Sezione5

MANUALI

FLIGHT MANUAL F104S

a cura di Emanuele Chiodi

SECTION 5

OPERATING LIMITATIONS

TABLE OF CONTENTS

Title

Introduction

Engine Limitations

Airspeed Limitations

Prohibited Maneuvers

Restricted Maneuvers

Aileron Roll Limitations

Acceleration Limitations

Center-of-Gravity Limitations

Weight Limitations

INTRODUCTION

This section includes the engine and aircraft limitations that must be observed during normal operation. Cognizance must be taken of the instrument markings since they represent limitations that are not necessarily repeated in the text.

ENGINE LIMITATIONS

Refer to the instrument markings illustration and Maximum Allowable Airspeed paragraph, in this section.

DEFINITIONS AND TIME LIMITS

Military Thrust

Military thrust is obtained with a full nonafterburning throttle setting. There are no time limits for in-flight operation at this throttle setting.

Maximum Thrust

Maximum thrust is obtained with a full afterburning throttle setting and has no time limits for in-flight operation.

NOTE

Ground operation is limited to 45" at Military thrust or above but can be repeated after retarding the throttle to IDLE, then advancing to 80-82 % rpm for a 2-minute cooling run.

COMPRESSOR INLET TEMPERATURE

The compressor inlet temperature limit is a function of outside air temperature and flight Mach number. Therefore, the speed at which the limit temperature is reached varies with altitude, and from day to day at a given altitude. On a hot day, limit temperature is reached at lower Mach number and therefore can restrict the maximum permissible speed of the airplane.

NOTE

The maximum permissible compressor inlet temperature is 121°c up to 35000 feet and then increases linearliy to 153°C up to 40.000 feet. At 40,000 feet and above, the limit is 153° C. Flight at CIT values in excess of 121° C constitute an allowable overtemperature condition which cannot exceed 5 minute.

CIT operating limits are governed by the SLOW warning light below 35000 feet and above 40000 feet. Its mechanism is such that it will not reflect the permissible linear variation between 35000 feet and 40000 feet. The light will illuminate at 121°C at altitudes below 40000 feet and as the airplane ascend through 40000 feet, a step function changes the illumination temperature to 153°C CIT. The SLOW light will illuminate at 153°C CIT at altitude above 40000 feet.

ENGINE OIL LEVEL LOW WARNING LIGHT

The nozzle hydraulic pump and/or nozzle actuation system will suffer damage from insufficient oil. An entry in the aircraft form must be made reporting all occurrences of warning light illumination of 1 second or longer and the approximate duration.

ENGINE ANTI-ICING OPERATION LIMITS

The engine anti-icing system may be operated when the indicated CIT is 100 C or less and at any speed up to 350 KIAS or Mach 1.0, whichever is lower. After flying in moderate to heavy icing for 2 minutes or more, reduce thrust (where practical) to 88 percent to minimize inlet duct ice ingestion damage to the engine. Should it he necessary to fly in known icing conditions at low altitude and at low thrust settings (80 to 86% rpm), the cngine power should be increased to 100 percent rpm every 5 minutes to ensure that adequate anti-icing air circulation is available at the engine compressor front frame. This thrust increase should be maintained for approximately 30 scconds.

AIRSPEED LIMITATIONS

Landing gear transient operation

(normal or emergency system) — 260 knots IAS

Landing gear down and locked — 295 knots IAS

Aux inlet doors — 340 knots IAS

Wing flaps:

TAKE OFF

During extension -450 KIAS or 0.85 M (There is no Mach limit if 330 KIAS is not exceeded)

Extended or during retraction -520 KIAS or 0,85 M

(There is no Mach limit if 360 KIAS is not exceeded)

LAND -240 KIAS

Drag chute operation:

Ring slot chute -180 Knots IAS

warning

Do not exceed 500 kIAS with empty tip tanks and more than residual fuel in pylon tanks.

CAUTION

Do not unlock the canopy in flight.
Although aircraft may be taxied with canopy in full open position, care must be exercised to avoid fast taxi over bumpy strips because high vertical loads may result which can damage the canopy mechanism. In strong crosswinds it is possible for the canopy to slam shut.

