AER.

1 F-1 04S/ ASA-1

This publication is incomplete without Confidential Supple-

This publication is applicable to all F-104S aircraft (AWX-
ment AER.1 F-l04S/ASA-1 A dated 31 January 1987.
FB-ASA version). This publication replaces F-104S Flight
Manual dated 1 July 1973 and all changes thereto.

Commanders are responsible for bringing this Manual to the

attention of all personnel cleared for operation of the affec-
ted aircraft.

PUBLISHED UNDER AUTHORITY OF THE

D.G.C.A.A.A.S.

Prepared by AERITALlA . GRA

Assistenza Velivoli, Torino
31 JANUARY 1987
AER.1F-104S/ASA-1

LIST OF EFFECTIVE PAGES Note: The portion of the text or illustration affected by the change is
indicated by a vertical line on the outer margin of the page.
The portion of illustrations affected by a change is indicated by
a pointing hand.
Dates of issue fer original and cha!lged pages are:
Onginal ....... 0 ....... 3! January 1987

TOTAL ~U'\1BER OF PAGES I~ THIS PUBLICATION IS 582 CONSISTING OF THE FOLLOWING:

Page '\0. *Change No. Page No. *Change No. Page No. *Change No.

Title ................................... 0 A7-1 thru A7-4 ................ 0 FO-19 ............................... 0

A ....................................... 0 A8-1 thru A8-11 .............. 0 FO-20 blank ..................... 0
i thru v .............................. 0 A8-12 blank ..................... 0 FO-2! ............................... 0
vi blank ............................. 0 A9-1 thru A9-101 ............ 0 FO-22 blank ..................... 0
vii ...................................... 0 A9-102 blank ................... 0 FO-23 ............................... 0
viii blank ........................... 0 AlD-l thru Al0-7 ............ 0 FO-24 blank ..................... 0
I-I thru 1-109 .................. 0 A10-8 blank ..................... 0 FO-25 ............................... 0
1-110 blank ...................... 0 Index-l thru Index-9 ....... 0 FO-26 blank ..................... 0
2-1 thru 2-38 .................... 0 Index-l 0 blank ................. 0 FO-27 ............................... 0
3-1 tnru 3-54 .................... 0 fO-1 ................................. 0 FO-28 blank ..................... 0
4-1 thru 4-7 ...................... 0 fO-2 blank ....................... 0 FO-29 ............................... 0
4-8 blank .......................... 0 FO-3 ................................. 0 170-30 blank ..................... 0
5-1 thru 5-33 .................... 0 FO-4 blank ....................... 0 FO-3! ............................... 0
5-34 blank ........................ 0 fO-5 ................................. 0 1'0-32 blank ..................... 0
6-1 thru 6.30 .................... 0 fO-6 blank ................. ;..... 0 FO-33 ............................... 0
A-I .................................... 0 FO-7 ................................. 0 FO-34 blank ..................... 0
A-2 blank ......................... 0 FO-8 blank ....................... 0 FO-35 ............................... 0
A1-1 thru Al-24 .............. 0 FO-9 ................................. 0 FO-36 blank ..................... 0
A2-1 thru A2-24 .............. 0 FO-IO blank ..................... 0 FO-37 ............................... 0
A3-1 thru A3-23 .............. 0 PO-ll ............................... 0 FO-38 blank ..................... 0
1\3-24 blank ..................... 0 FO-]2 blank ..................... 0
A4-1 thru A4-5 ................ 0 FO-13 ............................... 0
A4-6 blank ....................... 0 FO- I 4 blank ..................... 0
A5-1 thru AS-5 ................ 0 !-"O-15 ............................... 0
A5-6 blank ....................... 0 FO- I 6 blank ..................... 0
A6-1 thru A6-37 .............. 0 1:0-17 ............................... 0
A6-3g blank ..................... () I'O-lg blank ..................... 0

ClJRRENT FLIGHT CREW CHECKLIST

AI~IUI·-1()4S/ASA-ICI. 31 January 19S7

* Zero in this column mdlcates an orJl'inal pitgc

• This publicatIOn is valid only if Jl IS composed of thc above itsted pages and duly amended.
• Copies of Ihls publlCil[IOn mily be obtamed as follows:
- I'A aClivJllcs, as directed by specification II.A-NI.-9004-0001-001100
. COSTI\J<.\1ALJ<.LO activities, as directed by speClf"lCalion AElUJ()·()()·g
• Any defICiency and/or mistake In thiS publication shall be reported as dll"Ccted by specif"ICttlol1 1\ I'.IUJO-OO-4.

A
 AER.1F-104S/ASA-1

SCOPE ARRANGEMENT

This manual contains the necc~sary information for The manual is divided into six nearly independent
safe and efficient operation of the F-104S airrlane. sections to simplify its use as a reference manual.
These instructions proyide you with a general
knO\\kdge of the airpiane. its characteristics, and
specific nonnal and emergency operating proce-
dures. Your flying experience is recognized. and OPERATIONAL AND SAFETY
therefore, basic t1ight principks are not discussed. SUPPLEMENTS

Information involving normal operation as well as

safety will be promptly forwarded to you by Sup-
plements. Supplements affecting loss of life will get
SOUND JUDGMENT to you in 48 hours by TWX; those concerning seri-
ous damage to equipment, as soon as practicable
This manual provides the best possible operating by mail. Each safety supplement and operational
instructions under most circumstances, but it is not supplement includes a status page which lists the
a substitute for sound judgment. ;vIultiple emergen- current flight manual, checklist and current safety
cies, adverse weather, terrain, etc., may require supplements or operational supplements. Any
modification of the procedures. rescissions or replacements of supplements as of the
status page date will be included also.

