1.0. 1F-86F-1 FLIGHT MANUAL AIRCRAFT ‘AF33(038)-14801 CONTRACT epai607!-10496 bringing this publication to the tention ofall personnel cleared for operation of subject arcrof PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE See Sofety Supplement Index, T.0. 01-1-48 for current status of | BASIC AND ALL CHANGES HAVE BEEN Flight Manuals, Sofety Supplements, Operationel Supplements, MERGED TO MAKE 1 and Flight Crew Checklists PUBLICATION. This publication is incomplete without Confidential Supplement, 10, TR.6F-1A. 6s LATEST CHANGED PAGES SUPERSEDE a8 WN THE SAME PAGES OF PREVIOUS DATE ei i Sone Insert chenged pages inte baste A.F.,T€ SPEC. €0.,COUDERSPORT,PA. 7/87-500 REPRINT 27 MAY 1960 CHANGED 30 APRIL 1965LIST_OF EFFECTIVE PAGES TOTAL NUMBER OF PAGES IN THIS PUBLICATION I5 358, CONSISTING OF THE FOLLOWING: A TO, 1F-86F-1 Reproduction for sonmiliary ws of she informacion or ilawraions conned fa this pbtiation is vot er mitted without specific approval of the issuing service, The policy for use of Classified Publications fs edtab- ished for the Air Force ia AFR 205-1. INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES, "NOTE: The postion of sete affecred by the change indicted ty real lela the our arpnsofthe pe Page Inue Page Iau Net Ne Tite .. 30 Ape 65 18A dhru 5.188 Deleted, 221 Aug 64 3.19 thre 33030 Apr Os 323 hrs 326 Deleted 2 At ot EP ere 40 Origtaal £5 thre 410-397 On Se ik pn t ‘Original ar Oct 27 Oct 64 Now 62 Original So Dec 0 Braet UBsNov62 TE Original Orginal = 77 0 Dee 60 BAueet 2 ‘Original Sap apess 92 1 Aug ot Bhoget 83 1 Aus Gi BoApecs 05 Bt Aug ot BU Auge *3:6 Soape 6s “30 Apess 7 Tat Aug 64 BrAugoe 8 23Noveo = Boapess 99 thew ‘Original RRO AwaGd AL ha ‘Ags nu 2:9 Deleted. 21 Aung | ABA Soon, 30ApEGS AB Bi (A thew 3-48 Dele 21 AugGd = 4-3 chm 935 thet $18. 30 ADO AS chew CURRENT FLIGHT CREW CHECKLIST TO. 1F.s6F1CL41 Page leswe Ne. AB oon 21 Aug 64 dio rw Ai x ‘ x x & & ui7 peeepee 21 AUGUST 1964 CHANGED 30 APRIL 1965 ‘The amv lnleaes pages changed aed, of deed by the cutee change [USAF ACTIVITIES —In accordance with T.0. 00-52, Changed 30 April 1965 (OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: USAFT. 0. 1F-B6F-1 PCT ee ey Section | DESCRIPTION... 11 Section Il NORMAL PROCEDURES. ad Section III EMERGENCY PROCEDURES —___ Secti a IV AUXILIARY EQUIPMENT. Section V OPERATING LIMITATIONS —_.__ ee Section VI FLIGHT CHARACTERISTICS. : Section VI SYSTEMS OPERATION... ee Section VII CREW DUTIES.—...___(Not Applicable) Section IX ALL-WEATHER OPERATION. 9-1 Appendix I PERFORMANCE DATA Alphabetical Index‘These pages tell you how to use the manual. Scope. ‘This manval contains the necessary information for safe and eflielent operation ofthe F-O5P. ‘Phese instructions provide you with a general Inowledge of the airplane, its characteristics, and specific mormal and emergency operating proce- “Aares. Your flying experience ig recognized, and ‘therefore, basic flight principles are avoled. Sound Judgment, “Instructions in this manval are for 2 pilot inexperi “enced in the operation of this airplane. This mane «al provides the best possible operating instrac~ tions der most circumstances, ut #38 a poor substitute for sound judgment, Multiple emergen- cies, adverse weather, terrain, etc, may require modification of the procedures. Permissible Operations. The Flight Manual takes a “positive approach" and normally states only what you can do. UsusUal operations or configurations (much aa asymmetrical loading) are prohibited unless specifically covered herein. Clearance must be obtained from SMAMA before anv questionable operation is attempted which Is not specifically permitted in this manual i | Standardization and Arrangement. Standardization assures that the scope and arrange~ ment of all Flight Mamuals are identical. The man- ‘ual is divided into 10 fairly independent sections to simplify reading it straight through or using it as a reference manual. The first three sections must bbe read thoroughly and fully understood before attempting to fly the airplane. The remaining sec~ tions provide important information for safe and efficient mission accomplishment. Supplements. ‘The current status of each Supplement affecting your airplane can be determined by referring to 7.0, O-1-1-4A. The title page of the Flight Manual and the title block of each Supplement should be checked to determine the effect they may have on existing Supptements. You must remain, constantly aware of all Supplements - current Supplements must be complied with but there is no point in restricting your operation by complying ‘with a replaced or rescinded Supplement. Upon receiving each Supplement, file It in the front of your Flight Manual, and make reference to it on the Supplement Surimary page. If existing Flight ‘Manual information or procedures are revised, a reference to the applicable Supplement should then be written in the margin of the page opposite the affected write-up. A Safety Supplement may be CHANGED 30 APRIL 1965—————————————=— —<———— I 7.0. 