NORMAL PROCEDURES

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 06535937
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 34
• Document Creation Date: December 28, 2022
• Document Release Date: August 10, 2017
• Case Number: F-2014-00925

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ORMAL PROCEDURES
TABLE OF CONTENTS
Page
Section II
Page
Preparation For Flight
2-1
Cruise
2-18
Preflight Check
2-4
Prior To Descent
2-19
Starting Engines
2-6
Descent
2-19
Before Taxiing
2-9
Air Refueling
2-21
Taxiing
2-10
Before Landing
2-25
Before Takeoff
2-10
Landing
2-27
Takeoff
2-11
GO-Around
2-29
After Takeoff
2-15
After Landing
2-31
Normal Climb
2-15
Engine Shutdown
2-31
Alternate Climb
2-18
Abbreviated Checklist
2-32
PREPARATION FOR FLIGHT
FLIGHT RESTRICTIONS
Refer to Section V for Operating Restric-
tions and Limitations.
FLIGHT PLANNING
Refer to Appendix I.
TAKEOFF AND LANDING DATA
Refer to Appendix I for Takeoff and
Landing information.
WEIGHT AND BALANCE
Refer to Section V for Weight and Balance
Limitations. For detailed loading infor-
mation, refer to Handbook of Weight and
Balance Data. Before each flight, check
takeoff and anticipated landing gross
weights and weight and balance clearance
(Form 365F).
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PERSONAL EQUIPMENT HOOKUP
0 HOOK UP SPURS
FOOT SPURS WILL BE ATTACHED AND REMOVED
BY PILOT FROM A STANDING POSITION UPON
ENTERING AND LEAVING COCKPIT
CAUTION
PERSONAL EQUIPMENT TECHNICIAN WILL
ASSIST IN ATTACHING SPURS AND BALL
FITTING BY HAND IF REQUESTED
CONNECTED
DISCONNECTED
0 COMMUNICATIONS (FACE HEAT AND RADIO)
CONNECT HELMET CHORD TO PARACHUTE
EXTENSION CHORD
OTURN FACE HEAT ON LOW (CONTROL ON
RIGHT HAND CONSOLE)
ON RIGHT
CONSOLE
PANEL
I I
al SECURE OXYGEN PERSONAL LEAD HOSES
IN QUICK DISCONNECT (INSIDE FRONT OF
SEAT BUCKET)
a INSTALL NO. 2 HOSE CONNECTION
AND TURN PRESSURE ON
b INSTALL NO. 1 HOSE CONNECTION
AND TURN PRESSURE ON
c CHECK PRESSURE 65 TO 100 PSI
CONNECT PARACHUTE HARNESS, THREE PLACES
a CHEST STRAP (UNDER HELMET HOLD
DOWN LANYARD)
h RIGHT LEG STRAP (OVER PERSONAL
OXYGEN LEAD HOSES)
c LEFT LEG STRAP
ON LEFT
CONSOLE
PANEL
0 ADJUST KIT SEAT STRAPS; RIGHT AND LEFT SIDE
CONNECT EMERGENCY OXYGEN HOSES,
SLIDE KNURLED FITTING INTO PLACE,
INSERT SAFETY CLIP, PULL ON HOSE SLIGHTY
TO ASSURE OF LOCKED POSITION
NOTE
LEFT HOSE OVER HELMET HOLD DOWN STRAP
1200-72(1)(c)
2-2
Figure 2-1 (Sheet 1 of 2)
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SECTION II
PERSONAL EQUIPMENT HOOKUP
PULL TO
ADJUST
0 LAP BELT
SECURE SHOULDER HARNESS STRAPS AND
PARACHUTE TIMER ARMING KEY. LOCK
BELT AND ADJUST
0
ON LEFT
CONSOLE
PANEL
PRESS DOWN
TO LOCK
CHECK EMERGENCY OXYGEN CABLE AND
REMOVE SAFETY PIN
CHECK PARACHUTE ARMING (RED KNOB)
KNOB IS SECURED INTO DETENT
OCHECK ACCESSIBILITY OF EMERGENCY OXYGEN
ACTUATOR (GREEN APPLE) 1800 PSI MINIMUM BOTH
SYSTEMS. INSURE GREEN APPLE IS SNAPPED
SECURE INTO DETENT
OCHECK PARACHUTE MANUAL 9 HANDLE.
INSURE HANDLE IS SNAPPED SECURE
INTO HOUSING
Figure 2-1 (Sheet 2 of 2)
GoCHECK (TWO) PARACHUTE CANOPY ROCKET
JET RELEASES. INSURE ROLL BAR PIN
IS IN DOWN (LOCKED) POSITION. PULL ON
EACH RELEASE TO INSURE LOCK POSITION
0
CHECK FACE HEAT, PLACE BACK OF HAND
ON VISOR
CONNECT HEAT PROBE (IF APPLICABLE)
PRESS TO TEST BOTH SUIT EMERGENCY
PRESSURIZATION SYSTEMS, (SEE ILLUSTRA-
TION NO. 7) ONE AT A TIME. CHECK PRESSURE,
APPROXIMATELY 65 TO 100 PSI AND
FLUCTUATING
CHECK ACCESSIBILITY OF SUIT FLOATATION
KNOB PULL TAB
READJUST LAP BELT
CHECK OXYGEN QUANTITY, BOTH SYSTEMS
CHECK FOOT REST GUARDS
CONNECT VENT HOSE
NOTE
THIS WILL BE ACCOMPLISHED AFTER ENGINES
ARE RUNNING UNLESS EXTERNAL AIR CONDITION
VENTILATION UNIT IS HOOKED TO AIRCRAFT
VENT SYSTEM. PULL DOWN ON VENT HOSE
CONNECTION TO INSURE LOCK POSITION
F200 -72(2)(d)
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AIRCRAFT STATUS
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5. Battery switch - EXT PWR.
Refer to Form 781 for engineering, ser-
vicing, and equipment status.
EXTERIOR INSPECTION
It is not practical for the pilot to perform
an exterior inspection while wearing a pres-
sure suit. The exterior inspection should
be accomplished by other qualified per-
sormel.
PREFLIGHT CHECK
ENTRANCE
A ladder platform stand which overhangs
the chine is used to gain entrance to the
cockpit. The canopy is unlatched exter-
nally by rotating the external canopy con-
trol clockwise with an L-shaped 1/2 inch
square bar. The canopy is manually raised
to the full open latched position.
BEFORE ENTERING COCKPIT
1. Manual cable cutter ring - Secure.
2. Ejection seat and canopy safety pins
installed - Check.
6. Accomplish and check personal equip-
ment hookup. (Hookup will be per-
formed by personal equipment per-
sonnel). Refer to figure 2-1.
7. Suit vent boost lever - Set at 2/3 lever
travel.
Left Console
1. IFF -ON. Set to proper mode and
code.
2. Panel and instrument lights switches -
As desired.
