i Ne vas NAVWEPS 01-40ALF-1 rete ias NATION NATOPS Flight Manual PROCEDURE NAVY MODEL Bares A-1H and A-1J & FLT PROC AIRCRAFT Ev) PROCEDURE eT oT Toy ery aceasta Nae SYSTEMS Pima (ete). ‘THIS PUBLICATION SUPERSEDES NAVWEPS 01-40ALF-1 DATED 15 MARCH 1965 WHICH SHOULD BE REMOVED FROM THE FILES AND DESTROYED PERFORM ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS. Ixy AND UNDER DIRECTION OF THE CHIEF OF THE BUREAU OF NAVAL WEAPONS. uN 1 February 1966NAVWEPS 01-40ALF-1 Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuWeps or AMC). The policy for use of Classified Publications is established for the Air Force in AFR 205-1 and for the Navy in Navy Regulations, Article 1509. LIST OF CHANGED PAGES ISSUED INSERT LATEST CHANG! PAGES. DESTROY SUPERSEDED PAGES. NOTE: The portion of the text affected by the current change is indicated by a vertical line in the outer margins of the page ‘The asterisk indicates pages changed, added, or deleted by the current change. [ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: BuWeps USAF ACTIVITIES In accordance with Technical Order No. 00. NAVY ACTIVITIES —Use DD FORM 1348 and submie in accordance withthe instructions contained in NAV- SANDA PUBLICATION 408-Navy Standard Requisitoning and Issue Procedure, For information on other available material and details of distribution refer to NAVSANDA. PUBLICA- ‘TION 2002, SECTION VIII and NAVWEPS 00-5004,NAVWEPS FORM 5602/1A.7-63) NAVWEPS 01-40ALF-1 25 FEBRUARY 1966 FLIGHT MANUAL INTERIM CHANGE No. 66 Navy Model -1:/3 Aircraft ‘PUBLISHED BY DIRECTION OF THE CHIEF OF THE BUREAU OF NAVAL WEAPONS. NOTICE: this decamon canteen feng he aac! defen te Und Soe within meaning te Eponge Lew, Tle 18, US, Scone 798 ond 79. Then hers fe cores ny meme eo arkavied paren prong by ew Esp tan rch tom i men may ae ed x r,t, tet nepal ht en evel (Of paramount interest to pilots. To be read by all pilots operating these aircraft 1, GALGHELATIGN, Thde interin chonge cancels ané supercodes message Interin Changes No. 6 of Ui vetoter 1965 (1118382) and iio. 65 of l February 1966 (0419302). in the Interim changes as 6 Linitationss 2. To incorporate in the “Light jamal the Lubictéons contained cancelled by paragraph 1s above und to oct forth additional tor PS OL-LOALF-1 of 15 Karch 3s, The follows ciarges wre nade to the iMORS Flight Lanual, i G65, for iiowy “i, -15 Aircraft. y a5 added tly under the paragraph entitled EMRWL sTORIe LEZ TTT Interim thange Jo 36 of 22 April 19C5, add the following: anil Ordnance stall not Le jeltisoncd dove the minim Dragwntation clearance altitude when pocrite, even though: Jetiison safe is selected. (b) ection 1, wart by Zable TIE ao aided by sight tanual Intern shange ioe 56 of 22 april 19655 (2) Under etore column delete Micro Gi, Chal, Gin2, and Live32i/h iocket Packs" and Suutel more 61, Gil, 61-2, Lve32i/A, and Liv=320/A tocket Packs" 106 (2) under store coluan change MK 106 Led 3 sracti od 3/4 :ractice Dombt, vonb", ubere appearing, to : (3) sad the Loltonin, stares te ihe tatde eee e+ R0OeRb OP, AF=103002 7 DDD D1 trough 32 Taxkmm Inti éoted Lirspesd dsleace, te wakes eect + Linits of basic atreraft { Bindts of lacks of who adroratt fo stroratt SDDS DDD 2 chats of bas ROUEKS we ee ee eee + Leah aceLor in 41,05 straight aDAVIALOGS WIAA. AALOGS. COMDEPARTMENT OF THE NAVY OFFICE OF THE CHIEF OF NAVAL OPERATIONS WASHINGTON, D.C. -20350 LETTER OF PROMULGATION 1, The Naval Air Training and Operating Procedures Standardization Program (NATOPS) is a positive approach towards improving combat readiness and achieving a substantial reduction in the aircraft accident rate. Standardization, based on professional knowledge and experience provides the basis for develop- ment of an efficient and sound operational procedure. The standardization pro- gram is not planned to stifle individual initiative but rather, it will aid the Commanding Officer in increasing his unit's combat potential without reducing his command prestige or responsibility. 2. This Manual is published for the purpose of standardizing ground and flight procedures, and does not include tactical doctrine. Compliance with the stipu- lated manual procedure is mandatory. However, to remain effective this manual must be dynamic, It must stimulate rather than stifle individual thinking. Since aviation is a continuing progressive profession, it is both desirable and necessary that new ideas and new techniques be expeditiously formulated and incorporated. It is a user's publication, prepared by and for users, and kept current by the users in order to achieve maximum readiness and safety in the most efficient and economical manner. Should conflict exist between the training and operating procedures found in this manual and those found in other publications, this manual will govern, 3. Check lists and other pertinent extracts from this publication necessary to normal operations and training should be made and may be carried in Naval aircraft for use therein. It is forbidden to make copies of this entire publication or major portions thereof without specific authority of the Chief of Naval Operations. 4, This change to the NATOPS Flight Manual is effective upon receipt. These pages supersede like pages in NAVWEPS 01-40ALF-1 dated 15 March 1965, SRL Rene PAUL H. RAMSEY Vice Admiral, USN Deputy Chief of Naval Operatfyns (Air)AVMIALOGS - IAW. AWIALOGS. COMNAVWEPS 01-40ALF-1 INTERIM CHANGE SUMMARY CANCELED OR PREVIOUSLY INCORPORATED IN THIS MANUAL, No. 1 through 58 No. No. No. No. No. No. No. INCORPORATED IN THIS REVISION ON PAGES INDICATED 57 Section XI, Table 11-1 58 Section XI, Table 11-1, Sheet 5 59 Section XI, Table 11-1, Sheets § and 7 60 Section XI, Table 11-1, Sheet 5 61 Section V, Pages 5-5 through 5-7 62 Section XI, Table 11-1, Sheets 4 and 8 63 Compilation of above listed changes INTERIM CHANGES OUTSTANDING: (to be maintained by custodian of Flight Manual) No. Date Purpose FlyleafAVIALOGS - TATA. AWALOGS. COWNAVWEPS 01-40ALF-1 TABLE OF CONTENTS SECTION 1 SECTION It SECTION I SECTION IV SECTION V SECTION VI SECTION VII SECTION VI SECTION IX SECTION X SECTION XI AIRCRAFT oe at INDOCTRINATION .....++ al NORMAL PROCEDURES .. 1 FLIGHT CHARACTERISTICS AN PROCEDURES ...... at EMERGENCY PROCEDURES ». AB 5-1 ‘ALL WEATHER OPERATION >» 6-1 COMMUNICATIONS PROCEDURES -.2-.2000002 0 T+ WEAPONS SYSTEMS .. 0-06-0000 ee eee este) Be FLIGHT CREW COORDINATION... ot STANDARDIZATION EVALUATION 10-1 PERFORMANCE DATA ‘Table of ContentsIntroduction NAVWEPS 01-40ALF-1 NOW HEAR THIS! ‘The letter of Promulgation from the Chief of Naval Operations outlines the reasons for combining the Naval Air ‘Training and Operating Procedures Stand- ardization Manual with the present A-1H, A-1J Flight Manual. ‘The combined NATOPS Flight Manual and Pocket Checklist present up-to-date, readily available flight information that will enable. the pilot to realize the full potential of the A-1H, A-15 airplane. Operation procedures in the combined flight manuals have been developed from Navy training and operating experiences, while the presentation of the systems ‘operational procedures and engineering changes reflect study and development by the engineering groups at Douglas Aircraft Co. Careful study and application of the information contained in this manval will pay dividends to the pilot who understands and uses this information correctly.NAVWEPS 01-40ALF-1 SCOPE ‘This combined NATOPS Flight manual contains a general discussionof the airplane, the systems, flight characteristies, and specific normal and emergency operating procedures. ‘The manual is designed to per- fect the techniques of the experienced pilot as well as teachnew procedures tothe inexperienced pilot. Thor- ough knowledge of these procedures will be of great benefit tothe pilot in time of need. This is especially true in the case of multiple emergencies, adverse weather, or terrain problems that could require a change from the printed procedures. Know your air- plane well enough to handle itin any emergency and you will react correctly when necessary. ARRANGEMENT ‘This manual is divided into 11 sections, whieh facili~ tates case of study and ready reference. Section I is subdivided into four parts; Part 1 is a general description of theairplane and its use; Part 2 describes the airplane systems, controls, and normal and emergency systems operation; Part 3 discusses airplane servicing, starting requirements, danger areas, and power requirements; Part 4 discusses the airplane operating limitations. Section If concerns pilot training requirements, oper- ating criteria, personal flying equipment, etc. Section III is subdivided into four parts and describes normal operating procedures; Part Idiscusses brief ingand debriefing; Part 2shows how to plan missions; Part 3 discusses shore-based procedures; Part 4 discusses carrier-based procedures. Section IV is subdivided into two parts; Part 1 dis~ cusses flight characteristics of the aireraft; Part 2 covers all flight procedures from familiarization and transition to flight test. Section V deseribes emergency operating procedures. Section VI discusses all weather operation from simulated to actual weather conditions. Section VII explains the various forms of communica~ tion and procedures. Section VIII covers the weapon systems from station Toading to flight procedures for weapons delivery. Section IX Flight Crew coordination (not applicable). Section X Standardization Evaluation concerns pilot grading, Section XI presents aircraft performance data. Introduetion FLIGHT MANUAL CHANGES Recommended changes to this manual will be desig- nated Urgent or Routine and may be submitted by URGENT CHANGES Urgent changes are those which require an immediate change toa manual. Allinformation concerning urgent changes will be submitted by priority message Changes initiated in the field will be addressed to the Advisory Group member in the chain of command for review, (COMNAVAIRPAC, COMNAVAIRLANT OR CNAVANTRA), in accordance with OPNAV inst. 3510.9, series, ROUTINE CHANGES Routine changes initiated in thefield will be submitted directly to the Model Manager, (Attack Squadron ~ 122) using OPNAV Form 3500-22 (10-63) as illustrated. Routine changes are compiled by the Model Manager , andare submitted for the appropriate Advisory Group members or their representatives to consider at the next Semi-annual Review Conference, normally held at the contractor's facility. WARNINGS, CAUTIONS, AND NOTES From time to time the pilot will see WARNINGS, CAUTIONS, or Notes inserted inthe runningtext. The reason for this is to call to the attention of the pilot some phase of airplane operation that is especially important as follows: Operatingprocedures, practices, ete. , which will result in personnel injury oF loss of life if not carefully followed. ‘Operating procedures, practices ete. , which Af not strictly observed will result in damage to equipment. An operatingprocedure, condition ete. , which 4s essential to emphasize.Introduction NAVWEDS 01-40ALF-1 CHANGE SYMBOLS this paragraph. This indicates where the change was made, It may indicatenew textadded, text deleted, or Changed text is indicated by a black vertical line in _text restated, Read the paragraph and compare with either margin of the page, like the one shown next to _the old page to determine what has been done, OPNAVINST 3510. 9B SERIES 1 January 1964 Poor aenscrecee a aoe out caver cometh fost Soop mice suas iy rasan 4 FMLP AND CO Change paragraph 407.2 to read as show in enclosure (1). =r gat ‘ Revise to conform to COMIAVATRLANT/COMNAVAIRPAC CATC procedures. LCDR U. B. STANDARD, USN 10/5/63 VA122 NAS LeMoore, Calif. Enclosure (2)NAVWEPS 01-40ALF-1 Section 1 -29410-x Figure 1-1, Model A-1H, A-1J Aireraft SECTION! THE AIRCRAFT TABLE OF CONTENTS vase Part 1 General Description ......0se0ee0eeeeee sree ees 1-3 Part 2 Systems 1a Part 9 Aireraft Servicing ...0..0ecsseeeeeeeeeereeees 1-53 Part 4 Operating Limitations ....0sscseeeseeeeeeeeees 1-65~NAVWEPS 01 PART ~40ALF-1 Section I Part 1 GENERAL DESCRIPTION TABLE OF CONTENTS TEXT Page ‘The Aircraft 1-3 Power Plant 1-5 Propeller. 