F-15C Amplified Checklist.V1.0

T.O. 1F-15C-1 Version: 1.
F-15C EAGLE
AMPLIFIED CHECKLIST
F-15C Aircraft
Serno 81-0020 and Subsequent
This document is incomplete without the F-15C Flight Manual.
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Published under the authority of the Air Force
NOT SUITABLE FOR REAL OPERATIONS.

F-15C EAGLE
AMPLIFIED CHECKLIST
T.O. 1F-15C-1 ©mapleflagmissions.ca For Flight Simulation Only
T.O. 1F-15C-1 Version: 1.0
PREFLIGHT CHECK
PREFLIGHT CHECK COCKPIT INTERIOR CHECK
1. Check form 781 for aircraft status and
release. A thorough cockpit interior preflight
shall be accomplished prior to each
flight. The deesign features of the
EXTERIOR INSPECTION
aircraft greatly simplify this task but do
not alleviate the requirement. Switch
1. Check general condition.
positions designated AS DESIRED all
Check the aircraft exterior for
pilot preference in switch/control
indications of abnormalities which could
positioning. AS REQUIRED indicates
affect flight (ie cracks or leaks). All
those switches that will differ with
sensors (AOA, pitot/static, inlet ice, total
mission requirements. If no specific
temperature) should be checked. The requirement exists, pilot preference
ground intercom compartment door will should be used.
be open. Additionally the hydraulic and
JFS accumulator circular access panels
Normally, those avionics switches
(4) may be open for after start servicing.
designated AS DESIRED or AS
Check all other doors and panels closed
REQUIRED should be OFF for start.
and fastened. Intakes should be clear of
However, if no delays are expected
foreign objects, and all external/internal during the starting sequence, no
inlet ramps should be in the up position.
system damage will result if the
Tires should be checked for condition and
avionics are placed ON prior to start.
inflation. The gear struts shoudl be
checked for extension. Check that the
landing gear pins (3), the arresting hook CAUTION
pin, and the canopy strut are removed. Single Engine operation does not
provide adequate cooling for the
BEFORE ENTERING COCKPIT avionics. During the start, with one
engine running, the ECS light on the
1. External electrical power – OFF caution panel will be illuminated. If
2. Head knocker – DOWN the light cannot be extinguished within
3. Canopy Initiator Indicator 2 minutes, the avionics must be
– NOT FIRED turned off to prevent overheating.
If indicator has been fired, the gray
cap and orange spring will be exposed. If external electrical power is used,
4. Safety pins – REMOVED avionics will be OFF until after both
a) Canopy jettison handle pin engines are running.
b) Seat mounted initiator pin
c) Canopy actuated initiator pin DO NOT place any item on the glare
5. Auto/manual seat kit deployment shield, as scratching the windshield is
selector – AS DESIRED probable.
Up is auto, down is manual.
6. Emergency harness release (outside)
handle – CABLE BALL IN HANDLE The VERIFY items are those important
HOLDER items which if not correctly positioned,
7. Internal Canopy Manual Unlocking could cause a safety hazard and/or
Handle – STOWED/PIN IN system damage.

