navair 01-60gba-1 t-39d natops
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BASIC AND ALL CHANGES HAVE BEE
COLLATED TO MAKE THIS A COMPLETE PUBL
NAVAIR
NATOPS FLIGHT MAN
NAVYMODEL
T-39D
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NAVAIR 01.60GBA-1
Reproduction for non-mi litary use of the information Or illustra tions contain
permitted without spec ific approval of the Commander. Naval Ai r Systems Co
LIST OF EFFECTIVE PAGES
Darer of issUe h original .“ j changrd pages arc:
orig ina l .“. 1 srprrdxr 197 5
change .I. 1 Novcmbrr 1979
TOTAL NUMBE R OF PAGES IN THIS PUBLICATION IS 345 CONSISTING
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NAVAIR 01.60GBA-1
The following Interim Changes have been canceled or previously
CHANGE REMARKS/PURPOSENUMBER(S)
I 1 thru 8 Previously incorporated
The following Interim Changes have been incorporated in
INTERIMCHANGE REMARKS/PURPOSE
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NAVAIR 01.60GBA.1
DEPARTMENT OF THE NAVY
OFFICE OF THE CHIEF OF NAVAL OPERATWASHINGTON, D.C. 20350
LETTER OF PROMULGATION
1. The Naval Air Training and Operating Procedures Standardizatio
is a positive approach toward improving combat readiness andreduction in the aircraft accident rate. Standardization, based o
and experience, provides the basis for development of an efficient
procedure. The standardization program is not planned to stifle rather to aid the Commanding Officer in increasing his unit’s c
reducing his command prestige or responsibility.
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NAVAIR 01-60GBA-1
TABLE OF CONTENTS
Section 1 AIRCRAFT . . . .
Section 11 INDOCTRINATION . .
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NAVAIR 01.60GBA-1
FOREWORD
SCOPE
the NATOPS Fl ight M anual is issued by rhc authority
of the Chief of Nava l Operations and under the direction
of Comm ander. Naval Air System s Command in con-
junction with rhe Nava l Air Training and Operating
Procedures Standardization (NATOP S) Program. This
manual contains information on al l aircraft syste ms.performanc e data. and operating procedures required
for safe and effective operations. However, i t is not
a subsrimte for sound judgcment. Compound emer-
gencies, available fac ilities, adverse weather 01 terrain,
or considerations affecting the lives and property of others
UPDATING THE
To ensure th at the man
and information, NAT O
in accordance with OPNA
CHANGE RECOM
Recommended changes
publ ications may be su
with OPNAVINST 35 1
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NAVAIR 01.60GBA.1
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NAVAIR 0%60GBA.1
CHANGE SYMBOLS
Revise d ten is indicated by a black vertica l line in either
margin of the page, adjacent to the affected text, l ike the
one printed next to this pamgraph. The change symbol
identifies the addition of either new information, a
changed procedure. the correction of an error, or a
rephrasing of the previous material.
WARNINGS, CAUTIONS,
AND NOTES
The fol lowing definit ions apply to “WARN INGS”, “CAU-
f
An operating condition. etc.
damage to equ
obscwed or fol lo
An operating p
dition.etc., whic
WORDING
The conce pt of word u
has been adhered to in
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NAVAIR 01.6OGBA-1
AIRFRAME CHANGES
Upon approval by the Naval A ir Systems Command, Airframe Changes (AFCcategories: Immediate Action, Urgent Action, Routine Action, and Record Purpproduction aircraft by the manufacturer and a service kit containing all necessaryis made available to Navy personnel. Following incorporation of the service klogbook. This entry becomes a permanent record for both maintenance personneaffecting T-39D Aircra ft ace covered in this NATOPS Flight Manual. This is include rescinded AFC’s.
Arc NVMBER
AFC No. 39
AFC No. 42
AFC No. 45
AFC No. 48
IUBIECT
Increased Take-off and Landing Gross Weigh
Addition of Copilot’s Vertical V elocity Indic
Incorporation of Radar Set Pressure Switch
In-flight Escape Hatch Water Drain Valve
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NAVAIR Ol-60GBA-1
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NAVAIR 01.60GBA-1
SECTION 1 - AIRCRA
TABLE OF CONTENTS
P A G E
PART I--GENERAL DESCRIPTION 1-2
Aircraft ........................................................................ 1-2Aircraft Bureau Numbers ........................................ 1-2
Aircraft Dimensions ......... ......... .......... ......... ......... .... 1-2
Aircraft Weight ........................................................ l-2
General Arrangement ........ ......... ......... ......... ......... .. 1-2
Fl ight Director
Lighting EquipOxygen System
Pilot’s Seats .
Instructor ’s Ju
Miscel laneous
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Section I
Part 1
NAVAIR 01.60GBA.1
PART 1 -GENERAL DESCRIPTION
AIR C R AF T . A IR C R AF T WEIGH T .
The T.39D Aircraft, bui l t by North American Aviation,
~nc, is a low-wing, twin- jet monoplane with an axial-
f low, pod-mounted engine on each side of the aft fuse-
lage. The pr imary mission of this aircraft is training of
radar intercept opera tors.
The cockpi t and cabin compa rtments are pressur ized
and soundp roofed for high-altitude fl ight. The aircraft
is provided with a plug-type entry door, on the left s ide
of the fuselage forward of the wing, which romtes down,
forming steps for entry. An in- f light escape hatch is in
the underside of the fuselage, and a ground escape hatch
is on the r ight side of the fuselage. The Z°ree swept-
The approximate take-off
Max imum gross weight .
The approximate basic w
Aircraft plus engine oil a
trappedfuel ___.... __
Crew of f ive and wing fu
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Section I
Part 1
NAVAIR 01.60GBA-1
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NAVAIR 0160GBA.1
COCKPIT- RIGHT SIDE
* Some aircraftI 2&-71-l
\
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Section I NAVAIR 01.60GBA-1
Part 1
-11
-12
.I 3
.1 4
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PJAVAIR 01.60GBA-1
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Section I
Part 2
NAVAIR 01.6CGBA.1
PART 2 -SYSTEMS
ENGINES.
Power is supplied by two Pratt & Whitne y J60 gas turbine
engines. (see figure l-7.) The rated sea-level static thrust of
each engine is 3000 pounds at Military Thru st. The engines
are shock-mounted in separate pods attached to the aft
fuselage section by pylons. The engine has a single-rotor,
nine-stage axial-flow comp ressor driven by, a mo-stag e
reaction turbine. The comb ustion chambe r contains eight
burner cans into which fuel is sprayed through single,
dual-orifice nozzles m ounted at the inlet of each can.High-energy ignition units and spark igniters are used to
start combustion. A hydromechanical fuel controlschedules the fuel flow to provide the thrust called for by
the throttle setting in the cockpit, with automatic
compe nsation for conditions at the comp ressor air inlet and
in the engine. To obtain the throttle, use (1) the
the graphic charts in Sec
the Pi lot’s Pocket Check
muc h an engine “red line
limit, and is normally t
the throttle is advance d.
AIR TEMPERATURE V
Air density , and therefair-breathing jet engines
tempera ture. When inlet
lower air temperature or
at a consta nt rpm, “pum
(by weight) resulting
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NAVAIR 0%60GBA.1
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Section I
Part 2
NAVAIR 01.6OGBA.1
ENGINE FUEL CONTROL SYSTEM
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NAVAIR 01.6OGBA.1
improvem ent results. Do nor operare the fuel
hearer continuously, as excessive continuous
operation of the fuel heater m ay ca.usc overheating
of the engine oil and fuel nozzle coking.
FUEL PUMP UN IT. The engine-driven fuel pump unit
supplies the high fuel pressure required by the engine. The
unit has a centrifugal elemen t, a filrer, a filter bypas s valve,
and a gear elemen t. The centrifugal elemenr provides
interstage fuel pressure and also has suction-feed
spabiliries in case of aircraft boost pum p failure. A
differenrial-pressure swit ch is installed acros s the centrifugal
element IO sense fuel pressure on each side of the pump.
When the pressure differential across the pump decreases to6 (*l) psi , the switch doses, causing rhe respective low fuel
pressure caution l ight to come on. When the pressure
differential acros s the pump increases to 9 (*l) psi, the
swirc h opens, breaking the circuit and causing the caution
light to go out. A filter, between the centrifugal boost stage
manifolds being
function of the
and nozzles.
two-pos ition va
pressure s ignal
maintains the d
operation. On
imm ediately, thdump valve open
overboard. On
the high-pressure
FUE L OIL-C OOLE
the engine lubricafuel oil-cooler,
hydrome chanical
passes through
inlet fuel. No c
as i ts function is
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Section I
Part 2
NAVAIR 01.60GBA.1
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NAVAIR 01.60GBA.1
EXHAUST TOTAL PRESSURE
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Section I NAVAIR 01.60GBA.1
Part 2
exhau st gas temperature gage limitation mark ings, see figure
l-71.
OIL PRESSURE GAGES. Refer to “Oi l System Indicators”
under “Oil S yste m” in this section .
TACH OMET ERS. The two tachometers (19, f igure FO-l) ,
are calibrated in 2 percent increm ents, from 0 to 100
percent i-pm. The indicators register engine speed in
percentage of 16,030 revolurions, which equals 100 percent
rpm. The small dial within the larger dial is provided so that
the pi lot may more easi ly read the exact rpm percent; i .e.,
when the large pointer is between 90 and 100, the pointer
on the sm all dial is at 3, the rpm percent is 93. Each
tachometer receives power from i ts respective tachometergenerator which is geared to the engine acce ssory s ection
driven by the compressor rotor. The tachometer is,
therefore, independent of the aircraft elec trical sy ste m.
FUEL FLOW INDICAT ORS . The two fuel f low indicators
One battery also supplie
engine ignition. During
batteries are disconnec ted
power plug) from the star
START ER BUTT ONS.
TO START PULL TO ST
figure l-5): one on eac
These buttons are used
power starts are made. W
solenoid holds the but
portion of the starring
controlled automa tically
releases the starter button
to 28 to 35 percent rpm to approxima tely 200
power is being used for
‘pm may be som ewha t
light in each starter button
or air engine starting to
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NAVAIR 01.60GBA-1
HO T S TA RT.
Several factors can cause a hot start (EGT greater than
525%), and the pilot should be able to recognize the early
signs to enable him to take corrective action (retard throttle
to CLOSED).
A low battery state or initiating the start at too low an rpm
may cause a hot start.
After initial ignition has been indicated by EGT (exhaus t
gas temperature) r ise, monitor the EGT, fuel f low, and rpm,
A fuel flow of over 600 pounds during initial starting will
result in an improper fuel-air ratio which will invariablycause a very rapid r ise in EGT. The maximum al lowable
stating EGT will probably be exceeded if the throttle is
not retarded by the time the EGT indicator reaches 475%.
A hot start ma y result from engine rpm hanging up and
ACCELERATION
Engine accelera
the engines a
tachom eter re
throttles to
Advance the
Thrus t position
accelerate to
within a ‘l-seco
and the exhaus
ENGINE FIRE
A continuous-ele
each engine
condition. A
the forward fi
f i re and over
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Section I
Part 2
NAVAIR 0%60GBA.1
ENGINE FIRE-EXTINGUISHING SYSTEM
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~NAv/il~ 01.60GBA.1
when the fire extinguisher selector s witc h is actuated (fire
pull handle previously pulled). When a cartridge is fired, the
agent under nitrogen pressure is discharged through delivery
lines to the direction valve, where it is routed to the
forward compartment of the selected engine. The sealed
fire wall, between the forward and aft engine
compartme nts, prevents the extinguishing agent from
entering the aft compartment. Two disk-type discharge
indicators are flush-moun ted in the fuselage skin below the
left engine. If the conten ts of either or both containers have
been discharged into the engine compar tmen ts, the yellow
disk will be ruptured. If either or both containers have been
discharged overboard autom atically ac a result o f a thermal
condition causing excessive pressure within the containers,the red disk will be ruptured. If both disks are intact, the
sys tem is not discharged. The indicators are readily
available for visual inspection and mu st be check ed for
condition before each flight.
gallons plus e
the engine ov
acc ess door is
pod. T he eng
gearbox, and
internal breathe
an oil pressure
Scavenge pump
bearing compar
the fuel oil-cool
through the
starting. Refer
specification a
OIL PRESSURE
When oil pre
lubrication and
fal ls below, or
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Section I
Part 2
NAVAIR 01.60GBA.1
# ENGINE 011I
TEMPERATURE
REGULATOR VALVE
NO. 2
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Section I
Part 2
NAVAIR 01.6OGBA.1
BASE D ON JP-4 FUEL
LEFT WING 447.5 GALLONS 460.5 GALLONS
TANK 2908.7 POUNDS 2993 POUNDS
RIGHT WING 447.5 GALLONS 460.5 GALLONS
TANK
2908.7 POUNDS ‘2993 POUNDS
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NAVAIR 01.LiOGBA-1
The aircraft is equipped with a fuel pump crosrfccd valve equalized, pla
which connects the two fuel systems, allowing either fuel powered by thboost pump to supply fuel to both engines. The boost is protected
pumps arc powered by the dc essentia l bus. overhead circu
FUEL TRANSFER EJECTOR.
A fuel transfer ejector, in each wing fuel tank in theforward lower portion of the tank near the centerbulkhead, scavenges uel from that area and directs it to theboost pump area. One-way check valves, in the bafflesurrounding the boost pump, permit fuel flow into thecompartment to ensure avai labil ity of fuel to the boostpump. The ejectors are self-contained units which have nomoving parts and operate by bleeding a portion of theboost pump flow through the submerged ejector whichpicks up fuel (by venturi action) and directs it to the boostpump compartment. Some aircraft* have a caution lightsystem for each ejector to indicate a loss of fuel ejector
NOTE Duriat -Xall fu
Utilizebalanc
FUEL QUANT
Two fuel quapounds of fuincrements of internal fuel sone wing tank
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Section I NAVAIR 01.60GBA.1
Part 2
FUEL JETTISON SYSTEM.
The aircraft is equipped with a fuel jett ison sysrc m which
may hc used in any flight attitude or configuration.
Norm ally, fuel is jettisoned ar the rate of approxima tely
180 pounds per minute , depending on altitude.remperamre, and thrust setting, and is automatical ly
stopped by the action of the dual-float level switc h in either
wing tank. A manual metho d of jettisoning fuel provides
the flight crew with an alternate mean s of fuel jettison in
case of a malfunction of relays or f loat switches , or wi l l
allow additional fuel co be jettisoned. Fuel jettisoning may
be used w hen it is desirable IO land with the lightest
possible load.
