F-100D for F-100D Super Sabre Checklist

DCS: F-100D Super Sabre

F-100D

created by uncleben

CRUISE

1. Altimeter - Check RESET vs STBY.

PREFLIGHT CHECK

Once in the takeoff area:

1. Hydraulic pressure gauge selector switch - UTILITY.

2. Speed brake switch IN, then OFF (center). Check speed brake UP, then move switch to OFF (center) position.

3. Flaps - INTERMEDIATE.

4. Takeoff trim - Recheck.

5. Pitot heat - ON.

6. Canopy - Closed and locked. Hold switch at CLOSE for an additional 2 or 3 seconds after the CANOPY NOT LOCKED goes out to ensure a tight seal.

7. Anti-collision light - ON. (As required)

STARTUP

PNEUMATIC START

1. Starter and ignition button - Press momentarily.

2. External air - APPLY.

CAUTION — The starter is limited to one minute of continuous operation during any 5-minute period.

CAUTION — If there is no tachometer indication of engine rotation or rise in oil pressure within 10 seconds after air is applied, stop the starter cycle by pressing the starter and ignition stop button.

3. Throttle - IDLE at 12% to 16% rpm. Check ignition indicator light is on, a fuel flow indication and fuel boost pump inop light out.

CAUTION — If the fuel boost pump inop light remains on, the de boost pump has failed. Abort the flight. If ignition does not occur within 20 seconds after throttle is advanced to IDLE, return throttle to OFF and continue to motor the engine for 30 seconds; then press starter and ignition STOP button momentarily to abort the start. Except for exhaust overtemperature, subsequent starts may be attempted.

4. Exhaust temperature — Check. Light-up should occur (as indicated by rising exhaust temperature) within 20 seconds after the throttle is moved to IDLE. If exhaust temperature exceeds start limits, return throttle to OFF and continue to motor the engine for 30 seconds; then press the starter and ignition STOP button momentarily to abort the start.

5. 40% to 45% RPM — Have external air power reduced and disconnected; DC external power disconnected.

CAUTION — If the engine fails to accelerate to 55% to 60% (idle) RPM within 1 minute (80 seconds is permissible on the first start of the day) after light-up, return throttle to OFF and continue to motor the engine for 30 seconds; then press the starter and ignition STOP button momentarily to abort the start. Except for exhaust overtemperature, subsequent starts may be attempted.

6. Idle RPM — Engine instruments checked. Engine RPM should increase steadily, with the throttle at IDLE, to 55% to 60%, and oil pressure should increase steadily to a minimum of 40 psi; then check all engine instruments for proper indication.

125

STARTUP

CAUTION — If the ignition-on light fails to go out after idle RPM is obtained, the starter centrifugal cutout switch has failed and the starter and ignition STOP button must be pressed momentarily to shut down the starter and de-energize the ignition circuit.

CARTRIDGE START

NOTE — The minimum interval between cartridge starts is 5 minutes; however, no more than two cartridge starts can be made in any 60-minute period, regardless of the interval between starts. Perform one pneumatic start for every four cartridge starts to assist in removing cartridge residue from the starter.

NOTE — If external DC power is not available, place radio switch at OFF until start is completed.

1. Starter and ignition button — Press momentarily.

CAUTION — If there is no tachometer indication of engine rotation or rise in oil pressure within 10 seconds after starter and ignition button is pressed, stop the starting cycle (ignition) by pressing the starter and ignition STOP button momentarily.

2. Throttle — IDLE at 2% to 4% rpm. Check ignition indicator light-on, a fuel flow indication and fuel boost pump inop light-out.

CAUTION — If the fuel boost pump inop light remains on, the DC boost pump has failed. Abort the flight.

3. Exhaust temperature — Check. Light-up should occur (as indicated by rising exhaust temperature) within 8 to 10 seconds after the starter and ignition button is pressed. (Cartridge burnout time is approximately 18 to 20 seconds.)

CAUTION — If engine fails to accelerate to 55% to 60% (idle) RPM within 1 minute after light-up, or if exhaust temperature exceeds start limits, return throttle to OFF and allow engine to unwind; then press starter and ignition STOP button to abort start. Except for exhaust overtemperature, another start may be attempted.

4. Idle RPM — Engine instruments checked. Engine RPM should increase steadily, with the throttle at IDLE, 55% to 60%, and oil pressure should increase steadily to a minimum of 40 psi; then check all engine instruments for proper indication.

TAXIING

1. Brakes - Check.

2. Flight Instruments - Check. Perform an operational check of all flight instruments during taxi.

3. Anti-skid switch - ON. While taxiing, move the anti-skid switch to ON and test brake operation.

TAKEOFF

NORMAL TAKEOFF

NOTE — Takeoff at Military Thrust is not recommended.

1. Brakes - Release.

2. Throttle - AFTERBURNER. Afterburner should be selected immediately.

3. Engine pressure ratio gauge - Check. Following after burner light up. The pointer should be within the arc of the takeoff index marker, or takeoff should be aborted.

225

TAKEOFF

3. Engine pressure ratio gauge - Check. Following after burner light up. The pointer should be within the arc of the takeoff index marker, or takeoff should be aborted.

NOTE — During takeoff, nose wheel steering should be used up to 100 KIAS. Then rudder control can be used.

4. Acceleration - Check.

5. Nose rotation. At the proper takeoff speed for weight and configuration, begin to slowly apply back stick pressure at a rate that the airplane will assume takeoff pitch attitude at the proper takeoff speed.

WARNING — Early nose wheel lift off can result in excessive ground roll.

6. Takeoff. Maintain proper takeoff pitch attitude after lift off until proper airspeed is obtained as to prevent settling.

CROSSWIND TAKEOFF

Execute a normal takeoff. Application of rudder pressure after rotation will be needed to keep the airplane aligned with the runway. Counter drift at lift off by lowering the upwind wing. Takeoff speeds may need to be increased in crosswind or gusty conditions.

AFTERBURNER (AB) OPERATION DURING FLIGHT

NOTE — At low altitudes while using afterburner, the fuel transfer rate from the drop tanks may be too low to maintain a constant level in the internal tanks and use of internal fuel may occur before drop tank fuel is depleted.

The afterburner can be operated at any throttle setting between 89%±2 RPM and full military thrust by moving the throttle to the outboard position. The pressure ratio will momentarily drop, indicating that the exhaust nozzle has opened. Under normal operation, the afterburner should light between 2-5 seconds. If afterburner light-up has not occurred, return the throttle to the inboard position.

1. Throttle - Outboard into AFTERBURNER position. Retard the throttle after light-up to minimize the possibility of engine overtemp.

CAUTION — If the exhaust nozzle fails to open when afterburner is selected, a loud explosion and surge may occur followed by RPM reduction and increase in exhaust temperature.

2. Throttle - Inboard, to shut down afterburner.

DESCENT

In order to decrease the possibility of canopy fogging, the canopy and windshield defrosting systems should be operated at the highest flow possible throughout the flight. Sufficient flow will preheat the canopy to keep the glass temperature above the cockpit dew point. Preheating is necessary as there is not enough time during rapid descents to heat the canopy. Maintain engine speed above 83% rpm.

