DCS A-10c Warthog Checklist

TO 1A-10C-476CL-1
FLIGHT CREW CHECKLIST
PILOT
476th vFIGHTER GROUP SERIES

A-10C AIRCRAFT
Prepared by Snoopy
DISTRIBUTION STATEMENT – For public release. Any questions should be

directed to members of the 476th vFighter Group Command Staff.
WARNING: Not suited for real world operations, made for the A-10C in DCS World.
PUBLISHED UNDER AUTHORITY OF THE 476th vFG COMMAND STAFF

_____________________________________________________________
17 November 2017 CHANGE 12 1
TO 1A-10C-476CL-1
INTRODUCTION
CONTENT.
This checklists consists of three sections: normal, combat, and emergency
procedures. This checklist will be used by all members of the 476th
vFighter Group. All other individuals need to verify the requirements of
their respective multiplayer organization.

TO 1A-10C-476CL-1
Table of Contents
NORMAL PROCEDURES ............................................................... 4

MISCELLANEOUS PROCEDURES ............................................. 18
EMERGENCY PROCEDURES ...................................................... 20
PERFORMANCE DATA .............................................................. 115
APPENDEX A ............................................................................... 128
LAUNCH FLIGHT CONTROL CHECK PROCEDURES .......... 128
APPENDEX B ............................................................................... 130
RECOVERY PROCEDURES ....................................................... 130

TO 1A-10C-476CL-1
NORMAL PROCEDURES
Table of Contents
LAUNCH COCKPIT SETUP ....................................................................... 5

PRIOR TO ENGINE START ....................................................................... 7
STARTING ENGINES ................................................................................. 8
BEFORE TAXI............................................................................................. 8
TAXI ........................................................................................................... 10
BEFORE TAKEOFF .................................................................................. 12
LINEUP CHECK ........................................................................................ 12
TAKEOFF .................................................................................................. 13
AIRBORNE ................................................................................................ 13
INITIAL APPROACH................................................................................ 13
DESCENT/BEFORE LANDING ............................................................... 14
AFTER LANDING ..................................................................................... 14
ENGINE SHUTDOWN .............................................................................. 15
AIR-TO-AIR REFUELING ........................................................................ 16
HOT REFUELING ..................................................................................... 17

TO 1A-10C-476CL-1
LAUNCH COCKPIT SETUP
LEFT CONSOLE
1. Armament/ground safety override switch - SAFE (guard down).

2. EGI HQ TOD switch - As required.
3. IFF antenna - BOTH
4. CCTVS/DVADR remote control panel (left canopy bow) - OFF.
5. KY-58 – OFF/Set
6. Intercom controls - Set.
7. VHF/FM controls - OFF/Set.
8. UHF controls - OFF.
9. VHF/AM controls - OFF/Set.
10. Radar altimeter - NRM.
11. Emergency flight controls - Set.
a. Flap Emergency retract switch - Unmarked, aft position.
b. Flight control mode switch - NORM
c. Aileron emergency disengage switch - Center position
d. Elevator emergency disengage switch - Center position
e. Speed brake emergency retract switch - Unmarked, aft
position
f. Pitch/roll trim override switch - NORM
12. HARS/SAS override switch - NORM.
13. Refuel status and indexer light control - Set.
14. NVIS lights switch - OFF.
15. Throttle master exterior light control switch - AFT.
16. Throttles - OFF.
17. Flap lever - Set to flap position.
18. Speed brake control - Set to center (HOLD) position if speed
brakes are open; set to closed position if speed brakes are closed.
19. APU switch - OFF.
20. Engine operate switches - NORM.
21. Engine fuel flow switches - NORM.
22. Fuel system controls - Set.
a. Boost Pumps Main switches - MAIN
b. Boost Pumps Wing switches - WING
23. Emergency brake handle - Push IN (if starting left engine first);
pull OUT (if starting right engine first).

TO 1A-10C-476CL-1
INSTRUMENT PANEL
1. Landing gear handle - DOWN.

2. Landing/taxi light switch - OFF.
3. Armament HUD control panel - Set:
a. MASTER armament switch - SAFE.
b. GUN/PAC armament switch - SAFE.
c. LASER armament switch - SAFE.
d. TGP - OFF.
e. ALT SCE - As desired.
f. HUD mode switch - As desired.
g. CICU - OFF.
h. JTRS - OFF.
i. IFFCC switch - OFF.
4. MFCD (L/R) - OFF.
5. Standby attitude indicator - CAGE.
6. Accelerometer - Reset.
7. Fire handles - In.
8. Fire extinguisher discharge switch - Center position.
9. Standby compass - Check.
10. Auxiliary landing gear extension handle - In.
11. Circuit breakers - Check closed.
RIGHT CONSOLE
1. Electrical power controls - Set.

a. EMER FLOOD - As required
b. AC GEN to PWR.
2. CMSP:
a. Mode switch - OFF.
b. System switches - OFF.
3. ILS controls - OFF/Set.
4. AAP:
a. CDU switch - OFF.
b. EGI switch - OFF.
c. PAGE knob - OTHER.
d. STEER PT knob - MISSION.
5. Oxygen system - Check
6. Environmental Controls – Set.
7. Bleed Air switch- BLEED AIR

TO 1A-10C-476CL-1
8. Main air supply switch - SUPPLY

9. TACAN controls - OFF/set.
10. Exterior Lighting - Set.
11. Position light switch – FLASH
12. Formation Lights – ON (night ops only)
13. Interior Lighting - Set.
14. 10. HARS controls - Set.
PRIOR TO ENGINE START

1. Battery switch - PWR.
2. UHF controls – ON/Set.
3. Inverter switch - STBY.
4. Engine instruments - Check, ITT indicator below 150°C, OFF flag
- not visible.
5. Fire detect/bleed air leak test button - Depress.
6. Gear lights - Check (three green, no red).
7. Signal lights - Test.
8. Clock - Set.
9. Fuel quantity - Check.
10. Oxygen quantity - Check.
a. SUPPLY lever - ON
b. OXY LOW caution light - OFF.
c. OXY IND TEST button - Depress. (OXY LOW caution light
comes on at 0.5 liter.)
11. APU switch - START (or signal for external air).
12. L-FUEL PRESS light - Check off.
13. APU generator switch - PWR.
14. AAP:
a. CDU switch - ON.
b. EGI switch - ON.
15. CDU - Set for desired alignment.
16. VHF/AM - TR.
a. Frequency - verified, Set as req.
17. VHF/FM - TR.
a. Frequency - verified, Set as req.
18. Seat - Adjust.

TO 1A-10C-476CL-1
STARTING ENGINES
1. Left engine - Start.
2. Engine operate switch - NORMAL (if used for motoring).
3. Left engine instruments & Hyd Pressure - Check.
4. Flight controls - Check.
5. Right engine - Start. Repeat Step 1 thru Step 3 for right engine.
6. Right engine instruments & Hyd Pressure - Check
7. AC generators - Check.
8. Instrument inverter - Check.
NOTE
 Normal brakes will be available if the left engine is started first.

Should the right engine be started first, pull the EMER BRAKE
handle.
 If the right engine must be started first, without AC power
available, select CROSSFEED to provide positive fuel pressure
BEFORE TAXI
1. Crossfeed - OFF.
2. Emergency brake handle - Full forward.
3. CMSP - Set:
a. Jettison switch - Aft (off).
b. Mode switch - STBY.
c. Subsystem switches - As required.
4. TISL - CAGE (as required).
5. ILS PWR control knob - PWR.
6. TACAN mode selector switch - T/R.
7. Windshield defog/deice switch - DEFOG/DEICE (if required).
8. Signal lights - Test.
9. Flaps - Cycle. (see Appendix A for steps)
10. Speed brakes - Check. (see Appendix A for steps)
11. Flight controls - Check (see Appendix A for steps)
12. SAS - Check. (see Appendix A for steps)
13. Trim - Check. (see Appendix A for steps)
14. Takeoff trim button - Depress. (T/O TRIM light illuminates)
15. Brakes - Check. Crew Chief checks both L and R brakes for proper
operation.

TO 1A-10C-476CL-1
a. Anti-skid switch - ANTI-SKID.

b. Anti-skid switch - OFF.
16. Slat operation, peak performance tone, and stall warning tone
Check (ensure pitot heat switch is OFF).
17. Pitot heat - Check.
18. CDU data - Verify/Enter.
After EGI INS alignment is complete:

19. . CDU - ALIGN Page - Depress NAV LSK.
20. Nav Mode Select Panel (NMSP) - EGI and STR PT,
ANCHR, or TACAN, as desired.
21. AHCP IFFCC switch - TEST.
22. AHCP JTRS switch - ON - As required.
23. AHCP CICU switch - ON.
24. MFCD (L/R) - As required.
25. MFCD (Load Page displayed) - Load data (as required).
26. MFCD - Select STAT Page - Check/Record/Clear MFLs.
27. MFCD (L/R) - CDU
28. TGP switch - ON - As required.
29. Radar warning system - Test and set as required.
30. TACAN - Test.
31. Flight instruments - Check.
a. ADI - check movement.
b. SAI - UNCAGE.
c. Vertical Velocity Indicator (VVI) - Zero
d. Airspeed indicator - Check
32. IFFCC preflight BIT - Check (3 minutes minimum after starting
EGI alignment).
33. IFFCC - BIT FAULTS - CLEAR.
34. SAS - Engage.
35. AHCP IFFCC switch – ON.
36. Stick Master Mode Control button - As required.
37. IFFCC data - Verify/Enter.
38. APU generator switch - OFF/RESET (prior to APU shutdown).
40. MFCD (L/R) - TAD
41. Ladder - Stowed. (request crew chief stow ladder)
42. AAP:
a. Page knob – POSITION
43. MFCD (L/R) – CDU Repeater
a. Press OSB7 (change to GS)
44. Idle core RPM - Check.

TO 1A-10C-476CL-1
a. Rapidly move throttles (one at a time) from IDLE to MAX

then with hard chop motion back to IDLE (IDLE-MAX-IDLE
in 2 seconds or less)
NOTE
When throttle is moved from IDLE-MAX-IDLE in 2 seconds or

less, core RPM will not exceed 70%
b. Stabilize at IDLE for 10 seconds with throttle against IDLE

stop.
45. EAC switch - ENGAGE.
46. Anti-Skid - ANTI-SKID.
47. Light Landing/Taxi switch – As required.
48. ILS PWR control knob – OFF.
49. TACAN mode selector switch – OFF.
50. Chocks - Removed.
TAXI
1. Nosewheel steering - Engage.
2. Throttles - As required.
3. Brakes - Check.
4. Turn needle - Check.
CAUTION
Maximum gross weight for taxiing is 46,000 lb.
During turns while taxiing near 46,000 lb gross weight, reduce taxi speed
and widen turn radius to avoid damage to the nose wheel and/or strut
assembly. Use approximately five knots as a guide for speed during wide
turns. If a sharp turn is required, further reduce taxi speed to minimum
practical, approximately three knots or normal walking pace.

TO 1A-10C-476CL-1

TO 1A-10C-476CL-1
BEFORE TAKEOFF
1. Engine instruments - Check.
2. Flaps - Set for takeoff. (7%)
3. Speed brakes - CLOSED.
4. Takeoff trim - Check.
5. CMS - As required.
6. TACAN - Set.
7. NMSP - As desired.
8. Oxygen regulator - As required.
9. Canopy defog control - As required.
10. Windshield defog/deice switch - As required.
11. Harness connections - Check.
12. Canopy - Closed and locked (light off).
13. Ejection seat ground safety lever - ARMED.
14. Exterior lights - As required.
a. Position Lights – STEADY
b. Anti-Collision Light – FLASH
15. Formation Lights – ON (night ops only)
16. HUD - Indicated airspeed display.
17. NVGs - Adjust and (if applicable) stow.
18. Altimeter - Set/check.
LINEUP CHECK
1. Flight instruments - Check.
2. Anti-skid switch - ANTI-SKID.
3. Pitot heat switch - PITOT HEAT.
4. APU generator switch - OFF/RESET.
6. Throttles - 90% core rpm.
8. Warning and caution lights - OFF.

