1,0, 1F-104D-7 Camiondiare ar reapensists for bringing thik manuel 10 ‘otention of ll perionnel dleered for operation oF ate uous Nom Aurvaiy, oF THE SEERETATY. i AIR FORCE: e This: Publication ex 0. 10RD date 1 November Sanne of late Supplements STON dhrsugit 100, aed “ICT. 7.0, O-1-LA, fur current itatus, or ‘Safery et Flighe = ie = yy Sepals ES Oe: a ts ew ee = Zo san i Lethe 1 JANUARY 1960 AIP RDREE eter Lik. Cae ely a7.0, 1F-104D-1 appeoval of the incuing service (Buster ot USAT), ‘The poli Hg ABR 205-1 and (or the Navy in Nowy Reulacions.ancele 1509. ud in this publication is oot permitted without specie lassified Publications ir established for the Air Force INSEeY Latest CHANGED NOTE: The pores Spa Bei tn TOTAL NUMBER OF PAGES IN THIS PUBLICATION If 281, CONSISTING OF THE FOLLOWING: Pare No, dius Page Na. Tete Page No. Ieewe Title -++ Original Avsci coicujeerievie.ds OFlaal Biyleaf oo i dire iv Teh thee 1-69 Grizioal 170 Blank sos 21 the RAF coco soe 28 Blanke .. 00002. 2549 the 2°91 252 Gaal 2 . Original i Griginal “ re Geiginal z tote. Origtoal CEES nib 20 Orke SOS Onigina ‘he anersc indleate Paget aang, edd of delesed By the current chute: ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINID AS FOLLGWS. 8 USAE ACTIVITIES —In ascordance with T.Q, 00.5.2. USAF NAVY ACTIVITEES Submit request_to nearest supply poine tered below, uieg form Nadler 40; NASD, Philadelphia, Pa: NAS. Alameda, Calif: NAS, Jacksonville, Fla: NAS, Norfolk, Va; NAS, Sua Diego, C NAS, Seattle, Wash: ASD, NSC,’ Guam For isting of available material nad detaits of ai ution see Naval Acroma Puablicasivns Index NavAer 00:500.1.0, 1F-104D-1 SAFETY OF FLIGHT SUPPLEMENT SUMMARY NOV; ‘This is» tose page being included fur your use-and comments, If found! desicable, i¢ will become a standard icero co be included in all USAF Flight Manwals, Safety of Plight Supplemenes aze numbered with Suffix lerers. after the -1, ‘They start with -1C because the leteers A and B are ceserved for use with classified Supplements to the basie Dash One ‘The levers A, B, O'and I will never appear in the numbering sequence. The Supplements you receive should follow in sequence and if you find you are missing ane, check che publication index (T.G:te1-1 and -IA) to see if i issued if in is still fleet, It may have been replaced or rescinded befoce you received your copy. If itis still netive, see your Publiention Diseribution Officer and gee your copy: It should be noted that a Supplement sumber will never be used more tian once SAFETY OF FLIGHT SUPPLEMENTS INCORPORATED IN THIS CHANGE Number Date Shore Title Disposition SAFETY OF FLIGHT SUPPLEMENTS OUTSTANDING (This portion to be filled in by you when you receive your Flight Manual ad 10 be added to as you I Supplements, Refer to Publications Index (1.0, 0-L-1 and -1A) for latest infecma ions arise.) receive addi tioa if any Number Due Short Tite Disposii Flyleat7.0, 1F-104D-1 ‘SECTION I PAGE 11 SECTION Ir formal procedures ......PAGm sa SECTION Ir emergency procedures... Pace os. SECTION ry — auiliary equipment... SECTION v operating limitations: SECTION v1 flight characteristies..... PAGE %& SECTION vir systems operation ......FaAGE 7a SECTION Vilr crew duties... noe applicadie} SECTION tx all-weather operation... pace ea APPENDIX 1 performancedala.......paqe ok ALPHABETICAL INDEX +.......,PAGE #2 F-54-0-1-08TO, 1F-1040-7 ...the Key to your Safety! SCOPE, This manual contains all che information necessary for safe and efficient operation of the P-104D. These insteuetions do not teach basic flight principles, bat are designed to provide you with a general knowledge of the procedures. Your flying expecience Fodda1a2 airplane, its fight characteristics, and specific normal and emergency operat is recognized, and clementury instructions have been. avoided SOUND JUDGMENT, ‘The instructions in his niunual are designed wo provide for the needs of a crew inexpert enced ia the operation af this aircraft, ‘This book provides the best possible operating instructions under most cizcum= stances, but i¢38.8 poor subseiture for sound judgment. Mulriple ewiergencies, adverse weather, terrain, etc, may sequire modifiention of the procedures contained herein PERMISSIBLE OPERATIONS, ‘The Flight Manual takes « “positive approach’ and normally cells you anly what you 1 do, Aby unusual operation vr configuration (such 2s asymmetrical loading) is prohibited unless specifically covered the Flight Manual Clearance must be obtained fram ARDC before any questionable operatias: is attempted whieh is root specifeally covered in the Flight Manual, STANDARDIZATION. Once you hive leisned to use one Flight Manual, you will now how co use chem all — closely guarded. standard assures that che scope and azrangement of all Flight Manuals are identical. ARRANGEMENT. ‘The misoual has heen divided inta 10 fairly independent sections, each with its own table of contents. ‘The objective of this subdivision is to make it easy both to read the manual straight theough when ic is first received and thereafter to use icas 2 reference manual. The independence of these sections also makes i1 possible for the uier to rearrange the book to satisfy his personal caste and requirements. ‘The first 3 sections cover the minimum informacion required eo safely gee the airplane into the and back down again. Before flying any new aieeratt these 3 sections must be reid thoroughly and fully understood, Section TV cavers all equipment not essencial to flight but which permits che aircraft to perform special functions. Sections ¥ and Wi are obvious, Section VII covers lengehy discussions on any technique or theory of operation which may be applicable to the particular aireraft in questinn, The probably be aware of dae information in this section buc he should check it for amy possible new mation. ‘The contents af the semalaing sections are fairly obvious, experienced pilot w infe1.0, 1F104D-1 YOUR RESFONSIBILITY. ‘These Wight Manuals are constantly maintained current the revision progeam, Frequent conferunces wich operating personnel and constant review of UR's, accidear reports, flighe test Joprts, ez, assute inclusion of the Incest daca in these manuals, Ia this regard, ie is essential that you do your ind anything you don’t like about the manual, let usknow righc away. We cannot corréet an error whose igh an exeremely active part! If you ce is unknown to us, PERSONAL COPIES, TABS AND BINDERS, In accordance with the provisions of AFR $13, flight crew meinbers are entitled tw have personal copies of the Flight Manuals. Flexible; loose leaf tabs and binders bave been provided to bold your personal copy of the Flight Manual. ‘These good-looking, simulnted-leather hinders will make it much ms t@ revise your manual as well es to keep it in good shape. ‘These tabs and binders aresecured through your local materiel staff and contracting officers easier for HOW To GET co If you want tobe sure of getting your manuals on Gime, onder them before you need them. Early ordering will assuce thar enough copies are printed to cover your requirements. ‘Technical Order 00-52 explains how co order Might Manvats, classified Supplements dhececo and Safecy of Plight Supplements so that you auto will yet all original issues, changes, and revisions, Basieally, ull you have co do is order the re quired quantities ia the Publications Requitements Table (T.O. 0-3-1). Talk te pour Senfor Maceriel Staff Oiece it is his job te fulfill your Technical Order cequests and make sure to: extablish some system that will rapidly get y Ps the books and Safety of Plight Sapplemencs to the flight ceews once they are received on the base, SAFETY OF FLIGHT SUPPLEMENTS. Satery of Tight Supplenients are used eo get information to you in a hurry. Safety of Fight Supplements use the same number as your Flight Manual, except for the addition af a sufi: letter. Supplements covering loss of life will gec co yos in 48 howrs: those concerning serious damage 1 equipment will make i days, “You can decermine the status of Safery.of Plight Supplements by referring co the Numerical Index of Technical Publications — Safety of Flight Supplements (T.0. 9-1-1A). This is the only way you can decermine whether a supplement has been rescinded, ‘The title page of the Flight Meaual and title block of each Safety of Flight Suppleaient should asa he checked to determine the effect that these publications may have on existing Safety nis, Its critically important that you remain constantly aware of the scatus of all supplements — with all existing supplements bee these is na poiat ia sestricting the operation af your aircratt by 1 you must comply complying with o sapplement chat has been replaced or cescinded, Techaical Order 00-51 covers some additis information regarding these supplements, WARNINGS, CAUTIONS, AND NOTES, For your infurmation, the following definitions apply to the “Watnings,” “Cautions,” and "Notes" found throughout che manual ‘Operating peacedures, practices, ete, which will result in peesonal dajury of loss of fi not carefully Followed ‘Operating procedures, practices, ete., which if not strictly shserved will resale in damage to equipment Note An operating procedure, condition, ete, which it i essential to emphasize, COMMENTS AND QUESTIONS, Comments and questions regarding any phase of che Flight Mansal program ace invited and should be forwarded chrough your command Headquarters tw Directorate of Systems. Management, Air Research and Development Conunand, Wright-Patcerson AFB, Ohio, AV\ Sostion | Tie) tog7.0. 1F104D-1 Seetion | TABLE OF CONTENTS Page THE AIRPLANE) s(t seat ENGINE Preceriataed Sian AFTERBURNER SYSTEM a ots OIL SUPPLY SYSTEM oj... oy Pa FUEL SUPPLY: SYSTEM ..... woeeeee hte ELECTRICAL POWER SUPPLY SYSTEMS | ..1.29 HYDRAULIC POWER SUPPLY SYSTEMS. ..1-44 FLIGHT CONTROL SYSTEM |... Lay WING FLAP SYSTEM 0.00... ots SPEED BRAKE SYSTEM : 147 THE AIRPLANE. ‘The E1041 is a twnrphice; high performance, day and night Gghter powered by an axial Row curhojer engine with afterburner. The airplane, buile by Lockheed Air crate Corporation, ix designed for high subsonic cruise, high “supersonic combat and far use as a pilot teainer, ‘The airplane features extremely thie ight surfaces, shove straight wings with negative dihedral, irreversible hydraulically powered ailerons; and a controllable hori- zontal stabilizer moanted ar the cop of the vertical sta- bilizer. The wings have leading and trailing edge flaps and a boundaty layer control system used in conjunction wich the tailing edge Maps to reduce Janding speeds, ‘Air escape is accomplished by means of downward ejec- tion systems, Modified aircrafe are equipped with up- ward ejection systems, A dmg chute is installed to LANDING GEAR SYSTEM NOSE WHEEL STEERING SYSTEM. - 180 WHEEL BRAKE SYSTEM DRAG CHUTE SYSTEM INSTRUMENTS... ° WARNING LIGHT SYSTEM EMERGENCY EQUIPMENT >. CANOP ciieyserecuslcceetatt «HUN eSB BJEGTION | SEATS -.c1 seen sic esiPao oye AUXILIARY EQUIPMENT poe BOF reduce laading coll. The forward and aft main fuel cells are filled from a single refueling well, The external f saoks sue filled individually ftom dheir own refueling wells, AF Serials 57-1329 and subsequent also include & single point pressure and aerial refueling capubility. AIRPLANE DIMENSIONS, Oserall dimensions of the aizplane areas follows: Wing Span eee 21.94 feet Length J... Nae +. S477 feet Height (06 tap of vertical stabilizer) 15.49) feet TOR veya ves cecstiw ete nt 8.79 feet Refer to figure 2f for minimum) cursing radivs and ground clearances. zSection | 7.0, 1F-104D-1 GENERAL ARRANGEMENT 1 piTor-srari¢. aoom 2 ANIASG-D4TL RADAR. ANTENNA 5 |NF2A-Ren S1OHT WINDOW 4 OPTICAL SIMI, |NeRA-RED SIGHT ANT CAMERA 5 VOR ARTENEG, 0 BEETRONICS COnPArTWENT 7 RUNIIARY PUBL CELL ANS FILLER WALL = 8 AIR-CONDITIONING. COWPARTFEAT 9 NAVIGATION LigwTs 16 1D FORWARD MAIN FUEL CALL A ART as 12 ANTERRAL FUEL GELS FILLER watt 13 AS-CET ENGINE WITH AFTEROURRER 1M HORIPONTAL STABILIZER POAER CONTA. ASSeNALY “CONTROLLABLE HORIZONTAL STASIGIZER ” 1 RuoUER 17 RUDDER PowER CoNTaM ASSENBLY Je aa cme ane 1) SPEC BRAKE 3) VENTRAL FIN AND WARKER BERCON ANTENNA 2) TRAILING EDGE FLAP AILERON 2 TP TANK FRLLER WALL, 24 MIT AILERON POWER CONTROL ASSEWALY 2 PYLON TAKE 2% MEABING EDGE LAP 27 LANDING LIGHT recent Figure 1-128 28 oF so neeeo ©; IR 1040-1 2625 24 2 LANDING GEAR AT 6008 LANDING SER FOFWARD DOOR ENGINE ALN INTAKE Scone AUAILIARY FUEL CELIS UH ASTIN | Egctinn SEars IEF, ANTENA AiR REWOLING PRONE # AWAS6-1451. RADE GLIDE SLOPE ANTENNA ‘AE SERIALS 57-32) AND SUBSEQUENT reaps 13Section I AIRPLANE GROSS WEIGHT. The approximate eake-olf gross welghe ofthe wixplane (including full internal fuel and ewe ecew members) i as follow AF Serials Priar to 57-1329. No exernal load + 18,100 pounds GARS missiles a cee s2 18,300 pounds Vip tanks 20,300) pounds Missiles and pylon ranks 211,700 poonds Tip tanks and pylon tanks... ....,..-..95900 pounds AF Serials 57-1329 and Subsequent. No external load 1.18900: pounds GARS missiles cove 219,300: pound Tip tanks +o 28,800" pounds Masiles and pylon tanks 22,00 pounds ‘Tip tanks und pylon tanks 224,600 pounds Tip tanks, pylon tanks and refueling peobe 3 24,700 paunds (The increased weight 6a AE Serials $7-1329 and sub- ‘sequent is due to the addition of auxiliary fuck) Note These are-approximate: weights and should for be used for detailed mission plannkig. ARMAMENT. Basic armament eonsists of one GARB alr-co-ir guided missile which may be-carried at exch wiog tip in place of ip tanks, ENGINE. The airplane is powered by & General Electric J79-€ wbojec engine (Agure 1-2), Its sen level seatic thrust is appeoximately 15,900 pounds at Maximus ‘(full afterburning) and approximately 10,000 at Milicary ‘Thruse (maximum chnast non- ferburning). A 17-stage, axial-flow compressor, driven iy u three stage turbine, produces a compressor pressure ratio of 12 to T, «Aa anciicing system and secodynamic varlablearea exhaust apestes ate provided, ‘The vane angle of the inlet guide vanes and of the first six stages 1-4 TO, 18-104D-1 ‘of sentor blades is vaciable, Vane angle is established by engine fuel pressure and is automaticaly controlled by the engine fuel coatzol unit as x function of engine speed and engine air inlec temperatufe. By varying vane angle, the volume of air passing through’ the engine ts cor trolled, ta reduce the possibility of compressor stall ‘The three twrbiae wheels are bolted & ic on one common shaft which is directly splined to the compressor roror. ‘The exhaust gests, after passing through the turbine section, past ineo the afe AL this point, additional fuel may bs nd burned to produce cousiderable thruse The exhaust gases then pass through the variable area exhaust norzics and are dissipated into the wgcther and move exhanse gases augmentation, stmesphere, Refer 1 Section VIL for supplementary engine information. J79 TURBOJET ENGINE WITH AFTERBURNER Rifer 9 Confidential Supplement, 7.0, 1F-A0MD-4A. Figure 1-2 ENGINE FUEL CONTROL SYSTEM, The system incorporates 4 fuel conkrol unit which is supplicd with high pressure fuel thrawgh the main fuel filter from an engine-driven high pressure fuel pump. Fuel is supplied co this pump at aircraft boost pump pressure, Metered fuel from che engine fuel control tunic i piped through an oil camler and then enters the pressurizing and drain valve. ‘The outlet ftom the pressurizing valve is connected direcely to the main fuel manifold, Am afterburner fuel system also is provided. (Refer to Afterburner Systeuy ind his system.) fg Section for decails Engine Fuol Pump, A thre: having a centrifugal boost element and ewo gear type elements supplies the high fuel pressure required by the engine fuel system, ‘The centrifugal boost element supplements fuel cell boost pump pressure, Failure of the cengrifagal hott elemenr dacs not alfect engine oper: ation excepe during high fuel demands required at low aleiiude bigh Mach sumber conditions, Fisher of the geartype elements is capable af maintaining sufficienc flow to che engine Fuel control unit If one element stlement, engine-deivenT. 0. 