STARTING EGT LIMITS

Caution:operation above the blue field requires that engine be returned to intermediate maintenance for corrective action.

N.B.:°C in ordinata, secondi in ascissa.

RAT EXTENSION LIMITS

The RAT can be extended in level flight without affecting engine operation within the following airspeed limits:

altitude	Airspeed limits (Knots IAS)
	minimum	maximum
Up to 30000 feet	None	550
Above 30000 feet	350

MAXIMUM ALLOWABLE AIRSPEED

The maximum allowable speed with no external stores is 750 KEAS or Mach 2.0 up to 35,000 feet.

From 35,000 feet to 40,000 feet, speed varies linear form 2.0 to 2.2 Mach. At 40,000 feet and above Mach 2.2 is the maximum allowable airspeed. Maximum allowable airspeeds for interceptor and fighter-bomber configurations are shown on Figure 5-11.

A speed index relates the airspeed limit chart to the acceleration limit chart so that for each configuration given on Figure 5-7, Figure 5-8, Figure 5-9, and Figure 5-10 it is easily possible io determine on Figure 5-11 by the speed index, the airspeed limits. In all cases, airspeed limits are the same after one weapon has been expended as with two similar weapons symmetrically mounted.

EXTERNAL STORES JETTISON LIMITS AND RELEASE LIMITS

Omissis

PROHIBITED MANEUVERS

PITCHUP AND SPINS

Intentional pitchup and spins are prohibited because of the high loads they impose on the aircraft. These loads can be of sufficient magnitude to cause structural damage.

CAUTION

Exercise extreme care to avoid abrupt manouvers or low indicated airspeeds when the APC warning light is on or when there are other indications that the APC system is inoperative.

FORMATION TAKEOFF

Formation takeoff involving any aircraft in any asymmetric wing tip or wing pylon loading are prohibited.

RESTRICTED MANEUVERS

NEGATIVE OR ZERO G FLIGHT

WARNING

TO AVOID FUEL STARVATION, INVERTED FLIGHT SHOULD NOT BE ATTEMPTED WITH LESS THAN 5000 LBS INTERNAL FUEL REMAINING.

Any maneuvers resulting in prolonged negative load factor will result in engine flame-out as a result of fuel starvation. Prolonged zero G flight will result in loss of engine oil pressure causing nozzle to go open and lack of lubrification.

Do not fly negative or zero flight for longer than 10". This limits applies for fuel flow not greater than 6500pph.At higher fuel flows, fuel starvation can occur earlier.

NOTE

During negative G flight it is normal for fuel boost pumps to cavitate, causing the FUEL BOOST PUMP FAIL light to illuminate.Also a loss of oil pressure may be experienced.

WARNING

DURING NEGATIVE G ELIGHT,EXCESSJVE OIL LOSS CAN OCCUR IF THE OIL IN THE TANK SEPARATES FROM THE OIL PENDULUM PICK-UP PORT DUE TO PENDULUM HANG-UP. IF THIS OCCURS COMPLETE LOSS OF OIL CAN BE EXPERIENCED IN 30 SECONDS OR LESS. OIL LOSS MAY RESULT IN NOZZLE OPEN FAILURE AND/OR ENGINE OIL STARVATION. IF NEGATIVE G FLIGHT IS EXPERIENCED, A 5 TO 10 DEGREE PITCH-UP OR DECELERATION MANEUVER SHOULD BE ACCOMPLISHED TO ASSURE CORRECT PENDULUMPOSITIONING AND THE OIL LOW LEVEL WARNING LIGHT AND NOZZLE SYSTEM MONITORED FOR INDICATION OF OIL LOSS AND/OR NOZZLE OPEN FAILURE.

AILERON ROLL LIMITATION

In order lo avoid inertial coupling and high structural loads approaching limit values, aileron rolls are subject to the following restriction.

WING FLAPS RETRACTED

Entry Load Factor of 0.5G and Greater

Full deflection rolls are limited to 360 degrees. Below 1 G with pitch or yaw stability augmenters inoperative, fullI deflection 360-degree rolls are prohibited.