TO 1A-10C-476CL-1
TAKEOFF
1. Nosewheel steering - As desired.
2. Brakes - Release.
3. Throttles - MAX.
AIRBORNE
1. Gear Handle - Raise Handle - light off.
2. Flaps - UP.
3. Engine - Gauges in Green.
4. Trim - As Required.
5. Radio - Call Airborne.
6. MFCD - Cycle, As Required.
7. Radio - Channel - As Required.
8. Wingman - Set Formation & Route.
9. Altimeter – Set
INITIAL APPROACH
1. ILS PWR control knob - ON.
a. ILS Frequency - Set.
2. TACAN mode selector switch - ON.
a. TACAN Frequency - Set.
3. Radio ATC - Call Inbound.
4. HUD - Ensure in NAV mode.
5. Fuel - Check Quantity.
6. Radio Flight - Notify FLT you are on initial final approach
7. At IAF - follow ATC guidance unless Visual Approach

TO 1A-10C-476CL-1
DESCENT/BEFORE LANDING
1. Altimeter - Check.
2. EGI/HARS - Compare.
3. Canopy defog control - As required.
4. Windshield defog/deice switch - As required.
5. Speed brakes - As required.
6. Anti-skid switch - ANTI-SKID.
7. NVIS lights switch - As required.
8. Landing lights - As required.
10. HUD - Indicated airspeed.
11. NVGs - Remove and stow (as required).
12. Gear Handle – DOWN.
AFTER LANDING
After Touchdown.
1. Throttles - As required.
2. Speed brakes - As required.
3. Wheel brakes - As required.
4. Nosewheel steering - As required
After Clearing the Active Runway.

5. Anti-skid switch - OFF.
6. Ejection seat ground safety lever - SAFE.
7. Canopy - As desired.
8. CCTVS/DVADR remote control panel - OFF.
9. TACAN/ILS equipment - OFF.
10. IFFCC BIT fault display - Record.
11. MFCD - Select STAT Page - check/record MFLs.
12. HUD night/day filter - Day.
13. Landing taxi lights - As required.
14. CMSP MODE switch - STBY.
15. CMSP system switches - OFF.
16. CMSP - OFF.
17. Windshield DEFOG/DEICE switch - OFF.
18. Pitot heat - OFF.

TO 1A-10C-476CL-1
19. Position lights - Flash.

20. Anti-collision lights - OFF.
21. Flaps - FULL UP.
ENGINE SHUTDOWN
1. Brakes - Hold until chocks are installed.
2. Standby attitude indicator - CAGE.
3. Armament HUD control panel - Set:
a. MASTER armament switch - SAFE.
b. GUN/PAC armament switch - SAFE.
c. LASER armament switch - SAFE.
d. TGP - OFF.
e. ALT SCE - As desired.
f. HUD mode switch - As desired.
g. CICU - OFF.
h. JTRS - OFF.
i. IFFCC switch - OFF.
4. MFCD (L/R) - OFF.
5. AAP:
a. EGI switch - OFF.
b. CDU switch - OFF.
6. TISL - OFF.
7. Seat - Full up.
8. Left throttle - OFF after 5 minutes at IDLE. Taxi time may be
included if core rpm does not exceed 80%.
9. Flight controls - Check after left hydraulic pressure bleed off.
10. Right throttle - OFF.
11. Inverter switch - OFF.
12. Battery switch - OFF.
13. Communications equipment - OFF.
14. Oxygen Supply lever - OFF.
15. Deploy boarding ladder.

TO 1A-10C-476CL-1
AIR-TO-AIR REFUELING
Hot Armament Safety Check (In Flight).
1. AHCP MASTER armament switch - SAFE.
2. AHCP GUN/PAC armament switch - SAFE.
3. MFCD - DSMS Missile Page - EO PWR - OFF.
4. AHCP - LASER armament switch - SAFE.
5. MFCD – DSMS Weapon Status Page -DESELECT all applicable
stations.
Precontact.
1. Internal fuel quantity - CHECK.
2. TACAN - OFF.
3. CMSP - STBY.
4. Refueling light rheostats - ON.
5. Exterior lights - AS REQUIRED.
6. INT monitor switch - AS REQUIRED.
7. HM switch - AS REQUIRED.
8. Signal amplifier switch - NORM.
9. Fill disable switches - AS REQUIRED.
10. Air refuel control - OPEN.
11. READY light - ON.
Contact.
1. READY light - OFF.
2. LATCHED light - ON.
Disconnect.
1. Air refuel disconnect/reset (Nosewheel Steering button) –
DEPRESS AND HOLD.
2. DISCONNECT light - ON.
Post Air Refueling.

1. Air refuel control - CLOSED.
2. READY light - ON (approx. 3 minutes).
3. Fuel quantity - CHECK.
4. INT monitor switch - AS REQUIRED.
5. HM switch - AS REQUIRED.
6. TACAN - AS REQUIRED.
7. Exterior Lights - AS REQUIRED.

TO 1A-10C-476CL-1
HOT REFUELING
Prior to Hot Pit Entry.
1. AFTER LANDING checklist - Complete.
2. De-arming - Complete (if required).
3. APU generator/APU - OFF.
4. TGP - OFF.
Prior to Refueling.
1. Canopy - As desired.
2. Fuel display selector - MAIN.
3. Tank gate switch - Closed, verify with refueling supervisor.
4. Fuel system operation - Verify with refueling supervisor.
During Refueling.
1. Fuel display – Monitor.
After Refueling.
2. Taxi clear of refueling area and configure aircraft as required by
mission plan.

TO 1A-10C-476CL-1
MISCELLANEOUS PROCEDURES
Table of Contents
KY-58 (SECURE VOICE) OPERATION .................................................. 19

TO 1A-10C-476CL-1
KY-58 (SECURE VOICE) OPERATION

1. UHF and FM radios – Set.
2. Interphone panel – Set.
a. FM monitor switch – Pull Out.
b. UHF monitor switch – Pull Out.
3. KY-58 panel – Set.
a. FILL switch – As Briefed.
b. Power switch – ON.
c. C/RAD switch – PLAIN.
d. Delay switch – OFF.
4. Test UHF and FM radio transmissions.
UHF Secure Transmission

5. C/RAD switch – C/RAD 1 (UHF).
a. A constant tone is heard for approx. 2 seconds then change to
an interrupted tone.
6. MIC switch – DWN and release.
a. Tone should no longer be heard.
7. Broadcast on UHF as required.
a. Do not talk for approximately 1/2 second, once a beep is heard
talk as necessary.
FM Secure Transmission
5. C/RAD switch – C/RAD 2 (FM).
a. A constant tone is heard for approx. 2 seconds then change to
an interrupted tone.
6. MIC switch – FWD or AFT as required then release
a. Tone should no longer be heard
7. Broadcast on FM as required.
a. Do not talk for approximately 1/2 second, once a beep is heard
talk as necessary.
KY-58 Power Down

8. C/RAD switch – PLAIN.
9. Power switch – OFF.

TO 1A-10C-476CL-1
EMERGENCY PROCEDURES
Table of Contents
CAUTION LIGHT ANALYSIS ................................................................. 22
GENERAL EMERGENCIES ..................................................................... 30
HYDRAULIC EMERGENCIES ................................................................ 37
ELECTRICAL EMERGENCIES ............................................................... 43
FUEL EMERGENCIES.............................................................................. 51
OXYGEN EMERGENCIES ....................................................................... 59
ENGINE EMERGENCIES ......................................................................... 61
FLIGHT CONTROL EMERGENCIES ...................................................... 77
LANDING GEAR EMERGENCIES .......................................................... 83
MISCELLANEOUS EMERGENCIES .................................................... 107

TO 1A-10C-476CL-1
OTHER CONSIDERATIONS:
All lights are on caution panel except where indicated otherwise.
◊ Caution light located on Emergency Flight Control Panel

TO 1A-10C-476CL-1
CAUTION LIGHT ANALYSIS

LIGHT CONDITION CORRECTIVE ACTION
AIL, L/R ◊ Respective aileron Set AILERON EMER
jammed. DISENGAGE switch toward
affected jam indicator light, and
monitor AIL DISENG
caution light.
AIL Either aileron is Set AILERON EMER
DISENG disengaged from DISENGAGE switch to center
Control stick at position to rearm disconnected
disconnect unit. control to reengage control stick. If
necessary, move stick in roll to
achieve alignment
of disconnector elements so that
reengagement can occur.
AIL TAB, Advises when roll Advisory only in MRFCS. In
L/R servo tab shift powered flight control system,
actuator has refer to FAILURE OF AN
extended. AILERON TAB TO SHIFT OUT
OF MANUAL
REVERSION (MRFCS)
ANTI-SKID Indicates:  If anti-skid is OFF, reengage.
 Anti-skid switch
OFF and landing
gear handle in
down position, or
 When switch is  If anti-skid is ON or will not
set to ON, failure reengage, refer to NORMAL
in anti-skid circuit BRAKE FAILURE and ANTI-
SKID FAILURE.
APU GEN APU generator off- Reduce electrical load and attempt
line with APU to reset generator by momentarily
generator switch set setting APU GEN switch to
to PWR. OFF/RESET, then setting to PWR.
If malfunction was transitory, APU
GEN caution light will go off.

TO 1A-10C-476CL-1
BLEED Temperature- Set BLEED AIR switch
AIR LEAK sensitive conductor to OFF.
adjacent to bleed
manifold senses a
bleed air leak.
CADC CADC failure Monitor pitot-static airspeed
indicator and select STBY or
PNEU on altimeter. Deselect mode
C on IFF. HUD continuously
displays last
airspeed and altitude data received
from CADC. The CDU will
display the CADC FAIL and INS
DEGRADED annunciations.
WARNING
Certain
CADC failures
Could cause display
of erroneous data with no
warning indications.
CICU CICU failure • Check CDU for CICU NOT
READY
annunciation, and check CDU
System (SYS) Page for CICU
status of N.
• Refer to CICU FAILURE

CONV, L/R Failure of indicated Check L CONVERTER and AUX
converter ESS BUS TIE circuit breakers are
closed

TO 1A-10C-476CL-1
EAC LASTE EAC switch Rearm EAC. If it fails to rearm,
has disarmed or has depress the HUD malfunction
failed. button (MALF) on the UFC. (To
access the
HUD malfunction button, depress
FUNC button, then CLR button.)
Check that CADC, SAS, and EGI
are
selected; EGI INS was placed in
NAV mode from a full EGI INS
alignment (flashing INS NAV
RDY
annunciation displayed on CDU);
and GPS-only is not the selected
navigation (commanded) mode. If
these conditions are met and EAC
will not rearm, EAC has failed.
ELEV, L/R Respective elevator Set ELEVATOR EMER
jammed. DISENGAGE switch toward
affected jam indicator light and
monitor ELEV DISENG caution
light.
ELEV Either elevator is Set ELEVATOR EMER
DISENG disengaged from DISENGAGE switch to center
control stick at position to rearm disconnected
disconnect unit. control to reengage control stick. If
necessary, move stick in pitch to
achieve alignment of disconnector
elements so that re-engagement
can
occur.
ENG HOT, ITT indicator is Retard throttle to setting at which
L/R exceeding 880°C. ITT decreases to within normal
limits. If necessary, shut down
engine.
ENG OIL Oil pressure is less Retard throttle of affected engine.
PRESS, L/R than 34 to 39 psi. If oil pressure does not return to
normal sett affected throttle to
OFF.

TO 1A-10C-476CL-1
ENG  Light remains on Allow engine start cycle to
START after starting cycle complete or move engine operate
CYCLE switch out of MOTOR position
 Air turbine start depending on engine start method.
solenoid valve is
open due to
throttle set to
IDLE (engine
speed below 56%),
or engine operate
switch is set to
MOTOR.
FUEL Fuel differential Refer to FUEL PRESSURE LOW
PRESS, L/R pressure is low.
Indicates possible
boost pump failure,
or if boost pump
caution light is not
on, failure or clog in
engine feed line.
GCAS GCAS may be Advisory only. Ensure radar
inoperative. altimeter switch is set to NRM.
Reset MASTER CAUTION light.
Activate
UFC MALF switch. If GCAS light
goes off, GCAS is functional. If
GCAS light does not go off, GCAS
is inoperative.
GCAS GCAS may be Advisory only. Ensure radar
inoperative. altimeter switch is set to NRM.
Reset MASTER CAUTION light.
Activate
UFC MALF switch. If GCAS light
goes off, GCAS is functional. If
GCAS light does not go off, GCAS
is inoperative.
GEN, L/R Indicated AC Refer to GENERATOR FAILURE
generator offline, or
AC generator switch
set to OFF/RESET.