NOTE Fuel jettison is inoperative when the weight of
the aircraft is on the landing gear.
FUEL JETTIS ON SW ITCH . This three-position, guarded
less than that wh ich wou
outboard segments of
condition which m ost
degrees nose-up pitch at
recommended speeds a
not exceed about 6% de
FUEL SHUTOF F FAIL
The placard-type, fuel
f igure 1-32) comes on
wheneve r either or bot
fully open or closed p
mas ter sw itche s or engine
FUEL TANK CROSS-FEE
The placard-type, fuel
light (10, figure l-32)
X-FD FAIL” whenever
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NAVAIR 01.60GBA.1
II
lluminate only when there is less than approximately 300pounds of fuel in the right wing. Circu it protection isprovided by a circuit breaker on the lefr forward overheadcircuit-breaker panel.
FUEL HEATER SYSTEM.
Ice is removed from the fuel filters, on each engine, byheating the fuel with hot engine compressor air from itsrespective engine before it gets to the fuel filter . The heatedair supply is controlled by a motor-actuated valve, on each
engine, that is powered by the dc essentia l bus. A switch inthe cockpit operates the valve on each engine,simultaneously, and illuminates a caution light for eachvalve when it i s open A drop in pressure of 7 to 8 psi acrossthe fuel fdtcr wil l cause a caution light to come on,indicating the fuel heater should be operated.
3. Fuel-filte r-block
If the fuelafter one m
be blocked
m
the remunnecessactuationspeeds up
FUEL HEATER l-32)
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Section I
Part 2
NAVAIR 01.60GBA.1
CONDITIONBATTERY , C,JCN,
“TIUTY EXTERNAL
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NAVA IR 01.60GBA.1
D C GEN ER AT OR -OF F C AU T ION L IGH T ,
The dc generator-off amber caution l ight (10, figure l -32)
come s on to read “DC GEN OFF” when ei ther dc generator
has fai led or is taken off the l ine becau se of overvol tage orundervol tage. Because one light is used for both dc
generators. i t is necessary to refer to the dc loadmeters to
determine which generator is not on the l ine. (The failed
generator wi l l have a zero loadmeter reading, and the
operational generator will have a high loadm eter reading.)
The generator-off caution l ight remains on dur ing engine
start unti l engine speed is approximately at idle and both
generators are operating normal ly.
D C GEN ER AT OR OVER H EAT C AU T ION L IGH T S.
The dc generator overheat amber caution l ights (10, f igure
AC INSTRUM ENT
bus and the 26ro
powered by the a
essential busses.
operating because busses are powere
essential busses. D
ac power is a
automatical ly com
AC GENERATOR-
generator-off amb
on to read “AC
off the l ine.
AC GENERATOR
generator overheat
come s on to read
approaches an ove
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Section I
Part 2NAVAIR 01.60GBA.l
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NAVAIR 01.GOGBA-1
AC GENERATOR SWITCH .
The three-position AC GEN switc h (figure l-17) controls
the ac generator by dc essential bus power.
NOTEThe ac generator switch is ineffective and the ac
generator is off rhe line if the generator control
hydraulic pressure swit ch is open. (The pressure
switch closes when syste m pressure is about 2700
psi and opens w hen pressure drops to about 1200
psi.)
When the ac generator switc h is at ON , a solenoid-operated
hydraulic shuto ff valve is de-energized open, ro allowhydraulic pressure to power the ac generator hydraulic
dr ive motor. The ac generator then is connected to the ac
circuits . Overvoltage or underfrequency will take the ac
generator off the line autom atically. If this happens, the
ac generator, if
powers only th
radar will not
position regardle
or not. The mainverrer switch
NOTE The
externa
AC INSTRUM ENT
The ac instrum en
1-32) comes oessential bus is
turned on, or
il lumination of
indicates m ain
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NAVAIR 01.60GBA.l
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Section I NAVAIR 0%6OGBA.1
loadmeter will not indicate the load being drawn from the
main inverter.
CIRCUIT BREAKERS.
The dc and ac electrical distribution circuits are protected
by push-to-reset type , trip-free circuit breakers. A circuit
breaker is designed to protect the operating units within a
particular electrical circuit from damage due to overloads or
short circuits , and is capable of autom atically breaking the
circuit under specified current flow conditions . The length
of time a circuit is subjected to an overload before the
breaker trips to open the circuit depends on the amoun t of
overload. The circuit breaker has an inverse current time
trip charac teristic. The lower the overload, the longer thetr ip t ime of the circuit breaker. There are two types of
tripfree circuit breakers us ed on these aircraft: the
push-pull type (used mainly in the cock pit), which indicates
an overload condition when it pops o ut; and a larger red
button type (on the circuit-breaker panel at the rear of the
enclosing all the individual
phases trips its breakers
phase breakers. Circuit bre
are show n in figure I-19.
HYDRAULIC SYSTEM.
The hydraul ic syste m (f
powered by two engine-d
each engine. Hydrau lic
gallon reservoir wbirh h
(See figure l-61.) To
reservoir is pressurized
accom plished during eng
cabin air and hydraulic through an aspirator r
air fil ler valve are prov
zation of the reservoir
the air precbarge be dep
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NAVAIR 01.60GBA.1
valves are pressure-sensi t ive and close automatical ly (even i f
de-energized open) i f pressure of the respective pump is
below about 400 psi . When the valves are open, f luid f lows
from the reservoir to the pum ps; when ei ther valve is
closed, f low from the rhe reservoir to the pum p is shut offand a pump bypass circui t is created w hich routes the
output of the respective pump back to the pump inlet. The
valves are energized closed when the respective star ter
button or the air star t switch is engaged. This permits the
pump to bypass dur ing the star t and rel ieves ‘ the pump
torque load from the engine. When the engine reaches
about 40 percent rpm, OT the air star t switch is turned to
OFF , the valve is de-energized open fo stop the pump
bypass circui t and pressur ize rhe hydraul ic power syste m.
In addi t ion, the valves are energized closed when thecorrespond ing engine fire pull handle is actua ted.
A ram-air-cooled heat exchanger, in the system return l ine,
removes the heat created by the var ious hydraul ic uni ts. Al l
normal hydraul ic
auxi l iary hydraul i
cal ibrated, in 500
HYDRAUL IC SHLIGHT.
The hydraul ic shu
figure l -32) c ome
either the r ight
valve does not f
closed dur ing eng
below 400 ps i or
Dur ing al l other o
HYDRAU LIC PR
The hydraul ic pr
f igure l -32) come
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Section I NAVAIR 01.60GBA.1
Part 2
turbine for further cooling. This cold air then pass es
through a water separator and divides. One branch joins the
hot-air line, and the other continues into the pressurized
section to supply cold air to six adjustable outlets . A
pneum atically operated cabin flood valve perm its air that
has been tempered in the heat exchanger to bypass thecooling turbine and water separator and enter the supply
l ine downstream of a hot-air mixing valve. In bypassing
these two high-pressure-drop item s, the flood valve
autom atically provides an adequate amou nt of air to the
cabin under conditions where the supply bleed-air pressure
is only slightly higher tha n cabin pressure, such as during a
descent from high alt i tude. Downstream of the hot air
mixing valve , a ramair line enten the sys tem to provide an
emerge ncy air supply. The hot-air branch from the
flow-limiting valve pass es through the hot-air mixing valve
and joins the cold ai from the refrigeration unit.
The hot-air mixing valve operates automatical ly to admit
the proper amou nt of hot air into the tines in response to
by the right-hand eng
pressurization can be dum
valve.
CABIN EMERGENCY PR
An emergency pressuriza
sys tem of the right-hand
manual ly selected to suppl
air in case of a failure o
(Duc t failure is indica
pressurization duct ca
pressurization syste m
15,OOQfoot cabin al t i tude
air to the cabin is picked
valve and the engine, and
conttolled shuto ff va lve
check valve. The shutoff
selector switch. The ble
overpressure switch
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NAVAIR 01.6OGBA.1
Section I NAVAIR 01.BOGBA-1
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Part 2
CABIN AND COCKPIT COOLING AIR OUTLETS. A coldair outlet is on each side of the cockpit above the consoles
and also in the cabin at each station. (See figure I-21.)These six “eyeball” outlets are adjustable spherical unitsthat can be positioned f” direct cold air from the air
conditioning system in any direction desired. A knurledring around the opening can be torated to regulate thevolume of air. The ring is turned clockwise to decrease, “Icounterclockw ise to increase , the outflow of air.
DOOR SEALS.
Pressurization for the enmy door zeal and in-flight escapehatch outer door seal is provided by air from the engine~ompresson (figure 1-21) and is automatically controlled
by a pressure regulator. Check valves in the system aredesigned to prevent reverse flow if an engine should fail,and to maintain pressure even if both engines should fa il. Areservoir stores higher engine pressure for use if the enginepressure should drop below the required 25 psi. The
warning light coming on, the wearuxygen-mask anthe cabin dome lights (cabin light color-control Cabin altitude should be
and differential-pressure i
CABIN-AIR-HOT CAUTcabin-a ir-hot amber cautioto read “CABIN AIR HOthe duct downstream of 265°F (129.4”C). If theeither the cabin air temmixing valve has failedselector switch f” MAN
normal flight can be resucabin air selector switchconditioning system. If hthat the bleed-air shutoff air selector stitch to R
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NAVAIR 01.60GBA.1
CONTROL WHEELS
Section I NAVAIR 01.60GBA.l
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Part 2
aim emergency disconnect switch is on the inboard grip ofeach wheel. The interphone-microphone switch is on the
forward face of each outboard grip.
RUDDER PEDALS.
in individual set of rudder pedals is provided for the pilotand copilot, The pedals control the rudder action throughdirect mechanical linkage to the rudder and may beadjusted for correc t leg length. The wheel brakes areactuated by pressure on the top of the pedals.
RUDDER PEDAL ADJUSTMENT KNOB. Comfortableleg-length adjustment of the rudder pedals may beaccomplished by a rudder pedal adjustment knob, on the
control pedestal direc tly below the conuol wheel. Turningthe knob counterclockwise adjusts the pedals aft (towardthe pilot); turning the knob clockwise adjusts the pedals
forward.
setting the wheel for the
operating the normal a(control forces) from the DN, NOSE DN, R WG DNis released, it automatica
trim action stops. A sligwheel and rudder pecorresponding uim is appl
RUDDER TRIM SWITCH
Normal aim of the three-position RUD TRIMthe rudder trim switch taircraft to the right; hold
left. When the switch is reOFF (center) and trim switches are powered by t
TRIM EMERGENCY DIS
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NAVAIR 0%60GBA.1
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NAVAIR 01.60GBA.1
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Section I NAVAIR Ol-SOGBA-1
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Part 2
button is released, the landing gear selector valve isrepositioned to its original position.
LANDING GEAR POSITION INDICATOR LIGHTS.
The three landing gear position green indicator lights (13,figure I-32, figure l-29) are on the center of the insaumentpanel. The lights are arranged m represent the right and leftgear and the nose gear. Each light illuminates when therespective gear is down and locked. The indicator lights arepowered by the dc essential bus. Dimming of the landinggear position indicator lights for night flight is controlledby a switch on the flight insuument indirect light rheostaton the pilot’s console. The lights are tested by actuating the
caution light test switch.
LANDING GEAR WARNING SYSTEM.
throttles are advanced abthe gear handle is not affe
Substantial damresult.
MAIN GEAR DOOR GRaircraft changed by Airframswitch, powered by the dlanding gear smut well. Topen the main landing geor maintenance. The sw“OPEN”, and should be
NORMAL position beforeOPEN position, actuatiohandle after takwff wswitch, and normal gear
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NAVAIR Ol-60GBA-1
An auxi l iary accumu lator, selected by a switch in thecockpit, supplies auxiliary hydraulic pressure for the wheelbrakes if normal hydraulic pressure is lost.
NOTE Each main tear wheel is equimxd with threefusible plugs &at will melt and && tire pressurebefore the wheel and tire become dangerouslyoverheated.
EMER GEN C Y BRAKE CONTROL HANDLE.
The EMERG. BR AZCE conaol ‘T ” handle (9, fire l-5),on the aft face of the ccntc r pedestal, is the rotate-tostowtype. This pull handle incorporates a spring-loaded bladewhich provides a positive lock when the handle i s in theextended position. By rotation of the handle 90 degreescounterclockw ix, the handle is unlocked and may then be
pushed in. The handle rotates clock wise as it returns to the
friction force stop.
c. If maximudecreased as
to the runwaimproves braincreased, thutires and the
d. When a shrequired withaircraft slowsskidding . Thisis applicable system.
c. When opepump the bra
Section I NAVAIR 01.60GBA.1
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Part 2
through the synchronizing shaf t along with the flap to
which i t is attached. Therefore, in case of a power or motor
failure to one actuato r, flap positioning (at a reduced
speed) is still obtainable. The actuato rs are of the
screw -jack ty pe, and are mecha nically irreversible, thus
preventing air loads from moving the flaps. No emergencysys tem is provided, as there is enough protection present in
the normal s ystem through the mechanical interconnection,
individual electrical moto rs, and electrical circuits .
WING FLAP HANDLE.
The wing flap handle (15, figure 1-5) is recesse d in the
center pedestal to prevent inadverten t operation. The FLAP
handle, powered by the dc essential bus. moves in a
quadrant. Its positions are UP, HOLD , and DN . To positionthe flaps full up or full dow n, the flap handle is move d to
the corresponding position and left there. (Power is
automarically removed from the actuators when the flaps
reach the extrem e position.) The flaps will extend to rhe
SPEED BRAKE SYSTEM.
A hydraulically operated,
is on the undersurface o
well and forward of the
brake panel is hinged ae.xtends down and forw
brake may be operated
left throttle. To facilitate
extended au tomatica lly
system is actuated.
SPEED BRAKE MAINTE
RED STREAMERS.
For maintenance purposebe installed to keep
position when the aircr
l-28.) A lock assembly
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NAVAIR 01.60GBA.1
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and the respective load sw itch is opened, the steer ing wi l l
not be deactivated. If ei ther the left or the r ight main gear
load switch (and nose smu t oleo switch) is compresse d,
steering will be available.
If , dur ing takeoff, an automa tic uansfer to standbyoccurred and i t was necessary to cycle the selector switch
to standby and back to main to deactivate the syste m,
engage steer ing after landing by placing the selector switch
in standby. Leave the selector switch at main unti l nose
wheels are f i rmly on the runway, then place the steering
selector in the standby posi t ion.
