , drawn up to the shaf t by the wicks, is p icked of f the ends of thewicks as the shaf t ro ta tes and broken down in to a f ine rn is t by s l ingers on theshaf t . Oi l is prevented f rorn escaping in to the a i r chambers by labyr in th sea ls( rnated grooves) on the shaf t . Dr i l ted passages in the bear ing suppor t a l low theoi l to return to the sulrrp.

NOTE

Before ins ta l l ing an overhauled turb ine and fan assernb ly , ensure that i ti s pre- Iubr icated wi th the cor rect type of o i l .

(z') Cockpi t Pre s sur izat ion

(b )

Unpre ssur ized Range

Sea l eve l t o 8 ,000 f t . no

gula tor a l lows complete

I soba r i c Range

p r e s s u r i z a t i o n n e c e s s a r y , a n d t h e r e -

escape o f cockp i t p ressu re .

The Cabin Pressure Regulator , mounted on the cockpi t f loor to the reara n d r i g h t o r t n e o n t r o 1 s p r e s s u r i z a t i o n . T h e o u t f 1 o wva l ve on t h i s un i t , when moved o f f i t s sea t by p ressu re , a l l ows cockp i t a i r t o es -cape to a t rnosphe re when necessa ry du r i ng any o f t he t h ree ranges o f p ressu r i za -t ion.

P ressu r i za t i on ranges a re as f o l l ows :

( " )

8 ,000 f t . t o 15 ,300 f t . - t he I soba r i c need le va l ve con t ro l l ed by

an evacua ted be l l ows , a l l ows cockp i t p ressu re t o bu i l d up so

that through th is ent i re range, cockp i t pressure is equal to that

a t 8 , 0 0 0 f t .

( " ) D i f ferent ia l Range

15 ,300 f t . t o max imum ce i l i ng . A t 15 ,300 f t . t he I soba r i c

needle has reached i ts fu l l c losed pos i t ion, and the d i f ference

be tween cockp i t p ressu re and amb ien t a t rnosphe r i c p ressu re

is 2 . '15 ps i . Now, as the a i rcra f t cont inues to c l i rnb, the d i f f -

erent ia l be l lows and needle ensure a constant d i f ferent ia l o f

2 .7s .ps i be tween cockp i t and amb ien t a i r . The re fo re , as a t -

mosphe r i c p ressu re dec reases w i t h an i nc rease i n a l t i t ude ,

P a r t T - 2

ocl(t

a

tFl

oooIno

FoatrstC}

or|

UtqaaD

rl

I

h,

S}I'T-OFF YALVE

rsoBARtCXEEDLEVALVE

FILTER FORCABIT

DIFFERENTIAL PRES SUREADJUSTMENT (FIXED)

the a l t i tude d i f ferent ia l w i l l a lso increasetua l a i r c ra f t a l t i t ude . Fo r examp le :

A i r c ra f t a l t . Cockpi t a l t ,

8 , 0 0 0 f t .

1 9 , 0 0 0 f t .

2 5 , 0 0 0 f t .

between cockpi t and ac -

Diffe rential

7 ,3 00 f t .

I I , 0 0 0 f t .

1 5 , 0 0 0 f t .

1 5 , 3 0 0 f t .

3 0 , 0 0 0 f t .

4 0 , 0 0 0 f t .

The cockpi t a l t i tude isd ica tor on the fo rwardthan in ps i .

shown on t he Cab in P ressu re A l t i t ude i n -ins t rurnent panel , read ing in f t . ra ther

Cockp i t P ressu re -Vacuu rn Re l i e f and Dump Va l ve

Th i s t r i p l e -pu rpose un i t i s l oca ted on t he f l oo r o f t he f o rwa rd cockp i t ,ahead of the cont ro l co lurnr r , between the rudder pedals . The operat ion is out -l i ned as f o l l ows :

( " ) P r e s s u r e R e l i e f

When cockp i t p ressu re i nc reases t o 3 .5 ps i , due t o rna l f unc t i on -i ng o f t he regu la to r , t he p ressu re re l i e f va l ve opens , a l l ow ingthe excess p ressu re t o escape i n to t he hyd rau l i c a rea unde r t hecockp i t f l . eo r and ou t t o a t rnosphe re .

(b ) Vacuu rn Re l i e f

Norrna l ly , the windshie ldinside of the shield, control led by athe w indsc reen .

e x c e e d s c a b i n p r e s s u r e ,

to re l ieve the vacuum

is def rosted by a per forated tube around thernanually operated shut-off valve just behind

( " )

When a t rnosphe r i c p ressu re s l i gh t l yth is va lve again opens autornat ica l lyc rea ted i n t he cockp i t .

Durnp Valve

( 3 )

A rnanua l l eve r a t t ached to t h i s un i t , ad jacen t t o t he p i l o t r s l e f tfoot ( f ront on ly) is used to dump out s ta le a i r , or a i r contarn in-a ted by s rnoke o r f umes . As l ong as t he r rdu rnp i l va l ve i s he ldopen , a i r w i l l escape f r on . r t he cockp i t .

When cabin a i r is dur r :ped, f resh outs ide a i r is obta ined throughthe cold air nozzles, one at the left of each instrurnent panel.Th i s a i r i s d i r ec ted t o t he cockp i t s f r om an open ing I oca ted i nthe le f t rna in a i r in take.

Windshie ld Def rost

A i r aux i l ia ry def roster , cons is t ing o f an e lect r ica l un i t and a d i f fuser

at the windshie ld , is prov ided for use when the normal def roster fa i ls to operate

F a r t T - 3

sa t i s f ac to r i l y . The e lec t r i ca l un i t , a mo to r , f an , and hea t i ng e lemen t , i s l oca tedfo rwa rd o f t he f r on t i ns t rumen t pane l , and con t ro l l ed by t he f o re rnos t sw i t ch on t hef r o n t r i g h t c o n s o l e .

