for DCS World

Flight Manual
AVIODEV

INDEX
....................................................................................................................................... 8
1. INTRODUCTION ................................................................................................................... 10
2. AIRCRAFT CHARACTERISTICS ............................................................................................... 16
2.1. AIRCRAFT DIMENSIONS ............................................................................................... 17
 Basic Dimensions ......................................................................................................... 17
2.2. SPECIFICATIONS........................................................................................................... 17
o Wing Specifications ..................................................................................................... 17
o Horizontal Stabilizer Specifications ............................................................................. 17
o Vertical Stabilizer Specification ................................................................................... 17
o Airbrake ....................................................................................................................... 17
2.3. WEIGHTS ..................................................................................................................... 17
3. AIRCRAFT SYSTEMS ............................................................................................................. 20
3.1. FRONT COCKPIT CONTROLS AND INDICATORS ........................................................... 20
Forward Lower Panel .......................................................................................................... 22
Forward Left Panel .............................................................................................................. 22
Forward Right Panel ............................................................................................................ 23
Left Side Panel ..................................................................................................................... 23
Right Side Panel ................................................................................................................... 24
3.2. REAR COCKPIT CONTROLS AND INDICATORS.............................................................. 25
3.3. POWER PLANT ............................................................................................................. 26
Engine Fuel System.............................................................................................................. 28
Anti-Surge Device ................................................................................................................ 28
Engine Anti-Ice System ........................................................................................................ 28
Engine Oil System ................................................................................................................ 28
Engine Starting System ........................................................................................................ 28
Engine Control Panel ........................................................................................................... 28
Engine Controls and Indicators ........................................................................................... 30
Engine Ignition System ........................................................................................................ 33
3.4. AIRCRAFT FUEL SYSTEM .............................................................................................. 34
Transfer System................................................................................................................... 35
Boost System ....................................................................................................................... 35
Fuel Quantity Indicating System ......................................................................................... 36

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3.5. ELECTRICAL SYSTEM .................................................................................................... 39
Starter-Generator................................................................................................................ 39
Batteries .............................................................................................................................. 39
DC Distribution System ....................................................................................................... 41
AC Distribution System........................................................................................................ 42
Inverters .............................................................................................................................. 42
Circuit Breaker Panels ......................................................................................................... 44
3.6. HYDRAULIC SYSTEM .................................................................................................... 45
Hydraulic Pressure Indicators.............................................................................................. 45
Hydraulic Pressure Warning Lights ..................................................................................... 46
3.7. FLIGHT CONTROLS ....................................................................................................... 47
Ailerons ............................................................................................................................... 47
Elevators .............................................................................................................................. 47
Aileron and Elevator Trim System ....................................................................................... 48
Control Sticks....................................................................................................................... 49
Rudder Control .................................................................................................................... 49
Wing Flaps ........................................................................................................................... 50
Speed Brake......................................................................................................................... 51
3.8. LANDING GEAR SYSTEM .............................................................................................. 53
Landing Gear Levers ............................................................................................................ 53
Landing Gear Position Indicators ........................................................................................ 53
Landing Gear Caution Lights/Audible Signal Buttons.......................................................... 53
Emergency Gear Extension Handles ................................................................................... 53
Emergency Gear Retraction Button (Crash Button) ............................................................ 54
3.9. WHEEL BRAKE SYSTEM ................................................................................................ 54
Anti-Skid System.................................................................................................................. 54
Parking/Emergency Brake System ...................................................................................... 55
Parking/Emergency Brake Handles ..................................................................................... 55
3.10. STALL WARNING SYSTEM ........................................................................................ 55
Stall Caution Light................................................................................................................ 55
Stall Warning Switches ........................................................................................................ 55
Stall Warning Test Switches ................................................................................................ 55
3.11. PITOT STATIC SYSTEM ............................................................................................. 56
Pitot Heat Switches ............................................................................................................. 56
Pitot Heat Caution Light ...................................................................................................... 56

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3.12. INSTRUMENTS ......................................................................................................... 56
Mach/Airspeed Indicators ................................................................................................... 57
Turn and Slip Indicators....................................................................................................... 57
Vertical Speed Indicator (VSI).............................................................................................. 58
Standby Artificial Horizons .................................................................................................. 58
Altitude-Encoding Altimeter ............................................................................................... 59
Altimeter ............................................................................................................................. 59
Standby Compass ................................................................................................................ 59
Accelerometers ................................................................................................................... 60
3.13. WARNING, CAUTION AND INDICATOR LIGHTS ....................................................... 60
Master Warning/Caution Lights .......................................................................................... 60
Warning/Caution Panels ..................................................................................................... 61
Warning/Caution Panel Test Switches ................................................................................ 61
Warning/Caution Panel Bright/Dim Switches ..................................................................... 62
Engine Fire Warning Lights/Test ......................................................................................... 62
3.14. CANOPIES ................................................................................................................ 62
Interior Canopy Lock/Unlock Handles ................................................................................. 62
Interior Canopy Detachment Handles................................................................................. 62
Canopy Unlocked Warning Lights ....................................................................................... 62
3.15. EJECTION SEAT ........................................................................................................ 63
Seat Elevation Switches....................................................................................................... 63
3.16. ENVIRONMENTAL CONTROL SYSTEM ..................................................................... 64
Cockpit Pressurization ......................................................................................................... 65
Air Conditioning................................................................................................................... 65
De-Mist Control ................................................................................................................... 65
Emergency Cockpit Ventilation ........................................................................................... 65
Windshield Rain Removal System ....................................................................................... 66
3.17. OXYGEN SYSTEM ..................................................................................................... 66
Oxygen Valve Lever ............................................................................................................. 66
Oxygen Pressure Warning Panel Light ................................................................................ 66
3.18. COMMUNICATION AND NAVIGATION EQUIPMENT ............................................... 67
Audio Control System AN/AIC-18........................................................................................ 67
VHF Radio AN/ARC-134 ....................................................................................................... 68
VHF Transfer Switch ............................................................................................................ 69
NAV Transfer Switch............................................................................................................ 69

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UHF Radio AN/ARC-164(V) .................................................................................................. 69
UHF Transfer Switch ............................................................................................................ 70
VOR/ILS/MB Equipment AN/ARN-127 ................................................................................ 70
TACAN Equipment AN/ARN-118 ......................................................................................... 71
VOR/TACAN Selector ........................................................................................................... 72
Flight Director System ......................................................................................................... 72
Radio Magnetic Indicator (RMI) .......................................................................................... 79
IFF AN/APX-101 ................................................................................................................... 79
3.19. LIGHTING SYSTEM ................................................................................................... 81
3.20. MISCELLANEOUS EQUIPMENT ................................................................................ 83
Map Case ............................................................................................................................. 83
Mirror .................................................................................................................................. 83
Instrument Flight Training Blackout Curtains...................................................................... 83
4. NORMAL PROCEDURES ....................................................................................................... 85
4.1. INTERIOR INSPECTION ................................................................................................. 85
4.2. BEFORE START ............................................................................................................. 88
4.4. START........................................................................................................................... 90
4.5. AFTER START ............................................................................................................... 90
4.6. TAXI ............................................................................................................................. 92
4.6. BEFORE TAKEOFF......................................................................................................... 93
4.7. TAKEOFF ...................................................................................................................... 93
4.8. CROSSWIND TAKEOFF ................................................................................................. 94
4.9. CLIMB .......................................................................................................................... 94
4.10. CRUISE ..................................................................................................................... 95
4.11. DESCENT .................................................................................................................. 96
4.12. BEFORE LANDING .................................................................................................... 96
4.13. LANDING .................................................................................................................. 97
4.14. CROSSWIND LANDING............................................................................................. 97
4.15. MISSED APPROACH ................................................................................................. 99
4.16. AFTER LANDING..................................................................................................... 100
4.17. PARKING ................................................................................................................ 100
5. EMERGENCY PROCEDURES ............................................................................................... 103
5.1. WHEEL BRAKE FAILURE ............................................................................................. 103
5.2. REJECTED TAKEOFF ................................................................................................... 103
5.3. ENGINE FAILURE/FIRE DURING TAKEOFF.................................................................. 103

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5.4. EJECTION ................................................................................................................... 103
5.5. ENGINE FIRE IN FLIGHT.............................................................................................. 103
5.6. ENGINE DAMAGED IN FLIGHT ................................................................................... 104
5.7. IN-FLIGHT RESTART ................................................................................................... 104
5.8. OUT-OF-CONTROL RECOVERY ................................................................................... 104
5.9. MAXIMUM GLIDE DISTANCE ..................................................................................... 104
5.10. EMERGENCY GEAR EXTENSION ............................................................................. 105
5.11. HYDRAULIC SYSTEM FAILURE ................................................................................ 106
5.12. FLAME-OUT LANDING ........................................................................................... 106
5.13. LANDING WITH HYDRAULIC FAILURE .................................................................... 107
5.14. LANDING WITH BRAKE FAILURE ............................................................................ 107
6. OPERATING LIMITATIONS ................................................................................................. 109
7. FLIGHT CHARACTERISTICS ................................................................................................. 112
7.1. STALLS ....................................................................................................................... 112
7.2. SPINS ......................................................................................................................... 113
7.3. SIDE SLIPS .................................................................................................................. 113
7.4. SPEED BRAKE ............................................................................................................. 113
7.5. DIVES ......................................................................................................................... 113
8. ALL WEATHER OPERATION ................................................................................................ 115
8.1. INSTRUMENT FLIGHT PROCEDURES.......................................................................... 115
AFTER ENGINE START ........................................................................................................ 115
BEFORE INSTRUMENT TAKEOFF ........................................................................................ 115
INSTRUMENT TAKEOFF ..................................................................................................... 115
INSTRUMENT CLIMB.......................................................................................................... 115
INSTRUMENT DESCENT ..................................................................................................... 116
9. ANNEX I C-101CC ............................................................................................................... 119
9.1 AIRCRAFT CHARACTERISTICS ..................................................................................... 119
 Engine ........................................................................................................................ 119
 Dimensions ................................................................................................................ 119
 Aircraft Weight .......................................................................................................... 119
 Ejection Seat .............................................................................................................. 120
 Weapons ................................................................................................................... 120
 Navigation equipment ............................................................................................... 120
9.2 AIRCRAFT SYSTEMS ................................................................................................... 121

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FRONT COCKPIT CONTROLS AND INDICATORS ................................................................. 121
REAR COCKPIT CONTROLS AND INDICATORS.................................................................... 123
Circuit Breaker Panels ....................................................................................................... 124
Emergency Fuel System (Back-Up) .................................................................................... 125
Rudder Trim System .......................................................................................................... 127
Trim Position Indicators .................................................................................................... 128
Angle-Of-Attack (AOA) System .......................................................................................... 128
Air Data Computer System (ADC)...................................................................................... 129
Integrated Navigation System ........................................................................................... 131
Gyroscope Platform AS-339 .............................................................................................. 132
Attitude Director Indicator (ADI) ....................................................................................... 132
Horizontal Situation Indicator (HSI) .................................................................................. 133
HSI Remote Control Panel ................................................................................................. 134
Flight Director Mode Selector ........................................................................................... 134
DME Selector ..................................................................................................................... 135
Radio Altimeter Switch ...................................................................................................... 135
Emergency Locator Transmitter (ELT) Switch ................................................................... 135
Telebriefing ....................................................................................................................... 135
Audio Control Panel .......................................................................................................... 136
VHF COMM/NAV Equipment ............................................................................................ 136
V/UHF Radio ...................................................................................................................... 136
Automatic Direction Finding (ADF) Equipment ................................................................. 137
Canopy Fracturing Handle ................................................................................................. 138
Armament System ............................................................................................................. 138
9.3 WEAPONS EMPLOYMENT ......................................................................................... 145
Air-to-Air Weapons Employment ...................................................................................... 145
Air-to-Ground Weapons Employment .............................................................................. 145
Stores Jettisoning .............................................................................................................. 146
Depression Angle Tables ................................................................................................... 147
Definitions and Attack Run Procedure .............................................................................. 148
External Stores .................................................................................................................. 148
10. ANNEX II SMOKE SYSTEM .............................................................................................. 151
10.1 DESCRIPTION ................................................................................................................. 151
10.2 OPERATION ................................................................................................................... 154

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The commissioning of the CASA C-101 in 1981 coincided with the appearance of the
first personal computer, the Intel 8088 powered IBM XT desktop computer. More than
three decades have elapsed since then, and technological advances since that time
have completely changed the world of aviation, from purely analog systems, to fully
integrated digital fly-by-wire flight control systems, EFIS displays, and full
mission/flight management computers, that drastically alter the pilot-machine
interface, increasing overall complexity, whilst reducing pilot workload and operating
costs.

The C-101 was initially designed under requirements of the Air Force to provide an
advanced yet simple training platform for the instruction of future fighter pilots. In
addition, versions for light attack armed with more powerful engines, 7 hard-points
and heads-up display were also designed.
This project seeks to develop an advanced C-101 simulation that takes into account
everything that concerns the operation of the aircraft in a military context, allowing
the pilot to seamlessly enter the virtual world of military aviation, through the use of
cutting-edge simulation software.
For this goal to be achieved, it is required to simulate all associated systems on the
aircraft, and the complex, often inter-dependent relationships between them. The
instruments have their own unique behaviors and characteristics programmed into
the simulation, offering not a mere interpretation of the instrument, but a fully
functional virtual counter-part. For example, gyroscopic precession instruments have
the associated errors; the variometer has accurate lag behavior due to internal capsule
aneroid; and the airspeed indicator responds in real-time to changes in angle-of-
attack, as the result of the pilots control inputs, to name a few.

The visual models of both the cockpit and exterior were developed using photographs
for both references and textures. Reproduction is faithful to the point that it is difficult
to distinguish between photos of the real aircraft, and the simulation.
The final result is an advanced simulation that creates an immersive experience,
where pilots are aware that in order to master the simulation, they must apply real-
world skills and knowledge of the aircraft systems to accomplish virtual, yet highly
realistic training missions, with unprecedented detail.
I hope you enjoy this aircraft, and a new level of flight and combat simulation.
Alejandro,
Military Pilot

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1. INTRODUCTION
The CASA C-101 Aviojet is a two seat jet-powered low-wing single engine advanced trainer and
light attack aircraft manufactured by the Spanish company Construcciones Aeronáuticas S.A.
(CASA). It is used by the Spanish Air Force (Ejército del Aire), where it is nicknamed Mirlo
(Blackbird), the Chilean Air Force, the Honduran Air Force (both call it Halcón, Falcon) and the
Royal Jordanian Air Force. It is the airplane used by the Patrulla Águila in its aerobatic displays.

Its designation as C-101 follows the designation system used for aircraft designed by CASA, with
the initial of the manufacturer C followed by a three-digit number. The first digit means the
number of motors, one in this case, and the two following mean the first single-engine designed
by the company.

Development
The C-101 "Aviojet" responds to the request of the Spanish Air Force for a training and light
attack aircraft to replace the Hispano Aviación HA-200 Saeta, the HA-220 Súper Saeta and the
Lockheed T-33. On the 16th of September of 1975, the Spanish Air Force signed a contract with
CASA for the design, construction and development of the new jet trainer.

The plane was defined as a subsonic flight basic and advanced trainer, but should be equipped
with the most modern equipment on board to facilitate the transition to fighter jets, it should
possess good acceleration to get future military pilots accustomed to the performances of more
advanced aircraft, it should also be very maneuverable at high and low level, and finally it should
withstand load factors between +7.5 and -3.75 G. As if all that were not enough, the Aviojet
should be able to land at 100 knots and be able to remain in inverted flight for 20 seconds.

Other characteristics it should fulfill were high visibility in both cockpits, student training hood
system for flight without visibility instruction, and a zero height and speed ejection seat.

Another prerequisite was the absence of external fuel tanks. Inner tanks should be explosion-
proof. Definitions concerning the landing gear covered different aspects, it should be designed
to operate at vertical speeds of 3.4 m/s among other requisites like disc brakes, anti-skid,
steering nose wheel and low pressure tires.

The controls should include electrical trim and servo-actuators. Navigational aids should include
TACAN and VOR/ILS, and communication systems should include UHF, VHF and IFF-SIF.
Moreover, the preliminary definition document insisted on two concepts considered essential:
the maintainability and accessibility.

A requirement that was decisive in the design of the aircraft was that it should have the ability
to move without additional fuel tanks from the Peninsula to the Canary Islands. Keep in mind
that, when work on this airplane started (the first contract was signed as indicated on the 16th
of September, 1975), the Western Sahara was still in Spanish hands, and the Aviojet was
expected to conduct support missions in that territory, as they were performed at the time by
the Hispano Aviación HA-220 Super Saeta which were to be replaced by the Aviojet. In the end,
when the plane took off for the first time, Spain had already left the Sahara, so this feature has
never come to be used, but still conditioned the whole project hindering it, since for such a large
autonomy for an airplane of its size, performance had to be sacrificed by designing a very small

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swept angle wing, which reduced the consumption, but on the other hand also decreased
maximum speed, which was a determining factor for its limited commercial success.

Once specified all preliminary requirements, design works were assigned to Madrid and Seville
Office Bureaus. The assistance of the German company Messerschmitt-Bölkow-Blohm (MBB)
was likewise required for the design of the rear fuselage structure, as well as the assistance of
the American Northrop, which took care of the air intakes and the airfoil, seeking maximum
efficiency for both.

The elected jet engine, the turbofan Garrett TFE-731-2 high bypass ratio (2.82:1) benefits from
a studied modular construction for easy maintenance, weighs 327 kg and develops a maximum
thrust of 1587 kg at sea level. It has also a low specific consumption, estimated at 0.22 kg/h/kg
of thrust, and excellent performances under high load factors.

The first wind tunnel test took place at the National Institute for Aerospace Technology (INTA)
"Esteban Terrada", fulfilling low speed tests with a 1/7 scale model. Afterwards, the high speed
tests were performed in the supersonic tunnel at the Royal Aircraft Establishment at Bedford,
England, and the process was completed in Lille, France, where the Aviojet was subjected to spin
performance tests using a 1/18 scale mock-up.

After multiple tests of structural rigidity, developed in Getafe, and equipment performance
tests, and after the refinements and corrections due to these works, prototype P1 came out of
the factory hangar at Getafe. It was registered XE-25-01 and painted with an orange and white
scheme. It was on the 28th of May, 1977.

On the 27th of June, four days before the scheduled date, the P1 took off piloted by Colonel De
La Cruz Jimenez. The flight was simply trying to test the controls behavior and even, for safety
reasons, the landing gear was retracted. It showed that the new aircraft was a very
maneuverable machine, to the extent that both 406th Squadron Saeta airplanes who escorted
him had difficulties to follow the C-101 during the turns carried out. On the 29th, the Aviojet was
officially presented at a ceremony attended by King Juan Carlos I. Right after that, preliminary
tests began, totaling 80 flights and 107 hours over which various performances, flight
characteristics, systems, etc. were tested.

INTA preliminary reports were delivered to the Air Ministry, and further tests with prototypes
P2, P3 and P4, as well as development works and improvements were conducted. To the end of
1978, INTA granted the type-approval, with number 530/78/1.

March the 17th of 1980 marked the official delivery of the first four series aircraft to the Spanish
Air Force. The first C-101 entered service on the 4th of April of 1980 in the 793rd Squadron of
the Spanish Air Force Academy at San Javier (Murcia).

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Variants
C-101EB

This is the version ordered by the Spanish Air Force, where it receives the designation
E.25. It is the version that has been manufactured in larger numbers, 88 airplanes built.
The Aviojet (officially nicknamed "Mirlo" and unofficially "Culopollo" in Spain) has
several roles within the Spanish Air Force, the most famous being flight training in the
Basic Flight School. The C-101EB is the release version of the aircraft and therefore the
less sophisticated.

Figure 1-1 C-101EB

C-101BB

This is the export version of the C-101EB trainer. It differs from the previous one in the
Garrett TFE731-3-1J engine which has some more power (200 pounds) than the EB’s
Garrett TFE731-2-3J and in the installation of six underwing pylons for loads up to 500
kg, plus a hard point under the fuselage for modular recognition equipment, electronic
countermeasures, laser designator, double barrel 12.70 mm machine gun or 30 mm
DEFA cannon container. The Chilean Air Force purchased 12 units, 4 from CASA and the
other 8 mounted by ENAER. They are locally known as T-36 Falcon. Four other units were
sold to the Air Force of Honduras.

Figure 1-2 C-101BB

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C-101CC

It first flew on the 16th of November of 1983 and is a light attack optimized version, built
under request from the Chilean Air Force. It has the same ability to carry weapons as the
C-101BB, but with an increased autonomy, which in this model comfortably exceeds
seven hours. In addition, the turbofan Garrett reaches 4700 pounds of thrust. It is known
as A-36 Falcon in Chile, where 23 units (one made in Spain, the rest mounted at ENAER
in Chile under license) were delivered. The Chilean Air Force studied the possibility of
using it as a launching platform for the Sea-Eagle anti-ship missile, for which purpose
the C-101 would be fitted with a Ferranti HUD and an inertial guidance system FIN 2000.
However, this possibility was canceled when the Chilean Navy bought 8 Eurocopter
Cougar helicopters, equipped with AM.39 Exocet anti-ship missiles. Yet the Chilean C-
101s have received various modifications of equipment including fire control system and
navigation, HUD and possibility of using the Rafael Shafrir 2 air-to-air missile. The C-
101CC was also acquired by Jordan, used as trainer and light attack airplane. 16 C-101
serve in the Air College King Hussein at Al-Mafraq Air Base.

Figure 1-3 C-101CC

C-101DD

CASA finally developed an improved version named C-101DD with new avionics,
including for example a GEC Marconi radar, a trajectory calculating computer, HOTAS
controls, ALR-66 radar warning receiver, a Ferranti HUD, chaff and flares launcher and
compatibility with the AGM-65 Maverick missile. That plane flew as a prototype in 1985
and was subsequently presented as a contender for the JPATS contest of the United
States Air Force and Navy, but did not receive any order.

Figure 1-4 C-101DD

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Users
Chilean Air Force: 35 (12 C-101BB and 23 C-101CC).
Spanish Air Force: 88 C-101EB.

Honduran Air Force: 4 C-101BB. These aircraft scored several kills against drug smuggling
aircraft.
Royal Jordanian Air Force: 16 C-101CC.

Patrulla Águila

Figure 1-5 Patrulla Águila in formation

The C-101 is the aircraft used by the Patrulla Águila (Eagle Patrol). Its name was chosen
in honor to the Air Force Academy emblem. The first exhibition took part more than 30
years ago, and is inheritor to the tradition of the former Patrulla Ascua. It is formed at
part-time by instructors of the Basic Flight School of the Spanish Air Force Academy
since, unlike other aerobatic teams, they don’t dedicate full-time to it, but must combine
their activity on the Patrol with their teaching duties, which makes their achievements
even more meritorious. Another factor that increases the merit of the members of the
Patrol is the limited performance of the airplane itself, as to perform certain maneuvers
that can be performed easily with other airplanes, in the case of the Aviojet they must
exploit the possibilities of the airplane practically to the limit. They have conducted
hundreds of air shows throughout Europe, Middle East and North America (including the
opening ceremony of the 1992 Summer Olympics). Its accuracy and its figures are
becoming legendary, and it may be emphasized that it is the only one that makes
landings of the seven planes in formation.