CHECKLISTS
PERMISSIBLE OPERATIONS
The Flight Manual contains normal and emergency
The flight manual takes a positive approach, and procedures. Checklists have been issued separately.
normally states only what you can do. unusual op- Refer to the back of the title page for number and
erations or configurations (such as asymmetrical date of your latest checklist. Line items in the
loading) are prohibited unless specifically covered Flight Manual and checklists arc identical with re-
herein. spect to arrangement and item number.
AER.1F-104S/ASA-1

WARNINGS, CAUTIONS, AND NOTES YOUR RESPONSIBILlTY- TO lET

US KNOW
The following ddinitions apply to "Warnings",
"Cautions", and "Notes" found throughout the Evcry effort is made to keep the Flight Manual
manual. current. Review conferences with operating per-
sonnel and a constant review of accident and flight
test reports ensure inclusion of the latest data in the

WARNING I manual. However, we cannot correct an error unless

wc know of it5 existence. In this regard, it is essential
that you do your part. Comments, corrections, and
questions regarding this manual or any phase of the
OPERATING PROCEDC;RES, Flight Manual program are welcomed.
TLCIINIQCES, ETC., \VlIICII
\VILL RESULT IN PERSO:\AL
INJUR Y OR LOSS Of LIFE If
NOT CORRECTLY FOLLOWED.
EFFECTIVlTY

Unless indicated to the contrary, all text and graph-

ics within this manual apply to all configurations of
the f-104S aircraft. Etfcctivity symbols which en-
CAUTION
close text or identify graphics have been used to'
differentiate material which is applicablcto one
OPERATING PROCEDURES, specific configuration. '1 'he following cffectivity
TECHNIQUES ETC., WHICH If symbols are used in this manual:
1'\OT STRICTLY OBSERVED
WILL RESULT IN DAI\1AGE TO f -1 04S Base Configuration
OR DESTRUCTION OF EQUIP-
MENT. (A WX or FB) begin/cnd text or single step
(A WX or rE) ...... (A \VX or FE) more than one
step

NOTE F-104S ASA Configuration

An operating procedure, technique, (ASA) (ASA) begin/end text or

etc., which it is essential to highlight. single/multisteps

ii
 AER.1 F-1 04S1 ASA-1

LIST OF P\1T's A?\D PTrs I?\CORPORATFD I~ TllI; I;UCiIIT 1\1ANUAL

The lcJllowing list contains only those Preserizioni Teeniehe a Tempo (FIT) which eflect the l'lit'-ht l\1anual.
When a moditication is embodied in all airerafts, the relevant PTT will remain in the list but all information
related to the pre-mod configuration will be eanedlcd in the text.

COMPANY DOCUMENT IAF DOCUMENT

PROPOSTA 01 MODIFICA PRESCRIZIONE TECNICA

TITLE
TECNICA (PMT) A TEMPO (PTT)

No. DATE CLASS No. DATE

AA. 1F-104S-1-DT-102 74-11-14 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8012 74-11-27 AA.1 F-104S-1-DT-1 03 75-03-06 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-3282 74-01-29
AIT-3282A 74-03-13 AA. 1F-1 04S-1-DT-1 04 75-04-30 Aggiornamento al Manuale di Pilotaggio
AIT-3282B 75-03-27 Velivolo F-104S.

AIT-8039 76-06-01 AER.1 F-104S-1-DT-105 76-07-16 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8033 76-02-20 AER.1 F-104S-1-DT-106 77-04-20 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8022 75-03-12 AER.1 F-104S-1-DT-107 77-06-06 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8035 76-03-29 AER.1 F-104S-1-DT-108 77-06-27 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8020 75-03-07 AER.1 F-104S-1-DT-109 77-07-01 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8031 75-12-19 AER.1 F-104S-1-DT-110 78-01-14 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-33385 77-09-20 AER.1 F-104S-1-DT-111 78-05-27 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-33382
- Aggiornamento al Manuale di Pilotaggio
77-07-18 AER.1 F-104S-1-DT-112 79-03-06
Velivolo F-104S.

AIT-33494 82-04-26 AER.1 F-104S-1-DT-119 85-03-16 Aggiornamento al Mam.Jale di Pilotaggio

Velivolo F-104S.

AIT-33497 83-01-31 AER.1 F-104S-1-DT-120 85-03-16 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

SS.1 F-1 04G-1 SS-5 75-10-02 AA.1 F-1 048-1/SS-1 75-10-30 Supplemento per la Sicurezza al
AIT-8030 75-10-16 Manuale preliminaie di Pilo"taggio per i
Velivoli F-104S.

AA.1 F-104S-1/SS-2 70-01-15 Supplemento per la Sicurezza al

Manuale preliminare di Pilotaggio per i
Velivoli F-104S.

iH
AER.1F-104S/ASA-1

COMPANY DOCUMENT IAF DOCUMENT

PROPOSTA 01 MODIFICA PRESCRIZIONE TECNICA

TITLE
TECNICA (PMT) A TEMPO (PTT)

No. DATE CLASS No. DATE

",-,

AIT-8003 74-03-08 AA.1 F-1 04S-1 S-OT-11 74-06-27 Emendamento al Manuale di Pilotaggio
Velivolo F-104S.

AIT-8005 74-03-27 AA.1 F-104S-1S-0T-12 74-06-27 Emendamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-8028 75-07-28 AER.1 F-104S-1S-0T-115 77-08-03 Supplemento al Manuale di Pilotaggio

COSTARMAEREO 14° Velivolo F-104S.

AIT-8028 75-07-28 AER.1 F-104S-1S-0T-115A 82-02-18 Aggiornamento al Manuale di Pilotaggio

AIT-33454 80-05-27 Velivolo F-104S.

AIT-33553 86-12-09 AER.1 F-104S-1SS-0T-121 86-12-13 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

COSTARMAEREO 14° AA.1 F-1 04S-1 S-8 74-07-31 Supplemento al Manuale di Pilotaggio
" Velivolo F-104S.

AIT-8001 74-02-07 AA. 1F-1 04S-1 S-9 74-05-16 Aggiornamento al Manuale di Pilotaggio
Velivolo F-104S.