(4 ) An t i -G Su i t Va l ves

A n a n t i - G v a l v e w h i c h i n c l u d e s a t w o - p o s i t i o n s e l e c t o r , t r H I r r a n d r r L O " ,i s i ns ta l l ed on t he l e f t s i de o f each cockp i t a t f l oo r l eve l .

A i r co rn ing f r o rn t he rna in p ressu re l i ne i s r ne te red t o t he p i l o t t s su i td u r i n g p o s i t i v e r r G r r f o r c e s .

The va l ve beg ins t o open a t I . 75 G l oad , ad rn i t t i ng some a i r p ressu reto the pneumat ic su i t .

O n r r H I r t s e t t i n g - 1 . 4 p s i p e r a d d i t i o n a l r r G r t e n t e r s t h e s u i t .

O n r r L O ' r s e t t i n g - I p s i p e r a d d i t i o n a l r r c t r e n t e r s t h e s u i t .

( 5 ) T i p Tank P re s su r i za t i on

T h e a i r d i r e c t e d t o t h e t w o t i p t a n k s f o r f u e l f l o w r p a s s e s t h r o u g h s e v e r -a l co rnponen ts be fo re reach ing t he t anks , t he f i r s t o f t hese be ing t he A i r Shu t -o f fVa l ve . Th i s va l ve i s sp r i ng - l oaded to t he open pos i t i on , and c l oses by t he ac t i on o ff f i o i a . L o c a t i o n o f t h i s u n i t i s t h e d ' i v e f I a p a r e a '

The p ressu re l i ne now d i v i des and t he a i r i s f o r ced t h rough two P ressu reRegulat ing va lves, a lso located in the d ive f lap area. Before reaching the I I ! - -

@ d a i r g o e s t h r o u g h a b a I a n c e 1 i n e a n d t w o c h e c k v a l v e s , o n efo r each t ank .

( 5 ) H y d r a u l i c R e s e r v o i r P r e s s u r i z a t i o n

A i r f r om the ma in p ressu re sys te rn i s t apped o f f i n t o a l i ne go ing t o t hehyd rau l i c r ese rvo i r , keep ing a cons tan t p ressu re on t he f l u i d t o ensu re pos i t i vedel ivery cont inua l ly to the engine -dr iven.hydrau i ic purnp.

T h e a i r i s f i l t e r e d , t h e n t h e p r e s s u r e c u t d o w n t o 3 . 5 - 5 o s i b y t h eAi r Rest r ic tor Rel ie f va lve. F ina l ly , the Regulat ing va lve, rnounted to the top of

i n s a s t e a d y p r e s s u t i l F 3 . s p s i E x c e s s p r e s s -

u re i s r ou ted ove rboa rd .

(7 ) Canopy Sea I P ressu r i za t i on

A so leno id ope ra ted shu t -o f f va l ve i n t he a i r p ressu re l i ne t o t he can -

opy seal , per rn i ts in f la t ion o f the sea l when the canopy is locked.

P r e s s u r e i s r e g u l a t e d t o l 5 - l 9 p s i b y t h e P r e s s u r e R e g u l a t o r , w h i c h

a 1 s o i n c o r p o r a t e s a r e s t r i c t o r t o 1 i m i t f 1 o w o f a i r t o t f f i

Both the shut -o f f va lve and the regula tor are rnounted at the rear o f

the rear seat . Ext rerne changes of ternperature wi l l sornet imes cause the regula-

t o r t o f r eeze due to condensa t i on , and t o co r rec t t h i s cond i t i on , t he va l ve shou ld

be washed in a lcohol . I par t ? _ 4

AIRCRAFT HYDRAULIC SYSTEMS

Two i nd i v i dua l hyd rau l i c sys te rns a re i nco r f o ra ted as f o l l ows :

( 1 ) N o r r n a l s y s t e r n .

( Z ) E m e r g e n c y s y s t e r n .

( l ) N o r r n a l S y s t e m

Purpose - t o ope ra te t he f o l l ow ing sub -sys te rns :

( " ) A i l e r o n B o o s t e r

(b ) D i ve F laps

( " ) S h e l l C a s e E j e c t i o n D o o r

(d ) Land ing Gea r

Componen ts

f - -

( i ) Rese rvo i r , p

r t r \ , ' ' ( , , . . ' r ' ' ( f r ' : r . l

) ' " ' ' /

( * , . " Hydrau l i " f f r r i -a (34A/ l0O) for the systern is suppl ied by the

, ' ' u1 . ,

r ese rvo i r con ta in i ng . 83 -ga I . The rese rvo i r i s r noun ted on

: 'uu a bracket in the upper le f t s ide o f the p lenurn charnber , and

I , , incorporates a f i l te r for system return f lu id , and a ry l iq f

( i i ) Eng ine D r i ven Pump

The power supply o f the hydrau l ic systern is a I 'p is ton

t ype t ' eng ine d r i ven pump , moun ted on t he accesso ry gea r

case on the forward par t o f the engine.

Nine p is tons wi th in the pump, dr iven back and for th by a

rota t ing wedge -shaped cam, p ick up f lu id f rorn the in le t

chamber and force i t through one-way check va lves to the

p ressu re ou t l e t po r t t o t he sys te rn .

l [ hen sys tem p ressu re reaches 10?5 ! ] | ps i , t he i n l e t po r t

c loses except for a smal l openi f f i p -eFmi t ent ry o f

suf f ic ient f lu id to coo l and lubr icate the pump. At the

same t i rne, a by-pass va lve in the pump opens to re turn

e x c e s s f l u i d t o t h e r e s e r v o i r , a n d s y s t e r n p r e s s u r e i s

autornat ica l ly regula ted by the pump.