15 ILLUSTRATIONS Figure Page 1-1 Model A-1H, A-1J Aircraft : z. it 1-2 Principal Dimensions . 1-2 1-8 General Arrangement Ags 1-4 Typical Cockpit -~ Left-hand Side 1-8 1-5 Typical Instrument Panel 1-9 1-6 Typical Cockpit -- Right-hand Side — 1-10 THE AIRCRAFT ‘The Model A-1H and A-1J aireraft (figure 1-1)are low wing, all metal, single engine, single-place attack land planes, manufactured by Douglas Aircraft Company, Ine. Threedive brakes are installed, one on each side tnd one on the bottom of the fuselage, aft of the wing trailing edge. The aireraft are equipped for catapult takeoffs and arrested landings. Four 20-mm cannons are installed in the wings with provisions for 200 rounds of ammunition for each cannon. Six rocket bomb racks are installed under each outer wing panel. The centerline and inboard wing bomb racks are capable of carrying a wide variety of ordnance. ‘The aircraftare equipped with an autopilot and instru- ‘mentation for all-weather operations. For general arrangement of the aircraft, see figure 1-3. DIMENSIONS. ‘The principal three-point dimensions of the aireraft (igure 1-2) are as follows Length. . 39° 2 3/4" ‘Span (wings spread) . 50° 1/4 ‘Span (wings folded). . 23" 11 1/8" Height (maximum propeller) . . 15 Height (over folded wings) = -16"7 5/8" Height (maximum during wing folding) 5 19" 41/8 13/14AMIALOGS - IAW. AWALOGS. COMNAVWEPS 01-40ALF-1 POWER PLANT ‘The engine installed in the A-1H, A-1J aireraft is an aireooled, radial, 18-cylinder, double row, Wright Model R-8350-26WB/WD rated at 2700 horsepower for takeoff. It has a single state, two-speed super charger, and a Stromberg PR58U1 carburetor with a spinner injection system. Its dry sump lubrication system supplies oil under pressure to almost all moving parts, important exceptions being the propeller shaft and crankshaft antifriction bearings. Oil jets in the two crankcase distributing rings lubricate the pistons and eylinder walls. Section 1 Part 1 PROPELLER ‘The aireraft is equipped with either an Aeroproducts ‘AG42-G804/M20A2-162 or an AG42~G805/M20A2-162 hydraulically actuated, variable pitch, constant speed propeller, 13 feet 6 inches in diameter. The -G804 ‘and -G805 propellers are identical except for incor~ poration of a heavier torque cylinder in the ~G805 for inereased fatigue strength of the part. The propeller pitch control lever (figure 1-4), located on the cockpit left console, has the indicated positions INCREASE and DECREASE. With the control lever in the full INCREASE position, the takeoff rpm should be 2800425 Figure 1-3. General Arrangement (Sheet 1) 15Section 1 Part 1 NAVWEPS 01-40ALF-1 13, ce 15 16. 11, 18 19 20. 21 22, 23 24. 25, 1-6 ‘Tail position lights Static boom AN/APN-22 antenna ‘AN/ARN-6 sense antenna RT-101/ARN-6 antenna housing or AS-193/ARN-21 antenna Fuselage position lights AT-141A/ARC-27A antenna Fuel nozzle grounding receptacle Fuel cell filler Canopy Canopy air bottle pressure gage and filler valve Oxygen filler valve Hydraulic system reservoir and accumulator Hydraulic system reservoir filler Wing tip formation light AN/ARN-12 marker beacon receiver antenna Wing tip position light Jack pad container Oil system tank Oil system tank filler External power receptacle Water injection tank Fuel cell Battery Fuselage formation ight Dive brake AS-138/APX-6 IFF antenna AN/ARA-25 UNF direction finder antenna Rotating Beacon Enclosure handle Canopy control (external) Safety belt Map cases Canteen Rear view mirror Headrest Microphone-headset extension Shoulder harness Oxygen supply line Anti-G disconnect Personnel gear receptacle Inertia reel control Relief tube ight drift signals Cockpit canopy eontrol Canopy jettison test light Canopy jettison test switch Canopy jettison switch guard Canopy jettison switeh Canopy control release plunger Ashtray ‘Arm rest Figure 1-3. General Arrangement (Sheet 2)NAVWEPS 01-40ALF-1 Section I Part 1 Figure 1-3, General Arrangement (Sheet 3)Section I NAVWEPS 01-40ALF-1 Part 1 @ @Q® @ @ P-18860-KA 1, Hydraulic emergency by-pass valve control 23, Supercharger control 2. Oxygen filler valve 24, Landing gear safety control lock 3. Emergency hydraulic pump switeh 25. Landing gear control release plunger 4. Hydraulic system pressure gage 28, Landing gear control 5. High intensity floodlight 27. Oxygen regulator panel 8. Arm rest 28, Propeller control 7, Fuel selector panel 29. Engine controls friction lock 8. Canopy jettison switch 30. Mixture control 9. Centerline bomb rack lock 31. Cowl flap control switch 10. Center wing tomb release 52. Dive brake control 11. Canopy control release plunger 33. Relief tube 12, Outboard wing bomb release 34. Dive brake solenoid safety 13. Canopy controt release 14. Canopy jettison test switch 35. Trim tab controls 15, LABS gyro control switeh 36. Aileron power boost release 16. Wing flap control 37. Anti-G receptacle 11. Canopy jettison test light 38. Horizontal stabilizer control 18, Throttle control and microphone switch 39. Oxygen hose 19. Oil cooler door control switch 40. Tailwheol lock control 20, Carburetor alr switch 41. Fuel boost pump switch 21. Master exterior light switch 42, Fuel tank selector 22, Throttle static grip 43, Automatic pilot emergency release Figure 1-4, Typical Cockpit -- Left-hand Side 1-8Landing check list ‘Marker beacon audio switch Marker beacon light Manifold pressure gage G-2 compass control switch LABS indicator light (above shield) Torque pressure gage Airspeed indicator ‘AN/APN-22 radar altimeter Vertical gyro indicator Gunsight Magnetic sump plugs warning light Rate-of-climb indicator LABS control panel Windshield degreaser Fuel quantity test switch Fuel pressure warning light Fuel quantity indicator ‘Takeoll checklist NAVWEPS 01-40ALF-1 Section I 20. at, 22, 23. 24, 25, 26. at. 28. 29, 30. 31 32. 33, ce 35, 36, 37, 38. Part 1 Engine gage unit Cylinder head temperature indicator Outside air temperature switch Bight-day clock OAT-carburetor air temperature indicator Generator warning light 1D-310/ARN range indicator TD-249/ARN course indicator ‘Turn-and-bank indicator Rudder pedal adjustment crank Armament panel (see figure 8-4) 1D-250/ARN course indicator Chartboard Altimeter ‘Tachometer Water injection switch Ignition switch Wheels and flaps position indicator Dive checklist ‘Typical Instrument Panel 1-9Section 1 Part 1 Battery - generator switch Arresting hook control Arresting hook positive latch Arresting hook control Light, Ventilation air outlet ‘Ac generator field switeh Engine starter switch Engine primer switch Pitot heat ~ oil dilution switeh ‘Ac power selector switch Generator manual reset Wing fold control Interior light control panel Flood lights control panel Exterior lights control panel Master radio switeh Cockpit utility light AN/ARN-6 radio compass control panel NAVWEPS 01-40ALF-1 P-18864-XA, High intensity floodlight |. C-1272/APA-89 control panel €-129/APX-6 control panel Utility receptacle Heat control Ventilator control Map cases || C-866/ARN-21 control panel €-1015/ARC-27A control panel Spare lamps stowage | Automatie pilot controller Seat adjustment switch Elevator control servo disconnect switch Automatic pilot clutch switch Inverter selector switch Flight instrument power failure warning light Circuit breaker panel De generator and ac generator test jacks. Figure 1-6, Typical Cockpit - Right-hand SideNAVWEPS 01-40ALF-1 PART II SYSTEMS TABLE OF CONTENTS Power Plant TEXT ‘Torque Oil Pressure Indicating System Supercharger System Water Injection System - Oil System ...... Fuel System +... Electrical system i Hydraulic Power Supply System Flight Control System... «+ Wing Folding System... 2. Landing Gear System <<. Brake System ...... Arresting Hook. | ‘Tail Wheel Control Flight Instruments | Pitot Static System | Communications and Associated Electronic Equipment - Navigation Equipment... . Be Lighting System . = Oxygen System | Anti-G System ‘Automatic Pilot | Chartboard . Emergency Equipment’ ¢ Personnel Gear Attachment | Heating and Defrosting System, : Anticexposure Suit Ventilator Systein’ Ventilator System . ee Anti-icing and De-icing Systems Air Refueling System ....... Miscellaneous Equipment. 112.27 Anti-exposure Suit Venting Blower Figure ILLUSTRATIONS Water Injection System Fuel Quantity Data... | Fuel System... . Electrical System-DC Power and Inverter Power Distribution Electrical System— Variable Freaeey A¢ ac) Power Distribution Circuit Breakers . Control stick Hydraulic System... 2 11. ‘Table of Electronic Equipment Oxygen Duration... « Heating and Ventilating System” Air Refueling System . . . Page 1-15 1it 1-18 12a 1-23 1-24 1-26 1-28 1-35 1a 1-46 1-48 Section 1 Part 2Section 1 Part 2 POWER PLANT POWER PLANT CONTROLS THROTTLE ‘The throttle control (figure 1-4) is located on the left hand console. throttle stop, adjusted to Indicate the throttle position for take-off manifold pressure, is in- corporated in the throttle quadrant. The throttle stop is set to allow engine operation at between 56 and 57 inches Hg during takeoff. Advancing the throttle be- yond 50 inches Hg operates an automatic valve to turn ‘on the water injectionpump if the WATER INJECTION master switch located on the left-hand side of the in- strument panel is in the ON position. (Refer to Sec- tion I, Part 1.) A microphone switch incorporated on the inboard end of the throttle control isdepressed for radio transmission, A throttle static grip, installed directly forward of the control quadrant, can be ex- tended from within its brackets for use during catapult takeoll, MIXTURE CONTROL ‘The mixture control lever (figure 1-4) located on the left-hand console, has IDLE CUTOFF, NORMAL, and RICH positions. ' There are detents’ on the control quadrant at RICH and NORMAL positions. These de- tents prevent the mixture control from being moved toward the IDLE CUTOFF position without first de- pressing a spring-loaded button installed in the mix- ture control lever. ‘The RICH position shall be used during all takeoff, approach, and landing operations. It is also advisable to use a rich mixture during let~ downs of more than 1000 feet to prevent engine back- firing, This is particularly true at rates of descent, or in climatic conditions which tend to over-cool the engine. The NORMAL position may be used during all other flightoperations. To attain the most economical engine operation for maximum range and more favor- able engine temperatures it is recommended that the mixture control be manually leaned to 10 percent lean of Best Power for all cruise operation, Refer to Sec~ tion IV on manual leaning. CONTROL FRICTION LOCK Aknob on the inboard side of the control quadrant (fig- ure 1-4) can be adjusted to increase friction on the hrottle and propeller control, thus eliminating any ‘ereeping" of the two controls. IGNITION ‘The low-tension high-altitude ignition system used on the Wright R-8350-26WB/WD engine incorporates a four coil type magneto which generates low tension current, The low tension current generated by the magneto is conducted through low-tensionwires to two ow-tension distributors located on the engine crank case front section, The distributorsare geared to the 112 NAVWEPS 01-40ALF-1 engine, and direct low-tension current from the mag- neto through ignitionwiring to ignition coils which are installed adjacent to the engine cylinder heads. The ignition coils then transform low-tension current into high- tension current for distribution through high- tension leads to the engine spark plugs. The system provides dual ignition, each distributor supplying ig- nition to one spark plug at each engine cylinder. The ignition switch (figure 1-5) is located on the lower left-hand side of the instrument panel. A portable ‘oseilloscope-type, engine ignition analyzer may be used, while the aircraft is on the ground, for making ‘a check of the ignition system, PRIMER ‘An engine priming valve is attached to the aft side