NOTEI f steer ing is selected in the normal manner
( through the actuation of ei ther steer ing button)
the malfunctioning main steer ing system may be
actuated before an automa tic uansfer back to
standby steeting.
in front of the pi l
instrument panel
on whenever any
the warning light
check the placard
determine which the master caution
additional failure,
mom entar i ly depr
caution light on
caution and warn
i l luminate the ma
They are the two
lights, landing gea
selecto r failure am
the FIRE PULL hl ight. Indicator l ig
beacon light, thre
lighrs, and two
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Section I NAVAIR 01.60GBA.1
Part 2
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fuel cross-feed and tank selector switch. The l ight is
protected by a circuit breaker on the left forward overhead
circuit-breaker panel.
FUEL PUMP CROSS-FEED FAIL CAUTION LIGHT.
The placard-type fuel pump c ross-feed fail amber cautionlight (10, figure l-32) com es on to read “FUE L PUM P
X-FD FAIL” whenever the position of the fuel pump
cross-feed valve does not correspond with the position
selected by the fuel cross-feed and tank selector switch.
NOTEDuring fuel jettison with the fuel cross-fe ed and
tank s&ctor- switch at NOR M, the fuel pomp
cross-fe ed fail caution light w ill not il luminate
even tbougb the fuel pump cross-feed valve
position differs from that selected by the fuel
cross-feed and tank selector sw itch.
The light is protected by a circuit breaker on the left
operational generator wiU
The generator& caution
start until engine sp eed
generators are operating
DC GENERATOR OVERH
The dc generator overheat
l-32) come on to read
GEN HOT” when the res
During prolonged engine
l ight may come on, but
obtained. If an overheat
affecte d generator shoul
generator from aU electrica
AC GENERATOR-OFF
The ac generator-off am
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Section I
Part 2
NAVAIR 01.60GBA.1
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NAVAIR 0%IjOGBA-1
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AIM SYSTEM lAMSI /
PI TOT STATIC
TOES
rNTEN,ELECTI
“PER LOWERANTENNA ANTENNA
-j-zfq
.IONRF
I
Section I
part 2
NAVAIR 01.60GBA.1
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function allows the interrogating station to identify aspec ific aircraft in a group of aircra ft. The emergencyfunction provides a coded reply to an intermgation whichidentifies an aircraft in disacss. The SO1 unction, in modeC, provides an indication which allows identification of
aircraft above or below a specific altitude. The system alsohas the capability of self-tes t in these modes (TS-1843 testset installed). The self-test function provides a go-no-gocheck of replies to either external or self-intcrmga tion. Thesystem receives electrical power from the dc essential busand the 115volt, C-phase ac essential bus.
NOTEAt present, some aircraft may not be equipped
with a TS-1843 test set. In this case. the aircraftdoes not have self-test capabilities.
AIM SYSTEM CONTROLS.
light on the left side of thand REPLY light) are fofunctional, because the capabilities.
OPERATION OF AIM SY
The AIM system can following categories: recel/P operation, or emergen
Four independent codingare available. The firsindependently or in combMode 1 has 32 possib le
4096 possible code combsince the code selectotransmitter and must behas 4096 possib le codes,
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Section I NAVAIR 01.60GBA-1Part2
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incorporates integral lighting controlled by the flightinstruments indirect lighting system.
If the altimeter’s internal
vibrator is inoperative due toeither internal failure or dc
power failure, the 100.foot pointer maymomentarily hang up when passing through 0 (12o’clock position). If the vibrator has failed, theloo-foot pointer hangup can be minimized bytappingthe altimeter case.Be especially watchful forthis failure when minimum approach altitude l ieswithin the 800 - 1,000 foot part of the scale
(1,800 - 2,000 feet, 2,800 - 3,000 feet, etc.), and
use any appropriate altitude backup informationavailable for altitude cross-check.
The copilot’s altimeter is similar to the pilot’s altimeter but
sky areas of the attitude sis represented by a solid land the earth by a dull with 5 degrees of separatiaccurate aircraft attitudes
The 5-degree scale is sligh tThis provides quick readclimb or dive. Used for thindicator is an accurate aibank pointer on the faceopposite direction the aamount of bank angle.semicircula r index scaleinstrument. The pitch t rimthe insuument, elect rical ly
position in relation to theto correct for pitch attitunecessary, since the level-fwith weight and speed. If
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NAVAIR 01.60GBA.1
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Note
Wi th “HDG” swi tch a t MANU U, the ADI banksteering bar will show comm and headingsteering.
Section I NAVAIR 01.60GBA.1
Part 2
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whenever elect rical signals from the selected navigationalreceiver are weak or unreliable for operation of the banksteering bar, the course warning flag (2, figure l-45) wil lappear on the face of the indicator. If signals from the glideslope receiver are weak or unreliable for operation of theglide slope indicator, the glide slope warning flag (9, figure
l-45) wil l appear on the face of the indicator. (This flag iselectrically driven from view in the NAV modes ofoperation.)
Flight director system presentations in the variousoperating modes are shown in figures 1-45 and l-46.
HORIZONTAL SITUATION INDICATOR (HSI). Thismultipurpose indicator (figure l-45) p*eSf!“ts COUt%heading, bearing, range, and directiona l guidance references
in the wrious flight director system operating modes. Itprotidcs the horizontal, ot plan, view of the aircraft Withrespect t” the navigation situation and desired course radial.it utilizes navigation data from the VOR, TACAN, and
the course deviation indicmust be set into the HSI. indicator is offset t” righsteered i” the direction tand intercept the course.
A TO-FROM indicator (NAV mode whether th(TO-FROM indicator poinoutbound (TO-FROM indarrow) with respect t” station. Indication of mTACA N ot VOR station (15, figure l-45). Rangestation is shown in the rathree-digit cwnter in the 299 miles. A correction above the left console.
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NAVAIR 01.60GBA-1
Part 2
to 30,000 or 42,000 feet; then, set knob to the position SHOULDER HARNESS
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that most closely corresponds to the cabin altitude.
If the knob is left at anyposition other than NORM when
the bottle is not in use, the oxygen wil l escape.
Refi ll walk-around oxygen bottle when pressureis approximately 50 psi.
The bottle can he recharged to system pressure as indicatedby any of the oxygen regulator pressure gages. An oxygenrecharge hose is stowed in the coat compartment. To refill
the bottle, pmceed as follows:
I. ~emovc refill hose from strap.
LEVER.
The shoulder harness inertieach pilot’s seat, is manuallever mounted above each
fwre l-4). Moving the levpositions the reel to a manlever aft to AUTOMATIC positions the reel to an aallows normal shoulder mov
In either position, any moscat, releasing tension oautomatica lly retract. As reel locks in a. ratchetlikepositioned at MANUAL automatica lly when the piduring deceleration when
NAVAIR 01.60GBA.1
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Section I NAVAIR 01.60GBA.1
Part2
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RAD VOL
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NAVAIR 01.60GBA.1
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SERVICING CHART (--,;
L l If MILL-23699 engine oil
tank and fill with ML-L-780
l The batteries are nickel-cadm
batteries using equipment
service lead-acid batteries.
t Contains fuel icing inhibitor
Section I
Part 3
MAVAIR 01.tiOGBA-1
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4. Depress PRI EST button.
stiffen).
5. Depress SEC TEST button.
6. Depress FILL AUX and
Release SlfUTOff AUX
should remain in depressed
be completed in approximately
7.1 Check wing fuel tank vents
and porrclge of air to ens
passage of air is noted, r
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Section IPart 3
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NAVAIR 01.60GBA.1
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Section IPart 3
NAVAIR 01.60GBA-1
use a nitrogen serv icing unit with a pressure of no 3. Connect priming adapte
greater than 100 psi. Connect the line, apply 100 Ps i pack, inro pump suction
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pressure, open the drain valve, and watch the reservoirair gage. When the gage pressure comes Up f0 70 psi, 4. Connect a priming rig close the drain valve, disconnect the air line, and in- RX4930-888-5119-5030) stall the reservoir drain dust cap. handpump until pressure
SERVICING ACCUMULATOR. The hydraulic power 5. Start engine. slow ly pum
system auxiliary accumulator is serviced through accessed IO maintain approxima
~56 and F57. See figure 1-62 and proceed as follows: hydraulic pump comes o
NOTE The fluid reservoir need not be depressurizedro accomplish the accumulator servicing pro-cedures.
1. Open accessesF56 and F57.
Nepu
be damaged.
6. Disconnect the priming
2. Hold auxiliary accumulator dump va lve partiallypump suction line.
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Section I
Part 3
NAVAIR 01.60GBA.1
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NOT?A,, improperly serviced accumulator may give the impression
+ha+ i t is Ieaking.To avoid replacing (I serviceable accumuIa+ cw,mak e sure all hydraulic pressure is bled off before servicing. If
this is not done, (I f&e reading wiII reSuI+. Also, if ~C~~KKYof rewiring air gage is doubtful, it should be removed and
calibrated or replaced.
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Section IPart 3
NAVIAR 01.60GBA.1
LANDING GEAR STR
The nose’and main gea
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high-pressure valve at
pressure required to infla
gross weight. For shock
1-65. Nose strut varies wit
TO WING A IRCRA FT.
When towing aircraf t,
be used.
1. Check nose gear strut
when strut is completel
maximum l imits. (See
2. Station man in cockpit
NAVAIR 0%60GBA-1
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pem~ure, refer to NAVAIR 014OG6A-2- l .
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NAVAIR 01.60GBA-1
MINIMUM TURNING RADIUS AND GROU
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NAVAIR 01.60GBA.1
DANGER AREAS
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l Do no+ operate right engine with escape hatch removed or
lef t engine above idle with door open.
l Keep clear of engine turbine w heel disintegration planes.
Red stripes on engine pods designate this area
Section IPart 4
NAVAIR 01.60GBA.1
PART 4-AIRCRAFT OPERATING LIMITATIO
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MINIMUM CRE W RE Q UIRE ME NTS .
The minimum crew required for this aircraft is a pilot
and a copilot or a qualified observer.
INS TRUME NT MA RK ING S .
Careful attention must be given to the instrument
marking s (figure l-71) because the limitations show n
on these instrum ents and nored in the captions are not
neces sarily repeated in the text of this or any other
section.
ENGINE LIMITATIONS.
THRUS T DE FIN IT IO NS
MILITAR Y THR UST .
the maximum thrust whi
limited ro 30 minute s c
Thrus t is selected by adju
specific exhaust total pr
alt i tude, air temperature,
for determining Military
tary Thrus t in flight are
tary Thrust settings may
the 3201 engine thrust c om
NORMAL RATED TH RUdefined as the maximum
continuously. Normal R
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Section I NAVAIR 01.60GBA.1Part 4
Above 35,000 feet altitude, engine flame-out ma y be
encountered at indicated airspeeds below 180 knots IAS,
because of fuel control/engine operational cbaracter-
ZERO- AND NEGATIVE-G
The aircraft is l imited to
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istic s. In addition, above 35,000 feet, rapid throttle
movem ents at any airspeed may cause engine flame-out.
To prevent these phenome na, the following restrictions
must be observed:
a. Above 25,00 0 feet altitude, do not perform stalls.
b. Above 35,000 feet altitude, maintain at least 180
knots IAS; do not make rapid throttle movem ents.
MANEUVERING LIMITATIONS.
PROHIBITED MANEUVERS.
at zero and negative G, be
l ic syste m l imitations. If
engine flame-out may occ
aged because of oil starvat io
may 0cc” r .
CENTER-OF-GRAVITY L
The following paragraphs
which must be observed i
center of gravity within
a. The pi lot’s and cop
and all other personnel
and until each fuel
pounds of fuel or less.
NAVAIR 01.60GBA-1
LO
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SYMMETRICAL LIMITS*
Each fuel quantity
and all personnel se
Section I
Part 4
NAVAIR 01.60GBA.1
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SYMMETRICAL L IMITS’LOADING
Each fuel quantity gage indicaparronnal standing.
NAVAIR 01.GOGBA-1
SECTION II - INDOCTR
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TABLE OF CONTENTS
P A G E
Indoctr ination ................................................................ 2-l
Ground Training ........ ...... ......... ......... ........ ......... ......... . 2-l
Fl ight Training .......... ........ ......... ......... ........ ......... ......... 2-l
INDO CTRINA TIO N.
The information set forth here is intended as a guide toaircraft indoctrination. The requirements are considered
the minimum and in no way ate intended to compromise
Fl ight Crew
Personal Flyin
FLIGHT TRAI
Before any fligthe ground t
occu py the rig
Section II NAVAIR 01.60GBA.-1
F L IGH T C R EW R EQU IR EMEN TS. PERSONAL FLYING EQUI
This aircraft has been designed to he operated by one pilot.
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The copilot ’s function may he filled by either a NavalAviator, a Naval Aviation Observer/Naval Flight Officer
(NAO/NFO), or a student NAO/NFO. 113 he case 0f a
functional check flight,appropriate maintenance and
quality assurance personnel required to accomplish thecheck may be embarked.
MISSION COMM ANDER QUALIFICATION
The mission commander shall be a NATOPS and instrumentqualified Naval Flight Officer or Naval Aviator, experiencedand qualified in all phases of the assigned missions.Additionally, in those units whose primary mission istraining Naval Flight Officers, the mission commander mustbea designated instructor currently qualified in the ap-propriate stage and phase of trainings
The applicable flying equipm3710.7 series shall be caaddition, such survival equrequired by climate or con
and easily accessible mannenot be worn for takeoffs mission considerations so capacity to accommodate provided when cruising egreater than SO nautical thao 25,000 feet, at distanto land.
Because of the diversity ments, survival and safetymay be determined by the
NAVAIR 01.60GBA.1
SECTION III - NORMAL P
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TABLE OF CONTENTS
PAGE
PART l -BRIEFING/DEBRIEFING ...................... -3- l
Br ie f ing . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 3-1
Debrie fing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . 3-l
PART 2-MISSION PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . .. . -3.2
Mission Planning ........... ........ ........ ........ ........ ........ .... .3-2
PART 3- -SHORE-BASED PROCEDURES . . . . . . . . . . . . . .3-2
Preparation for Fl ight ........... ........ ........ ........ ........ .. .3-2
Line-up
Take-off .,...
After Take-o
Climb
Cruise ~~~
Fuel Balancin
Descent
Before LandLanding
After Landin
Section I I IPart 213
NAVAIR 01.6OGBA.1
PART 2-MISSION PLANNING
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MISSION PLANNING.
Mission planning for training Bights will be in accord-ante with current t raining syllabi. Refer to Section Xl
to determine fuel consu
speeds, optimum altitudes,
mission.