1F-104D-1 Section 1 MAIN DIFFERENCE TABLE F-104A(1) F-104A, F-104C F-10486 F-104D J ASSEI55 THRU AESorga)] LAFSeored TU ssa | ARSE ASUS) KARSOSTIN THRU ST-BaL8!! arsr-and 4 035 CREW ONE OMe ONE Ta Te anne woe oe mee isser cee 6) nose wnscy | TRAE. ShResTauGreo | reavet wnaesiaicren | TRAV Unaesreteren | TRavaL gesraicre. | vaaveL aesinicreo TE By WING FLAP LEVER | BY:WING FLAP LEVER | BY WING FLAP LEVER | WITH VHING FLAP LEVER | WITH WING FLAP LEVER STHRING | /posirion, POSITION Posttiow WIRE UP POSITION | 1N THE UP POSITION [ poeta RETRACTS remeacts actiacrs serhacrs nETRAGRS roRwana FORWARD FORWARO ar At ; caves ruse ox feat ie Sze vera ceauire cxwvery | PRESET navy (PRESSURES provisos rns une | SINE. | HR Jott ano tn Soles ae eee fois acm HicH PRESSURE GAS EOUSORS Lifes LIG- | sapeeUIGUiO With | 6 Lit Liguio Wind | in LITER LIQUIe WITH | ta LITER Liowa were ovvon — [SIO METH PRessume | Peessuae su PRESSURE SUIT CON. | PRESSURE SUIT GON | #RéssURe SUIT cox Sven | SUIT GONTROL PANEL | cosThiog PANEL AND” | TROL PANEL AND | ROL PANEL AND TROL PANEL ww a AND NB=2, WOT OR! | ibs PReSSuie noel PRESSURE ps1 PRESSURE Woe] PRESSURE ioe PRES sue OEMAND-AEGULATOR | eMAND RORILATOR | DEMAND REGULATOR | osNaun AEGLEATOR ERAN REGULATOR ¥ 20 WM. GUN Figure 1-3 15Section | 7.0, 1040-1 ine ENGINE AND AFTERBURNER ee FUEL SYSTEM ‘aNGIRE \. ova = & . Poe Nit HIbH PRESSURE FUEL SIGHAL INDICATOR Ie PRESS URIZING ‘CHECK VALVE: ENGINE ALR INLET TEMPLATE WARNING LiGiT ok AU FRAME #OUNTED PACING AIR INLET TEMPERATURE GACEWS HOTE OW OUPL CATED (N APT COCKPLT. WARNING-LIGHT SHOWN ILLUNLNATED FOR IMERIATION OLY gs ey © Figure tot 161.0, 1F-104D.1 Section I Eewabsst NOzELE PostTion INDICATOR AE BAHAUST as TEMPERATURE GAGE | ToneTToN ArTERAURHER unr FUDL FRLTER i ip i | i i 1 i 1 at SECONDARY BOIAUST NOZRLE FLAPS PRIMARY EXHAUST NOZZLE LABS FLOW OLVIMER AND SELECTOR EAMAUST Na Lk VALE FLAPS AETUATOR eta MeSection I Engine Fuel Controt Unit. ‘This control is a hydewmechanical device which uses engine fuel as the hyde flow to the engine is comolted by the throttle aid is delivered uni. controlling medinm. Fuel J regulaced by the engine fuel conerol Fuel fron the pump, enters the fuel eanteol uaic through an fnler steainer, The strainer screen is spring-loaded and will by-pass feel 20 the fuel conical unit if the seroen becomes clogged. Major conteal cle- ments contivt of a metering valve and a by-pass volve, ‘The by:pass valve maintains a constant pressure head across the metering bby-passing excess fuel back to the engine fuel pump inler. ‘The metering valve is joned in response ta various inteenal operating und ineters fuel to the engine asa funetion of these integrated signals, Tncerconnected with the fuel control unit i the nozele arcx control system. A curott valve, locited in che fuct outlet port of the-engine fuel control unit, shuts off the fuel supply to the engi burners whea cither theottle is retarded to OFF, Inter connected with the fuel control is the nozele area control system, LINKAGE. SYSTEM. Various intereonne! vide a single pi consists of themttle: linkage, exhaust nozzle control Finkage, and variable state 1 signals are eranismicted 10 peo: ‘ontzol of engine thrast. The linkage and ialet guide vane Hinkage, The tates the input shaft of the main fuel control. The tle Linkage, ‘The aircrafr chrovcle mechanism s0- inpue shaft contains a sheave which converts the signal into & linear motion of @ flexible cable; The flexible cable links the main fuel conerot to the afeerbu er fuel conccal aad the variable area norele control, "Thrust selection iv provided through a 113 degree: cotation of the main fuel control shaft. Exhavet Nozzle Control Linkage, Exhaust novzte sched ule is trummitted to 2 variable displacement pump through mechanical Hokage, ‘The note position teansmiteed (0 the exhaust nozzle by linear motion of a flexible cable, ‘This motion indicates to thy control that che nozzle has produced che area chat was scheduled. 18 7.0. 1F1040-1 Inlet Guide Vane and Variable Stoter Linkage, The position of the vanes is transmitted by a linear motion of a flexible cable to the main fuel conteal. This signal indicates chat dhe vanes joned co cheir scheduled angles. vive hecume pos Inlet Guide Vanes and Variable Stater Vanes Control, ‘The inlet guide vaney and the vaci vanes are mechanically Tinked and affected by the same con dasa function 1. They are hydewulically, positin Of engine aie idlee temperature and cogine speed to eon teul aie flow through rhe isiGial stages of eompression. The tse actusgors of this system are supplied svith engine el pressure from the engine fuel control unit, The mechanical Feedbnek linkage of this system prevents over yt Wg actual vane travel or vant angle error posi unit, Refer t@ Section ‘WII for additional information. smite on to the servo ison in the enigine fuel control Inlet Guide Venes Emergency Reset Switch. An inlet guide vanes emergency reset switch (34, figure LG, and $3, figure 1.7) is inscalled on the lower left portion of the inetrumenc pancl in exch cockpit, ‘The switeh ds labeled IGV CONT and has two. positions, MAN and AUTO, ‘The switch is placed in the AUTO position for normal ground and indlight operacion. The MAN posi Alig nperacion, ‘The system [5 energized through the No. 1. barsery Bus Refer to Section WIE for additional informa jim is used for emergency i FUEL-OIL COOLER ‘The purpose of the fueboil cooler is to remuve heat is accomplished. by the nidin fuel flow acting as a eolant to control the from, the engine oil system. ‘Thi hemperature of the oil. The aseinbly consists af a fut! oil cooler, a fuct temperature: contrat valve, and Fuel bypass valve. ‘The fuel temperature control valve senses oil outlet temperature and contrals che routing of the fuel. ‘The by-pass val through the cooler; alse sul nat allow coat oll 90 go will by-pass fuel if fuel flow becomes: too high and it will by-pass oit if thu: fuel becomes two fs re cooler PRESSURIZING AND DRAIN VALVE, The pressuciing and drain valve maintains back pets sure to the engine fuel c rol sysrein in order to provide fan seceprable fudi peessore level for serve operation. ‘The valve opens to allow furl flow co she engine when7.0, IF-104D-1 THROTTLE QUADRANT 1 GeTICAL SOT FLECTRIGAL CARE aurTos Bw COCKPIT OM SPEED BRAKE SWITCH ‘SPRINE LaKgED 70 NEUTRAL IW AFT coGKPIn LCROPHONE BUTTON, WING FLAP Lev WING PLAP LEVER UP = CURED RADAR AND MANUAL RANI RIP FORWARD COCKPIT ONLY, Section | Figure 1-5 discharge pressure exceeds a preset value. ‘The drain valve in the unie is used to deain the engine fuel man fold when the engine is shur dows. THROTTLES. ‘The forward and aft thrortle quadranes are mechanically intereonnerted ‘and are identical, except that the aft quadrants (figure 13) ase labeled OFF, IDLE, and FULL. ‘The theattles are spring-loaded in che inboard direction so thar forward motion from OF thea 10 drop tase IDLE wit from IDLE to the point where 3 ‘will cause ¢ Fotcing. Full travel wary Thrust Is reuehiod is by sinsight forward movement, During engine ground starts the throtcle ic moved from OFF (0 IDLE position which opens che fuct cucoll valve. After the engine ras stirred, throttle advancement increases engine speed uacil 100% rpm is reached. At this point, maximum eagine speed is attaisied and # governed at dhis eat throughout the remainder of throttle tavel inchading maximum after- burner, Afterbusning is initiated by moving the throrele ourbaard.and forward inte the aftethuener slot. A sub. stantial theust yatiacion obj tle Hinkaye provides che correct amount of f the afterburner range can be ied by movement of the cheottle in this slot. Throt 8 to pre vent the lever from creeping, so no separate ehrottle frie tion control is provided in either cockpit. A-pocenti- ometer with « built-in switch for gunsight manual range conteol is installed in the grip assembly of the forward throttle, Each throttle ineoeparstes a speed rake and a push-hurtom switch for the microphone swite An électeival gunsight cage button is insealled on the forward chrowle only. Throctle-actuated switches for the Janding gear warning sigoal circults are installed in both throtele quadeants, 19Section 1 AERODYNAMIC VARIABLE AREA EXHAUST NOZZLE. ‘Two sets of flaps, operating together, provide the vari able exhaust area, The primary exdause nozzle flaps are hinged vo the aft end of the ail pipe, and contro! che cnavergent portion of the neazle, secondary exhaust portle laps ure hinged ro » suppore sing, and contso! the divergent partion of the nozzle. (See fignee 1-12.) ‘The two sets of aps are Tinked together aed maintain a scheduled aremand:spacing catie which i infinitely variable between extremes Movement of the flaps is amplished aueomati iy by four synchronized bydeau- Fie actuators. The exhaust gases leave the primary laps ac somic velocity, and are accelerated to supersonic velucity by the controlled expansion of che gases. Thi expansion is comtzolled by che cushianing effect of the secondary airflow through the annular passage between the two sets of flaps SUCK-IN DOORS, Cooling air for engine ground operation i supplied through four single and four double inboard opeaing sucloin dots (spring Inaded 10 closed) just aft of the firewall. BY-PASS FLAPS, During flight, secondary: airflow is supplied through ically operated cogine aic by-pass aps installed aC the joint between the main duct and the engine. Lcetrically operated valves, actuated by the main landing gear door uplock switches, allow Na, 2 hydraulic pres sme to open the iwo lower by-pass aps when the Janding gear is retracted, his to bypass che engine. When the linding goer is ex readed, the wo lower flaps aze closed. Elect wes excessive ram air for operation of che by-pass Aap valves is derived fram the d.c. monitored bus. EMERGENCY BLOW-OUT PANEL. ‘An emergency blow-oue pane! is installed on dhe boctom of the airplane forward of the hydrnulic panel to relieve excessively high pressures which could huild ap jo the afe fuselage. 110 7.0. 1F104D-1 NOZZLE AREA CONTROL SYSTEM. ‘The nozzle area control is an electro-hydromechanteal computer, “The parumeters affecting operation of the nozzle area control are throttle angle, oozele posi an electrical overtemperanare signal From the cemperse ion, ture amplifies, and an ‘oflspeed” signal from the engine fuel control unic. Regulared servo fuel is received from the: main fuel control ta operate the bydewulic force amplifiets in the norele area coatiol, ‘Throttle angle ind exhause gas teinperacure ate the parainecers used to schedule the correct nozzle area. ‘The two parameters are combined within the aoezle area control. During. engine opecation in the sub-Milicary regiom, nozzle area is primarily a function of chrottle angle. ‘The nozzle is scheduled full open at IDLE and the area is decreased as the throttle is advanced wo Military. However, dusing 4 rapid chrottle burst, che main fuel control unit. gen= erates a hydraulic “off-spetd” signal which is delivered to the nozzle area control. ‘The signal overtides. che mechanical nozale schedule as established by the throttle fe, permitting a rapid increase in engine rpm. During engine operation in che Military Thewst and afterburner region ic becomes necessary to limit the nozzle schedule established by chrotcle angle to prohibit exhiuse pie temperature from exceeding the design limits, Pehaust ‘gas comperatuse is sensed hy twelve dual fnop: thermo~ couples and the resulting signal is transmitted to. the perature amplifier, The amnpliier, which seccives its pawer supply’ from che engine driven control alteeaator, compares the thermocouple signal ro a pre-set reference voltage representing desized temperature, The difierence is amplified and teansmitved 0 the nozele arca control which overrides the mechanical schedufe the ‘open direction, Temperature Amplifi ‘The cempurarure amplider provides an electrical signal o the nozéle area cantrof, This signal overrides the mechanical schedule af the primary nozzle, preventing covertemperscure operation of dhe engine, The amplifier es power from, the control altecnator and an electrical sigoal representing actual exhaust gas tem= pecaruce from the thermocouples. The thermocouple generated signal pared toa signal representing desired exhaust gas. temperature, The diference voltage is amplified and delivered 10. the torque motor of che nozzle ares conteol.To. 11040 ible. pressure, variable displacemenc pump driven by a Nozzle Pump. The nozzle hydraulic pump is 4 v Single engine shaft, The amount and direction of flow are determined by a mechanical push-pull signal from the Hiorzle area control Exhaust Nozzle Flap Actuators, There aire four exhauise nozzle flap hydeaulic actuators which ace ‘supplicd with high pressure engine oll foam the norzle hysraulic pump. The four actuators, are equally: spaced and are Ie ‘The nozzle actuators. mechani sted on the tailpi ally open and cluse the nezzles automatically through series of rads and fevers, Exhaust Nozzle Control Switch, An exhaust apzele contzol switch (10, figure Lat and 9, figure 1-10) is located on the: lefe side panel in each coekpit just forward of the thrattle quadrant, ‘The switch is labeled NOZZLE CONTROL and has wo positions, MANUAL and AUTO. The temperature amplifier control of the nozzle aren control system is energized with dhe switch in the AUTO position. If the temperature amplifier syscem malfunctions, che pilot may override the automatic Feature and close the exhaust ozéle to the mechanical schedule by placing the switch in MANUAL. With cho switch ia MANUAL, thece i fg automatic temperature modulation Note A failure of the ipdromechanical portion of the nozele area control system is also a possi- bility. Under this condition, conteal af the exhaust nozele may nut be possible. Exhaust Nozzle Position Indicators. An indicator, (15, figure 146 and 14, figure 1-7) located on the right side of each instrument panel, shows the @xit area of the exhinest norile, The instruments are placarded “NOZALE POSITION” and are calibrated from 0 through tu. Power for the instruments is-derived bus. from. the instrument ENGINE STARTER AND IGNITION SYSTEMS. Engine Starter System. ‘The engine is equipped wich an air driven starter which requires air from a ground turbine compressor. Seclion | J The recepucle for conmecting the aie supply ine is located in the right tain wheel well. A spectil electsical ie pro _feceptacte locaced adjacent 10 this air connect vided 1 permit electrical cansection from the stare switches to che electrically controlled air valve on the ground starting unit, If this eleetrieal connection is wide, dee pilot has control of the start; starting ate £0. the kogive stacter is peovided through electrical opera- tioa of the valve by the pilot, A centeifugal switch closes the air valve to disengage the starter automatically electrical con- Between 42 and 474 engine cpm. If nection is not-made, the ground crew manually: positions the valve open and close on signal from the pilot, Engine Ignition System. Dual ignition systems are provided for a fisbility, Exch) system has. an individual battery bs, switel and spask plug. Whee ence igaition circuit sctected will supply power to irs. respec five spark plug for 45 seconds ar until the stare switch i siived to the STOP-START position, The spark plug will ignite the fuctaie mixsure in nity. Tgnition i propagated through combustion chamber cross fire sg yien Fig, he ig when the tigger is depressed and remains energized tubes, Duri ircuit is energized far 10 t0 15 seconds after release, This provides stand. on For irnm diate eagine celight iF flameout Start Switehos, Tove stare svvitehes each cuckpie (Aigure 1-13) ‘are fo- ated on the feft forward panel and are Labeled No, 1 and No. 2, ‘The switches have i START, SEOP-START and x center NEUTRAL posion, ‘The switches are springdloaded {com the START and STOP-START position to NEUTRAL, By momentarity placing either Start switch to START, battery bus power is supplied to energize the ignition circuit and begin the 45 second ignition cycle. During. the ignition cycle, the stare he used to begin a completely new 45 second cycle, Placing the stare switch in the STOP. START posit Both switches may be used simultaneously to energize the Ignicion sys ‘This provides dual airseart switches: may n distoneinues ignition, tems during aie starts relizbility. When the special electzical connection is made between the airplace and the contral valve, the’ start switeh alse. contsols start‘Section | TO, TF-104D-1 FORWARD COCKPIT INSTRUMENT PANEL {TYPICAL} 1 RADIO niscneric tnaxearoR x 2 FIRE WARNING LIGHT 12) 2 3 stamn-sv-cowpass a 4 TURWANO SLIP INDICATOR x 5 ENGINE ALG InEET TEMPERATURE GCE a & INGINE Ala INRET TEMPERATURE WARNING LIGé % 2 AIRSPRED AND MACH NuMBER INDICATOR A ALTIMETER 2 9. DiRECAIONAL wsorearoR a 10 CouRSc INDIGATaR a HL ATTITUBE InpicaroR a 2 VERTICAL vata tNicaToR 3 15 TACHOMETER 2 1 SoeaUST GAs TEMPERATURE Gate = US IMRUST NOBZLE Pos THOM iNDIOATOR 4 18 AiTO-PITCH conmaOL INpucATOR s VP SURLQUANTITY INoLEATCR 3% 1 ASTER CAUTIOR LIGHT ANO RESET Ba 2 9 AAM AiR TURBINE EXTENSION HANDLE CABIN ALTINEE » gure 1-6 1914 133 FUEL FLOW INDICATOR HYDRAULIC SYSTEMS PRESSURE GaGe DIL PRESSURE GAGE WWORIULIC SSIEMS PaEssbiE StaxctoR suite: FACE PLATE HEAT RAEOSTAT. ESCAPE HATCH ZTTISON HANDLE. (UNMODIFIED AtRCRAETT [CANOPY IEFTISON ANGLE «MED IFIED AIRERAZT} ARMAMENT COMTROL ONNEL RUDDER FEAL ADISHWEMT HaNouE RAQAR SCOPE AND COMRDL PANEL ACCTLERODETER cloex WING FLAP POSITION MBICATORS GuNseGiT can@ot Suniches INLET GIDE VANES EMESOEAGY RESET SwiTeH LANDING CEAR POSITION INBICATOR LIGHTS. DRAG CHUTE Hance STABILIZER AND AILERON TAKE-DEF TInt NECATOR eis MANUAL UINDING GEAR RELEASE HANKS peeTO, IR 1040-41 Section 1 AFT COCKPIT INSTRUMENT PANEL (TYPICAL) RADIO MAGNEME INDICATER FIRE WARN IME LIGHT 12) TURN ANE SLIP INDICATOR, ENGINE AIM INLET TEWPEAATURE SAGE ENGINE AIR INLET TENPERATURE ARMING LIGHT AIRSPRED AN MARCH NUMBER INDICATOR: ‘ATIMETER DINECHIONAL INBiCRTOR ‘COURSE ADICATER ATTITUOE INDICATOR VEREIGAL VELOCITY INDICATOR TACHOMETER . -EXHAIST OAS TENPERATUREE GAGE EXHAUST NOZZLE POSITIGN INDICATOR FUD. QUANTITY INBICATOR ‘ANTD-P/TCHE CONTRDD. |WBIEATOR MASTER CAUTION LIGHT AND RESET BAR- Ate AUR TURBINE EXTENS 0 HANDLE CABIN ALEIIETE SULERSSRENS SRONRS Figure FUEL Fubi iNDICANAR HYDRAULIC SYSTEMS PRESSURE GACE OL PRESSURE GAGE HYDRAULIC SYSTEM PRESSURE SELECTOR SWITCH “FADE PLATE HEAT RHEOSTAT ESCAPE HATCH JETTISON HANDLE {UNANGO|F/ED AURCRAETS “CANOPY JETTISON HASOLE (D0 FLED AIRCRAFT) RADAR CONTROL TRANSEE® PAPEL (DELETED) RUDDER PEGAL AD USTIAENT HANDLE RADAR SCOPE AND COMRO, PANEL ACCLLEROMETER. cack (ING FLAP POSITION INDICATGRS. LANDING GEAR POSITION INDICATOR LIGHTS: IRET GUIDE VANE ENERGENCY RESET SwTe DRAG CHUTE HANDLE ‘STABILIZER AND A|LERON TAKE-OFF TRIM FDICATOR LIGHTS MAMMAL LANDING GEAR RELEASE RANDLE sees‘Section | Ve otra FORWARD COCKPIT—LEFT SIDE (rveicauy THUNDER TOR LAG ANTI-G-SUIT VALVE Roguuisirs 2 ich TRIM AND. STABILITY CONTR PANEL FUEL CONTROL Prva. STANDY. COMPASS CORRECTION “CARD HCE ER AURILIARY TAIN Costnt, ANE Wine FLAP Lev n wR vB “4 co 3 DUMUST HOZELE CONTROL suet rani AN ELROUIT BREAKER: SANE MISSILE COATBOL PANEL een CONTROL Senator vite COMO Tenses tan ‘GROUND TEST PANEL react7.0, 1F:104D-1 Section 1 FORWARD COCKPIT—RIGHT SIDE (TVPicay VenTiLATio: SUT BOMTR suTEH 1] TRUNDERSTORN LIGHT 1d CANOPY INTERNAL LOCKING LEA TP OMirlen ANRCRAFE 1S CIRCUIT BREAKER Pam 1 Jh4 OeeCeINNAL IDicaTOR 1 FORIVARD PANEL, 2. HEINE OIL PRESSURE aecoed cana) £ 3) CANOPY: INTFRNAL Looks: LEVER UNMODIFIED ALRCRATT ) 4 TIPE WOW TANKS conmtc.