PREFLIGHT CHECK
COCKPIT INTERIOR CHECK LEFT CONSOLE
1. Loose or Foreign Objects – CHECK 15. ILS/TACAN controls – AS REQUIRED
2. Strap-in Connections – FASTEN 16. Canopy jettison handle – FORWARD
3. Shoulder/Parachute Straps 17. Emergency landing gear handle – IN
- CONNECT 18. Hook - UP
4. Survival Kit – CONNECT / ADJUST
5. Lap Belt – CONNECT / ADJUST
INSTRUMENT PANEL
6. Aircraft Oxygen Hose – CONNECT
7. Emergency Oxygen Hose – CONNECT
8. Anti-G Hose – CONNECT 1. Landing Gear Handle - DOWN
9. Communications Lead – CONNECT 2. Pitch ratio switch - AUTO
10. Shoulder Harness locking Mechanism 3. VSD controls – AS REQUIRED
- CHECK 4. Armament Master Switch – SAFE
5. Fire/overheat lights
– NOT DEPRESSED
LEFT CONSOLE 6. Main comms controls – ON AND SET
1. Air refueling emergency handle 7. HUD display controls – AS REQUIRED
– DOWN 8. Gunsight camera controls
2. Integrated communications controls – – AS REQUIRED
AS REQUIRED – Insure camera switch is not in run
a) Antenna select – AUTO 9. Steermode knob – AS REQUIRED
b) Guard receiver – ON 10. Emergency brake/steer handle – IN
c) ADF – OFF 11. Standby attitude indicator
d) ICS – ON – UNLOCKED
3. IFF antenna select switch – BOTH 12. Circuit breakers – IN
4. IFF – ALL MODES OUT 13. MFCD (L/R) – OFF
a) Master mode – LOW / NORM 14. Standby Attitude Indicator – CAGE
5. AAI – AS REQUIRED 15. Accelerometer – RESET
6. EW panel – AS REQUIRED 16. Fire Handles – IN
7. External light control – AS REQUIRED 17. Fire Extinguisher Discharge Switch
a) Anti-collision – ON – CENTER POSITION
b) Formation – OFF
8. Throttles – OFF RIGHT CONSOLE
9. Friction Lever – AS DESIRED
10. Radar controls – AS DESIRED 1. Emergency vent handle
a) Master mode – OFF – IN AND VERTICAL
11.Fuel control panel – SET 2. Oxygen system – CHECK AND SET
a) Fuel dump switch – NORM a) Emergency lever – NORMAL
b) Wing switch – NORM b) Diluter lever – NORMAL
c) Center switch – NORM c) Supply lever – ON
d) Slipway switch – CLOSE d) Pressure guage – 75 ±25 PSI
12.V-MAX switch – COVER CLOSED 3. Anti-ice switches – OFF
AND SAFETY WIRED 4. Engine control panel – SET
13.CAS switches – ON a) Generator switches – ON
14.Miscellaneous control panel – SET b) Emergency generator switch
a) Anti-skid switch – ON – NORMAL
b) Inlet ramp switches – AUTO c) EEC switches – ON
c) Roll ratio switch – AUTO d) JFS starter switch – ON
d) Landing / taxi light switch – OFF e) Engine master switches - ON
BEFORE TAKEOFF
RIGHT CONSOLE STARTING ENGINES
1. Temperature Panel – AUTO and BOTH After the emergency generator is on,
2. INS mode knob – OFF and rpm is observed move the throttle to
3. Interior lights controls IDLE. A normal start is indicated by an
– AS REQUIRED increase in RPM occuring slightly before
4. TEWS Panel – AS REQUIRED FTIT movement. However, if rpm occurs
5. Compass control panel simultaneously with or after initial FTIT
– AS REQUIRED movement, a hot start is probable (Refer
to Engine Starting Emergencies).
AFTER COCKPIT CHECK IS
COMPLETE – VERIFY If engine light-off is not obtained within
20 seconds after placing the throttle in
1. Emergency air refueling handle IDLE, plase the engine start fuel switch
– DOWN to SEA LEVEL. This increases starting
2. Throttles – OFF fuel flow, and enhances starting under
3. Formation lights – OFF some circumstances. When light-off
4. Radar master mode – OFF occurs, release the switch back to OFF.
5. Fuel dump switch – NORM Monitor the engine instruments and
6. Emergency landing gear handle – IN compare against the operating
7. Hook – UP limitations. After the first engine starts,
8. Landing gear handle – DOWN the JFS automatically decouples from
9. Master arm switch – SAFE that engine and is ready for the second
10.Emergency brake/steer handle – IN engine start. After the second engine
11. Emergency vent handle starts, the JFS shuts down automatically.
– IN AND VERTICAL As each engine reaches approximately
12. EBC switches – ON idle rpm during start, the inlet ramps
13. Anti-ice switches – OFF drop to the down position.
The following procesure is applicable to