1F-86F-1 replaced by an Operational Supplement, or an Operational Supplement may be replaced by a Safety Supplement. SAFETY SUPPLEMENTS. Information involving safety will be promptly forwarded to you by Safety Supplements. ‘Supplements covering loss of Life will get to you in 48 hours by TWX, and those concern- ing serious damage to equipment, within 10 days by mail. OPERATIONAL SUPPLEMENTS. Nonsafety re- quirements or airplane changes affecting flight crew information that is not timely, or that cannot be practically or adequately covered in the Flight Manual at the time of a scheduled change or revi- sion will be forwarded to you by Operational Supplements. Checklists. ‘The Flight Manual contains only amplified cheek= [ lists. Abbreviated checklists have been issued as separate technical orders. (Refer to the back of, the title page for 7.0. number and date of your latest checklist.) Line items in the Flight Manual and checklists are identical with respect to ar- Fangement and item number. Whenever a Supple~ ment affects the abbreviated checklist, write in the applicable change on the affected checklist page. ‘As soon as possible, a new checllist page,_incor~ porating the Supplement, will be issued. This will Keep handwritten entries of Supplement information {n your checklist to a minimum. How to Get Personal Copies. Each pilot is entitled to his personal cory of the | Flight Manual, Supplements, and Checklists. The required quantities should be ordered before you need them to assure their prompt receipt. Check vith your supply personsely 1 is thelr job to fulfill Your Technical Order requests. Basically, you ust order the required quantities on the Publica [ tion Requirements Table (T.0. 0-1-1-4). Techni al Orders 00-5-1 and 00-5-2 give detailed infor~ ‘mation for properly ordering these publications. Make sure a system is established at your base to eliver these publications to the flight crews im- mediately upon receipt. Flight Manual and Checklist Binders, Loose leaf binders and sectionalized tabs are avail- able for use with your manual. These are obtained through local purchase procedures and are listed in the Federal Supply Schedule (FSC Group 75, Office Supplies, Part 1). Binders are also avail~ able for carrying your abbreviated checklist. These binders contain plastic envelopes into which CHANGED 30 APRIL 1985 individual checklist pages are inserted. They are available in three capacities and are obtained through normal Air Force supply under the follow= ing stock list numbers: 7510~766-4268, ~4263, and 4270 for 15, 25, and 40 envelope binders, re- spectively. Check with your supply personnel for assistance in securing these items, (MB-8 Flight Computer, An MB-8 flight computer is available for this air~ plane. This pocket size computer provides pilots ‘with compact performance data to aid in preparing Night plans, in-flight cruise control and emergency replanning.’ The computer data dises, which con- tain specific performance data for this airplane, are distributed automatically to all bases having this airplane. New or revised discs are issued each time the performance data in this manual is revised. Operation of the computer is explained in the Appendix of this manual. If you have not re~ ceived your computer, see your Base Operations Officer or 7.0. SF5-1-1. Warnings, Cautions, and Notes. ‘The following definitions apply to “Warnings, ” “Cautions,” and “Notes” found throughout the "ai Operating procedures, ‘ Operating procedures, tech= niques, etc, which will result in damage to equipment if not carefully followed. MOTE An operating procedure, technique, ete, which 1s considered essential to emphasi: Your Responsibility - To Let Us Know, Every effort is made to keep the Flight Manual cur rent. Review conferences with operating personnel and a constant review of accident and flight test re ports assure inclusion of the latest data in the man- ual. However, we cannot correct an error unless ‘we Imow of its existence. In this regard, it is essential that you do your part. Comments, cor- rections, and questions regarding this manual or any phase of the Flight Manual program are wel comed, These should be forwarded through your Command Headquarters to SMAMA, NeClellan AFB, California, Attention: SMNEO.TO. 1F-86F-1 SUPPLEMENT SUMMARY Safety Supplomonts are numbered as fllows: 155-1, 155-2 te Operation Supplements are numbered 15-1, 15-2, etc. The sup ploments you receive thovld follow In sequence, and if you ind you ore missing one, check T.0. 