AIT-3276 73-12-21 AA.1 F-104S-1 S-10 74-06-12 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-3276 73-12-21 AA. 1F-104S-1 S-10A 74-12-21 Aggiornamento al Manuale di Pilotaggio

AIT-3276A 74-07-05 Velivolo F-104S.

COSTARMAEREO 14° AA.1 F-104S-1S-13 75-11-24 Supplemento al Manuale di Pilotaggio

AIT-8029A 75-11-06 Velivolo F-104S.

COSTARMAEREO 14° AA. 1F-104S-1 S-14 75-11-25 Supplemento al Manuale di Pilotaggio

AIT-8027 75-07-11 Velivolo F-104S.

AIT-33431 79-07-03 AER.1 F-104S-1-0T-113 80-03-04 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-33489 82-03-01 AER.1 F-104S-1-0T-114 82-12-11 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-33486 82-02-01 AER.1 F-1 04S-1-0T-115 83-03-03 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

RSV 2-1980 AER.1 F-104S-1-0T-116 84-12-07 Aggiornamento al Manuale di Pilotaggio

FMRC T/O 1F-104G-1 Velivolo F-104S.

AIT-33529 84-04-10 AER.1 F-104S-1-0T-118 85-03-16 Aggiornamento al Manuale di Pilotaggio

Velivolo F-104S.

AIT-3061 70-05-14 AA. 1F-1 04S-0T -122 70-07-29 Installazione interruttore collimazione
antenna NASARR.

FIAT-3099 70-09-24 AA. 1F-104S-0T-138 71-01-27 Modifica circuito elettrico ed idraulico

FIAT-3099A 70-11-26 area di BY-PASS presa aria turbogetto
e bloccaggio giri turbogetto ad alto nu-
merc di Mach.
 AER.1F·104SfASA·1

COMPANY DOCUMENT IAF DOCUMENT

PROPOSTA 01 MODIFICA PRESCRIZIONE TECNICA

TITLE
TECNICA (PMT) A TEMPO (PTT)

No. DATE CLASS No. DATE

FIAT-3113 71-06-01 AA.1 F-104S-0T-147 71-09-18 Miglioramento del circuito luce sblocco
FIAT-3113A 71-09-01 carico speciale.

FIAT-3084 71-04-21 AA.1F-104S-0T-148 71-09-19 Modifica impianto alimentazione P.H.I.

FIAT-3084A 71-07-21 per funzionamento in emergenza.

AIT-3097A 73-06-14 AA.1 F-1 04S-0T-149 74-09-24 Modifica del circuito luce spia posizione
decollo TRIM stabiiizzatore.

FIAT-3119 71-04-08 AA.1 F-1 04S-0T -152 71-09-20 Modifica impianto elettrico eiezione ca-
richi esterni pylon BL-22 e miglioria al cir-
cuito alimentazione 28 V cc impianto
APC.

AIT-3200 72-06-12 AA.1 F-1 04S-0T-173 72-11-30 Aggiunta dicitura DROPLOCK e sigilla-
tura fori sui complessivo Special
Weapons/AIM-7E.

AIT-3003 72-11-29 AA.1 F-1 04-0T-693 73-01-21 Modifica circuito esclusione limitatori di
corsa alettoni e timone di direzione.

FIAT-3033A 71-05-04 Modifica impianto rilevatore asimmetria

FIAT-3033S 72-02-18 AA.1F-104-0T-704 73-05-30 ipersostentatori S.U. ed indicazione
AIT-3033C 73-02-16 posizione ipersostentatori S.E.

FIAT-3107A 71-01-11 AA.1F-104-0T-719 71-02-25 Installazione INTERNAL DELlNKER per

scarico ali'interno dei maglioni cannone
M61.

FIAT-3006 71-03-15 AA.1F-104-0T-732 71-04-15 Installazione circuito indicazione posizio-

ne fine corsa valvola intercettazione prin-
cipale combustibile.

AA.2J-J79-0T-125 73-05-16

AA.5-51 0860-0T-1 01 72-02-01

AA. 13-IQ7A-OT-1 05 71-05-17

AA. 13-IQ7A-OT-109 70-10-08

ECP U175 69-05-29

ECP U176 70-02-27

NOTE 1: Class 2 PMTs (Rif. P.T. AER 00-005) will be not transformed in PTT, as they have already been approved by UST.

NOTE 2: PMTs are entirely indicated along text (i.e. aircraft post-mod. PMT 339-087), on the contrary PTTs are indicated in a shortened
way (i.e. aircraft post-mod. OT-118).
 AER.1F-104S/ASA-1

TABLE OF CONTENTS

Section I DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Section 11 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . 2-1

