Texan T6B NATOPS Flight Manual

AIR FORCE TO 1T-6B-1
NAVY NAVAIR A1-T6BAA-NFM-100
Flight Manual
USAF/USN SERIES T-6B AIRCRAFT
PN01D
101664AA.AI
REFER TO https://www.toindex-s.wpafb.af.mil/ FOR CURRENT STATUS OF FLIGHT MANUALS, SAFETY SUPPLE-

MENTS, OPERATIONAL SUPPLEMENTS, AND FLIGHT CREW CHECKLISTS.
This publication supersedes Interim Changes 003 and 004.
COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION OF ALL AIR
FORCE AND NAVY PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT.
Copyright 2012 HBI. ALL RIGHTS RESERVED. UNLIMITED RIGHTS - This data was developed pursuant to Contract Number FA8617-07-D-6151 with the US Govern-
ment. The US Government’s rights in and to this copyrighted data are as specified in DFAR 252.227-7013 which was made part of the above contract.
DISTRIBUTION STATEMENT D - Distribution authorized to Department of Defense and U.S. DoD contractors for Administrative or Operational Use only, 01 June 2009.
Other requests shall be referred to JPATS Branch, Wright-Patterson AFB, Ohio 45433-7211.
WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., 2751 et seq) or the Export Administration
Act of 1979, as amended (Title 50, U.S.C., App. 2401 et seq). Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with pro-
visions of DoD Directive 5230.25.
DESTRUCTION NOTICE - Destroy by any method that will prevent disclosure of the contents or reconstruction of the document.
Published Under Authority of the Secretary of the Air Force

Published by direction of Commander, Naval Air Systems Command
133-590066-0015 *0801LP1132202* 01 JUNE 2009

Change 3 01 DECEMBER 2012
SEE IC # 005
LIST OF EFFECTIVE PAGES INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
NOTE: The portions of the text affected by the changes are indicated by vertical lines in the
outer margins of the pages. Changes to illustrations are indicated by miniature pointing hands.
Changes to wiring diagrams are indicated by shaded areas.
Dates of issue for original and changed pages are:

Original....................0..................01 June 2009 Change.........1............15 June 2010
Change.....................2..................01 July 2011 Change.........3.............01 December 2012
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 528 CONSISTING OF THE FOLLOWING:
Page No. * Change No. Page No. * Change No. Page No. * Change No. Page No. * Change No.
Title ........................... 3 1-41 ............................ 1 1-97 - 1-98.................. 1 2-22 ............................ 3

A-B/(C blank).............. 3 1-42 ............................ 0 1-99 ............................ 2 2-23 ............................ 0
i - ii..............................0 1-43 ............................ 2 1-100 - 1-103.............. 1 2-24 ............................ 2
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(1-40.2 blank) ........ 2 1-95 - 1-96.................. 0 2-21 ............................ 2 5-3 .............................. 2
CURRENT PILOT’S ABBREVIATED

FLIGHT CREW CHECKLIST
TO 1T-6B-1CL-1 / NAVAIR A1-T6BAA-FCL-100
01 DECEMBER 2012
* Zero in this column indicates an original page.
A Change 3
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. LIST OF EFFECTIVE PAGES
Page No. * Change No. Page No. * Change No. Page No. * Change No. Page No. * Change No.
5-4 - 5-5 ..................... 0 A5-3 - A5-33............... 0
5-6.............................. 2 A5-34 - A5-36............. 3
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8-2-1 - 8-2-4 ............... 0 (Glossary-8 blank).. 2
8-3-1 - 8-3-5 ............... 0 Index-1- Index-5......... 2
8-3-6 .......................... 2 Index-6 ....................... 3
8-3-7 - 8-3-11 ............ 0 Index-7- Index-13....... 1
8-3-12 ........................ 3 Index-14- Index-16..... 2
8-3-13/ Index-17/
(8-3-14 blank)........ 0 (Index-18 blank) .... 1
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A1-1 - A1-11............... 0
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A4-1 - A4-5/
(A4-6 blank) ........... 0
A5-1 ........................... 0
A5-2 ........................... 3
CURRENT PILOT’S ABBREVIATED

FLIGHT CREW CHECKLIST
TO 1T-6B-1CL-1 / NAVAIR A1-T6BAA-FCL-100
01 DECEMBER 2012
* Zero in this column indicates an original page.
Change 3 B/(C blank)

091111Z OCT 13 A1-T6BAA-NFM-100 IC 006
A1-T6BAA-FCL-100 IC 005
INTERIM CHANGE
FLIGHT MANUAL USAF/USN
SERIES T-6B AIRCRAFT
POWER QUADRANT ASSEMBLY MODIFICATION
Subject: USN Interim Change 006 to manual A1-T6BAA-NFM-100, dated 01 June 2009, Change 3, dated
01 December 2012.
COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS INTERIM CHANGE TO THE ATTENTION OF
ALL AFFECTED UNITED STATES AIR FORCE/UNITED STATES AIR FORCE NAVY PERSONNEL.
MAJCOMS, TYCOMs, SOAs, AND DRUs ARE RESPONSIBLE FOR RETRANSMITTING THIS INTERIM
OPERATIONAL SUPPLEMENT/INTERIM CHANGE TO SUBORDINATE UNITS.
Disclosure Notice - This information is furnished upon the condition that it will not be released to any other nation without the specific
authority of the Department of the Air Force of the United States, that it will be used for military purposes only, individual or corporate
rights originating in the information, whether patented or not, will be respected, that the receipt will report promptly to the United States,
any known or suspected compromise, and that the information will be provided substantially the same degree of security afforded it by
the Department of Defense of the United States. Also regardless of any other markings on the document, it will not be downgraded or
declassified without written approval of the originating United States agency.
Distribution Statement D - Distribution authorized to the Department of Defense and U.S. DoD contractors only for Administrative or
Operational Use, 05 June 2000. Other requests shall be referred to JPATS Branch, Wright-Patterson AFB Ohio 45433-7211.
WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec
2751 et. seq.) or the Export Administration Act of 1979, as amended Title 50, U.S.C., App 2401, et. seq. Violations of these export
laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directives 5230.25.
Destruction Notice - Destroy by any method that will prevent disclosure of contents or reconstruction of the document.
1. Notice to Aircrew:
Write the number of this change alongside the changed portion of the flight procedures manual. The
Pilot’s Abbreviated Flight Crew Checklist is affected by this Interim Operational Supplement/Interim
Change. Pen and ink write-ins are authorized to accomplish the instructions of this Operational
Supplement/ Interim Change.
2. Purpose: This change is issued to amend the basic publication which incorporates an updated
description and preflight check of the Power Control Lever (PCL) to reflect the <4> Power Quadrant
Assembly Modification TD and production aircraft modification. This modification adds a finger lift guard
to protect against unintentionally raising the PCL cutoff finger lift."
3. Instructions:
A. Page iv, Aircraft Serial Number Coding, insert new effectivity to read:
CODE NO. SERIAL NO.
<3> Prior to AYC-1641 Power Quadrant 166010 thru 166194

Assembly Modification
<4> After AYC-1641 Power Quadrant 166010 thru 166194; 166195 and After
Assembly Modification
B. On page A, List of Effective pages, write in new page 1-16.1 and new page 1-16.2 (blank).
Page 1 of 7
091111Z OCT 13 A1-T6BAA-NFM-100 IC 006
A1-T6BAA-FCL-100 IC 005
C. Replace pages 1-15 change 3 and 1-16, and insert new page 1-16.1 and new page 1-16.2 with
attachment 1.
D. Page 1-17, Power Control Lever (PCL) paragraph is amended to read:
Engine power is controlled by the PCL (Figure 1-13) mounted in the left console of each cockpit.
The PCLs are interconnected with a push-pull rod so movement of one PCL moves the other. A
flexible cable connects the front PCL (electrically and mechanically) to the Fuel Management Unit
(FMU). PCL friction adjustment is provided in the front cockpit only. The PCL incorporates a cutoff
gate to prevent inadvertent engine shutdown. W hen the PCL is moved forward to idle during engine
start, two roller bearings lock in place on the front side of a rocker cam detent to secure the cutoff
gate. Each roller bearing makes an audible click as it locks in place. <3> Raising the PCL cutoff
finger lift or <4> pushing the finger lift guard down and then raising the PCL cutoff finger lift, moves
the rocker cam out of the way and allows the PCL to move to the cutoff position. The PCL
in each cockpit contains switches for activating the speed brake, rudder trim, UHF and VHF
communications, and intercommunications system .
E. Page 2-4. PREFLIGHT CHECK, step 12 is amended to read:
12 - PCL - CHECK, OFF (BOTH) (Verify the PCL in both cockpits are interconnected and move
freely through the full range of motion. Verify positive idle-stop and no forward PCL movement is
required to move aft past idle-stop to OFF. <3> Verify PCL cutoff finger lift moves freely. Raise
PCL cutoff finger lift and verify PCL can be moved from IDLE to OFF. <4> Verify finger lift guard
and PCL cutoff finger lift move freely. Push finger lift guard down, raise PCL cutoff finger lift and
verify PCL can be moved from IDLE to OFF. Verify finger lift guard returns to its spring loaded
position.)
4. The Model Manager for this Interim Change is LCDR Clifford Camamile, DSN 868-7480 or (850) 623-
7480, clifford.camamile@navy.mil. The Flight Manual Manager for this Interim Change is Mr. Fred
Tschirner, AFMC ASC/WNZJG, DSN 674-4369 or (937) 904-4369, fred.tschirner@us.af.mil .The
Technical Order Manager is Fred Tschirner, JPATS Branch, DSN 674-4369 OR (937) 904-4369,
fred.tschirner@us.af.mil.
5. Checklist Page:
A. Checklist Affected: 1T-6B-1CL-1/NAVAIR A1-T6BAA-FCL-100 Pilot’s Abbreviated Flight Crew

Checklist, change 3, dated 1 December 2012.
B. Instructions: Affix Attachment 2 over corresponding page. Do not discard current page.
6. Status Page (Interim Changes Outstanding) A1-T6BAA-FCL-100 IC 005.
Page 2 of 7
Z MAY 13 A1-T6BAA-NFM-100 IC 005
INTERIM CHANGE
FLIGHT MANUAL
USAF/USN SERIES T-6B AIRCRAFT
EJECTION ENVELOPE CORRECTION

Subject: USN Interim Change 005 to Flight Manual 1T-6B-1/A1-T6BAA-NFM-100, Change 3, dated 01
December 2012.
COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS INTERIM CHANGE TO THE ATTENTION OF
ALL AFFECTED UNITED STATES NAVY PERSONNEL. TYCOMs ARE RESPONSIBLE FOR
RETRANSMITTING THIS INTERIM CHANGE TO SUBORDINATE UNITS.
Disclosure Notice - This information is furnished upon the condition that it will not be released to any other nation without the specific
authority of the Department of the Air Force of the United States, that it will be used for military purposes only, individual or corporate
rights originating in the information, whether patented or not, will be respected, that the receipt will report promptly to the United States,
any known or suspected compromise, and that the information will be provided substantially the same degree of security afforded it by
the Department of Defense of the United States. Also regardless of any other markings on the document, it will not be downgraded or
declassified without written approval of the originating United States agency.
Distribution Statement D - Distribution authorized to the Department of Defense and U.S. DoD contractors only for Administrative or
Operational Use, 01 June 2009. Other requests shall be referred to JPATS Branch, Wright-Patterson AFB Ohio 45433-7211.
WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec
2751 et. seq.) or the Export Administration Act of 1979, as amended Title 50, U.S.C., App 2401, et. seq. Violations of these export
laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directives 5230.25.
Destruction Notice - Destroy by any method that will prevent disclosure of contents or reconstruction of the document.
1. Notice to Aircrew:
Write the number of this change alongside the changed portion of the flight procedures manual. The
Pilot’s Abbreviated Flight Crew Checklist is not affected by this Interim Change. Pen and ink write-ins
are authorized to accomplish the instructions of this Interim Change.
2. Purpose: This change is issued to amend the basic publication.
3. Instructions:
A. Replace Page 3-40, Figure 3-9. Ejection Envelope with Attachment 1.
4. The Model Manager for this Interim Change is LCDR Bobby Dempsey, CTW-5, DSN 868-7480 or (850)
623-7480, Bobby.Dempsey@navy.mil. The Flight Manual Manager for this Interim Change is Mr. Fred
Tschirner, AFMC ASC/WNZJG, DSN 674-4369 or (937) 904-4369, Fred.Tschirner@wpafb.af.mil .The
Technical Order Manager is Fred Tschirner, JPATS Branch, DSN 674-4369 OR (937) 904-4369,
Fred.Tschirner@wpafb.af.mil.
5. Status Page:
A. Checklist Affected: Not affected
B. Status Page (Interim Changes Outstanding) N/A
Page 1 of 1
NAVY (NAVAIR) A1-T6BAA-NFM-100
TABLE OF CONTENTS
TITLE PAGE
Section I Description and Operation.................................................................................................... 1-1
Section II Normal Procedures............................................................................................................... 2-1
Section III Emergency Procedures......................................................................................................... 3-1
Section IV Crew Duties ........................................................................................................................ 4-1
Section V Limitations ........................................................................................................................... 5-1
Section VI Flight Characteristics ......................................................................................................... 6-1
Section VII Adverse Weather ............................................................................................................... 7-1
Section VIII NATOPS Requirements (US Navy Only) ......................................................................... 8-1
Appendix A - Performance Data ............................................................................................................ A-i
Glossary ............................................................................................................................... GLOSSARY-1
Index ............................................................................................................................................ INDEX-1
i
SCOPE ARRANGEMENT
This manual contains the necessary information for safe and
The manual is divided into eight fairly independent sections
efficient operation of the aircraft. These instructions provide
to simplify reading it straight through or using it as a refer-
a general knowledge of the aircraft, its characteristics, and
ence manual.
specific normal and emergency procedures. Instructions in
this manual are prepared to be understandable by the least
experienced crewmember that can be expected to operate the
SAFETY SUPPLEMENTS
aircraft. Information involving safety will be promptly forwarded in a
safety supplement. Urgent information is published in
SOUND JUDGEMENT interim safety supplements and transmitted by defense mes-
sage system (DMS). Formal supplements are mailed. The
This manual provides the best possible operating instructions
supplement title block and status page (published with for-
under most circumstances, but it is not a substitute for sound
mal supplements only) should be checked to determine the
judgement. Multiple emergencies, adverse weather, terrain,
supplement’s effect on the manual and other outstanding
etc. may require modification of the procedures.
supplements.
PERMISSIBLE OPERATIONS OPERATIONAL SUPPLEMENTS
The flight manual takes a positive approach and normally
Information involving changes to operating procedures will
states only what can be done. Unusual operations or configu-
be forwarded by operational supplements. The procedure for
rations are prohibited unless specifically covered herein.
handling operational supplements is the same as for safety
Clearance from the using command must be obtained before
supplements.
any questionable operation, which is not specifically permit-
ted in this manual, is attempted. CHECKLISTS
HOW TO BE ASSURED OF HAVING The flight manual contains itemized procedures with neces-
LATEST DATA sary amplifications. The checklist contains itemized proce-
dures without the amplification. Primary line items in the
Refer to https://www.toindex-s.wpafb.af.mil/the Data Man- flight manual and checklist are identical. If a formal safety or
agement section for a listing of all current flight manuals, operational supplement affects the checklist, the affected
safety supplements, operational supplements, and checklists. checklist page will be attached to the supplement. The
Also, check the flight manual cover page, the title block of checklist page should be cut out and inserted in case the sup-
each safety and operational supplement, and all status pages plement is rescinded and the page is needed.
attached to formal safety and operational supplements. Clear
up all discrepancies before flight.
ii
HOW TO GET PERSONAL COPIES NOTE
Each flight crewmember is entitled to personal copies of the An operating procedure, technique, etc.,
flight manual, safety supplements, operational supplements, which is considered essential to emphasize.
and checklists. The required quantities should be ordered
before needed to assure prompt receipt. Check with the pub- SHALL, WILL, SHOULD, AND MAY
lications distribution officer – it is their job to fulfill TO
In technical orders, the words “shall” or “will” are used to
requests. TO 00-5-1 and TO 00-5-2 give detailed information
indicate a mandatory requirement. The word “should” is
for properly ordering these publications. Make sure a system
used to indicate a non-mandatory, desired, or preferred
is established at your base to deliver these publications to the
method of accomplishment. The word “may” indicates an
flight crews immediately upon receipt.
acceptable or suggested means of accomplishment.
FLIGHT MANUAL BINDERS
YOUR RESPONSIBILITY – TO LET
Loose-leaf binders and section tabs are available for use with
the manual. They are obtained through local purchase proce-
US KNOW
dures and are listed in the Federal Supply Schedule (FSC 75, Every effort is made to keep the Flight Manual current.
Office Supplies, Part 1). Check with supply personnel for Review conferences with operating personnel and a constant
assistance in procuring these items. review of accident and flight test reports assure inclusion of
the latest data in the manual. Errors can not be corrected
WARNINGS, CAUTIONS, AND unless their existence is known. It is essential that base units
do their part. Comments, corrections, and questions regard-
NOTES ing this manual or any phase of the Flight Manual program
The following definitions apply to “Warnings”, “Cautions”, are welcomed. These should be forwarded on AF Form 847,
and “Notes” found throughout the manual. through your Command Headquarters, to: JPATS Branch,
Wright-Patterson AFB, OH 45433-7211.
AIRCRAFT DESIGN CODES

An operating procedure, technique, etc., Reserved for future use.
which could result in personal injury or loss
of life if not carefully followed. CODING AND SERIALIZATION
T-6B aircraft listed below are covered in this manual. Addi-
tional information will be required for aircraft having signif-
icantly different configurations. Some of the information
An operating procedure, technique, etc., covered herein is applicable only to certain aircraft and is
which could result in damage to equipment if coded along the title at the left. Items in illustrations, appli-
not carefully followed. cable only to some aircraft, are generally coded alongside
the nomenclature. When a paragraph or item is not coded it
applies to all aircraft.
Change 3 iii
SEE IC # 005
AIRCRAFT SERIAL NUMBER CODING
CODE
SERIAL NO.
NO.
<1> OBOGS Low 166061 and After

Pressure Switch
and Drain Valve
<2> Friction Collar, 166160 and After
Nose Landing
Gear
iv Change 3
SECTION I
DESCRIPTION AND OPERATION
TABLE OF CONTENTS
Title Page
The Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Cockpit Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Reduction Gearbox (RGB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Start and Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Power Control Lever (PCL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Power Management Unit (PMU) Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
PMU Inoperative (Manual Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Firewall Shutoff Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Electrical Power Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Change 2 1-1
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26

External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Bus Tie Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26.1
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
Wing Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
Extension/Retraction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Flap Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32.1
Speed Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
Ailerons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Elevator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Trim Aid Device (TAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Doors and Hatches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Avionics Bay and Baggage Compartment Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Ground Egress Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Engine Cowlings and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Canopy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Canopy Operation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Canopy Fracturing System (CFS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40.1
Emergency Ground Egress System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Ejection Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Ejection Seat Injury Risk Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Ejection Seat Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
GQ 5000 Parachute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Ejection Control Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Manual Override Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Leg Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Emergency Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Emergency Oxygen Handle/Green Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Shoulder Harness Reel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Seat Height Actuator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Interseat Sequencing System (ISS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Sea Water Activated Release System (SEAWARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Pilot Hookup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Seat Survival Kit (SSK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Life Raft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Life Raft Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Environmental Control System (ECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
Bleed Air Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
Canopy Seal and Anti-G System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
Heating and Defogging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-58
Cockpit and Avionics Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
1-2 Change 3
Fresh Air Ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59

Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Backup Flight Instrument (BFI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
Digital Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Integrated Avionics System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63
Avionics Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63
Avionics Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
Data Buses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Inertial Reference System (IRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Air Data Computer (ADC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Total Air Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Engine Data Manager (EDM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69
Angle of Attack System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69
Intercommunications System (ICS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Very High Frequency (VHF) Navigation (NAV) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Multifunction Display (MFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Engine Indication and Crew Alerting System (EICAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-77
Crew Alerting System (CAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80
Master Warn and Master Caution Switchlights and Fire Warning Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Aural Warning Tone Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Up Front Control Panel (UFCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Window Control Keys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
UFCP Lower Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-99
Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-100
Navigation Display (NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108.1
Traffic Collision Avoidance System (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-112
Flight Management System (FMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113
Hands On Throttle and Stick Controls (HOTAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-136
Head Up Display (HUD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139
Tactical Situation Display (TSD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
Status and Built-In Test (STS/BIT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151
Data Transfer System/Digital Video Recorder (DTS/DVR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151
Integrated Data Acquisition Recording System (IDARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Standby VHF Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
System/Lamp Test Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-158
On-Board Oxygen Generating System (OBOGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-158
Oxygen Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-159
Baggage Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Fuel Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Ground Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Tie Down Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Towing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161
Change 2 1-3
THE AIRCRAFT ENGINE

The T-6B (Figure 1-1) is a single-engine, two-place (tandem The PT6A-68 is a free-turbine turboprop engine (Figure 1-
seat), pressurized, low-wing training aircraft manufactured 7) flat rated to produce 1100 shaft horsepower (SHP) as
by Hawker Beechcraft Corporation, Wichita, KS. The air- installed in the aircraft. The engine is a reverse-flow design
craft is approved for day or night VFR and IFR flight. The with two independent sections: the gas generator section
aircraft is powered by a Pratt & Whitney PT6A-68 free-tur- and the power turbine section. The gas generator section
bine turboprop engine with a Hartzell four-bladed propeller. (the aft half of the engine) consists of the four-stage axial-
Each cockpit is equipped with an ejection seat. A single, flow compressor, single-stage centrifugal flow compressor,
side-opening, non-jettisonable canopy covers both cockpits. combustion chamber, and single-stage compressor turbine.
The environmental control system is designed to provide an The power section (the forward half of the engine) consists
acceptable cockpit environment under a wide range of alti- of the two-stage axial-flow power turbine, exhaust case, and
tude, temperature, and humidity conditions. The landing reduction gearbox.
gear is a retractable tricycle-type which is electrically con-
trolled and hydraulically operated. Steering is through the Inlet air travels rearward through the intake duct and inertial
use of rudder and differential braking and hydraulically separator before entering the engine inlet through an annu-
operated nose wheel steering. The aircraft is fitted with lar plenum chamber formed by the compressor inlet case.
electrically controlled and hydraulically operated split flaps The compressor uses a four-stage axial compressor and one
and a single speed brake located between the flaps. The pri- centrifugal impeller to compress the air. The air moves for-
mary flight controls are operated manually and feature elec- ward from the compressor through diffuser tubes, where air
tric trim. All flight controls and avionics can be operated velocity is converted into static pressure. The diffused air
from either cockpit. passes through straightening vanes prior to reaching the
annulus surrounding the combustion chamber. The air is
DIMENSIONS mixed with fuel and ignited inside the combustion chamber.
The resultant expanding gases drive the single-stage gas
The overall dimensions of the aircraft with normal tire and generator turbine, which shares a common shaft to drive the
strut inflation are shown in Figure 1-2. compressor impellers. The gases then impinge on the two-
stage power turbine, which drives the reduction gearbox.
GROSS WEIGHT Exhaust gas flows out sideways, then is ejected rearward
through the exhaust stacks, augmenting thrust produced by
The aircraft basic empty weight is approximately 5040 the propeller.
pounds. Maximum takeoff gross weight is 6900 pounds.
These weights shall not be used for computing aircraft per- OIL SYSTEM
formance or for any type operation. Refer to Section V,
Limitations, for takeoff and landing weights. The oil system (Figure 1-8 and Figure 1-9) has a capacity of
18.5 U.S. quarts and provides a constant supply of filtered
COCKPIT ARRANGEMENT oil to the engine bearings, reduction gears, accessory drives,
and propeller throughout normal and aerobatic flight
The cockpits are in a stepped tandem arrangement with the maneuvers. Components include pressure, scavenge, cool-
rear pilot sitting in a raised cockpit for improved visibility ing, and breather systems.
over the front cockpit. Solo flight is conducted from the
front cockpit only. Both cockpits feature nearly identical
instrument panels (Figure 1-3 and Figure 1-4), with all
flight instruments and controls in the same locations in both
● Oil level must be serviced within 30 minutes
cockpits. Both cockpits have side console panels which con-
of engine shutdown. For most accurate
tain additional controls, circuit breakers, and switches (Fig-
results, check oil level 15 to 20 minutes after
ure 1-5 and Figure 1-6). Environmental system controls and
sutdown. Normal oil level is between ADD
all primary avionics and systems circuit breakers for both
and MAX HOT. If oil level is at or below
cockpits are located in the left and right side consoles in the
ADD, service the oil level to MAX HOT. If
front cockpit. The rear cockpit flight essential switches and
engine oil level is not serviced properly,
circuit breakers are located in the left and right side con-
engine damage is possible.
soles in the rear cockpit.
● The sight glass is not to be used for checking
oil level; only the dipstick is to be used for
correct indication of oil level in the tank.
1-4
LEFT CANOPY EXTERNAL

ENGINE
COWLING HANDLE CFS HANDLE
EXHAUST AOA
DOOR ACCESS DOOR STATIC
STACK PROBE AVIONICS
LEFT BAY PORTS
PLENUM
PANEL
BATTERY
VENTRAL
FIN
BAGGAGE
ENGINE COMPARTMENT
AIR OIL ENGINE GROUND
EXTERNAL
INLET ACCESS SECONDARY CREW
COOLER POWER
LATCHES PITOT TUBE HEADSET
COWLING RECEPTACLE
JACK
LOWER
FORWARD LEFT LOWER SINGLE POINT TAT PROBE
COWLING AFT COWLING REFUELING/
SKIN DEFUELING DOOR
UPPER
FORWARD
RIGHT COWLING
ENVIRONMENTAL PLENUM
CONTROL PANEL UPPER ENGINE
EXTERNAL RIGHT
SYSTEM EXHAUST
CFS HANDLE COWLING CENTER
ACCESS STACK
ACCESS DOOR DOOR COWLING
OIL COOLER
INLET
RIGHT LOWER
AVIONICS AFT COWLING
STATIC HYDRAULIC PRIMARY MAINTENANCE ENGINE
BAY SKIN
PORTS SERVICE PITOT ACCESS DOOR ACCESS PN01D
DOOR TUBE LATCHES 091740AB
Figure 1-1. Aircraft General Arrangement
Change 1 1-5
97" DIAMETER
33' 5" 11' 4"
10' 8"
33' 4"
PT01D
970399AA.AI
Figure 1-2. Aircraft Dimensions
The pressure system incorporates two oil pickup elements. the following conditions. The SCU activates the red OIL PX
One element, normally submerged in oil, picks up oil near warning if oil pressure drops to 40 psi or below when above
the center of the tank, and a second element picks up oil idle power, or when oil pressure drops to 15 psi or below at
near the top of the tank to prevent loss of oil pressure during idle power. Additionally, the SCU illuminates the amber
inverted flight. OIL PX caution whenever sensed oil pressure is between 15
and 40 psi at idle power, and if the oil pressure drops to
The scavenging system incorporates two dual-element gear- between 40 and 90 psi, for 10 seconds, above idle power. If
type pumps. The pumps, one located inside, and one outside oil pressure is less than 15 psi at idle power, the amber OIL
the accessory gearbox, return scavenged oil from the bear- PX caution extinguishes and the red OIL PX warning
ings and gearbox. Cooling is accomplished by routing scav- remains illuminated. If oil pressure remains between 15 and
enged oil through an oil cooler located in the lower aft cowl 40 psi at idle power for 5 seconds or more, both amber and
assembly before returning to the oil tank. red OIL PX caution/warning illuminate. Figure 1-53 sum-
The oil tank, integrally cast with the compressor air inlet, is marizes the Caution and Warning indications.
vented into the accessory gearbox by a four-point breather
system that includes a breather valve and centrifugal NOTE
breather. The engine oil pressure indicator may display oil Due to the sensitivity of the signal condition-
pressures up to 4 psi with the engine shut down due to the ing unit, a single, momentary illumination of
design of the oil pressure transmitter. The oil is filtered by the amber OIL PX caution while maneuver-
the main oil filter and then by several oil strainers. If the ing is possible but may not indicate a mal-
main oil filter becomes clogged, a filter bypass valve allows function.
unfiltered oil to continue to lubricate the engine.
The SCU contains logic to prevent nuisance caution illumi-
Oil pressure and temperature are sensed by transducers nation on the EICAS from normal oil pressure buildup dur-
downstream of the main oil pump and the signal is sent to ing engine ground start. Illumination of both red and amber
the engine data manager (EDM). The EDM passes the oil OIL PX caution/warning while the oil pressure gage indi-
pressure data to a signal conditioning unit (SCU) computer cates normal pressure indicates an SCU failure. Power for
that contains the logic to illuminate the warning on the the oil pressure transducer is provided through a circuit
engine indication and crew alerting system (EICAS) under
1-6
1
16 3
15
5
5
14
13
11 10 5
12
1. MASTER CAUTION/WARN PANEL 9. VENT CONTROL LEVER

2. HEAD UP DISPLAY 10. AUDIO CONTROL PANEL
3. UP FRONT CONTROL PANEL 11. FLAP POSITION INDICATION
4. BACKUP FLIGHT INSTRUMENT 12. LANDING GEAR CONTROL PANEL
5. MULTIFUNCTION DISPLAY 13. EMERGENCY GEAR EXTENSION HANDLE
6. EMERGENCY LOCATOR TRANSMITTER 14. MASTER ARM SWITCH
SWITCH PANEL 15. DIGITAL CLOCK
7. PARKING BRAKE HANDLE 16. ANGLE OF ATTACK INDEXER
8. DEFOG SWITCH
PN01D
085923AB.AI
Figure 1-3. Front Instrument Panel
Change 1 1-7
1
9
2
8 3
4
6 5
1. MASTER CAUTION/WARN PANEL 6. LANDING GEAR CONTROL PANEL

2. UP FRONT CONTROL PANEL 7. FLAP POSITION INDICATION
3. BACKUP FLIGHT INSTRUMENT 8. DIGITAL CLOCK
4. MULTIFUNCTION DISPLAY 9. ANGLE OF ATTACK INDEXER
5. AUDIO CONTROL PANEL
PN01D
085924AA.AI
Figure 1-4. Rear Instrument Panel
1-8
AUX BATT GEN

LEFT FORWARD RIGHT FORWARD ON
ON RESET
SWITCH PANEL SWITCH PANEL

OFF BATT GEN
STARTER IGNITION FUEL BAL MANUAL

TRIM AID AUTO/RESET ON MAN/RESET FUEL BAL
N
FLOOD OFF BRT INST O R
L
SIDE R
OFF M OFF
OFF BRT OFF BRT TRIM
ANTI- DISCONNECT AVIONICS BOOST
PROBES
LDG TAXI COLL NAV MASTER BUS TIE ANTI-ICE POST PMU
ON OPEN ON ON OFF
OFF OFF OFF

LIGHT
ENVIRONMENTAL OFF
OFF ARM
CONTROL PANEL
EVAP BLWR BLEED AIR
INFLOW
HI
NORMAL
OFF HI OFF
AIR COND
FLAP ON
PRESSURATION
ENGINE
CUTOFF SELECTOR OFF HI
NORMAL
UP
OFF
P
COLD HOT
C
TO
OXYGEN MANUAL
L
POWER CONTROL REGULATOR OXYGEN
FLOW
BIT
LEVER (PCL)
SUPPLY
EMERGENCY MAX
NORMAL OXYGEN
BACKUP VHF TEXT

MASK
NORMAL
CONTROL HEAD
SEAT ADJUST/
OFF
ALT OVR SP
SEAT
FIRE
COM
ADJ
2 DN
LDG GR OVR G
BINGO
SYSTEM TEST PANEL
AOA FUEL 1 UP
HI
TEST
LO
LAMP AUX BAT

CANOPY
FRACTURE
CANOPY FRACTURE
PANEL
GENERATOR
CIRCUIT
BREAKER
PANEL
BATTERY CIRCUIT
BREAKER PANEL
UTILITY
LIGHT
RECORDER
MAINTENANCE PHONE
ANNUNCATOR JACK
ANTI- G
HEAD SET
HOOKUP
FIREWALL
SHUTOFF
HANDLE
ANTI-G
TEST
PN01D
085925AA.AI
Figure 1-5. Front Console Panels

1-9
RIGHT FORWARD
LEFT FORWARD
SWITCH PANEL
SWITCH PANEL
FLAP
SELECTOR
FLAP
UP
P
TO
C
L
ID DG
POWER CONTROL
LEVER (PCL)
OXYGEN
REGULATOR
OXYGEN BIT
FLOW
SUPPLY
SEAT ADJUST/ EMERGENCY MAX
SYSTEM TEST PANEL NORMAL

TEXT
OXYGEN
NORMAL
MASK
CANOPY
CANOPY FRACTURE
FRACTURE DIGITAL VIDEO
PANEL RECORDER/DATA
TRANSFER SYSTEM
(DVR/DTS)
SEAT
SEQUENCER GENERATOR
PANEL CIRCUIT
BREAKER
PANEL
BATTERY CIRCUIT
BREAKER PANEL
ANTI- G
HOOKUP
UTILITY
LIGHT
ANTI- G
TEST
PHONE
JACK
PN01D
085926AA.AI
Figure 1-6. Rear Console Panels

1-10
COMBUSTION COMPRESSOR
AIRFLOW CHAMBER
PHASE SHIFT INLET
TORQUE PROBE COMPRESSOR
REDUCTION
GEAR BOX
PROPELLER
SHAFT
FUEL
PUMP
FWD FUEL
POWER COMPRESSOR MANAGEMENT
EXHAUST TURBINES UNIT
CHIP TURBINE OIL TANK
CASE
DETECTOR
PROPELLER
INTERFACE
OIL LEVEL UNIT
SIGHT GLASS
SCAVENGE
OIL PUMP
OIL TANK
FILLER
FUEL
PUMP
P3 BLEED AIR
(OBOGS)
FUEL P3 BLEED AIR

FUEL FLOW MANAGEMENT OIL (ECS)
PROPELLER
DIVIDER FILTER
MOUNTING UNIT (FMU)
FLANGE
ENGINE LEFT SIDE ENGINE RIGHT SIDE

PT01D
980376AA.AI
Figure 1-7. Engine
1-11
COOL OIL ACCESSORY GEAR BOX

RETURN LINE
FILL PORT
(DIPSTICK REMOVED) A
OIL LEVEL OIL TANK
SIGHT GLASS
OIL SCAVENGE
PUMP
OIL COOLER
(MOUNTED IN
LOWER AFT
COWL ASSY)
HOT OIL LINE

DIPSTICK
(REMOVED)
DRAIN LINE
DETAIL A PT01D
970397AA.AI
Figure 1-8. Oil System Components
breaker, placarded OIL TRX, located on the battery bus cir- ering propeller (Figure 1-11) through the reduction gearbox.
cuit breaker panel (Figure 1-5) in the front cockpit. Without The propeller system is designed to maintain a constant
power, the display indicates “0”. speed of 2000 RPM (100% NP) during most flight condi-
tions.
REDUCTION GEARBOX (RGB)
The engine power management unit (PMU) and the propel-
The RGB is a two-stage planetary reduction drive to reduce ler interface unit (PIU) automatically control the propeller
the power turbine output shaft speed of over 30,000 RPM to blade angle (pitch) and propeller speed (NP). Because the
the propeller operating speed of 2000 RPM. The RGB is engine is flat rated, 100% torque is available from sea level
mounted on the front of the engine and driven by the hot to approximately 12,000 to 16,000 feet MSL on a standard
gases impinging on the two-stage power turbine. There is no day. At 100% indicated torque, the engine is producing
mechanical connection to the gas generator section. A chip approximately 2900 foot-pounds of torque at the prop shaft.
detector is mounted in the RGB to detect ferrous material in This equates to approximately 2750 pounds of thrust at sea
the oil. If the chip detector is activated, a signal is transmit- level, zero airspeed.
ted to the EICAS illuminating a red CHIP warning message
indicating oil contamination. The propeller interface unit Propeller pitch may be defined by three basic conditions:
(PIU), torque probe, and permanent magnet alternator feathered; low pitch (flat or fine); and high pitch (coarse).
(PMA) are mounted on top of the RGB, and the air condi- Each pitch condition is the measure of the angle between
tioning compressor is mounted on the right side of the RGB the plane of rotation of the propeller and the chord line of
and is belt driven by the propeller assembly. Engine power the blade. When feathered, the propeller blades are aligned
output is measured by the torque produced by the reduction nearly straight into the wind. When in low pitch, the propel-
gearbox. ler blade angle is approximately 15° from the reference
plane. The propeller blades will be at low pitch at low
PROPELLER speeds and low throttle settings. High pitch is variable
between feather and low pitch to maintain NP at a constant
The power turbine drives the aluminum 97-inch, four- 2000 RPM for the given condition.
bladed, constant-speed, variable-pitch, non-reversing, feath-
1-12
FROM OIL COOLER
10
8 6 9
3 4 5 6 7 6
1 2 11
12
TO OIL
COOLER
OIL
SUPPLY
TO 13
PROPELLER
14
15
6 6 22 16
23 6
SCAVENGE OIL FROM PROPELLER OIL PRESSURE

TRANSDUCER
AND REDUCTION GEARBOX 21 20 19 18 17
OIL TEMPERATURE
TRANSDUCER
OIL SUPPLY TO PROPELLER

AND REDUCTION GEARBOX
LEGEND
PRESSURE OIL
PROPELLER SUPPLY OIL
SCAVENGE OIL
1. PROPELLER INTERFACE UNIT 13. EXTERNAL SCAVENGE PUMP (AFT ELEMENT)

2. SECOND STAGE REDUCTION GEARS 14. EXTERNAL SCAVENGE PUMP (FORWARD ELEMENT)
3. FIRST STAGE REDUCTION GEARS 15. INTERNAL SCAVENGE PUMP (AFT ELEMENT)
4. FIRST STAGE JOURNAL BEARING 16. INTERNAL SCAVENGE PUMP (FORWARD ELEMENT)
5. TORQUE SHAFT ASSEMBLY 17. BYPASS VALVE
6. OIL STRAINER 18. PRESSURE PUMP (AFT ELEMENT)
7. POWER TURBINE BEARINGS 19. PRESSURE PUMP (FORWARD ELEMENT)
8. COMPRESSOR BEARINGS 20. OIL TANK DRAIN
9. BREATHER VALVE 21. PRESSURE REGULATING VALVE
10. OIL FILLER AND DIPSTICK 22. FILTER BYPASS VALVE
11. CENTRIFUGAL BREATHER 23. REDUCTION GEARBOX OIL DRAIN AND CHIP DETECTOR
12. MAIN OIL FILTER AND CHECK VALVE
PN01D
092609AA.AI
Figure 1-9. Oil System Schematic

1-13
PCL Position Oil Pressure Condition Time Delay Warning/Caution

IDLE Oil Pressure between 15 and 40 psi None Amber OIL PX
IDLE Oil Pressure between 15 and 40 psi 5 Seconds or more Red OIL PX, Amber OIL PX
IDLE Oil Pressure 15 psi or below None Red OIL PX
Above IDLE Oil Pressure between 40 and 90 psi 10 Seconds Amber OIL PX
Above IDLE Oil Pressure to 40 psi or below None Red OIL PX
Figure 1-10. Oil Pressure Warning/Caution
Normally, propeller governing is automatically set by the the prop servo valve. If the PROP SYS circuit breaker is
PMU and PIU. The PMU controls the propeller RPM by pulled, the prop feather dump solenoid will not be powered.
varying the propeller blade angle with oil pressure through If the PCL is placed in cutoff with the PMU in OFF and the
the PIU. The PIU increases the pressure of the oil that is PROP SYS circuit breaker pulled, the propeller will not
transferred from the PIU through a tube and stationary rapidly feather and may not fully feather until after landing.
transfer sleeve into the hollow rotating propeller shaft. Pres-
surized engine oil forces the piston forward to decrease If the rate of change of propeller RPM, due to, for example,
pitch toward fine. When oil pressure against the piston is a rapid feathering of the propeller, exceeds the PMU sensor
reduced, the blades turn toward coarse pitch. With the PMU validity check limit, the PMU will assume a sensor failure
functioning, the mechanical overspeed governor modulates has occurred. It will switch the PMU to manual mode, and a
oil pressure to the propeller pitch change piston to limit NP red X will be displayed for the RPM and torque values. If
below 106%, while the electronic governor will maintain NP the red X’s were caused by a propeller RPM rate limit
at 100%. This arrangement keeps the mechanical governor exceedence, cycling the PMU switch will restore the dis-
in an underspeed condition with the PMU functioning. plays. If the red X’s are the result of a faulty sensor and not
a rate exceedence, cycling the PMU switch will have no
If PMU function is lost or deactivated, the mechanical fly- affect and the red X’s will remain.
weight overspeed governor modulates oil pressure to the
propeller pitch change piston to maintain NP at or below START AND IGNITION SYSTEM
100±2%. Manual governing is accomplished by centrifugal
force moving the counterweights outward causing oil pres- The STARTER switch, located in both cockpits (Figure 1-
sure to dump. With the decreased oil pressure, the feather- 12) has three positions: AUTO/RESET, NORM, and MAN-
ing spring will drive the blade toward course pitch to keep UAL. To select MANUAL, the STARTER switch must be
NP within limits. NP may peak above 100% during power lifted over a detent to the MANUAL position. Selecting
changes and then return to the governed range. MANUAL will engage the starter until the switch is manu-
ally moved back to the NORM position. From the NORM
In the event of an engine failure with the power control lever position, AUTO/RESET may be selected by moving the
(PCL) out of the cutoff position, the propeller will slowly switch forward. The switch is spring loaded to return to the
begin to move toward feather due to the loss of oil pressure, NORM position. Momentarily placing the starter switch in
but may not fully feather. the AUTO/RESET position automatically engages the
starter and energizes the ignition system. Power for the start
There are two methods to feather the propeller. If the engine control is provided through a circuit breaker, placarded
is shut down with the PCL and the PMU is in NORM, the START, located on the battery bus circuit breaker panel in
PMU sends a signal to the prop servo valve to drain propel- the front cockpit.
ler oil pressure. Placing the PCL to cutoff also activates
microswitches that power the feather dump solenoid valve The IGNITION switch, located in both cockpits (Figure 1-
which also dumps oil pressure from the propeller. The 12), has two positions: NORM and ON. During an auto start
feather dump solenoid valve receives power through the or normal operation with the ignition switch set to NORM,
PROP SYS circuit breaker located on the battery bus circuit the PMU will energize and de-energize the igniters as
breaker panel in the front cockpit. Both of these systems required. When the IGNITION switch is set to ON or when
dump oil pressure from the propeller allowing the propeller the igniters are activated in AUTO mode, a green IGN SEL
counterweights and feathering spring to rapidly feather the advisory is illuminated. Power for the ignition system is
propeller. Either of these systems will provide full propeller provided through a circuit breaker, placarded IGN, located
feathering. If the PMU is in OFF, it will not send a signal to on the battery bus circuit breaker panel in the front cockpit.
1-14 Change 1
091111Z OCT 13 SEE IC # 005 A1-T6BAA-NFM-100 IC 006
1-15 Change 3
Attachment 1 (Sheet 1 of 4)
Page 3 of 7
Figure 1-12. Engine/Electrical Switch Panel
Figure 1-13 <3> Power Control Lever (PCL)

1-16
Page 4 of 7
Figure 1-13 <4> Power Control Lever (PCL)
1-16.1/(1-16.2 blank)
Page 5 of 7
THIS PAGE INTENTIONALLY LEFT BLANK
Page 6 of 7
APPROXIMATE PCL HANDLE POSITIONS

PT01D
045950AA.AI
Figure 1-14. Approximate PCL Handle (FMU Angle) Positions
NOTE
If the IGN SEL EICAS message remains con-
tinuously illuminated, notify maintenance Mishaps have occurred due to inadvertent
personnel after the mission. lifting of PCL idle cut-off gate during flight.
SEE IC # 005
POWER CONTROL LEVER (PCL)
Engine power is controlled by the PCL (Figure 1-13)

During ground operation and after the engine
mounted in the left console of each cockpit. The PCLs are
is started, if the PCL is inadvertently moved
interconnected with a push-pull rod so that movement of one
to cutoff and the engine is shutting down, do
PCL moves the other. The front PCL is connected to the fuel
not attempt to relight the engine by moving
management unit (FMU) both electrically, and mechanically
the PCL to idle or severe damage could occur
with a flexible cable. Friction adjustment is provided in the
to the engine.
front cockpit only. The PCL incorporates a cut-off gate to
prevent inadvertent engine shutdown. When the PCL is
POWER MANAGEMENT UNIT (PMU) OPERATION
moved forward to idle during engine start, two roller bear-
ings lock in place on the front side of a rocker cam detent to A dedicated permanent magnet alternator (PMA), mounted
secure the gate. Each roller bearing makes an audible click on the reduction gearbox, powers the PMU. The PMA sup-
as it locks in place. Lifting the cut-off gate handle moves the plies 32 VAC, which the PMU converts to DC. The PMU
rocker cam out of the way and allows the PCL to move to the automatically switches to the 28 VDC battery bus when pro-
cutoff position. The PCL in each cockpit contains switches peller RPM drops below 40-50% NP, or when the PMA fails.
for activating the speed brake, rudder trim, UHF and VHF
communications, and intercommunications system.
Change 2 1-17
The PMU operates in either flight or ground mode. The air- condition is indicated by red X’s in the IOAT and ITT
craft weight-on-wheels switches on the main gear struts con- counters, removal of the ITT pointer on the EICAS display,
trol these modes. In ground mode, idle is 60-61% N1 and in and by illumination of the PMU FAIL warning on the
flight mode, idle is 67% N1 (min). Above 10,000 feet PA, the EICAS. The PMU will not reset until IOAT drops below 121
PMU raises N1 to maintain NP above 80% to avoid the stress °C. Once the PMU is reset (PMU switch cycled from NORM
on the propeller during spins. to OFF and back to NORM), IOAT and ITT returns to nor-
mal and the EDM FAIL warning should be removed. The
Power setting is linear with PCL position throughout the EDM is functioning normally if the EDM fail was present,
operating envelope of the aircraft; for example, if the max but does not appear after the PMU is successfully reset.
power available at a given condition is 1000 SHP, the engine
will schedule 1000 SHP at max PCL, and 500 SHP at 50% Auto Start Operations
of the way between max and idle. The PMU controls accel-
eration and deceleration allowing PCL movement as rapidly To begin an automatic start, advance PCL to auto start posi-
as desired at any altitude, minimizes propeller effects, and tion until the green ST READY advisory illuminates. Fol-
avoids large thrust surges on engine acceleration as the pro- lowing the illumination of the ST READY advisory, it will
peller stabilizes at operating RPM. remain illuminated for 3 seconds, even if the PCL is moved
out of the auto start position. To prevent initiation of an
The PMU provides an autostart capability during ground engine start without auto start protection, ensure the ST
starts, monitoring engine parameters as the start progresses. READY advisory remains illuminated for more than 3 sec-
The autostart feature will automatically terminate the ground onds prior to selecting AUTO/RESET with STARTER
start sequence if light-off has not occurred within 10 seconds switch. Momentarily selecting the STARTER switch to
of selecting AUTO/RESET with the STARTER switch (no AUTO/RESET while the ST READY advisory remains illu-
start) or if the PMU projects an impending hung or hot start. minated initiates the fully automatic start sequence. The
The PMU will abort an auto start attempt to avoid a hung or PMU activates the starter, boost pump, and igniters, and adds
hot start if ITT exceeds 940 °C for 2 seconds, 870 °C for 4 fuel at the proper N1 speed. At approximately 50% N1, the
seconds, or 840 °C for 19 seconds. An auto abort will also starter and igniters are deenergized and the boost pump is
occur if N1 acceleration rate to idle is less than 50% of nor- deactivated if fuel pressure is above 10 PSI. The engine con-
mal. The engine start sequencing (starter, igniters, and fuel tinues to accelerate to idle speed (60-61% N1). The propeller
controlled during the start and shut off after a successful automatically unfeathers during the start as engine oil pres-
start) is available for airstarts, but the automatic shutdown sure rises. The PCL may be advanced to IDLE any time N1
feature is disabled when in flight mode. is at or above 60%.
NOTE NOTE
During ground starts, certain factors such as a Figure 1-14 illustrates the approximate PCL
weak battery, high OAT, high pre-start ITT, handle positions required for various engine
high density altitude, or a tailwind may cause functions.
the PMU to abort a battery start attempt.
While these factors are not directly moni- During a normal (auto) start, the PMU continuously moni-
tored by the PMU, they may cause a rate of tors N1, ITT, and fuel flow. While the ST READY advisory
rise in N1 and/or ITT that are indicative of an is illuminated, the PMU can automatically stop fuel flow and
impending hung or hot start. Refer to Section deactivate the igniters and starter at any time to abort the start
III for Abort Start Procedure. if necessary to avoid a hung or hot start, or if any engine start
parameter is exceeded. If the ST READY advisory extin-
For engine starts, the PMU receives inputs from the aircraft guishes for any reason during the start sequence, the PMU
IOAT sensor located in the engine inlet plenum. During high will no longer provide this automatic protection. Any time
temperature operations, radiant heat from the engine may this occurs, including after the PCL has been advanced past
heat soak the IOAT sensor, raising IOAT beyond ambient the auto start position, the PMU will not cut off fuel to termi-
temperatures. When this occurs and IOAT is greater than 96 nate a start. The start must be manually aborted either by
°C but less than 121 °C, the PMU defaults to 121 °C for all moving the PCL back to OFF, or if the PCL has not been
PMU functions (including IOAT display). If IOAT does not moved past the IDLE gate, by reselecting the STARTER
exceed 96 °C, the PMU uses the displayed value. If the PMU switch to AUTO/RESET. Either action resets the PMU and
is activated with IOAT at/or above 96 °C, IOAT and ITT aborts the autostart. If the PCL has been moved past the
data is invalid (red X’S in counter display and missing ITT IDLE gate, the PCL must be moved to OFF to abort the start.
pointer) and EDM FAIL warning is displayed on the EICAS If a start attempt is automatically or manually aborted, per-
display. If IOAT exceeds 121 °C, the PMU goes offline. This form Auto Start Procedure in Section III.
1-18 Change 3
RESPONDERS SENSOR TUBES
FWD
PT00D
970543AA.AI
Figure 1-15. Fire Warning System
The PMU also provides airstart capability, but does not pro- The PMU STATUS caution illuminates 1 minute after land-
vide engine protection. During an airstart, automatic N1, ing (weight-on-wheels activation) if fault conditions that are
ITT, and torque limit protection are unavailable, therefore, not serious enough to revert the system to manual are
the pilot must monitor all parameters and abort the start man- encountered in flight. PMU STATUS caution in flight indi-
ually if necessary. cates a fault in either of, or a mismatch between, the weight-
on-wheels switches, and serves to notify the pilot that the
PMU INOPERATIVE (MANUAL MODE)
PMU will not revert to ground mode upon landing. This
The PMU is continually self-monitoring, identifying, and means that idle N1 will not shift from flight idle to ground
accommodating many faults. If faults prevent the PMU from idle upon landing, and landing distance may be slightly
setting the requested power or respecting engine limits, or longer than normal.
the pilot switches the PMU OFF, the system will revert to the
manual mode. Illumination of both the PMU FAIL warning
and PMU STATUS caution on the EICAS indicates the sys-
tem is in manual mode. A step change in engine power may Starts are not recommended with the PMU in
occur, but the transition is smooth and easily controllable. the manual mode. However, if a start is per-
This step change will normally be to a lower power condi- formed with the PMU OFF, the pilot must
tion, except at low altitude cold conditions when a power exercise caution in performing the procedure
increase can occur. The maximum increase in power is 280 to avoid a hot start. Refer to Section III for
shp, and the maximum decrease in power is 550 shp. No step PMU OFF Ground Start.
change in NP occurs since the overspeed governor is auto-
matically reset to 100%. In manual mode, the PCL schedules FIRE WARNING SYSTEM
fuel directly to the engine through the FMU and the pilot
must exercise care to ensure N1, temperature, and torque The aircraft is equipped with a fire warning system (Figure
limits are not exceeded. Engine acceleration and decelera- 1-15 and Figure 1-16) that includes dual sensor tubes and
tion characteristics are essentially unchanged with the PMU responder assemblies. The sensors, mounted around the
OFF; however, care must be exercised to avoid exceeding exterior surface of the engine, signal the respective
engine limits. Since the propeller is operating on the over- responder assembly when a high temperature is detected.
speed governor, a torque surge can be expected any time the The sensor tubes contain helium gas and a hydrogen
propeller is accelerated to governing speed from a low power
setting, such as a takeoff roll or a go-around.
Change 3 1-19
AURAL
WARNING
VISUAL
WARNING FLATTENING
FIRES
TEST
SWITCH TWISTS
SENSOR TUBE
DENTS
KINKS
RESPONDER CORE ELEMENT
24 VDC ASSEMBLY STORES
INPUT
HYDROGEN GAS
SEALED IN,
PRESSURIZED
PT00D
HELIUM GAS 970544AA.AI
Figure 1-16. Fire Warning Loop
charged core material. The helium gas responds to the sen- 2, located on the generator bus circuit breaker panel in the
sor's overall threshold temperature for temperature sensing. front cockpit.
The hydrogen charged core responds to highly localized heat
caused by flames and/or escaping hot bleed air gases result-
ing in the release of hydrogen gas from the core, which
increases the helium gas pressure. Sensor heating expands
Both FIRE test positions must check good
the helium gas, which in turn pressurizes a diaphragm inside
(all four bulbs in each annunciator) in both
the responder. If the diaphragm pressure reaches or exceeds
cockpits (if occupied).
the preset fire detection point, an electrical circuit triggers
the red FIRE annunciator light and sounds the aural tone.
FIREWALL SHUTOFF HANDLE
A fire warning system test switch, labeled FIRE, is provided
on the front cockpit left console test panel to verify the elec- The firewall shutoff handle (Figure 1-5), located on the front
trical continuity of the two fire warning systems. Momen- left console panel, mechanically operates cables to close
tarily selecting the placarded 1 or 2 position will check valves at the firewall, cutting off fuel and hydraulic fluid to
system integrity and lamp operation for the respective sys- the engine as well as cutting off bleed air from the engine. To
tem. When the test switch is set to 1, the upper half of the activate the firewall shutoff valves, lift the handle guard and
annunciator will illuminate; when set to 2, the lower half of rotate it out of the way, then pull up on the handle (2 to 2.5
the annunciator will illuminate. Flattening, twisting, kinking inches). The valves may be reset by pushing the handle
or denting of the fire warning loop does not affect test or down.
flight operation.
Power for the #1 fire warning system is provided through a

FUEL SUPPLY SYSTEM
circuit breaker, placarded FIRE 1, located on the battery bus The fuel system (Figure 1-17) provides approximately 1100
circuit breaker panel in the front cockpit. Power for the #2 pounds of usable fuel through the single-point refueling sys-
system is provided through a circuit breaker, placarded FIRE
1-20 Change 1
LEGEND
ENGINE FEED DRAIN VALVE LEVEL CONTROL SHUTOFF
MOTIVE FLOW/RETURN FLOW CHECK VALVE VALVE (DEFUEL ONLY)
SINGLE POINT REFUEL/DEFUEL TRANSFER VALVE LEVEL CONTROL PILOT VALVE
(SOLENOID VALVE) GRAVITY FILLER PORT
PURGE LINE
TRANSFER JET PUMP PRESSURE RELIEF VALVE
ELECTRICAL CONNECTION/SIGNAL LEVEL CONTROL SHUTOFF FUEL LEVEL PROBE
MECHANICAL CONNECTION VALVE (REFUEL ONLY) FLOAT VALVE
FUEL FLOW
FUEL TRANSMITTER FUEL QTY
LBS X 100
L 7 R
MANAGEMENT 6
5
UNIT (FMU) 4
TO 3
2
1
ENGINE 600
0
600
TOTAL 1200LBS
ENGINE DRIVEN
HIGH PRESSURE
EDM
POWER CONTROL FUEL PUMP
LEVER ENGINE DRIVEN
LOW PRESSURE
FUEL PUMP PURGE LINE
FIREWALL SHUTOFF VALVE
FIREWALL
FIREWALL MAINTENANCE
SHUTOFF HANDLE FUEL FILTER SHUTOFF VALVE
LOW PRESSURE
PRESSURE REFUELING/ SWITCH
DEFUELING ADAPTER MOTIVE SUPPLY LINE
PRE-CHECK VALVE PRIMARY JET PUMP
FUEL PICKUP
FUEL PRE-CHECK PILOT MANIFOLD (FLIP-FLOP VALVE)
FILTER LINE LINE VALVE REFUEL/DEFUEL VALVE
GRAVITY GRAVITY
FEED FEED
LINES LINES
BUTTERFLY ELECTRIC CROSS

TYPE CHECK BOOST PUMP VENT LINE
VALVE BOOST
PUMP
STARTER IGNITION FUEL BAL
MAN/RESET
MANUAL
FUEL BAL ON
FUEL LOW
AUTO/RESET ON
FUEL LEVEL PRESSURE VACUUM
L R
LOW SENSOR RELIEF LINE RELIEF
VACUUM OFF ARM
LINE
PRESSURE LEVEL STARTER
RELIEF
RELIEF LINE SENSOR RELAY PN01D
LINE 085999AA.AI
Figure 1-17. Fuel System Schematic
1-21
Fuel Location Total Weight - 6.3 lb/gal Weight - 6.5 lb/gal Weight - 6.7 lb/gal Weight - 6.9 lb/gal
Gallons (JP-4 / JET B) (JP-5 / JP-8
JET A / JET A1)
Left Wing 79 495 511 527 542
Right Wing 79 495 511 527 542
Collector Tank 7 44 46 47 48
TOTAL 164 1034 1067 1100 1133
NOTES:
1. Minor discrepancies in totals are due to rounding to nearest gallon/pound.
2. Add 100 pounds (approximately 15 gallons) if gravity refueled (over the wing).
Figure 1-18. Usable Fuel
tem. Approximately 100 pounds additional fuel is available load may also be manually balanced using
if manually filled to the base of the filler neck in each wing the Fuel Imbalance procedure in Section III.
tank. Single-point pressure refueling is the primary refuel-
ing method. Three integral tanks built into a single-piece The fuel system includes the following on the EICAS to
wing provide fuel storage with usable fuel information indicate fuel system operations:
listed in Figure 1-18.
● The red FUEL PX warning is activated by the low
NOTE pressure switch and indicates less than 10 psi fuel
pressure in the motive flow/return flow supply line.
When parking on ramps with greater than
1% slope, the fuel system may vent fuel ● The green BOOST PUMP advisory is illuminated
overboard through a pressure relief valve. manually by selecting the BOOST PUMP switch ON,
automatically by the low-pressure switch if the PCL is
The fuel system incorporates an auto balance system to above the IDLE position, or whenever the starter is
keep the fuel level in the wing tanks within 20 pounds of activated regardless of fuel pressure. The BOOST
each other. When a fuel imbalance of 20 pounds or more is PUMP circuit breaker is located on the front cockpit
detected for more than 30 seconds, the transfer valve will battery bus.
close the motive flow line to the light tank. This action stops
● The amber L FUEL LO and R FUEL LO caution are
fuel in the light tank from being transferred to the collector
activated by optical sensors and indicate fuel quantity
tank while fuel continues to be transferred from the heavy
below approximately 110 pounds in the respective
tank to the collector tank. If the fuel imbalance is not
wing tank. The optical sensors are independent of the
reduced to less than 30 pounds within 2 minutes, the FUEL
fuel probes and fuel quantity gages. The FUEL QTY
BAL caution will illuminate and the auto balance system
LO circuit breaker is located on the front cockpit bat-
will shut off. The FUEL BAL caution will remain illumi-
tery bus.
nated until the system is reset.
● The amber FUEL BAL caution illuminates if indi-
NOTE cated fuel imbalance exceeds 30 pounds for 2 min-
utes, or a fuel probe fails. The FUEL BAL caution
If the auto balance system shuts off without will illuminate until the system is reset. To reset the
reducing the fuel imbalance to 30 pounds or auto balance system and 2-minute timer, place the
less, the auto balance system may be reset to FUEL BAL switch to MAN/RESET, then return to
provide an additional 2 minutes to balance AUTO position. Resetting the auto balance system
the fuel load. The system may require multi- will not correct a fuel probe failure.
ple resets to balance the fuel load. The fuel
1-22 Change 2
OPERATIONS
Fuel gravity drains from outboard to inboard wing cavities

Do not attempt to manually balance fuel load where transfer jet pumps supply fuel to and maintain a low,
if amber FP FAIL caution is illuminated. positive pressure in the collector tank. A fuel pickup valve
With a probe failure, a fuel imbalance cau- in the collector tank supplies fuel to the engine. During
tion may not be correct, and manual balanc- inverted flight, a weighted rod in the pickup valve closes off
ing attempts may cause or aggravate a fuel the normal fuel pickup, and opens the inverted flight fuel
imbalance. pickup. This provides a minimum of 15 seconds of fuel
● The green M FUEL BAL advisory illuminates if the regardless of orientation, and prevents air ingestion into the
fuel balance switch is in the MAN/RESET position. fuel system. A primary jet pump or electric boost pump in
Selecting the MAN/RESET position enables the man- the collector tank feeds fuel to the engine-driven low pres-
ual fuel balance switch. Selecting L or R position sure fuel pump. The low pressure fuel pump supplies fuel to
stops motive flow fuel from feeding from the respec- the engine-driven high pressure fuel pump which supplies
tive tank. The FUEL BAL circuit breaker is located on fuel to the FMU. The electric boost pump provides fuel for
the front cockpit generator bus. engine start and serves as a backup to the engine-driven low
pressure fuel pump. If both the electric boost pump and the
● A pilot-selectable “BINGO, BINGO” audio alert
engine-driven low pressure pump fail, the engine-driven
sounds when the total fuel is equal to or less than the
high pressure fuel pump will suction feed sufficient fuel for
value shown on the EICAS display at LSK L3. The
continued engine operation but will not allow an engine
alert sounds continuously until a value lower than the
restart. If the engine-driven high pressure fuel pump fails,
fuel total is set via the UFCP. The default value is 400
the engine will flame out and cannot be restarted.
lbs.
The fuel supply line to the engine incorporates two manu-
The fuel quantity indicating system uses seven fuel probes:
ally operated shutoff valves and a fuel filter. One shutoff
three in each wing tank and one in the collector tank. For
valve is provided to isolate the fuel system for engine or fuel
example, if the tanks are full, the outer probe is providing
filter maintenance. The firewall shutoff handle in the front
the reading for fuel quantity. The other probes are not used
cockpit activates the other shutoff valve, which stops fuel
until the fuel level drops below the outboard probe. The
flow to the engine.
outer probe provides fuel readings until approximately 445
±50 pounds, and the middle probe until approximately 308
±50 pounds. The inner probe provides fuel readings until
NOTE
approximately 20 pounds since the collector tank only has If the FUEL PX warning illuminates and the
one probe and divides its capacity equally between the left boost pump activates during inverted flight,
and right fuel tank readings. cease inverted maneuvers and notify mainte-
nance after flight.
If a fuel probe fails, the amber FUEL BAL caution illumi-
nates and FP FAIL caution illuminates on the EICAS. If the
fuel gage does not show an imbalance, then the failed probe
ELECTRICAL POWER SUPPLY
is not being used to sense fuel. When the failed probe is SYSTEM
being used, the indicated fuel level in that tank drops to the
next fuel probe. For example, if the middle fuel probe fails, The electrical system (Figure 1-19) includes a 28 VDC, 300
the fuel in that tank appears normal until the fuel drops amp starter/generator, an aerobatic 24 VDC lead-acid bat-
below 445±50 pounds; it then indicates 308±50 pounds tery, a 24 VDC auxiliary battery, and an external power
until the fuel burns down below 308±50 pounds. After this receptacle. Electrical power is distributed through the bat-
point, the fuel reading appears normal. tery and generator buses connected by the bus tie switch.
Circuit breakers (Figure 1-20), providing protection, are
NOTE located in both cockpits; battery bus on the left console pan-
els and generator bus on the right. Black circuit breaker col-
Automatic fuel balancing will not be avail- lar extensions are installed to provide easy identification
able with FP FAIL, but the low fuel warning and operation of high-use circuit breakers.
lights will continue to provide an accurate
indication of minimum fuel level.
Change 1 1-23
STR
EXT PWR EXT VOLTAGE SENSE EXT PWR
BUS RLY
PWR RLY GEN STR
TIE SENSE
SHUNT RLY
BAT GEN GEN

RLY RLY
BATTERY
42A HR STARTER/
GENERATOR
VOLT/AMP (300A)
METER
ENGINE/SYSTEMS
DISPLAY
HOT BAT BUS

RAM AIR VALVE OBOGS
FRONT REAR
CLOCKS EMERG FLAPS
ELT FDR MAINT COCKPIT COCKPIT
BATTERY CHIP DETECT
SPARE
GEN BUS
FRONT LH CB PANEL
COND BLOWER BUS SENSE
FWD BAT BUS HEAT EXCH BLOWER
AIL/EL TRIM UTIL LT FRONT RH CB PANEL

IAC #1 IGN
AVI MSTR PROP SYS FWD GEN BUS
HYD SYS RUD TRIM FWD FWD AIR COND GEN SW
COLL LTS FUEL QTY LO AVI AVI FUEL BAL AOA HT
START FLOOD LTS TEST LTS PITOT HT
FDR UFCP AVI AVI CKPT TEMP NWS
LDG GEAR CONT INST LTS MSTR MSTR SIDE LTS FIRE DET #2
PMU OIL TRX RLY RLY TRIM IND SEAT ADJ
FLAP CONT AOA NAV LTS DVR/DTS
BOOST PUMP LDG LT EDM HOTAS
EDM BAT SW TAD TAT HT
AUDIO INFLOW SYS AUX SPEED BRAKE AUDIO
RH MFD BAT EVAP BLWR
AFT BAT AVI MSTR TAXI LTS AFT GEN
FWD AVI BAT BUS
AUX FWD AVI GEN BUS
CTR MFD BAT ADC TCAS
COM 1 IAC #2
AFT AVI IRS RADIO RLYS
RAD ALTM LH MFD
FWD AUX BAT BUS DME VHF NAV
RADIO RLYS IRS AUX BAT
XPDR AFT AVI
STBY INST (5A HR)
COM 2 STBY LTS
FIRE DET #1 AFT STBY AFT RH CB PANEL
AFT LH CB PANEL AFT GEN BUS

EVAP BLWR SIDE LTS
AFT BAT BUS SEAT ADJ AUDIO
UFCP INST LTS TRIM IND
AUDIO FLOOD LTS
UTIL LT RH MFD
AFT AVI GEN BUS
AFT AUX BAT BUS LH MFD
STBY INST LEGEND
CIRCUIT BREAKER LIMITERS
AFT AVI BAT BUS
RELAY
CTR MFD SWITCH PN01D
GROUND 091416AA.AI
Figure 1-19. Electrical Schematic
1-24
OIL FUEL BOOST AUX AVI BAT
PMU TRX QTY LO PUMP START IGN BAT MSTR SW
7.5 3 3 15 5 7.5 15 3 3
STBY CTR
INST MFD AUDIO
LIGHTS
LDGGR AIL/EL RUD FLAP IAC
3 10 3 LDG INST COLL FLDT UTIL CONT TRIM TRIM CONT UFCP 1
15 7.5 5 5 3 3 5 5 3 3 20
RH
FLDT UFCP MFD HYD INFLOW PROP AFT
EDM SYS SYS SYS FDR BAT AOA
BATTERY BUS
5 3 10
5 3 5 3 3 20 3
BATTERY BUS
UTIL INST
LT LT FIRE RADIO STBY COMM AFT STBY RH CTR AFT FWD
REAR COCKPIT LEFT CONSOLE

1 RLYS LTS 2 STBY INST IRS AUDIO MFD MFD AVI AVI
FRONT COCKPIT LEFT CONSOLE

3 7« 3 3 7.5 7.5 7.5 3 3 5 10 10 15 35
STANDBY AVIONICS
Figure 1-20. Circuit Breakers

AVIONICS
20 3 5 3 10 3 3 3 10
BLACK COLLAR EXTENSIONS INSTALLED.

2 ADC TCAS NAV 1 XPDR DME ALTM MFD
IAC VHF COMM RAD LH
NOTE: CIRCUIT BREAKERS WITH BOLD CIRCLES HAVE

5 10
15 3 3 7.5 3 3 5 3
AUDIO MFD AVI RLYS IRS ADJ HOTAS BAL EDM DTS
LH AFT RADIO SEAT FUEL DVR/
3 3 3 3 3 3 5 7.5 15
3 7« 7«
AUDIO IND TAD NWS TEST NAV SIDE TAXI
IND LTS ADJ TRIM BRAKE
SPEED
GENERATOR BUS
GENERATOR BUS
TRIM SIDE SEAT LIGHTS
25 50 5 15 15 5 15 5 3 15
15
REAR COCKPIT RIGHT CONSOLE

GEN AVI SW HT HT TEMP COND BLWR 2 HT
Change 2
FRONT COCKPIT RIGHT CONSOLE
AFT FWD GEN PITOT AOA CKPT AIR EVAP FIRE TAT
BLWR
EVAP
PH00D
086002AB.AI
1-25
STARTER/GENERATOR holding the AUX BAT test switch, located on the front
cockpit left console system test panel, for a minimum of 5
Primary aircraft power is provided by the generator function seconds and ensuring the test light remains illuminated only
of the starter/generator. The generator provides 28 VDC while the switch is held on. Power is provided through the
power which is sufficient to operate all equipment on the AUX BAT circuit breaker located on the front cockpit bat-
generator and battery buses, and charge the battery. tery bus.
NOTE NOTE
The generator needs to supply a minimum of ● In an emergency situation, the auxiliary bat-
25 volts to charge the battery. tery powers the backup flight instrument,
The generator control switches, placarded GEN (Figure 1- radio relays, Inertial Reference Unit (IRU),
12), located in each cockpit, are magnetically held on and standby VHF control, and FIRE 1 fire warn-
electrically interlocked, which allows generator control ing system for approximately 30 minutes.
from either cockpit. Moving the generator switch to ON in ● With only aux battery power available,
either cockpit turns generator power on. Moving the genera- excessive radio transmissions reduce avail-
tor switch from the OFF position to ON trips the switch in able battery time.
the other cockpit to OFF and transfers control to the cockpit
with the switch in the ON position. While control of the EXTERNAL POWER
switches is being transferred, power remains uninterrupted.
An external power receptacle is installed in the left, aft fuse-
If the generator malfunctions in flight, the generator may be lage, below the left avionics bay door. External power is
reset with the generator reset button, located in either cock- distributed on the battery bus and is controlled by the bat-
pit, or by cycling the GEN switch off and back on. If the tery switch. The aircraft is internally protected from exter-
red GEN warning illuminates on the EICAS display, the air nal power over/under voltage. A voltage sensor is located
conditioning is the only equipment automatically shed. between the external power connector and the external
Power is provided through the GEN SW circuit breaker power relay. If the external voltage level exceeds a nominal
located on the front cockpit generator bus. level, the external power will be disconnected from the air-
craft electrical system.
BATTERY
When the generator is not powering the electrical system,

power is provided by an aerobatic, 24 VDC, lead-acid, 42-
ampere-hour battery. The battery provides power for engine Do not connect external power if battery
starts and is capable of powering all electrical systems voltage is below 22.0 volts. Connecting
except air conditioning. The battery switch, placarded BAT external power could cause damage to the
(Figure 1-12), controls battery power application. The bat- aircraft battery.
tery switches are magnetically held on and electrically inter-
locked, so that battery power may be controlled from either BUS TIE SWITCH
cockpit. Moving the battery switch to ON in either cockpit
The BUS TIE switch (Figure 1-12), located on the front
turns battery power on. Moving the battery switch from the
cockpit right console, is used to tie/isolate the battery and
OFF position to ON, trips the switch in the other cockpit to
generator buses. With the BUS TIE switch engaged (NORM
OFF and transfers control to the cockpit with the switch in
position), the generator feeds both generator and battery bus
the ON position. While control of the switches is being
items. If the bus tie fails, or is set to OPEN, the amber BUS
transferred, power remains uninterrupted. Power is provided
TIE caution on the EICAS illuminates, separating the bat-
through the BAT SW circuit breaker located on the front
tery and generator buses.
cockpit battery bus.
If the battery or battery bus fails (red BAT BUS warning on
AUXILIARY BATTERY the EICAS illuminated) while the BUS TIE caution is illu-
minated, items on the battery bus will not be powered.
Auxiliary power is supplied by a 24 VDC, 5-ampere-hour
auxiliary battery, located in the left avionics compartment, If the generator fails while the BUS TIE caution is illumi-
and is controlled by the AUX BAT switch (Figure 1-12) on nated, items on the generator bus will not be powered.
the front cockpit right console. The auxiliary battery power Expect a minimum of 30 minutes of battery power to the
level may be tested by turning the BAT switch ON and then battery bus items. If the generator has failed and the BUS
1-26 Change 2
TIE switch is in the NORM position, then the battery pow- hydraulic system. The brake system is not affected by a fail-
ers all items except the air conditioner, but for a reduced ure of the aircraft hydraulic system.
amount of time. If only the generator bus (red GEN BUS
warning on EICAS illuminated) has failed, the items on the Two hydraulic master cylinders provide independent brak-
generator bus will not be powered, but if the BUS TIE ing from the left and right rudder pedals. The master cylin-
switch is in the NORM position, the generator continues to ders are located on the bulkhead frame forward of the aft
power the battery bus and charge the battery. instrument panel and are interconnected to both the forward
and rear cockpit rudder pedals. Toe activated pedals,
mounted to the rudder pedal assemblies in each cockpit,
BRAKE SYSTEM operate the corresponding master cylinder, applying pres-
The brake system is a non-boosted, mechanically actuated, sure to the disk brake unit on the desired main wheel.
hydraulically operated system, independent of the aircraft
Change 2 1-26.1/(1-26.2 blank)

NORMAL OPERATION
The hydraulic pump pressurizes the normal system and
If brake pressure appears to fade during emergency accumulator to 3000±120 psi through a hydraulic
application, or brakes are not responding as fuse and one-way check valve. Once pressure exceeds 1800
expected, fully release brakes then re-apply. psi, the system can power the landing gear, main gear doors,
Both crewmembers must fully release brakes flaps, speed brake, and nose wheel steering.
for this to be effective. If the hydraulic pressure indicator drops below 1800 psi, the
hydraulic pressure display changes from white to amber. An
NOTE
amber HYD FL LO caution illuminates on the EICAS dis-
The pilot applying the most pedal force deter- play to indicate that the reservoir level has dropped below
mines the amount of braking being used. approximately 1 quart.
The filler plug for the brake reservoir is visible outboard of Hydraulic fluid level is checked in the hydraulic system ser-
the forward left ejection seat rail with the canopy open. The vice bay by comparing the position of the green indicating
filler plug incorporates three color bands to indicate fluid rod to marked indicator windows. The window indicates
level in the reservoir and the need for servicing. The red band FULL AC when the fluid level is full and the accumulator is
at the top of the filler plug indicates the system requires ser- charged. If the fluid level is not FULL AC or FULL AD, then
vicing, the green middle band indicates the system is ade- depressurize the emergency accumulator by pulling the man-
quately serviced, and the lower red band indicates the system ual pressure release handle. As the accumulator discharges,
has been overserviced. the fluid level in the reservoir should increase. The system
must be serviced if the accumulator is fully discharged and
PARKING BRAKE
the fluid level does not indicate FULL AD.
The parking brake is activated by applying toe brakes while Power for the hydraulic system is provided through a circuit
simultaneously pulling and turning the parking brake lever breaker, placarded HYD SYS, located on the battery bus cir-
90° clockwise. The parking brake handle is located in the cuit breaker panel in the front cockpit. With this circuit
front cockpit, on the lower right portion of the instrument breaker open, the pressure indication and HYD FL LO sen-
panel. Turning the handle 90° counterclockwise releases the sor is not available but EHYD PX LO sensor is available.
parking brake.
EMERGENCY OPERATION
Emergency hydraulic pressure is available after the normal
Do not touch the parking brake handle shaft system has pressurized the emergency accumulator. Pulling
when actuating or releasing the parking emergency gear extension handle in the front cockpit acti-
brake. Injury may result from the sharp edges vates the emergency system by isolating the main hydraulic
along the handle shaft. system at the power pack slide assembly and releasing the
emergency accumulator pressure through independent emer-
gency lines to extend the landing gear and flaps.
HYDRAULIC SYSTEM
An amber EHYD PX LO caution on the EICAS is illumi-
The hydraulic system (Figure 1-21) consists of one engine- nated when the emergency accumulator pressure drops
driven pump with approximately a 5 quart capacity. The sys- below 2400 ±150 psi, and is the only indication of the emer-
tem incorporates a pressure relief valve (3250 to 3500 psi) in gency accumulator’s status. A check valve prevents the
the main and emergency systems to prevent damage from emergency system from bleeding back into the main system
high system pressure. if the main system fails. A hydraulic fuse is used to prevent
The hydraulic system service bay, located in the lower aft a leak in the emergency system from depleting the main
fuselage behind the right wing trailing edge, contains: hydraulic system. The fluid flow to the emergency accumu-
•
lator is restricted to a rate below .25 GPM. In the event of an
A manual pressure release handle to release the pres- emergency hydraulic system leak that exceeds .25 GPM, the
surized fluid from the emergency accumulator back to fuse limits fluid loss to a maximum volume of 20-30 cubic
the reservoir. inches (0.5 quart). The EHYD PX LO caution illuminates
• A fluid quantity indicator which shows the level of
hydraulic fluid in the power package reservoir.
and the landing gear and flaps may be lowered using the
main system. If the leak rate is below .25 gallon per minute
• A ground hydraulic power, sampling, and servicing
connection.
(GPM), the system depletes the main reservoir until the
HYD FL LO caution illuminates, at which time there will
still be sufficient fluid in the main reservoir to lower the
landing gear and flaps using the main system.
Change 3 1-27
Figure 1-21. Hydraulic System
1-28
GRN
RED
GRN GRN
RED RED
LDG UP
A
DOWNLOCK
FRONT
WARNING OVERRIDE
FRONT
SILENCE
COCKPIT
ONLY
A
LDG DOWN REAR
PN01D
DETAIL A 084928AA.AI
Figure 1-22. Landing Gear Controls and Indicators
LANDING GEAR SYSTEM The gear indications include a red light in the gear handle
and a red and green indicator for each gear. The green indi-
The aircraft is equipped with a retractable tricycle system cator illuminates when that gear is down and locked. The
actuated by the aircraft’s hydraulic system. Four actuators, gear handle and red indicator illuminate whenever the nose
one on each gear and one for the main gear doors, operate gear is in transit or main gear doors are not closed, or any
the landing gear from either the main or emergency hydrau- time the PCL is approaching IDLE with the gear handle UP,
lic systems. The major components are the two main land- regardless of airspeed or position of main gear. The gear
ing gear with attached outboard gear doors, two inboard handle illuminates when any red indicator is illuminated.
gear doors, a steerable nose gear with moveable doors, land-
ing gear handles in each cockpit that provide gear position Pressing the LAMP TEST switch, located on the left con-
indications, and an emergency extension handle, placarded sole, tests the gear handle and indicator lights for both cock-
EMER LDG GR, in the front cockpit. pits.
Normal gear sequence and indications are as follows:

CONTROLS AND INDICATORS
NORMAL EXTENSION SEQUENCE/INDICATIONS
The control unit (Figure 1-22), located on the lower left side GEAR HANDLE
of the instrument panel in each cockpit, includes a lighted HANDLE GEAR DOORS LIGHTS LIGHT
landing gear handle, landing gear position indicator lights, a UP UP CLOSED NONE OFF
WARNING SILENCE button, and a DOWNLOCK OVER- DOWN UP OPENING 2 RED RED
(MAINS)
RIDE button (front cockpit only). Landing gear handles in
DOWN EXTENDING OPEN 3 RED RED
each cockpit are linked mechanically, and a soft detent pre- DOWN DOWN CLOSING 3 GREEN RED
vents inadvertent control handle movement. Power for the 2 RED
landing gear controls is supplied through a circuit breaker, (MAINS)
placarded LDG GR CONT, located on the front cockpit bat- DOWN DOWN CLOSED 3 GREEN OFF
tery bus circuit breaker panel.
Change 2 1-29
NORMAL RETRACTION SEQUENCE/INDICATIONS Nose Gear/Doors

GEAR HANDLE
HANDLE GEAR DOORS LIGHTS LIGHT When the landing gear handle is lowered and both main
DOWN DOWN CLOSED 3 GREEN OFF gear doors open, an electrical signal commands the nose
UP DOWN OPENING 3 GREEN RED
gear hydraulic actuator to lower the nose gear. When the
2 RED
(MAINS) gear extends it allows the spring-loaded nose gear doors to
UP RETRACT- OPEN 3 RED RED open. A spring-strut braces the nose gear folding strut in the
ING over-center position to lock the nose gear down.
UP UP CLOSING 2 RED RED
(MAINS) Upon retraction, rollers on each side of the nose gear strut
UP UP CLOSED NONE OFF pull the nose gear doors up with the gear and hold them
shut. The nose gear is locked in the up position by an inter-
Downlock Override Button nal actuator lock.
The downlock override button, located in the front cockpit
only, can be used to override the downlock solenoid which Emergency Extension
prevents movement of the landing gear selector handle The emergency extension handle is located on the lower left
when the right weight-on-wheels switch is energized (e.g., side of the instrument panel in the front cockpit only, and is
aircraft on ground, or right weight-on-wheels switch fail- placarded EMER LDG GR. The emergency hydraulic accu-
ure). Only the landing gear handle will raise on the ground mulator provides hydraulic pressure through independent
or when airborne with a failure of the right weight-on- lines to the four gear actuators to extend the main gear doors
wheels switch. and landing gear. Electrical power is not required to use the
emergency gear extension system.
NOTE
Actuate the emergency gear system by pushing the button
● If the gear handle is difficult to raise to the
on the EMER LDG GR handle and pulling the EMER LDG
UP position, return the gear handle to the
GR handle out. The main gear doors open and all three gear
DOWN position. Do not use the downlock
extend regardless of the landing gear handle position. Once
override button to raise the gear handle.
the gear are down and locked, the inboard main gear doors
● With a failure of the weight-on-wheels remain open. Cockpit indications will be a red light in the
micro-switch, use of the downlock override gear handle, a green nose gear indicator, and red and green
button will allow the gear handle to be raised indicators for each main gear. The landing gear cannot be
but will not retract the landing gear. retracted after being extended with the emergency system.
NORMAL OPERATIONS Landing Gear Position Warning
The system is hydraulically actuated and electrically The aural landing gear position warning is a 250 Hz tone
sequenced to extend and retract the landing gear and main repeated 5 times per second, transmitted through the audio
gear doors. system, and activates when any one of the following condi-
tions exist:
Main Gear/Doors ● Gear handle not DOWN (regardless of gear indica-
tions), PCL below a mid-range position (approxi-
When the landing gear handle is lowered, an electrical sig-
mately 87% N1), airspeed below 120 KIAS, and flaps
nal commands a single hydraulic actuator to open both
UP or TAKEOFF.
inboard gear doors, which subsequently allows the main
gear actuators to unlock and lower the gear. When the main ● All gear not indicating down and locked with flaps
and nose gear are down and locked, the inboard gear doors LDG (regardless of gear door position, power setting,
close and lock. Internal locks in the main gear actuators or airspeed).
engage to lock the main gear down. ● Weight on wheels with gear handle not DOWN.
The process is reversed for gear retraction. A normal gear
extension/retraction sequence takes approximately 6 sec-
onds.
1-30 Change 1
NOTE rotary actuator. The actuator assembly also provides nose

wheel shimmy damping. The selector valve includes a sole-
Gear warning horn will automatically silence noid which is electrically controlled by a switch located on
when the gear handle is lowered with flaps each control stick grip to turn on nose wheel steering. The
UP or TAKEOFF, regardless of gear posi- servo valve is operated by a push-pull cable connected to the
tion. Checking actual gear down indication is rudder pedals to command left or right steering.
essential to confirming proper safe gear con-
figuration. <2>A friction collar is located on the nose landing gear strut
cylinder to provide additional shimmy damping for the nose
Warning Silence Button landing gear. The friction collar consists of a two-piece steel
collar assembly and each half has a friction pad bonded to it.
The WARNING SILENCE button may be used to silence Two spring stacks apply a consistent force to enable the fric-
the warning horn when activated unless configured with gear tion collar to dampen nose wheel shimmy.
UP/flaps LDG, or gear handle UP/aircraft on the ground. In
addition, if LDG flaps are not selected, pressing the WARN- A green advisory message; NWS, on the EICAS page, illu-
ING SILENCE button prevents the warning horn from acti- minates when nose wheel steering is selected. Power for the
vating when pressed above 120 knots, PCL below a mid- nose wheel steering system is provided through a circuit
range position (approximately 87% N1), and subsequently breaker, placarded NWS, located on the generator bus circuit
the aircraft is slowed below 120 knots. The aural warning breaker panel in the front cockpit.
only resets if the PCL is moved above a mid-range position
(approximately 87% N1), and then retarded below a mid-
range position (approximately 87% N1). An airspeed sensor
prevents aural gear warnings above 120 KIAS, with the gear
handle and flaps UP or takeoff (TO), regardless of PCL posi- • NWS is to be used at ramp speeds only.
Engaging NWS at high taxi speeds can result
tion. in directional control problems due to
increased sensitivity.
NOSE WHEEL STEERING
Directional control during taxi is accomplished by the use of
• Failure of the nose wheel steering system
may prevent the pilot from changing nose
rudder and/or differential braking, or by using hydraulic wheel direction without disengaging the sys-
nose wheel steering (NWS). tem. If the nose wheel steering system fails
to respond to pilot input, disengage nose
wheel steering and use differential braking to
maintain directional control while stopping
Minimum radius turns are possible through the aircraft. Do not taxi with a known direc-
use of power, full rudder, and differential tional control problem.
braking. To preclude unnecessary wear to
nose wheel steering and tire, disengage nose WING FLAPS
wheel steering prior to executing sharp turns
with differential braking. To re-engage nose The aircraft is equipped with hydraulically operated, electri-
wheel steering, actuate the nose wheel steer- cally controlled, four-segment split flaps. Normal hydraulic
ing switch prior to applying opposite rudder. pressure is used for extension and retraction, and emergency
Failure to do so may result in nose wheel accumulator pressure is provided for emergency extension
steering not engaging. only. The system includes two flap selectors, two selector
valves for normal operation, an emergency extension selec-
The nose wheel is a free castoring type with 160° of castor tor valve, flap actuator, flap torque tube, two flap position
(80° either side from center). Steering is mechanically oper- indicators (Figure 1-23), and associated microswitches.
ated through the rudder pedals and hydraulically driven with
pressure supplied by the aircraft hydraulic system. The nose NOTE
wheel steering actuator automatically centers the nose wheel
when the aircraft is in the air and the nose gear is not up and The flap position cannot be visually verified
locked. from either cockpit because the flaps are
hinged to the lower surface of the wing.
An actuator assembly, mounted on the forward side of the
nose gear strut, includes a selector valve, servo valve, and
Change 3 1-31
A
UP
FLAPS
FRONT
TO
LDG A
DETAIL A REAR
PN01D
084927AA.AI
Figure 1-23. Flap Indicator
EXTENSION/RETRACTION • Emergency flap operation is not available

when the auxiliary battery is the only source
The flap control system operates the flaps through a centrally of electrical power.
located hydraulic actuator. Flap position is controlled by a
three-position flap selector, placarded UP, TO (takeoff, 23°
deflection), and LDG (landing, 50° deflection), located in
• If power to the flap control circuit is lost (e.g.,
loss of power to the battery bus, or the FLAP
the left console in each cockpit (Figure 1-13). The selectors CONT circuit breaker has opened), the flaps
are interconnected so that operation of one selector is dupli- will retract to the UP position, flap position
cated by the other. Electrical power for the flap system is will not be visible from the cockpit, and the
provided through a circuit breaker, placarded FLAP CONT, flap indication will be unreliable.
located on the battery bus circuit breaker panel in the front
cockpit. EMERGENCY EXTENSION
During normal operation, the flap selector controls the Emergency flap extension is enabled after the emergency
hydraulic flap actuator, which is connected to the flap torque landing gear extension handle is operated. Following landing
tube. When hydraulic power is applied to the actuator, the gear extension, setting either flap selector to TO or LDG
actuator rotates the torque tube and flap segments to the controls emergency flap extension to the TO or LDG posi-
selected setting. tion. The emergency selector valve is solenoid operated and
is located in the hydraulic power system emergency mani-
As the torque tube rotates, a cam on the torque tube activates fold. The flaps cannot be retracted after emergency exten-
position sensing microswitches to drive the flap indicator in sion until the aircraft is serviced by maintenance.
each cockpit.
NOTE
NOTE
•
Do not use flaps until after the landing gear
Normal flap operation and position indication are down.
is unavailable anytime the battery bus has
failed or when the auxiliary battery is the only
source of electrical power.
1-32 Change 3
FLAP INDICATOR (takeoff), and LDG (landing). During extension or retrac-

tion, the position pointer moves to an intermediate position
A flap indicator (Figure 1-23) is located above the landing between the placarded settings to indicate flap motion. When
gear control handle on the lower left side of the instrument power is removed from the flap indicator (e.g., battery
panel in each cockpit. The flap position is indicated by a switch OFF or battery failure), the position pointer moves to
pointer which points at one of three position marks. The a position counterclockwise of the UP position.
position marks match the flap lever markings of UP, TO
Change 3 1-32.1/(1-32.2 blank)

SELECTOR
MANIFOLD
WING
AFT
SPEED BRAKE SPAR
ACTUATOR
ELEVATOR/
SPEED BRAKE
TRIM CABLE
INBOARD
SPEED BRAKE SPEED BRAKE
FLAP
(RETRACTED) (EXTENDED) OUTBOARD
FLAP
SPEED BRAKE FLAP
(EXTENDED) TORQUE
TUBE
PT01D
970401AA.AI
Figure 1-24. Speed Brake System
SPEED BRAKE SYSTEM or moving the PCL to the maximum power position, trips a
microswitch which automatically retracts the speed brake.
The speed brake control system operates a single ventral The speed brake control circuit responds to the last entry.
plate, located between the flaps, through a hydraulic actua- Electrical power for the speed brake system is provided
tor (Figure 1-24). The EICAS advisory SPDBRK OUT is through a circuit breaker, placarded SPEED BRAKE, on the
illuminated any time the speed brake is extended. generator bus circuit breaker panel (Figure 1-20) in the front
cockpit.
The speed brake is held extended or retracted by hydraulic
pressure in the actuator. The actuator incorporates an inter-
nal hydraulic uplock to keep the speed brake retracted when
the engine is off. A system of cables, pulleys, and push-pull
flexible cables connected from the speed brake to the eleva- To prevent injury to ground crew, exercise
tor trim tab actuator automatically inputs pitch trim as the caution when operating the speed brake with
speed brake is operated. This counteracts some, but not all ground crew present.
of the pitch change tendency of the aircraft due to the opera-
tion of the speed brake. The speed brake extends to 70° FLIGHT CONTROL SYSTEM
from the stowed position, and may not be stopped at an
intermediate deflection. The flight control system (Figure 1-25) includes primary
and secondary controls which may be operated from either
The speed brake switch (Figure 1-13) is a three-position cockpit. The manually operated primary flight controls
switch, spring-loaded to the center position, located on the include conventional ailerons, elevator, and rudder. See Sec-
top inside surface of each PCL. Rearward movement of tion VI for Flight Characteristics.
either switch extends the speed brake and forward move-
ment retracts the speed brake. If the flaps are extended, the Secondary flight controls include electrically actuated pitch/
speed brake will not extend. Once extended, the speed brake roll/yaw trim systems and a rudder trim aid device (TAD). A
remains extended until either switch is moved forward to combined aileron/elevator (roll/pitch) trim switch (Figure 1-
retract, the flaps are extended, or the PCL is moved to 26) is located on each control stick grip and a rudder (yaw)
MAX. Moving the FLAPS selector out of the UP position, trim switch (Figure 1-13) is located on each PCL. The con-
Change 1 1-33
RUDDER
RUDDER TRIM TAB
AILERON ELEVATOR TRIM TAB
CONTROL STICK
A ELEVATOR
STICK SHAKER
AILERON CENTERLINE
BELLCRANK
PUSH-PULL RODS
DETAIL A PT00D
970344AA.AI
Figure 1-25. Flight Controls
TRIM
INTERPT
BOMB/ROCKET
RELEASE
TRIM
AIL/ELEV
FIRST DETENT
A
DVR RECORDING
SECOND DETENT MASTER
WEAPON RLS MODE
FRONT
NWS/TARGET
DESIGNATE A
REAR AFT
DETAIL A PN01D
084934AB.AI
Figure 1-26. Control Stick Grip
1-34 Change 1
A
FRONT
TRIM AID
INSTR
B
FLOOD OFF BRT INSTR
SIDE FLOOD
OFF BRT
SIDE
OFF
OFF BRT OFF BRT
ANTI- OFF BRT OFF BRT
LDG TAXI COLL NAV LIGHTS REAR
OFF OFF OFF

LIGHTS
FRONT COCKPIT REAR COCKPIT
DETAIL A DETAIL B PN00D

084929AA.AI
Figure 1-27. Trim Control Panel
trol circuits give the rear cockpit priority if trim selection rons are deflected by lateral movement of either control
conflicts between cockpits. stick. Aileron travel is limited to 20° trailing edge up and
11° trailing edge down. The ailerons are statically mass bal-
A trim interrupt button is located right of the roll/pitch trim anced with weights installed on the leading edges of each
switch on the top of the control stick grip. Pressing and aileron.
holding the button interrupts power to all trim actuators and
causes the trim aid device to disengage. A trim disconnect Aileron Trim
switch, placarded TRIM DISCONNECT, is also installed on
the trim control panel in each cockpit (Figure 1-27). Actuat- An electromechanical actuator, installed in the center wing,
ing the trim disconnect switch removes power from the trim is connected to a spring box assembly and the centerline
system and cause the trim aid device to disengage. Green bellcrank to provide aileron (roll) trim by actually moving
TRIM OFF and TAD OFF advisory on the EICAS display the ailerons. The aileron trim actuator is controlled by a
in each cockpit illuminates whenever the trim disconnect combined roll/pitch trim switch located on the control stick
switch is used. The three-axis trim positions are displayed grip in each cockpit. Aileron travel on the ground for roll
on a triple-trim indicator installed on the left console in each trim is approximately 6° trailing edge up for either aileron
cockpit. The trim indicator provides a pictorial indication of and 6° trailing edge down for the opposite aileron. Trim
the aircraft trim condition. Three green bands, one on each position is indicated on the triple-trim indicator on the trim
trim axis, provide the takeoff trim setting range for each control panel (Figure 1-27). Power is provided through a
trim axis. Power for the trim indicator is provided through a circuit breaker, placarded AIL/EL TRIM, located on the
circuit breaker, placarded TRIM IND, located on the gener- battery bus circuit breaker panel in the front cockpit.
ator bus circuit breaker panel (Figure 1-20) in the front and
rear cockpits. Ground adjustable trim tabs are installed at the trailing edge
of each aileron. The tabs allow maintenance adjustment of
AILERONS the stick neutral trim input to the control system by varying
the aerodynamic forces acting on the ailerons. The ground
The aileron system includes the ailerons, control sticks, adjustable trim tabs are limited to 20° tab trailing edge up
push-pull rods, and bellcranks. The front and rear control and 8° tab trailing edge down.
sticks are interconnected by a interconnect tube. The aile-
Change 1 1-35
ELEVATOR limited to 9° trailing edge right and 9° trailing edge left.

Trim position is indicated on the trim control panel (Figure
The elevator system includes the elevator, control sticks, 1-27). Power is provided through a circuit breaker, plac-
push-pull rods, downsprings, cables, bellcranks, and a bob- arded RUD TRIM, located on the battery bus circuit breaker
weight. panel in the front cockpit.
The elevator is deflected by fore and aft movement of either
control stick. The front and rear control sticks are intercon- TRIM AID DEVICE (TAD)
nected by an interconnect tube. Elevator travel is limited to The rudder trim aid device (TAD) assists directional (yaw)
18° trailing edge up and 16° trailing edge down deflection. trimming during airspeed and power changes. The TAD
The elevator is mass balanced with weights located in the senses engine torque, altitude, airspeed, and pitch rate, and
elevator horns. Two downsprings fitted to the elevator computes a desired rudder trim tab position. The computed
bellcrank provide a balanced control feel. signal is applied to the rudder trim tab actuator, which
A bobweight is installed on the front control stick which deflects the trim tab to the computed position, resulting in
increases stick forces as G-load on the aircraft increases, to lower out-of-trim forces.
improve control feel and help prevent overstressing the air- The trim aid device is selected by a magnetically locked
frame. switch, placarded TRIM AID, located on the left console in
the front cockpit (Figure 1-27). A green TAD OFF advisory
Elevator Trim illuminates on the EICAS when the system is disengaged.
Elevator (pitch) trim is provided by an electromechanical An amber TAD FAIL caution illuminates on the EICAS dis-
actuator which drives a tab surface installed on the right side play if the system has failed internally. Actuating the trim
of the elevator. The actuator is controlled by a combined interrupt button on the control stick grip, or the TRIM DIS-
roll/pitch trim switch located on the control stick grip in CONNECT switch on the trim control panel, removes
each cockpit. Elevator tab travel is limited to 5.5° trailing power from the rudder tab actuator, including the reference
edge up and 22° trailing edge down. Trim position is indi- voltage to the TAD, causing the TAD to disengage, the
cated on the triple-trim indicator on the trim control panel TRIM AID switch to move to OFF, and the TAD OFF advi-
(Figure 1-27). Power is provided through a circuit breaker, sory illuminates on the EICAS display. If the TAD FAIL
placarded AIL/EL TRIM, located on the battery bus circuit caution illuminates on the EICAS display, the TAD system
breaker panel in the front cockpit. must be reset by setting the TRIM AID switch to OFF, and
then back to TRIM AID. Power for the TAD is provided
RUDDER through a circuit breaker, placarded TAD, located on the
generator bus circuit breaker panel in the front cockpit.
The rudder system includes the rudder, rudder pedals,
cables, pulleys, and a bellcrank, with one push-pull rod and When engaged, the TAD functions continously without
two rudder centering springs. The front and rear cockpit input from the pilot. Manual yaw trim input from the pilot is
rudder pedals are interconnected by tie rods. Rudder pedal additive to the trim input that the TAD commands. The TAD
position adjustment is accomplished with a hand crank automatically sets takeoff trim in the yaw axis when the trim
located on the center console of each cockpit. The crank is aid system is switched on after engine start. Once takeoff
connected to a jackscrew on the pedals. Pedal position can trim is set, the system makes no further trim inputs until the
be adjusted a total of 7 inches from forward to aft. aircraft accelerates to at least 80 KIAS and there is no
weight on the wheels.
The rudder is deflected by movement of the rudder pedals in
either cockpit. Rudder travel is limited to 24° left and 24° NOTE
right deflection. The rudder surface is statically mass bal-
● During phases of flight involving high rates
anced with a balance weight installed in the rudder horn.
of power (torque), airspeed, or pitch
changes, the trim aid computer will make
Rudder Trim
changes to the rudder trim tab that the pilot
Rudder (yaw) trim is provided by an electromechanical may notice as rudder pedal movement.
actuator located in the vertical stabilizer, which drives an
● The trim aid system will not completely trim
anti-servo tab surface on the trailing edge of the rudder. The
the aircraft in yaw.
actuator is controlled by a switch installed on the PCL in
each cockpit. Tab deflection with the rudder at neutral is
1-36 Change 1
RUDDER CABLE
LATCH ASSEMBLY
A
CENTER
CONSOLE
YOKE
BARREL (ENGAGED)
CONTROL
STICK
YOKE (STOWED)
LATCH OPENING CABLE DETAIL A PN01D

084933AA.AI
Figure 1-28. Gust Lock
GUST LOCK DOORS AND HATCHES

A gust lock system (Figure 1-28) is provided in the front AVIONICS BAY AND BAGGAGE COMPARTMENT
cockpit to lock the aileron and rudder surfaces in the neutral DOORS
position, and the elevator in a nose-down configuration
when the aircraft is parked. A spring-loaded yoke on the cen- Access to the avionics bay is provided by two side-hinged
ter console is lifted, the control stick is positioned so that the doors, one on each side of the aircraft. Each avionics bay
gust lock yoke can engage an adapter on the control stick, door is secured by three latches, one on each of the non-
and the yoke is lowered to the lock position on the column. hinged sides.
A flexible cable, connected to a latch assembly which locks
the rudder cable, is attached to the lever. The gust lock is dis- Access to the baggage compartment is provided by a lock-
engaged by lifting the yoke, moving the control stick to the able, top-hinged door on the left side of the aircraft. The bag-
side and then aft, and lowering the yoke to the stowed posi- gage compartment door is secured by three latches, one on
tion. each of the non-hinged sides.
To open, press a latch inward until the lock-half pops out-

ward, and repeat for the other latches. Each door has a strut
attached that may be used to secure the door in the open posi-
Failure to stow the gust lock completely may tion. To close the door, stow the strut and close the door
prevent the flight controls from operating against the side of the fuselage. Press the lock-half of a latch
properly. Any attempt to actuate the flight inward until the latch snaps, and repeat for the other latches.
controls with the gust lock not properly
stowed may result in damage to the flight GROUND EGRESS DOORS
control assemblies.
Access to the external canopy fracture system (CFS) handles
is provided by two lockable doors, one on each side of the
aircraft. Each door is secured by a single latch. To open,
press the latch inward, until the lock-half pops outward. To
close the door, close the door against the side of the fuselage
and press the lock-half of the latch inward until the latch
snaps.
Change 3 1-37
The ground egress doors shall be unlocked Failure to secure the cowling latches prior to
during all ground and flight operations to takeoff may allow the cowling to open in
ensure ground personnel can operate the flight, causing damage to the aircraft or loss
CFS, if necessary. of control.
ENGINE COWLINGS AND DOORS CANOPY

The engine compartment area forward of the firewall is The lockable canopy, which includes the windscreen, is side
enclosed by several fixed and several openable or removable opening. For birdstrike protection, the windscreen and front
cowlings. The lower portion of the enclosure is fixed and can transparency are thicker than the rear transparency. The
be removed by maintenance personnel only. From the spin- windscreen is designed to withstand a 4-pound birdstrike at
ner aft, the engine compartment is divided into the nose area airspeeds up to 270 knots without canopy penetration. Oil
(forward cowlings), the plenum area (plenum panels), and filled spring struts permit opening and closing without power
the accessory area (left and right cowling doors) (Figure 1- assist from either cockpit. The latch mechanism drives five
1). overcentering hooks through a continuous drive rod. An
The nose area extends from the spinner back plate to just aft electrical sensing system which consists of four
of the engine exhaust stacks. The reduction gear box, PIU, microswitches, three of which are part of the latch mecha-
chip detector, exhaust stacks and torque probe are accessible nism, and a single canopy sill switch at the forward edge of
with the nose area cowlings removed. Access to the nose the canopy, verifies the locked and latched condition. A red
area is provided by an upper and a lower forward cowling, CANOPY warning illuminates on the EICAS display when
both of which are removable by maintenance personnel. the canopy latch mechanism and microswitches do not indi-
cate the canopy is in the closed and locked position. For
The plenum area extends from the aft end of the nose area, defog and ventilation, warm air is routed through tubes along
aft to the second break in the skin. The engine inlet plenum the sides of the canopy and distributed through a series of
and assorted portions of the oil, fuel, and bleed air lines are flow control holes.
accessible with the plenum area cowlings removed. Access
to the plenum area is provided by a single upper cowling and The aircraft key set can be used to lock and unlock the
two side cowlings (right and left), all of which are removable ground egress doors, baggage compartment door, and can-
by maintenance personnel. opy.
The accessory area extends from the aft end of the plenum A canopy prop strut is located on the left canopy rail, near the
area, aft to the firewall. The oil tank filler cap and dipstick, forward internal canopy handle, to provide limited cockpit
oil level sight glass, oil system scavenge pump, FMU, fuel ventilation when the aircraft is parked. The canopy prop strut
pumps, battery, and other engine accessories are accessible pivots down and engages a stop clip on the left longeron,
with the left and/or right cowling doors open. Access to the leaving the canopy open approximately 4 inches. To release
accessory area is provided by a right cowling door and a left the prop strut, lift the prop strut up and rotate the prop strut
cowling door. The right cowling may be opened by releasing up to the STOWED position.
three thumb latches and one lever latch. The left cowling The canopy has a non-inflatable weather seal and an inflat-
may be opened by releasing one thumb latch and two lever able pressure seal. The pressure seal is pneumatically
latches. The thumb latches are painted orange on the inner inflated using cooled engine bleed air tapped off the anti-G
side to improve visibility when open. system. The one piece, seamless pressure seal is automati-
A cowling support strut is provided for each accessory cowl- cally inflated as soon as bleed air inflow is available (e.g.,
ing to prop the cowling up in the open position. To support engine on and bleed air inflow switch NORM or HI) and
the cowling, place the rod end of the strut into the receptacle weight is off the right main landing gear.
on the firewall. To stow the strut, pull the rod end out of the
receptacle, press the strut end into the clip on the cowling, CANOPY OPERATION PROCEDURES
and close the cowling. Press the latches to the closed position
and verify no orange is showing on any of the latches. To open the canopy from the outside (Figure 1-29):
1. Press and hold unlock button in while slowly rotating
external canopy handle clockwise to placarded OPEN
position.
1-38 Change 2
C
A
CANOPY LOCK
UNLOCK BUTTON
EXTERNAL CANOPY HANDLE

(CLOSED POSITION)
EXTERNAL CANOPY HANDLE

(OPEN POSITION)
DETAIL A
B
INTERNAL CANOPY
OPEN AND LIFT HANDLE
B
(OPEN POSITION)
EJECTION SEAT
FRONT
PIN STORAGE
MECHANICAL
CANOPY
LOCK INDICATOR
(4 VISIBLE)
REAR
CANOPY LOCK
RELEASE
HANDLE
INTERNAL CANOPY PULL INBOARD
OPEN AND LIFT HANDLE TO RELEASE
(LATCHED POSITION)
LOCK RELEASE LEVER
SHOWN IN LOCKED POSITION
RAISE UP TO UNLOCK
DETAIL C DETAIL B PN01D
084930AA.AI
Figure 1-29. Canopy Open/Close
Change 2 1-39
2. Lift canopy open. ● Any time significant resistance is felt within

the latching mechanism while rotating the
external canopy handle counterclockwise,
reopen the canopy and check the condition
To close the canopy from the outside: of each of the canopy hooks for free rotation
and consistent positioning. Repeat Steps 3
NOTE and 4 as necessary to lock the canopy.
The canopy is held in the open position by a
canopy lock, which must be released to close NOTE
the canopy. A canopy lock release handle is ● If external canopy handle does not rotate to
located on the right side panel in each cock- full CLOSED (counterclockwise) position,
pit. repeat Steps 3 and 4.
1. Pull canopy lock release handle in either cockpit and
hold. ● With external canopy handle partially rotated
counterclockwise, a slight movement of the
2. Pull canopy over center and release canopy lock handle counterclockwise and clockwise may
release handle. help to position the canopy hooks and allow
3. Make sure external canopy handle is rotated to full for successful reattempt.
OPEN (clockwise) position and slowly lower canopy
rail to canopy sill. To close the canopy from the inside:
Make sure only one occupant is operating

Lowering the canopy with the external can- the canopy handle, to avoid pinching fingers
opy handle in a position other than fully or hand.
OPEN may damage the canopy hooks. Make
sure rail is clear and pin box is closed. NOTE
If canopy cannot be locked from the inside,
NOTE do not accept the aircraft for flight. If crew
It is acceptable to position the canopy hooks chief assistance is utilized to close and lock
by hand to engage the hook receivers, but canopy, aircrew must re-open and close can-
improper canopy hook alignment must be opy from the inside.
annotated in the aircraft forms. Aircrews 1. Pull canopy lock release handle in either cockpit and
must make sure the external canopy handle hold.
functions properly to lock the canopy closed. 2. Pull canopy over center and release canopy lock
4. Slowly rotate external canopy handle counterclock- release handle.
wise with a slow steady motion until resistance is felt
3. Make sure internal canopy handle is rotated full
in lock mechanism. Reverse direction just until pres-
OPEN (aft) position and slowly lower canopy rail to
sure is relieved, then continue to rotate external can-
canopy sill.
opy handle counterclockwise to CLOSE position.
Lowering the canopy with the internal can-

● Attempting to rotate the external canopy opy handle in a position other than fully aft
handle too quickly or with excessive force may damage the canopy hooks. Make sure
may damage the canopy locking system and/ rail is clear and pin box is closed.
or defeat the cam mechanism of the canopy
hooks, preventing them from fully dropping
and accepting the canopy sill.
1-40 Change 2
NOTE To open the canopy from the inside:

1. Raise lock release lever located aft of internal canopy
It is acceptable to position the canopy hooks
handle.
by hand to engage the hook receivers, but
improper canopy hook alignment must be 2. Hold lock release lever in UNLOCK position while
annotated in the aircraft forms. Aircrews slowly rotating internal canopy handle aft to plac-
must make sure the internal canopy handle arded OPEN position.
functions properly to lock the canopy closed. 3. Lift canopy open.
4. Rotate internal canopy handle forward with a slow
steady motion until resistance is felt in lock mecha- CANOPY FRACTURING SYSTEM (CFS)
nism. Reverse direction just until pressure is relieved,
The aircraft uses a dual redundant canopy fracturing system
then continue to rotate internal canopy handle forward
(CFS) to provide a clear path for the pilot(s) during ejection
to LATCHED position.
or emergency ground egress. The CFS uses a flexible linear
shaped charge (FLSC) installed around the periphery and
down the centerline of the front transparency, and a mild
detonating cord (MDC) installed in separate parts, one
● Attempting to rotate the internal canopy han- around the periphery, and one down the centerline of the
dle too quickly or with excessive force may rear transparency (in a diamond pattern).
damage the canopy locking system and/or
defeat the cam mechanism of the canopy The CFS has two modes of operation; automatic initiation
hooks, preventing them from fully dropping during ejection, and manual initiation from either internal or
and accepting the canopy sill. external CFS initiators. An internal CFS handle (Figure 1-
30), located on the left console behind the PCL in each
● Any time significant resistance is felt within cockpit, allows manual activation of the fracturing system
the latching mechanism while rotating the for the transparency over the respective cockpit. There are
internal canopy handle forward, reopen the also two external CFS handles and initiators behind plac-
canopy and check the condition of each of arded ground egress doors on either side of the aircraft
the canopy hooks for free rotation and con- below the canopy sill. Either external CFS initiator will acti-
sistent positioning. Repeat Steps 3 and 4 as vate the fracturing system for both transparencies.
necessary to lock the canopy.
The front CFS detonates the FLSC around the periphery and
NOTE down the centerline to sever the transparency into two
halves. During rear seat ejection, only the rear transparency
● If internal canopy handle does not rotate
centerline diamond pattern detonates. However, activating
fully forward to LATCHED position, repeat
the rear cockpit CFS handle or either external CFS handle
Steps 3 and 4.
will detonate both the periphery and diamond pattern of the
● With internal canopy handle partially rotated rear transparency. Force of the detonation jettisons the
forward, a slight movement of the internal transparency parts away from the canopy frame. The CFS is
canopy handle fore and aft may help to posi- good for only one actuation; if a CFS handle is pulled, the
tion the canopy hooks and allow for success- system cannot be reset simply by resetting the handle - at a
ful reattempt. minimum, system components between the handle and the
optical detonator will need to be replaced.
5. Check proper engagement of canopy hooks by lifting
lock release lever. Make sure canopy light and master
warning illuminate and internal canopy handle does
not rotate aft.
6. Release lock release lever and extinguish master
warning. Make sure canopy light extinguishes.
7. Check canopy lock by gently attempting to rotate
internal canopy handle aft. When properly locked,
internal canopy handle cannot be rotated aft without
raising lock release lever.
8. Verify mechanical green indicators visible.
Change 2 1-40.1/(1-40.2 blank)

Each CFS initiator includes piezoelectric crystals and a

flash lamp bank. When the CFS handle is pulled, the piezo-
electric crystal produces an electric charge to fire the flash
To avoid accidental activation of the canopy
lamps which provide a light source. The light excites a laser
fracturing system, ensure the area around the
rod, which sends laser energy along fiber optic cables to the
CFS handle is clear prior to exiting the cock-
optical detonators at the canopy sill. The optical detonators
pit.
fire plungers across the air gap between the optical detona-
tors on the canopy sill and the CFS acceptor assemblies on
the canopy. The acceptor assemblies initiate shielded mild
NOTE
detonating cords attached to the inititation manifolds, which The internal front and rear cockpit CFS han-
detonate the CFS explosive cords. dles operate the CFS explosives for only the
respective transparency. Either external
Motion of the ejection seat automatically initiates the CFS ground egress handle will activate the explo-
system through a dual laser initiator connected to the seat by sives for both transparencies.
the CFS attach bolt, located on the right seat rail in each
cockpit, which precisely times the detonation with the pas- EMERGENCY GROUND EGRESS SYSTEM
sage of the seat. This ensures that seat passage occurs dur-
ing the outward movement of the transparency parts, Emergency ground egress is provided with the CFS through
providing a clear escape path. In the event of canopy frac- the respective internal CFS handle or either external CFS
turing system failure, each seat is fitted with a canopy handle (Figure 1-30). This allows for the fracture of the
breaker to fracture the transparency. transparencies if there is a problem with the canopy latching
system or if left side egress is not possible. To operate the
system from inside the cockpit, the CFS handle located on
the left console aft of the PCL in each cockpit must be
rotated 90 degrees counterclockwise and pulled upward (15
● A safety pin is provided for the internal can-
- 25 pounds). For ground rescue personnel, an externally
opy fracturing initiators located in each cock-
operated CFS handle on a lanyard is mounted behind an
pit console. This pin shall be removed and
access panel located on each side of the fuselage. These
stowed before flight and re-installed after
access panels are located to ensure rescue personnel can
flight. A stowage box is provided beside the
reach the panel with the aircraft on the gear or in a gear up
rear ejection seat.
situation. The handle lanyard must be pulled to the full
● The emergency escape system incorporates extent of its 10-foot length and pulled (15 to 25 pounds).
an explosive canopy fracturing system. The
force of detonation blows numerous shards
and small fragments outward from the can-
opy. Detonation, with personnel in the imme- An external emergency ground egress lan-
diate vicinity of the exterior of the canopy, yard is located on each side of the aircraft,
may result in serious injury. Ground rescue behind a spring-loaded access door. This
personnel initiating the canopy fracturing door contains a lock to prevent unauthorized
system shall face away from the canopy access. The door shall remain unlocked dur-
when activating the fracturing system. Air- ing all flight and ground operations.
crew shall ensure oxygen mask is on and
visor is down prior to actuating the CFS sys- NOTE
tem to prevent injury from shards and hot
fragments. Operation of the CFS system does not cause
or preclude firing of either ejection seat.
● If CFS handle actuation is known or sus-
pected, do not close the canopy without EJECTION SEATS
inspection of the CFS donor assemblies on
the canopy sill for firing plungers. The
EJECTION SEAT INJURY RISK CRITERIA
plungers fired by the optical detonators may
be in a position to initiate detonation when Figure 1-31 shows that the aircraft has low risk of injury
the canopy is closed. throughout the qualified pilot body range and aircraft air-
Change 1 1-41
EFORE
R E M OVE B F LIG
HT
(SAFETY PIN
SHOWN REMOVED)
A
FRONT
CANOPY FRACTURE
A
REAR
TURN & PULL
CFS HANDLE
DETAIL A B
EXTERNAL CFS HANDLE

(LEFT SHOWN)
DETAIL B PN01D
084931AA.AI
Figure 1-30. CFS Handles
1-42
231
223 LOW RISK

BODY WEIGHT (Lbs.)
193
VMO = 316 KIAS

163
See Fig 5-3
133
103
0 50 100 150 200 250 300 350 370
AIRSPEED (KEAS)
NOTES:
EJECTION IN SEAT ENVELOPE
LOW RISK AREA ENCOMPASSES SEAT DESIGN LIMITS

PARACHUTE LANDINGS FALL INJURIES INCREASE
SIGNIFICANTLY AS AIRCREW WEIGHTS INCREASE
EJECTION SEAT INJURY RISK DEFINITIONS ARE FOR ALL

USAF AIRCRAFT AND ARE DEFINED:
LOW RISK - MAJOR INJURY RATE ESTIMATED

BETWEEN 5% AND 10%
MEDIUM RISK
HIGH RISK
PN01D
101721AB.AI
Figure 1-31. Ejection Seat Injury Risk Criteria

Change 2 1-43
speed. The ejection seat injury risk definition of LOW RISK pult tube. As the seat rises, the CFS initiator on the right
is that the major injury rate is estimated between 5 and 10%. seat rail (Figure 1-33) will activate the CFS which fractures
Ejection risk chart assumptions are as follows: the canopy (during rear seat ejection, only the rear transpar-
ency diamond pattern is detonated). As the seat nears the
NOTE top of the rails, a rocket motor is fired to ensure sufficient
altitude for parachute deployment. Emergency oxygen is
● Ejection is within the seat performance enve-
activated when ejection is initiated. After ejection, the seat
lope.
is stabilized and the forward speed is reduced by a drogue
● Minimal pitch, roll and/or yaw rate at ejec- parachute, followed by the automatic deployment of the
tion. personnel parachute and separation of the pilot from the
seat. See Section III for ejection envelope and sequence.
● Injury probability increases with speed.
Ejection is initiated by pulling the ejection control handle
● Ejection sled test data used to determine risk located on the front of each seat bucket between the pilot's
areas. thighs. An interseat sequencing system (ISS) selector is
located in the aft cockpit which permits the selection of solo
● Injury does not include parachute landings or
or dual ejection modes. The canopy fracturing system frac-
canopy burns.
tures the respective canopy as the seat moves up the rails.
Should the canopy fracturing system fail, the canopy
EJECTION SEAT DESCRIPTION
breaker mounted on the seat will shatter the canopy, allow-
The aircraft is equipped with Martin-Baker ejection seats. ing the pilot to safely eject through the canopy. After ejec-
Each ejection seat (Figure 1-32 and Figure 1-33) is fully tion, parachute deployment and seat/pilot separation are
automatic, providing safe escape for most combinations of automatic. A manual override system is provided to restart
aircraft altitude, speed, attitude, and flight path within the the separation sequence in the event of an automatic system
aircraft operational envelope. The seat is capable of provid- failure. For high altitude ejections, an altitude sensing
ing safe escape from zero altitude, zero speed, up to 35,000 device and a G-limiting device delay seat/pilot separation
feet at speeds up to approximately 370 KIAS. and parachute deployment until the seat and pilot are
between 14,000 and 16,000 feet MSL and at a safe para-
chute deployment speed.
● The emergency escape system incorporates

explosive cartridges and rocket propellant
charges. Inadvertent firing may result in seri- When ejecting over mountainous terrain
ous injury or death to personnel in, on, or exceeding 8000 feet MSL, the manual over-
near the aircraft. ride (MOR) handle should be used to manu-
ally separate from the seat and deploy the
● Ejection seats shall be pinned whenever the parachute.
canopy is not securely down and locked.
Intentional or inadvertent operation of the GQ 5000 PARACHUTE
ejection seats with the canopy open or
unlocked may result in serious injury or The GQ 5000 parachute utilizes a conical shaped canopy,
death to personnel in, on, or near the aircraft. with venting at the top for more rapid inflation and
decreased opening shock. After inflation, the pilot should
● An ejection control handle safety pin is pro- expect to see two vents, located slightly aft of the 3 o’clock
vided to render the ejection seat safe during and 9-o’clock lines (as viewed looking up at the canopy).
non-flight operations. Removal and installa- The front and rear risers are fastened together with hook and
tion of the safety pin before and after flight loop fasteners, during packing, with the steering lines (tog-
are the responsibility of the pilot(s). Ensure gles) located on the backside of each of the front risers.
seat pin is fully inserted/seated. When unstowed, the steering lines allow directional control
by opening and closing the canopy vents. The left and right
The seat is ejected by gas pressure developed within the
risers are connected with a cross strap which gives added
twin telescopic catapults when the main catapult cartridge is
stability to the parachute and ensures it remains inflated in
ignited. As the seat rises on the rails, pressure is maintained
the event one of the risers is disconnected.
by two auxiliary cartridges located on the side of each cata-
1-44 Change 1
HEADBOX
DROGUE
ADU MODE CANISTER
SELECTOR VALVE
LEFT TOP
ADU CABLE LATCH
MECHANISM
DETAIL A
SHOULDER
ADU CABLE HARNESS
REEL
SEAT
BUCKET
EMERGENCY
OXYGEN
RADIO CYLINDER
BEACON MOR GAGE
CABLE DETAIL B HANDLE
A BACKPAD
CUSHION
B
EMERGENCY OXYGEN
SAFETY HANDLE/GREEN RING
PIN
SNUBBER
UNIT
LEG RESTRAINT
QUICK RELEASE
ATTACHMENT
SHEAR RING UNDERSEAT
ROCKET
MOTOR
ATTACHMENT
SNUBBER SHEAR RING
LEG RESTRAINT UNIT PN01D
GARTERS 100923AB.AI
Figure 1-32. Ejection Seat Left View (Front Seat Shown)
Change 2 1-45
CANOPY
BREAKER
RIGHT TOP LATCH

MECHANISM
HEADPAD
CFS/SEAT
ATTACHMENT
BOLT
PARACHUTE
CFS RISERS
INITIATOR SEAT SURVIVAL
KIT MANUAL
RELEASE HANDLE
DETAIL A
SEAWARS UNITS
EJECTION
BACKPAD CONTROL EMERGENCY
HANDLE OXYGEN
LAP STRAP HANDLE/GREEN
EMERGENCY RING
OXYGEN QUICK
DISCONNECT SHOULDER
HARNESS
CONTROL
A LEVER
LEG RESTRAINT
LINES
SURVIVAL
KIT CUSHION
LEG RESTRAINT
ATTACHMENT
GARTER
SHEAR RING
SURVIVAL LEG RESTRAINT LINE
KIT FLOOR BRACKET
LEG RESTRAINT LINE LEG RESTRAINT
PT01D
FLOOR BRACKET GARTER 094563AB.AI
Figure 1-33. Ejection Seat Right View (Front Seat Shown)
1-46 Change 2
EJECTION CONTROL HANDLE The leg restraint garters may be released for ground egress
by individually operating the release button for each line, or
An ejection control handle, marked with yellow and black by operating the quick release lever on the forward left side
stripes, is located on the front of each seat bucket. An of the seat to release both lines simultaneously.
upward pull on the handle withdraws the sears of the left
and right seat initiators to simultaneously fire the seat initia- As the seat travels up the guide rails during ejection, the leg
tor cartridges. After ejection, the handle remains attached to restraint lines, which are fixed to floor brackets, are drawn
the seat. through the snubbers. Inertia draws the pilot’s legs towards
the front of the seat bucket. When the lines become taut and
A safety pin, with a red streamer attached, is provided for a pre-determined load is attained, attachment shear rings
insertion through the handle to render the seat safe during break, freeing the lines from the aircraft. If an attachment
non-flight operations. Removal and installation of the safety shear ring does not break during ejection, a shear rivet in the
pin before and after flight are the responsibility of the leg restraint line floor bracket breaks, freeing the line from
pilot(s). Stowage for the ejection seat safety pin is provided the aircraft. The leg lines are restrained by the snubbers and
in the interior canopy latch handle. the pilot’s legs are secured until the leg lines are released
when harness release occurs.
EMERGENCY OXYGEN SYSTEM

If the seat becomes unlocked from the cata-
An emergency oxygen cylinder, gage, and associated
pult and slides partially up the rails, or com-
plumbing are installed on the inner left side of each seat
pletely out of the cockpit, ejection and/or
bucket. An emergency oxygen supply hose is provided on
parachute deployment is still possible, but
the right side of the ejection seat to connect the CRU-60/P
the ejection handle must be pulled followed
to the ejection seat oxygen supply. The emergency oxygen
by activation of the manual override (MOR)
supply hose incorporates an inline automatic disconnect
handle. Under these circumstances, low alti-
which will disconnect automatically during ejection at seat/
tude ejection capabilities are compromised.
pilot separation, or automatically during emergency ground
egress. The emergency oxygen system supplies the pilot
MANUAL OVERRIDE HANDLE
with oxygen for 10 minutes or until seat/pilot separation.
A manual override (MOR) handle is provided to initiate Flow is automatically initiated during ejection, or the sys-
seat/pilot separation if the automatic system fails or if seat/ tem can be manually activated for use in the cockpit should
pilot separation is desired above 14,000 feet MSL. Marked the OBOGS fail. If the emergency oxygen supply is manu-
with yellow and black stripes, the handle is located on the ally activated, the aircraft needs to reach and remain at or
right side of each seat bucket. Operation of the handle is below a cabin altitude of 10,000 feet prior to exhaustion of
prevented when the seat is installed in the aircraft. After the emergency oxygen supply or the effects of hypoxia may
ejection, the handle is free to function. The handle is locked incapacitate the pilot. Disconnecting the main oxygen hose
in the down position by a catch operated by a thumb button from the CRU-60/P is necessary to provide pressure relief at
situated at the forward end of the handle. Depressing the a safe exhalation pressure and supplemental cockpit air on
thumb button allows the handle to be rotated upward. Oper- inhalation. Aircraft descent is necessary for protection
ation of the handle after ejection will fire a cartridge to against the effects of hypoxia, because the flow of oxygen
operate the upper and lower harness locks, the upper and from the cylinder reduces with time. The emergency oxygen
lower bridle locks, and the headbox deployment unit. cylinder is sufficiently charged for flight if the contents
gage pointer is anywhere within the black band (1800-2500
LEG RESTRAINTS psi).
A leg restraint system (Figure 1-34) is installed on each

ejection seat to restrain the pilot's legs during ejection, pre-
venting leg injuries due to flailing. The system includes two
leg restraint lines, two leg restraint line locks, two snubbers,
and two leg restraint garters. Leg restraint garters should be
positioned just above the boot on each of the pilot’s legs.
Change 2 1-47
SNUBBER
UNIT
LEG RESTRAINT
LINE LOCK
LEG
RESTRAINT
LINE
LEG
RESTRAINT
LINE
A LEG ATTACHMENT
A RESTRAINT
GARTER
SHEAR RING
LEG RESTRAINT
LINE FLOOR
BRACKET
QUICK
(LEFT SIDE TYPICAL) RELEASE
CONNECTOR
A
PT00D
020302AC.AI
DETAIL
Figure 1-34. Leg Restraints

