FLIGHT MANUAL

4-21 9-F-‘I-“J-‘J-*L~<I-‘J-‘<l> *4-22 4-23 4-24 4-25 ;*4-26 4-27 4-28 4-29 4-30 4-31 4-32 4-33 4-34 4-35 4-36 4-37 4-38 4-39 '4-40 4-41 4-42 4-43 4-44 4-45 4-46 4-47 4-48 4-49 4-50 - 4-51 4-52 4-53 4-54 4-55 4-56 Page No. luue Page Ne, Issue _ I few Ne, June Wage-Ne: Issue ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL O3-15-68 ORIGINAL O3-15-68 ORIGINAL "ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL O6-15-68 ORIGINAL ORIGINAL ORIGINAL O6-15-68 ORIGINAL 03-I5-68 ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL -ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL * The asterisk Indicates pages changed, added, or deleted by NOTE: The portion of text affected by the change is Indicated the current change. Insert latest changed and/or added pug“; by u vertical line in the outer margins cf the page.-I—lndL <*""°Y '"P°'"d°d P°B°$~ cutee deletion of ma. Ieeue Code C-Z for Release; 2017/O7/25 Changed 15 June 1968 -1 usr or srrscrnvs PAGESI Approved for Release: _2_0]_7/07/25 C00821248 \J'YJl.flJ‘I\J'l'J\\JI\)\ -01 -02 -03 -04 -05 .-06 -07 _qg 5-09 -10 -11 -12 -13 -IA -15 -16 J"v'1\4"\J\\J'lU'\-J1 BLANK SFCTION VI ¥ O\O\O\O\O\O\O~O*O\0\O~O\O\O\O*(7\ -01 -02 -03 -04 -05 -06 -07 -08 -09 -10 -11 -12 -13 -14 -15 -16 -14-1-1-I -01 -02 -03 .-Oh -05 7-06 7-07 7-08 7-09 7-10 -11 -12 -13 -14 -15 -16 -I-1-I-1-l~l BLANK SECTION IX Q-01 Q-02 9-03 Q-04 9-05 Q-06 Q-07 SECTION VII ORIGINAL ORIGINAL ORIGINAL ORIGINAL 03-15-68 O3-15-68 03-15-68 ORIGINAL ORIGINAL ORIGINAL 03-15-68 ORIGINAL 03-15-68 03-15-68 O3-15-68 03-15-68 03-15-68 ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL O3-15-68 06-15-68 03-15-68 03-15-68 03-15-68 O3-15-68 O3-15-68 03-15-68 O3-15-68 03-15-68 ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL SFCTION V °-08 Q-00 Q-10 ORIGINAL ORIGINAL ORIGINAL APPENDIX I A-O1 A—O2 A1-01 A1-0? A1-03 A1-04 A1-05 A1-06 A1-O7 A1-08 A1-09 A1-10 A1-11 A1-I2 A1-13 A1-14 PART I ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL BLANK APPENDIX I A2-01 A2-02 A2-03 A2-O4 A2-05 A2-06 A2-07 A2-08 A2-O9 A2-10 A2-11 A2-I2 A2-13 A2-14 A2-15 AZ-16 AZ-17 A2-18 A2-19 A2-20 A2—2I A2—?2 A2-23 A2-Z4 A2-25 A2—Z6 A2-Z7 A2-28 A2-P9 A2-30 PART II ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL APPENDIX I *A3-OI *A3-02 *A3-03 *A3-Q4 *A3-04A PART III 06-15-68 06-15-68 06-15-68 O3-15-68 O3-15-68 *A3-O48 *A3-05 *A3-06 *A3-07 *A3-08 *A3-09 ‘A3-10 *A3-I1 *A3-1? ‘A3-13 *A3-14 *A3—15 *A3-16 ‘A3-17 ‘A3-18 *A3-19 *A3-Z0 *A3-21 *A3-22 *A3-23 *A3-74 A3-25 A3-26 A3-27 A3-28 A3-29 A3-30 A3-31 A3-32 *A3-33 ‘A3-34 *A3-35 *A3-36 *A3-36A *A3-36B A3-37 A3-38 APPENDIX I PART IV A4-O1 A4—O2 AQ-O5 A4-O0 A4-05 A4-O6 A4-O7 A4-OB A4-O9 A4-10 A4-11 A4-12 A4-13 A4—14 A4-15 A4-16 A4-17 A4-18 A4-19 AQ-Z0 A0-21 A4-Z2 A4-25 A4-24 A4-25 BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK \_/ BLANK BLANK BLANK 06-15-68‘ os-15-ea oe-15-as 06-15-68 O6-15-68 06-15~6s 06-15-68 06-15-ea oe-15-ea 06-15-ea O6-15-68 oe-15-ea 06-15-as 06-15-68 06-15-an O6-I5-68 06-15-68 06-15-an 06-15-as oe-15-es 06-15-68 oz-15-as 03-15-6s 03~15-ea 03-15-ea 03-15-es 03-15-as 03-15-es 03-15-as os-1s-as 06-15-ea oe#15-ea oe-15-ea oe-15-as 06-15-as oa-15-es 03-15-as ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL .ORIGINAL ORIGINAL ORIGINAL A4-76 A4-27 A4-Z8 A4-2° A4-30 A4-31 A4-32 APPENDIX I *A5-01 *A5-02 ‘A5-08 ‘A5-06 *A5-OQA *A5-048 *A5-O4( *A5-04D A5-O5 A5-06 A5—07 A5-08 A5-09 A5—10 *A5—11 *A5-12 *A5—13 *A5-lb ‘A5-15 *A5-16 *A5—1T *A5-18 A5-19 A5-20 A5-21 A5—22 *A5-23 *A5-24 *A5-25 ‘A5-26 *A5-Z7. *A5-28 *A5-29 *A5-30 A5-31 A5—3Z A5-83 A5-34 A5-35 A5-36 A5-37 A5-38 *A5-39 ‘A5-40 ‘A5-41 *A5-42 *A5-43 *A5-44 *A5-#5 *A5-b6 A5-k7 A5-48 *A5—49 *A5-50 *A5—51 BLANK PART V BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK BLANK pug; Mg, Issue Page Na. heua I N'¢_ ‘lune Page No. Issue 03-15-68 03-15-68 03-15-68 ORIGINAL ORIGINAL ORIGINAL ORIGINAL 06-15-68 06-15-68 06-15-68 06-15-68 06-15-68 O6-15-68 06-15-68 06-15-68 O3-15-68 O3-15-68 03-15-68 03-15-68 03-15-68 03-15-68 06-15-68 06-15-68 06-15-68 06-15-68 06-15-68 O6-15-68 O6-15-68 O6-15-68 03-15-68 O3-15-68 03-15-68 O3-15-68 06-15-68 06-15-68 O6-15-68 06-15-68 O6-15-68 06-15-68 06-15-68 O6-15-68 03-15-68 03-15-68 03-15-68 03-15-68 03-15-68 03-15-68 03-15-68 O3-15-68 06-15-68 06-15-68 06-15-68 06-15-68 06-15-68 O6-15-68 06-I5-68 O6-15-68 03-15-68 03-15-68 06-15-68 O6-15-68 06-15-68 * The asterisk Indicates pages changed, added, or deleted by NOTE: The portion of text affected by fhe change is indicated the current change. Insert latex! changed and/or added pages; by a verfical line in the outer margins of the page. —I-lndi- dwroy superseded pages. cafes deletion of mu. Changed 15 June 1968 Issue Code C-2 for Release; 2017/O7/25 -I us? or EFFECTIVE '1" 1%;-T roved for Reieeee: 2017/07/25 000821248 \IIHI| *A5-9? ‘A6-51 *A5—5h *A5-55 ‘A5-66 §4R-%7 *A5—58 A5-50 A5-60 A8-61 A8-67 A5-63 AR-5a A5-65 A5-66 *A5—67 *A5-68 *A%-6° *A5-70 ¢AR_13 *A5-72 *A5—71 *A5-7a A5-75 A5-76 ‘A5-77 *A5-78 *A5-79 *A5-80 *A5-8] *A5-82 BLANK BLANK BLANK BLANK BLANK BLANK BLANK INDFX INDFX-O1 INDFX—O2 INDFX—O3 INDFX-04 IND¢X-05 INDFX-O6 I INDCX-O7 IN0FX—fl8 INDFX-0° INDFX-10 O6-15-68 O6-15-68 O6-15-68 O6-15-68 O6-15-68 O6-15-68 06-15-68 O3-15-68 O3-15-68 03-15-68 03-15-68 03-15-68 03-15-68 03-15-68 O3-15-68 06-15-68 O6-15-68 O6-15-68 O6-15-68 O6-15-68 06-15-68 06-15-68 06-15-68 O3-15-68 O3-15-68 06-15-68 06-15-68 06-15-68 O6-15-68 O6-15-68 O6-15-68 ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL URIfiINAL ORIGINAL Page No. issue Page No. luue Page Ne, Issue Page No. Issue z * The asterisk indicates pages changed, added, or deleted by . NOTE: The portion of text affected by the change is indicated the current change. Insert latest changed and/or added pages; by a vertical line in the outer margins of the page. —I—lndi- destroy superseded pages. cates deletion of text. [sane code C_Z Changed I5 June I968 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 A-12 TECHNICAL DATA CHANGE SUMMARY TDC No. 1 N0. 2 No. 3 No. 4A No. 5 No. 6 No. 7 N0. 8 No. 9 N0. 10 No. 11 No. 12 N0. 13 Changed 15 J'une1968 D/E for Release: 2017/07/25 Date 10-16-67 1-26-68 2-05-68 3-04-68 3-01-68 3-05-68 3-06-68 3-15-68 3-16-68 5-7-68 5-10-68 '5-16-es 6-15-as Purpose Est. Tropical Atmosphere Climb Performance Emergency Forward Transfer Revised Climb and Cruise Performance (1956 ARDC Atmosphere & "MEAN TROPIC" Atmosphere) Time Limits & EGT Lirnits Supersonic Cruise Flight Characteristics Tire Limits Climb and Cruise Performance Increase Chute Deploy Limit Z10 KIAS Transmit Printed Change Dated 3-15-68 Rapid Deployment to AR CP Normal Operation for Descent 8: Engine Shutdown Normal Clirnb Performance Revised Transmit Printed Change Dated 6'-15-68 §_tatus Superseded by TDC 3 Inc. Inc. Inc. Inc. Inc. Inc. Inc. Inc. Inc. Inc. Inc. Inc. Approved for Release: 2017/07/25 C00821248 J. an *- COPY NO. 1 D Twjrjylég c '>" 3 ‘/ - 4 n (5);, ‘ | . . - -. ... 1- - a -'—v . . ____,..,,.,.\~,_=..-.- ~.> . ~~..... U . v»: - Q XR ‘ p..,_:. \ . \ ~ ' Page 1 of 1 TDC NO. 13 15 J'u.ne 1968 A-12 FLIGHT MANUAL TECHNICAL DATA CHANGE This TDC transmits revised pages which supersede previously furnished pages for the Flight Manual dated 15 October 1967. All previously issued TDC's are incorporated. In addition, this TDC includes: a. Rapid Deployment to ARCP data. b. Revised presentation of normal climb performance c. Revised presentation of cruise performance for long range and high altitude cruise (1956 ARDC and "MEAN TROPIC“ atmospheres) d. Revised single engine descent data for various speeds, powers, and for both 1956 ARDC and "Mean Tropic" atmospheres. e. Minor descriptive material. ~ Previously issued checklist changes conform with procedures supplied in this manual. ' \ \ nnunm TD ARSHNES & RECUBBS CENTER 5”“; IMMED!ATEi'*:' Ass: use __\ . J03 3/] [Z00$3/ fig); 7 ‘:1 \§ for Re|ea$eI 2017/07/25 Approved for Release: 2017/07/25 C00821248 V A12 ABLE OF CONTENTS 2?? "7 w-.s<,.'. _______ w- &\ sscnou PAGE i I Description p 1-1 II Normal Procedures I[[ Emergency Procedures 3 -1 IV Auxiliary Equipment 4 -1 V Operating Limitations 5-1 p VI Flight Characteristics 6-1 VII Systems Operation 7-1 IX A11 Weather Operation 9-1 Appendix: Performance Data A-1 111 for Re|ea$eI 2017/07/25 Approved for Release: 2017/07/25 C00821248 A - 12 4 Z6 66 " I-‘ZOO 30 . IV for Re|ea$eI 2017/07/25 Approved for Release: 2017/07/25 C00821248 A12 Section I 1"‘-;' *2; .- :2" r.:'»<-'.1%*‘-"~11-i »Z";;‘_?4‘.r.~.=:--':vQ'1\\'»"~12»‘.~;?.'aa¢ :<-2 ‘J _. vi £14? ,‘>':'-i - ,/_. .~¢,-~ M . ..,_.,,~... ‘_Y_-‘1 1-' -ff ,5‘-_ .