( i i i ) Main Rel ie f Va lve

When the eng ine d r i ven pump fa i l s t o r egu la te , and sys tem

pressu re bu i l ds up t o g :2 ps i , i t i s r e l i eved by t he sys t -

ern re l ie f va lve, by l ink i i 'p the main pressure l ine to the

rna in re turn. Th is va lve is located on the le f t s ide o f the

p l e n u r n c h a m b e r . I p a r t g _ l

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Eng ine D r i ven Pump P a r t 8 - I A

( i " ) Systern Accumulator

The accurnu la tor cons is ts o f a spher ica l meta l she l l , con-taining a synthetic rubber bladder, and f i t ted with an aircharg ing va lve and a pressure gauge.

The unit is rnounted on a bracket in the lower left side ofthe plenurn charnber, and is charged with an init ial airp r e s s u r e o f 5 0 0 p s i .

As hydraul ic f luid is adrnit ted through the port at the topof the accumulator , the b ladder is forced toward the bot t -orn, cor r rpress ing the a i r to a va lue equal to main systempressure. On a sudden dernand in the systern, the f lu id isforced out o f the accurnu la tor by the a i r pressure, and isirnrnediately del ivered to the component being operated.

( " ) P ressu re Gauges

A hyd rau l i c p ressu re gauge , w i t h a res t r i c t o r r r snubbe r t fva lve, is located on each ins t rurnent panel .

Operat ion o f Sub -systerns

( " ) A i l e ron Boos te r

The hydrau l ic por t ion o f the a i leron booster cons is ts o f thefol lowing cornponents :

( i ) P ressu re F i l t e r .

( i i ) Cont ro l Va lve.

( i i i )

( i " )

Actuating Cyl inder.

By -pass Va l ve .

The a i leron booster is se lected r rONrr f rorn the two rnanual shut -o f f va lves in the cockp i ts . Systern pressure is used to operatethe boos te r , and i f t he p ressu re d rops be low 250 ps i t he by -passvalve automatical ly opens. This means that the booster no longerass is ts a i leron movement , as th i 's system is now in rnanual con-t ro l .

The a i leron booster f lu id f i l te r incorporates a re l ie f va lve set toopen at a pressure d i f ferent ia l o f 50 t 5 ps i .

(b) Dive Flaps

The electrically controlled diveradially mounted poppet valves.opened and closed as select ionspr iate pressure and return l ines

f lap selector valve contains four

These va lves are a l ternate lyare made, to connect the appro-to the two actuating cylinders.

tPart I - 2

( " )

CAUT ION

To avo id da rnage to l and ing l i gh t s o r ' t o t he case e jec t i on doo rwhen tes t i ng , ensu re t ha t t he nose gea r i s i n l i ne w i t h t he a i r -

c r a f t f use lage .

(d) Landing Gear

The land ing gear systern cons is ts o f the fo l rowing components :

One Selector Valve (Two cont ro l handles)

T w o M a i n G e a r Actuat ing Cy l inders

Actuat ing Cy l inders

Actuat ing Cy l inder

Up - l ock Re lease Cy l i nde r

Th ree Manua l Shu t -o f f Va l ves (one f o r each gea r )

Th ree Land ing Gea r Res t r i c t o r s

A rnanual shut -o f f va lve, access ib le through the le f t d ive f lapopen ing , i s connec ted i n to t he p ressu re l i ne .

S h e l l C a s e E j e c t i o n D o o r

Loca ted on t he bo t t o rn o f t he nose sec t i on , ahead o f t he nose gea r ,t h e c a s e e j e c t i o n d o o r o p e r a t e s a s f o l l o w s :

When the gun f i r ing t r igger is pressed, a so le ' rn id ope*aLer lshu j -

@ , a d m i t t i n g f 1 u i d u n d e r p r e s s u r e i n t o t h e d o o r a c . \tuat ing cy l inder . X-

- . ) ' d \---\

\'l :'*\ a*"' \-AA-r'*" \ u '

A gu ide ra i l , or def lec tor car r r , and. a rn icdo swi tc i r a t the s ide oft he ex tend ing p i s ton , ensu re f u l l down t r ave l o f t he doo r eacht ime thc t r i gge r i s p ressed . The rn i c ro sw i t ch keeps t he shu t -o f f va lve open unt i l the door is fu l ly down. Then a re turn spr ingw i th i n t he cy l i nde r r e tu rns t he doo r asse rnb l y t o t he c l osed pos i -t ion. Wi th the door opening fu l ly each t i rne the guns are f i red,a l l ernpty she l ls are a l lowed to be e jected to a t rnosphere.

@ i c t o r e n S u r e s t h a t t h e d o o r c 1 o s e s v e r y s 1 o w l y ,prevent ing possI6" IE s t ructura l darnage, and a l lowing any s t rayshel ls to fa l l out .

$- rnanual shut -o f f va lve, located in the r ight s ide o f the nosesect ion, p€r i l i tF- fh .edoor to be he ld in the open pos i t ion, forad just rnent or repai r .

S grqg,eSfqgtJ.qgg*l: lytlgh, in the left side of the nose sectionis used to check operat ion of the systern.

Two Inne r Doo r

O n e N o s e G e a r

O n e N o s e G e a r

T w o R e s t r i c t o r C h e c k V a l v e s P a r t S - 3

\The se lector va lve, a four -por t va lve, is located on the le f t s ide o f the

f ront cockp i t . Se lect ions are rnade f rorn e i ther cockp i t by in terconnected levers .

A spr ing- loaded but ton on the se lector lever rnust be depressed for anr ru 'Pr r or r rDOWNrr se lect ion.

A spr ing-so lenoid operated safety la tch is incorporated on the se lectorIevers to prevent inadver tent t ruPrr se lect ions. Th is la tch is cont ro l led by a microswitch above the upper torque arrn on the left rnain gear. When the shock-strut isextended (a i rcra f t a i rborne) the la tch is re leased. A manual re lease lever nearthe la tch is prov ided in case of e lect r ica l fa i lu re .