PART 3 -SHORE-BASED PROCEDURE
PREPARATION FOR FLIGHT.
FLIGHT RESTRICTIONS.
INTERIOR CHECK.
CABIN AREA . The follo
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Section III
Part 3
q
NAVAIR 01.60GBA-1
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Section I I I NAVAIR 01.60GBA.1Part 3
8. Coar comparrmvnr-Check
Check that loose arricles are properly secured , that the
crash ax is installed and secure , that life preservers are
12. Windshield wiper knob-O
*13. Foot-warmer switches-O
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installed as required and in proper condition, and that
the walk-around oxygen bottle is installed and serviced
properly.
IO. Hand fi re extinguisher-Check
II
Che ck the portable hand fire extinguisher on the
bulkhead aft of the pilor’s sat for ease of removal and
condition (sAfelied and inspected ).
11. Smoke goggles-Check
Check that wo smoke goggles are stored aft of rhecopilot’s sear and are in proper condition,
*,4. Light rheostats-Check
*a. Console l ights.
*b. Fl ight instrument
NOTE To ensure max im
tor, caution, and
flights, the pilot’s
rheostat should be
l Only the cockpi
available on ex
c. Radio and engine
NAVAIR Ol-GOGBA-1
27. UHF antenna--AUTO. NOTE If cod
28. Engine fire pull handles-Check in.
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29. Radios and navigation aids-O FF.
NOTE lf dc and ac external power i s available, thisequipment may be on.
l WithaircrexceOFF
30. Engine switches--Off (5).
a. Engine master (2).
b. Engine starter buttons (2).
c. Air start.
31. Fuel crowfeed and tank selector switch-NORM.
2. Battery a
a. Batter
b. DC ge
32. Throttles-OFF.3. AC gener
Section III NAVAIR OlbOGBA.lPart 3
b. Stabilizer trim limit test switch-TEST.
With the horizontal stabilizer in a Ieadiag-edge-up position, test the trim l imit by moving
13. Engine instruments-Che
Check readings. pT5
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c .
the test switch to LH and hold. Check that thetrim stops at -6 degrees. Reposition the hori-zontal stabilizer to a leading-edge-up position
and repeat for the RH position. This test ensuesthe correc t operation of both horizontal trimactuators, and that the limit switches are prop-
erly set.
Emergency trim disconnect button-Test.
Depress the emergency trim disconnect buttonon the inboard grip of each conttol wheel (oneat a time) while operating the normal trim
system. Check that the normal trim is tenderedinoperative, and trim operation stops withoutoverrun. Release the emergency trim discon-
should be within 0.5pressure.
14. Fire detector system t
15. Landing gear position
STARTING ENGINES, EXT
Whenever practical, start surface to minimize the pobjects being drawn into the engine. If possible, p
ups with the aircraft heaangles to it.
NAVAIR 01.60GBA.1
b. Exhaust gas temperature-Check. (525’C..
maximu m start EGT; 515OC.. maximum idle
EGT) .
13. Start seco
If a batter
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If no light-up is obtained
within 20 seconds or a hot
starr occurs. rerurn rhe throttle IO OFF andclear the engine. Do not arrempt anorher
srarr afrer a hot st art until engine inspection
by mainrenance personnel.
c. Engine tachometer-Check (IDLE rpm, 42 2 2
percent).
If the engine fai ls to accelerare to IDLE rpm within 1
minute a fter light-up, rhe throttles should be returned to
O FF.
If the ignition-on light fa ils IO go our after IDLE rpm is
until the
idle, then
second en
lim
ov
14. AC gener
NOTE pla
turne
15. External
Section II I NAVAIR 01.60GBA.1Part 3
FALSE START
When the engine l ights off normal ly and EGT remains in
l imits but the RPM does non increase to IDLE and remains
b. DC vol tmeter-Check
21.2 IO 29.5 vol ts.
c. AC vol tmeter-Check
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at some lower RPM , a false stan is indicated. When a false
start occurs, or i f the r ime from l ight o ff fo IDLE exceeds 1
minute, proceed as fol lows:
1. Thrott le-Off.
2. Engine Srarter Burton-Pull up.
After encounter ing any abnormal srart, have the ground
crew invesr igare the cause or causes prior to attempting
another srart.
GR OU N D OPER AT ION .
No engine warm-up is necessa ry. As soon as the engine
d. Inverter ON-Che ck a
to AUTO.
6. Cabin air selector switch
ENC . then both ENG
thrott le may have to be
On aircraft wi th APQ-I 2
checked at the air outlet
7. Gyrocompass-Al ign.
8. IFF-Standby.
NAVAIR 01.6OGBA.-1
3. Normal Brakes-Check left and right brake pedalindividually (with nose wheel Sreering off).
‘1. Fuel heat
If runwa
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4. Emergency brakes-Check left and right brake pedalindividually (with nose wheel steering off).
5. Emergency brake control handle--In.
6. Stand-by nose wheel steering-Check.
7. Nose wheel steering selector switch--MAIN and en-
PSF.
Combinations of strut exten-sion. tire press”res. andtaxiway crown can cause the
aircraft to pull to one side while taxiing. Alightly dragging brake. hardly noticeable during
fuel he
before
necbe
IO. Ram-air
Section I I I
Part 3
NAVAIR 0%60GBA-1
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(TYPICAL)
NAVAIR Ol.SOGBA-1
AFTER TAKE-OF
\vhc n the aircraf
oossibihr\ of sct
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A premature nose wheel lift-
off or allowing airspeed to
build up above recomm ended
nose wheel lift-off speed-increases gtouod roll
considerably.
Before retr
brakes to
wheel stee
in the land
2. Landing and
When the
take-o ff. t
speed is re
rhe landing-
3. Auxiliary hyd
Section I I I
Part 3
NAVAIR Ol-60GBA.l
After reaching cruise altitude:
1. Thrus t Setring-Ch eck Pt5 (as required,.
Refer t” Section I\’ for
character istics.
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2. Battery condition-Check (after 30 minutes of
flight).
After the fi rst 30 minutes and any time the dc
loadmeter readings are higher than normal, place
the barters witch ar OF F and note the decrease in
the loadmercr reading. If this decrease excre ds one
half divism n on each loadmerrr, leave rhe batter,
switch at “FE for the remainder of the fl ight. 1;
Casey where the hattery switch is turned off, make
an entry on the yellow sheet for a maintenance
check of the battery. DC loadmeter readings dur-
ing the first 30 minutes of flight are not conclu-
siw , as low-charge batteries will cause higher than
normal readings until charged.
DE S CE NT.
Refer t” Section XI for
distance trawled during
maximum range--minimum
NOTE Adjust engine
adequate tem pera
Conditioning a
Part 2 of Section
0 In-flight engine
slow engine acmaintaining a m
ing all phases of
NAVAIR 01.60GEA.1
Fai lure to keep the safety latch de.
pressed while m oving the handle
downward wi l l damage the latch mechan ism.
This a- il l subsequently permit downward ban.
and differential
f l ight controls
steering. Aerodyn
landing conditions
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die movem ent ( independent of the larch) suf-
ficienr to lower the landing gear hut nor f”
lock rhe handle. An unsafe and unknown gear-
down problem wi l l then exisr .
6. Hydraul ic pressure/wheel brakes-Pressure Up/brakes
fi rm.
[ 7. Wing f lap-As required,
8. Slars-Check.
9. Speed brake-As desired.
10. Auxi l iary hydraul ic power switch-ON.
The normal lan
Extending rbe
the landing gro
peda
e If il
cable
the b
MINIMUM-ROLL
Section IIIPart 3
NAVAIR 01.GOGBA-1
LANDING PATTERNS
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NAVAIR 01.SOGBA-1
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If t becom er necerrary to texi cacro *s arrestingcables, dose speed brake lo prevent damage 10
the broke.
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NAVAIR 01.60GBA.1
Under 9o.degree cross-wind con-
dit ions in excess of 20 knots,
directional control during the landing roll.out
ca”n”t be maintained with rudder alone at air-
7. AC generator
The intermed
ground blowe
the line. En
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speeds of 70 knots IAS “t less. A combination
of ailerons, rudder, and ““se whe el steering
will be required to maintain directional
COotrOl.
prevent over
8 Recommended maximum cross-wind component isI. 5,wxl brake
2. Landing anY 25 knots.
TOUCH-AND-GO LANDING
Touch-and-go landing may be practiced, leaving the
landing gear down, using the procedures outlined for anormal landing followed by a wav e-off. To ensure good
engine acceleration, it is desirable t” maintain throttle
3. Speed brake
E NG INE S HUT
The engine sho
reduced thrust
down to stabilizing approach
Section I I I
Part 3
NAVAIR 01.60GBA-1
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Section III
Part 4
NAVAIR 01.60GBA-1
IPROFILE
ABCD
PRESTART
1. Exrcr ior Inspccrion.
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ABCD
ABCD
During the walk-around inspection, chec k specifica lly for and record
leaks ; condition of tires, pitot heads, engine inlet and tailpipe, static missing fasteners, securi ty of doors, radornc, engine pod and panels;
required, skin irregularities. and general aircraft co ndition.
2. Interior Inspecrion .
Check for proper operarion of switches , controls, l ights, and instrumenthardware, decals, instrucrion plates, and all deviations from standard aascertain that al l escape harchcs, doors, and mechanismsarc in order. hardware and equipment in crew and passenger arcas. Note condition
Check rudder pedals and seat adjustments.
3. Fl ight Controls.
Disengage gust lock and move control column slowly back then pus
NAVAIR 01.GOGBA-1
PROFILl i
c. Directional Tr im - With the tr im selector switch on
position, energize the rudder tr im circuit by deflecting
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A D
center pedestal, Pressing the TRI M EMER DISC s witshould disconnect this tr im circuit.
With the tr im selector switch on the Alternate Trim CLEF T-RI GHT switc h on the Alternate Trim Control Pand the normal sys tem trim switch on the center pedesttime is from 9 to 14 seconds.
Ensure there is no trim actu ator override when the trim
5. Engine Fire and Overhear Dete ction.
a. Push the FIRE DET SYS test button on the FIRE
lamps in each tee handle illuminate, the circuit is conti
condition. Check AFT FUSE HOT l ight.
Section III
Part 4
PROFILE
A
NAVAIR 01.6OGBA.1
b. Flap indicator should read 100°i3 percent full down and 0*3 perc
IO. IFF System (AIMS)
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a. During preflight chec k, preset mode 2 code selecto rs on receive
assigned to aircraft.
b. On IFF conuol panel, place MASTER switch at NOR M and I/P s
is installed on aircraft, chec k self-rest func tion by placing individual
a time.
c. Establ ish nvo-way communication with ground faci l i ty and requ
modes (modes 1, 2, 3/A. and C, if appl icable).
d. Set mode s 1 and 3/A code selectors as required.
NAVAIR 01.60GBA.1
PKOFILI :c. Maxim um exhaust gas rempcrarure l imit at maxim um P
acceleration, but should stabi lize between 565’ and 650’
d. Engine ‘pm should be approximately 100 percent wi th
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m-5.
N OhZ
If rpm exceeds 104.2 p ercenr, shutdown engine and re
e. Fuel f low should be 2500 pph to 3000 pph.
f. Oi l pressure should be 40 ro 50 psi . Oi l pressure f lucruaincrease of 10 psi or more is cau* for investigar ion.
g. LH-RH OIL HO T caution l ights should be off.
h. C heck thrusr indicator for proper engine rhrurt at mi l i t
temperature and pressure alt i tude con dit ions.
i . Check thar PRESS DUCT fail caution light doesn ’t i l
Section III
Part 4
PROFILE
NAVAIR 01.60GBA-1
b. With CABIN AIR swirch ar BOTH EN C. rotate AUTO CON T rheThe cabin air supply tem perature should change accordingly.
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AB
c. Position CABIN TEMP switch to MAN HO T: within 30 seconds supply should increase. Return CABIN TEMP switch to AUTO ;
supply shou ld return to the preset comfo rtable level.
d. Position CABIN TEMP switch to MAN CO LD; within 30 seconds supply should decrease. Return CABIN TEMP switch to AUTO . T
supply shou ld return to the preset comfo rtable level.
I. Anti-icing System s.
a. Engine Inlet-Place ENGINE INLET switch at ON. Nore a decrease on each engine. Return switch to OFF.
b. Wing and Ram Air Inlet -Place WIN G AND R AM AIR IN LET swon dc loadmeters. Load readings should show approximately the
O FF.
iuAVAiR 01.60GBA-1
1 . Adjust course set knob on HSI to a desired inbound course.
d. The course deviation bar on the HS I should indicate the la
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to the preselected on course center line.
e. The “2” bearing pointer on the BDH I and the bearing
relative bearing of the aircraft to the VOR station .
f. The distance digital readout drums on both the HSI anambigui ty arrow on the HSI should indicate TO whi le
passing the station.
Warning flags should appear when input sign als are below
g. Whe n flying at 20,000 feet terrain clearance or above , ins
minimum of I 30 nautical mi les l ine-of-sight distance to the
Section III
Part 4
NAVAIR 01.60GBA.1
b. Position the function switch on the UHF auxiliary control paneGRD, and MAIN T/R is at ADF. The magnetic bearing to the son the pilot’s HSI bearing pointer and the No. 1 poinrer of the
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Hunting of the bearing pointer should not exceed t 2 .5’. Reliab lwithin a radius of 70 nautical miles.
1. UHF Aux iliary Receiver.
a. Position function switch on UHF auxiliary control panel so thaPosition AUX CHAN selector witch to a channel whose frenondirecrional radio beacon ground starion. The results shouldduring ADF operation with rhe ARC-52 UHF command radio.
b. Check auxiliary receiver nondirecrional performance by posiauxilix y conrrol panel so that AUX REC index is aligned with Cswitch to a channel that corresponds to the frequency of a noSiSlO”.
c. Check muting of receiver audio by positioning AUX CHAN sel
NAVAIR 01.60GBA.1
PROFILE NOTEAlaximum exhaust gas remperature dur ing 30 minumil i rary rhrusr should nor be more than 677O C. If E
C, rhe chrorrle mu st be rerarded IO maintain the rcm
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r-l operating maximum.
LEVEL FL 250
A 33. Thrott les-Set rhrotcles to 88 percent ‘pm.
A 34. Radar-Checked and turned off,
A 35. Compa rtment Pressur ization.
a. Adjust throttles to level cruise fl ighr (88 percent) and c
I I feet.