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2. AIRCRAFT CHARACTERISTICS
The C-101EB is a two seat advanced and basic trainer in tandem configuration,
manufactured by Construcciones Aeronáuticas, S.A. (C.A.S.A.). The aircraft is of metal
construction, with low wing and positive dihedral, equipped with a retractable tricycle
landing gear and powered by a Garrett TFE 731-2-2J single bypass engine. Most controls
and instruments are duplicated in the front and rear cockpits, and Solo flight is
undertaken from the front cockpit. The cockpit is pressurized and air conditioned, and
the rear one has provision for blackout curtains for instrument training flights. Ejection
seats provide safe escape at zero airspeed and zero altitude in level flight. The aircraft
has one fuselage tank made of flexible material and three integral wing tanks: one center
and two outer tanks - the outer tanks are used for ferry flights. Flight controls are
mechanical with servo-actuated aileron control. The aileron and horizontal stabilizer
trim controls are electrically actuated. Each elevator trailing edge incorporates a fixed
trim tab, which is adjusted on the ground. The hydraulic system provides power to the
trailing edge flaps, speed brake, wheel brakes and landing gear system. The speed brake
is located in the lower center fuselage.
Figure 2-1 shows the aircraft general arrangement.

Figure 2-1 C-101 Scheme

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2.1. AIRCRAFT DIMENSIONS

The overall dimensions of the basic aircraft with normal tire and strut inflation and
center wing and fuselage tanks with normal fuel loading, are:

 Basic Dimensions
 Length..................................................................................12.245 m.…..(40.17 ft)
 Wingspan.............................................................................10.600 m.…..(34.77 ft)
 Height....................................................................................4.250 m.…..(13.94 ft)

2.2. SPECIFICATIONS
o Wing Specifications
 Dihedral..........................................................................................................5.00°
 Sweep Angle…................................................................................................4.07°
 Aileron Deflection Limits (Neutral Trim)...........................................-24.0°/+17.0°
 Flap Deflection..............................................................10.0° TKOFF/30.0° DOWN
 Wing Area...................................................................................................20.0 m²
 Flap Area....................................................................................................2.45 m²
 Aileron Area...............................................................................................1.17 m²
o Horizontal Stabilizer Specifications
 Dihedral...............................................................................................................0°
 Sweep Angle...................................................................................................10.6°
 Elevator Deflection Limit (Neutral Trim)…...................................................± 20.0°
 Elevator Trim Limits...............................................................................-6.5°/+2.0°
o Vertical Stabilizer Specification
 Sweep Angle…................................................................................................46.6°
 Rudder Deflection Limit................................................................................±20.0°
o Airbrake
 Deflection Angle Limits........................................................................+0.0°/-45.0°

2.3. WEIGHTS
 Operating Empty Weight……………….…………………………………..3375 kg......(7440 lbs)
 Normal Operating Weight (standard fuel load version)……...4844 kg....(10680 lbs)
 Maximum Weight (ferry fuel load version)……………….………..5366 kg....(11830 lbs)

AIRCRAFT CHARACTERISTICS 17
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Figure 2-2 Aircraft dimensions

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3. AIRCRAFT SYSTEMS
3.1. FRONT COCKPIT CONTROLS AND INDICATORS

Figure 3-1 Main Instrument Panel

1. Horizontal Situational Indicator (HSI)

2. Attitude Direction Indicator (ADI)

3. Altitude-Encoding Altimeter

4. Vertical Speed Indicator (VSI)

5. Turn and Slip Indicator

6. Clock

7. Hydraulic System Pressure Indicator

8. Radio Magnetic Indicator (RMI)

9. Combined Airspeed/Mach Meter

10. Vertical Accelerometer

11. Low Pressure Turbine (N1) RPM Indicator

12. Inter-Turbine Temperature Indicator (ITT)

13. High Pressure Turbine (N2) RPM Indicator

14. Oil Pressure Indicator

15. Oil Temperature Indicator

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16. Fuel Flow/Fuel Used Indicator

17. DC Bus Voltage Indicator

18. Standby Artificial Horizon

19. Flight Director Control Panel

20. Trim Position Indicator

21. UHF Radio Control Panel

22. UHF Radio Frequency Repeater

23. Marker Beacon Indicator

24. UHF Control Transfer Button

25. VHF Control Transfer Button

26. Master Warning Reset

27. Anti-Skid Status/Power Switch

28. Fire Warning Reset/Test

29. Master Caution Reset

30. Flap Position Indicator

31. Airbrake Position Indicator

32. Navigation Control Transfer Button

33. HSI VOR/TCN Source Selector

34. Backup UHF Antenna Selector

35. HSI “Dot/Cross” Sync Control

36. TARSYN ADI Fast Erect

37. TARSYN Mode Selector

38. HSI Brightness Control

39. Air Blower Control

40. Fuel Flow Test

41. Red Panel Light Adjust

42. Red Panel Light Adjust

43. Red Panel Light Adjust

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Forward Lower Panel

55. HSI Course Selector

56. HSI Heading Selector

57. IFF Panel

58. Pedal Adjust Control

Figure 3-2 Forward lower panel

Forward Left Panel

59. Gear Position Indicator

60. Gear Lock Override

61. Gear Handle

62. Pitot Heat

63. Stall Warning System Test

64. Stall Warning System Power

65. Anti-Rain System [NOT INSTALLED]

66. Left Taxi/Landing Light

67. Right Taxi/Landing Light

68. Parking Brake Handle

69. Canopy Locking Handle

Figure 3-3 Forward left panel

AIRCRAFT SYSTEMS 22
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Forward Right Panel

44. Left Battery Contactor

45. Master Battery Contactor

46. Right Battery Contactor

47. DC Bus Tie

48. Engine Generator Contactor

49. Engine Generator Test Function

50. Essential DC Bus Transfer

51. AC Primary/Secondary Selector

52. Caution/Warning Panel Brightness Selector

53. Caution/Warning Panel Test

54. Caution/Warning Panel

Figure 3-4 Forward right panel

Left Side Panel

Figure 3-5 Left side panel

1. Fuel Panel

2. Engine Control Switches/Anti-Ice and GPU

3. Flap Lever

4. Throttle Lever and Gear Warn Mute

5. Emergency Gear Extension

6. Emergency Flight Control Panel

7. Circuit Breaker Panel

AIRCRAFT SYSTEMS 23
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Right Side Panel

Figure 3-6 Right side panel

8. Oxygen System Pressure

9. Cabin Altitude
10. Intentionally Left Blank
11. Illumination Panel
12. VOR Radio Panel
13. TACAN Radio Panel
14. Oxygen Valve
15. Audio Panel
16. VHF Comm Radio Panel
17. Pressurization/Environmental Control Panel

AIRCRAFT SYSTEMS 24
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3.2. REAR COCKPIT CONTROLS AND INDICATORS

Figure 3-7 Rear main panel

Figure 3-7.1 Rear right panel

Figure 3-7.2 Rear left panel

Note: See each system description in this manual for differences with front cockpit.

AIRCRAFT SYSTEMS 25
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3.3. POWER PLANT
The power plant consists of a Garrett TFE 731-2-2J turbofan engine mounted in the aft
fuselage, with air inlet ducts located on each side of the fuselage and converging at the
engine air inlet. Equipped with two mechanically independent spools, the low pressure
(LP) spool consists of a fan and a four stage axial compressor driven by a three stage
axial turbine, while the high pressure (HP) spool consists of a centrifugal compressor
driven by an axial turbine, both of which are single stage. The exhaust and fan gases are
discharged through independent concentric ducts. It has a bypass ratio of 2.75. The
accessory gearbox drives the starter generator and hydraulic pump by means of the HP
spool. It provides a static thrust of 3700 lbs at sea level, without taking into account
bleed air or accessory drive losses.

Figure 3-8 Power plant

AIRCRAFT SYSTEMS 26
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1 2 3 4 5

10

9 8 7 6

Figure 3-9 Garrett TFE 731-2-2J

1 FAN

2 PLANETARY REDUCTION GEARS

3 FOUR STAGE LOW PRESSURE AXIAL COMPRESSOR

4 FUEL MANIFOLD

5 LOW PRESSURE TURBINE

6 IGNITER

7 COMBUSTION CHAMBER

8 SINGLE STAGE HIGH PRESSURE AXIAL TURBINE

9 SINGLE STAGE HIGH PRESSURE RADIAL COMPRESSOR

10 ACCESSORY GEARBOX

AIRCRAFT SYSTEMS 27
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Engine Fuel System
The engine fuel system consists of a fuel pump assembly, a hydro-electromechanical fuel
control unit (FCU), a fuel flow divider assembly, fuel nozzles and an electronic computer.
Anti-Surge Device
There is an anti-surge valve that permits part of the LP compressor air to bleed to the
fan duct. This is to avoid compressor stall or surge during certain conditions, like abrupt
application of power that can affect the equilibrium of air through the LP spool and the
pressure aft of the spool which can create instability of the air flow.

Engine Anti-Ice System

The engine is equipped with an anti-ice system, which provides an air flow from the HP
compressor into the fan nose cone. It also heats Pt2 and Tt2 sensors with electrical
resistors.
Engine Oil System
The engine oil system is fully automatic and requires no manual control. A system that
detects metal particles in the oil illuminates a red PART METAL (CHIP DETECT) warning
panel light.
Engine Starting System
The engine starter-generator can be energized by the aircraft batteries or an appropriate
GPU regulated to 28V DC.

Engine Control Panel

7 1

5 4 3
Figure 3-10 Engine Control Panel

1 COMPUTER SWITCH 5 ABORT START SWITCH

2 ANTI-ICE SWITCH 6 START SWITCH

3 IGNITION LIGHT 7 GPU SWITCH

4 IGNITION SWITCH

AIRCRAFT SYSTEMS 28
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Each cockpit is equipped with an Engine Control Panel which comprises the following
switches:

Computer switch
In auto mode, the computer indicator switch light remains out. When depressing the
switch to manual mode, MAN illuminates in amber. In case of computer failure, an
amber COMPUT. (COMPUTER) caution panel light illuminates.

Anti-ice switch
Depress the switch to energize the anti-icing system. It will indicate ON in white letters
over black. Ice can form when the OAT is at or below 10°C and there is visible moisture
or the difference between the OAT and the dew point is equal to or less than 2°C.

Ignition switch
The three-position toggle switch is marked ARRANQUE (START) and IGNIC. CONT (CONT
IGN). To start the engine, hold the switch to START for approximately 2 seconds to
energize the igniters and starter-generator. In CONT IGN position, only the igniters are
energized. Use continuous ignition for takeoff, landing and during icing conditions,
heavy turbulence or when flying in thunderstorms.

Abort start switch

This two-position switch is spring-loaded to the neutral position. It de-energizes the
starter-generator when held to the ABORT position. It’s used to abort a normal start
before the automatic disconnect de-energizes the starter at 50% N2. It is also used to
de-energize the starter-generator and ignition when starting with the computer
inoperative.

Start switch
This is a three-position toggle switch marked NORMAL and VENTILACIÓN (CRANK). In
NORMAL, the automatic start sequence is armed; engine rotation initiates when the
ignition switch is held to START. In CRANK, the engine is motored without initiating the
start sequence. This is normally used to clear the residual fuel in the combustion
chamber following a start failure.

AIRCRAFT SYSTEMS 29
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GPU switch
It is used to connect the GPU current to the airplane electrical network. The upper part
of the indicator switch will illuminate with GPU in green when a GPU is connected to the
aircraft and has power available. Depress the switch to energize the aircraft circuits - ON
will display in green in the lower part of the switch. To de-energize the aircraft circuits,
depress the switch - ON will extinguish.

GPU CONNECTED TO THE AIRPLANE AIRPLANE CIRCUITS ENERGIZED

ENGINE ANTI-ICE ENERGIZED ENGINE COMPUTER DISCONNECTED

Figure 3-11 GPU/Anti-ice

Engine Controls and Indicators

Power Levers
The power levers are located on the left console of each cockpit. They are
interconnected with the engine by a flexible transmission. Each power lever grip
incorporates a speed brake switch, a manual fuel enrichment button and a PTT
microphone switch. The lever must be
moved up to bring it from IDLE to STOP
1
to pass through the quadrant gate, this
protects against inadvertent fuel shutoff
when retarding the power lever. With 2
gear retracted and power lever between
IDLE and approximately 33° forward, a
micro-switch in series with an altitude 3
pressure switch activates an audible
warning. This aural warning of retracted
gear at low power is cancelled by a 4

silence button at the base of the power

lever quadrant. The front cockpit power
lever incorporates a friction lock.
Figure 3-12 Power levers

1 SPEED BRAKE SWITCH 3 FRICTION LOCK (FRONT ONLY)

2 PTT MICROPHONE SWITCH 4 LANDING GEAR WARNING SILENCE BUTTON

AIRCRAFT SYSTEMS 30
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Tachometers
Low pressure compressor N1, and high pressure compressor N2 rotor speeds are
provided by tachometer indicators on the instrument panels, in percent of rated rpm.

Figure 3-13 Tachometers

Engine Temperature Indicators

Located on each instrument panel, they show Inter Turbine Temperature (ITT) in °C.

Figure 3-14 Temperature indicator

Fuel Flow Indicators

They show fuel flow in pounds per hour, as well as total fuel used, on each instrument
panel. There is a reset button in the lower right corner, and a test button in the right
side of the instrument. When depressed, the indicator will show a fuel flow of 1200 lbs/h
and the totalizer will show 10 lbs increments every 30 sec.

Figure 3-15 Fuel flow indicator

AIRCRAFT SYSTEMS 31
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Oil Temperature Indicators
There is an indicator on each instrument panel. The probe, which is located in the
lubrication line of the fan reduction gearbox, sends a signal to the 28V DC indicator,
displaying the oil temperature in °C.

Figure 3-16 Oil temperature indicator

Oil Pressure Indicators

The oil pressure indicator reads oil pressure transmitted by a pressure sensor located in
the same lubrication line as the oil temperature indicator. This 115V AC sensor receives
its voltage from an inverter incorporated in the 28V DC front instrument panel indicator,
and the indication is in psi. The signal is transmitted through an amplifier to the rear
position indicator.

Figure 3-17 Oil pressure indicator

Oil Pressure Warning Lights

When oil pressure drops below 25 psi, a 28V DC pressure switch causes a red PRES. ACTE.
(OIL PRESS) light to illuminate in the warning/caution panel of each cockpit.

Figure 3-18 Oil pressure warning light

AIRCRAFT SYSTEMS 32
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Chip Detector Warning Lights
A red PART METAL (CHIP DETECT) warning light will illuminate in each cockpit
warning/caution panel if metal particles accumulate in the engine oil. This may be
indicative of imminent engine failure. Only available in some airplanes. Not
implemented in DCS: C-101.

Figure 3-19 Chip detector warning light

Engine Ignition System

The ignition system comprises an ignition unit and connecting leads to two igniters. It
requires 10 to 30V DC to energize them.

Ignition Switches
There is an ignition switch on each Engine Control Panel. It is a three-position toggle
switch labeled ARRANQUE (START) and IGNIC. CONT (CONT IGN, continuous ignition).
During engine start, the switch is held to START for approximately 2 seconds to energize
the igniters and starter-generator. In CONT IGN position, only the igniters are energized.
The ignition light will illuminate while the ignition is on.

Ignition Lights
There is a yellow press-to-test ignition light located adjacent to each ignition switch. It
illuminates to indicate when the igniters are energized, regardless of mode.

Figure 3-20 Ignition light on

AIRCRAFT SYSTEMS 33
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3.4. AIRCRAFT FUEL SYSTEM

Figure 3-21 Aircraft fuel system

1 FUSELAGE TANK 3 LEFT OUTER WING TANK

2 CENTER WING TANK 4 RIGHT OUTER WING TANK

The aircraft fuel system, as shown in above picture, comprises four fuel tanks; one in the
fuselage, one in the center wing and one in each outer wing. The fuselage tank is
fabricated in a flexible material. A boost pump (submerged pump) is housed in the
engine feed cell, which, closed off by a counterweighted valve, permits inverted flight
for about 30 seconds. All the tanks are filled with anti-explosive polyurethane foam. The
three integral wing tanks feed their fuel directly to the fuselage tank from where the
fuel is supplied to the engine.
Refueling can be accomplished by pressure or by gravity.

AIRCRAFT SYSTEMS 34
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Transfer System
Fuel is transferred from the wing tanks to the fuselage tank by four identical transfer
pumps, two in the center tank and one in each outer tank. They are energized by the
28V DC secondary bus. Check valves prevent fuel transfer from one wing tank to
another. The correct sequence of transfer is to first consume the outer wing tanks
contents, if they contain fuel, and then the center tank contents.

Transfer Pump Switches

There are four transfer pumps, each of them has a three-position toggle switch located
on the fuel panels mounted on the left console of each cockpit. They are labeled AUTO
and MAN. In AUTO, the pump is energized until all the fuel in the tank is transferred. In
MAN, the pump is energized until the switch is set to OFF. MAN is restricted to abnormal
operation in order to avoid the pump to run dry, which would reduce its operational life.

Transfer Pressure Indicators

Fuel transfer pressure is detected by a pressure switch in the common fuel transfer line
and shown in a transfer pressure indicator located on each fuel panel. The indicator
displays a horizontal green bar under normal pressure, and a horizontal red bar when
low pressure is sensed. When the pressure switch detects low fuel pressure, an amber
PRES. COMB. (FUEL PRESS) light illuminates in each cockpit warning/caution panel.

Figure 3-22 Fuel press warning light/Transfer pressure indicator

Boost System

Boost Pump Switches

There is a guarded boost pump indicator switch in each fuel panel. When the boost
pump is energized, the switch is extinguished. To de-energize the pump, depress the
switch so that OFF is illuminated.

AIRCRAFT SYSTEMS 35
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Fuel Shutoff Valve Switches
Each fuel panel has a guarded fuel shutoff valve indicator switch. It controls the fuel
shutoff valve located between the fuselage tank and the engine. It displays OFF when
the valve is closed. An amber LLAV. COMB. (FUEL VALVE) light illuminates in each cockpit
warning/caution panel whenever the shutoff valve is not fully open.

Boost pump de-energized

Fuel shutoff valve de-energized

Boost pump energized

Fuel shutoff valve energized

Figure 3-23 Boost pump/fuel shutoff valve switch

Figure 3-24 Fuel valve warning light

Fuel Quantity Indicating System

Fuel quantity is measured in the fuselage tank and in the center wing tank. There is no
indication of outer wing tank contents.

Fuel Quantity Indicators

Fuel quantity indicators are located on each fuel panel. They indicate from 0 to 3200 lb
in 100 lb increments. Each fuel panel incorporates a fuel quantity selector switch to
display either the fuselage tank contents or the fuselage tank plus center wing tank
contents.
When depressing the test button located below the front cockpit indicator, the indicator
shows the sum of center and fuselage tank contents. The outer wing tank contents can
be estimated by reference to the fuel totalizer incorporated in the fuel flow indicator.
When the outer and center wing tanks are empty, the fuel available indicators display a
red horizontal bar.

AIRCRAFT SYSTEMS 36
AVIODEV
Fuel Quantity Selector Switches
There is a fuel quantity selector indicator switch on each fuel panel. If there is transfer
pressure (corresponding indicator shows green) and the fuel quantity selector switch is
off, the fuel quantity indicator will show fuselage tank plus center wing tank contents.
In this situation, press the switch to show fuselage tank contents only, the switch
illuminates FUS in amber. If there is no transfer pressure, the indication will be always
fuselage contents only and the switch will be always illuminated. In this case, press the
test button to show fuselage plus center wing tanks contents.

Fuselage indication only

Fuselage and center wing indication

Figure 3-25 Fuel quantity selector switch

Fuel Available Indicators

Both fuel panels incorporate a fuel available indicator for each wing tank. The low level
switch of each wing tank is connected to the corresponding indicator. When fuel is
available, the indicator displays a horizontal green bar. When fuel reaches low level, the
indicator displays a red horizontal bar. A white bar is displayed when the indicators are
de-energized.

The circuit is de-energized There is fuel in the tank There is no fuel in the tank
There is transfer pressure There is no transfer pressure
Figure 3-26 Fuel available and transfer pressure indicators

Fuel Low Level Warning Lights

When the fuel level in the fuselage tank drops below approximately 370 Ib, the fuel quantity
transmitter in the tank sends a signal to illuminate a red MIN. COMB. (LOW FUEL) light in each
cockpit warning/caution panel.

Figure 3-27 Fuel low level warning light

AIRCRAFT SYSTEMS 37
AVIODEV
1. FUEL QUANTITY TRANSMITTER
2. TRANSFER VALVE
3. FUEL LEVEL SENSOR 2 3 MASTER CAUTION
4. FEED CELL
5. BOOST PUMP
6. SHUTOFF VALVE
7. PRESSURE SWITCH
8. LOW LEVEL SWITCHES (5)
9. TRANSFER PUMPS (4)
10. DRAIN VALVES (3)
11. FUEL QUANTITY TRANSMITTERS (2)
12. PRESSURE SWITCH
13. SOLENOID VALVE
14. PRESSURE REFUELING PORT
15. PRESSURE REFUELING VALVE
1
16. PRESSURE SWITCH
17. TRANSFER PUMP SWITCHES (4)
FUS
18. FUEL AVAILABLE INDICATORS (3)
19. TRANSFER PRESSURE INDICATOR
20. FUEL QUANTITY INDICATOR
TEST BUTTON (FRONT ONLY)
21. FUEL QUANTITY INDICATOR WARNING/CAUTION
22. FUEL SHUTOFF VALVE SWITCH PANEL MODULES
23. BOOST PUMP SWITCH
24. FUEL QUANTITY SELECTOR SWITCH
4
23

5
22

21 6
20
7
19
18
17

16
24 OUTER WING
TANKS CAN
ONLY BE
REFUELED BY
GRAVITY

LH OUTER WING RH OUTER WING

CENTER WING

15
PRESSURIZED FUEL
REFUEL CONTROL AUXILIARY FUEL

TRANSFER FUEL
FUEL AT ENGINE FEED PRESSURE

STATIC FUEL 12 11 10 9 8
CHECK VALVE
GRAVITY REFUELING
ELECTRICAL LINE 14 13
CIRCUIT BREAKER

CHECK VALVE IN WING TANK BULKHEADS

Figure 3-28 Fuel system

AIRCRAFT SYSTEMS 38
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3.5. ELECTRICAL SYSTEM
The aircraft electrical power is supplied by DC and AC systems. DC power is supplied by
an engine-driven starter-generator and two 24V 23Ah Ni-Cd batteries. There is an
external receptacle to provide DC power from a ground power unit (GPU) when the
engine is not in operation. AC power is supplied by two identical single phase 700VA
static inverters with 115V and 26V output, the normal inverter and the standby inverter.