of the carburetor. Fuel flows directly from the pressure side of the carburetor into the priming valve, and then through three lines to the blower case of the engine. ‘The engine is primed by building up pressure with the fuel boost pump and then operating the PRIMER switch (figure 1-6) located on the right-hand console. STARTER ‘The starter is the direct cranking electric type and is controlled by a switeh (figure 1-6) located on the right- hand console, AUTOMATIC MANIFOLD PRESSURE REGULATOR An automatic manifold pressure regulator on the en- gine will restrict takeoff manifold pressure (without water injection) to 56.5 +.5 inches Hg even though the throttle control is pushed to its full forward position beyond the throttle stop. The regulator will also main- tain a selected manifold pressure under all flight con- ditions and will reset manifold pressure when changing supercharger speeds. Because the regulator main- tains a constant selected manifold pressure, icing within the engine induction system will not be revealed by a drop in manifold pressure, A manifold absolute pressure regulator is installed which includes a power Limiter pickup, Thepower limiter has acapillary tube installed in the left hand boundary layer bleed duct of the oil cooler forward fairing, The temperature pickup acts on the manifold pressure regulator reset mecha- nism toprevent exceeding the engine power limits when usingwater injection, Itallows less manifold pressure in cold weather and more manifold pressure in hot weather. When the throttle is positioned togive a desired mani- fold pressure, the manifoldpressure regulator, which is located in the linkage between the cockpit throttle lever and the carburetor throttle lever, automatically maintains the selected manifold pressure at all alti- tudes below the critical altitude for the setting. If the critical altitude for the selected manifold pressure is exceeded, pushing the throttle lever further forward will have no effect, as the carburetor is already at “full throttle." Power can be increased in this situ- ation, only by increasing the engine RPM.NAVWEPS 01-ALF-1 If the engine oll pressure drops below approximately 25 psi, the spring loaded piston in the manifold pres~ sure regulator will drop to a full low manual schedule where the actual throttle position is about one half the corresponding position of the cockpit throttle lever. ‘The maximum manifold pressure obtainable at military rpmunder this condition is about 1.5 times the outside air pressure in low blower and 2.3 times the outside air pressure in high blower. MANIFOLD PRESSURE REGULATOR POWER LIMITER ‘The R-8350-26WB/WD engine incorporates a manifold pressure regulator power limiter, which limits the amount of manifold pressure thatcan be obtained dur- ing operation withwater injection. This limiting action is accomplished by a temperature pickup within the ‘manifold pressure regulator. ‘The pickup actuates a physical stop that controls the limits of the manifold pressure soas not toexceed the limiting brake horse- power developed by the engine, Note Incorporation of the power limiter in no way relieves the operator of the responsibility of ascertaining that the engine limitations are never exceeded. (Refer to paragraph entitled ENGINE LIMITATIONS, Section I, Part 4. ‘COWL FLAPS ‘The cowl flaps are electrically operated and are con- trolled by a three position momentary contact switch (figure 1-4) on the left-hand console. The switch is moved to OPEN or CLOSE for operation of the cowl flaps and automatically returns to OFF when released, thus maintaining the cowl flaps inany selected position, USE OF THE COWL FLAPS It Is not generally necessary to position the cow! flaps during ground operation, as they are automatically fully opened whenever the weight of theaircraft causes compression of the landing gear shock struts. This automatic opening feature canbe overridden, however, by use of the CLOW FLAPS switch on the left console, The cowl flaps should not be closed during ground operation when warming up the engine, but may be closed after sundown when the engine is cooled to pro- tect the engine from existing weather conditions. Clos- {ng the cowl flaps in the air will not override the auto- ‘matic feature, and the cowl flaps will immediately open after the aircraft has landed. If the cowl flaps have been closed on the ground, any interruption of the de Section I Part 2 power supply will reinstate the automatic opening fea- ture. Therefore, the cowl flaps, if closed, should automatically open immediately after de power is sup~ plied to the secondary bus. NOSE FLAPS Nose flaps are installed in addition to normal cowl flaps to reduce the cooling airflow during cold weather operations. The nose flaps are actuated by the COWL FLAPS switch in a sequence controlled by a limit switeh arrangement, Thenose flaps open first, and at their full open position, the cowl flaps open. Closing of the cowl flaps and nose flaps is the reversal of the ‘opening sequence. An indicator, visible from the cock- pit, is mechanically Linked to the nose flapsand extends ‘upward through the antidrag ring to the right of the top center line when the nose flaps are closed. The land- ing gear retraction release switch is attached to the left-hand landing gear telescoping mechanism in such amanner thatwhenever the weight of the aircraft is on the landing gear, the nose flaps, and subsequently, the cowl flaps, extend to the full open position. CARBURETOR AIR ‘The carburetor air door is electrically operated and is controlled by a switch (figure 1-4) on the left-hand console, Switchpositions are DIRECTand ALT. When the carburetor air switchisplaced inthe ALTposition, warm (nonram) air from the engine accessory section, is directed to the earburetor. ALTERNATE AIR Use of alternate air for ground operation during ex- treme cold is of value as an aid to fuel vaporization, If alternate air is used for any reason during ground operations, however, caution must be observed that direct air is gain selected prior to takeol!. CARBURETOR AIR TEMPERATURE INDICATOR An air temperature indicator (figure 1-5), located on the instrument panel, normally indicates carburetor air temperature. Outside air temperature is obtained from the same indicator by selecting the OUTSIDE AIR TEMP, position of the associated momentary contact, switch. SUPERCHARGER ‘The supercharger control (figure 1-4), located on the control quadrant just outboard of the throttle control, has "LOW" and "HIGH" blower positions, 1-13Section I Part 2 TORQUE Ol PRESSURE INDICATING SYSTEM ‘The engine torquepressure indicating system provides a direct indication of the power delivered to the pro- peller in termsof torque oll pressure (TOP) and should be utilized for maintaining safe engine operating limits. ‘The mathematical relationship between TOP and brake horsepower (BHP) isdefined by the following equation: Where K=142 (R3350-20WEY/WD Torquemeter constant) 2200 RPM _x_90 psi an 1394 BHP, For Exampl Minor TOP fluctuations normally exist as a result of intermittent power impulses transmitted by the en- gine's cylinder. If these fluctuations exceed +2 psi, the condition is excessive and a discrepancy exists, To distinguish between engine and indication system discrepancies, itis necessary to observe the following: Determine the extent of torque pressure fluctuation first in the RICH detent, then the extent of fluctuation in the NORMAL detent, Note If torque pressure fluctuation is of equal value inRICH versus NORMAL the discrepancy falls within the indicating system, © I the torque pressure fluctuation becomes progressively greater in NORMAL detent as compared to the RICH detent, then an engine discrepancy is indicated. SUPERCHARGER SYSTEM SUPERCHARGER CONTROL High blower should be used only at altitudes where the desired power is not available in low blower. When operating at normal rated power, do not shift to high blower until it is impossible to obtain 104 psi torque pressure at full throttle in low blower, otherwise less power will be available in high than could be obtained by remaining in low blower, If operating at military power, the shift should be made when nomore than 115 si of torque pressure can be obtained. BLOWER SHIFTING ‘To shift from low blower to high blower proceed as follows: 114 NAVWEPS 01-40ALF-1 1. Throttle + 20 inches MAP. 2, Propeller ....- - » 1600 RPM ‘The above power reduction is necessary to reduce the possibility of twisting or shearing the engine accessory drive shaft which would induce engine failure or, at best, create an engine out-of-time condition, Note Only as dictated by emergencies or tactical requirements, blower shifts may be made at any RPM. Such operation should be reported on the yellow sheet. - + «+ HIGH (move should be made rapidly and smoothly) Do not shift from LOW to HIGH blower at intervals more frequently than 5 minutes. Supercharger Note Shifting from HIGH to LOW blower may be done at any engine operating condition. WATER INJECTION SYSTEM WATER INJECTION ‘The water injection master switch is located on the left-hand side of the instrument panel (figure 1-5). ‘The water injection switch is controlled by the throttle after the master switch is turned on. When the throttle is moved beyond the position for 50 inches Hg, (see figure 1-7), the water injection pump is turned on and an automatic valve actuates to provide water flow. A 20-gallon tank supplies fluid for approximately ten minutes of operation, depending upon power settings and other related factors. The tank filler is located ina well above the right-hand wing root.NAVWEPS 01-; AOALF-1 Section I Part 2 Figure 1-7. Water Injection System USE OF WATER INJECTION Water injectionallows the pilot to draw all the additional power the engine can provide without causing overheat- ing or detonation. A coolant, a mixture of water and methyl-alcohol, is introduced into the induction system. to reduce the mixture temperature during high power operations. ‘The additional power gained from the use of water in- jection results primarily from cooling of the intake ‘charge and derichment of the carburetor to the best power mixture bya water pressure control line. This ‘water pressure (reset) ine also links the water injec- tion power control unit to the manifold pressure regu- lator, permitting an increase in the maximum allow- able manifold pressure when the water injection system is inuse. See Table 1-1, Section I, Part 4. ‘The throttle must be advanced beyond 50 inches MAP. to place the system in operation. A maximum allow- able torque pressure of 160psi mustbe observed dur~ ing maneuvers while using water injection. This limit is controlled by the throttle during such operations. If the torque pressure should exceed this limit, the throttle must be retarded so that operation within the limit is maintained. Since torque pressure represents BMEP, which is the governing factor of safety in en~ gine operation, the pilot is required to guard against excessive manifold pressure during the use of water injection. COMBAT POWER Combat ratings are based on anengine structural limi~ tation of 160psi torque pressure in low blower or 141 psi torque pressure in high blower, water injection being used to suppress detonationduring limited opera tion with maximum power output. To obtain combat power, set the controlsas follows: 1. Fuel tank selectors. .+.++++.+++ Main tank 2, Mixture -- RICH or NORMAL 3, Master water injection switch -- ON 4, Propeller -~ Full INCREASE (2800 rpm in low blower, 2600 rpm in high blower) 5. Throttle -- Advanee beyond position at which water injection microswiteh is set. Do not exceed a torque pressure limit of 160 psi (equivalent to the maximum allowable Timitof $150 BHP) during operation withwater injection. If limit is exceeded, reduce throt- tle to safe torque pressure reading. 