1-48 Change 2
gen flow until the cylinder is depleted (10

minutes).
Anytime cabin pressure exceeds 10,000 feet SHOULDER HARNESS REEL AND CONTROL
and either OBOGS and/or cabin pressure is
lost, an emergency descent to a cabin altitude The shoulder harness reel secures the shoulder harness. The
of 10,000 feet or below must be accom- reel ensures that the pilot will be brought to and locked in the
plished. Use of emergency oxygen is required correct posture for ejection. The shoulder harness control
when OBOGS is lost and cabin pressure lever is located on the left side of the seat bucket. The lever
exceeds 10,000 feet pressure equivalent. has two positions; aft (locked) and forward (unlocked).
Once emergency oxygen is activated, descent When the lever is in the forward (unlocked) position, the reel
to aircraft altitudes at or below 10,000 feet permits the pilot to lean forward and twist around in the seat
MSL is essential within 10 minutes of activa- for maximum visibility or to reach controls, but restrains for-
tion of emergency oxygen. ward movement in the event of excessive deceleration.
When the lever is in the aft (locked) position, the pilot is
NOTE restrained in the retracted (shoulders back) position.
The emergency oxygen cylinder will be When the shoulder harness reel is in the normal unlocked
charged to 1800 psi minimum at 70 °F. How- state, the pilot is protected against rapid forward movement
ever, indicated pressure is affected by tem- under sudden deceleration by automatic locks. The locks
perature changes. To approximate acceptable respond to an excessive rate of strap extraction or aircraft
bottle pressure, add or subtract 3.5 psi for deceleration. On rapid strap extraction or aircraft decelera-
each degree the temperature is above or tion, the reel mechanism will lock, and when the extraction
below 70 °F. or deceleration load is released the reel will revert to the nor-
mal free state.
EMERGENCY OXYGEN HANDLE/GREEN RING
SEAT HEIGHT ACTUATOR SWITCH
A green, looped, manually operated ring (Figure 1-32) is
located on the left side of each seat bucket and forms part of A seat height actuator switch is located on the left side con-
the emergency oxygen operating lever. Should the OBOGS sole in each cockpit. The switch is spring-loaded to the OFF
fail, the emergency oxygen supply system may be activated position and must be moved aft to raise the seat bucket and
by simultaneously pulling up and aft on the ring. The emer- forward to lower the seat bucket. Power for the seat adjust-
gency oxygen cylinder will supply the pilot with oxygen for ment system is provided through a circuit breaker, placarded
10 minutes. Descent to 10,000 feet cabin altitude, or lower, SEAT ADJ, located on the generator bus circuit breaker
is necessary within 10 minutes or the pilot(s) may experience panel in each cockpit.
the effects of hypoxia.
NOTE
• When the emergency oxygen system is actu-
ated, high pressure air may make verbal com-
Ensure ejection seat pan and side consoles are
clear of all lap straps, cords, and connections
prior to adjusting seat height to prevent pos-
munication with the other crewmember or
sible damage to seat or equipment.
ATC more difficult.
• Disconnecting the main oxygen supply hose

from the CRU-60/P improves breathing capa-
INTERSEAT SEQUENCING SYSTEM (ISS)
The aircraft ejection system is fitted with a gas operated

bility by providing pressure relief and
interseat sequencing system (ISS). The ISS mode selector is
improves anti-suffocation capability by
located on the left side console panel in the rear cockpit.
reducing resistance.
• Avoid inadvertently disconnecting COMM

cable when disconnecting main oxygen hose.
Aircraft equipped with a three-mode ISS selector valve (Fig-
ure 1-35) have a placarded BOTH position, a placarded
SOLO position, and a placarded CMD FWD (command for-
• Once activated, ejection seat emergency oxy-
gen cannot be shut off and will provide oxy-
ward) position.
Change 3 1-49
FRONT
A REAR
DETAIL A PN01D
084936AA.AI
Figure 1-35. ISS Mode Selector
The ISS mode selector is used to set seat ejection mode. The when flying solo. When the ISS mode selec-
ISS mode selector is connected to both seats with gas trans- tor is set to SOLO, only the activating seat
fer tubes, which allow for transfer of gas signals between the ejects.
•
seats and the ISS mode selector to determine ejection seat
operating mode. When the selector is set to the SOLO posi- With the rear cockpit occupied, do not fly
tion, there is no gas transfer between seats, and the activating with the ISS mode selector in the SOLO posi-
seat is the only seat which ejects. When the selector is set to tion. With both cockpits occupied, flying
the BOTH position, gas signals transfer between seats, both with the ISS mode selector in SOLO may
seats eject, and the rear seat ejects first regardless of which result in an unsequenced ejection (front seat
seat initiates the ejection. When the selector is set to the first) causing serious injury or death to the
CMD FWD position, the crewmember in the aft seat initiates rear cockpit occupant.
ejection of the aft seat only, and the crewmember in the for-
ward seat initiates ejection for both forward and aft seats
• Firing of one seat while the ISS mode selector
is set to SOLO does not prevent the other seat
with the rear seat ejecting first. from firing.
Whenever ejection for both seats is activated, a 0.17-second
timer is initiated to allow the shoulder harness reel to retract
• Both seats will eject if the ISS is in BOTH
and an unpinned ejection handle is pulled,
the harness, and a 0.54-second timer is simultaneously acti- even if the other seat is pinned.
vated to provide ejection separation (0.37-second elapsed
time) between the front and rear seats. • With the ISS mode selector set to CMD
FWD, the crewmember in the rear cockpit
initiates ejection of the rear seat only, and the
crewmember in the front cockpit initiates
• If the ISS mode selector is set to BOTH, there

is a 0.37-second delay after the rear seat
ejection for both front and rear seats with the
rear seat ejecting first even if the rear seat
ejection handle safety pin is installed.
ejects before front seat ejection. When set to
SOLO, the 0.37-second delay is bypassed.
The ISS mode selector shall be set to SOLO
1-50 Change 1
2. Ensure leg restraint lines are routed properly (outboard

to inboard), with shear ring in each leg restraint line
located between snubber unit and leg restraint line
Seat sequencing during ejection is unpredict- floor bracket.
able if the ISS mode selector is not locked in
a detent. NOTE
If attachment ring is not clear of snubber unit,
SEA WATER ACTIVATED RELEASE SYSTEM
pull leg restraint line outboard and aft
(SEAWARS)
through snubber unit until attachment shear
SEAWARS manual mode is the primary method for activat- ring is between snubber unit and leg restraint
ing the upper KOCH fitting and separating the parachute ris- line floor bracket.
ers from the aircrew. An automatic mode is the backup 3. Enter cockpit, making sure not to step or stand on ejec-
method for separating the parachute risers from the aircrew tion control handle.
in the event of a parachute decent and touchdown in salt
water. The automatic mode is intended for disabled aircrew
or when there is insufficient time to manually activate the
release.
Care shall be taken to monitor head clearance
The SEAWARS is designed to release within 2 seconds after and avoid injury from canopy alignment pins,
being immersed in salt water. The conductivity of the salt latch hooks, and external canopy handle.
water is sensed by the use of two sensing probes, an elec-
4. Connect leg restraint garters with buckles to the inside
tronic circuit, and a self-contained 24 VDC battery. When
of the legs, and D-rings aft (towards seat) (Figure 1-
the conductance level of the salt water reaches the threshold
36).
of 10,000 microhos per centimeter, the ignition capacitor is
charged. A time delay circuit is also energized which dis-
charges the ignition capacitor into the bridgewire of the elec-
tro explosive cartridge (EEC). When this occurs, the release
piston is driven by the gas released from the EEC, compress- To prevent serious injury or death to pilot(s)
ing the plug assembly. This action releases the sleeve within in an emergency situation, ensure leg
the upper KOCH fitting and frees the parachute harness riser. restraint garters are snugly fitted/connected
Refer to Figure 1-32 and Figure 1-33. correctly. This includes ensuring slack is
removed from leg lines. Incorrect fitting/con-
PILOT HOOKUP nection may cause the leg restraint line to
hang-up during egress.
The ejection seat system is a sophisticated life saving device
which, when properly used, can provide maximum chance 5. Connect lap strap to left and right buckles of torso har-
for survival in circumstances which necessitate ejection. In ness making sure to route strap under anti-G hose.
order to maximize the effectiveness of the ejection seat sys-
tem, attention to detail and the use of the following strap-in
procedure (Figure 1-32, Figure 1-33, Figure 1-36) will pro-
vide the pilot(s) with the best possible chance for survival. Failure to route the lap strap under the anti-G
hose may result in loss of air supply to anti-G
suit, rendering anti-G suit inoperative.
6. Connect anti-G hose to anti-G hookup on left rear con-
Failure to ensure ejection handle is in the sole panel.
upright position and harness straps are clear 7. Connect main and emergency oxygen connections to
of the handle will result in an inability to ini- CRU-60/P. Ensure main and emergency oxygen hoses
tiate ejection. are disconnected from elastic sidewall strap.
1. Ensure ejection handle safety pin is installed and warn-
ing streamer is free and clear of ejection seat handle.
Change 2 1-51
RIGHT SEAWARS
UNIT LEFT SEAWARS
UNIT
CRU-60/P
COMMUNICATION
LEADS
EMERGENCY
OXYGEN HOSE
RIGHT LAP STRAP LEFT LAP STRAP
MAIN ANTI-G HOSE

OXYGEN HOSE (FROM G SUIT)
(FROM AIRCRAFT)
RIGHT LEG
RESTRAINT LEFT LEG
GARTER RESTRAINT
GARTER
NOTE
LEG RESTRAINT GARTERS SHOULD

BE POSITIONED JUST ABOVE THE
BOOT ON EACH OF THE PILOT’S
LEGS.
PN01D
101006AC.AI
Figure 1-36. Pilot Hookup
1-52 Change 3
NOTE
Failure to connect SSK may result in failure
Failure to release emergency oxygen hose of the personal locator radio beacon to acti-
from elastic sidewall strap during strap-in vate following ejection.
may result in loss of emergency oxygen sys-
Carrying straps are provided on each side of the container,
tem after ejection.
with a loop for attachment of the lowering line and three
8. Connect upper KOCH fittings (with SEAWARS units) fabric tubes for stowage of the lowering line. The AN/URT-
to left and right torso harness fittings. 140 personal locator radio beacon will start transmitting
9. Don helmet, connect communications lead, and con- automatically upon seat/pilot seperation during the ejection
nect oxygen mask to CRU-60/P. sequence.
SEAT SURVIVAL KIT (SSK) LIFE RAFT
A seat survival kit (SSK) is fitted in the seat pan (Figure 1- The life raft is in the shape of a small boat and has the
32, and Figure 1-33). The kit is secured in position by a capacity for one person. The life raft consists of three main
fiberglass upper lid assembly which forms part of the sitting components: The primary buoyancy tube, a single raft can-
platform. The kit incorporates a pilot selectable automatic opy and hood, and a single floor.
deployment unit which allows the pack to be deployed onto
a lowering line either automatically or manually during The following items are attached to the primary buoyancy
parachute descent. The automatic deployment unit (ADU) tube:
and radio beacon are attached to the seat by two cables ● Carbon dioxide (CO2) gas cylinder inlet non-return
(ADU and radio beacon); they are attached to the seat for- valve
ward of the ADU mode selector valve. Prior to strapping in,
● CO2 gas cylinder pocket
the pilot selects either manual (MANUAL) or automatic
(AUTO) with the selector valve on the right side of the seat, ● Boarding handles (4)
under the seat cushion. When the selector valve is set to ● Sea anchor loop patch
automatic, the SSK is lowered automatically 4 to 6 seconds
● Oral inflation tube
after seat/pilot separation, suspended on the lowering line.
If the selector valve is set to manual, the pilot must pull the ● Ancillary equipment stowage pocket
manual release handle located opposite the automatic ● Touch-and-close fastener patches (6)
deployment unit to lower the SSK. One end of the 12-foot
● Water pocket (2)
nylon lowering line is formed into a loop which is attached
to the fabric container and raft. The other end is connected The canopy fabric color is orange for increased visibility in
to the left lap strap. When the SSK is deployed, the life raft the ocean. The open edge of the canopy from the head aper-
is automatically inflated. ture to the foot end is attached by touch-and-close fasteners
A fire retardant fabric container, fitted inside the seat and a snap fastener which holds it in the closed position.
bucket, accommodates the survival aids. Survival kit com- After it inflates, the visor attached to the hood is held in
ponents include: position by touch-and-close fastener patches attached to the
lower corners. The floor is a single panel of single-ply nylon
● Water bags (2) fabric with a polyurethane top layer. The color of the panels
● Water storage bag (2) are blue. The following items are part of the floor assembly:
● Nylon cord (50 feet) ● Integral bailer
● Medical kit ● Life raft identification markings
● AN/URT-140 personal locator radio beacon ● Floor loop patch
● MK-124 smoke signal
LIFE RAFT OPERATION
● SOS light
1. The survivor boards the life raft from the stern (foot
● Signal blanket end). Use the boarding handles to help board the life
● Bailing sponge raft.
● Life Raft 2. Make sure that the drogue has deployed correctly.
Change 2 1-53
3. Pull the canopy over the shoulders. cooling for anti-G, canopy seal, and OBOGS. The other sec-
tion is used for all other ECS functions.
NOTE
Cooling air for the heat exchanger is supplied by two
Keep the canopy closed when bailing out sources. For ground operations, a blower supplies the neces-
water. sary cooling air flow. With weight off the landing gear, elec-
4. Use the bailer to remove water from inside the life raft trical power to the blower is terminated and ram air through
as follows: the cooling air inlet is ducted to the heat exchanger. Flap-
pers in the heat exchanger inlet duct divert the airflow,
a. Make sure that the funnel is not twisted.
depending on whether the cooling air is blower or ram air
b. Put the funnel end of the bailer tube in the water. supplied.
Lift the funnel to allow the water to run out
through the tube. Repeat this operation until no Bleed air from the left side P3 port is used for the OBOGS.
water remains in the life raft. The left side P3 bleed air is controlled using the supply lever
on the oxygen regulator in each cockpit.
c. Use the bailing sponge to dry the floor. Squeeze
out the water into the funnel. Bleed air from the right side P3 port is used for canopy seal,
d. When there is no more water in the life raft, twist anti-G, heating/defogging, and pressurization. To prevent
the bailer for three complete turns (minimum). right side P3 bleed air from entering the cockpit, both the
Using a bowknot, tie the bailer to the floor loop BLEED AIR INFLOW switch on the environmental control
patch with the cord. panel and the DEFOG switch on the center console must be
in the OFF position. These two switches control the position
5. Feed the antenna of the emergency transmitter
of the bi-level flow control and shutoff valve (inflow valve)
through the sleeve in the canopy.
and bi-level flow control bypass valve (defog valve),
6. Close the canopy and attach the edges with the touch- respectively, and are located in the front cockpit only. Power
and-close fastener strips and press stud. for both the defog valve and the inflow valve is provided
7. Pull the hood/visor down over the face and attach the through the INFLOW SYS circuit breaker on the forward
touch-and-close patches. battery bus.
The BLEED AIR INFLOW switch is a three-position
ENVIRONMENTAL CONTROL switch placarded HI, NORM, and OFF. This switch controls
SYSTEM (ECS) the position of two solenoids on the inflow valve. In the
OFF position, both solenoids are de-energized and the valve
The environmental control system (Figure 1-37 and Figure is closed. In the NORM position, one solenoid is energized
1-38) provides automatic temperature and pressurization allowing the inflow valve to partially open. When the
control. Heating and pressurization are provided by condi- switch is set to HI, the second solenoid is energized and air-
tioned engine bleed air. Cockpit cooling is provided by a flow through the valve increases.
vapor cycle system with an engine-driven compressor.
Fresh air ventilation is available for ground operations and When the air conditioning compressor is operating and the
non-pressurized flight. A full set of environmental controls aircraft is below 7500 feet MSL (pressurization no longer
are located in the front cockpit right side console (Figure 1- required) the inflow valve is automatically closed regardless
39). Power for the environmental control panel is provided of the position of the BLEED AIR INFLOW switch. This
through a circuit breaker, placarded CKPT TEMP, located improves cooling performance by eliminating warm bleed
on the generator bus circuit breaker panel in the front cock- air from the airflow into the cockpit environment.
pit.
When the DEFOG switch is set to ON, the inflow valve is
fully opened to maximize the volume of bleed air entering
BLEED AIR SUPPLY SYSTEM
the cockpit.
Engine bleed air is utilized for the canopy pressurization
The ECS has two temperature sensing sources downstream
seal, anti-G system, cockpit heating and defogging, pressur-
of the heat exchanger to alert the pilot of overtemperature
ization, and on-board oxygen generation system (OBOGS).
conditions in the ECS ducting. A 300 °F temperature switch
Bleed air is tapped from the engine compressor section at
is located at the rear distribution valve aft of the front ejec-
the left and right P3 ports (Figure 1-7). All bleed air support-
tion seat. Another 300 °F temperature sensor is located
ing OBOGS, anti-G, and the canopy pressurization seal
upstream of the defog selector in the environmental system
must first pass through a heat exchanger assembly. This
duct near the firewall. If the bleed air temperature at either
assembly is divided into two sections. One section supports
1-54 Change 2
ENGINE DRIVEN
WARM AIR OUTLET REFRIGERANT
COMPRESSOR
WINDSHIELD DEFOG
COOLING AIR INLET

COLD AIR DUCTING
CANOPY DEFOG TO GLARESHIELD
OUTLET TUBES
COLD AIR OUTLET
COLD AIR DUCTING
TO GLARESHIELD
CANOPY DEFOG
OUTLET TUBES
AIR CONDITIONING
CONDENSER
AND COOLING BLOWER
HEAT EXCHANGER
BYPASS VALVE
HEAT EXCHANGER
REFRIGERANT
SERVICE PANEL
FRONT AIR CONDITIONING

EVAPORATOR AND BLOWER
COLD AIR OUTLET WARM AIR OUTLET
REAR AIR CONDITIONING

EVAPORATOR AND BLOWER
PT01D
022074AA.AI
Figure 1-37. Environmental Control System Components
Change 1 1-55
FIREWALL
SHUTOFF
HANDLE
COMPRESSOR
DEFOG
VALVE CANOPY
INFLOW SEAL/ANTI-G
FIREWALL ELECTRICAL
SHUTOFF VALVE SHUTOFF
VALVE VALVE
FIREWALL WEIGHT-ON-
WHEELS
SWITCH
RAM AIR
WATER HI FLOW
SEPARATOR FRESH AIR
NORM
OFF
HEAT EXCH VALVE
BY-PASS VALVE
FRONT FOOT CANOPY SEAL
WARMER
OUTLETS CANOPY SEAL VALVE DEFOG
(FWD COCKPIT
WINDSHIELD DEFOG OUTLETS
ONLY)
FORWARD DEFOG
CONTROL VALVE
CANOPY
FRONT COCKPIT
DEFOG
COCKPIT
TEMPERATURE
CONTROL FOOT
REAR FOOT SENSOR
WARMER
CANOPY DEFOG
OUTLETS
OUTLETS
REAR DEFOG
CONTROL VALVE
ENGINE DATA SECONDARY

MANAGER STATIC
CABIN SYSTEM
REAR
REAR COCKPIT TEMP SENSOR
PRESSURE
BULKHEAD
ENGINE BLEED AIR BLOWER/FAN

CONDITIONED BLEED AIR VALVE
COOLED BLEED AIR FLAPPER
PRESSURIZATION DEFROST AIR PRESSURE REGULATOR
CONTROL VALVE
CANOPY PRESSURE SEAL
SOLENOID ANTI-G TEST/HOOKUP
RECIRCULATION AND
DUMP SOLENOID
DELTA P EVAPORATOR COOLED AIR MECHANICAL CONNECTION
VALVE RAM AIR
CONTROL VALVE REGULATOR ELECTRICAL CONNECTION
REGULATOR TEMPERATURE SENSOR PN01D
SAFETY OUTFLOW VALVE 091555AB.AI
Figure 1-38. Environmental Control System
1-56 Change 3
RAM AIR
HI FLOW FRONT
NORM
OFF
REAR
DETAIL A PN01D
084935AA.AI
Figure 1-39. Environmental Control Panel
sensor location exceeds 300 °F, an amber DUCT TEMP cau- A quick disconnect coupling for the anti-G suit hose connec-
tion will illuminate. tion and a test button are provided on a control panel located
on the left side console in each cockpit. When the test button
A manually actuated shutoff valve is located at the firewall. is pressed, the weighted rod is depressed allowing bleed air
The valve is connected by linkage to the hydraulic system to flow into the suit.
shutoff valve and is actuated, along with the fuel system
shutoff valve, by pulling the FIREWALL SHUTOFF handle HEATING AND DEFOGGING SYSTEM
in the front cockpit on the left console panel (Figure 1-5).
Engine bleed air for heating and defogging is tapped off the
CANOPY SEAL AND ANTI-G SYSTEM right side P3 port and routed to the cockpit through the
inflow and/or defog valves. Bleed air continues through or
An anti-G system provides partial protection against the bypasses the heat exchanger, then passes through the ECS
physiological effects of high G maneuvers. The system uti- portion of the firewall shutoff valve and enters the cockpit
lizes engine bleed air to supply pressure to each pilot's anti- through the defog outlets or the footwarmers.
G suit. Each anti-G valve has a weighted rod with an orifice
which is displaced toward full open by gravity during posi- The routing of air in the two cockpits is based on the position
tive G acceleration. As the weighted rod moves further open of the vent control lever, placarded AIR, located on the cen-
with increasing G, the pressure in the anti-G suit increases ter console in the front cockpit only. When the vent control
proportionally. lever is set to CANOPY, air is routed to the windshield defog
outlets in the front cockpit and the canopy defog outlets in
The canopy seal/anti-G electrical shutoff valve is controlled both cockpits. Defog air is provided to the canopy from the
by the BLEED AIR INFLOW switch. Power for this valve is mid-lever position and above. When the vent control lever is
provided through a circuit breaker, placarded INFLOW set to FOOT, air is routed to footwarmer outlets in both cock-
SYS, on the battery bus circuit breaker panel in the front pits (Figure 1-38). The vent control lever mechanically posi-
cockpit. Absence of power leaves the valve closed. After tions a butterfly valve in the air ducts in both cockpits to
flowing through the shutoff valve, air proceeds to the heat direct the air to the selected location.
exchanger for cooling. A water separator is incorporated into
the system to protect the anti-G valves from contamination. The temperature of the air entering the cockpit is normally
A safety valve automatically provides pressure relief if the controlled automatically between 60 and 90 °F as selected by
pressure exceeds 7 psig. the front cockpit pilot using the temperature control
Change 2 1-57
switch placarded TEMP CONTROL (Figure 1-39). This

switch is a combination potentiometer and a three-position
rotary switch. The potentiometer portion of the switch, plac-
During an icing encounter, the windshield
arded AUTO, is used for automatic temperature control. To
may become completely opaque and restrict
increase cockpit temperature, rotate the switch toward HOT,
forward visibility. Increased pilot workload
to decrease cockpit temperature, rotate the switch toward
may occur during the landing phase of flight.
COLD. Rotating the switch knob to the 6- o’clock position
changes control to the manual mode. In the manual mode,
the rotary switch is spring loaded to off or null at the manual
NOTE
position. Rotating the switch clockwise or counterclockwise The first indication of icing may be the start
toward COLD or HOT results in directional control of the of ice accumulation on the forward canopy
heat exchanger bypass valve, resulting in warmer or cooler bow and at the base of the windshield.
inflow temperatures.
Operation of the canopy defog increases ITT for a given PCL
The temperature controller receives input from the cockpit setting due to the higher bleed air load on the engine. Adjust
temperature control sensor located in the duct between the the PCL to maintain the ITT within limitations appropriate to
two cockpits, the TEMP CONTROL rheostat position, and the operation, e.g., maximum climb when climbing or max-
the cabin temperature sensor located on the rear pressure imum cruise power for cruise flight. Defog is typically
bulkhead. These inputs result in an output signal from the required for short intervals during climb to, and cruise at,
controller to the heat exchanger bypass valve to direct more high altitude and descents from high altitude into humid con-
or less bleed air through the heat exchanger as necessary to ditions.
achieve and maintain the selected temperature.
A reduction in flaps UP climb performance of up to 47%
If the temperature controller detects a temperature in excess may be observed with the defog ON and the PCL retarded to
of 165 °F at the cockpit temperature control sensor, it directs maintain the ITT within limits.
the heat exchanger bypass valve to move to full closed, forc-
ing maximum bleed air through the heat exchanger. Power PRESSURIZATION SYSTEM
for the temperature controller is provided through a circuit
breaker, placarded CKPT TEMP, located on the generator The pressurization system includes a control valve, a safety
bus circuit breaker panel in the front cockpit. valve, a control valve regulator, a differential pressure (delta
P) regulator, and a solenoid dump valve. The control valve
The DEFOG switch, placarded DEFOG, ON, and OFF, is regulator operates in conjunction with the control valve to
located on the center console in the front cockpit. Placing the provide pressure control. The control valve is interconnected
switch to the ON position does three things: (1) the defog to a 28 VDC dump solenoid which requires power to close.
valve is opened, increasing the bleed air supply (2) the The delta P regulator operates in conjunction with the safety
inflow valve is automatically set to high, further increasing valve to provide redundant control at maximum differential
the amount of bleed air entering the cockpit, and (3) the air pressure.
conditioning compressor is automatically turned on to dry
the air. Additionally, an ejector downstream of the heat For normal operation, electrical power is removed from the
exchanger takes the high pressure bleed air and passes it dump solenoid through the landing gear weight-on-wheels
through a venturi. The resulting drop in static pressure draws switch when the aircraft is on the ground. When the aircraft
ambient cockpit air into the ECS ducting, further increasing becomes airborne, electrical power is applied to the dump
the volume of air available for defogging. If the DEFOG solenoid valve. This allows the control valve regulator to
switch is placed to OFF, the electrically controlled defog open and close the control valve as necessary to control
valve may take up to 40 seconds to close. cockpit pressure. As the aircraft approaches 8000 feet pres-
sure altitude, the control valve regulator will open and close
the control valve to maintain cockpit pressure. An 8000-foot
cockpit altitude is maintained until a differential pressure of
3.6±0.2 psi is reached at 18,069 feet. Cockpit pressure alti-
The canopy/windshield defogging system tude at 31,000 feet is 16,600 feet.
may not clear the windshield during an icing
encounter. NOTE
If readings other than 3.6±0.2 psi are encoun-
tered at or above 18,069 feet PA, notify main-
tenance.
1-58 Change 3
If cockpit pressure altitude rises above 19,000 feet, an two outlets on each glareshield. Power for cockpit cooling
amber CKPT ALT caution illuminates. If cockpit differen- system is provided through a circuit breaker, placarded AIR
tial pressure exceeds 3.9 to 4.0 psi, a red CKPT PX warning COND, located on the generator bus circuit breaker panel in
illuminates. Cockpit differential pressure and cockpit alti- the front cockpit. Cockpit cooling air is available only when
tude are displayed on the EICAS display in each cockpit. the engine is running, the generator is on line, the generator
The cockpit pressure altitude is presented in feet and is plac- bus is powered, and either the AIR COND or DEFOG
arded COCKPIT ALT, FT. The cockpit differential pressure switch is ON.
display, placarded ΔP, PSI, is just below the cockpit pres-
sure altitude display. NOTE
The pressurization control switch, placarded PRESSUR- The evaporator blowers will be on anytime
IZATION, is a guarded three-position toggle switch on the the AVIONICS MASTER switch is ON.
environmental control panel in the front cockpit. The switch
A bi-level pressure switch will interrupt electrical power to
positions are NORM, DUMP, and RAM/DUMP. The switch
the compressor clutch in the event of abnormally high or
guard must be raised to select the DUMP or the RAM/
low system pressure. This switch is located at the service
DUMP position. When the pressurization control switch is
panel just forward of the right wing and automatically resets
in the NORM position, the pressurization system operates
when tripped.
automatically. Selecting DUMP removes power from the
dump solenoid which opens the dump solenoid electrically
and opens the control valve mechanically; however, bleed
NOTE
air inflow continues. Selecting RAM/DUMP opens the con- Air conditioner compressor operation has
trol valve, opens the fresh air valve, and closes the defog negligible effect on aircraft engine and field
valve if open; however, bleed air inflow continues. Placing performance. Air conditioning may be on for
the BLEED AIR INFLOW switch to OFF will stop bleed air all takeoffs, landings, and ground operations
inflow and allow the increase of ram air flow into the cock- without affecting aircraft/engine perfor-
pit. mance.
COCKPIT AND AVIONICS COOLING SYSTEM FRESH AIR VENTILATION
Cockpit cooling and avionics cooling is provided by a vapor Fresh air ventilation during unpressurized flight can be sup-
cycle system, which includes an engine-driven refrigerant plied to the cockpit through the cooling air inlet. Air flows
compressor, condenser and blower assembly, two air condi- through the cooling air inlet duct through the motor-driven
tioner evaporator and blower assemblies, and a bi-level fresh air valve, when opened, to the main inflow duct just
pressure switch. The compressor is belt-driven at the front forward of the firewall. The position of the fresh air valve
of the engine, just aft of the propeller spinner base plate. during ground operations and unpressurized flight is con-
trolled by a switch, placarded RAM AIR FLOW, on the
Vapor cycle air conditioning system operation is controlled environmental control panel in the front cockpit only. Elec-
by a toggle switch, placarded AIR COND, ON, OFF, trical power to the valve is supplied by the hot battery bus.
located on the environmental control panel on the forward The valve has three positions: closed, mid open, and full
cockpit right console. When the AIR COND switch is ON, open. This corresponds respectively to the OFF, NORM,
the air conditioning compressor will be engaged. The air and HI positions on the RAM AIR FLOW switch. On the
conditioning compressor is also powered on when the ground, the same blower providing cooling air to the heat
DEFOG switch is ON. exchanger provides air to the motor-driven fresh air valve.
The evaporater blower assembly in each cockpit is con- The fresh air valve is automatically closed when approach-
trolled by a rheostat, placarded EVAP BLOWER, on the ing 8000 feet pressure altitude as the cockpit begins to pres-
environmental control panel in each cockpit. The blower surize.
assembly produces up to 350-cubic-feet-per-minute flow at
the HI setting. Power for the evaporator blower fan in each INSTRUMENTS
cockpit is provided through a circuit breaker, placarded
EVAP BLWR, located on the generator bus circuit breaker Instruments which are not part of an integrated system are
panel in the front and rear cockpits. covered in this discussion. The instruments covered are the
backup flight instrument and digital clock.
Cooled air is discharged in each cockpit through one eye-
ball-type outlet mounted on the center console and through
Change 1 1-59
Figure 1-40. Backup Flight Instrument
BACKUP FLIGHT INSTRUMENT (BFI) The slip/skid indicator is similar in appearance to the minor
graduations of the pitch ladder (both appear as white lines
The backup flight instrument (BFI) is located in the upper parallel to the horizon). The following characteristics will
right side of the instrument panel in each cockpit (Figure 1- distinguish the slip/skid indicator from the pitch ladder:
3, Figure 1-4, and Figure 1-40) and provides attitude, alti-
tude, airspeed, vertical, and velocity. This instrument pro- ● The pitch ladder display is inhibited in the region
vides backup indications in the event of failure of the where the slip/skid indication is displayed; there is no
electronic flight instrumentation system or the aircraft elec- possibility of the pitch ladder obscuring or even
trical system. The backup flight instrument is normally touching the slip/skid indication.
powered by the battery bus. In the event of a battery bus ● The slip/skid indicator width is equal to the width of
failure, the backup flight instrument is powered by the aux- the roll pointer. This width is less than one-half the
iliary battery, which is activated with the AUX BAT switch width of the pitch ladder minor graduations, and less
on the engine/electrical switch panel in the front cockpit. than one-quarter the width of the major graduations.
Power for the backup flight instrument is provided through
a circuit breaker, placarded STBY INST, located on the Magnetic Sensor Unit
STANDBY portion of the battery bus circuit breaker panel
in the front cockpit. Power for the backup flight instrument The magnetic sensor unit is located in the right wing. The
in the rear cockpit is provided through a circuit breaker, unit is accessed through a panel on the top of the wing. The
placarded AFT STBY, located on the STANDBY portion of magnetic sensor unit converts the earth's magnetic lines of
the battery bus circuit breaker panel in the front cockpit. flux into an electrical signal, which is provided to the
backup instrument.
NOTE
Front Panel Controls
Backup instrument lighting operates at a
fixed level when the auxiliary battery is The pilot interfaces with the indicator using an adjustment
powering the system. knob. Momentarily pressing the push-button menukey acti-
vates the menu mode display.
1-60 Change 2
ADJUSTMENT KNOB B. Adjustment Knob:
The knob can be rotated to the right and left, as well as The adjustment knob is used for scrolling the menus and
pushed in. Data to be changed by the adjustment knob initiating the highlighted function. One item in the menu list
increases with a clockwise rotation of the knob and is highlighted and rotating the adjustment knob clockwise
decreases with a counterclockwise rotation of the knob. moves the highlighting up to the next item. Rotating the
adjustment knob counterclockwise moves the highlighting
down to the next item. When the adjustment knob is
A. Barometric Correction: pressed, the highlighted command is activated. If the activa-
The adjustment knob is used to change the baro setting at all tion is a singular function, the menu mode ends. If the acti-
times except when in the menu mode or when altitude is vation is a sub-menu title, the sub-menu command list
invalid. occupies the menu area with the adjustment knob used in
the same manner as the initial menu. If the highlighted
Rotating the knob clockwise increases the barometric set- menu command is a SET command (SET BRIGHTNESS
ting, while rotating the knob counterclockwise decreases the COMMAND or SET HEADING), a SET command opera-
barometric setting. tional description occupies the menu area while the com-
mand is in process. Pressing the knob while in a SET
The range of the barometric setting is from 22.00 In.Hg to process ends the menu mode.
31.00 In.Hg with increments of 0.01 In.Hg. When standard
barometric pressure (29.92 In.Hg) is desired, push in on Menu Item List:
adjustment knob and a display of STD appears in the baro- ● FAST ERECT
metric display window. The baro setting value is restored to
previous setting after power is cycled. ● SET BRIGHTNESS
● FAST ALIGN
B. Push Button Key:
● SET HEADING...
The push-button key is located on the lower middle portion
of the indicator. The button is identified as a small rectangu- The trailing “...” indicates a sub-menu operation and results
lar button marked with a white capital M that illuminates for when that item is activated.
ease of locating. The push-button key pushes in and acti- 1. FAST ERECT is always in the menu item list. Select-
vates the menu mode display. ing FAST ERECT through the main menu causes a
rapid alignment of the vertical axis shown on the indi-
C. Bezel Light Sensor Input: cator to the current vertical axis of the aircraft. During
The light sensor is located in the lower left corner of the FAST ERECT, aircraft must remain in straight and
indicator. The sensor automatically adjusts the brightness of level, non-accelerated flight.
the display to cockpit lighting levels. The menu selection 2. SET BRIGHTNESS OFFSET is always in the main
provides an offset command to manually change the display menu item list on the backup instrument. When SET
brightness. BRIGHTNESS OFFSET is activated, the adjustment
knob is used to change the display brightness.
MENU Interface 3. FAST ALIGN is always in the menu item list. Select-
The push-button key and the adjustment knob are used to ing FAST ALIGN through the main menu causes a
view, select, and change alphanumeric menu items dis- rapid erection of the vertical axis shown on the dis-
played on the screen. In the menu mode, a list of menu play to the current vertical axis of the aircraft and a
items is presented across the lower portion of the screen. 90-second sensor alignment.
The characters of a highlighted menu item are white and are 4. SET HEADING displays in the menu item list if the
preceded by a white > symbol at the beginning of the line. heading is configured for display and there is no valid
external heading data. SET HEADING is used with
A. Push-button Key: magnetic heading display data. Rotate the adjustment
When the menu list is displayed, pressing the M key termi- knob to adjust the heading value. Press the knob to
nates the menu mode. When a sub-menu is displayed, press- exit.
ing the M key returns the menu mode to the previous menu 5. BARO TYPE function displays, when air data display
list. After between 15-20 seconds with no menu mode activ- is valid, In.Hg.
ity, the menu mode is terminated automatically.
Change 2 1-61
DETAIL A
PN01D
090248AA.AI
Figure 1-41. Digital Clock
Backup Instrument Error Screens Each press of the SEL button scrolls through the available
clock functions. Pressing the CTL button starts and resets
ATTITUDE FAILURE INDICATIONS elapsed time (ET), and is used to set time for GMT, LT, and
ET count-up and ET count-down.
For the attitude failure indication, the pitch ladder, roll
pointer, and slip/skid indicator are removed leaving the roll Setting Greenwich Mean Time (GMT)
scale and the aircraft symbol visible on a cyan background.
The large characters, ATT FAIL, appear centered above the In any mode, simultaneously press the SEL and CTL but-
aircraft symbol. tons to enter the menu mode. Scroll down to “SET UTC”
and press the CTL button to enter into the set mode for
PROCESSOR ERROR SCREENS UTC. The SEL button allows the user to select a digit to set
and use the control button to increment to the desired set-
A warning, shown as a red X across the display or as a black ting. After setting UTC, the display brings the user back to
screen with instructions, is displayed if errors are detected. the menu screen. Scroll down to “Exit” and press control
button to leave the menu screen.
DIGITAL CLOCK
A digital clock in each cockpit (Figure 1-41) provides Setting Local Time (LT)
Greenwich Mean Time (GMT) in 24-hour format; local In any mode, simultaneously press the SEL and CTL but-
time (LT), in 24-hour format; and a resettable elapsed time tons to enter the menu mode. Press the CTL button on “SET
(ET) counter, operating from 1 second to 99 hours, 59 min- Local Time” to enter into set mode for local time setup. Use
utes, and 59 seconds; and count down timer, with a six-digit the SEL button to select a digit to set and use the control
display showing hours, minutes, and seconds, including a button to increment to the desired setting. After setting LT,
flashing display alarm. The flight time (FT) function is dis- scroll down to “Exit” and press the control button to leave
abled. The clock face has a select button, labeled SEL, and a the menu screen.
control button labeled CTL. The digital clock is hardwired
to the hot battery bus, and no circuit breaker is provided in
the cockpit.
1-62 Change 2
NOTE
The minutes are synchronized to the GMT
clock, and cannot be set in local time (LT).
Elapsed Time (ET) Count Up

Select ET for display. Pressing the CTL button starts ET
counting. It continues counting up to 99 hours and 59 min-
utes, and 59 seconds. Pressing the CTL button will stop the
ET. Another press will clear the ET.
Elapsed Time (ET) Count Down
Select CDT for display. Press and hold the SEL button until
the prompt “Hold to Set CDT” shows on the screen, and
Change 2 1-62.1/(1-62.2 blank)

then in approximately 3 seconds, the screen displays “Set tem, VHF radio system, UHF radio system, angle of attack
Count Down”. After the screen displays “Set Count Down” (AOA) computer, and engine data manager (EDM). The
release the SEL button and the count down time can be set. IACs also provide REPEAT cockpit control. The MFDs
Press the SEL button to select the digit to set and use the may operate in repeat mode, such that the rear cockpit MFD
CTL button to increment the digits for the desired setting. displays are slaved to the front cockpit and vice versa. The
After setting CDT, press the CTL button to start the CDT. IACs also receive data from these subsystems: trim aid
When the count down reaches zero, the display will flash device (TAD), flight data recorder (FDR), and the pitot
and count up. Pressing the CTL button will deactivate the static system. Figure 1-42 is a block diagram showing the
alarm and the CDT will continue counting up until the CTL integrated avionics system components and the subsystems
button is pressed again to stop the CDT. Another press that communicate with it.
resets the CDT to the previous set amount.
The integrated avionics system enters into the initialization
state and establishes a default operating condition upon
INTEGRATED AVIONICS SYSTEM application of power. If a failure is detected, the integrated
Each cockpit provides a full complement of flight instru- avionics system component enters the fail state, otherwise it
mentation and engine controls and displays (Figure 1-3, 1- enters the normal state where all functional modes are avail-
4), based around three Multifunction Displays (MFDs), and able. Integrated avionics system components enter the test
a Head Up Display (HUD). The HUD is in the front cockpit state when an initiated built-in test (IBIT) is conducted.
and provides a flight-path-based attitude display (i.e., atti- Full IAC 1 failure consists of complete loss of IAC 1. This
tude, heading, and navigation information). Head Up in includes the loss of IAC external power, failure of IAC
Mission (HUM) Circuit Card Assembly (CCA) is responsi- power supply, and/or complete failure of all PEN/FMS/
ble for the HUD displays. Any one of the MFDs in either HUM/GPS cards. Full IAC failures are indicated as cautions
cockpit can be used as the Primary Flight Display (PFD) to IAC1 FAIL on the EICAS.
support basic pilot training. The three MFDs are fully con-
figurable to suit specific training requirements. Instrumenta- When IAC 1 fails, the following events occur (not in order):
tion for primary air data (altimeter, airspeed, and vertical ● Automatic exit from REPEAT mode
velocity indicator) is also presented on the HUD and MFDs,
while engine instrumentation is also available on the MFDs. ● HUD repeater image does not contain a HUD camera
A camera system is provided with the HUD to allow HUD image, only the HUD symbology
symbology to be superimposed over the cockpit view in the ● The DVR/DTS stops all the video and audio recording
rear cockpit. Display of vertical G acceleration, gage, and ● The DTS has no capability to load or download data
indexer presentation of angle of attack, are also provided on between DTS cartridge and IAC 1
the HUD. Warning, caution, advisories, and status are
placed on the Engine Indication and Crew Alerting System ● Both cockpits display video from IAC 2
(EICAS) page. The Navigation (NAV) data Display pro- ● FWD Up Front Control Panel (UFCP) displays AFT
vides access to the navigation capabilities of the onboard UFCP presentation
navigation equipment (FMS, IRS, VOR/ILS, DME). The ● No communication between PEN, FMS, and HUM
stick and throttle grips have Hands On Throttle and Stick data for synchronization
(HOTAS) switches for control of simulated weapons deliv-
ery and frequently used in-flight functions. AVIONICS MASTER SWITCH
Primary air data information is provided through dual inte- The avionics master switch is placarded AVIONICS MAS-
grated avionics computers (IACs). The dual IACs (IAC 1 TER and located on the electrical switch panel in the front
and IAC 2) form the core of the integrated avionics system, cockpit. It powers the left and center MFDs (both cockpits),
integrating the various components of the system as well as IAC 2, UHF radio, ADC, DME, TCAS, RAD ALT, tran-
providing backup capability. The information from the IACs sponder, and the VHF navigation radio. In conjunction with
is presented by three MFDs in each cockpit (Figure 1-3 and the avionics systems powered by the battery, placing the
Figure 1-4). PFD/EICAS/NAV (PEN) CCA is responsible avionics master switch in the ON position enables full inte-
for the symbol generation for the display on the MFDs. grated avionics suite operations. Navigation and primary
The IACs receive primary data input from the inertial refer- flight information will be displayed on the left and center
ence system (IRS), air data computer (ADC), global posi- display respectively. UFCP control of the remaining radio
tioning system (GPS), VOR/ILS, distance measuring transceivers is enabled and both IACs are keyed to begin
equipement (DME), traffic alert and collision avoidance synchronized operations. When the avionics master switch
system (TCAS), Mode S transponder, radar altimeter sys- is placed in the ON position, it de-energizes electrical relays
Change 1 1-63
INERTIAL REFERENCE UNIT

AIR DATA COMPUTER
GPS ANTENNA
BAT BUS GEN BUS
VOR/ILS
DISTANCE MEASURING EQUIPMENT
TRAFFIC COLLISION AVOIDANCE SYSTEM
MODE S TRANSPONDER
RADAR ALTIMETER
VHF RADIO SYSTEM
UHF RADIO SYSTEM
IAC 1 IAC 2
ANGLE OF ATTACK COMPUTER
ENGINE DATA MANAGER
IAC IAC
NO. 1 NO. 2
PEN PEN
FMS FMS
GPS GPS
HUM HUM
SPARE UFCP UFCP SPARE
FRONT REAR
MFD'S MFD'S
HUD
BORESIGHT
MODULE PN01B
092410AA.AI
Figure 1-42. Avionics and Communications Schematic
1-64 Change 1
INTEGRATED
AVIONICS TRIM AID
DME DEVICE
INTEGRATED COMPUTER 2
AVIONICS
COMPUTER 1
DATA
TRANSFER
A
UNIT
AIR DATA
AUX
COMPUTER
BATTERY
FWD
GROUND CREW TCAS TRANSPONDER

HEADSET ENGINE DATA
JACK LEFT AVIONICS BAY MANAGER
AUDIO
DETAIL A RADAR
MANAGEMENT
UNIT IRU
IRU
CONFIGURATION
ALTIMETER MODULE
DEPLEXER
SIGNAL
CONDITIONER
UNIT
VHF
NAV
B UHF
COM
FWD
INTEGRATED
VHF DATA ACQUISITION
COM RECORDER
RIGHT AVIONICS BAY
DETAIL B PN00D
084924AA.AI
Figure 1-43. Avionics Bays
Change 1 1-65
GPS ANTENNA UPPER

ELT UHF TRANSPONDER UPPER
NAV/ILS
ANTENNA ANTENNA TCAS
ANTENNA
ANTENNA
MARKER
BEACON DME ANTENNA LOWER LOWER
ANTENNA TCAS TRANSPONDER
VHF/UHF ANTENNA ANTENNA
RADAR
COMM
ALTIMETERS PN01D
ANTENNA 091741AA.AI
Figure 1-44. Antennas
allowing the forward and aft avionics buses to be powered transmission and reception. The GPS antenna is mounted on
by the battery and generator buses. When the AVI MSTR the top of the vertical stabilizer. Two combination NAV/ILS
circuit breaker is pulled, placing the avionics master switch antennas are mounted one on each side of the vertical stabi-
in the OFF position will not turn off power to the avionics. lizer. The lower TCAS antenna, ATC transponder antenna,
If the battery bus is not powered (BUS TIE switch in VHF/UHF COMM antenna, DME antenna, and marker bea-
NORM position), the generator bus will power the forward con antenna are mounted at the bottom of the fuselage. The
and aft AVI generator buses and AVI battery buses regard- ELT antenna is mounted inside the dorsal fin.
less of the position of the avionics master switch.
PITOT STATIC SYSTEM
AVIONICS BAYS
The aircraft has two independent pitot static systems (Figure
Two avionics bays, located behind the rear cockpit on each 1-45) to provide mach/airspeed, altitude, and vertical speed
side of the aft fuselage, house avionics equipment. The bays indications. The primary pitot system probe near the right
contain two shelves each, and each bay is accessed through wing tip and two static ports on the aft fuselage (upper
a side-hinged door. Figure 1-43 provides equipment loca- right-side port and lower left-side port) provide the required
tions in the avionics bays. pressures to the air data computer.
ANTENNAS The secondary pitot probe is located near the left wing tip
and the secondary static pressure ports are on the aft fuse-
Twelve antennas (Figure 1-44) are mounted on and in the lage (upper left-side port and lower right-side port).
aircraft for navigation and communication. The upper
TCAS antenna is mounted to the top of the engine cowling. The pitot probes are protected from icing by electrical heat-
The upper UHF/transponder antenna is mounted on the ing elements. Pitot heat for both pitot probes is provided
upper fuselage aft of the canopy. An antenna selector, through the probes anti-ice switch, placarded PROBES
located in the left avionics bay (Figure 1-43), provides auto- ANTI-ICE, on the engine/electrical switch panel in the front
matic switching between the upper UHF antenna and the cockpit. A green ANTI ICE advisory on the EICAS display
VHF/UHF communications antenna for optimum UHF illuminates whenever the probes anti-ice switch is used. No
heating is provided for the static ports as the ports are pro-
1-66 Change 1
BACKUP FLIGHT
INSTRUMENT
FORWARD
COCKPIT
IAC
NO. 2
EDM
IAC
NO. 1 ADC
LEGEND
PRIMARY PITOT SOURCE
PRIMARY STATIC SOURCE
SECONDARY PITOT SOURCE
COCKPIT STATIC SOURCE
AFT COCKPIT SECONDARY STATIC SOURCE
ELECTRICAL CONNECTION
DRAIN
BACKUP FLIGHT
INSTRUMENT
PH34B
085957AA.AI
Figure 1-45. Pitot Static System

Change 1 1-67
tected from icing by airframe location. Power for pitot anti- AIR DATA COMPUTER (ADC)
ice heat is provided through a circuit breaker, placarded
PITOT HT, located on the generator bus circuit breaker The ADC receives pitot/static air inputs and calculates air-
panel in the front cockpit. speed, altitude, and climb rate parameters for use by the pri-
mary flight display and navigation multifunction display.
DATA BUSES The ADC includes a configuration module which contains
VMO/MMO data. The ADC is automatically powered up
The aircraft is fitted with several data buses for transmission when the avionics master switch is set to ON.
of electronic signals and data between the various integrated
systems such as the integrated avionics computer (IAC),
engine data manager (EDM), air data computer (ADC), Power for the air data computer is provided through a circuit
power management unit (PMU), global positioning system breaker, placarded ADC, located on the generator bus cir-
(GPS), very high frequency navigation (VHF NAV), audio cuit breaker panel in the front cockpit.
management unit (AMU), integrated data acquisition
recording system (IDARS), and others. Each data bus pro- The ADC provides air data outputs to the following instru-
vides one channel (PMU, IDARS) or two channels, A and B ments/systems:
(all others) for each connected system or unit. The two ● IAC 1 and IAC 2
channels provide system and signal redundancy. If either
channel fails, the remaining channel provides all the neces- ● ATC transponder
sary data to the connected systems. ● Integrated data acquisition recording system (IDARS)
● Inertial Reference System (IRS)
INERTIAL REFERENCE SYSTEM (IRS)
● Trim aid device (TAD)
An inertial reference system (IRS) is installed to provide ● Traffic collision advisory system (TCAS)
aircraft attitude (pitch, roll, heading, turn and slip indica-
tion, accelerations, velocities), position, and time. The IRS ● Power management unit (PMU)
also provides standalone inertial navigation position when The ADC transmits air data outputs over multiple data
standalone GPS navigation is not possible. buses, using ADC A or ADC B channels. If an output is
The IRS is equipped with a strap-down ring laser gyroscope bad, or if either data bus channel fails, an amber ADC A or
sensor that measures accelerations and calculates aircraft ADC B FAIL status illuminates on the EICAS display. If the
position. At system startup, IRS uses GPS information to ADC fails, a warning on the EICAS display displays ADC
begin its alignment. If GPS information is not available or FAIL in red text.
unreliable, the aircraft position (latitude and longitude) must
be entered manually for the alignment sequence to begin. TOTAL AIR TEMPERATURE
The IRS degrade (IRS DEGD) message on the EICAS dis- A heated total air temperature (TAT) probe is mounted on
play indicates that the IRS/GPS hybrid operational mode is the underside of the left wing inboard of the pitot tube (Fig-
degraded, which in turn will cause some HUD symbology ure 1-1). The TAT probe provides air temperature input to
to be missing should it remain illuminated. The IRS DEGD the ADC that in turn provides airspeed, altitude, and vertical
message should extinguish approximately 90 seconds after speed information used by the integrated avionics system
IRS transitions from ALIGN to NAV status. and displayed on the multifunction displays. The TAT probe
is heated when PROBES ANTI-ICE switch is in the ON
NOTE position. Power for TAT heat is provided by a circuit breaker
placarded TAT HT on the front cockpit generator bus circuit
Taxi should be delayed until IRS DEGD breaker panel.
message is extinguished.
The IRS DEGD message indicates a precision navigation

NOTE
solution is not available for tactical training modes (A/A, A/ Avoid sustained ground operations with the
G). Basic student mode avionics, except for HUD FPM/ PROBES ANTI-ICE switch ON. Sustained
CDM and ground track on the TSD, will continue to work ground operation with the PROBE ANTI-
normally with IRS DEGD. Failure of the IRS DEGD mes- ICE switch ON may result in a true airspeed
sage to extinguish may require the IRS to be reset. (TAS) failure indication on the MFDs due to
a TAT probe overheat condition that prevents
reliable TAT information to the ADC.
1-68 Change 1
A GREEN
(SLOW)
AMBER
(ON SPEED)
RED
(FAST)
A
B AOA INDEXER
DETAIL A
FRONT
AOA VANE
DETAIL B REAR PN01D

090771AA.AI
Figure 1-46. Angle of Attack
ENGINE DATA MANAGER (EDM) combinations of weight, configuration, and steady state
bank angles.
The engine data manager (EDM) monitors engine operating
parameters and illuminates the appropriate EICAS display Anti-ice protection is provided for the AOA system by a
when necessary. Non-engine-related functions performed by heated element in the vane. AOA heat is controlled through
the EDM include fuel balancing, fuel quantity indication, the probes anti-ice switch, placarded PROBES ANTI-ICE,
and determination and display of DC volts, DC amps, located on the electrical switch panel in the front cockpit.
hydraulic pressure, cockpit pressure altitude, and cockpit
differential pressure. The EDM transmits engine data out- Power for the AOA system is provided by a circuit breaker,
puts using EDM A and EDM B channels. If one output is placarded AOA, located on the battery bus circuit breaker
bad, or if either data bus channel fails, a status message on panel in the front cockpit. Power for the AOA vane anti-ice
the EICAS displays EDM A or EDM B INOP in white text, heat is provided through a circuit breaker, placarded AOA
respectively, when on the ground (weight on wheels). If the HT, located on the generator bus circuit breaker panel in the
EDM fails, a red EDM FAIL warning illuminates on the front cockpit.
EICAS display (Figure 1-52). Redundant power is provided When optimum angle of attack (green band on display,
through circuit breakers, placarded EDM, located on the amber donut on indexer) is cross checked and verified with
battery bus and generator bus circuit breaker panels in the airspeed, angle of attack can be used to fly the aircraft on
front cockpit. optimum no-wind airspeed in the landing pattern.
ANGLE OF ATTACK SYSTEM AOA Vane

The flap compensated angle of attack (AOA) system (Figure The AOA vane (Figure 1-46) is positioned on a short post
1-46) includes an AOA vane (near left wing tip), an AOA on the left wing leading edge. The wedge-shaped vane
computer, an AOA display on the PFD, and two AOA index- aligns with the relative airflow and drives a potentiometer
ers (one in each cockpit). The AOA system provides angle through a belt and pulley system to provide an electronic
of attack information on the PFD and, when the gear is signal to the AOA computer. Information from the vane is
extended, on the indexers. AOA information is valid for all
Change 1 1-69
processed by the AOA computer and transmitted to the Audio Control Panels
IACs and then displayed on the PFD and HUD.
Audio control panels (Figure 1-47) are located on the center
AOA Computer corner of each instrument panel. The audio control panels
provide each pilot the ability to select the desired audio for
The AOA computer, located on the avionics shelf under the monitoring, volume control for each system selected, voice/
front glareshield, provides angle of attack information and range filtering, and alternate audio selection for abnormal
stall warning at various flap and landing gear configura- operation.
tions. During all flight conditions, the AOA computer gen-
erates an AOA signal for display on the PFD and HUD. To select any audio source except ICS, push the respective
When the landing gear is down, the AOA computer also control to extend it from the retracted (off) position. ICS is
activates the AOA indexers installed in each cockpit. The always active. Rotate the control clockwise to increase vol-
AOA computer receives a discrete flap position signal from ume, or counterclockwise to decrease volume. Both front
the flap position microswitch, and adjusts AOA information and rear audio control panels include controls for UHF
accordingly. As aircraft angle of attack approaches the angle communications placarded COM1 and VHF communica-
for stall (approximately 18 units), the AOA computer acti- tions placarded COM2; VHF navigation, placarded NAV;
vates the stick shaker, providing stall warning (approxi- marker beacon, placarded MRK; distance measuring equip-
mately 15-16 units). ment, placarded DME; and interphone threshold adjustment
control, placarded VOX.
AOA Indexer Each audio control panel also includes a toggle switch, plac-
When the landing gear are down and locked, the AOA arded V, ID, and BOTH, to select the voice only (V), recog-
indexer (Figure 1-46), installed on the upper left side of the nition or morse code only (ID), or both voice and
glareshield in each cockpit, provides a head-up display of recognition channels for the VHF NAV radio; and a toggle
angle of attack information in the form of three illuminated switch, placarded EMR and NRM, to select raw audio if the
signals. The indexer displays the difference between indi- amplifier becomes inoperative. Selecting alternate (EMR)
cated angle of attack and reference angle of attack. The col- bypasses the amplifier and provides raw audio (no volume
ors and symbols indicate distinct AOA conditions. The control) for communications and sidetone, as well as aural
central amber circle, or donut, lights when the aircraft is in warnings.
the optimum angle of attack range for landing (on-speed), Interphone communications has two knobs controlling the
which corresponds to the proper approach speed (approxi- interphone system. The VOX knob activates the automatic
mately 1.3 times stall speed). The lower (red) and upper voice activation of the microphone for transmission without
(green) chevrons indicate the angle of attack is too low (fast keying the interphone key on the power control lever (PCL).
approach speed) or too high (slow approach speed), respec- This allows the pilots to set the level where their voices will
tively, for landing. The green and red chevrons also indicate, activate the interphone system. This helps avoid the inter-
by the direction of the chevron angle, in which direction to phone system from being activated by external noises (wind
change pitch attitude so as to achieve the correct angle of noise, engine noise, etc.). When released, turning the VOX
attack and airspeed for landing. knob clockwise increase the volume of voice/noise required
For a normal approach with gear down, flaps at LDG and to automatically active the interphone system. Conversely,
the PCL set for 3° approach, the optimum appraoch speed turning the VOX knob counterclockwise decreases the auto-
(amber donut) is approximately 106 KIAS at maximum matic setting. The INPH knob controls the relative volume
landing weight. As landing weight decreases, the approach of the interphone system independent of the other volume
angle of attack (amber donut) will continue to provide the settings. Rotating the INPH knob clockwise increases the
optimum approach speed regardless of bank angle. Opti- relative interphone volume and turning the INPH knob
mum approach airspeed will decrease approximately 3 counterclockwise decreases the relative interphone volume.
knots for every 400 pounds of fuel used. Overall headset volume is controlled by a knob placarded
HDPH. Rotating the knob clockwise will increase the vol-
INTERCOMMUNICATIONS SYSTEM (ICS) ume and counterclockwise will decrease the volume.
The intercommunications system (ICS) allows each pilot to The front audio control panel includes a marker beacon test
monitor incoming navigation and communications radio switch, placarded MKR, with HI, LO, and TEST positions
audio while also communicating between cockpits and to test marker beacon function or select sensitivity level for
ground crew. Two ICS cords are installed to provide redun- normal operation. Power for the front cockpit audio ampli-
dancy. fier is provided through a circuit breaker, placarded AUDIO,
1-70 Change 1
COM1 COM2 NAV
DME MKR HI LO TEST V BOTH ID
VOX INPH EMR NRM ST HDPH
FRONT COCKPIT
DETAIL A A
COM1 COM2 NAV
DME MKR V BOTH ID
B
VOX INPH EMR NRM ST HDPH
REAR COCKPIT
DETAIL B PN01D
090048AA.AI
Figure 1-47. Audio Control Panels
located on the battery bus circuit breaker panel in the front COMMUNICATIONS
cockpit.
The communications system includes a COM1 (UHF) trans-
Power for the rear cockpit audio amplifier and ground crew ceiver and a COM2 (VHF) transceiver which provide voice
is provided through a circuit breaker, placarded AUDIO, communication for air-to-air or air-to-ground communica-
located on the generator bus circuit breaker panel in the rear tion. Control of communications transmit capability is pro-
cockpit. vided by the COM1/COM2 key toggle switch on the inboard
face of either PCL (Figure 1-13). To transmit on COM1,
Audio Management Unit press the toggle up; to transmit on COM2, press the toggle
down.
An audio management unit is located on the top rail in the
right avionics bay. This audio management unit provides Any time either cockpit is transmitting on VHF or UHF, the
audio amplification and control of all communication. An cockpit not transmitting can receive incoming transmissions
intercommunications (ground crew) amplifier is located on the radio not in use (e.g., front cockpit transmitting on
under the top rails in the left avionics bay. This amplifier is UHF, rear cockpit can receive incoming transmission on
used for ground crew communications to the cockpits VHF).
through the ground crew headset jack.
COM1 - Ultra High Frequency (UHF)
Ground Crew Headset Jack
The COM1 transceiver provides two-way air-to-air or air-to-
A ground crew headset jack (Figure 1-43) is provided on the ground voice communications over a frequency range of
left side of the aft fuselage behind a flip cover. The jack pro- 225.00 to 399.975 MHz in 25 kHz increments (7000 chan-
vides an external interphone connection for ground crew use. nels). The audio output has automatic squelch (internally
The interphone amplifier for ground crew communications adjustable carrier to noise) with manual disable and squelch
is powered when the battery switch in either cockpit is acti- override. When COM1 UHF mode is set to BOTH (via the
vated. Volume control is provided through the headset con- UFCP or the FMS FREQ controls), the UHF continuously
trol. monitors both the primary frequency selected and the
GUARD frequency (243.00 MHz). Communication fre-
quencies and tuning functions are entered using the UFCP
Change 1 1-71
or MFD in the respective cockpit. If the preset database is altitude. Power is provided through a circuit breaker, plac-
loaded, up to 99 preset frequencies can be selected from the arded XPDR, located on the generator bus circuit breaker
IACs for retrieval by the UFCP. The active COM1 frequency panel in the front cockpit.
is displayed in W1 of the UFCP persistent display. Power is
provided by the generator bus through a circuit breaker, plac- VERY HIGH FREQUENCY (VHF) NAVIGATION
arded COM1, located on the generator bus circuit breaker (NAV) SYSTEM
panel in the front cockpit.
The very high frequency (VHF) navigation (NAV) system
COM2 - Very High Frequency (VHF) provides VHF omni-directional range (VOR), omni-direc-
tional navigation and instrument landing system (ILS) capa-
The COM2 transceiver provides two-way air-to-air or air-to- bility, including localizer (LOC) and glideslope (GLS)
ground voice communications over a frequency range of reception. The NAV receiver provides 200 VOR/LOC chan-
118.00 to 151.975 MHz in 8.33 kHz increments (1358 channels from 108.00 to 117.95 MHz; 40 glideslope channels
nels). The audio output has automatic squelch (internally from 329.15 to 335.00 MHz, which are automatically paired
adjustable carrier to noise) with manual disable and squelch with localizer channels; and a marker beacon receiver tuned
override. Communication frequencies and tuning functions to 75.00 MHz.
are entered using the UFCP, MFD, or by the VHF standby
control head located in the front cockpit. If the preset data- Display for the VOR or ILS frequency is provided on the
base is loaded, up to 99 preset frequencies can be selected up front control panel (UFCP), primary flight display (PFD),
from the IACs for retrieval by the UFCP. The active COM2 and navigation display (NAV). Power for the VHF NAV
frequency is displayed in W2 of the UFCP persistent display. receiver is provided through a circuit breaker, placarded
Power is provided through a circuit breaker, placarded VHF NAV, located on the generator bus circuit breaker
COM2, located on the generator bus circuit breaker panel in panel in the front cockpit. The active frequency is displayed
the front cockpit and by the auxilary battery with emergency on W3 of the UFCP persistent display, as well as on the PFD
tuning through the backup VHF control head. and NAV pages when selected as NAV source.
TRANSPONDER DISTANCE MEASURING EQUIPMENT (DME)
The aircraft is fitted with an altitude-reporting Mode S tran- The distance measuring equipment (DME) system provides
sponder that replies to ground station and airborne interroga- ground station distance measuring capability based on the
tions. Control of the transponder is provided through the VOR frequency selected. DME mode selection is provided
UFCP. by controls on the UFCP. The DME provides distance to the
station. Display for the DME is provided on the UFCP, PFD,
The transponder provides three modes of operation: backup, and NAV display. Power for the DME system is provided
active, and altitude reporting. When in standby (SBY dis- through a circuit breaker, placarded DME, located on the
played in W4 of the UFCP persistent display), the transpon- generator bus circuit breaker panel in the front cockpit.
der code may be selected, but the transponder will not
respond to ground or airborne interrogations. When set to MULTIFUNCTION DISPLAY (MFD)
active (blank display next to transponder code on W4 of the
persistent UFCP display), the transponder code may be Each cockpit features three MFDs (Figure 1-3, Figure 1-4,
selected and the transponder transmits the selected code and Figure 1-48) that allow for control and display of navi-
when interrogated, but will not provide altitude reporting gation, communication, flight, aircraft systems, mission, and
information. When set to altitude reporting (ALT and tran- miscellaneous information. The basic MFD formats are con-
sponder code displayed in the W4 on the UFCP), the tran- figured as the PFD, NAV, and EICAS.
sponder code may be selected and responds to interrogations The MFDs in both cockpits operate independently from
with the selected code and altitude information received each other, permitting the aircrew to select a wide variety of
from the air data computer. page layouts to suit particular mission phases and activities.
The transponder system provides modes A, C, and S for The MFDs may also operate in repeat mode, such that the
operation in the air traffic control radar beacon system rear cockpit MFD displays are slaved to the front cockpit and
(ATCRBS). The transponder accepts altitude (air data) infor- vice versa.
mation from the air data computer via the data bus for alti- Each MFD is capable of displaying failure indications as
tude encoding. When queried by a radar system (ATC or commanded by the IACs. These failures can be attributed to
airborne collision warning), the transponder sends a reply invalid or failed data parameters, or detected failures from
which includes the transponder code and aircraft pressure other aircraft systems. A failure annunciation is displayed
1-72 Change 3
UPPER LEFT KEY ROCKER SWITCH UPPER RIGHT KEY
L1 R1
L2 R2
L3 R3
L4 R4
L5 R5
L6 R6
LOWER LEFT KEY ROCKER SWITCH LOWER RIGHT KEY
PN01D
085294AA.AI
Figure 1-48. Multi Function Display Line Select Keys
Change 1 1-73
based on the type of symbology depicted: CAS messages However, the EICAS is automatically displayed on the right
appear on the CAS window of the EICAS format and repre- display during advanced level operations upon initiation of
sent the outcome of system-specific fail detection logic. a caution or warning.
Digital readouts are replaced by amber asterisks when the
corresponding input parameter is invalid. If the digital read- Symbology
out is associated with a pointer on a scale, the pointer sym-
bol is removed. Digital readouts, and associated pointers Each MFD has 16 line select keys (LSK) and 2 rocker
and scales, are replaced by a red X when the corresponding switches (Figure 1-48).
input parameter is failed. The side LSKs, on the left and right sides of the MFD, num-
Failure indications which may appear on any of the MFDs bered from 1 to 6, access a variety of display pages and con-
include: trol functions associated with each MFD page. The top
LSKs are reserved for screen navigation between the cur-
● No display rently displayed page and a readily available page. The cap-
● Failed data symbol or indicator is removed from the tions adjacent to these LSKs vary depending on the page
display and replaced with a similar size red X displayed. The bottom LSKs access a variety of control
● MFD is replaced with a red X across the display options associated with each MFD page and also provides
screen navigation between peer pages (for example: menu
● Inverse video (white TCAS on red field) 1/2, menu 2/2). The upper and lower rocker switches are
If any of the above indications are observed or any other used to dim/brighten the displays.
unusual indication is encountered when operating the air- Inward facing green chevrons (>, <) associated with LSKs
craft, maintenance personnel should be notified. indicate that the currently active page will be modified
when activated and provides the pilot the capability to select
Startup and Initialization through several options.
The system can operate in one of two modes; basic and Outward facing green chevrons (<, >) associated with an
advanced. A maintenance action is required in order to LSK indicate that a new MFD page (or UFCP page depend-
switch between the two modes. ing on the functionality of the related selection) is displayed
In the basic student level default display, the left, center, and when activated (or that a data entry control is available).
right MFDs will be NAV, PFD, and EICAS respectively. In The cyan triangles (W, X) associated with an LSK indicate
the basic mode with no MFD failures, the selection of other that an associated FMS page will be displayed when acti-
MFD pages is limited, since the basic mode includes logic vated.
which requires a PFD and EICAS to be displayed at all
times. The green dot (z) associated with an LSK is a momentary
press/hold/release with a specific control function.
NOTE
When the page or function associated with the chevron is
Only maintenance personnel can change the restricted or unavailable, in line with normal operations, the
aircraft from basic to advanced mode. chevron is removed. When the page or function associated
with the chevron has no access due to a failure, the chevron
At startup, the advanced mode allows the pilot to access all
is replaced by a large red X.
the integrated avionics system available master modes and
enables the selection of other MFD pages other than PFD
Traffic Advisory Alert MFD Behavior
and EICAS on the center and right MFDs. The default posi-
tioning of the three MFDs may be adjusted through the When a traffic advisory (TA) is reported by the TCAS sys-
MFD menu page (Figure 1-49). This rule applies to both tem, and if the NAV page is not currently being displayed in
FWD and AFT stations. In the advanced mode, the crew is the cockpit, the integrated avionics system automatically
responsible for MFD screen management to ensure that displays the NAV page on an MFD.
MFD screens for safe operation of the aircraft are displayed.
1-74 Change 2
Color Philosophy pilots of conditions requiring either attention or immediate

action. It helps the pilots in their operations, as the color
To facilitate the reading of information in the integrated avi- code makes obvious what input or selection is possible or
onics system, a color code has been defined. This color code not, and highlights specific information in abnormal condi-
applies to all displays and readouts on the MFDs in both tions.
FWD and AFT cockpits. The color code aims to alert the
Change 2 1-74.1/(1-74.2 blank)

PN01D
100124AA.AI
Figure 1-49. Typical Advanced Skill Level Page View
Change 1 1-75
WARNING ALERTS source is in use, and inactive flight plan legs and way-
points.
Red is associated with the indication of hazardous condi-
tions that require immediate pilot attention and may require NORMAL OPERATION
immediate pilot action such as: error, failure, malfunction,
or danger. Red is also relevant to out-of-range conditions. White is a default color. Every other indication or parameter
that does not pertain to the color code described in the previ-
CAUTION ALERTS ous paragraph is displayed in white.
Amber is used to indicate marginal conditions or to alert of White and green are used to indicate the normal operational
situations where timely pilot intervention or action is range (e.g., engine indicator dials) and to identify the status
required. These situations include failures, out-of-range and condition messages on the EICAS display.
data, indications trend, invalid data, and traffic alerts.
Reversion Mode
SELECTION, DATA ENTRY, DEFAULT SETTING,
AND PAGE CHANGE The integrated avionics system operates in reversion mode
upon detection of an IAC or PEN failure. When operating in
Green color is used to identify the symbols enabling the reversion mode, the indications of integrated avionics sys-
selection, data entry, page change capabilities, and setting tem failures are shown on the EICAS screen and STS/BIT
default data. status screen.
Cyan color is used to identify the FMS-generated pages and When operating in the basic reversion mode, the IAC forces
the selection capability of the FMS-generated pages. PFD and EICAS screens to always be displayed. This rule
applies to both the FWD and AFT stations. The integrated
COLOR-CODING OF MFD INDICATORS avionics system provides the following level of automatic
MFD screen reversion upon detection of the following MFD
For the integrated avionics system, the color-coding uses failures:
Orange, Amber, Cyan, Green, Magenta, and White.
1. If a single MFD fails, the integrated avionics system
● Orange is used to identify the Ground Track Pointer ensures that the PFD and EICAS screens are always
on the compass rose. presented. In this scenario, the following rules apply:
● Orange is used to identify advisory navigation infor- a. PFD screen reversion defaults from center, then
mation (DME Hold active) and when flying over a left, then right. The reversion of the PFD screen to
middle marker beacon. another MFD will not cause the EICAS display to
● Cyan is used to identify flying over an outer marker move.
beacon, bearing pointer #2, and associated navigation b. EICAS screen reversion defaults from right, then
source information. left, then center. The reversion of the EICAS
● Green is used to identify bearing pointer #1 and asso- screen to another MFD will not cause the PFD dis-
ciated navigation source information, and condition play to move.
messages when FMS is the active navigation source c. No screen change required if failed MFD does not
(OFS, NPA, EXEC). contain PFD or EICAS.
● Magenta is used to identify the reference values and d. Loss of top screen navigation capability (due to
carets that can be selected by the pilot on the various PFD/EICAS rule). This prevents the crew from
indicators: airspeed indicator, barometric altitude, and changing the screen displayed on the MFD.
compass heading; plus identifying the current naviga-
tion information having the FMS as active source 2. If two MFDs have failed in the same cockpit, the
(current flight plan leg and waypoint, lateral deviation remaining MFD reverts to the PFD screen when the
indicator [diamond symbol], course deviation indica- aircraft is in the air and to EICAS screen when the air-
tor - scale and messages [ENR, TRM, APP, OFS], and craft is on the ground. The pilot can then change this
navigation source information). screen to any other screen. The MFD automatically
changes to the EICAS screen upon detection of a
● White is used to identify flying over an inner marker Master Caution (MC) or Master Warning (MW) con-
beacon. White is also used to portray course deviation dition while retaining a follow-on ability to access any
indications when non-FMS course source is used, other available screen.
navigation source information when non-FMS course
1-76 Change 1
MFD Pages Accessible from LSK SUB-PAGE DESCRIPTION

MENU Page
MENU Page 1
PFD Page L1 Accesses and displays the primary flight display (PFD) page.
EICAS Page L2 Accesses and displays Engine Instruments Cautions and Advisory Status
EICAS pages.
NAV Page L3 Accesses and displays the navigation (NAV) page.
STS/BIT Page L6 Accesses and displays the status (STS) page, which provides overall sys-
tem pass/fail status and access to Built In Test (BIT) status page.
FREQ Page R1 Accesses and displays the FMS generated radio frequency page.
ROUTE Page R2 Accesses and displays the FMS generated ROUTE page.
DEP/ARR Page R3 Accesses and displays the FMS generated departure/arrival (DEP/ARR)
page.
LEGS Page R4 Accesses and displays the FMS generated LEGS page .
HOLD Page R5 Accesses and displays the FMS generated HOLD page.
INIT REF Page R6 Accesses and displays the FMS generated INIT REF page.
MENU Page 2
PROG Page R1 Accesses and displays the FMS generated Progress (PROG) page.
FIX Page R2 Accesses and displays the FMS generated FIX page.
Figure 1-50. MFD Menu Page
In advanced mode, the IAC provides the following MFD the LSK and the menu item. The green chevron signifies the
screen reversion upon detection of MFD failures: possibility of selection for non-FMS generated pages while
3. No automatic screen changes occur after an MFD fail- the cyan triangle signifies the possibility of selection for
ure. FMS generated pages.
4. Upon detection of a new master warning or master ENGINE INDICATION AND CREW ALERTING
caution indication, one MFD switches to EICAS dis- SYSTEM (EICAS)
play. The crew can then switch a display to any other
screen presentation. The EICAS (Figure 1-52) displays engine and auxiliary
5. If two MFDs have failed in the same station, the rules instrument information. Each cockpit features an EICAS
for dual MFD failure described in the basic level con- engine data display.
figuration apply. The EICAS displays torque, oil pressure, oil temperature,
hydraulic pressure, fuel quantity, bingo fuel, fuel flow, indi-
MFD Menu cated outside air temperature (IOAT), current amperage
MFD Menu pages 1 and 2 are top-level pages that provide draw, bus voltage, cockpit altitude, cockpit differential pres-
access to all other system level pages (Figure 1-50, Figure sure, gas generator speed (N1), interstage turbine tempera-
1-51). The navigation between MFD Menu page 1 and 2 is ture (ITT), and the warning, caution, status conditions. All
accomplished by pressing the lower right key labeled NEXT of the above signals are processed by the EDM, then sent to
on page 1 or the lower right key labeled PREV on page 2. the IAC, and then displayed in each cockpit. Refer to
Each Menu Item can be selected by pressing the associated Appendix A for conversion factors to determine true outside
side LSK if a chevron facing outwards is present between air temperature (OAT) from indicated OAT.
Change 1 1-77
MENU MENU MENU MENU

MFD MENU 1/2 MFD MENU 2/2
PDF FREQ SMS PROG
EICAS ROUTE SAT FIX
NAV DEP/ARR NDS
TSD LEGS HUD RPTR
DTS/DVR HOLD
STS/BIT INIT REF
PREV NEXT PREV NEXT
PN01D
092081AC.AI
Figure 1-51. MFD Menu Page
CHK ENG
PN01D
091876AA.AI
Figure 1-52. EICAS Display
1-78 Change 1
Crew Alert System (CAS)

Red (Warning) Message Cause/Explanation
BATT BUS Battery bus inoperative
GEN BUS Generator bus inoperative
PMU FAIL Power management unit failure
GEN Generator inoperative
CKPT PX Cockpit overpressurization; pressure exceeds 3.9 to 4.0 psid
CANOPY Canopy unlocked/unsafe
FUEL PX Fuel pressure below 10 psi
OIL PX Oil pressure below 40 psi above idle, below 15 psi at idle, or oil pressure between 15-40 psi at
idle for 5 seconds or more
OBOGS FAIL OBOGS system failure
CHIP Engine chip detector indicates oil contamination
ADC FAIL Air data computer failed
EDM FAIL Engine data manager failed
CHK ENG Engine parameters have exceeded operating limitations
Amber (Caution) Message Cause/Explanation
CKPT ALT Cockpit pressure altitude above 19,000 feet
DUCT TEMP Environmental duct or defog duct above 300 °F
HYD FL LO Hydraulic reservoir fluid level below 55 cubic inches (1qt)
BUS TIE BUS TIE switch open, or bus tie inoperative
FUEL BAL Fuel imbalance exceeds 30 pounds, or fuel probe or EDM fail
EHYD PX LO Emergency hydraulic pressure at or below 2400 psi
OBOGS TEMP OBOGS temperature above 200 °F
TAD FAIL Rudder trim aid device failure
L FUEL LO Left wing tank below 110 pounds usable fuel
R FUEL LO Right wing tank below 110 pounds usable fuel
PMU STATUS PMU has detected and accomodated a fault in-flight or WOW switch failure
OIL PX Oil pressure between 15-40 psi at idle or if oil pressure drops below 40 and 90 psi, above idle
power for 10 seconds or more
FP FAIL Fuel probe failure
IAC1 FAIL Integrated avionics computer 1 has failed
IAC2 FAIL Integrated avionics computer 2 has failed
IAC1 OVHT Integrated avionics computer 1 over heat
IAC2 OVHT Integrated avionics computer 2 over heat
IRS FAIL Inertial reference system (IRS) has failed
L PHT INOP Left pitot heater is not energized
R PHT INOP Right pitot heater is not energized
UFCP 1 FAIL Up front control panel(UFCP) in front cockpit has failed
UFCP 2 FAIL Up front control panel(UFCP) in aft cockpit has failed
IAC1 CONFIG Integrated avionics computers 1 and 2 have mismatched configuration
Figure 1-53. EICAS Message Annunciations and Explanations
Change 2 1-79
Crew Alert System (CAS) (Continued)

IAC2 CONFIG Integrated avionics computers 1 and 2 have mismatched configuration
CHK ENG Engine parameters are outside normal operating ranges
XPDR FAIL Transponder failure or loss of communication
Green (Advisory) Message Cause/Explanation
IGN SEL Ignition on
M FUEL BAL FUEL BAL switch in MANUAL position
ST READY PCL positioned for auto start
BOOST PUMP BOOST PUMP selected by switch, starter relay, or low pressure switch
ANTI ICE PROBES ANTI-ICE switch on
TAD OFF Rudder trim aid device selected off
TRIM OFF TRIM DISCONNECT switch activated
NWS ON Nose wheel steering is engaged/on
SPDBRK OUT Speed brake is extended or extending
White (Advisory) Message Cause/Explanation
ADC A INOP Internal failure of channel A of the ADC
ADC B INOP Internal failure of channel B of the ADC
EDM A INOP Internal failure of channel A of the EDM
EDM B INOP Internal failure of channel B of the EDM
RPT AFT Front cockpit multifunction displays (MFD) are repeating IAC2 or aft cockpit MFD information
RPT FWD Aft cockpit multifunction displays (MFD) are repeating IAC1 or front cockpit MFD information
RPT ERR Repeated information has defaulted to last selected configuration because cockpit REPEAT
switch positions are conflicted
STATUS/BIT Status/built in test (BIT) page in flight management system (FMS) information has updated or
changed
LAMP TEST Condition indication for the lamp test switch in test position
IRS DEGD GPS hybrid operational mode is in initialization, acquisition or altitude/clock aiding mode
Figure 1-53. EICAS Message Annunciations and Explanations (Continued)
The digital counter on the indicator gages displays as white NOTE

text on a black background under normal operating condi-
tions. If under caution limits, the digital counter displays as ● When faults are accommodated, EDM A
black text on an amber background, and if under warning INOP, or EDM B INOP advisories are dis-
operation the digital counter displays as white text on a red played. With EDM advisories displayed,
background. only those parameters replaced by red X’s
and/or missing pointers are invalid.
Selecting Bingo Fuel (L3) allows the operator to enter a
value, via the UFCP, that is displayed on the EICAS page. ● When EDM FAIL warning displays, all
Entered BINGO fuel amount is displayed between 0-1200 EDM data is unavailable.
pounds. If the operator holds down the LSK for 1 second or
more, the default value of 400 pounds is displayed on the CREW ALERTING SYSTEM (CAS)
EICAS page. Bingo fuel also defaults to 400 pounds on ini-
The CAS displays caution, advisory, and status alert mes-
tial power up.
sages (Figure 1-52). An aural tone generator directs pilot
attention to the alert. The EICAS displays red warning,
amber caution, green systems status, and white status illu-
minations. Figure 1-53 summarizes the warning, caution,
1-80 Change 2
and status indications. When additional CAS are available Power for the AMU is provided through a circuit breaker,
for viewing, MORE (L5) displays on the EICAS page. placarded AUDIO, located on the battery bus circuit breaker
Pressing MORE (L5) displays the overflow messages. The panel in the front cockpit and aft generator bus circuit
subsequent EICAS page displays the RETURN (L5) page breaker panel. Figure 1-54 provides the tone descriptions
indicator to return to the first EICAS page. and the purpose of each tone.
The EICAS interconnects with the master caution and warn-

Purpose Tone Description
ing switchlights on the respective glareshield. The master
caution/warning system on each glareshield includes an Landing Gear 250 Hz tone, 5 times per second
amber master caution switchlight, a red master warning Position Warning
switchlight, and a red fire warning annunciator. Overspeed Warning 1600 Hz tone, 5 times per second
(VMO/MMO Exceeded)
MASTER WARN AND MASTER CAUTION Master Warn, Master Decaying tone
SWITCHLIGHTS AND FIRE WARNING Caution, Fire
ANNUNCIATOR
Over G Warning Swept frequency tone
Resettable, color-coded, master warning and master caution Altitude Warning Voice “Altitude, Altitude”
switchlights and a fire warning annunciator are located to Bingo Fuel Voice “Bingo, Bingo”
the left of and adjacent to the UFCP in each cockpit. The red
warning switchlights illuminate MASTER WARN, the Figure 1-54. Warning Tones
amber caution switchlights illuminate MASTER CAU-
TION, and the red fire warning annunciators illuminate UP FRONT CONTROL PANEL (UFCP)
FIRE.
The UFCP (Figure 1-56) provides the primary means for
When a warning or caution message on the EICAS display data entry for a wide assortment of data input and data
in either cockpit illuminates, the respective MASTER selection required during flight. The UFCP pilot interface
WARN or MASTER CAUTION switchlights will flash in consists of an upper and a lower panel. The UFCP provides
each cockpit. Pressing the flashing MASTER CAUTION or four eight-character display windows (window 1 being the
MASTER WARN switchlight in either cockpit will extin- uppermost while window 4 is the lowest), an alphanumeric
guish the lamp and rearm the switchlight for subsequent or keyboard, option select buttons, master mode buttons, and
additional system failures or malfunctions. Additionally, if priority function buttons (PFB) to provide the controls and
the underlying cause of the message on the EICAS display displays necessary for pilot access to required parameters
has been alleviated, pressing the MASTER WARN or for data entry.
MASTER CAUTION switchlight will also extinguish the
message. If the underlying condition persists, the corre- Alphanumeric Keyboard (AKB)
sponding EICAS message will remain illuminated until the The AKB is composed of numerals and characters and is
malfunction or failure is alleviated. Any time the red FIRE situated on the left side of the UFCP upper panel. The AKB
annunciator illuminates, the MASTER WARN switchlight (Figure 1-56) is used to enter data in the various modes.
and master warn tone are triggered. The FIRE annunciator
will remain illuminated until the underlying cause of the WINDOW CONTROL KEYS
annunciator (i.e., fire or bleed air leak) has been alleviated.
(See Fire Warning System for more information). The window control keys (Figure 1-56) are situated on the
left side of the display windows and are used to control the
AURAL WARNING TONE GENERATOR display windows. Each window control key is associated
with one of the four display windows.
An electronic tone generator located in the audio manage-
ment unit (AMU) provides various distinguishable tones for
Priority Function Button (PFB)
pilot warnings. Tones generated by the AMU are routed to
the helmet audio connections, but tone audio volume is The PFBs (Figure 1-55 and Figure 1-56) are used to control
fixed and independent of ICS volume. Tones are activated the mission system and their functions. Pressing a PFB acti-
using the same logic as the individual alert messages. vates the corresponding menu items in the display windows
and provides access to the required parameters for data
entry.
Change 2 1-81
PFB Function UFCP Upper Panel Conventions

COM1 Control and display for the UHF or VHF Information presented on the UFCP can take one of four
COM2 communication radios forms: navigation, data display, data selection, or data entry.
NAV TUNE Enables editing of navigation frequencies Any of the selection window display positions, W1, W2,
ID Command button for ATC transponder W3, or W4 can take any one of these four forms.
identification purposes. The ID page dis-
plays for 5 seconds to confirm ID function NAVIGATION WINDOW
FMS SPAD Allows access to scratchpad Navigation windows (Figure 1-56) are used to allow the
PFD Enables editing of the altimeter, altitude pilot to navigate to lower level UFCP pages, and are indi-
bug, radar altimeter, and the airspeed bug cated by the contents of the window being right justified.
setting Pressing the associated key of a navigation window causes
SYS Provides access to parameters alt, speed, the UFCP display windows to show the content for the cor-
responding lower level page.
heading (magnetic, true, display, modes,
and bingo fuel)
DATA DISPLAY WINDOW
USER WPT Enables editing of user defined waypoint
CLK The clock (CLK) function displays GMT Data display windows are used to display data that is not
and timer control editable by the pilot, and are indicated by the contents of the
window being left justified. Pressing the associated key of a
EXEC Executes the change in the FMS flight
data display window has no effect.
plan
MRK Generation of MARK ON TOP waypoint SELECTION WINDOW
CLR Clears the MSG alert message displayed
on MFD, the data entered in the UFCP Selection windows are used to allow the pilot to make a
display windows and FMS messages and selection from a list of two or more options. They are identi-
scratchpad fied by an inward (>). Each press of the associated key tog-
gles to the next available option (rotating through the
ENT Used for data entering options in a circular fashion). The selected option is shown
RTN Provides an “undo” function. Pressing in the window, with the label (if any) starting in the second
RTN makes the windows return to a relat- character position of the window, and the rotating option
ed upper level menu. Pressing and holding right justified.
the RTN button for 1 second returns to the
persistent page. DATA ENTRY WINDOW
DIR Generates steering directly to a selected
Data entry windows are used to allow the pilot to enter data,
waypoint
and are activated by pressing their associated keys. They are
Figure 1-55. Priority Function Buttons identified by a < (non-active edit), W (active edit), or • (edit
or press and hold for set value) displayed in the first charac-
UFCP Upper panel ter position of the window indicating that the data in the
The UFCP provides selection of Navigation, Air-to-Air, and window can be modified using the alphanumeric keyboard.
Air-to-Ground Master Modes. The UFCP also provides The current data is shown in the window, with the label (if
radio communication and radio navigation aid management, any) starting in the second character position of the window,
weapon selection and programming, waypoint management, and the editable data right justified. Leading zeros in the
control of display lighting, selection of display options, set- editable data are not displayed unless specified for a partic-
ting of display reference parameters, designation of mark- ular data item.
points, and clock functions. In the event of a UFCP failure, Modifying data is accomplished by keying the data on the
all data entry capabilities are disabled from the failed unit. alphanumeric keyboard (AKB) followed by pressing the
UFCP failures are indicated on the EICAS display with the ENT key.
captions UFCP1 FAIL or UFCP2 FAIL.
For entering communication radio or radio navigation aid
frequencies, the values are directly entered on the alphanu-
meric keyboard. Decimal placement is required for frequen-
cies, trailing zeros are not required with UHF/COM1 and
1-82 Change 1
WINDOW CONTROL DISPLAY

ALPHANUMERIC KEYS WINDOWS UPPER
KEYBOARD (AKB) PANEL
MASTER
MODE
BUTTONS
PRIORITY
FUNCTION
BUTTONS
(PFB)
HUD
BRIGHTNESS
KNOB
LOWER
SWITCH
PRIORITY PANEL
FUNCTION
BUTTONS
(PFB)
HUD BARO
DISPLAY SET
SWITCH KNOB
DATA
ENTRY
KNOB
UFCP
HUD MFD/UFCP BRIGHTNESS
BRIGHTNESS REPEAT/NORM KNOB
SWITCH SWITCH
PN01D
090481AA.AI
Figure 1-56. Up Front Control Panel (UFCP) (Upper and Lower)
Change 1 1-83
trailing 5s are not required for xxx.x25 or xxx.x75. Trailing UFCP Upper Panel Persistent Display
5s are required for VHF/COM2.
The UFCP persistent display is a default display in the basic
Modifying data using the alphanumeric keyboard is initi- mode. In the advanced mode it is dependent on the master
ated in an active data entry window by pressing an alphanu- mode of the UFCP NAV, A/A, or A/G, and is used to display
meric keyboard key, which enters the selected character into the most important information for each master mode. The
the rightmost position, causes underscores to be placed in persistent display is shown when the UFCP RTN key is
all other positions available for data entry, and causes the pressed for 1 second or after 20 seconds of inactivity on the
window display to flash. UFCP.
Once the alphanumeric entry has been initiated, numbers NAV MASTER MODE
can be entered using the alphanumeric keyboard, and letters
can be entered by pressing the associated number key and The persistent display for the NAV master mode allows the
then rotating the Data Entry Knob until the desired charac- pilot to view and change the current frequencies of the
ter appears in the window. To select the character, momen- COM1 and COM2 radios and the NAV navaid, as well as
tarily press the Data Entry Knob. Characters entered from view the current transponder code and mode and access the
the keyboard appear in the rightmost position in the win- transponder control page.
dow, and shift to the left as more characters are entered,
replacing the underscores as they shift. Pressing the CLR W1- displays COM1 UHF frequency and pressing W1 acti-
key causes the most recently entered character to be vates the W1 data entry mode and displays an outward fac-
removed (shifting the remaining characters, if any, back to ing filled triangle in the left-most character location. In the
the right), and holding the CLR key for 1 second causes all case of an FMS failure, W1 has no control functionality.
of the entered characters to be removed. W2- displays COM2 VHF frequency. Pressing W2 activates
Once the desired data has been entered, press the ENT but- the W2 data entry mode and displays an outward facing
ton for the entered data to be checked for validity based on filled triangle in the left-most character location. In the case
conditions that depend on the data item being entered. If the of an FMS failure, W2 displays the COM2 frequency left
data is determined to be valid, it is entered into the field, the justified. If the standby VHF control head is powered, W2
characters stop flashing, and the active edit (W) is returned displays REMOTE, indicating control at the standby VHF.
to non-active (<). If the data is determined to be invalid for W3- displays the radio navigation frequency. Pressing W3
that window, the characters flash until the entry in the win- activates the W3 data entry mode and displays an outward
dow is modified. facing filled triangle in the left-most character location. In
If the ENT key is pressed when the window has been the case of an FMS failure, W3 displays the NAV frequency
cleared, the original data is restored in the window, which is left justified.
then reactivated for data entry. While alphanumeric data W4- displays the current transponder code and mode. When
entry is in progress, if the RTN key is pressed for 1 second, the W4 key is pressed, the UFCP displays the transponder
or 20 seconds pass with no activity, the entered data is dis- control page. The transponder code is displayed starting in
carded and the display navigates to the persistent display. the second character position of the window, and consists of
a four-digit octal number. The transponder mode is dis-
UFCP Master modes played right justified as one of SBY (standby) or ALT (alti-
The integrated avionics system operates in one of three pos- tude) when the radio is in active mode and ALT is selected.
sible master modes: NAV, air-to-air (A/A), or air-to-ground In the case of an FMS failure, W4 displays the transponder
(A/G). A/A and A/G are disabled in the basic student mode. mode code left-justified and operational mode right-justi-
The master mode is selected using the NAV, A/A, or A/G fied and has no control functionality.
hardkeys on the panel. In the advanced mode, pressing any
of these three keys when not in the mode associated with UFCP Defaults
that key switches the UFCP into that master mode. If one of
these three keys is depressed when already in the mode The UFCP has default values for most data items, and these
associated with that key, the system remains in that mode default values depend on how the UFCP has been powered
and displays the appropriate page. The master mode selec- up. The initial default values apply on the first occasion the
tion affects the UFCP persistent display, HUD, and the UFCP has been powered up, and also apply if the UFCP
MFDs. cannot access the saved values from the previous operation
(e.g., after a maintenance operation). The cold start values
apply when the UFCP has been powered up with the aircraft
1-84 Change 2
on the ground with power off for more than 90 seconds. Data Item Cold Start De- Warm Start
Warm start values apply in all other cases and when the air- fault Value Default Value
craft is in the air. The default values are specified in Figure
TCAS System Status Standby Persistent
1-57 for each case, with “persistent” referring to the last
value that was used. Timer Status and Time Inactive, 0:00 Inactive, 0:00
Transponder Code 1200 Persistent
Data Item Cold Start De- Warm Start
Transponder Mode Standby Persistent
fault Value Default Value
UFCP Master Mode NAV NAV
Airspeed Bug Setting 200 kts Persistent
UHF Frequency Persistent or Persistent or
Altimeter Setting 29.92 Persistent
Radio Tuned Radio Tuned
Altimeter Setting Units Persistent Persistent Frequency Frequency
Altimeter Bug Setting Persistent Persistent UHF Mode T/R+G Persistent
Bearing Pointer #1 OFF Persistent UHF Squelch ON Persistent
Source
VHF Frequency Persistent or Persistent or
Bearing Pointer #2 OFF Persistent Radio Tuned Radio Tuned
Source Frequency Frequency
Bingo Fuel Level Set- 400 lbs Persistent VHF Squelch ON Persistent
ting
VOR/LOC Auto/Man- Auto Persistent
Compass True/Mag- Magnetic Magnetic ual Selection
netic Setting
VOR/LOC Frequency Persistent Persistent
DME Frequency Slave Slave
Waypoint Number First User Way- Persistent
G Limit, Negative -3.5 Persistent point in Route
G Limit, Positive 7.0 Persistent or 01
Heading Bug Setting 360° Persistent Waypoint Parameter Latitude Persistent
MFD Declutter Level Level 0 Persistent Figure 1-57. UFCP Default Values (Continued)
Minimums Annuncia- OFF Persistent
tor Return (RTN) Key Functionality
Navigation Course 360° Persistent The RTN key (Figure 1-56) is provided as an aid for navi-
Navigation Source FMS Persistent gating page hierarchies that have multiple levels. When the
UFCP is displaying a lower level page in a hierarchy, press-
Offset Across Track R Persistent ing the RTN key navigates to the related upper level page in
Direction that hierarchy, and pressing and holding the RTN key for 1
Offset Across Track 0.0 Persistent second will return the UFCP to the persistent display.
Distance
Invalid data
Offset Along Track 0.0 Persistent
Distance Data is considered to be invalid when the system is unable
Offset Bearing 360° Persistent to compute or relay reliable data to the respective sub-sys-
Offset Range 0.0 Persistent tem for reasons other than system failure. Invalid frequency
data is represented by an asterisk in the left-justified first-
Offset Type Selection B/R Persistent character position and leaving the last entered frequency in
Radar Altimeter Set- Persistent Persistent the other character positions. Invalid data other than fre-
ting quencies is represented by placing asterisks in the character
TCAS System Flight Relative Relative positions that would be occupied by the data. During radio
Level Setting tuning, an asterisk may momentarily appear as the fre-
quency changes.
TCAS System Mode Normal Persistent
Figure 1-57. UFCP Default Values
Change 1 1-84.1
Failed Data ● Loss of communication from the ADC or IRS for 1

second
Data is considered to be failed when the system does not
receive data from the source, which can occur in several Failed frequency data is represented by placing an X in the
ways, such as: left-justified, first-character position and leaving the last
● External subsystem powered down entered frequency in the other character positions. Failed
data that is not a frequency is represented by placing an X in
● Loss of information from external subsystem for more the left-justified, first-character position and leaving the
than 2.5 seconds other character positions blank.
● Any other invalid data that is caused by a system or
subsystem failure
1-84.2 Change 1
Navigation (NAV) equivalent to selecting the next navigation source using the
softkey on the PFD L4 key or NAV L3 key.
The NAV hardkey (Figure 1-56) allows pilots to view infor-
mation about the current navigation source, to change the NAV - FMS NAVIGATION
current navigation source, and set the VHF NAV course.
The first press of the NAV key displays the NAV page for The NAV page for FMS navigation allows pilots to view the
the current navigation source, and each subsequent press current navigation source, view the current TO waypoint,
selects the next navigation source, cycling through the avail- view navigational data, and view and change the current
able sources (FMS, NAV, and OFF) in a circular fashion. VHF navigation course. It also provides access to the FMS
Selecting the next navigation source using the NAV key is execute function.
Key Window Action
FMS W1 - The current navigation source FMS is displayed in this window and is left justified.
WPT W2 - The current TO waypoint identifier is displayed in this window.
NAV-FMS NAV AID W3 - Displays NAV AID, no action when pressed.
CRS NNN W4 - This is a data entry window with the label CRS and the data consisting of a three-digit number
that indicates the current VHF NAV receiver course for the VHF NAV, which has a valid entry range
of 001°-360°. The course setting can be changed by rotating the UFCP data entry knob clockwise or
counterclockwise. Rotating the UFCP data entry knob one click increments or decrements the NAV
course value by 1°. The pilot is also able to insert a new NAV course using the alphanumeric key-
board followed by a press of the ENT button. This setting controls the selected VHF NAV course for
the PFD and NAV displays.
NAV
The NAV page allows pilots to view the current navigation

source and view and change the current navigation course.
Key Window Action
VOR/LOC W1 - This window displays the current navigation source. The display of VOR or LOC in the win-
dow is determined automatically based on whether the currently selected frequency is a VOR or
LOC.
NAV - W2 - Blank
VOR/LOC
NAV AID W3 - Displays NAV AID, no action when pressed.
that indicates the current navigation course for the VHF NAV, which has a valid entry range of 001°-
360°. This setting controls the selected course for the PFD and NAV display.
NAV - NAVIGATION OFF
The NAV page with navigation OFF, allows pilots to view

the current navigation source and view and change the navi-
gation course.
Key Window Action
OFF W1 - This window displays the current navigation source as OFF.
W2 - Blank
NAV AID W3 - Displays NAV AID, no action when pressed.
NAV - OFF
that indicates the current navigation course for the VHF NAV, which has a valid entry range of 001°-
360°. This setting controls the selected course for the PFD and NAV display.
Change 1 1-84.3/(1-84.4 blank)

User Waypoints (USER WPT) and change information about waypoints in the user dat-
base.
Depressing the USER WPT hardkey allows pilots to view
Key Window Action

WPT W1 - Displays waypoints from the user database in the format NNWPT where NN is the number
of the user waypoint and WPT is a fixed display. The waypoints can be selected for viewing and
editing by entering the number (from 1-99) of the desired user waypoints in this window. Pressing
W1 activates the W1 data entry mode and display the active data entry triangle in the left-most
character location and permit the waypoint number to be changed.
LAT, W2 - Pressing W2 toggles between LAT, LONG, or ELEV with each display starting in the second
LONG or character position. When the selection is LAT or LONG, the window also provides functionality
ELEV for selecting the latitude as N or S or the longitude as E or W. The N or S (when the selection is
latitude) or E or W (when the selection is longitude) character is displayed right justified.
USER WPT
N/S & E/W The data displayed is the latitude value when the W2 selection is LAT and pressing W3 toggles
between N or S, the data displayed is the longitude value when the W2 selection is LONG and
pressing W3 toggles between E or W, the data displayed is the elevation value when the W2 selec-
tion is ELEV and W3 has no control functionality.
W4 - The data corresponding to the selection in window W3 is displayed in window W4, which is
a data entry window with no label. The data displayed is the latitude value (a six-digit number)
when the W2 selection is LAT, the longitude value (a seven-digit number) when the W2 selection
is LONG, and the elevation value (a number with up to five digits) when the W2 selection is ELEV.
Data can only be entered in this window using the alphanumeric keyboard, and must be a valid lat-
itude or longitude, including leading and trailing zeros (when the selection is LAT or LONG) or
an elevation between –32767 and 32767 feet (when the selection is ELEV). The latitude format is
DDMMMM where DD is the degrees and MMMM is the minutes of latitude with two decimal
places. The longitude format is DDDMMMM where DDD is the degrees and MMMM is the min-
utes of longitude with two decimal places. When entering the elevation, the value can be toggled
from positive to negative (or vice versa) using the +/- key. If no data has yet been entered in W4
for the current waypoint and W2 selection, the text NO DATA is displayed left justified.
1-85
NAV TUNE - Radio Navigation Aid Tuning NAV TUNE - VOR/LOC
The NAV TUNE hardkey allows pilots to view information The NAV TUNE page for the NAV navaid allows pilots to
about their radio navigation aids and transponder. The first view and change the preset and or frequency of the VHF
press of the NAV TUNE key displays the NAV TUNE page navaid.
for the last viewed device, and each subsequent press cycles
through the devices NAV, DME, and XPDR.
Key Window Action
VOR or W1 - Displays as one of VOR (if NAV is a VOR/ILS tuned to a VOR frequency), LOC (if NAV is
LOC a VOR/ILS tuned to a localizer frequency). If the tuned frequency is part of the preset frequency
library the corresponding preset (01 to 99) number is shown. If the frequency has no associated
number, ## is shown. Changing the preset number in this window using the alphanumeric keyboard
NAV TUNE and ENT buttons, or UFCP data entry knob, automatically retunes NAV to the frequency or chan-
- VOR/LOC nel corresponding to that preset.
IDENT or W2 - Displays the station IDENT from the FMS database. If no match to frequency is found, ###
### is found. Navaids may be tuned by entering the IDENT in this field using the data entry knob.
VOR or W3 - If NAV is manually tuned in this window to a frequency or channel corresponding to a preset,
LOC that preset number is automatically displayed in W1. If NAV is tuned to a frequency or channel
that does not correspond to a preset, the characters ## displays in place of the preset number in W1.
W4 - Blank
NAV TUNE - DME
The NAV TUNE - DME page allows pilots to view the

DME frequencies and toggle DME holds on and off.
Key Window Action
DME W1 - Display window titled DME.
DME Fre- W2 - Consists of the current DME frequency corresponding to the VOR/ILS where NNN.NNA is
NAV TUNE quency the current DME frequency and A is H or blank. Pressing W2 toggles between Hold On and Off
- DME by alternately displaying an H or blank in the right-most character position.
W3 - Blank
W4 - Blank
1-86
NAV TUNE - XPDR The aircraft is fitted with an altitude reporting, Mode S tran-
sponder which replies to ground station and airborne inter-
The NAV TUNE - XPDR allows pilots to view and change rogations. Control of the transponder is provided through
the transponder status, code, mode, and standby code. the UFCP.
Key Window Action
XPDR W1 - Displays XPDR and the options ACT and SBY. Selecting W1 toggles between the active
(XPDRACT) or standby (XPDRSBY) mode. If the XPDR is 'not responsive' and W1 button is
pushed in an attempt to switch to ACT mode, the system reverts to SBY if the XPDR equipment
remains 'not responsive', where 'not responsive' is defined as no ARINC 429 labels being received
from the XPDR for 1 second.
NAV TUNE W2 - Displays data indicating the current transponder mode code. Pressing W2 activates the W2
- XPDR data entry mode and allow the transponder mode code to be changed via the alphanumeric key-
board and pressing ENT button. When the transponder mode code is changed, the change is re-
flected on the displays of both crew stations (front and aft). The data entry range for Transponder
Mode Code is 0000 to 7777.
ALT ON or W3 - Displays ALT and the options ON and OFF. Pressing W3 toggles IFF mode 3 and altitude
OFF encoding between ON and OFF.
W4 - Blank
1-87
PFD
PFD priority function button is used to manipulate PFD bug

information that is not readily accessible by LSK operation
(speed, baro and radar altitude bugs and altimeter settings).
Key Window Action
SETNNNN W1 - Is a data entry window with the label SET and data consisting of a number with up to four
digits that indicates the current altimeter setting, either in inches of mercury (IN HG) (with no dec-
imal point shown) or in millibars (MBAR). The setting has an allowable range of 27.00 to 32.00
inches of mercury or 915 to 1083 millibars. Rotating BARO SET knob (BCSK) one click incre-
ments or decrements the barometric correction setting by one, regardless of whether it is inches or
millibars. The pilot is also able to insert a new Barometric Correction setting using the alphanu-
meric keyboard followed by a press of the ENT button. When the barometric correction setting is
changed (via the UFCP), the change is reflected on the displays of both crew stations (front and
aft). Pressing W1 for 1 second or more will set the Barometric Correction to 29.92 in. Hg.
ABNNNNN W2 - Is a data entry window with the label AB (Altitude Bug) and data consisting of a 3-, 4-, or 5-
digit number representing height above sea level to the nearest foot from -1000 to 55,000 feet.
Pressing W2 allows the barometric altitude caret setting to be changed via the UFCP data entry
knob and alphanumeric keyboard and ENT buttons. The increment/decrement step value when us-
ing the UFCP data entry knob is 10 feet. Pressing and holding the W2 key automatically enters the
current altitude as the new altitude bug setting.
PFD
RA NNNN W3 - Is a data entry window with the label RA (radar altimeter) and data consisting of a number
with up to four digits that indicates the current radar altimeter setting in feet, with an allowable
range of 0-2500 feet. The radar altimeter setting is displayed on the attitude indicator. Pressing W3
allows the radar altimeter setting to be changed via UFCP data entry knob, alphanumeric keyboard,
and ENT button. Upon data entry mode activation, the pilot is able to increase/decrease the radar
altimeter setting by rotating the UFCP data entry knob clockwise or counterclockwise. To change
the radar altimeter, the increment/decrement step value when using the UFCP data entry knob is
10 feet. The pilot is able to insert a new radar altimeter setting using the alphanumeric keyboard
followed by a press of the ENT button.
SPD NNN W4 - Is a data entry window with the label SPD and data consisting of a number with up to three
digits that indicates the current airspeed bug setting in knots indicated airspeed, with an allowable
range of 40 to 360 knots. Pressing W4 allows the speed caret reference setting to be changed via
UFCP data entry knob, alphanumeric keyboard, and ENT buttons. Upon data entry mode activa-
tion, the pilot is able to increase/decrease the speed caret reference setting by rotating the UFCP
data entry knob clockwise or counterclockwise. Rotating the UFCP data entry knob one click in-
crements or decrements the speed caret reference setting by 1 knot. The pilot is able to insert a new
speed caret reference setting using the alphanumeric keyboard followed by a press of the ENT but-
ton. Pressing and holding the W4 key automatically enters the current airspeed as the new airspeed
bug setting.
1-88
FMS Scratchpad (FMS SPAD)

Key Window Action
S PAD W1 - This is a data display window that displays the page title S PAD and has no control function-
ality.
Windows W2, W3, and W4 act in conjunction as one large data entry window to provide the FMS
scratchpad functionality. The first 8 characters of the scratchpad are provided in W2, the next 8 in
W3, and the final 8 in W4. The display in these three windows mirrors the data displayed in the FMS
scratchpad; any data that is copied for data entry into the scratchpad from an FMS page is also dis-
FMS SPAD played here. FMS alert, advisory, and maintenance messages are also displayed in the scratchpad,
and the CLR key provides a means of acknowledging these messages if an FMS page is being dis-
played. The FMS also displays SPAD messages on the NAV display with the ability to acknowledge
by pressing LSK R2. If the scratchpad is empty, all three windows display with underscores in all
character positions. Data entered in the scratchpad replaces these underscores, starting in the first
character position of window W2, with each successive character appearing to the right of the pre-
vious character (wrapping around to the first character position of W3 and W4 when necessary).
Pressing the CLR key removes the last entered character, and holding it for 1 second or more clears
the contents of the scratchpad. Pressing the CLR key when the scratchpad is empty inserts the word
DELETE into the scratchpad, which can then be used to delete data on the FMS.
System (SYS)
Depressing the SYS hardkey displays the SYS top-level

page, as shown in Figure 1-58, and this allows the pilot to
access lower-level system control pages.
Key Window Action

ALT/SPD W1 - Provides access to the ALT/SPD page.
HEADING W2 - Provides access to the HEADING page.
SYS
DISPLAY W3 - Provides access to the DISPLAY page.
BGO/IP W4 - Provides access to the BINGO page and waypoint offset.
SYS - ALT/SPD as well as view and change the altimeter setting units and
minimums annunciator status.
On the SYS top-level page, depressing the arrow key next to
W1 ALT/SPD allows the pilot to access the ALT/SPD page,
Key Window Action

PFD W1 - Allows the pilot to access the ALT/SPD page that has the same control functionality as
the PFD key.
IN HG or W2 - Toggles the altimeter setting units as IN HG or MBAR. The altimeter setting is dis-
SYS - ALT/ MBAR played on the UFCP and the MFDs using the units specified in this window.
SPD
MIN ON/ W3 - Labeled MIN and the options ON and OFF. The selection in this window controls
OFF whether or not the MINIMUMS annunciator is displayed on the PFD.
W4 - Has no display or control functionality.
1-89
PN01D
092501AA.AI
Figure 1-58. UFCP System Hardkey Diagram
1-90
SYS - HEADING ing bug setting, the compass true/magnetic selection, and
the bearing pointer sources. System heading is also directly
On the SYS top-level page, depressing the arrow key next to accessed by pressing the lower right LSK of the PFD.
W2 HEADING allows pilots to view and change the head-
Key Window Action

HDG W1 - Is a data entry window with the label HDG and data consisting of a three-digit number
indicating the current heading bug setting, with a valid range of 001 to 360. The current head-
ing bug setting is indicated with reference to either magnetic or true north, depending on the
current selection. Pressing W1 activates W1 data entry mode and display a left-facing filled
triangle and allow the heading caret setting to be changed. The pilot is able to increase/de-
crease the heading caret setting by 1° by rotating the UFCP data entry knob clockwise or
SYS - counterclockwise. Initial press of an alphanumeric key changes UFCP data entry knob func-
HEADING tionality to support alphanumeric keyboard edit and the pilot is able to insert a new heading
caret setting using the alphanumeric keyboard followed by a press of the ENT button.
MAG or W2 - Has options MAG and TRUE. The compass true/magnetic selection made in this win-
TRUE dow applies across the aircraft. Pressing W2 toggles between MAG and TRUE.
BP1AAAA W3 - Is labeled BP1 (bearing pointer #1) and pressing W3 toggles the BP1 source selection
between options OFF, FMS, and NAV where NAV is displayed as one of VOR, or LOC. The
bearing pointer #1 source selection in this window can also be selected on the PFD, and pages
of the MFD.
BP2AAAA W4 - Labeled BP2 (bearing pointer #2) and operates in the same manner as W3.
SYS - DISPLAY

W3 DISPLAY allows pilots to access lower level system
pages.
Key Window Action

HUD W1 - Provides access to the HUD page.
SYS - TCAS W2 - Provides access to the TCAS page.
DISPLAY
G W3 - Provides access to the G limits page
MFD W4 - Provides access to the MFD page.
1-91
SYS - DISPLAY - HUD
The HUD page allows pilots to view and change the HUD
pitch reference, declutter level, and speed reference setting.
Key Window Action

PCH WL or W1 - Is a selection window with the label PCH and options waterline (WL) and climb dive
CDM marker (CDM). The selection in this window controls the HUD pitch reference setting.
DCLTR W2 - Is a selection window with the label DCLTR and options 0, 1, and 2. The selection in
SYS - 0,1, or 2 this window controls the HUD declutter level.
DISPLAY -
HUD GS, IAS, or W3 - Is a selection window with no label and options GS, IAS, and TAS. The selection in this
TAS window controls the HUD speed reference setting.
SYS - DISPLAY - TCAS TCAS system status, system mode, and flight level setting.
SYS-DISPLAY-TCAS is also directly accessed by pressing
On the lower-level system page, the TCAS page is a naviga- LSK R2 on the NAV display.
tion window that allows pilots to view and change the
Key Window Action

TCAS ON W1 - Is a selection window labeled TCAS with options ON and SBY. The selection in this
or SBY window controls the TCAS system mode. Pressing W1 toggles the TCAS status from ON and
SBY and displays on both crew stations.
SYS - ABOVE, W2 - Is a selection window with options ABOVE, NORMAL, and BELOW. The selection in
DISPLAY - NORMAL, this window controls the TCAS system mode. Pressing W2 toggles through the TCAS look
TCAS or BELOW angle options ABOVE, NORMAL, and BELOW, and displays on both crew stations.
FL REL or W3 - Labeled FL and has options REL and ABS. Pressing W3 toggles through the TCAS
ABS flight level setting options FL REL and FL ABS, and displays on both crew stations. The se-
lection in this window controls the TCAS system flight level setting. When ABS is selected,
the selection applies for 15 seconds and then reverts to REL.
1-92 Change 1
SYS - DISPLAY - G LIMITS audio alert settings. This value will determine when a dis-
crete over-G tone is heard in the headset. The tone is acti-
On the lower-level system page, the G limits page allows vated 0.5 prior to reaching this setting.
pilots to view and change the positive and negative G limit
Key Window Action

POS NN W1 - Is a data entry window with the label POS left-justified and data consisting of a two-
digit decimal number indicating the current positive G limit, which has an allowable range of
0.0 to 7.0. When the G-Limits page is first displayed, W1 defaults to data entry active and
allow the positive G value to be changed. Upon data entry mode activation by pressing W1,
the pilot is able to increase/decrease the positive G value 0.1 by rotating the UFCP data entry
knob clockwise or counterclockwise one click. Initial press of an alphanumeric key changes
UFCP data entry knob functionality to support alphanumeric keyboard edit. The pilot is able
SYS - to insert a new positive G value using the alphanumeric keyboard followed by a press of the
DISPLAY - ENT button.
G NEG NN W2 - Is also a data entry window with the label NEG left-justified and data consisting of a
two-digit decimal number indicating the current negative G limit, which has an allowable
range of 0.0 to 3.5. Pressing W2 activates data entry mode and allow the negative G value to
be changed. Upon data entry mode activation, the pilot is able to increase/decrease the nega-
tive G value 0.1 by rotating the UFCP data entry knob clockwise or counterclockwise one
click. Initial press of an alphanumeric key changes UFCP data entry knob functionality to
support alphanumeric key edit. The pilot is able to insert a new negative G value using the
alphanumeric keyboard followed by a press of the ENT button.
Change 1 1-92.1/(1-92.2 blank)

SYS - DISPLAY - MFD
On the lower-level system page, the MFD page allows

pilots to view and change the MFD declutter level.
Key Window Action

DCLTR 0, W1 - Is a selection window with the label DCLTR and options 0, 1, or 2. Pressing W1 toggles
1, or 2 between the available MFD declutter selections. The selection in this window controls the
SYS - MFD declutter level.
DISPLAY - W2 - Has no display or control functionality.
MFD
SYS - BINGO/IP level setting. BINGO is also directly accessed by pressing

LSK L3 on the EICAS display.
W4 BINGO allows pilots to view and change the bingo fuel
Key Window Action

BGO NNN W1 - Is a data entry window with the label BGO and data consisting of a number with up to
3 digits indicating the bingo fuel level setting (in lbs.), which has an allowable range of 0 to
1200. The increment/decrement step value for entry using the UFCP data entry knob is 100
lbs. Initial press of an alphanumeric key changes the UFCP data entry knob functionality to
SYS - support alphanumeric keyboard edit. The pilot can insert a new bingo fuel setting using the
BINGO/IP alphanumeric keyboard followed by a press of the ENT button.
IP W2 - Displays IP right justified and is a navigation window that allows the pilot to access
waypoint offset (Initial Point) functions when W2 is depressed.
1-93
SYS - BINGO - IP and delta Y Cartesian coordinates (X/Y IP) or polar (Bear-
ing/Range) coordinates (B/R IP).
The Initial Point (IP) page provides edit access to the offset
steering function available for use to take an indirect Selecting the IP page displays the windows associated with
approach to a waypoint or target. The IP page permits the the initial point function on the UFCP.
pilot to assign an offset to a designated waypoint in delta X
Key Window Action

B/R or X/Y W1 - Displays the offset mode, either B/R or X/Y, right-justified. Upon selection of the OFS
page, W1 displays the most recently used offset mode (X/Y or B/R) and pressing W1 toggles
between offset modes B/R and X/Y and displays on both crew stations.
X NNNN W2 - Allows the pilot to enter either the across track distance (for an X offset) or the offset
or R NNN bearing (for an R offset). For an across track distance, the label is displayed as X and the data
is a number with up to four digits indicating the across track distance, which has an allowable
range of 0 to 999.9 nm. The increment/decrement step value when using the UFCP data entry
knob is 0.1 nm. When the across track distance is entered using the alphanumeric keyboard,
the decimal point is automatically displayed in the second character position from the right.
The across track distance also has a selection of L or R for offset distances to the left or right
of the track; this selection is displayed in the last character position and is toggled using the
SYS - +/- key when data entry is active. For an offset bearing, the label is displayed as B and the
BINGO - IP data is a three-digit number indicating the offset bearing, which has an allowable range of 001
to 360 and is always referenced to true north. Pressing ENT activates this change.
Y NNNN W3 - Allows the pilot to enter either the offset along track distance (for a Y offset) or the off-
or BNNN set range (for a B offset). For an along track distance, the label is displayed as Y and the data
is a number with up to four digits indicating the along track distance, which has an allowable
range of 0 to 999.9 nm. The increment/decrement step value when using the UFCP data entry
knob is 0.1 nm. For an offset range, the label is displayed as R and the data is a number with
up to three digits indicating the offset range, which has an allowable range of 0 to 99.9 nm.
When the along track distance or the offset range is entered using the alphanumeric keyboard,
the decimal point is automatically displayed in the second character position from the right
(i.e., the pilot does not need to enter the decimal point). Pressing ENT activates this change.
CONFIRM W4 - Displays CONFIRM when the desired offset point can be created. Pressing W4 con-
firms and executes the new flight plan and W4 becomes blank.
1-94 Change 2
Identification Squawk (ID) removed and the UFCP returns to its previous display. The
UFCP page can be changed away from the ID page before 5
The ID hardkey allows pilots to initiate an ID squawk from seconds have passed by selecting any of the master mode or
the transponder and view the information contained in the page navigation hardkeys.
transmission. Pressing the ID key initiates an ID squawk
and displays the ID page. After 5 seconds, the ID page is
Key Window Action

XPDR W1 - Displays the equipment identifier, which is a data display window. The identifier dis-
plays as XPDR left-justified.
NNNN W2 - Is a data display window that displays data consisting of a four-digit octal number indi-
ID cating the current transponder code.
ALT ON, W3 - Displays the current transponder mode, which is also a data display window. The tran-
ALT OFF, sponder mode is displayed as ALT ON left-justified, when selected mode is report altitude,
SBY ALT OFF left-justified, when selected mode is do not report altitude or SBY left-justified, if
transponder is in standby mode.
IDENT W4 - displays IDENT left-justified and has no control functionality.
Clock (CLK) setting of Window 1 and 2 displays the standard default set-
tings and the setting of Window 3 displays either stopped
The CLK hardkey displays the current clock time and pro- time or running time depending on what was displayed
vides a count-up timer function. When the user re-enters the when the user last exited the page.
clock page, after allowing it to run in the background, the
Key Window Action

TIME Z W1 - Is a data display window that displays the label TIME Z and W1 has no control func-
tionality.
HH:MM:SS W2 - Is a data display window that displays the current time (GMT) in the format
HH:MM:SS and has no control functionality.
START or W3 - Has an initial default display with the text START, right-justified. When W3 is pressed,
CLK STOP the timer activation state is started. When the timer activation state is started, the text STOP
is displayed on W3 right-justified. A subsequent press of W3, while the timer is running,
sets the timer activation state to stopped (Paused) and the stopped time is displayed on W4.
R MM:SS W4 - Displays the letter R left-justified to represent reset and displays the timer right-justi-
fied in the format MM:SS where MM is minutes, and SS is seconds. The timer starts count-
ing up from zero to 99:59 and stops and continues to display that time until it is reset.
Pressing the associated key while the timer is active pauses the timer, and pressing the asso-
ciated key while the timer is paused restarts the timer from the paused time. Pressing the as-
sociated key for 2 seconds or more when the timer is active or paused, deactivates the timer,
resets the timer count to zero, and restores the display of START.
1-95
Mark-on-Top (MRK) waypoint and displayed on the UFCP. The waypoint can
then be viewed or edited using the FMS.
The MRK hardkey allows pilots to create a mark-on-top
waypoint. When the MRK key is pressed, the current air- The MRK page displays latitude and longitude of the mark-
craft position and current time (GMT) is saved as an FMS on-top waypoint, and time (GMT) at which it was created.
Key Window Action

MARK W1 - Is a data display window that shows the page title MARK and has no control func-
tionality.
A NNNNNN W2 - Is a data display window that shows the latitude of the MRK waypoint in the format
A NNNNNN where A is either N (north) or S (south) and NNNNNN is the latitude value
MRK and has no control functionality.
ANNNNNNN W3 - Is a data display window that shows the longitude of the MRK waypoint in the format
ANNNNNNN where A is either E (east) or W (west) and NNNNNNN is the longitude val-
ue and has no control functionality.
HH:MM:SS W4 - Is a data display window that shows the MRK waypoint creation time (GMT) in the
format HH:MM:SS and has no control functionality.
Direct-To (DIR) bility to quickly generate steering directly to a selected way-

point.
Depressing the DIR hardkey results in the display showing
the DIR page. The DIR page provides pilots with the capa-
Key Window Action

DIRCT TO W1 - Displays DIRCT TO and has no control functionality.
NNWPT or W2 - Is a data entry window and when an alphanumeric string is entered into W2, pressing
NO DATA UFCP ENT key commands the FMS to search the FMS waypoint databases (Nav, User, and
Custom Databases) for waypoints with identifiers that match the contents of UFCP W2.
CONFIRM, W3 - When the FMS has completed the waypoint database search for the identifier entered
DIR DB ERR, or in W2, and the database search only returns a single waypoint, W3 displays CONFIRM or
DUPL ## if the database search returns no waypoints, W3 displays DB ERR and if the database search
returns multiple waypoints, W3 displays DUPL ##, with ## representing the number of du-
plicate waypoints returned by the FMS database search. When W3 is displaying CONFIRM,
pressing W3 activates direct-to navigation to the waypoint identified in W2, and W3 is
blanked.
USE MFD W4 - When the FMS has completed the waypoint database search for the identifier entered
in W2, and the database search returns multiple waypoints, and DUPL ## is displayed in
W3. W4 displays USE MFD left justified.
1-96
Communications Radio (COM1/COM2) COM1 - UHF PRESET
The COM1 and COM2 hardkeys allow pilots to access The COM1 page allows pilots to view and change the
information about the UHF COM1 or VHF COM2 radio. COM1 UHF radio preset, frequency, UHF mode, and
When the COM1 or COM2 key is pressed, the appropriate squelch setting.
page for the radio configured as COM1 or COM2 is auto-
matically displayed.
Key Window Action

UHF ## W1 - Displays UHF and a two-digit number indicating the current COM1 UHF radio preset
number, which has an allowable range of 01 to 99 and can be changed using the UFCP data
entry knob to increment or decrement the preset number by one or using the alphanumeric
keyboard and pressing the ENT key. Changing the preset number in this window automati-
cally retunes the COM1 UHF radio to the frequency corresponding to that preset. If the ac-
tive UHF frequency is not a preset frequency, the UHF display will not display a preset but
rather UHF ## is displayed where ## take the place of the numerals normally present had
COM1- there been an associated preset available.
UHF PRE- UHF W2 - Displays the current COM1 UHF frequency programmed to the UHF preset number
SET Frequency displayed in W1. Pressing W2 activates the W2 data entry mode and allow the UHF frequen-
cy to be changed using the alphanumeric keyboard and ENT button. The UHF frequency has
an allowable range of 225.000 to 399.975 MHz. Decimal placement is required for frequen-
cies, trailing zeros are not required with UHF/COM1 and trailing 5s are not required for
xxx.x25 or xxx.x75. Trailing 5s are required for VHF/COM2.
T/R, TR+G, W3 - The UHF radio is capable of operating in three active modes. The usual mode is set to
or G transmit and receive on the selected preset (MAIN) and also to receive on Guard frequency
(243.000). This mode is abbreviated with the caption TR+G. The radio can also operate
without the Guard monitor active. This mode is abbreviated with the caption T/R. Finally,
the radio can operate in a Guard-only mode. This mode is abbreviated with the caption G.
Pressing the W3 button toggles the UHF mode between available selections T/R (Transmit/
Receive), TR+G (Transmit/Receive+Guard Receive), and G (Transmit Receive on Guard).
SQ ON or W4 - Displays SQ and the options ON or OFF. Pressing the W4 button toggles the UHF
OFF squelch between OFF and ON. The selection in this window controls the COM1 UHF radio
squelch setting.
Change 1 1-97
COM2 - VHF PRESET
The COM1/COM2 page for VHF radio allows pilots to

view and change the COM1/COM2 VHF radio preset, fre-
quency, and squelch setting.
Key Window Action

VHF ## W1 - Displays VHF and a two-digit number indicating the current COM2 VHF radio preset
number, which has an allowable range of 01 to 99 and can be changed using the UFCP data
entry knob to increment or decrement the preset number by one or using the alphanumeric
keyboard and pressing the ENT key. Changing the preset number in this window automati-
cally retunes the COM2 VHF radio to the frequency corresponding to that preset. If the ac-
tive VHF frequency is not a preset frequency, the VHF display does not display a preset but
rather VHF ## is displayed where ## take the place of the numerals normally present had
COM2- there been an associated preset available.
VHF PRE- VHF W2 - Displays the current COM2 VHF frequency programmed to the VHF preset number
SET Frequency displayed in W1. Pressing W2 activates the W2 data entry mode and allow the VHF frequen-
cy to be changed using the alphanumeric keyboard and ENT buttons. The VHF frequency
has an allowable range of 118.000 to 151.970 MHz. Upon entry of a new frequency using
the AKB, the previous active frequency becomes the standby frequency. Decimal placement
is required for frequencies, trailing zeros are not required with UHF/COM1 and trailing 5s
are not required for xxx.x25 or xxx.x75. Trailing 5s are required for VHF/COM2.
SQ ON or W4 - Displays SQ and the options ON or OFF. Pressing the W4 button toggles the VHF
OFF squelch between OFF and ON. The selection in this window controls the COM2 VHF radio
squelch setting.
TACTICAL SITUATION DISPLAY (TSD) POLYGON pressed. This page is displayed on the UFCP to allow the
SEQUENCE EDIT PAGE pilot to edit the latitude and longitude of the selected point.
If this page is accessed for a blank point, the current aircraft
The SEQ LSK R5 (Figure 1-93) allows pilots to edit the latitude and longitude will automatically be entered in the
user defined areas that are displayed on the TSD when the appropriate windows for editing.
EDIT key LSK R6 on the TSD user-defined area sub-page is
Key Window Action

LAT N or S W1 - Is a selection window with the label LAT and the options N and S, which allows for
selection of north or south latitude for the selected point.
DDMMMM W2 - Is a data entry window with no label and data consisting of a six-digit number indicat-
ing the latitude value of the selected point in the format DDMMMM where DD is the de-
grees of latitude and MMMM is the minutes of latitude with two decimal places. Data can
only be entered in this window using the alphanumeric keyboard, and must be a valid lati-
TSD SEQ tude, including leading and trailing zeros.
EDIT
LONG E or W3 - Is a selection window with the label LONG and the options E and W, which allows for
W selection of east or west longitude for the selected point.
DDDMMM W4 - Is a data entry window with no label and data consisting of a seven-digit number indi-
M cating the longitude of the selected point in the format DDDMMMM where DDD is the de-
grees of longitude and MMMM is the minutes of longitude with two decimal places. Data
can only be entered in this window using the alphanumeric keyboard, and must be a valid
longitude, including leading and trailing zeros.
1-98 Change 1
UFCP LOWER SWITCH PANEL NOTE