- PANEL pry ENDIGCARGR LICHT LEAT IN: CONROE Phe. 5. RAM ALR SCOOP LEVER 18 IWERIOR AN TERIOR % FLOODLIGHT «(2 ) LIGHTING GOMROL PANEL 7 cowPuTER. 10 INTERPACNE CONTHOL PANEL 8 AVR REFUELING PROBE Liga SwiToH 20 ATF CONTROL PANEL 4° SPOnIGRt 2. CEO UIST ib PAINE MpTEREING SuaTeH 22 WHE NAVIGATION CONTROL Pan 1 THUNDERSTORM LickTS. SuTC 1 chYOIN PANELS reunion Figure 1-9 :Section 1 T.0. 1F-104D-1 AFT COCKPIT—LEFT SIDE (rvPicauy 1 THanpeasToRs UGH 2 RLOOBLESHEI2y 3 ANTI-€ Suir VANE spout 5 STABILITY CONTROL PANEL. & FUELGOMeD| Pant 7 a 0 w ‘AUXILIARY 78M COATRAG AREL ‘niuortap cever EsHAUST NOZZLE Contax SmTCR THROWTLE. FORWARD PANEL 12 UF COMMAND RADIO. ‘CONTROL PANEL Yer ana Une Conroe TRANSFER PaLEL 7M FIRE CONTROL SYSTEM TEST BAN 15 CIRCUIT anennen Pane Figure 1-10 ’ 116SPOIL GH e 7.0. 1F104D-1 Seetion | AFT COCKPIT—RIGHT SIDE (TvPicat) e FoRWagO Pate ENGIKE Oil, PRESSURE feCOMO CARD TPIT TAMAS furry tno aoe Lieu CANDY. INTERNAL LOCKEINS LEVER CukMcairatp aiRcRArT RAN AiR’ SCA0m UR PIEGH SENSOR AND 2//01- HEAT SICH uA THMNDERSTERM Lich: = 17CH scour CARDOY INTERNAL CaceaNe LEVER A Cron F9e0 AIRERAFE THUNDER STORM! LIGHT CIRCUIT BREAKER Pai INTERIOR LIGHTS CONTROL PANEL CHECK LIST. INTEXPHOWE CONTROL PANEL {VE NAVIGHAIO CORMBIOL PANE AMYCON PAMELS| Figure 1-11 é VazSection | 1.0, Engine Motoring Switch. ‘The engine mocoring switch (10, figure 1-9), located in the forward cackpit om the right concole, spring loaded fram ON to OFF, Itis provided co energize che ground turbine compressor air valve whi air to the engine starter fot motoring the engine without ignition, The engine motoring switch is electrically pow- ered from the No, 1 battery bus. (Refer to Engine directs compressor Starter System in this Section for informarian on the ground curhine compressor and engine. starter.) Fuel Flow indicators. A fuel fow indicator (21, figure 16 snd 20, gure 1-7) is located on the lower right insteument panel ia exch cockpit. They are operated by a dowmeter installed in: the engine fuel Hae. These iasteumeats indicate the tate ‘of fuel consumption in pounds:pee hour and are cali- brated 10 12,000 pounds. ‘The system receives. 26-volt povwer (som the instrument ae, bus through eke i vent suco-transfermer and fuses on che electronic ee compactmenr circuit breaker panel, ‘The instrumencs do icate afterburner fuel flow. Engine Air Inlet Temperature Gages, A temperattire gage (5, figure 1-6 and, figure-1-7), located ex upper left side of each instrument panel, measures engine air inlee tommpecacure. ‘The temperature detector is located in the right 20 KVA, ae, generator blast tube which caries engine inlet air from the right intake duct. The instruments are calibrated from —7o° C and receive power from the 28-volr dc. wonitoced bus Engine Air inlet Temperature Warning Lights, A plocard-type warning light (6, figuee 1-6 and 5, figure 1-7) is [ocated on the upper left side of each main insen |. ‘These lights are energized from the de emergency bus when engine air inlet comperature exceeds ‘he limicacion, When energized the word “SLOW will ash on acd off and alert che pilor to slow the airplane to avoid cagine damage ment Exhaust Gos Temperature Gages, ‘An exhaust gas temperature page (14, figure 1-6, and TF-104D-1 15, figure 1-7) is located on the right side of ench main inscrument panel. The units are operated electrically by selfigencrating thermocouples and provide visual indies. tions of exhaust gis temperature. They are calibrated from 0° G to 1000" C. Tochometers The tachometers (13, figure 1-6 and 12, figure 1-7), one mounted on the righ side of exch main instrament panel, register engine speed in percentage of maximum rated rpm (7460). The instruments aze powered by tachometer generators which generate a frequency propoctional to id therefore clo noe require power from I system, Oil Pressure Gages. ‘An oil pressure gage (23, figuee 1-6; and 22, is mounted on the right side of each lower instrument gute 1-7) panel. The gages register off pressure in pounds per square inch, The gages ceceive power from the instm iment a.s; bus through the 2¢-vol autotransformer, AFTERBURNER SYSTEM, The afterburner section is located just aft of the turbine section and i comprised of the tail pipe, aecndynamic Variable area exhaust noz#le; pilor burner, spray ban, wd manifold. ‘The afterburner provides theuse atugmen- tation by injecting addition fuel into the exhaust _gases and igniting the mincuce, ABTERBURNER FUEL SYSTE Fuel from the airceaft fuel tanks is admiteed co the afterburner on-off valve, which passes the fuel co the afterburner fuel pump when the afterburer is operating. (See figure 1-4,) From the afterburnes fuel pump dhe fuel passes to the afterburner fuel conccol and thea co the alterburner fuel-oil couler. From the cooler the fuel passes duough a filter to the low divider and selector valve and on to the spray bars, Fuel flow is esken immediately downstream of the pressurizing and drain valve to the engine fuel system and is used for purposes. ‘The igsition system receives power from the No. 2 ac. Bus, ition7.0, 1F-104D-1 ‘Afterburner On-Of Valves. ‘The afterburner on-off valve is.an integral pact of che afterbamer fuel pump. Ic is located on the infec of the pump and allows fuel co piss into the afterburner fuel pump upon recéipt of a high pressure fuel sigaal from the engine Fuel control unit first by throttle position and'second by engine speed. If either theottle is advanced into the: afterlueaer region, the high pressure: fuel signal will be applied co the speed control valve in the engine fuel contral his sigoal # controlled unit, Hf engine speed is high enough the signal will pass through this valve and into che afterburner on-off valve ‘i afterburner I che valve thereby actuating it. If there t no sig remain closed and no fuel will enter pump. Afterburner Fuel Pumps, The ofserburnes fuel pump is an engine-deiven centeif- hgal pump. Although it operates continuously, it dis- charges fuel to the afeerbumer fuel system only whea the aftesburne: on-off valve is opea. Aflerburrior Fual Control ‘The afterburner fuel control i Haked iechanically eo thu engine fuel control unit, Fuel catering the after- burner fuel control is metered by the fuel contro! ii response to throwtle movement and changes in com- pressor discharge pressure (optimam fvel-air ratio), The afterburner fuel control is made 10 hold a constant pressure drop actoss-an orifice while the area of that orifice i varied in accordance wtih theattle position aad compressor discharge pressure. Aftorburnor Fuel-Oil Coster. Fuel from the afterburner fuel control passes through the fuel-oil cooler which removes heat from the engine much the same manner as the fuelail cooler in the engine fuel syseem, Flow Divider and Selector Walve, Metered fuel from the afterburner fuel control passes through che fuel-oil cooler-and fuel filcer to che inler of che flow divider and selector valve. Here fuel is distrib- uted to che various spray bar sectors to obtain he bese spray. pattern for the condition of afterburner required, EXHAUST NOZZLE PRIMARY EXHAUST NOZZLE FLAPS estas Figure 1-12 Afterburner Sector Light Up. The flow divider and selector valve assembly distributes fuel to rhe spray bare in sequence (see figure 1-15), There ave four stages of fuel Low: 1, Primary sector. 2. Secondary seetor, 4. Prieiacy uaiform. 4, Secondary uniform, When cither chrotle is first advanced into the after burner position, the primary sector lights up. Further advancement causes the secondary sector t0 light up. When the chrotle ts advanced scill furcher a distince increase in thrust occurs, As the throttle is advanced to the maximum afteeburnee position, the secondary form (final) manifold flows fuel, This is full uaifoem bucaing.ih Section | 0, 1e1040-1 LEFT AND RIGHT FORWARD PANELS (MODIFIED AIRPLANES) LANDING. GEAR LOVER UPLOcK, LANDING cEwe, Loves veLock feria Figure T-13 or)0. TR104D-1 Section | AFTERBURNER FUEL MANIFOLD [PRIMARY UNI FORD ANE SECONDARY UNIFORM BR a wan sectoR, i SECONDARY SECTOR BRE Pruner Uvironms ESE Seconcnny tauran Figure 1215 Afterburner Ignition System. Afterburner ignition is eoneroiled by a throttle actuated ignition switch, ‘The afterburner ignition unit receives power fre No. 2 nc bus whoa the dheoule is moved (0 any position in due afterburner range, A spark plug locaced within the pilot burner operates continu ously during afterhuming, assuring postive ignition of the pilot Burner VARIATION OF ENGINE SPEED, TEMPERATURE AND NOZZLE AREA WITH THROTTLE POSITION Refer to Confidential Supplement T.O. iFa0tDa1A. Figure 144, OIL SUPPLY SYSTEM, The engine oil system is operated automaticilly, (Refer 19 figure 1.39 for oil grade and specification.) The sys teit uses 4 U8 gallons of oil in a 5 US gallon. tank (1 gallon expansion space). Necessary pessure anid seav enge pamps and supply lines co those areas requicing lubrication are provided, Fogine oil also is used to actuate the exhause nozales, The flow of engine oil for the exhaust nagale actuators is contratled automatically by. the aoszie area conteol system. Access to the oil quantity dip stick is provided oa che cop surface of che fuselige directly over the wing. ENGINE OlL PRESSURE RECORD CARD, An engi we oll pressure record card { 1-11) is provided on the forward right side of both cackpits, This card! lists the aormal engine oil pressure at Miltary Thrust for each engine figares 1-9 and ixplane combination. ENGINE GIL LEVEL LOW WARNING LIGHT. Qa AF Serials 37-1329 and subsequent and modified aircraft an ENG. OIL LEVEL LOW warning High installed on each warning light panel The warning lights are setuated by a pressure switch in the engine hysdrautic supply line. A seduction of oil level in che 1:44Section | tank’betow the hydraulic supply line (approximacély 0.8 galloas) will resule in lass of engine hydraulic pressure therchy illuminating the warning lights. The lights do not ditectly measuee oil-quantity in the reservoir. Lilum- ination of the lights alsa illuminate the master caution lights. Both lights are powered from the 28 vole dic emergency bus; FUEL SUPPLY SYSTEMS. The airceafe fuel supply system (Figure (-16) consists of une main fuel cell comprised of faur separate incercon- nected, bladder-type aonself-sealing ‘eclls, four tank- mounted submerged hoost pumps, « shutoff valve a. sonbiag and electsical cir= suits. Flapper valves are installed between the forward ain and aft center fuel cells which permit fuel te flow by geavity from the aft fuel cells to the forwaed. sain fuel cell A fillee well in the aft center fuel cell is vesed to sevice all four inzernal fuel cells, All che neces: sazy plumbing and eleverival cireuits ace provided for the installation of tip and pylon tanks. For fuel speci and grade refer to figure 1-39. Refer to figure 1-21 for fuel tank capacities FORWARD MAIN FUEL CELL, All of the fuel that goes to che engine is fed feom che forward main fuel cell. Fuel from che aft center Fuel cell enters the forward main fuel cell through two flapper valves. Fate! from the external tanks enters the forward main fuel cell through a transfer float valve. A low level warning switch, quanticy cransmitter, four boost pomps, two vent valves, and a fuel manifold are located inside of the fuel ceil. Dein valves are located in the four corners of the fuel cell and are accessible from ontside ‘of the airplane, AFT CENTER FUEL CELL The aft center fuel cell is locwted between the engine inlet ducts, Two vent valves, a duel fuel level control valve, a quantity transmitter, and cwo drain valves are in the fuel cell. The drain valves ase a¢ the forward bottom end of the fuel cell and are accessible from the focward end of the whéel well. AFT RIGHT AND LEFT FUEL CELLS. aft right and aft left Fuel cells fit arouadl che engine aie fulec duets oudboard of the afc comer fuel cell. Hach fuel cell is connected hy thes, at the top and bottom, (0 the aft center fuel cell. Fuel flows to che aft center fuel cell dirough the boctom tabe, The top tube serves as 4 vent connection, These fuel celts and che aft center fucl cell will heeeafver be considered: and referred 10 as the aft miain fuel cel 1-22 T.0. 1F10a0-1 ‘AUXILIARY FUEL CELLS. On AY Serials 57-1529 and subsequent, theee dusiliary fuel cells are installed. These interconnected cells have combined capacity of 98 gallons and feed by gravity flow (0 the forward main fuel cell, A flapper valve is installed in the lowest auxiliary cell to prevent reverse Bow From che forward main fuel cll, FUEL BOOST PUMPS. A houst pump is installed in ouch evrner of the forward smizin fuel cell. The pumps ace operated by § phase ac, mutors. Power te operate the No, 1 boos pump is sup- plied foam che emergency a.c. bus. The No. 2 boost pump is oa the No.2 ac bus. No. 3 and No. 4 beost pump power is supplied from the No. 1 ac. hus. The pumps are manifolded together through check valves into the main fel supply line and to the engine, ‘The main fuel supply line is roueed aft from the forward fuel cell to the shut-of vulve, A ne connects che shutoff valve co the fuel straiger. A drain valve and am overboard drain line ace plumbed from the strainer sump, ‘The fuel from the strainer js routed through flexible hose to the engine and afterburner fuel pumps. The boost pump: circuits are cacrgized any time the aixplane eleecsical system and the circuit breakers ace ia. The pumps supply fuel at\35 psi. A foel pressuce switch located in: the main fuel supply line, downstream of the boast pumps, is installed to check boost pump operation by ground maintenance personnel, No fuel pressure indicating sys. tom is peovided in the cockpit. FUEL TANK PRESSURIZATION AND. VENT SYSTEM. The veor syster vents the internal fuicl cells, provides sclfepressurization of the fue cells a clitab to’ prevent toss of fuel, and provides controlled pressurization of the fuel cells ina dive. Vent Float Valves. Four-vene float valves ace installed in the system: Two are in the forward main fuel cell, and ewo are in the afe center fuel cell, ‘The valves ate float-actuated and close the respective fuel cell vene ia all artieudis of Mighe when the fuel reaches « predetermined level at che valve, This prevents fuel from flowing out of the vent,1.0, 16-1040-1 Altitude Vent Valves. Au altitade-closing vent valve is provided, lis purpose is to peovide self-pressutication of the fuel cells in a clin, reduce lass of foel at high al ides, allow for depressurization of fuel cells on the ground, and tain Some meusure of fuel cell pressurization ducing a dive Auxiliary Relief Valve. ‘An inexilisey folief valve, which woeks in conjunction with the altitude vent valve, provides pressure andl vacuo relief if edhe altitude vent valve Fails Prossure Regulater, A dal ait pressure