Section III EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . 3-1

Section IV ALL-WEATHER OPERATION . . . . . . . . . . . . . . . . . . 4-1

Section V OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . 5-1

Section VI FLIGHT CHARACTER!STICS . . . . . . . . . . . . . . . . . . . 6-1

Appendix - PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . A-1

Alphabetical Index .............................. Index-1

vii/viii blank
 AER.1F-104S/ASA-1

SECTION I

DESCRIPTION

TABLE OF CONTENTS interccptor-fightcr-bombcr powercd by an axial-

flo\V, turbojct cnginc with aftnburnlT. Thc air-
pIane, built by AERITi\LIA - STi\BILII\1Eì'\TI
Title Page DI TORINO undcr Lockhccd Aircraft Corporation
liccncy, is design cd for high subsoruc crùisc and high
The Airplane ....................... l-l supersonic combat specds. Notablc fcaturcs of the
Engine ................... ;........ 1-2 airplane include cxtrcmcly thin Hight surfaccs, short
Fucl Supply System .................. 1-19 straight wings with negative dihcdraI, irreversible-
EIectricai Power Supply Systcms ......... 1-27 hydraulically-pc)\','C[cd Hight controls, a controllablc
IIydraulic Power Supply Systcms ......... 1-31 horizontal stabilizcr mountcd at thc top of the vcr-
Flight Contro l System ................. 1-33- ticai stabilizcr, cnhrinc aìr inlet duct anti-icing, an
Wing Flap System ................... 1-39 antiskid brakc system, an :mtomatic pitch control
Boundary Layer Controi Systcm ......... 1-41 system, and a mancuvcring automatic piloto Thc
Speed Brakc System .................. 1-41 wings havc leading and trailing cdge flaps, and a
Landing Gear Systcm ................. 1-42 boundary laycr control system which is used in
?\osewheel Steering Systcm ............. 1-44 conjunction with the trailing edge flaps to reduce
Whecl Brakc Systcm .................. 1-45 1anding speeds. A l\1artin Bakcr upward ejcction
Drag Chute System ................... 1-46 system is used for emergency escape. A drag chute
Instruments ........................ 1-48 is installed to reduce the landing roll and an arrest-
Warning Light System ................. l-53 ing hook is availabie for bringing the aÌrcraft to an
Survival Pack ....................... l-54 emergency stop. Internal [ue! cells and externai fuel
Canopy ........................... l'-56 tiriks may be serviced through a single-point pres-
Ejection Seat ....................... l-58 sure refueling system.
Emergcncy Oxygen SuppIy Systems ....... 1-63
Air-Conditioning and Pressurization System . 1-63
Defogger and Rain-Remover Systems 1-67 DIMENSIONS
Anti- Icing Systems ................... 1-69
Commurncations and Navigation Equipmcnt 1- 72~ Overall dirnensions of the airplane are as follows:
Air Data Computer ................... 1-83
C-2G DÌrectional Gyro System .......... 1-34 Wing span (without tip tanks) 22 feet
Inertial Navigator .................... 1-85 Length (with boom) 58 1/4 fect
PHI Navigation System ................ 1-91 Height (to top of vertical stabilizer) 13 Y2 feet
Radar Altirneter (FB Airplancs OnIy) ..... 1-98 Tread 8 % feet
Automatic Pilot ..................... 1-99
Lightiitg Equipment ................. 1- 103 Refer to Figure 2-5 for minirnum turrting radius
Oxygen System ..................... 1-104 and ground clearances.
Engine Blced Air Anti-G Suit System 1-108

GROSS WEIGHT

Tbc approximate gross weight of the fully loaded

THE AIRPLANE aÌrcraft equipped with AIM-7E Avionics and 500
lbs extended range tank installed is 21,377 lb. As
The single-place F -1 04S airplane IS a high- external stores are added thc gross weight IS ID-
performance, all-weather, day and rnght creased according to the foliowing table:
 Variable Stator Actuators COMPRESSOR AND VARIABLE STATOR
OPERATION
The variable stator actuators are double-acting hy-
draulic cylinders which position the inlet guide In order to optirrllze subsonic cruise performance, a
vanes and variable stator vanes. high-pressure-ratio compressor is provided. This is
accomplished by the variable stator system. The
engine was designed for maximum operating effi-
ciency at high rpm settings (Figure 1-5). The vari-
Vane Closure Valve able IGY and stator system allows stall-free opera-
tion throughout the entire speed range. As rpm is
The vane closure valve controls fuel pressure to the reduced from Military, the IGY and variable stators
variable stator vane feedback actuator, which trans- (hereafter referred to only as IGY) will start to close
mits the vane position to the engine fuel control and track closed as o. function of rpm at any given
unit. The vane closure valve also causes the vanes air inlet temperature. At sea level standard day con-
to close five degrees upon input of an electrical sig- ditions, the IGY will be fully open above 98.S'Yo
nal from the control stick-grip trigger switch. rpm; below 98.S% they will track as a function of
rpm to the closed position, reaching the closed po-
sition at 6S.S% rpm. The IGY track through a total
of 37.S degrees of travel from open to closed. Clos-
Vane Closure Actuator ing the I GY, avoids the stall area by directing
airflow against the compressor blades at an angle
The vane closure actuator is a single-acting hydrau- below that which is critical as rpm is varied. In ad-
lic cylinder which mechanically increases the length dition, total airflow through the compressor is re-
of the feedback conduit during gunflring to cause duced as rpm decreases and the IGY shift toward
the vanes to close five degrees. closed, relieving the load on the rear stages of the
compressor, thereby avoiding compressor stalls. The
lGY control senses compressor inlet temperature
(ClT) and engine rpm. The IGY schedule follows a
constant slope as a function of engine rpm; how-
COMPRESSOR INLET TEMPERATURE (CIT) ever, the slope is shifted as a result of CIT. At higher
WARNING SYSTEM crr values, the IGY will start to close at a higher
indicated rpm, and conversely, will start to close at
The aircraft is equipped with a system to give visual a lower rpm when the crr is below standard.
warning in the cockpit when compreS50r inlet tem-
pcr:lt ure increases 10 a critical v:llue. The sy~tem
consists of a tempef:lture-sensing detector located in Corrected rpm
the right generator cooling duct, a compressor inlet
temper:lture gage and :l slow warning light. The pumping characteristics of the compressor are
affected by the temperature of the air entering the
compressor, since temperature affects the density.
An increa:,;c in crI' is effectively the same as a de-
Compressor Inlet Temperature Gage crease in rpm as far as the compressor is concerned;
convcrsely, a decrease in crr is effectively the same
1\ temperature gage (Figures FO-4 thru rO-7) la- as an increase in rpm. To maintain a constant mass
bcled COI\11' \1\1,1:'1' TEMP is located on the up- flow of air through the engine, the rpm must be
per instrument panel. The instrument is calibrated varied directly as a function of CIT. As an example,
from -70" C to + 1600 C. 100% indicated rpm with a ISO C ClT, is a 100
1\ SLOW warning light, located above the indicator, percent, corrected rpm. Indicated rpm of 103%,
0
will illuminate at an indicator templTature of 120 with a CIT of 95' C corrects to an effective or cor-
± 1° C when the aircraft is below 40,O()() feet. rected rpm of 91.2% while 96.2% indicated rpm at
Above 40,O()O fCd the SI DW light will 110t illumi- - 28° C corrects to an rpm of 104.3%.
nate until CrI' re:lches IS3° C.
The system receives power from the No. 2 ac bus.
A test switch on the right f()IWard panel when Engine rpm Control Features
I1wved to the Flil;l, QTY & err TEST position
will cause the [!age needle to move below -700 C In addition to its normal governing functions, the
indicating that the system is functioning. enl"rine fuel control unit senses and integrates CIT

