P200 TORNADO

for Microsoft Flight Simulator

by IndiaFoxtEcho Visual Simulations

USER
MANUAL

Version 1.0.0 – April 2024

NOTICE – Although this manual and the simulated aircraft closely resemble their real-world counterparts in
many aspects, neither should be used as source of real-world information about the aircraft. This package is
not endorsed or supported by the aircraft manufacturer or by any armed service.
CHANGE LOG

Version 1.0.0 – Initial Release

WELCOME

The Panavia Tornado is a family of twin-engine, variable-sweep wing multi-role combat aircraft, jointly
developed and manufactured by Italy, the United Kingdom and Germany. There are three primary
Tornado variants: the Tornado IDS (interdictor/strike) fighter-bomber, the Tornado ECR (electronic
combat/reconnaissance) SEAD aircraft and the Tornado ADV (air defence variant) interceptor aircraft.

The Tornado was developed and built by Panavia Aircraft GmbH, a tri-national consortium consisting of
British Aerospace (previously British Aircraft Corporation), MBB of West Germany, and Aeritalia of Italy.
It first flew on 14 August 1974 and was introduced into service in 1979–1980. Due to its multi-role
design, it was able to replace several different fleets of aircraft in the adopting air forces. The Royal
Saudi Air Force (RSAF) became the only export operator of the Tornado, in addition to the three original
partner nations. A tri-nation training and evaluation unit operating from RAF Cottesmore, the Tri-
National Tornado Training Establishment, maintained a level of international co-operation beyond the
production stage.

The Tornado was operated by the Royal Air Force (RAF), Italian Air Force, and RSAF during the Gulf
War of 1991, in which the Tornado conducted many low-altitude penetrating strike missions. The
Tornados of various services were also used in the Bosnian War, Kosovo War, Iraq War, in Libya during
the 2011 Libyan civil war, as well as smaller roles in Afghanistan, Yemen, and Syria. Including all
variants, 990 aircraft were built.

This package is focused on early IDS variant. External models for early GR.1 and ECR variants are
also provided but they share the IDS cockpit.

MINIMUM HARDWARE REQUIREMENTS

Due to the high-detail model and textures, we suggest to use the Tornado on systems that meet or exceed
the following requirements:

CPU: 3.5GHz dual core processor or better

GPU: at least 6Gb dedicated memory, Nvidia 960 or better recommended
RAM: 8.0Gb minimum
Hard Disk: 15Gb required for installation

INSTALLATION

IMPORTANT – IF YOU ARE MANUALLY UPGRADING YOUR PACKAGE FROM A PREVIOUS VERSION,
PLEASE DELETE THE PREVIOUS VERSION FIRST!

This package is distributed both on the Microsoft Marketplace, SimMarket, Orbx and other vendors.

If you have purchased the package though the Marketplace, SimMarket (using their app to download
it) or through Orbx Central and you have followed the on-screen instructions, no further action is
required from your end. The plane should be available in the aircraft selection menu as the other
default planes and should be automatically updated.

If you have purchased the package from an external vendor and the aircraft is provided as a .zip file
without any installer, just unzip the content of the file into your COMMUNITY folder. The exact
location of the folder will depend on your selection when you have installed Microsoft Flight
Simulator. Once you have indicated where your COMMUNITY folder is, just follow the on-screen
instructions.

If you have purchased the package from an external vendor and the product comes with an .exe
installer, just follow the instructions on the screen. You will be asked to locate the COMMUNITY
folder. The exact location of the folder will depend on your selection when you have installed
Microsoft Flight Simulator. Once you have indicated where your COMMUNITY folder is, just follow the
on-screen instructions.

NOTE: If you do not know where the community folder is located, you can follow this procedure:

Go to Options / General.
1.Click on "Developers" which you will find at the bottom of the list on the left.

2.Switch Developers Mode on.

3. On the Dev Menu select Tools / Virtual File System.

4. The community folder location can be found under "Watched Bases"

NOTE: If the copying the folder in the Community folder fails because of the fact that files names are
too long you can proceed as follows:

1. Extract the package folder on your desktop or in any known and easily acceptable location.

2. Rename the package folder from “indiafoxtecho-tornado” to anything short and recognizable such
as “tornado” or just “p200”

3. Place the renamed package folder in the Community folder

Once the aircraft is installed in the Community folder, it will be available in the aircraft selection
menu next time you start Flight Simulator. If Flight Simulator was running during the install process,
you need to close it and restart it for the aircraft to appear.

IMPORTANT NOTE ON THE FLIGHT MODEL

Please note that the Tornado flight model is designed to work with the new Flight
Simulator flight model (Options->General->Flight Model->MODERN) . This is the default
option for Microsoft Flight Simulator and it should be your setting unless you have
changed it.

However, some users may have changed the flight model to "LEGACY" in order to use
older FSX-derived add-on planes. The Tornado does not support to the LEGACY flight
model.

CREDITS

Tornado text description taken from Wikipedia page: https://en.wikipedia.org/wiki/Panavia_Tornado

We'd like to thank the Beta testing Team and everyone who supported this project and IndiaFoxtEcho.

For questions, support and contact please write an email to [email protected] or contact us on
Facebook https://www.facebook.com/Indiafoxtecho-594476197232512/

This software package has been produced by IndiaFoxtEcho Visual Simulations, via Dei Giustiniani 24/3B
16123 Genova, Italy – copyright 2021.
ABOUT THIS MANUAL

This manual is partially based on real world documentation for the Tornado aircraft but it has been vastly cut
and edited to reflect the Microsoft Flight Simulator rendition.
Sections italics apply only to the simulated version of the aircraft

THIS MANUAL SHALL NOT BE CONSIDERED A SOURCE FOR REAL-WORLD INFOMATION OR

OPERATION OF THE TORNADO AIRCRAFT!

UPDATES

We will try our best to keep the product updated and squash significant bugs as soon as possible.
Updates are typically deployed as full packages/new installers and will be available from your distributor.
Typically updates must be manually installed in the same way as the initial release.

If you are having issues with the update, we suggest you first delete the previous version.

You should always restart the simulator after any update.

COPYRIGHT AND LEGAL STATEMENTS

This SOFTWARE PRODUCT is provided by INDIAFOXTECHO VISUAL SIMULATIONS "as is" and "with all
faults."
INDIAFOXTECHO VISUAL SIMULATIONS makes no representations or warranties of any kind concerning
the safety, suitability, lack of viruses, inaccuracies, typographical errors, or other harmful components of this
SOFTWARE PRODUCT.
There are inherent dangers in the use of any software, and you are solely responsible for determining
whether this SOFTWARE PRODUCT is compatible with your equipment and other software installed on your
equipment. You are also solely responsible for the protection of your equipment and backup of your data,
and INDIAFOXTECHO VISUAL SIMULATIONS will not be liable for any damages you may suffer in
connection with using, modifying, or distributing this SOFTWARE PRODUCT.

REVERSE ENGINEERING OF ANY PART OF THIS PACKAGE, INCLUDING THE EXTRACTION OF 3D

AND 2D ASSETS WITH ANY MEAN, IS PROHIBITED.

PLEASE REFRAIN FROM MAKING ILLEGAL COPIES OF THIS SOFTWARE.

INDIAFOXTECHO DOES NOT INCLUDE COPY PROTECTION IN ITS SOFTWARE AS WE BELIEVE
THAT LEGITIMATE CUSTOMERS ARE ENTITLED TO INSTALL THIS SOFTWARE WITHOUT ANY
HASSLE OR WITHOUT WORRYING ABOUT PRODUCT KEYS, LICENSE EXPIRATION AND
AVAILABILITY.
OUR COPY-PROTECTION IS IS MADE OF CONTINUOUS IMPROVEMENT, CUSTOMER SERVICE AND
A FANTASTIC FAN BASE.

THAT BEING SAID, IF YOU MAKE AN ILLEGAL COPY OF THIS SOFTWARE, NOT ONLY YOU ARE
INFRINGING THE LAW – YOU ARE ALSO REDUCING THE RESOURCES FOR DEVELOPMENT OF
UPDATES AND NEW PRODUCTS.

...let alone the fact that the world of simulation communities is small, and we receive notifications of copyright
infringements or reverse engineering attempts directly from our loyal fans very quickly.

LICENSE RESTRICTIONS

This Tornado rendition for Microsoft Flight Simulator is provided solely for recreational, non-
professional use. Please contact IndiaFoxtEcho Visual Simulations for inquiries about professional
applications.
VARIANTS INCLUDED IN THIS PACKAGE

This package is strictly based on early Tornado IDS, but the package also includes external model variants.
These variants will appear as different airplanes in the simulator menu.
Variants are as follows:

IDS (Interdictor Strike) - This is the base version of this package, and features Italian and German
IDS airplanes.

GR.1 - In this version, the external model reflects the early British configuration and
Saudi IDS variant (as the Saudi IDS closer to the GR.1).
Airplanes in this folder also have an unique helmet (Mark 3) and can be
equipped with 2250 litres tanks.

ECR - Italian and German ECR variants. Airplanes in this folder can be equipped
with HARM missiles.

All the variants will share the IDS cockpit, which is therefore not accurate for GR.1 and ECR.

MAIN DIFFERENCES BETWEEN THE REAL TORNADO AND THE VIRTUAL ONE

While we tried our best to provide a reasonably detailed rendition of the Tornado in Microsoft Flight
Simulator, a number of differences and artistic licenses have been taken in few areas.
The main differences are:

• Flap and wing sweep system

• Flight model
• WSO station operations
• Test and weapon delivery models
• Terrain Following Mode

FLAP AND WING SWEEP SYSTEM

In order to leverage the MSFS flap system to simulate changes in lift, drag and centre of lift, the wing-sweep
and flaps system in this rendition are interlinked and are both activated by the flaps sweep system.
In the real airplane, except for the obvious interlocks, the flap and wing sweep operations are independent.

The flaps lever positions are as follows:

0 (fully retracted) - Wing sweep 67° Flap 0° Slat 0° Krueger 0°

1- Wing 63° Flap 0° Slat 0° Krueger 0°

2- Wing 45° Flap 0° Slat 0° Krueger 0°

3- Wing 25° Flap 0° Slat 0° Krueger 0°

4- Wing 25° Flap 7° Slat 11° Krueger 0°

5- Wing 25° Flap 26.15° Slat 24.30° Krueger 0°

6 (fully extended) - Wing 25° Flap 50° Slat 24.30° Krueger 116.30°

NOTE: Kruger flap movement is disabled on some variants

FLIGHT MODEL

The flight model of the aircraft has been tuned to represent a Drag Index 0 (DI 0) configuration, and will
therefore exceed the performance of the real-aircraft in most configurations, although some real-world
limitations have been enforced.
Negative G force or excessive G force with flaps extended will damage the flaps.
Excessive G forces may cause structural damage.
Excessive airspeed with gear of flaps extended may permanently damage the landing gear or the flaps and
wing sweep system.

The drag in the simulated aircraft has been tuned to reflect a DI 0 configuration, that is a clean aircraft with
no external loads and no pylons. Please keep in mind that in MSFS drag is not dynamic and will not change
depending on the loadout so the overall aircraft performance in the simulation will exceed, in many cases,
the performance of the real world aircraft. For information, the default configuration of the sim (2 BOZ + 2
AIM-9 + 2 underwing tanks) will produce a DI of 48.

The real airplane,with DI 48, has a much lower top-speed (barely M1.2 at high altitude, and barely
supersonic at sea level with a COMBAT power setting).

Please see the “NORMAL PROCEDURES” section for further details.

WSO OPERATIONS

Functionality in WSO station is limited but many systems have at least a basic implementation.
The main functionalities unique to the WSO stations are:

Inertial Navigation Alignment - It is not required to the player to perform a full IN alignment
procedure, and Present Position and Heading data entry will be
automatically filled and report the actual aircraft data.
D31 and D32 can be manually set in the INCDU panel.

Main Computer - It is required that the Main Computer, IFU 1 and IFU2 and Waveform
Generator are all set to ON for the aircraft to operate.

Map Generator - Full map generator controls are available only in the rear-cockpit,
although the aircraft will always been shown at the centre of the
display.

Ground mapping - Basic ground mapping

Rapid Data Entry - If the plane spawns cold and dark, it is necessary to perform the
RDE procedure from the CVR to have the flight plan available.
Flight plan can only be created in the game-interface.

TV/Tab - Basic functionality is provided, but only PLAN and NAV modes have
been developed. PLAN mode requires a flight plan.

Selective Jettison - Selective jettison selections are only possible in the WSO station

Waypoint management - MAN/AUTO navigation mode selection and waypoint selection can
only be operated in the rear cockpit.

TEST AND WEAPON DELIVERY MODES

Some of the systems (e.g. the HUD) do not have a full simulation of the test modes. Weapon delivery data
presentation is NOT implemented.

TERRAIN FOLLOWING MODE

Unlike the real system, the TFR mode will not actually look ahead of the aircraft (as this function is not
supported natively by MSFS) and will try to guess the terrain profile using data collected by the Radar
Altimeter. A detailed description is provided in section 3.
NOSE WHEEL-STEERING

This rendition of the Tornado implements MSFS nose-wheel steering (NWS) system and associated controls.
Please see the Nose-wheel steering chapter for operation and modes.

To associate a control to this function, you should assign a control to the “SET NOSE WHEEL STEERING
TO LIMIT” command, in the MISCELLANEOUS group. This will allow you to cycle between NWS OFF, LOW
and HIGH settings.

THROTTLE, AFTERBURNER DETENT AND ENGINE MANAGEMENT

This Tornado rendition includes afterburner toggle/detent controls. This means that, much like the default
F/A-18, the afterburner will not engage unless the pilot actively presses a specific “toggle” button – this is
done in order to mimic the afterburner detent which is present in the real world throttle lever, and it is meant
to prevent an inadvertent activation from the pilot.
Also the throttle movement will be limited to 80% of the available travel, unless the afterburner detent is
released.
This control is not assigned in many control presets, so you may need to add it.

If you do not wish to to have the afterburner toggle functionality, or you have a mechanical detent on
your throttle, you can set the “TOGGLE AFTERBURNER” control to your throttle axis (as in the figure below)
so that the TOGGLE is associated to throttle movement.

To shutdown the engines, there is a specific mouse interaction area located at the base of the throttle
assembly – in order for this to work, throttles must be below idle.
Advancing the throttle to any other position will restore engine fuel flow and combustion.
IN-COCKPIT MENU

An in-cockpit menu can be accessed by clicking on the mouse area at the base of the HUD assembly shown
in figure.

The menu is divided in 8 sections, which can be operated by clicking on them with the mouse.
Clicking on the centre of the menu will make it disappear (if it is the main menu selector) or will move to the
upper level in the menu hierarchy. Using the mouse wheel on the menu centre will allow you to adjust the
position of the menu within the cockpit.
The menu items are divided as follows:

WSO CHECKLISTS - Automatic execution of several WSO checklists.

NAVIGATION - IN alignment, destination selection and waypoint management.

TACAN - TACAN channel selection.

CRPMD - CRPMD settings.

AFDS - Autopilot modes and settings.

RADIOS AND IFF - Radios and IFF operation.

CONFIGURATION - Aircraft loadouts.

MAINTENANCE - Maintenance and miscellaneous options.

WEAPONS AND LOADOUTS

Weapons, ECM pods and external fuel tanks can be configured in the menu, however they can also be
applied individually in the WEIGHT AND LOADOUT sections.
NOTE: WEAPONS WILL ONLY SHOW ON NON-MARKETPLACE COPIES. IF YOU HAVE PURCHASED
THE TORNADO FROM THE MARKETPLACE, YOU MAY WANT TO DOWNLOAD AND INSTALL THE
INDIAFOXTECHO COMPANION PACKAGE: https://it.flightsim.to/file/66726/indiafoxtecho-
companion-package
Available loadouts and token weights are as follows:

Fuel tanks:

FUEL TANKS* (1500l): 550 lbs (STA 2, 3, 5 and 6)

FUEL TANKS (2240l): 650 lbs (STA 2 and 6 only, GR.1 model only)

ECM pods:

BOZ (only STA 1 and 7): 630 lbs

CERBERUS (only STA 1): 440 lbs

SKY SHADOW (only STA 1): 485 lbs

Air to air:

SIDEWINDER (only STA2B and STA6B): 190 lbs

Air to ground:

AGM-88 HARM : 800 lbs (STA 3 and 5, ECR model only)

KORMORAN: 1370 lbs (STA 3 and 5)

MK.82: 1070 (STA 3 and 5, 2X); 515 (STA 4, 1X)

MK.82SE: 1090 (STA 3 and 5, 2X); 530 (STA 4, 1X)

MK.83: 2025 (STA 3 and 5, 2X); 1025 (STA 4, 1X)

NOTES:

* - underwing tanks are associated to EXTERNAL TANKS 1 and 2, under fuselage tanks are associated to LEFT AUX and RIGHT AUX
tank - CENTERLINE TANK NOT SUPPORTED but associated to CENTER 1 tank). If the tanks are not loaded, the associated tank in
the simulator will immediately zeroize).
EXTERNAL POWER UNIT

The Tornado is equipped with an APU that can be started with the on-board battery. However, in case the
battery is depleted, an external power unit is also modelled. This can be activated via the game key bindings
OR via the the in-cockpit menu. A 3D model is also included, courtesy of Heatblur Simulations, but must be
enabled in the menu first.

External power unit will be automatically disabled if the plan is moving or not on the ground.

CONTROL STICK VISIBILITY

Control stick visibility can be toggled by clicking on the mouse area indicated in the figure below.
CREW GEAR, HELMET AND OXYGEN MASKS

On IDS and ECR model, player can select HGU-55P or HGU-55G, and MPU-12 or MPU-20 independently
for the pilot and the WSO from the in-cockpit menu (MAIN MENU → MAINTENANCE → CREW GEAR).
GR.1 has Mark 3 helmets only.

WEAPON SYSTEM OPERATOR VOICE MESSAGES AND AUTOMATION

Automatic execution of INITIAL CHECKS, INTERNAL CHECKS, PRE-TAXI CHECKS and SHUTDOWN
CHECKS is provided from the in-cockpit menu dedicated section. The options will always appear but the
WSO may refuse to execute them if proper conditions are not met – feedback on the execution is provided
via voice messages and captions in the checklist menu.

The package includes a number of WSO voice messages, which can be controlled from the in-cockpit menu
(MAIN MENU → OPTIONS → WSO VOICE and WSO VOICE OPTIONS).

The following voice messages are provided:

During takeoff:

– Rotation speed (dynamically calculated)

– Gear up
– Flaps up

During flight:

– Altitude messages (every 5k, 2k or 1k as preferred)

– Speed messages (every 100 or 50 knots)
– Fuel quantity (every 500Kg above 1000Kg and every 100Kg below 1000Kg)
– Low fuel warnings

During landing (when gear is extended when the aircraft is in flight):

– Speed warnings (too high or too low for landing)

– Radio altitude
– Comments for very hard or very smooth landings.
LIST OF ABBREVIATIONS ARB Attack Release Button
ARI Attitude Repeater Indicator
A ARU Airfoil Release Unit
ASAP As Soon As Possible
A Accept (symbol) ASI Airspeed Indicator
A;a Angle of incidence ASM Air System Master
A/A Air-to-Air ASO Automatic Steering Override
A/amps Ampere AT Autothrottle
A/B Airbrakes ATC Air Traffic Control
A.C., AC, a.c. Alternative Current ATTD Attitude
A/C Aircraft ATTK Attack
A/coll Anti collision ATU Antenna Tuning Unit
A/G Air-to-Ground AUTO Automatic
AAM Air-to-Air Missile AUTO P Autopilot
AAMU Air-to-Air Missile Unit AWFL Air Worthiness Flight Limitation
AAO Air-to-Air Override Button
AAR Air-to-Air Refueling B
AAT Air-to-Air Track Mode
ACC Accumulator (hydraulic) B Brilliance
ACCEL Acceleration, Accelerate B SCN B Scan
ACFC Air-Cooled Fuel Cooler B/B Buddy/Buddy
ACPT, ACCPT Accept BAA Best Available Altitude Barometric
ACT Actuator (hydraulic) BARO Barometric
ACU Automatic Control Unit BARO IN Barometric Inertial Height
AD Air Data BATH Best Available True Heading
AD + SR Air Data and SAHR Mode BATT Battery
ADC Air Data Computer BATT MSTR Battery Master (switch)
ADC Air Data Computing BCN Beacon
ADD Airstream Direction Detection BDHI Bearing Distance and Heading
ADF Automatic Direction Finder Indicator
ADI Attitude Director Indicator BITE Built-In Test Equipment
ADL Armament Datum Line BOV Blow Off Valve
ADR Accident Data Recorder BRG Bearing
ADS Air Data System BRSL Bomb Release Safety Lock
AFDC Autopilot and Flight Director ComputerBRST Boresight
AFDS Automatic Flight Director System BRT Bright, brightness
AFP Automatic Flight Plan
AGC Automatic Gain Control C
AGG Air-to-Ground Guns
AGL Above Ground Level C Celsius
AGM Air-to-Ground Missile C Compatible
AGR Air Ground Ranging C/FUS Centre Fuselage (tank)
AGTY Agility CAL Calibration, calibrate
AICP Air Intake Control Panel CAS Calibrated Airspeed
AICS Air Intake Control System CAT Clear Air Turbulence
AIM Air Intercept Missile CBLS Carrier Bomb Light Store
Aj Area, jetpipe (nozzle area) CCE Communications Control Equipment
ALN Align CCIL Continuously Computed Impact Line
ALT Altitude CCIP Continuously Computed Impact Point
ALT/ALTER Alternative CCP Communication Control Panel
AM Airmix (02 regulator) CCS Communication Control System
AMPL Amplifier CCU Central Control Unit (FTI)
AMSL Above Mean Sea Level Antenna CFS Control Frequency Selector
ANT Antenna CG Centre of Gravity
AOA Angle of Attack CHAN Channel
AP Autopilot CLPU Closed Loop Pull Up
AP ENG Autopilot Engage CMD TRK Command Track
AP MON Autopilot Monitoring CMO Contour Mapping ON
APFD Autopilot Flight Director CMP Central Maintenance Panel
app., approx Approximate, approximately CMPTR Computer
APP/APRCH Approach COMP Compass Mode
APPR. APPROX Approximate, approximately CON Console
APU Auxiliary Power Unit CONFIG Configuration
CONT INV Contrast Inversion ECM Electronic Counter Measures
CONT.D Continued ECP Engine Control Panel
CONT, contr Control ECS Environmental Control System
CONV Converter EED Electro Explosive Devices
CO2 Carbon Dioxide EFH Estimated Flight Hours
CP Control Panel EGTF Enhanced Ground Test Facility
CPCV Cabin Pressure Control Valve EHP Emergency Hydraulic Pump
CPGS Cassette Preparation Ground Station ELEV Elevation
CPU Central Processing Unit ELPC Electric Low-Pressure Controller
CR Crash Recorder EMER.EMERG.Emergency
CSAS Command and Stability Augmentation EMERG RAM AIR Emergency Ram Air
System EMERG TRANS Emergency Transfer
CSD Constant Speed Drive EMGY Emergency
CSI Combined Speed Indicator ENC Emergency Nozzle Closure
CTR Center ENG Engine
CU Control Unit ENT Enter
CUE Control Unit Electronic EPS Emergency Power System
CURS Cursors EPSC Electric Power System Controller
CVO Cancel Visual Offset EQM Equipment Format
CVR Cockpit Voice Recorder ERA Emergency Ram Air
CWP Central Warning Panel ERR Error
CWS Central Warning System ERU Ejection Release Unit
ES E-Scope
D ESRRD E-Scope Radar Repeater Display
EU Electronics Unit
D.C., DC, d.c. Direct Current EXT Extended
D/N Day/Night (Switch) EXT Extinguisher
DAMP Damper, damping
DAU Data Acquisition Unit F
dB Decibel
DCP Doppler Control Panel F Filter
DEC Declination F Fire
DEC Decrease F Front
DECU Digital Engine Control Unit F Full
Deg/sec Degrees/Seconds F/C Front Cockpit
DEL Delete F/R pump Front/Rear Pump
DEP Depression FA, F/A Fix Attack
DEST Destination FAF Final Approach Fixpoint
DEST, D Destination FAIL Failure
DF Direct Finding FCU Fuel Control Unit
DIFF Differential FD Flight Director
DIM Dimmer FES Fast Erection Synchronization
DIR Direct FFK Fixed Function Keyboard
DIS Display FIX Fixing
DIS, DIST Distance FKPT Fixpoint
DL Direct Link FL Flap
DN Down FLT Flight
DME Distance Measuring Equipment FLT INS Flight Instruments
DP +SR Doppler + SAHR Mode FLT PLN Flight Plan
DPPLR, DPLR Doppler FLW Follow
DR Director FM Frequency Modulation
DR Drift FOD Foreign Object Damage
DSC Digital Scan Converter Form Formation
DTG Distance to Go FPS Frame Per Second
DU Display Unit FR VLV Flight Refueling Valve
DWN Down FREQ Frequency
DYN Dynamic FREQ AGTY Frequency Agility
FRIG Frequency Response Input Generator
E Frz Freeze
FS Frequency Sweep
E East Ft/min Feet per Minute
E Empty FT, ft Feet
EAS Equivalent Air Speed FTI Flight Test Instrumentation
FUS Fuselage Identification Feature
FW, FWD Forward IFM In-Flight Monitor
IFR Instrumental Flight Rules
G IFU Interface Unit
IGNSEL Ignition Selective (switch)
G Gain ILS Instrument Landing System
G Guard (channel) IMC Instrumental Meteorological Condition
G, g (Unit of) gravity IMCP Intake Manual Control Panel
GCA Ground Controlled Approach IN Inertial Navigation
GCU Generator Control Unit INBD Inboard
GEN Generator INC Inclination
GEU Gun Electronics Unit INC Increase
GEU Gyro and Electronics Unit INCDU Inertial Navigator Control and Display
GLU Ground Loader Unit Unit
GMR Ground Mapping Radar IND Indicator
GND ACT Ground Activation INSR Insert
GPCU Ground Power Control Unit INST Instrument
GRID Grid Data INT Intelligence point
GS, G/S Ground Speed INT Intercommunication
GTF Ground Test Facility INT Intermittent
GVNR Governor INT Internal
INT Interval
H INTER Interconnect
IP Intermediate Pressure
H Height IP BOV Intermediate Pressure Blow-Off Valve
H Horizontal IPI Initial Position Insertion
HAS Hardened Aircraft Shelters IPP Initial Present Position
HDD Head Down Display Recorder ISA International Standard Atmosphere
HDG Heading
HDG/DR Heading/ Drift K
HE High Energy
HF High Frequency K Kilo (1000 Units)
HF/SSB High Frequency Single Sideband K Knots
HI High K Kormoran Missile
HIRTA High Intensity Radio Transmission K Scaling Stage
Area KCAS Knot Calibrated Airspeed
HLWSC High Lift and Wing Sweep Control KF Kalman Filter
Assembly Kg/min Kilogrammes per Minute
HOJ Home-on-Jam KG, kg Kilogramme
HP High Pressure Khz Kilohertz (kilocycles per second)
HP SOC High Pressure Shut-Off Cock KIAS Knots Indicated Air Speed
HSI Horizontal Situation Indicator Height Km Kilometer
HT Height KN, kN Kilo Newton
HT FIND Height Finding kPa- Kilo Pascal
HT Fix Height Fixing KT, kt Knots
HTR Heater KTS, kts Knots
HUD Head-Up Display KVA Kilo Volt Ampere
HYD Hydraulic KW Kilo Watts
Hz Hertz (cycles per second)
L
I
L Left
I Inertial Navigator (Symbol) L Limitation
I/BD Inboard lb Pound
I/C Intercommunication LCK ON Lock-On
IAS Indicated Airspeed LCN Load Classification Number
IC Incompatible LCP Laser Control Panel
ICO Instinctive Cut-Out LD Lift Dump
IDG Integrated Drive and Generator LE Leading Edge
IF Immediate Frequency LED Light Emitting Diodes
IFD In-Flight Display LF Left/ Forward
IFF Identification Friend or Foe LFD Longitudinal Fuselage Datum
IFF/SIF Identification Friend or Foe/Selective LG Landing Gear
LH (L.H.) Left Hand MNVR Manoeuvre
LHW Low Height Warning MON Monitoring
LIM Limiter MOT Motor
LIN Linear MRAD Milliradiant
LIS Lock-in-Surge MRCP Mapping Radar Control Panel
LK AHD Look Ahead Mode MRI Monopulse Resolution Improvement
LL Light Weight in Loft Attack MS/MTR Milliseconds/Meter
LOC Localizer M sec Milliseconds
LOG Logarithm MSL Mean Sea Level
LOS Line of Sight MSL Missile
LOX Liquid Oxygen MSTR Master
LP Low Pressure MTR Marked Target Receiver
LPC Low Pressure Controller mtr Meter
LRF Laser Range Finder MVG Moving
LRU Line Replacement Unit MVR Maneuver
MVT Moving Target
M MWCA Multi Weapon Carriage Adapter
MWCS Multi Weapon Carriage System
M Mach (number)
M Magnetic N
M Mapping
m Meters N Navigator
M + RS Map and Radar Standby N Newton
MAC Mean Aerodynamic Cord N Normal
MACE Minimum Area Crutch-less Ejector N North
MAG Magnetic Heading NA Not Applicable
MAIN Main Mode NAV Navigation
MALF Malfunction NE Never Exceed Limit
MAN Manual NFX Next Fixpoint
MAP Mapping NG Nose Gear
MASS Master Armament Safety Switch NH High pressure rotor speed
MAX., max Maximum NHC Navigator's Hand Controller
MB SET Millibar Setting NI Intermediate pressure rotor speed
MB/mb Millibar NL Low pressure rotor speed
MC Main Computer NLG Nose Landing Gear
MCCP Main Computer Control Panel NM/kg Nautical Miles per Kilogramme
MCD Magnetic Chip Detector NM, N MILES Nautical Miles
MCP Mode Control Panel NMCP Navigation Mode Control Panel
MCST Main Computer Self-Test NML,NORM,NRM Normal
MD Manoeuvre Demand No. Number
MDC Micro Detonating Cords NRV Non-Return Valve (check valve)
MDU Magnetic Detector Unit NSAS Nosewheel Augmentation System
MEAS Measurement NTH North
MECH Mechanical NTH UP North Up Mode
MECU Main Electronic Control Unit NWAMS Navigator's WANTS
MED Medium NWS Nose Wheel Steering
MEM HDG Memorized Heading N3 Hight Pressure Rotor Speed
MFCU Main Fuel Control Unit
MFK Multi Functional Keyboard O
MFLS Mode and Failure Logic System
MFP Manual Flight Plan O On-Top (Symbol)
MHz Megahertz (megacycles per second) O RIDE, O/R Override
MI Magnetic Indicator OAT Outside Air Temperature
MIC Microphone OB Outboard
MID Middle, intermediate OBS Omni Bearing Selector
MIN, min Minute OBST Obstruction
MINS Minutes OCAMS On-Board Checkout and Monitoring
Mk Mark Sub-System
MKR Marker OFP Operational Flight Program
ML Medium Weight in Loft Attack OFS Offset
MLG Main Landing Gear OHEAT Overheating
mm Millimeter OL Oleo
MMV Main Metering Valve OLPU Open Loop Pull Up
OTF On-Top Fix QUAD ACT Quadruplex Actuator
OUTBD Outboard
OXY Oxygen R

P R Radar (Symbol + Read-out)

R Rear
P Parking R Rejected
P Pilot R Repeat
P Pitch (axis) R Right
P Pitot pressure R Roll (axis)
P Position Transducer R/B Range and Bearing
P Pressure R/C Rear/Cockpit
P/R Pitch/Roll R/E Receiver/Exciter
P/R MD Pitch/Roll Maneuver Demand RA Radar Altimeter
Pa Pascal RAD Radio
PA Power·Amplifier RAD ALT, RALTRadar Altimeter
PAR Precision Approach Radar RADAR Radio Detection and Ranging
PCU Power Control Unit Rain disp Rain dispersal
POL Pitch Direct Link RAT Ram Air Turbine
PDR Pressure Drop Regulator RCL Recall
POU Pilot's Demand Unit RCN Reconnaissance
POU Pilot's Display Unit RCOV Recirculation Change-Over Valve
PE Pressure Error RCV Receive
PEC Personal Equipment Connector RCV/XMT Receive-Transmit
PERSIST Persistance ROE Rapid Data Entry
PEZ Compressor Outlet Pressure RDL Reference Designation Letter
PFCS Primary Flight Control System RDR Radar
PFX Plan Fixing RDU Radar Display Unit
PHC Pilot's Hand Controller ROY Ready
PIO Pilot Induced Oscillation REC Receive
PL Projection Lamp REC, RECDR Recorder
PLB Personal Locator Beacon Recce Reconnaissance
PLN Plan RECORD Recorder
PMD Projected Map Display RESD Reserve Destination
PN Part Number REV Reverse
POS, PPSN Position REVN Reversionary
PP DC bus Rf Radio Frequency
PP Present Position RFCI Remote frequency Channel Indicator
PPI Plan Position Indicator RH Radar Height
PPI Present Position Indicator RH (R.H.) Right Hand
PRE FLT Preflight RHFCU Reheat Fuel Control Unit
PRE FLT CHK Preflight Check RHH Radar Height Hold
PRF Pulse Repetition frequency RHT Reheat
Ps Static Pressure RKB Reversionary Keyboard
PSI Pounds per Square Inch RN Random Noise
Pso Free Stream Static Pressure ROL Read-Out Line
PSP Personal Survival Pack RPO Rapid
PSU Program Storage Unit RPD HTR Rapid Heater
Pt Total Pressure RPM Revolution per Minute
PTO Power Takeoff RPMD Repeater Projected Map Display
PTT Press-to-Transmit RPTR Repeater
Pt2 Total Pressure, HP Compressor RT, rt Right
PWAMS Pilot's WAMS RTE Route
RTO Refused Takeoff (Rejected Takeoff)
Q RWE Radar Warning Equipment
RWR Radar Warning Receiver
q Reduction in Pitch Stick force RX Receiver
QFE Barometric Pressure at Airfield Level
QfN Qualification S
QNH Barometric Pressure at Sea Level
QRB Quick Release Box S Scavenge pump
QRF Quick Release Fitting S South
QUAD Quadruplex S Static Pressure
S-S Scan-to-Scan TFR Terrain Following Radar
SAHR Secondary Attitude and Heading TGT Target
Reference TGT Turbine Gas Temperature
SAS Stability Augmentation System TH True Heading
SBS Standby-Sight THROT Throttle
SBY, STBY, STDBY Standby TOO Target of Opportunity
SCAN CONV Scan Converter TOT Time Over Target
SCANC Scanning Valve TP Tail Plane
SCH Set Clearance Height TR Thrust Reverse
SCSAB Signal Conditioning Switching and TRAIN Training (mode)
Amplification Boxes TRANS Transfer (fuel)
SEC, sec Second TRK Track
SEL Selector /Selected TRK ERR Track Angle Error
SETAC Sector TACAN TRU Transformer Rectifier Unit
SHLDR Shoulder TTU Triplex Transducer Unit
SIM Simulation TT1 Total Inlet Temperature
SL Sea Level TUP Turbo Union Publication
SLOE Slide TV Television
SLYE Slave TV/TAB TV/Tabular Display
SLW, SL Slew TVM Television Guided Missile
SMS Store Management System T1 Intake Temperature
sac Shut-off Cock
SPD Speed U
SPILS Spin Prevention and Incidence
Limiting System U/C Undercarriage
SPOIL Spoiler U/FUS Under Fuselage (tank)
SPS Secondary Power System U/L Unlocked
SPWA Special Weapon A Bus U/WING, U/WGUnder Wing (tank)
SPWB Special Weapon B Bus UHF Ultra-High Frequency
S-S Scan-to-Scan UP Upper
SS Single Shot UTIL Utilities (hydraulic)
SS Software Series UTM Universal Transversal Mercator
SSB Single Side Band System
SSR Secondary Surveillance Radar
STAB Stability (augmentation) V
STB Stabilized
STBY, STDBY Standby V Speed
STC Sensivity Time Control V Visual (Symbol)
STD Standard V Volt
STWI Specific Threat Warning Indications VDC Volts Direct Current
SYNC, SYN Synchronize/Synchronization V/UHF Very High and Ultra High Frequency
SYS., SYST System VAB Lift Off Speed
VAR Variation
T VAS Voice Actuated Switch
VCP Vapor Core Pump
T Tacan (Symbol) VEL Velocity
T Temperature VERT Vertical
T Test VHF Very High Frequency
T.O. T/O Takeoff VIB Vibration
T/R Transmit/Receiver VMC Visual Meteorological Conditions
TA Terrain Avoidance (CMO) VMO Variable Metering Orifice
TACAN, TAC Tactical Air Navigation (system) VOL Volume
TAIL Taileron VOR VHF Omnidirectional radio Range
TAS True Airspeed VOS Voice Operated Switch
TASH True Airspeed, Horizontal VOT/MON Voter- Monitor
TBT Turbine Blade Temperature VRP Visual Flight Rules
TE Trailing Edge VROT Rotation Speed
TEL Telephone Vs Stall speed
TEL Time Early/Late VSI Vertical Speed Indicator
TEMP Temperature VSTALL Stall speed
TF Terrain Following VTO Takeoff speed
TF MON Terrain Following Monitoring VV Velocity Vector
TFC Terrain Following Computer VV Vertical Velocity
W WS, W/S Windscreen

W West X
W/S demist Wind Screen Demist
W/V Wind Direction/Velocity X Roll Axis
WJ\MS Weapon Aiming Mode Selector X DRIVE Cross Drive
WCP Weapon Control Panel XTRK Across Track
WFG Waveform Generator X-Feed Cross Feed
WG Wing XP AC bus
WOG Weight On Ground
WPT Waypoint Y
WPU Weapon Programming Unit Y Yaw (axis)
WRB Weapon Release Button
WRNG Warning Z
WS Wing Sweep Z Yaw (Axis)
WS Working Store ZCL Zero Command Line
 SECTION I
DESCRIPTION AND OPERATION

THE AIRCRAFT

The TORNADO Multi-Role Combat Aircraft (MRCA) is a two place (tandem), land-based, all-weather
supersonic long range fighter bomber. The primary mission of the aircraft is high-speed low-level attack with
various offensive and defensive capabilities. Mission capabilities include: long range high altitude intercepts
utilizing air-to-air missiles and/or guns; long range attack missions utilizing conventional weapons as primary
armament and close support missions utilizing a choice of missiles, bombs, other external stores, and two
guns. An automatic low altitude terrain following system enhances penetration capability. Power is provided
by two RB199-34R axial-flow, three-spool. Turbofan engines equipped with afterburners and thrust reversers.
Air is supplied to the engines through variable-geometry intakes which match air flow to engine demand.
Each engine provides a drive to an associated accessories gearbox; the two gearboxes can be
interconnected (X-drive). An Auxiliary Power Unit (APU) also provides a drive to the right gearbox and can
thus drive all accessories and provides engine starting. The APU cannot be used in flight. In the event of a
double engine flame-out or double generator failure an Emergency Power System (EPS) can supply, for a
limited. period, hydraulic pressure for limited rate taileron operation and DC power to an emergency fuel
pump to allow in-flight relight of the right engine.
The aircraft is fitted with cantilever shoulder wing and a conventional rudder and taileron. Wing sweepback is
variable in flight or on the ground by manual control; any sweep angle between 25° and 67° may be
selected. Forward wing sweep provides take-off and landing capabilities at minimum speed. For all other
regimes the wings are manually swept in accordance with desired Mach number and mission phase. This
feature provides the aircraft with a highly versatile operating envelope.
Primary flight controls consist of two tailerons which are moved symmetrically for pitch control and
differentially for roll control, and a conventional rudder for yaw control. Roll control at lower airspeeds is
supplemented by two sets of wing spoilers: during the landing ground roll the two spoilers can operate as lift
dumpers. ‘These controls are normally operated through a Command and Stability Augmentation System
(CSAS). ‘The CSAS is a triplex “fly-by-wire” system which process pilot’s demands autopilot commands into
stabilized electrical signals. These signals command hydraulically powered control units which drive the
control surfaces. Lift augmentation for take-off and landing is provided by the following high-lift devices: full-
span leading edge slats, full-span double slotted trailing edge flaps, and krueger flaps on the leading edge of
the fixed portion of each wing i.e. “wing nib”. Fuel is carried in fuselage tanks, integral wing tanks, and
jettisonable external tanks. Fuel system operation is normally automatic but can be sequenced manually if
desired. The aircraft is fitted with an in-flight refueling facility through an extendible refueling probe. On the
ground it may be refueled either by single point or
by gravity.
Electrical power is provided by two AC generators driven at constant speed, each driven from each
accessory gearbox and feeding separate but normally interconnected busbars.
A Transformer-Rectifier Unit (TRU) is supplied from each of the two main AC busbars, each TRU feeding DC
at 28 volts to an associated busbar. Both TRU also feed a third DC busbar. An AC-fed battery charger
provides charging current and, power support to a busbar supplied directly from the air-craft battery. Two
separate and independent systems supply hydraulic power to primary flying controls, via protected circuits
and aircraft utilities; each pump is driven independently by each gearbox and supplies pressure to one
system only.
Landing gear extension and retraction is hydraulically powered; in an emergency the gear can be extended
by use of nitrogen pressure. Wheel brakes and nose wheel steering are also hydraulically powered. The
nose wheel steering system incorporates yaw augmentation when asymmetric loads occur.
Bleed air tapped from the 4th stage of each engine HP compressor is cooled and fed to the cabin, equipment
compartment, canopy scaling, wing slot seals and nose radar. This provides cabin conditioning and
pressurization, cooling air for the equipment compartments and nose radar, and pressurization of the wing
slot seals and radar waveguide.
If system failure occurs, ram air can be fed into the cabin and cooling air supplied to the equipment
compartments by electric fans. Engine intake ice protection is assured by electrically heated mats, the
windscreen and sensor probes are also heated. The windscreen is also equipped with a washing system.
A centralized warning system is installed to warn the crew of failures arising at critical points in the aircraft
systems. Initial warnings are audio/visual or visual only, in order to attract the crew members attention to the
appropriate caption on the central warning panel.
The integrated navigation and weapon aiming system uses a digital Main Computer (MC) to process data
from navigation sensor, forward looking sensors and a number of navigation and weapon aiming controls.
The outputs from the MC are used to provide displays of navigation, steering and weapon aiming data to the
crew. The steering data is also used by the Autopilot and Flight Director System (AFDS) to provide an
automatic route following capability.
The communications radio installation includes a main V/UHF transmitter-receiver, an emergency UHF
transmitter-receiver and a HF transmitter-receiver. A telebriefing facility is provided and a Cockpit Voice
Recorder (CVR) is fitted. The complete installation, including audio warnings, is integrated by a
Communication Control System (CCS). IFF is also fitted. Radio navigation aids include Tacan.
A wide range of external stores may be carried on underfuselage and underwing pylons; outboard wing
pylons normally carry ECM pods. Underwing pylons are constantly kept aligned with the fuselage longitudinal
datum by a swivel mechanism.
AIRCRAFT DIMENSIONS
Length (overall including pitot
static boom) 17.23 m
Wingspan swept fully forward 13.91 m
Wingspan swept fully aft 8.52 m
Height (to top of vertical fin) 5.95 m
Distance between main landing gear wheels 3.10 m

AIRCRAFT GROSS MASS

The approx., average gross masses are as follows:
Operating mass 14000 kg
Operating mass plus a full internal
fuel load 18700 kg
Operating mass plus a full internal fuel load plus two externals
wing tanks 21550kg

FLIGHT CREW
The flight crew consists of an aircraft commander (AC) and a Weapon System Operator (WSO) seated in
tandem.

ENGINES

The aircraft is powered by two TURBO UNION RB199 MK101 and Post mod. 01431: MK103, twelve
compressor stages three-spool axial flow turbofan engines, equipped with reheat and thrust reverser. The
engines are mounted side by side in the lower section of the rear fuselage and are inter-changeable. The
sea level, standard day uninstalled thrust rating of the engine is in the 39kN (8500 pounds) class and 68kN
(15000 pounds) class with reheat in operation. Provision is made for starting the engines with an auxiliary
power unit (APU), mounted on the gearbox of the right engine. Electrical power for the engine igniter plugs is
supplied by two high energy ignition units. Each engine is supplied with an airflow through a separate inlet
duct located below the intersection of the wing and fuselage. An automatic controlled movable ramp is used
in each inlet duct to control air flow to the engines. Additional engine inlet air is provided during ground, take-
off and a low-speed high-power operation, through two auxiliary inward opening intake doors located in the
outboard side of the nacelle. These features allow optimum engine performance through a wide range of
airplane operating conditions. Air for each engine is routed through a single duct for both the basic engine
and fan section. The airflow from the fan divides into two streams, the hot main stream and the cold by-pass
flow. The by-pass air flows through the annular duct surrounding the intermediate pressure (IP) and the high
pressure (HIP) compressors, the combustion chamber and the turbine section, to rejoin the main flow
through a colander in the jet pipe.
The core stream flows from the inner portion of the fan, through the IP and HIP compressor to the annular
combustion chamber, where a controlled quantity of fuel is added to the air and the mixture ignited by two
igniter plugs. The gas is expanded through the turbine to the jet pipe where the hot gas mixes with the cold
by-pass stream. The turbine section of the engine consists of a single stage turbine, to drive the six-stage
high pressure compressor, an intermediate single stage turbine to drive the three intermediate pressure
compressor, and a two stage turbine to drive the three stage low pressure (LP) compressor. The turbines are
mechanically in-dependent of each other.
High and low pressure compressor speed is indicated by individual tachometers as a percentage of nominal
maximum RPM. A red and black striped failure flag covers the digital display in the event of a system
malfunction, power failure, or is switched off.
During reheat operation, fuel is added to the hot gas stream in the exhaust section by:

 a primary flow introduced through the vaporizers.

 a gutter ring flow introduced through fuel spray rings.

The by-pass stream is injected with fuel through jets between the radial fingers of the reverse colander. The
area of the nozzle is fully variable in the reheat condition and is held in a nominal nozzle area position
throughout the dry range. To reduce engine thrust for taxing purposes, the nozzle may be fully opened by
operating a separate TAXI NOZZLE lever. The throttle movement is then restricted to
below MAX DRY (approx. 72% NH).
A bucket type thrust reverser is located at the rear of each jet pipe to reduce aircraft landing distance. The
system operates only when the aircraft weight is on the ground. Pilot’s throttle lever interlocks prevent
simultaneous selection of the reheat and thrust reverser.
The engine system covers the following items:

 Engine air system

 Engine air intake
 Engine oil system
 Engine fuel control system
 Engine reheat system
 Engine variable nozzle system
 Engine ignition and relight system
 Engine starting system
 Engine thrust reversal system
 Throttles
 Engine instruments and controls
 Engine overheat and fire detection system
 Engine fire extinguisher system
 NOTE for Microsoft Flight Simulator:

In the MSFS rendition, the engine is simulated using the default jet engine implementation. Due to
the peculiar features of the Tornado engine system, minor differences in engine parameters
(including NL, NH and temperatures) may occur Also, many of the details in this section do not
apply to the game, but are reported in this manual for information and educational purposes.

AIR SYSTEM BLEED SOURCES AND UTILIZATION

Air bleed from the compressor stages supplies the following aircraft and engine services:

LP compressor delivery air: Fuel tank pressurization, external fuel tanks transfer

IP compressor delivery air: IP BOC, pressurization of bearing chambers, IP compressor balancing

chamber, air mixture chamber, main fuel control unit

HP compressor third stage air: HP turbine stator and rotor cooling, LP turbine stator cooling, air mixture
chamber, pyrometer lens purging

HP compressor fourth stage air:Aircraft services (ECS), HP4 bleed valve, variable nozzle air motor

HP compressor delivery air: IP BOV, turbine pressure ratio transducer, Main fuel control unit, reheat fuel
control unit, thrust reverser air motor, HP6 bleed pressure regulating
valve to aircraft fuel cooling system, HP stator and rotor cooling, IP turbine
rotor disc cooling, air mixture chamber
IP Blow-Off Valve (IP BOV)
When the IP BOV is opened, a part of the IP compressor air is dumped into the by-pass duct. This moves the
[P compressor working line away from the surge line thereby improving the surge margin. The control unit
electronic (CUE) controls the operation of the IP blow-off valves, which will open when one of the following
conditions exists:

- NH is below 80%
- NH deceleration >2.5%/sec (with a 2 sec closing delay)
- The gun firing trigger is pressed
- And as a function of free stream total pressure and X-drive clutch position
HP4 Bleed Air
HP4 bleed air is used for the environmental control system (ECS). Normally each engine will supply half of
the aircraft required bleed flow for the ECS. If the HP4 delivery pressure differs by a certain amount between
the engines (staggered throttle setting different acceleration characteristics) the higher-pressure engine will
supply the whole bleed flow.
HP6 Blow-Off Valve (HP6BOV)
When the HP6 BOV is opened, a part of the HP compressor air is dumped into the by-pass duct. The valve
is opened by the CUE when:

- NH deceleration > 1%/sec and the free stream total pressure is less than 30 kP
- The gun firing trigger is pressed
- And as a function of free stream total pressure and X-drive clutch position i.e. when Pto < 27kPa with X-
drive not engaged, and when Pto <28 kPa with X-drive engaged.

ENGINE AIR INTAKES

System Description
The variable area intakes match air mass flow to engine demand and flight conditions in supersonic flight.
Intake area is determined by movable ramps, which are operated by the Air Intake Control System (AICS).
Two auxiliary, spring-loaded, inward opening intake doors are provided for ground, take-off, and low-speed
high-power operation. The AICS consists of an Automatic Control Unit (ACU), and an electro-hydraulic ramp
actuator for each air intake, and a common Air Intake Control Panel (AICP) on the front cockpit right console.
Each ACU receives inputs from its associated side pitot probe, side static vent, AOA probe, and static
pressure tapping in the air intake bleed chamber. The ACU operates dual servo valves on the ramp
actuators. In the event of failure, a solenoid valve will close and freeze the intake ramps in the position in
which they were at the time of failure.
Normal operation of the system will position the ramps between — 6.0 degrees and + 18 degrees as a
function of Mach number, AOA and engine demand. A mechanical lock is provided in each actuator and can
be engaged only with the ramps in the fully open position (-7 degrees) by selecting the associated override
switch to ORIDE. If hydraulic pressure is available and NORMAL is reselected the mechanical locks will
disengage.
The OPEN indication on the AICP will illuminate when the ramps have reached the — 1.0 degrees position,
but no indication is given of engagement of the mechanical locks in this position.

NOTE for Microsoft Flight Simulator:

Variable intake ramps were present only on early versions of the Tornado, and have been remove from
newer versions. In the simulation, they are present only on the IDS variant, however relevant controls and
indicators are present (and operating) on all variants.
Air Intake Control Panel
The AICS control panel (see figure) contains the following controls:

RAMP POSITION INDICATORS

Two RAMP POS two-way indicators show the in-take ramp positions: OPEN or black and white stripes when
the intake ramps are not open.

RAMPS TEST PUSH BUTTON/INDICATOR

A TEST push button, guarded by a transparent cover, initiates a pre-flight BITE test when pressed. Three
separate captions show:

- White for TEST

- Green for GO
- Red for NO GO

RESET PUSH BUTTON/INDICATORS

Two combined push button/warning lights marked FAIL-PUSH TO RESET. If a system fails the associated
warning light illuminates. Pressing the PUSH TO RESET button causes the system to resume operation if
the failure was only a transient one.

RAMPS OVERRIDE SWITCH

Two two-position toggle switches, marked NORM/ORIDE, are guarded by black and yellow striped covers in
the NORM position. Lifting the guards and selecting the switches to ORIDE unlocks the ramps during
emergency operation and drive the intake ramps under hydraulic power to the fully open —7 degrees
position, where the mechanical lock engages.
With hydraulic utility pressure available, selecting NORM will disengage the mechanical locks. It is therefore
mandatory to maintain the ORIDE position when a hydraulic failure is indicated. The ORIDE position can
also be operated to engage the mechanical locks if no actual failure has been sensed by the system.
Central Warning Panel
On the central warning panel in both cockpits an amber warning caption RAMP illuminates if either or both
hydraulic actuator lock are frozen.
BITE Test
Before take-off and below 70% NH a pre-flight BITE-test should be carried out by pressing the TEST button
(white illumination) on the AICP. If both systems are functioning correctly the green GO indication on the
AICP will light up. A malfunction in either system will cause the red NO GO indication to light up.
During the BITE test the two FAIL indications and the RAMP indications on the CWP will also come on when
the fail mode is checked. On satisfactory completion of the test the TEST and GO indications shall be
extinguished by pushing the illuminated buttons a second time. The BITE system is inoperative during flight.
Air Intake Automatic Operation
The AICS will automatically schedule intake airflow throughout the flight envelope to match flight conditions
and engine demand. At speeds below Mach 1.3 the ramps are held fully open. During acceleration at
approximately Mach 1.3 the ramps are stepped to the 0-degree position, and progressively scheduled to the
fully closed position thereafter. The RAMP POS indicators will show black and white stripes.
During deceleration the ramps are progressively scheduled from the fully closed position, and at
approximately Mach 1.1 are stepped to the fully open position.
At constant Mach number an increase of AOA will progressively open the intakes and vice versa. Actual
ramp position in supersonic flight above Mach 1.3 is a function of all signals received in the ACU: side pitot
and side static pressure, Mach number, incidence (a) and engine demand (bleed air static pressure).

ENGINE OIL SYSTEM

The oil system (see figure) is self-contained within the engine and provides circulation of oil to lubricate and
cool the engine main bearings, the engine gearbox, oil and fuel pump drives and bearings.
Oil is drawn from the tank by a pressure pump and delivered to a pressure filter, excess oil is returned to the
inlet side of the pressure pump through a differential pressure relief valve. Separate tapping are provided
downstream of the filter to feed the engine main bearings, which are located in three separate chambers.
Pressure oil is also fed to the gearbox, to the oil pumps assembly, and to two accumulators which provide a
supplementary feed to the No. 4 bearing in negative g conditions.
A non-return valve is fitted in the pressure delivery line, downstream of the pressure filter, to prevent oil
flowing back to the pump should a failure in the pump occur. Oil from the gearbox and intermediate and rear
bearing chambers is returned by scavenge pumps to the oil tank via a fuel cooled oil cooler, which is
protected from overpressure by a pressure relief valve. The front bearing chamber is scavenged by the
pressure pump. Scavenge filters are fitted in the oil return lines. Magnetic chip detectors in each filter
provides an indication of engine wear and warming of engine components breakdown. The bearing
chambers and the accumulator are vented by means of a Cyclone type oil separator, which separates vent
air from oil mist. The separated oil is returned to the oil tank through the gearbox oil return line. The Cyclone
type oil separator and the oil tank are vented to the external gearbox which in turn is vented overboard via a
centrifugal breather and a pressure maintaining valve. This valve provides minimum positive pressure in the
system to prevent pressure pump ‘cavitation and to assist oil return to the scavenge pumps.
Central Warning Panel
A pressure switch illuminates an amber (Post mod.00562: red) L OIL P or R OIL P warming caption (Post
mod. 01361: after a 3 sec time delay) on the central warning panel in each cockpit, should differential
pressure in the main oil system between the oil feed and the scavenge oil fall below 105 kPa. A second
switch, set at 35 kPa will illuminate the CWP captions immediately when the pressure in the supplementary
system delivery line falls below this value.
Engine oil temperature is sensed by a thermistor type temperature probe in an oil feed line and is set to
initiate an amber L OIL T or an R OIL T warning caption on the central warning panel in the front cockpit
should oil temperature rise above 165 degrees C.

ENGINE FUEL CONTROL SYSTEM

Each engine fuel control system automatically provides optimum fuel flow for any throttle setting. The system
responds to several engine operating parameters and makes it unnecessary to adjust the throttle in order to
compensate for variations in inlet air temperature, altitude or airspeed. The main engine fuel control unit
(MFCU) is a hydro-pneumatic/mechanical system that adjusts and supplies the fuel flow to the burners in
response to control unit electronic (CUE) signals routed through electric channel known as lanes.
The engine fuel system consists mainly of:

- A HP, engine driven gear type pump

- A fuel metering valve, in conjunction with a pressure drop control unit, establishes the metered fuel flow to
the burners

- A pressure raising valve to maintain a minimum system pressure

- A HP shut-off cock (HP SOC) to isolate the engine from all main system fuel supplies when the engine is
shut down and in its open position, to admit the metered main fuel flow to the burners. The opened and the
closed positions of the ITP SOC are controlled by an opening solenoid and a closing solenoid respectively.
The opening solenoid also admits the starter fuel flow to the starter jets during the engine starting cycle

- A dump valve to drain overboard all fuel downstream of the HP SOC at engine shut-down
- A pneumatic servo system (acceleration control) which adjusts the metering orifice of the fuel metering
valve during engine acceleration as a function of the ITP compressor pressure ratio

- An emergency spill valve and its solenoid limits the fuel flow to the burners in. response to signals from the
overspeed governor to prevent overspeeding of the LP and HP spools

- A thermostatic recirculation valve which limits the fuel temperature within the engine fuel system by
maintaining sufficient fuel flow through the system

- A check valve that is fitted in the starter fuel line to maintain the system in a fully primed condition and to
prevent seepage of fuel into the engine when it is stationary

Basically, engine RPM is demanded by throttle lever position and the actual HP shaft RPM is detected by a
pulse probe. The two values are compared in the CUE and the difference in the form of an electronic signal
is used to control the fuel metering valve in the main engine fuel control unit.
The electronic signal is received in the metering unit by an electric pressure control solenoid. The solenoid
adjusts, by means of a hydropneumatics servo system, the magnitude of the fuel variable metering orifice
(VMQ) in the metering valve. In conjunction with the VMO pressure drop controller, this orifice establishes
the required fuel flow.
Adjustable mechanical stops are incorporated which allow the adjustment of over and underfuelling for
acceleration and deceleration. In the event of CUE failure, maximum acceleration and deceleration are
governed by the fuel control system.
A combined NL/NH overspeed governor operates independently of the CUE to energize an emergency
electric pressure control solenoid whenever NL reaches 106.5% or NH reaches 105%. The solenoid opens
an emergency spill valve, which spills surplus fuel from the burner lines back to the HP pump inlet, thus
limiting the fuel flow to prevent over-speeding.
by isolating the burners from the main engine fuel supply and returning the output from the fuel metering
valve to the inlet side of the HP pump. The cock is operated by two solenoid valves ("open” and “close”).
During engine ground starting, the open solenoid valve is energized automatically 5 seconds after initiating
an engine start, to provide a fuel supply to the starter jets and to the opening side of the HP SOC, but the
SOC remains closed until the throttle is selected to IDLE. When the throttle is selected to IDLE, the close
solenoid valve is deenergized and the HP SOC is opened and remains latched open by fuel pressure. The
fuel supply to the starter jets is cut off automatically at 60% NH or 40 seconds after operating the engine start
switch. The HP cock remains open until the close solenoid valve is again energized by selection of the
throttle to HP SHUT. A dump valve in the line between the HP SOC and the burners opens to dump fuel in
the line overboard when the IP SOC closes.
For airborne starting or relighting, the open solenoid valve is energized by the relight button. This provides a
fuel supply to the starting jets and also opens the HP SOC, when the pilot’s throttle is not in the SHUT
position.

Main Electronic Control

Engine rating is selected by demands from the pilot’s throttle lever which is mechanically connected to the
pilot’s demand unit (PDU). The PDU produces an AC signal in direct proportion to the throttle lever angle.
This signal is amplified and converted to a DC signal and fed to one of the two lanes in the CUE. Lane 1 is
the normal control channel through the CUE. Lane 2 is used if lane 1 fails and provides a duplicate channel
with full control through CUE.
The CUE uses the PDU signal, together with other engine operating data, as a basis for a command signal
to the MFCU. An electric pressure control solenoid receives the command signal and controls the fuel
metering valve to set up the required engine fuel flow.
In addition to lanes 1 and 2 for dry engine control, the CUE contains a single lane for reheat control.
Lane 1 and lane 2 incorporate the following functions:

NH CONTROL

The required HP shaft RPM (NH) is selected on the throttle and a PDU signal, proportional to the RPM
selected, is fed to the CUE. The actual NH is detected by a pulse probe and is fed, as a frequency signal to
the CUE. The two values are compared in an error unit and, if different, the resulting error signal enters an
error integrator from where it emerges as a smoothed output, proportional to the input signal strength and
duration. This output is then fed through a “lowest fuel wins” logic circuit. This circuit compares all error
signals from the limiter error units within the CUE and passes as its Output a signal, demanding the lowest
fuel flow to achieve the required result. This output passes to a current driver, which converts the signal to
the required current to operate the electric pressure control solenoid. The solenoid adjusts the fuel metering
valve that establishes an engine fuel flow to give the RPM selected. At a selected throttle lever
position the NH speed remains constant, regardless of aircraft speed or altitude, except when overridden by
any limiters.

ACCELERATION CONTROL

The engine RPM rate of change during acceleration is limited by the CUE as a function of the free stream
total pressure Pto. This function is defined as follows:
7% NH/sec2 at Pto ≤100 kPa, decreasing linearly to 0.7% NH/sec2 at Pto = 0 kPa. This means, for example,
that the engine acceleration rate on the ground is approx. 7% NH/sec2 while at 36.000 ft and Mach 1.0 it is
approx. 3.5% NH/sec2.

DECELERATION CONTROL

The conditioned NH signal is differentiated to give NH rate and passed to a rate limiter set to 6% NH/sec2
(Post mod. 01431: 7% NH/sec2).
A tendency to exceed the limit causes an error signal to be passed to the “highest fuel wins” circuit via an
error integrator, thus modifying the LPC solenoid signal and increasing fuel flow until the rate of deceleration
is on the limit.

IDLING CONTROL

The idle NH speed is established by the idle schedule of the CUE. An idle function generator computes the
schedule from inputs of ambient static pressure, free stream total pressure and intake total temperature, and
applies an output to the governor shaper modifying the NH signal demanded by the throttle position.

TEMPERATURE LIMITER

The CUE determines the TBT limit as a function of intake temperature (T1) and Post mod. 01431: free
stream total pressure Pto. Actual turbine blade temperature (TBT) is compared to this value. If actual TBT
exceeds the limit value, the resulting error signal is passed via an error integrator and the “lowest fuel wins”
logic circuit to produce an electric pressure control solenoid signal. The signal reduces engine fuel flow until
engine temperature is on the datum. The datum can be changed as follows:

- Selecting the TBT switch to DATUM the maximum normal cleared thrust is obtained

- Selecting the TBT switch from DATUM to LOW decreases the normal maximum TBT by 36 degrees C

- Selecting the throttle to COMBAT increases the datum by 15 degrees C (Post mod. 01431: 23 degrees C)
for each TBT switch position.
Lane Control
The aircraft is fitted with a CUE 300 (Post mod. 01431: CUE 400) in which lane | is a normal operating
channel and lane 2 is a standby duplicate channel, which is also functioning but is not selected. Both lanes
have reversionary channels; lane 1 reversionary as well as lane 2 reversionary have an NH governor and a
TBT limiter.

Should a failure on lane | be detected a “safety select” feature automatically transfers control to lane 2, if lane
2 is serviceable (if lane 2 is already failed, control is automatically transferred to lane 1 reversionary). A lane
control failure illuminates the amber L THROT or R THROT captions on the central warning panel (CWP) in
the front cockpit. The captions cancel when a successful automatic transfer to lane 2 is followed by selecting
LANE 2 on the engine control panel. Whenever lane 2 is selected lane | is de-energized. The captions re-
appear, together with the REHEAT caption, and remain lit if a failure of lane 2 transfers control to lane 2
reversionary. Switching to reversionary lane causes reheat, if lit, to be maintained frozen at the selected
position when the failure occurred. When reheat is cancelled the nozzle will go to emergency nozzle closure
(ENC) automatically. Engine handling with a throttle warning on lane 2 shall be carried out with reference to
the NH and TBT indicators. If NH cannot be controlled, lane 2 reversionary has failed.
There is no automatic transfer of control from lane 2 reversionary to lane | reversionary, however, lane 1
reversionary may be gained by selecting LANE 1 on the engine control panel. The failure of both
reversionary channels releases electronic control and engine speed can increase until restrained by the
emergency overspeed governors (see “ENGINE FUEL CONTROL SYSTEM’.
If lane 2 has failed, the CUE 300 still accepts a lane 2 selection from a serviceable lane 1, with the
consequence of an engine run-up to the overspeed governor limit if lane 2 reversionary has also failed.
CUE LANE TEST
Two LANES TEST buttons on the engine control panel allow testing of the CUE automatic lane changeover
by simulating a failure on the lane selected by the ENG CONTROL switch. The tests may be carried out both
before or after starting the engines. After starting, however, the test shall not be carried out at other than idle
RPM.
With LANE 1 selected, pressing and holding the appropriate LEFT or RIGHT button initiates the automatic
change to Lane 2 and activates the amber L THROT or R THROT CWP warning. The LEFT button only also
simulates oil, fuel and TBT over-temperature conditions resulting in the TBT indication being driven in excess
of 925° C for both engines and activation of L and R TBT, OIL T and FULL T warning captions on the CWP.
Releasing the button cancels. the warnings and reselects Lane 1.

NOTE
If an engine is cold, the appropriate CWP TBT caption may not come on until after about 2 minutes running.