Smxion I I I
Part 4
NAVAIR 01-60G13~-1
b. Balance w ing fuel . Place FUEL-X-FEED & TANK SEL switch operate on single engine for approximarely IO minutes. Wing fubalanced.
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c. Test FUEL JETTISON system for operat ion on both AUTO and M
38. Landing Gear
a. Posi t ion FUEL-X-FEED & TANK SEL switch IO X-FEED. Cycle gear extension or retraction r ime should not exceed 10 seconds.
39. Engine Air Starr.
a. Check rhar air speed is wirbin air star t envelope, that the FIRE MASTER swi tch ON.
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Section III
Part 4
NAVAIR Ol-60GBA-1
.ANDINGS.
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A L7. ILS.
a. Place C SEL switch at VOR.
b. Whi le in rhe vicini ty of a TACA N station, place F/D MO DE switchmodes function normal ly.
c. Selecr ILS frequency desired.
d. Place HDG mode switch at ILS and check that F/D MODE switcpointer flag is not visible.
e. Adjust HSI course set knob unti l COUR SE window readout indic
The course arrow should point to the same course on the compa ss should indicate the aircraft position from the localizer course .
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NAVAIR Ol-60GBA.1
SECTION IV - FWHT CHARA
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TABLE OF CONTENTS
P A G L
Genera l . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .4 -l
S ta lls . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . -4 -l
S ta ll Recovery . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . -4 -l
Engine Flame-out .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - l
Sp ins and Recovery . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . 41
Fl ight Control
Level-flight
Lateral-Directiona
Maneuvering
Dives _ . . . . . . . . .
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NAVAIR 01.60GBA.1
an optimum procedure for recovering from a spin. I f a spin
is inadvertently enrered. proceed as fol lows:
1. Apply recovely connols:
and al t itude ra
to stal l the sta
to tr im out a
pounds at high
ing the push
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a. Control wheel and connol column neutral .
b. Ful l rudder against the spin.
c. Tr im aircraft nose down.
2. Move thrott les to mu.
3. When rotation stops, neutral ize controls and recover
from the stal led condit ion.
If landing gear or flaps are ex-
tended, do not exceed gear and
flap l imit speed dur ing stal l recovery; otherwise,
the stal led con
landing gear
a low-speed ra
rate is high.
AILERONS.
The ailerons p
and high-speed
in the approach
are effective i
speeds down t
geome try is swing panels w
Section IV NAVA IR 01.GOGEA-1
SLATS,
The wing leading edge slats improve aircraft stabi lity at highangles of attack. decrease aircraft drag in maneuveringflight. and delay rhe onset of buffet. They are designed moperate at both low and high Mach numbers. Slat operation
CRUISE SPEED.
Longitudinal and lateral cruise speed region at higeffort is required to effecCruise conditions can be
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is automatic and depends on the airspeed and angle ofattack. During one G level flight the slats begin to open at
approximately 180 knots IAS and should be fully open at120 knots IAS.
LEVEL-FLIGHT CHARACTERISTICS.
LOW SPEED.
Recommended speeds for take-off, approach, and land-
ing are given in the appropriate charts in Section XI.At low speeds, flight charac teristics are conventional,
LATERAL-DIRECTIONAL
The static lateral-directiopositive for a ll airspeedconstant neutral mdder (neutral control) from toscilla tions in turbulent
MANEUVERING FLIGHT
Maneuvering flight elev
tiall y linear with G whward. When the center
--ImIp77777-
NAVAIR 01.60GBA.1
SECTION V - EMERGENCY
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TABLE OF CONTENTS
P A G E
PART I-INTRDDUCTIDN . . . . . . . . . . . . . . . . . . . . . . 5-1
PART 2-EME:RGI[NCY SIGNALS . . . . . . . . . . . . . . . 5 -2
I[mrrgcncy tland Signals ........ ........ ..... 5-2
Emcrgrncy Signals ......... ........ ........ . 5-2
PART 3-GROUND I ;MI:RGENCIES .............. 5-2
Ikrt/llung Starr. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Wet star t . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . 5 -3False start ....... ......... ........ ........ 5-3
PART 5- INFLI
Engine Fai
Engine Fire
Engine Air
Air Start,.
Secure Eng
Forced Lan
Maximum
Emergency Bail-our.
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NAVAIR 01.60GBA.1
WET START
If it is determined that a Wet Start has occurred,proceed as follows:
1. THROTTLE (AFFECTED ENGINE)-OFF
ENGINE TAIL
If it i s determf0110ws:
1. THROTTLE
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2. ENGINE-WINDMILL
Windmill .engine for 30 seconds to blow out residualfuel. Have ground crew investigate engine for residualfuel prior to another start attempt.
FALSE START
If it i s determined that a False Start hasproceed as follows:
occurred,
1. THROTTLE (AFFECTED ENGINEEOFF
2. ENGINE-WI
Windmill efor an addwith step 3
3. Advise Tow
4. Secure Othe
NAVAIR 01.60GBA-1
CLEARING ENGINE CHECKLIST
In order to windmill an engine in case of a “Wet” Start,
“P&D” Valve malfun ction, or Tailpipe Fire After Shut-
down, proceed as fol lows:
that i t is locked
handle fails to l
resulting in the los
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1. Battery-ON
2. Electr ical Master-ON
3. Engine Mas ter (affecte d engine)-ON
4. Throttle (affected engine)-Off.
5. Engine starter b utton-Depress.
The starter is limited to four 30second cycles with a 2 minute
l Do not attempt
syste m, other tha
~operating on em
release pedals com
lost.
NOSE WHEEL STEERING
If the main nosewheel ste
and does not automaticafiy
fol lows:
NAVAIR 01-60GBA-1
EMERGENCY ENTRANCE AND ESCAPE EX
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GROUND ESCAPE HATCH
/
tSection V NAVAIR 01.60GBA-1
Part 3
4ENTRY DOOR
I
par emerge ncy entrom e, turn handle in doorand push inward o+ the lower edge of the door,rotating the +op outword ond down. (Refer lo“Entry Door Operation” in Section III.
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The entry door is used fire is present on the rthe eme rgency condition
we of the ground esca
NAVA IR Ol-60GBA-1
PART 4 - TAKE-OFF EMERGE
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ENGINE FAILURE.
Fai lures of jet engines, as a rule, resul t from improper fuel
schedul ing caused by malfunction of the fuel control
system or incorrect operating technique dur ing cr i t ical
fl ight cond itions. If engine failure is due to improper
operating technique, an air star t can usual ly be made to
restore engine operation. In case of obvious mechanical
fai lure, an air star t should not be attempted . Except for
higher rates of descent, the aircraft has normal f l ight
character ist ics with both engines dead. The single-engine
handl ing character ist ics arc excel lent. U nbalanced engine
Depending on
the fol lowing a
1. THROTTLES- I
2. SPEED BRA
3. WHEEL BR
After safe speed
4. F IRE PULL
r
I
Section V
Part 4
I
I
NAVAIR 0160GBA-1
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SINGLE-ENGINE MINIMUM CONTROL SPEEDS-
“MCG
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Section V NAVAIR 01.60GBA.1Part 415
UNSAFE INDICATIO N FOLLOWING RET RACTION
If rhc landing gear warning light (steady light in the landing
gear handle knob) remains on after the gear is rctmc tcd.
proceed as fol lows:
1 Maintain airsprrd below guar.down limit speed.
4. Land as soon as practical
If visual ch rck indicarcs
proceed with step 5
5. Landing gear handle-D OWN
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I. Landing gear handle-DO WN
Che ck landing gear position indicators f<,r safe
indication.
6 Landing gear clecfric rcs
7 Landing gear handle-UP.
If the landing gear fails
wum ng liphr remains on, p
8. Landing gar handle-DOWN
9 I.:md :u soon as practical
NAVA IR 01.60GBA-1
ENGINE AIR START.
IMMEDIATE AIRSTART.
In the event of a f lame-our above 29,000 feet or when
decaying RPM , thrust and EGT are noticed, the fol lowing
4. Thrott le-OFF.
5. Air star t sw
Furrhcr air
“Air Starr”
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restart procedures may be used
If an mgine f lame-out l ,as
occurred but the time of rhe
flame-out is uncertain this procedure should not
br attempted as fuel can be pooled and igni tion
will cause a fire or an engine over remprrature
condit ion. If the cause of the f lame+xtt lengine
failure is unkno wn, this restart procedure should
not he atremptcd
I . THROTTLE (AFFECTED ENGINE) - IDLE.
2. AIR START SWITC H (AFFECTED ENGINE) -
AIR START.
Successful air and below, wi
j-3.) Before a
made to determ
fai lure is cause
indicated by
vibration, a res
I. Airspeed an
Airspeed
LX”gS.
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Section V
Part 5
NAVAIR 01.60GSA.1
c. Right-hand smdent
d. Navigator/Instructor
e. C*pi lot
f. Pi lot
NA V IG A TO R/ INS TRUCTO R.
1. Acknow ledge “Prepare
2. Stow folding table.
3. Bail out in sequen ce.
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NOTE With the escape hatch jett isoned, i t may be
imposs ible to hear the bail-out bell because ofwind noise.
PILOT.
1. Alert crew to “Prepare for bail-out” (4 or more sho rt
rings).
NOTE Place the microphone selector switch in the
COL posmon. Do not leave the switch in the
HOTqposition.
R IG HT-HA ND S TUDE NT.
1. Acknow ledge “Prepare
2. B ail out in sequen ce.
L E FT HA ND S TUDE NT.
1. Acknow ledge “Prepare
2. If instructor seat is no
open in-flight escape h
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NAVAIR Ol-60GBA.l
DC GENERATOR OVERHEAT.
The dc generator l ight m ay come on dur ing engine srart or
dur ing taxi out for take-off. These condit ions need not
cause undue concern. tIowever, i f the caution l ight is
not out before ta ke-off, place the related generator switch
ators fa
atom fa
proceed
5. Generator
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at OFF and return to rhe l ine.
If ei ther dc generator overheat caution l ight come s on in
f l ight, proceed as fol lows:
1. Affected generator switch-OFF .
2. Caution light-Check out.
If the l ight does not go oat, the fai lure is mechanical
and not electr ical . Proceed with step 3.
genera
Battery swi
The len
available
mately
creased,
including
Section V NAVAIR 01.60GBA-1
Part 5
to engine instru ment s which are autom atically
powered by an instrume nt inverter.
With an ac generator failure
and no main inverfer power
available no orimarv electrical
flight instrum ents will be availabl;
Before landing:
3. Lower landing gear by
4. Emerge ncy brake contr
Refer to “Wheel Bra
cautions applicable
5. Hydraul ic auxi liary powe
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HYDRAULIC POWER SYSTEM FAILURE.
In case of a hydraulic failure, there is no emergen cy
hydraulic system . If one hydraulic pump fai ls, the other
pump will provide hydraulic sys tem operation.
When ir has been determined
that a pump has failed, a landing
should be accom plished as soon as practicable. to
reduce additional-pump damag e.
When on final. place
switch ON for nose w
6. Clear runway-Shut dow
Do not attempt 1700 psi auxiliary practical, secw e to line area.
TRIM FA IL URE .
If any of the three tr im
extrem e-travel position, th
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Section V
Part 6
NAVAIR 01.60GBA-1
PRECAUTIONARY APPROACH/FLAME-OUT LANDI
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1 WAR N IN G 1
LOW KEY POINT 3000 FEET
NAVAIR 01.60GBA.1
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HIGH KEY POINT 6000FEET ABOVE TERRAIN
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NAVAIR 01.60GBA-1
3. Stow radar pedestal (as directed).
4. Don Mae West l i fe preserver.
5. Tighten safety bel t and lock shoulder harness.
6. On signal “Brace for ditching,” shield face .
6. On signal
shield face
When aircraft
7 . Ass is t c rew
8. Remove raft
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When aircraft has defini tely stopped:
7. Ass ist pilot i f necessary.
8. Remove raf t f rom rack .
9. Leave aircraft after cabin occupants and inf late Mae
West/raft when clear.
NAVIGATORl lNSTRUCTOR.
9. Leave aircra
LEFT-HAND/RIGH
IN ST R U C T OR
1. Acknow ledge
2. Don Mae We
3. Tighten safe
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NAVAIR 01-60GBA-1
LOW APPROACH (TYPIW)
MAK E A LEVEL TURN TOWAR
PUBLISHE D PENETRATION SET OUT9O”ND COURSE IN
SELECTOR WINDOW.
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2STARTESCENTHEN VERORABEAMHEAFO”TKJ”ND.INTERCEPTNDMAINTAIN0lJTBO”NDOVRSE. 3
SETNl?O”NDOURSENCOVRSE SELECTOR WIND OW. 4
0 4
[
/
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Seetim VINAVAIR 01.60GBA.1
ILS APPROACH ~$11.-’
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umulation is noted, th e aircraft altitude should be changed
:nmc diately to leave the area of icing con ditions.
‘he following procedures are recomm ended when structural
r ing is encuuntcrci i or cxlwc tcd:
Anti-icing syste ms ON
during
NAVAIR Ol-60GBA-1
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a. Engine inlet ON between +5”C (41°F) and .2O”C(-4°F)
b . WING AND RAM INLET ON between +S”C (41°F)
and -5°C (?3”F). The wing anti-icing Spraym at should
only be used before the formation of ice. If the
Spraymat is used at ambient air temperatures below
-5°C (23°F ). there is a possibility of ice formation
that would occur on an unheated surface.
TURB INE IC I
I. Maintain cl
engine rpm
ttWp~~~t” ‘C.
2. Icing of th
operation i
point. At
with lo ss of
Section VI NAVAIR Ol-60GBA-1
exercised and capabilities
circumnavigating areas
Should flight through a
be necessary, the recomm
severe turbulence are:
1. Airspeed.
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TURB UL E NCE A ND THUNDE RS TO RMS .
A gust penetration sp
established (figure 6-4).
at this speed. Severe
often rapid variations
chare the aircpeed.
2. Atti tude.
The attitude of the
reference in areas of
lishing the aircraft
NAVAIR Ol-SOGBA-1
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The engine guide KIM anti-icing tntion system is to be used as an anri- ac I” \\
icing syste m, not a deicing syste m.
When possible. icing conditions should be anriciparerl
in advance and the engine guide vane anti-icing sysc enr
should be twned on to warm up the engine air inlet. It
ice has already begun co build np before the engine
guide vans anti-icing sys tem is turned on. the throttle
6. Kemov u all
strut s, nctwr
switches. Cl
in hydr;tulic
seals.