1-10

.u; iii
AER,1F-104Sf ASA-1

b. Loss of )\"0. 1 or No. 2 hydraulic system pres- Low And Righ-Lcyel Foree Switches. Low and
sure (loss of ;\0. 2 system renders fixed- high-level force switches are L'1stalled in the
frequency generator inoperative) control-stick grip. A force of approximately 2.5
pounds exerted on the stick grip in either pitch or
roll will close the low-level force switches and allow
control stick steering. A force of 5 to 8 pounds ex-
NOTE erted on the stick grip, in either pitch or roU, will
close the high-level force switches. Closing the pitch
The autopilot may discngage due to high-level force switches will disengage altitude hold
loss of the fixed-frequency generator; or Mach hold. Closing the roll high-level force
however, the loss of power will be switches v,'ill disengage navigation mode or turn
momentary as the function will auto- mode.
matically transfer to the emergency ac
bus. If the aUlopilot does disengage, it
may be re-engaged permitting normal Control Stick Steering
autopilot operation.
The control stick steering (CSS) mode is initiated
by applying a small force (approximately 2.5
c. Moving the yaw, roU, or pitch stability pounds) to the control stick. This action closes the
augmenter switches to OFF low-level force switches in the control system and
commands signals proportional to the pitch or roll
d. APC kicker operation forces exerted on the control stick. These signals arc
transmitted to the aircraft control surfaces by the
e. Inertial navigation fault signal parallel servos. In tllis mode the pilot can attain any
attitude desired. CSS will disengage any time control
f. Operation of auxiliary trim control stick force is released at less than the attitude hold
limits of ± 66 degrees pitch or roll. The attitude
g. Operation of disengage s',vitch hold or heading hold mode will then regain control
at the attitude heading reference existing at the time
h. Moving autopilot engage switch to OFF the stick was released.

1. Disengage limiter action

J. APC switch off Roll And Pitch Attitude Stabilization

The automatic pilot will maintain the aircraft at its

Disengage Limiter existing roll or pitch attitude if the attitudc is within
the range of approximately ± 66 dq,'Tees of pitch
The: autopilot disengage limit er circuit senses C:;'s, and within 7 to 66 degrecs of bank angle. Following
pitch rate, and autopiiot stabiiizcr servo rate. Should a CSS maneU\'cr, the automatic pilot will control
an ArCS malfunction cause an erratic or hard-over the aircraft to maintain the attitude at the time
autopilot stabilizer SLTVO action, the disl'ngage control stick forces were removed if this aHitude is
limitLT cirL~llit sums inputs from the autopilot within thc abO\'C limits. When the aircraft is ma-
normal acceicrometer, pitch rate, and autopilot ncuvcred 10 an attitude beyond the attitudc hold of
stabili/n servo and will autom:ltic:dly di~;engage the ± 66 degrces, the attitude hold function becomes
autopilot hJore unsafe airframe loads can be im- inopL~rati\'e. If the control stick is releascd at roll
posed. If the malleu\,er caused by a malfunction n:- or pitch attitudes greater than 66 degn.'cs, CSS will
sults in a very high set'\'() and pitch rate, the disen- remain cngaged; however, the aircraft will continue
gage limiter will diseng:lge the autopilot instantly on to fly in a rate-stabilized configuration. If control
a summed ~il!ndl {mm the thrce sensors. If the ma- stick forces are rdeasGd at a bank angle of less than
neuver results in a very slow displacemcIlt of the 7 degrees and a pitch angle of less than ± 66 de-
SLTVO, with little or no pitch or SLTVO rate inputs to grees, the heading hold mode will reGngage at the
the Iimiter, the ;tutopil(}t will disL'l1g:~I~L~ at approxi- wings kvd heading which existed at the time CSS
mately + :l.<)Ci or - 1.4Ci. Sinee a malfunction will roll forces were removed and a pitch attitude which
generally result in some pItch rak inputs to the existed at the time pitch control stick forces were
limitcr, disulg:tgellWnt will u;;ually oecur at \':tlues rel11\1\'ed. Application of stick forces will develop
less than +.\. ()( j or - 1.4Ci. aircr:lft roll rate or pitch acceleration proportional

1-100

'., .1
to stick forces. (The relationship between roll rate
or pitch acceleration and stick force is approxi-
mately that proyided by pure manual control).
AUTOPILOT
CONTROL
Autopilot Control Panel
PANEL
Engage Switch. The engage switch (1, Figure 1-38)
is mounted on the autopilot panel and is spring-
loaded to OFf. The switch is held in the E0:Gi\GE 2 3
position by a solenoid if the autopilot is functional.
The switch will return. to the OFF position if for
any reason the autopilot cannot assume smooth
control of the aircraft. If the autopilot is engaged
while the aircraft is in a bank at an angle less than
7 degrees, the autopilot will smoothly roll the air-
craft to a wings-level attitude and heading hold will
engage.