Starter-Generator
The starter function of the starter-generator is to initiate engine rotation for start or
crank. It is powered by the aircraft batteries or a GPU. The starter is energized by the
start switch on the Engine Control Panel. The generator is engine-driven through the
accessory gearbox and supplies between 28V and 30V DC.

Generator Switch
This three-position switch is located on the front right subpanel. It is marked ON, OFF
and RESET, and it is spring-loaded between OFF and RESET. When placed to ON, the
generator connects to the secondary bus. In OFF, the generator is disconnected. Before
connecting the generator or before attempting a reconnection, the switch should be
momentarily placed through RESET to reset the generator field relay.

Generator Test Switch

This three-position switch is located adjacent to the generator switch on the front right
subpanel. It is marked GF, OFF and OV and is spring-loaded to the OFF position. When
the switch is placed to GF (ground fault) or OV (overvoltage), the respective malfunction
is simulated. Satisfactory test is indicated when the generator disconnects and the red
X. GEN. C.C. (GENERATOR) light illuminates in the warning/caution panel. This light
illuminates in each cockpit whenever the generator is disconnected.

Batteries
The batteries are connected in parallel to the distribution system and are operated by
the battery switches. Each battery has an overtemperature sensor which activates a
temperature warning incorporated in the corresponding battery isolation/warning
switch.

AIRCRAFT SYSTEMS 39
AVIODEV
Battery Switch
The battery switch is located on the front right subpanel. When placed to ON, the
batteries connect in parallel to the primary bus. The batteries are automatically
disconnected from the distribution system when a GPU is connected and reconnected
when the GPU is disconnected.

Battery Isolation/Warning Switches

There is an isolation/warning switch for each battery located on the front and rear
cockpit right subpanels. If a battery temperature reaches 57 ± 2.8°C, TEM illuminates in
the lower part of the switch. In this situation, the battery can be isolated by depressing
the switch to ground it. Isolation is indicated when OFF is displayed in the top part of
the switch. When a GPU is connected to the aircraft, the switches indicate OFF.

Battery de-energized

Battery disconnected

Battery reached 57°C

Figure 3-29 Battery isolation/warning switch

Battery Warning Lights

A red 70° BAT light illuminates in the warning/caution panel of each cockpit if either
battery temperature reaches 70°C.

Figure 3-30 Battery warning light

AIRCRAFT SYSTEMS 40
AVIODEV

3 4

28V DC PRIMARY BUS

BATTERIES

2
INVERTERS
1 VOLTMETER NORMAL STANDBY

GPU
115V AC BUS
28V DC ESSENTIAL BUS
28V DC SECONDARY BUS

STARTER 5
26V AC BUS
GENERATOR
6

Figure 3-31 Electrical system

1 GPU SWITCH

2 BUS TIE SWITCH

3 BATTERY SWITCH AND BATTERY ISOLATION/WARNING SWITCHES

4 INVERTER SWITCH

5 ESSENTIAL BUS TRANSFER SWITCH

6 GENERATOR SWITCH AND GENERATOR TEST SWITCH

DC Distribution System
There are three DC buses: primary bus, secondary bus and essential bus. The batteries
are connected to the primary bus and the generator to the secondary bus. A bus tie
switch (UNIÓN BARRAS) connects the primary and secondary buses so that the
generator can power the whole DC distribution system. An essential bus transfer switch
(TRANSF. CIRC. ESENCIALES) permits the essential bus to be energized by either the
primary or secondary bus. This assures that in the event of a failure of either the
generator or batteries, the essential services can be maintained. The essential bus is
normally connected to the primary bus. A GPU can be connected to energize the
secondary bus. This is controlled by the GPU switch on the engine control panel. If the
bus tie relay is closed, the GPU will energize the starter and entire DC distribution
system. When the GPU is connected, batteries and generator disconnect automatically.

AIRCRAFT SYSTEMS 41
AVIODEV
Bus Tie Switch
This is a two-position switch located on the front right subpanel. It is marked ON and
OFF. When placed to ON, the bus tie relay closes connecting the primary and secondary
bus.

Essential Bus Transfer Switches

This indicator switch is located on each right subpanel. The switches are connected in
series. When the essential bar is connected to the secondary bus, the switch illuminates
and displays ON. To connect the essential bus to the primary bus, depress the switch so
that the ON indicator light extinguishes.

DC Voltmeters
The DC voltmeters, located on each instrument panel, are energized by the 28V DC
primary bus. They indicate generator voltage when the primary or secondary buses are
connected, and battery voltage when the buses are separated. Individual battery voltage
can be checked by alternately switching off each battery by depressing the battery
indicator switches with the bus tie switch in OFF.

Figure 3-32 DC Voltmeter

AC Distribution System
There are two AC buses: a 115V AC bus and a 26V AC bus.

Inverters
The AC electrical system is supplied by two identical single phase 700VA static inverters.
Each inverter supplies 115V AC and 26V AC. One inverter is used for continuous normal
AC power supply (NORMAL) while the other is used as a standby (RESERVA). The normal
inverter is energized by the primary DC bus and the standby inverter by the secondary
DC bus. If a failure of the normal inverter occurs, it is automatically disconnected and
the standby inverter is connected. If the standby inverter fails, the normal inverter must
be connected manually.

AIRCRAFT SYSTEMS 42
AVIODEV
Inverter Switch
The three-position inverter switch, labeled NORMAL, OFF and RESERVA (STANDBY), is
located on the front right subpanel. When the switch is placed to NORMAL or STANDBY,
the selected inverter connects. In the OFF position, both inverters are disconnected.
Inverter Caution Lights
If there is a failure of either the normal or standby inverter, a corresponding amber
CONV. NOR. (NORM INV) or CONV. RVA. (STBY INV) light will illuminate in the
warning/caution panel of each cockpit.

Figure 3-33 Inverter caution lights

2 3

4
1

Figure 3-34 Electrical system control panel

1 BUS TIE SWITCH 5 GENERATOR TEST SWITCH

2 ESSENTIAL BUS TRANSFER SWITCH 6 BATTERY SWITCH

3 INVERTER SWITCH 7 BATTERY ISOLATION/WARNING SWITCHES

4 GENERATOR SWITCH

AIRCRAFT SYSTEMS 43
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Circuit Breaker Panels
Most electrical circuits are protected by pop-out thermal circuit breakers. The main
panel is located on the front left console, and a secondary panel is located on the rear
left console for circuits that affect rear cockpit only.

Figure 3-35 Front cockpit circuit breaker panel

Figure 3-36 Rear cockpit circuit breaker panel

AIRCRAFT SYSTEMS 44
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3.6. HYDRAULIC SYSTEM
The hydraulic system powers the aileron servo-actuators, flaps, speed brake, landing
gear and wheel brakes. The 3000 psi system pressure is supplied by an engine-driven
pump through the accessory gearbox. The hydraulic fluid tank, with a capacity of 2.5
liters, is located in the aft fuselage. In the event of system failure, two nitrogen charged
accumulators provide a secondary source of power to the wheel brakes and aileron
servo-actuators.

HYDRAULIC FLUID TANK

Figure 3-37 Hydraulic installation

Hydraulic Pressure Indicators

An indicator is located on each instrument panel. It is energized by the 28V DC primary
bus. The rear indicator acts as a repeater of the front indicator.

AIRCRAFT SYSTEMS 45
AVIODEV
Hydraulic Pressure Warning Lights
A red PRES. HDR. (HYD PRESS) light illuminates in the warning/caution panel if the
pressure drops below 2000 psi. The light extinguishes at 2500 psi when increasing. The
system incorporates a 10 second delay, so the indication corresponds to a permanent
pressure drop.

Figure 3-38 Hydraulic pressure indicator Figure 3-39 Hydraulic pressure warning light

Figure 3-40 Hydraulic system

AIRCRAFT SYSTEMS 46
AVIODEV
3.7. FLIGHT CONTROLS
The primary flight controls are ailerons, elevators and rudder. Secondary controls are
trailing edge flaps and a speed brake in the lower fuselage. An aileron artificial feel
system provides simulated aerodynamic forces to the control stick. All primary controls
have electrically actuated trim controls.

Ailerons
The aileron system incorporates a hydraulically powered servo-actuator for each
aileron. They are connected by a linkage of push-pull rods and bellcranks to the control
stick. If a hydraulic failure occurs, a standby source of power is provided by an
accumulator which can power the system for about 2 minutes. When the accumulator
is discharged, the ailerons can be operated in a conventional mechanical manner subject
to certain speed restrictions.

Servo-Actuator Cutout Switches

A guarded indicator cutout switch, located on the emergency panel of each left console,
permits to simulate a hydraulic system failure so that pilots become familiar with manual
aileron control force inputs. This is done by cutting hydraulic power to the ailerons.
When depressing the switch, MAN illuminates in white letters over black, this prevents
hydraulic pressure from entering the system. To re-establish normal operation, depress
the switch so that the MAN indication extinguishes. This is not simulated in DCS: C-101.

Aileron Control Feel and Trim System

Due to the hydraulic design characteristics, the aerodynamic loads on the ailerons are
not transmitted to the control stick, therefore an artificial feel is installed to simulate
these forces. The aileron trim is actuated by a servo-motor through the artificial feel
assembly. Trim tab deflection range is ±3°.

Elevators
The elevators are connected by a linkage of push-pull rods and bellcranks to the control
stick.

Elevator Trim System

Pitch trim is accomplished by angular displacement of the horizontal stabilizer and is
electrically actuated by the 28V DC primary bus. Stabilizer displacement ranges between
+6.5° to -2°. The trailing edge of each elevator incorporates a trim tab which is manually
adjusted on the ground. An interconnection between the horizontal stabilizer and the
speed brake compensates for the pitch change resulting from speed brake operation.

AIRCRAFT SYSTEMS 47
AVIODEV
Aileron and Elevator Trim System

Aileron and Elevator Trim Switches

A trim switch is incorporated in the grip of each control stick. When the switch is
displaced laterally, forward or aft, the trim relieves forces on the control stick. It
automatically returns to the center position when released, maintaining the trim setting.

Aileron and Elevator Trim Position Indicators

Aileron and elevator trim settings are displayed on the integrated trim indicator located
on each instrument panel.

Figure 3-41 Trim position indicator

Emergency Elevator Trim Switches

There is an emergency switch located on each emergency panel to be used in case of
failure of the control stick trim switch. The switches are labeled DOWN, OFF and UP. To
operate the switch, a guard must be rotated 90°. When the switch is guarded, elevator
trim is operated from the control stick switch. When either the front or rear cockpit
guards are rotated, the control stick switches are inoperative, as well as the airbrake. In
addition to the COMPENS (TRIMS) circuit breaker, the emergency trim is protected by a
thermal circuit breaker on the emergency panel. An adjacent press-to-test light
illuminates when the horizontal stabilizer actuator is energized by the emergency trim
switch.
An acoustic warning can be heard in the headsets while trimming. When pulling the
TONO TRIM (TRIM TONE) circuit breaker, this acoustic warning will be silenced and
guards will not cut out airbrake and trim.

AIRCRAFT SYSTEMS 48
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Control Sticks
Each stick is mounted in a yoke, the grip of each stick incorporates various controls.
3

4
2
8
5

Figure 3-42 Control stick grip

1 TRANSMIT BUTTON (PTT) 5 CAMERA BUTTON

2 STORES RELEASE BUTTON AND GUARD 6 RAIN REPELLENT

3 SAFETY CATCH 7 TRIM CUT

4 FIXED WEAPONS TRIGGER 8 TRIM SWITCH

Rudder Control
The rudder control is mechanically actuated through the rudder pedals by a connecting
linkage of push-pull rods and bellcranks.
Rudder Pedals Adjustment
The rudder pedals are simultaneously adjustable with a handle located between the
pedals. When the handle is pulled, the pedals can be adjusted. When the handle is
released, the pedals lock in the selected position.

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Wing Flaps
There is one trailing edge flap on each inboard wing adjacent to the fuselage. The flaps
are electrically selected and hydraulically actuated.

Wing Flap Levers

A flap lever is located on the left console of each cockpit. They are interconnected by a
flexible linkage and have three marked positions: UP, TAKEOFF (10°) and DOWN (30°).

Flaps Position Indicators

There are three flaps position indicators arranged vertically above each other on both
instrument panels. When the flaps are in fully retracted position, the upper indicator
displays UP in black letters over white. When the flaps reach their selected position, the
center indicator displays T.OFF (TAKEOFF) and the lower indicator DOWN as
appropriate. In any position the two remaining indicators are white. Black is displayed
in all three indicators during transitions.

The circuit is de-energized or flaps in

transit

Flaps up

Flaps takeoff

Flaps down

Figure 3-43 Flaps position indicators

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Speed Brake
The speed brake is a panel which retracts flush to the lower fuselage. The speed brake
system automatically reduces the pitch change resulting from speed brake deployment.
Its position is electrically selected and hydraulically actuated. Any intermediate setting
can be selected until a maximum extension of 45°.
Speed Brake Switches
A switch is located on each power lever grip. Aft and forward movement of the switch
extends and retracts the speed brake respectively. The rear cockpit switch has priority
over the front switch.

Speed Brake Position Indicators

There are two speed brake indicators arranged vertically above each other on both
instrument panels. When the speed brake is retracted, the upper indicator displays IN
in white letters over black and the lower indicator is white. When the speed brake is in
transition or an intermediate position, both indicators display a black bar over white. At
maximum extension, the lower indicator displays OUT in white letters over black and
the upper indicator is white.

The circuit is de-energized

Speed brake in

Speed brake in transit

Speed brake out

Figure 3-44 Speed brake position indicators

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Emergency Speed Brake Switches
A guarded switch is located on the emergency panel of each left console. In case of
hydraulic failure, by pressing the switch, the speed brake will retract partially due to
aerodynamic forces, therefore eliminating the high drag generated at full extension.

7 4

3
1

Figure 3-45 Emergency panel

1 EMERGENCY ELEVATOR TRIM SWITCH 5 PRESS-TO-TEST LIGHT

2 SERVO-ACTUATOR CUTOUT SWITCH 6 TRIM TONE BREAKER (FRONT COCKPIT

ONLY)
3 EMERGENCY SPEED BRAKE SWITCH
7 THERMAL BREAKER (FRONT COCKPIT ONLY)
4 SEAT ELEVATION SWITCH

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3.8. LANDING GEAR SYSTEM
The aircraft is equipped with a fully retractable, tricycle landing
gear. The gear is electrically selected and hydraulically actuated.
A safety switch on the main gear prevents accidental retraction
of the landing gear when the aircraft is on the ground. In an
emergency, this can be overridden by a red “crash” button
located above the landing gear lever. Ground safety pins may
also be installed to further secure the gear against inadvertent
retraction. The main gear retracts inboard and the nose gear
forwards.
Landing Gear Levers
A landing gear lever is located on each left subpanel. It has two
marked positions, UP and DOWN. The electrical part is energized
by the 28V DC primary bus. Both gear levers are mechanically
connected by a cable.
Figure 3-46 Landing gear lever

Landing Gear Position Indicators

There are three position indicators on each subpanel, one for each strut. Each indicator
displays UP in white letters over black when the corresponding strut is up and its gear
door is locked. It displays a green bar when the strut is down and locked, and a red bar
in intermediate positions. The light in the landing gear lever flashes in red when the gear
is in transit.

Figure 3-47 Landing gear caution light

Landing Gear Caution Lights/Audible Signal Buttons

If a gear strut is not down and locked below 6500 feet pressure altitude and 75% N1, an
amber TREN (GEAR) light illuminates in the warning/caution panel of each cockpit, and
an audible signal will be heard. It can be silenced by pressing the landing gear silence
button at the base of each power lever. The GEAR caution light will remain illuminated
as long as the condition is met.
Emergency Gear Extension Handles
There is an emergency gear system that can be operated regardless of landing gear lever
position by means of a nitrogen bottle located in the nose wheel well. A handle labeled
EMERG. TREN (EMERG GEAR) is located on each left console. It can only be used once.
When the gear has been pneumatically extended, it cannot be hydraulically retracted.

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Emergency Gear Retraction Button (Crash Button)
The front landing gear lever has a microswitch and a locking device on the left main gear
strut shock absorber that prevent the lever being moved to UP, unless the strut is fully
extended. This avoids accidental gear retraction on the ground. A red crash button
located above each landing gear lever permits retracting the gear while the aircraft is on
the ground.

3.9. WHEEL BRAKE SYSTEM

The main landing gear wheels are equipped with disc brakes using hydraulic pressure
and operated by toe action on the rudder pedals. Braking can be normal or emergency.
Emergency braking is available through the parking brake.

Anti-Skid System
The normal brake system incorporates an anti-skid system to prevent wheel skid. The
system releases brake pressure when a skid condition is detected.

Anti-Skid Indicator Switches

There is a Korry type indicator switch on each instrument panel. The anti-skid indicating
system is energized by the 28V DC primary bus. The indications with gear down are as
follows:

Anti-skid connected/de-energized

Anti-skid failure

Anti-skid disconnected

Figure 3-48 Anti-skid Korry button

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Parking/Emergency Brake System
In case of hydraulic system failure, an accumulator, located in the nose wheel
compartment, provides a secondary braking power source. The system is actuated by a
parking/emergency brake handle located on each left subpanel.

Parking/Emergency Brake Handles

Emergency braking is applied by pulling the parking/emergency brake handle. It’s not
possible to use differential braking as pressure is applied equally to both wheel brake
units. The parking brake is set by pulling and rotating it clockwise 90° to lock it in the
parking position.

3.10. STALL WARNING SYSTEM

The system consists of an angle of attack (AoA) transmitter, a computer and a vibrator,
connected to the pedals. When the AoA exceeds a certain limit, the computer sends a
signal to activate the vibrator. This happens at around 10 to 15 KIAS before the stall.

Stall Caution Light

An amber AVIS. PERD. (STALL) light illuminates in the warning/caution panel of each
cockpit under the following conditions:
a. Short circuit in the potentiometers of the AoA transmitter.
b. Power supply failure to the pedal vibrator.
c. Failure of the test mode.

Stall Warning Switches

A two-position switch labeled ON and OFF is located on each left subpanel to energize
the stall warning system.

Stall Warning Test Switches

There is a three-position switch located on each left subpanel adjacent to the stall
warning switch. This switch is labeled PRUEBA SIST. (TEST), OFF and TRANSM. When held
to TEST, the following is initiated to indicate system serviceability:

a. The amber AVIS. PERD. (STALL) light illuminates in the warning/caution panel of the
front cockpit.
b. The pedal vibrator actuates in approximately 8 seconds.

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c. The AVIS. PERD. (STALL) light extinguishes in approximately 10 seconds.

If the switch is held to TRANSM, the AoA transmitter potentiometer circuits are tested.
The AVIS. PERD. (STALL) caution light illuminates to indicate serviceability.

3.11. PITOT STATIC SYSTEM

The pitot-static system supplies impact (pitot) and atmospheric (static) pressures to the
anemometer, altimeter and variometer. The static pressure is connected to the pressure
switch that activates the reduced power and gear retracted at low altitude warning
system. The pitot tube, which can be electrically heated, is located in the upper forward
fuselage nose section. There is a static port on each side of the fuselage.

Pitot Heat Switches

A pitot heat indicator switch is located on each left subpanel. The pitot heat is energized
through the 28V DC primary bus. To connect the heater, depress this Korry button - ON
will be displayed in white letters over black. The AoA probe will be heated as well when
the push-button is on.

Figure 3-49 Pitot heat Korry button

Pitot Heat Caution Light

An amber CAL. PITOT (PITOT HEAT) light illuminates in the warning/caution panel of
each cockpit when a circuit failure occurs in the pitot heat system.

3.12. INSTRUMENTS
Refer to FRONT/REAR COCKPIT CONTROLS AND INDICATORS section for illustrations of
instrument panels.

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Mach/Airspeed Indicators
There is an identical indicator on each instrument panel which displays Mach number
and indicated airspeed in knots (KIAS). A control button is located in the lower right
corner, whose function is to manually set a triangular index that can be used by the pilot
as speed reference.

1
4

Figure 3-50 Airspeed indicator and Machmeter

1 SPEED INDEX 3 MACH SCALE

2 INDICATING NEEDLE 4 SPEED REFERENCE SELECTOR

Turn and Slip Indicators

There is an indicator on each cockpit. It consists of a conventional instrument with a gyroscopic
mechanical system, energized by the 28V DC essential bus. The instrument displays angular
velocity around the vertical axis. Each dot represents a turn of 90° per minute. The inclinometer
indicates if the turn is being performed in a coordinated manner or if, on the contrary, there is
any slip or skid during the turn.

Figure 3-51 Turn and slip indicator

1 TURN NEEDLE 2 INCLINOMETER

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Vertical Speed Indicator (VSI)

An indicator is located on each instrument panel. It displays vertical speed in fpm (x
1000) up to ±6000 fpm.

Figure 3-52 Variometer

Standby Artificial Horizons

An indicator is located on each instrument panel. It provides roll and pitch reference as
a back-up to the ADI. The instrument is energized by the 28V DC essential bus. The
indicator mechanism consists of a cylinder that remains constantly horizontal and pivots
around the axis, displaying pitch angles in 10° increments. The upper part of the cylinder
(positive angle = nose up) is colored light gray, the lower part (negative angle = nose
down) is black. Roll indication is displayed in the upper part of the display. A fixed
miniature airplane symbol provides visual indication of roll and pitch attitude. There is
a fast erect knob (pull to operate) in the lower right instrument corner. Gyro caging is
achieved by pulling and turning the knob to the right. The pitch angle can be adjusted
by turning the knob without pulling. A warning flag appears in case of de-energization
or internal electrical fault.

Figure 3-53 Standby artificial horizon

1 FAST ERECT KNOB

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Altitude-Encoding Altimeter
An altitude-encoding altimeter is located in the front instrument panel. Altitude is
shown by a three digits drum counter (tens of thousands, thousands and hundreds of
feet) and a pointer in 50 ft increments. The Kollsman window can be adjusted in a margin
between 950 mb and 1050 mb. The encoder device is energized by the 115V AC bus and
provides coded altitude information to ATC through the IFF transponder.

4 2

Figure 3-54 Altitude-encoding altimeter

1 BAROMETRIC SCALE ADJUSTING KNOB 3 POINTER

2 BAROMETRIC SCALE (KOLLSMAN WINDOW) 4 THREE DIGIT DRUM COUNTER

Altimeter
There is an altimeter located in the rear instrument panel, similar to the one installed in
the front panel, but without the encoder device.
Standby Compass
A standby compass is located on the front right instrument panel. It is a magnetic
compass used as a back-up instrument.

Figure 3-55 Standby magnetic compass

1 COMPASS LIGHT SWITCH

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Accelerometers
An accelerometer is located on each instrument panel. The instrument measures and
records positive and negative G loads by means of three pointers. One pointer shows
present G load, while the other two record maximum positive and negative G loads
reached. A PUSH TO SET button in the lower left corner is used to return the recording
pointers to the 1 G position.