3. COMM selector switch - UHF.
4. External light selector switch - OFF.
5. Defog switch - OFF.
6. HF radio - OFF.
7. UHF radio - OFF.
8. Throttle friction lever - As desired.
9. TEB counter - Check 12.
10. Aft bypass switches - Both CLOSED.
Instrument Panel
INTERIOR CHECK
1.
Cabin Q-bay altitude selector lever -
CABIN.
1.
All circuit breakers - In.
2.
Landing and taxi light switch - OFF.
2.
Foot retractors - Attach.
3.
Brake switch - ANTI-SKID.
3.
Throttles - OFF.
4.
Cockpit temperature switch - AUTO.
4.
Landing gear lever - DOWN.
5.
Q-bay temperature switch - AUTO,
6.
Q-bay air switch - ON.
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SECTION II
7. Cockpit and Q-bay auto temperature 26. Spike and forward bypass position in-
rheostats - As desired. dicators - Check.
8. Cockpit and Q-bay temperature in.di- 27. Fuel transfer switch - OFF (guard
cator switch - Q-BAY. down).
9. Cockpit air switch - ON.
10. Pressure dump switch - OFF.
11. Drag chute handle - Stowed.
12. Windshield deicer switch - OFF.
13. Clocks - Check.
28. Fuel dump switch - OFF (guard down).
29. ILS receiver - OFF.
30. Air refuel switch - OFF.
31. Destruct switch - OFF (guard down).
Right Console
1. Nose hatch seal pressure lever - ON.
14. Compressor inlet temperature gage -
Check needles together and indicating 2. Pitot pressure selector lever -
ambient temperature. NORMAL.
15, Igniter purge switch - OFF (down). 3. Canopy seal pressure lever - OFF.
16. Compressor inlet static pressure gage
Check needles together and indicating
barometric pressure.
17. TDI - Check for proper indication.
18. Altimeter - Set.
19. Periscope MIR SEL handle - Full for-
ward - (Projector).
20. Fuel derichment arming switch - OFF.
4. Stability augmentation switches - OFF.
5. Autopilot switches - OFF.
6. Inertial navigation system panel - As
required.
7. Autopilot and attitude reference selector
switch - As desired.
8. 13DHI needle selector switch - TACAN.
9. TACAN switches - T/R and tuned to
21. Restart switches - OFF. desired station.
22. Spike knobs - AUTO. 10. ADF receiver switch - ANT.
23. Inlet air forward bypass knobs - AUTO. 11. Floodlight switch - As desired.
24. Emergency fuel shutoff switches - 12. Face plate heat switch - As desired.
Fuel On (guards down).
13. Flight reference system (FRS) compass
25. Cockpit pressure schedule switch - As select switch - MAC.
desired.
14. Birdwatcher and SIP power switches -
OFF.
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Lower Instrument Panel
1. Surface limit release handle - Pulled
out.
2. Pitot heat switch - OFF.
3. Hydraulic reserve oil switch - OFF
(guard down).
4. Trim power switch - ON.
5. Nose air conditioning handle - Stowed.
6. Backup pitch damper switch - OFF
(guard down).
7. Pitch logic override switch - OFF
(guard down).
8. Yaw logic override switch - OFF
(guard down).
9. Gear release handle - Stowed.
EQUIPMENT FUNCTION CHECK
1. Inverter switches - NORM.
2. N2 and tank lights switch - Test.
a. N2 quantity indicators should
decrease to zero.
b. N QTY LOW warning light should
illlumin ate.
3. Crossfeed and boost pump switches -
Press lights on.
4. Pump release switch - PUMP REL,
then release.
5. Tank boost pumps - Check 1, 2 and 6
TANK lights on (automatic sequencing).
6. Crossfeed switch - Press (check light
off).
7. Fuel quantity indicating system -
Check.
a. Individual (1, 2, 3, 4, 5 and 6)
tank quantities - Check.
b. Total fuel quantity - Check.
8. Gear and warning lights test switch -
Press.
a. All warning and fire lights should
illuminate.
b. Landing gear unsafe warning horn
should sound.
9. IND TEST button - Press.
a. Oxygen quantity needles will move
to below 0.
b. CIT indicator will decrease to-
ward zero.
c. Spike and forward bypass position
Indicators increase to maximum
forward indication on spike and
maximum open on forward bypass.
10. Headset plug and oxygen mask - Connect
(if pressure suit is not used).
11. No. 1 and No. 2 oxygen systems - ON
(if pressure suit is not used). Check
system pressures.
12. Tape and flight recorders - ON.
STARTING ENGINES
Before starting an engine, deter-
mine that the wheels are firmly
chocked since brakes are in-
operable until hydraulic pressure
is available and no parking brake
is installed.
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Determine that intake and exhaust
areas are clear of personnel and
ground equipment. The ground
personnel using interphone com-
munication equipment will be in
position to observe the exhaust
nozzle and nacelle inspection
panels during starting.
Do not move the control stick
until at least 1500 psi hydraulic
pressure can be maintained on
the A or B system gages or a
control system inspection will
be necessary.
1. Check with INS crew prior to starting
engines.
2. Fuel low pressure lights - Off.
3. Engine instruments - Check.
4. Ground starting unit - Instruct ground
crew to rotate engine for start.
5. Throttle - IDLE when rpm is indicated.
6. Fuel flow - Check 1500-2000 pph.
7.
8.
9. Ground starting unit - Signal ground
crew for starter OFF at 3200-3300
rpm.
10. Idle rpm - Check 3550-3650 rpm.
NOTE
Idle rpm increases 50 rpm per oC
above 32�C (90�F).
11. Engine and hydraulic pressure instru-
ments - Check normal.
Engine light up will be indicated in ap-
proximately 15 seconds by a continuous
rpm increase and by a rise in EGT.
EGT - Check for 540�C max during
acceleration.
12.
13.
NOTE
14.
If engine does not accelerate
smoothly to 3550-3650 rpm, re-
tard throttle to OFF and then
quickly advance to IDLE. This
"double clutching" momentarily
leans the fuel:air mixture and
properly positions the flame
front in the burner cans. Count
as another TEB shot.
a.
Fuel flow - Check (approximately
330.0 pounds per hour).
EGT Check (350�-5.40�C).
c. Oil pressure indicator - Check.
Discontinue start if oil pressure
rise is not observed within 60
seconds from start of rotation.
d. Hydraulic system pressures -
Check.
UHF switch - BOTH.
Start other engine using above proce-
dure.
TEB counter - Check.
If throttle is inadvertently retarded
to OFF do not advance in an attempt
to restart engine. In case of false
start use engine clearing procedures,
this section. Afterburner duct
must 'be visually checked and un-
burned fuel removed prior to at-
tempting another start.
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TURNING DIAGRAM
75 2 FT
CENTER OF TURN
NOTE: 151.9 FT MINIMUM RUNWAY WIDTH REQUIRED FOR 180-DEGREE TURN
(MAIN GEAR WHEELS ON EDGE OF RUNWAY AT START OF TURN
REV l2.41-61.1
FM-6t(s)
2-8
Figure 2-
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CLEARING ENGINE
When a false start occurs, trapped fuel and
fuel vapor may be removed from engine by
using the following procedure:
1. Throttle - OFF.
2. Ground starting unit - ON for approxi-
mately 1 minute. Then signal ground
crew for ground starting unit - OFF.