TO 1A-10C-476CL-1
GUN Comes on when gun If GUN UNSAFE light comes on
UNSAFE trigger is released if and remains on, proceed as
clearing cycle is not follows:
completed within 2.5 • Set GUN/PAC armament switch
seconds. Live rounds to SAFE.
are in barrel and gun • Set MASTER armament switch
could fire. to SAFE.
• Do not attempt to fire gun (if
cause cannot be isolated and
corrected).
HARS Loss of HARS. Refer to HARS MALFUNCTION
HYD  Indicated hydraulic Monitor hydraulic pressure gauge
PRESS, L/R system pressure is and equipment operated by
below 900 + 100 affected hydraulic system. Refer to
psi. LEFT/RIGHT HYDRAULIC
SYSTEM
FAILURE
 Flight control mode Advisory only.
switch – MAN
REVERSION.
HYD RES, Quantity of hydraulic Monitor hydraulic pressure.
L/R fluid is low. Refer to LEFT/RIGHT HYDRAULIC
SYSTEM FAILURE
IFF MODE-4 Inoperative Mode-4 NOT MODELED IN DCS.
capability, such as
Mode-4 codes
zeroized,
transponder failure,
faulty computer.
INST INV AC essential and Refer to INVERTER FAILURE
auxiliary AC
essential
busses are not
receiving AC power.
Possible failure of
instrument inverter.
L-R TKS Imbalance of 750 Refer to L-R TANKS UNEQUAL
UNEQUAL ±250 pounds of fuel
is sensed between
two main fuselage
tanks.

TO 1A-10C-476CL-1
LASTE LASTE system may Advisory only. Cycle the AHCP
be inoperative. IFFCC switch to OFF, then to
desired function. If LASTE light
remains on, the LASTE system is
inoperative.
MAIN FUEL Fuel quantity Refer to FUEL QUANTITY
LOW, L/R indicated is INDICATOR MALFUNCTION
approximately 500
pounds.
MAIN Fuel pressure Refer to MAIN BOOST PUMP
PUMP, L/R differential at outlet FAILURE
of indicated main fuel
boost pump is low,
indicating possible
pump failure.
NAV  EGI failure and  Check CDU for EGI FAIL
auto down mode annunciation, and check CDU
from blended, INS- System (SYS) Page for INS,
only, or GPS-only GPS, and MSN status of N or F.
to Navigator Idle  Refer to EGI FAILURE
(NI).
 EGI flight  Check CDU for EGI FLT INST
instrument failure FAIL annunciation, and check
CDY System (SYS) Page for
MSN status not V.
 Refer to EGI FAILURE

TO 1A-10C-476CL-1
NAV  EGI not ready  Ensure AAP EGI switch set to
(Cont.) failure. ON.
 Check CDU for EGI FLT INST
FAIL annunciation, and check
CDY System (SYS) Page for
MSN status of N.
 EGI GPS failure or  Check CDU for EGI FLT INST
auto down mode FAIL annunciation, and check
from GPS-only to CDY System (SYS) Page for
NI. MSN status not V.
 EGI GPS failure or  Check CDU for EGI FLT INST
from GPS-only to CDY System (SYS) Page for
NI. MSN status not V.
 EGI INS failure or  Check CDU for EGI FLT INST
from blended to CDY System (SYS) Page for
GPS-only or ISN- MSN status not V.
only to NI.  Refer to EGI FAILURE
 CDU failure.  Ensure AAP CDU switch set to
Display screen ON.
may freeze,  Refer to EGI FAILURE
become blank, or
show a flashing
DISPLAY
FAILURE
message across
bottom of screen,
or an MBC,
HARDWARE, or
ADA FAIL
message across
middle of screen;
or cause a bitball
(▲) to be
displayed in the
upper right corner
of screen.

TO 1A-10C-476CL-1
OXY LOW 0.5 liter or less liquid  Descend to below 10,000 feet
oxygen remains in cabin altitude.
oxygen converter.  Land as soon as practical.
PITCH SAS One or both pitch Refer to PITCH/YAW SAS
SAS lever in SAFE DISENGAGEMENT.
(forward position).
SEAT NO Seat ground safety Move lever to ARMED position.
ARMED lever in SAFE
(forward position).
SERVICE Indicates precooler Set BLEED AIR switch to OFF.
AIR HOT output temperature is
excessive.
STALL SYS Power failure in AOA-20.0 units or less until
alpha/mach landing.
Computer.
Peak Performance If stall or peak performance tones
/stall warning tones on continuously, open SPS &
inoperative. Slats will RUDDER AUTH LIMIT circuit
extend automatically. breaker (top
row, third from left).
WIND- Windshield anti-icing Set windshield defog/deice switch
SHIELD electrical circuit to OFF. Set rain removal switch to
temperature is in OFF.
HOT
excess of 150°F, or
aircraft is on battery
power only.
WING Fuel pressure Refer to WING BOOST PUMP
PUMP, L/R differential at outlet FAILURE
of indicated wing fuel
boost pump is low,
indicating possible
pump failure.
YAW SAS One or both yaw Refer to PITCH/YAW SAS
SAS channels DISENGAGEMENT
disengaged.
END

TO 1A-10C-476CL-1
GENERAL EMERGENCIES
Table of Contents
CANOPY UNLOCKED LIGHT ON ......................................................... 31
COCKPIT – LOSS OF PRESSURIZATION ............................................. 32
COCKPIT OVERPRESSURIZATION ...................................................... 33
ABORT ....................................................................................................... 34
OUT-OF-CONTROL RECOVERY ........................................................... 35
BEFORE EJECTION.................................................................................. 36
EJECTION .................................................................................................. 36
DITCHING ................................................................................................. 36

TO 1A-10C-476CL-1
CANOPY UNLOCKED LIGHT ON

If CANOPY UNLOCKED light comes on during flight, slow aircraft to
lowest practical speed:
1. OXYGEN – 100%.
2. Descent to 25,000 feet MSL or below.
3. MAIN AIR SUPPLY – OFF.
4. Canopy control switch – CLOSE momentarily.
If light goes off: If light goes on:

5. MAIN AIR SUPPLY – 5. Stow loose items.
SUPPLY 6. Land as soon as practical.
END

TO 1A-10C-476CL-1
COCKPIT – LOSS OF PRESSURIZATION

1. OXYGEN – 100%.
2. Descend to 25,000 feet to MSL or below.
3. TEMP/PRESS – NORM.
4. MAIN AIR – SUPPLY.
5. BLEED AIR – BLEER AIR.
6. CANOPY DEFOG – MAX.
If no service air entering cockpit inlets:

7. Perform BLEED AIR LEAK/SERVICE AIR OVERHEAT.
END

TO 1A-10C-476CL-1
COCKPIT OVERPRESSURIZATION
1. Descend to 25,000 feet MSL or below.
2. TEMP/PRESS – DUMP.
END

TO 1A-10C-476CL-1
ABORT
1. THROTTLES – IDLE.
2. SPEED BRAKES – OPEN.
3. WHEEL BRAKES – AS REQUIRED
If an engine failure, fire, or over temp is indicated:

4. Throttle(s) [malfunctioning engine(s)] – OFF.
5. EMER BRAKE – Pull [if left/both engine(s) shut down].
6. Perform ground ENGINE/FIRE if applicable.
END

TO 1A-10C-476CL-1
OUT-OF-CONTROL RECOVERY
1. THROTTLES – IDLE.
2. CONTROLS – NEUTRAL.
If a spin is confirmed:
3. Rudder – Abruptly full opposite turn needle.
END

TO 1A-10C-476CL-1
Do not delay ejection below 2,000 feet AGL for any reason.
BEFORE EJECTION
If time and conditions permit:
1. Transmit “May Day” call on UHF guard channel.

2. Turn aircraft toward uninhabited area.
3. Trim aircraft for lowest practical speed, with wings level prior to
ejection.
END
EJECTION
1. Ejection handles (both, if possible) – PULL.
END
DITCHING
Ditching is not recommended; however, if necessary:
1. Gear – UP.
2. Stores – Jettison (if necessary).
3. Flaps – DOWN.
4. Speed brakes – Close.
5. Shoulder harness – LOCK.
6. Canopy – Jettison.
7. Oxygen – 100%.
8. Touchdown with minimum sink rate.
END

TO 1A-10C-476CL-1
HYDRAULIC EMERGENCIES
Table of Contents
LEFT/RIGHT HYDRAULIC SYSTEM FAILURE ................................... 38
DUEL HYDRAULIC SYSTEM FAILURE ............................................... 40
MRFCS APPROACH/LANDING .............................................................. 41
SINGLE-ENGINE MRFCS LANDING ..................................................... 42

TO 1A-10C-476CL-1
With the loss of the left hydraulic system you will lose the following:
• Flight control ; left rudder, left elevator, left and right aileron, flaps
• Landing Gear; landing gear extend and retract, wheel brakes, anti-
skid, nose wheel steering
• Armament; one half of gun drive
With the loss of the right hydraulic system you will lose the following:
• Flight control ; right rudder, right elevator, left and right aileron, speed
brakes, slats.
• Emergency; Auxiliary landing gear systems extend and emergency
wheel brakes.
• Armament; one half of gun drive
• Air refueling; refueling door close
LEFT/RIGHT HYDRAULIC SYSTEM FAILURE

If left system fails: If right system fails:
1. FLAP EMER RETR – 1. SPD BK EMER RETR –
EMER RETR EMER RETR
2. If landing gear is down,
LAND GEAR circuit
breaker - PULL
If pressure decreases:
3. SAS/Anti-Skid Paddle – OFF.
4. Pitch SAS – Leave OFF.
5. Yaw SAS switch (operable channel only) - Engage (if desired).
6. Anti-Skid switch - ANTI-SKID (if left hydraulic system is operable).
7. Monitor hydraulic pressure of operable hydraulic system and
land as soon as practical.
CON’T

TO 1A-10C-476CL-1
With flaps full down, maintaining level flight following transition

to manual reversion may require aft stick forces that exceed the physical
capability of the pilot. If transition to MRFCS occurs with flaps full
down, it is imperative that the flap emergency retract switch be activated
immediately.
Prior to Landing:
If left hydraulic system has failed If right hydraulic system has

or LAND GEAR circuit breaker failed:
was pulled: 8. Landing gear handle -
8. Speed brakes - As DOWN.
required. 9. Flaps - As required
9. Landing Gear Handle -
DOWN.
10. AUX LG EXT handle -
Pull.
11. AUX LG EXT handle -
PUSH in (when landing
gear indicates safe).
12. Emergency brake
handle - Pull.
13. Fly a no-flap approach
at 140 KIAS plus 2
knots for each 1,000
pounds of aircraft
gross weight over
30,000 pounds until
landing is assured.
If both hydraulic systems fail: refer to DUEL HYDRAULIC SYSTEM

FAILURE.
END

TO 1A-10C-476CL-1
DUEL HYDRAULIC SYSTEM FAILURE

On indication of impending failure:
1. Attain 1 g level flight at moderate speed.
2. Flaps – UP (EMER RETR, if necessary).
3. Stores – JETTISON as appropriate to produce symmetrical store
configuration.
4. Flight controls – MAN REVERSION
Prior to landing:
5. Refer to MRFCS LANDING.
END

TO 1A-10C-476CL-1
MRFCS APPROACH/LANDING
MRFCS landings should be attempted only under ideal conditions.
1. External fuel tank(s) - JETTISON.
2. Extend Landing gear.

a. Landing gear handle – DOWN.
b. AUX LG EXT handle – PULL.
c. AUX LG EXT handle – Push in (when landing gear indicates
safe).
3. EMER BRAKE handle – Pull.
4. Fly straight-in approach.
5. Hold minimum airspeeds of 140 KIAS at 30,000 lbs total aircraft
weight plus 2 knots per 1,000 lbs of additional fuel for no-flap, or 150
KIAS (single-engine) plus 1 knot per 1,000 lbs of fuel until landing
assured.
END

TO 1A-10C-476CL-1
 A single-engine MRFCS landing should only be attempted if ejection

is not possible, as the approach and landing will leave little room for
error.
 Single-engine MRFCS minimum control speed is 130 KIAS unless

higher speed determined during controllability check.
 Single-engine MRFCS landing with asymmetry equivalent to ECM

pod on same side as dead engine is not recommended. Selectively
jettison other ordnance to regain symmetry or to get asymmetry
(weapons load) to favor side of good engine. In any case, perform
controllability check prior to attempting to land.
 Maximum cross-wind limit: 10 knots, clean configuration.
 Successful single-engine MRFCS go-around is very difficult to

accomplish and an early decision must be made.
SINGLE-ENGINE MRFCS LANDING

When single-engine MRFCS landing is the only option, approach/landing
will leave little room for error. Relatively steep approach should be made
(3° to 3-1/2°) with minimum power in good engine. Use applicable
techniques described in SINGLE-ENGINE LANDING. Start flare at 200
feet AGL to arrest sink rate and obtain shallow flight path. Follow steps
listed for MRFCS LANDING.
END

