Follow Afterburner Malfunction During Flight Procedure
225
Engine Fire/overheat or failure during takeoff
If decision to stop is made
ABORT
Throttle Bad Engine
Off
Master Switch Bad Engine
Off
If takeoff is continued
THROTTLES
AFTERBURNER
Landing Gear Handle
Up
External Load
Jettison (if necessary)
Throttle Bad Engine
As Required
After reaching safe ejection altitude, proceed with Engine Fire Or Overheat During Flight procedures.
Flaps
Do Not Retract Below 230 Knots
Air Refuel Switch
Extend (monitor fuel gage)
Blown tire during takeoff
If decision to stop is made
ABORT
Nose Gear Steering
Engage
Anti-Skid
Off
Release brakes prior to disengaging the anti-skid to prevent blowing the good tire
Use Opposite Braking to Stop
Do Not Retract Flaps
If takeoff is continued
325
Blown tire during takeoff
If takeoff is continued
Gear and Flaps
Do Not Retract
Tire
Check
Refer to Landing With Blown Tire Procedure
Landing Gear fails to retract
Climb to as safe altitude while maintaining airspeed below 250 knots
Landing Gear Handle
Down
Fuel Quantity
Monitor
Auxiliary air door malfunction (gear up)
Maintain 250 knots or less
Landing Gear
Cycle
If light(s) remains on
Auxiliary Air Door Control Circuit Breaker(s)
Pull (A2,A3, No.3 Panel) Reset Before Landing
If light(s) still remain on
Maintain no more than cruise power on the affected engine
425
Out-of-control recovery
Stick
Forward
Ailerons and Rudder
Neutral
If Not Recovered
Maintain Full Forward Stick and Deploy Drag Chute
Throttles
Idle (unless at low altitude)
Upright Spin
Stick
Maintain Full Forward
Ailerons
Full With Spin (Turn Needle)
Aircraft Unloaded
Ailerons Neutral
If out of control at or below 10'000 feet AGL
EJECT
525
Single engine Failure
Airspeed
300 Knots / 0.6 Mach Minimum
Land as soon as practical
Airstart
Engine Master Switch
On
Throttle
Off
Ignition Button
Hold Depressed
Throttle
Idle
RPM, EGT, Oil Pressure & Fuel Flow
Monitor
Mechanical malfunction
Throttle Bad Engine
Idle
Fire Test Button
Press
If any FIRE/OVERHEAT light does not come on:
Ignition Button
Hold Depressed
If engine malfunction is still evident (vibrations, noises, surges, etc.) or if engine has failed (insufficient rpm or fuel flow for start)
Generator
Off
Throttle
Off
Engine Master Switch
Off
Airspeed
300 Knots / 0.6 Mach Minimum
Land as soon as practical
Double engine failure during flight
Either Engine
Airstart
625
Double engine failure during flight
Reference System Selector
Stby
If neither engine starts:
Fuel Status
Check
Engine Master Switches
Check On
Either Throttle
Off
Other Engine
Airstart
Remaining Engine
Airstart
If neither engine starts:
Hold boost pump check switches in CHECK position while pulling left and right main fuel control circuit breakers, (H3, J1, No. 2 panel) then attempt airstart
If neither engine can be started
EJECT
Afterburner Malfunctions during flight
Afterburner fails to light (first time)
Throttle
Cycle AB-MIL-AB
Afterburner fails to light (second time)
Do not cycle. Land as soon as practical
Engine fire or overheat during flight
Throttle Bad Engine
Idle
If warning light goes out, fire test button
Press
If all FIRE/OVERHEAT light come on when test button is pressed
Land as soon as practical
If warning light on, detection system inoperative, trailing vapor, or fire confirmed:
Maintain 300 knots minimum, anticipate utility hydraulic failure, and avoid turns into bad engine.
725
Engine fire or overheat during flight
If warning light on, detection system inoperative, trailing vapor, or fire confirmed:
Generator Bad Engine
Off
Throttle Bad Engine
Off
Master Switch Bad Engine
Off
Air Refuel Switch
Extend
If Fire Persist
EJECT
If Fire Ceases
Land as soon as possible
CAUTION: Do not attempt to restart the bad engine. If the fire ceases, and a landing is to be accomplished, make a single engine landing.