-;'r-.- "n~4J§,'_ Y-it.‘-¢if3't::»J=¥v’.=.’-'->£‘i'itr;e¢-t-. TABLE OF CONTENTS P12 The Aircraft - Engine And Atterburner Air lnlet System - Fuel Supply System - Air Refueling System - Electrical Power Supply System - Hydraulic Power Supply System - I Flight Control System Automatic Flight Control System Stability Augmentation System - Pitot Static System - Air Data Computer - lnstruments — ddidddddddd“ I O~0~U1U1 4> mum-\|— co-~ou1g\1t~ou:o-o T HE AIRCRAFT The A-12 is a delta wing, single place air- craft powered by two axial flow bleed bypass turbojet engines with afterburners. The aircraft is built by the Lockheed-California Company and is designed to operate at very high altitudes and at high supersonic speeds. Some notable features of the aircraft are very thin delta wings, twin canted rudders mounted on the top of the engine nacelles, and a pronounced fuselage chine extending from the nose to the leading edge of the wing. Emergency Equipment Landing Gear System Nosewheel Steering System Wheel Brake System Drag Chute System Air Conditioning and Pressurization System . Oxygen Systems and Personal Equipment Windshield Canopy Ejection Seat AIRCRAFT D|MENSl ONS Page l -67 l -67 l -69 1 -7i 1 -7i i -73 l-8i i-85 1-87 i-89 The overall aircraft dimensions are as follows: Wing Span " 55.62 ft. Length (overall) 101.6 ft. Height (to top of 18.45 ft. vertical stabilizer) Tread (MLG center 16.67 ft. wheels) The propulsion system uses movable spikes NRCRAFT GROSS WElGl'lT to vary inlet geometry. The surface controls are elevons and rudders, operated by irre- versible actuators with artificial pilot con- The ramp gross weighlfs of these aircraft may vary from approximately 122,900 lb system is installed for ground and in-flight ¥)h¥2‘%'6g0 lb‘ with 10590 gaujons of fuel refueling. A drag chute is provided to re_ is 1S ased on zero fuel weights between duce landing roll. 54,600 lb. and 56,300 lb. , fuel density of 6.45 lb. p-or gallon, and varying equipment trol feel. A single-point pressure refueling Changed 15 March 1968 l- loading configurations , for Release: 2017/07/25 ,_. I I'\) alnfigg P1‘ ' I W’,... V TERTIARY noons I 4 Z EI£VON ACTUATORS '1 ZI‘OOZ_-1 —- PITOT AND HF ANTENNA —- RCVR-XMTR-ARC-50 UHF IL. H. AR » / 1/ N\w \ *\, \-\ ‘ INE —Q-BAY E-BAY E.|ECTION SEAT COMPUTER AIR INIET CONTROL UHF-ADF ANTENNA HF TRANSCIEVER ANTENNA TUNING UNIT HF FRS COMPASS TRANSMITTER HF ANTENNA COIL \ —REl'RACTABLE uur ANTENNA 4 p, ,1 - I — R TACAN ANTENNA ‘~1\ I'>-E‘, \. ‘*'§::.. ‘fist’ wm '\'§\ K Y Approved for Release: 2017/O7/25 COO821248 :35’ x SPIKE BIEED AIR OUTLET I SPIKE "'- vp: \»: _. 5:‘ \_- \ I \ I v I r,"/' I S IDEI ) RECEPTACLE DOORS OUTBOARD EIEVON RUDDER INBOARD ELEVON ‘ f ’% ¢ W W >. rwo BYPASS 553:‘ —-TRANSLATOR-ARC-50 uur (R.H. SIDE) y REQEPTKCLE .k~ '-'- ' f§ “ ‘$5 I’: S: \ ‘ :1)‘ . _ ADF SENSE ANTENNA - PITCH AND YAW GYRO CHINE EQUIPMENT BOX (L.H. SIDE) BATTERIES . . * LEFT TACAN ANTENNA LANDING AND TAXI LIGHTS“ ’ NITROGEN TANKS AIR CONDITIONING BAY AND RTIAL NAVIGATION COMPONENTS LIQUID OXYGEN TANKS - Approved for Release: 2017/O7/25 COO821248 / P3-_?"‘="-_'P""P="‘S“.°-PP'9' ROLL AND PITCH MIXER N“ N \\\\\ R0“ RATE °YR° AND LAIFRAL A°°E'£R°ME'FR E-BAY CONTAINS THE FOLLOWING ITEMS: Alr data computer Air data transducer Tacan RCVR-XMTR Inverter (UHF power) Auto pilot Stability augmentation sys. IFF ADF Birdwatcher Temperature control Flight reference gyros Alr refuel signal amplifier Rate gyro Back up pitch gym YAW SERVOS RUDDER TRIM EJECTOR FLAPS 5*-\f % EX. PWR.RECEPT. pjq <<f/' ‘ " -I 3’ M I !—' N LNEIWEIONVEIHV 'IVEIElNEI9 I NOLLOETS 1 2 3 4 5 ~O%\lO\ I-1 n—~r-In-—|—~o-I O\GJ>\0Jl\7I--O 17 18 19 IBMEE Approved for Release: 2017/07/25 C00821248 A-12 SECTION I INSTRUMENT PANEL T T7 69 AIR CONDITIONING CONTROL PANEL AIRSPEED -MACI-I MEIER BEARING DISTANCE HEADING INDICATOR (BDHII ANIARC-50 RANGE INDICATOR ms msmucs T0 co- GROUND SPEED INDICATOR WINDSHIELD DEICER SWITCH RAIN REMOVAL SPRAY sunou on/ac CHUTE HANDLE AIR REFUEL READY - msc ucm mo swncu 24 ATTITUDE INDICATOR 25 DE-ICING WARNING ucm MASTER CAUTION ucm 26 ALTIMETER PERISCOPE VIEWING SCREEN21 sws ucms 28 COMPRESSOR mm smnc 29 PRESSURE c/ass 30 FUEL DERICHMENT WARNING 31 ucms (2) - 32 VERTICAL spssn INDICATOR 33 COMPRESSOR mm TEMPERATURE GAGE ELAPSED mvu: CLOCK FIRE WARNING ucms mwu: onsmv INDICATOR 38 IGNITER PURGE SWITCH 3&3-‘K TI I3 —\1 —-co ~o TACHOMETERS EXHAUST GAS TEMPERATURE INDICATORS EXHAUST NOZZLE POSITION INDICATORS FUEL TANK SWITCHES FUEL FORWARD -TRANSFER SWITCH 44 QUAD HYDRAULIC QUANTITY AIR REFUEL SWITCH 45 LIQUID NITROGEN QTY INDICATOR FUEL TANK PRESSURE INDICATOR 46 RIGHT FORWARDIQPANEL FUEL DUMP SWITCH » PUMP RELEASE SWITCH FUEL QUANTITY INDICATOR ILS PANEL TEST N AND TANK LIGHT SWITCH 51 52 39 40 41 42 43 Uihbb @~O%\I 20 2T 22 23 FUEL FLOW INDICATORS SS$S8$&$&$1£ S FWD BYPASS POSITION INDICATOR OIL PRESSURE INDICATORS SPIKE POSITION INDICATOR HYDRAULIC SYSTEM_IA AND BI PRESSURE GAGE HYDRAULIC SYSTEM IL AND RI PRESSURE GAGE COCKPIT PRESSURE SCHEDULE SWITCH EMERGENCY FUEL SHUTOFF SWITCHES ' BACKUP PITCH DAMPER SWITCH A-13A CLOCK ANNUNCIATOR PANELS PITCH LOGIC OVERRIDE SWITCH YAW LOGIC OVERRIDE SWITCH LANDING GEAR RELEASE HANDLE Figure 1-2 $&$8£$ TD \l\|\|§| &\A)|\J|—4 75 LOWER CIRCUIT BREAKER PANEL RUDDER PEDAL ADJUST HANDLE NOSE AIR OFF HANDLE TRIM POWER SWITCH HYDRAULIC RESERVE OIL SWITCH PITOT HEAT SWITCH SURFACE LIMITER HANDLE INS DEST AND SELECT PANEL COURSE INDICATOR EMER SPIKE SWITCH TURN AND SLIP INDICATOR SPIKE AND BYPASS CONTROL PANEL STANDBY ATTITUDE INDICATOR RESTART SWITCHES FUEL DERICHMENT ARMING SWITCH PERISCOPE CONTROL PANEL EXHAUST GAS TEMPERATURE TRIM SWITCHES LANDING GEAR DOWN INDICATOR LIGHTS LEFT FORWARD PANEL LANDING AND TAXI LIGHT SWITCH ALT STEER AND BRAKE SWITCH IANDING GEAR WARNING CUTOUT BUTTON PITCH-ROLL-YAW TRIM IND I CATO RS F200-14(3) Changed L5 March 1968 1-3 for ReIea$eI 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A-12 COCKPIT LEFT SIDE /Q‘ lf 4 _. 7. \ Q Q ‘ -viii? 7“ .\ nee“ STBV ATT MST LRTCT HI r-\IJI[ 2° 9-;_=2.)> Q 1 AI-T BYPASS INDICATOR ucwrs - U,_,;},;U,, 2 AF!’ BYPASS swncuss 3 RUDDER svwcunomzsa swncu 4 ROLL TRIM swncu s THROTTLE QUADRANT 6 oxvcm PANEL 1 CANOPY JEITISON mum: s UHF commmn RADIO mnsuuoa CONTROL PANEL 9 UHF comm/mo RECEIVER TRANSMITTER CONTROL PANEL 10 Q-BAYEQUIPMENT PANEL (NOT suowm 11 sun VENTILATION BOOST LEVER 12 HF RADIO CONTROL PANEL 13 IFF/SIF CONTROL PANEL 14 15 PANEL LIGHTS SWITCH INSTRUMENT LIGHTS SWITCH 16 IFR VOLUME CONTROL 17 COMMUNICATION SELECTOR SWITCH 18 BEACON-FUSELAGE LIGHTS SELECTOR SWITCH 19 DE-FOG SWITCH 20 HF MUTE-UNMUTE SWITCH AND -LIGHT 21 STANDBY ATTITUDE INDICATOR FAST ERECT SWITCH 22 RADIO BEACON-SELECTOR SWITCH 13 ___ |___. | 2'00 3:) I IC ‘“| I 2:60 , _p L» @0=- ._ .‘Y <> 2 ""5?" _____| REE k~| OD \4A Q iii _ 9 '- II '11"- ~ 5 12/ *n I F200-11(f) Figure 1 -3 1-4 I Approved for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 A~12 SECTION I COCKPIT RIGHT SIDE ‘ 5 f I \ _ __ I, » ’ 4 ‘O |E;,§¢~ -niéc I! 5 6 7 sAs CONTROL PANEL ' 8 PLToT PRESSURE sELEcToR LEvER NosE HATCH sEAL LEVER CANOPY sEAL LEvER sEAT AND CANOPY SAFETY P|N STOWAGE AuTo PILOT sELEcToR SWITCH sum NO. 1 NEEDLE sELEcToR SWITCH FLIGHT RECORDER swncn FLOOD LIGHT SWITCH FACE PLATE HEAT SWlTCH_ a-w AND SIP CONTROL PANEL FRS CONTROL PANEL ADF REcE|vER coNTRoL PANEL TAcAN CONTROL PANEL INS coNTRoL PANEL AUTO PILOT CONTROL ‘PANEL 55§'~'>7z'3:':5:°PP.-r=~>".