145Section 1 Part 2 OL SYSTEM ‘The oil system is automatic in operation. Oil dilution controls are located on the right-hand console. The ofl temperature and oil pressure are indicated on the engine gage unit (figure 1-5). ‘The oil tank is located forward of the firewall and has a service capacity of 36 U.S. gallons. (See figure 1-20 for oll grade and specification. } The oil tank contains a separate com- partment which aids in rapid warm-up during cold starts. A diverter valve facilitates warm-up by re- turning engine oil with a temperature below 55°C to the warmup compartment. The oil system has several features over which the pilot has a degree of control. Operationor use of the oil cooler doors, the oll warm= up compartment of the oil tank, and oil dilution can be controlled from the cockpit. OIL COOLER DOOR ‘The oil cooler door is electrically operated and may beset for either automatic or manual operation by the oll cooler door switch (figure 1-4) on the left-hand con- sole below the throttle quadrant. Indicated positions are AUTO, OPEN, CLOSE, and OFF. OPERATION ‘The oil cooler door is thermostatically operated when- ever the ofl COOLER DOOR switch is in AUTO. IL some malfunction of the automatic feature oceurs, the cooler door can be opened or closed at the discretion of the pilotby means of the OIL. COOLER DOOR switch. ‘No indication of the positionof the cooler door is avail- able to the pilot other than the resulting oil tempera- ture change. The pilot must open or close the doors, readjusting as necessary, until the desired oil tem- perature indication is maintained. Note ‘An oil cooler door actuator limit switeh, in- stalled above the actuator, prevents the oll cooler door from opening Tully when a tor- pedo or a large bomb is carriedon the center- line bomb ejector rack, WARMUP COMPARTMENT For an aid in rapid warmup after starting a cold en- gine, the main oil tank contains a smaller warmup ‘compartment from which the engine draws and returns oil whenever the oil temperature is below 55°C. The flow of oll is directed to and from the warmup com- partment by a thermostatically controlled diverter valve. This valve is positioned electrically whenever the battery switch is turned on, 1-16 NAVWEPS 01-40ALF-1 OIL DILUTION SYSTEM OPERATION Oi dilution is controlled by the OIL DILUTE-PITOT. HEAT switch (figure 1-6) located on the right-hand console. Moving the switch to OIL DILUTION turns fn the fuel boost pump to supply fuel under pressure to the oil dilution system, shifts the oil tank diverter valve to the warmup compartment, and opens the oil ilution solenoid valve. A feature of the oil dilution system requires that a ground crewman must turn on an oil dilution shut-off valve, located in the oil cooler section just forward of the fire wall, whenever oil dilution is to be accom- plished. The pilot must then place the oil dilution ‘Switch on OIL DILUTE for the required period (see fig- ure 6-8. This positioning of the oil dilution switch will cause the oil diverter valve to divert oil flow to the warmup compartment the oil tank and will actuate the electrical fuel boost pump. Turning the battery generator switch off before turning the oil dilution switch off at the completion of the process will cause the diverter valve toremain in the correct position for the next engine start, MAGNETIC SUMP PLUGS WARNING LIGHT Mlumination of the magnetic sump plugs warning light (Cigure 1-5) indicates that metal chips are in the oil system. Thispress-to-testwarning light is energized automatically when metal chips are detected by mag- netic chip detector plugs installed in the oil sumps. ‘The sump light is attached to the battery bus and will operate as long as the battery is connected, FUEL SYSTEM A 380 gallon (280 pound) capacity self-sealing fuel cell is provided in the fuselage aft of the cockpit (Cig- ure 1-3). External auxiliary fuel tanks of various capacities can be carried on either the center wing station, right-hand inboard wing station, and left-hand inboard wing station, For the designations and capaci- Hesof the external auxiliary fuel tanks, see figure 1-8, ‘The ATP-D1 400-gallon tanks are used in the tanker configuration only. The 300-gallon capacity refueling store is carried on the center wing station only. Fuel is selected from any one of the tanks by the tank selec- tor control on the left-hand console. A fuel flow dia gram appears in figure 1-9, See figure 11-8 for opera tinglimits whenusing either the normal or the alternate fuel grade. For fuel grades and specifications see figure 1-20. FUEL TANK SELECTOR Fuel is selected from any one of the tanks by the fuel tank selector (figure 1-4) on the left-hand console. Fuel tank selector positions are labeledRHDROP, CENTER. DROP, MAIN, LH DROP and OFF.NAVWEPS 01-40ALF-1 FUEL QUANTITY DATA Section I Part 2 SABLE FUEL TOTALS Figure 1-8. Fuel Quantity Data 1-17Section I NAVWEPS 01-40ALF-1 Part 2 ivnry = WARM (WON-RAMD aR vce 7 wen 0 one co. x8) a> 5 " 7 SSE ean ay cagauge ron: essa SER Sa meeaTon Conroe = ixtuRe courroe Pour sce Jo ov. svstem o D pee Figure 1-9. Fuel System 1-18NAVWEPS 01-40ALF-1 FUEL BOOST PUMP ‘An electrically driven fuel boost pump is provided and is controlled by a switch (figure 1-4) on the left-hand console just inboardof the fueltank selector. In addi~ tion to supplying fuel under pressure to the engine- driven pump, the boost pump also supplies fuel under pressure to the primer and oil dilution systems. The fuel boost pump is turned on automatically by the oil dilution switch. FUEL PRESSURE WARNING LIGHT 'A warning light (figure 1-5) mounted on the instrument panel, warns the pilot of loss in fuel pressure. After the pilot changes the fuel tank selector to a tank of greater fuel quantity, the warning light is automatically extinguished after the fuel pressure has been regained. The warning light, labeled FUEL WARNING, is a press-to-test type. OPERATION [Apressure sensitiveswitch in the fuel line downstream. of the engine-driven pump will cause the fuel pressure ‘warning light to glow whenever the fuel pressure drops below approximately 17 psi, An illuminated warning light indicates that the engine will operate for approxi- mately 10 seconds before fuel starvation will occur. Some flickering of the warning light may occur when the aircraft is in a steep climb, or dive, bank, or fly- ing through extremely rough air when the selected tank 4s low onfuel, but this characteristic isnot considered objectionable. FUEL QUANTITY INDICATOR ‘A capacitance type fuel quantity indicating system is provided, ‘The gage (figure 1-5), located on the instru~ ment panel, indicates in pounds the quantity of fuel in the main fuel cell. Note Fuel varies in weight per gallon dependent upon its specific gravity and temperature; therefore, the indication FULL does not ap- pear on the indicator dial and the pilot should Anticipate variations in the reading when the tank is full. FUEL QUANTITY INDICATOR TEST SWITCH ‘A push button switeh labeled FUEL QUAN TEST (fig- ture 1-5) is mounted on the instrument panel for use Section 1 Part 2 in testing the operation of the fuel quantity indicator. When the test switch is pushed in, a fuel-tank-empty impulse is fed to the fuel quantity indicator circuit. The fuel quantity indicator will move toward a zero reading, and then will return to the actual fuel quan- tity indication when the button is released if the in- dicator is functioning properly. EXTERNAL FUEL TANK GAGING SYSTEM ‘A capacitance type external fuel tank gaging system is provided to enable the pilot to determine the fuel quan~ tity of the external fueltanks. The gaging system con~ ‘sists of an external tank fuelquantity indicator, a fuel tank selector switch, a power unit and the additional wiring necessary to the installation. The fuel quantity Indicator is normally located on the pedestal between the rudder pedals and shows thefuel quantity, inpounds, jn any individually selected external tank, or the total fuel quantity of all tanks carried as external stores. ‘The indicator is eallbrated inpounds from zero to.8000 pounds, ‘The fuel tankselector switch is arotary four position switch labeled EXTERNAL FUEL INDICATOR SEL and is located on the left hand control console (fig~ ure 1-4). The switch positions are marked TOTAL— LH TANK—CTR TANK-RH TANK and permit the selec tion of the fuel quantity reading desired. FUEL TANK SELECTION ‘The main tank should be used for starting, warm-up, takeoff, climb and landing. Fuel from the auxiliary tanks should be used for level flight only. Selection of the main tankduring flight should be made for combat, maneuvers or when entering areas of severe turbulence. Note Since the maintankis used for starting, take off and climb, sufficient fuel will be used to avoid the possibility of the tank overflowing, due to fuel returning through the vapor vent Une, Whenever operationally feasible, any shift from one fuel tank to another should be made at 1000 feet AGL or above. SELECTION SEQUENCE In flight, the fuel should be used from the installed tanks in the following sequence: left-hand auxiliary, right- hand auxiliary, center wing auxiliary, and fuselage 1-19Section I Part 2 cell. ‘The reason for selecting the tanks in this order is tomaintain as favorable a loading condition as pos- sibleduringany unbalance which occurs as fuelis con- sumed, This practicealso allows the maximum use of the external fuel loading prior to dropping the tanks upon approaching a combat area, Note Before exercising the selection sequence de- scribed in this paragraph, consume fuel from each auxiliary tank for & period of approxi- mately five minutes soonafter take-otf. ‘This, procedure is recommended to minimize the possibility of fuel being siphoned overboard from fuel tanks, SELECTION PROCEDURE To change the selection of fuel flow from one tanic to another, the procedure must be modified to suit the following conditions: FUEL PRESSURE NORMAL 1, Fly airplane in a level attitude, 2, Fuel boost pump 6s. seeeeeeeeeeees ON 3. Fuel tank selector = Desired tank 4. Fuel boost pump v2... OFF FUEL PRESSURE BELOW NORMAL 1. Fly aizplane in level attitude Fuel boost pump 3. Fuel tank selector . Fuel boost pump on 5. Whenfuelpressure stabilized at operating pres~ sure, select desired fuel drop tank Fuel boost pump = OFF when fuel pressure stabilized, On low level missions, always switch tomain tank for steep climbs. EXTERNAL TANK MANUAL RELEASE If the electrically operated release is inoperative the ‘external fuel tanks may be jettisoned by pulling the red 1-20 NAVWEPS O1-40ALF-1 CTR. WING BOMB RELEASE handle, located on the Teft console (figure 1-4), to its full travel position, ‘The red knob marked PULL TO LOCK- CENTER STATION, which Is located out- board on the left-hand console (figure 1-4), may be pulled to secure the centerline store, Pulling the CTR WING BOMB RELEASE to its full travel position will then jettison the stores on the remaining inner wing stations. Note Safety bolts may be insertedon the ground by maintenance personnel to prevent manual jettisoning of the external fuel tanks. Elec trical operation is independent of the manual release system and the manual locks do not prevent the tanks from being released by the electrical release system, ELECTRICAL SYSTEM ‘The electrical system of the aireraft is supplied de power by a 24-volt, 34-ampere-hour storage battery andade generator which delivers afuli load of 400 am~ peres at 30volts. Ac power is supplied by the ac gen- erator, delivering a full load of 115 volts, and two in- verters, For ground check or starting operation, an ac and a de external power receptacle figure 1-3) are recessed together outhoard of the oil eaoler door. The de external power receptacle andcircuit are designed to allow one aircraft to supply power to another for starting, through use ofa jumper eable, Adjoining the de receptacle is a momentary contact switeh that must be depressed inorder to transfer power during such a starting operation (Refer to Section II, Part 3 for use of alternate power source starting. ) DC POWER DISTRIBUTION De_ power distribution (figure 1-10) is accomplished by means of six major buses: primary, secondary, monitor, battery, armament, and radio bus, Each of these buses has Several distribution points or minor buses. The main circuit breaker panel, accessible to the pilot, is located on the right-hand console (see fig- ure 1-12), PRIMARY BUS ‘The primary bus, energized when the battery-generator Switch is placed in the BAT ONLY or BAT & GEN po- sition, is supplied power by the battery, the de gene- ator, or when external de power is connected to the aircralt's external de power receptacle,NAVWEPS 01-40ALF-1 Section I Part 2 GENERATOR POWER (8 TRGAt Unie INDICATE iPereact — fi | [Ono awrenace ‘wou [if satu norton LC tei spate ator ‘ot oF cer af Sefer aae—ae—ooe ae ee Sexteavon Switen Po. TSR gaits Cane Sean | ee a Fontontac stant aed aaa ee Se En Rete deducts | Ait ts Ta Ry ee) | | comm (3 pace aitast| | Vasa | { Sinosrieto ocsaease [IsCS ivecer cethos Figure 1-10. Electrical System DC Power and Inverter Power DistributionSection 1 Part 2 SECONDARY BUS ‘The secondary bus is energized by primary bus power when the de generator is charging and the battery- generator switch is in the BAT & GEN position, In event of de generator failure, all loads operating from the secondary bus will be without power as long as the landing gear control is in the UP position. ‘The sec- ondary bus can be reenergized with power from the battery by placing the battery-generator switch in BAT ONLY, or by placing the landing gear control in the WHEELS DOWN position. MONITOR BUS. ‘The monitor bus is energized by pri- mary bus power only when the de generator is oper- ating or if external de power is connected to the de external power receptacle, BATTERY BUS. The battery bus is always energized when the battery is connected in the aircraft, ARMAMENT BUS, The armament bus is energized when the primary and secondary buses are energized and the master armament switch is turned ON, To preclude inadvertent firing of the guns or releasing of external stores during landing, an armament safety circuit is incorporated. An armament safety circuit disabling switch, located in the left wheel well, is provided for energizing the armament bus during {ground operation tests, RADIO BUS. The radio bus is energized when the MASTER RADIO switch (figure 1-6) is placed in the ON position if the primary and secondary buses are energized, DC POWER CONTROLS AND INDICATORS BATTERY-GENERATOR SWITCH. Battery power to the primary bus is controlled bythe battery-generator switch (figure 1-6) which has three positions: BAT & GEN, BAT ONLY, and OFF. The switeh is normally placed in the BAT & GEN position. The BAT ONLY position is for emergency use. To prevent rapid depletion of battery power if generator fails, turn off non-essential loads before switching to BAT ONLY, GENERATOR WARNING LIGHT. A generator warning light (identified as DC GEN WARNING) whichis illumi- nated in the event of generator failure, is located on the lower right hand side of the instrument panel (fig- ure 1-5). 1-22 NAVWEPS 01-49ALF-1 GENERATOR MANUAL RESET. The de generator overvoltage relay is equipped with a manual reset con- trol. The OVERVOLTAGE reset pushbutton is located on the right-hand console (figure 1-6). Should the overvoltage relay trip, one attempt to reset the relay may be made by pushing in momentarily on the push bation. If the relay does not reset immediately, as indicated by the generator warning light, no further attempt should be made until the cause of the malfune- tion has been found and corrected, CIRCUIT BREAKER PANELS ‘Two circuit breaker panels carrying de cireuits are {installed in the aircraft, one on the side of the right- hand console (figure 1-6) and the other on the right hand side of the forwardequipment compartment, The latter is inaccessible to the pilot during flight. TEST JACKS To aid inchecking the ac or de generator output, or to check the volt-ammeter, test jacks are provided ontne cockpit circuit breaker panel (see figure 1-12). AC POWER DISTRIBUTION Acpower is distributed to the ac electrical system by the ac generator and two inverters. Withfailure ofthe ac generator, circuits connected to the acbus become inoperativeandshouldbeturnedoff, The inverters re- ceive power from the de generator and will continue to supplypower to their circuits regardless of the ac gen- erator output, If bothgenerators fail, the battery will supply power to the number one inverter to operate essential ac equipment. VARIABLE AC POWER Variable frequency acpower, derived from the engine driven ac generator, is available when the engine is running above 1400 rpm, (See figure 1-11.) CONSTANT AC POWER ‘The constant frequency ac power supply is derivedfrom either one of twoinverters. Constant frequency power is therefore available when de power to operate the in- verter is supplied. NUMBER ONE INVERTER ‘The number one inverter is supplied power from the primary bus througha25-ampere circuit breaker. See figure 1-10 for list of equipment powered by inverter number one,Navwi poe 01-40ALF-1 Seetion I Part 2 (A) A FELD RELAY SWITCH IN THE VARIABLE AC POWER SYSTEM: {S COnrRoULED br b.¢ PoweR FROM THE PRIMARY BUS (8) THE EVERGENCY AC UGHING SYSTEM OFERATES AUTOMAT. ICALLY IN CASE OF OC GENERATOR FAILURE PROVIOED THE NDING Ean 1S MOMENTARIY RETRACTED TEE RADIO NAPE) {GUN HEAT PROVISIONS xt Sennen raoan go} isk Me} Bae vores K P-6100-1€ Figure 1-11, Electrical System - Variable Frequency AC Power Supply Manual selection is obtained by placing the FLIT INSTR PWR SEL switch in the INVERTER 1 position, | Fail- ure of any phase of the inverter turns on the FLT INSTR PWR FAILURE light, NUMBER TWO INVERTER ‘The number two inverter is supplied power from the monitor bus when the FLT INSTR PWR SEL switch is placed in the INVERTER 2 & AUTO PILOT position, See figure 1-10 for list of equipment powered by i verter number two. AC POWER CONTROLS AND INDICATORS AC EXTERNAL POWER SWITCH ‘The ac power select switch with three positions—INT, OFF, and EXT is used toprovide a choice of ac power. ‘The INT position connects the ac generator to the ac loads, while the EXT position permits an external source of ac power to be connected to the ac loads. (See figure 1-6 and figure 1-11.) AC GENERATOR FIELD SWITCH ‘The AC GEN FIELD switch (figure 1-6) is used to dis- connect the ac generator fromthe ac bus system inthe event of generator failure and should be used only in fan emergency or to reset the fault protection system after a fault has been corrected, The AC GEN FIELD Switch should be ON at all times during normal operations. FLIGHT INSTRUMENT POWER SELECT SWITCH. (INVERTER SELECTOR SWITCH) ‘The FLT INSTR PWR SEL switch is installed on the auto pilot control panel (figure 1-8), Essential equip- ment receives power through INVERTER 1 and IN~ VERTER 2 & AUTO PILOT positions. Essential and nonessential equipment receives power through INVERTER 2 & AUTO PILOT position. FLIGHT INSTRUMENT POWER FAILURE LIGHT (INVERTER WARNING LIGHT) The FLT INSTRUMENT PWR FAILURE WARNING light (figure 1-6), located on the auto pilot control 1-23Section I Part 2 panel, will go on when any phase of the selected in- verter fails. When inverter failure occurs, the FLT INSTR PWR SEL switch must be placed to the alternate inverter position. If the light does not go out within a few seconds, the alternate inverter is not operating and consequently there will be no power for flight instruments. EMERGENCY AC LIGHTING SYSTEM If the de generator should fail duringflight, an emer- gency lights relay will connect an emergency ac light- ing system. The ac generator will then supply ac power to the FLT INSTR and the NON-FLT INSTR lights. ‘The emergency system operates automatically unless the landing gear has been extended before de VOLTAGE TEST JACKS Figure 1-12, 1-24 NAVWEPS 01-40ALF-1 generatorfailure occurs, In thelatter case, the lights will continue to operate on battery power a sufficient length of time for landing. HYDRAULIC POWER SUPPLY SYSTEM ‘The hydraulic system (figure 1-14) includes a main 3000 psi pressure system, and emergency 3000 psi pressure system, eight operating systems, and a 1500-psiaileronpower boost system, Onepressurized hydraulic reservoir with a capacity of 5.9 gallons is the common source of hydraulic fluid supply toall three pumps. ‘The reservoir, with its arrangement of stand- pipes and outlets, reserves enough fluid for emergency extension of the landing gear by means of the emer- gency system if fluid loss through linefailure occurs, C/B FOR AC CONFIGURED FOR MIDDLEMAN Circuit BreakersNAVWEPS 01-40ALF-1 ‘The hydraulic power supply system supplies hydraulic {luid to the following operating systems: 1, Landing gea control system 2, Main landing gear brake control system 3. Wing flap control system 4, Dive brake control system 5, Wing-folding and locking control system 6. Gun control system 1, Arresting gear control system 8, Cockpit sliding enclosure control system. MAIN HYDRAULIC SYSTEM ‘The mainhydraulie system, operating with a pressure of 2600 to 3100 psi, receives its pressure from one engine-driven hydraulic pump, The hydraulic system pressure gage (figure 1-4) indicates the pressure of the main system only. This system, which incorporates the accumulator, supplies pressure for operating the power boost wheel brakes, actuating the cockpit can- ‘opy, opening and closing the dive brakes, extending and retracting the landing gear and wing flaps, re- tracting the arresting hook, folding and spreading the wings, and charging the guns. ACCUMULATOR ‘The main hydraulle system accumulator (figure 1-3) and attached air pressure gage are located at the lower left side of the firewall. With all hydraulic system pressure exhausted, the accumulator air pressure ‘should be 1500 to 1900 psi. The accumulator serves to absorb surges within the system. It should not be relieduponas anadded source of reserve power. After engine pumpand emergency pump failure, the accumu lator hydraulic pressure will dissipate within a few minutes. EMERGENCY HYDRAULIC BYPASS VALVE ‘An emergency bypass valve is installed inthe main hy- draulic system to provide a means of depressurizing the system when surging of the regulator or failure in the system is evident. The valve is for emergency use only and is not tobe used todepressurize the hydraulic system during normal flight conditions. The control handle (figure 1-4), located on the left-hand console, is, pulled up to depressurize the system. If subsequent ‘operation of the system is desired, the button on top Section I Part 2 of the handle must be depressed before the handle can be returned to its original position, EMERGENCY HYDRAULIC SYSTEM ‘An electrically driven emergency hydraulic pump can be turned on by a momentary contact switch (figure 4-4), loeatedon the left-hand console, toprovide pres- sure to the main hydraulic system incase of main hy- Graulie system pump failure. The emergency pump, ‘which operates only as long as the switch is held ON, ‘ean also be used to check out the main hydraulic sys~ tem when the engine is not running. The emergency hydraulic system willoperate with a pressure of 2900 to $100 (250) psi. Note Speed of operation of equipment, when op- erating on emergency pump pressure alone, is considerably reduced. When the landing gear control is moved to the EMER. position, the landing gear emergency selector valve is shifted from the system position to the landing gear emergency dawn position, The emergency pump is automatically turned on to supply fluid from the re~ serve supply in the hydraulic reservoir to lower the ‘main landing gear only (refer to LANDING GEAR SYS- ‘TEM, this section). System pressure is indicated onthe hydraulic pressure gage when the emergency pump is actuated by use of the momentary contact switch, if the main hydraulic system is not pressurized. If the emergency pump is actuated by placing the landing gear control in the EMER position, no pressure is indicated, AILERON POWER