1. Pilot heat - ON

2. Canopy and windshield defrost lever - As required.

3. IFF/SIF/AIMS - Set as required.

4. Altimeter - Set and check RESET vs STBY.

5. Damper switches - STANDBY (OFF).

6. Oxygen - As required.

7. Fuel quantity - Check.

325

LANDING

BEFORE LANDING

On approach:

1. Hydraulic pressures - Check. Monitor utility system during approach and landing.

2. Safety belt and shoulder harness - Tightened.

3. Anti-skid - ON.

4. Speed brake - As desired.

5. Gear - DOWN. Check for down and locked indications.

6. Flaps - DOWN. Flaps alone will provide sufficient drag. However, speed brake may be also be used.

NORMAL LANDING

1. Throttle - IDLE. Retard throttle to IDLE during flare or at touchdown.

2. Touchdown.

3. Flaps - UP.

4. Nose wheel steering - Engage.

CAUTION — In the event of a nose wheel steering system malfunction, disengage and maintain directional control with rudder and differential braking.

CAUTION — If the rudder pedals are not neutral when the nose wheel steering button is pressed, the steering may not engage. If the steering does not engage, move the rudder pedals in the direction of the nose wheel setting.

NOTE — In order to prevent disengagement of nose wheel steering because of pitching, hold forward stick pressure on landing roll out.

5. Drag chute - Deploy.

6. Employ normal braking.

7. Speed brake - UP.

NORMAL LANDING TECHNIQUE

Gear should be lowered below 230 KIAS to avoid damage. As an example with a 24,000 pound airplane, the pattern should be flown 20 KIAS above the final approach speed. An RPM of 83%-87% will be required. Arrive on final at 165 KIAS, 300 ft AGL, and one nautical mile from the runway.

This will result in a glide path of between 2.5 and 3 degrees with an impact point just short of the runway. Small adjustments of airspeed can be corrected with pitch and small adjustments in descent rate can be corrected with throttle. However, larger adjustments must be made with coordinated use of both throttle and speed brakes.

To achieve a precise touchdown point in the flare, it is imperative to maintain stabilized descent rate and airspeed. Reduce thrust the thrust as necessary prior to touchdown.

425

LANDING

To achieve a precise touchdown point in the flare, it is imperative to maintain stabilized descent rate and airspeed. Reduce thrust the thrust as necessary prior to touchdown.

NOTE — 10 knots fast equates to approximately an additional 1000 feet of ground roll.

SPEED BRAKE OPERATION

Speed brake operation in addition to flaps, or alone, the airplane buffet will increase. The flaps alone will provide sufficient drag resulting in an appropriate flat approach with high power settings. Thus, use of the speed brakes is not necessary expect as speed control, if required.

FLAP TECHNIQUE

Raising the flaps immediately after touchdown will increase the normal load on the nose and main landing gear, allowing the brakes to produce a higher braking moment. This will provide higher deceleration.

DRAG CHUTE OPERATION

The drag chute (in real life) has been tested up to 180 KIAS without failure. Thus, reliability is greatly increased at lower speeds if the airplane is allowed to slow below 150 KIAS before deploying the drag chute.

TAIL SKID

The tail skid is installed only for the purpose of protecting the airplane from serious damage in the tail area during landing. Occasional contact of the tail skid is normal operation. However, the tail skid may not protect the aircraft under high sink rates.

LANDING PATTERN

Landing Pattern Image

1. Initial - 300 KIAS

2. Speed brake - AS DESIRED. Position throttle to maintain pattern speed and altitude

3. Gear - DOWN. Checked for down-and-locked indications.

4. Flaps - DOWN.

5. Throttle - IDLE. Touchdown at recommended speed

6. Wheel brakes - CHECK.

7. Flaps - UP.

8. Nose wheel steering - ENGAGE.

9. Drag chute - Deploy.

10. Speed brake - UP.

LANDING WITHOUT A DRAG CHUTE

Sufficient braking will be available without the drag chute on a dry runway. Aerodynamic braking can also be used to dissipate energy down to a speed where mechanical braking is much more effective with less energy absorption.

525

LANDING

MINIMUM-RUN LANDING

Minimum-run landings should be preformed in the following manner: touch down at the recommended speed for weight and configuration, lower the nose wheel as soon as the main gear make contact with the runway, engage nose wheel steering, retract the flaps, and deploy the drag chute. Apply a steady but light force to use brakes as required and increase as the airplane slows.

Once the flaps are fully retracted or the airplane is slower than 110 KIAS, heavier braking may be used. If the anti-skid system cycles or skids, release brake pressure.

NOTE — No damage is being done if the anti-skid system cycles, however every cycle or skid increases stopping distance by 10%.

NOTE — With anti-skid on, if full brakes are used until a complete stop, abrupt pitching may results. If this is the case, decrease pedal pressure.

SLIPPERY RUNWAY LANDING

On a slippery runway, braking action will vary immensely. Use anti-skid and aerodynamic braking to the max extent possible. The drag chute should be deployed while aerodynamically braking. Rudder will be the primary means of directional control as nose wheel steering and braking may be ineffective. Rudder control will be available down to 60 KIAS.

LANDING IN CROSSWINDS

When landing in crosswinds, approach and touchdown speeds should be increased. Increase speeds by 1/2 the crosswind velocity component plus 1/2 the gust factor. For example, a 45 degree off runway crosswind of 10 knots gusting 20 knots, approach speed should be increased by 10 knots.

On final, crab into the wind or forward slip to align the fuselage with the runway. If crabbing, perform a forward slip before touchdown. If the crosswind component exceeds 25 knots, perform a no-flap landing. At touchdown, lower the nose wheel and engage nose wheel steering.

A higher tendency of weather vaning into the wind exists when the drag chute is deployed. Thus, careful consideration that the nose wheel steering is operating before deploying the drag chute is essential. If directional control is lost, the drag chute must be jettisoned.

TOUCH AND GO LANDING

1. Normal touchdown.

2. Throttle - Military Thrust.

3. Speed brake - UP.

4. Flaps - Intermediate.

CAUTION — Exercise care when moving the flaps to INTERMEDIATE. Moving the flaps to UP will necessitate increased rotation speed.

5. Trim. Trim the airplane for takeoff.

6. Nose rotation. At rotation speed, begin to slowly rotate the airplane so that the airplane will assume the pitch angle required for takeoff at the takeoff speed.

WARNING — Ensure proper airspeed has been obtained before rotation. Do not rotate the aircraft excessively nose high. If over rotated, reduce the angle of attack back to the proper takeoff pitch attitude.

7. Takeoff. Maintain proper takeoff pitch attitude after lift off until proper airspeed is obtained as to prevent settling.

8. Gear - UP.

9. Flaps - UP. Increase pitch angle during flap retraction, to prevent settling.

625

LANDING

OTHER

Airplane response will be sluggish at landing speeds and more stabilizer deflection is required for similar responses. High instantaneous demand above available rate will stick may stiffen or lock up. This only means the stabilizer is moving at the maximum available rate and does not mean the stabilizer has stopped moving, but the pilot is demanding a higher rate. This can be avoided by flying a smooth power-on approach and reducing over control.

It is possible to over control to the point where the hydraulic system will meet the criteria to illuminate the FLIGHT SYS FAIL caution light. The illumination of the caution light and stick stiffening can occur independently. Refer to the hydraulic system section for more information on the conditions of the FLIGHT SYS FAIL caution light.

Stick force lightning occurs 5 KIAS below the touchdown speed of the 1G condition. If encountered, stick force lightning is not dangerous and normal flying should be continued.

Over controlling or "jamming" can cause porpoising. Excessive sink rate, airspeed, descent rate, or a combination of all three can also cause porpoising

Excessive touchdown speed may cause the nose wheel to touchdown first, which may induce an excessively nose high response. Pushing forward will cause the cycle to be repeated. If porpoising is encountered, hold the stick slightly aft of neutral while advancing the throttle to execute a proper go around procedure. Attempting to counteract the porpoising will only aggravate the airplane response.