regulator miintains an alr pressure differential becween che fuel cell eayity und the inside of the fuel cell, Richer side of the dual reguslacor és capable, by itself, of fulfil lator senses pressure within the fuel cells and pressure the entire requirement. "The cegu= in dhe Fuel cell cavity and closes when the pressure within the fuel cells exceeds the fuel cell cavity pressure by a preset vale, EXTERNAL TANKS. Provisions are included for carrying tip tanks and pylan fanks, on exch wing, (Refer to figure |-21 for capacities.) A.Gp and pylon tink awtodrop system sod a means for sclectrically jettisoning the tip tanks, pylon taki and pylon racks are provided. EXTERNAL FUEL TRANSFER SYSTEM, The flict transfer system provides a means of teanster- ring Feel from the-tip and pplan tanks to the forward main fuel cell, ‘The fuel is transferred by using: sie pres- sure supplied by the engine compressor, Air is cooled by the primary heat exchanger and is controlled by a pressure regulator det to maintain @ constant psi prec sire, Fuel ia the external tanks moves fzom ee afe com= partment to the forward compartment through’ a tube. A door af the forwacd end of the tuhe permits flow of fuel oaly in the forwatd ditection, The fael outlet to, the transfer line and the forward main fuel cells is ia the forward eompattment af the eseefnil tanks. ‘This coiipartment contains & low level flowe shut-off switch which automatic; shuts off che transfer valve and presurizing ais when che tanks ate empry or jettisoned, Section 1 This prevents engine blosd air from entering the fuel srunsfer lines and internal cells, Snilfle valves are to ued in the tip tanks and in che pylons which support the pylon tanks, They act as relief valves if a regulator malfunctions. A failure in the cegull to fail in the open position, ‘The: unit is vented to the atmosphere by-a line on the left side of the fuselage. Nate A nominal amount of fuel may be vented overboard through the fuselage overboard vent at the time the tip tanks become empey Air Shut-Off Valves, The air shut-off valves iice installed: in che engine compartment on the left side. Onc valve shues off the supply of engine compressor te the Gip tanks and the other shuts off air to the pylon tanks, ‘The valves are motoroperted and ate conteolled by low level dae switches and limit switches in the external tsak jercisoning, system, Fuel Transfer Float Valve. «A fuel transfer float valve The valve cone The level of fel ia the forward! main fuel cell is maintained by move ment of a float valve inside the valye that opens and ‘loses.the valve by ies movement until external fuel is is installed in the forward main fuel cell trols fuel transfer from the external tanks exhausted, External Stores Auto Deop System. ‘Atip and pylon auto-dtop system is provided, If either a pylon oF a tp tank becomes disengaged accidentally, the system will auewmatically jeetison both the dis- engaged tank and the corresponding tank on the epposice wing, provided the aigplang electrical system is in oper- ation, ‘The system is powered from the d.c, emergency bus.. Safety pins are provided for the ip and pyton tanks (0 prevent the auto-drop system from operating when one tank i intentionally removed, ‘The pins are inserted oder each wing for the tip t the pylon tanks. ks and in the pylons for Note The auto-drop system is ia opecation whea missiles are on the wing tip. Only in event af missile launcher becomisg disengaged ‘will the suto-drop system function as desctibed. Missile firing will noe activace the. system, 1-28Section 1 1.0, 1F-104D-1 FUEL SUPPLY SYSTEM Ea (AF SERLALS PRIOR TO 57-1329) Nie pressure ant \ aenULATOR — PRINARY nar} excutyae = MaTOR a8 VEN IR PRESSURE. SHUI-OFEW ° Tie TaN 5 Prioh arg very UGHESHITEH S 4 ey YLON TAN DF ivicrsine saetroe onive aA LON TAN . SS WARRING LICHT 4 Lior - VANS Se ua FUEL Quant? INDICATOR SiMs-oFF ‘valve swore " 5 ‘4 > rms rosa Aig. foastlatnan SHUG AVE “VANE roa Lap Buy ee: 4 CHECK VALVE Tomei neaND AFTERELRNER EL PUES. Figure 1-16 1.24TO. 1F-104D-1 Section I FUEL SUPPLY SYSTEM (AF SERIALS 57-1329 AND SUBSEQUENT) EXCHANGE TANK FUEL AND AIR REFILLING SAECIOR SviTEH SINGAE- POAT herveunc RECEPTACLE MOTOR ORIEN ‘AIR PRESSURE SHUI-CEE VALVES seccreo TANKS ery WARN Ne Usat _ Wettills - [RE Norn Fon aw eee We. sr gia eRessune aruetns EAA rW0 way ron ow event SOWPRESSO Arie Fae] oHteK va Cresimerce |—— azcrnicar comnecrron J+ — MEH caL Liskace FAL pou Susi EW oorsero vavves @ SMe vaye FB) aura, raanseen stur-ore TRANGERR FcAT SWITCH + DUPLICATED IN AFT CotKPIT Fou. SHUT-orr ALE moon ARMING Lint & AUDI LIARY Fue. cet RANSEER FLOAT AWE Fuel QUANT INDIEATORE roa Sharare SwiTeH® Figure 1-17 1-25FORWARD COCKPIT CIRCUIT BREAKER PANELS 1.0, 1F-1040-1 Figure 1-18 FUEL SHUT-OFF SWITCHES. A fuel shucoft switch (gure 1-20) is located on the Ieft console of exch cockpit, ‘The switches are guarded to the ON position and are powered from the Nev 1 battery bus, Both switches aust be in the ON position to eleccrically open the fuel shunoff valve lucated just afc af the main fuel cell, If either swicch is in che OFF positian, the valve will temain closed. ‘The valve ix motordriven, The motor i connected to the battery No, I buss through the fuel shut-off switelies and theeugh avelvenit breaker in the electronic compartment, ‘The valve provides a means.of shutting off fuel to the engine for ground maintenance or fa ease of fire or crash landing. EXTERNAL TANK FUEL SELECTOR SWITCH. (AP Serials prior to 57-1329) A cwe-position external tank Fuel selector switch (figure 1.20), installed in the front cockpit ooly, is used to con- trol the external fuel selecene valve. ‘The switch is taheled 1-26 PYLON acd TEP, Power to'aperate the valve is supplied by the dc. monicored bus through the air shut-off valve relays, the selector switch and a dreuit Becaker on the electronic coimpartment panel. Note If the de. monitored bus fails, the fuel selector valves will fail to the open position. ‘When fuel level in the forward main fuel cell is lowered, a transfer float valve allows fuel (0 transfer from the selected external tanks. Note With boch tip and pylon tanks installed, fuel will be transferred from the selected tanks: however, with tip or pylon tanks only installed, or if one set of tanks become empry ar has been jetclsoned, fuel will be transferred automatically from the installed tanks regardless af selector switch position.10. 1F-104D. Section I AFT COCKPIT CIRCUIT BREAKER PANELS Ce eceeer ie Figure 1-19 External Tank Fuel and sir Refusling Selector Switch. (AP Serials $7-1529 and subsequent) Solenoid-operatsd external fuel selector valves permit fuel to be transferred feam both sip ranks ar from hath pyloe tanks, The selecior valves ate conneceed v0 the ile, monitored bus ehrough the air shut-off valve relays, the fuel selector switch (figure 1-20) on the fuel control panel and a circuie becaker on the electronic cinmpare- ene pangl. ‘The four-position external cink fuel and air refueling selector switch is fabeled PYLON, OFF, TIP and AR. ‘The TIP, PYLON and OFF positions. Kontrol valve aperstion as long as external tanks are installed, A transfer float valve in the forward main {uel cell allows fuel transfer from the selected external tanks when the fuel level in che forward main fuel cel! is lowered, ‘The A/R position is wsed for ground and ait selugting Refer w Exernal Tank Fucl Agd Air Refueling Selector Switch ix Section IV, EXTERNAL STORES JETTISON SYSTEMS, “fwo clectrically’ independent systems for Gring the external stores ejestors are installed. Forward cockpie ‘controls ace duplicated in the aft eockpit. No manual meant of releasing external stores are provided. External Stores Release Selector Switches. An external stares release selector switch (figure: 1-20) is located om the left consale in each cockpit. ‘This _goacded switch is labeled PYLON, OFF and TIP. When yy position other than GK is seleceed, the electrical sieeuit to. the ejectors is armed and the selected tanks (or stores} can be dropped by pressing the external stores release butson, ‘The syscem is powered feum the ‘Nie, 1 baciery, bus External Stores Release Buttons Pressing the exteroal scores-release buston (2, figure.1-28) will close whichever ciscaic is selected by: the external sores feleme selector switch and fine the ejeccary, In order to release the pylon racks after the pylon tanks are released, the button must be released and pressed again, The button is powered from the No, 1 battery bus, 1a7Sedtion 1 FORWARD AND AFT FUEL CONTROL PANELS AF SERIALS PRIOR TO 57-1329 NOTE DCESHAL TuEL SeLEcTOR Swric#E IW TORRARD. COCKPIT ORLY Fatan ©, 1F-104D-1 AF SERIALS 57-1229 ‘AND SUBSEQUENT NOTEDermnaL TANK FUEL AND AIR REFUELING SELECTOR SWITES( AND ALG BEFURLINS INDICATOR LIGHT FORWARD COGKATE ORLY Pe eet yaa ee Figure 1-20 Note ‘The external stores release button uperace only in che cockpit in which che syétem has been armed by use of the-esternal stores release swviteh, External Store Jottison Buttans. A botcon (figure 1-13), located on the left forward panel in exch cack, cant be used ta jescison oll external stores in am emergency, The ciccuit is connected directly to che No. | battecy hus through a cirevie heeaker in the elece ‘rin compartment and is “hot” when the cireuée beesker and a battery installed, By pushing the butten ia cicher cockpit, both tip and pylon stares may be: jetti soaed. However, if it is desiced co jettison the pylons, teh and external the external stores release selector s stores release butcon must Ibe used. PYLON TANKS EMPTY LIGHT, An amber light, G4, figure 1-9. and 4, Sgore 1-1) located on the right console in each cockpit, illuminates when the pylon tanks are empry. On AF Serials $7-1329 1.28 and subsequent the light is labeled T1P/PYLON TANKS. EMPTY and illuminates when the selected excernal tanks are: empey FUEL QUANTITY INDICATORS. ‘The fuel quanety indicating system indieaces in pounds the fel quantity remaining in che internal fuel celts. indicator does not indicate The fuel qua external fuel remaining. The sjstem consists of am indicator in eath cockpie 17, figure 1-6 and 15, Sgure 1-7), located on the right side of the main instrumene panel, and five fuel cell rans- miitters; one in the forward fuel cell, eae ia the aft fuel cell and thres in the auxiliary fuel cell he spotem receives power from the No, 2 ait. hus and the dc, emergency bus through circuit Bécukers on che Lefs cir- cult breaker panel,1.0, 110401 Section I FUEL QUANTITY DATA FLULY SERVICED iN STAIVE ATTITIOE USARLE AUB IN LeveL, FLIGHT ATTITUDE. * AE Seals AUS “ATTITUDE + TOF OF AUSILIARY TANKS. w on FUSELAGED WATH THP TANKS... os HS CALS subsequent have aunllry tangs Instill, Ald 7. allany or 30 Tes. abou Tigores ty dalorsine fuel cozciiog of thes a Figuee 1-21 Fuel Quantity Indicating Systom Test Switches. A system cost switch (figure 1-13) is locaced om the right forward panel of each cockpit. When the air- plane's clecteical system is energived, placing either switch in the FUEL QUANTITY (up) posicion grounds ower supply, which csitses hoch fuel quanticy sige indicaring needles to go toward zero if dhe system is functidning: properly, ‘This will not activate the low level warning indieation-as the systems are independent ‘The switehes also are used to check the warning Lights cirenits in che WARNING LIGHTS TEST (down) position. FUEL LOW LEVEL WARNING LIGHTS. A low level warning ejstem is installed to indicage’ to the pile that doe fuct level in the forward main fuel cell as deceased (0 a critical value, ‘The configuration of the fuel syscem is such that airplane atticudes and maneuvers affect the Baw of fuel into the forward main fuel cell, Thetefure, the warming light should not be wed as an occurace indication of dhe fuel quantity re. maining. ‘The syscem incledes a floac-actuaced switch installed in che forwaed mata fuel cell, and a light on g panel. Under stibilized level ight condi- tions when the fuel level falls to approxiniately 1275 pounds =: 250 in level flight, the switch eloses the circuit the war end energizes the FUEL LOW and th I. warning lighe ter ciation light trical power from the de. emergency bus The system receives elec Note Acceleration or deceleration may. cause the warning light to. Mluminate momentazily. ELECTRICAL POWER SUPPLY SYSTEMS. ‘The aircraft electsical systems obtain power primarily: from owo engine-driven alternating current generators. ‘This power is utilized by the main ajc. electrical system, adc clecerical system and an insteumens inverter sy tem. Emergeney power is supplied by a ram ais turbine driven 2c generator and two small 3.6 ampyhr. ba teries, For geound operation, the external porter re: ceptacle on the lower right side of the fuselage peovides 4 mean for éonneeting an external a.c. power source tothe sireraft, Bled 1 power is dlistrilmuced to. the in- dividual systems chrough an ac. bus for each of the geoeracors, an emergency a.c. bes, sada dice monitored bus by the conversion of a.€. power in a 100 ampere trans Power to the d.c. monitored bus és made available former rectifier, The instrument inverter receives power 1-29Section | ELECTRICAL ETERNAL PORE RECEPTACLE No. t BOKER AAG, GENERATOR @e. WARRING 7 Light ‘oeNRATOR Canaan, PANEL No.2 AEVRAC. GeNERATOR A Fs "a Es & a FA 3 = = 3 3 5 F ie By 4 i] Zz @ P| cs 4 E rf i) a 5 2 & PI ‘ei 9 = r ra rd a tittle AC EREGENEY, BUS POBER RELAY. wu Sw AM MIR TURBINE GRIVENS.5RVAALC. EMER ATOR 7.0, 1F-104D-1 POWER DISTRIBUTION © ANASC-16 GUNSIGHT 0.6, NOL Nn Funke ua, 4 BOOST Pate = hil) ha anor © ABERUURMR.IENITION A) REFURLING: PROBE LICHT. © AMATN-SEVHE MAUIGATION D.C ANIASH-M RADAA. POIER 0. © “INGINE ANTi-Ice coMnCK © SIR. QUASTITY: INDICATORS B,€ = GUNFIRE PoneR © LaNDiN LIGHTS: © MISSILE FOWR..¢ = NO, 2 Rood Pll © NO. 2 Gin worce © SrTeH Sensoe Wat = 8(70T Beat se VENTILATED monte © Sporticers sa THEE LEE ® Ne coNaiTioNING CONTROLS INSTRUMENT. © AWAD: 45 IFERADAR D.C, Z SHERRY |S ANE: RE CGMAND RADIO 9-6 y Poe COCKPIT LIS TRANSFOR = LiqUiD oeveeN ual ity GaRe5 © iG. 1 BOOST Punt © WING FRAP ACTUATORS SHLD aka Z Tob : aoe t as fit i | ty i INSTRUMENT ie ence SA, fe eMUsE RUZ POSITION DEAT Zs PONE RELAY ft DIRECTIONAL nnGloaTCES 0 f= WOES ATTATLIDE INDI EATORES WARNING LIGHT [A sk MODES OFOPERATION == ‘ Seer | MONE OGWAL OPERATION) MODE'2-ND. 1) W@DE-NO,2 | MOUEA-EMIRGENCY OPERATION | MODE cRouRe PoweR | | © NO, 1 GENERATOR GONERATOR GUT | GENERMTOROUT | 0 ea nusees cut COPERATICN 1 ONNO, LAC. BUS | |e yo, 2 coxeraToR on ‘eNO, 2 GENERATOR | «NO, 1 GENERATOR | * 0: 1 R2 GREATS OLE ‘* NL BUSSES. a ae 1 | OL acc. Bus ayo GHaiesusses | "OW AL BUSSES | = HeERSENCY ceNRATOR TERNAL POM } L ee eS =} Figure 1-22 1307.0. 1F:104D-1 Miho uetie ion Aue ‘ ENGINE AIR URLET TEMPER ee + Sauer q Paani ‘SELECTOR SwiTCH AND CAMERA CONTROL . iia GAGE WANA Nes | [enue Low ALO ee] Pl o.covcncr 4 CONPASS 1) swaearoRs) BUS POWER a RELAY 115-94 vow? A.C. AUTO: TRANS FoR esTeUmesT INVERTER Clal-Dur RELAY (Gis cur 9-0, emeeceuey DUS 'HMENELAMS OPERATE OUR ING ENERGY MOOR NO aay is [= Tae axES Corman. SamPen| js auro=PIiCe (cogent Puig EG 5 AME TRANSEORMER RECTIFIS: %, Die, ESSERTEAL j AUS POWER RELAY BLOEEINS "LARCTIFIER RRS uaa eens hs Section 1 ieee ee a it arenas [MENT CONT PAN BT-Pass Ae FE Penst oN ANGEGATORS. Exe trae Gaon eet ett © AIR REFUELING CONTR ANTACID INTER EON © NusKesea Irena ANIARC-55 UHE COMMAND Aun ea ee Heriot Mee PE AND oe Ee seen nent -ERTERNAL ST0RFS AUIG-DRGP SYSTEM) FUEL QUAMIITE INDICATORS AC. | VOUANIRSIIT-OF | . 