VIRTUAL NATOPS FLIGHT MANUAL

NAVY MODEL

T-45C
AIRCRAFT
for Microsoft Flight Simulator
by IndiaFoxtEcho Visual Simulations

Version 1.2.4 – March 2022

NOTICE – Although this manual and the simulated aircraft closerly resemble their real-world counterparts in
many aspects, neither should be used as source of real-world information about the aircraft. This package is
not endorsed or supported by The Boeing Company or by the United States Navy.
CHANGE LOG

Version 1.2.4 – March 13h 2022

Minor update to support pure TACAN (non-VORTAC) stations and bug fixes
- Removed obsolete Javascript code for HUD collimation
- Removed unused Javascript code for Flight Director functions
- Removed unused Javascript code for Boeing FMA
- Removed unused code for vertical speed indicator
- Added partial support for true TACAN STATION (Bearing and distance)*
- Reworked in-cockpit mouse aeras for proper TACAN support
- Fixed minor bug in ADI mode commanded heading cue
- Fixed minor bug in HSI PLAN mode
- Fixed minor bugs in sound package
- Added missing radio tuning, tacan tuning and remove before flight ribbons sound
effects

* - NOTE: TACAN panel will still behave primarily as a NAV2 receiver, however if
tuned to a TACAN station (not a VORTAC) avionics will now display bearing and
distance from the station. CDI information for true TACAN station may not be
correctly supported at the moment.

Version 1.2.3 – January 11h 2022

Hotfix for non working DEP
- Restored files essential for DEP functionality

Version 1.2.2 – January 9th 2022

Flight model tweaks, throttle lever fix and other improvements:

- Further tweaks to roll rate and pitch authority

- Fixed airspeed indicator colors (external view gauges)
- Improved catapult launch code (now with hold back functionality)
- Increased maximum HUD brightness for better daylight visibility
- Redone all thumbnails with the new capture tool
- Added reference to Asobo Common templates as workaround for generic throttle
assignment not working
- Added catapult launch and recovery sound effects
- Updated marketplace product description
- Cleanup of unused code code and files

VERSION 1.2.1 - SU7 compatibility fix and other minor improvements:

- Collimated HUD as per Sim Update 7
- IFF knob now correctly sets transponder state (OFF-STBY-NORM)
- Removed custom high-G sound effects
- Radio volume knobs now work
- Minimum speed displayed on the HUD is now correctly 50kts
- Fixed HUD declutter conditions for heading caret
- Added launch bar and tailhook code for USS Gerald Ford and other carriers*
- Light test switch does not illuminate AOA indexer lights anymore
- Improved roll rate and pitch authority
- Draft implementation of VR stick handling (not granted to work)
- Added SU7 low altitude dust effect

* code works as follows:

If launch bar is deployed and throttle is above 80%, a launch force will be generated
(on any surface)
If tailhook is deployed, an arresting force will be generated upon touchdown (on any
surface)

VERSION 1.2.0 – Major code update and bug fixing, X-Box release.
20-Sep-2021
NOTE – STARTING FROM THIS RELEASE, THE 3-DIGITS SYSTEM OF MSFS IS USED
FOR RELEASE NUMBERING

- Implemented Sim Update V Cockpit Interface

- Replaced XML HUD with HTML5/JS HUD for clarity and compatibility
- More accurate acceleration behavior at lower speeds
- More accurate top speed
- More realistic pitch trim behavior
- Reworked indicated fuel flow calculations
- Removed "Lite" option (not used by players and no significant performance
increase after Sim Update V)
- Implemented Sim Update V Wheels Special Effects
- Fixed minor bug in GTS starter command
- Improved HUD glass rendering
- Fixed instruments HUD overlay (broken after SU5)
- Added commanded heading marker to ADI (when no steering mode selected)
- Added waypoint numbering in MFD HSI mode
- Added Zulu time in MFD HUD mode
- Added Ghost VV in MFD HUD mode
- Added Nav Mode, Distance and TTS in MFD HUD mode
- HUD Brightness control has now 10 settings
- HUD Auto/Day knob selector now correctly reduces brightness at night if AUTO is
selected
- MFD BRT and CONT controls are now functional (although they basically both
control brightness and self illumination)
- Fixed minor bug in rear cockpit audio panel
- Fixed information tags on several controls

VERSION 1.18
23-Jun-2021

- Recalibrated USN insignia white color an all liveries

VERSION 1.17
22-Jun-2021

- Added VT-86 Special Color courtesy of Christoph Tantow

- Added multiple model alias to solve texture duplication issue in multiplayer
- Restored Mouse Drag Control on throttle and flap levers
- Added high altitude contrail effect
- Added tire skid effect
- Increased Elevator Trim effectiveness
- Decreased and recalibrated ILS bars on HUD
- Update Marketplace information

VERSION 1.16
10-Apr-2021

- Updated localization file for World Update IV

VERSION 1.15
04-Apr-2021

- Improved TAWS logic for "Power, Power" audio cue, so that it does not play if
throttle correction is not necessary
- Improved TAWS logic for "Check Gear" audio cue, so that it does not play during
Touch'n'go if the pilot retracts the landing gear below 500ft
- Added automatic retraction of the launch bar if gear lever is not down
- Redone external sounds with jet rumble mixed-in
- Improved quality of internal sound sample
- Replaced camera system GUIDs to avoid potential conflicts with other aircrafts
- MFD MAINT page now shows aircraft exceedances
- Revised NAV lights positions
- Added Velocity Vector and Energy Caret to MFD-HUD page
- Added TAWS "Pull UP" Cue to MFD-HUD page
- Added AoA bracket to MFD-HUD page
- Revised HUD-ILS loc and glideslope bars
- Fixed minor slats animation glitch
- Added DEP controls (Mouse Wheel only)

VERSION 1.10
22-Mar-2021

- Redone external engine sounds

- Replaced internal engine sound main loop sample
- Fixed bug preventing setting the CRS on TACAN (Nav2)
- Created "Lite" versions of all aircrafts, with simplified XML code and geometry
- Implemented VR mouse collision model
- Fixed environmental occlusion geometry
- Fixed missing details in rear cockpit harnessing
- Fixed bug causing cockpit sounds from other T-45 to play in multiplayer
- Fixed formation light switch INOP
- Fixed bug causing the HUD throttle indicator not to work
- Fixed external lights not working after Sim Update 3
- Changed animation of retractable footstep so that automatically retracts when the
canopy closes
- Changed HUD ILS logic so that ILS steering bar will only show if ILS is selected on
the HSI-MFD
- Added TAWS Below Glideslope warning
- Added TAWS Check Gear warning
- Added TAWS Power Power warning

INITIAL RELEASE
8-Mar-2021
WELCOME

The T-45 Goshawk is a fully carrier-capable version of the British Aerospace Hawk Mk.60. It was
developed as a jet flight trainer for the United States Navy and United States Marine Corps. The Hawk
had not originally been designed to perform carrier operations; numerous modifications were required,
such as the extensive strengthening of the airframe to withstand the excessive forces imposed by the
stresses involved in catapult launches and high sink-rate landings, both scenarios being routine in
aircraft carrier operations.
Most notable amongst the changes made to the Hawk's design was the adoption of a comparatively
simple leading edge slat system, operated by an actuator and linkage mechanism capable of being
housed within the limited free space available, along with the addition of strakes on the fuselage which
improved airflow. Other modifications to the Goshawk included its reinforced airframe, the adoption of a
more robust and widened landing gear complete with a catapult tow-bar attachment to the oleo strut of
the new two-wheel nosegear design, and an arresting hook. Additionally, the wingtips were squared off,
a 6-inch (0.152 m) extension to the tail fin and an increased span tailplane (which was also furnished
with squared-off tips) were installed, along with a single ventral fin in front of the arrestor hook.

MINIMUM HARDWARE REQUIREMENTS

Due to the high-detail model and textures, we suggest to use the T-45 on systems that meet or exceed the
following requirements:

CPU: 3.5GHz dual core processor or better

GPU: at least 4Gb dedicated memory, Nvidia 960 or better recommended
RAM: 4.0Gb minimum
Hard Disk: 1.8Gb required for installation

INSTALLATION

IMPORTANT – IF YOU ARE MANUALLY UPGRADING YOUR PACKAGE FROM A PREVIOUS VERSION,
PLEASE DELETE THE PREVIOUS VERSION FIRST!

This package is distributed both on the Microsoft Marketplace, Orbx and other vendors.

If you have purchased the package though the Marketplace or through Orbx Central and you have
followed the on-screen instructions, no further action is required from your end. The plane should be
available in the aircraft selection menu as the other default planes and should be automatically
updated.

If you have purchased the package from an external vendor and the aircraft is provided as a .zip file
without any installer, just unzip the content of the file into your COMMUNITY folder. The exact
location of the folder will depend on your selection when you have installed Microsoft Flight
Simulator. Once you have indicated where your COMMUNITY folder is, just follow the on-screen
instructions.

If you have purchased the package from an external vendor and the product comes with an .exe
installer, just follow the instructions on the screen. You will be asked to locate the COMMUNITY
folder. The exact location of the folder will depend on your selection when you have installed
Microsoft Flight Simulator. Once you have indicated where your COMMUNITY folder is, just follow the
on-screen instructions.

NOTE: If you do not know where the community folder is located, you can follow this procedure:

Go to Options / General.

1.Click on "Developers" which you will find at the bottom of the list on the left.
2.Switch Developers Mode on.
3.On the Dev Menu select Tools / Virtual File System.
4.The community folder location can be found under "Watched Bases"

NOTE: If the copying the folder in the Community folder fails because of the fact that files names are
too long you can proceed as follows:

1. Extract the package folder on your desktop or in any known and easily acceptable location.

2. Rename the package folder from “indiafoxtecho-t45c” to anything short and recognizeable such as
“t45” or just “45”

3. Place the renamed package folder in the Community folder

Once the aircraft is installed in the Community folder, it will be available in the aircraft selection
menu next time you start Flight Simulator. If Flight Simulator was running during the install process,
you need to close it and restart it for the aicraft to appear.I

IMPORTANT NOTE ON THE FLIGHT MODEL

Please note that the T-45C flight model is designed to work with the new Flight Simulator
flight model (Options->General->Flight Model->MODERN) . This is the default option for
Microsoft Flight Simulator and it should be your setting unless you have changed it.

However, some users may have changed the flight model to "LEGACY" in order to use
older FSX-derived add-on planes. The T-45C has a limited support to the LEGACY model
too, but we still suggest you use the MODERN one.

With the modern flight model, the T-45C should behave well and be quite stable and easy
to fly within the regular flight envelope (95 to 535 kts approximately) – although it may
exhibit a little instability in extreme flight or weather conditions.

CREDITS

MilViz....................................................................3d modeling, texturing, animations

Giuseppe Didiano..................................................flight model

Dino Cattaneo ….................................................conversion to Flight Simulator, additional 3D modeling,

texturing, 3D animation, system and avionics programming, Wwise Sound package project management and
project lead.

HUD cove partially based on the HUD done by Jivko Rusev and Scott Printz done for the freeware
IndiaFoxtEcho T-45, reworked by Dino Cattaneo.

T-45C text description taken from wikipedia page: https://it.wikipedia.org/wiki/McDonnell_Douglas-BAe_T-

45_Goshawk

We'd like to thank the Beta testing Team and everyone who supported this project and IndiaFoxtEcho.

For questions, support and contact please write an email to indiafoxtecho@gmail.com or contact us on
Facebook https://www.facebook.com/Indiafoxtecho-594476197232512/

This software package has been produced by IndiaFoxtEcho Visual Simulations, via Dei Giustiniani 24/3B
16123 Genova, Italy – copyright 2021.
ABOUT THIS MANUAL

This manual is partially based on the real world flight NATOPS manual for the T-45C but it has been vastly
cut and edited to reflect the Microsoft Flight Simulator rendition.
Sections blue italics apply only to the simulated version of the aicraft.

THIS MANUAL SHALL NOT BE CONSIDERED A SOURCE FOR REAL-WORLD INFOMATION OR

OPERATION OF THE T-45 AIRCRAFT!

UPDATES

We will try our best to keep the product updated and squash significant bugs as soon as possible. Our
update policy is as follows:

- major updates, which either require a new installer or a major changes to a significant number of files, are
typically deployed as new installers and will be available from your distributor. Updates must be manually
installed unless the product is purchases through the Microsoft Marketplace or Orbx Central.

- minor updates or quick-fixes will be typically deployed as patches for manual installation on our blog
indiafoxtecho.blogspot.com

COPYRIGHT AND LEGAL STATEMENTS

This SOFTWARE PRODUCT is provided by INDIAFOXTECHO VISUAL SIMULATIONS "as is" and "with all
faults."
INDIAFOXTECHO VISUAL SIMULATIONS makes no representations or warranties of any kind concerning
the safety, suitability, lack of viruses, inaccuracies, typographical errors, or other harmful components of this
SOFTWARE PRODUCT.
There are inherent dangers in the use of any software, and you are solely responsible for determining
whether this SOFTWARE PRODUCT is compatible with your equipment and other software installed on your
equipment. You are also solely responsible for the protection of your equipment and backup of your data,
and INDIAFOXTECHO VISUAL SIMULATIONS will not be liable for any damages you may suffer in
connection with using, modifying, or distributing this SOFTWARE PRODUCT.

REVERSE ENGINEERING OF ANY PART OF THIS PACKAGE, INCLUDING THE EXTRACTION OF 3D

AND 2D ASSETS WITH ANY MEAN, IS PROHIBITED.

PLEASE REFRAIN FROM MAKING ILLEGAL COPIES OF THIS SOFTWARE.

INDIAFOXTECHO DOES NOT INCLUDE COPY PROTECTION IN ITS SOFTWARE AS WE BELIEVE
THAT LEGITIMATE CUSTOMERS ARE ENTITLED TO INSTALL THIS SOFTWARE WITHOUT ANY
HASSLE OR WITHOUT WORRYING ABOUT PRODUCT KEYS, LICENSE EXPIRATION AND
AVAILABILITY.
OUR COPY-PROTECTION IS IS MADE OF CONTINUOUS IMPROVEMENT, CUSTOMER SERVICE AND
A FANTASTIC FAN BASE.

THAT BEING SAID, IF YOU MAKE AN ILLEGAL COPY OF THIS SOFTWARE, NOT ONLY YOU ARE
INFRINGING THE LAW – YOU ARE ALSO REDUCING THE RESOURCES FOR DEVELOPMENT OF
UPDATES AND NEW PRODUCTS.

...let alone the fact that the world of simulation communities is small, and we receive notifications of copyright
infringements or reverse engineering attempts directly from our loyal fans very quickly.

LICENSE RESTRICTIONS

This T-45C rendition for Microsoft Flight Simulator is provided solely for non-professional use.
Please contact IndiaFoxtEcho Visual Simulations for inquiries about professional applications.
 T-45C GOSHAWK SPECIAL FEATURES

REMOVE BEFORE FLIGHT STREAMERS, ENGINE COVERS, WHEELCHOCKS ETC.

If the aircraft is spawned on the tarmac or is displayed in the hangar, the model will appear with
“remove before flight” streamers, engine covers and wheelchocks. Also, pilot figures will be
removed and crew access steps will be extended and doors will open over time.

To make streamers, wheelchocks and engine covers appear, all of the following condition must be
met:
- battery or generator switches must be set to ON
- parking brake must be set
- engine N2 rpm must be 0

If at least one of these conditions is not met, streamers, wheelchocks and engine covers will
disappear.
Gear doors will open over time, but will close automatically once the hydraulic system is powered.

CREW ACCESS STEPS

To extend / retract the crew access steps, you must click on its control lever, placed on the left side
of the front cockpit.
EJECTION SEAT AND MDC SAFETY PINS

If the aircraft is spawned on the tarmac, ejection seat and Mild Detonating Cord (MDC) safety pins
will be installed. To remove them just click on them. To place them again in position after shutdown
click on the stowage bag indicated in figure below. The click spots will operate on the safety pin of
both cockpits

CANOPY OPENING / CLOSING CONTROL

Canopy opening/closing is operated by clicking on the canopy control lever indicated in figure
below.
GAS TURBINE STARTER

In order to start the T-45C engine, you must first activate the Gas Turbine Starter (GTS). The GTS
starter switch is located on the throttle lever as indicated in figure.
Control is also mapped to Flight Simulator APU START event.

EXTERNAL LOADS

The external visual model includes the centerline baggage pod and traning bomb racks. Bombs
are not displayed due to Microsoft Marketplace ban on weapons (including training inhert models).

To make the baggage pod appear, you must apply 51 lbs or more to the centerline pylon.

To make the traning bomb racks appear, you must apply 101 lbs or more to the wing pylons.
TAILHOOK AND LAUNCH BAR

Tailhooks and lauch bars are not supported by Microsoft Flight Simulator at the moment of the
release. They are, however, operational in the model via a local variables.

HUD AND TEMPORAL ANTI ALIASING

On most systems and video cards, if the user has selected Temporal Anti-aliasing (TAA) as anti-
aliasing mode, the HUD may not show correctly or appear blurried and unreadable.
HUD should work fine with any of the other Anti-aliasing options.
Picture below shows correct appearance (readability and contrast) of the HUD with DLAA setting:

MODERN FLIGHT MODEL

The T-45C is designed to work exclusively with the “Modern” flight model. This is default option for
Microsoft Flight Simulator, but some users may have switched to the “Legacy” flight model in order
to use old FSX models.

Flight model MUST be set to MODERN.

 CHAPTER 1

General Description and Overview

1.1 DESCRIPTION
The Navy model T-45C Goshawk, manufactured by McDonnell Douglas Aerospace is a two place, light
weight, high performance, fully carrier capable, digital cockpit version of the British Aerospace Hawk. It is
powered by a single Rolls Royce F405-RR-401 turbofan engine, producing a sea level, installed, static thrust
of 5,527 pounds. (After AFC-297) Aircraft have the capability of accepting the Hot Section Reliability
Improvement Program (HSRIP) version of this engine (-402). These aircraft have a placard in the cockpit to
identify the model of engine installed.
A pair of 24 volt rechargeable batteries and a Gas Turbine Starter (GTS) system provide the necessary
electrical power and high pressure air required for starting on the ground and during assisted airstarts
airborne.
The T-45C wing is mounted low on a conventionally structured fuselage. The wing is a moderately swept,
laminar flow design exhibiting a 2 degree dihedral, full span leading edge slats, double slotted trailing edge
flaps, and an integral fuel tank. The intakes are positioned on the fuselage directly above the wing, slightly
forward of the leading edge, and on either side of the fuselage bag type fuel cell. The single vertical
stabilizer, mounted slightly forward on the empennage, and the stabilator are of swept design. The vertical
stabilizer integrates a mechanically powered rudder and a control augmentation system for all speed flight.
The stabilator exhibits a 10 degree anhedral.
The speed brakes are mounted on the sides of the aft fuselage forward of the stabilator. All control surfaces,
with exception of the rudder, are hydraulically powered. A Ram Air Turbine (RAT) provides emergency
hydraulic power to the flight controls in cases of engine or hydraulic pump failure.
The main landing gear use conventional shock struts on a trailing arm layout. A single high pressure tire and
a fully powered anti-skid brake system completes the main gear assemblies. The nose landing gear utilizes a
conventional shock strut and mounts the nose tow launch bar and nose wheel steering systems.
Two wing pylons permit carriage and delivery of a variety of training weapons. A centerline store station
provides non-jettisonable carriage of an external baggage container.

1.2 COCKPITS

The air conditioned, pressurized cockpit accommodates two aircrew in a tandem seating arrangement. It is
enclosed by a single, side hinged, manually operated canopy and a one piece windscreen. Each cockpit is
fitted with the Martin-Baker Navy Aircrew Common Ejection Seat (NACES) affording safe escape from zero
airspeed and zero altitude. Aircrew supplemental oxygen is supplied to the pilot’s chest mounted regulator
from the On-Board Oxygen Generating System (OBOGS). The forward and aft cockpits are identical with the
exception of the following equipment, controls, and switches.

1.2.1 Forward Cockpit Only

1. EXT PWR MONITOR Switch
2. GND PWR Switches
3. On-Board Oxygen Generating System Monitor
4. OBOGS/ANTI-G Switch
5. FUEL SHUTOFF Handle
6. IGNITION Switch
7. DISPLAY POWER Switch
8. CONTR AUG Switch
9. Throttle Friction Knob
10. External Lights Master Switch
11. Catapult Handgrip
12. Head-Up Display (HUD)
13. VCR Control Switch
14. MASTER ARM Control Switch
15. LAUNCH BAR Switch
16. PARKING BRAKE Handle
17. PITOT HEAT Switch
18. Identification Friend or Foe (IFF) Control Panel
19. ECS Control Panel
20. BATT 1 and BATT 2 Switches
21. Exterior Lights Switches (6)
22. HOOK BYPASS Switch
23. Rudder Lock Lever (Gust Lock)

1.2.2 Aft Cockpit Only

1. Command Ejection Selector
2. Ejection SEAT LIGHT Switch
3. MASTER ARM Override Switch
4. Instrument Training Hood
5. VCR
6. Mission Data Loader
7. Digital Data Set Control Panel (After AFC-311)
8. Solo Checklist

1.2.3 Required Avionics Modernization Program (RAMP), AFC-279 (Aircraft 163599 thru 163634,
163636 thru 163650, 163652 thru 165079 after AFC-279)
This airframe change upgrades T-45A aircraft with the T-45C crew station and associated avionics systems.
The modified aircraft are designated as T-45C aircraft. The resulting cockpit configuration duplicates the
baseline T-45C aircraft CUM A196, with minor differences. Cockpit displays incorporated under RAMP are
color capable, versus the baseline T-45C monochrome displays. The color capable displays are designated
Multi Function Color Displays (MFCDs). With the incorporation of ASC-009, the capability is provided to
select either color or monochrome for the Attitude Director Indicator (ADI) format. Aircraft that have been
modified by RAMP can be operated with either MFCDs or MFDs.
In this manual the acronym MFD (Multi Function Display) is used in some instances when referring to either
an MFD or MFCD display.

1.3 AIRCRAFT WEIGHT AND AIRSPEEDS

The zero fuel or operating weight of the aircraft without pylons is approximately 10,560 pounds (which
includes trapped fuel, oil, and two air-crew). Gross weights for different combinations of armaments, racks,
and equipment can be determined from the applicable Handbook of Weight and Balance (NAVAIR 01-1B-40)
for the aircraft.
The aircraft is capable of achieving an airspeed of 0.85 Mach at 30,000 feet in level flight.

1.4 MISSION
The primary mission of the T-45C is to provide Navy strike flight training. The aircraft provides the capability
to train student naval aviators for high performance jet aircraft and to qualify students for a standard
instrument rating and initial carrier qualification. In addition, the aircraft supports training in fundamental
tactical skills, emphasizing the development of habit patterns, self confidence, and judgement required for
safe and efficient transition to fleet aircraft with advanced technology weapon systems.
 CHAPTER 2
System Descriptions
2.1 ENGINE SYSTEM
2.1.1 Description
The aircraft is powered by a single, non-afterburning twin-spool turbofan engine. A two-stage low pressure
(N1) compressor is driven by a single-stage low pressure turbine. A five-stage high pressure (N2)
compressor is driven by a single-stage high pressure turbine. The N1 and N2 shafts are concentric and each
assembly rotates independently in a clockwise direction when viewed from the front of the aircraft. The
engine develops an installed static sea level thrust of approximately 5,527 pounds. 100 percent N2 is 15,512
rpm.

Note:
Due to MSFS restrictions, Engine simulation is somewhat simplified if compared to real-world functionality
and complexity. In the following paragraphs, detailed system description is provided for educational
purposes only may not apply completely to the simulation.

2.1.1.1 Internal Airflow

Air entering the engine passes directly to the first stage of N1; there are no inlet guide vanes. Leaving N1,
the air is divided into two streams. One stream passes through N2, the combustion system, and turbines; the
other stream flows through an annular bypass duct into an exhaust mixer section where the two air streams
mix. The mixed stream flows through the tailpipe and is discharged through a fixed geometry, converging
nozzle.

2.1.1.2 Bleed Valve

A bleed valve is fitted to the N2 casing at the final stage to prevent stalling of N2 during starting. Bleed valve
operation is automatic. The valve is open for starting and closes at 61 ±4 percent during the initial engine
acceleration. Closure is indicated by an increase in N2 idle rpm of approximately 3 percent and a decrease in
EGT of approximately 50°C. When the valve is closed it remains so until N2 rpm falls to approximately 45
percent during engine shutdown.
When the engine is operating under manual fuel control the bleed valve remains closed at all engine speeds,
except during an airstart when it is opened by pressing the Gas Turbine Starter (GTS) start button. The bleed
valve remains open for 60 seconds after button release. This is automatic and is a feature which facilitates
air starting. The bleed valve opens upon a switch over from manual fuel control to the main fuel control if N2
is below 61 ±4 percent
.
2.1.1.3 Bleed System
Bleed air from the N1 and N2 compressors is used to seal the compressor and turbine bearing
compartments as well as providing cooling for the turbine assemblies. The N2 compressor (5th stage) also
supplies bleed air for the environmental and OBOGS/anti-g systems, and the fuel tank pressurization
system.
A steam ingestion bleed valve is added in the N2 bleed line to increase bleed air flow and provide additional
surge protection from catapult steam ingestion during launch. The valve is opened when the launch bar is
not retracted and all of the following are fulfilled:

1. Weight-on-wheels.

2. N2 rpm above 70 percent (the 70 percent N2 switch provides the switching).

A latching relay permits the LAUNCH BAR switch to be set to RETRACT, after the circuit is completed, to
establish a lights out cockpit for launch without closing the valve. The valve automatically closes when any of
the other conditions required to open the valve are not true. The ACCEL caution light illuminates when the
valve position does not match the commanded position. A 2-second delay prevents transitory light
indications.

2.1.1.4 Anti-Ice
A small flow of bleed air is continuously ducted forward through the N1 shaft and through the fan spinner to
provide heat for anti-icing. The air is discharged through an annular slot in the spinner assembly and
reenters the compressor.

2.1.1.5 Engine Accessory Gearbox

An external gearbox, driven from the N2 shaft, is mounted beneath the engine at the front end. Drives are
provided for:
1. Hydraulic pumps.
2. Dc generator.
3. Low Pressure (LP) fuel pump.
4. High Pressure (HP) fuel pump.
5. Engine oil pumps.
6. N2 rpm tach-generator.

During engine start, the drive from the air turbine starter is transmitted through the external gearbox to rotate
the N2 shaft.

2.1.1.6 Engine Fuel Control System

The engine fuel system consists of a LP fuel pump, fuel cooled oil cooler, low pressure fuel filter, HP fuel
pump, Fuel Control Unit (FCU), and 18 fuel spray nozzles in the engine combustion chamber. The LP fuel
pump provides fuel at the proper pressure for the HP fuel pump. The LP PMP caution light illuminates when
fuel pressure drops below 35 psi.
The engine fuel control is equipped with a main and a back-up (manual) mode. Either mode can be selected
by the FUEL CONTR switch located on the left console panel in both cockpits.

2.1.1.6.1 Main Fuel Control System

The main fuel control system is activated by placing the FUEL CONTR switch to the NORMAL position. The
system is a flow scheduling type with acceleration control. The FCU schedules fuel flow according to the
selected throttle position and compensates the flow for changes in altitude and airspeed. Engine acceleration
is controlled by a 75 gallons per hour (gph) shot of fuel solenoid and a throttle valve dashpot in conjunction
with a hydromechanical acceleration switch. The two position shot of fuel solenoid is opened whenever the
aircraft is below 7,200 feet MSL.

Note
The shot of fuel solenoid is open on the ground and remains open until climbing thru 9,500 ±300 feet MSL.
The solenoid reopens when descending thru 7,700 ±500 feet MSL.
The two position shot of fuel solenoid is actuated to the approach mode when the aircraft is below 6,500 feet
(may occur as high as 10,000 feet).
When the shot of fuel solenoid is activated it provides increased fuel flow to reduce engine acceleration time
and provide improved engine surge control. The dashpot ensures that the throttle valve opens at a rate to
give the maximum stall free acceleration regardless of the rate of throttle movement. The acceleration switch
modulates the action of the dashpot by permitting an increased rate of throttle valve movement at a
scheduled N2 rpm during acceleration. The engine accelerates more slowly as altitude increases.

2.1.1.6.2 Manual Fuel Control System

The manual fuel control system is activated by placing the FUEL CONTR switch to the MANUAL position.
This action will cause the MFUEL advisory light to illuminate if there is adequate fuel pressure. Prior to
engine start the MFUEL advisory light will not illuminate until the engine is rotating. The system bypasses the
control elements downstream of the HP pump outlet. There is no automatic control of N1 rpm, N2 rpm or
EGT. All fuel metering to the engine is accomplished by direct movement of the throttle; therefore, all power
changes must be made with extreme care to prevent exceeding rpm and EGT limits; however, selection with
throttle at MRT will most likely result in exceeding rpm/EGT limits.
Selection of manual fuel control may be made at any engine speed throughout the flight envelope.
Selecting manual fuel at high rpm may result in exceeding rpm or EGT limits.
Engine operation is similar to that of main fuel system with the exception of the following:

1. Airstarts may require throttle modulation due to bypassing of the Sub Idle Fuel Control Unit (SIFCU).

2. Retarding the throttle to IDLE results in a lower than normal idle N2 rpm (up to 5 percent) due to the
absence of the fuel flow contributed by SIFCU.

Note
If practical, throttle should be positioned so N2 rpm is above 70 percent to prevent possible sub idle
operation.

3. As the dashpot acceleration switch is inoperative, engine acceleration times at lower altitude are
significantly
slower than normal. At higher altitudes (above 20,000 feet), a slightly faster engine acceleration may be
noticed.

4. The bleed valve remains closed at all engine speeds except during airstart when it is held open with a 60
second timer circuit.

5. To maintain N1 rpm within limits, N2 rpm should not exceed 95 percent below 20,000 feet MSL, or 90
percent above 20,000 feet MSL.

Starting the engine on the ground with manual fuel control is not permitted.

Note
Complete loss of electrical power precludes switching the fuel control from the position selected.

Restoration to main fuel control system from manual fuel control while the engine is producing high thrust
can cause a transient deceleration and immediate acceleration as the ECA trim control is restored. The bleed
valve may open until the hydro-mechanical governor speed signal is reestablished. If the engine is running
below 61 ±4 percent N2 rpm the bleed valve remains open until the engine is accelerated above this speed.

Note
Manual fuel control selection has no functional impact in the simulation – the switch is operatble and the
associated warning light works for procedural purposes only.

2.1.1.6.3 Sub Idle Fuel Control Unit

The sub idle fuel control unit meters a fuel supply to the fuel spray nozzles during the starting cycle. The
SIFCU consists of a body housing a sleeve and metering piston which is actuated by a spring-loaded
diaphragm assembly.
A fuel pressure signal from the HP fuel pump hydro-mechanical governor is fed to one side of the diaphragm
and a continuous reference pressure signal (LP fuel pressure) is fed to the other side. The resultant signal
(pressure difference) moves the diaphragm causing the metering piston to move in the profiled sleeve which
meters the fuel flow in accordance with N2 speed during acceleration up to ground idle conditions.

2.1.1.7 Engine Control Amplifier

The Engine Control Amplifier (ECA) automatically prevents overspeed and overtemp conditions under
normal operation. The ECA monitors N1 shaft speed and two sets of thermocouples located behind the N1
turbine sections.
The EGT/RPM warning light on the warning lights panel in each cockpit will illuminate whenever the exhaust
gas temperature exceeds 650 ±8 °C or N1 rpm exceeds 112.4 ±1.0 percent.
The ECA controls fuel flow to maintain EGT and N1 rpm within limits. The ECA contains two separate
identical electrical circuits, lane 1 and lane 2, and a circuit that monitors and compares the operation of the
two lanes. The lane that indicates the lowest fuel flow setting has priority. If a malfunction occurs to one of
the lanes, the other lane takes priority and the ECA advisory light illuminates in both cockpits. If a malfunction
occurs to both lanes, the ECA advisory and ECA caution lights will illuminate in both cockpits.
During engine start the ECA provides a signal of correct N1 rotation to the starting system. When N1 reaches
100 rpm in the correct direction of rotation, a signal is sent to the starting system which energizes the ignition
system and illuminates the READY advisory light in each cockpit. The ignition system is deenergized and the
READY advisory light is extinguished when the engine reaches 45 percent rpm.

2.1.1.8 Engine Oil System

The engine oil system provides pressure lubrication to engine bearings and accessory gearboxes. The oil
tank is located under the aft end of the bypass duct and is replenished through pressure or gravity filling
connections. Oil quantity is indicated on a sight glass at the rear of the tank. The total capacity of the tank
and system is 25.2 U.S. pints. The unusable or trapped oil is 9.6 U.S. pints. Maximum consumption rate is
0.8 U.S. pint per hour.

2.1.1.8.1 Oil Circulation

An engine driven, variable speed, positive displacement pressure pump draws oil from the tank and supplies
oil through a Fuel Cooled Oil Cooler (FCOC) and a filter, to an oil feed transfer housing (distribution block). A
pressure relief valve protects the system, and a FCOC bypass valve ensures the circulation of an adequate
supply of oil at low temperature or if the FCOC is blocked. From the transfer housing, pressure oil is supplied
to the internal gearbox and compressor bearings, turbine bearings, and external high speed gearbox. Three
scavenge pumps, located on a shaft common with the pressure pump, return the scavenge oil through
associate filters to the tank.
2.1.1.8.2 Oil Low Pressure Warning
A differential pressure switch monitors the differential pressure between feed oil pressure and the scavenge
oil pressure at the internal gearbox. If the differential pressure decreases below 10 psi, the OIL PRESS
warning light illuminates in both cockpits. To eliminate transient warning caused by negative g maneuvers,
the warning is delayed for approximately 10 seconds. Momentary illumination of the OIL PRESS warning
light is acceptable under positive g flight conditions following a period of zero or negative g. This is caused by
system pressure recovery; which may take up to six seconds.

2.1.2 Engine Operation

Control of the engine consists essentially of selecting throttle positions. If the ECA and main fuel control
system are functioning normally, fuel flow for any thrust setting will be correctly scheduled to prevent
exceeding limits.
Sustained engine operation at less than 70 percent N2 above 30,000 feet MSL may result in a sub-idle
condition leading to engine flameout. If engine flameout occurs, perform an airstart.
If the ECA automatic controls fail to keep the N1 rpm and EGT within limits, the ECA caution and/or
EGT/RPM warning lights illuminates. If the engine can not be adequately controlled after a dual lane failure,
manual fuel control should be selected.

Note
• If an ECA lane failure indicated by the ECA advisory light occurs, a momentary thrust fluctuation may be
experienced. With a dual lane failure indicated by the ECA 2 caution light; engine EGT, fuel flow, and N2
should be monitored and the throttle carefully controlled.

• If the main fuel control system fails, incorrect or uncommanded engine response will be experienced. This
may be accompanied by N1 rpm, EGT, and N2 rpm exceedance, and/or engine stall. If main fuel control
system failure occurs, fuel control should be switched to manual.

• Engine EGT and N2 rpm should be monitored and the throttle carefully controlled.

2.1.2.1 Ignition
Two 12 joule dc ignition units are mounted above the engine bay, each energizes an engine igniter. Both
igniters operate during ground and air starting. Ignition is controlled by the ECA and starter control unit.

2.1.2.1.1 Weight-On-Wheels
With weight-on-wheels engine ignition is provided when:

1. The GTS start button is pressed, ignition ceases immediately when the button is released.

2. The ENGINE switch is set to START and the READY advisory light is on. Ignition is continuous until the
engine reaches 45 percent rpm or after 45 seconds when ignition is automatically terminated and the GTS
returns to idle.

2.1.2.1.2 Airborne
When the aircraft is airborne (weight-off-wheels) engine ignition is provided when:
1. The GTS start button is pressed and continues for 30 seconds after the button is released.
2. The ENGINE switch is set to START and the READY advisory light is on. Ignition is continuous until the
engine reaches 45 percent rpm or after 45 seconds when ignition is automatically terminated and the GTS
returns to idle.

2.1.2.2 Engine Starting System

2.1.2.2.1 Gas Turbine Starter
The GTS (or air producer) is a self-contained unit complete with ignition system, fuel pump, fuel control,
lubrication system, and a dc starter motor. The GTS provides air to start the engine on the
ground, and can also be used in flight to assist during an airstart. The GTS is mounted above the engine bay
and consists of a compressor driven by a two-stage turbine. It supplies compressed air to an Air Turbine
Starter (ATS) motor mounted on the engine accessory gearbox. GTS operation is initiated by activating the
GTS start button located on the front of the throttle grip. The turbine is rotated to a self-sustaining speed by a
dc motor. A dc powered fuel/oil pump draws fuel from the aircraft tanks and supplies it to nozzles in a
combustion chamber containing two ignition plugs. Power for the dc motor and the ignition plugs is taken
from the 28 Vdc essential services bus. Air is drawn into the compressor through a grill on top of the
fuselage. When the GTS is first started, the resulting compressed air is exhausted overboard through a
dump valve. Once the GTS is at idle, the green GTS advisory light illuminates. When the ENGINE switch is
momentarily selected to START, the GTS accelerates, the start valve is opened, the dump valve closes and
the GTS supplies compressed air to the engine ATS. The ATS drives the N2 shaft through the accessory
gearbox. To prevent shock loading of the ATS clutch, a speed switch inhibits operation of the start valve
when N2 rpm is above 20 percent. The GTS will automatically shut down when N2 rpm reaches 45 percent.
When GTS shutdown occurs, the GTS advisory light goes out
.
Minimum interval between each GTS start attempt is 3 minutes. After three consecutive GTS start attempts,
a minimum interval of 30 minutes is required before further start attempts. Additional start attempts after an
unsuccessful start are prohibited until the GTS exhaust duct and combustor section are inspected and any
residual fuel is removed and the RAT doors are inspected for discoloration and warpage.

Note
Protection circuits within the starting system automatically shut down the GTS if GTS idle speed is not
achieved within 30 seconds after the GTS start button is pressed.

Note
In the simulation, the Gas Turbine Starter is simulated through the MSFS APU functionality and can be
binded to its controls if desired.
For gameplay purposes, it is not strictly necessary, in the simulation, to start the GTS before starting the
engine if starter is operated through keystrokes.

2.1.2.2.2 Air Turbine Starter

The ATS consists of a turbine driven by air ducted from the GTS. The ATS drives the engine N2 shaft through
the accessory gearbox and provides assistance until approximately 45 percent N2 rpm has been achieved
whereupon the starting system is automatically shut down.

2.1.2.3 Engine Starting Operation

With the BATT switches ON, the throttle at OFF, both ENGINE switches at ON and the IGNITION switch at
NORMAL, the GTS is started by momentarily pressing the GTS start button. The GTS accelerates to idle and
the GTS advisory light illuminates. (Maximum acceptable time between pressing the GTS start button until
GTS advisory light illuminates is 20 seconds at sea level and 28 seconds in flight.
If GTS start attempts are longer than the acceptable start times, subsequent in-flight start attempts may
exceed the GTS auto shutdown limit.
When the GTS light illuminates, momentarily placing the ENGINE switch to START accelerates the GTS to
full power, the start valve opens and admits air to the ATS after which the dump valve closes. The ATS drives
the engine N2 shaft which induces an airflow through the engine to rotate the N1 shaft. When N1 shaft speed
reaches 100 rpm in the correct direction of rotation, a relay in the ECA closes to illuminate the READY
advisory light.

If the READY advisory light does not illuminate within 15 seconds, discontinue start attempt, otherwise
mechanical damage may result from an overheat condition. A tail wind may cause the N1 compressor to
rotate backward.
When the READY advisory light is on and 17 to 20 percent N2 rpm is indicated, placing the throttle to the
IDLE position supplies fuel, scheduled by the SIFCU to the spray nozzles in the combustion chamber.
Engine light-off must occur within 15 seconds of IDLE being selected, or the start must be discontinued. At
GTS cutout speed (45 percent N2 rpm) the fuel to the GTS is cut off and it will shut down; simultaneously the
GTS and READY advisory lights are extinguished and the ignition units are deenergized. The engine
continues to accelerate and should stabilize at approximately 52 percent N2 rpm within approximately 30
seconds of selecting IDLE. If 45 percent N2 rpm is not attained within 45 seconds from release of the start
switch, the GTS will decelerate to idle.
Engine starts with the throttle above the ground idle position may cause engine surge/overtemperature.
Engine EGT will not normally rise above 420 °C on ground start. Conditions may arise which will cause EGT
to approach the maximum permissible temperature of 550 °C. Under these conditions, the EGT rate of
increase will be a better indication of proper engine operation than will the actual value attained. Thus, a
ground starting EGT that is rising rapidly should concern a pilot more than a start where the EGT slowly
peaks out at 550 °C. The cause of the rapidly rising EGT (extremely high ambient temperatures, starting a
hot engine, high wind up the tailpipe, etc.) should always be determined, since it may be indicative of some
engine malfunction. After the rpm has stabilized the throttle should be advanced slowly to accelerate the
engine through approximately 61 ±4 percent to close the bleed valve, after which the throttle should be
returned to IDLE. The engine idle rpm should be approximately 3 percent higher and the EGT approximately
50 °C lower with the bleed valve closed than when idling with the bleed valve open. However, the idle speed
may vary depending on engine loading, air bleeds and ambient conditions. As the engine stabilizes, the idle
rpm should be 55 ±2 percent at sea level, (standard day), increasing 1 percent per 1,500 feet of altitude.
During engine start, the start cycle can be interrupted by placing the throttle to OFF; the GTS will continue
running and may be used to motor the engine. If it is intended to stop the GTS, the ENGINE switch must be
placed to OFF; subsequently the 3-minute interval must be observed before a further start is attempted.

Note
For simplicity, GTS operation is optional in the simulation if engine control is operated through keystrokes.

2.1.2.4 Windmill
The engine may be motored by following a procedure similar to that for a normal ground start except that the
IGNITION switch must be placed to ISOLATE before the ENGINE switch is set momentarily to START. The
throttle should be retained at OFF. The GTS automatically reverts to idle after 45 seconds.

2.1.3 Engine Cockpit Controls and Indicators

2.1.3.1 Throttle
The throttle is located on the left console and controls the engine thrust in response to the throttle movement.
FULL FORWARD operates engine at Maximum Rated Thrust (MRT)
APPROACH IDLE, with landing gear down and aircraft weight-off-wheels, maintains minimum rpm at
approximately 72 percent. With the ANTI-SKID switch set to ON the approach idle stop
retracts immediately with weight-on-wheels, or 2 seconds after weight-on-wheels with the ANTI-SKID switch
set to OFF. Inflight, the approach idle stop is automatically retracted when the GTS start button is pressed.
The generator must be reset to restore normal operation.
IDLE Opens fuel shutoff valve to direct fuel to fuel spray nozzles.
OFF Interrupts or prevents fuel flow to engine.

2.1.3.2 Throttle Friction Knob

The throttle friction knob is located in the front cockpit, on the left console, and aft of the throttle. Rotating the
knob clockwise increases the throttle friction.

2.1.3.3 Finger Lift

The finger lift is located on the front side of the throttle, just below the throttle grip. Raising the finger lift
permits the throttle to be moved past the approach idle stop, when engaged, or past the IDLE stop into OFF.
A safety stop prevents inadvertent movement of the throttle lever to OFF should the pilot accidentally actuate
the finger lift during normal throttle retraction. If an engine shutdown is required, the finger lift must not be
lifted until the throttle is in either the approach idle position or the ground idle position.

Lowering the landing gear with the throttle aft of the approach idle stop position will cause the finger lift to be
partially raised when the approach idle stop engages. Any further contact with the finger lift, once partially
raised, may be sufficient to clear the ground idle stop; subsequent aft movement of the throttle will then result
in inadvertent engine shutdown.

• To prevent inadvertent engine shut down, contact with the finger lift shall be avoided unless shutting down
the engine is the desired intent.

• Lowering the landing gear handle with the throttle aft of the approach idle stop (approximately 72 percent)
will reduce airborne engine shutdown protection. Ensure that the first movement of the throttle is forward
after lowering the gear with the throttle aft of the approach idle stop.

• It may be necessary to move either throttle slightly forward to raise the finger lift if the throttle is at the
ground idle stop. Forward movement should be just enough to clear ground idle stop. Moving too far forward
will cause contact with the safety stop when finger lift is raised and inability to retard the throttle.

2.1.3.4 ENGINE Switch

The ENGINE switch is located on the left console. The switch has the following positions:
START This momentary position accelerates the GTS to full power, then automatically opens the start
valve to admit air to the ATS, starting the engine.
ON Energizes the start control unit and permits fuel boost pump number 2 operation if all other
parameters are met.
OFF Manually shuts down the GTS operation and deenergizes the start control unit and, after 30
seconds, shuts the fuel boost pump number 2 OFF.

Note
While operating from the Virtual Cockpit, START positon cannot be selected if GTS is not operating.
2.1.3.5 IGNITION Switch
The IGNITION switch is located in the front cockpit on the left console, and has the following positions:
ISOLATE Deenergizes engine and GTS ignition systems.
NORMAL The switch is normally in this position and is protected by a guard. In this position power
is supplied to the ignition system.

2.1.3.6 FUEL CONTR Switch

The FUEL CONTR switch is located on the left console. The switch has the following positions:
NORMAL The switch is normally in this position. In this position the main fuel control system is selected.
MANUAL Selects the manual fuel control system.
TE (After ECP-263) Tests manual fuel control system. Spring loaded back to normal position.

2.1.3.7 GTS Start Button

The GTS start button is located on the front face of the throttle grip. Momentarily pressing the button starts
the GTS and energizes the engine igniters, when the IGNITION switch is in NORMAL and starts the electric
fuel boost pumps. If airborne, wheels down, it also removes the approach idle stop.

TAKEOFF with the GTS Start Button stuck in the depressed position may result in Loss of Situational
Awareness. MFCDs, DEU, SADS and VCR/CEU will drop off line with weight-off-wheels. Generator will not
reset and display over-ride switch inhibited.

Note
GTS functionality in the simulation is liked to APU controls – switching on the APU in the sim will result in
GTS start and subsequent illumination of the caution light, however the GTS button animation will not play in
this case.

2.1.3.8 Rpm Indicator

The rpm indicator is located on the upper right corner of the main instrument panel, below the fuel flow
indicator and indicates N2 rpm in percent.

2.1.3.9 EGT Indicator

The EGT indicator is located on the upper right corner of the main instrument panel, and below the fuel
quantity indicator. The indicator indicates EGT in °C.

2.1.3.10 FUEL FLOW Indicator

The FUEL FLOW indicator is located on the upper right corner of the main instrument panel, above the rpm
indicator, and indicates the rate of fuel flow to the engine combustion chamber in pounds per hour (pph).

2.1.4 ENG (Engine) Display

The ENG display may be selected on either MFD by selecting the MENU option then the ENG option. The
display presents information in three data blocks. The first provides back-up data for the primary instruments,
the second provides supplementary data, and the third provides information useful for maintenance and is
available only with weight-on-wheels. If any parameter is invalid or a sensor fails that information will be
blank on the display.
N2 rpm % Displays engine N2 compressor rpm. Range is from 0 to 115 percent rpm in 1% increments.
FF Displays engine fuel flow. Range is from 0 to 7,000 pph in 1 pph increments.
FQTY Displays internal fuel quantity remaining. Range is from 0 to 3,306 pounds, in 1 pound
increments.
N1 rpm % Displays engine N1 compressor rpm. Range is from 0 to 120 percent rpm in 1 percent increments.
TAT C Displays total air temperature. Provides indication of icing conditions. Range is from -60 to
+99 °C in 1 °C increments.
EPR Displays the Engine Pressure Ratio (EPR). Engine pressure ratio is calculated by dividing the engine
exhaust pressure (PS16) by the atmospheric pressure (furnished by the forward BARO altimeter). Range is
from 0 to 9.99 in 0.01 increments. This data is provided as information only at this time.
T6 C Displays engine turbine EGT directly from the Airborne Data Recorder (ADR) (before AVC-5153),
Airborne Signal Data Computer (ASDC) (after AVC-5153), or Digital Data Set (DDS) (after AFC-311).

Note
The ENG display T6 C temperature does not include the engine trim corrections made to the primary EGT
indicator and, therefore, will not match the EGT indicator indication. Range is from 0 to +1,000 °C in
1 °C increments. HPC PRESS Displays N2 compressor discharge pressure (P3) in psi. Range is from 0 to
250 psi in 1 psi increments. Available only with weight-on-wheels.
PLA Represents the throttle position in degrees. Range is from 0 to 48° in 1° increments. Available only with
weight-on-wheels.

Note
The PLA displayed on the Multifunction Display (MFD) is not the same degrees reported via the Airborne
Data Recording System (ADRS) .

2.1.5 Engine Warning, Caution, and Advisory Lights

2.1.5.1 FIRE Warning Light

The FIRE warning light is located on the upper right side of the instrument panel. When excessive
temperature is detected in the engine bay, the FIRE warning light illuminates, and is followed by a MASTER
ALERT light and warning audio tone.