With LANE 2 selected, pressing and holding a LANES TEST button initiates the automatic changeover to
LANE 2 reversionary. When both buttons are pressed, the same indications will appear as for LANE | testing
plus illumination of an amber REHEAT caption on the front cockpit CWP. Only with running engines the
nozzle will go to ENC, which shall be reset after releasing the buttons by pressing the relight button on the
appropriate throttle. When LANE | is reselected the L or R THROT indication may illuminate during the
transfer and extinguish when the transfer is completed.
A lanes test with LANE 2 selected will cause setting of the REHEAT indication on the maintenance panel
which should be reset.
Engine Vibration Detection
Engine vibration is detected by transducers located at the front and rear of engine body. Signals equivalent
to vibration levels are fed from the two transducers to an engine vibration amplifier. Whenever the vibration
levels exceed 50 mm/sec (front) or 35 mm/sec (rear), the engine vibration amplifier activates the amber L
VIB or R VIB captions on the CWP. Activation of the amber L/R VIB captions is registered by the crash
recorder and engine vibration exceeding 40 mm/sec (front) or 24 mm/sec (rear) is registered on the Central
Maintenance Panel.

ENGINE REHEAT SYSTEM

Reheat augments engine thrust by injecting fuel into the engine exhaust stream in the reheat section where it
is ignited by a hot streak ignition system. Selection of the reheat is achieved by moving the throttle lever
beyond the MAX DRY position detent. This initiates the operation of a sequence timer in the reheat electronic
control, which drives the nozzle and the reheat fuel control unit (RIFCU) through a priming, settling, ignition
and topping-up sequence. After the light up sequence the nozzle is positioned according to the degree of
reheat selected by the throttle.
The reheat fuel flow is scheduled by the CUE as a function of nozzle area or via RHFCU as a function of
compressor delivery pressure HP shaft speed and intake temperature.
The system takes 3 seconds from MAX DRY to MAX REHEAT at sea level, and 3.5 seconds to cancel.

NOTE for Microsoft Flight Simulator:

The MSFS rendition implements the afterburner detention control: in order for the reheat system to engage,
therefore the TOGGLE AFTERBURNER command must be assigned and enaged.
Reheat Fuel System
The reheat fuel system supplies fuel to both the hot main stream reheat zone and to the cold bypass stream
reheat zone. The reheat fuel system consists of the following major components:

- Vapor core pump (VCP) and inlet valve

- Main metering valve (MMV) and primary metering valve

- Pressure drop regulators (PDR)

- Dual throttle valves and colander pressurizing valve

- Light-up and cancellation controls

- Emergency shut-off valve

- Shut-off, primary and dump valve (SOPDV)

After the light-up sequence, reheat fuel flow is scheduled by the RHFCU (via CUE) as a function of nozzle
position, which in turn is a function of the throttle demand.
A vapor core pump, driven by the engine gearbox and controlled via an inlet valve supplies high pressure
fuel to the RHFCU. The fuel passes through a main metering valve with two orifices, one of which meters hot
zone fuel flow and the other the cold zone fuel flow. The area of the orifices is controlled by the fuel turndown
actuator to give the fuel flow required for the degree of reheat selected. Both orifices are also controlled by
HP compressor delivery pressure to allow for changes of air mass flow through the engine. Normal
cancellation of reheat is achieved by moving the throttle to the dry range, which selects the nozzle to the
closed position. The fuel turndown actuator follows the nozzle position until the actuator reaches a present
angle whereupon it closes completely, shutting off the fuel. In the event of an electronic reheat system failure
during reheat operation, reheat is frozen, the amber REHEAT caption on the front cockpit lights up and when
the throttle is moved back into the dry range an emergency shut down solenoid valve cancels and latches
reheat and nozzle area gauge indicates the ENC value. In the event of reheat electronic control system
failure when in dry power, the reheat is inhibited and the REHEAT caption, on the CWP, comes on. However,
if it is a transient failure, it can be reset by pressing the relight button on the relevant throttle.
Reheat Electronic Control System
Reheat selection and modulation is made on the throttle lever, which is mechanically connected to the Pilot's
Demand Unit (PDU). The PDU signal is fed via a signal channel logic circuit to the reheat control within the
CUE. The reheat control uses the PDU signal together with other relevant input data to drive three actuators.
One to select a nozzle position, one to control the reheat fuel flow as a function of actual nozzle position and
one to control the reheat fuel flow as function of intake temperature. When the throttle lever is moved beyond
the MAX DRY position detent, the resulting PDU signal initiates the operation of a sequence timer in the
reheat control to drive the nozzle position actuator and the fuel tum-down actuator through the light-up
sequence. Subsequent to reheat light-up, change-over switches are operated by the sequence timer to move
control of the nozzle position actuator from the sequence timer to an error unit in the reheat control. A nozzle
position feedback signal (Aj) is compared with the selected nozzle position signal from the PDU in the error
unit. Any resulting error signal is used to drive the nozzle position actuator. The reheat electronic control
system maintains the dry running nozzle area when reheat is off. The reheat control system provides a
partial protection against reheat blow out or failure to light. At approach and take-off conditions with reheat
nozzle above 70-75% Aj the nozzle will automatically cancel to dry nozzle area in the event of reheat blow
out or failure to light. Automatic cancellation may not occur at demanded reheat settings of less than
approximately 70-75% Aj. In this case a thrust considerably less than maximum dry will be experienced until
the pilot moves the throttle back to MAX DRY. In either case further reheat selections may be made after
moving the throttle back to the dry range.
If the reheat control system or if both LANE 1 and LANE 2 main control lanes fail, a safety logic will freeze
the reheat control, allowing reheat to be maintained at the position existing at the time of failure. If it is
required to shut down reheat, movement of the throttle to the dry range will remove power from the solenoid
of the emergency shutdown valve, which after a delay of three seconds (to prevent interference with normal
shut-down sequence) will close the reheat pump inlet valve, shutting down reheat fuel.
The safety logic will energize the emergency nozzle close valve 0.5 seconds after fuel supply shut-down. A
latching system will prevent reselection of reheat. The reheat light-up sequence will take place only if the
following conditions are fulfilled:

- The thrust reverse buckets are not deployed.

- NH is above approximately 87%.
- Sufficient time for purging (5 seconds) has elapsed since the previous cancellation of reheat.
- Angle of tum-down actuator is less than 5 degrees.

NOTE for Microsoft Flight Simulator:

Some of the reheat engagement conditions do not apply to the simulation.

Reheat Ignition
The function of the reheat ignition system is to ignite the fuel in the reheat section and initiate reheat
operation. Advancing the throttle into the reheat range satisfies the fuel flow requirements for reheating the
hot gas stream and the by-pass stream. During ignition the "hot shot" system injects a timed and metered
spray of fuel into the combustion chamber through a hot shot injector to create a flame streak, which ignites
the reheat fuel from the primary vaporizers.
ENGINE VARIABLE NOZZLE SYSTEM

The variable nozzle system opens and closes the engine exhaust nozzle for reheat modulation.
The moving shroud, multi-petal, variable area nozzle comprises 14 pairs of interlocking petals hinged to the
rear of the jet pipe. Rollers mounted in the moving shroud run on tracks in the flaps to vary nozzle area in
proportion of the fore and aft movement of the shroud. The shroud is positioned by four screws jacks driven
through flexible ring shafting by an air motor.
The nozzle area control is a pneumatic-mechanical unit that sets the nozzle area according to the throttle
reheat demand. The nozzle area is varied only during reheat operation between 32 and 102% indicated.
During dry engine run the nozzle actuation system is electrically controlled to maintain a fixed area of approx.
16%. Selecting the TAXI NOZZLE lever to OPEN operates a microswitch.to provide signals to the CUE to
fully open the nozzles, thereby reducing thrust to an acceptable level for taxiing. The lever selection also
positions mechanical stops which limit the throttles at 17.5 degrees (which corresponds to approx. 75% NH)
before the MAX DRY detent. Airborne nozzle opening is inhibited by means of WOG switch.
A solenoid valve in the nozzle actuation system is energized by the reheat safety logic in the CUE, following
a reheat control failure (sec "REHEAT ELECTRONIC CONTROL SYSTEM"). The valve operates to close the
nozzle until the position in the air motor reaches the limit of its travel, giving a minimum (ENC) area of 5 to
13% indicated. Pressing the throttle relight button attempts to reset the reheat safety logic for the associated
engine.
If the reset is successful, the nozzle area increases from ENC to 16% indicated. Reheat will not reset if
electronic control is on a reversionary control lane.

NOTE for Microsoft Flight Simulator:

Nozzle opening indication in the simulation may differ from real-life.

In the simulation, the TAXI NOZZLE lever only limits the throttle movement.

ENGINE IGNITION AND RELIGHT SYSTEM

The function of the engine ignition system is to initiate ignition of the fuel in the combustion chambers during
the starting cycle, and to provide an engine ignition source in the event of a flame-out. Ignition is achieved by
the high energy electrical discharges from two surface discharge ignitor plugs in the combustion chamber
ignitor tubes. Power to each plug is supplied by a high energy ignition unit (1 IE), each comprising two
circuits; an AC circuit which is non-operative and a DC circuit for engine starting and relighting. for engine
starting the ignition circuits are energized when the ENGINE START switch is selected to LEFT or RIGHT
and remains energized for 40 seconds (Pre mod. 00541: 30 seconds) after releasing the switch, or until the
engine accelerates through 60% NH, whichever is the sooner.
For engine relight on a windmilling engine, the ignition circuits are energized for 40 seconds (Premod. 00541:
30 seconds) by pressing the relight button on the throttle. This also energizes the HP cock opening solenoid
to provide a 40 seconds (Premod. 00541: 30 seconds) fuel supply to the starter jet. When the IGNITION
switch on the ENG CONTROL panel on the front cockpit right console is set to the NORM position, automatic
ignition is provided by the CUE which activates the DC circuit whenever the throttle lever position is at IDLE
or above and:

a) NH deceleration is outside predefined boundaries (flameout)

b) NH is below predefine boundaries.
c) Weapons firing

CAUTION
WHEN THE HP COCK IS SHUT, IT WILL NOT REOPEN WHEN THE THROTTLE IS SELECTED TO IDLE,
UNLESS THE OPENING SOLENOID IS ENERGIZED, AS NO FUEL IS AVAILABLE TO OPEN THE HP SOC
MECHANICALLY AGAINST SPRING PRESSURE. THE OPENING SOLENOID IS ENERGIZED BY THE
ENGINE START SWITCH EITHER PRESSING A RELIGHT BUTTON, OR BY THE AUTO IGNITION
FUNCTION or THE CUE.

NOTE
NH is a parameter which is dependent on air inlet total temperature (Tt1).

Auto-ignition by the CUE can be switched off by the ignition switch on the ENG CONTROL panel from
NORM to OFF.
Relight Push Buttons
A relight push button is located on the rear of each throttle lever. Pressing a relight button will:
- Activate the associated engine DC igniter circuit for 40 seconds
- Energize the opening solenoid of the HP SOC for 40 seconds to provide fuel to the starter jets
- Open the HP SOC after moving the throttle from SHUT to IDLE

ENGINE STARTING SYSTEM

Ground starting of the engines is achieved by the secondary power system. The HP shafts of left and right
engines are connected to airframe mounted accessory gearboxes by power take-off shafts. An auxiliary
power unit (APU) drives the right accessory gearbox through a friction clutch. The accessory gearboxes can
be interconnected by a crossdrive shaft and clutch, allowing both engines to be driven by the APU or either
engine.

For engine starting a torque converter is installed on each gearbox. With the APU running and driving the
right gearbox, selecting the ENGINE START switch to the: appropriate position will cause the torque
converter to fill with oil and the selected engine to rotate via the power take-off shaft. Engine ignition system
will also be initiated. The APU is automatically shut down when engine speed reaches 60% NH. The second
engine is started in a similar manner, but with the gearbox being driven by the running engine.
To cancel start, the start cancel pushbutton shall be pressed and the throttles shall be selected to the HP
SHUT position.

ENGINE THRUST REVERSAL SYSTEM

The thrust reverser comprises two "buckets" attached to the jet pipe by means of eight movable links. Driven
by an air motor through flexible ring shafting, the links swing rearwards to position the buckets downstream
of the nozzle, deflecting the jet efflux forward to provide a reverse thrust of approximately 50% of the
corresponding forward thrust from IDLE to MAX DRY setting.
Strakes in each bucket deflect the lower regions of the jet efflux sideways to reduce hot gas re-ingestion by
the engines. A re-ingestion audio warning is given at 60 knots using the low-pitched (600 Hz) interrupted
tone. The system can either be activated after landing or pre armed in flight to operate immediately following
touchdown. Rocking the right throttle outboard in the dry range feeds a signal to an electronic logic unit,
which supplies control signals to both engine thrust reversal actuator systems. The bucket lock mechanism is
disengaged, and the buckets deployed within one second, provided that the aircraft weight is on the landing
gear, i.e., the right weight on ground (WOG) switch is closed. The system may be preselected prior to
touchdown, provided that the LIFT DUMP magnetic indicator shows a white cross on grey background. An
OL (oleo switch circuit) indication in flight denotes a WOG microswitch circuit failure, and to preselect the
system under these circumstances presents the danger of bucket deployment in the air and shall therefore
be avoided.
The airbrakes, if extended, are automatically retracted upon thrust reverser deployment.
THROTTLES
A set of throttles (see figure) is provided in the front cockpit. A throttle lever controls each engine from HP
SHUT in the full aft position to COMBAT in the full forward position, passing through IDLE, MAX DRY and
MAX REHEAT positions. The levers can be rocked outboard in the dry range only to select reserve thrust
and/or lift dump.
A latch on each throttle quadrant prevents inadvertent selection of the throttle levers to HP SHUT. The
latches shall be pressed forward to allow the throttle levers to be moved from IDLE to HP SHUT.
Taxi Thrust Selector
A selector lever (see figure) which when lifted and rotated forward displays TAXI NOZZLE OPEN in red, and
fully opens the nozzles, thereby reducing thrust for taxiing purposes. With taxi thrust selected, throttle
movement is restricted to approx. 75% NH and reverse thrust is inhibited, although the throttles may still be
rocked outboard. In the normal thrust position, the selector displays TAXI NOZZLE SHUT in white.
ENGINE INSTRUMENTS AND CONTROLS

Engine Start Panel

The engine start panel (see figure) comprises the following controls:

ENGINE START SWITCH

The engine start switch is a three-position toggle switch, spring-loaded to the center of position marked
LEFT/RIGHT. Selecting LEFT or RIGHT initiates the start cycle of the corresponding engine.

START CANCEL BUTTON

The start cancel button is a push-button, which when pressed closes the fuel supply to the engine starter
jets, deenergizes the igniter units, empties the torque converters and resets the engine start cycle. A green
light integral with the button illuminates during the engine start cycle.
Engine Control Panel
The engine control panel (see figure) carries the following controls:

IGNITION SWITCH
The engine ignition switch is a two-position latch-toggle switch marked IGNITION — OFF/NORM. In the OFF
position, automatic ignition by the CUE is switched off. In the NORM position, automatic operation of the DC
ignition system and energizing of the HP cock opening solenoid to provide the started jet fuel is initiated by
the CUE (see ENGINE IGNITION SYSTEM).

TURBINE BLADE TEMPERATURE SWITCH

The turbine blade temperature switch is a two-position latch-toggle switch, marked TBT —DATUM/LOW,
which may be selected as required. In position DATUM the TBT datum is set to flight clearance setting.
In position LOW the TBT datum is reduced by 36 degrees C.

LANES TEST BUTTONS

Two push buttons marked LANES TEST —LEFT/RIGHT, when held pressed simulate a failure of LANE 1
(ENGINE CONTROL switch in lane 1 position) to test the automatic transfer of engine control from lane 1 to
lane 2. (For detailed information refer to "ENGINE OPERATION, Pre-taxi checks").

ENGINE CONTROL SWITCHES

Two two-position toggle switches marked ENG CONTROL — LEFT/RIGHT — LANE 1/LANE 2, to select the
required engine control lane.
LANE 1 — Normal operating lane
LANE 2 — Standby operating lane.
Engine Test Panel
The engine test panel (see figure) carries the following controls:

THROTTLE ROCK TEST INDICATORS

The throttle rock test indicators are two magnetic indicators marked LEFT and RIGHT, which show the result
of a throttle rock test.
With electrical power applied to the aircraft, or subsequent to a throttle rock test, the display should be white,
indicating that the LD and TR selection circuits are serviceable. A black and white striped display indicates a
circuit malfunction or a power off condition.

CAUTION

THE THROTTLE ROCK TEST SHALL ONLY BE CARRIED OUT WITH THE ENGINES RUNNING AT IDLE
RPM.

GOVERNOR TEST SWITCH

The governor test switch is a three-position toggle switch marked GVNR TEST — NH/OFF/NL, spring-loaded
to OFF, and is used to check the operation of the HP and LP overspeed governors. When NL is selected,
RPM indicators display the letters NL and indicate NL compressor speed.
Engine Temperature Indicators
Two indicators (see figure) provide a rotating pointer display (0 — 10 X 100° C) in increments of 100 degrees
centigrade, and a repeat digital read-out (0-999) of engine operating temperature. From 0 to 545 degrees C
TBT, T7 is indicated. Above 545 degrees C TBT, TBT is indicated. Should a TBT sensor fail, temperature
indicator reverts to the T7 mode. A red and black striped flag indicates a display failure, or power off
condition, however as the indicator cannot indicate temperatures below 0 degrees C, the flag will appear if
the instrument is sensing less than 0 degrees C, e.g., before engine start. To test the correct behavior of the
indicator, the appropriate lanes test button should be pressed. The instrument should read 925 ± 5 degrees
C within 5 seconds with the flag not visible.
The T7 temperature sensor is situated behind the LP turbine outlet, and TBT is sensed by two pyrometric
pickups looking at the intermediate pressure turbine blades.

NOTE
Although the T7 indicator will give evidence of light-up, temperature indications are likely to be inaccurate,
particularly in the case of engines not incorporating mod. 40960 when T7 may indicate more than 675
degrees C. As long as the T7 flag on the indicator is visible these values may be ignored.
Nozzle Area Indicators
Two indicators (see figure) with a rotating pointer display nozzle area as a percentage (0 to 100%) in
increments of 5%.

Engine RPM Indicators

Two engine RPM indicators (see figure) provide a rotating pointer and a hundreds, tens, and units digital
read-out of NH or NI, spool speed as a percentage of a nominal maximum RPM. A red and black striped
failure flag covers the digital display when a system malfunction occurs, or at power off conditions. NH or NL
flag indicate which spool speed is being displayed.

NL/NH Indication Changeover Switch

The NH/NL indication changeover switch (see figure) is a two-position toggle switch marked NL/NH, spring-
loaded to NH, and selects the spool speed to be displayed on both RPM indicators.

Fuel Flow Indicator

An indicator labelled FUEL FLOW (see figure) presents a L and R pointer display of dry power fuel flow in
kg/min to each engine.

Reheat Operation Lights

Two reheat operation lights (see figure) are located on the right anti-glare shield and are inoperative.
Post mod. 01670 reheat operation lights are deleted.

Reverse Thrust Indicators and Override Switch

REVERSE THRUST INDICATORS

The reverse thrust indicators (see figure) are two three-position magnetic indicators, marked LEFT and
RIGHT
They display:
Grey Indicates thrust reverser buckets in stowed position.
Black and white stripes Indicates thrust reverser buckets in transit mode.
REV White REV on black background indicates thrust reverser buckets are fully deployed.

OVERRIDE SWITCH
A two-position toggle switch marked 0 RIDE/NORM (see figure) permits the use of a single thrust reverser at
certain failure conditions.

ENGINES CONTROL AND INDICATORS

Lift Dump Indicator
The lift dump indicator (see figure) is a three-position magnetic indicator, marked LIFT DUMP, and displays:
Grey Main landing gear strut not compressed (Post mod. 01399: white cross on grey background)
OL, Main landing gear strut compressed.
LD Lift dump in operation

WARNING
AN OL INDICATION DURING FLIGHT INDICATES A FAULT IN THE OLEO SWITCH CIRCUIT. THE
REVERSE THRUST/LIFT DUMP SYSTEM SHALL NOT BE PRE-ARMED IF AN OIL INDICATION IS
DISPLAYED TO AVOID AN INFLIGHT THRUST REVERSER DEPLOYMENT.
Crash Panel
The four ganged toggle switches on the CRASH panel (see figure) are operated by raising the black and
yellow striped guard marked LIFT-PULL and moving it forward. The FIRE EXT —OFF/ON switch discharges
the fire extinguisher into both engine compartments simultaneously. The remaining switches shut down both
generators and de-energize all electrical system busbars except the battery busbar.

WARNING
THE ENGINES SHALL BE SHUT DOWN VIA HP COCKS PRIOR TO CRASH BAR OPERATION. IF THIS
SEQUENCE IS NOT FOLLOWED THE ENGINES WILL ACCELERATE UNCONTROLLED TO SELF
DESTRUCTION BECAUSE ENGINE CONTROL IS LOST AND THE OVERSPEED GOVERNORS ARE NO
LONGER OPERATIVE.
Rapid Take-Off Panel
The rapid take-off panel (see figure) includes the following engine controls:

GANGING LEVER
The RAPID TAKE-OFF panel switches can be set to the FLIGHT position either individually or by use of the
rapid take-off ganging lever; the OFF position can only be selected individually.

TI PROBE HEATERS SWITCH

A two-position toggle switch labelled T1 PROBE HEATERS controls the electrical power supply to the T1
engine intake temperature probe heaters.

IGNITION MASTER SWITCH

A two-position toggle switch labelled IGNITION which arms the engine ignition and central warning systems
when set to FLIGHT.
Central Warning Panel
The central warning panel comprises the following indications for the left (L) and right (R) engine:

RED WARNINGS:

L/R FIRE Fire or overheating in an engine compartment.

L/R VIB Engine vibration has reached level 2 (Post mod. 00859: L/R VIB deleted)

L/R REV Thrust reverser buckets not properly deployed after selection or buckets not properly stowed

L/R TBT Turbine cooling air overtemperature above 650 degrees C (caption(s) will latch)

NOTE

The caption(s) will unlatch when the left LANES TEST pushbutton is pressed, and temperature is below 650
degrees C.

L/R OIL P =Low engine oil pressure

AMBER WARNINGS:

L/R VIB Vibration in the turbine, or compressor area, or when pressure fluctuations in the reheat
section exceed 12.6 kPa (Reheat Buzz).

L/R OIL P Low engine oil pressure

L/R OIL T Engine oil overtemperature.

L/R FUEL T Fuel overtemperature.

L/R THROT Engine main control lane failure.

REHEAT Electronic reheat system or double lane failure (one light serves both engines).

The red L/R FIRE, L/R VIB, L/R REV, L/R TBT captions are repeated on the rear cockpit CWP

ENGINE OVERHEAT AND FIRE DETECTION SYSTEM

Fire or overheat conditions in the engine and APU
compartments are detected by sensing element loops
which are routed so that they cover the most likely
potential fire zones. Each sensing element loop is
connected to an individual control unit which operates a
relay in the appropriate fire warning circuit. Power to all
three control units is supplied from the essential DC
busbar.
A fire or overheat condition in either engine compartment
will illuminate the red warning lamp in the appropriate fire
extinguisher button and the L or R. FIRE caption on the
CWP in each cockpit.
A fire or overheat condition in the APU compartment will
close the APU fuel supply shut-off valve and illuminate the
red APU caption on the red CWP in each cockpit.
The CWP in each cockpit carries the toggle switch marked
TEST — 1/OFF/2 spring loaded to the center OFF
position. Setting the switch to position 2 tests the integrity
of the engine compartment fire warning system.
The APU fire warning system can be tested by the APU
AUTO TEST — TEST/NORM switch on the engine test
panel (see figure).

NOTE
If the test is made while the APU is running, it will shut
down.

ENGINE FIRE EXTINGUISHER SYSTEM

A dual-outlet fire extinguisher bottle is fitted in the right

rear fuselage. Each outlet is connected to a distribution
system, one for each engine bay. An electrically operated
firing head at each outlet, controlled by the appropriate fire
extinguisher button, enables the entire bottle contents to
be discharged in the affected bay. The CRASH bar will fire
both heads simultaneously when operated. The firing
heads are powered by the battery busbar.
Two fused indicators, one for each firing head, are fitted in
the refuel panel. They provide an indication when the
appropriate firing head has been fired: When the head is
fired, the fused indicator turns red, giving a visual
indication that the extinguishant has been discharged. The
fire extinguisher bottle incorporates a pressure relief valve
which, if pressure in the bottle exceeds a safe value,
opens to discharge the entire bottle contents overboard through an outlet above the right auxiliary power
compartment door. The outlet has an indicator consisting of a bowl with a red inner surface covered by a
white cap; if the pressure relief valve opens, the escaping extinguishant displaces the cap to expose the red
interior of the bowl.
The fire extinguisher buttons (see figure) actuate the fire extinguisher head individually when pressed.

ENGINE OPERATION

Although the RB 199-34 R is a 3-spool bypass engine equipped with reheat, the engine handling is
straightforward. The control of the engine is electronic and different parameters are governing engine
behavior under various flight conditions. Although basically a fixed relation between throttle position and NH
(N3) is fundamental, the NH idle schedule in the lower throttle range and the engine limiters in the upper
throttle range influence this relationship and produce a variation of NH in flight (and hence throttle
deadbands) depending on temperature, airspeed, and altitude.
In the reheat range, the relation between throttle position and nozzle area is basically linear. The HP
compressor total delivery pressure Pt, (calculated in the CUE) modifies these characteristics in such a way
that at lower Pt, the max RH area will be reduced and the area (and hence throttle deadbands) will be seen
in flight depending on airspeed and altitude.
The idle schedule, which is holding the engine at approx. 65% NH on ground operation, will in-crease the idle
RPM as a function of Mach Number, altitude and temperature. At extreme flight conditions (supersonic), or
high altitudes, max. dry will be almost identical to idle. Consequently, during some portions of the flight as
already mentioned above, deadbands in throttle response at the idle region, at the max dry region and in the
reheat region will be seen.
Ground Operation
ENGINE STARTING
The right or left engine start is initiated by selecting the ENGINE START switch to RIGHT or LEFT
respectively. Engine ignition will be operative immediately and after a 5 sec delay fuel will be delivered to the
starter jets. T7 will increase to approx. 250 degrees C and at approx. 21% NH the throttle lever has to be set
to IDLE to open the HP SOC. Thereafter a steady rise in T7 up to approx. 500 degrees C will be seen.
Simultaneously after a short slow acceleration the engine speed will be up to the 65% NH idle speed. T7 is
not imposed during starting, but when T7 indication has changed to TBT (this occurs when TBT reaches 545
degrees C cockpit indication), an absolute limit of 675 degrees C TBT shall not be exceeded.
If a hot start occurs, the throttle should be fully closed to the HP SHUT position and the start cancel button
pushed to cancel starter jet fuel and ignition. After NH has reduced to zero normally a dry cranking cycle
should be carried out before the next attempt to start is made and a draining period of 30 seconds is
mandatory. To achieve the dry crank, the ignition master on the Rapid T/O Panel, should be switched to OFF
and the engine starter switch selected to the appropriate engine. Before the next start attempt, the ignition
master switch will be returned to FLIGHT.

PRE-TAXI CHECKS
After engine start the ignition selector switch should remain in NORM position which will guarantee automatic
ignition in case of a flame-out or an extreme deceleration in flight or during take-off. With the ignition selector
switch in NORM position, it should, however, be kept in mind that the automatic ignition circuit will be always
operative if the throttle is not in the HP SHUT position and certain NH speed condition exists (see ENGINE
IGNITION SYSTEM). If, for instance, one engine is shut down in flight or on the ground and the throttle is
then reopened (for lift dump or reverse thrust checking), it is possible that any fuel remaining in the engine
may be ignited. When both engines are running the operation of the CUE automatic control lane changeover
facility should be checked with LANE 1 selected. Pressing the LANES TEST buttons will cause a light
transient (max 2% NH) to occur. At the same time the L/R THROT warning on the CWP will illuminate and
the TBT indicators will wind up to 925 degrees C. Pressing the left LANE TEST button will initiate an internal
check of the engine temperature warning systems, and the amber L/R FUEL T, L/R OIL T in the front cockpit
and the red L/R TBT warnings in both cockpits for both engines will illuminate on the CWP. Upon release, all
warning lights should extinguish and TBT/T7 readings return to normal.
When Lane 2 is selected and the same test is repeated, the same warnings and indications as above will be
displayed but the light transient will be seen immediately when LANE TEST is selected. In addition, the
nozzle will now be observed to close from 5 to 13% (ENC) and the amber REHEAT caption on the CWP in
the front cockpit will illuminate. To reset the nozzle to normal, the relight buttons shall be pressed. After
approx. 3 seconds the engine will return to normal nozzle position and the REHEAT caption will extinguish.
Thereafter the lane switches shall be reselected to Lane 1 and again the throttle warnings will illuminate for a
short period.
 NOTE

A lane test with Lane 2 selected will cause the REHEAT indication on the Maintenance Panel to be recorded.

Generally, Lane 1 is the preferred lane due to the auto change feature to Lane 2 in the case of a Lane 1
failure. Lane 2 will perform the same functions as Lane 1 and all operations are practically identical in both
lanes. Following the lane test, a governor check shall be performed by selecting the governor test switch to
NH and accelerating the throttles to MAX DRY. The NH will settle to approx. 85%. Retard the throttles to
below 80% NH, and then select the governor test switch to NL. The RPM indicator NL flag will appear.
Advance throttles to MAX DRY and the engine RPM indicators will settle at approx. 80% NL. This is the
normal way to perform the governor check; however, if circumstances do not permit this high RPM check at
the starting position of the aircraft, it may be done prior to take-off.

TAXI OPERATION
During taxi, the nozzle position may be selected to TAXI NOZZLE OPEN (100% Aj), reducing idle thrust by
approx. 40%. Having selected TAXI NOZZLE OPEN, reverse thrust is inhibited while if reverse thrust is
selected the selection of TAXI NOZZLE OPEN causes the retraction of the reverse thrust buckets. It should,
however, be kept in mind that TAXI NOZZLE OPEN should be deselected before run-up and that a maximum
of approx. 75% NH can be achieved with nozzle selected to TAXI NOZZLE OPEN due to mechanical
interlock in the throttle box.

BEFORE TAKE-OFF
For the run-up before take-off select both throttles to MAX DRY and compare engine readings to placard
values. TBT should be identical to placard on either phase but the TBT schedule (TBT at max dry as function
of total inlet temperature TT1) may cause deviation in TBT of up to ± 15 degrees C in extreme temperature
conditions. Thereafter min. reheat can be selected. Min. reheat nozzles on the ground will be at approx. 3%,
then throttles should be advanced to MAX REHEAT and nozzles will indicate approx. 103%. The brakes will
normally hold max reheat but if tire slippage is encountered brakes should be released and the engine
indicators checked during the initial portion of the temperature take-off run. Tire slippage may occur on light
weight take-offs or during very cold temperature operation. No further changes in engine parameters should
occur during ground run.

AFTER LANDING
After landing, one engine may be shut down if desired, but the engine TBT should be less than 450°C.
Before the shutdown of one engine, the cross-drive should be selected to AUTO to prevent loss of one
hydraulic system.
Engine Handling in Flight
Dry and reheat handling in flight is straightforward and within the normal flight envelope of the aircraft no
general limits should be encountered. However, extreme conditions such as high altitude, slams from IDLE to
MAX REHEAT or engine operation under extreme loads, with, for example, single engine handling with cross
drive engaged and simultaneous operation of wing sweep, may be encountered certain limits.

DRY OPERATION
Dry engine handling under normal conditions, i.e., at speeds above 200 kts, 1 g flight and operating both
engines, is straightforward up to 40,000 ft. Acceleration rate will vary between 7% NH/ sec2 on the ground
and 2-3% NH/ sec2 at 40,000 ft but as the idle NH is also increasing with altitude, the acceleration time to
max dry is in the order of 4 sec. Certain extreme conditions, occurring singly or in combination, can cause
engine surge (see figure). These conditions include:

 High AOA
 Low Airspeed
 High Altitude
 X-Drive Engaged
 Wing Sweep Operation
 Engine Slam Acceleration

Surges are characterized by loud single or successive bangs, or in the case of a locked in surge, a light
rumble accompanied by stagnating or decreasing NH, increasing TBT, and no throttle response.
If a surge is encountered under any of these extreme conditions, it will normally not recover unaided. If the
engine continues to surge, a reduction in AOA should clear the surge. A further possible method of clearing a
surge, is to reduce the load on the engine, for instance, interrupting wing sweep operation. If the surge
continues, the engine should be throttled back slightly. If the engine remains in the locked in surge condition,
further retardation of the throttle to idle is recommended. If still in surge, the engine should be shut down and
a normal restart made.

REHEAT OPERATION
In reheat, the throttle position demands·an equivalent nozzle position, which in turn schedules the reheat fuel
flow. Total temperature, altitude, HP compressor outlet pressure and turbine pressure ratio are additional
parameters governing reheat operation. As a function of airspeed and altitude the min. reheat nozzle will
open from the ground static condition of 32% to approx.75% at 40,000 ft, 250 KlAS. Similarly, the 100%
ground nozzle at max reheat is reduced to a minimum of 85% Aj. When MAX REHEAT is selected on the
ground at max dry, approx. 3.5 sec are required to achieve max reheat.
This time will increase to a maximum of 5 sec at extreme flight conditions. The primary parameter governing
these functions is HP compressor outlet pressure (PE2) calculated by the CUE.
The turbine pressure ratio is the monitoring parameter for the reheat operation which signals automatic
nozzle closure to normal dry area in the case of a RH blowout. In this case the throttles shall be retarded into
the dry range before attempting a reselection of reheat. When reheat is deselected, 3.5 seconds are required
for the nozzle to close completely. Thrust decrease is immediate and once the nozzle passes approx. 45% Aj
reheat fuel flow is shut off completely. When reheat is cancelled the reheat fuel lines are purged and will be
primed again during the next selection. After RH cancel an immediate reselection is permitted, but the light
up sequence will start again only after a delay of approx. 5 seconds after RH fuel flow shut off to allow fuel
lines purging. For repeated reheat operation within the normal flight envelope no limitations will be
encountered, but on slams from IDLE to MAX REHEAT a reheat blow out and automatic nozzle closure may
occur since the engine may be transiently on a limiter at the moment the nozzle starts to open. It is therefore
generally recommended to let the engine fust come up to approx. max dry TBT's and then slam into MAX
REHEAT. Good reheat light-up with this procedure is assured up to 40,000 ft within normal flying speeds.
Slams from idle to max reheat will generally be accomplished without difficulty up to altitudes of 30,000 ft.

COMBAT OPERATION
No special limitations exist for selecting COM BAT and COMBAT will be easily achieved under all flight
conditions where max reheat has been reached. It should be kept in mind that per sortie a maximum of 5
minutes combat may be used. A rise of approx. 15 degrees C in TBT will be observed when COMBAT is
selected.

SECONDARY POWER SYSTEM

The secondary power system provides facilities for starting the engines on the ground and transmits
mechanical power from the engines to various accessories.
The system, mounted in front of the engines and separated from them by a bulkhead, consists of two
accessory gearboxes and an auxiliary power unit (APU), which is mounted on and drives the right-hand
accessory gearbox. Each gearbox drives an integrated drive generator (IDG), a hydraulic pump and an
engine fuel backing pump. Each gearbox may be driven by its associated engine through a freewheel clutch,
or through the X-drive shaft from the other engine or drive its associated engine for starting purposes through
a torque convertor.
AUXILIARY POWER UNIT
The APU is a gas turbine using aircraft fuel supplied from the RH feed line of the engine fuel supply system
via the APU shut-off valve. The APU drives the right-hand gearbox.
In addition to providing torque for engine starting, the APU drives the aircraft generators and hydraulic
pumps, thus providing facilities for aircraft system checkout.
Gearbox lubricating oil and hydraulic oil are cooled by fuel recirculating through coolers and back to the main
fuselage tanks. On the right hand side, the fuel is cooled as it passes through the right hand air-cooled fuel
cooler (ACFC), before its return to the tanks. An injector pump, powered by APU compressor bleed air,
induces an airflow through this cooler via a bleed air valve which is controlled by the APU bleed switch on the
rapid take-off panel.
APU Starting System
For starting purposes, the APU is fitted with a 28 V DC starter motor and an ignition system. The starting
cycle is controlled by an automatic starting circuit. The APU may be started from an external 28 V DC ground
power supply or with power derived from the aircraft's battery through the 28 V DC busbar PP4. In-flight
operation of the APU is inhibited. An APU fire safety switch is located in the RH main landing gear
compartment. It is used to prevent the APU from being started when work is performed on the secondary
power system in the vicinity of the APU exhaust duct.
An air intake duct and shutter is installed in the RH side of the bay. When the APU starts, the shutter
automatically opens to admit outside air to the compressor intake. The shutter closes when the APU is shut
down.
An APU fire warning system monitors the average temperatures in the vicinity of the APU. Should excessive
temperatures be detected, the system will initiate visual (CWP) and audio warnings and shut down the APU
by closing the APL fuel system shut-off valve.
Cross-Drive System
The right- and left-hand accessory drive gearboxes can be interconnected through the cross-drive shaft and
a friction clutch, which is closed by oil pressure from the right hand gearbox oil pump or by an auxiliary oil
pump driven by the cross-drive mechanism.
Normally the APU is started with the X DRIVE CLUTCH switch at OPEN and will therefore drive the right-
hand gearbox only. However, if both gearboxes are required, the cross-drive clutch may be engaged by
selecting AUTO either before or after the APU has started. The system shall not be run in this condition for
long periods on the ground as only the right ACFC has an injector pump to prevent excessive fuel
temperature.
With the X-DRIVE CLUTCH switch at AUTO, either engine may be started first from the APU. The APU will
automatically shut down at approximately 60% NH and the second engine can then be started from the first.
The cross-drive clutch shall be opened by pressing the X-DRIVE CLUTCH/ PUSH OPEN button after the
second engine has reached self-sustaining speed. The cross-drive clutch will not then re-engage unless a
difference in engine speed in excess of 15% NH is detected; in which case the clutch will engage and the
amber SHUT indicator light illuminates. The cross-drive clutch will remain engaged until manually
disengaged by pressing the X-DRIVE CLUTCH SHUT-PUSH OPEN button. If the engine speed differential is
still in excess of 15% NH, the clutch will immediately re-engage. If the X-DRIVE CLUTCH switch is selected
to OPEN the clutch will disengage and remain in this condition.
With the X-drive clutch closed, in the event of a gearbox overload condition, a speed difference between the
gearboxes in excess of 4% NH lasting longer than 2.5 sec, will automatically open the X-drive clutch.

WARNING
AN ATTEMPT TO CLOSE THE CROSSDRIVE CLUTCH FOLLOWING LATCHING OPEN DUE TO AN
OVERSPEED OR OVERLOAD CAN BE MADE EITHER BY PRESSING THE X-DRIVE CLUTCH LIGHT/
PUSH BUTTON WITH THE X-DRIVE CLUTCH SWITCH AT AUTO, OR BY SELECTING THE SWITCH TO
OPEN AND BACK TO AUTO. THIS ACTION SHOULD ONLY BE TAKEN IN EMERGENCY.

SECONDARY POWER SYSTEM CONTROLS AND INDICATORS

The secondary power system (see figure) comprises the following controls:

APU Power Switch

A three-position toggle switch, located on the engine start panel, labelled APU POWER INT/EXT DC/EXT
AC, selects the power source of the APU starter motor.

APU Switch
The APU switch is a three-position toggle switch, located on the engine start panel, marked APU-
START/OFF, spring-loaded to the center position.

APU Run Light

On the engine start panel an amber light marked RUN illuminates when the APU is running with the APU
BLEED switch in the OPEN position. The RUN light is flashing when the APU runs with the APU BLEED
switch in the CLOSED position.

X-Drive Clutch Switch

The X-DRIVE CLUTCH switch is a two-position toggle switch, located on the engine start panel, marked X-
DRIVE CLUTCH-AUTO/OPEN

AUTO position Clutch engages under certain conditions, e.g., speed differential > 15%

OPEN Position Clutch is disengaged.

X-Drive Clutch Shut/Push Open Button

A combined amber light /push button, marked SHUT - PUSH OPEN, is located on the engine start panel.
The light is steadily illuminated while the cross-drive clutch is engaged. Pressing the push button disengages
an engaged cross-drive clutch if speed difference is < 15% NHAPU Bleed Switch
The APU bleed switch is a two-position toggle switch, located on the rapid take-off panel, marked
CLOSED/OPEN. The switch selects the position of the APU bleed air valve.
APU Auto Test Switch
The APU AUTO test switch is a two-position toggle switch, located on the engine test panel, marked TEST -
NORM, spring-loaded to the NORM position. When TEST is selected the integrity of the APU fire warning
system is tested.

NOTE
If the APU is running when the system is tested, APU shutdown occurs.

Central Warning Panel

On the CWP a red warning light APU illuminates in both cockpits when either an overheat or a fire is
detected, and when the APU AUTO test switch is in the TEST position.
APU OPERATION
With 28 V DC power from the battery via battery busbar PP4 (or alternatively utilizing power from a 28 V DC
external power source, connected to the aircraft), the BATT MASTER switch set to FLIGHT, the APU BLEED
switch to CLOSED and momentarily depressing the APU switch to START, energizes the SPS control unit.
The APU air intake shutter opens, the APU RUN light flashes, the APU main fuel valve closes.
Simultaneously the starter accelerates the APU turbine assembly, and the ignition circuit will be activated.
When ignition occurs, the turbine, assisted by the starter, accelerates to approx. 48% of nominal speed. At
this point, the starter and ignition circuit is de-energized and the turbine continues to accelerate to approx.
60% of nominal speed, and provided that a compressor pressure of 1.3 bar is achieved, the igniter fuel valve
closes and the A PU main fuel valve opens. Under normal conditions the time to reach maximum speed is
approx. 15 sec, however, under extreme cold soak temperatures it may take up to 50 sec. If this time is
exceeded, the APU will automatically shut down. The SPS control unit signals the APU clutch to engage and
drive the RH gearbox. When the APU BLEED switch is selected to OPEN, the APU RUN light stops flashing
but remains illuminated. If either engine is started, the APU will be shut down when that engine reaches
approx. 60% NH.

NOTE
• To ensure adequate APU operation, the APU BLEED switch should remain in the CLOSED
position until the APU turbine has reached nominal speed.

• If prolonged operation is required, the X-drive clutch and the APU BLEED should be selected
OPEN to minimize APU load and to ensure adequate cooling airflow.

X-DRIVE OPERATION
For take-off and landing and light up to 5000 ft the cross-drive switch should be selected to AUTO to
maintain all hydraulic services in case of engine failure. At low altitude, power take-off capability of the
engine is such that even in case of a gear box seizure the live engine will not be influenced significantly, and
shear necks in the gear boxes will before the engine RPM is dragged down.
EMERGENCY POWER SUPPLY (EPS) SYSTEM
In the event of a double engine flame-out or double generator/TRU failure, an EPS system provides
hydraulic power for emergency operation of the taileron actuators at limited rate and/or electrical power for a
DC fuel pump. The hydraulic component of the EPS consists of a DC motor driving a variable delivery
hydraulic pump (EHP), assembled as a package. The package is installed in the left secondary power bay in
parallel with the engine driven hydraulic pump of the aircraft left hydraulic system.
The DC emergency fuel pump is installed in fuel cell No. 6 and supplies fuel to the right engine fuel feed line.
Both pumps are driven from a silver-zinc 25 V DC one shot battery installed in the fin area. The battery
sustains sufficient power to drive the EHP and the DC fuel pump for 3 minutes or the DC fud pump alone for
7 minutes (Post mod 1 1019 20 minutes).

NOTE for Microsoft Flight Simulator:

EPS system controls and indications are present in the MSFS simulation, however the system is only
partially simulated and in certain conditions it will not be capable to actuate flight controls.

Double Engine Flame-Out Case

In the case of a double engine flame-out, with the EPS switch in the AUTO position, and the WOG switch de-
actuated, as both engine RPM's fall below 59% NH, the EPS system will be activated in the following
sequence:
 o The contactor between the one-shot battery and the EHP closes.
o The left hydraulic system utility isolating valve closes to conserve hydraulic pressure for operation of
the tailerons.
o The X-drive clutch opens automatically.
o The engine crossfeed valve opens.
o The RCOV's drive to the ENG position.

At RPM < 50% NH:

o The generators go offline.

o The one-shot battery fires and will now supply power to the EHP and the DC fuel pump. Both pumps
will come online after I or 2 seconds.

NOTE
With the EPS switch in the ON position the one shot battery will be activated irrespective of engine RPM and
WOG position.

Normally an attempt to relight the right engine would be made first, within the engine operating envelope up
to 30000 ft and a minimum RPM of 12% NH (Post mod. 01431: 14% NH). When the first engine reaches
59% NH, the X-drive clutch closes with the EPS in the AUTO position (if the EPS switch is in ON it shall be
selected to AUTO). When the first engine speed exceeds 59% NH, the hydraulic pumps are pressurized, the
left utility isolating valve opens and the EHP will be disconnected from the one-shot battery if in AUTO.
Irrespective of the EPS switch position, the DC fuel pump will run u until the battery is exhausted.
Double Generator/TRU Failure case
If a double generator or a double TRU failure occurs, the DC busbars PP1 and PP2 will de-energize causing
the one-shot battery to fire, driving the DC fuel pump only.
EPS System Controls and Indicators Switch
A three-position toggle switch (see figure) marked EPS - ON/AUTO/OFF, control the EPS system.
The switch is guarded in the OFF position by a safety pin when the aircraft is on the ground. The switch
positions function as follows:
ON With power on DC busbar PP3, the one-shot battery will fire
immediately. The EPH and DC fuel pump will run. The fuel crossfeed
valve opens, both RCOV's, will drive to the ENG position, the left-hand
hydraulic system isolating valve closes, and the X-drive clutch receives
an open signal.

AUTO Automatic function of EPS is enabled if WOG switch is in the flight

position.

OFF EPS function is disabled.

NOTE
Caution should be exercised when selecting the EPS switch from OFF to AUTO. If the toggle is pulled, the
switch may inadvertently enter the ON position resulting in EPS battery activation. It is not required to lift the
EPS switch toggle when selecting between OFF and AUTO.
EPS System ON light
The EPS light (see figure) marked ON illuminates when the one-shot battery is supplying DC power,
provided that the EPS switch is not in the OFF position.

FUEL SUPPLY SYSTEM

Fuel is carried in two fuselage tank groups and in the wings, external fuel tanks can be carried under the
fuselage and the wings. All fuel is transferred to the fuselage tank groups before being fed to the engines,
with the front group normally feeding the left engine and the rear group feeding the right engine and the APU.
The fuel transfer sequence is automatically controlled but the normal sequence can be overridden by the
pilot if required.
Fuel is transferred from the external tanks by air pressure and from the wing tanks by transfer pumps. Fuel is
used as a cooling medium for hydraulic and lubricating oil, high temperature fuel being cooled by air being
returned to the tanks.
Fuel can be dumped overboard from the fuselage tank groups through an outlet in the fin. All external tanks
are jettisonable.
Ground refueling is normally carried out from a single pressure refueling point, but the aircraft can also be
gravity refueled.
Defueling can be carried out through the pressure refueling point or by suction through the gravity refueling
points.
For fuel quantity refer to figure The aircraft is equipped for in-flight refueling. A hydraulically operated probe is
fitted to the right side of the front fuselage and can be extended to receive fuel from a tanker aircraft. A
floodlight is fitted to the refuel probe strut, to facilitate night refueling.

FUEL TANKS

Fuselage Tanks
The aircraft fuselage tank system comprises a front tank group of six cells, plus a wing box tank, and a rear
tank group of ten cells.
The cells are made of tear-resistant bladder material except for two cells in the front tank group which are
partially self-sealing. The wing-box tank forms part of the fuselage structure.
The cells in each group are interconnected by vent and transfer connections, and flap valves permit gravity
fuel flow only towards collector boxes in each tank group. Each collector box houses a double ended boost
pump with integrated non-return valves.
Negative G limitations are listed in Section V "Operating Limitations".
A transfer pump in the forward cell 1 b of the front tank group starts at low fuel conditions, and transfers fuel
to the front collector box to prevent front boost pump starvation during dives and rapid deceleration.
The two tank groups are independent of each other, but can be interconnected through a valve, controlled by
the TANK INTER - OPEN/CLOSE switch.
Wing Tanks
The wing tanks are an integral part of the wing structure.
The fuel contained in these tanks is transferred to the fuselage tank groups by dual transfer pumps at each
wing tip, the left wing supplying the front group and the right wing supplying the rear group.
External Tanks
External subsonic fuel tanks can be carried on the inboard wing pylons and on the fuselage shoulder pylons.
Fuel transfer from those tanks is achieved by pressurized air and automatically controlled by a level sensing
system and transfer valves. Normally the left underwing and underfuselage tanks transfer to the front
fuselage tank group and the right underwing and underfuselage tanks transfer to the rear fuselage tank
group.

FUEL TRANSFER SYSTEM

AUTOMATIC TRANSFER
The aircraft is fitted with thermistor level sensors, which provide signals to the tank level sensing control unit.
With the SEQUENCE switch on the fuel control panel (see figure) set to NORM, fuel is transferred from the
external tank in the following sequence:

o Under-wing tanks
o Under-fuselage tank(s) (for asymmetric configuration see Manual Transfer, this chapter)
o Wing tanks
o External tank transfer is achieved by pressure-controlled fan bleed air.

This sequence is normally automatically controlled by level sensor in the individual tanks which selects the
external tank transfer valves, and the pressure/vent valve (see "FUEL PRESSURIZATION AND VENT
SYSTEM ") as required.
Fuel enters the fuselage tank groups through two fuel-pressure-operated combined refuel/transfer valves,
one for each group. The shutoff piston of each valve is operated by servo fuel flow which is controlled by a
high-level sensor in the associated. tank group. Whenever a tank group is full, the servo flow is shut-off by an
integral solenoid valve, de-energized by the sensor.
Indication of the position of the external tank transfer valves and the state of the wing tank transfer pumps is
given by two sets of four green indicator lights, located on the fuel control panel. The appropriate lamp
illuminates when the corresponding transfer valve is open or the corresponding transfer pumps are delivering
pressure. If a transfer valve fails to close on completion of transfer, the associated lamp remains illuminate.
When the total fuel content is sensed at approx. 2050 ± 50 kg, the wing transfer pumps will be switched on
and wing fuel will be transferred to the fuselage tank groups. The pumps will be switched off automatically
when the tanks are empty provided that the SEQUENCE switch is in the NORM position.
When the contents of the forward tank group reduce to approx. 660 kg in level flight, a fuel pump in cell 1b is
activated to transfer fuel to the collector box. At a fuel content approximately of 300 kg in either tank group, a
low-level signal illuminates the amber FUEL caption light on the CWP in the front cockpit and opens the
cross-feed valve, provided that the cross-feed switch on the fuel control panel is in the AUTO position.
The pump increases the inter-cell transfer rate to the front collector box, reducing the possibility of boost
pump starvation due to a low fuel condition during dives and rapid deceleration.
MANUAL TRANSFER
Manual transfer is required in cases of:
o Automatic transfer failure
o Asymmetric external tank configuration
o B/B pod configuration (see B/B Refueling Pod Operation, this chapter)
Automatic Transfer Failure
The external tank transfer valves and wing tank transfer pumps can be controlled directly by the appropriate
setting of the SEQUENCE switch which by-passes the level sensor in the selected tanks. The WG position of
this switch disconnects wing tank transfer from the automatic sequence and switches on the wing transfer
pumps.

NOTE
To avoid prolonged dry running of the wing transfer pumps after wing transfer has been completed the
SEQUENCE switch shall be selected to NORM position.

Selecting U/FUS or U/WG will open the respective external tank transfer valve.
An alternative transfer route through the refuel sides of the main refuel/transfer valves can be selected by
using the ALTER switch. When set to ALT this switch closes the transfer side of both valves by de-energizing
the integral solenoid valves and selects the refuel side of both valves. Because of the refuel valve flow
restrictor the transfer rate with ALT selected will be reduced.
External and wing tank fuel from both sides can be transferred into one fuselage tank group by use of the
EMERG TRANS switch.
This switch selects a motor-driven reversible non return valve to the reverse position and also closes the
transfer side of the main refuel/transfer valve for the non-selected fuselage tank group.
The fuselage tank group collector boxes can be interconnected via a tank interconnecting valve, controlled
by the TANK INTER switch. With OPEN selected the tank group with the higher fuel level transfers to that
with the lower fuel level at low rate. To ensure that both engines continue to receive a fuel supply during pitch
attitude changes the TANK INTER switch shall be returned to CLOSED when the amber FUEL caution light
illuminates (see figure)
Asymmetric Three Tank Configuration
The single U/FUS external tank may be carried on LH or RH shoulder station, which results in forward or aft
tank group fuel imbalance respectively. The following fuel management should be utilized already prior to
take-off.
FUEL PRESSURIZATION AND VENT SYSTEM
The fuselage fuel tanks are pressurized by LP compressor
bleed air regulated to a minimum of 14 kPa, and supplemented
by ram air from an intake in the leading edge of the fm.
Bleed air for external tanks transfer is taken from the LP
compressor and fed to the tanks at a controlled pressure of 105
kPa. On completion of external tank fuel transfer, the bleed air
supply is shut off and the external tanks are connected to the
fuselage tank pressurization system.
Fuselage tank pressure is restricted to max. of 38 kPa. Excess
pressure is vented to atmosphere through an outlet in the fin
trailing edge. A pressure switch senses the differential between
fuselage tank pressure and ambient pressure which is derived
from a tapping in the fuselage spine. Should this differential
reduce to 3.45 kPa the switch closes and illuminates the amber
VENT warning light on the CWP in the front cockpit.
FUEL COOLING SYSTEM
Fuel is used as a cooling medium for reheat vapor core pumps, hydraulic oil, and engine and accessory
gearbox lubricating oils.
The reheat vapor core pumps are cooled by reheat servo fuel which is then fed hack to fuel mixing jet pumps
in the engine feed lines upstream of the first stage pumps. Two fuel-cooled oil coolers are in-stalled in each
engine feed line, one combined unit upstream of the forward reheat servo flow shut-off valve to cool
hydraulic and accessory gearbox oils, and one downstream of the valve to cool engine oil. An air-cooled fuel
cooler (ACFC) is installed in each fuel recirculation line. Cooling air is supplied by ram air intake and under
certain flight conditions augmented by air ejectors driven by engine HP compressor 6th stage air, via a
combined shut-off/pressure reducing valve. This valve automatically opens when all the following conditions
occur simultaneously:
o Engine speed less than 85% NH
o TR not selected.
o Fuel temperature in the engine feed line is 70 degrees C or more.
Excess fuel from each engine HP is normally returned to the pump inlet through a temperature-sensitive
recirculation valve. When pump outlet temperature rises to 135 degrees C the valve starts to open and the
excess fuel is fed back to a fuel-mixing jet pump in the appropriate tank group through an ACFC. The engine
recirculation valve is fully open at 150 degrees C. A temperature sensitive switch activates the amber L or R
FUEL T indication on the CWP in the front cockpit should pump outlet temperature rise to a preset limit.
An internal cooling circuit is included in each recirculation system to cater for APU and/or accessory gearbox
operation when the associated engine is not running. The internal circuit operates automatically when the
RCOV is driven to the INT position by the 59% NH signal as the engine runs down following HP cock
closure.
Following engine start, as engine speed increases beyond 59% NH, the RCOV will be driven to the ENG
position and open the normal recirculation circuit. The RCOV position ENG and INT are shown by the
magnetic indicators on the ground servicing panel.
To improve fuel cooling, two air ejectors are provided on both ACFC. Each ejector is controlled through an
automatic valve; it opens when the tanks fuel reach 70° C with the engines speed less than 85% NH.
Opening of these ejectors is inhibited by deployment of the thrust reverser. When prolonged running of the
APU is required an air flow can be induced through the right ACFC by an air jet pump which is controlled by
the APU BLEED —CLOSED/OPEN switch.
ENGINE FUEL SUPPLY SYSTEM
Fuel is drawn from each fuselage collector tanks by two internal boost pumps and supplied to the engine fuel
systems through fuel first stage pumps (see figure). In the event of the failure of any boost pump an integral
pressure switch activates the appropriate F or R PUMP indication on the CWP in the front cockpit and a non-
return valve closes to prevent fuel feeding back through the failed pump. Each engine feed line contains a
check valve, which isolates the associated tank group in the event of leakage or damage, a first-stage pump
driven by the accessory gearbox, and a forward reheat servo flow shut-off valve controlled by the appropriate
LP COCKS switch.
If required, the two-engine feed system can be interconnected through a crossfeed shut-off valve which is
selected by the CROSS-FEED —OPEN/AUTO/CLOSE switch. An amber OPEN light illuminates whenever
the valve is not fully closed.
The APU is supplied by the right engine fuel feed system from a connection downstream of the first-stage
pump. Fuel flow to the APU is through a shut-off valve controlled by the APU control unit. In the event of a
double engine flame-out or a double generator failure an EPS system provides electrical power for a DC fuel
pump.
The DC emergency fuel pump is installed in fuel cell n° 6 and supplies fuel to the right engine fuel feed line
(refer to para–EMERGENCY POWER SUPPLY SYSTEM).
FUEL DUMP
Fuel can be dumped overboard from the fuselage tank groups by boost pump pressure through and outlet at
the upper rear of the fin. External and wing tank fuel is transferred in the normal manner before being
dumped. Fuel dumping is controlled by three shut-off valves, one for each tank group, and a master valve,
each operated by an individual switch on the fuel control panel. Indicator lights on the panel show OPEN
whenever the associated valve is open. Each fuselage group dump valve closes automatically when the
contents of the associated group reduces to approximately 300 kg, or should pressure in the associated
engine feed line reduce to approximately 1.3 bar (18.5 PSI); in both cases the valve is latched shut but,
should valve closure be the result of a transient low pressure condition, dumping can be continued by
selecting the appropriate switch to CLOSE then OPEN. If a low. pressure condition results from a double
boost pump failure, fuel from the affected group can be dumped via the serviceable group at a reduced rate
by selecting TANK INTER OPEN.
GROUND REFUELLING AND DEFUELLING
Refueling is normally carried out through a single pressure refueling point at the lower right side of the
fuselage. The aircraft can also be gravity refueled through individual filler caps fitted to the fuselage tanks.
During pressure refueling individual tank refuel/transfer valves are selected open by switches on a ground
servicing fuel panel and are automatically closed by high-level sensors when tanks are full; indicator lights
show the state of the valves. Closing the access door of the ground servicing fuel panel ensures that all
switches are returned to the "flight" condition. Defueling through the pressure refueling point can be
boost/transfer pump assisted or by suction. The aircraft can also be defueled by suction through the tank
filler caps. Defueling through the pressure refueling points is controlled from the ground servicing panel.
IN FLIGHT REFUELLING SYSTEM
Flight refueling can be carried out by means of a retractable probe. Flight refueling can be selected to all
tanks or to internal tank groups only. The probe is normally extended and retracted hydraulically from the
right hydraulic utilities system. In the event of electrical or hydraulic failure the probe can be extended by an
emergency circuit powered from the left utilities system. Once the EMERG OUT selection has been made
the probe cannot be retracted in flight. The probe is retained in the retracted position by a mechanical lock
and in the extended position by a hydraulic lock. Probe position is indicated by an amber 1.5/1, lamp on the
fuel control panel which illuminates whenever the probe is unlocked. A floodlight is mounted on the probe
strut to facilitate night refueling. Lamp brightness is controlled by a switch in the rear cockpit, and the
electrical supply to the lamp is through the OUT or EMERG OUT settings of the FLT REFUEL PROBE
switch.
The green RDY lamp illuminates when the PROBE is selected to OUT or EMERG OUT, the transfer sides of
both fuselage tank groups combined refuel/transfer valves are closed the pressure/vent valve is in the vent
position and the depressurization valve is open. A TANKS switch selection of INT or ALL energizes the refuel
sides of the fuselage tank groups combined valves and the wing refuel valves via a tank level sensing control
unit which receives and amplifies signals from high and low sensors in all tanks. The refuel sides of the
refuel/transfer valves are opened by fuel pressure following refueling drogue contact. The transfer sides are
de-energized and closed by PROBE selection to OUT or EMERG OUT. During flight refueling fuel is fed to
the fuselage tank groups through the refuel sides of the refuel/transfer valves and to the wing tanks through
wing tank refuel valves.
When the tanks are full the servo-flow controlling the valves are shut-off when the integral solenoid valves
are de-energized by the tanks level sensing control unit, through signals from the high-level sensors. The
green FULL indicator, on the right anti-glare shields, illuminates when all tanks are full as detected by the
high-level sensors, and extinguishes when the TANKS switch is set to OFF. Setting the PROBE to IN
extinguishes the RDY indicator, closes the depressurization valve and operates the pressure/vent valve to
pressurize the external tanks. Fuel transfer is then controlled by the tanks level sensing control unit. When
the fuel in either fuselage tank group reduces by 50 kg the transfer side of the associated combined
refuel/transfer valve will open by transfer pressure.

NOTE
o If after refueling the TANKS switch is not selected to OFF, fuel transfer to the fuselage tank groups
will occur through both sides of the combined refuel/transfer valves.
o The PROBE switch will always be set to IN following completion of refueling.
o If after selection of PROBE switch to OUT or EMERG. OUT positions the FR VLV caption on CWP is
illuminated, the transfer side of the fuselage refueling/transfer valves are open and the refueling shall
be accomplished at a reduced pressure to avoid damages at the fuel cells.
"BUDDY-BUDDY" (B/B) REFUELLING SYSTEM
The B/B refueling system consists of an aircraft used as a tanker, equipped with a self-contained refueling
pod and a receiver aircraft, equipped with the refueling probe, to transfer fuel by the probe-and-drogue
method.
The B/B refueling pod can be installed on the centerline station only with MWCS suspension system.
The pod has a fuel capacity of 880 kg (usable 845 kg) and is capable of pumping fuel to the receiver aircraft
at a rate of 300 to 720 kg/min, depending on the configuration and the fuel level in the receiver aircraft's
tanks.
Fuel can be also transferred from the tanker aircraft's fuel system through the pod to the receiver aircraft, or
from the pod back to the tanker's fuel system (see figure).
The system main components are:

Tanker Aircraft
B/B refueling Pod, consisting of:
 Ram Air Turbine
 Hydraulic Pump
 Fuel Pump
 Hose Reel Assembly
 Refueling Assembly
 Pod Signal Lights
Refuel Control Panel
Switching and Indicator Elements on Fuel control Panel
Receiver Aircraft
Refueling Probe
Switching and Indicator Elements on fuel Control Panel

The B/B refueling pod is normally pressure refueled via the tanker's fuel system but may be gravity refueled
through a filler cap on top of the pod. The aircraft's boost pumps are used to transfer fuel from the internal
fuel system via the dump valves into the pod's fuel cell. The pod can be pressurized in a similar manner to a
normal external fuel tank, to transfer the fuel back into the tanker's fuselage tank groups. A ram air turbine on
the nose of the pod (consisting of a propeller, a governing mechanism, and a solenoid operated brake) drives
a hydraulic pump. The pump provides hydraulic power to the fuel pump and the hose reel motor. A 15-meter-
long fuel hose is stowed on a drum in the tail of the pod. During refueling operations, the hose will be
extended from or retracted onto this drum. The hose bears white markings at certain intervals along its
length. These marking indicate to the receiver pilot the amount of hose extended from the pod A refueling
assembly attached to the end of the fuel hose contains a reception coupling (consisting of a paradrogue of
710 mm diameter and a wind-driven generator). During refueling operation hose tension is maintained
automatically.
In the event of a failure which precludes hose retraction, the hose can be jettisoned by a guillotine
mechanism.

NOTE for Microsoft Flight Simulator:

The Buddy-Buddy Refuelling system is not implemented in the MSFS rendition. This paragraph is provided
for information and educational purposes only.

Pod Signal Lights

A set of three colored lights on each side of the pod's tailcone indicate to the receiver aircraft the mode of
operation existing within the pod.
The lights function in unison with the SIGNAL LIGHTS on the REFUEL control panel, as follows:
o Amber lights — The hose is extended, and the pod system is ready for receiver engagement and
fuel transfer.
o Green lights — Fuel is flowing from the pod to the receiver aircraft.
o Red lights — Steady illumination; the hose is extending or retracting therefore the pod is not ready
for refueling.
Flashing
o Signal to the receiver not to engage on the drogue.
o During refueling, signal to break contact immediately A REFUEL control.