1 OYE CASONAL DIATE 4.6, © LANDING GEAR CONTROLS $. uoie an ea on onc coa AND IS GE Novatel MENTORS : Syick SHaRRS © SraED BAKE Talis wa ratexo® ucias TURN MG SLIP ND CATORS ‘© WARNING: L Gis. (eeeer Fie ARMIN AND WARNING LIGHTS TEST SWATCH nae Rea Daa eMac uae nc Ra eee ‘oi moron como Noe START SST FALE PLATE HEAT FEWO TOERPAT ONLY aso ERE WARNING LIGHTS. moesire sno ee Lae ALU ea er sete STARE SY SiEM ay. poe ene TET 5 CONTROL Re ee ead Ere Cs @ AUTO-P INCH townaod switch A c. 8 WING FLAP CONTROL Faueas 131Section 1 from the dic. monitored bus during normal operation sand supplies ac, power co the instrument uc. bus and the threv axes canteal damper, The d.c. monitored bus also supplies power co a dic, essential bus and « dic, emer gonty bes doring normal operation. ‘The hattery busses receive power from a 20 ampere transformer rectifier through blocking rectifiers. During emergency opecar tian, the instrument a.c, busses receive power from the emeegeney ac. Bus chrough an emergency instrument transformer, while the de essential bus, the dc. emer- gency buy and the battery busses receive their power from the mergency a.c, bus through the 20 ampere: trans former rectifer. In che event chat even the emergency power supply is lost, the 4.6 amp./hr. Vaeteries: will Furnish sufficient power ta operate thase items on the batcery busses for a limited period of time. A.C. ELECTRICAL POWER SUPPLY, Two 2LKVA, cngine-driven genetatars. serve primary source of ac, eleettical power for the. ‘They are located on the accessory section of che engine. The generitors supply 200/116 valt, 3-phase, variable requeney power to the aiceraft electrical system when the ongine i waning and che geawnd powes supply is disconnected, ‘This goneritur output is controlled by tngans of a voltage regulator, protection pantl, relays for muromatic teansfer of the two ae, buses from one generator to che other, under-frequency. telays: to cut out the genecators when engine epm drops below a imately 655%, and a conerol s each generator, Normally, the N goes to the No, the No.2 a, bus, The No. 2 generator also aoemally provides power for the emergency a: bus, If an unde er pprox hin each cockpic for 1 generator output bus and the No. 2 generator output voltage or an overvoltage condition exists in generator, chat generator is automatically semoved from its bus, che bos is ucomatically teunsferced to the other generator, and the warning light panels in the cockpits fire illuminated indicatiog which generator is not oper ating, The automatic bus transfer system provides for five possible modés of operation as indicated om figure 1-22, Various electsically-operaced divectly from the No. Land No, 2 2.<, bus. The No. 1 ac, bus also directs generator outpue co the 100 ampere its take their power transformer rectifier where che ac. power is changed co 2awole de. power before being seat to the dc. moni: tored bus. The No. 2 ae. generator normally furnishes power for the emezgency ae, bus, 1f che instrument ia- 1:32 7.9, We104D-1 verter fails, the emergency ac bus will asume the load automatically by feeding power to the insteument a.c. fue through the instrument emergency power trans: former. Note ‘The electrical supply: system is equipped with tuner. frequency ‘clays which 20. KVA generators off the bussés when engine rpm drops below approximately 52, Under this condition all electtically-operated equi ment except ong aircraft bose pump aad the The bonst pomp will continue wo operate at lawer engine ut the two batcery busses will be inoperative rpm (down to approximately 40%). This fea- ture insures sufficient boenst pump pressure far high altitude aie starts, EMERGENCY A.C, POWER SUPPLY, The airplane is equipped with a ram-air turbine which supplies emergency’ electrical and hysraulic power when extended. Onee extended the ram air turbine can not be retracted in che air, If both the No. 1 and No. 2 genet ¢ turbine-driven ac. generator (5.5 EVA) will supply power for che cmergency a.c: bus, It will also furnish power for che instrument ac, bus through che instrument emergency power transfurmer. The emecgemty ae. bus will direct power 10 the dic essential bus and to the dc, emergency bus throygh s 20+ ampéte etansformer rectifier, and the bartery busses through blocking rectifiers, EXTERNAL POWER SUPPLY. ‘The aieeeafe is equipped with a receptacle for connecting ‘an external a,c. pawer source (o the aireraft electeical 3ys- tein, This receptacle (figure 1-38) is located oa the lower right side of the fuselage and is accessible through a dae above the hydeaslie.p nel, Whea the external power supply és applied to the aircraft, the generators are suso- matically disconnected from their respective busses, and all three a.c, buyses receive power from the ground power unit, In order 1 prevent unnecessary inverter operation, a system of procective relays operates auto: naticslly whenever external power is applied. One of the functions wf these relays is to discomoect the inverter1.0, 1F-1040-1 foom dhe d.c, monitored bus. Instrument bus power is then supplied automatically chrough eke emergency a.c, buy and the emergency instrument power ceansformner, It is possible for ground personnel co tese she operation of ‘the instrument iaverter by means of che inverter ground est sitch located on the electronics compartment junc- tion bux, When the switch is held ON, the insteumeac hous is connected to the inverter through the fasteument power relay. D.C. ELECTRICAL POWER SUPPLY. "The direct cureent requiements of the aircraft normally from the No. 1 ac. hus through a 100 are suppl ampere transformer rectitier. “This unit changes 200/115 volt nc power co 28-vole-d.c, power which is direeted to the d.c. monitored bus. Power is deawa directly from this bas to operate various unis (figure 1-22) including the instrumenc inverter, The d¢. essential hus and the de ettictgeiney bus’ ar alae concerted 10 thee. monitored bus during normal operation. “The dic. essential buc and de, emergency basses furnish power to’ unis: which are considered necessary for safe operation of the aircraft, ‘Therefore; sn alternate sowsce of power ta these busses is provided in the event that power from the d.c. moni- tored bus is disrupted. Under this condition, the dc. emergency sind dc, essencial busses will be connected automatically to the 20 ampere transfornier rectifier uaie bus, Whee the sn a.c, generator is operative (Emer which is connected co the emergency. ram ait turbine gency Mode), it is importune that the load on the emer. gency leading and trailing edge aps because they are powered « hus he minimieed when using the, airccafe directly from the emergency ac. bus To reduce loads sod insure maximum Qap effectiveness, the dic emer feng bus is ontomacically disconnected from the. 20 ampere (runsforn rectifier while the flaps are in bp- ecition, and these usies which ure powered from this bus, including UH command radio, will be inoperative during: the period of Rup. operation, EMERGENCY D.C. POWER SUPPLY, If all three: generators fail, (No. 1, No.2 and RAT) the batteries will furnish @ supply of direct current to the hactery busses, The batteries are the only independent source of direct current im the aircraft electeical system. Normally, the batteries and bartery busses are paralleled with the 20 ampore transformer rectifier, and ie hat- Section 1 teries therehy maintained in a fully charged condition. In emergency operation, battery outpur is prevented from discharging ta the 20-ampero transiormer seetifer by blocking zectifiers in order to conserve their power sup- ply for those units connected directly tm the battery ere is no battery contsal switch i ‘of the battery system is entisely busses, 7 cockpit, and opera anitomati. INSTRUMENT POWER SUPPLY, Alcemating cucrent necessary for the operation of vari- ous flight {dsteaments normally is furnished by an instru- ment inverter. ‘The inverter is located in the electronics compartment of the aircraft, ‘The inverter converts 28- volcd.c, power from the d.c. monicored bus «0 L15-volt, 400 cycle ac. power for the instrument a.¢, bus. Failuce ‘of the instrumeat inverter will uctuate a grunsfer system and autamatically connect the instrument ac. bes to the emergency a.c. hus through the instrument emergeacy power transformer se chat there will be no interneption of instrument pperation, ‘The inverter 1s. disconnected from the de. source iy connected co the aizcrafe electrical sy ever, i may be tested for proper operation by ground personnel by means of the inverter grauad test swiceh in the electronics compartment. Durty” external power operation, alternating: current for the instruments is sup plied by the ground power unie dicough the emergency ic, bus and inscrument emergency power transformer, CIRCUIT BREAKERS. The cieeuit breaker panels (figures 1-18 and 1-19) on the left and fight consoles comesin pushe-tonreset, pullout type br ia s.c. and de All of the disteiluation circuits inthe electrical system ace protected by various aypes of circuit breakers. Ciecuit breaker panels which are not acvessihle during Aight, but which should be inspecced before flight, are Jaeated in the olec- ers for cer cuit ‘tronics compartment and in the electrical load center un the right side of the fuselage. caurion Circuit breakers should aot Be pulled or reset without # thorough uaderstanding of all the effects and results. Pulling circuis breakers can eliminace from the system some celazed warning system, interlocking cireuie, o¢ canceling signal, which could result in a0. undlesicable reaction. 1:39Section | GENERATOR SWITCHES. A generntor switch is provided in each cockpit for each of che 20 KVA generator systems. These switches (figure 1:15) are identical and are located on the right forward panels. The switches are powered from the battery bus Each switch hag theee positions: ON RESET (up), OFF (down), and a center NEUTRAL position which is the normal postion far the switch when covered hy the guard, The switches are spring-loaded co retwen to the NEUTRAL pasition, Placing either the forward or aft coekpie switch up to the ON-RESET posidon will eeturn the generator co nomal operation if it has been removed from the line for any ceason other than complete genera. tor failure. When pliced down t the OFF position, cither the forward or aft cockpit switch will energine the generator contcol relay which will remove the resper tive generator From its associated bus. RAM AIR TURBINE EXTENSION HANDLES. Eniergency a.c. power i made available by extending the rami air turhine into the aiccraft slip strean, ‘This can he accomplished by pulling, cither yellow ram air carbine extension handle (19, figure 1-6; and 18, figuee 1-7) ed on che lowee right side wf each instrument panel. ‘The hitndles requize a firm pull of about 4 tnches-te the stop 10 extend the ram air turbine, Note There is no: means of retracting the ram aie ture bine ia the aie GENERATOR OUT WARNING LIGHTS. light anda No. 2 geneca- tor oot warning lighe are locaced in each cockpit an the warning light panels (figure 1-13), ‘The lights are pla- carded NO. | GENERATOR OUT and No, 2 GEN ERATOR OUT. The lights are powered from the dc. emergency bus and will glow whenever their respective generator is not generating voltage. ‘The master cautio light will also illuminate when either generator-aut warning light illuminates. D.C. MONITORING BUS OUT WARNING LIGHTS A d.c. monitored bus out warning light is located on the swarning light panel (figure 1-13) in each cockpit. These 1.0, TR104D-1 warning lights are energized by the 28-valt dhe. emer- gency bus, The light is placarded D.C. MONITORED BUS OUT, ‘The lights will illuminate whea power to the dc, monitored bus i discontinued during normal opera~ on. ‘The master caution light and dhe INSTRUMENTS, ON EMERGENCY POWER warning light will lso illuminate when the dc monitored buyout warning, light illuminates: (Refer to Figuee 1-22 for wnits which will be daoperative when the dc monitored bus-out warning light is on.) INSTRUMENTS ON EMERGENCY POWER WARNING LIGHTS, ‘These fights (figure 1-13) sre Jocated ‘on the warning Hight panel in each corkpie and are energized by the 2s-volt dc. emergency bus. The lights are INST. ON EMER, POWER, The inate any time power from che inscrument inverter is discontinued and the iastrumenc emergency power trans former is supplying power tw the instrument ac, bus. The master caution Fights will also illuminate when the instruments: on emergency: power warning lights are Hhominated. HYDRAULIC POWER SUPPLY SYSTEMS. ‘Twa complete emergency system provide pawer to the various hydra Tieally-actwated units in che aircraft, (See figures 1-23 and 1-24,) The No, and No, 2 systems are in ‘simul independent hi aulic systems and an ‘taneous operition ducing all normal operating conditions and supply fluid at 3000 psi pressure to: their respective hydcaulically-actuated units. The No. 1 and No. 2 sy tems are provided with separte ceservoirs whieh differ only in size and location, the No, 2 seseevoir having the larger capacity. Doth reservoirs are pressurized to. pre- vent pump cavitation, In addition, each system ineludes an enginedriven pump, a cylindsieal accumulator, 3 pressure transmitter, a pressure switch, and filters. In ‘case_of failure of either No, 1 or No, 2 system, the remaining system will maintain fluid pressure for Might ‘control but at # reduced rate. If both No. 1 and No, 2, systems fail, the emergency tam air ticbine-driven pump ‘will fursish enough fluid pressure through the No, 1 system for flight conteo! but at a reduced sate if sulli sient hydtaulic uid is available in the No. 1 system,7,0, 1F-104D. Accumulators, ‘The cylindrical accummalacors are: charged with niteogen a¢ approximacely 1000 pst and ace provided with an air wge. The accumulators store valve and ap: air pressure a supply of high-pressure fluid and also act as surge gages for both No. 1 and No. 2 systems are accessible upon opening » chambers, The accumulatars and press large engine access dour (figure 1-39) on the under side of the fuselage below the engine. Graduations on the gage dial are in increments of 190, from co 4000 psi ‘The pressure gage shows the ititial nitrogen chatge (1000 psi) ia the accusmulacors only when hydraulic Hydraulie Ponel. ‘Mast of the hydraulic units are’ mounted: directly’ onto ic pane! oa the inside face af the engine access door. Opening the door exposes the various units for servicing, testing and checking quantity indicators. a hydran Ground Test Selector Valve: ‘The ground tese selector valve on the hydraulic panel 4s the only link berween the No. | and Ne. 2 systems and is manually cootrolied. A dhree-position lever extends from the eop of che valve. Mechanical linkage from this lever to a fixed bracket inside the fuselage assures chat the lever is placed and Ineked in the No, 2 position whe the engine access duot is closed, NO. 1 HYDRAULIC POWER SUPPLY SYSTEM, ‘The No, 1 hydeaulic system (figure: 1-23) supplies fluid under cegulated pressure exclusively 10 the flight con: trols, Power is supplied (© the stabilizer aft cylinder, che five iahoard cylinders for each xileron, the bottom nud- dee cylinder, the yaw damping conteal valve and the -autorpitch actuator, The system includes reservoir, an enginedeiven pomp, a cylindrical accumulator, a pres sure transmitter, a pressure switch, 2 pressure-regulating How-control valve, and a filter, Fluéd is supplied co the pump by the reservoir which is pressurized co prevent pump cavitation. Fluid from the pump is supplied under 4000 psi pressure, directly to the flight control com: Section | ponents. ‘The pressuresegulating fow-control valve is connected into the pressure line, This valve contains a relief valve which rolieves system pressure to the returh line in case of a pressure surge, When the emergency pomp in use, che pressure-regulating fow-control valve also regulates the pressure, maintaining a nearly constant flow of Auld from the emergency pump to the No. 1 system. EMERGENCY HYDRAULIC POWER SUPPLY SYSTEM, ‘The emergency hydeavlic systes (figuce 1-23) consists of a pump that is supplied fhoid from the No. 1 syseem reservoif which it delivers under pressure vo the No, t system through the pressure regulacing fow-control valve, ‘The pump is a conistane-volume, pistomtype, and is powered by the ram air curbing, ‘The pressure- regulating flow-conccol valve diverts emergency pump fluid co ceturn until the ram air tusbine emergency has reached operating speed, Thos, a hydrautic load cannot be imposed on the turbine before i has reached a speed sullicient to handle the load, With che turbine and pump operating at the proper speed, fluid is then fed, upon demand, to the No. 1 system, Note @ Inaddition co furnishing emergency hydraulic power, the ram air turbine will furnish emer pency electtical power if necessary. © Once extended, che ram air turbine cannot be retracted in the air. NO. 2 HYDRAULIC POWER SUPPLY SYSTEM. ‘The No. 2 hydraulic system (figures 1-23 and 1-24) sispplies fluid under cegulared pressure to che ight comtrols, landing gear, nose wheel steering, engine. nie by-pass Baps, speed brakes, and roll and pitch dampers. "The system includes a reservoir, an enginedriven pump, 4 cylindcical accumulator, a pressure’ transmitter, a prer sure switch, a relief valve, a priority valve, and ewo filters. Fluid is supplied to the pump from the reservoir whick is peessurized to prevent pump cavitation, Fluid feom the pump Is supplied under 3000 psi pressure, through a filter directly eo the accumulator for each 1.35Section I 7.0, We1oaD-1 HYDRAULIC SYSTEM HyoRaME CUANTITY | AGE ceotirresso AINE ____j no, rHyoaainic BF nieve ACCUMULATOR PRESSURE GAGE PRESSURE REGIRATING ——jonp PSI CHARGE FLO COWRCL VALVE RELL DAMPER CONTA UT ROLL OnKrER ‘COM. YALE LEFT AILERON | = SYSTEM NO, T PRESSURE ‘SYSTEN NO, 1 RETURAG 08 SUPALY SESE! SVSTEN NO. 2 PRESSURE ‘Gest No. S ETURN On SUPPLY Hele, sess rome PRESSURL —— altties = deeriich comecrion +— sigur -MECHBACAL LINEAGE jsmircitse YO fe >| cece vane (= () testercron valve eine panein | contra. Unt —! t amet TROLL “APE: CUT-OFF-SWITCH LIE ;uPLICRTED (wart cock tT NOTE WARING. Ss TL ANE Fa ISEORUERTION ONLY. Figute 1-23 1:36Section # Som No. 2101 A ae . yam) \ eq GROUND Tsy comPeesson Quanity yA) smectog vee AIR INET. GAGE (NO. 2 POSITION: UMP CASE GRAIN systins —-AGcuuLaro PaESSURE PRESSURE GAGE GAGE ka Ps1 Chae LRA Valve, 33150 St ~ OPE Lae Fa A HYD s PRIONITY VALVE (2 PS! .0SEm ROU nae CONTROL VALE ~~~ = SABIE COATES UNIT Fen ACTUATING EXEINDER AILERON cOMTROL UIT | ANDACTUATING CYLINDER ‘RIGATAILERON err, siier are % PRORLS Feet) -2602) 1.37Section I 1.0. 