Main Gear Actuating Cyl inders

These un i ts cons is t o f a cy l inder barre l and an ad justab le p is ton assern-b ly . Access is through the wheel wel l .

Inner Door Cy l inders

The two inner door cy l inders are usedas wel l as the inner doors . Each one is a t tachedanisrn through sealed ant i - f r ic t ion bear ings.

to actuate the up- lock assembl iesto the door and to the lock mech-

Nose Gear Actuat ing Cy l inder

This cy l inder is s imi lar to those on the rna in gears . The p is ton rod isad justab le in length to perrn i t the cor rect engagernent o f the down- lock assembly .

Nose Gear Up- lock Release Cyl inder

Two p is tons are conta ined in th is cy l inder ; the lower one operated bynormal system pressure, and the upper one by ernergency pressure. An in terna lepr ing ho lds the up- lock assembly in the locked pos i t ion, and hydrau l ic pressureis admi t ted to re lease the lock.

Manual Shut-off Valves

Each wheel well contains a rnanual shut-off valve for the purpose ofisolat ing that part icular gear frorn the rest of the hydraul ic system. These arenorrnal ly lock-wired in the open posit ion.

Landing Gear Rest r ic tors

Th ree res t r i c t o r va l ves , i ns ta l l ed i n t he r rUPr r l i nes t o t he nose gea rand to each inner door, regulate f luid f low as well as preventing these cornpon-ents f rom moving too rap id ly . These va lves are located in the i r respect ive wheelwel ls .

Restr ictor Check Valves

These are check va lves wi th a smal l ho le dr i l led through the poppet ,

and instal led in the rruPrt l ine to each main gear cyl inder. They serve the dual

P a r t S - 4

pu rpose o f p reven t i ng t he gea r f r om d ropp ing t oo rap id l y , and p rov id i ng a hyd rau l i cde lay i n t he ex tens ion o f t he gea r , a l l ow ing t he up - l ock t o re l ease f i r s t .

(Z ) Emerge r r cy Sys te . r ,

P u r p o s e s

( " )

( b )

Land ing Gea r E rne rgency Se lec to r Va l ve

T w o M a i n G e a r U p - I o c k R e l e a s e C y l i n d e r s

P r e s s u r e R e l i e f V a l v e

Three Shut t le Valves

G r o u n d T e s t S e l e c t o r V a l v e

Ope ra t i on

Erne rgency l owe r i ng o f l and ing gea r .

L i r n i t ed g round tes t i ng o f t he sub -sys te rns .

When the norrna l systern fa i ls to

a hydrau l ic fa i lu re or a rnechanica l fa i lu re

f o l l o w s :

"*.2-r72

l owe r t he l and ing gea r , whe the r due t o

, the er r rergency systern is ernp loyed as

cornponents "/

,1* , . ! -r')

),; ,o"n

Ernergency Reservoir ,r.<,/>', ,^, ltr , ? 5../ {

Emergency Hydrau l ic Pump

t""'i'"t'I

F i r s t , t h e n o r r n a l g e a r s e l e c t o r I e v e r r n u s t b e p o s i t i o n e d t o r r D O W N | r .

Then the "ba rbe r po le r r e rne rgency se lec to r l eve r , i n e i t he r cockp i t on t he r i gh t

s i de , i s r noved fo rwa rd t o ITEMERGENCY ' i . Nex t t he emergency pu rnp sw i t ch , on

t h e r i g h t s i d e o f e i t h e r c o c k p i t , a l s o r r b a r b e r p o l e r r s t r i p e d , i s t u r n e d r r O N r r . T h i s

operates an e lect r ica l ly dr iven gear type pump, rnounted in the r ight s ide o f the

nose whee l we l l . Hyd rau l i c f l u i d i s d rawn f r o rn t he e rne rgency rese rvo i r , wh i ch

i s t o t he r i gh t o f t he f r on t cockp i t , and de l i ve red unde r p ressu re t h rough the

emergency se lec to r va l ve t o t he l and ing gea r sys te rn .

Th ree shu t t l e va l ves , one f o r each .gea r ac tua t i ng cy l i nde r , a re used t o

pe r rn i t e rne rgency sys te rn f l u i d t o en te r t hese co rnponen ts as p ressu re r r r oves t he

shu t t l e f r o rn i t s no rma l pos i t i on .

Two up - l ock re l ease cy l i nde rs , l oca ted ad jacen t t o t he up lock hook

assemb l i es on t he i nne r doo rs , a re on l y used i n an emergency se lec t i on . The

p i s ton wh i ch ex tends t o re l ease t he l ock i s r e tu rned t o i t s no r rna l pos i t i on

on the next re t ract ion.

The i nne r doo rs a re no t l owe red hyd rau l i ca l l y du r i ng an e rne rgency

s e le c t i on .

P a r t S - 5

The emergency sys tem re l i e f va l ve , l oca ted unde r t he r i gh t conso le i n

the f ront cockp i t , is set to re l ieve pressures in excess of l *25 ps i . / 9 .2 {9 S t -

Ground Test Selector Valve

Located behind a panel a t the rear o f the r ight console , th is va lve Pro-vides a means of ground test ing the norrnal sub-systerns, using the norrnal f luid

supply and de l ivery l ines, and the ernergency PurnP for pressure.

In the | 'FLIGHTTT pos i t ion, the ernergency purnp l ine is connected to the

landing gear emergency systern.

I n t he I IGROUND TESTr rpos i t i on , t he emergency pu rnp i s connec ted i n -

to the norrnal system.