STARTING ENGINES
either engine. The right engine is started
first to permit checking the utility
The normal engine start procedure does hydraulic pressure with only the right
not use external power. With the JFS pump operating.
running, power is available to operate the
AMAD fire warning system, the intercom
JFS START
system between the pilot and the ground
and the cockpit utility light. The engine
rpm and FTIT gauges are inoperative 1. Engine master switches – CHECK ON
until the emergency generator comes on 2. JFS switch – CHECK ON
line during engine start. The rest of the 3. JFS handle – PULL AND RELEASE
engine instruments are inoperative until 4. Starter ready light – ON within 10 sec
a main generator comes on at about 5. Fire extinguisher switch – TEST
45% rpm during the first engine start. Observe the AMAD fire warning light
illuminated.
Because a JFS accumulator was
discharged to initially start the JFS, the
JFS LOW light will come on when power is
available to light the caution panel. It
will go out when the accumulators are
recharged by a running engine.
BEFORE TAKEOFF
ENGINE START BEFORE TAXIING
9. Flight Controls – CHECK
1. Finger lift – RAISE AND RELEASE a) Stick full aft and full left – Observe
This engages the engine to the JFS stabilator trailing edge up (left further up
2. Emergency generator – OBSERVE ON than right) rudder left, left aileron up,
This indicated by the EMERG GEN ON right aileron down.
light illuminating and tachometer b) Stick full forward and full left –
operation. Observe stabilator leading edge move to
3. Throttle – IDLE (when rpm observed) full up (right fruther up than left) and
4. Engine instruments – CHECK rudder move right.
5. JFS deceleration – CONFIRM If JFS c) Stick full forward and full right –
fails to decelerate after engine start, Observe left aileron move down and right
abort. This is an indication of AMAD aileron more up, rudder move left, left
lubrication pump failure. stabilator leading edge higher than right.
6. Fire extinguisher switch – TEST Check d) Stick full after and full right –
all fire lights illuminated. Observe stabilator trailing edge move to
7. Warning and caution lights – TEST full up (right higher than left) and rudder
8. Other engine – START move right.
9. JFS switch e) Rudder – Check. Hold stick neutral
– OFF AFTER JFS SHUTDOWN and paddle switch depressed. Move
10. ECS light – OFF rudder pedal left and right and observe
rudder travel.
BEFORE TAXIING 10. CAS – RESET
11. Step 9 – REPEAT
1. INS – ALIGN (See INS Alignment 12. Armament control panel – CHECK
Procedure) AND PROGRAM
2. Oxygen – CHECK 13. INS mode switch – INS (when
a) Quantity – CHECK aligned)
b) Oxygen test – OBSERVE OXY LOW 14. Altimeters – SET
light at 2 liters (4 liters for TF) 15. Head knocker – UP
3. Fuel quantity gauge – CHECK 16. BIT lights – CHECK Investigate any
a) Quantity – CHECK unusual BIT lights before taxiing.
b) BIT – CHECK
c) Bingo bug – SET TAXIING
4. Avionics – AS REQUIRED (AAI, IFF,
RADAR, ILS/TACAN, VSD, HUD) Release brakes and advance power
5. Speed Brake – CYCLE slightly if necessary. As aircraft starts to
6. Flaps – DOWN roll, apply the brakes to check their
7. Slipway door – CHECK operation. When clear, actuate the nose
8. Trim – CHECK AND SET gear steering in both directions to ensure
a) Trim pitch, roll and yaw off neutral proper operation. During taxi check all
b) T/O trim button – PUSH the flight instruments. Due to excess
Lateral strick and rudders should thrust at idle power, taxi speed requires
drive to center and longitudinal stick continual attention.
to takeoff position.
c) T/O trim light – ON 1. Brakes – CHECK
2. Nose gear steering – CHECK
3. Flight instruments – CHECK

TAKEOFF
BEFORE TAKEOFF CLIMB TECHNIQUES
1. Radar – OPERATE
2. Harness – CHECK Insure all buckles, MIL Power – Climb at 350 knots to 0.90
straps and fittings are secure and tight. Mach then maintain 0.90 Mach.
3. Head knocker – CHECK UP
4. Flight controls – CHECK MAX Power – Climb at 350 knots to
5. Flaps – CHECK DOWN 0.95 Mach, but do not exceed 40° pitch
6. T/O trim – CHECK attitude. If Mach increases above 0.95
7. Canopy – CLOSED AND LOCKED at 40° pitch attitude holde 40° and
8. Pitot heat – ON allow the Mach to increase (the Mach
9. Warning, caution and BIT lights will rise only slightly before returning to
– CHECK 0.95).
10. Engines – CHECK (individually)
a) Advance throttle rapidly to MIL CRUISE
1) Nozzle should close rapidly to near
0% and open somewhat as the Throughout the flight, the operation of
EEC trims the engine. the aircraft systems must be continually
2) Rpm and FTIT should increase monitored. At frequent intervals check
rapidly at first, then more slowly the engine instruments, cabin pressure,
as the EEC trims the engine oxygen blinker and system operation,
(FTIT movement should and fuel quantity and transfer.
correspond to rpm).
TAKEOFF
Advance engines to 80% and check

instruments. When ready for takeoff,
release the brakes and advance throttles
to MIL or MAX as desired. Monitor
engine instruments for proper operation.
Start aircraft rotation at approximately
120 knots and rotate to 10° pitch
attitude. Retract the gear and flaps
when airborne.
AFTERBURNER OPERATION
During normal afterburner operation, the

convergent exhaust nozzles open
progressively with each afterburner
segment. Thrust and fuel flow increase
proportionately. As throttles are
advanced from minimum to maximum
afterburner, the increase in thrust is
fairly smooth and continuous.