1F-104D-1 UTILITY HYDRAULIC SYSTEM PRESSURE * SMLECTOR YALE a Taser nance ‘evans 4 ee ; Bini ae Y-PASS ARS io ar-bist Res bdsm remus Aa ht SEEORIAUE © acruansacninoeRs Sa 0 ce OsH TRS ees TWO AES) ‘Clos wnu eeae ur) cme 5 5 SINE NAIVE aeeneaepermaciee| VoeaR ana BOR x oom = LECTDN Vokes iaanuitndaelnced AWD Mise cEAe Loox asi ciae TEER cues ak Actua aorst yu + age FERRE sor. 2 pressure tan SHERI UMT : i Hees te i SREP easy kia ons me rieeraeie emaero' Ce iechaycak nae momen eS eas #. FILTER apuiemen in aercooke Figure 1-24 1-38aileron, tbe stabilizer forward cylinder, and the: sudder top oyh immediately downsceeam feom the filcer feeds chrough der, A line conneceed 40 the pressure line 4 restrictor valve to che pressure switch and presiure transmitter, Another pressure line cunaceted to the out- let port af the filter is routed to che pressure relief valve and the priority valve. The pressure relief valve relieves system peessure to the return line if a pressure surge oveurs in the system. ‘The priority valve apens to full flow at 2350 pal, A pressure line from the priority valve outlet port cieries fluid ro the utility hydeaulic system (figure 1-24) which incudes the engine 1 hy-pass Aap, landing gear «ys! fone wheel: sqgering system and speed brake selectos valve; The priority valve reseats t0 vero low when. system pressure drops to 2000 psi, thns retaining for fight contrals all system prestare helow this range: HYDRAULIC SYSTEMS PRESSURE GAGE. ‘The hydraulic syscemns pressure gages (22, figiire 1-6; and 21, figure 1-7), located on the right side of each lower inscramene panel, provide a visual indication of che peessuce available in dhe hydeaulic systems, The gages receive 26-volt-a.c, power from che instrament a.c. bus aututransformer through fixes om the eleeteoaie cone pacimene citeoie breaker panel. The gage dials are salibrared in increments of 1000, from 0 co 4000 psi. Hydraulic Systeras Switches. essure Gage Selecior ‘The hydraulic systems pressure selector switches (24, figure 1-6; and 24, figure 1-7), located on the lower sight instrument panels, are labeled HYD, SYSTEM PRESS. SEL, ‘The two positions are No, 2 and No. 1 o¢ EMER. ‘The switches may be used to connect the pressure gages of the No. 2 pressure transmitter, The No, 1 transmitter measures No. 1 hydraulic system pressure whea the system ison normal or emergency operation, ‘The No. 2 teansmiteer measures No. 2 hydraulic system pressure, A signal volt- age is induced in the transmitter which varies in propot- tion co the amount of hydraulic pressure available in che system, ‘This signal voltage is transmitted to the gages where it is converted to'a scale reading of pressure in psi. fo either the No, 1 pressure transmit ‘Yellow handles (19, figure 1-6; and 18, figure 1-7) low cated below the main instrument panels on the lower right side of each instrument panel may be used to extend the cam aie turbine which powers the emergency hydrau- lic pump, The handles ace labeled RAM AIR TURBINE and cequite @ fem pull to che stop af abour 4 inches co extend ide turbine, With che ram air turbine extended into the air stream, the emergency hydraulic pump will supply peessure through the No, 1 system Fae opecation at about one-sixth normal rate of the various hydra units normally operated by the No, 1 system, Hydraulic System Out Warning Lights ‘The MYD. SYSTEM OUT lights, located on each warning light panel (figure 1-13), illuminate when pres we in Giiher the No. 1 or No. 2 hydeaulic system doeceases ta approximately 1250 psi. The hydraulic pres- sure indicating system can be used to determine which the. system is out, The warning lights are powered fro dic. emergency bus theexigh a circuit breaker in che electronics compartment, ‘The master caution lights also, iMluminate when the hydraulic system out warning lights ithuninate. FLIGHT CONTROL SYSTEM. Flight controls are comprised of conventional cable and: push cod systems, mechanital‘and electro-hydraulic servo systems, electrical vim systems, clectrical control sys tems, and hydraulic eonérol systems, The primary Aight conttol surfaces include the ailerons, a rudder and w pivoted, one piece, controllable horizontal scabilizer, FULL POWER IRREVERSIBLE CONTROL SYSTEM. ‘The ailerons, horizontal stabilizer and rudder depend upon a complete hydraniic power control system for operating. Movement of the controls in any dicection, immediately affects a serve mechanism. This servo mechanism immediately responds and directs hydrauis pressure to the conteol surface cylinders which move in the required direction, As sooa as the coatrol surface begins to. move, follow-up linkage begias to cancel the origina! commol signal to stop the control sucfaces ac the requited dedlecdion, When the required deflection lof the control surface is reached it stops and is hyscau lically lucked in tha¢ positinn hy the actuating cylinders and cannot be maved by external forces acting upom it, 139Section T CONTROL ! STICK GRIP 1 AILERON Ano STABILIZER TRVA-SWITCH 2 agua srowes RELEASE BUTTON 3 CAMERAMARMA ENT TeIEGER ‘SWNTCH GOPERATIVE IN Fonwano cocxett ony | [= ea 2 RADAR TAC eri BUTTON * 5 yest Saves UTTON cx SHARE rbot Figure 1-25 A “The use of «FIL power, irreversible control. system for actuation of 1 flight controls prevents air loads and resulting “fee.” from reaching cockpit controls. ‘There- fore, an artiicial feel system is installed to provide a sense of consrdl feel under all flight conditions. Normal control forces ace simulaced hy a system of cams ond ictal Feel System, ceatesing springs. This system applies loads co the con: trols in propoction to the degree of control deflection or proportionally ta the number of G's. CONTROL STICK, ‘The coneral stick is mechanically connected (hy means ‘of control exbles and push rads) 00 hydraulic’ contral valves at the ailerons and to horizontal stabilizer hy- rautic actuators, Movement of the stick positions these control valves: x0 that power from the fight cantral hy- -drautie syscoms is to move the conceal surfaces. A followup system auto: matically closes of the low of hydeaulic Maid to the ‘ected ta the control surface actuators 1.40 1.0, 1F-108D-1 actuators when the desired control surfice deflection is: obtained, The-control stick grip (figure 1-25) incorpo rates the primary aileron and horizoneal stabilizer edu switch, nose wheel steering butcon, camera-armament trigger switch, external stores release buttan and radar track setion button, RUDDER PEDALS. Primary control for’ the rudder consists of conventional rudder pedals which are mechanically connected to a hydraulic control valve at the rudder bydeaulic acruaror, Movement of the rudder pedals pusitions che valve so that power fram the flight conceal hydraulic systems is directed to the control surface actuators rudder. A Follow-up system automatically closes off che How of hydraulic fluid co the actuators when the desired ruclder deflection is obtained. The rudder pedals can be adjusted by use af rudder pedal adjustment handles (28 figure 1-6 and 2%, figure 1-7) labeled PEDAL ADJ. which are locaced to the left of the center contzal panels The wheel brakes ace applied conventionally by coe action om the rudder pedals, Rudder pedal movement also conteols nose wheel steering. (Refer ta Nose Wise} Seecring System in this Section.) AILERON TRAVEL LIMITING SYSTEM, A mechanical device is installed in the control. stick mechanism which limits aileron cravel co about 6596 of normal when the wing flap levers-are in the UP position, This installation reduces the roll rave of the ai plane during normal fight, yet maintains fell aileron detlection for landiag aad take-off. There is no cnekpit control for this device other than the wing lap lever: (Refer to Section VI for additional information on this system.) RUDDER TRAVEL LIMITING SYSTEM, With che wing flap lever in TAKE-OFF or LAND position, rudder travel is 20° +2 to either side of neutral, With che wing flap lever in che UP position, rudder travel is limieed to 6° either side of neutral. Refer to Section VI for additional informacion on this system.) Note ‘The ruddec travel limiting system is linked mechasically to the wing Aap lever, When the lever is moved to the TAKE-OFF or LAND ‘positiog, auuximum redder travel and full nose wheel steering is available,1.0, TR1O4D-1 STABILITY AUGMENTATION CONTROL SYSTEM. |A direcaxes stabiligy augmentation concrol system com pensates and corrects for small and rapid changesoforate in fundamental airplane stability due to speed or altitude change. Normal electric power is supplied from the he. monitored bus through the instrument: inverter, sil power 4% supplied from she emer Emergency elect eney ac, bas thcough che insccument emergency power cransformer ond instcument a.¢, bus) The system meas: tures the rate-of-change-of airplane stability and generates ‘This signal moves a-sys- ain electsically-amplified xégnal. tein of valves which’ in turn dicect hydraulic pressurc to the actuating cylinders to move the rudder, stabilizer or alletons 40 4 position telative to the amount of coteeetion necessary. ‘This operation does not move the normal Sur it controls, ‘The stahility augmentation system also includes cireuir which ullowws the pilat ty execute face control linkage or have any. effece upon’ cocky a “washa mianeuress without dacerference by dhe stabilicy augmea- godon devices. ‘The scabilicy amgmensation system cases the concral surfaces ¢o be deflected eo correct far small, rapid distusbances; "The washout" circuit cancals these signals in favor of pilocinitiated signals, In order «0 decrease the possibility. of excessive pitch rate changes with resultint high negative G forces, there i m0: wask. ut circuit incarpucated i the piteh axis, Roll, Pitch and Yow Dampor Switches, ‘Vhece guarded switches (fguee 128) placarded STA- BILITY CONTROL, YAN 1 AND. ROLL sre locared on the Jefe console in each cockpit, Tlkese switches are guarded 10 che ON positiun bue may be used to disconnect the stability augmentation control system i6 any one or all thee axes whenever it may be required by placing the switches in the OFF pos ‘Any one of v0 oF dhe systems may be disconnected wid. but adversely affecting stability augmentation control af the remaining system. Refer to Section VI for fight chatactecisties with und withowe stability augmentation contral. Note The forward and aft cockpit: switches. must both be ON te obtain system operation. AUTO-PITCH CONTROL (KICKER )SYSTEM. ‘Ap. auterpitch acevator prevents inadvertent stalls by moving the contro! stick forward to neutral, when either Soction 1 —. =) AUTO-PITCH 3e= CONTROL SYSTEM | IN HOPES Lapotadl "O1-0, 1F-104D-1 Section {il Ur ON correo UNE EXHAUST NOZZLE CONTROL SYSTEM FAILURE. FAILURE TO. THE MECHANICALLY SCHEDULED AREA, NON-AFTERBURNING. 1. Reduce theortle to maintain 600° C maximus. 2. Exhaust nozzle control switch — MANUAL, FAILURE TO THE WIDE OPEN AREA — NON-AFTERBURNING. Nozzle Failure Open During Military Thrust Take-Of, 1. ABORT TAKE-OFF, Nozzle Failure Open Following Military Thrust Take-Off, 1. EXHAUST NOZZLE CONTROL SWITCH — MANUAL, 2. ZOOM TO SAFE EJECTION ALTITUDE. 3. Tf nozele closes, monitor EGT Gno* C maximum, burn out fuel, and land. 4, If nozale cemains open, advance throttle rapidly to Maxdaiua Thrust without hesitating: in sector buraing. » Han afterburner lighcis obtained, exhaust auzele control switch — AUTO. Objain desired altiende and airspeed. Eel load — Reduce and land. Landing gear lever — DOWN oa final approach, IF afterburner fails & light, external stores — Jettison and fol- low Engine Failure Dusing Flight procedures, 1.0. 1F-1040-1 1 January 1960 a4tre FAILURE TO THE MECHANICALLY SCHEDULED AREA — AFTERBURNING, 1, Throttle —_Rapidly retard to MILITARY. 2. Exhaust gas cemperarure — Monicor. Se Exhaust nozzle conteot switeh— MANUAL. FAILURE TO THE WIDE OPEN AREA — AFTERBURNING. L, When retarding out of afeetburning, retard che theottle slowly and check to see if che norzle is closing ‘Tf nozale fs oor closing, mmintaie afterburner thease until desired altitude and altspeed are obtained, If orale js pot desing normally, momenturily acraace exhaust nowlé contal switch w MANUAL positioa and return to AUTO. Check for sharp rise in EGT co insure proper functioning of switch prive so coming out of aftezbures, Then proceed as folloms: Noxzle Failuro Open During Flight. ‘Throttle — MILITARY, Exhaust nozzle control switch — MANUAL. Check nozzle position and monitor exhaust gas temperature to maintiin 600% © masdvue 1.0. 1F- 1040-1 1 January 1960 SHIVe8i100 KO 1nd -arolar ‘o"L IN) Boyes7,0, 1 1040-7 CUT OM DOTTED UNE Nozzle Failure Open In Landing Pattern. 1. Theoitle— MILITARY. 2, Speed brakes — IN. Jivhaust nozzle control switeh — MANUAL. Landing gear lever — UP, 3, Wing flap lever — TAKE-OFF, External stares — jettison, Nozzle position and exhaust gas temperature — Monitors. & When landing is assured, exeend landing gear. SEVERE NOZZLE FLUCTUATION IN MILITARY OR AFTERBURNING THRUST, 1, Speed and alctude permitting, throttle — Reduce ta just belove MILITARY. If nozrle docs not stabilize, exhause nozzle contral switch — MANUAL, Exhaust gas temperature — Manito. 1.0, TR-104D-1 1 January 1960 343‘OIL SYSTEM FAILURE. Reduce theuss, . External stores — Jectisan (if necessary) Avoid abrups maneuvers causing high G forces. Avoid rapid and large chrotile movements, Hold throtele ‘changes ¢0.4 minimum, Land as soon 3s possible using a patcern co insure a safe landing in the event of engine failute ‘Throttle — OFF at couchdown. ENGINE Oll LEVEL LOW WARNING LIGHT, 1.9. If light illuminates prior to cake-off — Abort the flighe. IF LIGHT ILLUMINATES DURING TAKE-OFF AND SUFFICIENT RUNWAY REMAINS — ABOR} If dhe Light illuminaces in ight, land:as soon as possible using pattem co insure a safe landing, Depending upon the re indications, use one af the folowing procedures: a. If lighe illuminates wire? an ail pressure deap —Koliow procedure for Exhaust Nozzle Control System Failure, b. If light illuminaces seith-an oil pressure deop — Falluw. pro cedure for Oil Syscem Faiue . TF104D-1 1 Janvary 1960 ann gaLt0a NO In? barordt “o-1 IM 801;285. 1F-10aD-1 cur eN porreD une ELECTRICAL POWER SYSTEM FAILURE, COMPLETE ELECTRICAL SYSTEM FAILURE. » EMERGENCY OXYGEN LEVER — EMERGENCY. Lan as soon as possible Use No Flap Landing procedure GENERATOR FAILURE. No, Vor No. 2 Generator Out. L. Move corresponding generator switch to OFF then t ON RESET and telease No. Tond No. 2 Generatar Qut, 1, No, 1 generator swisch — OFF, then ON-RESET positioa. 2. "No. 2 generator switch — OFF, thea ON-RESET position, 3 IF gemeracor operation is not restored and electrical: power is ee: qvired — Extend RAT. Land as son as possible AUTOMATIC BUS TRANSFER FAILURE 12 generator switch — OFF lure is tiot remedied, No. 2 generator switeh—ON-RESET, 4, Ne. t generator switch — OFF, 4 If bus:eransfer fails to operate, both generatcr switches — ON. RESUET. 7.0, 1Fe108D-1 1 January 1960 345ore HYDRAULIC SYSTEM FAILURE, NO. 1 SYSTEM our, 1. Teim selector switch — AUX. TRIM, 2, Hydraulic systems pressure gage selector switch — No, 2: Moni: tar for remainder of Might. 3, Land as san as possible NO, 2 SYSTEM OUT. 1. Hyseaulic systems pressure gage selector switch — No.1, Moni or pressure for remainder of flight Land as soon as passible. Lower gear with the manual landing ‘gear refease handle NO, 1 AND NO. 2 SYSTEMS our, Ram-sie torhine extension handle — Pull (above miniowe recommended airspeed). Hydraulic syseems pressure gage selector switch —No, 1 If pressure builds up, land as soon as possible. Continue. to ‘monitor pressure and extend landing gear wich mangal landing release handle. HE pressure fails:to increase sufficiently for adequace flight con- trot respanse — Ejeet. FAILURE. ‘Teies selector switeh — AUX. Trim position, Use auxiliary trim control switch as necessary. f trim still enalfanctions, erim circuit beaker — Pull, TO, 1FToaDe1 1 Jenuary 1960 INI-@3iL00 NO 1nd Il wares1.0. 1re104D-1 Section Ill CUT GN DOTTED LINE STABILITY AUGMENTATION CONTROL SYSTEM FAILURE. 1, Switch for the affeceed channel — OFF. AUTO-PITCH CONTROL SYSTEM FAILURE. 