A REFUEL control panel (see figure) is located on the rear cockpit left hand console and will be installed
when the aircraft adopts the tanker role.
FUEL SYSTEM CONTROL AND INDICATORS

Fuel Flow Indicator

The fuel flow indicator (see figure) calibrated in kg/min, has two pointers, marked L and R, which indicate the
dry power fuel flow to the left and right engine respectively.
Fuel Quantity Indicator/Selector Unit
An indicator (see figure) has two pointers marked LF (left/front) and R (right/rear), which normally indicate
fuselage tanks front and rear group fuel quantities between 0 and 2200 kg. When a button on the panel
below the indicator glass is pressed the pointers indicate fuel quantity in the tank selected. The indicator
incorporates a digital counter which indicates total fuel remaining in divisions of 100 kg. This digital counter is
covered by an off flag when the electrical power is switched off. A TEST button, when held pressed resets
the fuel quantity indicator pointers and the digital counter to zero. Any position other than zero indicates a
malfunction.
Each of the four push buttons when held pressed selects the associated tank fuel quantities to be indicated
by the quantity indicator pointers. The push buttons are marked:

C/FUS Center fuselage tank only. One pointer superimposed on the other act together as one pointer.
U/FUS Left and right under-fuselage tanks.
WING Left and right wing tanks.
U/WING Left and right under-wing tanks.
Rapid Take-Off Panel
The rapid take-off panel (see figure) contains the following fuel system controls:
Two two-position toggle switches marked FUEL BOOST PUMPS — FRONT/REAR, which control the
operation of the front and rear fuselage tank group boost pumps.
A two-position toggle switch marked APU BLEED — CLOSE/OPEN, which control the operation of the jet
pump in the right ACFC.
Central Warning Panel
The CWP in the front cockpit contains the following fuel system warning indications:
 RED caption FUEL (both cockpits) indicates a low fuel content (approx. 50 kg) in the collector box
(forward group)
 AMBER captions FUEL indicates that fuel quantity in either fuselage tank group is approximately 300
kg or less (both cockpit)
 L FUEL T and R FUEL T indicate that the fuel temperature at the left and right engine fuel pump
outlet exceeds 150° C
 F PUMP and R PUMP indicate a failure of one or both boost pumps in the front and rear fuselage
tank groups
 VENT indicates a drop in fuselage tank differential pressure to below 3,5 kPa.
 FR VLV indicates, that, with the probe selected OUT or EMERG OUT, one or both fuselage tank
group transfer valves are open.
Fuel Control Panel
The fuel control panel (see figure) contains the following controls and indicators:
TANK TRANSFER VALVES / WING
TRANSFER PUMPS STATUS INDICATORS

Two sets of four green lights labelled L and R and marked U FUS/C PUS/U WING/WING, indicate the state
of the external tank transfer valves and the wing tank transfer pumps.
U FUS Illuminates when left or right under-fuselage tank transfer valve is open or not fully closed.
C FUS Illuminates when the centerline tank transfer valve is open or not fully closed
U WING Illuminates when left or right under-wing tank transfer valve is open or not fully closed
WING Illuminates when left or right wing tank transfer pumps delivery pressure above 28 kPa ± 7
TANK GROUP INTERCONNECTING VALVE SWITCH
TANK INTER — OPEN/CLOSE switch is a two-position toggle switch which controls the operation of the
fuselage tank group interconnecting valve.

TANK INTERCONNECTING VALVE STATUS INDICATOR

An amber OPEN indication marked TANK INTER which illuminates whenever the fuselage tank
interconnecting valve is open or not fully closed.

TANK GROUP DUMP VALVE SWITCHES

Two two-position toggle switches with positions FRONT — OPEN/CLOSE and REAR —OPEN/CLOSE,
marked DUMP, which control the fuselage tank group dump valves.
TANK GROUP DUMP VALVE STATUS INDICATORS
Two amber OPEN indications, marked DUMP, which illuminate whenever the associated fuselage tank group
dump valve is open or not fully closed.

DUMP SYSTEM MASTER VALVE SWITCH

A two-position latch toggle switch marked MASTER with positions OPEN/CLOSE controls the dump system
master valve.

DUMP SYSTEM MASTER VALVE STATUS INDICATOR

An amber OPEN indication, marked MASTER, illuminates to indicate that the dump system master valve is
open or not fully closed.

ALTERNATIVE TRANSFER SWITCH

A two-position toggle switch marked TRANS with positions NORM/ALT to select the refuel side of the main
refuel/transfer side of the valves.

EMERGENCY TRANSFER SWITCH

A three-position toggle switch marked EMERG TRANS with positions FRONT/NORM/REAR guarded at
NORM by a black and yellow striped guard. The switch serves to select transfer of all external and wing tank
fuel to one fuselage tank group.

FUEL TRANSFER SEQUENCE SWITCH

A four-position rotary switch, marked SEQUENCE, provides a manual control of the fuel transfer sequence
with the following settings:
 WG Wing tank transfer pumps selected on
 U/FUS Under-fuselage tank transfer valves selected open.
  U/WG Under-wing tank transfer valves selected open.
 NORM External tank transfer valves controlled by low-level sensors. Auto hold wing system
enabled.

X-FEED VALVE SWITCH

A three-position toggle switch, marked CROSS-FEED — OPEN/AUTO/CLOSE selects the mode of
operation of the crossfeed valve:

 OPEN Crossfeed valve selected open.

 AUTO Crossfeed valve automatically opened when fuel quantity in either fuselage tank group falls
to approximately 300 kg.
 CLOSE Crossfeed valve selected closed.

X-FEED VALVE STATUS INDICATOR

An amber OPEN indication marked CROSSFEED illuminates whenever the crossfeed valve is not closed.

IN-FLIGHT REFUELLING TANK SELECTOR SWITCH

A three-position toggle switch marked TANKS — ALL/OFF/INT, to select the appropriate tank group fuel
valves open for inflight refueling.

NOTE
When selecting INT the fuselage and wing tank refuel valves open for in-flight refueling.

IN-FLIGHT REFUELLING PROBE SWITCH

A three-position latch-toggle switch, marked ELT REFUEL PROBE — IN/OUT/EMERG OUT, controls flight
refueling boom extension and retraction.

 IN Boom selected retract

 OUT Boom selected to extend by normal hydraulic supply.
 EMERG OUT Boom selected to extend by emergency hydraulic supply. After selecting EMERG
OUT the boom cannot be retracted when selected in

IN-FLIGHT REFUELLING PROBE STATUS INDICATOR

An amber U/L indication illuminates whenever the flight refueling boom is not locked in.
Tank Fuel Temperature Indicators
Two indicators (see figure) in the front cockpit are provided to monitor the temperature of the fuel of both
tanks’ groups.
LP Cocks Switches
The LP cocks switches (see figure) are two two-position toggle switches, marked LP COCKS —
LEFT/RIGHT — OPEN/SHUT, guarded to the OPEN position by red covers. Each switch controls the
operation of one 1, P valve and reheat servo shut-off valve.
Refuel Control Panel
The refuel control panel (see figure) contains the following controls and indicators.

HOSE JETTISON SWITCH

A two-position toggle switch with the positions HOSE JETT/OFF; and guarded in the OFF position by a black
and yellow striped guard. The switch initiates emergency jettison of the fuel hose.

FUEL GONE INDICATOR

The indicator is marked FUEL— GONE — KG and shows the amount of fuel transferred to the receiver
aircraft. The four-digit readout registers in 10 kg increments.

FUEL GONE INDICATOR RESET PUSHBUTTON

Pressing the pushbutton, marked RESET, the fuel gone indicator resets to 0000.

FUEL INDICATOR DIMMER CONTROL

The brightness of the fuel gone indicator display can be adjusted by the dimmer control, marked DIM.
FUEL FLOW SWITCH
The three-position lock toggle switch marked FUEL with the positions BRK AWAY/OFF/FLOW, controls the
operation on the fuel pump.
The toggle shall be lifted to move it from the OFF position.

BRK AWAY => CAUTION lights and the pod's tail cone and the SIGNAL LIGHTS — CAUTION on the
REFUEL control panel flash and fuel pump stops regardless of mode of operation
OFF Fuel pump is not running.

FLOW=> With the fuel master switch in the STBY position, the fuel pump delivers fuel to the receiving
aircraft, provided that the integral fuel flow switch circuits are energized.

FUEL MASTER SWITCH

The three-position toggle switch is marked FUEL with the positions INT TRANS/OFF/STBY

INT TRANS The pressure vent valve opens, and the pod will be pressurized and used as a centerline
tank.
OFF Ram air turbine blades are feathered, and the hose reel drum is mechanically locked
STBY The propeller blades of the turbine unfeather, and in flight it operates the hydraulic pump.

NOTE
In the position OFF and STBY no automatic closure of the B/B pod transfer valve after automatic wing hold
release will occur.

HOSE OPERATING SWITCH

A two-position lock toggle switch with the positions TRAIL/WIND, is used to unwind or retract the fuel hose.
When set to TRAIL the floodlight on the tailcone illuminates.

POD SIGNAL LIGHTS DIMMER SWITCH

A two-position toggle switch is marked SIGNAL LIGHTS with the positions NIGHT/DAY and controls the
pod's signal lights intensity for day or night operation.

SIGNAL LIGHTS
A red SIGNAL LIGHTS — CAUTION light illuminates while the fuel hose is extending or retracting. If the
hose is fully extended, or if the drogue is stowed, the CAUTION light extinguishes.
The amber SIGNAL LIGTHS — READY light illuminates when the fuel hose is extended, and the system is
ready for contact. It extinguishes when contact has been made and the pump is pumping fuel to the receiver
aircraft.
The green SIGNAL LIGHTS-FLOW light will be illuminated by a signal from the FUEL, GONE indicator after
the fuel begins to flow from the pod to the receiver aircraft.
Floodlight
A floodlight mounted on the tail cone illuminates the underside of the tanker aircraft for night refueling
operations.
Flight Refueling Lights
The flight refueling lights (see figure) comprise a green RDY indication which, with the probe selected OUT
or EMERG OUT indicates that both fuselage group transfer valves are closed and the pressure vent valve is
set to vent. A green FULL indication illuminates when INT is selected, and the fuselage and wing tanks are
full, or ALL is selected, and all fuel tanks are full.

NOTE
The absence of the ready light implies either, that the pressure/vent valve is not in the vent position, with the
result that the external tanks will fill at a lower rate, or that the depressurization valve in the fin is not open,
resulting in a lower internal tanks to fill rate.

Refuel Probe Light Control

The refuel probe light control is a rotary dimmer switch marked REFUEL PROBE LIGHT and is located in the
rear portion of the rear cockpit right hand console (see figure). With the probe selected OUT or EMERG OUT
it controls the in-tensity of the flight refueling probe floodlight.
B/B REFUELLING POD OPERATION
NOTE for Microsoft Flight Simulator:

The Buddy-Buddy Refuelling system is not implemented in the MSFS rendition. This paragraphs is provided
for information and educational purposes only.

Selecting the fuel master switch to STBY will un-feather the propeller of the ram air turbine. Turbine rotation
drives the hydraulic pump which builds up internal system hydraulic pressure, which subsequently unlocks
the drum but the drogue remains stowed. Drogue extension starts after the hose operating switch set to
TRAIL.

 The drogue ejects into the airstream by the force of an ejection spring, and the hose unwinds.

 Simultaneously the underside of the tanker aircraft fuselage will be illuminated by the floodlight
located on the pod's tail, and

 The red CAUTION light on the pod's tailcone on the REFUEL control panel illuminate while the hose
is extending.

When the hose has reached the fully extended position, the SIGNAL LIGHTS — READY light illuminates and
the CAUTION light extinguishes. Power from the wind-driven generator will illuminate the four position lights
on the brim of the drogue.
After the receiver aircraft has made contact, fuel flow is provided only if the fuel flow switch is in the FLOW
position and the receiver aircraft has pushed the hose about 1.5 meters towards the tanker aircraft so that
the integral fuel flow switch circuits will be energized.
The amber SIGNAL LIGHTS READY extinguishes, the fuel pump runs, the fuel gone indicator registers the
fuel transferred and the green SIGNAL LIGHTS — FLOW light illuminates.
During refueling the reel is servo-controlled by hydraulic pressure which is proportional to the hose load.
An increase in hose load causes a trail signal, while a decrease in hose load causes a wind signal.
If fuel supply from the internal tank groups to the pod's fuel cell is required, the fuselage internal tank group
dump switches, labelled DUMP — OPEN/ CLOSE on the fuel control panel shall be set to OPEN. The pod
will then be replenished at a rate of 325 to 360 kg/min until the pod high level sensor operates (pod full).
Fuel transfer to the receiver aircraft will be terminated automatically when:

- The receiver aircraft's tank is full by closing of its internal fuel shut-off valves

NOTE
If the fuel transfer rate exceeds the rate at which the pod is replenished, it is possible that fuel transfer will be
interrupted by the pod low level sensor. However, transfer will recommence when the pod low level sensor is
again wetted.

- A pod empty signal is sensed by the pod low level sensor.

- The internal fuel flow switch circuits de-energize.

To stop fuel transfer manually at a desired fuel quantity, the fuel flow switch on the REFUEL control panel
shall be switched to OFF.
When the fuel pump stops running, the SIGNAL LIGHTS-FLOW light extinguishes and the SIGNAL LIGHTS-
READY light illuminates.
After refueling, the tank group dump switches shall be selected to CLOSE.

Placing the fuel flow switch to OFF and the hose operating switch to WIND will:
- Extinguish the SIGNAL LIGHTS — READY light.
- Illuminate the SIGNAL LIGHTS — CAUTION light.
- Extinguish the floodlight.
- Rewind the hose reel drum.

After retraction of the hose, the SIGNAL LIGHT-CAUTION extinguishes, and the fuel master switch shall be
set to OFF if fuel transfer is completed. The blades of the ram air turbine feather.
Automatic Hose Rewind
Changes in airspeed exceeding a certain amount may result in automatic hose rewind, which will not be
indicated to the aircrew.
Breakaway
In an emergency case the tanker aircraft can signal the receiver aircraft pilot not to engage or to break
contact, by placing the fuel flow switch to BRK AWAY causing the SIGNAL LIGHTS CAUTION light to flash.
The fuel pump is disabled regardless of the pod operation mode.
Hose Jettison
In the case of a hose rewind failure or abnormal behavior of the hose, it can be cut by a guillotine
mechanism. By lifting the cover guard and placing the hose jettison switch to HOSE WIT, the ram air turbine
feathers, hydraulic pressure decays, the hose reel drum locks and a cartridge fires the hose guillotine.

CAUTION
THE GUILLOTINE CARTRIDGE WILL FIRE AT ANY TIME THE HOSE JETTISON SWITCH IS SELECTED
TO HOSE JETT AND DC BUSBAR PP3 IS ENERGIZED.
Internal Transfer
Pod fuel may be utilized for the normal tanker's engine supply, with fuel transferred in the same way as a
centerline tank fuel.
With the fuel master switch selected to INT TRANS the pod will be pressurized from the engine LP
compressor bleed and fuel transfers to the fuselage tank groups with a rate of 63 to 150 kg/min, depending
on aircraft altitude and throttle setting, if:

 Underwing tanks are empty.

 Auto wing hold release point has not been reached.

I
f during pod fuel transfer the auto wing hold release point is signaled, transfer will be interrupted but will
recommence when both wing tanks are empty. On completion of pod fuel transfer (pod low level sensor
signal or de-selection of INT TRANS), the LP compressor bleed air ceases and the pod remains pressurized
from the normal fuselage tank pressure.
ELECTRICAL POWER SUPPLY SYSTEM

The Electrical Power is provided by two Integrated Drive Generators (ID(i) that supply a three-phase,
115/200V, 400 HZ AC system. DC: loads are supplied from the AC system via two Transformer —Rectifier
Units TRU) and a battery charger. A 24V, 36 AH battery provides power for independent APU starting and for
the essential services in the event of failure. On the ground, the system can be supplied from an external
supply unit via an AC ground power connector, and a DC ground power connector is provided for APU
starting.
AC SYSTEM
The AC busbars are supplied by two generation channels normally operating in parallel. Each channel
consists of an IDG and an associated Generator Control Unit (GCU) which provides control and protection
facilities, monitors the system condition and controls the busbars interconnection. A three busbars system
supplies the aircraft AC utilities. Two main busbars XP1 and XP2 are connected via contactors to the left
(XP1) and the right (XP2) generator respectively. The third busbar (XP3) is directly connected to XP2.
Busbar XP1 is connected to XP2 by an AC Busbar Tic Contactor. This contactor is controlled by both GCUs,
in normal operations it is constantly in closed position. The Busbar Tie Contactor is provided to supply the
busbar of the failed generator in case of single generator failure.
Integrated Drive and Generator Unit
The accessories gearbox of each engine drives an IDG consisting of a constant speed drive unit and a
generator. The generator is rated continuously at 40 KVA, at 60 KVA for two hours and at 70 KVA for five
minutes. Oil for constant speed drive operation and for generator cooling is taken from the associated
gearbox. The generators are normally operated in parallel, though each is capable of supplying the total
aircraft load. If necessary, both generators can be driven from one engine or from the APU, via the gearbox
cross-drive system. The APU may shut down due to overloading if driving both gearboxes under maximum
load conditions. Excitation, regulation and protection facilities for each generator are provided by the
associated GCU which activates the system failure warnings when necessary, and controls a generator
contactor in the line between the generator and its busbar. Each GCU monitors the condition of its
associated channel: both GCUs control the AC busbar tie contactor and activate the failure warnings if a high
load difference occurs during parallel channel operation.
During APU start, with the crash bar set to rear (Pre Mod. 01655) and Generator switches ON the right GCU
energizes its generator contactor when the right generator reaches normal operating speed. The right
generator is thus connected to the XP2 and XP3 AC busbar and the Right Fail light on the engine control
panel and the CWP red AC caption go off. The GCU then closes the AC busbar Tie contactor to interconnect
the XP1 and XP2 AC busbar, allowing the right generator to supply all AC loads. Since the DC supplies are
derived from
the AC system, both TRU and the battery charger come online and the DC warnings go off.
When the left generator reaches normal operating speed, and provided that conditions for paralleling are
correct, the left GCU energizes its generator contactor to connect the left generator to the XP1 AC busbar;
the Left Fail light on the engine control panel and the amber GEN caption on MVP go off. Provided that
conditions for paralleling are correct, the AC bus bar tic contactor remains closed. The generators are thus
operating in parallel to supply all AC busbar.

DC SYSTEM
The DC power distribution system comprises two main busbars (PP1 and PP2), which are interconnected
through protective fuses, and essential busbar (PP3), a battery busbar (PP4), and a maintenance busbar
(PP5). Each TRU feeds one main busbar and the essential busbar while the battery busbar is normally
supplied from a battery, assisted by a battery charger. Each TRU is capable of supplying the total DC
demand. The maintenance busbar PP5 is supplied from the battery busbar PP4 via the crash switch.
A DC battery contactor and its associated control circuit ensures that the DC essential busbar remains live
following a double TRU. failure and provides facilities for supplying the essential services before the APU is
started when ground AC power is not available.
Following a double TRU failure, a fast action device consisting of a silicon controlled rectifier (SCR) and
associated control circuitry, ensures the minimum power interrupt to essential equipment and causes the
battery busbar contactor to close. If the SCR fires but the battery busbar contactor remains open, its closure
is ensured by a battery contactor relay, which is wired in parallel with the fast action device.
Normally the battery busbar contactor is held open by a correct output from either TRU. This isolates the
battery busbar from the power demands on the rest of the system and thus the battery will be rapidly
recharged.
On the ground if external AC power is not available, the DC battery contactor is closed when the BATT
MSTR switch on the rapid take off panel is set to FLIGHT and is opened automatically when the first TRU
comes online.

Transformer—Rectifier Units
Each TRU produces two electrically isolated 28V DC output from a three-phase, 200V 400 Hz AC input. One
output from each is connected directly to the DC essential busbar and the second feeds the interconnected
PP 1 and PP2 DC busbar. Each output is capable of supplying loads up to 150A provided that the total load
on a TRU does not exceed 200A. Below these limits the outputs are maintained at a nominal 28V DC by an
internal current monitor which also feeds "output correct" signals to the contactor control relay and "output
incorrect" signals to the failure warnings. Each TRU is cooled by an internal fan.

Battery
A 24V, 36 All battery is connected to the battery busbar (PP4) directly and to the Maintenance busbar (PP5)
via the crash bar. It provides power for ground maintenance, independent APU starting, and for the essential
DC services, whenever TRU output is not available. The battery incorporates sensors which are connected
to the charger regulation circuit. The battery is ventilated by air taken from the equipment bay cooling
system.
Battery Charger
The battery charger is basically a TRU which produces a DC output from a three-phase, 200V, 400Hz AC
input. The output voltage level is determined by the battery sensor and the unit is capable of supplying loads
up to a maximum of 45 to 55 A. The charger is supplied from the XP3 AC busbar and output is connected to
the battery busbar. Internal protection circuit switches off the charger in the event of overvoltage, loss of input
power, loss of output and overheating; the unit is automatically re-energized if the fault condition
subsequently disappears. The battery charger is cooled by air taken from the equipment bay cooling system.
Voltmeter (Post Mod. 01662)
A voltmeter is fitted on the right consoles in the rear cockpit. The instrument is connected to the Battery
busbar (PP4), it therefore indicates either the output voltage of the battery charger or the battery voltage
when the battery charger is not operating.
The instrument is divided into four colored sectors, namely:

Red 10V to 24V

Possible battery charger failure (if both engines are running) or battery voltage too low level (if both engines
are not running).

Amber 24V to 28V

Battery voltage low level (if both engines are not running).

Green 28V to 32V

Normal operating condition

Red 32V to 35V

Excessive output of battery charger due to a failure of the battery charger control circuit or to damaged
battery cells.

NOTE
When in flight, the voltmeter normally pulses between 29V to 31V.

EXTERNAL POWER SUPPLY

The external AC power receptacle is installed on the right side of the fuselage. The external supply is
connected to the XPI AC busbar by a ground power contactor, which is energized by the ground power
control unit (GPCU) which first establish that neither generator is online and that the incoming supply is
correct in voltage, frequency and phase sequence before completing the circuit. The ground power supply is
connected through the busbar tic contactor to all AC busbars, which in turn power the TRU's to provide DC
power.
A 28V DC electrical supply can be connected to a DC ground supply point on the left side of the fuselage.
The supply point is connected directly to I the APU starting circuit.
ELECTRICAL SYSTEM CONTROL AND INDICATORS.

Rapid Take-Off Panel

The RAPID TAKE-OFF panel is located in the lower main forward instrument panel and comprises nine two
position toggle switches and a ganging lever.
Moving the ganging lever upwards sets all the switches to the FLIGHT position. However the switches can
only be set to the OFF individually. The switches in the MIGHT position have the following functions:

BATTERY MASTER Connects the battery busbar to the essential busbar (PP3).
FUEL BOOST PUMP
Initiates operation of the:
FRONT Front fuselage tank group fuel pump.
REAR Rear fuselage tank group fuel pump.
PITOT HEATERS Connects power to incidence, pitot and total temperature probe
heaters.
W/SCREEN HEATERS Connects power to the electrical wind screen heater.
APU BLEED CLOSED Closes APU bleed air valve.
IGNITION Connects power to the engine igniter.
T1 PROBES Connects power to the T1 probe heater.
FLT INST Connects power to the pilot altimeter and attitude director and its
turn rate gyro-unit.

With switches in the OFF position the relevant systems are de-energized and the APU BLEED switch opens
the bleed air valve.

Engine Control Panel

The engine control panel includes the following electrical system control and indicators:
Two GENERATORS — ON/OFF toggle switches to select the generators on or offline, providing that the
crash switches are in the normal flight position and the control and protection circuits permit.
Two amber GENERATORS LEFT/FAIL and RIGHT/FAIL lights illuminate when the associated generator
contactor is open and the generator is off line.
Crash Panel
The crash panel (B, Figure 1-7) is marked CRASH and carries four switches which are guarded by a yellow
ganging bar. It is marked with black stripes and labelled LIFT PULL. When the bar is operated, the switches
marked GEN L/GEN R and the BATT switch move to the OFF position thus opening the generator contactors
and disconnecting the maintenance busbar from the battery busbar. Consequently, all electrical system
busbars, except the battery busbar, (PP4) will be deenergized. The FIRE EXT switch moves to the ON
position and the engine fire extinguisher will discharge into both engine compartments simultaneously.

WARNING

THE ENGINES SHALL BE SHUT DOWN VIA HP COCKS PRIOR TO CRASH BAR OPERATION. IF THIS
SEQUENCE IS NOT FOLLOWED THE ENGINES WILL ACCELERATE UNCONTROLLED TO SELF
DESTRUCTION BECAUSE ENGINE CONTROL IS LOST AND THE OVERSPEED GOVERNORS ARE NO
LONGER OPERATIVE.

Central Warning Panel

The following electrical system captions are displayed on the CWP:

Red warnings (both cockpits):

AC Both generators offline

DC Both TRU's have failed.

Amber warnings (front cockpit only):

GEN Either or both generators offline

In case of a high difference current of > 50 amps between the generators
TRU Either or both TRU's have failed
HYDRAULIC POWER SUPPLY SYSTEM

Two separate hydraulic system independently supply pressure from hydraulic pumps mounted one each on
the engine driven accessory gearbox. Each system draws fluid from its own hydraulic reservoir. A cross-drive
mechanism between the gearboxes can be selected so that the APU or either engine can supply hydraulic
power for both systems. Each engine normally drives its own accessory gearbox and hydraulic pump.
Each system is divided into a control and utility system, the control system being protected by an isolating
valve which operates in the event of a leak to isolate the utility. If the leak lies in the utility system the
remaining fluid is retained for the primary flight controls.

HYDRAULIC SYSTEM OPERATIONS

In normal operation, with the cross-drive clutch selected to AUTO, the cross-drive clutch closes when a 15%
NH differential is sensed as an engine runs down, and both gearboxes are driven by the remaining engine:
there is no change in the status of the hydraulic systems. In this situation, however, it is prudent to ensure
that the HYDRAULICS switch of the shut-down engine is set to AUTO to guard against a subsequent
gearbox failure, since in that event the hydraulic system does not depressurize with ON selected at the
corresponding HYDRAULICS switch.
The hydraulic system was designed to operate with the HYDRAULICS switches both selected to AUTO in
flight to allow the automatic depressurization of either system after a gearbox run-down (e.g., after an engine
flames out with the cross-drive open). However, it was found that, with AUTO selected, a particular failure of
the SPS control circuit could cause the depressurization of both hydraulic systems after a single gearbox
run-down, and it was essential to have either of the HYDRAULICS switches set to ON to prevent this
occurring.
Post Mod. 10977, which corrects the SPS control circuit logic, the aircraft can be safely flown with AUTO
selected at both switches but, during the period where there are both Pre and Post Mod. 10977 aircraft in
service, the best action is to fly with the HYDRAULICS switches set to LEFT — ON, RIGHT — AUTO. In the
Pre Mod. 10977 aircraft with these selections, the possibility of a double depressurization is guarded against.
In Pre and Post Mod. 10977 aircraft with these selections, the right hydraulic system depressurizes
automatically after a right gearbox run-down but the left HYDRAULICS switch shall be set to AUTO to
depressurize the left hydraulic system after a left gearbox rundown. Post Mod. 10977 after a double engine
flameout (or when shutting down both engines on the ground), the left hydraulic does not depressurize
unless the LEFT HYDRAULICS switch is set to OFF.
HYDRAULIC FLUID RESERVOIRS
Two reservoirs, one for each system, are located in the rear fuselage. Each reservoir has a hydraulic fluid
capacity of 16.2 liters and is pressurized to approx. 8 bar. Each reservoir incorporates fluid level and
temperature transmitters, a low-level switch and a pressure relief valve. Fluid level is indicated on aircraft
skin gages. The low-level switch is in circuit with the system isolating valve.
HYDRAULIC PUMPS
Each constant pressure variable delivery pump incorporates a solenoid-operated depressurizing valve which
is controlled by the appropriate HYDRAULICS — ON/AUTO/OFF switch and the relevant gearbox speed
switch.
In the OFF position, the depressurizing valve is energized to limit system pressure to approximately 70:110
bar.
In the AUTO position, the depressurizing valve will be energized to reduce the accessory gearbox load while
the APU is running and when the accessory gearbox speed is below 55% NH. While the engines are running
down, the depressurizing valve will remain de-energized when the accessory gearbox speed in above 30%
NH.
In the ON position, the depressurizing valve is de-energized to provide normal maximum discharge pressure
of approximately 270 bar at zero flow and 260 bar at max. flow. In the event of a double engine flame-out, an
EPS system provides hydraulic power for emergency operation of the taileron actuators. The hydraulic
component of the EPS consists of a DC motor driving a variable delivery hydraulic pump (EHP), assembled
as a package. The package is installed in the left secondary power bay in parallel with the engine driven
hydraulic pump of the aircraft left hydraulic system (for further information refer to para EMERGENCY
POWER SUPPLY SYSTEM).
HYDRAULIC ACCUMULATORS
A main accumulator in each system smooths out pressure surges from the pump and produces the flow
response necessary for satisfactory operation of the flight controls. The accumulator is charged with nitrogen
to 140 bar.
In addition to the main accumulator, each system has an accumulator which supplies the artificial pitch feel
(charged with nitrogen to approximately 60 bar). This absorbs transient supply pressure variations to the feel
system during normal operation and also ensures a slow reduction in feel jack stiffness should both utilities
system fail. The left system has a canopy accumulator (charged with nitrogen to 105 bar) and a wheelbrake
accumulator (charged with nitrogen to 140 bar). A fully charged wheel brake accumulator can provide a
minimum of ten brake applications.
When the canopy accumulator is fully charged it can provide a minimum of three canopy operating cycles or
may be used to back, up the wheel brake accumulator to provide a minimum of fifteen wheel brake
applications. The accumulators are charged with nitrogen and the pressures in each accumulator are
indicated on skin gages.
ISOLATING VALVES
Electrically operated isolating valves, controlled either automatically by the reservoir low-level switches or
manually by the UTILITIES TEST switch, divide each system into two parts. If, due to a leak in the system
the fluid content of a reservoir reduces to 3.2 liters the low-level switch operates to close the isolating valve.
A pressure switch, downstream of the isolating valve closes when utility pressure falls below 130 ± 10 bar
and illuminates the relevant amber UTIL indication on the CWP in the front cockpit (in addition the CSAS,
PFCS and RAMP fail warnings will illuminate). All utilities in the affected system are isolated from the
hydraulic pressure supply, except the taileron actuator in the left system, and the taileron and rudder
actuators in the right system. This condition continue throughout the remainder of the flight as the reservoir
low-level switch can be reset only on the ground.
The UTILITIES TEST switch is operated by the pilot to test the operation of the isolating valves and the
failure indications before flight.
NOTE
In the event of a double engine flameout, the left hand isolating valve will be closed by an EPS signal, to
conserve EHP pressure for operation of the tailerons.
HYDRAULIC COOLING
Each system is provided with a fuel-cooled hydraulic oil cooler installed in the low pressure return line to the
reservoir.
HAND PUMP
The left system has a hand pump for pressurizing the wheelbrake and canopy accumulators. The pump is
located in the left accessory gearbox compartment and is operated by a detachable handle stowed on the
compartment door.
PRIORITY VALVES
Two pressure-operated priority valves, one for each system, ensure that large demands made by the
secondary flight control system (principally wing sweep) do not affect the hydraulic supplies to the primary
flight controls. Each valve starts to close when its upstream pressure reduces to 230 bar and is fully closed
at 200 bar to temporarily isolate the secondary flight control system from the hydraulic supply.
HYDRAULIC SUPPLY
The hydraulic system provides power to operate the flying controls and utilities.
HYDRAULIC SYSTEM FAILURE AND WARNINGS
Each system contains a fluid temperature sensor upstream of the hydraulic oil cooler and is in circuit with the
amber HYD T indication on the CWP in the front cockpit.
The caption illuminates if fluid temperature exceeds approx. 145 degrees C. The warning remains activated
until temperature reduces to approx. 110 degrees C.
A pressure switch in each controls section is in circuit with its associated red CONTR indication on the CWP
in both cockpits. The switch operates to activate the warning if the pressure falls below 130 ± 10 bar.
As described under "Isolating Valves", loss of fluid from either system will operate the low-level switch and
close the respective isolating valve when the reservoir contents are reduced to 3.2 liters. With the isolating
valve closed, a pressure switch downstream of the valve operates to illuminate the respective amber UTIL
indication on the CWP. After activating the EPS system, the left utility system isolating valve closes and the
amber L UTIL indication on the CWP illuminates.
HYDRAULIC SYSTEM CONTROLS AND INDICATORS

Hydraulic Pressure Indicators

Two gages marked L HYD and R HYD having rotating indicators displaying hydraulic pressure in each
system, from 0 to 350 bar. A white sector on the scale indicates normal hydraulic pressure operating range.
Reservoir Fluid Level Indicators
Two gages, skin-mounted one on either side of the rear fuselage, having system reservoir fluid level in liters
from 3.2 to 16.2. The left gage indicates the fluid level of the left hydraulic system and the right gage that of
the right system.
Main Accumulator Pressure Indicators
Two gages, skin-mounted one on either side
of the rear fuselage, having moving
indicators displaying the respective system
main accumulator pressure in bar from 0 to
350 bar. The accumulators are pressurized
by the relevant left and right hydraulic
systems. If hydraulic pumps are
depressurized, the indicator will show
approx. 140 bar.
Canopy Accumulator Pressure Indicator
A skin-mounted gage, on the left side of the
front fuselage, having a moving indicator
displaying the pressure in the canopy
accumulator from 0 to 350 bar. The
accumulator is pressurized by the left
hydraulic system, or by use of a handpump.
Brake Pressure Indicator
A pressure indicator, marked BRAKES,
having three indicator needles showing
against the upper scales the pressure at
each wheel brake on the normal system
only, and against the lower scale the
accumulator pressure available. With the
electrical power off the pointers indicate
OFF.
Hydraulic Pressurization Switches
Two three-position latch-toggle switches (2,
Figure 1-16), marked HYDRAULICS —
LEFT/RIGHT — ON/AUTO/OFF, each
controls the depressurizing valve on one
hydraulic pump. The switches may be
locked in each of the three positions:

ON The depressurizing valve is closed independent of gearbox speed to provide maximum discharge
pressure.

AUTO During gearbox runup up to 55% the depressurizing valve is open to reduce gearbox load. Beyond
55% the valve closes and the hydraulic system will provide max discharge pressure. Dur-ng gearbox
rundown, the depressurizing valve will not open before 30% (Post mod. 10977: in the case of a double
engine flameout (both gearboxes run down) the left depressurizing valve stays closed. Only the right hand
hydraulic system will depressurize to reduce gearbox load).

OFF The depressurizing valve is opened independent of gearbox speed, to limit system pressure to 70
110 bar.

Utilities Test Switch

A three-position switch, spring-loaded to the center position, marked TEST UTILITIES — LEFT/RIGHT,
closes the respective isolating valve when set to LEFT or RIGHT, to simulate failure of the appropriate
utilities system.
Central Warning Panel
Indications on the CWP for hydraulic system failures are as follows:

Red warnings (both cockpits):

L CONTR, R CONTR: Illuminates if hydraulic pressure falls below 135 bar ± 10 in the respective system.

Amber warnings (front cockpit only):

L UTIL, R UTIL: Illuminates if utility pressure falls below 130 bar ± 10 in the respective system.

L HYD T, R HYD T: Illuminates if the fluid temperature in the respective system exceeds approx. 145
degrees C. It remains activated until temperature reduces to approx. 110 degrees C.

LANDING GEAR SYSTEM

The landing gear (LG) is a tricycle-type, forward retracting and hydraulically operated. The main landing gear
(MEG) consists of two oleo-pneumatic legs each having a single wheel. The arrangement of the MEG
provides symmetrical gear operation. The nose landing gear (NLG) has twin wheel. Normal extension and
retraction of the landing gear is electrically controlled and hydraulically operated. A nose wheel steering
system forms part of the nose gear leg. An emergency lowering system is included, which is mechanically
controlled and operated by nitrogen gas pressure.
MAIN LANDING GEAR
The main landing gear is retracted forward into the sides of the fuselage. Retraction is effected by hydraulic
actuators powered by the right utilities system. The MLG is locked in the UP position by hydraulics latches
and by self-locking drag braces actuated by a lock jack in the down position. The MLG doors are operated by
hydraulic actuators. The landing gear selector lever is locked in the DOWN position by a solenoid which is
activated by the WOG switch when the aircraft is on the ground. The LG can be retracted on the ground by
pressing the red emergency override button, which releases the solenoid lock. The lever may then be raised.

CAUTION
DO NOT USE THE EMERGENCY OVERRIDE BUTTON IN THE AIR WHEN THE LANDING GEAR
SELECTOR LEVER CANNOT BE RAISED.

To prevent inadvertent DOWN selection of the landing gear, the selector lever is mechanically locked in the
UP position. It can only be released by pushing forward the uplock lever on top of the landing gear handle.
Retraction and extension of the landing gear takes 5 ± 1 seconds.
NOSE LANDING GEAR
The nose landing gear (NLG) is retracted forward into a well. Retraction and extension are achieved by a
hydraulic actuator, powered by the right hydraulic system. The oleo-pneumatic strut is held in the up position
by means of a self-locking system as part of the drag brace. The lowered position is fixed by the same drag
brake lock link, held down by springs and the pressure of the actuator. The two front doors of the landing
gear well are controlled by the landing gear through a mechanical linkage. The rear gear door is fixed to the
strut. The up and down locked positions of the doors are fixed by overcentering. In case of emergency, an
additional nudger jack assist in overcoming the overcentering position of the door drive shaft.
LANDING GEAR EMERGENCY LOWERING SYSTEM
The emergency lowering system is supplied from a pressurized nitrogen storage bottle. The bottle is fitted
with an emergency selector valve which is operated via a cable, by pulling the LG emergency lowering
handle. When the handle is pulled out, irrespective of the position of the LG selector lever, pressurized
nitrogen is routed to the actuators of the NG door emergency release mechanism and leg, the MLG door
locks, doors and legs. At the same time the MLG and NG dump valves will open. The LG will extend and lock
down in the normal manner. While the landing gear is in transit, the red U/C caption on the CWP illuminates
and the lyre bird tone sounds. When the gear is locked down, the landing gear position indicator will show
three green lights, the U/C caption extinguishes and the lyre bird tone ceases. If the LG selector lever is in
UP, the lever warning will continue to flash.
Subsequent to the emergency LG lowering the LG lever should be selected DOWN. This will cancel the
gear-up signal which otherwise could be felt by the aircrew as an irritating "bang" during taxing each time the
nosewheel passes the centered position.
NOSEWHEEL STEERING SYSTEM
The nose wheel steering system (NWS) provides two steering modes. In the LOW mode (green LOW
indication of the split legend NWS selector/indicator), used for landing and take-off, nosewheel deflection is ±
30 degrees. In the HIGH mode (green LOW and amber HIGH indication), used for taxi manoeuvres,
deflection is ± 60 degrees. The NWS system will deflect the nosewheels at an approx. rate of 20
degrees/second in both steering modes.
The system is energized manually by pressing the nosewheel steering mode selector/indicator or
automatically after gear lowering and successful NWS BITE.
Initial engagement of the nose wheel steering system is always into the LOW mode. In the LOW mode only,
automatic yaw compensation augments normal steering demand. Directional control is obtained by either
operating the rudder pedals or automatically, with max ± 6° authority, in the case of rapid directional
changes. The automatic control is obtained by feeding yawing speed signals from the lateral computer into
the steering control box, which computes a corrective steering signal, resulting in automatic lateral
stabilization of the aircraft. When the nosewheels and either main wheels are off the ground, a "steer to
center" signal is applied to the steering system and the NLG can only be retracted if the nosewheels are
centered. The NWS is automatically tested within 12 seconds after the
nose gear is down. Successful testing is indicated by illumination of the LOW (green) caption of the split
legend nose wheel steering mode selector/indicator. In case of steering and yaw control failure, audio
warning and LOW caption out occurs, in case of yaw control failure only, audio warning and LOW indication
appears.
After touchdown of the main wheels, the LOW caption extinguished, steering is disengaged and the nose
wheel is in free castor. After nose gear touchdown, the LOW caption again illuminates, an automatic
engagement of the system occurs with a 1,5 sec "fade in" time. The system can be disengaged manually by
pressing the ICO on the control stick. For detailed information of NWS failure refer to Section III.
The nose wheel steering mode selector/indicator can be pressed again to engage the HIGH mode, indicated
by illumination of the HIGH (amber) caption of the selector/indicator.
Subsequent mode changes are effected as required by pressing the selector/indicator.
With NWS not selected the wheels are in free castor with a deflection up to 360 degrees. Shimmy damping is
provided in the free castor mode.
Low and high indicators are extinguished.

NOTE
The nose wheel steering system will deflect the nose wheels at an approx. rate
of 20 degrees/second in both steering modes.
Immediately the nose wheels and either main wheel are off the ground,
a "steer to center" signal is applied to the steering system.
A sequence switch system ensures that the nose landing gear cannot
be retracted unless the nose wheels are centered.

NOTE for Microsoft Flight Simulator:

Nosewheel steering system can be toggled via the SET NOSE STEERING TO LIMIT control.
WHEEL BRAKE SYSTEM
Each main landing gear wheel is equipped with a hydraulically operated multiple disc brake. Pressure for
operation of the brakes is supplied by the left utility hydraulic system for normal operation.
Normal braking is protected by an antiskid control system. Emergency and parking brake facilities are
provided.
Normal braking operations are controlled by conventional brake pedals, connected to hydraulic foot motors
with the braking module.
Emergency braking is available if the left hydraulic system fails and an initial brake pressure of 150 bar is
available as for normal braking. A changeover valve supplies system pressure from the wheel brake
accumulator thus providing approximately 15 brake applications, but no anti-skid facility.
Additional provisions are made for selection of the brake handle to the emergency position. The brakes are
operated in the normal manner by the rudder pedals but will be supplied from the emergency brake circuit.
Full parking brake pressure of the accumulator acts on the brakes, via the emergency brake circuit, on
selection of the brake handle to the parking position.
In the event of a pressure drop in the wheel brake accumulator, further brake pressure is automatically
provided from the canopy accumulator.
 CAUTION

DO NOT SELECT THE PARKING BRAKE WHILE THE AIRCRAFT IS IN MOTION AS THIS WILL
ABRUPTLY LOCK THE WHEELS AND CAUSE TIRE DAMAGE.

NOTE

If the left hydraulic utilities system is still functioning normally, the wheel brake accumulator will be kept full.
In this case the number of brake applications is not limited.

The brake selector handle is repositioned to emergency or normal from the parking position, by reversing the
actions required to select those positions.
ANTI-SKID SYSTEM
The aircraft wheel brake system is equipped with an electrically controlled anti-skid system, consisting of
three basic units: a control box, servo valves, and wheel driven generator sensing unit. The units are
designed to give individual wheel skid control operation.
The anti-skid control system provides the following functions:

 Anti-skid touch-down protection

 Proportional skid control
 Locked wheel protection circuit
 Anti-skid failure detection

The system is energized by the main landing gear up-lock switch, whenever the LG is extended. Whenever
either wheel begins to enter a skid, as evidenced by a rapid wheel deceleration sensed by the wheel driven
generator unit and relayed to the control box, the skid control system causes the corresponding metered
pressure to that brake to be reduced in proportion to the intensity of the skid by the skid control valve. As a
result, the wheels return to the efficient braking/rolling speed just below the skid threshold. The system also
compensates automatically for changes such as runway conditions, load and pedal pressure by the pilot.
Below 10 knots speed, the system is inoperative, because the wheel excursions will be too small to operate
the skid detector circuits.
The wheel speed sensors are wheel driven generators, which provide an output voltage proportional to
wheel speed.
The output sensor of each wheel speed sensor is applied to the appropriate three stage skid control unit.

 The first stage is a deceleration detector, which differentiates the wheel speed voltages and
produces an output signal, which is therefore a measure of wheel deceleration, whether it is the slow
deceleration of the braking stop or the high deceleration of an incipient skid.
 The wheel deceleration signal is routed to a skid detector circuit, which represents the second stage.
This circuit is set to provide an output signal only if the wheel deceleration is 8.5 m/sec2 or more.
 The skid detector output signals are applied to the third stage, an amplifier, whose signal is used to
power the associated brake pressure servo valve, which lowers the brake pressure while
simultaneously depressurizing the brake cylinders. This allows the wheel to speed up again, which
causes the brake to be reapplied. Should one wheel be locked completely, the brake pressure will be
held off for a period of time that depends upon the speed of the wheel just before it become locked.

Touchdown protection is provided by the touchdown protection circuit in the control box. This receives wheel
speed signals from both wheels and a landing gear signal from the shock strut relay. The circuit prevents
brake application unless the aircraft is on the ground and the wheels have spun up. In the event of aircraft
bounce at touchdown, the brakes will be automatically held off until the aircraft touches down again. The
touchdown protection is inoperative whenever the BRAKES TEST button is pressed.
Built-In Test Equipment
When the pilot momentarily presses the BRAKES TEST button on the ground to initiate a systems test, a
signal representing 20 knots wheel speed is applied through the wheel drive unit to the control box. On
releasing the test button, a skid is simulated and the built-in test equipment (BITE) checks the system
components. In flight, pressing and holding the button, the test signal overrides the touch down protection
system enabling the pilot to depress the brake pedals and observe the hydraulic pressure on the brake
pressure triple indicator; if a fault exists or a circuit does not respond within prescribed limits, then control
circuits de-energize the system and an amber A-SKID warning light on the CWP in the front cockpit
illuminates.
Normal Brake Indicating System
The normal braking pressure lines are equipped with pressure sensors, which control the left and right
indicator on the triple brake pressure gage. The triple brake pressure gage is powered by the essential DC
busbar (PP3) and indicates normal brake pressure applied by the pilot when:

 The LG is UP and locked, or

 The LG is DOWN and locked and either the aircraft weight is on the wheels or the BRAKES TEST
button is pressed

Normal indication is approximately 140 bar with maximum pressure exerted on the brake pedals. The ACC
(accumulator) pointer on the brake pressure indicator is controlled by a pressure sensor on the brake
accumulator. This indication is available as long as the essential DC busbar (PP3) is energized. Whenever
pressure indication is 140 bar or less, the brake accumulator is below min. charge pressure and emergency
and parking brakes will not be available.
LANDING GEAR SYSTEM CONTROLS AND INDICATORS

Landing Gear Selector Lever

The landing gear selector lever, located on the left hand quarter panel, marked U/CARRIAGE — UP/DOWN
comprises:

 A two position wheel-shaped lever to select the Ldg— Gear UP or DOWN. The red warning light in
the LG selector lever will always flash whenever the landing gear position does not agree with that of
the lever, e.g., if selected to UP until all gear legs and doors are locked up, if selected to DOWN until
the LG is locked down.
 Landing gear selector lever down-lock override red push button, which overrides an oleo switch,
permitting the landing gear to be selected UP.
 Landing gear selector lever up-lock. Protrudes from the top of the lever handle and mechanically
prevents the lever from being inadvertently selected DOWN. To release the up-lock push the landing
gear lever up-lock forward.
Landing Gear Position Indicator
The landing gear position indicator is located on the left side of the main instrument panel in the front cockpit,
and in the left hand quarter panel in the rear cockpit.
It has the following functions:

 Three red UNLOCKED warning lights, one for each landing gear illuminate when a landing gear leg
or a main LG door is not locked (i.e., not locked up)
 DAY/NIGHT brightness control knob with arrows pointing to the desired selection.
 Three green LOCKED DOWN indicator lights, one for each landing gear leg, illuminate when the
landing gear is in the LOCKED DOWN position.

All lights are extinguished when the landing gear is locked UP and the doors are locked closed.

NOTE
The LG position indicator functions independently of the LG selector lever position.
Emergency Landing Gear Lowering Handle
A yellow and black striped handle, located on the left hand quarter panel and marked EMERG U/C, permits
emergency lowering of the landing gear by pulling the handle. The handle shall be reset on the ground.

NOTE
There is a tendency to apply either a sideways force or rotation when pulling the handle and, in extreme
cases, this can cause jamming. Always apply a straight pull force and avoid any rotation of the handle. The
collar behind the landing gear emergency handle is for resetting purposes: crews should not attempt to move
it except as a last resort if the handle fails to operate.

Nose Wheel Steering Mode Selector/Indicator

A combined selector/indicator push button, located on the left hand side of the main instrument panel,
marked HIGH (amber) and LOW (green). The button permits initial selection of the nose wheel steering
system in LOW mode and alternate selection of the HIGH wheel steering mode.
Instinctive Cut Out Switch (ICO)
A push button, located on the control stick grip under the ICO bar, when pressed disengages the nose wheel
steering.
Brake Selector Handle
A black and yellow striped three-position handle, located on the right hand quarter panel, operated with a
pull-out and turn action. In the fully in position, the handle selects normal braking facilities. When the handle
is pulled out to
the first stage and turned clockwise through approximately 80 degrees, the emergency braking facilities are
selected. Pulling the handle further out to the second stage and turning it through a further 50 degrees
selects parking brakes.
The brake selector handle is reselected to the emergency or normal positions by turning the handle
counterclockwise to the required position and pushing it into the panel to the required stage.
Brakes Test Button
The brakes test button, marked BRAKES TEST, is located on the left hand quarter panel. This button is used
to test the integrity of the brake system.
For details of the button functions refer to Built-In Test Equipment in this chapter.
Brake Pressure Triple Indicator
A three pointer brake hydraulic pressure gage, located on the right hand quarter panel, marked
BRAKES/barX10, include the following indications:
The twin pointers indicate, against the upper scales, the pressure at each wheel brake on the normal system
only.
The lower pointer shows accumulator pressure available for the brakes. A red zone on the lower scale
indicates that the accumulator is exhausted, and there is no sufficient pressure available for either normal,
emergency or parking brake purposes.
Central Warning Panel
Indication on the CWP for landing gear system failure is provided through a red caption marked U/C.
The U/C caption will illuminate and the lyre bird tone sound when the following conditions occur
simultaneously:
 Any LG leg or door are not locked in the landing configuration.
 Altitude at or below 10,000 ± 1,000 feet
 Airspeed at or below 180 ± 12 knots
 Either throttle retarded to 92 ± 2% NH or below
The lyre bird tone will stop and the U/C caption extinguish whenever one of the above conditions cease to
exist. The lyre bird tone may be silenced by pressing any one of the attention getters.
LANDING GEAR OPERATION
When the LG is selected to UP, the warning light in the LG selector handle flashes: After the nosewheels
have centered, the NLG downlock is released, the green NLG position light will extinguish, and the red light
illuminates as the NLG retracts. Simultaneously the MLG downlocks are released, the corresponding green
LG position lights extinguish and the red lights illuminate as the MLG retracts. After the MLG legs are up and
locked the MLG doors close and lock, the red lights extinguish, and the LG selector lever stops flashing.
When the LG is selected to DOWN, the warning light in the LG selector handle flashes. The NLG, the MLG
door locks and leg uplocks are released, the red LG position indicator lights illuminate, and the LG is
lowered. Leg down locking is indicated by the corresponding green lights on the position indicator, and the
LG selector lever stops flashing. To avoid the risk of an inadvertent gear up landing, the warning light in the
LG selector flashes, the red U/C caption on the CWP illuminates and the lyre bird warning tone sounds, if the
following conditions are met simultaneously:
 Any LG leg not locked down or any MLG door.
 not in the commanded position
 Altitude at or below 10,000 ± 1,000 feet
 Airspeed at or below 180 ± 12 knots
 Either throttle retarded to 92% NH (± 2) or below
Whenever one of the above conditions ceases to exist, the lyre bird tone will stop sounding, the warning light
in the LG selector lever and the U/C caption will extinguish.
The lyre bird tone may be silenced by pressing any one of the attention getters.
Emergency landing gear lowering is mechanically controlled through a yellow and black striped handle
located on the front cockpit left hand quarter panel, and pneumatically operated by a nitrogen gas pressure.
Correct operation of the emergency system and indication that the landing gear is down and locked is
displayed as follows:
 Three green lights illuminated on the landing gear indicator (to confirm that the three landing gear
legs are down and locked)
 Selector lever warning light flashing
 U/C caption & lyre bird tone on

ARRESTING HOOK SYSTEM

The system consists of the arrester hook, a hook release combined push button and indicator marked
HOOK, a torque tube and cam assembly and an electrically operated solenoid up-lock and release unit. The
green arrester hook indicator light illuminates when the solenoid up-lock and release mechanism has
opened.
The arrester hook is stowed manually and retained in the retracted position by the up-lock and release unit.
The hook is forced down by the combined action of the torque tube and cam assembly and its own weight.

CAUTION
 DO NOT LOWER THE ARRESTER HOOK UNTIL APPROXIMATELY 500 FEET IN FRONT OF THE
ARRESTER CABLE. DAMAGE TO THE HOOK WILL BE CAUSED BY CONTACT OF THE RUNWAY.
 THE ARRESTER HOOK IS DESIGNED TO BE LOWERED ONLY WHEN THE AIRCRAFT IS ON
THE RUNWAY. LOWERING THE ARRESTER HOOK WHILE AIRBORNE MAY RESULT IN SWINGING
ACTION CAUSING STRUCTURAL DAMAGE.
ARRESTING HOOK SYSTEM CONTROLS AND INDICATORS
The hook release combined push button and indicator is housed in a blank and yellow striped sleeve.
Pressing the button releases the arrester hook and illumination of the green light indicates that the hook is
released.

CAUTION
DO NOT DEPRESS THE BUTTON FOR LONGER THAN 5 SECS, OTHERWISE DAMAGE MAY OCCUR
TO THE RELEASE SOLENOID.

HIGH LIFT DEVICES

SLAT & FLAP SYSTEM

A three sections slat is installed in the wing leading edge. Each slat section is equipped with two tracks which
slide over rollers fitted to the wing leading edge. The three sections are mechanically linked to each other
and moved by four screw jacks. A rubber seal if fitted to the slat lower surface to ensure slat to wing leading
edge sealing when slats are retracted. four sections, double slotted flap is fitted spanwise along the full
trailing edge of each wing. Each section consists of a main vane and a leading-edge vane fixed to the main
vane. The actuation system comprises eight screw jacks, two for each vane.
A roller and track system gives a downward and a rearward movement when the flaps are extended. Two
independent sets of torque shafts driven by a single drive unit operate slat and flap screw jacks respectively.
A telescopic shaft is provided to allow wing sweeping. The drive unit, located in the center fuselage, is
powered by four hydraulic motors, two motors driving the flap system and two motors driving the slat system.
Hydraulic power is supplied by both hydraulic systems, each powering one slat and one flap motor. When a
hydraulic failure occurs, the motors powered by the functioning system are able to drive both flaps and slats
to their full travel, but at reduced speed.
For detailed information on system operation, refer to "SECONDARY FLIGHT CONTROL SYSTEM".

NOTE for Microsoft Flight Simulator:

The in-game flap lever control is used to control also the wing sweep ane maneuver flap system – see
“Secondary Flight Control System” for more details.
KRUEGER FLAP
The Krueger flap is a slotted aerofoil section which is hinged about three points on the nib leading edge. The
flap is operated by a hydraulic jack which acts in conjunction with the slat and flap and is controlled by the
high lift lever.
NOTE for Microsoft Flight Simulator:

On some Tornado variants, the Krueger flaps have been disabled or removed. In this MSFS rendition they
are enabled only on the IDS variant.
PRIMARY FLIGHT CONTROL SYSTEM

The primary flight control system (PFCS) consists of the tailerons, the rudder and the spoilers, the command
and stability augmentation system (CSAS), which functions as a signal computer, and the electrical,
mechanical, hydraulic and pneumatic subsystems for control signaling and control power. The flight control
system is interconnected with the pilots control stick and rudder. Tailerons symmetrical movement affects
pitch control, taileron differential movement affects roll control. A conventional rudder is actuated via the
control pedal. Spoiler operation at wing sweep less than 50 degrees supplements roll control manoeuvres.
CSAS
The CSAS is an integral part of the PFCS providing "fly-by-wire control" in two modes: full CSAS known as
Manoeuvre Demand (MD) which is the normal mode of operation and Direct Link (DL) which is the electrical
reversionary mode. A mechanical mode, which is normally disengaged, provides conventional hydraulic
powered control via the tailerons in the event of certain multiple failures within the CSAS.
The CSAS incorporates a Mode and Failure Logic System (MFLS) which continuously monitors the triplex
signal integrity and registers failures on the CSAS control panel and CWP.
Mode reversions are automatically initiated when multiple failures are detected. The pilot can also select and
deselect reversionary modes for training purposes. Provision is made for a smooth changeover using faders.

NOTE for Microsoft Flight Simulator:

In this rendition the fligh control system is not flagged as a “fly-by-wire” and basically acts always as a
hydraulically-actuated direct link. Procedures and indicators will work as in real-life, but the primary flight
control will always work as long as hydraulic power is available.
FULL CSAS
The full CSAS mode is a triplex, electrically signaled control and stability system utilizing pitch and lateral
computers, with the lateral computer also containing the electronic circuits for yaw control. Control demand
signals to control surface hydraulic actuators are modified by air data inputs derived from the Triplex
Transducer Unit (TTU), and wing sweep, flap and airbrake position signals and subsequent aircraft
responses. The system produces PFCS response according to aircraft configuration and flight conditions.
Rate gyros for each axis provide signals to improve short period and Dutch roll damping, thus improving
overall general stability.
With the autopilot engaged, triplex control demand signals to the CSAS are generated by the autopilot and
flight director system.
The pitch and roll output signals of the CSAS are routed to the taileron actuators. The electrical signal is
converted into a mechanical movement, which operates the taileron power actuator servo valve. Roll output
signals are also fed to the inboard and outboard spoilers provided that wing sweep is less than 50 degrees.
The yaw output signal of the CSAS is transmitted to the rudder actuator loop.
The following pitch and roll deflections can be achieved:
 Symmetric taileron deflection (pitch command) is limited to + 10 degrees (nose down) and —30
degrees (nose up).
 Differential taileron deflection (roll command) is limited to ± 10 degrees.
If full pitch command is generated, a roll command will be executed only on that side of the taileron, on which
a reduction of the taileron deflection is commanded. The opposite side stays at its positive or negative
maximum.
The roll/yaw crossfeed input improves rapid rolling characteristics together with turn entry and exit
characteristics, especially under high load factors.
The maximum roll rate is approximately 150 degrees/sec. With mid and full flaps it is scheduled to a
maximum of 40 degrees/sec.
Fin load protection is provided by the air data scheduled limiter which limits the rudder deflection to 30
degrees up to 244 kt, decreasing progressively to ± 10 degrees at 355 kt and above.
DIRECT LINK
If a second failure occurs, the CSAS switches to DL in the failed mode. Pilot's command signals from pitch
and/or roll stick position sensors are directly feeding the taileron and spoilers actuators.
In pitch DL, taileron authority is reduced to + 5 degrees and — 25 degrees; flaps and/or airbrake inputs will
result in a slight increase in negative taileron authority. With full roll stick applied and for flap settings above
15 degrees, ± 4 degrees of differential taileron and 39 degrees of spoiler are available. With flaps in up, the
authority remains 2.1 degrees of differential taileron and 18.5 degrees of spoilers.
MECHANICAL MODE
Control reversion to mechanical mode is applicable only to the pitch and roll axes. Spoiler control may still be
operating, depending on failure location. All other features of CSAS or DL are lost. Reversion to mechanical
mode is achieved via a mode selector valve in each taileron actuator. Any disparity between electrical and
mechanical control demands will be automatically trimmed out via a trim actuator in approximately 10 sec.
During this time the pilot retains full command authority although the neutral stick position may be
temporarily displaced. Control stick pitch and roll demands are mechanically routed via the pitch/roll mixer to
a servo valve, directly controlling taileron position with the control stick. Pitch authority is limited to + 5
degrees and — 25 degrees. Roll authority is ± 5 degrees taileron and if spoilers are available, spoiler
deflection is limited to 18.5 degrees.
In the yaw axis no mechanical back-up mode is provided. In the event of the second failure condition, the
rudder will be centered and locked and the roll channel reverts to DL if the flaps are up. With flaps extended
beyond 15 degrees, the roll MD channel is automatically reengaged to restore roll control authority for
approach and landing.
SPOILERS
Two pairs of spoilers, inboard and outboard, are fitted to the upper surface of the wings. The inboard spoilers
are powered by the left, and the outboard spoilers by the right utility system. The spoilers operate in pairs to
augment roll control at wing sweep angles of less than 50 degrees. At wing sweep above 50 degrees the
spoilers are inhibited. Spoilers extension is directly proportional to differential taileron demand, with a
maximum extension of 50 degrees. Spoilers are controlled via the CSAS roll channel.
All four spoilers deploy when lift dump is selected. However, the lift dump facility is not a function of the
CSAS.
In the event of a hydraulic system failure the associated pair of spoilers retract under aerodynamic pressure.
TAILERONS
Each taileron is controlled through a power control unit (PCU) incorporating two hydraulic linear actuators
arranged in tandem with a common output shaft, and a quadruplex actuator. The PCU is normally supplied
from both hydraulic systems (protected circuits), with each circuit supplying one half of the main actuator,
and two of the four quadruplex actuator lanes. If either hydraulic circuit fails, the PCU continues to function
but taileron response rate is reduced and only two of the four quadruplex actuator lanes are operative.
In MD and DL quadruplex demands drive the quadruplex actuator to signal the main actuator, whereas in
mechanical mode, demands are routed through mechanical links direct to the main actuator.
RUDDER
The rudder PCU operates similarly to the taileron PCU. However, upon reversion, the main actuator servo
valves are isolated by the mode selector valve, and a secondary servo valve, operated by a mechanical
feedback, takes over and returns the actuator to the centered position at a controlled rate. The rudder is
powered by the right control and left utility systems.
TRIM SYSTEM
Roll and pitch are normally commanded by the control stick grip trim button. The button controls two
separate trim control lanes. This is a provision to prevent runaway trim in case of a single failure.

WARNING
MANUAL TRIM SHALL NOT BE USED WITH THE AUTOPILOT ENGAGED.
THE USE OF MANUAL TRIM WITH THE AUTOPILOT ENGAGED, RESULTS IN DANGEROUS
TRANSIENT WHEN THE AUTOPILOT IS DISENGAGED. SUBSEQUENT COUNTERACTIONS TAKEN BY
THE PILOT WILL NOT STOP THESE MOTIONS BUT LEAD TO CONSIDERABLE PILOT INDUCED
OSCILLATIONS (PIO'S). SHOULD THIS SITUATION ARISE, THE PILOT SHOULD DEPRESS THE ICO,
AND MOVE THE CONTROL STICK IN THE DESIRED DIRECTION AND FREEZE IT.

NOTE

 When the guard on the emergency trim switches (CSAS control panel) is lifted, the control stick grip
trim control is inhibited, and emergency trim is operative.

 In full CSAS no direct relationship exists between stick position and control surfaces, thus the TRIMS
indicator only serves for trim positioning for take-off and to indicate the trim authority remaining in flight.

Trim positions are indicated for all three axes on the three axes trim indicator.
Pitch Trim
Pitch trim is effected by a trim actuator incorporating two electric motors. When actuated, the trim actuator
moves the artificial feel actuator pivot point, which in turn provides a new stick center position in pitch. One of
the trim actuator motors is controlled by the controls stick grip trim switch, the other by the emergency PITCH
trim switch on the CSAS control panel. The emergency trim motor operates at approximately one quarter of
the normal trim rate.
Roll Trim
Roll trim is similarly effected by two electric motors driving a trim actuator. One of the trim actuator electric
motors is controlled by the control stick grip trim switch, the other by the emergency ROLL trim switch on the
CSAS control. panel. The emergency trim rate is equal to the normal trim rate.
Yaw Trim
Yaw trim is effected by operating the YAW TRIM wheel on the CSAS control panel. A potentiometer on the
trim wheel supplies a trim signal to the CSAS lateral computer, thus altering the rudder actuator control
signals. Trim rate is a function of trim wheel movement. There is no provision for emergency trim in yaw.

NOTE

Do not operate the yaw trim wheel with rudder locked, as all trim commands are stored and will become
active upon rudder reengagement.
PRIMARY FLIGHT CONTROL POWER SOURCES
The taileron actuators are powered by the two hydraulic systems. The inboard spoilers are powered by the
left and the outboard spoilers from the right utility system. The rudder is powered by the right hydraulic
system and left utility system.
ARTIFICIAL FEEL SYSTEM
Artificial feel is provided in all three axes. The artificial feel applies a centering force to stick (pitch and roll
direction) and rudder pedals towards trim position. Variable pitch feel forces assist to comply with the control
stick force/g requirements. The artificial pitch feel is powered by the left and right utility system.
PITCH
Pitch centering forces are generated by a pitch feel control. Normally the feel forces are generated within the
pitch feel control by the hydraulic pressure from the left and right hydraulic utility systems and a mechanical
spring unit. The computing elements of the feel control unit vary hydraulic pressure as a functions of dynamic
pressure, wing sweep and Mach number. Duplicated pneumatic pressure signals provide the "O-feel" signal
to the computing element of the control unit. A Mach number cut off device changes the force gradient once
a predetermined Mach number (M = 0.9) has been attained. A mechanical input changes the force gradient
as a function of wing sweep.

Stick forces will increase with:

 Increase in dynamic pressure!
 Increase in air density.
 As the wings are swept forward
Transient supply pressure variations are absorbed by a hydraulic accumulator which also provides a slow
decay in feel control stiffness in the event of loss of both hydraulic systems. Loss of one hydraulic system will
not cause any change in feel characteristics.
In the event that both hydraulic systems are lost, the mechanical spring unit only will provide unscheduled
low pitch feel and stick centering forces.
ROLL
Roll feel forces are generated by a mechanical spring unit with double slope force gradient and additional
breakout forces. It provides low sensitivity for large control inputs (i.e., high altitude/low speed).
YAW
Pedal forces are generated by a spring unit with linear force characteristics.
PRIMARY FLIGHT CONTROLS AND INDICATORS

CONTROL STICK GRIP

The pilot's control stick grip contains a trim button unit, a weapon release button (guarded), a press-to
transmit (PTT) button, an autopilot engage/disengage button, an autopilot/nosewheel steering instinctive cut-
out (ICO) switch, and a trigger for actuating the camera and the gun.
The trim button unit consists of a pyramid cap which houses two toggle switches.
Purpose of the trim button consists of pyramid cap which houses two toggle switches.
Purpose of the trim button is to provide trim control in the pitch and roll angles. The trim button is spring-
loaded to the center and can be moved forward, backward, left and right.
Movement of the trim button causes roll position and pitch transducers to produce signals which are
forwarded to the lateral and the pitch computers. The pyramid cap should be lifted for maintenance purposes
only.

NOTE
The trim button unit in the control stick grip is inoperative when the guard on the emergency trim switches on
the CSAS control panel is lifted up.
CSAS CONTROLS AND INDICATORS
The CSAS control panel includes the following controls and indicators:

PREFLIGHT/1ST LINE CHECK SWITCH

A two-position toggle switch labelled PREFLT/1ST LINE guarded to PREFLT selects the required level of
BITE.