CAUTION — If using aerodynamic braking in crosswind conditions, rudder authority may be insufficient to prevent weather vaning. The crosswind landing procedure should be used.

GO-AROUND

1. Throttle - Military Thrust.

2. Speed Brake - UP.

3. Gear - UP. Only after adequate airspeed has been obtained.

4. Flaps - UP. At final approach speed for weight and configuration.

5. Clear traffic.

6. Throttle - Adjust to obtain required thrust.

NOTE — During a go-around in military thrust, about 250 pounds of fuel will be required. If afterburner is required, about 300 pounds of fuel will be used.

WARNING — If using the emergency fuel control system, advance the throttle cautiously to prevent engine over-speed or compressor stall.

WARNING — If afterburner is used and light up is not achieved, considerably less than military thrust will be output. Return the throttle inboard immediately to regain military thrust.

ENGINE SHUTDOWN

1. Brakes - Hold.

2. Standby inverter - ON.

3. Throttle - 72% for at least 30 seconds.

4. Speed brake switch - As desired.

5. Nose gear ground safety pin - Installed.

6. Throttle - OFF.

725

ENGINE SHUTDOWN

7. Engine master switch - OFF.

8. Standby inverter - OFF.

9. Battery switch - OFF.

10. Control stick - Rotate. To bleed off flight control hydraulic system pressure.

11. Landing gear doors - Open. Pull landing gear emergency lowering handle to open landing gear wheel well doors.

825

MANUAL DELIVERY

ROCKETS

The procedure below will setup the weapons so that the bomb-button will fire a salvo of rockets.

I. ROCKET ARMING

1. Armament Control Panel: Stores Selector - RKTS

2. Armament Control Panel: Mode Selector - MANUAL

3. Set All Armament Control Panel: Station Release Selection Switches - NORM

II. AIRCRAFT WEAPONS RELEASE SYSTEM (AWRS) SETUP

It is suggested to ripple fire rockets - this is the what this procedure will describe.

1. Set AWRS Quantity Selector - desired number of salvos

2. Set AWRS Release Interval - desired interval (50 ms if no preference)

3. Set AWRS Mode Selector - RIPPLE SALVO.

III. SIGHT SETUP

1. Set Sight Selector Switch - ROCKET.

2. Set Sight Depression - desired depression (otherwise about 10-20 mils)

3. Set Mechanical Cage Lever - UNCAGE

BOMBS

The procedure below will setup the weapons so that the bomb-button will drop a series of bombs.

I. BOMB ARMING

1. Armament Control Panel: Stores Selector - BOMBS

2. Armament Control Panel: Mode Selector - MANUAL

3. Set All Armament Control Panel: Station Release Selection Switches - NORM

4. Set All Armament Control Panel: Bomb Arm Switch - NOSE & TAIL (NOSE only if using high drag bombs to be dropped in low drag mode)

II. AIRCRAFT WEAPONS RELEASE SYSTEM (AWRS) SETUP

925

MANUAL DELIVERY

II. AIRCRAFT WEAPONS RELEASE SYSTEM (AWRS) SETUP

It is suggested to ripple fire bombs - this is the what this procedure will describe.

1. Set AWRS Quantity Selector - desired number of bombs

2. Set AWRS Release Interval - desired interval (otherwise about 150 ms)

3. Set AWRS Mode Selector - RIPPLE SINGLE.

III. SIGHT SETUP

1. Set Sight Selector Switch - BOMB.

2. Set Sight Depression - desired depression (see depression chart)

3. Set Mechanical Cage Lever - UNCAGE

SIDEWINDERS

SIDEWINDER

1. Missile Master - READY

2. Gun Missile Switch - MISSILES

3. Check Missile Status Light is Green (if not use Station Bypass to step until a working missile can be found, trigger can also be used to step but runs the risk of inadvertantly firing a sidewinder). Tone should be heard.

4. Listen for higher pitched tone indicating a valid heat source and depress second stage trigger to fire the missile.

1025

TAKEOFF EMERGENCIES

AFTERBURNER FAILURE DURING TAKEOFF

1. THROTTLE — INBOARD. Immediately move throttle inboard out of AFTERBURNER range to MILITARY to ensure exhaust nozzle closing.

WARNING — If afterburner is used and light up is not achieved, considerably less than military thrust will be output. Return the throttle inboard immediately to regain military thrust.

2. EXTERNAL LOAD — JETTISON (if necessary), If the airplane starts to decelerate or altitude cannot be maintained, it must be assumed that either the exhaust nozzle failed to close or that the gross weight is too great to continue. In either case, jettison external loads to lighten airplane gross weight.

NOTE — In most cases, if external loads are jettisoned at the time of afterburner failure, the takeoff can be successfully completed in Military Thrust.

ENGINE FAILURE DURING TAKEOFF

1. ABORT. If engine failure occurs on takeoff before the landing gear handle is raised and a barrier engagement/ arrestment is feasible, abort.

If barrier engagement/arrestment is not feasible or the landing gear handle has been raised, proceed as follows:

1. EXTERNAL LOAD — JETTISON.

2. ZOOM IF POSSIBLE AND EJECT.

WARNING — Any upward vector with wings level will increase changes of survival.

ILLUMINATION OF THE FUEL VALVE FAIL LIGHT

Steady or flickering illumination of the fuel valve fail light indicates a failure or impending failure of the fuel system shutoff valve, the light system circuitry, or a component of the system. If this light comes on during takeoff, action is required. The exact procedure to follow varies with each set of circumstances and depends upon ground speed, length of runway, overrun remaining, etc. The following procedures are recommended as guidance in making a decision.

1. ABORT. If the fuel valve fail light illuminates steadily or flickers during ground roll, and sufficient runway or overrun is available, abort the takeoff.

If the fuel valve fail light illuminates steadily or flickers during takeoff and it is not feasible to abort, the following is recommended:

1. Continue takeoff.

2. Land as soon as possible.

Do not cycle the fuel system shutoff switch. Cycling the switch may cause the fuel system shutoff valve to close and, if a failure has occurred, it may not reopen. This will cause a flame-out and restart will not be possible.

IN-FLIGHT EMERGENCIES

AIR START

IMMEDIATE RESTART

WARNING — If a flame-out occurs when the aircraft is in landing configuration at less than 2,000 feet above the terrain, EJECT if CAUTION the landing is not assured. DO NOT under oot any circumstances attempt an airstart below 2,000 feet.

1. Throttle - Check Inboard.

2. Air Start Switch - On.

1125

IN-FLIGHT EMERGENCIES

3. Fuel Regulator Selector Switch - Emergency. Adjust throttle setting to match actual engine RPM as closely as possible.

AIR START PROCEDURES

1. Throttle — OFF.

2. Air start switch — ON. Move air start switch to ON. (Ignition is not available until the throttle is moved outboard and forward from OFF.)

NOTE — If during an air start the ignition-on and DC generator caution lights do not come on, the air start switch may be defective. Start attempt should then be made using the starter and ignition button to provide engine ignition. However, if this button is used, the de generator switch should be turned OFF during ignition to prevent possible premature discharge of the battery.

NOTE — All non-essential electrical equipment should be turned off to conserve battery power after the flame-out occurs. DC generator power (which controls the secondary and tertiary bus output) is not available at engine speeds below 40% RPM. When the air start switch is ON, the DC generator is cut out of the electrical system.

This prevents the battery from powering the generator at low engine RPM if the reverse-current relay operation is faulty. DC generator output is restored when the air start switch is returned to OFF.

NOTE — AN/ARC-34 communication equipment is powered by the primary bus and is operative when the de generator or battery is on.