Figure 3-56 Accelerometer

1 PUSH TO SET BUTTON

3.13. WARNING, CAUTION AND INDICATOR LIGHTS

Warning, Caution and indicator lights provide a visual indication of malfunction or the
status of certain equipment and systems. The light system consists of a red FIRE warning
light, a red master WARNING light, an amber master CAUTION light, a warning/caution
panel and the indicator lights on the panels and consoles.
Master Warning/Caution Lights
A red master warning and amber master caution light are located on each instrument
panel. They are labeled FALLO (WARNING) in black letters over red and AVISO
(CAUTION) in black letters over amber. The red and amber colors signify critical
conditions requiring immediate action and conditions of a less critical nature
respectively. The system to which a master light refers can be identified by reference to
the warning/caution panel. When a condition is identified, the master light should be
cancelled by depressing the push-button. This resets the light to re-illuminate if a further
condition occurs. When a master light is cancelled, the aural warning that sounds
simultaneously is also cancelled.

Figure 3-57 Master Warning Figure 3-58 Master Caution

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Warning/Caution Panels
There is an identical warning/caution panel on each cockpit right subpanel. They
simultaneously identify the malfunctions indicated by the master WARNING or CAUTION
lights. The left column of the panel illuminates the warnings in red, corresponding to the
red master WARNING light, and the right column illuminates the cautions in amber,
corresponding to the amber master CAUTION light. This panel is energized by the 28V
DC primary bus.
An intermittent 600 cps audio signal sounds when the red master WARNING light
illuminates, and a continuous 200 cps audio signal sounds when the amber GEAR caution
panel light illuminates.

Figure 3-59 Warning/Caution Panel

Warning/Caution Panel Test Switches

There is a spring-loaded switch on each right subpanel. When TEST is selected, all the
warning/caution panel lights illuminate, together with audio signals.

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Warning/Caution Panel Bright/Dim Switches
A selector switch is located on each right subpanel. It has two switch positions, BRIGHT and DIM,
for panel illumination adjustment.

Engine Fire Warning Lights/Test

There is a red master FUEGO (FIRE) warning light located on the
upper right part of each instrument panel, as well as a red FIRE
light in each warning panel. It illuminates in black letters over
red in case of an engine fire/overheat. The master push-button
serves also as a test switch for the detection system. The circuit
is energized by the 28V DC essential bus.
Figure 3-60 Engine fire wng

3.14. CANOPIES
There are two canopies, forward and aft, that open to the right. To close and lock the canopy,
grab the canopy safety
catch, close the canopy and
then move the canopy
lock/unlock handle forward.
To unlock and open the
canopy, move the canopy
lock/unlock handle back-
ward, squeeze the canopy
safety catch and open the
canopy.
Figure 3-61 Canopy opening

Interior Canopy Lock/Unlock Handles

A handle is located on the left side of each cockpit. When moved forward, the canopy locks.

Interior Canopy Detachment Handles

A handle is located on the right side of each cockpit that permits the canopies to be fully opened
for emergency evacuation or maintenance.

Canopy Unlocked Warning Lights

A red BLOC. CAB (CANOPY) warning panel light illuminates in each cockpit when either cockpit
is not fully closed.

Figure 3-62 Detachment handle Figure 3-63 Canopy unlocked warning light

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3.15. EJECTION SEAT
Each cockpit is equipped with a fully automatic, cartridge operated, rocket assisted Martin Baker
Mk-10 ejection seat to provide safe escape within the envelope of zero speed, zero altitude in
the speed range between zero and 600 KCAS and between zero altitude and 50000 feet.

Red safety pins are provided to render the explosive devices safe while the aircraft is on the
ground. These pins must be removed before flight. Ejection is initiated by pulling a seat firing
handle situated between the legs on the seat front.

3
6

Figure 3-64 Ejection seat

1 CANOPY BREAKERS 4 LEG RESTRAINT LINES

2 GO-FORWARD CONTROL 5 SAFETY PIN

3 SEAT FIRING HANDLE 6 MANUAL SEPARATION HANDLE

Seat Elevation Switches

A seat elevation control switch is located on each emergency panel on the left consoles.
It has two positions, UP and DOWN, which indicate the direction of seat travel. See figure
3-30.

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3.16. ENVIRONMENTAL CONTROL SYSTEM
The environmental control system comprises pressurization, air conditioning,
windshield and canopy de-misting, anti-G suit and emergency cockpit ventilation. The
system operates on bleed air from the engine HP and LP compressors, and it uses
external ram air to cool the bleed air through a bypass valve, which is automatically
activated by a temperature controller in AUTO mode and manually activated in MAN
mode.

6 1

5
2

4 3

Figure 3-65 Air conditioning panel

1 MODE SELECTOR SWITCH 4 EMERGENCY VENTILATION SWITCH

2 TEMPERATURE SELECTOR 5 FLOW SELECTOR SWITCH

(AUTO MODE) 6 CONDITIONING/PRESSURIZATION SWITCH

3 MANUAL CONTROL SWITCH

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Cockpit Pressurization
The system maintains cockpit pressure in relation to airplane altitude according to a
specific pressurization program. The red PRES. CAB. (CKPT PRESS) warning light
illuminates when a cabin altitude of 25000 ft is reached.

Air Conditioning/Pressurization Switch

This switch is located on the air conditioning panel. It must be ON for cockpit
pressurization and air conditioning.

Cabin Altimeter
It is located on the forward right console and functions as a normal altimeter displaying
cabin pressure altitude. See figure 3-67.

Air Conditioning
Cockpit temperature is regulated in automatic or manual modes as mentioned above.

Cockpit Temperature Control

In AUTO, the temperature is controlled by setting the temperature selector. In manual
(MAN) mode, the temperature is controlled by setting the control switch to (CALOR)
HOT or (FRÍO) COLD.

De-Mist Control
With the flow selector switch in CAB position, air flow through the diffusers to the
windshield and canopy is minimal while the flow to the cockpit is maximum. In CRISTAL
(WINDSHIELD) position, the flow through the de-misting diffusers is maximum.

Emergency Cockpit Ventilation

The system permits the flow of ambient air to the cockpit in case of pressurization
failure, uncontrollable temperature, etc. It consists of a set of emergency ventilation
valves which remain closed in normal operation.

Emergency Ventilation Control

When the switch is placed to ON, ambient air enters the cockpit through an intake
located on the nose fuselage.

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Windshield Rain Removal System
The system applies repellent fluid to the windshield when the
switch incorporated in the front cockpit control stick or in the
front left panel is depressed.

Figure 3-66 Rain repellent switch

3.17. OXYGEN SYSTEM

The pilot’s oxygen is contained in two high pressure bottles located in the nose
equipment compartment. The pressure is shown in the oxygen panel pressure indicator
of the front cockpit, and repeated in the rear cockpit indicator. A pressure reducing valve
reduces the bottle outlet pressure to 80 psi. Then the oxygen flows to the masks through
a regulator which reduces the medium pressure to low pressure. Oxygen flow for both
pilots is indicated simultaneously in the front and rear oxygen panels.
Oxygen Valve Lever
The lever on the right console of each cockpit is used to open and close the
corresponding oxygen valve. It is marked A (O) for open and C for close.

Figure 3-67 Oxygen panel and cabin altimeter Figure 3-68 Oxygen valve lever

Oxygen Pressure Warning Panel Light

A PRES. OXIG. (OXY PRESS) warning light illuminates when system pressure to the
regulator drops below 45 psi.

Figure 3-69 Oxygen pressure warning light

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3.18. COMMUNICATION AND NAVIGATION EQUIPMENT
The communication equipment consists of:

 Interphone system
 VHF transceiver
 UHF transceiver
The navigation equipment consists of:

 VOR/ILS/MB system
 TACAN
 Flight Director System
Audio Control System AN/AIC-18
The equipment permits communication between cockpits and cockpit to ground. Each
pilot can independently receive any navigation station and receive/transmit any
communication.
There is an audio control panel in each right console, and the microphone and
earphones are incorporated in the helmet. A press to talk (PTT) switch is located in each
power lever grip and each control stick grip.
Audio Control Panel

1 3 5 7
2 4 6

11
9

10

Figure 3-70 Audio control panel

1 INTERPHONE ON/VOLUME BUTTON 7 HOT MIC MODE ON/VOLUME BUTTON

2 TACAN ON/VOLUME BUTTON 8 HOT MIC TALK BUTTON

3 UHF ON/VOLUME BUTTON 9 CALL BUTTON

4 VOR ON/VOLUME BUTTON 10 SELECTOR SWITCH

5 VHF ON/VOLUME BUTTON 11 GENERAL VOLUME KNOB

6 MARKER BEACON ON/VOLUME BUTTON

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Intercommunication between pilots (or with ground) can be accomplished in the

following way:
INTER: To operate in this mode, the selector switch must be in the INT position, the INT
button pulled and rotated to the required volume and the PTT switch depressed.
HOT MIC: In this mode it is not necessary to depress the PTT switch. The HOT MIC TALK
and the HOT MIC buttons must be pulled out and the latter rotated to the required
volume.
CALL: This is an emergency mode that overrides the INTER and HOT MIC modes by
pressing the CALL button.
Reception of VHF and UHF radio audio signals as well as identification signals of the
TACAN, VOR, DME, ILS and marker beacons is accomplished by pulling out the respective
button and rotating it to adjust the volume.
The PTT is used to transmit through the VHF and UHF radios.
VHF Radio AN/ARC-134
This equipment, energized by the 28V DC essential bus, permits air to air and air to
ground communications in the frequency range of 116.000 to 149.975 MHz in 25 kHz
increments. The control panel is located in the right console of both cockpits.

1
7

3 4 5 6
Figure 3-71 VHF radio panel

1 POWER SWITCH

2 DIGITS TEST

3 FREQUENCY SELECTOR (10 MHz INCREMENTS)

4 FREQUENCY SELECTOR (1 MHz INCREMENTS)

5 FREQUENCY SELECTOR (0.1 MHz INCREMENTS)

6 FREQUENCY SELECTOR (25 kHz INCREMENTS)

7 DIMMER/VOLUME KNOB

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VHF Transfer Switch

This switch, located on each instrument panel, transfers VHF control to/from either
cockpit. A circular spot illuminates in the switch to indicate when the equipment
control is gained from that cockpit.

NAV Transfer Switch

This switch, located on each instrument panel, allows control of the VOR navigation
equipment to be gained by either cockpit; including vertical gyro fast erection control,
TARSYN operation selector control and HSI remote control.

UHF Radio AN/ARC-164(V)

This equipment, energized by the 28V DC secondary bus, permits air to air and air to
ground communications in the frequency range of 225.000 to 339.975 MHz in 25 kHz
increments. The control panels are located in the front instruments panel of both
cockpits.
The main elements are: the transceiver and control unit, the frequency indicator, two
antennae, common with IFF equipment and located in the upper and lower fuselage,
and the antenna selection switch. Antenna selection is made through this switch. In AUT,
the equipment automatically selects the antenna with the best reception level.

Function Selector
In the OFF position, the equipment is disconnected. In MAIN, the main receiver is on. In
BOTH, main and reserve receivers are on. The ADF position is inoperative.

Mode Selector
In GUARD position, the guard frequency (243 MHz) is automatically tuned. MANUAL
position is used to tune the desired frequency. The PRESET position is used for automatic
tuning of preset channels.

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3
2

6 7 8 9 10

Figure 3-72 UHF control unit and frequency indicator

1 FREQUENCY SELECTORS 6 FUNCTION SELECTOR

2 INDICATION MODE AND TEST SELECTOR 7 TONE TEST BUTTON

3 DIMMER 8 VOLUME KNOB

4 PRESET CHANNEL INDICATOR 9 SQUELCH

5 PRESET CHANNEL SELECTOR 10 MODE SELECTOR

UHF Transfer Switch

This switch, located on each instrument panel, transfers UHF control to/from either cockpit. A
circular spot illuminates in the switch to indicate when the equipment control is gained from
that cockpit.

VOR/ILS/MB Equipment AN/ARN-127

This equipment is a full navigation and landing aid system. It receives VOR, localizer, glide slope
and marker beacon signals. Output signals from the receiver go to the ADI, HSI, RMI and marker
beacon lights. It also provides station identification and marker beacon audio signals to the
headsets through the audio panel. The VOR/LOC function receives and processes VHF signals
from ground stations in the frequency range between 108.00 and 117.95 MHz in 50 kHz
increments. The required VOR station or localizer frequency is set on the VOR/ILS control panel
of either cockpit. The signal is tuned by the panel which has gained control, according to the
NAV transfer switch selection. The GS function receives and processes signals for glide slope
deviation. The MB function receives and processes marker beacon signals of 75 MHz which

AIRCRAFT SYSTEMS 70
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produce a visual indication in the three marker beacon lights (blue, amber and white) located in
the front instrument panel of each cockpit, representing OM, MM and IM. When pressing the
VOR-MK TEST button, all three marker beacon lights will illuminate and the VOR test will be
performed.

1 7

3 6

4 5

Figure 3-73 VOR/ILS control panel

1 VOR/MARKERS TEST BUTTON 5 FREQUENCY SELECTOR (0.1 MHz INCREMENTS)

2 DIGITS TEST 6 FREQUENCY SELECTOR (0.05 MHz / 50 kHz

INCREMENTS)
3 DIMMER
7 OFF/VOLUME KNOB
4 FREQUENCY SELECTOR (1 MHz INCREMENTS)

TACAN Equipment AN/ARN-118

This equipment provides bearing, course deviation, and distance (slant-range) to a ground or
ship-borne station. The control panel is located on the right console of both cockpits. The
bearing is depicted in each RMI and HSI and the distance and course deviation is displayed in
each HSI.

1 2 3 4

Figure 3-74 TACAN control panel

1 CHANNEL SELECTOR (TENS) 4 X/Y MODE SELECTOR

2 TEST BUTTON 5 MODE SELECTOR

3 CHANNEL SELECTOR (UNITS) 6 VOLUME KNOB

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In REC mode, the transceiver operates as a navigation signal receiver only to get course
indication. In T/R mode, it also gets distance indication. A/A REC is similar to REC mode
except that the course information is received from another airplane. A/A T/R mode is
used to get course and distance information from another airplane.
Interrogation and response frequencies always have a 63 MHz difference. Therefore, to
be able to contact and receive information from another airplane, a channel with 63
MHz separation must be tuned. Example: if the transmitting airborne station is on
channel 11X, the receiving aircraft must be on channel 74X. (Always same X or Y mode).

VOR/TACAN Selector
This push-button is used to show either VOR or TACAN in the HSI.

Figure 3-75 VOR/TACAN selector

Flight Director System

This system provides attitude and radio navigation information integrated in the ADI and
HSI. The system comprises the following components located in the cockpit: Attitude
Director Indicator (ADI), Horizontal Situation Indicator (HSI), Flight Director Computer,
Flight Director Annunciator, HSI Remote Control and Altitude Control.
The system comprises the following components located outside the cockpit:
Gyroscopic System, Navigation Coupler, Flux Valve and Flags Amplifier.

Attitude Director Indicator HZ-444

The ADI combines the attitude display with computed steering signals to direct the pilot
to intercept and maintain a desired flight path. The ADI displays pitch and roll attitude,
glide slope deviation, localizer deviation, failure flags, inclinometer and attitude self-
test. It also incorporates Flight Director cross-pointer command bars. The aircraft is
flown to the intersection of the command bars. The commands are satisfied when the
bars are aligned with the center dot of the aircraft symbol. The horizontal bar displays
computed pitch commands and the vertical bar displays computed roll commands.

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2 3 4

1 5

11 10 9 8

Figure 3-76 ADI

1 ATTITUDE SPHERE 7 GLIDE SLOPE DEVIATION POINTER

2 FLIGHT DIRECTOR FAILURE FLAG 8 PITCH ADJUSTMENT KNOB

3 ROLL INDEX 9 INCLINOMETER

4 ATTITUDE FAILURE FLAG 10 LOCALIZER DEVIATION POINTER

5 ROLL COMMAND BAR 11 ATTITUDE TEST BUTTON

6 PITCH COMMAND BAR

The attitude sphere moves with respect to the aircraft symbol to display actual pitch and
roll attitude. Pitch attitude marks are in 5-degree increments. The roll index shows
actual roll attitude through a movable index and fixed scale reference marks at 0, 10,
30, 45, 60 and 90 degrees.
The glide slope deviation pointer displays aircraft deviation from glide slope, provided
that ILS frequency is tuned. Aircraft is below glide path if pointer is displaced upward.
The localizer pointer is displayed whenever the ILS frequency is tuned and a valid
localizer signal is available, showing displacement from the localizer centerline. The
indication is amplified 7½ times with respect to the HSI indication, so it is intended for
assessment only, since the pointer is too sensitive to be used during the entire approach.

AIRCRAFT SYSTEMS 73
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The inclinometer, located at the bottom of the ADI, informs the pilot of any slip angle,
and permits him, in conjunction with the turn indicator, to perform a coordinated turn.

When the attitude test button is depressed, the sphere shows a 20° roll to the right and
a 10° pitch up attitude. The pitch adjustment knob is used to set the pitch command bar
to the required pitch - see FD (Flight Director) section. A red ATT (attitude) flag appears
to indicate a failure in the vertical gyro system. A red FD (Flight Director) appears to
indicate that command bars are inoperative.
Horizontal Situation Indicator RD-500A
There is an HSI (Horizontal Situation Indicator) in the front instrument panel of each
cockpit. It provides aircraft position with respect to magnetic heading and aircraft
displacement relative to VOR and TACAN radials, localizer, and glide slope beam. It also
displays distance to the station.

4 5 6 7

11

9
2

1 10

13 12

Figure 3-77 HSI

1 GYRO SYNCHRONIZATION ANNUNCIATOR 8 GLIDE SLOPE DEVIATION POINTER

2 NAVIGATION FAILURE FLAG 9 GLIDE SLOPE FAILURE FLAG

3 COURSE DEVIATION INDICATOR (CDI) BAR 10 HEADING BUG

4 COURSE DISPLAY 11 COURSE SELECT POINTER

5 HEADING FAILURE FLAG 12 TO-FROM ANNUNCIATOR

6 HEADING REFERENCE INDEX 13 RECIPROCAL POINTER COURSE

7 DISTANCE DISPLAY

AIRCRAFT SYSTEMS 74
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The heading reference index displays gyro stabilized magnetic compass information on
a dial graduated in 5-degree increments. There are fixed heading marks at 45 degrees
to either side of the aircraft axis. The notched orange heading bug is positioned on the
rotating heading dial by the remote heading knob to select and display preselected
compass heading.

The yellow course pointer is positioned on the rotating heading dial by the remote
course knob to select a magnetic bearing that coincides with the desired VOR or TACAN
radial or localizer course. The set course can be read in the course display.
The TO-FROM annunciator provides VOR and TACAN TO-FROM information.
The CDI bar represents the centerline of the selected VOR, TACAN or localizer course. In
ILS operation, each dot represents 1-degree deviation from centerline.
The glide slope deviation pointer is in view when a localizer frequency is tuned. Aircraft
is below glide path if pointer is displaced upward.
A digital electronic display indicates distance in nautical miles to the selected TACAN or
DME station.

Dimming of both course and distance displays is accomplished with the HSI dimmer
located below the standby horizon.

The gyro synchro annunciator symbols • and + display directional gyro synchronization.
When the system is in SLAVED mode and synchronized, both symbols are visible. See
TARSYN section.
Failure flags will appear when there is a heading, VOR, LOC or GS failure.

HSI Remote Control Panel

This panel is used to select course and heading in the HSI.

1 2

Figure 3-78 HSI remote control panel

1 REMOTE COURSE KNOB 2 REMOTE HEADING KNOB

AIRCRAFT SYSTEMS 75
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Gyroscopic System TARSYN 333
This is a sensor system comprising a vertical gyro, a horizontal gyro and the
corresponding electronic elements mounted on a common base. It supplies pitch, roll
and heading information to the navigation systems. The system provides automatic
initial erection and synchronization, manual directional gyro synchronization and
manual vertical gyro fast erection. Manual operation is done from the TARSYN control
panel.
To synchronize the gyro with the compass, the corresponding switch must be depressed
towards + if the + symbol is showing in the gyro synchro annunciator, or towards • if the
• is showing. The goal is to make both • and + equally visible, which means that the gyro
is synchronized. The gyro will start precessing with time, so this process must be made
from time to time during the flight.

Either compass or directional gyro can be selected for presentation with the TARSYN
operation selector.

1 2 3 4
Figure 3-79 TARSYN control panel

1 UHF ANTENNA SELECTOR 3 VERTICAL GYRO FAST ERECTION

2 DIRECTIONAL GYRO SYNCHRONIZATION SWITCH 4 TARSYN OPERATION SELECTOR

Altitude Control
A static pressure sensor unit detects altitude variation and provides a signal to the ALT
function of the Flight Director to keep the altitude present in the moment of mode
selection.

Navigation Coupler
This equipment operates in conjunction with the Flight Director computer to carry out
the PAT (Pitch Attitude Trim - see Flight Director Computer section) function as well
as radial capture and crosswind correction in VOR mode.

AIRCRAFT SYSTEMS 76
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Flux Valve
It is a magnetic azimuth detector that captures direction of the horizontal component
of the Earth’s magnetic field in relation to the aircraft longitudinal axis. The Flux Valve is
mounted in the right wing tip and provides information to the TARSYN to keep the
directional gyro aligned with the magnetic field when in SLAVED mode.

Flight Director Computer

The flight director computes and displays in both ADI’s the proper pitch and bank angles
required to follow a selected path. This is done by flying the aircraft to the intersection
of the command bars.

The Mode Selector of the Flight Director Computer is located in the central instrument
panel of the front cockpit. It consists of 9 push-buttons that permit pilot’s selection of
the desired operation mode. The push-buttons illuminate when pressed, connecting the
corresponding operation mode.
The Flight Director Annunciator is located in the central instrument panel of the rear
cockpit. It has a similar disposition as the Mode Selector, showing the mode selected in
the front cockpit.
The computer combines attitude, heading, altitude and course signals to generate the
corresponding signals to move the command bars of the ADI, according to the selected
operation mode.
The Flight Director is energized by the 26V AC bus.

Figure 3-80 Flight Director Mode Selector

AIRCRAFT SYSTEMS 77
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SBY Mode
The standby mode is selected by pressing the SBY push-button on the Mode Selector
located in the front cockpit. This resets all the other flight director modes and biases the
command bars from view. While depressed, the SBY button acts as a lamp test causing
all mode annunciator lights to illuminate. When released, all the other mode
annunciator lights extinguish.

GO AROUND Mode
The go around mode is selected by pressing the GO AROUND push-button. When
pressed, the horizontal bar will show optimum climb angle and the vertical bar wings
level. When a lateral mode is selected afterwards, the vertical bar will show that mode
and the horizontal bar will remain in the go around mode.

ALT Mode
The altitude hold mode is selected by pressing the ALT push-button. It commands the
required pitch to maintain barometric altitude. It should be connected with wings level,
and can be used in conjunction with HDG and V/L modes before glide slope capture.

PAT Mode
The pitch attitude trim mode is selected by pressing the PAT push-button. The FD
horizontal bar will hold the pitch set with the ADI pitch adjustment knob in the front
cockpit.

HDG Mode
The heading mode is selected by pressing the HDG push-button. It holds the heading
selected in the HSI with the heading selector knob. It can be used in conjunction with
the PAT or ALT modes.