TEST PUSHBUTTON/INDICATOR
A guarded combined push button and indicator light, labelled TEST. The indicator light has three individually
illuminated sections, designated as follows:
 TEST (white)
 GO (green)
 NO GO (red)
Pressing the button will initiate the BITE check. The TEST section illuminates to indicate the BITE check in
progress. The test results are displayed by either the GO or NO GO lights.
BITE test procedures are detailed in Section 2 of this manual.

NORMAL/TRAINING SELECTOR
SWITCH
A two-position toggle switch, labelled
NORM/TRAIN guarded to NORM position.
This switch selects either normal or
training mode of the CSAS.
In the TRAIN position the pilot can
simulate the following CSAS failures by
pressing the appropriate push
button/indicators.

 SPOILERS — Inboard and

outboard spoilers
 PITCH MD, ROLL MD or YAW
DAMP —Pitch, roll or yaw second
failure i.e., reversion to direct link
mode.
 PITCH MD and ROLL MD
simultaneously — Air data second
failure mode
 P/R LINK — Reversion to
mechanical mode
 RUDDER — Rudder locking

Failures will be indicated by illumination of

the appropriate push button(s). Upon
completion of tests the NORM/TRAIN
switch shall be set to NORM and the
guard shall be closed.
If the NORM/TRAIN switch is set to
NORM and the failures are not cancelled,
spoilers and yaw damp will be reset
automatically. Sudden large signal
changes occurring during a simulated
failure will be fed gradually into the system
over a period of approximately 10
seconds by the voter monitor faders.
Pressing the P/R LINK button will
extinguish this lamp and the ROLL MD
lamp is the taileron is disengaged in the
mechanical mode. In addition, the PITCH
MD button shall be pressed to revert to full
CSAS mode.

NOTE
This procedure can be performed
regardless of the NORM/TRAIN switch
position.

When the rudder is disengaged the roll

mode reverts to direct link automatically. A
complete reset can be initiated by
positioning the NORM/TRAIN switch to
NORM position and pressing the
RUDDER and ROLL MD push buttons.

EMERGENCY TRIM SWITCHES

Two three-position toggle switches, guarded to the center (off) position. The switches are labelled PITCH —
DOWN/UP and ROLL— L/R respectively. When the black and yellow hatched guard plate is lifted the control
stick trim switch is inoperative and the emergency trim switches on the CSAS control panel are used to
operate emergency trim.

YAW TRIM WHEEL

A thumb wheel labelled YAW TRIM. Turing the wheel will reposition the rudder actuator.

NOTE
Do not move rudder pedals when YAW TRIM is used.

CSAS SELECTOR/INDICATORS

Two rows of illuminated push button labelled and marked as shown in figure.

THREE AXES TRIM INDICATOR

A three-pointer indicator, labelled TRIMS, indicating pitch, roll and yaw trim position on separate displays, is
located on the left hand quarter panel. Indications are as follows:

ROLL—L/R

PITCH— UP/DN

YAW — L/R

NOTE
The neutral trim positions are indicated by a triangular marker on each scale.

Rudder Pedals
The rudder pedals are used to input yaw commands. They operate conventionally and are adjustable. The
rudder pedals are used for braking and nose wheel steering.
Rudder Pedal Adjustment
A ring, labelled PEDAL ADJUST (79, Figure F0-2; 67, Figure FO-4), when pulled out to its full extent allows
the pilot to adjust the rudder pedals according to his own personal requirements. When released, it locks
both pedals in the selected position.
CSAS Failures
In failure conditions, caused by unserviceable components or circuitry, the CSAS capability is preserved as
long as possible by triplex/quadruplex redundancy. CSAS failures are classified as first and second failures.

NOTE for Microsoft Flight Simulator:

In this rendition the fligh control system is not flagged as a “fly-by-wire” and basically acts always as a
hydraulically-actuated direct link. Procedures and indicators will work as in real-life, but the primary flight
control will always work as long as hydraulic power is available.

First Failures
Any failure detected in the CSAS computing or actuator loop or air data source signals will not degrade the
CSAS performance; the redundancy capability only is reduced. The classification is not applicable to the
spoilers as a first failure in the spoiler command or actuating system will cause retraction of the affected pair
of spoilers.
First failures are indicated by the amber CSAS and PFCS captions on the CWP and the relevant amber
(spoilers red) caption(s) on the CSAS control panel. First failures caused by hydraulic control circuit failure or
those caused by loss of both generators or both TRUs are additionally indicated on the CWP by those
captions which are shown in the relevant Emergency Procedures of Section 3.
Second Failures
Second failures are subdivided into critical and significant.
Second failures are indicated by a red CSAS/CWP caption together with amber CSAS and PFCS/CWP
caption with associated red push button indicator(s) on the CSAS control panel.
Critical Second Failures
A critical second failure causes reversion to mechanical mode or centering and locking of the rudder.
Failure Resetting
A reset attempt may be made by pressing the relevant lit push button/indicator. In case of a second failure,
then lit push buttons of the back row shall be pressed first since CSAS failure logic will not allow a reset
otherwise.
If a reset is unsuccessful, the PFCS/CWP caption stays illuminated as a reminder that a failure state exists.
Subsequently the central warning system is reactivated.

NOTE
For CSAS failure indications see figure.

Central Warning Panel Captions

The CWP in the front cockpit (3, Figure 4-86) contains the following primary flight control system amber and
red indications:

 Amber PFCS light up when the first "first failure" within the CSAS occurs. It comes on with the
associated amber (SPOILERS — red) pushbutton indicator on the CSAS control panel. Provided it is
a transient failure, both the warning can be cancelled by pressing the illuminated buttons on the
CSAS control panel.
 Amber CSAS lights up whenever any failure within the CSAS occurs. It comes on in conjunction with
the associated amber or red pushbutton indicator and, when the "first" failure occurs, with the amber
PFCS caption on the CWP. The amber CSAS caption can be cancelled anyway by pressing the
illuminated CSAS pushbutton. Subsequent failures reactivate the amber CSAS warning caption.
 Red CSAS lights up whenever either a second "significant" or "critical" failure within the CSAS
occurs. It indicates a reversion to direct link in the case of a significant failure, or to mechanical mode
in the case of a critical failure. It comes on in conjunction with the associated red push button
indicator and the amber CSAS warning caption, besides the lyre bird tone. All these warnings can be
cancelled by pressing the illuminated push button indicator on the CSAS panel. Subsequent
"significant" or "critical" failures reactivate all the warning. The red CSAS caption is repeated on the
CWP in the rear cockpit.

SPIN PREVENTION AND INCIDENCE LIMITING SYSTEM (SPILS)

Post mod. 00555 the Spin Prevention and Incidence Limiting System (SPILS) is introduced. The SPILS
comprises- a computer and a control panel. The computer receives duplex pitch rate and dynamic pressure
signals from the CSAS pitch computer, duplex roll and yaw control demand signals from the CSAS lateral
computer, and duplex AOA signals from the two AOA probes. The signals are processed within the SPILS
computer to provide progressive triplex control demand cancel signals to the CSAS to limit the maximum
AOA attainable, and to reduce control authority in roll and yaw at high AOA. Computer outputs to the CSAS
are disconnected when the weight-on-ground switches are open (aircraft on the ground), if the autopilot is
engaged, or if the AOA is below the threshold value.

NOTE
 Interruption/resumption of SPILS operation caused by AP engagement will not be indicated to the
pilot. Any AP disengagement, e.g., at initiation of an OLPU, will cause immediate reengagement of the
SPILS, provided that SPILS is in ON.
 A CSAS failure can cause illumination of the red SPILS/CWP caption
which will result in SPILS disengagement.
 In the case of a SPILS disconnect in flight, a reset of the system in straight
and level flight can be attempted.

NOTE for Microsoft Flight Simulator:

While the SPILS indication and procedures are correctly emulated in MSFS, the system is not actually
implemented, so spin prevention WILL NOT work and it is possible that, if not correctly operated, the aircraft
may enter in a spin. Spin can be sometimes controlled if enough altitude is available, but uncontrollable spin
conditions may occurr.
Computer Functions

PITCH AUTHORITY
Gain-scheduled taileron position and pitch rate signals from the CSAS are summed with the most nose-up
output of the AOA probes, the result being fed to a threshold detector and a level switch which engages the
SPILS at 12.7 units with increasing AOA and disengages it at 10.6 units with decreasing AOA. After threshold
detection the signal is gain-scheduled with dynamic pressure and, after triplex averaging, is fed via a triplex
output switch to the CSAS pitch computer to reduce the taileron nose-up demand signal progressively as
AOA increases. Ultimately, the AOA is limited to a maximum of between 25 and 28 units AOA depending on
stores configuration and CG position.
ROLL AND YAW AUTHORITY
Roll and yaw signals from the CSAS are gain-scheduled with the most-nose-up output from the AOA probes
and fed, via triplex averagers and output switches, to the CSAS lateral computer as progressive roll/yaw
control demand signals thus, above the switching value of AOA, effectively reducing roll/yaw control authority
in proportion to AOA. At the limiting AOA, roll and yaw control authority is limited to approximately 20% of the
full CSAS control authority.
TRIPLEX AVERAGERS/FADERS
The triplex averagers generate triplex-equalized outputs from averaged duplex inputs. In the event of a full-
initiated disengage signal from the failure logic, the triplex output signal is replaced by a stored signal that
fades more and more rapidly to zero over a period of 10 seconds in order to avoid control transients.
FAILURE LOGIC
Inputs to the monitor in the failure logic are gated together so that any interlane disparity greater than the
monitor trip level initiates a fault-disengage signal to the appropriate triplex averagers. When the signal has
faded to zero, the triplex output switch opens to disengage the switch from the CSAS. The SPILS is also
disengaged via the triplex output switches if the aircraft is on the ground when the autopilot is engaged or
when the AOA is below the setting of the level switch. In the event of a fault condition or logic disengagement
the attention-getters, lyre-bird audio warning, CWP red SPILS caption and the FAIL caption on the spils
control panel are activated. SPILS computer information is fed to the CMP and crash recorder.
SPILS CONTROL AND INDICATORS
The controls and indicators associated with SPILS are shown in. SPILS block diagram and simplied
functional diagram are shown in figure.
SPILS Control Panel
The SPILS control panel includes the following controls and indicators:
SPILS ON/OFF SWITCH
A two-position toggle switch, labelled ON/OFF is located on SPILS CP, left console, and connectors power
supply to the system.
SPILS BITE/FAIL PUSH BUTTON/ INDICATOR
The split legend pushbutton/indicator is labelled BITE/FAIL. The upper white BITE caption flashes after a
successful BITE run. The lower amber FAIL caption illuminates if power is applied to the aircraft, irrespective
of SPILS ON/OFF with position, and extinguishes after the SPILS switch is set to ON and the BITE/FAIL
button is pressed. In the event of unsuccessful BITE the FAIL caption will illuminate together with the white
BITE caption.
Following a SPILS failure in flight, the FAIL caption will be lit. A reset of the system can be made by pressing
the pushbutton/indicator after at least 12 seconds have elapsed and providing the AOA is less than 10 units
(i.e., below SPILS disengagement level).
Central Warning Panel
The CWP in the front cockpit contains the following SPILS system indication:

- On ground the red SPILS/CWP illuminates if the BITE detects a failure, or when power is initially applied to
the aircraft, with the SPILS power switch in ON or OFF.

- In flight SPILS illuminates after a genuine SPILS failure.

 NOTE
In flight the red SPILS/CWP caption illuminates after selecting the SPILS power switch to OFF.

ATTENTION GETTERS
The two-attention getters, located in the upper section of the left and right antiglare shields, start flashing
when SPILS warning is displayed on CWP. Pressing anyone of the attention getters cancels the attention
getter. CWP is unapparted by this action.
SPILS BITE
The SPILS BITE is activated on the ground in conjunction with the CSAS BITE with either PRE FLT or 1ST
LINE selected. The BITE/FAIL pushbutton/indicator on the SPILS control panel shows the system status: the
white BITE and amber FAIL captions come on steadily if the system fails the BITE; after a normal BITE cycle
the white BITE caption flashes and it can then be extinguished by pressing the TEST/GO/NO GO
pushbutton/indicator on the CSAS control panel. The SPILS BITE function is inhibited in the air through the
action of either main gears oleo switch. The brightness of the BITE/FAIL indicator is controlled by the D/N
switch on the CWP, and the filaments are tested by the CONSOLES L TEST switch on the right console.
SYSTEM MALFUNCTION
After a SPILS failure (red SPILS caption on the CWP and amber FAIL caption on the SPILS control panel),
an attempt to reset the system can be made by pressing the BITE/FAIL push button/indicator on the SPILS
control panel provided 12 seconds (fade-out time) have elapsed since the failure indication and the AOA is
less than 10 units (i.e., below the SPILS disengagement level). After a failure, the SPILS computer is
automatically isolated from the CSAS. The SPILS ON/OFF switch may be selected to OFF if desired if a
reset attempt is unsuccessful.
SPILS shall be regarded as failed after a CSAS second failure whether SPILS failure indication are present
or not.
Electrical Supplies
The SPILS is fed with 28 V DC from PP1 and PP3 and continues to operate normally on either busbar after a
power failure to one busbar. The ON/OFF switch controls the selection of power to the system; it has no logic
reset function. When ON is selected the equipment is immediately operational.

SECONDARY FLIGHT CONTROL SYSTEM

The secondary flight control system comprises wing sweep, slats, flaps, Krueger flaps, airbrakes and their
control subsystems including the lift dump feature. The systems are electrically and mechanically controlled
and hydro-mechanically operated by the left and/or right utility hydraulic systems.

NOTE for Microsoft Flight Simulator:

In this Microsoft Flight Simulator rendition, the FLAPS LEVER control is used also to control wing sweep and
maneuver flaps. This is done to simulate wing sweep drag, lift and center of lift positioning and retain
multiplayer animation compatibility. In order to do this, 7 different flap positions are defined the in-game, and
are associated to different wing and flap configurations as follows:

Position 0 (fully retracted) WING FULLY SWEPT: Wing Sweep 67°, Flaps 0°, Slat 0°, Krueger Flaps 0°

Position 1 (fully retracted): Wing Sweep 63°, Flaps 0°, Slat 0°, Krueger Flaps 0°

Position 2 (fully retracted): Wing Sweep 45°, Flaps 0°, Slat 0°, Krueger Flaps 0°

Position 3 WING FULL FWD, FLAPS UP: Wing Sweep 25°, Flaps 0°, Slat 0°, Krueger Flaps 0°

Position 4 MANEUVER FLAPS: Wing Sweep 25°, Flaps 7°, Slat 11°, Krueger Flaps 0°

Position 5 MID FLAPS: Wing Sweep 25°, Flaps 26°15', Slat 24°30', Krueger Flaps 0°

Position 6 (fully extended) FULL FLAPS: Wing Sweep 25°, Flaps 50°, Slat 24°30', Krueger Flaps 116°30'

NOTE: Position 0 should not be selected if 2250l underwing tanks are installed.

Selecting flap and wing positions above the appropriate speed limits may cause in-game flaps damage.

WING SWEEP SYSTEM

The wing sweeping facility is provided for optimization of the wing sweep angle for each flight conditions.
Each wing can rotate around pivot incorporated in the fixed section of the wing and is moved by an actuator;
wing sweep is mechanically controlled and hydro-mechanically operated. Wing sweep may be varied
between 25 degrees and 67 degrees. Full sweep will take approximately 7 seconds.
Moving the wing sweep lever to the rear will increase wing sweep angle and vice versa.
The wing sweep lever is mechanically interconnected with the flap lever to prevent selection of the flaps
unless the wing sweep lever is fully forward, and to prevent movement of the wing sweep lever if the flap
lever is not in the UP position.
The wing sweep angle is adjusted by two screw actuators, one for each wing. The left actuator is powered by
the left utility system and the other by the right. To prevent asymmetric operation, the actuators are
interconnected by a synchronizing shaft, which also allows one actuator to mechanically drive the other in
case one utility system fails. Wing sweep is controlled by the wing sweep lever through the high lift and wing
sweep control assembly (HLWSCA). This assembly consists of two units: the high lift control unit and the
wing sweep control unit. It converts the wing sweep lever position into appropriate hydraulic flow signals,
driving the wing sweep actuators. Mechanical feedback shafts driven by each actuator are used to stop the
flow signals, whenever the desired wing sweep angle is reached. The mechanical feedback shafts are also
used to detect any symmetric operations. The asymmetry detector monitors rotation of the wing sweep
actuator feedback shafts and stops both actuators by shutting off hydraulic flow, whenever an asymmetry is
detected.
WING SLATS, FLAPS AND KRUEGER FLAPS
The wing slats, flaps and Krueger flaps are electrically controlled and hydro-mechanically operated. The
flaps on both wings are jointly driven by screws actuators through a set of shafts and gearboxes.
The slats on both wings are jointly driven in the same manner as the flaps. Loth sets of shafts incorporate
telescoping sections to accommodate length variations due to wing sweep. The shafts also are equipped
with torque limiters to prevent overstressing of the drive train. The Krueger flaps are separately driven by
hydraulic actuators. Slat and flap motors receive power from both utility system. The Krueger flap actuators
are powered from the left utility system only.
As long as the wing are selected fully forward, the flaps lever may be moved to any of its three positions UP,
MID, and DOWN, the MID position being indicated by a light mechanical detent. Each of these positions
results in appropriate electrical signals, which are routed to the HLWSCA. In this unit corresponding hydraulic
flow signals are initiated to drive the slats and flaps into the commanded position.

NOTE for Microsoft Flight Simulator:

In this Microsoft Flight Simulator rendition, the FLAPS LEVER conrtol is used also to control
wing sweep and maneuver flaps.

CAUTION

SELECTION OF FLAPS FROM UP

TO DWN OR FROM DWN TO UP
SHOULD NOT BE MADE WITHOUT
A PAUSE OF APPROXIMATELY 2 OR
3 SECONDS IN THE MID POSITION.
DO NOT SELECT NEW SITTING OF
FLAP DURING FLAP TRAVELLING.

Mechanical feedback linkages

associated with the slats and flaps
actuators drive cam switches, which
causes the hydraulic flow from the
HLWSCA to stop whenever the
appropriate slats and flaps position is
reached.

The Krueger flaps extend only when

the flaps lever is selected DWN and
the flaps are in a position lower than
MID. Retraction of the Krueger flaps
will take place when the flaps lever is
selected from DWN to MID. No
immediate positions of the Krueger
flaps are provided. Pitching moments
resulting from the flap
extension/retraction are largely
compensated for by the CSAS.
FLAPS/SLATS ASYMMETRY PROTECTION
Flaps and slats on both wings are monitored by an electrical asymmetry detection system. The system
provides asymmetry protection in the event of a failure of one drive shaft.
Flaps asymmetry: in the event of a flaps asymmetry is detected, the flaps will be locked at the position where
the asymmetry occurred and remain inoperative. Locking the flaps between MID and DOWN prevent slats
from retracting.

NOTE
No warning indication is available to the pilot. The emergency flap switch cannot override a flap asymmetry.
The wing sweep system is then inoperative.

Slats asymmetry: in the event a slats asymmetry is detected the slats will be locked at the position where the
asymmetry occurred and remain inoperative. Flaps can be operated from UP to MID, but not from MID to
DWN. The DWN position can be reached in this case using the flap override switch which allows flaps to be
inched DWN. Krueger flaps asymmetry will be indicated by a black and white striped display of the
KRUEGER FLAPS indicator. This is not considered critical, and no consequence are to be expected in the
flap/slat operation.
AIRBRAKES
The airbrakes are located on the upper shoulders of the rear fuselage, on either side of the fin. Each airbrake
is operated by a hydraulic actuator supplied from the No. 2 (right) hydraulic system and controlled by an
electro-hydraulic selector valve supplied from the DC essential bulbar. The actuators are mechanically
connected to a synchronizing valve, which keep the airbrakes synchronized within 5 degrees.
The airbrakes are locked in the closed position by additional hydraulic locking actuators and mechanical
locks.
Airbrakes selection is by operation of the combined airbrakes/manoeuvre flap/slat switch. Forward and
rearward movement of the switch selects airbrakes in and out respectively. The switch is springloaded to
center (neutral). The airbrakes positioning is scheduled against Mach number.
Full extension of the airbrakes will normally take approximately 4 seconds, while retraction is achieved within
approximately 2 seconds.
If thrust reverse is selected in flight with airbrakes extended the airbrakes automatically retract when the
'WOG switches are closed, i.e., immediately after touchdown.

CAUTION
 DO NOT USE THRUST REVERSE WITH RIGHT UTILITY SYSTEM FAILURE UNLESS THE
AIRBRAKES ARE LOCKED IN.
 EACH TIME AN INDICATION OF AIRBRAKES NOT LOCKED OCCURS, TR SHALL NOT BE USED.

If a failure occurs within the airbrake scheduling box automatic scheduling is lost and airbrakes extension is
controlled by a redundancy switch series.
In the event the airbrakes extension exceeds the correct value, the redundancy switch series sends a signal
to the "emergency IN" selector valve; this discharges supply pressure to the airbrake actuators, allowing
aerodynamic drag to push the air brake in. When the correct position is reached it is automatically
maintained by hydraulic lock. In this condition, when reducing aircraft speed, the airbrakes can still be further
extended to the next step manually only provided the system has been reset. To reset the system the control
switch shall be moved first to the IN position, and to the OUT position.

SCHEDULED AIRBRAKES EXTENSION

Mach No. Airbrake Angle

< 0.82 50°

> 0.82 < 0.85 45°
> 0.85 < 0.89 40°
> 0.89 < 0.92 35°
> 0.92 < 1.15 30°
> 1.15 < 1.45 22.5°
> 1.45 15°

The amber CONFIG warning caption comes on whenever the airbrakes exceed the scheduled position.
If a second failure occurs within the T.T.U. the "emergency IN" selector valve allows the aerodynamic drag to
push the airbrakes within approximately 5 degree of closed. The airbrakes extended, selecting the guarded
EMERGENCY AIR BRAKE switch to IN operates the release valve, and allows the airbrakes to blow in, but
they do not lock.
LIFT-DUMP SYSTEM
The lift-dump (LD) system provides for simultaneous extension of all four spoilers following touchdown. Lift-
dump can be used separately or together with reverse thrust and can be pre-armed to operate automatically
upon touchdown. With the throttles in the dry power range, if the left throttle alone is rocked outboard, lift-
dump is selected. If the right throttle is rocket outboard, both lift-dump and thrust reverse are selected.
Outboard pressure on the throttles when in the HP shut position, or in the reheat range, should not select lift
dump and rectification action is necessary if such pressure does actuate the system.
Following selection, and provided the weight is on the wheels, signals are transmitted to the commutation
amplifier in the CSAS lateral computer to provide simultaneous extensions of all four spoilers. The system
remains engaged once activated and can only be cancelled by rocking the throttle inboard, regardless of
WOG switch position.

NOTE for Microsoft Flight Simulator:

Lift Dump preselection is associated to the “TOGGLE WATER RUDDER” command .

SECONDARY FLIGHT CONTROL SYSTEM CONTROLS AND INDICATORS

Throttle Quadrant
The throttle quadrant in the front cockpit carries the following secondary flight controls:

THROTTLES
The throttle can be rocked individually or together to an outboard position in the dry power range. Rocking
the throttles out arms the lift dump and thrust reverse system. The left throttle arms/operates the lift dump
system only. The right throttle arms/operates reverse thrust and since this movement is transmitted to the left
throttle, lift dump will be pre-armed/operated.

MANOEUVRE AND AIRBRAKE SWITCH

A five-position pyramid type, manoeuvre and airbrake toggle switch is located on the right side of the right
throttle. The switch is marked MNVR UP/MNVR DOWN/ CENTER/AIRBRAKE IN/AIRBRAKE OUT and
spring-loaded to the center position.

NOTE
When selecting manoeuvre slats/flaps, only a momentary push of the switch is required to extend or retract. I
folding the switch aft will extend the airbrakes as far as the schedule will allow, while a momentary forward
push will cause the airbrakes to retract fully.
FLAPS LEVER
A lever marked FLAPS — DWN/MID/UP, moving forward and aft controls the flaps and slats. In the DWN
position the Krueger flaps are also extended.

WING SWEEP LINER

A wing sweep lever selects wing sweep angles between 25 degrees (lever in the fully forward position) and
67 degrees (lever in the fully aft position). The fixed scale is marked in 1 degree increments and marked in 5
degrees increments from 25 to 68 degrees.

To operate the lever, the release trigger shall be pressed for the time a selection is being made. A detend is
provided in the 45 degrees position.
Secondary Control Surface Position Indicator
A four pointer secondary control surfaces position indicator, marked FLAP SLAT — AIR/BR — WING
contains the following indicators:

 The FLAP SLAT section shows the flap position UP/MVR/MID/DWN and slat positions
UP/MVR/DWN.
 The AIR/BR section shows airbrake position OUT/IN. OUT equaling 50 degrees of deflection. Center
mark equals half extension. IN indicates that both airbrakes are fully retracted. Signals from switches
on each locking mechanism will bring the pointer beyond the IN position, indicating that the airbrakes
are locked.
  The WING section shows wing sweep angle between 25 and 70 degrees against a scale graduated
in 5-degree increments and marked in 10-degree increments.
Throttle Rock Test Indicators
The throttle rock test indicators located on the engine test panel, are two magnetic indicators, marked
THROTTLE ROCK — TEST
LEFT/RIGHT, which show the result of throttle rock test on ground. A white display indicates reverse thrust
and lift dump circuits are serviceable. Black and white striped display indicates a circuit malfunction.
Emergency Airbrakes and Emergency Flap Switches
A two-position toggle switch, marked EMERGENCY — AIRBRAKE IN/OFF, is guarded to the OFF position
by a black and yellow striped cover. Selected to IN the airbrakes are released to allow aerodynamic forces to
drive the airbrakes surfaces toward the retracted position.
A two-position toggle switch, marked EMERGENCY — FLAP NORM/ ORIDE, is guarded and spring-loaded
to the NORMAL position. It is used to extend flaps from MID to DOWN position in cases of slat failure.

Krueger Flaps Indicator

A three-position magnetic indicator marked KRUEGER FLAPS, displays:

Blank-grey - Krueger flaps UP and locked.

Black and white striped - Krueger flaps in transition or asymmetrically positioned or electrical power failed.

DN - Krueger flaps DOWN and locked

Lift Dump Indicator

The lift dump indicator is a three-position magnetic indicator marked LIFT DUMP and displays:

Grey - MLG strut not compressed. (Post mod. 01399: white cross on grey background).

OL - MLG strut compressed.

LD - Lift dump in operation

CSAS Control Panel Controls

The CSAS control panel includes the following secondary flight control system controls and indicators.
A combined push button/indicator marked SPOILERS with the captions INBOARD and OUTBOARD:

 The red INBOARD caption indicates a failure in the inboard spoilers servo loop and that the inboard
spoilers are locked in the retracted position

 The red OUTBOARD caption indicates a failure in the outboard spoilers servo loop and that the
outboard spoilers are locked in the retracted position

Pressing the button resets the logic system if the failure is temporary and releases the spoilers from the
locked position.
Central Warning Panel
The CWP in the front cockpit contains the following secondary flight control system red and amber
indications:

 Amber CONFIG illuminates whenever either the FLAPS lever in the MID position and an airspeed of
280 knots ± 10 is exceeded, or when the flaps lever is DOWN and an airspeed of 225 knots ± 10 is
exceeded, or when the airbrakes exceed the scheduled extension.

 Amber SLAT illuminates whenever an asymmetry or a jam is in the slat system.

AUTOPILOT AND FLIGHT DIRECTOR SYSTEM

NOTE for Microsoft Flight Simulator:

The simulated autopilot uses, by and large, the functions of the default MSFS autopilot and will react to its
normal key bindings. Its behavior, therefore, may differ from the real world aircraft. There is currently no key
binding associated to the TF mode.

Automatic flight control, in a variety of modes is provided by an integrated digital Autopilot and Flight Director
System (AFDS).
The AFDS provides Autopilot (AP), Autothrottle and Flight Director (FD) functions which can be used
separately, or in conjunction provided compatible modes are selected. An equipment interlock prevents the
use incompatible modes.
The autopilot, which can only be used in full CSAS mode, is duplex but not reversionary, the second channel
being used only for comparison and channel output signal averaging. The ED is reversionary, and failure in
one channel automatically results in the isolation of the channel, with the FD continuing to function via the
serviceable channel. In certain modes a Stick Force Cut Out (SFCO) facility provides for automatic
disengagement of the autopilot by the application of stick force. In other modes, application of stick force
provides an Automatic Steering Override (ASO) facility to temporarily disengage the autopilot which re-
engages upon reduction of stick force below the ASO threshold.
The AFDS incorporates two similar digital computers, AFDC1 and 2, arranged in duplex. AFDC1 is powered
from XP1 AC busbar, and PP1 and PP3 (Essential busbar) DC busbars. AFDC2 is powered from XP3 AC
busbar, and PP2 and PP3 (Essential busbar) DC busbars. The computers receive signals from the
equipment listed in the following table.
Attitude and heading information from the IN (primary source) and SAHR (secondary source) is cross-
monitored by the AFDS computers and together with signals generated by deviation from selected mode
datums, is supplied to the CSAS as triplex analogue control demands. A discrepancy of more than 1°
between the IN and SAHR causes an attitude monitor trip, resulting in automatic autopilot disengagement.
The autopilot is tested at pre-flight or 1st line level, according to selection, by Built-In Test Equipment (BITE).
Airborne BITE operation is inhibited through oleo switches.
AFDS AND INTERFACING SUBSYSTEMS
The AFDS incorporates or is associates with the following components, sensors and indicators.
 AFDS Computers 1 and 2
 Stick Force Sensors
 Throttle Actuators
 Auto Trim Facility
 AFDS Control Panel
 HUD, CSAS, ADC, IN, SAHR, MC, TFR, RA
 ADI
 HSI
 Instinctive Cut-Out Switch
 Approach Progress Indicator (not operative)
 Autopilot Engage/Disengage Button
 Autopilot Engage Indicator
 CWP indicator and Central Maintenance Panel
 Automatic Steering Override
AFDS CONTROLS AND INDICATORS

AFDS Control Panel

The AFDS Control panel, located on the left console is used to select various AP and FD modes. A BITE
TEST facility is located on the panel under a cover guard and is used to carry out serviceability checks on
the ADFS system.
The BITE test cannot be initiated in flight.
Eight push button/indicator lights are provided on the panel for mode selection. When pressed, the relevant
button will illuminate on receipt of a mode acceptance signal by the AFDS computers. Pressing a button for
the secondary time de-selects the mode and extinguishes the light. The following controls and indicators are
installed on the AFDS control panel:

FLIGHT DIRECTOR PUSH BUTTON

A push button/indicator labelled FD. Pressed once it illuminates white, indicating that the flight director
system is selected. Pressed a second time it deselects the FD system and the light is extinguished.
IAS HOLD TOGGLE SWITCH
A three-positions INC/DEC, spring-loaded to the center position, increases or decreases the KCAS datum
speed in the IAS hold mode at a rate of 1 kt/sec.

AUTOTHROTTLE PUSH BUTTON

A push button/indicator labelled THROT. Pressed once it illuminates white, indicating that the IAS hold
(autothrottle) mode is engaged based on the calibrated airspeed at the time of selection. Pressed a second
time the mode is disengaged and the light extinguished.

DATUM SPEED DISPLAY

A three-digit display labelled KCAS (knots calibrated airspeed). Indicates the selected datum speed in the
IAS hold mode in KCAS.

APPROACH MODE PUSH BUTTON (NOT OPERATIVE)

A push button/indicator labelled APRCH. Pressed once it illuminates white, indicating that the approach
mode is selected. At the same time the lights in the HDG and ALT push button illuminate. Pressed a second
time it de-selects the mode and the APRCH light extinguishes. (HDG and lights remain illuminated).TRACK

ACQUIRE MODE PUSH BUTTON

A push button/indicator labelled TRACK. Pressed once it illuminates white, indicating that the track mode is
selected. With AP engaged, the aircraft will automatically acquire and maintain the track which is determined
by the MC, at the time of selection. Pressed a second time the mode is dc-selected and the light is
extinguished.

HEADING ACQUIRE MODE PUSH BUTTON

A push button/indicator labelled HDG. Pressed once it illuminates white, indicating that the heading acquire
mode is preselected. With AP engaged, the aircraft will automatically acquire and maintain the heading
preset on the HSI. Pressing a second time de-selects the mode and the light is extinguished.

MACH HOLD MODE PUSH BUTTON

A push button/indicator labelled MACH. Pressed once it illuminates white, indicating that the Mach hold
mode is pre-selected. With AP engaged, the aircraft will automatically maintain the Mach existing at the time
of selection.

ALTITUDE HOLD MODE PUSH BUTTON

A push button/indicator labelled ALT. Pressed once it illuminates white, indicating that the barometric ALT
hold mode is pre-selected. With AP engaged, the aircraft will automatically maintain the barometric height
(BARO) existing at the time of engagement.

RADAR HEIGHT HOLD MODE PUSH BUTTON

A push button/indicator labelled RH. Pressed once it illuminates, indicating that the RH mode is preselected.
With AP engaged, the aircraft will automatically maintain the radar altimeter height existing at the time of
engagement.

TERRAIN FOLLOWING MODE PUSH BUTTON

A push button/indicator labelled TF (terrain following). Pressed once it illuminates white, indicating that the
TF mode is selected and that AFDS is receiving commands from the TF computer. Pressed a second time
the mode is de-selected and the light is extinguished.

CLEARANCE HEIGHT ROTARY SWITCH

A nine-position rotary switch, labelled CLEARANCE, preselects the clearance in the TF mode in feet over the
surface. The switch position graduations are marked 200, 300, 400, 500, 750, 1000 and 1500.

TF RADAR READY LAMP

A green indicator lamp labelled READY. The lamp illuminates when the TF radar is ready for operation.

TF RIDE SELECTION SWITCH

A three-position toggle switch, labelled RIDE, with the position SOFT/MED/IHARD controls the sensitivity of
the TF mode.

PRE FLIGHT/FIRST LINE SWITCH

A three-position toggle switch, guarded at the center position, with the positions PRE FLT/IST LINE.
Depending on switch position, a PRE-FLT or IST LINE test is initiated, when the BITE push button is
pressed. For information relevant BITE checks refer to SECTION II.

FD STATUS INDICATOR
A two-section FD status indicator labelled FD GO (green) and FD NO (red). During the self-testing sequence,
the FD GO light remains illuminated. On completion of self-test either the FD GO light remains illuminated or,
if the FD integrity is suspect, the FD NO caption illuminates and the H) GO light is extinguished.

SELF-TEST ACTIVATING PUSH BUTTON

A push button/indicator labelled PUSH. Pressed once it illuminates white, indicating that the preselected self-
test program is activated. When the light starts flashing, it indicates that the test requires manual participation
by the pilot. Cancellation of BITE is achieved by pressing the BITE push button again and the light
extinguishes.

AUTOPILOT STATUS INDICATOR

A two-selection autopilot status indicator labelled AP GO (green) and AP NO (red). During the self-testing
sequence, the AP GO light remains illuminated. On completion of self-test either the AP/G0 light remains
illuminated or, if the AP integrity suspect, the AP NO caption illuminates and the AP light is extinguished.

ATTITUDE FAIL INDICATOR

A white ATTD FAIL button/indicator which comes on if the attitude signals from the IN and from the SAHR
differ by more than 1.5° in pitch and/or 3° in roll, or if a failure of the IN, SAHR or MC occurs. Pressing the
button resets the attitude monitor if the fault is no longer present.

COMPUTER BITE INDICATOR

A two section indicator, labelled CMPTR 1 and CMPTR 2, illuminates white if a computer is carrying out a
self-check BITE. A failed computer is indicated by an occulted computer caption.

NOTE
Pressing ICO inhibits an inflight BITE and prevents diagnosis of a failed AFDS computer.
Head-Up Display (HUD)
The HUD is an optical/electronic device which projects flight information in symbolic. form, into the pilot's.
forward field of vision. The pilot's display unit (PDU) is installed above the center instrument panel in the front
cockpit. The PDU can be used to display command signals emanating from the AFDS. With the mode
selector switch on the HUD control panel selected to DIR and the FD activated, the FD symbol will appear in
the PDU. If AP is engaged, the cue lines are suppressed. Thus, the pilot may utilize the HUD display to
monitor operation of the AFDS in all modes. In the TF mode, radar reflection objects penetrating the
clearance range will result in a pitch up demand signal being displayed on the HUD. Similarly, a failure in the
RH mode will display a pitch up demand signal (for detailed information refer to INTEGRATED DISPLAY
UNITS, para. Head Up Display Unit).
Approach Progress Indicator (Not operative)

Attitude Director Indicator

Routes roll and pitch information to ED. The relation between the attitude director indicator (ADI) and the
autopilot is described under INSTRUMENTS.
Horizontal Situation Indicator
Routes steering information to FD. The relation between the horizontal situation indicator (HSI) and the
autopilot is described under INSTRUMENTS.
Autopilot Engage/Disengage Button
The autopilot engage/disengage button engages the AP, consequently the AP engage indicator will
illuminate. Pressing the button a second time will disengage the autopilot and the AP light will extinguish.
Autopilot Engage Indicator
The AP engage indicator illuminates green when the AP is engaged.
Instinctive Cut-Out Switch
The instinctive cut-out (ICO) paddle switch will immediately disengage the AP, FD, autothrottle and cancel all
mode selections and preselections.
AFDS Central Warning Panel Captions
The CWP in both cockpits contains the following red and amber captions:

 Red AUTO P indicates and AP emergency disconnect either due to sensor failure or AP comparator
trip.
 Red TER indicates a terrain following radar failure, resulting in an auto pull-up and wings level in the
AP mode, or in a demand signal to be followed in the FD mode.
 Amber R ALT indicates a radar altimeter failure, resulting in a wings level and pull-up in the RH hold
mode.

On the front cockpit CWP only:

 Amber TF MON indicates a 'IT primary/secondary source data input failure or failure in source data
cross monitoring.
 Amber AP TRIM indicates an AP trim failure. The autotrim monitor automatically disengages
autotrim.
 Amber AP MON indicates that one of the attitude sources (IN or SAHR/MC) has failed and that the
primary or secondary attitude source has been selected automatically.

On the rear cockpit CWP only:

 Amber SAHR indicates a SAHR failure.

 Amber CMPTR indicates an MC failure and a reversion to pure IN navigation mode and some loss of
weapons aiming facilities.
 Amber ADC indicates the loss of one or more data computer outputs.
 Amber IN indicates inertial navigator failure.

AFDS MODE COMPATIBILITY AND PRIORITY

The AP/FD computer contain mode selection and interlock logic circuits which exclude the selection of
incompatible modes.
In general, more than one speed hold mode, or two modes requiring demands in the same axis may not be
selected together. The last mode selection made on the AFDS control panel takes priority and overrides any
incompatible mode previously made, with the exception of the Approach or TF mode and R1111.
OPERATING MODES
The desired AP or H) mode can be selected or deselected by the AFDS panel pushbuttons. Common mode
selection is provided for both AP and FD, an interlocking logic prevents conflicting modes being selected.
Modes using signals from invalid equipment cannot be selected. It is possible to preselect any mode prior to
engagement of AP or FD. If a red AUTO P warning caption appears on the CWP, AP disengagement is
initiated and all modes will be cancelled. If the U) is engaged prior to AP, the AP engages in the same mode,
and the flight conditions existing at the time of engagement of the AP become the datum for both FD and AP.

The AFDS can be operated in the following modes:

Basic Modes:
 Attitude Hold
 Heading Hold

Cruise Modes:
 Heading Acquire
 Track Acquire
 Altitude Hold (BARO)
 Mach Hold
 Autothrottle (IAS-Hold)

Low Level Modes:

 Terrain Following
 Radar Height Hold
 Auto Approach (Not operative)
BASIC MODES
This mode is the basic mode of the AP which is operative if the engage/disengage button on the control stick
is selected with no (excluding FD or THROT) preselections on the the AFDS control panel. At the moment of
AP engagement, the attitude and heading information from the IN/SAHR is frozen in the AFDS computer
store to provide an attitude/heading datum. Deviation from the datum generates error signals as pitch and
roll demands which are fed as pitch and roll demands to the CSAS.
Attitude Hold
If the bank angle exceeds ± 7 degrees at the time of AP engagement pitch attitude and bank angle will be
maintained. If pitch or bank exceed ± 60 degrees the aircraft is automatically restored to, and held at, the
upper limit.
Heading Hold
If the bank angle at engagement is less than ± 7 degrees, the wings will be levelled and the AP will maintain
pitch attitude and heading within an accuracy of ± 0.5 degree. A new datum for attitude/heading can be
achieved by disengaging AP, applying manual correction and reengaging.

NOTE for Microsoft Flight Simulator:

In this Flight Simulator rendition, in order to grant compatibility with custom code and normal controls, the
basic modes are not implemented – activating the autopilot with no preselection will only generate a wing
leveling signal.

CRUISE MODES

Heading Acquire
This mode enables the aircraft to acquire and automatically hold the preset heading datum on the HSI. True
heading information from the IN or SAHR/Doppler is fed to the HIS for display. When the HDG push
button/indicator on the AFDS control panel is pressed, selection is confirmed when the indicator illuminates.
When the AP is engaged, it automatically turns the aircraft on to the heading set on the HSI heading index
marker control, subject to a maximum bank angle of 35°, and will maintain this heading to within ± 1/2
degree. With FD only engaged, the pilot can achieve the desired heading manually. Heading changes may
be made with the mode in operation, by rotation of the HSI heading index marker control. This generates a
heading error signal which is fed to the AFDS to produce control demands to the CSAS. Manual deselection
is accomplished by pressing the illuminated HDG push button/indicator and deselection is confirmed when
the light extinguishes.
Track Acquire
In this mode the aircraft acquires and maintains the track defined by the main computer. When the TRACK
push button/indicator on the AFDS control panel is pressed, it illuminates to confirm selection. When the AP
is engaged, the aircraft will automatically acquire and maintain the track determined by the MC. At the same
time the TRACK HOLD indicator on the WAMS panel (rear cockpit) will illuminate to indicate to the navigator
that the AP is engaged in the TRACK acquire mode and that hand controller corrections inserted during
fixing or attack will control the aircraft track. In the navigation phase the track is acquired using the maximum
turn rate compatible with the bank angle limits (60 degrees).
The MC datum track will be held to within ± 200 feet, while in the direct steer phase (within 20 NM) the
maximum track error is reduced to ± 25 feet. With I'D engaged the pilot can monitor the AP performance
during maneuvers. When FD only is engaged, it enables the pilot to hold the MC track manually, subject to
the bank angle limits (60 degrees). During the attack phase, the pilot can perform manual attack maneuver
using information displayed on the HUD. Manual deselection is accomplished by pressing the illuminated
TRACK push button/indicator and deselection is confirmed when the light extinguishes.
Altitude Hold (Barometric)
The altitude hold mode enables the aircraft to automatically maintain a constant barometric altitude. Altitude
and airspeed data are continuously supplied from ADC and the CSAS/TTU altitude/airspeed monitor, to the
AFDS computers. The pilot flies the aircraft to the desired altitude, using baro height information displayed
on the HUD and servo-pneumatic altimeter, the ALT push button/indicator is pressed and will illuminate to
confirm engagement. The barometric height existing at the time of AP engagement becomes the datum
height and deviations from this will generate error signal which is fed to the CSAS as a pitch control demand.
The datum altitude will be maintained to within 100 feet or ± 0,5%, whichever is the greater. If ND is engaged
together with the AP in this mode, the FD provides monitoring information to the pilot about AP performance.
Manual disengagement is made by pressing the illuminated ALT push button/indicator and deselection is
confirmed when the light extinguishes.
Mach Hold
This mode enables the aircraft to maintain a given Mach number using information displayed on the HUD
and CSI. The selected Mach number is maintained through changes in the rate of climb and descent by pitch
compensation, when the desired Mach number has been attained, the MACH push button is pressed and will
illuminate confirming selection. When the AP is engaged it will maintain the Mach number existing at the time
of AP engagement with an accuracy of ± 0,005 Mach. With FD engaged the pilot is able to monitor AP
performance. With FD only engaged, it enables the pilot to maintain the desired Mach number manually.
Manual deselection is achieved by pressing the illuminated MACH push button indicator and deselection is
confirmed when the light is extinguished.
Auto Throttle
The auto throttle mode enables the aircraft to maintain a calibrated (KCAS) datum- airspeed through the use
of automatic throttle control. A KCAS signal from the ADC is supplied continuously to the digital indicator
(datum speed display) on the AFDS control panel, the HUD display, and the AIDS computers. Prior to auto
throttle selection the aircraft is flown to the desired KCAS and
the THROT push button/indicator is pressed. Selection is confirmed when the push button illuminates.
The auto throttle actuator is installed in the throttle box assembly and responds to commands from the AP
system via AFDC2.
The KCAS value displayed at the time of engagement becomes the datum and the throttle electromagnetic
clutch engages. Deviations from this datum generate an error signal which drives the throttle actuator to
adjust the throttles. The datum speed will be held to an accuracy of ± 1%. Adjustment of the datum speed
may be made by operating the INC/DEC switch, which has a range of ± 30 knots.
Auto throttle operates in the dry power range only and is independent of the AP engage/disengage button.
The auto throttle facility disengages automatically when the lower limit (IDLE) or the upper limit (MAX DRY)
is reached. (Post mod. 01464: automatic auto-throttle disengagement will illuminate the amber A
THROT/CWP caption).
The mode can be deselected manually by pressing the illuminated THROT button, or by the ICO. The
automatic throttle mechanism can be overridden manually.

LOW ALTITUDE MODES

Radar Height Hold

This mode enables the aircraft to be flown at an automatically maintained radar height. It is intended for
operation over water. The altitude datum source is the radar altimeter which feeds a continuous signal to the
AFDS computers. The pilot flies the aircraft to the desired altitude using the radar altitude indicator. When the
RH push button/indicator is pressed, it will illuminate to confirm selection.
The radar height existing at the time of AP engagement becomes the datum height. Deviations from this
datum generate an error signal which is fed to the CSAS as a pitch control demand. With AP engaged, this
mode will hold the clearance height over the range 100 feet to 1500 feet, and at speeds from 300 KCAS to
0.95 Mach, with an accuracy of ± 25 feet. The climb/sink rate at engagement should not exceed 500
feet/min. The system will operate with up to ± 45 degrees angle of bank and will accommodate wave heights
up to 10 feet. With FD engaged, the pilot can monitor the operation of this mode or use the FD for manual
control as a reversionary mode. If a failure of the AP or radar altimeter occurs in this mode, the AP generates
a pull-up signal to the CSAS, the amplitude and duration of the signal is dependent on the aircraft's attitude
at the time of failure. A wings level signal is applied at the same time. These commands will be indicated in
the HUD and a breakaway signal will appear in the form of a flashing cross.
Terrain Following
The terrain following (TF) mode provides the aircraft with an automatic low level flying capability. The TF
radar scans the terrain ahead of the aircraft and monitors the returns above or below the preselected height
threshold. This mode may be selected when the green TF READY light is illuminated and is selected in
conjunction with the CLEARANCE height and RIDE switch settings as required. The CLEARANCE height
rotary switch may be set from 200 feet to 1500 feet and this value, together with the RIDE setting (SOFT,
MED or HARD), is transmitted to the TF computer (TFC). Request for TF mode is made by pressing the TF
push button/indicator and confirmation of mode selection is indicated when the push button illuminates.
When the AP is engaged, it follows commands from the TFC, but pitch rate demands are limited to 2g by the
AP which provides control at speeds between 350 KCAS and 1.1 Mach. The CLEARANCE height and RIDE
settings may be altered by the pilot without disengaging the AP, if the 70% low height criterium is considered.
With FD also engaged, the pilot can monitor the operation of the AP.
It is possible to adopt manual control using FD displayed commands (HUD), as a revisionary mode. If a
failure occurs in the TFC or AP, the AP generates a pull-up signal to the CSAS, the amplitude and duration of
the signal is dependent on the aircraft attitude and airspeed at the time of failure. A wings level signal is
applied at the same time. These commands will be indicated in the HUD, the breakaway signal appearing in
the form of a flashing cross. The TF mode may be manually deselected by pressing the illuminated TF push
button/Indicator and deselection is confirmed when the light extinguishes.
AUTOPILOT ENGAGEMENT/MANUAL DISENGAGEMENT
The AP will engage when the autopilot engage/disengage button on the control stick is pressed, provided
that all pre-engagement conditions are met.

Engagement is confirmed when AP engaged indicator illuminates. Disengagement can be made by:
 Pressing the engage/disengage button again.
 Operation of the ICO.
 In all modes other than the basic mode(s), by SFCO operation.
o In the basic mode(s), operation of the ASO will initiate temporary disengagement, the AP will
re-engage in the basic mode(s).
AUTOMATIC STEERING OVERRIDE
The automatic steering override (ASO) facility enables the pilot to temporarily the AP for maneuvering
purposes. ASO will operate in the basic modes(s) only. Through the application of a stick force exceeding
38.2 N in pitch or roll, the AP will automatically disengage. (Auto throttle is not affected). When the stick force
is reduced to below the ASO threshold, the AP will automatically reengage in the basic mode(s). If ASO
operates when FD and AP are selected together, the outputs to the HUD and ADI are occulted until ASO
operation ceases. The ASO has not effect on the FD when the FD is operating alone in the steering mode
(i.e. AP not, engaged), If, at the moment of an initial attempt to engage the AP, stick forces exceed the ASO
threshold, engagement is prevented and any preselected modes are cancelled.
STICK FORCE CUT-OUT
Stick force cut-out (SFCO) operates in all modes other than the basic mode(s). When a stick force is applied
exceeding 38 N in pitch or 29 N in roll, the SI:CO disengages the AP and deselects all modes (including auto
throttle and FD). If the FD is operating independently (i.e., with no other modes selected), SFCO has no
effect.
SFC0 disengagement of the AP illuminates the red caption AUTO P on the CWP. The caption will extinguish
when the ICO is operated.
INSTINCTIVE CUT-OUT
The instinctive cut-out facility (ICO) enables the pilot to immediately disengage the AP, the FD system, and
deselect all modes (includes the auto throttle system), by operating the ICO switch bar on the control stick.
(This action also disengages the NWS).

PITOT-STATIC SYSTEM

The pitot-static system of the aircraft provides aerodynamic and environmental reference data for various
subsystems. Individual intake opening serve as input sources for pitot and static pressure.The pitot intakes
consist of:

P1 Pitot-static nose probe in front of the radome.

P2 Pitot probe located on the right side of the fuselage below the front cockpit.

P3 Pitot probe located on the left side of the fuselage below the front cockpit.

There are seven static pressure intake sources which are located as follows:

S1 Pitot-static inside the nose probe in front of the radome.

S2 interconnected compensated static.

S3 vents, three each on the right and.

S4 three each on the left side of the nose cone.

S5 on the right side of the fuselage.

S6 on the right side of the fuselage.

S7 on the left side of the fuselage.

The Air Data System comprises the ADC and TTU which convert pitot and static pressures into electrical
signals used, together with AOA and temperature data, for control and display.
AOA PROBES
The left AOA probe supplies the ADC and the left AICS. The right AOA probe supplies the strip AOA indicator
and the right AICS.
TEMPERATURE PROBES
T1 temperature probes at the rear of each engine air intake supply the associated engine control system with
intake temperature data. A second probe in the left engine air intake supplies total temperature data to the
ADC.
AIR DATA COMPUTER
The digital ADC, located in the forward equipment bay, computes various air data parameters from pitot (P1),
static (Si), local AOA (left probe) and total temperature (left air intake) inputs.
Pitot and static pressures and electrical input signals are converted to a form compatible to the computer.
The ADC requires a barometric pressure reference to be enabled to compute baro-corrected altitude. This is
provided by the MB SET- rotary control on the HUD control panel.
The ADC has continuous BITE circuits which monitor its performance. Should the ADC or any of its input
sensors fail, the affected output and all dependent outputs are set to zero after a short time delay to cater for
transients. Output signals not affected by a failure remain valid.
Reliable indication of speed, AOA and barometric altitude will still be available from the secondary pitot-static
system. The altimeter in the front cockpit will automatically revert to the STBY mode.
TRIPLEX TRANDUCER UNIT
The TTU, located in the forward equipment bay, converts pressure from separate pitot and static sources into
electrical signals representing indicated airspeed, altitude and Mach number. These signals supply the CSAS
and engine control systems with analogue data, and also operate a number of airspeed, altitude and Mach
switches. The TTU supplies data signals for the following:
• CSAS gain scheduling.
• Engine control system
• Airbrake control
• Air conditioning ejectors Landing gear audio alarm and flasher
• Configuration warning
CENTRAL WARNING PANEL

If the air computer fails, the amber caption ADC will illuminate on the CWP in the rear cockpit. Reliable
indication of speed, AOA and barometric altitude will still be available from the secondary pitot-static system.
The altimeter in the front cockpit will automatically revert to the STBY mode.

INSTRUMENTS

ACCELEROMETER

The accelerometer measures positive and negative acceleration g-loads imposing on the vertical aircraftaxis.
A main pointer and two index tabs indicate the aircraft vertical acceleration against a dial, graduated from
minus 4 g to plus 9 g in increments of 0,5 g. Instantaneous indication of g-loads is made by a self-contained
mechanism assembly inside the indicator case. The main pointer moves in the direction of the g-load being
applied; a negative and a positive index tab follow the main pointer to its maximum travel. The index tab
remains at the maximum negative or positive g-load indication attained, whereas the main pointer drops back
as soon as the g-load is reduced. The index tab can be reset back to the 1 g position by depressing the
PUSH button, located on the indicator's face.
COMBINED SPEED INDICATOR (CSI)
The combined speed indicator provides a combined display of airspeed from 80 to 850 KTS and Mach
number from 0,5 to 2,5 M. The airspeed index marker on the outer scale can be adjusted by the control knob
on the instrument bezel.
The airspeed index marker on the outer scale can be adjusted by the control knob at bottom right of the
instrument. The indicator in the front cockpit is supplied by the pitot pressure P3 and the static pressure S2.
The indicator in the rear cockpit is supplied by the pitot pressure P2 and the static pressure S4.
SERVO-PNEUMATIC ALTIMETER
The altimeter is a servo-pneumatic instrument comprising a three drum counter indicating from — 2000 to +
80000 ft and a single needle indicating 1000 ft per revolution. At altitudes below 10000 ft, a black and white
striped flag covers the left hand counter; at altitude below 0 ft this flag will be replaced by a black-and red
striped flag. The altimeter operates in two different modes. Under normal condition altitude display is
governed by the pneumatic input and a servo-repeater system inside the instrument, which is updated by
input signal derived from ADC. In the event of power off or a difference between ADC and pneumatic input
greater than 2000 feet or an ADC failure, the altimeter automatically reverts to the pneumatic standby mode.
This status is indicated by STBY flag appearing in a dial cutout of the instrument. In STBY mode the
altimeter operates with pneumatic pressure only, which is derived from the S3 static vents. Actuating the
RESET knob on the altimeter bezel switches the instruments operating mode form STBU back to the servo
mode or reverse. The RESET/STBY knob is spring-loaded to the center (neutral) position.
The servo system is powered by XP1 and PP1 provides the operating current for a vibration when in STBY
mode.

NOTE
 Testing of the electrically operated servo mode of the altimeter is made with electrical power on.
Adjust millibar counter to indicate 1013 and set FLT INST toggle switch on rapid take-off panel to FLIGHT
position and IFU 1 toggle switch on the MC control panel to ON position. When pressing square TEST push
button on the HSI mode panel the altimeter reading shall be 1250 feet. Pressing it again the test mode is
deselected.
 The test button shall be operated only when the aircraft is on the ground, otherwise the altimeter may
revert to STBY mode.
With the servo-pneumatic altimeter in STBY mode, large errors occur between HUD and HDD attitude
indications.

PRESSURE-SENSITIVE ALTIMETER
The altimeter in the rear cockpit is a display comprising a three-drum counter indicating from - 2000 ft to
99000 ft and a single needle indicating 1000 ft per revolution. The left counter is covered by a black-and-
white striped flag at altitudes below 10000 ft and by a black-and-red flag at altitude below 0 ft. The altimeter
incorporates a vibrator, which reduces mechanical friction of gear trains and linkages of the mechanical
assembly. If vibrator fails, and black-and-yellow flag appears above the counter. A barometric setting knob is
located on the instrument bezel to make barometric settings on the millibar counter of the altimeter.

MAGNETIC STANDBY COMPASS

A conventional magnetic standby compass is installed in the front cockpit.

VERTICAL SPEED INDICATOR (VSI)

The vertical speed indicator located in the front cockpit, is a standard pneumatic instrument with a range of ±
6000 feet/minute.

ANGLE OF ATTACK (AOA) INDICATOR

The AOA indicator is electrically connected to the right AOA probe. Signals form the detector drive a servo-
mechanism inside the instrument case. Display is made by a continuous indicating ribbon, moving against a
vertical thermometer type scale graduated in units from 0 to + 30. In the event of an electrical or
servomechanical failure a red-and-black etched warning bar will obscure the vertical dial.
HORIZONTAL SITUATION INDICATOR (HSI)
The HSI is a remotely indicating servo-instrument, displaying the aircraft's horizontal plan view depending
on the mode selected on the HSI mode switch panel. The interface unit 1 (IFU 1) relays signal information
from different input sources to the HSI. The IFU 1 is activated with the IFU toggle switch on the MC control
panel. The two different operating modes which can be selected with the HSI mode switch panel are: NAV
and TAC. Selected mode is indicated in the mode display window of the HSI instrument.

NOTE
The APP1, APP2 and DF setting on the HSI mode switch panel have no function.

In TAC mode, the relevant switches on the TACAN control panel shall be set to obtain indications of slant
range and magnetic bearing on the HSI.
In the NAV mode, true heading, track and command track is derived from the IN and MC.

NOTE
For all modes except NAV, the appropriate switches on the SAHR control panel shall be selected.

NOTE for Microsoft Flight Simulator:

Given the limited functionality of the HSI on early Tornado IDS, in the simulator, the functionalities of the Mid-
Life Update are implemented, and APP1 and APP2 are functional. Also, in order to grant compatibility with
older sceneries that use VOR stations to emulate TACAN stations, TAC and APP modes will receive signals
coming from VOR stations (by selecting the channel associated to the VOR frequency). In this way, ILS
signals can be received (and processed by the flight director).

ATTITUDE DIRECTOR INDICATOR (ADI)

The ADI displays aircraft pitch and roll attitude, turn and slip and flight director demand.
Attitude Display
Pitch and roll attitude is displayed by the position of a spheroid relative to a fixed aircraft symbol. The
spheroid is controlled by a vertical gyro and is divided by a white line representing the natural horizon into
two sectors, grey (above horizon) and black (below horizon). A pitch scale on the spheroid is graduated
above the below the horizon in 5° steps and is labelled at 30° and 60°. Zenith and nadir are represented
respectively by a black and white spot. Roll angle is indicated by a pointer traversing a scale graduated in
10° steps to 30° steps to 90°. The dis-play has full freedom in roll but is limited to 85° in pitch.

NOTE
The fast erection knob shall only be pulled in straight and level flight.

The Attitude Director Indicator is mounted on the front cockpit main instrument panel which is fitted forward
by 9 degrees towards the longitudinal fuselage datum line (LFD).
The ADI only compensates for 5 degrees and show ± 0 degrees when the LFD is 4 degrees above the
horizon. Therefore, any ADI, mounted with a tilt angle in relation to the aircraft LFD, will show pitch error
indications as a function of this tilt angle and the applied bank angle.
In conditions other than straight and level flight, the indicated pitch attitude on the ADI differs from actual
aircraft pitch up to approximately minus 17 degrees at 180 degrees roll.

WARNING
AT LOW ALTITUDES, FAILURE TO CONSIDER INCREASES ACUTAL DIVE ANGLES RESULTING FORM
THESE ADI ERRORS MAY PUT THE CREW INTO A CONDITION WHERE RECOVERY WILL NOT BE
POSSIBLE.
Flight Director Display
The pitch and azimuth demand signals routed to the HUD from the AFDS are repeated on the ADI and are
indicated by yellow pitch and azimuth demand pointer bars which operate at right angles to each other. In
response to an FD demand, the pilot flies the aircraft so that the intersection of the two pointers coincides
with the center of the aircraft symbol. When power is applied to the ADI and the AP/FD system is not
engaged, the pointers are parked out of view. The attitude director indicator repeats primary pitch and
azimuth demand signals from the auto-pilot to head-up display. Under electrical zero signal conditions, two
90° of set pointers, the pitch demand pointer, and the bank demand pointer intersect the center of the
variable pitch datum. When responding to a demand the pilot has to center the variable pitch datum over the
Rate of turn
Rate of turn is presented by the rate of turn pointer, which travels in linear movement over the rate of turn
scale. The pointer responds to signals from a remotely located rate gyro installed in the forward equipment
bay. The scale has two graduation left and right from center to indicate rate 2 (6 deg/sec) at full scale
deflection.
Power Supply
The ADI gyro system is energized by setting the FLT INST toggle switch on the rapid take-off panel to
FLIGHT position and 28 V DC power from DC busbar PP3 is supplied to the gyro unit in the instrument. At
the same time 115 V AC power from AC busbar XP1 is supplied to the remote rate gyro unit. The ADI is
illuminated integrally by 5 V AC power from the aircraft internal lighting system and controlled through a
dimmer switch on the internal lights control panel in the front cockpit.
Rear Cockpit Artificial Horizon
The artificial horizon pitch and roll attitude and roll angle display is identical to that of the ADI with the
exception of an additional graduation on the roll angle scale at 180°. The instrument spheroid is controlled by
an integral vertical gyro supplied direct from the No. 2 AC busbar. In the event of loss of power to the gyro,
an orange OFF flag appears at the bottom right of the display. A button at the bottom right of the instrument
can be pressed to erect the gyro rapidly after starting if required, or in the air if the gyro has toppled.

NOTE
The fast erection button shall not be used within 40 seconds of the application of power and shall not be
pressed continuously for longer than 60 seconds.

The artificial horizon has full freedom in roll but is limited in pitch to 80° (climb) and 82° (dive).

CANOPY

The canopy consists of two acrylic transparencies, joined by a strap to form a single assembly. It is bolted to
the left and right edge members and front and rear arches. The canopy is hinged aft and opens to an angle
of 35 degrees. Normal canopy operation is accomplished electro-hydraulically.
A hydraulic jack behind the rear pressure bulkhead opens and closes the canopy via a torque tube and
linkage. The jack is supplied from the left hydraulic utilities system through a selector valve. A hydraulic
accumulator, when fully pressurized, provides sufficient pressure for three canopy operating cycles when
system pressure is not available: The nominal canopy accumulator nitrogen charge pressure is 105 bar.

NOTE
Canopy accumulator pressure should indicate 150 bar minimum. If pressure is below this value it may be
achieved by use of the hydraulic hand pump.

If normal canopy opening on the ground is inhibited, it may be operated alternatively by:

 disengaging it from the normal operating mechanism by use of the jack release handle and raising it
manually.

NOTE
Because of the weight of the canopy (110 kg) difficulty will be experienced in manually raising and holding it
open.

 fracturing and blowing it clear by actuating the MDC.

 jettisoning the canopy by operating the canopy jettison handle.
Canopy and Windscreen Sealing
A continuous inflatable rubber seal is fitted along the canopy edge members and arches to seal between the
canopy and the aircraft structure. As the windscreen can be hinged forward for servicing a separate seal is
fitted to the windscreen to seal between the windscreen and aircraft structure. Via a lever on the torque tube
behind the pilot's seat an inflation/deflation valve will be operated by locking and unlocking the canopy. The
deflation/inflation valve controls a supply of air from the environmental control system to the seals. The air
supply also charges an air reservoir to supply pressure for seal inflation while the aircraft is on ground with
the engines shut down.
CANOPY SYSTEM CONTROLS AND INDICATORS

Internal Canopy Operating Handle

The internal canopy operating handle marked CANOPY - LOCKED/ UNLOCKED - LOWER/RAISE, is
located on the right-hand side of each cockpit.
The handles are mechanically interconnected, and either may be used to unlock or lock, and to raise or
lower the canopy. Selecting the handle to UNLOCKED/RAISE position unlocks the hooks, withdraws the
shoot bolts, deflates the seals and raises the canopy fully. The canopy operating handle remains at RAISE,
when released in that position. Pushing the handle fully forward before selecting RAISE will ensure the
canopy unlocks cleanly. If required, the canopy may be left in any position by moving the handle to a position
between RAISE and LOWER when the required canopy position is reached.
To lower and lock the canopy, the operating handle has to be selected to LOWER and hold in this position.
The canopy commences to lower and simultaneously the warning horn will sound. When canopy is fully
lowered, the warning horn stops. The baulking device, fitted to the left hook, will be pivoted clear, allowing
canopy LOCKED to be selected.
If required, the canopy can be left in any intermediate position by releasing the handle.
External Canopy Operating Handle
The external canopy operating handle is located on the left hand side of the fuselage and accessible by a
hinged flap.
Pushing in the flap above the external handle and pulling the handle fully causes the canopy to unlock and
raise. After canopy is raised, the handle can be stowed by pushing in to fit flush with the fuselage. To lower
and lock the canopy push in the flap above the external handle and pull out the handle until a stop is felt.
Carry out a 15 degrees rotation in counterclockwise direction and push in handle slowly. The first 10 mm of
travel will lower the canopy. After canopy is fully lowered push handle in to within 20 mm of the fuselage skin
to lock the canopy. Rotate the handle in clockwise direction to align with the fuselage cutout and push in until
flush with the fuselage skin.
Internal Jack Release Handle
If the normal canopy actuating mechanism fails with the canopy fully closed, the canopy can be disengaged
from the mechanism by operating the internal jack release handle, marked JACK RELEASE, on the left hand
side of each cockpit. The canopy can be raised manually after it has been unlocked by the internal canopy
operating handle.
External Jack Release Handle
The canopy can be disconnected from the normal canopy mechanism by pushing in the flap above the
external canopy operating handle, pulling out the handle fully to get access to the external jack release
handle and pulling out the handle.