*** FIGURE 3-4 pg 3-11 air start envelope*

3. Throttle - IDLE. As soon as possible after these conditions are met, move throttle to IDLE, if start attempt is made on the normal fuel control system. Fuel flow should be about 640 to 850 pounds per hour. Slowly advance throttle to point where positive thrust is indicated by a pronounced increase in fuel flow and a corresponding increase in exhaust temperature. Then adjust throttle to desired rpm.

If start attempt is to be made on emergency fuel control system, move fuel regulator selector switch to EMER and advance throttle to IDLE. When engine RPM reaches 60%, advance throttle slowly. This procedure is recommended at altitudes above 30,000 feet to prevent compressor stalls and engine overtemperature.

4. Air start switch — OFF. Return air start switch to OFF to de-energize ignition system and restore normal generator operation as soon as air start is completed (engine at idle).

5. Flight control emergency hydraulic pump lever (RAT) — OFF.

IF ENGINE FAILS TO START

1. Ignition circuit breaker — Check in.

2. Start attempt — Repeat. (Use emergency system if first attempt was made on the normal fuel system.) Retard throttle to OFF if there is no indication of light-up within 20 seconds after throttle has been moved to IDLE.

3. If air start unsuccessful - Eject.

AFTERBURNER FAILURE

If loss of afterburner occurs during flight, proceed as follows:

1. Throttle - Inboard. Immediately move throttle inboard out of the AFTERBURNER range.

This closes the electrically operated afterburner shuttle valve in the engine-driven fuel pump unit, so that the fuel flow to the afterburner spray bars is shut off and the exhaust nozzle closes.

2. Overheat-warning light — Check light OUT. If the engine burner compartment overheat-warning light was not on when failure of the afterburner occurred, attempt to relight the afterburner watching for any indications of abnormal operation.

3. Relight afterburner — Check afterburner operation. If all cockpit indications of afterburner operation are normal after relight, continue afterburner operation.

1225

IN-FLIGHT EMERGENCIES

If afterburner light-up is not obtained within 5 seconds after the throttle is moved outboard to the AFTERBURNER range, the throttle should be moved inboard from this position and then, after 3 to 5 seconds, returned outboard to AFTERBURNER, to recycle the afterburner igniter.

EJECTION

The following information should be observed, when ejection must be accomplished:

1. Under level flight conditions, eject at least 2000 feet above the terrain whenever possible.

2. Under spin or dive conditions, eject at least 10,000 feet above the terrain whenever possible.

3. Attempt to slow the airplane as much as practical before ejection by trading airspeed for altitude.

4. If the airplane is not controllable, ejection must be accomplished at whatever speed exists, as this offers the only opportunity of survival. At sea level, wind blast will exert medium forces on the body up to 450 knots IAS, severe forces causing flailing and skin injuries between 450 to 600 knots IAS, and excessive forces above 600 knots IAS. As altitude is increased, these speed ranges will be proportionately lower.

5. The automatic-opening safety belt must not be opened manually before ejection, regardless of altitude. The belt will open within 1 second after the seat ejects. If the belt is opened manually, seat separation will be too rapid at high speeds and the automatic-opening feature of the parachute is eliminated. This would require the parachute to be opened by use of the parachute arming lanyard © or the ripcord handle.

LOW ALTITUDE EJECTION

During any low-altitude ejection, the chances for successful ejection can be greatly increased by zooming the airplane (if airspeed permits). Ejection should be accomplished while the airplane is in a positive climb. This will result in a more vertical trajectory for the seat and crew member, thus providing more altitude and time for seat separation and parachute deployment.

EJECTION – Mouse Interaction

1. Right-click and hold the handgrip lock lever to disengage the safety lock.

2. While holding the lock lever (right-click), left-click either handgrip to initiate the ejection sequence.

3. Releasing the lock lever without pulling a handgrip will cancel the ejection action.

The standard DCS emergency ejection command Left CTRL + E (pressed three times) will initiate the ejection sequence provided the seat ground safety pin has been removed.

CANOPY

CANOPY JETTISON

During an emergency when the canopy must be jettisoned, but ejection is not contemplated, the canopy alternate emergency jettison handle must be used.

1. Canopy alternate jettison emergency handle lockspring — Remove. The lockspring on the canopy alternate emergency handle must be removed before the canopy is jettisoned.

2. Canopy alternate emergency handle - Pull.

ENGINE FAILURE

Failures of jet engines may be the result of improper fuel scheduling, caused by a malfunction of the fuel control system or incorrect operating techniques. An air start can usually be made to restore engine operation, provided time and altitude permit. If the fuel system shutoff valve fail light comes on in flight simultaneously with loss of power, it indicates the shutoff valve is partially closed.

Do not cycle the fuel system shutoff switch. A landing should be made as soon as possible. If the light comes on in flight and a flame-out occurs, the throttle setting should be reduced and as a last resort cycle the fuel system shutoff switch in an attempt to open the valve and extinguish the light. Regardless of light indication, attempt an air start.

In case of obvious mechanical failure within the engine, air starts should not be attempted. When a frozen engine is suspected because of zero RPM indication but no obvious mechanical failure has occurred, normal utility hydraulic pressure and engine oil pressure will indicate the engine is rotating and the accessory drive is operating, and an air start should be attempted. If there is no indication of utility pressure or oil pressure, a successful air start is unlikely.

1325

IN-FLIGHT EMERGENCIES

1. Throttle — OFF.

NOTE — The AC generator is taken “‘off the line” automatically when the throttle is moved to OFF, Power can be restored to the 3-phase AC instrument bus by moving the standby instrument inverter switch to ON.

2. Flight control emergency hydraulic pump lever (RAT) — ON. The emergency pump must be started to power flight control system No. 2 if the engine is frozen. If the engine is windmilling, the engine-driven pump output is sufficient for control during air start procedures, Because of the reduced total output, control movement must be kept to a minimum, whether the engine is windmilling or frozen, during operation on the emergency pump.

3. Damper emergency disconnect lever — Press.

4. Glide — 220 knots IAS.

5. Nonessential electrical equipment — Off. Turn off all nonessential electrical equipment to reduce battery load.

CAUTION — At engine speeds below about 40% rpm, DC generator output is not available, and the battery becomes the only source of electrical power. Usable battery power is available for about 6 to 22 minutes.

6. Attempt air start. If air start is not successful — Eject.

AC GENERATOR

Any actual generator failure or generator over-voltage causes the generator to be removed from the AC system until the condition is corrected. Failure of the AC generator, shown by the AC generator-off caution light coming on, causes loss of all AC power.

NOTE — If a flame-out occurs under these conditions, attempt an air start if remaining altitude and fuel permit.

The instrument AC power-off caution light also comes on to show loss of the 3-phase instrument bus. generator failure, the standby instrument inverter switch should be moved to ON, to restore power to the 3-phase instrument bus (and to the single-phase instrument AC bus which is powered by the 3-phase instrument bus). Once power is restored to these busses, the instrument AC power-off caution light goes out. There is no alternate means of powering the main 3-phase bus.

AC GENERATOR RESET

If the AC generator fails, try to return the generator to service as follows:

1. STANDBY INSTRUMENT INVERTER SWITCH — on.

2. AC generator switch - To RESET momentarily; then ON.

3. If caution light goes out, standby instrument inverter switch — OFF. If AC generator caution light goes out, showing that AC generator is again “on the line,” move standby instrument inverter switch to OFF.

4. If caution light remains on — Repeat reset procedure twice.

CAUTION — If the AC generator drive unit fails in such a manner as to break the case, oil in the unit will be pumped overboard or into the engine intake duct. Such loss of oil may result in smoke or fumes in the cockpit.