2.1.5.2 GTS FIRE Warning Light

The GTS FIRE warning light is located on the warning lights panel, on the main instrument panel. When
excessive temperature is detected in the GTS bay, the GTS FIRE light illuminates.

2.1.5.3 EGT/RPM Warning Light

The EGT/RPM warning light is located on the warning lights panel, on the main instrument panel. The light
illuminates when either the EGT exceeds 650 ±8 °C or N1 rpm exceeds 112.4 +1.0 percent.

2.1.5.4 OIL PRESS Warning Light

The OIL PRESS warning light is located on the warning lights panel, on the instrument panel. The light
illuminates when the oil pressure differential is low for more than 10 seconds. Momentary illumination of the
OIL PRESS warning light is acceptable under positive g flight conditions following a period of zero or
negative g. This is caused by system pressure recovery; which may take up to six seconds.

2.1.5.5 TP (TAILPIPE) HOT Caution Light

The TP HOT caution light is located on the warning/caution/advisory lights panel, on the instrument panel.
The light comes on when excessive temperature in the tailpipe bay is detected.

2.1.5.6 ECA 2 Caution Light

The ECA 2 caution light is located on the warning/caution/advisory lights panel, on the instrument panel. The
light illuminates when a total (both lanes) engine control amplifier failure is detected.

2.1.5.7 LP PMP (PUMP) Caution Light

The LP PMP caution light is located on the warning/caution/advisory lights panel, on the instrument panel.
The light comes on when LP pump output pressure is low or the low pressure fuel filter is clogged.

2.1.5.8 ACCEL Caution Light

The ACCEL caution light is located on the warning/caution/advisory lights panel, on the instrument panel.
The light illuminates when either the shot of fuel solenoid valve or the steam ingestion bleed valve is not in
the proper position with respect to aircraft configuration.

2.1.5.9 M (Manual) FUEL Caution Light (After AFC-297)

The M FUEL caution light is located on the warning/caution/advisory lights panel, on the right side of the
instrument panel. The light illuminates when the manual fuel control system is operating.

2.1.5.10 GTS Advisory Light

The GTS advisory light is located on the warning/caution/advisory lights panel, on the right side of the
instrument panel. The light illuminates when the GTS has reached idle speed and is available for engine
start.

2.1.5.11 READY Advisory Light

The READY advisory light is located on the warning/caution/advisory lights panel, on the right side of the
instrument panel. The light illuminates when N1 reaches 100 rpm or greater, rotation is in the correct
direction, and the igniters are energized.

2.1.5.12 ECA Advisory Light

The ECA advisory light is located on the warning/caution/advisory lights panel, on the right side of the
instrument panel. The light illuminates when a single lane ECA failure is detected.
2.1.5.13 M (Manual) FUEL Advisory Light (Before AFC-297)
The M FUEL advisory light is located on the warning/caution/advisory lights panel, on the right side of the
instrument panel. The light illuminates when the manual fuel control system is operating.

2.2 FUEL SYSTEM

2.2.1 Fuel System Description

The internal fuel supply is carried in two tanks, a fuselage tank and an integral wing tank, containing a total of
427 gallons of usable fuel. The center section of the wing tank forms a collector tank, the forward part of
which is a negative g compartment containing two boost pumps. The internal tanks are pressurized with
engine bleed air to keep the collector tank full until all other fuel is exhausted. In the event that pressurization
is lost, fuel gravity feeds to the negative g compartment. The unusable or trapped fuel in the system is
approximately 11 gallons.
Provision is made for pressure or gravity refueling, and for gravity or suction defueling. A precheck system
allows the refueling operator to detect a failure in the fuel shutoff system during refueling.

Note
The aircraft has no capability to dump fuel.

2.2.1.1 Fuel Tanks

The fuselage tank is located between the engine air intakes just aft of the aft cockpit. The wing tank extends
between the front and rear spars on each side of the centerline.

2.2.1.2 Boost Pumps

Two boost pumps are installed in the negative g compartment. The boost pumps ensure uninterrupted
engine fuel supply under normal and negative g conditions. The F PRES caution light on the
warning/caution/advisory lights panel illuminates when there is an insufficient pressure differential across
either pump. The boost pumps are installed on a manifold. A full flow check valve is installed in each of the
manifold’s fuel pump inlets to prevent backflow of fuel into a failed pump. A bypass valve is installed on the
manifold which allows the engine-driven pump to draw fuel directly from the bottom of the negative g
compartment if the boost pumps fail.
The boost pumps are each driven by an ac motor with power supplied through a dedicated static inverter.
The inverters and fuel boost pumps automatically turn on: (1) during GTS operation, or (2) when the engine
speed is greater than 42 percent, the aircraft generator is ON and the ENGINE switches are set to ON. A
time delay relay keeps the fuel boost pumps operating for 30 seconds after loss of any of the signals. For
example, with the GTS off, 30 seconds after losing engine speed, or generator voltage indication, both boost
pumps shut down to conserve battery power. With the GTS off, if the ENGINE switch is selected to OFF for
more than 30 seconds, fuel boost pump number 2 shuts down and an F PRES caution light is illuminated.
After an airstart, if the generator is not reset, and the ENGINE switches are not returned to ON, within 30
seconds the F PRES caution light illuminates.

Note
After an airstart, if the generator is not reset within 30 seconds the F PRES caution light illuminates when a
fuel boost pump’s static inverter automatically switches back to the Generator Bus.

2.2.1.3 Fuel Shutoff Valve

The low pressure fuel shutoff valve enables the pilot to isolate the aircraft fuel system from the engine and
GTS systems. The shutoff valve is operated by a T-handle control located only in the forward cockpit. The
valve is normally left open (down position) and closed only during an emergency. The valve is closed (pulled
up) during an emergency or after reaching zero rpm on engine shutdown.

2.2.1.4 Fuel Flow Transmitter

The fuel flow transmitter in the engine fuel supply line provides a rate of flow signal to the fuel flow indicator
in the forward cockpit, which in turn provides a signal to the indicator in the aft cockpit and the Airborne Data
Recorder (ADR) (before AVC-5153), Advanced Signal Data Computer (ASDC) (after AVC-5153), or Digital
Data Set (DDS) (after AFC-311). The ADR/ASDC/DDS then provides the digital value of the fuel flow to the
Display Electronics Unit (DEU) via the mux bus for presentation on the ENG display.
The fuel flow transmitter is powered by the 28 Vdc Essential Services Bus.

2.2.1.5 Fuel Quantity Indicating System

The fuel quantity indicating system consists of capacitance-type fuel quantity probes, fuel quantity indicators,
a Fuel Quantity (FQTY) readout on the ENG display, a BINGO advisory on the MFDs, and a FUEL caution
light. The fuel quantity indicator located on the instrument panel, is the primary fuel quantity indication and
provides the total fuel available in pounds multiplied by 100. The range of indication is from 0 to 3,300
pounds.

2.2.2 BINGO Advisory

A BINGO advisory is displayed in the MFD advisory windows when the fuel quantity is less than or equal to
the BINGO setting. The BINGO advisory is accompanied by CAUTION being displayed on the HUD and by
flashing of the BINGO setting and BNGO option legends. The BINGO advisory and the HUD CAUTION
remains displayed until rejected. The BINGO setting and BNGO option legend continues to flash after
the advisory is rejected as a reminder, until the setting is reset below the aircraft’s fuel quantity.

2.2.2.1 BINGO Setting

The BINGO setting readout is located on the MFD Attitude Display Indicator (ADI) display above the BNGO
option. On power up, the BINGO setting defaults to 900 pounds with a minimum setting of 0 pounds and a
maximum of 3,000 pounds. The setting may be entered using either the ADI display or the Data Entry Panel
(DEP) in 100 pound increments.

2.2.2.1.1 ADI Entry

Successive actuation of the ADI BNGO option selects/deselects (boxes/unboxes) the option. Selection of the
Low Altitude Warning (LAW) or Pitch Trim (PT) option will deselect (unbox) BNGO. When the ADI BNGO
option is selected, the BINGO increment and decrement options are displayed. Selecting either
increment/decrement option changes the BINGO setting accordingly in 100 pound increments. Pressing and
holding the increment/decrement option initially changes the BINGO setting in fine adjustments and rapidly
accelerates the longer it is selected. If the minimum or maximum setting is reached the value will wrap
around past 0 and continue to increment/decrement.

2.2.2.1.2 DEP Entry

The BINGO setting is controlled from the DEP by pressing the BNGO button. When the button is pressed the
scratch-pads is displayed, and the DEP is enabled. The current BINGO setting is displayed in each
scratchpad proceeded by the BINGO identifier (BF). The BINGO setting can now be entered in 100 pound
increments using the DEP entry buttons. When the setting is entered, pressing the DEP ENT button stores
the new setting in the DEU, updates the ADI BINGO setting, and removes the scratchpads.

2.2.3 Fuel System Operation

2.2.3.1 Fuel Transfer Sequence

Fuel is transferred from the outer sections of the wing tank into the collector tank through a flap type non-
return valve on each side of the collector tank. Fuel is then transferred from the collector tank to the negative
g compartment through flap type non-return valves in the rear wall of the compartment. The flap type non-
return valves prevent fuel from flowing out of the negative g compartment to the rear part of the collector tank
in noseup attitudes and/or during acceleration at low fuel states. This ensures that fuel is available at the
boost pumps for delivery to the engine.

2.2.3.2 Fuel Tank Pressurization

The fuel tanks are pressurized by bleed air from the engine HP compressor. The air enters the system
through a filter, and a pressure control valve. On aircraft 163647 thru 165062, a bleed air shutoff valve is
located between the filter and pressure control valve. The bleed air shutoff valve is not utilized; however, it is
powered to the open position in the event that a closed valve is installed during maintenance.
The pressure control valve provides air to the fuel tanks at a pressure of 6 psig above datum pressure. On
aircraft 163647 thru 165062, the pressurized air flows through the shunted inlet tanks, transfer valves and
the pressure refueling valve to the fuselage tank. On aircraft 165063 and up; also 163599 thru 163646, the
pressurized air flows through the transfer valves and pressure refueling valve to the fuselage tank. The
ram/datum pressure is ambient pressure or slightly above and is fed to a low air pressure switch and two
inward relief valves in addition to the pressure control valve. The low air pressure switch senses ram/datum
pressure on one side and control valve outlet pressure on the other; if the outlet pressure falls below 3 psig
above datum pressure the F PRES caution light illuminates. The F PRES caution light is also connected to
each boost pump’s pressure switch. A loss of tank pressurization or loss of either boost pump pressure
illuminates the F PRES light. If fuel tank pressurization is lost, the two inward relief valves allow ram/datum
air to enter the tanks. The inward relief valves also act as a non-return valve to prevent air/vapor or fuel
venting to the atmosphere through the ram/datum air inlet.

2.2.3.3 Fuel Tank Venting

The fuel tanks are vented to the atmosphere through a dual datum relief valve and a bleed orifice arranged in
parallel and connected to a vent pipe terminating at the aft end of the fuselage adjacent to the tailpipe.
The dual datum relief valve provides a means of venting fuel if the pressure refueling system fails to shut off
fuel flow when the tanks are full, and also controls tank pressure. The valve relieves at 9.5 psig during
normal flight and 4 psig during pressure refueling or when the arresting hook is down; relieving some tank
pressure prior to carrier landing.
The bleed orifice provides a controlled bleed of pressure that bypasses the dual datum relief valve to vent
the tanks after the engine is shut down or after refueling.
Air and fuel vapor from the collector tank is piped to a vent tank. A vapor release valve in the vent tank
discharges the vapor through a non-return valve into the fuel tank vent pipe. The vapor release valve is float
controlled, but under negative g conditions it is held closed by a weighted arm to prevent fuel loss. Vapor
from the outer sections of the wing tanks is vented through the fuselage tank.

2.2.3.4 Fuel Feed

Fuel is supplied to the engine by a pair of electrical motor (ac) driven boost pumps located in the negative g
compartment. The fuel supply line is fitted with a manually controlled fuel shutoff valve and a fuel flow
transmitter. A branch pipe supplies fuel to the GTS.

2.2.3.5 Low Fuel Caution

A low internal fuel state is indicated by the illumination of the FUEL caution light on the
warning/caution/advisory lights panel in both cockpits. The caution light is triggered by a float switch in the
negative g compartment which closes when the usable fuel falls below approximately 350 pounds. The
amount of fuel indicated when the float switch closes depends on the type fuel, its temperature and the
aircraft attitude.
When the low level float switch closes, activation of the FUEL caution light is delayed for 10 seconds to
minimize nuisance flickering caused by sloshing fuel.

2.2.4 Refueling
A pressure refuel/defuel coupling is located on the fueling control panel behind access door 311EL in the
engine left air intake fairing. Refueling is accomplished through a solenoid operated pressure refueling valve
located at the bottom of the fuselage tank.
(Aircraft 163647 thru 165062) When the access door is opened, a plunger releases the RESET switch which
powers the refuel panel for refueling or defueling depending on the position of the REFUEL/DEFUEL switch.
When the door is closed, a plunger mounted on the door pushes the RESET switch to the flight position.
(Aircraft 163599 thru 163646; also aircraft 165063 and up) When the access door is opened, the main
refueling switch is automatically set to REFUEL, which powers the refuel panel for refueling. When the door
is closed, the main refueling switch is automatically set to the FLIGHT position.
For refueling, dc power from the No. 1 battery/ground service bus is routed through the main refueling switch
(aircraft 163599 thru 163646; also aircraft 165063 and up) or the REFUEL/DEFUEL switch (aircraft 163647
thru 165062) to a reed switch in the refueling valve. When fuel pressure is applied to the refuel/defuel
coupling the reed switch is closed and power is supplied by the fuselage tank high level float switch to
energize a solenoid which opens the pressure refueling valve. When the fuselage tank is full a FULL FUEL
indicator light (aircraft 163599 thru 163646; and aircraft 165063 and up) or FSLG VALVE indicator light
(aircraft 163647 thru 165062) on the fueling control panel illuminates after electrical power is removed from
the valve (closes valve) and the no flow refuel pressure (above 17 psi) closes the flow limiting valve which
closes the reed switch. The light extinguishes when the refuel pressure is removed from the refuel nozzle. If
the pressure refueling valve fails to close when the fuselage tank is full, fuel is vented overboard through the
fuselage tank relief valve. The fuselage tank and wing tank can be refueled by gravity through a capped filler
at the top of the fuselage tank.
The precheck system allows the refueling operator to detect a failure in the fuel shutoff system during
refueling. The system includes a precheck solenoid valve, a precheck tank (which encloses the high level
float switch) and associated plumbing. After refueling flow is initiated, actuation of the momentary precheck
switch on the fueling control panel opens the precheck solenoid valve; filling the precheck tank, raising the
high level float switch, and closing the refueling valve. If the high level float switch and the refueling valve
function normally, refueling reduces to 5 gpm or less in 10 seconds. The FULL FUEL light (aircraft 163599
thru 163646; also aircraft 165063 and up) or FSLG VALVE light (aircraft 163647 thru 165062) illuminates
when the pressure refueling valve closes.

Note
(Aircraft 163599 thru 163646; also aircraft 165063 and up) When the refueling door is open the transfer
valves are commanded closed and the XFR CLOSED light illuminates. If the XFR CLOSED light does not
illuminate, the problem must be fixed prior to refueling.

Note
Refueling in the simulation is only possible through the in-game menus.
2.2.4.1 Defueling
When the main refueling switch (aircraft 163599 thru 163646; also aircraft 165063 and up) or the
DEFUEL/REFUEL switch (aircraft 163647 thru 165062) is set to DEFUEL the internal tanks can be defueled
by suction through the refuel/defuel coupling. A manually operated defueling valve, on the left side of the
fuselage above the midpoint of the wing root fairing, must be opened with a special key to facilitate this
process. The key cannot be removed when the defueling valve is in the open position. The fuselage tank and
wing tank defueling rate is approximately 24 gpm (160 ppm) with a suction of 11 psi.
During suction defueling, fuel is drawn from the collector tank through the boost pump bypass valve, the
defueling valve and refuel/defuel coupling. As fuel is withdrawn from the system, suction relief is provided by
inward venting of air through the inward relief valves in the ram/datum air supply line. Defueling using suction
alone leaves some trapped fuel in the outer portions of the wing tank. The amount of trapped fuel in the outer
portions of the wing can be reduced by defueling with the fuel tanks pressurized through the ram/datum air
scoop.

Note
Pressurizing through the external air pressurization port will not assist in defueling as the transfer valves
close and prevents this pressure from reaching the tanks.

2.2.4.2 Draining
The fuel system may be drained by gravity down to the residual fuel level by opening a wing tank drain valve
in the left wheel well. The residual fuel in the fuselage tank and wing tank may be removed by opening two
water drain valves in the collector tank; the valve’s operating positions and discharge points are in underwing
fairings on each side of the aircraft centerline. Draining without tank pressurization leaves some trapped fuel
in the outer portion of the wing tank. The amount of trapped fuel in the outer portion of the wing tank can be
reduced by draining with the fuel tanks pressurized through the ram (datum) air scoop or through the
external air pressurization port.

2.2.5 Fuel System Controls and Indicators

2.2.5.1 FUEL SHUTOFF Handle

The FUEL SHUTOFF handle is located on the left console, in the front cockpit. The T-shaped handle
contains a release button in the top of the handle to unlock it from the down position.
Down Permits fuel flow to the engine and GTS. Up Isolates aircraft fuel system from the engine and GTS.

2.2.5.2 Fuel Quantity Indicator

The fuel quantity indicator is located on the right side of the instrument panel. The indicator indicates internal
fuel remaining in 100 pound increments.

2.2.5.3 BNGO Option (ADI Display)

The BNGO option is located on the ADI display. Pressing the option alternately selects/deselects
(boxes/unboxes) the BNGO option, enabling/disabling the BNGO increment/decrement options. The option is
also boxed when the DEP is enabled for entry of the BINGO setting.

2.2.5.4 BNGO Button (DEP)

Pressing the button enables the DEP for entry of the BINGO setting and displays the scratchpads.

2.2.5.5 BINGO Setting

The BINGO setting is located above the ADI BNGO option and provides a readout of the BINGO setting from
0 to 3,000 pounds in 100 pound increments.

2.2.5.6 ADI BNGO Increment/Decrement Options

The ADI BNGO increment/decrement (�/�) options correspondingly increase/decrease the BINGO setting in
100 pound increments.

2.2.6 Fuel Warning, Caution, and Advisory Lights

2.2.6.1 FUEL Caution Light

The FUEL caution light is located on the warning/caution/advisory lights panel. The light illuminates when
usable fuel remaining is less than approximately 350 pounds.

2.2.6.2 F PRES Caution Light

The F PRES caution light is located on the warning/caution/advisory lights panel. The light is illuminated
when a loss of fuel tank pressure is detected or an insufficient pressure differential exists across either boost
pump.

2.3 ELECTRICAL SYSTEM

Primary dc power is provided by an engine driven 9 kw dc generator which supplies 28 volts to the 28 Vdc
generator bus. Ac power is provided by two static inverters which are connected in parallel supplying the ac
buses. The inverters are powered from the 28 Vdc essential services bus and each supplies 115 volts, 400
Hz to the 115 Vac buses, and 26 volts, 400 Hz to the 26 Vac buses. Warnings of generator and inverter
failure are given on the warning/caution/advisory lights panel. Two 24 volt dc batteries provide power for the
engine starting system and, following generator failure, for services which are essential for the operation of
the aircraft. The batteries are connected to the 28 Vdc essential services bus. External dc power may be
connected and used for ground servicing and for charging the batteries.

2.3.1 Dc System Operation

2.3.1.1 Dc Generator
The 9 kw 28 volt dc generator, located below the forward end of the engine, is driven by the engine external
gearbox. Generator output is supplied to the 28 Vdc generator bus which is connected, through diodes, to
the 28 Vdc essential Services Bus.
During ground starts, the GENERATOR warning light extinguishes when a suitable dc output is obtained. On
initial start the generator may not come online until the throttle is run-up during the 70 percent checks. While
performing an airstart, the generator is automatically deenergized to reduce engine loads. The generator
must then be manually reset as in a generator failure.

2.3.1.2 Generator Failure Warning

An under-voltage sensing unit is connected to the 28 Vdc generator bus. When an undervoltage condition
(25 volts dc or less) is sensed, the sensing unit is deenergized and the GENERATOR warning light is
illuminated. Both ac inverters continue to operate and share the essential ac bus load when a generator
undervoltage condition is sensed by the undervoltage unit. The undervoltage sensing unit incorporates a 1.5
second time delay to prevent operation by undervoltage transients.
The maximum voltage output of the generator is controlled by an overvoltage unit. The overvoltage unit takes
the generator off line if the voltage exceeds 30.2 volts. When the overvoltage unit trips the generator off line
the undervoltage sensing unit illuminates the GENERATOR warning light.
If the overvoltage condition clears, the generator can be brought back on line by placing the generator switch
to RESET.
If the generator is taken off line, the 28 Vdc generator bus voltage falls below 25 volts, causing the
undervoltage unit to activate the GENERATOR warning light. The 28 Vdc essential services bus then
receives power from the batteries.
A 2 minute timer provides battery power to the DEU, both left MFDs, Stability Augmentation Data Sensor
(SADS) and the VCR/Camera Electronics Unit (CEU) for for up to 2 minutes whenever the generator is taken
off line for either an overvoltage or undervoltage condition. If the generator remains off line for more than 2
minutes, the timer will time out and remove power from the DEU, MFDs, SADS, and VCR/CEU. Should
power be restored before or after the 2 minutes, power will continue/be restored to the equipment from the
28 Vdc generator bus.

2.3.2 Batteries
The two 24 volt 18 ampere-hour sealed lead acid batteries are located in the main equipment bay. The
batteries are controlled from the forward cockpit by the individual switches, BATT 1 and BATT 2. Setting a
battery switch to ON connects that battery to the 28 Vdc essential services bus. In this condition the battery
is charged by the generator; if, however, the generator is off line, the battery supplies power to the 28 Vdc
essential services bus. A single fully charged battery should supply the 28 Vdc essential services bus loads
for approximately 12 minutes (both batteries should supply the loads for approximately 27 minutes).
If the generator fails, the services supplied by the 28 Vdc generator bus (ac and dc nonessential loads) are
lost; however, those services connected to the 28 Vdc essential services bus (including 115 ac, 26 Vac, and
6 Vac essential loads) continue to operate from the batteries provided the battery switches are set to ON.

2.3.3 External Power Supply

External power may be connected and used for ground servicing and for charging the batteries. External
power units should supply 28 Vdc at 300 amps.The external power supply receptacle is located behind an
access panel aft of the right engine air intake. As engine rpm exceeds 45 percent N2, the external power is
automatically cut off.

2.3.4 External Power Monitor

Before being supplied to the aircraft electrical buses, external power is sampled by the external power
monitor for proper voltage. If the monitor senses any quality problems it disconnects or inhibits external
power from the buses. Operation of the external power monitor is controlled by the EXT PWR MONITOR
switch. Starting the GTS on external power is not permitted. To start the GTS, external power must be
disconnected by setting the EXT PWR MONITOR switch to OFF. The external power monitor switch is
located in the front cockpit on the left side wall, aft of the pilot services panel on the ground power panel.

2.3.5 Ground Power Switching

Two ground power switches are located in the front cockpit on the ground power panel. These switches
control external electrical power to a group of aircraft systems/equipment and are used to apply power on the
ground only to the necessary systems/equipment during maintenance. During an engine start or anytime
both ENGINE start switches are set to ON, ground power switching is disabled.

2.3.6 Ac System Operation

2.3.6.1 Ac Supplies
115/26 Vac, 400 Hz, single phase is provided by two static inverters which are supplied with dc power from
the 28Vdc essential services bus. Both inverters operate in parallel in the normal mode providing power to
both the essential and nonessential ac busses. For flight safety during a generator failure, nonessential ac
loads are automatically removed to maximize battery endurance time. Each inverter has voltage and
frequency regulation and protection circuits.
The inverters are interconnected for phase control, and the first inverter to sense a satisfactory dc input
assumes a master control function over both inverters. With a satisfactory dc input and ac output, the
inverters are brought on line automatically. The inverters drop off line when input power drops below 16 ±1
volts and will automatically come on line when the input power is 18 ±1 volts. The inverters will also drop off
line if frequency output varies from the acceptable range.

2.3.6.2 Inverter Control

The inverter protection circuits trip an inverter off line when certain fault conditions are detected. The fault
conditions are grouped in two types, those associated with the input to an inverter and those associated with
the output of an inverter. When an input fault condition has cleared the inverter is automatically reset but
after an output fault has cleared the inverter must be reset manually. Manual resetting of both inverters is
controlled by the AC RESET switch.

2.3.6.3 Inverter Failure

An indication that an inverter has failed or is off line is indicated by illumination of the AC INV caution light.

2.3.6.4 Ac Failure
If both inverters fail and do not reset, the analog GPS/Inertial Navigation Assembly (GINA) pitch, roll, and
heading information provided to the ADR (before AVC-5153), ASDC (after AVC-5153), or DDS (after AFC-
311), Yaw Damper Controller (YDC), and VOR/ILS/MB receiver is unreliable due to the loss of the ac power.
The attitude information display on the HUD and ADI displays are not affected. The standby attitude indicator
does not depend on ac power and continues to operate from the 28 Vdc essential services bus.

2.3.7 Electrical System Controls and Indicators

2.3.7.1 Battery Switches

Two battery switches, labeled BATT 1 and BATT 2, are located on the PWR panel on the right console in the
front cockpit, and have the following positions:
ON Connects the corresponding battery to the 28 Vdc essential services bus.
OFF Disconnects the battery from the 28 Vdc essential services bus.

2.3.7.2 AC RESET Switch

The AC RESET switch is located on the PWR panel, on the right console and is a three position toggle
switch, spring loaded to the center. The switch has the following positions:
1 Resets number 1 inverter.
Center Normal position.
2 Resets number 2 inverter.

2.3.7.3 GEN Switch

The GEN switch is located on the PWR panel, on the right console and is a three position toggle switch,
spring loaded to the ON position. The switch has the following positions:
RESET Resets the generator voltage regulator.
ON Generator is on, excitation power is supplied from the 28 Vdc essential services bus.
OFF Excitation power is removed, turning off the generator.
2.3.7.4 EXT PWR MONITOR Switch
The EXT PWR MONITOR switch is located on the external power monitor and controls the operation of the
ground power panel.
OFF The external power is disconnected from the aircraft electrical system. Before starting the
GTS this position should be selected.
NORMAL Allows the aircraft electrical system to be energized by external electrical power if the generator
is not running and the external power is of the proper quality.
RESET Switch must be positioned to RESET before external power can be applied to the aircraft
electrical system. The RESET position is spring loaded to NORMAL.

2.3.7.5 A/B GND PWR Switch

The A/B GND PWR switch controls external electrical power to the various systems/equipment as listed
below:
GROUP A DEU, ADRS, HUD camera, SADS, forward left MFD.
GROUP B Same as GROUP A plus the remaining three MFDs.

2.3.7.6 C/D GND PWR Switch

The C/D GND PWR switch controls external electrical power to the various systems/equipment as listed
below:
GROUP C YDC and GINA.
GROUP D Same as GROUP C plus the radar altimeter.

2.3.7.7 Voltmeter
A dc voltmeter in each cockpit is connected to the 28 Vdc essential services bus. It indicates generator
voltage with the generator on and battery voltage with the generator off. The scale of the voltmeter ranges
from 21 to 29 volts and is graduated in 2-volt increments. Concentric with the graduated scale is a colored
scale which is orange from 21 to 24 volts (indicating battery power only) and is green from 24 to 29 volts
(indicating generator or external power).

2.3.8 Electrical Warning, Caution, and Advisory Lights

2.3.8.1 GENERATOR Warning Light

When an undervoltage condition is sensed, the warning light is illuminated.

2.3.8.2 AC INV (INVERTER) Caution Light

The AC INV caution light illuminates only when one or both inverters fail.

2.4 AVIONICS SYSTEM

The avionic system provides a highly integrated digital cockpit which significantly improves the effectiveness
of aircrew training. The heart of the avionics system is the Display Processor (DP) (before ECP-254) or
Mission Display Processor (MDP) (after ECP-254) which are commonly referred to as the Display Electronics
Unit (DEU).

2.4.1 Display Electronics Unit

Upon aircraft power up, power is supplied to the DEU and normal operation begins. The DEU acts both as a
mission computer and display computer.
As a mission computer it computes navigation and weapon delivery solutions. It also controls the dual
redundant MILSTD-1553 multiplex data bus (mux bus) which interfaces with the ADR (before AVC-5153) or
ASDC (after AVC-5153) or DDS (after AFC-311), Mission Data Loader (MDL), and Global Positioning System
(GPS)/Inertial Navigation Assembly (GINA). The DEU also has hardware interfaces with the TACAN and
VOR/ILS for navigation data, the Stability Augmentation Data Sensor (SADS) for air data, selected aircraft
equipment for BIT functions, and other miscellaneous signals.

As a display computer the DEU interprets air-crew commands from the four Multi-Function Displays (MFD)
and two Data Entry Panels (DEP) to generate the appropriate response/display on the Head-Up Display
(HUD) and MFDs. If any one source of data is invalid, the related information shall be blanked. Anytime a 28
Vdc generator bus undervoltage is sensed, both right MFDs and the HUD drop off line. The DEU, both left
MFDs, and SADS will remain powered by the 28 Vdc essential services bus for 2 minutes without generator
power. If the 28 Vdc generator bus undervoltage occurs while airborne the DEU automatically deselects all
training failures and switches both left MFDs to the ADI display. A DISPLAY POWER switch on the
miscellaneous switch panel allows the pilot to bypass the 2 minute relay and maintain power to the DEU, left
MFDs, and SADS by selecting ORIDE. The DISPLAY POWER switch also allows the pilot to reset the DEU
by momentarily interrupting power to the DEU.
When a GTS start is initiated while airborne, the DEU and all MFDs immediately drop off line. Once the
generator is restored and reset following a 28 Vdc generator bus undervoltage or GTS start, the DEU, all
MFDs, and the HUD are be restored to their last pilot selected mode/display.

2.4.2 Master Modes

There are three master modes of operation: Navigation (NAV), Air-to-Air (A/A), and Air-to-Ground (A/G).
Master mode selection is mutually exclusive, selecting a different master mode automatically deselects the
current master mode. The controls, displays, and avionic equipment operation are tailored as a function of
pilot selected master mode. This section will only address the NAV master mode.

2.4.2.1 Navigation Master Mode

The NAV master mode optimizes HUD symbology with navigation type data. The NAV master mode can be
selected in several different ways:
1. Automatically at power-up with weight-on-wheels.
2. Selecting (boxing) the NAV option on the stores display.
3. Actuating the MODE button on the DEP to cycle to the NAV master mode, refer to the MODE button
description.

Selection of the NAV master mode can be determined by the HUD display. Master mode can also be
determined from the stores display.

2.4.3 Cockpit Controls and Displays

Cockpit controls and displays consist of four MFDs/MFCDs (two in each cockpit), two DEPs (one in each
cockpit), the HUD (front cockpit) and a DISPLAY POWER switch (front cockpit).

2.4.3.1 Multi Function Display

In cockpits with Multi Function Displays (MFDs), the displays operate independently of each other thereby
providing the ability to display the desired information on any MFD. In the NAV master mode the left MFD is
usually used to display the ADI and the right MFD is used to display the HSI.

Note
In the simulation, the MFDs in the rear cockpit are linked to the MFDs in the front cockpit: any action
performed on the left or right MFDs in the front or in the rear cockpit will affect the same display on the other
cockpit (see REPEATER mode below)

2.4.3.1.1 CONT (Contrast) Knob

This knob varies the contrast between the symbology and the dark background on any level of brightness.

2.4.3.1.2 BRT (Brightness) Knob

This knob varies the intensity of the presentation.

2.4.3.1.3 OFF/N (Night)/D (Day) Knob

Placing the knob to OFF removes power from the MFD. Placing the knob to N provides a lower brightness
control range. When selected, D provides a higher brightness control range.

2.4.3.1.4 Option Buttons

Each MFD has 20 buttons around the periphery of the MFD with an adjacent legend on the selected display.
Actuation of a button with a legend (option) displayed next to the button performs the desired function.

2.4.3.2 Multi Function Color Display

In cockpits with Multi Function Color Displays (MFCDs), the displays operate independently of each other
thereby providing the ability to display desired information on any MFCD. Bezel switches use Touch Thru
Metal (TTM) technology. Refer to the BIT procedures description later in this chapter for BIT procedures.

2.4.3.2.1 CNT (Contrast) Switch

This switch varies the contrast between the symbology and the dark background on any level of brightness.
An indication of the current contrast setting is provided on the display when the contrast is adjusted. A
rectangular symbol at the top of the screen, along with the letters CNT, provide a visual indication of the
setting during adjustment. When the CNT switch + or - selection is pressed, the rectangle symbol changes
size laterally between min and max as the setting is adjusted. The indications are removed when the
adjustment is stopped.

2.4.3.2.2 BRT (Brightness) Switch

This switch varies the intensity of the presentation. An indication of the current brightness setting is provided
on the display when the contrast is adjusted. A rectangular symbol at the top of the screen, along with the
letters BRT, provides a visual indication of the setting during adjustment. When the BRT switch + or -
selection is pressed, the rectangle symbol changes size laterally between min and max as the setting is
adjusted. The indications are removed when the adjustment is stopped.

2.4.3.2.3 DAY/ON/NGT (Night) Switch

This switch turns the display on when either the DAY or NGT (night) mode is selected. Selecting either of the
two operating modes limits the display brightness. When NGT is selected, a lower brightness control range is
available When DAY is selected, a higher brightness range is available.

2.4.3.2.4 OFF Button

When the OFF switch is pressed, the display is turned off. Further actuation of the switch does not cycle
power between on and off.

2.4.3.2.5 MFCD Option Buttons

Each MFCD has 20 option buttons on the display bezel and an adjacent legend on the selected display.
Actuation of a button with a legend (option) displayed next to the button performs the desired function.

2.4.3.3 MENU Display

The MENU display provides access to all top level displays by pressing (selecting) the adjacent button. Upon
aircraft power up with weight-on-wheels each MFD/MFCD initializes with the MENU display.
With weight-off-wheels, they revert to the display, option selections, and master mode selected prior to the
power interruption. The MENU option appears next to the bottom center button on all formats and provides
the ability to return to a known point and access another format. Functions provided by the MENU options
are discussed in the section where that system is described.

2.4.3.4 Attitude Director Indicator

The Attitude Director Indicator (ADI) display is selected by actuating the ADI option. The ADI is an electronic
display that replicates a standard electro-mechanical ADI, but provides more flight information.
Aircraft navigation data is derived from the GINA and/or ILS then is sent to the DEU which
in turn provides the corresponding ADI display.
The ADI ball indicates aircraft pitch and roll angle in a standardized format compatible with previous training.
On cockpits with MFDs, the sky on the ADI is represented in green and the earth in dark.
Cockpits that have MFCDs installed are capable of displaying a color ADI format after ASC-009
incorporation.
On MFCDs before ASC-009, only monochrome (black and white) formats are available. After ASC-009,
either a monochrome or a color ADI can be selected. Selection of MONO at PB16 boxes the option and
provides a monochrome ADI display. MONO provides a black and white ADI ball and white font on a black
background symbology in the cockpit in which it is selected. The unboxed MONO option is the power up
default. MONO is displayed only when the aircraft is weight-on-wheels. If MONO is selected with weight-on-
wheels, that selection is maintained during weight-off-wheels.

2.4.3.4.1 ADI Symbology

The pitch ladder, horizon line, waterline symbol, bank pointer and scale, spin direction indicator, slip indicator,
indicated airspeed, barometric altitude, and vertical speed are unique ADI symbology and are described
below:

1. Pitch Ladder and Horizon Line. Indicates the pitch angle of the aircraft by the position of the waterline
symbol ( ) relative to the pitch ladder. The ladder consists of rungs every 5 degrees and the pitch angle
readout every 10 degrees. At +90 degrees a circle appears indicating the zenith and at -90 degrees a circle
with a cross appears indicating the nadir. The pitch ladder pivots about the waterline symbol and appears
in all master modes. The horizon is indicated by a solid line extending across the ADI ball and is restricted
to the confines of the ball.
When the MDP detects that MFCDs are installed in the cockpit and monochrome (MONO) is selected,
symbology on the ADI page is displayed with white font on a black background. The ADI ball is displayed
with a white sky and black terrain.
In the color mode (MONO unselected), the ADI ball is displayed with blue sky and brown terrain, and
symbology in white font on a black background.

2. Bank Pointer and Scale. Bank angle is indicated by a solid pointer moving inside a fixed scale at the
bottom of the ADI ball. Tic marks are provided at 0°, 10°, 20°, 30°, 60°, and 90° angles of bank. When the
bank angle exceeds 90° the bank pointer will not be displayed.
3. Spin Direction Indicator. Indicates direction and magnitude of aircraft yaw rate. Used to determine direction
of aircraft spin in both upright and inverted spins. A yaw rate of 3 degrees per second is indicated when the
indicator is limited above 6 degrees per second.

Note
This indicator does not provide standard and half-standard rate turn information.

4. Slip Indicator. Indicates aircraft slip or skid when the ball is not centered. The ball is limited when lateral
acceleration, slip or skid, is 0.15g or above.

5. Vertical Speed. Vertical speed is displayed to the right of the ADI ball in two formats: digital and analog.
The digital readout displays the vertical speed in 10 feet per minute (fpm) increments with a minus sign
for descents. The vertical speed is automatically set to zero with weight-on-wheels. The analog display
provides trend information using a fixed scale and a solid caret which moves up and down the scale. The 0
fpm line is an extension of the 90 degree angle of bank marker. Dashes are provided at the -2,000, -1,000,
and +1,000 fpm locations. Tic marks are provided at the -1,500, -500, +500, +1,500 fpm locations. Dots
are provided at the -750, -250, +250, and +750 fpm locations. The caret position is based upon the digital
readout. The caret is limited when the rate of descent exceeds -2,100 fpm or the rate of climb exceeds 1,600
fpm. When limited the indicator is displayed as an open caret.

6. Barometric Altitude. The barometric altitude readout is displayed in the center of a trend scale, located
in the upper right portion of the ADI display. The digital readout displays altitude in feet, based upon
the barometric pressure setting set on the standby altimeter. The altitude is flashed for 5 seconds when
ascending or descending through 18,000 feet. The trend scale consists of a circle of 10 evenly spaced dots,
each representing 100 feet, and a marker which moves around the circle in 20 foot increments. Multiples of
1,000 feet are represented at the 12 o’clock position. Increasing altitude is indicated by clockwise rotation
of the marker.
7. Indicated Airspeed. Indicated airspeed digital readout range is from 50 to 570 knots and is displayed in the
center of a trend scale, located in the upper left portion of the ADI display. The airspeed readout appears
in all master modes and will be removed if the DEU or SADS degrades. The airspeed trend scale consists
of a circle of 10 dots, each representing 10 knots, and a marker which moves around the circle in 1 knot
increments. Multiples of 100 knots are represented at the 12 o’clock position.

8. Other symbology. Refer to HUD Symbology paragraph for a description of: peak g, load factor, Mach
number, Angle-of-Attack (AOA), true airspeed, heading scale, heading caret, command heading marker
and radar altitude.

2.4.3.4.2 PT Option
The PT (ADI pitch trim) option allows the pilot to adjust the ADI ball pitch position (horizon line, pitch ladder,
and numerics) in relation to the waterline symbol. Upon initial power up the setting defaults to 0, with a
maximum adjustment of ±5 degrees. Pressing the option alternately selects/deselects (boxes/unboxes) the
PT option, enabling/disabling the PT increment/decrement options. Selection of either the ADI LAW or BNGO
options automatically deselects (unboxes) the PT option. Pressing the increment option increases the pitch
attitude by rotating the ADI ball downward. Selecting the decrement option decreases the pitch attitude. The
increment or decrement option is not displayed when the maximum adjustment is reached. Changing the
pitch trim in either cockpit changes the pitch trim for the other cockpit.

2.4.3.4.3 CALT Option (After ASC-013)

The CALT (Commanded Altitude) option allows the aircrew to enter a selected altitude.
Pressing the CALT pushbutton boxes it and enables the DEP for altitude entry. After the altitude has been
entered on the DEP scratchpad, CALT is unboxed and the entry is displayed next to the CALT option. At
aircraft startup, the altitude initializes to zero. Entry altitudes can be displayed from 0 to 40,000 feet in
increments of hundreds of feet.

2.4.3.4.4 HUD Option (After ASC-013)

The HUD option allows the aircrew to select the HUD display page directly from the ADI display. Refer to

2.4.3.5 Horizontal Situation Indicator

The Horizontal Situation Indicator (HSI) display is selected by actuating the HSI option. The HSI display is an
electronic display that replicates a standard electro-mechanical HSI.
Aircraft navigation data is derived from the GINA, TACAN, VOR, ILS, or MDL (DDS after AFC-311)
then is sent to the DEU which in turn provides the corresponding HSI display. The HSI display provides
aircrew selectable Course Deviation Indication (CDI) or planimetric (PLAN) steering modes.

Note
Only one cockpit can have command of the HSI display.

2.4.3.5.1 HSI Symbology

The compass rose rotates about the aircraft symbol according to the aircraft heading, referenced to the
lubber line.

HSI symbology is described below:

1. Waypoint Zero. Indicates the position of waypoint zero relative to the aircraft symbol. It appears as a home
plate symbol with a zero next to it and is displayed only when inside the compass rose.

2. Waypoint Symbol. Indicates the position of the selected waypoint relative to the aircraft symbol. It appears
as a small circle with dot in the center and the waypoint number to the right of the symbol. The symbol is
only displayed when inside the compass rose.

3. Waypoint Offset Symbol. Indicates the position of the offset for the selected waypoint relative to the
waypoint and the aircraft symbol. It appears as a plus symbol and is displayed only when within the compass
rose.

4. Markpoint Symbol (after ASC-013). Up to 3 markpoint positions may be stored as waypoints (61, 62, 63)
for later use via the markpoint options (MK1/MK2/MK3). When selected as a steerpoint, markpoints are
identified by a circle and an M with the markpoint number (1, 2, or 3) to the right of the circle.

5. Geographical Reference (GREF) Point Symbol (after ASC-013). Selection of the GREF option on the
waypoint sequence page enables the display of GREF points in either the PLAN or CDI modes as a circle
with the waypoint number inside.

6. VOR Bearing Pointer/Tail. (Before ASC-013) Displayed only in CDI mode, with a valid VOR signal, when
VOR steering is selected and indicates the bearing to the VOR station. The pointer appears as an open
triangle and the tail appears as an open rectangle; both located inside the compass rose. (After ASC-013)
Displayed in the CDI mode when a valid VOR signal is received. When the VOR option is selected, VOR
steering is provided. When the MONO option is unboxed on the MFCD, the pointer appears as a green
open triangle and the tail appears as a green open rectangle; both located inside the compass rose. Also, the
VOR data block on the HSI and the command heading marker on the ADI are displayed in green. When
the MONO option is boxed on the MFCD, the VOR bearing needle and data block are displayed in white.

7. VOR Bearing. Displayed only in the CDI mode with a valid VOR signal and indicates bearing to the VOR
station digitally. (After ASC-013) This is displayed in green or white depending on the MONO option
selection.

8. TACAN Symbol. Displayed when receiving a valid TACAN signal. The TACAN symbol indicates the
position of the TACAN station relative to the aircraft symbol. It appears as a highly modified triangle shape
with a dot in the center.

9. TACAN Bearing Pointer/Tail. Displayed when TCN steering is selected and indicates bearing to the
selected TACAN station. (Before ASC-013) The pointer appears as a triangle with a line inside it and the tail
appears as a solid rectangle, both located outside the compass rose. (After ASC-013) When the MONO
option is unboxed on the MFCD, the pointer appears as a magenta triangle with a line inside it and the tail
appears as a magenta solid rectangle both located outside the compass rose. When the MONO option is
boxed on the MFCD, the TACAN bearing needle is displayed in white.

10. TACAN Offset Point (after ASC-013). The TACAN offset point is displayed as a cross symbol on the HSI
to represent a TACAN offset location. The symbol is displayed on the HSI in PLAN and CDI modes when
a TACAN offset has been entered.

11. Waypoint/Waypoint Offset Bearing Pointer/Tail. Indicates the bearing to the selected waypoint or
waypoint offset. The pointer appears as a small triangle and the tail appears as a solid rectangle; both
located inside the compass rose. The pointer is displayed when WYPT or WO/S steering is selected.

12. Lubber Line. Indicates aircraft heading on the compass rose.

13. Ground Track Pointer. Indicates the aircraft actual ground track heading. It appears as a diamond with
attached tail.

14. Command Heading Marker. Indicates the selected command heading. Appears as a split rectangle along
the outside of the compass rose.

15. Sequential Steering Lines. The lines are displayed when a waypoint sequence string is entered and the
SEQ option is selected. A minimum of two waypoints must be entered before the SEQ option is displayed.
The SEQ option is available regardless of the steering mode selected. (Before ASC-013) The sequential
steering lines are displayed as dashed lines connecting the waypoints entered into the sequence string.
(After ASC-013) The SEQ1 string is displayed with solid segments, SEQ2 is displayed with dashes and
SEQ3 is displayed with closely spaced dots.

Note
Sequential steering lines are not supported in the simulation

16. CDI Course Line. Indicates the selected course/deviation to/from the waypoint/waypoint
offset/TACAN/VOR course or ILS localizer. It appears as a segmented line with the pointer and tail
centered on the aircraft symbol pointing towards the selected course on the compass rose. The center
segment is displayed parallel to the head and tail but offset by course deviation. The CDI course line
is only displayed when the CDI mode is selected.

17. Course Deviation Dots. Indicates the amount of deviation from the selected course. The four dots are
centered on the aircraft symbol and are perpendicular to the CDI course line. Appears only in the CDI
steering mode with CRS selected.

18. Planimetric Course Line. Indicates the selected course to the selected waypoint, waypoint offset, or
TACAN station. It appears as a solid line centered on the waypoint/waypoint offset/TACAN symbol and
appears only in the planimetric steering mode with CRS selected.

19. Aircraft Symbol. Indicates a plan view of the aircraft relative to the selected steering mode. It appears
fixed in the center of the display, heading upward. The aircraft symbol will occlude all other symbols when
they overlap.

20. Groundspeed and True Wind Direction/Speed. Appears below the aircraft symbol when the aircraft is
weight-off-wheels. The maximum value that can be displayed for wind speed is 99 knots. (Before ASC-013)
or 999 knots (after ASC-013).

21. TACAN Data. Indicates bearing, range, and time to go to the selected TACAN station. It appears in the
upper left corner of the display. The data is removed if it is invalid. (After ASC-013) When the MONO
option is unboxed on the MFCD, the TACAN data block on the HSI is displayed in magenta. When the
MONO option is boxed on the MFCD, the data is displayed in white.

22. Waypoint/Waypoint Offset Data. Indicates the applicable magnetic bearing, range, time to go, and
waypoint name for the selected waypoint or waypoint offset. It appears in the upper right corner of the
display.

Note
Waypoint offset mode is not supported in the simulation

23. Command Heading Readout. Indicates the selected heading. Appears as a digital readout above the
HDG option.

24. Course Line Readout. Indicates the heading of the selected course line in CDI or PLAN steering modes.

25. Fuel Remaining at Waypoint Overfly (after ASC-013). Fuel quantity at waypoint overfly is displayed in the
upper right hand corner of the HSI. Fuel remaining is based on current fuel flow, fuel quantity remaining,
and time to go to the selected waypoint.

2.4.3.6 Head-Up Display

The HUD is only available in the forward cockpit. It is an electrooptical device that projects flight and weapon
delivery information in symbolic form into the pilot’s field of view on a combining glass.
The HUD is directly controlled by the DEU which receives inputs from various on board systems. The DEU
then converts these inputs and displays the appropriate symbology. These inputs to the DEU can be
received automatically or manually from the aircrew. Aircrew inputs are entered via the DEP, or an
appropriate MFD display.

Note
The HUD is not certified as a primary flight instrument.

2.4.3.6.1 HUD Symbology

HUD symbology is a function of the selected master mode. This section will only discuss HUD symbology as
it relates to the NAV master mode. HUD symbology is described below:

1. Waterline Symbol. When displayed the waterline symbol ( ) is fixed at a position in line with the top
of the airspeed and barometric altitude boxes. The pitch ladder is referenced to the waterline symbol to
provide pitch attitude indications.
(Before ASC-013) The waterline symbol is removed following a successful alignment.

2. Waterline Symbol (after ASC-013). The waterline symbol is displayed whenever the landing gear is down
or the velocity vector is HUD limited.