NOTE
Because of the weight of the canopy (110 kg) difficulty will be experienced in manually raising and holding it
open.
Internal Canopy Jettison Handle
By pulling the internal canopy jettison handle marked CANOPY JETTISON, on the left side of each cockpit or
any ejection seat handle the canopy will be jettisoned.
Central Warning Panel
A red CABIN caption on the central warning panel, operated by the left forward shoot bolt, illuminates if either
cabin altitude exceeds 26.000 feet or the canopy is unlocked.

CANOPY JETTISON OPERATION

The system consists of a canopy jettison initiator unit, two unlocking jacks situated behind the pilot's seat, a
canopy jack piston unit behind the rear pressure bulkhead, and two canopy jettison rocket motors, mounted
to the front end of each canopy edge member. Two cartridges are fitted in the jettison initiator unit, one is
fitted in each unlocking jack, and one in each rocket motor.
A safety pin is fitted to the canopy jettison-initiator unit to make the aircraft safe for parking.
The cartridges in the initiator unit are fired via cables, when the jettison handles are pulled, or by a piston
operated by gases generated from the firing of the ejection seat cartridges.
Gases from the initiator unit are simultaneously piped to the canopy unlocking jacks and the canopy jack
piston unit. The gases cause the firing of the cartridges in the unlocking jacks, which unlock the canopy and
initiate rocket motor ignition. The jack piston unit acts on the canopy jack release to free the canopy from the
normal actuating mechanism.
The rocket motors force the canopy upwards until fractures occur at the hinges and the operating torque tube
levers, allowing the canopy to separate from aircraft.

CANOPY MICRO DETONATING CORDS (MDC) SYSTEM

The MDC system is designed to fracture and blow clear the two parts of the canopy, thus facilitating ground
rescue operations or emergency ground egress.
The system also provides a back-up facility should the canopy fail to jettison (e.g., during an ejection
sequence). The system incorporates detonating cords bonded to the canopy and on initiation will fracture the
canopy transparency and blow the pieces clear. For detailed information on MDCs, see Ejection Seats.
MDC INITIATOR CONTROLS

Internal MDC Firing Handle

An internal MDC firing handle, in a black and yellow striped housing, labelled MDC, is fitted to the left canopy
rail in each cockpit. Each handle is stowed and held in the bottom of the housing by a springloaded release
catch. When the catch is moved rearwards, the handle is released and pivots down. It can then be pushed
forward to fire the MDC. The internal MDC firing handles, the ejector seats, and the MDC external firing
handle are connected by levers and cables to the MDC initiators. Normally, on ejection, the canopy will be
jettisoned immediately complete with the MDC firing mechanisms, therefore the MDCs do not detonate.
However, if the canopy fails to jettison, the relevant portion of the transparency will be blown clear as each
seat rises approx. 12 mm (i.e., with the command ejection selection lever in REAR, rear set movement fires
only the rear transparency. The front transparency will remain in place).

NOTE
When the aircraft is on the ground with the canopy raised, both MDCs will be fired simultaneously by
operating either internal MDC firing handle.
External MDC Firing Handle
An external black and yellow striped MDC firing handle is received into the left forward fuselage skin and is
protected by a frangible transparent panel. When the handle is broken out and extracted, it will extend on 3
m of cable, thus allowing the operator to be clear of the canopy when the MDCs denotates.

NOTE
With the canopy raised, the MDCs cannot be fired by operating the external MDC firing handle.

EJECTION SEATS

The aircraft is equipped with two Martin Baker Mk. 10 ejection seats, which provide the crew with a safe
escape from the aircraft under most combinations of aircraft altitude, speed, attitude, and flight path. The
seats are propelled from the aircraft by cartridge operated ejection guns on the back of the seats assisted by
rocket motors on the bottom of the seats. Ejection can safely be accomplished from zero altitude to 50.000
feet and 0 to 625 knots (IAF) or Mach 2, whichever is the lowest. Operation of the ejection seat begins with
actuation of the seat pan firing handle which causes the canopy to jettison and the ejection gun to fire.

NOTE
Canopy jettison malfunctions will not interfere with the seat firing sequence.

Should the canopy fail to jettison during ejection, the Micro Denotating Cord (MDC) system will fracture, and
blow clear the two parts of the canopy transparency.
After ejection the seat is stabilized, and the forward speeds is reduced by a duplex drogue system. After
automatic seat separation the personal parachute is deployed automatically.
Protection during ejection is provided by incorporation of leg restraint and arm-restraint system, and head
location in a shaped headrest.
Safety Features
WARNING
THE ESCAPE SYSTEM IS A POTENTIAL SOURCE OF DANGER AND INADVERTENT OPERATION MAY
CAUSE FATAL INJURIES. SAFETY PINS ARE FITTED TO SECURE THE SYSTEM AND ON
 COMPLETION OF A FLIGHT THE CREW SHALL ENSURE THAT THE AIRCRAFT IN THE SAFE FOR
PARKING' CONDITION

Safety pins are provided in the escape system to prevent inadvertent initiation. Pins are fitted to:

 MDC initiator unit

 Seat pan firing handle
 Canopy jettison initiator unit (front cockpit only)

In the front cockpit the safety pins will be inserted in stowages marked MDC, SEAT and CANOPY on the
right side of the cockpit during flight, and in the rear cockpit respectively, MDC, SEAT.

CANOPY JETTISON AND MDC

The cartridges in the canopy jettison initiator are fired during ejection by the gases generated from the
ejector seat cartridges. Alternatively, the jettison initiator will be activated when a jettison handle is pulled by
the pilot or navigator. The MDC system is designed to fracture and blow clear the two parts of the canopy,
thus facilitating ground rescue operations, or ground emergency evacuation (emergency ground egress).
The system also provides a back-up facility should the canopy fail to jettison during and ejection sequence.
The MDC is a detonating cord bonded to the periphery and fore and aft center lines of each part of the
canopy. The cord is routed in such a way, on detonation, it fractures each section of the canopy into two and
blows the pieces clear. Guards are fitted to minimize the amount of debris blown into the cockpit following
detonation.
EJECTION SEAT CONTROLS

Seat Pan Firing Handle

The black and yellow striped seat pan firing handle is located in each cockpit on the front face of the seat
pan. If pulled, ejection will be initiated. To prevent inadvertent operation, the handle can be secured by a
safety pin.
Manual Separation Handle
The manual separation handle, on the right side of the seat pan, constitutes an alternative method of
initiating seat/man separation and parachute deployment in the event of failure of the drogue gun and/or
barometric time release unit. A thumb catch incorporated in the handle shall be depressed before the handle
can be raised. The handle can be operated only after seat ejection.

WARNING
WITH ARM RESTRAINT ACTIVATED, THE MANUAL SEPARATION HANDLE MAY NOT BE REACHED IF
THERE IS AN OBSTACLE (LIKE CLIP BOARD, FILLED POCKET) ON THE RIGHT TIGHT.
Pitch Control Unit
The pitch control unit, located behind the manual separation handle on the right side of the seat pan, is
adjusted to the weight of the occupant in kg by setting a knurled knob. Rotating the knob adjusts the thrust
angle of the seat rocket pack. The weight reading is displayed on an indicator drum visible through a window.
The adjustment has range between 65 and 110 kg.
Post mod. 00996
The pitch control unit is deleted from the ejection seat.
Harness Go-Forward Lever
A two-position lever is situated in a slotted housing on the left side of the seat pan. For normal flight
conditions the lever can be selected to the forward position which allows the harness to extend but restrains
rapid forward movement (e.g., during a crash landing). With the lever in the rear position, the harness straps
can retract but are prevented from extending.
Command Ejection Selection Lever
A two-position command ejection selection lever, labelled COMMAND EJECTION - BOTH/REAR, is located
on the right console, rear cockpit.
With the lever selected to REAR, pulling the front seat pan handle initiates canopy jettison, and sequential
ejection from both cockpits (i.e., rear first). If the rear seat pan handle is pulled, it will initiate canopy jettison,
and ejection from the rear cockpit only. With the lever selected to BOTH, pulling the seat pan handle in either
cockpit initiates canopy jettison, and sequential ejection from both cockpits (i.e. rear first). In order to move
the lever, a sleeve shall be lifted. With the sleeve lifted the lever is spring-loaded to REAR.
Seat Lower/Raise Switch
A three-position toggle switch, marked SEAT LOWER/RAISE, spring-loaded to the center OFF position, is
located on the right console of each cockpit. In the rear cockpit the seat raise/lower switch is located on the
lamps test panel. The switch controls the seat adjustment actuator which provides vertical adjustment of the
seat pan in relation to the seat beams.
SEAT SUB-ASSEMBLIES

Ejection Gun
The ejection gun provides the initial power for seat ejection by means of one primary cartridge, percussion
fired by the breech time-delay firing unit and two secondary cartridges, fired by pressure and heat from the
primary cartridge.
The ejection gun time-delay firing unit for the front seat has a nominal delay of 0.75 sec. ± 0.05 and for the
rear seat 0.35 sec. ± 0.05. The differing delays together with the asymmetric rocket motor arrangements
ensure that the seats follow divergent trajectories and will not collide during ejection.
Drogue Gun
The drogue gun is mounted on the upper left side of the main beam of the seat and is fired by a trip rod,
connected to the ejection gun cross beam. The unit is triggered by seat ejection and fires a drogue piston to
deploy a 22-inch diameter controller drogue 0.5 sec. ± 0.1 after ejection. The controller drogue in turn
deploys the 5 feet diameter main drogue.
The gun consists of a time delay mechanism, a primary firing pin, a gas-operated firing pin, a barrel, two
cartridges, and a piston connected to the drogue withdrawal line. The gas systems of the time release and
manual override are connected to the gas-operated firing pin.
Rocket Motor
The thrust of the ejection gun will be sustained by the rocket motor, located under the seat pan, and is ignited
as the seat leaves the aircraft. A static line, incorporated in a remote rocket firing unit mounted outboard of
the left main beam below the drogue gun, is anchored to the trip rod of that unit. As the seat leaves the
aircraft the static line operates the firing unit.

Pitch Control Unit

To cater for variations in seat/man combination center of gravity, the thrust angle of the rocket motor is
adjusted through the pitch control unit.
Post mod. 00996 (Post OT 645)
Due to deletion of the pitch control unit, the thrust angle of the rocket motor is fixed.
Barostatic Time-Release Unit
The ejection seat is fitted with a barostatic time-release unit, located outboard of the starboard main beam,
and provides the automatic release of the drogue assembly, deployment of the parachute, and seat/man
separation after ejection.
A 1.5 sec. ± 0.1 time-delay mechanism is incorporated to delay the development of the parachute until the
drogues have stabilized and decelerated the seat. For high altitude ejections a barostat assembly functions
in conjunction with the delay mechanism to prevent operation of the time-release mechanism until seat and
occupant have descended to an altitude of approximately 15.000 ft. Subject to the influence of the g-stop
mechanism at ejection below an altitude of 15.000 ft. the barostat system ensures immediate deployment of
the main parachute and separation of the occupant from the seat.
G Stop Mechanism
An acceleration sensitive interdictor (g-stop) incorporating a secondary barostat is fitted to the seat. The g-
stop functions in conjunction with the time-delay mechanism to limit parachute opening shock loads at high
speeds within the medium altitude band, below primary barostat height, by delaying parachute deployment
until the seat has decelerated to below a pre-set g value. Below 6000 feet the secondary barostat prevents
operation of the g-stop.
PARACHUTE AND COMBINED HARNESS
The parachute and combined harness comprise:
 a personal parachute of 5.8 m diameter
 a drogue assembly
 a combined parachute and seat harness
 a back pad.
The personal 5.8 m parachute is packed into a rigid container, located on top of the seat beam and provides
head location during ejection. The parachute is packed together with a 1.5 m (5 feet) main drogue, which is
connected by a second strap to a 0.56 m (22 inch) controller drogue.
The combined harness assembly is an integral part of the parachute assembly and consists of two parachute
lift webs, two adjustable shoulder straps, two adjustable thigh straps, and two leg loops.
The shoulder straps have two roller brackets through which are passed the webbing straps of the harness
power retraction unit. The roller brackets form the upper harness attachment points. A cross-strap between
the roller prevents the shoulder straps from slipping off the occupant's shoulder.
A back pad is attached to the harness and supported by three cross-straps, passing through beckets in the
back pad. Two quick-release connectors, mounted on the strap each side of the central cross-strap, provide
attachment points for the personal survival pack.
Harness Power Retraction Unit
The harness power retraction unit is fitted to the front face of the ejection seat main structure. The function of
the cartridge operated unit is to ensure that, regardless of the occupant's position when ejection is initiated,
the harness will be retracted and mechanically locked. The occupant will be held in the correct posture
before the seat moves and g forces are supplied. During normal flight operations the harness go-forward
lever can be selected to the forward position, which allows the harness to extend, but retrains forward
movement in the event of harness withdrawal. The harness strap can retract, but they are prevented from
extending when the harness go-forward lever is in the rear position.
Harness Release Mechanism
The harness release mechanism is a mechanical assembly, operated by gas pressure from the cartridge of
the barostatic time-release unit. It comprises:
 an upper harness release.
 a lower harness release.
 an arm restraint system release.
 a leg restraint system release.
The upper harness locks are located on each end of the harness retraction unit. The straps of the harness
retraction unit are passed through roller brackets on the parachute harness and lugs are locked into the top
locks to provide shoulder restraint.
The lower harness release mechanism includes the two lower harness locks, the negative-g strap lock, the
PLC man protection and leg restraint release mechanism and the guillotine to cut the arm restraints. The
lower harness locks are located in the lower rear corner of the seat pan and house the lugs on the lower
portion of the parachute harness,
Leg Restraint System
The leg restraint system is fitted to the ejection seat to draw back and restrain the occupant's legs close to
the seat during ejection. The system consists of two leg restraint lines, two snubbing units, two taper plug
assemblies, and four leg garters.
The lower end of each restraint line is attached to brackets in the aircraft floor by a fitting, incorporating a
shear rivet. From the fitting each line is routed upwards through a snubbing unit fitted on the front face of the
seat pan, forward through the D ring attached to the upper garter and then passed inboard to outboard the
lower garter, and finally the end plug is fitted into the taper plug housing on the snubber unit.
Provision is made on each snubbing unit to allow the occupant to adjust the leg lines individually to give
comfortable leg movement. The leg restraint line adjustment levers are located on the inboard face of each
snubbing unit.
Arm Restraint System
To prevent injury to the arms due to flailing during ejection, an arm restraint system is fitted. The system
consists of two restraint lines and two snubbing units each incorporating a gas-operated guillotine which cuts
the arm restraint.
The guillotine is operated simultaneously with the harness release mechanism by gas pressure from the
barostatic time-release unit cartridge. The upper ends of each line are connected to the nylon tapes on the
crewmembers' arm by manual connectors. The lower ends pass through snubbing units, located inboard of
each thigh support, on the front face of the seat pan. The snubbing units permit the lines to be drawn
downward but prevent upward movement. A boss is provided on each unit to accept a tool for adjusting the
restraint line length.
Negative-g Restraint System
The effects of negative-g forces upon the occupant are counteracted by the fitting of a negative-g restraint
strap. The fixed strap, having a lug on the lower end, which engages in a lock in the seat pan center front
floor. At the upper end of the strap is a two-point quick-release fitting into which the lugs on the parachute
harness shoulder straps are engaged.
Manual Separation System
In the event of a barostatic time-release failure, the manual separation system, fitted to the starboard side of
the seat provides an alternative method of initiating the harness release system.
The system consists of a spade-type handle which is linked to the seat pan firing handle and shall not
operated unless an ejection sequence has been initiated. The manual separation handle incorporates a
locking device to prevent inadvertent operation, controlled by a button on the top of the handle.
The button shall be depressed before the handle can be raised.
Raising the handle causes the gases from the manual separation cartridge to actuate the same mechanisms
as those actuated by the barostatic time-release unit in the automatic sequences. In order to cater for drogue
gun failure, the gases from this cartridge are also used to fire the second cartridge in the drogue gun.
Personal Equipment Connector (PEC)
The personal equipment connector is mounted on the left hand side of the seat pan and enables the seat
occupant to connect and disconnect his personal services to and from the aircraft supplies by a single action.
On seat ejection all leads except the emergency oxygen are disconnected and automatically sealed off.
Services supplied through the PEC are:
 Main oxygen supply
 Emergency oxygen supply
 MIC/TEL
 Anti-g suit supply (see Environmental Control System)
The PEC comprises three portions, an aircraft portion, a seat portion and a man portion. The man portion is
attached to the flying clothing and released from the seat by operation or the harness release mechanism
during ejection of by firmly pulling the PEC release lever. When all portions are connected all valves are
opened. Should the aircraft main oxygen supply fail operation of the emergency oxygen manual control (ring
grip) will activate the emergency oxygen system and select the 100% oxygen regulator.
Personal Survival Pack
The personal survival pack is a fiberglass container in which a life raft and survival aids are packed. The
container is topped by a specially designed cushion, which gives support to the thighs during ejection. The
pack is attached to the combined harness by a retaining strap, which passes over the raft and the seat
cushion. The outer ends of the strap terminate in arrowhead connectors, which locate in quick-release
connectors on the parachute harness. Pressing the thumb catches on one of the quick-release connectors
allows the survival pack to be lowered on a lowering line and remain suspended approximately 15 feet below
the ejectee.
The lowering line is connected by an arrowhead connector to a quick-release connector on the occupant's
life preserver.
(Post mod. 01415: the PSP will be released automatically 4 seconds after seat-under separation by
pyrotechnical mean).
The life raft is a single seater embodying an inflatable canopy and floor and is stowed in a zipped
compartment of the fabric fiber glass container. The raft will automatically be inflated on immersion in water
by means of a water-activated battery, which ignites a detonator. The gases from the detonator operate the
head of a CO2 cylinder and simultaneously withdraw the pack closure pin, allowing the life raft to emerge
from the pack. The pack may be opened manually, and the life raft inflated by operating a handle secured to
the closure flap on the underside of the pack. The handle is attached to a firing pin which discharges the CO2
bottle.
EJECTION SEQUENCE SYSTEM
Ejection is initiated by pulling the seat pan firing handle. The sear will be withdrawn from the firing unit and
the cartridge is fired. The gases are passed to the harness retraction unit cartridge, which fires to retract the
harness. The canopy jettison is initiated and, if selected, ejection of the other seat is initiated. If the canopy
fails to jettison, the MDCs will detonate, As the seat rises, the drogue gun time delay and the barostatic time-
release unit are activated. The electrical connections to the seat are broken, the IFF system is activated in
the emergency mode, a signal is routed to the crash recorder, the aircraft portion of the PEC is disconnected,
the emergency oxygen supply is activated and the leg and arm restraint system operate. As the seat nears
separation from the ejection gun, the rocket motor is fired to sustain the upward thrust of the ejection gun,
and after the delay mechanism (0.5 sec. + 0.1) has operated, the drogue gun is fired to pull the withdrawal
line, which removes the closure pin from the flaps at the drogue parachute pack and deploys the drogues.
On removal of the barostatic time-release unit baulk and after the delay (1.5 sec. ± 0.1) has elapsed, the
cartridge is fired to free the drogue shackle. The gases simultaneously operate the harness release system
freeing the occupant from the seat. The drogues withdraw the main parachute, which develops and lifts the
occupant and survival pack from the seat.

ENVIRONMENTAL CONTROL SYSTEM

The environmental control system provides air for:

• cockpits heating/cooling
• ventilating
• pressurizing
• windscreen and canopy seals inflating
• windscreen rain dispersal and windscreen wash
• windscreen de-icing
• windscreen and canopy de-misting
• forward, rear, spine, and radar equipment compartments, anti-g system and wing slot
sealing cooling/pressurizing.

CABIN AIR CONDITIONING SYSTEM

A high pressure, high temperature air supply is bleed from the 4th stage of the high pressure compressor of
each engine.
This bleed air is directed through non-return valves, and then, with the AIR SYSTEM MASTER switch on the
environmental control panel in the ON position and one or both engines at or above 59% NH, the air system
master valve opens to allow air to enter the system.
The air is then routed through a pressure reducing valve to a primary heat exchanger, which reduces the
temperature. Air flow through the heat exchanger is controlled by a by-pass temperature control valve. The
air is further cooled by a cold air unit and a secondary heat exchanger to the temperature selected by the
pilot. In the event of ice forming in the cold air unit outlet, a signal from a differential pressure switch causes
the temperature control valve to temporarily increase the amount of air by-passing the cold air unit and
secondary heat exchanger until the ice melts. Before the air enters the equipment compartments and the
cockpits, water is extracted from the air. Below certain airspeeds, ejector, located in the cooling air outlet
ducts of the heat exchangers, will induce adequate cooling air flow through the heat exchangers. The
primary heat exchanger ejector will operate below 190 kt and that of the secondary below 170 kt.
Overtemperature or overpressure conditions in the system result in closure of the air system master valve.
Cabin Air Distribution
The air is routed through the normally open cabin air shut-off valve controlled by the CABIN HEAT control
knob on the environmental control panel to the cabin. The air is distributed through outlets and after
embodiment of mod. 00924 to the headrest of each ejection seat.
Cabin Temperature Control
Cabin temperature is controlled automatically between 5 degrees C and 30 degrees C by setting the CABIN
HEAT control knob within the AUTO range between COLD and HOT, thus operating the temperature control
valve. Cabin temperature between 3 degrees C and 45 degrees C may be achieved by selecting the CABIN
HEAT control knob in the MAN sector between COLD and 110T. Setting the CABIN HEAT control knob to
OFF closes the cabin air shut-off valve, therefore the temperature control valve runs to the "fully cold"
position (2 degrees C) to ensure that cold air is supplied only to the equipment compartments. In the event of
ice forming in the cold air unit outlet, a signal from a differential pressure switch causes the temperature
control valve to temporarily increase the amount of air by-passing the cold air unit and secondary heat
exchanger until the ice melts. Overheat, underheat and ice protection are not provided when temperature is
under manual control.
Equipment Cooling
With the engines running and the cabin air shut-off valve open, the front equipment compartment is cooled
by air, discharged via the cabin pressure control valve. If the cabin air shut-off valve is closed, the air is
routed to the front equipment compartment via the cabin by-pass shut-off valve. The rear and spine
equipment compartments are cooled by air taken from downstream of the water separator.
The equipment compartments are cooled by cooling fans powered by XP1 which operate:

• with the AIR SYSTEM MASTER switch set to ON and both engines running at less than 60% NH.

• with the AIR SYSTEM MASTER switch to EMERG RAM AIR.

PRESSURIZATION SYSTEM
Cockpits, canopy and windscreen sealing, wing slot sealing, anti-g suits, and radar are pressurized by the
pressurization system. Pressure in the cockpits is controlled by a cabin pressure control valve. When the
aircraft is below 5000 feet, the valve automatically maintains an unpressurized condition in the cockpit. When
the aircraft is above 5000 feet a differential pressure is maintained up to 40.000 feet. The differential
pressure of 36:2 kPa (max) obtained at 40.000 feet is maintained constant at higher altitudes.
A cabin pressure control valve, functioning as a safety and inward relief valve, controls the cabin pressure at
a nominal 40 kPa above ambient pressure. If ambient pressure exceeds cabin pressure the safety and
inward relief valve opens to allow pressure compensation.
Emergency Ram Air
An emergency ram air scoop, controlled by the AIR SYSTEM MASTER switch in the EMERG RAM AIR
position, will admit air into the crew compartments and avionic equipment bays in the event of loss of cooling
and pressurization air.
Wing Slot Sealing
A slot is obtained on each side of the fuselage to accommodate the inner rear part of the wing when they are
swept back. Aerodynamic scaling is assured by two pneumatic bags for each wing.
These bags are inflated with air pressure supplied through pressure reducing valve and automatically.
controlled by shut-off valves. Each shut-off valve is controlled by a temperature sensor, which closes the
valve in the event of too high air temperature (135 degrees C).
Anti-g Valves
The anti-g valves, one in each cockpit, control air delivery to the anti-g suits. Air is tapped from upstream of
the cabin temperature valve, passed through an on/off valve, an anti-g valve, and delivered to the suit via a
personal equipment connector (PEC). The on/off valve is pushed fully forward to on. Below 2 g no air passes
to the suit: Above 2 g, the anti-g valve will control the suit pressure to a maximum pressure of 82.5 kPa.
A rubber capped test button on the anti-g valve is used to test the serviceability of the valve.
Radar Pressurization
The nose radar pack is pressurized by air, tapped from the rain dispersal supply. The system incorporates a
non-return valve, a combined pressure reducing/relief valve, and an air dryer.
Windscreen Rain Dispersal

Rain dispersal consists of two complementary systems, a chemical rain repellent and a system using warm
air. The screen is coated with a rain repellent chemical as part of routine scheduled maintenance. The
repellent is adequate above 200 knots. During low-speed flight, rain may be dispersed by warm air, directed
over the outer surface of the screen. The air is tapped from upstream of the cabin temperature control valve
and is supplied to the rain dispersal nozzle at the base of the windscreen, via the electrically operated rain
dispersal control valve.

Windscreen Wash

The windscreen washing system consists of a pressurized 2,5 liters bottle in the front equipment
compartment, which feeds washing fluid through an electrically operated shut-off valve to spray jets in the
rain dispersal nozzle. The bottle is pressurized by air tapped from the rain dispersal supply via an air
pressure reducing valve, a non-return valve and a windscreen washer bottle deflation valve, operated by the
bottle filler cap.

AVIONIC EQUIPMENT COMPARTMENT COOLING

Before engine starting, with the AIR SYSTEM MASTER selected to ON or EMERG RAM AIR and with AC
online, cooling air is drawn into the equipment compartments by fans supplied from No. 1 AC busbar. The
external ambient air is drawn via pressure boxes except for the rear compartment which uses a shut-off
valve. To warn of a likely equipment overheat due to non-operation of the fans, a warning horn in the right
landing gear bay sounds 2 minutes after an undervoltage in the AC supply to the fans is detected (AC not
online) if the DC essential busbar is live and engine bleed air pressure is below 50 kPa: Post mod. 00859, in
addition to the warning horn, the ECS caption comes on immediately if AC is not online.
When the AIR SYSTEM MASTER is selected to ON, either engine is running above 59% NH, and the air
system master and cabin shut-off valves are open, the front and nose equipment compartments are supplied
with cooling air discharged via the cabin pressure control valve. If the cabin shut-off valve is closed, cooling
air is routed to the front and nose equipment compartments through the cabin by-pass valve. The rear and
spine equipment compartments are supplied with cooling air tapped from the main supply between the water
extractor and cabin shut-off valve. When both engines are below 59% NH with the AIR SYSTEM MASTER
selected ON, the air system master valve automatically closes, and equipment is cooled via the cooling fans
in the equipment compartments. When engines are running with EMERG RAM AIR selected the equipment
is cooled via the cooling fans in the equipment compartments irrespective of NH value.
ANTI-ICING AND DE-ICING SYSTEM
The engine air intakes are fitted with a de-icing system to ensure that no degradation in engine performance
occurs during flight in icing conditions. The cockpit transparencies can be kept clear in all conditions of flight
by systems which include windscreen anti-icing and anti-misting, canopy anti-misting, windscreen rain
dispersal and windscreen wash.
Engine Intake De-Icing

The engine intake de-icing system includes an independent electrical control unit for each intake. With the
system in operation the intake leading edges are heated continuously by heater mats, which initially de-ice,
and subsequently prevent ice formation on the intake lips. The areas behind the leading edges and the wall
of the rear damper fairings are de-iced by cyclically heated mats.

Windscreen Anti-Icing and De-Misting

The primary method of anti-icing and anti-misting the center windscreen and quarter panels is by electrical
gold film heaters, incorporated between the transparency laminations. Because the quarter panel heaters are
intended primarily for anti-misting, they are less effective and consume less power than the center
windscreen heater.

The heaters are controlled by the W/SCREEN HEATER switch on the rapid take-off panel via control circuits,
which automatically regulate the temperature of the outer surfaces. Two normal control circuits are installed,
one for the center windscreen and the second for both quarter panels, each being backed up by an overheat
control circuit, which regulates at a higher temperature should the normal circuit fail. The center windscreen
control circuit incorporates an oleo relay, which ensures that full heater voltage is not applied on the ground,
thus reducing the risk of damage due to thermal shock. A standby windscreen de-misting system is provided
using warm air, tapped from the rain dispersal supply. The air supply is directed onto the inner surfaces of
the windscreen and quarter panels via a shut-off valve, controlled by the STBY W/S DEMIST switch on the
environmental control panel.
Canopy De-Misting

The canopy dc-misting system uses warm air, tapped from upstream of the cabin temperature control valve.
The air is directed onto the canopy inner surface via an electrically operated shut-off valve. The shut-off valve
is controlled by the CANOPY DEMIST - ON/AUTO/OFF switch on the environmental control panel.

ENVIRONMENTAL CONTROL SYSTEM CONTROLS AND INDICATORS

Environmental Control Panel
The environmental control panel, located on the right hand console of the front cockpit, contains the following
controls and indicators.

CABIN HEAT CONTROL KNOB

A rotary switch marked CABIN HEAT CONTROL, which controls the cabin temperature. The control switch
rotates from the OFF position around an AUTO or MAN scale. Each scale is graduated between COLD and
HOT.

CABIN PRESSURE ALTITUDE INDICATOR

 A cabin pressure altitude indicator, graduate from
0 to 50.000 feet in 1000 feet stages, to indicate
cabin equivalent altitude.

AIR SYSTEM MASTER SWITCH

A three-position toggle switch marked AIR
SYSTEM MASTER - ON/OFF RESET/EMERG
RAMAIR, controls the air supply to the systems.

ON
If both engine speeds are below 59%
NH, the equipment
compartment fans are
switched on. If either or
both engines are running
at or above 59% the
cooling fans are
switched off and the air
system master valve will
open.
OFF
Electrical supply to the air system
master.
RESET
Valve interrupted, i.e., valve closes. In
the event of valve
closure due to an
overtemperature or
overpressure condition,
an attempt may be made
to reopen the valve by
setting OFF RESET,
then returning the switch
to ON.
EMERG RAM AIR
Emergency ram air valve actuated and air scoop
opened with ground cooling fans activated. Air
system master valve selected to close. The
equipment compartment cooling fans are
switched on. In this position the following
services are lost:

• Wing slot sealing

• Anti-g suit supply

• Radar pressurization
• Windscreen rain dispersal and wind-
screen wash

• Windscreen de-icing

• Windscreen and canopy de-misting

NOTE for Microsoft Flight Simulator:

Windscreen wash and rain dispersal switch are not operational in this MSFS rendition.

WINDSCREEN WASH PUSHBUTTON

A pushbutton, marked W/S WASH, controls the operation of the windscreen washing system. If the button is
momentarily pressed and released, a time delay facility will supply windscreen wash for 3 secs. If the button
is pressed and held, the wash operation is continuous.
RAIN DISPERSAL SWITCH
A two-position toggle switch marked RAIN DISPERSAL — ON/OFF. When set to ON, the switch opens a
shut-off valve, and hot air is delivered to the base of the windscreen via the windscreen wash nozzle
assembly.
STANDBY WINDSCREEN DE-MIST SWITCH
A two-position toggle switch marked STBY W/S DEMIST — ON/OFF. In the event of a failure of the main
windscreen heating system, with the switch set to ON, hot air is supplied to the windscreen and quarter panel
de-misting spray heads.

INTAKES ANTI-ICE TEST PUSHBUTTON/INDICATOR

Pre mod. 00629 — Not operative
Post mod. 00629
The anti-icing system serviceability may be tested on ground or in flight provided that the INTAKES ANTI-ICE
switch is in the AUTO position. To perform a Bite test, the pushbutton/indicator labelled INTAKES ANTI ICE-
TEST shall be pressed. The green indicator illuminates for approx. 3 secs. If a malfunction in the intakes
anti-ice system is detected during the test period, the respective INTAKES ANTI ICE-FAIL indicator will
illuminate.

INTAKES ANTI-ICE FAIL INDICATOR

Two amber lights marked INTAKES ANTI ICE — LEFT-FAIL/RIGHT-FAIL illuminate to indicate partial failure
of, or shut down of, the intakes anti-ice system (with the intakes anti-ice switch in the AUTO or ON position).

INTAKES ANTI-ICE SWITCH

The intakes anti-ice switch is a three-position toggle switch, marked INTAKES ANTI ICE —ON/AUTO/OFF. It
controls the mode of operation of the intakes anti-ice system.

ON Ice protection system for both engine intakes is initiated,

provided that the oleo relay is in the "flight" position
AUTO Not operative.
Post mod. 00629.
Automatic ice detection system is enabled. The ON
position shall not be used.
OFF Ice protection circuits are switched off

CANOPY DE-MISTING SWITCH

The canopy de-misting switch is marked CANOPY DEMIST — ON/AUTO/OFF.

ON The canopy de-mist control valve is selected open

AUTO Automatic operation controlled by a de-mist temperature
sensor
OFF The canopy de-mist control valve is selected close

Windscreen Heater Switch

The rapid take-off panel in the front cockpit carries a two-position toggle switch marked W/SCREEN
HEATER and has two positions FLIGHT and OFF.

FLIGHT Power is applied to the center windscreen and both side

screen quarter panels heaters.
OFF Power to the heaters is switched off.

The switches on the rapid take-off panel can be set to the FLIGHT position either individually or by use of the
RAPID TAKE-OFF ganging lever; the OFF position can only be selected individually.

OXYGEN SYSTEM

The oxygen system consists of a main (liquid) system, located in the left side of the fuselage, and an
emergency (gaseous) system on the rear of each ejection seat.
MAIN OXYGEN SYSTEM
The main oxygen system supply consists of a 10 liters liquid oxygen converter, which converts the liquid
oxygen to 7600 liters of gaseous oxygen, a warming coil, which heats the gas to a temperature suitable for
breathing, two connector assemblies, two shut-off valves on individual service units, and a regulator,
attached to the forward face of each personal equipment connector (PEC).
From the regulator, the oxygen or the air-oxygen mixture passes back into the PEC and then through a
flexible hose and mask socket to each crewmember's breathing mask.
A two-position sliding control on the regulator provides for selection of air mix or 100% oxygen supply.
In addition, a two-position yellow and black striped ring grip, when pulled, selects the emergency oxygen
supply and the 100% oxygen regulator. Each service unit contains a flow sensor, a pressure switch and a
pressure reducing valve. A transducer between the service unit and the regulator, supplies a pressure
reading to the crash recorder.
The oxygen converter may be recharged in the aircraft or replaced readily by a full unit.

EMERGENCY OXYGEN SYSTEM

The emergency oxygen system consists of two oxygen, bottles, one bottle on each seat (70 liters of gaseous
oxygen), a pressure reducer and a pressure gage. The system can be activated by pulling a ring grip of the
emergency oxygen selector on the left side of the seat pan. Pulling the grip selects the oxygen regulator to
100% oxygen delivery.
Automatic selection takes place as the ejection seat rises during ejection.
The emergency oxygen bottle may be recharged in situ. Each bottle provides a 3–4-minute supply of 100%
oxygen.

OXYGEN SUPPLY SYSTEM CONTROLS AND INDICATOR

Oxygen Shut Off Cock

An oxygen shut off cock is a two-position toggle switch, marked ON/OFF and controls the supply of oxygen
to the regulator in the associated cockpit.
Oxygen Regulator
The oxygen regulator, situated on the left side of the seat pan, comprises an air mix demand-type regulator,
located in a common housing, plus a pressure compensated dump valve for both regulators. A selector on
top of the oxygen regulator operates a change-over valve to open the supply passage to whichever regulator
is required. In cases of sudden pressure increases in the oxygen mask delivery, rapid decompression or
regulator failure, the dump valve relieves to ambient. The air mix regulator delivers an oxygen/air mixture.
The ratio is determined by an aneroid-operated air inlet valve and thus varies according to cabin altitude.
With increasing altitude, the valve. reduces the air percentage until, at 32.000 feet it is closed and 100%
oxygen is delivered.
Below 15.000 feet, delivery is at ambient pressure. Between 15.000 feet and 38.000 feet, delivery is made at
a slight pressure (termed safety pressure). Above this upper level, pressure breathing is introduced, with
pressure increasing linearly with altitude up to 50.000 feet.
Between 0 and 38.000 the 100% 02 regulator delivers 100% at a slight pressure (also termed safety
pressure). Above this upper level, pressure breathing is introduced, with pressure increasing linearly with
altitude up to 50.000 feet.
A spring-loaded push button on top of the regulator is used to test regulator delivery and confirms that the
crewmember's mask is correctly fitted. For test the regulator selector shall be set to AM. The two-position
sliding control, spring-loaded to both positions, marked AM/100, selects either the air mix or the 100%
oxygen regulator.
Main Oxygen System Contents Indicators and Test Button
The main oxygen system contents indicators are single needle indicators which are graduated in 2-liter
divisions from 0 to 10 with a green sector before the 0 and a red sector beyond the 10.
Each indicator receives a signal from a contents probe located in the liquid oxygen (LOX) converter. An
unserviceable probe is indicated when the indicator needle enters the red sector. A test button labelled OXY
TEST, when pressed, drives the needle into the green sector to prove indicator serviceability.
In addition, a filling point indicator, located on the left hand side of the LOX converter, is identical to the
cockpit indicators with the exception of a yellow/gold "full" indication adjacent to the 10 liter mark.

Oxygen Flow Indicator

Two magnetic indicators are marked OXY-FRONT and REAR. The indicators enable the oxygen flow to be
monitored. The indicators show black and white stripes when no oxygen is flowing, and white oxygen is
being drawn.
Emergency Oxygen Pressure Indicator
Located on the left side of the seat pan in each cockpit, a single-needle pressure indicator indicates the
contents of the emergency oxygen bottle. The gage dial is divided into two sectors, one outlined in orange
and marked REFILL and the second outlined in green with a radial green band to indicate "full".
Central Warning Panel OXY Caption
A red OXY caption on each cockpit central warning panel illuminates when the pressure in the main oxygen
system falls below 290 Pa, or when an oxygen shut-off valve is at OFF with electrical power on the aircraft.

LIGHTING SYSTEM

The lighting system is divided into external and internal lights.

EXTERNAL LIGHTING
The external lights include navigation, obstruction, formation, anti-collision, landing, and taxi lights, controlled
by switches on the external lights panel in the front cockpit. A ganging bar, on the external lights panel,
allows the navigation, obstruction, formation, and anti-collision lights to be simultaneously switched off. A
flight refueling PROBE LIGHT is controlled by a switch on the press-to-transmit switch panel in the rear
cockpit.
Navigation Lights
The navigation (position) lights consist of a red light, located on the outboard side of the left engine air intake,
a green light on the outboard side of the right engine air intake, and two white lights (combine
navigation/obstruction lights) one on each side of the trailing edge of the upper fin. All lights are controlled by
the NAV — ON/OFF switch on the external lights panel. The lights can be controlled and selected to two
levels of brilliance, and either flashing or steady by the NORM/DIM and FLASH/STEADY switches on the
same panel.

NOTE
With navigation light ON and selected to FLASH, the fin lights do not flash if the obstruction lights are
selected ON.

NOTE for Microsoft Flight Simulator:

Flash functionality is not completely implemented in MSFS, and will only affect the projected lights.

The navigation lights are supplied from the AC busbar 2.

Obstruction Lights
The obstruction lights consist of a red light on the left wing tip, a green light on the right wing tip and a white
light (combined navigation/obstruction light) on the trailing edge of the upper fm. The obstruction lights
consist of a red light on the left wing tip and a green light on the right wing tip. The lights are controlled by the
OBST — ON/OFF switch and are supplied from the maintenance busbar.
Formation Lights
Two violet formation lights are installed on the upper and lower surface of each outer wing and controlled by
the FORM — ON/OFF switch and supplied from the DC busbar 1.
Anti-Collision Lights
Two red anti-collision strobe lights are installed, one on the upper center fuselage and one on the lower from
fuselage. Each light produces a beam, giving between 80 to 100 flashes per minute. The lights are controlled
by the A/COLL-ON/OFF switch.
Landing/Taxi Lights
The landing lights are installed, one on each main landing gear door, and a single taxi light on the nose
wheel strut. A three-position toggle switch, marked LAND/OFF/TAXI, controls the lights and ensures that the
landing and taxi lights cannot be selected together. The left landing light is supplied from the AC busbar 1
and the right landing light and taxi light from the AC busbar 2. Power to all three lights is only available, when
the landing gear selector lever is in the DOWN position. The landing lights have a maximum operating period
of 30 minutes, followed by a compulsory 15-minute cooling period.
Flight Refuel Probe Light
A floodlight is mounted on the flight refueling probe to facilitate inflight refueling at night. The lamp brightness
is controlled by the REFUEL PROBE LIGHT switch located on the refuel probe light control panel in the rear
cockpit. The light can only be used, when the PROBE switch on the fuel control panel is set to OUT or
EMERG OUT.
INTERNAL LIGHTING
Internal lighting of the front and rear cockpit is provided by floodlight, anti-dazzle lights, and wander lamps.
Instrument and control panels are illuminated by filament lamps, pilar lamps, and electroluminescent panels.
Power for instrument lamps is supplied from the XP1 and XP2 AC busbar. Power for front and rear cockpit
lighting is supplied from PP2, PP3 and PP4 DC busbars.
Floodlights
Red floodlights, controlled by the FLOOD-FRONT PANEL and FLOOD CONSOLES rotary dimmer switches
on the internal lights panel, illuminate the main instrument panels, the left and right quarter panels, and both
consoles in both cockpits. The red floodlight over the rear cockpit CRPMD is controlled by the rear cockpit.
FLOOD-CONSO LES dimmer switch. All floodlights are supplied from the PP3 DC busbar. A dimmer switch,
labelled WAMS located on the instrument dimmer switch panel controls the intensity of the indications in the
pilot's WAMS control switches.
Anti-Dazzle Lights
High intensity floodlights are installed in the front and rear cockpit to illuminate the main instrument panels
when required. These lights are controlled by the ANTI-DAZZLE-BRT/OFF/DIM switch,
located on the miscellaneous switch panel and power is supplied from the PP2 DC busbar. The floodlights
are normally used during thunderstorm conditions or when instrument panel illumination is inadequate.
Wander Lamps
Wander lamps are fitted in the front and rear cockpit and are supplied with power form the battery busbar.
For emergency illumination is provided a secondary mounting. The front barrel of the lamp can be rotated to
any one of four positions to provide a red or white light with a spot or floodlight beam. The intensity is
controlled by a knurled ring at the rear. A flasher button at the rear of each lamp provides full brilliance
regardless of the position of the knurled ring.

NOTE for Microsoft Flight Simulator:

Wander lamps are not functional in MSFS.

Pillar Lights
Pillar lighting for the clock in each cockpit is controlled by the relevant INTEGRAL-INSTRUMENTS rotary
dimmer switch. Power is supplied from the XP1 AC busbar.
Integral and Electroluminescent Lighting
The integral lighting of the HUD control panel and the left anti-glare shield is controlled by the EL rotary
dimmer switch on the instrument dimmer switch panel.
The integral lighting of the AOA indicator and the accelerometer in the front cockpit is controlled by the HEAD
UP INST rotary dimmer switch on the pilot's hand controller panel.
All electroluminescent lighting together with the integral lighting of instruments and indicators of the consoles,
is separately controlled by the INTEGRAL-CONSOLES dimmer switches in each cockpit. Power to the
integral and electroluminescent lighting is supplied from AC Busbar 1
CCS Station Box Lights
The COMMS rotary dimmer/switch located on the internal lights panel controls the DC power supply and the
intensity of the integral illumination of the communications control equipment station box and the IFT control
unit. It also controls the lighting of the IFF control panel. Power is supplied from the PP1 DC busbar.
Lamps Test
A lamp test facility is provided in each cockpit to test the filaments of all indicator lights, warning lights and
integrally illuminated push buttons on the instrument panels and consoles. The FRONT PANEL switches,
when set to TEST, check the lights on the main instrument panels, quarter panels and antiglare shields in the
respective cockpit. The CONSOLES L and R switches (2) on the same panel, when set to TEST, check the
lights on the appropriate console in the respective cockpit.
COMMUNICATION EQUIPMENT

Communication equipment consists of the following units:

• Communication Control System (CCS) Panel
• V/UHF Radio
• Remote Frequency/Channel Indicator (RFCI)
• UHF Emergency Radio
• LIF/SSB Radio
• Pilot's Hand Controller (PHC) Panel
• Groundcrew Connector
• Telebriefing Connector
• PTT Controls
• Cockpit Voice Recorder (CVR)
CCS PANEL
NOTE for Microsoft Flight Simulator:

CCS functionality is limited to COM radio and Navaids audio – most of the switches and knobs can be
operated but have no function in the game.
Most of the content of this paragraph is provided for information only.

The CCS panel enables correlation of audio signals produced and/or received by the aircraft. The CCS
consists of two identical control panels (one in the front cockpit and the other one in the rear cockpit), a
junction box, a groundcrew jack box with intercommunication connector, a telebriefing connector and three
independent press-to-transmit (PTT) switches, two in the front cockpit and one in the rear cockpit. Control
panel facilities are provided for each crewmember of take over control of the V/UHF communication.
A voice operated switch (VOS) is available in each cockpit. The VOS allows intercommunication (I/C)
between both cockpits without operating any control elements. Speaking into the microphone automatically
keys an amplifier and establishes I/C audio contact.
The groundcrew connector permits the use of a headset outside the aircraft to provide I/C between aircrew
and groundcrew. By pressing his press-to-speak (PTS) button, the ground crewman is able to communicate
with the aircrew. By setting the MUTE/NORM/CALL toggle switch to. CALL position either member of the
aircrew is able to contact the groundcrew. The CCS operates on 28 V DC from the PP3 essential busbar.
All audio warnings produced by various aircraft systems and identification signals from radio navigation aids
are routed to the aircrew headsets. Volume of radio navigation aids can be adjusted by volume controls on
the relevant control panels. Aircraft system warnings are transmitted at an audio level sufficiently high
enough to attract the crew's attention.
To gain complete control of the V/UHF transceiver and UHF Communication Antenna switch from a particular
cockpit, the PUSH TO CONTROL button on the CCS control panel in that cockpit shall be pressed. The
PUSH TO CONTROL lamp on the CCS panel in that cockpit which has taken over control is then Operating
mode and frequency, or channel required can only be selected on the activated V/UHF control panel. On the
non-activated V/UHF control panel the frequency display is blanked. The required antenna for UHF band
communications may be selected by the UHF Antenna Selector on the CCS control panel. V/UHF volume is
controlled on both CCS controls panels individually for each cockpit.
CCS Panel Controls
CCS panel controls are shown in figure. Panels are identical in front and rear cockpits. Functions are as
follows:

INTERCOMMUNICATION VOLUME CONTROL (IC)

A rotary control adjusts the volume of intercommunication audio signals. Volume cannot be fully reduced to
zero.

MISSILE VOLUME CONTROL (MSL)

A rotary control which adjusts the volume of A/A missile audios. (Post Mod. 01742 MSL volume control does
not change its function).
COMBINED PUSHBUTTONS/ROTARY CONTROLS
Four pushbutton/rotary controls labelled PUSH: CVR, EMERG, HF, V-UHF. Operating principles for these
four controls are identical. When pushed in:
Four pushbutton/rotary controls labelled PUSH: CVR, EMERG, HF, V-UHF. Operating principles for these
four controls are identical. When pushed in:

CVR CVR notebook facility will be selected.

EMERG UHF emergency radio transmitting facility and modulation line will be selected, and
equipment will be switched on, irrespective of ON/OFF switch

HF HF transmitting facility and modulation line will be selected

V-UHF V-UHF transmitting facility and modulation line will be selected

A second press cancels all facilities, respectively disable's transmitting of the UHF emergency radio. Turning
the controls adjusts volume. The pushbuttons are illuminated white when pressed in, provided that the
COMMS switch on the INTERNAL LIGHTS panel is on.

CHANNEL OVERRIDE SWITCH (GUARD)

A switch with two positions, GUARD and 1-4. Placing the switch in either cockpit to GUARD selects the
emergency frequency on the UHF emergency transceiver and permits radio communication on GUARD only.
Placing the switch to 1-4 in both cockpits allows selection of any one of four available channels, on the UHF
emergency transceiver.

V/UHF CHANGEOVER PUSHBUTTON (PUSH TO CONTROL)

A pushbutton combined with a green integrated indicator lamp. Pushing the button in activates the V/UHF
control and the UHF antenna selector in the relevant cockpit and the green indicator PUSH TO CONTROL
illuminates to show that the V/UHF transceiver is controlled from that cockpit. Post mod 01661: pressing
either PUSH TO CONTROL button transfers control to or from either cockpit. The green light is on in the
cockpit which has control.
UHF ANTENNA SELECTOR (UPPER/LOWER ANT)
A two-position toggle switch. Placing the switch to UPPER connects the upper UHF antenna to the V/UHF
transceiver and the lower antenna to the UHF emergency transceiver. Placing the switch to LOWER
reverses the connections. Functioning of this control is dependent on the position of the V/UHF changeover
pushbutton PUSH TO CONTROL.

TELEBRIEF BUTTON (TELEBRIEF)

A combined pushbutton/indicator lamp. The amber indicator illuminates when the telebrief landline is
connected to the aircraft. Pressing the TELEBRIEF pushbutton keys the relevant aircrew microphone for
telebrief and inhibits all transmitting functions and the groundcrew contact (Pre Mod. 01742).

ILS VOLUME CONTROL (ILS)

A rotary volume control knob (not operative).

TACAN VOLUME CONTROL (TACAN)

A rotary volume control knob, for adjustment of the TACAN audio volume. Volume cannot be reduced to
zero.

RADAR WARNING VOLUME CONTROL (RADAR WARN)

A rotary volume control knob marked RADAR WARN, which adjusts the volume of pulse repetition frequency
(PRF), new threat and missile attack radar warning tones.

AMPLIFIER SELECTOR (1/1 + 2/2)

A three-position toggle switch, normally in 1 + 2 position (both amplifiers on). If one amplifier fails, back-up
operation can be established by placing the switch to either position 1 or 2.

COCKPIT VOICE RECORDER TAPE TRACK SELECTOR (TRK1/OFF/TRK2)

A three-position toggle switch. Placing the switch to either TRK1 or TRK2 selects the appropriate CVR tape
track for replay. In OFF position the CVR replay audio in the relevant cockpit is shut off.

RADIO OVERRIDE SWITCH (NORM/CALL/MUTE)

A toggle switch with the positions:
NORM/CALL/MUTE, spring loaded to NORM, and has the following functions:

NORM
The communications system operates normally, and all audio signals are routed to both headsets. Intercom
operates between cockpits with audio volume independently adjustable at CCE control panel. If the notebook
facility (CVR) is in operation or any PTT button is pressed, intercom between front and rear cockpit is
inhibited.

CALL
With the switch held in this position the CALL function overrides the VOS and I/C volume controls, and
establishes audio contact between cockpits at max volume.

MUTE
With the switch held in this position, all audio signals to both cockpits are inhibited with the exception of
V/UHF Guard and audio warnings, the switches in the front and rear cockpit operate in parallel.

CGS OPERATION
Transmission may be made from either cockpit by pressing a PTT button or by activating the
TRANSMIT/OFF switch on the miscellaneous switch panel in the rear cockpit.
The UHF emergency radio may be activated by pilot selection on the UHF emergency control panel or by
either crewmember pressing the EMERG button on the CCS control panel. Transmit/receive facilities are
available to both cockpits on the set frequency.
Recording facility are provided by the CVR. The pilot's voice is recorded on track 1 and that of the navigator
on track 2. With the CVR pushbutton on the CCS control panel in the de-selected position (i.e., "out"), the
CVR will record all audio signals occurring in the crewmembers’ headsets. Depressing the CVR pushbutton
on a CCS panel inhibits intercom and during recordings from that cockpit all audio signals, except that
crewmember's voice, are inhibited.
V/UHF RADIO
The V/ UHF transceiver is the main radio equipment which provides voice communication in the VHF band
and in the UHF, band also providing simultaneous monitoring of the relevant distress frequency. During UHF
communications the equipment operates in combination with the UHF Communications Antenna Switch Unit:
during VHF communications the radiofrequency is routed through the V/ UHF Upper Antenna. Control is with
the cockpit in which the CCS panel PUSH TO CONTROL lamps is illuminated, however, the receive
functions are available to both cockpits.
The transmitter/transceiver, located in the rear avionics compartment, operates in the VHF frequency hand
and the UHF frequency band.
V/UHF Control Panel
A V/UHF control panel is installed in each cockpit: controls are identical. The function of each control is as
follows:

CHANNEL LOADING SWITCH

A switch labelled SET CHAN which shall be rotated clockwise and pressed to load the frequency, set by the
frequency selector, into the channel seat at the channel selector.

FREQUENCY SELECTORS
Four rotary controls (six digits) used for manual selection of frequency shown on the frequency display.

FREQUENCY DISPLAY
A seven bar six-digit display which shows, in MHz units, the frequency set by the frequency selectors of the
frequency of the channel selected by the CHAN selector.

TEST BUTTON
A pushbutton labelled TEST to initiate the Interruptive BITE sequence appropriate to the mode selected.

SQUELCH SWITCH
A two-position toggle switch labeled SQL/OFF. Selection to SQL results in a reduction of the received noise
level.

MODE SELECTOR
A five-position rotary switch with the following functions:

OFF The power supplies are disconnected. This position is guarded to prevent inadvertent
selection.

T/ R The Main Transmitter/ Receiver of the equipment is activated.

T/ R+G The Main Transmitter/Receiver and a Guard Receiver are activated.

DF When a VHF frequency is selected, the Main Transmitter Receiver is activated. When a UHF
frequency is selected the UHF/ADF equipment, and the Main Transmitter/Receiver is
activated.

TEST CU+G Enables Interruptive BITE to be carried out on the Control Unit and the Guard Receivers

CHANNEL SELECTOR
A rotary switch labelled CHAN with the following twenty positions:

M
The Main Transmitter/Receiver is tuned to the frequency shown on the Frequency Display.
1-17
Allows 17 channels to be preset and selected as required
Gu
The Main Transmitter/Receiver is set to the UHF distress frequency (243,0 MHz).
Gv
The Main Transmitter/Receiver is set to the VHF distress frequency (121,5 MHz).
V/UHF RADIO OPERATION

V/UHF Bite
The BITE provides interruptive monitoring of V/UHF equipment. The BITE circuits are controlled by the TEST
button on CU, the function selector, SENS switch, CHAN switch and a PTT switch. Circuits within a CU
check that the displays on both CU and RFCI are serviceable and that the channel store within the CU is
serviceable. The BITE circuits are only functional within the selected CU. Circuits within the RX/TX check the
transmitter power output and modulation depth, main and guard receiver sensitivity.
To take control of the V/ UHF transceiver and of the UHF Communications Antenna Switch Unit, the V/UHF
changeover pushbutton on the Comms CP shall be pressed: the integral green indicator will illuminate to
confirm that the control is taken in that cockpit. To switch on the V/ UHF Transceiver the mode selector shall
be set to any position except OFF. The required frequency is selected either, by positioning the channel
selector at the corresponding channel number or by setting the channel selector to position M and using the
manual frequency selectors to set the required frequency on the frequency display. When normal
transmission and reception is required the mode T/R shall be selected; when, in addition, monitoring on the
distress frequency is desired, the mode T/R +G shall be selected. If a UHF frequency is selected, the UHF
antenna selector shall be positioned in such a way to get the best signal. The received audio level is
adjusted using the V/ UHF Control on the Comms CP. The Sensitivity switch on the CU should normally be
used in the SQL position; the OFF position should be selected when the signal strength falls below an
acceptable level notwithstanding UHF Antenna Selector operation. During any equipment function and
independently of the CU in use, the Pilot is able to check the operating frequency by using the RFCI.
Channel/Loading
To load a frequency in a channel, set the channel selector to the required channel number. Select the
required frequency by using the Frequency Selector, press and turn clockwise the SET CHAN switch. To
confirm that the frequency is correctly, loaded into the memory, the pilot shall press the FREQ button on the
RFCI: the frequency will appear in the Display. The display shows the number of the channel selected when
the FREQ button is released.
Channel Selection
Set mode selector knob to T/R, T/R + G and rotary switch CHAN to M. In this manner the Main
Transmitter/Receiver is tuned to the frequency shown on the Frequency Display and controlled by the four
Frequency Selectors Knobs.
REMOTE FREQUENCY/CHANNEL INDICATOR (RFCI)
The remote frequency/channel indicator functions in association with the V/UHF radio control panel, and
enables the pilot to monitor the frequency in use, regardless if selected in front or rear cockpit. Presentation
is made by a five-digit display with decimal point for frequency display, and with the prefix CH and two-digit
channel number, when acting as a channel display. A rotary control marked DIM is used to control display
brightness.

UHF EMERGENCY RADIO

The UHF emergency radio equipment provides two away air-to-air-to ground communication and has four
preset channels (1 4), and one GUARD channel. The equipment can also be used in case of equipment
failure.
Power to the UHF emergency radio is supplied from the PP3 DC busbar.
UHF Emergency Radio Control Panel
These controls function as below:

ON/OFF SWITCH KNOB (ON/OFF)

A two-position rotary switch which controls the power supply to the UHF emergency radio.

CHANNEL SELECTOR SWITCH KNOB (GUARD)

A five-position rotary switch with the following positions:
o 1-4 selects one of four pre-set channels.
o GUARD selects a channel pre-set to the international emergency frequency.

UHF Emergency Radio Operation

To receive, the required channel is set with the UHF channel selector switch. In addition, the ON/OFF switch
shall be set to ON, or alternatively the EMERG pushbutton on one of the CCS control panels shall be
pressed.
To transmit, the EMERG pushbutton on the CCS panel and one of the PTT- buttons shall be pressed.
Alternatively, UHF communication on the international emergency frequency may be established by selecting
the channel override switch on either CCS control panel to GUARD, and provided that the EMERG
pushbutton on one of the CCS control panels is depressed, transmission may be made through the PTT
pushbuttons.
PRESS-TO-TRANSMIT CONTROLS
V/ UHF and UHF emergency transmission can be initiated from one of the following PTT switches:

Front Cockpit: Control Stick Grip

Throttle Lever
Rear Cockpit: Control Stick Grip
Throttle Lever (only IT)
Miscellaneous Switch
Panel (only IS)

An UHF antenna switching unit provides changeover switching between the upper and lower UHF antennas
and the main V/UHF emergency radio. The antenna switching unit is controlled by a switch on the CCS
panel. Power is supplied from the X P3 AC busbar and from the PP2 DC busbar.
TRANSMITTING
Transmissions are made by pressing one of the PTT switches in either cockpit.
RECEIVING
Reception volume can be individually controlled in each cockpit with the V/UHF control knob on the CCS
control panel.
HF/SSB Radio (Post mod. 10809)
The HF/SSB equipment provides the aircraft with a means of a long range, single channel, voice com-
munication. The receive and transmit functions may be selected from either of the cockpits, but channel
selection and other control functions can only be selected in the rear cockpit. The equipment operates in the
frequency band 2,0 to 29,9999 MHz Frequency spacing is 100 Hz, stability is ± 5 Hz and there are eleven
preset frequencies available by channel selection. The equipment comprises a Receiver/Exciter (R/E), a
Power Amplifier (PA), a Control Frequency Selector (CFS), an Antenna Tuning Unit (ATU) a Control Panel
and a notch antenna, which is an integral part of the airframe. The HF/SS receives a three phase 200V, 400
Hz supply from the XP1 AC busbar and a 28V DC supply from the PP2 DC busbar.
HF/SSB Control Panel
HF/SSB control panel is installed in the rear cockpit; the function of each control is as follows:

TUNE INDICATOR A white indicator labelled TUNE which is illuminated during coarse
antenna tuning when transmission is inhibited.

FREQUENCY SELECTOR/ Six digiswitches, each with an associated numerical indicator, which
INDICATOR are used to select the desired frequency. The extreme left hard
selector has three positions (0, 1, 2); on the other selector digits
from 0 to 9 are available.

SQUELCH SWITCH A two-position toggle switch labelled SQL/OFF. Selection to SQL

results in a reduction of the received noise level

CHANNEL STORE A push button switch labelled STORE which shall be rotated
CONTROL clockwise before it can be depressed. When released, the switch
returns to its original position. It is operated to store the frequency
selected by the frequency selector into the channel close at the
channel selector.

CHANNEL SELECTOR A twelve-position rotary switch labelled CHAN with positions

marked M and 1 to 11. It selects one of the eleven preset channel
or, at position M, the frequency set by the Frequency Selector.
 POWER SWITCH A two-position rotary switch labelled ON/OFF which controls the
power supply to the equipment.

TEST SWICH INDICATOR A combined push button and green indicator labelled TEST. When
depressed and released the equipment interruptive BITE circuits
are activated and the incorporated indicators illuminates for about
one second to indicate that the test has been performed.

FAIL INDICATOR An amber indicator labelled FAIL which illuminates if the continuous
or interruptive BITE check detects an equipment failure.

HF/SSB Radio Operation

WARNING
EXTREME CAUTION SHOULD BE USED WHEN OPERATING HF/SSB ON THE GROUND DUE TO THE
HIGH ENERGY RADIATED.

If a frequency already stored is required, set the channel selector to the required channel and set the power
switch to "ON". Reception facilities are available upon switching the equipment on. Set the communications
control panel HF volume control to give the required audio level. When the antenna is tuned, the TUNE
indicator goes out. If the required frequency is not stored, set the channel selector to "M" and set the
required frequency via the frequency selectors and then produce as above.

CAUTION
OPERATION OF THE POWER AMPLIFIER IMPOSES CONTINUOUS OPERATING TIME LIMIT OF 10
MINUTES IN THE TRANSMIT MODE. THE DUTY CYCLE IS 10 MINUTES TRANSMIT/10 MINUTES
RECEIVE.
Channel Loading
Channel loading is carried out as follows. Set the channel selector to the channel to be loaded, the TUNE
indicator illuminates indicating that the antenna is being tuned to the frequency already stored. Set the
frequency selector to the frequency to be stored. When the TUNE indicator extinguishes, rotate the STORE
push-button clockwise; depress and then release the push-button. The TUNE indicator illuminates indicating
that the antenna is being coarse tuned to the newly stored frequency.
HF/SSB Bite
A BITE check is integrated in the HF/SSB radio. The BITE is activated by depressing and then releasing the
TEST switch/indicator which illuminates to indicate that a test has been performed. Failures are indicated via
the FAIL indicator. In order that correct matching of the system can be checked, transmission is necessary to
test the functions. Therefore, operate a PTT and then the TEST push-button.
GROUNDCREW I/C CONNECTOR
Groundcrew cockpit communication is provided by a groundcrew connector. The connector is located on the
right hand main landing gear compartment. Power is taken from the 28V DC busbars.
I/C Operation
After the groundcrew headset connector is connected to the I/C connector, communication from groundcrew
to aircrew can be established by pressing the PTS button on the groundcrew headset. For communication
from the aircrew to the groundcrew the CALL switch on the CCS panel shall be activated.
TELEBRIEFING CONNECTOR
The telebriefing connector provides landline communication between ground controller and aircrew. The
connector is mounted to the right hand main landing gear strut. When a telebriefing landline is connected,
the groundcrew communication is suspended and optical indication is displayed on both CCS control panels
to the aircrew.
To establish contact with the ground controller each aircrew member can activate the TELEBRIEF push-
button on the relevant CCS control panel. During ground emergencies the telebriefing mode may be
overridden by pressing the PTS-button of a groundcrew headset.
PRESS TO TRANSMIT CONTROLS

Miscellaneous Switch Panel, PTT Switch

The miscellaneous switch panel contains a switch for activating transmissions. The panel contains a toggle
switch marked TRANSMIT/OFF. When held from the spring-loaded OFF position to TRANSMIT the
transmissions can be made on V/UHF and UHF emergency.
Control Stick PTT Button
The control stick in the front cockpit contains a PTT button for transmitting.
Throttle PTT Button
The throttle lever in the front cockpit contains a PTT button for transmitting.

RECORDERS

The following recording facilities are installed in the aircraft:

• Cockpit Voice Recorder (CVR)

• Head-up display camera (HUD)
• Head-down display recorder (HDDR)
• Crash recorder (CR)
COCKPIT VOICE RECORDER (CVR)
The CVR provides a two-track data entry facility and operates as an audio flight log for the pilot and the
navigator. It is installed in the rear cockpit. The rapid data entry (RDE) facility enables replay of the pre-
recorded serial digital data signals, and their reconstitution into a form suitable input to the MC. When
operating as a flight log, the CVR is capable of recording and replaying all audio signals. A fully loaded
cassette allows 20 minutes of recording time.
The CVR operates from the PP2 DC busbar.
CVR Control Panel
The cockpit voice recorder control functions are as follows:

MASTER SWITCH (START/STBY/OFF)

A three-position toggle switch with the following positions:

OFF Power supply is shut-off

STBY Power is on, tape transport is inhibited except for reverse or forward spooling.
START Power is applied for operating the recorder in all modes

MODE SELECTOR SWITCH (DATA/ENTRY/REPLAY/MAN/AUTO)

A four-position rotary switch, with the following positions:

DATA ENTRY Provides for entering pre-recorder mission data into the main computer.
REPLAY Replays previously recorded audio signals in setting MAN or AUTO
MAN Allows continuous recording
AUTO Records automatically when an audio signal is sensed by the voice actuated switch
in the CVR

NOTE
To select the data entry facility, the mode selector switch is pressed, then turned.