If the generator light remains on after three reset attempts, assume that AC generator drive unit has failed. Proceed as follows:

5. AC generator switch — OFF.

6. Stabilize engine RPM.

7. Land as soon as practical.

FLIGHT CONTROLS

1425

IN-FLIGHT EMERGENCIES

FLIGHT CONTROL ARTIFICIAL-FEEL SYSTEM FAILURE

The artificial-feel system failure can be indicated by a lightening of stick forces (resulting in over-control), lack of trim response, and poor stick-centering characteristics. If failure of flight control artificial-feel is encountered, proceed as follows:

1. Airspeed — Reduce. Reduction of airspeed may relieve severe oscillation of the airplane.

2. If adequate control cannot be maintained — Eject. Ejection is recommended whenever failure of the artificial-feel system is evident by loss of adequate control.

FLIGHT CONTROL HYDRAULIC SYSTEM FAILURE

Failure of one flight control hydraulic system does not affect the operation of the other system, which assumes the entire load of flight control operation. (Refer to Flight Control Hydraulic Systems in section I.) The mission should be aborted and a landing made as soon as possible; however, under such a condition, flight control operation may be somewhat slower because of reduction of hydraulic flow.

If either system fails, the flight system failure warning light will come on. Proceed as follows:

1. Determine which system has failed. Check each system hydraulic pressure to determine the nature of the failure. Low pressure indicates a pump or line failure with resultant loss of pressure. Normal pressure but with no fluctuation in response to fore-and-aft control movement indicates a blocked or run-around condition. The emergency hydraulic pump will not supplement the No. 1 system in case of a No. 2 system block.

2. Land as soon as possible.

During landing approach:

3. Monitor the good system.

4. Fly long final approach. A long, straight-in, final approach should be used, and rate of descent should be between 1000 and 1500 feet per minute (remaining above safe ejection altitude as long as practical). Reduce rate of descent to below 1000 feet per minute just before flare.

5. Emergency hydraulic pump lever (RAT) — ON. The emergency pump will automatically come on when engine RPM drops below 40% RPM. Otherwise, it must be turned on manually. Place emergency hydraulic pump lever in ON position to supplement output of the engine-driven hydraulic pump during landing. Keep control movements to a minimum during entry onto final approach and on final.

6. Use minimum throttle movements.

7. Use minimum control movements. In case of engine failure, the ram-air, turbine-driven flight control emergency pump must be started during the landing approach to supplement the output of the engine-driven hydraulic pumps, to ensure effective control action while landing. (Refer to Flight Control System Emergency Hydraulic Pump in section VII.)

Should the engine freeze, preventing operation of the engine-driven pumps, or if failure of both engine-driven pumps occurs, power in flight control system No. 2 can be supplied by the emergency hydraulic pump. When the emergency hydraulic pump lever is moved forward to ON, utility hydraulic pressure (or pressure from an emergency accumulator) opens the air turbine inlet-outlet doors so that ram-air drives the turbine for emergency pump operation.

When the emergency hydraulic pump lever is moved forward to ON, utility hydraulic pressure (or pressure from an emergency accumulator) opens the air turbine inlet-outlet doors so that ram-air drives the turbine for emergency pump operation.

(The pump lever must be returned to OFF manually, to shut down the pump, if it is no longer needed.)

WARNING — Because of the reduced total output, unnecessary control movement should be kept to a minimum when the emergency pump is the only source of flight control power. This is an emergency system which will not provide normal maneuvering capability, but is considered adequate for a proficient pilot flying under normal conditions of visibility and turbulence, with adequate runways to permit a well planned approach. Under other circumstances, the pilot’s judgment must prevail.

WARNING — If complete flight control hydraulic system failure occurs (that is, pressure cannot be maintained by the emergency pump upon loss of the engine-driven pumps, or because of malfunctions in the systems), stick forces become extremely high. As a result, control of the airplane in cruising flight is very difficult, and control at high speeds or during maneuvers is impossible.

Therefore, if such a failure is encountered, try to reduce airspeed to about 200 knots, and try to maintain control by steady push or pull force on the stick and by varying thrust settings. If control cannot be maintained, eject. If some control is available, however, and altitude and other conditions permit, attempt to return to a suitable area. Then eject, because extended flight and a landing with such high stick forces should not be attempted under any circumstances.

FUEL SYSTEM

FUEL SYSTEM FAILURE

This fuel system transfers fuel so that no single pump failure above 25,000 feet will affect Military Thrust operation, as long as the forward tank gage indicates fuel. A pump failure is indicated when the forward tank/total quantity gage relationship shows an abnormal decrease in the forward tank gage reading at fuel flow rates less than 4000 pounds per hour.

INFLIGHT OPERATION

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IN-FLIGHT EMERGENCIES

If the BOOST PUMP INOP light comes on, fuel pressure to the engine has dropped below 5 psi, probably as a result of failure of one or more boost pumps. The following actions should be taken to prevent flameout:

1. Terminate afterburner operation.

NOTE — Afterburner should not be used when fuel in forward tank is less than 250 pounds.

2. Descend to below 25,000 feet.

3. All aircraft maneuvers should be as gentle as possible keeping the aircraft loading as near as possible to 1G. Avoid steep (20 degrees or more) nose-down attitudes.

4. Land as soon as practical. With fuel flows below 4000 pounds per hour, Military Thrust operation can be maintained above 25,000 feet with the most critical single pump failure, even though the forward tank gage approaches or indicates zero, provided the total quantity gage indicates 1700 pounds or more. Below 25,000 feet with the most critical pump failure, Military Thrust operation can be maintained as long as 600 pounds is indicated on the total quantity gauge.

NOTE — Above 25,000 feet a failure of the intermediate tank transfer pump is considered the most critical. Below 25,000 feet, the most critical failure is a wing tank scavenge pump.

NOTE — With a failure of the intermediate tank transfer pump, afterburner operation can be maintained above 25,000 feet when the total fuel remaining is above 3100 pounds.

NOTE — With a failure of a wing tank scavenge pump, afterburner operation can be maintained below 25,000 feet when total fuel remaining is above 1700 pounds.

If a flame-out occurs under these conditions, an air start should be attempted. It may be necessary to descend to below 25,000 feet to accomplish an air start.

CAUTION — If a flame-out is due to depletion of the fuel from the forward tank, the throttle should be left at IDLE, to allow fuel to be transferred to the forward tank.

NOTE — Transfer of fuel by gravity from the wing tank can be increased by decelerations, yaws, and slips.

HEAT AND VENT EMERGENCY

EMERGENCY DEPRESSURIZATION (INTENTIONAL)

1. Oxygen — 100%.

2. Descend to 25,000 feet or below, if circumstances permit.

3. Emergency ram-air lever* — Between CLOSED and OPEN.

4. Cockpit pressure selector switch - RAM AIR ONT (emergency ram-air lever — OPEN), if resultant temperature is too cold or too hot.

NOTE — The cockpit is decompressed rapidly when the cockpit pressure selector switch is moved to RAM AIR ON or the emergency ram-air lever* is moved from the CLOSED position.

5. Cockpit pressure selector switch - OFF, and emergency ram-air lever — CLOSED, if no airflow or pressurization is necessary.

WARNING — During this no-ventilation condition, use 100 percent oxygen to offset the effects of possible cockpit contamination.

6. Land as soon as practical.

NOTE — After the cockpit has been depressurized, the emergency ram-air lever must be at CLOSED (cockpit pressure selector switch moved out of RAM AIR ON position on “ other airplanes), to permit normal operation of the pressurization system.