Section VI NAVAIR 01.60GBA.1
It is Possible 10 obtain successful
eneine surfs at low wmmxa tures
by placing the rhrotylc in IDLE ar 9 percent rpm.
~xtrcmc caution must be excrciscd. and starts
should not bc attemprud at lcss than 9 Percent
rpm Fuel f low and exhaust gas tcmpcraturc
should he closely monitored, and the throttle
should be sropcockcd i f the cxhausr gas
surfaces, the lack of
be norice;lhle, and ext
to maintain good
conditions.
3. By taxi ing on the sid
good steering can be
out of the centered po
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temperature or the fuel flow limits are exceede d.
NOTE If starting rpm cannot be reached on the fi rst
stm t attempt, subsequent start attempts may
produce high ‘pm. A minimum of 2 minutes
should be observed between start attempts.
4. Increase distanc e betsubfreezing tempe ratur
distance and to preve
melted snow and ice
preceding aircraft.
BEFORE TAKE-OFF.
NAVAIR 01.60GBAl
LANDING.
Use slippery-runway landing procedures in Part 3 of
Section III.
NOTE Aerodynam ic braking is particuhuly ineffec-
tive during cold temperatu res when the idle
5. Inspe ct doo
and damage
6. Check wing
7. Alway s plac
blasting the
starts and ru
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thrust fro m the engines is high. Braking should
be commenced as soon as the nose wheel is
on the runway , since braking is good at high
speed when landing on snow-p acked runwa ys.
At speeds below 45 knots IAS, i t is extremely
difficult to keep from locking the wheels while
attempting to stop.
l The !anding roll can be substantially reduced bysecuring one engine after the aircraft is in thethree-paint attitude on the runway . Insure landing
8. Check intakedust and sa
ON ENTERING
1. Chec k instru
cess ive mois
Section VI NAVAIR 01.60GBA.1
APPROACH AND LANDING. BEFORE LEAVING A
1. Calculate recommended approach speed careful ly,
and mainuin recommende d indicated approach and
touchdown speeds. Ground speed wi l l be higher than
normal because of the high outside air temperature.
I. Make sure that protect
heads and intake and
2. Anticipate a long landing roll.
3. Use al l avai lable runway for stopping, to avoid
2. Close entry door and
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overheatinz wheel brakes.
After a minimum-rol l Jand-
ing or excessive braking, do
not attemp t any fur ther op-
NOTE No unusual
aircraft is kept
per iods.
eration for at least one hour. All personnel
should be warned to stay clear of the main
landing gear areas unti l the brakes have cooled.
3. Tie the aircraft down
ex is ts .
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NAVAIR 0%60GBA.1
SECTION VIII - WEAPONS
TABLE OF CONTENTS
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ANIAP Q-94-Tl Radar Intercep t Training SetANIAPQ-12bTl Radar Set ,_.,.._.....,.,..,,.,,..,.____.__._________ ___.,_..,.._._._._.__.
AN/APQ-94-Tl RADAR INTERCEPT TRAINING
SET.
The AN/APQ-94.Tl radar set is a small l ightweight
bleed air wh
tor to remov
in flight by
Section VIII NAVAIR 01.60GBA.1
RA DA R CONTROLS A ND INDICATORS,“ ,,;,.,,, ,,y ,:,: i , 1~ ~~~ “6 __
COPILOT’S POSITION --__I-..-..-.... ’
r,
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Section VIII NAVAIR 0%60GBA.1
electronic subassemblies. Five lamps and six contd~ are
around the face of the indicator.
For improved viewing, an indicator hood is available
for the copilot’s indicator. This hood is stow ed in the
recess on the r ight side of the aircraft, aft of the cockpit.
RADAR PICTURE BRILLIANCE KNOB. The B CON-
TR AST knob (I, figure 8-1; 2, figure 8-2) controls the
on the indicator display
control has no control
motion will control the
in ARO , se arch, and acqu
troller lock at the base of
before operation. Certain
controller are disabled w
mode.
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brill iance of B swee p, video, acquisition bar, and missile
maximum range mark.
SYMBOL BRILLIANC E KNOB. The SYMBOL BRIL
knob (16, figure 8-l; 2 7, figure S-2) controls the bril-
liance of artificial sym bols (A-H bar, tilt mark , coarse
steering circle, fine steering dot, and calibrated vertical
line).
RADAR PICTURE FOCUS KNOB. The B FOCUS
knob (2, figure 8-1; 3, figure 8-2) c ontrols the sharp-
TILT T HUM B WHEE L. figure 8-l; 38, figure 8-2)
for the proper elevation
The tilt control has no
tracking functions.
SECTOR SCAN SWITC H.
figure 8-l; 37, figure 8-2
scan sector ( left, center,
tive only during radar sea
NAVA IR Ol-60GBA.1
RADAR TEST SWITC H. The push-but ton TEST
switc h (26, figure 8-l; 23, figure S-2) is used to provide
artificial radar targets on the indicator for purpose s of
checking the operation of the radar s et. The arti f icial
targets may be used for in- f light checks of system
performance.
RADAR MODE S WITCH. The radar MODE swi tch
RADAR STA
The STA SE
by the No. 2
switch, on th
RH posi t ions
cabin student
R AD AR WAR
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(25, figure 8-1; 19, figure 8-2) has three positions: m,which is inoperative; NOR , for normal operations ( full
search capabi l it ies) ; and ARO (automatic ranging only)
in which the antenna elevation is restr icted to the bore
sight of the aircraft, and the antenna is stabilized along
the aircraft’s roll axis only.
RADAR MODE LIGHTS.
1. Radar powe
NOwE The
of th
OFF
To prevent eq
switch under
Section VIII NAVAIR Ol-60GBA.1
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NAVAIR 01.60GBA.1
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Section VIII NAVAIR 01.6OGBA.1
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NAVAIR 01.60GBA.1
CO-PILOTS DVST AND RADAR CONTR
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Section VIII NAVAIR 0160GBA-1
\fter three (3) minute s ystem warm-up, and when cleated
:o radiate by the pilot:
1. CO-PILOT Radar Power Switch-ON
?assing System Control
?rior to passing radar control to another position, the
operator will ensure that the following switc hes are
c. Select GMP
d. Check ANT TILT whi
mile range
4. Select STBY for Takeoff
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dentically selected:
I . RADARMODE
L. OFFlSTBYmOWER
3. FREQ
4. POLAR LINlClR
Normal InfI ight System Adju
1. Radar Mode
2. ANTTILT
3. RCVRGain
4. RANGE SET/TARGET
NAVAIR 01.60GBA.1
SWDENT’S BVST AND RADAR CONT
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Section IX NAVAIR 0%60GBA.1
PRE-TAKE-OFF.
PILO T. The pilot will ex ecute the taxiing and before
take-off checks prescribed in the NATOPS Pi lot’s Pocket
Check List.
COPILOT . The copi lot wi l l assist with check l ists and
communications as directed by the pi lot.
COP ILOT . The copilot w
communication frequencies,
acknow ledge clearances
normal or emerge ncy situa
INSTRUMENT APPROACH
PILO T. The pilot is respo
the aircraft, the decision to
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TAKE-OFF/DEPARTURE.
PILOT . The pilot is responsible for requesting, copying,
and acknowledging all clearances .
COP ILOT . The copilot will monitor engine instrum ents
on take-off and the landing gear warning light when the
gear is retracted. Where departures are made in actual
instrumen t conditions, the copilot will monitor the pub-
lished or clearance departure procedures and will inform
the pilot o f any deviation from the prescribed flight
existing weather, and the approach to be made.
COPILOT . The copi lot wi
and the appropriate app
penetration, and approach
the pilot with any require
particularly alert to advise
the course or minim um a
proach plate. The copi lot
NAVAIR Ol-60GBA.1
SECTION X - NATOPS EV
TABLE OF CONTENTS
PAGE
Concept ,.,, ~~10.1 Grading Instruc
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Applicability .~~.~~~~...~~~~..~ ~~~.~.IO-l
Definitions ~.~~.~..~~..~~~~~~ 10-l
Implem entation ~~~~.~~~ ~~~.~ ...~...~.~...lO-2
Ground Evaluation .._ ~.~~~~~ 10-2
Flight Evaluatio
Flight Evaluation
NATOPS Eva
Pilot’s Question
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Section X NAVAIR 01.60GBA.1
FLIGHT EVALUATION GRADING CRITERIA.
Only those subareas provided or required will be graded.The grades assigned for a subarea shall be determined bycomparing the degree of adherence to standard operatingprocedures with adjectival ratings listed. Momentarydeviations from standard operating procedures should notbe considered as unqualifying provided such deviations donot jeopardize flight safety and the evaluee applies promptcorrective action.
PREFLIGHT INSPECTIO
1. Aircraft Acceptance (N
Qualified Checked (if availcies anChecked ties, aircrdata befo
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FLIGHT PLANNING.
I. Flight Planning (N)
Qualified Flight planned in accordance with local,
Unqualified Failed tofor discrtaken, atinent da
TAXI.
I. Pretaxi Procedures (N)
Qualified Performe
NAVAIR Ol-tiOGBA-1
Unqualified
peatedly incomp lete, requiring addi-
tional q uestions and calls. Repeated
transm issions were required to under-
stand simple clearance.
Any unsafe act due to noncompliance
with taxi or take-off clearance. Could
not commun icate information or under-
stand clearances without superfluous
2.
Condi-
tionally
Qualified
Unqualihed
Cl imb and
Qualified
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TAKE-OFF.
time and words.
1. Line-up and Take -off Interval
Qualified Line-up and take-o ff interval were ap-
propriate for existing conditions.
Condi- Minor deviation from specified proce-
Condi-
rionally
Qualified
Unqualified
Section X NAVAIR 01.60GBA-1
V FR L A NDING .
1. Pattern Entry (N)
Qualified Pattern entry and break executed as
prescribed by local course rules and/or
instruction s received from controlling
agency.
Condi- Same as Qualified, with minor devia-
9. Electr ical System
10. Engine Air Start
NOTE Al l emergency p
the same cr i ter ia.
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tionally tions not jeopardizing safe ty.Qualified
Unqualified Did not mee t the criteria for Condi-
tionally Qualified. Poorly planned or
improperly executed entry to the traffic
pattern.
2. Approach
Qualified Conformed to prescribed procedures
Qualified Properly
took appr
tions, err
safe ty o
unqualifying
Unqualified Failed to
or deviate
to the e
NAVAIR 01.60GBA.1
C OMMU N IC AT ION S.
1. R/T Procedures (N)
Qual i f ied Compl ied with procedures prescr ibed
by Mi l i tary and FAA Regulations.
Transmissions were made on the proper
frequency without interruption of other
transmissions. Monitored frequencies
and/or facil ities a t appropriate time
Unqualified
NATOPS EVA
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and made proper identi fication. Trans-
missions we re received, un derstood,
proper ly acknowledged, and compl ied
with. Familiar wi th comm unications
equipment and faci l i t ies. Uti l ized back-
up faci l i ties without hesi tat ion.
Condi- Same as Qual i f ied, except for minor de-
t ional ly viat ions or delays which indicate lack of
OPNAV Form
R EC OR D S AN
The NATOP S
(TAB A), sh
ducted and f
Officer only.
Section X NAVAIR 01.60GBA-1
6. When operating on one boost pump, and wing fuel becomes out of balance, the fo
used to balance the fuel.
“7. If either oil hot caution light comes on, proceed as follows:
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*8. If the ac generator-off caution light comes on, the essentia l ac load is automatica
If this does not take place, proceed as follows:
*9. With a runaway trim, proceed as follows:
NAVAIR OMOGBA-1
22. When the landing gear is retracted, the only indication that the gear
closed and locked, is the extinguishing of the light in the landing ge
23. What is the advantage of using speed brakes for landing? _
24. The gyrocompass is fast-slaved by: .,_ . ._
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l 25. To provide sufficient compressor bleed air for engine anti-icing, _ ~
tained.
l 26. The engine fire extinguishing system can be activated by pulling the
‘27. Describe the procedure i f low oil pressure is encountered during flight.
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NAVAIR 0%60GBA.1
56. After engine shutdown, the engine master switch should be placed at
battery master switches are placed at OFP. This al lows the _
shutoff and bypass valve to close.
57. The two exhau st tota l pressure gages indicate turbine discharge total
with the to determine available
58. The tachometers and exhaust gas temperature gages do, do not require
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--(Circle one.)
59. Engine stats may be made by use of the aircraft
- star t ing.
60. Dur ing an engine star t, generator output is automatical ly connected
approximately percent ‘pm.
Section X NAVAIR 01.6OGBA.1
74. Fuel ma y be jettisoned at the rate of 180 pounds per minute , depending on It automatical ly stops when the total fuel remaining
75. Additional fuel may he jettisoned by using the position of
ma y, ma y not be jettisoned when the weight of the aircraft is on the landing ge
76. The auxiliary hydraulic sys tem will not extend or retract th e landing gear. TRU E/F
77. All of the caution lights are in color, while the warning lights are
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l ights rheostat provides the dimming control for the
panel.
78, What is the function of the hydtual ic shutoff and bypass valve and when should i t be o
79. The landing gear is actuated and
80. The landing gear mu st he used after the
NAVAIR Ol-60GBA.1
93. A temporary dc loadmeter reading of 100% may be observed after
94. In a cross-wind take-off, i t is important to disengage the . ~~~
wheel l i ft-off so that _ ~_ is established befo
95. Ice accum ulation in the fuel control ma y be prevented by operating
minu tes. D uring a desce nt in icing conditions , an eng
maintained to provide sufficie nt com pressor bleed for anti-icing.
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96. Extended operation at high alt i tudes such as on a cross-country may
fo r minute(s) as part of the checkl ist.
97. Aerodyna mic braking is _ __ under normal landing conditio
98. A no-flap landing is recommended any time the cross-wind componen
99. The engine should be operated for about ~~~_ minute s a t reduce
Section X NAVAIR 01.60GBA.1
113. Wh y should ILS APPR be selected as soon as the aircraft is inbound at approach altitude
114. Why must the front approach course be set into the HSI on an ILS back-course approac
115. With both dc generators off the l ine, it is impossible to switch to al ternate tr im. TRUE
116. The alternate tr im syste m is a completely separate syste m, including complete
electr ical c ircuits and independent tr im actuators. TRUE /FALSE.