BOOST HYDRAULIC SYSTEM ‘An aileron power boost hydraulic system, operated on pressure from a separate engine-driven hydraulic pump, is provided to reduce lateral stick control forces. No pressure indication is provided. If the system pressure fails, the boost system should be mechanically disconnected from the aileron control system by pulling the emergency release handle (fig- ture 1-4). When the boost system is disconnected, control stick forces for aileron operation will increase approximately four times, but aileron control at lower speeds is still adequate for approach and landing. Once disconnected, the boost system cannot be re- engaged during flight. FLIGHT CONTROL SYSTEM ‘The primary flight control surfaces are conventionally. ‘operated by a control stick and rudder pedals, which 1-25Section 1 Part 2 are mechanically connected to the control surfaces. ‘The position of both rudder pedals may be adjusted simultaneously with the rudder pedal adjustment crank, (figure 1-5) located just below the armament panel. CONTROL STICK ‘The control stick (figure 1-13) is of the conventional type and incorporates a hand grip with the following Switches: horizontal stabilizer trim switch, inner stations release switch, outer stations release switch, and gun trigger switch. TRIM TABS Aileron and rudder trim tabs, manually operated by ‘mechanical linkage, are located on the rudder and the left-hand aileron, ‘The trim tab controls (figure 1-4) andthe indicators are located onthe left-hand console. ‘The rudder trim tab control indicator indicates the number of degrees (00 to 100) nose left or nose right. ‘The aileron trim tab control indicator indicates the number of degrees (00 to 150) left-hand (wing) down or right-hand (wing) down, Fixed trim tabs, adjustable on the ground only, are provided on the right-hand aileron and on each elevator. A spring tab, which is, Linked directly tothe surface to reduce control forces, 4s provided on the rudder. Do not operate the aileron trim tab control when the wings are folded, HORIZONTAL STABILIZER Longitudinal trim is accomplished by an adjustable stabilizer in lieu of elevator tabs. ‘The stabilizer, electrically operated, is controlled by the trim switch (see figure 1-13) on the control stick. An emergency override switch is located on the left console. Do not use console manual override control tocounteract trim boing applied with the thumb switch, Override capability is fully verified by separate operationof eacheontrol. Use of override shouldbe reserved for emergencies. Note ‘A radio noise may be heard during actuation of the horizontal stabilizer. On someaireraft 1-26 NAVWEPS 01-40ALF-1 Figure 1-13, Control stick this noise will not be heard dueto the instal- lation of a noise filter. In event of failure of the trim switch eircuit, the hori- zontal stabilizer control (figure 1-4) located on the left-hand console, controls the horizontal stabilizer through the manually operated solenoid switch. A po- sition indicator, showing the recommended setting in degrees (0° to 3° nose down and 0° to 6° nose up) of the stabilizer for various flight conditions, is provided fon the left-hand console adjacent to the AILERON POWER BOOST RELEASE handle, See limitations and information concerning stabilizer trim settings in Section IV, HORIZONTAL STABILIZER LIMIT SWITCH ‘Two limit switches, effective whenever the dive brakes are extended, prevent operation of the horizontal sta- bilizer trim control into the nose up range. However, should a nose up trim condition exist at the time the dive brakes are extended, the horizontal stabilizer can be trimmed back into the safe nose down range.NAVWEPS 01-40ALF-1 HORIZONTAL STABILIZER — DIVE BRAKE INTERLOCK SWITCH A horizontal stabilizer—dive brake interlock witch is incorporatedas a tuckunder prevention control. This device prevents opening of the dive brakes if the stabi- Uzer is in the range from 1 degree NOSE DOWN to G degrees NOSE UP, Failure of the dive brakes to ‘open when actuated in a dive serves as a warning that the horizontal stabilizer is not within trim limits, Donotattempt to override the interlock switch and open the dive brakes under these condi- tions as this action may result inthe aireraft tucking under. "" DIVE BRAKES ‘The dive brakes consist of three hydraulically oper= ated panels, one on each side of the fuselage and one ‘on the bottom, Each dive brake panel is operated by individual actuating cylinders which operate simul~ taneously, There is no mechanical linkage intercon- necting the dive brakes, The dive brake control valve is operated by the dive brake control lever (figure 1~4) mounted on the lefthandconsole. ‘The dive brake con- trol may beplaced in either of two placardedpositions OPEN or CLOSED or in an intermediate position. Proper operation of the dive brake control in flight is, fully OPENorfully CLOSED. For ground maintenance work the dive brake control may be placed in an inter~ ‘mediate position and for that purpose an unplacarded detent 1s provided between the extreme position of OPENand CLOSED. The dive brakes open in approxi- mately 2.5 seconds, The bottom dive brake has a lockout valve which is manually controlled from the lower access door. ‘This lockout valve prevents the ‘operation of the lower dive brake during flights when large stores are carried on the center line rack, A solenoid, safety lock, actuated by the landing gear strut, prevents movement of the dive brake control to the OPEN position when the aircraft is on the ground. If the safety lock fails to operate properly in flight, the control lever may be moved to OPEN by depress~ ing the solenold SAFETY RELEASE button (figure 1-4) located adjacent to the dive brake control. For safe and correct use of the dive brakes refer to paragraph ‘entitled DIVING, Section V. ‘© Prior to starting the engine, make certain that the DIVE BRAKE control is in the CLOSED. Section I Part 2 position, If the control lever has been placed inadvertently in the OPEN position past the SAFETY RELEASE plunger, the dive brakes will immediately extend and causedamage to the lower brake. '@ Check position of dive brake control for CLOSED position prior to landing. If a land- ing is made with the dive brakes extended, the lower dive brake will be severely damaged, © Topreventthe dive brakes remaining partially ‘open or partially closed, make sure the dive ‘brake control lever is inthe OPEN or CLOSED position, Donot place the lever in any inter ‘mediate position, WING FLAPS ‘The wingflaps are hydraulically operated andare con- trolled mechanically by a lever (figure 1-4) locatedon the left-hand console just outboard of the engine con- trols. A wing flap position indicator (figure 1-5) is ‘mounted on the instrument panel. ‘The control lever should not be placed in the STOP position unless an intermediate flap position is desired. STALL WARNING SYSTEM ‘The stall warning system warns the pilot of an unsafe flying speed or aircraft attitude during the approach phase of landing. The system operates on a percent- ‘age of airspeed above stall for any attitude of the air- craft, AS an approaching stall dueto a dangerous atti- tude or low airspeed is encountered, the control stick will vibrate rapidly, beginning at an airspeed of approximately & to 9 knots above the stall, and will continue to vibrate until the angle of attack is reduced or the airspeed increased, In cing conditions, heat may be furnished to the stall warning Lift transducer, located on the leading edge of the wing, by actuating the OIL DILUTE-PITOT HEAT switch to the PITOT HEAT position, Note ‘The stall warning system is presently de ivated by disabling the circuit breaker. WING FOLDING SYSTEM ‘The wings are foldedand spread by hydraulic pressure Supplied by either the main or emergency hydraulic pump. A nonhydraulie locking mechanism operates latehes to safety the hydraulically operated locking pins, Tubular warning "flags," located in the leading edge of the wing at the fold joints, extend when the latehes are not engaged with the locking pins. 1-27Section I NAVWEPS 01-40ALF-1 Part 2 (ane pressure une —oversoano ‘GUNN CHARGER SYSTEM Stave rue a (vent anovon onan 7 = WING FOLD- curren sree : : aay anon one a ao saps f _ a resrmcron [ff oisconneer covrtine erssune WW - % ‘ovrmacara | HD eevee wave =e ‘awe f : i a wena meLier Line il t ; —— a fer: a Re nee ae < seg a aria Bice oy a ‘oe ae Ee on 3 =~ -| Eton a\| 4 cee o in g | | prawn OV ca cu erunoen Fragen AILERON POWER BOOST SYSTEM BRAKE SYSTEM EMERGENCY SYSTEM LANDING GEAR SYSTEM DIVE BRAKE SYSTEM COCKPIT ENCLOSURE SYSTEM Figure 1-14, Hydraulic System Faaorae 1-28NAVWEPS 01-40ALF-1 Prior to engaging the manual lock, allow hy- draulic pressure to return to NORMAL. WING FOLDING CONTROL ‘The wing-folding controls (figure 1-6) are located on the right-hand console. A door type control labeled WING FOLD operates the locking pin latches. ‘The PULL TO FOLD handle, controlling the folding oper~ ation, is located in the recess under the WING FOLD control. To fold the wings, first move the WING FOLD control up to unlatch the wing locking pins and expose the PULL TO FOLDhandle. Raisethe PULLTO FOLD handle to fold the wings. To spread wings, reverse this process, After the wings are fully spread, close the WING FOLD control, and check to ascertain that the two warning "flags" are retracted into the leading edge of the wing. Both the WING FOLD control and the PULL. TO FOLD control should be kept in the open (unlocked and folded) position at all times when the wings are folded, LANDING GEAR SYSTEM ‘The landing gear is retracted and extended by hydraulic pressure supplied by either the main or emergency hydraulic pump. The actuating linkage which raises and lowers the gear causes the strut to pivot so that the wheel is stowed flush with, and in the plane of the winglower surface, Thelanding gear struts alsotele- scope automatically upon retraction to permit the wheels to fit into the wheel wells between the wing spars. LANDING GEAR CONTROL ‘The landing gear control (figure 1~4) incorporates three positions: WHEELS UP, WHEELS DOWN, and EMER. When the aircraft is on the ground, the control handle ‘cannot be moved to WHEELS UP unless the SAFETY RELEASE (figure 1-4) located adjacent to the control handle is manually depressed. This safety latch is automatically pulled out of the way by an electrical Solenoid when the aircraft isairborne, A red warning Light in the landing gear control handle will come on ‘whenever the control handle is movedto either WHEELS DOWN or WHEELS UP, and will remain on until all three gears are locked in the respective position, The ‘wheels and flaps position indicator (figure 1-5), show- ing the position of all three gears, is on the pilot's in- strument panel. Section I Part 2 LANDING GEAR FLASHING WARNING LIGHT A warning light, located on the left-hand side of the cockpit above the glareshield, (figure 1-5) and identi- fied as WHEELS, flashes when the throttle is retarded to less than 90percent full power, the flaps are down, and the landing gear is either up, or is dawn but not locked, Switches on the throttle quadrant, on the flap control, and the existing switch on the landing gear close the flashing circuit. Donot rely onposition indicationalone. Veri- fy also by “click and feel" that the landing ‘gear controlhandle stops in its detent. Make certain that, when the control is in the WHEELS DOWN position, the handle is for- ward of the solenoid-operated SAFETY RE- LEASE, Visually check wheel fairing at leading edge of wing. ‘The landing gear control can be moved to EMER by manually depressing the landing gear control release plunger (figure 1-4) located between the WHEELS DOWN and the EMER positions. Approximately three times the normal landing gear control force is required to reach EMER from WHEELS DOWN. Moving the landing gear control to EMER simultaneously starts the emergency hydraulic pump and shifts an emer- gency selector valve from the system position to the