NOTE

If CSS is being used during gunfiring,

the autopilot may become disengaged
due to a combination of low de voltage
and mechanical shock. 3 MACH HOLD SWITCH
4 HEADING SWITCH
HG 07536
5 TURN SWITCH F150-0-4-65

Altitude Hold Switch. Altitude hold may be engaged

during autopilot operation by use of the tW()- Figure 1-38
position toggle switch (2, 1i!,'11re 1-38) on the
autopilot panel. The aircraft. will maintain the alti-
tude existing at the time the switch was placed in NOTE
ALTITLDE I10LD. The altitude-hold function
will control the aircraft in a s'ati~factory manner I ~ngagc:ment of the altituue hold mode
\.. hen engaged during aircraft rates of climb or de- will override and cause the Mach hold
scent of 50(J(J feet per minute or less. The air data mode to automatically disengage. The
computer provides the primary reference control Mach hold modt: cannot he e:ngaged if
signals. The incrtial platform provides vertical ac- altitude hold mode is cIlgagl~J.
celeration signals. Application of pitch CSS forces
~uffjCJent to activate the high-level force switches (5 Pitch CSS forces sunicicnt to activate the high-level
to 8 pounds) will automatically disengage the force switches (5 to X pounds) will cause the
altitude-hold mode. Mam;uvering the aircraft be:- solenoid-held Maeh hold switch to return to OFF.
yond the roll attitude hold limih will also automat-
ically di~engage the altitude-hold modt:. Heading Swikh. A two-po~ition heading switch (4,
hgure 1-3X), locatc:d on the: autopilot pand, is.b-
bded I1Ei\D. The two positions arc IIOLD ami
'fad) Hold Switch. Mach hold may be engaged Ni\ V. The switch is spring-loaded to the IIOI,l)
during automatic pilot operation by the two- position and is solelloid-hdd in the Ni\ V position.
position toggle switch (3, hgurt: 1-38) on the In the 110) J) position, the autopilot will maintain
autopilot pand. The aircraft will maintain the Mach the aircraft at its existing heading except when (1)
number existing at the time the switch was place:d ~tick forces in excess of the low-level force switches
in MACII HOLD hy controlling tht: pitch attitude setting (approximately 2.5 Ib) arc applied, (2) stick
of the aircraft. The air data computer provides the forCl:s an: n:lllovcd at bank :lIlgle:i gn::lter than 7
primary ref'c.:rence control sign:.tls. dcgrees, (3) till: pitch angle is grcalcr than 66 dc-

1-101
grees, or (4) a turn mode maneuver is executed. In NOTE
the NA V position, the autopilot uses outputs from
the PHI indicator which is driven by the TACAN Engagement of the :-;A V hold mode
or the inertial navigator systems. A mode selector will o\'erride and caU5e the turn s\\'iTch
switch on the PHI panel (Figure 1-35) determines to return to the OFF position. The
which system is being utilized. Pitch CSS may be mode cannot be engaged with the
used concurrently with the navigation modes. Roll heading switch in the :\A V position.
CSS is interlocked so that forces sufficient to acti-
vate the high-level force s\vitches will cause the
navigation mode to disengage and the heading
switch on the function selector panel will return to Disengage Switch
the normal HOLD position. When within about 10
miles of destination if using IN or the zone of con- A disengage s\vitch (6. Figure 1-11) is provided on
fusion if using T ACAN, the navigation mode will the control stick. The control Slick asst'mbly abo
automatically disengage and the automatic pilot will contains the force transducer \,,-hich prodUCeS Si~13..lS
revert to the pilot-assist modes. proportional to f()rces applied to the grip for control
stick steering. The low-ie\'e1 force s\\'itches and
high-lcyeJ force switches are also included in the as-
sembly.

NOTE
Auto Trim Indicator

The automatic pilot heading switch 'I'heauto trim indicator (Figures 1:0--+ thm I :O-~)
should not be placed in the NA V po- provides an indication of control stick position with
sition unless the PlII select ~witch is in re'pe.:! to stick rig~ed neutral. The trim indicator is
TCN, TCN APP, or IN position. The used to \'i,ually show the pill't the trim condition
automatic pilot NA V mode was de- of th(' aircraft when it is bcin~ controlled hy tile
signed to operate from IN, TACAN, autopilot.
and 'fC, APP inputs. The DR mode
is incompatible with the automatic pi-
lot NA V position. Autopilot Disengage Warning Light

An At :TO-PILOT DlSr:\Ci,\GI:D warning light

(hgur~'s 1:0--+ lhru 1'0-7) on the warning light
p:mcl is ener!,..-1l.ed \\hene\"er the automatic pilot be-
Turn Switch. A selector switch (5. Figure 1-38), lo- comes disengat2.ed by any means uther than by use
cated on the autopilot panel and bbelcd '1l1RN, of the sl ick disengagl' SWilCh.
may be used to engage the turn mode. The switch
has thret.: positions, LEFT, OrF, and RIGIIT.
Operation of the switch product.:s left or right turn- AUTOPILOT OPERATION
ing maneuvers at a hank angk which will not excced
48 degrees or kss than 15 degrces. The S\\ilCh is
solenoid-held in the LEFT or R IGIlT posiliom. Automatic TACAN Homing
Centering the switch to the () I T position will cause
the aircraft to roll to a \\illg~-kvel attitude and the Automatic TACA\: system "peration prm'ides lat-
heading hold mode will engage, Upon selection of eral night path control through the lateral axis of the
a noncompatibk, higher priority mode, the turn autopilot. Thl' longitudinal eh:mnd of the autopilot
switch automatically retufIls to the 01:1" position can be utili/,ed simultaneously in any compatible
and control reverts to the newly selected mode, Roll pilot-assist mode. To accomplish automatic
CSS will be deactivated by selection of the constant TACA!\ oj'nation, the T1\C\l\ station frcqul'llcy
turn maneuver. ljpon application of roll CSS forces is sdected by the pilot. Thl' PIlI mode selector must
suf1icil'llt to activate the hit!.h-Icvel force switches, be in tht.: 'I'1\C;\N (TeN) or TAC\l\' approach
tht.: turn mode automatictlly disengages and control (TeN I\PP) position. After engagement of the
of the roll axis will revert to the CSS mode. At at- l\:\ V mode, the autopilot will then steer the aircaft
titudes beyond the pitch and roll attitude hold lim- in thl~ dcsirni direction of homing, Bank angles will
its, it is not rmsibk to engage the turn mode. be limited to less than 30 d(.~grees dllling the homing