EMERGENCY DEPRESSURIZATION (UNINTENTIONAL)

If sudden depressurization occurs because of a sudden stoppage of airflow to the cockpit, proceed as follows:

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IN-FLIGHT EMERGENCIES

1. Oxygen — 100%.

2. Descend to 25,000 feet or below, if circumstances permit.

3. Canopy and windshield defrost lever — INCREASE momentarily. This will determine whether normal defrost airflow is available and will offer an indication of where a possible malfunction has occurred.

4. Normal defrost air available. If normal defrost air is available, the malfunction has probably occurred downstream of the main system shutoff valve. To minimize possible damage to equipment:

a. Cockpit pressure selector switch — OFF (RAM AIR ON) or emergency ram-air lever — OPEN OR RAM PRESS. Either of these actions will close the main system shutoff valve.

b. Cockpit temperature rheostat (F-100F Airplanes) — Move out of HI-FLO. This will prevent possible overspeed with resultant damage to the equipment cooling turbine.

c. Canopy and windshield defrost lever — As needed to help maintain desired cockpit pressurization.

d. Defrosting, anti-icing, pressurization (except cockpit), and equipment cooling — Use as necessary.

5. Normal defrost air not available. If normal defrost air is not available, the malfunction has probably taken place upstream of the main system shutoff valve. To minimize fire hazard due to possible leakage of hot air:

a. Bleed-air emergency switch — EMER OFF.

WARNING — Moving the bleed-air emergency switch to EMER OFF shuts off engine compressor air and renders inoperative, or shuts off, the following: fuel transfer from the drop tanks, canopy seal, cockpit air conditioning and pressurization, ventilated suit, canopy and windshield defrost, anti-G suit, pitot boom anti-ice, windshield ice and rain removal, and cooling of the aft electronic equipment.

b. Emergency ram-air lever* — OPEN OR RAM PRESS. This will allow ram air to enter the cockpit.

6. Land as soon as practical.

JETTISON OF EXTERNAL LOAD

EXTERNAL LOAD JETTISON (RETAINING SPECIAL STORE)

All external loads, except the special weapon, can be jettisoned electrically by use of the external load emergency jettison button. If electrical power is not available or the external load emergency jettison handle is used, only low-blow stores and 275/335-gallon drop tanks can be jettisoned. External loads (non-nuclear weapons) are jettisoned in a safe condition.

1. External load emergency jettison button — Press.

2. External load emergency jettison handle — Pull. Pulling this handle jettisons only low-blow stores and 275/335-gallon drop tanks.

3. Station selector switches* — JETT.

4. Armament selector switch — JETTISON ALL (PYLON JETT*) — Press bomb button.

5. External load auxiliary release buttons — Press one at a time at intervals of one second or more.

CAUTION — Do not press more than one auxiliary release button at a time. The combined recoil of ejector cartridges for stores that require the full force of the ejector cartridges produces stresses that can damage the wing structure. This does not include stores loaded “low-blow”, since they do not require the full force of the ejector cartridge for release.

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IN-FLIGHT EMERGENCIES

5. External load auxiliary release buttons — Press one at a time at intervals of one second or more.

NOTE — When using the auxiliary release buttons, external loads (conventional weapons) are released armed or safe (depending on the position of the bomb arming switch) and are force ejected, hi or low-blow for clean separation. 275/335-gallon drop tanks are gravity released. The pylons are not released by the auxiliary release buttons.

EXTERNAL LOAD JETTISON (RELEASING SPECIAL STORE)

All external loads, including the special store, can be jettisoned electrically by use of the special store jettison and the external load jettison systems. If electrical power is not available, the special store and external loads requiring forced ejection cannot be jettisoned.

External loads (conventional weapons) are jettisoned in a safe condition, but the arming of the special store is determined by the special store control panel.

1. Special store unlock handle — Unlock. Rotate the special store unlock handle approximately 30 degrees clockwise to break the safety wire, and pull handle aft to the full stop position to ensure that the special store unlock system is unlocked. Then rotate the handle counterclockwise to lock the handle in the extended position.

2. Special store emergency jettison button — Lift guard and press.

3. External load emergency jettison button - Press.

4. External load emergency jettison handle — Pull. Pulling this handle jettisons only low-blow stores and 275/335-gallon drop tanks.

5. Station selector switches* — JETT.

6. Armament selector switch - JETTISON ALL (PYLON JETT*) — Press bomb button.

7. External load auxiliary release buttons — Press one at a time at intervals of one second or more.

EXTERNAL LOAD JETTISON (NO SPECIAL STORE)

Certain conventional stores or pylons require actuation of the special store unlock handle. However, in extreme emergencies which require jettisoning of all external loads, there would not be time to analyze if the special store unlock handle need be pulled. Therefore, in order to standardize the procedure, the special store unlock handle must be UNLOCKED (if a special store is not carried) before use of the external load emergency jettison button.

If electrical power is not available or the external load emergency jettison handle is used, only loads not requiring forced ejection can be jettisoned. External loads (conventional weapons) are jettisoned safe.

1. Special store unlock handle - Unlock. Rotate the special store handle approximately 30 degrees clockwise to break safety wire, and pull handle aft to the full stop position to ensure that the special store unlock system is unlocked. Then rotate the handle counterclockwise to lock the handle in the extended position.

2. External load emergency jettison button — Press.

3. External load emergency jettison handle — Pull. Pulling this handle jettisons only low-blow stores and 275/335-gallon drop tanks.

4. Station selector switches* — JETT.

5. Armament selector switch — JETTISON ALL (PYLON JETT*) — Press bomb button.

6. External load auxiliary release buttons — Press one at a time at intervals of one second or more.

JETTISON OF EXTERNAL LOAD WITH LANDING GEAR EXTENDED

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IN-FLIGHT EMERGENCIES

Results of a computerized study revealed the following conditions are encountered when external stores are jettisoned with the landing gear extended. The study did not consider yaw or pitching which could be introduced by turbulence, or erratic aircraft operation.

1. Outboard Station — All stores and pylons can be jettisoned without hitting the gear.

2. Intermediate Station — Stores loaded “LOW — BLOW,” unfinned stores and pylons can be jettisoned without hitting the gear. Stores loaded “HIGH — BLOW” may graze the gear.

3. Inboard Station Without TER — Stores loaded “HIGH — BLOW,” finned stores and pylons can be jettisoned without hitting the gear. Stores loaded “LOW — BLOW” and unfinned stores, full or empty, will hit the gear.

4. Inboard Station With TER — Jettisoning the outboard shoulder store from a TER or a TER with stores on the inboard and centerline stations will hit the gear. All other TER configurations will jettison without hitting the gear.

RAM-AIR TURBINE DOORS OPEN

If the ram-air turbine (RAT) inlet and exhaust outlet doors open in flight (as indicated by an audible warning in the headset and illumination of the warning light in the landing gear handle if below 10,000 feet), proceed to close the doors to stop the turbine and shut down the emergency hydraulic pump, as follows:

1. Emergency hydraulic pump lever (RAT) -- Aft (OFF).

2. If unable to move RAT lever aft: a. Airspeed - Reduce to below 250 knots IAS. b. Ram-air turbine (RAT) circuit breaker — Pull. c. Emergency hydraulic pump lever (RAT) — Aft (OFF).

3. If no other indication of malfunction exists — Leave ram-air turbine (RAT) circuit breaker out and continue mission.

4. If unable to close ram-air turbine doors — Burn fuel and land as soon as practical.

NOTE — Flight control system No. 2 should be monitored during RAT operation because of the possibility of exceeding the maximum allowable pressure.