0-1-1-4A to s00 whether Ihave been replaced or rescinded before you received your copy. Wis sil active, se your Publication Distribution Officer and ‘et your copy. lt should be noted that a supplement number ill never be used mare than once, fe supplement war issued ond, if 10, ie sil in eMlect may Prenat RUE ceca es) NUMBER DATE SHORT TITLE DISPOSITION 158-18 SEPTEMBER 1964 ACCELERATION LIMITATIONS REPLACED BY 158-14 18-18 1B MAY 1065 ZERO DELAY LANYARD CONNECTION REQUIREMENTS REPLACED BY 185-16, 1ss12 4 AUGUST 1964 ‘CANOPY JETTISON PROCEDURES REPLACED BY CHANGE DATED 30 APRIL. 1965 Gee to be Filled In by you when you recive your ony queaions ers. Supplements outstanding at the ime of tnd to be added 10 on you receive sdaiionel _preoration of thi page hove been listed below for your supplements Refer to T.0, 0-1-1-4A for latest information if convenience NUMBER Dare SHORT TMLE SF-14 1 NOVEMRER 1962 RUNWAY CONDITION READINGS sP-3 25 FEBRUARY 1963, ACCELERATION LIMITATIONS ss-16 1 JULY 1988 ‘TACAN FALSE BEARINGS 18-18 21 OCTOBER 1964 ACCELERATION LIMITATIONS Ba 2 APRIL 1965 .G,T, RANGE FOR TAKE-OFF 158-18 18 MAY 1965 ZERO DELAY LANYARD CONNECTION REQUIREMENTS 2 26 MAY 1985 IMPROVEMENT OF MISSILE. SYSTEM iv CHANGED 30 APRIL 1965T.0, 1F-86F-1 ‘This page intentionally left blank CHANGED 30 APRIL 1965,7.0. 1F-86F-1 v CHANGED 30 APRIL 1965,1.0, 1F-86F-1 Section | TABLE OF CONTENTS Airplane Engine oe Oil System ~ Airplane Fuel System : Electrical Power Supply System... Hydraulic Power Supply Systems maven Flight Control System Wing Leading Edge ‘Wing Flap System .. AIRPLANE. Manufactured by North American Aviation, Inc, the F-86F Sabre is an all-metal, single-place, high-perform. ance day-fighter, powered by an axialflow turbojet engine. This version of the Sabre has the familiar swept- back wing and empennage configuration, typical of all F-86 Series Airplanes, The aigplane is equipped with a conventional, fully retractable tricyele landing gear, and has slocted.type flaps and fuselage mounted speed brakes. To maintain desirable handling characteristics through: oot the speed range of the airplane, the ailerons and horizontal tail are actuated by an irreversible hydraulic control system, The use of irreversible controls necessi tates the inclusion of an artficial-feel system to simulate desired aerodynamic feel, and has the advantage of providing comfortable stick forces. In addition, the elevator and stabilizer are interconnected and controlled a8 one unit, with the result chat the entire horizontal tail assembly serves as an effective primary control surface. Changed 23 November 1962 SECTION G| Spoed Brake System 1:39 Landing Gear System 1:39 Nose Wheel Steering System 1-42 ‘Wheel Brake System o 1B Instruments 1.43 Emergency Equipment ~ 1.46 Canopy 1-46 Ejection Seat 148 Auxiliary Equipment 1-61 Although designed basically as a high-speed, high- altitude fighter, the airplane has provisions for the external installation of bombs, rockets, or missiles, and can be used effectively for ground support missions. AIRPLANE DIMENSIONS, The overall dimensions of the airplane (airplane on landing gear a¢ normal weight and with tire inflation and gear strut exiension as specified) are as follows Span - 37 Feet 1 inch, or 39 feet 1 inch Length 37 feet 6 inches Height 14 feet 9 inches NOTE ‘The increased span on F-86F-25 ane later air planes isthe result of adding a 12-inch exiension to each wing tip. aSection 1 7.0. 1R86F-1 1. Command radio antenna 21 187-GE-27 engine 43. Date care” 4. Ratio compass sense antenna” 6. Directionol indicator ronmitor 7. ection seat 8. Recr-vsion mirror 9. Gon-bomb-socket sight Figure 1-1 10, Radar ranging equipment 15. Retrotable landing and taxi light 16. Retrecteble lending ight22 21 19. Kick step 20. Ammunition compertment 21. Ammunition compartment access door 26. Outer wing fuel tank 27. Autometic wing slos* 1.0, 1R86F-1 Section t ‘Some cirplanes (refer to applicable text).1.0, 1F-86F-1 Section | Pe Rory va wea ‘ta Booby Law 0 "ved ‘t-0 ‘1-0 td 10 bv nowswor> Supns ‘Suypis oye; | buppus a | oes uo dyBpuey seu | yous us oor vo a i ‘squiog “sun8 eutDOW boxed epoy 198-4 ONY a9E-d 4 on oN % resquoysow rp2uoypew ‘ soso evao-cer eer LTA Cec etn Figure 1-2 Changed 27 October 1961 14{AFSI-19170 through -13510 ‘AFS2.5272_ through 553 Tooras AFS2SIGU through -SZ71 ‘AFSS-1072 through “1228 AFSS-3816 through ~4030 ‘AFSS-A983 through -5047_ Section | ae ic number Figure 1-3 AIRPLANE GROSS WEIGHT. ‘The approximate gross weight of the airplane at various load configurations is showa in figure 1-4. NOTE These gross weights are average values. For the gross weight of a particular siplane, refer to the Handbook of Weight and Balance Dats, T.0, 1-18-40, assigned to the airplane. ARMAMENT. ‘The airplane has six .50.caliber machine guns. The addi: tion of removable racks permits the airplane to carry bombs, rockets, or missiles (F-86F-25 and later