Do not rotate the engine with fuel
shut off (Emergency Fuel Shutoff
switch - UP, Guard up) except in
case of emergency, because damage
to the engine may result.
BEFORE TAXIING
1. UHF and IFF/SIF - Check.
2. IFF - As required.
3. Generator switches - RESET (mo-
mentary) at idle rpm. Check with INS
crew prior to resetting.
4. Battery switch - BAT (within 3 sec-
onds).
5. Generator out lights - Check Off.
NOTE
If the generator out warning
lights fail to extinguish, return
the battery switch to the EXT
PWR position and repeat steps
3 and 4 above.
6. INS DEST/FIX switch - VARIABLE
DEST.
INS mode switch - NAY. Check with
INS crew prior to actuating switch.
Press the STORE button and check
BDHI No. 2 steering needle for 10�
right indication and Distance To Go in-
dicator for 122 nautical mile readout.
8. INS indications - Report Destination
Coordinates, Distance To Go and
Groundspeed when slewing is completed.
9. INS DEST/FIX switch - Select VARI-
ABLE FIX and press STORE button.
Check INS FIX REJECT light on.
10. INS DEST/FIX switch - Select VARI-
ABLE DEST and press STORE button.
Check INS FIX REJECT light off.
11. INS umbilical cord - Check discon-
nected (confirmed by INS crew).
12. External power - Signal for disconnect.
13. Inlet air forward bypass - Check open.
Ground crew will confirm open.
14. HF radio - ON.
15. SAS channel switches - All ON.
16. SAS recycle lights - Press (all lights
should go out).
17. SAS light test switch - Press (all lights
should illuminate).
18. Autopilot pitch and roll engage switches-
ON.
19. Autopilot disengage switch (control
stick)- Press. Check that autopilot
disengages.
20. SAS channel switches - OFF. Pitch and
yaw A and B and Roll disengage lights
illuminate. Both MON lights must stay
out.
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21. Surface trim - Check for proper oper-
ation with ground crew and set to zero.
22. Control system - Check for proper di-
rection of movement. Individually
check each axis in both directions and
have ground personnel verify proper
deflection of control surfaces.
23. Package switches - As required.
24. Canopy and seat safety pins - Remove
and stow.
25. Canopy - Close and lock.
26. Canopy seal pressure lever - ON.
The canopy should be opened or
closed only when the aircraft is
completely stopped. Maximum
taxi speed with the canopy open is
approximately 40 knots. Gust or
severe wind conditions should be
considered as a portion of the
40 knot limit taxi speed.
27. Rear view periscope - Check.
28. Taxi clearance - Obtain clearance
from control tower.
29. Chocks and downlock pins - Signal for
removal. Observe ground crew for
clearance to taxi.
30. Nosewheel steering - Engage and check
operation.
TAXIING
2. Flight instruments - Check.
3. Navigation equipment - Check operation
of ADF, TACAN, and INS.
All taxiing and turns should be ac-
complished at slow speeds so as
to limit side loads on the landing
gear. Fast taxiing should also be
avoided to prevent excessive brake
and tire heating and wear.
BEFORE TAKEOFF
1. Engine trim - As required.
NOTE
If engine trim run is required, EGT
values appropriate for ambient
temperature will be supplied during
preparation for flight.
During trim run at Military rpm:
2. Cockpit and Q-bay auto temp controls-
Adjust if necessary.
NOTE
Adjust both controls toward in-
creasing temperature positions if
necessary, to eliminate cockpit
fog if fog is encountered at lower
temperature settings. 12:00 to
1:00 o'clock settings are normally
sufficient. Lower temperature
1.
Brakes
- Check.
settings are desirable when local
humidity and ambient temperature
conditions permit, in order to
assure personal and equipment
cooling.
WARNING
Do not switch to alternate brakes
with both L & R hydraulic systems
operative.
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SAS channel switches - All ON.
SECTION II
TAKEOFF
4.
SAS recycle lights - Press, if necessary
1.
Brakes - Hold.
(lights should go out).
2.
Nosewheel steering - Engaged.
5.
Surface trim indicators - Check for
zero setting.
3.
Throttles - Advance.
6. Tanks 1, 2 and 6 - Check ON.
7. INS - Check and fix as required. At
designated runway position, select cor-
rect STORED FIX position and fix.
Check INS FIX REJECT light off.
Select STORED MAN. Reset DEST/FIX
briefed initial destination position, and
store. Check distance to go after slew-
ing completed, then reset DEST FIX to
STORED AUTO if desired.
8. Compasses - Check. Check and syn-
chronize FRS and check INS if appli-
cable. Return INS mode selector switch
to desired position. Check Standby
Compass. against runway heading.
9. Pitot heat switch - ON.
10. Warning lights - All Off.
11. External lights switch - BCN (if re-
quired).
12. Shoulder harness - Lock.
13. Flight controls - Cycle and check hy-
draulic pressures.
14. Suit vent boost lever - NORM.
15. Birdwatcher power switch - ON and
checked.
16. Fuel derich arming switch - ARM.
17. Elapsed time clock - Start.
Engine turbine life can be ap-
preciably decreased by too rapid
throttle movement. The time
for throttle advancement from
IDLE to MILITARY should be no
less than one second.
4. Brakes - Release at 6000 rpm.
The tires may skid if the brakes
are held on at high thrust. ,
5. Engine instruments - Check at MILI-
TARY thrust.
a. Tachometer.
b. Nozzle Position.
c. Oil Pressure.
6. Throttles - Advance to afterburner mid-
range position after engines reach
MILITARY rpm.
WARNING
To prevent overspeed, afterburner
ignition must not be accomplished
before the engines reach MILITARY
rpm.
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TAKEOFF
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NOTE
ENGINE INSTRUMENT CHECKS SHOULD
BE MADE DURING THE INITIAL PORTION
OF TAKEOFF ROLL.
THE TIRES MAY SKID WITH THE BRAKES
ON AT HIGH ENGINE THRUST
CONTINUE ROTATION TO
ASSUME TAKEOFF ATTITUDE AT
TAKEOFF SPEED.
BEGIN ROTATION AT COMPUTED
SPEED.
�
ACCELERATION-CHECK
USE NOSEWHEEL STEERING AS NECESSARY
FOR DIRECTIONAL CONTROL
ENGINE INSTRUMENTS - RECHECK
THROTTLES - ADVANCE TO MAX.
AFTERBURNER AFTER IGNITION.
THROTTLES - ADVANCE TO MID
AFTERBURNER WHEN AT
MILITARY RPM.
ENGINE INSTRUMENT - CHECK
THROTTLES - ADVANCE TO MILITARY
BRAKES - RELEASE AT 6000 RPM
THROTTLES - ADVANCE
NOSEWHEEL STEERING - ENGAGE
BRAKES - HOLD
Figure 2-3
F200-4(e)
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NOTE
Afterburner ignition should occur
within 3 seconds.