TO 1A-10C-476CL-1
ELECTRICAL EMERGENCIES
Table of Contents
ELECTRICAL POWER SUPPLY SYSTEM FAILURE CHART............. 44
INVERTER FAILURE ............................................................................... 47
GENERATOR FAILURE .......................................................................... 49
ELECTRICAL FAILURE - TOTAL .......................................................... 50

TO 1A-10C-476CL-1
ELECTRICAL POWER SUPPLY SYSTEM
FAILURE CHART
BUSSES COCKPIT BASIC SYS WEAPONS
LOST INDICATIONS LOST SYS LOST
LEFT AC, L-GEN BOOST RWR
POSSIBLE L-MAIN PUMPS STA 1
LEFT DC PUMP DEFOG/DEICE STA 2
L-WING CONSOLE STA 3
PUMP LIGHTS STA 4
L-CONV AUX INST STA 5
L-FUEL LIGHTS STA 7
PRESS TAXI STA 8
NO L-MFCD LIGHTS STA 9
NO EPLRS STA 10
R-MFCD INOP
CICU INOP
RIGHT AC, R-GEN R BOOST HUD
POSSIBLE R-MAIN PUMPS ARMAMENT
RIGHT DC PUMP R/L FUEL CONTROLS
R-WING FLOW IND FUZING
PUMP TACAN LASTE
R-FUEL HARS PAVE PENNY
PRESS (ADI/HSI) STA 11
R-CONV SAS STA 9
NO HUD IFF DVADR
NO L/R STALL STA 7
FUEL FLOW WARNING STA 8
INDICATION AOA HEAT STA 10
ADI/HSI OFF
FLAGS
NO R-MFCD

TO 1A-10C-476CL-1
BUSSES COCKPIT BASIC SYS WEAPONS
LOST INDICATIONS LOST SYS LOST
LEFT DC ANTICOLLISION CDU/EGI STA 1
LIGHTS THUNDERSTORM STA 2
INOP LIGHTS STA 3
FLOODLIGHTS INOP STA 4
INOP AIR REFUEL STA 5&6
(CONSOLE) ANTI-COLL STA 7
CDU LOST LIGHTS STA 8
NO L-MFCD EPLRS STA 9
NO INOP STA 10
R-MFCD CICU INOP
SATCOM SATCOM
(BLOS) INOP VHF/UHF
VHF/UHF SYS 2
SYS 2 INOP
RIGHT DC NO HUD VHF/UHF GAU-8
VHF/UHF SYS 1 PAVE
SYS 1 (LOS) OR LARS PENNY
INOP TACAN ARMAMENT
SLATS FLAP CONTROLS
EXTENDED CONTROL LASTE
EXT LIGHTS ALL EXT DVADR
FAIL LIGHTS
VHF/UHF SAS
RSC INOP
AC L/R ITT-OFF FUEL NONE
ESSENTIAL, FLAGS GAUGES
AUX AC L/R FAN ITT
ESS GAUGES AMPLIFIERS
INOP ITT/FAN/OIL
L/R OIL HYD
PRESS GAUGES
GAUGES ENG
FAIL IGNITERS
INSTRUMENT
LIGHTS

TO 1A-10C-476CL-1
The following systems should be available following complete electrical
failure:
• Accelerometer
• Anti-g system
• Auxiliary gear extension
• Canopy jettison
• Core rpm indication
• ECS (fails to NORM or RAM, as set before failure)
• Ejection seat
• Emergency braking
• Gravity fuel feed
• Manual canopy opening
• Normal flight controls (without SAS or trim)
• Nosewheel shimmy damping
• Oxygen (normal and emergency)
• Oxygen (normal for 2 - 3 minutes)
• Oxygen (emergency for 7 - 9 minutes)
• Pitot-static instruments (no error correction or de-icing)
• SAI (±6° for 9 minutes following electrical failure)
• Slip indicator
• Standby compass
• Throttles (Control by mechanical position only. No ITT of fuel flow
indicators.)

TO 1A-10C-476CL-1
Severe engine overtemp is possible due to loss of ITT amplifiers.
INVERTER FAILURE
1. Throttle(s) - Retard. (Maintain core speeds below 90% when at or 4
below 25,000 feet MSL, or below 85% if above 25,000 feet MSL.)
2. Circuit breakers - Check closed.
3. Inverter switch - Recycle STBY to TEST and back to STBY several
cycles. Leave in STBY.
4. APU - START (below 15,000 feet MSL).
6. Land as soon as practical.
END

TO 1A-10C-476CL-1
If left generator fails and bus power fails to transfer, temporary loss of
ITT amplifiers may result in double engine overtemp with throttles in
MAX.
• Battery life is a function of its condition and state-of-charge, and

should last for approximately 30 minutes.
• If the generators are not supplying AC, the battery life will be
reduced to 18 minutes unless the inverter is turned off.
• If the generators are not supplying AC, the battery life will be
reduced to 18 minutes unless some systems running on essential AC
are turned off.
If above 10,000 feet, turn crossfeed on prior to resetting generators to

prevent fuel pressure loss and subsequent flamout.
APU generator can be used to supply essential equipment indefinitely.

TO 1A-10C-476CL-1
GENERATOR FAILURE
1. GENERATOR CONT circuit breaker(s) - Check closed.
2. If above 10,000 feet, crossfeed - CROSSFEED.
3. Failed generator switch(es) - OFF/RESET momentarily, then to PWR.
If light goes out within 3 attempts, If L and/or R GEN light remains

and electrical system operation is on after 3 attempts:
normal, continue normal 4. Generator switch(es) to
operations. OFF/RESET.
5. APU - START (below
15,000 feet MSL).
6. APU generator switch -
PWR.
7. Crossfeed - As required.
END

TO 1A-10C-476CL-1
In the event an engine is suction-feeding due to a failed boost pump,

the affected engine will suction-feed from the failed tank for all power
settings above idle, up to 10,000 feet (most cases 20,000 feet).
SAI is reliable within + 6 degrees for a minimum of 9 minutes after

the battery switch is off.
Cockpit indication of fuel status will not be available. Timing and

estimated fuel flow must be used to determine quantity remaining.
Fuel in external tanks will not feed, and tanks cannot be jettisoned.
There will be no cockpit indication of landing gear down and locked.

Sound and feel orvisual checks must be relied on to determine gear
position. It may take up to 30 seconds for gear to extend and lock.
Anti-skid protection will not be available. If locked wheel(s) and/or

skidding are detected; release brakes and reapply cautiously.
ELECTRICAL FAILURE - TOTAL

1. Throttles – Retard (maintain core speeds below 90% when at or below
25,000 feet MSL, or below 85% when above 25,000 feet MSL).
2. Descend to 10,000 feet MSL or below, if possible. It not possible,
maintain altitude below 20,000 feet MSL.
3. Regulated Emergency Oxygen Supply (REOS) – Activate, if
necessary.
Prior to landing:
4. Plan no flap/no speed brake approach.
5. Extend landing gear.
a. Landing gear handle – DOWN.
b. AUX LG EXT handle – Pull.
c. AUX LG EXT handle – Push in.
6. Emergency brake handle – Pull.
END

TO 1A-10C-476CL-1
FUEL EMERGENCIES
Table of Contents
FUEL PRESSURE LOW/FUEL LEAK ..................................................... 52
FUEL IND MALF/MAIN FUEL LOW L/R .............................................. 53
MAIN BOOST PUMP FAILURE .............................................................. 54
WING BOOST PUMP FAILURE .............................................................. 55
LEFT/RIGHT TANKS UNEQUAL ........................................................... 56
EXTERNAL TANK JETTISON ................................................................ 57
DAMAGED TANK PROCEDURE ........................................................... 58

TO 1A-10C-476CL-1
FUEL PRESSURE LOW/FUEL LEAK
1. Crossfeed switch – CROSSFEED.
If L/R FUEL PRESS light goes out (boost pump failure):

2. Refer to MAIN BOOST PUMP FAILURES.
If L/R FUEL PRESS light stays on, indicating possible leak or pressure
sensor malfunction:
3. Crossfeed switch - OFF
4. Monitor fuel status to determine if leak exists.
If an external fuel leak exists, indicated by excessive fuel quantity drop,

vapor trail, and/or verification by other aircraft:
5. Throttle (affected engine) – OFF.
6. Fire handle (affected engine) – PULL.
If leak stops, go to Step 8.
If leak continues, left system: If leak continues, Right system:

7. Left boost pump switches – 7. Right boost pump switches –
OFF; DC FUEL PUMP circuit OFF.
breaker – OPEN.
8. SAS switches – OFF.
9. YAW SAS switch (operable channel only) – Engage (if desired).
10. Crossfeed switch – CROSSFEED (if fuel leak has definitely
stopped).
11. Perform SINGLE-ENGINE LANDING
END

TO 1A-10C-476CL-1
When operating with L or R MAIN FUEL LOW light on, maintain a

cruise attitude and avoid abrupt maneuvers that will cause fuel sloshing
in tanks.
• If defuel valve fails to open, and crossfeed is selected, fuel will rapidly
transfer from boost pump fed tanks into all tanks.
• Dual engine flameout may occur during crossfeed operations if tank

with operative boost pump runs dry.
If in-flight refueling is required, FILL DISABLE switches must be

enabled.
Dual engine flameout may occur during negative g flight after

approximately 5 seconds with one main boost pump inoperative, or off.
To ensure that aircraft cg remains within established limits, aft (left)

tank fuel should not exceed forward (right) tank fuel by more than 1,000
pounds.
Applicable wing fuel may not be recoverable with a failed boost pump.
FUEL IND MALF/MAIN FUEL LOW L/R

1. Crossfeed switch – CROSSFEED (fuel leak not determined).
If fuel transfers rapidly from feeding tanks to all other tanks:

2. All FILL DISABLE switches – PULL.
If fuel state becomes critical:

3. All boost pumps – Check ON.
END

TO 1A-10C-476CL-1
MAIN BOOST PUMP FAILURE


4. Tank gate switch – As required.
END

TO 1A-10C-476CL-1
WING BOOST PUMP FAILURE


When wing fuel stops feeding:

4. Crossfeed switch – OFF.
END

TO 1A-10C-476CL-1
LEFT/RIGHT TANKS UNEQUAL
Altitude (feet) Maximum Speed (KIAS)
Sea Level 315
15,000 240
35,000 156
If L/R TKS UNEQUAL caution light comes on, or fuel imbalance is

noted:
2. Wing boost pump switches –OFF.
IF left system has less fuel: IF right system has less fuel:
3. Left main boost pump switch 3. Right main boost pump
– OFF. switch – OFF.
4. DC FUEL PUMP circuit 4. Not applicable.
breaker – OPEN (forth row
down, center).
IF fuel transfers rapidly from feeding tanks to all other tanks, continue,
if not, go to step 6:
5. All FILL DISABLE switches – Pull.
IF fuel imbalance is corrected, OR fuel state becomes critical and

imbalance cannot be corrected, OR gauge malfunction is suspected:
6. Left and Right main boost pump switches – ON.
7. Left and Right wing boost pump switches – ON.
8. DC FUEL PUMP circuit breaker – Close (forth row down, center).
IF fuel state is not critical:

9. Crossfeed switch - OFF.
END

TO 1A-10C-476CL-1
EXTERNAL TANK JETTISON
1. Landing gear handle - UP.
2. Flap lever - UP.
3. MFCD - Select DSMS Page.
4. MFCD (DSMS Page) - Select SJET.
5. MFCD (SJET Page) - Select STR.
6. MFCD - Fuel tank station - Select. 2
7. MFCD - Fuzing - Select SAFE.
8. AHCP - MASTER armament switch - ARM.
9. Weapons Release button - Depress.
10. AHCP - MASTER armament switch - SAFE.
END

TO 1A-10C-476CL-1
DAMAGED TANK PROCEDURE

1. Landing gear handle - UP.
2. Flap lever - UP.
3. MFCD - Select DSMS Page.
4. MFCD (DSMS Page) - Select SJET.
5. MFCD (SJET Page) - Select STR.
6. MFCD - Fuel tank station - Select.
7. AHCP - MASTER armament switch - ARM.
8. MFCD - Fuzing - Select SAFE.
9. Weapons Release button - Depress.
10. AHCP - MASTER armament switch - SAFE.
END

TO 1A-10C-476CL-1
OXYGEN EMERGENCIES
Table of Contents
HYPOXIA .................................................................................................... 60