The UFCP lower panel (Figure 1-56) consists of switches For Solo flight, the aft UFCP AUTO HUD/
and knobs that control the pilot selection, text display, flight DAY/NIGHT switch should be set to DAY
path marker cage switching, UFCP and HUD UFCP bright- mode.
ness and contrast levels.
The LGT NIGHT/DAY/AUTO HUD switch establishes the
The UFCP data entry knob is a rotary/push knob located on MFD brightness mode that is outputted to the MFDs. The
the bottom left of the UFCP lower panel. One complete DAY/NIGHT SEL controls the MFD day/night illumina-
rotation of the UFCP data entry knob consists of 16 divi- tion. NIGHT illumination, at its full brightness setting, is
sions (or clicks). Each click is associated to one display unit approximately 10% of the full brightness presented during
(i.e., one degree of heading, one character change). Rotating DAY mode.
the UFCP data entry knob clockwise or counterclockwise
increments or decrements, respectively, a selected data The FWD LGT NIGHT/DAY/AUTO HUD switch works in
parameter. conjunction with the HUD brightness knobs to control the
HUD symbology brightness. The AFT UFCP LGT NIGHT/
The UFCP brightness knob is located on the right side of the DAY/AUTO HUD switch has no AUTO HUD control func-
UFCP lower switch panel. Rotating the UFCP brightness tionality.
knob clockwise increases (counterclockwise decreases) the
brightness of the displays in the UFCP windows. The UFCP When the front UFCP LGT NIGHT/DAY/AUTO HUD
bezel incandescent legend lighting is controlled by the air- brightness mode switch is in the AUTO HUD position, the
craft lighting control (not the UFCP brightness knob). The brightness mode is set to AUTO HUD. The AUTO HUD
HUD brightness knob is located on the right side of the position, when selected, only impacts the brightness associ-
UFCP lower switch panel. Rotating the HUD brightness ated with the HUD. When AUTO HUD position is selected,
knob clockwise increases (counterclockwise decreases) the the lighting associated with MFDs and UFCP display win-
brightness of the symbology. Rotating the HUD brightness dows operate in the DAY mode. If NIGHT mode is selected
knob fully counterclockwise turns the HUD brightness to a in either cockpit, the MFDs and UFCPs in the whole aircraft
non-visible level. The HUD brightness knob of the rear are placed into the night mode.
UFCP has no effect on the HUD brightness.
When the LGT NIGHT/DAY/AUTO HUD brightness mode
The BARO SET knob provides access to adjust the altime- switch is in the DAY position in both cockpits, the bright-
ter setting. The altimeter setting may also be entered by key- ness mode is set to DAY. If the FWD or AFT LGT NIGHT/
ing the value using the AKB keys followed by pressing the DAY/AUTO HUD selection switch is set to DAY and the
ENT key. The altimeter setting is available in W1 after other cockpit is set to NIGHT, then the FWD and AFT
pressing the PFD key. Press and hold of W1 will set the cor- UFCP and MFDs are set to NIGHT. When both UFCP LGT
rection to 29.92 in. Hg. When the barometric correction set- NIGHT/DAY/AUTO HUD switches are placed to DAY
ting is indicated in inches of mercury, the reading shall mode from the NIGHT position, the DAY illumination
display as a four-digit number without a decimal point (e.g., reverts to the lowest possible DAY setting to avoid a sudden
2992). Barometric correction setting indicated in millibars burst of illumination from night conditions.
shall display as a three or four digit whole number (e.g.,
The NIGHT position is intended for use during night and
1013 or 999).
low light operation. When one or both of the FWD and AFT
Rotating the BARO SET knob one click shall increment or LGT NIGHT/DAY/AUTO HUD brightness mode switches
decrement the barometric correction setting by one, regard- is in the NIGHT position, the brightness mode shall be set to
less of whether the unit is in. Hg or millibars. For a cold or NIGHT.
warm start value the barometric correction setting shall be
the previous value. Barometric correction setting units that NOTE
are changed via UFCP are reflected on both FWD and AFT Cycling the LGT NIGHT/DAY/AUTO HUD
displays. brightness mode switch from day to night
and back to day will put MFD brightness at
it’s lowest (DIM) daylight setting. MFD
brightness must be adjusted manually using
the individual MFD bezel switches.
Change 2 1-99
The HUD text window enable and FPM cage switch has MISCOMPARE DATA
three positions: HUD TEXT; FPM UNCAGE, and CAGE.
The HUD text mode repeats the contents of the UFCP four- Each IAC continually compares primary flight data with the
line LED display on the HUD. In HUD text mode, the flight other IAC. If an IAC detects the other IAC’s primary flight
path marker is uncaged. The FPM UNCAGE mode enables data is different by a preset margin or invalid, both IACs
normal HUD operation. UFCP windowed text is not dis- will display a miscompare alert. Miscompare alerts display
played on the HUD when in FPM CAGE mode. The CAGE as amber characters on a black background either on or
mode is used to cage the flight path marker to the climb dive adjacent to the specific information on the PFD. Miscom-
marker and the local vertical axis to eliminate drift effects pare alerts are provided for roll (ROL), pitch (PIT), heading
on the flight path marker lateral positioning. It may be used (HDG), altimeter (ALT), and airspeed (SPD).
when strong winds cause the flight path marker to be dis-
played outside the HUD total field of view (TFOV). The HORIZON REFERENCE LINE
HUD TEXT and FPM CAGE switch on the rear UFCP has The horizon reference line (Figure 1-59) provides a delinea-
no effect on the HUD. tion between the attitude indicator blue color representing
The MFD/UFCP REPEAT switch is used to cause the dis- the sky and the brown color representing the ground (or
play of one cockpit to duplicate that of the other cockpit. earth’s surface). The horizon reference line with respect to
The MFD/UFCP REPEAT switch has two positions: the aircraft reference symbol provides the pilot with an indi-
NORM and REPEAT. When in repeat mode, the associated cation of aircraft pitch and roll attitude. When the aircraft
cockpit UFCP display and MFDs duplicate the screens of pitch attitude is zero, the horizon reference line passes
the other cockpit's UFCP and MFDs. When operating in behind the center circle of the aircraft reference symbol.
repeat mode there is an indication on the EICAS to indicate When the aircraft roll attitude is zero, the horizon reference
the system is operating in repeat forward or repeat aft mode. line is aligned parallel to the horizontal lines of the aircraft
Selecting repeat in one cockpit has no impact on the other reference symbol.
cockpit. When repeat is initiated from the front cockpit, The horizon reference line moves with respect to the fixed
each UFCP provides key presses to IAC2. When repeat is aircraft symbol and accurately depicts current aircraft pitch
initiated from the rear cockpit, each UFCP provides key and roll attitudes. The horizon reference line provides the
presses to IAC1. Once in repeat mode, selecting REPEAT in pilot with cues of pitch and roll rates and functions accu-
the other cockpit has no effect and RPT ERR is displayed on rately through 360° of roll and ±90° of pitch. At pitch
the EICAS. If repeat mode is selected while the UFCP is in angles in excess of ±30°, the horizon reference line and the
data entry mode, modifications are lost upon initiating ground/sky continues to remain visible. As the aircraft
repeat mode. Both sets of cockpit MFD controls continue to pitches upwards (nose rising), the horizon reference line
function in a cooperative manner. The NORM selection of moves in a downward direction and as the aircraft pitches
the MFD/UFCP REPEAT switch restores the normal opera- downward (nose diving), the horizon reference line moves
tion of MFDs and UFCP. in an upward direction. As the aircraft rolls clockwise (right
wing moves downwards), the horizon reference line rotates
PRIMARY FLIGHT DISPLAY (PFD) counterclockwise and as the aircraft rolls counterclockwise
Primary air data information, provided through the inte- (left wing moves downwards), the horizon reference line
grated avionics system, is presented by the MFD in each rotates clockwise.
cockpit. (Figure 1-3, Figure 1-4, and Figure 1-59). The atti-
tude, airspeed, vertical speed, glideslope and localizer, ATTITUDE ERECT ANNUNCIATOR (ATT
angle of attack, turn and slip, and wind indicator along with ALIGNMENT)
an altimeter, horizontal situation indicator (HSI), and accel- When the inertial reference system attitude erect alignment
erometer are displayed on the PFD. function has been initiated, a red ATT ERECT annunciation
displays centered above the aircraft reference symbol on the
Attitude Indicator PFD.
The attitude indicator (Figure 1-59) is centrally located on
the upper half of the PFD and informs the pilot of the orien- ROLL ATTITUDE SCALE
tation of the aircraft relative to earth. The attitude indicator (Figure 1-59) also includes a roll atti-
In the event that data is not available from the IRS, the attitude scale to allow the pilot to determine aircraft roll atti-
tude indicator is removed from the display and replaced tude. It includes a pointer, a zero roll indicator, and
with a black background and a red X. markings at 10°, 20°, 30°, 45°, 60°, 90° and 135°. The
pointer moves around the roll attitude scale to maintain an
1-100 Change 1
Figure 1-59. Primary Flight Display (Tape)
Change 1 1-101
SPEED PITCH ALTITUDE

MISCOMPARE MISCOMPARE MISCOMPARE
ALTIMETER
MACH NUMBER SETTING
READOUT
ALTITUDE
BUG
AIRSPEED
INDICATOR ALTIMETER
AIRSPEED
BUG
VERTICAL
AIRSPEED BUG SPEED
SETTING INDICATOR
READOUT
STALL
INDICATOR
VERTICAL
SPEED
MAXIMUM POINTER
ENDURANCE
INDICATOR
MAXIMUM
RANGE
INDICATOR
ANGLE OF
ATTACK
INDICATOR
PN01D
100312AA.AI
Figure 1-59.1. Primary Flight Display (Dial)
1-102 Change 1
alignment in a direction perpendicular to the horizon and Altimeter

pointing toward the ground. The position indicated on the
roll attitude scale by the pointer indicates the current aircraft The altimeter indicator (Figure 1-59 and 1-59.1) differs
roll attitude. from the vertical speed and airspeed indicators in that the
IAC receives pressure altitude from the ADC and calculates
Airspeed Indicator and displays to baro-corrected altitude. The altimeter,
through a selectable function on the UFCP, can provide
The airspeed indicator (ASI) (Figure 1-59 and 1-59.1) dis- baro-set data in either inches of mercury or millibars. The
plays the air data parameters of indicated airspeed, mach baro-setting is displayed on the PFD below the altimeter
number, and maximum operating airspeed/Mach number scale and is controlled directly through the baro-set knob on
(VMO/MMO). The airspeed displays a continuous readout of the UFCP or via keypad entry from the PFD menu on the
the current ASI in knots, both on a scale and on a digital UFCP. Air data information is supplied to the altitude indi-
readout. A red airspeed limit band indicates maximum oper- cator on dual data buses. Power is provided through a circuit
ating airspeed. The airspeed limit band moves to compen- breaker, placarded ADC, on the generator bus circuit
sate for changes in altitude. Air data information is supplied breaker panel in the front cockpit.
to the ASI on dual data buses. Mach information is blanked
below 0.30 Mach. On the dial display, a 1000 foot range of altitude is dis-
played on the scale. Major graduations are displayed every
On the tape and dial display formats, the airspeed limit band 100 feet and markings every 20 feet. The current altitude in
is displayed as a red section on the airspeed scale from the that range is indicated by a rotating pointer. On the tape dis-
ADC indicated maximum operating speed (VMO) to the play, a 1000 foot range of altitude is displayed on the scale.
maximum value on the scale (360 knots on the dial display, Major graduations are displayed every 200 feet and mark-
450 knots on the tape display). On the tape display an air- ings every 100 feet. The scale moves up and down so that
speed trend vector is displayed as a green arrow originating the current aircraft altitude is always aligned with the center
from the center of the scale and pointing either up or down of the display (i.e., the current altitude on the scale is cov-
along the right edge of the scale. This trend vector indicates ered up by the digital altimeter readout).
the expected airspeed of the aircraft in 6 seconds if the cur-
rent acceleration or deceleration of the aircraft remains the ALTITUDE ADVISORY MESSAGE
same. Flap operating speed is indicated by a white band on
the right side of the airspeed tape or outside of the airspeed The ALT advisory message is displayed in amber with the
dial from 80 to 150 knots. characters ALT above the altimeter. It indicates a miscom-
pare error in the altimeter readout, which occurs when the
SPEED ADVISORY MESSAGE difference between the altitude data from the two IACs is
100 feet or more, or if one of the IACs reports valid data and
The speed advisory message consists of the characters SPD the other IAC does not.
in amber text, displayed above the airspeed indicator. It
indicates a miscompare error in the airspeed readout, which MINIMUMS ADVISORY MESSAGE
occurs when the difference between the airspeed data from
the two IACs is 5 knots or more (or if one of the IACs The MIN advisory message displays in white text below the
reports valid data and the other IAC does not). altimeter and is used to indicate the altitude bug and readout
corresponding to a minimum descent altitude. The MIN
AIRSPEED BUG advisory message may be selected ON or OFF using the
UFCP. When the advisory message is selected ON, it is dis-
The airspeed bug (Figure 1-59) consists of two parts; the played constantly and flashes for 10 seconds, when the alti-
airspeed bug setting readout and the airspeed bug. Both are tude bug setting is penetrated. The MIN advisory message is
displayed in magenta. The airspeed bug setting can be set or automatically reset when the aircraft altitude is more than
modified using the up front control panel by pressing the 100 ft above the setting. When the advisory message is
PFD key. selected OFF, it is not displayed.
MACH NUMBER READOUT ALTITUDE BUG
The current Mach number of the aircraft is displayed as a The altitude bug display (Figure 1-59) on the altimeter con-
digital readout with two decimal places below the airspeed sists of two parts, the altitude bug setting readout and the
indicator scale (Figure 1-59). The Mach number readout altitude bug. The altitude bug is displayed in magenta and
appears when the current aircraft Mach number is greater displays the point on the scale that corresponds to the
than 0.30, and turns red when Mach 0.67 is exceeded. selected reference altitude. The currently displayed range
Change 1 1-103
does not contain the altitude bug setting, half of the bug is SLIP/SKID INDICATOR
displayed pegged at the top or bottom end of the range to
indicate if the altitude bug setting is above or below the dis- The slip/skid indicator (Figure 1-59) is used in conjunction
played range. The altitude bug setting can be set or modified with the zero degree roll pointer. In a turn, the movement of
by pressing the PFD hardkey on the UFCP. the slip/skid indicator shows the magnitude and direction of
the aircraft slip or skid. When the aircraft is in a coordinated
ALTIMETER SETTING turn, the slip/skid indicator is positioned directly below the
zero degree roll pointer. The maximum movement of the
The altimeter setting (Figure 1-59 and Figure 1-59.1) is dis- slip/skid indicator occurs when the center of the indicator is
played below the altimeter on the tape display and above the above the center of one of the outer rate of turn boxes, and
altimeter on the dial display and indicates the current altim- the indicator pegs at this extent if it is reached.
eter setting displayed in either inches of mercury or milli-
bars, depending on the current selected pressure units. The RATE-OF-TURN INDICATOR
altimeter setting can be set or modified using the the baro
set knob or alphanumeric keypad on the UFCP. The rate-of-turn indicator (Figure 1-59) consists of a pointer
and a scale. The pointer shifts left and right along the scale
RADAR ALTIMETER to indicate the current aircraft rate and direction of turn. The
scale is calibrated for standard rates of turn, and the outer
The radar altimeter display consists of the characters RA in boxes representing a standard rate turn (3° per second) in
white with a digital readout of the current radar altitude each dirction. The pointer pegs in either direction when the
value below. The radar altimeter readout is only displayed inner edge of the pointer reaches the outer edge of one of
when the radar altitude is less than 2500 feet and the aircraft the outer boxes, which indicates that the aircraft rate-of-turn
bank angle is less than 30° or the pitch angle is less than 15° is 4.5° per second or greater.
up or down. When the radar altitude is less than the radar
altimeter setting (set using the UFCP), the readout flashes Angle of Attack (AOA) Indicator
and changes color to amber.
The AOA indicator (Figure 1-59 and Figure 1-59.1), pro-
Vertical Speed Indicator vides a continuous display of aircraft angle of attack.
The vertical speed indicator (VSI) (Figure 1-59 and Figure On the tape and dial display the indicator is marked with a
1-59.1) displays the vertical speed of the aircraft as pro- red range and red carat at 18 units, which indicates stall; a
vided by the air data computer (ADC). Air data information green range from 10 to 11 units, which indicates the normal
is supplied to the IAC on dual data buses. approach speed (optimum angle of attack or on-speed)
range; an upper white carat at 8.8 units, which indicates the
The VSI displays the current aircraft vertical speed in ft/min maximum endurance angle of attack, and a white carat at
on a digital readout when vertical speed is 200 ft/min or 4.4 units, which is the maximum range angle of attack.
greater, as well as a scale with a pointer. On the tape display,
the pointer is a white arrow that moves up or down the scale AOA TEST
indicating the current value of vertical speed. On the dial
display, the pointer is displayed as a white band from 0 ft/ The AOA indicator and stick shaker are normally inhibited
min up (or down) to the current value of vertical speed. The when the aircraft is on the ground, and only the red chevron
scale has a range from ±6000 ft/min, and the digital readout shows on the indexer in each cockpit. An operational test of
can display a range from ±9900 ft/min. When the current the AOA system can be performed using the AOA switch
aircraft vertical speed is ±6000 ft/min, the scale pointer is located in the system test switch panel in the front cockpit.
displayed pegged at ±6000 ft/min respectively. When the Test low first, then high, and release.
current aircraft vertical speed is greater than ±9900 ft/min, Holding the test switch to the LOW position:
the digital readout displays ±9999 ft/min respectively.
● Activates the AOA indexer amber donut on the for-
Turn and Slip Indicators ward and aft cockpit indexers.
● Deactivates the red chevron on the forward and aft
The turn and slip indicator shows the rate and direction of cockpit indexers.
turn.
● Sets the forward and aft cockpit PFD AOA indicators
to the 10.5±0.4 unit position.
1-104 Change 2
Holding the test switch to the HIGH position:

● Activates the green chevron on the forward and aft
cockpit indexers. Glideslope
● Deactivates the amber donut on the forward and aft
cockpit indexers.
● Sets the forward and aft cockpit PFD AOA indicators
to the 18.0±0.4 unit position.
● Activates the control stick shaker.
Releasing the test switch returns the system to the normal

operating mode, illuminating the red chevron, and deacti- Localizer
vating the green chevron, AOA indicator, and stick shaker.
STICK SHAKER
A stick shaker, which is activated by the angle of attack
(AOA) system, provides stall warning. The stick shaker
includes a small electric motor which drives an eccentric Figure 1-60. Glideslope and Localizer Indicator
weight. The stick shaker is mounted to the control stick
interconnect tube near the aft control stick. The localizer indicator displays the lateral deviation from
the ILS approach path. It consists of a vertical center marker
The stick shaker is activated at approximately 5 to 10 knots with unfilled circles to the left and right for the scale, and a
above stall speed (15-16 units). When activated, the motor diamond pointer to represent the approach centerline. The
spins and the eccentric motion of the weight shakes both diamond pointer is displayed to the left of the center marker
forward and aft control sticks to warn of impending stall. when the aircraft is to the right of the approach path and to
the right of the center marker when the aircraft is to the left
Function of the stick shaker may be checked with the AOA of the approach path. The diamond pointer pegs on the scale
test switch on the test panel in the forward cockpit left con- when the inner edge of the pointer touches the outer edge of
sole panel. Setting the AOA test switch to the HIGH posi- one of the outer scale circles.
tion while the aircraft is on the ground (weight on wheels)
activates the stick shaker. Power is provided through the
AOA system circuit breaker, placarded AOA, located on the Horizontal Situation Indicator
battery bus circuit breaker panel in the forward cockpit.
The horizontal situation indicator (HSI) (Figure 1-59),
Glideslope and Localizer Indicators makes up the lower half of the PFD display, provides pri-
mary heading in addition to primary navigation display,
The glideslope and localizer indicators (Figure 1-60) are course selection indication, NAV source annunciation,
used to show deviations from the desired path on an instru- localizer deviation, and selected heading bug.
ment landing system (ILS) approach. They are only dis-
played when the VOR/ILS system is the selected navigation COMPASS ROSE
source and is tuned to an ILS frequency.
The compass rose (Figure 1-59) rotates as the aircraft head-
The glideslope indicator displays the current vertical devia- ing changes such that the current aircraft heading is always
tion from the ILS glideslope. It consists of a horizontal cen- located at the top of the display. The scale also incorporates
ter marker with unfilled circles above and below the scale, fixed tick marks on the outside of the scale at 45°, 90°,
and a diamond pointer to represent the glideslope. The dia- 135°, 180°, 225°, 270° and 315° from the top of the scale to
mond pointer is displayed above the center marker when the allow pilots to easily read the headings at 45° increments.
aircraft is below the glideslope and below the center marker There are also alpha-numeric graduation marks (N, 3, 6, E,
when the aircraft is above the glideslope. The diamond 12, 15, S, 21, 24, W, 30, 33) displayed every 30° along the
pointer pegs on the scale when the inner edge of the pointer 360° rotating compass scale. Major graduation marks are
touches the outer edge of one of the outer scale circles. If displayed every 10° along the 360° rotating compass scale,
the aircraft is below 2500 feet AGL and the glideslope except for those 30° locations where the alpha-numeric
pointer has been on the scale for 5 seconds or more and then graduation marks appear.
goes off the scale, the pointer flashes.
Change 2 1-105
The compass rose contains an aircraft symbol, located at the heading and the tail indicating the FROM heading. If the
center of the scale, which always points towards the top of currently slaved source is FMS, the head points towards the
the display. The ground track pointer on the HSI indicates next waypoint. If the currently slaved source is OFF or a
the current ground track of the aircraft on the compass rose. VOR in ILS mode, the bearing pointer #1 or #2 is not dis-
played.
HEADING READOUT
The currently slaved navigation source for each bearing
The heading readout on the HSI (Figure 1-59) displays the pointer is displayed beside an LSK (L6 for bearing pointer
current heading of the aircraft, from 001° to 360°, inside a #1 and R6 for bearing pointer #2). These corresponding
box with an attached carat that points to the top point on the LSKs also allow for selection of the slaved navigation
compass rose. The heading is appended outside of the box source. Selection of a new slaved navigation source for one
with either a ° or a T to indicate that the current compass of the bearing pointers is accomplished by pressing the LSK
setting is either magnetic or true. corresponding to that bearing pointer, which cycles to the
next available source (rotating through the available sources
HEADING ANNUNCIATOR in a circular fashion with each successive LSK press).
The heading annunciator (Figure 1-59) displayed in amber Depending on the slaved navigation source for bearing
text indicates an error in the heading readout, which occurs pointer #1 and #2, the three lines of descriptive text display
when the difference between the heading data from the two as:
IACs is greater than 6° plus half of the aircraft bank angle
(when the bank angle is less than 6°) or greater than 12° First Line FMS
(when the bank angle is between 6 and 20° inclusive). If the
aircraft bank angle is greater than 20°, the heading data is Second Line Active waypoint identifier
not checked for errors. The annunciator is also displayed if
one of the IACs reports valid data and the other IAC does Third Line Distance to active waypoint
not. Figure 1-61. Slaved Navigation Source - FMS
HEADING BUG
First Line VOR
The heading bug element on the HSI is made up of two
parts: the heading bug and the heading bug caption (Figure Second Line Tuned VOR frequency
1-59). The heading bug is positioned on the outside edge of Third Line DME distance to tuned VOR
the compass rose such that the triangular notch is aligned
with the current heading bug value, and it rotates with the Figure 1-62. Slaved Navigation Source - VOR
compass rose to maintain this alignment.
The heading bug caption, located above the lower right First Line OFF
LSK, displays the current heading bug value in a digital Second Line Blank
readout and allows the operator to modify the heading bug
value using the UFCP. When the lower right LSK is pressed Third Line Blank
on the MFD, the UFCP is changed to display the SYS Head-
ing Level 2 page with the heading (W2) selected for entry. Figure 1-63. Slaved Navigation Source - OFF
Entry of a new heading can be accomplished by either turn-
ing the UFCP data entry knob until the new value is reached When the bearing pointer #1 or #2 is slaved to VOR/ILS,
or by entering a new value with the number keys and then the third line is only displayed when the DME is available
pressing the ENT key. The heading bug value can also be on the paired channel equivalent to the currently tuned
set to the aircraft current heading by pressing the lower right VOR/ILS frequency. When bearing pointer #1 or #2 is
LSK for 1second. slaved to VOR/ILS, and the DME is not tuned to the paired
channel equivalent to the currently tuned VOR/ILS fre-
BEARING POINTERS quency, the third line of the needle source readout is
blanked.
There are two bearing pointers (Figure 1-59) on the HSI.
Bearing pointer #1 is a single line and displayed in green In the case of invalid or not available (flagged) data and
and bearing pointer #2 is double line and displayed in cyan. bearing pointer #1 or #2 is slaved to VOR or the VOR/ILS
Each bearing pointer indicates the heading to its currently receiver is tuned to an ILS frequency, the bearing pointer is
slaved navigation source with the head indicating the TO removed from display on the compass rose.
1-106 Change 1
If bearing data from the navigation source slaved to bearing GROUND SPEED
pointer #1 or #2 is failed, the bearing pointer #1 or #2 nee-
dle readout descriptive text consists of the following: The ground speed indicator (Figure 1-59) indicates the cur-
rent aircraft speed with respect to ground. In the event of
receiving invalid data, the ground speed digital readout is
First Line FMS or VOR substituted by three amber asterisks and, in the event of a
Second Line Red “X” failure, the label "GS" becomes red and the digits are
replaced with a single large red "X".
Third Line Blank
TRUE AIRSPEED
Figure 1-64. Slaved Navigation Source Failed - FMS or
VOR The true airspeed indicator (Figure 1-59) displays the true
speed of the aircraft through the air (in knots) which is cali-
GROUND TRACK POINTER brated airspeed corrected for pressure altitude and tempera-
ture.
The ground track pointer on the HSI (Figure 1-59), indicates
the current ground track of the aircraft on the compass rose. WIND SPEED AND DIRECTION
COURSE DEVIATION INDICATOR The wind speed and direction indicator (Figure 1-59) con-
sists of a rotating arrow that shows wind direction and a dig-
The course deviation indicator (CDI) (Figure 1-59) on the ital readout that shows wind speed. The wind speed readout
HSI consists of the head, tail, deviation bar and scale. The displays a value between 2 and 99 knots, with values greater
head, tail, and scale are white regardless of the selected nav- than 99 knots displayed as 99+.
igation source. When the selected navigation source is
VOR/LOC and a VOR/LOC station is tuned, the deviation NAVIGATION INFORMATION DISPLAY
bar will be white. When the selected navigation source is
FMS, the deviation bar is magenta. The CDI head is ori- The navigation information (Figure 1-59) is displayed as
ented on the compass rose to indicate either the desired OFF, VOR/LOC, or FMS source. Selection of the naviga-
course (when the navigation source is VOR) or desired tion source is accomplished by pressing L4, which cycles to
track (when the navigation source is FMS). The deviation the next available navigation source with each successive
bar indicates the lateral deviation from the desired course or press of L4. When the navigation source is FMS, the source
track by translating along the scale perpendicular to the CDI name is displayed in magenta, VOR/LOC in white.
arrow.
The TO or FROM arrow (displayed in white), indicates Navigation Displayed Information

whether the selected course takes the aircraft to or from the Source
navigation facility. The to/from arrow always points OFF Blank Blank Blank
towards the outside of the compass rose, and is displayed
either at the inner end of the CDI head (when the indication FMS Desired Active Distance to
is TO) or at the inner end of the CDI tail (when the indica- Track Waypoint Active
tion is FROM). The other CDI annunciators enroute (ENR), Identifier Waypoint
terminal (TERM), and approach (APR) apply only in FMS
operation and are displayed to indicate the current FMS VOR not in Tuned Distance to Blank
phase of flight. The offset (OFS) annunciator is used to indi- ILS Mode VOR VOR
cate when the FMS is navigating an offset path. The Frequency
selected course for the CDI in VOR operation is displayed VOR in ILS Tuned ILS Distance to DME Held
at the lower left key and is set using the UFCP. When the Frequency Tuned ILS Frequency
lower left key is pressed (Figure 1-59), the UFCP page is
changed to display the NAV level 1 page. Entry of a new VOR with Tuned Distance to DME Held
course can be accomplished by either turning the UFCP DME Hold VOR Tuned Frequency
data entry knob (the CDI arrow rotates as the UFCP data Frequency DME
entry knob is rotated) until the new value is reached or by
entering a new value with the number keys and then press- Figure 1-65. Navigation Information Display
ing the ENT key. Depressing lower left key for 1 second
results in setting the current course (CRS) to the selected The navigation information is displayed in three lines and
navigation aid in VOR only. all information is displayed in white text (Figure 1-65), with
Change 2 1-107
the exception of the DME distance and frequency if DME Declutter Mode
hold is on, which is displayed in orange, and the FMS active
waypoint indentifier, which is displayed in white with a Three levels of declutter, level 0, level 1, and level 2 are
magenta background. provided on the MFD to control the amount of information
shown on the display at a given time. The declutter level can
MARKER BEACON ANNUNCIATIONS be selected using the UFCP and the current declutter level
selection applies to the PFD, NAV, and TSD pages. When
The marker beacon annunciations are displayed toward the declutter level 1 or 2 is activated, the declutter annunciation
upper right corner of the HSI section of the PFD, when a is displayed below the HSI compass rose. This annunciation
localizer frequency is tuned, and are used to indicate over- is displayed as the boxed text DCLTR # where # is 1 or 2
flight of the outer (OM), middle (MM), and inner (IM) depending on the selected declutter level. The information
marker beacons during an ILS precision approach. When removed from the PFD depends on which declutter level is
invalid data is received, the marker beacon legend disap- selected.
pears with no appearance of asterisks.
Accelerometer Declutter Level Information Removed From PFD

The accelerometer (Figure 1-59) scale displays the instanta- 0 None
neous normal acceleration of the aircraft in units of “G” 1 Airspeed Indicator Trend Vector
from a minimum airframe value of -3.5G to a maximum air- Ground Track Pointer
frame value of +7G. The exact instantaneous value is dis- Ground Speed
played digitally in the center of the dial. The current True Airspeed
acceleration readout and pointer both change color to red Wind Speed and Direction
when the current acceleration is greater than the maximum 2 Airspeed Bug and Setting Readout
airframe value or less than the minimum airframe value. Altitude Bug and Setting Readout
The accelerometer also displays two pointers that indicate Radar Altimeter Display
the maximum and minimum G load experienced since the Airspeed Trend Vector
last G reset, with digital readouts at the top and bottom ends Ground Track Pointer
of the dial to indicate the values of these loads. The maxi- Ground Speed
mum and minimum load pointers and readouts also change True Airspeed
color to red if they are indicating a value greater than the Wind Speed and Direction
airframe maximum or less than the airframe minimum
value. Maximum and minimum digital readouts have a Advisory Messages
range of ±9.9G. Pressing R5 toggles the maximum and min-
imum load digital readouts display on and off. The messages on the PFD and NAV display are used to indi-
cate certain conditions from the TCAS or the FMS. All of
G RESET the messages display as colored text on a black background
and illuminate based on certain conditions. The TFC annun-
The maximum and minimum load values on the accelerom- ciations and EXEC annunciations flash and the other annun-
eter can be reset by using the G reset function at R4 (Figure ciations do not.
1-59). Pressing R4 for at least 1 second resets the function.
The maximum and minimum load values are then reset to Annunciations Text Color Condition for Illuminating
the current load value unless they have exceeded the maxi- TFC Amber The TCAS has issued a traffic
mum or minimum airframe values in which case they can- advisory
not be reset using R4. In case of receiving invalid data, the MSG Amber There is a new alert message
needle of the G meter (including max/min G carets, and in the FMS scratchpad
max/min G digital readouts) disappears from the screen and
DR Amber The FMS navigation solution
the digital readout digits are replaced by amber asterisks. In
is dead reckoning
the event of a failure, the G meter needle (including max/
min G carets and max/min G digital readouts) are removed IRS White FMS NAV solution is IRS
(if present) from the display. GPS Amber A GPS solution with integrity
is not available
OFS Green The FMS is conducting offset
navigation
1-108 Change 2
Annunciations Text Color Condition for Illuminating FMS Waypoint Information Display
NPA Green A non-precision approach has The waypoint information displays (Figure 1-66) the active
been activated on the FMS FMS waypoint. The FMS waypoint information consists of
EXEC Green The FMS flight plan has been four elements with titles displayed above them. The first
modified and requires execu- element WPT is the active waypoint, the second DIST is the
tion distance to go to the active waypoint, the third TTG is the
time to go to the active waypoint, and the final element ETA
NAVIGATION DISPLAY (NAV) is the estimated time of arrival to the active waypoint.
The NAV display (Figure 1-66) provides access to the navi- Message Display
gation capabilities of the onboard navigation equipment
(FMS, VOR/LOC, DME). The message display (Figure 1-66) appears as a white box
when a message is present. The message display is a white
Following a cold start, the NAV page compass rose defaults box and is centered beneath the FMS waypoint information
to ROSE MAP display mode, the active navigation source is and when an FMS alert message is active, the FMS message
FMS, bearing pointer #1 and #2 are slaved to OFF, declutter displays in amber text. When an FMS advisory message is
off, and the NAV page range scale is 40 nm. active, the FMS message displays in white text. When the
Following a warm start, the NAV page compass rose user enters data in the scratchpad, the FMS scratchpad con-
defaults to the display mode that was last active prior to tents are displayed in white text. LSK R2 becomes “MSG
shutdown (ROSE MAP, ARC MAP, or ROSE PLAN), the CLR” when a message is present allowing the crew to
NAV data sub-page displays the options that were last active acknowledge (clear) the message.
prior to shut down (AIRPORT, USER WPT, NAVAID, NDB
ON/OFF status), the NAV page defaults to the last active Map Display
heading reference mode (either True or Magnetic), the The map display (Figure 1-66) is the main element of the
active navigation source is the last active nav source (active NAV display. The map operates in one of three formats:
at last shutdown of the system), bearing pointer #1 and #2 ROSE MAP, ARC MAP, and ROSE PLAN. Pressing the
are slaved to the source that was last active for bearing lower left key allows the pilot to cycle through the available
pointer #1 and #2 (active at last shutdown of the system), display formats.
and the NAV page range scale is set to the last active range
scale (active at last shutdown of the system). The basic components of the map display in rose format
(Figure 1-66) are similar to the components of the HSI ele-
ment of the PFD and when the map display is in arc format
there are some changes to the basic components.
Change 1 1-108.1
HEADING FMS
READOUT MESSAGE WAYPOINT
DISPLAY INFORMATION
WINDOW DISPLAY
TCAS
WIND SPEED INFORMATION
AND DIRECTION
TFC NAV MSG DR GPS OFS NPA EXE PFD GROUND

NEAREST MENU SPEED
SUB-PAGE WPT DIST TTG ETA
RESOL/O 115.5nm 00 : 03 : 10 13 : 12 : 10 GROUND
MSG TRACK
TRUE NR ST FMS: INDEPENDENT OP CLR POINTER
AIRSPEED
TCAS
LEGS TA 10 25
35 CONTROL
SUB-PAGE
LEGS TAS: 275 130 GS: 273 TCAS ON TCAS
NORM SYMBOL
WAYPOINT
SYMBOL 2
1YUL 15
NAVIGATION SOURCE: E
SOURCE
S
FMS
RESOL/O
BEARING CYRP RNG
6
20 RANGE
21
POINTER #1
YRR -25
DATA
3
AIRCRAFT
24
YYZ SYMBOL
FLIGHT
ICAO
N
PLAN W
ROUTE DEP/ARR WAYPOINT
JFK SYMBLO
33 30
ROUTE
SUB-PAGE DEPARTURE
FMS ENR VOR /ARRIVAL
RESOL/O XTK 114.60
115.5nm 6.6 nm
BEARING ROSE
POINTER #1 MAP BEARING
NAV SOURCE POINTER #2
NAV SOURCE
COMPASS
ROSE MAP
ROSE
ROSE PLAN
HEADING BEARING
ARC MAP
BUG POINTER #2 PN01D
085296AB.AI
Figure 1-66. NAV Page
1-108.2 Change 1
When the map display is in the rose map format, the com- Aviation Organization (ICAO) waypoints (Figure 1-67)
pass rose operates similar to the compass rose on the PFD from the active FMS database. Up to 10 ICAO waypoints
except the compass rose is expanded to fill the extra avail- can be displayed on the map display at a time; if there are
able screen space on the NAV display and fixed tick marks more than 10 ICAO waypoints within the current map dis-
are added on the outside of the compass scale at 45°, 90°, play range, the 10 nearest to the aircraft are displayed.
135°, 180°, 225°, 270° and 315° around the scale. When the
map display is in the arc map format, the compass rose
operates similar except that only the upper 90° arc of the
compass is displayed. This 90° arc is expanded to fill the YMX DME SYMBOL
available screen space, and the fixed outer tick marks are
displayed at 30° on either side of the top of the scale. YVR VOR/DME
In rose plan format, the FMS active flight plan is displayed YYR VOR SYMBOL
with successive waypoints entered (using PREV or NEXT)
as a means to review the route of flight. The rose plan is dis- CYRP AIRPORT SYMBOL
played relative to true north.
YRR NDB SYMBOL
HEADING BUG YYZ VORTAC
When the map display is in the rose format, the heading bug UUP TACAN
(Figure 1-66) operates the same as the heading bug in the PN00D
085286AA.AI
PFD. When the map display is in the arc format, the heading
bug operates the same as the heading bug in the PFD except
Figure 1-67. ICAO Waypoints
that when the bug is not in the upper 90° arc range, half of
the bug is displayed at the end of the arc in the direction of
CURRENT RANGE
the shortest turn to bring the bug into view. Also, the head-
ing bug caption for entry of the heading bug value is not dis- The current map display range (Figure 1-66) is shown at R3
played on the NAV display. Entry of the heading value is and R4 with the caption RNG on the compass rose, arc and
entered using the shortcut on the PFD or directly on the rose plan page. Pressing R3 and R4 cycles the display
UFCP. through the available range options 5, 10, 20, 40, 80, 160,
and 320 nm.
BEARING POINTERS
Route/Duplicate Page Control
The bearing pointers (Figure 1-66) on the NAV display
operate the same as the bearing pointers in the PFD except The FMS generated ROUTE page (Figure 1-66) can be
that in the arc format the head or tail of the pointer is only accessed by pressing L5 on the NAV page. This provides a
displayed if it is pointing to a value within the 90° range. means of accessing the ROUTE page without going to the
MFD MENU page first. When a UFCP direct-to database
FLIGHT PLAN search results in more than one potential direct-to waypoint,
L5 key caption becomes DUPL. Pressing L5 DUPL acti-
Flight plan routes are shown on the map display as a series
vates the FMS duplicates page and allows the user to select
of waypoints (waypoint symbol and label shown in Figure
the desired waypoint. When the NAV page is in ROSE
1-66) connected by solid lines. The active waypoint and
PLAN mode, the L5 caption is blanked and in the event that
flight plan leg are displayed in magenta. All other flight
the FMS is failed, L5 displays a red X in place of the cyan
plan waypoints and legs are displayed in white. Flight plan
triangle and L5 does not activate the ROUTE page.
waypoints and legs are displayed at the appropriate bearing
and distance from the aircraft reference symbol on the com-
DEP/ARR Page Control
pass rose (or compass arc) based on the selected map dis-
play range and the current aircraft heading. The DEP/ARR page is accessed by pressing R5 on the NAV
page. This provides a means of accessing the DEP/ARR
WAYPOINTS page without going to the MFD MENU page first. In the
event that the FMS is failed, R5 displays a red X in place of
Off-route waypoints are also displayed on the map display,
the cyan triangle.
and these can include user waypoints or International Civil
1-109
Map Display Control cessive button press. The selected source is displayed as
OFF, FMS, VOR/LOC, or blank.
The line select keys are provided to control the NAV com-
pass rose and ARC displays to allow the pilot to change The navigation information is displayed in three lines, with
some of the information displayed or to allow access to the content of the lines depending on the selected navigation
NAV sub-pages. source. L2 has functions in addition to the display of the
navigation information. Pressing L2 when the current navi-
MAP DISPLAY DATA gation source is FMS navigates to the FMS LEGS sub-page,
and pressing L2 when the current navigation source is VOR
The map display data can be managed by pressing L4 or LOC causes the UFCP page to be changed to display the
labeled DATA (Figure 1-66). This displays the associated NAV level 1 page with the selected course window selected
sub-page where the pilot can remove, by toggling on or off, for entry. Entry of a new course on the UFCP can be accom-
a selected off-route waypoint from the display. These way- plished by turning the UFCP data entry knob until the new
point types include airports (AIRPORT), waypoints (USER value is reached or by entering a new value with the number
WPT), VHF navaids (NAVAID), and non-directional bea- keys then pressing the ENT key. The selected course pre-
cons (NDB). sented on the UFCP and L2 changes as the UFCP data entry
knob is rotated.
DECLUTTER MODE
Three levels of declutter (level 0, level 1, and level 2) are MISSED APPROACH
provided on the MFD to control the amount of information The missed approach control is displayed at the lower right
shown on the display at a given time. The declutter level can key (Figure 1-66) when the selected navigation source is
be selected using the UFCP and the current declutter level FMS and the FMS is in approach mode. Pressing lower
selection applies to the PFD, NAV, and TSD pages. The right key when this control is displayed activates the corre-
information that is removed from the NAV display depends sponding FMS function (initiating the missed approach pro-
on which declutter level is selected as shown in the table cedure). Once the FMS function has been activated, the
below: control is removed from the display.
NEAREST (NRST) SUB-PAGE

Declutter Level Information Removed From the The NRST page control (Figure 1-66) is displayed on the
NAV Display NAV display at L1 at all times. This allows pilots to access
0 None the FMS NRST page and obtain a list of airports, VHF
navaids, NDBs, user waypoints, or custom waypoints near-
1 Ground Track Pointer est to the aircraft. Refer to the flight management system
Ground Speed (FMS) for a detailed description.
True Airspeed
Wind Speed and Direction ALTERNATE COMMUNICATION AND NAVIGATION
SYSTEM (ALT CNS) AND ALTERNATE
2 Ground Track Pointer BAROMETRIC (ALT BARO)
Ground Speed
True Airspeed ALT CNS and ALT BARO control is displayed at R5/L5
Wind Speed and Direction (Figure 1-66) and is only available in the case of UFCP fail-
FMS Waypoint Information Display ure. In the case of UFCP failure, pressing ALT CNS (R5) or
ALT BARO (L5) allows pilots to access the FMS generated
NAVIGATION INFORMATION DISPLAY AND alternate controls.
SOURCE SELECTION
Rose Plan Display and Controls
The navigation information display is located to the left of
the map (Figure 1-66), with the navigation source aligned at Pressing the lower left key allows the pilot to toggle to the
L3 and the navigation information directly above at L2. rose plan (Figure 1-68). The rose plan is provided to allow
Selection of the navigation source is accomplished by press- pilots to review the current FMS flight plan route, waypoint
ing L3, which cycles to the next available navigation by waypoint, without extra information that is present on
source, rotating through the available sources with each suc- the rose and arc format cluttering up the display. The basic
components of the the rose plan display (compass rose,
1-110 Change 2
LEGS
SUB-PAGE
FLIGHT
PLAN
RANGE
WAYPOINT
SYMBOL
COMPASS
ROSE
PREVIOUS
WAYPOINT
NEXT
WAYPOINT
ROSE MAP
ROSE PLAN
ARC MAP
PN01D
090480AA.AI
Figure 1-68. Rose Plan
1-111
range, and flight plan) are included in the rose plan display not a replacement for ATC or see-and-avoid
format. procedures. Pilots must still visually scan the
surrounding airspace.
•
COMPASS ROSE
TCAS may be unreliable or traffic warnings
The compass rose on the rose plan display (Figure 1-68) has may disappear during stalls, aggressive
the same cardinal points and fixed tick marks as the compass maneuvering, or aerobatic flight. During
rose in the PFD, but the scale does not rotate as the aircraft inverted flight, traffic will be displayed as if
heading changes. It is fixed with true north at the top of the the aircraft were upright.
•
display and the selected waypoint from the flight plan is cen-
tered in the display with all other waypoints and legs dis- The TCAS will not issue resolution adviso-
played at the appropriate heading and distance from that ries (RA).
waypoint based on the selected map display range. The com-
pass rose contains an aircraft reference symbol, which is dis-
• If the radar altimeter fails, the TCAS will be
inoperative. In this situation, the radar altim-
played at the appropriate bearing and distance from the eter readout on the PFD is shown with a red
selected waypoint and rotated to represent the current air- X and the NAV display will show TCAS
craft heading. If the appropriate distance is outside the cur- FAIL.
rent map display range, the aircraft reference symbol is
displayed as a cropped half-symbol at the edge of the com- The TCAS system displays non-threat traffic with an
pass, at the appropriate bearing from the selected waypoint. unfilled white diamond, proximity intruder traffic with a
filled white diamond, and traffic advisory traffic with a filled
Current range on the rose plan operates the same as the cur- amber circle (Figure 1-69). The TCAS symbols have a + or
rent range on the compass rose and compass arc except that a - indicating the altitude differential in hundreds of feet
the extra indicator ring for ranges less than 10 nm is not dis- between the traffic and the aircraft as well as an arrow point-
played. ing upwards or downwards if the traffic is climbing or
Flight plan routes displayed on the rose plan are displayed descending. If the traffic is at the same level as the aircraft,
the same as the compass rose and compass arc except the the altitude differential readout is displayed as 00 with no
selected waypoint is displayed at the center of the compass sign.
rose and all other waypoints and legs are displayed at the
appropriate heading and distance from the waypoint based
on the selected map display range.
PREVIOUS/NEXT WAYPOINT CONTROL NON-THREAT

-15
The previous (L6) and next (R6) waypoint controls are used
to allow the pilot to sequence through waypoints of the flight +50 PROXIMITY INTRUDER
plan in a circular fashion in order to view the flight plan one
waypoint at a time.
+25 TRAFFIC ADVISORY
TRAFFIC COLLISION AVOIDANCE SYSTEM
(TCAS)
PN01D
093186AA.AI
The TCAS detects and tracks other aircraft by interrogating
their transponders. The TCAS analyzes the transponder and
replies to determine range, bearing, and relative altitude if Figure 1-69. TCAS Waypoints
the intruding aircraft is reporting altitude.
If the range to the traffic exceeds the selected map display
range, the traffic is displayed as a cropped half-symbol at the
edge of the compass rose or compass arc at the bearing cor-
responding to the direction to the traffic. If no bearing to the
• Do not use TCAS as the primary means of
avoiding traffic conflicts.
traffic advisory can be determined, the traffic is displayed in
text format below own aircraft symbol. The text displays in
•
amber as TA 1.0 25 where TA indicates a traffic advisory,
TCAS is only an aid to detecting other air- 1.0 is the distance to the traffic in nautical miles, and 25 is
craft as a means to visually acquire and avoid the altitude differential between the traffic and the aircraft in
aircraft that may pose a collision threat. It is hundreds of feet.
1-112 Change 3
The TCAS system mode is selected on the UFCP, and indi- the page used in conjunction with lower left and lower right
cated by the caption at R2. The caption consists of two lines; keys are used for page navigation (PREV and NEXT) and is
the upper line displays the system status as one of TCAS ON, used to display the scratchpad. The main portion of the page
or TCAS SBY and the lower line displays the system mode used in conjunction with L1 to L6 and R1 to R6 contain an
as one of ABOVE, BELOW, or NORM to indicate how the assortment of fields that can be used for data display, data
system is operating. In above mode, traffic that is between entry, slashed data entry, function activation, FMS page nav-
8700 feet above and 2700 feet below the aircraft is dis- igation, and selection fields.
played; in below mode, traffic that is between 2700 feet
above and 8700 feet below the aircraft is displayed; and in FMS Display Styles and Colors
normal mode, traffic that is between 2700 feet above and The FMS uses a standard set of font treatments to distinguish
2700 feet below the aircraft is displayed. the different types of information that are displayed on the
When R2 is pressed, the UFCP page is changed to display FMS pages.
the TCAS system status (W1), TCAS system mode (W2), DATA DISPLAY FIELDS
and TCAS system flight level settings (W3). These settings
can be changed using standard UFCP input methods. When Data display fields are used on FMS pages to display data
on the ground, with the TCAS on, holding R2 for 2 seconds that is not operator editable. A two-row format is used, with
activates the self-test mode of the TCAS system. the first row containing the field label in medium size green
text and the second row containing the data in medium size
TCAS Audio Messages white text. They are aligned with any one of the LSKs so that
the label is displayed directly above the LSK and the data is
NOTE
displayed directly beside the LSK.
• TCAS audio messages are inhibited when the
radar altimeter indicates the aircraft is below DATA ENTRY FIELDS
400 feet AGL during decent and below 600
Data entry fields are used on FMS pages to allow the opera-
feet AGL during ascent.
tor to enter free-form data using the scratchpad. They are dis-
• Traffic advisory. “TRAFFIC, TRAFFIC”
will be announced over the audio system. If a
played in the same two-row format as data display fields
except the data is displayed in large-size white text.
previous TA is active, only “TRAFFIC” will Data can be entered into these fields by entering the required
be announced. data into the scratchpad (on the UFCP) and then pressing the
• Self test passed. “TCAS SYSTEM TEST
OK” will be announced over the audio sys-
LSK beside the desired data entry field. Data can also be
copied from these fields into the scratchpad by pressing the
tem. LSK beside the data entry field when the scratchpad is
empty. Some data entry fields also allow the data in the field
• Self test failed. “TCAS SYSTEM TEST
FAIL” will be announced over the audio sys-
to be deleted by pressing the LSK beside the data entry field
when DELETE has been entered in the scratchpad. Data
tem. entry fields where no data has yet been entered can be dis-
FLIGHT MANAGEMENT SYSTEM (FMS) played in one of two ways: either with the data location con-
taining dashes, to indicate an optional data entry, or with the
The flight management system (FMS) provides extensive data replaced with box characters, to indicate a mandatory
functionality for navigation, flight planning, communica- data entry.
tions, navigation radio tuning, and simple route and flight
plan creation and modification procedures. This functional- SLASHED DATA ENTRY FIELDS
ity is provided using the MFD and UFCP controls. The FMS Slashed data entry fields are special types of data entry fields
pages are displayed on the MFD and controlled using the that are used to allow the operator to enter two related data
MFD right side LSKs (Figure 1-70). items in the same data entry field. They are displayed in the
FMS pages can also be accessed using shortcuts on the NAV same format as normal data entry fields except that two data
display. items are displayed in the field, separated by a slash.
FMS pages follow a standard page layout; top most portion Data can be entered into these fields by entering the required
of the page used in conjunction with upper left and upper data into the scratchpad (on the UFCP) and then pressing the
right keys are used for page navigation; display of annunci- LSK beside the data entry field. When entering only one of
ators; and also displays the page title, page numbers, and the the two data items in a slashed field, an entry not being pre-
active/modified route indicator. The bottom-most portion of ceded or followed by a slash is entered into the
Change 3 1-113
MENU MENU MENU MENU

MFD MENU 1/2 MFD MENU 2/2
PDF FREQ SMS PROG
EICAS ROUTE SAT FIX
NAV DEP/ARR NDS
TSD LEGS HUD RPTR
DTS/DVR HOLD
STS/BIT INIT REF
PREV NEXT PREV NEXT
PN01D
092081AD.A
Figure 1-70. MFD Flight Management System (FMS)
data item closest to the LSK (the left item for LSKs L1 to L6, played in a single-row format, with the label and an outward-
or the right item for LSKs R1 to R6). To enter a single data facing triangle displayed in large-size cyan text. Navigation
item into a specific field, the entry must be preceded or fol- fields are aligned with any one of the LSKs so that the label
lowed by a slash, as appropriate. When entering both data is displayed directly beside the LSK. Pressing an LSK corre-
items at once, they must be separated by a slash. sponding to a navigation field causes the associated FMS
page to be displayed.
FUNCTION ACTIVATION FIELDS
SELECTION FIELDS
Function activation fields are used on FMS pages to activate
functions. They are displayed in a single-row format, with Selection fields are used on FMS pages to allow the operator
the function label and an outward-facing triangle displayed to make a selection from a list of two or more options. They
in large-size green text. In some cases (generally for func- are displayed in a two-row format, with the first row display-
tions involving route modification), the function label and ing the field label in medium-size green text and the second
triangle are displayed in inverse video. Function activation row displaying the selected option in large-size white text
fields are aligned with any one of the LSKs so that the label and an inward-facing triangle in large-size green text. Selec-
is displayed directly beside the LSK. Pressing an LSK corre- tion fields are aligned with any one of the LSKs so that the
sponding to a function activation field causes the associated selected option is displayed directly beside the LSK. Press-
function to be activated. ing an LSK corresponding to a selection field causes the
selected option to change to the next option, cycling through
NAVIGATION FIELDS the available options in a circular fashion.
Navigation fields are used on FMS pages to provide the
capability to navigate to other FMS pages. They are dis-
1-114 Change 2
Global Positioning System (GPS) rity monitor (RAIM) function computes a horizontal integ-
rity limit (HIL) value which is less than the global position
GPS is the highest priority navigation mode of the FMS, integrity alert limit (GPIAL). The latter is a function of the
and is used when sufficient satellite coverage exists in the current phase of flight and of the required navigation perfor-
phases of flight for which it is approved. The GPS mode is mance (RNP).
selected for navigation when its receiver autonomous integ-
Change 2 1-114.1/(1-114.2 blank)

The embedded GPS receiver stores the last known position loss is typically 5 seconds. When a sufficient number of sat-
in nonvolatile memory to allow immediate search for satel- ellites has been acquired, the GPS sensor enters navigation
lites when power is applied to the integrated avionics com- mode and outputs the required data to the FMS.
puters. The GPS needs to have the correct time, date, and
position entered to determine which satellites should be in Dead Reckoning (DR)
view. A BIT runs when power is applied.
When the external GPS sensor data inputs become insuffi-
A GPS card is installed within each IAC and provides way- cient to maintain the normal navigation modes, the FMS
point navigation for mission flight plans. The GPS utilizes a degrades to IRS and with the loss of IRS, the DR mode of
single antenna connected to the GPS via a GPS antenna navigation becomes active. The FMS must then rely on the
splitter (reciever, antenna, and splitter) and has an embed- last known aircraft position, combined with last known
ded 24-channel receiver that feeds navigation solutions to heading and true airspeed inputs, and the last valid com-
the FMS permitting GPS navigation throughout the mission puted wind, for its aircraft position calculation. Prolonged
from take off to touchdown, including GPS approaches. dead reckoning operation results in decreased position accu-
racy. Alerts are provided when the estimated position accu-
The GPS sensor uses independent channels and can track racy exceeds the requirements for each phase of flight. Two
any combination of GPS satellites. The GPS sensor com- minutes after the FMS degrades to DR mode, the FMS
putes and outputs three-dimensional position and velocity flight plan and aircraft symbol are removed from the NAV
components, time, ground speed, and track. Both code and page. The FMS automatically recovers its normal modes of
carrier phase tracking are used. Carrier phase tracking operation and position accuracy upon restoration of the
greatly reduces position and velocity errors under highly external sensor inputs.
dynamic aircraft maneuvers. The GPS sensor continuously
monitors satellite health. All unhealthy satellites are Navigation accuracy during prolonged dead reckoning oper-
dropped from the position solution. In addition, all GPS sig- ation may be improved by manual updating of heading,
nals-in-space used in the position solution are checked for present position and/or the actual track and ground speed
failure by the RAIM. It is understood that satellite failures and/or the wind speed and wind direction based on external
are unannounced and can occur at any instant. The RAIM information. This is particularly necessary during periods of
continuously calculates the horizontal integrity limit (HIL) changing winds, since the FMS providing navigation data
and vertical integrity limit (VIL). The integrity limit gives assumes constant wind during dead reckoning operation.
the radius in the horizontal plane and vertical direction When TAS is not available from the ADC, the FMS
within which the worst-case radial position error stays assumes constant ground speed during DR operation, there-
99.99999% of the time without a satellite failure, and 99.9% fore the latter must be updated manually at regular intervals.
of the time in the presence of a satellite failure. The HIL is
compared to the value required for the phase of flight (alert FMS Scratchpad (FMS SPAD)
limit), and an alert is generated when the integrity value
exceeds the alert limit. The RAIM function maximizes the The scratchpad is located on the bottom of any FMS page
availability of the oceanic, en-route, terminal, non-precision and is used by the FMS for two main purposes: data entry
approach while guaranteeing the integrity as described and the display of FMS alert, advisory, and maintenance
above. messages. The scratchpad contents are always displayed in
large size text, and can be displayed either in white (for
When GPS is the sensor used for navigation and the HIL is entered data, data entry error messages, advisory messages,
within the phase of flight limit, the GPS HIL is displayed as and maintenance messages) or in amber (for alert mes-
the Actual Navigation Performance value on the sages).
PROGRESS 1/4 (or PROGRESS 1/3) page. The HIL is also
displayed on the GPS STATUS 2/2 page. The combination Data can be entered into the scratchpad using the FMS
of a GPS annunciator as well as an alert message GPS NAV SPAD on the UFCP, or by copying data from a field on an
LOST provides an indication between the loss of failure FMS page by pressing the appropriate LSK. This data can
detection and exclusion availability and the loss of naviga- be edited using the FMS SPAD on the UFCP page and then
tion. The GPS sensor requires a minimum of four satellites entered into a data entry field by pressing the LSK adjacent
for navigation, five satellites to allow integrity monitoring to a required field. When a data entry field LSK is pressed
and the detection of a failed satellite, and six or more satel- with data in the scratchpad, this data is checked for validity
lites to identify and exclude (isolate) the failed satellite from based on the data format requirements of that field. If the
the navigation solution. No operator action is required to data is valid for that field, it is entered into the field; if it is
accomplish satellite failure detection and exclusion as these not valid for that field, the data in the scratchpad is replaced
functions are automatic. Satellite re-acquisition after signal with a message indicating the reason it is not valid for that
1-115
field. This message can be INVALID FORMAT, or OUT point is selected to be the current position of the aircraft.
OF RANGE. This message is removed from the scratchpad The first time the NEAREST page is accessed after a cold
when the CLR key is pressed, and replaced with the previ- start, the center reference waypoint is set to the present posi-
ously entered data. tion (PPOS). If the reference waypoint is the present posi-
tion, distance and bearing information are refreshed every
The scratchpad has a maximum length of 24 characters, and 10 seconds, otherwise for any other waypoint type, the bear-
attempted further entry beyond this length is ignored. ing and distance are computed once (before the respective
Entered data can be cleared from the scratchpad using the page is exited and entered again). For the NEAREST USER
CLR key; each press of the CLR key removes the last WPTS page the bearing and distance of each displayed way-
entered character, and if the CLR key is held for 1 second or point are updated every 10 seconds regardless of the center
more, the scratchpad is cleared entirely. If the CLR key is reference waypoint type.
pressed when the scratchpad is empty, the word DELETE is
inserted into the scratchpad, and pressing a LSK adjacent to Pressing L4, labeled RUNWAY MIN LENGTH, limits the
a data entry field when this word is present in the scratchpad airports displayed in the airport list based on the number the
causes the data item in that field to be deleted (if possible). pilot enters that is between 1000 and 5000 feet, on 100-foot
If DELETE is currently in the scratchpad, a subsequent increments. The entry in this field determines the minimum
press of the CLR key clears the DELETE. runway length required for an airport to be displayed in the
nearest airport list.
The scratchpad is also used to display alert, advisory, and
maintenance messages. Unacknowledged messages are dis- Pressing L5, labeled RUNWAY SURFACE, allows the pilot
played in the scratchpad one at a time, based on priority, and to select HARD_SOFT or HARD. The selection in this field
can be acknowledged by pressing the CLR key while an determines whether both hard and soft runway surfaces or
FMS page is being viewed. Messages can also be viewed only hard runway surfaces are displayed in the nearest air-
and acknowledged all at once on the FMS MESSAGE port list.
RECALL or MAINTENANCE MESSAGES pages; how-
ever, some messages are only displayed in the scratchpad The NEAREST page can be used to select a waypoint (AIR-
and must be acknowledged using the CLR key. PORT, VHF NAV, NDB, USER or CUSTOM) and place it
on the scratchpad for use on other FMS pages. Each page
Both the MESSAGE RECALL page and the MAINT MES- also includes a DIRECT TO shortcut. Once a waypoint is
SAGES page can be accessed via the INIT REF key, via the selected, pressing this key (LSK L5) makes the waypoint
MSG key. the active TO waypoint followed by a discontinuity.
NAV Display Interactions NOTE

The NAV display, shown in Figure 1-66, has three shortcuts An active FMS flight plan must exist for the
to FMS pages. The NEAREST page (L1), LEGS page (L2), DIRECT TO function to add course steering
and the DEP/APR (R5). When there is a UFCP failure the guidance.
DEP/APR options is replaced by ALT CNS.
FMS FLIGHT PLANS
NEAREST (NRST)
An FMS Flight Plan consists of an active route. A route
The NEAREST page allows operators to access a list of the must contain an origin airport, a destination airport, and at
airports, VHF navaids, NDBs, user waypoints, or custom least one waypoint. Routes can be entered by the crew or
waypoints nearest to the aircraft. It also provides the capa- recalled from the USER ROUTE database. Two routes may
bility to limit the airports displayed in the airport list based be loaded and are available for immediate execution, how-
on the minimum runway length and the runway surface. ever only one route can be active at any time.
There are five navigation fields on the NRST page, located Initial route creation is done on the FMS ROUTE page. This
at LSK L1 AIRPORT, L2 VHF NAV, L3 NDB, R1 USER page is used to recall a stored route, enter the origin and des-
WPTS, and R2 CUSTOM WPTS. When an LSK corre- tination airports, and add the waypoints for the route.
sponding to one of the navigation fields is pressed, the list of Routes can also be reviewed and edited on the LEGS page.
the 50 items of that type nearest to the aircraft is displayed. The LEGS page lists all waypoints in the route. If desired,
departures from the origin airport and arrivals at the destina-
The respective waypoints are displayed in order of distance tion airport can be added to the route from the DEP/ARR
from the closest to the farthest. By default, the reference page.
1-116
Flight plan waypoints listed on the LEGS page are con- Databases
nected by straight line or arc segments (legs) and displayed
on the NAV map. As the aircraft flies the flight plan, the The FMS has three databases that are used for storing infor-
waypoints are captured and the flown legs removed. The mation about waypoints and radio presets which can all be
active leg and the current TO waypoint are displayed in loaded onto the FMS using a data loader. The navigation
magenta, with all other route legs and waypoints shown in database is the primary waypoint database that contains all
white. of the ICAO/Jeppesen routes, arrivals, and waypoints is a
read-only database once it is loaded into the FMS. The user
When a flight plan is being created or modified, a flashing database contains up to 460 user-defined waypoints and 10
green EXEC will appear on the top of the PFD and NAV USER ROUTES, which can be created and modified
pages. An inverse cyan “MOD” will also appear on the top directly on the FMS. Up to 99 waypoints in this database
of the LEGS page. When editing is complete, the flight plan can also be created and edited using the UFCP. The radio
must be executed to make it active by pressing the dedicated and radio navigation aid presets are stored in a third data-
EXEC key on the UFCP. A flight plan can only be modified base that can also be created and modified directly on the
by one crew member at a time. The first crew member to FMS.
initiate editing must execute the flight plan changes before
modification by the other crew member is allowed. A yel- NAVIGATION DATABASE
low FMS Alert message “ENTRY CONFLICT” appears
when attempting to modify a flight plan already being mod- The navigation database includes information that the oper-
ified. ator would normally determine by referring to the naviga-
tion charts. The database contains en-route and terminal
Two routes (labeled RTE 1 and RTE 2), complete with VHF, NDB navigation facilities, airports, waypoints and
departures and arrivals as desired, are maintained in the named intersections data.
FMS ready for immediate execution. Only the active route
is displayed on the NAV map. For the active route, the cur- USER DATABASE
rent TO waypoint is displayed at the top of the LEGS page
in inverse magenta (black on magenta). All other waypoint The FMS contains a user database which is used to store
names in the active route are green. For the inactive route, user waypoints and user routes. User waypoints can be
all waypoints are cyan. entered from the scratchpad or loaded from or saved to the
DTS/DVR.
The LEGS page is used to manage the waypoints in the
active or inactive routes. Any waypoint in the flight plan User waypoints can be defined by one of three different
can be made the current TO waypoint by placing it in the types: waypoint, airport, and VHF NAV. A new user way-
FMS scratchpad and moving it to the current TO waypoint point can be created on the USER WPT pages either by
location. Intervening waypoints are removed from the flight directly entering the coordinates of the new waypoint or by
plan. Similarly, sequences of waypoints can be overwritten using a known position as reference and a radial/distance
by selecting a waypoint and moving it earlier in the flight from the reference position to the desired user waypoint
plan. position.
After editing, the modified flight plan must be executed. Preflight

Alternatively, the changes can be erased by selecting the
ERASE key. START-UP AND INITIALIZATION
When waypoints or sequences of waypoints are inserted in On startup, the FMS performs a self-test. However, during
the flight plan, the FMS automatically inserts a discontinu- normal operation, the user does not see this test because the
ity between the old and new flight plan segments. If desired, MFDs are blanked until the PEN start routine completes.
these discontinuities may be removed before execution. The PEN start takes longer than the FMS start routine.
Prior to flight plan execution, the LEGS page should always When the avionics system initialization and self-test is com-
be reviewed to confirm that the desired changes have been plete, the cockpit MFDs activate with their default formats
made and any published procedures have been correctly displayed.
extracted from the navigation or user database.
To activate the MFD Menu page, and allow navigation to
FMS pages, press the upper left key that has a boxed caption
on the NAV page.
1. Verify that all relevant circuit breakers are in.
Change 2 1-117
2. Adjust the intensity of the display by using the bright- ROUTE DISCONTINUITY
ness rocker key at the bottom center or top center of
the display until a comfortable viewing level is Under normal conditions, the active route forms a continu-
obtained. Pressing the up arrow section of the bright- ous path of linked waypoints (legs). However, a ROUTE
ness rocker key increases the display brightness. DISCONTINUITY (Figure 1-71) is inserted into the flight
Pressing the down arrow section of the brightness plan if the end of a leg is indeterminate, or when the entered
rocker key decreases the display brightness. waypoint is not part of the existing active flight plan. Under
these conditions, the word THEN appears followed by a
3. From the MFD MENU page press INIT REF, fol- boxed data field and ROUTE DISCONTINUITY inserted
lowed by IDENT to display the FMS1 IDENT 1/2 immediately after the new waypoint. Along-track waypoints
page. do not create a route discontinuity.
4. Verify the date of the active database cycle. If all iden-
tification data is correct, system start-up and initial- Perform route discontinuity close-up:
ization is complete.
ACTIVE DATA BASE SELECTION

Close-ups can occur only upwards. Moving a
The FMS is capable of storing two independent naviga-
waypoint downwards (e.g. to a later loca-
tional databases but only one database can be used for navi-
tion) causes the waypoint to be DUPLI-
gation at any one time. Selection of the active database may
CATED into the new location.
only be performed while the aircraft is on the ground. Data-
base selection is disabled when the aircraft is in the air and Pressing the LEGS key on the MFD menu page (Figure 1-
it is the responsibility of the crew to ensure that the correct 70) will display ACT or MOD ROUTE 1 LEGS page (Fig-
up-to-date database is made active prior to flight. ure 1-71) showing THEN and ROUTE DISCONTINUITY
lines:
1. Display the next desired waypoint in the route by
pressing NEXT as required
When the active database is changed, any
existing active route is deleted. 2. Key in, or copy the waypoint identifier into the
scratchpad by pressing the appropriate LSK
To change the active database, press the INIT REF key (R6) 3. Display the page with the THEN box data field by
on the MFD menu page followed by IDENT (L1) to display pressing PREV as often as required
the IDENT page. Copy the SECOND cycle date into the
scratchpad by pressing R2 and then press R1 to move the 4. Move the waypoint to the THEN field by pressing the
cycle date into the ACTIVE field. appropriate LSK
5. Verify the entry by checking course and distance of
SYSTEM POSITION, DATE, AND TIME UPDATE the previous and next legs
At power-up, the system position is the last calculated posi- 6. Make the modified route active by pressing the EXEC
tion prior to shutdown, or the current GPS position. If GPS key on the UFCP
is available, a manual initialization of position, date, and
time is not normally required. To verify system position, ACTIVE ROUTE SELECTION USING THE USER
date, and time, press INIT REF (R6) on the MFD menu ROUTE NAME
page and then press POS INIT (L2). 1. Display the RTE 1 page by pressing the ROUTE (R2)
function key on the MFD menu (Figure 1-70) or the
NOTE ROUTE (L5) key on the NAV page (Figure 1-66)
For all FMS procedures, press the boxed 2. Press the USER ROUTES prompt (R5) (Figure 1-72)
upper key on the NAV display to display the 3. Select the user route identifier
MFD menu page if the MFD menu page is
4. Verify the ORIGIN and DEST identifiers
not shown.
5. Accept the new active route by pressing the EXEC
key on the UFCP
1-118 Change 2
ACT Route Discontinuity MOD Route Discontinuity
Figure 1-71. ACT and MOD Route Discontinuity Pages
NOTE pad and move it to the DEST field by pressing R1

4. Display the MOD RTE LEGS 1 page by pressing
● When airborne, selecting a user route
LEGS key (R4) on the MFD menu page (Figure 1-70)
replaces the destination with the selected
user route destination and inserts a disconti- 5. Key the identifier of the first waypoint into the
nuity after the active waypoint followed by scratchpad and move it to the TO WPT location by
the selected user route waypoints. pressing L1
6. Key in all subsequent waypoint identifiers in turn,
● Stored routes do not include transition por-
inserting them into the route by pressing the appropri-
tions of flight such as runway, SID, STAR,
ate left hand function key. Press NEXT as required to
and approach selections.
display a new RTE LEGS page
BUILDING A ROUTE VIA WAYPOINT INSERTION 7. Make the modified route active by pressing the EXEC
key on the UFCP.
When a suitable user route is not available, a route can be
created by first defining the origin and destination airports BUILDING A ROUTE VIA AIRWAY INSERTION
on the ROUTE page, followed by entry of the individual
1. Display the MOD RTE 1 page by pressing the
waypoints on the RTE LEGS page.
ROUTE (R2) function key on the MFD FMS menu
1. Display the MOD RTE 1 page by pressing the page (Figure 1-70) or the ROUTE (L5) key on the
ROUTE (R2) function key on the MFD menu (Figure NAV page (Figure 1-66)
1-70) or the ROUTE (L5) key on the NAV page (Fig-
2. Key the departure airport identifier into the scratchpad
ure 1-66)
and move it to the ORIGIN field by pressing L1
2. Key the departure airport identifier into the scratchpad
3. Key the destination airport identifier into the scratch
and move it to the ORIGIN field by pressing L1
pad and move it to the DEST field by pressing R1
3. Key the destination airport identifier into the scratch-
1-119
Figure 1-72. User Routes Page
4. Display the MOD RTE page 2 by pressing NEXT all route legs
(Figure 1-73) 11. Close up any route discontinuity
5. Key the identifier of the first waypoint or the airway 12. Verify course, distance, altitude/speed restriction
into the scratchpad and move it to the TO location by advisory of each airway leg in turn by pressing NEXT
pressing R1 as required to display all legs
6. Key in the airway identifier and move it to the VIA 13. Make the modified route active by pressing the EXEC
field by pressing L2. A box data field appears against key on the UFCP
R2. A “WPT NOT IN AIRWAY” scratchpad message
will occur if an invalid initial waypoint has been CONDENSED PREFLIGHT PROCESS
entered
7. Key in the next airway identifier and move it to the Stored routes and manually created routes require an origin
VIA field by pressing L3 The waypoint at the junction and destination airport, but do not contain a departure or
of the two airways appears in the box data field on R2 arrival procedure. Standard Instrument Departures (SID),
and a box data field appears on R3 Standard Terminal Arrivals (STAR) and approaches can be
added to a route using the following procedures.
8. Key in all subsequent airway identifiers in turn, insert-
ing them into the route by pressing the appropriate left NOTE
hand function key. Press NEXT as required to display
a new ROUTE page The FMS will only display those SIDs,
STARs and transitions available for the
9. Key in the terminal waypoint identifier for the last air-
selected Origin and Departure airports and
way and place it in the boxed field in the TO column.
runways.
A “WPT NOT IN AIRWAY” scratchpad message will
occur if an invalid final waypoint is entered. When a SID, STAR, or approach is selected, the waypoints
10. Display the legs for the route by pressing LEGS on and procedural legs are extracted from the navigation data-
the MFD menu page and PREV or NEXT as required base, procedural leg types are decoded, and all resulting
on the LEGS page. Verify the course and distance of waypoints are inserted into the route in the correct order.
1-120
Figure 1-73. MOD Route Pages 1 and 2
Selected procedures are appended to the route but are usu- NOTE
ally separated from it by a route discontinuity, unless the
connecting waypoint of the procedure and the enroute por- ● Prior to departure procedure selection, the
tion of the route are identical. departure and arrival airports must be
selected via the RTE 1 page which may be
During any procedure which involves a modification to the accessed by pressing the ROUTE (R2) key
active route, an ERASE prompt is displayed at L6. Prior to on the MFD menu page.
executing the procedure, the procedure can be cancelled and
all route modifications deleted by pressing ERASE (L6). ● The DEPARTURES 1 page is displayed with
the origin airport ICAO code included in the
NOTE title line. Lists of SIDs and runways for that
airport are also displayed.
For all FMS procedures press the upper left
key on the NAV to display the MFD menu 1. Display the DEPARTURES page by pressing the
page if the MFD menu page is not shown. DEP/ARR function key (R3) on the MFD menu page
and then press the DEP LSK (L1) (Figure 1-74)
STANDARD INSTRUMENT DEPARTURE (SID) 2. Display the desired runway by pressing the PREV or
SELECTION NEXT key as required, and select the runway by
pressing the appropriate right hand function key
This procedure is based on the SID and SID transition
depicted in Figure 1-75 and assumes that only these por- NOTE
tions of the departure are to be loaded at this time.
Once a runway is selected, only those SIDs
applicable to that runway are displayed.
1-121
Figure 1-74. DEP/ARR Page
Figure 1-75. Typical Standard Instrument Departure (SID) with Transition Procedures
1-122
3. Display the desired departure procedure by pressing NOTE

the PREV (lower left) or NEXT (lower right) key as
required, and select the departure procedure by press- On the departures page, the active departure
ing the appropriate left hand LSK. The departure pro- procedure and departure procedure transition
cedure list is replaced by the selected departure are now shown with the legend ACT beside
procedure, with the legend SEL beside the name. the name.
Transitions available for the selected departure proce-
dure are listed below the departure procedure, under Enroute
the heading TRANS. If no transitions are available,
the word NONE is displayed. If no runway was NOTE
selected, a list of runways applicable to the selected For all FMS procedures press the boxed
departure procedure appears on the right hand side of upper key on the NAV to display the MFD
the page menu page if the MFD menu page is not
4. Display the desired departure procedure transition by shown.
pressing the PREV or NEXT key as required, and
select the transition by pressing the corresponding left LEAVING THE TERMINAL AREA
hand function key
On leaving the terminal area, when the radial distance from
NOTE the departure airport becomes greater than 33 nm or the air-
craft climbs above 16,000 feet above airport elevation, the
Any selected element can be changed by FMS changes from terminal to en-route phase of flight, with
pressing the appropriate left/right hand func- the following indications:
tion key to re-display the desired list (toggles
● HSI lateral deviation sensitivity changes from 1 nm to
the selection).
5 nm full scale over a 10-second period.
5. Display the first departure procedure leg by pressing
● On the PROGRESS 3 or 4 page, the required naviga-
LEGS (R4) on the MFD menu page and then press
tion performance (RNP) value changes from 1 nm to 2
PREV or NEXT as required
nm.
NOTE ● The phase of flight indication adjacent to the HSI will
change from TERM to ENR and flash for 15 seconds.
For certain types of departure procedures and
departure procedure transitions, the selection DISPLAYING THE LEGS OF THE ROUTE
of the runway may also be required before
the departure procedure waypoints are 1. Display the ACT RTE LEGS page 1 (Figure 1-76) by
loaded into the route from the navigation pressing the LEGS (R4) key on the MFD menu page
database. The message !SELECT TRANS/ The active leg to the TO waypoint and the next four legs are
RUNWAY is then displayed in the scratch- displayed. The distance to the TO waypoint is the distance-
pad. to-go from the present position; for subsequent legs it is the
6. Close up any route discontinuities leg length.
7. Verify the course, distance, altitude/speed advisory, 2. Display all the legs in sequence by pressing NEXT as
and procedural leg type information of each departure often as required
procedure leg in turn by pressing NEXT as required to 3. The legs of the inactive route (if RTE 2 option is con-
display all legs figured) can also be viewed in the RTE x LEGS 1
page by pressing the RTE x LEGS prompt (L6) on the
NOTE ACT RTE x LEGS page
Pressing ERASE (L6) at any time during this
procedure causes all selections made up to INSERTING WAYPOINTS
that time to be deleted.
The following procedures allows the operator to add tempo-
8. Make the modified route active by pressing the EXEC rary waypoints into the active route while enroute. The two
key on the UFCP most common ways of defining these waypoints are:
● Navigation or USER Database waypoints
● Latitude/Longitude
1-123
Figure 1-76. ACT Route 1 Legs Page
Figure 1-77. MOD Route 1 Legs Page
1-124 Change 1
A. Navigation or USER Database Waypoints: WAYPOINT DELETION

1. Key the new waypoint identifier into the scratchpad Close-up method:
2. Display the desired insert location in the route by 1. Display the waypoint to be deleted by pressing LEGS
pressing LEGS (R4) on the MFD menu page and then (R4) from the MFD menu page, and NEXT or PREV
press NEXT or PREV as required (Figure 1-77) as required
3. Move the waypoint to the desired place in the route by 2. Copy the waypoint identifier following the one to be
pressing the appropriate LSK deleted into the scratchpad by pressing the appropriate
LSK
NOTE
3. Move the waypoint to the location of the waypoint to
If the identifier is not found in the navigation be deleted by pressing the appropriate LSK
database, the message !NOT IN DATABASE
is displayed in the scratchpad. If there are The selected waypoint is deleted from the route.
two-instances of this waypoint in the data- 4. Verify the entry by checking the course and distance
base, a duplicate selection page is displayed. of the NEXT and PREV legs
4. Verify the waypoint entry by checking course and dis- 5. Make the modified route active by pressing the EXEC
tance of the NEXT and PREV legs key on the UFCP
5. Make the modified route active by pressing the EXEC
By clear key:
key on the UFCP
1. Start the deletion by pressing FMS SPAD and CLR on
B. Latitude/Longitude: the UFCP. DELETE displays in the scratchpad if the
1. Key the coordinates into the scratchpad (LATI- scratchpad is empty
TUDE, LONGITUDE) 2. Display the desired waypoint by pressing LEGS (R4)
from the MFD FMS main menu page and NEXT or
NOTE PREV as required
Coordinates must be entered with whole 3. Delete the selected waypoint by pressing the appropri-
degrees and optionally whole minutes with a ate LSK
resolution of up to 0.01 minute (The format
is Nddmm.hhWdddmm.hh). NOTE
2. Display the desired insert location in the route by Waypoints in approach procedures cannot be
pressing LEGS (R4) on the MFD menu page and then deleted.
press NEXT or PREV as required (Figure 1-77)
A ROUTE DISCONTINUITY is inserted in place of the
3. Move the latitude/longitude to the desired place in
deleted waypoint. Any holding pattern associated with the
route by pressing the appropriate LSK
deleted waypoint is also deleted.
4. Verify the waypoint entry by checking course and dis-
4. Verify the entry by checking course and distance of
tance of the NEXT and PREV legs
the NEXT and PREV legs
key on the UFCP
on the UFCP
NOTE FLY-OVER AND FLY-BY WAYPOINTS
The waypoint name is automatically named
WPT followed by a sequence number (e.g. Waypoints are loaded into the route as fly-by (with turn
WPT01). This is a temporary waypoint and anticipation) or fly-over (no turn anticipation) as coded in
does not reside in the USER waypoint list. the navigation database. By default, all waypoints, including
manually-entered temporary waypoints, are initially defined
as fly-by unless specifically coded as fly-over. Any way-
point can be converted from one type to the other, with the
exception that the missed approach waypoint is always
defined as a fly-over waypoint and cannot be modified.
Change 1 1-125
Figure 1-78. Fly-Over and Fly-By Waypoints Page
4. Make this route modification active by pressing the

A. To Convert to Fly-Over from Fly-By: EXEC key on the UFCP
1. Display the RTE EDIT 1 page (Figure 1-78), and The waypoint is now defined as a fly-over waypoint and
select FLY-OVER by pressing INIT REF, on the MFD turn anticipation is inhibited for that waypoint only. The
FMS menu page, RTE EDIT (R6) and FLY OVER switch to the next leg occurs automatically on crossing over
(L6) or abeam the waypoint.
NOTE B. To Convert to Fly-By from Fly-Over:

● The ACT RTE x LEGS 1 page is displayed
with "/O" in the scratchpad.
● A FLY-OVER can also be inserted in the Special care should be taken if any fly-over
inactive route by pressing INIT REF, RTE waypoint extracted from the navigation data-
EDIT (R6), NEXT (for the INACT RTE base is converted to fly-by (particularly the
EDIT 2) and FLY-OVER (L6). The inactive final approach fix and missed approach hold-
RTE x LEGS 1 page is displayed with "/O" ing fix). The crew remains responsible at all
in the scratchpad. times for remaining within protected air-
2. Display the desired waypoint by pressing LEGS (R4), space, and for compliance with all altitude
on the MFD FMS menu page, and PREV or NEXT as constraints.
required (on the active or inactive route) (Figure 1-77) 1. Display the desired waypoint by pressing LEGS (R4),
3. Move the "/O", in the scratchpad, to the waypoint on the MFD FMS menu page, and PREV or NEXT as
location by pressing the appropriate left hand LSK required (Figure 1-77)
1-126
2. Key in "/", in the scratchpad, and move the "/" to the

waypoint location by pressing the appropriate left
hand LSK
NOTE
The legend "/O" is removed from the way-
point name.
3. Make this route modification active by pressing the
EXEC key on the UFCP
The waypoint is now defined as a fly-by waypoint and turn

anticipation occurs at the appropriate distance prior to
reaching that waypoint.
LEG SEQUENCING
A. Fly-By Waypoints:
The FMS sequences fly-by waypoints when crossing the

bisector of the active leg and next leg, or when passing the
wayline of the active leg (Figure 1-79).
B. Fly-Over Waypoints:
The FMS sequences fly-over waypoints when passing the

wayline of the active leg (Figure 1-79).
ESTIMATED TIME OF ARRIVAL (ETA)
The estimated time of arrival at each waypoint in the flight-

plan can be displayed on the LEGS page.
1. Display the LEGS page by pressing LEGS from the
MFD menu page (Figure 1-70)
2. Display the ACT RTE x LEGS ETA 1 or RTE x LEGS Figure 1-79. Leg Sequencing
ETA 1 page by pressing LEGS ETA (R6) (Figure 1-
76) Add Mark On Top Waypoint Enroute
3. Display the desired waypoint in the route by pressing The FMS can store the current system position in the pre-
PREV and NEXT as required defined store point label ONTOP. This position is displayed
on the PREDEF WPT 2/2 page and can be used for creating
NOTE a new user waypoint. This function allows the operator to
ETAs take into account measured wind. create a waypoint instantly when flying over a landmark or
a mission significant point. There are two methods to create
4. Return to the previously displayed RTE x LEGS page a mark on top point. Via the UFCP MRK button, and via the
by pressing LEGS or the LEGS prompt at L6 MARK ON TOP button in the INIT REF 1/2 page.
WAYPOINT LATITUDE/LONGITUDE DISPLAY
NOTE
1. Display the coordinates for each waypoint by pressing
For all FMS procedures press the boxed
LEGS from the MFD FMS menu page, LEGS ETA
upper key on the NAV to display the MFD
(R6), LEGS POS (R6)
menu page if the MFD menu page is not
2. Return to the LEGS page by pressing LEGS or the shown.
LEGS prompt (R6)
1-127
Figure 1-80. Create Mark On Top Waypoint
CREATING A MARK ON TOP WAYPOINT VIA THE 2. Verify that the latitude and longitude data displayed at
UFCP (WITH ANY FMS PAGE ALREADY L1 is correct
DISPLAYED ON AN MFD) 3. Select NEW USER WPT (L6)
With the aircraft at the desired location of the MARK ON 4. Enter a name in the scratchpad and place it at L1
TOP waypoint: 5. Confirm the new USER waypoint (R6)
1. Press MRK on the UFCP. The PREDEF WPT 2/2
page (Figure 1-80) displays on the MFD displaying The waypoint is now in the USER waypoint database.
FMS data
1-128
Figure 1-81. Waypoint Lists Page
CREATING A MARK ON TOP WAYPOINT VIA THE CREATE A MARK ON TOP POINT VIA THE MFD
UFCP (WITH NO FMS PAGE DISPLAYED ON AN 1. Press INIT REF, then press MARK ON TOP (R4).
MFD) The PREDEF WPT 2/2 page is displayed (Figure 1-
The following steps may be performed to create a MARK 80), and the current aircraft position is entered into the
ON TOP waypoint when no FMS page is displayed in the ONTOP temporary waypoint location. This position
cockpit: can be updated by pressing the MARK key (R5)
1. Press MRK on the UFCP 2. Verify that the latitude and longitude data displayed at
L1 is correct
2. Display the PREDEF WPT 2/2 page by pressing,
INIT REF, WPT LISTS (R2), PREDEF WPT (L3), 3. The marked position may now be saved as a NEW
and NEXT (Figure 1-80) USER WPT as noted above
NOTE VIEW ALL USER WAYPOINTS IN THE DATABASE

1. To view the complete list of the user waypoints, press
Do not press the MARK ON TOP key on the
INIT REF, WPT LISTS (Figure 1-81). Up to 10 user
INIT REF 1/2 page. Doing so over-writes the
waypoints are displayed on a single page and a maxi-
ONTOP waypoint created by pressing the
mum of 460 waypoints can be defined
UFCP MRK button with a new ONTOP
waypoint at the current aircraft location. 2. To view the other waypoints, press NEXT or PREV
3. Verify that the latitude and longitude data displayed at
L1 is correct
MANUAL ENTRY OF A FIXED WAYPOINT IN THE
4. The marked position may now be saved as a NEW USER DATABASE
USER WPT as noted above
1. Display the WPT DATA 1 page by pressing INIT REF
on the menu page then WPT DATA (R1) (Figure 1-
82)
1-129
Figure 1-82. Manual Entry of a Fixed User Waypoint
2. Press the NEW USER WPT prompt at L6 coordinates of the user waypoint to be displayed on
3. Enter the waypoint identifier in the scratchpad and R1. The number of available waypoints are displayed
then enter the waypoint identifier in the ID field by in the FREE= field (a maximum of 460 user way-
pressing L1 points can be defined)
4. Enter the position at R1 or enter the bearing/distance 5. When the mandatory fields are filled (name and posi-
at position L2 via the FMS SPAD. When bearing/dis- tion of the new user waypoint), a CANCEL/CON-
tance is entered, the FMS computes a position using FIRM prompt is displayed. Press CONFIRM to
as reference the present position and displays the accept (R6) or CANCEL (L6)
1-130
6. After confirming, the waypoint is saved in the user displayed. Press CONFIRM (R6) to accept or CAN-
database and can be viewed in the user waypoint list CEL (L6)
(user waypoints are displayed in alphabetical order on
the USER WPT LIST 1/1 page). Access the USER Add Direct-To Waypoint Enroute
WPT LIST 1/1 page by pressing INIT REF, WPT
LISTS (R2), and USER WPT (L1). The distance from The active flight plan may be modified at any time by the
the present position to the user waypoints is also dis- entry of a direct-to procedure to navigate the aircraft
played in the USER WPT LIST 1/X page directly to a new waypoint or to intercept a course inbound
to a waypoint. The direct-to waypoint may be an existing
7. Any user waypoint can be visualized and modified by waypoint in the flight plan or off the route. Entry of an off-
pressing the corresponding LSK on the USER WPT route waypoint creates a discontinuity in the active route
LIST 1/X page. The WPT DATA 1/1 page is dis- which can be closed up. When the direct-to waypoint is
played and changes can be perfromed already part of the current flight plan, all flight plan way-
points prior to the direct-to waypoint are deleted.
DIRECT TO A WAYPOINT IN THE ACTIVE ROUTE
When Direct-to a waypoint procedure is executed the FMS

calculates an intercept course to the waypoint based on a
Standard Rate Turn given the current aircraft velocity,
present position, track, and wind velocity.
1. Press (R4) LEGS key on the MFD menu page (Figure
1-70) to display ACT RTE x LEGS 1 page
2. Display the desired waypoint by pressing NEXT or
PREV as required
3. Key in, or copy the waypoint identifier into the FMS
scratchpad by pressing the appropriate LSK or manu-
ally entering the waypoint name via the UFCP
4. Return to the first ACT RTE x LEGS 1 page by press-
ing LEGS or PREV as required
5. Move the waypoint identifier to the TO WPT field by
pressing L1. Verify the inbound course and distance
of the leg to the TO WPT
Figure 1-83. Delete an Existing Waypoint from the User NOTE

Database Information on any other page can be veri-
fied prior to making the direct-to leg active.
DELETE AN EXISTING USER WAYPOINT FROM
6. Make the direct-to leg active by pressing the EXEC
THE USER DATABASE
key on the UFCP
1. With the USER WPT LIST 1/1 page displayed (Fig-
ure 1-83) and DELETE in the FMS scratchpad on the DIRECT-TO AN OFF-ROUTE WAYPOINT
UFCP, select the LSK for the waypoint to be deleted.
The CANCEL/CONFIRM prompt is displayed. Press Off-route waypoints are displayed on the map display, and
CONFIRM (R6) to accept or CANCEL (L6) to cancel can be selectively removed from the display using the map
the deletion display declutter function.
DELETE ALL USER WAYPOINTS FROM THE USER NOTE

DATABASE If the flight plan change is executed without
1. Access the USER WPT LIST page by pressing INIT removing the discontinuity, this procedure
REF, WPT LISTS, USER WPT (Figure 1-84) may result in the creation of an “orphan”
2. On the USER WPT LIST press DELETE ALL waypoint. That is an isolated waypoint with
prompt (R6) and a CANCEL/CONFIRM prompt is no connection to the rest of the flight plan.
1-131
Figure 1-84. Delete all User Waypoints from the User Database
1. Enter the off-route waypoint identifier into the FMS 4. On the NRST page, select L4 “DIRECT TO”
scratchpad
The waypoint will be inserted as the active TO waypoint
2. Display the ACT RTE x LEGS 1 page by pressing followed by a route discontinuity. No flight plan execution
LEGS on the MFD menu page (Figure 1-76) is required.
3. Move the waypoint identifier to the TO WPT field by
pressing L1. Verify the inbound course and distance Standard Terminal Arrival Route
of the leg to the TO WPT
The complete arrival procedure, including standard arrival
4. Close up the route discontinuity route (STAR) and STAR transition can be loaded into the
5. Make the direct-to leg active by pressing the EXEC route at the same time or in segments, depending on the
key on the UFCP ATC clearance received. The segments are selected from
lists of named procedures extracted from the navigation
DIRECT-TO FROM THE NRST PAGE database for the destination airport. Not all airports have
STARS.
Each NRST page includes a Direct To shortcut. A Direct To
an AIRPORT, VHF NAV station, NDB, USER WPT or When an arrival procedure is selected, the waypoints and
CUSTOM WPT can be executed as follows: procedural legs are extracted from the navigation database,
1. On the NAV page, access the FMS NRST page by procedural leg types are decoded, and all resulting way-
pressing LSK L1 (Figure 1-85) points are inserted into the route in the correct order.
2. On the NRST page, select the waypoint type (L1 to The first waypoint of the STAR (or STAR transition) is
L3 or R1 to R2) linked to the coinciding waypoint of the en-route portion,
3. On the NRST page, find the desired waypoint and and subsequent en-route waypoints are deleted. If the first
press the associated LSK waypoint of the STAR (or STAR transition) does not coin-
1-132
NEXT key as required, and select the STAR by press-

ing the appropriate left hand LSK
The list of transitions is replaced by the selected transition,

with the legend <SEL> beside the name.
NOTE
The selected procedure can be changed by
pressing the appropriate left hand LSK to re-
display the desired list (toggles the selec-
tion).
4. Display the first STAR leg by pressing LEGS ETA
(R6) and PREV or NEXT as required
5. Close-up any route discontinuity as described in Sec-
tion 5
6. Verify the course, distance, altitude/speed advisory,
and procedural leg type information of each STAR leg
in turn, pressing NEXT as required to display all legs
7. Make the selected STAR and STAR transition active
by pressing the EXEC key on the UFCP
Approach
Figure 1-85. FMS NEAREST Page
Approach transitions are appended to the route after the
cide with any en-route waypoint, then the STAR (or STAR STAR and are usually separated from it by a route disconti-
transition) is separated from the en-route portion by a route nuity, unless the last waypoint of the STAR and the first
discontinuity. For certain types of STARs and transitions, waypoint of the approach transition are identical. Approach
the waypoints may not be loaded into the route until the transitions may include procedure turns. Missed approach
approach is selected. procedures are loaded as part of the approach. Arrival way-
points may include speed and altitude constraint advisories.
STANDARD TERMINAL ARRIVAL ROUTE (STAR) ATC clearances which modify the selected arrival proce-
SELECTION dures can be incorporated at any time by selection of the
new procedure. This results in the automatic deletion of the
NOTE waypoints associated with the cancelled procedure.
Pressing ERASE (L6) at any time during this
procedure cancels any modification currently APPROACH PROCESS
in progress.
The procedure described below is based on the approach
1. Access the DEP/ARR page either from the NAV dis- shown in Figure 1-86, and that the STAR has already been
play by pressing DEP/ARR (R5), or the MFD menu selected and made active (or no STAR is available or
page by pressing DEP/ARR (R3) (if airborne and past required):
midway point of active route)
1. Display the DEP/ARR INDEX 1 page by pressing
2. Display the ARRIVALS 1/1 page for either the origin DEP/ARR (R5) on the NAV display
or destination airport by pressing the ARR prompt at
2. Select the desired arrival by pressing R1 or R2
R1 or R2
The ARRIVALS 1 page is displayed, with the airport name
The ARRIVALS 1/X page for the selected airport is dis-
included in the title line. Approaches are listed on the right
played, with the airport name included in the title line.
hand side of the page, followed by the runways. The
Lists of available STARs, approaches and runways for that
selected STAR and STAR transition are displayed on the left
airport are displayed. If no STARs are available, NONE will
hand side of the page. If a STAR has already been selected,
be shown.
only those approaches applicable to that STAR are dis-
3. Display the desired STAR by pressing the PREV or played.
1-133
Figure 1-86. Approach Process
3. Display the desired approach by pressing PREV or The approach transition list is replaced by the selected tran-
NEXT as required, and select the approach by press- sition, with the legend <SEL> beside the name. Transitions
ing the corresponding right hand LSK available for the selected STAR are listed below the STAR,
under the heading TRANS. If no transitions are available,
The approach list is replaced by the selected approach, with the word NONE is displayed. A list of the approaches and
the legend <SEL> beside the name. Approach transitions runways applicable to the selected STAR appears on the
(initial approach fixes) available for the selected approach right hand side of the page.
are listed below it. If no transitions are available, the word -
NONE- is displayed. 5. Display the desired STAR transition by pressing the
PREV or NEXT key as required, and select the transi-
4. Display the desired approach transition by pressing tion by pressing the corresponding left hand LSK
PREV or NEXT as required, and select the approach
transition by pressing the corresponding right hand The list of transitions is replaced by the selected transition,
LSK with the legend <SEL> beside the name.
1-134
6. Display the first approach leg (normally the approach e. On the PROGRESS 1 page the required navigation
transition waypoint, if selected) by pressing LEGS performance (RNP) value changes from 1 nm to
and PREV or NEXT as required 0.3 nm.
7. Close up any route discontinuities if present
NOTE
8. Verify the course, distance, speed/altitude advisory (if
displayed), and procedural leg type information of The 3 nm and 2 nm inbound distances to the
each approach leg in turn, including the missed FAF are measured along the FMS-predicted
approach procedure, pressing NEXT as required to path. These distances may not necessarily
display all legs coincide with the distance-to-go (DTG) to
the FAF displayed on the NAV screen. DTG
9. Make the selected approach and approach transition
is a direct distance to the waypoint.
active by pressing the EXEC key on the UFCP
3. At the missed approach point, if the missed approach
ENTERING THE TERMINAL AREA procedure has not been initiated, the following indica-
tions occur:
On entering the terminal area, the FMS transitions to the ter-
a. On the PFD and NAV MFD pages, a bearing
minal phase of flight.
pointer slaved to the FMS source rotates 180° to
When the radial distance from the destination airport indicate waypoint passage.
becomes less than 30 nm and the aircraft descends below b. Distance-to-go to the MAP starts to increase.
15,000 feet above airport elevation, the following indica-
c. Navigation and guidance continue along the exten-
tions occur:
sion of the final approach course.
● The required navigation perfromance value changes
from 2 nm to 1 nm.
● The FMS course deviation indicator scale changes to
1 nm. The missed approach point (MAP) is not
● The magenta ENR is replaced by a magenta TERM. It sequenced unless the pilot manually initiates
will flash for 15 seconds. the missed approach by selecting MISS APR
prompt on the NAV or LEGS page.
GPS INSTRUMENT APPROACH SELECTION
VECTORING TO FINAL APPROACH FIX (FAF)
When a valid GPS approach has been selected and loaded
into the active flight plan from the navigation database, the Air traffic control (ATC) clearance to the FAF can be han-
approach phase of flight is activated automatically 2 nm dled by converting the loaded approach into a straight-in
prior to the final approach fix (FAF), as described below: approach. This is accomplished by direct-to navigation to
intercept the inbound course to the FAF.
1. At 3 nm inbound to the FAF, the advisory message
HSI SCALE TO CHANGE is displayed on the NAV With the ACT or MOD RTE LEGS 1 page displayed:
page 1. Copy the FAF identifier to the scratchpad and move it
2. At 2 nm inbound to the FAF, with GPS approach to the TO WPT by pressing L1. The RTE MOD page
integrity (RAIM) predicted to exist at the FAF, the will appear
missed approach point (MAP), and the current aircraft 2. Enter the desired inbound course to the FAF by enter-
position, the FMS transitions automatically to the ing the course into the FMS scratchpad and move it to
approach mode, with the following indications: intercept course (INTC CRS) by pressing R6
a. Non-precision approach (NPA) advisory illumi-
nates at top of PFD. NOTE
b. HSI lateral deviation sensitivity changes from ter- The intercept course changes to large font
minal to approach phase of flight (1 nm to 0.3 nm) and is copied to the TO WPT course.
full scale.
3. Verify the course and distance of the leg to the TO
c. MISS APR prompt is displayed at the bottom right WPT, and make the direct-to intercept active by press-
LSK on the NAV page. ing the EXEC key on the UFCP, followed by W1 on
d. APR replaces TERM adjacent to the HSI and the scratchpad keys
flashes for 15 seconds.
1-135
A straight-in approach can also be created in advance by approach, or approach transition, by pressing
inserting a temporary waypoint into the route as an initial R1 or R2 on the FMS DEP/ARR page and
approach Fix (IAF) created as a place/bearing/distance way- then press the appropriate right hand LSK(s).
point based on, the FAF. On receipt of the ATC clearance, 3. Display the MOD RTE x LEGS 1 page by pressing
direct-to navigation to this temporary IAF, or to intercept LEGS on the MFD menu page
the new leg inbound to the FAF, can then be performed.
NOTE
MISSED APPROACH
The waypoints of the new approach proce-
When in the approach phase of flight, the missed approach dure are separated from the TO WPT by a
can be initiated at any time by: route discontinuity.
1. Selecting MISS APR (Lower Right LSK) on the NAV 4. Initiate navigation to the first waypoint of the new
page or initiating direct-to navigation to any way- approach procedure by direct-to navigation, with or
point without an intercept, as required by the clearance
When a missed approach is initiated: 5. Verify the course and distance of the new approach
procedure legs, pressing PREV or NEXT as required
● The FMS reverts to the terminal phase-of-flight
6. Make the new approach procedure active by pressing
● NPA annunciator extinguishes when configured
the EXEC key on the UFCP
● MISS APR prompt (R6) disappears from the NAV
page NOTE
● NO APPR INTEGRITY alert message disappears (if Execution of the new approach procedure
displayed) causes all remaining waypoints of the current
● On the NAV STATUS page, RNP value changes from missed approach procedure to be deleted,
0.3 nm to 1.0 nm except the active waypoint. If automatic leg
● On overflying the MAP, navigation and guidance sequencing from the active waypoint to the
sequences to the first waypoint of the missed first waypoint of the new approach proce-
approach procedure dure is desired, simply close up the route dis-
continuity by copying the first waypoint of
NOTE the new approach procedure to the scratch-
pad and pressing L2. Make the new route
Although all missed approach legs are avail- active by pressing the EXEC key on the
able for review on the FMS LEGS page, they UFCP.
will not be displayed on the NAV MAP until
the missed approach is initiated. HANDS ON THROTTLE AND STICK CONTROLS
(HOTAS)
Navigation and guidance for the missed approach procedure
is provided in the normal fashion, including the holding pat- The HOTAS system (Figure 1-13 and Figure 1-87) consists
tern at the missed approach holding fix (if coded in the nav- of switches located on the power control lever and control
igation database), except that manual leg sequencing may be stick grip. The speed brake switch, COM1/COM2 switch,
required for legs with alititude terminations. rudder trim, interphone key/mute, range, cage/uncage,
weapon sub-mode, wingspan/man depression, and target
NEW APPROACH AFTER A MISSED APPROACH designate switches are located on the power control lever.
The elevator/aileron trim switch, the trim interrupt switch,
With the ARRIVALS page 1 displayed:
nose wheel steering switch, master mode, weapon release,
1. Delete the ACT approach by pressing R1. All and detent switches are located on the stick. Front- and rear-
approaches and runways are displayed cockpit HOTAS switches and controls work identically,
2. Select the desired approach (and transition) by press- unless otherwise specified. Figure 1-87 identifies the func-
ing the appropriate right hand LSK(s) tions that are available with the HOTAS. Figure 1-13 and
Figure 1-26 provides an illustration showing the location of
NOTE each switch.
If the same approach is to be flown a second

time, delete and reselect the existing
1-136 Change 1
Name Description Function
PCL (Throttle) Controls
Speed Brake Switch 3-position switch, Aft/Center/Fwd, Control the rear fuselage speed brake ac-
spring-loaded to center off tuator
COM1/COM2 Transmit Switch 3-way momentary toggle with center off Press-to-transmit switch for use with the
UHF and VHF transmitters
Target Designator Control (TDC) 2-axis slew transducer with pushbutton Control cursor X-Y slewing and target
designation
Weapons Sub-Mode Select Switch Pushbutton Changes weapons submodes
Wingspan/Man Depression Potentiometer Wingspan/manual depression
Rudder Trim Switch 3-Way momentary toggle with center off Manually trim left or right rudder
Range Select Switch Pushbutton Alternate action toggles the air-to-air

manual in range distance between 1400
and 700 feet
ICS/Mute Switch Pushbutton Transmit ICS in cold microphone and

mute external audio. Mute external audio
signals in hot microphone
Cage/Uncage Pushbutton Displays MSL reticle and seeker caged

symbology in the HUD
Stick Controls
Elevator/Aileron Momentary 4-way trim with center off Control aileron and/or aileron trim actua-
tor
Bomb/Rocket Release Pushbutton Release or firing of pylon-carried weap-

ons
Gun-Firing Trigger Trigger switch - 2 detent position Detent 1: Initiates recording on the DVR
Detent 2: Command gun firing of the
programmed burst on selected station
Nose Wheel Steering/Target Des- Pushbutton With weight on wheels, engages/disen-

ignate gages NWS
*With weight off wheels, commands
designation of the current steer-to point
and HUD target designation symbology.
Master Mode Selector 4-way toggle forward, aft, down, and Navigates master modes NAV, A/A, and
springloaded to center raised position A/G
with pushbutton
Trim Interrupt Pushbutton Interrupts power to trim actuator
Figure 1-87. HOTAS Throttle Control Switches
Change 1 1-137
The HOTAS ( FWD and AFT cockpits) provides aircrew: COM1/COM2 TRANSMIT
● Master mode and (simulated inventoried) weapon and The COM1/COM2 transmit switch (Figure 1-13) is a
submode selection momentary on, three-way (spring-loaded center off) switch,
● Target wingspan and manual reticle settings located on the inboard face of the throttle grip. Upward
● A/A manual range selection (reticle) adjustment movement of the COM1/COM2 transmit switch transmits
on the frequency selected for COM1 for as long as the
● A/G target designation and slew functionality switch is held up and downward movement of the switch
● Training missile cage/uncage (real missile cage/ transmits on the frequency selected for COM2 for as long as
uncage interface is a growth feature) the switch is held down.
● Weapon release commands
Control Stick
Power Control Lever
NOSE WHEEL STEERING/TARGET DESIGNATE
SPEED BRAKE The nose wheel steering (NWS)/target designate (TD)
The speed brake switch (Figure 1-13) is a momentary on, switch (Figure 1-26) is a momentary on pushbutton, located
three-position slide (forward, aft or spring-loaded center on the lower forward face of the control stick. With weight
off) switch, located on the inboard face of the throttle grip. on wheels, initial depression of the NWS pushbutton will
Aft activation of the speed brake switch extends the speed engage NWS and illuminate the NWS cockpit advisory
brake and forward activation of the speed brake switch light. Subsequent depression of the NWS pushbutton disen-
retracts the speed brake. gages NWS and extinguishes the NWS cockpit advisory
light. Once airborne, depression of the TD pushbutton,
ICS/MUTE regardless of master mode, will command designation of the
current steer-to point, if not already designated and will
The ICS switch (Figure 1-13) is a momentary on pushbut- command display of TD associated HUD target designation
ton, located on inside face (slightly forward) of the throttle symbology and TSD target designation symbology. The
grip. The ICS switch is also referred to as the mute switch. active waypoint will not switch to target if a target solution
When the VOX control is rotated full counter-clockwise is not possible; e.g. no waypoint elevation. In this case,
(hot mic), depressing the FWD or AFT cockpit interphone depression of the NWS/TD button will have no effect on the
key/mute pushbutton mutes all external incoming audio. active waypoint or associated HUD display. Subsequent
When the interphone control switch is set to cold micro- depression of the TD pushbutton will command removal of
phone depressing the front or rear cockpit interphone key/ the current target designated condition, and will command
mute pushbutton mutes all external incoming audio and removal of display of the TD-associated HUD target desig-
keys the interphone in that cockpit. nation symbology and TSD target designation symbology.
RUDDER TRIM TRIM INTERRUPT

The rudder trim switch (Figure 1-13) is a momentary on, Depression of the trim disconnect pushbutton (Figure 1-26)
three-way rocker switch (left side in, right side in or spring- will result in an interruption to the power supplied to all trim
loaded center off), located on the forward face of the throttle actuators and disengagement of the trim actuators. Release
grip. There is a noticeable detent between the center off of the trim disconnect pushbutton will result in resumption
position and the two side-in switch positions. Depression of of power supply to all trim actuators.
the left side of the rudder trim rocker switch results in the
nose of the aircraft trimming to the left for as long as the ELEVATOR/AILERON
switch is depressed. Depression of the right side of the rud-
der trim rocker switch results in the nose of the aircraft trim- Forward activation of the elevator/aileron trim switch (Fig-
ming to the right for as long as the switch is depressed. ure 1-26) results in nose down trim of the aircraft. In a simi-
Releasing the rudder trim rocker switch from either lar manner aft, left or right activation of the switch will
depressed position results in the rudder trim maintaining its result in nose up, left wing down or right wing down trim of
current position. The rear-cockpit rudder trim overrides any the aircraft. Releasing the trim switch from any action posi-
trim input from the front-cockpit. tion will result in the trim maintaining the current position.
The AFT cockpit aileron/elevator trim switch overrides any

trim input from the FWD cockpit.
1-138 Change 1
HEAD UP DISPLAY (HUD) data symbology. The airspeed scale, altitude scale, vertical
velocity indicator, heading scale, bank scale, bank indicator,
NOTE and sideslip indicator provide aircraft performance data
symbology.
The Head Up Display is not certified as a pri-
mary source of information under instru-
AIRCRAFT/WATERLINE PITCH REFERENCE
ment flight rules.
The aircraft/waterline (WL) pitch reference is displayed
The HUD (FWD cockpit) (Figure 1-3) and HUD Repeater
when the landing gear is down or when master mode is NAV
(right MFD only) provide display of: aircraft flight, naviga-
and one of the following conditions is true:
tion, and tactical data; simulated weapon inventory/status
indication; ARM/SAFE/SIM condition; fixed steering cue/ 1. The UFCP pitch reference is set to WL
reference for non system-aided weapon employment (man- 2. The UFCP pitch reference is set to climb dive marker
ual delivery); and, A/A (air-to-air) and A/G (air-to-ground) (CDM) and the CDM has failed
armament weapon employment solution/steering com-
mands. The aircraft/waterline pitch reference is an extension of the
aircraft longitudinal axis or waterline. The waterline pitch
The MFD HUD repeater page replicates the HUD FWD reference represents the reference for the pitch ladders in
cockpit display. The HUD repeater page is intended prima- HUD pitch reference mode.
rily for the pilot in the AFT cockpit but it is accessible on
the right-most MFDs in both FWD and AFT cockpits. The waterline pitch reference symbol is displayed when
requested by the pilot through the UFCP by pressing the
There are three master modes of operation: Navigation SYS-DISPLAY-HUD hardkey and also in situations where
(NAV), A/A and A/G. The controls, displays, and the avion- there is no other reference point for the HUD symbology
ics equipment operation are tailored to be a function of the (e.g., climb dive marker is invalid or decluttered).
master mode that the pilot has selected. The amount of
information presented on the HUD is dependent upon the FLIGHT PATH MARKER
master mode selection and the HUD declutter level selec-
tion. The flight path marker (FPM) (Figure 1-88) is shown in all
master modes. A full size FPM is displayed when the UFCP
The cues provided on the HUD to facilitate pilot situational pitch reference mode is set to WL. A reduced size FPM is
awareness are: displayed when the UFCP pitch reference is set to CDM.
1. Flash - Flashing is used for time critical alert informa-
If strong crosswinds are encountered, the FPM may drift
tion or indicate the symbol has exceeded the HUD
towards the edge of the HUD total field of view (TFOV).
FOV.
Even in the strongest crosswind, the FPM will remain in the
2. Limit Cross – a limit cross is presented on the HUD in HUD TFOV. Rather than drift off the edge of the HUD, the
conjunction with the symbol to alert the pilot that the FPM will flash indicating that it has been limited.
symbol has exceeded the FOV of the HUD display.
The FPM may be caged to eliminate the drift effect of FPM
The HUD does not have the ability to show colors or OFF lateral positioning. To cage the FPM, set the HUD text win-
flags. If a symbol is valid, it will be displayed. If the signal dow and FPM cage switch on the UFCP to cage in the front
is invalid for any reason, it is either not displayed, or cockpit. If the HUD pitch reference mode is CDM, the FPM
replaced with an X. will be caged to the CDM. If the HUD pitch reference mode
is WL the FPM will be caged to the center of the climb dive
The HUD Format may be set to either F/A-18 display, or
ladder. Caging the FPM has no effect when the master mode
Tape display shown in Figure 1-88. This configuration
is A/G.
option affects the display of airspeed scale, altitude scale,
and vertical velocity scale symbology on the HUD. Config-
CLIMB DIVE MARKER
uration changes can be made by maintenance personnel.
The climb dive marker (CDM) (Figure 1-88) displays the
Flight Data Symbology current climb/dive angle of the aircraft when read against a
climb dive ladder (the CDM, itself, acts as the reference
The HUD basic flight data displays are comprised of a com-
symbol for the climb dive ladder). The CDM is free to move
bination of aircraft control and performance data symbol-
along the vertical axis within the limit of the HUD TFOV to
ogy. The waterline pitch reference, flight path marker, climb
present the climb/dive angle accurately. If the aircraft’s cur-
dive marker, and climb dive ladder provide aircraft control
rent flight path angle would place the CDM outside the ver-
Change 1 1-139
Tape Display
F/A-18 Display
Figure 1-88. Head Up Display (HUD)
1-140 Change 1
tical TFOV of the HUD, the CDM is limited (caged) to

remain visible within the HUD TFOV. When the CDM is
limited, it is drawn with broken lines.
CLIMB DIVE LADDER
The climb dive ladder (CDL) (Figure 1-88) is ground stabi-

lized such that the view through the HUD is always confor-
mal to the outside world. Climb/Dive bars are drawn at BANK / SIDESLIP INDICATOR BANK INDICATOR ONLY,
SHOWING NO SIDESLIP WITH INVALID
every 5° pitch increment and are drawn as solid lines while SIDESLIP DATA
dive bars are drawn as dashed lines, with the ends of the
climb/dive bars angled toward the horizon line. Additionaly,
dive bars are drawn slanted by one half the dive angle they
represent such that they form a series of chevrons pointing
towards the nearest horizon. A zenith symbol is drawn at the BANK / SIDESLIP INDICATOR BANK / SIDESLIP INDICATOR
90° nose up position with an extended leg pointing towards SHOWING SLIP IN
A LEFT TURN
SHOWING SKID IN
A LEFT TURN
the nearest horizon. A nadir symbol is drawn at the 90° nose
PN01D
down position with a line pointing towards the nearest hori- 100302AA.AI
zon.
The true horizon line is used with the CDL at the zero
climb-dive angle position to provide a horizontal reference Figure 1-89. Sideslip
point. When the landing gear is up, the true horizon line is
drawn in between the airspeed scale and the altitude scale. When a slip is occurring, the sideslip indicator shifts to the
When the landing gear is down in the NAV mode, the true inside of the turn relative to the lubber line. When a skid is
horizon line widened to cover the entire HUD primary field occurring, the sideslip indicator shifts to the outside of the
of view (PFOV), see Figure 1-88. turn relative to the lubber line. When flight is perfectly coor-
dinated (no slip and no skid) the sideslip indicator is per-
BANK ANGLE SCALE AND BANK ANGLE fectly aligned on the lubber line.
INDICATOR Figure 1-89 shows slip and skid in a left turn, as well as no
The bank angle scale and bank angle indicator (Figure 1-88) sideslip and invalid sideslip symbology.
are shown in the NAV master mode and provides the pilot
with a bank angle reference. Tick marks at ±10°, ±20°, F/A-18 AIRSPEED SCALE
±30°, and ±45° are displayed continuously. The bank angle The F/A-18 configuration airspeed scale (Figure 1-88) is
indicator is comprised of an inverted triangular arrow sym- shown in all master modes when the HUD configuration is
bol, which points to the center of the earth when the bank F/A-18 and the F/A-18 configured airspeed scale is posi-
angle is less than 47°. When the bank angle is greater than tioned on the left side of the HUD. The F/A-18 airspeed box
47°, the bank angle indicator is limited to a position of 47°. surrounds the airspeed readout.
SIDESLIP INDICATOR The F/A-18 airspeed scale displays an indication of the

source of the airspeed: blank for indicated airspeed; T for
The sideslip indicator and lubber line (Figure 1-89) are true airspeed; and G for ground speed.
shown in the NAV master mode. The sideslip indicator and
lubber line are located directly below the 0° bank angle indi- The F/A-18 airspeed reference, located below the F/A-18
cator. airspeed box, consists of a tick mark and an upward-pointed
arrowhead. The tick mark represents the reference airspeed.
The sideslip symbology is comprised of the lubber line, a The arrowhead, when read relative to the tick mark, indi-
stationary triangular-shaped upper arrow symbol, the side- cates the aircraft’s airspeed relative to the reference air-
slip indicator, and a trapezoidal-shaped lower symbol. speed. When the arrowhead is to the right of the tick mark,
The sideslip indicator indicates the magnitude and direction the actual aircraft indicated airspeed is too fast. When the
of aircraft slip or skid, when read against the stationary lub- arrowhead is to the left of the tick mark, the actual aircraft
ber line. indicated airspeed is too slow. The F/A-18 airspeed refer-
ence can show a maximum difference of ±30 knots, +30
knots at the right edge of the F/A-18 airspeed box, and -30
Change 1 1-141
knots at the left edge of the F18 airspeed box. If the differ- cal velocity readout provides a numeric readout of the air-
ence is greater than 30 knots, the arrowhead will be held craft's current vertical velocity in units of feet per minute.
against the appropriate edge.
TAPE VERTICAL VELOCITY INDICATOR
TAPE AIRSPEED SCALE
The tape configuration vertical velocity indicator is shown
The tape airspeed scale (Figure 1-88) is shown in all master (Figure 1-88) in NAV master mode and is positioned at the
modes when the HUD configuration is tape. The airspeed right side of the HUD, to the left of the tape configuration
scale is positioned on the left side of the HUD and an air- altitude scale such that the vertical velocity tape's 0 feet per
speed pointed box surrounds the tape configuration airspeed minute tick mark is aligned with the altitude lubber line.
readout. The vertical velocity tape consists of a stationary vertical
±2000 feet-per-minute scale with major ticks at 0 feet per
The tape airspeed scale displays an indication of the source minute and each 1000 feet per minute position; and, minor
of the airspeed: blank for indicated airspeed; T for true air- ticks at each 500 feet per minute position. The tape config-
speed; and G for ground speed. ured vertical velocity arrow, when read against the vertical
The airspeed tape consists of a moveable linear vertical tape velocity tape, indicates the aircraft's current vertical veloc-
with a 150-knot scale +/-75 knots from the value at the lub- ity.
ber line, major ticks at each 50 knots of airspeed, and minor
ticks at each 10 knots of airspeed. The airspeed tape is posi- ANGLE OF ATTACK
tioned such that reading the airspeed lubber line against the The angle of attack numeric (Figure 1-88) is shown in all
moving airspeed tape indicates the aircraft's current air- master modes when the landing gear is up and is located in
speed. The airspeed reference consists of a left-pointing the lower left quadrant of the HUD, above the mach number
caret to the right of the airspeed tape minor tick marks and symbology. The angle of attack readout indicates the current
the caret indicates the reference airspeed when read against aircraft angle of attack in units.
the airspeed tape. The airspeed reference caret can only be
displayed within the displayed airspeed scale range of +/-75 The angle of attack bracket (Figure 1-88) is shown in NAV
knots of the lubber line airspeed value. If the reference air- master mode when the landing gear is down. The angle of
speed is greater or less than 75 knots of the lubber line, the attack bracket is drawn relative to the:
caret will be held against the appropriate border edge. ● FPM when the UFCP Pitch Reference is set to WL.
F/A-18 ALTITUDE SCALE ● CDM when the UFCP Pitch Reference is set to CDM.
● Waterline if the FPM/CDM is not displayed due to
The F/A-18 altitude scale (Figure 1-88) indicates the air- failure.
craft’s altitude and the altitude readout provides a numerical
readout of the aircraft’s current baro-corrected altitude in BARO CORRECTION READOUT
feet.
The baro correction readout (Figure 1-88) is shown in all
TAPE ALTITUDE SCALE master modes when the barometric correction setting was
last modified less than 5 seconds ago. The readout is posi-
The tape altitude scale (Figure 1-88) is shown in all master tioned in the lower right quadrant of the HUD above the
modes and is on the right side of the HUD. radar altitude symbology and indicates the current pilot-set-
The altitude tape consists of a moveable linear vertical tape table barometric altitude correction value. The readout may
with a 1500-foot scale; major ticks at each 500 feet of alti- be in units of IN HG or HPA depending on the selection of
tude, and minor ticks at each 100 feet of altitude. The alti- UFCP barometric correction setting units, with the ranges of
tude tape is positioned such that reading the altitude lubber 27.00 to 32.00 and 915 to 1083 respectively.
line against the moving altitude tape indicates the aircraft's
current baro-corrected altitude. COURSE DEVIATION INDICATOR
The course deviation indicator (CDI) (Figure 1-88) is dis-

F/A-18 VERTICAL VELOCITY INDICATOR played in the NAV master mode when the NAV source is
The F/A-18 vertical velocity readout (Figure 1-88) is shown either FMS or VOR with a course selected.
in NAV master mode and is positioned at the right side of The CDI is comprised of the CDI arrow and CDI scale and
the HUD above the F/A-18 altitude scale. The F/A-18 verti- is drawn relative to the CDM. When the CDM position is
1-142 Change 1
invalid or decluttered, the CDI is positioned relative to the referenced vertically to the FPM (or waterline pitch refer-
waterline pitch reference. ence). A glideslope deviation bar positioned above the FPM
(or waterline pitch reference) indicates low on glideslope. A
The CDI displays the orientation of the selected course with glideslope deviation bar positioned below the FPM (or
respect to current heading, and the magnitude and direction waterline pitch reference) indicates high on glideslope.
of any lateral deviation from the selected course to the FMS
waypoint or VOR. The localizer deviation bar provides horizontal reference
information to the pilot through the indication of the magni-
The CDI arrow rotates so as to point in the direction of the tude and direction of the aircraft’s horizontal deviation from
selected course relative to the current heading, based on a the desired course. The localizer deviation bar is positioned
God’s eye view similar to the CDI of the primary flight dis- so that the center of the localizer deviation bar remains rela-
play. The position of the CDI arrow is relative to the dis- tive to FPM (or waterline pitch reference). A localizer devi-
placement of the CDI on the PFD, however, if the aircraft is ation bar left of the FPM (or aircraft reference) position
less than 1/2 dot left or right of the selected course/track, the indicates the localizer course is to the left of the flight path.
dot displacement scales are not displayed. When the aircraft A localizer deviation bar right of the FPM (or aircraft refer-
position is more than 1/2 dot left or right of the selected ence) position indicates the localizer course is to the right of
course/track, the HUD CDI only displays the scale refer- the flight path.
ence dots on the side corresponding to the deviation.
HEADING SCALE
STEERPOINT/NDS TARGET DESIGNATOR
The common heading scale symbology (Figure 1-88) indi-
The steerpoint/NDS target designator is shown in Figure 1- cates the aircraft’s current magnetic or true heading. The
88. [The target designator indicates the location of the cur- common heading scale symbology is comprised of:
rent ground-stabilized ground target, which is either an
FMS TO waypoint that has been designated as a target (pre- ● The heading lubber line/true heading indicator, when
sented as a square), or a visual designated target (presented read against the heading scale marks, indicates the air-
as a diamond)]. craft's current true or magnetic heading, as indicated
by the type of the heading lubber line/true heading
INSTRUMENT LANDING SYSTEM (ILS) indicator displayed. When the compass reference set-
ting data is MAG, the heading lubber line/true head-
The instrument landing system (ILS) (Figure 1-88) is shown ing indicator is drawn as a pilot-oriented caret below
in the NAV master mode when the NAV submode is the heading scale. When the compass reference set-
selected and the navigation source is LOC. The ILS devia- ting data is TRUE, the heading lubber line/true head-
tion bars are referenced relative to the FPM on the HUD. If ing indicator is drawn as a pilot-oriented T character
the FPM is not displayed, the ILS deviation bars are posi- below the heading scale as shown in Figure 1-88.
tioned relative to the CDM. If the CDM is not displayed, the ● Heading scale marks with numerics - Provides a mov-
ILS needles are positioned relative to the waterline pitch ing scale upon which the aircraft's current heading
reference. and great circle steering indication can be read.
The ILS needles are composed of the glidescope deviation ● Heading steer-to-point course indicator - The heading
bar and the localizer deviation bar. waypoint course indicator indicates the great circle
wind-corrected steering course to the FMS waypoint.
NOTE When the waypoint is within the displayed heading
scale range, the heading waypoint course indicator is
The HUD ILS deviation bars provide a rep-
drawn as a pilot-oriented solidly drawn vertical rect-
resentation of aircraft position relative to
angle, positioned below the heading scale at the way-
glideslope and localizer in the same manner
point’s heading. When the waypoint great circle wind-
as the PFD. It is not a flight director.
corrected course data is outside the displayed heading
The glideslope deviation bar provides vertical reference scale range, the heading waypoint course indicator is
information to the pilot through the indication of the magni- drawn as a pilot-oriented solidly drawn horizontal
tude and direction of the aircraft’s vertical deviation from rectangle, positioned to the left or right of the heading
the desired glide path. The glideslope deviation bar is posi- scale, at the side indicating the shortest direction of
tioned so that the center of the glideslope deviation bar is turn to reach the waypoint.
Change 1 1-143
NOTE and a boxed four-digit number indicating the current radar

altitude in units of feet. When the radar altimeter is produc-
The steer-to-point indicator will show the ing data that is labeled as failed, the radar altitude readout is
wind-corrected great circle course to the next comprised of the character R followed by four X characters
FMS waypoint regardless of navigation in the box and the radar altitude symbology is blanked under
source in use. any of the following conditions (similar to the PFD):
● Heading designated target course indicator - The ● Radar Height data is greater than 2500 or less than 0
heading designated target course indicator indicates
● Aircraft pitch angle is greater than 15° from the hori-
the great circle wind-corrected steering course to the
zontal
designated target. When the target’s heading is within
the displayed heading scale range, the heading desig- ● Aircraft bank angle is greater than 30° from the hori-
nated target course indicator is drawn as a pilot-ori- zontal
ented vertical diamond, positioned below the heading
scale at the great circle steering heading value. When SUBMODE MNEMONIC
the target’s heading is outside the displayed heading
The submode mnemonic is shown when the master mode is
scale range, the heading designated target course indi-
NAV or A/G. When in NAV master mode, with NAV source
cator is drawn as a pilot-oriented horizontal diamond,
as FMS, the submode mnemonic will read FMS. When in
positioned below and to the left/right side of the head-
NAV master mode, with navigation source data VOR or
ing scale, at the side indicating the shortest direction
ILS, the submode mnemonic will read nn.n VOR (ILS),
of turn to reach the target.
where nn.n is the distance from DME data in units of nauti-
cal miles. When distance from DME data is greater than
NOTE 99.9 nautical miles, a distance from DME data value of 99.9
The heading designated target course indica- nautical miles is shown.
tor will continue providing reference to the
designated target so long as the target is des- SYSTEM/ELAPSED TIME
ignated, regardless of whether or not the tar-
get is the active waypoint in the FMS. The system/elapsed time symbology (Figure 1-88) is shown
in all master modes when the UFCP-controlled timer activa-
MACH NUMBER tion state is started, otherwise, the system time is shown.
The system time indicates the current UTC (Zulu) time and
The mach number readout (Figure 1-88) is shown in all the elapsed time indicates the current elapsed (stopwatch)
master modes. The mach number readout is positioned in time, which is controlled via the UFCP. The elapsed time
the lower left quadrant of the HUD, above the normal G and readout is comprised of the UFCP-controlled count up time
below the angle of attack numeric symbology and indicates data in units of minutes and seconds. When the count-up
the current aircraft mach number. timer reaches 99 minutes and 59 seconds, the HUD elapsed
time readout displays 99:59 until the timer is reset via the
MAXIMUM G UFCP. The elapsed time readout is controllable from either
the front cockpit or the rear cockpit UFCP.
The max G readout (Figure 1-88) is shown in all master
modes. The max G readout indicates the maximum positive HUD Repeater
aircraft G’s obtained since the last G meter reset on PFD.
When the maximum G value is greater than 9.9, a value of The FWD cockpit head up display (HUD) is replicated in
9.9 will be displayed. the cockpit through the MFD HUD repeater page. The HUD
repeater page is intended primarily for the pilot in the AFT
NORMAL G cockpit but it is accessible on the right-most MFD in both
FWD and AFT cockpits. The IAC accepts a live video input
The normal G readout (Figure 1-88) is shown in all master from the HUD camera, which replicates the straight-ahead
modes. The normal G readout indicates the current aircraft view outside of the cockpit as seen by the pilot at the front
body normal acceleration in units of G's. When the aircraft station. The IAC then overlays the camera video with HUD
acceleration value is greater than 9.9, a value of 9.9 is used. symbology, creating a video overlay for display on its HUD
repeater page. HUD symbology on the HUD repeater is pre-
RADAR ALTITUDE sented in yellow to improve contrast with regard to the
The radar altitude readout (Figure 1-88) is shown in all mas- recorded video.
ter modes. The radar altitude readout consists of the letter R
1-144 Change 1
Pressing LSK L4 (HUD RPTR) on page 2 of the RH MFD Pressing LSK L4 on the left, center, or right MFD menu
MENU will display the HUD repeater page. page, displays the TSD and will present a scaleable plan
view of the key elements required for tactical navigation and
HUD Declutter Level for enhanced situational awareness. The TSD provides
information with respect to aircraft orientation, waypoints,
When the HUD declutter selection is changed (via the ground-based radio navigation aids, targets, and areas of
UFCP), the change shall be reflected in both crew stations operational significance to ensure that mission execution is
(front and aft). The table below shows what symbology can safe and effective and is intended to be used in conjunction
be decluttered depending on the declutter level. with the HUD. In addition to the TSD primary plan view
page, the TSD provides controls to access display declutter
functions and route editing.
Declut- Information Removed From the HUD Display
ter Waypoint Information Display
Level The waypoint information display (Figure 1-90) operates
0 None the same as in the NAV display.
1 Course Deviation Indicator Tactical Situation Map