airplanes changed by T.O. 1F-86F-533) on the lower surface of the wings. An automatic lead computing sight, coupled with radar ranging equipment, is furnished for gun 2ad rocket firing and bomb release, (Refer to “Armament Equip. ment” in Section IV for detailed information.) ENGINE, ‘The engine (figure 1-5) is a General Electric J47-GE-27 axial flow, turbojet unit, having a rated sea-ievel static thrust of approximately 6090 pounds. Air is supplied co the engine, from an intake in che nose of the airplane, by means of a “straight through” duct, which passes under the cockpit, In engine operation, the air is routed to che Changed 23 Nevember 1962 axialflow compressor, where it is compressed progres- sively in 12 stages. This compressed air then flows to eight combustion chambers, where it mixes with atomized fuel injected into the chambers. The combustion of this mixture occurs continuously once ignition has been estab- lished during engine starting. From the combustion chambers, the hot exhaust gases pass through the single. stage eurbine and out the tail pipe in gradually expanding form, to provide the high-velocity jet and reaction thrust, ‘The turbine, rotated by the exhaust gases, is connected to, and drives, the compressor and engine accessories. A bulk head, which serves as a fire wall, separates the engine compartment from the cockpit and forward fuel tank. ‘The engine compartment is divided into ewo compart. ments by a fire wall; the forward compartment contains the relatively cool compressor and accessory sections of the engine, and che aft compartment includes the engine combustion chamber and curbine section and the tail pipe. ENGINE AIR INTAKE SCREENS. ‘The engine is equipped with eight simultaneously actu- ated, retractable-type intake screens. Screen position is pilot-controlled. The screens should be extended during ground operations to prevent forcign objects from enter- in flight, the screens should be retracted ing the engine: to avoid ice formatiSection | Cer Poor Ped at Drea coer eet Dard ret DROP TANKS [Not Applicable Eon Eee ced Crome po plane gross weight (approximate) DearS 14,800 POUNDS. | i4aso rounos 16,550 POUNDS 16,600 POUNDS 16,965 POUNDS. Not Applicable 17,800 POUNDS TO. 1F-86F-1 ee a pote) 15,175 POUNDS 16,950 POUNDS * 17,400 POUNDS 18,150 POUNDS 20,025 POUNDS 120,650 POUNDS 'NOTE: Approximate gross weights include pilot (230 pounds), fll internal fuel (JP-4), nd 1800 rounds of emmoniion 104 pounds for adopters i inbot ‘stotions are uted. Figure 1-4 ENGINE ANTI-ICING SYSTEM. Al parts of the engine that have an exposed frontal area, except for the ait intake screens, have icing pro- tection. The engine front frame struts and the inlet guide vanes are heated continuously and automatically by aie bled from the engine compressor. (See figure #1.) A control switch in the cockpit permits heated air from the engine compressor section to be directed to the engine island fairings and the accessory cover bullet. To avoid overheating the accessories, a thermestatic switch within the accessory section regulates the flow of heated air to the fairings and accessory section. Turning this system oon also retracts the engine air intake screens to preclude che formation of ice on the screens. ENGINE FUEL CONTROL SYSTEMS. Fuel flow co the engine is regulated by a dual fuel con- trol sistem consisting of main system and an emer- gency system, The major units of the main system are Gaplicated in the emergency system, which is used to ‘maintain fuel flow to the engine if the main system fails, ‘ain Fuel Control System. hhe main fuel control system (figure 1-14) is controlled y the throttle, and includes the main element of an agine-driven, coustant-output dual fuel pump, a main 6 fuel regulator, and a fuel control valve. Since pump out. put is constant for any given rpm, it is the function of the main fuel regulator to determine the amount of fuel the engine receives for varied operating conditions, and to maintain the selected rpm regardless of altitude and/or airspeed changes. The regulator, operated by mechanical linkage from the throttle, regulates fuel flow to the engine according to throttle setting, engine pm, and altitude, by adjusting the position of the fuel control valve, (No fuel passes through the regulator.) The fuel control valve is basically 2 variable bypass valve and responds to regulator control by varying the amount of fuel directed to the engine. It bypasses the fuel not needed for the particular operating condition back to the main element of the fuel pump. A constant-speed gover- nor, effective in the range from approximately 30% (0 100% engine rpm at sea level, is incorporated in the regulator. The governor maintains constant engine speed within its range for the selected throttle setting and pre- vents overspeed during