. Abort the takeoff if one or both
afterburners do not ignite.
Advancing the power lever to initiate
afterburning results in momentary
nozzle excursion, and engine transient
speed oscillation may approach 250
rpm.
7. Throttles - Advance to MAXIMUM
THRUST.
The time for throttle advancement
should be no less than one second.
8. Engine instruments - Recheck at MAX-
IMUM THRUST.
NOTE
Exact readouts on these instru-
ments is time consuming. The
readout should be anticipated and
needle position checked against a
clock position. If there is any in-
dication of improper engine per-
formance during power advance-
ment, the takeoff should be aborted.
Monitor ground run distance and
airspeed during the takeoff roll. If
possible, any abort decision should
be made before the aircraft has
reached high groundspeed. Direc-
tional control can be maintained
with nosewheel steering up to nose-
wheel lift off speed.
9. Acceleration - Check indicated air-
speed against computed acceleration
check speed at selected acceleration
check distance. Refer to performance
data, Appendix I, for takeoff infor-
mation.
10.
Rotation - Begin at computed airspeed
approximately five seconds before
reaching takeoff speed. Apply smooth,
constant back pressure on the stick so
that required stick deflection and rota-
tion to takeoff attitude occurs at take-
off speed. Refer to Appendix I for ro-
tation and takeoff speeds.
NOTE
Use indicated airspeed during
takeoff and climb until proper
climb schedule speed is reached
on the triple display indicator.
CROSSWIND TAKEOFF
During crosswind takeoffs the aircraft tends
to weather vane into the wind. This will be
noted when the nosewheel lifts off and nose-
wheel steering is no longer available. Rud-
der pressure must be held to counteract the
crosswind effect. A definite correction
must be made as the aircraft breaks ground.
Apply lateral control as necessary for wings
level flight. Both the directional and lateral
control applications are normal and no pro-
blems should be encountered when taking off
during reasonable crosswind conditions.
ROTATION TECHNIQUE
During takeoff, the maximum load on the
main wheel tires occurs during rotation to
takeoff attitude.
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CLIMB SPEED SCHEDULES
TDI ALTITUDE-1000 FT.
TDI ALTITUDE-1000 FT.
250 300 350
TDI AIRSPEED�KEAS
250 300 350
TDI AIRSPEED�KEAS
Figure 2-4
6 000 TO 8 000
LB/HR YENGftet
� REDUCTION
FROMjMAXAB
ATI 1.5 MACH
400
ttt�
0.4 MAcH
t
1:41.
MINIMUM OR MAXIMUM eklY.
450 500
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Avoid abrupt rotation since this
can impose an excessive load on
the tires and cause blowouts.
In general, the tires are more critical dur-
ing takeoff than at landing because of the
higher ground speeds and gross weights in-
volved. Wing lift quickly relieves the gear
load as the nose is raised. Start rotation
approximately five seconds before reach-
ing the scheduled takeoff airspeed. Pre-
mature nosewheel lift off should be avoided
because the unnecessary drag extends the
ground run. Delayed rotation also extends
the ground run and may result in excessive
tire speeds.
AFTER TAKEOFF
When definitely airborne:
1.
Landing gear lever - UP.
NOTE
The gear will retract in approxi-
mately 12 seconds. Observe
landing gear limit speed while
gear is extended.
WARNING I
Single engine operation is critical
immediately after takeoff. In-
creasing airspeed and decreasing
angle of attack has greater bene-
fits than gaining altitude at a
maximum rate.
After gear retraction is complete:
2. Throttles - Climb power.
Minimum afterburning is normally set
after takeoff. When flight plan deviates
from normal climb procedure, main-
tain maximum afterburning or reduce
power in accordance with alternate
plan.
3. Engine instruments - Check.
At Mach 0.5:
4. Surface limiter release handle - Engage.
Rotate handle counterclockwise and
stow to engage limiters. Check SURF
LIMIT warning light off to confirm en-
gagement.
5. Airspeed - Establish climb schedule.
For normal operation:
a. 400 KEAS while below FL 200.
b. Mach 0.9 while subsonic above
FL 200.
6. Altimeter - Set to 29.92" Hg at FL 180.
Above FL 200, with CIT 5� to 15�C:
7. EGT trim - Check 815�+ 25�C.
NORMAL CLIMB
The normal climb procedure optimizes
power and airspeed schedules for supersonic
range and is applicable to climbs after take-
off or air refueling. Use of alternate pro-
cedures is permitted, but results in de-
graded supersonic range capability. The
general technique for airspeed and power
scheduling is as follows:
a. After takeoff, accelerate to 400 KEAS
in a climbing flight path, then climb
with minimum afterburning at 400
KEAS. Intercept Mach 0.9 at approx-
imately 20,000 feet and readjust climb
attitude to hold 0.9 to 0.95 Mach number.
The autopilot KEAS Hold and Mach Hold
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SECTION II
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features may be used for this climb
� phase. Adjust throttles to maximum
afterburning at approximately 32,000
feet.
b. After refueling, set maximum after-
burning power and accelerate to inter-
cept 0.9 Mach number, then climb at
0.90 to 0.95 Mach number. When the
autopilot Mach Hold feature is used,
engage Mach Hold at Mach 0.93.
c. At FL 380, level out momentarily, dis-
engage the autopilot, and push over at
approximately 0.8 g's. Establish a
6000 fpm to 9000 fpm rate of descent.
Accelerate toward 450 KEAS. Plan this
maneuver so as to avoid turns while
below Mach 1.15.
NOTE
It is most important to exceed Mach
1.05 early in the descent, and to at-
tain Mach 1.15 before starting the
pull-out with sufficient airspeed mar-
gin so as not to exceed 450 KEAS.
The 37, 000 ft. to 39, 000 ft. maximum alti-
tude band is optimum for a wide range of
ambient temperatures when rates of des-
cent of 6000 fpm to 9000 fpm are used.
39,000 ft. and 9000 fpm may be favored with
tropic hot day temperatures. 37,000 ft. and
6000 fpm may be used with good results
when ambient temperatures are below
standard.
NOTE
When possible, check EGT trim be-
fore starting the transonic accel-
eration maneuver. Abnormally low
EGT degrades performance.
d. After Mach 1.15 is attained, approxi-
mately 435 KEAS, start a smooth
round-out so as not to exceed 450 KEAS.
A peak load factor of up to 1-1/2 g's
may be required as level attitude is ap-
proached. Climb at 450 KEAS, using
the autopilot KEAS Hold feature as de-
sired.
e. At Mach 1.5, reduce power to obtain a
fuel flow reduction of 6000 to 8000
pounds per hour per engine. Maintain
450 KEAS to Mach 2.6.
f. At Mach 2.6, approximately 60,800 ft.,
increase power to maximum after-
burning and begin decreasing airspeed
10 KEAS per 0.1 Mach increase. If en-
gaged, the autopilot KEAS Hold feature
accomplishes the speed decrease auto-
matically.
g.