CAUTION

'When us ing the ernergency hydrau l ic purnp for ground test ing PurPoses,

for each three rnin. operation, al low a cool ing Period of trat lT min.

| 7 t ) '1 r t t i '

r P a r t S - 6

PISTON

CROLTND TESTPRESSUREEMERG. RESERVOIR

SUCTION INLET INLET

GROUI . iD TESTPRESS.LTRE OUTLET

EMERGENCY

PUMPSUCTIONA ' I T I F T

MAINRESERVOIRS U C T I O N

I N L E T

t VALVE IN FLIGHTPOSITION (NORMAL)

MOTOR DRIVENEMERGENCYPUMP

TO LANDINGGEAR EMERGENCYSELECTOR VALVE(OPEN)

VALVE IN GROUND TEST FOSITIOI. I(PUMP ON FOR aRCUND TES f O IJ ! - t i -A f ' I l - ' ^ - j

VALVE IN FLIGHT POSITION (NORMAL)(PUMP ON FOR GEAR EMERCENCY EXTENSION}

MOTOR DRIVENEMERGENCYPUMP

MAINR E S E R V O I R

LEGEND

m , ' ] r . r . r5 i i1r . FR.M * 'u^, ip

I sucrroN To puM,,

I

Ground Tes t Se lec to r Va lve P a r t 8 - 6 A

!A'ft(-|'@

I

Ed

dESERVOTR .G \ f l - ___J l -______J l a A IB PRF :s . , u l {F j

ArR a a./l HF-----r------h r Fr{oM LNcrN}. DOOREMERGENCYIR FIL' 'ER

1.*o"*"r*.zCYL INDER

R E L I E F - v A L V E l - l H Y D R A U L I C RESTRICTORCHECK VALVE- DRAIN i - { I PUMP

L I

l,.1AI N-

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OTES Y S T E M P R E S S U R I ] I O O O P S I C A P A C I T Y 2 . 8 I M P . C A L L O N SP U M P I I Y P A S S v A l , v E S l - f . \ T 1 0 0 0 a 5 0 P S IS Y S T E M R E L I T F V A L V E S E T A T I 2 2 5 a 2 5 P S II t T J S , A I R P R I J S S U R E R I ] C I J I - A T O R C R A C K S A T ] . I 5 * I 5 P S IE M I ] R C E N C Y S Y S T E M 1 1 E L I E F V A L V E S E T A T I 2 ] 5 + Z ' I , s IR E S . A I I t R E S ' T R E T - I ! J F V A L V E C R A C K S A T , ] . 5 P S I M I NA I R P R E S S U R E I N 7 , I / 2 I } ] C H A C C U M U L A T O R 5 O O + 2 5 F ' S IH Y D R A U t - I C R F ] S E R V O I R C A P A C I T Y O - 8 I M P . C A L L O N SE u t R c e r v c y R E S E R V o I R c A p A c t r y 0 . ? 5 I M p . c A L L o N s

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ACCUMULATOR

AIR PRESSURE

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CASE EJECTIONDOOR ACTUAT.

ING CYLINDE

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T ,ANDING GEAR

I ( E S T R I C T O I T I : R E S T R I C T

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SHUT OFF

DIVE FLAPACTUATINGC Y L I N D E R S

( r )

cal ly or

CANOPY AND SEATS

Canopy

The ' r c l a rnshe l l ' r p l as t i c canopy i s no r rna l l ymanual ly , f rorn the fo l lowing cont ro ls :

( u )

( b )

Up - l ock P in

A so leno id ope ra ted up - Iock p in on t he canopyd rawn au to rna t i ca l l y w i t h e l ec t r i ca l se lec t i ons , bu t r nus twhen hand -c rank ing t o o r f r o rn open pos i t i on .

o p e n e d a n d c l o s e d e l e c t r i -

E lec t r i ca l l y - t h ree se t s o f sw i t ches :

( i ) Tr i ro externa l swi tches, und,er a panel on the r ight s ide o ft he f use lage - one f o r r rOPEN" , t he o the r t 'PART CLOSEI Ia n d I ' F U L L C L O S E T ' .

( i i ) Two sw i t ches on t he r i gh t s i de i n each cockp i t , i den t i f i edand operated the sarne as the externa l swi tches.

Manual ly - two hand cranks:

( i ) One hand crank under the sarne panel as the externa lsw i t che s .

( i i ) One hand c rank on t he l owe r r i gh t s i de , f r on t cockp i t .

t r ack asse rnb l y i s w i t h -be rnanual ly re leased

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CAUT ION

Canopy Ac tua to r

The e lec t r i c ac tua to rrea r o f t he f r on t sea t . A t t achede ts . T wo cha in d r i ve s , ac tua tedbly which rnove s up and down infer red to the canopy through theend to the fork , and at the upper

P rope r cha in t ens iona t t ached to t he ac tua to r un i t .

Canopy La t ches

Do no t use ex te rna l sou rce o f powe" /wn"n ope ra t i ng canopy f r om ex te r -na l sw i t ches , as a i r c ra f t ba t t e r i es may be damaged .

i s r noun ted t o a ve r t i ca l t r ack asse rnb l y t o t heto t he rno to r i s a gea r box and two d r i ve sp rock -by t he sp rocke ts , a re a t t ached to a f o r k asse rn -the t rack assernb ly . Th is rnoverr rent is t rans-catapul t rernover , which is a t tached at i ts lowerend to the canopy yoke s t ructure.

is mainta ined by ad justab le id ler sprockets

The canopy is locked and un locked by means of the " lock handle t f a t theforward upper r ight s ide o f e i ther cockp i t . Operat ion o f the handles wi th the can-opy fu l ly down causes e ight la tch hooks, four in each cockpi t s i l l , to engage wi thco r respond ing ro l l e r b racke ts on t he canopy base .

