navair 01-60gba-1 t-39d natops

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NAVAIR

NATOPS FLIGHT MAN

NAVYMODEL

T-39D



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



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



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.



NAVAIR 01-60GBA-1

TABLE OF CONTENTS

Section 1 AIRCRAFT . . . .

Section 11 INDOCTRINATION . .



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



NAVAIR 01.60GBA.1



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



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



NAVAIR Ol-60GBA-1



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



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&degree 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



Section I

Part 1

NAVAIR 01.60GBA-1



NAVAIR 0160GBA.1

COCKPIT- RIGHT SIDE

* Some aircraftI 2&-71-l

\



Section I NAVAIR 01.60GBA-1

Part 1

-11

-12

.I 3

.1 4



PJAVAIR 01.60GBA-1



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



NAVAIR 0%60GBA.1



Section I

Part 2

NAVAIR 01.6OGBA.1

ENGINE FUEL CONTROL SYSTEM



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



Section I

Part 2

NAVAIR 01.60GBA.1



NAVAIR 01.60GBA.1

EXHAUST TOTAL PRESSURE



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



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



Section I

Part 2

NAVAIR 0%60GBA.1

ENGINE FIRE-EXTINGUISHING SYSTEM



~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



Section I

Part 2

NAVAIR 01.60GBA.1

# ENGINE 011I

TEMPERATURE

REGULATOR VALVE

NO. 2



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



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




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



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)



Section I

Part 2

NAVAIR 01.60GBA.1

CONDITIONBATTERY , C,JCN,

“TIUTY EXTERNAL



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



Section I

Part 2NAVAIR 01.60GBA.l



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



NAVAIR 01.60GBA.l



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



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




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



NAVAIR 01.6OGBA.1

Section I NAVAIR 01.BOGBA-1



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



NAVAIR 01.60GBA.1

CONTROL WHEELS

Section I NAVAIR 01.60GBA.l



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



NAVAIR 0%60GBA.1



NAVAIR 01.60GBA.1



Section I NAVAIR Ol-SOGBA-1



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



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




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



NAVAIR 01.60GBA.1



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




Part 2



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



Section I

Part 2

NAVAIR 01.60GBA.1



NAVAIR 0%IjOGBA-1



AIM SYSTEM lAMSI /

PI TOT STATIC

TOES

rNTEN,ELECTI

“PER LOWERANTENNA ANTENNA

-j-zfq

.IONRF

I

Section I

part 2

NAVAIR 01.60GBA.1



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,



Section I NAVAIR 01.60GBA-1Part2



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



NAVAIR 01.60GBA.1



Note

Wi th “HDG” swi tch a t MANU U, the ADI banksteering bar will show comm and headingsteering.


Part 2



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.



NAVAIR 01.60GBA-1

Part 2

to 30,000 or 42,000 feet; then, set knob to the position SHOULDER HARNESS



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




Part2



RAD VOL



NAVAIR 01.60GBA.1



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



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



Section IPart 3



NAVAIR 01.60GBA.1



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



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.



Section I

Part 3

NAVAIR 01.60GBA.1



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.



Section IPart 3

NAVIAR 01.60GBA.1

LANDING GEAR STR

The nose’and main gea



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



pem~ure, refer to NAVAIR 014OG6A-2- l .



NAVAIR 01.60GBA-1

MINIMUM TURNING RADIUS AND GROU



NAVAIR 01.60GBA.1

DANGER AREAS



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



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



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



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



SYMMETRICAL LIMITS*

Each fuel quantity

and all personnel se

Section I

Part 4

NAVAIR 01.60GBA.1



SYMMETRICAL L IMITS’LOADING

Each fuel quantity gage indicaparronnal standing.

NAVAIR 01.GOGBA-1

SECTION II - INDOCTR



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.



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



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



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



Section III

Part 3

q

NAVAIR 01.60GBA-1



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



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.



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



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



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



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



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



(TYPICAL)

NAVAIR Ol.SOGBA-1

AFTER TAKE-OF

\vhc n the aircraf

oossibihr\ of sct



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.



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



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



NAVAIR 01.SOGBA-1



If t becom er necerrary to texi cacro *s arrestingcables, dose speed brake lo prevent damage 10

the broke.