117. The speed brake switch on the throttle must be placed at before the dump
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118. The flaps will extend to the full-down position in __ during flight and will retract
119. Why should the engine masters be shut off before the electr ical master and battery
120. W hen, during an attem pted airstart, should the throttle be retarded to OFF ?
NAVAIR 01.BOGBA-1
132. The steering system is operable when
133. Oil tank capac ity is Oil types are
sure accurate servicing of the oi l system after shutdown.
and
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134. Oil pressure is created by and maintained at 45 +_ 5 by an
135. Wha t is the function of the cabin flood valve in the air conditioning sys tem
136. The door seals are pressurized anytim e both engines are operating. TRU E/F
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NAVAIR Ol-66GBA-1
SECTION XI - PERFORMAN
TABLE OF CONTENTS
P A G E
PART l - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 11-l
Scope and Arrangement ....... ........ ........ ......... ........ 11.1
PART 3--cL IM
Description
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Desc ription of Performan ce Presentation 1 l-1. . . . . . . . . .
Performance Data Basis . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 1 l -l
Airspeed and Altitude Corrections ........ ........ ...... 1 l -2
Nonstandard Day Temperature ........ ........ ........ .... 11-2
Fuel Specific Weight ....... ......... ........ ........ ........ ... ~~.ll -3
Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
PART 2-TAKE-OFF .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-11
Take-off Planning ........ ........ ........ ........ ........ ........ 11-11
Mil i tary T
Normal Ra
PART 4-RAN
Range . . . .
Operational
Maximum-rang
Single-engine
Nautical-miles
Section Xl NAVAIR 01.60GBA.1
Part 1
AIRSPEED AND ALTITUDE CORRECTION S.
DEFINITIONS.
IA&Indicated airspeed is the reading taken from theairspeed indicator.
CA%Calibrated airspeed is indicated airspeed corrected
for installation effects.
EAS-Equivalent airspeed is calibrated airspeed car-
read for compressibility effects.
TAS-True airspeed is equivalent airspeed corrected for
first determine temperatureindicated free air temperatucient. (.8 wil l usually be smay be substituted). This divided by .8 (or substituterecovery coefficient for thfree air temperature is cresult.
MACH NUMBER CORR
To convert true Mach num
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atmospheric density.
G%Ground speed is true airspeed corrected for wind.
Indicated pressure altitode-Reading of the pressurealtimeter when set to barometric pressure of 29.92in. Hg.
Calibrated pressure altitude--The indicated altitude COT-read for altimeter position error.
ber, add ,005.
AIRSPEED CONVERSION
An airspeed conversion cconvert calibrated airspeedtrue Mach number. Indicmnverted to CAS ‘before eEAS corrected for atmo
NAVA IR 01.6OGBA.1
F U EL SPEC IF IC WEIGH T .
All data given in this section is based on a specific fuel
consumption in pounds. Therefore, the charts may he
used when either JP-4 or JP-5 fuel is used. The basicweight of the fuels will vary with refining process as
well as with fuel temperature. A chart is included (figure11-6) which shows the variations in fuel specific weightwith fuel temperature. To use rhe chart, determine thebasic specific weight for the particular refining process, and
assume a variashown on the
STANDARD
The standard aSrandard D_ayrario, I/~/O tepressure in incthe value of anthe right of the
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Section XIPart 1
NAVAIR Ol-60GBA-1
AIRSPEEDAND ALTITUDE POSITIOERROR CORRECTION
PITOT STATIC TUBES: FS 93.0DATA BASIS: FLIGHT TEST
DATE: AUGUST 1972
PILOT AND COPILOT SYSTEM ONLY
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NAVAIR Ol-BOGBA-1
DATA SOF: 26 SEPlEMBtR1962 ALTIMETER POSITION
BASEDON:NM FLIGHT ES T CORRECTIONSFOR STUDENTS AND NAVIGATORS
INDICATED PRESSURE ALTITUDE EQUALS
CALIBRATED ALTITUDE PLUS C ORRECTlON
FACTOR
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APPLICABLE TO ALTIMETE RS AT ALL CRE W POSITIONS
COPILOT’S ALTIMETERS
HOW TO USE CHARTAt indicated airs eed o(260 knots IASI for calibrateddicated altitude & (601 feet higher than ca librated a
Section XI NAVAIR Ol-6OGBA-1
part1
DATA AS OF: IO APRIL 1962 FREE AIR TEMPERATURE BASED ON: NAA FLIGHT EST CORRECTION
NOTE
The ram-air recovery coefficient is .62.
60
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40
NAVAIR Ol-60GBA.1
STANDARD DAY TEMP
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Section XI NAVAIR 01.60GBA.1
Part 1
AIRSPEED CONVERSION DATA
PRESSURE ALTITUDE * 1000 FEET
,o 25 20 1s
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N
W3
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NAVAIR 01.60GBA.l
PART 2 -TAKE-OFF
TAKE-OFF PLANNING.
This part cov ers the information and charts to be used
to obtain take-off speeds and distances. The terms used
in the planning procedure ate defined in the following
paragraphs. Take-off perfornxmce is affected by a large
number of variables, i.e., temperatu re, altitude, gross
weight, and wind, as we11 as runway surface, use of
brakes for directional control, and engine condition.
tem
The maximu
length may
given atmosp
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Chart s including these variables are provided for cross-
wind take-o ff and landing, take-o ff ground roll, critical
field length, refusal speed s, and air distance (one- and
two-engine operation). Increase s in any of these vari-
ables, excep t wind, tend to increase take-o ff ground roll
to a point where, on a take-o ff in which normal tech-
niques are used, the take-off may not be successful ly
comp leted in the available runway length. The use of
NOTE W
of
ture
clim
gine
gros
out
Section XI NAVAIR 01.6OGBA-1
Part 2
TAKE-OFF GROUND ROLL-TWO ENGINES.
The take-of f ground roll chart (figure 11-13) is used to
determine the ground roll distance required from brake
release to the point of take-off. The recommended take-off
configuration is flaps-up, and the information provided on
the chart is for a f laps-up condition. Use of the chart is
explained by going through the samp le problem.
AIR DISTANCE-TWO ENGINES.
the take-off and landing
determine the cross-wind
take-off or landing can
determining the minimum
down speeds when l imited
For the purpose of deter
ponent, and whether a s
made, the chart is divided
and not recommended).
based on the use of aerodyn
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The air distanc e-two engines chart (figure 11-14) is used to
determine the distance required to clear a SC-foo t obstacle
from take-off. This distance is based on the aircraft
climbing to this height at the initial climb-out speed as
obtained from the take-o ff ground roll chart. If the aircraft
mus t continue a cl imb to clear additional obstacles,
accelerate to 135 knots IAS and cl imb at this speed unti l
clear. A chase-through example shows the proper use of this
and does not include the
or differential braking.
Rudder effectiveness varies
ering this fact , assum e fu
tain aircraft heading align
rotation. It can be seen,
speed, there will be virtually
NAVAIR 01.60GBA-1
;;T TAKE-OFF COMPUTATION EXAMPLE,.,,.,:,::::,,,.i.,.‘:i.-ii::.;::::~‘.;,~I,,‘::::,,: , ‘, ‘,
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NOTE
Section XI
Part 2
NAVAIR Ol-60GBA.1
TAKE-OFF AND LANDING DATA CARD
Before take-off, the take-off and landing data card may formance and actual per
be filled out so that the information the card provides ing during the take-off,
will be available as needed. The required dara is corn- can seriously affect the pured from the appropriate charts in Section XI. Inter- puted and entered on the
pretation of the data entered on the card i s subject to a useful as a general guide
number of variables with which the pilot should be and will contribute sub
familiar. For example, rapid changes in weather may properly used. A typical
produce marked variations between precomputed per-
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TAKE -OFF AND LANDING DATA CARD
CONDITIONS
NAVAIR Ol-SOGBA-1
DAlA AS OF: 10 APRIL 1962
BASED ON: NAA FLIGHTTESTMILITARY THRUST
SETTING- TAKE-OFF
Note
l Do not use temperature gage
the cock pit for obtaining ambient
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temperature on the ground.
* With engine inlet anti-icing o
reduce chart values by 5 percent.
Section XI
Part 2
NAVAIR 01.60GBA.1
&,A AS OF: 20 JUNE 1962LIED ON: NAA FLIGHTTEST
TAKE-OPF AND LANDtNOCROSS-WIND CHART
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NAVA IR 01.6OGBA.l
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Fg
e
NAVAIR 01.60GBA.1
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Section XI
Part 2
NAVAIR 01.6OGBA.l
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NAVAIR 01.6OGBA-1
PART 3 - CLIMB
DESCRIPTION.
Climb charts for Milita ry and Normal Rated Thrustoperations, based on constant-speed climb, are shownfor each configuration. Time and distance are plottedagainst gross weight, with guide lines to show the reduc-
tion in gross weight during climb due to the fuel used.Serv ice ceiling ( 100 fpm) is superimposed on the graph.
temperature angine inlet anti-single-engine These reductionthe same time.
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To approximate gross weight at statt of climb, cons iderthat 380 pounds of fuel wi ll be used for start, taxi, take-off, and acceleration to climb speed.
To obtain the climb data desired, enter the applicab leclimb chart at the gross weight and altitude at start ofclimb. Note the time and distance at this point. From
NORMAL RAT
The in-flight ure 11-23) shrequired for indicated freeWhen operatin
SlANDARD DAYDATA Al Ok OClORfR 9b4
BASEDON: NAA FLIGHT TEST
MILITARY THRUST CLIMB-TWO ENGINE
270 KNO TS IAS OR .6g INDICATED MACH
NOltFor sample problem, see “Climb” text. For each 10°C
1300 pounds to
For each 10X tract 1300 pound
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STANDARDDAY
DATA AS OF: O(TOB B 1964
BASEDON: NAA FLIGHT TEST 240 KNOTS liAS OR .B4 IhlDICATEB MACW
For each 10°C above Standard Day temperatures, add
1700 pounds to gross weight before using chart.
For each IO’C bel
tract 1700 pounds
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NAVAIR 01.6OGBA.1
CLIMB THRUSl SETTING-TABULAR
The tabular Pt5
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use during dimb
settings. There ch
tude and temperatur
speed/Mach. For
refer lo graphica l
For indicated outr
tude of 20,000 fe
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Fg
DAIA AS Ok 10 APRIL 1962 NORMAL RATED THRUST SETTINGS -
BASED ON:NM FLIGHT EST IN- FLIGHT
NOTE
l With engine inlet anti -icing on, reduce chart values by
5 %l For single-engine operation, reduce chart values by
1 .5%.
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Section XI
part 4
NAVAIR 01.6OGBA.1
PART 4 -RANGERANGE.
As engine performance is affected by Mach number,
rpm, and altitude, the drag curve indicates flexibility in
both the optimum cruise Mach number and alt itude.
Within this flexibility, there is a definite range or Span
of Mach and altitude that will produce near max imum
range. Variations of ambient temperature can have an
important effec t on the long-range cruise performan ce.The Maximum Thrust at which an aircraft can cruise is
and Mac h number thro
climb. The chart does
landing.
The chart may be enter
range factors: t ime, fue
ing the chart with the
readily be determined.
To determine wind effcomp ute ground speed
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Normal Rated Thrust. For some conditions, the thrust
loss due to an increase in ambient temperature has only
the sma ll effect o f requiring a higher cruise engine s et-
ting (Pcb) and perhaps a slightly higher spec ific fue l
consumption. However, increased ambient temperature
also increases the true airspeed at a constant Mach oum-
ber; consequently, specific range is not seriously affected.
(ground speed equals
distance by ground spe
profile with t ime to tr
tude to obtain the fuel
SAMPLE PROBLEM
NAVAIR 0%60GBA.1
NAUT~~AL-MILE~-PER-POUND-~~-FIJEL CHARTS.
Cruise data (zero wind) throughout the speed range
from maximu m endurance to Mi l i tary Thrust is shown
in the nautical-miles-per-pound-of-fuel cha rts. The
charts include spec ific range ( nautical miles per pound ) ,
fuel f low, true Mach n umber, and true airspeed. Also in-
cluded are curves of maximu m range, operational range,
and Normal Rated Thrust. Because of the extended
range of the aircraft, the range data is presented in two
sets of charts with al t i tudes from sea level to 25,000feet (figure PO-2). and altitudes from 25,000 to 45,000
awe, operational
desired true M
chart is explaine
MAXIMUi%RANGE
The maximum-ran
is used toestabl is
or tai l-wind c
obtaining a reval t itude and g
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feet (figure FO-3 )
Airplane cruising range is the product of spec ific range
multiplied by pounds of fuel available for cruise:
Naut MiRange i -Lb -~ X Lb of Fuel
lost during cru
the range gained
because of the
of-fuel curve s
aboveor below
spread in true
range as maximu
1
3
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Fg
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Fg
e
NAVAIR 01.60GBA.1
DATA AS OF: 20 JUNE ,962
BASE D ON: NAA FLIGHT IEST ANDMAXIMUM RANGE VS
ESTIMATEDWSL FLOWS STANDARD DAY
Do not excetid Norma l Rated Thrust to obtain
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Section XI
Part 4
NAVAIR 01.GOGBA-1
NAUTICAL MILES PER POUND OF FUEL
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NAVAIR 01.GOGBA-1
SEA LEVEL TO 25,000 FE
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Section XI
Part 5
NAVAIR 0%WGBA-1
PART 5 - DESCENTS
DESCENTS.
Distance, t ime, fuel consumed, and rate of descent are
given for minimu m-time desce nt (idle thrust, speed
brake open) and maxim um-range descen t (idle thrust ,
speed brake closed). Tw o additional charts are provided
to enable planning of miss ions involving penetration
descents and emergency or power-off descents.
time descents. To make
either of these descents, m
stant after establishing
descents are essential ly o
PENETRATION DESCEN
The penetration desce nts distance, t ime, fuel consu
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MAXIMUM-RANGE OR MINIMUM -TIME
DESCENTS.
The maximum-range or minimum-time descent chart
(figure I I-29) show s aircraft configuration for, and per-
penetrations with speed b
ance as presented on the
speed brake for the desce
airspeed.
ZE RO THRUS T DE S CE N
NAVAIR 01.6OGBA-l
AlA AS Ok 20 JU NE 1962
ASED ON: NAA FLIGHT EST,ND ESTIMATED FUEL FLOWS
DESCENTSMA X IMUM RA NG E O R MIN IMUM T IM
PRESSUREALTITUDEIOOOFT
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u
o
3
uv
1
4
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3
wFg
e
NAVAIR 01.60GBA.1
DATA AS OF: 20 JIJN! 1962
BASEDON:NAA FLIGHT EST
DESCENTSZERO THRUST-170 KNOTS
SPEED BRAKE CLOSED
50
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Section XI
Part 6
NAVAIR 01.6DGBA.1
PART 6 -LANDINGLANDING DISTANCES-OVER OBSTACLE.