rapid alticade and attitude changes. When the outside air tem- CZ OZZIA. pare is ess than 30°F, fapid throrle movement dur. oS feel system below 10,000 feet, when the engine speed is below 70% rpm, may produce compressor sall or tual oss ot pone: ya on the maisSection | 3 Z g noo sania @ 3ent noun wanoss019 @ suzewvno Nousnewo> @ ousie solemn JA b f : | : oa azzon 3 @ nousas vosssuwoo @ nouns sxosss20v @ arvint uv @ Figure 1-5 wLute yy SEU ute 2. Fuel Filter lee Warning Light* ‘warning Light Test Button 3. Accelerometer wometer + Moin instrument (Three-phase) Inverter 21. Attitude Indicator Feilure Werning ti 22. Fuel Flowmeter and Totelizer . Control Panel * : Hydraulic Pressure Goge cB . Hrd PrvreGoge Scr Swich 7, rand noses Failure Warning Light Clock Alternote-on Warning Light (Flight Altimeter onal ‘herent Sse) Sra eter lve) Fs - onerter Warning tight Sing St : Vaimte OxyeenWomning Ugh (Imperative) 3a, Len oor Handle este Gage Nach cater I Teke-f im) Postion Indstor Ushi 38; Landing Geer Energocyup Baton chou Ypertre Soge Rede Crea In : instrument Panel Shroud Airspeed indicator* ame cin, (rb coterie) / Fuol Pressure Sage” = Emergency Fuel Switch 66 -00-619 Figure 1-6 Changed 21 August 19641.0. 1F-86F-1 Section I ae Cry Un ey 1. Hydraulic Pressure Goge 16. Fire-waening Lights 2. Moin Instrument (Three-phose) Inverter 17. Tachometer Failure Warning Ligh!* 18. Exhoust Temperature Gage 2. Hydraulic Pressure Gage Selector Switeh 19. Foul Quantity Some 4. Both inctroment (Three-phase) Invertor eae Failure Worning Light 5. Alternote-on Worning Light (Fight Control Alternate Hyataule Systom) 21. Cabin Pressure Altimeter 22, Vertical Velocity indicator 23, Turneand-Slip Indicator {6 Main Rador (Single-phose Inverer re Werning Ught™ 24, Abimetor 7. Diretonol Indicator (Sloved) 25. Clack 8. Teko-off (Trim) Position Indicoter Light 26, Loodmeter 19. Direction Indigator(Sloved) Fost 27. Generator Warning tight Saving Swit 20, Voltmeter 10. Atfitode Indicator eels ees ae V1. Aceabarometer 320, Rodio Composs Indicator” 12. LABS Switch Pane! aiameesrcicees 13. LABS Dive-ond-Rol Indicator’ ieee or 14. Fie-wotning Light Test Button since 15, Oil Pressure Gage 234 Emergency Fuel Switch “Some sirplanes (refer to applicable text). Figure 1-7 ry1.0. 1F-B6F-1 instrument panel eee! Figure 1-8 For information on main fuel regularor characteristics, compressor stall, and acceferation flame-outs, refer to Section VIL. Emergency Fuel Control System. ‘The emergency fuel control system (figure 1-14), con sisting of che emergency element of the engine-driven dual fuel pump and an emergency Fuel regulator, may be used to maintain engine operation if failure of the main fuel control system occurs. During normal ope ation, the emergency system is not engaged, since leccrical (de) power holds the emergency regulator inoperative so that it continuously bypasses the rotal output of the emergency segment of the fuel pump. ‘When the emergency fuel system is engaged, it assumes control nf fuel ow to the engine and the main fuet system regulacor is electrically (dc) disabled, so. that 110 the cotal output of the main system element of the fuel pump is continuously bypassed. The emergency regu. lator, which is mechanically actuated by the throttle, compensates for altitude changes to maintain approxi- macely che xpm selected by the throttle setting. How. ever, this regulator is not provided with a governor as is the main fuel segalator and, consequently, provides peicher precise speed regulation nor overspeed protection, NOTE the emergency fuel regulator is set t0 give 99% rpm on a 100°R day, and therefore will provide somewhat less than 99% at lower ambient temperatures, (See figure 2-4.) Engine Fuel System Stopcock. Located downstream of the main and emergency fuel cconcrol systems, the fuel stopcock (figure 1-14) is a posi- tive, high-pressure fuel shutoff valve actuated through Changed 21 August 19641.0, 1F-86F-1 mechanical linkage by throttle movement. Initial move- ment of the throttle from OFF to IDLE partially opens the stopeock, which acts as a metering valve up to about 15 degrees of throttle movement, The stopcock is fully ‘opened by additional throttle movement past the IDLE position, Fuel System Flow Divider, The engine fuel system flow divider (figure 1-14) is downstream of the stopeack aad directs fuel co one or both engine fuel manifolds, depending on engine oper- ating conditions. (‘The small-slot manifold is used during starting and is also used in conjunction with the large. slot manifold for normal operation.) To facilitace starting, the flow divider directs fuel through only the smnallslot manifold when fuel pressure is approximately 50 psi or less. At pressures above this, the flow divider routes fuel through the large-slor manifold as well as through the small-siot