TO 1A-10C-476CL-1
HYPOXIA
If hypoxia is suspected:
1. Oxygen supply lever – ON.
2. Oxygen – 100%
3. Oxygen emergency lever – EMERGENCY.
4. Oxygen flow indicator – Check blinking.
5. Oxygen supply pressure – Check.
If malfunction confirmed:
6. Activate emergency oxygen supply.
7. Descend to 10,000 MSL or below, if possible.
END

TO 1A-10C-476CL-1
ENGINE EMERGENCIES
Table of Contents
ENGINE/APU FIRE ................................................................................... 62
SINGLE-ENGINE FAILURE OR FIRE DURING TAKEOFF (TOO LATE
TO ABORT) ............................................................................................... 63
SINGLE-ENGINE RESTART ................................................................... 64
WINDMILL AIRSTART ........................................................................... 65
SINGLE-ENGINE FAILURE OR FIRE WHILE CONFIGURED FOR
LANDING .................................................................................................. 67
SINGLE-ENGINE LANDING ................................................................... 69
SINGLE-ENGINE GO-AROUND ............................................................. 72
DOUBLE-ENGINE FAILURE .................................................................. 74
FLAMEOUT LANDING ............................................................................ 76

TO 1A-10C-476CL-1
ENGINE/APU FIRE
If an engine fire is confirmed or at first indication of APU fire:
1. THROTTLE/APU – OFF.
2. FIRE HANDLE - PULL.
3. AGENT – DISCHARGE.
If an engine/APU is shut down on ground:

4. Perform Emergency Ground Egress as required.
If engine is shut down and safe airspeed and altitude can be

maintained, go to step 8:
5. Speed brakes and Flaps - RETRACT.
6. Stores - JETTISON (if required).
7. Fuel Flows - OVERRIDE (if required).
8. SAS switches - OFF.
9. Yaw SAS (operable channel only) - Engage (if desired).
10. APU - START (below 15,000 feet MSL).
12. Crossfeed switch - CROSSFEED.
13. Land as soon as possible using SINGLE-ENGINE LANDING.
END

TO 1A-10C-476CL-1
SINGLE-ENGINE FAILURE OR FIRE DURING
TAKEOFF (TOO LATE TO ABORT)
1. THROTTLES – MAX.
2. GEAR – UP.
3. STORES – JEFFISTION IF REQUIRED.
4. FUEL FLOWS – OVERRIDE.
CAUTION
Additional rudder input and bank will be required to control yaw when
selecting OVERRIDE. Illumination of ENG HOT light and high ITT on
properly functioning engine should also be anticipated.
If left hydraulic pressure is not available, EMER RETR must be

selected. Use extreme caution to ensure manual reversion switch is not
inadvertently activated.
Operation for several minutes in above normal temperature range will not
precipitate an immediate engine failure. However, ITT can reach 980°C and
some engine durability degradation will occur. Operation in above normal
temperature range for more than 15 minutes is not recommended.
At safe altitude and with airspeed above 150 KIAS (if possible):
5. Flaps – UP (EMER RETR if necessary).
6. Fuel flows – NORM if desired.
7. Perform ENGINE/APU FIRE as required.
END

TO 1A-10C-476CL-1
SINGLE-ENGINE RESTART
1. THROTTLE (affected engine) – OFF.
2. APU – START (below 15,ooo feet MSL).
3. APU generator switch – PWR.
4. Throttle (operating engine) – MAX.
5. Engine operating switch (affected engine) – MOTOR.
6. Inoperative engine – START.
7. Engine operate switch (affected engine) – NORM.
If restart is unsuccessful: If restart is successful:

8. Throttle (affected engine) – 8. SAS switches – ENGAGE.
OFF. 9. Crossfeed – AS required.
9. Crossfeed - As required. 10. Anti-skid – ENGAGE.
10. Refer to SINGLE-ENGINE
LANDING.
END

TO 1A-10C-476CL-1
Accomplishing windmill airstart following duel-engine flameout will

require high-speed dive in manual reversion. If engine star is
unsuccessful, high control forces will be necessary to recover from dive.
If pitch trim is inoperative, ejection may be only option.
It takes between 6,000 and 8,000 feet in steep dive (at least 30° dive
angle) with power off to gain windmill airstart speed from normal cruise
speed. If assisted start is unsuccessful, then windmill start may be
attempted, providing inoperative engine shows no signs of seizure or
other damage. ITT will rapidly fall to 150°C or below as airspeed
increases.
WINDMILL AIRSTART
Windmill air start is not recommended. However, if necessary:
1. Place aircraft in a dive to obtain and/or maintain sufficient windmill
start airspeed.
2. Bleed air switch – OFF.
When ITT below 150°C and inside the windmill start envelope:
4. Throttle(s) – MAX.
5. Engine operate switch(es) affected engine(s) - IGN
END

TO 1A-10C-476CL-1
During single-engine operation, failure to use sufficient rudder can result

in large sideslip angles and yaw rates, producing excessive drag, sink
rates and loss of airspeed. Use coordinated flight and slight bank into the
good engine to prevent sideslip buildup and avoid large yaw rates.
Power reduction on the good engine may be required to arrest yaw
buildup.
Failure to arrest an excessive yaw rate may create a condition where

there is insufficient rudder to correct the sideslip and cause the aircraft to
depart controlled flight. Increased power must be led by coordinated
rudder. Significantly higher forces will be required with a right engine
failure (as high as 100 lbs). Use rudder trim to relieve excessive rudder
pressure.

TO 1A-10C-476CL-1
SINGLE-ENGINE FAILURE OR FIRE WHILE

CONFIGURED FOR LANDING
At first indication of engine failure or fire:
1. THROTTLES - MAX.
2. SPEED BRAKES - CLOSE.
3. FLAPS - MVR.
• The external fuel tanks are directionally destabilizing; jettison is highly

recommended.
• Non-jettisonable ECM pods on outboard stations will contribute to

directional control problems if a counter balancing store on opposite
wing is jettisoned. This will be particularly evident if ECM pod is in
same side as failed engine. The overriding consideration must be aircraft
performance.
If single-engine climb capability is questionable, jettison is the only
alternative.
If left hydraulic pressure is not available, EMER RETR must

be selected. Use extreme caution to ensure manual reversion
switch is not inadvertently activated.
CON’T

TO 1A-10C-476CL-1
If go around is necessary, go to step 4, if not, go to step 9:
4. Gear - UP (if possible).
5. Stores - Jettison (if required).
6. FUEL FLOWS - OVERRIDE (if required).
At safe altitude and with airspeed above 150 KIAS (if possible):
7. Flaps - Up (EMER RETR, if necessary).
8. Perform ENGINE/APU FIRE procedure (EF-5), as required.
If approach is continued:
9. Airspeed -Maintain 150 KIAS plus 1 knot for each 1,000 pounds of
aircraft gross weight over 30,000 pounds.
10. Perform SINGLE-ENGINE LANDING procedure, and appropriate
ENGINE/APU FIRE procedure as time and circumstances permit.
END

TO 1A-10C-476CL-1
• A combination of high gross weight, high pressure altitude, and high

temperature may create a condition in which level flight is not possible
with gear extended. In this case, delay lowering gear until ready for
descent on final, and, if possible, reduce weight prior to starting a
approach.
• During single-engine operation, failure to use sufficient rudder can

result in large sideslip angles and yaw rates, producing excessive drag,
sink rates and loss of airspeed. Use coordinated flight and slight bank
into the good engine to prevent sideslip buildup and avoid large yaw
rates. Power reduction on the good engine may be required to arrest
yaw buildup. Failure to arrest an excessive yaw rate may create a
condition where there is insufficient rudder to correct the sideslip and
cause the aircraft to depart controlled flight. Increased power must be
led by coordinated rudder.
• Fly approach with crosswind from operating engine side, if possible,

using relatively steep approach (3°) to minimize power on operating
engine.
• If auxiliary landing gear extension handle is used, nosewheel steering,

normal wheel brakes, flaps, and anti-skid will not be available.
• If right engine is inoperative, speed brakes will not be available and

slats will extend, producing an increase in drag.
SINGLE-ENGINE LANDING
1. Speed brakes – Close.
2. Flaps – Retract.

TO 1A-10C-476CL-1
Selective jettison of stores on same side as dead engine will reduce

rudder requirement.
It may take up to 30 seconds for the gear to extend and lock.
Gust factor and crosswind corrections should be applied to touchdown

airspeed, but are not applied to single-engine approach speed.
3. External stores - Jettison (as required).

4. Yaw trim control knob - Neutral.
5. SAS/anti-skid paddle - OFF.
6. Yaw SAS - Engage operable channel if hydraulic pressure for
operable hydraulic system is normal, and yaw damping, trim, and turn
coordination is desired. (Do not engage pitch SAS.)
7. Landing gear handle - DOWN. (If left hydraulic system is inoperative:
AUX LG EXT handle - PULL: when gear indicates safe: AUX LG
EXT handle - Push in.)
8. Emergency brake handle - Pull (if left hydraulic system is
inoperative).
9. Anti-skid switch - ANTI-SKID (if left hydraulic system is operative).
10. Review SINGLE-ENGINE GO-AROUND (EF-37).
11. Fly no-flap approach at 150 KIAS plus 1 knot for each 1,000 pounds
of aircraft gross weight over 30,000 pounds until landing is assured.
After landing is assured:

12. Flaps – As required (if left hydraulic system is operative).
13. Speed brakes – As required (if right hydraulic system is operative).
END

TO 1A-10C-476CL-1
• During single-engine operation, failure to use sufficient rudder can

result in large sideslip angles and yaw rates. Large sideslip angles will
produce excessive drag, loss of airspeed, and excessive sink rates. It is
critical to maintain coordinated flight using the rudders and slight bank
into the good engine to prevent sideslip buildup during single-engine
situations. If altitude and the situation permit, power reduction on the
good engine may be required to arrest excessive yaw buildup. If
sideslip is not arrested, it is possible to create a condition where the
yaw rate becomes so large that there is insufficient rudder available to
correct the sideslip, and the aircraft can depart controlled flight.
Increased power settings must be led by timely and coordinated rudder
inputs.
• Flight tests show a significantly higher rudder force is required to

maintain controlled flight following the failure of a right engine as
opposed to the failure of a left engine. The additional force required
varies, but has been measured to be as high as 100 pounds. The onset
rate is rapid and occurs when the right hydraulic system depressurizes,
about the same time that the slats extend. Use of rudder trim may be
necessary to relieve excessive rudder pressure.
• Under normal single-engine approach conditions, best single-engine

climb speed is approximately:
• Gear down - Single-engine approach speed minus 10 KIAS.
• Gear Up - Single-engine approach speed.

TO 1A-10C-476CL-1
SINGLE-ENGINE GO-AROUND
1. Throttle - MAX.
2. Landing gear - UP (if left hydraulic system is available).
3. External stores - Jettison (if required).
4. FUEL FLOWS - OVERRIDE (if required).
END

TO 1A-10C-476CL-1
• It may take up to 110 seconds to regain usable engine power after

initiation of APU start and subsequent engine start. At low altitude, a
30,000 pound A-10 flown at best glide speed will descend
approximately 3,700 feet in 110 seconds. Best glide speed at 30,000
pounds: 140 KIAS, add (or subtract) 2 KTS/1,000 pounds above (or
below) 30,000 pounds.
• Jettisoning external ordnance will reduce gross weight and may

increase glide distance.
In certain situations, flight into the engine disturbance area, with the
throttles in idle, may cause the engines to stagnate at idle core RPM
without engine overtemp. This condition will not cause a MASTER
CAUTION light and the best course of action may be to leave one
engine running, shut down other engine to clear stall/stagnation, and
perform single-engine restart using APU. If engine is stalled/stagnated at
idle, there will be hydraulics available to power flight controls.
Aileron float up normally induces an aircraft pitch change which can be

nose up or nose down depending on aircraft cg, elevator trim tab setting,
power setting, and flap position. The pitch change intensity varies and is
dependent on aileron float up rate, airspeed and altitude, and can range
from minus 2.0 to plus 6.8 g’s during transition.
Cool engine until the ITT is below 150° C. Attempting restart with ITT
above 150° C will result in overtemp and may damage the engine to the
extent that usable power will not be available.