TAPE DRIVE SWITCH (REV/NORM/FWD)

A three-position slide switch, spring-loaded to NORM position. When in this setting tape transport speed is
normal for REPLAY, MAN, or AUTO modes. In the DATA ENTRY mode transport speed is nearly twice as
fast as in NORM setting. In STBY the tape remains stationary until START is selected.
When in REV, fast rewind is accomplished; in this setting MAN and AUTO is inhibited. When in FWD fast
forward transport is accomplished; other functions are the same as for REV.

TAPE POSITION INDICATOR

A three-digit counter indicating from 000 to 999.

NOTE
The counter is automatically reset to zero when a cassette is removed from the recorder unit.

Voice Recorder Indicator (RUN)

An indicator illuminates green when (only in the MAN or AUTO mode) the tape is running.
Voice Recorder Switch (START/STOP)
A two-position toggle switch enables the pilot to activate the cockpit voice recorder in the recording modes
when STBY is selected on the CVR control panel.
Front Cockpit Hand Controller Panel
Integrated into the front cockpit hand controller panel, is the cockpit voice recorder control for the pilot.
Operation of the voice recorder in the front cockpit is limited to two controls on the hand controller panel.
CVR OPERATION
NOTE for Microsoft Flight Simulator:

CVR controls are can be operated, but CVR is not emulated in the game except for Rapid Data Entry (RDE)
– which is mandatory to load the flight plan if the flight starts with the plane “Cold and Dry”

For recording, the toggle switch shall be set to START position. Each crewmember can select the notebook
by pressing the CVR pushbutton on the CCE panel. The pilot's voice is normally recorded on tape track 1,
the navigator's voice on tape track 2. The end of a cassette is indicated on the tape counter at a display of
approx. 940. For replay, set the mode selector to REPLAY with the master switch set to STBY or START. Use
the FWD or REV position on the tape drive switch to bring the tape to a particular position. Select TRK 1 or
TRK 2 on the CCS control panel as required. Adjust the CVR volume control on the CCS control panel as
required.
To enter pre-recorded data from a cassette into the MC with mission data, ensure that the master switch is
set to OFF, mode selector to REPLAY and pilot's voice recorder switch on the pilot's hand controller panel to
STOP.
Set up main computer and TV/TAB to accept and display rapid data entry from the cockpit voice recorder.
Install pre-recorded cassette into CVR and ensure tape position indicator is at 000.
Select master switch to STBY, observe tape position indicator and hold tape drive switch to REV. When tape
position indicator. stops- decrementing, return tape drive switch to NORM. Select mode selector to DATA
ENTRY.
Select master switch to START and check that tape position indicator increments, and that TV/TAB display is
cleared automatically for data insertion. Observe TV/TAB display and ensure, after approximately 10
seconds, that RDE COMPLETE is displayed. Return master switch on CVR panel to STBY.
To install a cassette into the CVR proceed as follows:
Ensure that on the CVR panel the master switch is placed to OFF, and the mode selector switch is placed to
REPLAY. Set VOICE RECORDER switch on the pilot's hand controller panel to STOP. Open recorder unit lid
by moving handle to upright position, then move the exposed unit to the rest position. Insert cassette. Push
unit home and lock handle.
To remove a cassette from the CVR proceed in reverse sequence.

CAUTION
DO NOT ATTEMPT TO MOVE TAPE DRIVE
SWITCH FROM NORM (MECHANICALLY
LOCK IN) UNLESS A CASSETTE IS
INSTALLED, OR DAMAGE WILL OCCUR.

TO AVOID MAGNETIC HEAD OR TAPE

CONTAMINATION:
o KEEP THE RECORDER UNIT LID
CLOSED
o KEEP THE CASSETTE INSIDE A
PLASTIC CON TAINER WHEN NOT IN
USE
o DO NOT TOUCH THE EXPOSED TAPE

HEAD-UP DISPLAY CAMERA (HUD CAMERA)

The HUD camera records images of HUD
symbology superimposed on a view of the
outside world as seen by the pilot through the
HUD pilot's display unit (PDU).
The HUD camera is installed on the right side of
the head-up display unit in the front cockpit. The
camera is controlled by settings on the camera
control panel, and can be initiated manually
through the pilot's control stick camera button, or
automatically by signals form the MC. A manual
single shot (SS) facility is also provided on the
camera. The camera can be loaded with 16 mm
standard film or with special thin film.
A standard film cassette gives a running time of
2 minutes at 16 frames per second or 1 minute
at 32 frames per second. When thin film is
loaded, the running times are increased to 3 minutes or 1,5 minutes respectively. Film running and film
remaining and indicators are embodied into the rear side of the cassette.
The camera is supplied by the PP2 DC busbar.

NOTE for Microsoft Flight Simulator:

Head-up display camera is not implemented in this MSFS rendition.

HUD Camera Controls
The HUD camera controls are shown in figure.

CASSETTE LOCKING LEVER

The locking lever, located on the right side of the camera, is used to lock or unlock the cassette during
loading/unloading.
CASSETTE LOCKED INDICATOR
The indicator is coupled with the cassette locking lever and appears as a white bar beneath the camera body
when the cassette is properly locked in position in the camera.

FILM SUPPLY INDICATOR

This is a drum type indicator captioned F (empty) and F (full) and indicates the amount of unexposed film
remaining in the cassette.

FILM RUNNING INDICATOR

The running indicator is of the drum type marked with black and white segments. When the drum rotates it
indicates that film is running through the camera.

FRAME RATE SELECTOR

The selector consists of two interlinked push buttons. The upper button is marked 16 and when pressed, sets
the frame rate at 16 FPS. The lower button is marked 32 and sets the frame rate at 32 FPS.

MANUAL SINGLE FRAME BUTTON

This button, captioned SS (single shot), is located on the camera above the frame rate selector buttons.
When pressed and released, it will expose one frame of the film.

HUD Camera Control Panel

The control panel is shown in figure.

MASTER SWITCH
The master switch with the captions MASTER ON/OFF controls the 28V DC power supply to the camera.

OVERRUN SELECTOR SWITCH

The overrun selector switch is captioned OVERRUN (SEC), and has seven positions marked 0, 1, 2, 3, 10,
15 and 30. These positions function during manual camera operation only, and when a setting between 1
and 30 is selected, will allow the camera to run on for the set time in seconds after release of the camera
button on the pilot's control stick.

PANEL LIGHTING
The legends on the control panel are illuminated by an electroluminescent panel. The intensity of the lighting
can be adjusted through the cockpit dimmer system.
HUD Camera Operation MANUAL OPERATION
MANUAL OPERATION
Control of the camera is exercised from the control panel. With Hie MASTER switch set to ON, the desired
frame rate selected, and the OVERRUN switch set as required, the HUD camera will operate when the
camera button on the pilot's control stick is depressed. On release of the camera button, the camera will
continue to run for the number of seconds selected on the OVERRUN switch.
Single shot operation is achieved by depressing the SS button on the camera body.
AUTOMATIC OPERATION
With the MASTER switch set to ON, the desired frame rate selected, and the OVERRUN switch set to the 0
position, the camera operation will be initiated by command signals generated by the MC at:
o Selection of phase 2 during an attack with bombs
o Selection of WRB or ARB
o Selection of TOO
o Pressing of gun trigger in AGG and AAO
The camera run signal is inhibited 2 seconds after weapon release.
On receipt of a weapon release signal from the SMS, a dot is imposed on the bottom left hand corner of the
relevant film frame to provide an event marker.
HUD Camera Cassette Loading
Ensure that the cassette is full by checking that the "Film Remaining" indicator is registered at the "F" mark.
Hold the cassette in the right hand, position aft of the camera body.
Feed the cassette forward into the cassette aperture of the camera body so that it engages the cassette
guide.
Push the cassette firmly and steadily forward as far as it will go.
Turn the cassette latching lever to the locked position.

NOTE
The locking lever will turn only when the film cassette is positioned fully forward into its loaded position. After
the film cassette is properly inserted and locked, the white indicating bar should appear.

Cassette Unloading
Turn the cassette latching lever to the unlocked position.

Insert the right hand index finger into the lug at the top of the cassette and pull the cassette firmly aft until the
resistance of the safety catch is felt.
Grip the cassette in the right hand and apply a slight downward pressure to clear the safety catch, then pull
the cassette clear of the camera body.

HEAD DOWN DISPLAY RECORDER (HDDR)

NOTE for Microsoft Flight Simulator:

HDDR is not implemented in this MSFS rendition.

The HDDR equipment provides facilities for a film record of:

• Ground Mapping Radar video and symbols from

the CRPMI)
• DU-1/DU-2 video display (TV/TAB 1/2)

The HDDR system consists of a camera/CRT unit, an electronics

unit and a control panel.
Except for the control panel, the electronic control unit and
camera/CRT unit is remotely controlled and without external
setting controls.
The recording camera is loaded with a 16 mm film cassette.
Running time at a frame rate of one per second is approximately
33 minutes.
The electronic unit and the camera/CRT unit operate with 115V and with 28V DC. The control panel is
supplied with 28V DC. A continuous (automatic) BITE facility is incorporated into the recording system.

Radar Scale Marking

Three Light Emitting Diodes (LED) in the camera/CRT unit are used to indicate on the film the radar scale
currently in use during radar mode operations. Each LED light emission causes a dot to be recorded on the
film. A fourth LED is continuously emitting whenever the HDDR is recording in a radar mode and provides a
reference index on the film to mark radar scale position. A fifth LED, driven by a weapon release signal from
the MC, records weapon release events on the film. A radar scale table is shown in figure.

HDDR Control Panel

The HDDR control panel and its controls are shown in figure.

FILM REMAINING INDICATOR

(Not operative)
Post mod. 10841
Film remaining indicator deleted.

FRAME RATE SELECTOR

A three-position toggle switch labelled FRPS controls the film frame rate when recording TV/TAB 1/2
information only. Position 1, 2 and 4 select frame rates of one, two and four frames per second respectively.

FAIL-I/P FAIL INDICATOR

The FAIL-I/P FAIL indicator is a split amber caption indicator labelled FAIL-I/P FAIL.
The upper FAIL caption illuminates amber when the BITE function has detected a fault, in the case of film
breakage, or at the end of film.
The lower I/P FAIL (Input Fail) caption illuminates amber if:
• A RDR/DU2 sequence has been selected but end-of-scan pulses fail to appear.
• A DU 1/DU2 sequence has been selected but "sync" pulses fail to appear.

NOTE
If a HOJ, TA, AGR, or LCK ON mode on the CRPMD is selected, since the end-of-scan pulses are absent,
the HDDR will automatically generate its own pulses of 1 sec., but the I/P FAIL caption will remain
 illuminated.

MODE SWITCH KNOB

A rotary switch which has the following positions:
• OFF
• AUTO
• RDR/DU2
• DU1/DU2
In the OFF position, all electrical power to the HDDR is disconnected.
A BITE test will be initiated whenever the mode switch is moved from the OFF position.
In the AUTO position, electrical power supplies are connected to the HDDR circuits, and the manual RUN
circuit is inhibited. The STBY indicator will illuminate for a 75 sec. warm-up period and will extinguish at the
end of this period unless the BITE test has detected a fault. The HDDR will now operate automatically from
command signals generated by the MC during certain phases in navigation and attack modes. The MC will
initiate these recording sequences according to radar mode, keyboard selections and weapon selections.
Three frames from each commanded source will be recorded as follows:

• During phase 1 of a planned or unplanned attack with LCK-ON or HOJ selected, radar only
is recorded.
• During phase 1 or phase 2 of an unplanned attack with PLN or NAV selected on the TV/TAB,
radar only is recorded.
• During phase 1 and phase 2 or a planned or unplanned attack, with F/A selected on the
TV/TAB, radar and DU1 or DU2 will be recorded. LCK-ON and HOJ not selected.

In the MAN-RDR/DU2 position, the STBY indicator will illuminate and after a 75 sec. warm-up period, it will
extinguish, provided that no fault has been detected by the BITE test.
Radar-DU2 sequence may then be initiated by pressing the RUN switch.
The HDDR will switch from radar recordings to DU2 recordings at three frame intervals. This sequence will
continue until cancelled by second pressure on the RUN-button.
In the DU1/DU2 position, the STBY indicator will illuminate and after the normal 75 sec warm-up period it will
extinguish, provided that no fault has been detected by the BITE test, DU l/DU2 recording sequences may
than be initiated by pressing the RUN switch. The HDDR will switch from DU1 to DU2 recordings at three-
frame intervals. This sequence will continue until cancelled by second pressure on the RUN switch.

RUN BUTTON AND STBY/RUN INDICATOR

The button/indicator is a press-to-start/press-to-stop switch incorporating the split legend STBY/RUN
indication. The RUN caption will illuminate green when the switch is depressed and initiates HDDR recording
operations, provided that the STBY and FAIL indications are extinguished, and the mode switch is in one of
the MAN positions. Second press on the button will terminate recording operations.
If, on initialing a HDDR operation, the RUN button is depressed twice in rapid succession a complete
sequence from both sources will be recorded, at the completion of which the recording operation will be
terminated automatically.

NOTE
The STBY caption illuminates amber when the HDDR is in the warm-up period. If, subsequent to this period
it remains illuminated together with the FAIL indication, it indicates that the BITE test has detected a failure.

PANEL LIGHTING
The legends on the control panel are illuminated by an electroluminescent panel. The intensity of the lighting
can be adjusted through the cockpit dimmer system.

HDDR Operation
Operation of the remotely installed HDDR is affected from the control panel. Setting the mode switch from
OFF to the required recording mode activates the HDDR. The STBY indicator light on the control panel will
illuminate for approx. 75 seconds after initial turn-on, then extinguishes. To record in the manual mode, the
mode switch is set to either RDR/DU2 or DU1/DU2, the frame rate switch to the desired setting (1, 2, or 4
FPS), and the RUN button depressed.
To stop manual operation the RUN button is pressed again.

NOTE
After pressing the RUN button, a second time to stop manual recording, the HDD recording camera will
complete the current recording cycle before it terminates operation.

To record in the automatic mode, the mode switch is set to AUTO and the recording cycles will be initiated by
the main computer. While taking radar frames, the frame rate will be controlled by the radar end-of-scan
pulses.
HDDR Cassette Loading
To load a new cassette into the Camera/CRT Unit: Ensure that the film indicator shows that the cassette
contains the full amount of film. Depress the catch to release the magazine cover. Insert the cassette into the
magazine, close the magazine cover.
Cassette Unloading
To unload a cassette from the Camera/CRT unit: Depress the catch to release the magazine cover. Withdraw
the cassette and place it in a suitable container. Close the magazine cover.
CRASH RECORDER
The crash recorder (CR) system is an independent device designed to monitor, condition and record signals
from certain aircraft systems. Specific parameters and events are recorded on tape in digital form. In
addition, a direct audio record is made from the aircraft's CCE.
The data recorded on the CR may be used for analysis following a crash or major incident.
The CR is located in the upper fuselage spine.

Crash Recorder Equipment

The system comprises the following units:
o Data Acquisition Unit (DAU)
o Accident Data Recorder (ADR)
o Normal Acceleration Unit (NAU)

The 115V, 400 Hz single-phase supply and 28V DC are routed respectively from bus-bar XP3 and bus-bar
PP3.
o The DAU receives, selects and conditions the various parameters to be recorded, converts these
parameters into digital format and transmit them to the ADR in the correct sequence and in the
correct recording format.
o The purpose of the ADR is to make a direct record of audio signals present in the CCE and to
provide a digital record of specified parameters and events occurring during flight. The audio record
is of the preceding 40 minutes flying time and the digital record is of the preceding 120 minutes.
o The NAU detects aircraft accelerations in the normal (vertical) axis and provide signals to the ADR
proportional to these accelerations.
Controls and Indicators
The crash recorder controls comprise the following element: ENGINE START SWITCH.
The ENGINE START switch on the engine start panel will activate the CR when selected to LEFT or RIGHT.
CR Operation
The CR equipment is brought to the standby operating condition when the electrical power supply is applied
to the aircraft. The equipment becomes operational when the engine start switch is set to left or right or when
the weight is off the aircraft wheels.
 SECTION II
NORMAL PROCEDURES

NOTE for Microsoft Flight Simulator:

In this Microsoft Flight Simulator product, a lot of effort has been spent to emulate the behavior of most of the real-
world aircraft systems and procedures, some (small) deviations and artistic licenses are present and the
procedures in this chapter have been (slightly) modified for the simulation and may not apply to the real aircraft.

PREPARATION FOR FLIGHT

FLIGHT RESTRICTIONS
The flight model of the aircraft has been tuned to represent a Drag Index 0 (DI 0) configuration, and will therefore
exceed the performance of the real-aircraft in most configurations, although some real-world limitations have been
enforced.
Negative G force or excessive G force with flaps extended will damage the flaps.
Excessive G forces may cause structural damage.

NOTE for Microsoft Flight Simulator:

The drag in the simulated aircraft has been tuned to reflect a DI 0 configuration, that is a clean aircraft with no
extenal loads and no pylons. Please keep in mind that in MSFS drag is not dynamic and will not change depening
on the loadout so the overall aircraft performance in the simulation will exceed, in many cases, the performance of
the real world aircraft. For information, the default configuration of the sim (2 BOZ + 2 AIM-9 + 2 underwing tanks)
will produce a DI of 48.

The simulated aircraft can fly at slightly higher altutude than the real one.

The expected maximum speeds are as follows (approximate – actual speed depend on the weight):

In game Real world DI 0 Real world DI 20 Real world DI 40

Sea level (dry) M0,95 M0,95 M0,91 M0,87
Sea level (combat) M1,15 M1,15 M1,08 M1,03
High altitude (dry) M0,97 M0,95 (20000 ft) M0,93 (15000 ft) M0,89 (15000 ft)
High altitude (combat) M1,75 (28000 ft) M1.85 (35000 ft) M1,63 (35000 ft) M1,25 (30000 ft)

FLIGHT PLANNING

Flight planning must be done prior to the entering the flight by using the simulator flight planner.

NOTE for Microsoft Flight Simulator:

In-cockpit creation or modification of the flight plan is NOT supported in the initial relase. If the plane is started cold
and dark, Rapid Data Entry procedure must be followed.

WEIGHT AND BALANCE

Weight and balance are subject to similar restrictions as the real-world aircraft.

NOTE for Microsoft Flight Simulator:

Aircraft drag is NOT affected by the external loads, although weight will change.
PRE FLIGHT CHECKS

INITIAL CHECKS

Front Cockpit
1. Canopy accumulator pressure — 150 bar min
2. Ejection seat and canopy — Safe for parking
The aircraft is safe for parking when safety pins are inserted in the ejection seat firing handles, the canopy
jettison initiator unit, and the canopy MDC initiator units.
3. Crash bar — Aft
4. Voice recorder — STOP
5. Flaps and wing sweep levers and probe switch — Set to actual positions.
6. APU power switch — As required (Post mod. 00011)
7. Throttles — HP SHUT
8. X-drive clutch — OPEN

NOTE
The X-drive clutch should be in OPEN position prior to APU start for load reduction thus preventing possible APU
first stage turbine disk failure.

9. Landing gear lever — DOWN

10. LP cocks — Guarded.
11. MASS — LOCK SAFE, green flag, key available
12. Late arm — Guarded.
13. Control column switches — Guarded.
14. Hydraulics — Both AUTO
15. Brake handle — Park
16. Air system master — As required.
17. TF radar — OFF
18. Rapid take-off panel — Gang bar up. W/SCREEN HEATER and PITOT HEATERS OFF

NOTE
Prior to checking relights, confirm that both throttles are in HP SHUT to avoid the risk of an engine ground fire, if the
APU is running.

19. Relights — Check

20. Ignition (Engine control panel) — OFF
21. Generators — Both OFF, FAIL lights on
22. APU auto test — TEST, APU caption on CWP
23. Nav. lights — As required.
24. Emerg. UHF — ON, channel set
25. Connect external power or start APU (Prolonged Operation)

NOTE
AC power shall be online as soon as possible after the battery master switch is set to FLIGHT to ensure that the
ground cooling fans are operating. If AC power is not online within two minutes of battery selection, a warning horn
in the right landing gear bay sounds.
Rear Cockpit
NOTE for Microsoft Flight Simulator:

This and other rea-cockpit checklists can be perfomed automatically by selecting the relevant option in the WSO
CHECKLISTS

1. Ejection seat and canopy — Safe for parking

2. Attack release — Guarded.
3. WCP1 — Jettison guarded, lights out.
4. TR switch (TRAINER) – FRONT
5. LP cocks (TRAINER) - Guarded
6. CRPMD - OFF
7. MC control panel - All OFF
8. INCDU - OFF
9. SAHR - OFF
10. Doppler - OFF
11. V/UHF – T/R + G
12. CCS - As required, ANT UPPER, CVR button out.
13. Voltmeter (Post Mod. 01662) - Check battery voltage 25 to 27V
14. Inform pilot clear for external power or APU start.

EXTERNAL CHECKS
The exterior inspections are divided into four main areas (Figure 2-1).
The entire area around the airplane as well as engine air intakes, bleed doors, ECS cooling intakes and exhausts,
and afterburner ducts should be generally examined for FOD.
All surfaces should be checked for cracks, distortion, or loose or missing fasteners. All fasteners should be flush
and secure on all panels.
Attention should be directed to surfaces, lines and actuators for oil, fuel and hydraulics leaks.
All movable surfaces should be inspected for position, clearance and obvious damage.
Air intakes clear of water puddles. Ground locks and pins shall be removed.

NOTE for Microsoft Flight Simulator:

Exterior checks obviously do not apply to MSFS – this paragraph is for information only.
Nose
1. WPU - Check
2. Accumulator pressure:
Canopy - 150 bar minimum.
Brakes - 150 bar minimum.
Pitch feel (2) - 53 bar minimum
3. Canopy external controls - Secure
4. Pitot probe - Cover removed, condition.
5. Static vents (3) - Plug removed.
6. Nosewheel and leg assembly - Check tire, oleo and general condition
7. Nosewheel bay - c/b covers as required.
8. Canopy jettison/MDC firing handle - Secure
9. AOA probe - Cover removed, condition.
10. UHF/TACAN aerial - Condition
11. Upper IFF aerial - Condition
12. Hinged nose cone - Condition, locked.
13. Pitot probe - Cover removed, condition.
14. AOA probe - Cover removed, condition.
15. Static vents (4) - Plugs removed.
16. Pitot probe - Cover removed, condition.
17. Intake and ramp - Fully open, condition
18. Nav. and a/coll. lights – Condition
Centre Fuselage and Wing
1. Krueger flap - Condition
2. Landing gear door safety switch – CLOSED and wire locked.
3. Battery switch (Refuel panel) - ON.
4. Fire bottle fuse indicators - Not red
5. RCOV - INT

CAUTION
IF THE L AND R RECIRCULATION CHANGEOVER VALVES ON THE GROUND SERVICE FUEL PANEL DO NOT
SHOW INT, THE APU SHALL NOT BE STARTED.
IF ALREADY RUNNING IT SHALL BE SHUT WITHOUT DELAY TO AVOID THERMAL LOCK AND POSSIBLE
FUEL FEED LINE RUPTURE.

6. APU switch - Guarded.

7. Mainwheel and leg - Check tire, brake wear, oleo and general condition
8. Slats - Condition
9. Obst and form lights - Condition
10. Flaps - Condition
11. Wing slot seals - Condition
Aft Fuselage
1. Hydraulic gauge - Contents
2. Fire extinguisher pressure relief indicator -White
3. Airbrake - Condition
4. Taileron - Condition
5. Main accumulator pressure - 140 bar minimum.
6. Jet pipes and thrust reversers - Condition.
7. Engine bay doors - Closed.
8. Lower IFF aerial - Condition
9. Fin and rudder - Condition, rudder centered.
10. Arresting hook - Condition, pin removed.
Left Fuselage/Wing
1. Main accumulator pressure - 140 bar minimum.
2. Taileron - Condition
3. Airbrake - Condition
4. Hydraulic gauge - Contents
5. Wing slot seals - Condition
6. Flaps - Condition
7. Obst and form lights - Condition
8. Slats - Condition
9. Mainwheel and leg - Check tire, brakewear, oleo and general condition
10. Nav. and a/coll. lights - Condition
11. Krueger flap - Condition
12. Intake and ramp - Fully open, condition
EJECTION SEAT CHECKS
1. Safety pin - In
2. Manual separation handle - Secured, scar connected.
3. Trip rods - Secured.
4. Harness and strap - Correctly routed and secured.
5. Scissor shackle - Closed, locked, laid flat.
6. Parachute pack - Closed, secured, safety ties intact.
7. Seat top latch - Flush
8. Drogue withdrawal line - Secured.
9. MDC unit - Trip rod secured
10. Emergency oxygen gauge - Contents (green mark)
11. Emergency oxygen operating handle - In position
12. PSP lowering line - Connected, sticker clip secure
13. Quick disconnect unit - Secured.
STRAP IN PROCEDURE
The following procedure may be used:

WARNING
IT IS IMPERATIVE THAT THE FLIGHT SUIT LOWER LEG SIDE POCKETS ARE KEPT EMPTY SINCE ANY
OBJECTS STOWED MAY DISTURB EJECTION.
1. Pitch control unit - Dial weight (Post mod. 00996: Pitch control unit is deleted)
2. Seat height - Adjust.

CAUTION
CHECK QRB PROPERLY STOWED BEFORE OPERATING THE SEAT TO PREVENT DAMAGE TO THE SEAT.
3. Leg restraint lines - Fit and adjust.

WARNING
THE LEG RESTRAINT LINES SHALL BE FITTED TO PREVENT LEGS FROM FLAILING DURING THE
EJECTION. CHECK THAT THE LEG RESTRAINT LINES ARE ROUTED CORRECTLY THROUGH THE
GARTERS AS OTHERWISE SERIOUS INJURY - COULD RESULT DURING EJECTION.
4. Rudder pedals - Adjust.
5. Combined harness - Fasten.
Lock inertia reel and fit lap straps and shoulder straps. All hoses and connections routed under lap strap except for
anti-g hose. Check QRB showing LOCKED.

WARNING
 THE NEGATIVE G STRAP SGHALL NOT BE ROUTEDTHROUGH THELOWER EJECTION HANDLE.
 THE COMBINED HARNESS SHALL BE FASTENED AS TIGHTLY AS IT 1S COMPATIBLE WITH SAFE
AIRCRAFT OPERATION AND COMFORT.
6. Shoulder harness lock – Check operation
7. Arm restraint lines - Connect.

WARNING
THE ARM RESTRAINT LINES SHALL BE FITTED TO PREVENT ARMS FROM FLAILING WHEN
EJECTING.
8. Personal service lines — Connect:
Main oxygen hose (oxygen supply — ON)
Tel/mic cable
 Anti g hose

NOTE
Before closing the canopy ensure that personal equipment leads are secured. Stow jettison initiator safety pin and
MDC pins.

9. PEC (man portion) — Check properly fitted.

a. PSP lowering line — Connected to life vest. The lowering line shall be routed above all hoses and
the lap strap.
UNSTRAP PROCEDURE
1. Pilot/navigator — Ensure that seat firing handle safety pins and canopy jettison initiator unit safety pin are
installed before canopy operating
2. Arm restraint lines — Disconnect and stow
3. QRB — Release
4. PSP lowering line — Disconnect
5. Leg restraint lines — Release and pull clear
6. MDC pins — Insert

INTERNAL CHECKS — FRONT COCKPIT

1. Ejection seat — Check. Strap in
2. MDC:
Witness marks — Aligned.
Handle — Secure
Pin — Stow.
3. Canopy jettison pin — Stow
4. Oxygen — ON, 100, check MI, AM, test safety pressure, check MI, AM/100 as required.

NOTE
If the aircraft has been cold soaked for a prolonged period under extreme cold temperature, refer to section VII,
Cold Weather Procedures

5. V/UHF T/R + G
6. CCS — As required, ANT UPPER
7. APU start:
Ground crew/navigator — Ready for APU start, fire guard posted.
A/coll lights — As required.
APU — START, RUN light flashing.

CAUTION
APU OFF IF NO LIGHT UP WITHIN 15 SEC. THERE IS THE POSSIBILITY OF SERIOUS FIRE HAZARD
CAUSED BY FUEL FILLING THE APU EXHAUST DUCT SUFFICIENTLY TO DRIP ONTO THE APU STARTER
MOTOR

To minimize stress and thermal load on the APU, start APU with the X-drive clutch set to open followed by 1 minute
temperature stabilizing period.

NOTE
 During APU starting, with hot weather conditions (OAT higher than 25°C) and for cold weather conditions
(OAT equal or below -10° C); to prevent the risk of an APU overload maintain: X-drive clutch OPEN, R Hyd. and R
Gen set to ON. After first engine starting X-drive clutch shall be set to AUTO and L Hyd and I. Gen will be
considered.
 APU performance is limited to single gearbox operation only. The APU bleed shall be open to ensure
sufficient cooling of the recirculation fuel.
 APU running with tailwind com-ponent greater than 10 kt shall not exceed 10 minutes.
 With APU running, testing of APU fire warning system will cause the APU to shut down.

After 1 minute:
 X-drive clutch — AUTO
L and R hyd — 70 to 110 bar
Generators — Both ON, check each generator in turn, both ON, FAIL lights out.

Ensure full serviceability of each generator by monitoring the relevant FAIL light and the GEN/CWP caption. Abort if
failure is detected.

CWP — AC, DC, TRU and GEN captions out

8. If APU prolonged operation required:

X-drive clutch — OPEN
APU bleed — OPEN, RUN light steady.
R HYD pressure — 70 to 110 bar.
9. When required to close canopy:
Left hydraulics — ON, white sector, AUTO MDC/Canopy witness marks — Aligned Mask on, visor down.
Canopy — Closed and lock.
10. Rad alt — ON
11. ESRRD:
MODE — TEST
TFR — NORM
12. HUD — DIR
13. TACAN —T/R
14. IFF — STBY
15. TF radar — STBY, FIXED FREQ

Left Console
1. Jack release handle — Stowed wire intact
2. Canopy jettison handle — Stowed wire intact
3. Emergency airbrake — Guarded
4. Emergency flap — Guarded
5. Anti dazzle — OFF
6. CSAS — Guards down, READY light on
7. AFDS control panel — SCH1500
8. AFDS BITE — Check

ICO Press

Pre-flt/ 1st line AFDS CP: AP GO lit

FD GO lit
BITE pushbutton PUSH COMPTR 1
AFDS CP: COMPTR 2 lit
Pushbutton flashing (after approx. 90 sec
CWP AUTO P
AP MON
AP TRIM lit.

Pitch SFCO Operate, CWP lights out.

AFDS CP: FD, THROT
Operate, CWP lights out.
TF lit.

ICO Press
AFDS CP, FD, THROT
out
CWP AUTO P,
AP MON,
AP TRIM lit
Roll SFCO Operate, CWP lights out
BITE pushbutton PUSH, light out
Pre-flt/ 1st line Centre and guarded.
AFDS CP: COMPTR 1,
 COMPTR 2,
AP GO,
FD GO out.
if no go: ABORT

NOTE
 A successful BITE check of the AP is to be carried out prior to flight. If unsuccessful, one ferry flight, is
permissible without use of AP/FD.

 ATTD FAIL lit if SAHR/IN not aligned.

9. Wander lamp — Check, stow.

10. BRSL — Both LOCK, guarded.
11. Throttles — Full and free (do not rock), HP SHUT

Left Quarter Panel

1. Trim gauge - Condition
2. Krueger flaps - MI indicating correct
3. Selective/emergency jettison - As required
4. Emergency landing gear lever - In
5. Flaps/slat, airbrake, wing - Indicating correct
6. Land/taxi lights - OFF
Anti-glare Shields
1. Lift dump indicator - OL
2. TR - NORM, indicators blank
3. Hook light - Out
4. AOA indicator - Flag away
5. HUD camera - Film speed, cassette latched
6. Accelerometer - Reset
7. Approach progress indicator - Blank
8. Clock - Check
9. Standby compass - Condition
Main Instrument Panel
1. Landing gear indicator - 3 greens
2. NWS lights - Out
3. Rad alt - Set bug 50 ft, PRESS TO TEST, check 100 ± 10 ft, cross-check HUD and low height warnings, set
bug to zero.
4. AP light - Out
5. Flight instruments - Condition ADI erect, flags away, 1013 set, altimeter RESET.
6. FSRRD - Check test formats, select ES or CR as required.
HUD - Check test formats and SBS, camera as required, select AUTO and modes as required.
7. RPMD:
Mode - T, align display, insert.
PL Test - PI,1 and 1,2 lights on
8. HSI modes - TEST, check altimeter 1250 ft, select TAC, deselect TEST.
9. WAMS lights – Out
10. WCP2 lights - Out
11. V/UHF remote indicator - Check, set dimmer.
12. RWR and STWI - Set
13. Engine instruments - Check, flags away
14. Fuel flow - Zero
Fuel - Check contents, TEST, zero reading. Press the contents gauge TEST button and check that both
pointers indicate zero and return to normal when the button is released. Check that fuel contents are
correct, and that the flowmeter reads zero.
Right Quarter Panel
1. EPS - OFF, pin in, light out
2. CWP - TEST 1, TEST 2
- TEST 1 will activate:
• All CWP captions
• Attention getters
• 600 Hz audio alarm
- TEST 2 will activate:
• All CWP captions (and Post mod, 00629: amber ICE), except amber L/R VIB
• Front/rear attention getters and lyre bird
• Engine compartment fire warning system, including fire extinguisher lamps
• LG selector lever flashing
Indications R/C:
• CWP captions CABIN, U/C, L/R FIRE, amber FUEL (trainer), Post mod. 10229: red FUEL
3. Brakes pressure gauge - ACC press 150 bar minimum

Right Console
1. TACAN - TEST, REC
X/Y switch - X
BIT button - Press GO MI, range 000.0 and bearing 360 cross check BDHI/HSI
2. HSI mode selector - As required
3. HUD camera - ON, OVERRUN set
4. TBT - DATUM
5. Eng control - Both LANE 1
6. Intake control panel - Switches guarded, FAIL lights on, RAMPS OPEN
7. Internal lights - As required
8. Throttle rock test indicators - Both white
9. Fuel control panel:
TANKS - OFF
Probe - OUT, if external tanks empty to depressurize the tanks and avoid transfer from pressurized
fuselage tanks into empty unpressurized external tanks
Sequence - NORM, transfer lights as ap-propriate
Fuel X-feed - AUTO
All other switches - Aft or guarded.
10. IFF - NORMAL, press TEST, light on, STBY

11. Environmental control panel:

Rain disp. — OFF
Stby W/S de-mist — OFF
Oxy/test — Press, check in green zone, contents.
Cabin heat — AUTO
Canopy de-mist — AUTO NOTE
Cabin altimeter — Condition
Intakes anti-icing — AUTO, FAIL lights out, press TEST, light ON

NOTE
With the intake anti-ice switch in the AUTO position and TEST pressed, the green indicator light illuminates for
approx. 3 seconds. If a malfunction is detected in the system, the respective INTAKES ANTI-ICE FAIL light will
illuminate.

12. Lamps — TEST, all indicators/warning lights on

13. External lights — As required
STARTING ENGINES

Refer to Figure 2-2, Danger Areas, for the extent of engine intake and exhaust hazard areas.

BEFORE STARTING ENGINES

1. Ground crew/navigator — Ready for engine start, fire guard posted
2. If APU in prolonged operation
APU bleed — CLOSED.
X-drive clutch — AUTO

NOTE
At high OAT's (above 25° C) to avoid APU overloading, the X-drive clutch should he selected OPEN and therefore
only the right engine may be started.
L hyd pressure — 70 to 110 bar
Generators — Check each generator in turn, both ON, FAIL lights out.

Ensure full serviceability of each generator by monitoring the relevant FAIL light and the GEN/CWP caption. Abort if
any failure is detected.
CWP — AC, DC, GEN, TRU, L/R
3. Left hydraulics — ON, white sector, AUTO

NOTE
Ascertain that canopy rails are clear of obstacles before closing the canopy.
4. Canopy — As required

STARTING FIRST ENGINE

Observe engine start limitations in Section V of this manual. With the X-drive clutch selected to AUTO, both
gearboxes are driven by the APU and either engine may be started first.

NOTE
If the first engine fails to start, make a further attempt on the right engine with the x-drive clutch OPEN.

Selecting engine start switch to the appropriate engine will provide ignition and simultaneously engage the torque
converter, driving the relevant engine.
1. X-drive clutch — OPEN if required
2. Engine start — Select, light on

NOTE
During the crash recorder system interruptive BITE, which is initiated by the first operation of the ENGINE START
switch, a tone of approx. 1 sec length can be heard in the emergency UHF band.

The engine start is initiated by selecting the ENGINE START switch to RIGHT or LEFT respectively. Engine ignition
will be operative immediately and after a 5 sec delay fuel will be delivered to the starter jets. T7 will increase to
approx. 250°C and at approx. 21% NH the throttle lever has to be set to IDLE to open HP cock. This causes a
transient decrease of T7 to about 150°C. Thereafter a steady rise in T7 up to approx. 500°C will be seen.
Simultaneously after a short slow acceleration to engine speed will wind up to the 65% NH idle speed.
T7 is not imposed during starting, but when T7 indication has changed to TBT, and absolute limit of 675°C indicated
TBT shall not be exceeded.

3. Throttle — IDLE at 21% NH

4. TBT — 675°C max
5. START/CANCEL light — Out at 60% NH
6. CWP — OIL P out
7. Idle RPM — 64.5% to 68% NH
8. APU run light — Out
STARTING FAILURES

Hot Start

CAUTION
CANCEL START IN THE EVENT OF FLAME OUT, IGNITION FAILURE, ENGINE FIRE, OR ANY OTHER
ABNORMALITY.

NOTE
With mod. 00644 embodied, selecting the throttle to HP SHUT will stop fuel supply to the starter jets and cancel the
start cycle.

A hot start is indicated by an abnormally slow increase or stagnating NH, rapidly rising T7 followed by a switch over
to TBT with rising temperature. If it appears that TBT exceeds 675°C with NH less than 65%, throttle should be set
to HP SHUT and the start/cancel button pressed to cancel starter jet fuel and ignition. Dry crank is recommended to
reduce high engine temperatures subsequent to a hot start. In the event of an engine stagnation (hot start) a dry
crank can be made without delay as necessary to reduce TBT.
To cancel start:
1. Throttle — P SHUT
2. START/CANCEL button — Press

WARNING
A FURTHER START SHALL NOT BE ATTEMPTED IF TBT 675°C WAS EXCEEDED

NOTE
T7 should be below 250°C before a further start is attempted.
Wet Start
If an engine fails to accelerate with the throttle set to IDLE at 21% NH, set the relevant throttle to HP SHUT and
press the Start/Cancel button. Investigate prior to attempting further starts.

WARNING
ALLOW 2 MINUTES BETWEEN START SELECTION; HOWEVER, AN IMMEDIATE DRY CRANK MAY BE MADE
TO REDUCE ENGINE TEMPERATURE, IF NECESSARY.

Dry Crank
Dry crank is recommended after wet starts.
1. Throttle — HP SHUT
2. Ignition (Rapid T/O panel) — OFF
3. CWP — Press and hold GND ACT button during start cycle

NOTE
With the ignition master switch OFF, the central warning system is deactivated. If the warning system is required
during a dry crank, i.e., when dry cranking the second engine, press and hold the GND ACT button on the CWP.
4. Engine start — LEFT or RIGHT

When cycle complete, START/CANCEL light out.

5. Ignition (Rapid T/O panel) — FLIGHT
Attempt further start.

Engine fails to rotate.

Set throttle to HP SHUT, press the start/cancel button and check that all switches are set correctly. No further
starting attempts are allowed if they were in correct position.
Engine running inside NATO Hardened Aircraft Shelters (HAS)
To avoid damage to the aircraft structure, the limiting acoustic noise design level shall not be exceeded. Therefore,
following engine power limitations apply to single or double engine running:
With the shelter doors closed, the maximum permitted engine setting is IDLE.
With the shelter door open, the setting shall not exceed 85% NH.
AFTER FIRST ENGINE START
1. X-drive clutch — AUTO (if OPEN for first engine start; check GEN on)
2. RCOV — ENG

NOTE
Check with ground crew that the respective RCOV valve indication on the ground service fuel panel changes from
INT to ENG as engine NH passes approx. 59%.
If ENG does not appear, shut down the affected engine as a malfunction of the RCOV circuit shall be suspected.
3. External power — Disconnect
4. L/R hyd pressure — Check white sector
5. CWP — Check L/R CONTR, L/R UTIL, out
6. Utilities test — Check LEFT/RIGHT: L/R UTIL and RAMP captions on CWP
7. Wing sweep — 25 degrees
8. Flaps — Cycle, leave up
9. Manoeuvre flap/slat — Cycle, leave in
10. Airbrake — Cycle, leave locked in
11. Controls — Trim 2° nose up. Confirm tailerons full and free deflection.

WARNING
PERSONNEL SHALL STAY CLEAR OF ALL CONTROL SURFACES WHEN THEY ARE IN OPERATION.

12. CSAS — Engage, check all lights out.

13. Controls — Confirm full deflection of surfaces, pitch, roll and yaw.
14. SPILS — ON, reset, light out.

NOTE
The CSAS/SPILS BITE is required to be carried out at every seventh flight or after a max period of seven
consecutive days, whichever occurs first.

If CSAS BITE (pre-flight) required: the CSAS BITE comprises the automatic test and a test sequence which
requires manual pilot inputs.
The lateral and pitch programs run in parallel, and the automatic test is completed within 2 min, 43 sec. SPILS
BITE is initiated by and runs in conjunction with the CSAS BITE. The successful completion of the automatic test is
indicated by the white TEST light flashing.
A good SPILS BITE is indicated by the white flashing BITE light which will extinguish if the TEST button on the
CSAS control panel is pressed. During the test cycle the FAIL light on the SPILS control panel may illuminate
intermittently.

15. CSAS/SPILS BITE — Check

N\VS — Check disengaged.
Test button — Press, TEST light on SPILS control panel: BITE lit.

WARNING
IN EMERGENCY CASES STOP BITE BY LOWERING THE BITE "TEST" BUTTON COVER GUARD.

During the initial part of the automatic BITE test period, carry out a trim check. Whereas the EMERG trim check
requires only partial trim inputs, the NORM trim shall be checked over its full range to the stops. These trim checks
shall be completed prior to the end of the automatic BITE period.
TRIM (P + R) — EMERG function o'ride, NORM, full range, leave fully nose down, roll neutral.

NOTE
To ensure a valid CSAS BITE, the pitch trim shall remain full nose down and a LAMPS test shall not be performed
during the automatic test period.

Under low temperature conditions, NO-GO status may be caused by a low hydraulic fluid temperature. The fluid
temperature may be raised by exercising the primary flight controls for a min. of 1,5 min; thereafter the BITE run
may be repeated.
If NO-GO:
Test button — Press
CSAS modes — Engage separately
Controls — Move for 1.5 min
BITE run — Repeat (omit Trim check, if completed)
If still NO-GO — Abort, record CMP
When the TEST light commences to flash, the manual part of the BITE should be initiated. To satisfy BITE
requirements, the pitch trim shall be in neutral.
Pitch trim — Neutral
CSAS modes — Engage separately.
Norm/Train switch — TRAIN.
Pitch MD — Press, lights on, press out.
When Pitch MD is depressed, the first time, the system goes into a second failure status, subsequently reverting to
PMD normal mode when the button is pressed for a second time.
Norm/Train switch — NORM, guard down
Yaw trim — Full range, neutral
To ensure proper conduct of the test, full and deliberate control movements to each end stop shall be made, with
the control being held at each stop position for a minimum of 2 sec. Pitch-up and rudder control movement demand
considerable pilot effort.

Controls hold each end stop 2 sec:

Pitch nose down first, then up
Roll MD press — CSAS CP/CWP clear
Roll
Yaw

If TEST light flashes:

Repeat pitch nose up.

If still flashing:
Abort
Test button — Press: TEST light out, GO.
light on

If NO-GO:
Repeat lateral inputs.

If still NO-GO:
Abort
Test button — Press again.

Confirm:
GO light out
Guard down
CSAS CP/CWP clear SPILS CP clear

Should the system fail the BITE, the white BITE and amber FAIL caption on the SPILS control panel will illuminate
steady and the red SPILS/CWP caption is lit.

NOTE
If the BITE fails, select SPILS to OFF and restrict the aircraft non SPITS AOA and manoeuvre limits.

If CSAS/SPILS not required:

16. Trim check — EMERG function and o'ride,
NORM, full range, P/R/Y
In all cases:
17. Trims — Set for take-off
18. Ramps — BITE (if required)
 NOTE
The ramps test is required before any planed supersonic flight.

19. TF Radar — Press TEST, NO GO light out, check E-Scope display, deselect TEST, B-risk light out

NOTE
With IN not aligned (e.g., not in NAV with STATUS 4) the red TFR/CWP caption will remain illuminated till the end of
the test cycle.
STARTING SECOND ENGINE
Refer to STARTING FIRST ENGINE procedure step 2 to 7.
AFTER SECOND ENGINE START
1. RCOV — ENG check with ground crew
2. X-drive clutch — PUSH OPEN
3. CWP — TEST 2, L/R VIB

The selection of TEST 2 with running engines is necessary to confirm proper functioning of the vibration warning
system. Due to low vibration levels, the L/R VIB captions may not come on at IDLE but shall illuminate below 75%
NH.

NOTE
TEST 2 should not be selected in flight except to confirm the integrity of the fire warning system following an engine
fire, because the fire warning may remain on after completion of the test.

Generally, LANE 1 is the preferred lane due to the auto change feature to LANE 2 in the case of a LANE 1 failure.
LANE 2 will perform the same functions as LANE I and all operations are practically identical in both lanes.

4. Lanes test:
LANE 1 — Check control
Lanes test — Both press
CWP : 1,/R Tin lit, 1,/R OIL T, L/R
FUEL T, 1,/R THROT
TBT indicators 925 ± 5°C, check RE-HEAT caption out

After releasing the buttons, the temperature indications return to normal and the CWP caption extinguish.
When both engines are running the operation of the CUE automatic control lane changeover facility should be
checked with LANE 1 selected. Pressing and holding the LANES TEST buttons will cause a light transient (max 2%
NH) to occur. NH should not exceed 75%. At the same time the L/R THROT warning on the CWP will illuminate and
the TBT indicators will wind up to 925 ± 5°C. Pressing the left LANE TEST button only (in LANE 1 and 2) will initiate
an internal check of the engine temperature warning systems, and the amber L/R FUEL T, L/R OIL T in the front
cockpit and the red L/R TBT warnings in both cockpits for both engines will illuminate on the CWP.
Upon release, all warning lights should extinguish and TBT/T7 readings return to normal.
When LANE 2 is selected and the same test is repeated, the same warnings and indications as above will be
displayed but the light transient will be seen immediately when LANES TEST is selected. In addition, the nozzles
close to 5 -: 13% (ENC) and the amber REHEAT caption on the CWP in the front cockpit will illuminate. To reset the
nozzle to normal, the relight buttons shall be pressed. After approx. 3 seconds the engines will return to the normal
nozzle position and the REHEAT caption will extinguish. Thereafter the lane switches shall be reelected to LANE 1
and again the throttle warning will illuminate for a short period.

WARNING
IF THE REHEAT/CWP IS LIT, ABORT. DO NOT SELECT LANE 2.

NOTE
A lanes test with LANE 2 selected will cause the REHEAT indication on the Maintenance Panel to reset. With cold
engine the appropriate TBT caption may not come on until about 2 minutes running time are reached.

Eng Control - Both LANE 2

Throttles — Check control individually to 73% NH min. no THROT/REHEAT CWP warnings.

 Eng control — Both LANE 1
When LANE 1 is reselected the L or R THROT indication will illuminate during the transfer and extinguish when the
transfer is completed.
Taxi nozzle — Check function
Proper function can be determined by the Aj indicator showing 100% when selecting TAXI NOZZLE.

5. CRPMD/RPMD — Functional cross-check:

RPMD — R
CRPMD — STB, map does not move, passive MKR at center.
RPMD STB light on, no change of display
CRPMD — NTH UP, map north orientated, check PP and track-line
RPMD — NTH light on, map orientated, SL, check function, PP □, check PP moves to marker □. Check all
SCALES, PP 0, check PP moves to 0 marker.
CRPMD — NRM, map track orientated, PP at bottom of display

INTERNAL CHECKS REAR COCKPIT (STRIKE)

1. Ejection seat — Check
2. Lamps — TEST, all indicators/warning lights on
3. TV/TAB 1 and 2 — ON
4. MCCP:
IFU 1. and 2 — Both ON
WFG — ON
MC—ON
5. SAHR:
Mode — FREE, check 8888.
Variation — Set

NOTE
For shelter operation SAHR may fail and require realignment outside.

6. INCDU:
D31/D32 — OFF
Align — NORM
Mode — IPI
Status — 7/blank
DIS — HDG/DR, check heading, enter if required, PP, enter lat/long.
Mode — ALN
DIS — D31 and D32, insert as required.
LH status — 0
Mode — NAV
7. RDE/MDE :
Master switch — OFF
Mode selector — REPLAY
Cassette — Insert
Tape pos readout — Check 000
Master switch — STBY
Tape drive switch — REV, hold until counters stop.
Mode selector — DATA ENTRY
Master switch — START until TV/TAB displays RDE COMPLETE, FAULT or FAILED, then STBY
TV/TAB — NAV/PLN

NOTE for Microsoft Flight Simulator:

RDE will always return “COMPLETE” if a flight plan was created, and “FAILED” otherwise.

If RDE FAULT:
TV/TAB — Fault line in ROL, amend and ENTER.
If RDE FAILED:
CVR — Repeat RDE or manually amend.
If MCCP FAIL or CWP CMPTR caption lit:
CVR master switch — STBY
MC — Recycle, if required
CVR — Repeat RDE (new cassette or enter manually)
8. Fuel — Check with front cockpit
9. Ejection seat — Strapped in
10. MDC:
Handle — Secure
Pin — Stow
11. Oxygen — ON, 100, check MI, AM, test safety pressure, check MI, AM/100 as required
12. Jack release handle — Stowed, wire intact
13. Canopy jettison handle — Stowed, wire intact
14. HDDR — Cassette loaded
15. Wander lamp — Check and stow
16. Special weapons panel — As required
17. HDDR control panel — Set as required
18. MRCP — Set as required
Except: Frequency — FIXED FREQ
19. Oxy test — Press, check in the green zone, contents
20. Landing gear indicator — 3 greens
21. WPU BITE — Completed
Chan fault — Both blank
22. Display source - Check A and B available
weapon package - Selected
23. Artificial horizon - Erect
24. CRPMD - M, INT after 5 seconds
25. CRPMD/GMR (complete):

WARNING
EVEN WHEN THE GMR IS OPERATING ON GROUND IN M OR M + S (STANDBY) MODE, THERE MAY BE A
HAZARD FROM MICROWAVE RADIATION WITHIN THE ANTENNA SCANNING SECTOR (TO A DIS¬TANCE OF
37 METERS). THEREFORE, WHEN M HAS BEEN SELECTED, INT PUSHBUTTON HAS TO BE PRESSED
AFTER 5 SEC AS A SAFETY PRECAUTIONS.
Mode - NI, INT after 5 seconds
Display — NRM
IND MKR map — Set
Cursors — OFF
Frz/int hold — FADE
S-S/cont inv S-S
Fade — As required
Scale — 20/40/80
Test — MAP, PL I and PL 2 lights on
NHC — Cursors and marker switch up, 90 sec after M selection align test frame, insert CRPMD test —
MKR, PL 1 and PL 2 lights out, MKR test format correct, adjust THRESHOLD, OFF
25. Altimeter and CSI — Set and check
26. RWR and ST\VI — Set
27. NWAMS — All lights out
28. ECM control unit — Set
29. CWP — TEST 1, TEST 2 (refer to RIGHT QUARTER PANEL, step 2).
30. CVR:
Cassette — Check loaded.
Mode selector — MAN or AUTO
Master switch — STI3Y or START
31. Doppler — ON, check test velocities
SEA/LAND as required. Check TEST deselected.

NOTE for Microsoft Flight Simulator:

Doppler system is not simulated in this MSFS rendition.

32. Anti dazzle — OFF
33. Command ejection — As required
34. HF — OFF
35. Refuel probe light — OFF
36. CRPMD mode — Confirm INT selected. M + S after first engine start, check all fail lights out
37. TV/TAB, CRPMD — Enter system time, check mission data
38. INCDU — Check STATUS, select NAV
39. NMCP:
Nav modes — All available, select MAIN Steering mode — As required.
40. TV/TAB — PP enter, check POS
41. SAHR heading — Check if FES out, slew to IN heading
After 3 minutes warm up:
42. MRCP — Test, light out after 1 minute, NO-GO out

TAXIING

For "Turning Radius" during taxi operations, see Figure 2-3.

Braking during taxiing prior to takeoff shall be minimized to reduce the hazard associated with hot brakes in the
landing gear bay after retraction.

WARNING
IF. THE TAKE-OFF IS MADE WITH OVERHEATED BRAKES, A FIRE HAZARD CAN ARISE AFTER LANDING
GEAR RETRACTION, IF A HYDRAULIC LEAK IS PRESENT.

NOTE
 If heavy or prolonged braking is used during taxiing, the brakes may have insufficient energy capacity in the
event of an aborted takeoff.
 Use of thrust reverse is not permitted because the reverse thrust locking mechanism will not be inspected
prior takeoff.
 for taxi distance refer to Section V of this manual.
PRE-TAXI CHECKS
I. Air system master - ON
2. Anti-g - Check
3. Confirm with ground crew:
CMP - Reset.
Panels - Secure
4. OTF and height fix - Perform as required

NOTE
The MC may not use height fix information immediately to update height, therefore do not repeat height fixing to
prevent accumulation of height errors.

5. NWS — Engage, LOW light on

6. ICO — Press, LOW light out: when pressing ICO will cancel all other inadvertent selections
7. NWS — Engage, select HIGH (re-ingest audio)
8 BRAKES — Press BRAKES TEST
When releasing the BRAKES TEST button, observe a momentary pressure drop and no A SKID.CWP caption.

CAUTION
DO NOT PRESS THE TEST BUTTON WITHOUT CHOCKS IN POSITION OR AT HIGH POWER SETTINGS
BEFORE TAKEOFF.

9. Hydraulics -- Left ON, right AUTO (white sector)

10. EPS — Pin remove, A1.71.0, light out
The Emergency Power system control switch shall be selected to the AUTO position for all flying to protect against
the consequences of a possible double engine flameout.
 WARNING
IN CASE OF INADVERTENT SELECTION OF THE EPS TO ON, THE ONE-SHOT BATTERY HAS TO BE
REPLACED BEFORE TAKE-OFF.

11. Flight refuel — Probe in, lights out (3)

12. Canopy — Closed and locked, seal inflated
 WARNING
13. Fuel temp — Below 70°C
14. Voltmeter — Check above 25V
NOTE
For shelter operation, checks 15 to 23 should be completed outside shelter.
15. Wing sweep — As required
16. Flaps — As required
17. AFDS control panel — ATTU FAIL light, press if lit
18. Oxygen — AM
19. Seat pins — Stowed
20. Landing gear pins — Check removed
21. External/A-coll lights — As required
22. Compasses — Cross-check
23. Altimeters — Set, STBY, compare, RESET

NOTE
With the front cockpit altimeter in STBY or RESET mode the tolerance for a given QNH setting should be within ±
60 ft of the field elevation. The total difference reading between STIBY and RESET mode should not exceed 100 ft.
The difference between front and rear cockpit altimeter readings should not exceed 75 ft in STIBY mode.
TAXI CHECKS
1. Brakes - Check normal and emergency, reselect normal.

CAUTION
DO NOT SELECT PARKING BRAKE WHILE THE AIRCRAFT IS IN MOTION AS THIS WILL ABRUPTLY LOCK
THE WHEELS, AND CAUSE TIRE DAMAGE.

NOTE
Care should be exercised when selecting the brake handle from NORMAL to EMERGENCY, as continued
pulling and turning on the lever may cause it to enter the parking segment inadvertently, resulting in an abrupt
locking of both main wheels. To deselect the handle from EMERGENCY to NORMAL, the lever shall be turned and
pushed into position.

2. NWS — Check LOW, select HIGH.

During taxi, the nozzle position may be selected to TAXI NOZZLE OPEN (100% Aj), reducing idle thrust by approx.
40%. Having selected TAXI NOZZLE OPEN, reverse thrust is inhibited and vice versa. A mechanical interlock
within the throttle box will limit engine RPM to 80% NH with TAXI NOZZLE OPEN.

NOTE
With TAXI NOZZLE selected, the amber VENT caption on the CWP may illuminate due to insufficient LP
Compressor bleed air pressure. Deselecting TAXI NOZZLE will extinguish the warning.

3. Left throttle Rock outboard (LD) check differential spoilers, rock inboard.
4. CRPM Deselect INT (in safe area)
5. GMR — Functional test, then M + S and INT
6. Flight/nav instruments — Check

BEFORE TAKE-OFF CHECKS

1. Wing sweep - 25°

2. Airbrakes - IN and locked
3. Flaps - MID
4. Trims - Set for take-off
5. X-drive clutch - AUTO, light out
6. Selective/emergency jettison - Set
7. Flight controls - Full and free
8. Hydraulics - Left ON, right AUTO (white selector)
9. EPS - AUTO, light out
10. Fuel - Quantity, balance, transfer, temperature
11. Ignition (Engine control panel) – NORM

The ignition selector switch should remain in the NORM position which will guarantee automatic ignition in case of
a flame-out or an extreme deceleration in flight or during take-off. With the ignition selector switch in NORM
position it should, however, be kept in mind, that the automatic ignition circuit will always be operative if the throttle
is not in the HP SHUT position and certain NH speed conditions exist. If, for instance, one engine is shut down in
flight or on the ground and the throttle is then reopened (for lift dump or reverse thrust checking), it is possible that
any fuel remaining in the engine may be ignited.
12. Oxy - Contents, connections, flow, AM/100
13. Intakes anti-ice - As required
14. External lights - As required
15. Emerg radio - Check channel set
16. Canopy - Closed and locked, handle fully forward check seal
17. Command ejection - As briefed
18. Pins - Stowed, 4 front, 2 rear
19. Take-off emergency brief – Complete

When cleared for line up:

20. Air system master - As required
21. Rapid take-off panel - Gang bar up
22. Harnesses - Tight and locked, restraints, and PSP connected, visors down.
23. IFF - As required
24. WCP1 Chan fault - Both blank, except for uninstalled pylons/MWCA's coded Bogus
25. MASS - As required.

LINE UP CHECKS

1. NWS - LOW
2. TR - Indicator blank
3. Engines check:
GVNR TEST (if required) - NI, (LANE 1) 80 ± 1% Throttles - MAX DRY, minimum power check if required.

The NL governor check need only be carried out every 10 flying hours.
To perform the governor check with the ENG CONTROL still in LANE 1, select and hold the GVNR TEST switch to
NL and advance the throttles to MAX DRY. The RPM indicators will automatically display NL speed which shall
stabilize at 80 ± 1%.
Retard the throttles to below 80% NL, thereafter, release the GVNR TEST switch to OFF to avoid the risk of a surge
being induced through momentary overfilling.
Refer to Minimum Power Check table, Figure 2-4, to confirm that engine values are within limits.

Throttles - MIN REHEAT, (MAX DRY for noise abatement take-off)

CAUTION
WHEN SELECTING REHEAT, ADVANCE THROTTLES STRAIGHT FORWARD. DO NOT EXERT ANY
OUTBOARD PRESSURE TO AVOID SELECTING TR. SHOULD THIS ACCIDENTALLY OCCUR, CANCEL TR,
REDUCE POWER AND RELEASE BRAKES TO PREVENT THE AIRCRAFT TO TIP OVER.

NOTE
If a reheat blow out occurs, the nozzle will stay at the selected min reheat position.

4. CWP - All lights out

5. Brakes - [folding, check pressure

NOTE
Wheel slippage on runways with anti-skid surface shall be avoided to prevent excessive tire wear.
TAKE-OFF

NORMAL TAKE-OFF
Normal take-off will he performed using MAX REHEAT thrust, flaps set to MID, and air system master selected to
ON.
Directional control during the initial take-off run is easily maintained, as the nosewheel steering is very effective and
NSAS will counteract any directional disturbance with immediate corrections. At approximately 70 kt rudder should
he used to maintain directional control.
The aircraft will display conventional take-off characteristics. Rotate the aircraft at the computed rotation speed. It is
not advisable to apply aft stick pressure prematurely since CSAS manoeuvre demand characteristics will cause full
taileron deflection due to "O" rate feedback signals. This will result in increased drag and ground roll. When rotating
speed is reached, apply moderate aft stick pressure. The aircraft will become airborne with approximately 11 units
AOA. At higher masses and consequently higher rotation speeds, elevator effectiveness will be greater. Therefore,
back stick inputs should be smooth to match the take-off speed. Increase back stick pressure following liftoff to
reach 13 units AOA. When established, the 50 ft obstacle high will be cleared and a smooth derotation should be
started to attain a convenient climb attitude of 10 to 12 degrees. This technique will ensure that the computed take-
off performance data are. achieved.
Asymmetric thrust will cause moderate yaw only which is easy to compensate with small rudder applications.
PERFORMANCE TAKE-OFF
Performance take-off will be performed with COMBAT thrust, flaps set to MID and air system master selected to
EMERG RAM AIR. This take off is recommended in case where single engine rate of climb is insufficient for normal
take-off due to high OAT /lower thrust or runway length available. The technique as described under normal take-off
applies except that more positive aft stick pressure is required at computed rotation speed and that after lift-off the
aircraft is momentarily rotated to 15 units AOA till clear of obstacles; thereafter derotation should he started.
Depending on the conditions, pitch attitudes up to 30 degrees can he expected shortly after lift-off.

NOTE
At extreme aft CG conditions, rotation should be initiated more carefully in order not to overrotate in pitch.

HEAVY MASS TAKE OFF

NOTE
The DWN flap setting for take-off is not yet cleared. In heavy mass conditions apply normal/performance take-off
procedure.

Heavy mass take-off from 25000 kg and up will be performed with combat thrust, flaps set to DWN and Air System
Master set to EMERG RAM AIR. The recommended trim setting is neutral.
The technique is identical to that described under Performance take-off. Due to full flaps and high masses, high
rotation stick forces shall be expected, however no extreme pitch attitudes will be encountered after lift-off.

WARNING
IF AN ENGINE FAILS AFTER REFUSAL SPEED, THE TAKE-OFF SHALL BE CONTINUED AND THE AIRCRAFT
ROTATED AT ROTATION SPEED TO 15 UNITS AOA. AFTER BECOMING AIRBORNE, ALL EXTERNAL STORES
SHALL BE JETTISONED AND LG RETRACTED. DURING THIS PHASE THE AIRSPEED WILL INITIALLY
DECREASE.

NOTE
At extreme aft CG conditions, rotation should be initiated more carefully in order not to overrotate in pitch.
CROSSWIND TAKE-OFF
Under crosswind conditions, the aircraft has a strong tendency to weather-vane into the wind. This tendency can be
well controlled during take-off roll with the augmented nose wheel steering and normal use of rudder. Refer to
"Crosswind Take-off and Landing Limits", Section V.

NOTE
Depending on windspeed and gusts, rotation speed should be increased by approx. 10 kt.
TAKE-OFF ON SLIPPERY RUNWAY
If tire's start to skid in MN REHEAT, release brakes, correct any tendency to slip and select max thrust without
delay.

AFTER TAKE-OFF/DEPARTURE CHECKS

1. Landing gear — UP, lights out.

When the aircraft is definitely airborne, retract the landing gear. Check all UP indications safe. The landing gear and
landing fear doors should be UP and locked before reaching 250 kt.

2. Flaps — UP at flap retraction speed

1 Landing gear retraction, flap retraction from MID to UP, and thrust reduction will cause only significant pitch
changes. Normally REHEAT should Abe cancelled at approx. 250 to 300 kt.

3. Air system master — ON

4. SPILS — As required.
5. MASS — As required.

FLAP RETRACTION SPEED

The chart depicted in figure provides flap retraction speed versus masses with two engines operating. Adhering to
the recommended speeds will results in optimum climb potential.
 CLIMB/CRUISE

MAXIMUM DRY CLIMB

This climb is recommended when an optimum range climb
with minimum fuel consumption is desired.For a clean
aircraft, 25-degree wing sweep, the optimum climb speed is
375 kt/0.7 M at standard day.
For detailed information refer to AER.1F-PA200-1A,
Performance Data.
MAXIMUM REHEAT CLIMB
This climb is performed with 45 degrees wing sweep to gain
maximum altitude within minimum time. For a clean aircraft
at standard day, the optimum climb speed is 0.9 M.
For detailed information refer to AER.1F- PA200- 1A,
Performance Data.
CRUISE
NOTE
 With a single shoulder mounted U/FUS tank plus
two i/b wing mounted tanks, fuel imbalance develops
because the asymmetric tank feeds into the
respective fuselage group. Manual fuel management
is necessary to distribute its fuel equally between the front and rear fuselage groups.
 The aircrew shall check that wing fuel is transferring at total fuel remaining of 2050 ± 50 kg. If wing fuel
transfer has not started with a total fuel remaining of 1900 kg, the SEQUENCE switch shall be set from
NORM to WG. Return the switch to NORM when wings are empty.
 There is no cockpit warning of an 'ECS shutdown at aircraft altitudes below 26000 ft. To minimize the risks
of operating without cooling air to equipment the aircrew shall check frequently the status of the ECS by
confirming cockpit airflow. Post mod. 00921: failure of air system pressure is indicated by illumination of the
amber ECS caption on CWP.