SPIN RECOVERY

If a spin is inadvertently entered, proceed as follows:

1. THROTTLE — IDLE. Retard throttle to IDLE to - prevent compressor stall.

2. CONTROLS — RELEASE. Release all controls and determine spin direction.

3. EXTERNAL LOAD — JETTISON.

If only pylons are installed, jettison the pylons.

4. LANDING GEAR, WING FLAPS, AND SPEED BRAKE — UP, If landing gear, wing flaps, and speed brake are extended when spin is entered, immediately move landing gear and wing flap handles up and speed brake switch in. This action is to preclude structural damage in the event airspeed limits are exceeded during recovery.

5. FULL OPPOSITE RUDDER, FULL AILERONS WITH SPIN, AND FULL AFT STICK.

6. When rotation stops — Initiate stall recovery procedures. When rotation stops, airplane will be in a stall attitude; therefore, use prescribed stall recovery technique.

WARNING — Do not hold recovery controls after rotation stops; otherwise, the airplane will spin in the opposite direction.

WARNING — In attempting recovery from a spin, do not d ailerons against the spin, because a flat n may result. Ifa flat spin is entered, hold mal recovery controls until rotation stops.

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IN-FLIGHT EMERGENCIES

6. When rotation stops — Initiate stall recovery procedures. When rotation stops, airplane will be in a stall attitude; therefore, use prescribed stall recovery technique.

WARNING — If spin is entered at less than 10,000 feet above the terrain or if recovery from a spin entered at a higher altitude has not been completed by the time you pass through 10,000 feet above the terrain, eject. There will not be enough terrain clearance if spin recovery is not completed by 10,000 feet.

UTILITY HYDRAULIC SYSTEM FAILURE

There is no emergency utility hydraulic system. If the utility hydraulic system fails, the speed brake, and nose wheel steering are inoperative. However, emergency accumulators provide pressure for nose gear lowering, wheel braking, and wing flap lowering. An accumulator also supplies pressure, if the utility system fails, to open the air inlet-outlet doors for operation of the ram-air turbine-driven flight control emergency hydraulic pump.

NOTE — The rudder is normally actuated by hydraulic power from the utility hydraulic system. If this system fails or pressure drops below 2900 psi, the summing valve in the rudder system admits enough flight control system No. 2 pressure to the rudder actuating cylinder to build the total pressure back to 3000 psi.

In case of a utility hydraulic system failure, proceed as follows:

NOTE — Nose wheel steering and speed brake will be inoperative; however, wheel brakes may be available for directional control.

NOTE — If battle or structural damage is suspected, and arrestment gear permits, an approach end arrestment should be made.

1. Speed brake switch — Check OFF (center).

2. Landing gross weight — Reduce. If conditions permit, remain airborne in immediate vicinity of base to burn fuel down to normal landing weight.

3. Land as soon as practical.

4. Landing gear handle - DOWN.

5. Landing gear emergency lowering handle — Pull.

6. Wing flap handle - DOWN.

7. Wing flap emergency switch - EMERGENCY DOWN. If wing flap actuation is not obvious, immediately place wing flap emergency switch to EMERGENCY DOWN.

8. Throttle — OFF (if necessary). Move throttle to OFF in case of a drag chute failure.

CAUTION — No attempt should be made to taxi or park the airplane. Clear runway if possible, install nose gear safety pin and shut down.

YAW AND PITCH DAMPER EMERGENCY

In an emergency, the dampers can be disengaged by pressing the damper emergency disconnect switch lever on the control stick, or by moving the yaw-pitch damper switch to OFF. (If the utility hydraulic system fails, the yaw and pitch dampers will be inoperative.)

After momentary electrical or hydraulic failure, the yaw and pitch dampers may be restored by resetting the yaw-pitch damper switch to ENGAGE 1-1/2 minutes after electrical power has been restored or immediately after utility hydraulic pressure returns to about 1900 psi. If complete electrical or hydraulic failure occurs in the yaw and pitch dampers, the yaw and pitch damper servos recenter automatically and lock mechanically.

LANDING EMERGENCIES

PRECAUTIONARY LANDING PATTERN (PLP)

The prime objective of the precautionary landing pattern (PLP) is to get the aircraft on the runway on the first attempt. Basic consideration when executing a PLP are: Do not descend below minimum safe ejection altitude until required for approach and landing; fly as near the normal 2-3 degree approach to landing as possible; eject whenever the situation begins to deteriorate to a point where the desired safe approach cannot be made.

The PLP is designed to keep the pilot in a safe ejection envelope while providing checkpoints with required energy states to land on the runway.

The PLP will be slightly larger than the normal landing pattern and can be entered on downwind, base or final approach.

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LANDING EMERGENCIES

PLP image

1. External Load - JETTISION.

2. Engine Master and Generator Switches - OFF.

3. Fuel System Shutoff - OFF.

4. Emergency Hydraulic Pump Lever (RAT) - ON.

5. Shoulder Harness - LOCK.

6. Gear - DOWN.

7. Airspeed - 220 KIAS. Hold a constant speed of 220 KIAS in the pattern until on final. Fly a pattern. Varying flight path to make key points. Aim for one third point of runway.

WARNING — Avoid excess use of controls. Especially ailerons, as airplane control is marginal because of reduced hydraulic flow.

8. Airspeed - 200 KIAS. Hold pattern speed through final turn, playing the turn "long" or "short", for accurate touchdown. Reduce airspeed to 200 KIAS when straight in on final and maintain into flare.

9. Flaps - AS REQUIRED.

CAUTION — With a dead engine, speed brake is inoperative and use should not be attempted.

10. Drag Chute - DEPLOY.

11. Nose Wheel Steering - ENGAGE.

WARNING — Nose wheel steering is unreliable because of low output of hydraulic pump at low windmill RPM during landing roll.

12. Battery Switch - OFF.

Because of the many variables, pilot evaluation of the factors and judgment will determine pattern and entry point requirements, However, there are some general procedures which are applicable: When on the final approach glide path:

1. The landing gear should be down, the flaps down, and the RAT extended (if applicable).

2. A normal glide path of 2-3 degrees should be flown, maintaining recommended computed final approach speed and avoiding excessive rate of descent.

3. Power should be used as necessary to transition to a normal flared landing.

RECOMMENDED GLIDE

For glide distances with a windmilling or frozen engine, the recommended glide speed is 220 KIAS for a clean airplane, with landing gear and flaps up and speed brake in. At 220 KIAS the glide ratio is 11 to 1, for example, every 10,000 ft of altitude loss the airplane glides 18 NM.

The glide ratio and glide distances of the airplane without drop tanks but with landing gear down are about half those obtainable with the gear up.

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LANDING EMERGENCIES

Glide Distances image

1. External Load - JETTISON.

NOTE — If landing on a prepared surface, retain empty drop tanks to cushion landing shock. If time and conditions permit, fire all ammunition and expend excess fuel to lighten airplane and minimize fire hazard.

2. Gear - DOWN.

3. Shoulder harness - LOCK.

4. Speed brake - UP.

5. Flaps - DOWN.

6. Throttle - OFF. When landing is ensured.

7. Engine master switch - OFF.

8. Touch down on extended gear. Hold opposite wing, or nose, off ground as long as possible, but lower while control is available.

9. Drag chute - DEPLOY.

NOTE — Glide distance with gear and flaps up, speed brake in, approximately 18 nautical miles per 10,000 feet descent.

NOTE — Glide distance with gear down approximately one-half glide distance of clean airplane.

NOTE — Distances shown are for a wings-level glide from altitude to touchdown.