V/L Mode
The VOR or LOC mode is selected by pressing the V/L push-button. When selected, the
FD will keep heading until intercept and capture of the selected VOR radial or LOC.

APP ARM Mode

The approach arm mode is selected by pressing the APP ARM push-button. When
selected, the system stays ready for GS and LOC capture. V/L and GS will illuminate when
the LOC and GS are captured. It can be used in combination with HDG mode.

AIRCRAFT SYSTEMS 78
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GS Mode
The glide slope mode is selected by pressing the GS push-button. When selected, the
system will provide commands for LOC and GS capture. V/L and GS will illuminate
provided that there is a valid LOC and/or GS signal.

REV Mode
The reverse localizer mode is selected by pressing the REV push-button. It allows to fly
a back course approach and it can be used with both pitch modes, PAT and ALT.

Radio Magnetic Indicator (RMI)

2

1
5

Figure 3-81 RMI

1 ROTATING COMPASS DIAL 4 SINGLE POINTER (VOR)

2 HEADING REFERENCE INDEX 5 DOUBLE POINTER (TACAN)

3 TARSYN FAILURE WARNING FLAG

There is a Radio Magnetic Indicator (RMI) located on the instrument panel of each
cockpit. It gets heading data from the TARSYN gyroscopic system. The aircraft magnetic
heading is displayed beneath the heading reference index. The warning flag hides the
index when the heading indication is inoperative. The single pointer displays VOR
magnetic bearing to the selected navigation station. The VOR radial is displayed under
the tail of the pointer. The double pointer displays TACAN magnetic bearing to the
selected station. The TACAN radial is displayed under the tail of the pointer. Both work
independently of VOR/TACAN push-button selection.
IFF AN/APX-101
The aircraft is equipped with an IFF transponder.
The other ground or airborne interrogating unit transmits a coded pulse sequence that
actuates the aircraft transponder. The transponder answers to the coded sequence by
transmitting a pre-selected coded sequence back to the interrogating equipment,
providing positive aircraft identification and, if required, altitude reporting data.

AIRCRAFT SYSTEMS 79
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The equipment has four modes of operation: modes 1, 2, 3/A and C. Modes 1 and 3/A
provide security identification and traffic identification respectively. Mode 2 codes are
set by the ground station to provide Selective Identification Feature (SIF). The SIF
enables the aircraft to transmit codes as directed within each IFF mode. Mode C
provides altitude reporting to the interrogating station. The equipment is energized by
the 28V DC primary bus and the 115V AC bus.
The IFF is currently not implemented in DCS.

IFF AN/APX-101 Control Panel

The IFF control panel is mounted on the front cockpit pedestal. The controls are
described in the following figure. The controls numbered 2, 11, 12 and 13 are
inoperative on this installation.

1 2 3 4 5

13
6

12

11 10 9 8

Figure 3-82 IFF panel

1 MODE 2 SELECTOR SWITCH 8 3/A CODE SELECTORS

2 INOPERATIVE 9 MODE 3/A SELECTOR SWITCH

3 TEST LIGHT 10 MODE 1 SELECTOR SWITCH

4 MODE C SELECTOR SWITCH 11 INOPERATIVE

5 MASTER SWITCH 12 INOPERATIVE

6 TEST SWITCH 13 INOPERATIVE

7 IDENT SWITCH

AIRCRAFT SYSTEMS 80
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3.19. LIGHTING SYSTEM
The aircraft lighting system consists of internal and external lighting. The internal lighting
comprises auxiliary cockpit lighting, spot/map reading lights (not functional in DCS: C-
101), storm lights, console panel lights and integrated instrument lights. The external
aircraft lighting consists of an anti-collision light and formation, position and landing
lights. The internal lighting is controlled from a panel located on the right console of
each cockpit. The external lighting controls are incorporated in the front cockpit panel
only.
In DCS: C-101, the pilot is equipped with a personal pocket light torch, which is switched
on with the key combination (RCTRL+RSHIFT+L).

3 4

7 6

Figure 3-83 Front cockpit lighting panel

1 CONSOLE LIGHTS SWITCH 5 POSITION LIGHTS SWITCH

2 INTEGRAL INSTRUMENT LIGHT SWITCH 6 AUXILIARY LIGHTS SWITCH
3 ANTI-COLLISION LIGHT SWITCH 7 STORM LIGHTS SWITCH
4 FORMATION LIGHTS SWITCH

The red auxiliary lights are energized by the 28V DC essential bus through the circuit
breaker labeled ALUMBRADO. Two levels of brightness can be selected through the
auxiliary light switch, which has three positions, BRILLO (BRIGHT), OFF and TENUE (DIM).

AIRCRAFT SYSTEMS 81
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The storm lights, two in each cockpit, are white high intensity lights that counter the
dazzling effect of lightning flashes. They are energized by the 28V DC secondary bus
through a circuit breaker labeled ILUM INSTR LUZ CAB Y ANTICOLIS (LIGHTS: INSTR. CPT
and ANTI-COLL).
The console panel lights are energized by the 115V AC bus through a circuit breaker
labeled LUZ CONSOLAS (CONSOLE LTS).
The integral instrument lights are energized by the 28V DC bus through the same circuit
breaker as the console lights.
The formation lights are energized by the 115V AC bus through a circuit breaker labeled
LUZ FORM (FORM LTS). The switch provides two levels of lighting intensity, BRILLO
(BRIGHT) and TENUE (DIM).
The position and silhouette lights consist of a green right wing tip light, a red left wing
tip light and white tail light plus a white silhouette light on either side of the center
fuselage. They are energized by the 28V DC primary bus through a circuit breaker labeled
LUZ POSICION FARO DERECHA (POS LT, RH LDG LT).

The anti-collision light is located in the upper vertical stabilizer. It is energized by the
28V DC secondary bus through the circuit breaker labeled ILUM INSTR LUZ CAB Y
ANTICOLIS.

There is a retractable landing light under each wing. They are energized by the 28V DC
primary bus through the circuit breakers labeled LUZ POSICION FARO DERECHA and
FARO IZQ. (LH LDG LT). Each light is controlled by a switch located on the lower left of
the instrument panels. They have three positions labeled DENTRO (RETRACT), RODAJE
(TAXI) and ATERRIZAJE (LAND).

Figure 3-84 C-101 Royal Jordanian Air Force

AIRCRAFT SYSTEMS 82
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3.20. MISCELLANEOUS EQUIPMENT

Map Case
A map case is located in the right console of
each cockpit.

Figure 3-85 Map case

Mirror
There is a rear view mirror mounted on the
front cockpit right windshield frame.

Figure 3-86 Mirror

Instrument Flight Training Blackout Curtains

The rear cockpit can be equipped with blackout curtains for instrument flight training.

Figure 3-87 Blackout curtains

AIRCRAFT SYSTEMS 83
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4. NORMAL PROCEDURES
The normal procedures in DCS: C-101EB and therefore in this manual start with the
interior inspection. All previous checks like flight limitations, flight planning, takeoff and
landing data card, weight and balance and before exterior inspection and exterior
inspection are considered performed.
Note: (A)/(B) in the checklists below stand for front/rear cockpit respectively.

4.1. INTERIOR INSPECTION

1 EJECTION SEAT PINS INSERTED

2 (B) EJECTION SEQUENCE VALVE AS REQUIRED

3 LEG RESTRAINTS ADJUSTED

SURVIVAL KIT ATTACHED
HARNESSES ADJUSTED
RUDDER PEDALS ADJUSTED

LEFT CONSOLE

4 CIRCUIT BREAKERS ALL IN

Check the reason for any disconnected circuit breaker before reconnecting it.

5 EMERGENCY PITCH TRIM GUARD IN

6 EMERGENCY TRIM BREAKER IN

7 THROTTLE FULL RANGE AND STOP

Take the throttle out of STOP, check its full range of travel and leave it in STOP.

8 IGNITION OFF

9 START SWITCH NORMAL

10 GPU CONNECT
Press LEFT SHIFT + P to connect the GPU to the airplane. It will be ready to provide electrical power
later on when the Korry is pressed.

11 TRANSFER PUMP SWITCHES (A) OFF (B) ANT (FRONT)

NORMAL PROCEDURES 85
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LEFT PANEL

12 LANDING LIGHT SWITCHES (A) IN (B) ANT (FRONT)

13 (A) STALL WARNING SWITCH ON

14 PARKING BRAKE (A) SET (B) RELEASE

CENTRAL CONSOLE

15 ACCELEROMETER 1G
Reset the accelerometer to 1 G.

16 UHF RADIO OFF

17 (A) UHF ANTENNAS AUT

18 TARSYN COMPASS

19 ALTIMETER AIRFIELD ELEVATION

20 CLOCK SET

21 EMERGENCY HORIZON LOCKED

22 (A) IFF OFF

RIGHT PANEL

23 (A) INVERTER SWITCH OFF

24 (A) GENERATOR SWITCH OFF

25 (A) BUS TIE SWITCH OFF

26 (A) BATTERY SWITCH OFF

NORMAL PROCEDURES 86
AVIODEV
RIGHT CONSOLE

27 (A) CABIN ALTIMETER SET

Check that it is set to the airfield elevation.

28 INTERIOR LIGHT SWITCHES OFF

29 (A) POSITION LIGHTS SWITCH BRIGHT

30 (A) ANTI-COLLISION LIGHT SWITCH ON

31 VOR CONTROL PANEL OFF

32 (A) TACAN CONTROL PANEL OFF

33 OXYGEN VALVE LEVER OPEN

34 VHF COMM CONTROL PANEL OFF

35 (B) OXYGEN FAILURE WARNING SWITCH BOTH

36 AUDIO CONTROL PANEL AS REQUIRED

In normal flight, at least the rotaries for INT, UHF, VHF, HOT MIC and HOT MIC TALK are raised, and
the selector switch is set in VHF or UHF.

37 (A) AIR CONDITIONING SWITCH OFF

38 (A) TEMPERATURE SELECTOR SWITCH AUTO

39 (A) FLOW SELECTOR CABIN

40 (A) MANUAL TEMPERATURE SELECTOR 12 O’CLOCK

Considering the nose of the aircraft as twelve o’clock.

41 EMERGENCY VENTILATION SWITCH OFF

NORMAL PROCEDURES 87
AVIODEV
4.2. BEFORE START
1 BATTERY SWITCH ON

2 BATTERY VOLTAGE CHECK

Check the voltage for each battery separately - it should be 24V.

3 GPU ON
The GPU connects to the secondary bus. GPU ON illuminates in the switch. Battery isolation switches
illuminate. Batteries and generator disconnect automatically.

4 ESSENTIAL BUS TRANSFER SWITCH ON and then OFF

Check the connection of the essential bus to the secondary bus (indicator switch illuminated
ON), and to the primary bus (indicator switch extinguished). Leave in this position.

5 BUS TIE SWITCH ON

The secondary bus connects to the primary bus, both receive current from the GPU.

6 INVERTER SWITCH STANDBY

7 INTERCOM CHECK OPEN

This was already done in the interior inspection.

8 SEATS AND PEDALS ADJUSTED

The proper seating position is one that allows the front pilot to see the bulkhead flushed with the top
of the fault lights upper frame. Also, the pitot tube is just seen above the nose. The rear pilot must
ensure that his seat is set, so his head is below the level of the canopy breakers to avoid injuries during
an ejection.

9 IGNITION LIGHT PRESS AND CHECK

Press to test.

10 COMPUTER SWITCH ON
Depress the korry, so the light is extinguished.

11 FUEL PANEL CHECK

a. Fuel Available Indicators CHECK
A GREEN horizontal bar indicates fuel available, a RED horizontal bar indicates low fuel level.
b. Fuel Quantity Switch CHECK
If the fuel quantity selector switch illuminates FUS, the gauge indication corresponds to the contents
of the fuselage tank. If the switch is extinguished, the gauge indication corresponds to the contents of
the fuselage tank plus center wing tank. The required gauge indications are selected by depressing the
switch cap.
c. Transfer Pump Switches OFF
Check the fuel pressure indicator displays a red horizontal bar to indicate low pressure. Depress the
fuel quantity switch to indicate FUS tank contents (FUS displayed). Depress the TEST switch (front

NORMAL PROCEDURES 88
AVIODEV
position only) and note the FUS light extinguishes and the quantity gauge indicates the fuselage plus
center wing tank contents.
d. Transfer Pump Switches AUTO - MAN - OFF
Alternately connect each fuel pump in tanks which contain fuel. As each pump is connected in both
MAN and AUTO positions, note satisfactory pressure is indicated by the display of a green horizontal
bar in the fuel pressure indicator, then switch OFF.

12 TRANSFER PUMP SWITCHES AUTO

After each pump has been checked independently, leave the required switches in AUTO. Only connect
those pumps in tanks with green indications showing the presence of fuel.

13 FUEL QUANTITY SELECTOR FUS

Korry illuminates FUS.

14 BOOST PUMP SWITCH ON

When the korry is extinguished, the boost pump is energized when the power lever is advanced from
STOP during engine start.

15 FUEL SHUTOFF VALVE SWITCH OPEN

When the korry is extinguished, the fuel shutoff valve is energized open. LLAV. COMB. (FUEL VALVE)
light in warning/caution panel extinguishes.

16 TRIPLE TEST STALL WARNING, FUEL FLOW, FIRE WARNING

a. Stall Warning CHECK
Set the switch to SIST (TEST). The AVIS. PERD. (STALL) caution panel light comes on. After eight seconds
pedals start to vibrate and after 10 seconds the caution panel light goes out.
Set the switch to TRANS (RESET) to verify that the transmission between the AoA probe and the system
is correct, the stall warning lights again. Leave it in neutral position.
b. Fuel flow/fuel used indicator CHECK
Hold the indicator TEST button for about 30 seconds until the totalizer shows 10. The indication of the
flow meter will be 1200 lb/h. Reset the totalizer.
c. Fire Detection CHECK
Press the Master FIRE warning, check that the FIRE warning light, the red FIRE light in the warning panel
and an acoustic warning activate.

17 VOLTMETER CHECK (28V)

Check at 28V DC from the GPU.

18 WARNING/CAUTION PANEL DIM/BRIGHT and TEST

Hold the warning/caution panel test switch to PRUEBA (TEST) and observe illumination of all the panel
lights. Select TENUE/BRILLO (DIM/BRIGHT) as required.

19 INVERTER SWITCH NORMAL

When set to NORMAL, there will be a warning in case of inverter failure.

NORMAL PROCEDURES 89
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4.4. START
1 4 RED, 1 AMBER, ITT<200°, 28V

2 AREA CLEAR

3 IGNITION SWITCH START

Hold the switch to START for 2 seconds. Note the ignition lamp illuminates. Voltage equal to or higher
than 15 V.

4 AT 10% N2: POWER LEVER IDLE

Check:
a. N1 indication before 20% N2
b. ITT and oil pressure rise within 10 seconds
c. Fuel flow stabilized at 200 lb/h
d. Hydraulic pressure in green arc at 3000 psi
e. Ignition lamp off at 50% N2

5 ENGINE INSTRUMENTS STABILIZED

N1: 29-33%
N2: 58-71%

4.5. AFTER START

1 GPU OFF
Observe the battery lights extinguish.

2 GPU UNPLUG

3 GENERATOR RESET/ON
Pass through RESET before setting to ON. XGENCC (GENERATOR) warning panel light extinguishes.

4 GENERATOR TEST CHECK

Hold the switch alternately to GF and OV. Check that in each position the red XGENCC (GENERATOR)
warning panel light illuminates.

5 NAV and COMMS EQUIPMENT AS REQUIRED

Connect UHF, VOR, TACAN and VHF as required.

6 STANDBY ARTIFICIAL HORIZON UNCAGE

7 IFF STBY

8 HYDRAULIC PRESSURE GREEN (3000 PSI)

NORMAL PROCEDURES 90
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9 AIRBRAKE CHECK and IN
Extend the speed brake and note the indicator light illuminates OUT. Retract and note the light
indicates IN.

10 FLAPS DOWN and TAKEOFF

Set flaps to TAKEOFF and DOWN, check correct indications. Leave them in TAKEOFF.

11 AILERONS CHECK
Ensure correct aileron movement as well as full and free travel.

12 TRIM TONE BREAKER IN

A tone will be heard while trimming when the breaker is in.

13 PITCH TRIM CHECK and SET

Trim up to the maximum extension. Start to trim down. While holding the trim down, open the
emergency pitch trim guard. Observe that the control stick trim stops working. Check the emergency
trim upward and downward. Close the guard, continue trimming down until full extension. Trim up
until an indication of -1.5 for takeoff.

14 TRIM TONE BREAKER AS REQUIRED

Note that with trim tone breaker pulled out, the emergency trim guard will not cut out a malfunction
of auto-trimming due to speed brake use.

15 AILERON TRIM CHECK and 0

Check that aileron trim works to both sides and leave it at neutral.

16 PITOT HEAT and PROBE CHECK and AS REQUIRED

Check the pitot and AoA probe heat and leave it as required.

17 STALL WARNING SWITCH ON

18 ENGINE ANTI-ICE CHECK and AS REQUIRED

Depress the anti-ice switch and observe ON illuminates. The amber anti-ice caution panel light appears
briefly until the pneumatic pressure required to turn off the warning is reached.

19 ENGINE COMPUTER CHECK and ON

Check that oil temperature is above 30°C. Disconnect the computer and observe that engine
parameters vary slightly and remain within normal parameters. Advance the throttle to 75% N2,
watch normal engine response. Return the throttle to IDLE and reconnect the computer.

20 LIGHTS CHECK and AS REQUIRED

Adjust the lighting as required. On night flights, landing lights will be checked. Set interior lighting. Set
exterior lighting.

NORMAL PROCEDURES 91
AVIODEV
21 INSTRUMENTS CHECK
Check all navigation equipment in case of instrument flight.

22 OXYGEN 100% and NORMAL

23 CANOPY CLOSE and LOCK

BLOC. CAB (CANOPY) warning panel light extinguishes.

24 AIR CONDITIONING RESET and ON

25 SEAT PIN REMOVE and SHOW

Remove the seat pin, show it to the technician and stow it.

Request taxi clearance. Check that the area is clear before starting to taxi.

4.6. TAXI
Remove wheel chocks, 50% N1, release parking brake, check brakes. Throttle idle during turns.

1 FLIGHT CONTROLS CHECK

Check full and free travel.

2 ENGINE and FLIGHT INSTRUMENTS CHECK

Check all indications for normal operation and within limits.

3 TRANSFER PUMPS AUTO

BOOST PUMP and FUEL SHUTOFF VALVE KORRY OFF
FUS ON

4 SPEED BRAKE IN
FLAPS TAKEOFF

5 LANDING GEAR LIGHTS THREE GREEN

WARNING/CAUTION LIGHTS OFF

6 SHOULDER HARNESS CHECK

Check the harness is locked.

7 TRIMS -1.5 and 0

Pitch must be at -1.5° and bank at 0°

NORMAL PROCEDURES 92
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4.6. BEFORE TAKEOFF
1 CANOPIES CLOSED and LOCKED
Check the red BLOC. CAB (CANOPY) warning panel light is extinguished.

2 ANTI-SKID CHECK and ON

Set to OFF, check brakes and set to ON. Check the anti-skid switch does not illuminate OFF or ANTI-
SKID. The switch should be extinguished.

3 ALTIMETER QNH
Set current S.L. atmospheric pressure in the barometric scale window.

4 PITOT HEAT SWITCH ON

5 SEAT PIN REMOVED

6 IGNITION SWITCH CONTINUOUS

Set the ignition switch to IGNIC. CONT (CONT IGN).

7 IFF CODE and NORM

8 FLOW SELECTOR CABIN

9 NAVIGATIONAL AIDS APP/SID

Select required navaids for the approach/standard instrument departure.

Request ATC clearance. Check that the area is clear before entering the runway.

4.7. TAKEOFF
1 ADI CHECK

2 DIRECTIONAL GYRO COMPASS and RWY HDG

Check directional gyro with magnetic compass and runway heading.

3 ANTI-ICE AS REQUIRED

4 ENGINE RUNUP N₁, N₂, ITT, OIL TEMP, FF, VOLT

Apply brakes and advance throttle to MAX. Check % N₁, % N₂, ITT, oil temperature, fuel flow and voltage
for normal indications and within limits.

Release brakes, rudder becomes effective at 40 kts, rotate at 105 kts, gear up at 120 kts and with
positive rate of climb, flaps and lights retraction at 125 kts.

NORMAL PROCEDURES 93
AVIODEV
4.8. CROSSWIND TAKEOFF
In heavy crosswinds, the rudder is less effective in directional control and more
differential braking is required in compensation. During the ground roll, hold aileron into
wind. At liftoff, counteract drift by crabbing into the wind and neutralizing the ailerons.

Figure 4-1 Typical takeoff pattern

4.9. CLIMB
6000 ft CLIMBING

1 IGNITION OFF

2 ALTIMETER AS REQUIRED
Set standard pressure (1013,25 mb) when passing transition altitude.

3 Ferry flight: CENTER WING transfer pumps OFF

In ferry flights, disconnect the center wing transfer pumps until outer wing tanks are empty.

10000 ft CLIMBING

1 ANTI-ICE AS REQUIRED

2 OXYGEN CHECK
Verify correct pressure indication and oxygen flow.

NORMAL PROCEDURES 94
AVIODEV
3 CABIN ALTITUDE 8000 ft

4 ENGINE INSTRUMENTS CHECK

Check all indications for normal operation and within limits.

5 HYDRAULIC CHECK

6 VOLTAGE CHECK

7 FUEL CHECK
Check fuel flow, pressure and quantity. Check wing tank fuel pumps as required.

4.10. CRUISE
Perform the following checks at frequent intervals (15 min approx.).
1 OXYGEN CHECK

2 CABIN ALTITUDE CHECK

3 ENGINE INSTRUMENTS CHECK

4 HYDRAULIC CHECK

5 VOLTAGE CHECK

6 FUEL CHECK

NORMAL PROCEDURES 95
AVIODEV
4.11. DESCENT
Rapid descents generally cause the most severe condensation problems. It is therefore
recommended to select maximum cockpit temperature compatible with crew comfort
before commencing descent, especially in a rapid descent. The air-conditioning panel
flow selector should be set to CRISTAL (WINDSHIELD) for protection against windshield
and canopy fogging.

1 ADI CHECK

2 DIRECTIONAL GYRO CHECK with COMPASS

3 IGNITION CONTINUOUS

4 ANTI-ICE AS REQUIRED

5 ALTIMETER AS REQUIRED
Set QNH when passing transition level. QFE (pressure at airfield elevation) might be required in some
particular airspaces like Russian airspace.