manifold for normal operations. The flow divider is controlled by fuel pressure, and its ‘operation is completely auromatic, ENGINE CONTROLS. Throttle (Power Control). Engine power is controlled by the throttle (10, figure 1.9; 10, figure 1-12), which is in a qoadrant on the left side of the cockpit, The chrottle is spring-loaded inboard and actuates the main and emergency fuel regu- lators and the fuel stopcock by means of mechanical cage. When the engine master switch is ON, the ini- tial outboard movement of the throttle from OFF starts both the fore and aft fuel booster pumps, and urns on the ignicion circuit when the starter is energizes sequent movement of the throttle to 1DLE opens the fuel stopeock. (Ignition is automatically cut off when engine speed reaches approximately 234% rpm.) With the engine running, additional throttle advancement produces a corresponding increase in engine rpm. To prevent inad- vertent shutting off of the fuel supply (by closing the fuel stopcock) when the throttle is retarded, a stop, is provided on the throttle quadrant between the DLE and OFF positions. Outboard movement of the throttle allows the stop to be bypassed when the engine is being started or stopped. The throttle grip (figure 1-9) contains the electrical caging burton for the sight, che microphone button, and che speed brake switch. Rota- tion of the grip aifords a means of manually supplying range daca to the sight system, Adjustment of throttle Heel friction is concrolled by turning the wheel (21, figure 1-10; 22, figure 1-12) on the inboard face of the Section | i) ucnorHone wuTTON Manus RANG SPR (Onoeo 10 Wau couNTER Eiocewse Postion) Pi grip Figure 1-9 Engine Master 5) he ‘The ewo-position engine master switch (Ggure 1-15), ‘on the right forward console, is protected by a channel- type switch guard, Ic supplies primary bus power for controlling engine aad fuel system units. Moving the switch to ON opens che fuel shutoff valve and completes the electrical circuits co the thrortle-actuated micro-switch 0 start the fuel booster pumps when the chrottle is moved outboard. The switch must be ON for starter and ignition circuits to be engaged. (On some airplanes,* the starter circuit may be energized with the engine mas ter switch at either ON or OFF.) Ignition is supplied when the engine master switch is ON, only after the battery- starter switch is held momentarily at staRTen, and the throxtle is moved outboard from oFr. When the engine master switch is moved to OFF, the fuel booster pumps ace turned off and the fuel shutoff valve is closed. F-86F-1 Airplanes and F-86F-20 Airplanes AFS1~13070 through -13079 Changed 27 October 19611.0, 1F-86F-1 cockpit left side F.86F-1 THROUGH F-86F-20 AIRPLANES 1. Anti Suit Pressureregulating Valve 2. Girevit-breaker Panel 3, Ammunition Compartment Heat Emergency Shutoff Handle 4. Ammunition Compartment Overheat Warning Light 5. Air Outlet Selector Lover shield Ant-ieing Overhoat Waring Light 7. Console Floodlight 8. Side Air Outlet 9. Windshield Antiicing Lever 10, Thott 11. Rocket Intervalometer 12. Canopy and Windshield Avs 13, Instrument Panel Floodlight ‘Altemate Mounting 14, Console Panel 17 Defrost Laver ind Extension Light Figure 1-10 Parking Brake Hendle Canopy Switch Instrument Panel Floodlight Emorgency Jetson Handle Type D-1 oF D-2 Oxygen Regulator Panel Forward Console ‘Throttle Fridion Wheel ing Flap Lever ‘Speed Brake Emergency Lever Flight Control Switch Longitedinal Alternate Trim Switch Rudder Trim Switch Cocipit Pressure Control Switch Lateral Alternate Trim Switch Cockpit Pressure Schedule Selector Switch Cockpit Air Temperature Control Rhoostat ‘Ait Console Cockpit Air Temperature Control Switch Drop Tank Pressure Shutoff Valve Extension Light™1.0, 1F-86F-1 |. Stand-by Compost Right Forward Console Spore Bulb Storage Side Air Outlet Instrument Panel Floedlight Side Air Outlot Control Velve Console Floodlight Instrument Panel Floodlight ond Extension Light Alternate Mounting 9, Insirument Panel Primary Light Rhoottat 10, instrument Panel Auxiiory Light Rheostat 11. Console and Panel Light Rheostat Seciion 1 ‘Mop Coxe Extension Light Sight Ground Test Plug IFF Control Pane! = Right Aft Console Radio Compass Control Panel Radio Frequency Card VHF Command Radio Control Pane!” Emergency Override Handle (Flight Control Hydraulic System) Cenopy Alternate Emergency Jettison Handle right side F-86F-1 THROUGH F-86F-15 res ele o applicable et) Figure 1-11 AIRPLANESSection 1 cockpit left side F-B6F-25 AND LATER AIRPLANES 1.0. 1F-86F-1 1. Anti-G Suit Pressure-regulating Valve 20. 2. Cireuit-breaker Panel a 3. Ammunition Compartment Heat Emergency Shutoff Handle 22. 4. Ammunition Compartment Overhoot Warning Light* 23, 5. Air Outlet Selector Lover 16, Windshield Ant-icing Ovethes! Warning Light 25. 7. Console Floodlight 26. 