3. Velocity Vector. The velocity vector ( ) provides the pilot with an outside world reference with regard
to actual aircraft flight path. The velocity vector represents the point towards which the aircraft is flying
(actual aircraft flight path). The position of the velocity vector is limited to 7 degrees laterally and +3 to -11
degrees vertically from the waterline position (top of the airspeed and barometric altitude boxes). As long
as AOA is valid, the velocity vector may be caged to restrict its movement closer to the center of the HUD.
The pitch ladder is referenced to the velocity vector in either the caged or uncaged mode to provide flight
path angle. If the velocity vector exceeds its limits in the uncaged mode it will begin to flash, indicating it
no longer accurately represents the aircraft’s flight path as viewed through the HUD combiner glass.
(Before ASC-013) The pitch ladder in this case continues to accurately display actual aircraft flight path
angle, however, the pilot is not able to determine pitch attitude.
In the caged mode when the aircraft flight path exceeds the caged velocity vector limits a ghost velocity
vector is displayed at the actual aircraft flight path. The caged velocity vector is surrounded by an occluded
zone and the ghost velocity vector appears to slide out from behind the caged velocity vector. The ghost
velocity vector movement has the same restrictions as the uncaged velocity vector and flashes when those
limits are exceeded. If AOA becomes unreliable the velocity vector automatically uncages. If INS data
becomes invalid the velocity vector is removed.
(After ASC-013) When the velocity vector becomes HUD limited or the Inertial Navigation System (INS)
velocities are invalid, the pitch ladder is displayed relative to the aircraft waterline symbol to provide
pitch-only attitude information. When the velocity vector becomes HUD-limited, the waterline symbol
appears and the pitch ladder slides smoothly from its velocity vector referenced position to its waterline
referenced position. The sliding transition takes 2 seconds. When the velocity vector is no longer
HUD-limited, the pitch ladder takes 2 seconds to slide back to its velocity vector referenced position.
When the slide to the velocity vector position is started, the waterline symbol disappears. The pitch ladder
always provides aircraft pitch attitude when it is compared with the waterline symbol (or the tops of the
airspeed and altitude boxes if the waterline symbol is not displayed) regardless of whether it is referenced
to the velocity vector or waterline symbol. However, the pitch ladder provides flight path information only
when it is displayed with respect to the velocity vector.

4. Pitch Ladder. With a velocity vector displayed, the vertical flight path angle of the aircraft is indicated by
the position of the velocity vector relative to the pitch ladder. With a waterline symbol displayed, the aircraft’s
pitch attitude is indicated by the position of the waterline symbol relative to the pitch ladder. Positive pitch
lines are solid and are above the horizon. Negative pitch lines are dashed and are below the horizon. The
outer segments of the lines point toward the horizon. Each line is numbered and the numbers rotate so that
inverted flight can easily be determined. To aid in determining flight path angle when it is changing rapidly,
the pitch lines are angled toward the horizon at half of the indicated pitch angle. In level flight the pitch
lines are not angled. The zenith is represented by a plus and the nadir by a circle with an X. The pitch
ladder is referenced to the velocity vector as described in the velocity vector description. If INS attitudes
are invalid the pitch ladder is referenced to and pivots about the waterline symbol. The pitch ladder appears
in all master modes.

5. Horizon Line. Provides a horizon reference with the pitch ladder. The horizon line is displayed as a solid
line. The horizon line appears in all master modes. The width of the horizon line is extended in the approach
mode (landing gear down).
6. Bank Pointer and Scale. Bank angle is indicated by a pointer moving inside a fixed scale at the bottom of
the display. Tic marks are provided at 0°, 5°, 15°, 30°, and 45° angle of bank. When the bank angle exceeds
47.5 degrees, the bank pointer is limited and flashes. The bank pointer and scale only appear in the NAV
master mode.

7. AOA Bracket. The AOA bracket moves with respect to the velocity vector and shows a range of AOA from
16 to 18 units, with the center of the bracket indicating the on speed approach AOA. The AOA bracket is
only displayed in the NAV master mode with the gear down. When the velocity vector is outside the AOA
bracket digital AOA is displayed.

8. Indicated Airspeed. Indicated airspeed appears in all master modes.

9. Heading Scale/Heading Caret. The heading caret indicates compass heading on the heading scale. The
heading scale is a 30 degree moving scale with a digital reading every 10 degrees, that provides trend data
during turns. For example, as the aircraft turns right, the scale moves from right to left.
10. Command Heading Marker (before ASC-013). If ILS is selected or when no steering is selected (i.e.,
TACAN, waypoint, waypoint offset, VOR) the marker indicates the selected heading set using the Command
Heading Setting function. This symbol only appears in the NAV and A/G master modes.
This symbol also appears on the ADI as a vertical line and on the HSI as a split rectangle (command heading
marker). On the HUD and ADI, the marker moves slightly past the heading scale before being limited. If
no steering is selected the marker indicates the shortest turn to the command heading. If VOR is selected
its location is based upon VOR bearing. If TACAN, waypoint, or waypoint offset steering is selected it
indicates great circle steering to the NAVAID position. The command heading marker is removed whenever
the steering arrow is displayed.

11. Command Heading Marker (after ASC-013). If ILS is selected or when no steering is selected (i.e.,
TACAN, waypoint, waypoint offset, VOR) the marker indicates the selected heading set using the Command
Heading Setting function.This symbol appears on the ADI as a vertical line and on the HSI as a split
rectangle (command heading marker). On the HUD and ADI, the marker moves slightly past the heading
scale before being limited. The command heading marker on the ADI and HUD is wind corrected when
steering is selected and not wind corrected when a steering mode is not selected. If no steering is selected
the marker indicates the shortest turn to the command heading. If VOR is selected its location is based upon
VOR bearing. If TACAN, TACAN offset, waypoint, or waypoint offset steering is selected it indicates great
circle steering to the NAVAID position. The command heading marker is displayed anytime the steering
arrow is displayed.

12. Vertical Speed. Indicates aircraft instantaneous vertical speed in fpm. Descent is indicated with a minus
sign. This value only appears in the NAV master mode. The vertical speed indication range is from
-9,990 to +9,990 fpm. Vertical speed is set to 0 fpm with weight-on-wheels.

13. Barometric Altitude. The barometric altitude is presented in the box on the right side of the HUD in 20-
foot increments, based on the pressure setting dialed in the standby altimeter. The altitude is flashed for 5
seconds when ascending or descending through 18,000 feet. Barometric altitude appears in all master
modes.

14. Radar Altitude. Radar altitude is displayed below the barometric altitude box, in 10 foot increments from
0 to 5,000 feet (AGL), and in all master modes. The letter R is displayed to the right of the altitude to indicate
radar altitude. If the radar altitude is invalid or the aircraft exceeds 5,000 feet AGL, the radar altitude is
removed, however, the R remains displayed. The R is only removed when the radar altimeter power is
turned off.

15. Ground Speed. Indicates aircraft ground speed. Ground speed only appears in the NAV (gear up) master
mode. Displayed ground speed changes to true airspeed in the A/G mode. The ADI always displays true
airspeed. All are displayed in 1 knot increments.

16. AOA. Indicates aircraft angle-of-attack. Digital AOA appears in all master modes except NAV (gear
down). In the NAV mode (gear down) the AOA digital value is displayed when the AOA bracket is limited.

17. Mach Number. Indicates aircraft Mach. Mach appears in all master modes except NAV (gear down) and
is displayed in 0.01 increments.

18. Load Factor (g). Indicates aircraft acceleration between ±9.8g’s and is displayed in 0.1 increments. Load
factor (g) appears in all master modes except NAV (gear down).

19. Peak g. A positive peak g indication is displayed on the HUD anytime the aircraft exceeds a threshold of
4.0g’s with the aircraft weight-off-wheels. The peak g indication can be removed/reset by selecting declutter
level 1 from normal. The peak g display range is a positive 4.0 to 9.8g’s and is displayed in 0.1 increments.
The peak g indication is cleared upon aircraft electrical power-up with weight-on-wheels.

20. GPS Time. Indicates coordinated Universal Time in hours, minutes, and seconds (hh:mm:ss). If GPS
time is not available, elapsed time starting at DEU power up is displayed. GPS time is displayed in NAV
(gear up) and A/G, and (after ASC-013) A/A modes.

21. ILS Steering Needles. The ILS steering needles are referenced to the velocity vector or waterline symbol,
whichever is displayed, and are displayed whenever selected on the HSI and valid signal received. The
maximum travel is the width of the other needle. The needles are removed when invalid, and flash when
limited.

22. Steering Arrow and Deviation Scale. The steering arrow and deviation scale are referenced to the
velocity vector or waterline symbol, whichever is displayed. The steering arrow provides ground track
deviation when TACAN, waypoint, or waypoint offset steering is selected and the CRS option is selected on
the HSI display. The dots are only displayed on the side of the course deviation. The arrow and deviation
scale are removed when the course deviation is within 1 degree for TACAN, 0.4 nm for waypoint/waypoint
offset steering with landing gear up, or 0.03 NM for waypoint/waypoint offset steering with the landing gear
down.

23. Steering Mode. The currently selected steering mode is displayed on the right side of the HUD. The
following may be displayed: TCN - TACAN, W - waypoint, O - waypoint offset, VOR - VOR, ILS - ILS,
TILS - TACAN & ILS, WILS - waypoint & ILS, OILS waypoint offset & ILS.

24. Distance To Steer Point. The distance to the selected steering point is displayed when an applicable
steering mode is selected. The distance is the same as presented on the HSI display.

25. Time To Steer Point. The time to the selected steering point is displayed when an applicable steering
mode is selected. The time is displayed below the distance to the steering point with a maximum reading of
99 minutes and 59 seconds. The time is the same as presented on the HSI display.
26. Scratchpad. When the scratchpad is displayed, it is also displayed on all four MFDs. The existing
setting/value for the selected data appears in the scratchpad when it is initially displayed. As data is entered
via the DEP, the initial setting/value is removed and the new data is displayed on the right and moves to
the left as additional characters are entered (leading zeros are not required). If an invalid setting/value is
entered the scratchpad flashes until it is cleared. If data entry is interrupted for more than 1 minute, the
scratchpad is cleared and removed. Identifiers are displayed on the left side of the scratchpad to identify
the data being entered. The following is a list of the data identifiers:

AZ PDU Boresight Azimuth Correction or GINA Boresight Yaw

BD Barometric Delta Altitude
BF BINGO Fuel Setting
CA (After ASC-013) Command Altitude
CH Command Heading Setting
CS Command Course Setting
DT GINA Date
EL Waypoint Elevation or PDU Boresight Elevation Correction or GINA Boresight Pitch (After ASC-013)
TACAN Evaluation
GPX (After ASC-013) GREF (X is 1 through 5)
HD Entered Heading
LW Low Altitude Warning Setting
MV Magnetic Variation
OB Offset Bearing (WYPT or (After ASC-013) TCN)
OE Offset Elevation (WYPT or (After ASC-013) TCN)
OR Offset Range (WYPT or (After ASC-013) TCN)
PW Password
RL GINA Boresight Roll
SPX (Before ASC-013) Waypoint String Point (X is waypoint number 1 through 10)
SPXY (After ASC-013) Waypoint String Point (X is waypoint string number 1 through 3, Y is
waypoint number 1 through 20)
TH Target Height
TM GINA Time
WS Wing Span

27. CAUTION Indication. Indicates illumination of a caution light or the BINGO advisory and the MASTER
ALERT light. The flashing CAUTION indication appears on the bottom center of the HUD. Actuation of the
MASTER ALERT light removes the CAUTION indication unless displayed because of BINGO condition
which requires selection of REJ option.

28. Warning Indication. Indicates illumination of a warning light or the LAW advisory and the MASTER
ALERT light. The warning indication appears as a large W in the center of the HUD. Actuation of the
MASTER ALERT light removes the warning indication LAW.

2.4.3.6.2 HUD Video — MFD

(Before ASC-013) Actual HUD video with associated symbology may be selected to appear on any MFD by
actuating the HUD option on the MENU display.
(After ASC-013) The capability exists to select an MFD/MFCD display of the HUD format without video
camera input. A CAM (camera) option on the HUD display page, when selected, provides HUD camera video
on a selected MFD/MFCD display. Deselection of the CAM option displays the HUD format without the HUD
camera video.
Default at power up with weight-on-wheels is the CAM option selected.
The velocity vector may be caged/uncaged by selecting/deselecting (box/unbox) the CAGE option on the
display or pressing the cage/uncage button on the stick grip.

2.4.3.6.2.1 HUD Camera “non-standard” Configuration Authorized

Operations authorized without HUD camera assembly, PN 334SUE3 and camera EU, PN 467SUM2. Video
sensor head may be removed from aircraft.
Non-standard configuration installs HUD camera blank-off assembly, PN DA250M0399 in place of the
standard production configuration.

Note
Without HUD system installed it is easier to exceed aft CG limit.

2.4.3.7 Data Entry Panel

The DEP is used to control the HUD, enter mission data, and select master mode.
Data entry (into the DEU) is accomplished using the DEP. The numeric characters are displayed in the HUD
scratchpad. The scratchpad display is removed or a new parameter is sequentially displayed if the value is
valid as it is entered (ENT pressed). If the entered value is not valid, it flashes until CLR is pressed, then a
new value should be entered.

(After ASC-013) A polarity value is automatically displayed in the scratchpad to indicate that a polarity value
must be entered first prior to entering a value for any of the below listed items. As the polarity value is
entered, the existing polarity value disappears and the entered value replaces it. The polarity value must be
entered first, otherwise the system will not allow a value to be entered for any of the following items:

1. TARGET HEIGHT
2. WAYPOINT ELEVATION
3. BAROMETRIC ALTITUDE DELTA
4. OFFSET ELEVATION
5. GINA BORESIGHT ELEVATION
6. GINA BORESIGHT AZIMUTH
7. GINA BORESIGHT ROLL
8. TACAN ELEVATION
9. TACAN OFFSET ELEVATION

Note
In the initial release of the simulation the DEP can be used only in the following modes:

1. BINGO
2. LAW
3. COURSE
4. HEADING
2.4.3.7.1 HUD Power Knob
The ON position turns the HUD on. The OFF position turns the HUD off.

2.4.3.7.2 AUTO/DAY Knob

The DAY position provides manual adjustments of HUD brightness. The AUTO position adjusts the HUD
automatically as a function of ambient light levels.

Note
In the simulation, the AUTO/DAY knob can be used in combination with the BRT knob to select one out of
four possible HUD colors (green, light green, light blue, cyan)

2.4.3.7.3 BRT (Brightness) Knob

Allows adjustment of HUD brightness with the AUTO/DAY knob in the DAY position.

2.4.3.7.4 DCL (Declutter) Button

The DCL option controls the amount of symbology rejection on the HUD. The system initializes with the
normal declutter level selected. Successive actuations of the DCL button cycle through the declutter levels
of: declutter 1, declutter 2, and back to normal.

2.4.3.7.5 Data Entry Buttons

In all master modes these buttons are used to enter the LAW, CRS, HDG, BNGO, or waypoint data. In the
A/A master mode they are used to enter wingspan data. In the A/G master mode they are used to enter
target height, Continuously Computed Impact Point (CCIP) mode. When the data is entered it appears on the
HUD and MFD scratchpads.

2.4.3.7.6 ENT (Enter) Button

After the data has been entered using the data entry buttons, ENT button is actuated to enter the data in the
DEU and remove the scratchpads. If the entered data is invalid, it flashes until the data is cleared.

2.4.3.7.7 CLR (Clear) Button

When invalid data is entered or a change to the scratchpad data is needed, the CLR button is used to clear
(erase) the data from the scratchpad. The data can then be entered.

2.4.3.7.8 LAW Button

Selection of the LAW button enables the scratchpads and the DEP for entry of the LAW setting.

2.4.3.7.9 CRS Button

Selection of the CRS button enables the scratchpads and the DEP for entry of the course setting.

2.4.3.7.10 HDG Button

Selection of the HDG button enables the scratchpads and the DEP for entry of the command heading
setting.

2.4.3.7.11 BNGO Button

Selection of the BNGO button enables the scratchpads and the DEP for entry of the BINGO setting.

2.4.3.7.12 SET DEP (Depression) Rocker Switch

This switch is used to adjust (increase/decrease) the Depressed Sight Line (DSL) aiming reticle (mil
depression) on the HUD. The default setting is 140 mils and can be adjusted from 0 to 270 mils.

2.4.3.7.13 MODE Button

This button is used to select the desired master mode. successive actuations of this button cycles through
the master modes of NAV, A/A, and A/G. The system initializes to NAV at power up with weight-on-wheels.
The selected master mode can be determined from the stores display or HUD symbology.

2.4.3.8 DISPLAY POWER Switch

The DISPLAY POWER switch is a three position switch located on the miscellaneous switch panel. The
switch has the following positions:

RESET Momentarily interrupts power to the DEU and commands DEU to perform a restart. Hold
switch in position for a minimum of 5 seconds before releasing.

NORMAL The DEU, both left MFDs, SADS, and VCR/CEU are powered for 2 minutes following a 28
Vdc generator bus undervoltage/generator failure.

ORIDE Bypasses 2-minute relay and the DEU, both left MFDs, SADS, and the VCR/CEU remain
powered by the 28 Vdc essential services bus.

Note
Leaving the DISPLAY POWER switch in the ORIDE position with loss of 28 Vdc generator will greatly reduce
battery endurance.

2.4.4 Airborne Data Recorder System

The ADRS provides the combined functions of flight incident recording, structural monitoring, engine
monitoring, and digitized data from transmission to the DEU over the mux bus. The ADRS consists of the
Signal Data Computer (SDC) (nomenclature - CP-2188/A), ASDC (after AVC-5153), or DDS (after AFC-311),
and ADR button in each cockpit, and aircraft system sensors.

Note
The simulation does not include any ADRS functionality. The information in the following paragraphs is
provided for educational purposes only and is referred only to the real-world aircraft.

2.4.4.1 ADR (Before AVC-5153), ASDC (After AVC-5153), or DDS (After AFC-311)
The flight incident function provides sufficient recorded data of engine and flight parameters to aid in the
investigation of a mishap or flight incident. The ADR records all incident data of the last 15 minutes of flight.
To detect any trends in aircraft or engine performance that may have begun earlier in the flight, data is
retained by the ADR at a lesser rate for the earlier part of flight. The ASDC (after AVC-5153) records flight
incident data continuously, at a constant rate, for up to 15 hours. The DDS (after AFC-311) records flight
incident data continuously, at a constant rate, for up to 7 1/2 hours.
The structural fatigue monitoring function provides aircraft performance data for tracking of fatigue life
consumption and periodically summarizing the condition of each aircraft. In addition, the function provides a
rational basis for fleet employment and replacement, and additional data for future design. Stress on both
wings, vertical stabilizer, stabilator, forward and aft fuselage, and vertical and roll accelerations are monitored
in-flight.
When vertical acceleration or a hard landing reaches a predetermined value, an X appears on the
maintenance display following the A/C Exceedance legend.
Two basic categories of monitoring are engine life usage calculations, and exceedance monitoring which
detects incidents involving engine parameter exceedance. The engine monitoring function provides engine
component life usage tracking. The recorded engine data enables the prediction of life expectancies of
selected engine modules.
An engine exceedance results when any one of the parameters exceeds a predetermined value. An X
appears on the maintenance display following the A/C Exceedance legend.
When exceedance values are set or when the 80 percent storage capacity of the ADR/ASDC/DDS is
reached, the ADR/ASDC/DDS notifies the DEU over the mux bus. The DEU provides notice/flags, which are
available for display on the MAINT display. The ADR/ASDC/DDS has the capacity to store data from
multiple flights. Operation of the ADR/ASDC/DDS is automatically initiated at engine start.
The ADR/ASDC/DDS is used to assist engine starting by dumping HYD 2 pump pressure to return line and
reducing engine loads when N2 is below 42 percent. An ADR/ASDC/DDS failure may cause it to energize the
HYD 2 pump bypass valve and reduce pump output pressure. The HYD caution light illuminates if pressure
drops below 1,600 psi, and the RAT extends if pressure drops below 1,500 psi. Additionally fuel boost pumps
are lost and F PRES illuminates.

An ADR/ASDC/DDS failure causes blanking of the following HUD/MFD display parameters:

HSI display Wind speed/direction
DATA display Wind speed/direction
ADI display TAS, AOA
HUD nav modes AOA
HUD A/A mode Aiming reticle
HUD A/G mode CCIP marker, bomb fall line, breakaway cross,
AOA

2.4.4.2 ADR Button

The ADR button is located on the upper left portion of the main instrument panel in both cockpits, and is
placarded ADR EVENT RECORD. This button should be actuated when the aircrew notices unusual aircraft
behavior. When pressed, the ADR (before AVC-5153), ASDC (after AVC-5153), or DDS (after AFC-311)
retains all flight incident and engine parameters from five seconds before selection to five seconds after
selection.

2.4.5 Mission Data Loaders

Note
The simulation does not include any Mission Data Loader functionality. The information in the following
paragraphs is provided for educational purposes only and is referred only to the real-world aircraft.

2.4.5.1 Mission Data Loader (Before AFC-311)

The Mission Data Loader (MDL) receptacle is located in the aft cockpit along the right console. The MDL is
used to transfer GPS waypoints to the DEU. Waypoints remain active as long as GINA battery power is
available. Prior to flight, place the MDL in the MDL receptacle. Communication of the MDL on the mux and
proper operation can be verified on the BIT display, refer to the BIT System description. After shutdown,
actuate the button to the left to release the MDL cartridge. No aircrew action during flight is required.

2.4.5.2 DDS (After AFC-311) Control Panel (CP)

The Digital Data Set (DDS) CP provides a Mission Data Loading Interface which performs a similar function
to the Mission Data Loader. All mission data information can be loaded onto the approved USB device which
is the Mission Data Transfer Unit (MDTU) after ASC-017, at a predefined address by the Digital Flight
Planning System (DFPS) with Almanac Loading System (ALS) software. The MDTU is compliant with the
Federal Information Processing Standard 140 (FIPS 140) for USB memory devices meeting current cyber-
security requirements.
Previously approved USB Memory Devices will no longer be usable in the T-45C aircraft. The CP Menu
specifies Maintenance Memory Module “MMA” and shall be synonymous throughout this and other NATOPS
as “MDTU”.
Up to 200 GPS waypoints can be uploaded to the DDS by inserting the USB device into the CP USB
receptacle.

2.4.5.2.1 MDTU
The MDTU is an encrypted partitioned removable memory USB device that provides 32 GB of Data-at-Rest
storage used to upload and download data to and from the DDS. The MDTU interfaces with T-45 computer
workstations for pre-flight mission planning, post flight mission debriefs, and MDTU management. The MDTU
visible storage area consists of the combined audio and video file, Flight Incident Record (FIR), Flight
Summary Data (FSD) files, and TAWS folders (_AUDIO, _CP, _OFP, and _RDTED). The non-visible storage
area is where the GPS waypoints, GPS Almanac Data file, MAGVAR coefficients table, and the encryption
software are stored.
On the aircraft, the MDTU synchronizes with the DDS without user interaction when inserted into the CP with
power to the aircraft Essential buss (battery, ground, or aircraft). A directory of the MDTU visible storage area
contents is not available on the aircraft.

Note
Downloading FIR and FSD file shall be completed by maintenance personnel.

2.4.6 Instructional Aids

Instructional aids consist of the Video Cassette Recorder (VCR) or DDS (after AFC-311), the TRNG (training)
display, and the RPTR (repeater) display.

Note
In the simulation, no VCR or DDS functionality is provided. The TRNG mode is operational in both cockpits
with some restrictions. The front and rear cockpit left MFDs are permanently linked, and so are the front and
rear cockpits right MFDs – so that basically the RPTR function is always active.

2.4.6.1 Video Recorders

Note
The simulation does not include any Video Recorder functionality. The information in the following
paragraphs is provided for educational purposes only and is referred only to the real-world aircraft.

2.4.6.1.1 VCR Operation

Switches in both FWD and AFT cockpits control the VCR; however, after DDS AFC-311, switches will not
longer be operable. The FWD cockpit VCR switch has three positions and is located on the left side of the
instrument panel. The AFT cockpit VCR switch has two positions (TEAC), or three positions (Marconi), and it
is located on the VCR control panel. Selection of the HUD or a specific MFD for recording is accomplished
using the VREC display (available in either cockpit).
When the AFT cockpit VCR switch is in STBY (Marconi), the cassette tape is pre-threaded and recording
begins immediately, when a recording function is selected from either cockpit. The TEAC tape cannot be pre-
threaded; it automatically threads upon initiation of recording.
Both VCR systems should be turned off for at least 10 seconds prior to engine shutdown and the resulting
loss of electrical power to the VCR. This 10 second period allows the VCR tape sufficient time to unwind
from the recording head, which permits normal removal of the cassette from the Marconi SVM, and removal
of the cassette from the cassette slot on the TEAC control panel.

a. Cassette Installation

1. Cassette tape — INSERT INTO CASSETTE SLOT.

2. Cassette access door — CLOSED AND LOCKED.

b. SVM Installation

1. SVM — INSERT IN VIM.

2. SVM locking bar — LOCKED.
(Before ECP-223) Security of the SVM can only be determined by attempting to remove the SVM by lifting
the locking bar. Grasping the VIM and the SVM, simultaneously, may give a false indication that the SVM is
securely in place. Should the SVM become loose in flight, it is possible for it to lodge between the seat and
the control stick, causing a severe control problem.

c. VCR DEGD Procedures

Upon identifying the Marconi VCR is degraded (pin assembly positioned exposing gear), the following
prestart procedures should be followed to properly position the pin assembly for operation (pin assembly
positioned over gear). The SVM must be seated/installed in the VIM without a tape installed.

1. VCR switch (AFT cockpit) — OFF.

Prior to applying electrical power on the deck, ensure personnel are clear of the NLG forward doors. With the
NLG door ground safety pin removed and the EMER GEAR handle not fully stowed, the NLG doors will close
when electrical power is applied.
2. Battery switches — ON.
3. Display power switch — OVERRIDE.
4. VCR switch (FWD cockpit) — ON (leave power on for 30 seconds).
5. VCR switch (FWD cockpit) — OFF (wait a minimum of 10 seconds before proceeding to next step).
6. Display power switch — NORM.
7. Battery switches — OFF.
8. Tape — REINSTALL INTO SVM UNIT.
9. Proceed with normal prestart checks.

Note
If tape is already installed and the pins are not aligned for removal, perform the same steps as outlined
above, including ON for 30 seconds and OFF for 10 seconds.

d. Cassette Removal

1. Cassette access door — UNLOCK AND OPEN.

2. Cassette tape — REMOVE FROM RECORDER.

e. SVM Removal
1. SVM locking bar — UNLOCKED.
2. SVM — REMOVE FROM VIM.

f. TAPE Removal From SVM

The cassette tape should be removed from the SVM in an air-conditioned environment as follows:
1. SVM cover — REMOVE.
2. Ensure tape is unthreaded.
Failure to ensure the cassette tape is unthreaded before removal damages the SVM and the tape.
3. SVM green lever — PUSH TO RELEASE TAPE.

2.4.6.1.2 Video with DDS (After AFC-311)

Video can be obtained via the DDS Control Panel (CP). Downloads of recorded flight data (FSD/FIR) and
video recordings (A/V CH1, A/V CH2) to a USB memory device are possible.
DDS recording begins automatically when N2 > 20% and fuel is introduced to the engine. The recording
source defaults to HUD. A different recording source can be selected at any time throughout the flight. To
record HUD without video (HUD camera not installed/or camera is inoperative), select HUD repeater and
record appropriate MFD. MFD display reads “TIME REM 2185 MIN” (will not count down). CP will show DDS
– RECORDING.

Note
• Downloading flight audio and video files via MDTU shall be accomplished after engine shutdown (N2
<18%) and prior to next aircraft start attempt.

• Cycling Engine Switch — OFF earlier than 45 seconds after setting throttle to OFF (front cockpit only) will
cause the loss of aircraft exceedance and structure data. Requirements are not met for the DDS to stop
recording until the N2 <18% and N1 <30% and Weight-On-Wheels for at least 30 seconds.

2.4.6.2 VCR Controls and Indicators

2.4.6.2.1 Master Armament Selector

Note
DDS (after AFC-311) VCR switches will remain; however, DDS activation will be via the DDS Control Panel.
The MASTER ARM Switch has two positions:
ARM Activates VCR when VCR switch is in the AUTO position. Select VREC on the MENU display
to access the VCR source display.
SAFE Deactivates the VCR when the VCR switch is in the AUTO position.

2.4.6.2.2 VCR Switch (FWD Cockpit)

AUTO VCR operation is controlled by the master armament switch position: ARM or SAFE.
OFF VCR operation can be controlled by the aft cockpit. Deenergizes VCR, if the aft cockpit VCR
switch is in fwd C/S (forward crew station) or OFF (Marconi VCR). ON Starts VCR operation.

2.4.6.2.3 VCR Switch (AFT Cockpit — TEAC VCR)

RECORD Continuous recording of selected display is initiated.
FWD C/S (fwd crew station)
Recorder is controlled from fwd cockpit.

2.4.6.2.4 VCR Switch (AFT Cockpit — Marconi VCR)

OFF VCR is off, if fwd cockpit switch is not set to AUTO or ON.
STBY Pre-threads tape, if fwd cockpit switch is not set to AUTO or ON.
RECORD Continuous recording of selected display is initiated.

2.4.6.2.5 VCR View Button (AFT Cockpit — Marconi VCR)

Pressing the view button rewinds the tape and recording is disabled for 18 seconds. VCR tapes cannot be
viewed from within T-45A/C aircraft using either VCR system.

2.4.6.2.6 VCR Source Display and DDS (After AFC-311)

The VCR source display is accessed by selecting VREC on the MENU display. This display allows
selection of the HUD or any MFD for video recording. To record a display, actuate the desired option: LAFT
MFD (left aft MFD), LFWD MFD (left forward MFD), HUD, RFWD MFD (right forward MFD), and RAFT MFD
(right aft MFD). When an option is selected it is boxed. The system initializes with the HUD selected.

2.4.6.3 Training Mode

The training mode is a means by which the instructor is able to selectively simulate system and display
failures. When a failure is initiated, the instructor can monitor student reaction and assess the student’s
knowledge of emergency and backup procedures.
The training display is accessed by selecting the TRNG option on the MENU display. Systems and displays
available for simulated failure are selected on the training display. The training format can be selected
in either cockpit, however, if the training display is selected in one cockpit, the TRNG option is unavailable in
the opposite cockpit. A failure is selected/deselected (boxed/unboxed) by alternate actuations of the desired
option.
Multiple failures can be selected.
Selection of a VOR or ILS frequency on the NAV radio head, controls the display of the VOR or ILS option on
the training format. If HUD failure is selected in the forward cockpit, it only affects the aft cockpit, if the HUD
is selected for display on an MFD.
When a system failure is selected, the opposite cockpit displays the AV BIT advisory and the BIT format
displays DEGD for the applicable system. The initiating cockpit continues to display the correct BIT status. All
simulated failures are automatically deselected with the loss of the 28 Vdc generator bus.
Note
In the simulation the front and rear MFDs are permanently linked – selecting the LMFD or the MFD option
will disable the respective display on both cockpits.

2.4.6.4 Repeater Mode

The repeater mode is selected/deselected (boxed/unboxed) by alternate actuations of the RPTR option on
the MENU display or selection of DSPY BIT. At power up the repeater mode initializes deselected (unboxed).
Selection of the repeater mode from a right MFD links the right MFDs in both cockpits. Conversely, selection
of the repeater mode from a left MFD links the left MFDs in both cockpits. The MFD from which the repeater
mode was selected immediately displays the format from the opposite MFD, however, display contrast and
brightness are not repeated. When the repeater mode is commanded, selections made from either linked
MFD are repeated on the opposite MFD. Selection of the repeater mode is indicated by a RPTR legend in
the lower left corner of a repeated display and the boxed RPTR option on the MENU display. When
deselected, the format that was displayed when RPTR was selected is returned.

Note
In the simulation the front and rear MFDs are permanently linked – the RPTR option is not functional.

2.4.6.5 Digital Data Set (DDS) Control Panel (CP) (After AFC-311)
The DDS performs ADR, MDL and video recording functions and consists of the Data Acquisition Unit (DAU),
located in the under floor equipment compartment, and the CP, located in the aft cockpit along the right
console. Additionally, the CP houses a Crash Survivable Memory Unit (CSMU). The CP provides pilot access
to the DAU for the retrieval of recorded data and audio/video and for mission data loading.
The CP interface consists of an LCD display, 2 LED status lights, 4 pushbuttons, and a USB socket.The CP
interface is protected by a cover, which is opened by pushing and rotating the external knob
ninety degrees counter-clockwise. The hinges of the cover are spring loaded in order to retain the cover in
the open position while the CP is being operated.

Note
The simulation does not include any DDS functionality. The information in the following paragraphs is
provided for educational purposes only and is referred only to the real-world aircraft.

2.4.6.5.1 Status Displays

With Weight-On-Wheels, the DDS status will be displayed on the status screen. The statuses “DDS – GO”
and “DDS – DEGD” signify an overall DDS status, which is the combination of DAU, CSMU and CP statuses.
“DDS – DEGD” indicates that one of the DDS subsystems is reporting a failure (e.g. DAU, CP and/or
CSMU). While the DDS powers-up, the screen will initially be blank, then display “STANDBY”, and finally
“DDS – GO” when the system is ready and no failures have been detected. The “STANDBY” status may also
be seen when the CP cover is opened for the first time and will display for approximately 30 seconds before
changing to “DDS – GO”. Additional status displays possible are: “DDS – WOWOFF” when Weight-On-
Wheels is off, and “DDS – RECORDING” when recording is in progress. When the USB device is inserted,
the display will promptly show “MMA – READY”, and upon removal read “MMA – PULLED OUT”. “MMA –
UNKNOWN DEV” will be displayed on the CP screen if an unauthorized USB device is inserted into the USB
serial port.
The CP cover may be opened while the DDS is recording; however, certain commands will be disabled. If
such a command is issued, the display will show “BUSY”. The A/V CH1 data and FIR/FSD data may be
downloaded from the CP with Weight-On-Wheels.

2.4.6.5.2 Menu Navigation and Commands

From the status screen, press the MENU button to see the main menu screen. The top line of the menu is
the menu header. The second line is the first menu option. It will have a blinking square next to the menu
option to signify that this is a selectable option. This format is the same for all CP menus. The pilot can
navigate to any available menu option using the UP, DOWN, and SELECT push buttons. Pressing the MENU
button will return the CP to the status screen.
To run a selected command, press the SELECT button. Some commands require pressing SELECT again at
a confirmation page. Additionally, some commands require confirmation by pressing SELECT while press
and holding UP and DOWN simultaneously. After 8 to 10 seconds of no input or after the closing of the CP
cover, the CP will automatically return to the status screen.
The CP menu provides a limited interface for uploading and downloading of digital data and maintenance
actions.
Aircrews will primarily use the UPLOAD and DOWNLOAD sections of the CP Menu. The DDS BIT status
may be verified by using the MAINTENANCE section of the CP Menu.
The Maintenance Sections (BIT STATUS, SYS CONTROL and TAWS UPLOAD sub-sections) are reserved
for Maintenance use only. From the status screen, press the MENU button to see the main menu screen.
The top line of the menu is the menu header. The second line (Sub1) is the first menu option. A blinking
square next to the menu option signifies a selectable option. The aircrew can navigate to any available menu
option (executable functions are indicated by yellow) using the UP, DOWN, and SELECT push buttons.
Pressing the MENU button will return the CP to the status screen.
The CP executable commands are color coded to indicate aircrew confirmation of the intended action. An
executable command in black requires the SELECT button to be pressed with no confirmation required.
Executable command in blue requires the SELECT button to be pressed and confirmed by pressing the
SELECT button a second time.
Executable commands in red are reserved for maintenance actions. After 8 to 10 seconds of no input or after
the closing of the CP cover, the CP will automatically return to the status screen.
Note
The Control Panel Maintenance Sections are reserved for Maintenance use only.

2.4.6.5.3 USB Upload Operation

Waypoints can be uploaded from a USB memory device using two methods.
Method 1: Insert the USB memory device into the CP USB receptacle before applying battery, ground, or
aircraft power. Apply power to the aircraft Essential Buss. During the initialization of the DDS and MDP the
data will be passed from the MDTU to the MDP via the DDS (cycling aircraft power is not required).
Verification of the DDS and MDP status can be viewed by checking the status under Select MENU, MANT,
and BIT. ADR, MDL, and DVRP will display GO.
Method 2: Power the aircraft Essential buss using battery, ground, or aircraft power. Insert the USB memory
device into the USB socket. Navigate to UPLOAD, USB UPLOAD, then press SELECT at WAYPOINT to
initiate the command. Wait until the progress reaches 100 percent and the display shows COMPLETED.
Unplug the USB memory device, securely stow USB, and close and secure CP cover. Cycle the aircraft
power to pass the waypoint data to the MDP.

2.4.6.5.4 Downloading Procedures

Note
Do not remove the MDTU until the progress reaches 100 percent and the
display shows COMPLETED.

The CP only contains the most recent combined audio/video file. The combined audio/video file may be
downloaded during taxing, hot seat swaps, and flight-line by inserting the MDTU into the CP and using the
CP MENU to navigate to download A/V CH1. While the DDS is downloading the A/V CH1 data, the DDS
stops recording data and resumes recording data when the MDTU is removed from the CP and the
conditions to start a new recording have been met.
The combined audio/video file may be recovered by maintenance under extreme circumstances from the
DDS’s Data Acquisition Unit during daily maintenance actions.
For downloading the combined audio/video files during solo flights, return to the flight line, shutdown the
engine leaving battery power on. Enter aft cockpit and insert MDTU into CP USB port. Navigate to the
download menu and download A/V CH1. After downloading is complete, turn battery power off.

2.4.6.5.5 DDS Version

Run the DDS VERSION command to view the present DDS software version.

2.4.6.5.6 Exceedance Pages

Run the EXCEEDANCES command to view any current exceedances. View the next exceedance by
pressing
SELECT. If there are no exceedances, the CP will read NONE. Exceedance messages are the following:
1. NH OVERSPEED — NH Overspeed Exceedance.
2. NL OVERSPEED — NL Overspeed Exceedance.
3. EGT OVERTEMP — EGT Overtemperature Exceedance.
4. EGT/RPM OVERSTRESS — EGT/Rpm Overstress Exceedance.
5. ENGINE SURGE — Engine Surge Exceedance.
6. HOT START — Hot Start Exceedance.
7. VIBRATION — Vibration Exceedance.
8. VERTICAL ACCEL — Vertical Acceleration Exceedance.
9. LANDING LOAD — Landing Load Exceedance.
10. ENGINE SHUTDOWN — Engine Shutdown.

Note
Under no circumstances should the “Erase Memory Card” command be used.

2.5 HYDRAULIC SYSTEM

Two hydraulic systems provide pressure for operating the flight controls and general services. The number 1
hydraulic system (HYD 1) provides power for flight control surfaces (ailerons and stabilator), and general
services (flaps, slats, speed brakes, landing gear, nose wheel steering, wheel brakes, arresting hook, and
launch bar). A hand pump is provided for ground testing the general services and for charging the wheel
brake/emergency flap accumulator. The hydraulic hand pump is located behind an access panel on the right
engine air intake.The hydraulic hand pump on aircraft 163647 thru 165062 is located behind an access panel
on the right side of the aft fuselage.The number 2 hydraulic system (HYD 2) provides power for aileron
and stabilator controls, and is interconnected with the RAT system. Primary flight control actuators are
designed so that either of the two main hydraulic systems can provide sufficient power for normal operation.
Power for the two independent hydraulic systems is provided by two identical engine driven pumps. The
pumps are constant pressure, variable displacement types and maintain each system at an operating
pressure of 3,000 psi.
Nitrogen pressurized reservoirs ensure adequate base pressure to resist pump cavitation under all flight
conditions.
The residual pressure also energizes component seals during system shut down to minimize fluid leakage.
Two nitrogen pressurized accumulators, one for each HYD system, provide back up power sources for the
primary flight controls during periods of high demands. A separate accumulator provides emergency power to
the wheel brakes and flaps in case of pump failure or during operations without engine power. Indicators in
each cockpit indicate hydraulic system pressure for each system.

2.5.1 HYD 1 Normal Operation

Hydraulic fluid is supplied under low pressure from the reservoir to the Engine-Driven Pump (EDP). With the
engine running, the EDP builds up pressure to 3,000 psi and discharges pressure to the power supply
package before reaching the flight controls and general services. System pressure is sensed by a pressure
transducer and indicated by the HYD 1 pressure indicators in both cockpits. A pressure switch connected to
the power supply package illuminates HYD caution light in both cockpits if the pressure falls to 1,660 ±110
psi. As the pressure increases above 2,000 psi, the caution light extinguishes.
The power supply package consists of check valves, a pressure relief valve, and a priority valve. If the
pressure exceeds 3,600 psi, the pressure relief valve opens to direct excess pressure to the return line. If the
pressure falls to below 1,500 ±100 psi, the priority valve closes to isolate general services from the system to
maintain supply to the flight controls. As the pressure increases above 1,500 ± 100 psi the valve reopens to
provide power for general services.
Return fluid from the flight controls and general services is directed back to the reservoir through the filter
and check valves. Connection for replenishment of reservoir fluid is made at an external self-sealing
coupling. In the event of reservoir over pressurization, a pressure relief valve in the reservoir line bleeds fluid
overboard.
A hand pump circuit is connected to the HYD 1 general service line. The circuit consists of a hand pump, a
pressure relief valve, a check valve and connecting tubing. With the engine running, the check valve
prevents fluid fromreturning to the reservoir through the hand pump circuit.

2.5.2 HYD 2 Normal Operation

Hydraulic fluid is supplied under low pressure from the reservoir to the EDP. The EDP builds up pressure to
3,000 psi and discharges the pressure to the flight controls and emergency package assembly through one-
way check valves.
Excess pressure from the pump is returned to the suction side of the system through a pressure relief valve.
A bypass valve is energized open to return pump pressure when the engine rpm is below 42 percent to
reduce engine loads during engine start. Following engine start, the bypass valve is reset by depressing the
HYD 2 RESET pushbutton in either cockpit with engine rpm above 45 percent.
System pressure is sensed by a pressure transducer and indicated by the HYD 2 pressure indicator in both
cockpits.
A pressure switch operates to illuminate the HYD caution light in both cockpits if the pressure falls to 1,660
±110 psi.
As pressure increases above 2,000 psi, the caution light extinguishes.
Return fluid from the flight controls is directed back to the reservoir through the filter. Excess pressure from
the reservoir can be exhausted to atmosphere through the low pressure relief valve. Connection for
replenishment of reservoir fluid is made at an external self-sealing coupling.

2.5.3 Emergency Hydraulic System Description

A RAT is provided as an emergency source of hydraulic power to the stabilator and ailerons. Indications of
RAT operation are the illumination of the RAT caution light and a cycling of the HYD 2 pressure indicator
between 2,500 to 3,000 psi as control stick demands are made. The RAT is located in a bay on the top of the
aft fuselage.
The RAT has demonstrated, in flight test, a capability to provide sufficient hydraulic power for controllable
flight during a total hydraulic pressure loss from the engine-driven pumps. This capability has been
demonstrated in the cruise and emergency approach (emergency gear and emergency flaps) configurations
from 20,000 to 10,000 feet MSL between 180 to 120 knots. Sufficient RAT hydraulic power was available to
successfully fly simulated (10,000 feet) turbulent landings in the emergency approach configuration without
exceeding RAT output capability.
In general, sustained (15 seconds or more), high frequency (approximately one or more cycles per second),
large amplitude (1/3 longitudinal stick combined with a small amount of lateral stick, or more) inputs were
required to drive RAT output pressure below 2,500 psi. Although the engine was operating normally during
flight testing, the hydraulic system was modified to provide RAT only (i.e., no engine assist) hydraulic
pressure which simulated an engine accessory gearbox or dual EDP failure. In an engine flameout or failure
emergency, engine rpm above approximately 8 percent N2 would result in some engine-assisted hydraulic
pressure above that supplied by the RAT.
At no time were aircraft handling qualities or flight control system performance degraded.

Sustained high-frequency, high amplitude control inputs during flight with RAT only hydraulic pressure could
result in loss of aircraft control. Ejection outside the safe ejection envelope may occur if control is lost during
a landing attempt.

Note:
RAT and emergency hydraulic system is not functional in the simulation.

2.5.4 Emergency Hydraulic System Operation

Power to extend the RAT is provided by an isolated hydraulic circuit, using HYD 2 fluid and a separate
accumulator.
Extension occurs automatically whenever HYD 2 pressure falls to approximately 1,500 psi. As the engine-
driven hydraulic pump pressure falls, a check valve in the emergency system package assembly closes and
pressure on the spool valve falls off in line with the engine-driven pump pressure. RAT accumulator pressure
moves the spool valve. Movement of the spool valve connects the poppet valve side of the spool valve to the
RAT actuator. The RAT accumulator pressure applied to the RAT actuator extends the actuator raising the
RAT into the airstream. A shuttle valve allows the RAT to provide pressure to the stabilator and aileron
actuators.
With the RAT extended, fluid from the HYD 2 reservoir system is supplied to the RAT pump through the RAT
suction filter. The RAT pump supplies fluid at 3,000 psi to the emergency system package, and then through
the HYD 2 system to the flight controls. The RAT emergency accumulator provides hydraulic pressure to
keep the RAT actuator fully extended. Return fluid from the flight controls is directed back to the reservoir.
The RAT can be reset by pressing the HYD 2 RESET button in either cockpit. With the HYD caution light
either on or off and HYD 2 pressure above 2,000 psi, sufficient HYD 2 pressure is available to reset the RAT
shuttle valve, retract the RAT and restore normal HYD 2 operation. The RAT can be stowed at any airspeed.

Placing EMER FLAPS switch to the DOWN position when normal HYD 1 pressure is available causes the
hydraulic fluid to rapidly overheat, possibly causing a HYD 1 seal failure resulting in HYD 1 system failure.

Note
The HYD 2 RESET may also be used above 45 percent N2 rpm to reset the HYD 2 pump bypass valve.
During engine shutdown, the RAT extends as hydraulic pressure falls below 1,500 ± 100 psi. As pressure
dissipates further, the RAT is retracted automatically by spring pressure.
2.5.5 Hydraulic System Cockpit Controls and Indicators

2.5.5.1 HYD 2 RESET Button

The HYD 2 RESET button is located on the left console, forward of the throttle. Pressing the button with the
engine above 45 percent N2 rpm or HYD 2 pressure above 1,800 psi, closes the HYD 2 system bypass
valve after engine start and retracts the RAT if deployed.

2.5.5.2 HYD 2 Pressure Indicator

The HYD 2 pressure indicator is located on the left console, forward of the throttle. The indicator indicates
HYD 2 pressure in psi.

2.5.5.3 HYD 1 Pressure Indicator

The HYD 1 pressure indicator is located on the left console, below the HYD 2 pressure indicator. The
indicator indicates HYD 1 pressure in psi.

2.5.5.4 Emergency Brake/Flap Accumulator Pressure Indicator

The brake pressure indicator is located on the left console below the HYD 1 pressure indicator. The gauge
indicates nitrogen pressure in the emergency brake/flap accumulator.

2.5.6 Hydraulic Warning, Caution, and Advisory Lights

2.5.6.1 HYD FAIL Warning Light

The HYD FAIL warning lights located on the warning lights panel illuminate with HYD 1, HYD 2, and an
emergency system failure. HYD 1 and HYD 2 pressure must be less than 1,660 ± 110 psi in the EDP circuit
and emergency system pressure must be less than 600 ± 50 psi. The caution light operation is not affected
by the emergency system pressure.

2.5.6.2 HYD Caution Light

The HYD caution light is located on the caution/advisory lights panel, on the instrument panel. The light
illuminates when either HYD 1 or HYD 2 pressure drops below 1,660 ± 110 psi. The light extinguishes when
both HYD 1 and HYD 2 pressure is at 2,000 psi. Caution light operation is not affected by emergency system
pressure.

2.5.6.3 RAT Caution Light

The RAT caution light is located on the warning/caution/advisory lights panel, on the instrument panel. The
light illuminates when the RAT is extended.

2.6 FLIGHT CONTROLS AND TRIM SYSTEMS

The aircraft is controlled in flight by tandem hydraulically actuated stabilator and ailerons, and a conventional
unpowered rudder. A conventional control stick and rudder pedals are provided in each cockpit.
The stabilator provides both longitudinal trim and primary pitch control. The ailerons are outboard of the flaps
at the trailing edge of the wing and provide primary roll control and lateral trim. The rudder provides primary
directional control. Yaw damping, turn coordination, and directional trim are accomplished by electrical
commands sent to an electromechanical actuator which moves the rudder and rudder tab at a fixed
mechanical ratio. The rudder tab, located at the trailing edge of the rudder, is used to reduce the force
required of the electromechanical actuator to overcome rudder aerodynamic loads.
Control inputs are transmitted directly to the rudder and to the hydraulic actuators for the stabilator and
ailerons through push-pull rods, mechanical links and levers. The hydraulic actuators used in the stabilator
and aileron systems are of tandem design. One cylinder in each tandem actuator is connected to the HYD 1
system and the other to the HYD 2 system.
Rudder pedals are adjustable fore and aft and include toe brakes for operation of the wheel brakes. The
rudder may be mechanically locked for protection during strong winds when parked.
The electrically operated rudder pedal shaker is attached to the left rudder pedal in the forward cockpit. The
shaker and an aural tone are actuated by the stall warning feature of the Angle-of-Attack (AOA) system,
providing stall warning in both cockpits.