Entry Load Factor Less Than 0.5G

Full deflection 360-degree rolls are prohibited. All rolls below 0.5 G load factor must be cxecuted with extreme caution.

NOTE

Application of some back stick pressure during roll helps to terminate the roll more rapidly and make a smoother transition to normal flight.

TAKEOFF (MANEUVERING) FLAPS EXTENDED

a. Rolls are limited to 360 degrees. High roll rates can develop from moderate aileron displacement.

b. Either the pitch or yaw stability augmenter must be operative for all rolling maneuvers

e. Aileron rolls are prohibited for entry load factors of less than 1 G.

NOTE

Application of some back stick pressure during rolls helps to terminate the roll more rapidly and makc a smoother transition to normal fhght.

ACCELERATION LIMITATIONS

Maximum allowable acceleration limits for interceptor and fighter-bomber configurations a shown on Figure 5-7, Figure 5-8, Figure 5-9 and Figure 5-10. A specd index is shown and corresponds to the values shown on Figure 5-11 to readily obtain allowable airspeed limits.

CAUTION

THE INSTRUMENT MARKING OF FIGURE 5-1 ARE THE MAXIMUM CAPABILITY OF THE AIRPLANE.

SEE FIGURE 5-7, 5-8, 5-9 AND 5-10 FOR ALLOWBLE ACCELERATION LIMITS FOR SPECIFIC CONFIGURATION.

G-limits for symmetrical maneuvering such as straight pullups or steady turns and G-limits for unsymmetrical maneuvering such as rolling pullouts or rolling pushovers are shown on Figure 5-7, Figure 5-8, figure 5-9 and figure 5-10. In rolling pullouts or rolling pushovers, lower G-limits must be observed because of the higher structural loads that are imposed on the aircraft.

MANEUVERING BOUNDARIES

An operating flight limits diagram is shown in Figure 5-6. This diagram shows the maximunm maneuvering load factor over the operating range of speeds and altitudes of the aircraft. It includes the load factor and airspeed combination at which the stall occurs (refer to Stall, in Section VI) as well as the maximum allowable structural G limits for the no-external-stores configuration. Also it will be noted in the diagram that for altitudes of 30,000 feet and above, bends in the vertical lines represent additional limits to prevent flight into areas where the vertical tail structure may be overloaded. Use of the diagram is illustrated. Since the maximum allowable airspeed depends on different limitations at various altitudes, the diagram for any particular altitude is cut off at the airspeed at which the applicable limit is encountered. For example, this is indicated at the higher altitudes shown on the figure by the vertical lines labeled Mach 2.2. The diagram does not include the compressor inlet temperature airspeed limitation; therefore, a reference to the airspeed limitations of Figure 5-3, in conjunction with this diagram, is necessarv for establishing the complete limits.

Use of Figure 5-3 will also permit determination of the corresponding Mach number for any airspeed and altitude combination if the maximum load factor for a particular Mach number is desired.

CENTER-OF-G RAVITY LIMITATIONS

For the specific aircraft configuration with 3 extended range tanks and any combination of wing tip or pylon stores or tanks, landing should be accomplished with at least 1500 lbs fuel to provide adequate longitudinal stability.

For the specific aircraft configuration with gun or Sparrow avioncs (ASA) Aspide/Sparrow Auxiliary System (ASA) installed and any combination of wing tip or pylon stores or tanks, landing should be accomplished with at least 1000 lbs fuel to provide adequate longitudinal stibility.

CAUTION

WING-TIP STORES APPROVED FOR USE ON THIS AIRCRAFT MEET CERTAIN REQUIREMENTS AS TO BALANCE AND AERODYNAMIC STABILITY. PILOTS SHOULD MAKE CERTAIN THAT STANDARD WING-TIP STORES ARE USED OR THAT REPLACEMENT COMPONENTS CONFORM TO THE STANDARD AERODYNAMIC CONFIGURATION AND CENTER OF GRAVITY.

WEIGHT LIMITATIONS

Maximum gross weight for take off of the aircraft is 31,000 lbs. Maximum landing weight is 25.440 Ibs, at 5 feet per second rate of sink. Landing can be made at higher gross weight but extreme caution must be used te maintain a lower rate of sink.