8. Side Air Outlet 7, 9. Windshield Anti-icing Lever 28 10, Throttle 29. 11. Drop Tank Control Panel” 30. 12. Canopy and Windshield Auxiliary Defrost Lever a 13. Speed Brake Emergency Lever* 32. 14. tnstroment Panel Floodlight and Extension Light 33. Alternate Mounting a 15. Drop Tonk Contr Panel” 16, Forward Console 17. Porking Brake Hondle 18. Canopy Switch 19, Instrument Pane! Floodlight Figure 1-12 ). Emergency Jettizon Handle + Type D-1,0-2,0r D-2A Oxygen Regulator Panel Throttle Frition Wheel |. Wing Flap Lever ight Control Switeh = Longitudinal Alternate Trim Switch Rudder Trim Switch Cockpit Pressure Control Switch «Lateral Alternate Trim Switek Cockpit Pressure Schedule Selector Switch . Cockpit Air Temperature Control Rheostat + Cockpit Air Temperature Control Switch Aft Console 5. Rocket Intervalemetor )- Extension Light Some silanes eterSection 1 cockpit right side F-86F-20 AND LATER ‘AIRPLANES: |. Stand-by Compass Forward Console Sight Ground Test Plug Spare Bulb Storage Side Air Outlet Instrument Panel Floodlight Outlet Control Valve Console Floodlight Instrument Panel Flocdlight Alternate Mounting ‘Camera Lens Switch= |. Cirevit-breaker Panel 3: Radio Compass Control Pane! * . Stand-by Composs Correction Cord quency Card 3 Light Control Panel jency Override Handle (Fight Control Hydroutie System) 21. Canopy Alternate Emergency Jettison Handle Same cirplanes (Relat appa tat) Figure 1-13Section ( ust ruten jee AND Pa Nott: ne 5 ras fr ay asa 1.0, 1F-B6F-1 SRC swurorr HEY Han Fun now vauve EES emrcency runt now ace atconot Figure 1-141.0, 1F-86F-1 Section! Emergency Fuel Switch. The emergency fuel switch (38, figure 1-6; 34, igure 1-7) is on the upper left corner of the instrument panel th the emergency Fuel switch OFF, primary bus power is directed to 2 solenoid which mechanically holds the emergency fuel regulator in the full bypass position. The emergency fuel switch should be OFF for all flight conditions except where actual failute of the main fuel system eccais: When the emergency fuel switch is OM, rapid throttle advancement can cause compressor stall or Flame-out, This makes the emergency system inoperative, because the total ouspur of the emergency element of the fuel pump is bypassed. Thus, che emergency system is pre- vented from overriding the main system during normal operation. 7 If, during engine operation, CA primary bw power faire switch is moved co OFF when generator output Js not available, the emergency fuel system may ake over automatically, regardless of emer geacy fuel switch position, Subsequent rapid throttle advancement can cause the emergency Changed 21 August 1964 system to override the sain system, resulting ia complete power failure asa result of engine over- speeding or compressor stall. ‘The emergency fuel switch should be maintained at OFF for all flight conditions except in case of actual main fuel control system malfunction. When the emergency Jf fuel switch is at ow, the holding circuit tothe emergency ~ regulator is broken and the main fuel system regulator is electrically (dc) disabled, allowing the emergency system to assume conttol of fuel flow to the engine. UF api below 80% hen EET sin tut wen al dom trv merge fe ih ithout first retarding chrottle to wus. To do so may cause dangerous engine overheating or compressor stall, Engine Anti-ice ond Screen Switch. ‘The engine anti-ice and sereen switch (figure 1-15) con- trols, by means of primary bus power or secondzry bus power,é the flow of heated air co the engine island fairings and accessory cover bullet, as well as controlling the extension and retraction of the engine air intake screens. Located on the left forward console, the switch hhas three positions. Wich the switch at EXTEND, the intake screens are extended simultaneously into the intake Airstream to keep objects from entering the engine. The scteens should be extended during all ground operations. Setting the switch 2¢ arr, retracts the screens simul- aneously. During flight, it is important that the screens be retracted to prevent the possible formation of ice on the screens, which would impair engine operation, or cause complete engine fail in-flight icing con- ditions prevail or are possible, the switch should be moved to the ANTLICE position. This retracts the screens, as well as directs hot air from the engine compressor sec- tion co the engine island fairings and accessory cover bullet. The flow of hot air to these areas is shut off auto- matically by a thermostatically controlled switch when: ever accessory cover temperature exceeds 40°F. Moving the switch from ANTEICE also shuts off the flow of hot ENGINE INDICATORS. Exhaust Temperature Gage. ‘The exhaust temperature gage (15, figure 1-6; 18, fige ure 1-7), on che instrument panel, indicates engine --B86F-20 and later airplanes SF-86F-1 through F-86F-15 AirglanesSection 1 1.0. 