TO 1A-10C-476CL-1
DOUBLE-ENGINE FAILURE
1. THROTTLES - OFF.
2. APU - START.
3. FLIGHT CONTROLS - MAN REVERSION.
4. LEFT ENGINE - MOTOR.
CON’T

TO 1A-10C-476CL-1
Actuation of the ignition sequence between the time the APU switch is
moved to START and the APU RPM reaches 60% may preclude
ignition signals from reaching the engine. If ignition does not occur, stop
the ignition attempt and reinitiate the ignition sequence after the APU
RPM has reached 60% or greater.
The throttle must be positioned against IDLE stop in order to obtain

APU-assisted engine starts. If the throttle is moved forward of IDLE, the
ATS control valve will close and ignition is terminated after 30 seconds.
APU generator should be turned on after APU comes up to speed to

provide electrical power for hydraulic pump cooling.
5. LEFT ENGINE - START (ITT will rise within 20 seconds).
If left engine start is successful: If left engine start is unsuccessful:

6. Flight controls - NORM. 6. Left throttle - OFF.
7. Left engine - NORM. 7. Left engine - NORM.
8. Left throttle - MAX. 8. Crossfeed - CROSSFEED.
9. APU generator - PWR. 9. Right engine - MOTOR.
10. Refer to SINGLE-ENGINE 10. Right engine - START.
RESTART 11. Flight controls - NORM.
12. Right engine - NORM.
13. Right throttle - MAX.
14. APU generator - PWR.
15. Refer to SINGLE-ENGINE
RESTART or SINGLE-
ENGINE LANDING.
END

TO 1A-10C-476CL-1
Attempt only if ejection is not possible.
Pitch response becomes extremely degraded as aircraft enters ground

effect below 50 feet AGL. Flare must be initiated prior to passing 200
feet AGL to arrest sink rate before entering ground effect.
Time from high key to touchdown will be approximately 2 minutes.

Wind effects must be considered early in the pattern; for example, a 10-
knot headwind will cause the touchdown point to move approximately
2,000 feet short of no-wind touchdown point.
Speeds shown are for aircraft gross weight of 30,000 pounds. Increase
all speeds 2KIAS for each 1,000 pounds over 30,000 pounds gross
weight.
FLAMEOUT LANDING
2. AUX LG EXT handle - PULL (gear may take up to 30 seconds
to extend).
3. Emergency brake handle - PULL.
4. High key - Gear down to 160 KIAS minimum (approximately
6,500 to 7,000 feet AGL).
5. Low key - 160 KIAS minimum (approximately 3,500 to 4,000
feet AGL).
6. Base key - 160 KIAS minimum (approximately 2,000 to 2,500
feet AGL). Plan final turn to touchdown at 1/3 point on runway.
7. Final approach - 150 KIAS minimum (wings level at or above
500 feet AGL).
END

TO 1A-10C-476CL-1
FLIGHT CONTROL EMERGENCIES
Table of Contents
PITCH/YAW SAS DISENGAGEMENT ................................................... 78
STRUCTURAL DAMAGE CHECK ......................................................... 79
CONTROLLABILITY CHECK ................................................................. 81

TO 1A-10C-476CL-1
PITCH/YAW SAS DISENGAGEMENT

If PITCH SAS and/or YAW SAS caution light comes on in flight:
If pitch SAS disengaged: If yaw SAS disengaged:

1. Pitch SAS – RE-ENGAGE 1. Yaw SAS - RE-ENGAGE
one channel at a time. If two- one channel at a time. If two-
channel engagement cannot channel engagement cannot be
be maintained, leave pitch maintained, engage operable
SAS off. channel if yaw damping and
yaw trim are desired.
2. NMSP - SELECT either HARS
or EGI, then attempt to engage
both channels. If two-channel
engagement cannot be
maintained, engage operable
channel if yaw damping and
yaw trim are desired.
END

TO 1A-10C-476CL-1
STRUCTURAL DAMAGE CHECK

If there is damage, confirmed or suspected, to hydraulic lines or wing
structure:
1. Minimize g loading and attain a safe altitude.

2. Flap emergency retract switch - EMER RETR.
3. Speed brake emergency retract switch - EMER RETR.
4. LAND GEAR circuit breaker - Pull (second row down, far right).
5. Perform appropriate selective or emergency jettison procedures, as
required.
If both hydraulic systems fail:
6. Accomplish DUAL HYDRAULIC SYSTEM FAILURE.
If one hydraulic system fails: If yaw SAS disengaged:

7. SAS/Anti-Skid Paddle - 7. Flap emergency retract
Off. switch - AFT.
8. Pitch SAS - Leave OFF. 8. Speed brake emergency
9. Yaw SAS switch (operable retract switch - AFT.
channel) - Engage (if desired). 9. LAND GEAR circuit
10. Perform a breaker - Reset (second
CONTROLLABILITY row down, far right).
CHECK. 10. Perform a
CONTROLLABILITY
CHECK.
END

TO 1A-10C-476CL-1
• If aircraft has structural damage, artificial stall warning devices, AOA,

and pitot static system may not be reliable.
• If aircraft has structural damage, flight characteristics may be altered.

It is important to determine the actual flight characteristics and amount
of control authority available before attempting to recover the aircraft.
• If a usable landing configuration is unlikely, consideration should be

Given to landing all gear up (see LANDING GEAR EMERGENCIES).
• If structural damage is suspected or confirmed in the nosewheel well

(e.g. catastrophic gun malfunction), consideration should be given to
the possibility of nose gear extension malfunction or engine damage
due to FOD.
• With the LANDING GEAR circuit breaker open, normal brakes, anti-
skid, and nosewheel steering will be inoperative. Pulling the emergency
brake handle will provide braking capability.
• If damage resulted in right hydraulic system failure, pulling the

emergency brake handle will provide a minimum of five brake
applications.
With the LANDING GEAR circuit breaker reset, normal braking, anti-
skid, and nosewheel steering are regained for landing.

TO 1A-10C-476CL-1
CONTROLLABILITY CHECK
1. Attain safe altitude (minimum 5,000 AGL, if possible).
2. Reduce gross weight, if practical.
3. While slowing to less than 185 KIAS, check roll, pitch, and yaw
authority.
a. Perform series of turns not to exceed 30° bank using normal
rudder inputs.
b. Check pitch response up to ±10°.
c. Check yaw response up to ±5°.
4. Prior to commencing recovery while still at safe altitude, maintain
level flight, and make a series of turns duplicating the pattern and
control inputs that will be used to recover the aircraft.
5. Decide on landing configuration. If landing gear down desired:
If damage to the hydraulic lines or If damage is away from the main

wing structure is confirmed or landing gear or rear wing area
suspected: AND left hydraulic is available:
6. LAND GEAR circuit 6. LAND GEAR circuit
breaker - Pull, if not breaker - Reset, if not
previously previously accomplished
accomplished (second (second row down, far
row down, far right). right).
7. Landing gear handle - 7. Landing gear handle -
DOWN. DOWN.
8. AUX LG EXT handle - 8. Flaps - As required.
Pull. 9. Anti-Skid - ANTI-SKID
9. AUG LG EXT handle - (Proceed to Step 11.)
Push in (when landing
gear indicates safe).
10. Emergency Brake Handle
- Pull.
CON’T

TO 1A-10C-476CL-1
Touchdown speed is ten knots below computed final approach speed for
normal, no-flap, and single engine configurations. Final approach (gear
down) airspeed is based on 30,000 lbs. total landing gross weight. For
each additional 1,000 lbs. of fuel:
• Add 2 knots to 130 KIAS for normal.

• Add 2 knots to 140 KIAS for no-flap.
• Add 1 knot to 150 KIAS for single-engine.
Main wheel tire ground rating 165 knots. If landing is attempted with
touchdown speed higher than 165 knots, tire failure may occur.
11. Gradually slow aircraft to desired touchdown airspeed, or to

minimum airspeed at which approximately one-half the available
control in an axis is required to maintain altitude in wing level flight.
If the aircraft can be controlled at speeds below the gear and flap
limit speed, recovery is possible.
12. Maintain landing configuration and fly at 20 KIAS above the

minimum control or desired touchdown speed (whichever is higher)
on final approach until landing is assured.
If landing is not possible, refer to EJECTION
END

TO 1A-10C-476CL-1
LANDING GEAR EMERGENCIES
Table of Contents
NOSEWHEEL STEERING MALFUNCTION .......................................... 84
NORMAL BRAKE FAILURE ................................................................... 84
ANTI-SKID FAILURE .............................................................................. 85
TIRE FAILURE DURING TAKEOFF ...................................................... 86
BLOWN TIRE ............................................................................................ 86
LANDING GEAR RETRACTION FAILURE .......................................... 87
UNSAFE GEAR DOWN INDICATION ................................................... 88
LANDING GEAR ALTERNATE EXTENSION ....................................... 89
GEAR SAFE (AFTER LANDING GEAR ALTERNATE EXTENSION) 90
GEAR UNSAFE (AFTER LANDING GEAR ALTERNATE
EXTENSION) ............................................................................................. 91
ALL GEAR REMAIN UP (AFTER LDG GEAR ALT EXT) ................... 92
ALL GEAR DOWN, BUT INDICATE UNSFAFE (AFTER LANDING
GEAR ALTERNATE EXTENSION)........................................................ 93
LANDING WITH GEAR NOT DOWN..................................................... 94
ALL GEAR UP ........................................................................................... 96
NOSE SAFE, BOTH MAINS UNSAFE .................................................... 98
NOSE SAFE, ONE MAIN UNSAFE ....................................................... 100
NOSE UNSAFE, BOTH MAINS SAFE .................................................. 102
NOSE UNSAFE, ONE MAIN SAFE ....................................................... 104
NOSE UNSAFE, ONE MAIN SAFE WITH OUTBOARD STORE ....... 106

TO 1A-10C-476CL-1
Nosewheel steering loss may be an indication of normal brake failure.
• Release brake pedal pressure prior to selecting emergency brakes.

Failure to release brake pedal pressure may cause wheels to lock.
• Loss of braking can result from an electrical malfunction in landing

gear control valve circuitry. If this occurs, there will be no caution light
or gauge indication, and normal brakes, anti-skid, and nosewheel
steering will be inoperative.
• If either or both weight-on-wheels squat switches do not arm (i.e.

compress due to weight on wheels) or malfunction, brake pedal
pressure may feel normal, even though brake pressure is not supplied
to the wheels. The Emergency Brake handle must be pulled to obtain
braking action.
Landing distances may increase without anti-skid.
NOSEWHEEL STEERING MALFUNCTION

If nosewheel vibration, shimmy, or control problems are experienced:
1. Stop aircraft.
END
NORMAL BRAKE FAILURE

1. Emergency brake handle - PULL (full aft).
END

TO 1A-10C-476CL-1
ANTI-SKID FAILURE
1. Anti-skid - OFF.
2. Anti-skid - Engage.
If Anti-skid does not engage or Anti-skid Caution light remains

illuminated:
3. Anti-skid OFF.
END

TO 1A-10C-476CL-1
Airspeed - Maintain below 185 KIAS to prevent inadvertent retraction

of flaps from the Q sensor.
TIRE FAILURE DURING TAKEOFF

If takeoff aborted: If takeoff continued:
1. EAC/SAS/Anti-skid 1. Do not retract gear or
emergency disconnect lever flaps.
(blown tire) –Depress. 2. Refer to BLOWN TIRE
2. Use rudder, steering, and
brakes to maintain directional
control.
END
BLOWN TIRE
1. Anti-skid - OFF (blown main).
2. Land on side of runway away from malfunction.
3. Use rudder, nosewheel steering, and brakes to maintain directional
control.
END

TO 1A-10C-476CL-1
If landing gear cannot be raised, it could indicate an electrical

malfunction in landing gear control valve circuitry. If this is the case,
landing gear circuit breaker may or may not be open. Landing gear
circuit breaker should be reset if possible. Use caution on landing, as
normal brakes, anti-skid, and nosewheel steering may not be available.
Emergency braking can be obtained by pulling emergency brake handle.
LANDING GEAR RETRACTION FAILURE

1. Airspeed - Maintain below 200 KIAS.
3. LAND GEAR circuit breaker - Check closed.
4. AUX LG EXT handle - Check closed.
END

TO 1A-10C-476CL-1
• If all three indicators show safe, but the horn and the red light in the
handle are on, the gear is down and locked.
• The only positive in-flight indication that the nose gear is down and
locked is an operational landing/taxi light and/or nose gear indicator
light illuminated.
• Reference marks on the landing gear are not reliable indications that
the gear are down and locked.
UNSAFE GEAR DOWN INDICATION

Maintain airspeed below 200 KIAS.
1. Signal lights switch - BRT.
2. Signal lights lamp test button - Depress.
3. LAND GEAR circuit breaker - Recycle, open to close (second
row down, far right).
4. Left hydraulic pressure - Check.
5. Check for damage and gear position. Use any means possible
(visual, wingman, tower, etc.).
If hydraulic pressure is good and there is no damage:

6. Gear handle - Recycle UP, then DOWN.
7. Airspeed - increase to 200 KIAS and induce positive/negative g’s
and/or roll/yaw moments. If landing gear remains unsafe, perform
LANDING GEAR ALTERNATE EXTENSION.
END