Max G
Normal G The basic components of the map display are very similar to
F/A-18 Airspeed Scale Symbology (Not Read- the components of the NAV display when the map display is
out) in the center (CTR) format. There are changes to some of
F/A-18 Altitude Scale Symbology (Not Read- the basic components when the map display is in the de-
out) center (DCTR) format.
Tape Config Airspeed Scale Symbology (Not
Readout) COMPASS ROSE
Tape Config Altitude Scale Symbology (Not The compass rose (Figure 1-90) of the TSD (in the CTR dis-
Readout) play format), is located in the center of the display, and con-
2 (Plus Mach Number sists of markings at 30° increments (N, E, S, W at 0°, 90°,
all of Bank Scale 180°, and 270° respectively, and number markings without
declut- Distance To Steerpoint 2 trailing zeros at all other 30° increments) and major gradua-
ter 1) Distance To Target tions at 10° increments (small white filled circles). The
Heading Scale compass rose also has two tick marks on the outside of the
Radar Altitude circle at 30° from the top of the circle on either side. Finally,
Submode Mnemonic 2 the compass rose contains an aircraft representation symbol
System/Elapsed Time located at its center.
F/A-18 Vertical Velocity Indicator Symbology Pressing the lower left LSK changes the TSD display to the
Tape Config Vertical Velocity Indicator Sym- DCTR format (Figure 1-91). The compass is displayed as a
bology 90° arc instead of the full rose. This 90° arc is expanded to
fill the available space on the display, and also includes
TACTICAL SITUATION DISPLAY (TSD) additional minor graduations at 5° increments (white dots).
NOTE In both CTR and DCTR formats, the compass rose orienta-
tion can be toggled between heading up (HDG UP) and
The tactical situation display is not to be track up (TRK UP) using the control at the lower right LSK,
used as a sole source of navigation informa- which also displays the current orientation selection. When
tion. Cross-check of the PFD and NAV pages the orientation selection is HDG UP, the compass rose
is required as a minimum. rotates so that the top of the scale indicates the current air-
craft heading, and the aircraft representation symbol points
The tactical situation display (TSD) (Figure 1-90) is an
directly at the top of the scale. When the orientation selec-
MFD page that enables the pilot to understand the tactical
tion is TRK UP, the compass rose rotates so that the top of
scenario data in a single, integrated picture.
the scale indicates the current aircraft ground track, and the
aircraft representation symbol rotates so that it faces the
Change 1 1-145
Figure 1-90. Tactical Situation Display (TSD)
1-146 Change 1
Figure 1-91. Tactical Situation Display (TSD) DCTR Format
Change 1 1-147
point on the compass rose that corresponds to the current indicates the bearing from the aircraft to the active FMS
aircraft heading. waypoint. When the map display format is DCTR, the head
or tail of the bearing pointer is only displayed if it is point-
HEADING READOUT ing to a value within the 90° range shown.
When the compass orientation (Figure 1-90 and Figure 1- GROUND TRACK POINTER
91) selection is HDG UP, the heading readout operates the
same as the heading readout in the PFD. When the compass The ground track pointer (Figure 1-90) operates the same as
orientation selection is TRK UP, the heading readout is not the ground track pointer in the NAV when the orientation
displayed. selection is HDG UP. When the orientation selection is TRK
UP, the ground track pointer is not displayed.
HEADING BUG
HEADING POINTER
When the map display is in the CTR display format, the
heading bug (Figure 1-90) operates the same as the heading The heading pointer consists of a white line drawn across
bug in the PFD. When the map display is in the DCTR dis- the compass scale. It is only shown when the orientation
play format (Figure 1-91), the heading bug operates the selection is TRK UP and it indicates the current heading of
same as the heading bug in the PFD except that when the the aircraft on the compass scale.
bug is not in the 90° arc range, half of the bug is displayed at
the end of the arc in the direction of the shortest turn to CURRENT RANGE
bring the bug into view. A digital readout is also added
beside the half-bug display to indicate the selected heading. The current map display range (Figure 1-90 and Figure 1-
Also note that the heading select caption for entry of the 91) is shown at LSK R3 and R4 with the caption RNG on
selected heading is not displayed on the TSD; entry of the the compass rose, arc and rose plan page. Pressing R3 and
selected heading must be accomplished using the shortcut R4 cycles the display through the available range options 5,
on the PFD or directly on the UFCP. 10, 20, 40, 80, 160, and 320 nm.
BEARING POINTERS ROUTE
The bearing pointers (Figure 1-90 and Figure 1-91) operate Routes are shown on the TSD as a series of waypoints con-
the same as the bearing pointers in the PFD except for the nected by solid green lines. The active waypoint and flight
following differences: plan legs are displayed in green, and all other flight plan
waypoints are displayed in white. Route waypoints and legs
1. In the DCTR display format, the head or tail of the that are outside of the compass rose (or compass arc) are not
pointer is only displayed if it is pointing to a value displayed.
within the 90° range shown.
2. If the current navigation source for either bearing TARGET SYMBOL
pointer is FMS, then that bearing pointer is not dis-
played. The target symbol is used on the TSD to indicate when a
particular waypoint or location has been designated as a tar-
The selection of the navigation source and display of navi- get. It appears as shown in Figure 1-90 and Figure 1-91, and
gation source information for the bearing pointers also oper- is always oriented upright.
ates the same as the PFD except that if FMS is selected as
the source for either bearing pointer, no navigation source BULLSEYE SYMBOL
information is displayed for that pointer.
A single bullseye symbol may be displayed on the TSD as
The FMS bearing pointer is dedicated and always indicates shown in Figure 1-90, as a standard waypoint symbol with
the bearing from the aircraft to the active FMS waypoint. an arrow originating from the center of the waypoint, point-
When the map display format is DCTR, the head or tail of ing north.
the bearing pointer is only displayed if it is pointing to a
value within the 90° range shown. WAYPOINTS
FMS BEARING POINTER Off-route Waypoints are displayed on the map display, and
these can include user waypoints (displayed using the stan-
The TSD incorporates a dedicated FMS bearing pointer dard waypoint symbol shown in Figure 1-91) or ICAO way-
(Figure 1-90 and Figure 1-91). This bearing pointer always points (displayed using standard ICAO symbology shown in
1-148 Change 1
Figure 1-92. Selective Map Display Declutter Sub-Page
Figure 1-67). The off-route waypoints nearest to the aircraft WAYPOINT INFORMATION DISPLAY
will be shown on the map display, with a maximum of 10
radio navigation waypoints, 4 airport waypoints, and 5 user The waypoint information display (Figure 1-90 and Figure
waypoints being displayed. Waypoints can also be selec- 1-91) in the TSD operates the same as the FMS waypoint
tively removed from the display using the map display information display in the NAV display.
declutter function under DATA at L4.
FUEL REMAINING READOUT
USER DEFINED AREAS The fuel remaining readout is located at the bottom center
The TSD map also includes the capability of displaying of the TSD, as shown in Figure 1-90 and Figure 1-91, and it
user-defined areas, as shown in Figure 1-90 and Figure 1- displays the amount of fuel remaining in lbs. The label
91. Up to 10 user-defined areas, which are polygons with up FUEL appears just above the fuel readout. The total fuel
to 10 sides, can be displayed on the map at any one time, display color changes to amber when the total quantity is
and if a user-defined area lies partially outside of the map 240 lbs or less.
range, only the portion inside the map range will be dis-
played. TSD Controls
A number of controls are provided on the bezel keys of the

TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) TSD to allow the pilot to control some of the information
The TCAS (Figure 1-90 and Figure 1-91) in the TSD oper- displayed or allow access to TSD sub-pages.
ates the same as the TCAS in the NAV display. Refer to the
NAV display section. SELECTIVE MAP DISPLAY DECLUTTER
The map display can be selectively decluttered using the

DATA control (Figure 1-90 and Figure 1-91) and its associ-
ated sub-page (Figure 1-92). The elements that can be selec-
Change 1 1-149
Figure 1-93. User Defined Area Sub-Page
tively removed (toggled on or off) from the display include: accomplished using the control at LSK L1, which will select
airports (AIRPORT), waypoints (USER WPT), navaids the next area in the list with each successive button press,
(NAVAID), and non-directional beacons (NDB). with the selected area being indicated with inverse text on
the SEQ number. Turning the display of a selected area on
LEGS SUB-PAGE or off is accomplished using the control at LSK L5, which
will toggle the display setting of the selected area from YES
The LEGS sub-page display, shown in Figure 1-90 and Fig- to NO or vice versa. Selecting a point to modify is accom-
ure 1-91, is located to the left of the compass rose at LSK plished in a similar way to selecting an area, except the
L2. It displays the current FMS TO waypoint identifier in selection control for a point is located at LSK R1. The
inverse text, with the desired track to the current TO way- selected point can be deleted using LSK R5 or modified
point in normal text above. Access to the FMS LEGS sub- using LSK R6. When LSK R6 is pressed, the data for the
page is obtained by pressing LSK L2. selected point is displayed on the UFCP with the latitude
north/south selection in W1, the latitude value in W2, the
USER DEFINED AREA SUB-PAGE longitude east/west selection in W3, and the longitude value
The user-defined areas shown on the TSD map can be cre- in W4. If a blank point is selected for editing, the values are
ated and modified using the user-defined area sub-page, automatically populated with the current aircraft position.
which is accessed from the TSD by pressing sequence The latitude north/south and longitude east/west selections
(SEQ) LSK R5 (Figure 1-93). The sub page allows the pilot can be toggled by pressing the W1 or W3 buttons, respec-
to select a user-defined area to modify, choose whether that tively. Data for the latitude and longitude values can be
area is displayed on the TSD or not, and select a point entered by pressing the W2 or W4 buttons, respectively, and
within that area to modify or delete. Selection of an area is then using the UFCP number keys followed by the ENT key.
1-150 Change 1
TARGET DESIGNATOR STATUS AND BUILT-IN TEST (STS/BIT)
The target designator control at LSK R2 (Figure 1-90 and The status and built-in test page provides a display of sys-
Figure 1-91) is displayed with the label WPT/TGT on two tems pass/fail status as well as providing access to detailed
lines as shown in the figure. The target designator control subsystem status, and BIT information.
appears on the TSD when there is a valid TO waypoint that
can be designated as a target or when there is a target desig- Three levels of BIT are supported by the integrated avionics
nated that can be undesignated. Pressing LSK R2 when the system:
target designator control is displayed will either designate a 1. Power UP BIT (PBIT): This is performed when the
target at the location of the current TO waypoint, or undes- power to a specific unit is turned on or recycled.
ignate the currently designated target. The waypoint is 2. Continuous BIT (CBIT): This is the primary diagnos-
required to have an elevation in its data set in order for it to tic function and does not cause subsystem interrup-
be designated as a target. tion.
HOTAS push-button press may also be used to designate/ 3. Initiated BIT (IBIT): This test, when initiated, might
undesignate a target. The target designator is removed from interrupt normal subsystem operation and may require
the display (indicating that LSK R2 key press will have no operator participation through the following action:
effect) when the HOTAS is being used to perform target a. Pressing the buttons and the switching of cockpit
designation and/or slewing of the target position. Thus, switches
HOTAS target designation and/or slewing will not be inter-
rupted. b. Listening to or sensing the response
c. Viewing test data or patterns, or other visible
ARMAMENT STATUS FIELD responses, generated inside the cockpit displays,
such as cockpit lights, instruments, MFD’s, UFCP,
The armament status field is displayed above the HDG dis- and the HUD
play, and indicates the current position of the master arm
switch. The armament status field displays ARM in STS/BIT Page
magenta or SIM in green to indicate that the master arm
switch is in the arm or simulate position. SAFE is not dis- The pilot can access the STS/BIT page by pressing L6 on
played on the TSD. page 1 of the MFD MENU page. The STS/BIT page shows
the BIT PASS/FAIL status for the COM, TCAS, IRS, RAD-
DECLUTTER MODE ALT, DME, AUDIO, and XPDR units. Further information
on the status of the LRU’s can be seen by pressing R1.
Three levels of declutter are provided on the MFD to control
the amount of information shown on the display at a given The STS/BIT page also shows the PASS/FAILED status of
time: level 0, level 1, and level 2. The declutter level can be the following non LRUs: integrated avionics computer
selected using the UFCP and the current declutter level (IAC), air data computer (ADC), engine data monitoring
selection applies to the PFD, NAV, and TSD pages. The (EDM), multifunction display (MFD), and mission systems
information that is removed from the TSD depends on status (MSS). It also gives access to the following test
which declutter level is selected, and is summarized below: pages: CNS TEST, UFCP TEST, HOTAS TEST, and MFD
TEST.
DATA TRANSFER SYSTEM/DIGITAL VIDEO

Declutter Level Information Removed From the TSD RECORDER (DTS/DVR)
Display
The DTS/DVR system enables the loading of essential mis-
0 None sion and navigation data before the flight. This system also
1 Ground Track Pointer allows the post-flight retrieval of aircraft and mission data
Ground Speed by aircrew and maintenance personnel to facilitate mission
True Airspeed debriefing and aircraft maintenance. The DTS/DVR is com-
Wind Speed and Direction posed of four independent video sources and one aircraft
data channel with the capability of time stamping.
2 (Plus all of TO Waypoint Information Display
declutter 1) The four video channels include the three front MFDs and
the HUD symbols overlayed over the HUD camera video.
The audio channel is used to record cockpit voice from the
Change 1 1-151
PN01D
100121AA.AI
Figure 1-94. Digital Video Recorder/Data Transfer System (DVR/DTS)
pilot intercom system. The DVR is capable of recording up switch. When the switch is in the DTS state, the integrated
to 120 minutes of aircraft video data. avionics system enables data transfer between the IAC and
the onboard DTS/DVR.
The recorded video and audio are time stamped from the
GPS and includes recording event markers initiated by the DTS/DVR Functionality
crew from the HOTAS. The time counter shall always be
displayed on the bottom of the screen on the following for- The pilot can access the DTS/DVR page by pressing LSK
mat (hh:mm:ss) followed by Z for Zulu time. The elapsed L5 on page 1 of the MFD MENU page (Figure 1-94).
time shall be shown when the recording starts and shall be
shown in the following format (hh:mm:ss). The DTS part of the DTS/DVR system enables the loading
of essential mission and navigation data before the flight.
DTS/DVR Unit This includes: tactical data, user data, configuration data
(student skill level), and radio data. The user can start or
The DTS/DVR transfers data from its removable mass stop the loading by pressing LSK L2. While loading is in
memory device (RMMD) to the IAC and vice versa. The progress LSK L2 will read ABORT. Pressing LSK L2 will
RMMD is inserted into the DTS/DVR during pre-flight and stop the loading in progress and the annunciator will change
is retrieved during post flight by the aircrew. back to START.
The DTS/DVR unit has two LEDs located on the front Pressing LSK L1 LOAD enables the user to toggle through
panel. The green LED labeled PWR indicates whether the the five different load options in a cyclical motion. The
unit's power supply is on or off. The yellow LED labeled options are:
END indicates when the removable mass memory device is ● TACTICAL DATA composed of threats, danger areas
full or when a fault has been detected. and the bull’s-eye
The DTS interfaces with the integrated avionics system via ● USER DATA composed of mission routes, user way-
aircraft relays externally controlled by the IAC DTS load points and targets
1-152 Change 1
● FREQUENCY DATA composed of mission radio and The major functions of the IDARS are as follows:
navigation frequencies along with associated identifi- ● Monitor, collect, process, and store flight data param-
cation features eters for mishap investigation
● CONFIGURATION DATA consisting of student skill ● Monitor, collect, process, and store structural data to
levels (basic or advanced) and A/A and A/G MFD support individual aircraft tracking (IAT) for the air-
start pages craft structural integrity program
● NAVIGATION DATA consisting of an FMS naviga- ● Monitor, collect, process, and store engine data to
tion database support the engine structural integrity program and
Pressing LSK R2 saves the maintenance data to the RMMD engine performance monitoring capabilities
for analysis. ● Monitor, collect, process, and store structural data to
support loads/environment spectra survey capabilities
NOTE
All data acquisition, record triggering, record formatting,
Saving the maintenance data to the RMMD data compression, and built-in test (BIT) functions are con-
clears the fault codes from the non-volatile trolled by software. Power for the IDARS is provided
memory in both IACs. Use caution not to through a circuit breaker, placarded FDR, located on the
over-write the RMMD fault data with a sub- battery bus circuit breaker panel in the front cockpit.
sequent "blank" file by pressing R2 twice
(and thereby lose the fault code history). Integrated Data Acquisition Recorder
DTS/DVR RECORDING A crash survivable integrated data acquisition recorder is

installed in the left avionics bay. The recorder provides
Pressing LSK R6 or pressing the red trigger button on the monitoring and acquisition of analog, strain gage (if
HOTAS initiates recording of the four channels simulta- installed), data bus, and discrete signals. Recorded IAT,
neously. The START caption is removed and replaced by structures, engine, and BIT data is stored in the data transfer
ABORT when recording is in progress. If the LSK R6 module by the recorder. The recorder also provides various
annunciator shows START, pressing the LSK R6 will start outputs for status and BIT data.
the DVR recording and the annunciator will change to
ABORT. Pressing LSK R6 when the annunciator is ABORT Data Transfer Module (DTM)
will stop the recording in progress and the annunciator will
change back to START. The data transfer module (DTM) is a solid state, portable
memory cartridge used for digital information storage load-
INTEGRATED DATA ACQUISITION RECORDING ing and retrieval. As part of the airborne IDARS, the DTM
SYSTEM (IDARS) has the primary purpose of storing IAT, structures, engine,
documentary, and BIT data in non-volatile memory.
The integrated data acquisition recording system (IDARS)
is a multifunction processing system which functions as a Data Transfer Module Receptacle (DTMR)
crash survivable flight data recorder (FDR) for mishap
recording, while simultaneously acquiring, processing, and The data transfer module receptacle (DTMR) is a perma-
storing aircraft structural integrity program (ASIP) and nently mounted receptacle for the data transfer module
engine structural integrity program (ENSIP) tracking data. (DTM). The DTMR provides the interface between the
Some aircraft also monitor and record loads/environment IDARS and the DTM. Power for the DTM and DTMR is
spectra survey (LESS) data. The data gathered by the sys- provided from the IDARS system.
tem can be used for maintenance, training, individual air-
craft tracking, structures, and powerplant usage monitoring. Recorder/Maintenance Annunciator
The IDARS includes a crash survivable integrated recorder,
A combined recorder/maintenance annunciator, placarded
a data transfer module (DTM), a data transfer module recep-
FDR, is installed near the firewall shutoff handle in the front
tacle (DTMR), a recorder annunciator, and a maintenance
cockpit. The FDR green MAINT annunciator half illumi-
connector.
nates to alert the ground crew that IDARS memory is
approximately 80% full. The FDR amber FAIL annunciator
half illuminates to notify ground crew that the recorder has
failed or requires maintenance.
Change 1 1-153
Maintenance Connector Received VHF audio volume is controlled by rotating the

audio panel COM2 knob counterclockwise to decrease the
A recorder maintenance connector is installed in the left avi- volume and clockwise to increase the volume.
onics bay to allow the ground readout equipment to down-
load IDARS information as well as ASIP, ENSIP, and LESS Pushing the frequency selector switch interchanges the
data. active and standby frequencies. Pushing and holding the fre-
quency selector switch down for 2 or 3 seconds causes the
EMERGENCY LOCATOR standby frequency, second set of numbers, to disappear
allowing the active frequency, top set of numbers, to be
TRANSMITTER (ELT) changed. The active frequency is changed by rotating fre-
The aircraft is equipped with an emergency locator trans- quency selector knobs. The outer knob tunes the tranceiver
mitter (ELT) system which includes an ELT switch panel, in frequency in 1 MHz increments and the inner knob tunes the
the front cockpit only, and an ELT transmitter mounted in frequency in 25 kHz increments. Pushing and holding the
the tailcone. switch for 2 or more seconds restores the standby frequency
display. In the event of a total display failure, pushing and
The ELT switch (Figure 1-3) has two positions, ON and holding the switch for 7 seconds tunes the transceiver fre-
ARM. The ON position is used to test the function of the quency to 121.500 MHz.
ELT transmitter, or manually activate the transmitter. The
ARM position is the normal in-flight position. With the ELT NOTE
switch in the ARM position, the system is armed to activate
Standby VHF control is turned off by push-
in the event of an impact. A transmit annunciator, placarded
ing and holding the function selector knob
XMT, illuminates when the ELT switch is set to ON, to indi-
for 5 seconds.
cate the ELT is transmitting.
An impact switch in the remotely mounted ELT transmitter LIGHTING SYSTEM

senses any impact loads and activates the transmitter. When
activated by the cockpit ELT switch, or by the impact switch INTERIOR LIGHTING
in a crash, the transmitter broadcasts on 121.5 MHz and 406
MHz with a unique downward sweeping audio tone. Power All instruments, control panels, and displays in both cock-
for the ELT comes from an internal battery. The battery pits are lighted for operation during night or reduced light
allows the ELT to transmit for at least 50 hours. conditions. Additionally, area lights are provided near the
circuit breaker panels in each cockpit. All lighting within
STANDBY VHF CONTROL HEAD the cockpits, except for the electronic displays, is blue/white
in color. All switches and placards required for safe flight
The standby VHF control head, (Figure 1-95) provides con- are also illuminated. Balanced lighting output from the
trol of VHF radio communications independent of the inte- instruments, control panels, and displays can be adjusted
grated avionics system. Pushing the function selector knob, and maintained throughout the dimmable range. Balanced
placarded PWR, turns on the VHF control head. Rotating lighting is accomplished by dimming controls for the instru-
the MODE knob to TST inhibits the automatic squelch cir- ment panel, area lighting, and side console lighting, located
cuit permitting receiver noise to be heard, which confirms on the trim control panel in each cockpit.
the receiver is operational. The TX annunciator in the upper
Instrument panel lighting is controlled by a rheostat knob
left display area indicates that VHF communications is
placarded INST. Area lighting is controlled by a rheostat
being transmitted.
knob placarded FLOOD. Side panel lighting is controlled
by a rheostat knob placarded SIDE. Knee board lights are
NOTE located on each side of the forward and aft glareshield and
When the standby VHF control head is tuned are controlled individually.
on, REMOTE will be displayed on W2 of the
UFCP NAV persistent page. To set minimum dimming, turn the instrument panel and/or
side panel dimming rheostats clockwise to ensure all elec-
The knob, placarded COM2, on the audio control panel troluminescent panels are illuminated, then adjust counter-
must be in the out position to hear the received VHF trans- clockwise until desired minimum level is set. Ensure all
missions in the headset. The VHF transmission is only panels remain illuminated.
heard in the cockpit where the COM2 knob is pulled.
1-154 Change 1
B A
CAPTIVE
FASTENERS
C
DETAIL A
CAPTIVE
FASTENERS
ACTIVE
ACTIVE FREQUENCY
ANNUNCIATOR
FREQUENCY
DETAIL B
SYSTEM NUMBER
(COM2)
TRANSMIT
ANNUNCIATOR STANDBY
FREQUENCY
FREQUENCY
SELECTOR
FUNCTION
SELECTOR
DETAIL C PN01B
091430AA.AI
Figure 1-95. Standby VHF Control Head
Change 1 1-155
Area Lighting Power for the knee board lights is provided through circuit
breakers, placarded UTIL in the front cockpit and UTIL LT
Area lighting is controlled by a dimming rheostat (FLOOD) in the rear cockpit. The circuit breakers are located on the
located on the forward left console of each cockpit. Rotation battery bus circuit breaker panel in each cockpit.
allows variable adjustment of the area lights.
Power for the area lighting is provided through a circuit EXTERIOR LIGHTING
breaker, placarded FLDT, located on the battery bus circuit The aircraft is equipped with exterior lighting (Figure 1-96)
breaker panel in each cockpit. that meets the requirements for operation of the aircraft dur-
ing night and low light conditions.
Instrument Panel Lighting
Instrument panel lighting and console lighting are con- Landing and Taxi Lights
trolled by two dimming rheostats located on the forward left The landing light is located aft and inboard of the left main
console of each cockpit. One control is for the instrument landing gear strut, and is exposed as the landing gear is
panel (INST), and the other is for the side consoles (SIDE). extended. The landing light is oriented to provide ground
Rotation allows variable adjustment of the panel lights. illumination and visibility during landing. The landing light
Power for the instrument panel lighting is provided through illuminates only when all three gear are down and locked.
a circuit breaker, placarded INST, located on the battery bus Control of the landing light is through a toggle switch, plac-
circuit breaker panel in the front cockpit, and a circuit arded LDG, located on the trim control panel in the front
breaker, placarded INST LT, located on the battery bus cir- cockpit. The landing light control switch head features three
cuit breaker panel in the rear cockpit. Power for the console bumps to assist in identifying the switch by feel. Power for
lighting is provided through a circuit breaker, placarded the landing light is provided through a circuit breaker, plac-
SIDE, located on the generator bus circuit breaker panel in arded LDG, located on the battery bus circuit breaker panel
the front cockpit, and a circuit breaker, placarded SIDE LT, in the front cockpit.
located on the generator bus circuit breaker panel in the rear The taxi light is located aft and inboard of the right main
cockpit. landing gear strut and is exposed as the landing gear is
extended. The taxi light is oriented to provide ground illu-
Utility Light mination and visibility during landing and taxi operations.
A utility light is provided on the right console of each cock- The taxi light illuminates only when all three gear are down
pit. This light can be detached and relocated to the right can- and locked. Control of the taxi light is through a switch,
opy rail for use as an area light or map light, or the light may placarded TAXI, located on the trim control panel in the
be detached as required for local illumination. The utility front cockpit. Power for the taxi light is provided through a
light is powered through a coil cord to allow freedom of circuit breaker, placarded TAXI, located on the generator
movement to any position in the cockpit. A variable dimmer bus circuit breaker panel in the front cockpit.
with an OFF position is an integral part of the utility light,
as is a selectable red lens for preserving night vision. Navigation and Anti-Collision Strobe Lights
Power for the utility lights is provided through a circuit The navigation lights include a red light installed at the
breaker, placarded UTIL, located on the battery bus circuit leading edge of the left wing tip, a green light installed at
breaker panel in the front cockpit, and a circuit breaker, the leading edge of the right wing tip, and a white light
placarded UTIL LT, located on the battery bus circuit installed at the trailing edge of each wing tip. The naviga-
breaker panel in the rear cockpit. tion lights are controlled by a switch, placarded NAV,
located on the trim control panel in the front cockpit. Power
Knee Board Lights for the navigation lights is provided through a circuit
breaker, placarded NAV, located on the generator bus circuit
Knee board lights are mounted on the front of each forward breaker panel in the front cockpit.
and aft glareshield. The knee board lights are controlled ini-
vidually. Each light is turned on when the light assembly is The anti-collision strobe lights are installed on each wing
positioned downward for usage and turned off when moved tip near the leading edge. The anti-collision strobe lights are
to the stowed position. Light intensity may be adjusted by controlled by a switch, placarded ANTI-COLL, located on
rotating the bezel assembly. Each knee board light is swivel- the trim control panel in the front cockpit. Power for the
mounted and can be repositioned for convenience. anti-collision strobe lights is provided through a circuit
breaker, placarded COLL, located on the battery bus circuit
breaker panel in the front cockpit.
1-156 Change 1
ANTI-COLLISION STROBE LIGHT ANTI-COLLISION STROBE LIGHT

RED NAVIGATION LIGHT GREEN NAVIGATION LIGHT
WHITE WHITE
NAVIGATION NAVIGATION
LIGHT LIGHT
TAXI LANDING
LIGHT LIGHT
PT01D
972357AA.AI
Figure 1-96. Exterior Lighting
Change 1 1-157
SYSTEM/LAMP TEST PANEL The aircraft has an on-board oxygen generating system
(OBOGS). The OBOGS provides each pilot with an auto-
A system/lamp test panel is located aft of the CFS handle matically regulated oxygen supply which has a slight posi-
panel on the left console panel in the front cockpit. The sys- tive pressure and no duration limitations. Oxygen is
tem/lamp test panel includes the following momentary extracted from conditioned bleed air by pressure swing
switches: absorption using a molecular sieve. The OBOGS distribu-
● A lamp test switch which illuminates LAMP TEST tion network includes a plenum which provides a limited
status messages on the EICAS display; the master supply of oxygen in the event of OBOGS failure. Duration
caution, master warn, and fire annunciators; the land- of the plenum supply is based upon cockpit pressurization,
ing gear control handle and gear lights; the transmit aircraft pressure altitude, pilot regulator settings and pilot
lights on the audio control panel; and FDR lights. A demand. If the OBOGS fails, emergency oxygen is provided
lamp test switch for the rear cockpit lamps is located by manually selecting the ejection seat oxygen supply. Seat
on the left console panel in the rear cockpit. oxygen is supplied through the CRU-60/P connector. If an
OBOGS failure occurs, the anti-suffocation valves allow the
● An auxiliary battery test switch which checks the pilot to breathe cockpit ambient air. Figure 1-97 shows a
voltage of the auxiliary battery and the AUX BAT functional schematic of the OBOGS. Control of the
light. Turn the BAT switch ON and then hold the OBOGS is provided for each cockpit with a panel-mounted
AUX BAT test switch. If the light illuminates when oxygen pressure regulator. OBOGS is powered from the hot
the switch is activated, the auxiliary battery is charged battery bus and has no pilot resettable circuit breaker.
to an acceptable level and is flight capable. If the light
does not illuminate, the auxiliary battery is at less than
50% capacity.
● An AOA system test switch which, when set to
● Inflight engine failure and/or total loss of
HIGH, configures the AOA indexers, indicator, and
electrical power will result in a loss of bleed
stick shaker indications to simulate a high AOA con-
air supply to the OBOGS concentrator and
dition. When set to LOW, the switch configures the
subsequent OBOGS failure. Emergency oxy-
AOA indexers and indicator to simulate an on-speed
gen is available by pulling the green handle
AOA condition.
on the left side of the ejection seat.
● A fire detection system test switch which tests the
condition of the fire detection system and FIRE warn- ● The OBOGS concentrator may malfunction,
ing light. If the FIRE warning light illuminates when resulting in zeolite dust in the breathing sys-
the test switch is set to either 1 or 2, the system is tem without warning illumination. Indica-
functional. tions of the malfunction include respiratory
● Altitude and landing gear irritation, coughing, or the presence of white
dust in the oxygen mask. Adequate oxygen
● Over SPD and over G concentration is still available to the pilots.
● Bingo fuel Prolonged inhalation of zeolite dust should
be avoided.
Power for the system test panel is provided through a circuit
breaker, placarded TEST, located on the generator bus cir- A warning and caution illuminates in each cockpit to indi-
cuit breaker panel in the front cockpit. cate OBOGS status. The red OBOGS FAIL warning illumi-
nates to indicate low bleed air pressure upstream of the
ON-BOARD OXYGEN GENERATING concentrator, low concentration of oxygen, or an internal
failure detected by the OBOGS BIT. Prior to engine start or
SYSTEM (OBOGS) with a loss of bleed air, the OBOGS FAIL warning illumi-
nates due to the OBOGS low pressure switch closing from
NOTE lack of bleed air pressure. The warning extinguishes once
OBOGS operation with mask down or loose the bleed air line is pressurized.
fitting may induce OBOGS fail warning. If
When first activated, the OBOGS power up BIT is initiated
OBOGS fails with mask down or loose,
and the system enters a sensor warm-up period which lasts
secure mask. If fault does not automatically
approximately 3 minutes, during which the OBOGS FAIL
clear after securing mask, perform I-BIT
warning is inhibited. After the 3 minute warm-up, the
check. If I-BIT check passes, no further
OBOGS FAIL warning illuminates if a failure is detected
action is required.
1-158 Change 2
OXYGEN ANTI-
REAR SUFFOCATION FRONT ANTI-
ELECTRICAL VALVE OBOGS FAIL OBOGS TEMP SUFFOCATION OBOGS FAIL OBOGS TEMP
(RED) (AMBER) VALVE (RED) (AMBER)
CONTENTS CONTROL
GAGE CONTROL PANEL
PANEL
EMERGENCY
OXYGEN
CONTENTS
COCKPIT BREATHING GAGE
REFERENCE REGULATOR
PRESSURE (PANEL
MOUNTED)
HIGH TEMP SWITCH LOW PRESSURE SWITCH
HEAT WATER SEPARATOR 28 VDC PLENUM
EXCHANGER
OBOGS COMPOSITION
SHUTOFF CONTROLLER
VALVE NONRETURN
VALVE
ENGINE PRESSURE
BLEED REGULATOR/ CONCENTRATOR
AIR SHUTOFF
VALVE BIT
MONITOR
LOW PPO 2
WARNING
<1> OBOGS DRAIN
DRAIN HIGH TEMP WARNING PN01D
DRAIN DRAIN 110798AA.AI
Figure 1-97. Oxygen System
during the self-test, or during operation, and remains illumi- In the event of hypoxia symptoms, or loss of cabin pressure,
nated until the failure is cleared by the self-test or by reset- the regulator can be “gang-loaded” to provide high oxygen
ting the regulators. content, pressurized breathing by placing the supply lever to
ON, the concentration lever to MAX, and the pressure lever
to EMERGENCY.
Oxygen Pressure Regulator Supply Lever

Following OBOGS deactivation or loss of
electrical power, concentration monitor acti- The supply lever has two positions, placarded ON and OFF.
vation of the OBOGS FAIL light will be When set to OFF, OBOGS electrical power and oxygen
inhibited for 3 minutes during OBOGS flow are cut off to the respective regulator. However, if the
warm-up. There is no indication of OBOGS supply lever for either regulator is ON, the OBOGS system
concentration failure status during this is operative. Both supply levers must be OFF to disable the
warm-up period. The low pressure switch OBOGS system.
will still activate the OBOGS FAIL warning
during the warm-up period. Oxygen Pressure Regulator Concentration Lever
If the temperature in the OBOGS ducting exceeds 200 °F, The concentration lever has two positions, placarded NOR-
the OBOGS TEMP caution illuminates. MAL and MAX. When the lever is set to the NORMAL
position, the regulator directs the OBOGS concentrator to
OXYGEN PRESSURE REGULATOR provide the proper oxygen concentration for the present alti-
tude. Oxygen concentration with the lever in NORMAL
A panel-mounted oxygen pressure regulator (Figure 1-98) is
position ranges from 25 to 70% for altitudes from sea level
installed on the right side console of each cockpit. Each reg-
to 15,000 feet MSL, and from 45 to 95% for altitudes from
ulator has a supply lever, a concentration lever, a pressure
15,000 to 31,000 feet MSL.
lever, a built in test (BIT) button, a flow indicator (blinker),
and a maximum concentration light. Each regulator panel When the concentration lever for either regulator is set to
controls OBOGS electrical power and oxygen flow for the MAX, the OBOGS concentrator supplies the highest possi-
respective cockpit.
Change 2 1-159
BIT
FLOW INDICATOR MAXIMUM
BUTTON
(BLINKER) CONCENTRATION
LIGHT
A
OXYGEN BIT
FLOW
SUPPLY
FRONT A
EMERGENCY MAX ON
NORMAL OXYGEN
TEST NORMAL OFF
MASK
REAR
PRESSURE CONCENTRATION SUPPLY

LEVER LEVER LEVER
DETAIL A PN01D
091554AA.AI
Figure 1-98. Oxygen Pressure Regulator
ble oxygen concentration (95% oxygen, 5% inert gas) to drops below normal (approximately 20 to 30 seconds), the
both regulators. The maximum concentration light illumi- OBOGS FAIL light should illuminate. Once the valve
nates any time either concentration lever is in the MAX closes and oxygen concentration in the monitor returns to
position. normal, the OBOGS FAIL warning should extinguish
within 2 minutes.
Oxygen Pressure Regulator Pressure Lever
Oxygen Pressure Regulator Flow Indicator
The pressure lever has three-positions placarded, respec-
tively, EMERGENCY, NORMAL, and TEST MASK. The The regulator flow indicator provides a visual indication of
EMERGENCY position supplies the pilot with the positive oxygen flow through the regulator. Each breath taken
pressure necessary during emergency situations such as through the regulator activates the flow indicator, which is
cockpit fires or hypoxia symptoms. When the lever is set to displayed for the duration of the flow.
NORMAL, the regulator supplies a slight positive pressure
in addition to the pressure demanded by the pilot through BAGGAGE COMPARTMENT
the mask. The TEST MASK position supplies highly pres-
surized flow to check the face-to-mask seal. Up to 80 pounds of baggage may be stowed in the baggage
compartment behind the left avionics bay. The baggage
Oxygen Pressure Regulator BIT Button compartment door is a top-hinged door which opens
upward. A cargo net is installed to secure any objects in the
The built in test (BIT) button is used to activate the initiated baggage compartment. A flight bag is secured to the for-
OBOGS BIT (I-BIT) any time after engine start and the 3 ward bulkhead in the baggage compartment. The flight bag
minute warm-up. The I-BIT provides verification that the is designed to accommodate the inlet duct covers, exhaust
OBOGS sensor and OBOGS FAIL warning are operating cover/prop restraints, pitot tube covers, and the AOA probe
properly. Momentarily pushing the BIT button opens a cover.
valve in the concentrator, which allows ambient air into the
concentration monitor. Once the oxygen concentration
1-160 Change 2
SERVICING TIRE PRESSURE
For servicing locations, specifications, and capacities, refer Main gear tire pressure is 225±5 psi.
to Figure 1-99. Nose wheel tire pressure is 120±5 psi.
FUEL REQUIREMENTS TIE DOWN POINTS

The following fuels have been approved for use in the Tie down is provided by four mooring points. One mooring
PT6A-68 engine: JP-4, JP-5, JP-8, JP-8+100 (USAF only), point is directly aft of the jacking point at the tail, one is on
JET A, JET A-1, and JET B. Fuel must contain fuel system the underside of each wing, and one is on the nose wheel.
icing inhibitor. Fuels not containing an inhibitor must have The wing and tail points provide sufficient mooring in nor-
MIL-DTL-85470 fuel system icing inhibitor added in pro- mal conditions. However, when windy or extreme condi-
portions not less than 0.10% nor more than 0.15% by vol- tions are anticipated, the nose gear should also be secured.
ume (1/2 pint icing inhibitor for every 50 gallons of fuel
yields 0.13% by volume). The additive, fluid or spray,
should be mixed with the fuel while refueling.
NOTE High winds can cause structural damage to

JP-8+100 is not an approved fuel for US aircraft. If time permits, park aircraft inside a
Navy T-6B aircraft. hangar. If possible, move aircraft to a hangar
when winds above 80 knots are expected.
OIL REQUIREMENTS
TOWING POINTS
Nose gear towing is performed with a towing bar (part # 01-

1283-0000) attached to two lugs on the aircraft nose gear.
This method is recommended for towing the aircraft over
improved, even surfaces.
shutdown. Normal oil level is between ADD
engine oil level is not serviced properly, ● Ensure propeller restraints are properly
engine damage is possible. installed prior to towing to prevent damage
to propeller from inadvertent contact with
● The sight glass is not to be used for checking the tow bar.
correct indication of oil level in the tank. ● To prevent damage to landing gear, ensure
parking brake is released prior to moving or
GROUND POWER REQUIREMENTS towing the aircraft.
External ground power must provide the following: When towing, do not exceed 80° deflection (marks on nose
gear strut).
● 28 to 28.5 VDC
● 1000 to 1500 Amps
Change 1 1-161
FUEL FILTER
DETAIL A PRECHECK
VALVES
WING TANK GRAVITY FILTER BYPASS
REFUELING (2) INDICATOR
DETAIL B DETAIL C FUEL LINE

SINGLE-POINT SHUTOFF VALVE
28V DC EXTERNAL PRESSURE REFUELING
POWER RECEPTACLE
DETAIL E
ENGINE OIL SERVICING A
AND DIPSTICK F
B
DETAIL F
BRAKE RESERVOIR
E
D C
A
FULLY SERVICED USABLE
FUEL
GALLONS POUNDS GALLONS POUNDS
LEFT WING 79 527 79 527
RIGHT WING 79 527 79 527
COLLECTOR 11 74 7 47
TOTAL 170 1128 164 1100
NOTE:
- CHART IS BASED ON JP-8 FUEL (MIL-T-83133), SINGLE POINT REFUELING (SPR)
ENGINE OIL - ADD 15 GALLONS (100 POUNDS) TO TOTAL IF GRAVITY REFUELED TO TOP OF FILLER PORT
DIPSTICK D
DETAIL - ALL FUEL WEIGHTS ARE ROUNDED TO THE NEAREST POUND
- ALL GALLONS ARE ROUNDED TO THE NEAREST GALLON
MARKINGS BATTERY
MN01D
091144AA.AI
Figure 1-99. Servicing Diagram (Sheet 1 of 3)
1-162 Change 1
HYDRAULIC SERVICING
INDICATOR ROD
DETAIL B
EMERGENCY
HYDRAULIC
ACCUMULATOR A
MANUAL PRESSURE
RELEASE HANDLE
FULLY SERVICED
ENGINE OIL (MIL-PRF-23699F)* 4.5 GAL
HYDRAULIC FLUID (MIL-H-5606) 1.25 GAL
AIR CONDITIONING REFRIGERANT (HFC-134A) 3.1 LBS
BRAKE FLUID (MIL-H-5606E) .5 PINT
* DO NOT USE MIL-PRF-23699F HTS
HYDRAULIC SERVICE
DETAIL A
MN01D
091145AA.A
Change 1 1-163
A
SUCTION
DISCHARGE
FULLY SERVICED
DETAIL A AIR CONDITIONING REFRIGERANT (HFC-134A) 3.1 LBS
PT01D
022099AA.AI
1-164 Change 1
SECTION II
NORMAL PROCEDURES
TABLE OF CONTENTS
Title Page
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Takeoff and Landing Data (TOLD) Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Crew Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Control of Aircraft and Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Normal Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Preflight Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Before Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Interior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Rear Cockpit (Solo Flight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Cockpit (All Flights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
High IOAT at Start >80 °C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-14
Engine Start (Auto) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Overspeed Governor Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Lineup Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Instrument Takeoff (ITO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Climb (Passing 10,000 Feet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Operations Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Pre-Stalling, Spinning, and Aerobatic Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Penetration Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Low Altitude Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Radar Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Go Around/Waveoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Touch and Go Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Gusty Wind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Angle of Attack (AOA) Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Maximum Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Change 2 2-1
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Full Stop/Taxi Back Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Before Leaving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Strange Field Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Postflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Fuel Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Oil Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Ground Power Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Tie Down Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Towing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
2-2 Change 2
FLIGHT PLANNING ure, the pilot requesting control will shake the control stick,
and the pilot relinquishing control will raise both hands.
Flight planning data, including takeoff performance, fuel
required, cruise data, and other information required to com- Other examples of systems or actions which require crew
plete the proposed mission, may be determined from the coordination include operation of the canopy, brakes, and
appropriate performance charts in Appendix A. Communi- communication and avionics configuration and operation.
cation requirements are determined from appropriate flight
planning and flight information publications. PROCEDURES
TAKEOFF AND LANDING DATA NORMAL CHECKLIST

(TOLD) CARD The procedures presented in this section of the manual are
for flight crew actively participating in the operation of the
A sample takeoff and landing data card is located in the aircraft. Essential steps or items which are to be checked in
Pilot's Abbreviated Flight Crew Checklist (TO 1T-6B-1CL- both cockpits, if occupied, are indicated by (BOTH) follow-
1, NAVAIR A1-T6BBB-FCL-100). Information contained ing the step.
on this card may be computed by the pilot(s) using the appro-
priate performance charts from Appendix A. PREFLIGHT BRIEFING
WEIGHT AND BALANCE The following discussion of preflight briefing requirements

is a recommendation of the minimum information that a pre-
It is the pilot’s responsibility to operate the aircraft within the flight briefing should include, but is not meant to replace
weight and balance limitations specified in Section V. Three local guidelines.
options are available to determine if the aircraft configura-
tion is under the weight limits and within the CG limits. The pilot in command should give a preflight briefing for all
participating flight crew and ground crew members (if appli-
1. Check the configuration against Form F for the air- cable) regarding mission plan and individual responsibili-
craft. Form F is provided by the Weight & Balance ties. The briefing should include the following items:
Technician. This document contains the information
for the standardized loading conditions. 1. Communications and Crew Coordination
2. Complete a weight and balance check with the T-6B a. Frequencies

Weight and Balance Microsoft Excel program. b. Radio procedures and discipline
3. Complete Figure A9-3, Weight and Balance Verifica- c. Change of control of aircraft
tion to calculate and verify the aircraft Weight and CG. d. Navigational aids
Instructions to complete the table are included in
Appendix 9. e. Identification
f. Clearing procedures
CREW COORDINATION 2. Weather
a. Local area
INTRODUCTION
b. Local area and destination forecast
A thorough understanding of crew coordination and respon- c. Weather alternate
sibilities is essential. General requirements for crew resource
management (CRM) are directed in applicable service CRM 3. Navigation and Flight Planning
instructions. US Navy T-6 specific CRM responsibilities are a. Climbout
outlined in Section VIII. b. Mission planning, including fuel management
CONTROL OF AIRCRAFT AND SYSTEMS c. Penetration

d. Approach/missed approach
During operations with two pilots, the opportunity for confu-
sion concerning control of the aircraft and aircraft systems e. Recovery
exists. A thorough preflight briefing and use of standardized 4. Emergencies
procedures will reduce this hazard. Passing control of the air- a. Aborts
craft or aircraft subsystems will be accomplished by positive
verbal communication over the ICS. In the event of ICS fail- b. Divert fields
Change 1 2-3
c. Minimum and emergency fuel

d. Loss of power
e. Radio failure/ICS failure Ensure the metal loop in the ejection handle
f. Loss of sight/lost wingman is not frayed or broken.
g. Downed pilot and aircraft 3. CFS handle safety pin - Remove and stow (BOTH)
h. Birdstrike 4. CFS pin storage box - Closed and latched
i. Other aircraft emergencies
j. Ejection
Failure to close and latch the CFS pin storage
PREFLIGHT CHECK box prior to closing the canopy may damage
the canopy when the canopy is closed.
5. STARTER switch - NORM (BOTH)
These checks are based on qualified personnel having per-
formed all required maintenance postflight and preflight
inspections. Review appropriate aircraft maintenance
records for general aircraft status and for compliance with
maintenance inspection requirements. See Strange Field With starter engaged (switch in AUTO or
Procedures in this section if qualified maintenance personnel MAN), propeller will begin to rotate after
are not available. electrical power application.
6. IGNITION switch - NORM (BOTH)
NOTE 7. AVIONICS MASTER switch - OFF
Procedures accomplished during a strange 8. EVAP BLWR control - OFF (BOTH)
field Preflight Inspection need not be re-
9. ISS mode selector - SOLO (as required) (Verify ISS
accomplished during Before Exterior Inspec-
mode selector lever is locked in SOLO)
tion.
BEFORE EXTERIOR INSPECTION
• Both seats will eject if the ISS is in BOTH

and an unpinned ejection handle is pulled,
• When entering and exiting the cockpit,

even if the other seat is pinned.
extreme caution must be exercised around the
ejection control handle.
• With the ISS mode selector set to CMD
FWD, the crewmember in the rear cockpit
• To preclude inadvertent seat firing, ensure

ejection seat handle safety pins are installed
initiates ejection of the rear seat only, and the
crewmember in the front cockpit initiates
ejection for both front and rear seats with the
and ejection seat handle safety pin warning
rear seat ejecting first even if the rear seat
streamer is free and clear of ejection seat han-
dle before proceeding with inspection.
10. DTS/DVR cartridge - Insert (as required)
• To prevent injury, ensure head is clear of can-
opy handle, latch hooks, and guide pins when
11. Circuit breakers - In (BOTH)
entering or exiting cockpit. 12. PCL - Check, OFF (BOTH) (Verify PCL moves freely
throughout full range of motion and other cockpit PCL
follows. Verify positive idle-stop and idle-cutoff gate
1. Seat safety pin - Installed and warning streamer is free
moves freely to make sure PCL can be moved from
and clear of ejection seat handle (BOTH)
IDLE to OFF in both cockpits.)
2. Ejection handle - Check condition (BOTH)
SEE IC # 005
2-4 Change 3
13. Gear handle - DOWN (BOTH)

14. MASTER ARM switch - SAFE
15. Brake reservoir - Check (Notify maintenance if filler Actuation of a CFS initiator will cause optical
plug green band is not visible or lower red band shows) detonator to fire plungers in the CFS donor
16. FIREWALL SHUTOFF handle - Down, guard in assembly. These plungers will not cause det-
place onation of the CFS explosive cords if the can-
opy is open, but will be in a position to
17. AUX BAT switch - ON and check:
initiate detonation when the canopy is closed.
a. Backup flight instrument - Verify functioning
26. Ejection seat - Inspect (BOTH):
(BOTH)
b. Standby VHF control head - Verify functioning a. CFS attach bolt - Check
then OFF b. Parachute risers inertia reel - Check condition/
operation
c. Fire warning system test switch - Test FIRE 1 posi-
tion (upper half of annunciator should illuminate) (Pull both parachute riser/inertia reel straps out
(BOTH) simultaneously to their full extension. Allow both
18. BAT switch - ON straps to slowly and simultaneously retract. Inertia
reel straps should fully retract freely without bind-
NOTE ing, twisting, or leaving any slack. If jamming or
binding occurs, or if inertia reel straps do not fully
Typical EICAS messages which may be
retract, notify egress specialist prior to flight.)
present on initial application of power are
GEN, CANOPY, FUEL PX, OBOGS FAIL,
PMU FAIL, OIL PX, IAC2 FAIL, L PHT
INOP, R PHT INOP, PMU STATUS, STA-
TUS BIT, and TAD OFF. Aural warning and A jammed inertia reel will prevent proper
EICAS messages OIL PX, PMU FAIL, and shoulder harness operation and increase the
PMU STATUS should stop flashing when risk of injury during ejection.
MASTER WARN/MASTER CAUTION c. Lap straps - Check condition
switchlights are depressed.
19. AUX BAT switch - OFF
20. AUX BAT - TEST
When moving the lap strap, ensure it does not
21. Battery voltage - Check (23.5 VDC minimum for a
fall onto the side console causing damage.
battery start)
d. Leg restraint lines - Check secure to floor and seat
22. Fuel quantity - Check
e. Ejection seat manual override (MOR) handle -
23. Seat height - Adjust (BOTH)
Visually check full down and locked
• Ensure ejection seat pan and side consoles are

clear of all lap straps, cords, and connections Do not lift the MOR handle. Lifting the MOR
prior to adjusting seat height to prevent pos- handle can result in the initiation of the man-
sible damage to seat or equipment. ual release sequence which can cause injury/
death to personnel and/or damage to equip-
• Secure shoulder straps to headrest before
adjusting seat.
ment.
f. Oxygen hoses (main and emergency) - Check con-
24. BAT switch - OFF dition
25. CFS donor assemblies - Inspect for protruding firing
plungers (BOTH)
Change 3 2-5
DETAIL A
LOCK RELEASE
PLUNGER
(MAXIMUM ALLOWABLE
GAP OF 0.010 INCH)
PISTON HOUSING
ASSEMBLY
DETAIL B
PN01B
100980AB.AI
Figure 2-1. Powered Inertia Retraction Device Plunger Seated Inspection
2-6 Change 1
4
5
AREA 1. LEFT WING

AREA 2. LEFT NOSE
AREA 3. RIGHT NOSE
AREA 4. RIGHT WING
AREA 5. RIGHT FUSELAGE
AREA 6. EMPENNAGE
AREA 7. LEFT FUSELAGE
PT02D
972415AA.AI
Figure 2-2. Exterior Inspection
2-7
g. Seat survival kit (SSK) - Make sure ADU mode b. No external damage
selector switch is in desired position and visually c. Tire condition
inspect that ADU and radio beacon cables are prop-
erly connected to the ejection seat. d. No wheel damage
e. Landing light - Condition
3. Aileron - Check
If ADU and radio beacon cables are not prop-

erly connected to the ejection seat the auto-
matic function of the SSK will not function Ensure opposite aileron is clear prior to mov-
and the radio beacon will not automatically ing control surface. Movement of controls
activate if ejection sequence is activated. could cause injury.
h. Ejection seat oxygen supply - Check 4. Static wicks (4) - Check
NOTE 5. Position, navigation, and anti-collision

strobe lights - Check condition
The emergency oxygen cylinder will be
6. Wing condition - Check
charged to 1800 psi minimum at 70 °F. How-
ever, indicated pressure is affected by tem- (Check general condition including skin wrinkles or
perature changes. To approximate acceptable cracks.)
bottle pressure, add or subtract 3.5 psi for
7. AOA vane - Check for smooth rotation
each degree the temperature is above or
below 70 °F. 8. Fuel vents (2) - Clear
27. Gust lock - Stowed 9. Pitot tube - Check
10. Total air temperature (TAT) Probe - Check
11. Fuel filler cap - Secured
Failure to stow the gust lock completely may 12. Main gear - Check:
prevent the flight controls from operating a. No hydraulic leaks
properly. Any attempt to actuate the flight b. No external damage
stowed may result in damage to the flight c. Tire - Condition (no red cord visible, deep cuts,
control assemblies. gouges, visual tire pressure (round), or anything
else unusual)
28. Flight publications - Stowed (as required) (BOTH)
d. Brake wear indicators (2) - Check (Wear indica-
29. HUD combiner cover - Removed and stowed tors should protrude above housing. If an indicator
reads low, reset the parking brake and re-check.)
EXTERIOR INSPECTION
e. No wheel damage
If no ground crew is available, the pilot(s) will ensure that f. Strut extension (minimum 2 inches)
the chocks are removed and the static ground wire is discon-
nected. A visual inspection (Figure 2-2) will be made of the g. Hydraulic brake lines and electrical cables - Condi-
fuselage, wing, and empennage surfaces for ice, snow, for- tion
eign objects, or damage. A fire extinguisher and a fire guard h. Gear doors secure
shall be provided for engine start at the aircraft site (if avail- i. Landing light - Condition
able). Check inlet plugs and covers removed and stowed.
The inspection begins at the left wing trailing edge and j. Landing gear lock pin and flag - Verify removed
moves clockwise around the aircraft. and stowed
13. Fuel drains (2) - Check for leaks
Left Wing - Area 1
1. Flaps - Check Left Nose - Area 2
2. Main gear - Check: 1. Single point refueling door - Check:
a. No hydraulic leaks a. Refueling cap - Verify secure
2-8 Change 3
b. Pre-check valves - Down c. Free propeller rotation

c. Fuel filter indicator - Check in
d. Maintenance fuel shutoff valve - Check
2. Nose gear - Check: Do not rotate the propeller by hand to reduce
a. No hydraulic leaks IOAT. Rotating the propeller without oil
pressure can damage the engine. Slow and
b. No external damage
limited hand rotation of the propeller for
c. Tire condition inspection purposes is acceptable.
d. No wheel damage 9. Engine air inlet - Clear
e. Strut extension (minimum 2.5 inches) 10. Oil cooler inlet and outlet - Clear
f. Nose gear spring strut - Inspect 11. Inertial separator exit duct - Clear
NOTE Right Nose - Area 3

Visually inspect nose gear spring strut for 1. Maintenance access door - Closed and latched
condition and serviceability. Ensure that 2. Engine exhaust stack - Check
none of the bolts are missing from the for-
ward attachment bracket, that the bracket 3. Engine cowling - Closed and latched
itself is not bent or twisted, and that there is 4. Heat exchanger/ECS intake - Check
no gap between the spring washers and the 5. Heat exchanger/ECS exhaust - Check
spring strut end cap or “Bell.”
6. Inertial separator exit duct - Clear
g. <2>Nose gear friction collar - Check
7. Front cockpit canopy - Check
h. Gear doors secure
i. Jack pad - Secure (warning flag removed) Right Wing - Area 4
(Swing-out nose jacking pad secured; no orange 1. Fuel drains (2) - Check for leaks
showing on nose gear fork assembly.) 2. Main gear - Check:
a. No hydraulic leaks
b. No external damage
Landing gear retraction with the nose gear c. Tire - Condition (no red cord visible, deep cuts,
jack pad not properly stowed may result in gouges, visual tire pressure (round), or anything
structural damage or landing gear malfunc- else unusual)
tion. d. Brake wear indicators (2) - Check (Wear indica-
j. Landing gear lock pin and flag - Verify removed tors should protrude above housing. If an indicator
and stowed reads low, reset the parking brake and re-check.)
3. Engine compartment - Check: e. No wheel damage
a. Oil filler cap - Verify secure f. Strut extension (minimum 2 inches)
b. Hot battery bus circuit breakers - Verify in g. Hydraulic brake lines and electrical cables - Condi-
tion
c. General condition - Check
h. Gear doors secure
4. Engine cowling - Closed and latched
i. Taxi light - Condition
(No orange showing on latches.)
j. Landing gear lock pin and flag - Verify removed
5. Starter/generator air intake duct - Clear and stowed
6. Fuel drain - Check 3. Fuel vents (2) - Clear
7. Engine exhaust stack - Check 4. Fuel filler cap - Secured
8. Propeller blades and spinner - Check: 5. Pitot tube - Check
a. Blade condition 6. Wing condition - Check
b. Security of spinner
Change 3 2-9
(Check general condition including skin wrinkles or with the bottom of the aircraft can result in
cracks.) aircraft damage from panel opening and
7. Position, navigation, and anti-collision interfering with speed brake operation. If
strobe lights - Check condition unusual force is necessary to close the
latches, it is possible that one or more latches
8. Static wicks (4) - Check may open in flight resulting in aircraft dam-
9. Aileron - Check age.
9. Avionics door - Closed and latched
10. Air conditioning service panel access door - Secured
11. Static ports (2) - Clear
Ensure opposite aileron is clear prior to mov-
ing control surface. Movement of controls 12. Air conditioner inlet/exhaust - Clear
could cause injury.
Empennage - Area 6
10. Main gear - Check:
1. Vertical and right horizontal stabilizer - Check
a. No hydraulic leaks
b. No external damage (Check leading edge surfaces condition.)
c. Tire condition 2. Elevator and elevator trim tab - Check
d. No wheel damage 3. Static wicks (9) - Check
e. Taxi light - Condition 4. Rudder and rudder trim tab - Check
11. Flaps - Check (Check for condition and anti-servo movement of trim
tab with rudder movement.)
Right Fuselage - Area 5
1. Rear cockpit canopy - Check
2. External CFS handle access door - Unlocked
To avoid damaging the rudder trim tab and
trim mechanism, do not push or pull on rud-
der trim tab when checking rudder move-
ment.
If emergency ground egress door is locked, 5. Left horizontal stabilizer - Check
ground personnel will not be able to operate
canopy fracturing system in an emergency. (Check leading edge surfaces condition.)
3. Emergency ground egress maintenance pin -
Removed and door latched Left Fuselage - Area 7
4. Speed brake - Check 1. Static ports (2) - Clear
5. Antennas - Check 2. Air conditioner inlet/exhaust - Clear

6. Ventral fin - Check 3. Ground crew headset jack flip cover - Secure
7. Hydraulic reservoir fluid level - Check 4. Baggage compartment - Secure loose items and latch
door
(If the hydraulic reservoir fluid level indicator shows 5. Avionics door - Closed and latched
in the area labeled FULL AC or FULL AD (marked in
green), the system is fully serviced. If the indicator 6. GPU plug access door - As required
shows outside of either green marked area, notify (Door should be closed and latched if a battery start is
maintenance.) to be made.)
8. Hydraulic system service bay access panel - Closed 7. External CFS handle access door - Unlocked
and latched
Failure to ensure the system service bay If emergency ground egress door is locked,
access panel is securely latched and flush ground personnel will not be able to operate
canopy fracturing system in an emergency.
2-10 Change 2
8. Emergency ground egress maintenance pin – c. OBOGS pressure lever – NORMAL
Removed and door latched
INTERIOR INSPECTION
Failure to secure the rear seat oxygen regula-
REAR COCKPIT (SOLO FLIGHT) tor will result in the loss of ability to deacti-
vate OBOGS from the front seat.
NOTE
14. Right console circuit breakers – Check in
For solo flight, the aft UFCP LGT NIGHT/ 15. Rear cockpit tie down (solo flight) – Complete as fol-
DAY/AUTO HUD switch should be set to lows:
DAY mode.
1. Ejection seat – Inspect:
Failure to secure rear cockpit for solo flight

may result in restriction of flight control
To prevent injury, make sure head is clear of movement.
canopy handle, latch hooks and guide pins a. Solo strap – Attach upper loops to parachute risers
when entering or exiting cockpit. and lower loops to lower KOCH fittings.
a. Seat safety pin – Installed and warning streamer is
b. Oxygen hose/emergency oxygen hose/intercom
free and clear of ejection seat handle (BOTH)
leads – Route through lower loops of solo strap
2. CFS handle safety pin – Installed
c. Lap straps – Pull tight and wrap solo strap around
3. ISS mode selector – SOLO excess lap strap material
(Verify ISS mode selector lever is locked in SOLO.) d. Leg restraints – Fasten leg restraint garters around
oxygen hose, emergency oxygen hose, and lap
strap bundle (Pull excess leg restraint line tight
through leg restraint snubber unit)
● Whenever ejection for both seats is acti- e. Ejection seat shoulder harness – Ensure seat har-
vated, there is a 0.37-second delay in front ness is fully retracted and shoulder harness control
seat ejection after rear seat ejection. lever is in locked position
f. Ejection seat – Full down
● When flying solo, the ISS mode selector
shall be set to SOLO.
4. Left console circuit breakers – Check in
5. TRIM DISCONNECT switch – NORM Make sure ejection seat pan and side con-
6. Interior lighting – OFF soles are clear of all lap straps, cords, and
connections prior to lowering seat to prevent
7. Audio panel – NORM; Volume and VOX knobs - In possible damage to seat or equipment.
8. BAT and GEN switches – OFF g. CFS handle safety pin – Tie warning streamer to
9. STARTER switch – NORM leg restraint lines
10. IGNITION switch – NORM
11. BOOST PUMP switch – ARM
12. EVAP BLWR control – As required
Make sure CFS handle safety pin streamer
13. OBOGS – OFF: does not restrict PCL/flap lever movement.
a. OBOGS supply lever – OFF h. Control stick boot collar – Check for possible
b. OBOGS concentration lever – NORMAL restriction to control stick movement
Change 2 2-11
NOTE 2. BAT switch – ON
The locking side of the control stick boot NOTE

collar should face forward. If in any other
position, putting the seat full down or full up ● Typical EICAS messages which may be
may cause portions of the control stick to present on initial application of power are
contact the ejection seat safety pin, inhibiting GEN, IAC2 FAIL, OBOGS FAIL, L PHT
full aft stick travel. INOP, R PHT INOP, TAD OFF, ADC FAIL,
FUEL PX, OIL PX, CANOPY, PMU FAIL,
16. Map containers – Closed HYD FL LO, and TAD FAIL. Aural warning
17. Loose articles – Removed and stowed and EICAS messages should stop flashing
when MASTER WARN/MASTER CAU-
COCKPIT (ALL FLIGHTS) TION switchlights are depressed.
1. Strap in – Complete (BOTH) ● The evaporator blower may provide a burst
(Shoulder straps, leg restraint garters, anti-G hose, lap of air at battery turn on. Avionics filter
straps, parachute risers, oxygen connections, and capacitors that may not deplete prior to re-
communications leads connected; helmet on; visor energizing the battery switch may cause this.
down.) This is normal.
3. Anti-suffocation valve – Check (BOTH)
(With parachute risers connected, lean forward to full
extension of inertia reel straps and then sit back. If (If valve is functioning properly, it will be possible to
inertia reel straps do not fully retract (i.e., if the straps breathe through valve when you inhale deeply.)
leave any slack), or if binding occurs, notify egress 4. External power – As required
specialist prior to flight.)
Do not connect external power if battery

● To prevent possible injury during ejection or voltage is below 22.0 volts. Connecting
emergency ground egress, adjust leg restraint external power could cause damage to the
garters and leg restraint lines to reduce slack aircraft battery.
and ensure tight fit around top of boot.
NOTE
● A jammed inertia reel will prevent proper
shoulder harness operation and increase the Using external power provides for lower ITT
risk of injury during ejection. during engine starts and preserves battery
life. Consider using external power if avail-
● Failure to ensure ejection handle is in the able. Also, consider using external power
upright position and harness straps are clear when motoring the engine.
of the handle will result in an inability to ini-
5. Seat height – Adjust
tiate ejection.
(Ensure seat height allows a clear view of the HUD,
● Failure to release the emergency oxygen instrument panel, and master warning/caution annun-
hose from the elastic sidewall strap during ciators.)
strap-in may result in the loss of the emer-
gency oxygen system after ejection.
NOTE Make sure ejection seat pan and side con-

● Prior to ingress, ensure that attachment shear soles are clear of all lap straps, cords, and
ring in each leg restraint line is between connections prior to adjusting seat height to
snubber unit and leg restraint line floor prevent possible damage to seat or equip-
bracket. ment.
6. Rudder pedals – Adjust
● Failure to route the lap straps under the anti-
G hose may result in loss of air supply to
anti-G suit, rendering anti-G suit inoperative.
2-12 Change 2
17. MASTER ARM switch - Safe

18. Clock - Set
Use of excessive force while adjusting rudder 19. UFCP lower panel switches - Set:
pedals to full forward or full aft position may
a. HUD TEXT/FPM UNCAGE/CAGE - CAGE
cause binding in the adjustment handle.
b. LGT NIGHT/DAY/AUTO HUD - AUTO HUD
NOTE c. MFD/UFCP/REPEAT/NORM - NORM
Do not push rudder pedals while adjusting d. LGT-BRT - As required
them. e. LGT-UFCP - As required
7. Flight controls - Check (BOTH) 20. Audio panel - As required
(Visually check for free and correct movement and 21. DEFOG switch - Off
verify full control range is available at selected seat 22. ELT switch - ARM
height.)
23. PARKING BRAKE - Reset
To prevent injury to ground crew, exercise

caution when operating the speed brake or Failure to ensure parking brake is properly set
flight controls with ground crew present. will result in aircraft creep upon engine start.
8. Fire detection system - TEST (FIRE 1 and FIRE 2) NOTE
(BOTH)
Ensure parking brake is not inadvertently
released by leg contact.
9. LAMP test switch - Check (BOTH) 24. Chocks - Removed
(Check for MASTER WARN and MASTER CAU- 25. GEN switch - OFF (BOTH)
TION [front cockpit only], red gear handle, red and 26. FUEL BAL switch - AUTO
green gear, FDR lights, gear door lights, fire lights,
27. MANUAL FUEL BAL switch - OFF
and COM 1 and COM 2 transmit illuminate and
LAMP TEST on EICAS.) 28. AVIONICS MASTER switch - OFF
10. Flaps - UP 29. BUS TIE switch - NORM
11. Exterior lights - OFF 30. PROBES ANTI-ICE switch - Check; OFF
12. TRIM DISCONNECT switch - NORM (BOTH) (Turn probes anti-ice switch ON momentarily to check
13. Interior lights - As required function, then OFF. Check for ANTI ICE EICAS mes-
sage and amperage draw increases.)
14. TRIM AID switch - OFF
31. BOOST PUMP switch - Check; ARM
15. Trim operation - Check (BOTH):
a. Aileron, elevator, and rudder trim - Check (Turn BOOST PUMP switch ON momentarily to
check function, then ARM. Check BOOST PUMP
b. Elevator and aileron trim - Set for T/O
EICAS message and amperage draw increases.)
(Set elevator and aileron trim to respective green 32. PMU switch - NORM (lever locked)
ranges.)
33. EVAP BLWR control - As required
c. Rudder trim - Set outside green range
34. AIR COND switch - As required
(Set rudder trim out of green range to check/verify 35. BLEED AIR INFLOW switch - OFF
correct TAD operation during the Before Taxi
36. PRESSURIZATION switch - NORM (guarded posi-
checklist.)
tion)
16. EMER LDG GR handle - Check stowed
37. RAM AIR FLOW switch - As required
Change 2 2-13
NOTE NOTE
For best cockpit cooling at altitudes below The EDM FAIL message indicates that the
7500 feet MSL, set RAM AIR FLOW switch engine indicating system has accommodated
to OFF. Set temperature controller as a fault. Parameters with the EDM FAIL mes-
required. sage which do not display red X’s and/or
38. TEMP CONTROL switch - AUTO missing pointers are functional and may be
used normally.
ENGINE START If IOAT exceeds 121 °C, the PMU will flag the IOAT signal,
lose the ability to calculate ITT, and go offline. This condi-
tion is indicated by red X’s in the IOAT and ITT counters,
removal of the ITT pointer on the EICAS display, and by
Do not connect external power if battery volt- illumination of the PMU FAIL warning. The PMU will not
age is below 22.0 volts. Connecting external reset until IOAT drops below 121 °C.
power could cause damage to the aircraft bat-
Use the following procedure if IOAT exceeds 80 °C:
tery.
1. PCL - Verify OFF
NOTE 2. PMU - Reset if necessary
• The primary method for engine start is bat-
tery power. If Section V starting limitations
(The PMU has reset if IOAT reads 121 °C or less, the
ITT counter and pointer are present on the EICAS dis-
have not been exceeded and a battery start play, and the EDM FAIL message is not displayed.)
was aborted (PMU or manual abort), refer to
Abort Start Procedure in Section III. 3. PMU switch - OFF
• External power may be used to perform a nor-

mal engine start. External power shall be used
to perform a normal engine start if battery Do not rotate the propeller by hand to reduce
voltage is less than 23.5 volts. Also, consider IOAT. Rotating the propeller without oil
using external power when motoring the pressure can damage the engine. Slow and
engine. limited hand rotation of the propeller for
inspection purposes is acceptable.
Prior to engine start, ensure aircraft danger areas (Figure 2-
3) are clear and safe to proceed. 4. Propeller area - Clear
5. STARTER switch - MANUAL for 20 seconds maxi-
HIGH IOAT AT START >80 °C mum
The aircraft IOAT indication is generated by a sensor located (Observe starter duty cycle cool-down period.)
in the engine inlet plenum. It is possible, during periods on
6. STARTER switch - NORM
the ground after engine shutdown, that radiant heat from the
engine may heat soak the IOAT sensor, raising IOAT 7. Repeat Steps 4-7 if IOAT is greater than 80 °C
beyond ambient temperatures. 8. PMU switch - NORM
When this occurs and IOAT is greater than 96 °C but less
than 121 °C, the PMU will default to 121 °C for all PMU
9. Continue with Engine Start
functions (including IOAT display). If IOAT does not
exceed 96 °C, the PMU will use the indicated value.
ENGINE START (AUTO)
If the PMU is activated with IOAT above 96 °C, IOAT and 1. Canopy - Closed and latched (BOTH)
ITT data will be invalid (red X’s in counter display and miss-
ing ITT pointer) and EDM FAIL will be displayed in the bot- (Lift lock release lever, check master warning and can-
tom of the EICAS display. IOAT and ITT will remain invalid opy annunciator illuminate and internal canopy handle
until the PMU is reset (PMU switch cycled from NORM to does not independently rotate aft. Release lock release
OFF and back to NORM). Once the PMU is reset, IOAT and lever, extinguish master warning, check canopy
ITT displays should return to normal and the EDM FAIL annunciator extinguished, handle cannot be rotated aft,
message should be removed. and green canopy mechanical lock indicators visible.)
2-14 Change 3
FORWARD
EDGE OF
ENGINE
COWLING
10 FT 10 FT
FEET TEMPERATURE VELOCITY
0 F KNOTS
IDLE/MAX IDLE/MAX
5 240/423 17/45
3 FT
17 118/119 17/38
26 119/120 11/29
35 111/119 18/18
DANGER AREA Note

(ALL PWR SETTINGS)
TEMPERATURES CORRECTED FOR 109 F DAY.
STAY CLEAR AREA
(POWER SETTINGS GREATER THAN IDLE, EXHAUST DANGER AREA INCLUDES PROPELLER WAKE.
3 FEET FROM AIRCRAFT)
STAY CLEAR AREA AFT OF THE WING IS MORE A CONCERN
EXHAUST DANGER AREA OF PERSONNEL INJURY BY AIRCRAFT MOVEMENT THAN HEAT
(IDLE) OR VELOCITY.
EXHAUST DANGER AREA

(MAX POWER) PT02D
972416AA.AI
Figure 2-3. Danger Areas

Change 1 2-15
• Failure to properly latch the canopy could

lead to canopy opening during flight, leading
Failure to ensure the ST READY light
remains illuminated may result in engine
damage due to loss of the automatic shut-
to a possible loss of control during flight and
down feature.
inability to eject.
5. Propeller area - Clear
• Failure to close the canopy prior to engine
start may result in injury or damage to the air-
6. STARTER switch - AUTO/RESET
craft due to exhaust and propwash.
• To prevent injury or damage to canopy,

ensure canopy rail and locking lever are clear
prior to closing canopy. Ensure canopy han-
• Abort engine start if anything abnormal
occurs during the start sequence, or severe
dle is in the open position prior to closing the damage could occur to the engine.
canopy to prevent damage to the locking
mechanism. • Abort engine start if the PCL is inadvertently
moved before N1 reaches 60%.
• Ensure minimum adequate canopy/helmet
clearance by placing closed fist on top of hel- • If the ST READY advisory goes out once the
met when adjusting seat height. Excessive start switch is placed to Auto/Reset, the start
seat height (helmet above canopy breakers) should be terminated to prevent potential
can result in fatal injury upon ejection. engine damage.
NOTE
Avoid applying abrupt and/or excessive force

• Engine sounds associated with compressor
instability during start are acceptable as long
to the canopy locking handle at all times. as PMU allows the start to continue.
Excessive force in any direction may damage
the canopy locking mechanism. • Aural tones are inaudible during engine start
until the engine’s gas generator indication
2. Navigation and anti-collision lights - As required
(N1) is above 50%.
NOTE 7. Engine Start - Monitor
Anti-collision strobes may be left off if oper-

ation is distracting, such as for ground opera-
tions at night.
If a start attempt is aborted (PMU or manual
3. PMU FAIL/PMU STATUS message - Extinguished abort), execute Motoring Run Procedure in
Section III.
(If PMU FAIL or PMU STATUS messages are illumi-
nated, set PMU switch to OFF, then NORM.)
NOTE
With the PCL in any position other than OFF,
moving the PCL to OFF or reselecting the
With the PMU STATUS caution, the PMU starter switch to AUTO/RESET at any time
auto abort function may be unavailable. Do during the start sequence will terminate the
not continue Engine Start (AUTO) proce- start. If a start is initiated with the PCL in
dures. OFF, the start may be aborted by reselecting
AUTO/RESET on the starter switch.
4. PCL - Advance to start position (ST READY advi-
sory) 8. PCL - Advance past two clicks, then IDLE, at or above
60% N1
2-16 Change 3
8. OBOGS - Check (BOTH):

a. OBOGS supply lever - ON
When moving the PCL forward past IDLE, b. OBOGS concentration lever - NORMAL
verify travel past idle by hearing two audible c. OBOGS pressure lever - Check EMERGENCY
clicks as the PCL is moved forward. (increased pressure) then back to NORMAL
Improper position of the PCL short of the two
d. Check flow indicator for normal operation (BOTH)
audible clicks could result in inadvertent
engine shutdown.
NOTE
After initial power-up, the OBOGS FAIL
annunciator will be inhibited for 3 minutes
During ground operation and after the engine during OBOGS monitor warmup.
is started, if the PCL is inadvertently moved 9. Anti-G test - Depress as required (BOTH)
to cutoff and the engine is shutting down, do
not attempt to relight the engine by moving (Verify that anti-G suit inflates when test switch is
the PCL to idle or severe damage could occur pressed and deflates when test switch is released.)
to the engine. 10. System test panel - Check:
9. External power - Disconnect (if used) a. LAMP test switch - Check (BOTH)
b. AOA system test switch - Test:
(1) LOW - Amber donut, 10.5 units
Ensure PCL, speed brake, and flight controls (Check AOA indexer amber donuts illuminate,
are not moved until ground crew is clear of red chevrons deactivate, and AOA indicators
aircraft. show 10.5±0.4 units.)
(2) HIGH - Green chevron, stick shaker, 18 units
BEFORE TAXI
(Check AOA indexer green chevrons illuminate,
1. GEN switch - ON, warning extinguished stick shaker activates, and AOA indicators show
2. AUX BAT switch - ON 18±0.4 units.)
3. BLEED AIR INFLOW switch - NORM c. ALT audio switch - Test
4. EVAP BLWR control - As required d. LDG GR audio switch - Test
5. AIR COND switch - As required e. OVR SPD audio switch - Test
f. OVR G audio switch - Test
NOTE g. BINGO FUEL audio switch - Test
For hot day operations, optimum cockpit 11. Speed brake - Check (ground crew observer if avail-
cooling is achieved by selecting RAM AIR able) (BOTH)
FLOW switch to OFF and AIR COND switch
to ON. (Check EICAS message present when extended.)
6. AVIONICS MASTER switch - ON 12. Flaps - Check (ground crew observer if available)
(BOTH):
NOTE a. Set flaps LDG - Verify flaps move to LDG, indica-
After turning ON the GENERATOR switch, tor reads LDG, and speed brake retracts (message
allow approximately 10 seconds before turn- extinguishes)
ing ON the AVIONICS MASTER switch to b. Set flaps TO - Verify flaps move to TO and indica-
allow battery amperage to stabilize. tor reads TO
7. Oxygen mask - On and secure c. Attempt to extend speed brake - Verify speed brake
does not extend
Change 3 2-17
23. Landing/taxi lights - As required
TAXI
To prevent injury to ground crew, exercise
caution when operating the speed brake or All turns (Figure 2-4) should be made at slow speeds using a
flight controls with ground crew present. minimum of inside wheel braking when taxiing. Limit taxi
13. TRIM AID switch - ON: speeds to the equivalent of a fast walk with nose wheel steer-
ing engaged.
a. Verify TAD OFF message extinguished
b. Verify yaw (rudder) trim set in green range (T/O) On the ground, propeller speed (NP) is a function of PCL
position, ambient temperature and pressure, taxi speed, and
14. PARKING BRAKE - Release
wind velocity. To stay out of the NP restricted range,
15. Nose wheel steering - ON advance or reduce PCL setting. Once the aircraft is rolling,
idle PCL setting provides sufficient thrust for taxi.
(Limit taxi speeds to the equivalent of a fast walk with
nose wheel steering engaged.)
16. Brakes - Check (BOTH)
17. FMS - Check Failure of the nose wheel steering system
18. TCAS - ON/TEST may prevent the pilot from changing nose
19. UFCP and MFD - Set flight information as required: wheel direction without disengaging the sys-
tem. If the nose wheel steering system fails to
a. INS/GPS - Aligned and location crosschecked respond to pilot input, disengage nose wheel
b. UHF - As required steering and use differential braking to main-
c. VHF - As required tain directional control while stopping the
aircraft. Do not taxi with a known directional
d. VOR - As required control problem.
e. Transponder - Standby
f. FMS - As required
g. Altitude, G, speed, fuel flags - Set (as required)
• Minimum radius turns are possible through
use of power, full rudder, and differential
NOTE braking. To preclude unnecessary wear to
• The built-in test (BIT) feature provides an
adequate test of the navigation equipment.
nose wheel steering and tire, disengage nose
wheel steering prior to executing sharp turns
The BIT does not provide a test of the with differential braking. To re-engage nose
antenna. The antenna may be checked by wheel steering, actuate the nose wheel steer-
confirming reception of a local VOR/LOC ing switch prior to applying opposite rudder.
signal by a positive ident. Failure to do so may result in nose wheel
•
steering not engaging.
UHF reception may be degraded by blanking
of the UHF antenna. This has been noted fre-
quently when the aircraft is headed directly
• To prevent ground resonance within the pro-
peller, stabilized operation of the propeller in
toward or away from the transmitting station. the 62-80% NP range is prohibited on the
This may occur on all UHF frequencies until ground.
•
a fix is identified and implemented.
If brake pressure appears to fade during
20. Flight Instruments - Check pitch, roll, and heading application, or brakes are not responding as
indications, and no flags expected, fully release brakes then re-apply.
21. Altimeters - Set and check (BOTH) Both crew members must fully release brakes
for this to be effective.
22. EICAS display - Check (BOTH)
2-18 Change 3
RADIUS FOR INSIDE GEAR . . . . . . . 15.5 FT

RADIUS FOR NOSE WHEEL. . . . . . . 18.0 FT
RADIUS FOR OUTSIDE GEAR . . . . . 19.6 FT
RADIUS FOR WINGTIP . . . . . . . . . . . 33.2 FT
NOSE WHEEL STEERING TURNING RADIUS
RADIUS FOR INSIDE GEAR . . . . . . . . 0.0 FT

RADIUS FOR NOSE WHEEL. . . . . . . . 8.3 FT
RADIUS FOR OUTSIDE GEAR . . . . . . 8.6 FT
RADIUS FOR WINGTIP . . . . . . . . . . . 21.0 FT
DIFFERENTIAL BRAKING TURNING RADIUS (NWS OFF)

PT02D
970511AA.AI
Figure 2-4. Turn Radii
Change 1 2-19
1. Heading and turn and slip indicators - Proper indica- (Set all three trim positions to indicate within the green
tions ranges on the trim indicator.)
5. MFD/UFCP/REPEAT/NORM select switch - As
OVERSPEED GOVERNOR CHECK required
Any fault discovered during this check is reason for ground 6. Fuel quantity and balance - Check
abort. Complete this check in a non-congested area. Monitor 7. Engine instruments - Check
oil temperature, and attempt to park facing into the wind for 8. DVR control - As required
extended ground operations.
9. Amps - Verify +50 amps or less
NOTE 10. DEFOG switch - OFF
If conditions permit, park aircraft facing into 11. Seat safety pin - Removed and stowed (BOTH)
the wind prior to beginning overspeed gover-
nor check to enhance oil cooling and reduce
engine operating temperatures.
1. Brakes - Hold as required Prior to pulling ejection seat safety pin,
2. PCL - IDLE ensure safety streamer is free and clear of
ejection seat handle.
3. PMU switch - OFF (Verify idle N1 stabilizes between
60 and 70%)
NOTE
NOTE
The rear cockpit ejection seat safety pin will
It is acceptable for N1 to make little or no be removed with the ISS mode selector in the
change when turning off the PMU as long as CMD FWD position during all sorties when
it is in limits. non-rated personnel occupy the rear seat.
4. PCL - Advance to 100±2% NP (approximately 30%
12. ISS mode selector - As required (Verify ISS mode
torque) and allow engine to stabilize
selector lever is locked in desired detent)
(Verify that propeller remains in governed range with
PMU off.) LINEUP CHECK
1. Landing/taxi light - ON
2. Transponder - Mode to ALT
Advancing the PCL prior to engine stabiliz- 3. PROBES ANTI-ICE switch - ON
ing with PMU OFF or too rapidly may cause
high ITT and engine overtemperature.
5. PCL - Advance slightly and verify NP remains
100±2% Prolonged use of pitot and AOA heat while
on the ground will damage the pitot and AOA
6. PCL - IDLE
heating elements.
7. PMU switch - NORM (Verify PMU FAIL message
4. Nose wheel steering - Off
extinguishes, NP returns to 46-50% NP and N1 returns
to 60-61%.) 5. EICAS display - Check (BOTH)
BEFORE TAKEOFF TAKEOFF

1. Minimum power at 60 KIAS - Compute Figure 2-5 shows the normal takeoff procedures which will
2. Speed brake - Retracted achieve the performance in Appendix A. Refer to Section III
for takeoff emergency procedures, and Section V for aircraft
3. Flaps - TO limitations. The following are normal takeoff procedures
4. Trim - Set for takeoff
2-20 Change 3
CLIMB AT
140-180 KIAS
NOSE WHEEL STEERING OFF
BRAKES HOLD FLAPS UP
POWER SET AT 25-30% TORQUE AS REQUIRED
ENGINE INSTRUMENT CHECK
RELEASE BRAKES AND SMOOTHLY
ADD MAXIMUM POWER
SAFELY AIRBORNE
RETRACT GEAR
ROTATE AT ROTATION SPEED
PT02D
970507AA.AI
Figure 2-5. Normal Takeoff
CROSSWIND TAKEOFF
Under crosswind conditions, the aircraft will tend to

Avoid wake turbulence. The aircraft is partic- weather-vane into the wind. The weather-vaning tendency
ularly susceptible to wake turbulence. The can be controlled with rudder and aileron. Crosswind con-
vortex-produced rolling moment can exceed trols become more effective as airspeed increases. Use up to
the aileron authority of the aircraft. Allow a full aileron deflection at the beginning of the takeoff roll, and
minimum of 2 minutes before takeoff behind relax aileron input as speed increases to the amount required
any larger type aircraft or helicopter. Attempt to keep wings level at liftoff. Care should be exercised to
to remain above and upwind of the preceding prevent inducing an excessive wing low attitude at liftoff.
aircraft’s flight path. Wake turbulence will be After liftoff, correct for drift. Refer to the Takeoff and Land-
most pronounced during conditions of calm, ing Crosswind chart in Appendix A.
or near calm, surface winds.
INSTRUMENT TAKEOFF (ITO)
NORMAL TAKEOFF
Follow normal takeoff procedures. Ensure minimum climb
Upon runway lineup, hold brakes, ensure nose wheel is cen- gradient requirements are met. Anti-collision/strobe lights,
tered, and disengage nose wheel steering. At pilot’s discre- landing light, and taxi light may be turned off if distracting
tion, accomplish either a static runup (30% torque) prior to during instrument conditions.
brake release or execute a rolling takeoff. Once brakes are
released, smoothly advance PCL to MAX and cross check AFTER TAKEOFF
engine instruments. Expect a slight amount of right rudder
on takeoff, even with the TAD engaged. At VR initiate rota- With a positive rate-of-climb established, retract the landing
tion to 14-16° pitch attitude. If gusty winds are present, gear, and raise flaps as required. For climbs out of the termi-
increase rotation speed by 1/2 the gust factor (up to 10 knots) nal area, adjust pitch attitude as necessary to climb and accel-
in accordance with gust increment recommendations in Per- erate to the desired climb airspeed of 140-180 KIAS.
formance Appendix A3. Distances from performance charts Charted climb performance is based on 140 KIAS.
are predicated on setting 30% torque, releasing brakes and
setting takeoff power. If obstacle clearance or noise abatement are not factors, 160-
180 KIAS will result in improved forward visibility during
the climb. A lower pitch attitude may also be used to
Change 2 2-21
reduce the possibility of disorientation during climbs in NOTE

instrument meteorological conditions.
If readings other than 3.6±0.2 psi are encoun-
NOTE tered at or above 18,069 feet PA, notify main-
•
tenance.
If climbout obstacles are a factor, rotate to
15° nose high on takeoff, raise gear, and
maintain VOBS takeoff speed until clear of
OPERATIONS CHECK
obstacles. Raise flaps when clear of obstacles At initial level-off and periodically during the flight, perform
(Figure A3-8). the following checks:
• If remaining in the terminal area, this check-
list should be accomplished in conjunction
1. Hydraulic pressure - Check
2. Electrical systems - Check
with the Before Landing checklist.
3. Fuel quantity/balance - Check
1. Gear - UP (BOTH)
4. OBOGS - Check flow indicator for normal operation
NOTE (BOTH)
5. Engine instruments - Check
The gear may be raised once a positive rate of
climb is established. If remaining in the pat- 6. Pressurization - Check
tern, the pilot may leave the gear down, but
must observe the maximum gear extended PRE-STALLING, SPINNING, AND
speed in Section V. AEROBATIC CHECKS
2. Flaps - UP (as required) (BOTH)
1. Loose items - Stowed (BOTH)
NOTE 2. Engine instruments - Check
• If the flaps are set to LDG and the gear is

raised, the gear warning horn will sound and
(Verify caution and warning messages are extin-
guished.)
cannot be canceled. Select flaps TO or UP to 3. Fuel balance - Check less than 50 pounds
cancel the horn.
• To avoid excessive stick forces, trim nose

down as aircraft accelerates to climb speed.
DESCENT
The recommended enroute descent procedure is power and
configuration as required (200-250 KIAS) and descent rate
CLIMB (PASSING 10,000 FEET) of 4000 fpm. Descent rates will increase significantly (to
1. OBOGS - Check flow indicator for normal operation 8000-11,000 fpm) with idle power and speed brake
(BOTH) extended. For maximum range descent profiles, refer to
2. DEFOG switch - As required Appendix A.
1. PFD - Check (BOTH)
NOTE 2. Altimeters - Set (BOTH)
With canopy defog ON, expect an increase in 3. MASTER ARM switch - As required
ITT of up to 40 °C for a given PCL setting.
4. DEFOG switch - As required
Cockpit noise will also increase. Perfor-
mance will decrease with defog on. A DUCT 5. Vent control lever - As required
TEMP indication is likely at climb or cruise
power with canopy defog ON and cockpit HOLDING
temperature controller set to AUTO or MAN-
UAL HOT. Refer to Environmental Systems The recommended holding speed is 125-150 KIAS in clean
Duct Overtemp procedure in Section III. configuration but no slower than maximum endurance speed
of 125 KIAS. When fuel endurance is a factor, refer to the
3. Vent control lever - As required
Maximum Endurance data in Appendix A.
4. Pressurization system - Check
2-22 Change 3
1 ENTRY
4 INBOUND
APPROACH GEAR DOWN,

FIX PERFORM BEFORE
LANDING CHECK LIST.
270
90
5 FINAL
31
5
13
2 OUTBOUND
5
PROCEDURE
3
TURN
1
2
MISSED APPROACH
POWER - MAXIMUM
RATE OF CLIMB - ESTABLISHED 3
GEAR - UP 5
6 4
FLAPS - UP
APPROACH
FIX
PROCEDURE MISSED
RECOMMENDED ENTRY 1 OUTBOUND 2 3 INBOUND 4 FINAL 5 6
TURN APPROACH
APPROACH
AIRSPEED - KIAS AS DESIRED 120-150 120-150 120-150 100-120 120-150
NOTE
THESE PROCEDURES ARE NOT INTENDED TO LIMIT THE PILOT'S PREROGATIVE TO ALTER AIRSPEEDS AND
CONFIGURATIONS TO MEET EXISTING CONDITIONS.
WHEN ON FINAL, THE PILOT HAS THE OPTION OF SELECTING LDG FLAPS AND SLOWING TO FINAL
PT02D
APPROACH SPEED. 972574AA.AI
Figure 2-6. Typical Instrument (Non Radar) Approach
2-23
FINAL
100-120 KIAS
GEAR - DOWN
FLAPS - AS REQUIRED
DOWNWIND
150-200 KIAS
CLEAN
NOTE
THESE PROCEDURES ARE NOT INTENDED TO

LIMIT THE PILOT'S PREROGATIVE TO ALTER BASE
AIRSPEEDS AND CONFIGURATIONS TO MEET 120-150 KIAS
EXISTING CONDITIONS. GEAR - AS REQUIRED PT02D
972573AA.AI
FLAPS - AS REQUIRED
Figure 2-7. Typical Radar Approach
INSTRUMENT APPROACHES this distance may not be the same as the pub-
lished DME distance on the instrument
Refer to Figure 2-6 for a typical instrument approach. The approach procedure.
aircraft is considered Category “B” for determination of
instrument approach minimums. RADAR APPROACH
PENETRATION DESCENT Figure 2-7 shows a typical radar approach. Maintain 150-
200 KIAS in clean configuration on radar downwind. Slow
For a penetration descent, retard the PCL as required to to 120-150 KIAS on base leg. Prior to glideslope intercept,
meet a target descent rate (2000-4000 fpm). Attain 200-250 ensure that landing gear are down and set flaps as required.
KIAS and use speed brake as required. Fly final approach at 100-120 KIAS.
LOW ALTITUDE APPROACH CIRCLING APPROACH
Normally fly instrument approaches at 120-150 KIAS. Prior Minimum recommended speed prior to final approach is
to the final approach fix, ensure the landing gear is down 115 KIAS with gear down and flaps set to TO.
and flaps are set to TO, and slow to a minimum of 110
KIAS. With the field in sight and departing the MDA, DA, MISSED APPROACH
or DH, slow to 105 KIAS minimum, or the pilot may select
landing flaps and slow to 100 KIAS minimum. Smoothly advance PCL to MAX power and retract the
speed brake (if extended). Set attitude to 10-15° nose high
Fly GPS approaches using the above airspeeds and configu- and execute air traffic control (ATC) missed approach pro-
rations. cedure. Maintain the landing approach speed until clear of
obstacles. Reduce power as required to preclude excessive
nose high attitude in actual instrument conditions. Refer to
the After Takeoff checklist.
The GPS always displays distance to the
active waypoint. During GPS approaches,
2-24 Change 2
NOTE NOTE
Selection of MAX power automatically For heavy weight conditions, approach speed
retracts the speed brake. will be greater than those indicated in Figure
2-8 and Figure 2-9. Fly base and final with no
BEFORE LANDING less than an “on speed” AOA indication.
Refer to Appendix A for recommended landing data. The Cross the threshold with final flap setting and control forces
flaps may be set to TO prior to lowering gear. trimmed. Coordinate PCL and pitch attitude to maintain
proper airspeed and rate of descent. Retard the PCL to IDLE
NOTE once landing is assured. Momentary actuation of the stick
shaker may occur just prior to touchdown. Airspeed will be
Prior to landing, set pressurization switch to dissipated in the flare, and touchdown will normally occur
DUMP if landing field elevation is above approximately 7 knots below the landing approach speed.
7500 feet MSL.
Upon touchdown, smoothly lower the nose gear to the run-
1. DEFOG switch - OFF
way once airspeed is below 80 knots unless needed to affect
2. Engine instruments - Check stopping distance.
3. Gear - DOWN (press down firmly) (BOTH) (Check
three green annunciators illuminated)
4. Brakes - Check, as required (Verify positive pressure
by actuating toe brakes) To avoid possible contact of ventral fin with
runway, do not allow the aircraft to develop
5. Flaps - As required (BOTH) excessive sink rates or allow excessive nose-
6. Speed brake - Verify retracted high pitch attitudes during landing. No-flap
landings with excessive sink rates greatly
NOTE increase the likelihood of tail strikes.
• Setting flaps to TO or LDG automatically

retracts the speed brake.
If nose wheel shimmy occurs after the nose wheel contacts
the runway, apply back stick pressure to relieve the weight
• If conditions require, the pilot may select

defog during climbout from missed
on the nose wheel, then gently release pressure to reestablish
nose wheel contact with the runway. Notify maintenance
after the mission.
approach, go around/waveoff, or touch and
go. Use rudder and ailerons to maintain directional control. Con-
tinue to apply brakes as required, but avoid differential brak-
GO AROUND/WAVEOFF ing during high speed portion of landing rollout. N1 will
automatically reduce from flight idle (67%) to ground idle
The decision to go around/waveoff should be made as early
(60-61%), approximately 4 seconds after touchdown.
as possible. Go around/waveoff procedures are similar to
missed approach. Refer to the After Takeoff checklist. Engage nose wheel steering as required once taxi speed is
achieved.
Excessive pitch near the ground can result in

scraping the tail on the runway.
• If one brake fails, use the other brake and rud-
der/ailerons to aid in maintaining directional
NORMAL LANDING control. If both cockpits are occupied, the
pilot with effective brakes shall assume brak-
Figure 2-8 and Figure 2-9 show typical landing patterns for
ing authority. If directional control cannot be
Air Force and Navy operations. Prior to entering the traffic
maintained, execute Aircraft Departs Pre-
area, slow the aircraft to 200-250 KIAS in a clean configura-
pared Surface procedure.
tion.
• Neutralize rudder pedals prior to engaging
nose wheel steering to avoid excessive
swerve when nose wheel steering is selected.
Change 3 2-25
BREAK
INSIDE
BREAK DOWNWIND
ROLL INTO DESIRED BANK
REDUCE POWER
FINAL
PERCH
BASE INITIAL
1000 FT
AGL
TOUCH AND GO
PCL - MAX
ROTATE - AT ROTATION SPEED INITIAL
PERFORM AFTER TAKEOFF CHECK 200-250 KIAS
FINAL
100 KIAS FLAPS LDG
105 KIAS FLAPS TO
110 KIAS FLAPS UP
45 NOTE
ONCE ESTABLISHED ON
FINAL, ADJUST
APPROACH SPEED BY
GUST CORRECTION
(IF ANY)
INSIDE DOWNWIND
GEAR DOWN
(BELOW 150 KIAS)
120 KIAS MIN
PERCH
FLAPS AS REQUIRED
REDUCE POWER
BASE
110 KIAS MINIMUM
PT02D
(NO LESS THAN ON-SPEED AOA INDICATION) 972575AA.AI
Figure 2-8. Typical Overhead Pattern (USAF)
2-26 Change 1
BREAK
DOWNWIND
BREAK
ROLL INTO DESIRED BANK
REDUCE POWER
SPEED BRAKE AS REQUIRED TRANSITION
LANDING GEAR DOWN
(BELOW 150 KIAS)
INITIAL
200-250 KIAS
TOUCH AND GO
PCL - MAX
ROTATE - AT ROTATION SPEED
NOTE
ONCE ESTABLISHED ON
FINAL, ADJUST
APPROACH SPEED BY
DOWNWIND GUST CORRECTION
PERFORM LANDING (IF ANY)
CHECKLIST
3/4 WTD FINAL
800 FT AGL 1200 - 1500 FT OF
120 KIAS STRAIGHTAWAY
100 - 150 FT AGL
TRANSITION 110 KIAS FLAPS UP
105 KIAS FLAPS TO
REDUCE POWER
100 KIAS FLAPS LDG
AS REQUIRED
ABEAM
POSITION
POSITION
APPROXIMATELY 450 FT AGL
POWER AS REQUIRED
120 KIAS FLAPS UP
FLAPS AS REQUIRED
115 KIAS FLAPS TO
LOWER NOSE FOR DESCENT
110 KIAS FLAPS LDG
120 KIAS FLAPS UP
115 KIAS FLAPS TO
110 KIAS FLAPS LDG
PN00D
090249AA.AI
Figure 2-9. Normal Landing Pattern (USN)
Change 1 2-27
TOUCH AND GO LANDING chances of approaching maximum braking action are
greatly increased.
Upon touchdown, smoothly advance the PCL to MAX.
Anticipate a slight amount of right rudder as torque
increases. Rotate at rotation speed.
The landing gear may be left down when remaining in the ● The aircraft is not equipped with anti-skid or
pattern, but the pilot must observe the maximum gear anti-lock protection. Do not apply wheel
extended speed in Section V. After liftoff, proceed with the brakes until the aircraft is firmly on the
After Takeoff checklist. ground and the weight is fully on the wheels.
If a wheel brake locks up before the weight
CROSSWIND LANDING of the aircraft is fully on the wheels, the
Crosswind landings require only a slight adjustment of brake may not release even with the full
landing technique. Crab as necessary while in the pattern to weight of the aircraft on the wheel. The
result may be a blown tire and possible deg-
accommodate crosswind component. Once transitioned to
radation of directional control on the ground.
final, establish a wing low attitude into the wind to counter
drift, and maintain runway alignment with rudder. Maintain ● After a landing which required maximum
the wing low attitude and rudder input throughout the flare. effort braking and if overheated brakes are
suspected, do not taxi into or park in a con-
GUSTY WIND LANDING gested area until the brakes have had suffi-
During gusty wind conditions, increase landing threshold cient time to cool. Do not set parking brake.
and touchdown speeds by 50% of the gust increment up to a ● If brake pressure appears to fade during
maximum increase of 10 knots. LDG flaps are not recom- application, or brakes are not responding as
mended during gusty wind conditions. expected, fully release brakes, then re-apply.
Both crewmembers must fully release brakes
ANGLE OF ATTACK (AOA) LANDING for this to be effective.
Angle of attack (AOA) landings utilize the normal landing
pattern in Figure 2-8 or Figure 2-9 while maintaining opti- NOTE
mum AOA throughout the final/approach turn. On down- All stopping distances computed from
wind, slow to optimum AOA (on-speed amber donut on Appendix A are based on maximum braking.
indexer) prior to the perch/abeam position. After the perch/ Maximum braking is very difficult to
abeam position, maintain on-speed AOA with pitch and achieve. Variables such as brake and tire
maintain controlled descent rate with power. Maintain an condition, pilot technique, etc., may increase
appropriate angle of bank and line up on runway centerline. computed landing distances.
On final, coordinate stick and power inputs to land at
desired touchdown point while continuing to fly on-speed AFTER LANDING
AOA. Round out and touch down normally.
1. ISS mode selector – SOLO (as required) (Verify ISS
MAXIMUM BRAKING mode selector lever is locked in SOLO)
Maximum braking effectiveness is obtained with a steady

application of brakes.
The physical limitations of the tire and brake system make it ● Both seats will eject if the ISS is in BOTH
extremely difficult to consistently achieve maximum brak- and an unpinned ejection handle is pulled,
ing action, particularly at high speeds where the weight even if the other seat is pinned.
component is reduced due to lift. A smooth, single applica-
tion, increasing as airspeed decreases, offers the best brak- ● With the ISS mode selector set to CMD
ing opportunity. Great caution should be used when braking FWD, the crewmember in the rear cockpit
at speeds above 80 KIAS. Locked brakes are difficult to initiates ejection of the rear seat only, and the
diagnose until well after the fact. Braking should be discon- crewmember in the front cockpit initiates
tinued at the first sign of directional control problems and ejection for both front and rear seats with the
then cautiously reapplied. At speeds below 80 KIAS, the rear seat ejecting first even if the rear seat
2-28 Change 2
2. Seat safety pin – Install (BOTH) ENGINE SHUTDOWN
NOTE
Allow ITT to stabilize at idle for at least 1
Ensure ejection seat safety pin is fully minute prior to shutdown.
inserted to preclude inadvertent seat actua-
1. PARKING BRAKE – Set
tion.
3. PROBES ANTI-ICE switch – OFF
4. Flaps – UP
5. Trim interrupt button – Depress (Verify TRIM OFF Do not set parking brake when hot brakes are
and TAD OFF message illuminated and TAD switch suspected.
moves to OFF) 2. Landing and taxi lights – OFF
6. Trim – Set for takeoff 3. AVIONICS MASTER switch – OFF
7. MASTER ARM switch – SAFE 4. BLEED AIR INFLOW switch – OFF
8. TCAS – STBY 5. RAM AIR FLOW switch – OFF
9. Transponder – STBY 6. AIR COND switch – OFF
7. EVAP BLWR control – OFF (BOTH)
8. OBOGS – OFF (BOTH):
a. OBOGS pressure lever – NORMAL
After a landing which required maximum
effort braking and if overheated brakes are b. OBOGS concentration lever – NORMAL
suspected, do not taxi into or park in a con- c. OBOGS supply lever – OFF
gested area until the brakes have had suffi-
cient time to cool. Do not set the parking
brake.
Failure to deactivate both OBOGS regulators
FULL STOP/TAXI BACK CHECKLIST will result in a drain on the battery even with
1. PROBES ANTI-ICE switch – OFF all other electrical switches and controls off.
2. Flaps – TO This load will discharge the aircraft battery.
3. Trim – Set for takeoff 9. PCL – IDLE >60 seconds, then OFF
4. Transponder – STBY (as required)

5. Fuel quantity and balance – Check
6. Engine instruments – Check When shutting the engine down, verify the
PCL is fully in the OFF position to preclude
7. DEFOG switch – OFF
engine damage. If the PCL is left in an inter-
8. Minimum power at 60 KIAS – Compute mediate position, fuel flow may continue and
cause serious engine damage due to over
AFTER CLEARED ONTO THE RUNWAY:
temperature.
9. Landing/taxi lights – ON
10. Interior/exterior lights – OFF
10. Transponder – ALT
11. PMU STATUS message – Extinguished (or notify
11. Nose wheel steering – OFF maintenance)
12. PROBES ANTI-ICE switch – ON
(If a fault has been detected, the PMU STATUS mes-
13. EICAS display – Check (BOTH) sage will illuminate 1 minute after touchdown.)
12. FDR light – Extinguished
13. GEN, BAT, and AUX BAT switches – OFF
14. Gust lock – Engage (as required)
Change 2 2-29
Make sure the rudder is locked in place. The

To prevent injury, ensure head is clear of
rudder must be displaced to the left after the
canopy handle, latch hooks, and guide pins
gust lock is engaged.
when entering or exiting cockpit.
BEFORE LEAVING AIRCRAFT

1. PARKING BRAKE – As required
(If wheel chocks have been installed or if the aircraft ● Secure shoulder straps to headrest before
is tied down, release the parking brake.) adjusting seat.
2. CFS handle safety pins – Install (BOTH) ● Ensure ejection seat pan and side consoles
are clear of all lap straps, cords, and connec-
tions prior to adjusting seat height to prevent
possible damage to seat or equipment.
Failure to close and latch the CFS pin stor- ● After unbuckling the lap straps, ensure it
age box prior to closing the canopy may does not fall onto the side console or emer-
damage the canopy when the canopy is gency oxygen control handle causing dam-
closed. age.
3. DTS/DVR cartridge – Remove (as required)
● Avoid applying abrupt and/or excessive
4. ISS mode selector – SOLO (Verify ISS mode selec-
force to the canopy locking handle at all
tor lever is locked in SOLO)
times. Excessive force in any direction may
5. Oxygen hose and communication cord – Stow with damage the canopy locking mechanism.
loop forward
● To avoid accidental activation of the canopy
fracturing system, ensure the area around the
CFS handle is clear prior to exiting the cock-
Damage may occur to oxygen hose if stowed pit.
with loop facing aft and in contact with the
canopy strut. STRANGE FIELD PROCEDURES
6. HUD combiner cover – Install If mission requirements dictate an overnight stay and
7. Wheel chocks – Install (as required) ground support equipment or personnel are not available,
the pilot-in-command will be responsible for postflight and
preflight inspections of the aircraft.
To prevent possible damage to aircraft due to POSTFLIGHT INSPECTION

unattended movement, ensure aircraft is 1. PARKING BRAKE – Set
secured with wheel chocks or is properly tied 2. Interior – Visually check:
down before releasing the parking brake.
a. Gust lock – Engage
8. Exterior walk-around inspection – Visually check:
b. Ejection control handle safety pins – Check
a. Ground for evidence of fuel or hydraulic leaks
(BOTH)
b. Flap condition (Make sure safety pins in both cockpits have been
c. Speed brake condition installed.)
d. Gear, gear doors, and wheel well condition c. CFS handle safety pins – Install (BOTH)
e. Tires for indication of wear, cuts, or blisters (Make sure safety pins in both cockpits have been
f. Access doors, panels, fairings, and ventral fin for installed.)
damage or missing fasteners 3. Exterior walk-around inspection – Visually check:
g. Rudder – Locked (as required) a. Ground for evidence of fuel or hydraulic leaks
b. Flap condition
2-30 Change 2
c. Speed brake condition
d. Gear, gear doors, and wheel well condition
(Make sure gear pins are installed, as required.) To prevent injury or damage to canopy,
ensure canopy rail and locking lever are
e. Tires for indication of wear, cuts, or blisters
clear prior to closing canopy. Ensure canopy
f. Brake wear indicators (2) – Check (Wear indica- handle is in the open position prior to closing
tors should protrude above housing. If an indicator the canopy to prevent damage to the locking
reads low, reset the parking brake and re-check.) mechanism.
g. Install chocks, engine inlet covers, exhaust covers/ c. External CFS handle access doors – Latched and
prop restraints, AOA probe cover, and pitot covers locked
d. Baggage door – Latched and locked
e. Avionics doors – Latched
To avoid possible injury or damage to equip- PREFLIGHT INSPECTION

ment, allow sufficient time for exhaust
stacks to cool after flight before installing Prior to the first flight of the day, perform the following
exhaust covers/prop restraints. If pitot heat checks:
has been used, allow pitot, TAT, and AOA
probes to cool after flight before installing
covers. 1. Aircraft – Unlock:
h. Install tie down, if required, and static ground wire a. Canopy – Unlocked
b. External CFS handle access doors – Unlocked
To avoid aircraft movement, the aircraft

should be tied down and/or both main tires
should be chocked if the aircraft will remain If emergency ground egress doors are
unattended and/or during strong wind. locked, ground personnel will not be able to
operate canopy fracturing system in an emer-
i. Access doors, panels, fairings, and ventral fin for
gency.
damage or missing fasteners
c. Baggage door – Unlocked
4. Engine oil level (dipstick) – Check
2. Seat safety pin – Verify installed and ensure warning
streamer is free and clear of ejection seat handle
(BOTH)
● Oil level must be serviced within 30 minutes 3. CFS handle safety pins – Verify installed (BOTH)
of engine shutdown. For most accurate 4. Rear cockpit tie down (solo flight) – Complete as fol-
results, check oil level 15 to 20 minutes after lows:
engine damage is possible. Failure to secure rear cockpit for solo flight
may result in restriction of flight control
● The sight glass is not to be used for checking movement.
a. Solo strap – Attach upper loops to parachute risers
and lower loops to lower KOCH fittings.
5. Refueling – As required
b. Oxygen hose/emergency oxygen hose/intercom
6. Aircraft – Secured: leads – Route through lower loops of solo strap
a. Install sun shields – As required c. Lap straps – Pull tight and wrap solo strap around
b. Canopy – Locked excess lap strap material
Change 2 2-31
d. Leg restraints – Fasten leg restraint garters around 7. Chocks, gear pins, engine inlet covers, exhaust cov-
oxygen hose, emergency oxygen hose, and lap ers/prop restraints, AOA probe cover, and pitot cov-
strap bundle (Pull excess leg restraint line tight ers – Remove
through leg restraint snubber unit) 8. Nose gear spring strut – Inspect
e. Ejection seat shoulder harness – Make sure seat
harness is fully retracted and shoulder harness con- NOTE
trol lever is in locked position
Visually inspect nose gear spring strut for
f. Ejection seat – Full down condition and serviceability. Ensure that
none of the bolts are missing from the for-
ward attachment bracket, that the bracket
itself is not bent or twisted and that there is
Ensure ejection seat pan and side consoles no gap between the spring washers and the
are clear of all lap straps, cords, and connec- spring strut end cap or “Bell”.
tions prior to lowering seat to prevent possi- 9. Hydraulic system service bay access panel – Open
ble damage to seat or equipment.
10. Hydraulic reservoir fluid level – Check
g. CFS handle safety pin – Tie warning streamer to
leg restraint lines (If the hydraulic reservoir fluid level indicator shows
in the area labeled FULL AC or FULL AD (marked in
green), the system is fully serviced.)
(If the indicator shows outside of either green marked

Ensure CFS handle safety pin streamer does area, pull the manual pressure relief handle. With the
not restrict PCL/flap lever movement. system fully discharged, the fluid level should indi-
h. Control stick boot collar – Check for possible cate FULL AD. After discharging, if the level is out-
restriction to control stick movement side the FULL AD indications, notify maintenance.)
11. Hydraulic system service bay access panel – Close
NOTE and latch
The locking side of the control stick boot 12. Fuel sumps – Check (as required)
collar should face forward. If in any other (Drain an amount of fuel from each fuel sump suffi-
position, putting the seat full down or full up cient to check for color and possible contaminants.)
may cause portions of the control stick to
13. Fuel filter bypass indicator (single point
contact the ejection seat safety pin, inhibiting
refuel bay) – Verify in normal position (indicator in)
full aft stick travel.
5. PARKING BRAKE – Set 14. PCL – OFF (BOTH)
15. Gear handle – Down (BOTH)
16. STARTER switch – NORM (BOTH)
17. IGNITION switch – NORM (BOTH)
With the parking brake set, the pressure in 18. External power – As required
the brake lines can bleed off over time. If this
occurs, the aircraft may move after removing 19. BAT switch – ON
the tiedowns and chocks unless pressure has 20. Fuel quantity – Check
been reapplied to the toe brakes and the (Sufficient for planned mission with required
parking brake has been reset. reserves.)
6. Tiedowns – Remove 21. Battery voltage – Check sufficient for start (23.5
volts)
22. Exterior lights – ON
23. PROBES ANTI-ICE switch – ON
2-32 Change 2
Single-Point Refueling (SPR)
1. Park aircraft on level ramp
To prevent possible burns, application of 2. Ground aircraft and truck or hydrant before fueling
electrical power to pitot and AOA heating 3. Open fuel bay door
elements should not exceed 10 seconds. Do
4. Remove adapter cover and connect fuel nozzle to SPR
not directly touch heated areas. To check
adapter
heating, hold hand near heated area until
warmth can be felt. 5. Set truck/hydrant pressure to no more than 50 psi sup-
ply pressure
6. Select precheck RH and LH ON
Prolonged use of pitot and AOA heat while

on the ground will damage the pitot and
AOA heating elements and drain battery. If either or both RH and LH precheck valves
Ensure that pitot tube and AOA covers are do not shut down, cease fueling and repair
removed before test. system prior to attempting single-point refu-
24. Conduct exterior check for light operation, and pitot eling.
and AOA for heating 7. Open fuel nozzle and verify both RH and LH pre-
25. PROBES ANTI-ICE switch – OFF check valves shut down within 10 seconds
26. Exterior lights – OFF 8. After successful precheck, select precheck RH and
LH OFF
27. BAT switch – OFF
9. Start fueling
28. CFS handle safety pins – Remove and stow (BOTH)
(Fuel will shut off automatically when tanks reach the
SERVICING preset level.)
10. Turn off truck or hydrant supply and disconnect noz-
FUEL REQUIREMENTS zle from adapter
The following fuels have been approved for use in the 11. Install adapter cover and secure fuel bay door
PT6A-68 engine: JP-4, JP-5, JP-8, JP-8+100 (USAF only), 12. Disconnect ground cables
JET A, JET A-1, and JET B. Fuel must contain fuel system
icing inhibitor. Fuels not containing an inhibitor must have Over the Wing (Gravity) Refueling
MIL-DTL-85470 fuel system icing inhibitor added in pro- 1. Park aircraft on level ramp
portions not less than 0.10% nor more than 0.15% by vol-
ume (1/2 pint icing inhibitor for every 50 gallons of fuel 2. Ground aircraft and truck or hydrant before fueling
yields 0.13% by volume). The additive, fluid or spray, 3. Note fuel quantity on aircraft gages and determine
should be mixed with the fuel while refueling. amount to be added
4. Fuel low wing first:
a. Open filler cap
Fueling is approved on slopes up to 3°. In the b. Add one-half of amount to be added per truck or
event that the aircraft is parked on a non- hydrant gage and verify with aircraft gaging sys-
level surface for fueling, fuel levels will be tem
uneven between wings. Do not open the fuel c. Replace filler cap
filler cap on the low wing when the aircraft
is parked on a slope if fuel is more than half 5. Repeat Step 4 for high wing, adding remaining fuel
full or spillage may result. 6. Disconnect ground cables
NOTE
JP-8+100 is not an approved fuel for US
Navy T-6B aircraft.
Change 2 2-33
OIL REQUIREMENTS TIE DOWN POINTS
Tie down is provided by four mooring points. One mooring

point is directly aft of the jacking point at the tail, one is on
the underside of each wing, and one is on the nose wheel.
The wing and tail points provide sufficient mooring in nor-
mal conditions. However, when windy or extreme condi-
tions are anticipated, the nose gear should also be secured.
engine damage is possible. High winds can cause structural damage to
aircraft. If time permits, park aircraft inside a
● The sight glass is not to be used for checking hangar. If possible, move aircraft to a hangar
oil level; only the dipstick is to be used for when winds above 80 knots are expected.
TOWING POINTS
GROUND POWER REQUIREMENTS
Nose gear towing is performed with a towing bar (part num-
External ground power requirements are: ber 01-1283-0000) attached to two lugs on the aircraft nose
● 28 to 28.5 VDC gear. This method is recommended for towing the aircraft
over improved, even surfaces.
● 1000 amps for 5 seconds
● 500 amps for 2 minutes
● 300 amps continuous
● Ensure propeller restraints are properly
NOTE installed prior to towing to prevent damage
to propeller from inadvertent contact with
For off-station engine starts, 24.0 to 29.5 the tow bar.
VDC are acceptable external power voltage
limits. ● To prevent damage to landing gear, ensure
parking brake is released prior to moving or
TIRE PRESSURE towing the aircraft.
Main gear tire pressure is 225±5 psi. ● When towing, do not exceed 80° deflection
(marks on nose gear strut).
Nose wheel tire pressure is 120±5 psi.
2-34 Change 2
SECTION III
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Critical Action (US Air Force) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Critical Action (US Navy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Noncritical Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Crew Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Resetting a Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Ground Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Abort Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Motoring Run Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Fire Warning on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Emergency Engine Shutdown on the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Emergency Ground Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Takeoff Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Abort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Barrier Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Aircraft Departs Prepared Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Tire Failure During Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Engine Failure Immediately After Takeoff (Sufficient Runway Remaining Straight Ahead) . . . . . . . . . . . . . . . . . . . . . . 3-7
In-Flight Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Engine Failure During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Airstart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
PMU NORM Airstart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
PMU OFF Airstart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Immediate Airstart (PMU NORM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Uncommanded Power Changes/Loss of Power/Uncommanded Propeller Feather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Compressor Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Inadvertent Departure from Controlled Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Fire in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Smoke and Fume Elimination/Electrical Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
PMU Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
PMU Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Chip Detector Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Oil System Malfunction or Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Avionics Failures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Fuel System Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Hydraulic System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Controllability Check (Structural Damage/Flight Control Malfunction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
OBOGS System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
OBOGS Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
OBOGS System Malfunction (Zeolite Dust in Oxygen Mask). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
OBOGS Overtemp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Environmental Systems Duct Overtemp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Defog Valve Fails to Close in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Trim System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Flight With Shattered/Damaged Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Change 2 3-1
Canopy Unlocked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Cockpit Overpressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Rapid Decompression/Cockpit Pressure Altitude Exceeds 19,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Cockpit Fails to Pressurize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Ejection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Controlled Ejection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Eject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Use of Terrain Clearance Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Post Ejection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Life Raft Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Emergency Landing Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Landing on Unprepared Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
Precautionary Emergency Landing (PEL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
Wing Flap Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Landing Gear Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Landing with Unsafe Gear Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50
Landing Gear Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing with Blown Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing without Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Landing with Cocked Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Miscellaneous Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
PMU OFF Ground Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
EICAS Message Cause and Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Critical Action Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
3-2 Change 2
INTRODUCTION DEFINITIONS
This section contains procedures to be followed in the event Land As Soon As Possible
of an emergency. These procedures will ensure maximum
safety for the crew and/or aircraft until a safe landing or other An emergency shall be declared and a landing accomplished
appropriate action is accomplished. Although the procedures at the nearest suitable landing area considering the severity
contained herein are considered the best available, pilots of the emergency, weather conditions, field facilities, ambi-
must exercise sound judgment when confronted with an ent lighting, and command guidance.
emergency.
Land As Soon As Practical
When an airborne emergency occurs, three basic rules apply.
These rules should be thoroughly understood by all pilots: Emergency conditions are less urgent and, although the mis-
•
sion is to be terminated, the degree of the emergency is such
Maintain aircraft control. that an immediate landing may not be necessary.
• Analyze the situation and take proper action.
• Land as soon as conditions permit. Suitable Landing Area
A suitable landing area is a hard surface runway, taxiway, or

CRITICAL ACTION (US AIR FORCE) under/overrun. Landing on an unprepared surface or ditching
Procedures appearing in CAPITAL BOLD FACE LET- is not recommended.
TERS are considered CRITICAL action. CRITICAL actions
are items that must be performed immediately if the emer- CREW COORDINATION
gency is not to be aggravated, and injury or damage are to be Essential steps or items which are to be checked in both
avoided. These CRITICAL steps will be committed to mem- cockpits, if occupied, are indicated by (BOTH) following the
ory. step.
CRITICAL ACTION (US NAVY) RESETTING A CIRCUIT BREAKER

Items indicated with an asterisk (*) are memory items that The term “reset” is used to describe the action of resetting a
may result in serious injury or death and/or damage to equip- circuit breaker that is already open. The pilot should assess
ment if not carefully and expeditiously executed. These the severity of the emergency, equipment lost, and the bene-
items shall be completed without reference to the checklist. fits gained prior to resetting or opening any circuit breaker.
Time permitting, review/complete the procedures utilizing If the mission can be continued or the aircraft safely recov-
the pocket checklist to ensure completeness. ered without the affected equipment, the circuit breaker
should not be reset.
NONCRITICAL ACTION
Those actions which contribute to an orderly sequence of

events, improve the chances for emergency action to be suc-
cessful, and serve as “clean-up” items.
3-3
GROUND EMERGENCIES and/or ITT that are indicative of an impend-

ing hung or hot start.
ABORT START PROCEDURE
• If a battery start was aborted (PMU or manual
abort), connect external power (if available)
In the AUTO start mode, if a no start is detected or if a hung
or hot start is projected, the PMU should terminate the start and perform Motoring Run Procedure. Sub-
sequence. However, the engine start should be aborted man- sequent starts may be attempted if no engine
ually in the following situations: malfunctions are evident and no limits have
•
been exceeded.
ITT rate of increase appears likely to exceed 1000 °C
(hot start) MOTORING RUN PROCEDURE
• Normal N1 increase is halted (hung start)
•
Perform this procedure after any aborted start (auto or man-
No rise of ITT is evident within 10 seconds after fuel ual) during which fuel was introduced. Motor the engine to
flow indications (no start) clear residual fuel and/or lower the ITT.
• Red BATT BUS warning message illuminates during
the start sequence
1. PCL - OFF
•
2. IGNITION switch - NORM
PCL is moved or the ST READY green advisory mes-
sage extinguishes during the start sequence 3. Propeller area - Clear
4. STARTER switch - MANUAL for 20 seconds
NOTE
Note and report to maintenance the degree
and duration of any overtemperature.
STARTER switch is not spring-loaded from
* 1. PCL - OFF; or STARTER switch - AUTO/RESET MANUAL to NORM.
NOTE NOTE
If start is initiated with PCL in the OFF posi- Observe starter duty cycle cool-down period.
tion, abort by reselecting AUTO/RESET on
the STARTER switch. If start is initiated with 5. STARTER switch - NORM
PCL out of the OFF position, but not past the
IDLE gate, abort by placing the PCL to OFF FIRE WARNING ON GROUND
or reselecting AUTO/RESET on the The primary indications of an engine fire are illumination of
STARTER switch. If the PCL is past the the FIRE annunciators. Other indications of an engine fire
IDLE gate, abort by placing the PCL to OFF. are visual smoke or fire, engine indications (high ITT, fluc-
2. Perform Motoring Run Procedure tuating or high fuel flow), and notification from exterior
sources such as ground crew, tower, or another aircrew.
When evidence of a fire exists during start or other ground
operations, perform the Emergency Engine Shutdown On
• If a start using external power is aborted
(PMU or manual abort), do not attempt sub-
The Ground procedure and Emergency Ground Egress pro-
cedure if applicable.
sequent starts.
EMERGENCY ENGINE SHUTDOWN ON THE
• Repeated PMU aborted start attempts are
indicative of engine malfunction.
GROUND
In the event of an engine fire, prop strike, or chip light; if the

NOTE aircraft appears likely to depart the prepared surface; or
•
should any other serious ground emergency occur, accom-
During ground starts, certain parameters plish the following:
(weak battery, high OAT, high pre-start ITT,
high density altitude, tailwind) may cause the * 1. PCL - OFF
PMU to abort a battery start attempt. Though * 2. FIREWALL SHUTOFF HANDLE - PULL
these parameters are not directly monitored * 3. Emergency ground egress - As required
by the PMU, they cause a rate of rise in N1
3-4 Change 3
EMERGENCY GROUND EGRESS *6. Upper fittings, lower fittings, and leg restraint gar-
ters – Release (BOTH)
NOTE Actuate leg restraint line quick-release lever on left
In a situation requiring immediate ground side of seat or use individual quick-release connectors
egress, the ejection system has the capability on leg restraint garters.
for 0/0 ejection.
NOTE
If emergency egress is required on the ground (Figure 3-1),
perform the following steps after the aircraft has come to a Oxygen hose, emergency oxygen hose, com-
complete stop and the engine has been shut down: munication leads, and anti-G suit hose will
pull free while vacating cockpit and leg
*1. ISS mode selector – SOLO restraint lines will pull through leg restraint
garter D rings if released with quick-release
lever.
*7. BAT, GEN, and AUX BAT switches – OFF
Failure to ensure that the ISS mode selector
*8. Evacuate aircraft
is set to SOLO may result in the inadvertent
ejection of one or both seats.
TAKEOFF EMERGENCIES
*2. Seat safety pin – Install (BOTH)
There are several factors which affect the pilot’s decision to
takeoff or abort. The decision to takeoff or abort should be
based on the following:
Failure to insert both ejection seat safety pins ● Runway length and condition, terminal weather con-
(if occupied) before ground egress may ditions and area traffic.
result in inadvertent activation of ejection ● If any system emergency affecting safety of flight is
sequence and subsequent injury or death experienced prior to liftoff, the takeoff should be
when performing emergency ground egress. aborted.
*3. PARKING BRAKE – As required
ABORT
*4. Canopy – Open
If it becomes necessary to abort the takeoff, concentrate on
IF CANOPY CANNOT BE OPENED OR SITUATION
maintaining aircraft control, specifically directional control,
REQUIRES RIGHT SIDE EGRESS:
while stopping the aircraft on the remaining runway. To
*5. CFS handle – Rotate and pull (BOTH) abort a takeoff, accomplish the following:
*1. PCL – IDLE
*2. BRAKES – AS REQUIRED
● If the canopy fracturing system malfunctions Refer to Section II for description of maximum brak-
in conjunction with a canopy latch failure in ing.
the locked position, ejection may be the only
option remaining to exit the aircraft. Aircrew
shall ensure shoulder straps, lap straps, and
leg restraint garters are still attached prior to
After a stop which required maximum effort
pulling ejection handle.
braking and if overheated brakes are sus-
● To prevent injury, ensure oxygen mask is on pected, do not taxi into or park in a con-
and visor is down prior to actuating the CFS gested area until brakes have had sufficient
system. time to cool. Do not set parking brake.
● Each internal CFS handle activates only the BARRIER ENGAGEMENT

CFS charge for the respective transparency.
Both internal CFS handles must be activated Aircrews will not call for a raised barrier in the event of an
in order to fracture both transparencies (if aborted takeoff. If a raised barrier is already up, aircrews
required).
Change 2 3-5
1. LIFT LOCK RELEASE LEVER

3 2 2. ROTATE HANDLE
3. OPEN CANOPY
RIGHT-SIDE EGRESS POSSIBLE

WITH USE OF CFS
TURN 90
AND PULL
IF CANOPY WILL NOT

OPEN, ROTATE HANDLE 90
COUNTERCLOCKWISE AND PULL PM01D
100833AA.AI
Figure 3-1. Emergency Ground Egress
3-6 Change 1
will steer around it, to include departing the prepared sur- careful consideration of the recovery situation must be
face if necessary, or ejecting before engagement. made. An early decision to eject may be the best option.
Anticipate increased brake sensitivity when braking above
80 KIAS. In all cases, control the aircraft energy state
through prudent use of altitude, airspeed, and configuration.
Significant aircraft damage can be antici-
pated when engaging a raised web barrier
and webbing may preclude normal canopy
opening. ● If insufficient runway remains to land
straight ahead, consider immediate ejection.
● Do not sacrifice aircraft control while trou-
bleshooting or lowering gear with emer-
If contact with a lowered BAK-15 is immi- gency system.
nent, discontinue braking before reaching
*1. AIRSPEED – 110 KNOTS (MINIMUM)
lowered barrier, then recommence once past
barrier. In the unlikely event that webbing *2. PCL – AS REQUIRED
catches on aircraft, there may be unexpected
directional control problems. NOTE
The pilot should select IDLE to use the
AIRCRAFT DEPARTS PREPARED SURFACE increased drag of the not yet feathered pro-
peller or select OFF to reduce the sink rate.
If it appears likely that the aircraft will depart the prepared
surface, execute the Emergency Engine Shutdown On The *3. EMER LDG GR HANDLE – PULL
Ground procedure. (AS REQUIRED)
NOTE
TIRE FAILURE DURING TAKEOFF With a loss of hydraulic pressure, landing
gear and flaps cannot be lowered by normal
IF THE DECISION IS MADE TO STOP: means.
1. Abort *4. Flaps – As required
IF TAKEOFF IS CONTINUED:
IN-FLIGHT EMERGENCIES
2. Gear and flaps position – Do not change
3. Straight-in approach – Execute ENGINE FAILURE DURING FLIGHT
In the event of an engine failure, a decision to eject, land, or

airstart must be made. The altitude at which the engine fails
will determine the time available to perform the following
Land on side of runway corresponding to the
procedures.
good tire (put drag in the middle). Maintain
directional control using rudder, brakes, and Initial indications of engine failure/flameout are: loss of
nose wheel steering as required. power and airspeed; rapid decay in N1, torque, and ITT; and
propeller movement towards feather due to loss of oil pres-
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF sure. Depending on airspeed, N1 will indicate 0% within
(SUFFICIENT RUNWAY REMAINING STRAIGHT approximately 5 seconds, even though the gas generator
AHEAD) core may not have seized. N1 does not indicate speeds
A complete engine failure immediately after takeoff is an below 8%. Torque will be indicating 0%. As the propeller
extremely critical emergency requiring immediate action moves towards feather, it may still be turning (windmilling),
and decision making by the pilot. Indications are a total loss but at a reduced RPM. Secondary indications include rap-
of power and a fairly rapid reduction in airspeed. A positive idly decreasing ITT and lower-than-normal oil pressure.
nose down pitch change will be needed to maintain a safe The GEN, FUEL PX, and OIL PX warning will illuminate,
flying airspeed. If sufficient runway remains, the best option followed by the OBOGS FAIL warning. The PMU FAIL
is to continue straight ahead and land. If that is not possible, and CKPT PX warning may illuminate.
Change 2 3-7
Sufficient hydraulic pressure may not be available to oper- EXAMPLE 1 (airspeed 200 KIAS, Figure 3-2): Enter chart
ate the gear and flaps as the engine spools down. Gear and with initial conditions of weight, altitude, and airspeed
flaps will remain in the last selected position at the time of (6000 lbs, 6000 feet, and 200 KIAS in the example). Trace
engine failure. Gear may indicate unsafe or in transit if vertically up from weight (A) and interpolate between the
operation is attempted at time of engine failure. pressure altitude guidelines, as required, to determine the
intersection of these values (B). Trace back to the left hand
Initial reaction to any malfunction at low altitude should be margin to determine the altitude gain (C) (843 feet). There-
to trade excess airspeed for altitude. Higher altitude trans- fore, a 2 G zoom from 200 KIAS and 6000 feet with a 0 to
lates directly to additional terrain clearance for ejection, +0.5 G pushover to capture 125 KIAS glide airspeed should
additional glide range to reach a suitable landing, or addi- result in a final altitude of 6843 feet.
tional time to achieve an airstart.
EXAMPLE 2 (airspeed 250 KIAS, Figure 3-3): Enter chart
The pilot should zoom to eject if the engine has failed and with initial conditions of weight, altitude, and airspeed
there are no suitable landing options and a restart is not war- (6000 lbs, 6000 feet, and 250 KIAS in the example). Trace
ranted (insufficient altitude or type of failure precludes vertically up from weight (A) and interpolate between the
restart). The zoom to eject is accomplished by pulling up to pressure altitude guidelines, as required, to determine the
a 20° climb angle (if able) and ejecting before a sink rate intersection of these values (B). Trace back to the left hand
develops. Zoom to eject allows the pilot to add 200 feet of margin to determine the altitude gain (C) (1522 feet). There-
altitude increase above the altitude gain noted in the zoom fore, a 2 G zoom from 250 KIAS and 6000 feet with a 0 to
chart due to not pushing over. If the decision to eject is not +0.5 G pushover to capture 125 KIAS glide airspeed should
immediately obvious, follow the zoom to climb procedure. result in a final altitude of 7522 feet.
If attempting an airstart or positioning to land, the following Figure 3-4 provides a tabular listing of altitude gains based
procedures should be followed. Above 150 KIAS, initiate a on a variety of conditions at 200 and 250 KIAS.
zoom climb using a 2 G pull up to a 20° climb angle until
approaching the desired glide airspeed (use approximately If a decision is made to land, enter the emergency landing
20 KIAS lead point) and then initiating a 0 to +0.5 G push- pattern at high key, if possible. If high key entry is not pos-
over to capture desired glide airspeed. Below 150 KIAS, the sible, it may be possible to intercept the pattern at a lower
benefits of a zoom climb are negligible. The recommended altitude. Glide performance will be considerably reduced
procedure is to perform a constant altitude deceleration to until the propeller is feathered. Figure 3-5 shows maximum
desired glide airspeed. Figure 3-2 shows low altitude zoom glide information.
capability at 200 KIAS and Figure 3-3 shows low altitude *1. ZOOM/GLIDE – 125 KNOTS (MINIMUM)
zoom capability at 250 KIAS.
Zoom capability at 200 knots will vary from 603 to 915 feet NOTE
of altitude gained. Zoom capability at 250 knots will vary ● Crosscheck N1 against other engine indica-
from 1180 to 1576 feet of altitude gained. The lower num- tions to assess condition of engine and deter-
bers are for light aircraft at low pressure altitudes and the mine if an airstart is warranted. At 125
higher numbers are for heavier aircraft at higher pressure KIAS, an engine which has flamed out will
altitudes. The zoom to eject procedure will gain an addi- rotate below 8% N1 and indicate 0% N1. The
tional 200 feet of altitude. engine oil pressure indicator may display oil
pressures up to 4 psi with an N1 of 0%.
NOTE
● If experiencing uncommanded power
● Zoom results with an engine still producing a changes/loss of power/uncommanded pro-
usable torque (>6%) will be several hundred peller feather or compressor stalls, refer to
to several thousand feet higher in altitude appropriate procedure.
gained.
*2. PCL – OFF
● Each low altitude zoom capability chart
depicted in Figure 3-2, Figure 3-3, and Fig- NOTE
ure 3-4 represents a no engine condition.
Propeller will not feather unless the PCL is
Each chart assumes the pilot will not per-
fully in OFF.
form any action prior to actual engine fail-
ure. *3. INTERCEPT ELP
To use the low altitude zoom charts, proceed as follows:
3-8 Change 2
AIR FORCE 1T-6B-1
LOW ALTITUDE ZOOM CAPABILITY
200 KIAS
ASSOCIATED CONDITIONS: AIRPLANE : T-6B
THROTTLE CUT-OFF ENGINE : PT6A-68
SPEEDBRAKE IN DATE : MAR 2OO8
2Oº CLIMB MAINTAINED TO 145 KIAS DATA BASIS : ESTIMATED
2-SECOND DELAY BEFORE INITIATING ZOOM
NOTE
THE LOW WEIGHT CONDITION OF 5465 LBS, USED IN THIS CHART,
IS BASED ON THE AIRCRAFT MINIMUM INFLIGHT WEIGHT.
1,000
950
FEET
900 DE ~
TITU
SUR E AL
PRES
6000
850
800
ALTITUDE GAIN ~ FEET
750 0
300
0
150
500
700
650
600
550
PHAAMS004A
500
5,500 5,700 5,900 6,100 6,300 6,500 6,700 6,900