1, APG switch — OFF. 2. Observe the stick shaker boundary as “Kicker will be ine operative, LANDING GEAR EMERGENCY OPERATION. LANDING GEAR EMERGENCY DOWNLOCK MALFUNCTION, 1. Reduce aitspeed 2. Landing gear lever downlock override busvon — Press. Landing gear lever — UP. LANDING GEAR RETRACTION FAILURE, L. Reduce airspeed. 2. Mecycle gear at lowest practical airspeed. 3. Uf warning light ccmains on, lower gear and land. LANDING GEAR EMERGENCY EXTENSION, L. Recyele gear 2. Tf gear does not lock down, leave gear lever down and prll manual landing gear release handle. LOSS OF EMERGENCY BLOW-OUT PANEL. 1. Reduce airspeed. 2, Reduce fuel load, 3, Land, 1.0, 1F-1040-1 1 Jenvary 1960 2477.0, 1F-104D-1 Section IV TABLE OF CONTENTS Page AIR CONDITIONING AND SEES BIZATION ‘SYSTEM | ites ~ del DEFROSTING AND RAIN REMOVAL SYSTEM 44 ANTLICING SYSTEMS. Siew dS. COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENT 0000 ..0022:2. 48 AIR CONDITIONING AND PRESSURIZATION SYSTEM. COCKPIT AIR CONDITIONING. Heated, compressed alr for cockpit ai conditioning ‘end presarization is ohmained by bleeding air from the 17th stage of tse exzine compressor (figure 4-1). After passing through a primary heat exchanger, a small part of the air is dieeeted ¢0 the fuel eank peessurigition ‘system: The main flow of air passes through a shurotl valve, after which « portion goes to the rain removal duct, canopy and eleeteunic compartment, anticG suit and radar prewuriztion systems, ‘The remainder chen passes either dhemgh or around a refrigeration unit (iguce 4-1), depending upon she positions -of the by- Page LIGHTING FQUIPMENT 2.00... as OXYGEN SUPPLY SYSTEM e 36 NAVIGATION EQUIPMENT \.00..000.......4:23 ARMAMENT EQUIPMENT — |. wee he PRESSURE REFUELING SYSTEM |. 424 MISCELLANEOUS EQUIPMENT |... pass Valves. The compressor sic which goes through the by.pass valves. is dizected to an air mixing chamber where ic meets and mixes with the air which has gone through che refrigeration unic. ‘This mixture is directed through a water separator, and enters the cockpit through Shoulder outlets and foot warmers, ‘The temperature of the air enceting the cockpits depends upon the position of the by-pass valves, Fer maximum heat: ing, the by-pass salves. are fully opened and most of the ir encering the cockpie bypasses the refrigers- iva unic, For maximum cagling, the by-pass. valves are completely closed and alll che air entering the cockpit posses through ¢he refrigeration unit whieh includes & secondary eat exchanger, a water boiler and a cooling wrbine, ‘The water hoilee opesares in such a manner thot if the inlee-aie cemperature is above 44Section IV Tor 1 AIR CONDITIONING AND PRESSURIZATION SYSTEM RAIN AEWOVAL SHITCA Baal AIR Scm0F LEVER 1 FLEL Tans a (canoe SEAL ey PaTI-6 SUIT. AND RATAR amon ‘SYSTEM PRESSURIZATION. SuiT-oFF VALE RAIN Rei, AIR. BLEED AIR SHUT-OFF VALVE MOTOR SoueNo1D VALVE {eRING taxcED cuaseoh anory perrosring ieee ear Dectince av-bASS VALVE oe pueren a ee AELIEF AND CHE Waave WINDSHIELD AMD CAMaeY CEFROSTING OUTLETS, TEMPERATURE ane ‘AsCTAONCS. COMPARE Sesnver#(ccoM a0 AB Slee vee ascites ‘aaa CooUNs CONTROL VALVE spcuno- ne SAY SOC icibsee on rove) 1H gd] SS cg COOLING AIR ‘ens ead alas gaa aa 2 42To, water boiling temperature, the water will boil and the aie will be cooled chrongh this evaporation process ‘The temperature of the air caresing the cockpits exa be varied by the cockpit heat rheostat which controls the pasition of the by-pass valves. Ia sormal operation, aie temperature is maintained becweca 40°F and 10°F nucomatically hy means of a thermostat conteol, ‘This senses cockpit temperatures, compares ehis temperature ‘with te coelepét heat theostar selection, and seads elce- trical signals to dhe by-pass valves to chioge their posi- tions: ass necessary to make cackpit air gemperstune correspond wich rheaseas selection, “Temperature can be controled manually by means af the enckpit heat theo- sta When this is done, the thermostat conteol is Ihy-passedl and the by:pass valves are accordance with rheostat selections rectly positioned: COCKPIT PRESSURIZATION, Cockpit pressurization is saintatied at the proper level by an automatic cockpit pressure regulator located ie the left forward cackpit area, There is no pressurization jn the cockpits below 5,000 feet. Between 3,000 and 18,500 feet, cockpit altieude is constant (figure 42), while the differcutial prosure varies from 0. to 5.0 pal. Above 18,500 feer, cabin pressate is maintained at 5. pst dilferential, Exhaust air from the cockpi¢ pressure regulator is ducted tieough the radir compactment forward of the eockpit for cooling pusposes, ‘The cockpic pressure regulator unit incorpotates 4 cooling fin which forces cockpit sie foro the radar compartment whenever the aireraft is fon the ground. ‘Thik fan is also accuaced whenever the tam air scoop ts opened. If the pressure regulator mal functions, excessive cibin pressure will be telieved through the cockpit pressure relief and dump valve. If the air entering the cockpit becomes eoncaminaced, che Heviate this com less of -siecrafe altitude. pilot cam it also a cs lf the flow of compressor air into the cocky and releases cabin alr overboard through he prewure relief and dump valve, Pressurization ay be checked on thy ground with the canopy Locked by palling the landing gear (IND) circuit breaker and soting slight presse rise COCKPIT HEAT RHEOSTAT. ‘The cockpic heat theoscac (figure 4.3) is located im che fors cd cockpit on the right consnle, Uader normal con- ons the rheostat is used in the AUTO mode of opec- acon and may be set a¢ any point berween COLD and HOT. ‘Cockpit temperature is then mainéained ato: cally by the thermostat contra! unic which conteols the pneumacically-operated by-pass valves With the theostac in the MANUAL mode of operation, the there mostar does not function and the by-pass valves are TF104D-1 Section IV COCKPIT PRESSURIZATION SCHEDULE Figure 4.2 pasitioned directly in cesponse to mavement of the Aheo- stat between the COLD and HOT positions. The cack- pit heat rheostac is. powered from the emergengy ac. bus, RAM AIR SCOOP LEVER, the ram aie scoop fever (3, figure 1-9 and 5, figure 1-11), ited outboard of both right consoles, conteols the posi tion of the aca aie scoops which are directly connected fo the levers. Farward moverient of either lever opens the scoop and allows outside ram-air to enter dhe cock In sdslition to this, initial mation of cieher lever tes a switch which causes dic, emergency bus power te close the bot air shucoft valve, open the eockpit relief and dump valve, snd energize the nose cooling fan, © Inorder to move the lover free the last devent position (fully closed), the button an the levers muist he depressed. If this is aot done, cockpic presurization nd cooling aie foc the eleceronic compartment will nor be available, © With che engine opérating and the ram air scoop opened om the ground, the supply of cooling air to the electronics cosmparemenc is shut off. ‘This can ciuse the electronic equip- mene (0 reach over-tempernture Hinies. a3Section IV ELECTRONICS COMPARTMENT COOLING. Eleccronics compartment cooling i provided hrough a cooling air selector valve on the air conditioning, pack- age, Av aieplane alticudes below 25,000) feet, the elec conics compartment cooling wir selector valve prosides ff at the sme temperature a4 iat provided to the cockpit. At sigplane aleitudes above 25,000 Feet, the valve provides cold air to the electronics equipment. A ground costing air contro) valve, lorated in the ram air duct insures cooling: air during aircrafe the electronic equipment sting or low engine rpm. CABIN ALTIMETER. The cabie altimeter (20, figuee 1-6 and 19, figure 1-7), f is vented to the inside of the cockpit only. ‘These instra- Iocated pa the ight side of cach lower instrament pi rade ments. give’ ant acctirate indication of cockpit alt segatdless of actual aitceafe.altivude, NORMAL OPERATION OF COCKPIT AIR CONDITIONING AND PRESSURIZATION SYSTEM. 1, Ram air scoop levers—CLOSED, 2, Cockpit heat rheostat—AUTO, and positioned as desired, EMERGENCY OPERATION OF COCKPIT AIR CONDITIONING AND PRESSURIZATION SYSTEM, Pressure surging y be encountered when operating on fh which is installed in the system as a high temperature MANUAL. ‘This surging is caused by the thermal safeguard, shutting of the hot aie to the mixing cham. ber when the air in the duce reaches 210°R. Shutting off this air inctesses the air flow to dhe turbine whieh causes a. pressure drop in the aie to che cockpits, When the coli air from the eurbine hits the thermal switch, ir opens and allows hoe air to flow again. ‘This eyele may oceur from eight co forty dimes por minute depending upon the temperature of the bleed ale and the sexting of the control. Ac low airspeeds, where bleed air ¢empera: cute is below 20°F, no surging will occur even when the control is on full HOT. At higher airplane speeds, where bleed wir temperature may exceed 400°E, surgiag will occur at one quarter (4) MANUAL HOTT setting, aa 7.0, TF-TO4D-T and if the secting is increased the surge cycle will increase to a faster rate, If-cockpic temperature is not maintained at the desired level aucomatically 1, Gnclpit hear theostar—MANUAL and position as desired, Noto © Uf airflow surging occurs, move cockpic heat rheostac swird COLD, © If cockpit cemperatine ix excensive and cannot be decreased automatically or msaually, open the ram air scoop. Manual control is provided ws a back-up fea- ture-only, and should not be used exeope in vase of automate control failure, There is dan- ger of fogging up the cabin on wikeof if manual control is aed. ‘This will noc happen If aie in the cackpic becomes contam surization becomes necessary: sited x if depres: 1 We AsI3A oxygen: mask, dilucer lever 1006, 2. Fmergeney lever EMERGENCY. S, Descend tu 25,000 Feet or lower, if circumstances peeasie. 4. Rain air scoop lever —OPEN, DEFROSTING AND RAIN REMOVAL SYSTEM. DEFROSTING SYSTEM. The defrosting system consists of a number of small air jets directed parallel to the canopies and windshield sur- faces, These jets act (0 entsain eabin air causing it to flow aver the inside surface; thereby raising the surface temperature. As long as the susfuoe temperature is ubave the cockpie dew poine, no fog or frost will be formed,7-0, 1F104D-1 Air for the defrosting syseem is normally routed from the secondary heat exchanger through a check valve and the defrost flaw control and shut-off valve (figure 4-1) to the defrosting wutlets. ‘This air Bow, ia iwelf, is nok sufficient to moce all requirements of the system. To supplement this flow, a bleed Hine is. provided which dirocts ait from a point just downstream of the hot ait shutoff valve to a differentiah relief and check valve, ‘When pressure in the normal flow Tine drops because of large demands on the syscemn (defrost flow control and shut off valve open), che differential relief valve will ‘open and furnish the additional air necessary for effective defrosting under all conditions. CANOPY DEFROSTING LEVER, The amount of air directed co the windshield opy defrost outlets is dececrained by the pasition of the canopy defrossing levee (figuce 1-14) located on che Tight forward panel in the forward cockpit, Upward movement af the lever inceeases the amount of defrost aig w the outlets by actuating the paeumadically oper ated shutoff valve Wich the lever in che INCR, (up), position, the valve will be fully opened, while in the OFF (down) position, the valve will be-closed and no defrosting air will be available. Note The windshield and canopy defemsting system should be operated throughout che light a the highest flow possible (consistent wich pilot hi comfort) so. thae sufficiently high tempera ture ism fined to preheat the canopy and windshield areas, Ik is necessary 0 preext because there is insufficient time ducing, rapid descents co heat these areas eo temperatures which prevent the formatiog of feost or fog. ELECTRICALLY HEATED WINDSHIELD. ‘The eft windshield pancl is elecciically heated om all modified aiteraft. Glass temperature is contcalled by a thermal switch (no manual switch is installed), "This switch will provide electrical power to the heating ‘element whenever the glass. temperate falls helow 95° 5° F. When the glass is heated co 105° the electrical power will be automatically disconnected. ‘The windshield obtains power from dhe emergency auc. bus. A circuit breaker Jacated on the right console in the farward cackipit labeled WINDSHIELD DEFOG, ay be pulled to deactivate che system in the event of a malfunction, Section IV FACE PLATE HEAT SYSTEM. Heating elements are incorporated in the piloe’s face plate to prevent or remove any accumulation of mois- ture oo the face plate which would otherwise hinder: vision, ‘This system becomes especially importaae at high altiendes in the event of any malfunction which causes rapid decease in cockpit venperature and. pressure, To insure that forward cockpit face plate heating ‘will be available under all operating conditions except complete clectrical failure, electrical power for the for ward cockpit heating elements is taken from the No. 2 battery bus. Power for the aft-cockpit heating elements is taken from the No. 2 a.¢, bus theough the 115-10 28- volt auto-transformer, FACE PLATE HEAT RHEOSTAT. Electrical power to dhe face place heating elements is controlled by meant of the face plate theostats. (25, Sgure 1.6 and 24, figure 1-7) oa the lower instru mncot panels. Heat may be applied to the face plates in varying degeces by moving either theostat clockwise from OEE ta any desired position. Heating intensity is maximum with the sheostat in the ON. (extreme clockwise) position, Note Peon te takewll, check face plate best for proper operation. © Use the minithuii! required’ hear to’ prevent or Temove any accumulation .of moiseuce on the © ‘The face plate hear rheostar showld be st maxi um heat just long eoough to: remove moisture, then seturned (0 the minimum hest required to preveat moisture accumulation. RAIN REMOVAL SYSTEM. The raa temoval systeen receives compressor air from: the same line (figuee 42) which feeaishes peessure for the canopy seal, radar system and anti-G suit valve. Raia. semioval air passes ehrough a pilot controlled shucoff 45Section IV. ace 6 Ane Figure 4-3 valve and is chen routed co nozales at the outside bose ‘of the left windshield panel. This hi flows over the panel co remove rain and prevent wind- shield icing. ‘Rain removal’ air is duced through the left side of the cockpit, If a leak develops in this uct Hine, air undee very high temperature will enter the cockpit, in which case ehe ram ait seoup should be opened "This will shut off scompeessor air to the duet line and direct cold inco the cockpic. velocity hot air ram ai RAIN REMOVAL SWITCH, ‘The rain removal switch (figure 4-3) located in the for- ward cockpit an the right console contsals the flow of compressar air to the niin removal oatlets, Moving the switch forward fram OFE co the RAIN REMOVAL position closes 1 28-volt dc, monitored bus ciruuit vo the rain cemeval shut-off valve which opens che valve and allows hot, pressurized sit to pass through the valve to tthe outlets, 46 TO, 1104D-1 Do soc turn che tin remewal syscem on above its limit aie speed, because the rain semoval nozzles may be damaged, NORMAL OPERATION OF DEFROSTING AND RAIN REMOVAL SYSTEMS. If any portion of che windshield or canopy Becomes ‘obscured by moisture, proceed as Follows: 4, Canopy defrosting lever—INCR, +2 Cackpir heat theostat-AUTO—HOT. Rain remuval switch—RAIN REMOVAL, if pee: cipitation is obscuring forward. visibility. Note Ganopy deftnsting aie should be operaced ac the highest cemperanure consistent with pilor comfort at all tines ducing high altitude Sight, This will minimize the possibiliey of che wind- Id and canopies becoming fogged by the extrome temperature diferentinls whieh accom- any ao engine failuee or a eapid descent from altitude, EMERGENCY OPERATION OF DEFROSTING AND RAIN REMOVAL SYSTEMS. If che windshield canciot be cleared by normal procedures and i is nevessary 10 lamd without delay, proceed as follews: 1, Canopy defrosting lever—Check (INCR, position) Cockpit heat rheastar—MANUAL—HOT. in remawil switch—RAIN REMOVAL if fuel and Gime permit, 4. 