Compressor Stall
Throttle
Idle
If stall does not clear:
Generator Switch
Off
Throttle
Off
Inlet Ramps
Check Fully Retracted
Ignition Button
Hold Depressed
Throttle
Idle
RPM, EGT, Oil Pressure & Fuel Flow
Monitor
Generator Switch
On
BLEED AIR duct failure/fuselage fire
If several symptoms occur
Attain and maintain sage ejection altitude
825
BLEED AIR duct failure/fuselage fire
If several symptoms occur
Reduce power to minimum practicable
Oxygen Regulator
100% and Emergency
Check for indications of fire
If fire is confirmed
EJECT
If fire not confirmed
Maintain minimum practical power
Landing Gear
Down as Soon as Practical
Maintain safe ejection altitude as long as practical
Land as soon as possible
Make an arrested landing (if possible)
Bleed air check valve failure
Throttle Good Engine
Idle
Throttle Bad Engine
Advance
Throttle Good Engine
Advance
Land as soon as practical
Electrical Fire
Oxygen Regulator
100% and Emergency
Generator Switches
Off
Stab Aug Switches
Off
All Electrical Switches
Off
925
Electrical Fire
Generator Switches
On
Essential Electrical Equipment
On
Stab Aug Switches
Engage
If fire persists
Generator Switches
Off
Land as soon as possible
Make a fully configured 17 unit AOA approach
Smoke and fumes
Oxygen Regulator
100% and Emergency
(WSO) Battery Bypass Switch
On
Emergency Vent Knob
Pull
Descend to below 25,000 feet as soon as practical
Land as soon as practical
If smoke or fumes persists
Command Selector Valve
Horizontal
Rear Canopy
Jettison
Refer to Bleed Air Duct Failure/Fuselage Fire or Electrical Fire
Oil system failure
If 30psi not maintained at MIL
Throttle
Idle
Land as soon as practical
1025
Oil system failure
If 12psi not maintained at Idle or oil pressure change with vibration and shutdown feasible
Generator Switch
Off
Throttle
Off
Engine Master Switch
Off
Airspeed
300 Knots/0.6 Mach Minimun
Land as soon as practical
If engine shutdown is not feasible
Throttle
80%-90% RPM
Avoid high G forces
Avoid unnecessary throttle changes
Land as soon as practical
Fuel boost pump inoperative
If one boost pump fails
Afterburner modulated or shutoff to maintain a 5psi minimum boost pump pressure
If both boost pumps fail
Adjust throttles and/or descend until a stable rpm can be maintained
1125
Internal Wing Fuel fails to transfer
External Transfer Switch
Off
Internal Wing Transfer Switch
Normal
Tank depressurization Switch
NORM
Air Refuel Switch
Retract (If retracted, cycle)
Internal Wing Fuel Transfer Control Circuit Breaker
In (H2, No.2 Panel)
If fuel still fails to transfer
Reduce airspeed below 250 knots, lower landing gear and check for fuel transfer
External fuel fails to transfer
External Transfer Switch
CENTER/OUTBD
Air Refuel Switch
Retract (If retracted, cycle)
External Wing Fuel Transfer Control Circuit Breaker
In (H2, No.2 Panel9
If fuel still fails to transfer
Reduce airspeed below 250 knots, lower landing gear and check for fuel transfer
If fuel still fails to transfer
External Transfer Switch
Off
If single outboard tank fails to transfer
Do not exceed 16 units AOA
Refer to Controllability Check
Fuselage fuel fails to transfer
Feed Tank Fuel
Check
If any transfer pump or transfer pump control circuit breaker (D3,E3,F3,G3,D4,E4,F4,G4 No.2 Panel) poped
Do Not Reset
1225
Fuselage fuel fails to transfer
Fuel valve power circuit breaker (H1, No.2 Panel)
Pull
Air Refuel Switch
Extend (320 Knots maximum)
Fuel Tank Fuel
Monitor
When feed tank full
Air Refuel Switch
Close
Fuel valve power circuit breaker (H1, No.2 Panel)
In
Engines
Operate at Minimum Power for Safe Flight
Land as soon as practical
Avoid nose high flight conditions
Delay slowing to landing configuration to avoid long, high AOA final approach
Fy 17 units AOA approach
Reverse Fuel Transfer
Air Refuel Switch
Retract
External Transfer Switch
Off
Refuel Selection
INT ONLY
Fuel Boost Pump Circuit Breakers
Pull
If reverse fuel transfer continues and internal fuel critical
External fuel tanks
Jettison
Fuselage Fuel Leak
Air Refuel Switch
Extend
Maintain 350 Knots
1325
Fuselage Fuel Leak
If engine operates abnormally
Generator Bad Engine
Off
Throttle Bad Engine
Off
Master Switch Bad Engine
Off
If engines operate normally or fuel leaks continues
Ensure Plug Seated Flush, Knurled Lock Ring Secure, Cap Tight
Generator Switches
Cycle
If generators come on line
Stab Aug Switches
On
If generators are still inoperative
Generator Switches
Off
Land as soon as possible
Make a fully configured 17 units AOA approach
1625
Bellows Failure
Reduce airspeed to minimum practical
Discontinue high G maneuvering
Stab Trim
0 Units (if required)
Pitot Heat Switch
On
Airspeed pitot heater circuit breaker
In/Cycle (D9, No.3 Panel)
Avoid abrupt fore and aft stick movements
FCS
Do Not Engage
Land as soon as practical
Runaway stabilator trim
Pull stabilator feel trim circuit breaker
Reduce airspeed to 300 knots or less
Autopilot
Engage (if desired)
Land as soon as practical
1725
Single Power Control System Failure
If PC-1 failed
If below 10,000 feet, establish airspeed below 300 knots if practical and avoid abrupt control movements