*'->»~:- 5' ~o F200-lB(f) Figure 1_4 1-5 f0I" Release: 2017/07/25 Approved for Release 2017/O7/25 COO821248 g-1 exnfipg BLED BYPASS VALVES 9 STAGE COMPRESSOR SECTION STARTING BLEED VALVES CHEMICAL IGNITION (TEB) RESERVOIR BLEED BYPASS TUBES I6) BURNER CANS (8) 2-STAGE TURBINE SPRAY BARS (4) 6('Z‘[Vb .1 S9'6Z-I 8 ? TI AFTERBURNER LINER VARIABLE AREA EXHAUST NOZZLE EXHAUST NOZZLE ACTUATORS (4) FLAME HOLDERS I4) MAIN ENGINE GEARBOX ENGINE FUEL CONTROL REMOTE GEARBOX SHAFT FITTING AFI'ERBURNER FUEL CONTROL (RIGHT SIDE HIDDEN) BLEED BYPASS VALVES ACTUATOR CYLINDERS I4) Approved for Release 2017/O7/25 COO821248 I NOLI. DEIS I-INIONEI OZ-(III if ZI"V Approved for Release: 2017/07/25 C00821248 A-12 NOTE See the weight and balance hand- book, T. O. 1-113-40 for information regarding specific aircraft and equipment configurations. ENGINE AND AFTERBURNER Thrust is supplied by two Pratt and Whitney JTllD-20A bleed bypass turbojet engines with afterburners. The interim maximum afterburning static thrust rating of each engine is 31,500 pounds at sea level with standard day conditions. The engines are designed for continuous maximum thrust op- eration at the high compressor inlet tem- peratures associated with high Mach number and high altitude operation. There is no time lirnit on maximum thrust operation. The engine has a single rotor, nine stage, 8:1 pressure ratio compressor utilizing a compressor bleed bypass cycle for high Mach number operation. The bypass sys- tem bleeds air from the fourth stage of the compressor, and six external tubes duct the air around the rear stages of the com- bustion section and the turbine. The air reenters the turbine exhaust ahead of the afterburner and is used for increased thrust augmentation. When the engine goes into bypass operation, the afterburner fuel control resets to furnish additional fuel to the afterburner. The transition to bypass operation is scheduled by the main fuel control as a function of compressor inlet temperature (CIT) and engine speed. The transition normaélly occuars at a CIT of ap- proximately 150 to 190 C, corresponding to a Mach nurnber range of 2.2 to 2.3. I Engine speed on the ground, or at low Mach numbers, varies with throttle movement from IDLE to a position slightly below MILITARY thrust. Between this throttle SECTION I position and the maximum afterburning thrust position the main fuel control sched- ules engine speed as a function of CIT and modulates the variable area exhaust nozzle to maintain approximately constant rpm. Throttle movement in the afterburning range varies the afterburner fuel flow, noz- zle position and thrust. At high Mach nurn- ber and constant inlet conditions, the engine speed is essentially constant for all throttle positions down to and including IDLE. At a fixed throttle position, the engine speed will vary according to schedule when Mach nurn- ber and CIT change. The engine has a two stage turbine. Com- pressor discharge air cools the first stage and is then returned to the exhaust gas stream. Turbine discharge temperatures are monitored by indications of exhaust gas temperatures. A chemical ignition system is used to ignite the low vapor pressure fuel. A separate engine driven hydraulic system, using fuel as hydraulic fluid, op- erates the exhaust nozzle, chemical ignition system dmnp, compressor bypass and starting bleed systems. The main fuel pump, engine hydraulic puxnp and tach- ometer are driven by the main engine gear- box. The afterburner fuel pmnp is powered by an air turbine driven by compressor dis- charge air. The ac generator, aircraft hydraulic pumps and fuel circulating pump are located on a remote gearbox driven by- the engine power takeoff pad through a re- duction gearbox. ENGINE THRUST RATINGS The engine thrust ratings are defined by the power lever position at the main fuel control The power lever is mechanically linked to the throttle, providing a relationship be- tween throttle position and thrust ratings. l-7 for Release; 2017/O7/25 ENGINE AND A/B FUEL SYSTEM susao ACTUATOR Ii-0 ‘ _ €—CLOSE JI- / \ \\\\ __ _ . §% 0 ~Q—» \~> '-' ° \ Im\\\“ , |I//// \ I , . '15 -n \‘ I5 ’ V’ '°;/9 ‘|o:.P€,\éLs ' _ ' _ '0 Y0 1 " ~" Q 1 ‘ I 5 ' -im _‘ »§ - O 91:0-— .|\'/U-‘A - 5 +__ 25 -.=2.;w,4\-nib =.w’- I; 4°: lg'_5Q') 3%.... V Ir so mg M bx _v~ ,c \ O 30 sz \‘\ \/ ’ \ I \ | \ TACH . I 3 OIL PRESSURE INDICATOR ‘ ARM A I “T STARTING Jfli-— CQMPRESSQR BLEEO ACTUATOR i Approved for Release: 2017/07/25 C00821248 SEC TION I A — 1 L 0 O I /we . 5 Z if X/"'|’: \ .| §>8\9E:?P _ G “L5 33 2: :1; EGT y _ "5?/A INDICATOR ‘£)<|-mugy NOZ L FUEL Z E DERICH POSITION _.L GEARBOX PFUEUOIL COOLER amen . PILOT VALVE MAIN FUEL CONTROL BOOST _ HYDRAULIC ZEQEROHNG PUMP PUMP mot Y/ALVE mom SMART .mom -VALVE FUR D - svsrw FLOWMEIER CODE __W|_N_DMILL | _BYPASS AND‘ ourvw VALVE )2} IIIIII $ <=o 2 “U ¢°MPR FILTER meme “"5 WENT . nmvau X ' A /- MAIN A -I ' -OFF MAX . ' I TO I‘__1f SMART VALVE -YD IIIIIIIII <(/1 OLENOID /1111 IIIIIIIIIIIIIIIIII .'j.f /Ex 1_*\f,/f;7;'~‘f;,> FUELFLOW \!<~-I--~“‘ INDICATOR -____ FUEL FLOW BURNERS FUEL HYDRAULIC PRESS FUEL DERI CH SYSTEM ELECTRICAL 1-8 for Release: 2017/O7/25 Figure 1-6 EXHAUST NOZZLE ACTUATOR CLOSE EXHAUST NOZZIE CONTROL VALVE IJERICH T0 SMART VALVE WARNING wusu AIB IS OFF I " N ucms (2) .1~”,,,,/1,. - ‘T AU/E. _ .ENGI NE -PRESSU RE REGULATOR : A/B FUEL CONTROL ' 1 AIRIN1 1 *A:s2@"I.E ourvifi 1/IIIIIIIIIIIII/IIIII/IIIII/III MAIN FUEL CONTROL COMPONENTS PRESSURE REGULATOR VALVE FUEL DENSITY SELECTOR THROTTLE VALVE PILOT VALVE BURNER CAN LIMIT VALVE AFTERBU RNER FUEL CONTROL CONIPONENTS1 THROTTLE VALVE PUMR REGULATOR ~' RECIRCUIATINGL BYPASS VALVE PRESSURE REGULATOR VALVE PEAK THROTTLE VALVE F200-l0(eI Approved for Release: 2017/07/25 C00821248 A—lZ Maximum Rated Thrust _ Maximum rated thrust is obtained in after- burning by placing the throttle against the quadrant forward stop. Minimum Afterburnlng Thrust MINIMUM afterburning thrust is ob- tained with the throttle just forward of the quadrant MILITARY thrust detent. After- burner ignition is automatically actuated when the throttle is advanced past the detent and afterburner fuel flow is terminated when the throttle is retarded aft of the detent. Afterburning fuel flow and thrust are mod- ulated by moving the throttle between the detent and the quadrant forward stop. Mini- mum afterburning is approximately 85% of maximum afterburning thrust at sea level and approximately 55% at high altitude. The basic engine operates at MILITARY rated thrust during all afterburning operation. Military Rated Thrust MILITARY rated thrust is the maximum non-afterburning thrust and is obtained by placing the throttle at the MILITARY thrust detent on the quadrant. Lsls IDLE is a throttle position for minimum thrust operation. It is not an engine rating. Minimum thrust is always obtained when the throttle is at the IDLE stop on the quad- rant. Start There is no distinct throttle position for starting. Starting is accomplished by mov- ing the throttle from OFF to the IDLE posi- SECTION I tion as the proper engine speed is reached. This directs fuel to the engine burners by actuation of the windmill bypass valve and actuates the chemical ignition system. 9E The aft stop on the quadrant is the engine OFF throttle position. In this position, the windmill bypass valve cuts off fuel to the burners and bypasses it back to the aircraft system. This provides engine oil, fuel pump and fuel hydraulic pump cooling when an engine is windmilling at high Mach number. ENGINE FUEL SYSTEM Engine fuel system components include the engine driven fuel pump, main fuel control, windmill bypass valve and variable area fuel nozzles in the main burner section. Main Fuel Pump The engine driven main fuel pump is a two stage unit. The first stage consists of a single centrifugal pump acting as a boost stage. The second stage consists of two parallel gear type pumps with discharge check valves. The parallel pump and check valve arrangement permits one pump to op- erate in the event the other fails. The pump discharge pressure is determined by the re- gulating and metering function of the main fuel control. The maximum discharge pres- sure is approxhnately 900 psi. A relief valve is provided in the second stage dis- charge to prevent excessive fuel system pressure. Main Fuel Control H . The main fuel control meters main burner fuel flow, controls the bleed bypass and 1-9 f0I" Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A—l2. start bleed valves and controls exhaust nozzle modulation. Thrust is regulated as a function of throttle position, compressor inlet air temperature, main burner pressure and engine speed. The bypass and start bleed valve positions are controlled as a function of engine speed biased by CIT. For steady state inlet conditions at high Mach number, the control provides essentially a constant engine speed at all throttle posi-I tions down to and including IDLE. On the ground and at lower Mach numbers, engine speed varies with throttle position from slightly below MILITARY down to IDLE. Afterburner operation is always at MILI- TARY rated engine speed and EGT. The fuel control is provided with a pilot op- erated trimmer for EGT regulation. There is no emergency fuel control system. Windmill Bypass and Dump Volve The windmill bypass and dump valve directs fuel to the engine burners for normal oper- ation or bypasses fuel to the recirculation system for accessory, engine component and engine oil cooling during windmilling operation. The valve is actuated by sig- nals from the main fuel control. The valve also opens to drain the fuel manifold when the engine is shut down. Fuel Nozzles The engine has eight