2.6.1 Flight Controls and Trim Operation

2.6.1.1 Longitudinal Control System

Longitudinal control is provided by a stabilator which is moved by a tandem hydraulic actuator. Artificial feel is
provided by a spring cartridge in conjunction with an inertia weight and two viscous dampers while
longitudinal trim is achieved with an electrically operated actuator. When a control stick is pushed full
forward, the stabilator leading edge rotates up 6.6 degrees. When a control stick is pulled full aft, the
stabilator leading edge rotates down 15 degrees. Non-linear gearing is provided in the longitudinal control
system that increases the ratio of stabilator deflection per control stick deflection with increased
displacement of the control stick away from neutral.

2.6.1.1.1 Stabilator
Power to operate the stabilator is obtained through a hydraulic actuator mounted horizontally above the
engine tailpipe. The actuator is supplied with power from the two independent hydraulic systems, such that
the integrity of the system is not affected by the failure of either half of the unit, or either hydraulic system.
A one-way check valve is in each of the HYD 1 and HYD 2 pressure lines to the stabilator actuator. These
check valves act to cause a hydraulic lock and prevent uncommanded pitchdown if total hydraulic failure
occurs in extreme conditions of stabilator loading.

2.6.1.1.2 Stabilator Trim

The stabilator trim actuator consists of a main and a standby motor. The main motor is operated by a four
way trim switch located on each control stick. The standby motor is operated by a guarded standby stabilator
trim switch on the left console in each cockpit. Power is provided to the main stabilator trim system from the
28 Vdc essential services bus and the standby stabilator trim system from the 28 Vdc generator bus.
The control system is such that trim selections may be made from either the forward or aft cockpit. Similarly,
standby selection may be made from either cockpit and overrides main selection. The trim system provides a
range of 3 degrees stabilator leading edge up to 8 degrees stabilator leading edge down. The rate of manual
trim from either main or standby control is approximately 2 degrees/second. A stabilator position indicator is
provided in each cockpit.
The stabilator position indicator moves as pitch commands or trim inputs are made. The indicator only
depicts trim position with no forces on the stick. While setting trim for takeoff or catapult launch, it is
important that both pilots not exert longitudinal forces on the stick.

2.6.1.2 Lateral Control System

Lateral control is provided by conventional ailerons. Artificial feel is provided by a spring cartridge while
lateral trim is achieved by an electrically operated actuator. Aileron trim position is provided by aileron trim
indicators, one in each cockpit. The control stick controls aileron deflection through a total range of 12.5
degrees to either side of neutral, landing gear up, or 15.5 degrees with landing gear down. This is
accomplished through an aileron ratio changer that increases aileron deflection when the landing gear is
down. Although the maximum lateral control stick travel is reduced when the landing gear is down, because
of the ratio change, the maximum deflection of the ailerons is increased.

2.6.1.2.1 Aileron
Each aileron is powered by a tandem hydraulic actuator mounted underneath the wing and enclosed by
fairings.
Each actuator is supplied with power from the two independent hydraulic systems such that control integrity
is not affected by the failure of either half of a unit or either hydraulic system.

2.6.1.2.2 Lateral Feel System

The lateral feel system consists of a nonlinear spring cartridge feel system that varies with stick deflection.

2.6.1.2.3 Aileron Trim System

Aileron trim is applied by the electrically operated actuator and is controlled by the four-way trim switch
located on each control stick. During trim checks on deck the stick moves with aileron trim inputs and no
pressure on the stick.
Trim authority is increased from 6 degrees gear up to 9 degrees with gear down. The rate of trim is
approximately 2 degrees/second. An aileron trim indicator is provided in each cockpit. The indicators are
driven by a transmitter mounted on the trim actuator. Power to the aileron trim controls is provided by the 28
Vdc generator bus.

2.6.1.3 Directional Control System

Directional control is provided by a conventional unpowered rudder operated by rudder pedals in both
cockpits.
Rudder trim is provided through an electrical trim motor that operates in conjunction with the Yaw Damper
Controller (YDC). Power to the rudder trim is provided by the 28 Vdc generator bus. Pilot actuation of the
rudder trim knob in either cockpit repositions the rudder and trailing edge tab. A rudder trim indicator in both
cockpits displays commanded trim position. Actual trim may be less at high airspeeds. Rudder trim is not
available with the control augmentation system deactivated, as indicated by the trim needle pointing to the 6
o’clock position. Rudder centering is provided by a spring cartridge. A mechanical no-float mechanism in the
rudder system prevents both aerodynamic loads on the rudder and movement of the yaw damper actuator
from back driving the pedals when the pedals are centered. The rudder toe pedals operate independent
hydraulic wheel brakes for ground roll braking and supplemental directional control on the ground. The
rudder pedals can be adjusted fore and aft by using the pedal adjust knob located below the center pedestal
in each cockpit.

2.6.2 Control Augmentation System

The control augmentation system (CONTR AUG) performs four functions: yaw damping, turn coordination,
Speed Brake-To-Stabilator Interconnect (SBI), and rudder trim. Yaw damping is available with weight-off-
wheels and less than 217 knots airspeed. Turn coordination is available with weight-off-wheels, less than 217
knots airspeed, and the FLAPS/SLATS lever set to 1/2 or DOWN. The SBI and rudder trim are available with
weight on or off wheels.
The YDC receives roll attitude from the GINA, aileron position from the right aileron position sensor flaps
position from the FLAPS/SLATS lever, yaw rate from an internal gyro, indicated airspeed inputs from the
SADS, and pilot inputs to the rudder trim system to compute the command to the yaw damper actuator. The
electromechanical yaw damper actuator drives the rudder and rudder tab at a fixed mechanical ratio
providing yaw dampening, turn coordination, and rudder trim.
The YDC receives a Mach number input from the SADS to compute the command to the SBI actuator. The
function of the SBI is to reduce positive pitch transients between 0.2 to 0.7 Mach and to reduce negative
pitch transients above 0.7 Mach during speed brake extension and retraction. The YDC has a Mach number
dependent schedule which determines the SBI actuator position input into the longitudinal cambox. A
mechanical linkage mounted to the longitudinal cambox transmits the resultant signal to the stabilator
actuator driving the stabilator in the required direction. The pilot’s control stick does not move during SBI
operation.

2.6.2.1 Control Augmentation System Continuous Built-In-Test

The CONTR AUG CBIT is an automatic continuous failure monitoring function of the YDC. Continuous
Built-In-Test (CBIT) operates continuously after YDC power-up, except during CONTR AUG Initiated
Built-In-Test (IBIT). The C AUG caution light illuminates if CBIT detects a system failure.

Note
The CONTR AUG IBIT is a more comprehensive test than CBIT and should be performed during Poststart
procedures to determine the CONTR AUG system integrity. Inoperative yaw damping, turn coordination,
rudder trim, and aircraft pitch transients during speed brake deployment may occur without a C AUG caution
light generated by CBIT.
2.6.3 Flight Controls and Trim Systems Controls and Indicators
Refer to figure for controls located on the stick grip.

2.6.3.1 CONTR AUG Switch

The CONTR AUG switch is located on the left console of the front cockpit. The switch is a three position
switch with the following:

ALL Provides yaw damping, turn coordination through the Aileron-Rudder-Interconnect (ARI), rudder trim,
and SBI capabilities. IBIT is initiated by momentarily pressing the paddle switch followed by setting the
CONTR AUG switch momentarily to RESET, and then switching from SBI to ALL with weight-on-wheels,
airspeed less than 80 knots, and the FLAPS/SLATS switch UP.

SBI Provides rudder trim and speed brake-to-stabilator interconnect capabilities.

RESET Momentary position which resets the CONTR AUG, neutralizing the rudder and SBI actuator, if
the paddle switch was previously utilized. RESET position is spring loaded to SBI position.

2.6.3.2 Rudder Pedals

The rudder pedals control the rudder surface to a maximum deflection of 20 ± 0.5 degrees to either side of
neutral.

2.6.3.3 Rudder Pedal Adjust Knob

The RUDDER PEDAL ADJUST knob is located below the center pedestal. Pulling the knob unlocks the
pedals and allows the crewmember to adjust the pedals. When the knob is pushed in the pedals are locked
into position.

2.6.3.4 Rudder Lock Lever (Gust Lock)

The rudder lock lever is located on the right side of the center pedestal, in the front cockpit. In the raised
position the rudder is locked in the neutral position. Pushing the lever down unlocks the rudder.
2.6.3.5 Paddle Switch
The paddle switch is located at the base of the forward and aft cockpit control stick grips. Momentarily
pressing the switch deactivates the CONTR AUG and illuminates the C AUG caution light. With landing gear
down or with weight on wheels and NWS engaged, momentarily pressing the paddle switch will also
disengage NWS and illuminate the NWS caution light.

2.6.3.6 Roll and Pitch Trim Switch

The roll and pitch trim switch is located on the front face of the stick grip near the top. Moving the switch left
or right, adds corresponding aileron trim. Moving the switch forward adds nosedown pitch trim and moving it
aft adds noseup trim.

2.6.3.7 STBY STAB TRIM Switch

The STBY STAB TRIM switch is located on the left console, aft of the throttle. The switch is a three position,
guarded switch and is spring loaded to the center position.
NOSE DN Momentarily setting the switch to this position adds the corresponding nosedown trim.
Center The trim setting is held. The guard covers the switch in this position. If the guard is raised
outboard, the main trim motor is disengaged.
NOSE UP Momentarily setting the switch to this position adds the corresponding noseup trim.

2.6.3.8 RUDDER TRIM Knob

The RUDDER TRIM knob is located on the left console and aft of the throttle, and is spring loaded to the
center, neutral position. Rotating the knob left or right adds the corresponding rudder trim.

2.6.3.9 Rudder Trim Indicator

The rudder trim indicator is located forward of the throttle and indicates rudder trim position.

2.6.3.10 Stabilator Position Indicator

The stabilator position indicator is located forward of the throttle and indicates stabilator position in degrees.

2.6.3.11 Aileron Trim Indicator

The aileron trim indicator is located forward of the throttle and indicates aileron trim position.

2.6.4 Flight Controls Warning, Caution, and Advisory Lights

2.6.4.1 C AUG Caution Light
The C AUG caution light is located on the forward and aft cockpit caution/warning panels and illuminates to
indicate that the CONTR AUG has degraded, IBIT is in progress or the paddle switch has been pressed.

2.7 FLAP/SLAT SYSTEM

2.7.1 Flap System Description
Two double slotted trailing edge flaps, which are pivoted below the lower surface of the wing, span from the
fuselage root fairings to the ailerons.
Normal flap operating pressure is provided by the HYD 1 system. The flaps are raised and lowered by a
single actuator via a series of push-pull control rods and bellcrank levers. Operation is controlled by a three
position lever (UP, 1/2, DN) located on the left console in both cockpits. Selections made on the levers
position a switch located inside the forward cockpit left console, and connect electrical power to energize
either the up or down solenoid of the selector valve. Pressure from the selector valve is then used to position
the flaps to the up, 1/2 (partially extended to a nominal position of approximately 25 degrees), or the down
(approximately 50 degrees) position. The flaps are held in the up or down position by hydraulic pressure and
are hydraulically locked in the 1/2 position. Pressure and thermal relief valves, rate control restrictors and
check valves protect and ensure correct functioning of the system.
However, the flaps will not blow back if an overspeed occurs.
The FLAPS/SLATS levers are mechanically linked together by a cable. The levers position a switch located
inside the forward cockpit left console. Flap position is displayed on the flap position indicator in both
cockpits.
The flaps can also be extended with pressure from the wheel brake/emergency flap accumulator. Emergency
extension is controlled by an EMER FLAP switch located on the lower left side of the instrument panel. Use
of the emergency flap extension system overrides the normal system and drives the flaps to full down.

2.7.1.1 Normal Flap Operation

Hydraulic fluid directed to and from the flap actuator is controlled by two solenoid operated valves and a slide
valve.
With both solenoid valves deenergized and hydraulic pressure applied, the slide valve is held in the neutral
position isolating the service pressure and return ports. Normal operation of the flaps is accomplished by
selecting the desired position on the FLAPS/SLATS lever. When the lever or switch is changed, an electrical
signal is sent to either the up or down solenoid of the flap selector valve, porting hydraulic fluid to move the
slide valve to the appropriate position. Hydraulic fluid from the HYD 1 system passes through the slide valve
and is directed to either the UP or DOWN side of the flap actuator.
Positioning the FLAPS/SLATS lever to the 1/2 position causes the flap selector to port hydraulic fluid as
necessary to drive the flaps toward the 1/2 position. When the flaps reach the 1/2 position, a rotary flap
position switch interrupts the electrical signal to the solenoid valves moving the slide valve and closing the
pressure and return ports. This action positively holds the flaps at 1/2.

2.7.2 Emergency Flap Operation

In the event of a HYD 1 system failure, power to the flaps is available from the wheel brake/emergency flap
accumulator. Placing the EMER FLAPS switch to the DOWN position provides power to the flap system. A
solenoid operated emergency valve directs pressure to the down line and activates a dump valve on the up
line to fully extend the flaps. A priority valve, set to 2,200 psi, ensures the integrity of the wheel brake system
if the HYD 1 system failure is due to a leak in the flap circuit. The slats are not operated via the EMER
FLAPS switch

Note
With normal HYD 1 pressure, the flaps can be raised normally following emergency extension.

Note
EMER FLAP functionality is not included in the simulation.

2.7.3 Slat System Description

Leading edge slats, when extended, decrease aircraft stall speed and increase aircraft control and stability
during takeoff and landing, providing an increased safety margin.
Three segmented slats are mounted on the leading edge of each wing. Selection is controlled through the
FLAPS/SLATS lever located in both cockpits. The slat system is powered by HYD 1.
Each slat assembly consists of three slat segments, mounted on tracks and mechanically linked as a unit,
which extend and retract through a series of push-pull rods and bellcranks.
The FLAPS/SLATS levers are mechanically connected by a cable and a position switch located inside the
forward cockpit left console. Each lever moves in unison with the other.
The only slat cockpit indication is the SLAT caution light.
The slat drive actuators extend or retract to reposition the control rod and bellcrank system which extends or
retracts the slats. The slats on each wing are locked in the fully extended and fully retracted positions by
overcenter links attached to each main bell crank. This ensures the slat remains locked in the selected
position. Each overcenter lock is opened and closed by a hydraulic lock actuator.

2.7.4 Slat System Operation

Positioning the FLAPS/SLATS lever to either 1/2 or DOWN causes the slat selector valve to port hydraulic
fluid to both lock actuators moving the over-center links from the lock position. At the same time hydraulic
fluid is also ported to each slat actuator extending the slat assembly. Once the slat is fully extended the lock
actuators reposition the overcenter link in the locked position. The overcenter lock insures that any loss of
hydraulic pressure or electrical power will not allow the slats to drift from the selected position. Positioning of
the FLAPS/SLATS lever to UP retracts the slats using the same sequence as to extend. Synchronous
operation of the slats between each wing is achieved hydraulically. In the event of a normal system failure,
symmetry is provided by a synchro cable which maintains one slat drive actuator position within 2 degrees of
the other. Airspeed must be below 217 knots for the slats to extend.

2.7.5 Flaps and Slats Controls and Indicators

2.7.5.1 FLAPS/SLATS Lever
The FLAPS/SLATS lever is located on the left console, inboard of the throttle. The levers in the forward and
aft cockpits are mechanically connected and move together when positioned from either cockpit. The lever
has positive detents for each of the following three positions:
UP Selects the flaps up and the slats retracted.
1/2 Selects half flaps and the slats extended.
DN Selects full flaps and the slats extended.

2.7.5.2 EMER FLAPS Switch

The EMER FLAPS switch is located on the left vertical console. The switch is a two position switch and has
the following positions:
NORM Normal flaps/slats operation.
DOWN Extends the flaps via emergency accumulator. Does not affect slat position or indication.

2.7.6 Flaps Position Lights

2.7.6.1 HALF Position Light
The HALF position light is located on the left vertical console next to the EMER JETT button. The light
illuminates when the flaps are in the 1/2 position.

2.7.6.2 FULL Position Light

The FULL position light is located just below the HALF position light and illuminates when the flaps are in the
full position.

2.7.7 Flaps and Slats Warning, Caution, and Advisory Lights

2.7.7.1 SLATS Caution Light
The SLATS caution light is located on the caution/warning panel. The light illuminates when:
1. Slats not in selected position.
2. Split slats.
3. Slats are selected when the airspeed is above 217 knots (slats do not extend).

2.8 SPEED BRAKE SYSTEM

The speed brakes are located on each side of the aft fuselage just forward of the stabilator. The speed
brakes are hydraulically operated and electrically controlled from either cockpit by a three position speed
brake switch, spring loaded to center, located on the inboard side of the throttle grip. A SP BRK advisory light
illuminates whenever the speed brakes are not fully retracted. The speed brakes are mechanically
interconnected to the stabilator through the SBI system. The speed brakes may not extend fully above 340
knots. A safety feature allows the speed brakes to blow back to an unspecified position when the airload
against them causes the hydraulic pressure in the actuating cylinder to exceed the pressure at which the
pressure relief valve opens. The speed brakes begin to blow back at an airspeed of approximately 380 knots
and extend fully if the airspeed subsequently decreases to 340 knots.
With a C AUG caution light illuminated, SBI is not available and the speed brakes should not be used in
close formation flight.

2.8.1 Speed Brake System Operation

Speed brake operation is initiated by actuation of the speed brake switch. Hydraulic fluid from the HYD 1
system passes through a slide valve and is directed to either the extend or retract sides of the speed brake
actuators.
Blowback is controlled by a pressure relief valve that prevents excess hydraulic pressure in the extend circuit
caused by airload on the speed brakes. A thermal relief valve releases excess hydraulic pressure in the
retract circuit caused by temperature rises. Pressure fluctuations are isolated by the check valves. There are
no emergency speed brake extension/retraction controls.

2.8.2 Speed Brake System Controls and Indicators

2.8.2.1 Speed Brake Switch
The speed brake switch is on the throttle grip and has three unmarked positions.
Forward Retracts the speed brake to the full stowed position.
Center Stops the speed brake in any position on extension.
Aft Extends the speed brakes as long as the switch is held aft. Spring loaded to the center.
Momentary selection interrupts retraction.

2.8.3 Speed Brake System Warning, Caution, and Advisory Lights

2.8.3.1 SP BRK Advisory Light
The SP BRK advisory light is located on the main instrument panel next to the AOA indicator. The light
illuminates anytime the speed brakes are not fully retracted.

2.8.3.2 SP BRK FULL Advisory Light

The SP BRK FULL advisory light is located on the main instrument panel next to the AOA indicator. The light
illuminates anytime the speed brakes are in the fully extended position.

2.9 LANDING GEAR SYSTEM

The aircraft is equipped with a retractable tricycle landing gear, consisting of a dual wheel nose gear and two
main gear with conventional split half-hub wheels. The nose gear retracts forward and the main gear retract
inboard.
The main landing gear are wing mounted, trailing arm suspension type units. Lateral bracing of the gear is
achieved by a folding side brace mechanism. Lock links support the apex of the side brace to mechanically
lock the gear in the down position. The dual wheel nose gear is a conventional forward retracting
cantilevered shock strut type.
Normal retraction and extension of the main landing gear is provided by dedicated hydraulic actuators
powered by the HYD 1 system. When retracted, each main gear is supported in that position by a
mechanical uplock mechanism.
Emergency extension is accomplished via gravity using the EMER GEAR handle.
Each main gear retracts inboard into a bay in the inner wing. Upon retraction, each main gear bay is totally
enclosed by a door system. The door system consists of an inner door panel, a fixed strut door panel, a
trunnion door, and a panel attached to the trailing arm. The inner door panel, which encloses the wheel bay,
is operated by a direct acting linear actuator. Operation is controlled by a hydro-mechanical sequencing
system such that the door closes when the gear has reached the down and locked position. Closing the
doors ensures clearance of field or shipboard arresting cables. The fixed strut door panel operates with the
strut, the trunnion door is mechanically positioned by gear motion, and the trailing arm door moves with the
trailing arm.
The nose gear retracts into a bay forward of, and partially beneath, the forward pilot position and when
retracted is totally enclosed by forward and aft pairs of doors. When retracted, the nose gear is supported in
that position by a mechanical uplock mechanism. The larger forward doors are operated by direct acting
linear actuators controlled by a hydro-mechanical sequencing system such that the doors close when the
gear has reached a down and locked position.
The smaller aft pair of doors are hinged on each side of the shock strut. The doors are operated directly from
the strut by fixed length connecting rods. This pair of doors remains open when the gear is down and locked.
A fixed panel rigidly attached to the outer cylinder of the drag brace acts as a fairing for the drag brace when
the gear is retracted.
The landing gear is controlled by a two position pull to operate handle on the lower left side of the instrument
panel.
The handle includes a solenoid that unlocks the detent in both the UP and DN positions. Moving the handle
up (with weight-off-wheels) raises the gear. Moving it down lowers the gear. On the ground (weight-on-
wheels), control logic prevents the landing gear selector valve from shifting to the up position if the landing
gear handle is inadvertently moved from DN to UP. The control handles are mechanically linked and operate
the landing gear hydraulic selector valve via a switch in the forward handle.

Note
• If the LDG GEAR handle is set to UP with weight-on-wheels, the gear will not retract.
• A pull force of 3.5 - 8 lbs is required to actuate the solenoid and unlock the detent. Either detent can be
overridden by applying a force of 20 - 50 lbs. Frequent overriding of the detent by failing to pull the handle
out will result in excessive wear of the detent mechanism.

Three green landing gear position indicator lights and one amber gear door indicator light are located above
the landing gear handle in each cockpit. Each green indicator light is illuminated only when its respective
landing gear is down and locked. The DOOR light is illuminated whenever the landing gear doors are not up
and locked.
A red warning light is provided integral to the landing gear handle. With the handle up, the red light is
illuminated unless all landing gear are up and locked, and all landing gear doors are latched closed. With the
handle down, the red light is illuminated unless all landing gear are down and locked, regardless of landing
gear door position.
A red WHEELS warning light, located on the glareshield in both cockpits flashes and a “GEAR” audio
warning tone sounds if the LDG GEAR handle is not set to DN, the throttle is below 95 percent N2 rpm
position and either of the following conditions exists:

1. Altitude is less than 7,200 feet MSL and the airspeed is less than 170 knots (less than 9,500 ±300 feet
MSL when climbing or 7,700 ±500 feet MSL when descending)

or

2. The SLATS/FLAPS levers are not in the UP position.

The gear warning tone can be canceled by momentarily pressing the tone button located next to the landing
gear handle.

2.9.1 Landing Gear System Operation

Normal landing gear operation is initiated by pulling and positioning the LDG GEAR handle to the UP or DN
position. With the gear down and locked and aircraft weight is off all wheels, selecting the UP position
energizes the UP solenoid of the selector valve. HYD 1 pressure at 3,000 psi is directed to the nose and
main gear doors and the actuators of the gear uplock, door uplock, gear downlock and gear retract. The gear
doors open in approximately 1 second. During each door opening, the mechanically operated sequence
valve prevents pressure from reaching the gear retract actuator. This prevents retracting the gear until the
respective gear door reaches its fully open position.
As each door reaches its open position, the sequence valve is repositioned allowing gear up pressure to be
supplied to its respective gear retract actuator. At this point in the cycle, each gear begins to retract. When
each gear reaches the up and locked position, it mechanically actuates the respective changeover valve to
direct pressure to close and lock its own door in the up position. Total gear retraction time is approximately
10 seconds. Up pressure is supplied to the gear doors, and door latches until gear down is selected.
With the landing gear up and locked, the DN position on the LDG GEAR handle energizes the DOWN
solenoid of the gear selector valve. HYD 1 pressure at 3,000 psi is directed to unlock the gear and door
uplocks and open the gear doors. The doors open in approximately 1 second. During each door opening, the
sequence valve for each gear prevents hydraulic fluid from entering or leaving the retract actuator. This
prevents the gear from extending until the respective gear door reaches its fully open position. When each
gear reaches the down and locked position, it mechanically actuates a respective changeover valve to direct
pressure to close and lock its door in the up and locked position. Total gear extension time is approximately
15 seconds. The main gear is locked in the down position by the hydraulic down-lock actuators and springs
acting on the overcenter lock links attached to the side brace. The nose gear is locked down by an internal
lock ring within the drag brace. A colored indicator protrudes on each gear drag brace showing the locked
condition.

2.9.2 Landing Gear System Emergency Operation

In the event of a HYD 1 failure, or a failure of the landing gear to extend normally, the gear may be lowered
manually by pulling the EMER GEAR handle. The handle is outboard of the normal gear handle in each
cockpit and must be rotated clockwise and pulled approximately six inches to release the gear and door
latches. Rotating the emergency gear handle clockwise blocks the landing gear hydraulic pressure lines and
opens the return lines preventing a hydraulic block as the landing gear free-fall. Handle actuation allows the
gear to free-fall to the down and locked position regardless of the position of the normal gear handle. When
the EMER GEAR handle is pulled and the nose landing gear free falls past the forward doors, electrical
power from the 28 Vdc essential services bus is supplied to an emergency nose landing gear door actuator.
The actuator retracts the nose landing gear forward doors to a near closed position.
Prior to applying electrical power on deck, ensure personnel are clear of the NLG forward doors. With the
NLG door ground safety pin removed and the EMER GEAR handle not fully stowed the NLG doors will close
when electrical power is applied.
With the main gear doors open, door damage may result from arresting gear strikes.

Note
• Emergency landing gear extension does not affect the position indication system logic. It is normal for the
DOOR light to remain illuminated following emergency extension, since the main gear doors remain open.

• It is normal for the gear handle red light to remain illuminated following an emergency extension if the
normal LDG GEAR handle is not set to the DN position.

• Recommend a short field arrestment due to loss of NWS.

If normal hydraulic pressure is maintained or if the gear have been extended by the free fall method for test
purpose, normal landing gear operation may be restored by returning the forward cockpit EMER GEAR
handle to its stowed position.
In the event of an actual emergency gear extension, the normal landing gear handle should be placed in the
DN position before pulling the EMER GEAR handle. With loss of hydraulic pressure and a safe gear
indication the EMER GEAR handle should remain out to reduce further loss of HYD 1 pressure.

Note
If the aft cockpit EMER GEAR handle has been pulled, it may be restowed by first pulling out then pushing in
the forward EMER GEAR handle. Both handles should then be locked in their normal positions.

Note
In the simulation, EMER Gear handle cannot be reset to the stowed position and normal landing gear
operation cannot be restored

2.9.3 Landing Gear System Controls and Indicators

2.9.3.1 LDG GEAR Handle
The LDG GEAR handle is located on the left vertical console.
UP With the aircraft weight off all wheels, raises the landing gear.
DN Lowers the landing gear.

2.9.3.2 EMER GEAR Handle

The EMER GEAR handle is located on the left vertical console. Rotating the handle clockwise and then
pulling opens the landing gear doors and extends all the landing gear by gravity.

2.9.3.3 TONE Button

The TONE button is located on the landing gear control panel, on the left vertical console. Momentarily
pressing the button silences the “GEAR” warning tone.

2.9.4 Landing Gear Warning, Caution, and Advisory Lights

2.9.4.1 LDG GEAR Handle Warning Light
The LDG GEAR handle warning light is located in the LDG GEAR handle and illuminates when:
1. One landing gear differs from the handle position.
2. When one landing gear is not down and locked with the LDG GEAR handle set to DN.
3. When the gear doors are not up and locked with the gear handle up.

2.9.4.2 WHEELS Warning Light

The WHEELS warning light is located on the right side of the AOA indexer. The light flashes and the tone
pulses when the LDG GEAR handle is not set to DN, the throttle is below 95 percent N2 rpm position and
either of the following conditions exists:

1. Altitude is less than 7,200 feet MSL and the airspeed is less than 170 KIAS (less than 9,500 ±300 feet
MSL when climbing or 7,700 ±500 feet MSL when descending)

or

2. The FLAPS/SLATS levers are not in the UP position.

2.9.4.3 Landing Gear Position Indicator Lights

The landing gear position lights are located on the landing gear control panel, above the LDG GEAR handle.
The lights are green in color and are labeled: NOSE, LEFT, and RIGHT. The light illuminates when the
corresponding gear is down and locked.
2.9.4.4 DOOR Indicator Light
The DOOR light is located on the landing gear panel, above the landing gear position indicator lights. The
light illuminates when the gear doors are not up and locked.

2.10 NOSE WHEEL STEERING SYSTEM

The nose wheel steering system is a full time, dual gain system. The system is electrically controlled and
hydraulically actuated through the landing gear hydraulics.

Nose wheel steering failure on deck may not be accompanied by a corresponding caution light. Inoperative
NWS caused by a weight on wheels switch failure may be indicated only by continuous illumination of
the AOA indexers on deck.

• If the EMER GEAR handle is not fully stowed, nose wheel steering authority may be diminished.
• If the landing gear is emergency extended, hydraulic pressure will not be supplied to the nose wheel
steering and the system will be inoperative.

Inoperative nosewheel steering may be caused by a steering system failure or a weight on wheels switch
failure. A system failure airborne should be indicated by a NWS caution light.
The system includes a hydraulic motor and an electronic control box mounted on the nose strut. Cockpit
controls and indicators include an advisory light, a caution light, cockpit paddle switches, and cockpit steering
button switches.

Note
In the simulation the NWS system is automatically engaged if the aircraft is on the ground and the ground
speed is lower than 20 kts and disengaged otherwise.

2.10.1 Nose Wheel Steering System Operation

Hydraulic power is provided by the HYD 1 system to the nose wheel steering motor on the nose landing gear
strut.
Electrical power is supplied from the 28 Vdc essential services bus to the nose wheel steering control
electronic set.
Nose wheel steering is automatically engaged in the low gain mode during initial engine start and
automatically disengaged with weight off both main landing gear after takeoff. During landing, nose wheel
steering is automatically reengaged in the low gain mode with weight on one main landing gear and a
momentary weight on the nose landing gear. The nose wheel steering remains engaged with weight on only
one main landing gear. The steering may also be disengaged by momentarily pressing the paddle switch on
the control stick. Full rudder pedal deflection turns the nose wheel 12 degrees either direction. Upon
engagement, the nose wheel rotates to the position commanded by the rudder pedals. If the nose wheel
steering is disengaged using the paddle switch, the amber NOSE WHL STR caution light comes on.

Note
• If the amber NWS caution light is on and the nose wheel steering button is pressed and held for 4 seconds
or longer rather than a momentary press, the nose wheel steering system will enter a test routine and will not
engage. If this occurs, to engage, momentarily press the nose wheel steering button to end the test routine
and engage the nose wheel steering. The extinguishing of the NWS caution light identifies a successful
engagement of the nose wheel steering.

• High gain nose wheel steering should be used for low speed taxi operations only, at less than 10 knots
ground speed.

For taxiing, the high gain may be selected once the low gain is engaged, by pressing and holding the nose
wheel steering button. Once engaged in the high gain the NWS HI advisory light comes on. When the nose
wheel steering button is released, nose wheel steering immediately reverts to the low gain and the advisory
goes out. Full rudder pedal deflection in the high gain turns the nose wheel 65 degrees either direction.
With the LAUNCH BAR switch set to EXTEND, nose wheel steering is disengaged. Steering may be
reengaged by pressing and holding the nose wheel steering button.

In this gain, full deflection of the rudder pedal turns the nose wheel 20 degrees either direction.
Low gain NWS is not available with either the LBAR advisory light illuminated and the LBAR switch in
RETRACT;
or the LBAR warning light illuminated. Pressing and holding the nose wheel steering button will re-engage
NWS with mid gain (20 degrees deflection). With the launch bar extended, pressing and holding the NWS
button will re-engage NWS.
With the LBAR Warning light illuminated (regardless of launch bar switch position), low gain NWS will be
inoperative. While pressing and holding the NWS button will activate the mid gain (20 degrees deflection)
mode of operation, utilizing mid gain NWS on landing rollout is not recommended due to potential for
excessive yaw and lack of NWS AUG protection.
Anticipate landing rollout without NWS assistance utilizing aileron, rudder and differential braking. The NWS
AUG system is not available with mid or high gain nose wheel steering modes engaged.
When the NWS is disengaged the nose wheel is free to caster. Hydraulic fluid in the steering system
provides rotational (shimmy) damping for the nose gear.
If the position of the nose wheel moves away from the commanded rudder pedal position for an extended
period, or there is a discontinuity in either the input/feedback signals, or the solenoid wiring or the electronic
control box fails internal self tests, the system shuts itself down and illuminates the amber NWS caution light.
After takeoff, when the nose landing gear strut extends, the nose gear is mechanically driven to center by a
centering cam. No landing gear retracts until the nose gear is centered. Steering via the rudder pedal is
disabled any time the aircraft is airborne.
There is a feature designed into the NWS to allow the steering dead band to expand from ± 0.78 to ± 2
degrees when there is an absence of rudder pedal motion for 2.5 seconds. This feature is intended to reduce
the amount of pecking that could occur when the nose wheel is steered and allowed to return to neutral when
the aircraft is stationary.
During taxi, takeoff, or landing, with no rudder input for 2.5 seconds, the pilot could experience NWS
deflections up to 2 degrees to either side of neutral. Rudder pedal inputs will immediately restore the NWS
dead band to the 0.78 degree limit.

Note
In the simulation, NWS activation is automatic when aircraft is on the ground and speed is lower than 20 kts,
and deactivation is automatic if speed exceeds 20kts.

2.10.2 Nose Wheel Steering System Controls and Indicators

2.10.2.1 Nose Wheel Steering Button
The nose wheel steering button is located on the front side of the stick grip. Momentarily pressing the button
when the nose wheel steering is disengaged engages the system in the low gain. Pressing and holding the
button while the system is in low gain selects high gain until the button is released. If the LAUNCH BAR
switch is set to EXTEND, pressing and holding the button engages steering as long as the button is pressed.

2.10.2.2 Paddle Switch

The paddle switch is located at the base of the forward and aft cockpit control stick grips. Momentarily
pressing the switch deactivates the CONTR AUG and illuminates the C AUG caution light. With landing gear
down or with weight on wheels and NWS engaged, momentarily pressing the paddle switch will also
disengage NWS and illuminate the NWS caution light.

2.10.3 Nose Wheel Steering System Warning, Caution, and Advisory Lights
2.10.3.1 NWS Caution Light
The NWS caution light is located on the warning/caution/advisory lights panel on the instrument panel. The
light illuminates when a system failure has been detected or the system has been paddled off.

2.10.3.2 NWS HI Advisory Light

The NWS HI advisory light is located on the warning/caution/advisory lights panel, located on the left side of
the instrument panel. The light illuminates when the high gain is engaged. The light extinguishes when low
gain is selected or a system failure has been detected.

2.10.4 Nose Wheel Steering Augmentation (NWS AUG)

2.10.4.1 NWS AUG Description
The NWS AUG receives pilot rudder pedal steering commands, adds a directional damping signal, and
sends the combined steering command to the NWS. These damping commands yaw rate feedback are
proportional to the aircraft yaw rate.
Yaw rate feedback aids ground handling stability by making yaw rate changes more proportional to rudder
pedal inputs. If the NWS AUG is not functional, the NWS AUG passes through the pilot rudder pedal NWS
commands without the additional damping signal.
NWS AUG augments rudder pedal inputs only in low gain nose wheel steering mode. The augmentation
provided by NWS AUG is limited to the equivalent of ± 12 degrees of nose wheel steering. The NWS AUG
signal is determined by inputs from a self-contained, solid-state gyro on a chip. A NWS AUG caution light is
used to indicate NWS AUG failure.
NWS AUG accepts inputs on the status of the forward and aft cockpit NWS buttons which are used to reset
faults.
NWS AUG also uses high gain advisory and power applied information from the Steering Command
Electronic Signal (SCES) system.
NWS AUG outputs include information for the master caution, forward/aft caution lights signals, and damping
signals to the NWS based on inputs from the NWS AUG internal yaw rate sensor.

2.10.4.2 Normal Operation

Power is applied to the NWS AUG whenever the 28 Volt Essential Services Bus is active. After power is
applied, the NWS AUG performs a Startup Built In Test (SBIT). If SBIT is successful, NWS AUG becomes
operational and applies corrections as necessary. If SBIT is not successful, a NWS AUG failure has occurred
and the NWS AUG caution light illuminates.

Note
It is not unusual for the NWS AUG light to illuminate before engine start.
After engine start, if the NWS AUG light goes out after momentarily pressing the NWS button, the NWS AUG
is functioning normally.
A Periodic Built In Test (PBIT) runs in the background whenever NWS AUG is not required to compute
steering corrections. If a NWS AUG failure is detected by PBIT, the NWS AUG is disconnected, illuminating
the NWS AUG light, and nose wheel steering without yaw rate correction is still available. A NWS AUG reset
may be attempted from either cockpit by momentarily pressing the NWS button.

2.10.4.3 NWS AUG Caution Light

A NWS AUG caution light is used to indicate NWS AUG failures. When a NWS AUG failure exists,
momentarily pressing the NWS button causes the NWS AUG to attempt a reset. If NWS AUG is able to clear
the failure the NWS AUG caution lights extinguishes and NWS AUG function returns to normal. Otherwise,
the caution light remains illuminated and the NWS AUG remains offline.

2.10.4.4 NWS AUG Failure Identification

When a NWS AUG failure exists, pressing the NWS button for a minimum of 4 seconds causes the NWS
AUG caution light to flash a code identifying the problem. The NWS AUG caution light turns off for 2
seconds, flashes the failure isolation code, remains off for another 2 seconds, and then re-illuminates.
Failure isolation codes and causes are as follows:

FAILURE ISOLATION CODE CAUSE

One flash NWS AUG failure
Two flashes SCES failure
Three flashes Rudder pedal position LVDT failure
Four flashes Indicated airspeed failure
Five flashes Miscellaneous failure (other)

NOTE
NWS failure and code identification are not simulated.

2.11 WHEEL BRAKES/ANTI-SKID SYSTEM

The wheel brakes are powered by a conventional hydro-mechanical system. Pilot brake input is
accomplished via rudder pedal mounted hydraulic master cylinders. The braking system incorporates a fully
modulated adaptive type anti-skid system, with touchdown protection, to achieve maximum braking
efficiency. Braking priority goes to the cockpit with the greatest brake pressure applied.
Differential braking may be used in the event of a steering system failure for all ground maneuvering. The
aircraft is equipped with an emergency brake system utilizing a portion of the emergency flap accumulator
which provides sufficient hydraulic pressure to bring the aircraft to a stop if the HYD 1 system fails.
Release brakes prior to deselecting anti-skid to avoid locking brakes and blowing tires when normal brakes
engage.

2.11.1 Normal Brake Operation

With anti-skid inactive, normal braking is obtained from either cockpit by pressing the top of the rudder
pedals.
When a rudder pedal tip is pressed, it repositions a brake control valve in proportion to tip deflection. HYD 1
pressure is applied through a check valve and a filter to the brake control valve. The check valve maintains
hydraulic pressure in the wheel brake/emergency flap accumulator for ground servicing and emergency
braking in the event of HYD 1 failure. Hydraulic pressure passes through the anti-skid valve and the wheel
brake hydraulic fuse to the wheel brake cylinders. The wheel brake fuse (fluid quantity limiter) is designed to
pass a predetermined quantity of hydraulic fluid to the wheel brake cylinders. Each fuse provides dual flow
lines for normal operation. A bypass valve and check valves are provided to allow continued operation of one
brake line in the event a failure occurs in the other line. The pressure moves each piston against a pressure
plate. This causes the brake linings of stationary brake disks to be forced against the surfaces of disks which
are rotating with the wheels. The resulting friction supplies the braking force. When the rudder pedal is
released, the brake control valve releases pressure from the brake cylinders, allowing the pressure to be
ported into the HYD 1 return line.
The de-spin actuator interfaces with the brake control valve and the parking brake lever to stop wheel
rotation after takeoff. When the landing gear is retracted, landing gear door open pressure is applied to the
de-spin cylinder, which in turn, applies force to the parking brake lever to actuate the brake control valve. As
soon as the door closed pressure is applied, the de-spin cylinder retracts and releases the brake pressure.

The outer half of each main landing gear wheel has three fusible plugs designed to prevent personnel injury
and aircraft damage due to the heat and pressure buildup following excessive braking. The plugs release
nitrogen pressure from the tire when the temperature reaches 324 °F or above.

2.11.2 Emergency Brake Operation

With a HYD 1 system loss, a priority valve disables emergency flap operation from the wheel
brake/emergency flap accumulator at 2,200 psi. Due to the nitrogen preload of 1,300 psi, no fluid remains for
brake operation when the accumulator pressure reads 1,300 psi. Pumping the brakes rapidly depletes
accumulator pressure; a smooth steady application is recommended. The system provides a minimum of 10
full applications of the brakes before being fully depleted.

2.11.3 Brake Pressure Release During Catapult Launch (Aircraft 163599 thru 163634, 163636 thru
163650, 163652 thru 165079 after AFC-279 and AFC-256; also 163635, 163651, and 165080
and up after AFC-256 PT. 2)
The brake pressure release system activates with MLG down and locked, launch bar down, LAUNCH BAR
switch UP, throttle position greater than 95 percent, the parking brake handle in, and the NWS button not
depressed.
When all of the above conditions are met, the brake pressure release system energizes the anti-skid valve in
the anti-skid system, dumping the brake pressure. If a failure occurs in the system that results in brake
pressure being available in the catapult, the BRAKE PRESS caution light on the CWP will illuminate. If that
occurs, catapult launch should be suspended.
At the end of the catapult shuttle travel the launch bar is released and automatically retracted. A two 2-
second delay built into the launch bar circuit inhibits immediate application of brake pressure to the wheel
brakes, should a pilot have his feet on the brakes when the launch bar is retracted. In the event of a
holdback fitting failure, the pilot will have to wait for the launch bar to retract and 2 seconds to expire before
braking attempts will be successful. If this occurs, reducing the throttle below 95 percent restores brake
pressure immediately. Although not recommended, pulling the parking brake or pressing and holding the
NWS high-gain button also immediately restores brake pressure.
The brake release system includes a new launch bar proximity switch, control relays, diode, and wiring that
are tied to the existing anti-skid, launch bar, CWSEU, and nosewheel steering system. Failure of any of the
new components that comprise the brake pressure release system do not result in damage to, or failure of,
any component in previously existing systems. With the throttle below 95 percent, there is no single point
failure potential that results in the loss of brakes during field or carrier landings, field or carrier taxi, or field
take-offs. Failure to raise the launch bar switch prior to a catapult launch results in brake pressure still being
available and may result in a blown tire(s), if brakes are applied during a CAT stroke.

2.11.4 Anti-Skid System

The wheel brakes are equipped with an electrically controlled anti-skid system. Use of anti-skid minimizes
tire skid damage, and stopping distances are reduced under all runway surface conditions.
The system consists of a control unit, a wheel speed sensor on each main wheel, and a dual anti-skid/shutoff
valve.
Cockpit controls and indicators include an anti-skid switch located on the left console and the SKID caution
and advisory lights in both cockpits.

2.11.4.1 Anti-Skid Operation

The system is selected by placing the ANTI-SKID switch in both cockpits in the ON position. This illuminates
the SKID advisory light in each cockpit. The system is actuated when the landing gear is down, aircraft is
weight-on-wheels and wheel speed is above 30 knots during acceleration, and above 10 to 13 knots during
deceleration. When the wheel speed sensor senses speeds below these values, anti-skid is disabled and
normal braking is in effect. The brakes operate in the normal manner with the anti-skid engaged; pressure at
the wheel brakes is proportional to the pressure on the rudder pedal toe pads. When either or both wheel
speed sensors detect excessive wheel deceleration indicating an impending skid, a signal is sent to the anti-
skid control valve via the anti-skid control unit. The anti-skid valve directs pressure to the return lines,
releasing both brakes. When wheel speed recovers, the control unit signals the anti-skid valve to reapply
brake pressure to a level just below that which caused the skid. The pressure increases until the skid
threshold is reached and the cycle starts over again until the optimum wheel deceleration is achieved.
Protection is provided against touchdown with locked brakes to allow wheels to spin upon landing. The anti-
skid valve releases brake pressure with LDG GEAR control handle in the DN position, landing gear
extended, and weight-off-wheels if brake pedal pressure occurs airborne. On touchdown, hydraulic pressure
is available to the brakes after one wheel spins up above 30 knots. If 3 seconds after touchdown neither
wheel spins up above 30 knots, the SKID caution light will illuminate and hydraulic pressure is made
available to the brakes.
Failure of weight-off-wheels circuits prevents anti-skid activation on touchdown, with no indication to the pilot,
and subsequent loss of brakes.
Placing the ANTI-SKID switch to OFF engages the normal (no anti-skid) brake system and restores braking
authority.

2.11.5 Anti-Skid Malfunction

System malfunctions include short/open circuits in the system components, a prolonged full pressure dump
lasting greater than 2 seconds, or no wheel spin up detected in 3 seconds after aircraft weight-on-wheels. In
the event of anti-skid system failure, the SKID caution light illuminates accompanied by the caution tone. The
SKID caution light extinguishes when the detected fault clears or when the ANTI-SKID switch is placed to
OFF. When the switch is placed in the OFF position, the unit fail safe feature isolates the ANTISKID system,
allowing full use of the normal brake system.
With an anti-skid malfunction resulting in a SKID caution light, failure to move the ANTI-SKID switch to OFF
could result in complete loss of brakes.

Note
When the ANTI-SKID switch is set to ON, the approach idle stop retracts immediately with weight-on-wheels.
When the ANTI-SKID switch is set to OFF the approach idle stop will not retract until 2 seconds after
weight-on-wheels.

2.11.6 Parking Brake System

A parking brake is provided on the forward cockpit right vertical console. The parking brake is engaged by
pulling the PARKING BRAKE handle until fully extended and rotating it clockwise. After the parking brake is
set, the PK BRK caution light illuminates if the throttle is advanced beyond the intermediate position. The
parking brake can be used in an emergency, but braking pressure rapidly goes to maximum with very little
movement.

Note
Applying the parking brake with anti-skid energized and the engine not running eventually depletes brake
accumulator pressure due to anti-skid valve leakage.

Note
Parking brake accumulator pressure loss is not simulated

2.11.7 Wheel Brakes/Anti-Skid Controls and Indicators

2.11.7.1 ANTI-SKID Switch

The ANTI-SKID switch is located on the left console, inboard of the throttle. ON Electrically energizes the
anti-skid system to modulate brake pressure. OFF Selecting OFF from either cockpit reverts aircraft to
normal braking. Braking is without hydraulic pressure being controlled by the anti-skid electronic control unit.

2.11.7.2 PARKING BRAKE Handle

The J-shaped PARKING BRAKE handle is located on the right vertical console. Pulling and rotating the
handle clockwise sets the parking brake. To release the parking brake rotate the handle counterclockwise
and push in.

2.11.7.3 Rudder Pedals

Braking action is proportionate to toe pressure on the rudder pedals.

2.11.7.4 BRAKE Pressure Indicator

The BRAKE pressure indicator is located on the left console, forward and inboard of the throttle. The
indicator indicates the pressure in the wheel brake/emergency flap accumulator in psi x 1000.
2.11.8 Wheel Brakes/Anti-Skid Warning, Caution, and Advisory Lights
2.11.8.1 SKID Caution Light
The SKID caution light is located on the warning/caution/advisory lights panel on the instrument panel. The
light illuminates when an anti-skid system failure has been detected. There may also be a momentary SKID
light, if the throttle is above 95 percent, when the launch bar transitions to the UP position during non-
catapult operation or during landing gear extension. Normal anti-skid operation is available if the light
extinguishes after a transition period.

2.11.8.2 BRK PRESS Caution Light

The BRK PRESS caution light is located on the WCA panel on the main instrument panel. The light
illuminates in the catapult, when there is a failure in the brake pressure release system and brake pressure is
available. During all other ground operations, illumination of the light normally indicates a failure of the
indication circuit, only. It requires multiple failures to have this caution light and, actually, have no brake
pressure. In flight with the gear up, it is possible to have the caution light illuminate due to a single
component failure. If this occurs, it may be associated with a landing gear caution light. If the gear is put
down and the BRK PRESS light extinguishes, normal braking is available. There may also be a momentary
BRK PRESS light, if the throttle is set below 95 percent, when the launch bar transitions to the UP position
during non-catapult operation, or during landing gear extension. Assume normal braking is available, if the
light extinguishes after a transition period.

2.11.8.3 PK BRK Caution Light

The PK BRK caution light is located on the WCA lights panel, on the instrument panel. The light comes on
when the parking brake is set and the throttle is advanced beyond the intermediate position (approximately
60 percent N2 rpm).