landing gear emergency down position. In this posi- tion of the emergency Selector valve, an emergency hydraulic pump pressure operates the main landing gear only. The engine-driven hydraulic pump pres- sure is completely cut off from the landing gear system. No pressure indication is provided for emergency gear extension. The landing gear control handle can be re- turned from EMER by first depressing the release plunger. During fight, do not return landing gear handle directly to the WHEELS DOWN posi~ tion after it has been placed in the EMER position as pressure to extend the tail wheel and main landing gear doors is shutoff. The handle should either be left in EMER or re~ turned to WHEELS UP and then to WHEELS DOWN. If the control handle is moved in- advertently to the EMER position, under otherwise normal conditions, the’ control Linkage car be reset in flight by moving the control handle to WHEELS UP position. To reset the linkage while the airplane is on the ‘groundand after the engine is shut down, have 1-29Section 1 Part 2 the ground crew move the control {rom EMER to WHEELS DOWN, and reset the Linkage at thevalve. Whenthe aircraft is onthe ground, donot move the control handletoWHEELS UP, BRAKE SYSTEM The aircraft is equipped with Goodyear single dise “spot” brakes, operated with power boost derived from the mainor emergency hydraulic systems, Thebrakes are directly operated by toe pressure on the rudder- brake pedals. Inthe event of hydraulic system failure, pressure will be available for breaking by exerting approximately twice the normal force on the brake pedals. ‘When numerous hard landings have been made, such as occur during field carrier landing practice, the automatic adjust ment feature of the brakes may beaffected in that the adjust- ‘ment pins and pistons in the spot brake as- semblies may be displaced sufficiently to cause failure of the brakes to respond when first depressed, The pilot should overcome this tendency by pumping the brakes several times prior to the final landing following a period of field carrier landing practice, Note Although power boost will be furnished to the brakes by the emergency hydraulic pamp if the EMER HYDRAULIC PUMP switch is turned ON, boost will not be provided for the brakes if the emergency landing gear system is actuated by placing the landing gear control handle in the EMER position, ARRESTING HOOK The arresting hook control (figure 1-6) is located on the right side of the cockpit, Moving the control lever to the HOOK DOWN position lowers the hook, dis- connects the gun switeh circuits and, in conjunction with the landing gear, turas on the landing approach light. A red warning light in the arresting hook con- trol ‘will come on when the control is moved to the HOOK DOWN position, ‘The light will remain on until the hook reaches the full down position, Normally, the Light will come on as the handle is moved to the HOOK DOWN position and will go off almost immediately, Lifting the control level to the HOOK UP position hy- draulically returns the hook to the up position, A PUSH TO RELEASE plunger springs out as the control lever is moved down, preventing accidental retraction of the arresting hook, When retracting the arresting hook, the plunger must be depressed with the thumb before the control handle may be placed in the HOOK UP position. 1-30 NAVWEPS 01- 40ALF-1 Note If the arresting hook control cable system should fail, the "fail-safe" mechanical link- age will automatically release the up-lateh, However, the arresting hook will remain re- tracted until the control lever is lowered, relieving hydraulic pressure in the up line. Lowering of thearresting hook is assisted by air pressure inside the hold down eylinder. TAIL WHEEL LOCK CONTROL ‘The tail wheel lock control (figure 1-4) is located on the left-hand console, FLIGHT INSTRUMENTS, A conventional instrument panel (figure 1-5) contains all the flight instruments necessary for instrument operations. The gyro instruments, electrically driven, further serve to control the auto pilot, The tum and bank indicator mounted on the instrument panel is air driven. The electrically operated turn and bank indi- cator which provides the references needed to produce coordinated turns through the autopilot is located in the electronic equipment compartment. A pitot-static sys~ tem is connected to thealtimeter and the airspeed and rate of climb indleators. The static boom projects forward from the leading edge of the vertical stabil- izer and the pitot head is located on the underside of the right-hand outboard wing panel. RADIO MAGNETIC INDICATOR An ID-250 ARN course indicator is installed in the pilot's instrument panel anddisplays informationfrom either the G-2 or MA-1 compass systems, G-2 COMPASS SYSTEM ‘The G-2 compass consists of a remote compass trans- mitter, an amplifier and a master direction indicator containing a directional gyro element. ‘The compass gyro is non-tumbling and does not require caging be- fore or after maneuvers, Approximately three min- utes are required forthe gyro to reach operating speed after the battery-generator switch has been tured to BAT-GEN or BAT ONLY, The master direction indi- cator contains a magnetic compass card and a direc~ tional gyro indicator. For use, the gyro is eaged and set to correspond with the directional indication of the miniature dial in the center of the indicator face. To correctly set thedirectional gyro indicator, the caging knob must be kept fully depressed at the new heading for af least two seconds, and then must be released straight out, avoiding any twisting motion. A switch (tigure 1-5) which controls the compass slaving sys~ tem is located on the left-hand side of the instrument panel. Theswitch must be inthe COMPASS CONTROL position for thedirectional gyro indicator to be subjectNAVWEPS 01-40ALF-1 to compass control, In this condition the directional gyro will be stabilized by the remote compass trans- mnitter and amplifier and will provide a continuous indi- cation of the magnetic heading of theaireraft. Moving the switch to the FREE DG position disconnects the gyrotorque motor from the compass circuit, allowing the indicatortooperateasa freedirectional gyro. ‘The FREE DG position is used to prevent the directional indications from becoming erratic due to excessivedip of the earth's magnetic field in the polar regions. Note ‘TheG-2 compass operates the automatic pilot in both the COMPASS CONTROL or FREE DG position, so the course should be checked if the unit is in the FREE DG position and cor~ rected periodically for precession, ‘Make certain that the compass slaving switch is on COMPASS CONTROL position so that the G-2 compass gyro is slaved when using the radio magnetic indicator. It is recom- ‘mendedthat the pilot check theaircraft head- ing with the standby compass as often as re- quired to assure himself that the radio ‘magnetie indicator is repeating the magnetic heading and not the free directional gyro reading, 'MA-1_COMPASS-CONTROLLED DIRECTIONAL-GYRO SYSTEM ‘The MA-1 compass system providesanaccurate, sta~ bilized indication of the heading of the aireraft on the compass card of the radio magnetic indicator (ID-250, ARN). Selection of either compass-controlied (slaved) operation or directional-gyro (free-gyro) operation is, provided by the use of a controller. Components of the system Include the KE~7 controller, ID-250/ARN ‘course indicator, magnetic compass transmitter, di- Fectional gyro, compass amplifier and a compass adapter. De power is supplied upon energizingthe pri- mary bus (see figure 1-10) andac power supplied uti- Laing either number one or number two inverter. ‘The MA-1 compass system also provides heading in- formation for operating the P-1 autopilot and a signal for presentation of the relative bearing on the 1D-249/ ARN course indicator, which is a component of the AN/ARN-21 radio equipment (refer to discussion of 1D-249/ARN Course Indicator). ‘The KE-T controller, marked COMPASS (figure 1-6), contains all the controls necessary tooperate the MA~1 compass system. Controlling or referencing elements fare: a spring loaded heading-set knob labeled PULL ‘TO SET; a mode-of-operation switch labeled FREE N LAT-SLAVE-FREE $ LAT, for selecting either ‘compass-controlled or free-gyro operation; alatitude- Section 1 Part 2 ‘compensation control labeled SET TO LAT for selec tion of latitude settings from zeroto 90 degrees; a sy chronization indicator and a power-failure indicator. ‘Three minutes should be allowed for the gyro to come up to speed before attempting to synchronize the sys~ tem (in the ease of compass-controlled operation) or Setting the heading (in the ease of free-gyro operation). For compass-controlled operation, set the mode-of- ‘operation switch to the SLAVE position. Pull out the PULL TO SET knob and turn it until thecompass card of the ID-250/ARN indicator is aligned close to the magnetic heading of the aireraft with reference to the standby compass. Synchronizethe system by noting the position of the pointer (viewed through the syn- chronization indicator window) and continue turningthe knob until the pointer is in line with or close to the white arrow on the panel, then release, ‘The pointer ‘should approachthe arrow from the right whenthe knob is turned counterclockwise or from the left when the knob is turned clockwise to place the system in proper synchronization, During normal operation, the pointer will oseillate about the correct indication but will not remain off to one side for any appreciable period of UUme, During compass-controlled operation, preces~ sion of the gyro is eliminated and magnetic compass oscillations are stabilized. Note When the system is set for compass- coutrotied operation, the latitude compen- sation control is inoperative, For free-gyro operation turn the mode-of-operation switehto either the FREE N LAT or FREE § LAT po- Sition, depending on whether the aircraft is flying in horthern or southern latitudes. Turn the latitude- ‘compensation control to the latitude in which the air craft 1sflying, Pull out the PULL-TO-SET knob and set the compass card of the ID-250 indicator to the desired heading and release. Periodically reset the latitude-compensation setting as the latitude of the air= craft changes and the heading setting as precession dictates, Note ‘© When the system is set for free-gyro oper- ation the synchronization indicator is in- ‘operative; thepointer will remain at or close to the white arrow. ‘# During free-gyro operation the system is sub~ ject to a precession rate of four degrees per hour or less. ‘The autopilot is automatically disengaged whenever the heading-set-knob is pulled out. Arred flag will appear in the synchronization indicator window when power is, turned off or if power failure occurs. 