TO 1A-10C-476CL-1
To optimize the Landing Gear Alternate Extension, start the procedure

with the gear up.
Minimize use of flight controls and flaps whenever auxiliary landing

gear extension handle is in out position and left hydraulic system
pressure is present to avoid left hydraulic system pump cavitation.
It may take up to 30 seconds for the gear to extend and lock.
LANDING GEAR ALTERNATE EXTENSION

1. Airspeed - 200 KIAS or below.
2. GEAR handle - Up (If left hydraulic system pressure is available
and there is no structural damage).
3. LAND GEAR circuit breaker - OPEN (if left hydraulic system
pressure is available).
4. Gear handle - DOWN (if possible).
5. AUX LG EXT handle - PULL.
If Gear is Safe: If Gear is Unsafe:

6. If Gear Safe, refer to 6. If Gear Unsafe, refer to
GEAR SAFE (AFTER GEAR UNSAFE (AFTER
LANDING GEAR LANDING GEAR
ALTERNATE ALTERNATE EXTENSION)
EXTENSION)
END

TO 1A-10C-476CL-1
If gear failed to extend normally with left hydraulic system pressure

available, and alternate extension is successful, landing gear control
valve may be stuck in neutral position or receiving an improper up
signal. Leave LAND GEAR circuit breaker open. Normal brakes,
nosewheel steering, and anti-skid will not be available, and emergency
brakes must be used. There is no indication if valve has failed.
GEAR SAFE (AFTER LANDING GEAR

ALTERNATE EXTENSION)
1. AUX LG EXT handle - Push in.
2. EMER BRAKE handle - Pull (nosewheel steering, anti-skid, and
normal braking will not be available).
3. Monitor right hydraulic system pressure, and land.
END

TO 1A-10C-476CL-1
With the gear still in the wheel well, having the handle pulled will keep
the gear uplocks open, allowing the gear to more likely fall during g-
loading. C 2 Avoid overflight of populated areas in order to minimize
potential collateral damage due to dropped objects.
• If gear indicates safe, perform GEAR SAFE (AFTER LANDING

GEAR ALTERNATE EXTENSION)
• If all gear remain up, perform ALL GEAR REMAIN UP (AFTER

LDG GEAR ALT EXT).
• If all gear are down, but indicate unsafe, perform ALL GEAR
DOWN, BUT INDICATE UNSAFE (AFTER LANDING GEAR
ALTERNATE EXTENSION).
• If any gear does not visually appear full down, perform LANDING
WITH GEAR NOT DOWN procedure.
GEAR UNSAFE (AFTER LANDING GEAR

If visual indication verifies that gear is not full down:
1. AUX LG EXT handle - Push in (If ALL gear have dropped from
the well).
2. Sequentially increase airspeed to 200/250/300KIAS, and aggressively
induce positive and negative g’s and/or yaw/roll moments.
END

TO 1A-10C-476CL-1
Allow at least 15 seconds between stowing the auxiliary landing gear

extension handle and closing the LAND GEAR circuit breaker, to avoid
hydraulic pump cavitation.
ALL GEAR REMAIN UP (AFTER LDG GEAR

ALT EXT)
If all gear remain full up:
After 15 seconds:
2. LAND GEAR circuit breaker - Close.
3. GEAR handle - Up (If handle will not go up, use downlock override).
4. LAND GEAR circuit breaker - Cycle Open, then close.
5. Gear handle - Down (It may be necessary to repeat steps
3 thru 5).
If any gear still does not appear If all gear are down but any
full down: indicate unsafe:
6. Perform LANDING 6. Perform ALL GEAR
WITH GEAR NOT DOWN, BUT INDICATE
DOWN UNSAFE (AFTER
LANDING GEAR
END

TO 1A-10C-476CL-1
ALL GEAR DOWN, BUT INDICATE UNSFAFE

(AFTER LANDING GEAR ALTERNATE
EXTENSION)
If all gear visually appear down, but indicate unsafe:
1. Gear handle - Check down.
After 15 seconds:
3. LAND GEAR circuit breaker - Close.
4. EMER BRAKE handle - Push in (if left hydraulic system pressure
is available).
5. Anti-skid switch - ANTI-SKID (if left hydraulic system pressure
is available).
6. If no damage is apparent and left hydraulics are normal, recycle
gear as last resort.
7. Reduce gross weight to lowest practical.
8. Review procedures for potential configuration after touchdown.
9. Flaps - 20 degrees (if possible).
10. Speed brakes - 40% (if possible).
11. Lower visor, lock shoulder harness, and stow loose items.
12. Fly straight-in approach.
13. After landing, stop straight ahead.
14. Maintain idle power on left engine while gear pins are installed.
Ensure ground personnel are clear before left engine shutdown.
END

TO 1A-10C-476CL-1
LANDING WITH GEAR NOT DOWN

If any gear does not appear full down after performing UNSAFE
GEAR DOWN INDICATION and LANDING GEAR ALTERNATE
EXTENSION procedures:
1. Have arresting gear cables removed from landing area.
2. If possible, retract landing gear using the following steps:
a. AUX LG EXT handle - Push in.
After 15 seconds:
b. LAND GEAR circuit breaker - Close.
c. Landing gear handle - Up.
3. Jettison armament and self-protection flares (retain racks and inert
stores).
4. Burn off excess fuel.
5. EMER BRAKE handle - Pull.
6. Speed brakes - 40% (if available).
7. Flaps - 20° (if possible).
8. Lower visor, lock shoulder harness, and stow loose items.
9. Fly shallow approach (2°) at normal airspeed.
10. Touchdown at minimum sink rate.
If all gear are up: If all gear are not up:

11. Perform ALL GEAR UP 11. Gear handle - DOWN;
perform procedure for
applicable configuration.
END

TO 1A-10C-476CL-1
If the decision is made not to eject, landing with all gear up is most
desirable means of recovering rather than landing with abnormal gear
configurations.
Vertical stabilizers will probably touch first.
• Only 80 percent speed brakes available.
• Speed brakes and flaps will not contact runway.
• Landing roll is increased significantly without speed brakes.
Although the thrust of each engine at idle is approximately 500 lbs, this
is offset by brake availability and increased rudder control with engines
operating.
• Use light pressure for directional control, moderate pressure to slow

aircraft.
• Anti-skid is not available.
• Throttles should be cut off if runway departure is imminent.
• A minimum of five full brake applications are available after engine

shutdown.
More rudder pedal pressure is required to maintain directional

control after engine shutdown.

TO 1A-10C-476CL-1
ALL GEAR UP
After touchdown:
1. Speed brakes - FULL OPEN.
2. Throttles - IDLE.
3. Stick - FULL AFT.
4. Wheel brakes - Light to moderate pressure to ensure aircraft stays
on prepared surface.
5. Throttles - OFF (if required).
After stopping:
6. Perform EMERGENCY GROUND EGRESS.
END

TO 1A-10C-476CL-1
If nose-wheel steering is not available, rudder effectiveness will provide

limited directional control. Departing prepared surface is probable.
Results of actual experience and computer simulation indicate, if the

decision is made not to eject, landing with all gear up is most desirable
means of recovering rather than landing with abnormal gear
configurations.
POINTS OF CONTACT: Nose gear and vertical stabilizer

(nonjettisonable stores will not contact runway).
• Fly a shallow approach controlling aircraft to the runway allowing tail

to settle on ground slowly.
• Touchdown on upwind side of runway.
• After touchdown, aircraft will drift downwind.
• Nose wheel steering may be available after touchdown if engaged with

left hydraulic pressure.

TO 1A-10C-476CL-1
NOSE SAFE, BOTH MAINS UNSAFE
After touchdown:
1. Throttles - OFF.
After stopping:
END

TO 1A-10C-476CL-1
• Results of actual experience and computer simulation indicate, if the

configurations.
• At touchdown, wing with unsafe main gear will drop almost

immediately.
• POINTS OF CONTACT: Nose gear, extended main gear, vertical

stabilizer, and outboard pylon on gear up side. • Weather vaning into
wind is not a significant factor in maintaining directional control.
Aircraft tends to be blown downwind; therefore, if runway selection is
an option, crosswind should be from side of unsafe main gear. • Drag
from wingtip and vertical stabilizer is significant. Plan landing on side
of runway corresponding to safemain gear.
Throttles should be cut off if runway departure is imminent.
A minimum of five full brake applications is available after engine

shutdown.

TO 1A-10C-476CL-1
NOSE SAFE, ONE MAIN UNSAFE
After touchdown:
1. Throttles – IDLE.
2. Wheel brake - AS REQUIRED to maintain directional control.
3. Throttles - OFF.
END

TO 1A-10C-476CL-1
If the decision is made not to eject, landing with all gear up is most
desirable means of recovering rather than landing with abnormal gear
configurations.
• POINTS OF CONTACT: Both main gears and gun barrel.
• Touchdown on runway centerline.
• If possible, reduce weight below 30,000 pounds, induce aft cg by

crossfeed and expending ammo and stores.
• With less than 375 pounds of ammo/casings, fuel can be evenly

distributed.
• With more than 375 pounds of ammo/casings, aft fuel must exceed
forward fuel by 1,000 pounds. Gross weight should be at an absolute
minimum.
• Use the following weight figures to compute the ammo/casing weight:

Live rounds - 1.5 pounds each
Empty casings - 0.5 pound each.
Directional control will be difficult using differential brakes. Pilot

induced oscillations may occur.

TO 1A-10C-476CL-1
NOSE UNSAFE, BOTH MAINS SAFE
After touchdown:
2. Following touchdown, smoothly lower the nose to the runway
prior to loss of elevator effectiveness.
3. Wheel brakes - Light applications, as required to maintain directional
control.
After stopping:
4. Throttles - OFF.
END

TO 1A-10C-476CL-1

configurations.
• At touchdown, wing with unsafe main gear and nose will drop almost
immediately.
• POINTS OF CONTACT: Extended main gear, unsafe main gear, and

vertical stabilizer.
• Land on side of runway with extended main gear and crosswind from
Side with unsafe main gear.
• If possible, reduce weight and induce aft CG by crossfeed, expending

ammo, and stores jettison. An aft CG should be more directionally
stable by induced drag on vertical stabilizer contacting the runway.
Wheel brake will be sensitive due to vertical stabilizer dragging. Pilot

induced oscillations may occur. Directional control should be sufficient
to keep aircraft on runway.

TO 1A-10C-476CL-1
NOSE UNSAFE, ONE MAIN SAFE
After touchdown:
2. Wheel brake – AS REQUIRED for directional control
After stopping:
3. Throttles - OFF.
END

TO 1A-10C-476CL-1

configurations.
• At touchdown, wing with unsafe main gear and nose will drop almost
immediately.
• POINTS OF CONTACT: Extended main gear, unsafe main gear, and

vertical stabilizer.
• Land on side of runway with extended main gear and crosswind from
side with unsafe main gear.
• If possible, reduce weight and induce aft CG by crossfeed, expending

ammo, and stores jettison. An aft CG should be more directionally
stable by induced drag on vertical stabilizer contacting the runway.
Wheel brake will be sensitive due to vertical stabilizer dragging. Pilot

induced oscillations may occur. Directional control should be sufficient
to keep aircraft on runway.

TO 1A-10C-476CL-1
NOSE UNSAFE, ONE MAIN SAFE WITH

OUTBOARD STORE
After touchdown:
1. Throttles – IDLE.
2. Wheel brake – AS REQUIRED for directional control
After touchdown:
3. Throttles – OFF.
END

TO 1A-10C-476CL-1
MISCELLANEOUS EMERGENCIES
Table of Contents
HARS FAILURE ...................................................................................... 108
EGI FAILURE .......................................................................................... 110
CDU FAILURE ........................................................................................ 113
CICU FAILURE ....................................................................................... 114

TO 1A-10C-476CL-1
HARS FAILURE
If HARS is the operating attitude reference (HARS ▲ light on NMSP on)
and the HARS caution light comes on with one or both hydraulic power
systems available, yaw damping and trim can be restored.
If EGI is operating: If EGI is not operating:

1. NMSP - Select EGI. 1. AAP - CDU switch - OFF.
2. YAWSAS - Reengage 2. AAP - EGI switch - OFF.
applicable channel(s). 3. HARS/SAS - OVERRIDE.
4. YAWSAS - Reengage
applicable channel(s).
END

TO 1A-10C-476CL-1
• When the EGI fails or is turned off, disregard the steer point ID, steer
Point database and number, distance to steer point, actual TTG, and
delta time displayed on the HUD.
• If performing an instrument approach using EGI for attitude source and

the NAV Caution light comes on, select HARS and consider a missed
approach.
• If EGI fails, the EGI light on the NMSP, if selected, will go out and the
HARS ▲ light will light (indicating HARS is attitude source) if HARS
is available; and STR PT or ANCHR, if selected, will disengage.
• If HARS is available, HSI and ADI steering can be driven by ILS,

ADF, TCN, or TISL.
• When the EGI fails or is turned off (with the CDU operational), the
HUD displays the corrected HARS magnetic heading (correction based
on time that EGI failed or was turned off), if EGI INS was in NAV
mode when EGI failed or was turned off. If EGI INS was not in NAV
mode when EGI failed or was turned off, the HUD displays the
uncorrected magnetic heading.