WEIGHT ~ POUNDS
Figure 3-2. Low Altitude Zoom Capability, 200 KIAS
3-9
AIR FORCE 1T-6B-1
LOW ALTITUDE ZOOM CAPABILITY
ASSOCIATED CONDITIONS: 250 KIAS AIRPLANE : T-6B

THROTTLE CUT-OFF ENGINE : PT6A-68
SPEEDBRAKE IN DATE : MAR 2OO8
2Oº CLIMB MAINTAINED TO 145 KIAS DATA BASIS : ESTIMATED
2-SECOND DELAY BEFORE INITIATING ZOOM
NOTE
THE LOW WEIGHT CONDITION OF 5465 LBS, USED IN THIS CHART,
IS BASED ON THE AIRCRAFT MINIMUM INFLIGHT WEIGHT.
1,800
1,700
1,600 ~ FEET
ALTITUDE
PRESSURE
6000
1,500
ALTITUDE GAIN ~ FEET
1,400
3000
1500
1,300
500
1,200
1,100
PHAAMS005A
1,000
5,500 5,700 5,900 6,100 6,300 6,500 6,700 6,900

WEIGHT ~ POUNDS
Figure 3-3. Low Altitude Zoom Capability, 250 KIAS
3-10
AIR FORCE 1T-6B-1
AIRSPEED = 200 KIAS

WEIGHT ALTITUDE (FEET)
---- 500 1500 3000 6000
5465 603 629 656 799
5500 608 633 660 802
5600 621 646 671 810
5700 634 658 682 818
5900 660 683 703 834
5800 647 670 693 826
6000 673 695 714 842
6100 686 708 725 850
6200 699 720 736 858
6300 712 732 747 866
6400 725 745 757 875
6500 738 757 768 883
6600 751 769 779 891
6700 764 782 790 899
6800 777 794 800 907
6900 790 806 811 915
AIRSPEED = 250 KIAS

---- 500 1500 3000 6000
5465 1180 1239 1304 1491
5500 1183 1243 1307 1493
5600 1195 1253 1318 1499
5700 1206 1264 1328 1505
5800 1218 1274 1338 1511
5900 1230 1285 1348 1517
6000 1241 1295 1359 1523
6100 1253 1305 1369 1529
6200 1264 1316 1379 1535
6300 1276 1326 1389 1541
6400 1288 1337 1399 1547
6500 1299 1347 1410 1552
6600 1311 1357 1420 1558
6700 1322 1368 1431 1564
Figure 3-4. Zoom Data
3-11
AIR FORCE 1T-6B-1
AIRSPEED = 250 KIAS

---- 500 1500 3000 6000
6800 1334 1378 1441 1570
6900 1345 1389 1451 1576
Figure 3-4. Zoom Data (Continued)
3-12
Figure 3-5. Maximum Glide Change 1 3-13

The extra drag during airstart attempts will cause a greater
descent rate than 1350 to 1500 feet/minute. Approximately
1200 feet of altitude will be lost during an airstart attempt
● If a suitable landing surface is available, turn performed at the best glide speed of 125 KIAS. Approxi-
immediately to intercept the nearest suitable mately 40 seconds will be required to complete the starting
point on the ELP. Any delay could result in sequence. The higher the altitude, and the slower the air-
insufficient gliding distance to reach a land- speed, the warmer the starting ITT peak temperature. As the
ing surface. start progresses, the pilot’s attention must be focused on fuel
flow, ITT and N1 throughout the starting sequence. After
● Do not delay decision to eject below 2000 the start is complete, the critical step is setting the starter
feet AGL. switch to NORM to allow the generator to come online.
*4. Airstart - Attempt if warranted
Consideration should be given to not

Airstart procedure is not recommended attempting an airstart if on a minimum glide
below 2000 feet AGL, as primary attention profile to an airfield, since repeated airstart
should be to eject or safely recover the air- attempts will result in excessive altitude loss.
craft.
The PMU NORM airstart is considered the primary method
IF CONDITIONS DO NOT WARRANT AN AIRSTART: since it is less sensitive to the rate of PCL movement, and
*5. FIREWALL SHUTOFF handle - Pull cooler starts can be expected at lower airspeeds. This proce-
dure depends upon pilot action to correctly position the PCL
*6. Execute Forced Landing or Eject
and critical switches.
AIRSTART If the PMU FAIL warning is illuminated, a PMU OFF
airstart is required. Critical steps during this starting proce-
Three airstart procedures are approved for this aircraft: dure include setting the PMU switch to OFF and turning the
PMU NORM; PMU OFF; and Immediate Airstart (PMU ignition switch ON. The most critical pilot action during the
NORM). The status of the PMU dictates the type of airstart start is PCL movement while monitoring fuel flow, ITT and
attempted. All airstarts are starter assisted. N1 acceleration. Advancing the PCL too rapidly during the
Use this procedure if engine failure was not due to fire or start causes high ITT and may overtemp the engine.
mechanical failure. Airstarts may be attempted at any alti- Advancing the PCL too slowly may cause N1 to roll back
tude and airspeed, although airstarts have only been demon- with decreasing ITT.
strated at 20,000 feet MSL and below, as depicted in Figure
3-6. PMU NORM AIRSTART
If the engine fails during flight at low altitude, an immediate The PMU NORM airstart procedure will provide the least
ejection should be considered if sufficient altitude and air- complicated airstart. Refer to PMU OFF airstart if PMU
speed are not available for a successful restart. If excess air- FAIL message is present.
speed is available, exchange airspeed for altitude to allow
more time to accomplish the AIRSTART procedures.
Restart should be attempted immediately. The first action,
PCL OFF, is critical. This will feather the propeller, reduce Airstart attempts outside of the airstart enve-
the aircraft drag and increase glide distance. Attempt a lope may be unsuccessful or result in engine
PMU NORM airstart if PMU FAIL warning is not illumi- overtemperature. Consideration should be
nated. The PMU OFF (Manual) airstart is recommended given to ensure airstarts are attempted within
only for PMU malfunctions, since pilot workload is the airstart envelope (125-200 KIAS for sea
increased with manually metering fuel with the PCL during level to 15,000 feet, or 135-200 KIAS for
the start. If the airstart is successful, useful power will be 15,001 to 20,000 feet).
available after 40 seconds from starter engagement.
1. PCL – OFF
In general, trim the aircraft to the desired airspeed and
ensure sufficient altitude is available prior to the airstart.
3-14 Change 2
25,000
20,000
15,000
ALTITUDE - FEET
10,000
5000
S.L.
100 150 200 250
AIRSPEED - KIAS
NOTE
AIRSTART NOT RECOMMENDED
BELOW 2000 FT AGL
PT03D
981070AA.AI
Figure 3-6. Airstart Envelope
a. START, IGN, BOOST PUMP, and PMU circuit

breakers (left front console) – In
b. FIREWALL SHUTOFF handle – Down
● Do not delay ejection while attempting
airstart at low altitude if below 2000 feet 3. BLEED AIR INFLOW switch – OFF
AGL. 4. BOOST PUMP switch – ON
● PCL must be in OFF to feather the propeller,
and ensure proper starter, ignition, boost
pump, and PMU operation during airstart.
Continuous operation with the BOOST
PUMP switch in the ON position will cause
damage to the engine-driven low pressure
fuel pump. Upon landing, notify mainte-
Ensure PCL is in OFF; otherwise, fuel may
nance of the duration of flight with BOOST
be prematurely introduced during start.
PUMP switch in the ON position.
2. Confirm the position of the following: 5. IGNITION switch – ON
Change 2 3-15
6. STARTER switch – AUTO/RESET 15. BLEED AIR INFLOW switch – NORM
16. OBOGS – As required
17. PEL – Execute
If N1 does not rise within 5 seconds, discon-
PMU OFF AIRSTART
tinue the airstart attempt and proceed to IF
AIRSTART IS UNSUCCESSFUL. If the PMU has malfunctioned (PMU FAIL warning illumi-
7. PCL – IDLE, above 13% N1 nated), conduct the airstart with the PMU off. With the
PMU off, the igniters will not automatically activate and
must be selected manually.
It is possible to start with the bleed air inflow switch out of
Movement of the PCL above IDLE before OFF and the BOOST PUMP switch in ARM. With the
N1 stabilizes at approximately 67% will bleed air inflow switch in NORM or HI, the starting ITT
cause an increase in fuel flow which may may be up to 40 °C warmer than with bleed air inflow OFF.
cause engine failure due to a severe ITT Turning the boost pump ON will ensure positive fuel pres-
overtemperature. sure during the start.
Typically, in excess of 1200 feet will be lost for each
attempt. The propeller will unfeather and accelerate to oper-
ating RPM approximately 20 seconds after N1 reaches 45%.
If there is no rise in ITT within 10 seconds Useful power will be available after 40 seconds from starter
after fuel flow indications, place the PCL to engagement, with typical PCL advancement rate.
OFF and abort the start.
Monitor ITT, N1, fuel flow, and other engine indica-
tions. Typically, in excess of 1200 feet will be lost for
each attempt. The propeller will unfeather and accel-
erate to operating RPM approximately 20 seconds Airstart attempts outside of the airstart enve-
after N1 reaches 45%. Useful power will be available lope may be unsuccessful or result in engine
after 40 seconds from starter engagement. overtemperature. Consideration should be
given to ensure airstarts are attempted within
8. Engine instruments – Monitor ITT, N1, and oil pres- the airstart envelope (125-200 KIAS for sea
sure level to 15,000 feet, or 135-200 KIAS for
IF AIRSTART IS UNSUCCESSFUL: 15,001 to 20,000 feet).
9. PCL – OFF 1. PCL – OFF
10. FIREWALL SHUTOFF handle – Pull

11. Execute Forced Landing or Eject
IF AIRSTART IS SUCCESSFUL: ● Do not delay ejection while attempting

airstart at low altitude if below 2000 feet
12. PCL – As required after N1 reaches IDLE RPM
AGL.
(approximately 67% N1)
13. STARTER switch – NORM
● PCL must be in OFF to feather the propeller,
14. GEN switch – Verify ON, reset if necessary
and stop fuel flow; if start is attempted with-
Expect high amperage readings (above 30 amps) after out the PCL in OFF, fuel is introduced with-
the start. out ignition and a hot start will likely result
when ignition begins.
NOTE
If generator will not reset, verify the
STARTER switch is in NORM. The starter
will drain battery power in 10 minutes if left Ensure PCL is in OFF; otherwise, fuel may
in MANUAL. be prematurely introduced during start.
2. PMU switch – OFF
3-16 Change 2
3. Confirm the position of the following: IF AIRSTART IS UNSUCCESSFUL:
a. START, IGN, and BOOST PUMP circuit breakers 10. PCL – OFF
(left front console) – In 11. FIREWALL SHUTOFF handle – Pull
b. FIREWALL SHUTOFF handle – Down 12. Execute Forced Landing or Eject
4. BLEED AIR INFLOW switch – OFF
IF AIRSTART IS SUCCESSFUL:
5. BOOST PUMP switch – ON
13. PCL – As required after N1 reaches IDLE RPM
14. STARTER switch – NORM
Continuous operation with the BOOST 15. GEN switch – Verify ON, reset if necessary
PUMP switch in the ON position will cause
damage to the engine-driven low pressure Expect high amperage readings (above 30 amps) after
fuel pump. Upon landing, notify mainte- the start.
nance of the duration of flight with BOOST
PUMP switch in the ON position. NOTE
6. IGNITION switch – ON If generator will not reset, verify the
7. STARTER switch – MANUAL STARTER switch is in NORM. The starter
will drain battery power in 10 minutes if left
8. PCL – At 13% N1 minimum, advance to obtain initial in MANUAL.
fuel flow, then slowly to IDLE
16. BLEED AIR INFLOW switch – NORM
18. PEL – Execute
Movement of the PCL above IDLE before
N1 stabilizes at approximately 67% will IMMEDIATE AIRSTART (PMU NORM)
cause an increase in fuel flow which may
The Immediate Airstart (PMU NORM) procedure should be
cause engine failure due to a severe ITT
used following engine failure at low altitude when thrust
overtemperature.
requirements are critical, or when time and conditions do
not permit completing a full airstart procedure.
If N1 does not rise within 5 seconds, discon-

tinue the airstart attempt and proceed to IF
AIRSTART IS UNSUCCESSFUL. Airstart attempts outside of the airstart enve-
lope may be unsuccessful or result in engine
After fuel flow is indicated (75 to 80 pph), ITT will
overtemperature. Consideration should be
rise and peak. Continue to smoothly advance the PCL
given to ensure airstarts are attempted within
while monitoring ITT, N1, fuel flow, and engine indi-
the airstart envelope (125-200 KIAS for sea
cations until IDLE is reached.
level to 15,000 feet, or 135-200 KIAS for
9. Engine instrument – Monitor ITT, N1, and oil pres- 15,001 to 20,000 feet).
sure
*1. PCL – OFF
● The most critical pilot action during the

PMU OFF start is PCL movement while ● Do not delay ejection while attempting
monitoring fuel flow, ITT, and N1 accelera- airstart at low altitude if below 2000 feet
tion. AGL.
● If there is no rise in ITT within 10 seconds ● PCL must be in OFF to feather the propeller,
after fuel flow indications, place the PCL to and ensure proper starter, ignition, boost
OFF and abort the start. pump, and PMU operation during airstart.
Change 2 3-17
Ensure PCL is in OFF; otherwise, fuel may Continuous operation with the BOOST
be prematurely introduced during start. PUMP switch in the ON position will cause
*2. STARTER SWITCH – AUTO/RESET damage to the engine-driven low pressure
fuel pump. Upon landing, notify mainte-
*3. PCL – IDLE, ABOVE 13% N1 nance of the duration of flight with BOOST
Monitor ITT, N1, fuel flow, and other engine indica- PUMP switch in the ON position.
tions. Typically, in excess of 1200 feet will be lost for b. IGNITION switch – ON
each attempt. The propeller will unfeather and accel- 11. STARTER switch – NORM
erate to operating RPM approximately 20 seconds
after N1 reaches 45%. Useful power will be available 12. BLEED AIR INFLOW switch – NORM
after 40 seconds from starter engagement. 13. GEN switch – Verify ON, reset if necessary
Expect high amperage readings (above 30 amps) after

the start.
Movement of the PCL above IDLE before NOTE

N1 stabilizes at approximately 67% will
cause an increase in fuel flow which may If generator will not reset, verify the
cause engine failure due to a severe ITT STARTER switch is in NORM. The starter
overtemperature. will drain battery power in 10 minutes if left
in MANUAL.
If N1 does not rise within 5 seconds, discon- UNCOMMANDED POWER CHANGES/LOSS OF

tinue the airstart attempt and proceed to IF POWER/UNCOMMANDED PROPELLER FEATHER
AIRSTART IS UNSUCCESSFUL.
This procedure should be used whenever uncommanded
*4. Engine instrument – Monitor ITT, N1, and oil pres- power changes occur or the engine fails to produce expected
sure power. These conditions may be caused by engine rollback
due to PMU scheduling (based on actual or faulty inputs to
IF AIRSTART IS UNSUCCESSFUL:
the PMU), oil/engine/fuel system contamination, a propeller
*5. PCL – OFF dump solenoid failure, or loss of oil pressure to the propeller
pitch control mechanism from a momentary contact
between the oil transfer sleeve and the propeller shaft (a
“prop-sleeve touchdown”).
If there is no rise in ITT within 10 seconds
The most apparent indication of a rollback will be an
after fuel flow indications, place the PCL to
uncommanded reduction in power/thrust. If the PMU
OFF and abort the start.
remains on line, secondary indications may include any or
*6. FIREWALL SHUTOFF handle – Pull all of the following: lower than expected fuel flow, uncom-
*7. Execute Forced Landing or Eject manded decrease in N1, and high raw ITT (RITT) on the
EICAS display. If the PMU does not remain on line, antici-
IF AIRSTART IS SUCCESSFUL: pate a step change in engine power as the fuel metering unit
*8. PCL – As required after N1 reaches IDLE RPM reverts to the nominal condition for manual control.
Oil/engine/fuel system contamination may have similar
*9. PEL – Execute symptoms to engine rollback. In addition, the engine may
10. Confirm the position of the following: experience power surges or uncontrollable high power.
a. BOOST PUMP switch – ON A loss of thrust caused by uncommanded propeller feather-
ing may be the result of an errant electrical signal to the
feather dump solenoid causing reduction in oil pressure to
the propeller pitch control mechanism. In the case of an
errant electrical signal, opening the PROP SYS circuit
3-18 Change 2
breaker will remove power from the feather dump solenoid

and allow oil pressure to return, which brings the propeller
out of a fully feathered state in 15-20 seconds. It also safe-
guards against future electrical problems that could cause the • There is a potential for ITT limits to be
exceeded if the PMU switch is turned OFF
solenoid valve to open. Indications of propeller feathering
with ITT ≥820 °C.
will be a rapid reduction in propeller RPM (NP) accompa-
nied by high torque, an increase in propeller noise, a notice-
able loss of thrust, and possibly engine/airframe vibrations.
• Ground idle will not be available during land-
ing rollout and taxi. Plan for increased land-
The PMU FAIL warning and PMU STATUS caution will ing distances due to higher IDLE N1
illuminate if the PMU drops off line. If the PMU remains on (approximately 67%).
line, it will continue to provide protection against over-
* 3. PROP SYS CIRCUIT BREAKER (left front con-
torque.
sole) - PULL, IF NP STABLE BELOW 40%
During a prop-sleeve touchdown, the propeller moves
toward feather due to a temporary loss of oil pressure to the NOTE
propeller pitch control mechanism. This malfunction mani-
fests itself with fluctuations in NP, torque increasing, thrust- • With constant airspeed and torque, RPM can
be considered stable if below 40% and no
decreasing, and engine vibrations. These fluctuations maybe upward change for a 3-second period.
erratic but should be temporary (usually less than 20 sec-
onds), and may be accompanied by a CHIP detector warn-
ing. If propeller RPM is lower than normal, the thrust pro-
• If NP indicator is displaying red X’s, switch-
ing the PMU to NORM and back OFF will
duced will be lower than normal for the torque displayed. If reset the PMU and should restore the NP indi-
the rate of change of the propeller RPM, due to a rapid feath- cation.
•
ering of the propeller, exceeds the PMU sensor validity
check limit, the PMU will assume a sensor failure has Propeller should come out of feather within
occurred. The PMU will switch to manual mode and a red X 15-20 seconds.
will be displayed for the RPM and torque values. If the red * 4. PCL - As required
X’s were caused by an RPM rate limit exceedence, turning
the PMU switch back to NORM then OFF should restore the
displays. If the red X’s are the result of a faulty sensor and
not a rate exceedence, cycling the PMU switch will have no
effect and the red X’s will remain. The PMU normally con- If rate of descent (indicated on the VSI while
trols the propeller through the propeller interface unit (PIU), stabilized at 125 KIAS with gear, flaps, and
which modulates oil flow and pressure to the propeller pitch speed brake retracted and 4-6% torque) is
control mechanism through the oil transfer sleeve. With greater than 1500 ft/min, increase torque as
PMU OFF, oil pressure and volume output to the propeller necessary (up to 131%) to achieve approxi-
pitch control are increased. This additional capacity in the mately 1350-1500 ft/min rate of descent. If
manual mode may be sufficient to overcome a localized engine power is insufficient to produce a rate
reduction in oil pressure caused by the propsleeve touch- of descent less than 1500 ft/min, set PCL to
down and to restore propeller control. OFF.
* 1. PCL - MID RANGE NOTE

NOTE The pilot should consider moving the PCL
through the full range of motion to determine
• Mid range is a physical PCL angle that
approximates the midway position between
power available.
IDLE and MAX. IF POWER IS SUFFICIENT FOR CONTINUED FLIGHT:
• A PCL position above IDLE will provide the

best chance for the engine to recover.
* 5. PEL - Execute
IF POWER IS INSUFFICIENT TO COMPLETE PEL:
• A mid-range PCL position will minimize the

potential of engine overtorque and/or over-
If loss of thrust is the result of uncommanded propeller
feather and the engine remains within operational limits (ITT
temperature when the PMU is turned OFF. and torque), it is possible for the propeller to eventually
* 2. PMU SWITCH - OFF unfeather and restore useful power. An operating engine will
provide power to accessories functions such as
Change 2 3-19
OBOGS, DEFOG, pressurization, and hydraulic equipment. IF POWER IS INSUFFICIENT TO COMPLETE PEL:
Consider leaving the engine running while monitoring * 5. PCL - OFF
descent rate.
Consideration should be given to leaving the When the engine is so underpowered that
engine operating with PCL at mid range. high rates of descent occur, any delay in shut-
ting down the engine to feather the propellor
* 6. PROP SYS circuit breaker - Reset, as required
may result in insufficient altitude to reach a
suitable landing site.
* 6. FIREWALL SHUTOFF handle - Pull
With the PROP SYS circuit breaker pulled * 7. Execute Forced Landing or Eject
and the PMU switch OFF, the feather dump
solenoid will not be powered. The propeller INADVERTENT DEPARTURE FROM CONTROLLED
will feather at a slower rate as oil pressure FLIGHT
decreases and the feathering spring takes
It is possible to depart controlled flight as a result of
effect. Glide performance will be consider-
improper or overly aggressive control inputs near stall,
ably reduced and it may not be possible to
mechanical failures, atmospheric conditions, or a combina-
intercept or fly the emergency landing pat-
tion thereof. Power setting has a strong influence on induc-
tern.
ing or recovering from out of control conditions for the
* 7. PCL - OFF aircraft. Reducing power immediately may allow the aircraft
* 8. FIREWALL SHUTOFF handle - Pull to recover with no other pilot intervention or action. If the
out of control condition is allowed to progress, departure
* 9. Execute Forced Landing or Eject
characteristics can be highly oscillatory and disorienting. It
is crucial the pilot neutralize controls. If an inadvertent
COMPRESSOR STALLS
departure from controlled flight is encountered, accomplish
Compressor stalls may be initially identified by abnormal the following steps, allowing time for the power and controls
engine noise, increasing ITT, and decreasing N1 and torque, to take effect.
possibly followed by fluctuations in these indications. Audi- * 1. PCL - IDLE
ble indications, which may include loud bangs, backfires, or
* 2. CONTROLS - NEUTRAL
engine sputtering, represent a major difference between a
stall and an uncommanded power change/loss of power/
uncommanded propeller feather, and may aid in diagnosing
the malfunction. Flames and/or smoke may also be visible
from the exhaust stacks. Compressor stalls may be caused by Improperly positioning the control stick/ele-
damaged or degraded compressor/turbine blades, disrupted vator aft of the neutral position may signifi-
airflow into the engine, or compressor bleed valve malfunc- cantly delay or prevent the aircraft from
tions and therefore may occur during either engine accelera- recovering from an OCF/spin which could
tion or deceleration. Severe compressor stalls may cause result in loss of aircraft and/or crew.
engine damage and/or flameout.
* 1. PCL - Slowly retard below stall threshold NOTE
* 2. DEFOG switch - ON Cycling of control positions or applying anti-
spin controls prematurely can aggravate air-
NOTE craft motion and significantly delay recovery.
Setting the DEFOG switch to ON automati- * 3. ALTITUDE - CHECK
cally selects high bleed air inflow and will
alleviate back pressure on the engine com-
pressor.
* 3. PCL - Slowly advance (as required) Recommended minimum altitude for ejection
IF POWER IS SUFFICIENT FOR CONTINUED FLIGHT: is 6000 feet AGL.
* 4. PEL - Execute * 4. Recover from unusual attitude
3-20 Change 3
illumination of the fire warning light. Reduc-
ing the PCL setting towards IDLE will
decrease the amount of bleed air and possi-
Power-on and inverted departures or spins
bly extinguish the fire warning light; how-
will result in high loads on the engine and
ever, advancing the PCL might be required
torque shaft. If an inverted or power-on
to intercept the ELP. Regardless of reducing
departure is encountered, land as soon as
or advancing the PCL, continue to investi-
conditions permit. The pilot should suspect
gate for indications confirming an engine
possible engine damage and may experience
fire.
unusual engine operation accompanied by
low oil pressure or CHIP detector warning. ● If the fire cannot be confirmed, the fire warn-
In all cases of inverted or power-on depar- ing system may be at fault and should be
tures, the engine shall be inspected by quali- tested as conditions permit. If only one fire
fied maintenance personnel after flight. loop annunciator is illuminated (top or bot-
tom half only), a false fire indication may
FIRE IN FLIGHT exist if the other loop tests good.
Illumination of the FIRE annunciator indicates the possibil-
SMOKE AND FUME ELIMINATION/ELECTRICAL
ity of fire in the engine compartment. Pending confirmation
FIRE
of an engine fire, initiate PEL procedures with the intention
of landing as soon as possible. This procedure may be used in the event of smoke or fumes
as a result of an electrical fire or contamination from the
IF FIRE IS CONFIRMED:
ECS system.
Illumination of the fire warning light accom-

Under varying conditions of fire and/or
panied by one or more of the following indi-
smoke where aircraft control is jeopardized,
cations is confirmation of an engine fire:
the pilot has the option of actuating CFS or
smoke; flames; engine vibration; unusual
ejecting.
sounds; high ITT; and fluctuating oil pres-
sure, oil temperature, or hydraulic pressure.
NOTE
*1. PCL – OFF
If a faulty component can be identified as the
*2. FIREWALL SHUTOFF HANDLE – PULL source of smoke and fumes, turn defective
IF FIRE IS EXTINGUISHED: unit off or pull respective circuit breaker.
Circuit breakers for items on the hot battery
*3. Forced Landing – Execute bus are not accessible in flight.
IF FIRE DOES NOT EXTINGUISH OR FORCED LAND- 1. Descent below 10,000 ft MSL – Initiate (as required)
ING IS IMPRACTICAL: 2. PRESSURIZATION switch – RAM/DUMP
*4. Eject (BOTH)
NOTE
IF FIRE IS NOT CONFIRMED:
● Selecting RAM/DUMP does not shut off
*5. PEL – Execute
bleed air inflow.
● Defog is turned off when RAM/DUMP is

selected.
● A fire warning light with no accompanying 3. BLEED AIR INFLOW switch – OFF
indication is not a confirmed fire. Do not
shut down an engine for an unconfirmed fire. IF SMOKE/FIRE PERSISTS:
4. BAT and GEN switches – OFF
● High engine compartment temperatures
resulting from a bleed air leak may cause
Change 2 3-21
control. Automatic control of torque, ITT, and N1 is lost and
must be manually controlled. Propeller governing, includ-
ing overspeed protection, will be provided by the mechani-
OBOGS will be inoperative once the main cal overspeed governor.
battery is depleted or with battery failure.
If the PMU FAIL warning illuminates, accomplish the fol-
5. AUX BAT switch – OFF (as required)
lowing:
6. CFS – Rotate 90° counterclockwise and pull (if nec- 1. PCL – Minimum practical for flight
essary)
2. PMU switch – OFF
To prevent injury, ensure oxygen mask is on Before resetting PMU or switching PMU to
and visor is down prior to actuating the CFS OFF, set power at lowest practical setting in
system. order to minimize power shift.
NOTE
7. Restore electrical power – As required
● If PMU failure is accompanied by uncom-
NOTE manded power changes other than antici-
pated step changes, do not reset PMU. Refer
Recover aircraft without electrical power if to Uncommanded Power Changes/Loss of
possible. If IMC penetration is required, turn Power/Uncommanded Propeller Feather.
the auxiliary battery on. Backup flight instru-
ment and lighting, fire detection (FIRE 1 ● The pilot should consider moving the PCL
only), and VHF radio (tuning through through the full range of motion to determine
standby VHF control unit) will be powered power available.
for approximately 30 minutes. Landing gear
must be extended by emergency means. The TO RESET PMU:
flap lever is powered through the hot battery 3. IGN, START, and PMU circuit breakers
bus and should function as long as the main (left front console) – Check and reset if necessary
battery has not depleted. With normal flap 4. PMU switch – NORM (Attempt second reset if neces-
extension and a loss of power to the battery sary)
bus, flaps will retract. Gear and flap indica-
tors, as well as exterior lighting, will not be
powered. Unless the faulty component has
been isolated, further restoration of electrical
If the above actions do not clear the annunci-
power is not recommended.
ator(s), the pilot(s) should be aware that
8. Land as soon as possible automatic torque, ITT, and N1 limiting will
not be available.
NOTE
IF PMU RESET IS UNSUCCESSFUL:
With the battery and generator off, the land-
ing gear must be extended using the emer- 5. PMU switch – OFF
gency landing gear extension system. 6. Land as soon as practical
PMU FAILURE
Use this procedure if the PMU becomes inoperative and a
Ground idle will not be available during
reset is desired. Indications include simultaneous illumina-
landing rollout and taxi. Plan for increased
tion of PMU FAIL warning and PMU STATUS caution, as
landing distances due to higher IDLE N1
well as a possible step change in engine power as the fuel
(approximately 67%).
management unit reverts to the nominal setting for manual
3-22 Change 2
PMU FAULT • If OIL PX warning illuminates and oil pres-

sure indicates <5 psi, check OIL TRX circuit
Illumination of the PMU STATUS caution, with the PMU breaker on the battery bus circuit breaker
FAIL warning extinguished, is indicative of a PMU fault. panel (left front console). If the circuit
The PMU will remain online and continue to function. breaker is open, it may be reset.
ON GROUND:
• Due to the sensitivity of the signal condition-
ing unit, a single, momentary illumination of
NOTE the amber OIL PX caution while maneuver-
If PMU STATUS caution illuminates after ing is possible but may not indicate a mal-
landing, notify maintenance. function.
1. PMU switch - OFF, then NORM
• Illumination of both red and amber OIL PX
message while the oil pressure gage indicates
If PMU STATUS caution remains illuminated, con-
normal pressure indicates an SCU failure.
firm source of fault prior to flight.
IF ONLY AMBER OIL PX CAUTION ILLUMINATES:
INFLIGHT:
* 1. Terminate maneuver
The PMU has detected a discrepancy in the weight-on-
* 2. Check oil pressure; if oil pressure is normal, continue
wheels switch. A reset is not possible.
operations
IF RED OIL PX WARNING ILLUMINATES AND/OR

AMBER OIL PX CAUTION REMAINS ILLUMINATED
Ground idle will not be available during land- FOR 5 SECONDS:
ing rollout and taxi. Plan for increased land- * 3. PCL - Minimum necessary to intercept ELP; avoid
ing distances due to higher IDLE N1 unnecessary PCL movements
(approximately 67%).
CHIP DETECTOR WARNING
Illumination of the CHIP warning indicates possible metal Higher power settings may aggravate the
contamination in the engine oil supply. If the contamination existing condition.
is severe, the engine may fail with little or no further warn- * 4. PEL - Execute
ing. When the CHIP warning illuminates, accomplish the
following: ELECTRICAL FAILURES
* 1. PCL - Minimum necessary to intercept ELP; avoid
unnecessary PCL movements Generator Inoperative
Loss of the generator also means loss of the systems powered

on the generator bus (if the bus tie is open) and loss of battery
charging. If the generator fails and cannot be restored, elec-
Higher power settings may aggravate the trical load must be reduced to provide maximum endurance
existing condition. on remaining battery power. Anytime the starter switch is
* 2. PEL - Execute not in the NORM position, the generator will not function.
Verify starter switch position whenever GEN warning is illu-
OIL SYSTEM MALFUNCTION OR LOW OIL minated. If the GEN warning illuminates, accomplish the
PRESSURE following:
1. STARTER switch - NORM (BOTH)
NOTE
• Use this procedure for any of the following:
red OIL PX warning illuminated, amber OIL
NOTE
The generator will remain offline if the starter
PX caution illuminated, oil pressure fluctua- is in the MANUAL position and the starter
tions, or oil temperature out of limits. will drain battery in less than 10 minutes if
left ON.
Change 3 3-23
2. GEN switch - ON (front or back) GENERATOR BUS BATTERY BUS

3. GEN RESET switch - Depress and hold for a mini- INOPERATIVE OPERATIVE
mum of 1 second Air Conditioner Battery Buses w/Bus Tie
Closed
IF GENERATOR REMAINS INOPERATIVE (DC VOLT-
METER BELOW 25 VOLTS AND AMMETER DIS- Gen Switch Ram Air Valve
CHARGING): Fuel Balance OBOGS
4. Descent below 10,000 ft MSL - INITIATE (AS Side/Nav/Taxi/Test Lights Clocks
REQUIRED) Probes Anti-Ice Emergency Flaps
5. GEN switch - OFF (BOTH) ELT
6. BUS TIE switch - OPEN (BUS TIE caution and GEN Cockpit Temperature Flight Data Recorder Main-
BUS warning illuminate) tenance
Nose Wheel Steering Battery
NOTE Fire Detector #2 Chip Detector
Opening the bus tie switch will reduce elec- Trim Indicator
trical load on the main battery by shedding
Seat Adjust Aileron/Elevator/Rudder
the generator bus. This will permit main bat-
Trim
tery operation for at least 30 minutes.
DTS/DVR Utility/Collision/Instrument/
7. Land as soon as practical
Landing/Flood Lights
EDM A IAC1
HOTAS Ignition
OBOGS will be inoperative once the main TAD Avionics Master
battery is depleted or with battery failure. Prop Sys Solenoid
Speed Brake Hydraulic System
NOTE
•
Fuel Quantity Low
If main battery fails, refer to Battery and Gen-
erator Failure procedure. Evaporator Blower Start
ADC UFCP
• Cockpit will depressurize when power to the
battery bus is lost.
TCAS Landing Gear Control
COM1 PMU FAIL and PMU STA-
Generator Bus Inoperative TUS Monitoring
The GEN BUS warning will illuminate if there is an actual IAC2 Oil TRX
loss of the generator bus (and the associated avionics buses). IRS Flap Control
Radio Relays Angle of Attack
RAD ALTM Boost Pump
1. BUS TIE switch - NORM
LH MFD EDM B
NOTE DME Battery Switch
With an operating generator and the bus tie Transponder
switch in NORM, the generator will continue VHF NAV Inflow Switch
to charge the battery and power the battery RH MFD
buses. Items on the generator bus will remain
inoperative.
The following table contains a list of the cockpit items that
will remain operative or are inoperative with the generator
bus inoperative.
3-24 Change 3
GENERATOR BUS BATTERY BUS NOTE

INOPERATIVE OPERATIVE
Place the BUS TIE switch to OPEN to isolate
Center MFD the generator bus from any potential battery
Backup Flight Instrument or battery bus faults.
IRS 3. AUX BAT switch - ON
COM 2
Fire Detector #1 NOTE
Backup flight instrument and VHF tuning
Battery Bus Inoperative (standby VHF control head) will be powered
for approximately 30 minutes by the auxil-
NOTE iary battery. Plan to extend the landing gear
With a battery bus failure, the PFD will be the using the emergency extension system.
default display in flight and the EICAS and Emergency flaps will be powered by the main
NAV displays can be accessed using the battery through the hot battery bus as long as
MFD menu page. the main battery has not failed. With normal
flap extension and a loss of power to the bat-
The BAT BUS warning will illuminate if there is an actual tery bus, flaps will retract. Landing gear and
loss of the battery bus (and the associated avionics buses), or flap position indicators will not be powered.
if the current limiter on the battery bus side has failed. 4. Standby VHF - ON
Indications of the current limiter and/or actual bus failure 5. Land as soon as practical
will be illumination of the BAT BUS warning, accompanied
by multiple failures of items on the battery bus with associ- The following table contains a list of the cockpit items that
ated CAS message illuminated (TRIM OFF, OIL PX, HYDR will remain operative or are inoperative with the battery bus
FL LO, PMU STATUS). The most noticeable failures will inoperative or bus tie inoperative with a depleted battery.
be the UFCP, and the center and right MFD’s.
BATTERY BUS GENERATOR BUS
NOTE INOPERATIVE OPERATIVE
Battery Buses w/Bus Tie Air Conditioner
If the BAT BUS warning illuminates, the
Closed
cockpit battery bus has failed or the annunci-
ator sensing circuit has failed. The generator Ram Air Valve Gen Switch
is still supplying the generator bus and charg- OBOGS Fuel Balance
ing the battery. Clocks Side/Nav/Taxi/Test Lights
IF BAT BUS WARNING IS ILLUMINATED AND IS Emergency Flaps Probes Anti-Ice
ACCOMPANIED BY OTHER INDICATIONS OF BAT- ELT Cockpit Temperature
TERY BUS FAILURE: Flight Data Recorder Main-
1. Descent below 10,000 ft MSL - Initiate (as required) tenance
Battery Fire Detector #2
Chip Detector
Nose Wheel Steering Seat Adjust
OBOGS will be inoperative once the main
Aileron/Elevator/Rudder DTS/DVR
battery is depleted or with battery failure.
Trim
NOTE Utility/Collision/Instrument/ EDM A
Landing/Flood Lights
Cockpit will depressurize when power to the
IAC1 HOTAS
Ignition TAD
2. BUS TIE switch - OPEN
Avionics Master Fails in the Speed Brake
ON Position
Prop Sys Solenoid Evaporator Blower
Change 3 3-25
BATTERY BUS GENERATOR BUS and radios, with the exception of the standby
INOPERATIVE OPERATIVE VHF.
Hydraulic System ADC
• If main battery depletes, refer to Battery Bus
Inoperative procedure. Items on generator
Fuel Quantity Low TCAS
Start COM1 bus will remain functional with an operative
generator.
UFCP IAC2
Landing Gear Control IRS • Cockpit will depressurize when power to the
PMU FAIL and PMU STA- Radio Relays
TUS Monitoring
Battery and Generator Failure
Oil TRX RAD ALTM
Flap Control LH MFD This checklist assumes that the generator has failed and the
main battery is totally depleted. The only operative instru-
Angle of Attack DME
ments with auxiliary battery power will be the backup flight
Boost Pump Transponder instrument, fire detection system (FIRE 1 only), IRU, and
EDM B VHF NAV VHF radio (tuning provided by the standby VHF control
Battery Switch With Aux Battery: head).
Inflow Switch Radio Relays Systems that will be inoperative include:
RH MFD Fire Detector #1
• OBOGS
Center MFD IRS
• ICS
UFCP Backup Flight Instrument
• All electronic displays
Ground Idle COM2 if STBY VHF is
ON • PMU
• Starter
Bus Tie Inoperative • Fire detection system (FIRE 2)
If the BUS TIE caution illuminates in flight, the battery bus • Landing gear indicators
and generator bus have been disconnected at the bus bar
• Normal flap operation and indicators
crosstie. If other caution/warning messages are present, refer
to the appropriate procedures. If no other annunciations • Probes anti-ice
occur, the generator bus will continue to operate normally • Interior and exterior lighting, except backup flight
instrument
and items on the battery bus will continue to function as long
as battery power exists. Turning off non-essential equipment
• ECS/pressurization
on the battery bus will prolong the amount of battery power
remaining. • UHF communications/navigation and GPS
1. Descent below 10,000 ft MSL - Initiate (as required)
1. BUS TIE switch - NORM
IF BUS TIE CAUTION REMAINS ILLUMINATED:
OBOGS will be inoperative once the main
NOTE battery is depleted or with battery failure.
• Expect approximately 30 minutes of useful

power from the main battery under these con- NOTE
ditions. Items on the generator bus will Cockpit will depressurize when power to the
remain powered as long as the generator is battery bus is lost.
online. To conserve battery power, consider
deactivating interior/exterior lighting as con- IF THE BATTERY AND GENERATOR FAIL, ACCOM-
ditions permit. The avionics master switch PLISH THE FOLLOWING:
can also be set to OFF, disabling all avionics 2. AUX BAT switch - ON
3-26 Change 3
NOTE 1. Backup flight instrument - Reference as required

2. IAC2 circuit breaker (right front console) - Check,
Backup flight instrument and VHF tuning
reset if open
(standby VHF control head) will be powered
for approximately 30 minutes by the auxil- 3. Land as soon as practical
iary battery. Plan to extend the landing gear
using the emergency extension system. IRS Attitude Failure (Loss of Attitude Display on
Emergency flaps will not be functional if the HUD and MFD)
main battery has failed. With normal flap 1. Backup flight instrument - Reference as required
extension and a loss of power to the battery
2. IRS circuit breaker (left and right front console) -
bus, flaps will retract. Landing gear and flap
Check, reset if open
position indicators will not be powered. The
taxi and landing lights will not be functional. 3. Place aircraft in straight and level unaccelerated flight
and monitor alignment status.
3. Land as soon as possible
AVIONICS FAILURES
IRS Heading Failure (Loss of Heading Display on
NOTE HUD and MFD)
• During all electronic display failures, the

pilot should confirm indications in both cock-
1. Backup flight instrument - Reference as required
2. IRS circuit breaker (left and right front console) -
pits (if occupied), reference alternate data Check, reset if open
sources or the backup instruments as applica- 3. Place aircraft in straight and level unaccelerated flight
ble, and check applicable circuit breakers. and monitor alingment status
• In the following procedures, the term “reset”
is used to describe the action of resetting a
circuit breaker that is already open. The pilot MFD Failure (Loss of MFD Display in Front or Rear
should assess the severity of the emergency Cockpit)
and equipment lost prior to resetting or open-
ing any circuit breaker. NOTE
Failure of a single MFD will result in PFD
Dual Integrated Avionics Computer (IAC) Failure
and EICAS display only and loss of ability to
(Loss of All MFD Displays, HUD Display, and UFCP)
manipulate the display to the FMS MENU.
1. NORM/REPEAT switch in failed cockpit - REPEAT
2. NORM/REPEAT switch (both UFCP’s) - NORM
2. MFD circuit breaker (left MFD right console, right and
(both cockpits)
center MFD left console) - Check, reset if open
3. IAC1 and IAC2 circuit breakers (front left and front
right console) - Check, reset if open
If both integrated avionics computers remain failed: UFCP Failure (Blank UFCP Entry Windows, Data
Entry Knob or System Button Non Functioning)
Integrated Avionics Computer 1 (IAC1) Failure

NOTE
(Front Cockpit Loss of all Displays/Erratic With the UFCP inoperative, the functions not
Displays) available to the pilot in the cockpit with the
1. Backup flight instrument - Reference as required failed UFCP are: FMS execute, system Mag/
True heading toggle, system GS/CAS/TAS
2. IAC1 circuit breaker (left front console) - Check, reset HUD speed toggle, and radio tuning with
if open UFCP.
3. Land as soon as practical 1. UFCP circuit breaker (left front console or left rear
console) - Check, reset if open
Integrated Avionics Computer 2 (IAC2) Failure
(Rear Cockpit Loss of all Displays/Erratic Displays) 2. Land as soon as practical
Change 3 3-27
Backup Flight Instrument Display Failure NOTE
1. Place aircraft in straight and level unaccelerated flight
If the ADC FAIL warning remains displayed,
2. Backup flight instrument circuit breaker (left front/left the air data computer has failed. Primary air-
rear console) - STBY INST, Check, reset if open speed, altimeter, and VSI will be inoperative.
3. AFT STBY circuit breaker (left front console) - Reference backup flight instrument and AOA
Check, reset if open as necessary. TAD, aural gear warning, and
transponder mode C will also be inoperative.
If display does not return: Expect PMU STATUS caution to illuminate
4. Land as soon as practical after landing.
Engine Data Manager Fail (EDM FAIL Warning or Loss of ICS/Audio

EDM A INOP or EDM B INOP Advisory Resulting in 1. Switch COMM lead to auxiliary cord (affected cock-
Total or Partial Loss of Engine Data Manager pit) - Initiate as required
Information)
2. AUDIO circuit breaker (right front/rear and left front
NOTE console) - Check, reset if open
If an EDM FAIL occurs prior to start and is IF AUDIO NOT RE-ESTABLISHED:

accompanied by red X’s in the IOAT and ITT 3. EMR/NRM switch - Select EMR (both)
counters, refer to High IOAT at Start >80 °C.
1. EDM circuit breakers (left and right front console) - NOTE
Check, reset if open When the EMR/NRM switch is placed in the
EMR position, VHF audio will be unampli-
If engine instrument displays on EICAS page do not return:
fied and UHF audio will not be heard. Con-
2. Land as soon as practical sideration of the loss of UHF audio should be
taken prior to placing the EMR/NRM switch
NOTE to EMR.
• If EDM FAIL warning remains displayed,
the engine data manager has failed. The pilot AOA Computer Failure
will lose the ability to directly monitor the
engine, fuel, electrical, and hydraulic sys-
NOTE
tems, and cockpit pressurization. The follow- A failure of the AOA computer will be most
ing messages will be displayed; however, easily recognized by the loss of AOA indica-
they are no longer monitoring their respective tion in the HUD, and the loss of the AOA
system: CKPT PX, CKPT ALT, HYD FL indexer with the landing gear down.
LO, FUEL BAL, L FUEL LO, R FUEL LO, 1. AOA circuit breaker (left front console) - Check, reset
and FUEL BAL. The PMU should remain if open
online.
• If an EDM A INOP or EDM B INOP advi-
sory remains, suspect a data bus malfunction. FUEL SYSTEM FAILURES
Prior to flight, maintenance action is
Low Fuel Pressure
required.
If engine fuel feed pressure drops below 10 psi, and the boost
Air Data Computer Failure (ADC FAIL Warning or pump fails to engage automatically, the FUEL PX warning
ADC A INOP or ADC B INOP Advisory Resulting in will illuminate. If engine fuel feed pressure is fluctuating at
Total or Partial Loss of Air Data Computer or below 10 psi, the boost pump will alternately cycle on and
Information) off, illuminating and extinguishing the BOOST PUMP advi-
1. Backup flight instrument - Reference as required sory.
2. ADC circuit breaker (right front console) - Check, These low pressure conditions may be caused by a blocked
reset if open fuel line, low pressure pump failure, fuel leak, low pressure
switch failure, or failure of the oil scavenge pump. If any of
these conditions are encountered, accomplish the following:
* 1. PEL - Execute
3-28 Change 3
NOTE attempts may cause or aggravate a fuel

imbalance.
If the FUEL PX warning remains illumi-
4. MANUAL FUEL BAL switch – To low tank
nated, the engine-driven high pressure fuel
pump is suction feeding. Engine operation 5. Fuel gages – Monitor
with high pressure pump suction feeding is
IF FUEL IMBALANCE IS CORRECTED (FUEL BAL
limited to 10 hours.
CAUTION EXTINGUISHES):
2. BOOST PUMP switch – ON
6. MANUAL FUEL BAL switch – OFF, when imbal-
ance is corrected
NOTE
Unless a greater emergency exists, do not
reset BOOST PUMP circuit breaker (left With a full lateral fuel imbalance (one tank
front console) if open. full, the other tank empty), sufficient lateral
authority exists to control the aircraft (no
Fuel Imbalance crosswind). Expect increased lateral stick
forces.
The automatic fuel balancing system maintains the fuel load
7. FUEL BAL switch – AUTO, if desired
in each wing to within 20 pounds of the other. Conditions
which may activate the FUEL BAL caution are a fault in the If system is returned to autobalance, monitor for cor-
autobalance system (e.g., fuel probe or EDM failure), or rect operation.
fuel gages indicate greater than 30 pounds difference
between left and right tanks for more than 2 minutes. To NOTE
manually balance the fuel load, accomplish the following:
If the fuel imbalance remains constant or
1. Fuel gages – Verify imbalance and check for fuel increases, consider fuel in the wing that is
leaks not feeding to be trapped. Subtract trapped
fuel to get total usable fuel.
NOTE
● If FP FAIL caution illuminated, refer to the Low Fuel Level
Fuel Probe Malfunction checklist.
Illumination of the L or R FUEL LO caution indicates that
● If a fuel leak is suspected, refer to Leaking approximately 110 pounds (16 gallons) of usable fuel
Fuel from Wing procedure. remains in the affected wing tank.
2. FUEL BAL circuit breaker (right front console) –
Leaking Fuel from Wing
This procedure may be used to minimize loss of total fuel
One reset attempt only.
due to a birdstrike or other system failure. The FUEL BAL
caution may illuminate if leaking fuel overboard from either
NOTE wing. If a fuel leak is suspected in flight, perform the fol-
The pilot should assess the severity of the lowing:
emergency and equipment lost prior to reset- 1. Aircraft structure – Visually inspect for signs of leak-
ting or opening any circuit breaker. age
3. FUEL BAL switch – MAN/RESET (M FUEL BAL
advisory illuminates) IF LEAKING FUEL OVERBOARD:
2. FUEL BAL switch – MAN/RESET
3. MANUAL FUEL BAL switch – To non-leaking tank
Do not attempt to manually balance fuel load The manual fuel balance switch may be left set to the
if FP FAIL caution is illuminated. With a non-leaking tank for the duration of the flight to max-
probe failure, a fuel imbalance indication imize remaining fuel and endurance.
may not be correct, and manual balancing
Change 1 3-29
NOTE EHYD PX LO caution is illuminated, the emergency land-

ing gear and flap extension system should be considered
With a full lateral fuel imbalance (one tank inoperative.
full, the other tank empty), sufficient lateral
authority exists to control the aircraft (no If the EHYD PX LO caution or the HYD FL LO caution
crosswind). Expect increased lateral stick illuminates or hydraulic pressure drops below the normal
forces. operating range, accomplish the following:
4. MANUAL FUEL BAL switch – To leaking tank once 1. Hydraulic pressure – Check
empty
NOTE
● Illumination of the EHYD PX LO caution or
Fuel Probe Malfunction HYD FL LO caution may indicate a fluid
1. Fuel gages and fuel flow – Verify indications leak in either hydraulic system. If the leak is
on the emergency side and is of small
enough flow rate that it does not activate the
hydraulic fuse, all fluid could leak out of
both systems and a gear-up landing would be
Do not attempt to manually balance fuel load
required. Unless fuel range is a factor, lower
if FP FAIL caution is illuminated. With a
the gear (and flaps if desired) prior to deple-
probe failure, a fuel imbalance message may
tion of hydraulic fluid.
not be correct, and manual balancing
attempts may cause or aggravate a fuel ● Loss of hydraulic pressure (out of limits,
imbalance. decreasing toward, or reads, 0 psi) without
illumination of either EHYD PX LO caution
NOTE or HYD FL LO caution may indicate engine-
● Depending on which probe malfunctions, the driven hydraulic pump failure or partial fail-
fuel quantity may read lower than actual. A ure.
rapid drop in fuel indication may occur. ● If HYD FL LO caution illuminates and
● The auto fuel balance system will be inoper- hydraulic pressure indicates 0 psi, check
ative, but the manual fuel balance system HYD SYS circuit breaker on the battery bus
remains operative. circuit breaker panel (left front console). If
the circuit breaker is open, it may be reset.
2. EDM circuit breakers
(left and right front console) – Check, reset if open 2. Airspeed – 150 KIAS or below
3. Landing gear handle – DOWN
NOTE
The pilot should assess the severity of the
NOTE
emergency and equipment lost prior to reset- Low hydraulic pressure (below 1800 psi)
ting or opening any circuit breaker. will necessitate using the emergency gear
3. Land as soon as practical if fuel state cannot be veri- extension procedure.
fied 4. Flaps – Extend (as required)
HYDRAULIC SYSTEM MALFUNCTIONS NOTE

Normal operation of landing gear, flaps, speed brake, and Flap extension may require use of the emer-
nosewheel steering should be considered unavailable when gency landing gear and flap extension sys-
the HYD FL LO caution is illuminated and pressure is tem if the normal hydraulic system pressure
below 1800 psi, or when hydraulic pressure is rapidly has dropped below usable levels. If the emer-
decreasing toward or reads 0 psi. If the hydraulic pressure gency gear handle has not been pulled previ-
transmitter fails, hydraulic pressure will read 0 psi or some ously to lower the landing gear, it will have
other abnormal (out of normal operating limits) indication, to be pulled in order to emergency extend the
but all hydraulic systems should operate normally. When the flaps.
3-30 Change 1
NOTE 6. Rudder trim - Move left and/or right

7. Rudder pedals - Move left and/or right
Landing gear and flap retraction is not possi-
ble once extended using emergency landing 8. Check flight characteristics, gradually slowing aircraft
gear extension system. to landing configuration and airspeed
CONTROLLABILITY CHECK (STRUCTURAL

DAMAGE/FLIGHT CONTROL MALFUNCTION) • Do not stall aircraft or slow to the point that
full stick or rudder is required to maintain air-
If a bird strike, structural damage, or a flight control mal- craft control. In no case should the aircraft be
function occurs or is suspected in flight, a decision to aban- slowed below 90 KIAS or to activation of the
don the aircraft or attempt a landing must be made. The stick shaker, whichever is higher.
following check aids the pilot in determining whether the
aircraft may be safely landed, and if so, what configuration • Do not change configuration once controlla-
bility check is complete.
is best for safe landing.
If rudder trim push rod failure is suspected, binding may

occur on internal components of the rudder trim system. This If flap system damage is known or suspected,
binding may cause control forces to exceed normal limits. In do not reposition flaps.
some cases, with a binding rudder trim push rod, the trim
indications will respond to trim inputs, but will have no NOTE
effect upon rudder pedal forces or trim tab position. Move- Ensure all power options (idle to max power)
ment of the rudder trim or rudder pedals in both directions are attempted during the controllability
may eliminate the binding condition and allow for easier check. With the PCL at IDLE, zero torque
controllability. If unable to eliminate the binding by chang- will simulate the flare and landing. This con-
ing the control position: bank angle, power, and/or airspeed dition should demonstrate if the rudder is
changes may relieve some excessive control forces. In all available for a normal landing.
cases, use whatever means available to maintain aircraft con- 9. Fly no slower than minimum controllable airspeed
trol. plus 20 KIAS until on final approach
10. Fly a power-on, straight-in approach requiring mini-
mum flare and plan to touch down at no less than pre-
Failure to stow the gust lock completely may viously determined minimum controllable airspeed
prevent the flight controls from operating
properly. Any attempt to actuate the flight
stowed may result in damage to the flight With a suspected rudder trim push rod failure
control assemblies. and a crosswind component that exceeds 5
knots, directional control on final approach
1. Climb to minimum 6000 ft AGL, if practical may be extremely difficult if the binding con-
On aircraft with a suspected rudder trim push rod fail- dition does not allow the application of
ure, perform Steps 2 thru 7; otherwise, proceed to Step proper crosswind controls. Fly a no-flap,
8. straight-in approach.
NOTE
If necessary, relax rudder pedal force and Landings have been accomplished at touch-
allow heading to drift, controlling heading down speeds up to approximately 110 KIAS
with bank angle. If the aircraft slip indicator with landing flaps and 130 KIAS with flaps
is fully deflected, remain below 140 KIAS. up. Anticipate increased directional sensitiv-
2. TAD switch - OFF ity and longer landing distances at touch-
3. Check rudder trim indicator position down speeds above 100 KIAS. High
touchdown airspeeds also increase the poten-
4. TRIM DISCONNECT switch - NORM tial for a blown tire, brake fade, and/or over-
5. RUD TRIM circuit breaker (left front console) - heated brakes.
Change 3 3-31
NOTE NOTE
Differential braking may aid in directional The OBOGS FAIL warning will illuminate if
control upon touchdown. both supply levers are set to OFF with the
engine running.
OBOGS SYSTEM MALFUNCTION
IF OBOGS FAIL WARNING REMAINS ILLUMINATED:
If the engine has failed or has been shutdown, refer to 3. OBOGS inoperative procedure - Execute
OBOGS Inoperative procedures. Illumination of the
OBOGS FAIL warning indicates the OBOGS system is no OBOGS INOPERATIVE
longer producing sufficient oxygen concentration or pres-
sure. This condition may indicate a failure of the OBOGS If the OBOGS system is determined to be inoperative due to
heat exchanger, concentrator, bleed air supply, electrical sys- engine failure or engine shutdown, or OBOGS System Mal-
tem interface, or excessive system leakage. Failure of the function procedures do not resolve the malfunction, proceed
OBOGS system may be accompanied by reduced pressure as follows:
and/or quantity of breathing gas and may result in hypoxia
symptoms if corrective action is not taken immediately.
• If hypoxia is experienced or suspected, land

as soon as conditions permit.
•
If the battery fails, OBOGS will be inopera-
tive. Anytime cabin pressure exceeds 10,000 feet
and either OBOGS and/or cabin pressure is
* 1. PCL - Advance lost, an emergency descent to a cabin altitude
of 10,000 feet or below must be accom-
NOTE plished. Use of emergency oxygen is required
Advance PCL as required to extinguish when OBOGS is lost and cabin pressure
OBOGS FAIL warning. At low bleed air exceeds 10,000 feet pressure equivalent.
pressure conditions (e.g., PCL idle at high Once emergency oxygen is activated, descent
altitudes), bleed air pressure may drop suffi- to aircraft altitudes at or below 10,000 feet
ciently to momentarily illuminate the MSL is essential within 10 minutes of activa-
OBOGS FAIL warning. This does not neces- tion of emergency oxygen.
sarily indicate an OBOGS failure. If OBOGS
FAIL warning extinguishes, continue flight. • If the battery fails, OBOGS will be inopera-
tive.
2. OBOGS - CHECK (BOTH):
a. OBOGS supply lever - ON
* 1. GREEN RING - PULL (AS REQUIRED)
b. OBOGS concentration lever - MAX
c. OBOGS pressure lever - EMERGENCY
When breathing oxygen under increased

It is possible to experience hypoxia symp- pressure, breathe at a rate and depth slightly
toms if OBOGS has malfunctioned and cabin less than normal to preclude hyperventila-
altitude is above 10,000 feet. tion.
NOTE
When breathing oxygen under increased

• When the emergency oxygen system is actu-
ated, high pressure air may make verbal com-
pressure, breathe at a rate and depth slightly munication with the other crewmember or
less than normal to preclude hyperventila- ATC more difficult.
tion.
3-32 Change 3
NOTE available to the pilots. Prolonged inhalation

of zeolite dust should be avoided.
Once activated, emergency oxygen cannot be
shut off and will provide oxygen flow until ● Emergency oxygen bottle provides approxi-
the cylinder is depleted (10 minutes). mately 10 minutes of oxygen. If aircraft
pressure altitude is above 10,000 feet MSL,
2. Descent below cabin altitude of 10,000 feet – Initiate
ensure the aircraft reaches an altitude of
3. Disconnect main oxygen supply hose from CRU-60/P 10,000 feet MSL or lower prior to exhaustion
of the emergency oxygen supply or the
NOTE effects of hypoxia may incapacitate the crew.
● Avoid inadvertently disconnecting COMM
● Disconnecting the main oxygen supply hose When breathing oxygen under increased
from the CRU-60/P is recommended as it pressure, breathe at a rate and depth slightly
improves breathing capability by providing less than normal to preclude hyperventila-
pressure relief and improves anti-suffocation.
tion capability by reducing resistance.
4. OBOGS – OFF (BOTH) NOTE
5. Land as soon as practical ● When the emergency oxygen system is actu-
ated, high pressure air may make verbal
Initial Aircraft Descent Rate (feet/min) Maintained to
communication with the other crewmember
Altitude (feet) Achieve 10,000 feet MSL Within 10 Min-
utes or ATC more difficult.
31,000 2100 ● Once activated, emergency oxygen cannot be
28,000 1800 shut off and will provide oxygen flow until
the cylinder is depleted (10 minutes).
25,000 1500
23,500 and lower 1350 2. Descent below cabin altitude of 10,000 feet – Initiate
3. Disconnect main oxygen supply hose from CRU-60/P
OBOGS SYSTEM MALFUNCTION (ZEOLITE DUST
IN OXYGEN MASK) NOTE
An OBOGS system malfunction may occur without the illu-
mination of the message light. Indications of the malfunc-
tion include respiratory irritation, coughing, or the presence ● Disconnecting the main oxygen supply hose
of white dust in the oxygen mask. This could indicate a mal- from the CRU-60/P is recommended as it
function of the OBOGS concentrator beds, which are releas- improves breathing capability by providing
ing zeolite and binder material into the breathing system. pressure relief and improves anti-suffoca-
Pilots should check their masks for the presence of a white tion capability by reducing resistance.
dust or powder. If dust is found, proceed as follows:
4. OBOGS – OFF (BOTH)
1. Green ring – Pull (As required)
5. Oxygen mask – Remove (below 10,000 feet cabin
altitude)
● The OBOGS concentrator may malfunction OBOGS OVERTEMP

resulting in zeolite dust in the breathing sys-
tem without an illumination of the EICAS Illumination of the OBOGS TEMP caution indicates a fail-
message light. Indications of the malfunction ure of the OBOGS heat exchanger.
include respiratory irritation, coughing, or 1. Green ring – Pull (as required)
the presence of white dust in the oxygen
mask. Adequate oxygen concentration is still
Change 1 3-33
2. Cockpit temperature controller – COLD; hold for 30
seconds
Emergency oxygen bottle provides approxi- IF CONDITIONS PERSIST:

mately 10 minutes of oxygen. If aircraft 3. DEFOG switch – OFF
pressure altitude is above 10,000 feet MSL,
ensure the aircraft reaches an altitude of IF CONDITIONS PERSIST:
10,000 feet MSL or lower prior to exhaustion 4. Descent below 18,000 ft MSL – Initiate (as required)
of the emergency oxygen supply or the
5. BLEED AIR INFLOW switch – OFF
effects of hypoxia may incapacitate the crew.
NOTE
Cabin pressurization will bleed out through
When breathing oxygen under increased the cabin pressurization outflow valves when
pressure, breathe at a rate and depth slightly the inflow switch is set to OFF. The canopy
less than normal to preclude hyperventila- pressure seal and anti-G systems will not be
tion. operational.
NOTE DEFOG VALVE FAILS TO CLOSE IN FLIGHT
● When the emergency oxygen system is actu- If the defog valve fails to close in flight and cockpit heat
ated, high pressure air may make verbal becomes very uncomfortable, the TEMP CONTROL switch
communication with the other crewmember can be used to minimize cockpit heat input.
or ATC more difficult.
Verify that appropriate time has elapsed before initiating the
● Once activated, emergency oxygen cannot be following procedure.
shut off and will provide oxygen flow until 1. AIR COND switch – ON
the cylinder is depleted (10 minutes).
2. Cockpit temperature controller – MANUAL
2. Descent below cabin altitude of 10,000 feet – Initiate
3. Cockpit temperature controller – COLD; hold for 30
3. Disconnect main oxygen supply hose from CRU-60/P seconds
4. Verify defog not needed for visibility
NOTE
5. Verify DEFOG switch – OFF
cable when disconnecting main oxygen hose. 6. PRESSURIZATION switch – RAM/DUMP at or
below 18,000 ft MSL
● Disconnecting the main oxygen supply hose 7. BLEED AIR INFLOW switch – OFF
from the CRU-60/P is recommended as it
improves breathing capability by providing 8. Land as soon as practical
pressure relief and improves anti-suffoca-
tion capability by reducing resistance. TRIM SYSTEM MALFUNCTIONS
4. OBOGS – OFF (BOTH) Whenever the trim interrupt button is being depressed, or
5. Land as soon as practical when the trim disconnect switch is set to disconnect, all trim
systems are disengaged and the TAD is disconnected. When
ENVIRONMENTAL SYSTEMS DUCT OVERTEMP an individual trim system circuit breaker is pulled, the
respective trim system will be inoperative. If the rudder trim
Illumination of the DUCT TEMP caution indicates that circuit breaker is pulled, automatic TAD correction inputs
bleed air temperature in the environmental systems duct has for power and configuration changes will be unavailable.
exceeded 300 °F at either or both of the temperature sen-
sors. Runaway Trim
1. Cockpit temperature controller – MANUAL 1. Trim interrupt button (control stick) – Depress and
hold
2. Airspeed – As required to reduce control forces
3-34 Change 1
NOTE extinguishes
Except when trim is at full nose down, reduc- NOTE

ing airspeed to 110-150 KIAS will reduce
control forces. Adding power will cause a If TAD FAIL caution remains illuminated,
pitch up/left yaw, while reducing power will notify maintenance personnel after landing
cause a pitch down/right yaw. With full nose and leave the BAT and AVIONICS MAS-
down trim, cruise and approach as fast as TER switches ON until the TAD failure code
practical to reduce pitch forces. lights, labeled L1 through L4, in the right aft
avionics bay are inspected. If the battery or
3. TRIM DISCONNECT switch (left console) - TRIM avionics master is turned OFF, the TAD fail-
DISCONNECT ure code will be lost.
4. Trim interrupt button (control stick) - Release
5. AIL/EL TRIM or RUD TRIM circuit breaker(s) (left FLIGHT WITH SHATTERED/DAMAGED CANOPY
front console) - Pull, as required 1. OBOGS - MAX (AS REQUIRED) (BOTH)
2. Airspeed - 150 KIAS maximum
NOTE
This airspeed will minimize turbulence and cockpit
At typical final approach speeds, aileron
noise.
forces remain relatively light in the event of
full aileron trim runaway. Leaving the AIL/ 3. Descend - Below 18,000 ft MSL
EL TRIM circuit breaker in during aileron 4. PRESSURIZATION switch - DUMP below 18,000 ft
trim malfunctions will enable the pilot to use MSL if canopy damaged but intact
pitch trim when necessary.
5. Controllability Check - As required
6. TRIM DISCONNECT switch (left console) - NORM
This will restore trim to operative axes.
CANOPY UNLOCKED
7. Controllability check - As required
1. Airspeed - 150 KIAS maximum; avoid abrupt maneu-
Stuck/Failed Trim vering
1. TRIM DISCONNECT switch (left console) - NORM
2. AIL/EL TRIM or RUD TRIM circuit breaker(s) (left
front console) - Check, reset if open
Do not attempt to lock the canopy in flight.
NOTE Movement of the internal canopy lock handle
may inadvertently allow the canopy to open
If the elevator trim failed during high speed and depart the aircraft.
cruise or descent, the stick force will increase
2. Descend - Below 18,000 ft MSL
to approximately 10 pounds as the aircraft is
slowed for approach and during landing. 3. PRESSURIZATION switch - DUMP below 18,000 ft
Approximate maximum forces for aileron MSL
trim or rudder trim are 5 pounds and 20 4. Land as soon as possible
pounds respectively.
Trim Aid Device Failure
Illumination of the TAD FAIL caution indicates that the If canopy frame is floating off the left side
TAD has failed. If the TAD fails, automatic rudder trim cor- rail or the canopy is obviously unlocked, do
rection inputs are unavailable. Loss of the TAD increases not eject.
pilot workload but has no other effect on mission capability.
It may be possible to restore TAD operation through the fol- COCKPIT OVERPRESSURIZATION
lowing procedure:
Illumination of the cockpit overpressurization (CKPT PX
1. TAD circuit breaker (right front console) - Check in
warning) indicates that cockpit pressure differential is at 3.9
or pull and reset
to 4.0 psid or greater.
2. TRIM AID switch - Engage after TAD FAIL caution
Change 3 3-35
1. Descend - Below 18,000 ft MSL transient OBOGS FAIL indication as the

2. PRESSURIZATION switch - DUMP below 18,000 ft OBOGS system switches to high altitude
MSL mode to compensate for higher cockpit pres-
sure altitudes.
IF CONDITIONS PERSIST: 2. Descent below 18,000 ft MSL - Initiate
3. BLEED AIR INFLOW switch - OFF 3. BLEED AIR INFLOW switch - HI
NOTE 4. INFLOW SYS circuit breaker (left front console) -

Cabin pressurization will bleed out through
the cabin pressurization outflow valves when NOTE
•
the inflow switch is set to OFF. The canopy
pressure seal and anti-G systems will not be A malfunctioning defog valve has the poten-
operational. tial to trip the INFLOW SYS circuit breaker
resulting in a loss of pressurization.
RAPID DECOMPRESSION/COCKPIT PRESSURE
ALTITUDE EXCEEDS 19,000 FEET
• The term “reset” is used to describe the action
of resetting a circuit breaker that is already
The cockpit pressure altitude (CKPT ALT caution) illumi- open. The pilot should assess the severity of
nates whenever cockpit pressure altitude exceeds 19,000 feet the emergency and equipment lost prior to
MSL. resetting or opening any circuit breaker.
IF COCKPIT ALTITUDE EXCEEDED 18,000 FEET MSL:

The effects of hypoxia are a concern above
10,000 feet cockpit pressure altitude. Hyper-
COCKPIT FAILS TO PRESSURIZE
ventilation is caused by an excessive breath-
ing rate and may occur at any cockpit 1. PRESSURIZATION switch - NORM
pressure altitude. Slowing the breathing rate 2. RAM AIR switch - OFF
should cause symptoms to go away. The pro-
3. BLEED AIR INFLOW switch - HI
cedures are the same for hypoxia and hyper-
ventilation symptoms. In either case, IF COCKPIT PRESSURIZES:
maximum oxygen supply is needed. If oxy-
4. Continue mission
gen supply is not as expected, an oxygen hose
continuity check is needed. IF COCKPIT REMAINS UNPRESSURIZED:
1. OBOGS - Check (BOTH): 5. INFLOW SYS circuit breaker (left front console)
a. OBOGS supply lever - ON - Check, reset if open
b. OBOGS concentration lever - MAX (as required)
NOTE
In the event of a rapid decompression, place the The term “reset” is used to describe the action
OBOGS concentration lever to MAX for the of resetting a circuit breaker that is already
remainder of the sortie to help prevent decompres- open. The pilot should assess the severity of
sion sickness. the emergency and equipment lost prior to
c. OBOGS pressure lever - EMERGENCY resetting or opening any circuit breaker.
6. Remain below 18,000 ft MSL
NOTE
With a sudden or rapid decompression at alti-
tudes near 20,000 feet MSL, there may be a
3-36 Change 3
METHOD A METHOD B EJECT

GRIP THE EJECTION HANDLE GRIP HANDLE WITH STRONG HAND. PULL HANDLE SHARPLY UP AND
WITH THE THUMB AND AT LEAST WITH PALMS TOWARD BODY, GRIP TOWARD ABDOMEN, KEEPING
TWO FINGERS OF EACH HAND, WRIST OF STRONG HAND WITH ELBOWS IN. ENSURE THAT HANDLE
PALMS TOWARD BODY AND OTHER HAND, PALMS TOWARD BODY IS PULLED TO END OF TRAVEL.
ELBOWS CLOSE TO BODY. AND ELBOWS CLOSE TO BODY. PT03D
981069AA.AI
Figure 3-7. Ejection Initiation
EJECTION normal ejection sequence, and Figure 3-9 shows the ejection
envelope.
PERFORM AS TIME AND CONDITIONS PERMIT:

1. Notify crewmember of decision to eject (BOTH)
● If the seat becomes unlocked from the cata-
2. Altitude – 2000 feet AGL minimum (recommended)
pult and slides partially up the rails or com-
pletely out of the cockpit, ejection and/or
parachute deployment is still possible, but
the ejection handle must be pulled followed
by activation of the manual override (MOR) ● If the aircraft is not controllable, ejection
handle. Under these circumstances, low alti- must be accomplished regardless of speed,
tude ejection capabilities are compromised. altitude, or attitude since immediate ejection
offers the best opportunity for survival.
● If increased pressure in the mask is not felt
after a high altitude ejection prior to seat sep- ● Recommended minimum altitudes for ejec-
aration, the pilot should make attempts to tion are 2000 feet AGL for controlled ejec-
firmly pull the green ring because it is possi- tion and 6000 feet AGL for uncontrolled
ble the ejection sequence may not fully acti- ejection.
vate the emergency oxygen cylinder. Several
attempts may be required to fully activate the ● The possibility of safe ejection is greatly
system using the green ring. improved by making the decision to eject
early, and with sufficient airspeed and alti-
CONTROLLED EJECTION tude. Although the ejection seat is capable of
ejection at zero altitude and zero airspeed, or
During any low altitude ejection, the chances for successful with sink rates to 10,000 feet per minute, do
ejection can be greatly increased by pulling up to exchange not postpone the decision to eject. Variables
airspeed for altitude if conditions permit. Avoid ejecting such as pilot reaction time, aircraft attitude,
with a sink rate, which will degrade seat performance. Fig- airspeed, and sink rate can significantly
ure 3-7 shows ejection seat initiation, Figure 3-8 shows the affect minimum safe ejection altitude.
Change 1 3-37
1.06 SEC ELAPSED (FRONT) 0.69 SEC (REAR)

A) OCCUPANT FULLY RESTRAINED
AND ON EMERGENCY OXYGEN
B) DROGUE DEPLOYED TO STABILIZE
AND DECELERATE SEAT

A) LEGS RESTRAINED
3 B) UNDERSEAT ROCKET FIRES
C) EMERGENCY OXYGEN ACTIVATED
D) DROGUE DEPLOYED
A) CANOPY FRACTURING SYSTEM INITIATED

2 B) AIRCRAFT SERVICES DISCONNECTED
C) MECHANICAL BACKUP ACTIVATED
D) DROGUE DEPLOYMENT UNIT FIRES

A) SEAT FIRING HANDLE PULLED
B) CATAPULT DELAYS INITIATED
1 C) SEQUENCING SYSTEM INITIATED
D) POWERED INERTIA REEL RETRACTS SHOULDER STRAPS
E) BOTTOM LATCHES ENGAGED
F) TOP LATCHES RELEASED
ELAPSED TIME BASED ON FRONT SEAT ACTIVATION, ISS SELECTOR SET

TO BOTH, 265.4 POUND PILOTS, ACTIVATION OCCURS AT 250 KIAS.
PT03D
094579AA.AI
Figure 3-8. Ejection Sequence (Sheet 1 of 2)
3-38 Change 1
A) DROGUE BRIDLES RELEASED

5 B) HEADBOX DEPLOYMENT UNIT FIRES
DEPLOYING PARACHUTE

A) UPPER AND LOWER HARNESS TO SEAT
CONNECTIONS RELEASE
B) PARACHUTE INFLATES 6
C) SEAT SEPARATES AND FALLS CLEAR
D) SURVIVAL KIT RETAINED AND
AUTO DEVICE ARMED
E) RADIO BEACON ACTIVATED

A) DESCENDS ON PARACHUTE
B) SURVIVAL KIT DEPLOYED (IF AUTO SELECTED)
C) BEACON TRANSMITTING
7 RISERS
D) STEERING LINES AVAILABLE FOR USE
PT03D
972871AA.AI
Figure 3-8. Ejection Sequence (Sheet 2 of 2)
3-39
NAVY (NAVAIR) A1-T6BAA-NFM-100 SEE IC # 005
1400
MINIMUM ALTITUDE REQUIRED FOR 370 KIAS

1200
SAFE EJECTION (FEET AGL)
130 KIAS 320 KIAS
1000
250 KIAS
250 KIAS
800 320 KIAS
370 KIAS
600 130 KIAS
400
200
0
0 10 20 30 40 50 60 70 80 90
AIRCRAFT DIVE ANGLE (DEGREES)
280
MINIMUM ALTITUDE REQUIRED FOR
240 130 KIAS

130 KIAS
200 250 KIAS

250 KIAS
320 KIAS
160 320 KIAS 370 KIAS
370 KIAS
120
80
40
0
0 20 40 60 80 100 120 140 160 180
AIRCRAFT BANK ANGLE (DEGREES)
360
130 KIAS
MINIMUM ALTITUDE REQUIRED FOR
320
250 KIAS
280 130 KIAS 320 KIAS

370 KIAS
250 KIAS
240
320 KIAS
200 370 KIAS
160
120
80
40
0
0 2000 4000 6000 8000 10000
AIRCRAFT SINK RATE (FEET PER MINUTE)
NOTE: MINIMUM ALTITUDE BASED ON INITIATION OF THE EJECTION SEATS.

ALL CLEARANCES ARE FOR SEQUENCED DUAL EJECTION AT MAXIMUM
PILOT WEIGHT (265.4 POUNDS).
NO REACTION TIME IS INCLUDED. PT03D
094578AC.AI
INTERIM CHANGE 005 ATTACHMENT 1

Figure 3-9. Ejection Envelope
3-40 Change 1
opy and into the cockpit. Some metallic frag-

ments may be extremely hot and may cause
burns upon contact with the skin. Aircrew
When ejecting over mountainous terrain should ensure exposed skin is covered, the
exceeding 8000 feet MSL, the manual over- oxygen mask is on, and visor is down prior to
ride (MOR) handle should be used to manu- ejection or actuating the CFS system to pre-
ally separate from the seat and deploy the vent injury from shards and hot fragments.
parachute.
3. Airspeed - 125 to 180 KIAS (recommended) • When ejecting over mountainous terrain
exceeding 8000 feet MSL, the manual over-
4. Distress call - Transmit ride (MOR) handle should be used to manu-
5. Transponder - 7700 ally separate from the seat and deploy the
parachute.
6. Loose equipment - Stow (BOTH)
7. Visor - Down (BOTH) NOTE
8. Oxygen mask and helmet - Fastened and tight, chin If ejecting at low speed, one or both sets of
strap fastened (BOTH) risers may remain velcroed together follow-
ing seat separation. This may create a slight
increase in descent rate and/or an uncom-
manded turn. Manually separate the risers if
Failure to release emergency oxygen hose time permits. The steering lines (toggles) are
from elastic sidewall strap may result in loss located on the backside of each of the front
of emergency oxygen system during ejection. risers. To counter any uncommanded turns,
unstow the opposite steering line or use risers
9. Leg restraint garters - Check (BOTH) for controllability.
10. Harness - Locked (BOTH)
11. SSK deployment knob - As required (BOTH) USE OF TERRAIN CLEARANCE CHARTS
12. Turn aircraft toward uninhabited area Terrain clearance performance as illustrated in Figure 3-9
13. PCL - OFF has been calculated to show the minimum terrain clearance
in feet above ground level (AGL) for safe ejection of a
14. Assume proper position: heavy, front seat occupant in a dual sequenced ejection. No
a. Head back firmly against headpad allowance is made for crew reaction time. The minimum
b. Shoulders and back against seat back heights shown were calculated for standard sea level atmo-
spheric conditions; add 1% additional terrain clearance for
c. Elbows close to body every 1000 feet MSL of aircraft altitude. The chart does not
d. Legs flat on seat pad include the effects of the altitude sensing device and G-lim-
e. Legs extended, but not rigid iting devices, both of which will delay parachute deployment
above 8000 feet MSL by up to approximately 2 minutes at
EJECT 35,000 feet. The impact of this delay does not change the rec-
ommended minimum altitudes for ejection.
* 1. EJECTION HANDLE - PULL (BOTH)
A conservative minimum terrain clearance can be obtained
by combining the minimum terrain clearances for each of the
individual conditions.
• To avoid injury, grasp handle and pull

sharply toward abdomen, keeping elbows
POST EJECTION PROCEDURES
against the body. 1. Inspect canopy - Carefully inspect canopy and suspen-
sion lines for damage and/or malfunctions
• The emergency escape system incorporates
an explosive canopy fracturing system. The
2. (I) Inflate LPU - Locate toggles and pull down to waist
force of detonation blows numerous shards 3. (R) Release raft by pulling the SSK manual release
and small fragments outward from the can- handle - As required
Change 3 3-41
NOTE
If decision is made to discard SSK (release
Pulling the SSK manual release handle will both lap straps), waiting until near the ground
release the raft/SSK on a 12-foot lowering reduces the risk of losing survival equipment.
line below the crewmember and is not recom- 5. (K) Konnectors - Locate canopy release upper KOCH
mended over land. The raft/SSK may become fittings
entangled in trees or power lines.
6. Preparing to land procedures - Prepare for landing at a
4. (O) Options - As required high enough altitude (approximately 200 feet) to
NOTE accomplish the following:
The following options may be performed if a. If over land - Discard SSK (release both lap straps)
time permits and in any order. NOTE
a. LeMoinge slots - Locate toggles on front risers. If decision is made to discard SSK (release
Pull down on toggles to turn chute into the wind both lap straps), waiting until near the ground
prior to landing (left toggle, left turn; right toggle, reduces the risk of losing survival equipment.
right turn).
b. Locate clear landing area and steer into wind
b. Visor - If descending over water, raise visor for
c. Grab rear risers at retainer loops with elbows
increased visibility. If descending over land, leave
pointed forward, (toggles) at eye level, with head
visor down for increased face and eye protection.
erect, and eyes on the horizon
c. Oxygen mask - If descending over water, remove
d. Ensure feet and knees are together, knees are
oxygen mask from face and discard. If descending
slightly bent, and balls of feet are lower than heels
over land, loosen bayonet fittings and retain oxygen
mask for increased face protection. 7. Landing/post-landing procedures - Over land
d. Gloves - If descending over water, gloves may be a. Perform parachute landing fall (PLF) - Five points
removed for better dexterity; if removed, retain and of contact:
stow. If descending over land, keep gloves on for (1) Balls of feet
increased hand protection. (2) Side of calf
e. Seat survival kit (SSK) - If descending over water, (3) Side of thigh
do not discard SSK (release both lap straps). If
(4) Side of buttocks
descending over land, discard SSK only during
daylight conditions and over open terrain; do not (5) Shoulder blade
pull SSK manual release handle. NOTE
Heels should never contact the ground while
performing a PLF.
b. Release upper KOCH fittings after completion of
PLF
An increased risk of severe injury or death 8. Landing/post-landing procedures - Over water
during parachute landing fall (PLF) exists a. Release upper KOCH fittings as soon as feet touch
with surface winds exceeding 25 knots. High the water and perform ADR (post-water entry):
surface winds contribute to parachute landing (1) (A) Avoid the chute
velocity. When time permits, select parachute
(2) (D) Disentangle the chute
steering and turn into the wind to reduce land-
ing velocity. Also, locate parachute release (3) (R) Release SSK and retrieve survival items
fittings and prepare to release chute after PLF
to prevent dragging inuries.
Release lap strap on right side only. Releas-

ing lap strap on left side could result in loss of
SSK and associated survival items.
3-42 Change 3
LIFE RAFT OPERATION ● To avoid severe injury, keep hands clear of
1. When clear of parachute canopy, retrieve the life raft hook and ring assemblies during hoisting.
by locating the drop line and pulling the raft to you. ● Under no circumstances should survivors
2. Position the raft so boarding will be on the same side attempt to assist their entrance into helicop-
as the CO2 bottle. ter or move from rescue device until helicop-
3. Grasp raft and forcibly push below waist. ter aircrewman assists them to a seat in the
aircraft.
4. Use boarding handles, pull into raft and turn towards
seated position. Use the following procedures for use of the rescue strop
5. Locate sea anchor and deploy. (horse collar):
6. Retrieve rucksack. 1. Grasp free end of rescue strop.
7. Pull canopy over shoulders. 2. Encircle body with rescue strop and roll into rescue
strop.
8. Use integral bailer to remove water from inside life
raft as follows: 3. Attach free end of rescue strop to large hook.
a. Make sure funnel is not twisted. 4. Make sure rescue strop is above waist and high on
back.
b. Put funnel end of integral bailer in water and lift
funnel to allow water to run out through tube. 5. Wrap arms around rescue strop.
c. Repeat (b) until no water remains in life raft. 6. Keep head down and to left; give thumbs up signal to
helo-hoist operator.
d. Use bailing sponge to dry floor and squeeze water
out into funnel. 7. Cross feet after clear of water.
e. When there is no more water in life raft, twist inte-

gral bailer three complete turns.
LANDING EMERGENCIES
f. Tie integral bailer to floor loop patch with cord EMERGENCY LANDING PATTERN
using bowline knot.
9. Feed antenna of emergency transmitter through sleeve Figure 3-10 shows a typical emergency landing pattern
in raft canopy. (ELP). Anytime system/engine malfunctions jeopardize
continued operation of the engine, use Precautionary Emer-
10. Close raft canopy and attach edges with touch-and- gency Landing or Forced Landing procedures to recover the
close fastener strips and press studs. aircraft using the ELP profile. Adjust the presented pattern
11. Pull raft hood canopy over face and attach touch-and- for existing altitude, airspeed, and configuration as well as
close patches. surface winds. This pattern should only be performed to a
suitable landing area (hard surface runway, taxiway, or
RESCUE under/overrun).
If picked up by rescue helicopter with no rescue swimmer FORCED LANDING

deployed, the following procedures should be followed:
1. Stow or discard loose gear and roll out on right side of Forced Landing procedures should be executed while inter-
raft (side with CO2 bottle). cepting or maintaining the ELP profile to recover the air-
craft when the engine is not available, and an airstart is not
2. Ensure helmet visor has been lowered and swim away attempted or unsuccessful.
from raft.
3. Disconnect lower KOCH fittings after rescue strop
(horse collar) has been lowered.
● Landing distance will increase with the pro-
peller feathered.
● To allow discharge of static electricity and ● Landing on an unprepared surface may cause
prevent electrical shock, avoid touching res- structural damage making it impossible to
cue device until it has made contact with open the canopy or fracture it using the CFS.
water/ground.
Change 1 3-43
EMERGENCY LANDING PATTERN

NOTE
THESE PROCEDURES ARE NOT INTENDED TO
LIMIT THE PILOT'S PREROGATIVE TO ALTER
AIRSPEEDS, GROUND TRACK AND CONFIGURATIONS TO MEET
EXISTING CONDITIONS.
NOTE LOW KEY
LEFT HAND PATTERN SHOWN, LANDING GEAR CHECK (3 GREEN LIGHTS)
BEFORE LANDING CHECK COMPLETE 1500 FEET AGL
RIGHT HAND PATTERN MAY BE USED. ABEAM TOUCHDOWN POINT
120 KIAS MINIMUM IN THE DESCENT
FLAPS AS REQUIRED
NOTE
WITHOUT HYDRAULIC POWER USE
EMERGENCY GEAR AND FLAP
EXTENSION.
BASE KEY
600-800 FEET AGL
120 KIAS MINIMUM
FLAPS AS REQUIRED
FINAL APPROACH 110 KIAS MINIMUM

FLAPS AS REQUIRED
AIM (PLAN) TO TOUCHDOWN WITHIN
FIRST ONE-THIRD OF RUNWAY
PT03D
970216AA.AI
Figure 3-10. Typical Emergency Landing Pattern (Sheet 1 of 2)
3-44 Change 1
ENTER 125 KIAS
HARNESS-LOCKED
EXTEND LANDING GEAR AT HIGH KEY
HIGH KEY
2500-3000 FEET AGL (RECOMMENDED)
APPROXIMATELY ONE-THIRD POINT
ON RUNWAY
120 KIAS
(MINIMUM)
NOTE
SET 4-6% TORQUE FOR PRACTICE FORCED LANDINGS
OR PEL, OR TO SIMULATE ZERO THRUST.
PT03D
970217AA.AI
Figure 3-10. Typical Emergency Landing Pattern (Sheet 2 of 2)
Change 1 3-45
NOTE
● Selecting either TO or LDG flaps will extend
Engine failure or shutdown will completely the flaps to the commanded position if the
disable the bleed air system. Depending on landing gear has been extended using the
environmental conditions, this may cause emergency extension system and if battery
significant canopy icing and/or fogging, and power is available.
severely hamper visibility, especially from
● Landing gear/flap retraction is not possible
the rear cockpit.
when the emergency extension system has
been used.
● Ejection is recommended if a suitable land-

ing area is not available. If circumstances ● Nose wheel steering is unavailable with an
dictate an emergency landing and ejection is inoperative engine. Maintain directional con-
not possible or the ejection system malfunc- trol with rudder and differential braking.
tions, the pilot may perform an ELP to an
unprepared surface or ditch the aircraft. The ACCOMPLISH THE FOLLOWING AS CONDITIONS
aircraft structure can survive either type of PERMIT:
forced landing; however, the risk of injury 5. Distress call – Transmit
increases significantly due to crash loads and 6. ELT switch – As required
the complexity of ground or water egress.
● Inducing yaw (side slipping) with a known NOTE

engine/oil malfunction could result in Activating the ELT at a higher altitude will
impaired windshield visibility due to oil transmit emergency signal for a longer dis-
leakage spraying onto the windshield. tance and could aid in rescue/recovery.
*1. Airspeed – 125 KIAS prior to extending landing gear 7. Transponder – 7700 (as required)
*2. EMER LDG GR handle – Pull (as required) 8. Harness – Locked (BOTH)
9. Emergency Ground Egress procedure – Execute (as
required)
If landing on an unprepared surface or ditch- LANDING ON UNPREPARED SURFACE

ing, do not extend the landing gear. Flaps
will not be available without emergency gear This procedure is used if ejection is not possible or if the
extension. ejection system malfunctions. A circular pattern will pro-
vide the best observation of surface condition, wind speed
and direction. Select a landing area, preferably free of
obstacles, of adequate size to accommodate the aircraft.
NOTE Smooth, cultivated fields are best; swamps, boggy ground,
shallow lakes and forested areas should be avoided if possi-
Normal safe indications with electrical ble. Once the condition of the terrain has been observed and
power, when the emergency extension sys- a landing area selected, follow the Emergency Landing Pat-
tem has been used to lower the gear, are two tern.
green main gear lights, two red main door
lights, green nose gear light, and red light in
handle.
*3. Airspeed – 120 KIAS minimum until intercepting ● Landing on an unprepared surface is not rec-
final; 110 KIAS minimum on final ommended.
*4. Flaps – As required
● To avoid causing the aircraft to tumble or
cartwheel on touchdown, do not extend land-
ing gear or flaps if landing on an unprepared
surface.
3-46 Change 1
DIRECTION OF
SWELL MOVEMENT
BEST
GOOD FAIR
GOOD
LANDING PARALLEL TO THE MAJOR SWELL
GOOD POOR
BACK SIDE FACE
LANDING ON THE FACE AND BACK OF SWELL
PT03D
981313AA.AI
Figure 3-11. Wind Swell Ditch Heading
PRECAUTIONARY EMERGENCY LANDING (PEL)
The PEL procedure should be executed whenever indica-

tions of a possible engine failure exist and/or when directed
by the checklist. Use power, airspeed, altitude, and configu-
ration to intercept and maintain the emergency landing pat-
Transit on an unprepared surface may cause tern profile. The PEL emphasizes energy management
structural damage rendering the CFS system through prudent use of existing power, reducing drag, and
inoperative and/or make the canopy difficult gaining altitude as necessary. Crews should not delay con-
or impossible to open. figuration to correct low energy. Use power as soon as a low
energy state is recognized.
DITCHING
This procedure is used if ejection is not possible or the ejec-

tion system malfunctions. Plan to ditch into the wind if the
seas are calm. In the event of moderate swells and minimum
•
winds, ditch parallel to the swells. With moderate to high
swells and 25 knots wind or more, ditch into the wind and If the engine should fail while flying the PEL,
attempt to land on the upwind or back side of the swell refer to the Engine Failure During Flight
(avoid the face of the swell). Figure 3-11 shows recom- checklist, and transition to the Forced Land-
mended ditching procedure. Follow the Emergency Landing ing procedure.
Pattern.
• If rate of descent (indicated on the VSI while
stabilized at 125 KIAS with gear, flaps, and
speed brake retracted and 4 to 6% torque) is
greater than 1500 ft/min, increase torque as
• Ditching is not recommended. necessary (up to 131%) to achieve approxi-
mately 1350 to 1500 ft/min rate of descent. If
• To avoid causing the aircraft to tumble or
cartwheel on touchdown, do not extend land-
engine power is insufficient to produce a rate
of descent less than 1500 ft/min, set PCL to
ing gear or flaps if ditching. OFF.
Change 1 3-47
WING FLAP FAILURE
Asymmetric Flaps (Split-Flap Condition)

• Once on profile, if engine is vibrating exces-
sively, or if indications of failure are immi- If uncommanded lateral rolling or yawing is experienced
nent, set PCL to OFF. during operation of the wing flaps, an asymmetric (split-
flap) condition likely exists. Flap asymmetry may occur
from physical binding of one or more of the four flap seg-
ments or from a failure of the torque link between the inner
• Engine failure or shutdown will completely
disable the bleed air system. Depending on
and outer flap segments. Sufficient control authority exists to
counteract yaw and roll at pattern airspeeds.
environmental conditions, this may cause
significant canopy icing and/or fogging, NOTE
severely hampering visibility, especially
Do not attempt to extend speed brake when
from the rear cockpit.
experiencing asymmetric flaps
1. Airspeed - As required to maintain control and mini-
mize control effort
Inducing yaw (side slipping) with a known 2. Flap control handle - Actuate to minimize or eliminate
engine/oil malfunction could result in flap asymmetry
impaired windshield visibility due to oil leak-
age spraying onto the windshield.
* 1. Turn to nearest suitable field
* 2. Climb or accelerate to intercept ELP Once asymmetry is minimized or eliminated,
* 3. Gear, flaps, speed brake - UP do not reposition flap control handle.
4. Conduct a systematic check of aircraft and instruments NOTE

for additional signs of impending engine failure.
If necessary, confirm flap position with tower
Evaluate status of engine as time and conditions per- flyby and/or visual inspection by another air-
mit. Look especially for signs of impending engine craft.
failure such as fluctuating oil pressure, excessive noise
3. Controllability check - As required
or vibration. Check engine instruments.
4. Land via straight-in approach
NOTE
LANDING GEAR MALFUNCTION
Do not set the boost pump and ignition to ON
for engine malfunctions, such as oil system, Accomplish this checklist anytime the landing gear does not
chip light, fire, or FOD. In these cases, turn- indicate fully up with the gear handle up, or fully down with
ing the boost pump ON may provide an unde- the gear handle down.
sirable immediate relight.
5. BOOST PUMP switch - As required
6. IGNITION switch - As required
Once on the ground and stopped, if any land-
7. Plan to intercept emergency landing pattern at or
ing gear position light indicates unsafe, do
below high key in appropriate configuration and a
not taxi or tow aircraft until landing gear
minimum airspeed of 120 KIAS
safety pins have been properly installed.
NOTE
With uncontrollable high power, the pilot
must shut down the engine once landing is
assured.
3-48 Change 3
3. LAMP test switch – Check
If safe gear-down indications in the cockpit

NOTE
are not obtained, but RDO/tower flyby or Confirm all landing gear position lights illu-
another aircraft confirms gear visually minate. All lights in respective cockpit will
appears down, consider accomplishing Steps illuminate regardless of gear position unless
2-4 of the Landing with Unsafe Gear Indica- position light is burned out.
tions checklist. Be prepared to accomplish 4. Hydraulic pressure – Check (if hydraulic pressure is
Steps 5-7 of the Landing with Unsafe Gear below 1800 psi, execute Landing Gear Emergency
Indications checklist in the event any gear Extension checklist)
collapses on landing.
5. LDG GR CONT (left front console), INST (left front
NOTE console), and INST LT (left rear console) circuit
breakers – Check in/reset
● Prior to configuration change, have another
aircraft or RDO/tower flyby, if available, NOTE
attempt to confirm gear position visually.
In these procedures, the term “reset” is used
● If only the nose gear indicates unsafe with to describe the action of resetting a circuit
the main gear down and locked and the breaker that is already open. The pilot should
inboard gear doors are closed (no red lights), assess the severity of the emergency and
the nose gear down lock microswitch may be equipment lost prior to resetting or opening
faulty. Pulling and resetting the LDG GR any circuit breaker.
CONT circuit breaker (left front console) 6. Gear handle – Cycle
may allow the hydraulic selector valve to
center causing the nose gear down lock NOTE
mocroswitch to finish the sequence and pro-
vide a safe gear indication. Multiple gear handle cycles are permissible
to achieve a safe landing configuration until
If any safe gear-down indications are obtained at any point, a critical fuel state is reached, or the PIC
discontinue this checklist and land as soon as practical. Safe concludes that continued attempts to cycle
gear-down indications are: the landing gear risk more serious damage to
● Gear indications in both cockpits combine to show the gear or loss of hydraulic pressure.
three green position lights regardless of gear warning
The following actions while cycling or attempting to cycle
tone or any combination of red position lights.
the gear handle may result in successful landing gear exten-
● AOA indexer is illuminated. sion:
● Landing and/or taxi lights are switched on and illumi- ● Applying symmetric G forces from 0 to 2.5 Gs (air-
nated. speed between 140 and 150 KIAS required to gener-
● RDO/tower flyby or another aircraft confirms gear ate 2.5 Gs)
visually appears down. ● Applying side loads (slipping aircraft)
● If the main gear indicate down and locked and the ● Slowing airspeed (in no case should aircraft be
inboard gear doors are fully closed (no red lights), the slowed below 90 KIAS or stick shaker, whichever is
nose gear can be assumed to be down and locked. higher)
● Actuating speed brake
1. Airspeed – Remain below 150 KIAS ● Selecting flaps LDG
2. Gear handle – DOWN (press down firmly) (BOTH) ● Making small, quick, side-to-side movements of the
gear handle in the front cockpit
7. Gear and gear door positions – Confirm (another air-
craft or RDO/tower flyby if able)
Continue with this checklist even if gear
handle will not lower.
Change 2 3-49
IF ANY OF THE FOLLOWING CONDITIONS REMAIN, runway as long as possible. Gently lower nose to
EXECUTE STEP 8: runway prior to loss of elevator authority. Use dif-
● Gear handle lowers normally, landing gear remains ferential braking to maintain control. Heavy brak-
up, and no landing gear position lights are illuminated ing might cause excessive stress on forward
fuselage.
● With gear handle down, both left and right inboard
doors are confirmed fully open and both main gears
are partially extended (regardless of nose gear posi-
tion)
● Gear handle stuck/jammed, landing gear remains up, Allowing the nose to forcefully contact the
and no landing gear position lights are illuminated ground may cause structural damage render-
ing the CFS system inoperative and/or mak-
8. Landing Gear Emergency Extension checklist – Exe- ing the canopy difficult or impossible to
cute open.
IF THE PRECEDING CONDITIONS DO NOT EXIST d. One main gear only (nose gear up or down) –
AND LANDING GEAR INDICATIONS REMAIN Touch down smoothly on same side of runway as
UNSAFE, EXECUTE STEP 9: extended landing gear. While on rollout, hold
opposite wing up as long as possible. Use rudder
9. Landing with Unsafe Gear Indications checklist –
and brakes to maintain a straight path down run-
Execute
way.
LANDING WITH UNSAFE GEAR INDICATIONS WHEN LANDING IS ASSURED:
6. PCL – OFF
A gear-up landing to a suitable landing area

is preferred if any gear is confirmed unsafe. ● Be prepared to use the anti-suffocation valve
Fly a flat, power-on, straight-in approach when the OBOGS shuts down with the
while maintaining directional control with engine. Do not drop the mask until it has
rudder. been determined that the CFS will not be
needed. Consider disconnecting oxygen
mask hose from the CRU-60/P.
Treat any landing gear not fully extended as ● When engine is shutdown, expect a notice-
retracted. able reduction in drag due to the propeller
feathering. Be prepared for the aircraft to
1. Gear handle – Raise (if able) balloon in the flare.
2. Fuel – Reduce (recommend no less than 100 pounds) 7. FIREWALL SHUTOFF handle – Pull
3. Flaps – As required (recommend flaps LDG)
AFTER AIRCRAFT COMES TO A STOP:
4. Harness – Locked (BOTH)
5. Landing technique for gear configuration – Execute
a. All gear up – Touch down on upwind side with
minimum sink in normal landing attitude. Antici- Once on the ground and stopped, if any land-
pate faster than normal deceleration. ing gear position light indicates unsafe, do
b. Nose gear only (down and locked) – Consider not taxi or tow aircraft until landing gear
Controlled Ejection procedure. safety pins have been properly installed.
c. Main gear only – After touchdown, hold nose off 8. Emergency Ground Egress – As required
3-50 Change 2
LANDING GEAR EMERGENCY EXTENSION
Once on the ground and stopped, if any land-

ing gear position light indicates unsafe, do
● Do not use the Landing Gear Emergency not taxi or tow aircraft until landing gear
Extension checklist if any of the following safety pins have been properly installed.
conditions exist: left and right inboard gear
doors are partially open; left and right
inboard gear doors are open, but main land-
ing gear are fully retracted; only one inboard
Do not land or taxi across raised arresting
gear door is open; a landing gear jam is sus-
cables with main gear doors open.
pected.
● Activating the emergency landing gear NOTE
extension system with normal hydraulic sys- ● With a loss of normal hydraulic pressure,
tem indications and a non-electrical gear flaps will extend slowly with residual pres-
malfunction (i.e., one gear fails to reach sure and may take longer than normal to
down and locked) could cause an irreversible deploy. Setting either flap control lever to
configuration other than all gear up or all TO or LDG after emergency landing gear
gear down. extension will result in flaps extending to the
1. Airspeed – Reduce to 150 KIAS or below commanded position.
2. Gear handle – DOWN ● Landing gear and flap retraction is not possi-
ble once extended to any position using
emergency landing gear extension system.
After an engine compartment fire, extension ● During landing gear emergency extension,
of the landing gear may result in nose gear fluid from the emergency accumulator and
failure upon touchdown. emergency hydraulic lines opens the main
gear inner doors and extends the nose and
NOTE main landing gear. As pressure in the accu-
mulator diminishes, operation of the gear
If unable to place the landing gear handle and flaps may be slower than normal and
DOWN, continue with Step 3. Regardless of EHYD PX LO caution may illuminate.
gear handle position, actuation of the emer-
gency landing gear extension handle will LANDING WITH BLOWN MAIN TIRE
cause the landing gear to extend and lock
down. It may not be obvious that a main tire is blown until well
3. EMER LDG GR handle – Pull into the landing roll. First indications of a blown main tire
may include a pull towards the failed tire, or a rumble or
NOTE shudder which can be mistaken for nose wheel shimmy. If a
blown main tire is suspected, leave the flaps at the existing
Any electrical failure which causes the INST setting. If a tire is known to be blown before landing, fly a
circuit breaker to trip will cause the position straight-in approach and attempt to land on the side of the
indicator lights in the landing gear handle to runway corresponding to the good tire. If a tire is blown
be inoperative. while braking, the aircraft may drift away from the blown
4. Landing gear down indicator lights – Check tire initially. Use rudder, brakes and nose wheel steering to
maintain directional control. Be prepared to execute Air-
Normal safe indications, with electrical power, when craft Departs Prepared Surface and Emergency Ground
the emergency extension system has been used to Egress procedures if necessary.
lower the landing gear, are two green main gear lights,
two red main gear door lights, green nose gear light,
and red light in gear handle.
5. Flaps – As required Do not taxi with a flat tire.
Change 2 3-51
LANDING WITHOUT BRAKES consideration should be given to diverting to
an airfield with a wider runway than the run-
If landing with a known wheel brake failure in one wheel, way of intended landing (if available). RCR
land on the side of the runway corresponding to the failed and crosswinds may also affect this decision.
brake. Use the remaining brake and rudder/ailerons to aid in
directional control. ● Experience shows that a cocked nose wheel
typically will straighten out once it contacts
If landing with a known brake failure in both wheels, plan the runway. However, crews should always
for a firm, on-speed touchdown in the center of the runway. be ready to comply with the appropriate
Use rudder/ailerons to aid in directional control. action if directional control becomes diffi-
If upon landing one brake fails, use the other brake and rud- cult.
der/ailerons to aid in maintaining directional control. If both
cockpits are occupied, pilot with effective brakes shall MISCELLANEOUS EMERGENCIES
assume braking authority. If directional control cannot be
maintained, execute Aircraft Departs Surface procedure. PMU OFF GROUND START
This procedure is recommended only for ferry flights to a
suitable location where maintenance can be performed
when autostart is not possible.
● If directional control cannot be maintained
or remaining runway is insufficient to coast
to a stop, continue straight ahead and execute
Aircraft Departs Prepared Surface proce- Starting the engine in the manual mode dis-
dure. ables the PMU from controlling any engine
functions, including auto abort.
● If one brake fails, use the other brake and
rudder/ailerons to aid in maintaining direc- 1. Canopy – Closed and locked
tional control. If both cockpits are occupied,
pilot with effective brakes shall assume brak-
ing authority.
Failure to close the canopy prior to engine
LANDING WITH COCKED NOSE WHEEL
start may result in injury or damage to the
1. Airspeed – 150 KIAS or below aircraft due to exhaust and propwash.
2. Gear – Do not retract 2. Navigation and anti-collision lights - As required
3. Flaps – As required 3. PMU switch – OFF (Verify PMU FAIL warning and
4. Confirm position of nose wheel (number of degrees PMU STATUS caution messages illuminate)
off center) with chase aircraft or RDO/tower 4. BLEED AIR INFLOW switch – OFF
5. Land from straight-in approach and hold nose wheel 5. BOOST PUMP switch – ON
off runway as long as possible. Use rudder/differential
6. IGNITION switch – ON
braking as necessary to keep nose tracking straight
down runway 7. Propeller area – Clear
6. If directional control is not a problem, hydraulic pres- 8. STARTER switch – MANUAL
sure is normal and nose wheel steering works nor- 9. PCL – At 13% N1 minimum, advance only as far as
mally, clear the runway and taxi to parking (if necessary to obtain fuel flow indications (expect
desired). Otherwise, stop straight ahead, shutdown approximately 70 to 80 pph)
and have aircraft towed
Fuel flow indications will begin when the PCL is
NOTE approximately halfway between OFF and the normal
start ready position.
● In extreme cases (nose wheel deflecting
greater than 45 degrees) and fuel permitting, 10. ITT and N1 – Monitor
3-52 Change 2
14. IGNITION switch - NORM

15. BOOST PUMP switch - ARM
• If there is no rise in ITT within 10 seconds
after fuel flow indications, place the PCL in
16. External power - Disconnect (if used) and door
secured
OFF and perform the Abort Start procedure.
17. GEN switch - ON
• With the PMU disabled, monitor ITT, N1,
and torque and adjust PCL to remain within
18. BLEED AIR INFLOW switch - NORM
19. Before Taxi Check - Perform
limits. Failure to operate within limits may
cause serious engine damage.
EICAS MESSAGE CAUSE AND REFERENCE
11. Oil and hydraulic pressure - Check TABLE
12. PCL - Advance slowly to reach IDLE at approximately
Figure 3-12 lists the EICAS message causes and colors, and
67% N1
provides a page reference for all emergency procedures.
CRITICAL ACTION TABLE
Placing the PCL into IDLE prior to 60% N1 Figure 3-13 lists all emergency procedure critical memory
during a manual start may cause engine dam- actions: US Air Force (BOLD FACE); US Navy (*).
age due to overtemperature.
13. STARTER switch - NORM
Change 2 3-53
Message Cause Page Reference

RED (WARNING) MESSAGES
BATT BUS Battery bus inoperative 3-25
GEN BUS Generator bus inoperative 3-24
PMU FAIL PMU failure 3-22
GEN Generator inoperative 3-23
CKPT PX Cockpit overpressurization, pressure exceeds 3.9 to 4.0 psi 3-35
CANOPY Canopy unlocked/unsafe 3-35
FUEL PX Fuel pressure below 10 psi in the motive flow/return flow 3-28
supply line
OIL PX Oil pressure at or below 15 psi, or oil pressure 15 to 40 psi for 3-23
5 seconds at idle
Oil pressure at or below 40 psi above idle
OBOGS FAIL OBOGS system malfunction 3-32
CHIP Engine chip detector indicates oil contamination 3-23
ADC FAIL Air data computer has failed 3-28
EDM FAIL Engine data manager has failed 3-28
CHK ENG Engine parameters have exceeded operating limitations No Procedure
AMBER (CAUTION) MESSAGES
CKPT ALT Cockpit pressure altitude above 19,000 feet 3-36
DUCT TEMP Environmental duct or defog duct above 300 °F 3-34
HYD FL LO Hydraulic reservoir fluid level below 55 cubic inches (1 qt) 3-30
BUS TIE BUS TIE switch open, or bus tie inoperative 3-26
FUEL BAL Fuel imbalance exceeds 30 pounds for 2 minutes, or fuel 3-29
probe or EDM fail
EHYD PX LO Emergency hydraulic pressure at or below 2400±150 psi 3-30
OBOGS TEMP OBOGS temperature above 200 °F 3-33
TAD FAIL Rudder trim aid device failure 3-35
L FUEL LO Left wing tank below approximately 110 pounds usable fuel No Procedure
R FUEL LO Right wing tank below approximately 110 pounds usable fuel No Procedure
PMU STATUS PMU has detected and accommodated a fault in-flight or 3-22
WOW switch failure
OIL PX Oil pressure 15 to 40 psi at idle 3-23
Oil pressure 40 to 90 psi for 10 seconds above idle
XPDR FAIL Transponder has failed No Procedure
FP FAIL Fuel probe malfunction 3-30
IAC1 FAIL Integrated avionics computer 1 has failed 3-27
IAC2 FAIL Integrated avionics computer 2 has failed 3-27
Figure 3-12. Message Cause and Reference Table (1 of 3)
3-54 Change 3

IAC1 OVHT Integrated avionics computer 1 over heat No Procedure
IAC2 OVHT Integrated avionics computer 2 over heat No Procedure
IRS FAIL Inertial reference system (IRS) has failed 3-27
L PHT INOP Left pitot heater is not energized No Procedure
R PHT INOP Right pitot heater is not energized No Procedure
UFCP 1 FAIL Up front control panel (UFCP) in front cockpit has failed 3-27
UFCP 2 FAIL Up front control panel (UFCP) in aft cockpit has failed 3-27
IAC1 CONFIG Integrated avionics computers 1 and 2 have mismatched con- No Procedure
figuration
IAC2 CONFIG Integrated avionics computers 1 and 2 have mismatched con- No Procedure
figuration
CHK ENG Engine parameters are outside normal operating ranges No Procedure
IAC1 OVHT IAC1 internal temperature high and automatic shutdown is No Procedure
imminent
IAC2 OVHT IAC2 internal temperature high and automatic shutdown is No Procedure
imminent
GREEN (ADVISORY) MESSAGES
IGN SEL Ignition on No Procedure
M FUEL BAL FUEL BAL switch in MANUAL position No Procedure
ST READY PCL positioned for auto start No Procedure
BOOST PUMP BOOST PUMP selected by switch, starter relay, or low pres- 3-29
sure switch
ANTI ICE PROBES ANTI-ICE switch on No Procedure
TAD OFF Rudder trim aid device selected off No Procedure
TRIM OFF TRIM DISCONNECT switch activated No Procedure
NWS ON Nose wheel steering is engaged/on No Procedure
SPDBRK OUT Speed Brake is extended or extending No Procedure
WHITE (ADVISORY) MESSAGES
RPT AFT Front cockpit multi-function displays (MFD) are repeating No Procedure
IAC2 or aft cockpit MFD information
RPT FWD Rear cockpit multi-function displays (MFD) are repeating No Procedure
IAC1 or front cockpit MFD information
RPT ERR Both cockpits selected to repeat mode at the same time. No Procedure
STATUS/BIT Status/built in test (BIT) page in flight management system No Procedure
(FMS) information has updated or changed
Figure 3-12. Message Cause and Reference Table (Sheet 2 of 3)
Change 2 3-55

ADC A INOP Internal failure of channel A of the ADC 3-28
ADC B INOP Internal failure of channel B of the ADC 3-28
EDM A INOP Internal failure of channel A of the EDM 3-28
EDM B INOP Internal failure of channel B of the EDM 3-28
LAMP TEST Condition indication for the lamp test switch in test position No Procedure
IRS DEGD IRS/GPS hybrid operational mode is degraded No Procedure
Figure 3-12. Message Cause and Reference Table (Sheet 3 of 3)
3-56 Change 2
Emergency Procedure Steps to be Executed Immediately

to Prevent Loss of Life and/or Aircraft
Abort Start Procedure *1. PCL - OFF; or STARTER switch - AUTO/RESET
Emergency Engine Shutdown on the Ground *1. PCL - OFF
*2. FIREWALL SHUTOFF HANDLE - PULL
*3. Emergency ground egress - As required
Emergency Ground Egress *1. ISS mode selector - SOLO

*2. Seat safety pin - Install (BOTH)
*3. PARKING BRAKE - As required
*4. Canopy - Open
IF CANOPY CANNOT BE OPENED OR SITUATION REQUIRES

RIGHT SIDE EGRESS:
*5. CFS handle - Rotate and pull (BOTH)
*6. Upper fittings, lower fittings, and leg restraint garters - Release
(BOTH)
*7. BAT, GEN, and AUX BAT switches - OFF
*8. Evacuate aircraft
Abort *1. PCL - IDLE
*2. BRAKES - AS REQUIRED

Engine Failure Immediately After Takeoff *1. AIRSPEED - 110 KNOTS (MINIMUM)
(Sufficient Runway Remaining Straight Ahead) *2. PCL - AS REQUIRED
*3. EMER LDG GR HANDLE - PULL (AS REQUIRED)
*4. Flaps - As required
Engine Failure During Flight *1. ZOOM/GLIDE - 125 KNOTS (MINIMUM)
*2. PCL - OFF
*3. INTERCEPT ELP
*4. Airstart - Attempt if warranted
IF CONDITIONS DO NOT WARRANT AN AIRSTART:
*5. FIREWALL SHUTOFF handle - Pull
Immediate Airstart (PMU NORM) *1. PCL - OFF

*2. STARTER SWITCH - AUTO/RESET
*3. PCL - IDLE, ABOVE 13% N1
Figure 3-13. Critical Action Table (Sheet 1 of 4)
Change 2 3-57

Immediate Airstart (PMU NORM) (Continued) *4. Engine instruments - Monitor ITT, N1, and oil pressure
IF AIRSTART IS UNSUCCESSFUL:
*5. PCL - OFF
IF AIRSTART IS SUCCESSFUL:
*8. PCL - As required after N1 reaches IDLE RPM (approximately

67% N1)
*9. PEL - Execute
Uncommanded Power Changes/Loss of Power/ *1. PCL - MID RANGE

Uncommanded Propeller Feather
*2. PMU SWITCH - OFF
*3. PROP SYS CIRCUIT BREAKER (left front console) - PULL,

IF NP STABLE BELOW 40%
*4. PCL - As required
IF POWER IS SUFFICIENT FOR CONTINUED FLIGHT:
*5. PEL - Execute

*6. PROP SYS circuit breaker - Reset, as required
*7. PCL - OFF
Compressor Stalls *1. PCL - Slowly retard below stall threshold
*2. DEFOG switch - ON
*3. PCL - Slowly advance (as required)
IF POWER IS SUFFICIENT FOR CONTINUED FLIGHT:
*4. PEL - Execute
*5. PCL - OFF
3-58 Change 2

Inadvertent Departure From Controlled Flight *1. PCL - IDLE
*2. CONTROLS - NEUTRAL

*3. ALTITUDE - CHECK
*4. Recover from unusual attitude
Fire In Flight IF FIRE IS CONFIRMED:
*1. PCL - OFF
*2. FIREWALL SHUTOFF HANDLE - PULL
IF FIRE IS EXTINGUISHED:
*3. Forced Landing - Execute

IF FIRE DOES NOT EXTINGUISH OR FORCED LANDING IS IM-
PRACTICAL:
*4. Eject (BOTH)
IF FIRE IS NOT CONFIRMED:
*5. PEL - Execute
Chip Detector Warning *1. PCL - Minimum necessary to intercept ELP; avoid unnecessary
PCL movements
*2. PEL - Execute
Oil System Malfunction or Low Oil Pressure IF ONLY AMBER OIL PX CAUTION ILLUMINATES:
*1. Terminate maneuver
*2. Check oil pressure; if oil pressure is normal, continue operations
IF RED OIL PX WARNING ILLUMINATES AND/OR AMBER OIL

PX CAUTION REMAINS ILLUMINATED FOR 5 SECONDS:
*3. PCL - Minimum necessary to intercept ELP; avoid unnecessary

PCL movements
*4. PEL - Execute

Low Fuel Pressure *1. PEL - Execute
OBOGS System Malfunction *1. PCL - Advance
OBOGS Inoperative *1. GREEN RING - PULL (AS REQUIRED)
Eject *1. EJECTION HANDLE - PULL (BOTH)
Forced Landing *1. Airspeed - 125 KIAS prior to extending landing gear
*2. EMER LDG GR handle - Pull (as required)
Change 2 3-59

Forced Landing (Continued) *3. Airspeed - 120 KIAS minimum until intercepting final; 110 KIAS
minimum on final
*4. Flaps - As required

Precautionary Emergency Landing (PEL) *1. Turn to nearest suitable field
*2. Climb or accelerate to intercept ELP
*3. Gear, flaps, speed brake - UP
3-60 Change 2
SECTION IV
CREW DUTIES
Crew duties are not applicable to this aircraft.
4-1/(4-2 blank)
AIR FORCE 1T-6B-1
SECTION V
LIMITATIONS
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Crew Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Engine Instrumentation Unit Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Gage Marking Logic and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Engine Oil Quantity Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Engine Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Battery/Starter Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Propeller Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Propeller Ground Operation Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Propeller Rotational Overspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Airspeed and Mach Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Maximum Operating Airspeed/Maximum Operating Mach Number (VMO/MMO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Wing Flaps Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Landing Gear Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Turbulent Air Penetration Speed Limitations (VG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Maneuvering Speed Limitations (VO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Flight Maneuvering Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Prohibited Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Acceleration Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Symmetric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Asymmetric (Rolling G’s). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Center of Gravity Limitations (Landing Gear Extended) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Taxi, Takeoff, and Landing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Nose Wheel Steering Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Canopy Defog Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Landing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Wind Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Barrier Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Enroute Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Icing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Icing Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Quantity Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Pump Suction Feed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Miscellaneous Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Temperature Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Equipment Cooling Limitations (Cockpit Sun Shields) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Cockpit Pressurization System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Runway Surface Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Canopy Wind Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Escape System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5-1
AIR FORCE 1T-6B-1
INTRODUCTION systems operating parameters. As limits are approached,
reached and/or exceeded, the gage and text presentations
Operating limitations include limitations that must be change color to alert the pilot. The text and gage displays
observed for safe operation of the aircraft and engine. are synchronized to change colors simultaneously when the
gage display reaches a caution or warning limit.
NOTE
System preset limits are represented on the gage displays by
The pilot(s) will make all necessary entries a red radial, a thicker tick mark which shows the operating
in appropriate maintenance records to indi- limit for that system.
cate when any limitations have been
exceeded. Entries shall include the time When a warning limit is exceeded, the gages will display a
interval, where applicable, as well as the red tail or red arc between the preset limit (red radial) and
actual instrument reading of the limitation the present position of the pointer. The digital counter text
that was exceeded. It is important to enter the display also changes to white text in a red box.
amount and duration of any engine overtem-
For select instruments (oil temperature and pressure, and
perature.
hydraulic pressure), the caution range is marked by an
amber arc on the display. When the system enters the cau-
CREW REQUIREMENT tion range, the digital counter text display changes to black
text in an amber box.
The minimum crew requirement is one pilot. The aircraft
shall be flown solo from the front cockpit only.
ENGINE OIL QUANTITY LIMITATIONS
ENGINE INSTRUMENTATION UNIT Oil level must be serviced within 30 minutes of engine shut-
MARKINGS down. For most accurate results, check oil level 15 to 20
minutes after shutdown. Normal oil level is between ADD
Engine operation is monitored by instrumentation that and MAX HOT. If oil level is at or below ADD, service the
shows operating ranges/limits (Figure 5-1). oil level to MAX HOT. If engine oil level is not serviced
properly, engine damage is possible.
The operating limitations are color coded on the instrument
displays as follows: The sight glass is not to be used for checking oil level; only
the dipstick is to be used for correct indication of oil level in
Red markings indicate the limit above or below which con- the tank.
tinued operation is likely to cause damage or shorten operat-
ing life. ENGINE LIMITATIONS
The green and white markings indicate the safe and normal Refer to Figure 5-2 for Engine Operating Limits.
range of operation.
The amber markings indicate the range where special atten- BATTERY/STARTER LIMITATIONS
tion should be given to the operation covered by the instru-
ment. STARTING
NOTE Battery Start Limitations
The white arc and counter on most indicators Do not attempt a battery powered ground start if the battery
is a display arc, and has no specific signifi- voltage is below 23.5 volts.
cance; however, on the torque and ITT indi-
cators, the white arc is the normal operating External Power Limitations
range.
Do not connect external power if battery voltage is below
GAGE MARKING LOGIC AND DEFINITIONS 22.0 volts.
The EICAS displays provide both analog scale (graphical

gage display) and digital counter presentation of engine and
5-2
Figure 5-1. Instrument Markings (Sheet 1 of 4)
Change 2 5-3
IN-LIMITS DISPLAYS OUT-OF-LIMITS DISPLAYS
TORQUE
(ANALOG SCALE) (DIGITAL COUNTER)
RED RADIAL 100% MAXIMUM RED TEXT 101% AND > EXCEEDANCE
RED TAIL > 100% EXCEEDANCE
PROPELLER RPM (NP)

DIGITAL COUNTER (GROUND MODE) DIGITAL COUNTER (FLIGHT MODE)
RED TEXT 62 - 80% RESTRICTED RANGE RED TEXT 102% AND > EXCEEDANCE
RED TEXT 102% AND > EXCEEDANCE
INTERSTAGE TURBINE TEMPERATURE (ITT) START

RED RADIAL 1000 C MAXIMUM RED TEXT 1001 C AND > EXCEEDANCE
INTERSTAGE TURBINE TEMPERATURE (ITT) NORMAL

RED RADIAL 820 C MAXIMUM RED TEXT 821 C AND > EXCEEDANCE
RED TAIL 820 C AND > EXCEEDANCE
TURBINE RPM (N1)

GREEN ARC 60 - 104% NORMAL RED TEXT 105% AND > EXCEEDANCE
RED RADIAL 104% MAXIMUM
RED TAIL 104% AND > EXCEEDANCE
INDICATED OUTSIDE AIR TEMPERATURE (IOAT)

(DIGITAL COUNTER)
ALL INDICATIONS NORMAL
PN01D
085288AA.AI
5-4
OIL TEMPERATURE (TEMP)

WHITE ARC SCALE WHITE TEXT NORMAL
GREEN ARC NORMAL AMBER TEXT CAUTION
AMBER ARC CAUTION RED TEXT EXCEEDANCE
RED RADIAL MAXIMUM RED TEXT EXCEEDANCE
RED TAIL EXCEEDANCE
OIL PRESSURE (PRESS)
(ANALOG SCALE) (DIGITAL COUNTER) FLIGHT MODE
RED TAIL 40 PSI AND < EXCEEDANCE RED TEXT 39 PSI AND < EXCEEDANCE
RED RADIAL 40 PSI MINIMUM AMBER TEXT 40 - 89 PSI CAUTION
AMBER ARC 40 - 90 PSI CAUTION WHITE TEXT 90 - 200 PSI NORMAL
GREEN ARC 90 - 120 PSI NORMAL RED TEXT 201 PSI AND > EXCEEDANCE
WHITE ARC 120 - 200 PSI SCALE
RED RADIAL 200 PSI MAXIMUM
RED TAIL 200 PSI AND > EXCEEDANCE
HYDRAULIC PRESSURE (HYDR PRESS)
AMBER ARC 0 - 1800 PSI CAUTION AMBER TEXT 1790 PSI AND < CAUTION
WHITE ARC 1800 - 2880 PSI SCALE WHITE TEXT 1800 - 3500 PSI NORMAL
GREEN ARC 2880 - 3120 PSI NORMAL AMBER TEXT 3510 PSI AND > CAUTION
WHITE ARC 3120 - 3500 PSI SCALE
AMBER ARC 3500 - 4100 PSI CAUTION
DC VOLTAGE (VOLTS)
(DIGITAL COUNTER)
AMBER TEXT 21.9 VDC AND < CAUTION
WHITE TEXT 22.0 - 29.5 VDC NORMAL
AMBER TEXT 29.6 - 32.2 VDC CAUTION
RED TEXT 32.3 VDC AND > EXCEEDANCE
DC AMPERAGE (AMPS)
(DIGITAL COUNTER)
WHITE TEXT ALL INDICATIONS NORMAL
PN01D
085290AA.AI

5-5
FUEL QTY FUEL QTY

LBS X 100 LBS X 100
L 7 R L 7 R
6 6
5 5
4 4
3 3
2 2
1 1
0 0
TOTAL 800LBS TOTAL 225 LBS
(DIGITAL COUNTER)
RED TEXT 4.0 PSI AND > EXCEEDANCE
COCKPIT PRESSURE ALTITUDE (ALT)

(DIGITAL COUNTER)
AMBER TEXT 19,100 FT AND > CAUTION
FUEL QUANTITY (FUEL QTY L, R)

(VERTICAL TAPE)
AMBER 0 - 110 POUNDS CAUTION
WHITE 110 POUNDS AND > NORMAL
FUEL FLOW (FF)

(DIGITAL COUNTER)
ALL INDICATIONS NORMAL
PN01D
085289AB.AI

5-6 Change 2
Operating Operating Limits

Condition
Power Setting Torque % ITT °C N1% (1) NP% (4) Oil Pressure psi Oil Temp °C
Max
Takeoff/Max 100 Max 820 104 Max 100 Max (2) 90 to 120 (6) 10 to 105
(9)
Idle 3 to 8% 750 60 to 61 (ground) 46 to 50 90 Min -40 to 105 (Ground)
(ground) 67 Min (flight) (ground) 10 to 105 (Flight)
106 to 110 (7)
Start --- 1000 (5 sec) --- --- 200 Max -40 Min
(5)
Transient 131 Max 870 (20 sec) 104 Max 102 (20 sec) 40 to 130 106 to 110
(20 sec) (8) 110 (3) (10 minutes)
NOTES
1. N1 values presented for PMU ON. With PMU OFF, N1 may vary from these values.
2. With PMU OFF, permissible maximum NP is 100±2%.
3. Permissible at any power setting for completion of in-flight emergency.
4. Avoid stabilized ground operation from 62 to 80% NP.
5. Operation in this range permitted only during aerobatics or spins, and 15 to 40 psi for 5 seconds with PCL at IDLE.
6. Normal oil pressure during steady state conditions is 90 to 120 psi. Operation at oil pressure less than 90 psi at flight idle or
above is indicative of oil system malfunction.
7. Acceptable for ground operation at and below 20% torque.
8. Torque at 131% is a materials limit above which damage to the engine may occur. Torque above 102% is indicative of a
system malfunction.
9. Allowable torque range with NP stabilized and PCL at IDLE.
Figure 5-2. Engine Operating Limits
Starter Limitations power is degraded and aircrews should land

as soon as practical.
Starter duty cycle (start attempts and/or engine motoring) is
limited to four 20-second cycles as follows: Temperature Limitations
First - Motor 20 seconds then, 30-second cooling period. Maximum IOAT for start is 80 °C.
Second - Motor 20 seconds then, 2-minute cooling period.
PROPELLER LIMITATIONS
Third - Motor 20 seconds then, 5-minute cooling period.
PROPELLER GROUND OPERATION LIMITATIONS
Fourth - Motor 20 seconds then, 30-minute cooling period. Sustained propeller operation on the ground between 62 and
Generator Limitations 80% NP is prohibited to prevent damage from ground reso-
nance.
Inflight: +50 to -2 AMPS
PROPELLER ROTATIONAL OVERSPEED
Ground/Inflight Voltage: 28.0 to 28.5 Volts LIMITATIONS
NOTE The propeller overspeed limit is 110% NP.
If generator amperage or voltage is continu-
ously outside this range, notify maintenance AIRSPEED AND MACH
after the mission. If generator voltage is con-
tinuously below 25.0 volts, available battery
LIMITATIONS
Refer to Figure 5-3 for airspeed and Mach limitations.
Change 3 5-7
AIRSPEED AND MACH LIMITATIONS

35,000
246
30,000
MM
25,000
O
=0
150
.67
20,000
ALTITUDE ~ FEET
LIMIT: 19,020 FEET

FLAPS LANDING
GEAR EXTENDED
15,000
VMO = 316
VO = 227
VG = 207
10,000
5,000
PHAAMS010A
0
0 50 100 150 200 250 300 350

AIRSPEED ~ KIAS
Figure 5-3. Airspeed and Mach Limitations
MAXIMUM OPERATING AIRSPEED/MAXIMUM WING FLAPS LIMITATIONS

OPERATING MACH NUMBER (VMO/MMO)
Maximum airspeed with the flaps extended (VFE) or during
Maximum operating airspeed (VMO) is not to be intention- flap operation is 150 KIAS.
ally exceeded in any phase of flight (climb, cruise, descent,
maneuvering). VMO is 316 KIAS up to and including 19,020 LANDING GEAR LIMITATIONS
feet MSL.
Maximum airspeed with the landing gear extended (VLE) or
Maximum operating Mach number (MMO) is not to be inten- during landing gear operation is 150 KIAS.
tionally exceeded in any phase of flight (climb, cruise,
descent, maneuvering). Above 19,020 feet MSL, MMO is TURBULENT AIR PENETRATION SPEED
0.67 indicated Mach number (IMN). The airspeed in KIAS LIMITATIONS (VG)
which corresponds to MMO varies with altitude.
Maximum airspeed for flying through turbulence is 207
KIAS. Recommended airspeed in turbulent air is 180 KIAS.
5-8
MANEUVERING SPEED LIMITATIONS (VO)
ASYMMETRIC (ROLLING G’S)
Operating maneuvering speed (VO) is the speed above
which full or abrupt control movements in one axis can Clean +4.7 to -1.0 G's
result in structural damage to the aircraft. VO is 227 KIAS.
Full rudder deflection above 150 KIAS, however, will Gear and flaps extended +2.0 to 0.0 G’s
exceed the limits for the rudder control system. For uncoordinated rolling maneuvers initiated at -1 G, the
maximum bank angle change is 180 degrees.
FLIGHT MANEUVERING
LIMITATIONS NOTE
Exceeding the acceleration limits locks the
TIME LIMITS max (or min) G reading on the PFD at the
exceeded value in red text and cannot be
reset without maintenance action on the
ground.
Holding a zero G-loading for over 5 seconds
can cause engine damage and possible CENTER OF GRAVITY LIMITATIONS
engine failure, regardless of oil pressure
indications.
(LANDING GEAR EXTENDED)
Inverted flight - 15 seconds The center of gravity (CG) limitations are shown in Figure
5-5. When a solo pilot weight (including gear) exceeds 260
Intentional zero-G - 5 seconds pounds, when rear pilot weight (including gear) exceeds
260 pounds, when combined crew weight exceeds 500
PROHIBITED MANEUVERS pounds (with gear), when overwing refueling is accom-
plished over 1100 pounds, or when baggage weight exceeds
Inverted stalls 10 pounds, the weight and balance of the aircraft shall be
checked to determine that gross weight and CG limitations
Inverted spins are not exceeded.
Aggravated spins past two turns Allowable forward CG limit up to 5850 pounds is 18.8%
Spins with PCL above idle MAC (164.7 inches aft of datum).
Spins with landing gear, flaps, or speed brake extended Linear variation forward CG limit at 5850 pounds is 18.8%
MAC (164.7 inches aft of datum).
Spins with PMU off
Allowable forward CG limit at 6900 pounds is 20.0% MAC
Spins below 10,000 feet pressure altitude (165.5 inches aft of datum).
Spins above 22,000 feet pressure altitude Allowable aft CG limit at all weights is 26.0% MAC (169.3
inches aft of datum).
Abrupt cross-controlled (snap) maneuvers
Aerobatic maneuvers, spins, or stalls with a fuel imbalance NOTE

greater than 50 pounds between wings The reference datum is located 16.46 inches
forward of the tip of the propeller spinner.
Tail slides
ACCELERATION LIMITATIONS WEIGHT LIMITATIONS

Maximum ramp weight - 6950 pounds
The operating flight strengths are shown in Figure 5-4.
Maximum takeoff weight - 6900 pounds
SYMMETRIC
Maximum landing weight - 6900 pounds
Clean +7.0 to -3.5 G's
Maximum zero fuel weight - 5850 pounds
Gear and flaps extended +2.5 to 0.0 G's
Maximum weight in baggage compartment - 80 pounds
Change 1 5-9
7.0 SYMMETRIC MANEUVER LIMIT 7g

SEA LEVEL
6.0
31,000 FT
5.0
ASYMMETRIC MANEUVER LIMIT 4.7g
LIMIT SPEED 244 (MACH 0.67)
LIMIT SPEED 316

4.0
LOAD FACTOR ~ (g's)
3.0
2.0
1.0
0.0
-1.0 ASYMMETRIC
MANEUVER LIMIT -1g
-2.0
-3.0
SYMMETRIC MANEUVER LIMIT -3.5g
-4.0
0 50 150 200 300 350 PN01D
100 250 101373AA.AI
INDICATED AIRSPEED - KNOTS
Figure 5-4. Operating Flight Strength (Vn) Diagram
TAXI, TAKEOFF, AND LANDING WIND LIMITATIONS

LIMITATIONS Maximum crosswind component for dry runway - 25 knots.
NOSE WHEEL STEERING LIMITATIONS Maximum crosswind component for wet runway - 10 knots.
Do not use nose wheel steering for takeoff or landing. Maximum crosswind component for icy runway - 5 knots.
Maximum tailwind component for takeoff - 10 knots.