As cruise Mach number and/or initial
cruise altitude are approached, reduce
power so as to end the climb and start
cruise climb as briefed.
The following procedure is recommended
after air refueling or when the after takeoff
procedures are completed:
After refueling, or at FL 320 after takeoff:
1. Throttles - Maximum afterburning.
2. Airspeed - Mach 0.93.
Mach Hold may be used if desired.
3. Cockpit and Q-bay auto temp controls -
Adjust to individual settings as required.
4. HF radio and B-W - Check as briefed.
NOTE
Operation of Birdwatcher causes
the HF radio to transmit a coded
signal and produce a noise burst
in the headset.
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SECTION II
A-12
5. EGT trim - Check.
RPM*
6500
6400
6300
6200
6100
6000
EGT**
800
750
710
670
630
590
CIT
0
-10
-18
-27
-36
-45
* Allowable rpm vs CIT tolerance is + 150
rpm.
** Normal EGT is in �C + 25�C.
_
Use above table, or base trim check on in-
formation supplied by tanker while refueling.
At FL 380:
6. Airspeed - Start transonic acceleration
to 450 KEAS.
Disengage autopilot and establish 6000
fpm to 9000 fpm rate of descent. After
Mach 1.15 attained, round-out to super-
sonic climb speed. Do not exceed 450
KEAS.
At Mach 1.3:
7. Oscillograph switches - ON as briefed.
At Mach 1.5:
8. Throttles - Reduce fuel flow 6000-8000
pph per engine.
At Mach 1.7:
9. Aft bypass controls - Set both to B
position (50% open).
NOTE
At approximately Mach 2.3 (CIT
150 to 190�C.) there will be a
slight but noticeable yaw as the
compressor bypass bleeds open
if the left and right engines do not
operate on exactly the same
schedule.
10. Pitot heat switch - OFF below FL 600.
11.
NOTE
The PITOT HEAT warning light will
illuminate if pitot heat is left on
above FL 600 while climbing.
IFF/SIF controls - As briefed at
FL 600.
12. Beacon and fuselage lights - Off above
FL 600.
At Mach 2.6:
13. Throttles - Maximum afterburning.
14. KEAS - Checked.
Decrease KEAS 10 knots per 0.1 Mach
number increase in speed above Mach
2.6. The KEAS Hold function of the
autopilot should maintain this schedule
automatically if engaged.
Mach No.
2.6
2.7
2.8
2.9
3.0
3.1
3.2
KEAS
450
440
430
420
410
400
390
At Mach 2.7:
15. Aft bypass controls - Set both to A
position (15% open).
At Mach 3.0:
16. Aft bypass controls - Set both to
CLOSED position.
Reduce equivalent airspeeds if climb is to
be continued after reaching the desired
Mach number.
Desired supersonic speeds may be main-
tained by throttling to partial afterburning
settings. Maintain EGT by use of trim
switches.
17. Oscillograph switches - OFF or as
briefed.
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ALTERNATE CLIMB
Deviations from Normal Climb procedures
are permitted when limitations of Section V
are observed. Maximum Thrust may be
used continuously, but fuel economy will be
less than for normal climb procedures.
See figure 2-4. The recommended Military
Thrust climb speed is a constant 300 KEAS.
EGT can be expected to decrease as CIT
decreases. The recommended Maximum
Thrust climb speed for subsonic operation
is 350 KEAS to approximately FL 260, and
Mach 0.9 above that altitude. When Maxi-
mum Thrust is used continuously after
takeoff, a definite rotation is required to
establish initial climb attitude. Begin ro-
tation sufficiently in advance of reaching
the climb speed schedule to avoid overshoot.
Refer to Appendix I for climb performance.
TRANSONIC OPERATION
Transonic accelerations can be started by
using the 450 KEAS climb speed schedule,
starting at approximately 15,000 feet, or by
making a level transonic acceleration at an
altitude between 25,000 and 30,000 feet.
Climbing Acceleration Procedure
When this procedure is used, accelerate
from takeoff to 350 - 370 KEAS and rotate
to climb attitude.
NOTE
Begin the rotation sufficiently in
advance of reaching climb speed to
avoid exceeding 400 KEAS. If ro-
tation is delayed, it is possible to
overshoot the airspeed by an ap-
preciable amount.
Establish 450 KEAS at approximately 15,000
feet and climb at this speed using maximum
afterburning thrust. Mach number will in-
crease with altitude and Mach 1.0 will be
reached at 20,000 feet.
CRUISE
Observe limitations of Section V.
Center of gravity control is important for
optimum cruise performance. Fuel load
distribution and automatic tank sequencing
provides a forward cg for takeoff and initial
climb. During supersonic climb and cruise,
automatic sequencing provides an aft cg to
minimize elevon deflection and resulting
trim drag. Supplemental manual control of
fuel usage is also possible, but should only
be used in the event of malfunction of the
automatic sequencing system.
IC=
Spike and forward bypass knobs
must be in AUTO position when
cruising above 80,000 feet.
For long range operation, establish a
throttle setting for the applicable cruise
KEAS/altitude weight schedule; then only
make minor adjustments as necessary to
maintain the schedule.
ENGINE OPERATION
Exhaust gas temperature and engine speed
limits vary with CIT. Refer to Engine Op-
erating Limits, Section V, for limit sched-
ule.
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SECTION II
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As Mach number is increased,
caution is required in the rate of
throttle movement following
afterburner ignition and during
afterburner shutdown.
Oil Pressure and Temperature
Oil pressure should be monitored closely.
Mach number should be reduced if pressure
does not remain within the limits listed in
Section V or if the oil temperature warning
light illuminates.
PRIOR TO DESCENT
Retrimrning of EGT should not be required
prior to start of descent unless manual up-
trimming has been accomplished during
climb or cruise. The amount of downtrim
required will be approximately equal to the
total prior uptrim. Pilot judgement must
govern its use. As a general rule, 755 C
EGT at start of deceleration should prevent
overtemperature conditions and provide
normal engine operation at lower Mach num-
bers. Retrim if necessary and accomplish
the following before descending in order to
obtain scheduled descent distance.
1.
2.
Throttles - Slowly retard to minimum
afterburning position.
Spike knobs - Check AUTO.
3. Inlet air aft bypass switches - Check
normal schedule.
4. Inlet air forward bypass knobs Check
AUTO.
DESCENT
Aircraft deceleration rates are limited by
maximum tolerable temperature transients
within the engines. Engine cooling rates
will be satisfactory when deceleration rate
is not greater than prescribed in Section V.
Use of Military Thrust and a speed schedule
of 300 KEAS during deceleration to Mach
2.5 satisfies this requirement when the
spikes are set in AUTO. Descents can be
made at engine speeds below the Military
rpm schedule between Mach 2.5 and Mach
1.0. Throttles may be set as desired at
subsonic speeds.
WARNING I
Monitor fuel tank pressure during
descent, and reduce rate of de-
scent if necessary in order to
maintain positive fuel tank pres-
sure.