can-annular type com- bustion chambers with forty-eight variable area dual orifice fuel nozzles in clusters of six nozzles per burner. The nozzles have a fixed area primary metering orifice and a variable area secondary metering orifice, discharging through a common opening. The secondary orifice opens as a function of pri- mary orifice pressure drop. 1-l0 ENGINE FUEL DERICHMENT SYSTEM - The derichment system provides protection against severe turbine over-temperature during high altitude operation. When EGT indicates 860°C or more with the system armed, the fuelzair ratio in the engine burner cans is reduced, or deriched, below normal values. This is accomplished by a solenoid operated valve and orifice which bypasses metered engine fuel from the fuel oil cooler to the afterburner fuel pump inlet. The solenoid valve is actuated by a signal from the EGT gage when 860°C is reached. Once actuated, it remains open until the system is turned off. Two warning lights are provided to indicate when the valve is open. Power for the derich circuits is pro- vided from the essential dc bus. Fuel Derichmenf Arming'Swifch A two position fuel derichment arming switch is located on the left side of the instrument panel. In the ARM (up) position the derich- ment circuits are armed and the respective ‘derichment solenoid valve will open auto- matically and remain open if the EGT reaches 860°C. In the OFF position the derichment solenoid valve is closed and the system can not provide derichment flow Power is furnished from the essential d. c. bus. Fuel Derichmenf Warning Lights The fuel derichment warning lights, located on the left and upper center of the instru- ment panel, illurninate and remain on while the derichrnent solenoid valve is open. The lights will be extinguished when the arming switch is placed in the OFF position and will remain extinguished when the arming switch is reset to ARM if both EGTs are below s60°c. Changed 15 March 1968 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 SE CTION I L A-12 . In the event of derichment the arm- ing switch must be placed in the OFF position prior to relighting the afterburner to prevent engine speed suppression and subsequent inlet unstart. If engine flameout is experienced with inlet unstart the arming switch should also be placed to OFF prior to relighting the engine. . Derichment at sea level will cause a thrust loss of approximately 5% if in maximum afterburning or 7% if at Military. Approximately 45% loss in thrust and 600 rpm speed suppression will occur during cruise with maximum afterburning. H AFTERBURNER FUEL SYSTEM Afterburner fuel system components include the centrifugal afterburner fuel puxnp, after- burner fuel control and spray bars. - Afterburner Fuel Pump The afterburner fuel pump is a high speed, single stage centrifugal pump. The purnp is driven by an air turbine which is op- erated by engine compressor discharge air. The compressor discharge air supply is re- gulated by a butterfly valve in response to the demand of the afterburner fuel control. The turbine is protected from overspeed by an aero—dynamic speed limiting air dis- charge venturi. Afterburner Fuel Control The afterburner fuel control is a hydro- mechanical fuel control which schedules metered fuel flow as a function of throttle position, main burner pressure and com- pressor inlet temperature. Fuel flow is for Release: 2017/07/25 metered on a predetermined schedule to provide fuel into both zones of the after- burner spray bars simultaneously. The control incorporates a reset mechanism which increases the afterburner fuel flow when the bypass valves open and decreases the fuel flow when the valves close. ENGINE FUEL HYDRAULIC SYSTEM Each engine is provided with a fuel hy- draulic system for actuation of the after- burner exhaust nozzle and the start and by- pass bleed valves. Engine hydraulic sys- tem pressure is also required to dump the unused chernical ignition fluid. Pressure is supplied by a high temperature, engine driven, variable delivery, piston type _ pump. The purnp maintains system pres- sures up to 2500 psi with a maximum flow of 50 gpm for transient requirements. Engine fuel is supplied to the pump from the main fuel purnp boost stage. Some high pressure fuel is diverted from the hydraulic system to cool the non-afterburning recir- culation line and the windrnill bypass valve discharge line. This fuel is returned to the aircraft system. Low pressure fuel from the hydraulic purnp case is returned to the main fuel pump boost stage. Hydraulic system loop cooling is provided by the compensating fuel supplied from the main fuel pump. v Exhaust Nozzle Acfuoflon , The exhaust nozzle control and actuation system is composed of four actuators to move the exhaust nozzle, and an exhaust nozzle control modulating the hydraulic pressure to the actuators in response to engine speed signals from the main fuel control. The exhaust nozzle control is mounted on the aft portion of the engine. A pressure regulator is contained in a separate unit located near the exhaust nozzle control. l-ll Approved for Release: 2017/07/25 C00821248 SECTION I A-12 START BLEED AND BYPASS VALVE ACTUATION _ n _*" = J B'°"d5 ope" ~ ~ 1 x q 333?Ei?"‘:z%§?§§§§§i§§§§?§5§§§5ii?§§§§§?§§§?§i§§§§§?§§§§§?§§§§§i§§§§§§§?5555‘5§**555555‘*5“E555555*555*55‘5555?5555555:5553:’ti?'575555535*3=5=55-=5555555551*5*:55‘@555i555555'W"""""""'”""W" """""""" H"H“555?5¥5?*§5?55555?555"' 5gig5%;j;,,,§,;£5,,,,,,:;§,,;,,,,,,,,=. .. :_“ M.l. ‘am-====: 1, I ;;;;;;?§§== 1r¢12=E11=1=;:;:s::=z2:;=::2:::;=a:z:2=z:z:z:2:as=;=1:;=>;-=>.4:;_:1ii"~>='=*=%===%=E=i=1512?;5;i2%§%&?z55591525553E5233E522E25&3?ii15??Eii5%?iiiiiiiiiiiiiiiiiiiéiE55iiiiiiiiiiiiiéiiiéiiéi Sta '15 Bleeds closed Start And Bypass "= 131" '“ =¢¢.-.-.-=.==.;.=.;.,;.=.:.<»?5§5??§55555 1 E; -Ww~ M _ “"’-;‘~§5~‘=: j;i_____,,~__=_~ __ mj- _~__ xx Eng ne Speed-RPM ....__.-................................=============¢¢¢==__= .-====;1==<:====<:====:=¢==1;=========:==:=====~=£r=‘ / / _ -__._M...-...~.l....=...=====..======,< / / / / / BYDa$$ And Start 5909 " / / / / Bleeds Open ‘E§2iiEEEEiE§2§E§E§E§E§E§E§E§E§§§§§§§§§E§§§§§§§ / I / / / / - '“ W‘ / |ndmlll Band \ \ AP/1I‘0x G"°l1nd \ \ \\ \ 4mm _ Gf'0Ul'1d l We Compressor lnlet Temperature °C LJ / 1 1 l l I HI) U 1(1) ' Z00 300 400 Start Bleeds Start Bleeds Exhaust To Nacelle Secondary Alr Flow ‘ m er I-‘Z00-96 " Figure 1-7 1-12 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 ‘ SECTION I A-l2 Start and Bypass Bleed Valve Actuation The bypass bleed control and actuation system consists of four two-position ac- tuators to move the bleed valves, and a pilot valve to establish the pressure to the actuators. The pilot valve controls the bleed valve position in response to a me- chanical signal from the main fuel control. Bleed valve position is scheduled within the main fuel control as a function of engine speed and compressor inlet temperature. The starting bleed control and actuation sys- tem is similar to the bypass bleed system except that three actuators are used and the pilot valve controls starting bleed valve position in response to the main fuel pump boost stage pressure rise. EXHAUST NOZZLE AND EJECTOR SYSTEM The variable area, iris type, exhaust nozzle is comprised of segments operated by a cam and roller mechanism and four hydraulic actuators. The actuators are operated by fuel hydraulic system pressure. The ex- haust nozzle is enclosed by a fixed contour, convergent-divergent ejector nozzle to which free floating trailing edge flaps are attached. In flight, the inlet cowl bleed supplies sec- ondary airflow between the engine and na- celle for cooling. During ground operation, suck in doors in the aft nacelle area provide cooling air. Free floating doors around the nacelle, just forward of the ejector, supply tertiary air to the ejector nozzle at subsonic Mach numbers. The tertiary doors and trailing edge flaps open and close with vary- ing internal nozzle pressure, which is a function of Mach number and engine thrust. Exhaust Nozzle Position Indicator Each engine is provided with a nozzle posi- tion indicator located on the right side of the instrument panel. The indicators are marked from O to l0 and indicate the ap- proxirnate percentage of open position. Ad- ditional dot markings above and below the O and 10 position marks are for calibration purposes. The indicators are remotely op- erated by electrical transducers located near the exhaust nozzles. Each transducer is cooled by fuel and is operated by the afterburner nozzle feedback