2.11.8.4 SKID Advisory Light

The SKID advisory light is located on the WCA lights panel on the left side of the instrument panel. The light
illuminates when both ANTI-SKID switches are ON and the landing gear are down.

2.12 LAUNCH BAR SYSTEM

The launch bar system consists of the launch bar, redundant launch bar drive linkage systems, power unit
assembly, launch bar proximity switch, and retract cam roller assembly. The power unit assembly interfaces
with the nose landing gear weight-on-wheels switch, gear position switch, and a steering position indicator
switch.
The bar is mounted on the forward side of the steering collar and is connected through a linkage system to
the power unit mounted on the aft side of the steering collar. The bar has three positions: taxi (retracted
position), launch (deck position), and stowed (gear retracted). In the launch position, the bar transmits launch
loads from the catapult shuttle to the aircraft structure. At the completion of launching, the bar rapidly
elevates to the taxi position where it is retained. During gear retraction, cams on the lower end of the drag
brace contact the cam follower of the power unit to rotate the launch bar to the stowed position.
2.12.1 Launch Bar Operation
The position of the launch bar is controlled by the LAUNCH BAR switch on the left vertical console panel
outboard of the LDG GEAR handle. There are two launch bar indicator lights on the main instrument panel,
outboard of the marker beacon lights. A green L BAR light indicates the launch bar is extended with the
switch set to EXTEND, and a red L BAR light indicates the launch bar is not retracted when airborne and the
gear is down and locked. After a 10-second delay following launch, if the launch bar fails to retract, the red L
BAR light and warning tone annunciate the malfunction condition. This light remains illuminated until the pilot
raises the LDG GEAR handle to retract the landing gear which suppresses the red L BAR light and warning
tone. When the gear is subsequently extended and the launch bar remains extended, the red L BAR light
and warning tone again annunciates the malfunction following a 10-second delay.

Note
• With a HYD 1 failure the launch bar fails to the retracted position.
• If the launch bar fails to retract, it mechanically stows when the NLG is retracted.
• The weight-on-wheels proximity switch inhibits the launch bar switch from remaining in the EXTEND
position when airborne.
• With the throttle above 95 percent N2 rpm, cycling the launch bar switch will cause the brake pressure
release to activate, dumping pressure to the wheel brakes for approximately 2-3 seconds.
2.12.2 Launch Bar System Controls and Indicators

2.12.2.1 LAUNCH BAR Switch

The LAUNCH BAR switch is a two position switch, spring loaded to the RETRACT position and magnetically
held in the EXTEND position with weight-on-wheels. It is located on the left vertical console panel outboard
of the LDG GEAR handle.
RETRACT Retracts the launch bar.
EXTEND Extends the launch bar.

2.12.3 Launch Bar System Warning, Caution, and Advisory Lights

2.12.3.1 L BAR Warning Light

The red L BAR warning light is located on the instrument panel, outboard of the marker beacon lights. The
light comes on when the launch bar is not retracted, all landing gear is down and locked, and weight is off
wheels for 10 seconds.

2.12.3.2 L BAR Advisory Light

The green L BAR advisory light is located below the red L BAR warning light. The light illuminates when the
launch bar is extended with the switch set to EXTEND, and the aircraft is on the deck.

2.13 ARRESTING HOOK SYSTEM

The arresting hook system consists of the hook shank, pivot assembly, replaceable hook point, hydraulic
actuator/damper, manual up latch assembly, hydraulic selector valve, compensator/check valve, arresting
HOOK handles and HOOK warning light. The pivot assembly allows both vertical and lateral movement of
the arresting hook. The actuator/damper is a piston assembly with HYD 1 pressure on one side, nitrogen
preload pressure of 950 ±50 psi at 70 °F on the other side, and a relief valve assembly in the middle to
control the movement of the piston. The manual up latch assembly mechanically locks the arresting hook in
the up position, and prevents the hook from extending when hydraulic pressure is removed from the
actuator/damper during a hydraulic failure or engine shut down. Two arresting hook bumpers are located on
the lower surface of the tail. The bumpers protect the lower tail surfaces and tail pipe from possible damage
from arresting hook slap should the hook slip off the cable during arrestment.
Cockpit controls and indicators include an arresting HOOK handle and a red HOOK warning light in both
cockpits.
An electrical sensing switch located in the forward cockpit HOOK handle illuminates the red HOOK warning
light in both cockpits when the HOOK handle does not correspond to the actual hook position.

2.13.1 Arresting Hook Operation

The arresting hook is operated by moving the HOOK handle in either cockpit. The handles are mechanically
connected. Lowering either handle pulls a control cable that releases the manual up latch assembly and
switches a hydraulic selector valve to remove HYD 1 pressure from the arresting hook actuator/damper. This
allows the hook to gravity free fall, assisted by the nitrogen snubber pressure in the actuator/damper. The
HOOK warning light illuminates for approximately 1.5 seconds while the hook is in transit and extinguishes
when the hook reaches the full down position. With the hook extended, lateral hook movement is dampened
by a centering spring/damper in the hook shank, and vertical hook motion is dampened by the
actuator/damper.

Note
With weight-on-wheels, the hook cannot fully extend and the HOOK warning light remains illuminated.
A compensator/check valve directs positive hydraulic pressure to the actuator/damper during vertical hook
movements (hook bouncing on deck) to prevent possible cavitation in the return hydraulic line.
The hook is retracted by moving either arresting HOOK handle to the up position. The control cable then
switches the hydraulic selector valve to allow positive hydraulic pressure to flow to the actuator/damper
forcing the hook to retract to the up/latched position. The HOOK warning light illuminates for approximately 6
seconds or less during retraction and extinguishes when the hook is up and latched. The arresting hook
system employs a fail-safe feature which allows the hook to be extended in the event of an uplatch
assembly, HYD 1, or control cable malfunction.
The pilot cannot retract the hook without hydraulic pressure.

2.13.2 Arresting Hook Controls and Indicators

2.13.2.1 HOOK Handle

The HOOK handle is located on the right vertical console panel.
Up Retracts the arresting hook.
Down Extends the arresting hook.

2.13.3 Arresting Hook Warning, Caution, and Advisory Lights

2.13.3.1 HOOK Warning Light

The HOOK warning light is located on the warning/caution/advisory light panel. The light comes on when the
hook position does not agree with the handle position. At airspeeds above 300 knots with the hook extended,
air loads may raise the hook slightly causing the HOOK warning light to illuminate. Once the airspeed is
below 300 knots the hook fully extends and the HOOK warning light extinguishes.

2.14 BOARDING SYSTEM

The T-45C aircraft boarding ladder or aircraft boarding system is used to board the aircraft. The aircraft
boarding system consists of a retractable footstep, a toe-in step, two pull-out footsteps, and a nonskid
footstep on top of the engine air intake are provided on the left side of the fuselage. Two handholds are
provided; one located on the cross-ship structure between the two cockpits, the other on the left hand side of
the aft glareshield.

2.14.1 Boarding System Operation

The retractable footstep can only be lowered from outside the cockpit by moving the latch outboard and
pulling the step down to its full extended position. With the canopy open, the footstep is locked at its full
extended position and it is automatically retracted when the canopy is closed. With the canopy closed, it is
not possible to lock the footstep down. To retract the footstep with canopy open, the release plunger must be
pressed manually. A spring catch on the footstep engages with a latch on the fuselage structure to prevent
the footstep from extending in flight.
The toe-in step, which is a backplate with a door hinged along the upper edge and spring loaded to the
closed position, is located above the retractable footstep.

Two pull-out footsteps, located above the toe-in step, are used for entrance/exit to/from the cockpits. The
forward footstep is used for the forward cockpit; the aft footstep is used for the aft cockpit. In addition, the aft
footstep is also used as a hand hold. The forward footstep is operated either from inside the cockpit by
internal release handle mounted on the left fuselage structure, or from outside of the cockpit by finger grips.
The aft footstep can only be deployed or stowed from outside of the cockpit. Overcenter springs firmly keep
the footsteps either in the retracted or extended positions.

CAUTION
When entering or leaving the cockpit, do not grasp the canopy transparencies or use the forward glareshield
as a handhold. In addition to the hand-holds provided, the canopy rail/windscreen frame may also be used
as a handhold. Do not use the bottom lip of the engine left air intake as a step.

Note
• If the aft cockpit aircrew elects to use the aft pull-out footstep/handhold during egress, commence by
stepping from the inlet duct position with the right foot instead of the left foot.

• When entering or leaving the cockpit do not step on the ejection seat or seat pan.
2.15 CANOPY SYSTEM
The cockpit enclosure consists of a forward windscreen and a one-piece canopy. When the canopy is closed
the cockpit is divided into forward and aft sections by an integral windscreen.
When closed and locked, the canopy provides a pressurized enclosure to ensure proper environmental
conditions during flight. The sideways-opening canopy operates about four hinges on its right side. The
canopy is manually operated and its weight is counterbalanced by a torsion bar system. A combined
pneumatic damper/locking strut controls the rate at which the canopy can be opened or closed and enables
the canopy to be locked in the open position. The damper/locking strut, which can secure the canopy in any
desired position is controlled by the canopy operating levers. The strut is located in the forward cockpit and is
secured to the cockpit floor.

2.15.1 Canopy Operation

The interconnected internal canopy control lever is located on the left canopy rail in both cockpits. The lever
is spring-loaded to the forward position. The canopy is locked when the lever is fully forward and unlocked
when the lever is moved aft. A thumb operated spring-loaded safety catch prevents inadvertent movement of
the levers from the canopy locked position. The safety catch is interconnected with the external/unlock
handle. When either the forward or aft safety catch is pressed outboard, both levers are free to move. An
UNLOCKED label in each cockpit is positioned such that when the canopy is locked each safety catch totally
obscures the word UNLOCKED. If any part of the word is visible the canopy is not locked. When either lever
is held fully aft, the canopy swings partially open and the damper/locking strut allows the canopy to be
manually positioned. When the lever is released the strut holds the canopy in the selected position. When
opening or closing the canopy in wind exceeding 20 knots, it is recommended that the nose of the aircraft be
pointed into the wind if at all possible. Difficulty in opening/closing the canopy increases in high wind
conditions. Outside assistance would be helpful, if not required, during these conditions.
The canopy should not be operated, or allowed to remain open, in side winds exceeding 45 knots.
A lock/unlock external handle, labeled PRESS & TURN, is located on the forward left side of the canopy.
When the pushbutton on the handle is pressed, the safety catch in the cockpit moves outboard to free the
canopy internal operating lever and to permit the handle to be turned clockwise to its limit, thus unlocking the
canopy and allowing it to partially open. The canopy can then be manually positioned provided that the
handle is held at its clockwise limit. The canopy is held in the selected position when the handle is released.
To prevent injury to personnel or damage to the damper/locking strut and possible canopy collapse, canopy
shall be full open prior to entering cockpit.
The canopy is closed from outside the cockpit by pressing the pushbutton on the external handle and
rotating the handle fully clockwise, pulling the canopy down, then releasing the handle to engage the canopy
locks.

2.15.2 Mild Detonating Cord

A Mild Detonating Cord (MDC) system is installed on the canopy. The MDC is a linear explosive charge,
which when activated, shatters the canopy. The forward and aft sections of the canopy each have a
separate, patterned MDC circuit which is bonded to the canopy in a continuous run around the periphery and
over the inner top surface.
The MDC system is automatically activated by seat ejection or manually activated by pulling the MDC firing
handle in either cockpit. During seat ejection, the MDC circuit is individually detonated by the ballistic signal
transmission system of the appropriate ejection seat. Operation of the forward or aft cockpit MDC firing
handle fires both circuits.
The handle travels approximately 4 inches when pulled to full extension. Only the last inch of travel initiates
firing.
Each MDC initiation manifold, when fired, initiates both ends of the MDC circuit; this ensures that the
complete circuit is fired even if there is a break in the MDC. Each MDC firing handle has a safety pin which
must be removed before flight.

CAUTION

• Actuation of the MDC inadvertently or through the ejection process with the helmet visor up could result in
severe eye injury.
• Do not use the MDC firing handle or initiator cover as a handhold.

2.15.3 Canopy Controls and Indicators

2.15.3.1 Canopy Control Lever

The canopy control lever is located on the left canopy rail.
Full forward Engages the canopy lock and safety catch to close and lock the canopy.
Full aft Allows the canopy to be manually positioned.
2.15.3.2 Canopy External Handle
The canopy external handle is located on the left forward side of the canopy. The handle contains a lock and
a pushbutton to disengage the lock. When the pushbutton is pressed, the handle can be rotated clockwise to
disengage the safety catch and open the canopy.

2.15.3.3 MDC Firing Handle

The MDC firing handle is located on the right canopy rail in both cockpits. Pulling either handle shatters the
canopy in both cockpits. The handle travels approximately 4 inches when pulled. Only the last inch initiates
firing.

2.15.4 Canopy Warning, Caution, and Advisory Lights

2.15.4.1 CANOPY Caution Light
The CANOPY caution light is located on the warning/caution/advisory lights panel, on the instrument panel.
The light illuminates when the canopy is unlocked. If the throttle is advanced above the 95 percent N2 rpm
throttle position, the MASTER ALERT light and tone come on.

2.16 EJECTION SEAT SYSTEM

NOTE:
The ejection seat system has no function in Microsoft Flight Simulator. Information is provided for
educational purposes only.

The aircraft is equipped with the Martin Baker NACES. The SJU-17A(V)5/A seat is installed in the forward
cockpit
and the SJU-17A(V)6/A seat is installed in the aft cockpit. The seats consists of five main assemblies:
1. Catapult.
2. Main beams.
3. Seat bucket.
4. Parachute.
5. Survival kit.

The catapult assembly secures the seat to the aircraft structure and provides the initial power for ejection.
The main beam assembly consists of the following:
1. Left and right main beams.
2. Upper and lower crossbeams.
3. Shoulder harness retraction unit.
4. Parachute deployment rocket.
5. Electronic sequencer.
6. Barostatic release unit.
7. Drogue deployment catapult.
8. Rocket initiators.
9. Pitot assemblies.
10. Ballistic manifolds.
11. Thermal batteries.

The seat bucket assembly includes:

1. Rocket motor.
2. Leg restraint system.
3. Ejection handle.
4. SAFE/ARMED handle.
5. Manual override handle.
6. Shoulder harness lock lever.
7. Inertial reel.
8. Seat height adjustment switch.
9. Trombone tubes.
10. Pin puller.
11. Lower harness release.

The parachute assembly includes:

1. Parachute and ribbon drogue inside the headbox.
2. Headpad.
3. Parachute risers and retention straps.
4. Harness release fittings and SEAWARS.
The seat survival kit includes:
1. Emergency oxygen system.
2. Liferaft.
3. Survival aids.
4. Lap belt and release fittings.

The seats provide ejection capability at zero airspeed, zero altitude, and throughout the flight envelope. The
seats are cartridge operated, rocket assisted, and incorporate fully automatic electronic sequencing. Ejection
is initiated by pulling the seat ejection handle located on the forward center of the seat bucket.
The parachute container incorporates two canopy breakers which allow ejection through the canopy if the
canopy fracturing system fails. Each seat is ejected by gas pressure developed within a telescopic catapult
when the cartridges are fired. A rocket motor, located under the seat bucket, is fired at the end of the catapult
stroke to sustain catapult thrust and propel the seat to an altitude sufficient for parachute deployment even
when ejection is initiated at zero airspeed and zero altitude in a nearly level attitude. Timing of all events after
rocket motor initiation is controlled by an on-board electronic sequencer which utilizes altitude and airspeed
information to select the correct mode of operation. Should there be a total or partial failure of the electronic
sequencer a barostatic release unit activates the parachute and manual override system to separate the pilot
from the seat.
There are two differences between the forward and aft seats. The forward seat has a 0.5 second delay
initiator (as backup for 0.4 second interseat sequencing system delay) incorporated in the seat firing circuit.
There is a ballistic gas line disconnect assembly at shoulder height on the right side of each seat. The
forward seat has two gas lines entering the assembly from the bottom (again for the 0.5 second delay and
interseat sequencing system) while the aft seat has only one.

A command ejection selector is located in the aft cockpit for the purpose of managing control of the
command ejection sequence. A Shielded Mild Detonating Cord (SMDC) command ejection system is
installed in the forward and aft cockpits and auxiliary bay. The SMDC is a linear charge, when activated,
transfers an explosive signal to the canopy and appropriate seat based on the position of the mode selector.
For solo flight, a seat light switch in the aft cockpit is used to disable the aft seat input to the SEAT caution
light.

2.16.1 Leg Restraint System

The leg restraint system, located on the front of the seat, secures the pilot’s legs during ejection. The
system consists of two adjustable leg garters, a restraint line, a restraint line lock, and a snubbing unit for
each leg.
Each leg restraint line is made up of two lengths of blue nylon tubular braid joined together by a break ring.
One end of each line is secured to the cockpit floor and the other, after being routed through the snubbing
unit and both quick release buckles (D rings), is attached to a taper plug. The taper plug is fastened into the
appropriate restraint line lock located on the inboard face of the seat bucket side plate. The leg restraint lines
are adjusted to give the pilot more leg movement by pulling inboard on the snubbing unit release tab and
simultaneously pulling the restraint lines forward through the snubbing units. Two leg restraint garters are
worn on each leg; an upper garter on the thigh and a lower garter on the mid calf or boot top. A pendant
strap, attached to the upper garter and worn at the back of the leg, terminates in a quick-release connector.
The quick-release buckles, through which the leg restraint line is passed, are secured to the connectors.
Operation of all four quick-release connectors allows the pilot to egress from the aircraft wearing both upper
and lower garters.
During ejection the leg restraint lines are drawn through the snubbing units restraining the legs against the
seat bucket. When the lines become taut and a predetermined load is attained, the break rings fail and
release the lines from the cockpit floor. The leg restraint lines are restrained by the snubbing units and the
legs secured until the taper plugs are released from their locks when seat/man separation occurs.

2.16.2 Survival Kit

A seat survival kit located in the seat bucket assembly, contains an emergency oxygen supply, oxygen
pressure gauge, an inflatable liferaft, an AN/URT-33 (before ACC-714) or AN/URT-140 (after ACC-714)
emergency locator beacon, an assortment of standard survival aids, and the lap belt and release fittings. The
emergency oxygen and beacon are automatically activated during seat ejection by a static line connected to
the cockpit floor.
Emergency oxygen can also be manually operated by pulling the emergency oxygen green ring located on
the left side of the seat cushion. The emergency oxygen bottle can be manually reset after activation. The
survival kit may be deployed after seat/man separation by pulling the left or right raft release on the aft
portion of the kit. As the kit falls away a lanyard attached to the liferaft CO2 bottle discharges the bottle and
inflate the raft.
2.16.3 Ejection Seat Operation
Seat ejection may be initiated from either the forward or aft cockpit by pulling upward on the ejection handle.
The handle travels approximately 3 inches when pulled to full extension. Only the last inch of travel initiates
the ejection sequence. A pull force of 25 to 40 pounds is required to remove the ejection handle from its
housing. A continued pull force of 30 to 60 pounds is required to initiate ejection. The sears are withdrawn
from the seat initiator firing mechanisms and the two cartridges are fired. Gas from the right hand initiator
cartridge is directed to the following:

1. Pin puller which withdraws a piston from engagement in the lower operating link of the restraint release
mechanism.

2. Interseat sequencing system which operates the canopy MDC system and command ejection sequencing
system.

3. Breech of the shoulder harness reel cartridge. The cartridge fires to operate the harness retraction unit
which restrains the pilot for correct ejection posture.

4. Thermal batteries.

5. Forward seat 0.5 second delay initiator, then to the left inlet of the catapult manifold to initiate the catapult
cartridge.

6. Aft seat 0.0 second delay initiator, then to the right inlet of the catapult manifold to initiate the catapult
cartridge. The right manifold initiator may not have enough gas output to operate the catapult initiator,
therefore, a 0.0 second time delay (or gas generator) is used inline to boost the gas signal and operate the
catapult initiator.

Gas from left hand initiator cartridge is directed to the following:

1. Thermal batteries.

2. 0.5 second delay cartridge if initiated by the forward seat, or left hand inlet of the catapult manifold valve
if initiated by the aft seat.

3. Left hand inlet of the catapult manifold valve from the 0.5 second delay cartridge if initiated by the front
seat only.

Gas pressure developed by the catapult initiator cartridge passes down the catapult to operate the ballistic
latches, retaining the rocket initiator static line and fittings. As the pressure increases within the catapult, the
catapult piston rises, releases the top latch and begins to move the seat upward. Further movement of the
piston uncovers the catapult secondary cartridge which is fired by the heat and pressure of the first catapult
cartridge gas. Staggered firing of the catapult cartridges provides a relatively even increase in gas pressure
during catapult stroke to eliminate excessive g force during ejection. At catapult initiation and as the seat
travels upward, the following occur:

1. Canopy fractures.
2. Thermal batteries are activated.
3. Harness retraction unit pulls shoulders against seat back.
4. Rocket initiator static lines begin to withdraw.
5. Ballistic and electrical quick-disconnects are separated.
6. Quick-disconnect fittings for pilot services (oxygen, communication, g suit) are separated.
7. Emergency oxygen supply and radio beacon are activated.
8. Leg restraint system is activated.

Near the end of catapult stroke, the rocket initiator static lines become taut and withdraw the firing
mechanism sears.
Gas pressure from the rocket initiator cartridge is directed to the following:

1. Start switch plungers to commence sequencer timing.

2. Barostatic release unit.
3. Pitot mechanism to deploy pitot heads.
4. Underseat rocket motor which is fired to sustain catapult thrust to carry the seat clear of aircraft.
After the seat moves up approximately 39 inches, the seat electronic sequencer activates to select one of
five operational modes, depending on altitude and airspeed parameters. To stabilize and decelerate the seat,
the drogue deploys regardless of mode selected.

Mode 1: The drogue bridles are released 0.32 seconds after seat’s first motion. The parachute deployment
rocket fires to deploy parachute and the harness release system operates to free the pilot from
the seat.

Modes 2, 3, and 4: The seat is decelerated by the drogue and after a time delay determined by the electronic
sequencer the parachute deployment rocket fires to deploy the parachute before the drogue bridles are
released. The harness release system operates to free the pilot from the seat.
Mode 5 The seat (with drogue bridles connected) descends to 18,000 feet, where the bridles are released.
The parachute deployment rocket fires to deploy the parachute and the harness release system
operates to free the pilot from the seat.
In all modes, the pilot is held momentarily in the seat bucket by sticker straps after the harness release
system is operated. Seat/man separation occurs when the parachute is deployed, lifting the pilot with the
survival kit from the seat and pulling the sticker straps from their clips.

2.16.5 Seat Emergency Operation

To ensure that the parachute is deployed and the harness locks are released, the barostatic release unit,
consisting of a barostat and a cartridge, provides an independent automatic backup to the electronic
sequencer. The cartridge is fired one of three ways: electronically by the sequencer at a preset altitude of
18,000 feet, mechanically by the barostatic release unit between 14,000 and 16,000 feet, or mechanically by
gas pressure from a four second delay cartridge when the manual override handle is pulled. After the time
delay, gas pressure is applied to the barostat cartridge firing mechanism. Above the barostat altitude setting,
the mechanism is restricted from moving; at or below the altitude it is free to move and fire the cartridge if it
has not already been fired electrically. When fired, the barostat cartridge provides gas pressure to fire the
parachute deployment rocket and operate the harness lock release.
In the unlikely event of a barostatic release unit failure in addition to sequencer failure, activation of the
manual override handle fires the cartridge to free the pilot from the seat and deploy the parachute.

2.16.5.1 Ground Emergency Egress

Following ground emergencies or ditching, the pilot can egress with survival kit by actuating the manual
override handle. Pulling the handle up safes the seat, releases the survival kit from the seat, leg restraint line
locks and negative-g strap locks. Full rotation of the handle is prevented by the pin puller engaging in the
manual override handle operating link thereby inhibiting parachute deployment.

Note
After actuating the manual override handle, upper Koch fittings must be released before pilot can ground
egress. Lower Koch fitting must be released to egress without survival seat.

2.16.6 Ejection Seat Controls and Indicators

2.16.6.1 SAFE/ARMED Handle

The SAFE/ARMED handle is located on the right side of the seat.

SAFE (up): Mechanically prevents activation of the ejection handle.

WARNING

With one seat armed and one seat safe, the armed seat can initiate ejection of both seats.

ARMED (down) Allows seat ejection.

CAUTION

Ensure the SAFE/ARMED handle is in the SAFE or ARMED position. It

is possible for the handle to be positioned between the SAFE and ARMED positions.

2.16.6.2 Manual Override Handle

The manual override handle is located on the right side of the seat. The two-position handle is black with
yellow striping and has a thumb button. The thumb button must be pressed before the handle can be moved
to the up position.
When the handle is raised it simultaneously rotates the SAFE/ARMED handle to the SAFE position.
Raising the handle performs the following:

Ground: Releases the survival kit and leg restraint lines to permit emergency ground egress with the
survival kit.

Note
After actuating the manual override handle, the upper Koch fittings must be released before the pilot can
ground egress. Lower Koch fittings must be released to egress without the survival seat.

During ejection: Fires the cartridge to activate seat/man separation and the parachute deployment rocket in
the event of automatic sequence failure.

2.16.6.3 Ejection Handle

The ejection handle is located in front of the seat cushion. Pulling the handle fully upward initiates the
ejection sequence.

2.16.6.4 Shoulder Harness Lock Lever

The two position shoulder harness lock lever is located on the left side of the seat. Forward Locks the
shoulder harness inertia reel at any position to prevent forward movement of the pilot.
Aft Unlocks the shoulder harness inertia reel and allows the pilot to lean forward. The inertia reel
automatically locks if subjected to a decelerating 0.7g longitudinal inertia load.

CAUTION

The shoulder harness lock lever and the FUEL CONTR switch are located in close proximity. Inadvertently
switching the FUEL CONTR switch to MANUAL while operating the shoulder harness lock lever causes
engine damage at high power settings.

2.16.6.5 Seat Height Adjustment Switch

The seat height adjustment switch is located on the left side of the seat, forward of the shoulder harness lock
lever.
The switch is a three position switch and is spring-loaded to the center position.
Forward Lowers the seat. Stops at the selected position when the switch is released.
Off Seat remains at selected height. Spring-loaded to this position.
Aft Raises the seat. Stops at the selected position when the switch is released.

CAUTION

Actuation of the seat bucket position switch with lap belt and/or shoulder harness outside of the seat bucket
may damage ejection seat and/or Koch fittings.

2.16.6.6 Backpad Adjustment Mechanism

The backpad adjustment mechanism handle is on the seat bucket adjacent to the top left hand side of the
backpad and is connected to the backpad by a linkage. The backpad has three positions; full forward,
middle, and full aft.
When the handle is in the full up position, the backpad is full aft and when the handle is full down, the
backpad is full forward. To move the backpad, the adjustment handle is moved within a quadrant until a
spring-loaded plunger engages in one of three detent positions in the quadrant. Prior to flight set the backpad
for personal comfort and best access to flight controls.

WARNING

To prevent increased risk of thigh slap or leg contact injuries, aircrew with a buttock-to-knee length
greater than 25.5 inches should not use either of the two forward backpad positions. Air-crew with
buttock-to-knee length between 24.6 and 25.5 inches should not use the full forward backpad
position.

2.16.6.7 SEAT LIGHT Switch

The SEAT LIGHT switch is located in the aft cockpit, on the left console command ejection panel. The switch
is a two position toggle switch, spring loaded to the NORM position, and guarded to the SOLO position.
NORM Permits SEAT caution light in both cockpits to illuminate with either seat safed.
SOLO Overrides the aft seat’s ability to activate both cockpit SEAT caution lights when in SAFE condition.

2.16.6.8 Command Ejection Selector

The command ejection selector is located in the aft cockpit, on the left console command ejection panel.

BOTH - Actuation of the ejection handle from either cockpit immediately ejects the aft seat, followed
0.4 seconds later by the front seat.

SOLO - This position shall be selected with the selector collar installed when flying solo. The selector
will not stay in the SOLO position without the collar installed. Actuation of the forward ejection handle ejects
that seat only.

FWD BOTH/ AFT SELF - Actuation of the ejection handle from the forward cockpit immediately ejects the aft
seat, followed 0.4 second later by the front seat. Actuation of the ejection handle from the aft cockpit ejects
only the aft seat.

WARNING

• In the FWD BOTH/AFT SELF mode, if the AFT crew member initiates ejection, followed by ejection
initiation by the FWD seat, the FWD seat canopy will not automatically fracture prior to ejection. In
this scenario, the MDC firing handle functions normally and should be used to fracture the FWD
canopy prior to FWD seat ejection, if time permits.

• If the Command Ejection Selector is not fully seated in the FWD-BOTH/AFT-SELF position, the
Ejection Mode will revert to SOLO requiring both Aircrew/Seats to initiate ejection independently
without Command Ejection Sequencing Capability.

2.16.7 Ejection Seat Warning, Caution, Advisory Lights

2.16.7.1 SEAT Caution Light

The SEAT caution light is located on the warning/caution/advisory lights panel on the right side of the
instrument panel. The light illuminates with the seat light switch in the NORM position when either seat is
SAFE and the throttle is advanced beyond the intermediate, approximately 60 percent N2 rpm, position. With
the SEAT LIGHT switch set to the SOLO position, the light illuminates only when the front seat is SAFE and
the throttle is advanced beyond the intermediate position (approximately 60 percent N2 rpm).

2.17 FIRE DETECTION AND OVERHEAT INDICATING SYSTEM

The fire detection and overheat indicating system detects and gives warning of fire or overheating in the
engine bay, the GTS bay, and of overheating in the tailpipe bay. A fireproof bulkhead separates the engine
bay from the tailpipe bay. A FIRE warning light is on the upper right instrument panel of each cockpit. The
GTS FIRE warning light is located on the warning lights panel, and TP HOT caution light is on the
warning/caution/advisory lights panel.

2.17.1 Fire Detection and Overheat Indicating System Operation

The fire detection system consists of two sets of firewire elements of the automatic resetting type. Each set
of elements forms a continuous loop which is connected to a control unit; one set of firewire elements
encircles the engine bay and the other encircles the GTS bay. Power is supplied through the Essential Bus.
The firewire elements are temperature sensitive and their resistance decreases as temperature rises. If the
engine firewire reaches 300 °C, current flow increases sufficiently to close a relay which supplies a dc signal
to illuminate the FIRE warning light. If the GTS firewire is activated, a similar relay closes and the GTS FIRE
warning light is illuminated. If the temperature in the affected bay falls below 300 °C, the warning lights go
out and the detection system is automatically reset; resetting may take up to 45 seconds. The system is not
designed to detect hot bleed air leaks; however, in the event a bleed air leak impinges directly on a firewire
element, the FIRE warning light may illuminate.

The fire detection system self test is activated by placing and holding the LIGHT TEST/TONE TEST switch,
located in both cockpits to the right of the caution/warning panels, in the LIGHT TEST position. The FIRE and
GTS FIRE warning lights illuminate to indicate a properly functioning circuit. If the FIRE and GTS FIRE
warning lights do not illuminate, system malfunctions are probably caused by short circuits, broken firewire
elements or control unit failure.
The tailpipe bay has temperature sensors which activate the TP HOT caution light when bay temperature
exceeds 150 °C. The caution light extinguishes when the temperature drops below 150 °C.
2.18 ENVIRONMENTAL CONTROL SYSTEM
The Environmental Control System (ECS) consists of the air conditioning system, the cockpit pressurization
system, and avionic equipment cooling system. Air for the cockpit air conditioning and pressurization system
is tapped from a port on the final (fifth) stage of the engine compressor. This bleed air is used solely for the
environmental control system (temperature control, cockpit pressurization, ram air control, canopy seal, and
heat exchanger inducers).
Conditioned air is used to cool avionics equipment prior to being vented overboard.

Note
ECS has no function in the simulation

2.18.1 ECS Operation

The engine supplies bleed air to two solenoid operated pressure regulator valves simultaneously: the Main
Pressure Regulating and Shutoff Valve (MPRSOV), and the Inducer Pressure Regulating and Shutoff Valve
(IPRSOV). These valves are deenergized open so in the event of loss of all electrical power, the air
conditioning and pressurization will remain on. Air from the inducers is used to increase the airflow through
the heat exchangers when the landing gear are extended. Upstream of the MPRSOV, bleed air is passed to
the canopy seal system and to the control chambers of the ram air inlet and outlet valves. With airflow
knob in the OFF position, idle rpm will operate approximately 2 percent higher than normal. Air from the
MPRSOV passes simultaneously to the primary heat exchanger, the temperature control valve, the max
defog valve, and provides servo air to the changeover valve. After cooling in the primary heat exchanger, air
is supplied to the compressor of the Cold Air Unit (CAU), then to the secondary heat exchanger and finally, to
the turbine of the CAU from where the cold air emerges. Leaving the cold air unit, air is ducted through a
water separator and then to the cockpits.

(Before AFC-291) The hot air flow supply is primarily controlled by the temperature control valve which opens
to allow hot bleed air to bypass the cooling system and to mix with the cold air from the CAU before entering
the water separator. The max defog valve directs a larger volume of the hot air to mix with the cold air before
being supplied to both canopy and ventilation ducts.

(After AFC-291) The hot air flow supply is controlled by the temperature control valve which opens to allow
hot bleed air to bypass the cooling system and to mix with the cold air from the CAU before entering the
water separator.
The max defog valve is no longer used.

In-flight, ram air is employed for cooling the engine bleed air passing through the heat exchangers. Cooling
air enters the aircraft through two ram air scoops located behind the canopy. The scoops are built into a large
door, through which access is gained to the heat exchanger/cold air unit assembly and fuselage fuel tank.
The cooling air from the heat exchangers passes overboard through holes in the top of the aircraft forward of
the GTS.
When the landing gear are extended, cooling air is induced through each heat exchanger by a cooling air jet
pump. When either the landing gear is raised or the cockpit air conditioning system is switched off, the jet
pumps shut off. In the event of an electrical failure the jet pumps will operate normally.
Within the cockpit, air is distributed by means of two separate sets of ducts: ventilation and defog. The
majority of supply air (approximately 60 percent) can be directed to either the ventilation or defog ducts. A
changeover valve, located in the supply tube leading to the ventilation/defog ducts is used to control the
proportion of the supply air.
Changeover valve position is controlled through the AIR FLOW control knob, which in turn directs servo
pressure to position the valve. Air pressure for the servos is supplied from a tap downstream of the
MPRSOV.
The crew ventilation ducts are located under the left and right canopy rails and contain head, body
(directionally adjustable), and foot louvers. The defog ducts are located at the left and right base of the
windscreen and canopy, and are perforated with a series of spray holes.

Ram air inlet and outlet valves are positioned on the cockpit forward and aft bulkheads, respectively, to
provide emergency ventilation in-flight when the cockpit air conditioning system is switched off. These valves
allow fresh air to remove smoke or uncontrollable fogging from the cockpit. On the ground the valves remain
open.
The cockpit air conditioning system is turned on by the AIR FLOW control knob in the forward cockpit.
Placing the knob to NORMAL opens the MPRSOV and energizes the changeover valve to increase the air
flow to the ventilation ducts (approximately 60 percent to ventilation and 40 percent to defog). Placing the
knob at DEFOG deenergizes the changeover valve to increase the air flow to the defog ducts (approximately
60 percent to defog and 40 percent to ventilation).
(Before AFC-291) Selection of MAX DEFOG was originally intended to allow more hot bleed air into the
conditioned air flow in order to provide added defog capability. However, the system does not function as
intended, and will actually result in a reduction of hot air entering the cockpit. Additionally, when MAX
DEFOG is selected, moisture, often in the form of ice pellets, will enter the cockpit through the crew
ventilation ducts. This effect is prolonged when flying at lower altitudes in a warm, humid environment.

(After AFC-291) Selection of MAX DEFOG increases the selectable cabin delivery air temperature set point
above the normal control range by approximately 10 °C (18 °F), providing added defog capability.

Note

• During penetration, cockpit fogging may occur. Use of the DEFOG setting and an increase in cabin
controller temperature is recommended prior to and during descent/penetration.

• (Before AFC-291) Use of MAX DEFOG is not recommended.

2.18.1.1 Temperature Control

The pilot can control the temperature in AUTO, MAX DEFOG (after AFC-291) or MANUAL mode. The AUTO
mode is provided as the normal operating mode and the MANUAL mode as a backup.

2.18.1.1.1 AUTO Mode

In the AUTO mode the cabin temperature is automatically regulated by the cabin temperature control. The
control monitors cabin temperature and compares the temperature with the CABIN TEMP knob setting. If the
temperature is incorrect, the control repositions the temperature control valve appropriately to correct the
temperature and then automatically repositions the valve to maintain the temperature. The cabin temperature
control also positions the temperature control valve to limit the supply duct air temperature by 2.5 to 75 °C
(before AFC-291) or 7 to 80 °C (after AFC-291). The CABIN TEMP knob remains in the selected position.

2.18.1.1.2 MANUAL Mode

In the MANUAL mode cabin temperature is manually controlled by holding the CABIN TEMP knob to COOL
or WARM. When the knob is set to either position a control signal is sent to the temperature control valve to
open or close the valve. The signal is applied to the valve as long as the knob is held in the COOL or WARM
position.
When the knob is released the knob will spring back to the center position, discontinuing the control signal to
the temperature control valve. The control valve, however, will remain in the last selected position. Small
changes should be made when adjusting the temperature, accompanied by a brief waiting period before
making any further adjustments. The brief waiting period allows the ECS ducts to heat/cool and the
discharge temperature to stabilize.
In the MANUAL mode the temperature to the ventilation/defog ducts is not limited and must be manually
controlled.

CAUTION

• Extended operation in MANUAL mode with very cool temperature selected

may result in freeze-up condition of the water separator coalescer and
premature failure of the internal coalescer bypass relief valve.

• Extended operation in the MANUAL mode with WARM selected may cause
excessive temperatures resulting in weakening or damage of the windscreen.

2.18.1.1.3 MAX DEFOG Mode (After AFC-291)

In MAX DEFOG mode, the AUTO mode operational characteristics are retained, except the selectable cabin
delivery air temperature set point is increased above the normal control range available in AUTO mode by
approximately 10 °C (18 °F). The cabin temperature control positions the temperature control valve to limit
the supply duct air temperature (17 to 90 °C).

2.18.2 Cockpit Pressurization System

Cockpit pressurization is controlled by the pressure control valve and its slave discharge valve. These two
servo controlled discharge valves restrict the discharge of air from the cockpit to maintain cockpit pressure at
the required differential. Pressurization commences with weight-off-wheels and increases approximately
linearly with altitude until the full differential pressure of 4 psi is attained at 40,000 feet MSL. Cabin altitude
may be as much as 2,000 feet below aircraft altitude from MSL up to an aircraft altitude of 5,000 feet.
In the event of cockpit pressure control system failure, a safety relief valve ensures that cockpit differential
pressure cannot exceed 4.8 psi. The safety valve also incorporates a negative pressure relief function to
ensure that a negative cockpit differential pressure cannot exceed 0.5 psi, for example, during a rapid
descent. If cockpit pressure is lost, the CABIN ALT warning light illuminates when the cockpit altitude
exceeds 24,500 ±500 feet.

The pneumatically operated canopy seal has a control valve that is mechanically coupled into the canopy
locking mechanism. Air for the seal is tapped from the bleed air supply upstream of the MPRSOV.

2.18.3 Avionic Equipment Cooling System

During flight, cockpit air exhausts through the cockpit pressure control valve and discharge valve. Some of
this air passes through the avionics compartments on its way to being discharged aft of the air conditioning
equipment bay.
The AV HOT caution light is only operative on the ground and illuminates if the air temperature in the
auxiliary equipment bay exceeds 67 °C.
ECS conditioned air flows to the cockpit ventilation ducts at all times during ground operation for pilot
comfort.

2.18.4 ECS Controls and Indicators

2.18.4.1 AIR FLOW Control Knob
The AIR FLOW control knob is located in the front cockpit, on the right console. The knob has the following
positions:
OFF Secures ECS. Opens ram air valves.
NORMAL Directs approximately 60 percent of the total air flow to the crew ventilation ducts.
DEFOG Directs approximately 60 percent of the total air flow to the windscreen and canopy defog ducts.
MAX DEFOG (BEFORE AFC-291) Use of this switch position is not recommended.
MAX DEFOG (AFTER AFC-291) Increases the selectable cabin delivery air temperature set point above the
normal control range available in AUTO mode by approximately 10 °C (18 °F).

2.18.4.2 CABIN TEMP Control Knob

The CABIN TEMP control knob is located in the front cockpit, on the right console. AUTO Cockpit
temperature is automatically controlled by positioning the knob toward COOL or WARM to maintain desired
cockpit temperature setting. MANUAL Cockpit temperature is manually controlled. Positioning the knob
toward COOL or WARM moves the temperature control valve in the appropriate direction until released.
When released the knob springs back to center and the temperature control valve stays in the last
commanded position.

Note
In the MANUAL mode should chunks of ice and/or snow be detected discharging from the cockpit ECS
louvers, a higher cockpit air temperature should be selected to restore the system to normal operation. The
ice/snow condition is caused by too cold a selection, resulting in a freeze-up of the water separator coalescer
and operation of the internal coalescer bypass relief valve.

2.18.4.3 Canopy Control Lever Safety Catch

The canopy control lever safety catch is located at the base of the canopy control lever. Pressing outboard
deflates the canopy seal and disengages the locking mechanism allowing the canopy control lever to be
pulled aft.

2.18.4.4 CABIN Pressure Altimeter

The CABIN pressure altimeter is located on the left side of the pedestal. The altimeter indicates cabin
pressure altitude in 1,000 foot increments.

2.18.5 ECS Warning, Caution, and Advisory Lights

2.18.5.1 CABIN ALT Warning Light
The CABIN ALT warning light is located on the warning lights panel, on the right side of the instrument panel.
The
light illuminates when any of the following occur:
1. An air conditioning system failure caused by overpressure to the CAU compressor.
2. CAU compressor outlet temperature above 500 °F (260 °C).
3. CAU turbine inlet temperature above 250 °F (121 °C).
4. Cockpit pressurization failure, only when the CABIN pressure altimeter indication exceeds 24,500 ±500
feet.
2.18.5.2 AV HOT Caution Light
The AV HOT caution light is located, on the warning/caution/advisory lights panel, on the right side of the
instrument panel. The light illuminates when the air temperature in the auxiliary equipment bay exceeds
approximately 67 °C.
The light only comes on when the aircraft is on the ground.

2.19 ON-BOARD OXYGEN GENERATING SYSTEM

The OBOGS provides a continuously available supply of breathing air for the crew while the aircraft engine is
operating. The OBOGS consists of the heat exchanger, water separator, concentrator, Solid State Oxygen
Monitor (SSOM), chest mounted regulator, and discrete low pressure switch.
For the CRU-123, an electronic BIT button located on the front surface of the SSOM checks for operation of
the circuitry between the monitor and OXYGEN warning light.
The anti-g system allows air pressure to the anti-g suit proportional to the g force experienced. A button on
the OBOGS control panel allows the pilot to manually inflate and test the anti-g suit. The system incorporates
a safety pressure relief valve.

2.19.1 OBOGS Operation

The OBOGS uses engine fifth stage bleed air which is cooled through a heat exchanger then directed
through the water separator then to the concentrator. The water separator is a passive, centrifugal device
that operates continuously to remove liquid from the bleed air stream whenever the line is pressurized. The
concentrator is powered by the 28 Vdc essential services bus and contains rotary valves and molecular
sieves which remove most of the nitrogen, CO2, and water from the bleed air. This oxygen enriched air is
routed through the cockpit plenum to the pilot services panel.
The overheat temperature sensor is located in the ducting between the heat exchanger and the concentrator.
This sensor illuminates the OXYGEN warning light whenever the bleed air temperature exceeds 250 °F (121
°C).
The oxygen monitor continuously samples oxygen enriched air for proper concentration and pressure levels.
(Before AFC-334) The monitor illuminates the OXYGEN warning light for either low concentration or low
pressure. (After AFC-334) The monitor only illuminates the OXYGEN warning light for low concentration or if
the pressure is 0.
The DLPC continuously monitors for low pressure, illuminating the O2 PRES caution light instead of the
OXYGEN warning light, to discriminate low pressure and low concentration conditions.

CAUTION

Increased demand due to a free-flowing mask may affect OBOGS oxygen purity for up to 20 minutes and
increases the potential for contaminants to reach the aircrew.

Note

A free-flowing mask can induce an OXYGEN warning light in less than 5 seconds, especially at low engine
power settings. Coordinating OBOGS FLOW selector ON with mask positioning against the face will prevent
transient OXYGEN warning lights.

The oxygen monitor has limited recording capability to assist in engineering investigations and maintenance
actions after flight.
The OBOGS monitor does not detect contamination of the concentrator, which may cause hypoxia.
Contaminants may be odorless and tasteless. A potential cause of contamination is prolonged OBOGS
operation in the vicinity of aircraft exhaust, which contain toxic byproducts of fuel combustion. The risk of
contamination also increases with uncontrolled oxygen flow, such as from removing mask(s) without placing
the OBOGS FLOW selector(s) to OFF or from system or mask/hose leaks. The risk of hypoxia may remain
for up to 20 minutes after a source of contamination is removed.

WARNING

Symptoms of hypoxia, regardless of altitude, require the immediate use of emergency oxygen in
order to prevent progression to acute incapacitation.

At low power settings, the OXYGEN warning light may illuminate due to low oxygen concentration resulting
from reduced bleed air flow to the OBOGS concentrator or due to low supply pressure. After AFC-334, the
O2 PRES caution light will illuminate due to low supply pressure.
 WARNING

If normal mask flow is not restored 10 seconds after increasing RPM, symptoms of hypoxia may
result if use of emergency oxygen is delayed.

Hypocapnia is a physiologic condition that occurs when too much carbon dioxide (CO2) is expired from the
lungs. Symptoms of hypocapnia are the same as those resulting from hypoxia, and recovery from
hypocapnia requires aircrew to reduce their rate and depth of breathing. Since it is impossible to determine
the cause of physiologic symptoms in flight, it is critical for aircrew to take corrective action for both hypoxia
and hypocapnia when recovering from an in-flight physiologic event.
At the first indication of any hypoxia symptoms take immediate action to restore oxygen flow, normalize the
rate and depth of breathing and descend to a cabin altitude of 10,000 feet or less if able.
The aircrew mounted breathing regulator reduces both normal and emergency oxygen system operating
pressures to breathing pressure levels. The regulator delivers the OBOGS oxygen enriched air, or
emergency oxygen, to the pilot at positive pressure, the limits of which increase automatically with altitude. It
interfaces with the hose assembly, which connects with the seat survival kit oxygen disconnect.
The OBOGS is controlled by the OBOGS/ANTI-G switch located on the pilot services panel in the front
cockpit. The SSOM automatically performs a power-up BIT, testing the electronic components of the monitor
during the warm-up period. The OXYGEN warning light may illuminate momentarily during the power-up BIT.
The monitor then automatically performs a periodic BIT on 60 second intervals during normal operation. If a
fault is detected the OXYGEN warning light is illuminated.
Prior to AYC-1472, the anti-g system for both cockpits is controlled by the OBOGS/ANTI-G toggle switch
located on the pilot services panel in the forward cockpit. After AYC-1472 the anti-g system is always on.

2.19.2 OBOGS Emergency Operation

An emergency supply of gaseous oxygen is contained in an emergency oxygen bottle located in the survival
kit. A pressure gauge is mounted on the emergency oxygen bottle and is visible on the left inside portion of
the seat pan. The gauge has a red refill sector from 0 to 1,800 psi and full sector from 1,800 to 2,500 psi.
During emergency operation, emergency oxygen is routed through the pilot’s regulator to the mask. This
supply is actuated automatically with seat ejection. The emergency oxygen supply can be manually activated
by pulling the emergency oxygen green ring located on the left side of the survival kit.
The emergency oxygen will last 3 to 20 minutes, depending on cabin altitude and breathing rate. Controlling
rate and depth of breathing appropriate for the physical workload can prolong emergency oxygen supply and
aid in recovery from symptoms of physiological episodes. Emergency oxygen duration increases as altitude
increases. The actuator can be reset after actuation by pushing down on the handle.

WARNING

If the OBOGS FLOW selector(s) is not placed to OFF when emergency oxygen is selected, OBOGS
system pressure may prevent emergency oxygen from reaching the breathing regulator.

2.19.3 OBOGS/Anti-g Controls and Indicators

2.19.3.1 OBOGS/ANTI-G Switch
The OBOGS/ANTI-G switch is a two position toggle switch, located in the forward cockpit on the left console
pilot services panel.

ON Prior to AYC-1472, turns on the OBOGS concentrator and supplies bleed air to the OBOGS and
anti-g systems. After AYC-1472, turns on the OBOGS concentrator only.

OFF Prior to AYC-1472, closes the bleed air shutoff valve to turn off the OBOGS and anti-g system
and turns off electrical power to the OBOGS concentrator. After AYC-1472, turns off the OBOGS
concentrator only.

2.19.3.2 OBOGS FLOW Selector

The OBOGS FLOW selector is located on the left console pilot services panel.