A high descent rate below FL 500 can ex-
ceed the LN2 system ability to pressurize
the fuel tanks. Negative pressure allows
atmospheric oxygen to enter the tanks
through the vacuum relief valve. If fuel
vapor temperature in the tanks is high,
above approximately 410 F (or 210 C), and
tank internal pressure is equivalent to
30,000 feet pressure altitude, or less, mix-
ture with a critical percentage of oxygen
can result in fuel vapor ignition.
NORMAL DESCENTS
In the event of inlet roughness set the for-
ward bypass doors open, then set the spikes
forward and increase rpm if necessary.
Refer to appendix for normal descent per-
formance, and for performance with for-
ward bypass open.
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A-12
DESCENT PROFILE
Pressure Altitude - 1000 ft
90
80
70
60
50
40
30
20
10
0
PRIOR TO DESCENT
Throttles - Min A/B
Spikes - Auto
Fwd bypass - Auto
-Aft bypass - Normal schedule
AT DESCENT
� Throttles - Military
Trim EGT (if required)
Airspeed - Adjust to 300 KEAS
AT MACH 2.5 - 75,800 FT
RPM - Adjust to 6800
Mach 2.0
(67,000 ft)
*.o
BELOW MACH 1.0
Spikes - Auto
Fwd bypass - Auto
Defog - If required
BEFORE LANDING
Altimeter - Set FL 180
Fuel - Transfer
Check hydro pressure
Personal equipment - Check
Enter pattern - 1500 ft; 275-350 KIAS
NOTE
Descent from 60,000 feet
to 31,000 feet requires
approximately 4.5 min.
and 55 miles
AT MACH 1.5- 54,800 FT
RPM - Adjust to 5500-6000
Mach 1.0
(37,800 ft)
250 200 150 100 50 o
Approx. nautical miles from 31,000 ft refuel attitude
300 KEAS NORMAL DESCENT SCHEDULE TABLE
PRIOR TO REFUELING
Fuel -Transfer
Air refuel switch - Ready
(31,000 ft)
50
Press
Alt.
- 1000 ft.
MACH NUMBER
3.20
3.10
3.00
2.90 2.80
2.70
2.60
2.50 ' 2.0
1.50
1.20
0.90
DTG and (KEAS) are at start of decel .
86.3
241
(300)
Notes:
Altitudes given in 1000 feet.
Distances to go - DIG - are n. mi.
Inlet - Spikes, AUTO
Fwd bypass doors, AUTO
Aft bypass doors, Normal schedule
No turns.
Military thrust above Mach 2.5
20 mi. tanker overtake allowance included.
Make additional 20 mi. allowance for straight in
approach to pattern altitude.
85.0
239
(310)
225
(300)
83.6
236
(321)
222
(311)
209
(300)
82.1
233
(332)
220
(321)
206
(311)
195
(300)
80.6
230
(344)
217
(333)
204
(323)
192
(312)
181
(300)
79
228
(357)
214
(346)
200
(334)
189
(323)
178
(312)
169
(300)
77'4
225
(371)
211
(359)
198
(347)
186
(336)
175
(324)
166
(312)
158
(300)
75.9
222
(384)
209
(372)
195
(360)
183
(348)
172
(336)
163
(324)
156
(312)
147
(300)
66.8
101
(300)
54.7
60
(300)
45.3
41
(300)
33.4
23
(300)
Figure 2-5
F200 -76(a)
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SECTION II
A-12
�
�
�
�
1. Throttles - MILITARY.
At Mach 3.0:
2. Aft bypass switches - Position A.
3. EGT trim - Down trim if required.
4. Airspeed - Adjust to 300 KEAS. Main-
tain cruise altitude until 300 KEAS is
intercepted. Rate of deceleration must
not exceed allowable Mach rate.
5. Fuel tank pressure - Check.
At Mach 2.7:
6. Aft bypass switches - Position B.
At Mach 2.5:
7. Throttles - Adjust to 6800 rpm. Main-
tain at least 6500 rpm while above
Mach 2.0.
NOTE
Set forward bypass open, spikes
forward and increase rpm as
required if inlet roughness is
encountered.
8. IFF/SIF controls - As briefed at FL
600.
9. INS mode switch - FRS.
10. Pitot heat switch - ON.
NOTE
The PITOT HEAT warning light
will illuminate if pitot heat is
left off below FL 500 while de-
scending.
11. External lights switch - As desired.
At Mach 1.7:
12. Aft bypass switches - CLOSED.
At Mach 1.5:
13. RPM - Check. Maintain at least
5500 for remainder of descent to
subsonic speed.
Below Mach 1.0:
14. Throttles - Adjust as required. Rate
of descent must not result in negative
fuel tank pressure. Avoid speed be-
low 5100 rpm to prevent cycling of
engine start bleed valves.
15. Airspeed - Adjust as desired.
16. Forward bypass - Check closed indi-
cation.
17. Defog switch - ON and HOLD if re-
quired.
At FL 180:
18. Altimeter - Set.
19. Use pitot static system for descent.
AIR REFUELING PROCEDURES
Either of two methods of handling power dur-
ing refueling may be used. Whenever the
initial fuel quantity remaining is over ap-
proximately 15,000 pounds it is possible to
use minimum afterburning on one engine
and less than Military thrust on the other.
This allows refueling to be accomplished at
a constant altitude of approximately 32,000
feet, using the non-afterburning engine for
thrust control. Normally or when at light
weight, the initial contact should be made
using non-afterburning power settings. One
afterburner should then be lighted after
temporarily disconnecting when the aircraft
Changed 15 March 1968
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SECTION II
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A-12,
AIR REFUELING DIRECTOR LIGHTS
4Wr
4�fr I
4000"
400'
-
"Sr
z-22
Mom
"Immumullmft
I*)4)
117
k
����� L,
CSI.
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//
CENTERED
APPROACHING FORWARD LIMIT
Figure 2-6
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21.5�
� 23.5�
24.5�
26.0�
30.00 �
34.00
� 35.50
37O
35O
40.o�
APPROACHING AFT LIMIT
COLOR CODE
/ RED
= GREEN
114U2-4k
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A-12
SECTION II
AIR REFUELING BOOM ENVELOPE
NOTE
TANKER AUTOMATIC DISCONNECT
OCCURS AT BOUNDARY OF GRAY AREAS
CAUTION
TANKER AUTO-DISCONNECT
DOES NOT APPLY WHEN RECEIVER
IS USING MANUAL BOOM LATCHING
UP ELEVATION LIMIT
20�
6 FEET EXTENDED
INNER LIMIT
18 FEET EXTENDED
OUTER LIMIT
LEFT AZIMUTH
LIMIT
AFT LIMIT
RIGHT AZIMUTH
LIMIT
Figure 2-7
FORWARD LIMIT
DOWN ELEVATION LIMIT
F200-6(a)
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SECTION II
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becomes power limited at Military thrust.
The conventional procedure of completing
refueling without use of an afterburner can
also be used; however, a toboggan to ap-
proximately 25,000 feet will be necessary
after the tanks are filled to 1/2 to 2/3 ca-
pacity.