P a r t 9 - l

Canopy Hinge s

The two h inges at the rear o f the canopy are f i t ted wi th eccent r ic h inge /

p i ns t o pe rm i t l a te ra l ad jus tmen t o f t he canopy t o t he rea r o f t he w indsc reen . Asecond h inge po in t i s p rov ided on each h inge wh i ch , i n con junc t i on w i t h a sp r i ngbungee and a sp r i ng - l oaded p lunge r , a l l ows t he f o rwa rd l a t ch hooks t o engage du r -i ng co ld wea the r . The h inges a re des igned to b reak when the canopy i s j e t t i soned . I

Cano_py Seal

The canopy sea l cons i s t s o f an i n f l a tab le rubbe r t ube secu red t o t hebot torn face and forward end of the canopy. I t in f la tes automat ica l ly when the can-opy is down and locked, and the engine runn- ing.

A ground test connect ion for the canopy seal is located on the r ight s ideo f t he a i r c ra f t , unde r t he sa r r re pane l con ta in i ng t he | tE rne rgency Canopy Je t t i sonHand le ' r .

Lirnit Switche s

L i rn i t swi tches are prov ided to s top the canopy actuator in each of the

t h r e e p o s i t i o n s t T T O P E N ' | , T T P A R T C L O S E T T , T T F U L L C L O S E T T .

Warn ing L. ight

A red wa rn ing l i gh t on each i ns t rumen t pane l i s on (w i t h power t u rnedi lONt ' ) unt i l the canopy is locked.

Micro Swi tche s

Two rn i c ro sw i t ches , ad jacen t t o t he f o rwa rd l e f t l a t ch hook , a re ac tua -

ted wi th rnovernent o f the lock handle , to do the fo l lowing:

( i ) Fo rwa rd sw i t ch - ope ra tes canopy sea l shu t -o f f va l ve , and can -

opy warn ing l ight .

( i i ) Rea r sw i t ch - cu t s ou t c i r cu i t t o canopy rno to r , as a sa fe t y ,

when canopy is locked down.

Opera t i ng 'T ime

Fu l l C lose t o Fu l l Open - 6 sec .

F u l l O p e n t o P a r t C l o s e 4 - 5 s e c .

Par t C lose to FuI l C lose - z 'J" . .

Canopy Je t t i son Sys te rn

The canopy re r r rove r c i t apu l t , no rma l l y used as a l eve r t o ra i se and

lower the canopy, is equipped wi th an exp los ive car t r idge to je t t ison the canopy

in an ernergency. Sorne of the ear l ie r rnodels o f the T33 are s t i l l f i t ted wi th thet tSEARt t t ype o f ca tapu l t , wh i l e t he l a te r r node l s and t hose mod i f i ed , use t he

"GAS INITIATORTT type. These two types of catapul t are operated as fo l lows:

P a r t 9 - Z

( " )

( b )

Sea r Type - i nvo l ves t he re rnova l o f a sea r sa fe t y p i n , and t he ro -ta t ion o f the sear ar rn to re lease a f i r ing p in wi th in the catapul t .A ground safety p in is inser ted through the top of the catapul twhen the a i rcra f t is on the ground.

Gas I n i t i a to r Type - A T4 g^s ca r t r i dge i s f i r ed , d i r ec t i ng a f l ow

@ a s i n t o t h e h e a d o f t h e c a t a p u l t , f i r i n g t h e i n -t e rna l ca r t r i dge . A g round sa fe t y p i n i s i nse r ted t h rough the gasin i t ia tor f i r ing rnechanisrn .

CA UT ION

the sarne:

Ext rer r re care rnust be taken when c l i rnb ing in and out o f a i rc ra f tf i t t ed w i t h t he gas i n i t i a t o r ca tapu l t , as t he f i r i ng l eve r , a r rba r -ber po le" p to ject ing be low the r ight s ide o f the canopy rnay beinadver tent ly rnoved. A lways ensure that the ground safety p ini s i n p l a c e .

W i the i t he r t ype o f canopy ca tapu l t , t he j e t t i son p rocedu re i s no r tna l l y

( i ) Frorn e i ther cockp i t by rneans of the JETTISON HANDLE(a l l ye l l ow , o r ye l l ow and b lack s t r i pes ) l oca ted on t heupper r ight s ide, to the rear o f the canopy lock handle .The j e t t i son hand les a re l i nked t o t he canopy l a t ch rnech -an i s rn so t ha t t he l a t ch hooks a re re l eased du r i ng t he j e t t -

i s o n p r o c e d u r e .

By rneans o f t he EXTERNAL EMERGENCY JETT ISONhand le , unde r a pane l oppos i t e t he rea r cockp i t . Th i shandle and cable are connected to the je t t ison rnechanisrnin t he cockp i t . Th i s hand le i s used t o j e t t i son t he canopyf ro rn a c rashed a i r c ra f t .

( i i )

Sea ts

Each cockpi t is equ ipped wi th an e ject ion seat , f i red by ind iv idua l cat -

No r rna l Ope ra t i on

(z )

apu l t s .

The seats are norrna l ly he ld in p lace by the i r a t tachrnent to the cata-pu1ts . The catapul t in turn , is a lso a t tached to the a i r f rarne s t ructure.

An up and down ad just rnent o f approx i rnate ly 4 l lz in . is poss ib le by an

elect r ic rnotor rnounted behind the head rest , cont ro l led by a togg le swi tch a t the

lower r i gh t s i de o f t he sea t .

S tanda rd t ype o f shou lde r and sea t ha rness i s f i t t ed t o each sea t , t he

shoulder harness be ing at tached to an iner t ia ra tchet ree l a t the rear o f the seat .

Th i s ree l i s used t o l ock t he shou lde r ha rness as f o l l ows :

( i ) Manua l l y - con t ro l l eve r , l owe r l e f t each sea t .