OFF Shuts off the OBOGS flow from the pilot services panel.

ON Open OBOGS flow from the pilot services panel.

WARNING

Selection of any intermediate position outside of the detents may prevent intended operation.
2.19.3.3 OBOGS Electronic BIT Button
The OBOGS electronic BIT button is located on the front side of the oxygen monitor.
The OBOGS electronic BIT artificially induces a low oxygen concentration signal in the monitor in order to
check OXYGEN warning light circuitry. OBOGS electronic BIT terminates automatically. A successful
OBOGS electronic BIT is required prior to flight in order to assure satisfactory OBOGS protection. BIT
success is indicated by an OXYGEN warning light that extinguishes automatically.

• Pressing and holding the electronic BIT button for longer than 30 seconds will place the monitor in
Maintenance BIT status, which is not detectable by the aircrew and prevents normal monitor functioning.
Aircraft power must be removed to exit Maintenance BIT.

• Automatic OBOGS power-up BIT and good mask flow do not ensure adequate OBOGS system
performance.

2.19.3.4 ANTI-G Press to Test Button

The ANTI-G press to test button is located on the left console pilot services panel. Pressing and holding the
button directs air into the anti-g suit to check the anti-g system operation.

2.19.4 OBOGS/ANTI-G Warning, Caution, and Advisory Lights

2.19.4.1 OXYGEN Warning Light
The OXYGEN warning light is located on the caution/warning light panel. The light illuminates for low
OBOGS oxygen concentration, low OBOGS supply pressure, heat exchanger discharge air temperature
exceeding 250 °F (121 °C), OBOGS/ANTI-G switch OFF, or an OBOGS monitor degrade. After AFC-334, low
OBOGS supply pressure illuminates the O2 PRES caution light instead of the OXYGEN warning light.
Low mask flow or increased breathing resistance may occur without an accompanying OXYGEN warning,
which indicate a potential OBOGS degradation that may result in oxygen levels below physiological
requirements.

2.19.4.2 O2 PRES Caution Light

After AFC-334, the O2 PRES caution light, located on the forward and aft caution advisory panel illuminates
whenever OBOGS supply pressure is below 4 psig.

2.20 FLIGHT INSTRUMENTS

2.20.1 Pitot Static System
The standby pitot static instruments are driven from a heated, aerodynamically compensated pitot-static
probe mounted on the nose of the aircraft. This source drives the standby barometric altimeter,
standby Mach/airspeed indicator, standby vertical speed indicator, SADS, and other miscellaneous
equipment. This information is then provided by the SADS to the DEU. The DEU will in turn use the
information for the displays and provide it to the ADR (before AVC-5153), ASDC (after AVC-5153) or DDS
(after AFC-311) via the mux bus

2.20.1.1 PITOT HEAT Switch

The PITOT HEAT switch is a two position toggle switch located on right side of the main instrument panel.
HEAT Probe heater is on. 28 Vdc essential services bus power is provided to heat the probe.
OFF Probe heat is off.

2.20.1.2 SADS Failure

Loss of the Stability Augmentation Data Sensor (SADS) computer will cause loss of the following items:
1. Slats (the <217 kt relay will fail to energize).
2. Control Augmentation, C AUG (yaw damper, turn coordination, speedbrake interconnect).
3. NWS AUG (nosewheel steering should be unaffected).
4. Displays will be blank or display corrupted data.
5. HUD — Indicated and True Airspeed, Barometric Altitude, Mach Number, A/A and A/G Reticles, and
Bomb Impact Line.
6. MFD — Indicated and True Airspeed, Barometric Altitude, Mach Number, and Wind Direction and Speed.

2.20.2 Standby Barometric Altimeter

The standby barometric altimeter is a counter drum-pointer type. The counter drum indicates altitude in
thousands of feet from 00 to 99. The long pointer indicates altitude in 50 foot increments with one full
revolution each 1,000 feet.A knob and window permit setting the altimeter to the desired barometric pressure
setting. The barometric setting set on the front cockpit standby barometric altimeter is sent to the DEU. The
The pressure setting is displayed on the MANT display. The standby altimeter operates directly off the static
pressure; however, the
internal vibrator is powered by the 28 Vdc generator bus.

2.20.3 Standby Airspeed Indicator

The standby airspeed indicator displays airspeed from 60 to 850 knots indicated airspeed. It operates directly
off the pitot/static system.

2.20.4 Standby Vertical Speed Indicator

The AVU-29/A vertical speed indicator senses rates of change in the static atmospheric pressure to give a
visual presentation of ascent or descent from 0 to 6,000 feet per minute. A zero adjustment screw is
accessible on the lower left corner of the instrument case.

2.20.5 Standby Attitude Indicator

The standby attitude indicator is a self-contained electrically driven gyro-horizon type instrument. The gyro is
powered by the 28 Vdc essential services bus. An OFF flag appears whenever power is lost or the unit is
caged. The gyro cages to 0 degree pitch and roll regardless of aircraft attitude. Power should be applied for
at least 1 minute before caging. The indicator displays roll through 360 degrees. The pitch display is limited
by mechanical stops at approximately 92 degree climb and 78 degree dive. The caging knob on the lower
right hand corner, besides being pulled for caging, is used to adjust the pitch of the miniature aircraft. A pitch-
trim scale measures displacement of the miniature aircraft. Pulling the caging knob and rotating fully
clockwise to the detent locks the inner gimbal of the gyro. This position is for storage and transport, and
should never be used during flight. A minimum of 9 minutes of reliable attitude information (error less than 6
degrees) is available after power loss, even though the OFF flag is in view.

2.20.6 Standby Turn and Slip Indicator

The turn and slip indicator contains a scale, turn pointer, power warning flag and inclinometer ball. A 2 minute
turn is indicated with the needle over the index to the left and right of center. A 4 minute turn is indicated with
the needle half way between the center and the right or left index. The gyro is driven by an inverter, which is
powered from the 28 Vdc essential services bus. An OFF flag is provided to indicate loss of power.

2.20.7 Standby Magnetic Compass

The AQU-14/A standby magnetic compass is a conventional, self contained unit mounted on the canopy
bow.

2.20.8 Clock
A standard eight day clock is installed in each cockpit next to the TAKEOFF checklist.

2.21 ANGLE-OF-ATTACK SYSTEM

The Angle-of-Attack (AOA) system consists of an AOA indicator and indexer lights in each cockpit, an AOA
transmitter, and a three colored external approach lights assembly. The rudder pedal shakers and stall
warning tone operate at 21.5 units AOA to provide artificial warning of stall AOA.

2.21.1 AOA System Operation

The transmitter probe, extending outboard on the left side of the forward fuselage, senses the attitude of the
aircraft in relation to the relative wind and transmits the angle of the probe to the ADR (before AVC-5153) or
ASDC (after AVC-5153) or DDS (after AFC-311), AOA indicators, and the YDC. The ADR then transmits the
AOA via the mux bus to the DEU for MFD and HUD display. AOA indexers and approach lights are routed
through all three landing gear down proximity switches. When the landing gear is down and locked and the
NLG weight-off-wheels, AOA discrete signals are provided from the forward indicator to illuminate the indexer
and approach lights. For protection against icing and moisture control, the transmitter probe, and its case are
electrically heated with weight-off-wheels.
An upper and lower slot on the probe are plumbed to an internal chamber separated by a vane. The vane
rotates with the probe to equalize the pressures in the internal chambers and orient the slots equally into the
airstream.
The resulting probe angle is transmitted to the HUD [via the ADR (ASDC) (DDS after AFC-311)/DEU] and
AOA indicators. The servo driven pointer on the indicator displays aircraft AOA in units and drives the AOA
indexer lights as well as the external approach lights. The AOA probe and indicator are powered from the 28
Vdc essential services bus.
2.21.2 AOA Controls and Indicators
2.21.2.1 AOA Indicator
The AOA indicator functions throughout the entire flight regime to display AOA information.
The indicator registers units of AOA to the relative airstream, from 0 to 30 units. An OFF flag is visible if
electrical power is lost. The indicator is set with the optimum unit setting at the 3 o’clock position. Both
cockpit AOA indicators independently receive their input from the AOA probe.

2.21.2.2 AOA Indexer

The AOA indexer, located on the glareshield in both cockpits, consists of three indexer lights; the upper
chevron is green and indicates a high (≥18 units) AOA, the center donut (O) is amber and indicates the
optimum (17 units) AOA, and the lower chevron is red and indicates a low (≤16 units) AOA. Two intermediate
conditions are also indicated by illuminations of the donut (O) with the upper or lower chevron. Dimming
control of the indexer lights is achieved by a four position lever mounted next to the lights. Moving the lever
up brightens the lights. The indexer includes press-to-test light capability. Both cockpit indexers receive their
input from the forward cockpit AOA indicator. The indexers provide the principal reference for controlling
airspeed during landing approaches.

Note
The lack of AOA indexers and approach lights with the LDG GEAR handle down may indicate one or more
landing gear not down and locked.

2.21.2.3 Approach Lights

The external approach lights assembly is located on the nose gear strut. The assembly provides the LSO
with an indication of AOA and consists of three separate lights covered by red, amber, and green lenses. The
corresponding AOA conditions are shown to the LSO as green for too high an AOA, amber for optimum AOA,
and red for too low an AOA. The lights are controlled by the AOA system and function when the landing gear
is down and locked in flight and extinguish upon landing. The lights are controlled by the HOOK BYP
(bypass) switch in the forward cockpit.
Placing the switch to CARRIER position causes the lights to flash if the arresting hook is not down. With the
switch in FIELD, the lights remain steady regardless of arresting hook position. Day or night operation is
selected by the PANEL light switch in the forward cockpit. Placing the switch to the OFF position selects day
(bright) illumination.
With the switch at PANEL, night (dim) illumination is selected.

2.21.2.4 HOOK BYP Switch

The two position toggle HOOK BYP switch is located in the front cockpit, on the right side of the main
instrument panel. The switch has the following positions:

CARRIER: approach light/AOA indexers flash if the landing gear is down and locked and the arresting
hook is not down.

FIELD: pproach lights/AOA indexers operate steady regardless of the arresting hook position.

2.22 RADAR ALTIMETER

The radar altimeter (RALT) system consists of a receiver-transmitter, and two antennas. The RALT employs
the pulse radar technique to provide instantaneous AGL information from 0 to 5,000 feet in 10-foot
increments, at aircraft attitudes of 40 degrees or less angle of bank or pitch. Aircraft height above ground is
determined by measuring the elapsed transit time of a radar pulse, which is converted to feet. Audio and
visual warnings are activated when the aircraft is at or below the selected low altitude limit (LAW setting).
The system provides the radar altitude to the ADR (before AVC-5153) or ASDC (after AVC-5153) or DDS
(after AFC-311) which in turn forwards the altitude to the DEU for display on the MFDs and HUD. The DEU
commands the HUD to display radar altitude below the altitude box and MFDs (ADI display) to display the
radar altitude below the barometric altitude scale. (After ASC-013) Leading zeros are not shown on the ADI
radar altitude display. The letter R is displayed to the right of the altitude to indicate radar altitude. If the
ADR/ASDC/DDS (after AFC-311) or RALT signal is invalid, fails, or exceeds 5,000 feet the radar altitude is
removed and the letter R remains displayed on the HUD and ADI display. After IBIT is performed on the
ground, a verified RALT or ADR/ASDC/DDS (after AFC-311) failure is reported by the message DEGD on
the BIT display. On the ground (weight-on-wheels) the radar altitude defaults to 10 feet.
RALT power is controlled by the RALT PWR option on the BIT display. Successive actuation of the RALT
PWR option turns on/turns off (boxes/unboxes) the RALT. Upon power up of the electrical system with
weight-on-wheels, the RALT defaults to the power on (boxed) state.
2.22.1 Low Altitude Warning
The LAW consists of a LAW advisory displayed in the MFD advisory window, an audio warning tone, and
flashing of the LAW setting and option accompanied by the HUD warning indication. The LAW is initiated
when the aircraft descends to or below the LAW setting and continues until the aircraft ascends above the
LAW setting.
With the landing gear extended the LAW advisory/tone and HUD warning are displayed/emitted for 3
seconds. With the landing gear retracted, the LAW advisory/tone and HUD warning are displayed/emitted
continuously until rejected. The LAW setting and option continue to flash after the advisory and tone are
rejected as a reminder until either the LAW setting is reset to below the aircraft’s altitude, the aircraft climbs
above the LAW setting, or the aircraft transitions to weight-on-wheels. Flashing of the LAW setting and option
are not affected by the landing gear position.

2.22.2 LAW Setting

The LAW setting is displayed on the ADI display above the LAW option. The setting may be set using either
the ADI display or the DEP. Upon power up the LAW setting defaults to 500 feet.

2.22.2.1 ADI Entry

The LAW setting is controlled from the ADI display by selecting the LAW option and LAW
increment/decrement options. Successive actuations of the LAW option selects/deselects (boxes/unboxes)
the option. Selection of the BNGO or PT options unboxes the option. When the LAW option is selected, the
LAW increment and decrement options are displayed. Selecting either option changes the LAW setting
accordingly in 10 foot-increments. Pressing and holding the increment/decrement option initially changes the
LAW setting in fine adjustments and rapidly accelerates the longer the option is selected. If the maximum or
minimum setting is reached the setting will wrap around to the maximum or minimum setting and continue to
increment or decrement.

2.22.2.2 DEP Entry

The LAW setting is controlled from the DEP by pressing the LAW button. When the button is pressed the
scratch-pads are displayed, and the DEP is enabled. The current LAW setting is displayed in each
scratchpad with the LAW identifier (LW). The LAW setting can now be entered using the DEP data entry
buttons. When the setting is entered, pressing the DEP ENT button stores the new setting in the DEU,
update the ADI LAW setting, and remove the scratchpads.

2.22.3 Radar Altimeter Controls and Indicators

2.22.3.1 RALT PWR Option

The RALT PWR option is located on the BIT display in the lower right corner. Alternate selections of the
option turn on (box), turn off (unbox) the RALT.

2.22.3.2 LAW Option (ADI Display)

Pressing the option alternately selects/deselects (boxes/unboxes) the LAW option, enabling/disabling the
LAW increment/decrement options.

2.22.3.3 LAW Button (DEP)

Pressing the button enables the DEP for entry of the LAW setting, boxes the LAW option on the ADI display,
and displays the scratchpads.

2.22.3.4 LAW Setting

The LAW setting is displayed above the LAW legend and provides a readout of LAW setting from 0 to 5,000
feet AGL. The setting flashes whenever the aircraft is below this altitude and weight-off-wheels. If the RALT
power is turned off XXXX is displayed and the R is removed from the HUD and ADI displays.

2.22.3.5 Increment/Decrement Options

The LAW increment/decrement options correspondingly increase/decrease the LAW setting in 10 foot
increments.

2.23 CENTRALIZED WARNING SYSTEM

The centralized warning system provides visual and aural indications of normal aircraft operation and system
malfunctions affecting safe operation of the aircraft. The lights are on various system instruments and control
panels in the cockpit. The red warning lights indicate system malfunctions requiring immediate action. Amber
caution lights indicate malfunctions requiring attention but not immediate action. After the malfunction has
been corrected, warning and caution lights go out. Advisory lights, green or white, indicate safe or normal
conditions and supply information for routine purposes.
2.23.1 MFD Advisories
The MFD advisories provide a visual display of system malfunctions affecting the safe operation of the
aircraft.
These advisories go beyond indications of the warning/caution/advisory lights. The advisories are displayed
on the MFDs in an advisory window which is displayed over whatever display is selected on the individual
MFD, including the HUD video display. The advisory will continue to be displayed on the MFDs
until the condition or malfunction is corrected or the REJ option is selected, except for the SIM MODE
(simulator mode) advisory which is not rejectable. If the REJ option is selected that particular advisory will
not be redisplayed until the condition or malfunction returns.

Note
The advisories are not displayed on the HUD.
If multiple advisories occur, only one advisory is displayed. The advisory will remain until the condition is
corrected or it is rejected and then the next advisory is displayed. When multiple advisories occur they are
displayed in the following priority:

1. SIM MODE
2. LAW
3. BINGO
4. MISCOMPARE (AFTER ASC-013)
5. ATTITUDE
6. POSITION
7. CORRIDOR
8. ILS
9. GLIDESLOPE
10. LOCALIZER

The advisories are inhibited until communication is established between the appropriate equipment and the
DEU. All advisories except the LAW advisory are inhibited during BIT.

2.23.1.1 SIM MODE Advisory

The SIM MODE advisory is displayed when the DEU receives a discrete signal stating it is installed in the
simulator and communication cannot be established with the simulator. The HUD and MFDs are blanked
except for the advisory on the MFDs. The DEU waits for 2 minutes after receiving the discrete signal before
blanking the displays and displaying the advisory. Due to this delay, the HUD and MFDs may display aircraft
information prior to being blanked and displaying the advisory. The advisory is not rejectable.

2.23.2 Warning/Caution/Advisory Light System Operation

Aircraft system failures are indicated in both cockpits by the illumination of red warning lights or amber
caution lights, depending on the source of the failure input signal. This is accompanied by the flashing of the
amber MASTER ALERT light and an audio tone in both cockpits. In addition, the HUD displays a warning
indicator (W) when a warning light is illuminated or a CAUTION when a caution light is illuminated. The
warning indicator takes precedence if both occur simultaneously. The MASTER ALERT light illumination,
audio tone, HUD warning indicator, and HUD CAUTION indicator can be canceled by pressing the MASTER
ALERT light except for LAW or BINGO. In this case the REJ option must be selected. The warning or caution
light remains illuminated until the failure is corrected. Dimming of the caution and advisory lights is obtained
by setting the WARN/CAUT light switch to DIM. System operation can be tested by placing the LIGHT
TEST/TONE TEST switch in either the LIGHT TEST or TONE TEST position. Placing the switch to LIGHT
TEST illuminates all the warning, caution, advisory lights and tests the fire warning system. Placing the
switch at TONE TEST generates the four audio tones in the sequence of warning, caution, wheels up, and
weapons release.
The centralized warning system is inhibited when the emergency fuel shutoff handle is in the up position
(valve closed) and external electrical power is connected to the aircraft. However, the FIRE light, GTS FIRE
light, MASTER ALERT lights, and audio tone channels still operate normally. The system is in the normal
operating mode when the fuel shutoff handle is in the down position (valve open).

2.23.3 MASTER ALERT Light

The amber MASTER ALERT light is located in the upper left part of the instrument panel. The light flashes,
accompanied by an audio warning/caution tone whenever a warning or caution light is illuminated. Pressing
the light:
1. Cancels the audio tone.
2. Turns off the MASTER ALERT caution light.
3. Resets the system.
The warning or caution light remains illuminated until the failure is corrected.

2.23.4 Audio Tones

An output to the communication control system to generate seven different audio tones. The seven audio
tones are then sent from the communication control system to the headsets.

2.23.4.1 Warning Tone

A continuous warning tone is associated with illuminated red warning lights. The tone transmits once per
second. Pressing the MASTER ALERT light cancels the tone.

2.23.4.2 Low Altitude Warning Tone

The low altitude warning tone is associated with MFD LAW advisory. The tone is a four to six burst tone.

2.23.4.3 Stall Warning Tone

The stall warning tone is associated with the rudder pedal shaker and comes on simultaneously with the
pedal shaker at 21.5 units AOA. A 400 hertz pulsed tone is repeated until AOA is decreased below the
specified units.

2.23.4.4 Wheels Warning Tone

The wheels warning tone is associated with the WHEELS warning light. The tone is a 250 hertz pulsed tone.
Pressing the TONE button on the LDG GEAR control panel cancels the tone.

2.23.4.5 Caution Tone

A 1-second caution tone is associated with illuminated amber caution lights. The tone alternates between two
frequencies and stops after 1 second. If two cautions are triggered simultaneously, the duration of the
caution tone is shortened. If a sound is heard on the headset, a check of the caution lights should be
performed to determine if cautions have occurred. Operation of the MASTER ALERT light, HUD caution
indication, and caution lights are not affected.

Note
The abbreviated tone most commonly occurs when the parking brake is set, the throttle is above 60 percent
rpm and either or both of the seats are in SAFE. This does not occur when only the rear seat is set to SAFE
and the Command Ejector Selector handle is set to SOLO.

2.23.4.6 Weapon Release Tone

A constant 1,000 hertz weapon release tone is heard when the weapons release input (bomb pickle) is
activated. The tone stops when the weapons release input is deactivated.

2.23.4.7 Gun Tone

The gun tone is a 67 hertz tone simulating a gun firing. The tone stops when the trigger is released.

2.23.5 Warning/Caution/Advisory Light Panels (Before AFC-297)

The warning lights panel and the warning/caution/advisory lights panels are located on the right instrument
panel in each cockpit. The warning lights panel consists of 10 warning lights; all lights are warning indicator.
Each warning/caution/advisory panel consists of 28 lights. The top six rows contain 18 caution lights. The
bottom two rows contain six advisory lights, one caution light (aircraft 165598 and up, and aircraft 165080 to
165498 after T-45C AFC-256 Pt. 2) and one warning light.

2.23.6 Warning/Caution/Advisory Light Panels (After AFC-297)

The warning lights panel and the warning/caution/advisory lights panels are located on the right instrument
panel in each cockpit. The warning lights panel consists of 10 warning lights; all lights are warning
indicators . Each warning/caution/advisory panel consists of 28 lights. The top six rows contain 18 caution
lights The bottom two rows contain five advisory lights. Also, on the bottom row are two caution lights. One is
for M FUEL and one is for BRK PRS (aircraft 165598 and up, and aircraft 165080 thru 165498 after T-45C
AFC-256 Pt. 2). One warning light is contained in row eight.

2.24 TERRAIN AWARENESS WARNING SYSTEM (AFTER AFC-311 AND ASC-015)

2.24.1 Introduction
The T-45C Controlled Flight Into Terrain (CFIT) Protection System consists of the Terrain Awareness Warning
System (TAWS) hosted in the Data Acquisition Unit (DAU) of the Digital Data Set (DDS). TAWS capabilities
provide protection against flight into all terrain types (rising, level, and descending) as well as a Ground
Proximity Warning System (GPWS)-capability which provides protection against flight into level and slightly
descending terrain only.

Note
TAWS CFIT protection is severely reduced in flight regimes of shallow dive angle over mountainous or
undulating terrain.

TAWS warns the aircrew of an impending CFIT condition during all mission phases. TAWS functions as a
survivability system and not as a performance enhancing aid. The presence or absence of TAWS is not
intended to affect how the aircraft is flown. TAWS has been designed to eliminate false warnings, minimize
nuisance warnings, and generate consistent aircrew warnings in all aircraft master modes. Four possible
voice warnings (“Pull up …Pull up”; “Power … Power”, “Roll Left … Roll Left”, and “Roll Right … Roll Right”)
are provided to indicate the correct initial response to an impending CFIT condition. A visual cue is provided
to indicate the recovery direction or, in some instances, to command an increase in turn rate.

Note
All TAWS warnings should be treated as though an imminent flight into terrain condition exists. Pilot
response to a TAWS warning should be instinctive and immediate with no hesitation until the CFIT condition
no longer exists and situational awareness is reestablished.

2.24.2 System Operations

TAWS uses data from the following inputs:

1. Stability Augmentation Data Sensor (SADS).
2. Global Positioning System/Inertial Navigation Assembly (GINA).
3. Radar Altimeter (RADALT).
4. Re-gridded Digital Terrain Elevation Data (RDTED).
a. RDTED resides in the DAU and is utilized by TAWS for the forward-predictive capability that provides
warning protection against flight into rising terrain. The RDTED used by TAWS is based upon Level-1
DTED that has been re-gridded such that the terrain elevation data has grid posts at equal 150-meter
spacing instead of the nominal 3 arc-second spacing.
TAWS uses these inputs to accurately determine the aircraft’s position relative to the terrain, calculate its
trajectory, and determine if the recovery trajectories intersect the digital terrain. GPWS functions in much the
same way as TAWS, but does not use DTED data. Instead, GPWS relies mainly on the RADALT and
provides little or no protection from rising terrain or outside of the valid RADALT range.
During normal operation, CFIT protection is provided in all phases of flight. During landings, protection is
afforded against hard and gear up landings. During all other phases, TAWS provides predictive protection
against flight into all terrain. There are two computed recovery trajectories. The vertical recovery expects the
aircraft to roll to wings level and then pull up. The oblique recovery trajectory expects maintenance of the
current bank angle and increased backstick pressure. Each recovery is based on mathematical equations
that compute a projected three-dimensional recovery trajectory based on aircraft aerodynamics. To minimize
nuisance cues, TAWS selects the last possible escape route and issues the appropriate warning. Both
recovery trajectories are designed to maintain 100 feet of terrain clearance. If either computed trajectory
predicts that the aircraft will pass below 100 feet, a warning will be issued.

Note
• In the landing phase, no clearance altitude is added, allowing the aircraft to land.
• During Precautionary Approaches (PAs), TAWS may provide a “Power … Power” or “Pull up ... Pull up”
warning to prevent a hard landing (landing beyond the structural limit of the aircraft).
TAWS can operate both with and without the RDTED. TAWS will switch automatically depending upon the
available sensor data and flight phase. When the aircraft position (latitude and longitude) is accurately known
and RDTED for the local area is available, the TAWS-capability is used which provides protection against
varying terrain ahead of the aircraft.
When the aircraft position is not accurately known, RDTED for the local area is unavailable, or TAWS
determines that the aircraft is in a landing phase; TAWS uses the GPWS-capability and provides warning
protection against flight into level or descending terrain only.
GPWS uses the RADALT as the primary altitude source with GINA as a backup altitude source when radar
altitude is invalid. GPWS calculates terrain slope with inputs from the GINA and RADALT. When the radar
altimeter information is invalid, the system switches from operational mode to COAST mode for up to 2
minutes. In COAST mode, GPWS calculates an estimate of current aircraft altitude. COAST mode can only
be enabled while the aircraft is over a flat surface (<2 degrees of slope). Warnings can be generated while in
COAST mode. If there is insufficient valid sensor data, GPWS transitions to BYPASS mode. No warnings are
generated in the BYPASS mode.
Note
• If the measured terrain elevation is less than 100 feet MSL and the terrain slope has a magnitude of less
than one degree, the GPWS-capability believes that the aircraft is flying over the ocean and will allow the
COAST mode to continue indefinitely.
• There is no indication to the aircrew when TAWS switches from the TAWS-capability to the GPWS-
capability and back.

2.24.3 TAWS Components and Modes

TAWS provides unambiguous aural and visual cues to the aircrew for each potential condition. A visual
recovery arrow, indicating the correct direction to recover the aircraft, and voice warnings are provided.
TAWS is comprised of five functional components:

1. Ownship.
2. Maneuver Generator.
3. Collision Computer.
4. Advisory Computer.
5. Recovery Action Computer.

The Ownship component performs quality checks on input data and determines a best estimate of the
current aircraft state, Mean Sea Level (MSL) and Above Ground Level (AGL) altitudes. Within this
component, TAWS automatically operates in one of five modes, depending on the sensor data available and
the flight phase of the aircraft. The modes are:

1. OPERATE.
2. COAST.
3. OPERATE_MSL.
4. INHIBIT.
5. BYPASS.

These modes are transparent to aircrew and are explained in the following sections. Using this data, the
Maneuver Generator component predicts the three-dimensional recovery trajectories and the Collision
Computer component determines if a CFIT condition exists, setting a warning flag if required. The Advisory
Computer component determines if a gear-up landing is imminent or the aircraft is below glide slope and sets
the advisory flag if required.
The Recovery Action Computer component determines if visual and audio cues should be issued and which
visual and audio cues should be issued.

2.24.3.1 Ownship Component

The Ownship component accepts input data from the various sensors that TAWS uses to determine the
current state of the aircraft. The latitude and longitude used are taken directly from the blended GPS/INS
navigation solution.
If the GPS becomes unavailable or unreliable (blanking, spoofing, etc.), TAWS uses the raw latitude and
longitude from the INS. However, the standard INS drift rate is assumed, which limits the time the INS
position is used to approximately four minutes. After this time, position information is no longer reliable.
Therefore, forward-looking protection is not provided and TAWS will provide the GPWS-capability.
The Ownship component also determines the best estimate for the MSL and AGL altitude. The primary
source of MSL altitude is blended GPS/INS altitude. Error estimates are added to this altitude to reduce the
chance of nuisance warnings. The errors are based on the vertical error as reported by the GPS and
potential errors in the digital data. If the vertical error estimate is greater than 80 feet, TAWS uses the
barometrically (baro) damped inertial altitude and, if all else fails, the baro-corrected pressure altitude.
The Height Above Terrain (HAT) altitude determination uses RADALT as the primary altitude source and the
MSL altitude and RDTED terrain height to validate the measured height above the terrain. If RDTED terrain
height is invalid, the system transitions to a GPWS-capability. In addition, this cross-checking enables TAWS
to evaluate and account for systemic errors in the RDTED. If the RADALT is unavailable, the HAT is
computed from the MSL altitude and RDTED for TAWS, with no loss of protection, until the RADALT is again
providing valid data. If both the RADALT and RDTED are unavailable, TAWS will use the GPWS-capability
and enter the OPERATE_MSL or COAST mode as described below.

2.24.3.1.1 OPERATE Mode

The OPERATE mode is the primary mode of the TAWS algorithm. In the OPERATE mode, TAWS provides
protection by using the measured height above the terrain and provides warning cues to the aircrew. TAWS
is in the OPERATE mode when the SADS, INS, and (RADALT or RDTED) are valid. While in the OPERATE
mode, the slope of the terrain is calculated from the RADALT and barometrically damped inertial altitude
data.

2.24.3.1.2 COAST Mode

The COAST mode provides continuous protection during brief periods of RADALT “lost track” while using the
GPWS-capability. This mode does not apply to the TAWS capability as a loss of RADALT data would not
degrade performance because the TAWS can still provide HAT information with MSL altitude and RDTED.
The system will invalidate RADALT if the DAU reports an invalid RADALT signal, aircraft altitude > 4,950 feet,
or if (cosine [roll_angle] multiplied by cosine [pitch_angle]) < 0.707168. In the COAST mode, the GPWS-
capability provides protection by estimating the aircraft current height above terrain, using barometrically
damped inertial altitude and the terrain elevation measured at RADALT failure or invalidation. COAST mode
is only available for a maximum of two minutes (unless the aircraft is deemed “over ocean” as determined by
the calculated terrain elevation). The GPWS-capability is in the COAST mode when the SADS/ADC and INS
data are valid, the radar altimeter altitude is invalid and the following three conditions are true:
1. The RADALT data has been invalid for less than 2 minutes.
2. The absolute values of the terrain slope over the last 4 seconds are less than 2 degrees (COAST mode is
only available over flat or near-flat terrain at the time the RADALT became invalid or inconsistent).
3. Once outside the operational limits of the RADALT, the system provides protection by extrapolating the
height above terrain while over relatively flat terrain (slope less than or equal to 2 degrees).

If any of these three conditions are not true, then the GPWS-capability transitions to OPERATE_MSL mode.
If the SADS/ADC or INS data become invalid, the GPWS-capability transitions to BYPASS mode.

Note
If the measured terrain elevation is less than 100 feet MSL and the terrain slope has a magnitude of less
than 1 degree, the GPWS-capability believes that the aircraft is flying over the ocean and will allow the coast
mode to continue indefinitely.

2.24.3.1.3 OPERATE_MSL Mode

The OPERATE_MSL mode provides protection during periods of RADALT “lost track” when the COAST
mode is unavailable. This mode does not apply to the TAWS-capability as a loss of RADALT data would not
degrade performance because the TAWS can still provide HAT information with MSL altitude and RDTED. In
the OPERATE_MSL mode, the GPWS-capability provides protection by using the aircraft current MSL
altitude, that is, it operates just like the COAST mode except that OPERATE_MSL assumes that the terrain is
at 0 feet MSL.
If the SADS/ADC or INS data become invalid, the GPWS-capability transitions to BYPASS mode.

2.24.3.1.4 INHIBIT Mode

The INHIBIT mode processes the protection calculations, but visual and aural cues are not provided to the
aircrew.
The INHIBIT mode is used in aircraft envelope regions for which TAWS protection is unreliable or is not
desired.
There are three situations which cause the TAWS algorithm to enter the INHIBIT mode:
1. Weight-on-Wheels (WonW) Inhibit — When the WonW transitions to false, then TAWS transitions to the
INHIBIT mode for 6 seconds.
2. Return from BYPASS Inhibit — When TAWS transitions out of the BYPASS mode, it enters the INHIBIT
mode for 1.1 seconds.
3. False Ground Impact Inhibit — When TAWS height above terrain becomes less than zero, TAWS
transitions to the INHIBIT mode to prevent false warnings and remains in the INHIBIT mode until the HAT
becomes greater than zero.

2.24.3.1.5 BYPASS Mode

BYPASS mode is entered when TAWS determines that not enough information is available due to invalid
sensor data, or WonW. While in BYPASS mode, the TAWS algorithm does not process protection
calculations or provide visual or aural cues to the aircrew. TAWS continues to check sensor validity while in
BYPASS mode.
The following sensor conditions will cause a transition to the BYPASS mode:
1. INS or SADS/ADC data is invalid.
2. Aircraft WonW.

2.24.3.2 Maneuver Generator Component

The Maneuver Generator component predicts three-dimensional recovery trajectories for the aircraft based
upon the aircraft capabilities at the current flight condition. It uses the aircraft state information determined in
the Ownship component and computes two three-dimensional recovery trajectories – the vertical (roll to
wings level and pull in the vertical plane) and oblique (pull at the current bank angle) trajectories. The
predicted recovery trajectories are broken into phases:

1. Pilot Response.
2. Roll Recovery.
3. G-Delay.
4. G-Onset.
5. Dive Recovery.

The pilot response phase is the period from issuance of a warning to the time that the pilot actually initiates
recovery. TAWS assumes 1.3 seconds for this phase and predicts the trajectory of the aircraft during this
time using the aircraft velocities and accelerations.
The roll recovery phase is the time necessary to roll the aircraft to wings-level, if necessary. This assumes 50
percent lateral stick will be used for bank angles less than 70 degrees and 75 percent lateral stick will be
used for bank angles 70 degrees and greater. TAWS predicts the time required to roll out based upon the
known roll mode time constant and available roll rate for the aircraft at the propagated flight condition. The
roll time is then used to predict the trajectory during this phase based upon the propagated velocities,
accelerations and attitude from the previous phase.
The G-Delay phase represents the non-minimum phase response of the aircraft to an aft stick deflection.
When the stick is deflected aft, the tail plane deflects trailing-edge up increasing the downward “lift” on the
tail. Eventually this causes a nose-up pitching moment which increases angle of attack and lift on the aircraft.
However, there is a short time after tail deflection when the total aircraft lift decreases due to the downward
“lift” on the tail. This phenomenon is modeled in this phase. The time required for the aircraft normal
acceleration to decrease and then regain its starting value is used to predict the trajectory based upon the
propagated velocities, accelerations and attitude from the previous phase.
The G-onset phase is the time required to pull to the recovery target normal acceleration. The recovery
target normal acceleration is 80 percent of the instantaneous G-available, or 5g, whichever is less. The G-
onset phase assumes that rapid aft stick motion will be used (full deflection within 0.75 second) and the
throttle will be moved to MIL when below corner speed and to IDLE if significantly above corner speed. The
predicted trajectory is based upon the G-available and the G-onset rate available for the propagated flight
condition.
The dive recovery phase is the remainder of the trajectory until terrain clearance is achieved. It assumes that
a near constant normal acceleration and airspeed will be attained during the recovery. This is modeled as an
ellipse within TAWS. For the GPWS-capability, the recovery is “complete” when the predicted flight path is no
longer closing with the terrain. For TAWS-capability, the recovery is “complete” when the predicted flight path
is climbing vertically for the vertical recovery and a 90 degree heading change has occurred for the oblique
recovery.
When TAWS determines that the aircraft is landing, the protection changes from “avoiding the ground” to
“avoiding hard-landings”. However, during landings, TAWS transitions to a GPWS-capability with no
protection against rising terrain. TAWS defines the landing phase as below 500 feet AGL, less than 200
KCAS, landing gear down-and-locked, and more than one minute since a wave-off or takeoff. When in the
landing phase, the GPWS-capability protects against landings at greater than the structural limit of the
landing gear (1,398 feet per minute [fpm]). When in the landing phase, the recovery for both trajectories is
“complete” when the sink rate is less than the structural limit of the landing gear.

Note
During Precautionary Approaches (PAs), TAWS may provide a “Power … Power” or “Pull up … Pull up”
warning to prevent a hard landing (landing beyond the structural limit of the aircraft).

2.24.3.3 Collision Computer Component

The Collision Computer component takes the three-dimensional recovery trajectories computed above and
determines if a warning is necessary. A clearance altitude is added to each trajectory so that the predicted
bottom-out is at 50 feet AGL.

Note
In the landing phase, no clearance altitude is added, allowing the aircraft to land.
For TAWS-capability, the recovery trajectories are sliced into 15 points and overlaid on the RDTED. The
latitude and longitude at each point are used to query to terrain database to determine the terrain elevation at
that point. When the terrain elevation is greater than the trajectory altitude for a given point on BOTH
trajectories, a warning is set based on the last trajectory to intersect the terrain.
For GPWS-capability, the altitude required for recovery for each trajectory is compared to the computed HAT.
When BOTH trajectories require more altitude to recover than the height above terrain, a warning is set
based on the last trajectory to exceed the height above terrain.
2.24.3.4 Advisory Component
2.24.3.4.1 Check Gear
TAWS provides an advisory for gear-up landing. When the aircraft is below 200 KIAS, below 500 feet AGL,
more than 1 minute since a wave-off or takeoff, and the landing gear is not down-and-locked, a gear advisory
is set and “Check Gear” is announced.

2.24.3.4.2 Glideslope
The “Below Glide Slope” advisory is designed to advise the aircrew when the aircraft sinks below glide slope
while conducting an ILS approach. Because of the possibility of the aircrew flying visual or localizer-only
approaches to a valid ILS, the algorithm minimize nuisances by utilizing the localizer validity, glide slope
validity, glide slope deviation, as well as aircraft state to determine if the aircraft is actually following the ILS.
After 15 seconds of following the glide slope, the glide slope advisory is available, should it be warranted.
Once the glide slope advisory has been made available, the advisory will be set once – and only once –
when the aircraft descends more than 50 percent of the maximum glide slope deviation. The aural cue
issued will be “Below Glide Slope … Below Glide Slope,” in a softer, gentler voice as compared to the other
TAWS aural cues and no visual cue is set. The TAWS algorithm will then suppress further glide slope
advisories and allow all TAWS CFIT warnings to be processed. This also allows the pilot to fly the ILS, then
transition to a visual approach, having enabled the criteria and not get repetitive nuisance cues. The cue will
enunciate once, but not again unless the pilot responds to it.
Once the pilot recaptures the glide slope within 50 percent low, the TAWS algorithm will then allow the Glide
Slope advisory to be available again. No cue is issued if the aircraft deviates above the glide slope.

2.24.3.5 Recovery Action Computer Component

For the warnings and advisories described above, TAWS provides clear, unambiguous and directive aural
and visual cues to the aircrew. TAWS initiates the appropriate aural cue for all warnings and advisories and
the appropriate visual cue for all warnings. The aural and visual cues are turned on together. TAWS handles
only one condition at a time.

2.24.3.5.1 Voice Warnings

TAWS uses the Communications Amplifier to provide aural cues to the aircrew. Again, the TAWS voice cues
are:
1. “Roll-Left … Roll-Left”.
2. “Roll-Right … Roll-Right”.
3. “Pull-Up … Pull-Up”.
4. “Power …Power”.
5. “Check Gear”.
6. “Glide Slope … Glide Slope”.
Each of these cues is issued at an audio level higher than the present voice alerts. These warnings provide a
wake-up call to the aircrew and indicate the most appropriate initial aircrew response for the given aircraft
state, not necessarily the only required aircrew response. The aural cue is silenced when the warning
condition is cleared. For the gear advisory and glide slope advisory, “Check Gear” or “Glide Slope … Glide
Slope” is issued once, until the advisory is reset. This allows warnings to be issued if necessary without
being delayed by existing advisories. Should a warning condition persist, the aural cue will be repeated every
2 seconds until the warning condition is cleared or a different recovery technique is required.
The DAU stores audio warning/advisory WAV files and outputs selected amplified audio output to the
Communications System Amplifier (CSA) when commanded by the MDP.
The Low Altitude Warning System (LAWS) tone generated by the MDP and the Terrain Awareness Warning
System (TAWS) aural cues generated by the DAU will be transmitted in priority order. The CSA will amplify
TAWS and LAWS tones for transmission to the pilot headsets.
The overall warning/advisory tone priority scheme is provided in the table below.

T-45 Tone Priority Tone

1. Pull-Up (TAWS/Ground Proximity Warning System [GPWS])

2. Roll-Left (TAWS/GPWS)
3. Roll-Right (TAWS/GPWS)
4. Power (TAWS/GPWS)
5. Master Alert (CWS)
6. LAWS Tone (MDP)
7. Check Gear (TAWS/GPWS)
8. Stall Warning (CWSEU)
9. Wheels Warning (CWSEU)
10. Master Caution (CWSEU)
11. Glideslope (TAWS/GPWS)
12. Weapon Release (CWSEU)
13. Gun Tone (CWSEU)

TAWS Controlled Flight Into Terrain (CFIT) advisories and warnings are fixed relative to ICS and radio
volumes and may be inaudible above simultaneous transmissions in all cases and especially with high ICS
and radio volume settings and/or to aircrew wearing un-amplified secondary
hearing protection.

2.24.3.5.2 Visual Recovery Arrow

A visual recovery arrow is provided in the center of the HUD (in any mode) and the ADI ball of the head down
(MFD/MFCD), that have the HUD option selected, during CFIT conditions, whether CAM option is selected or
not selected. The recovery arrow indicates the direction of the recovery. TAWS indicates to the MDP whether
the warning arrow shall be displayed roll-stabilized to the pitch ladder or to the aircraft Z-axis. The visual cue
is displayed whenever a CFIT warning is present and is removed when the CFIT warning no longer exists.
The normal warning, “W”, will not be displayed on the HUD when the TAWS arrow is activated. T

2.25 INTERIOR LIGHTING SYSTEM

The interior lighting system consists of four types of lighting: primary, secondary, emergency, and
warning/caution/advisory. The individual types are comprised as follows:

Primary Integral lights.

Secondary Map lights (illuminate the knee-board area) and strip floodlights mounted under the
glareshield and above the consoles (for maximum lighting of the main instrument
panel and consoles).
Emergency One dedicated lamp in each strip floodlight. These lamps are not used during normal
operation. The standby attitude indicator and compass emergency lighting is integral
to the indicators.
Warning/caution/ Individual lamp contained in each warning/caution/advisory light.
advisory

The flood strip lighting assemblies consist of seven unfiltered white strips, located in each cockpit, to provide
normal and emergency illumination.
The following buses provide electrical power to the interior lights:

26 VAC NON-ESS Main Instrument Panel (MIP) primary.

115 VAC NON-ESS Console primary.

28 VDC GEN Secondary, less map.

28 VDC Emergency and map.

ESS SERVICES

2.25.1 Emergency Lighting Operation

The emergency flood lighting is automatically activated if the MIP and/or CONSOLE lighting control knob are
out of the OFF position and any two of the lighting functions fail as follows:
1. MIP lighting and console lighting.
2. MIP lighting and flood lighting.
3. Console lighting and flood lighting.

2.25.2 Interior Lighting Controls

The lighting controls are located on the right console.

2.25.2.1 MIP Knob

The MIP knob is located on the INTR LT panel and controls the intensity of main instrument panel primary
lighting.
2.25.2.2 CONSOLE Knob
The CONSOLE knob is located on the INTR LT panel and controls the intensity of the primary on both
consoles.

2.25.2.3 FLOOD Knob

The FLOOD knob is located on the INTR LT panel and controls the intensity of all secondary lights with the
exception of the map lights.

2.25.2.4 WARN/CAUT DIM Switch

The WARN/CAUT DIM switch is located on forward outboard side of the right console. Momentarily setting
the switch to the DIM position dims all warning, caution, and advisory lights. To reset the lights to day
lighting, the MIP knob must be set to OFF.

2.25.2.5 Standby Compass Light Switch

ON Turns on standby compass integral light, if the PANEL light switch is on.
OFF Turns off the standby compass integral light.

2.26 EXTERIOR LIGHTING SYSTEM

The exterior lights consist of a landing/taxi light, approach lights, formation lights, navigation lights, anti-
collision lights.
All external lights, except the approach lights, are controlled by dedicated manual switches located on the
exterior lights control panel in the forward cockpit. In addition, an external lights master switch is provided on
the throttle (forward cockpit only) to allow the pilot to select the navigation lights on or off.

2.26.1 Landing/Taxi Light

A combination landing and taxi light is located on the nose gear strut. The light is illuminated when the
LAND/TAXI light switch is set to ON and will automatically extinguish when the landing gear are retracted.

2.26.2 Navigation Lights

The navigation lights consist of a single light in the leading edge of the left and right wingtips, and a single
light on the aft end of the tailcone. The lights are controlled by the WING, TAIL and NAV lights switches, and
the External Lights Master Switch.

2.26.3 Formation Lights

Amber formation lights are installed in each wingtip. The lights are controlled by the formation light switch.

2.26.4 Approach Lights

The external approach lights assembly is located on the nose gear strut. The assembly consists of three
separate lights covered by red, amber, and green lenses. The lights are controlled by the AOA system and
function when the landing gear is down and locked in flight. Day or night operation is selected by the MIP,
OFF-BRT control knob in the forward cockpit. Placing the control knob in the detented OFF position selects
day (bright illumination). With the control knob out of its detented OFF position and the WARN/CAUT DIM
SELECT switch to DIM, night (dim) illumination is selected. In addition, the lights are also controlled by the
HOOK BYP switch in the forward cockpit.
Placing the switch to CARRIER position causes the lights to flash if the arresting hook is not down. With the
switch in FIELD, the lights remain steady regardless of arresting hook position.

2.26.5 Anti-Collision/Strobe Lights

The lights consist of two red beacons and a white strobe. The red rotating anti-collision lights (before AFC-
299) or red flashing Light Emitting Diode (LED) anti-collision lights (after AFC-299) are located on the top of
the aft fuselage and on the underside of the fuselage below the aft cockpit. The white strobe light is located
on the top of the fuselage aft of the aft cockpit. The lights are controlled by the A-COLL/STROBE switch
located on the lower right instrument panel in the forward cockpit. The lower red anti-collision light is turned
off when the landing gear is down and locked.

2.26.6 Exterior Lights Controls and Indicators

2.26.6.1 Exterior Lights Master Switch
The three position exterior lights master switch is located on the outboard side of the throttle grip.
ON (forward) Energizes all selected navigation lights to on.
OFF (center) Deenergizes all navigation lights.
ON (aft) Momentary. Turns on selected navigation lights as long as the switch is held in position.
Is spring loaded to off from this position.

2.26.6.2 A-COLL/STROBE Switch

The A-COLL/STROBE switch is located in the front cockpit, on the INT/EXT LIGHTS switch panel.
A-COLL/STROBE Turns on both red anti-collision lights and the white strobe light.
A-COLL Turns on the red anti-collision lights.
OFF Turns off the anti-collision and strobe lights.
2.26.6.3 WING Lights Switch
The WING lights switch is located in the front cockpit, on the right console exterior light switch panel.
BRIGHT Wing navigation lights operate at full brightness.
OFF Turns off the wing navigation lights.
DIM Wing navigation lights operate at reduced intensity.

2.26.6.4 TAIL Lights Switch

The TAIL lights switch is located in the front cockpit, on the right console exterior light switch panel.
BRIGHT Tail navigation light operates at full brightness.
OFF Turns off the tail navigation light.
DIM Tail navigation light operates at reduced intensity.

2.26.6.5 FORMATION Light Switch

The FORMATION lights switch is located in the front cockpit, on the right console exterior light switch panel.
BRIGHT Formation lights operate at full brightness.
OFF Turns off the formation lights.
DIM Formation lights operate at reduced intensity.

2.26.6.6 NAVIGATION Lights Switch

The NAVIGATION lights switch is located in the front cockpit, on the right console exterior light switch panel.
FLASH Wing and/or tail navigation lights flash if selected.
STEADY Wing and/or tail navigation lights operate steady if selected.

2.26.6.7 LANDING/TAXI Light Switch

The LANDING/TAXI light switch is located in the front cockpit, on the right console exterior light switch panel.
ON Turns on the landing/taxi light if the LDG GEAR handle is in the DN position, and the landing
gear is down and locked.
OFF Turns off landing/taxi light.