Prior to air refueling, stabilize and trim at
refueling speed for contact. Observe the
tanker for director light signals and a man-
euver as directed by the lights. A success-
ful connection is confirmed by a mild jolt to
the aircraft, steady illumination of the di-
rector light panel and the extinguishing of
the READY light. Slight maneuvering may
be necessary at this point to illuminate the
azimuth and elevation neutral lights during
fuel transfer. Contact can be maintained
between the aircraft and tanker during a
turn or in a descent. No adverse flight
characteristics are present due to tanker
downwash. After the disconnect occurs,
separation is made down and to the rear of
the tanker.
PRIOR TO REFUELING
Accomplish the following prior to refueling:
1. Radar beacon - As briefed.
2. Air refuel switch - READY.
NOTE
Amplifier requires up to approxi-
mately five minutes for warmup.
3. Forward transfer switch - No. 4 TRANS.
(Transfer 2000-4000 lbs).
CAUTION
If less than a full fuel load is on-
loaded, it is possible for an abnor-
mal aft c. g. to develop.
4. Fuel quantity indicator selector -
TOTAL. Monitor total fuel quantity.
5. Seat - Lower.
When in observation position after rendez-
vous with tanker.
6. UHF radio INT-EXT mode switch -
INT.
7. READY light - Push on green) if neces-
sary.
8. Forward transfer switch - OFF.
9. Stabilize in pre-contact position.
10. Beacon light switch - FUS.
11.
Observe tanker director lights illumi-
nated and boom in ready for contact
position.
NORMAL REFUELING
Normal refueling is accomplished as follows:
1. Establish contact.
After contact is made:
2. READY light - Check out.
3. Total fuel quantity - Monitor.
When refueling is complete:
4. Control stick disconnect - Press.
5. Air refuel switch - OFF. Check ready
light off.
6. Tanks 1, 2, 6 - Check ON.
7. Trim engines to EGT supplied by
tanker.
8. Radar beacon - OFF.
In case L
sure may
the brake
position.
hydraulic pressure is lost, R pres-
be utilized for refueling by moving
switch to ALT STEER & BRAKE
2-24
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A-12
SECTION II
PRIOR TO REFUELING
Add the folliwng after step .. �
CAUTION
If forward transfer is not accomplished
and less than a full fuel load is onloaded
it is possible for an abnormal aft c. g.
to develop.
2-24A
TDC 2
Page 3
26 Jan. 1968
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SECTION II
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Do not leaver the brake switch in
the ALT STEER & BRAKE position
after refueling.
ALTERNATE REFUELING PROCEDURE
The boom may be latched in the refueling
receptacle manually as an alternate pro-
cedure by using the following procedure:
1. Air refuel switch - MANUAL. Check
READY light on.
2. Control stick disconnect - Press and
hold.
When nozzle has bottomed in the receptacle:
3. Control stick disconnect - Release.
If the disconnect trigger is re-
leased before the nozzle is in the
bottom of the receptacle, it is
possible for the nozzle to damage
nozzle latches, preventing any
further refueling.
4. Fuel quantity - Monitor TOTAL fuel.
When refueling is complete:
5. Control stick disconnect - Press.
The automatic limit disconnect
system is inoperative. All dis-
connects must be initiated by the
receiver aircraft, since the tanker
operator is unable to release the
nozzle latches during manual
boom latching.
6. Accomplish steps 5, 6, 7, 8 of
Normal Procedure.
NOTE
If a malfunction occurs which pre-
vents disconnecting the boom, place
the Air Refuel switch in the MANUAL
position and depress the IFR DISC
trigger. If disconnect is not accom-
plished proceed with brute force
pullout by retarding throttles.
BEFORE LANDING
Below 20,000 feet:
1. Cockpit and Q-bay auto temp controls -
Adjust to approximately two-o'clock
position or as required to avoid cock-
pit fog.
. Monitor Q-bay and cockpit tem-
peratures to avoid equipment over-
heat, if possible.
. Keep UHF radio transmissions to a
5 second maximum if possible while
defogging step is employed.
2. Fuel transfer switch - FWD TRANS,
if. required.
NOTE
When tank 5 or 6 contains fuel,
transfer 1000 to 4000 lbs forward
to obtain a slight nose up pitch
trim.
3. Surface limiter handle - Pull out and
rotate 90� CW at Mach 0.5.
4. Periscope MLR SEL handle - Full for-
ward.
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8-z aan2LI
NOTE
NORMAL FINAL APPROACH SPEED IS 165 KIAS PLUS
ONE KNOT PER 1000 LB OVER 5000 LB FUEL REMAINING.
LANDING SPEED IS 20 KIAS BELOW FINAL APPROACH
SPEED. SPEED FOR MINIMUM LANDING ROLL IS
10 KNOTS LESS THAN FOR NORMAL PROCEDURE.
REDUCE AIRSPEED TO 250 KIAS
LOWER LANDING GEAR AND CHECK
INDICATORS. MAINTAIN 1500 FEET
ABOVE FIELD ELEVATION
EDUCE AIRSPEED TO
230 KIAS.
444
ENTER TRAFFIC PATTERN AT
AIRSPEED 275-350 KIAS ,
ALTITUDE 1500 FEET ABOVE
FIELD ELEVATION
,0000011mmomftwatior
MAINTAIN 275-350 KIAS .
1500 FEET ALTITUDE
ADJUST AIRSPEED AS REQUIRED
165 KIAS MINIMUM ,
LEVEL TURN AT
1500 FEET ABOVE
FIELD ELEVATION
4:zzzz,
�NORMAL TOUCHDOWN AT 145 KIAS.
D
RETARD THROTTLES TO IDLE.
EPLOY DRAG CHUTE. ENGAGE
NOSEWHEEL STEERING AFTER NOSEWHEEL
IS ON THE GROUND
S.
MOLL Das
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SECTION XI
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5. Hydraulic pressures - Check.
6. Fuel transfer switch - OFF.
7. B-W power switch - OFF.
8. Shoulder harness - Manually locked.
9. Face plate - Open.
10. Oxygen - OFF.
11. Traffic pattern entry - 275 to 350 KIAS,
1500 feet above field elevation.
12. Downwind - 250 KIAS, 1500 feet above
field elevation.
13. Landing gear lever - DOWN (check
gear down and locked).
NOTE
Normal gear extension time is
approximately 16 seconds. Ob-
serve gear limit speed with gear
extended.
14. Base leg - 220 to 230 KIAS.
15. Final approach - Maintain 165 KIAS
minimum with 5000 pounds of fuel.
NOTE
Base minimum final approach speed
on intended touchdown speed. Do
not use maximum performance final
approach speed unless operating
conditions require minimum roll or
runway is wet or icy.
See figure 2-8 for a typical landing
pattern.
16. Landing and taxi lights switch - As
required.