NOTE See figure 11-11 for cross-wind landing data.
The landing distance chart (figure 11-32) shows the dis-tance required to stop for a recommended landing. Thedistance as shown is ground-roll distance plus air dis-
tance required when landing over a 50.foot obstacle. Asthis chart is based on full flaps during the entire ground-roll, raising the flaps after landing will reduce the dis-
speed brake extended. Tcondition, and gross weighThe final approach speedwith a note to show apprsample problem demonstra
LANDING DlSTANCE4ROl lND
Landing ground-roll distanfor the recommended lan
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tance required to stop. A note on the chart shows thepercentage of decrease in distance for landings with the
down and speed brake closrunway condition compens
NAVAIR 0%60GBA.1
DATA AS 01: 26 SEPTfMBER ,961
BASED ON: NM lllGHT fIST
LANDING DISTANCE-OVER OBS
FLAPS FULL DOWN-OPTIMUM BRAKING
SPEED BRAKE CLOSED
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S&ton XI NAVAIR 0%6CtGBA.1
Part 6
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NAVAIR Ol-60GBA-1
PART 7- 5201 COMPUTE
J201 COMPUTER.
The J201 computer is used to compute P,, for engine
thrust setting and as an aid to in-flight planning. The
comp uter is essentially a circular slide rule made of three
black and yel low plastic discs. The computer may be
used to solve problems of thrust setting, speed and dis-
tance, and time. In add ition, it may be used to obtain
various conversion and correction facto rs and to performcertain numerical comp utations. The scales are clearly
marke d, and instructions are printed on the compu ter
speed on INDIC
ing computer
index.
NOTE With
error
TUDE
site se
is to b
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for their use. Figure 11-34 show s the comp uter and iden-
tifies major scales , legends, and indexes.
The interpretation of the scales in one segm ent is the
same for all other segments. The increments on each
scale are numbered. The spee d and distance scale and
Now al ign ind
AIR TEMP . s
low TRUE MA
above the time/
CAL. PR. ALTIT
Section XI
Part 7
520 1 COMPUTER
NAVAIR Ol-60GBA-1
PT5 ENGINE THRUST COMPUTATION SCALES
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NAVAIR Ol-60GBA-1
hour on SPEED AND DISTANCE scale. Read nauticalmiles or knots opposite the time/true airspeed (KTS.T.A.S.) index. To convert from nautical miles or knotsto statute mi les or miles per hour, align the time/trueairspeed index with knots and read the statute valuesopposite miles conversion index.
KILOMETER CONVERSION INDEX. The kilometerconversion index is used in the identical manner as de-scribed for the nautical-statute miles conversion index.
With the kilometer index aligned with known kilome-ters, statute or nautical miles may be read opposite theappropriate index.
plied: Read TANCE scal
DIVISION. DISTANCE The multiplicquotient on sion has a flow when umiles per po
flow. For exDISTANCE on time scale
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MULTIPLICATION. Align the multiplication/divisionindex of the time scale with the number to be multi-
scale. Read 1which is thefuel flow ind
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NAVAIR 01.6OGBA-1
ALPHABETICAL IND
pa;TextJo .iiiii.
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A
Abnormal Starts ................ .3-9false start ................... .3-10
cabin and
rheostat caution l
overheatcaution l
INDEX NAVAIR 01.6OGBA.1
Airstart -Caution Lights
Pa I
Text
windahhield iper operation speed. l-131wing flap and landing light
extension speed ........... . l-131Airstart, Engine ............... .5-11Airstart, Switch ................ l-14Aii Temperature vs Trust .......... l-8Ah-Weather Operation ............ S-1
cold-weather procedures .......... 6-9hot weather and desertprocedures . .6-11structural icing precautions ....... 6-2
k3 .
iii&.
Before Leaving Airportcold weather procedurehot weather and desert
Before Parking, After LaBefore Starting EnginesBefore Take-Off ...........
cold weather procedure
Before Taxiing ............Belly Land ing ...............Brake System, Speed ..
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instrument flight procedures ...... 6-lran .......................... 6-2turbulence and thunderstorms ..... 6-7
Altimeters ................... . l-83radar altimeter set-AN/APN-141 . 1-82
caution light ..............emergency dump switcmaintenance safety loc
streamers ..............switch, speedbrake ..
NAVAIR 01.60GBA.1
P
TE
fuel ejector failure caution light
on........................5-1 S
fuel filter-f ilter block ........... 1-11
fuel j&son-open ............. . l-22
fuel shutoff fail .............. . l-22
heater, fuel ................... 1-11
hydraulic pressure ............. 1-67
shutoff valve ................. l-67hydraulic shutoff failure ......... 1-31indicator, caution and warning
No.
Illus.
before en
before tak
entering a
landing ..starting e
take-off taxiing ..
warm-up Command
UHF ..
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lights .................... . l-61low fuel level light ............. 1-22
low fuel pressure lights .......... 1-65low oil pressure caution light ..... l-65
mode lights, weapons system ...... 8-5
emergency
operating
CommunicatioElectron
AIM syste
INDEX NAVAIR 01.60GBA.1
&mm . Procedures - Elec. Pwr. Sys.
Pa IText
normal operationintercommunication set-
AN/AIC-14 ................. l-72normal operation UHF auxil iary
receiverAN/ARR-40 ........ 1-76
receiver selector panel .......... l-72securing the equipment ......... l-74
station selector panel ........... l-72Communications Procedures ...... .7-l
radio communication ............ 7-l
lo .
ii iz.
>epresstiation
See Air Conditioning a
Pressurization System
Direction-FindingSystem-AN/ARA-25A
Direction Indicating Syscompass slaving indicatio
gyrocompass mode swigyro (D/G) mode,. ....emergency operation
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visual communication. .......... .7-lCompressor Interstage Au-bleed
system .................... l-11
Computer, CPU-4A ............. l-87
Computer, 5201 ............... 11-45 .l-46
Director System, Flight
Ditching .....................
Dives .........................
Door, Entry .................
Door Open Emergency
NAVAIR Ol-EiOGBA-1
Pa;Text
Electrical Power System Failure .... 5.20ac generator failure ............. 5-21dc generator failure ............ 5-20dc generator overheat ........... 5-21failurr of both dc generators ..... 5-21
Electronic Equipment,Communication and Associated . l-67
Elimination of Smoke and Fumes 5-17Emergency Ax ................ l-111Emergency Brake Control Handle l-57
Jo.
iii&
fuel system
hydraulic
failure ...maximum operation
pressuriza
secure eng
speed braktank-mounte
failure ..
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Emergency Escape Hatches ....... l-46Emergency Pressurization, Cabin l-41
Emergency Procedures ............ 5-lemergency signals ............... 5-2
hand signals ................. .5-2
l-48 unheated
landing eme
ditching forced lan
precautiona
INDEX
Ent. Aircraft - Fl ight Control Sys.
NAVAIR 01.6OGBA-1
W
Text
engine fiie inflight ............. 5-10external or battery power, starting
engines ..................... 3-8
failure/fire after decision
speed ..................... .5-7failure inflight, engine .......... 5-10
false star t ................... .3-10
fire after decision speed .......... 5-9flame-out, engine .............. .4-lfuel control system .............. 1-8
!L
:us.
position light switch ..external or Battery Pow
Engines. ...................
Externa l Power ReceptacExternal Power Requirem
False Star t ....................
Fiie and Overheat Detec
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control unit .................. l-6fuel-filter block .............. l-11heater, fuel .................. 1-11oil cooler, fuel ............... l-11
pump unit .................. l-11
fire warning lights .......
overheat detection circ
button, fire ...............Fire-Extinguishing Agen
Pressure Chart .......
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NAVAIR 01-60GBA.1
PaI \[o.-Text rliiix.
flight training ................. .2-iground training. ............... .2-lpersonnel flying equipment
requirements ............... .2-2Inflight Emergencies ............. 5-10Inlet Duct and Guide Vane Anti-Icing
System ................... . l-43engine anti-ice failure lights ...... 1-43
engine inlet anti-ic ing switch ..... 1-43Instructor’s Jump Seat Console ... l-108
Jacking Kit
Jet PenetratiJettison Sy
light, fuel-switch, fue
5201 CompuJump Seat
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Instrument Flight Procedures ...... .6-lclim b ....................... .6-2
cruis ing flight ................. .6-2holding ...................... .6-2
instrument letdowns ............ .6-2
Kit, Mooring
INDEX NAVAIR 01.60GBA.1
Landing C harts -Min. Tm . Rad. Gmd . Clear.
PaI
Text
slippery-runway landing ........ .3-18touch-and-go landing .......... .3-18wave-off/missed approach ....... 3-19
single engine ................. 5-25Landing Charts ............... . ll-42
distancesover obstacle ........ 11-42landing distance-ground roll ... . ll-42
Landing Emergencies ............ 5-23Landing Gear Electric Reset
Button. ................... .1-54Landing Gear Emergency
a.
G.
11-4311.44
interior lighting ............
cabin light switch .......
caution light test switch
coat compartment lighswitch ....................
cockpit dome light sw
entry light switch .......flight instrument indire
flight instrument light
rheostat .................. instructor’s jump seat
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Lowering .................. 5-24
Landing Gear Handle ........... . l-52
Landing Gear Position IndicatorLights .................... . l-56
map and utili ty light c
navigator’s console lighnight light switch ......
no-smoking cabin sign
NAVAIR 01.60GBA.1
pal
Text
Miscellaneous Equipment ........ l-108
cabm seats .................. l-110
coat compartment ............ l-111
curtams .................... l-111emergency ax ................ l-111
fist-aid kit .................. l-111
flight report holder. ........... l-111
hand fire extinguisher. ......... l-111lightning protection ........... l-111
mooring and jacking kit ........ l-111
Jo.
iiG
VFR landin
VFR enrou
flight evalua
grade determ
grading instr
closed-book open-book
oral exammwritten ex
ground evalu
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pararafts .................... l-111
protective covers ............. l-111
relief faciIi ties ................ I-111smoke goggles. ............... l-111
windshield wipers ............. l-108
closed-book
open-book
oral exammimplementatio
pilot’s quest
INDEX
Oil Press. - NATOPS Pi lot ’s P ocket Chk’ l ist
NAVAIR 01.60GBA.1
PaGz
0
oil Pressure ................... l-17pressure gages ................. l-17
Oil Servicing, Engine .......... . l-116Oil System .................... l-17
availability during flight, fuel ..... 1-22
boost pumps, fuel. ............. l-20
cross-feed and tank selectorswitch. .................... l-21
fuel quantity gages ............. 1-21
io.iG
1-18
Panels, Control
See Applicable System
pamrafts ................
Parking Brake Handle
Performance Data ........
data basis ..............
description of performascope and arrangement
Personnel Flying Equipm
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fuel quantity switch ........... . l-21
fuselage tank ................. l-20
jettison-open caution light ...... . l-22jettison switch, fuel ............ 1-22jettison system, fuel ........... . l-22
Pilot’s Attitude Director
Indicator ............
Pilot’s Crew Duties .....
briefing ................
debriefing ..............
NAVAIR 01.60GBA.1
restrictions ................... .3-2weight and balance ......... .... .3-2
Pressurization .................. l-40Pressurization Duct Failure ....... 5-18
Pressurization System, and
Air Conditioning ........... . l-35
Priming Hydraulic Pumps,Servicing .................. l-118
Protective Covers .............. l-111Pumps
see applicable system
\lo.
olus.
1-38
.-119
Refusal Speed
Regulators
See applicableRelief Faci litie
Rest, En Route
Rudder, FlightRudder Pedals
adjustment k
RunawayTrim Runway, CleaRunway Distan
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PI
Radar Altimeter
Set-AN/APN-141 ........... 1-82
altimeter controls and
system .
INDEX
Shld. Harness and Saf. Bel t -Take-Off
NAVAIR 01.60GBA-1
wText
after landmg .................. 3-19
after take-off ................. 3-12battery condition check ......... 3-20before landing ................ 3-14before starting engines ........... 3-7before take-off ................ 3-11before taxiing ................. 3-10climb ....................... 3-13
climb check (after 10,000feet or level off) ............. 3-13
cruise ...................... .3-13
D-.IU S .
Starter Requirements ..
Starting Engines, Externa
or Battery Power ..Steering System, Nose W
buttons, nose wheel st
indicator lights ............landing, nose wheel
steering ....................
selector switch ............standby steering system
takeoff/after takeoff
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descent ...................... 3-14engine shutdown ............. .3-19fuel balancing ................. 3-14landing ..................... .3-15night flying .................. .3-20
taxiing .....................
Structura l Icing Precauti
Stuck Elevator Trim ....Switches
See applicable system
NAVAIR Ol-60GBA.1
Pa
TX
main gear tire failure ontake-off ................... 5-9
normal take-off. ............... 3-12
ncwz wheel shimmy take-off or
landing .................... .5-9
outside air and runway
temperatures .... . . . . . . . . . . .3-13
Take-Off, Charts ............... 11-11
acceleration check ............ 11-11air distanceane engine ....... . ll-12
air distance-two engines ...... . ll-12
52.iiiiz.
U-21U-2011-19
Valve, Fuel
Dump
Valves, Wate
Venting, Fue
Vertical Gyro
Vertical Velo
Visual CommVoltmeter, AVoltmeter, D
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critical field length ............ 11-11
cross-wind chart .............. 11-12
data card ................... 11-11
ground roll ................. . ll-12
n-17
11-16
U-1411-18
VOR Navigati
Landing
glide slope instrument
INDEX NAVAIR 01.60GBA-1
Weight and Bal. - Zero Neg.-G Fi t Time Limit
Weight and Balance ..........
Weight Limitations ...........
wet start ................ i .Wheel Brake Failure ..........
Wheel Brake Operation. .......
Wheel Brake System ..........
emergency brake control
handle .................
parking brake handle ........wheel brake operation .......
Wheels, Control ..............
1-132
. . 3-9
5-4
1 i-57
. 1-56
. l-57
. 1-57
. l-57
. 1-47
forward windshield an
switch. _ . . . . . . . .
side and overhead wind
antwx switch . . .
Windshield Wipers . . .
Wing and Ram-Air Inlet System . . . . . . . .
anti-ice switch, wing a
ram-air inlet . . . .Wing Flap System . _ .
flap handle . . . . . . .
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Window, Pilot’s Sliding. .......
Windshield
damaged ..................
overheating ................
. 1-46
5-23
: 5-23
flap position indicator Wing Slats.. . . . . . . .
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