6 FLOW SELECTOR SWITCH AS REQUIRED

7 OXYGEN CHECK

8 ENGINE, FLIGHT and NAV INSTRUMENTS CHECK

9 PITOT HEAT ON

10 FUEL CHECK

4.12. BEFORE LANDING

1 IGNITION CONTINUOUS

2 HYDRAULIC PRESSURE GREEN (3000 PSI)

3 ALTIMETER QNH

4 ANTISKID ON

5 In IFR approach: MK BUTTON OUT

NORMAL PROCEDURES 96
AVIODEV
4.13. LANDING
For landings on runways of non-critical length, aerodynamic braking may be used to
conserve brakes and tires. Flare the aircraft at 110 KIAS over the threshold and touch
down at 95 KIAS on the main landing gear. Hold the nose wheel off the runway by
progressive application of aft stick until, when fully aft, the nose wheel smoothly lowers
to contact the runway. Apply brakes and counteract yaw and maintain directional
control by use of rudder in combination with differential braking. Rudder effectiveness
decreases with diminishing rollout speed.

4.14. CROSSWIND LANDING

A sideslip into wind is recommended to counteract drift and maintain alignment with
the runway centerline. In strong crosswinds, a combination of sideslip and crab may be
used. The wings must be level at touchdown. After touchdown, hold ailerons into wind
and maintain directional control with rudder in combination with differential braking.

Figure 4-2 C-101 Patrulla Águila 1985

NORMAL PROCEDURES 97
 AVIODEV

LANDING PATTERN (TYPICAL)

CROSSWIND
POWER: IDLE TO 75%
SPEED BRAKE: OUT

INITIAL APPROACH
1500 FEET AGL
260 KIAS

DOWNWIND
GEAR: DOWN
(BELOW 200 KIAS)
CHECK INDICATORS

FINAL
SPEED:
115 TO 120 KIAS

ALTITUDE
500 FT AGL MIN.

BASE LEG
FLAPS: DOWN (BELOW 150 KIAS)
TRIM AS REQUIRED
CHECK INDICATORS

Figure 4-3 Typical landing pattern

NORMAL PROCEDURES 98
AVIODEV
4.15. MISSED APPROACH
1 POWER LEVER MAX

2 SPEED BRAKE IN

3 TRIM AS REQUIRED

4 GEAR UP
Retract the gear when a positive rate of climb is established.

5 FLAPS UP

ENTER TRAFFIC
PATTERN REDUCE THRUST
AS REQUIRED

FLAPS: FIRST
TAKEOFF AND
THEN UP
(< 150 KIAS)

GEAR: UP
ONLY ONCE SAFE SPEED
HAS BEEN REACHED,
TAKING INTO ACCOUNT THAT
RUNWAY TOUCHDOWN
CAN BE UNAVOIDABLE.
120 KIAS

POWER LEVER: MAX

SPEED BRAKE: IN

NOTE
TAKE GO AROUND
DECISION AS SOON AS
POSSIBLE

Figure 4-4 Missed approach

NORMAL PROCEDURES 99
AVIODEV
4.16. AFTER LANDING
1 SEAT PIN INSERT

2 PITOT HEAT OFF

3 ANTI-ICE OFF

4 IGNITION OFF

5 LANDING LIGHTS AS REQUIRED

6 SPEED BRAKE IN

7 FLAPS UP

8 IFF OFF

9 VOR OFF

10 TACAN OFF

4.17. PARKING
1 WHEEL CHOCKS IN PLACE

2 PARKING BRAKE SET/AS REQUIRED

After heavy braking do not set the parking brake until a suitable brake cooling time has elapsed.

3 POWER LEVER IDLE

Maintain the power lever in IDLE (<38 N₁) for a minimum of 2 minutes before shutdown.

4 SPEED BRAKE AS REQUIRED

5 FLAPS DOWN and then UP

6 STANDBY HORIZON CAGED

7 UHF, VHF RADIOS OFF

8 AIR CONDITIONING OFF

NORMAL PROCEDURES 100

AVIODEV
9 CANOPY OPEN

10 FUEL BOOST PUMP SWITCH OFF

Depress the switch and check that it illuminates OFF.

11 FUEL TRANSFER PUMP SWITCHES OFF

Check that each fuel transfer pressure indicator displays a horizontal red bar.

12 POWER LEVER STOP

Check minimum spool down times:

N₂  15 seconds
N₁  50 seconds

13 FUEL SHUTOFF VALVE SWITCH OFF

Depress the switch and check that it illuminates OFF.

14 INVERTER SWITCH OFF

15 GENERATOR SWITCH OFF

16 BUS TIE SWITCH OFF

17 BATTERY SWITCH OFF

Set the switch to OFF at 0% N₁.

18 ILLUMINATION OFF
Anti-collision OFF
Exterior illumination OFF
Interior illumination OFF

19 OXYGEN VALVES OFF

NORMAL PROCEDURES 101

AVIODEV
5. EMERGENCY PROCEDURES
5.1. WHEEL BRAKE FAILURE
Brake failure will occur as a result of complete hydraulic pressure loss.
1 PARKING/EMERGENCY BRAKE APPLY

5.2. REJECTED TAKEOFF

1 POWER LEVER IDLE

2 BRAKES NORMAL or EMERGENCY

5.3. ENGINE FAILURE/FIRE DURING TAKEOFF

If takeoff is refused:
1 POWER LEVER IDLE

2 BRAKES EMERGENCY

If takeoff is continued:
1 POWER LEVER MAX

5.4. EJECTION
1 CORRECT POSTURE ADOPT

2 EJECTION SEAT FIRING HANDLE PULL

WARNING: It is essential that the pilot in the rear cockpit keeps his head below the canopy breakers.
Failure to do this could result in severe or fatal injuries.

5.5. ENGINE FIRE IN FLIGHT

1 POWER LEVER IDLE

2 POWER LEVER STOP

3 FUEL SHUTOFF VALVE CLOSE

If the fire continues:

4 EJECT IMMEDIATELY

EMERGENCY PROCEDURES 103

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5.6. ENGINE DAMAGED IN FLIGHT
1 POWER LEVER IDLE

2 DO NOT ATTEMPT A RESTART

5.7. IN-FLIGHT RESTART

1 POWER LEVER IDLE

2 IGNITION START

5.8. OUT-OF-CONTROL RECOVERY

If sufficient altitude is available:
1 STICK and RUDDER NEUTRAL
Recovery from most out-of-control situations can be effected rapidly by neutralizing the control stick
and the rudder.

2 POWER LEVER IDLE (unless at low altitude)

The power lever should be retarded to IDLE to reduce the possibility of engine flame-out unless at low
altitude where thrust may be needed for recovery.

Recovery from an out-of-control condition may result in a minimum loss of altitude of

800 - 1500 feet. Avoid buffeting during recovery.
Without sufficient altitude to recover:
3 EJECT IMMEDIATELY

5.9. MAXIMUM GLIDE DISTANCE

Maximum glide distance is attained in clean configuration (flaps, speed brake and gear
retracted) and maintaining the recommended gliding airspeeds from the following
table, which results in the best glide angle (L/D max).

EMERGENCY PROCEDURES 104

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Rule of thumb: the aircraft will glide 2 nautical miles each 1000 feet of altitude.

FUEL REMAINING IN LBS GLIDE SPEED IN KCAS

350 125

950 130

1650 135
2300 140

3000 145

3600 150

Figure 5-1 Best glide speed

GLIDE SPEED 140 KIAS

GLIDE COEFFICIENT………………………………………..12,1:1
GLIDE SPEED 140 KIAS
APPROXIMATELY 2 NM PER 1000 FT OF ALTITUDE
GLIDE COEFFICIENT………………………………………..12,1:1
CLEAN CONFIGURATION: LANDING GEAR, FLAPS AND SPEED
BRAKEAPPROXIMATELY
RETRACTED 2 NM PER 1000 FT OF ALTITUDE

CLEAN CONFIGURATION: LANDING GEAR, FLAPS AND SPEED

BRAKE RETRACTED

Figure 5-2 Maximum gliding distance

5.10. EMERGENCY GEAR EXTENSION

1 AIRSPEED BELOW 150 KIAS

2 LANDING GEAR (TREN) CIRCUIT BREAKER OPEN

3 EMERGENCY GEAR EXTENSION HANDLE PULL

EMERGENCY PROCEDURES 105

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5.11. HYDRAULIC SYSTEM FAILURE
PRES. HDR. (HYD PRES) warning light illuminates in red when the pressure drops below
2000 psi. The following conditions result:
 Loss of Aileron Servo-actuator. (After accumulator pressure is exhausted).
 Speed brake inoperative.
 Landing gear extension by emergency pneumatic system only.
 Landing gear cannot be retracted.
 Flaps inoperative.
 Emergency braking only. Normal braking inoperative.
 Anti-Skid inoperative.

If a hydraulic system failure occurs:

1 LAND AS SOON AS PRACTICAL

2 LANDING GEAR EMERGENCY EXTENSION

See emergency gear extension procedure.

3 FLAPLESS APPROACH
See flame-out landing speeds table. Do not fly below those speeds.

5.12. FLAME-OUT LANDING

FLAME-OUT APPROACH SPEEDS

FUEL REMAINING SPEED AT POINTS ① ② ③ SPEED AT POINT ④
lb KIAS KIAS
355 135 120
1020 140 125
1677 145 130
2340 150 135
3000 155 140

EMERGENCY PROCEDURES 106

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HIGH POINT
270° POINT LOW POINT
3500 ft AGL
1200 ft AGL 2000 ft AGL
LANDING GEAR:
IAS 145 kts IAS 145 kts
EMERGENCY EXTENSION
IAS 145 kts

NOTE
THE SPEEDS IN THIS FIGURE ARE
VALID FOR AN AIRCRAFT WITH A
FINAL APPROACH REMAINING FUEL OF 1675 LBS.
700 ft AGL
IAS 130 kts

Figure 5-3 Typical flame-out approach pattern

5.13. LANDING WITH HYDRAULIC FAILURE

1 USE EMERGENCY BRAKING SYTEM
Differential braking is not possible using the emergency braking system. Equal pressure is
simultaneously applied to both wheel brakes on brake application.

5.14. LANDING WITH BRAKE FAILURE

1 EMERGENCY BRAKE HANDLE PULL
Differential braking not available.
If runway excursion is inevitable and terrain is not favorable:

1 CRASH BUTTON PUSH

2 GEAR RETRACT

EMERGENCY PROCEDURES 107

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AVIODEV
6. OPERATING LIMITATIONS
The minimum crew required to operate the aircraft is one pilot occupying the front
cockpit.

Instruments are provided with markings that represent the corresponding system
limitations.
In general, their meaning is as follows:
Green arc: normal operation range.
Yellow arc: transient operation range.
Red mark: never exceed limit.

LIMITATIONS

ITT
ITT DURING START
860°C
ITT LIMITATIONS
860°C for 5 min during takeoff
796-832°C for 30 min
795°C maximum continuous

OIL
OIL PRESSURE
IDLE between 25 and 46 psi
NORMAL between 38 and 46 psi
MAXIMUM 55 psi for 3 min
OIL TEMPERATURE
30°C MINIMUM
127°C MAXIMUM until 30000 ft
149°C MAXIMUM for 2 min at any altitude

HYDRAULIC
HYDRAULIC PRESSURE
NORMAL 2850-3050 psi
TRANSIENT 3050-3600 psi
MAXIMUM 3600 psi

SPEED LIMITATIONS
FLAPS TAKEOFF 190 kts
FLAPS DOWN 150 kts
LANDING GEAR 200 kts
LANDING LIGHTS 200 kts

OPERATING LIMITATIONS 109

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AVIODEV
MAX with outer wing tanks empty: Mach 0.8 or 450 kts
MAX with outer wing tanks full: Mach 0.7 or 350 kts
MAX with aileron servo-actuators inoperative: Mach 0.65 or 300 kts

ACCELERATION LIMITATIONS
POSITIVE +7.5 Gs
NEGATIVE -3.9 Gs
Without servo-actuators: +5 Gs
Unsymmetrical maneuvers: +5 Gs
In zero or negative-G flight: 30 seconds

GROUND START CYCLES

First start attempt: 30 sec ON, 1 min OFF
Second start attempt: 30 sec ON, 1 min OFF
Third start attempt: 30 sec ON, 30 min OFF

AIRSTART CYCLES
Allow a minimum of 10 seconds between start attempts to allow accumulated fuel
in the combustion chamber to drain.

Figure 6-1 C-101 Patrulla Águila

OPERATING LIMITATIONS 110

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AVIODEV
7. FLIGHT CHARACTERISTICS
Maximum speed is Mach 0.8 or 450 KIAS and maximum ceiling can be up to 45000 feet,
depending on aircraft weight. The aircraft presents longitudinal and directional stability
within the CG range in any internal load configuration. Stability is neutral in the lateral
axis, thus eliminating special pilot techniques other than a frequent reference to the
lateral attitude. Maneuverability is high, ailerons are hydraulically powered by servo-
actuators which permit rather high roll rates. Pitch trim is by action of the horizontal
stabilizer and roll trim by differential aileron deflection, both are electrically operated.
The speed brake provides rapid deceleration and is operable at all aircraft speeds and
attitudes.

7.1. STALLS
A stall can be entered without requiring full control stick back pressure. Pre-stall buffet
is felt at about 5 KIAS before the stall with flaps and gear retracted, while the stall
warning system activates at 10-15 KIAS above the stall in level flight. With the control
stick fully back and centered, the roll oscillations are more pronounced.
Aileron and rudder remain effective during the post-stall regime, and the aircraft
remains controllable, unless full aileron and/or rudder are applied. Recovery response
is effected immediately by centering the flight controls.
Accelerated stalls are preceded by a clear aerodynamic buffet. The aircraft does not
present any adverse characteristics during the approach to the stall or the recovery,
which is performed by releasing control stick pressure.

STALL SPEEDS - KIAS

FLAPS GEAR BANK REMAINING FUEL - KG
POSITION ANGLE 1015 2115 3220 4100
(°) (°)
0 RETRACTED 0 97 103 108 113
30 104 110 116 121
45 115 122 129 134
60 137 145 153 159
10 EXTENDED 0 91 96 102 106
30 98 104 109 113
45 108 115 121 126
60 129 136 144 149
30 EXTENDED 0 84 90 94 98
30 91 96 101 105
45 100 106 112 117
60 119 127 133 139
Figure 7-1 Stall speeds

FLIGHT CHARACTERISTICS 112

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AVIODEV
7.2. SPINS
Inadvertent spins are unlikely. To enter a spin, the control stick and rudder must be
deliberately held at full travel. In a normal spin, the aircraft assumes a nose down
attitude with slow angular velocity. A flat spin (high angle of attack) is difficult to enter
and can only be maintained momentarily. The procedure to deliberately enter a spin is
the following:

1) Control Stick – Fully Back

2) Rudder – Full Travel
3) Ailerons – Centered
Engine thrust has little effect on spin characteristics or recovery, neither does the spin
cause engine flame-out or surge.

Spin recovery can be accomplished by centering stick and rudder; recovery is rapid and
altitude loss does not normally exceed 2000'. In case of a more abrupt spin, the recovery
can be forced by applying opposite rudder to the direction of rotation and
simultaneously pushing the control stick forward.
Entering an inverted spin is unlikely. In case of loss of control, it may be difficult to
determine the direction of rotation. It may be useful to observe the turn needle of the
turn and bank indicator as it always indicates the direction of spin rotation. The recovery
is accomplished by pulling the control stick fully back and simultaneously applying and
holding full rudder opposite to the direction of the turn.

7.3. SIDE SLIPS

The controls permit slipping with excellent recovery characteristics achieved by
centering the controls.

7.4. SPEED BRAKE

Speed brake extension causes a nose-up moment that increases with airspeed. A switch
in the speed brake circuit automatically activates the pitch trim to compensate for the
moment change thus eliminating manual trim input or control stick forces.

7.5. DIVES
No difficulties arise at maximum diving speed as stability is not noticeably influenced by
compressibility. Aerodynamic buffeting appears at Mach numbers close to the limit,
becoming strong at Mach 0.8. The recommended dive recovery procedure consists of:
power reduction, speed brake extension and pull-up with elevators.
Take into account that altitude loss during recovery can be very high. For example: near
5000 ft at 4 Gs and near 4000 ft at 6 Gs, in both cases at maximum airspeed and with
1015 lbs of remaining fuel.

FLIGHT CHARACTERISTICS 113

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8. ALL WEATHER OPERATION
The aircraft is fully equipped for instrument flight in all weather conditions.

In case of ice accretion, the aircraft weight increases, aerodynamic qualities reduce, visibility
restricts and engine operation can be affected. Nevertheless, the aircraft does not lose flying
characteristics rapidly and thus permits time to leave the icing area or select a level free of ice
accretion.

The engine is provided with an effective anti-ice system. Windshield and canopy can be heated
to avoid mist and freezing. Ignition should be set to continuous when using engine anti-ice.

The aircraft is also equipped with a rain repellent system that can be used in case of heavy rain.

8.1. INSTRUMENT FLIGHT PROCEDURES

AFTER ENGINE START
1) Radios – Check
2) IFF – STBY
3) ADI – Check
4) Flight Director – Check

BEFORE INSTRUMENT TAKEOFF

1) IFF – As required
2) Align the aircraft with the runway centerline. Check HSI heading against known runway
magnetic heading.
3) HSI Heading Bug – Set below the heading index.
4) Flight Director Mode Selector – Press HDG. Check the vertical ADI bar is centered.
5) Flight Director Mode Selector – Press PAT. Check the horizontal bar appears and set
initial pitch desired.
6) Ignition Switch – IGNIC. CONT (CONT IGN)
7) Engine Anti-Ice Switch – As Required
8) Windshield and Canopy De-Misting – As Required
9) Pitot Heat – As Required
10) Altimeter – Set
11) Engine & Flight Instruments – Check

INSTRUMENT TAKEOFF
1) Hold the aircraft on the brakes and advance the power lever to maximum takeoff power.
2) Release the brakes and maintain directional control.
3) Rotate at 110 knots, so the nose wheel leaves the runway at around 115 knots.
4) Set the climb attitude with wings level (command bars centered).
5) With positive climb (check altimeter and vertical speed indicator) retract the landing
gear (minimum retraction speed 125 KIAS). Check gear indicators.
6) Raise flaps (retraction speed 130 - 190 KIAS).

INSTRUMENT CLIMB
1) Establish initial climb from sea level at 215 KIAS. Decrease airspeed by 5 knots each 5000
feet.
2) Check all engine indications are normal and within limitations.

ALL WEATHER OPERATION 115

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INSTRUMENT DESCENT
See TACAN and VOR patterns in following figures:

TACAN PENETRATION AND APPROACH (TYPICAL)

MISSED APPROACH
POWER: MAXIMUM THRUST
SPEED BRAKE: IN
IAS: 125 KTS (CLIMBING)
GEAR: UP
FLAPS: UP
SHORT FINAL
FLAPS: DOWN
IAS: 115 KTS 1000 FT ABOVE FINAL APPROACH FIX:
REDUCE RATE OF DESCENT
SPEED BRAKE: AS REQUIRED
IAS: 190 KTS

FINAL APPROACH FIX

GEAR: DOWN PENETRATION TURN
FLAPS: TAKEOFF LIMIT BANK ANGLE TO 30°
IAS: 130 KTS
SPEED BRAKE: OUT PENETRATION DESCENT
IAS 240 KTS
N₁ = 85%
SPEED BRAKE OUT

HOLDING PATTERN
GEAR/FLAPS UP

Figure 8-1 TACAN penetration

ALL WEATHER OPERATION 116

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 VOR PENETRATION AND APPROACH (TYPICAL)

PENETRATION DESCENT
IAS: 240 KTS
SPEED BRAKE: OUT
N₁ = 85%

HOLDING PATTERN PENETRATION TURN

GEAR/FLAPS: UP LIMIT BANK ANGLE TO 30°
IAS: 220/240 KTS

FINAL APPROACH FIX

1000 FT ABOVE FINAL APPROACH FIX:
GEAR: DOWN
REDUCE RATE OF DESCENT
FLAPS: TAKEOFF
SPEED BRAKE: AS REQUIRED
IAS: 130 KTS
IAS: 190 KTS
SPEED BRAKE: OUT
MISSED APPROACH
POWER: MAXIMUM THRUST
SPEED BRAKE: IN
IAS: 125 KTS (CLIMBING)
GEAR: UP
FLAPS: UP SHORT FINAL
FLAPS: DOWN with runway in sight
IAS: 115 KTS

Figure 8-2 VOR penetration

ALL WEATHER OPERATION 117

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 9. ANNEX I C-101CC
9.1 AIRCRAFT CHARACTERISTICS
 Engine
The aircraft is powered by a Garrett TFE 731-5-1J single bypass turbofan engine.

ENGINE PERFORMANCE: STATIC SEA LEVEL (UNINSTALLED)

Specific
Net Thrust
Power Temperature Fuel Consumption Definition
lb (Max)
lb/h/lb (Max)
Maximum
Manual Power
15°C (59°F) 4700 0,477 Emergency Thrust.
Reserve (MPR)
5 Min. Limit.
Maximum
Maximum Takeoff 15°C (59°F) 4304 0,471 Emergency Thrust.
5 Min. Limit.
Maximum Climb
Maximum Climb 15°C (59°F) 4304 0,471 Thrust.
30 Min. Limit.
Manual Power
18,3°C (65°F) 4700 0,481
Reserve (MPR) As above at 15°
Maximum Takeoff 18,3°C (65°F) 4304 0,475 OAT.
Maximum Climb 18,3°C (65°F) 4179 0,474
 Dimensions
The overall dimensions of the basic aircraft with normal tire and strut inflation and center wing
and fuselage fuel tanks full are:

 Length............................................................................................................40 ft 2 in.
 Wingspan.......................................................................................................34 ft 9 in.
 Height..........................................................................................................13 ft 11 in.
 Wheel track...................................................................................................10 ft 5 in.
 Wheelbase…………………………………………………………………………………………..…...16 ft 0 in.

 Aircraft Weight
 Average aircraft weight………………………………………………………..… 5217 kg…...11500 lb.

The above weight corresponds to two crew members, fixed armament of a DEFA 553 30mm
caliber cannon, six underwing pylons, oxygen, engine oil and full fuselage and center wing tanks.
Cannon ammunition and external stores are not included. If fuel is carried in the outer wing
tanks, the aircraft weight increases by 522 kg (1150 lb).

For exact gross weight, refer to the current mission planning to be flown.

 Maximum Takeoff Weight…………………………………………………….…6300 kg…...13890 lb.

 Maximum Landing Weight…………………………………………………….…6300 kg…...13890 lb.

Maximum authorized weights which may be carried by the underwing pylons:

 Inner Pylons……………………………………………………………………………...…500 kg…...1102 lb.

 Center Pylons………………………………………………………………………………375 kg…...1102 lb.
 Outer Pylons………………………………………………………………….……..…..…250 kg..…..551 lb.
 Maximum Total Pylon Weight………………………………………………….…1500 kg…...3307 lb.

C-101CC 119
  Ejection Seat
Each cockpit is equipped with an Mk E10CA ejection seat. The seats provide safe escape for most
combinations of altitude, speed and attitude within the envelope of zero speed, zero altitude in
level attitude throughout the speed range of the aircraft between zero altitude and 50000 feet.

 Weapons
Fixed weapons packs

 AN-M3 cal 12.7 mm (0.5 in) twin machine guns. The ammunition storage box, divided
into two compartments (one for each gun) can store up to 440 rounds.
 DEFA 553 cal 30 mm with up to 130 rounds.