LANDING
NORMAL LANDING
Refer to the Appendix for landing ground
roll distances. If airspeed becomes ex-
cessively low, a high sink rate will develop
resulting in a hard landing. During the
flare, throttles are reduced to IDLE ang
touchdown is made at approximately 10
pitch angle (nose approximately on the
horizon).
The following procedures should be em-
ployed:
1. Throttles - IDLE.
Throttle movement should follow
quadrant curvature so that the
hidden ledge at the IDLE position
can prevent inadvertent engine
cutoff.
2. Touchdown speed - As required.
3. Hold nosewheel off.
Fuselage angle must not exceed
14o to avoid scraping the tail.
4. Drag chute handle - Pull to deploy.
Chute deployment takes approximately
three seconds.
5. Lower nosewheel at 110 KIAS.
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6. Engage nosewheel steering for direc-
tional control. Steering will not en-
gage until rudder pedals align with
nosewheel position (straight ahead) and
weight of aircraft is on any one gear.
7. Brakes - Apply after chute deployment.
Moderate braking may be used prior to
chute deployment.
If the chute does not deploy observe
the brake energy limit speeds in
Section V. Brake switch should re-
main in the ANTI-SKID position if
runway is dry. Refer to Drag Chute
Failure, Section III.
8. Drag chute handle - Turn and push to
jettison chute.
The drag chute should be
jettisoned while the aircraft
still has forward motion to
prevent drag chute collapse.
The aircraft should not be
taxiied with a collapsed drag
chute.
CROSSWIND LANDING
The traffic pattern for a crosswind landing
should be normal, making proper allowances
for velocity and direction of the cross wind.
Proper runway alignment on final approach
can be maintained by crabbing or dropping
one wing; however, a combination of the
CROSS WIND COMPONENT CHART
CROSSWIND COMPONENT - KNOTS
NOTE
FOR CROSSWIND COMPONENT ENTER
CHART WITH MAXIMUM REPORTED
GUST VELOCITY)
Figure 2-9
4-7-66
F200-75
two is recommended just prior to flare.
Remove crab before touchdown, using wing
low technique to prevent side drift. Reduce
sink rate to a minimum to accomplish
smooth touchdown. At increased cross
wind components, sink rate must be mini-
mized due to increase of side loads im-
posed on the landing gear. With more than
a 30 knot crosswind component it may be
advisable to lower the nose and engage
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nosewheel steering prior to drag chute de-
ployment. With less than 30 knot crosswind
component, rudder control is sufficient to
offset the crosswind effect on the drag chute.
LANDING ON SLIPPERY RUNWAYS
Wet Runway
Set brake switch NORMAL and, when field
length would be critical in the event of drag
chute failure, use minimum roll technique.
Landing roll will increase due to reduction
in available braking force. Use lightest
brake pressure consistent with stop dis-
tance available.
WARNING I
Tests indicate that the aircraft
will plane with heavy water con-
ditions on the runway. With this
condition, directional control in
a crosswind may be difficult.
Icy Runways
Same as wet runway except braking effec-
tiveness is further reduced.
MINIMUM ROLL LANDING
a. Make touchdown close to the end of the
runway at minimum airspeed. This is
primary for a successful short field
landing.
b. Deploy the drag chute as quickly as
possible after touchdown. Lower the
nosewheel while the chute is deploying.
c. Apply maximum braking immediately
after chute deployment. Moderate
braking may be used prior to chute de-
ployment.
d. Throttles to IDLE during flare or im-
mediately after touchdown.
e. Right engine throttle OFF after touch-
down.
NOTE
Retarding both throttles to OFF
further reduces thrust, but elim-
inates nosewheel steering and
braking. If the brakes are burned
out at the end of the runway, and
speed will permit a safe turn off,
the nosewheel steering system
will "save" the landing.
Throttle technique depends upon the pilot's
judgement of the particular field conditions.
WARNING I
Engine shut down will result in loss
of hydraulic actuating pressure for
the following systems:
a. Right engine shutdown -
Alternate brakes and NWS
system.
b. Left engine shutdown -
Normal and anti-skid brakes.
GO-AROUND
A go-around may be initiated anytime during
the approach, or during landing roll when
sufficient runway remains for takeoff.
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A - 1 2
GO-AROUND (Typical)
NOTE
The excess thrust available to perform a go-around varies
with airspeed, gross weight, airplane configuration, field
elevation and ambient temperature. As extremes of these
variables are approached, the ability to perform a successful
go-around with military thrust decreases, thus requiring
afterburning thrust. Refer to appendix for charts showing
variation in performance to be expected with changes in
these operating conditions.
NOTE
APPROXIMATELY 800 POUNDS OF FUEL
IS REQUIRED FOR A VFR CLOSED PATTERN
GO-AROUND
Figure 2-10
� THROTTLES - MILITARY THRUST
(MAXIMUM THRUST IF NECESSARY
� LANDING GEAR LEVER-UP (AFTER
DESCENT IS CHECKED)
TRIM -AS NECESSARY
9-9:65
FNO-5(W
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1. Drag chute handle - Turn and push to
jettison chute, if deployed.
2. Throttles - MILITARY thrust, MAX-
IMUM thrust if required.
3. Landing gear lever - UP after positive
climb established.
4. Trim - As necessary.
AFTER LANDING
1. Pitot heat - OFF.
2. SAS channel switches- OFF (before
taxiing).
3. Lighting switches - As required.
4. Suit vent boost lever - Set at 2/3.
5. Adjust cockpit and Q-Bay temperature
control for comfort and equipment
cooling.
CAUTION
If taxiing with the canopy open is
desired, the canopy should be opened
only when the aircraft is completely
stopped and canopy seal pressure is
off. It should only be opened if both
�engines and both air conditioning
systems are operating normally
and after the normal cockpit post-
flight check of INS and Q-bay and
associated equipment has been ac-
complished and this equipment
turned off. The maximum taxi
speed with the canopy open and
latched is 40 knots. Gusts or
severe wind conditions should be
considered as a portion of the
limit taxi speed.
ENGINE SHUTDOWN
The engine should be operated at
IDLE for 5 minutes (including taxi
time) before engine shutdown to
permit uniform turbine cooling and
prevent possible rotor seizure.
1. Wheel chocks - Installed.
2. INS - As briefed.
INS and package equipment must be
off prior to opening canopy to pre-
vent possibility of excessive tem-
peratures of INS components.
3. Canopy seal pressure lever - OFF.
4. Canopy - Open.
NOTE
In the event of engine fire during
shutdown, the engine can be
motored with fuel OFF to blow
out fire if starter unit is con-
nected. Refer to Section LT.I.
5. Igniter purge switch - DUMP. Hold
30 seconds.
6. Recorders - OFF.
7. External power - Connect, if available.
8. Battery switch - EXT PWR or OFF as
required.
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9. Generator switch - TRIP (momen-
tary).
10. Appropriate electrical switches - OFF.
11. Throttles - OFF.
12. Seat and canopy pins - Installed.
STRANGE FIELD PROCEDURES - AS
BRIEFED.
ABBREVIATED CHECKLIST
Normal and emergency procedures abbre-
viated checklists are furnished separately.
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