AIR TO AIR REFUELLING

NOTE for Microsoft Flight Simulator:

This MSFS rendition features a simplified air-to-air refueling module, which basically allows the player to refuel the
aircraft “out of thin air” in certain conditions. Specifically, the aircraft speed must be below 375 and above 200
knots, and altitude must be above 2000 feet. If these conditions are met, and the refuel probe is extended, flight
path and speed will be monitored for approximately 20 seconds – after which the airspeed and altitude are
recorded as reference speed and altitude. After that, a difference of +/- 50 feet or +/-10 knots will cause a
disconnection (and internal timers will be reset). If the plane is flown within those limitations, after another 10
seconds the refuelling will start.

RECEIVER ROLE

JOINING
1. Late arm/trigger — SAFE
2. MASS — SAFE
3. Fuel — Check quantity
4. TACAN — REC
5. IFF - STBY
6. HF - Off
7. CRPMD — M + S
8. Nav a/coll lights — As required.
BEFORE CONTACT
1. Wing sweep — 25°
2. Tank inter — CLOSE
3. Fuel X-feed — CLOSE
4. Tanks — As required.
9. Probe — OUT, RDY light on
10. Probe light — As required.
11. Rudder trim — As required.

WARNING
EXCEPT IN EMERGENCY, REFUELLING SHOULD NOT BE ATTEMPTED WITH FRVL/CWP CAPTION LIT,
SINCE FUEL WILL ENTER THE TANK GROUPS THROUGH THE TRANSFER SIDE OF THE REFUEL
TRANSFER VALVES AND DAMAGE TO THE CELLS MAY OCCUR IF THE TANKS ARE FILLED, BECAUSE OF
CONTINUED TANKER DELIVERY PRESSURE.

AFTER REFUELLING
After breaking contact with the drogue, the system is restored to normal, and the transfer sequence re-started after
selecting the TANKS switch to OFF and the PROBE switch to IN.
1. Fuel — Check quantity
2. Probe — IN, RDY and U/L lights out
3. Probe light — OFF
4. Tanks — OFF, FULL light out
5. Fuel X-feed — AUTO
6. Nav and a/coll lights — As required
7. HF, CRPMD, TACAN, IFF — As required.
X-drive clutch closure may have occurred due to differential throttle operation.
8. X-drive clutch - AUTO, light out
9. Rudder trim - As required

TANKER ROLE

Tanker role is not implemented in this MSFS simulation.

DESCENT/RECOVERY

Four types of descent may be flown as

shown in Figure 2-7. Provided that CANOPY
DEMIST was set to AUTO before take-off,
canopy and windscreen will be anti-mist
heated automatically. Should the windscreen
or canopy do mist up, select STBY W/S
DEMIST and/or CANOPY DEMIST to ON,
on the ENVIRONMENT control panel.
Selection of STBY-WS DE-MIST will be
accompanied by a loud initial thump.
DESCENT/RECOVERY CHECKS
1. Instruments — Check, ADI
erect, compare HUD/HDD
2. Radar Alt — Set bug as
required.

CAUTION
IF THE 600 HZ WARNING TONE IS
TRIGGERED BY THE RAD ALT LOW
 HEIGHT BUG, AND SUBSEQUENTLY CANCELLED BY DEPRESSING AN ATTENTION GETTER, THE
WARNING TONE IS INHIBITED, AND WILL NOT BE REACTIVATED BY ANY OF THE ASSOCIATED FAILURE
CONDITIONS E.G. NWS FAILURE OR T/R REINGESTION.

Frequent checks of the HUD against HDD instruments are required since certain possible failures may affect the
HUD without the appropriate warning indications. Also, the front cockpit altimeter in RESET mode should be cross-
checked against alternative sources as radar altimeter or rear cockpit altimeter corrected for pressure errors. All
cross-checks should preferably made under steady flight conditions.
If any of the following symptoms occur while in RESET mode, the altimeter should be selected to and remain in
STBY mode, and the readings verified from other sources with appropriate allowance for pressure errors:
 ADC or IFU 1 warning on the rear CWP
 Occulting of HYD baro altitude
 Discrepancies between HUD and HDD baro altitude readings

NOTE
If auto reversion of the front cockpit altimeter to STBY mode occurs, the readings should again be verified from
other sources.
3. TF radar — As required, set SCH
4. De-mist — As required.
5. Intake anti-icing — As required.
6. Wing sweep — As required.
7. X-drive clutch — AUTO, light out.
8. Land/taxi light — As required.
9. MASS — As required.
10. Trainer only: TR — FRONT

TF OPERATION

Before operating in manual or auto TF, ensure proper functioning of all applicable systems. Observe TF operating
limitations in Section V of this manual.
AP CHECK
Height — Minimum safe
AP — Engage in ALT or MACH, check SFCO and ICO function, AP re-engage if required.
TF CHECKS (NOT LOWER THAN 200 FT ABOVE SCH)
1. V/UHF ANTENNA — Upper
2. TACAN - OFF/REC
3. TFR — ON, check ESRRD returns and indications.
4. Altimeters — Compare HUD rad alt with HDD rad alt and HDD baro. Set rad alt bug 10% below SCH.

WARNING

DISCONTINUE. TF IF RAD ALT NOT SERVICEABLE

5. AEDS control panel — FD, TRACK or HDG, SCH, ride, TF READY light on, TF.
6. HUD — T displayed; FD command correct.
7. AP — Engage, if required

NOTE
 If TER caption on CWP or NO GO on TF RADAR CP illuminates in STIBY mode, the TFR shall not be
engaged.

 To avoid possible NO GO status, prior TF operation:

- TACAN shall be switched to OFF/REC
- No transmitter shall be made during TF flight from the lower UHF antenna.

WARNING
THE POSSIBILITY OF AP MALFUNCTION LEADING TO SUDDEN RAPID AND LARGE EXCURSIONS IN PITCH
AND ROLL CANNOT BE EXCLUDED AT THE PRESENT TIME. THEREFORE, THE PILOT SHALL KEEP A HAND
ON THE STICK WHENEVER THE AP IS ENGANGED AND BE PREPARED TO TAKE CONTROL IMMEDIATELY
FROM THE AP IN ORDER TO REDUCE PIO'S, OVERRAPID STICK INPUTS SHALL BE AVOIDED.

If abnormal RH/ANDS behavior is suspected, RH hold operation shall be discontinued immediately irrespective of
the presence or absence of other warnings.
RHH CHECKS
1. Altimeters — Compare HUD rad alt with HDD rad alt and EIDD baro. Set rad alt bug 10% below intended
height.
2. AFDS control panel — RH, FD; other modes as required, engage, lights on
3. HUD — FD command correct.
4. AP — Engage, if required

NOTE
If abnormal RH/AFDS behavior is suspected, RH hold operation shall be discontinued immediately irrespective of
the presence or absence of other warnings.

LANDING

Below 6 units AOA with full flaps, there is a mild proverse yaw due to roll inputs. Above 6 units AOA this changes to
mild adverse yaw, therefore slight heading overswings will be encountered when rolling out of turns. The aircraft
shows little roll due to rudder in the landing configuration and thus the rudder is useful for small heading
adjustments. See Figure 2-8 for a typical landing pattern. For Landing Distance Data, refer to AER.1F-PA200- I A,
Performance Data.
PRE-LANDING CHECKS
1. Wing sweep — 25°
2. -Airbrakes — IN and locked
3. SPILS — OFF
4. Rad. alt — Set bug to zero.
5. Fuel — Balance, quantity, calculate approach speed.

NOTE
Approach speed at 14000 kg, flaps DOWN:
10 units AOA, 140 kt.* plus 4 kt/ 1000 kg
12 units AOA, 132 kt.* plus 4 kt/1000 kg
* Add 3 kt if Krueger flap are inhibited

Approach speed at 14000 kg, flaps MID:

10 units AOA, 155 kt plus 5 kt/1000 kg
12 units AOA, 146 kt plus 5 kt/1000 kg

6. Flaps — MID

WARNING
DO NOT EXTEND THE LANDING GEAR WITH LD/TR PRESELECTED AS THE SPOILERS AND/OR TR
BUCKETS MAY DEPLOY.

7. Landing gear — DOWN

8. Hook light — Out
9. Harnesses — Tight and locked
10. Landing gear — 3 greens, no reds
11. Brakes — Test, A SKID out
12. NWS — LOW light on, no re-ingest audio.
13. Flaps — As required.

For final landing:

14. Lift dump indicator — Blank/white cross
15. Left throttle — LD preselect.
16. Right throttle — TR preselect, if required

WARNING
 IF OL IS INDICATED, PRESELECTION OF LIFT DUMP AND THRUST REVERSE SHALL NOT BE MADE.
A FAILURE OF THE OLEO MICROSWITCH EXISTS AND MAY CAUSE AIRBORNE DEPLOYEMENT OF THE
THRUST REVERSE BUCKETS AND/OR EXTENSION OF SPOILERS.
 DO NOT PRESELECT TR IF REINGEST AUDIO SOUNDS WHEN LANDING GEAR IS LOWERED.
 AVOID REARWARD PRESSURE AGAINST IDLE STOPS WHEN ROCKING THROTTLES TO AVOID
INADVERTENT ENGINE SHUT DOWN.

CAUTION
 AIRBRAKES SHALL NOT BE USED ON THE APPROACH IN CROSSWIND > 10 KT CARRYING LARGE
STORES ON U/FUS PYLONS AS SLIGHT STICK LIGHTENING OR SLIGHT PITCH-UPS MAY OCCUR
ABOVE 12 UNITS AOA.

 THE AIRBRAKES SHOULD BE RETRACTED PRIOR TO TOUCHDOWN TO AVOID DAMAGE TO THE

AIRBRAKES WHEN REVERSE THRUST DEPLOYS DURING THE AIRBRAKE AUTORETRACTION
PHASE.

Lower full flaps wing level on downwind (on final for straight-in). The buffet level with full flaps is noticeably higher
than flaps at MID. Crosscheck computed final approach speed versus AOA, when on final.
For current AOA limits see Section V.
Thrust reverse and/or lift dump may be preselected after LG lowering on final approach or selected after touchdown
by rocking the corresponding throttle outboard. The left throttle preselects or selects lift dump only. For TR
preselection observe thrust reverse limitations in Section V. If the LIFT DUMP magnetic indicator shows blank/white
cross, preselect TR on final approach and continue to modulate thrust by throttle movement. 85% NH shall not be
exceeded over the threshold and during flare.
The flare should be smooth and initiated out of ground effect just prior to touchdown. The attitude change to
achieve a round-out from descent to an acceptable touchdown sink rate is small, and changes in attitude and AOA
will not result in a significant rise in drag or loss of speed. Rapid hard back stick inputs during flare should be
avoided as the sink rate will initially be increased due to the effectiveness of the taileron.

engaged TR may be engaged if not preselected; when thrust reverse indicators show REV, TR may be applied.
When increasing thrust above IDLE, the reversed jet airstream interfaces with the airflow over the fin rudder
proportional to the amount of thrust applied. The NSAS counters this destabilizing influence by suppressing any
yaw disturbance and provides good directional control. If steering corrections are necessary, large positive pedal
deflections are required to overcome NSAS authority. Improved directional stability is achieved at high thrust
settings as the nose down pitching moment increases NWS. The worst stability region is experienced in the mid
thrust range (approx. 80% NH), where fin and rudder effectiveness is markedly reduced. Therefore, the
recommended technique is to slam throttles from IDLE to MAX DRY to minimize the time in this unfavorable region.
Light lateral oscillations which occur when full TR is selected may be ignored as they have no handling
significance.
TR may be used down to re-ingest warning from 200 KIAS not exceeding 80% NH and/or from 165 KIAS using
MAX DRY.
WARNING
ONCE ACTIVATED, LD AND TR SYSTEMS REMAIN ENGAGED BY HOLD-ON RELAYS EVEN IF THE
AIRCRAFT BOUNCES AFTER TOUCH-DOWN. THE SYSTEM CAN ONLY BE CANCELLED BY ROCKING THE
RESPECTIVE THROTTLE(S) INBOARD OR, IN THE TRAINER VERSION, BY SELECTING THE THRUST
REVERSE SWITCH IN THE REAR COCKPIT TO OFF.
At the re-ingest warning (approximately 60 kt) retard throttles to IDLE TR and apply brake pressure. At normal taxi
speed cancel TR and select TAXI NOZZLE. Prior to clearing the runway select nosewheel steering to HIGH.

NOTE
To avoid FOD cancel TR as soon as practicable.

CAUTION
 DESELECTION OF NWS VIA ICO MAY RESULT IN DIRECTIONAL CONTROL PROBLEMS WHEN IN TR.
IN THIS CASE DESELECT TR IMMEDIATELY AND MAINTAIN DIRECTIONAL CONTROL BY USE OF RUDDER/
DIFFERENTIAL BRAKING.
 FOR LANDING WITH TR PRESELECTED, THE THROTTLES SHALL BE CHOPPED TO IDLE AT MAIN
WHEEL TOUCHDOWN AND 'HIE NOSEWHEEL LOWERED ONTO THE RUNWAY WITHOUT DELAY TO
AVOID STRUCTURAL DAMAGE TO THE NOSEWHEEL.
 FULL TR MAY BE USED IF AIR BRAKES ARE IN AND LOCKED. IF NOT LOCKED, TR SHALL BE USED
AT IDLE ONLY.

NOTE
Exercise caution when deselecting TR, since any excessive rearward pressure on the throttle release latches may
result in advertent engine shutdown
AFTER TOUCHDOWN CHECKS
At mainwheel touchdown reduce throttles to IDLE and lower the nosewheel gently onto the runway. If the NWS is
CROSSWIND LANDING
Preselect LD and fly a crabbed approach. TR may be used to the limits given in Section V of this manual. Under
Turbulent conditions, involving the possibility of wind shear, 10 units AOA should not be exceeded to allow for
sudden changes in airspeed and to maintain normal sink rate. At high crosswinds a combination of crabbed
approach and low wing method is recommended. Prior to touchdown gently kick off drift in the conventional manner
to minimize the lateral loads on the landing gear but maintain a certain drift angle proportional to the existing wing.
As soon as either main wheel oleo is compressed, LD will deploy and keep the aircraft firmly on the ground. Lower
the nosewheel without delay to ensure early NWS operation and select TR. Full spoiler roll control will be available
and any tendency for the upwind wing to rise after touchdown can be corrected by applying roll control into the
wind. High TR thrust settings will increase this phenomenon, but use of roll control should be avoided if possible as
this will reduce LD effectiveness.
Further handling considerations as for normal landing apply.

BRAKING TECHNIQUE

AERODYNAMIC BRAKING
Aerodynamic braking is possible regardless of flap slat position. This technique should be applied if the thrust
reverse cannot be used because a failure inhibits its operation for landing, or thrust reverse fails to deploy after
touchdown, in cases of NWS failure or when landing with a known blown nosewheel tire.
When landing with a thrust reverser failure, plan to touchdown at the proper approach speed and AOA, near the
front end of the runway and use its full length. Lift dump should be used, and the aircraft's nose kept up by
continuously increasing back stick pressure to maintain 18 units AOA until the airspeed has dropped to approx. 100
kt. When carrying external stores the limit is 14 units AOA (for further information refer to Section V of this manual).
Lower the nosewheel gently onto the runway, select TAXI NOZZLE and use maximum braking technique if
necessary to slow the aircraft down to taxiing speed.
If thrust reverse fails after touchdown with the nosewheel lowered onto the runway, deselect TR, if preselected.
Speed and remaining runway are the dominant factors
which determines whether to raise the nose and to
apply the aerodynamic braking technique, or to
continue the landing roll with TAXI NOZZLE selected
and stick full aft.

NOTE
Below the Reference line damage of the wheel brakes
is unlikely and routine brake checks are sufficient,
Above the Reference Line, brake inspection/repair is
required.

Under normal conditions speed will be too low to use

aerodynamic braking effectively if TR failed after
touchdown.
To avoid major damage to the brakes, the braking
energy requirements should be kept as low as possible
by:
 Observing limitations in Figure 2-9
 Keeping the total brake application time as
short as possible (hard but short applications).
 Using LD or TAXI NOZZLE depending on
situation.

CAUTION
DURING AERODYNAMIC BRAKING, TAIL SCRAPE MAY OCCUR BEYOND 19 UNITS AOA.
OPTIMUM BRAKING
Optimum braking is achieved by using full TR together with maximum wheel brake pedal pressure allowing the anti-
skid system, which is fully adaptive, to give optimum braking and deceleration.
Wheel brakes may be applied, progressively up to full pedal pressure, 2 seconds after TR selection, and
progressively applying full rearward stick pressure.

NOTE
Due to a current brake control system deficiency in the trainer version, full brake pressure will be achieved at the
second brake application only.
TOUCH-AND-GO LANDING
After touchdown from normal approach maintain sufficient back stick pressure to hold the nosewheel off the
ground.
Check airbrakes retracted and advance throttles smoothly to MAX DRY. At 140 KIAS minimum, rotate the aircraft to
achieve 10 units AOA until the aircraft lifts off again. When safety airborne, raise the landing gear.
With the flaps selected in DWN, raise flaps to MID at calculated speed according to gross weight (155 + 5 kt per
1000 kg above 14000 kg) and after the landing gear has fully retracted.
Further raising of flaps to UP, if required, should be performed at 180 KIAS (+ 5 kt for each 1000 kg above 14000
kg).

WARNING
• FULL FLAP TOUCH AND GO LANDINGS WITH A KNOWN REHEAT FAILURE ON EITHER ENGINE ARE
PROHIBITED.
• IN CASE OF AN ENGINE FAILURE AFTER LIFT OFF DEPENDING ON MASS, THE THRUST AVAILABLE
ON ONE ENGINE IN MAX DRY MAY BE INSUFFICIENT TO CONTINUE THE CLIMB OUT, UNLESS THE
PROCEDURE FOR ENGINE OR REHEAT FAIL-URE DURING TAKEOFF IN SECTION III OF THIS MAN-UAL IS
APPLIED. FULL FLAPS, IF SELECTED, SHALL NOT BE RAISED BEFORE MINIMUM FLAP RETRACTION
SPEED.

CAUTION
AT ROLLING SPEEDS ABOVE 80 KT, DEPENDING OK MASS, AOA AND CONFIGURATION, THE WOG
SWITCHES MAY REACH THE FLIGHT CONDITION AND THE LG LEVER WILL NOT BE LOCKED DOWN, THUS
THE LG LEVER COULD BE RAISED PREMATURELY.

GO AROUND

The decision to go around should be made as early as possible. When the decision is made, rock the throttles
inboard to deselect LD/TR, if preselected; thereafter advance throttles to required power setting. As the aircraft
accelerates, rotate the nose to a climbing attitude and when altimeter and VSI indicate a positive rate of climb,
continue with after take-off checks. For a typical go-around pattern refer to Figure 2-10.

WARNING
DO NOT EXTEND OR RETRACT THE LANDING GEAR WITH THE LD/TR PRESELECTED AS THE SPOILERS
AND/OR THE TR BUCKETS MAY DEPLOY.

AFTER LANDING

AFTER LANDING CHECKS

1. MASS — SAFE, LOCK
2. Land/taxi lights — As required.
3. IFF — OFF
4. Command ejection — REAR
5. CRPMD — M, INT
6. TFE- OFF
7. Pitot and NV/screen heaters — OFF K.
8. Flaps — As required.
9. Ignition (Engine control panel) — OFF
 CAUTION
THE IGNITION SWITCH ON THE ECP SHALL BE SELECTED TO OFF TO PREVENT IGNITION OF THE
RESIDUAL FUEL IN THE SHUT-DOWN ENGINE, SHOULD THE THROTTLE BE MOVED OUT OF THE HP SHUT
POSITION.
10. CWP — Test 1 + 2
11. For single engine taxi:
TAXI nozzle — SHUT.
X-drive — Ensure SHUT
Either throttle — HP SHUT below 450°

Confirm that the X-drive is in AUTO prior to one engine shut down to maintain full electric and hydraulic service.
Either engine can be shut down if desired, but T7 should be below 450°C. After running for a period at max
continuous conditions or above it is advisable that the engine should be idled for 2 minutes before shutting down to
allow cooling of the rotor system.

12. Pitch trim — Fully nose down

13. Intake anti-icing — OFF
14. PSP — Disconnect
SHUT DOWN CHECKS

CAUTION
FOLLOWING HEAVY BRAKE APPLICATION, ENGINE SHUT-DOWN SHOULD BE MADE WITH THE AIRCRAFT
NOSE INTO WIND, TO AVOID ENGINE FUEL SPLASHING ONTO HOT BRAKES AND IGNITING. THE
MAXIMUM TAILWIND COMPONENT IS 15 kt

Front Cockpit
1. Taxi light - OFF
2. EPS - OFF
3. Ejection seat, EPS and canopy pins - IN, confirm with nav

If entering shelter:
4. Wing sweep - 45°
5. NWS - Disengage, confirm with groundcrew.
6. Brakes - Release

When stationary:
7. Brake handle - Park
8. CMP - Recorded
9. RPMD - OFF
10. Rad alt - OFF
11. ESRRD - OFF
12. HUD - OFF
13. Tacan - OFF
14. Probe - OUT (if required)

The probe shall be inspected for cracks after each AAR operation, wet or dry.

When cleared to shut down:

15. Hydraulics - Left OFF, right AUTO.
16. X-drive clutch - OPEN
17. Taxy nozzle - SHUT.
18. Throttle(s) - HP SHUT, RPM decreasing.

WARNING
DO NOT SWITCH BATT MSTR TO OFF BEFORE THE THROTTLES OF BOTH ENGINES ARE IN HP SHUT AND
RPM IS DECREASING AS OTHERWISE ENGINE CONTROL INCLUDING OVERSPEED GOVERNORS AND
SHUTDOWN FACILITY ARE LOST THECONSEQUENCES WOULD BE THE SAME WITH A FAILED BATTERY, IF
THE GENERATORS WERE SWACHED OFF PRIOR TO ENGINE SHUTDOWN.

19. Rapid T/O panel - All OFF except BATT MSTR

20. V/UHF/emerg radio - OFF
21. CVR - STOP
22. MASS - Key removed.
23. Brake handle - Normal (chocks in)

NOTE
Brake handle should be returned to NORMAL since after more 10 minutes with the brake handle in PARK,
excessive distortion of wheel brake components will occur, with subsequent brake lock.

24. HUD camera - OFF, remove cassette.

25. ASM - OFF/RESET
26. External lights - OFF
27. Oxygen - OFF, check normal, emergency contents.
28. Canopy - Open
29. Battery master - OFF (engines stopped)
30. MDC pin – In

Rear Cockpit
1. Ejection seat pin - IN, confirm with pilot.

After CMP recorded:

2. TV/TAB - Both OFF
3. CRPMD - OFF
4. RWR OFF
5. ECM - OFF
6. Doppler - OFF
7. IN - OFF (align if required)
8. SAHR - OFF
9. MC control panel - All OFF
10. CVR - OFF, remove cassette.
11. HDDR - OFF, remove cassette.
12. Inform pilot clear to shut down.
13. Oxygen - OFF, check normal, emergency contents.
14. V/UHF - OFF
15. MDC pin – IN
 SECTION III
INTEGRATED NAVIGATION AND WEAPON AIMING SYSTEM

INTRODUCTION

The integrated navigation and weapon aiming system enables the aircraft to be flown at high speed and low level in
all weathers to deliver a variety of weapons. This chapter describes the equipment installed in the aircraft and their
functions.
The various equipment in the navigation system perform one or more of the following functions: Sensing,
Processing and Display.
The navigation and weapon aiming system is designed to increase mission effectiveness by using the information
of the various equipment for steering the aircraft and for displaying and monitoring navigation and weapon aiming
data.
The system consists of navigation sensor and display, which are controlled via the main computer.

SENSING
Navigation sensors which deliver data for processing are divided into: Autonomous, Forward and Downward
Looking Sensors.
Autonomous Sensors
INERTIAL NAVIGATOR (IN)
The IN is the prime source of velocity, attitude, heading and position data and organizes navigation information for
display on the Inertial Navigation Control and Display Unit (INCDU). It is the primary data source for the KALMAN
FILTER, TFR and AFDS.
SECONDARY ATTITUDE AND HEADING REFERENCE (SAHR)
The SAHR as a gyroscopic platform provides aircraft heading and attitude data for reversionary navigation and
attitude data for TFR and AFDS.
AIR DATA COMPUTER (ADC)
The ADC provides horizontal and height data to the avionic system which are derived from the pitot/static sensors,
local angle of incidence, total temperature and barometric pressure reference inputs.
Forward Looking Sensors

GROUND MAPPING RADAR (GMR)

The GMR scans the terrain ahead of the aircraft for display of the resultant image on the Combined Radar
Projected Map Display (CRPMD) and E-Scope Radar Repeater Display (ESRRD). In addition to ground mapping,
the GMR includes modes for height finding, terrain avoidance, air-to-ground ranging, air-to-air track and lock-on.
The GMR may be used to interrogate remote beacons.
TERRAIN FOLLOWING RADAR (TRF)
The TFR scan along the aircraft projected track and enables a preselected terrain clearance height to be accurately
maintained. The elevation commands are supplied to the Flight Director (FD) and/or to the Autopilot (AP) and the
terrain return is displayed on the E-Scope.
Downward Looking Sensors

DOPPLER NAVIGATION RADAR (DPLR)

The DPLR provides digital three axes velocity data by measuring the doppler shift of three radar beams reflecting
off the ground. These velocity outputs are supplied to the MC. •
RADAR ALTIMETER (RA)
The RA provides a precise height read-out from ground level to 5000 feet AGL. Height information is fed to the
AFDS, MC, HUD, and TFR.
PROCESSING

Main Computer (MC)

The MC system is the control center of the navigation and weapon aiming system. It processes incoming
navigation sensor signals and refines certain inputs to provide optimal data management. These data are
automatically presented on head-down and head-up display to enable the crew to monitor automatic system
performance or to fly the aircraft manually.
An Operational Flight Program (OFP) is loaded into the MC from an external Ground Loader Unit (GLU-1) or via the
RDE facility of the Cockpit Voice Recorder (CVR).
DISPLAYS AND CONTROLS
The results of MC processing and calculation and direct navigation system data are presented to both
crewmembers via their respective cockpit displays. The parameters available depend on the selection made by
each crewmember to initiate certain functions. and modes of the navigation and weapon aiming system.
Front Cockpit

HEAD-UP DISPLAY (HUD)

The HUD displays navigation and weapon aiming information in symbolic and digital form to the pilot, enabling
him/her to navigate and carry out attacks. The HUD superimposes symbols onto the pilot's forward view of the
outside world.
REPEATER PROJECTED MAP DISPLAY (RPMD)
The RPMD displays projected map data which can be selected by the pilot or as a repeat of the CRPMD to assist
the pilot in navigation, reorientation and situation assessment.
E-SCOPE AND RADAR REPEATER DISPLAY (ESRRD)
The ESRRD is a dual format display that comprises a TF E-Scope display and a repeat of the navigator's radar
display. The E-Scope function gives a general indication of TFR performance by showing a profile of the terrain
ahead as seen by the TFR. The radar repeater display presents a duplicate image of that which is currently
displayed on the navigator's GMR display.
HORIZONTAL SITUATION INDICATOR (HSI)
The HSI provides the pilot with a display of the aircraft's horizontal situation. It gives data on heading, track, and
distance to go to the next destination.
PILOT'S HAND CONTROLLER (PHC)
The PHC controls the ranging reticle on the HUD during Phase 2 and 3 of sensor fixing and weapon aiming. During
rapid HUD alignment of the IN, it assists with bearing information and also provides a slewing facility for the RPMD.
PILOT'S WAMS CONTROL PANEL (PWAMS)
The PWAMS enables the pilot to select Air-to-Air Guns (AAG) and Target of Opportunity (TOO) weapon aiming
functions and to "insert" position data into the MC.
PILOT'S WAMS INDICATOR PANEL
The pilot's WAMS indicator panel provides indication of attack mode selection and missile ready status.
Rear Cockpit

TV/TABULAR DISPLAYS (TV/TABs)

The two TV/TAB units are computer terminals capable of displaying data in pictorial or tabular form. The tabulator
keyboards enable the navigator to insert into, extract from, or change data in the computer or to program a mission.
COMBINED RADAR AND PROJECTED MAP DISPLAY (CRPMD)
The CRPMD provides facilities for navigation/target acquisition and navigation/attack data insertion. It presents
GMR video, which may be optically combined with a projected topographical map together with selectable
electronically generated symbols.
Digital read-outs of range, aircraft track, across track distance and antenna tilt angle are also displayed.
INERTIAL NAVIGATION CONTROL AND DISPLAY UNIT (INCDU)
The INCDU shows all navigation data directly sensed by the IN and processed by its own computer. Associated
with the display is a keyboard, which enables navigation data to be inserted or changes as required.
NAVIGATION MODE CONTROL PANEL (NMCP)
The NMCP provides switching inputs via IFU 2 to the MC to select the required navigation and steering modes.
MAIN COMPUTER CONTROL PANEL (MCCP)
The MCCP provides power supply switching facilities to the MC, IFU 1, IFU 2 and Waveform Generator (WFG). It
also gives an indication of program loading in process and of BITE failure detection.
NAVIGATOR'S WAMS CONTROL PANEL (NWAMS)
The NWAMS enables the navigator to select various weapon aiming functions.
NAVIGATOR'S HAND CONTROLLER (NHC)
The NHC enables navigational data to be inserted into the MC by changing map and computer marker position. It
carries controls affecting GMR operation.
SENSING

INERTIAL NAVIGATOR (IN)

The IN is a self-contained navigation equipment providing the primary source of velocity, attitude, actual rack and
heading data to the Avionic System. The equipment is also primary source of attitude data for the AFDS, GMR and
TFR and in case of MC failure, the IN data are used directly by the HUD and HSI as indicated in figure.
The IN can store the coordinates of two destination and produce, on demand, steering information to either one.
The IN equipment comprises two units:

- Inertial Navigator Unit (INU) located in the forward equipment bay

- Inertial Navigator Control and Display Unit (INCDU)

Before the IN can be used, the inertial platform shall be aligned to the required vertical and azimuth datums. Four
alignment methods are provided: normal, rapid inertial, rapid HUD and memorized heading. The method employed
and subsequent accuracy obtained is dictated by the time available and other operating restrictions. When aligned,
the IN equipment senses and processes changes of attitude and acceleration. The calculations necessary to derive
useful data are carried out by a digital computer within the equipment. The INU transmits data to other equipment
within the aircraft. A continuous and an interruptive BITE are provided.

NOTE for Microsoft Flight Simulator:

This MSFS rendition features a simplified INU and INCDU simulation, which is meant to simplify / reduce the
procedures and the workload of the real-cockpit. Although most of the switches and controls are operational, the
main restrictions and simplifications are:

– 1) IN alignment quality does not affect the current estimation of the present position, so that aircraft can be
flown safely with any level of quality of the alignment.

2) Present position and heading will always report the actual position and heading values of the aircraft in the sim,
and you do not need to enter them to start the alignment procedure.

Inertial Navigator Unit (INU)

The INU contains the inertial platform which is gimbal supported and gyro-stabilized. The IN platform is referened
to true north and the local vertical axis, and senses accelerations measured by three accelerometers. They are
mounted such that two accelerometers respond to N-S, E-W accelerations in the horizontal plane and the third
detects vertical accelerations. Synchros mounted on the gimbal axes provide attitude signals in inclination, roll and
heading. This attitude position information is integrated with velocity signals and then fed to the MC for navigation
and weapon aiming calculations.
Inertial platform data are processed by the IN computer for horizontal and vertical channel calculations which are
passed as navigation information for display on the INCDU. These processed data are also the prime source for
the MC, AFDS, GMR, TFR, HUD and HSI (figure).
In addition, the IN computer" processes the information required for HUD alignment of the platform and has the
capability of storing the coordinates of two reversionary destinations (D31 and D32) and producing on demand
steering information to the selected destination.
Inertial Navigator Control and Display Unit (INCDU)
The INCDU provides various controls and display for
manual selection of the operating modes and various
types of alignment and display. Refer to figure.
STANDBY INDICATOR LAMP
The amber STBY lamp is constantly illuminated when
STBY mode is selected and platform cluster
temperature is above + 5° C. Below + 5° C the lamp
flashes at a rate of approximately once every second.
STATUS INDICATOR
The two-digit STATUS alpha/numerical indicator shows
ALN and FIX, TEST, IPI status (LH digit), and fault
status (RH digit). The LH STATUS flashes in the IPI
and ALN mode when the platform temperature is below
+ 5° C. For status indication interpretation refer to
figure.
NAVIGATION DISPLAY
The navigation display consists of two digital displays
for stored or computed data. The upper display
numerical has a five-digit read-out with N, S, R or L,
the lower panel a six digit read-out E, W, R or L
direction indicators. Displayed data are selected by the
display selector switch. Refer to figure.
KEYBOARD
The ten-digit pushbutton keyboard with associated FIX,
Recall (RCL), and Enter (ENT) buttons for data
insertion is used in conjunction with the display selector
switch and the navigation display. Even numbered
buttons have direction annotation N, W, E and S in
addition to numbers.

DESTINATION SELECTOR SWITCH

The three position OFF/D31/D32 toggle switch is used
to derive IN steering information.
Positions D31 and D32 permit steering information
relating to alternative destinations to be displayed on
the navigation display when CMD TRK/DIST or
TRK/TRK ERR is selected in IPI, ALN or NAV mode.
Outputs are fed to the HSI and HUD for display in the
case of MC failure.
In the OFF position alternative information is
deselected.
ALIGN SELECTOR KNOB
The six-position rotary ALIGN knob is used to select
the following IN alignment methods or functions:

CAL For calibration purpose by ground crew

only.
NORM Normal alignment.

RPD Rapid inertial alignment.

MEM HDG Memorized heading alignment.

RPD HUD Rapid HUD bearing alignment by reference to the stored data from HUD MEAS.

HUD MEANS HUD measurement and storage of bearing.

RAPID HEATERS INDICATOR LAMP
The RPD HTR indicator illuminates steadily while rapid heating is in progress.
MODE SELECTOR KNOB
The six-position rotary knob is used for selection of the following modes:

OFF All power supplies are disconnected from the IN circuits.

STBY Power is supplied to the fine heaters to maintain the IN platform at its operating temperature of + 55° C for
at least 4 hours.

IPI Initial Position Insertion: power is supplied to the complete IN equipment and interruptive BITE is initiated.

ALN Used in conjunction with the ALIGN selector knob to establish the vertical and azimuth datums. The
alignment procedure is automatically inhibited until the platform temperature is above + 5° C.

NAV Normal in-flight operating mode on completion of alignment, before the aircraft is moved.

T Test mode used only by ground personnel in conjunction with the CAL position of the ALIGN selector knob.

The knob position NAV and T are detend to prevent inadvertent operation.

DISPLAY SELECTOR KNOB

The eight-position rotary knob labelled DIS controls the navigation displays as follows:

ALN BRG Stored bearing for HUD alignment is displayed on the five-digit indicator.

D31 Latitude and longitude data of the first destination can be displayed when inserted or changed.

D32 Identical to D31 but used for the second destination.

PP Present Position (PP) in lat/long is displayed as inserted in IPI or computed in NAV mode.

HDG/DR In IPI mode, reference heading for alignment is displayed. During NORM and RPD alignment the
sensed heading is displayed. In NAV mode true heading is displayed on the upper and drift angle above 50 kts GS
is displayed on the lower display.

TRK/GS Actual track is displayed on the upper, groundspeed on the lower display.

CMD TRK/DIS Track (on the upper) and distance (on the lower display) to the destination D31/D32 are displayed.

X TRK/TRK ERR Across track distance (on the upper) and track angle error (on the lower display) to the
commanded track are displayed.
For details of the display, refer to figure.
Central Warning Panel

IN CAPTION
Illumination of the amber IN caption on the rear CWP indicates a failure in the IN equipment or that the system is
switched off.
IN OPERATION
The IN equipment is switched on by selecting the mode selector knob either to IPI, ALN or NAV. In STBY position,
the heaters are powered and maintain the platform at its correct operating temperature. IPI, ALN and NAV are three
operating modes, with IPI selected, insertion of initial present position is provided and BITE is initiated.
Alignments
Four methods of alignment are available:

- Normal alignment
- Rapid inertial alignment
- Memorized heading alignment
- Rapid HUD alignment

NOTE for Microsoft Flight Simulator:

In the simulation, present position and heading will always report the actual position and heading values of the
aircraft in the sim, and you do not need to enter them to start the alignment procedure. Information in this chapter is
provided for educational purposes only.

The alignments require different set ups, have certain temperature restrictions and result in different IN
performance. In the NAV phase, the IN functions are always the same; the gyros then run at a rate of approx.
22000 rpm, and the operating temperature is + 55° C. This temperature is achieved by RPD heating, at a rate of
15° C per min, and is initially sustained by normal heating. All temperatures mentioned here are IN-cluster
temperatures and there is no direct indication of them.
Throughout all type of alignments, the RH STATUS indication should be blank, only STATUS 1 may be accepted.
For other RH indications realignment should be tried after cycling the Mode selector switch through OFF. Once ALN
has been selected the gyros need about 5 min run-down time after switch-off. Although ALN can be reselected
before this time has elapsed, alignment will not start. This is indicated by a LH STATUS 7.

NOTE
• During all alignments the aircraft shall not be moved.
• Destination selector switch shall be in OFF.

In gusty conditions or at other times when the airframe may be disturbed during alignment, STATUS 0 may not be
achieved. In such condition the status number may vary. Selection of NAV should be made when the lowest
number of STATUS is indicated.
For all methods of alignment, the IN has to be provided with present position coordinates and actual true heading of
the aircraft in the IPI mode.
IN Malfunction

ADC FAILURE
In NAV the IN system receives pressure altitude data from the Air Data Computer to correct the internally sensed
movement along the vertical axes. Loss of this data significantly degrades the IN computer outputs of vertical
velocity and incidence to the HUD and TER. These errors increase with time.
This failure is indicated by RH STATUS U and ADC fail caption on the CWP and by the status identifier
31/32/34/35/36 or 30/37 on the TV/TAB. Realignment of IN during flight is not possible.

CAUTION
FOR 5 MINUTES, AFTER THE INU IS SWITCHED OFF, THE AIRCRAFT SHOULD NOT BE HEAVILY
MANEUVERED BE-CAUSE OF GYRO RUN-DOWN.
IN Failure
In case of failure which can cause platform damage (i.e., servo failure) the equipment will shut down automatically
(IN fault). In this case no fault location is indicated.
IN failure is indicated on the rear CWP by the illumination of the amber IN caption. In this case there will be no
outputs to the MC and the MC selects the best available NAV MODE. MAIN and IN captions on the NMCP are
extinguished and the I symbol on the TV/TAB is occulted.
Other equipment affected by an IN failure are:

TFR TF MON caption illuminated on the front CWP and HT FAIL lamp illuminated on the TFR CP.

AFDS ATTD FAIL lamp illuminated on the AFDS CP and amber AP MON on the front CWP.

HUD Loss of attitude, vertical velocity and cross track error displays in the DIR mode.

HSI True heading, track and across track error displays are lost.

SECONDARY ATTITUDE AND HEADING REFERENCE SYSTEM (SAHR)

The SAHR is primarily used to provide attitude monitoring in terrain following. Its secondary function (in conjunction
with the Doppler and the MC) is to provide attitude and heading data for reversionary navigation and weapon
aiming in the event of an IN failure. The system supplies magnetic and true heading with the local magnetic
variation set on the control and remote compensator unit. The SAHR supplies true heading and attitude information
to the MC and AFDS. Attitude data only are supplied to the GMR and the TFR. The IN (for initial IPI selection) and
the HUD are supplied with true heading, but additional magnetic variation is supplied only to the HUD. Magnetic
heading is supplied via the IFU 1, to the HSI in certain modes (see figure).
The SAHR contains continuous and interruptive BITE. The interruptive BITE is activated when the MODE knob is
set to TEST. Faults are indicated on the SAHR control panel and on the rear CWP. The system comprises the
Control and Remote Compensator Unit (CRCU) the Gyro and Electronics Unit (GEU) and the Magnetic Detector
Unit (MDU).

NOTE for Microsoft Flight Simulator:

SAHR system simulation in MSFS is very basic and its controls and functionalities are limited. While it is required
that the player powers up and operate the system, the function is mostly limited to displaying the different heading
values calculated in the sim.

Magnetic Detector Unit (MDU)

The MDU at the top of the tail fin, contains detector coils which measure the earth's magnetic field. The horizontal
component is used to provide compass heading information. The vertical component is used in conjunction with
compensation terms from the MC, to provide compensation of detector error caused by Coriolis and centripetal
acceleration effects.
SAHR Control and Remote Compensator Unit (CRCU)
The CRCU is located in the rear cockpit (figure). The controls and indicators provide test and fail indication,
heading slew control, true heading/magnetic variation read-out, indication of
fast erection- and synchronization, and magnetic variation setting. The remote compensator is used to correct
compass system errors.
TRUE HEADING/VAR DISPLAY
The four-digit TRUE HDG/VAR numerical display has two modes of operation as follows:

TRUE HDG This is the normal display mode which is present on the digital display after alignment and Fast
Erect Synchronization (FES) are completed. True heading is displayed in degrees and tenths of a degree.

VAR The display of magnetic variation is actuated by pressing the variation control (upon releasing the control,
the display returns to true heading). Magnetic variation is displayed as a four-digit readout with a tenth of a degree
accuracy and with the relevant indication of E (East) or W (West) illuminated.
VARIATION CONTROL KNOB
Being pressed, the rotary W-E variation control knob sets
magnetic variation for conversion of true and magnetic heading.
The control setting has a range from 180 degrees W to 180
degrees E.
SLEW CONTROL KNOB
The rotary SLEW knob is spring loaded to the centre position. It
shall be pressed and turned to the right to increase, and turned to
the left to decrease the true heading indication, with a rate of
change of 0.5°/sec.
FAST ERECT SYNCHRO INDICATOR
The amber FAST ERECT SYNC caption is illuminated during the
warm-up and alignment phase in any mode other than COMP.
When the caption extinguishes the equipment is ready to be used.
TEST/FAIL INDICATORS
Illumination of the upper white TEST caption indicates an
interruptive BITE sequence, selected via TEST mode. The
extinguishing of the TEST caption indicates successful completion
of the test. The lower amber FAIL caption indicates equipment
malfunction detected either during normal operation or during an
interruptive BITE test.
MODE SELECTOR KNOB
The five-position rotary MODE knob controls three operating
modes. Knob positions are marked and function as follows:

OFF All power supplies to the equipment are switched off.

TEST The interruptive BITE sequence is initiated, indicated by

illumination of the TEST light.

SLAVE Platform is slaved to the earth's magnetic field and is

corrected for earth rate, aircraft rate and magnetic variation, and
is gyro stabilized. The slaving loop rate is 12 deg/hours.

FREE The MDU output is disconnected from the slaving loop

and platform alignment is dependent on correction for earth rate,
aircraft rate and magnetic variation and is gyro stabilized. The
SLEW control shall be used to set true heading according to the
indication of any reliable source (true heading from the IN inflight).

COMP True heading information is derived from the earth's

magnetic field (via MDU) and corrected for magnetic variation but
not gyro stabilized.

The switch movement is so arranged that, when either SLAVE or

FREE is selected, it shall be pressed to select TEST or COMP.
When the knob is in COMP mode, to select another mode, it is
necessary to recycle the knob through the OFF position.
Central Warning Panel

SAHR CAPTION
The amber SAHR caption on the rear CWP illuminates to indicate
a SAHR failure.
SAHR OPERATION

Alignment
The SAHR equipment is aligned by setting the MODE selector knob to FREE (or SLAVE); the MC shall be on and
present position be inserted to provide the SAHR with accurate compensation terms. The FES caption illuminates,
the equipment enters a BITE phase and the TRUE HDG/VAR readout display all 8's for approximately 4 seconds.
Thereafter true heading is displayed. The local magnetic variation is checked and set if necessary, by pressing the
variation control, 10 seconds after the selection of SLAVE, FREE or COMP, the SAHR provides a BATH output for
initial coarse alignment of the INU platform. The alignment sequence duration is between 2 and 5 minutes
depending on the outside ambient temperature. On completion of the alignment sequence, the EES caption is
extinguished and the availability of AD + SR and, with Doppler engaged, DP + SR mode is indicated on the NMCP.

NOTE
For shelter operation SAHR may fail and require realignment outside.

NOTE for Microsoft Flight Simulator:

SAHR system simulation in MSFS is very basic and the system acts basically as a display for the various heading
data implemented in Microsoft Flight Simulator.

In Flight
FREE (and SLAVE) are the normal modes of operation, with COMP as reversionary mode being selected when
either the Doppler and ADC, the SAHR platform, or the MC have failed. In the COMP mode deviations of ± 2° in
straight and level flight and ± 20° in turns are possible. The FREE mode does not use the MDU heading output and
is therefore the preferred mode. If the FREE mode is used for longer flight periods, the TRUE HDG readout should
be corrected at least every 40 minutes by slewing to IN heading.
Bite

AIR DATA COMPUTER (ADC)

The ADC, located in the forward equipment bay, is a digital computer which provides data to the MC, the IN, the
HUD and AFDS.
To adjust the barometric pressure reference, an input is provided from the HUD control panel. Input data are
continuously processed to solve the necessary navigation air data equation for providing calibrated airspeed, Mach
number, pressure altitude, angle of attack, and true airspeed.

NOTE for Microsoft Flight Simulator:

The Air Data System simulation is limited to the default MSFS functionalities.

Limitations
The system performs satisfactorily within maximum operational ceiling up to 70000 ft with a temperature range of -
50 degrees C to + 160 degrees C and an AOA range of - 10° to + 25°.
Central Warning Panel

ADC CAPTION
Failures in the ADC system will be indicated by the illumination of the amber caption ADC on the rear CWP.
ADC OPERATION
The barometric pressure (QNH) is set into the computer by the millibar setting knob, labelled MB SET, on the HUD
control panel.
ADC Failure
If the ADC fails the amber caption ADC will illuminate on the CWP, also the failure will be indicated on the TV/TAB
and HUD. Indication of speed, AOA, and barometric altitude will still be available from the secondary pitot-static
system. The altimeter in the front cockpit will automatically revert to the STBY mode.
GROUND MAPPING RADAR (GMR)
The GMR transmits a pulsed beam of microwave energy while scanning a sector of the terrain ahead and below
the aircraft. Signals returns are processed and routed to a Digital Scan Converter (DSC) which. produces a plan
range video map, converted into a digital TV raster format and routed as synthetic video to the Combined Radar
and Projected Map Display (CRPMD).
In conjunction with the IN and SAHR, the MC provides the GMR with aircraft attitude, heading and velocity (VN,
VE) data which are used with antenna position data and transmission range, depending on mode selection, to
calculate target angles, angle rates, range and range rates.
The equipment provides a continuous BITE, monitoring its correct functioning during all modes, and an interruptive
BITE.
For GMR interface with the Navigation and Weapon Aiming System see figure.
Transmitter Unit
The transmitter unit amplifies the RF signals from the exciter/pulse compressor unit and feeds high power
microwave pulses to the antenna. When TEST is selected the RF pulses are routed within the transmitter to a
dummy load to dissipate the available power.
Antenna/Receiver Unit
The antenna unit contains a four-lobe slotted waveguide array and is roll stabilized to a maximum of ± 55° bank.
The receiver unit processes the RF energy sensed by the antenna, converts it to an IF-frequency and feeds it to the
exciter, processor/computer for target tracking or display. It contains the antenna control interface circuits which
drive the azimuth and elevation gimbals to produce antenna scan patterns.
Exciter/Pulse Compressor
The exciter/pulse compressor unit provides low power RE-signals, chirped or non chirped trigger pulse for the
transmitter, gate control signals for the receiver, an RE test pulse for the receiver BITE, and a pulse compression
for the receiver signals.
Radar Mount/Roll Unit
The radar mount unit provides the interface be-tween the radar system and the aircraft and mounting for all radar
units other than the antenna/receiver units. The radar roll unit provides mounting for the antenna/receiver units and
contain the flexible cables, hydraulic and microwave rotary joints, required between the stationary units and the roll
stabilized units.
Processor/Computer
The processor/computer unit contains the GMR computer which controls all operation by calculating target angles,
angle rates, range, and range rates. Also, video processing is carried out, and the unit controls the antenna scan
pattern, BITE operation and power distribution to other units.
Power Supply Unit
The power supply unit, which is common to both TFR and GMR, contains the low voltage DC power supplies,
knobing and control circuitry.
Central Warning Panel

GMR CAPTION
The amber GMR caption on the rear CWP illuminates to indicate that the GMR equipment is either in a failed
condition (e.g., input power, dynamic loop, input data) or the source data are not available. It will also illuminate
when 55° angle of bank is exceeded.

NOTE for Microsoft Flight Simulator:

The GMR implementation in MSFS is very simple and most of the controls are INOP.

GMR FAIL INDICATOR

The amber GMR FAIL indicator on the CRPMD illuminates to indicate that the GMR equipment is in a failed
condition.
In addition, NO GO is displayed on the MRCP if LRU BITE detects a fail condition.
GMR Malfunctions
Refer to CRPMD/RPMD malfunctions.

COMBINED RADAR AND PROJECTED MAP DISPLAY (CRPMD)

The CRPMD (see figure) is located centrally at the top of the rear cockpit and consists of an Advanced -Radar
Display (ARD) and of a Projected Map Display (PMD) of which the image can be optically combined, together with
electronically generated symbols.
An extension visor may be fitted to eliminate extraneous reflected light.
Radar signal returns are processed and routed to the Digital Scan Converter (DSC) which converts analogue plan
range video into a digital TV raster format. Also generated electronic symbols as synthetic video are routed to the
CRPMD for display. Slant-to-plan range correction is applied to provide accurate radar video (projected map
registration). A microprocessor provides memory, timing, symbol positioning, and controlling.
Radar and synthetic video are routed from the CRPMD to the Head Down Display Recorder (HDDR) for
subsequent analysis.
The map is optically projected from a film and positioned by command of the MC. A similar moving topographical
map is displayed by the Repeater Projected Map Display (RPMD) on which instead of radar and synthetic video,
static symbols are represented.
Digital Scan Converter (DSC)
The DSC, located in the forward equipment compartment, converts the GMR low refresh-rate analogue radar video
into a digital, high refresh-rate, 625-line, 50 Hz TV raster format for display by the CRPMD. Slant-to-plan range
correction is applied to provide accurate radar video/projected map registration. The control and computing centre
of the DSC is Micro Processor Unit (MPU) which provides memory, timing, control and calculates symbol
positioning. A storage facility enables the radar video to be held as long as necessary. The MC provides aircraft
velocity, heading and cleared height data for use in the MPU. Mode and control data is received from the CRPMD.
BITE monitors operational functions of the DSC and provides fail indications and a test-mode presentation.
Advanced Radar Display
The ARD uses the DSC TV video and format control data to produce a PPI sector scan or a B scan raster display
on a high-brightness, short-persistence CRT. Geometry correction is applied to the CRT drive circuits to eliminate
video distortion caused by the flat screen of the CRT. Contrast and brightness controls on the face of the CRPMD
modify the video characteristics to provide the required display. BITE monitors the video processing circuits and the
CRT drive to provide a fail/safe indication.
Project Map Display
A coloured topographical map is optically projected from film and positioned by data from the MC. One of three
50W tungsten-halogen projection lamps il-luminates a small area of the film and projects the image onto a vibrating
screen. The vibrating screen improves the clarity of the picture by removing the displayed graininess of the film. A
neutral density filter is placed in the projected light path when the HIGH/LOW switch on the CRPMD is set to LOW.
If the in-use projection lamp fails, one of two spare lamps automatically replaces it.
COMBINED DISPLAY
The map-display image formed on the vibration screen is optically superimposed with TV video on a combining
mirror. The combined image is viewed through a transfer lens via a files lens which permits a good quality image to
be seen. Light reflection from the curved surface of the field lens are suppressed by a polarized screen.
DIGITAL READOUTS
Digital readouts of range, across-track distance, antenna tilt angle and aircraft track are displayed on the face of the
CRPMD above the viewing port. The digital readouts are also used to indicate the results of a self-test program.
REPEATER PROJECTED MAP DISPLAY (RPMD)
The RPMD (see figure) located centrally on the front cockpit main instrument panel, displays a coloured,
topographical map which is optical projected from film and controlled by data from the MC. The display (magnified
50% to compensate for the difference in cockpit viewing distance) can be a repeat of the CRPMD map or an
independently positioned map, as selected. One of three 50 W tungsten-halogen projection lamps illuminates a
small area of the film and projects the image onto a 3-layer viewing screen consisting of the following elements:

1. A Fresnel lens which converts the light-cone output from the projection lens into a light cylinder in the plane
 of the operator's eye da-tum.
2. A scattering screen upon which a viewable im-age is formed. The screen eliminates any hot spots towards
the centre of the image and image degradation towards the circumference of the display screen.
3. A polarized filter which eliminates image-obscuring reflection from both inside and out-side the RMPD.

For CRPMD/RPMD interfaces see figure.

NOTE for Microsoft Flight Simulator:

The CRPMD and RPMD maps in MSFS do not include a simulation or emulation of the flim projection and its
mechanism and will use the standard MSFS mapping service – therefore the whole world is covered.

GMR CONTROLS AND INDICATORS

Mapping Radar Control Panel (MRCP)

NOTE for Microsoft Flight Simulator:

All MRCP controls are clickable but are basically INOP in the initial release of the Tornado for MSFS.
Information in this paragraph is provided for educational purposes only.

The MRCP (see figure) is located in the rear cockpit, on the left console, and carries the following controls and
indicators:
FREQUENCY PATTERN SELECTOR
The two position FREQ AGTY/FIXED FREQ switch selects the transmitter/receiver frequency pattern.
With FREQ AGTY selected, the frequency of each pulse is set to a random value within a fixed band to reduce the
risk of jamming in a hostile environment.
When FIXED FREQ is selected, a fixed frequency is transmitted.
TEST PUSHBUTTON/INDICATOR
The TEST/NO GO pushbutton/indicator is pressed to initiate interruptive BITE with the white TEST and GMR/CWP
caption illuminating (the TEST can be cancelled, and the caption extinguished by pressing the pushbutton a second
time or by selecting a higher priority mode during test). After 45 sec test sequence period the caption extinguishes.
The NO GO caption illuminates amber when a fault is detected, indicating internal or external failures of the radar.
The TEST mode can be entered from M + S, M + R, or R mode on the CRPMD.
TILT SWITCH AND THUMBWHEEL
A 2-position AUTO/MAN switch selects the GMR antenna elevation tilt control mode.
In the STAB mode with AUTO and PENCIL selected, the tilt angle is controlled by MC elevation data.
With MAN selected, the tilt angle is controlled from the ELEV TILT — UP/DOWN thumbwheel to vary the elevation
angle between 30° above (maximum UP setting) and 45° below (maximum DOWN setting) the radar boresight. The
elevation angle is continuously displayed by the CRPMD TILT readout when M + R or R is selected at the CRPMD.
The ELEV TILT thumbwheel can be used at any time to reset the area of look of the GMR and when released, the
auto function will track about the new datum.
SENSITIVITY TIME CONTROL
A 5-position STC control, with settings 1 (minimum gain) to 5 (maximum gain), adjusts the GMR receiver gain
during ground mapping. This maintains a constant video amplitude for varying levels of signal returns caused by
changes in range.
SCAN RATE SELECTOR SWITCH
The two position FAST/SLOW SCAN toggle knob is used to select the antenna scanning rate. With the selection of
FAST (only effective with 30/45/60° scan) the antenna scans at a rate of 90°/sec in azimuth and with the selection
of SLOW at a rate of 30°/sec.
With TA selected the scanning rate is fixed to 90°/sec.
SCAN WIDTH CONTROL KNOB
The six position SCAN WIDTH rotary switch numbered 5, 10, 15, 30, 45 and 60, is used to select the required
azimuth scan width angle relative to the track or to the azimuth center line as directed by the NHC switch.
The total azimuth sweep is twice the selected scan width.

NOTE
• When switching from one position to another, a pause of approx. 1 sec has to be made between to prevent
a false fail indication on the CMP.
• When SCAN WIDTH 60 is selected GMR cannot be track stabilized.

BEAM SHAPE SELECTOR SWITCH

The two position PENCIL/SPOIL toggle switch is used to select one of the two radar beam shapes, depending on
the operating mode. A selection of PENCIL produces a narrow beam, e.g., normally used in low level navigation
updating and target acquisition.
When SPOIL is selected, the beam is changed to a shape suitable for use at medium and high flight level enroute
navigation in ground mapping modes. It is optimized for 10000 Ft and 40 NM range.
INTERMEDIATE FREQUENCY GAIN CONTROL
The IF GAIN control thumbwheel (with graduations from 0 to 14 and a cut-out midposition) is used to adjust the IF
amplifier gain which determines the size and definition of the displayed radar returns.

PULSE WIDTH SELECTOR SWITCH

The two position LONG/SHORT toggle switch selects the pulse width in relation to PRF.
Although only two positions are selectable, there are actually three pulse widths available: SHORT, MEDIUM and
LONG.
SHORT pulse selection allows the best resolution with minimum energy available for single target detection.
LONG pulse selection is recommended in normal mapping mode in conjunction with LIN gain and low PRF (in 40,
80 NM scale).
MEDIUM pulse (SHORT position selected) provides a small reduction in return intensity (in 40, 80 NM scale).
MEDIUM pulse (LONG position selected) is the only pulse with sufficient energy for a target/fixpoint approach (in
20 NM scale).

Post mod. 10912: The PRF schedule is controlled by the GMR, i.e., the GMR automatically operates the radar with
the appropriate PRF/pulse width selection upon manual selection of PR F/pulse width in accordance with the
following table:

NOTE
With the CRPMD in the STB mode, 20 NM scale selected and distance to the target approx. 18 NM, an adverse
display effect is shown on upper part of the screen. This is caused by the internal BITE operation while the receiver
is disabled between pulses. To prevent this effect the scale has to be reduced.

RECEIVER GAIN CONTROL SWITCH

The two position LIN/LOG toggle switch is used to alter the GMR Automatic Gain Control (AGC) function. With LOG
selected (useful for distance below 10 NM), radar returns are amplified logarithmically to highlight strong signals
and prevent clutter. With LIN selected (useful above 10 NM), the AGC is linear and radar returns are displayed at
an amplitude proportional to their signal strength. With SHORT (high PRF) pulse selected (final setting for target
approach), LIN gain automatically is selected, regardless of switch position.
THRESHOLD CONTROL
The THRESHOLD control thumbwheel (with a graduation from 0 to 14 and a cut-out midposition) is used to
determine the threshold (minimum level of signal strength) to be displayed on the CRPMD. Radar returns above
and below the set threshold are adjusted by the IF GAIN control.

MONOPULSE RESOLUTION IMPROVEMENT PUSHBUTTON/INDICATOR

The MRI pushbutton/indicator illuminates white when pressed and initiates monopulse resolution improvement of
image definition in azimuth. The improvement is obtained by reducing azimuth beam errors at close range after the
target has been ranged. It is deselected by a second press. This function is available in PENCIL beam only and if
HT FIND is not selected.
DIM PUSHBUTTON/INDICATOR
Pressing the DIM pushbutton/indicator, the caption DIM illuminates to indicate that transmitter output power is
reduced, enabling a "quieter" approach to a target. Also, clutters are reduced when approaching a target at ranges
between 6-8 NM (MEDIUM pulse). The function is available in GM, BCN and HOJ modes.
A second press deselects the DIM function and reverts to normal power output.

NOTE
The two pushbutton/indicators DIM and MRI are mechanically locked when pressed even if facilities are not
available.

Combined Radar and Projected Map Display (CRPMD)

NOTE for Microsoft Flight Simulator:

All CRPMD controls are clickable but functionality is limited – some of the indicators and functions in MSFS differ
from the real world. In general it is safe to assume that all the controls and displays which are connected to the
weapon system OR not essential to normal navigation are INOP.

The following controls and indicators (see figure) are provided:

RANGE CURSOR DISPLAY
The five-digit RANGE numeric read-out indicates, the plan range, up to 99,999 feet, between the aircraft present
position (PP) and the range cursor position (slant range in reversionary).

NOTE for Microsoft Flight Simulator:

In MSFS this display shows the distance between the PP and the current waypoint / destination (in feet)

TILT ANGLE DISPLAY

The three-digit TILT numeric read-out indicates the radar antenna depression angle in degrees, together with + or -
indicating upward or downward. In Auto mode it is the angle relative to radar intersected ground, in TA mode it is
the angle relative to the horizontal plane.

NOTE for Microsoft Flight Simulator:

In MSFS this display shows the aircraft pitch attitude.

ACROSS TRACK DISPLAY

The six-digit ACROSS TRACK read-out indicates cursor position across track in feet, together with a L or R
indicating left or right of track.
TRACK ANGLE DISPLAY
The three-digit TRACK angle read-out indicates actual track in degrees.
GMR FAIL INDICATOR/OVERRIDE PUSH BUTTON
A FAIL ORIDE button, with an integral amber GMR FAIL light, illuminates in the event of a GMR equipment
overheat/pressurization fail. If conditions dictate, the FAIL ORIDE pushbutton may be pressed within 20 seconds
after illumination of GMR FAIL, to extend GMR operation for a maximum period of 2 minutes with the risk of
equipment damage and degraded performance. After that time GMR shuts down automatically.
TEST SWITCH
The three position TEST toggle switch provides the following functions:

MKR A film marker test frame is displayed in conjunction with the map test pattern.
MAP A map test pattern is displayed which allows the symbols to be aligned via NH C and compared with the
film test frame. Map alignment is completed by pressing the Insert button on the NHC.

OFF Test frame pattern facilities are disconnected. The display is returned to the pre-mode operation.

NOTE for Microsoft Flight Simulator:

The CRPMD Test switch is INOP in MSFS.

CRPMD FAIL INDICATORS
The 4 FAIL indicators have the following functions:

MAP The fail indicator is illuminated red to indicate a map drive fault.

RDR The display failure indicator is illuminated red to indicate a radar display fault.

PL1 The projection lamp indicator is illuminated green to indicate serviceability of the first spare projection lamp
when pressed or MAP or TEST has been selected.

PL2 The projection lamp indicator is illuminated green to indicate serviceability of the second spare projection
lamp when pressed or MAP or TEST has been selected.
SCAN TO SCAN/CONTRAST INVERSION SWITCH
The three-position toggle switch provides the following functions:

S-S Radar returns from scintillating targets are integrated to provide a stable display.

OFF All facilities are deselected.

CONT INV This position provides contrast inversion of the radar display.
FADE CONTROL KNOB
The rotary potentiometer controls the function of the fade. Turning clockwise the fade rate increases to maximum.
The FADE control is overridden when freeze or intermittent hold is selected.
FREEZE/FADE/INTERMITTENT HOLD SELECTOR SWITCH
A 3-position FRZ/DATE/INT HOLD switch alters the video persistence to maintain, clear or renew the display. The
selected symbols operate normally with any position selected.

FRZ When selected in any mode/facility except North-up or test, radar video is no longer updated, and the last
azimuth scan is displayed until the FRZ position is deselected.

FADE When selected, the radar video is displayed and updated for as long as the NHC intermittent radar trigger
is pressed. When the trigger is released, the radar video decays at a rate determined by the FADE control.

INT HOLD When selected INT, radar video is displayed and updated for as long as the NHC intermittent radar
trigger is pressed. When the trigger is released, the last azimuth scan is displayed until the trigger is pressed again
or the INT HOLD position is deselected.

NOTE
With INT pressed and illuminated, the GMR transmits only when the NHC intermittent trigger is pressed. Radar
video is displayed as determined by the FRZ/FADE/INT HOLD switch, but the projected map and symbols remain
as previously selected.

RANGE RINGS DISPLAY SELECTOR SWITCH

The three position OFF/5/10 toggle switch enables the display selection of range rings at 5 or 10 NM intervals in
any radar mode display except North-Up.
SCALE SELECTOR KNOB
The six-position rotary SCALE knob selects the transmitter PRF and the scale at which the projected map and
radar video are displayed:

NOTE
Scale selection of 10, 4 or 2 inhibits the map display. Map is only available in 4 (1:50 K) NM scale when STB is
selected for slide use.
Post Mod. 01625 the 10 NM map scale is available.
CRPMD MODE PUSHBUTTON/INDICATORS
Four combined pushbutton/indicators are used to select modes controlling the display position of the aircraft PP
and track. They illuminate when selected and are deselected by a second press or by selection of another mode.
The display presentation changes as follows:

NTH UP Radar video is suppressed, and the projected map is displayed with the aircraft present position
marker at the centre of the screen and the north at the top. Aircraft track is indicated by a line with origin at the
centre of the screen (PP marker) and extending to the compass rose.

STB The radar video and the projected map are ground stabilized to display a previously selected destination,
identified by the computer marker, at the centre of the screen. If FIA is not selected at the TV/TAB, the display is
stabilized on the position currently at the screen centre (PP if STB is selected from NTH UP). The track is aligned
parallel to the vertical bisector of the screen. If no map is available at the selected scale, the film is driven to the "off
map" position. If no destination has previously been entered into the MC, the map is immobilized, and radar video
is suppressed at the moment of STB selection.

NRM The aircraft PP and the radar scan origin are at the bottom of the screen. The track is represented by a line
along the vertical bisector of the display. When only the map is displayed, aircraft PP is represented by a small arc.
This is the basic mode and is displayed when selected either pressing the NRM button or cancelling any of the
other three modes. The map is suppressed if B-SCAN mode or 2, 4 and 10 scale has been selected.

LK AHD The scan origin is moved approximately one screen diameter back, to have a loof the terrain
ahead. The mode is inhibited if 80, 40 or 2 scale is selected. Any GMR facilities can be selected nut the map is
suppressed when BSCN is selected.