LANDING GEAR EMERGENCY OPERATION

LANDING GEAR UNSAFE INDICATIONS

If an unsafe gear indication exists after moving the gear handle down, recycle the gear. If an unsafe condition still exists, use the landing gear emergency lowering procedures. Attempt to obtain a positive confirmation of the gear condition from the tower or chase plane. If gear appears to be down and locked, make normal landing and stop straight ahead. Do not taxi until gear ground safety pins have been installed.

LANDING GEAR EMERGENCY LOWERING

1. Airspeed - BETWEEN 230 and 180 KIAS. Reduce airspeed to between 230 and 180 KIAS. Otherwise, air loads may hold gear doors closed. Below 180 KIAS, gear may not lock down.

2. Landing gear handle - DOWN.

3. Landing gear emergency handle - PULL.

4. Landing gear position indicator - CHECK SAFE. The red warning light in the landing gear control handle should go out when the gear is down and locked, and landing gear position indicators should show safe indication. If these conditions are not present, proceed to step 5.

5. Gear position control circuit breaker - PULL. Pull gear position control circuit breaker on left circuit-breaker panel and repeat steps 1 through 4.

NOTE — Yaw airplane to lock main gear if gear down-and-locked indication does not appear after 15 seconds.

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LANDING EMERGENCIES

5. Gear position control circuit breaker - PULL. Pull gear position control circuit breaker on left circuit-breaker panel and repeat steps 1 through 4.

NOTE — Nose gear cannot be retracted in flight after being lowered by means of the landing gear emergency lowering handle.

CAUTION — Do not pull G in attempt to aid in locking gear down, as use of G increases landing gear lowering time and may cause damage to gear mechanism.

LANDING WITH ANY ONE GEAR UP OR UNLOCKED

NOTE — If either or both main landing gear cannot be locked down, an approach end arrestment should be considered if suitable barrier facilities are available.

If nose gear does not extend or lock down, or if one main gear does not extend and lock down (and the other cannot be retracted), proceed as follows:

1. External load — Jettison.

NOTE — If landing on a prepared surface, retain empty drop tanks to cushion landing shock, If time and conditions permit, fire all ammunition and expend excess fuel to lighten airplane and minimize fire hazard.

2. Gear — DOWN.

3. Shoulder harness — Lock.

4. Speed brake — UP.

5. Flaps — DOWN.

6. Throttle — OFF when landing is ensured.

7. Engine master switch — OFF.

8. Fuel system shutoff switch — OFF.

9. Touch down on extended gear. Hold opposite wing, or nose, off ground as long as possible, but lower while control is available.

10. Drag chute — Deploy.

11. Battery switch — OFF.

NOTE — Turn fuel system shutoff switch OFF before battery switch is turned OFF, so that battery power is available to close the fuel shutoff valve.

NOTE — Battery switch must be ON, if nose wheel steering or antiskid is required.

MAIN GEAR UP OR BELLY LANDING (PREPARED SURFACE ONLY)

NOTE — If either or both main landing gear cannot be locked down, an approach end arrestment should be considered if suitable barrier facilities are available.

If an unsafe condition is confirmed for the main gear after the emergency lowering procedure is used or a belly landing is unavoidable, the following procedure should be used:

1. Landing gear position control circuit breaker — Check in.

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LANDING EMERGENCIES

2. Gear — UP. Retract main gear so that landing can be made on nose gear and aft fuselage (or empty drop tanks).

3. External load — Jettison (if necessary).

NOTE — Retain empty drop tanks to cushion landing shock and minimize airplane damage.

4. Shoulder harness — Lock.

5. Drag chute — Deploy. Deploy drag chute while airborne, just before touchdown.

6. Normal touchdown.

7. Throttle - OFF. When landing is assured, move throttle to OFF.

8. Nose wheel steering — Engage. Engage nose wheel steering if nose gear is extended, 9, Engine master switch — OFF.

9. Fuel system shutoff switch — OFF.

10. Battery switch — OFF.

NOTE — Turn fuel system shutoff switch OFF before battery switch is turned OFF, so that battery power is available to close the fuel shutoff valve.

NOTE — Battery switch must be ON, if nose wheel steering or antiskid is required.

LANDING ON UNPREPARED SURFACES

Landings on unprepared surfaces are not recommended. However, if an emergency landing on an unprepared surface is unavoidable, it should be made with as many landing gear down as possible. Investigation has shown that landings made on unprepared surfaces with the landing gear down have resulted in less pilot injury and less damage to the airplane than those made with gear up. Empty drop tanks should be retained to cushion impact loads and minimize airplane damage as much as possible.

LANDING WITH ARRESTING HOOK EXTENDED

If the arresting hook is inadvertently released in flight, it will not introduce any problem while airborne, and a safe landing can be made with the hook extended. However, the following conditions must be considered:

1. With a normal 3-degree final approach in normal landing attitude, the tail hook extends approximately 13 feet below the CG of the airplane, and will contact the runway approximately 76 feet before the main landing gear touchdown.

2. Location and type of barriers on the approach end of the runway.

3. Condition of the approach end overrun and the lip of the prepared runway. If a landing must be made with an extended tail hook, and time is available, the barriers on the approach end should be removed to eliminate any possibility of an approach end engagement.

During final approach, fly a normal approach, maintaining a minimum height of 25 feet above any obstructions (runway barrier or runway lip) that could engage the tail hook.

TIRE FAILURE

NOTE — Avoid extreme rudder pedal deflections when nosewheel steering is engaged, since this may cause nose wheels to skid or skip sideways, and steering effectiveness will be lost

LANDING WITH MAIN GEAR TIRE FAILURE, OR FAILURE DURING LANDING

When landing with a flat main gear tire, lower gear in the normal manner and proceed as follows:

1. ANTISKID SWITCH — OFF.

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LANDING EMERGENCIES

2. Normal approach. (If airborne.) Land on side of runway that is away from flat tire. This will reduce the need for differential braking if the airplane pulls toward the low tire.

3. Normal touchdown. (If airborne.)

4. Nose wheel steering — Engage.

5. Drag chute — Deploy.

6. Wheel brakes — Maintain directional control. Use maximum brake away from swerve. Deliberately blowing the good tire may, or may not, be helpful in keeping the airplane on the runway. The airplane will tend to roll straighter with both main gear tires blown, but it is very difficult to turn under this condition. Braking efficiency is greatly reduced with both main gear tires blown.

LANDING WITH NOSE GEAR TIRE FAILURE

When landing is to be made with flat nose gear tire, lower gear in the normal manner and proceed as follows:

1. Normal touchdown.

2. Nose wheels — Hold off. Hold the nose wheels off as long as practical.

3. Drag chute — Deploy. The drag chute should be deployed while the nose wheels are still in the air.

4. Nose wheel steering -- Engage. As soon as the nose wheels touch down, engage nose wheel steering.

5. Wheel brakes — Maintain directional control.

WHEEL BRAKES OVERHEATED

At the first indication of brake malfunction, or if brakes are suspected to be overheated after excessive use, the airplane should be maneuvered off the active runway and stopped. The airplane should not be taxied into a crowded parking area. Overheated wheels and brakes must be cooled before the airplane is subsequently towed or taxied. Peak temperatures in the wheel and brake assembly are not attained until 5 to 15 minutes after a maximum braking operation is completed.

In extreme cases, heat build-up can cause the wheel and tire to fail with explosive force or be destroyed by fire if proper cooling is not effected. Taxiing at low speeds to obtain air cooling of overheated brakes will not reduce temperatures adequately and can actually cause additional heat build-up.

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