link. Power for the indicators is supplied by the No. 1 inverter. ‘ OlL?SUPPLY SYSTEM The engine and reduction gear box are lu- bricated by an engine contained, "hot tank", closed system. The oil is cooled by cir- culation through an engine fuel-oil cooler. The oil tank is mounted on the lower right side of the engine compressor case and has a usable capacity of 4.5 gals. Total tank capacity is 6.7 gals. The oil is gravity fed to the main oil pump which forces the oil through a filter and the fuel-oil cooler. The filter is equipped with a bypass in case of clogging. From the fuel-oil cooler the oil is distributed to the engine bearings and gears. Oil screens are installed at the lu- bricating jets for additional protection. Scavenge pumps return the oil to the tank where it is -deaerated. The main oil pump normally maintains an oil pressure of 40 to 55 psi. A pressure regulating valve keeps flow and pressure relatively constant at all flight conditions. Because of the high vis- cosity of the oil, it is diluted with trichloro- ethlene at lower temperatures and special cold weather shut down procedures may be required. Main Fue|—Oi| Cooler This unit provides oil cooling by using engine fuel to absorb the heat. The oil_ temperature is controlled by fuel flow through the cooler. A bypass valve is in- corporated to bypass fuel around the cooler when the fuel flow is greater than the cooler flow capacity of approximately 12,000 pounds per hour. l-13 for Re|ea5e; 2Q17/Q7/25 Approved for Release: 2017/07/25 C00821248 SEC TION I A -12 CHEMICAL IGNITION SYSTEM Q ‘T0 nmoms VALVE ICIS DUMP SOIENOID VALVE FROM -FUEL HYD. -"PUMP ON IGN ITOR PURGE SWITCH OFF CODE MAIN BURNER IGNITION MAIN IGNITION SIGNAL DUMP SIGNAL IIllllllllllll/I/I/IllllltlI//I/I/Ill/l//II//1/l// 1/ DUMP SIGNAL DRAIN FUEL COOLING IN 1-14 = It/IIIIIIIIIIIIII. qnnun¢¢nquaoauuoouauuuulnan . iIIIIIIIlII - §——_————n——————~ I ElliIllIllllllllIllIIIIIIIIllllllllllllllilllllllllllIIIIIIIIIIIIIIIII : /1 /1 /1 /1 \ . \ I T0 AIB FUEL PUMP Q ' I I I I 1 I II ‘ E E I -I CHEMICAL IGNITION svsnzm "Q 000000000000 I 1 '\ 9 ' NZ n . ,~ _ (L? 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'. ‘='.?;'c, . » ‘:59!-4-":1<-:-:;7;:-:-'_-----I;-;.-.;.;'_¢;-if . .0 ' ’ IIIIIII IIIIIIIII O 5 5 F ¢ I5 5 9 9 5 Figure 1-8 COMPRESSOR DISCHARCE PRESSURE FUEL COOLING OUT AIB IGNITION LINE TURBINE DISCH PRESS IGNITION SIGNAL ELECTRICAL — — — — — 1 I‘ IIIIIIIIIIIIIIIIIIIIIIII F200-l I(b] _ for Release: 2017/O7/25 Approved for Release: 2017/07/25 C00821248 Oil Quantity Low Lights An indicator light for each engines oil sys- tem is located on the lower instrument an- nunciator panel. The lights are labeled L and R OIL QTY LOW and illuminate when the respective engine oil quantity is reduced to 2.25 gals. Power is furnished by the es- sential dc bus. Engine Oil Temperotpre Light .1 L and R OIL TEMP lights are installed on the armunciator panel. These lights will illuminate when respective engine oil inlet temperature is lgss tha%+l5.6o _~_I-_ 3°C or greater than 282 C i 11 C. Remote Gear Box Oil System The remote gear box contains an indepen- dent, wet sump lubricating system with its own oil supply and pressure purnp. There is no scavenge pump. It is vented to the engine breather system through the remote gear box drive shaft. The oil is cooled by circulation through the remote gear box fuel—oil heat exchanger. CHEMICAL IGNITION SYSTEM Triethylborane (TEB) is used for ignition of main burner and afterburner fuel. Special handling procedures are required because TEB above 00F will burn spontaneously upon exposure to air above -40F. The TEB is contained in a 600 cc (1-1/4 pint) storage tank pressurized with nitrogen. The nitro- gen provides inerting and operating pres- sure to supply a metered quantity of TEB to either the main burner or afterburner section. Operation is in response to a fuel pressure signal from the appropriate sys- tem. Actuation is automatic with throttle movement. A mechanical counter for each engine, located aft of the throttles, indicate TEB shots remaining. A minimum of 16 SECTION I A—l2 injections can be made with one full tank of TEB. The TEB tank is engine mounted and is cooled by main burner fuel to maintain the TEB temperature within safe limits. If the TEB vapor pressure exceeds a safe level, a rupture disc is provided to dis- chargelthe vaporized TEB and tank nitrogen through the afterburner section. No pilot indication of TEB tank discharge is p1‘O-_ vided. The engine is also equipped with catalytic igniters installed on the afterburner flameholders to provide improved after- burner ignition system reliability and re- light capability. Turbine exhaust temp8r- ature must be above approximately 730 C to obtain a satisfactory afterburner "light'“ by the catalytic igniters. V lgniter Purge Switch A lift-lock toggle switch labeled IGNITER PURGE is installed on the upper right side of the instrument panel. When the switch is pulled out and held in the up position a solenoid operated valve supplies fuel hy- draulic system pressure to the chemical ignition system dump valve. This allows the remaining TEB to be dumped into the afterburner section; while the engine is running. .Approximately 40 seconds is re- quired. Electrical power is furnished by the essential dc bus. ' NOTE Both electrical power and engine fuel hydraulic pressure are necessary to purge the TEB sys- tem. If the engine is not rotating the system will not normally dump. Do not actuate the Igniter Purge switch unless the engine is ro- tating in the 5000-6000 rpm range to prevent damage to the afterburner flame holders. 1-15 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A-12 TH ROTTLE QUAD RANT I 3 4 5 3705-1 1 THROTTLES Z TRANSMIT BUTTON 3 MILITARY DETENT 4 THROTTLE FRICTION LEVER 5 MAX AFTERBURNER STOP 6 TEB SHOT COUNTERS RZV-11-15%|: Figure 1 -9 1 -1 6 TOY Releasei 2017/07/25 Approved for Release: 2017/07/25 C00821248 SE CTION I A—l2 STARTER SYSTEM A starter cart is provided for ground starts This may be either a self-contained gas engine cart or multiple air turbine cart. The output drive gear of either cart connects to a starter gear on the main gear box at the bottom of the engine. There are no aircraft controls for this system. It is turned on and off by the ground crew in response to signals from the pilot. Air starts are made by windmilling the engine. THROTTLES Two throttle levers, one for each engine, are located in a quadrant on the left forward console. The right throttle is mechanically linked to the right engine main fuel control and the left throttle to the left engine after- burner fuel control with parallelogram type linkages designed to compensate for heat expansion. The afterburner and main fuel controls are interconnected by a closed I loop cable. The throttle quadrant is labeled OFF, IDLE and AFTERBURNER. When the throttles are moved forward from OFF to IDLE, they drop over a hidden ledge to the IDLE position. This ledge prevents inad- vertent engine cutoff when the throttles are retarded to IDLE. When retarding the throttles from IDLE to OFF they must be lifted in order to clear the IDLE stop ledge, Forward throttle movement from IDLE to a MILITARY stop controls the non-after- burning thrust range of the engine. The throttles must be slightly raised to clear the stop before additional forward move- ment of the throttle can actuate the after- burner ignition. The AFTER BURNER range extends from the Military stop to the quadrant forward stop. The right throttle knob incorporates a radio transmission push- button switch. Throttée quadrants are marked to indicate 82 power lever angle (PLA) for assistance in determining the cruise power position. Changed l5 March 1968 Throttle Friction Lever The throttles are prevented from creeping by a friction lever located on the inboard side of the throttle quadrant. When the lever is full aft, the throttles are free to move. Moving the lever forward as the INCREASE FRICTION label indicates, pro- gressively increases the amount of friction to hold the throttles in the desired position. TEB Remcumng Counters A mechanical TEB remaining counter for each engine is located aft of each throttle. The counters are spring wound and set to 12 prior to engine start. Each time a throttle is moved forward from OFF to IDLE or MILITARY to A/B the counter will reduce one number. ‘ rExhuusi' Gus Temperature Trim Switches Individual exhaust gas temperature trim switches for each engine are located on the lower left side of the instrument panel. The switches are