CANOPY DEFOG LIMITATIONS
Canopy defog must be off for takeoff and landing. BARRIER LIMITATIONS
LANDING LIMITATIONS The aircraft has limited capability for taxiing over raised
arresting cables (such as BAK 9, BAK 12, and/or BAK 13).
Maximum rate of descent at touchdown is 780 feet per Taxi over arresting cables at as slow a speed as possible.
minute (5.1 Gs) when main tires are serviced to maximum Steer to avoid nose and main gear contact with cable sup-
landing conditions pressure (225±5 psi). port donuts.
5-10 Change 1
AIR FORCE 1T-6B-1
WEIGHT AND CG DIAGRAM

LANDING GEAR DOWN
1. ZERO FUEL LOADING CONDITIONS MUST BE WITHIN THE ZERO
FUEL WEIGHT/CENTER OF GRAVITY ENVELOPE.
2 THE FLIGHT ENVELOPE WEIGHT/CENTER OF GRAVITY LIMITS
WILL NOT BE EXCEEDED WITH SINGLE POINT REFUELING.
3. WHEN FUELED OVER WING, VERIFY THAT MAXIMUM WEIGHT IS
NOT EXCEEDED.
4. THE APPROVED FLIGHT ENVELOPE INCLUDES THE EFFECTS OF
RETRACTING THE LANGING GEAR.
MAC: 64.96 IN
LE MAC: 152.46 IN AFT DATUM
7,100
165.45
169.35
7,000
MAX RAMP WEIGHT = 6950 POUNDS
6,900
MAX TAKEOFF WEIGHT = 6900 POUNDS
6,800
6,700
6,600
FLIGHT ENVELOPE
6,500
6,400
6,300
6,200
6,100
WEIGHT ~ POUNDS
6,000
164.67
169.22
164.80
5,900
MAX ZERO FUEL WEIGHT = 5850 POUNDS
5,800
5,700
5,600
5,500
5,400 ZERO FUEL WEIGHT ENVELOPE

164.92
165.22
5,300
5,200 5225 LBS
5,100
5,000
PHAAMS008B
RECOMMENDED BASIC EMPTY WEIGHT ENVELOPE

4,900
4850 LBS
4,800
163 164 165 166 167 168 169 170

CENTER OF GRAVITY ~ FUSELAGE STATION (INCHES AFT OF DATUM)
17 18 19 20 21 22 23 24 25 26 27
CENTER OF GRAVITY ~ % MAC
Figure 5-5. Weight and CG Limitations
5-11
AIR FORCE 1T-6B-1
sublimate or melt the ice accumulation from
the aircraft.
● Nose or main gear contact with arresting ● Aerobatics after an icing encounter are pro-
cable support donuts at any speed may result hibited until ice accumulations on the air-
in structural damage to the gear and/or pro- craft are melted or sublimated. Maneuvers
peller. If nose or main gear contact a support with ice accumulation are restricted to 30
donut, suspect structural damage and have degrees bank angle and 0 to 2 G’s normal
the aircraft inspected by qualified mainte- acceleration, up to stall warning system acti-
nance personnel prior to next flight. vation.
● Do not taxi over arresting cables with main ● For the landing configuration and during the
gear doors open. landing phase, with ice accumulation,
approach speed must be increased by 10
Takeoff and land beyond arresting cables.
KIAS. To ensure safe landing, make sure that
Taxiing over lowered net barriers (BAK 15) should be sufficient forward cockpit visibility exists
avoided if at all possible. If contact with a lowered barrier is from either the front or rear cockpit.
unavoidable, reduce power to idle and discontinue braking
before contacting the lowered barrier. Recommence braking NOTE
after clearing the lowered barrier. In the unlikely event that Light rime ice accumulation from transit
the webbing catches on the aircraft, aircrews may experi- through a 5000-foot band of light rime ice
ence directional control problems. will not significantly degrade aircraft flying
qualities or performance; however, pilots
should transition through the icing band as
quickly as is safely possible.
Under no circumstances should a raised web
barrier (BAK 15) be engaged. Aircrews will FUEL LIMITATIONS
steer around the barrier or eject prior to
engagement. FUEL TYPE
Approved fuels are JP-4, JP-5, JP-8, JP-8+100 (USAF

ENROUTE LIMITATIONS only), Jet A, Jet A-1 and Jet B.
ICING
NOTE
When operating in areas of visible moisture, the probes anti- JP-8+100 is not an approved fuel for US
ice switch shall be ON. Navy T-6B aircraft.
FUEL ICING INHIBITOR
Fuel must contain a fuel system icing inhibitor. Fuels not

● Sustained operation in icing conditions is containing an inhibitor must have MIL-DTL-85470 fuel
prohibited. The aircraft has been approved system icing inhibitor added.
only for transit through a 5000-foot band of
light rime ice. Add 1/2 pint of icing inhibitor for every 50 gallons of fuel
during refueling.
● At first indication of icing, the crew shall
ensure that PROBES ANTI-ICE switch is FUEL QUANTITY LIMITATIONS
ON to prevent freezing of the pitot tubes and
AOA vane. Freezing of pitot tubes will cause Aerobatics operation is prohibited with indicated fuel quan-
unreliable operation of systems that depend tities below 150 pounds per side (yellow band on gage).
upon air data. AOA vane freezing will cause
loss of artificial stall warning. FUEL IMBALANCE
● At first indication of icing, the crew shall Maximum lateral fuel imbalance is 50 pounds.
ascend or descend from the icing layer to
5-12
FUEL PUMP SUCTION FEED LIMITATIONS RUNWAY SURFACE LIMITATIONS
Engine operation using only the engine-driven high pressure The aircraft is cleared to operate on hard surfaced runways
fuel pump without both the electric boost pump and the (concrete, tarmac, or similar) only.
engine-driven low pressure fuel pump is limited to 10 hours.
All time in this category must be recorded. CANOPY WIND LIMITATIONS
The canopy shall not be opened on the ground when the sur-
MISCELLANEOUS LIMITATIONS face winds exceed 40 knots.
TEMPERATURE LIMITATIONS ESCAPE SYSTEM LIMITATIONS
Ground operation is limited to ambient temperatures of -23 Ejection seat pilot weight limits are a minimum weight with
°C to +43 °C. equipment and flight gear of 131.8 pounds, and a maximum
pilot weight with equipment and flight gear of 265.4 pounds.
NOTE
Ground operation during ambient tempera-
tures exceeding +43 °C is permitted for up to
15 minutes for the purpose of taxiing the air-
craft to park. • Ejection seats must never be operated with
the canopy open.
EQUIPMENT COOLING LIMITATIONS (COCKPIT
SUN SHIELDS)
• The MKUS16LB ejection seat design range
is 103 to 231 pounds nude body weight
(131.8 to 265.4 pounds including flight gear).
Due to equipment cooling requirements, the limitations pre-
Operations with pilots outside of this range
sented below apply when the aircraft is parked in direct sun-
may place the aircraft beyond CG limits and
light in ambient temperatures of 35 °C and above.
requires new CG computations. Furthermore,
the risk of injury increases for pilot weights
STORAGE CANOPY / REQUIREMENT FOR outside the specified range.
TIME SUN SHIELDS FLIGHT
> 15 Minutes Closed / Open canopy fully for 1 • Lightweight Hazards (Body weight less than
103 pounds) - For lightweight aircrew there is
Not installed hour prior to engine start
an increased potential for spinal injury from
> 15 Minutes Closed / Open canopy fully for 15
catapult operation. The seat is less stable,
Installed minutes prior to engine
rotation increases, and drogue chute correc-
start
tion is more severe with lightweight aircrew.
No limit On prop strut / Open canopy fully for 15 Ejection above 320 knots will increase injury
Not installed minutes prior to engine risk due to drogue chute opening shock.
start These risks increase as body weight
No limit On prop strut / No limit decreases below 103 pounds.
•
Installed
Heavyweight Hazards (Body weight greater
No limit Fully open / No limit
than 231 pounds) - For heavyweight aircrew
Not installed
there is an increased injury risk during para-
chute landing. Zero altitude zero airspeed
COCKPIT PRESSURIZATION SYSTEM performance is degraded or lost. These risks
LIMITATIONS increase as body weight increases above 231
pounds.
Cockpit pressurization schedule limit is 3.6±0.2 psi.
CKPT PX warning illuminates at 3.9 to 4.0 psi. • When ejecting over mountainous terrain
exceeding 8000 feet MSL, the manual over-
Cockpit ΔP display changes to red and overpressurization ride (MOR) handle should be used to manu-
safety valve opens at 4.0 psi. ally separate from the seat and deploy the
parachute.
Change 3 5-13/(5-14 blank)

SECTION VI
FLIGHT CHARACTERISTICS
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Control System Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Trim Aid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Flap and Speed Brake Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Normal Flight Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Non-Maneuvering Flight Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Aerobatic Maneuvering Flight Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Glide Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Stall Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Accelerated Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Departures from Controlled Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Departures/Out-of-Control Flight (OCF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Departure Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Spirals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Spins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Spin Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Spin Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Dive Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Altitude Loss in Dive Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Change 2 6-1
INTRODUCTION NOTE
The information contained in this section describes charac- During rapid acceleration from low to high
teristics of the aircraft during specific phases of flight. speed, the pilot will need to initially trim
Rather than a systems description or particular training nose-down to avoid a rapid buildup in forces.
technique, the information provided describes peculiarities
Roll trim changes are relatively small throughout the flight
which may be encountered in mission oriented operation of
envelope with balanced fuel conditions. The roll trim
the aircraft. The flight characteristics described in this sec-
authority is adequate to trim the aircraft laterally, with the
tion are based on actual flight test data. Where actual flight
maximum allowable fuel imbalance of 50 pounds at all air-
tests have not been performed, or analyses have not been
speeds and configurations.
completed, the information will be identified as projected
data. The directional trim system is effective in trimming the air-
craft at all speeds within the flight envelope. At approach
FLIGHT CONTROL SYSTEM speeds or below with flaps in the LDG position, full nose-
right trim is required at 100% torque.
CONTROL SYSTEM FORCES
TRIM AID SYSTEM
The aircraft incorporates a reversible flight control system.
This means the aerodynamic forces are fed back to the pilot Directional trim is commanded by the trim aid computer as
from each control surface through a system of push rods, a function of engine torque, indicated airspeed, pressure
cables and pulleys. A bobweight and downspring are incor- altitude, and pitch rate. The system will not completely trim
porated into the elevator control system to increase the force the aircraft directionally. The pilot must make the fine trim
in the pitch axis. The bobweight increases pitch force as G inputs to keep the aircraft in coordinated/balanced flight
forces are increased during maneuvering flight conditions, throughout the envelope. Some feedback in the rudder ped-
while the downspring increases the pitch force about the als may be felt by the pilot during over-the-top aerobatic
trim speed in steady state flight conditions. Pitch force dur- maneuvers as the system commands large trim changes nec-
ing maneuvering flight conditions is approximately 9 essary for the airspeed excursions experienced during these
pounds per G at aft centers of gravity and 12 pounds per G maneuvers. Additionally, the pilot will encounter feedback
at forward centers of gravity. Lateral and directional control from the system during large power changes at low air-
forces increase proportionally for a given control deflection speeds when performing touch-and-go landings or go-
as airspeed increases. around maneuvers.
TRIM SYSTEM FLAP AND SPEED BRAKE CONTROLS
The three-axis electric trim system is effective in trimming The split flaps may be operated at airspeeds up to 150
each axis throughout the flight envelope of the aircraft. The KIAS. There is very little pitch trim change when flaps are
trim rate in each axis is constant throughout the airspeed selected to the takeoff position, and there is no apparent
envelope of the aircraft. As airspeed increases, trim appears aerodynamic buffeting up to 150 KIAS. Lowering the flaps
to become more effective. This phenomenon is particularly to the LDG position produces a slight pitch up, which is eas-
noticeable in the roll and yaw axes, and pulsing the trim ily controllable. Aerodynamic and airframe buffeting is
control is necessary to avoid over-trimming at higher air- noticeable as airspeed is increased in this configuration.
speeds. Buffeting intensifies noticeably as the flap limit airspeed is
approached.
At forward centers of gravity, near full-up pitch trim will be
required at final approach speed with 3-degree approach Extension of the speed brake at airspeeds throughout the
power. At forward centers of gravity, a pull force up to 8 operating envelope produces a slight pitch up tendency,
pounds may be required to maintain approach speed with which becomes more pronounced as airspeed increases. The
power at IDLE during the final portion of the landing with pitch trim change requirement is reduced by a speed brake-
full nose-up pitch trim. Maximum operating speed will elevator trim interconnect. During speed brake extension,
require near full nose-down pitch trim at aft centers of grav- the elevator is trimmed nose down. During retraction, the
ity. mechanical linkage trims nose up. The pilot will notice this
trim change as the control stick moves slightly during speed
brake operation.
6-2
AIR FORCE 1T-6B-1
Maneuver Recommended Entry Speed (KIAS)
Aileron Roll 180 - 250
Wingover/Lazy Eight 160 - 250
Barrel Roll 190 - 250
Clover Leaf 210 - 250
Chandelle 180 - 250
Loop 200 - 250
Cuban Eight 210 - 250
Immelmann 210 - 250
Split S 120 - 160
Inverted Flight 180 - 250
Figure 6-1. Approved Maneuvers
Flap/Speed Brake Interconnect
A flap/speed brake interconnect (lockout) prevents the use

of the speed brake with the flaps extended. If the flaps are The aircraft will accelerate rapidly with
extended, the speed brake will not extend if retracted. If the power in a dive. In a high speed dive with an
speed brake has been extended, it will automatically retract aggressive pull, it is possible to exceed struc-
if the flaps are set to any position other than UP. tural limits if the power is not reduced.
NORMAL FLIGHT Asymmetric Maneuvers
CHARACTERISTICS Flight tests have demonstrated that the aircraft exhibits a

yawing tendency at high roll rates. This yawing tendency is
NON-MANEUVERING FLIGHT CHARACTERISTICS greatest for uncoordinated rolling pullouts conducted at
greater than 2 G. Follow the guidelines below to minimize
The aircraft exhibits positive stability in all configurations yaw in asymmetric maneuvers.
throughout the flight envelope. The reversible flight control
● As much as possible, maintain coordinated roll and
system becomes more sensitive as airspeed increases. Con-
yaw control inputs during asymmetric maneuvers.
trol forces during climb, cruise, and terminal area flying are
light throughout the speed range of the aircraft. Slight con- ● If rolling pullouts at greater than +2 G are uncoordi-
trol stick inputs can result in airspeed or altitude deviations, nated, limit roll input to one-half lateral stick.
from hands-off trim condition. ● If uncoordinated rolling maneuvers are initiated at -1
G, the maximum bank angle change is 180 degrees.
NOTE
The light longitudinal forces are exacerbated Available Load Factor (G Available)
by slipstream effects caused by power. Fre- Figure 6-2 provides a representation of available energy for
quent cross-checks of airspeed are required maneuvering flight (G available).
during climb out to prevent deviations from
the climb airspeed schedule. Lateral-direc-
tional control and trimmability are sensitive
GLIDE PERFORMANCE
throughout the flight envelope. Avoid chas- Factors which effect glide performance are airspeed, aircraft
ing the slip/skid ball. configuration (landing gear and flaps), angle of bank, and
coordinated or uncoordinated flight. Maximum range
AEROBATIC MANEUVERING FLIGHT power-off glide airspeed differs with changes in aircraft
CHARACTERISTICS configuration. Power-off glide performance at any particular
Figure 6-1 lists approved aerobatic maneuvers and associ- glide speed will be optimized with a feathered propeller and
ated recommended entry speeds. level wings in balanced/coordinated flight. Best glide speed
in clean configuration is approximately 125 KIAS with a
sink rate of 1350 feet per minute and a glide ratio of 2.0
NM/1000 feet. With the landing gear down and flaps and
speed brake retracted, best glide speed is approximately 105
6-3
AIR FORCE 1T-6B-1
AVAILABLE LOAD FACTOR AIRPLANE : T-6B

ENGINE : PT6A-68
DATE : MAR 2OO8
DATA BASIS : ESTIMATED
320
15
10
310 20
5
300
290 SL
25
280
270
T
260 29
E
E
F
0
250 31
0
10
~
E
240
D
U
IT
INDICATED AIRSPEED ~ KNOTS
230
L
A
E
R
220
U
S
S
E
210
R
P
200
190
180
170
160
150
140
130
120
110
100
90
80
BASELINE
6900
6700
6500
WEIGHT ~ POUNDS
7.0 G LIMIT
6300
6100
5900
5700
PHAAMS003A
5500
1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5

AVAILABLE LOAD FACTOR ~ G
Figure 6-2. Maneuverability - G Available
6-4
AIR FORCE 1T-6B-1
KIAS with a sink rate of approximately 1500 feet per During unaccelerated, power-on stall entries, there is little
minute and a glide ratio of 1.6 NM/1000 feet. Section III, perceptible natural buffet prior to the stall.
Figure 3-5, provides power-off glide data for various config-
urations. During stall entry with power on, the pilot will also notice a
higher pitch attitude, light longitudinal stick forces, and the
need for right aileron in conjunction with right rudder to
maintain coordinated flight. With power at 100% engine
torque, a pitch attitude of 45° nose up is possible during
Improper use of the rudder or ailerons dur- entry to a wings-level stall.
ing a slip maneuver may cause a departure
from controlled flight with insufficient alti- NOTE
tude for recovery.
● Activation of the stick shaker is the earliest
warning for an inadvertent stall.
● The stick shaker may mask natural aircraft

With the engine out, flaps cannot be buffet during stall approach and recovery.
deployed prior to extending the landing gear
in a power-off glide because the engine- STALLS
driven hydraulic pump is not operating. Once
the landing gear have been blown down by A roll-off or wing-drop, together with increased buffet is the
the emergency hydraulic accumulator, the defining characteristic of an upright, wings-level stall.
residual hydraulic pressure remaining in the Idle power stall speeds are presented in Figure 6-3. All
accumulator may be used to lower the flaps. flight controls remain effective in the normal sense through-
Flaps will extend slowly with residual pres- out the approach to stall and stall. Expect a decrease in stall
sure and may take longer than normal to speed with power on.
deploy.
With power off, lateral roll-off during a wings-level stall is
NOTE typically to the right, and occurs near full aft stick. During a
● Without normal hydraulic pressure, use of wings-level, power-on stall, a left rolling tendency is
the speed brake in a power-off glide is not induced at stall by engine torque before reaching full aft
possible. stick.
● The zero thrust power setting for the aircraft NOTE

is 4-6% torque at glide speed. This power
Above 60% torque, full right rudder and full
setting approximates the performance of the
right aileron may not prevent a left roll-off at
aircraft with the propeller feathered. stall.
STALL CHARACTERISTICS While landing gear position has little effect on stall charac-
teristics, extending the flaps aggravates the roll-off tendency
STALL WARNING at stall. Speed brake extension or fuel imbalance (to 50
pounds) have negligible effect on stall characteristics.
A stick shaker, activated by the angle-of-attack system, pro-
vides artificial stall warning in each cockpit a minimum of 5 Inverted stalls have been performed with power off and
knots before the stall is reached. The artificial stall warning power on in the cruise configuration. Stalls at both power
margin varies from 5 to 10 knots prior to the stall during configurations are characterized by lighter aileron forces,
power-off, unaccelerated conditions. This margin typically and a tendency for the nose to wander in yaw. There is no G
increases during power-on and accelerated/turning stalls in break, and there is little buffet or pitching motion as the stall
all configurations. is approached; however, the airspeed indicator will suddenly
decrease to zero during the latter stages of the maneuver. A
Natural stall warning, in the form of light aerodynamic buf- power-off inverted stall is characterized by a slow nose drop
fet, occurs approximately 3 knots before the stall during with the control stick on the forward stop. During an
power-off stalls in all configurations. At the same time, a inverted stall at 100% torque, the aircraft will maintain a
slight nose-down pitching motion may also occur. During pitch attitude of approximately 30° nose above the horizon
accelerated/turning entries into a stall, moderate buffet with full forward stick.
occurs well prior to the actual stall.
6-5
AIR FORCE 1T-6B-1
INDICATED STALL SPEEDS - IDLE POWER

LANDING GEAR HAS NO EFFECT NOTE ENGINE : PT6A-68
SPEEDBRAKE HAS NO EFFECT ALTITUDE LOSS EXPERIENCED DATE : MAR 2OO8
WHILE CONDUCTING STALLS IN DATA BASIS : FLIGHT TEST
ACCORDANCE WITH 14 CFR 23,
§ 23.201(C) WAS 825 FEET.
MAX TAKEOFF WT ~ 6900 LBS
6900
6800
6700
6600
6500
G
S LD
6400
PS T
FLAP
P
PS U
FLA
WEIGHT ~ POUNDS
6300
FLA
6200
6100
6000
5900
5800
5700
5600
5500
BASELINE
0
10
ANGLE OF BANK ~ DEGREES
20
30
40
50
PHAAAS010A
60
60 70 80 90 100 110 120 130

STALL SPEED ~ KNOTS INDICATED
Figure 6-3. Indicated Stall Speeds - Idle Power

6-6
NOTE however, these stalls will most likely result in an unusual

attitude requiring more altitude for recovery.
Intentional inverted stalls are prohibited.
DEPARTURES FROM
ACCELERATED STALLS
CONTROLLED FLIGHT
An accelerated stall induced by a turning entry and
increased G is preceded by pronounced airframe buffet DEPARTURES/OUT-OF-CONTROL FLIGHT (OCF)
before the stall is reached. Buffet onset occurs well prior to
the actual stall at higher G conditions. However, below 2 A situation in which the aircraft does not respond immedi-
G’s there may be little natural buffet prior to the actual stall. ately and in a normal sense to application of flight controls
During a turning entry, the stall is characterized by a moder- is considered out-of-control flight (OCF) or a departure.
ately abrupt lateral roll-off (either into or away from the OCF is the seemingly random motion of the aircraft about
direction of turn). The actual stall speed may vary by sev- one or more axes, usually resulting from a stalled condition
eral knots depending on the entry from a left or right turn. in which the inertial forces on the aircraft exceed the author-
An accelerated stall induced by a rapid decrease in airspeed ity of the aerodynamic controls (ailerons, elevator, and rud-
or a pitch up exhibits similar lateral roll-off characteristics. der). For this reason, initial aircraft motions may not be
Sustained heavy buffet in accelerated stalls at greater than 3 halted by any application of flight controls and motions may
G’s can produce damaging loads in the fuselage and empen- be opposite the direction of the applied control. Certain con-
nage. Accelerated stalls initiated at greater than 3 G’s do not trol applications may intensify the OCF motions. OCF typi-
sustain heavy buffet beyond the period required to recog- cally results from a stall in accelerated or out-of-balance
nize the accelerated stall. (uncoordinated) flight conditions or a stall where improper
or overly aggressive control inputs are applied. In general,
OCF can be divided into three categories: poststall gyra-
tions, incipient spins, and steady-state spins.
For accelerated stalls initiated at greater than
3 G’s, do not sustain heavy buffet beyond the Poststall Gyrations
period required to recognize the accelerated Poststall gyrations are the motions of the aircraft about one
stall. or more axes immediately following a stall and prior to the
incipient spin. A poststall gyration can usually be identified
STALL RECOVERY by uncommanded (and often rapid) aircraft motions about
Stall recovery is accomplished as follows: any axis, a feeling that the controls are no longer effective
nor acting in the normal sense, stalled or near-stalled angle
1. Reduce angle of attack. This may require a reduction of attack, transient or erratic airspeed indications, and ran-
in back stick pressure, or moving stick progressively dom turn needle deflections.
towards neutral, or moving stick forward of the trim
position. A poststall gyration can occur at high airspeed (following
2. Advance PCL as required to maintain flying airspeed. an accelerated stall) or at low airspeed (following a normal
Anticipate engine power effects, applying aileron and stall). At high airspeed, the poststall gyration will quickly
rudder as necessary to maintain or achieve wings dissipate kinetic energy and may place high stresses on the
level. aircraft structure. At low airspeed, the inertial forces on the
aircraft exceed the authority of the aerodynamic controls,
3. Use aileron and rudder control as necessary to main- rendering the controls mostly ineffective until flying speed
tain wings-level, coordinated flight throughout the is regained. The poststall gyration can be aggravated or
recovery. extended through continued application of pro-stall controls
4. As flying speed is regained, smoothly increase back or by misapplication of stall recovery controls. Poststall
pressure on the control stick to stop the altitude loss gyrations may be violent and disorienting.
and return to level flight, taking care to avoid entering
a secondary, accelerated stall during recovery. The intuitive response of rapidly applying controls in all
axes in an attempt to arrest the motions is generally ineffec-
Altitude lost during recovery from a wings-level stall is usu- tive and may actually increase the motions, as the flight
ally less than 100 feet, assuming a prompt application of controls may no longer act in the normal sense. Neutralizing
recovery power. Power-on, accelerated and inverted stall controls and reducing the power to IDLE is the best
recoveries will lose even less altitude to regain flying speed; response until motions stop and the controls become effec-
tive in the normal sense again.
Change 2 6-7
Incipient Spins NOTE
The spin-like motion that occurs between a poststall gyra- Cycling of control positions or applying anti-
tion and a fully developed spin is called an incipient spin. spin controls prematurely can aggravate air-
Any stall can progress to an incipient spin if steps are not craft motion and significantly delay recov-
taken to recover the aircraft at either the stall or poststall ery.
gyration, or if pro-spin controls are maintained. In an incipi-
ent spin, the motions appear to be “spin-like” and there is a Recovery from a confirmed steady-state spin by maintain-
sustained unsteady yaw rotation, but the aerodynamic and ing neutral controls is possible, but time to recover and alti-
inertial forces are not yet in balance. As a result, an incipi- tude loss will be greater than with use of proper anti-spin
ent spin is characterized by oscillations in pitch, roll, and control. Consequently, after neutralizing the flight controls
yaw attitudes and rates. The nose attitude will fluctuate and verifying that power is at IDLE, if cockpit indications
from the horizon to vertical (nose down), the yaw rate will confirm that a steady-state spin has developed, the appropri-
increase toward the steady-state spin value, and the wings ate anti-spin control inputs should be made to ensure
will rock about the steady-state spin value. An incipient spin prompt recovery from the spin.
can be identified by an oscillatory spin-like motion, a fully
Refer to Inadvertent Departure from Controlled Flight pro-
deflected turn needle, a stalled angle of attack, and airspeed
cedure, Section III.
that is accelerating or decelerating toward the steady-state
value. Visual indications may be misleading and can lead to
the false impression of a steady-state spin. The incipient
spin phase of the aircraft lasts approximately 2 turns. This
may be prolonged during intentional spin entries by failure A spiral is often mistaken for a spin. Anti-
to apply proper pro-spin controls, potentially leading to a spin controls may not be effective in arrest-
spiral. ing a spiral and may actually aggravate the
situation.
Steady-State Spins
Steady-state spins are still considered OCF because a con-

trol input in any given axis does not have an immediate
If not in a steady-state spin, as indicated by
effect in that axis in the normal sense of the control. For
increasing airspeed, AOA not at a stalled
example, a right aileron input in a left spin will not arrest the
condition (erect or inverted), and oscillatory
roll rotation. Altitude loss during a typical steady-state spin
motions not typical of the spin, check and
is approximately 4500 feet for a 6-turn spin.
maintain IDLE power and neutral controls
until regaining aircraft control.
NOTE
The aircraft has shown an overall resistance SPIRALS
to unintentional spins. However, the aircraft
may enter a departure or OCF during various A spiral is a rolling and/or yawing motion of the aircraft that
control misapplications, particularly at low is often mistaken for a spin, but is not steady-state in that
airspeed and high power. airspeed is increasing through 160 KIAS and motions are
oscillatory. A spiral can result from misapplication of pro-
DEPARTURE RECOVERY spin controls (insufficient rudder or aft stick). It is important
to identify a spiral quickly, because the airspeed can
Recovery from inadvertent loss of aircraft control, including increase rapidly in a nose-down attitude. Maintaining large
poststall gyrations and incipient spins, can be accomplished control deflections as speed increases can result in rapid
by promptly reducing power to IDLE, and positively neu- motions and structural overstresses. Anti-spin controls may
tralizing flight controls in all axes. Patience and the mainte- not be effective in arresting the spiral and may actually
nance of neutral controls (including visual verification of aggravate the situation. The best response to a spiral is to
control positions) is vital since the dynamics of any aircraft reduce the power to IDLE and neutralize the controls until
departure may prevent an immediate response of the aircraft motion stops.
to control inputs.
SPINS
A spin requires stalled angle of attack simultaneously with
sustained yaw rate. If either of these two conditions is
6-8 Change 2
absent, the aircraft will not enter a spin. For erect stalls, Ailerons have a pronounced effect on spin characteristics.
angle-of-attack information is available by direct reference With ailerons held in the direction of spin rotation, roll and
to the angle-of-attack indicator and indirectly through the yaw become noticeably oscillatory. With ailerons held full
stick shaker. Maintaining the AOA below that required to opposite to direction of spin rotation, roll and yaw oscilla-
activate the stick shaker is an effective means of avoiding a tions are damped out and the spin appears to reach steady-
stall. For both erect and inverted stalls, maintaining the air- state in all axes. Applying full left aileron simultaneously
craft in balanced flight (slip ball centered) will prevent with right rudder tends to slow the initial entry into a right
buildup in yaw rates required to enter a spin. spin.
SPIN CHARACTERISTICS Progressive Spins
Only intentional erect spins with landing gear, flaps, and A progressive spin is a result of misapplication of recovery
speed brake up and power at IDLE are permitted. A spin may controls. Reversing the rudder direction during a steady state
be entered by maintaining full aft stick and applying full rud- spin while maintaining full aft stick will result in a spin in the
der in the desired spin direction at 80 KIAS. opposite direction. Progressive spins are characterized by a
noticeable nose-down pitch attitude increase after rudder is
reversed. The aircraft will continue to rotate in the original
spin direction for approximately one and one-half to two
Spin entry attitudes greater than 50 degrees additional turns, depending on initial spin direction and cen-
nose high may result in low oil pressure and ter of gravity location. The airspeed will increase up to 175
engine damage. KIAS during the reversal. Continuing to hold full aft stick
and opposite rudder will result in a steady-state spin in the
Spins below 10,000 feet MSL are prohibited due to high opposite direction from the original spin maneuver. If a pro-
stresses on the propeller which occur during the spin maneu- gressive spin is inadvertently encountered, the published
ver with the propeller RPM below 80%. To prevent high departure/OCF procedure provides the best means of recov-
stresses from occurring, the power management unit (PMU) ery.
artificially maintains propeller RPM at 80% with the PCL at
IDLE when the aircraft is above 10,000 feet pressure alti- Aggravated Spins
tude.
Entry into an aggravated spin is a result of misapplication of
NOTE recovery controls. An aggravated spin is caused by maintain-
ing pro-spin rudder while moving the control stick forward
During a spin, oil pressure may decrease of the neutral position. As the control stick is moved forward
below 40 psi with idle power. This is accept- of neutral, an immediate increase in nose-down pitch occurs
able provided no operating limits are and the roll rate increases significantly. While still slightly
exceeded and normal indications return after oscillatory, the pitch attitude will decrease to approximately
recovery. 70° nose down and the roll rate will increase to as much as
280° per second. Disorientation may be induced by the
Erect Spins aggravated maneuver. If an aggravated spin is inadvertently
Entry into idle power, erect spins is characterized by roll and encountered, the published departure/OCF procedure pro-
yaw in the direction rudder is applied, resulting in a barrel vides the best means of recovery.
roll maneuver to a near level attitude after completing the
first turn. After completing the initial turn, the nose will pitch
to approximately 60° below the horizon, with pitch attitude
becoming oscillatory. After completing approximately 3 • Do not perform aggravated spins past two
turns with aggravated flight control inputs.
turns, the spin will have entered a near steady-state condi-
tion. Spin rotation rates will stabilize to approximately 2 to 3
seconds per turn with altitude loss of 400 to 500 feet per turn. • Sustained aggravated spins (in excess of 2
turns) have the potential to exceed engine
The angle of attack will be 18+ and airspeed will stabilize at
operating limits. If an extended aggravated
120 to 135 KIAS. The turn needle will be fully deflected in
spin is encountered, the pilot should recover
the direction of the spin. In performing spins to the left, the
the aircraft and check if any engine operating
pilot may notice some differences in pitch attitude and mag-
limits were exceeded.
nitude of pitch, roll, and yaw oscillations. Spins in either
direction may exhibit roll and yaw oscillations after 3 turns Due to oil pressure restrictions, aggravated spins were con-
with neutral ailerons. ducted only to 4 turns. Spins with greater than 4 turns while
Change 3 6-9
holding aggravated flight control inputs may cause oil star- stall will generally prevent the aircraft from entering a right
vation problems, resulting in damage to the engine. Termi- power-on spin, resulting in a spiral for as long as full power
nation of an aggravated spin after the second turn permits is maintained.
adequate time to recover the aircraft and avoid oil pressure
drops greater than the engine operating limitations listed in One turn incipient spins have been performed in power-off
Figure 5-2. and power-on configurations with the speed brake extended.
The speed brake position had no noticeable effect on spin or
Inverted Departures/Spins spin recovery characteristics during these spins.
NOTE SPIN RECOVERY
Intentional inverted departures and spins are

prohibited.
Inverted spins have been entered by releasing the controls During spin recovery, pitch control inputs
with the aircraft in a 60° to 90° pitch attitude at maximum well forward of neutral may result in a loss of
power (MAX) and an indicated airspeed of 50 knots. At con- oil pressure and engine damage.
trol release, the aircraft can be expected to torque roll to the
left to a near inverted, nose-level attitude. After slight hesi- Erect Spin Recovery
tation, yaw rate will increase as the aircraft enters a right Erect spin recovery is prompt after recovery controls are
spin, reaching 120° per second after 2 turns are completed. applied. In all cases, as the control stick is moved forward
Spins entered using this technique are flatter than erect spins, and rudder is applied opposite to the direction of turn needle
with slight pitch oscillations about a mean of 30° nose low. deflection, the pitch attitude will steepen and spin rate will
Airspeed will read 40 knots and angle of attack will be initially increase. Approximately 50 pounds of push force
pegged at zero during the spin. Normal acceleration during will be required to move the control stick well forward of the
this spin is typically -1.5 G. These spins have been per- neutral position. Spin rotation will abruptly cease with the
formed with the aircraft loaded at or near the aft center of aircraft in a steep nose-down attitude within one and one-
gravity limit. Inverted incipient spins have also been half turns after applying controls. Controls should be neu-
achieved from an inverted stall at maximum power. tralized and a smooth pullout initiated to stop the loss of alti-
In the inverted spins tested, high engine torque is the primary tude and prevent airspeed from building excessively. Expect
impetus which drives the aircraft into, and sustains, the to lose approximately 500 feet for every turn of a spin with
inverted spin. By reducing the power to IDLE during the first an additional 1500-2000 feet for a normal dive recovery. An
2 spin turns, the pilot can expect the spin to terminate with- erect spin recovery procedure is as follows:
out using recovery controls. 1. Gear, flaps, and speed brake - Retracted
Attempts to enter the inverted spin from and inverted stall 2. PCL - IDLE
with power at IDLE and ailerons neutral typically deterio- 3. Rudder - Full opposite to turn needle deflection
rates into an inverted spiral in the direction of applied rudder, 4. Control stick - Forward of neutral with ailerons neutral
with airspeed rapidly increasing in a steep nose low attitude.
5. Smoothly recover to level flight after spin rotation
Configuration Effects stops
The aircraft should recover from an erect spin with controls

NOTE (rudder, ailerons, and elevator) free and with PCL at IDLE.
Intentional spins in other than cruise configu- However, the number of additional turns required for spin
ration at idle power are prohibited. rotation to cease after releasing controls may increase signif-
icantly. Depending on the center of gravity and how deeply
The effect of power on the erect spin appears to flatten the the aircraft is in the spin, several more turns may be required
pitch attitude. At maximum power, the nose rises well above for spin recovery following release of the controls. Typi-
the horizon at the completion of the first spin turn. Reducing cally, upon release of controls, the rudder pedals will center
power to IDLE causes a noticeable nose-down pitch with the and the control stick will move to either the left or right of
spin stabilizing as previously described for erect, idle power center in the direction of the spin and then slowly begin to
spins. Due to engine torque effects, right power-on spins work forward as up-elevator angle decreases. The controls-
take longer to develop, regardless of aircraft configuration, free spin recovery procedure is not the recommended
than spins performed to the left. Applying left aileron at the method of recovery.
6-10
AIR FORCE 1T-6B-1
departure is inadvertently encountered, the
pilot should suspect possible engine damage
and may experience unusual engine opera-
If the control stick remains at or near full aft tion accompanied by low oil pressure or
travel for more than 4 turns (approximately CHIP annunciator illumination. In all cases
2,000 feet of altitude loss) after releasing the of inverted or power-on departures, the
controls, the aircraft may not recover from engine shall be inspected by qualified main-
the spin. Upon verifying steady-state spin tenance personnel after flight.
indication, initiate anti-spin recovery inputs.
Controls neutral spin recoveries have been demonstrated DIVE CHARACTERISTICS

and, generally, spin rotation will cease within 2 additional
turns after neutralizing controls in each axis. ALTITUDE LOSS IN DIVE RECOVERY
Altitude loss during dive recovery is determined by four

Inverted Spin Recovery independent factors: angle of dive, altitude at start of pull-
When using the inverted spin recovery, the aircraft recovers out, airspeed at start of pullout, and acceleration maintained
within a half turn after the controls are applied. Recovery during pullout. These factors must be considered collec-
will not consistently occur if recovery controls are applied tively in estimating altitude for recovery from any dive, as
with power. Initial recovery attitude will be in a near vertical presented in Figure 6-4 and Figure 6-5. The dive recovery
dive. The recommended inverted spin recovery procedure is charts assume erect flight, and include a 3-second reaction
as follows: time.
1. Gear, flaps, and speed brake - Retracted Dive Recovery Charts
2. PCL - IDLE
To determine altitude loss during a dive recovery, use the
3. Rudder - Full opposite to turn needle deflection
charts as follows:
4. Control stick - Aft of neutral with ailerons neutral (up
to full aft stick may be used) First determine if a 4-G (Figure 6-4) or 6-G (Figure 6-5)
pull-out will be used. Enter the appropriate chart (Figure 6-4
5. Smoothly recover to level flight after rotation stops
for this example) at the initial recovery altitude (altitude that
dive recovery is initiated), in this example 20,000 feet. Now
reflect right to the initial airspeed (200 KIAS), trace down
to the initial dive angle (50°), and reflect back to the left to
Power-on and inverted departures or spins determine altitude lost during the recovery (1600 feet).
will result in high loads on the engine and
torqueshaft. These loads are caused prima- The dashed lines on Figure 6-4 and Figure 6-5 represent the
rily by the combination of aerodynamic and dive angle limit (maximum combination of altitude and air-
gyroscopic moments experienced during speed that allow recovery from the specified dive angle
these maneuvers. If an inverted or power-on without exceeding VMO/MMO during the recovery).
6-11
AIR FORCE 1T-6B-1
ALTITUDE LOSS DURING DIVE RECOVERY

AIRPLANE : T-6B
4G PULL-OUT ENGINE : PT6A-68
DATE : MAR 2OO8
DATA BASIS : FLIGHT TEST
NOTE: THE DASHED DIVE ANGLE LIMIT LINES INDICATE COMBINATIONS OF

INITIAL ALTITUDES AND INITIAL AIRSPEEDS SUCH THAT VMO/MMO ARE
NOT EXCEEDED DURING THE DIVE RECOVERY.
35,000
0 0
16 20
0
30,000 24
S
IA
K
~
D
E
E
P
S
25,000 IR
INITIAL RECOVERY ALTITUDE ~ FEET
A
L
IA 0
IT 28
IN
20,000
15,000
10,000
IT
IM
L
E
L
G
5,000 A
N
E
IV
D
0
º
º
º
90
30
0
70
5,000
º
90
4,500 LE
G
AN
VE
DI
4,000 I AL
IT
ALTITUDE LOSS DURING RECOVERY ~ FEET
IN
º
70
3,500
3,000
2,500
50º
2,000
1,500
30º
1,000
PHAAMS006A
500
Figure 6-4. Altitude Loss - 4G Pullout
6-12
AIR FORCE 1T-6B-1
ALTITUDE LOSS DURING DIVE RECOVERY

AIRPLANE : T-6B
6G PULL-OUT ENGINE : PT6A-68
DATE : MAR 2OO8
NOTE: THE DASHED DIVE ANGLE LIMIT LINES INDICATE COMBINATIONS OF

INITIAL ALTITUDES AND INITIAL AIRSPEEDS SUCH THAT VMO/MMO ARE
NOT EXCEEDED DURING THE DIVE RECOVERY.
35,000
0 0
16 20
S
A
30,000 KI 24
0
~
D
EE
SP
IR
A
L
IA
IT
IN
25,000
INITIAL RECOVERY ALTITUDE ~ FEET
0
28
20,000
15,000
10,000
IT
IM
L
E
5,000 L
G
N
A
E
IV
D
0
º
º
º
90
30
0
70
4,500
º
90
E
4,000 GL
AN
VE
DI
L
IA
IT
ALTITUDE LOSS DURING RECOVERY ~ FEET
IN
3,500
70º
3,000
2,500
50º
2,000
1,500
30º
1,000
PHAAMS007A
500
Figure 6-5. Altitude Loss - 6G Pullout
6-13/(6-14 blank)
SECTION VII
ADVERSE WEATHER
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Turbulence and Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Windshear or Microburst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Lightning Strikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Snow, Ice, Rain, and Slush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Ice Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Aircraft Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Inadvertent Icing Encounter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Hydroplaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Warm-up and Ground Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Before Leaving the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Desert and Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Before Entering the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Canopy Transparencies Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Before Leaving the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8
Change 2 7-1
INTRODUCTION not change trim after the proper attitude has been
established. Extreme gusts may cause large attitude
The purpose of this section is to inform the pilot(s) of the changes. Use smooth and moderate aileron and eleva-
special precautions and procedures to be followed during tor control to reestablish the desired attitude. To avoid
various adverse weather conditions. This section is prima- overstressing the aircraft, do not make large or abrupt
rily narrative, and these procedures for adverse weather attitude changes.
operations should be considered as additions or exceptions 4. Power – Establish and maintain the throttle setting
to the normal operating procedures covered in Section II. consistent with the desired penetration airspeed and
Procedures for normal instrument flight are also covered in altitude.
Section II.
5. Altitude – Severe vertical gusts may cause apprecia-
ble altitude deviations. Allow altitude to vary. Sacri-
TURBULENCE AND fice altitude to maintain desired attitude. Do not chase
THUNDERSTORMS the altimeter.
WINDSHEAR OR MICROBURST
Windshear is a dramatic change of wind speed and or direc-

Flights through thunderstorms or other areas tion over a short distance along the flight path. Severe wind-
of extreme turbulence should be avoided due shear is that which produces airspeed changes greater than
to the possibility of engine flameout, struc- 15 knots or vertical speed changes greater than 500 feet per
tural failure, or damage due to hail, light- minute.
ning, and violent up/down drafts. Maximum
use of weather forecast facilities and ground Microbursts are a particularly dangerous type of windshear
radar to avoid thunderstorms or other areas which are typically of short duration (2 to 5 minutes) and
of extreme turbulence is essential. Avoid fly- highly localized (typically 2 miles in diameter). Microburst
ing in instrument meteorological conditions downdrafts have been measured in excess of 6000 feet per
in areas where thunderstorms are known to minute.
be present. Pilots should search for clues to the presence of windshear
Should flight through an area of thunderstorm activity along the intended flight path. Stay clear of areas of heavy
become unavoidable, the following procedures should be precipitation, known thunderstorm cells, or areas of known
used: windshear activity. If severe windshear is indicated, delay
takeoff or abort the approach. Conditions which may indi-
1. Preparation – Ensure probes anti-ice switch is ON, cate windshear include thunderstorm activity and associated
tighten lap strap, lock shoulder harness reel, and stow gust fronts, recent passage of a front, large temperature
loose items. inversions, Virga (rain which evaporates before reaching the
ground), pilot reports (pireps), and low level windshear
NOTE alerting system (LLWAS) warnings.
Make every effort to avoid looking up from
the instrument panel at lightning flashes. The Windshear Takeoff Precautions
blinding effect of lightning can be reduced
Use the longest suitable runway that avoids suspected areas
by setting instrument lighting to maximum
of windshear. The choice of runway should include cross-
prior to penetration.
wind consideration, obstacle clearance and runway surface
2. Airspeed – A penetration airspeed of 180 KIAS is rec- conditions. Use takeoff flaps, but delay rotation to VROT
ommended. Do not exceed Turbulent Air Penetration plus up to 10 knots. Rotate to normal climb attitude at the
Speed (Vg) of 207 KIAS. Trim the aircraft for level increased VROT and maintain attitude.
flight at this speed. Severe turbulence may cause large
and rapid variations in indicated airspeed. Do not If windshear is encountered near VROT, abort if possible.
chase the airspeed. Once airborne, do not attempt to accelerate to higher than
3. Attitude – The key to proper flight technique through normal climb airspeed, as the lower pitch attitude at low
turbulence is attitude. Both pitch and bank should be altitude might produce a hazard if windshear were then
controlled by reference to the attitude indicator. Do encountered.
7-2 Change 2
Windshear Approach Precautions through the use of heated pitot masts and a heated angle-of-
attack sensor. The fuel system is protected with external
Set takeoff flaps and fly approach up to 10 knots faster than fairings to prevent accumulation of ice on fuel tank vent
normal. Stabilize approach prior to descending to 1000 feet ports. External static ports are located on the aft fuselage to
AGL. Avoid large power or trim changes in response to sud- eliminate exposure to icing.
den airspeed increases as these might be closely followed by
airspeed decreases. Many windshear induced accidents The engine intake duct in the forward lower cowling incor-
occur when a pilot corrects for an apparent increase in speed porates a fixed geometry particle separator requiring no
and is then caught “behind the power curve” with a sudden mechanical actuation or pilot action.
loss of wind or change in wind direction. The pilot should
be prepared to execute a go-around/waveoff.
Windshear Recovery
● Sustained operation in icing conditions is
If windshear is encountered during an approach for landing, prohibited. The aircraft has been approved
execute a go around/waveoff. only for transit through a 5000-foot band of
light rime ice.
LANDING WITH WIND GRADIENT OR WINDSHEAR
● Aerobatics after an icing encounter are pro-
Wind velocity is generally higher a short distance above the hibited until ice accumulations on the air-
runway than at the runway. Entering this wind gradient dur- craft are melted or sublimated. Maneuvers
ing the landing approach may result in an airspeed change with ice accumulation are restricted to 30
requiring correction. degrees bank angle and 0 to 2 G’s normal
acceleration, up to stall warning system acti-
When landing with a headwind, more power will be vation.
required to maintain the desired glideslope. Also, a decreas-
ing headwind will require the addition of power to maintain ● For the landing configuration and during the
airspeed and glideslope to prevent landing short. With a tail- landing phase, with ice accumulation,
wind during approach and landing, glideslope may be main- approach speed must be increased by 10
tained with less power than normal, and airspeed may KIAS. To ensure safe landing, make sure that
increase requiring even less power to prevent landing long. sufficient forward cockpit visibility exists
from either the front or rear cockpit.
LIGHTNING STRIKES ● Canopy defog may not clear the windshield.
Lightning can cause significant structural or systems dam- If freezing conditions are occurring at the
recovery runway, ensure that conditions will
age to an aircraft which encounters a strike. Because the
allow sufficient forward cockpit visibility
metal structure of the aircraft is an excellent conductor of
from either the front or rear cockpit to ensure
electricity, avoid flying into or near areas where severe
safe landing.
weather is expected. Cloud to cloud lightning has been
observed traveling distances of up to 50 miles. Lightning ● Detection of icing from the rear cockpit is
has been observed which discharges upwards from the tops not probable due to the inability to see the
of weather cells. windshield.
NOTE
The potential for lightning strikes increases
AIRCRAFT DEICING
near the freezing level.
When available, use hangars and covers for protection
SNOW, ICE, RAIN, AND SLUSH against the accumulations of frost, ice, and snow.
Deicing can be accomplished by one, or a combination, of

ICE PROTECTION
the following: Brushing, blowing, wiping and/or spraying
The aircraft has been approved only for transit through light heated fluid onto the aircraft. Do not attempt to chip or
rime icing conditions. Prolonged flight in known icing con- break ice from the aircraft. Heavy accumulations that can-
ditions is prohibited and must be avoided. The aircraft not be removed by wiping with a gloved hand or clean soft
includes protection for critical systems and cockpit displays brush must be removed by placing the aircraft in a warm
Change 1 7-3
hangar followed by the application of a deicing fluid outside Remove ice/frost from the canopy by applying hot air on the
the hangar as required. transparent material. Maximum temperature on transpar-
ency must not exceed 150 °F.
The use of spraying heated fluid should be the last option
considered. The process uses propylene glycol (AMS 1424,
Type I) diluted by water. Make all attempts to minimize its
use. Make sure all covers (pitot tubes, static ports, AOA,
Canopies and windshields can be damaged
TAT, engine intake, ram vents, exhaust, etc.) are installed
by direct applications of deicing fluid. Great
prior to spraying.
effort should be made to keep deicing fluid
Make an annotation in the aircraft maintenance forms after from contacting the canopy and windshield.
exposure to aircraft deicing agent and/or runway deicing Failure to comply may cause damage to air-
materials. The aircraft must be washed within 14 days after craft. Removal of ice/frost from the canopy
exposure to aircraft deicing agent (AMS 1424, Type I). If is by thermal method only.
aircraft is exposed to runway anti-icing and/or deicing mate-
Anti-icing and deicing materials are used to prevent the
rials (AMS 1435), it shall be thoroughly rinsed with clean
accumulation of frozen deposits on runway surfaces. Test-
water within 48 hours.
ing by the materials and manufacturing directorate has
If aircraft is hangared to remove ice, any melted ice may re- shown a potential for corrosion damage to the T-6B aircraft.
freeze if the aircraft is moved into freezing temperatures. To
prevent re-freeze, allow adequate time for water to drain and
dry from aircraft or dry aircraft with a clean, non-abrasive,
short fiber, soft cloth before moving aircraft. If the aircraft is exposed to runway anti-icing
and/or deicing materials, it shall be thor-
After completing the deicing process, all external surfaces oughly rinsed with clear water within 48
should be examined for residual ice, snow, or frost through hours.
visual and tactile means. Particular attention should be paid
to ports, vents, and control surfaces. Static ports and vents TAXI
should be inspected for any signs of obstruction. Control
surfaces should be checked that they have full and free Avoid taxiing in deep snow. Increase space between aircraft
movement. Landing gear mechanisms, doors, wheel wells, while taxiing to provide safe stopping distance and to avoid
uplocks, and microswitches should be checked for ice backwash snow or ice. Reduce taxi speed to avoid skidding.
deposits that may impair proper function.
TAKEOFF
Deicing fluid must be removed from aircraft surfaces by
rinsing with water when temperatures above freezing are Make final instrument checks during the first part of the
experienced. takeoff. The brakes will not hold the aircraft on snow-cov-
ered or icy runways with the PCL at MAX.
AFTER TAKEOFF
● Special care shall be exercised to prevent
After takeoff from a runway covered by snow or slush, oper-
excess use of deicing fluids around the ram
ate the brakes several times to expel wet snow or slush, and
air intake duct for the heat exchanger and
operate the landing gear and wing flaps through several
around the intake of the engine. This is
cycles to prevent freezing in the retracted position.
essential to minimize the possibility of toxic
fumes entering the cabin prior to takeoff.
INADVERTENT ICING ENCOUNTER
● Do not rub deicing fluid coated surfaces.
The potential for an icing encounter exists anytime the air-
Plastic surfaces (paint and canopy) soften on
craft is operated in visible moisture at outside air tempera-
exposure to deicing fluid at temperatures
tures of 5 °C or below. If icing conditions are encountered,
above freezing. The degree of softening
experience has shown that ice will form first on the wind-
depends on and is proportional to both deic-
shield, followed by buildups on the wing leading edges. If
ing fluid concentration and time of exposure.
indications of icing are present, take action to exit the icing
conditions by climbing, descending, or changing direction
as required. Verify probes anti-ice switch is ON, set temper-
7-4 Change 1
ature controller to MANUAL, defog to ON and evaporator well before total hydroplaning. The two primary factors in
blower to HI. Adjust temperature controller as necessary to hydroplaning are ground speed and tire pressure.
avoid a DUCT TEMP caution. Once the aircraft is clear of
icing conditions, any buildup of ice should melt or subli- Hydroplaning Effects
mate within several minutes.
Hydroplaning results in a marked decrease of the coefficient
LANDING of friction between the tire and the runway. The reduction of
coefficient of friction reduces or eliminates wheel braking
Landing should be accomplished in accordance with Sec- effectivity, and also lessens nose wheel steering effective-
tion II. Landing on a wet or icy runway should be done with ness, and consequently crosswind control. Steering and cor-
caution. When landing after an inadvertent encounter with nering of aircraft tires is dependent on tire contact with the
ice, any ice accumulation on the aircraft will result in higher runway. If the tire is completely lifted off the runway sur-
stall speeds due to changes in aerodynamics and increased face, the ability to brake and steer the aircraft will be lost.
weight of the aircraft. As a result of an icing encounter or
when landing on a wet runway, it may be desirable to land Stopping distances increase dramatically when braking trac-
without deploying the flaps. See performance data in tion is lost. Applying brake pressure to tires which have
Appendix A for landing distance information. already slowed or nearly stopped due to hydroplaning will
not improve the coefficient of friction. Tests indicate that at
high ground speeds on a wet runway, braking effectiveness
is approximately one third that for a dry runway. In slush,
braking effectiveness drops to around one fifth that for a dry
Perform a controllability check prior to land- runway.
ing when ice accumulation is suspected.
Hydroplaning Factors
Several factors may influence the initiation, extent, and

Due to aircraft operations and hot exhaust duration of hydroplaning. These factors include tire tread
blast, the approach end of a snow covered depth and design, depth of water or slush on the runway,
runway may be slippery due to snow turning roughness and crown of the runway surface, tire inflation
into ice from melting and refreezing. pressure, and aircraft ground speed. Indications are that par-
tial hydroplaning will occur at lower ground speeds on
HYDROPLANING smooth or non-ribbed tires. Grooves in the ribbed tire
design allow water or slush to escape from the tire footprint
Hydroplaning occurs whenever a rolling or skidding tire area for better contact. If the depth of water or slush exceeds
does not displace water or slush fast enough to permit the the depth of the tire grooves, the effect is similar to a
complete tire footprint area to contact the runway surface. smooth tire.
The possibility of partial or total tire hydroplaning during
takeoff and landing exists whenever a runway has standing The possibility of hydroplaning on a crowned runway is
water or slush. See performance data in Appendix A - Part 8 lower than that on an uncrowned runway. The crown design
for low runway condition reading (RCR). Depending on allows water to drain more effectively and will usually pre-
runway and tire conditions, hydroplaning can occur in less vent a deep accumulation except during heavy downpours.
than 0.1 inch of slush or water. Selecting flaps UP immedi- Slush will not drain off as rapidly as water, and hydroplan-
ately after touchdown will increase weight on wheels and ing should be expected even on a crowned runway when the
may improve braking. runway is covered with slush.
As aircraft ground speed increases, a wedge of fluid gradu- The minimum total hydroplaning speed is dependent on tire
ally extends into the tire footprint area, decreasing the con- inflation pressure. The higher the tire inflation pressure, the
tact area between the tire and the runway. As ground speed lower the likelihood of hydroplaning. It has been deter-
continues to increase, the tire footprint area in contact with mined that the minimum total hydroplaning speed in miles
the runway becomes smaller and smaller. As ground speed per hour for smooth tires or ribbed tires operating in fluid
decreases, the hydrodynamic pressure between the tire and deeper than the tread depth is approximately nine times the
the runway decreases, which may allow more contact square root of the tire inflation pressure. To calculate hydro-
between the tire footprint area and the runway. Hydroplan- planing speed in knots, divide hydroplaning speed in mph
ing is a gradual process, and partial hydroplaning occurs by 1.15.
Change 1 7-5
NOTE NOTE
Hydroplaning can occur above 85 knots for When the engine has been exposed to cold
the nose tire and above 115 knots for the temperatures on the ground, the OIL PX
main tires when inflated to nominal tire pres- warning message may illuminate after ini-
sures. tially extinguishing during the start
sequence. If the pressure is rising during the
COLD WEATHER OPERATION start sequence, continued operation is per-
missible. The oil pressure should be in an
Most cold weather operating difficulties will be encountered acceptable range within 2 minutes.
on the ground. The following discussion supplements that
found in Section II. Successful operations in cold weather WARM-UP AND GROUND CHECK
require close coordination of the pilot(s) and ground crew.
Turn on cockpit heat and windshield defogging as required
Ensure that all protective covers have been removed from after starting engine. Ensure that all backup instruments
the aircraft. Check engine intake lip and duct for ice have warmed up sufficiently to operate normally.
buildup. If external heat has been applied to the engine, start
the engine as soon as possible to remove moisture before NOTE
refreezing can occur.
When operating in low temperature condi-
Ensure that all dirt and ice have been removed from the tions, the OBOGS system may yield indica-
landing gear shock struts, pistons, and microswitches. tions it is inoperative. Allowing the aircraft
time to warm up following engine start may
Before starting the engine, ensure that wheel chocks are resolve the malfunction and the OBOGS
placed securely to minimize slipping or sliding during may resume normal operation. Aircrews
engine start and warmup. Remove any accumulations of ice must confirm 3 minutes of continued
or frost from pitot masts, static ports, AOA probe, and TAT OBOGS use without an OBOGS failure
probe prior to engine start. The canopy must be sufficiently prior to takeoff to ensure BIT check is com-
cleared to allow for visual contact with the ground crew for pleted.
engine start. Use canopy defog to completely clear the can-
opy prior to takeoff. Operate all control surfaces several TAXI
times to verify that operation is free and correct and not
hampered by ice, frost, or cable tension.
Make sure all instruments have been suffi-

ciently warmed up to ensure normal opera-
To avoid damage to the canopy, never chip tion. Initial power-up of the digital
ice off of the canopy. instruments at OATs below -21 °C may
shorten instrument service life. Check for
STARTING ENGINE sluggish backup instruments during taxiing.
Preheating of the engine is not normally required; however, Use caution when taxiing in the vicinity of other aircraft.
when the aircraft is exposed to extremely cold temperatures Increase separation between other aircraft to ensure safe
(below -29 °C), preheating is recommended prior to engine stopping distance. Prop wash can impair visibility by blow-
start. Start the engine using the normal starting procedure ing clouds of dry snow over a large area. Nose wheel steer-
outlined in Section II. A higher amp draw, to the limit of -50 ing may not be completely effective when taxiing on ice or
amps, may be observed during engine starts in extremely hard packed snow. Use a combination of nose wheel steer-
cold temperatures. Using a ground power unit (GPU) for ing and differential braking to maintain directional control.
start will prevent a large battery discharge and is recom- Taxi at reduced speeds while operating on these surfaces.
mended for starts below -18 °C. Oil pressure may be high
after starting cold engines. This is not dangerous unless the
pressure remains high. Refer to Section V for engine operat-
ing limitations. Painted areas on runways, taxiways, and
ramps are significantly more slippery than
unpainted areas, particularly when wet.
7-6 Change 2
ENROUTE sand and dust will often be found in aircraft areas such as
hinge points, bearings, landing gear shock struts, fuel sys-
The aircraft has been approved only for transit through light tem, pitot static system, and air inlet ducts. Damage to
rime icing conditions. Prolonged flight in known icing con- affected parts caused by sand and dust is possible.
ditions is prohibited and must be avoided. If icing is inad-
vertently encountered during climb, cruise, or descent, BEFORE ENTERING THE AIRCRAFT
change altitude or routing as necessary to avoid further ice
accumulation. If aircraft control for landing is in question, Inspect the intake duct for sand or other foreign objects and
perform a controllability check prior to initiating an remove. Inspect tires for blisters, deterioration and proper
approach. In all cases, if ice accumulation is observed or sus- inflation. Check for hydraulic system leaks, as heat and
pected, increase approach and landing speeds by a minimum moisture may cause packing and valves to swell. Remove
of 10 KIAS to provide adequate margin above stall. Expect any accumulation of sand or dust from the landing gear
higher touchdown speeds to increase landing distance, espe- shock struts, cylinder pistons, microswitches, pitot masts,
cially if runway surface is wet or icy. static ports, AOA probe, oil cooler inlet duct, TAT probe,
and canopy prior to engine start. Perform normal engine
BEFORE LEAVING THE AIRCRAFT start.
Every effort should be made during servicing to prevent

moisture from entering the fuel system. Whenever possible,
leave the aircraft parked with full fuel tanks to reduce con- CANOPY TRANSPARENCIES CLEANING
densation. Check that protective covers and dust plugs are
installed. The plastic transparencies should be clean at all times. A
light coat of plastic polish will facilitate removal of foreign
objects. In addition, rubbing the transparencies clean with a
soft cloth will minimize scratching caused by other harsher
wiping materials.
Ice accumulation on the tail surface may
cause aircraft to settle aft on the ventral fin
resulting in aircraft damage. If conditions
•
permit, park aircraft inside a hangar. Other-
wise consider using nose wheel tie down pro- To avoid damage to the transparencies, never
cedures to secure the aircraft. clean dust or dirt on a dry transparency.
DESERT AND HOT WEATHER

• Remove all jewelry and watches before
cleaning the transparencies.
OPERATION Use the palm of the hand to feel and dislodge dirt and mud.
During hot weather operation, the primary difficulties A soft cloth, chamois, or sponge may be used only for the
encountered are high ITT during start, possible overheating purpose of carrying water to the surface of the transparen-
of brakes, high oil temperatures at IDLE, longer takeoff and cies. After washing, rinse the transparencies thoroughly and
landing rolls, and possible condensation of moisture dry with a clean, moist chamois. Do not rub the plastic trans-
throughout the aircraft. Added precautions should be taken parencies with a dry cloth, as this will cause an electrostatic
to protect the rubber and plastic parts of the aircraft from charge which attracts dust.
damage by excessive heat. Further concerns include possible
contamination of lubricants, hydraulic fluid, and fuel.
NOTE Never use gasoline, benzene, acetone, carbon

tetrachloride, fire extinguisher, anti-ice fluid,
Extended exposure to high temperatures lacquer thinner, or glass cleaner with a base
without installation of sun shields could of these materials. These materials will soften
result in exceeding avionics storage tempera- the plastic and cause crazing.
tures and could cause premature avionics fail-
ures.
Desert operation consists of operation in a very hot, dry,

dusty, and windy environment. Under desert conditions,
Change 3 7-7
TAXI APPROACH AND LANDING
Taxi with minimum power to reduce damage to the propeller Pilots should be aware that ground speeds and true airspeeds
and canopy, and minimize the blowing of dust and sand onto are higher for an indicated airspeed in the hotter, less dense
other aircraft. Keep adequate distance from any other aircraft air when compared to operations at cooler temperatures.
taxiing ahead, and use brakes as little as possible to prevent Touchdown ground speeds will be higher and landing rolls
overheating. Higher than normal oil temperatures may be will be longer. Refer to the appropriate charts in Appendix
encountered during taxi. A.
TAKEOFF BEFORE LEAVING THE AIRCRAFT
During takeoff, the aircraft will accelerate slower than nor- Ensure all protective covers and plugs are installed on pitot,
mal and ground run will be longer because the air is less AOA, and intake and exhaust ducts. In hot climates, the can-
dense in hot weather (density altitude). Ground speed will be opy can be closed to the ventilation position by using the
increased for the same IAS when compared to operations at canopy prop strut located on the forward left canopy rail. If
cooler temperatures. conditions include blowing sand or debris, close the canopy.
NOTE
During high temperature operations, radiant
Takeoff planning is of extreme importance heat from the engine may heat soak the IOAT
when operating from a marginal length run- sensor, raising IOAT beyond ambient tem-
way in high ambient temperatures and high peratures. To preclude start malfunctions,
density altitudes. Refer to the appropriate consider parking the aircraft into the wind
charts in Appendix A. and opening the left and right engine cowling
doors to facilitate improved engine and IOAT
NOTE sensor cooling during short ground stops.
For best cockpit cooling below 7500 feet
MSL, set RAM AIR switch to OFF. Set tem-
perature controller as required.
7-8 Change 3
SECTION VIII
NATOPS REQUIREMENTS (US NAVY ONLY)
The following chapters fulfill Navy specific requirements for the operation of this aircraft and are applicable only to T-6B air-
craft operated at Navy commands.
TABLE OF CONTENTS
Title Page
Indoctrination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Flight Crew Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
NATOPS Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
Visual Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
Functional Checkflight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-1
8-1/(8-2 blank)
CHAPTER 1
INDOCTRINATION
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Ground Training Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Engineering and Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
NATOPS Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
NATOPS Ground Evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
UTD/OFT Procedures Event (If Conducted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Flight Training Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Flight Crew Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-3
Pilot in Command Currency Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-3
Passenger Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-3
Personal Flying Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-4
1.1 INTRODUCTION UTD/OFTs (Unit Training Device/Operational Flight

Trainer) are used to train crewmembers in the execution of
The purpose of this chapter is to standardize minimal ground normal operating procedures and reaction to emergencies
and flight training for pilots during initial checkout and and malfunctions and should include flight procedures in so
familiarization in the T-6B, to establish first-pilot currency far as practicle.
requirements, and to list minimum personal flight equipment
required. 1.3 FLIGHT TRAINING SYLLABUS
The flight training syllabus consists of eight NATOPS train-
1.2 GROUND TRAINING SYLLABUS ing flights and a NATOPS flight evaluation for a total flight
time of approximately 16.2 hours. Where recent experience
1.2.1 INTRODUCTION in a similar model warrants, unit commanders can waive, by
T-6B currency requirements. Personal flying equipment unit instruction, all but 6 hours of dual instruction prior to
required. Description of aircraft. flight evaluation. If the pilot is currently qualified in a T-6
series aircraft, unit commanders may waive all but 4 hours of
1.2.2 ENGINEERING AND AIRCRAFT SYSTEMS dual instruction prior to flight evaluation.
Includes engine, propeller, oil, fuel, electrical, oxygen, and 1.3.1 NATOPS Flight One (NA-1), Pilot Under
hydraulic systems, flight controls, instruments, electronic Instruction (PUI) In Front Cockpit, 1.8 Hours
communications/navigation equipment, aircraft operating 1. Discuss:
limitations, and servicing requirements. a. Pre-stalling, spinning, and aerobatic checklist
1.2.3 NATOPS PROCEDURES b. Ground emergencies/canopy fracturing system

c. Engine failure during flight
Normal operating, flight, and emergency procedures. Air-
craft flight characteristics and all weather procedures. d. Airstart
e. Compressor stall
1.2.4 NATOPS GROUND EVALUATION f. Inadvertent departure from controlled flight
Open and closed book examinations will be given to deter- g. Fire warning during flight
mine the pilot’s understanding of the ground training phase. h. Smoke and fume elimination
1.2.5 UTD/OFT PROCEDURES EVENT (IF i. Ejection seat/ejection

CONDUCTED) j. Emergency landing pattern
Change 3 8-1-1
k. Ditching 3. Introduce:
l. Landing gear emergencies a. Forced landing
m. Local area operating procedures b. OCF/unusual attitude recovery
n. Head up display (HUD) c. *Controls neutral spin
2. Demonstrate: d. *Progressive spin
a. Slow flight/stall characteristics e. Inverted flight
3. Introduce: f. VFR break/overhead
a. Preflight 4. Practice: Any previously introduced maneuvers (as
b. Start required)
c. Checklists *If situation precludes completion, shall be completed

d. Taxi prior to NA-6
e. Ground runup 1.3.3 NATOPS Flight Three** (NA-3), PUI In Front or

f. Normal takeoff Rear Cockpit, 1.8 Hours
g. Power-off stall (POS) **NA-3 may be accomplished any time after NA-1 but
h. Approach-turn stall prior to NA-9X.
i. Erect spin 1. Discuss:
j. Precautionary emergency landing (PEL) a. Uncommanded power change/loss of power/

uncommanded propeller feather
k. Landing-flaps approach/landings
b. PMU fault
l. Takeoff-flaps approach/landings
c. PMU failure
m. No-flaps approach/landings
d. Electrical failure
n. Waveoff
e. Avionics failure
o. Instrument approach
f. Radio failure VMC/IMC
1.3.2 NATOPS Flight Two (NA-2), PUI In Front g. Instrument takeoff, departure, and arrival
Cockpit, 1.8 Hours h. Physiological incident
1. Discuss: i. OBOGS system malfunction
a. Takeoff emergencies j. ECS duct overtemp
b. Chip detector warning k. Cockpit over-pressurization
c. Oil system malfunctions l. Rapid decompression
d. Fuel system failures 2. Introduce and practice:
e. Diverts a. Instrument departure
f. Crosswind takeoff and landing b. Holding (GPS or VOR)
g. Inverted spins c. GPS/VOR/ILS approach
h. Controls neutral spin d. ASR approach
i. Progressive spin e. PAR approach
j. Aggravated spins f. No gyro approach
k. Accelerated stalls
1.3.4 NATOPS Flight Four (NA-4), PUI In Front
l. OCF/unusual attitude Cockpit, 1.8 Hours
2. Demonstrate: 1. Discuss:
a. OCF/unusual attitude a. Hydraulic system failures
b. Inverted flight b. Landing emergencies
c. *Spiral
8-1-2 Change 2
c. Wake turbulence **Must be completed if not previously accomplished in

d. Wet runway landing syllabus
e. Hard landing 1.3.6 NATOPS Flight Six (NA-6), PUI In Front

f. TOLD definitions Cockpit, 1.8 Hours
g. Aborted takeoff 1. Discuss: Any previously discussed items (as required)
h. Maximum braking 2. Practice: Any previously introduced maneuvers (as
2. Demonstrate: required)
a. Aborted takeoff 1.3.7 NATOPS Flight Seven (NA-7), PUI In Front or

3. Introduce: Rear Cockpit, 1.8 Hours
a. AOA landing 1. Discuss: Any previously discussed items (as required)
b. Wingover 2. Practice: Any previously introduced maneuvers (as
c. Aileron roll required)
d. Barrel roll 1.3.8 NATOPS Flight Eight (NA-8), PUI In Front

e. Loop Cockpit, 1.8 Hours
f. Immelmann 1. Discuss: Any previously discussed items (as required)
g. One-half cuban eight 2. Practice: Any previously introduced maneuvers (as
h. Split S required)
4. Practice: Any previously introduced maneuvers (as 1.3.9 NATOPS Flight Nine (NA-9X), NATOPS Flight
required) Evaluation, PUI In Front Cockpit, 1.8 Hours
1.3.5 NATOPS Flight Five (NA-5), PUI In Front 1. Comprehensive check of introduced maneuver in
Cockpit, 1.8 Hours accordance with Section VIII, Chapter 3
1. Discuss: 2. Discuss procedures for securing the rear cockpit for

solo flight
a. Controllability check
b. Trim malfunctions 1.4 FLIGHT CREW REQUIREMENTS
c. Flight with shattered/damaged canopy
d. Canopy unlocked 1.4.1 PILOT IN COMMAND CURRENCY
REQUIREMENTS
e. Wing flap failure
f. Thunderstorm penetration A pilot must have:
g. Icing restrictions 1. Successfully completed a NATOPS evaluation in the

last 12 months.
h. Bird strike
2. A current instrument rating.
i. Dive recovery
3. Made at least five landings (two full stops) within the
j. Low altitude engine failure considerations preceding 90 days. Pilots who fail to meet the above
k. Ground roll/braking distance for PEL requirements shall be considered no longer currently
2. Demonstrate: qualified and are required to requalify in accordance
with OPNAVINST 3710.7 and this manual.
a. **Spiral
3. Introduce: 1.5 PASSENGER REQUIREMENTS
a. Aborted takeoff 1. Must be familiar with the operation of the interphone,
b. **Controls neutral spin emergency equipment, and ejection procedures.
c. **Progressive spin 2. Must have, and be familiar with, the use of required
4. Practice: Any previously introduced maneuvers (as personal flying equipment.
required) 3. Shall receive a T-6B ejection seat and Emergency
Change 2 8-1-3
Ground Egress brief from a T-6B NATOPS qualified 1.6 PERSONAL FLYING
pilot or qualified Aeromedical Safety Officer
(AMSO) prior to flight, to include at a minimum:
EQUIPMENT
a. Appropriate Pilot Hookup procedures The following equipment shall be worn or carried on all
b. Operation and safety considerations of the ejection flights in the T-6B aircraft:
seat, including ISS mode selector operation 1. Aircrew Personal Protective Equipment requirements
c. Operation and safety considerations of the Canopy shall be in accordance with OPNAVINST 3710.7
Fracturing System (CFS) series
d. Emergency Ground Egress procedures 2. NATOPS Pilot’s Abbreviated Flight Crew Checklist
(PCL) (NAVAIR A1-T6BAA-FCL-100)
e. Ejection procedures and considerations, including
proper body position NOTE
f. T-6B post-ejection procedures, including over
All survival equipment shall be secured in
water and over land descent considerations
such a manner that it is easily accessible and
precludes loss during an emergency.
8-1-4
CHAPTER 2
FLIGHT CREW COORDINATION
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Crew Resource Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Specific Aircrew Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Formation Leader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Pilot in Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-2
Copilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-3
2.1 INTRODUCTION allocate, and monitor crew and aircraft resources.

4. Communication – Ability to clearly and accurately
The many and varied missions of the T-6B dictate special send and acknowledge information, instructions, or
consideration be given to the subject of aircrew coordina- commands, and provide useful feedback. Effective
tion. Missions of the T-6B include but are not limited to communication is vital to ensure that all crewmem-
joint primary pilot training, intermediate maritime and heli- bers understand aircraft and mission status.
copter pilot training, joint primary and intermediate Naval
Flight Officer (NFO)/Air Force Weapons System Officer 5. Leadership – Ability to direct and coordinate the
(WSO) training, and flying qualities testing at the Naval Air activities of other crewmembers or wingmen, and to
Test Center. While frequent reference is made to checklists, encourage the crew to work together as a team.
the content of this chapter is designed to be utilized as a 6. Adaptability/Flexibility – Ability to alter a course of
basis for squadron and unit ground training syllabi. So uti- action based on new information to meet situational
lized, this chapter will enhance the successful and safe com- demands. Maintain constructive behavior under pres-
pletion of each unit’s mission through intelligent and proper sure, and adapt to internal and external environmental
compliance with all operating procedures and other applica- changes.
ble aviation directives. In each syllabus, flight safety and 7. Situational Awareness – The degree of accuracy by
mission success rely on Crew Resource Management which one’s perception of the current environment
(CRM) regardless of crew composition. mirrors reality. Maintaining a high level of situational
awareness will better prepare crews to respond to
2.1.1 CREW RESOURCE MANAGEMENT unexpected situations.
The Crew Resource Management (CRM) program is Practicing CRM principles will improve mission effective-
described in OPNAVINST 3710.7 series and OPNAVINST ness and reduce mishaps that result from poor crew coordi-
1542.7 series. CRM is intended to improve the mission nation.
effectiveness of all aviation communities by enhancing crew
coordination through increased awareness of associated
behavioral skills.
2.2 SPECIFIC AIRCREW
RESPONSIBILITIES
The seven behavioral skills of CRM are:
1. Decision Making – Ability to choose a course of 2.2.1 FORMATION LEADER
action using logical and sound judgment based on the
available information. Responsible for the safe and orderly conduct of the forma-
tion.
2. Assertiveness – Willingness to actively participate,
state, and maintain a position, until convinced by the 2.2.1.1 Flight Planning
facts (not the authority or personality of another) that
other options are better. Assertiveness is respectful Responsible for planning all phases of formation flight.
and professional, and used to resolve problems appro-
priately. 2.2.1.2 Brief
3. Mission Analysis – Ability to develop short term, Responsible for ensuring all crewmembers are briefed on all
long term, and contingency plans, and to coordinate, aspects of the mission and conduct of formation flight.
8-2-1
2.2.2 PILOT IN COMMAND Receive a clear to start signal from the plane captain or crew
chief, if available, while ensuring security of the aircraft and
Responsible for the safe control of the aircraft throughout surrounding area from potential hazards.
the entire flight. In the event that a mission is flown by two
NATOPS qualified pilots, one will be designated the pilot in 2.2.2.7 Start/After Start
command, in accordance with OPNAVINST 3710.7 series.
The other pilot will be designated as copilot and fulfill the Start engine in accordance with this Flight Manual and
responsibilities of that position. remain alert for any abnormal indications from instrumenta-
tion, ground crew, or copilot.
2.2.2.1 Instructor
Complete all pre-taxi checks in accordance with this Flight
Will be the pilot in command on all dual training flights. Manual and inform copilot when ready to taxi.
The instructor must be NATOPS qualified, and qualified by
parent command in the specific training stage. The instruc- 2.2.2.8 Taxi/Before Takeoff
tor, although pilot in command, will assume the duties of
copilot as required for student training. If deemed appropri- Check the brakes once aircraft begins to roll. Exercise con-
ate by the instructor, he/she will assume the duties as pilot in trol of the aircraft while taxiing and remain attentive for
command. obstructions, taxi directions, and foreign objects.
Complete pre-takeoff checks in accordance with this Flight

2.2.2.2 Student Manual prior to crossing hold short. Inform copilot when
On dual training flights, the student will perform the duties ready for takeoff.
of pilot in command or copilot as directed by the instructor.
For solo flights, the student will act as pilot in command and 2.2.2.9 Takeoff/Departure
is not required to be NATOPS qualified, but must be desig- Verify minimum acceptable engine performance on takeoff
nated as safe for solo by parent command. roll. Ensure compliance with departure routing and required
radio calls are completed.
2.2.2.3 Flight Planning
Responsible for navigation and fuel planning for all phases 2.2.2.10 Mission
of the assigned mission to include flight conduct. Ensure communication with required controlling agencies is
completed.
2.2.2.4 Brief
Ensure all aircraft maneuvers and syllabus execution are
Ensure all crewmembers are briefed on all aspects of the conducted in accordance with governing directives for that
mission and conduct of flight, to include a preflight briefing, particular aspect of the flight.
in accordance with Section II, Preflight Briefing.
Complete all applicable checklists.
For formation flights, ensure that all aspects of the mission
and conduct of flight are understood in order to take forma- Monitor and manage fuel as required.
tion lead if necessary.
2.2.2.11 Approach/Landing
2.2.2.5 Preflight
Determine weather at destination and suitable alternate (as
Review aircraft discrepancies from the Aircraft Discrepancy required) as well as fuel required to proceed to alternate if
Book or AF Form 781, ensure appropriate maintenance pre- necessary.
flight inspections/maintenance actions are completed, and
accept the aircraft as assigned. Ensure approach is executed in accordance with applicable
governing directives, required radio calls are completed, and
Ensure a complete preflight of the aircraft is performed in a safe landing is completed.
accordance with this Flight Manual and all applicable direc-
tives. 2.2.2.12 After Landing/Taxi/Postflight
2.2.2.6 Prestart Exercise control of the aircraft while taxiing and remain
attentive for obstructions, taxi directions, and foreign
Execute prestart checklists in accordance with this Flight objects.
Manual.
8-2-2
Complete appropriate checklists prior to securing engine. 2.2.3.5 Start/After Start

Ensure aircraft is properly parked and chocked. Monitor the
instruments on shutdown. Monitor engine instruments during start and notify the pilot
of any emergency signals, from instrumentation or ground
Conduct a thorough postflight along with appropriate paper- crew, and any unusual occurrences observed.
work and report any discrepancies noted throughout flight
to maintenance. Complete all pre-taxi checks as required and acknowledge
the pilot’s intent to taxi.
Debrief crew on mission.
2.2.3.6 Taxi/Before Takeoff
2.2.2.13 Emergencies
Check the brakes as applicable and inform pilot of obstruc-
Assume physical control of the aircraft and execute the tions, taxi directions, and foreign objects.
appropriate emergency procedures. When flying with
another NATOPS qualified crewmember, if not at the con- Complete pre-takeoff checks prior to crossing hold short
trols, assume physical control of the aircraft when deemed and concur with pilot when ready for takeoff.
appropriate.
2.2.3.7 Takeoff/Departure
2.2.2.14 Functional Checkflight Verify engine performance with pilot on takeoff roll and
Maintain physical control of the aircraft and fly the appro- maintain a diligent lookout doctrine on departure.
priate FCF profile. Monitor compliance with departure routing and assist with
required radio calls as directed.
2.2.3 COPILOT
The copilot assists the pilot in command, as directed, in 2.2.3.8 Mission

accomplishing the mission. The copilot assists the pilot in Assist with required communication to controlling agencies
operating the controls and equipment, and is a safety backup as directed.
throughout the entire flight to include communication and
navigation. Back up pilot in the safe conduct of aircraft maneuvers and
mission execution.
2.2.3.1 Flight Planning
Complete all applicable checklists as directed.
Assist the pilot in command as directed.
Assist the pilot in managing fuel as required.
2.2.3.2 Brief
2.2.3.9 Approach/Landing
Ensure all aspects of the mission and conduct of flight are
understood. Assist pilot in determining weather at destination and suit-
able alternate as directed. Back up the pilot on estimated
2.2.3.3 Preflight fuel requirement to proceed to alternate if necessary.
Review aircraft discrepancies from the Aircraft Discrepancy Monitor approach, in accordance with governing directives,
Book or AF Form 781 and ensure appropriate maintenance and assist with required radio calls.
preflight inspections/maintenance actions are completed. Challenge pilot on any deviation from published or assigned
Perform a complete preflight of the aircraft in accordance procedures.
with all applicable directives as directed by the pilot in com-
mand. 2.2.3.10 After Landing/Taxi/Postflight
Inform pilot at the controls of obstructions, taxi directions,

2.2.3.4 Prestart and foreign objects as required.
Execute prestart checks as required and acknowledge pilot’s Execute appropriate checklist, as directed, prior to securing
intent to start. engine. Monitor engine instruments on shutdown.
Ensure security of the aircraft and surrounding area from Conduct a thorough postflight along with appropriate paper-
potential hazards. work as required.
8-2-3
2.2.3.11 Emergencies Continue to maintain a diligent lookout doctrine.
Transfer physical control of the aircraft and remain free of 2.2.3.12 Functional Checkflight
the flight controls when directed by the pilot in command.
Record instrument readings and take physical control of the
Assist the pilot in command as directed by reading appropri- aircraft only as directed by the pilot in command.
ate checklists/emergency procedures and back up the pilot
during execution of procedures.
8-2-4
CHAPTER 3
NATOPS EVALUATION
TABLE OF CONTENTS
Title Page
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
NATOPS Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
NATOPS Reevaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Qualified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Conditionally Qualified. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Unqualified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Subarea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Critical Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Emergency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Ground Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Open Book Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Closed Book Examination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Oral Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Grading Instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Flight Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Flight Evaluation Grade Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Final Grade Determination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Records and Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Flight Evaluation Grading Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-4
Mission Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-4
Preflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-7
Pretakeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-8
Takeoff* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-8
Basic Airwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-9
Emergencies* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-10
Instrument Procedures (Holding, Non-Precision Approach, Precision Approach) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-11
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-12
Landing Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-12
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-12
NATOPS Evaluation Question Bank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-13
3.1 CONCEPT vigorous support of the program by commanding officers as

well as flight crew members.
The standard operating procedures prescribed in this man-
ual represent the optimum method of operating the T-6B air- 3.2 DEFINITIONS
craft. The NATOPS evaluation is intended to evaluate
compliance with NATOPS procedures by observing and The following terms, used throughout this chapter, are
grading individuals and units. This evaluation is tailored for defined as to their specific meaning within the NATOPS
compatibility with various operational commitments and program.
missions of both Navy and Marine Corps units. The prime
objective of the NATOPS evaluation program is to assist the 3.2.1 NATOPS EVALUATION
unit commanding officer in improving unit readiness and
safety through constructive comment. Maximum benefit A periodic evaluation of individual flight crewmember stan-
from the NATOPS program is achieved only through the dardization consisting of an open book examination, a
8-3-1
closed book examination, an oral examination, and a flight 3.2.10 MALFUNCTION
evaluation.
An aircraft component or system failure or condition that
3.2.2 NATOPS REEVALUATION requires recognition and analysis, but which permits more
deliberate actions than that required for an emergency.
A partial NATOPS evaluation administered to a flight crew-
member who has been placed in an unqualified status by 3.3 IMPLEMENTATION
receiving an unqualified grade for any of his ground exami-
nations or the flight evaluation. Only those areas in which The NATOPS evaluation program shall be carried out in
an unsatisfactory level was noted need be observed during a every unit operating Naval aircraft. Pilots desiring to attain
reevaluation. qualification in the T-6B shall complete the qualification
syllabus in accordance with Section VIII, Chapter 1 of this
3.2.3 QUALIFIED Flight Manual. Pilots desiring to retain qualification in the
T-6B shall be evaluated within 12 months following initial
That degree of standardization demonstrated by a very reli- and subsequent evaluations in accordance with
able flight crewmember that has a good knowledge of stan- OPNAVINST 3710.7 series and Section VIII of this Flight
dard operating procedures and a thorough understanding of Manual. Individual and unit NATOPS evaluation shall be
aircraft capabilities and limitations. conducted in accordance with OPNAVINST 3710.7 series,
Section VIII of this Flight Manual, and other applicable
3.2.4 CONDITIONALLY QUALIFIED governing directives; however, instruction in and observa-
That degree of standardization demonstrated by a flight tion of adherence to NATOPS procedures must be done on a
crewmember that meets the minimum acceptable standards. daily basis within each unit to obtain maximum benefits
Is considered safe enough to fly as a pilot in command or to from the program. The NATOPS coordinators, evaluators,
perform normal duties without supervision but more prac- and instructors shall administer the program as outlined in
tice is needed to become qualified. OPNAVINST 3710.7 series. Evaluees who receive a grade
of unqualified on a ground or flight evaluation shall be
3.2.5 UNQUALIFIED allowed 30 days in which to complete a reevaluation. A
maximum of 60 days may elapse between the date the
That degree of standardization demonstrated by a flight ground evaluation was commenced and the date the flight
crewmember that fails to meet the minimum acceptable cri- evaluation is satisfactorily completed.
teria. Should receive supervised instruction until he has
achieved a grade of qualified or conditionally qualified. 3.4 GROUND EVALUATION
3.2.6 AREA Prior to commencing the flight evaluation, an evaluee must
achieve a grade of qualified on the open and closed book
A routine of preflight, flight, or postflight. examinations. The oral examination is also part of the
ground evaluation but may be conducted as part of the flight
3.2.7 SUBAREA evaluation. To assure a degree of standardization between
A performance subdivision within an area that is observed units, the T-6B NATOPS Program Manager maintains the
and evaluated during an evaluation flight. recommended question bank for use by NATOPS instructors
in preparing written examinations.
3.2.8 CRITICAL AREA
3.4.1 OPEN BOOK EXAMINATION
Any area or subarea that covers items of significant impor-
tance to the overall mission requirements, the marginal per- The number of questions on the examination will not exceed
formance of which would jeopardize safe conduct of the 40 or be less than 20. The purpose of the open book exami-
flight. nation portion of the written examination is to evaluate pilot
knowledge of appropriate publications and the aircraft. A
3.2.9 EMERGENCY maximum of 2½ hours will be allowed to complete the
exam.
An aircraft component or system failure, or condition that
requires instantaneous recognition, analysis, and proper 3.4.2 CLOSED BOOK EXAMINATION
action.
The number of questions on the examination will not exceed
40 or be less than 20. Questions designated critical will be
so marked. An incorrect answer to any question in the criti-
8-3-2
cal category will result in a grade of unqualified being adjective grade for each subarea. Only numerals 0, 2, or 4
assigned to the examination. A maximum of 60 minutes will will be assigned in subareas. No interpolation is allowed:
be allowed to complete the exam.
Unqualified - 0.0
3.4.3 ORAL EXAMINATION Conditionally Qualified - 2.0
The questions may be taken from this manual and drawn Qualified - 4.0
from the experience of the instructor/evaluator. Such ques-
tions should be direct and positive and should in no way be The grade for each area is computed by totaling the points
opinionated. from all subareas graded in that area and dividing by the
number of subareas graded. However, a grade of unqualified
3.4.4 GRADING INSTRUCTION in any critical area or subarea shall result in an adjective
grade of unqualified for the flight regardless of the numeri-
Examination grades shall be computed on a 4.0 scale and cal value. An adjective grade for the area is based upon the
converted to an adjective grade of qualified or unqualified. area numerical grade on the basis of the following scale:
3.4.4.1 Open Book Examination 0.0 to 2.19 - Unqualified
To obtain a grade of qualified, an evaluee must obtain a 2.2 to 2.99 - Conditionally Qualified
minimum score of 3.5.
3.0 to 4.00 - Qualified
3.4.4.2 Closed Book Examination A grade of unqualified in any critical area or critical subarea
To obtain a grade of qualified, an evaluee must obtain a will result in an overall grade of unqualified for the flight.
minimum score of 3.3. Evaluation flight (or area) grades shall be determined by
assigning the following: UQ (Unqualified), CQ (Condition-
3.4.4.3 Oral Examination ally Qualified), or Q (Qualified) for each subarea. All areas
graded less than Q (Qualified) shall be justified in the evalu-
A grade of qualified or unqualified shall be assigned by the ator’s/instructor’s remarks. An overall grade of less than Q
instructor/evaluator. (Qualified) for the flight shall be justified in the evaluator’s/
instructor’s remarks.
3.5 FLIGHT EVALUATION
3.6 FINAL GRADE DETERMINATION
The number of flights required to complete the flight evalu-
ation should be kept to a minimum, normally one flight. The The final NATOPS evaluation grade shall be the same as the
areas and subareas to be observed and graded on an evalua- grade assigned to the evaluation flight. The final grade is
tion flight are outlined in the grading criteria with critical determined by totaling the points from all areas graded and
areas marked by an asterisk(*). Subarea grades will be dividing by the number of areas graded. An evaluee who
assigned in accordance with the grading criteria. These sub- received a grade of unqualified on any ground examination,
areas shall be combined to arrive at the overall grade for the or the flight evaluation, shall be placed in an unqualified sta-
flight. Area grades, if desired, shall also be determined in tus until he/she achieves a grade of conditionally qualified
this manner. At a minimum, all critical areas and critical or qualified on a reevaluation. Evaluation reports for flights
subareas shall be evaluated. The NATOPS flight evaluator/ resulting in an overall grade of less than Q (Qualified) shall
instructor may add any additional subareas that, based upon contain the unit commander’s remarks concerning the quali-
experience, he finds appropriate. fications of the individual evaluated.
3.5.1 FLIGHT EVALUATION GRADE 3.7 RECORDS AND REPORTS

DETERMINATION
A NATOPS evaluation report (OPNAV Form 3710/7) shall
The evaluation flight grade is the adjective grade as com- be completed for each evaluation and forwarded to the eval-
puted on a NATOPS worksheet. Grades shall be determined uee’s commanding officer.
by assigning the following numerical equivalents to the
8-3-3
QUALIFICATION DATE SIGNATURE
NATOPS EVAL T-6B PILOT (DATE) (Authenticating Signature) (Unit which administered Eval.)
Figure 8-3-1. Pilot’s Flight Logbook Entry
This report shall be filed in the individual flight training 3.8.1.2 NATOPS Flight Manual / Pocket Checklists*
record. In addition, an entry shall be made in the pilot’s
flight logbook under “qualifications and achievements” as QUALIFIED
shown in Figure 8-3-1.
Both publications current with respect to incorporated
In addition to the NATOPS evaluation report, a NATOPS changes.
flight evaluation worksheet (Figure 8-3-2) is provided for
use by the evaluator/instructor during the evaluation flight. UNQUALIFIED
All of the flight areas and subareas are listed on the work-
sheet with space allowed for related notes. Current changes not incorporated in either publication.
3.8.1.3 Flight Preparation*

3.8 FLIGHT EVALUATION GRADING
CRITERIA QUALIFIED
Only those subareas provided or required will be graded. Possessed sound working knowledge and use of flight pub-
The grades assigned for a subarea shall be determined by lications, NOTAMs, weather, departure routes, and airport
comparing the degree of adherence to standard operating facilities available in the selection of route, altitude, destina-
procedures with adjectival ratings listed. Momentary deviation, and alternate and/or emergency airports. Correctly
tions from standard operating procedures should not be con- completed flight plan log and DD-175.
sidered as unqualifying provided such deviations do not
jeopardize flight safety and the evaluee applies prompt cor- UNQUALIFIED
rective action.
Definite lack of knowledge and use of flight publications,
3.8.1 MISSION PLANNING NOTAMs, weather, departure procedures, and airport facili-
ties available in the selection of route, altitude, destination,
3.8.1.1 Personal Flying Equipment and alternate airports resulted in planning an unsafe flight.
QUALIFIED 3.8.1.4 Crew/Passenger Briefing*
Possessed all required flying clothing, dog tags, and sur- QUALIFIED
vival equipment, as listed in Section VIII, Chapter 1 of this
manual and the current edition of OPNAVINST 3710.7 Conducted a thorough, detailed, and professional briefing
series, and had a good knowledge of its use. for the dual pilot/passenger, covering route, altitude, desti-
nation, weather factors, use of personal and emergency
equipment, and emergency procedures, etc., in accordance
with current directives.
CONDITIONALLY QUALIFIED UNQUALIFIED
Possessed the necessary equipment, checked presence, Conducted no briefing or failed to cover emergency proce-
readiness, and security of all other required safety equip- dures to the extent necessary to assure effective action dur-
ment, and had satisfactory knowledge of its use. ing emergencies.
UNQUALIFIED
Lacked necessary equipment or was not familiar with use of

equipment.
8-3-4
MISSION PLANNING UQ CQ Q POINTS REMARKS
1 Personal Flying Equipment
2* Flight Manual/PCL
3* Flight Preparation
4* Crew/Passenger Briefing
5 Aircraft Takeoff Data

TOTAL /5 AREA SCORE: AREA GRADE: UQ / CQ / Q
PREFLIGHT UQ CQ Q POINTS REMARKS
1 Aircraft Inspection
2 Checklist
PRETAKEOFF UQ CQ Q POINTS REMARKS
1 Start
2 Checklist
3 Taxi
4* Ground Runup
TAKEOFF* UQ CQ Q POINTS REMARKS
1* Takeoff Procedures
2* Transition
BASIC AIRWORK UQ CQ Q POINTS REMARKS
1 Climb
2 Level Flight
3* OCF/Unusual Attitude Recov-

eries
4* Inverted Flight
5* Erect Spin
Figure 8-3-2. NATOPS Evaluation Worksheet (Sheet 1 of 3)
8-3-5
MISSION
BASIC PLANNING
AIRWORK UQ CQ Q POINTS REMARKS
6* Approach Turn Stall
7* Aerobatic Maneuvers (mini-

mum of two)
EMERGENCIES* UQ CQ Q POINTS REMARKS
1* Engine Failure
2* Fire in Flight
3* System Failure
4* PEL
5* PEL (P)
INSTRUMENT PROCEDURES UQ CQ Q POINTS REMARKS
1* Holding
2* Non-Precision Approach
3* Precision Approach
DESCENT UQ CQ Q POINTS REMARKS
1 Checklist
2* Descent Procedures
LANDING PROCEDURES UQ CQ Q POINTS REMARKS

1 Checklist
2* Pattern
3* Landing and Rollout

8-3-6 Change 2
POSTFLIGHT
MISSION PLANNING UQ CQ Q POINTS REMARKS
1 Engine Shutdown
2 Postflight Inspection
OVERALL UQ CQ Q POINTS REMARKS
1 MISSION PLANNING
2 PREFLIGHT
3 PRETAKEOFF
4* TAKEOFF
5 BASIC AIRWORK
6* EMERGENCIES
7* INSTRUMENT PROCE-
DURES
8 DESCENT
9 LANDING PROCEDURES
10 POSTFLIGHT
3.8.1.5 Aircraft Takeoff Data 3.8.2 PREFLIGHT
QUALIFIED 3.8.2.1 Aircraft Inspection
Accurately computed takeoff and landing data with a thor- QUALIFIED

ough comprehension of all relevant definitions and factors
affecting takeoff and landing distances. Completed inspection thoroughly and effectively.
CONDITIONALLY QUALIFIED CONDITIONALLY QUALIFIED
Accurately computed takeoff and landing data with omis- Completed inspection with omissions in minor areas that
sions in comprehension of all relevant definitions and fac- did not affect the safety of the proposed flight.
tors affecting takeoff and landing distances that did not
affect the safety of the proposed flight. UNQUALIFIED
UNQUALIFIED Failed to conduct inspection properly and omitted several

important items.
Failed to accurately compute takeoff and landing data and/
or comprehend relevant definitions and factors affecting 3.8.2.2 Checklist
takeoff and landing distances.
QUALIFIED
Used checklist in an accurate manner with no omissions.
8-3-7
CONDITIONALLY QUALIFIED 3.8.3.4 Taxi
Made minor omissions to the checklist or hurried through QUALIFIED

without making adequate inspection of each item.
Handled aircraft safely with proper technique in the use of
UNQUALIFIED nose wheel steering, rudder, and brakes. Followed hand sig-
nals.
Did not use checklist or failed to make complete check.
CONDITIONALLY QUALIFIED
3.8.3 PRETAKEOFF
Handled aircraft roughly with improper use of brakes. Did
3.8.3.1 Start not follow hand signals. Taxied fast.
QUALIFIED UNQUALIFIED
Possessed complete knowledge and proficiency in normal Taxied too fast. Did not maintain proper lookout. Danger-
and emergency procedures during engine start, including ous.
proper operational sequence and limitations.
3.8.3.4 Ground Runup*
QUALIFIED
Knowledge and proficiency in normal and emergency pro-
cedures during engine start was limited. Unsure of operation Safely positioned aircraft for runup. Complete knowledge
sequence and limitations. Did not jeopardize crew and air- of runup procedures, limitations, and required checks. Com-
craft safety. pleted Overspeed Governor and Before Takeoff Checklists.
UNQUALIFIED CONDITIONALLY QUALIFIED
Lacked knowledge and proficiency in normal procedures Carelessly positioned aircraft for runup (e.g., nose wheel
and emergency procedures during engine start. checked, etc.). Limited knowledge of runup procedures and
limitations. Completed Overspeed Governor and Before
3.8.3.2 Checklist Takeoff Checklists.
QUALIFIED UNQUALIFIED
Demonstrated thoroughness in completion of the Before Unsafely positioned the aircraft for runup. Did not know
Taxi Checklist. Completely checked and properly set the runup procedures, limitations, or checks. Doubtful if mal-
communication/navigation equipment that was required for functions serious enough to abort aircraft flight would have
the successful completion of the flight. been recognized. Failed to complete Overspeed Governor
and Before Takeoff Checklists.
3.8.4 TAKEOFF*
Omitted minor items in the Before Taxi Checklist. Checked
and set the minimal communication/navigation equipment 3.8.4.1 Takeoff Procedures*
required for successful completion of the flight. Limited
knowledge of proper operation. QUALIFIED
UNQUALIFIED Properly aligned aircraft with runway. Applied power prop-

erly and maintained directional control with proper use of
Omitted major items of the Before Taxi Checklist. Failed to rudder. Assumed proper takeoff attitude and flew aircraft
check or set the communication/navigation equipment. smoothly into air.
Had erratic directional control but able to correct with rud-

der. Rough rotational technique. Aircraft in unbalanced
flight and drifted off runway track.
8-3-8
UNQUALIFIED 3.8.5.3 Out of Control Flight (OCF)/Unusual
Attitude Recoveries*
Had to use brakes to correct swerve. Dangerous rotational
technique. Aircraft allowed to settle after lift-off or aircraft QUALIFIED
assumed excessive nose-high attitude.
Good procedural knowledge. Timely and safe recovery of
3.8.4.2 Transition* aircraft.
QUALIFIED CONDITIONALLY QUALIFIED
Maintained the proper climbing attitude. Operated gear/ Good procedural knowledge. Poor execution of recovery
flaps in accordance with NATOPS procedures. procedures.
Overcorrected nose attitude with erratic airspeed control. Poor procedural knowledge. Unsafe execution of recovery
Late with gear retraction. procedures.
UNQUALIFIED 3.8.5.4 Inverted Flight*
Had excessive nose-high attitude with resultant slow air- QUALIFIED

speed or nose-low attitude with loss of altitude. Forgot gear
and would have exceeded limits. Established aircraft in clean configuration, 180 to 200
KIAS. Maintained inverted altitude ±300 feet, did not
3.8.5 BASIC AIRWORK exceed 15 seconds inverted flight time.
3.8.5.1 Climb CONDITIONALLY QUALIFIED
QUALIFIED Established aircraft in clean configuration, 180 to 200

KIAS. Maintained inverted altitude ±400 feet, did not
Maintained airspeed within 10 knots and heading within 5°. exceed 15 seconds inverted flight time.
Maintained airspeed within 15 knots and heading within Did not established aircraft in clean configuration, 180 to
10°. 200 KIAS. Unable to maintain inverted parameters. Would
have exceeded 15 seconds inverted flight time.
UNQUALIFIED
3.8.5.5 Erect Spin*
Deviated greater than 15 knots or 10°.
QUALIFIED
3.8.5.2 Level Flight
Entered spin in accordance with Section VI of this manual.
QUALIFIED Maintained spatial orientation throughout the maneuver,
correctly identified a steady state spin by calling out instru-
Aircraft in balanced flight. Altitude held within 100 feet, ment indications. Recovered in accordance with erect spin
heading within 10°, and airspeed within 5 knots. recovery procedure.
CONDITIONALLY QUALIFIED CONDITIONALLY QUALIFIED

Altitude within 200 feet, heading within 15°, and airspeed Entered spin in accordance with Section VI of this manual.
within 10 knots. Maintained spatial orientation throughout the maneuver,
correctly identified a steady state spin by calling out instru-
UNQUALIFIED ment indications with only minor lapses. Recovered in
Aircraft not in balanced flight. Deviation from altitude in accordance with erect spin recovery procedure.
excess of 200 feet, heading in excess of 15°, and airspeed in
excess of 10 knots.
8-3-9
UNQUALIFIED 3.8.6 EMERGENCIES*
Failed to enter spin in accordance with Section VI of this 3.8.6.1 Engine Failure*
manual. Failed to maintain spatial orientation throughout
the maneuver, or correctly identify a steady state spin by QUALIFIED
calling out instrument indications. Failed to recover in
accordance with erect spin recovery procedure. Followed correct procedures as listed in Section III and
Pilot’s Abbreviated Flight Crew Checklist. Demonstrated
3.8.5.6 Approach Turn Stall* ability to effect a safe landing.
Established aircraft in landing configuration in a simulated Did not follow correct procedures but demonstrated ability
landing approach with the power at idle. Recovered from to effect safe landing.
stall in accordance with stall recovery procedures with less
than 300 feet of altitude loss. UNQUALIFIED
CONDITIONALLY QUALIFIED Not able to effect safe landing.
Established aircraft in landing configuration in a simulated 3.8.6.2 Fire in Flight*

landing approach with the power at idle. Recovered from
stall in accordance with stall recovery procedures with more QUALIFIED
than 300 feet of altitude loss.
Followed correct emergency procedures as listed in Section
UNQUALIFIED III. Demonstrated complete knowledge of system.
Established aircraft in landing configuration in a simulated CONDITIONALLY QUALIFIED

landing approach with the power at idle. Failed to recover
from stall in accordance with stall recovery procedures. Did not follow correct emergency procedures but covered
Departed controlled flight. all items.
3.8.5.7 Aerobatic Maneuvers* (Complete a UNQUALIFIED

minimum of two) Did not follow correct emergency procedures and would
have jeopardized flight safety.
QUALIFIED
Completed the pre-aerobatic/stall checklist and clearing 3.8.6.3 Systems Failure*

turns prior to entering maneuver. Performed only those
maneuvers listed in Section VI. Maintained controlled flight QUALIFIED
throughout the maneuvers. Followed correct procedures as listed in Section III and
Pilot’s Abbreviated Flight Crew Checklist.
Completed the pre-aerobatic/stall checklist and clearing CONDITIONALLY QUALIFIED

turns prior to entering maneuver. Performed only those Did not follow correct procedures but demonstrated ability
maneuvers listed in Section VI with minor deviations. to effect desired results.
Maintained controlled flight throughout the maneuvers.
UNQUALIFIED
UNQUALIFIED
Did not use correct procedures, did not effect desired
Failed to complete the pre-aerobatic/stall checklist and results. Jeopardized crew or aircraft safety.
clearing turns prior to entering maneuver. Performed only
those maneuvers listed in Section VI with major deviations
or departed controlled flight.
8-3-10
3.8.6.4 Precautionary Emergency Landing (PEL)* UNQUALIFIED
QUALIFIED Unqualified with procedures, could not maintain aircraft

within limits of holding pattern. Could not maintain altitude,
Followed correct procedures as listed in Section III of this airspeed, or timing within limits stated under Conditionally
manual and Pilot’s Abbreviated Flight Crew Checklist. Qualified.
Demonstrated ability to effect a safe landing.
3.8.7.2 Non-Precision Approach*
QUALIFIED
Did not follow correct procedures but demonstrated ability
to effect a safe landing. Followed procedures as published in appropriate terminal
charts. Complied strictly with approach control instructions.
UNQUALIFIED Maintained airspeed within 10 knots, altitude within safe
limits, and did not descend below published approach alti-
Not able to effect a safe landing. tudes. Maintained field minimum altitude within plus 150
feet and indicated that aircraft was over the field within 15
3.8.6.5 Precautionary Emergency Landing (Pattern) seconds of published time. Executed missed approach as
(PEL(P))* published.

Followed correct procedures as listed in Section III of this Deviated slightly from procedures. Did not jeopardize crew
manual and Pilot’s Abbreviated Flight Crew Checklist. or aircraft. Maintained airspeed within 15 knots. Did not
Demonstrated ability to effect a safe landing. descend below minimum altitude and indicated that aircraft
was over the field within 30 seconds of published time. Exe-
CONDITIONALLY QUALIFIED cuted missed approach as published.
Did not follow correct procedures but demonstrated ability
to effect a safe landing. UNQUALIFIED
Unsafe procedures, failed to comply with approach control

UNQUALIFIED instructions, or failed to meet airspeed, altitude, and time cri-
Not able to effect a safe landing. teria. Deviated from missed approach procedure to the extent
that safety of crew and aircraft were jeopardized.
3.8.7 INSTRUMENT PROCEDURES (HOLDING,
NON-PRECISION APPROACH, PRECISION 3.8.7.3 Precision Approach*
APPROACH)
QUALIFIED
Individuals who possess a current instrument rating accom-
plished in the T-6B are not required to accomplish these Complied strictly with instructions. Maintained airspeed
items. within 10 knots. Altitude held within 100 feet when altitude
assigned. Minor deviations in glideslope and alignment.
3.8.7.1 Holding*
QUALIFIED Complied with all instructions. Maintained airspeed within
Had proper entry and holding procedures with slight devia- 15 knots. Assigned altitudes held within 200 feet. Erratic in
tion and maintained airspeed within 5 knots, altitude within glideslope and alignment, but did not jeopardize safety of
100 feet. Met fix departure time within 20 seconds. Dis- aircraft or crew.
played adequate knowledge of wind corrections.
UNQUALIFIED
CONDITIONALLY QUALIFIED Lacked knowledge of procedures. Failure to comply with
Knew procedures, but displayed erratic tracking. Stayed instructions made completion of safe landing impossible.
within limits of holding pattern. Held altitude within 200 Exceeded limitations.
feet, airspeed within 10 knots, and met fix departure time
within 30 seconds.
8-3-11
3.8.8 DESCENT CONDITIONALLY QUALIFIED
3.8.8.1 Checklist Deviation in pattern but not sufficient to interfere with safety
of flight. Within 200-foot deviation in altitude, within 10
QUALIFIED knot airspeed.
Descent Checklist completed. UNQUALIFIED
CONDITIONALLY QUALIFIED Serious deviations in pattern that interfered with normal traf-
fic or other deviations jeopardized flight safety. Exceeded
Hurried through the checklist without making adequate 200-foot deviation in altitude and 10 knot airspeed.
inspection of each item.
3.8.9.3 Landing and Rollout*
UNQUALIFIED
QUALIFIED
Aircraft aligned within runway limits throughout final
3.8.8.2 Descent Procedures* approach. Slight variations in rate of descent and airspeed.
Smooth flareout and touchdown in first third of runway.
QUALIFIED Maintained directional control through proper use of aileron
and rudder. Reduced to safe speed prior to clearing runway.
Planned and executed descent so as to arrive at the desired
entry point at the proper altitude with only minor deviations CONDITIONALLY QUALIFIED
that did not restrict the effectiveness of the procedure.
Had difficulty aligning aircraft with runway, rough handling
CONDITIONALLY QUALIFIED of aircraft, and used poor technique throughout final and
touchdown. Landing on first third of runway. Erratic direc-
Slow to react to instructions and/or directives. Arrived at pat- tional control but able to correct with rudder. Aircraft
tern entry point with incorrect altitude and/or airspeed. slightly fast on turnoff.
UNQUALIFIED UNQUALIFIED
Ignored instructions and/or directives. Arrived at pattern Did not align aircraft with runway, erratic rate of descent.
entry point with incorrect altitude and/or airspeed. Allowed airspeed to go below minimum safe approach
speed. Touchdown dangerously short/long (past the one-
3.8.9 LANDING PROCEDURES third runway mark) or to the extreme side of runway. Erratic
directional control through improper use of aileron, rudder,
3.8.9.1 Checklist or brakes. Aircraft not slowed sufficiently prior to turnoff.
QUALIFIED 3.8.10 POSTFLIGHT

Before Landing checklist completed
3.8.10.1 Engine Shutdown
QUALIFIED
Hurried through the checklist without making adequate
inspection of each item. Secured engine and aircraft in accordance with NATOPS
procedures.
UNQUALIFIED
UNQUALIFIED
Failed to properly secure engine and aircraft.
3.8.9.2 Pattern*
QUALIFIED
Conformed to field traffic pattern within 100-foot deviation
in altitude, within 5 knot airspeed.
8-3-12 Change 3
3.8.10.2 Postflight Inspection UNQUALIFIED
QUALIFIED Failed to conduct inspection properly and omitted several

important items.
Conducted inspection thoroughly and effectively.
3.9 NATOPS EVALUATION
QUESTION BANK
Completed inspection with omissions in minor areas.
The NATOPS Evaluation Question Bank is maintained by
the T-6B NATOPS Program Manager.
8-3-13/(8-3-14 blank)
AIR FORCE 1T-6B-1
CHAPTER 4
VISUAL COMMUNICATION
TABLE OF CONTENTS
Title Page
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
Ground Handling Signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
In-Flight Visual Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
Traffic Control Light Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
CONCEPT GROUND HANDLING SIGNALS

Communications between aircraft will be conducted visu- Ground handling signals are shown in Figure 8-4-1.
ally whenever practical, provided no sacrifice in operational
efficiency is involved. Flight leaders shall ensure that all IN-FLIGHT VISUAL
pilots in the formation receive and acknowledge signals
when given. The visual communications section of aircraft
COMMUNICATION
signals NATOPS Flight Manual (NAVAIR 00-80T-113) In-flight visual communication signals are shown in Figure
must be reviewed and practiced by all pilots. For ease of ref- 8-4-2.
erence, ground handling signals, visual signals applicable to
flight operations, and traffic control light signals are con-
tained in this chapter.
TRAFFIC CONTROL LIGHT
SIGNALS
Traffic control light signals are shown in Figure 8-4-3.
ACKNOWLEDGEMENT START ENGINE
PILOT EXTENDS FINGER TO INDICATE

A CLENCHED FIST WITH THUMB POINTING ENGINE IS READY FOR START, IF ALL
STRAIGHT UP INDICATES SATISFACTORY CLEAR. SIGNALMAN RESPONDS WITH
COMPLETION OF A CHECK ITEM. A SIMILAR GESTURE POINTING AT
CLENCHED FIST WITH THUMB ENGINE WHILE ROTATING OTHER HAND
POINTING STRAIGHT DOWN INDICATES IN CLOCKWISE MOTION.
UNSATISFACTORY COMPLETION
AND/OR DO NOT CONTINUE.
INSERT/PULL
ENGINE FIRE
EXTERNAL POWER
HAND EXECUTES HORIZONTAL EIGHT

PILOT PULLS CLOSED FIST FROM MOTION.
OPEN PALM. SIGNALMAN RESPONDS
WITH SAME SIGNAL.
PT08D
032353AA.AI
Figure 8-4-1. Ground Handling Signals (Sheet 1 of 3)
8-4-1
AIR FORCE 1T-6B-1
PULL CHOCKS ENGINE RUN-UP
PILOT MAKES SWEEPING MOTION OF PILOT MOVES INDEX FINGER IN CIRCULAR

FISTS WITH THUMBS EXTENDED MOTION INDICATING HE IS READY TO RUN
OUTWARD. SIGNALMAN SWEEPS FISTS UP ENGINE. SIGNALMAN RESPONDS WITH
APART AT HIP LEVEL WITH THUMBS SIMILAR SIGNAL WHEN ALL CLEAR.
EXTENDED OUTWARD.
STOP EMERGENCY STOP
ARMS UPRAISED, FISTS CLENCHED AND

ARMS CROSSED ABOVE HEAD, FISTS
HELD IN SIMPLE "POLICEMAN'S STOP".
CLENCHED.
COME AHEAD LEFT TURN
HANDS AT EYE LEVEL. EXECUTE

BECKONING MOTION; RATE OF
MOTIONS INDICATES DESIRED PULL DESIRED WING AROUND WITH
SPEED OF AIRCRAFT. FOR NIGHT REGULAR "COME AHEAD" POINT AT
OPERATION, WAVE WANDS SIDE OPPOSITE BRAKE.
TO SIDE.
SLOW DOWN LOWER WING FLAPS
HANDS FLAT TOGETHER. THEN

DOWNWARD PATTING MOTION. HANDS OPENED WIDE FROM WRISTS.
OUT AT WAIST LEVEL. ARMS IN CLOSE TO BODY.
RIGHT TURN TURNOVER OF

COMMAND
PULL DESIRED WING AROUND WITH BOTH HANDS POINTED AT NEXT

REGULAR "COME AHEAD". POINT AT SUCCEEDING TAXI SIGNALMAN.
OPPOSITE BRAKE.
PT08D
032354AA.AI
8-4-2
AIR FORCE 1T-6B-1
RAISE WING FLAPS SPEEDBRAKE
HANDS, OPENED WIDE FROM WRIST, HANDS IN FRONT, PALMS

SUDDENLY CLOSED, ARMS IN TOGETHER VERTICALLY, THEN
CLOSE TO BODY. OPENED FROM THE WRISTS.
**********SPECIAL**********
AM I CLEAR
CUT ENGINE UNDERNEATH
ASCERTAIN
BY RADIO
HAND DRAWN ACROSS NECK IN
TRANSMISSION WITH LEFT HAND OPEN, PALM OUT.
"THROAT CUTTING" MOTION.
PILOT MAKES SWEEPING MOTION
ACROSS COCKPIT FROM RIGHT TO
LEFT.
PT08D
032355AA.AI
8-4-3
AIR FORCE 1T-6B-1
Affirmative (I understand). Thumb up, or nod of head.

Negative (I do not know). Thumb down, or turn of head from side to As appropriate.
side.
Question (repeat). Used in Hand cupped behind ear as if listening.
conjunction with another signal
is interrogatory.
Wait. Hand held up with palm outward.
Ignore last signal. Hand waved in an erasing motion in front
of face, with palm turned forward.
Numerals, as indicated. With forearm in vertical position, employ A nod of the head (I understand).
fingers to indicate desired numerals 1 To verify numerals, addressee
through 5. With forearm and fingers repeats. If originator nods,
horizontal, indicate number which, added interpretation is correct. If the
to 5, gives desired number from 6 through originator repeats numerals,
9. A clenched fist indicates zero. addressee should continue to
verify them until they are
understood.
Lower landing gear. Rotary movement of hand in cockpit, as if Execute.

cranking wheel.
Extend or retract flaps as Open and close four fingers and thumb.
appropriate.
How much fuel have you? Raise fist with thumb extended in a drinking Indicate fuel in tens of gallons
position. or hundreds of pounds by finger
numbers.
PT08D
032356AA.AI
Figure 8-4-2. In-flight Visual Communication Signals (Sheet 1 of 3)
8-4-4
1 - Section takeoff leader raises arm (either) 1 - Stands by for reply from
1 - I have completed my
over head; wingman, holding arm over
takeoff checklist and am, in all
2 - Wingman raises arm over head; head until answered;
respects, ready for takeoff;
3 - Leader lowers arm. 2 - Wingman lowers arm and
2 - I have completed my
stands by for immediate sec-
takeoff checklist and am, in all
tion takeoff.
respects, ready for a section
3 - Executes section takeoff.
takeoff;
3 - Take-off path is clear, I
am commencing takeoff.
Leader shifting lead to wing- Leader pats self on head, points to wingman. Wingman pats head and
man. assumes lead.
Leader shifting lead to division Leader pats self on head, points to wingman Wingman relays signal; divi-
designated by numerals. and holds up two or more fingers. sion leader designated
assumes lead.
Take cruising formation. Thumb waved backward over the shoulder. Execute.
I am leaving formation. Any pilot kiss off. Nod (I understand).
Aircraft pointed out leave Leader kiss off and points to aircraft. Execute.
formation.
Directs plane to investigate Leader beckons wing plane, then points to Wingman indicated kisses off
object or vessel. eye, then to vessel or object. and executes.
Refers to landing of aircraft, Landing motion with open hand; 1 - Execute;
generally used in conjunction 1 - Followed by patting head; 2 - Execute.
with another signal; 2 - Followed by pointing to another aircraft.
1 - I am landing;
2 - Directs indicated aircraft
to land.
a. Join up or break up, as Flashing external lights. a. Comply.
appropriate. b. Wingman repeats, indicat-
ing runway/ship in sight.
b. On GCA/CCA final: Leader Ship: Leader waves-off,
has runway in sight. wingman lands.
Field: When runway conditions
preclude a safe section land-
ing, leader will wave-off.
Wingman takes the lead. Leader shines flashlight on helmet, then Wingman shines flashlight at
shines light on wingman. leader, then on his helmet
Turns navigation lights to DIM
and assumes lead.
PT08D
032357AA.AI

8-4-5
Single aircraft cross under in Single wing dip. Execute.

direction of wing dip.
Section cross under. Double wing dip. Execute.
Close up. Series of small zooms. Execute.
Join up; join up on me. Series of pronounced zooms. Expedite join-up.
PT08D
032720AA.AI
COLOR AND TYPE OF SIGNAL ON THE GROUND IN FLIGHT

Steady Green Cleared for takeoff Cleared to land
Flashing Green Cleared to taxi Return for landing (to be followed by

steady green at proper time)
Steady Red Stop Give way to other aircraft and continue

circling
Flashing Red Taxi clear of landing area (runway in Airport unsafe - Do not land
use)
Flashing White Return to starting point on airport Not Applicable
Alternating Red and Green General warning signal - Exercise extreme caution
Figure 8-4-3. Traffic Control Light Signals
8-4-6 Change 3
CHAPTER 5
FUNCTIONAL CHECKFLIGHT PROCEDURES
TABLE OF CONTENTS
Title Page
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-1
5.1 CONCEPT T6BAA-FCL-300 Acceptance and/or Functional Check

Flight Checklist shall be used to build this profile. In the
When resolution of maintenance discrepancies requires in- event that procedures contained therein are insufficient to
flight verification, but the maintenance action performed verify resolution of the discrepancy, the pilot may utilize
does not meet the criteria of any FCF profiles, appropriate flight maneuvers that meet the guidelines of this manual to
quality assurance personnel and the FCF pilot shall deter- complete the check. The profile shall be annotated on
mine an appropriate check profile to be flown. To the maxi- NAVAIR A1-T6BAA-FCL-300 Acceptance and/or Func-
mum extent possible, procedures from NAVAIR A1- tional Check Flight Checklist prior to flight.
Change 2 8-5-1/(8-5-2 blank)

APPENDIX A
PERFORMANCE DATA
TABLE OF CONTENTS
Title Page
Part 1 - Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-1
Part 2 - Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Part 3 - Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Part 4 - Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Part 5 - Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Part 6 - Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Part 7 - Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Part 8 - Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Part 9 - Mission Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Part 10 - Mission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-1
Change 1 A-i / (A-ii blank)

APPENDIX A - PART 1
INTRODUCTION
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-1
Chart Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Airspeed/Altimeter Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Compressibility Correction to CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
IOAT Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
STD Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Mach Number Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Angle of Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Example Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
LIST OF ILLUSTRATIONS
Figure Title Page
Figure A1-1 Airspeed/Altimeter Position Correction/Ship - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-5
Figure A1-2 Airspeed/Altimeter Position Correction/Ship - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-6
Figure A1-3 Airspeed/Altimeter Position Correction/Ship - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-7
Figure A1-4 Airspeed/Altimeter Position Correction/Stby - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-8
Figure A1-5 Airspeed/Altimeter Position Correction/Stby - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-9
Figure A1-6 Airspeed/Altimeter Position Correction/Stby - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-10
Figure A1-7 Compressibility Correction to CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-11
Figure A1-8 IOAT Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-12
Figure A1-9 STD Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-13
Figure A1-10 True Mach Number/CAS Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-14
Figure A1-11 True Mach Number/TAS Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-15
Figure A1-12 Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-16
Figure A1-13 Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-17
Figure A1-14 Angle of Attack - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-18
Figure A1-15 Angle of Attack - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-19
Figure A1-16 Angle of Attack - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-20
INTRODUCTION alternate approved fuels may result in higher fuel flows.