1F-86F-1 FORWARD CONSOLE Note F-86F-1 through F-86F-15 #'~.‘anes do not hhave the lending geat watnin: Tight fst buton. F-86F-35 AND LATER AIRPLANES vetora-te Figure 1-151.0. 1F-86F-1 Section I exhaust temperature in degrees centigrade. Gage indica- tions are received from bayonet-type thermocouples mounted in the forward section of the tail pipe. The temperature indicator system is of the self-generating type and, as such, does not require power from the air plane electrical system. NOTE On some F-96F-35 and F-86F-40 Airplanes, the ‘gage is rotaced t0 position the 690°C red radial at the top. This provides for more accurate reading of the gage. Tachometer. The tachometer (20, figure 1-6; 17, figure 1-7), on the instrument panel, registers engine speed in percentage of maximum rated rpm (7980). This indication, when used in conjunction with that of the exhaust tem- perature gage, permits engine thrust to be accurately set without exceeding engine limitations. The tachom- ‘eter receives its power from the tachometer generator, which is geared to the engine rotor shaft, and there- fore does not depend on the airplane electrical system. Fuel Pressure Gage.* ‘The fuel pressure gage (17, figure 1-6), on the instru- sment panel, electeially records fuel pressure. The gage is operated by three-phase ac power. Fuel Flowmeter and Totali The fuel flowmeter (22, figure 1-6; 20, figure 1-7), on the instrument panel, shows the rate of fuel low in pounds per hour and includes a cotalizer dial which indicates the aumber of pounds of fuel remaining. (The totalizer dial is not included on the fuel dowmeters on F-86F-20 Airplane AF51-13110 and all later airplanes.) A knob on the flowmeter is used to preser the totalizer to corre spond to the quantity gage indication (total pounds of fuel in tanks before take-off). The uncompensated total- iner indication, however, will not continuously coincide swith the density-corrected fuel quantity gage as fuel is consumed, On most airplanes,* the flowmeter system is operated by single-phase ac power. On other airplanes} the flowmeter system is operated by three-phase ac power. OTE Foct flowmeters incorporating a totalizer dial that indicates the amount of fuel cemaining or the amount of fuel consumed should not be relied upon for accurate fuel indicaioas. Major errors are ioherent in the insirument because of wide fenperature variations and the chemical F-86F-1 through F-86F-20 Airplanes, F-86F-25 make-up of the fuel, Accurate fuel-remaining data can be obtained only from the fuel ‘quantity gage. Oil Pr ‘The oil pressure gage (13, figure 1-6; 15, figure 1-7), fon the instrument panel, registers engine oil pressure in pounds per square inch, Electrically operated, the ‘gage receives power from the ehree-phase ac bus. sure Gage. ENGINE IGNITION SYSTEM. ‘The engine ignition system, consisting of an ignition control ‘relay, « dual ignition vibrator unit, four trans- formers, and two dual spark plugs, is used only during engine starting, as combustion is continuous after the ‘engine has been started, During a normal start, ignition ‘occurs automatically when the throttle is moved out- board from oFF, provided the engine master switch is at on and the battery-starer switch has been held momentarily at STARTER to energize the starter circuit, For ignition, de power is routed through the ignition vibrators to the transformers, which supply high-cension ac voltage to the spark plugs Jocited in combustion chambers 3. and 7. The ignition circuit is opened auto- matically when the starter disengages at an engine speed of approximately 23% rpm. A manually controlled emer- gency ignition system is provided for supplying ignition during air start Engine Master Switch, Refer to “Engine Controls” in chis section. Emergency Ignition Switch. A means of manually controlling the ignition circuit for engine start in flight is provided by the guarded emergency ignition switch (figure 1-15) on the right forward console. Provided the engine master switch is on, setting the emergency ignition switch on and advancing the throttle from OFF permits primary bus power to energize che emergency ignition circuit. The ‘emergency ignition switch should not be used for starts fon the ground, and the switch must be moved to OFF to de-energize the ignition cireuit. Operation of the emergency Caution ignition citcuie is limited to a maximum of 3 minutes per start, Longer periods of use, or too frequent use, will damage the ignition vibrator units. Emergency ignition should be used for air anes AF51-13170 through -13510 and AFS2-5272 through -5446, and F-86F-30 Airplanes AF52-4305 through -4904 iF-86F-25 Airplanes AF52-5447 through -5530, F-86F-30 F-86F-35 and later airplanes irplanes AFS2-4905 through -5163, and 19