APU Reject Switch
Reject
If either PC-1 or PC-2 failed
Anticipate utility system failure
Land as soon as practical
Plan for straight-in approach
Extend gear at 230 knots on final
Make a fully configured 17 units AOA approach
Utility Hydraulic and Single PC Failure
Maintain a minimum maneuvering speed of 230 knots
Jettison any asymmetric load
Reduce gross weight to minimum practical (Below 37,000 pounds, if possible)
Plan straight-in, no-slats flaps approach, and approach-end arrestment, if possible
If Gear not Down and Locked
Blow Down
Make a controllability check, if possible
Anti-Skid
Off
Fly final no slower than 17 units AOA
Use emergency brakes
Anticipate auto-acceleration
1825
Utility Hydraulic and Engine failure (with or without single PC failure)
Do not make a controllability check
Maintain a minimum of 300 knots/0.6 Mach until established in traffic pattern
External Load
Jettison
Reduce gross weight to minimum practical (below 37,000 pounds, if possible)
Plan straight-in, no-slat flap, steep, low-power approach
If gear not down and locked, landing gear handle
DOWN and PULL above 5,000 feet AGL and after established on final, if practical
If the pilot runs out of lateral control authority
Reduce power, lower the nose, and recover of EJECT rather than add power
Anti-Skid
Off
Land or Eject
After landing
Hook
Down
Double Power Control System Failure
Without APU
EJECT
With APU
Reduce speed below 600 knots of .95 Mach
Descent to 20,000 feet or below
Use moderate control inputs
Follow procedure for Single Power Control System failure
If APU or utility system fails
EJECT
1925
ADI/INS failure
Emergency Attitude Indicator
Check
Radar Horizon
Check
Reference System Selector
STBY
INS inflight alignment
Aircraft straight and level
Reference System Selector Knob
STBY
Power Control Knob
Cycle Off, STBY for 15 Seconds, Nav
Reference System Selector Knob
PRIM
2025
Controllability check
Proceed to a safe altitude ( minimum 5000 feet AGL)
Reduce gross weight to minimum practical
Landing Gear
Down
Slats Flaps
Out and Down (without structural damage)
Slats Flaps
Normal and Slats Override Switch In (With structural damage)
Slow aircraft to determine the airspeed that produces acceptable approach and landing handling characteristics, no slower than 17 units AOA
Asymmetric Load
Jettison
If adequate control is available
Maintain landing configuration and make straight in approach
Enroute to final approach, fly no slower than 230 knots with gear down and flaps up; or 200 knots with gear down and slats out flaps down.
Fly final approach no slower than minimum control airspeed determined during controllability check
Do not flare during landing
2125
Flaps Slats emergency lowering
Airspeed
Below 250 Knots
Salts Flaps Circuit Breaker
Pull
Slats Flaps Emergency Extension Handle
Pull Aft
Slat Flaps Position Indicators
Check
Landing with no flaps/slats in or out
Slat Flaps
NORM
Slats Override Switch
NORM (In for asymmetric slats)
Fly on-speed AOA on final
Engine failure on final
Throttles
AFTERBURNER
Go around or follow Single-Engine Landing Procedure
Engine Fire/Overheat on final
Land as soon as possible
If time permits
Throttle Good Engine
As Required
Throttle Bad Engine
Idle
If warning light goes out, fire test button
Press
If warning light on, detection system inoperative or fire confirmed
Generator Bad Engine
Off
Throttle Bad Engine
Off
Master Switch Bad Engine
Off
2225
Engine Fire/Overheat on final
Follow Single Engine Landing Procedure
Single-Engine Landing
Reduce the airplane gross weight to minimum practical
Inlet ramp on good engine
Check Fully Retracted
All unessential electrical equipment
Off
Make a full configured 17 unit AOA approach
Emergency Brake Handle
Pull
Airspeed
Below 250 Knots
Slats Flaps Circuit Breaker
Pull
Slats Flaps Emergency Extension Handle
Pull AFT
Split flap/deflected rudder
Emergency Quick Release Lever
Hold Pressed
Immediately accelerate above 200 knots
Slat Flaps
NORM
Emergency Quick Release Lever
Release (after flaps up)
ARI Signal Excitation Circuit Breaker
Reset (E9, No.2 Panel)
Follow No-Slats Flaps Landing Procedure
AFCS
Do Not Engage
Landing with both engines Inop
Landing with both engines inoperative will no be attempted unless escape from the aircraft is impossible
Landing with a blown tire
Anti-Skid Switch
Off
2325
Landing with a blown tire
Plan to make an approach-end arrestment
If an approach-end arrestment is not feasible
Land on side of side of runway opposite blown tire
Touchdown with weight on good tire
Nose Gear Steering
Engage
Drag Chute
Deploy
Use opposite braking to stop
Do not retract flaps
Blown tire during landing rollout
Nose Gear Steering
Engage
Anti-Skid
Off
Hook
Down
Use opposite braking to stop
Do not retract flaps
Landing with anti-skid failure
ARI Circuit Breaker and Anti-Skid Circuit Breakers (A11,B10,B11, No.3 Panel)
Check In
Anti-Skid Switch
Cycle
If anti-skid still inoperative
Anti-Skid Sitch
Off
Consider approach-end arrestment
Avoid heavy breaking
2425
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