There is no significant change of performance through use
The flight performance charts provide sufficient data for of alternate fuels.
preflight and in-flight planning. All charts are based on
international civil aviation organization (ICAO) standard NOTE
atmosphere (STD) standard day conditions. When applica-
Data presented throughout this appendix is
ble, atmospheric corrections for nonstandard temperatures
based on contractor analysis and contractor
have been included on the charts. Charts for climb, cruise,
flight test information. The data is usable but
endurance and descent performance are presented in drag
has not yet been fully validated by the gov-
index form; however, since the aircraft has a single external
ernment test team/government program
loading configuration (no external stores), a drag configura-
office.
tion index of zero is used throughout.
All weights and fuel flows are based on JP-8 fuel, which has NOTE
a standard day density of 6.7 pounds per gallon. Densities All data presented in the Performance
for other fuel types are presented in the usable fuel table in Appendix is based on the U.S. Standard
Section I. At a specific PCL setting and/or %N1, the use of Atmosphere, 1962.
A1-1
CHART EXPLANATION COMPRESSIBILITY CORRECTION TO CAS
Charts are provided to obtain altimeter and airspeed position Figure A1-7 may be used to correct calibrated airspeed
correction, outside air temperature correction, standard day (CAS) for the effects of compressibility, yielding equivalent
correction, Mach number correction, and temperature con- airspeed (EAS).
version. Ground speed is TAS corrected for wind. Although negligible at low speeds and altitudes, compress-
Sample problems are provided to illustrate the proper use of ibility correction may be as much as 10 knots at higher
the charts. Each chart will have a chase through line on each speeds and altitudes. Cruise charts where true airspeed and
chart section to indicate the proper order for use of the indicated airspeed are shown have accounted for the com-
charts. pressibility.
NOTE IOAT CORRECTION
All charts assume the PMU is set to NORM Figure A1-8 may be used to convert from indicated outside
and is functioning normally unless otherwise air temperature (IOAT) to outside air temperature (OAT).
noted on the chart.
STD CONVERSION
AIRSPEED/ALTIMETER CORRECTION
Figure A1-9 may be used to determine either pressure alti-
Figures A1-1 through A1-6 may be used to correct airspeed tude or temperature if STD difference and the other (altitude
and altimeter indications for position, indicator, and sensing or temperature) is known.
error.
MACH NUMBER CONVERSION
Indicated Airspeed
Figures A1-10 and A1-11 may be used to convert from true
Indicated airspeed (IAS) is the airspeed read directly from Mach number to either calibrated airspeed (CAS) or true
the airspeed indicator. airspeed (TAS) respectively.
Position error (Δ Vpc) is the error in airspeed indication TEMPERATURE CONVERSION

caused by the location of the sensing elements of the air data
system. Figure A1-12 may be used to convert between degrees Cen-
tigrade (C) and degrees Fahrenheit (F).
Indicator error is assumed to be zero for all inflight indi-
cated airspeeds. STANDARD ATMOSPHERE TABLE
Airspeed indicator displays exhibit lag characteristics dur- Figure A1-13 provides standard atmosphere data such as
ing acceleration and deceleration. The VR speeds on the density ratio, temperatures, speed of sound ratio, speed of
Takeoff Distance charts have accounted for this added error. sound, atmospheric pressure and pressure ratio.
Calibrated Airspeed ANGLE OF ATTACK

Calibrated airspeed (CAS) is indicated airspeed corrected Figures A1-14 through A1-16 provide values for aircraft
for both sensing and indicator error. angle of attack and stick shaker threshold versus indicated
airspeed (IAS) for flaps UP, TO, and LDG.
CAS = IAS + Δ Vpc.
True Airspeed EXAMPLE PROBLEMS

True airspeed (TAS) is equivalent airspeed (EAS) corrected 1. AIRSPEED AND ALTIMETER POSITION
for atmospheric density. The ratio of ambient air density to CORRECTION.
standard day sea level air density is sigma (σ).
Given:
TAS = EAS x (1/√σ)
The flaps are set to UP, indicated airspeed is 190 knots, and
indicated altitude on the altimeter is 25,000 feet MSL.
A1-2
Find: 4. STD CONVERSION.
1. Calibrated airspeed (CAS)
Given:
2. Actual altitude
Pressure altitude is 17,500 feet and known conditions are
Solution 1: STD -20 °C.
Enter the airspeed grid on Figure A1-1 at 190 KIAS, trace Find:
up to the correction curve, then reflect left to read the air-
speed correction of 2.8 knots. CAS = 190 + 2.8 = 192.8 Temperature
knots.
Solution:
Solution 2:
Enter pressure altitude grid on Figure A1-9 at 17,500 feet,
Enter the altimeter grid on Figure A1-1 at 190 KIAS, trace trace right to the STD -20 °C reference line, reflect down
up to the 25,000 feet altitude line, then reflect left to read and read temperature (-40 °C).
the altimeter correction of 110 feet. Altitude = 25,000 feet +
110 feet = 25,110 feet. 5. MACH NUMBER - CAS CONVERSION.
2. COMPRESSIBILITY CORRECTION TO CAS. Given:
Given: Calibrated airspeed is 267 KCAS, and pressure altitude is

15,000 feet.
Calibrated airspeed is 230 knots and pressure altitude is
20,000 feet. Find:
Find: True Mach number
Compressibility correction Solution:
Solution: Enter the Calibrated Airspeed grid on Figure A1-10 at 267

KCAS, trace up to the 15,000 feet altitude line, then reflect
Enter the calibrated airspeed grid on Figure A1-7 at 230 left to read True Mach number of 0.53 Mach.
knots, trace up to the 20,000 foot altitude line, then reflect
left to read the CAS correction of 3.75 knots. EAS = 230 - 6. MACH NUMBER - TRUE AIRSPEED
3.75 = 226.25 knots. CONVERSION.
3. IOAT. Given:
Given: True Mach number is 0.54 Mach, and ambient temperature

is -20 °C.
Indicated airspeed is 205 knots, pressure altitude is 30,000
feet, and IOAT is -28 °C. Find:
Find: True airspeed
Outside air temperature Solution:
Solution: Enter the True Mach grid on Figure A1-11 at 0.54 Mach,
reflect right to the -20 °C temperature line, then trace down
Enter the indicated airspeed grid on Figure A1-8 at 205 to read the true airspeed of 335 KTAS.
knots, trace right to the 30,000 feet altitude line, then reflect
down to the temperature correction of 22.5 °C. True OAT = 7. TEMPERATURE CONVERSION
-28 - 22.5 = -50.5 °C.
Given:
Temperature is 50 °F.
A1-3
Find: Find:
Temperature in °C Angle of attack
Solution: Solution:
Enter the conversion grid on Figure A1-12 at 50 °F, reflect Enter the indicated airspeed grid on Figure A1-14 at 160
right to the conversion line, and trace down to read 10 °C. knots, reflect right to the 5500 pound reference line, then
trace down to read angle of attack in units (3.9) and angle of
8. ANGLE OF ATTACK. attack in degrees (0.40).
Given:
The flaps are set to UP, airspeed is 160 KIAS, and the air-
craft weighs 5500 pounds.
A1-4
POSITION CORRECTION - FLAPS UP

ASSOCIATED CONDITIONS:
LANDING GEAR HAS NO EFFECT AIRPLANE : T-6B
ALL WEIGHTS ENGINE : PT6A-68
NO GROUND EFFECT DATE : MAR 2OO8
LEVEL FLIGHT DATA BASIS : FLIGHT TEST
CAS = IAS + AIRSPEED CORRECTION

WITH SPEED BRAKE OUT, SUBTRACT 2.O KNOTS FROM CORRECTION
5
AIRSPEED
4
AIRSPEED CORRECTION ~KNOTS
50 100 150 200 250 300 350

IAS ~ INDICATED AIRSPEED ~ KNOTS
ALTITUDE = INDICATED ALTITUDE + ALTIMETER CORRECTION

300
ALTIMETER
00
250 00 ,0
,0 20
25
00
,0
31
ET 0
,0 0
FE 15
~
ALTIMETER CORRECTION ~ FEET
200
DE
TU 0
TI ,0 0
AL 10
D
TE
I CA
150
I ND
SL
100
50
PHAAAS001A
50 100 150 200 250 300 350

Figure A1-1. Airspeed/Altimeter Position Correction/Ship - Flaps UP
A1-5
POSITION CORRECTION - FLAPS TAKEOFF

AIRPLANE : T-6B
LANDING GEAR HAS NO EFFECT
ENGINE : PT6A-68
ALL WEIGHTS
DATE : MAR 2OO8
NO GROUND EFFECT
LEVEL FLIGHT

3
AIRSPEED
2
-1
-2
-3
70 80 90 100 110 120 130 140 150 160


50
ALTIMETER
40
30
20
ET
10 FE
E~
UD
TIT
AL
ED
0 IC AT
IND SL
0
-10 ,00
15
-20
-30
PHAAAS002A
-40
-50
70 80 90 100 110 120 130 140 150 160

Figure A1-2. Airspeed/Altimeter Position Correction/Ship - Flaps TO
A1-6
POSITION CORRECTION - FLAPS LANDING

LANDING GEAR HAS NO EFFECT ENGINE : PT6A-68
ALL WEIGHTS DATE : MAR 2OO8
NO GROUND EFFECT DATA BASIS : FLIGHT TEST
LEVEL FLIGHT

4
AIRSPEED
3
2
-1
-2
-3
-4
-5
50 60 70 80 90 100 110 120 130 140 150 160


40
30 ALTIMETER
20
10
-10
IND
-20 ICA
TE
D AL
TIT
-30 U DE
~FE
ET
-40 15
,00
0
-50
-60
SL
PHAAAS003A
-70
-80
50 60 70 80 90 100 110 120 130 140 150 160

Figure A1-3. Airspeed/Altimeter Position Correction/Ship - Flaps LDG
A1-7
STANDBY POSITION CORRECTION - FLAPS UP

AIRPLANE : T-6B
LANDING GEAR HAS NO EFFECT
ENGINE : PT6A-68
SPEEDBRAKE HAS NO EFFECT
DATE : MAR 2OO8
ALL WEIGHTS
NO GROUND EFFECT
LEVEL FLIGHT

5
AIRSPEED
4
3
-1
-2
-3
-4
-5
50 100 150 200 250 300 350


400
ALTIMETER
300
200 T
~ FEE
DE
TU
ALTI
TED 00
ICA 20,0
IND
100 00
10,0
SL
00
,0
31
-100
PHAAAS004B
-200
50 100 150 200 250 300 350

Figure A1-4. Airspeed/Altimeter Position Correction/Stby - Flaps UP
A1-8
STANDBY POSITION CORRECTION - FLAPS TAKEOFF

AIRPLANE : T-6B
ASSOCIATED CONDITIONS: ENGINE : PT6A-68
LANDING GEAR HAS NO EFFECT DATE : MAR 2OO8
ALL WEIGHTS DATA BASIS : FLIGHT TEST
NO GROUND EFFECT
LEVEL FLIGHT

2
AIRSPEED
1
0
-1
-2
-3
-4
-5
-6
50 60 70 80 90 100 110 120 130 140 150 160


20
10
ALTIMETER
-10
-20
~ FEET
UDE
ALTIT
-30 DIC ATED SL
IN
-40 0
10,00
00
-50 15,0
PHAAAS005A
-60
-70
-80
50 60 70 80 90 100 110 120 130 140 150 160

Figure A1-5. Airspeed/Altimeter Position Correction/Stby - Flaps TO
A1-9
STANDBY POSITION CORRECTION - FLAPS LANDING

LANDING GEAR HAS NO EFFECT ENGINE : PT6A-68
ALL WEIGHTS DATE : MAR 2OO8
NO GROUND EFFECT DATA BASIS : FLIGHT TEST
LEVEL FLIGHT

2
AIRSPEED
1
0
-1
-2
-3
-4
-5
-6
-7
-8
50 60 70 80 90 100 110 120 130 140 150 160


20
ALTIMETER
10
-10
-20
-30
T
~ FEE
UDE
-40
ED ALTIT
AT
INDIC SL
-50
0
-60 ,00
10
-70
000
15,
-80
PHAAAS006A
-90
-100
50 60 70 80 90 100 110 120 130 140 150 160

Figure A1-6. Airspeed/Altimeter Position Correction/Stby - Flaps LDG
A1-10
COMPRESSIBILITY CORRECTION TO CAS
NOTE
EQUIVALENT AIRSPEED = CALIBRATED AIRSPEED - CORRECTION
25
20
COMPRESSIBILITY CORRECTION ~ KNOTS
15
T
-F
DE
TU
TI
AL
E 00
R ,0 0
SU 31 ,00
S
E 30
PR 00
,0
10 28 0
,00
26
0
,00
24
0
,00
22
000
20,
000
18,
0 00
16,
00
14,0
5
00
12,0
0
10,00
8,000
6000
4000
PHAAMS011A
2000
140 160 180 200 220 240 260 280 300 320 340
CALIBRATED AIRSPEED (CAS) ~ KNOTS
Figure A1-7. Compressibility Correction to CAS
A1-11
INDICATED OUTSIDE AIR TEMPERATURE (IOAT) CORRECTION
NOTE: AT AN INDICATED AIRSPEED OF O KIAS AIRPLANE : T-6B

TEMPERATURE CORRECTION IS 7oC WHEN ENGINE : PT6A-68
ENGINE IS RUNNING AT LEAST 1 MINUTE. DATE : MAR 2O1O
TRUE OAT = INDICATED OAT - TEMPERATURE CORRECTION
320
310
300
T
EE
-F
290
E
UD
TI T
280
AL
SL
E
00
270
UR
50
00
SS
,0
E
10
260
PR
0
00,
15
250
00
,0
20
240 00
,0
25
230 00
,0
30
00
220 ,0
31
210
200
190
180
170
160
150
140
130
120
110
100
PHAAMS012B
90
80
10 15 20 25 30
INDICATED OUTSIDE AIR TEMPERATURE CORRECTION ~ oC
Figure A1-8. IOAT Correction
A1-12 Change 1
STANDARD DAY (STD) CONVERSION

PRESSURE ALTITUDE VERSUS OUTSIDE AIR TEMPERATURE
35,000
30,000
25,000
PRESSURE ALTITUDE ~ FEET
20,000
ST
D+3
ST
D+
7C
o
30
ST
o
C
D
+2
ST
15,000
0C
o
D
+1
ST
0C
o
D
ST
D-
10
ST
C o
10,000
D
-2
0C
ST
o
D
-3
0o C
5,000
5000
PHAAMS013A
SL
0
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

OUTSIDE AIR TEMPERATURE ~ oC
Figure A1-9. STD Conversion
A1-13
MACH NUMBER - CAS CONVERSION
AIRPLANE : T-6B
ENGINE : PT6A-68
DATE : FEB 2OO9
IMN = TMN - .01
0.70
0.65
0.60
ET
- FE
TRUE MACH NUMBER (TMN)
DE
TU
LT I
EA
UR
0.55
000
S
31,
ES
PR
000
25,
0
,0 0
20
0.50
,00
15
0
,00
10
00
50
SL
0.45
PHAAMS014A
0.40
100 150 200 250 300 350

CALIBRATED AIRSPEED ~ KNOTS
Figure A1-10. True Mach Number - CAS Conversion
A1-14
MACH NUMBER - TRUE AIRSPEED CONVERSION
0.70
0.65
0.60
C
o
TRUE MACH NUMBER (TMN)
-
E
UR
AT
ER
MP
TE
0.55
R
AI
0
E
-6
ID
TS
-40
OU
0
-2
0
20
0.50
40
60
0.45
PHAAMS015A
0.40
200 250 300 350 400 450

TRUE AIRSPEED ~ KNOTS
Figure A1-11. Mach Number - True Airspeed Conversion
A1-15
TEMPERATURE CONVERSION
NOTE:
oF = (9/5oC) + 32
oC = 5/9(oF - 32)
140
130
120
110
100
90
80
70
60
PRESSURE ALTITUDE ~ FEET
50
40
30
20
10
-10
-20
-30
-40
-50
-60
PHAAMS016A
-70
-80
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

OUTSIDE AIR TEMPERATURE ~ oC
Figure A1-12. Temperature Conversion
A1-16
STANDARD ATMOSPHERE TABLE
STANDARD SEA LEVEL AIR: W = 0.076475 LB/CU FT

T = 59°F (15°C) 1” OF HG = 70.732 LB/SQ FT = 0.4912 LB/SQ IN.
P = 29.921 IN. OF HG αο = 1116.89 FT/SEC = 661.7 KT
ρο = 0.00237969 SLUGS/CU FT
TEMPERATURE PRESSURE
ALTITUDE DENSITY SPEED OF SPEED OF
FEET RATIO 1/√σ DEG. F DEG. C SOUND RATIO SOUND KNOTS IN. OF RATIO
ρ/ρο = σ α/αο HG P/Pο = δ
0 1.0000 1.0000 59.000 15.000 1.0000 661.7 29.92 1.0000

1,000 0.9711 1.0148 55.434 13.019 0.9966 659.5 28.86 0.9644
2,000 0.9428 1.0299 51.868 11.038 0.9931 657.2 27.82 0.9298
3,000 0.9151 1.0454 48.302 9.057 0.9896 654.9 26.82 0.8962
4,000 0.8881 1.0611 44.735 7.075 0.9862 652.6 25.84 0.8637
5,000 0.8617 1.0773 41.169 5.094 0.9827 650.3 24.90 0.8320

6,000 0.8359 1.0938 37.603 3.113 0.9792 647.9 23.98 0.8014
7,000 0.8106 1.1107 34.037 1.132 0.9756 645.6 23.09 0.7716
8,000 0.7860 1.1279 30.471 - 0.849 0.9721 643.3 22.22 0.7428
9,000 0.7620 1.1456 26.905 - 2.831 0.9686 640.9 21.39 0.7148
10,000 0.7385 1.1637 23.338 - 4.812 0.9650 638.6 20.58 0.6877

11,000 0.7156 1.1822 19.772 - 6.793 0.9614 636.2 19.79 0.6614
12,000 0.6932 1.2011 16.206 - 8.774 0.9579 633.9 19.03 0.6360
13,000 0.6713 1.2205 12.640 -10.756 0.9543 631.5 18.29 0.6113
14,000 0.6500 1.2403 9.074 -12.737 0.9507 629.1 17.58 0.5875
15,000 0.6292 1.2606 5.508 -14.718 0.9470 626.7 16.89 0.5643

16,000 0.6090 1.2815 1.941 -16.699 0.9434 624.3 16.22 0.5420
17,000 0.5892 1.3028 - 1.625 -18.681 0.9397 621.9 15.57 0.5203
18,000 0.5699 1.3246 - 5.191 -20.662 0.9361 619.4 14.94 0.4994
19,000 0.5511 1.3470 - 8-757 -22.643 0.9324 617.0 14.34 0.4791
20,000 0.5328 1.3700 -12.323 -24.624 0.9287 614.6 13.75 0.4595

21,000 0.5150 1.3935 -15.889 -26.605 0.9250 612.1 13.18 0.4406
22,000 0.4976 1.4176 -19.456 -28.587 0.9213 609.6 12.64 0.4223
23,000 0.4807 1.4424 -23.022 -30.568 0.9175 607.2 12.11 0.4046
24,000 0.4642 1.4678 -26.588 -32.549 0.9138 604.7 11.60 0.3876
25,000 0.4481 1.4938 -30.154 -34.530 0.9100 602.2 11.10 0.3711

26,000 0.4325 1.5206 -33.720 -36.511 0.9062 599.7 10.63 0.3552
27,000 0.4173 1.5480 -37.286 -38.492 0.9024 597.2 10.17 0.3398
28,000 0.4025 1.5762 -40.852 -40.473 0.8986 594.7 9.725 0.3250
29,000 0.3881 1.6052 -44.419 -42.455 0.8948 592.1 9.297 0.3107
30,000 0.3741 1.6349 -47.985 -44.436 0.8909 589.5 8.885 0.2970

31,000 0.3605 1.6654 -51.551 -46.417 0.8871 587.0 8.488 0.2837
T6A18V01
Figure A1-13. Standard Atmosphere Table
A1-17
ANGLE OF ATTACK
FLAPS UP
1G LEVEL FLIGHT ENGINE : PT6A-68
SPEEDBRAKE HAS NO EFFECT DATA BASIS : FLIGHT TEST
(REFERENCED TO FUSELAGE CENTERLINE)

290
280
270
260
250
240
230
220
210
200
190
180
170
160
150
140
130
STICK SHAKER
120
110
100
WE
IGH
T-
90 LBS
6900
PHAAS 007A
6500
80 6000
5500
70
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
ANGLE OF ATTACK ~ UNITS
-2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 18
ANGLE OF ATTACK ~ DEGREES
Figure A1-14. Angle of Attack - Flaps UP
A1-18
ANGLE OF ATTACK
FLAPS TAKEOFF

160
150
140
130
120
110
STICK SHAKER
100
90
W
EI
GH
T
-L
69 BS
00
80
65
00
60
00
55
00
70
PHAAS008A
60
0 5 10 15 20
-2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 18
Figure A1-15. Angle of Attack - Flaps TO
A1-19
ANGLE OF ATTACK
FLAPS LANDING

170
160
150
140
130
120
110
STICK SHAKER
100
90
WE
IGH
T - LB
80 S
690
0
650
0
600
0
70
550
PHAAS009A
60
0 5 10 15 20
-3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 16 18
Figure A1-16. Angle of Attack - Flaps LDG
A1-20
APPENDIX A - PART 2
ENGINE DATA
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Power Available In-Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Power Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Critical Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Minimum Power Required for Takeoff at 60 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Maximum Continuous Power (MAX). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Maximum Climb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-2
Maximum Cruise Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-2
Flight Idle (IDLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-2
Figure Title Page
Figure A2-1 Minimum Power Required for Takeoff at 60 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Figure A2-2 Power Available In-flight - Maximum Continuous Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Figure A2-3 Power Available In-flight - Maximum Cruise Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-5
INTRODUCTION mately 16,000 feet MSL on a standard day with PCL at

MAX.
Engine data for in-flight operations are presented in this
section. MINIMUM POWER REQUIRED FOR TAKEOFF (60
KIAS)
CHART EXPLANATION The amount of power that must be available at PCL full for-
Charts are provided to determine minimum power required ward in order to achieve the published takeoff performance.
for takeoff, maximum power in-flight, and maximum cruise If the minimum power is not achieved, abort should be con-
power in-flight. sidered. At this PCL position, the engine is rated to achieve
the torque read from this chart, at an observed ITT not to
Sample problems are provided to illustrate the proper use of exceed 820 °C.
the charts. Each chart will have a chase through line on each
chart section to indicate the proper order for use of the MAXIMUM CONTINUOUS POWER
charts.
The amount of power available at PCL full forward in level
Reference to “Air Temperature” refers to ambient air tem- flight. At PCL position, the engine is rated to produce at
peratures reported by a recognized weather source. least 1100 shp and indicate 100% torque below critical alti-
tude, at a maximum ITT not to exceed 820 °C on a standard
POWER AVAILABLE IN-FLIGHT day. If ITT exceeds this limit for 20 seconds and the PMU is
functioning, the PMU will reschedule fuel flow to keep ITT
Figures A2-2 and A2-3 provide power available in-flight at below 820 °C.
maximum power and maximum cruise power.
NOTE
POWER DEFINITIONS
Although there is no time limit for operation
The following definitions describe the engine power ratings: at maximum power, sustained operation at
maximum power may significantly reduce
CRITICAL ALTITUDE engine service life.
The altitude at which 100% torque is no longer available,

with the PCL at MAX. Critical altitude occurs at approxi-
A2-1
MAXIMUM CLIMB POWER 2. SETTING MAXIMUM CONTINUOUS POWER
The amount of power available during climb when above Given:

critical altitude. This setting is the PCL position which
yields an ITT 13 °C below observed maximum power ITT Indicated air temperature of -15 °C, pressure altitude of
at critical altitude; not to exceed 807 °C. 20,000 feet, and established in level flight.
MAXIMUM CRUISE POWER Find:
The amount of power available for cruise flight when above Maximum continuous power torque setting
critical altitude. This setting is the PCL position which
yields an ITT 40 °C below the observed maximum ITT at Solution:
critical altitude, not to exceed 780 °C.
Enter indicated air temperature grid on Figure A2-2 at -15
FLIGHT IDLE (IDLE) °C, trace up to 20,000 feet, then reflect left to read the
torque setting of 88%.
This is not an engine rating but rather a PCL position suit-
able to give flight idle power. Torque settings read from the dashed lines identified as
deviations from STD temperature are true air temperature
and not adjusted for ram rise.
EXAMPLE PROBLEMS
3. SETTING MAXIMUM CRUISE POWER
1. VERIFYING TAKEOFF POWER AT 60 KIAS
Given:
Given:
Indicated air temperature of -15 °C, pressure altitude of
Indicated outside air temperature of 48 °C, pressure altitude 20,000 feet, and established in level flight.
of 2000 feet.
Find:
Find:
Maximum cruise power torque setting
Minimum takeoff power torque
Solution:
Solution:
Enter indicated air temperature grid on Figure A2-3, at -15
Enter temperature grid on Figure A2-1 at 48 °C, reflect right °C, trace up to 20,000 feet, then reflect left to read the
to 2000 feet PA column. Read the miniumum takeoff power torque setting of 76%.
of 81% torque.
Torque settings read from the dashed lines identified as
deviations from STD temperature are true air temperature
and not adjusted for ram rise.
A2-2
MINIMUM POWER AT 60 KIAS

ASSOCIATED CONDITIONS AIRPLANE : T-6B
TAKEOFF POWER ENGINE : PT6A-68
NP AT 100% (2000 RPM) DATE : MAY 2008
ACCURATE AT 60 KIAS DATA BASIS : FLIGHT TEST
ENGINE TORQUE - PERCENT
IOAT
ºC -2000 SEA 500 FT 1000 1500 2000 4000 6000 8000
FT PA LVL PA PA FT PA FT PA FT PA FT PA FT PA FT PA
17 100 100 100 100 100 100 100 100 100

18 100 100 100 100 100 100 100 100 98
19 100 100 100 100 100 100 100 100 97
20 100 100 100 100 100 100 100 100 96
21 100 100 100 100 100 100 100 100 94
22 100 100 100 100 100 100 100 100 93
23 100 100 100 100 100 100 100 100 92
24 100 100 100 100 100 100 100 99 90
25 100 100 100 100 100 100 100 99 89
26 100 100 100 100 100 100 100 97 88
27 100 100 100 100 100 100 100 96 86
28 100 100 100 100 100 100 100 94 85
29 100 100 100 100 100 100 100 93 83
30 100 100 100 100 100 100 100 91 82
31 100 100 100 100 100 100 99 90 81
32 100 100 100 100 100 100 98 88 79
33 100 100 100 100 100 100 96 87 78
34 100 100 100 100 100 100 94 85 76
35 100 100 100 100 100 100 93 84 75
36 100 100 100 100 100 100 91 82 74
37 100 100 100 100 100 99 90 81 72
38 100 100 100 100 100 97 88 79 71
39 100 100 100 100 98 96 87 78 69
40 100 100 100 99 96 94 85 76 68
41 100 100 99 97 94 92 83 75 67
42 100 100 97 95 93 91 82 73 65
43 100 98 96 93 91 89 80 72 64
44 100 96 94 92 89 87 79 70 62
45 100 94 92 90 88 86 77 69 61
46 100 93 90 88 86 84 76 67 60
47 100 91 89 86 84 82 74 66 58
48 99 89 87 85 83 81 73 64 57
49 97 87 85 83 81 79 71 63 55
50 95 86 83 81 79 77 70 62 54
51 93 84 82 80 78 76 68 60 53
52 91 82 80 78 76 74 67 59 51
53 89 80 79 77 75 73 65 57 50
54 87 79 77 75 73 71 64 56 48
55 86 77 75 73 72 70 62 54 47
56 84 76 74 72 70 68 61 53 46
57 82 74 72 70 69 67 59 51 44
PHAATO011B
Figure A2-1. Minimum Power Required for Takeoff at 60 KIAS
A2-3
POWER AVAILABLE INFLIGHT

MAXIMUM CONTINUOUS POWER
AIRPLANE : T-6B
ENGINE : PT6A-68
DATE : APRIL 2O1O
100% TORQUE
100
PRE
SSU
RE A
95
SL
LTIT
400
UDE
0
90
~
8000
F EE
T
85
12,0
00
80
16,
000
75
ºC
-20
S TD
2 0,
TORQUE SETTING ~ %
70
000
0ºC
D-1
ST
65
D
24,
ST
000
60
ºC
10
55
28
D+
,00
ST
50
31
ºC
,00
20
D+
0
ST
45
ºC
30
40
D+
ST
35
C
7º
PHAACR040B
+3
D
ST
30
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 70

INDICATED AIR TEMPERATURE ~ ºC
Figure A2-2. Power Available In-flight - Maximum Continuous Power
A2-4 Change 1
POWER AVAILABLE INFLIGHT

MAXIMUM CRUISE POWER
AIRPLANE : T-6B
ENGINE : PT6A-68
DATE : APRIL 2O1O
100% TORQUE
100
PRE
95
S
SU R
E AL
90
TITU
SL
400
DE ~
0
85
FEE
800
T
0
80
12,0
00
75
0ºC
16,0
D- 3
TORQUE SETTING ~ %
70
ST
00
ºC
-20
D
20,
ST
65
000
Cº
-10
D
60
24,
ST
00 0
STD
55
28 ,
000
50
ºC
31
10
,00
D+
0
ST
45
ºC
40
20
D+
ST
35
PHAACR041B
ºC
C
30
º
37
D+
D+
ST
ST
30
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 70

INDICATED AIR TEMPERATURE ~ ºC
Figure A2-3. Power Available In-flight - Maximum Cruise Power
Change 1 A2-5/(A2-6 blank)

APPENDIX A - PART 3
TAKEOFF
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Factors Affecting Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Minimum Power Required for takeoff at 60 KIAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Brake Energy Limits/Maximum Braking Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Maximum Abort Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff and Landing Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff Distance - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff Distance - Flaps TO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff Distance - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Climb Gradient for Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Formation Wing Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Figure Title Page
Figure A3-1 Minimum Power Required for Takeoff at 60 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Figure A3-2 Brake Energy Limits/Maximum Braking Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Figure A3-3 Maximum Abort Speed - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Figure A3-4 Maximum Abort Speed - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Figure A3-5 Maximum Abort Speed - Flaps LDG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Figure A3-6 Takeoff and Landing Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Figure A3-7 Takeoff Distance - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Figure A3-8 Takeoff Distance - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Figure A3-9 Takeoff Distance - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Figure A3-10 Climb Gradient for Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
INTRODUCTION dards (good, medium, and poor). The following illustrates

the relationship between RCR and ICAO reports:
Takeoff data for determining takeoff and climbout perfor-
mance are presented in this section. RUNWAY ICAO RCR
CONDITION REPORT
DEFINITIONS
Dry Good 23
Runway Condition Reading (RCR), Insert Minimum Wet Medium 12
Power from A2 Icy Poor 05
RCR is a measure of the braking friction coefficient. RCR is
given as a whole number. Values vary from 26 (the maxi- Runway Length
mum braking friction coefficient), to 2 (the minimum brak- Runway length is the paved surface length excluding any
ing friction coefficient). This value is used to define the overrun.
braking characteristics for various runway surface condi-
tions. The reported RCR is therefore a factor in determining Runway Available
any performance data which involves braking. Some air-
fields report runway braking characteristics in accordance Runway available is the runway length minus the aircraft
with International Civil Aviation Organization (ICAO) stan- lineup distance.
A3-1
Takeoff Ground Run Distance Obstacle Speed
Takeoff ground run distance is defined as that runway dis- Obstacle speed (VOBS) is the target speed at which the air-
tance from brake release to lift-off. It is achieved by follow- craft crosses the 50-foot obstacle height while accelerating
ing the normal takeoff distance associated procedures for a to 140 KIAS at a 15° pitch attitude.
given rotation speed, at the mission-specified weight, ambi-
ent temperature, pressure altitude, runway wind and gradi- Stall Speed (VS)
ent, and appropriate takeoff configuration.
Stall speed is the higher of:
Maximum Braking Speed (VB) 1. The airspeed at which the aircraft ceases to fly due to the
Maximum braking speed is the maximum speed from which loss of aerodynamic lift with the input of slow smooth con-
the aircraft can be brought to a stop without exceeding the trol movements; or
maximum design energy absorption capability of the brakes 2. The minimum controllable steady flight speed.
(3.96 Million ft-lb).
Climb Gradient
Maximum Abort Speed
Climb gradient is the measured change of geometric altitude
Maximum abort speed is the maximum speed at which an versus horizontal distance, typically feet per nautical mile.
abort may be started and the aircraft stopped within the Charts which present climb gradient are calculated on actual
remaining runway length. Allowances included in the data (gross) climb performance.
are based on a 3-second reaction at Maximum Abort Speed
to recognize decision to abort and select idle power, during FACTORS AFFECTING TAKEOFF
which time acceleration continues. Additional allowance
includes a 3-second period to apply the brakes after idle Wind Corrections
power is selected. Speed may increase up to 20 knots during
this 6-second period. When the abort speed is above rotation Accounting for wind when planning takeoff requires that
speed, rotation speed (VR) becomes the abort speed. the wind direction and speed known. The headwind, tail-
wind, or crosswind component can then be determined
For operation with a tailwind, maximum braking speed lim- using the Takeoff and Landing Crosswind chart in Figure
its should be observed (Figure A3-2). If the abort speed is A3-6.
greater than the maximum braking speed less 20 knots, the
maximum braking speed (less 20 knots) becomes the abort Headwind and Tailwind
speed.
The wind grids include factors of 50% for steady state head-
Lift-off winds and 150% for steady state tailwinds. Reported wind
components may therefore be apllied directly to the chart.
Lift-off is the moment during takeoff at which 100% of the
aircraft weight is first supported by aerodynamic forces and Crosswind
no tires are in contact with the runway.
When determining the crosswind component, enter the
Distance to 50-foot Obstacle Takeoff and Landing Crosswind chart with the sum of the
steady wind value plus the gust increment. The maximum
Distance to 50-foot obstacle is the sum of the takeoff ground demonstrated dry runway crosswind for takeoff and landing
run distance, plus the airborne horizontal distance needed to is 25 knots.
accelerate and climb to the 50-foot obstacle height at or
above the obstacle climbout speed. Gusts
Rotation Speed The gust increment is obtained from ground meteorological

sources. It is the difference between the reported steady
Rotation speed (VR) is the speed which permits attaining wind velocity and the reported peak gust velocity. Increase
obstacle speed at the 50-foot obstacle height above the run- takeoff speeds by 50% of the gust increment up to a maxi-
way. mum increase of 10 knots.
A3-2
CHART EXPLANATION TAKEOFF DISTANCE - FLAPS TO
Charts are provided to obtain takeoff ground run, obstacle Figure A3-8 may be used to determine the ground run dis-
clearance distance, crosswind performance, and braking tance and total distance over a 50-foot obstacle with the
performance. flaps set to TO. Distances are not accurate for intermediate
obstacle heights.
Sample problems are provided to illustrate the proper use of
the charts. Each chart will have a chase through line on each TAKEOFF DISTANCE - FLAPS LDG
chart section to indicate the proper order for use of the
charts. Figure A3-9 may be used to determine the ground run dis-
tance and total distance over a 50-foot obstacle with the
Reference to “Air Temperature” refers to ambient air tem- flaps set to LDG. Distances are not accurate for intermedi-
peratures reported by a recognized weather source. ate obstacle heights.
MINIMUM POWER AT 60 KIAS CLIMB GRADIENT FOR OBSTACLE CLEARANCE

Figure A3-1 may be used to determine the minimum power Figure A3-10 may be used to determine the climb perfor-
required to meet scheduled performance. For abort deci- mance available, at 140 KIAS with gear and flaps retracted.
sions, enter the chart with IOAT to determine this torque Climb performance is shown as feet (change in vertical
value. If this torque value is not achieved by 60 KIAS, the height) per nautical mile in zero wind.
takeoff should be aborted.
BRAKE ENERGY LIMITS/MAXIMUM BRAKING

SPEED FORMATION WING TAKEOFFS
Figure A3-2 may be used to determine the maximum speed Add 1000 feet to the charted takeoff distance. This assumes
at which brakes may be applied without exceeding the max- a lead power setting of no less than 85%.
imum brake energy limits. Maximum braking speed must be
known to calculate maximum abort speed. EXAMPLE PROBLEMS
MAXIMUM ABORT SPEED 1. MINIMUM POWER FOR TAKEOFF.
Figures A3-3 through A3-5, flaps up, flaps takeoff, and Given:
flaps landing may be used to determine the maximum speed
at which an abort may be initiated and stop achieved for a Pressure altitude is 2000 feet and IOAT is 48 °C.
known runway length. When maximum abort speed is
greater than rotation speed, rotation speed becomes abort Find:
speed. Effects of temperature, altitude, weight, runway
available, runway gradient, wind, and RCR are shown on Minimum torque required at 60 KIAS for takeoff.
each chart.
Solution:
TAKEOFF AND LANDING CROSSWIND On Figure A3-1, enter table at indicated outside temperature
Figure A3-6 may be used to determine crosswind compo- of 48 °C. Trace across to 2000 FT PA to find minimum
nent for takeoffs and landings. The maximum demonstrated engine torque required to meet scheduled takeoff perfor-
dry runway crosswind for takeoff and landing is 25 knots. mance (81%).
The maximum permissible crosswind is 10 knots for a wet
runway, and 5 knots for an icy runway. 2. BRAKE ENERGY LIMITS/MAXIMUM BRAKING
SPEED
TAKEOFF DISTANCE - FLAPS UP
Given:
Figure A3-7 may be used to determine the ground run dis-
tance and total distance over a 50-foot obstacle with the Air temperature is 20 °C, field pressure altitude is 2000 feet,
flaps set to UP. distances are not accurate for intermediate weight is 6500 pounds, brake application speed is 105 KIAS
obstacle heights. and there is a 10 knot headwind.
A3-3
Find: the correct ratio between the guidelines, trace through to 10
knots. Trace straight down to the baseline of the RCR slider.
Brake energy for target speed and maximum braking speed Maintaining the correct ratio between the guidelines, trace
through to RCR 12. Trace straight down and read the maxi-
Solution: mum abort speed (77 KIAS).
Enter air temperature grid on Figure A3-2 at 20 °C. Trace
right to the 2000-foot pressure altitude line and reflect down 4. TAKEOFF AND LANDING CROSSWIND.
to the baseline of the weight slider. Maintaining the correct
ratio between the guidelines, trace through to 6500 pounds. Given:
Trace straight down to the baseline of the brake application Wind speed is 28 knots and wind direction is 25° off the
speed slider (100 KIAS). Trace to speed of 105 KIAS main- runway heading.
taining the correct ratio between guidelines, then trace down
to the wind slider baseline. Trace to a headwind of 10 knots Find:
maintaining the correct ratio between the guidelines. Trace
down. The brake energy for 105 KIAS is 3.28 million ft-lb. Headwind and crosswind component
At the intersection of the 10 knot headwind component and Solution:
3.28 million ft-lb, trace right to the 3.96 million ft-lb limit
line. Maintaining the correct ratio between the guidelines, On Figure A3-6, locate 25° (halfway between 20° line and
trace through to the baseline of the wind component slider. 30° line), trace out to 28 knots (between the 20-knot ring
Trace up to the baseline of the brake applications speed and 30-knot ring). From this point, read down to obtain the
slider and hold. crosswind component (11.8 knots), and left to read the
headwind component (25.4 knots). The chart may also be
From the intersection of the 105 KIAS and the slider, con- used to determine tailwind components. Follow the above
tinue following the slider, maintain the correct ratio between procedure with the magnitude of the tailwind, and finish
the guidelines. Holding position, trace straight up until with a tailwind and crosswind component.
intersecting the first line. Reflect left and read the brake
application speed (115 KIAS). The speed read is the maxi- 5. TAKEOFF DISTANCE-FLAPS UP
mum braking speed which will not exceed brake energy
limits. Given:
3. MAXIMUM ABORT SPEED - FLAPS TO The flaps are set to UP, air temperature is 28 °C, field pres-
sure altitude is 4000 feet, takeoff weight is 6500 pounds,
Given: runway gradient is 2% up, and there is a 20 knot headwind.
The flaps are set to TO, air temperature 20 °C, pressure alti- Find:
tude is 4000 feet, weight is 6500 pounds, runway gradient is
1.5% up, there is 7000 feet of runway available, the runway Distance to lift-off and obstacle clearance distance and take-
is wet (RCR 12), and there is a 10 knot headwind. off speeds
Find: Solution:
Maximum abort speed Enter air temperature grid on Figure A3-7 at 28 °C. Trace
right to 4000-foot field pressure altitude line, reflect down
Solution: to the baseline of the weight slider. Trace down, following
the guidelines and maintaining the correct ratio to 6500
Enter air temperature grid on Figure A3-4 at 20 °C. Trace pounds. Trace straight down to the baseline of the runway
right to the 4000-foot pressure altitude line, and reflect gradient slider. Maintaining the correct ratio between the
down to the weight slider baseline. Maintaining the correct guidelines, trace up to 2% uphill. Trace straight down to the
ratio between the guidelines, trace through to 6500 pounds. baseline of the wind slider. Maintaining the correct ratio
Trace straight down to the baseline of the runway available between the guidelines, trace down to 20 knot headwind
slider. Maintaining the correct ratio between the guidelines, component. Trace down to the baseline of obstacle height
trace through to 7000 feet. Trace straight down to the base- slider, and read ground run to lift-off as 2400 feet. Maintain-
line of the runway gradient slider. Maintaining the correct ing the correct ratio between the guidelines, trace down to
ratio between the guidelines, trace up to 1.5% up. Trace an obstacle height of 50 feet and read to distance over 50-ft
straight down to the baseline of the wind slider. Maintaining obstacle as 3770 feet. Look at the takeoff speeds table on
A3-4
the chart for 6500 pounds to find Vg of 94 KIAS, and VOBS Solution:
of 116 KIAS.
Enter air temperature grid on Figure A3-10 at 28 °C. Trace
6. CLIMB GRADIENT FOR OBSTACLE CLEARED right to 6000-foot pressure altitude. The Standard Instru-
ment Departure states, in this hypothetical example, that one
Given: must have a 600 ft/nm climb rate for 10,000 feet pressure
altitude. Trace back, maintaining the correct ratio for the
The air temperature is 28 °C, pressure altitude is 6000 feet, STD guidelines from 6000 to 10,000 feet. Trace straight
and weight is 6500 pounds. SID requirement is 600 ft/nm down to the weight slider baseline. Maintaining the correct
for 10,000-foot pressure altitude. ratio between the weight guidelines, trace through to 6500,
then trace straight down and read the climb gradient of 690
Find: ft/nm.
Determine if SID is met.
A3-5
MINIMUM POWER AT 60 KIAS

ASSOCIATED CONDITIONS AIRPLANE : T-6B
TAKEOFF POWER ENGINE : PT6A-68
NP AT 100% (2000 RPM) DATE : MAY 2008
ACCURATE AT 60 KIAS DATA BASIS : FLIGHT TEST
ENGINE TORQUE - PERCENT
IOAT
ºC -2000 SEA 500 FT 1000 1500 2000 4000 6000 8000
FT PA LVL PA PA FT PA FT PA FT PA FT PA FT PA FT PA
17 100 100 100 100 100 100 100 100 100

18 100 100 100 100 100 100 100 100 98
19 100 100 100 100 100 100 100 100 97
20 100 100 100 100 100 100 100 100 96
21 100 100 100 100 100 100 100 100 94
22 100 100 100 100 100 100 100 100 93
23 100 100 100 100 100 100 100 100 92
24 100 100 100 100 100 100 100 99 90
25 100 100 100 100 100 100 100 99 89
26 100 100 100 100 100 100 100 97 88
27 100 100 100 100 100 100 100 96 86
28 100 100 100 100 100 100 100 94 85
29 100 100 100 100 100 100 100 93 83
30 100 100 100 100 100 100 100 91 82
31 100 100 100 100 100 100 99 90 81
32 100 100 100 100 100 100 98 88 79
33 100 100 100 100 100 100 96 87 78
34 100 100 100 100 100 100 94 85 76
35 100 100 100 100 100 100 93 84 75
36 100 100 100 100 100 100 91 82 74
37 100 100 100 100 100 99 90 81 72
38 100 100 100 100 100 97 88 79 71
39 100 100 100 100 98 96 87 78 69
40 100 100 100 99 96 94 85 76 68
41 100 100 99 97 94 92 83 75 67
42 100 100 97 95 93 91 82 73 65
43 100 98 96 93 91 89 80 72 64
44 100 96 94 92 89 87 79 70 62
45 100 94 92 90 88 86 77 69 61
46 100 93 90 88 86 84 76 67 60
47 100 91 89 86 84 82 74 66 58
48 99 89 87 85 83 81 73 64 57
49 97 87 85 83 81 79 71 63 55
50 95 86 83 81 79 77 70 62 54
51 93 84 82 80 78 76 68 60 53
52 91 82 80 78 76 74 67 59 51
53 89 80 79 77 75 73 65 57 50
54 87 79 77 75 73 71 64 56 48
55 86 77 75 73 72 70 62 54 47
56 84 76 74 72 70 68 61 53 46
57 82 74 72 70 69 67 59 51 44
PHAATO011B
Figure A3-1. Minimum Power Required for Takeoff at 60 KIAS

A3-6
BRAKE ENERGY LIMITS/

MAXIMUM BRAKING SPEED
ALL FLAP SETTINGS ENGINE : PT6A-68
POWER IDLE DATE : MAR 2OO8
NOTE:
BRAKE ENERGIES EXCEEDING 3.96 MILLION
FT-LB MAY RESULT IN LOSS OF BRAKING
-20 -30
8
6
4
FIE
-20
LD
0
SL
PR
-2
ES
-10
SU
20
AIR TEMPERATURE ~ °C
AIR TEMPERATURE ~ °F
EAR
0
L T IT
40
UD
10
E~
100
60
0F
20
EE
T
80
30
100
40
120 50
MAX TAKEOFF WEIGHT - 6900 LBS BASELINE
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
120
BRAKE APPLICATION SPEED ~ KIAS
110
BASELINE
100
90
80
BASELINE
0
COMPONENT
TAIL
10
~ KNOTS
WIN
LIMIT 3.96
D
WIND
IN D
W
PHAATO001A
20 AD
HE
30
40
1 2 3 4 5 6 7 8
BRAKE ENERGY ~ MILLION FOOT-POUNDS
Figure A3-2. Brake Energy Limits/Maximum Braking Speed

A3-7
MAXIMUM ABORT SPEED - FLAPS UP

SET 3O% TORQUE ENGINE : PT6A-68
RELEASE BRAKES AND SET TAKEOFF POWER DATE : MAR 2OO8
ABORT TAKEOFF AT OR BELOW ABORT SPEED DATA BASIS : FLIGHT TEST
MAXIMUM BRAKING WITHOUT SKIDDING TIRES & ESTIMATE
HARD SURFACE RUNWAY
8
-20 -30
6
4
EE T
2
-20
SL
0
00 F
-2
~ 10
-10
20
DE
0
ITU
40
ALT
10
60 URE
20
SS
80
PRE
30
LD
100
40
FIE
120 50
MAXIMUM WEIGHT 6900 LBS BASELINE
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
BASELINE
3000
RUNWAY AVAIL. ~ FEET
4000
5000
6000
7000
8000
9000
10000
3
GRADIENT ~ %
UP
2
RUNWAY
1
BASELINE
0
DOWN
1
2
3
BASELINE
0
WIND ~ KNOTS
IND
10 ILW
TA H
E
A
20 D
W
IN
30 D
40
25 DRY BASELINE
20
RCR
15
PHAATO002A
WET
10
ICY
5
40 50 60 70 80 90 100 110 120 130 140 150 160

ABORT SPEED ~ KIAS
Figure A3-3. Maximum Abort Speed - Flaps UP
A3-8
MAXIMUM ABORT SPEED - FLAPS TAKEOFF

SET 3O% TORQUE ENGINE : PT6A-68
HARD SURFACE RUNWAY
8
-20 -30
6
4
T
FEE
2
-20
SL
0
00
-2
~ 10
-10
20
DE
0
U
40
LTIT
10
EA
60
SUR
20
RE S
80
30
DP
100
FIEL
40
120 50
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
BASELINE
3000
4000
5000
6000
7000
8000
9000
10000
3
GRADIENT ~ %
UP
2
RUNWAY
1 BASELINE
0
DOWN
1
2
3
BASELINE
0
WIND ~ KNOTS
IND
10 LW
TAI
H
EA
20
D
W
30
IN
D
40
25 DRY BASELINE
20
RCR
15
PHAATO003A
WET
10
ICY
5
40 50 60 70 80 90 100 110 120 130 140 150 160

ABORT SPEED ~ KIAS
Figure A3-4. Maximum Abort Speed - Flaps TO
A3-9
MAXIMUM ABORT SPEED - FLAPS LANDING

SET 3O% TOURQE ENGINE : PT6A-68
HARD SURFACE RUNWAY
8
-20 -30
EE T
4
2
-20
SL
0F
0
-2
0
~ 10
-10
20
DE
0
ITU
40
ALT
10
60
20 RE
SSU
80
PRE
30
LD
100
40
FIE
120 50
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
BASELINE
3000
4000
5000
6000
7000
8000
9000
3
GRADIENT ~ %
UP
2
RUNWAY
1 BASELINE
0
DOWN
1
2
3
BASELINE
0
WIND ~ KNOTS
10 IND
ILW H
TA E
A
20 D
W
IN
30 D
40
25 DRY BASELINE
20
RCR
15
PHAATO004A
WET
10
ICY
5
40 50 60 70 80 90 100 110 120 130 140 150 160

ABORT SPEED ~ KIAS
Figure A3-5. Maximum Abort Speed - Flaps LDG
A3-10
TAKEOFF AND LANDING CROSSWIND
AIRPLANE : T-6B
FLIGHT
PATH
ENGINE : PT6A-68
DATE : FEB 2OO9
DATA BASIS: ESTIMATED
60
5 KNOTS MAX, RCR = 5 (ICY)
25 KNOTS MAX, RCR = 23 (DRY)

10 KNOTS MAX, RCR = 12 (WET)
0o
50 10o
20o
W
IN
D
SP
EE
30o
D
-K
60
NO
TS
40
40o
HEADWIND COMPONENT ~ KNOTS
50
50o
30
40
60o
30
20
70o
20
10
80o
10 NWAY
TIVE TO RU
N RELA
IRECTIO
WIND D
PHAAMS017A
0 90o
0 10 20 30 40 50 60
CROSSWIND COMPONENT ~ KNOTS
Figure A3-6. Takeoff and Landing Crosswind
A3-11
TAKE-OFF DISTANCE - FLAPS UP

SET 3O% TORQUE TAKE-OFF SPEEDS ENGINE : PT6A-68
TAKE-OFF ~ KIAS DATE : MAR 2OO8
RELEASE BRAKES AND SET TAKEOFF POWER WEIGHT
TAKEOFF SPEEDS AS TABLULATED DATA BASIS : FLIGHT TEST
~ LBS VR VOBS
LANDING GEAR RETRACT AFTER LIFT-OFF
DRY, HARD SURFACE RUNWAY
69OO 96 12O
65OO 93 116
6OOO 89 112
55OO 85 1O7
-20 -30
-20
0
F IE
-10
LD
20
PR
0 ES
SU
40
RE
10 A
L
T
60 IT
U
D
20 E
~
10
00
80 FE
ET
30
8
100
40 6
4
SL
-2
120
2
50
MAX TAKEOFF WT 6900 LBS BASELINE
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
3
UP
2
GRADIENT
RUNWAY
1
~%
BASELINE
0
DOWN
1
2
3
BASELINE
0
COMPONENT
IND
TA
10 IL
~ KNOTS
WI
ND
DW
WIND
20
HEA
30
40
BASELINE
0
OBSTACLE
HEIGHT
~ FEET
DISTANCES NOT VALID FOR

INTERMEDIATE OBSTACLE HEIGHTS
PHAATO005A
50
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
DISTANCE ~ FEET
Figure A3-7. Takeoff Distance - Flaps UP

A3-12
TAKE-OFF DISTANCE - FLAPS TAKEOFF

SET 3O% TORQUE TAKE-OFF SPEEDS ENGINE : PT6A-68
TAKE-OFF ~ KIAS
WEIGHT
TAKEOFF SPEEDS AS TABLULATED ~ LBS DATA BASIS : FLIGHT TEST
LANDING GEAR RETRACT AFTER LIFT-OFF VR VOBS
69OO 93 115
65OO 9O 111
6OOO 86 1O6
55OO 82 1O2
-20 -30
-20
0
FIE
-10
LD
20
PR
ES
0
SU
40
10 RE
A
L
60 T
IT
U
20 D
E
~
10
80 00
30 FE
ET
8
100
40 6
4
SL
-2
120
2
50
6900
6700
6500
~ POUNDS
WEIGHT
6300
6100
5900
5700
5500
3
UP
2
GRADIENT
RUNWAY
1
~%
BASELINE
0
DOWN
1
2
3
BASELINE
0
COMPONENT
TAIL
10 WIN
~ KNOTS
D
WIND
D
20 IN
W
D
A
30 H
E
40
BASELINE
0
OBSTACLE
HEIGHT
~ FEET

PHAATO006A
50
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
DISTANCE ~ FEET
Figure A3-8. Takeoff Distance - Flaps TO

A3-13
TAKE-OFF DISTANCE - FLAPS LANDING

TAKE-OFF SPEEDS AIRPLANE : T-6B
SET 3O% TORQUE TAKE-OFF ~ KIAS ENGINE : PT6A-68
RELEASE BRAKES AND SET TAKEOFF POWER WEIGHT DATE : MAR 2OO8
TAKEOFF SPEEDS AS TABULATED ~ LBS VR VOBS DATA BASIS : FLIGHT TEST
LANDING GEAR RETRACT AFTER LIFT-OFF
69OO 95 115
65OO 92 111
6OOO 89 1O7
55OO 85 1O3
-20 -30
-20
0
FIE
-10
LD
20
0 PR
ES
S
40
UR
10
E
AL
TI
60 TU
DE
20 ~1
00
0F
EE
80 T
30
8
100
40 6
4
S
L
-2
120
2
50
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
3
UP
2
GRADIENT
RUNWAY
1
~%
BASELINE
0
DOWN
1
2
3
BASELINE
0
COMPONENT
10 TAIL
~ KNOTS
W IND
D
WIND
IN
20 D
W
A
E
H
30
40
BASELINE
0
OBSTACLE
HEIGHT
~ FEET

PHAATO007A
50
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
DISTANCE ~ FEET
Figure A3-9. Takeoff Distance - Flaps LDG
A3-14
CLIMB GRADIENT FOR

ASSOCIATED CONDITIONS: OBSTACLE CLEARANCE AIRPLANE : T-6B
TAKE-OFF POWER ENGINE : PT6A-68
FLAPS RETRACTED DATE : MAR 2OO8
LANDING GEAR RETRACTED DATA BASIS : FLIGHT TEST
14O KIAS
DEFOG OFF
ST
ST
D
ZERO WIND
-3
-2
0º
0
C
-30
ºC
-20
ST
D
-1
0
-10
ºC
-20
0
S
T
10
D
-10
S
20 TD
+
10
ºC
30
0
S
T
D
+
40
20
ºC
50 10
ST
D
+
30
60
ºC
ST
D
20
+
70
37
ºC
14
80
12
30
T
E
E
90
F
10
00
10
~
8
100 E
D
U
40
IT
6
T
L
A
110
E
4
R
U
S
S
E
120 2
R
P
50
S
L -2
BASELINE
6900
6700
6500
WEIGHT ~ POUNDS
6300
6100
5900
PHAACL001A
5700
5500
-200 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
CLIMB GRADIENT ~ FEET PER NAUTICAL MILE
Figure A3-10. Climb Gradient for Obstacle Clearance
A3-15/(A3-16 blank)
APPENDIX A - PART 4
CLIMB
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Climb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Factors Affecting Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Fuel to Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Distance to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Figure Title Page
Figure A4-1 Fuel to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-3
Figure A4-2 Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-4
Figure A4-3 Distance to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-5
INTRODUCTION These effects are shown on the charts as performance line at

different deviations from STD temperatures.
Climb data for determining climb performance is presented
in this section. CHART EXPLANATION
DEFINITIONS Separate charts are provided to calculate fuel required to
climb, time required to climb, and distance required to
CLIMB SPEED climb.
The recommended climb speed is close to the best rate-of- Sample problems are provided to illustrate the proper use of
climb speed. Charted performance is based on a climb speed the charts. Each chart will have a chase through line on each
of 140 KIAS for a clean configuration. chart section to indicate the proper order for use of the
charts.
CLIMB POWER
FUEL TO CLIMB
Charted performance is based on climbing at maximum
climb power (see Appendix A - Part 2, Engine Data). Figure A4-1 may be used to calculate fuel required to climb.
TIME TO CLIMB
FACTORS AFFECTING CLIMB
PERFORMANCE Figure A4-2 may be used to calculate time required to
climb.
TEMPERATURE
DISTANCE TO CLIMB
Variations in outside air temperature (OAT) from the ICAO
standard day (STD) affect time, fuel, and distance to climb. Figure A4-3 may be used to calculate distance required to
climb.
A4-1
EXAMPLE PROBLEMS perature line, reflect down to time to climb for 2000 feet
pressure altitude point (1.0 minutes). Enter initial weight
1. FUEL TO CLIMB grid at 6500 pounds, trace up to 20,000 feet pressure alti-
tude, trace right to STD +20 °C temperature line, reflect
Given: straight down to time to climb for 20,000 feet pressure alti-
tude point (10.5 minutes). Subtract the two values to obtain
Aircraft weight is 6500 pounds in a clean configuration, ini- time to climb from 2000 feet pressure altitude to 20,000 feet
tial altitude is 2000 feet pressure altitude, final altitude is pressure altitude (10.5 - 1.0 = 9.5 minutes).
20,000 feet pressure altitude on a STD +20 °C day.
For operation with defog on, obtain factor from table (1.68),
Find: and multiply time obtained previously by factor (9.5 x 1.68
= 16.0 minutes).
Fuel required to climb from initial to final altitude
3. DISTANCE TO CLIMB
Solution:
Given:
Enter weight grid on Figure A4-1 at 6500 pounds, trace up
to 2000 feet pressure altitude, trace right to STD +20 °C Aircraft weight is 6500 pounds in a clean configuration, ini-
temperature line, reflect down to fuel to climb for 2000 feet tial altitude is 2000 feet pressure altitude, final altitude is
pressure altitude point (9 pounds). Enter weight grid at 6500 20,000 feet pressure altitude, and the temperature is STD
pounds, trace up to 20,000 feet pressure altitude, trace right +20 °C day.
to STD 20 °C temperature line, reflect down to fuel to climb
for 20,000 feet pressure altitude point (93 pounds). Subtract Find:
the two values to obtain fuel to climb from 2000 feet pres-
sure altitude to 20,000 feet pressure altitude (93 - 9 = 84 Distance required to climb from initial to final altitude
pounds).
Solution:
For operation with defog on, obtain factor from table (1.45)
and multiply fuel obtained previously by factor (84 x 1.45) Enter weight grid on Figure A4-3 at 6500 pounds, following
= 121.8 pounds). the guidelines and maintaining the correct ratio, trace up to
2000 feet pressure altitude, trace right to STD 20 °C temper-
2. TIME TO CLIMB ature line, reflect down to distance to climb for 2000 feet
pressure altitude point (2 nm). Enter weight grid at 6500
Given: pounds, following the guidelines and maintaining the cor-
rect ratio, trace up to 20,000 feet pressure altitude, trace
Aircraft weight is 6500 pounds in a clean configuration, ini- right to STD 20 °C temperature line, reflect straight down to
tial altitude is 2000 feet pressure altitude, final altitude is distance to climb for 20,000 feet pressure altitude point (31
20,000 feet pressure altitude on an STD 20 °C day. nm). Subtract the two values to obtain distance to climb
from 2000 feet pressure altitude to 20,000 feet pressure alti-
Find: tude (31 - 2 = 29 nm).
Time required to climb from initial to final altitude For operation with defog on, obtain factor from table (1.69)
and multiply distance obtained previously by factor (29 x
Solution: 1.69 = 49 nm).
Enter initial weight grid on Figure A4-2 at 6500 pounds,

trace up to 2000 feet MSL, trace right to STD +20 °C tem-
A4-2
CLIMB FUEL
MAX CLIMB POWER ENGINE : PT6A-68
DATE : JUL 2OO8
NOTE CONFIGURATION(DI) SPEED DEFOG FACTOR

1. MULTIPLY CHART VALUE BY
CLEAN (DI=O) 14O KIAS OFF 1.OO
FACTOR FOR DESIRED DRAG INDEX.
2. CLIMB TO ALTITUDES ABOVE 15,OOO FT MAY NOT BE CLEAN (DI=O) 14O KIAS ON 1.45
POSSIBLE FOR CONFIGURATIONS OTHER THAN DI=O.
FLAPS UP, GEAR DOWN (DI=2O) 14O KIAS OFF 1.67
3. OPERATION WITH DEFOG ON NOT RECOMMENDED
FOR CONFIGURATIONS OTHER THAN DI=O. FLAPS DOWN, GEAR DOWN (DI=8O) 11O KIAS OFF 2.56
ºC
STD
STD - 20ºC
+ 10
31
0ºC
+2
STD
30
D
ET
ST
FE
00
~ 10
DE
ITU
ALT
R E
SU
ES
PR
25
20
15
10
5
PHAACL002B
SL
5500 5700 5900 6100 6300 6500 6700 6900 0 50 100 150 200 250 300
INITIAL CLIMB WEIGHT ~ POUNDS FUEL TO CLIMB ~ POUNDS
Figure A4-1. Fuel to Climb
A4-3
CLIMB TIME
AIRPLANE : T-6B
ENGINE : PT6A-68
ASSOCIATED CONDITIONS: DATE : JUL 2OO8
MAX CLIMB POWER DATA BASIS : FLIGHT TEST
NOTE
1. MULTIPLY CHART VALUE BY
CONFIGURATION(DI) SPEED DEFOG FACTOR
2. CLIMB TO ALTITUDES ABOVE 15,OOO FT MAY NOT BE CLEAN (DI=O) 14O KIAS OFF 1.OO
POSSIBLE FOR CONFIGURATIONS OTHER THAN DI=O.
3. OPERATION WITH DEFOG ON NOT RECOMMENDED CLEAN (DI=O) 14O KIAS ON 1.68
FOR CONFIGURATIONS OTHER THAN DI=O. FLAPS UP, GEAR DOWN (DI=2O) 14O KIAS OFF 1.69
FLAPS DOWN, GEAR DOWN (DI=8O) 11O KIAS OFF 2.58
STD - 20ºC
S TD
ºC
31
C
+ 10
0º
+2
ET 30
STD
D
FE
ST
0
00
E ~1
UD
TIT
E AL
R
SU
ES
PR
25
20
15
10
5
PHAACL003B
SL
5500 5700 5900 6100 6300 6500 6700 6900 0 10 20 30 40

INITIAL CLIMB WEIGHT ~ POUNDS TIME TO CLIMB ~ MINUTES
Figure A4-2. Time to Climb

A4-4
CLIMB DISTANCE
MAX CLIMB POWER ENGINE : PT6A-68
DATE : JUL 2OO8
NOTE CONFIGURATION(DI) SPEED DEFOG FACTOR

1. MULTIPLY CHART VALUE BY CLEAN (DI=O) 14O KIAS OFF 1.OO
2. CLIMB TO ALTITUDES ABOVE 15,OOO FT MAY NOT BE CLEAN (DI=O) 14O KIAS ON 1.69
POSSIBLE FOR CONFIGURATIONS OTHER THAN DI=O. FLAPS UP, GEAR DOWN (DI=2O) 14O KIAS OFF 1.71
3. OPERATION WITH DEFOG ON NOT RECOMMENDED
FLAPS DOWN, GEAR DOWN (DI=8O) 11O KIAS OFF 2.O6
FOR CONFIGURATIONS OTHER THAN DI=O.
0ºC
STD - 20ºC
S TD
31
C
+1
º
20
STD
+
D
T
ST
EE
0F
00
E ~1 30
UD
L TIT
EA
SUR
S
P RE
25
20
15
10
5
PHAACL004B
SL
5500 5700 5900 6100 6300 6500 6700 6900 0 20 40 60 80 100 120 140 160
INITIAL CLIMB WEIGHT ~ POUNDS DISTANCE TO CLIMB ~ NM
Figure A4-3. Distance to Climb

A4-5 / (A4-6 blank)
APPENDIX A - PART 5
CRUISE
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Average Cruise Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
VMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Max Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Maximum Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Maximum Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Long Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Factors Affecting Range Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Outside Air Temperature (OAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Flaps / Landing Gear Down Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Chart Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Constant Altitude Cruise - Speed and Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-2
Constant Altitude Cruise - Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-3
Specific Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-3
Fuel Flow Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-3
Diversion Range Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-3
Example Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-3
Figure Title Page
Figure A5-1 Constant Altitude Cruise - Speed and Time, Drag Index 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-5
Figure A5-2 Constant Altitude Cruise - Fuel, Drag Index 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-6
Figure A5-3 Constant Altitude Cruise - Speed and Time, Drag Indices 20 and 80 . . . . . . . . . . . . . . . . . . . . . .A5-7
Figure A5-4 Constant Altitude Cruise - Fuel, Drag Indices 20 and 80 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-8
Figure A5-5 Specific Range - Standard Day (15 °C), Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-9
Figure A5-6 Specific Range - Standard Day -20 °C (-5 °C), Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-10
Figure A5-7 Specific Range - Standard Day +20 °C (35 °C), Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-11
Figure A5-8 Specific Range - Standard Day (5 °C), 5000 Feet MSL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-12
Figure A5-9 Specific Range - Standard Day -20 °C (-15 °C), 5000 Feet MSL . . . . . . . . . . . . . . . . . . . . . . . A5-13
Figure A5-10 Specific Range - Standard Day +20 °C (25 °C), 5000 Feet MSL. . . . . . . . . . . . . . . . . . . . . . . . A5-14
Figure A5-11 Specific Range - Standard Day (-5 °C), 10,000 Feet MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-15
Figure A5-12 Specific Range - Standard Day -20 °C (-25 °C), 10,000 Feet MSL . . . . . . . . . . . . . . . . . . . . . . A5-16
Figure A5-13 Specific Range - Standard Day +20 °C (15 °C), 10,000 Feet MSL . . . . . . . . . . . . . . . . . . . . . . .A5-17
Figure A5-14 Specific Range - Standard Day (-15 °C), 15,000 Feet MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-18
Figure A5-16 Specific Range - Standard Day +20 °C (5 °C), 15,000 Feet MSL . . . . . . . . . . . . . . . . . . . . . . . A5-20
Figure A5-19 Specific Range - Standard Day +20 °C (-5 °C), 20,000 Feet MSL . . . . . . . . . . . . . . . . . . . . . . A5-23
Figure A5-22 Specific Range - Standard Day +20 °C (-15 °C), 25,000 Feet MSL . . . . . . . . . . . . . . . . . . . . . A5-26
Figure A5-25 Specific Range - Standard Day +20 °C (-26 °C), 31,000 Feet MSL . . . . . . . . . . . . . . . . . . . . . A5-29
A5-1
Figure A5-26 Fuel Flow Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-30

Figure A5-27 Diversion Range Summary - Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-31
Figure A5-28 Diversion Range Summary - Flaps UP, Landing Gear Extended . . . . . . . . . . . . . . . . . . . . . . . . A5-32
Figure A5-29 Diversion Range Summary - Flaps LDG, Landing Gear Extended . . . . . . . . . . . . . . . . . . . . . . A5-33
Figure A5-30 Long Range Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-34
Figure A5-31 Maximum Endurance Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-36
INTRODUCTION FACTORS AFFECTING RANGE

Cruise data for determining constant altitude cruise perfor-
PERFORMANCE
mance, including specific range, time and fuel calculations, OUTSIDE AIR TEMPERATURE (OAT)
are presented in this section.
The effects of air temperature on cruise range, altitude, spe-
DEFINITIONS cific range and mission time are shown as temperature devi-
ation curves from a standard day (STD).
AVERAGE CRUISE WEIGHT WIND
Average cruise weight as used on Figures A5-1 thru A5-4 is When winds are calm, ground speed is the same as true air-
determined by adding initial cruise weight and ending cruise speed. When flying with a headwind component, ground
weight and then dividing by 2 (e.g., initial cruise weight speed is true airspeed less the headwind component. When
6900 pounds plus ending cruise weight 6100 = 13,000 flying with a tailwind component, the opposite is true;
divided by 2 = 6500 pounds). groundspeed equals true airspeed plus the tailwind compo-
nent. Additionally, wind affects maximum range values at a
VMO constant true airspeed by reducing specific range with a
Maximum operating airspeed (see Section V, Operating headwind component, and increasing specific range with a
Limitations). tailwind component. Refer to Figure A5-30 and Figure A5-
31 for long range cruise and maximum endurance cruise
MMO information.
Maximum operating Mach number (see Section V, Operat- It is therefore advantageous to reduce time of exposure to
ing Limitations). headwind components, and increase time of exposure to tail-
wind components. To minimize/maximize the effects of
MAX CRUISE headwind/tailwind components respectively, modify maxi-
mum range cruise airspeed.
Maximum cruise power (see Appendix A - Part 2, Engine
Data). FLAPS / LANDING GEAR DOWN CRUISE
If it is necessary to establish cruise flight with the landing
MAXIMUM ENDURANCE gear extended or flaps set to LDG, use the appropriate chart
Power set to the maximum endurance speed (125 KIAS) in to determine the airspeed and range losses these configura-
level flight. This speed results in the maximum time for a tions impose on maximum range performance. Maximum
given quantity of fuel. gear and flaps extended airspeed is 150 KIAS.
MAXIMUM RANGE
CHART EXPLANATION
The speed in level flight that yields the maximum specific Charts are provided to determine: constant altitude cruise
range (maximum nautical air miles per pound of fuel). speed, time, and fuel; specific range; fuel flow conversion;
and diversion range.
LONG RANGE Sample problems are provided to illustrate the proper use of
The speed in level flight that yields 99% of the maximum the charts. Each chart will have a chase through line on each
specific range. This is a speed higher than the maximum chart section to indicate the proper order for use of the charts.
range.
CONSTANT ALTITUDE CRUISE - SPEED AND TIME
Figures A5-1 and A5-3 may be used to determine constant

altitude cruise speed and time at long range cruise.
A5-2 Change 3
CONSTANT ALTITUDE CRUISE - FUEL Reflect down, passing through and reading knots ground
speed scale (321 knots), continue to the 600 nm line of the
Figures A5-2 and A5-4 may be used to determine constant time scale. Reflect left and read the time in hours (1.9
altitude cruise fuel at long range cruise. hours).
SPECIFIC RANGE 2. CONSTANT ALTITUDE CRUISE - FUEL

Figures A5-5 through A5-25 may be used to determine spe-
cific range at increments of altitude from sea level to 31,000 Given:
feet and temperatures of STD, STD -20° C and STD + 20° Same conditions as example 1.
C at each altitude. Specific range and weight versus true air-
speed and indicated airspeed can be read from these charts. Find:
Also identified on the charts are the speeds for maximum
cruise, long range cruise, maximum range cruise, and maxi- Fuel required for long range cruise
mum endurance cruise.
Solution:
FUEL FLOW CONVERSION
Enter average weight grid on Figure A5-2 at 6500 pounds,
Figure A5-26 may be used to determine fuel flow from true trace right to the 20,000-feet pressure altitude line, reflect
airspeed and specific range. down to the baseline of the deviation from standard day
slider. Maintaining the same ratio between the guidelines,
DIVERSION RANGE SUMMARY trace to +5. Reflect down to the 1.9 hours line, and reflect
left to read fuel (715 pounds).
Figure A5-27 through A5-29 may be used to determine
diversion range. 3. SPECIFIC RANGE - SEA LEVEL, STD
EXAMPLE PROBLEMS Given:
1. CONSTANT ALTITUDE CRUISE - SPEED AND Aircraft weight is 6600 pounds and airspeed is 180 KIAS
TIME (183 KTAS).
Given: Find:
Average cruise weight = 6500 lbs Specific range
Pressure altitude = 20,000 feet Solution:
Deviation from standard day = STD +5 °C Enter indicated airspeed grid on Figure A5-5, at 180 KIAS,
trace up to 6600 pounds, reflect to the left and read the spe-
Wind = 60 knot tailwind cific range (0.368 nm/lb).
Distance = 600 nm
4. SPECIFIC RANGE - SEA LEVEL, STD -20 °C
Drag index = 0
Given:
Find:
Aircraft weight is 6900 pounds and airspeed is 187 KIAS
KTAS, ground speed, and time for long range cruise (183 KTAS).
Solution: Find:
Enter average weight grid on Figure A5-1 at 6500 pounds, Specific range
trace right to the 20,000-feet pressure altitude line, reflect
down to the baseline of the deviation from standard day Solution:
slider. Maintaining the same ratio between the guidelines,
trace back to +5. Reflect down to the baseline of the knots Enter indicated airspeed grid on Figure A5-6 at 187 KIAS,
true airspeed slider. Reflect left and read knots true airspeed trace up to 6900 pounds, reflect to the left and read the spe-
(261 knots). Reflect right to the 60 knot tailwind line. cific range (0.372 nm/lb).
A5-3
5. SPECIFIC RANGE - SEA LEVEL, STD +20 °C the fuel flow of 492 pounds per hour (lb/hr). Conversely, the
chart will solve for any one variable given the other two are
Given: known.
Aircraft weight is 6500 pounds and airspeed is 174 KIAS 7. DIVERSION RANGE SUMMARY
(183 KTAS).
Given:
Find:
Fuel remaining = 400 pounds
Specific range
Initial altitude = 20,000 feet
Solution:
Gear and flaps retracted
Enter indicated airspeed grid on Figure A5-7 at 174 KIAS,
trace up to 6500 pounds, reflect left and read the specific Defog ON
range (0.363 nm/lb). Wind = 10 knot headwind
6. FUEL FLOW CONVERSION Find:
Given: Range and time remaining with cruise at optimum altitude
True airspeed is 270 KTAS, with a specific range of 0.55 Solution:

nautical miles per pound of fuel (nm/lb).
Enter fuel remaining column on Figure A5-27 at 400
Find: pounds, move right to initial altitude 20,000 feet, trace down
to find optimum altitude (31,000 feet), continue down to
Fuel flow read range (208 NM) and time (51 minutes). Decrease range
by 5% for headwind (5% x 208 = 10.4 NM). Decrease range
Solution: by 6% for defog on (6% x 208 = 12.5 NM). Result is 208 –
Enter true airspeed grid on Figure A5-26 at 270 lb/hr, trace 10.4 – 12.5 = 185.1 nm. Decrease time by 6% for defog on
up to the 0.55 nm/lb specific range line, reflect left to read (6% x 51 = 3.1). Result is 51 – 3.1 = 47.9 minutes.
A5-4

ASSOCIATED CONDITIONS: CLEAN / DRAG INDEX = 0 AIRPLANE : T-6B
LONG RANGE CRUISE ENGINE : PT6A-68
DATE : MAR 2OO8
FOR OPERATION WITH DEFOG ON:
5 - 10
MAINTAIN SAME SPEED, UNLESS LIMITED BY MAXIMUM CRUISE POWER
31
SL
20
25
15
6900
AVERAGE WEIGHT ~ POUNDS
6700
~ 10 00 FE TITUDE
6500
ET
RE AL
6300
PRESSU
6100
5900
5700
5500
-20
STANDARD DAY (STD) ~ ºC
-10
DEVIATION FROM
BASELINE
0
10
LIMITED BY MAXIMUM CRUISE POWER SPEED

20
220
80
10
20
40
60
10
80
20
0
40
60
0
0
K
K
N
N
230
O
O
B
T
T
A
H
SE
TA
E
A
LI
IL
240
D
W
N
W
IN
IN
D
D
250
260
270
280
120 140 160 180 200 220 240 260 280 300 320 340 360 380
GROUND SPEED ~ KNOTS
0
50
100
1
200
2
TIME ~ HOURS
300
3 400
500
4
NM
60
0 C E~
TAN
DIS
PHAACR001A
5 0
70
0 00 00 00
80 10 12 14
6
Figure A5-1. Constant Altitude Cruise - Speed and Time, Drag Index 0
A5-5
CONSTANT ALTITUDE CRUISE - FUEL

CLEAN / DRAG INDEX = 0 AIRPLANE : T-6B
LONG RANGE CRUISE ENGINE : PT6A-68
DATE : MAR 2OO8

INCREASE FUEL REQUIRED BY A
FACTOR OF 1.O7.
SL
10
25
20
15
31
5
6900
T
ITUDE ~ 1000 FEE
6700
AVERAGE WEIGHT ~ POUNDS
6500
6300
PRESSURE ALT
6100
5900
5700
5500
-20
-10
DEVIATION FROM
BASELINE
0
10
20
100 TIME ~ HRS

0.2
200
300 0.4
400
0.6
FUEL ~ POUNDS
500
600
0.8
700
1.0
800
900
1.2
1000
PHAACR002A
1100 1.4
4.0 3.6 3.2 2.8 2.6 2.4 2.2 2.0 1.8 1.6
1200
Figure A5-2. Constant Altitude Cruise - Fuel, Drag Index 0

A5-6
DRAG INDICES 20 AND 80 AIRPLANE : T-6B

CONFIGURATION DRAG INDEX SPEED ENGINE : PT6A-68
DATE : MAY 2OO8
FLAPS UP DATA BASIS : FLIGHT TEST
2O 148 KIAS
GEAR DOWN
FOR OPERATION WITH DEFOG ON OR OFF:
FLAPS LANDING
GEAR DOWN
8O 15O KIAS MAINTAIN SPEED UNLESS LIMITED BY MAXIMUM CRUISE POWER.
SL
15
12
9
3
6
6900
ALTITUDE ~ 1000 FEET

6700
WEIGHT ~ POUNDS
AVERAGE GROSS
6500
PRESSURE
6300
6100
5900
5700
5500
-20
-10
DEVIATION FROM
BASELINE
0
10
20
BASELINE
20
DRAG INDEX
40
60
80
100
120
140
10
10 0K
160 0K 0K NO
NO NO T
TH T TA
E BA ILW
180 AD SE IN
W 60 40 L IN 40 80 D
IN 80 20 20 60
D E
200
50 70 90 110 130 150 170 190 210 230 250 270 290
GROUND SPEED ~ KNOTS
0
1 50
TIME ~ HOURS
0
10 CE ~ NM
2 DISTAN
0
15
3
PHAACR003A
0
50 0 0 0
30 35 40
20
2
4
Figure A5-3. Constant Altitude Cruise - Speed and Time, Drag Indices 20 and 80
A5-7
CONSTANT ALTITUDE CRUISE - FUEL
DRAG INDICES 20 AND 80 AIRPLANE : T-6B

ENGINE : PT6A-68
DATE : MAY 2OO8
CONFIGURATION DRAG INDEX SPEED
FLAPS UP
2O 148 KIAS
GEAR DOWN NOTES: 1. FOR OPERATION WITH DEFOG ON OR OFF, MAINTAIN SPEED UNLESS
LIMITED BY MAXIMUM CRUISE POWER.
FLAPS LANDING 2. FOR OPERATION WITH DEFOG ON, INCREASE FUEL READ FROM CHART
8O 15O KIAS
GEAR DOWN
BY A FACTOR OF 1.O35.
SL
15
12
3
6900
AVERAGE CRUISE WEIGHT
6700
00 FEET
6500
~ POUNDS
ALTITU ESSURE
6300
DE ~ 10
6100
5900 PR
5700
5500
-20
-10
DEVIATION FROM
BASELINE
0
10
20
BASELINE
20
DRAG INDEX
40
60
80
0
100 0.2
200
0.4
300
400 0.6
FUEL ~ POUNDS
TIME ~ HR
S
500
0.8
600
700 1.0
800
1.2
900
1.4
PHAACR004A
1000
1100
3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.6
1200
Figure A5-4. Constant Altitude Cruise - Fuel, Drag Indices 20 and 80

A5-8
SPECIFIC RANGE
STANDARD DAY (15ºC)
ASSOCIATED CONDITIONS: SEA LEVEL AIRPLANE : T-6B
FLAPS UP ENGINE : PT6A-68
LANDING GEAR RETRACTED DATE : MAR 2OO8
ZERO WIND FOR OPERATION WITH DEFOG ON: DATA BASIS : FLIGHT TEST
1. FACTOR SPECIFIC RANGE BY O.97.
2. REDUCE MAX CRUISE SPEED BY 1O KTAS.
3. REDUCE MAX RANGE AND LONG RANGE SPEED BY 5 KTAS.
0.41
MAX RANGE
0.4
LONG RANGE
0.39
0.38
E
DS
IS
RU
O UN
XC
P
0.37 ~
T
MA
IGH 00
E 55 00
W
6 0 00
SPECIFIC RANGE ~ NM PER LB OF FUEL
65
0.36
00
69
0.35
0.34
0.33
0.32
MAX ENDURANCE
0.31
0.3
0.29
PHAACR005A
0.28
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
Figure A5-5. Specific Range - Standard Day (15 °C), Sea Level
A5-9
SPECIFIC RANGE
STANDARD DAY - 20ºC (-5ºC)
ZERO WIND DATA BASIS : FLIGHT TEST
1. FACTOR CHART SPECIFIC RANGE BY O.97.
2. NO CHANGE TO MAX CRUISE SPEED.
3. REDUCE MAX RANGE AND LONG RANGE SPEEDS BY 5 KTAS.
0.4
MAX RANGE
LONG RANGE
0.39
DS
UN
PO
~ 00
0.38
HT 55
00 0
G
EI
65 0 0
6
W
ISE
0 0
69
RU
0.37
XC
MA
0.36
0.35
0.34
0.33
0.32
0.31
MAX ENDURANCE
0.3
0.29
PHAACR006A
0.28
110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270
Figure A5-6. Specific Range - Standard Day -20 °C (-5 °C), Sea Level
A5-10
SPECIFIC RANGE
STANDARD DAY + 20ºC (35ºC)

2. REDUCE MAX CRUISE SPEED BY 38 KTAS.
0.41
0.4
I SE
RU
0.39
XC
MA
0.38
0.37
0.36
DS
UN
0.35
PO
~
T
00
GH
55
EI
00
W
0.34
60
00
65
00
69
0.33
0.32
MAX ENDURANCE
0.31
0.3
0.29
PHAACR007A
0.28
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270
120 130 140 150 160 170 180 190 200 210 220 230 240 250
Figure A5-7. Specific Range - Standard Day +20 °C (35 °C), Sea Level
A5-11
SPECIFIC RANGE
STANDARD DAY (5ºC)
FLAPS UP 5000 FEET ENGINE : PT6A-68

0.47
MAX RANGE LONG RANGE
0.46
0.45 DS
UN
PO
~
T 500
IGH 5
E 00
W 60
0.44
00
65
00
69
0.43
ISE
U
CR
X
0.42
MA
0.41
0.4
0.39
MAX ENDURANCE
0.38
0.37
0.36
PHAACR008A
0.35
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290
110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
Figure A5-8. Specific Range - Standard Day (5 °C), 5000 Feet MSL
A5-12
SPECIFIC RANGE
ASSOCIATED CONDITIONS: 5000 FEET AIRPLANE : T-6B

2. NO CHANGE TO MAX CRUISE SPEEDS.
0.49
0.48
0.47
0.46
D S
UN
PO
~
00
0.45
HT
55
G
65 00
EI
60
00
W
00
69
0.44
0.43
SE
UI
CR
0.42
X
MA
0.41
0.4
0.39
0.38
0.37
MAX ENDURANCE
0.36
0.35
0.34
PHAACR009A
0.33
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270
Figure A5-9. Specific Range - Standard Day -20 °C (-15 °C), 5000 Feet MSL
A5-13
SPECIFIC RANGE
ASSOCIATED CONDITIONS: 5000 FEET AIRPLANE : T-6B

2. REDUCE MAX CRUISE BY 38 KTAS.
3. USE MAX CRUISE FOR MAX RANGE AND LONG RANGE SPEEDS.
0.48
MAX RANGE
0.47
LONG RANGE
0.46
E
UIS
CR
0.45
X
MA
0.44
0.43
S
ND
0.42
55 POU
~
00
G HT
00
0.41
EI
60
W
00
65
00
69
0.4
0.39
MAX ENDURANCE
PHAACR010A
0.38
0.37
0.36
0.35
0.34
130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280
120 130 140 150 160 170 180 190 200 210 220 230 240
Figure A5-10. Specific Range - Standard Day +20 °C (25 °C), 5000 Feet MSL
A5-14
SPECIFIC RANGE
STANDARD DAY (-5ºC)
FLAPS UP
10,000 FEET ENGINE : PT6A-68

0.55
MAX RANGE
LONG RANGE
0.54
DS
UN
0.53
PO
~
00
T
55
GH
00
EI
60
W
0.52
00
65
00
69
0.51
0.5
0.49
ISE
0.48
RU
XC
MA
0.47
0.46
0.45
MAX ENDURANCE
0.44
0.43
PHAACR011A
0.42
140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
120 130 140 150 160 170 180 190 200 210 220 230 240 250
Figure A5-11. Specific Range - Standard Day (-5 °C), 10,000 Feet MSL
A5-15
SPECIFIC RANGE
FLAPS UP

2. NO CHANGE TO MAX CRUISE SPEED.
0.56
0.55
0.54
DS
0.53
UN
PO
00
T~
55
I GH
65 0 0
0.52
00
60
WE
00
69
0.51
0.5
0.49
ISE
0.48 RU
XC
MA
0.47
0.46
MAX ENDURANCE
0.45
0.44
0.43
PHAACR012A
0.42
130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
120 130 140 150 160 170 180 190 200 210 220 230 240 250 260
Figure A5-12. Specific Range - Standard Day -20 °C (-25 °C), 10,000 Feet MSL
A5-16
SPECIFIC RANGE
ASSOCIATED CONDITIONS: 10,000 FEET AIRPLANE : T-6B

0.56
MAX RANGE
0.55
LONG RANGE
0.54
0.53
ISE
0.52
RU
XC
MA
S
0.51
ND
OU
~P
00
T
0.5
GH
55
00
EI
60
00
W
65
00
0.49
69
0.48
0.47
0.46
0.45
MAX ENDURANCE
0.44
0.43
0.42
PHAACR013A
0.41
140 150 160 170 180 190 200 210 220 230 240 250 260 270 280
120 130 140 150 160 170 180 190 200 210 220 230
Figure A5-13. Specific Range - Standard Day +20 °C (15 °C), 10,000 Feet MSL
A5-17
SPECIFIC RANGE

0.66
MAX RANGE
LONG RANGE
0.65
0.64
0.63
0.62
0.61
S
ND
OU
~P
0.6
HT
00
55
IG
WE
00
60
0.59
00
65
00
69
0.58
0.57
0.56
MAX ENDURANCE
ISE
0.55
U
CR
X
MA
0.54
0.53
0.52
PHAACR014A
0.51
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310
120 130 140 150 160 170 180 190 200 210 220 230 240
A5-18
SPECIFIC RANGE
FLAPS UP 15,000 FEET ENGINE : PT6A-68

0.66
MAX RANGE
LONG RANGE
0.65
0.64
0.63
0.62
DS
UN
PO
0.61
T~
00
IGH
55
0
60 0
WE
00
0.6
65
00
69
0.59
0.58
0.57
0.56
0.55
MAX ENDURANCE
0.54
0.53
IS E
0.52
RU
PHAACR015A
XC
MA
0.51
140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310
120 130 140 150 160 170 180 190 200 210 220 230 240 250
A5-19
SPECIFIC RANGE

2. REDUCE MAX CRUISE BY 34 KTAS.
0.65
MAX RANGE
0.64
LONG RANGE
0.63
0.62
0.61
S
ND
OU
ISE
0.6
~P
RU
00
55
T
XC
GH
00
60
MA
EI
0.59
00
W
65
00
69
0.58
0.57
0.56
0.55
0.54
MAX ENDURANCE
0.53
0.52
0.51
PHAACR016A
0.5
150 160 170 180 190 200 210 220 230 240 250 260 270 280
120 130 140 150 160 170 180 190 200 210
Figure A5-16. Specific Range - Standard Day +20 °C (5 °C), 15,000 Feet MSL
A5-20
SPECIFIC RANGE

0.73
MAX RANGE
LONG RANGE
0.72
0.71
DS
UN
PO
0.7
T~
00
GH
55
EI
00
W
60
0.69
00
65
0.68 00
69
0.67
0.66
0.65
0.64 ISE
RU
XC
0.63
MA
MAX ENDURANCE
0.62
0.61
0.6
PHAACR017A
0.59
160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320
120 130 140 150 160 170 180 190 200 210 220 230
A5-21
SPECIFIC RANGE
FLAPS UP 20,000 FEET ENGINE : PT6A-68

0.74
MAX RANGE
0.73
LONG RANGE
0.72
S
0.71
ND
OU
~P
0.7
00
HT
55
EI G
W
0 0
0.69
60
00
65
0.68
00
69
0.67
0.66
0.65
MAX ENDURANCE
0.64
0.63
0.62
0.61
0.6
0.59
0.58
E
UIS
PHAACR018A
CR
0.57
X
MA
0.56
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330
120 130 140 150 160 170 180 190 200 210 220 230 240 250
A5-22
SPECIFIC RANGE
STANDARD DAY + 20ºC (-5ºC)

3. USE MAX CRUISE SPEED FOR MAX RANGE AND LONG RANGE SPEEDS.
0.72
MAX RANGE
LONG RANGE
0.71
0.7 DS
UN
PO
~
T
G
H 00
EI 55
ISE
0.69 W
RU
XC
00
60
MA
0.68
00
65
0.67
00
69
0.66
0.65
0.64
0.63
MAX ENDURANCE
0.62
0.61
0.6
0.59
PHAACR019A
0.58
170 180 190 200 210 220 230 240 250 260 270 280 290
120 130 140 150 160 170 180 190 200

Figure A5-19. Specific Range - Standard Day +20 °C (-5 °C), 20,000 Feet MSL
A5-23
SPECIFIC RANGE
FLAPS UP

0.83
MAX RANGE
LONG RANGE
0.82
0.81
S
ND
U
PO
~
0.8
HT
00
55
G
EI
W
0.79
00
60
0.78
00
0.77 65
00
0.76 69
MAX ENDURANCE
0.75
0.74
ISE
RU
0.73
XC
MA
0.72
0.71
0.7
0.69
0.68
PHAACR020A
0.67
180 190 200 210 220 230 240 250 260 270 280 290 300 310
120 130 140 150 160 170 180 190 200

A5-24
SPECIFIC RANGE

0.83
MAX RANGE
LONG RANGE
0.82
S
0.81
ND
OU
~P
0.8
00
T
GH
55
EI
W
0.79
00
60
0.78
0 0
65
0.77
00
69
0.76
0.75
MAX ENDURANCE
0.74
0.73
0.72
0.71
0.7
0.69
0.68
0.67
E
UIS
0.66
CR
X
PHAACR021A
MA
0.65
0.64
170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330
120 130 140 150 160 170 180 190 200 210 220 230
A5-25
SPECIFIC RANGE

3. USE MAX CRUISE SPEED FOR MAX RANGE AND LONG RANGE SPEEDS.
0.83
MAX RANGE
0.82
S
ND
OU LONG RANGE
T ~P
IGH
0.81 WE 00
55
0.8
0
600
0.79
ISE
RU
XC
0.78
MA
0
650
0.77
0
690
0.76
0.75
0.74
MAX ENDURANCE
0.73
0.72
0.71
0.7
0.69
PHAACR022A
0.68
190 200 210 220 230 240 250 260 270 280 290
130 140 150 160 170 180

A5-26
SPECIFIC RANGE

1. NO CHANGE TO CHART SPECIFIC RANGE.
0.94
MAX RANGE
LONG RANGE
0.93
S
0.92 ND
U
PO
~
HT 0 0
0.91 G
EI 55
W
0.9
0.89
00
60
0.88
ISE
RU
XC
0.87
MA
MAX ENDURANCE
00
0.86 65
0.85
00
0.84 69
0.83
0.82
0.81
0.8
0.79
PHAACR023A
0.78
200 210 220 230 240 250 260 270 280 290 300
120 130 140 150 160 170 180

A5-27
SPECIFIC RANGE

0.94
MAX RANGE
LONG RANGE
0.93
D S
UN
0.92
PO
~
T
00
GH
0.91
55
EI
W
0.9
00
60
0.89
0.88
00
0.87 65
0.86
00
0.85 69
MAX ENDURANCE
0.84
0.83
0.82
0.81
0.8
0.79
E
UIS
CR
PHAACR024A
0.78
X
MA
0.77
190 200 210 220 230 240 250 260 270 280 290 300 310 320
120 130 140 150 160 170 180 190 200

A5-28
SPECIFIC RANGE

3. USE MAX CRUISE FOR MAX RANGE AND LONG RANGE SPEEDS.
0.94
0.93
0.92
0.91
N DS
OU
~P
0.9 HT
IG
WE
00
55
0.89
0.88
SE
0.87
UI
CR
X
MA
0.86 00
60
0.85
MAX ENDURANCE
0.84
0.83
00
65
0.82
0.81
0.8
00
69
0.79
PHAACR025A
0.78
0.77
210 220 230 240 250 260 270

130 140 150

A5-29
FUEL FLOW CONVERSION
800
4 45 5
0. 0.
0.3
5
35
0.2 0.
0.
5
0.5
700
0.6
5
0.6
600
0.7
5
0.7
500 0.8
0.85
FUEL FLOW ~ LB/HR
0.9
0.95
400 1.0
/ LB
NM
E~
NG
C RA
IF I
EC
SP
300
200
100
PHAAMS018A
100 150 200 250 300 350 400

Figure A5-26. Fuel Flow Conversion
A5-30
DIVERSION RANGE SUMMARY
FLAPS AND LANDING GEAR RETRACTED
STANDARD DAY AIRPLANE : T-6B
ZERO WIND (3) DRAG INDEX = 0 ENGINE: PT6A-68
DEFOG OFF (4) DATE: MAR 2008
DATA BASIS: FLIGHT TEST
FUEL REMAINING, RANGE AND TIME WITH PROCEDURE
105 LB FUEL RESERVE AT SEA LEVEL (1)
FUEL 1000 FT SL 5 10 15 20 25 31 INITIAL ALTITUDE
NMI 36 42 46 50 52 54 57 CRUISE AT INITIAL ALTITUDE TO BASE, PENE-
MIN 9 10 11 12 11 11 12 TRATION DESCENT OVER BASE. (2)
200 LB 1000 FT 10 15 15 15 20 25 31 OPTIMUM ALTITUDE
NMI 37 CLIMB TO OPTIMUM ALTITUDE, CRUISE TO PEN-
MIN 10 ETRATION DESCENT OVER BASE.
NMI 160 173 186 197 208 218 CLIMB TO OPTIMUM ALTITUDE, CRUISE TO PEN-
MIN 41 44 46 48 51 52 ETRATION DESCENT OVER BASE.
KIAS 246 223 208 189 188 179 148

CRUISE (5) KTAS 250 243 244 239 258 267 246
FF-LB/HR 650 535 462 386 375 346 284
NOTES:
1. FUEL AND TIME INCLUDED FOR CLIMB AT 140 KIAS TO OPTIMUM ALTITUDE AND PENETRATION DESCENT.
2. PENETRATION DESCENT - CLEAN CONFIGURATION, SPEEDBRAKE EXTENDED, IDLE POWER, IMN 0.67 / 250 KIAS.
3. DECREASE RANGE BY 5% FOR EACH 10 KTS OF HEADWIND.
4. FOR OPERATION WITH DEFOG ON, DECREASE RANGE AND TIME BY 6%.
5. FOR OPERATION WITH DEFOG ON, INCREASE FUEL FLOW (FF) BY 8%.
PHAACR026A
Figure A5-27. Diversion Range Summary - Clean
A5-31

FLAPS RETRACTED, LANDING GEAR EXTENDED
ZERO WIND (3) DRAG INDEX = 20 ENGINE : PT6A-68
DEFOG OFF (4) DATE : APRIL 2008
FUEL 1000 FT SL 5 10 15 INITIAL ALTITUDE
NMI 27 36 44 51 CRUISE AT INITIAL ALTITUDE TO BASE, PENETRATION DE-
MIN 11 13 16 17 SCENT OVER BASE (2)
200 LB 1000 FT SL 5 10 15 OPTIMUM ALTITUDE
NMI 33 40 46 CLIMB TO OPTIMUM ALTITUDE, CRUISE TO BASE, PENE-
MIN 13 14 16 TRATION DESCENT OVER BASE
400 LB 1000 FT 15 15 15 15 OPTIMUM ALTITUDE
NMI 127 134 140 CLIMB TO OPTIMUM ALTITUDE, CRUISE TO PENETRATION
MIN 43 44 46 DESCENT OVER BASE
KIAS 148 148 148 148

CRUISE (5) KTAS 150 162 174 188
FF-LB/HR 517 464 420 395
NOTES:
2. PENETRATION DESCENT - FLAPS RETRACTED, LANDING GEAR EXTENDED, IDLE POWER, 148 KIAS.
PHAACR027A
Figure A5-28. Diversion Range Summary - Flaps UP, Landing Gear Extended
A5-32

FLAPS LANDING, LANDING GEAR EXTENDED
ZERO WIND (3) DRAG INDEX = 80 ENGINE : PT6A-68
DEFOG OFF (4) DATE : APRIL 2008
NM 21 27 31 36 CRUISE AT INITIAL ALTITUDE TO BASE, PEN-
MIN 10 12 13 14 ETRATION DESCENT OVER BASE (2)
200 LB 1000 FT SL 5 10 15 OPTIMUM ALTITUDE
NM 23 27 31 CLIMB TO OPTIMUM ALTITUDE, CRUISE TO
MIN 10 11 12 PENETRATION DESCENT OVER BASE
KIAS 125 125 125 125

CRUISE (5) KTAS 123 132 143 154
FF-LB/HR 548 495 470 457
NOTES:
2. PENETRATION DESCENT - FLAPS LANDING, LANDING GEAR EXTENDED, IDLE POWER, 148 KIAS.
T6A79V04
Figure A5-29. Diversion Range Summary - Flaps LDG, Landing Gear Extended
A5-33
LONG RANGE CRUISE
DRAG INDEX = 0
GEAR AND FLAPS RETRACTED
ZERO WIND ZERO WIND
AVERAGE WEIGHT - 6500 LB AVERAGE WEIGHT - 6500 LB
FUEL FUEL
Altitude OAT IAS TAS FLOW Altitude OAT IAS TAS FLOW
FEET ºC KNOTS KNOTS PPH FEET ºC KNOTS KNOTS PPH
35 (STD+20) 239 251 644 15000 5 191 252 414
25 (STD+10) 245 252 652 15000 -5 188 244 398
SL 15 (STD) 246 250 650 15000 -15 189 240 388
5 (STD-10) 249 248 643 15000 -25 191 238 384
-5 (STD-20) 246 241 621 15000 -35 189 231 371
25 228 257 571 20000 -5 187 267 391
15 231 256 572 20000 -15 188 263 382
5,000 5 223 243 534 20000 -25 188 258 374
-5 227 243 535 20000 -35 187 252 363
-15 231 242 532 20000 -45 190 250 362
15 204 249 471 25000 -15 170 264 340
5 202 242 458 25000 -25 178 272 351
10,000 -5 208 244 462 25000 -35 179 267 345
-15 208 239 448 25000 -45 176 257 332
-25 206 233 435 25000 -55 175 251 323
29000 -22 152 251 302
WEIGHT EFFECTS: 29000 -32 170 274 327
1. DATA ARE GIVEN FOR 6500 LBS. TO REPRESENT AN 29000 -42 171 270 324
AVERAGE CRUISE WEIGHT. 29000 -52 173 266 319
2. MAINTAIN THE IAS FOR ANY OPERATING WEIGHT UNLESS 29000 -62 172 259 311
LIMITED BY MAXIMUM CRUISE POWER.
31000 -26 140 240 281
3. VARIATION IN FUEL FLOW DUE TO WEIGHT WILL BE WITHIN
± 5 LB/HR. 31000 -36 160 267 306
4. THE SPECIFIC RANGE WILL DECREASE UP TO 1.5% ABOVE 31000 -46 171 279 322
6500 LBS.; AND INCREASE UP TO 1.5% BELOW 6500 LBS. 31000 -56 165 263 302
31000 -66 170 265 306
DEFOG ON EFFECTS:
FOR OPERATIONS WITH DEFOG ON, SPECIFIC RANGE WILL
DECREASE BY 2% AND FUEL FLOW WILL INCREASE UP TO 20
LB/HR.
PN01D
120822AA.AI
Figure A5-30. Long Range Cruise (Sheet 1 of 2)
A5-34 Change 3
PN01D
120821AA.AI
Figure A5-30. Long Range Cruise (Sheet 2 of 2)
Change 3 A5-35
MAXIMUM ENDURANCE CRUISE
NO WIND
AVERAGE WEIGHT: 6200 LB
DRAG INDEX = 0 DRAG INDEX = 20 DRAG INDEX = 80

FLAPS UP FLAPS UP GEAR FLAPS LDG GEAR
GEAR UP DOWN DOWN
125 KIAS 125 KIAS 125 KIAS

FUEL FUEL FUEL
ALTITUDE AIR TEMP TAS TAS TAS
FLOW FLOW FLOW
(FT) DEG C KNOTS KNOTS KNOTS
(PPH) (PPH) (PPH)
-5 (STD-20) 122 414 122 450 122 532
5 (STD-10) 125 413 125 453 125 542
SL 15 (STD) 127 412 127 458 127 553
25 (STD+10) 129 413 129 466 129 564
35 (STD+20) 131 423 131 478 131 575
-15 131 363 131 398 131 478
-5 134 369 134 407 134 491
5,000 5 (STD) 136 370 136 416 136 504
15 139 374 139 425 139 516
25 141 382 141 434 141 529
-25 142 322 142 355 142 454
-15 144 325 144 363 144 465
10,000 -5 (STD) 147 333 147 375 147 480
5 150 339 150 383
15 153 347 153 390
-35 153 284 153 325
-25 156 286 156 331
15,000 -15 (STD) 159 292 159 338
-5 162 306 162 345
5 165 313 165 351
-45 166 263 45 46 10 11
-35 169 268 41 42 9 10
20,000 -25 (STD) 173 274 37 38 8 9
-15 176 280 33 34 7 8
Altitudes above 15,000 feet may not be
-5 179 290 29
possible in29 6 other than
configurations 7
-55 180 248 25 25 clean. 5 6
-45 184 253 21 21 4 5
25,000 -35 (STD) 188 259 17 17 3 4
-25 192 265 13 13 3 3
-15 195 271 8 8 2 2
-66 200 237 25 25 5 6
-56 204 243 21 21 4 5
31,000 -46 (STD) 209 249 17 17 3 4
-36 214 255 13 13 3 3
-26 218 261 8 8 2 2
NOTES:
1. Fuel Flow is given for an average w eight of 6200 lb. Increase fuel flow by 1.8% for
each 200 lb w eight above 6200 lb. Decrease fuel flow by 1.8% for each 200 lb w eight
below 6200 lb.
2. TAS is valid for all w eights.
3. For operation w ith Defog On, factor fuel flow by 1.2.
PN01D
120828AA.AI
Figure A5-31. Maximum Endurance Cruise
A5-36 Change 3
APPENDIX A - PART 6
ENDURANCE
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Maximum Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Best Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Factors Affecting Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Altitude and Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-2
Maximum Endurance - Hours Per Lb of Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-2
Figure Title Page
Figure A6-1 Maximum Endurance - Time and Fuel Required (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . A6-3
Figure A6-1 Maximum Endurance - Time and Fuel Required (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . A6-4
INTRODUCTION BEST ENDURANCE
This section provides the data required to plan and execute For any given combination of gross weight and altitude,
maximum endurance and best endurance flight for given there exists an optimum airspeed which will yield the long-
conditions. If the aircraft is below the optimum altitude, the est endurance time. This is the best endurance airspeed. The
fuel required to climb to optimum altitude must be com- endurance time available at this combination of gross
pared to the advantage of reduced fuel consumption at opti- weight, altitude, and airspeed is best endurance. When the
mum altitude. For short duration endurance, the ending altitude included in this combination is the maximum
altitude is usually the best altitude. endurance altitude, best endurance will equal maximum
endurance.
DEFINITIONS
FACTORS AFFECTING
ENDURANCE ENDURANCE
Endurance is the period of time available for the aircraft to ALTITUDE AND AIRSPEED
loiter at a constant altitude, given a particular gross weight
at the beginning of the time period and a given amount of Maintain the optimum altitude which has been determined
reserve fuel for descent and landing at the end of the time for the given gross weight. The effects of operating off-alti-
period. Endurance values do not consider distance traveled, tude for maximum endurance are more critical at high alti-
nor fuel required to climb to a higher altitude. tudes.
MAXIMUM ENDURANCE Maintain the airspeed specified for the given altitude and
gross weight.
For any given gross weight, there exists an optimum combi-
nation of airspeed and altitude which will yield the longest If it is desired to continue a mission at a high altitude after
endurance time. This is the maximum endurance altitude. completing the endurance operation, it will be beneficial to
The time available at this altitude is maximum endurance. conduct the endurance as close to the desired cruise altitude
as possible to reduce the fuel required to return to maximum
range speed and/or altitude.
A6-1
CHART EXPLANATION Find:
Charts are provided to calculate maximum endurance and Fuel required and fuel flow
fuel required.
Solution:
the charts. Each chart will have a chase through line on each Enter air temperature grid on Figure A6-1, Sheet 1, at 0 °C,
chart section to indicate the proper order for use of the trace right to the pressure altitude line of 15,000 feet, reflect
charts. down to the baseline of the weight slider baseline. Trace
through the weight slider, maintaining the same ratio
Reference to “Air Temperature” refers to ambient air tem- between guidelines until reaching 6100 pounds, then trace
peratures reported by a recognized weather source. straight down. Read transfer scale number as (312) and go
to sheet 2. Enter chart with the transfer scale number from
MAXIMUM ENDURANCE - HOURS PER LB OF the previous page (312). Trace through the drag index slider,
FUEL maintaining the same ratio between guidelines until drag
index 20 is reached. Trace straight down to the endurance
Figure A6-1 may be used to determine maximum endurance time of 1.5 hours. Reflect left to read fuel required (535 lb),
in hours per pound of fuel remaining. trace down to read fuel flow (358 lb/hr).
EXAMPLE PROBLEMS
1. MAXIMUM ENDURANCE - TIME AND FUEL
Given:
Air temperature is 0 °C, pressure altitude is 15,000 feet and

weight is 6100 pounds, drag index is 20 and endurance time
is 1.5 hours.
A6-2
MAXIMUM ENDURANCE
TIME AND FUEL
AIRPLANE : T-6B
ENGINE : PT6A-68
DATE : MAR 2OO8
CONFIGURATION DRAG ENDURANCE DATA BASIS : FLIGHT TEST
INDEX SPEED ~ KIAS
CLEAN O 125 NOTES

1. DI=2O AND DI=8O CONFIGURATIONS
GEAR DOWN 2O 125 APPLICABLE FOR OPERATIONS UP TO
15,OOO FEET.
FLAPS LANDING 8O 125 2. FOR OPERATION WITH DEFOG - ON,
GEAR DOWN SEE NOTE ON SHEET 2.
-70
1
-80
-3
-60
25
ET
-60
0 FE
-50
20
0
~ 10
-40 -40
DE
15
ITU
ALT
-20 -30
10
URE
-20
SS
5
PRE
-10
SL
20
STD
- 20
°C
0
40 STD
- 10
°C
10
60 STD
20
ST
80 D+
10
°C
30
STD
+ 20
100 °C
40
120 50
MAX WEIGHT 6900 LBS BASELINE
6900
6700
6500
WEIGHT ~ POUNDS
6300
6100
5900
PHAACR029A
5700
5500
150 200 250 300 350 400 450 500
TRANSFER SCALE
Figure A6-1. Maximum Endurance - Time and Fuel Required (Sheet 1 of 2)
A6-3
MAXIMUM ENDURANCE
TIME AND FUEL
AIRPLANE : T-6B
ENGINE : PT6A-68
DATE : MAR 2OO8
NOTE: FOR OPERATION WITH DEFOG ON,
FACTOR FUEL AND FUEL FLOW BY 1.2.
TRANFSER SCALE
150 200 250 300 350 400 450 500 550 600
20
DRAG INDEX
40
60
80
100
200
0.5
300
400
500
FUEL ~ POUNDS
1.0
600
700
800
1.5
900 EN
DU
RA
NC
E
TI
ME
1000 ~
HO
UR
S
PHAACR030A
1100
2.
0
3. 2.
3
4.
5
5.
0
4.
.5
0
0
1200
150 200 250 300 350 400 450 500 550 600
FUEL FLOW ~ POUNDS/HOUR
Figure A6-1. Maximum Endurance - Time and Fuel Required (Sheet 2 of 2)
A6-4
APPENDIX A PART 7
DESCENT
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Descent Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Maximum Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Penetration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Rapid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Enroute Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Maximum Range Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Penetration Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-2
Rapid Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-2
Figure Title Page
Figure A7-1 Enroute Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
Figure A7-2 Maximum Range Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5
Figure A7-3 Penetration Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-6
Figure A7-4 Rapid Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7
INTRODUCTION TEMPERATURE
Data for determining descent performance is presented in Variations in air temperature (OAT) from the ICAO standard
this section. day (STD) affect time, fuel, and distance to descend, but
only by a small amount. The descent charts are applicable
for any temperature condition.
DESCENT SPEEDS
ENROUTE
CHART EXPLANATION
Set power and configuration as required to maintain a 4000 Charts are provided to calculate time, distance, enroute,
fpm descent rate. Attain 220 KIAS during the descent. maximum range, penetration, and rapid descents.

MAXIMUM RANGE the charts. Each chart will have a chase through line on each
Set power as required to maintain a 1500 fpm descent rate. chart section to indicate the proper order for use of the
Attain 180 KIAS during the descent. charts.
PENETRATION ENROUTE DESCENT
Idle power, gear and flaps retracted, speed brake extended. Figure A7-1 may be used to calculate speed, time, distance,
Airspeed 250 KIAS/0.67 indicated Mach number (IMN) and fuel required for an enroute descent from a given alti-
maximum. tude.
RAPID MAXIMUM RANGE DESCENT
Idle power, gear and flaps retracted, speed brake extended. Figure A7-2 may be used to calculate speed, time, distance,
Maintain 316 KIAS/0.67 IMN maximum. and fuel required for a maximum range descent from a
given altitude.
A7-1
PENETRATION DESCENT Repeat for 4000 feet, and read time to descend (2.7 min-
utes), fuel to descend (18.5 pounds), and distance to
Figure A7-3 may be used to calculate speed, time, distance, descend (9 nm).
and fuel required for a penetration descent from a given alti-
tude. Subtract 4000 feet results from 26,000 feet results. Time to
descend from 26,000 feet to 4000 feet (17.3 - 2.7 = 14.6
RAPID DESCENT minutes), fuel to descend (105 - 18.5 = 86.5 pounds), and
distance to descend (68.5 - 9 = 59.5 nm).
Figure A7-4 may be used to calculate speed, time, distance,
and fuel required for a rapid descent from a given altitude. 3. PENETRATION DESCENT
EXAMPLE PROBLEMS Given:
1. ENROUTE DESCENT Initial altitude is 26,000 feet pressure altitude, aircraft

weight is 6000 pounds, final altitude is 4000 feet pressure
Given: altitude.
Initial altitude is 26,000 feet pressure altitude, final altitude Find:

is 4000 feet pressure altitude.
Time, fuel, and distance to descend
Find:
Solution:
Solution: trace right to 6000 pound reflector, reflect down and read
time to descend (3.1 minutes), fuel to descend (8.5 pounds),
Enter pressure altitude grid on Figure A7-1 at 26,000 feet, and distance to descend (17.4 nm).
trace right to reflector, reflect down and read time to
descend (6.5 minutes), fuel to descend (37 pounds), and dis- Repeat for 4000 feet, and read time to descend (0.4 min-
tance to descend (31 nm). utes), fuel to descend (0.8 pounds), and distance to descend
(3 nm).
Repeat for 4000 feet, and read time to descend (1.0 minute),
fuel to descend (6 pounds), and distance to descend (4 nm). Subtract 4000 feet results from 26,000 feet results. Time to
descend from 26,000 feet to 4000 feet (3.1 - 0.4 = 2.7 min-
Subtract 4000 feet results from 26,000 feet results. Time to utes), fuel to descend (8.5 - 0.8 = 7.7 pounds), and distance
descend from 26,000 feet to 4000 feet (6.5 - 1.0 = 5.5 min- to descend (17.4 - 3 = 14.3 nm).
utes), fuel to descend (37 - 6 = 31 pounds), and distance (31
- 4 = 27 nm). 4. RAPID DESCENT
2. MAX RANGE DESCENT TO LOWER ALTITUDE Given:
Given: Initial altitude is 26,000 feet pressure altitude, aircraft

weight is 6000 pounds, final altitude is 4000 feet pressure
Initial altitude is 26,000 feet pressure altitude, final altitude altitude.
is 4000 feet pressure altitude.
Find:
Find:
Solution:
Solution:
Enter pressure altitude grid on Figure A7-2 at 26,000 feet, trace right to 6000 pound reflector, reflect down and read
trace right to reflector, reflect down and read time to time to descend (1.7 minutes), fuel to descend (4.7 pounds),
descend (17.3 minutes), fuel to descend (105 pounds), and and distance to descend (11.1 nm).
distance to descend (68.5 nm).
A7-2
Repeat for 4000 feet, and read time to descend (0.3 min- Subtract 4000 feet results from 26,000 feet results. Time to
utes), fuel to descend (0.6 pounds), and distance to descend descend from 26,000 feet to 4000 feet (1.7 - 0.3 = 1.4 min-
(2.3 nm). utes), fuel to descend (4.7 - 0.6 = 4.1 pounds), and distance
to descend (11.1 - 2.3 = 8.8 nm).
A7-3
ENROUTE DESCENT
TIME, FUEL AND DISTANCE AIRPLANE : T-6B
POWER AS REQUIRED TO MAINTAIN DATE : MAR 2OO8
4OOO FPM RATE OF DESCENT DATA BASIS : FLIGHT TEST
22O KIAS DESCENT SPEED
LANDING GEAR UP
FLAPS UP
SPEEDBRAKE IN
35
30
25
PRESSURE ALTITUDE ~ 1000 FEET
20
15
10
5
PHAADE001A
0 1 2 3 4 5 6 7 8 9
TIME TO DESCEND ~ MINUTES
0 5 10 15 20 25 30 35 40 45
FUEL TO DESCEND ~ POUNDS
0 5 10 15 20 25 30 35 40 45
DISTANCE TO DESCENT ~ NAUTICAL MILES
Figure A7-1. Enroute Descent
A7-4
MAXIMUM RANGE DESCENT

POWER AS REQUIRED TO MAINTAIN DATE : MAR 2OO8
15OO FPM RATE OF DESCENT DATA BASIS : FLIGHT TEST
18O KIAS DESCENT SPEED
LANDING GEAR UP
FLAPS UP
SPEEDBRAKE IN
35
30
25
20
15
10
5
PHAADE002A
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
Figure A7-2. Maximum Range Descent
A7-5
PENETRATION DESCENT
IDLE POWER ENGINE : PT6A-68
25O KIAS DESCENT SPEED DATE : APR 2OO9
LANDING GEAR UP DATA BASIS : FLIGHT TEST
FLAPS UP
SPEEDBRAKE OUT
35
0 0 DS
UN
PO
00
00
00
55
69
65
60
~
T
GH
EI
30
W
25
20
15
10
5
PHAADE003B
0 1 2 3 4 5
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
0 2 4 6 8 10 12 14 16 18 20 22 24
Figure A7-3. Penetration Descent
A7-6
RAPID DESCENT
IDLE POWER ENGINE : PT6A-68
TABULATED DESCENT SPEEDS DATE : APR 2OO9
LANDING GEAR UP DATA BASIS : FLIGHT TEST
DESCENT
FLAPS UP ALTITUDE SPEED
SPEEDBRAKE OUT ~ FT ~ KIAS
31,OOO 247
25,OOO 282
NOTE: 2O,OOO 312
SPEEDS IN TABLE ARE 19,OOO 315
MMO(I)O.67 OR 315 KIAS. SL 315
35
DS
UN
PO 00
00
~
69
55
HT
G
EI
30 W
25
20
15
10
5
PHAADE004B
0 0.5 1 1.5 2 2.5

0 1 2 3 4 5 6 7 8
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Figure A7-4. Rapid Descent
A7-7/(A7-8 blank)
APPENDIX A - PART 8
APPROACH AND LANDING
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Runway Condition Reading (RCR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Air Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Landing Ground Roll Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Total Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Factors Affecting Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Wind Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Go-Around Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Speeds - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Speeds - Flaps TO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Speeds - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Figure Title Page
Figure A8-1 Landing Distance - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-4
Figure A8-2 Landing Distance - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-5
Figure A8-3 Landing Distance - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-6
INTRODUCTION lowing illustrates the relationship between RCR and ICAO

reports:
Approach and landing data for determining landing perfor-
mance is presented in this section.
DEFINITIONS RUNWAY ICAO RCR

CONDITION REPORT
RUNWAY CONDITION READING (RCR) Dry Good 23
RCR is a measure of the braking friction coefficient. RCR is Wet Medium 12
given as a whole number. Values vary from 26 (the maxi-
mum braking friction coefficient), to 2 (the minimum brak- Icy Poor 05
ing friction coefficient). This value is used to define the
braking characteristics for various runway surface condi- AIR DISTANCE
tions. The reported RCR is therefore a factor in determining
any performance data which involves braking. Some air- Air distance is the ground distance covered from the 50-foot
fields report runway braking characteristics in accordance obstacle height to touchdown.
with ICAO standards (good, medium, and poor). The fol-
LANDING GROUND ROLL DISTANCE
Landing ground roll distance is the ground distance covered

from touchdown to full stop using maximum braking proce-
dures.
A8-1
TOTAL LANDING DISTANCE 1. Configure the airplane to the appropriate landing flap
configuration and extend the landing gear
Total landing distance is the sum of air distance and ground
roll distance. The charts as presented provide total landing 2. Establish the final approach speed and adjust power as
distance, and a factor to calculate the ground roll. required to achieve an approach angle of 3 ° prior to
the 50-foot obstacle height
FACTORS AFFECTING APPROACH 3. At 50 feet, reduce to idle power and touchdown with a
minimum of flare
AND LANDING
4. When firmly on the runway, initiate the maximum
WIND CORRECTIONS braking possible without skidding the tires and con-
tinue to full stop
Accounting for wind when planning approach and landing
requires that the wind direction and speed be known. The CHART EXPLANATION
headwind, tailwind, or crosswind component can then be
determined using the Takeoff and Landing Crosswind chart Charts are provided to determine the total landing distance
in Part 3. over a 50-ft obstacle. Landing ground roll can be calculated
as a factor of the total distances.
Headwind and Tailwind
A sample problem is provided on the Flaps Landing chart to
The wind grids include factors of 50% for steady state head- illustrate the proper use of the charts. The other landing dis-
winds and 150% for steady state tailwinds. Reported wind tance charts are arranged the same.
components may therefore be applied directly to the chart.
Reference to “Air Temperature” refers to ambient air tem-
Crosswind peratures reported by a recognized weather source.
When determining the crosswind component, enter the LANDING SPEEDS - FLAPS LDG
Takeoff and Landing Crosswind chart with the sum of the
steady wind value plus the gust increment. The maximum Figure A8-1 presents landing distances and landing
demonstrated dry runway crosswind for takeoff and landing approach speeds with the flaps set to LDG.
is 25 knots.
LANDING SPEEDS - FLAPS TO
Gusts Figure A8-2 presents landing distances and landing
The gust increment is obtained from ground meteorological approach speeds with the flaps set to Takeoff (TO).
sources. It is the difference between the reported steady
wind velocity and the reported peak gust velocity. Increase LANDING SPEEDS - FLAPS UP
landing threshold and touchdown speeds by 50% of the gust Figure A8-3 presents landing distances and landing
increment up to a maximum increase of 10 knots. approach speeds with the flaps set to UP.
GO-AROUND PLANNING
EXAMPLE PROBLEMS
The decision to go-around should be made as early as possi-
ble, to provide adequate time for the engine to spool up and 1. LANDING DISTANCE - FLAPS LDG
the propeller to produce usable thrust. Time and fuel allow-
ances for a normal go-around are 5 minutes and 60 pounds Given:
of fuel.
Air temperature is 7 °C, pressure altitude 4000 feet, landing
LANDING DISTANCE weight is 5500 pounds, runway gradient is 2% up, there is a
10 knot headwind and RCR is 12 (wet).
The total landing ground distance from the 50-foot obstacle
height to full stop with LDG flaps is presented in Figure Find:
A8-1. To attain the charted distances, maximum braking
should be used once the aircraft is firmly on the ground. Total landing distance over 50-foot obstacle and landing
Charted landing performance is predicated on the following ground roll distance
assumptions:
A8-2
Solution: trace straight down to the baseline of the wind slider. Main-
taining the same ratio between guidelines, trace through to
Enter air temperature grid on Figure A8-1 at 7 °C, trace an RCR of 12. Trace straight down and find the total dis-
right to the 4000-feet pressure altitude line, and reflect tance over 50-ft obstacle = 3200 feet. Calculate the landing
down to the baseline of the weight slider baseline. Maintain- ground roll by factoring the total landing distance by 0.91.
ing the same ratio between guidelines, trace through to 5500 Landing ground roll = 2912. Read the final approach speed
pounds, and trace straight down to the reference line of the from the table as 95 KIAS.
runway gradient slider baseline. Maintaining the same ratio
between guidelines, trace in the up direction to +2% and
A8-3
LANDING DISTANCE - FLAPS LANDING AIRPLANE : T-6B
FINAL APPROACH SPEED AS TABULATED LANDING FINAL ENGINE : PT6A-68
3° GLIDE SLOPE DESCENT TO 5O FT WEIGHT APPROACH DATE : APRIL 2OO9
IDLE POWER AT 5O FT ~ LBS SPEED ~ KIAS DATA BASIS : FLIGHT TEST
MINIMUM FLARE AT TOUCHDOWN 69OO 1O6 NOTES:
MAXIMUM BRAKING WITHOUT 65OO 1O3 1. TAILWIND CORRECTIONS NOT RELIABLE FOR ICY RUNWAYS.
SKIDDING TIRES 6OOO 99 2. GROUND ROLL IS APPROX. 91% OF TOTAL DISTANCE OVER
HARD SURFACE RUNWAY 55OO 95
5O-FT OBSTACLE.
-20 -30 6 8
4
FIEL
-20 2
0
D
SL
PRE
-2
-10
SSU
20
RE
0
AL T
40
ITU
10
DE
60
~ 10
20
00 FE
80
30
TE
100
40
120 50
MAX LANDING WT 6900 LBS BASELINE
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
3
2
UP
GRADIENT
RUNWAY
1
BASELINE
~%
0
DOWN
1
2
3
BASELINE
0
COMPONENT
ND
10
~ KNOTS
WI
WIND
TA
IL
AD
20 WIN
D
HE
30
40
25 DRY BASELINE
20
RCR
15
WET
PHAALD001B
10
ICY
5
0 1000 2000 3000 4000 5000 6000 7000 8000

TOTAL LANDING DISTANCE OVER 50-FT OBSTACLE ~ FEET
Figure A8-1. Landing Distance - Flaps LDG
A8-4
LANDING DISTANCE - FLAPS TAKEOFF
FINAL APPROACH SPEED AS TABULATED LANDING FINAL AIRPLANE : T-6B
3° GLIDE SLOPE DESCENT TO 5O FEET WEIGHT APPROACH ENGINE : PT6A-68
IDLE POWER AT 5O FEET ~ LBS SPEED ~ KIAS DATE : APRIL 2OO9
MINIMUM FLARE AT TOUCHDOWN DATA BASIS : FLIGHT TEST
69OO 112
MAXIMUM BRAKING WITHOUT 1O8 NOTES:
65OO
SKIDDING TIRES 6OOO 1O3 1. TAILWIND CORRECTIONS NOT RELIABLE FOR ICY RUNWAYS.
HARD SURFACE RUNWAY 55OO 99 2. GROUND ROLL IS APPROX. 89% OF TOTAL DISTANCE OVER
5O-FT OBSTACLE.
-20 -30
6 8
4
FIEL
-20 2
0
DP
SL
RES
-2
-10
S UR
20
EA
0
LTIT
40
U DE
10
60
~ 10
20
00
F EE
80
30
T
100
40
120 50
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
3
2
UP
GRADIENT
RUNWAY
1
~%
BASELINE
0
DOWN
1
2
3
BASELINE
0
D
COMPONENT
WIN
10
~ KNOTS
WIND
AD
20 T AIL
WIN
HE
30
40
25 BASELINE
DRY
20
RCR
15
WET
PHAALD002B
10
ICY
5
0 1000 2000 3000 4000 5000 6000 7000 8000

Figure A8-2. Landing Distance - Flaps TO
A8-5
LANDING DISTANCE - FLAPS UP
FINAL APPROACH SPEED AS TABULATED AIRPLANE : T-6B
LANDING FINAL
3°GLIDESLOPE DESCENT TO 5O FEET APPROACH ENGINE : PT6A-68
WEIGHT
IDLE POWER AT 5O FT ~ LBS SPEED ~ KIAS DATE : APRIL 2OO9
MINIMUM FLARE AT TOUCHDOWN DATA BASIS : FLIGHT TEST
69OO 115 NOTES:
MAXIMUM BRAKING WITHOUT 65OO 112
SKIDDING TIRES 1. TAILWIND CORRECTIONS NOT RELIABLE FOR ICY RUNWAYS.
6OOO 1O8
HARD SURFACE RUNWAY 55OO 1O3
2. GROUND ROLL IS APPROX. 9O% OF TOTAL DISTANCE OVER
5O-FT OBSTACLE.
-20 -30
6 8
4
FI E
-20 2
LD
0 SL
PR
-2
E
-10
SS
20
UR
EA
0
L
40
TIT
UD
10
E~
60
100
20
0F
80
EE
30
T
100
40
120 50
6900
6700
WEIGHT ~ POUNDS
6500
6300
6100
5900
5700
5500
3
2
UP
GRADIENT
RUNWAY
1
~%
BASELINE
0
DOWN
1
2
3
BASELINE
0
D
COMPONENT
IN
10
~ KNOTS
W
WIND
AD
20 TA
IL
HE
WIN
D
30
40
25 DRY BASELINE
20
RCR
15
WET
PHAALD003B
10
ICY
5
0 1000 2000 3000 4000 5000 6000 7000 8000