P a r t 9 - 3

( i i ) Au toma t i ca l l y - when the a i r c ra f t i s sub jec ted t o a dece le r -a t ion o f . 2 UZ G. or more. (c rash land ing)

( i i i ) E ject ion Sequence - ra is ing le f t ar rn

A qu ick-d isconnect f i t t ing on the le f t s id .e a t f looroxygen and ant i -G su i t leads dur ing e ject ion.

re s t .

l eve l , sepa ra tes t he

The two arm rests on each seat are used on ly dur ing e ject ion, and rnustbe lockwi red in the down pos i t ion.

-

Emergency p rocedu re

The sea t ca tapu l t , used t o e j ec t t he sea t , cons i s t sba r re l s , an exp los i ve ca r t r i dge , a sea r and sea r sa fe t y p i n ,pin through the top of each catapult.

o f t h ree t e l escop ingand a ground safety

The sear safe ty p ins are automat ica l ly wi thdrawn when the canopy isje t t isoned. As the canoPy breaks away, i t t r ips two levers a t the back of the rearseat ' These levers are a t tached to the sear safe ty p ins on both catapul ts , thusarming the catapul ts .

To f i re the catapul t for e ject ion, the r ight ar rn rest is ra ised expos inga t r i gge r , wh i ch i s squeezed . A bowden cab le a t t aches t he t r i gge r t o t he sea r .

Immed ia te l y p r i o r t o e j ec t i on , co r rec t pos i t i on ing i n t he sea t i s ve ryimpor tant :

the canopybefore the

( " )

(b )

( " )

The canopythe left dive

Due to the ext rerne forward pressure o f a i r in the rear cockp i t a f teris je t t isoned, the occupant must car ry out h is preparat ion sequencecanopy i s j e t t i soned .

NOTE

S i t e rec t , head back , ch in t ucked i n .

Hee l s p l aced on hee l r es t s , knees t oge the r .

A rms on a rm res t s , and he ld c l ose t o t he body .

actuator wel l is prov ided wi th a mois ture dra in , locatedf lap area. Th is dra in rnust be checked on each D. I .

1n

Part 9

GROUND HANDLING, SERVICING AND SAFETY PRECAUTIONS

( l ) T o w i n g

Two types of tow bars rnay be used:

( " ) Nose Gear - A nose gear tow bar , f i t ted to the lower towing lugson the torque ar f i rs , rnay be used, observ ing the fo l lowing pre-cau t i ons :

( i ) Use on ly on hard, leve l sur face.

( i i ) Do not push a i rcra f t backward wi th nose gear bar .

( i i i ) Avo id turn ing nose wheel beyond 45 deg. f rom neut ra l .

( i " ) Ensure that shear bo l t is ins ta l led in tow bar .

(b) Main Gear - T owing eye f i t t ings are provided on each main gearto enable fore and aft towing. The fol lowing precautions must rbe obse rved :

( i ) Ensure that shear bo l ts are ins ta l led in tow bar .

( i i ) Do not push a i rcra f t backward wi th tow bar .

NOTE

l1::::;nLT,l""lilf iljl:r::?:i:::'"ilf '":';.;l":ri,T:l:".( 2 ) Ho i s t i ng

(" ) Cornp le te A i rcra f t

(i) ffiil*lx1',1,1'J if i:::'Jifi:::03)

to jack pad attach-

(ii) lJ:1"J';:Ti:l'.,irtJi:::

rugs in upper surrace or wing'

(iii) :;i,:":Jlli.lr;'il:Jils lli'"?ilr;two-thirds

back on

( i " ) Before ho is t ing, ensure that ba l las t is p laced in nose sec-

t ion equivalent to weight of equiprnent rernoved.

(") Ensure that l i f t ing lugs are always free to move.

(b) Fuselage Nose and Mid Sect ions

( i ) Use same s l ing as for ent i re a i rcra f t .

(ii) :i:T1,":;::i:'.r;il;J:ar

cabre s' to upper aft -to -rnid

P a r t t 0 - I

( i i i ) Ensure that ho is t ing r ing is approx. one - th i rd back onchain .

( " ) Fuse lage A f t Sec t i on

( i ) P lace canvas pa r t o f s l i ng (#S -e++OZ) unde r f use lage f o r -ward of hor izonta l s tab i l izer .

( i i ) At tach fwd. cab le hook to fwd. bu lkhead.

( i i i ) At tach af t cab le hooks to fuse lage above engine ta i l p ipe.

( i " ) Proper ba lance is ind icated by the spr ing on fwd. cab lest re tch ing approx i rnate ly 2 in .

(d) \{ ing

(i) ::1Tr::i; i l";:::

'" sling (#s-8053) with lirting lug to-

(ii) :rJil lri l l; l:r"

to fwd. upper wing-to-fuselage attach-

( i i i ) At tach af t lugs to a f t upper wing- to- fuse lage f i t t ings.

( i " ) Ensu re cab les a re a t t ached to po in t r na rked r tP -80 t r on

l u g s .

(u ) Eng ine

( i ) A t t a c h s l i n g ( # f O - 6 0 9 0 1 ) a t t h r e e p o i n t s - t w o o n c o r n -

p resso r cas ing , and one on t he nozz le box .

(3 ) Jack ing

Th ree j ack ing pads rnus t be a t t ached as f o l l ows :

One ou tboa rd o f each ma in l and ing gea r , unde rs ide o f w ing .

One on unde rs ide o f nose sec t i on .

PRE CAUT IONS

( " ) Ensu re w i . ng j ack pads have l / 8 i n . r ubbe r pads a t t ached , t o p re -

vent a i rcra f t sk in darnage.

(b ) P lace j acks l eve l and so l i d , j ack ing s i r nu l t aneous l y .

( " ) A i r c ra f t headed down-w ind when j ack ing ou tdoo rs .

(d) Check nose gear s t ru t for ex tens ion ( fu11) i f re t ract ing land ing

g e a r .

( " ) r r l /hen equiprnent is rernoved f rorn nose sect ion pr ior

to jack ing, rep lace wi th equiva lent ba l las t '

P a r t L 0 - Z

( 4 )

a i rcra f t .