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



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



Section III

Part 4

NAVAIR 01.60GBA-1

IPROFILE

ABCD

PRESTART

1. Exrcr ior Inspccrion.



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



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)



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



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.



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



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



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



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.



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.



Section III

Part 4

NAVAIR Ol-60GBA-1

.ANDINGS.



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 .



NAVAIR Ol-60GBA.1

SECTION IV - FWHT CHARA



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 _ . . . . . . . . .



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



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



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



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.



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



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



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



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.



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



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



SINGLE-ENGINE MINIMUM CONTROL SPEEDS-

“MCG



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



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”



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.



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.



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.


2. B ail out in sequen ce.

L E FT HA ND S TUDE NT.


2. If instructor seat is no

open in-flight escape h



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



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



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



Section V

Part 6

NAVAIR 01.60GBA-1

PRECAUTIONARY APPROACH/FLAME-OUT LANDI



1 WAR N IN G 1

LOW KEY POINT 3000 FEET

NAVAIR 01.60GBA.1



HIGH KEY POINT 6000FEET ABOVE TERRAIN



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



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



NAVAIR 01-60GBA-1

LOW APPROACH (TYPIW)

MAK E A LEVEL TURN TOWAR

PUBLISHE D PENETRATION SET OUT9O”ND COURSE IN

SELECTOR WINDOW.



2STARTESCENTHEN VERORABEAMHEAFO”TKJ”ND.INTERCEPTNDMAINTAIN0lJTBO”NDOVRSE. 3

SETNl?O”NDOURSENCOVRSE SELECTOR WIND OW. 4

0 4

[

/



Seetim VINAVAIR 01.60GBA.1

ILS APPROACH ~$11.-’



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



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.



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



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



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



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



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 .



NAVAIR 0%60GBA.1

SECTION VIII - WEAPONS

TABLE OF CONTENTS



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,



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.



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



(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



NAVAIR 01.60GBA.1



Section VIII NAVAIR 01.6OGBA.1



NAVAIR 01.60GBA.1

CO-PILOTS DVST AND RADAR CONTR



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



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



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



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



Applicability .~~.~~~~...~~~~..~ ~~~.~.IO-l

Definitions ~.~~.~..~~..~~~~~~ 10-l

Implem entation ~~~~.~~~ ~~~.~ ...~...~.~...lO-2

Ground Evaluation .._ ~.~~~~~ 10-2

Flight Evaluatio

Flight Evaluation

NATOPS Eva

Pilot’s Question



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



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



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.



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



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:



*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: .,_ . ._



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.



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



--(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



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.



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



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



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



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



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



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



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



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



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



40

NAVAIR Ol-60GBA.1

STANDARD DAY TEMP



Section XI NAVAIR 01.60GBA.1

Part 1

AIRSPEED CONVERSION DATA

PRESSURE ALTITUDE * 1000 FEET

,o 25 20 1s



N

W3



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



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



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,,‘::::,,: , ‘, ‘,



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-



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



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



NAVA IR 01.6OGBA.l



Fg

e

NAVAIR 01.60GBA.1



Section XI

Part 2

NAVAIR 01.6OGBA.l



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.



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



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



NAVAIR 01.6OGBA.1

CLIMB THRUSl SETTING-TABULAR

The tabular Pt5



use during dimb

settings. There ch

tude and temperatur

speed/Mach. For

refer lo graphica l

For indicated outr

tude of 20,000 fe



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%.



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



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



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



Fg



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



Section XI

Part 4

NAVAIR 01.GOGBA-1

NAUTICAL MILES PER POUND OF FUEL



NAVAIR 01.GOGBA-1

SEA LEVEL TO 25,000 FE



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



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



u

o

3

uv

1

4



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



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



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



S&ton XI NAVAIR 0%6CtGBA.1

Part 6



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



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



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



MULTIPLICATION. Align the multiplication/divisionindex of the time scale with the number to be multi-

scale. Read 1which is thefuel flow ind



NAVAIR 01.6OGBA-1

ALPHABETICAL IND

pa;TextJo .iiiii.



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 ..



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 ..



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



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 ..



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



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 .......



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



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



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



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



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



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



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



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 . . . . . . .



Window, Pilot’s Sliding. .......

Windshield

damaged ..................

overheating ................

. 1-46

5-23

: 5-23

flap position indicator Wing Slats.. . . . . . . .

navair 01-60gba-1 t-39d natops

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