Air-to-Air missiles

 AIM-9M short range IR guided missiles.

 AIM-9P short range IR guided missiles.
 R.550 Magic 2 short range IR guided missiles.

Air-to-Ground missiles

 Sea Eagle. Inertial guidance system with active radar homing anti-ship missile.

Bombs

 BDU-33 practice bomb.

 BIN-200 441 lb (200 kg) unguided low-drag general-purpose bomb.
 BR-250 451 lb (250 kg) unguided low-drag general-purpose bomb.
 BR-500 1102 lb (500 kg) unguided low-drag general-purpose bomb.
 Mk-82, 500 lb (227 kg) unguided low-drag general-purpose bomb.
 Mk-84, 2039 lb (925 kg) unguided low-drag general-purpose bomb.

Rockets

 19 Hydra 70 2.75 in (70 mm) fin-stabilized unguided rockets in each LAU-68 launcher.
 7 Hydra 70 2.75 in (70 mm) fin-stabilized unguided rockets in each LAU-61 launcher.

 Navigation equipment
The navigation equipment comprises the following:

 VHF (VOR/ILS)
 DME
 Radio Altimeter
 Integrated Flight Director (FD) navigation system
 ADF

C-101CC 120
 9.2 AIRCRAFT SYSTEMS
FRONT COCKPIT CONTROLS AND INDICATORS
Main Instrument Panel
Controls and indicators that differ from EB version are highlighted in the following pictures.

Figure 9-1 Main Instrument Panel

1. SCAR Main Control Unit (MCU) 12. Mach/Airspeed Indicator

2. SCAR Emergency Jettison Unit (EJU) 13. Attitude Director Indicator (ADI)
3. SCAR Light Test Button 14. Horizontal Situation Indicator (HSI)
4. Angle-Of-Attack Indicator 15. DME Selector
5. V/UHF Control Panel 16. Radio Altimeter Switch
6. Trim Indicators 17. ELT Switch
7. Angle-Of-Attack Indexer 18. Flight Director Mode Selector
8. Camera Control Panel 19. Standby Altimeter
9. Optical Sight 20. Altimeter/Encoder
10. Optical Sight Control Unit 21. SCAR Display Unit (DU)
11. Standby Airspeed Indicator

C-101CC 121
Forward Lower Panel

1. Gyro Platform Control Panel

Figure 9-2 Forward Lower Panel

Left Side Panel

Figure 9-3 Left Side Panel

1. Circuit Breaker Panel 4. Rudder Trim Switches

2. Armament Circuit Breaker Panel 5. Sight Head Range Selector
3. Emergency Fuel Switch 6. Emergency Fuel Lever

C-101CC 122
Right Side Panel

Figure 9-4 Right Side Panel

1. VHF COMM/NAV Control Panel 4. HSI Remote Control Panel

2. Telebriefing Indicator Light 5. ADF Control Panel
3. Audio Control Panel 6. Canopy Fracturing Handle

REAR COCKPIT CONTROLS AND INDICATORS

Figure 9-5 Rear Main Panel

C-101CC 123
 Figure 9-6 Rear Left Panel

Figure 9-7 Rear Right Panel

NOTE: This annex refers exclusively to the differences between the CC and EB. No component
or function that is common to both aircraft versions will be mentioned as a general rule. Refer
to the EB manual for any system explanation.

Circuit Breaker Panels

Figure 9-8 Front Circuit Breaker Panel

C-101CC 124
 Figure 9-9 Rear Circuit Breaker Panel

Figure 9-10 Armament Circuit Breaker Panel

Emergency Fuel System (Back-Up)

The emergency fuel system permits flight to be continued in the event of failure of both auto
and manual modes, (computer ON and MAN). With the computer inoperative extreme vigilance
must be exercised to avoid exceeding engine limitations as protection is not provided. In manual
mode the computer is partially operative and provides overspeed protection. The back-up mode
is a further degraded mode.

The system must not be used if either the auto or manual modes are operative. The purpose of
the back-up system is to provide fuel to continue flight to the nearest suitable airport.

The system incorporates solenoid valves, an emergency fuel switch to energize the system and
a fuel lever to select the fuel flow required. During emergency fuel system operations, the
emergency fuel lever is mechanically connected to position the anti-surge solenoid valves. The
following depicts the position of the anti-surge valves in the various fuel flow settings:
Position 125 Valve 1/3 Open
Position 265 Valve Full Open
Position 440 Valve Full Open
Position 585 Valve Full Open
Position 760 Valve 1/3 Open
Position 895 Valve 1/3 Open
Position 1065 Valve 1/3 Open
Position 1200 Valve Closed

C-101CC 125
 1 A B C
EMERGENCY FUEL
RETURN TO CONTROL
FUSELAGE TANK

4
3 5

10
6
LEFT FRONT OIL
CONSOLE
7

SECONDARY FLOW
9
FUEL FILTER
PRIMARY FLOW

PUMP
ASSEM-
BLY ANTI-SURGE 8
SOLENOIDE VALVES

FUEL FROM
AIRCRAFT SYSTEM

FUEL CONTROL
UNIT

ELECTRICAL WIRING

CHECK VALVE

CALIBRATED ORIFICE

Figure 9-11 Emergency Fuel System (Back-Up)

1 BYPASS VALVE 6 HEAT EXCHANGER
2 SOLENOID VALVES 7 CHECK VALVE
3 EMERGENCY FUEL LEVER 8 FLOW DIVIDER
4 CHECK VALVE 9 EMERGENCY FUEL SWITCH
5 FLOW TRANSMITTER 10 SOLENOID VALVE

C-101CC 126
Fuel flows to orifice F and to three separate calibrated orifices; one for each solenoid valve. The
total fuel flow to the engine is the sum of the fuel that passes through the orifices and their
solenoid valves. The approximate fuel flow through each calibrated orifice is:

Orifice F 125 Ib/hr

Orifice, solenoid valve A 140 Ib/hr
Orifice, solenoid valve B 320 Ib/hr
Orifice, solenoid valve C 635 Ib/hr

The emergency fuel lever electrically opens and closes the solenoid valves to combine their
output to provide the required fuel flow as follows:

F 125 Ib/hr F+C 760 lb/hr

F+A 265 Ib/hr F+A+C 895 lb/hr
F+B 440 Ib/hr F+B+C 1065 Ib/hr
F+A+B 585 lb/hr F+A+B+C 1200 Ib/hr

The corresponding fuel flows are marked on the emergency fuel lever quadrant.
To return to manual mode from BACK-UP mode the emergency fuel lever must be placed to 125
Ib/hr. In any other position the FCU may be seriously damaged.

Emergency Fuel Switch

A guarded indicator switch is located on the front cockpit left
console. The system is connected by depressing the switch so it
illuminates ON in amber over black. Depress the switch to
disconnect the system so ON is extinguished.
Use of the system is limited to emergency only. The mission must
be aborted. Land as soon as practical. Not implemented in DCS C-
101CC.
Figure 9-12 Emergency Fuel Switch

Emergency Fuel Lever

The emergency fuel lever is located on the front cockpit
left console. The quadrant is graduated to depict each
fuel flow setting position in lb/h. A lock maintains the
lever in the set position.

Figure 9-13 Emergency Fuel Lever

Rudder Trim System

Rudder Trim Switches
A switch is located on the emergency panel of each left console. It is
spring loaded to the center position and labeled LEFT and RIGHT. The
switch is held to either position to actuate the rudder trim servo.
Maximum trim deflection is ± 15°. The actuator is powered by the
28V DC primary bus.

Figure 9-14 Rudder Trim Switch

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Trim Position Indicators
Rudder, aileron and elevator trim settings are displayed on the integrated trim indicator located
on each instrument panel. The rudder display is on the left of the indicator. A moving bar over a
horizontal fixed scale shows the angular displacement of the rudder trim setting. The aileron
display is on the center of the indicator. A bar rolls over a fixed scale and shows the displacement
of the aileron trim setting. The elevator display is on the right of the indicator. A moving bar over
a fixed vertical scale shows the angular displacement of the horizontal stabilizer. Neutral is
depicted by a pointer in all three cases.

Figure 9-15 Trim Position Indicator

Angle-Of-Attack (AOA) System

The system consists of an AOA airstream probe transmitter, AOA indicators, AOA indexers and stall
warning pedal vibrator. Two electrical heaters, one in the AOA probe and one in the transmitter box
prevent the formation of ice. The AOA indicators and stall warning system are energized by the 28V
DC primary bus through a circuit breaker labeled PITOT HEAT/STALL WNG.

Angle-Of-Attack Indicators
An AOA indicator is located on each instrument panel. The indicator is calibrated from 0 to 50 in
arbitrary units, equivalent to a range of ± 25° of probe rotation. When the indicator is inoperative OFF
appears in the indicator window. A knob on the lower left of the indicator sets a reference index on the
dial.

Figure 9-16 Angle-Of-Attack Indicator

1 AOA REFERENCE INDEX SET KNOB

Angle-Of-Attack Indexers
The AOA indexers are located on the left side above each instrument panel. At optimum
airspeeds the center on-speed symbol illuminates in green. At very low airspeeds (high AOA)
only the upper low-speed symbol illuminates in red. At high airspeeds the lower high-speed
symbol illuminates in yellow. Intermediate air speeds cause the two appropriate lights to
illuminate simultaneously.

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INDICATOR INDEXER SPEED ATTITUDE

VERY SLOW

SLIGHTLY SLOW

ON SPEED

SLIGHTLY FAST

VERY FAST

Figure 9-17 Angle-Of-Attack displays

Air Data Computer System (ADC)

The ADC receives pitot/static and altimeter setting inputs. It processes the data and provides
electrical output signals of vertical velocity to the VSI, Mach number/airspeed/Vmo to the
Mach/Airspeed Indicator, synchronized altitude to the Altimeter and error and data to the Flight
Director Computer (FDC). It is energized by the 115V AC and 26V AC buses through the circuit
breakers labeled ADC/FD and ADC respectively.

Mach/Airspeed Indicator
An identical indicator is located on each instrument panel. The indicator displays Mach number,
indicated airspeed in knots (KIAS) and maximum operating limit (Vmo) between 60 and 450 kts.
The Mach number is displayed in the upper window in two digits (tenths and hundredths)
between .20 and .99.

2
1
Figure 9-18 Mach/Airspeed Indicator
1 MACH NUMBER WINDOW

2 AIRSPEED NEEDLE 3

3 Vmo NEEDLE

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Standby Airspeed Indicator
This instrument, duplicated on the front and rear
instrument panels, displays indicated airspeed from 0 to
480 kts. It receives direct pitot/static inputs and is 1
illuminated by an integral white light.

1 AIRSPEED NEEDLE

Figure 9-19 Standby Airspeed Indicator

Altimeter/Encoder
An altimeter is located on each instrument panel. The corrected altitude signal is displayed by a
pointer and drum counter on the indicator. An altimeter setting knob labeled BARO is located
on the lower left instrument case. The setting is presented in millibars (mb) and inches of
mercury (in hg) in separate windows. The pointer dial displays altitudes between 1000 feet
levels. It is graduated in 20 feet increments and numbered each 100 feet. The counter consists
of four revolving drums and displays altitudes from -1000 feet to 59.980 feet. The right drum
has 20 feet increments. The 0 of the left drum (ten thousands of feet) is displayed as black with
white bars to indicate that the altitude is below 10.000 feet. The altitude alert annunciator light
on the upper right instrument case is inoperative.

An OFF flag is presented to cover the altitude counters in case of signal error or power supply
failure. The instrument is illuminated by an integral white light.

4
2
5

Figure 9-20 Altimeter/Encoder

1 BARO SETTING KNOB 4 POINTER
2 FAILURE FLAG 5 COUNTER
3 ALTITUDE ALERT ANNUNCIATOR LIGHT

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Standby Altimeter
There is a standby altimeter located on each instrument panel. They are directly connected to
the pitot/static system. Altitude information is displayed by a pointer and drum counter.
Altimeter setting is adjusted by a knob on the lower right instrument case and is displayed in
millibars. Display is from 0 to 50.000 feet and is illuminated by an integral white light.

Figure 9-21 Standby Altimeter

1 COUNTER 3 BARO SETTING KNOB
2 POINTER

MACH/AIRSPEED
Integrated Navigation System VERTICAL SPEED
INDICATOR
INDICATOR
ALTIMETER

The aircraft is equipped with an integrated

Flight Director (FD) navigation system.
RATE GYROSCOPE
Attitude and navigational information is
displayed on three instruments: Attitude
BARO SETTING
VERTICAL
SPEED

MACH No

ALTITUDE
Vmo
IAS

Director Indicator (ADI), Horizontal ADI

Situation Indicator (HSI) and Radio ALTITUDE AND AIRSPEED SIGNALS

Magnetic Indicator (RMI). The Flight ADC ERROR SIGNALS

AIR DATA
Director Computer (FDC) receives data COMPUTER (ADC)

from the Air Data Computer (ADC), the VHF RADIO DEVIATION SIGNALS FLIGHT DIRECTOR
HSI
NAV COMPUTER (FDC)
NAV (VOR/ILS) DME, Radio Altimeter and DME DME
RECEIVER
Gyro Platform. RADIO ALTITUDE SIGNAL
RADIO
ALTIMETER

PTT (BOTH)

HSI REMOTE
CONTROL PANEL
GYROSCOPE REFERENCE
MODE SELECTED

UNIT (GRU)
Figure 9-22 Integrated Navigation System RMI

RMI

ELECTRONIC
CONTROL
HEADING SIGNAL AMPLIFIER
(ECA)

GA (FRONT)
PTT (REAR)
TCS (FRONT)

FLUX VALVE
FLIGHT DIRECTOR MODE SELECTOR

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Gyroscope Platform AS-339
The Attitude and Heading Reference System (AHRS) components consist of a Gyroscope
Reference Unit (GRU), an Electronic Control Amplifier (ECA) and a Gyro Platform Control Panel
which is located on the pedestal of the front cockpit. A Flux Valve, located in the right wing tip,
provides magnetic heading to the system.

Gyroscope Platform Control Panel

Use the synchronizer knob to correct the heading according to the synchronization indicator.

1 2 3 4

8 7 6 5

Figure 9-23 Gyroscope Platform Control Panel

1 FAST ERECT PUSHBUTTON 5 SYNCHRONIZATION INDICATOR
2 MAGNETIC VARIATION CONTROL 6 MALFUNCTION WARNING LAMP
3 LATITUDE CORRECTION CONTROL 7 SYNCHRONIZER AND HEADING SET
4 HEMISPHERE SWITCH 8 FUNCTION SELECTOR SWITCH

Attitude Director Indicator (ADI)

1 13

12

3 11

4 10

5 9

6 8

7
Figure 9-24 Attitude Director Indicator

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1 GO-AROUND MODE ANNUNCIATOR 8 DECISION HEIGHT SET KNOB AND DIM

2 SPEED COMMAND POINTER CONTROL
3 RISING RUNWAY 9 RATE OF TURN POINTER
4 DECISION HEIGHT DISPLAY 10 RADIO ALTITUDE DISPLAY
5 RATE OF TURN WARNING FLAG 11 LOCALIZER WARNING FLAG
6 RADIO ALTITUDE TEST SWITCH 12 GLIDE SLOPE WARNING FLAG
7 ATTITUDE TEST SWITCH 13 DH ANNUNCIATOR

The speed command pointer indicates relative airspeed provided by the angle-of-attack/speed
command system. The rate of turn pointer represents a standard rate of 3 degrees per second.
The DH annunciator in the upper right of the ADI illuminates when at or below the decision
height set on the decision height display. The GA annunciator illuminates when go-around mode
is engaged on the Flight Director.

Horizontal Situation Indicator (HSI)

4
1

Figure 9-25 Horizontal Situation Indicator

1 NAVIGATION SOURCE ANNUNCIATORS 3 BEARING SELECT PUSHBUTTON
2 RECIPROCAL BEARING POINTER 4 BEARING POINTER

The pink bearing pointer points to the selected navaid station. The bearing select pushbutton
selects between ADF or NAV bearing information presented by the bearing pointer. The
navigation source annunciators illuminate RN for Area Navigation, VLF for Very Low Frequency
(Omega), INS for Inertial Navigation System, and VN for Vertical Navigation. Those systems are
not implemented in DCS C-101. The annunciators will be blank when standard VOR/LOC and
glide slope are being used.

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HSI Remote Control Panel
The HSI Remote Control Panel is located on the right console of the front cockpit and on the
forward lower panel of the rear cockpit.

Figure 9-26 Remote Control Panel

Flight Director Mode Selector

Figure 9-27 Flight Director Panel

Indicated Airspeed Hold (IAS) Mode

The indicated airspeed hold mode is selected by pressing the lAS button on the Mode Selector.
It overrides the APR CAP, GA, ALT, VS or pitch hold modes. In the IAS mode, pitch command is
proportional to airspeed error provided by the air data computer. Pressing and holding the TCS
button (see figure 9-21) allows the pilot to maneuver the aircraft to a new airspeed hold
reference without disengaging the mode. Not implemented in DCS C-101.

Vertical Speed Hold (VS) Mode

The vertical speed hold mode is selected by pressing the VS button on the Mode Selector. It
overrides the APR CAP, GA, ALT, lAS or pitch hold modes. In the VS mode, pitch command is
proportional to VS error provided by the air data computer. Pressing and holding the TCS button
(see figure 9-21) allows the pilot to maneuver the aircraft to a new vertical speed hold reference
without disengaging the mode. Not implemented in DCS C-101.

Go-Around Mode
The go-around mode is selected by pressing the remote go-around switch (see figure 9-21), it’s
the front cockpit control stick switch that corresponds to the rear cockpit PTT. The horizontal
command bar receives a fixed pitch-up attitude command. Once go-around is selected, any roll
mode can be selected and will cancel the wings-level roll command. The go-around mode is
cancelled by selecting another pitch mode or TCS.

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DME Selector
A DME selector, marked HOLD and NORM, is located on each cockpit instrument panel. When
set to HOLD, the selected DME will continue to display DME data from that station while the
frequency can be changed to another VOR. This permits DME read out from one station while
receiving navigational signals from another station. When the switch is placed to NORM the DME
read out corresponds to the selected VOR frequency.

Radio Altimeter Switch

This switch located in the front cockpit connects the radio altimeter AHV 8, which is energized
by the 28V DC secondary bus through a circuit breaker labeled RAD ALT.

Emergency Locator Transmitter (ELT) Switch

A two position selector switch, labeled AUT and TEST, is located on the front cockpit instrument
panel. In AUT position the ELT is armed to function subjected to its activation by G acceleration,
for example on impact. In TEST position the unit transmits on the emergency frequencies
permitting the serviceability of the unit to be checked, or to be used to activate the ELT in case
of a successful forced landing.

Figure 9-28 DME Selector, Radio Altimeter Switch and ELT Switch

Telebriefing
The telebriefing installation allows confidential briefing information from the operations
controller to be given to the pilot via a closed landline whilst the aircraft is at the platform.
Communication with telebriefing personnel is accomplished through a connector located on the
right main gear door. The system functions through the HOT LINE circuit (HOT MIC + HOT MIC
TALK). The communication cable is disconnected when the airplane taxies forward. A light
located on the front right console illuminates to advise when the system is operative. Not
implemented in DCS C-101.

Figure 9-29 Telebriefing Indicator Light

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Audio Control Panel

Figure 9-30 Audio Control Panel

VHF COMM/NAV Equipment

The VHF-20B equipment permits communications in the frequency range of 116.000 to 151.975
MHz in increments of 25 KHz. It is energized by the 28V DC secondary bus through a circuit
breaker labeled VHF.

1 8

3 4 5 6 7

Figure 9-31 VHF COMM/NAV Control Panel

1 COMM OFF/PWR/TEST SWITCH 6 NAV FREQUENCY SELECTOR (1 MHz)
2 COMM FREQUENCY SELECTOR (1 MHz) 7 NAV FREQUENCY SELECTOR (50 KHz)
3 COMM VOLUME CONTROL 8 NAV VOLUME CONTROL
4 COMM FREQUENCY SELECTOR (0.025 MHz) 9 NAV TEST SWITCH
5 NAV CONTROL SWITCH

V/UHF Radio
The V/TVU-740 equipment permits VHF and UHF communications between 118.000 and
149.975 MHz and 225 and 399.975 MHz respectively in 50 KHz separation between channels. It
is energized by the 28V DC essential bus through a circuit breaker labeled V/UHF.

C-101CC 136
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2 3 4 5 6

9 8 7

Figure 9-32 V/UHF Control Panel

1 FREQUENCY SELECTORS 6 CHANNEL INDICATOR
2 TEST SELECTOR SWITCH 7 CHANNEL SELECTOR SWITCH
3 INDICATOR LIGHT 8 MODE SELECTOR
4 SQUELCH 9 FUNCTION SELECTOR
5 POWER TRANSMIT SELECTOR

Automatic Direction Finding (ADF) Equipment

The ADF-60 control panel is located in the front cockpit right console. The receiver can be tuned
within the frequency range of 190 to 1749.5 KHz. The equipment is energized by the 28V DC
secondary and 26V AC buses through circuit breakers labeled ADF.
1 2

7 6 5 4 3

Figure 9-33 ADF Control Panel

1 TONE SWITCH 5 FREQUENCY SELECTORS (100 KHz)
2 TRANSFER SWITCH 6 GAIN CONTROL
3 FREQUENCY SELECTORS (0.5 KHz) 7 FUNCTION SELECTOR SWITCH
4 FREQUENCY SELECTORS ( 10KHz)

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Canopy Fracturing Handle
When this T-handle, located on each right console, is pulled
it initiates the explosion sequence through the detonator
cord that shatters the canopy. The canopy fracturing handles
operate independently of each other. They only fracture the
canopies of their respective positions.

Figure 9-34 Canopy Fracturing Handle

Armament System
The aircraft fixed weapons are mounted in a pack in the lower fuselage below the cockpits. The
external stores are carried and released by six pylons. There is an optical sight head in each
cockpit, the one in the front is coupled with a gun camera recorder. The system is energized by
the 28V DC essential and secondary busses, while the sight head gyros are energized by the 115V
AC bus.

Sighting System RGS2

The system comprises the optical sight head, a separate computer gyro unit, a control unit and
a camera recorder.

Optical Sight Head

The optical sighting system provides a gyro controlled lead computed sight line in the air-to-air
gun and air-to-ground gun and rocket modes and a pre-set sight line depression in the various
air-to-ground weapon modes. The system also offers an alternative air-to-ground mode
whereby the pilot sets the required sight line depression through operation of the optical sight
control unit. For stadiametric ranging the target in the air-to-air gun weapon mode, the system
provides an aiming mark (reticle) of selectable width, which is operated by a switch in the front
cockpit power lever grip and displayed on both cockpit sight heads simultaneously. The
brightness of the reticle is adjusted by a brightness control located on the lower left of each sight
head. The system is energized by the 28V DC secondary bus through a circuit breaker labeled
CAMERA SIGHT located on the armament circuit breaker panel.
4000 ft

1800 ft
0,65 mrad 0,65 mrad 1250 ft
4 mrad

0,65 mrad 700 ft

1,65 mrad

8,7 mrad

19,4 mrad

28 mrad

50 mrad

Figure 9-35 Reticle

The pattern corresponds to the apparent size of a 35ft-wingspan aircraft at four fixed ranges.