TO 1A-10C-476CL-1
EGI FAILURE
1. NMSP - Verify HARS ▲ light on.
2. CDU - Verify EGI FAIL annunciation is displayed.
3. CDU - RESET.
a. Select SYS FSK.
b. Select RESET LSK.
c. If EGI status is N or F, press EGI LSK.
If this corrects the problem, reselect EGI and configure NMSP as

desired. If not corrected, continue to step 4.
CON’T

TO 1A-10C-476CL-1
• When the EGI is turned off, disregard the steer point ID, steer point
database and number, distance to steer point, actual TTG, and delta
time displayed on the HUD.
• When the EGI is turned off (with the CDU operational), the HUD
displays the corrected HARS magnetic heading (correction based on
time that EGI was turned off), if EGI INS was in NAV mode when EGI
was turned off. If EGI INS was not in NAV mode when EGI was
turned off, the HUD displays the uncorrected magnetic heading.
• This action will cause an in-flight alignment to be initiated, if aircraft is

in the air or on the ground and moving. If aircraft is on the ground and
not moving, this action will cause an EGI INS ground alignment
(aircraft’s present (initial) position may have to be entered).
• An in-flight alignment requires that the aircraft be flown straight and

level in unaccelerated flight prior to initiation of an in-flight alignment,
and until a steady asterisk is displayed next to INFLT on ALIGN Page.
• If aircraft cannot be flown straight and level in unaccelerated flight

prior to and during in-flight alignment until a steady asterisk is
displayed next to INFLT, it is recommended that another in-flight
alignment be initiated using INFLT line select key on the ALIGN Page
when aircraft can be flown straight and level in unaccelerated flight.
• Override the automatic alignment by depressing the LAST POS LSK

on the ALIGN Page. The EGI aligns to the last position stored in EGI.
If EGI status remains N or F:

4. AAP - EGI switch to OFF for at least 10 seconds, then set EGI
switch to ON. If this corrects the problem, reselect EGI and/or
STR PT or ANCHR, as desired.
END

TO 1A-10C-476CL-1
• When the CDU fails or is turned off, disregard the steer point ID, steer
point database and number, distance to steer point, actual TTG, delta
time, altitude, airspeed, and magnetic heading displayed on the HUD.
• When the CDU fails, STR PT or ANCHR on the NMSP, if selected,

will disengage. The HSI mag heading, ADI pitch and roll, the HUD
pitch and roll, will continue to be provided by HARS or EGI as
previously selected. All EGI steering information presented on the HSI,
ADI, and HUD will be lost or invalid.
• HSI and ADI steering can be driven by ILS, ADF, TCN, or TISL as
selected by the NMSP.
• When the CDU fails, the CDU screen will freeze, become blank, show
a flashing DISPLAY FAILURE, MBC FAIL, ADA FAIL, or
HARDWARE FAIL message.
• Cycling power to the CDU for more than 3 seconds will cause any
modified or created waypoints, flight plans, or LASTE pilot
preferences and weapons data to be lost.
• This action will not initiate an EGI INS alignment if EGI INS is in
NAV or NARF mode.
• HUD altitude and airspeed will not be available until the completion of
the CDU startup BIT test.

TO 1A-10C-476CL-1
CDU FAILURE
1. AAP - Set CDU switch to OFF for at least 4 seconds.
2. AAP - Set CDU switch to ON.
3. If this corrects the problem, upon completion of CDU startup BIT test
and DTC upload (if DTC inserted and locked), CDU will be
configured to original turn-on defaults. Reconfigure CDU for mission
requirements (select next steer point, steering modes, etc., as
required). If no DTC, reenter mission initialization parameters.
4. Select desired operating modes on NMSP when alignment is
complete.
END

TO 1A-10C-476CL-1
CICU FAILURE
If CICU caution light is on:
1. CDU - Check for CICU NOT READY annunciation.
2. AAP - Set PAGE switch to OTHER.
3. CDU - Depress SYS key.
4. CDU (System Page) - Check for CICU Status - N.
5. MFCD - Select System Status Page (STAT).
6. MFCD (System Status Page) - Toggle OSBs 19/20 until CICU legend
is displayed between OSBs 19 and 20.
7. MFCD - Depress OSB 6 (RESET) to reset CICU.
If CICU caution light stays on:

8. AHCP - Set TGP to OFF.
9. AHCP - Set CICU to OFF for at least 5 seconds.
10. AHCP - Set CICU to ON.
If CICU caution light still on:

11. CICU Failure.
If CICU caution light goes out:

12. CICU will perform BIT and initialization (from DTC if DTC
inserted and locked). Reconfigure CICU for mission as necessary.
END

TO 1A-10C-476CL-1
PERFORMANCE DATA
Table of Contents
ROTATION AND TAKEOFF SPEED ......................................... 116

TAKEOFF INDEX ........................................................................ 117
SINGLE-ENGINE RATE OF CLIMB AT TAKEOFF SPEED .... 118
TAKEOFF GROUND RUN FLAPS 7°......................................... 119
REFUSAL SPEED......................................................................... 120
CONTINUATION SPEED ............................................................ 121
WHEEL BRAKE ENERGY LIMIT SPEED................................. 122
BEST SINGLE-ENGINE RATE OF CLIMB ............................... 123
CRUISE PARAMATERS AT SELECTED CRUISE SPEEDS .... 124
LANDING INDEX ........................................................................ 125
LANDING GROUND ROLL DISTANCE (SPEED BRAKES
OPEN 100%) ................................................................................. 126
LANDING GROUND ROLL DISTANCE (SPEED BRAKES
CLOSED) ....................................................................................... 127

TO 1A-10C-476CL-1
ROTATION AND TAKEOFF SPEED

TO 1A-10C-476CL-1
TAKEOFF INDEX

TO 1A-10C-476CL-1
SINGLE-ENGINE RATE OF CLIMB AT

TAKEOFF SPEED

TO 1A-10C-476CL-1
TAKEOFF GROUND RUN FLAPS 7°

TO 1A-10C-476CL-1
REFUSAL SPEED

TO 1A-10C-476CL-1
CONTINUATION SPEED

TO 1A-10C-476CL-1
WHEEL BRAKE ENERGY LIMIT SPEED

TO 1A-10C-476CL-1
BEST SINGLE-ENGINE RATE OF CLIMB

TO 1A-10C-476CL-1
CRUISE PARAMATERS AT SELECTED

CRUISE SPEEDS
DATA BASIS: A.F. FLIGHT TEST

Standard Day
DATE: 30 NOVEMBER 1982
DRAG INDEX = 0
ENGINES: (2) TF-34GE-100A

TO 1A-10C-476CL-1
LANDING INDEX

TO 1A-10C-476CL-1
LANDING GROUND ROLL DISTANCE (SPEED

BRAKES OPEN 100%)

TO 1A-10C-476CL-1
LANDING GROUND ROLL DISTANCE (SPEED

BRAKES CLOSED)

TO 1A-10C-476CL-1
APPENDEX A
LAUNCH FLIGHT CONTROL CHECK PROCEDURES
1. Flaps:
a. 7%.
b. Full Down.
c. Full Up.
2. Speedbrakes:
a. Open partial.
b. Full open.
c. Cycle ailerons.
d. Full closed.
3. Flight Controls:
a. Ailerons Left up – Right Down.
b. Ailerons Right up – Left Down.
c. Elevators up.
d. Elevators down.
f. Rudders Right.
g. Rudders Left.
4. SAS:
a. Anti-skid switch – Check
b. SAS switches – ENGAGE.
c. Monitor test switch – L (hold). Check all SAS switches
disengage. (Left rudder should “kick” left)
d. SAS switches – ENGAGE.
e. Monitor test switch – R (hold). Check all SAS switches
disengage. (Right rudder should “kick” right)
f. SAS switches – ENGAGE.
g. Pitch trim compensator – Check. Open speed brakes to
40%. Crew chief verifies elevator trailing edge moves
down approximately 1 inch. Close speed brakes and note
elevator moves up.

TO 1A-10C-476CL-1
5. Trim:
a. Ailerons Left up – Right Down.
b. Ailerons Right up – Left Down.
c. Elevators up.
d. Elevators down.
f. Rudders Right.
g. Rudders Left.
6. Emergency Trim:
a. Ailerons Left up - Right Down.
b. Ailerons Right up - Left Down.
c. Elevators up.
d. Elevators down.
7. Takeoff Trim - In the Green.

TO 1A-10C-476CL-1
APPENDEX B
RECOVERY PROCEDURES
1. Taxi into spot:

a. Flaps - Full Down.
b. Speed brakes - Full Open.
2. When Stopped on spot:
a. Flaps - Full Closed.
b. Speed brakes - Full Closed.
3. Shutdown #1 Engine*:
a. Cycle primary flight controls (ailerons, elevators, rudders).
4. Shutdown #2 Engine*
*Follow shutdown procedures as outlined in Normal Procedures,

ENGINE SHUTDOWN section.

DCS A-10c Warthog Checklist

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DCS A-10c Warthog Checklist

Uploaded by

Copyright:

Available Formats

TO 1A-10C-476CL-1

FLIGHT CREW CHECKLIST

476th vFIGHTER GROUP SERIES

DISTRIBUTION STATEMENT – For public release. Any questions should be

PUBLISHED UNDER AUTHORITY OF THE 476th vFG COMMAND STAFF

17 November 2017 CHANGE 12 2

NORMAL PROCEDURES ............................................................... 4

17 November 2017 CHANGE 12 3

LAUNCH COCKPIT SETUP ....................................................................... 5

17 November 2017 CHANGE 12 4

LAUNCH COCKPIT SETUP

1. Armament/ground safety override switch - SAFE (guard down).

17 November 2017 CHANGE 12 5

1. Landing gear handle - DOWN.

1. Electrical power controls - Set.

17 November 2017 CHANGE 12 6

8. Main air supply switch - SUPPLY

PRIOR TO ENGINE START

17 November 2017 CHANGE 12 7

 Normal brakes will be available if the left engine is started first.

17 November 2017 CHANGE 12 8

a. Anti-skid switch - ANTI-SKID.

After EGI INS alignment is complete:

17 November 2017 CHANGE 12 9

a. Rapidly move throttles (one at a time) from IDLE to MAX

When throttle is moved from IDLE-MAX-IDLE in 2 seconds or

b. Stabilize at IDLE for 10 seconds with throttle against IDLE

Maximum gross weight for taxiing is 46,000 lb.

17 November 2017 CHANGE 12 10

17 November 2017 CHANGE 12 11

17 November 2017 CHANGE 12 12

17 November 2017 CHANGE 12 13

After Clearing the Active Runway.

17 November 2017 CHANGE 12 14

19. Position lights - Flash.

17 November 2017 CHANGE 12 15

Post Air Refueling.

17 November 2017 CHANGE 12 16

17 November 2017 CHANGE 12 17

KY-58 (SECURE VOICE) OPERATION .................................................. 19

17 November 2017 CHANGE 12 18

KY-58 (SECURE VOICE) OPERATION

UHF Secure Transmission

KY-58 Power Down

17 November 2017 CHANGE 12 19

17 November 2017 CHANGE 12 20

All lights are on caution panel except where indicated otherwise.

◊ Caution light located on Emergency Flight Control Panel

17 November 2017 CHANGE 12 21

CAUTION LIGHT ANALYSIS

17 November 2017 CHANGE 12 22

• Refer to CICU FAILURE

17 November 2017 CHANGE 12 23

17 November 2017 CHANGE 12 24

17 November 2017 CHANGE 12 25

17 November 2017 CHANGE 12 26

17 November 2017 CHANGE 12 27

17 November 2017 CHANGE 12 28

17 November 2017 CHANGE 12 29

17 November 2017 CHANGE 12 30

CANOPY UNLOCKED LIGHT ON

If light goes off: If light goes on:

17 November 2017 CHANGE 12 31