1stSeetion 1 Part 2 Note ‘Takeoff from an aircraft carrier should be accomplished with the system set for free gyro operation because of the magnetic dis- turbances surrounding a carrier. Upon pro- ceeding on course switch to SLAVE position and synchronize, STANDBY COMPASS A standby compass is mounted above the glareshield to the right of the gunsight, VERTICAL GYRO INDICATOR ‘The type MM-2 vertical gyro indicator located on the instrument panel (figure 1-5) provides the pilot with a constant visual, all-attitude indicationof the pitehand roll of the aircraft, Aircraft attitude reference sig- nals are supplied to the MM-2 indicator by electrical connection with the type K-4 controller, which is mounted remotely in the aircraft, Pitchand roll atti- tudes are indicated by motions of a universally mounted sphere displayed as the background for a miniature reference aircraft attached to the instrument case. ‘The horizon Is represented on the sphere as a white line, the sky as a light grey area above the horizon line. Horizontal markings of5 degrees separation on the face of the sphere indicate aircraft attitudes up to 85 degrees of climb or dive, Bankangles can be read ona semi-circular bank scale located on the upper half of the instrument case. The sphere is free to move a full 360 degrees in roll without obstruction at roll rates ‘up 0275 degreesper second. The indicator is capable ofaccurate performance in ail pitch attitudes. The instrument features automatic caging and is ready for use within two minutes after electrical power is induced into the system. Electrical alignment ofthe simulated horizon with the miniature aircraft reference is pro- vided by a control knob on the instrument ease and per- mits adjusting the indicator to the pitch attitude of the aireraftunder varying trim conditions. A power fail ure flag marked OFF is mounted on the inside of the case in the upper left-hand corner. The flag is raised out of view whenever the system isfunetioningproperly and is visible whenever the system is turned off or is, not operating properly due to failure of the ac supply, de supply, or failure of certain components of the sys- tem. (Refer toparagraph entitled VERTICAL GYRO INDICATOR FAILURE, Section V.) The system is en- ergized by the battery ‘switch of the 28-volt de system and the number 1 or number 2 inverter of the 115-volt ac system. Acircult breaker is provided for the indi- cator and is located on the circuit breaker panel in the cockpit, (Figure 1-12.) Note A quick-erect circuit is activated by turning on the battery switch from OFF to BAT & GEN position, Allow 2 minutes before re- cycling quick erection circuit. NAVWEPS 01-40ALF-1 NON-TUMBLING GYRO HORIZON (For Auto-Pilot) ‘The P-1 automatic pilot non-tumbling gyro horizon is locatedon the center console panel (figure 1-5). This instrumentdoes not require caging before or after ma neuvers. Initial quick erection of the gyro is accom= plished in this indicator by means of a mechanical cag- ing device. The horizon indicator provides attitude references needed by the auto-pilot system and should not be used by the pilot as an aid to instrument flying except in an emergency, ‘The gyro horizon erection mechanism is designed to cause precession of the gyro rotor until its spin axis coincides with the true gravity vertical. It is Im- portant to remember, however, that the mechanism senses only the apparent vertical. Only during un- accelerated straight and level flight do these two verticals—as well as the aircraft's vertical axis—co- ineide, the erection system causes incorrect pre cession. After a prolonged turn, therefore, the gyro horizon gives erroneous bank and pitch indications un- til its erection system has had time to use as arefer- ence true gravitational forces. The erection rate during unaccelerated straight and level light is two to three degrees per minute, Do not cage the gyro in flight unless the air- craft is flying straight andlevel. Remember that the caging reference is the aircraft's vertical axis, ‘The indicator contains a power warning flag that is visible whenever the power supply is shut off, there is an improper phase rotation, or an open oF short cireuitoccurs in the instrument. The flag disappears when the power supply Is on and is satisfactory. The Pilot shouldnot rely upon the indicator for flight indi= ations if the power warning flag is visible, Observe the warning sign on the gyrohorizon, DISCONNECT AUTO-PILOT PRIOR TO CAGING INDICATOR. Operationof the auto- matic declvtch mechanism ean cause violent PITOT STATIC SYSTEM ‘The pitot static system includes the following components: 1. Pitot tube 2. Static boomNAVWEPS 01-40ALF-1 3. Static tube 4, Airspeed Indicator 5, Airspeed correction card 6. Pressure altimeter 1. Rate-of-climb indicator 8, Pitot heat control switeh Pitot pressure is obtained from the pitot tube; static pressure is obtained from the static boom onthe ver- tical stabilizer. Pitot pressure and static pressure fare utilized to operate the airspeed indicator; static pressure only is utilized to operate the altimeter and rate-of-climb indicator. AIRSPEED INDICATOR ‘Theairspeed indicator is mounted inthe left-hand por- tion of the pilot's instrument panel (figure 1-5) and is ‘connected to the pitot pressure line and to the static pressure line of the pitot static system. The indicator ial is calibrated in knots and indicates an airspeed range of 40 to 400 knots. Anairspeed correction card is carried ina retainer just below the cockpit right- hhand rail. (See figure 1-6.) PRESSURE ALTIMETER ‘The pressure altimeter is mounted in the left-hand portionof the pilot's instrument panel (figure 1-5) and, s connected to the static pressure line of the pitot- static system, The instrument indicates the altitude of the aircraft in relation to sea level or in relation to a preselected reference point. There are three pointers on the indicator dial to’ indicate altitude in tunits of 100 feet, 1000 feet, and 10,000 feet, through fa range of 0 to 50,000 feet. RATE-OF-CLIMB INDICATOR ‘The rate-of-climb indicator is mounted near the center of the pilot's instrument panel (figure 1-5) and is con- nected to the static pressure line of the pitot-static system. The instrument indicates the rate of change In aircraft altitude through a range of 0 to 6000 feet per minute. VACUUM DRIVEN TURN-AND-BANK INDICATOR SYSTEM Vacuum to drive the turn-and-bank indicator (figure 1-5) is maintained by a vacuum (pressure) pump which is Installed on the engine supercharger rear cover. When the pump is inoperation, vacuum created by the pump is directed through a line to the turn-and-bank. Indicator to drive the indicator gyro unit. A vacuum regulator valve and vacuum relief valve are installed in the Line between the pump and indicator tomaintain Section 1 Part 2 fa vacuum of 1.8 to 2.5 inches of mercury on the indi- eator for all varying conditions of atmospheric pressure. ‘TURN-AND-BANK INDICATOR ‘The turn-and-bank indicator, located on the center por- tion of the pilot's instrument panel, (figure 1-5) con- sists of a vacuum driven gyro rate of turn indicator, and ball-type inclinometer. The turn indicator gyro unit is driven by the suction of air from the indicator case by the vacuum pump. The bank indicator consists of acurved glass tube filled with liquid and containing a ball. RADAR ALTIMETER EQUIPMENT ‘The AN/APN-22 radar altimeter is designed to provide reliable operation from 0 to 10,000 feet over land and 0 to 20,000 feet over water. The accuracy of indica~ tion is plus or minus 2 feet from 0 to 40 feet and plus ‘or minus5 percent of the indicated altitude from 40 to 20,000 feet. HEIGHT INDICATOR ID-257/APN-22 ‘The height indicator (figure 1-5) is located on the pilot's instrument panel and shows, on a single-turn type of indicator, the true altitude of the aircraftabove the surface. The altitude pointer advances linearly over the range from zero to 200 feet while rotating through 120° to provide an accurate and easily in- terpreted indication at low altitudes. The altitude in- dication is compressed above 200 feet by causing the indicating pointer to advance proportional to 1/A%, ‘This results ina total pointer rotation of 811° at20, 000, feet and permits the pilot to sense the altitude of the aircrait by a quick glance at the indicator athigh alti- tudes where the accuracy of meter interpretations is, less important. The only operating control, the ON- LIMIT switch, is located on the lower left corner of theheight indicator. This switch incorporates the off- ‘on control and is also used to select the limit altitude by adjustment of a bug pointer on the outside of the calibrated seale. LIMIT INDICATOR SYSTEM Analtitude limit indicator system is included toprovide ‘a visual indication of flightat or below apresetaltitude. When at or below the preset altitude, a red warning Lighton the lower right corner of the height indicator is, illuminated. Aslongas theaircraftremains above the preset altitude the light will remain off. DROP-OUT. The dropout altitude (altitude at which the signal becomes too weak to operate the radar altim- eter) is above 10, 000 feet over land and at a higher altitude when over water. Thedropout altitude is re- ‘duced in banks or climbs, or indives of approximately 60 degrees. Whendropout occurs anelectrical circuit disables the indicator and moves the indicator needle 1-38Section 1 Part 2 behind a mask to prevent the pilot from using the ind\- cator when the signals are too weak to give a reliable indication, OPERATION OF THE AN/APN-22 RADAR ALTIMETER a, Turn the ON-LIMIT control on the height indi- cator in a clockwise direction, b, Allow approximately three minutes for the equip- ‘ment to start operating. Allow at least 12 minutes warm-up time after starting to insure final accuracy. If the tem- perature is -40°C, 25 minutes should be allowed, c. With the ON-LIMIT switch, set the bug pointer to the desired limit altitude, 4, To stop the AN/APN-22,radar altimeter, turn the ON-LIMITswiteh ina counterclockwise direction to its fullest extent, ‘ACCELEROMETER ‘The accelerometer, mounted on the upper left-hand portion of the pilot's instrument panel, (figure 1-5) is aself-contained instrument with a dial calibrated in G units so the reading can be interpreted as units of acceleration. ‘Two indicator needles and a reset button are installed to register the maximum positive and negative "G" acceleration attained during a particular maneuver or flight. ‘The reset button returns both of these needles to 1 "G" condition when pressed. A third floating needle registers the '"G" force acting on the aircraft at any given moment. COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT ‘The communications and associated electronic gear installed in the aircraft is listed in figure 1-15, ELECTRONIC EQUIPMENT OPERATION Many electronic equipment failures are the result of improper operating procedures by the pilot, It is pos sible that the loss of some of this equipment could affect the successful completion of a mission; there- fore, it is necessary to eliminate the pilot-induced failures, Inorder toprotect the equipment, the ARN-21, APN-22, and APX-6 have a built-in warmup time-delay. The 1.34 NAVWEPS 01-40ALF-1 ARC-27 UHF radiohasa time-delay. and therefore the transmitter should not be keyed for 1-1/2 to 2 minutes after equipment power has been applied. ‘The ARN-21, APN-22, and APX-6 should not be oper- atedat any time when engine speed is below 1200 RPM. In order togroundcheck the ARN/21, the engine should be run up to a minimum of 1200 RPM. engine speed is not going to be maintained at 1200 RPM or above after the ground check has been completed, the ARN-21 power switch or the ac power selector switch should be turned to the OFF position. It is recommended that the ARN-21, APN-22, and APX-6 be secured or that the ac power selector switch turned to the OFF position after landing, prior to en- tine speed dropping below 1200 RPM, ELECTRONIC EQUIPMENT WARMUP TIME AN/ARN-6 None required AN/ARN-21 90 seconds AN/APK-6 90 seconds* AN/ARC-27A 90 seconds AN/APN-22 3 minutes * Automatic MASTER RADIO SWITCH ‘The MASTER RADIO switch (figure 1-6) is located on the right console below the EXTR LTS panel. This switch controls radio bus power to the AN/ARC-27A, AN/ARA-25, AN/ARN-6, AN/ARN-12 and AN/ARN-21., Other communications and electronic equipment is turned on at the particular control panel only. During ground operation, the secondary bus is energized by battery power only if the en- gine is operated atanrpm which is below the de generator cut-in speed. During such oper- ations turn on only those units of the communi cations equipment as are necessary in order to prevent excessive drain on the battery. THROTTLE MICROPHONE SWITCH ‘The throttle microphone switchis installed on the throt~ te control lever (figure 1-4), The switch closes the microphone circuit to the recelver-transmitter when depressed, UHF RADIO AN/ARC-27A ‘The AN/ARC-27A communication radio provides two way voice communication with other aircraft and sur- face stations. The system operates within a frequency range of 225 to 400 megacycles. Channelsare remotely