spring loaded, momentary contact, three position switches with a center O‘FF position. When held in the IN- CREASE (up) position, a remote trim elec- tric motor on the engine fuel control is ac- tuated to slightly increase main burner fuel flow and turbine inlet temperature. The trim motors have a fuel flow or EGT travel rang)e of about 150°C and a rate of change of 8 C per second. When held in the DE- CREASE (down) position, the trim motor reduces the fuel flow and decreases tur- bine inlet temperature. An increase or decrease in turbine inlet temperature will be reflected on the respective exhaust gas temperature gage. These switches are the only provision for main engine control when the throttles are in the afterburning range. They have no effect on rpm when the nozzle is modulating to provide the scheduled en- gine speed. Power for the trim motors is furnished by the respective ac generator bus. l-17 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A-12 ENGINE INSTRUMENTS Exhaust Gas Temperature Gages Two exhaust gas temperature gages, one for each engine, are mounted on the right side of the instrument panel. Thea; are calilgrated in degrees centigrade from 0 C to 1200 C and indicate the temperature sensed by tur- bine discharge thermocouples. The four digit windows at the top of the gages indicate the exhaust gas temperature to the nearest degree. An OFF window at the bottom of each dial when visible indicates instruxnent power failure. A small red light on the dial will light when EGT reaches 860°C. This will activate the respective derichment sys- tem if armed. The indicating system re- ceives power from the No. 1 inverter. Fue| Flow Indicators A fuel flow indicator for each engine is mounted on the instrument panel and dis- plays total fuel flow (engine and afterburner) in pounds per hour. The dial is calibrated in 2000 pound per hour increments to 76,000 pph. The five digit center window indicates the fuel flow to the nearest 100 pph. The indicator is not compensated for return flow and indicates total fuel flow to engine, after- burner and heat sink system. A positive in- dication is normal during windrnill operation and the indicator will read high when the mixer and temperature control valve is di- verting cooling loop fuel back to tank 4. During descent after high speed cruise both high and low fuel flows and flow oscillations may be indicated. Power for the indicators is supplied by the No. 1 inverter. Tachometers -mm A tachometer for each engine is mounted on the right side of the instrument panel. The tachometers indicate engine speed in revolu- tions per minute. The main pointer is cali- 1-18 brated up to 10,000 rpm and the subpointer makes one complete revolution for each 1000 rpm. The tachometers are self- energized and operate independently of the aircraft electrical system. Engine Oil Pressure Gages An oil pressure gage is provided for each engine on the right side of the instrument panel. The gages indicate output pressure of the respective engine oil pump in pounds per square inch. The gages are calibrated from 0 to 100 psi in increments of 5 psi. Power for the gages is furnished by the No. 1 inverter bus through the 26-volt auto- transformer. Compressor Inlet Temperature Gage A dual indicating compressor inlet tem- perature gage is mounted on the upper right side of theoinstrument panel. lat is caligorated ing>0 increments from 00 C to 300°C and 10 increments from 300 C to 500 C. The needles indicate the air tem- perature forward of the first compressor stage of each nacelle. The system uses platinum resistance sensors and power is furnished by the No.‘ 1 inverter. Compressor Inlet Air Static Pressure Gage A dual indicating compressor inlet air static pressure gage located on the upper center of the instrurnent panel, measures absolute pressure at the engine compressor inlet. The gage is calibrated in one psi increments and has marked red ranges from O to 4 psi and Z7 to 30 psi and a green radial mark at 7 psi. A white striped third pointer on the CIP gage indicates pressure to be expected when the inlets are operating normally if over Mach 1.8 and 250 KEAS. The L and R labeled pointers indicate actual inlet static pressures. Power is furnished from the No. 1 inverter. for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 A—l2 AIR INLET SYSTEM The air inlets for each nacelle are canted inboard and down to align with the local air- flow pattern. The inlet system consists of the cowl structure, a moving spike to help provide optimum internal airflow charac- teristics, a spike porous centerbody bleed and an internal cowl shock trap bleed for internal shock wave position and boundary layer flow control, forward and a.ft bypass doors for control of airflow in the inlet and to the engine, cowl exhaust louvers, sys- tem controls, sensors, actuators and in- strumentation. Suck-in doors are also pro- vided in the a.ft nacelle area for ground cooling. Nacelle cooling air is provided in flight by air from the cowl shock trap bleed and aft bypass. Normally, the spike and forward bypass are operated automatically by the air inlet control system. Inlet air- flow is controlled so that the proper amount of air is supplied to the engine and, at super- sonic airspeeds, the positions of shock waves ahead of the inlet and in the inlet throat are controlled so as to provide maxixnum prac- tical rarn pressure recovery at the engine face. Controls are provided in the cockpit for incremental control of the a.ft bypass for those conditions where additional bypass area is required or where a reduction in forward bypass flow is desired. Manual controls are provided to override the auto- matic spike and forward bypass control sys- tems. INLET SPIKE The spike is locked in the forward position for ground operation and flight below 30,000 feet. It is unlocked above this altitude and is programmed during automatic operation to move 1/4 inch off the forward stop at Mach 1.4. Above Mach 1.6, the spike re- tracts so as to increase the nacelle inlet area and decrease the area of the throat or narrowest portion of the duct. Spike posi- tion is scheduled primarily as a function of SEC TION I Mach number as sensed by the Rosemount boom pitot static ports with biasing for angle of attack and yaw angle. The spike moves aft approximately 26 inches during transition between Mach 1.6 and 3.2. The inlet control also includes a shock expulsion sensor. (SES) and restart feature which can operate automatically when speeds for inlet scheduling are reached. It is effective above approximately Mach 2.0. If an inlet becomes unstable and expels the internal shock, the shock expulsion sensor for that inlet overrides the automatic spike and for- ward bypass schedule. It causes the for- ward bypass to open fully and the spike to move forward as much as 15 inches. Spike retraction is started automatically 3.75 seconds after the expulsion is sensed and, when schedule position is reached, the for- ward bypass is returned to automatic op- eration. The SES reference pressure is CIP, and the system is triggered when a momentary decrease of CIP is 23% or more. This is a characteristic CIP indication of inlet unstart occurrence. However, it may also operate as a result of pressure fluc- tuations if CIP decreases rapidly below the previous normal condition during compres- sor stalls. The SES feature does not over- ride a manually operated spike or forward bypass control. Manual operation of a re- start switch overrides the SES operation for that inlet. Spike and forward bypass door position changes may be observed during SES operation on the spike and for- ward bypass position indicators. Local pitch attitude and yaw angle are sensed by a pressure probe mounted on the Rosemount pitot boom. The spike porous centerbody bleeds boundary layer air from the inlet throat to prevent flow separation. This air is ducted overboard through the supporting struts and nacelle louvers. The spikes can be fully controlled by use of cockpit controls when hydraulic pressure is available. Emergency spike forward 1-19 for Release: 2017/O7/25 Approved for Release: 2017/07/25 C00821248 SECTION I A—l2 switches provide pneurnatic pressure to move and lock the spikes forward in the event of hydraulic system failure. INLET FORWARD BYPASS The forward bypass provides an exhaust for inlet air which is not required by the engine, and controls the inlet diffuser pressure so as to properly position the inlet shock. It consists of a rotating basket which opens duct exhaust ports located