4. Eogine epm—Maximam ‘The above procedure dinects co to the shield outlets at its maximum available tomperatuce and pressure, Tf excessive fy; of any Kind visibility om take-off, open the ram air scoop. vapor, of visible moisture tess che cockpie, restricting ANTIICING SYSTEMS, ENGINE ANTI-ICING SYSTEM, ‘The antiicing system is designed to prevent formation of ice in the compressor infet, Icing of the inlet guide1.0, 1F10aD-1 Se vanes reduces. airflow through the engine and causes & loss of power accompanied by « punsible inecease in noxle ates and an increase in Fuel flaw: Hor seventeenth Stage compressor air flows through s port in the com: Presior rear frame to the inlet of the sofenaii-operated Antiice valve, ‘The antiieing valve regulates pressuce znd air flow (o che horirontal steuts of the engine front frame, Air is ported chrough the struts into a manifotd fn the hub of the frame, Air in the mandfuld enters the top vertical strut and inlet guide vanes. Holes in the iter end of the vanes and top steur allows air to dis charge into the inlet air stream, ‘The bottom strut is antiiced contnuausly by seavenge oil which lows through it. Engine Anticiee Switch. ‘The engine anti-ice switch (figure 1-13) lorared on the lefe forward panel controls the ow F compressar aie 10 the engine inlet guide vanes. In che OFF position, the ciresic 19 the solenoid operated engine anti-jce shat off valve will be opened and ap aie will daw through the valve. Placing ehe switch up t0 the ON position allows power fenm the No. 2 hus to enctgize the circuit, which opens the valve, and pen be directed to: the intet guide vanes. compressor ai Engine “Anti-lcing On" Warning Light, A light ow the-warning lighe panel (figuee 1-13) is pro: vided asa visual indication thar the anti-icing. system is opericin seasing device mounced in che aie duct between he ant icing vatve and the compressor frone frame, ‘This tem perature sensing device will cause the warning light to illuminate whenever snciicing aie temperature reaches approximacely 163° C. The light will remain on for Approximately ‘4 minute after che antisicing valve has closed, because of hot air remaining in che duct, ig ‘The light is operaced by a temperature OPERATION OF THE ENGINE ANTI-ICING SYSTEM, Icing will occur on the ffer duet. and engine com. pressor front frame ar subsonic speeds only. Ram air lomipersture Fist at superse to preclude the an jc speeds will be sulicient ng. If the engine is operated shove 82%, fc temperature is sufficient to prevent rapid up on the engine front frame and inlee guide vanes. The engine can sifely ingest aincraft inlet duce ice a¢ engine rpim less than a8, however, at higher rpm the inlec guide vanes may sustain some damage, nv Engine operation is still possible with limiced inet guide vanedamage, ‘The requirement for engine ant direct fonction of indicated compressor delet tempera ture (CIT), Operation of the antisicing system above a CIT of 10 degrees Contigrade compromises the service life expectancy of the magnesfum feune frame, There- fore, if weather eooditions indicates aced fat anti-icing, the system should he necessary only ar a CET indication of 10 degcees Centigrade, or below. Furchermore, the INGINE ANTLICING ON” warning light sill stay bo for approximately ‘4 minute after the anthicing switch hhas been deactivated. This condition existe hecamse che cemperature sensing device is in the de-icing air duce und there is no means uf dumping the hot air immediately after the aatiicing valve js closed, Light illumination for more chan 114 minutes indicates the valve i either seuck full or parcially open. of the above infor: mation, the following instexctions shall be observed: Ground Check (prior to flight in suspected cons}. 1, After the engine comes uv idle xpiny neteate ¢he anti-icing:svviteh, 2 Advance throetle uncit exceed 85% epai ight illuminates, noe 0 Note ‘The light should illuminate between idle and 85% rpm, depeading on ambient sir tempers: 5. Deactivate che switch afcer light illuminates and monitor light: maintain zpm. Abort the flight if gautes after ewiech is deactivared and make appropriate énrry in Form 783. In Flight Procedure. 1, If Bight is anticipated thcough kaown or suspected icing conditions, accivate the anciicing system when at subsonic speed and when the indicated CIT is 10 degrees Centigrade or helow. With the antiiclag valve opea, a maximunt speed of 350 knots’ or Mach 1.0, whichever 4s Jower, should not be exceeded. 2, After flying in moderate to heavy ieing for cwo minutes of morse, reduce power (wheee practical) to 88% to minimize inlet duct & the engine, ingestion damage to arSection IV To, 1E-104D-1 TABLE OF COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT ITERPHONE BETWEEN Cok ITS AND TO GROUND CHEW ANAICA9 NAVIGATION atiorstove RECEPTION NARS? wanes ezacoN SEEEETION Fig to By in ksowa deing com ditions at low alticade aad low power settings (80 to ‘866% rpm), the engine pawer should be increased to Loom) rpm every five minutes to assure that adequate antticing sie cireulation is available st che eogine com- pressor front frame, ‘This power increase should be saintained far approximately thirty seeunds, PITCH SENSORS AND PITOT HEAT SWITCHES The auto.pitch control and stick shaker pitch sensor vvavies and pitotstatie head ‘ate heated electrically by power feom the No.2 ce bus. Heating elements wit the sensor vanes and the pitot-head receive this power whenever the heating dreuit is closed, ‘The dreuit is closed by ig wither pitch sensor and plot! swicch (17, figure 1-9 and 6, figure 1-11) om the ighe consoles from ORF to PITCH SENSOR and PITOT HEAT posicion. Heat should he applied whenever in- strament flying conditions are encountered in order to prevent the farmation of ice om these units. 48 Eom) |e TTR CoRR CATIONS ‘Twa Way COHORUNLEATIONS IRERART ANAK Toe iFi Catton Tecarian exes new Serer lcaT cowsoue MeNeaes openers PACH COCKPIT EITHER he conse ene t exc cocKett EITHER oR mentee LINE oF lowr cansoue StGHT EACH COCKPIT UNE oF Bi costae SiGiT -COSKPIT tame cen BER ANY DISTANCE Aurowarie ven wanna ECON FORWARE Cocke IT omy Lng OF SGM FORWARD COcePH ure 4 Since the cain removal switch is adjacent co che pitot heat swicch, the rain cemoval system could powibly be tuened on inadvertently, cauting damage to the windshield COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT. The communications and associated electronic equipment installed in the aiterafe is listed ia figure 44 MICROPHONE AND HEADSET CONNECTIONS. ‘The miceophnne and headset connections ace a comple ment of che oxygen supply hose which plug into the piloc’s personal bead gear equipment, MICROPHONE SWITCH: ‘Che microphone siviteh consists of a buon (3, figure 1-5) loated on the chratele grip in each cockpic, It is used for transmitting with the AN/ARG 66 UHF com- mand radio and for manual interphone communications,AN/ Att 10 INTERCOMMUNICATION SET, ‘This equipaicnc ix powered by the de, emergency bus sind is protected by «circuit beeaker locaced on the afc cockpit, left side panel, ‘The set provides high intelligibility of -specch and commuaications at all aleinides. 1 gives the crew simplified conteol over the radio receivers and teansiiitiees and permits: maximum Aexibitiy of com: sions facilities: intercommunicution the raft, communication beyond the aircraft, monitoring of received radio 3 toring of dhece 1a in establishing incecphone communication berwoen: che pilots, The set incerperates two AN/AIG-10 contral panels and a relay assembly. for “hotamike” opératioa. jotsmike'' provides cont jon on interphone nls including simultancous mor receivers, and a call facility For use without che necessity of manual operation of the micco- phone butcon ‘Aa jntecphoni¢ control’ panel (figure 4-8) is locared on she right console in exch corkpits Ie aces ay a master control hox for the: assdclaeed electeanic equipment, adi ond inter.communication equipment. The pane! docs noc contain.an ON-OFF switch, ‘The equipment is “on” whenever the dc. emergency bus is energized. The following controls are provide: Note ‘The jaterphone power source will automatically switch from the dc. emergency bus to the battery his when engine rpm falls below 637 and thé rum air tarkine is not operating, Volume Control. The volume controt i piovided for the adjestmene of aural signal intensity. mule five monitaring switches peavide individual or mus zecepGon of audio signals wich dhe sotaty selector nob in cicher the INTER or COMM, INTER position, as fullows; INTER. For interphone reception only, COMM. For AN/ARC-46 reception, MARKER. ‘or AN/ARN 7 visual reception aaly WHE NAV, For AN/ARN-56 seseption ©. 1F-104D-1 Soction IV gf INTERPHONE ¢ Figure 4-8 Rotary Selector Knob, ‘This conteal provides for individual cransmission and/or reception in accordance with the 4 funetiuns placarded ‘on the rotary base, as Fallows: CALL. For intercommunication, permits che user in an emergency, to iatercupe or override any sigaals being received by the other pilor if the other pilot is operating his interphone with che rotary selector knob set on any position other shan INTER. or COMM INTER, COMM INTER. For teansenission of reception with the ANYARC-66 radio, two way “hot-mike”” intercommuai- sation and the reception of ather signals as selected by the monivaring swicches INTER. For manual teansmission and reeeptints of inter: ormunication signals sing the MIC burton, on the theowle and the receptions of odher signals as seleceed by the monitoring switches. 49Section 1V TO: > VHF-UHF CONTROL “TRANSFER PANEL Figure 4-6 COMM. For trans ARC 66 radia -only. om pe recepdon wich che AN/ Normal, Aux. lisien Switch, This switch has two positions, NORMAL and AUX. LISTEN. The NORMAL position allows all audio sig- nals ty pass chaugh che AN/AIC-10 amplifier ebus allowing the volume contral knob on the AN/ATC-10 Parcel to adjust audio signal incensity, ‘The AUX, LISTEN position by-passes the amplifice in case it fails id audio signal intensicy must be adjusted with the individual receiver's yolume control, VHF AND UHF CONTROL TRANSFER PANEL ‘The VHE and UHE control eransfer panel (gure 4-6) is focated on che Left console of bath cockpits, The panel contains wo switches and two green indicator Lights. ‘The inboord seviteh is the command cudio concrol srans 410 1F-104D-1 RADIO AN/ARC-66 “CONTROL PANEL Figure 4-7 fee switch and is placarded COMME and eransfers. con trol of chinnel selection between cockpits for the AN/ARC-66 conand radio. The outhoard switch is the navigation receiver control transfer switch and is placarded NAW: it transfets control of channel selec- tion between cockpits for the AN/ARN-S6 VHE-NAV receiver, The green indicator lighe associated with each switeh iluasiaates: only in the cockpit having contzal, ‘The operator in the cockpit chat does not have conceol can transmit and eeceive but has no control over fre- quency selection, AN/ARG-66 UHF COMMAND RADIO. ‘The AN/ARG-6S UHF command radia provides voice transmission and reception in the UH frequency range. ‘This range is divided iieo 1730 frequencies which eum be selected ia increments of one-tenth of a megacyele, ‘Any 20 af the 1750 frequencies may be set on a channel selector (o facilitate immediace use, In addicion, amy one oF the remaining frequencies on the chancel selector1.0, 1F-1040-1 may he chuoged on the geound or in ight, Receiver and tzanimitter tuning is accomplished automatically after a chanael ot frequency change, In addition to the main receiver « separate, fixed-tuned guard receiver with a frequency range of from 238.0 tn 248.0 megaeyeles is installed tu provide a constantly alerced emergency chan- nel, This emergency guard channel frequency muse be pre-tuned prior to inscallation, Provisions only ace made for che adaption of automatic direction finding equip- ene ucilizing the main receiver AN/ARC-6 CONTROL PANEL. An AN/ARC-66 control panel (figure 4-7) is located o0 the left console In each cockpit. Control of channel selec- tion is transferred becweea cockpits through the com. mand radio control cransfer switeh previously described nplished by two red shaded bulbs which illuminate the transpacent plastic material of which che panel is made. Each panel has the following Panel lighting is acca controls Manual Frequency Selector Knobs, Four manual frequency selector Knobs are insealled across che cop of the panel, These knobs are used to set up any desired operating frequency which is not set on the channel selector, From lefe co right, the firse knoly seleces hundreds of sgacycles, the sceond knob seleces tens of megacycies, the thicd knob selects units of mega- cycles and dhe fourth knob selects tenths of meyueyeles ‘These numbers appear in a window above thele respee- tive knobs, so that any frequency inthe UHF hand can. be selected manually, Tone Bun n. ‘The tone burton, when pressed, energizes the transmitter and excites u tone oscillacor which feeds the ton modulator providing continuous cone cranstuisston, 10 the Volume Contcol. The volume control consists of a rheostat type switch thar # used to control the audio level of the received sigaal, Section IV Modo Switch, ‘This switch selects the method of frequency selection. The MANUAL position permits operation on the fre quency selected by the manual frequency selector kaobs. ‘The preset chanael number is covered in ehis pasition aod the PRESET sad GUARD positions are seen chrough a green window, The PRESET position permits the we ‘of the channel selector for operation on any one of the 20 prose frequencies. The GUARD positian selects pre-tuned fixed frequency on the main receiver and erans: anitser for. emergency or discress calls ‘Channel Selector. ‘The rotary channel selector knob is used to select any one of the 20 presec channels, ‘The number of the selected channel appears in a window above the knob, ‘The window is covered when the mode switch is in the MANUAL of GUARD position. Function Switch, ‘This switch sets up the functions of the equippment-which are selected! by the four following positions: GFF—For de-caergizing the equipment. MAIN—Operates che transmiceer sad the main receiver om the same frequency, The equipment is switehed from the receiver to the cransmitter by depressing the MIC buiton, Releasing the button returns the equipment to a reeeiving condition. BOTH—The main receiver, wansmiticr and the guard receiver are operative in the BOTH pos ym, “Tae matin recciver and transmitver operate on thar feequency deter: mined by the frequency cantzol components, ‘The guard receiver operates on a pre-runed frequency Missed Approaches 200.0... MM-3 Attitude Indieatoe A saree Radar Approach... er MS Radar Recovery sith Radac Approadh 1j.c..00+.5:6% Radio Magnetic Indicator, 1D-250 ...;..).-.... 414% Rain and Ice s cascasnine Saat of : 2423 Rain Removal System 0 000 e cee eee 8 tocerressedl6 Ram Ale Sonop Lever soo perce coe reeee ed PAGE NUMBERS WITH ASTERISK ("} DENOTE ILUSTRATIONS1.Q. 1F-104D-1 INDEX ai Al Tire Exsaradcin Hindbes —Zaine- Colabiny oi bce Eig €¥ Low Speed: ‘Ram Air Turbine Extension Handles |... 1-34, 1-39 Rear View Mircox ‘ x am Refueling—Air cieeecter 426 Ground " s 424 Rofoeting Probe ee eee ARS ‘Retraction Failure, Landing Gear his RPM Cuthack and teh: REM. riaivey Rudder Pedals pee Rudder Travel Limiiog Stem <.osis-0.c-. 140 Rudder Teim nes egecen let s Safe ljcetion Speeds vs, Altiende, Sequence Safety Pins, Landing Gear Ground Seat Bele, Automatic 2.2.) 0. 0. Seuts, Ejection Sequencing System, Wing Flap Servicing Diagram —.. Simulated Foreed Landing... Single Poine Refucting ts Speed Brake System Failure 2. weettaualnae Speeds, jection Spurs, FOGE .ceeecper see poeee eee valet Stability Augmentation Conteo! System 0. 1-41 Failure 3.26 Stability and Trim Concrol Panel. ed Scability and Trim Aileron 0.0 .-...eecrer ees b43 158 Stall Clearing, Engi 33 Standby Compass a 1-82 Starter and Ignition Systems .....-5.60000) 00 -LM Starting, Engine Fire During 0 ..-066.c0ry00 8 Starting Engine 200060000 2.0. 220 Static and Pitor Pressure Systems ertsx tal, Stweting Syscem, Nose Wheel... bo b50 Stick Grip, Conteol 108 Stick Shaker Sonsor Vanes and Auto-Pitch Conteal SiMe bree ode Stick Shaker Syste Pieper ae Sieh Sock-In Doors Feet ee eto Surge, Afterburner 660 j cc cee vee cseee se d2O Survival Kie 5 1-55, 1-56* Survival Kit Connection sane 16 T T, Reset and Low Corrected RPM ere 'T, Reset and Cucback ys, a Speed ....0...738 Tachometers 2 feos enna aes Take-Off <2 220, 2218 —Engine F ees f Engine Fire During. —— —Instrument .-... east loss of Afterburner During... Take-Off and Landing Emergency ‘ ‘Taxi and Landing Lights eee Taatiog - be ‘Tese System, Warning Lights : Thiottle Quadsane ‘Throttles a is re Failure on Take-Oll je. ocecoseveees Touch And-Go Landings , Pore Trailing Edge Flap System z Transfer System, Extcrnal Fi Trim Control Sysu < Turbulence and ‘Thunderstorms |. Tuen and Slip Indicators ‘Turning Radius and Ground Clearances u UHE Command Radio, ANJARCK6 0.0... 610% Vv Variable Stator aad Compressoe Operation 7a Vent and Fuel Tank Pressurization System 122 Ventilaced Suit Blower : 428 Vertical Volucicy Indicators .. cease nea SOSH VHF/UHF Control Transfer Panel 00.0... 10% VHF Navigation AN/ARN-56 Control Paaél 4-12 w Warning Lights System 158 Wheel Brake System fairer eaheras LO ‘Wing Flap System 2.0.5.0 cee seeeet pene DAS Zoom Capability with Dead Eogine at Low Speed... 225222220 PAGE NUBAERS Wii ASTERISK (+) DENOTE ILLUSTRATIONS xs