Figure A8-3. Landing Distance - Flaps UP
A8-6
APPENDIX A - PART 9
MISSION PLANNING
TABLE OF CONTENTS
Title Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Mission Planning Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Takeoff and Landing Data (TOLD) Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Weight and CG Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Steady State Turn Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Available Load (G) Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Weight and CG Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-2
Figure Title Page
Figure A9-1 Mission Planning Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-2
Figure A9-2 Sample Takeoff and Landing Data (TOLD) Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-7
Figure A9-3 Weight and Balance Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-8
Figure A9-4 Sustained Turn Rate Versus Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-9
Figure A9-5 Sustained Turn Radius Versus Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-10
Figure A9-6 Available Load (G) Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-11
Figure A9-7 Crew Weight and Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-12
Figure A9-8 Baggage Weight and Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-13
Figure A9-9 Usable Fuel Weight and Moment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-14
Figure A9-10 Center of Gravity Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-15
Figure A9-11 Weight and CG Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-16
INTRODUCTION MISSION PLANNING SUMMARY
Mission planning is a critical part of every flight. This pro- Figure A9-1 presents a summary of the mission planning
cedure begins with assignment of the aircraft and includes, example.
but is not limited to, the determination of fuel required, cal-
culation of the weight and balance profile for the entire TAKEOFF AND LANDING DATA (TOLD) CARD
flight, ensuring compliance with weight and balance limita- Figure A9-2 presents a takeoff and landing data (TOLD)
tions, takeoff and landing runway requirements, flight per- card.
formance, flight planning, and crew briefings. Refer to the
appropriate Section or Appendix Part for limitations and WEIGHT AND CG VERIFICATION
performance data.
Figure A9-3, Weight and CG Verification, may be used to
CHART EXPLANATION determine the Zero Fuel Weight, Ramp Weight, Takeoff
Weight, and Takeoff CG of the aircraft.
Charts are provided to plan takeoff and landing require-
ments, steady state turn performance, and aircraft loading. STEADY STATE TURN PERFORMANCE
Sample problems are provided to illustrate the proper use of Figure A9-4 and Figure A9-5 may be used to determine
the charts. Each chart will have a chase through line to indi- steady state turn performance.
cate the proper order for use of the charts.
AVAILABLE LOAD (G) FACTOR
Figure A9-6 may be used to determine available load (G).
A9-1
Segment Initial Final Fuel Air- Time Total Range Total Comments
Wt. Wt. (lbs) speed (Min) Time (nm) Range
(lbs) (lbs) (KIAS) (Min) (nm)
Takeoff 6950 6900 50 96/120 - 0 0 0 Takeoff distance, flaps to 3900 feet
Climb 6900 6820 80 140 9 9 30 30 Climb from 6000 feet to 25,000 feet
Cruise 6820 6470 350 179 60 69 304 334 Cruise at 25,000 feet (max range)
Descent 6470 6367 103 180 17 86 66 400 Descend from 25,000 feet to SL (max range)
Climb 6367 6347 20 140 2 88 5 - Climb from SL to 5000 feet
Loiter 6347 6172 175 125 30 118 61 - Loiter at 5000 feet, 30 min. (max endurance)
Descent 6172 6170 2 220 0.3 118.3 1 - Descend from 5000 feet to 4000 feet
(enroute)
Landing 6170 6170 - 100 - - - - Landing distance. Flaps LDG 4350 feet (wet
runway)
Figure A9-1. Mission Planning Summary
WEIGHT AND CG DIAGRAM Find:
Figure A9-10 may be used to determine safe loading of the Plan a 400 nm mission (climb, cruise, and descend). Takeoff
aircraft. given the above departure conditions, climb to 25,000 feet,
cruise at long range cruise speed, and descend to sea level
EXAMPLE PROBLEMS (400 nm total). Climb to 5000 feet, loiter at max endurance
for 30 minutes, descend to 4000 feet, and land given the
1. MISSION PLANNING EXAMPLE above destination conditions.
Given: Solution:
Departure Conditions OAT CORRECTION (FIGURE A1-8)
Departure runway 5000 feet takeoff distance available, 6000 On the ground, the temperature correction is 7 °C. with a 20
feet pressure altitude, air temperature 20 °C (STD + 17 °C), °C true OAT day, find IOAT = 27 °C on the ground.
1% uphill runway gradient, 20 knot wind 20° relative to
runway, RCR 23, flaps TO, and SID requirement of 600 FT/ MINIMUM POWER REQUIRED FOR TAKEOFF
MIN at 10,000 feet. (FIGURE A3-1)
Enroute Conditions Enter table at 27 °C and 6000 feet pressure altitude. Find
required takeoff engine torque = 96%.
Forecast air temperature at sea level: 35 °C (STD + 20 °C).
TAKEOFF AND LANDING CROSSWIND (FIGURE
Forecast air temperature at 5000 feet: 20 °C (STD + 15 °C). A3-6)
Forecast air temperature at 25,000 feet: -35 °C (STD + 0 To determine wind conditions for takeoff, enter chart at a 20
°C). Forecast wind at 25,000 feet: 60 knot tailwind. knot wind, 20° relative to runway, find a 19 knot headwind
component, 7 knot crosswind component.
Destination Conditions
To determine the wind conditions for landing, enter chart at
Destination runway 5000 feet landing distance available, 25 knot wind, 40 ° relative to runway. Find 19 knots head-
4000 feet pressure altitude, air temperature 30 °C (STD + wind component and 16 knots crosswind component.
23 °C), 1% downhill runway gradient, 25 knot wind 40° rel-
ative to runway, RCR 12 (wet), and flaps LDG.
A9-2
TAKEOFF DISTANCE - FLAPS TAKEOFF CLIMB FUEL (FIGURE A4-1)
(FIGURE A3-7)
Enter chart at 6900 pounds. Trace up to 25,000 feet, then
Enter chart at 20 °C air temperature and trace right to 6000 trace right to STD +0 °C. Trace down to fuel to climb scale
feet pressure altitude. Trace down to weight baseline, read and read fuel to climb from sea level to 25,000 feet = 110
6900 pounds, and continue down to runway gradient base- pounds. Enter chart again at 6900 pounds. Trace up to 6000
line. Trace up, following the guide lines to 1.0% up gradi- feet, then trace right to STD +0 °C. Trace down to fuel to
ent. Trace down to wind componend baseline. Trace down, climb scale and read fuel climb from sea level to 6000 feet =
following the headwind guidelines to 19 knots. Trace down 30 pounds. Calculate fuel to climb from 6000 feet to 25,000
to obstacle height baseline. Continue down and read ground feet = 110 - 30 = 80 pounds.
roll as 2450 feet. From obstacle height baseline, trace down,
following the obstacle height correction lines and read total CLIMB TIME (FIGURE A4-2)
distance over 50-FT obstacle as 3900 feet.
Enter chart at 6900 pounds. Trace up to 25,000 feet, then
Read takeoff speeds from the table of speeds versus weights trace right to STD +0 °C. Trace down to time to climb scale
at the top of the chart: and read time to climb from sea level to 25,000 feet = 12
minutes. Enter chart again at 6900 pounds. Trace up to 6000
VRotation = 93 KIAS feet, then trace right to STD + 17 °C. Trace down to time to
VObstacle clearance = 115 KIAS climb scale and read time climb from sea level to 6000 feet
= 3 minutes. Calculate time to climb from 6000 feet to
LANDING DISTANCE - FLAPS LANDING 25,000 feet = 12 - 3 = 9 minutes.
(IMMEDIATELY AFTER TAKEOFF) (FIGURE A8-1)
CLIMB DISTANCE (FIGURE A4-3)
Enter chart at 20 °C air temperature and trace right to 6000
feet pressure altitude. Trace down to weight baseline, read Enter chart at 6900 pounds. Trace up to 25,000 feet, then
6900 pounds and continue down to the runway gradient trace right to STD +0 °C. Trace down to distance to climb
baseline. Trace up, following the guide lines to 1.0% up gra- scale and read distance to climb from sea level to 25,000
dient. Trace down to wind componend baseline. Trace feet = 35 NM. Enter chart again at 6900 pounds. Trace up to
down, following the headwind guidelines to 19 knots. Trace 6000 feet, then trace right to STD + 17 °C. Trace down to
down to RCR baseline, read 23 RCR and continue down and distance to climb scale and read distance to climb from sea
read total landing distance over 50-ft obstacle = 4500 feet. level to 6000 feet = 5 NM. Calculate distance to climb from
6000 feet to 25,000 feet = 35 - 5 = 30 NM.
Calculate the approximate ground roll as 4500 x 91% =
4095 feet. The max range descent is independent of weight and may be
determined next.
Read final approach speed from table of speeds versus
weights at the top of the chart. VAPP = 106 KIAS at 6900 MAXIMUM RANGE DESCENT (FIGURE A7-2)
pounds.
Enter chart at 25,000 feet. Trace right to the performance
Repeat this procedure for Flaps TO and Flaps UP. line. Trace down to time to descend scale and read time to
descend to sea level = 16.7 minutes (round up to 17 min-
Flaps TO (Figure A8-2): Landing distance over 50-ft obsta- utes). Continue down to the fuel to descend scale and read
cle = 4800 feet. VAPP = 112 KIAS. fuel to descend to sea level = 102.5 pounds (round up to 103
Flaps UP (Figure A8-3): Landing distance over 50-ft obsta- pounds). Continue down to distance to descend and read
cle = 5100 feet. VAPP = 115 KIAS. distance to descend to sea level = 66 NM. If the destination
altitude was other than sea level, the chart would have been
CLIMB GRADIENT FOR OBSTACLE CLEARANCE entered a second time at the destination altitude in a manner
(FIGURE A3-10) similar to climb charts.
Enter chart at 20 °C air temperature and 6000 feet pressure Calculate long range cruise speed from Specific Range
altitude. Trace back through following the STD temperature charts.
(dashed) lines to 10,000 feet, maintaining STD +17 °C rela-
tionship. Trace down to weight baseline, read 6900 pounds, SPECIFIC RANGE, STD, 25,000 FEET (FIGURE A5-
and continue down to climb gradient and read 780 FT/NM 20)
This is greater than the given stan¬dard instrument depar- Estimate average cruise weight. Start cruise weight is 6900 -
ture (SID) requirement of 600 FT/NM at 10,000 feet. 80 = 6820 pounds.
A9-3
Assume 6700 pounds and enter chart at the intersection of CLIMB TIME (FIGURE A4-2)
the long range cruise line and 6700 pounds. Read specific
range = 0.768 NM/Lb. Read true airspeed = 267 KTAS. Enter chart at 6397 pounds. Trace up to 5000 feet, then trace
Read indicated airspeed = 179 KIAS. If the forecast temper- right to STD + 25 °C. Trace down to time to climb scale and
ature is not equal to one of the 25,000 feet chart tempera- read time to climb from sea level to 5000 feet = 2 minutes.
tures, then read a second specific range chart in the same
manner and interpolate for the cruise performance parame- CLIMB DISTANCE (FIGURE A4-3)
ters. Enter chart at 6397 pounds. Trace up to 5000 feet, then trace
Calculate cruise distance at 25,000 feet = 400 NM mission right to STD+25 °C. Trace down to distance to climb scale
minus climb minus descent = 400 - 30 - 66 = 304 NM. and read distance to climb from sea level to 5000 feet = 5
NM.
Calculate time at cruise altitude 25,000 feet in zero wind =
distance divided by true airspeed = 304 ÷ 267 = 1.14 hours MAXIMUM ENDURANCE - TIME AND FUEL
(68 minutes). REQUIRED (FIGURE A6-1)
Calculate fuel required at cruise altitude 25,000 feet in zero The maximum endurance time and fuel information are pre-
wind = distance divided by specific range = 304 ÷ 0.768 = sented as two charts with a common transfer scale on the
396 pounds. first chart used to facilitate entering the second chart. They
are identified as sheet 1 of 2, and sheet 2 of 2.
Average cruise weight is adjusted to 6900 - ( 396 + 80) ÷ 2
= 6661 pounds. Enter sheet 1 of 2 at 5°C and trace right to 5000 feet pres-
sure altitude. (Alternately, the chart could be entered at the
CONSTANT ALTITUDE CRUISE - SPEED AND intersection of 5000 feet and STD temperature dash line.)
TIME, (FIGURE A5-1) AND CONSTANT ALTITUDE Trace down, following the transfer scale guidelines to 6337
CRUISE - FUEL, (FIGURE A5-2) pounds. Trace down to transfer scale and read 374.
Enter Speed and Time chart at average weight 6661 pounds Enter the top of sheet 2 of 2 at 374 and trace down to the
and trace right to 25,000 feet. Trace down to the deviation endurance time 0.5 hours (30 minutes). Trace left to the fuel
from STD baseline, and continue to trace down to the head- scale and read endurance fuel required = 190 pounds. Loiter
wind/tailwind baseline. Trace left and read true airspeed = was planned for the clean configuration and no drag index
267 knots. Also trace right from baseline to 60 knot tailwind correction was needed.
line. Trace down and read ground speed = 327 knots. Con-
tinue to trace down to the distance lines. Locate the intersec- Endurance speed at all weights is 125 KIAS.
tion of 304 NM, trace left and read time = 0.9 hour.
ENROUTE DESCENT (FIGURE A7-1)
Enter Fuel chart at average weight 6661 pounds and trace
right to 25,000 feet. Trace down to the deviation from STD Enter chart at 5000 feet. Trace right to the performance line.
baseline, and continue to trace down to the time lines. Trace down to time to descend scale and read time to
Locate the intersection of 0.9 hours, trace left and read fuel descend to sea level = 1.3 minutes. Continue down to the
= 320 pounds. fuel to descend scale and read fuel to descend to sea level =
8 pounds. Continue down to distance to descend and read
Tailwind reduces cruise time 14 minutes and fuel burn by 76 distance to descend to sea level = 5 NM. Enter chart again at
pounds. If average cruise weight differs significantly, repeat 4000 feet. Trace right to the performance line. Trace down
process with new average weight. to time to descend scale and read time to descend to sea
level = 1 minute. Continue down to the fuel to descend to
DETERMINE FUEL FOR LOITER AT 5000 FEET sea level = 6 pounds. Continue down to distance to descend
and read distance to descend to sea level = 4 NM. Calculate
Climb from SL to 5000 feet. Determine the weight at the the fuel to descend = 8 - 6 = 2 pounds. Calculate time to
end of the 400 NM mission by substracting the total fuel descend = 1.3 - 1 = 0.3 min. Calculate distance to descend =
required from the starting weight. 6900 - 80 - 320 - 103 = 5 - 4 = 1 NM.
6397 pounds.
LANDING - FLAPS LANDING (FIGURE A8-1)
CLIMB FUEL (FIGURE A4-1)
Determine the landing weight as 6900 - 110 - 350 - 103 - 20
Enter chart at 6397 pounds. Trace up to 5000 feet, then trace - 170 - 2 = 6145 pounds.
right to STD + 25 °C. Trace down to fuel to climb scale and
read fuel to climb from sea level to 5000 feet = 20 pounds. Find approach speed.
A9-4
Enter chart at 30 °C air temperature and trace right to 4000 4. AVAILABLE LOAD (G) FACTOR
feet pressure altitude. Trace down to weight baseline, con-
tinue down following the weight correction lines to 6145 Given:
pounds. Trace down to the runway gradient baseline, then
trace down, following the guide lines to 1.0% down gradi- Airspeed is 160 KIAS, pressure altitude is SL, and aircraft
ent. Trace down to wind componend baseline. Trace down, weight is 6500 pounds.
following the headwind guidelines to 19 knots. Trace down
to RCR baseline, then trace down following the RCR guide- Find:
lines to RCR =12. Trace down and read total landing dis- Available load (G) factor
tance over 50-ft obstacle = 4600 feet.
Calculate the approximate ground roll as 4600 x 91% = Solution:

4186 feet. Enter indicated airspeed grid on Figure A9-5 at 160 KIAS
Read final approach speed from table of speeds versus and trace right to the SL pressure altitude line. Trace down
weights at the top of the chart. VAPP = 99 at 6000 pounds. to the baseline of the weight correction lines. Trace down,
VAPP = 103 at 6500 pounds. By interpolation, VAPP = 100 following the weight guidelines to 6500 pounds. Trace
KIAS. down and read the available load factor = 2.9 Gs.
Repeat this procedure for Flaps TO and Flaps UP. 5. TAKEOFF WEIGHT AND CENTER OF GRAVITY
Flaps TO: Landing distance over 50-ft obstacle = 5200 feet. Given:
VAPP = 105 KIAS.
Front pilot weighs 205 pounds (nude weight) and the rear
Flaps UP: Landing distance over 50-ft obstacle = 6300 feet. pilot weighs 245 pounds (nude weight), both pilots will be
VAPP = 109 KIAS wearing summer gear. Fuel quantity will be by single point
fueling with JP-8/Jet A fuel (1100 pounds) and the crew will
2. SUSTAINED TURN RATE be carrying 50 pounds of baggage. The basic empty weight
(BEW) is 5091 pounds at a moment of 840,180 pound-
Given: inches (165.03 inches aft of datum). The basic empty
Airspeed is 182 KIAS and pressure altitude is 10,000 feet. weight is a value unique to each airplane. Refer to Chart C
of the aircraft to identify the basic empty weight and
Find: moment.
Sustained turn rate Find:
Solution: Zero Fuel Weight and Fuselage Station, Ramp Weight,

Takeoff Weight, and Takeoff Fuselage Station
Enter indicated airspeed grid on Figure A9-4 at 182 knots,
trace up to 10,000 feet pressure altitude line, reflect left to Solution
read sustained turn rate (11.3 deg/sec).
1. Input the Basic Empty Weight (BEW), weight and
3. SUSTAINED TURN RADIUS moment from Chart C of the aircraft using Figure A9-
3.
Given:
NOTE
Airspeed is 187 KIAS and pressure altitude is 10,000 feet.
The airplane will not load outside the Zero
Fuel Weight & Balance Envelope or the
Find:
Fueled Weight & Balance Envelope with any
Sustained turn radius valid loading of pilots, baggage and fuel
when the Basic Empty Weight from Chart C
Solution: of the aircraft is:
a. Less than 5225 pounds for Singlepoint Presure
Enter indicated airspeed grid on Figure A9-5 at 187 knots,
Refuel (SPR 1100 pounds) or 5125 pounds for
trace up to 10,000 feet pressure altitude line, reflect left to
Overwing Gravity Refuel (OGR 1200 pounds)
read sustained turn radius (1970 feet).
b. Greater than 4850 pounds
A9-5
c. Aft of Fuselage Station (F.S.) 164.92 inches within the noted limits using Figure A9-11. If it is out
(19.18 %MAC) of limits, then weight and balance must be managed
d. Forward of a line from Fuselage Station 164.92 at by adjusting the loading of pilots, baggage, or fuel.
4850 pounds to Fuselage Station 165.22 (19.64 8. Input the takeoff usable fuel weight by subtracting 50
%MAC) at 5225 pounds pounds form the startup usable fuel weight (Item 6)
2. Input the front pilot weight and moment (nude + gear) and use Figure A9-9 to look up the appropriate take-
using Figure A9-7. Ensure that the pilot weight (nude off usable fuel moment.
+ gear) is within the limits of 131.8 pounds to 265.4 9. Calculate the Takeoff Weight (TOW) by adding the
pounds. ZFW (Item 5) and the takeoff usable fuel (Item 8)
3. Input the rear pilot weight and moment (nude + gear) weights and moments columns and using Figure A9-
using Figure A9-7. Ensure that the pilot weight (nude 10 to look up the Fuselage Station (inches). Ensure
+ gear) is within the limits of 131.8 pounds to 265.4 that the Takeoff Weight & Balance is within the noted
pounds. limits using Figure A9-11. If it is out of limits, then
weight and balance must be managed by adjusting the
4. Input weight and moment of baggage to be carried in loading of pilots, baggage, or fuel.
the baggage compartment using Figure A9-8. Ensure
that the baggage weight is within the limits of 0 to 80 To Verify Weight and CG:
pounds.
5. Calculate the Zero Fuel Weight & Balance by adding Item 5, Zero Fuel Weight (ZFW) is 5627 pounds, which is
the BEW (Item 1), forward pilot (Item 2), aft pilot below the limit of 5850 pounds. The ZFW Moment is
(Item 3), and baggage (Item 4) weights and moments 947,561 pound-inches, which is just less than the 5600
columns and use Figure A9-10 to look up the Fuse- pound, 947,632 pound-inch ZFW aft limit from Figure A9-
lage Station (inches). Ensure that the Zero Fuel 10. If the ZFW exceeded 5850 pounds or the balance limits,
Weight & Balance is within the noted limits using then the pilot or baggage loading must be adjusted.
Figure A9-11. If it is out of limits, then weight and
balance must be managed by adjusting the loading of To calculate the ZFW Fuselage Station (Item 5): Fuselage
pilots or baggage. Station (Inch) = Zero Fuel Moment (Pound-Inch) divided by
Zero Fuel Weight (Pound). The result was F.S. = (947,561 ÷
5627) = 168.40 inches aft of datum. Review Figure A9-11
NOTE
to discover this station is within the allowable range for this
The airplane will not load outside the Fueled weight.
Weight & Balance Envelope with any valid
loading of any valid fuel type at any temper- Item 7, Ramp and Taxi Weight (R&TW), is 6727 pounds,
ature between -40 °C (-40 °F) and +50 °C which is below the limit of 6950 pounds. The R&TW
(+122 °F) when the Zero Fuel Weight & Bal- Moment is 1,134,207 pound-inches, which is just less than
ance of the aircraft is: the 6700 pound, 1,134,645 pound-inch R&TW aft limit
from Figure A9-10. If the R&TW exceeded 6950 pounds or
a. Less than 5850 pounds for Single Point Presure the balance limits, then the pilot, baggage, or fuel loading
Refuel (SPR 1100 pounds) or 5750 pounds for must be adjusted.
Overwing Gravity Refuel (OGR 1200 pounds)
b. Greater than 4800 pounds Item 9, Takeoff Weight (TOW) is 6677 pounds, which is
below the limit of 6900 pounds. The TOW Moment is
c. Aft of Fuselage Station 164.80 inches (19.00
1,125,673 pound-inches, which is just less than the 6650
%MAC)
pound, 1,126,178 pound-inch TOW aft limit from Figure
d. Forward of Fuselage Station 169.22 inches (25.80 A9-11. If the TOW exceeded 6900 pounds or the balance
%MAC) limits, then the pilot, baggage, or fuel loading must be
6. Input the startup usable fuel weight and moment using adjusted.
Figure A9-9. Ensure the startup usable fuel is within
the limits of 0 to 1200 pounds. To calculate the Fuselage Station at takeoff (Item 9): Fuse-
7. Calculate Ramp and Taxi Weight & Balance (R&TW) lage Station (Inch) = Takeoff Moment (Pound-Inch) divided
by adding the ZFW (Item 5) and the startup usable by Takeoff Weight (Pound). The result was F.S. =
fuel (Item 6) weights and moments columns and using (1,125,673 ÷ 6677) = 168.59 inches aft of datum. Review
Figure A9-10 to look up the Fuselage Station (inches). Figure A9-11 to discover this station is within the allowable
Ensure that the Ramp and Taxi Weight & Balance is range for this weight.
A9-6 Change 2
T-6B TAKEOFF AND LANDING DATA (TOLD) CARD

CONDITIONS
TAKEOFF LANDING
GROSS WEIGHT LBS LBS
OAT °C °C
FIELD PRESSURE
FT FT
ALTITUDE
WIND COMPONENT KNOTS KNOTS
RUNWAY CONDITION
RCR RCR
READING
RUNWAY LENGTH FT FT
TAKEOFF
TAKEOFF DISTANCE FT
ROTATION SPEED
KIAS
(VR/VOBS)
LANDING
IMMEDIATELY AFTER DESTINATION
TAKEOFF
APPROACH SPEED
KIAS KIAS
FLAPS LDG
LANDING DISTANCE FT FT
APPROACH SPEED
KIAS KIAS
FLAPS TO
APPROACH SPEED
KIAS KIAS
FLAPS UP
Figure A9-2. Sample Takeoff and Landing Data (TOLD) Card
A9-7
Weight and Balance Verification

Weight and Balance Limitations Load Planning Configuration
Item Weight Station Weight Station Moment Reference
(Pounds) (Inches) (Pounds) (Inches) (Pound-Inch)
1. Basic Empty Weight & Balance 5091 165.03 840,180 Aircraft Chart C
2. Front Pilot 131.8 to 265.4 F.S. 162.60 223 36,260 Figure A9-7 (Nude + Gear)
3. Rear Pilot 131.8 to 265.4 F.S. 218.90 263 57,571 Figure A9-7 (Nude + Gear)
4. Baggage 0 to 80 F.S. 271.00 50 13,550 Figure A9-8
5. Zero Fuel Weight & Balance 4800 to 5850 164.80 to 169.22 5627 168.40 947,561 Item 5 = Items 1 + 2 + 3 + 4
1100 (SPR)
6. Startup Usable Fuel
1200 (OGR)
1100 186,646 Figure A9-9
7. Ramp and Taxi Weight & Balance 6950 (Max) 165.45 to 169.35 6727 168.61 1,134,207 Item 7 = Items 5 + 6
1100 (SPR) Item 8 = Item 6 Weight

8. Takeoff Usable Fuel
1200 (OGR)
1050 178,112 Figure A9-9
9. Takeoff Weight & Balance 6900 (Max) 165.45 to 169.35 6677 168.59 1,125,673 Item 9 = Items 5 + 8
Figure A9-3. Weight and Balance Verification
A9-8 Change 2
SUSTAINED TURN RATE VERSUS AIRSPEED

MAXIMUM POWER ENGINE : PT6A-68
FLAPS UP DATE : AUG 2OO8
STANDARD DAY
BASED ON MAX TAKEOFF WEIGHT LESS FUEL TO CLIMB TO ALTITUDE

22
21
20
19
PR
ES
SU
RE
18
AL
LIMIT
TI
TU
17
DE
SL
S TA L L
~
FE
ET
16
50
00
15
10
14 ,0
00
SUSTAINED TURN RATE ~ DEG/SEC
OR
13 CT
FA
AD
15 LO
,0 G
12 0 0 2 .5
11
10 20
,0
00
9
G
2.0
8 25
,00
0
7
6
31,
000
5 1.5 G
2
PHAAMS001A
50 100 150 200 250 300

Figure A9-4. Sustained Turn Rate Versus Airspeed
A9-9
SUSTAINED TURN RADIUS VERSUS AIRSPEED

MAXIMUM POWER ENGINE : PT6A-68
FLAPS UP DATE : AUG 2OO8
STANDARD DAY
BASED ON MAX TAKEOFF WEIGHT LESS FUEL TO CLIMB TO ALTITUDE

6000
5500
G
1.5
1.5 G
5000
00
31,0
4500
00
25,0
00
ET
20,0
UDE ~ FE
0
15,00
10,000
5000
4000
SL
RE ALTIT
SUSTAINED TURN RADIUS ~ FEET
3500
PRESSU
3000
2.
0
STAL
LO
L LIMIT
AD
2500
FA
CT
O
R
2000
2.5 G
1500
1000
500
PHAAMS002A
50 100 150 200 250 300

Figure A9-5. Sustained Turn Radius Versus Airspeed
A9-10
AVAILABLE LOAD FACTOR AIRPLANE : T-6B

ENGINE : PT6A-68
DATE : MAR 2OO8
DATA BASIS : ESTIMATED
320
15
10
310 20
5
300
290 SL
25
280
270
T
260 29
E
E
F
0
0
250 31
10
~
E
240
D
U
IT
230 T
L
A
E
R
220
U
S
S
E
R
210
P
200
190
180
170
160
150
140
130
120
110
100
90
80
BASELINE
6900
6700
6500
WEIGHT ~ POUNDS
7.0 G LIMIT
6300
6100
5900
PHAAMS003A
5700
5500
1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5

AVAILABLE LOAD FACTOR ~ G
Figure A9-6. Available Load Factor
A9-11
Crew Weight and Moment

Pilot Summer Gear Pilots Winter Gear Pilots
Nude + Gear Front Pilot Rear Pilot + Gear Front Pilot Rear Pilot
Weight Weight F.S. 162.60 F.S. 218.90 Weight F.S. 162.60 F.S. 218.90
(Pound) (Pound) Moment/100 (Pound-Inch) (Pound) Moment/100 (Pound-Inch)
103 131.8 214 288 134.0 218 293
106 134.8 219 295 137.1 223 300
110 138.9 226 304 141.1 230 309
113 142.0 231 311 144.2 235 316
116 145.0 236 318 147.3 240 322
120 149.1 242 326 151.4 246 331
123 152.2 247 333 154.5 251 338
126 155.3 252 340 157.6 256 345
129 158.3 257 347 160.6 261 352
132 161.4 262 353 163.7 266 358
135 164.5 267 360 166.8 271 365
138 167.5 272 367 169.9 276 372
141 170.6 277 373 173.0 281 379
144 173.7 282 380 176.1 286 385
147 176.8 287 387 179.1 291 392
150 179.8 292 394 182.2 296 399
153 182.9 297 400 185.3 301 406
156 186.0 302 407 188.4 306 412
160 190.1 309 416 192.5 313 421
163 193.1 314 423 195.6 318 428
166 196.2 319 429 198.6 323 435
169 199.3 324 436 201.7 328 442
172 202.3 329 443 204.8 333 448
175 205.4 334 450 207.9 338 455
178 208.5 339 456 211.0 343 462
181 211.6 344 463 214.1 348 469
184 214.6 349 470 217.1 353 475
187 217.7 354 477 220.2 358 482
190 220.8 359 483 223.3 363 489
193 223.8 364 490 226.4 368 496
196 226.9 369 497 229.5 373 502
200 231.0 376 506 233.6 380 511
203 234.1 381 512 236.6 385 518
206 237.1 386 519 239.7 390 525
210 241.2 392 528 243.8 396 534
213 244.3 397 535 246.9 401 540
216 247.3 402 541 250.0 406 547
219 250.4 407 548 253.1 411 554
222 253.5 412 555 256.1 416 561
225 256.6 417 562 259.2 422 567
228 259.6 422 568 262.3 427 574
231 262.7 427 575 265.4 432 581
Enter the table with the pilot nude weight, using the columns for summer or winter gear, determine the nude weight + gear
weight. Determine the moment for the front or aft pilot as appropriate. Use linear interpolation for intermediate weights.
Figure A9-7. Crew Weight and Moment
A9-12 Change 2
Baggage Weight and Moment

Fuselage Station 271.00
Weight Moment Weight Moment
(Pound) (Pound-Inch) (Pound) (Pound-Inch)
1 271 41 11,111
2 542 42 11,382
3 813 43 11,653
4 1,084 44 11,924
5 1,355 45 12,195
6 1,626 46 12,466
7 1,897 47 12,737
8 2,168 48 13,008
9 2,439 49 13,279
10 2,710 50 13,550
11 2,981 51 13,821
12 3,252 52 14,092
13 3,523 53 14,363
14 3,794 54 14,634
15 4,065 55 14,905
16 4,336 56 15,176
17 4,607 57 15,447
18 4,878 58 15,718
19 5,149 59 15,989
20 5,420 60 16,260
21 5,691 61 16,531
22 5,962 62 16,802
23 6,233 63 17,073
24 6,504 64 17,344
25 6,775 65 17,615
26 7,046 66 17,886
27 7,317 67 18,157
28 7,588 68 18,428
29 7,859 69 18,699
30 8,130 70 18,970
31 8,401 71 19,241
32 8,672 72 19,512
33 8,943 73 19,783
34 9,214 74 20,054
35 9,485 75 20,325
36 9,756 76 20,596
37 10,027 77 20,867
38 10,298 78 21,138
39 10,569 79 21,409
40 10,840 80 21,680
Enter the table with the baggage weight, select the moment associated with that weight. Use linear interpolation for interme-
diate weights.
Figure A9-8. Baggage Weight and Moment
A9-13
Usable Fuel Weight and Moment

Nominal Density Jet A, Jet A1, Jet B, JP-4, JP-5, and JP-8 at -40 oC to +50oC
Weight Moment Weight Moment Weight Moment
(Pound) (Pound-Inch) (Pound) (Pound-Inch) (Pound) (Pound-Inch)
10 1,681 410 69,204 810 137,182
20 3,363 420 70,899 820 138,886
30 5,045 430 72,594 830 140,590
40 6,728 440 74,289 840 142,294
50 8,411 450 75,984 850 143,998
60 10,094 460 77,679 860 145,703
70 11,777 470 79,375 870 147,408
80 13,461 480 81,071 880 149,112
90 15,145 490 82,768 890 150,817
100 16,829 500 84,464 900 152,523
110 18,514 510 86,161 910 154,228
120 20,199 520 87,859 920 155,933
130 21,885 530 89,556 930 157,639
140 23,570 540 91,254 940 159,344
150 25,256 550 92,952 950 161,050
160 26,943 560 94,650 960 162,756
170 28,629 570 96,349 970 164,462
180 30,316 580 98,047 980 166,168
190 32,004 590 99,746 990 167,874
200 33,691 600 101,446 1,000 169,580
210 35,379 610 103,145 1,010 171,286
220 37,068 620 104,845 1,020 172,992
230 38,756 630 106,545 1,030 174,699
240 40,445 640 108,245 1,040 176,405
250 42,134 650 109,946 1,050 178,112
260 43,824 660 111,646 1,060 179,819
270 45,514 670 113,347 1,070 181,525
280 47,204 680 115,048 1,080 183,232
290 48,895 690 116,750 1,090 184,939
300 50,585 700 118,451 1,100 186,646
310 52,276 710 120,153 1,110 188,352
320 53,968 720 121,855 1,120 190,059
330 55,660 730 123,557 1,130 191,766
340 57,352 740 125,260 1,140 193,473
350 59,044 750 126,962 1,150 195,180
360 60,737 760 128,665 1,160 196,887
370 62,430 770 130,368 1,170 198,594
380 64,123 780 132,071 1,180 200,300
390 65,816 790 133,775 1,190 202,007
400 67,510 800 135,478 1,200 203,714
Enter the table with the fuel weight, select the associated moment. Use linear interpolation for intermediate weights.
Figure A9-9. Usable Fuel Weight and Moment
A9-14
Fuselage Station Determination

Weight Fuselage Station (Inch) = Moment (Pound-Inch) Aircraft Weight (Pound)
(Pound) 164.67 164.80 164.97 165.12 165.26 165.41 165.45 166.00 167.00 168.00 169.00 169.22 169.35
6950 1,149,878 1,15 3,700 1,160,650 1,167,600 1,174 ,550 1,176,079 1 ,176,983
6900 1,141,3 29 1,141,605 1,14 5,400 1,152,300 1,159,200 1,166 ,100 1,167,618 1 ,168,515
6850 1,132,031 1,133,0 59 1,133,333 1,13 7,100 1,143,950 1,150,800 1,157 ,650 1,159,157 1 ,160,048
6800 1,123,768 1,124,7 88 1,125,060 1,12 8,800 1,135,600 1,142,400 1,149 ,200 1,150,696 1 ,151,580
6750 1,115,505 1,116,5 18 1,116,788 1,12 0,500 1,127,250 1,134,000 1,140 ,750 1,142,235 1 ,143,113
6700 1,107,242 1,108,2 47 1,108,515 1,11 2,200 1,118,900 1,125,600 1,132 ,300 1,133,774 1 ,134,645
6650 1,098,048 1,098,979 1,099,9 77 1,100,243 1,10 3,900 1,110,550 1,117,200 1,123 ,850 1,125,313 1 ,126,178
6600 1,089,792 1,090,716 1,091,7 06 1,091,970 1,09 5,600 1,102,200 1,108,800 1,115 ,400 1,116,852 1 ,117,710
6550 1,081,536 1,082,453 1,083,4 36 1,083,698 1,08 7,300 1,093,850 1,100,400 1,106 ,950 1,108,391 1 ,109,243
6500 1,073,280 1,074,190 1,075,1 65 1,075,425 1,07 9,000 1,085,500 1,092,000 1,098 ,500 1,099,930 1 ,100,775
6450 1,064, 057 1,065,024 1,065,927 1,066,8 95 1,067,153 1,07 0,700 1,077,150 1,083,600 1,090 ,050 1,091,469 1 ,092,308
6400 1,055, 808 1,056,768 1,057,664 1,058,6 24 1,058,880 1,06 2,400 1,068,800 1,075,200 1,081 ,600 1,083,008 1 ,083,840
6350 1,047, 560 1,048,512 1,049,401 1,050,3 54 1,050,608 1,05 4,100 1,060,450 1,066,800 1,073 ,150 1,074,547 1 ,075,373
6300 1,039, 311 1,040,256 1,041,138 1,042,0 83 1,042,335 1,04 5,800 1,052,100 1,058,400 1,064 ,700 1,066,086 1 ,066,905
6250 1 ,030,000 1,031, 063 1,032,000 1,032,875 1,033,8 13 1,034,063 1,03 7,500 1,043,750 1,050,000 1,056 ,250 1,057,625 1 ,058,438
6200 1 ,021,760 1,022, 814 1,023,744 1,024,612 1,025,5 42 1,025,790 1,02 9,200 1,035,400 1,041,600 1,047 ,800 1,049,164 1 ,049,970
6150 1 ,013,520 1,014, 566 1,015,488 1,016,349 1,017,2 72 1,017,518 1,02 0,900 1,027,050 1,033,200 1,039 ,350 1,040,703 1 ,041,503
6100 1 ,005,280 1,006, 317 1,007,232 1,008,086 1,009,0 01 1,009,245 1,01 2,600 1,018,700 1,024,800 1,030 ,900 1,032,242 1 ,033,035
6050 996,254 997,040 998, 069 998,976 999,823 1,000,7 31 1,000,973 1,00 4,300 1,010,350 1,016,400 1,022 ,450 1,023,781 1 ,024,568
6000 988,020 988,800 989, 820 990,720 991,560 992,4 60 992,700 99 6,000 1,002,000 1,008,000 1,014 ,000 1,015,320 1 ,016,100
5950 979,787 980,560 981, 572 982,464 983,297 984,1 90 984,428 98 7,700 993,650 999,600 1,005 ,550 1,006,859 1 ,007,633
5900 971,553 972,320 973, 323 974,208 975,034 975,9 19 976,155 97 9,400 985,300 991,200 997 ,100 998,398 999,165
5850 963,320 964,080 965, 075 965,952 966,771 967,6 49 967,883 97 1,100 976,950 982,800 988 ,650 989,937 990,698
5800 955,086 955,840 956, 826 957,696 958,508 959,3 78 959,610 96 2,800 968,600 974,400 980 ,200 981,476 982,230
5750 946,853 947,600 948, 578 949,440 950,245 951,1 08 951,338 95 4,500 960,250 966,000 971 ,750 973,015 973,763
5700 938,619 939,360 940, 329 941,184 941,982 942,8 37 943,065 94 6,200 951,900 957,600 963 ,300 964,554 965,295
5650 930,386 931,120 932, 081 932,928 933,719 934,5 67 934,793 93 7,900 943,550 949,200 954 ,850 956,093 956,828
5600 922,152 922,880 923, 832 924,672 925,456 926,2 96 926,520 92 9,600 935,200 940,800 946 ,400 947,632 948,360
5550 913,919 914,640 915, 584 916,416 917,193 918,0 26 918,248 92 1,300 926,850 932,400 937 ,950 939,171 939,893
5500 905,685 906,400 907, 335 908,160 908,930 909,7 55 909,975 91 3,000 918,500 924,000 929 ,500 930,710 931,425
5450 897,452 898,160 899, 087 899,904 900,667 901,4 85 901,703 90 4,700 910,150 915,600 921 ,050 922,249 922,958
5400 889,218 889,920 890, 838 891,648 892,404 893,2 14 893,430 89 6,400 901,800 907,200 912 ,600 913,788 914,490
5350 880,985 881,680 882, 590 883,392 884,141 884,9 44 885,158 88 8,100 893,450 898,800 904 ,150 905,327 906,023
5300 872,751 873,440 874, 341 875,136 875,878 876,6 73 876,885 87 9,800 885,100 890,400 895 ,700 896,866 897,555
5250 864,518 865,200 866, 093 866,880 867,615 868,4 03 868,613 87 1,500 876,750 882,000 887 ,250 888,405 889,088
5200 856,284 856,960 857, 844 858,624 859,352 860,1 32 860,340 86 3,200 868,400 873,600 878 ,800 879,944 880,620
5150 848,051 848,720 849, 596 850,368 851,089 851,8 62 852,068 85 4,900 860,050 865,200 870 ,350 871,483 872,153
5100 839,817 840,480 841, 347 842,112 842,826 843,5 91 843,795 84 6,600 851,700 856,800 861 ,900 863,022 863,685
5050 831,584 832,240 833, 099 833,856 834,563 835,3 21 835,523 83 8,300 843,350 848,400 853 ,450 854,561 855,218
5000 823,350 824,000 824, 850 825,600 826,300 827,0 50 827,250 83 0,000 835,000 840,000 845 ,000 846,100 846,750
4950 815,117 815,760 816, 602 817,344 818,037 818,7 80 818,978 82 1,700 826,650 831,600 836 ,550 837,639 838,283
4900 806,883 807,520 808, 353 809,088 809,774 810,5 09 810,705 81 3,400 818,300 823,200 828 ,100 829,178 829,815
4850 798,650 799,280 800, 105 800,832 801,511 802,2 39 802,433 80 5,100 809,950 814,800 819 ,650 820,717 821,348
4800 790,416 791,040 791, 856 792,576 793,248 793,9 68 794,160 79 6,800 801,600 806,400 811 ,200 812,256 812,880
Enter the table with the weight equal to or just under the desired weight. Find the column with the moment equal to or just
under the desired moment. Read the Fuselage Station from the top of the table. Use linear interpolation for intermediate
weights and moments, or divide moment by weight to derive Fuselage Station, lined through moments are outside the Weight
and Balance Envelope Limitations.
Figure A9-10. Center of Gravity Diagram
A9-15
WEIGHT AND CG DIAGRAM

LANDING GEAR DOWN
1. ZERO FUEL LOADING CONDITIONS MUST BE WITHIN THE ZERO
FUEL WEIGHT/CENTER OF GRAVITY ENVELOPE.
2 THE FLIGHT ENVELOPE WEIGHT/CENTER OF GRAVITY LIMITS
WILL NOT BE EXCEEDED WITH SINGLE POINT REFUELING.
3. WHEN FUELED OVER WING, VERIFY THAT MAXIMUM WEIGHT IS
NOT EXCEEDED.
4. THE APPROVED FLIGHT ENVELOPE INCLUDES THE EFFECTS OF
RETRACTING THE LANGING GEAR.
MAC: 64.96 IN
LE MAC: 152.46 IN AFT DATUM
7,100
165.45
169.35
7,000
MAX RAMP WEIGHT = 6950 POUNDS
6,900
MAX TAKEOFF WEIGHT = 6900 POUNDS
6,800
6,700
6,600
FLIGHT ENVELOPE
6,500
6,400
6,300
6,200
6,100
WEIGHT ~ POUNDS
6,000
164.67
169.22
164.80
5,900
MAX ZERO FUEL WEIGHT = 5850 POUNDS
5,800
5,700
5,600
5,500
5,400 ZERO FUEL WEIGHT ENVELOPE

164.92
165.22
5,300
5,200 5225 LBS
5,100
5,000
PHAAMS008B
RECOMMENDED BASIC EMPTY WEIGHT ENVELOPE

4,900
4850 LBS
4,800
163 164 165 166 167 168 169 170

CENTER OF GRAVITY ~ FUSELAGE STATION (INCHES AFT OF DATUM)
17 18 19 20 21 22 23 24 25 26 27
CENTER OF GRAVITY ~ % MAC
Figure A9-11. Weight and CG Diagram
A9-16
APPENDIX A - PART 10
MISSION SYSTEM
TABLE OF CONTENTS
Title Page
Armament System (Advance Mode Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-3
Master Arm Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-3
UFCP Master Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-3
Air-to-Air (A/A) Master Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-4
Air-to-Ground (A/G) Master Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-4
Hands On Throttle and Stick Controls (HOTAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-5
Power Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-5
Control Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-6
HUD Mission Symbology Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-7
A/A CCIL Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-7
A/A LCOS Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-7
A/G CCIP Bombs Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-7
A/G CCIP Guns/Rockets Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-7
A/G CCRP Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-11
A/G DTOS Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-11
Manual Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-11
Armament Mnemonic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Boresight Cross . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Distance to Steerpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Distance to Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Manual Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Master Arm Status. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Simulated Air Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Target Designator Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Stores Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Head Up Display and Head Up Display Repeater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Simulated Carriage Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Configurations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
SMS NAV Master Mode Management Page Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-13
SMS Mode Armament Programming Page Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-15
SMS Air-to-Ground Master Mode Weapon Delivery Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-17
SMS Air-to-Air Master Mode Weapon Delivery Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-19
Simulated Air Target/No-Drop Scoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-21
Simulated Air Target (SAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-21
No-Drop Scoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-23
Figure Title Page
Figure A10-1 Air-to-Air Continuously Computed Impact Line (A/A CCIL) . . . . . . . . . . . . . . . . . . . . . . . . . . A10-8
Figure A10-2 Air-to-Air Lead Computing Optical Sight (A/A LCOS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-8
Figure A10-3 Air-to-Ground Continuously Computed Impact Point Bomb (A/G CCIP) . . . . . . . . . . . . . . . . . A10-9
Figure A10-4 Air-to-Ground Continuously Computing Impact Point Guns/Rockets for Firing (A/G CCIP). . A10-9
Figure A10-5 Air-to-Ground Continuously Computing Release Point (A/G CCRP) . . . . . . . . . . . . . . . . . . . A10-10
Figure A10-6 Air-to-Ground Dive Toss (A/G DTOS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-10
Figure A10-7 Manual (MAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-11
Figure A10-8 Simulated Carriage Stations Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-13
Figure A10-9 SMS Bomb/Rocket/Gun Armament Category Inventory Page . . . . . . . . . . . . . . . . . . . . . . . . . A10-14
Figure A10-10 SMS Bomb Armament Programming Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-15
Change 1 A10-1
Figure A10-11 A/G Master Mode and A/G SMS Weapons Delivery Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-18
Figure A10-12 A/A Master Mode and A/A SMS Weapons Delivery Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-20
Figure A10-13 Simulated Air Target (SAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-21
Figure A10-14 No-Drop Scoring (NDS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-23
Figure A10-15 NDS Target Impact Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-24
A10-2 Change 1
ARMAMENT SYSTEM (ADVANCED and-up position) enables simulated fuze arming and makes
live the HOTAS weapon release button and gun firing trig-
MODE ONLY) ger for simulated armament release. SAFE (center-recessed
The armament system consists of equipment and compo- position) disables simulated fuse arming and weapon
nents which provide for carriage, sighting, simulated gunfir- release functions. SIM (pull-out-and-down position) enables
ing, and simulated release of external stores. simulated firing/releasing of armament that has been simu-
lated loaded, pre-conditioned and programmed, and allows
Simulated delivery of A/G ordnance is facilitated by select- for calculations of simulated air targeting and air-to-ground
ing the A/G master mode. Simulated firing of the A/A gun no-drop scoring.
is facilitated by selecting the A/A master mode.
UFCP MASTER MODES
MASTER ARM SWITCH
When the integrated avionics system is operating in
A three-position (ARM, SAFE, SIM) master arm switch is advanced mode, the air-to-air (A/A) and air-to-ground (A/
provided in the front-cockpit to control simulated armament G) UFCP hardkeys are operational and pressing A/A or A/G
release (Figure 1-3). The master arm switch latches in each switches the UFCP into that master mode.
position to minimize inadvertent activation. ARM (pull-out-
Change 1 A10-3
Air-to-Air (A/A) Master Mode
The A/A hardkey allows the pilot to view and change the
current A/A submode, view the current weapon selection,
and view and change the A/A range and wingspan setting.
Key Window Action
LCOS, W1 - This is a selection window with the options Lead Computing Optical Sight (LCOS), Contin-
CCIL, or uously Computed Impact Line (CCIL), and Manual (MAN). If no A/A weapon has been pro-
MAN grammed in the SMS inventory, this window operates as a data display window with the label
MAN, indicating that the current A/A submode is manual.
GUN, NO W2 - This is a data display window, with the contents of the window indicating the selected weap-
A/A WPN or on. If there is a gun pod loaded, the display is GUN; if no gun pod is loaded, the display is NO
MSL WPN. Also, if the current A/A submode is MSL, no data is displayed in this window.
RNG W3 - This is a selection window that displays the current A/A range (in feet), with the label RNG
NNNN and the options 700 and 1400.
W/S NNN W4 - This is a data entry window with the label W/S and the data consisting of a number with up
to three digits indicating the current wingspan setting in feet. The increment/decrement step value
for entry using the pilot control knob is 5 feet, and the allowable range of the setting is from 20 to
200 feet.
Air-to-Ground (A/G) Master Mode reticle depression angle. All of these settings affect the A/G
HUD symbology.
The A/G hardkey allows the pilot to view and change the
current A/G submode, A/G weapon selection, and manual
Key Window Action
CCIP, W1 - This is a selection window with the options Continuously Computed Impact Point (CCIP),
CCRP, Continuously Computed Release Point (CCRP), Dive Toss (DTOS), and manual (MAN). If no A/
DTOS, or G weapon has been programmed in the SMS inventory, this window operates as a data display win-
MAN dow with the label MAN, indicating that the current A/G submode is manual.
RKT, GUN, W2 - This is a selection window and displays the current A/G weapon selection with the options
A/G BMB, or RKT, GUN, and BMB. If no A/G weapon has been loaded on the aircraft, this window operates as
NO WPN a data display window with the label NO WPN.
RCL NNN W4 - This is a data entry window with the label RCL and the data consisting of a number with up
to three digits indicating the current manual reticle depression angle in milliradians, which has an
allowable range of -60 to 225 milliradians. Pressing the +/- key when editing the manual reticle
depression angle toggles the value between positive (depression) and negative (elevation), unless
it would cause the new value to be out of the allowable range, in which case the key press is ig-
nored. The manual reticle depression angle is only displayed and editable if the current A/G sub-
mode is MAN; in any other submode, this window has no display or control functionality.
A10-4 Change 1
HANDS ON THROTTLE AND STICK CONTROLS currently programmed target wingspan setting value in feet.
(HOTAS) The wingspan setting value will change at a rate propor-
tional to potentiometer deflection within a possible wing-
The HOTAS system consists of weapon system switches span setting range of 20 to 200 feet, inclusive. The rate of
located on the power control lever and control stick. wingspan setting value change, for both decrease and
increase conditions, will be 5 feet per second at smallest
Power Control Lever potentiometer deflection and 50 feet per second at largest
potentiometer deflection. The default A/A wingspan setting
CAGE/UNCAGE is 33 feet.
The missile cage/uncage switch (Figure 1-13) is a momen- When in A/G master mode and MAN delivery sub-mode,
tary on pushbutton, located on the inside face of the throttle with simulated bomb, rocket or gun armament inventoried
grip. When in A/A master mode, with missle armament and selected, movement of the manual depression potenti-
selected, depressing the missile cage/uncage pushbutton ometer upward will command a decrease to the currently
will toggle the seeker caged symbology in the HUD from programmed manual sight depression milliradians (mils)
caged to uncaged. If the skill access level is basic (set on the value. Conversely, movement of the manual depression
STS/BIT page), activating the cage/uncage switch will have potentiometer downward will command an increase to the
no effect. currently programmed manual sight depression value. The
manual sight depression value, for both decrease and
WEAPON SUB-MODE SELECT increase conditions, will change at a rate proportional to
The weapon sub-mode switch is a momentary on pushbut- potentiometer deflection within a possible setting range of
ton, located on the front face of the throttle. When in A/A minus 60 to plus 225, inclusive. The rate of change will be 5
master mode, with simulated gun armament inventoried and mils per second at smallest potentiometer deflection and 50
selected, when the weapon submode pushbutton is mils per second at largest potentiometer deflection. The
depressed, the IAC will command selection of the next default A/G manual sight depression setting is 160 mils.
available gun armament A/A sub-mode (if the sub-mode is
currently LCOS, the IAC will command selection of CCIL TARGET DESIGNATOR PUSHBUTTON
submode, then LCOS submode, and so on). When in A/A The target designator pushbutton is a two-axis (x/y) slew
master mode, with simulated gun armament inventoried and transducer, single action in pushbutton, located on the front
selected, depression of the weapon submode pushbutton face of the throttle grip to the right of the rudder trim switch.
will toggle selection of the gun armament A/A submode
between LCOS and CCIL. When in A/G master mode, with When in NAV or A/G master mode (CCIP or MAN sub-
simulated bomb armament inventoried and selected, depres- mode), with a designated target, the initial depression of the
sion of the weapon sub-mode pushbutton will command target designator pushbutton will command segmentation of
selection of the next available bomb armament A/G sub- the target designation symbol displayed in the HUD and on
mode (if the sub-mode is currently CCIP, depressing the the TSD, and enable two axis x/y ground-based slewing of
button will command selection of CCRP sub-mode, then the designation point. First activation of the x/y slew trans-
DTOS sub-mode, then CCIP sub-mode, and so on). When ducer will ground stabilize the target designation point at its
in A/G master mode, with simulated rocket armament current position and continued activation of the x/y slew
inventoried and selected, depression of the weapon sub- transducer will slew the ground-stabilized target designation
mode pushbutton will have no effect. When in A/G master point. In the event that front and rear cockpit x/y slewing is
mode, with simulated gun armament inventoried and activated simultaneously, the IAC will sum the cockpit ana-
selected, depression of the weapon sub-mode pushbutton logue signals algebraically and slew the target designation
will have no effect. point based on the resultant value. The second depression of
the target designator pushbutton will disable x/y ground
WINGSPAN/MANUAL DEPRESSION based slewing, un-segment the HUD target designation
symbol and return the target designation point to its original
The wingspan/manual depression switch is a single-action position.
up or down, spring-loaded neutral, potentiometer, located
on the front face of the throttle. When in A/A master mode, When in A/G master mode and CCRP sub-mode, depres-
with simulated gun armament inventoried and selected, sion of the target designator pushbutton will command seg-
movement of the wingspan potentiometer upward will com- mentation of CCRP target designation box and enable x/y
mand a decrease to the currently programmed target wing- ground-based slewing of the target designation point. First
span setting value. Conversely, movement of the activation of the x/y slew transducer will ground stabilize
potentiometer downward will command an increase to the the target designation point at its current position and con-
Change 1 A10-5
tinued activation of the x/y slew transducer will slew the draw the target designation symbol on the TSD at its origi-
CCRP segmented target designation box, reposition the nal position.
CCRP azimuth steering line (ASL) and reposition the target
designation symbol on the TSD. In the event that front and RANGE SELECT
rear cockpit x/y slewing is activated simultaneously, the
IAC will sum the cockpit analogue signals algebraically and The range select switch is a momentary on pushbutton,
slew the CCRP segmented target designation box, reposi- located on the inboard face of the throttle grip. When in A/A
tion the CCRP ASL and reposition the target designation master mode, with simulated gun armament inventoried and
symbol on the TSD, based on the resultant value. The sec- selected, depression of the gun range select pushbutton will
ond depression of the target designator pushbutton will dis- toggle selection of the gun-sight range between 700 and
able x/y ground-based slewing, unsegment the target 1400 feet.
designation box and return the target designation to its orig-
inal position. Control Stick
When in A/G master mode DTOS submode, depression of MASTER MODE SELECT
the target designator pushbutton will command segmented
display of the target designation box positioned at the flight The master mode select switch (Figure 1-26) is a momen-
path marker (FPM) and enable x/y ground-based slewing of tary on, four-way (forward, aft, center, or down), spring-
the target designation box. Activation of the x/y slew trans- loaded center up switch located on the left-side-center of the
ducer will then slew the segmented target designation box control stick. The center down selection is locked out when
and, when the target designation is ground-stabilized, the the switch is forward or aft, and the forward and aft posi-
IAC will command display of CCRP attack symbology and tions are locked out when the switch is in the down position.
re-draw the target designation symbol on the TSD. In the Forward activation of the master mode select switch will
event that front and rear cockpit x/y slewing is activated command: selection of A/A master mode; selection of
simultaneously, the IAC will sum the cockpit analogue sig- default priority gun pod(s) armament when simulated inven-
nals algebraically and slew the target designation based on toried, and selection of LCOS default priority sub-mode. If
the resultant value. The second depression of the target des- CCIL was assigned gun pod(s) armament highest priority A/
ignator pushbutton will disable x/y ground-based slewing of A sub-mode during mission planning, armament program-
the target designation, command display of a non-seg- ming, or at last selection, first forward activation of the mas-
mented target designation box positioned at the FPM, com- ter mode select switch will command selection of CCIL
mand removal of the CCRP weapon steering solution cues if sub-mode.
currently displayed and, if entered from a prior designated
condition, re-draw the TSD target designation symbol at its Down activation of the master mode select switch will com-
original position. mand selection of NAV master mode and provides a tempo-
rary presentation (until the persistent page resets) of the
When in A/G master mode, CCIP sub-mode, no-drop scor- NAV master mode display on the UFCP.
ing sub-routine with a visual designate condition, depres-
sion of the target designator pushbutton will command First aft activation of the master mode select switch will
segmentation and enable x/y ground-based slewing of the command: selection of A/G master mode, selection of
target designation symbol displayed at the boresight refer- default priority bomb armament when simulated invento-
ence in the HUD. When the target designation is ground sta- ried, and selection of CCIP default priority sub-mode. This
bilized, depression of the target designator pushbutton will aft activation will select other than the default priority CCIP
also command display of a target designation symbol on the sub-mode if CCRP, DTOS or MAN was assigned as the
TSD or, if entered from a prior target designation condition, highest priority submode for bomb armament during mis-
re-draw the target designation symbol on the TSD. In the sion planning, armament programming, or at last selection.
event that front and rear cockpit x/y slewing is activated
simultaneously, the IAC will sum the cockpit analogue sig- In the absence of a simulated inventoried bomb armament,
nals algebraically and slew the target designation (including first aft activation of the master mode select switch will
symbols) based on the resultant value. The second depres- command selection of a rocket armament (next priority)
sion of the target designator pushbutton will disable x/y when simulated inventoried. In the absence of both simu-
ground-based slewing of the target designation; re-draw the lated inventoried bomb and rocket armament, first aft acti-
target designation symbol at the HUD boresight reference; vation of the master mode select switch will command
command removal of target designation symbol on the TSD selection of a gun pod(s) armament (last priority) when sim-
or, if entered from a prior target designation condition, re- ulated inventoried. This aft activation will select other than
the default priority CCIP sub-mode if MAN was assigned as
the highest priority sub-mode for rocket or gun armament
A10-6 Change 1
during mission planning, armament programming, or at last The bullet impact line indicates the approximate path that
selection. bullets would take after leaving the barrel of the gun. The
bullet impact line also includes horizontal ticks representing
Once an A/G weapon has been initially selected, subsequent the location along the line that bullets would occupy at 0.5
activation of the master mode select switch, from A/A or seconds, 1.0 seconds, and 1.5 seconds after release. The
NAV, will select the weapon and sub-mode last selected. aiming pipper/reticle consists of a variable diameter circle.
Subsequent activation of the master mode select switch will The diameter of the circle provides stadiametric ranging to
command the armament selection to cycle to the next prior- the target based on the current wingspan and range selec-
ity weapon and priority sub-mode. tions.
GUN-FIRING A/A LCOS Symbology
In basic and advanced mode, depressing the trigger switch The A/A lead computing optical sight (LCOS) symbology
to the first detent, or after pressing through the first detent to is shown in Figure A10-2. The A/A LCOS symbology con-
the second detent, will start DVR recording. If DVR record- sists of a lag line and an aiming pipper/reticle.
ing has already been initiated via the MFD data transfer sys-
tem DVR subroutine page, depressing the trigger switch to The lag line extends from the HUD boresight reference
the fixed detent will have no effect on the DVR. cross to the calculated LCOS aiming pipper location. As the
aircraft maneuvers the lag line will stretch and rotate to indi-
In advanced mode, depressing the trigger switch to the sec- cate the direction and amount of lag. The lag line also
ond detent will command simulated gun pod(s) firing, based extends past the aiming pipper/reticle circle to provide an
on valid SMS programming of simulated inventoried gun indication of lag direction.
pod(s) on the selected carriage station(s). This is contingent
on: selection of A/G or A/A master mode; detection of air- A/G CCIP Bombs Symbology
craft weight off wheels and landing gear up condition; and
selection of a SIM positioning of the master arm switch to The A/G continuously computed impact point bombs
support simulated gun pod(s) firing. (CCIP) symbology is shown in Figure A10-3. The A/G
CCIP symbology consists of a bombs pipper, and a bomb
Depression of the trigger switch to the second detent will fall line with delay cue.
also command display of a weapon release event marker (T)
on the HUD for as long as the trigger is held to the second The bombs pipper consists of a fixed sized aiming cross.
detent. The aiming cross is positioned on the HUD at a location
corresponding to the impact point where bombs would land
BOMB/ROCKET RELEASE if released.
Depressing the bomb/rocket release pushbutton (also known The bomb fall line represents the path that the bombs take
as “pickle button”) will command simulated A/G bomb or towards the impact point. The bomb fall line is always
rocket armament release, based on valid simulated SMS drawn to connect the flight path marker to the bombs pipper.
programming of simulated inventoried armament on the The bomb fall line may be angled slightly to reflect any
selected carriage station(s) and for the selected weapon(s). wind induced drift or unbalanced flight.
This is contingent on: selection of A/G master mode; detec-
tion of aircraft weight off wheels and landing gear up condi- If the aircraft is in a flight condition that causes the com-
tion; and selection of a SIM positioning of the master arm puted impact point to be outside of the HUD field of view
switch to support simulated weapon release. (FOV), the bombs pipper will not be drawn and the delay
cue will be added to the bomb fall line. The delay cue con-
Depressing the bomb/rocket release pushbutton initiates the sists of a horizontal line drawn across the bomb fall line.
display of a weapon release event marker (P) on the HUD This cue appears at a distance above the HUD FOV limit
for as long as the bomb/rocket release pushbutton is held. that is equal to the distance that the bombs pipper is outside
the HUD FOV.
HUD MISSION SYMBOLOGY DESCRIPTION
A/G CCIP Guns/Rockets Symbology
A/A CCIL Symbology
The A/G continuously computed impact point guns/rockets
The A/A continuously computed impact line (CCIL) sym- for firing (CCIP) symbology is shown in Figure A10-4. The
bology is shown in Figure A10-1. The A/A CCIL symbol- CCIP symbology consists of an A/G aiming reticle and an
ogy consists of a bullet impact line, and an aiming pipper/ in-range cue.
reticle.
Change 1 A10-7
Figure A10-1. Air-to-Air Continuously Computed Impact Line (A/A CCIL)
Figure A10-2. Air-to-Air Lead Computing Optical Sight (A/A LCOS)
A10-8 Change 1
Figure A10-3. Air-to-Ground Continuously Computed Impact Point Bomb (A/G CCIP)
Figure A10-4. Air-to-Ground Continuously Computing Impact Point Guns/Rockets for Firing (A/G CCIP)
Change 1 A10-9
Figure A10-5. Air-to-Ground Continuously Computing Release Point (A/G CCRP)
Figure A10-6. Air-to-Ground Dive Toss (A/G DTOS)
A10-10 Change 1
Figure A10-7. Manual (MAN)
The aiming reticle consists of a circle with a dot at the cen- simulated bomb will be released and the solution cue will
ter of the circle. The aiming reticle is placed on the HUD flash.
such that the center dot is positioned at the impact point of
the selected weapon (guns or rockets) if an immediate A/G DTOS Symbology
release is commanded.
The A/G dive toss (DTOS) symbology is shown in Figure
The in-range cue is drawn as a horizontal line drawn cen- A10-6. The DTOS symbology consists of the target desig-
tered on and tangent to the aiming reticle. The in-range cue nator box and the FPM.
is displayed when the calculated range to the impact point is
less than the maximum range for the selected weapon. The To attack the target, the pilot must maneuver the target des-
maximum range for guns is defined as 4,000 ft while the ignator box, which is initially located at the FPM, over the
maximum range for rockets is defined as 24,000 ft. target (via positioning the FPM onto the ground, or slewing
the target designator box). The pilot must release the
A/G CCRP Symbology HOTAS target designator control switch, and the ground tar-
get (TD Box) will become ground stabilized. The pilot must
The A/G continuously computed release point (CCRP) then follow the steering cues to the release point and depress
symbology is shown in Figure A10-5. The CCRP symbol- the HOTAS bomb/rocket release prior to weapon release.
ogy consists of the azimuth steering line, solution cue, and Once the target has been designated, the CCRP symbology
target designator box. shows weapon delivery, although DTOS mode is main-
tained.
The azimuth steering line (ASL) is drawn through the target
designator box and is perpendicular to the horizon. The Manual Symbology
solution in this mode is to fly the FPM on the ASL. The
solution cue moves down the ASL towards the FPM when The manual (MAN) symbology (Figure A10-7) consists of
the time to release is less than 10 seconds. When time to a manual aiming reticle and provides a general weapon aim-
release is 0 the solution cue coincides with the FPM. If the ing solution based on a pilot-selectable UFCP manual reti-
HOTAS weapons release button is depressed at this time, a cle (depression angle) when A/G solutions are invalid or the
MAN submode has been selected. Manual depression is
Change 1 A10-11
input using the UFCP, or using the HOTAS PCL wingspan/ Target Designator Box
manual depression switch.
The target designator (TD) box (Figure A10-5 and Figure
Armament Mnemonic A10-6) is shown when the master mode data is A/G and the
A/G submode is DTOS (pre-designation), the TD Box is co-
The armament mnemonic (Figure A10-3) shows the current located with the flight path marker, and indicates that a tar-
pilot-selected armament type and remaining quantity of get has not been designated. Post-target designation, or
armament. CCRP mode, the TD box indicates the location of a ground-
stabilized target.
Boresight Cross
STORES MANAGEMENT SYSTEM
The boresight cross (Figure A10-2) serves as a reference
point on the HUD against which other HUD symbology is The simulated stores management system (SMS) enables
read. The boresight cross is drawn at the aircraft centerline the aircrew to access, monitor the simulated inventory,
position. check status, configure simulated external stores, and arma-
ment loaded on-board the integrated avionics system. This
Distance to Steerpoint functionality includes display of and control over all aircrew
defined external stores and armament, including: selection,
The distance to steerpoint (Figure A10-1) indicates the nau- preconditioning, and firing/releasing of A/A and A/G simu-
tical mile numerical distance to the current FMS to way- lated weapons.
point. The distance to steerpoint is displayed when there is
an FMS to waypoint and no target has been designated. The SMS is integrated with the following integrated avion-
ics system and IAC sub-systems and components:
Distance To Target
Head Up Display and Head Up Display Repeater
The distance to target (Figure A10-3) indicates the distance
in NM to the ground target; indicated by the TD box in A/G The HUD (front-cockpit) and HUD Repeater (rear-cockpit)
CCRP and A/G DTOS post-designate mode; or TD dia- provide display of:
mond symbology in other modes. • Aircraft flight, navigation and tactical data
Manual Range • Simulated weapon inventory/status indication

• ARM/SAFE/SIM condition
The manual range (Figure A10-1) indicates the pilot-select-
able A/A gun armament manual range setting used in A/A • Fixed steering cue/reference for non system-aided
LCOS and A/A CCIL weapon delivery modes. weapon employment (manual delivery)
• A/A and A/G armament weapon employment solu-
Master Arm Status tion/steering commands
The master arm status (Figure A10-2) indicates the current Simulated Carriage Stations
state of the master arm switch in the cockpit, by overstriking
the armament mnemonic during SAFE and simulate (SIM) The integrated avionics system is provided with six simu-
conditions. lated external stores and armament carriage stations sup-
porting the simulated carriage of stores and the simulated
When the master arm switch data is SIM, the master arm carriage and delivery of a variety of A/A and A/G ordnance.
status shall display a single S (backwards Z) overstrike over Stores carriage stations are numbered 1 through 6 from left-
the armament mnemonic when the master arm switch data to-right, looking forward, as per the pilot's cockpit perspec-
is SAFE, the master arm status shall display a single X over- tive (Figure A10-8).
strike over the armament mnemonic. When the master arm
switch data is ARMED, the master arm status shall not dis- Configurations
play any character overstrike over the armament mnemonic.
The SMS reports and displays simulated stores and arma-
Simulated Air Target ment inventoried by the pilot through the SMS page dis-
plays, or as automatically configured (and programmed) as
The simulated air target (SAT) (Figure A10-2) on the HUD default cold start configurations. The external stores and
provides the pilot with a visual representation of an air tar- armament configuration is identified to the SMS by select-
get, which can be used for air-to-air combat training. ing, for each of the six carriage stations, the simulated exter-
A10-12 Change 1
6 1
5 2
4 3
PN01D
AA AI
Figure A10-8. Simulated Carriage Stations Locations
nal store or armament to be simulated loaded on-board the ment category inventory page displays the newly configured
aircraft. bomb armament at the selected STAs on the wingform.
SMS NAV Master Mode Management Page Access SMS ROCKET ARMAMENT CATEGORY
INVENTORY PAGE
When in NAV master mode, the pilot can access the SMS
master mode management page by pressing LSK L1 on This page displays the available rocket armament options
page 2 of the MFD MENU page. When in NAV master (Figure A10-9). Pressing any single STA or combination of
mode, the pilot can access the NAV master mode inventory several STAs readies the STAs for rocket armament config-
page by pressing the lower right LSK (Figure A10-9). Press- uration; displays a boxed LSK label at the selected STA(s);
ing LSK R1 while in this page displays the bomb armament and causes a chevron to be drawn at LSK R6 ENT .
category inventory, pressing LSK R2 displays the rocket
armament category inventory, pressing R3 displays the gun After pressing a selected STA(s) for rocket armament con-
armament category inventory, and pressing R4 displays the figuration, pressing LSK R5 SEL↓ on the rocket armament
store category inventory page. category inventory page cycles the rocket selection to the
next sequential option and displays this option in inverse
SMS BOMB ARMAMENT CATEGORY INVENTORY video. Pressing LSK R6 on the rocket armament category
PAGE inventory page allows the user to select the rocket option
displayed in inverse video within the rocket category field
This page displays the available bomb armament options selection box to be configured at the selected STAs and dis-
(Figure A10-9) which are; MK-82 low drag and bomb displays the labeled rocket motor (RKT MOTOR) selection
pensing unit (BDU)-33. Pressing any single station (STA) or field box, listing the available option, MK-66, displayed in
combination of several STAs LSKs readies the STAs for inverse video. The inventory sub-routine page will be
bomb armament configuration; displays a boxed LSK label updated to display the newly configured rocket armament at
at the selected STA(s); and causes a chevron to be drawn at the selected STAs on the wingform. Once the rocket motor
LSK R6 ENT (Figure A10-9). selection field has been accessed, pressing LSK R6 ENT on
the rocket armament category inventory page will cause the
After pressing a selected STA(s) for bomb armament con- MK-66 option to be selected and the rocket warhead and
figuration, pressing LSK R5 SEL↓ on the bomb armament fuze (WARHEAD & FUZE) selection field box, listing the
category inventory page cycles the bomb selection to the M5 + M423/427 option to display. Once the warhead and
next sequential option and displays this option in inverse fuze selection field has been accessed, pressing LSK R6
video and then pressing LSK R6 ENT on the bomb arma- ENT, will cause the M5 + M423/427 option to be selected;
Change 1 A10-13
PN01D
100078AA.AI
Figure A10-9. SMS Bomb/Rocket/Gun Armament Category Inventory Page
and the inventory sub-routine page to be updated to display After pressing a selected STA(s) for gun armament configu-
the newly configured rocket armament at the selected STAs ration, pressing LSK R5 SEL↓ on the gun armament cate-
on the wingform. gory inventory page cycles the gun selection to the next
sequential option and displays this option in inverse video
SMS GUN ARMAMENT CATEGORY INVENTORY and then pressing LSK R6 ENT on the gun armament cate-
PAGE gory inventory page will cause the M33 BALL option to be
selected and cause the number of gun rounds per pod
This page displays the available gun armament options (Fig- (NUMBER ROUNDS) selection field box to be displayed
ure A10-9). Pressing any single STA or combination of sev- with the 400 option. Once the number of gun rounds per pod
eral STAs readies the STAs for gun armament selection field has been accessed, pressing LSK R6 ENT,
configuration; displays a boxed LSK label at the selected will cause the 400 option to be selected and the inventory
STA(s); and causes a chevron to be drawn at LSK R6 ENT. sub-routine page to be updated to display the newly config-
ured gun armament at the selected STAs on the wingform.
A10-14 Change 1
PN01D
100079AA AI
Figure A10-10. SMS Bomb Armament Programming Page
SMS STORES CATEGORY INVENTORY PAGE STAs. The inventory sub-routine page will be updated to
display the newly configured store at the selected STAs on
Pressing any single STA or combination of several STAs the wingform.
readies the STAs for store configuration; displays a boxed
LSK label at the selected STA(s); and causes a chevron to SMS Mode Armament Programming Page Access
be drawn at LSK R6 ENT (Figure A10-9).
When in NAV master mode, the pilot can access the SMS
After pressing a selected STA(s) for store configuration, armament programming sub-routine page by pressing the
pressing LSK R5 SEL↓ on the store category inventory lower left LSK PROG on the MFD SMS management page
page cycles the store selection to the next sequential option (Figure A10-10).
and displays this option in inverse video and then pressing
LSK R6 ENT on the store category inventory page allows On the armament programming sub-routine page, LSK R1
the user to select the store option displayed within the store represents the armament configured at carriage station 1;
category field selection box to be configured at the selected LSK R2 represents the armament configured at carriage sta-
Change 1 A10-15
tion 2, if different than that configured at carriage station 1, When QTY 1 or QTY 2 bombs are programmed for release,
and so forth. If a carriage station is empty, it will be with MULT 1 for all QTYs, the order of bomb release will
bypassed and the sequence continues to the next uniquely be as per the following carriage station order: 1, 6, 2, 5, 3
configured carriage station. and 4, in descending order of priority with the outboard sta-
tion pairs given the highest priority (such that carriage sta-
Pressing a bomb armament LSK (82S or BDU) on the arma- tion release order is outboard pair, then center inboard pair
ment programming sub-routine page displays the bomb and then inboard pair, with bombs being released from the
armament programming page. Pressing a rocket armament outboard stations alternately until all outboard bombs are
category LSK (R7S single or R7R ripple) on the armament released, prior to transitioning to the center inboard stations,
programming sub-routine page displays the rocket arma- and bombs being released from the center inboard stations
ment programming page. Pressing the gun armament cate- alternately until all center inboard bombs are released prior
gory LSK HMP on the armament programming sub-routine to transitioning to the inboard pair of stations, where bombs
page displays the gun armament programming page. are released from the inboard stations alternately until all
inboard bombs are released) and based on simulated bomb
SMS BOMB ARMAMENT PROGRAMMING PAGE armament inventory.
On the SMS bomb armament programming page (Figure When QTY 2 MULT 2 bombs are programmed for release,
A10-10), pressing LSK labeled 82S or BDU will display the with a symmetrical integrated avionics system bomb arma-
bomb armament program field selection box. ment configuration, the order of bomb release will be as per
Pressing LSK R5 SEL→ on the bomb armament program- the following carriage station order: 1 and 6, followed by 2
ming page with S-MODE highlighted in the bomb arma- and 5, followed by 3 and 4, in descending order of priority
ment program field will cause the S-MODE selection to and based on simulated bomb armament inventory (such
cycle to the next sequential option and highlight this option. that carriage station release order is outboard pairs, then
The available bomb armament S-MODE options include: center inboard pairs and then inboard pairs, with all bombs
continuously computed impact point (CCIP), continuously being released from the outboard pair of stations prior to
computed release point (CCRP), dive toss (DTOS) or man- transitioning to the center inboard pair of stations, and all
ual (MAN). Pressing LSK R1 ENT on the bomb armament bombs being released from the center inboard pair of sta-
programming page with S-MODE highlighted will select tions prior to transitioning to the inboard pair of stations).
that S-MODE option to be used and, highlight the next When QTY 2 MULT 2 bombs are programmed for release,
bomb programming option, QTY. with an integrated avionics system bomb armament config-
Pressing LSK R5 SEL→ on the bomb armament program- uration that includes an asymmetrical configuration, the
ming page with QTY highlighted, will cause the QTY selec- order of bomb release will be as per the following carriage
tion to cycle to the next sequential option and highlight this station order: if a pair of stations is unbalanced (more
option. The available bomb armament QTY options include: bombs contained in one of the pair of stations) then the first
1 - meaning one bomb in total will be released upon each bomb selected for release will be from the station contain-
press of the pickle button; or, 2 - meaning two bombs in ing the most bombs; otherwise the order will be 1, 6, 2, 5, 3
total will be released upon each press of the pickle button and 4, in descending order of priority with the outboard sta-
and in accordance with the programmed MULT. Pressing tion pairs given the highest priority (such that carriage sta-
LSK R6 ENT on the bomb armament programming page tion release order is outboard pairs, then center inboard
with QTY highlighted will select that QTY option to be pairs and then inboard pairs, with all bombs being released
used and highlight the next bomb programming option, from the outboard station or pair of stations prior to transi-
MULT. tioning to the center inboard station or pair of stations, and
all bombs being released from the center inboard station or
Pressing LSK R5 SEL→ on the bomb armament program- pair of stations prior to transitioning to the inboard station
ming page with MULT highlighted, will cause the MULT or pair of stations).
selection to cycle to the next sequential option and highlight
this option. The available bomb armament MULT options Pressing LSK R6 ENT on the bomb armament program-
include: QTY 1 - MULT 1 - meaning one bomb will be ming page with MULT highlighted will select that MULT
released upon each press of the pickle button; QTY 2 - option to be used and highlight the next bomb programming
MULT 1 - meaning two bombs will be released upon each option, INT.
press of the pickle button, with an interval between bombs Pressing LSK R5 SEL→ on the bomb armament program-
one and two; and QTY 2 - MULT 2 - meaning two bombs ming page with INT highlighted will cause the INT selec-
will be released simultaneously upon each press of the tion to cycle to the next sequential option and highlight this
pickle button. option. The available bomb armament INT options for
A10-16 Change 1
bomb QTY1 MULT 1, and for CCIP, CCRP, DTOS or MAN each weapon release button press, but limited to one single
submode, include NONE. The available bomb armament launch per rocket launcher, as applicable.
INT options for bomb QTY 2 MULT 1 include: 50 FT, 100
FT, 60 milliseconds (MS), 90 MS, and NONE. The avail- When multiple rocket pods are configured, for pods set to
able bomb armament INT options for bomb QTY2 MULT single or salvo, the order of rocket launcher firing for SIN-
2, and for CCIP, CCRP, DTOS or MAN submode, include GLE release will be sequenced as per the following order:
NONE. Pressing LSK R1 ENT on the bomb armament pro- carriage station 1, 6, 2, 5, 3 and 4, in descending order of
gramming page with INT highlighted will select that INT priority with outboard station pairs given the highest prior-
option to be used and highlight the next bomb programming ity (such that carriage station release order is outboard pair,
option, DRAG. then center inboard pair and then inboard pair, with rockets
being released from the outboard stations alternately until
Pressing LSK R5 SEL→ on the bomb armament program- all outboard rockets are released, prior to transitioning to the
ming page with DRAG highlighted will cause the DRAG center inboard stations, and rockets being released from the
selection to cycle to the next sequential option and highlight center inboard stations alternately until all center inboard
this option. The available bomb armament DRAG options rockets are released prior to transitioning to the inboard pair
include: free fall (FF) or retard (RET). Pressing LSK R6 of stations, where rockets are released from the inboard sta-
ENT with DRAG highlighted, will select the DRAG option tions alternately until all inboard rockets are released) and
to be used, completing the bomb programming sequence based on simulated rocket armament inventory.
and display the A/G armament programming sub-routine
page. Pressing of LSK R6 ENT with RELEASE highlighted, will
cause the RELEASE selection to be used, completing the
The sole available bomb armament MFUZ option is Nose rocket programming sequence and display the A/G arma-
and Tail (N+T) and the sole available bomb armament ment programming sub-routine page.
EFUZ option is off (OFF). The implementation of pilot
selectable MFUZ or EFUZ options is reserved as a growth SMS GUN ARMAMENT PROGRAMMING PAGE
feature.
Operating in the NAV master mode and on SMS A/G arma-
SMS ROCKET ARMAMENT PROGRAMMING PAGE ment programming sub-routine page (Figure A10-10),
pressing the LSK labeled HMP will display the gun arma-
Operating in the NAV master mode and on SMS A/G armament program field selection box.
ment programming sub-routine page (Figure A10-10),
pressing the LSK labeled R7S or R7R will display the Pressing LSK R5 SEL→ on the gun armament program-
rocket armament program field selection box. ming page with S-MODE highlighted will cause the S-
MODE selection to cycle to the next sequential option and
Pressing LSK R5 SEL→ on the rocket armament program- highlight this option. The available gun armament S-MODE
ming page with S-MODE highlighted will cause the S- options include: CCIP; or, MAN. Pressing of LSK R6 ENT
MODE selection to cycle to the next sequential option and with S-MODE highlighted, will cause the S-MODE selec-
highlight this option. The available rocket armament S- tion to be used, completing the gun programming sequence
MODE options on the rocket armament programming page and display the A/G armament programming sub-routine
include: CCIP; or, MAN. Pressing LSK R6 ENT on the page.
rocket armament programming page, with S-MODE high-
lighted, will select the S-MODE option to be used and high- The sole available gun armament BRST LMT option is con-
light the next and last rocket programming option, tinuous (CONT) rounds, meaning the gun pod(s) fire on
RELEASE. press and hold of the trigger switch to the second detent.
The implementation of pilot selectable BRST LMT options
Pressing LSK R5 SEL→ on the rocket armament program- is reserved as a growth feature.
ming page with RELEASE highlighted, will cause the
RELEASE selection to cycle to the next sequential option SMS Air-To-Ground Master Mode Weapon Delivery
and highlight this option. The available rocket RELEASE Page
options with launcher switche(s) set to single, include: SIN-
GLE (available for R7S or R7R), meaning one rocket is The SMS A/G master mode weapon delivery page (Figure
launched from the first ordered rocket launcher for each A10-11) combines automatic and aircrew selectable fea-
weapon release button press - after launch the next available tures to instantly reconfigure the integrated avionics system
rocket launcher will be selected in priority for the following to a particular A/G weapon delivery state of readiness and to
launch; SALVO (R7S or R7R), meaning one rocket is provide vital advisory data and visual cueing to assist the
launched from each rocket launcher of the type selected for aircrew in performing A/G attack.
Change 1 A10-17
Figure A10-11. A/G Master Mode and A/G SMS Weapon Delivery Page
A10-18 Change 1
When in A/G master mode, pressing LSK L1, labeled SMS Simulated weapon release of the selected weapon and trig-
on page two of the MFD main menu page will display the gering of the DVR event marker will be inhibited unless all
SMS A/G master mode weapon delivery page on that cock- of the following conditions are satisfied:
pit’s MFD. On selection of A/G master mode, if the SMS ● A/G master mode is selected; MAS is positioned to
page is displayed, the SMS page will display the A/G mas- the SIM position
ter mode weapon delivery page. On first activation of A/G
master mode or activation after the inventory has been ● Valid armament is simulated available and selected
changed, the SMS will be initialized to the following A/G ● Weapon delivery submode is selected
weapon and submode, in descending order of priority, and ● Integrated avionics system HOTAS control stick gun
based on simulated inventory at time of A/G master mode firing trigger is activated
activation: bomb armament category weapon and pro-
grammed submode; rocket armament category weapon and ● Integrated avionics system WOW and landing gear up
programmed submode; and, gun armament category conditions are detected
weapon and programmed submode.
SMS Air-To-Air Master Mode Weapon Delivery
After first activation of A/G master mode, upon exiting and Page
returning to A/G master mode, if the last selected A/G
weapon type is no longer available, the SMS will be initial- The SMS A/A master mode weapon delivery page (Figure
ized to a weapon of same category with its last selected or A10-12) combines automatic and aircrew selectable fea-
programmed submode. tures to instantly reconfigure the integrated avionics system
to a particular A/A weapon delivery state of readiness and to
The A/G master mode is likewise selectable from the provide vital advisory data and visual cueing to assist the
HOTAS master mode selector. aircrew in performing A/A combat.
AIR-TO-GROUND MASTER MODE WEAPON When in A/A master mode, pressing LSK L1, labeled SMS
DELIVERY PAGE on page two of the MFD main menu page will display the
SMS A/A master mode weapon delivery page on that cock-
Pressing of the lower right LSK S-MODE on the SMS A/G pit’s MFD. On selection of A/A master mode, if the SMS
master mode weapon delivery page will cycle the S-MODE page is displayed, the SMS page will display the A/A mas-
selection for the currently selected armament to cycle to the ter mode weapon delivery page. On first activation of A/A
next sequential option; update the displayed S-MODE master mode or activation after the inventory has been
parameter; and, select the updated S-MODE selection to be changed, the SMS will be initialized to the following A/A
used. Pressing any A/G weapon LSK displayed at LSK R1, weapon and submode, in descending order of priority, and
R2, or R3 other than the currently selected weapon, will de- based on simulated inventory at time of A/A master mode
select the current armament; select the new armament; and, activation: gun armament category weapon and pro-
update the page display. grammed submode; missile armament category weapon.
HOTAS A/G WEAPON DELIVERY PAGE After first activation of A/A master mode, upon exiting and
OPERATIONS returning to A/A master mode, the SMS will be initialized
to the last selected A/A weapon and submode. NO GUN
The SMS A/G master mode weapon delivery page displays will be displayed on the UFCP if GUN was the last selected
will be updated for all of the following front- or rear-cockpit weapon and it is no longer available, but this does not apply
HOTAS-activated conditions: to missiles as they are always available.
● Change of master mode
AIR-TO-AIR MASTER MODE WEAPON DELIVERY
● Change of submode (CCIP, CCRP or DTOS) PAGE
● Weapon select step change
HMP is the only A/A armament selectable on the SMS A/A
● Press of weapon release (2nd detent) with BMB or master mode weapon delivery page. Pressing the lower right
RKT selected and master arm switch in SIM or ARM LSK S-MODE on the SMS A/A master mode weapon deliv-
ery page will cycle the S-MODE selection for the currently
Gun rounds will be expended concurrently from all carriage selected armament to the next sequential option; update the
stations configured with gun armament pods following displayed S-MODE parameter; and, select the updated S-
HOTAS gun firing commands (trigger to the 2nd detent) MODE selection to be used. Pressing the HMP weapon dis-
during simulated A/G delivery with GUN selected and mas- played at LSK R6, when HMP is not the currently selected
ter arm switch in SIM or ARM. weapon, will cause de-selection of the current armament;
Change 1 A10-19
Figure A10-12. A/A Master Mode and A/A SMS Weapon Delivery Page
A10-20 Change 1
PN01D
100286AA.AI
Figure A10-13. Simulated Air Target (SAT)
selection of the new armament; and, update page displays • Integrated avionics system HOTAS control stick gun
based on the current conditions. firing trigger is activated
• Integrated avionics system WOW and landing gear up
HOTAS A/A WEAPON DELIVERY PAGE conditions are detected
OPERATIONS
The SMS A/A master mode weapon delivery page displays SIMULATED AIR TARGET/NO-DROP SCORING
will be updated for all of the following front- or rear-cockpit The simulated air target (SAT) and no-drop Scoring (NDS)
HOTAS-activated conditions: sub-routines provide on-demand, representative targeting,
• Change of master mode simulated weapons steering solutions, release cues, employ-
• Change of submode (LCOS or CCIL) ment and scoring assessment during actual aircraft handling
and systems operation.
• Weapon select step change
• Press of gun firing trigger The SAT and NDS sub-routines utilize the simulated arma-
ment loaded, pre-conditioned, programmed and selected-
Gun rounds will be expended concurrently from all carriage for-delivery, for training purposes, as reported and displayed
stations configured with gun armament pods following on the simulated stores management system (SMS) MFD.
HOTAS gun firing commands (trigger to the 2nd detent) The SAT and NDS sub-routines also utilize UFCP, HOTAS
during simulated A/A delivery. and a simulated positioning of the master arm switch in
order to support simulated armament delivery solutions and
Simulated weapon release of the selected weapon and trig- displays, weapon release and display of armament aiming
gering of the DVR event marker will be inhibited unless all error results.
of the following conditions are satisfied:
• A/A master mode is selected; master arm switch is Simulated Air Target (SAT)
positioned to the SIM position
The pilot can access the SAT page (Figure A10-13) by
• Valid armament is simulated available and selected pressing LSK L2, labeled SAT on page two of the MFD
• Weapon delivery submode is selected main menu page. The desired result of the SAT sub-routine
Change 1 A10-21
is to enable the pilot to solidly track guns against a simu- The display of SAT gun armament weapon delivery accu-
lated bogey in the air-to-air engagement environment. racy will be limited to 5 total engagements, with the most
recent engagement displayed in the top-most row of the ver-
The SAT sub-routine facilitates pilot introduction to aircraft tically collimated list of engagement scoring data.
system operation: gun armament selection, HOTAS
switches and controls management, and to HUD A/A gun The five most recent SAT gun armament weapon delivery
employment and firing displays. accuracy score card results will be retained until aircraft
shut-down (such that post next cold start, nil score card
SAT SUB-ROUTINE PAGE INITIALIZATION results are displayed on initial entry into the SAT sub-rou-
PARAMETERS LIST tine page).
When the SAT sub-routine page is selected, the page dis- PASS DIR
plays: a boxed list of the SAT initialization parameters (Fig-
ure A10-13), as per – aspect angle (AA), heading crossing Pressing LSK R2 PASS DIR on the SAT sub-routine page
angle (HCA), angle of bank (AOB), pitch attitude (PITCH), commands the SAT maneuver to initialize to an opposing
slant range (RANGE), airspeed (SPEED) and acceleration direction of pass and re-labels the direction of the pass iden-
(G), along with their respective values. tifier. When the SAT Sub-routine Page is selected, the page
displays: a Maneuver Label, JINK, followed by a Direction
When the SAT sub-routine page is selected, on press of the of Pass Label, LEFT TO RIGHT or RIGHT TO LEFT.
lower right LSK READY, the boxed list of the SAT initial-
ization parameters will be updated based on current condi- READY
tions in the SAT maneuver sequence.
Pressing the lower right LSK READY, commands display of
SAT SUB-ROUTINE PAGE SCORE CARD the SAT silhouette symbol in the HUD field of view (FOV)
and causes the READY label at the lower right LSK to re-
When the SAT sub-routine page is selected, the page dis- label to ENGAGE. Pressing the lower right LSK ENGAGE,
plays a boxed, vertically collimated list of engagement scor- commands the SAT HUD target symbol to execute a series
ing data, as per - engagement number (ENGAGE #), of jinking maneuvers and causes the ENGAGE label at the
number of calculated simulated scored hits (HITS), number lower right LSK to re-label to knock it off (KIO).
of simulated rounds fired (ROUNDS), gunnery score proba-
bility of kill (Pk) expressed as percentage (%) of the calcu- The SAT HUD target simulates a low to moderate G jinking
lated scored hits against simulated rounds fired, tracking target, representative of a one-versus-one aerial engagement
time (TRACK) and a scoring totals label (SORTIE) at the entered from an integrated avionics system trail position
bottom of the boxed score card. against a maneuvering SAT.
The calculation of SAT gun armament weapon delivery The SAT HUD target simulation maneuver performance,
accuracy will be conditional on pilot selection of: A/A mas- from its initial fixed position in the HUD post initiation, is
ter mode; lead computing optical sight (LCOS) or continu- based on (similar to integrated avionics system aircraft):
ously computed impact line (CCIL) sub-mode; master arm • Climb/descent rate
switch SIM; gun armament simulated available and
selected; and press of HOTAS control stick gun firing trig- • Turn rate (the rate of turn, expressed in degrees (°) per
ger to the 2nd detent. second, at which an attacking aircraft’s projected
flight path transits through space)
The calculated A/A gun armament weapon delivery accu- • Turn radius (the distance, expressed in feet, from the
racy will be based on calculated instantaneous round impact flight path of an aircraft to the center of its plane of
on the HUD SAT symbol at the time of HOTAS gun firing, turn, such that two aircraft at the same G and airspeed
with the gun pipper tracking the SAT symbol for greater have the same turn radius)
than 0.1 second and slant range to the target greater than or
equal to 500 feet and less than or equal to 1500 feet, for • Sustainable acceleration (the airspeed at which an air-
each simulated engagement. On termination of each SAT craft can sustain its current acceleration)
HUD target simulation JINK maneuver the gun armament After pressing the lower right LSK ENGAGE, from its ini-
weapon delivery accuracy will be calculated and the gun- tial fixed position in the HUD, the SAT will:
nery score results, for the just completed simulated engage-
ment, will be displayed in the boxed, vertically collimated • Delay start of maneuver for 1 second
list of engagement scoring data. Engagement scoring accu- • Roll to 66° angle of bank (AOB) towards the direction
racy and track time will be displayed to the nearest 1% and of pass, at 20°/sec roll rate
1/10”, respectively.
A10-22 Change 1
PN01D
100074AA.AI
Figure A10-14. No-Drop Scoring (NDS)
• Initiate a level 2.5 G sustained turn for 15 seconds the KIO label at the lower right LSK will be re-labeled to
• SAT will roll wings level and pull to 5° nose up pitch, READY.
at 6°/sec pitch rate Pressing the lower right LSK KIO commands the SAT sym-
• Maintain pitch attitude for 10 seconds bol to be removed from the HUD, the KIO label at the lower
• SAT will roll to obtain a 66° AOB away from the right LSK to be re-labeled to READY, the gun armament
direction of pass and 5° nose down pitch and sustain weapon delivery accuracy to be calculated, gunnery score
for 15 seconds results for the just completed simulated engagement to be
displayed in the boxed, and vertically collimated list of
• SAT will roll to obtain wings level and 10° nose up engagement scoring data, irrespective of the SAT’s point of
pitch and sustain for 5 seconds maneuver in the JINK maneuver sequence.
• SAT will roll to obtain a 66° AOB towards the direc-
tion of pass and a nose level attitude No-Drop Scoring (NDS)
• SAT will maintain a 66° AOB towards the direction of The pilot can access the NDS page by pressing LSK L3,
pass and initiate a level 2.5 G sustained turn for 15 labeled NDS (Figure A10-14) on page two of the MFD
seconds main menu page.
• SAT will roll wings level for 5 seconds
The NDS sub-routine facilitates pilot introduction to aircraft
• JINK maneuver will be (automatically) terminated, system operation: A/G bomb, rocket and gun armament
the KIO label at the lower right LSK will be re- selection, HOTAS switches and controls management, and
labeled to READY, and the SAT symbol will be to HUD A/G continually computed impact point (CCIP)
removed from the HUD steering solution cues and armament release displays.
If, at any time during the SAT jinking maneuver, the slant
range decreases to 100 feet, or the aspect angle increases to VISUAL DSG
greater than 120°, or the SAT maneuvers behind the aircraft Pressing LSK L2 when in A/G master mode and CCIP sub-
wing line, the JINK maneuver will be (automatically) termi- mode, with no current target designation, causes the mne-
nated, the SAT symbol will be removed from the HUD, and monic at LSK L2 to re-label to DELETE DSG; and, a target
Change 1 A10-23
designation symbol to be drawn at the HUD boresight refer- points will be circular-shaped and rocket armament target
ence. bull’s-eye impact points will be triangular-shaped.
Pressing LSK L2 when in A/G master mode and CCIP sub- When the NDS sub-routine page is selected, for gun arma-
mode, with a current target designation causes the mne- ment currently simulated available and selected, the page
monic at LSK L2 to re-label to DELETE DSG; removal of displays: a conventional weapon range target bull’s-eye and
the existing TD diamond and great circle wind corrected concentric range markers, representing 25 feet, 50 feet and
steering cue drawn in the HUD; a TD symbol to be drawn at 75 feet radius from the pre-determined target (bull’s-eye),
the HUD boresight reference; and, enabling of HOTAS represented by a half-sized dot in the center of the bull’s-
slewing using the target designate on the PCL. eye, along with bullet miss distance/clock impact points,
drawn at the gun armament miss distance/clock position
NDS TARGET BULL’S-EYE from the bull’s-eye for the current multiple round release
due to a press and release of the HOTAS gun firing trigger
to the 2nd detent. Gun armament target bullseye impact
points will be plus-sign-shaped for the first and last bullet
impact points, and half -sized-dot-shaped for the remaining
impact points.
NDS SUB-ROUTINE PAGE SCORE CARD
When the NDS sub-routine page is selected, and bomb or

rocket armament is simulated available and selected, the
page displays: a boxed, horizontal list of scoring and
weapon delivery parameter data:
• Release number (REL #)
• Miss distance (DIST)
• Clock position (CLOCK)
• Dive angle (DIVE)
• Indicated airspeed (IAS)
• Acceleration (G)
• Altitude at release (ALT)
• Heading (HDG)
• Roll angle (ROLL)
Figure A10-15. NDS Target Impact Points • Sideslip (SIDESLIP)
When the NDS sub-routine page is selected, for bomb or • Range to target (RANGE)
rocket armament simulated available and currently selected, • Scoring circular error probable (CEP)
the page displays: a conventional weapon range target
bull’s-eye and concentric range markers, representing 100 The 5 most recent weapon delivery aiming error score card
feet, 200 feet and 300 feet radius from the pre-determined results, for each of bomb, rocket and gun armament, will be
target (bull’s-eye) (Figure A10-15), represented by a half - retained until aircraft shut-down (such that post next cold
sized dot in the center of the bull’s-eye, along with currently start, nil score card results are displayed on initial entry into
selected armament (bomb or rocket) miss distance/clock the NDS sub-routine page).
impact point(s). Bomb armament target bull’s-eye impact
A10-24 Change 1
GLOSSARY
AIRSPEED TERMINOLOGY
CAS Calibrated Airspeed - indicated air- VO Maneuvering Speed - maximum speed

speed corrected for position and instru- at which full control deflection will not
ment error. overstress the aircraft.
EAS Equivalent Airspeed - calibrated air- VROT Rotation Speed
speed corrected for compressibility.
VS Power Off Stall Speed - minimum
IAS Indicated Airspeed - speed as shown steady flight speed at which the aircraft
on aircraft instruments which assumes is controllable.
no instrument error.
METEOROLOGICAL TERMINOLOGY
IMN Indicated Mach Number
Altimeter Setting Barometric pressure corrected to sea
KCAS Knots Calibrated Airspeed level.
KEAS Knots Equivalent Airspeed BARO Barometric Pressure
KIAS Knots Indicated Airspeed °C Degrees Celsius / Centigrade
KT Knot, Knots Density Altitude When the temperature rises above the
KTAS Knots True Airspeed standard temperature for a given alti-
tude, the density of the air is reduced
MACH NO Ratio of TAS to local speed of sound and the density altitude increases. This
affects aircraft aerodynamic perfor-
MMO, MMO Maximum Mach Operating Speed mance in a way similar to flying at
MPH, mph Miles Per Hour higher altitudes. Density altitude is the
standard day altitude which corre-
TAS True Airspeed - calibrated airspeed sponds to local altitude corrected for
corrected for altitude temperature, temperature.
pressure and compressibility effects.
°F Degrees Fahrenheit
Traffic Advisory System
in. Hg Inches of Mercury
VAPP Approach Speed - Speed at 50 ft on a
landing approach. Indicated Pressure
Altitude The number read from an altimeter
VFE Maximum Flap Extension Speed when the barometric scale (Kollsman
window) has been set to 29.92 in. Hg
VG Turbulent Air Penetration Speed (Gust (1013 millibars).
Speed) - maximum airspeed for flying
through turbulence. ISA International Standard Atmosphere -
theoretical ideal atmosphere where the
VLE Maximum Landing Gear Extension air is considered a perfect dry gas, the
Speed given temperature at sea level is 59 °F
VMO Maximum Operation Speed - speed not (15 °C), and the pressure at sea level is
to be exceeded in any phase of flight 29.92 in. Hg (1013 mb).
unless specifically authorized for flight mb Millibars
test or pilot training. Vmo varies with
altitude. Pressure Altitude Indicated pressure altitude corrected
for altimeter error.
VR Rotation Speed - speed at which air-
craft rotation is initiated. Varies with SL Sea Level
weight, altitude, and temperature.
GLOSSARY-1
Wind Wind velocities recorded as variables N1 Gas Generator Speed - speed of the gas
on the charts and tables in this manual generator section of the engine,
are considered to be headwind or tail- expressed as a percentage with 104%
wind components of the actual winds representing maximum rated speed.
50 feet above the runway surface
(tower winds). NP Propeller RPM
POWER TERMINOLOGY PCL Power Control Lever - the power con-

trol lever sets engine power and pro-
Maximum Power peller thrust from idle to takeoff
(MAX) The amount of power available at PCL through the PMU and FMU.
full forward. At this PCL position, the
engine is rated to produce at least 1100 PIU Propeller Interface Unit - the propeller
shp and indicate 100% torque below interface unit modulates engine oil
critical altitude, at a maximum ITT not pressure to the hydraulic propeller
to exceed 820 °C on a standard day. pitch change mechanism to set blade
angle and prop RPM according to input
Maximum Climb from the PMU.
Power (MCL) The PCL position which yields an ITT
13 °C below observed maximum ITT PMU Power Management Unit - the power
at critical altitude, not to exceed 807 management unit monitors engine
°C. operating parameters, and schedules
fuel delivery (via the FMU) and pro-
Maximum Cruise peller settings (via the PIU) to generate
Power (MCR) The PCL position which yields an ITT the power requested by the pilot while
40 °C below observed maximum ITT remaining within operating limitations.
at critical altitude, not to exceed 780
°C. SCU Signal Conditioning Unit
RPM, rpm Revolutions Per Minute Torque Probe The torque probe determines the
engine torque output.
SHP, shp Shaft Horsepower
GRAPH AND TABULAR TERMINOLOGY
Takeoff Power Maximum Continuous Power
AGL Above Ground Level
CONTROL AND INSTRUMENT
TERMINOLOGY VX Best Angle-of-Climb Speed - airspeed
which delivers the greatest gain in alti-
AOA Angle of Attack - the angle of attack tude over the shortest possible horizon-
system provides angle of attack infor- tal distance with the gear and flaps
mation and stall warning for all combi- retracted.
nations of weight and angle of bank.
VY Best Rate-of-Climb Speed - airspeed
EDM Engine Data Manager - the engine data which delivers the greatest gain of alti-
manager collects information regard- tude in the shortest possible time.
ing engine parameters and drives the
engine related displays and engine Clean Configura-
related annunciators. tion Gear, flaps, and speed brake retracted.
MFD Multi-Function Display - the 3 digital Demonstrated

displays which present engine and air Crosswind The maximum 90 degree crosswind
data to the pilot in each cockpit. component for which adequate control
of the aircraft during takeoff and land-
ITT Interstage Turbine Temperature - the ing was demonstrated during certifica-
temperature of the gases present tion tests.
between the compressor turbine and
power turbine. Gradient The ratio of the change in height to the
horizontal distance (rise over run), usu-
ally expressed in percent.
GLOSSARY-2 Change 2
Landing Weight The weight of the aircraft at touch- Chord A straight line connecting the leading
down. and trailing edges of an airfoil.
Maximum Zero Datum A vertical plane perpendicular to the

Fuel Weight The weight of the aircraft with all longitudinal axis of the aircraft, from
required equipment and full crew com- which fore and aft (usually aft) mea-
plement, without any fuel. Any weight surements are made for weight and bal-
above this value must be loaded as fuel. ance purposes.
MEA Minimum Enroute Altitude. Engine Oil That portion of the engine oil which
can be drained from the engine.
Ramp Weight The gross weight of the aircraft before
engine start. Included is the takeoff Landing Weight The weight of the aircraft at touch-
weight and a fuel allowance for engine down.
start, taxi, run-up, and takeoff ground
roll to lift-off. Maximum Weight The highest weight allowed by design,
structural, performance or other limita-
Route Segment A part of a route. Each end of that part tions.
is identified by a geographic location
or a point at which a definite radio fix Maximum Zero
can be established. Fuel Weight The weight of the aircraft with all
required equipment and full crew com-
Service Ceiling The altitude at which the maximum plement, without any usable fuel. Any
rate of climb is 100 feet per minute for weight above this value must be loaded
existing aircraft weight. as fuel.
Takeoff Weight The weight of the aircraft at lift-off. MAC Mean Aerodynamic Chord - the chord
of an imaginary rectangular airfoil hav-
WEIGHT AND BALANCE TERMINOLOGY ing the same pitching moments
Approved Loading throughout the flight range as that of
Envelope Those combinations of aircraft weight the actual wing. Effectively, the chord
and center of gravity which define the length of the wing at the point where
limits beyond which loading is not the center of lift is located.
approved. Moment The weight of an object multiplied by
Arm The distance from the center of gravity the arm between the datum and the
of an object to a line about which center of gravity of the object.
moments are to be computed (the Standard Weights corresponding to the aircraft
datum). as offered with seating and interior,
Basic Empty avionics, accessories, fixed ballast, and
Weight The aircraft weight with fixed ballast, other equipment specified by the man-
unusable fuel, engine oil, engine cool- ufacturer as composing a standard air-
ant, hydraulic fluid, and in other craft.
respects as required by applicable stan- Station The longitudinal distance from some
dards. point to the datum or zero fuselage sta-
CG Center of Gravity - the point at which tion.
the weight of an object may be consid- Takeoff Weight The weight of the aircraft at lift off.
ered concentrated for weight and bal-
ance purposes. Unusable Fuel The fuel remaining in all fuel tanks
after consumption of usable fuel.
CG Limits The extremes of movement which the
CG can have without making the air- Usable Fuel The portion of the total fuel load which
craft unsafe to fly. The calculated CG is available for use as determined to be
of the loaded aircraft must be within in accordance with all applicable regu-
these limits at takeoff, while in flight, latory standards.
and when landing.
GLOSSARY-3
MISCELLANEOUS ABBREVIATIONS BIT Built In Test
Useful Load The difference between the aircraft BRG Bearing

ramp weight and basic empty weight.
BRT Brightness
@ At
CB Circuit Breaker
A/A Air-to-Air
CCIL Continously Computed Impact Line
A/C Air Conditioning
CCRP Continously Computing Release Point
A/G Air-to-Ground
CCW Counterclockwise
ABS Absolute
CDI Course Deviation Indicator
AC, ac Alternating Current
CFS Canopy Fracturing System
ADC Air Data Computer
CG, cg Center of Gravity
ACT Active
CH Channel
ADIZ Air Defense Identification Zone
CLR Clear
ADS Air Data System
COM, COMM Communication
ALT Altitude or Altimeter
CRS Course
ALTM Altimeter
CW Clockwise / Continuous Wave
AMLCD Active Matrix Liquid Crystal Display
CAS Crew Alerting System
amp Ampere
DC, dc Direct Current
ANN Annunciator
DEG Degree
ANT Antenna
DEP/ARR Departure and Arrival
AOA Angle of Attack
DEV Deviation
APP, APPR Approach
DF Direction Finding
APT Airport
DH Decision Height
ARINC Aeronautical Research Inc.
DIS, DIST Distance
ARP Airport Reference Point
DISPL Display
ASI Airspeed Indicator
DME Distance Measuring Equipment
ATC Air Traffic Control
DME HLD, DMEH DME Hold
ATCRBS Air Traffic Control Radar Beacon Sys-
tem DR Dead Reckoning
ATR Air Transport Radio DSABL Disable
ATT Attitude DTK Desired Track
AUT Automatic or Autotune DTM Data Transfer Module
AUX Auxiliary DTMR Data Transfer Module Receptacle
B/C Back Course DTOS Dive Toss
BAT Battery DTS Data Transfer System
GLOSSARY-4 Change 1
DVR Digital Video Recorder GPS Global Positioning System
ECS Environmental Control System GPU Ground Power Unit
EDM Engine Data Manager GUARD Guard Receiver or Guard Frequency

(243 MHz)
EICAS Engine Indication and Crew Alerting
System HDG Heading
ELP Emergency Landing Pattern HF High Frequency
EMI, emi Electromagnetic Interference Hg Mercury
ENT Enter HIL Horizontal Inegrity Limit
EST Estimated HOTAS Hands On Throttle and Stick
ET Elapsed Time HSI Horizontal Situation Indicator
ETA Estimated Time of Arrival HUD Head Up Display
ETE Estimated Time Enroute HYDR Hydraulic or Hydraulics
FAF Final Approach Fix Hz Hertz
FDU Flux Detector Unit IAS Indicated Air Speed
FLSC Flexible Linear Shaped Charge IAC Integrated Avionics Computer
FLT PLN, FPL Flight Plan ICAO International Civil Aviation Organiza-
tion
FMS Flight Management System
ICS Intercomunication System
FMU Fuel Management Unit
ID Indicator or Ident
FP Front Pilot or Fuel Probe
IDARS Integrated Data Acquisition Recording
FPM, fpm Feet Per Minute System
FR From or Frequency IFR Instrument Flight Rules
FRT Front ILS Instrument Landing System
FT, ft Foot or Feet IM Inner Marker
FWD, fwd Forward IMC Instrument Meteorological Conditions
G Acceleration of Gravity in. Inch or Inches
GA, G/A Go-Around INT Intersection
GC Ground Crew INV Inverse or Invert
GCA Ground Controlled Approach INVRT Invert
GLS, GS Glideslope IOAT Indicated Outside Air Temperature
GMT Greenwich Mean Time IRS Inertial Reference System
GND Ground IRU Inertial Reference Unit
GPIAL Global Position Integrity Alert Limit ISS Inter Seat Sequencer
GPM Gallons Per Minute ITT Interstage Turbine Temperature
Change 1 GLOSSARY-5
L Left NM Nautical Mile or Nautical Miles
LAT Latitude NO, No, Number
LB(S), lb(s) Pound(s) NORM Normal
LCOS Lead Computing Optical Sight NRST Nearest
LDG Landing OAT Outside Air Temperature
LF Low Frequency OBOGS On Board Oxygen Generating System
LH Left Hand OCF Out-of-Control Flight
LOC Localizer OM Outer Marker
LON Longitude PEL Precautionary Emergency Landing
LSK Line Select Key PEN PFD/EICAS/NAV
M Mach Number PF Pilot Flying
MAC Mean Aerodynamic Chord PFD Primary Flight Display
MAG Magnetic PIT Pitch
MAN Manual PMA Permanent Magnet Alternator
MAP Missed Approach Point PMU Power Management Unit
MAS Master Arm Switch PNF Pilot Not Flying
MDA Minimum Descent Altitude PPOS Present Position
MDC Mild Detonating Cord POS Position
MC Master Caution pph Pounds Per Hour
MHz Megahertz PSI, psi Pounds Per Square Inch
MIC Microphone Psid Pounds Per Square Inch, Differential
MIN Minimum Psig Pounds Per Square Inch, Gage
MKR BCN, MB Marker Beacon PWR Power
MM Middle Marker R Right
MOD Modified R/T Receiver/Transmitter
MOR Manual Override Handle RAD Radial
MSG Message RAIM Receiver Autonomous Integrity Moni-

toring
MSL Missle (When displayed on UFCP)
RCR Runway Condition Reading
MSL, msl Mean Sea Level
RDR Radar
MW Master Warning
REC Receive or Receiver
NAV Navigation
RF Radio Frequency
NDB Non Directional Beacon
RH Right Hand
NEG Negative
GLOSSARY-6 Change 2
RITT Raw Inter Turbine Temperature TACAN Tactical Air Navigation
RMI Radio Magnetic Indicator TSD Tactical Situation Display
RMT Remote TEMP Temperature
RNG Range TK Track
RNP Required Navigation Performance TN Tone
RNWY Runway TRK Track
RP Rear Pilot TST Test
RPT Reporting Altitude or Reporting Point TTG Time-To-Go

or Repeat
UHF Ultra High Frequency or UHF Comm
RPTR Repeater Receiver/Transmitter
RTE Route UFCP Up Front Control Panel
RTN Return VAC, vac Volts Alternating Current
SEAWARS Sea Water Activated Release System VDC, vdc Volts Direct Current
SAT Static Air Temperature VFR Visual Flight Rules
SEL Select VHF Very High Frequency or VHF Nav

Receiver
SID Standard Instrument Departure
VIL Vertical Integrity Limit
SIM Simulate
VLF Very Low Frequency
SPAD Scratch Pad
VMC Visual Meteorological Conditions
SPD Speed
VOR VHF Omni-Directional Range
SPR Single Point Refueling
VORTAC VHF Omni-Directional Range/Tacti-
SQ Squelch cal Navigation
SSK Seat Survival Kit VS Vertical Speed
Sta Station VSI Vertical Speed Indicator
STAR Standard Terminal Arrival Route VVI Vertical Velocity Indicator
STS/BIT Status and Built in Test WL Waterline
STBY Standby WOW Weight On Wheels
SUP Supplemental WPT Waypoint
SYNC Synchronize XFR Transfer
SYS CTRL System Control XPDR Transponder
TO, T/O Takeoff XTK Crosstrack
T/R Transmit/Receive Z Zulu Time
TA Traffic Advisory
Change 2 GLOSSARY-7/(GLOSSARY-8 blank)

INDEX
Subject Page No.
A
Abort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Abort Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Accelerated Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Acceleration Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108
Add Direct-to Waypoint Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-131
Add Mark on Top Waypoint Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-127
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108
Aerobatic Maneuvering Flight Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21/7-4
Aggravated Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Aileron Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
Air Data Computer (ADC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Air Data Computer Failure (ADC FAIL Warning or ADC A INOP or ADC B INOP Advisory
Resulting in Total or Partial Loss of Air Data Computer Information) . . . . . . . . . . . . . . . . . . . . . . 3-28
Air Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Air-to-Air (A/A) Master Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-4
Air-to Ground (A/G) Master Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-4
Aircraft Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Aircraft Departs Prepared Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Airspeed and Mach Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-103
Airspeed/Altimeter Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Airstart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Alphanumeric Keyboard (AKB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-103
Altitude and Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Altitude Loss in Dive Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Angle of Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Angle of Attack (AOA) Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-104
Angle of Attack (AOA) Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Angle of Attack System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69
Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
AOA Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
AOA Computer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
AOA Indexer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
AOA Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-104
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-133
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Change 2 INDEX-1
INDEX (Continued)
Subject Page No.
Area Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
Armament System (Advanced Mode Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-3
Asymmetric Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Asymmetric (Rolling G’s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Asymmetric Flaps (Split-Flap Condition) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Attitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-100
Audio Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
Audio Management Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
Aural Warning Tone Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Auto Start Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Available Load (G) Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Available Load Factor (G Available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Average Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Avionics Bay and Baggage Compartment Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Avionics Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
Avionics Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Avionics Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
B
Backup Flight Instrument (BFI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
Backup Flight Instrument Display Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Backup Instrument Error Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160
Barrier Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Barrier Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Basic Airwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-9
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Battery/Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Battery and Generator Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Battery Bus Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Battery Start Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Before Entering the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Before Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Before Leaving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30/7-7/7-8
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Bleed Air Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26.1
Bus Tie Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Bus Tie Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
INDEX-2 Change 2
INDEX (Continued)
Subject Page No.
C
Calibrated Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Canopy Defog Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Canopy Fracturing System (CFS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40.1
Canopy Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Canopy Seal and Anti-G System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
Canopy Transparencies Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Canopy Unlocked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Canopy Wind Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Center of Gravity Limitations (Landing Gear Extended) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Chart Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . .A1-2/A2-1/A3-3/A4-1/A5-2/A6-2/A7-1/A8-2/A9-1
Chip Detector Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Climb Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Climb Gradient for Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Climb (Passing 10,000 Feet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Climb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Clock (CLK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-96
Closed Book Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Cockpit (All Flights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Cockpit and Avionics Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Cockpit Fails to Pressurize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Cockpit Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Cockpit Overpressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Cockpit Pressurization System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Color Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-74.1
COM1 - Ultra High Frequency (UHF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
COM2 - Very High Frequency (VHF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
Communications Radio (COM1/COM2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-97
Compressibility Correction to CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Compressor Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1/8-4-1
Conditionally Qualified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Configuration Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Constant Altitude Cruise - Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-3
Constant Altitude Cruise - Speed and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Control of Aircraft and Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Control Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-138/A10-6
Change 2 INDEX-3
INDEX (Continued)
Subject Page No.
Control System Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Controllability Check (Structural Damage/Flight Control Malfunction) . . . . . . . . . . . . . . . . . . . . . . 3-31
Controlled Ejection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Copilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-3
Crew Alerting System (CAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80
Crew Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3/3-3
Crew Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Crew Resource Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Critical Action (US Air Force) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Critical Action (US Navy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Critical Action Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Critical Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Critical Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
D
Data Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-117
Data Transfer Module (DTM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
Data Transfer Module Receptacle (DTMR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
Data Transfer System/Digital Video Recorder (DTS/DVR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151
Dead Reckoning (DR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-115
Declutter Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3/8-3-1/A3-1/A4-1/A5-2/A6-1/A8-1
Defog Valve Fails to Close in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
DEP/ARR Page Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-109
Departure Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Departures from Controlled Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Departures/Out-of-Control Flight (OCF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22/8-3-12
Desert and Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Digital Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Direct-To (DIR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-96
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Distance to 50-foot Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Distance to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
Dive Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Dive Recovery Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Diversion Range Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-3
INDEX-4 Change 2
INDEX (Continued)
Subject Page No.
Doors and Hatches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
DTS/DVR Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-152
DTS/DVR Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-152
Downlock Override Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Dual Integrated Avionics Computer (IAC) Failure (Loss of all MFD displays,
HUD display, and UFCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
E
EICAS Message Cause and Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Eject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Ejection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Ejection Control Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Ejection Seat Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Ejection Seat Injury Risk Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Ejection Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Elapsed Time (ET) Count Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62.1
Elapsed Time (ET) Count Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62.1
Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Electrical Power Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-10
Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Emergency Engine Shutdown on the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30/1-32
Emergency Ground Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Emergency Ground Egress System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Emergency Landing Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Emergency Oxygen Handle/Green Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Emergency Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Engine Cowlings and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
Engine Data Manager (EDM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69
Engine Data Manager Fail (EDM FAIL Warning or EDM A INOP or EDM B INOP Advisory
Resulting in Total or Partial Loss of Engine Data Manager Information) . . . . . . . . . . . . . . . . . . . 3-28
Engine Indication and Crew Alerting System (EICAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-77
Engineering and Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Engine Failure During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Engine Failure Immediately after Takeoff (Sufficient Runway Remaining Straight Ahead) . . . . . . . . 3-7
Engine Instrumentation Unit Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Engine Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Change 2 INDEX-5
INDEX (Continued)
Subject Page No.
Engine Oil Quantity Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Engine Start (Auto) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-123/7-7/A7-1
Enroute Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Enroute Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Environmental Control System (ECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54
Environmental Systems Duct Overtemp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Equipment Cooling Limitations (Cockpit Sun Shields) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Erect Spin Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Erect Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Escape System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Example Problems . . . . . . . . . . . . . . . . . . . . . . . . . . .A1-2/A2-2/A3-3/A4-2/A5-3/A6-2/A7-2/A8-2/A9-2
Extension/Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
F
Factors Affecting Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Factors Affecting Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Factors Affecting Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
Factors Affecting Range Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Failed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84.2
Final Grade Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Firewall Shutoff Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Fire in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Fire Warning on Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Flap and Speed Brake Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Flap Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32.1
Flap/Speed Brake Interconnect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Flaps/Landing Gear Down Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33/6-2
Flight Crew Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Flight Crew Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-3
Flight Data Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139
Flight Evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Flight Evaluation Grade Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Flight Evaluation Grading Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-4
Flight Idle (IDLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-2
Flight Management System (FMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113
Flight Maneuvering Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
INDEX-6 Change 3
INDEX (Continued)
Subject Page No.
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Flight Training Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Flight with Shattered/Damaged Canopy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
FMS Display Styles and Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113
FMS Waypoint Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108.1
Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Formation Leader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Formation Wing Takeoffs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Fresh Air Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Front Panel Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
Fuel Flow Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-3
Fuel Icing Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29/5-12
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Probe Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Fuel Pump Suction Feed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Fuel Quantity Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fuel Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-33
Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
Fuel System Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Fuel to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Fuel Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Full Stop/Taxi Back Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Functional Checkflight Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-1
G
Gage Marking Logic and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Generator Bus Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Generator Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Glide Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Glideslope and Localizer Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-105
Global Positioning System (GPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-114.1
Go Around/Waveoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Go-Around Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
GQ 5000 Parachute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44
Grading Instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Ground Crew Headset Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
Ground Egress Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Ground Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Ground Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Ground Handling Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
Ground Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-34
Change 2 INDEX-7
INDEX (Continued)
Subject Page No.
Ground Training Syllabus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
Gusts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2/A8-2
Gusty Wind Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
H
Hands on Throttle and Stick Controls (HOTAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-136/A10-5
Head up Display (HUD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139
Head up Display and Head up Display Repeater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Headwind and Tailwind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2/A8-2
Heating and Defogging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
High IOAT at Start >80 °C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Horizontal Situation Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-105
HUD Declutter Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
HUD Mission Symbology Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-7
HUD Repeater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-144
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Hydraulic System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Hydroplaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Hydroplaning Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Hydroplaning Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
I
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Identification Squawk (ID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-96
Immediate Airstart (PMU NORM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Inadvertent Departure from Controlled Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Inadvertent Icing Encounter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Incipient Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Indicated Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Inertial Reference System (IRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
In-Flight Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
In-Flight Visual Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Instrument Panel Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
Instrument Procedures (Holding, Non-Precision Approach, Precision Approach) . . . . . . . . . . . . . . 8-3-11
Instrument Takeoff (ITO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59
Integrated Avionics System (IAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63
INDEX-8 Change 2
INDEX (Continued)
Subject Page No.
Integrated Avionics Computer1 (IAC1) Failure (Front Cockpit Loss of all
Displays/Erratic Displays) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Integrated Avionics Computer2 (IAC2) Failure (Rear Cockpit Loss of all
Displays/Erratic Displays) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Integrated Data Acquisition Recording System (IDARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
Integrated Data Acquisition Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
Intercommunications System (ICS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
Interior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Interseat Sequencing System (ISS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Invalid Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84.1
Inverted Departures/Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Inverted Spin Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
IOAT Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
IRS Attitude Failure (Loss of Attitude Display on HUD and MFD) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
IRS Heading Failure (Loss of Heading Display on HUD and MFD). . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
K
Knee Board Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
L
Leaking Fuel From Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Land as Soon as Possible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Land as Soon as Practical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Landing Gear Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing Gear Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Landing Gear Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Landing Gear Position Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Landing Ground Roll Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-1
Landing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Landing on Unprepared Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-12
Landing Speeds - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Speeds - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing Speeds - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Landing with Blown Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing with Cocked Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Landing without Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Change 2 INDEX-9
INDEX (Continued)
Subject Page No.
Landing with Unsafe Gear Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50
Leg Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Life Raft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Life Raft Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53/3-43
Lift-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Lightning Strikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Lineup Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Long Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Loss of ICS/Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Low Altitude Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Low Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Low Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
M
Mach Number Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Magnetic Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60
Main Gear/Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Maintenance Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Malfunction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Maneuvering Speed Limitations (VO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Manual Override Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
Manual Symbology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-11
Map Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108.1
Map Display Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-110
Mark-on-Top (MRK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-96
Master Arm Switch (MAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-3
MASTER WARN and MASTER CAUTION Switchlights and FIRE Warning Annunciator . . . . . . 1-81
Max Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Maximum Abort Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Maximum Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Maximum Braking Speed (VB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Maximum Climb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-2
Maximum Continuous Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Maximum Cruise Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-2
Maximum Endurance - Hours Per Lb of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-2
Maximum Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2/A6-1
Maximum Operating Airspeed/Maximum Operating Mach Number (VMO/MMO) . . . . . . . . . . . . . . . 5-8
Maximum Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2/A7-1
Maximum Range Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Menu Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61
Message Cause and Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
INDEX-10 Change 2
INDEX (Continued)
Subject Page No.
Message Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108.1
MFD Failure (Loss of MFD Display in Front or Rear Cockpit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
MFD Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-77
Minimum Power at 60 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Miscellaneous Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Miscellaneous Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Mission Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-4
Mission Planning Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Mission System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-1
MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Motoring Run Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Multifunction Display (MFD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
N
NATOPS Evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
NATOPS Evaluation Question Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-13
NATOPS Ground Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
NATOPS Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
NATOPS Reevaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
NAV Display Interactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-116
NAV TUNE - Radio Navigation Aid Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-86
Navigation (NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84.3
Navigation and Anti-Collision Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
Navigation Display (NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108.1
No-Drop Scoring (NDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-23
Noncritical Action. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Non-Maneuvering Flight Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Normal Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Normal Flight Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Nose Gear/Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
Nose Wheel Steering Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
O
OBOGS Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
OBOGS Overtemp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
OBOGS System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
OBOGS System Malfunction (Zeolite Dust in Oxygen Mask) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-34
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Change 2 INDEX-11
INDEX (Continued)
Subject Page No.
Oil System Malfunction or Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
On-Board Oxygen Generating System (OBOGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-158
Open Book Examination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Operations Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Oral Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Outside Air Temperature (OAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Over the Wing (Gravity) Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Overspeed Governor Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Oxygen Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-159
Oxygen Pressure Regulator BIT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160
Oxygen Pressure Regulator Concentration Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-159
Oxygen Pressure Regulator Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160
Oxygen Pressure Regulator Pressure Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160
Oxygen Pressure Regulator Supply Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-159
P
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Passenger Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-3
Penetration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Penetration Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24/A7-2
Personal Flying Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-4
PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-88
Pilot in Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-2
Pilot Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Pilot in Command Currency Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-3
Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
PMU Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
PMU Fault. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
PMU Inoperative (Manual Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
PMU NORM Airstart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
PMU OFF Airstart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
PMU OFF Ground Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Post Ejection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-3/8-3-12
Postflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Poststall Gyrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Power Available In-Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Power Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17/1-138/A10-5
Power Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
Power Management Unit (PMU) Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Precautionary Emergency Landing (PEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-117
Preflight Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
INDEX-12 Change 2
INDEX (Continued)
Subject Page No.
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-58
Pre-Stalling, Spinning, and Aerobatic Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Pretakeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-8
Primary Flight Display (PFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-100
Priority Function Button (PFB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Progressive Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Prohibited Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Propeller Ground Operation Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Propeller Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Propeller Rotational Overspeed Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Q
Qualified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
R
Radar Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Rapid Decompression/Cockpit Pressure Altitude Exceeds 19,000 feet . . . . . . . . . . . . . . . . . . . . . . . 3-36
Rapid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
Rapid Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-2
Rear Cockpit (Solo Flight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Records and Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-3
Recorder/Maintenance Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
Reduction Gearbox (RGB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Resetting a Circuit Breaker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Return (RTN) Key Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84.1
Reversion Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-76
Rose Plan Display and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-110
Rotation Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Route/Duplicate Page Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-109
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Runaway Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Runway Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Runway Condition Reading (RCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1/A8-1
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Runway Surface Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Change 1 INDEX-13
INDEX (Continued)
Subject Page No.
S
Sea Water Activated Release System (SEAWARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
Seat Height Actuator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Seat Survival Kit (SSK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-33
Setting Greenwich Mean Time (GMT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Setting Local Time (LT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62
Shoulder Harness Reel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
Simulated Air Target (SAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-21
Simulated Air Target/No-Drop Scoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-21
Simulated Carriage Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Single-Point Refueling (SPR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Smoke and Fume Elimination/Electrical Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
SMS NAV Master Mode Management Page Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-13
SMS Mode Armament Programming Page Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-15
SMS Air-to-Ground Master Mode Weapon Delivery Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-17
SMS Air-to-Air Master Mode Weapon Delivery Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-19
Snow, Ice, Rain, and Slush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Specific Aircrew Responsibilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Specific Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-3
Speed Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
Spin Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Spin Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Spirals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Stall Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Stall Speed (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Stall Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Standby VHF Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Standard Terminal Arrival Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-132
Start and Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Startup and Initialization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-74
Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Status and Built in Test (STS/BIT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151
STD Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Steady State Turn Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Steady-State Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
INDEX-14 Change 2
INDEX (Continued)
Subject Page No.
Stick Shaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-105
Stores Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-12
Strange Field Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
STS/BIT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151
Stuck/Failed Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Subarea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Suitable Landing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-74
Symmetric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
System/Lamp Test Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-158
System (SYS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-89
T
Tactical Situation Display (TSD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
Tactical Situation Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20/7-4/7-8/8-3-8
Takeoff and Landing Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff and Landing Data (TOLD) Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3/A9-1
Takeoff Distance - Flaps LDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff Distance - Flaps TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff Distance - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Takeoff Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Takeoff Ground Run Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-2
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18/7-4/7-6/7-8
Taxi, Takeoff, and Landing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
TCAS Audio Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
Temperature Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7/5-13
The Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Tie Down Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-34
Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
Tire Failure During Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-34
Total Air Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
Total Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Touch and Go Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Towing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161/2-34
Traffic Advisory Alert MFD Behavior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-74
Traffic Collision Advoidance System (TCAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-112
Traffic Control Light Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
Trim Aid Device (TAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
Change 2 INDEX-15
INDEX (Continued)
Subject Page No.
Trim Aid Device Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Trim Aid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Trim System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
True Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-2
TSD Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-149
Turbulence and Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Turbulent Air Penetration Speed Limitations (VG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Turn and Slip Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-104
U
UFCP Failure (Blank UFCP Entry Windows, Data Entry Knob or System Button Non Functioning) 3-27
UFCP Defaults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84
UFCP Lower Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-99
UFCP Master Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A10-3
UFCP Upper Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82
UFCP Upper Panel Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82
UFCP Upper Panel Master Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84
UFCP Upper Panel Persistent Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84
Uncommanded Power Changes/Loss of Power/Uncommanded Propeller Feather . . . . . . . . . . . . . . . 3-18
Unqualified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2
Up Front Control Panel (UFCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Use of Terrain Clearance Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
User Waypoints (USER WPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-85
Utility Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156
V
Vertical Speed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-104
Very High Frequency (VHF) Navigation (NAV) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
VMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
W
Warm-up and Ground Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Warning Silence Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
Waypoint Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Weight and CG Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-2
Weight and CG Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A9-1
Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Wind Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A8-2
Wind Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Window Control Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
Windshear Approach Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
INDEX-16 Change 2
INDEX (Continued)
Subject Page No.
Windshear or Microburst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Windshear Takeoff Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Wing Flap Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
Wing Flaps Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Change 1 INDEX-17/(INDEX-18 blank)

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AIR FORCE TO 1T-6B-1

NAVY NAVAIR A1-T6BAA-NFM-100

REFER TO https://www.toindex-s.wpafb.af.mil/ FOR CURRENT STATUS OF FLIGHT MANUALS, SAFETY SUPPLE-

This publication supersedes Interim Changes 003 and 004.

Published Under Authority of the Secretary of the Air Force

133-590066-0015 *0801LP1132202* 01 JUNE 2009

Dates of issue for original and changed pages are:

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 528 CONSISTING OF THE FOLLOWING:

Title ........................... 3 1-41 ............................ 1 1-97 - 1-98.................. 1 2-22 ............................ 3

CURRENT PILOT’S ABBREVIATED

* Zero in this column indicates an original page.

CURRENT PILOT’S ABBREVIATED

* Zero in this column indicates an original page.

Change 3 B/(C blank)

CODE NO. SERIAL NO.

<3> Prior to AYC-1641 Power Quadrant 166010 thru 166194

D. Page 1-17, Power Control Lever (PCL) paragraph is amended to read:

E. Page 2-4. PREFLIGHT CHECK, step 12 is amended to read:

A. Checklist Affected: 1T-6B-1CL-1/NAVAIR A1-T6BAA-FCL-100 Pilot’s Abbreviated Flight Crew

6. Status Page (Interim Changes Outstanding) A1-T6BAA-FCL-100 IC 005.

EJECTION ENVELOPE CORRECTION

2. Purpose: This change is issued to amend the basic publication.

A. Replace Page 3-40, Figure 3-9. Ejection Envelope with Attachment 1.

A. Checklist Affected: Not affected

B. Status Page (Interim Changes Outstanding) N/A

Section II Normal Procedures............................................................................................................... 2-1

Section III Emergency Procedures......................................................................................................... 3-1

Section IV Crew Duties ........................................................................................................................ 4-1

Section V Limitations ........................................................................................................................... 5-1

Section VI Flight Characteristics ......................................................................................................... 6-1

Section VII Adverse Weather ............................................................................................................... 7-1

Section VIII NATOPS Requirements (US Navy Only) ......................................................................... 8-1

Appendix A - Performance Data ............................................................................................................ A-i

Glossary ............................................................................................................................... GLOSSARY-1

Index ............................................................................................................................................ INDEX-1

AIRCRAFT DESIGN CODES

AIRCRAFT SERIAL NUMBER CODING

<1> OBOGS Low 166061 and After

Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26

Fresh Air Ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59

THE AIRCRAFT ENGINE

LEFT CANOPY EXTERNAL

Figure 1-1. Aircraft General Arrangement

33' 5" 11' 4"

Figure 1-2. Aircraft Dimensions

1. MASTER CAUTION/WARN PANEL 9. VENT CONTROL LEVER

Figure 1-3. Front Instrument Panel

1. MASTER CAUTION/WARN PANEL 6. LANDING GEAR CONTROL PANEL

Figure 1-4. Rear Instrument Panel

AUX BATT GEN

SWITCH PANEL SWITCH PANEL

STARTER IGNITION FUEL BAL MANUAL

OFF OFF OFF

BACKUP VHF TEXT

LAMP AUX BAT

Figure 1-5. Front Console Panels

SYSTEM TEST PANEL NORMAL

Figure 1-6. Rear Console Panels

FUEL P3 BLEED AIR

ENGINE LEFT SIDE ENGINE RIGHT SIDE

Figure 1-7. Engine

COOL OIL ACCESSORY GEAR BOX

HOT OIL LINE

Figure 1-8. Oil System Components

133-590066-0015 0801LP1132202 01 JUNE 2009