a shortdistance aft of the inlet throat. When the landing gear is down, the forward bypass doors are held open by an electrical override signal from a landing gear door switch. The switch is positioned to allow manual or automatic control of the bypass when the landing gear retracts. In automatic operation, the for- ward bypass remains closed until a low supersonic speed is reached, then it mod- ulates in accordance with air inlet control system Mach and pressure schedules. The inlet usually "starts" at Mach 1.4, that is, the inlet shock is positioned near the cowl shock trap bleed in the inlet throat area. As speed is increased, the forward bypass schedules as required to maintain the inlet shock at the throat position. The forward bypass position is controlled by the ratio of inlet duct static pressure to a reference total pressure. The inlet duct static pressure is sensed by taps located aft of the shock trap bleed. l-Z0 The reference total pressure is sensed by two external probes one located on the lower inboard side of the nacelle and the other at the top of the nacelle. The forward bypass control also senses an unstart as a result of the sudden decrease in pressure at the engine face and controls the inlet through a timed sequence. The minimum Mach number at which the automatic re- start actuates varies with the intensity of the unstart but is generally in the vicinity of Mach 2.0. An overriding switch holds ‘ the forward bypass closed at speeds lower than Mach 1.4. I NLET AFT BYPASS The aft bypass consists of a ring of adjust- able peripheral openings allowing a maxi- mum mass flow of approximately 3/4 of that available from the forward bypass. The ring is located just forward of the engine face. These openings allow excess inlet air to be bypassed around the -engine. The bypassed air joins cowl shock trap bleed air and passes between the outside of the engine and afterburner and the inside of the nacelle. This flow augments the exhaust gas in the ejector area. Each aft bypass ring is positioned by a hydraulic actuator which is powered by the respective L or R hydraulic system and is controlled by the cockpit switch. The bypass is held closed during takeoff and landing by an electrical signal from the nose gear downlock. It is also closed during subsonic operation. Position in flight is set manually in accor- dance with determined Mach number and engine operating requirements. for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 A—1Z SECTION 1 INLET AIRFLOWS FORWARD BYPASS _ "\ Q \ I /'\ \\\\\\\ \\ / /\ \ / \ ,3!’ \\ ‘:§\\\\ /V /'\ \ \ // \ Q \\ \ ’/ |n"—’ Q _ \ //\\~/ '// §>,__¢/ / /\ / / /v — \ . - . ’ / “E1. ‘ /o \ 4; _ ’_ _\ ,\ - . -=*@ /' 5" I *f~é~¢»=~\'\I\3 “~\>3§m>‘>" \ Q5» j \/\ \/ \/ \/ \/ AFT BYPASS \(§"é\\ \\ / 4/1 \ / /~ .~\\§\\ \ / / \\)\ I / / // y \\‘3“\“\\\ ;/ / ;\ \ / ’ \\‘3~\\\|| / // /\\\ / ' // /“\ ‘|u,, //\\ / / / I ” / / /a / / / / // ?/ / ,0 .. /W‘ // ~.. / / // / \\ / // . / / ,,/,I/ /// /~// // \ // // , // ’ Z‘, I ;;/F ’ / / / I/» _ / / /./’ //.19/‘ Z K‘e \ ‘ /A \_ \\ \\\ \ ./7' u Ell! 1 ll!!! Hi Mull“ r: fllll E ,5u,|| -——p , t B-3\-65 , F200-71(1) -L I i Figure 1-10 (Sheet 1 of Z) 1-Z1 for Re|ea5e3 2017/07/25 SECTION I INLET A I RFLOWS 1-ZZ for Release: 2017/07/25 /// / < ~ \ :\\ \\ I \\\ \ \ \ , ' ‘P ,” \\\\\ \ ,’ \ \\ ; . 1’ \ / / J‘,-' J ‘ \,| / ‘ ;,////’ \ , Q ’ 1|, / 1 /' ’/ \ 3 5/ \ -' \/ ‘/T 1 /’\ 4 — / / \\ // _ // / . / . /' / /5 // / I//I//1 Approved for Release: 2017/07/25 C00821248 A-12 \\\\‘ e"as /' \\ I \\\ ‘\‘\‘\ / \\ ‘\‘\ \ \ \ //' POROUS BLEED _ I /' / /' y\s‘ ~/ 7 ~/ \¢ //7 \ .\ ,.I @ E I \ \».\”‘ * \ . .9 - . \ / / / / DUCT SHOCK TRAP BLEED X»- - .~\\ .._\\ \ \ 0°96 \O \ - '/{Z-\ -:~ ' ’ < ’§» , . \\*\ V ,. \\\\ V,’ . M /,, ~¢-‘ °~;=¢,- J6. \\ \ \_‘\\\ |\ E \\ \ Kix \ \=\ \ ‘C. "1\‘K‘:;:_ \\ \ N P 4 \\ \ \Q~\~ 0 ‘~ \ if \ _\ \ \ / \\\\x \\ \\\\\\\ ‘ \\ \\ \ \ \ ;__ /- A "(V /fa \ --'45:‘?-3; a. \‘ /\’ I \\ ,’ /7 E ""- \- / / \\ \ ‘- ’ » I \ ’ ‘ /' ,_»1,,/ °£>:,‘;l\ / / 9’ 5‘ *;..'_ ‘gs\ \\\ \\’-\3~_ \ \ \ \ \ \ \ \ \ u \ , _A/ / \ / / I; $.,_;-I_ ’ F > /é Ti > > p Hanan“ _ mm ,,,,., C: u I1 A g [Ifl II "Hanna ‘ u u 11 - ~. T llflnflu -1 1 g I'll "ll, " M "~'- =1 > > '”' " ' e /‘¥i.——>-_. -J _-T _> NOTE DUCT SHOCK TRAP BLEED AIR FLOWING THROUGH THESE TUBES REACHES NACELUE SECONDARY AREA mo EXHAUSTS mrzoucu uecroa. 10-4-65 FZOO-7l(Z)(a) _ Figure 1?-10 (Sheet Z of Z) Approved for Release: 2017/07/25 C00821248 SECTION I A—12 AIR INLET CQNTROL SYSTEM The air inlet control system incorporates a computer which utilizes electrically trans- mitted pneumatic pressure signals to auto- matically schedule and reposition the spikes and forward bypass. The computer also serves as a calibrated path for the manual spike and manual forward bypass control. Major components for each inlet control are the computer, pressure transducer, angle transducer and two pressure ratio trans- ducers. The spike and forward bypass con- trols consist of four rheostat type knobs and two inlet restart switches and an emer- gency spike switch. Aft bypass control is by means of two rotary type switches lo- cated above the throttle. Three annunciator panel lights are pertinent to the inlet control system. Nine different pressures are sensed for in- let control. The Rosemount airspeed boom provides pitot total and static pressures to the pitot pressure transducer. The pitch and yaw attitude probe on the left side of the boom provides angle of attack and yaw angle pressures for conversion to electrical sig- nals by the attitude transducer. At each nacelle local pitot pressure and two inlet duct static pressures are sensed to enable two sensors within the pressure ratio trans- ducer to convert pressure ratios to elec- trical signals which (l) direct forward by- pass control, and (Z) cause an automatic re- start following shock expulsion. Some con- trol functions are also accomplished within the pressure transducer. Most of the elec- trical outputs of the pitot pressure trans- ducer, attitude transducer, and both pres- sure ratio transducers are transmitted to the computer. The computer also receives a signal from the main landing gear doors to assure that the forward bypass will be open whenever the main gear is down. Spi ke Controls The L and R spike controls are located on the lower left side of the instrument panel. The controls are labeled AUTO, FWD, and have labeled marks for 1.4, 1.8, 2.2, 2.6, 3.0 and 3.2 Mach numbers. Intermediate marks for 0.1 Mach increments allow the knobs to be positioned manually at any set- ting from 1.4 to 3.2 Mach number. ln the detented AUTO position, spike position is scheduled automatically by the inlet control system. In the detented FWD position, the spike will move to the full forward position. The Mach numbered positions are used in manual operation. Use of settings corre- sponding to aircraft flight Mach number moves the spike aft to the correct position for proper inlet performance. The spike control also biases the forward bypass as a function of control knob position when the bypass is being manually controlled. The forward bypass position indicator and by- pass controlknob will not_be in agreement by the amount "of bias. Control power for the left spike is from the No. 2 inverter and for the right spikeithe N0. 3 inverter. Forward Bypass Controls The L &‘R BYPASS controls are located just inboard of the spike controls. When a control is turned full counterclockwise to the detented AUTO position, operation of the respective forward bypass is automat- ically controlled by the inlet computer. As the control is turned clockwise the first de- tented position will position the forward by- pass to the full open. As the control is turned further clockwise the forward bypass will incrementally move towards the closed position and will be fully closed in the full clockwise position. Markings from 0 to 100 in increments of 10 percent allow the con- trol to be positioned at any percentage of full open. Power for the circuits is from the essential dc bus and No. 2 and No. 3 inverters. 