GMR FACILITY PUSHBUTTON/INDICATORS

Seven facility pushbutton/indicators, each controlling a radar mode or facility, provide the following functions:

HOJ The pushbutton/indicator illuminates white when selected or when entered automatically. Selection causes
GMR to home-on to a source of radar jamming.

TA The pushbutton/indicator illuminates white when selected. The facility provides obstacle warning above the
horizontal plane of the aircraft (Terrain Avoidance).

BCN The pushbutton/indicator illuminates white when selected. The radar interrogates remote surface beacons
which transpond coded replies.

B SCN The pushbutton/indicator illuminates white when selected and changes the display from PP sector scan to
B scan.

AGR The pushbutton/indicator illuminates white when selected and causes the radar to enter the Air-to-Ground
Ranging mode.

INT The pushbutton/indicator illuminates white when selected. Radar transmits only when pressing and holding
the intermittent radar trigger on the NHC.

LCK ON The pushbutton/indicator illuminates white when selected, to enter the Lock-On mode and acquire.
Any previous radar video mapping is held for 5 sec and then faded. After successful lock-on a synthetic video is
presented and the GMR provides outputs of range/range rate, angle/angle rate, and track bits to MC.
Successful selection is dependent on compatibility with modes or facilities already selected.
Mode/Facility compatibility is shown in figure.
DISPLAY MODE SELECTOR
The five-position rotary MODE selector controls the power supply and selects CRPMD modes as follows:

OFF Power supplies to GMR and CRPMD are disconnected. Antenna stowed and locked.

M Power is supplied to the CRPMD, and projected map and symbols are displayed. RPMD is operable.
Electrical and hydraulic power to the GMR still disconnected.

The OFF and M positions are detented to prevent inadvertent operation.

Press and turn to select these positions.

M + S Projected map and symbols displayed as selected. Radar now on Standby and provided with electrical and
hydraulic power. Internal continuous BITE starts to run.
Post mod. 10912: AAT, AGR, and TEST modes can be entered.

M + R Projected map and symbols displayed and the GMR is fully operative.

R GMR is fully operative, but projected map inhibited. RPMD remains operable.

NOTE
A pause of a least 2 sec shall be made in the OFF position when recycling the GMR.
CURSORS SWITCH
A two position CURS/OFF switch selects range and across track cursors to be displayed. The cursors are
controlled by the NHC if the CURS/MARKER switch is in the down position.

RADAR CONTRAST/BRIGHTNESS CONTROL KNOB

The rotary CONTRAST/BRT switch adjusts the contrast and brightness of the radar image.
MAP ILLUMINATION SWITCH
The two position HIGH/LOW toggle switch introduces a filter into the optical path when in the LOW position to
improve the map colour balance by reducing brightness of the map display.
MAP BRIGHTNESS CONTROL KNOB
The rotary MAP BRT switch adjusts the brightness of the projected map display.
MARKER BRIGHTNESS CONTROL KNOB
The rotary MKR BRT switch adjusts the brightness of all symbols displayed.
INDICATORS BRIGHTNESS CONTROL KNOB
The rotary IND BRT switch adjusts the illumination intensity of the digital indicator displays.
Navigator's Hand Controller (NHC)
The NHC (see figure), located on the central pedestal of the rear cockpit, provides some GMR/CRPMD controls
(refer to NAVIGATION AND MISSION DATA for detailed information).
Navigator's Weapon Aiming Mode Selector Panel
Two buttons on the NWAMS panel (see figure) are associated with the GMR (refer to NAVIGATION AND MISSION
DATA for detailed information).
Navigation Mode Control Panel
A button on the NMCP is associated with the CRPMD (refer to NAVIGATION AND MISSION DATA for detailed
information).
Central Warning Panel
An amber CRPMD caption in the rear cockpit CWP illuminates to indicate an overheat condition, in conjunction with
MAP or RDR fail lamps indicating overheating source.
Repeater Projected Map Display {RPMD)

The following controls and indicators are provided:

MODE/TEST INDICATOR
The indicator houses a group of four captions labelled STB, NTH, PLI and PL2:

STB Illuminated white when STB mode has been selected on the CRPMD.

NTH Illuminated white when NTH UP mode has been selected on the CRPMD.

PLI PL2 Illuminated to indicate that Projection Lamps are serviceable when PL TEST is selected.

FAIL INDICATOR The amber FAIL caption illuminates when a failure occurs in the map drive servo mechanism or
the RPMD BITE detects a fault .

RPMD SCREEN
A compass rose, marked at five degrees intervals, surrounds the display screen. A circle, a square and
a gapped line arc engraved on the screen to provide aircraft present position and track indications, as selected by
the display mode selector.

SCALE SELECTOR
A three position scale selector controls the scale of the projected map when the PP , PP or SL mode have been
selected.

BRIGHTNESS CONTROL
A rotary ORT control adjusts the display brightness.

MODE SELECTOR
A six position rotary switch controls the RPMD display mode, providing the CRPMD is operating:

OFF RPMD power is disconnected.

T A test pattern is displayed, to be aligned with the engraved symbols (not implemented)

R The map is a repeat of the CRPMD projected map with a reduced coverage area.
The scale selector is inhibited and the map has the same CRPMD scale.

PP Aircraft present position is indicated by the engraved circle at the centre of the screen. Aircraft track is
indicated by the engraved gapped line.

SL The map can be slewed by means of the PIIC to display areas outside the normal viewing area (not
implemented in MSFS).

PP Aircraft present position is indicated by the engraved circle at the centre of the screen. Aircraft track is
indicated by the engraved gapped line.

NOTE for Microsoft Flight Simulator:

RPMD functionality is limited in MSFS, and in particular slewing is not implemented.

LAMP TEST SWITCH

The two position PL TEST toggle switch is spring loaded downward. When held in up position the two spare
projector lamps are checked and, if the lamps are serviceable, the PL 1/2 test lamps are illuminated.

Pilot's Hand Controller (PHC)

The PHC, is located on the left console in the front cockpit. The ball control on the PHC provides RPMD map
slewing. When the data insert switch is pressed, the map position coordinates are entered into the MC.
TERRAIN FOLLOWING RADAR (TFR)

NOTE for Microsoft Flight Simulator:

In MSFS the Terrain Followng Radar functionality is limited, as the implementation is based on data gathered
through the radio-altimeter. By examining the data coming from that system, the code will try and guess what is
likely to be the profile of the terrain ahead. This works for many terrain types and regions, but will fail in case of
abrupt altitude changes. In general, it is safe to operate only if the maximum increase in altititude of potential
obstacles is greater than the ride height. Apart from that, displays, controls and system operations are substantailly
indentical to the real world.

Biggest difference with real-world are as follows:

- TFR does not actually read the terrain in front of the aircraft, but tries to “guess” the profile looking at the previous
altitude profile and its trend

- Automatic disconnection happens at a much lower altitudes.

The TFR provides the aircraft with a low-level all-weather flight capability by feeding Terrain Following (TF)
commands to the autopilot and/or flight director system (see figure). It scans the terrain ahead and along the
aircraft's track and measures range to the terrain as a function of elevation scan angle and the produced
monopulse resolution improvement (MRI) pulse. The radar altimeter measures the height above the terrain. All this
data are fed to the processor/computer, which processes these inputs together with primary and secondary sources
of aircraft flight data from IN, MC, SAHR (see table below) and pilot selected data (ride control, set clearance
height) to generate g-command outputs.

TFR Data Sourcers

The g-command outputs are fed to the AFDS to produce pitch demands for flight director and commands for
autopilot computation. These signals shall ensure that the aircraft maintains a set clearance height above the
ground. A figure shows the terrain following control loop in simple terms. An E-Scope display in the front cockpit is
used to monitor the TFR performance. Flight director indications are presented on the Head-Up Display (HUD) and
the Attitude Director Indicator (ADI) (see figures).
Controls, on the AFDS control panel, permit the selection of clearance height and selection of hard, medium, or soft
ride. The RIDE control changes the desired maximum pull-up (positive g) and push-over (negative g) command
outputs and moves the zero command line up (for hard ride) or down (for soft ride) to shift the point of pull-up
warning.
The operation of the TFR is continuously monitored by BITE. The primary and secondary flight data inputs are
cross monitored and checked for validity. The status of the interface equipment is continuously monitored and
combined with that of the TFR to provide a single TFR failure warning. The equipment provides an interruptive
BITE which isolates and monitors any fault in a single LRU. A detected failure is indicated by illumination of the NO
GO caption on the TFR control panel.
Power Supplies
The system is supplied with 115 V/400 Hz 3-phase AC from the AC busbar 1 (XP1) and 28 V DC from the DC
busbar 1 (PP1).
The TFR equipment comprises the transmitter unit and the antenna/receiver unit; the radar mount/roll unit, the
processor/computer, and the power supply unit are common to the Ground Mapping Radar (GMR). All units are
located in the aircraft nose cone.
Transmitter
The primary function of the transmitter is to generate high power Radio Frequency (RF) pulses. It also provides the
generation of TFR timing pulses and a frequency analogue signal for use by the receiver automatic frequency
control.
Antenna/Receiver
The antenna/receiver routes the transmitter RF output to the antenna and processes all received signal to produce
the video output pulses required for TF computation. It contains the antenna control system which provides azimuth
and elevation gimbal drive to produce the antenna scan pattern. During turning flight, the scan pattern changes to
3-bar indication giving an azimuth coverage for a larger scan in 1 second.
The antenna/receiver is monitored by BITE.
Processor/Computer
The common TFR/GMR processor/computer unit provides TF command outputs to the AFDS for terrain clearances
and provides control of all BITE functions. Data are also routed to the ESRRD which serves as a representation of
the TF performance to the pilot. The processor/program memory issues the software for controlling the nose radar
as a GMR or TFR, or as a combined system.

Radar Mount/Roll Unit

The radar mount/roll unit provides the mounting interface between the radar system and the aircraft. The actual roll
stabilization is performed in the GMR.
Power Supply Unit
The power supply unit, which is common to both TFR and GMR, generates low-voltage DC power from aircraft
prime power and provides the power mode control interface for the radar. Additionally, 115 V, 400 Hz 3-phase AC is
supplied from AC busbar 2 (XP2) for the E-Scope display.
TF Radar Control Panel
The TF radar control panel (see figure) is located in the front cockpit and carries the following controls:
MASTER SWITCH
With the three-position Master toggle switch TF. modes can be selected as follows:

OFF All power supplies to the equipment are disconnected.

STBY In this position power is supplied to warm up the system (3 min), dependent on the setting of the ground
standby override switch.

ON TFR is fully operative and ESRRD displays signal return. AFDS can be engaged in the TF mode, if TF
READY light on AFDS control panel is illuminated.
TEST PUSHBUTTON/INDICATOR
The TEST pushbutton, with integral split legend caption TEST/NO GO, shall be pressed to initiate INTERRUPTIVE
BITE. If the TEST caption, which will illuminate white during test, is not lit, press TEST button again. A second
press, after test cycle is terminated, deselects TEST. NO GO caption is illuminated when a fault is detected during
test or in flight when a TFR fault appears.
FREQUENCY PATTERN SWITCH
The two position FREQ AGTY-FIXED FREQ toggle switch controls the pattern of transmitter/receiver frequencies.
Selection of FREQ AGTY provides a changing pattern of frequencies and the FIXED FREQ position selects
random transmitter frequency fixed within in this pattern.
HEIGHT FAIL INDICATOR
The HT FAIL lamp is illuminated amber to indicate either IN is not in NAV mode or IN has failed.
TURN FAIL INDICATOR
The TURN FAIL lamp is illuminated amber when drift or turn rate monitor detects a discrepancy be-tween primary
and secondary data.
E-Scope/Radar Repeater Display (ESRRD)
The ESRRD (see figure) is located on the front cockpit main instrumental panel and presents TFR video and
-template information in the E-Scope (ES) and in addition a CRAM. line in the CRAM (CR) mode.
Also, GMR information, including a Test format, can be displayed in the Repeater (RPTR) mode as a repeat of the
CRPMD in the rear cockpit.
The following controls and indicators are provided:
MODE SELECTOR KNOB
The five-position rotary MODE knob provides the following controls:

OFF All power supplies to the equipment are switched off.

TEST A display performance test pattern is selected (see figure).

RPTR Ground mapping video is displayed.

ES Terrain following display (E-Scope mode) is selected. ZCL and terrain video are displayed.

CR CRAM line is selected. CRAM line, ZCL, test pulse and terrain video are displayed.
PERSISTENCE CONTROL KNOB
The direct video storage tube persistence is controlled by the rotary PERSIST knob.
TFR MODE SELECTOR KNOB
With the three-position rotary TFR knob, following positions can be selected (TFR and ESRRD on):
- NORM — TF operation with normal TF, receiver sensitivity.

- Weather mode A (reduced TFR receiver sensitivity) to decrease the rain effect (false pull-up command) on the TF
performance.

- Weather, mode B (limited TFR range and antenna scan angle) to restrict the processing region for TF command
generation (not cleared).

BRIGHTNESS CONTROL KNOB

The rotary BRT knob is used to adjust brightness of the display. Clockwise rotation increases the brightness.
VIDEO GAIN CONTROL KNOB
The video level is varied by the rotary VIDEO GAIN knob. Contrast of the video will be reduced by turning the
switch counterclockwise. Fully counterclockwise position gives zero video.

ESRRD OPERATION
With the ESRRD MODE set to TEST, the test format can be checked after a warm-up time of approx. 90 seconds.
Then ES or CR can be selected as required.
In addition to the ESRRD test format, the ESRRD repeats the CRPMD MKR TEST display when the MODE
selector is set to RPTR, and the TF TEST format when ES/CR is selected.
Video gain and brightness functions should be checked.
TF/AFDS Control Panel
The AFDS control panel (see figure) carries following TFR controls:
HEIGHT CLEARANCE SELECTOR KNOB
The rotary, nine position height clearance, knob selects the intended clearance height, measured in feet vertically
above ground level.
TF PUSHBUTTON/INDICATOR

The TF pushbutton/indicator illuminates white when pressed to indicate the TF mode pre-selection has been made.
The mode is cancelled by pressing, the pushbutton again and the caption then extinguishes.
READY INDICATOR
The READY indicator lamp illuminates green when the TFR is warmed up, the TFR switch, on the TFR control
panel, has been selected to ON, and the TF data good signal is passed to the AFDS, indicating the readiness for
TF engagement.
RIDE SELECTOR SWITCH
The three-position RIDE toggle switch with selections of SOFT, MED and HARD is used to select the required ride
during TF by varying the pull-up/push-over command g-limits. Selection of HARD RIDE corresponds to the best
terrain following performance.

Central Warning Panel

TFR CAPTION
The red TFR captions, located on the front and rear CWP, will illuminate under the following conditions:

- Loss of input power/power failure.

- Loss of bank stabilization from GMR.

- Bank angle exceeds + 55°.

- Failure of IN input, together with input from either MC (Doppler) or SAHR.-A discrepancy outside outer limits
between the primary and secondary inclination and elevation incidence signals or a discrepancy outside the limits
between the primary and secondary bank and ground speed signals.

- failure detected by internal TFR BITE also produces a NO GO indication on the TRF control panel.

The amber TF MON caption, located on the front CWP, will illuminate under the following conditions:
- Primary or secondary data input failure.
- Discrepancy between primary and secondary data in drift and/or turn rate.

MANOEUVRE MONITOR INDICATORS

The amber M lamp (see figure) on the anti-glare shield in combination with a special 600 Hz audio illuminates by
either excessive turnrate, unobeyed command, or Low height Warning (LHW).
B RISK LIGHT
The amber B RISK light on the front cockpit (see figure) instrument panel below the E-Scope is illuminated
whenever the selected CLEARANCE height is less than 350 feet and/or the aircraft speed exceeds 0.9 M with
MODE-B selected on the E-Scope.
TFR Command Parameters

ZERO COMMAND LINE

The Zero Command Line (ZCL) is the path of TFR range scan angle combination which produce 0 g TF
commands. The shape and position of the line vary dynamically in space as a function of several parameters, i.e.,
speed, selected clearance height, selected ride condition and aircraft flight vector. But, regardless of its position,
obstacles penetrating the line generate a pull-up command and obstacles below the line, but not touching it,
generate a push-over command. The line has the shape of a "ski toe". In line with the "g" command generation the
ZCL is also flight vector stabilized
A, the figure shows the ZCL for a horizontal flight condition as generated for M 0.9, 200 ft set clearance height, hard
ride, flight case. The vertical and horizontal scaling is equal, so that the shape of the lines is shown exactly as it
would appear, if it could be seen, in space ahead of the aircraft.
B, C, D, figures show the variation of the ZCL, relative to the position shown in figure A, as a function of velocity, set
clearance height, ride setting and flight vector. At high velocity the aircraft approaches an obstacle more rapidly and
the radius of the pull-up maneuver is larger than at low velocity; therefore, the ZCL moves outward and downwards
to provide an earlier pull-up command as velocity increase, see figure B.
At higher set clearance heights, the ZCL is shifted downward to keep the aircraft farther from the terrain (figure C).
Since it is not necessary to maneuver as rapidly to safely avoid the terrain at high set clearance, the ski toe is also
rated downward to provide a smoother flight.
As the RIDE control is changed to give a softer ride, the pull-up command shall come earlier since the radius of the
push-over maneuver is larger. Thus the "ski toe" is moved outward for softer rides as shown in figure D.
In Weather mode B the processed commands take account of the reduced scan angles and range limits. The flat
portion of the ZCL, is elongated and the curved portion flattened with softer ride setting.
As the aircraft flight vector changes, the ZCL is also rotated. In order to provide adequate warning when in a dive
condition, the ZCL is rotated downward while for a climb it is moved upward (see figure A).
The range and scan angle data defining the ZCL is sent to the E-scope where the ski toe shaped line is displayed.
CRAM LINE
A "fall-back" safety feature for the TF. loop in the form of a terrain proximity warning function, called the Clearance
Range Ahead Monitor (CRAM), is provided.
The CRAM equations define a template (CRAM line) which is located ahead of the aircraft and lies between the
aircraft position and the space location of the TF zero command template.

WARNING
TERRAIN SHALL NEVER PENETRATE THE CRAM LINE. IF THIS OCCURS, MANUAL OVERRIDE ACTION
SHALL BE TAKEN. (A FULL FLIGHT DI¬ECTOR PULL-UP COMMAND OR AN AUTOMATIC PULL-UP WILL BE
GENERATED BY THE SYSTEM IN ADDITION TO ADVANCED INFORMATION BEING PRESENTED ON THE
DISPLAY)

NOTE for Microsoft Flight Simulator:

In this MSFS implementation, the TFR is simulated by trying to predict the terrain “trend” on the basis of the
previous radio-altimeter readings. Therefore, the terrain profile shown in the ESRRD does not actually reflect the
terrain ahead of the aircraft. Also, the ZCL is an approximation and changes only with the ride height selection. The
CRAM line is also an approximation.

Note also that the TF disconnection limits are much lower than the real aircraft.
FLIGHT VECTOR COMMAND FROM TER
In each alternate pulse, transmitted by the TFR, a desired flight vector is determined, based on radar range/scan
angle information, selected clearance height, and attitude/velocity data from the IN, SAHR and MC. As the radar
scan progresses, the most positive desired flight vector in one scan sequence is retained for use in generating the
TE command.
The figure illustrates the regions of flight vector commands for a typical elevation scan. For the segment of terrain
shown, push-over commands (negative flight vector) are generated from radar returns in regions A and C. A zero
command is generated in region B and at the intersection of C and D.
Pull-up commands (positive flight vector) are generated in region D with the largest pull-up command occurring at
the top of region D. Thus, the returns in region D would be retained for generating the TF command.

ALTIMETER OVERRIDE COMMAND

The radar altimeter generates the TF command when flying over water. In conditions where the terrain has very low
radar reflectivity, an altimeter output is provided for adequate back up commands. Radar altimeter (override)
commands tend to increase the average height at which the aircraft over-flies the terrain and are inhibited
automatically whenever TFR returns are adequate.
MOST POSITIVE COMMAND
With the altimeter override command functioning, the TFR most positive logic chooses the greater between the
TFR command and the altimeter override command. Thus, the aircraft is always commanded with the largest climb
angle demand.
DRIFT, GROUNDSPEED, ELEVATION INCIDENCE AND TURN RATEDATA
A drift signal is required in the TFR for offsetting the radar scanner when flying in crosswind. Turn rate is required
for offsetting the scanner in turning flight. Groundspeed and elevation incidence signals are used to determine TF
commands in the processor.
Primary and Secondary Data Monitoring
Primary and secondary input data of turnrate, drift, elevation incidence and inclination and bank are compared
within the processor/computer. If a comparison threshold between primary and secondary inputs of either turn rate
or drift is exceeded without a relevant detected failure, the TF MON caption on the front CWP and TURN FAIL on
the TFR control panel will illuminate. This indicates the TFR is using fixed values for one or both input lines.
The comparison threshold for elevation incidence and inclination cross monitoring has an upper and lower limit. If
the lower, but no the upper, limit is exceeded and no failure in the corresponding sensor has been detected, the
TFR uses that input data which produces the most nose-up TF command. If the upper limit for elevation and
inclination, and/or bank and G/S cross-monitoring is exceeded, the TFR captions on both CWPs are illuminated
and TF-data good signal to the ANDS is removed.
TFR MODES AND OPERATION
TER ground operation is prohibited. The TFR control panel MASTER switch should be set to STBY with FIXED
FREQ selected allowing the equipment to warm up (approx. 3 min). Additionally the TFR MODE selector on the
ESRRD can be set to NORM.
Five TFR functional states affect the TFR operation:

NOTE
The Ground Standby Override switch 5 ST is an external control switch near the CMP which is operated by the
groundcrew and selects one of the two Standby modes when the aircraft is on ground.

Ground Standby The ground standby mode (aircraft on ground and ground standby override switch in ON,
STBY selected on the TF control panel) provides equipment warm-up with minimum power
consumption. The transmitter is inhibited from operating and the antenna is held in a stow
position by electro-magnetic brakes. Selecting TER to OFF disconnects all power supplies
immediately.

Standby In the standby mode (aircraft airborne

or ground standby override switch in OFF, on TF control panel STBY selected) all power
supplies are provided, and the antenna (also the GMR antenna) is driven into aircraft
boresight position.The common processor/computer provides the TFR antenna/receiver
unit with roll stabilization. After 3 minutes in the standby mode, full equipment operation
(TEST or ON) is enabled within 2 seconds of se-lection. Selecting TFR to OFF allows the
processor/computer to drive the TFR and GRM antennas to their stow position.

TEST The test mode provides equipment operation with the transmitter power dissipating into the
dummy load. The antenna scans its normal pattern, and a complete check of the
equipment operation is carried out by a BITE. The interruptive TEST mode can be selected
from either the ground standby or the standby mode, but not from the TF mode.
TF In the TF mode the equipment processes all its input signals together with video returns
and antenna elevation scan position information for generating TF commands.

Weather Modes
A and B The weather modes A and B selected at the ESRRD enable terrain following in
precipitation without a significant increase in false pull-up commands.

NOTE
If recycling from ON or STBY mode a pause of a least 2 sec shall be made in the OFF position.

TFR TEST
The TEST mode can be selected from Standby and Ground Standby only after warm-up. With the TEST button on
the TFR control panel pressed, the interruptive BITE program is initiated, and a complete test of the equipment is
carried out. The TEST-in-progress lamp should illuminate for 10 sec from Standby or 12 sec test period from
Ground Standby. If the TEST lamp does not light up, wait 2 sec then press again to reset the system. The TEST
mode may be cancelled thereafter, as long as the TEST lamp or the NO GO lamp is on, by pressing the TEST
button twice (cancel and reset). When the mode is entered from Ground Standby, the TER, TF MON, and R ALT
captions on the CWP, the M (Man Mon) light on the anti-glare shield, the NO GO, TURN, and HT FAIL indicator
lamps on the TF RADAR control panel, and the B RISK light on the front center panel illuminate for a 5 sec period.

NOTE
• If IN is not aligned (e.g., when STATUS 4 not indicated), TFR/CWP warning will illuminate till the end of
TEST cycle. TFR/CWP together with a NO GO signifies a genuine TFR failure.

• To repeat the TEST on ground, a pause of 10 sec shall be made (after the white TEST caption on the TFR
CP is extinguished), before initiating a new interruptive BITE.

NOTE for Microsoft Flight Simulator:

Test mode is not completely implemented in MSFS.

 When the mode is entered from Standby, these
indicators except those on the CWP, will
illuminate but for 3 sec only.
At the completion of the interruptive TEST period
the TEST lamp will extinguish, the TFR will
revert.to Ground Standby or Standby, as
selected, unless a failure was detected and
indicated by the NO GO lamp.
If a failure has been detected the TFR will enter
a 30 sec failure reporting period, where the
appropriate lamp, indicators, and captions will be
illuminated (in Ground Standby only).
This reporting period may be cancelled by
pressing the TEST button twice with a 2 sec
interval.

CAUTION
FAILURE TO OBEY THIS MANDATORY
SEQUENCEY MAY CAUSE DAMAGE TO THE
GMR ANTENNA OR LRU 1.

The interface to the ESRRD can be checked if

the ESRRD MODE selector is set to ES/CR. The
TF Test pattern will appear on the ESRRD. The
Test format is generated for a zero ft/sec ground
speed and 350 ft altitude. If CR is selected, the
zero com-mand line, test pulse, CRAM line, and
range scale are displayed (see figure).
If ES is selected, only the zero-command line is
displayed. Video gain, brightness control and
persistence functions should be checked.

DESCENDING INTO TERRAIN FOLLOWING

During the descent into TF, the aircraft's TF performance shall be checked at various heights.
Height, airspeed/wingsweep should be within limits. On the AFDS panel selection of ALT or MACH should be made
with AP engaged. To check the Stick-Force-Cut-Out (SFCO), the control stick is to be pulled back. AP light will
extinguish and AFDS modes be disengaged. AUTO P caption on the CWP should not illuminate. After checks
completed re-engaged AP if required. RADIO shall be selected on the HUD to give an indication of radar height.

When RAD ALT lock-on has been confirmed, the radar height read out on the HUD should be com-pared with that
on the RAD ALT (TACAN should be in OFF/REC and CCS in UPPER).
With FIXED FREQ selected on the TFR control panel, the MASTER switch shall be set to ON and NORM is
selected on the ESRRD. A check on ZCL, CRAM, ground returns and test pulse can then be performed.
With the TF READY light illuminated, intended SCH, Ride and other modes selected, pressing the TF pushbutton
on the AFDS control panel engages the AFDS in its TF mode. Before TF engagement, to ensure that flight director
information is displayed correctly on both HUD and ADI, FD shall be selected. The displayed Ton the HUD may be
taken as a genuine system check.

During TF let down, the pilot should compare the E-Scope indications with those on the HUD and confirm the
proper behaviour of the aircraft. When confident of the aircraft's TF performance, descent may be made by setting
the CLEARANCE control to the intended TF clearance height. The RAD ALT low height marker is set to 10% below
the intended set clearance height to be flown and provides a warning of low height. Subsequent reductions
in SCH and selection of RIDE condition and APDS modes can be made as required.
(To acquire and follow a pre-planned TF route, TRACK may be selected on the AFDS control
panel. A constant airspeed is maintained if THROT is selected).
 CAUTION
TF MALFUNCTIONS

TFR FAILURES
Each TF-fail condition removes TFR data good signal from the AFDS, and the AFDS generates a wings level and
pull-up command indicated on the HUD. This command has to be followed by the pilot in manual flying, whereas if
autopilot is engaged, the aircraft will automatically execute the wings level and pull-up manoeuvre.
CRAM FAILURE
If status checks or cross-monitoring of CRAM input data indicate unreliable inputs, or if internal monitoring of the
integrity of CRAM indicates a failure, the CRAM is disabled (i.e., taken out of the TF-data good loop) and the
CRAM line disappears from the E-Scope.
RADAR ALTIMETER FAILURE
If a fail condition is detected, indicated by the illumination of the amber R ALT caption, it will have an effect on TF
flying as follows:
Providing the TFR is receiving good ground returns, the AFDS/TF mode remains engaged with a slight increase of
clearance height. If the TFR is not receiving ground returns, i.e., when flying over water or over flat ground having a
low radar reflectivity, a shallow climb command is initiated. Therefore, in either case TF has to be discontinued.
FAILURE OF PRIMARY SOURCE DATA INPUT
The IN is the primary source of attitude and velocity data for the TFR. A failure in this source of data is indicated by
the illumination of the HT FAIL indicator on the TFR control panel. In addition, the amber TF MON on the front
CWP, the amber IN caption on the rear CWP and the ATTD FAIL indicator on the AFDS panel will illuminate.
In these circumstances the TFR continues to operate, using the secondary source data (Doppler, SAHR, MC)
without cross-monitoring.
FAILURE OF SECONDARY SOURCE DATA INPUT
The MC and SAHR provide the secondary source of attitude and velocity data which is used by the TFR to monitor
the primary source. A failure in the secondary source is indicated by the illumination of the amber TF MON caption
on the front CWP. Depending on the nature of the failure, amber CMPTR, SAHR or DPPLR captions on the rear
CWP and the ATTD FAIL indicator on the AFDS CP panel may also illuminate. The TFR continues to operate using
primary source data without cross monitoring.
FAILURE OF DRIFT AND TURNRATE DATA INPUT
If primary and secondary drift and turnrate from IN and MC exceed the cross-comparison threshold, TURN FAIL on
the TFR control panel and TF MON caption on the CWP illuminate. A reversionary mode of operation is provided in
which the two fail indications still illuminate.
The table FAILURES AFFECTING TERRAIN FOLLOWING summarizes the failure warnings and their causes.

DOPPLER NAVIGATION RADAR (DOPPLER)

The Doppler provides velocities to the MC in the along Vx, across Vy, and vertical axes Vz. These velocities are
mixed with the IN velocities through the Kalman Filter, to provide best estimates of aircraft velocities for use in the
navigation and weapon aiming calculations. Doppler velocities, together with SAHR inputs, are used in the MC to
derive groundspeed, drift angle, and vertical velocity. These outputs monitor IN outputs during Terrain Following
and constitute a reversionary mode (see figure). The equipment incorporates a continuous BITE facility which
monitors signals and voltage supplies from reference sources. A detected failure is indicated by illumination of the
amber DPPLR caption on the rear CWP.

NOTE for Microsoft Flight Simulator:

Doppler navigation radar is not simulated in this MSFS rendition, although its controls can be switched for
procedural purposes.

Limitations
The equipment performs within a groundspeed range from 50 to 1800 kt and a drift angle of ± 30°. Maximum
altitude limitation is 70000 feet.
The Doppler consists of a transmitter/receiver antenna unit, and a doppler control panel. A doppler radome
assembly which is flush mounted on the underside of the forward fuselage, protects the directional antennas.
Transmitter/Receiver Antenna Unit
The transmitter/receiver unit is located in the forward equipment bay. Via a 3-beam antenna array the signals are
transmitted and are received by a directional antenna array.
The signals are processed to provide digital output of velocities to the MC.

Doppler Control Panel

The Doppler control panel (see figure) is located on the right console in the rear cockpit and has the following
controls:

ON/OFF SWITCH
The two position ON/OFF toggle switch controls the power supply. In the OFF position the power supply is switched
off and the amber caption DPPLR is illuminated on the rear CWP. With the switch set to the ON position, the
Doppler will be operative within 1 min and the DPPLR caption extinguishes.
TEST PUSHBUTTON/INDICATOR
To initiate interruptive BITE, the TEST push button shall be pressed once. Pressing it a second time cancels
interruptive BITE. The indicator illuminates white to indicate that TEST has been selected.
NOTE
When the aircraft is on ground, the doppler will automatically be switched into its TEST mode by a WOG signal,
preventing spurious failure warnings. In this case, pressing the TEST button checks the illumination of the indicator
only.

LAND/SEA SELECTOR SWITCH

The LAND position of the two-position toggle switch is adopted where good ground returns are expected with the
Doppler operating in normal condition. Switching to SEA, when flying over water or bad reflective surface, changes
the velocity output scaling.

Central Warning Panel

DOPPLER CAPTION
The amber DPPLR caption on the rear CWP illuminates to
indicate either a failure in the Doppler navigation radar or
when the equipment is switched off if TFR is on.
TF MON CAPTION
Loss of Doppler outputs, causing degradation of the MAIN
mode and loss of Terrain Following monitoring, is indicated
by the illumination of the amber TF MON caption on the
CWP in the front cockpit.

DOPPLER OPERATION
The Doppler is activated by selecting the power ON position.
With the TV/TAB display unit selected to the Navigation
format, a contrast inverted UN-LOCK indication appears for 4
sec.
By pressing the TEST button, Doppler interruptive test is
performed. The time required for the test does not exceed 2
minutes and after it has been completed, the equipment
goes into the operating mode. Depending on the surfaces to
be overflown, the
LAND/SEA switch shall be set. During flight over good reflective surfaces, the switch should be left in the LAND
position. Due to differences in Doppler performance over low reflective surfaces, it is re-commended that SEA is
selected, as this will im-prove the effect of Doppler on MAIN mode performance.
Indications of actual groundspeed and drift angle are displayed on the TV/TAB by selecting NAV, or F/A and
pressing the VEL key on the MFK.
Doppler Transient Monitor
The purpose of the Doppler transient monitor is to detect possible transients in the Doppler velocities (Vx, Vy, Vz),
caused by the external environment, i.e., sudden changes in soil reflectivity caused by ground, calm water, and
rough water in alternation.

RADAR ALTIMETER (RA)

The Radar Altimeter measures height above the surface by transmitting and receiving a radio pulse and is used as
a height sensor. For the height performance in TF, RA functions as a monitor, whereas in RH mode, RA becomes
the basic sensor. The equipment supplies information to the AFDS, the TFR, the HUD, the MC, and the Crash
Recorder, as shown in figure.
The RA consists of a transmitter-receiver, two antennas and an indicator.
Limitations
The system provides height information up to 5000 feet within pitch and bank angles up to ± 60° over all types of
terrain.
The indicator instrument has an accuracy of ± 3 ft or ± 3% of dm actual height whichever is greater for heights up to
5000 ft.
Transmitter-Receiver
The transmitter-receiver is located in the forward equipment bay. It contains a transmitter, a receiver and a range
computer.
The transmitter produces pulses of high energy RF (4300 MHz) at a pulse frequency of 10 KHz. The pulses are
routed to the transmitter antenna and at the same time a timer reference pulse is generated which initiates the
range computer. When the return signal is received it is processed and sent to the range computer which measures
the elapsed time from pulse transmission to pulse reception and converts this time to signals representing minimum
height. Height is supplied in analogue and digital form to accommodate the requirements of the navigation system.
If a temporary loss of received signals occurs, the equipment reverts to a memory mode which holds the last value
of height and inhibits any warning signals for a period not exceeding one second.
If the loss of signals exceeds one second, a status signal is cancelled, and the indicator shows the FAIL flag.
Radar Altimeter Indicator (RAD ALT)
The RAD ALT is located in the front cockpit (see figure) and provides the following controls and indications:
HEIGHT POINTER
The height pointer indicates height against a circular scale which is graduated between 0 and 5000 feet.
FAIL/FT x 100 INDICATOR.
The two position FAIL/FT x 100 indicator flag shows the following equipment status:

 FT x 100 Displayed when the equipment is switched on and operating normally.

 FAIL A black and red striped marker is displayed when the equipment is switched off or when there is a
fault condition.
LOW HEIGHT WARNING INDICATORS
The red low height warning indicator, on the indicator, illuminates if the indicated height falls below the level set by
the set height marker.
A red low height repeater warning lamp (figure A) is located on the left-hand side of the AOA indicator and repeats
the warning indication accompanied by a 600 Hz audio warning tone.
SET HEIGHT MARKER CONTROL KNOB/SET HEIGHT MARKER
The rotary height marker knob, labelled with the symbol of the height marker, operates a low height marker against
the outer rim of the scale to manually set minimum height.
POINTER MASK
The height pointer will move behind a mask when the height
exceeds 5000 ft, when there is a fault or when the equipment
is switched off.
ON-OFF/PRESS-TO-TEST SWITCH
The combined two position rotary ON-OFF/PRESS TO TEST
switch provides the following controls:

 ON/OFF All power supplies to the equipment are

switched on or off.
 PRESS TEST Pressing and holding the switch
initiates the BITE which checks the complete
transmitter-receiver unit and indicator. The antennas
and cables are not tested.

Central Warning Panel

R ALT CAPTION
The amber R ALT captions, on the front and rear CWPs,
illuminate to indicate a failure in the RA equipment, or an
unlock condition when TF mode on the AFDS has been
engaged and the TFR gets no ground returns.
RA OPERATION
After ON has been selected and a warm-up period of approx.
1 min has elapsed, the height pointer will move from behind
the mask position to indicate height above ground.
If there is a minimum height requirement, the height marker
may be set to the desired minimum height level. Before using
the low height warning facility, a confidence check may be
carried out by setting the height marker to a height value
above that at which the aircraft is flying, thus ensuring that the
low height warning indicator, the head up repeater lamp and
the warning tone are functioning.
Bite
The interruptive BITE is initiated by pressing and holding the
PRESS TO TEST button. If the test is successful, the
indicator displays a height of 100 ± 10 feet. cross-checking with the HUD and monitoring of the low height warning
should be per-formed.

NOTE
This test is inhibited when operating in TF or RH modes.

RA Malfunctions
If the signal is lost for more than 0.4 sec the FAIL flag is shown on the RAD ALT.

RA Failure
If there is a power failure inside the RA equipment, the amber R ALT captions on the CWPs will illuminate. All radar
height information will disappear and selection of an alternative height sensor (e.g., BARO) is required.
When flying in RH mode with AP engaged AUTO P will illuminate to indicate the failure. In this case, AP will be
disconnected after wings level and an OLPU command is established. RH is automatically disconnected.
If TF has been selected and no TER returns are received, a shallow climb command is generated. Discontinue TF
flying (especially over sea).

PROCESSING

MAIN COMPUTER SYSTEM

The MC system, when loaded with the operational flight program, performs the major role in navigation and
weapon aiming. This role ranges from logical decision making (for navigation moding) to complex trigonometrical
calculation (for position fixing and weapon aiming).
A continuous BITE facility is provided for the MC.
Main Computer (MC)
The MC, using signals supplied by navigation and height sensors and other various equipment, continuously
calculates parameters and produces navigational data, display inputs and weapon release signals.
The MC stores these data and controls signals in the memory. Access in made via an automatic selection of data
made by the MC itself and via controls/displays in both cockpits. Data are then read from the memory and
continuously processed by the computer and transduced to the appropriate displays.

NOTE for Microsoft Flight Simulator:

Main Computer, Interface Units and Waveform Generator must be switched on for the TV/Tabular display to
operate in the backseat.Also,if the plane starts cold and dry, the flight plan must be loaded via the CVR RDE.
Interface Units (IFU 1 + IFU 2)
Equipment which receives and transmits data in digital• form is
directly linked to the MC. Equipment which does not possess this
facility is linked to the MC via IFU 1 and IFU 2. The IFUs provide
digital/analogue and digital/discrete conversion facilities.
IFU 1, in general, serves the front cockpit and IFU 2 the rear.
IFU 1/2 malfunctions such as power supply failure, input voltage
out of limits or temperature overheat are indicated by the IFU 1/IFU
2 caption on the CWP.
Main Computer Control Panel (MCCP)
The MCCP (see figure), located in the rear cockpit, provides power
supply switching facilities for the MC, IFU 1 and 2, and WFG. It
also pro-vides indications of program loading progress and faults
by a LOAD-FAIL indicator.
MC POWER SWITCH
The two-position ON/OFF MC power toggle switch connects the
MC power supplies. It is locked when in the ON position and shall
be pulled before it can be set in the OFF position.
PROGRAM LOAD/FAIL INDICATOR
The LOAD/FAIL, indicator includes the upper white caption LOAD,
which illuminates during program loading, and is extinguished
when loading is successfully completed, and the lower amber
caption FAIL, which is illuminated when the MC detects a program
loading or in-flight failure.
WAVEFORM GENERATOR POWER SWITCH
The three position WFG toggle switch provides the following
selections:

ON-OFF Controls WFG power supply.

TEST WFG interruptive BITE test is initiated, and a Test format is displayed on the TV/TAB.
OVERHEAT INDICATOR
The OHEAT indicator illuminates amber when the WFG overheats, or a failure is detected in WFG BITE operation.
IFU 1/IFU 2 POWER SWITCH
The IFU 1 power switch controls the IFU 1 and HSI power supplies.
The IFU 2 power switch controls IFU 2 power supplies.

Central Warning Panel

CMPTR CAPTION
A failure within the MC system, resulting in computer shutdown, is indicated by the illumination of the amber
CMPTR caption on the rear CWP.
IFU 1/IFU 2 CAPTION
IFU malfunction as power supply failure or temperature overheat is indicated by the illumination of the amber IFU
1/IFU 2 captions.

MC OPERATION
The MC, IFUs, WFG and TV/TABs shall be ON before a program, map film data and mission data can be loaded.
Confirmation of correct system functioning is given on the CWP when the captions CMPTR, IFU 1 and IFU 2 are
not illuminated.

MISSION DATA
Mission data consist of the steering route and the fixing route. The steering route is a sequence of destinations to
be overflown and the fixing route is a sequence of planned fixpoints. The MC can store up to 80 destinations in two
sets, designated primary and secondary mission data stores, but only one set of data at a time can be used by the
MC 30 destinations by Rapid Data Entry (34 by manual insertion via MFK) are used for the Automatic Flight Plan
(AFT). The remaining destinations are spares and can be called up for replanning a mission during flight or
extending a mission beyond the MC flight plan capacity. The 30 destinations may comprise a combination of
between 2 and 29 steering points and up to 12 fixpoints. Mission data provide the MC with the following navigation
data which can be displayed by the TV/TAB when the appropriate selections are made on the MFK.

- Scaling and coordinate data associated with TV/TAB display Plan format.

- List of fixpoints, waypoints, targets and offsets, including all necessary lat/long and height AGL, range, and
bearing, planned groundspeed, time over target, and CRPMD map-slide references.

NOTE for Microsoft Flight Simulator:

In this rendition, the Mission Data is equivalent to the Flight Plan. Flight plan must be prepared in the game map
interface. If aircraft spawns in the game in a situation in which it is fully powered, and a flight plan is available, it will
be automatically loaded, otherwise an RDE FAIL message is displayed in the TV/Tab.

If the aircraft spawns “cold and dark”, flight plan must be loaded during the “internal checks – rear cockpit”
checklist, via the CVR Rapid Data Entry mode. Player must operate the CVR appropriately.

MISSION DATA PREPARATION

Mission data are prepared via the Cassette Preparation Ground Station (CPGS) stored by a CVR magnetic tape
cassette or manually inserted via the TV/TAB keyboard.

NOTE for Microsoft Flight Simulator:

 In this rendition, it is not possible to enter of edit the Mission Data from the TV/TAB keyboard – only pre-defined
flight plans can be used.
MISSION DATA LOADING
Mission data are loaded into the MC before flight by the navigator. This could be done via the RDE facility from a
CVR tape cassette previously prepared or manually via the TV/TAB keyboard.
Rapid Data Entry (RDE).
Mission data are normally loaded from a pre-recorded magnetic tape contained in a cassette (see figure). Before
fitting the cassette into the CVR the navigator confirms that the CVR is not engaged but MC and both TV/TABs are
on.
With a cassette carrying pre-recorded mission (and map) data, the following operation should be per-formed:

 The master switch is set to OFF, and mode se-lector to REPLAY. Now insert the cassette, and switch to
STBY. Set the tape position 3-digital readout to 000 and start by setting the mode selector to DATA ENTRY
and the master switch to START position. When the cassette starts to run, the computer carries out a parity
and syntax check. The first word is a control word and is automatically checked by the MC. A correct
control word causes the RDE, mode to be entered, both TV/TABs to be cleared and LOAD on the MCCP to
be displayed. A fault detected in the control word is indicated on the MCCP by illumination of the FAIL lamp.

 If the FAIL lamp illuminates during loading, the tape should be run in reverse until the tape position
indicator stops counting and the FAIL lamp is extinguished.

 If the FAIL lamp illuminates again when the tape drive is resumed, the recorder should be switched to
STIBY and the cassette removed and re-inserted or changed. Recycle the MC if required.

 After approx. 10 sec, if data entry has worked properly, the word RDE COMPLETE is displayed on the
TV/TAB (for RDE format, see under TV/TAB description). Then tape position counter indication can be
noted as the beginning of the inflight recording and the tape should not be reversed beyond this point
unless a repeat RDE is required.
Manual Data Insertion.
Manual insertion of mission data and system data is performed using the MFK on the TV/TAB.
Each line of inserted navigation information from mission data is selected for display in the ROL on the TV/TAB.
When the appropriate characters of a particular ROL, have been inserted, the data are entered into the MC via the
ENTER key.
In addition to the data insertion via TV/TAB MFKs and RDE, data may be inserted by means of RPMD/CRPMD
Slew or MKR facility. Only the plan position of waypoints can be inserted by this method. Change of destination
designator and additional information, e.g., height and GS, shall be inserted again via TV/TAB MFKs.
(Refer, to TV/TAB operation and to example of Mission Data Plan).

NOTE for Microsoft Flight Simulator:

Manual data insertion is not supported in this MSFS rendition.

NAVIGATION MODES AND OPERATION

The moding facility provides selection and control of navigation modes which depend on the availability
and condition of the sensors. The navigation sensors IN, Doppler, SAHR, and ADC deliver the basic data for
navigation moding. four navigation modes in conjunction with the MC arc provided and controlled via the NAV
MODE selection butterns on the NMCP: Main mode (MAIN), Inertial Navigation mode (IN), Doppler/SAHR mode
(DP + SR) and Air Data/SAIIR mode (AD + SR).

In the event of MC failure, steering information can be derived directly from the INCDU (Pure IN).
During the rear cockpit checks each required sensor will be set up and aligned. After all necessary conditions
are fulfilled, the MC causes the upper white caption of the appropriate mode on the NMCP to illuminate and
indicates that particular mode is available.
Navigation moding is then initiated by pressing the required MODE button of which the appropriate
lower green SEL caption indicates the selection.

NOTE for Microsoft Flight Simulator:

In this MSFS rendition, the various navigation modes are not simulated: the underlying code is based on MSFS
GPS navigation system and requires a valid flight plan.

STEERING MODES AND OPERATION

Track steering is controlled from the NMCP by two pushbuttons enabling selection of AUTO/MAN and
STEER/HOLD.
Two basic steering modes are available: Manual Flight Plan (MFP) steering where the aircraft is flown to a single
designated destination and Automatic Flight (AFP) Plan steering where the aircraft is flown to follow a planned
route through a series of destinations.

NOTE for Microsoft Flight Simulator:

In-game steering modes are different from the ones of the real aircraft.

In AUTO mode, the aircraft will fly through the flight plan, switching automatically to the next waypoint once the
navigation system determines that the a proper turn can be executed.If the autopilot is engaged and TRACK mode
is activated, the plane will fly automatically through the flight plan.

In MAN mode automatic waypoint progression is inhibited and waypoints cna be manually selected with the
TV/TAB shift switch.

AUTO / MAN selection is automatically linked to the STEER/HOLD selection in the game.
INTEGRATED DISPLAYS AND CONTROLS

Integrated navigation systems data as well as the results of MC processing and calculation, are presented
to both crew members via their respective cockpit displays and the parameters available depend
on their selection and control.

TELEVISION/TABULATOR DISPLAY SYSTEM (TV/TAB)

The TV/TAB is a computer management terminal/monitoring equipment providing all navigation and attack
information in the form of alphanumeric characters and symbolic patterns displayed on a television screen.
Multi and fixed function keyboard facilities enable selection of TV/TAB operating modes and insert
data for storage and updating in the MC.

In case of a waveform generator failure, a reversionary keyboard enables essential procedures.

The TV/TAB consists of one Waveform Generator (WFG) and two identical Display Units (DU) .
Display data are also controlled from the following facilities:
Navigation Mode Control Panel
Navigator's Weapon Aiming Mode Selector (NWAMS)
Navigator's Hand Controller (NHC)
Main Computer Control Panel (MCCP).

An interruptive BITE test format is generated by the waveform generator and presented on the screen
when TEST is selected on the MCCP.

NOTE for Microsoft Flight Simulator:

MC, Waveform generator and IFU1 and IFU2 are required for the TV/TABs to operate in the game.Reversionary
mode is not supported, instead an error message will be generated indicating what the simulation expects from the
player.

Wave Form Generator (WFG)

The WFG in the rear right avionics cornpartment accepts display format data from th<.: MC and rnmk
selection data from both TV/TAB Keyboards
These data are processd and generated into video suitable for the display on the two TV /TAB screens, which may
present different formats sirnultanrnusly.
The WFG also generates the TEST format.

WFG control and indicator are located on the MCCP. They provide the following functions:

WFG CONTROL SWITCH

A three-position switch controls the WFG operating modes:

ON - The power supply is connected to the WFG and the TV/TAB display operates according to DU key selections.

TEST - A BITE is initiated and the WFG produces a test pattern which is displayed by either DU if the appropriate
ON key is selected.

OFF - The power supply is disconnected from the WFG. The TV/TAB display operates in its reversionary mode,
provided that the DU power ON key is selected.

OVERHEAT INDICATOR - The amber OHEAT indicator illuminates if the WFG overheats. It also illuminates when
the WFG BITE detects a failure.

TV/TAB Display Units (DU1 + DU2)

The DUs arc identical and located on either side of the CRPMD in the rear cockpit, DU1 to left and DU2 to the right.
Therefore two different formats can be provided for the navigator simultaneously.
The DU presents waveform generator outputs in video symbolic or tabular form on a screen area of 16 x 12 cm.
Generally, distinctions made between items of primary importance, such as flight and target data which are large
size indicated, and those e.g. designated by the multi function Keyboard. To eliminate superfluous information
when in navigation and attack situation, certain data arc displayed only when selected. Key legends are written on
the bottom of the display in the various tabular formats.
Two autoluminance sensors on top of each DU monitor ambient lighting levels to maintain the brightness of the
display at a preset level relative to the brightness of the background.
Display video is routed from each DU to a Head Down Display Recorder (HDDR) where sequences are recorded
on film for subsequent analysis.

Each DU provides the following facilities:

SHIFT KEY TOGGLE

The three position shift key toggle switch, spring loaded to the centre position, is moved to the left
or right to slew a writing marker along the ROL or to step through a series of destinations.

CONTRAST-BRIGHTNESS CONTROL KNOBS

The two concentrically mounted rotary CONTRAST-BRT switches are used to adjust the contrast and brightness of
all display video .

FIXED-FUNCTION KEYBOARD (FFK)

The FFK consists of twelve push button keys at the centre and bottom row which, with the exception of the ON key,
are illuminated white when power is supplied to the aircraft. The ON key illuminates white and bright only when it is
selected and power is supplied to the equipment. The keys arc used to control the power supplies, select the basic
display format, determine the primary mode of the MFK, and enter the data displayed on the ROL line into
the MC.

MULTI FUNCTION KEYBOARD (MFK)

When the WFG is operating, the top row of ten keys forms the MFK. Key functions change with
each format, and key caption markings arc selectable at both the FFK and MFK.

REVERSIONAR Y KEYBOARD (RKB)

When the WfG has failed the TV/TAB can be operated only in its reversionary mode. A sliding cover shall be raised
after switching off the WFG to expose ten engraved captions which indicate the reversionary function of the MFK.
The RKB enables the navigator to carry out essential procedures and actions associated with the CRPMD map.

NOTE for Microsoft Flight Simulator:

Reversionary mode and keyboards are not implemented in this simulation.

SECONDARY KEYBOARD

Three secondary keyboards DEST, DATA and RTE may be selected from the PLAN keyboard with the relevant
multifunction keys. Via the DEST keyboards, destination data may be selected, corrected, or added to the MC.
The DATA keyboard allows insertion or correction of navigational data, while selection of the RTE keyboard permits
the current route to be displayed for changing or modification.

NOTE for Microsoft Flight Simulator:

Secondary keyboard is not implemented in this simulation.

HEAD-UP DISPLAY UNIT (HUD)

The HUD, in the centre instrument panel, projects information in symbolic and numeric form into the
pilot's field of view.
This source of information , in one form, provides steering demands to assist the pilot to steer the aircraft
manually, and in another constitutes the primary source in an attack phase.
Symbols are generated at the command of the MC by the Electronics Unit (EU) and displayed by the
Pilot's Display Unit (POU). They are presented, focussed at infinity, in the pilot's line of sight. The fixed dual
combining glass with graded coatings enables the pilot to follow the display in elevation with limited head
movement.
A Standby Sight (SBS) for reversionary weapon aiming is provided.
In weapon aiming and fixing sub-modes, the servo drive keeps the target bar, fixing cross, ranging reticle, and
aiming pippcr in the field of view of the pilot at all depression angles.
A mechanical override and a standby sight for reversionary weapon aiming are provided. Symbols
are suppressed if the EU BITE detects a faulty or incorrect input. Where alternate data are available
from primary equipments the HUD logic automatically selects the inputs and the display will indicate accordingly
For HUD interruptive BITE, three Test formats are displayed as determined by the MODE and MAG/TRUE switches
on the HUD control panel.

Power Supplies
The unit is supplied with 200 V/400 Hz 3-phase AC from the AC busbar XP 1, and with 28 V DC from the DC
busbar PP2.
The SBS is supplied with 28 V DC from the DC busbar PPI .

Electronics Unit (EU)

The EU in the forward equipment compartment is a waveform generator, controlled by a high speed, on-line digital
computer, and has the following functions: ·
• Generation of the necessary waveform for the display of the symbol repertoire.
• Selection, upon receipt of command signals, of appropriate symbols with proper priorities.
• Determination of position and motion of symbols according to data from other equipments.
• Operation of continuous in-flight internal monitoring.
• Operating of ground checkout procedures.

Pilot's Display Unit (POU)

The POU converts the waveforms generated by the EU into visible simbols which arc displayed on a Cathode Ray
Tube (CRT) and presented in the pilot's line of sight by means of a collimator and combining glass.
The POU is positioned so that the combining glass lies in the pilot's line of sight with its outline coinciding
approximately with the frame of the windscreen. The display field of view is 25°.
A solar cell in the PDU continuously monitors the brightness of the background against which the display
is observed. The cell controls a circuit which automatically maintains the contrast level of the display as selected by
the pilot.

Optical Projection System

The optical projection system comprises:
- An optical arrangement of lenses and a deflection mirror.
- A SBS optical projection facility and a collimating lens.
- A servo-controlled, symbol positioned, combining glass assembly.

COLLIMATING LENS AND DEFLECTION MIRROR

The lens and mirror system projects the display onto the combining glass. The projected image appears
at a great distance ahead of the aircraft – focussed at infinity - and therefore at the location of distant objects in the
pilot's view. This ensures that the pilot's eyes do not need to refocus when looking from distant objects to HUD
symbols and vice versa, and also that the pilot's head movements do not introduce a parallax shift between HUD
symbols and distant objects.

DUAL COMBINING GLASS

The dual combining glass is a fixed assembly which provides the symbology in a total vertical field of view with
minimum head movement.

Head-Up Display Control Panel

The HUD control panels is located in the front cockpit on the main instrument panel and carries
all the controls and indicators for the operation of the HUD:

MODE SELECTOR KNOB

A six position rotary MODE switch with the following
positions:

OFF - Power supplies are disconnected and the HUD is inoperative (except for SBS facility).

DIR - Attitude display, scales, and readouts are received direct from the primary navigation sensors; IN, SAHR, RA,
ADC, and AFDS.

AUTO - Displayed information is received from the MC. Display format changes in accordance with commands
from the MC.

NA V The MC command is overridden to present and maintain a Navigation format, even if the navigator makes a
selection, e.g. FI A, which normally would result in a changed Attack format.

T2 BITE checkout of the Attack formats. Separate Bombs and Guns formats are selectable by the selection of the
MAG/TRUE switch.

T 1 Navigation Test format is displayed during BITE checkout

NOTE for Microsoft Flight Simulator:

In this MSFS rendition, test modes are not implemented and there is no functional differences between DIR / AUTO
and NAV modes.

V-V/LOCKED SWITCH

The two position V-V/LOCKED toggle switch governs the position of the aircraft symbol. When V-V is selected the
symbol is determined by the aircraft velocity vector, that is the flight path, in elevation and azimuth. If LOCKED is
selected the symbol is locked in azimuth with respect to the LFD and adjustable in elevation by use of th
VERTICAL DATUM control knob.

VERTICAL DATUM CONTROL KNOB

The rotary VERTICAL DATUM knob is used to adjust the IllJD symbology in elevation from 0° to -10° from the LFD
when the V-V/LOCKED switch is in the LOCKED position.

KCAS/MACH SWITCH

A two position toggle switch selects the ADC outputs of aircraft speed to be displayed:

KCAS - Knots calibrated airspeed displayed on the POU.

MACH - Mach number displayed on the POU .

RADIO/BARO SWITCH

A two position toggle switch selects height to be displayed:

RADIO - Radio altimeter height, prefixed by the letter R, displayed on the POU.

BARO - Barometric corrected height (altitude) without prefix, displayed on the POU.
MAG/TRUE SWITCH

A two position toggle switch with the following positions:

MAG - Magnetic heading is displayed, prefixed by the letter M. During test with the MODE switch in T2, the Bomb
Attack Test format is displayed.

TRUE - True heading is displayed without a prefix. In the test mode position T2, the Gun Attack Test format is
displayed.

STAND BY SIGHT CONTROL KNOB

The two concentric rotary SBS switches provide the following functions:

ON/OFF

The outer ON/OFF rotary switch controls the power supply to the SBS.
When selected ON, the SBS symbol for reversionary weapon aiming is displayed on the POU.
BRT The inner BRT potentiometer switch adjusts the brightness of the SBS symbol.

DEPRESSION CONTROL KNOB

The rotary DEP potentiometer is used to adjust the depression angle of the SBS.

MRAD INDICATOR

The three digit MRAD indicator displays the depression angle in milliradians from 0 to –260 MRAD from the LFD.

WINGSPAN CONTROL KNOB

The rotary WINGSPAN switch is used to set the known or estimated wingspan of target aircraft in air-to-air attacks,
to provide a datum for the determination of range to target, using stadiametric ranging and to position range bars
on the Continuously Computed Impact Line (CCIL). The control scale is calibrated from O to 100 ft in 20 ft
increments.

DISPLAY BRIGHTNESS CONTROL KNOB

The rotary DISPLAY BRT potentiometer is used to set the level of display brightness.
The relationship to the prevailing ambient lighting condition is held constant thereafter by a solar cell
on the HUD.

MILLIBAR SET CONTROL KNOB AND INDICATOR

The rotary MB SET switch sets the barometric pressure for the barometric corrected altitude in the ADC. The
pressure setting is indicated in millibars on a 4 digit indicator labelled MB.

HUD Symbol Repertoire

The EU produces and updates display symbology every 20 msec. The symbols, consisting of a single element
such as the aiming pipper or of several elements such as the altitude display, are grouped together in formats to,
display the relevant data for navigation and weapon aiming.
The symbols may be aircraft oriented, e.g. the aircraft symbol, so that their display remains aligned with the aircraft
wings during rolling maneuvers, or they may be ground oriented, e.g. the target bar, which remains parallel to the
horizon. The various display symbols are described as follows and their format depend on the selection of:
• the HUD mode of operation
• the formats of the TV/TAB
• the weapon aiming mode
• the phase of attack
• the SMS selections (WCPI and WCP2)
AIRCRAFT SYMBOL

The aircraft symbol in the form of a winged circle provides an aircraft flight path reference. Its wings
remain always aligned· with the actual aircraft wings.
When the V-V/LOCKED switch is in LOCKED position, the symbol is locked in azimuth, indicated by a vertical tail,
with respect to the LFD. In this case the display can be moyed by the vertical datum control.
When the switch is in V-V position, the symbol has no vertical tail fitted and is free in elevation and azimuth but
positioned by the aircraft velocity vector. In this case the horizon bars are always positioned on the horizon and
drift moves the aircraft symbol to the respective side indicating the flight path.
If the symbol reaches the HUD lower limit, it is parked with a locked indication. The aircraft symbol is position-
limited to ± 5° in azimuth and 0° to 15.5° in elevation.
In weapon aiming mode the aircraft symbol is positioned by the velocity vector, but may be overridden by the MC.

NOTE for Microsoft Flight Simulator:

Glideslope and localizer lines are not implemented in MSFS.

ATTITUDE SYMBOLS (FLIGHT PATH SYMBOLS)

The attitude symbols comprise horizon bars, climb and dive bars, zenith star and nadir star. At the centre of the
attitude display a pair of solid horizon bars is displayed.
Above and below the horizon bars, solid climb and dashed dive bars represent climb/dive angles between
0° and ± 90° when read against the aircraft symbol or gun cross.
During LOCKED mode only those bars, which are less than 7.5° from the reference symbol in elevation,
are displayed. Therefore a maximum of three pair of attitude bars are displayed.
In V-V mode the same conditions apply, except when the aircraft symbols arc depressed between - 0° and - 12°,
where - go becomes the new reference datum for the display of the attitude bars.
The numerals are displayed in increments of 5°, those for the dive arc written below and carry a negative sign,
those for the t:limb appear above the climb bars.
The short vertical legs on the climb/dive bars correspond in lenght to 1 .5° of dive and arc a useful
indication of the glidcslopc and in inverted maneuvers.
The attitude pattern is displayed with its centre line always lying on the aircraft symbol or gun cross, about which
the pattern rotates freely to indicate bank angle and moves upward or downward to indicate pitch. The zenith star is
displayed when the aircraft climbs at the top of the attitude display to indicate a 90° nose-up attitude. The nadir star,
and inverted Cross of Lorraine, is displayed at the bottom of the display to indicate a 90° nose-down attitude.

SCALES AND READ-OUTS

The HUD provides indications and numeric readouts of all the essential flight parameters: aircraft speed, height,
vertical speed, heading, cross track error and angle of attack.

Aircraft Speed - Aircraft speed is presented as a 3 digit readout in either KCAS or Mach number, depending on the
selection of the KCAS/MACH switch.

Time Error Scale - A time error scale indicates time early /late by means of a moving pointer against a scale of
three dots. The centre dot represents "on time", the LH dot 30 sec late, and the RH dot 30 sec early, based on
present groundspeed to the next waypoint (not in A/A mode and IN-HUD Alignment).

NOTE for Microsoft Flight Simulator:

Time error scale is not implemented in this MSFS rendition.

Height - Barometric or radar heights arc displayed as a five digit numerical _read-out (selected by the
RADIO/BARO switch on the HUD control panel), surrounded by a circular scale of 10 dots and a pointer which
rotates clockwise once per 1000 feet, starting from the top mid (12 o'clock) position. When radar height is indicated,
the first digit is replaced by the letter "R".

For heights below 1000 ft, the comma is retained to introduce the possibility of a reading error, for heights below
100 ft, a "0" is displayed in the hundreds position and for negative barometric heights, a minus sign is displayed
before the comma. When TF is engaged the letter T appears below the height display.

NOTE
If RADIO is selected and altitude flown is above 5000 ft, height indication is lost.
Vertical Speed A thermometer type pointer indicates vertical speed in the range – 2000 ft /min to + 1000 ft/min,
against a fixed vertical scale of seven dots. The + 1000 ft, and – 2000 ft are indicated by twin dots for ease of scale
reading. Spacing between the dots is equivalent to 500 ft/min. The pointer itself can move over a range from - 3000
ft/min to + 2000 ft /min.

Heading - A horitontal 5 dot heading scale, marked every 5° with a dot and numerically annotated every I 0° moves
against a fixed lubber line. At least two numerical annotations are visible at one time and the heading can be either
true or magnetic in all modes as selected. When magnetic heading is presented, a letter "M" is displayed to the left
of the scale.

Azimuth Steering Bug - The azimuth steering bug (ASB) is permanently displayed and provides
steering information required to regain planned track with a maximum closing angle of 45°. It can be used in
manual flight as the primary steering information when in weapon aiming. The ASB continues to provide information
to regain planned track even when distance-to-go next steering point is less than 20 NM. A switch-over to "direct
steer" is given only when time-to-go is less than 30 seconds or if the direct steering demand of the FD is greater
than the ASB demand. In Weapon Aiming within 20 NM range to the target, the pilot may decide to follow the AS B
to regain planned track and he will ignore the fD direct steering demand to the target.

Angle of Attack ~ A thermometer type pointer displays aircraft angle of attack in the range 0° to + 25° in 5°
increments against a ·vertical 5 dot scale. The 10° and 20° angles are indicated by twin dots for easy scale reading.

FLIGHT DIRECTOR SYMBOL

The flight director symbol consists of a dot and two horizontal cue lines forming an "elastic" triangle.

The lower line is twice the lenght of the upper and both remain parallel to the natural horizon, the dot is forming the
apex of the triangle. When the flight director demand is satisfied, the dot is in the centre of the aircraft symbol. The
symbol is displayed only when FD is pressed on the AFDS and the MODE selector on the HUD is switched to DIR
or AUTO.
lf AP is engaged the horizontal lines arc suppressed and only the dot remains. The pilot may utilize the display to
monitor the operation of the AP in all modes. Pitch demands arc indicated by the vertical displacement of the dot.
The lower line maintains its position and the upper line moves in sympathy with the dot so as to maintain a position
midway between dot and lower line.
Roll demands are indicated by the dot moving left or right of datum. The lower line maintains its position
and the upper line moves in accordance with the dot, so that its centre lies on an imaginary line joining the dot to
the centre of the lower line. When both the flight director and the autopilot are engaged the cue lines are
suppressed and only the dot remains. Movement of the FD symbol in relation to the aircraft symbol is limited to ± 3°
horizontally and ± 2° vertically.