1-102
--------------

AER,1F-104S/ASA-1

operation. When the aircraft approaches the on the left forward panel. The switch has three po-
Ti\CA~ zone of confusion, or there is a sudden sitions, LAl'DING LIGHT, OFF, and TAXI
change in the TACAN indication, the NAV mode LI G HT. The lights automatically shut off when the
",ill be released and the autopilot will maintain the nose gear is retracted.
existing attitude (if above 7 degrees) or roll the air-
craft to wings-level and heading hold (if below 7
degrees). The )\AV mode can also be disengaged Navigation Lights and Switches
by application of CSS forces sufficient to activate
the roll high-level force switches. The navigation lights include two yellow upper tail
lights, 1\vo white 100ver tail lights, a green and a red
fuselage light, and white top and bottom fuselage
Intertial Nav Homing lights. The fonnation lights are installed on the tip
tanks or missile launchers. The lights are controlled
Upon selection of the IN mode and NAV HOLD by a selector switch and a din1ming switch located
the aircraft is automatically maneuvered to a head- on the right console lighting control panel
ing corresponding to the direction toward the preset (Figure 1-39). The lights are energized from pri-
inertial station. Bank angles will be limited to 30 mary ac bus No. 2 when the selector switch is
degrees during l'AV HOLD. When the aircraft is moved from OPF to STEADY or FLASH. Inten-
within approxin1atcly 10 miles of the selectcd sta- sity of the navigation ligl1ts depends upon the posi-
tion, the NA V mode will be dropped and the air- tion (BRIGHT or DL''v1) of the dimming s,\'itch.
craft will remain stabilized on the heading hold With the selector switch in the STEADY position,
mode. all of the navigation ligl1ts are energized continously.
In the FLASH position, the top and bottom
fuselage lights still bum steadily while the remaining
Automatic Pitch Trim navigation lig..~ts are energized intermittently
through a flasher unit at a rate of 40 flashes per
Automatic trim sih'I1als are provided in the pitch axis minute.
to automatically minimize any out-of-trim condi-
tion produced by steady-state changes in longitudi-
nal trim introduced by changes ifl flight conditions.
The automatic trim system operates on a long term INTERIOR LIGHTING
reduced-rate basis to maintain autopilot effort in the
pitch axis at a minimum. The system operates on The interior lighting system comprises instrument
stick position inputs and drives a series-link trim lights, console panel lights, console floodlights,
servomotor (part of the stabilizer servo) to alter thunderstorm lights, spotlights, and associated wir-
surface position such that the control stick is main- ing, circuit breakers, and controls.
tained at rigged neutral. Automatic pitch trim is in-
operative during application of CSS in pitch. The
system will trim to an accuracy of '/2 bar width as
indicated on the auto trim indicator. Instruments and Console Panel Lights

The PI II indicator incorporates edge lighting and

integral illumination. The remaining individual in-
struments are illuminated with post or shielded light
LIGHTING EQUIPMENT fixtures located as required adjacent to each indica-
tor. The major left and right console control pands
are indircctly illuminated by edge-lighted plastic
EXTERIOR LIGHTING plates. The instrument lights are controlled by a
rheostat-type switch placarded I0iTLRIOR IN-
STR U MEl\T. The console panel lights arc con-
Landing and Taxi Lights trolled by a rheostat-type switch pbcarded Il':TE-
RIOR CO;\SOLE. These switches arc located on
A landing light is installed on each main gear aft the lighting control panel (Figure 1-39). They turn
door. The light will be in position for use any time the lights on and provide brightness COlltrol. These
the landing gear is extended. The landing ligl1ts re- lights receive power from the primary fixcd-
ceive power from the No. 2 ac bus and both lights frequency ac bus through the CKPTI,TS. circuit
are controlled by a switch (Figures PO-4 thru PO -7) breaker located on the right cOllsole.

1-103
AER,1F-104SfASA·1

LIGHTING CONTROL PANEL

HG 07581
FI30-3-4-66
Figure 1-39

NOTE OXYGEN SYSTEM

The interior instrument rheostat-type
switch also controls the warning light
brilliancy (refer to Warning l.ights
Dimming Syst-:m). STANDARD EMERGENCY OXYGEN SUPPLY
SYSTEM (MS-STAND OX)

The :\1B-Stand Ox (Figure 1-40) consists of an

emergency oxygen bottle, pressure gage, pressure
Floodlights reducer valve, oxygen regulator, and a valving
mechalli~m (Figure 1-23). The valving mechanism
I ;our f100dlights arc illstalkd 1\) pW\'ide oYl'rall is controlled by a strik.:r lever, which turns on the
lighting for each of the consoles and thc instrument oxygm during scat ejection by striking a pin inserted
panel. Two lights arc located on each side of the in the emergcncy oxygen trip bracket. A manual re-
cockpit, above the aft and forward portion of the lease knob (green apple) is located on the front of
consoks. They :m: controlled by a rheostat-type the PEC ami is cablc-connected to the striking lever.
switch plac:mbl Il"TFRIOR !'lUOD, located on It may be utilized by the pilot in thc event the air-
the lighting control panel (Figure 1-39), similar to plane oxygen system fails, Ten minutes of oxygen
the ins! rumen! s and console panel lights switches, supply is a\'ailable,
POWl:r is provided 1", the No. ::> :lC bus through the /\. l:ll1yard att3chcd to the airpl:me structure disen-
C K PT. 1'100 D I (,S. circuit breaker located on g:lges the airplane oxygen supply system by remov-
the rit'ht comole. ing the PFC-aircraft pOltion upon seat ejection. The

1-104
 OXYGEN SUPPLY SYSTEM
(MB - STAND OX)
HEUv1ET HGU 2AP VENT AND BUILDUP VALVE
MASK IvIBU 3P
OXYGEN ANTI-G PANTS
SHOULD NOT BE USED
WITH BLEED AIR ANTI-G
QUANTITY
VALVE. POSS I BLE
INDICATOR FILLER VALVE
CONTAMINATION OF THE
TR ANSM I ITER
OXYGEN ANTI-G PANTS
MAY RESULT.