1-23 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A -12 AIR INLET CONTROLS AND INDICATORS ii) ii > —/t > Pi L. HYD SYSTEM PRESS RATIO DOOR ACT'S I @ i, FWDRESTART Y I Y I I I ggg,;<{§}I AR INLET COMPUTER |<--I;~ P J ' - I I I0 I5 H38 S 5 \' 1» ' 8° ' O I5 25 10°F _. (X‘ KT ow: 0 ' -~ ' -" ATTITUDE Q-iv:T —-—i—> l L R MANUAL INLET \ ,/ I R/H4 > , snow _ _ Mus 30,000 FT DOWN rzoo 19( I V Figure 1-11 I-Z4 for Release: 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A-12 Manual operation of the forward bypass is permissible with the spike operating on its automatic schedule; however, when the spike is operated manually, the forward bypass must be operated manually or the bypass will open fully and will not schedule. Inlet Restart Switches Two 3-position toggle switches are located on the left side of the instrument panel. The L & R switches are labeled RESTART (up), FWD DOOR OPEN (center) and OFF (down). In the RESTART position the spike and by- pass control settings are overridden, the forward bypass is opened and the spike is moved forward. In the center FWD DOOR OPEN position the forward door is moved to/or held open but the spike position re- sponds to its control knob. In the OFF posi- tion both the spike and forward bypass are controlled by their respective controls. Power for the restart circuit is supplied by the essential dc bus. Emergency Spike Switch A single 3-position guarded switch, labeled EMER SPIKE, is provided below the instru- ment panel. The switch is guarded in the center OFF position. After the guard is opened the switch may be positioned in either L or R positions as necessary. In the event of L or R hydraulic failure, the one shot emergency pneuniatic bottle in the re- spective nacelle is activated to drive and lock the spike in the full forward position. Power for the emergency spike circuit is from the essential dc bus. Inlet Aft Bypass Switches and Indicator Lights The inlet aft bypass switches and indicator lights are located above the throttle quad- rant. They are four-position rotary type switches equipped with concentric lever handles. The switch positions from top to bottom are labeled CLOSED, A (15% open), B (50% open), OPEN (100%). Left and right amber lights, located near the switch levers illuminate to indicate when an aft bypass position and the switch setting do not cor- respond. A light should illuminate each time its: switch is moved, then extinguish as the bypass reaches the required position. Approximately 5 seconds is required for the aft bypass to move from full closed to full open. The aft bypass actuator control cir- cuits are powered by the essential dc bus. Spike Position Indicator I A dual spike position indicator is located on the lower right side of the instrument panel. The L 8: R labeled pointers indicate the position of\the respective spike in inches aft of the forward position. It is calibrated in inches from O to 26 with 5, 10, l5, Z0, and 25 inch labeling. Power is furnished from the. No. 2 inverter for the left spike and the No. 3 inverter for the right spike. Forward Bypass Position Indicator A dual forward bypass position indicator is located on the lower right side of the instru- ment panel. The L & R labeled pointers indicate the opening of the respective for- ward bypass in 10% increments. Labeled positions are Z0, 40, 60, 80 and 100 OPEN. Power is furnished from the No. 2 inverter for the left bypass and the No. 3 inverter i for the right bypass. 1-25 for Release: 2017/O7/25 Approved for Release: 2017/07/25 C00821248 SECTION I A-12 FUEL QUANTITY DATA —.'__.© _-E5‘ SQ o _t_i_ __ _._,\\\m.,.,,,;’ ..,'.':'.'.:.'::j,. ,- ~ ‘ N» ="\ :1 -' Q“ |lIl|, .> _, »'“< . g N ,. pull lira’) _, /I 1% I I 1,- /I [I-I//ll [ll] 111/ ) 1%!’ /II 1’///l4 1l[/ M I / Z,’ /I l, /1/1'! I 1, Q] lIM',,:// ‘Ii: ///4///IIIIITI if ;/ III//H 11/ //A ¢,1llX/ll/l ,' "I 1/ .:/,’ // /~ /// lll” / gi!_.___@__E___-___- _ Taliiaess rv1© V» @ Cy E6553 J» ‘J/, ® \\‘ ‘~§< Y \\ _\W \‘\ :"n ,. : éyjg ‘I T, ‘TI? ¢ I "1 ilif” /1:1/"7::1’l’l/7 1" "I;/I A , 1' /*1, ' .1,’ V: ;’,‘_|!,’.,s '5, !_’{|,f“,, In -J71, lg, Illww//ll',;, “’“§‘I~\'\1“~‘ ~ ~\ ‘ - . ¢ 3%; % 1'.’ Q \\ \ \ ’ TANK- 6 TANK 5 TANK 4 FUEL TANK CAPACITIES ‘/ / TANK 3 Tank Fuel / TANK 2 . TANK 1 v1-I=~wN>- 1.146 gal. 7,390 lb. 1,610 gal. 10,380 lb. 1, 585 gal. 10.220 lb. 2,135 gal. 13,770 lb. 2,136 gal. 13, 780 lb. 6 1, 978 gal. 12, 760 lb. TOTAL 1o, 590 gal. '68, zoo lb. °At average fuel density of 6.45 lb./gal. 1 F200-61(c ) Figure l-12 Manual Inlet Indicator Light The annunciator panel MANUAL INLET light, when illuminated, indicates that one or more of the four rotary spike and forward bypass controls is not in the AUTO position or that an inlet restart switch is not in the OFF position. Power for the light is furnished by the essential dc bus. , l-2.6 FUEL SUPPLY SYSTEM There are six individual fuel tanks, iden- tified from forward to aft as tanks 1, 2, 3, 4, 5, and 6. Interconnecting plurnbing and electrically driven boost pumps are utilized for fuel feed, transfer, and dulnping. Other cqmponents of the system include pump con- trols, nitrogen inerting, scavenging, pres- surization and venting, a single-point re- fueling receptacle, and a fuel quantity indi- cating system. In addition to furnishing fuel to the engines, automatic fuel manage- Changed 15 March 1968 for Releasei 2017/07/25 Approved for Release: 2017/07/25 C00821248 SECTION I A-12 ment provides center of gravity and trirn drag control. The fuel is also used to cool cockpit air, engine oil, accessory drive sys- tem oil, and hydraulic fluid by means of the fuel heat sink system. FUEL TANKS The integral, internally sealed, fuel tanks are contained in the fuselage and wing root. The tanks are interconnected by right and left fuel manifolds and a single vent line. Submerged boost pumps supply fuel through the manifolds and transfer fuel for c. g. con- trol. Forward transfer is accomplished by manual control of the right manifold. Aft transfer is accomplished automatically through the left manifold. A fuel dump valve is installed in each fuel manifold. Normal sequence of tank usage is controlled by float switches to automatically maintain an op- timum c. g. for cruise. The left engine is normally sequenced from tanks 1, 2, 3, and 4, the right engine is sequenced from tanks 1, 6, 5, and 4. Normal automatic tank se- quencing is as follows: L Engine Tankl Tank2 Tank3 Tank3 andZ R Engine Tanks 1 and 6 Tanké Tank6 Tank5 Tank4 Tank4 Tank5 Tank4 The fuel manifolds can be connected by de- pressing the crossfeed switch. This operates a motor operated valve between the fuel manifolds and is mainly used during single engine operation. REFUELI NG AND DEFUELI NG A single point refueling receptacle installed on top of the fuselage aft of the air condi- tioning bay is used for both ground and in- flight refueling. Ground refueling is ac- complished by use of an in-flight refueling probe specially modified to utilize a hand operated locking device so that refueling may be done without hydraulic power. Fuel from the receptacle flows through the fuel- ing manifold to each tank. The use of a different size orifice for each tank allows all tanks to be filled simultaneously in ap- proxiznately 15 minutes with a nozzle pres- sure of 50 psi. Dual shutoff valves in each tank terminate refueling flow when the tank is full. A defueling fitting is installed on the right fuel feed manifold in the lower right side of tank 3. Tanks 2 and 3, which feed the left manifold, are defueled by open- ing the crossfeed valve. Any fuel in tanks 5 and 6 must be balanced with a like arnount of fuel in the other tanks during ground fueling or defueling to prevent the aircraft from rock- ing down on the tail.- FUEL TANK CAPACITIES See figure 1- 12. FUEL BOOST PUMPS Sixteen single stage centrifugal ac powered boost p11Inp$ are used to supply the fuel manifolds. Tanks l and 4, which normally feed both engines, are equipped withvfour pumps and tanzks 2., 3, 5 and 6 have two pulnpfi each. Either pU.I‘I‘1p of a pair is cap- able of supplying fuel to its manifold at a rate sufficient for normal engine operation in the event of a failure of the other purnp. The purnps in each tank may be operated out of the normal sequence by use of the in- dividual tank boo st pump control switches located on the right side of the instrument panel. These switches supplement auto- 1-Z7 TOT Release: 2017/07/25 FUEL SYSTEM eed Transfer-Dump I -— v-» \\ / " v ‘In. 0 n‘ ElI 4" 6 FUEL TANK N0. 5 FUEL TANK $ Q“ Figure 1-13 F0 ARD TRANSFER VALVE R GHT FUEL MAN FOLD FUEL BOOST PUMP GROUND DEFUEL GYRO CANS TO MA N A FLOW MEFE FUEL F LTE CHEC ND FUEL UTO CROS ED FUEL MP JET P 4 LEFT 15 AFT T N0 . RW \ ‘ 'AI 1/ "vi \ \\‘ I\.g_\ /;\\ @ " \___/ Approved for Release: 2017/07/25 C00821248 SECTION I A,_1 2 6 TOTAL -4 2 3 4 5 6 7 8 9 10 11 12 13 f0r Releasei 2017/07/25 FUEL PUMPS REL EF VALVE FF VALVE VALVE NG ND A B R R K A SH SF DU UMP 4TOTAL FUEL MAN FOLD RANSFER VALVE 4 FUEL TANK NO 3 FUEL TANK N0 2 FUEL TANK N0 1 KNO rzoo 624,) ‘