2.27 BIT SYSTEM

The BIT mechanization provided within the avionic subsystems/equipment forms the basis for fault isolation.
This provides both the pilot and maintenance personnel with the status of the avionic equipment. The BIT
system provides the pilot with simple displays of system status without interfering with other essential
functions. The DEU displays the subsystems/equipment BIT results on the MFD BIT display. An avionic BIT
(AV BIT) advisory is displayed on all MFDs to indicate a failure has been reported to the DEU and is
identified on the BIT display. During simulated failures, the AV BIT advisory is displayed and the associated
subsystem reports degraded (DEGD) in the opposite cockpit, however, the initiating crew station shall display
the correct status. The AV BIT advisory is removed by selecting the BIT display. The advisory is not
redisplayed unless another BIT failure is detected or simulated.

Note
In the simulation, simulated failures do not generate a BIT advisory. The sistem will not be reported OFF or
DGRD in the BIT page.

Four types of BIT are mechanized: power up BIT (PBIT), initiated BIT (IBIT), manual BIT (MBIT), and
continuous BIT (CBIT). PBIT provides the most extensive BIT and is automatically initiated following
application of electrical power with weight-on-wheels. PBIT occurs prior to normal operation of the equipment
with the status reported to the DEU. IBIT is similar to PBIT, but less extensive. IBIT requires initiation by the
pilot and can only be performed with weight-on-wheels, since it interrupts the normal operation of the
equipment. IBIT resets previously stored failures. Those systems which have associated audio tones, the
tones are annunciated during IBIT. MBIT, utilized by some avionic equipment, interrupts normal operation
and requires operator initiation and observation. The results requiring observation may not be reported on
the BIT display. CBIT is the least extensive form of BIT, and is performed as background testing by the
avionic equipment during normal operation. CBIT status is reported the same as IBIT.

2.27.1 BIT Display

The MENU selectable BIT display provides status of all avionic subsystems/equipment for which BIT status
is available and options for: initiating BIT on the various avionic subsystems/equipment, stopping an initiated
BIT, accessing the MANT (maintenance) display, and turning on/off power to the GINA and RALT.
The options for initiating and stopping BIT are only displayed when the aircraft is weight-on-wheels, and
the subsystem/equipment is available for BIT (operating and communicating). In addition, the GINA option is
not displayed unless the parking brake is set, and the ADR IBIT is inhibited (option removed) if the engine is
rotating.
Status messages are displayed next to the avionic subsystem/equipment legend on the MFD. The status
messages provide actual avionic status reporting (real time) as it is provided to the DEU from the avionic
equipment. The failure status may be removed by performing an IBIT on the avionic equipment, this removes
the stored failures, runs the IBIT, and reports the status from the IBIT. The following list identifies the
messages used for each avionic equipment:

SUBSYSTEM/EQUIPMENT STATUS MESSAGE

RALT GO, DEGD, IN TEST
GINA GO, OPGO, DEGD, IN TEST
DEU GO, DEGD, OVRHT
HUD GO, DEGD
ADR GO, OPGO, DEGD, IN TEST
IFF GO, DEGD
SADS GO, DEGD
LFMFD GO, DEGD
RFMFD GO, DEGD
LAMFD GO, DEGD
RAMFD GO, DEGD
YDS GO, DEGD
MDL GO, OPGO, DEGD, IN TEST
ECA GO, DEGD
VCR GO, DEGD
DVRP (AFTER ASC-015) GO, OPGO, DEGD, IN TEST
RMM (AFTER ASC-015) GO, DEGD, IN TEST

Note
DDS (after AFC-311) is a functional replacement for the ADR, MDL, and VCR. DDS will display as those
items in the table above.

2.27.2 CONTR AUG BIT

The CONTR AUG BIT (IBIT) is a self test of the YDC to verify the proper operation of the rudder control
system.
The DEU provides YDS status based upon a discrete signal received from the Caution Warning System
Electronic Unit (CWSEU). The CWSEU sends a signal to the DEU whenever it illuminates the C AUG caution
light (YDS failure, OFF, or in BIT). The DEU then sets the YDS status to DEGD and displays the DEGD
status. Since the DEU does not monitor the YDS directly or its operation mode (ON, OFF, or in BIT), the YDS
status is based on the CWSEU C AUG caution light command. The CWSEU has a built in delay before it
illuminates the C AUG caution light; however, it does not delay in reporting YDS status to the DEU.
Therefore, the C AUG caution light must be used during BIT to determine the correct status of the YDS. After
a successful completion of the YDS BIT, the AV BIT advisory may need to be cleared. The IBIT must be
performed with weight-on-wheels, flaps up, and airspeed below 80 KIAS.

2.27.3 MANT Display

The MANT (maintenance) display is selectable from the BIT display only with weight-on-wheels. The display
provides the following maintenance data: aircraft sensor health, aircraft exceedance, ADR memory overflow,
barometric altitude delta (correction), barometric pressure setting, and avionic OFP identification. In addition,
the display provides a BST option for entry of boresight data, and a BARO DLTA (barometric delta) option for
entry of the barometric altitude correction factor. The BIT, HSI, and ADI options, when pressed, will select
their respective displays. The BST and BARO DLTA options are provided for use by maintenance personnel
and should require adjustment only after an air data system component (SADS, DEU, or static pressure
plumbing) or GINA is replaced. After ASC-015, the BIT Maintenance Format displays 1553 data
bus recording time remaining as “MUX REC TIME REM” with a constant number of minutes when the MDP
interfaces with a DAU. Remaining recording time in minutes is variable with a DVRP installation.

2.28 MISCELLANEOUS EQUIPMENT

2.28.1 Map Container
A stowage pouch for maps is at the aft outboard end of the right console in both cockpits. A stowage pouch
for the ejection seat/canopy safety pins/streamers is located on the inboard side of each map container.

2.28.2 Rear View Mirrors

Each cockpit has a pair of adjustable rear view mirrors, one pair on the forward canopy arch and the other
pair on the aft windscreen arch.
2.28.3 Instrument Training Hood
An instrument hood is stored on the aft cockpit glareshield, held in place by two velcro straps. To install the
hood release the straps, unfold and attach the two locking stays to the grommets on the peak of the canopy.
The stays lock into place with a quarter turn in a clockwise direction. The edges of the hood are held in place
with velcro against the sides of canopy, canopy rail and top of glareshield.

2.28.4 External Baggage Container

The baggage pod is approximately 10 cubic feet in volume. The pod is for land based use only and cannot
be jettisoned in flight. Loading is accomplished by unlatching the nose and tail cones and inserting baggage
through the front or rear of the main body.
To prevent damage to latches, the bottom latches should be unlocked first when opening the pod, and the
top latches should be secured first when closing the pod.

2.28.5 Grab Handles

(Before AFC-248) The fwd cockpit canopy rail has a single grab handle on the left side. It is used to assist
raising and lowering the canopy and for a pilot’s physical support, while repositioning in the ejection seat to
check aft of the aircraft. An additional handle is available to ease fwd cockpit entry and exit. It is on the left
side, slightly aft of the fwd ejection seat.
(Before AFC-248) The aft cockpit is equipped with a single grab handle fashioned into the left side of the
instrument panel shielding. It provides physical support during aft cockpit entry and exit, and while rotating to
check aft of the aircraft.
(After AFC-248) The fwd cockpit canopy rail has a grab handle on the left and right sides. Both are used to
assist raising and lowering the canopy and for physical support, while repositioning in the ejection seat to
check aft of the aircraft. An additional handle is to ease fwd cockpit entry and exit. It is on the left side of the
cockpit, slightly aft of the fwd ejection seat.
(After AFC-248) The aft cockpit has two grab handles. One is fashioned into the left side of the instrument
panel shielding. The other is mounted above the instrument panel glare shield. Both provide physical
support, while checking aft of the aircraft and during aft cockpit entry and exit.
 CHAPTER 3
Servicing and Handling
3.1 GENERAL
Servicing information is presented for general aircraft infomation only and has no applicability in
the simulation.

Note:
Aircarft cannot be refuel from the in-game fuel truck and must be refueled thorugh the fuel and
payload menu.
 CHAPTER 4
Operating Limitations
4.1 INTRODUCTION
The following limitations apply to the T-45C.

Note:
In the simulation, some operating limitation may not apply. This chapter provided real-world operational
limitation for general information and educational purposes only.

4.1.1 Solo Flying

1. Solo flying shall be conducted only from the forward cockpit.

4.1.2 Altitude Limits

Maximum altitude is 41,000 feet MSL.

4.1.3 Icing
1. Prolonged flight in icing conditions shall be avoided.
2. When airframe icing is visible, intentional stalls or use of full flaps is not authorized.

4.2 ENGINE LIMITATIONS

F405-RR-401 general operating limitations are shown in figure.

4.2.1 Engine Handling Limitations

1. Throttle shall be at idle for:

a. Abrupt (0.5 seconds or less from neutral to full back stick) pulls to full back stick.
b. Abrupt full lateral stick inputs at full back stick.
c. Airspeeds less than 85 KIAS at altitudes above 15,000 feet MSL.

2. For airspeeds 85 to 150 KIAS at altitudes above 35,000 feet MSL; slow throttle movements.

3. Except in an emergency, engine shall be stabilized at idle for at least 30 seconds prior to shutdown.

4. Sustained engine operation at less than 70 percent N2 above 30,000 feet MSL may result in a sub-idle
condition leading to engine flameout.

4.2.2 Manual Fuel Control Limitations

1. Ground start is prohibited with manual fuel control.

2. With manual fuel control selected, maximum N2 rpm limitations are the following:
a. N2 ≤90 percent at altitudes greater than 20,000 feet MSL.
b. N2 ≤95 percent at altitudes less than or equal to 20,000 feet MSL.

4.2.3 Starting Limitations

1. Engine start is prohibited with the throttle above the ground idle detent.

2. Minimum N2 rpm required for engine start is 15 percent.

3. Engine light-off during a normal start must occur within 15 seconds after moving the throttle to idle.

4. For starting, minimum voltage for each battery is 24 volts.

5. No more than three successive engine start attempts may be performed. Following the third start attempt,
a 30 minute cool down period must be observed before attempting another engine start.

4.3 GTS LIMITATIONS

1. GTS start with external power is prohibited.

2. Minimum interval between each GTS start attempt is 3 minutes. After three consecutive start attempts, a
minimum interval of 30 minutes is required before any further start attempts.

3. Additional GTS start attempts after an unsuccessful GTS start attempt are prohibited until the GTS
exhaust duct and combustor section are inspected and any residual fuel is removed, and the RAT doors are
inspected for discoloration and warpage.

Note

• GTS starts not reliable at altitudes above 15,000 feet MSL.

• The GTS 3-minute delay between consecutive starts does not apply in emergency situations.

4.4 FUEL LIMITATIONS

WARNING

Airframe and engine fuel filters may become blocked if fuel is chilled below its specified freeze point.

1. A++(F-24), Jet A, and A++ 100 (F-27) have a fuel freeze point of -40 °C (-40 °F). To avoid fuel freezing, do
not allow indicated TAT in flight to dwell at or below freeze point of fuel type in use plus 3 °C (5.4 °F).
Increase airspeed and/or decrease altitude to maintain indicated TAT above the specified fuel freeze point.

2. Operation of the T-45 aircraft is restricted to ambient temperatures above 0 °C (+32 °F) when using fuel
which does not contain fuel system icing inhibitor (FSII).

CAUTION

Prist(FSII) injected into the fuel from aerosol cans as it is pumped into the aircraft is not recommended. It
does not mix well with the fuel, has a tendency to settle to the bottom of tanks, and may damage fuel system
seals and fuel tank materials.

Note
• Commercial fuels are available with and without fuel system icing inhibitor (FSII) and corrosion
inhibitor/lubricity improver (CI/LI). These additives must be injected at the fuel source to be used without
restrictions as a primary fuel.
• The addition of aerosol FSII is not recommended.
• If prist(FSII) is injected via aerosol cans, special attention should be paid to low point drain samples for
signs of deteriorating fuel cells, i.e. fuel cell coatings, bladder material, or corrosion-borne material. Injection
of aerosol prist(FSII) increases the risk of deterioration.
• If prist(FSII) is premixed with fuel before delivery into the aircraft, it is authorized and recommended.

4.5 AIRSPEED LIMITATIONS

Maximum permissible airspeeds in the clean configuration and limitations due to specific aircraft systems are
shown in figures.

4.6 ANGLE-OF-ATTACK LIMITATIONS

1. MAX AOA for the emergency configuration of flaps half or full with slats up (flaps extended by the EMER
FLAPS switch in the DOWN position) is AOA for pedal shaker/stall warning tone.

4.7 SIDESLIP LIMITATIONS

To prevent damage to nose gear doors and NLG strut door, minimize sideslip with landing gear in transition
or extended position above 150 knots.

4.8 ROLL LIMITATIONS

1. For all configurations/store loadings:

a. Do not use large lateral inputs at less than 8 units AOA.

2. Cruise configuration: Refer to figure.

a. For airspeeds 0 to 260 KIAS:
From -1g to +1.25g — Maximum bank angle change is 360 degrees.
From +1.25g to +4g — Maximum bank angle change is 180 degrees, or 360 degrees limited to half
lateral stick and half rudder pedal inputs.
From +4g to g limit — Maximum bank angle change is 180 degrees.

b. For airspeeds greater than 260 KIAS to 0.8 Mach:

From -0.2g to +1.25g — Maximum bank angle change is 360 degrees.
From +1.25g to +4g — Maximum bank angle change is 180 degrees, or 360 degrees limited to half lateral
stick and half rudder pedal inputs.
From +4g to g limit — Maximum bank angle change is 180 degrees.

c. For airspeeds greater than 0.8 Mach to airspeed limit:

From +0.75g to +1.25g — Maximum bank angle change is 360 degrees.
From +1.25g to g limit — Maximum bank angle change is 180 degrees.

3. Gear and/or flaps/slats down:

a. Maximum bank angle is 90 degrees.

4.9 TAKEOFF/LANDING LIMITATIONS

1. Maximum 90 degree crosswind component (NWS AUG operational/failed):
a. Single Aircraft (dry runway) 20 knots
b. Single Aircraft (wet runway) 15 knots
c. Section Takeoff 10 knots
d. Banner Tow 10 knots
e. NWS Off/Failed 15 knots

2. High gain nosewheel steering shall be used for low speed taxi operations only (less than 10 knots
groundspeed).

3. FCLP landings are authorized only with the following configurations:

a. Clean loading and full flaps.
b. Pylons alone or pylons with empty PMBRs/BRU-38A, and full flaps.
4. For landings in a configuration other than those described above, sink rate shall not exceed 600 fpm.

4.10 BANNER TOWING

Banner towing is permitted using the TDU-32/B tow banner with the following limits:
1. Banner tow release unit shall have IAAC-926 incorporated. Banner tow operations without IAAC-926
incorporated are not authorized.

2. Banner tow operations:

a. Maximum altitude 20,000 feet MSL.
b. Maximum airspeed 220 KIAS.
c. Maximum bank angle 45 degrees.
d. Maximum AOA 18 units.
e. CONTR AUG switch in ALL.

3. Banner tow release:

a. Minimum banner release altitude 500 feet AGL.
b. Banner release airspeed 140 to 200 KIAS.
c. For banner release between 140 to 150 KIAS utilize 1/2 flaps.

Note

Banner towing is not currently supported in the simulation

4.11 PROHIBITED MANEUVERS

1. Intentional spins or tailslides.

2. Rolling cross-control maneuvers of more than 60 degree bank angle change.

3. Intentional departures except for:

a. Erect rolling departure entered with full aft stick/full lateral stick.
b. Erect rudder-induced departure entered with full aft stick/full rudder.
c. Nose high departures (70 and 110 degrees).
4. Sustained zero or negative g flight for more than 30 seconds.

5. Less than 30 seconds between negative g or zero g maneuvers.

6. Rolls at less than:

a. Negative 1.0g at less than 260 KIAS.
b. Negative 0.2g at or greater than 260 KIAS, but less than 0.80 Mach.
c. Approximately positive 1.0g at or greater than 0.80 Mach.

7. Lateral/directional inputs below 3 units AOA.

8. Intentional departures with greater than 1,000 foot-pounds asymmetry.

9. Operations with EMER FLAPS selected, when normal HYD 1 power is available, is restricted to 30
seconds with engine rpm less than or equal to 90 percent. Except in an actual emergency, use of EMER
FLAPS is restricted to FCF profiles.

10. Intentional accelerated stalls with landing gear extended while carrying stores.

4.12 CENTER OF GRAVITY LIMITATIONS

1. Forward cg limit (gear up and down) is:

a. 14 percent Mean Aerodynamic Chord (MAC) for gross weights up to 12,000 pounds.
b. 15.5 percent MAC above a gross weight of 12,760 pounds.
c. Linear variation between (a) and (b).

2. Aft cg limit is:

a. Gear Up:
(1) 21 percent MAC for greater than 0.80 Mach.
(2) 23 percent MAC for less than or equal to 0.80 Mach.
b. Gear Down:
(1) 25 percent MAC with gear extended.
Pitchup and excessive stick lightening is possible at >0.8M, especially for solo pilots with partial fuel. Center
of gravity may exceed high Mach number aft limit of 21 percent MAC by as much as 0.5 percent MAC under
these conditions. For lightweight pilots, the center of gravity will move even further aft. This aft center of
gravity condition will cause increased potential for over-g.

Note:

COG limitation may differ in the simulation. It is impossible, in the simulation to create a configuration which
does not fall within controllable limits, except for wing station asymmetric load.

4.13 WEIGHT LIMITATIONS

1. Field Takeoff 14,500 pounds

2. Catapult 14,200 pounds

3. Field Landing 13,360 pounds

4. FCLP 13,360 pounds

5. Carrier Landing 13,360 pounds

4.14 ACCELERATION LIMITATIONS

1. Normal acceleration limits during landing gear transition or extended and/or with flaps half or full are 0.0
to +2.0g symmetrical and +1.0 to +1.5g unsymmetrical.

2. Normal acceleration limits in the cruise configuration (gear/flaps retracted) with and without stores are
shown in figure
4.15 CARRIER OPERATIONS LIMITATIONS

1. No external stores or pylons.

2. Aircraft with arresting hook point assembly, part number DA327A5213-501, carrier arrestments are not
authorized.

4.16 EXTERNAL STORES LIMITATIONS

1. Only the external stores shown in the External Stores Limitations chart are permitted for carriage. LBA
refers to the limits of the basic aircraft.
Only WTU-1/B and Mk 67 warheads are authorized.

2. Carrier operations with other than clean loading prohibited.

3. Landings with LAU-68 rocket pod (empty or full) or PMBR/BRU-38A (with 1 or more bombs) shall not
exceed 600 fpm.

4. Carriage of wing-mounted stores with the baggage pod is not authorized.

5. Baggage pod carriage limited to centerline station only.

6. Lateral stick and rudder pedal inputs with carriage of baggage pod is limited to half, except as needed for
crosswind landings.

7. Maximum crosswind component with carriage of baggage pod is 15 knots.

8. Maximum amount of load in the baggage pod is 60 pounds of soft luggage (jacket, or bag containing
clothing, shave kit, etc.) distributed as follows:

a. 30 pounds secured in the aft compartment and 30 pounds secured in the forward compartment.

b. The contents shall be secured to prevent shifting during maneuvering flight.

c. The center of gravity limits of the loaded pod shall be between 1 and 9 inches aft of the rear suspension
lug.

9. Jettison of PMBRs is limited to 290 to 310 KIAS.

Jettison of the PMBR below specified airspeed limits could result in pitch-up
and rise of the PMBR into the aircraft empennage or tail.
 CHAPTER 5
Indoctrination
5.1 INTRODUCTION
This section establishes minimum requirements for training, initial qualification, and currency in specified
areas.
A complete NATOPS evaluation must have been successfully completed within the preceding 12 months to
be NATOPS qualified in the T-45.

Note
Indoctrination does not apply to the Flight Simulation rendition, which is designed to be fun and
approacheble by simmers of different experience.

5.2 GROUND TRAINING SYLLABUS

The ground training syllabus sets forth the minimum ground training which shall be satisfactorily completed
prior to operating the T-45C. The ground training syllabus for each activity will vary according to local
conditions, field facilities, requirement from higher authority, and the immediate unit commander’s estimate of
the squadron’s readiness. The minimum ground training syllabus is set forth below.

5.2.1 Minimum Ground Training Requirements

The minimum ground training requirements for the T-45C crewmember shall be successfully completed prior
to flight as follows:

1. Currently qualified to fly in accordance with CNAF M-3710 series.

2. Familiarization.
a. Engineering Systems.
b. Emergency Procedures.
c. Normal Operating Procedures.
d. Flight Characteristics.

3. Safety and Survival.

4. Weapon System Training (if applicable).

5. Weapons Delivery (if applicable).

5.3 FLIGHT TRAINING SYLLABUS

Initial flight training, up to and including first solo, shall be conducted in accordance with the unit commander
approved syllabus. Follow-on flight training should include aircraft and weapon systems instruction, normal
and emergency procedures, simulators (if available), open and closed book NATOPS tests, and evaluation of
crewmember performance. Local command requirements, squadron mission, and other factors will influence
the actual flight training syllabus and the sequence in which it is completed.

5.4 PERSONAL FLYING EQUIPMENT

In accordance with CNAF M-3710.7, the flying equipment listed below shall be worn or carried, as applicable,
by flight crew on every flight. All survival equipment shall be secured in such a manner that it is easily
accessible and is not lost during ejection or landing. All equipment shall be the latest available as authorized
by Aircrew Personal Protective Equipment Manual, NAVAIR 13-1-6.

1. Protective helmet.

2. Oxygen mask and regulator.

3. Anti-g suit.

4. Fire retardant flight suit.

5. Steel toed flight safety boots.

6. Inflatable life preserver.

7. Integrated torso harness.

8. Leg restraints.

9. Flight gloves.

10. Identification tags.

11. Survival radio.

12. Survival knife and sheath.

13. Signal devices.

14. Flashlight (for all night flights).

15. Personal survival kit appropriate to the area of operations.

16. Anti-exposure suit in accordance with CNAF M-3710.7.

17. Other survival equipment appropriate to the climate of the area.

18. Pocket checklist.

5.5 QUALIFICATIONS AND CURRENCY REQUIREMENTS

5.5.1 Minimum Flight Qualifications

When recent crewmember experience warrants, unit commanding officers may waive flight training
requirements for basic qualifications.

5.5.2 Minimum Currency Requirement

1. Successfully completed a NATOPS evaluation in the last 12 months.
2. Holds a current instrument rating.
3. Any other requirements in accordance with CNAF M-3710 series.

5.5.2.1 NATOPS Currency

Pilots who have more than 45 hours in model are considered current in the aircraft series, provided they
continue to satisfy the following requirements:

1. Have satisfactorily completed the ground phase of the NATOPS evaluation check, including
CBT/OFT/Written/Oral Examination/Emergency Procedures check, if available; and have completed a
NATOPS evaluation check with a grade of Conditionally Qualified, or better, within the past 12 months.

2. Have flown 10 hours in aircraft and made five takeoffs and landings in model aircraft within the last 90
days.

a. 5 hours shall be flown in series within the last 90 days for pilots with less than 750 hrs in model.

3. Are considered qualified by the commanding officer of the unit having custody of the aircraft.

NATOPS requalification for the T-45C can be accomplished during the same evaluation check, provided the
NATOPS open-book, closed-book, and boldface exams and currency requirements are met for each series.

NFOs are considered current in the aircraft series, provided they continue to satisfy the following
requirements:

1. Have satisfactorily completed the ground phase of the NATOPS evaluation check, including
CBT/OFT/Written/Oral Examination/Emergency Procedures check, if available; and have completed a
NATOPS evaluation check with a grade of Conditionally Qualified, or better, within the past 12 months.

2. Have 5 hours of special crew time in model within the last 90 days.

3. Are considered qualified by the commanding officer of the unit having custody of the aircraft.
5.5.2.2 Currency Renewal
Crewmembers who have not remained current shall complete the following requirements to reestablish
currency:

1. Crewmembers who have not maintained currency within the last 90 days shall do the following:
a. Complete a safe-for-flight check (aircraft or simulator) with a squadron NATOPS instructor.
b. Be considered qualified by the commanding officer of the unit having custody of the aircraft.

2. Crewmembers who are current in series except for a NATOPS evaluation check within the last 12 months
shall do the following:
a. Complete a NATOPS evaluation check (including Emergency Procedures Simulator check, NATOPS
open-book, closed-book, and boldface examinations) with a squadron NATOPS instructor.
b. Be considered qualified by the commanding officer having custody of the aircraft.

3. Former NATOPS qualified crewmembers without a current NATOPS evaluation check and who have not
maintained 10 hours in model and 5 takeoffs and landings in aircraft model within the last 90 days (pilots),
5 hours of special crew time in model within the last 90 days (NFOs) shall:
a. Have satisfactorily completed the ground phase of the NATOPS evaluation check, including CBT/OFT/
Written/Oral Examination/Emergency Procedures check (if available) and have completed a NATOPS
evaluation check with a grade of Conditionally Qualified or better within the past 12 months.
b. Fly 10 hours in aircraft model and made 5 takeoffs and landings in aircraft model within 90 days (pilots),
5 hours special crew time in model within the last 90 days (NFOs).
c. Be considered qualified by the commanding officer of the unit having custody of the aircraft.

5.5.3 Carrier Qualification

The pilot shall have a minimum of 50 hours combined time in model and meet the requirements set forth in
the CV NATOPS manual.
 CHAPTER 6
Flight Preparation
6.1 FLIGHT BRIEFING
The flight leader or pilot in command is responsible for ensuring that all flight or crew members are properly
briefed on the operation and conduct of the mission. A briefing guide and the appropriate mission card will be
used by the flight leader. Information marked with a dagger (†) will be displayed on a status board in the
briefing or ready room and should be copied by pilots before commencement. Each pilot in the flight should
be prepared to assume the flight lead and continue the mission to a successful completion should it become
necessary.
The briefing guide will include the following items, when applicable.

6.1.1 ORM

6.1.2 General
†1. Syllabus event, aircraft assigned, call sign.
†2. Brief, walk, and takeoff times.
†3. Assigned working area, target, and route times as applicable.
4. ATC clearance/IFF procedures.

6.1.3 Weather/NOTAMS/TFR/BASH
†1. Launch weather.
†2. Local, en route, and destination weather.
3. Alternate/divert field weather.
4. Winds.
5. NOTAMS/TFRs.
6. BASH.

6.1.4 Communications
1. Preset channels/frequencies.
†2. Controlling agencies.
3. Radio control/Procedures/Discipline.

6.1.5 Navigation
†1. NAVAIDs/Control/Procedures.
†2. Waypoint plan.
3. RADAR altimeter procedures.

6.1.6 Performance Data

†1. Idle rpm in the line.
†2. Takeoff line speed.
†3. Takeoff distance.
†4. Max abort speed.

6.1.7 Ground Operations

1. Preflight/Ordnance loadout and preflight.
2. Start/Checklists.
3. Marshall/Taxi.
†4. Arming procedures.

6.1.8 Takeoff/Departure/Route of Flight

1. Duty runway.
2. Takeoff.
3. Departure procedures.
4. Rendezvous formation/Reshuffle.
5. En route formation.
6. Route of flight.

6.1.9 Recovery
1. Fuel management/Joker/RTB.
2. Checklists/Procedures.
3. Recovery.
4. Approach(es).
5. Route/Formation/Overhead break.

6.1.10 Contingencies/Emergencies
1. Alternate lead.
2. Aircraft fallout.
3. Ground emergencies.
4. Aborted takeoff.
5. Runway departure/Loss of directional control.
6. System failures/Emergency procedures/CRM.
7. Bird strike.
8. MIDAIR.
9. Radio/ICS failure.
10. Loss of NAVAIDs/Lost plane procedures.
†11. Inadvertent IMC/Lost sight (Lost Comm/Lost Sight Rdv Pt).
12. Disorientation/Vertigo.
13. Hypoxia.
14. Ejection (High/Low/Ground).
15. SAR/On Scene Commander.
16. Divert(s)/Bingo fuel to divert field.

6.1.11 Mission Conduct

6.2 DEBRIEFING
Each flight shall be followed as soon as possible by a thorough debriefing conducted and supervised by the
flight leader/pilot in command. The debriefing shall cover the following:

1. General discussion of the flight with particular attention to those areas where difficulty may have been
encountered and to the effectiveness of any tactics employed or weapons expended.

2. Operational and tactical information that can be given to squadron operations for relay to flight leaders of
subsequent flights, such as weather.

The importance of the postflight debriefing and critique cannot be stressed too highly. To derive maximum
benefit, constructive criticism and suggested improvements to doctrine, tactics, and techniques should be
given and received with frankness and purpose and in the spirit of improving the proficiency of the unit as
well as the individual pilot.
 CHAPTER 7
Shore-Based Procedures
7.1 LINE OPERATIONS
The aircraft inspection and acceptance record must be checked for flight status, configuration, armament
loading, and servicing prior to manning the aircraft. Weight and Balance clearance is the responsibility of the
maintenance department.

Note
Full “Normal Procedures” Checklists are provided in-game – however, both in-game and in this chapter, real
world checklists and procedures are provided with minimal changes. Some power-up procedures and
actions , in particular in the BIT phase, may differ partially from the real-world or may be missing or, if
present, have no real effect in the simulation.

7.2 PREFLIGHT INSPECTION

The pilot in command is responsible for a proper preflight inspection as follows. Approaching the aircraft look
for chocks in place, tiedowns removed, and overall aircraft condition. Recommended preflight path is
depicted in figure.

Note
Pre-flight inspecition is, of course, not applicable to the simulation – but has been reported nonetheless for
information and educational purposes

Note
In the simulation, the aircraft is programmed to spawn as follows:

- if the simulation starts with aircraft on the ground, at parking: “cold and dark” conditions, with canopy open,
all switches and systems off and remove before flight streamers in the cockpit

- in all other cases: “ready to fly”, all systems on

Note

In some cases, if the aircraft is spawned on situation generated from a previously saved flight plan, GINA
and RADALT may be OFF at start, and need to be initialized from the BIT menu.

7.2.1 Exterior Inspection

The exterior inspection is divided into 14 areas. The inspection begins at the left fuselage and continues
around the aircraft in a clockwise direction. Check doors secure and be alert for loose fasteners, cracks,
dents, leaks, and other general discrepancies.

WARNING

• If the inner gear doors are open, ensure the gear door pins are inserted prior to
entering the closing path of the doors. Failure to mechanically safe the doors
results in injury to personnel in the closure path, if the engine is started or
hydraulic pressure applied.

• If the NLG forward doors are open ensure the safety pin is installed in the
NLG door mechanism prior to entering the closing path of the doors. Failure
to safety the doors may result in injury to personnel in the closure path, if
electrical power is applied and the EMER GEAR handle is not fully stowed.

1. Left forward fuselage.

a. Engine intake/duct — CLEAR.

b. Marker beacon antenna — CONDITION.
c. UHF/VHF No. 2 antenna — CONDITION.
d. AOA probe — CONDITION.
e. Windscreen/canopy — CONDITION.
2. Nose section.

a. Left avionics access door — SECURED.

b. Ram air inlet — CONDITION.
c. IFF antenna — CONDITION.
d. TACAN antenna — CONDITION.
e. Pitot static tube — CONDITION.

WARNING

Ensure the pitot switch is OFF prior to touching the pitot tube. The power to
the pitot heater is not routed through the aircraft weight-on-wheels switch.
Touching the pitot tube may cause burns.

f. Right avionics access door — SECURED.

g. Total temperature probe — CONDITION.

3. Nose landing gear and wheel well.

a. Gear doors and linkages — CONDITION.

b. NLG door safety pin — PULLED AND STOWED.
c. Electric nose gear door motor safety pin — PULLED AND STOWED.
d. Tires, wheels, strut — INFLATION, CONDITION, TREAD WEAR NOT WORN BELOW GROOVE
AT ANY SPOT ON TIRE.
e. Strut pressure — CHECK FOR APPROXIMATELY 3.25 INCHES OF EXPOSED CHROME, 5.2
inches for CV OPS.
f. Launch bar — CONDITION.
g. Nose wheel steering assembly — CONDITION.
h. Launch bar retract proximity switch — CONDITION.
i. Taxi/landing light — CONDITION.
j. Approach light — CONDITION.
k. Pitot-static drain caps — CHECK.
l. Nosewheel weight-on-wheels proximity switch — CONDITION.
m. NLG external down and locked indicator — CHECK PROPER INDICATION.
n. Holdback — CONDITION.
o. Drag brace — SAFETY PIN PULLED AND STOWED.

4. Right forward fuselage.

a. Windscreen/canopy — CONDITION.
b. Avionics bay and access doors — SECURED.

WARNING

Interfering with the exposed throttle linkage in the battery compartment may result in improper throttle
response.
c. Lower anti-collision beacon — CONDITION.
d. Engine intake/duct — CLEAR.
e. Six pins accounted for and stowed. Pin door secured on equipped aircraft.

5. Right main landing gear and wheelwell.

a. Gear doors and linkages — CONDITION.

b. HYD 1 flight control accumulator pressure gauge — CHECK (1,100 ±50 psi).
c. Wheel brakes/emergency flap accumulator pressure gauge — CHECK (1,300 psi or greater).
d. Landing gear downlock and retract actuators — CONDITION.
e. Gear safety pin — PULLED AND STOWED.
f. Wheel strut — CHECK FOR 7/8 TO 1-7/8 INCH OF EXPOSED CHROME.
g. Tire — INFLATION, TREAD WEAR NOT WORN BELOW GROOVE AT ANY SPOT ON TIRE.
h. Brake wear indicators (2) — CHECK INDICATORS PROTRUDING BEYOND RECESSES IN TOP
AND BOTTOM OF BRAKE HOUSING.
i. Tiedown rings and springs — CONDITION.
j. Weight-on-wheels proximity switch — CONDITION.
6. Right wing.

a. Pylon and external stores — PREFLIGHT.

b. Slat — CONDITION.
c. Stall strip — CONDITION.
d. Vortex generators — CONDITION.
e. Navigation light — CONDITION.
f. Glideslope antenna — CONDITION.
g. Formation light — CONDITION.
h. Aileron and flap — CONDITION.
i. Flap-access panels — CHECK SCREWS TIGHT.

WARNING

If flap access panel screws are not secure, it is possible for the panel to raise
up in flight causing the aircraft to lose lateral stability.

7. Aft fuselage (right side).

a. GTS oil reservoir indicator — CHECK.

b. HYD 1 filter indicators (2) — FLUSH.
c. Engine access doors — SECURED.
d. RAT doors — NO DISCOLORATION/WARPAGE.
e. HYD 1 reservoir quantity — VERIFY

Note
The aircraft hydraulic fluid temperature should be stabilized to ambient air temperature prior to checking
reservoir levels. If sufficient time has not elapsed for the stabilization to occur, an appropriate volume change
can be anticipated.

8. Tail section (right side).

a. Speed brake — CONDITION.

b. Stabilator vane — CONDITION.
c. Stabilator — CONDITION.
d. Vertical stabilizer, rudder, rudder tab, buzz strips — CONDITION.
e. Tailpipe/turbine blades — CONDITION (Check tailpipe sleeve travel and security — pull to full aft
travel).
f. Navigation light — CONDITION.
g. IFF antenna — CONDITION.
h. Fuel vent — CONDITION/UNOBSTRUCTED.

9. Tail section (left side).

a. Vertical stabilizer, rudder, buzz strips — CONDITION.

b. Stabilator — CONDITION.
c. Stabilator vane — CONDITION.
d. Speed brake — CONDITION.
e. Arresting hook bumpers (2) — CONDITION.
f. Arresting hook — RETRACTED, SAFETY PIN REMOVED AND STOWED.
g. Hook actuator/damper pressure — CHECK (approximately 950 psi).

10. Aft fuselage (underside).

a. Radar altimeter antennas — CONDITION.

b. Engine access doors — SECURED.
c. Engine oil — WITHIN 2 LITERS OF FULL.

Note
Checking or filling the engine oil system should be accomplished in a minimum of 5 minutes and a maximum
of 30 minutes after engine shutdown.
d. Engine and GTS fuel drains — CONDITION/UNOBSTRUCTED.

11. Aft fuselage (left side).

a. HYD 2 filter indicators (2) — FLUSH.

b. HYD 2 reservoir quantity — VERIFY

Note
The aircraft hydraulic fluid temperature should be stabilized to ambient air temperature prior to checking
reservoir levels. If sufficient time has not elapsed for the stabilization to occur, an appropriate volume change
can be anticipated.

12. Left wing.

a. Flap-access panels — CHECK SCREWS TIGHT.

WARNING

If flap access panel screws are not secure, it is possible for the panel to raise up in flight causing the aircraft
to lose lateral stability.

b. Flap and aileron — CONDITION.

c. Formation light — CONDITION.
d. VOR/LOC antenna — CONDITION.
e. Navigation light — CONDITION.
f. Vortex generators — CONDITION.
g. Stall strip — CONDITION.
h. Slat — CONDITION.
i. Pylon and external stores — PREFLIGHT.

13. Left main landing gear and wheelwell.

a. Tiedown rings and springs — CONDITION.

b. Weight-on-wheels proximity switch — CONDITION.
c. Brake wear indicators (2) — CHECK INDICATORS PROTRUDING BEYOND RECESSES IN TOP
AND BOTTOM OF BRAKE HOUSING.
d. Tire — INFLATION, TREAD WEAR NOT WORN BELOW GROOVE AT ANY SPOT ON TIRE.
e. Wheel strut — CHECK FOR 7/8 TO 1-7/8 INCHES OF EXPOSED CHROME.
f. Gear safety pin — PULLED AND STOWED.
g. Landing gear downlock and retract actuators — CONDITION.
h. HYD 2 flight control accumulator pressure gauge — CHECK (1,100 ±50 psi).
i. Gear doors and linkages — CONDITION.

14. Pressure Refueling Point.

a. Refueling panel — SECURE.

7.3 ENTERING COCKPIT

7.3.1 Cockpits
The following items shall be checked prior to entering the cockpit:

WARNING

To prevent injury to personnel or damage to the damper/locking strut and possible canopy collapse, canopy
shall be full open prior to entering cockpit.
1. Cockpit area.

a. Windscreen/canopy — CHECK SECURED, NO DEEP SCRATCHES, NO DELAMINATION, SEALS

GOOD.
b. MDC firing handle safety pin — REMOVED AND STOWED.
c. Ejection seat safety pin — REMOVED AND STOWED.
d. Rudder lock lever — RELEASE, STOWED.
e. Ejection seat — INSPECT
(1) Ejection seat SAFE/ARMED handle — SAFE.
(2) Manual override handle — FULLY DOWN AND LOCKED.
(3) Ejection control handle safety pin — REMOVED AND STOWED.
(4) Emergency oxygen green ring — OFF.
(5) Emergency oxygen gauge — 1,800 TO 2,500 PSI.
(6) Leg restraint cables — CONDITION/PROPERLY ROUTED.
(7) Emergency locator transmitter and oxygen lanyards — CONNECTED.
(8) Catapult manifold valve — SECURED, HOSE CONNECTED AND RETAINING PIN INSTALLED.
(9) Parachute withdrawal line — CORRECTLY SECURED TO PARACHUTE DEPLOYMENT ROCKET
STIRRUP.
To prevent SEAWARS/trombone damage, do not adjust seat prior to strapping in.
(10) Top latch mechanism — SPIGOT INDICATOR IS FLUSH WITH END OF TOP LATCH PLUNGER.
If top latch mechanism does not meet outlined requirements, seat could rise up catapult guide rail during
aircraft maneuvers.
(11) Thermal Batteries — CHECK FOR WHITE OR LIGHT PINK STRIPES.
(12) Backpad adjustment handle — SET.

2. Waypoint Loading (After AFC-311 only)

Note
Waypoint loading methods are reported for information only. In Flight Simulator waypoints and flight plan
must be programmed through the in-game interface.

Method 1:

a. Insert the USB memory stick into the USB socket.

b. BATT 1 and BATT 2 — ON. Ensure the Essential bus is on. During the initialization of the DDS and
MDP, the almanac, MAGVAR coefficients, and up to 200 GPS waypoints are uploaded to the MDP.
c. Verify the ADR, MDL, and DVRP on the BIT page are GO. Unplug the USB memory stick, stow USB,
and close and secure Control Panel Cover. Verify waypoints transferred to the aircraft by selecting
Display Power — OVERRIDE, left MFCD — ON, select DATA, GPS, WYPT and use the page
increment or waypoint decrement option to access the desired page.
d. Left MFCD — OFF.
e. Display Power — NORM.
f. BATT 1 and BATT 2 — OFF.

Note
Batteries must be turned off after waypoint loading to pass the waypoint data to the MDP.

Method 2:

a. BATT 1 and BATT 2 — ON.

b. Insert the USB memory stick into the USB socket.
c. Navigate to UPLOAD, USB UPLOAD, and then press SELECT at WAYPOINT to initiate the command.
d. Wait until the progress reaches 100 percent and the display shows COMPLETED.
e. Verify the ADR, MDL, and DVRP on the BIT page are GO. Unplug the USB memory stick, stow USB,
and close and secure Control Panel Cover. Verify waypoints transferred to the aircraft by selecting
Display Power — OVERRIDE, left MFCD — ON, select DATA, GPS, WYPT and use the page
increment (�) or waypoint decrement (�) option to access the desired page.
f. Left MFCD — OFF.
g. Display Power — NORM.
h. BATT 1 and BATT 2 — OFF.

Note
Batteries must be turned off after waypoint loading to pass the waypoint data to the MDP.

3. Aft cockpit (solo flight).

Note
Battery power required for steps a. to aa.
a. Command ejection selector — SECURED IN SOLO POSITION, COLLAR INSTALLED.
b. SEAT LIGHT switch — PINNED IN SOLO.
c. OBOGS FLOW selector — OFF.
d. G-SUIT hose — CHECK STOWED.
e. ENGINE switch — ON.
f. FUEL CONTR switch — NORMAL.
g. STBY STAB TRIM switch — GUARDED.
h. RUDDER TRIM switch — NEUTRAL.
i. ANTI-SKID switch — ON.
j. EMER FLAP switch — NORM.
k. EMER GEAR handle — STOWED.
l. MASTER ARM override switch — FORWARD.
m. MFDs — OFF.
n. COMM/NAV — AS DESIRED.
o. Interior lights — OFF.
p. Ejection seat SAFE/ARMED handle — SET TO SAFE.
q. Ejection control handle safety pin — INSTALLED.
r. MDC firing handle safety pin — INSTALLED.
s. Ensure MDC and ejection seat safety pin streamer is routed beneath right side lap belt.

WARNING

Failure to route integrated streamer beneath right side lap belt, when ejection seat is set for solo flight, may
allow streamer assembly to foul the aft cockpit control stick.

t. (Before AFC-311) VCR switch — OFF (FWD C/S after ECP-223).

u. (Before AFC-311) VCR — LOAD, AS REQUIRED.
v. (Before AFC-311) VCR SVM — INSTALLED AND SECURE.

WARNING

(Before ECP-223) Security of the SVM can only be determined by attempting to remove the SVM by lifting
the locking bar. Grasping the VIM and the SVM, simultaneously, may give a false indication that the SVM is
securely in place. Should the SVM become loose in flight, it is possible for it to lodge between the seat and
the control stick, causing a severe control problem.

w. DVRP (VMTS) — LOAD, AS REQUIRED.

x. DVRP (VMTS) — INSTALLED AND SECURE.
y. (Before AFC-311) MDL cartridge — AS REQUIRED.
z. All loose items including harness — SECURE.
aa. Ejection seat — LOWER TO FULL DOWN POSITION (battery power required).

WARNING

Failure to fully lower the ejection seat may result in binding flight controls due to interference between the
ejection handle and the aft cockpit control stick.

CAUTION

To prevent SEAWARS/trombone damage, do not adjust seat prior to securing harness for solo flight.

7.3.2 In the Cockpit

Note

• Do not place any items on glareshield to avoid scratching windscreen.

• When entering or leaving the cockpit do not step on the ejection seat or seat pan.

1. Footpegs — UP.
2. Throttle — OFF.
3. LDG GEAR handle — DOWN.
4. Parking brake — SET.
5. Rudder pedals — ADJUST, ENSURE NO BINDING OR INTERFERENCE.
6. Oxygen and g-suit leads — CONNECT.
7. Harness and leg restraints.
a. Leg restraints — FASTEN AND SECURE LEG RESTRAINT GARTERS.

Check garters buckled and properly adjusted with hardware on inboard side of the legs. Check that the
leg restraint lines are secured to seat and floor and not twisted. Check that leg restraint lines are routed
through the quick release buckles first and then connected to the garters.

WARNING

• The leg restraint lines must be attached to the ejection seat at all times during flight to ensure that the legs
will be pulled back upon ejection. This enhances seat stability and prevents leg injury by keeping the legs
from flailing following ejection.

• Failure to route the restraint lines properly through the garters could cause serious injury during
ejection/emergency egress.

b. Lap belt — CONNECT AND ADJUST.

c. Parachute release fittings — CONNECT.
d. Shoulder harness lock lever — CHECK FOR PROPER OPERATION.

7.4 INTERIOR CHECK

7.4.1 Forward Cockpit
1. OBOGS FLOW selector — OFF.
2. OBOGS/ANTI-G switch — OFF.
3. FUEL SHUTOFF handle — LOCKED (DOWN).
4. IGNITION switch — NORMAL (guarded).
5. DISPLAY POWER switch — NORM.
6. FUEL CONTR switch — NORMAL.

Note
If MANUAL fuel is selected in either cockpit prior to engine start, the M FUEL advisory (before AFC-297) or
caution (after AFC-297) light will be illuminated after the ENGINE switch is placed to START, and prior to
advancing the throttle to IDLE.

7. ENGINE switch — ON.

8. RUDDER TRIM knob — NEUTRAL.
9. CONTR AUG switch — SBI.
10. STBY STAB TRIM switch — GUARDED.
11. Throttle — OFF.
12. EXTERIOR LIGHTS master switch — AS REQUIRED.
13. FLAPS/SLATS lever — UP.
14. ANTI-SKID switch — ON.
15. EMER FLAP switch — NORM.
16. LAUNCH BAR switch — RETRACT.

Note
The BRK PRESS caution light may momentarily illuminate, when the launch bar transitions to the UP
position.

17. EMER GEAR handle — IN.

18. LDG GEAR handle — DOWN.
19. MASTER ARM Switch — SAFE.
20. VCR switch — OFF.
21. Flight instruments — SET/CHECK.
a. Standby VSI — ZERO (note any error).
b. Standby attitude indicator — CAGE (OFF flag visible).
c. Standby airspeed indicator — CHECK.
d. Standby turn and slip indicator — CENTERED.
e. AOA indexer/indicator — CHECK OFF/FLAG IN VIEW.
f. HUD — OFF.
g. MFDs — OFF.
h. CABIN pressure altimeter — CHECK.
22. UHF/VHF No. 1 radio — OFF.
23. PITOT HEAT switch — OFF.
24. HOOK BYP switch — AS REQUIRED.
25. Clock — SET.
26. HOOK handle — CORRESPONDS TO HOOK POSITION.
27. COMM control panel — AS DESIRED.
28. VOR/ILS — OFF.
29. TACAN — OFF.
30. UHF/VHF No. 2 radio — OFF.
31. IFF — OFF.
32. BATT switches — OFF.
33. AC RESET switch — CENTERED.
34. GEN switch — ON.
35. Interior lights — AS DESIRED.
36. Cockpit air conditioning — NORMAL/AS DESIRED.
37. Exterior lights — AS REQUIRED.
38. A-COLL/STROBE light switch — A-COLL.

7.4.2 Aft Cockpit

1. (Before AFC-311) MDL cartridge — LOAD, AS REQUIRED.
Should be installed before electrical power is applied to aircraft. Data is used for GPS information to reduce
GINA alignment time. Cartridge must remain in aircraft for the entire flight, if MDL waypoints are to be
used.
2. (Before AFC-311) VCR switch — OFF (FWD C/S AFTER ECP-223).
3. (Before AFC-311) VCR — LOAD, AS REQUIRED.
4. (Before AFC-311) VCR SVM — INSTALLED AND SECURE.

WARNING

(Before ECP-223) Security of the SVM can only be determined by attempting to remove the SVM by lifting
the locking bar. Grasping the VIM and the SVM, simultaneously, may give a false indication that the SVM is
securely in place. Should the SVM become loose in flight, it is possible for it to lodge between the seat and
the control stick, causing a severe control problem.

5. Command ejection selector — AS REQUIRED.

WARNING

If the Command Ejection Selector is not fully seated in the FWD-BOTH/AFT-SELF position, the Ejection
Mode will revert to SOLO requiring both Aircrew/Seats to initiate ejection independently without Command
Ejection Sequencing Capability.

6. SEAT LIGHT switch — NORMAL.

7. OBOGS FLOW selector — OFF.
8. FUEL CONTR switch — NORMAL.

Note
If MANUAL fuel is selected in either cockpit prior to engine start, the M FUEL advisory (before AFC-297) or
caution (after AFC-297) light will be illuminated after the ENGINE switch is placed to START, and prior to
advancing the throttle to IDLE.