(s )

M o o r i n g

The jack ing pads are equipped wi th rnoor ing r ings, used to t ie down theEnsure the a i rcra f t is headed in to preva i l ing winds when moor ing.

Level l ing

Pads f o r sp i r i t l eve l s a re a t t ached to t he l owe r l onge rons i n t he nosewheelwel l - two on the r ight , and one on the le f t .

( 6) Se rv ic ing

(" ) Shock St ru ts

( i )

( i i )

( i i i )

P r i o r t o se rv i c i ng shock s t ru t s , r e l i eve a l l a i r p ressu reby loosening the a i r va lve assy. I l lT turns.

Ensure s t ru t is fu l ly compressed before f i l l ing wi th f lu id(34A l I oo ) .

when serv ic ing, ins ta l l new gasket between va lve assy.and shock s t ru t .

( b )

Ex tens ions

Ma in whee l - 90

N o s e w h e e l - 8 0

4 i n . - f o r g ross t ake -o f f w t . unde r I 2 ,000 l bs .

3 i n . - f o r g r o s s t a k e - o f f w t . o v e r 1 2 , 0 0 0 l b s .

T i r e P r e s s u r e s (consu l t i n f l a t i on cha r t i n EO 05 -50C-Z )

ps i t o 145 ps i , depend ing on g ross w t .

ps i cons tan t .

( " ) Refuel l ing

( i ) Observe s tandard grounding safety precaut ions.

( i i ) Refue l ce l ls on both s ides of w ing together .

( i i i ) Do not over- f i l l the fue l ce l ls .

( i .r) Ensure that no rnechanical or electr ical work is done onthe aircraft whi le refuel l ing.

Cockpi t Hazards( 7 )

( " )

(b)

canopy Jettison Handle - yellow handle (or yellow and black),r ight s ide, each cockpi t . HANDS OFF.

P a r t 1 0 - 3

( " ) J .A .T .O . Je t t i son - r ed hand le , l e f t s i de , ahead o f fwd . sea t .HANDS OFF.

(d) Ernergency Jet t isun Swi tch (panic but ton) - red r ing guard, eachinstrurnent sub -panel. HANDS OFF .

( " ) Ar rnarnent Swi tches - le f t console , both cockp i ts . HANDS OFF.

(8) Safety F lags

( " ) Emergency j e t t i son c i r cu i t b reake r c l i p - r ea r , nose whee l we l I .

(b) T ip Tank Pins - one for each tank, upper sur face of w ing.

( " ) Land ing Gea r C l i ps - one f o r each gea r , on sp r i ng ca r t r i dge .

(d) Seat Catapult Pins - one at top of each catapult.

( " ) Canopy Catapul t P in - a t top o f catapul t (sear) , or f i r ing p in o fGas Init iator.

P a r t I 0 - 4

COCKPIT

l .

z.

3 .

4 .

5 .

6 .

7 .

8 .

9 .

1 0 .

l l . .

t z .

1 3 ../ iy'

FUSE LAGE

t f f i ndsh ie l d and canop | . . ; r . r . . I , ,

B l ind Fry ing Hood.

B r a k e s .

Emergency hyd rau r i c pump , (oo No r make ,Emergency se rec t i on , , ) .

Emergency pump seal . dra in .

PRIMARY INSPECTION

Fl ight controls for f ree movement andd i rec t ion o f movement w i th respec t to

Tr im tabs .

Cockpi t ram air port .

Cockpi t a i r out lets.

con t ro l su r f aces f o r co r rec tcockp i t con t ro l .

- . * - /"' ,/ t: ;:l

l .

z ' Access ib l e hyd rau l i c pumps , va l ves , l i nes , hoses and connec t i ons .

3 . Hyd rau l i c r ese rvo i r s f o r co r rec t l eve l , l eaks and secu r i t y ,

4 . Hydrau l ic accumulator .

5. InGe+ier-and*exte.rior_-area. adja centfo.r.e_lief_t.u_be.

6. Sk in for warp&ge , d is tor t ion and smoke depos i ts .

7. yaw s t r ing .

8. 6athf-eool*rg turbile+i*-le+d. L :

UNDERCARRIAGE

l . Unde rca r r i age doo rs and

Z. Landing gear for damage

3. Down- lock safety c lamp.

4. Examine and c lean shock

operat ing mechanism.

and c l ean l i ness .

s t ru t p i s ton . \P a r t 1 1 - 1

5 . Whee l s f o r damage .

6. Main wheel ba lance weights .

7. Shock struts for inf lat ion.

8 . T i r e s .

9 . Brake l ines, corurect ions and components . (brakes r tONn) .

10. Exposed brake l ines for secur i ty and chaf ing.

I l . B rake sys te rn rese rvo i r .

IZ . B rake r rpucks r r .

I 3 . Sh imrny dampers .

GENERAL

l . D u c t s , f a i r i n g s , p a n e l s a n d d o o r s .

Z . A i r c ra f t f o r c l ean l i ness . (Ex te r i o r and i n te r i o r ) .

3 . A i l e ron boos te r un i t .

4 . Sta t ic ground wi re .

5 . lV ing, fuse lage and f ly ing cont ro l sur faces for damage and corro-s i on .

6. Cent re l ine t ip tanks.

7. D ive f lap cast ings; t racks c leaned; actuat ing cy l inder p is ton c leaned.

8. Dra in water f rorn s t ick and canopy wel ls .

9. Manual hydraul ic shut-off valves safet ied rrONtt.

I0. Wing f lap l ink assernbly eye bolts.

I l . P ressu r i zed boo t on e leva to r push -pu l l rM .

12 . Re - i ns ta l l o r c l ose i nspec t i on pane i s , doo rs , e t c .

13. Lubr icat ion land ing gear .

P a r t l 1 - Z

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