LIQUID OXYGEN
CONVERTER
CONTAINER

LON PRESSURE
ANTI-G CONNECTOR SWITCH

OXYGEN MASK CONNECTOR

TELE/MIC SUIT PRESSURE
COMMUNICATION VALVE CONTROL
CONNECTOR PANEL

TR I P BRACKET

PRESSURE GAUGE
FILLER VALVE
GREEN APPLE
PRES SURE REDUCER VALVE
PEC PILOT
PORTION~ SHUTOFF VALVE
PEC SEAT ~
STR I KER LEVER
PORTI ON~ /~--+--I--i ~--ir
PEC AIRCRAFT~ OXYGEN REGULATOR
PORTION~

DILUTER DEMAND
OXYGEN REGULATOR
PANEL

L--il--------.Jr-------------~ TO COMMUNICATIONS
L--_ _ _ _ _ _ _ _ _ _ _ _ _ TO SEAT ACT POWER

1===::::J-o...---17 STAGE ENGINE

L..:..:.:.w.::......J BLEED AI R
TEST BUTTON 32055

Figure 1-40

1-105

_ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .~n_1.1..1ItHi!i~~~-=··====~
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
PEC-seat portion is designed to stay with the seat,
and when the PEC-aircraft portion is disconnected,
spring-loaded valves dose off the airplane oxygen
system and anti "G" line ports, allowing the emer-
OXYGEN
gency oxygen system to function without leakage. PANEL AND
The PEC-pilot portion stays connected to the INDICATOR
PEC-seat portion during pilot descent until seat and
pilot separation takes place.
At that time, the PEe-pilot portion stays with the
pilot, until the pilot elects to disconnect it from the
oxygen mask.

OXYGEN SYSTEM PREFLIGHT CHECK

(Figure 1-41)

Diluter Demand (MS-Stand Ox)

1. Diluter Demand supply lever - ON

2. Emergency lever - l\ORMAL

3. Oxygen pressure - Approximately 65-120 psi

4. Oxygen quantity gage - Che.::k for required

mlIllmum

5. Emergency oXYi!en pressure 1gOO pSI Figure 1-41

Checked

6. Connect anii-G hose to anti-G pants a. Blow ge'ntly into end of oxygen rl'gubtor
ho~c in s~une \\ay :l~ during 11l1nna!
exhalation

L WARNING I h. Rc~i~tance ~hould be encountrred to Hel\\-

ing. little or no rc~i,tcncl~ 10 blowing incii-
cates a leak or faulTy operation

PROPLR IIOOKl'P OF PER- 8. With diluter dem:llhl suprly lever in 0:\ l'osi-
SONAL LEADS IS LSSFNTL\L TO tion, oxygl'n ma:;k eonl1l'c\cd and dilukr In'cr
PREYFl\T ENTANCil J~l\lEl'\T at lOO"o OXYCiFN, brcathl' nonnally into
DURIl\G EJECTION. CIIECK. mask and conduct follO\\ing checks:
TIIAI' PII.OTS A~TI-Ci SUIT
IIOSE A!'.\D OXYCiFN SUPPLY a. ObsLTVC now indicator for proper oper:ttiol1
I lOSE WITII ATTACI IrD
TELFj\lIC CABLE IS ROLTLD b. Place emcrgeIK), lever in FMFRGE~CY
UNDFR TIlE IIAR:\\:SS WAIST position. 1\ po~iti\'e pressure should be
BELT. supplil'ci to the mask. Ilold hreath to deter-
mine if leakage exists around mask. Rcturn
emergency !en;r to l\OR\lAL position.
7. Check oxygen rq.:ulator with dilu1l'r kvcr at I\)sitive pressure sl1(luld cease
'\OR!VL\L OX'{CiFN, and at 100':;, ()Xygul as
follows: 9. Check along siJes of scat for obstructions
 AER.1F~104S!ASA·1

NORMAL OXYGEN SYSTEM OPERATION

(Fihrure 1-41)

Diluter Demand (MS-Stand Ox) SUiT PRESSURE VALVE

1. Oxygen pressure gage - 65-120 psi CONTROL PANEL
2. Liquid oxygen quantity gage - Check for re-
quired minimum

3. Diluter demand supply lever - ON

4. Diluter lever - I\'ORMAL OXYGEN

5. Emergency lever - l\'ORMAL

EMERGENCY OXYGEN SYSTEM OPERATION

(Figure 1-41)

Diluter Demand

1. Diluter lever - 100% OXYGEN

32060
2. Emergency lever - E\1ERGENCY

Figure 1-42

NOTE

Placing rehrulator lever in 100% OXY- 1. Green apple - Pull

GE:\" position and/or use of emergency
lever \",ill rapidly deplete the oxygen
supply. Return diluter lever to
?\ORMAL OXYGE?\ position and
lever to I\'ORMAL position when NOTE
emergency IS over.
When pulling green apple, disconnect
the normal oxygen connection as
3. If oxygen regulator becomes inoperative - Pull normal oxygen may be contaminated.
green apple to actuate emergency oxygen sup-
ply. (Oxygen supply for'approximately 10 min-
utes available)
2. Descend immediately below 10,000 feet
4. Descend to an altitude below lO,OOO feet
3. Fresh air scoop - Open, below 10,000 feet

Pressure Suit 4. Oxygen mask - Remove afkr bottle is cmply

If symptoms of hypoxia or anoxia are noted: 5. Land as soon as possible

1-107