9. ENGINE switch — ON.

10. RUDDER TRIM knob — NEUTRAL.
11. STBY STAB TRIM switch — GUARDED.
12. Throttle — OFF.
13. FLAPS/SLATS lever — UP.
14. ANTI-SKID switch — ON.
15. EMER FLAP switch — NORM.
16. EMER GEAR handle — STOWED.
17. LDG GEAR handle — DN.
18. MASTER ARM OVERRIDE switch — FORWARD.
19. Flight instruments — SET/CHECK.
a. Standby VSI — ZERO (note any error).
b. Standby attitude indicator — CAGE (OFF flag visible).
c. Standby airspeed indicator — CHECK.
d. Standby turn and slip indicator — CENTERED.
e. AOA indexer/indicator — CHECK OFF/FLAG IN VIEW.
f. MFDs — OFF.
g. CABIN pressure altimeter — CHECK.
20. UHF/VHF No. 1 radio — OFF.
21. Clock — SET.
22. HOOK handle — UP.
23. COMM control panel — AS DESIRED.
24. VOR/ILS — OFF.
25. TACAN — OFF.
26. UHF/VHF No. 2 radio — OFF.
27. AC RESET switch — CENTERED.
28. GEN switch — ON.
29. Interior lights — AS DESIRED.
30. WARN/CAUT lights switch — AS DESIRED.

7.5 PRESTART CHECKS

1. Battery switches.
a. BATT 1 and BATT 2 — ON.

WARNING

Prior to applying electrical power on deck, ensure personnel are clear of the NLG forward doors. With the
NLG door ground safety pin removed and the EMER GEAR handle not fully stowed the NLG doors will close
when electrical power is applied.

b. Alternately select each battery OFF to check individual voltage; 24 to 29 Vdc.

c. BATT 1 and BATT 2 — CHECK ON.
2. Seat — ADJUST.

CAUTION

To prevent SEAWARS/trombone damage, do not adjust seat prior to strapping in.

3. ICS — CHECK (confirm ANTI-SKID switch: AS REQUIRED, ENGINE switch: ON, FUEL CONTR
switch: NORMAL, Command Ejection selector: AS DESIRED).
4. Fuel quantity — CHECK.
5. MASTER ALERT light — OUT.
6. Advisory panel lights — ENSURE ANTI-SKID ON.
7. FIRE light — OUT.
8. Warning/caution panel lights — ENSURE THE FOLLOWING ON:
Warning — GENERATOR, OIL PRESS, HYD FAIL, OXYGEN.
Caution — HYD, LP PMP, CANOPY (if open), F PRES, O2 PRES (After AFC-334).

Note
It is not unusual for the NWS AUG light to illuminate before engine start. After engine start, if the NWS AUG
light goes out during plane captain checks when the nose wheel steering is engaged, the NWS AUG is
functioning normally.

9. LT/TONE TEST switch — CHECK LAMPS/TONE/AOA INDEXER.

10. HYD 1 and HYD 2 pressure indicators — ZERO.
11. BRAKE pressure indicator — 1,250 PSI MINIMUM.
12. FLAP position lights — MATCH FLAP POSITION.
13. Landing gear position indicator lights — ON (GREEN).
14. COMM/NAV transfer buttons — AS DESIRED.
15. AOA — NO OFF FLAG.
16. Helmet visor — DOWN prior to moving canopy.
17. Canopy — AS DESIRED.
Actuation of the MDC inadvertently or through the ejection process with the
helmet visor up could result in severe eye injury.
Note

The helmet visor should remain down to the maximum extent possible after the canopy is closed.

18. Paddle switch — PRESS.

19. NWS caution light — CHECK ON.
20. Unplug the USB memory device, securely stow USB, and close and secure Control Panel cover.

7.6 STARTING ENGINE

Make certain that the area forward and aft of the aircraft is clear of personnel and FOD hazards. Make
certain that fire fighting equipment is available and manned. Advise aft cockpit before engine start.

WARNING

If throttle not in off position, starting the engine without performing the clear engine procedure could result in
engine overtemp.

1. GTS — START.
GTS advisory light should illuminate within 20 seconds.

CAUTION

If GTS start attempts are longer than the acceptable start time of the GTS start envelope, subsequent in-
flight start attempts may exceed the GTS auto-shutdown limit.

2. ENGINE switch — START. READY advisory light illuminates within 15 seconds.

3. Throttle — IDLE WHEN RPM BETWEEN 17 to 20 PERCENT.
a. Monitor engine instruments for normal engine start while engine stabilizes at idle with the OIL PRESS
warning light out.

WARNING

Engine starts with the throttle above the ground-IDLE position may cause engine surge/overtemperature.

CAUTION

• Advancing throttle to IDLE before READY advisory light illuminates may cause damage to the engine from
overheat.
• Light-off must occur within 15 seconds after advancing the throttle to IDLE.
• Secure engine if start EGT limit is rapidly approached and appears likely to be exceeded.
• Max N2 Idle RPM has been increased by 1.5% (ref AFB-265). There is an
increased potential for hot or delayed starts on ground.

Note

• The throttle should be at ground idle for at least 3 seconds after the engine accelerates past 50 percent to
prevent a false indication of an in-flight shutdown exceedance.

• On initial start the GENERATOR may not come online until the throttle is run-up during the 70 percent
checks.

4. Voltmeter — CHECK (27 to 29 volts).

5. OBOGS/ANTI-G switch — ON.

CAUTION

In order to prevent damage to the oxygen concentrator, the OBOGS/ANTI-G switch should be set to ON
when the engine is on, and set to OFF when the engine is off.
6. HUD — ON/SET BRIGHTNESS.
7. MFDs — ON/SET BRIGHTNESS AND CONTRAST.
8. UHF/VHF radios — ON.
9. VOR/ILS — AS DESIRED.
10. TACAN — ON.
11. IFF — STANDBY.

7.7 POSTSTART

1. Throttle — ADVANCE SLOWLY TO 70 percent rpm.

CAUTION

Following start, do not advance the throttle rapidly before the bleed valve closes, as there is a possibility that
the engine will overheat. Once the bleed valve is closed there are no restrictions on the rate of throttle
movement.

2. HYD 2 RESET button — PRESS.

Check that HYD caution light goes out and hydraulic pressure indicates in normal range.

Note

HYD 2 RESET may not be enabled for up to 10 seconds after the generator is on-line and the BATTERY
VOLTS gauge on the power management panel is in the green range (24 to 29 Vdc). The ADR (before AVC-
5153), ASDC (after AVC-5153) or DDS (after AFC-311) will not function below 22.5 volts dc, and in the T-
45A, ADR BIT takes up to 10 seconds. The DDS (after AFC-311) will function only on the T-45C and not the
T-45A.

3. Hydraulic pressures — 3,000 PSI.

4. FUEL CONTR switch — HOLD IN TEST, CHECK RPM. (A MAXIMUM DROP OF UP TO 6%).

Note
RPM may momentarily increase following selection of manual fuel.

Check M FUEL advisory (before AFC-297) or caution (after AFC-297) light illuminates.

5. FUEL CONTR switch — NORMAL, CHECK RPM RETURNS TO 70%.

M FUEL advisory (before AFC-297) or caution (after AFC-297) light goes out and ensure previous rpm is
achieved.
6. Throttle — IDLE.

Check EGT and rpm, ensure bleed valve closed, and rpm ±2 percent IDLE rpm.

Note

• Bleed valve closure can be confirmed by noting rpm increases approximately 3 percent and EGT
decreases by 50 °C from previous indications.
• With airflow knob in the OFF position, idle rpm will operate approximately 2 percent higher than normal.

7. Aircraft exceedance — CHECK.

a. MENU/BIT/MANT options — SELECT.
b. Verify no A/C exceedance.

Note
If an exceedance indication is present, shut down aircraft and report the exceedance to maintenance.

8. Alignment progress — CHECK.

a. MENU/DATA/ACFT options — SELECT.
b. Verify GPS is tracking four satellites and QUAL is decrementing (if alignment completes QUAL is
removed and velocity vector displayed).
If alignment QUAL is not decrementing:
c. Verify aircraft’s present position agrees with waypoint zero. If not, correct waypoint zero.
d. Waypoint zero — ENTER.
e. RST option — SELECT.
f. After 50 seconds verify QUAL begins to decrement.
If alignment QUAL is decrementing and GPS tracking four satellites:

9. CONTR AUG IBIT — PERFORM.

Note
Ensure GINA is valid. A GINA valid indication is provided as soon as pitch and roll attitudes become valid.
a. Paddle switch — PRESS.
C AUG caution light illuminates.
b. CONTR AUG switch — RESET.
C AUG caution light extinguishes.
c. CONTR AUG switch — SBI TO ALL.
C AUG caution light illuminates for a maximum of 120 seconds and then extinguishes.

Note
C AUG BIT is not currently implemented in the simulation.

10. Stabilator trim:

a. Pitch trim — CHECK BOTH DIRECTIONS (-3 to +8 degrees).
b. STBY STAB TRIM switch — LIFT GUARD COVER AND CHECK NORMAL TRIM STOPS.
Check both directions, close guard.
c. Pitch trim — SET FOR TAKEOFF/CATAPULT.

11. Aileron trim — CHECK BOTH DIRECTIONS AND SET AT NEUTRAL.

12. Rudder trim — CHECK BOTH DIRECTIONS AND SET AT NEUTRAL.
Do not commence until CONTR AUG IBIT is complete.
13. Standby attitude indicator — PULL TO ERECT.
14. LAW — SET.
15. BINGO — SET.
16. Standby altimeter — SET BAROMETRIC PRESSURE/CHECK. Ensure the barometric altitude displayed
on the standby barometric altimeter is within ±75 feet of field elevation.
17. HUD/MFD barometric altitude — CHECK WITHIN ±10 FEET OF FIELD ELEVATION. If not within
±10 feet of field elevation, adjust BARO DLTA as follows:
a. MENU/BIT/MANT options — SELECT.
b. BARO DLTA — SET TO ZERO.
c. BARO PRESSURE — VERIFY SAME AS STANDBY ALTIMETER SETTING ±.01.
d. Subtract the MFD baro altitude from the field elevation and enter the difference as the BARO DLTA,
not to exceed 75 feet.
e. Verify the MFD and HUD baro altitude is within ±10 feet of field elevation.
18. BIT display — NOTE DEGD.
IFF, YDS and VCR display DEGD when set to OFF or STBY.

Note

• ADR BIT might not be displayed as GO for up to 1-minute after generator is on-line, and BATTERY VOLTS
gauge on the power management panel is in the green range (24 to 29 Vdc). The ADR (before AVC-5153),
ASDC (after AVC-5153), or DDS (after AFC-311) will not function below 22.5 Vdc. The ADR (before AVC-
5153) BIT takes 60 seconds. The ASDC (after AVC-5153) or DDS (after AFC-311) BIT takes 12 seconds and
ADR BIT should be displayed as GO within 15 seconds.

• If the DEU BIT status is DGRD, select the DSPY BIT option on the BIT display page. Press the STOP
option, when available, to end the selected BIT. Execution of this BIT usually clears a DEU DGRD.

19. Waypoints — PROGRAM.

20. Navigation source — SET.
21. OBOGS Electronic BIT button — PRESS (1 to 2 SECONDS) AND RELEASE.
22. Verify OXYGEN warning light set and removed within 15 seconds.

WARNING

Pressing and holding the electronic BIT button for longer than 30 seconds will place the monitor in
Maintenance BIT status, which is not detectable by the aircrew and prevents normal monitor functioning.

23. OBOGS Integrity Ground Check:

 CAUTION

Increased demand due to a free-flowing mask may affect OBOGS oxygen purity for up to 20 minutes and
increases the potential for contaminants to reach the aircrew.

Note
A free-flowing mask can induce an OXYGEN warning light and (after AFC-334) an O2 PRES caution light in
less than 5 seconds, especially at low engine power settings. Coordinating OBOGS FLOW selector ON with
mask positioning against the face will prevent transient OXYGEN warning and O2 PRES caution lights.
a. Oxygen mask(s) — ON.
b. OBOGS FLOW selector(s) — ON.
c. ADR Event Record button — PRESS.
d. If OXYGEN warning light illuminates within 60 seconds — Perform OXYGEN warning light
emergency procedure.
24. ANTI-G test button — PRESS.
25. LAW — BIT CHECK/SET.

7.7.1 Plane Captain

After plane captain signals:
1. Ejection seat handle — CLEAR OF CONTROL STICK.
2. Flight controls — FREE, FULL TRAVEL AND PROPER MOVEMENT.
3. Nose wheel steering — ENGAGE.
4. Speed brakes, flaps/slats, hook — EXTEND, FULL/DOWN, DOWN.
5. Launch Bar — EXTEND (FCF, pre-carrier and carrier operations only).
6. Check for the following:
a. SPD BRK FULL advisory light — ON.
b. SPD BRK advisory light — ON.
c. Flaps HALF position light — OFF.
d. Flaps FULL position light — ON.
e. HOOK warning light — ON.
f. L BAR advisory light — ON (if applicable).
After plane captain makes check and signals:
7. Speed brakes, flaps/slats, hook, and launch bar — RETRACT, 1/2/DOWN, UP, RETRACT (if extended).
Ensure ground personnel are clear of aircraft before actuating flight controls, flaps/slats, speed brakes,
arresting hook, and gear doors.

Note
The BRK PRESS caution light momentarily illuminates when the launch bar transitions to the UP position.

8. Check for the following indications:

a. SP BRK advisory light — OFF.
b. SP BRK FULL advisory light — OFF.
c. Flaps HALF position light — ON.
d. Flaps FULL position light — OFF.
e. HOOK warning light — OFF WITHIN 6 SECONDS.
f. L BAR advisory light — OFF.

7.8 TAXI
To prevent injury to personnel or damage to the damper/locking strut and possible canopy collapse, do not
taxi with canopy in other than full open or full closed position. Intermediate canopy position is not authorized
during taxi.

Note
At gross weights greater than 13,500 pounds, avoid hard differential braking and sharp turns during taxi.

1. Parking brake — RELEASE.

When ready to taxi, signal the plane captain to remove chocks. Advance throttle to about 70 percent rpm.
Release brakes and perform brakes check. Use caution in confined or restricted areas.
2. Wheel brakes — CHECK.
3. Nose wheel steering — CHECK.
 CAUTION

If the EMER GEAR handle is not fully stowed, nosewheel steering authority may be diminished.

4. Flight instruments — CHECK, SET AS REQUIRED.

7.9 TAKEOFF CHECKLIST

1. CONTR AUG switch — ALL.
2. ANTI-SKID switch — ON.
3. Flaps/slats — 1/2 or FULL (as required).
4. Trim:
a. Rudder/Aileron — 0 degrees.
b. Stabilator — 2 to 3 degrees NOSEUP.
5. Canopy — CLOSED, LOCKED, LIGHT OUT.
6. Harness — CONNECTED.
7. Ejection seat — ARMED.

7.10 HOLD SHORT CHECKLIST

1. FUEL CONTR switch — NORMAL (both cockpits).
2. Strobe light — ON.
3. Pitot heat — ON.
4. IFF — AS DESIRED.
5. Taxi light — ON.

7.11 TAKEOFF
After completion of the Takeoff and Hold Short checklists, and upon clearance from the tower, taxi the aircraft
onto the runway. Ensure all warnings, cautions, and the manual fuel advisory (before AFC-297) or caution
(after AFC-297) light are extinguished. Advance the throttle to MRT, check EGT/rpm are within limits, check
allcaution/warning lights out, and check controls are free and clear.

CAUTION

• Ensure fuel control switch is in normal and manual fuel advisory (before AFC-297) or caution (after AFC-
297) light is not illuminated prior to engine runup. Failure to do so will result in engine over-temp upon engine
runup.

• With carrier pressurized tires, static MRT checks may cause the tires to skid, possibly resulting in breach of
the tire carcasses.

Note
Static runups with carrier pressurized tires should be accomplished at or below 90 percent N2, with MRT
limiters being checked after brake release.

OAT °F N2 rpm (minimum within 7 seconds)

Above 50° 97%
37 to 50° 96%
21 to 36° 95%
9 to 20° 94%
-5 to +8° 93%
-15 to -6° 92%
Use brakes and/or NWS to maintain directional control.

Check the predicted line speed at the selected distance marker. Five knots prior to predicted liftoff speed,
raise the nose to a takeoff attitude (approximately 10 degrees noseup) and allow the aircraft to fly off the
deck.

Note
For full flap takeoffs with aircraft gross weights less than 12,000 pounds, begin rotation 8 knots prior to liftoff
speed.

1. After comfortably airborne place gear handle up.

2. Push handle up and in to ensure handle is seated.
Once gear indicated up and locked, (less than 200 KIAS) check gear handle for proper operation:
3. Lightly (less than 6 pounds of force) try to move the gear handle directly down, (do not pull out).

CAUTION

• Landing gear and flaps/slats should be fully retracted before reaching limit speed of 200 knots.

• The landing gear handle detent mechanism can be overridden with 20 to 50 pounds of force applied to the
gear handle.

If gear handle moved down with light pressure:

4. Remain below 200 KIAS.

5. Abort mission.
6. Gear handle — DOWN.
7. Land as soon as practical.

7.12 CLIMB, CRUISE

7.12.1 10,000 Foot Checklist/15 Minute Report

1. Check all instruments for normal operation.

2. Verify proper cabin pressurization.
3. Fuel state — CHECK.

7.13 DESCENT/PENETRATION

(Before AFC-291) Before descent, the windshield and canopy should be preheated by increasing the air flow
and temperature.

(After AFC-291) Before descent, the windshield and canopy should be preheated by setting the AIR FLOW
knob to MAX DEFOG and the CABIN TEMP knob to AUTO full hot.

The maximum cockpit temperature should be maintained to aid in defogging the windshield and canopy. The
following should be considered to determine the preheating required: OAT, humidity, rate of descent, power
setting, and cockpit temperature. Should fogging occur with the AIR FLOW knob set to DEFOG (before AFC-
291) or MAX DEFOG (after AFC-291) and the CABIN TEMP knob set to AUTO full hot setting, switch to
MANUAL mode, turn and hold CABIN TEMP knob to full hot momentarily, then release knob and return to
AUTO mode, DEFOG (before AFC-291) or MAX DEFOG (after AFC-291), full hot position.

1. Canopy defog and cockpit temperature — AS REQUIRED BEFORE THROTTLE REDUCTION.

2. MASTER ARM Switch — SAFE.
3. CONTR AUG switch — ALL.
4. Weather/field conditions — CHECKED.
5. NAVAIDS — TUNED/IDENTIFIED.
6. Standby attitude indicator — ERECT.
7. Standby barometric altimeter — SET BAROMETRIC PRESSURE.
8. LAW — SET.
9. MFDs/HUD — SELECT NAV MODE AND COMPARE DISPLAYS (ADI, HSI, and HUD) WITH
STANDBY INSTRUMENTS.
10. Fuel — CHECK.

CAUTION

Sustained engine operation at less than 70 percent N2 above 30,000 feet MSL may result in a sub-idle
condition leading to engine flameout. If engine flameout occurs, perform an airstart.

7.14 LANDING
7.14.1 Landing Checklist
1. Gear — DOWN.
2. Flaps/slats — AS REQUIRED.
3. Hook — AS REQUIRED.
4. Harness — AS REQUIRED.
5. Speed brakes — AS REQUIRED.
6. Anti-skid — AS REQUIRED.

7.14.2 Approach
Enter the pattern as prescribed by local course rules. For safe maneuverability of the aircraft, up to 350 KIAS
may be required below 10,000 feet. At the break, reduce thrust as required and extend the speed brakes. As
the airspeed decreases through 200 KIAS, lower the landing gear and flaps/slats. Decelerate to on-speed,
and perform an angle of attack check (airspeed at 17 units AOA).

Complete the landing checklist prior to reaching the abeam position. Continue past the abeam to the 180
degree position, then commence the approach turn using approximately 27 to 30 degrees angle of bank.
Control the rate of descent to reach 450 feet AGL at approximately the 90 degree position. At the 45 degree
position, altitude should be 350 to 375 feet AGL, intercept the glideslope and fly optimum AOA to touchdown.
Slow engine response may preclude recovery from high rates of descent in close, which may occur during
rates of descent in excess of 600 feet per minute at touchdown.

7.14.3 Normal Field Landing

At touchdown retard the throttle to IDLE. Maintain back pressure on throttle until ground idle is achieved.
Failure to retard the throttle from approach idle to idle after landing could result in hot brakes during
subsequent ground operations.

Note

When the ANTI-SKID switch is set to ON, the approach idle stop retracts immediately with weight-on-wheels.
When the ANTI-SKID switch is set to OFF the approach idle stop will not retract until 2 seconds after
weight-on-wheels.

7.14.3.1 Braking Technique

Under normal circumstances, the best results are attained by applying moderate to heavy braking with one
smooth application of increasing braking pressure as airspeed decelerates towards taxi speed. Antiskid is
effective down to approximately 13 KGS. Below 13 KGS, heavy brake pedal pressure should be relaxed to
prevent tire skid.
Steady, light brake applications should be avoided, as they increase brake heating, do not significantly
contribute to deceleration, and ultimately reduce braking effectiveness.

7.14.4 Crosswind Landing

7.14.4.1 General
The aircraft is easily controllable in cross wind landings. Full flaps are recommended for crosswind landings.
The approach and rollout characteristics with half flaps and slats are similar except for the airspeeds.
Landings without flaps and slats will exhibit decreased lateral and directional stability in the approach since
the ARI and bank angle feedback are turned off with flaps and slats up at less than 217 KIAS. The optimum
approach technique is the wings level crab. A wing down top rudder approach is not recommended because
the yaw damper opposes rudder pedal input. Furthermore, there is insufficient rudder authority to track
straight-in crosswinds above 15 knots. The recommended procedures follow:

1. Maintain a wings-level crabbed approach on extended runway centerline.

2. Prior to touchdown, smoothly take out the crab with rudder to align the fuselage with the runway;
simultaneously use aileron to maintain wings-level. Drift should not be allowed to build due to aligning
the fuselage with the runway too early. An early kickout may lead to excessive drift, whereas a late kickout
could result in swerve on touchdown due to nose wheel steering inputs.

3. Just prior to touchdown, center the rudders regardless of any crab or lateral drift because of the full time,
low gain NWS that will activate upon weight-on-wheels. Upon touchdown it is imperative to apply aileron
into the wind as necessary to counter any wing-up tendency. Judicious NWS inputs should be applied to
track parallel to runway centerline.

4. Throttle to IDLE.

5. When stabilized and tracking down the runway, apply brakes to slow the airplane.

7.14.4.2 Crosswind Handling with Nosewheel Steering Failed

During flight test demonstrations, under normal operating conditions, there is sufficient rudder control power
to stop a lateral drift and maintain a track parallel to centerline for takeoffs or landings in direct crosswinds up
to 23 to 25 knots and landings in crosswinds up to 29 knots using differential braking. With NWS off/failed,
the T-45 has sufficient rudder control power to maintain centerline for takeoffs or landings in crosswinds up to
the NATOPS limit of 15 knots direct crosswind specified for NWS off or NWS failed landings. With NWS
failed rudder pedal forces to counter a lateral drift will be much higher than normal. Simulation and flight test
indicate that pedal forces with normal NWS/NWS AUG are in the 5 to 50 pound range, while with NWS failed
the pedal forces are in the 70 to 140 pound range for the same crosswind components from 7 to 20 knots.
Pilots can expect much higher pedal forces on the upwind side than the downwind side when landing in a
crosswind in order to regain or maintain directional control when NWS has failed.
Failure of NWS reverts the aircraft to a castoring nosewheel configuration as NWS AUG will also be
inoperative.
In this configuration, the aircraft is directionally sensitive, and any or all of the following characteristics may
be encountered: swerve on touchdown, directional oscillation, or roll-yaw touchdown, directional oscillation,
or roll-yaw oscillations similar to Dutch Roll. These tendencies typically occur between approximately 120-60
KIAS.
Roll angle of up to 5 degrees bank is possible during roll-yaw oscillations with high side forces and the
sensation of “lean”. Braking exacerbates these conditions and should be used judiciously. Aggressive
braking inputs may result in PIO. If this occurs, stop braking until PIO damps out unless runway departure is
imminent. Rudder pedals should be centered at touchdown to avoid initial swerve and possible PIO trigger. If
swerve occurs, counter with small rudder inputs if possible and with careful application of differential braking
if needed. Go-around and arrested landing is recommended. If arrested landing is not possible, aggressive
inputs during rollout should be avoided. Rudder should be the first control used, with differential braking used
only as necessary to remain on the runway. Pedal forces will be higher than normal for a landing with NWS
and NWS Aug operational, possibly in excess of 60 lbs. Accepting a track parallel to centerline is preferable
to using additional control inputs. If PIO occurs, stop inputs and let it damp out, unless runway departure is
imminent. Crosswinds will exacerbate all these characteristics. As previously stated, pedal forces with a
castoring nosewheel could be as high as 140 lbs with significant crosswind.

7.14.5 Wet Runway Landing

Use anti-skid to minimize landing roll. Operations on wet or flooded runways may produce hydroplaning
throughout the landing speed range. Consider an arrested landing. If directional control problems occur after
touchdown, execute go-around and make an arrested landing.

7.14.6 Flaps/Slats Up Landing

Fly optimum AOA approach (approximately 42 to 49 KIAS above full flaps/slats airspeed).

CAUTION

Ensure maximum wheel speed is not exceeded at touchdown.

Note
With flaps up and gear down, minimize sideslip excursions. Sideslip angles of 8 degrees or greater may
cause structural damage to the nose landing gear doors.

7.15 WAVEOFF/MISSED APPROACH

To execute a waveoff, immediately add full power, retract speed brakes, maintain landing attitude (not to
exceed optimum AOA) and establish a safe rate of climb. If desired, with a positive rate of climb, raise the
landing gear and flaps/slats above 140 KIAS. Transition from full flaps to 1/2 flaps may be accomplished
above 125 KIAS.

7.15.1 Go Around
A go around is prescribed in the Brake Failure and the Loss of Directional Control procedures. The decision
to execute a go around for any unsafe condition must not be delayed.
1. Throttle — MRT.
2. Speed brakes — RETRACT.
3. Rotate to obtain positive rate of climb (not to exceed 24 units AOA).

Note
• Full aft stick may be required to obtain lift off.
• Stall speeds with approach power and a gross weight of 11,500 pounds are:
— Half flaps 99 KIAS
— Full flaps 94 KIAS
• Stall speeds at MRT will be 6 to 8 knots lower
• Liftoff will be prolonged on a hot day and/or high altitude landing.

7.16 AFTER LANDING (CLEAR OF RUNWAY)

1. Ejection seat SAFE/ARMED handle — SAFE.

2. Speed brakes — RETRACT.
3. Flaps/slats — UP.
4. Trim — SET TO ZERO.
5. NAV equipment/IFF — OFF.
6. HUD — OFF.
7. PITOT HEAT switch — OFF.
8. Strobe light — OFF.
9. VCR switch — OFF.
Allow 10 seconds before engine shutdown to ensure tape unthreads.

7.17 BEFORE ENGINE SHUTDOWN

1. BIT status — RECORD.

2. Perform IBIT on DEGD equipment.
3. IBIT results — RECORD.
4. LAW — POWER OFF.
5. MANT display — CHECK.
6. Aircraft exceedance — CHECK.

Note
Report all A/C exceedance and/or ADR (before AVC-5153), ASDC (after AVC-5153) or DDS (after AFC-311)
memory overflow indications to maintenance.

7. Right MFD — OFF.

8. UHF/VHF radios — OFF.
9. Standby attitude indicator — CAGE (OFF flag visible).
10. OBOGS FLOW selector — OFF/MASK OFF.

WARNING

Increased demand due to a free-flowing mask may affect OBOGS oxygen purity for up to 20 minutes and
increases the potential for contaminants to reach the pilot.

11. Idle rpm — ENSURE WITHIN ±2 PERCENT OF IDLE RPM.

7.18 ENGINE SHUTDOWN

Before shutting down the engine, ensure that throttle has been at IDLE for at least 30 seconds to cool the
engine.

1. Parking brake — SET.

2. OBOGS/ANTI-G switch — OFF

CAUTION

In order to prevent damage to the oxygen concentrator, the OBOGS/ANTI-G switch should be set to ON
when the engine is on, and set to OFF when the engine is off.

3. Throttle — OFF.

WARNING

Bumping the throttle out of the OFF position during shutdown may lead to rising EGT and tailpipe fire.

CAUTION

The engine should not be shut down from a high power setting except in an emergency condition.
Note
During engine shutdown, intermittent manual fuel advisory (before AFC-297) or caution (after AFC-297)
indications with NORMAL fuel control selected are acceptable.
4. Monitor fuel flow, EGT, RPM, and Plane Captain (if present) for normal shutdown.
5. Canopy — AS DESIRED.

30 seconds after setting parking brake:

6. GINA power — OFF.

7. Left MFD — OFF.

45 seconds after setting throttle to off:

8. Engine switch — OFF (front cockpit only).
9. Fuel shutoff handle — PULL.
10. Check brake pressure indicator (brake accumulator gauge) for pressure of 2,700 psi or higher.
11. (Before AFC-311) MDL cartridge — REMOVE, if required.
12. (Before AFC-311) VCR tape — REMOVE, if required.
13. (After AFC-311) Insert a USB memory device into the USB socket. The display should show “MMA -
READY”.
14. (After AFC-311) Navigate to the desired USB download option and initiate the command.
15. (After AFC-311) Wait until the progress reaches 100 percent and the display shows COMPLETED.
16. (After AFC-311) Unplug the USB memory device, securely stow USB, and close and secure Control
Panel
cover.
17. BATT 1 and BATT 2 switches — OFF.
 CHAPTER 8
Carrier-Based Procedures
8.1 GENERAL
The CV and LSO NATOPS Manuals are the governing publications for the carrier-based operations and
procedures. All flight crewmembers shall be familiar with CV NATOPS procedures and Aircraft
Launch/Recovery Bulletins prior to carrier operations.

WARNING

Anti-skid shall be off for all carrier operations.

8.2 HANGAR DECK OPERATION

Occasionally the assigned aircraft is manned on the hangar deck. If the aircraft is not already on the elevator,
it is towed or pushed with the pilot in the cockpit onto the elevator, chocked and chained.

Note

Ensure adequate emergency brake pressure prior to manning aircraft.

The director signals for braking by either a hand signal, whistle blast, or both. Leave the canopy open and
helmet off to facilitate hearing the director’s whistle. Prior to breaking down the chocks and chains at the
flight deck level, close the canopy, set the parking brake, and arm the ejection seat.

WARNING

Do not arm ejection seat until elevator is at flight deck level.

8.3 PREFLIGHT

Conduct a normal preflight, paying particular attention to the condition of the landing gear, struts, tires,
arresting hook, launch bar and the underside of the fuselage for evidence of arresting cable damage. Note
the relationship of the arresting hook to the deck edge.

Note

DISPLAY POWER switch may be set to ORIDE to aid in shipboard alignment prior to engine start.

8.4 ENGINE START

Ensure the canopy is closed and locked prior to GTS light-off. Proceed with a normal start, paying particular
attention to EGT especially if the aircraft is spotted in the vicinity of jet exhaust from other aircraft.

8.5 POSTSTART
Conduct the systems checks outlined in the normal procedures. Oxygen masks shall be on, canopy down
and locked, and ejection seat armed prior to removing the chocks and chains. Hold the brakes when the
tiedowns and chocks are removed.

CAUTION

Do not lower the hook during post start checks unless the hook point will drop on the flight deck.

8.6 PRIOR TO TAXI

1. CONTR AUG — ALL.

2. ANTI-SKID switch — OFF.
3. Ejection seat handle — CLEAR OF CONTROL STICK.
4. Trim — SET.
a. Rudder and aileron — ZERO.
b. Stabilator — 3.5 DEGREES NOSEUP.
5. Controls — WIPEOUT.
6. Verify trim settings.
7. Canopy — CLOSED, LOCKED, LIGHT OUT.
8. Harness — CONNECTED.
9. Ejection seat — ARMED.
10. Parking brake — DESELECT.

8.7 TAXI
Taxiing aboard ship is much the same as ashore, but increased awareness of jet exhaust and aircraft
directors is mandatory. Nose wheel steering is used for directional control aboard ship. Higher than normal
power settings may be needed while taxiing on the flight deck due to ship motion, wind over the deck, jet
blast, or any combination of these effects.
Taxi speed should be kept under control at all times. The canopy shall be down and locked, oxygen mask on,
and the ejection seat armed during taxi.
Increasing power slightly prior to hot gas ingestion increases air flow for engine cooling. Monitor EGT; if
temperature exceeds limits, engine shut down should be considered.

CAUTION

Whenever hot jet exhausts from other aircraft are directed toward the intake, a potential for overtemp exists.

8.8 BEFORE CATAPULT HOOK-UP

Before taxi onto the catapult, complete the takeoff checklist and ensure the heading is aligned with the Base
Recovery Course (BRC). With flaps set to FULL, set takeoff trim to 3.5 degrees noseup. For normal
operation, 15 KIAS endspeed above the minimum endspeed is recommended.

CAUTION

Takeoff trim setting is only valid with hands off the control stick. Care should be taken to ensure that proper
trim setting is set prior to launch.

Note
System alignment in the directional gyro (DGRO) mode requires correct heading information to be manually
entered prior to launch.

1. CONTR AUG switch — ALL.

2. ANTI-SKID switch — OFF.
3. Flaps/Slats — FULL.
4. Trim:
a. Rudder and aileron — ZERO.
b. Stabilator — 3.5 degrees NOSE-UP.
5. Canopy — CLOSED, LOCKED AND LIGHT OUT.
6. Harness — CONNECTED.
7. Ejection Seat — ARMED.

Correct stabilator trim is critical to obtaining adequate catapult fly-away performance. Stabilator trim affects
initial pitch rate and fly-away AOA. A low stabilator trim setting lowers the initial pitch rate and fly-away AOA,
resulting in a flatter fly-away attitude and possible sink off bow.

8.9 CATAPULT HOOK-UP

Before taxiing past the shuttle, verify the aircraft gross weight and complete the takeoff checklist. Approach
the catapult track slowly while lightly riding the brakes. Use minimum power required to keep the aircraft
rolling.
Close attention to plane director’s signals is required to align the aircraft with the catapult track wye entry.
When aligned, the plane director will signal the pilot to lower the launch bar. Place the LAUNCH BAR switch
to EXTEND.
The green launch bar advisory light will illuminate and the NWS will disengage. The low mode of the NWS
may be engaged with the launch bar down by pressing and holding the NWS button. This should only be
done on signal from the director since catapult personnel may be in close proximity to the launch bar. Do not
use NWS once the launch bar enters the track. The catapult crew will install the holdback bar. Taxi forward
slowly, following the signals of the plane director. When the launch bar drops over the shuttle spreader, the
aircraft will be stopped by the holdback bar engaging the catapult buffer.
Note

An intermittent ACCEL light may occur while taxiing into the catapult shuttle at varying power settings (65 to
75 percent rpm) with the LAUNCH BAR switch in the EXTEND position (ambiguous indication-timing
sequence).

8.10 AIRCRAFT OR CATAPULT MALFUNCTION

If a malfunction is detected during the launch sequence, initiate suspend procedures. Do not reduce power
until directed by the catapult officer.

8.11 CATAPULT SUSPEND

If you want to suspend the launch while tensioned on the catapult, signal by shaking the head from side to
side.
Transmit to Pri-Fly, “SUSPEND (catapult number)” on land/launch frequency. Never raise a hand into the
catapult officer’s view to give a thumbs down signal or any hand signal that may be interpreted as a salute.
The catapult officer will reply with a “SUSPEND” signal followed by an “UNTENSION AIRPLANE ON
CATAPULT” signal. The shuttle spreader will be moved aft and the launch bar will automatically raise to clear
the shuttle spreader. Maintain power at MRT until the catapult officer steps in front of the aircraft and signals
“THROTTLE BACK”. Then, and only then, reduce the throttle from military to idle. The same signals will be
used when a catapult malfunction exists.

8.12 CATAPULT LAUNCH

Upon receipt of the “run-up” signal from the catapult officer, advance the throttle to military and place the
LAUNCH BAR switch to RETRACT. Perform a smooth cycle of the flight controls ensuring full deflection in all
axes. Check all engine and flight instruments for normal indications and operation prior to saluting the
catapult officer.

WARNING

• Selecting the LAUNCH BAR switch to RETRACT before receiving the “tension” signal from the aircraft
director may raise the launch bar before it is properly seated in the shuttle spreader assembly, resulting in a
mispositioned launch bar.

• Failure to raise the LAUNCH BAR switch prior to a catapult launch results in brake pressure still being
available and may result in a blown tire(s), if brakes are applied during a CAT stroke.

After successful completion of the flight control wipeout, place feet in the catapult position (tip of boot under
rudder pedal toe guide) and visually verify feet are correctly positioned.

WARNING

The toe guide serves only as a reminder to the pilot of correct foot ositioning for catapult launches. Failure to
maintain correct foot position hroughout the catapult stroke may result in a blown tire due to inadvertent
brake application.

Ensure the ejection seat handle is clear of the control stick and recheck launch trim. If dual, ensure rear seat
pilot s ready, place your head against the headrest and render an exaggerated hand salute with your right
hand to the Catapult Officer. There will be a 2 to 4 second delay before catapult firing due to sequence
followed by the catapult crew.
Catapult launches should be planned for a 15 KIAS excess end airspeed. Excess end airspeed is an
additional safety factor added to the minimum airspeed required to effect a safe, but not optimum, catapult
launch.

The minimum airspeed was determined during shipboard carrier suitability trials and is applicable for specific
gross weights and ambient temperature conditions.

Note

• Figure denotes the minimum catapult launch airspeed at 59 °F U.S. Standard Day. Most catapult launches
are programmed to give 10 to 15 KIAS above the airspeeds depicted on the figure. Trim should be set at
3.5 degrees nose up.
• Fifteen KIAS above this airspeed results in no settling of the aircraft after launch.

• To correct for ambient temperature, increase the minimum airspeed by the following amount:
70 °F 2 KIAS
80 °F 3 KIAS
90 °F 4 KIAS

Grip the control stick lightly and allow it to move aft during the launch as it is affected by the catapult
acceleration. It should be noted that the control stick moves laterally to the left if not restrained during the
launch, resulting in a slight left wing down condition after launch which can be easily controlled with lateral
stick following launch.

After leaving the catapult, the elevator trim setting causes the aircraft to rotate to the pitch attitude of 8 to 10
degrees.
The resulting climb attitude is optimum for aircraft weight and, once attained, should be maintained with stick
positioning and trim. The AOA indicator should indicate approximately 19 units. After launch, maintain
optimum AOA and pitch angle, and monitor the airspeed and altimeter for increasing values. Instrument scan
after launch should include all flight instruments. Initial pitch attitude and wing position is immediately
indicated on the ADI.
Airspeed information is available and can be monitored during the catapult stroke. Vertical speed lags slightly
but may be used after leaving the catapult. The altimeter, like the VSI, lags and accurate information is not
available for use immediately after launch. It must be emphasized that the most important requirement after
catapult launch is the necessity to climb.

8.13 CARRIER LANDING

Enter the carrier landing pattern with the hook down. Make a level break from a course parallel to the
BRC, close aboard the starboard side of the ship. Below 200 KIAS lower the gear and flaps/slats. Descend
to 600 downwind. Complete the landing checklist and cross-check AOA and airspeed prior to the
180 degree position.

With a 25 knot wind over the deck begin the 180 degree turn to the final approach when approximately
abeam the LSO platform. When the meatball is expected to be acquired, transmit call sign, Goshawk, Ball or
Clara and fuel state (nearest 100 pounds). Fly the aircraft at optimum angle of attack from the 180 degree
position to touchdown.
8.14 ARRESTMENT AND EXIT FROM THE LANDING AREA
Upon touchdown, add power to MRT and retract the speed brakes. When forward motion has stopped,
reduce power to IDLE and allow the aircraft to roll back a short distance. Hold the brakes and raise the hook
on signal from the taxi director. Use high gain NWS and approximately 70 percent power to expedite exit
from the landing area.

Note
Utilize a combination of power and brakes to stop the rearward motion caused by the roll back. Extreme use
of the brakes to halt this motion may cause the aircraft to tip back excessively.

8.15 WAVEOFF TECHNIQUE

To execute a waveoff, immediately add power to MRT, retract the speed brakes, and smoothly adjust the
nose of the aircraft to maintain landing attitude (not to exceed 17 units AOA) and establish a safe rate of
climb. Waveoff should be up the angled deck.

WARNING

Over rotation on a waveoff can place the aircraft on the back side of the power
required curve, where sufficient power is not available to stop the descent.

CAUTION

Exceeding optimum angle of attack on a waveoff lowers the hook to ramp

clearance and can result in an in-flight engagement. The resulting arrestment
can cause damage to the aircraft.

After a waveoff or a bolter, establish a positive rate of climb. At the bow, turn to parallel the BRC. Do not
cross the bow while flying upwind.

8.16 POST LANDING PROCEDURES

The canopy should remain closed until after engine shutdown. Do not release brakes until the aircraft has at
least an initial three-point tiedown. If the aircraft is towed or pushed, be alert for hand signals from aircraft
handling personnel. Set parking brake and execute a normal shutdown when the cut signal is received.
If the aircraft is to be spotted on the hangar deck, safe the seat, unstrap, remove helmet and open the
canopy after the aircraft is chocked and chained on the elevator. Hold the brakes after being spotted in the
hangar bay until the required number of tiedowns have been attached.

8.17 CARRIER CONTROLLED APPROACH

8.17.1 General
The pattern procedures and terms used for Carrier Controlled Approaches (CCA) shall be in accordance with
the CV NATOPS manual.

8.17.2 Procedures
Lower the hook entering the holding pattern and maintain maximum endurance airspeed. Arrive at the
marshal point at your Estimated Arrival Time (EAT). Commence the penetration at 250 KIAS, 4,000 fpm rate
of descent, with speed brakes extended, and power as required. At 5,000 feet (platform), the rate of descent
is reduced to 2,000 fpm, and speed is maintained at 250 KIAS to the 10-mile gate. At this point, slow to 150
KIAS. Lower the landing gear and place the flaps/slats to down as airspeed drops below 200 KIAS. Retract
speed brakes and adjust power to maintain 150 KIAS. At 6 nm, in the landing configuration, slow to optimum
AOA. Unless otherwise directed, maintain 1,200 feet and optimum approach speed until directed to
commence descent at about 3 miles. Then, extend speed brakes and maintain optimum AOA/airspeed.
After transition is made to the landing configuration, all turns should be standard rate in pattern and 1/2
standard rate on final. Do not exceed 30 degrees angle of bank at any time.

8.17.3 Carrier Emergency Signals

Refer to CV NATOPS manual for emergency signals from carrier to aircraft.
 CHAPTER 9
Special Procedures
9.1 FORMATION FLIGHT

9.1.1 Formation Taxi/Takeoff

During taxi, a 150-foot interval should be maintained. For formation takeoff, all aspects of the takeoff must be
prebriefed by the flight leader. This includes:
1. Flap settings.
2. Use of nose wheel steering.
3. Power changes.
4. Power settings.
5. Signals for actuation of landing gear and flaps/slats.
The leader takes position on the downwind side of the runway with other aircraft in tactical order, maintaining
briefed alignment. After takeoff checks are completed and the flight is in position, each pilot looks over the
next aircraft to ensure:
1. Speed brakes are retracted.
2. Flaps/slats are set for takeoff.
3. All panels are closed.
4. No fluids are leaking.
5. Nose wheel is straight.
6. Launch bar is up.

Beginning with the last aircraft in the flight, a “thumbs up” is passed toward the lead to indicate “ready for
takeoff”.
Refer to figure for typical formation takeoff runway alignment.

9.1.2 Section Takeoff

After completion of engine run up checks, lead should reduce power by approximately 2 percent rpm, but not
less than 95 percent. On signal from the leader, brakes are released. Normal takeoff techniques should be
used by the leader, with the wingman striving to match the lead aircraft’s attitude as well as maintaining a
position on the parade bearing with wingtip separation. The gear and flaps/slats are retracted on signal. No
turn into the wingman will be made at an altitude less than 500 feet above ground level.

9.1.3 Parade
The bearing in parade formation is maintained by sighting along the leading edge of the lead’s wing line. This
positions the aircraft on a bearing approximately 30 degrees aft of the lead. The proper step-down
(approximately 5 feet) is achieved by being able to see equal portions of the top and bottom of the lead’s
wing.
Parade turns are either standard Visual Meteorological Conditions (VMC) or Instrument Meteorological
Conditions (IMC) turns. During day VMC conditions, turns away from the wingman are standard turns. To
execute, when lead turns away the wingmen roll their aircraft about their own axis and increase power
slightly to maintain rate of turn with the leader. Step-down is maintained by keeping the lead’s fuselage on
the horizon. Day VMC turns into the wingman and all IMC or night turns in a parade formation are instrument
turns. During instrument turns, wingmen roll their aircraft about the lead’s axis. After initially joining up in
echelon, three and four aircraft formations normally use balanced parade formation.

9.1.4 Cruise Formation

The cruise formation is a more open formation which allows the wingmen more time for visual lookout.
Cruise formation provides the wingmen with a cone behind the leader in which to maneuver. This allows the
wingman to make turns by pulling inside the leader and requires little throttle change.
The cruise position is defined by a line from the lead’s wingtip navigation light with the lower UHF/VHF
antenna, with 20 feet of nose to tail separation. The wingmen are free to maneuver within the cone
established by the bearing line (approximately 45 degrees) on either side of the lead. In a division formation,
dash 3 should fly the bearing line, but always leave adequate room for dash 2 and lead. Dash 4 flies cruise
about dash 3.

9.1.5 Section Approach/Landing

During section approaches all turns are instrument turns about the leader. When a penetration is
commenced the leader retards power to 80 percent rpm, extends speed brakes and descends at 250 KIAS
(4,000 to 6,000 fpm).
Approximately 5 miles from the final approach fix or Ground Controlled Approach (GCA) pickup, the lead
gives the signal for gear and flap/slat extension.

9.2 GUN BANNER TOW PROCEDURES

9.2.1 Runway Hookup
Taxi to the upwind side of the runway near the hookup point of the cable, approximately 1,000 feet from the
approach end.
• Ensure the short field arresting gear has been derigged.
• Banner crosswind limit is 10 knots.
Following banner hookup, test the banner release mechanism. The banner is then reattached, and the crew
leader indicates completion with a thumbs-up.

9.2.2 Takeoff/Departure
Takeoff performance is not affected by tow banner.
After liftoff, rotate to optimum AOA, retract the landing gear as soon as the aircraft is airborne, and climb to
ensure the banner clears the long field gear. Maintain 140 KIAS climb profile (approximately 12 to 15
degrees nose up) to 500 feet AGL. Above 500 feet AGL continue climb to altitude at MRT power and 200
KIAS.

9.2.3 En Route
Optimum climb/cruise airspeed is 200 KIAS, not to exceed 200 KIAS. The maximum AOA while turning is
optimum units.

9.2.4 Banner Drop

Normal banner drop is done from an altitude of 500 feet AGL and 200 KIAS. Lowering the hook will release
the banner.

9.2.4.1 Emergency Banner Drop

1. Drop the banner in a designated area clear of population and buildings.
2. Note the position for subsequent recovery/safety reports.

9.2.4.2 Landing with a Banner

Execute a VFR straight-in or GCA approach to land on the designated runway.

WARNING

Ensure the short-field arresting gear is derigged.

Maintain at least 500 feet AGL and between 130 to 150 KIAS until inside the airport boundary and then
descend to 300 feet AGL until the banner is clear of the runway threshold. Use the long-field arresting gear, if
required. The ground crew will manually disconnect the cable.

CAUTION

• Watch for excessive rate of descent due to the added drag of the banner.
• At 200 KIAS, the banner sags approximately 100 feet.
• At 150 KIAS, the banner sags approximately 200 feet.
• At 120 KIAS, the banner sags approximately 300 feet.

9.3 HOT SWITCH CHECKLIST

1. Seats — SAFE.
2. Parking brake — SET.
3. Paddle switch — PRESS.
4. Harness — LOOSENED, STRAPS OFF.
5. Cockpit — CHECK FOR FOD.
6. Throttle — IDLE, FRICTION APPLIED (if both cockpits empty at the time).
7. Aircraft — CHOCKED.
8. Port engine intake — FOD SCREEN IN PLACE.
9. Canopy — OPEN (on signal from PC).

9.4 HOT REFUELING CHECKLIST

1. Parking brake — SET.

2. Seats — AS REQUIRED.
3. Canopy — CLOSED.
4. MENU/ENG — SELECT.
5. Ensure FOD screen is in place.
6. PC signals that the PRECHECK was successful or unsuccessful.
7. Signal PC to begin fueling.
8. Signal PC for cutoff at 2,800 pounds if PRECHECK unsuccessful.

WARNING

Failure to cutoff fuel flow at 2,800 pounds after an unsuccessful PRECHECK

could result in aircraft fire due to venting fuel.

Note
Cutoff will automatically occur at approximately 3,000 pounds with a successful PRECHECK.

9. Seats — AS REQUIRED.
APPENDIX A
ADDITIONAL FIGURES
AND DIAGRAMS