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WEAPON SELECTED
RETICLE PATTERN RANGE/FUNCTION SIGHT LINE
MODE FROM

Lead Range
A-A GUN 700 ft
Computed Selector

Lead Range
A-A GUN 1250 ft
Computed Selector

Lead Range
A-A GUN 1800 ft
Computed Selector

Range
A-A GUN Snap Shot Pre-set
Selector

Lead
Computed
Weapon
A-G GUN 2000 ft & pre-set or
Control CU
manually set
depression
Pre-set or
Weapon
A-G BOMB manually set
Control CU
depression
Lead
Computed
Weapon
A-G ROCKET & pre-set or
Control CU
manually set
depression

ALL FIRING Trigger

Figure 9-36 Reticle Pattern

Optical Sight Control Unit

The unit is mounted below the optical sight in the front cockpit. It provides a means of manually
setting sight line depression and activation/deactivation of the optical sight system.

1
3

Figure 9-37 Optical Sight Control Unit

1 DEPRESSION SELECTORS 3 POWER SWITCH
2 MODE SWITCH

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Power Switch
This two position switch is labeled ON and OFF to energize/de-energize the optical sight system.

Mode Switch
This three position switch is labeled AUTO, MAN and TEST. In AUTO and MAN the reticle is
displayed on the optical sight. Also, when either AUTO or MAN modes are selected and the
CANN-M/G switch is set to A/A the optical sight provides automatic sight line depression. In
AUTO mode, with any air to ground mode selected (A/G, bombs or rockets) a pre-set sight line
depression is provided. In MAN mode the sight line depression is selected by means of the
depression selectors on the control unit. In TEST position the automatic self-test is energized.

Depression Selectors
When MAN mode is selected the sight line depression can be manually set up to 199 mrad by
the three selector wheels.

Camera Recorder
The camera is mounted on the sight head in the front cockpit to record the pilot's forward view
of the target which is superimposed with the image of the sight reticle. Camera operation is
initiated with the firing of fixed weapons trigger or by the camera button on the front cockpit
control stick. It records for 3 seconds and the camera speed can be adjusted by technical
personnel to operate between 10 and 20 fps for a period of 1 to 10 seconds. The camera is
energized by the 28V DC secondary bus through the circuit breaker labeled CAMERA SIGHT on
the armament circuit breaker panel.

1 2

Figure 9-38 Camera Control Panel

1 VIDEO POWER SWITCH 1 VIDEO RECORDING SWITCH

Fixed Weapon Packs

Two types of fixed weapon packs are available: a pack containing twin 12.7 mm (0.5 in) machine
guns or a pack containing a single 30 mm cannon.

 Machine Guns Pack: The pack contains twin AN M3 machine guns, mounted side by side,
which may be fired in Air-to-Air or Air-to-Ground modes.
 Cannon Pack: The pack contains a single DEFA 553 cannon which may be used in Air-to-
Air or Air-to-Ground modes.

A microswitch on the right main gear strut de-energizes the armament system when the aircraft
weight is on the wheels.

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Selection and Control and Release (SCAR) Control Unit
The SCAR unit is located on the front cockpit instrument panel. It incorporates all the required
tactical controls for the armament system.

2 3

5
4

7 6
9 8
10

Figure 9-39 SCAR Control Unit

1 FIXED WEAPONS SWITCH 6 SELECTIVE JETTISON SELECTOR
2 EMERGENCY JETTISON PUSHBUTTON 7 RIPPLE TIME SELECTOR
3 SCAR LIGHT TEST BUTTON 8 MODE SELECTOR SWITCH
4 PYLON SELECTOR/STATUS INDICATOR BUTTON 9 BOMB ARMING SELECTOR
5 SELECTIVE JETTISON BUTTON 10 WEAPONS MASTER SWITCH

Weapons Master Switch (MAST SW)

This two position switch is labeled ON and OFF. In the ON position electrical power is available
to the armament system. In the OFF position the armament system is totally de-energized
except for the emergency jettison system, which is operational whenever electrical power is
available to the 28V DC bus.

Fixed Weapons Switch (CANN-M/G)

This three position switch is labeled A/A (air to air), A/G (air to ground) and OFF, and is protected
by a safety guard. When the MAST SW is ON and A/A is selected the fixed weapons pack circuits
are energized and the optical sight is placed in the air to air firing mode. When A/G is selected
the fixed weapons pack circuits are energized and the optical sight is placed in the air to ground
firing mode. In OFF position the fixed weapons pack circuits are de-energized.

Pylon Selector/Status Indicator Buttons

Six selector indicators are provided to display the status of each pylon and positionally represent
the pylons as viewed from behind the aircraft. A pylon is selected by depressing the appropriate
selector/indicator so the upper half illuminates in amber. If the pylon is carrying a store the
lower left quadrant will illuminate in green. If no store is carried the lower right quadrant will
display NS (no store) in blue.

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SELECTED PYLON STORE CARRIED IN PYLON NO STORE

Figure 9-40 Pylon Selector/Status Indicator Buttons

Mode Selector Switch (MODE)

This is an eight position rotary switch for the following modes:

 SAF (safe): All bomb and rocket arming systems are de-energized however, the
emergency jettison system remains operative.
 BOMB (bombs): Stores can be released from pylons pre-selected by the pylon selector/
status indicators. If one pylon is selected only the stores from that pylon will be released,
if more than one pylon is selected the bombs will be released in pairs from the pylons
in the following order: inboard, outboard and center.
 RIP (ripple): The stores are released with a time delay set on the ripple time selector.
 NC (no function): The NC position has no function.
 BM (bombs, mixed launcher): Bomb release when a mixed launcher is fitted to the
pylon(s).
 ROC (rockets, mixed launcher): Rocket release when a mixed launcher is fitted to the
pylon(s).
 1-1 (single rockets): Single rocket release.
 BRST (multiple rockets): Multiple rocket release.

Ripple Time Selector (RIPPLE TIME)

This is a five position rotary switch marked 70, 90, 120, 150 and 200. Each position represents a
pre-determined time interval in milliseconds when releasing bombs in salvo mode.

Bomb Arming Selector (ARM)

This is a four position rotary switch marked OFF, NS/TL (nose and tail), NS (nose) and TL (tail).
When set to NS/TL, NS or TL the appropriate bomb arming solenoids pre-selected on the pylon
selector/status indicator(s) are energized. In OFF position the arming system is de-energized.

Selective Jettison Selector (SELECT JETT)

This is a four position rotary switch marked OFF, IN (inboard), CEN (center) and OUT (outboard).
In OFF position the system is de-energized. Selective jettison is accomplished by setting the
SELECT JETT switch to the appropriate position and depressing the selective jettison pushbutton.

Selective Jettison Push Button

This pushbutton is located above the SELECT JETT switch. When depressed, the stores selected
by the SELECT JETT switch will be jettisoned unarmed (arming solenoids de-energized). The
system is de-energized if either the MAST SW or SELECT JETT switches are OFF.

Emergency Jettison Push Button

This guarded emergency jettison pushbutton will clear all pylon stores when depressed
regardless of the setting of all other armament system controls, provided electrical power is

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available to the 28V DC essential and secondary busses. The release sequence follows the order
outboard, inboard and center. Stores are released unarmed in symmetrical pairs at 300
milliseconds time intervals.

Light Test Push Button (LIGHT TEST)

The lights associated with the armament system are checked by depressing the pushbutton.
When the front cockpit LIGHT TEST button is depressed the lights on the SCAR control and
display units will illuminate, the ammunition remaining indicator on the display unit will indicate
888. The rear cockpit LIGHT TEST button illuminates the rear cockpit display unit lights and
indicates 888 on the ammunition remaining indicator. The lighting level of the units is adjusted
independently for each cockpit by the instrument rheostat switch on the appropriate cockpit
lighting panel.

SCAR Display Unit

There is a SCAR display unit located on the upper right instrument panel of each cockpit.

2
3
1

6 5 4

Figure 9-41 SCAR Control Unit

1 SELECTION ERROR INDICATOR 4 AMMUNITION REMAINING INDICATOR
2 BOMB ARMING INDICATOR 5 PYLON SELECTED INDICATORS
3 CANCEL PUSH BUTTON/MODE SELECTED 6 INITIAL CANNON LOAD SWITCH
INDICATOR

Cancel Push Button/Mode Selected Indicator (CANCEL)

The CANCEL button is depressed to cancel all armament modes of operation except emergency
jettison. The upper part of the switch illuminates CANCEL in red on a black background. When
the CANCEL push button is pressed a second time, the armament system returns to its previous
state as selected by the mode switch on the SCAR control unit. The selected mode is displayed
in amber letters over black background on the lower half of the CANCEL push button. The left
quadrant displays R (rockets) and/or the right quadrant displays B (bombs) according to the
selected mode.

ALL MODES CANCELLED ROCKET MODE SELECTED BOMB MODE SELECTED

EXCEPT EMERGENCY JETTISON
Figure 9-42 Cancel Push Button/Mode Selected Indicator

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Pylon Selected Indicator
A row of seven indicators is located below a silhouette of the aircraft as viewed from the rear at
the bottom of the display unit. Each indicator represents the corresponding pylon except the
center indicator which represents the fixed weapons pack. When the required pylon(s) are
selected the corresponding indicator(s) on both cockpit display units will illuminate in amber.
The fixed weapons pack indicator illuminates when the CANN-M/G is selected to either A/A or
A/G.

Bomb Arming Indicator (ARM)

When the SCAR control unit ARM switch is set to any of the three detents and the MODE switch
is set to BOMB or RIP the ARM indicator will illuminate in amber.

Selection Error Indicator (SEL ERR)

The SEL ERR indicator will flash intermittently in red under the following conditions:

 If a selected pylon does not carry the stores selected on the SCAR control unit.
 If asymmetric pylons are selected (in number or position).

When the SEL ERR indicator flashes intermittently the ARM indicator light will extinguish and
the stores cannot be released by the automatic system. The emergency and selective jettison
systems remain operative. If a system malfunction is found by the SCAR control unit self-test,
the indicator will illuminate red continuously; the SCAR control unit will be automatically made
inoperative and stores may only be released by the emergency and selective jettison systems.

Initial Cannon Load Switch (CANNON LOAD)

This switch is set to indicate the number of rounds of ammunition initially loaded into the
cannon ammunition box. The switch is numbered 5, 6, 7, 8, 9, 10, 12 and 14 to indicate the
number of rounds x 10. The switch is also labeled TEST and FLIGHT. When set to TEST the rounds
remaining readout is displayed on the ammunition remaining indicator even when the MAST SW
is OFF. This permits the remaining rounds to be checked on the ground with the armament
system off. The switch must be placed to FLIGHT position during flight.

Ammunition Remaining Indicator (AMMUNITION)

The electronic unit provides a digital display of cannon rounds remaining when the SCAR MAST
SW is ON and the CANN-M/G switch is in either A/A or A/G or when the CANNON LOAD switch
is set to TEST position. The unit has a non-volatile memory which permits it to display (on system
energization) the rounds remaining at the time the system was de-energized.

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Sight Head Range Selector
The front cockpit power lever grip incorporates a Sight Head Range Selector for stadiametric
target ranging.

Figure 9-43 Sight Head Range Selector

1 FRONT COCKPIT POWER LEVER GRIP

9.3 WEAPONS EMPLOYMENT

Items that only need to be checked are highlighted in grey color, they are correctly set at mission
start by default.

Air-to-Air Weapons Employment

Cannon Employment
 SCAR DU Initial Cannon Load Switch - FLIGHT
 Fixed Weapons Switch (CANN-M/G) – A/A
 Optical Sight Power Switch – ON
 Optical Sight Mode Switch – AUTO
 Adjust reticle pattern to apparent 35ft-wingspan target with Sight Head Range Selector
 Aim and depress trigger

Missiles Employment
 Weapons Master Switch (MAST SW) – ON
 Optical Sight Power Switch – ON (optional)
 Pylon Selected Indicator – Selected required pylon
 Aim and depress trigger once within range and with correct missile tone

Air-to-Ground Weapons Employment

Cannon Employment (with lead computed and pre-set sight line)
 SCAR DU Initial Cannon Load Switch - FLIGHT
 Fixed Weapons Switch (CANN-M/G) – A/G
 Optical Sight Power Switch – ON
 Optical Sight Mode Switch – AUTO
 Aim and depress trigger

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AVIODEV
Cannon Employment (with manually set depression)
 SCAR DU Initial Cannon Load Switch - FLIGHT
 Fixed Weapons Switch (CANN-M/G) – A/G
 Optical Sight Power Switch – ON
 Optical Sight Mode Switch – MAN
 Depression Selectors – Adjust depression angle in mrad
 Aim and depress trigger

Sea Eagle Missile Employment

 Weapons Master Switch (MAST SW) – ON
 Optical Sight Power Switch – ON (optional)
 Pylon Selected Indicator – Selected required pylon
 Aim toward emitting source and depress trigger once within missile range

Rockets Employment (with lead computed and pre-set sight line)

 Weapons Master Switch (MAST SW) – ON
 Optical Sight Power Switch – ON
 Pylon Selected Indicator – Selected required pylon
 Optical Sight Mode Switch – AUTO
 Aim and depress trigger

Rockets Employment (with manually set depression)

 Weapons Master Switch (MAST SW) – ON
 Optical Sight Power Switch – ON
 Pylon Selected Indicator – Selected required pylon
 Optical Sight Mode Switch – MAN
 Depression Selectors – Adjust depression angle in mrad
 Aim and depress trigger

Bombs Employment (with pre-set sight line)

 Weapons Master Switch (MAST SW) – ON
 Optical Sight Power Switch – ON
 Pylon Selected Indicator – Selected required pylon
 Optical Sight Mode Switch – AUTO
 Aim and depress trigger

Bombs Employment (with manually set depression)

 Weapons Master Switch (MAST SW) – ON
 Optical Sight Power Switch – ON
 Pylon Selected Indicator – Selected required pylon
 Optical Sight Mode Switch – MAN
 Depression Selectors – Adjust depression angle in mrad
 Aim and depress trigger

Stores Jettisoning
Emergency Stores Jettisoning
 Emergency Jettison Pushbutton – Push

C-101CC 146
AVIODEV
Selective Stores Jettisoning
 Weapons Master Switch (MAST SW) – ON
 Selective Jettison Selector – Select required pylon
 Selective Jettison Button – Push

Depression Angle Tables

Depression angle examples employing 151-HE rockets with a weight of 5500 Kg in a 300 kts dive
at -10° and at -15°. The height is above target elevation.

151-HE ROCKETS
5500 Kg 300 KTS DIVE -10°
HEIGHT (ft) DEPRESSION ANGLE (mrad)
750 25
1350 30
2600 35
3000 40
4200 45
4500 50
4800 55
5200 60
5600 65
6100 70
6600 75

151-HE ROCKETS
5500 Kg 300 KTS DIVE -15°
HEIGHT (ft) DEPRESSION ANGLE (mrad)
250 25
1300 30
2300 35
3400 40
4000 45
4700 50
5300 60
6500 70

Figure 9-44 Depression angle tables

C-101CC 147
AVIODEV
Definitions and Attack Run Procedure
The following figure depicts the depression angle and the sight line during a typical attack run.

HORIZON LINE

DIVE ANGLE

DEPRESSION ANGLE

HEIGHT ABOVE TARGET

TARGET

Figure 9-45 Sight Line and Depression Angle

The depression angle is expressed in milliradians.

There are several definitions of milliradian used in artillery, but according to the International
System of Units the radian is a unit of angular measure equal to the angle subtended at the
center of a circle by an arc equal in length to the radius of the circle. 2π radians is equal to 360
degrees.

The milliradian is a unit of angular distance equal to one thousandth of a radian.

One milliradian approximately subtends one meter at a distance of one thousand meters.

The weapon describes a parabolic trajectory.

The Sight Head sight line depression is set manually or pre-set according to the mode used (MAN
or AUTO respectively).

Plan the attack run to start shooting at a certain height above the target and at a certain IAS and
dive angle.

Aim the Sight Head over the target and shoot when the parameters are met.

External Stores
The table in the following page shows the stores permitted in each pylon.

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AVIODEV

EXTERNAL SUSPENSION STATION LOADING

STORE SYSTEM 1 2 3 C 4 5 6
Machine CASA Pylon
Gun Pack and Ejector
(AN M3, Release Unit
cal 0.50 ML ERU No.
in) 119GY
Cannon CASA Pylon
Pack and Ejector
(DEFA Release Unit
553, cal ML ERU No.
30 mm) 119GY
CASA Pylon
and Ejector
AIM-9M Release Unit
ML ERU No.
119GY
CASA Pylon
and Ejector
AIM-9P Release Unit
ML ERU No.
119GY
CASA Pylon
and Ejector
R.550
Release Unit
Magic 2
ML ERU No.
119GY
CASA Pylon
and Ejector
Sea Eagle Release Unit
ML ERU No.
119GY
CASA Pylon
Rocket and Ejector
Launchers Release Unit
LAU 61 ML ERU No.
119GY
CASA Pylon
Rocket and Ejector
Launchers Release Unit
LAU 68 ML ERU No.
119GY
CASA Pylon
and Ejector
Bombs
Release Unit
BIN 200
ML ERU No.
119GY
CASA Pylon
and Ejector
Bombs
Release Unit
BR 250
ML ERU No.
119GY
CASA Pylon
and Ejector
Bombs
Release Unit
BR 500
ML ERU No.
119GY
Figure 9-46 External Stores

C-101CC 149
AVIODEV

C-101CC 150
 10. ANNEX II SMOKE SYSTEM
10.1 DESCRIPTION
The C-101EB can be equipped with a smoke system. This is used by the Patrulla Águila in its
colourful displays around the world, showing the Spanish flag.

The system consists of:

 The two ferry tanks in the wings, filled with the required amount of diesel.
 Nitrogen bottle
 Colorant bottle
 Diesel injector in tail cone
 Electronic control box
 Wires, valves and hoses

Figure 10-1 Diesel injector in tail cone

The system is electrically power by the 28V DC Secondary Bus and has two CB’s in the right
lateral panel of the front cockpit, labelled HUMOS BLANCOS (WHITE SMOKE) and HUMOS
COLOR (COLOR SMOKE).

Figure 10-2 Smoke system circuit breakers

SMOKE SYSTEM 151

Control Panel

There is a control panel located in the front cockpit, just below the glareshield. It’s fitted with
lights, indicating the status of the smoke system, as described in following pictures.

Smoke system electrically de-

energized.

HUMO BLANCO CERRADO ( WHITE

SMOKE CLOSED)
Smoke system electrically energized
and smoke system valve closed, no
smoke is being jettisoned.

HUMO BLANCO ABIERTO (WHITE

SMOKE OPENED)
Smoke system valve opened, smoke
is being jettisoned.

ATENCIÓN HUMO DE COLOR

(ATTENTION COLOR SMOKE)
Colorant valve opened, colorant is
being added to smoke system.

Figure 10-3 Control Panel

Control Stick Buttons

There are two buttons in the control stick for operation of the system by the pilot.

The Stores Release Button, under a safety guard, is used to open the smoke system valve. When
pressed once, white smoke is jettisoned if certain conditions, described later, are met. Press it
again to close the valve.

The Fixed Weapons Trigger, secured by a safety catch, is used to open the colorant valve. When
the trigger is pressed once, colorant is added to the smoke system if certain conditions,
described later, are met. Press it again to close the valve.

SMOKE SYSTEM 152

 1
Figure 10-4 Control Stick Buttons

1 STORES RELEASE BUTTON (WHITE SMOKE)

2 2 FIXED WEAPONS TRIGGER (COLORANT)

White smoke

Ferry tanks on both wings are filled with gasoil (diesel). On a normal mission 140 liters are used
in each wing. This lasts for about 30-35 minutes.

The flow is around 12-14 liters/minute, that’s the flow that transfer pumps provide.

There is a valve (called “smoke valve”) that is placed by maintenance personnel in the proper
position before flight, to derivate ferry tanks diesel content from fuel system line to the injector
in tail cone.

Once the mission is completed, the ferry tanks are cleaned, though in fact it wouldn’t be
necessary, as gasoil would be compatible with kerosene.

Colorant

Consists on a bottle with 20 liters of colorant with a tare of 14 kg, a control box, a nitrogen bottle
to pressurize the colorant tank and pipes with their corresponding shut-off valves.

It lasts for about 2-3 minutes with a constant colour, afterwards the colour would be
intermittent.

Maintenance personnel loads colorant enough for 4 flags. Each flag in a real world display of the
Patrulla Águila usually lasts for about 30 secs. The total amount of colorant lasts 2 minutes
approximately, after that, the colorant would come out intermittently.

Control Box

The control box rules the smoke system operation in the following way:

If transfer pumps are not working, smoke system solenoid valves won’t open.

When transfer pumps stop, the control box sends a signal to close the smoke solenoid valves.

SMOKE SYSTEM 153

Therefore, when fuel oil is exhausted, as transfer pumps are in auto (normal operation), they
will stop and close smoke jettisoning, so the smoke panel will show the smoke closed situation:
green lights out and red light on.

Colour smoke will also stop if white smoke stops. This is a protection to avoid colorant to return
to the ferry tanks.

10.2 OPERATION

Smoke activation

 Close the CB’s labelled HUMOS BLANCOS (WHITE SMOKE) and HUMOS COLOR (COLOR
SMOKE).
 Press the Stores Release Button in the control stick to start smoke jettisoning. [T] in the
keyboard.
 Press the Fixed Weapons Release Button in the control stick for colorant. [LSHIFT+T] in
the keyboard.

Due to the WoW (Weight on Wheels) function, smoke system won’t activate while on ground.

Smoke deactivation

 Press the Fixed Weapons Release Button in the control stick to stop colorant.
 Press the Stores Release Button in the control stick to stop smoke jettisoning.
 Open the CB’s labelled HUMOS BLANCOS (WHITE SMOKE) and HUMOS COLOR (COLOR
SMOKE) if required.

It’s also possible to stop colorant and white smoke at the same time just pressing Stores Release
Button, without pressing Fixed Weapons Release Button first. The colorant solenoid valve will
close automatically by design, as explained above.

SMOKE SYSTEM 154

 SPECIAL THANKS
 Ejército del Aire (Spanish Air Force) for their support
 Eagle Dynamics for their support
 Alejandro Mourente for technical support, mission design and voice-overs
 José Miguel del Pozo Sierra for his support with the C-101CC manual
 ED, PAV (Patrulla Águila Virtual) and AvioDev testing teams
 César Piquer Martínez for his support
 Ismael Jordá for C-101 pictures (www.ismaeljorda.com)

SOURCES
 C-101EB manual from Spanish Air Force
 C-101CC manual
 “Conocer el C-101” (César Piquer Martínez´s book)

LINKS
 https://www.facebook.com/Aviodev
 http://www.digitalcombatsimulator.com
 http://forums.eagle.ru

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© 1991-2016 The Fighter Collection, Eagle Dynamics. All rights reserved.

SMOKE SYSTEM 155