BEFORE LANDING
RECOMMENDED AIRSPEEDS INSTRUMENT APPROACHES
The holding, penetration, and downwind On an ILS approach, use of the ILS
airspeeds for iinstrument approaches function is not recommended until
may vary from those which are approximately aligned with the final
recommended. When the aircraft is at approach heading. ILS bank and
normal approach gross weights, the steering information on the HUD and ADI
acceleration and high residual thrust switches to the final approach mode
characteristics of the turbofan engines at when the glide slope is intercepted. This
low power settings, combined with low is indicated on the HUD when the GS UP
aerodynamic drag, make precise airspeed or GS DN light extinguishes. In the final
control difficult. The recommended approach mode the maximum bank angle
technique during instrument approaches command is reduced from 30° to 15°. If
is to select a power setting which will the aircraft heading is considerably
allow the aircraft to stabilize at the different from the final approach heading,
approximate recommended airspeed. the bank angle command may not be
sufficient to align the aircraft on final
HOLDING approach.
The recommended holding airspeed is MISSED APPROACH/GO

250 knots. AROUND
Advance power as required and retract
PENETRATION the speed brake. Retract the gear and
flaps when a climb is established.
Normally, after the power is set
(approximately 72%) the nose is lowered DESCENT CHECK/BEFORE
to approximately 10° and the airspeed is LANDING
allowed to increase slowly to 300 knots. 1. Armament master switch – SAFE
The speed brake can be used if a faster 2. Altimeter – SET
descent is required. Approaching the
final approach fix slow to 200 – 250 LANDING TECHNIQUE
knots and lower the gear and flaps.
The aircraft can accommodate several
INSTRUMENT APPROACHES different landing techniques however the
procedures described are recommended.
The HUD is the primary reference for
instrument flight with ADI mode selected. NORMAL LANDING PATTERN
On downwind, select a power setting that
will maintain between 200 and 250 Approaching the break, power should be
knots. Approaching final, lower gear and set to maintain altitude and airspeed. In
flaps and slow to not greater than on- the break, extend the speed brake to
speed AOA. The speedbrakes can be assist in decelerating to gear down
used to control descents and airspeed if speed. On downwind, below 250 knots,
desired. On GCA final, the velocity lower gear and flaps. During base turn
vector can be used to indicate glide reduce speed to arrive on final at on-
slope. If a 2½° glide slope is used, speed AOA. If faster than on-speed, the
holding 2½° flight path angle with the aircraft will float for considerable
velocity vector will provide a good basis distances. If slower than on-speed, minor
from which corrections can be made. buffet may be noticed.

BEFORE / AFTER LANDING

NORMAL LANDING PATTERN MINIMUM RUN LANDING
When stopping distance is critical, fly
At the flare point, smoothly retard the final at 23 units AOA and use a flatter
throttles to IDLE, and reduce the rate of approach angle (1½° - 2°). Precise
descent. Ground effect will cushion the control of the touchdown point can be
aircraft, and touchdown will occasionally achieved utilizing the velocity vector.
be difficult to recognize. Raising the nose
too high in the flare will cause ballooning
and possibly a hard landing. After
AFTER LANDING
touchdown, raise the nose to 12° - 15°
pitch attitude, maintaining direction with
the rudder. 1. Head knocker – DOWN
2. Speed brake – IN
3. Flaps – UP
CAUTION 4. IFF mode switches – OUT
Limit pitch attitude to 15° to prevent 5. RADAR power switch – OFF
scraping the nozzles. 6. Fuel dump switch – NORM
7. Trim – T/O
8. Landing/taxi light – AS REQUIRED
As aerodynamic braking effects decrease
9. Formation lights – OFF
(60 knots minimum) fly the nose wheel to
10. Anti-ice switches - OFF
the runway and apply brakes as required.
At high gross weights or forward CG
conditions the nose may begin to fall at SINGLE ENGINE TAXI
speeds above 60 knots (do not attempt
to hold it off). Due to high residual 1. CC ground power switch – OFF
thrust, the aircraft may accelerate after 2. AAI – OFF
the nose wheel is on the ground unless 3. ILS/TACAN – OFF
braking is used. 4. VSD – OFF
5. HUD – OFF
6. TEWS – OFF
CROSS WIND LANDING
7. L or R Throttle – OFF
Normal landing procedures can be
ENGINE SHUTDOWN
followed. Insure the pattern is adjusted
so that excessively steep or shallow base
turns are avoided. On final, a wings level 1. INS – OFF
crab into the wind will counteract drift 2. Mode 4 selector – HOLD (if another
and maintain runway alignment. Hold flight is anticipated in code period).
the crab through touchdown then 3. Avionics switches – OFF
maintain ground track with rudder. After Turn avionics OFF prior to shutting
landing, aileron into the wind may be down engines to prevent false BIT
useful to maintain a wings level attitude warnings on the status panel.
and counteract drift. In crosswinds 4. Throttle(s) – OFF AFTER 15
exceeding 15 knots touchdown on the SECONDS
upwind side of the runway is Wait 15 seconds after INS is shut off
recommended. For gusty or turbulent or Mode 4 selector is placed to HOLD
conditions the normal on-speed AOA can before placing throttle(s) off.
still be used but AOA deviations become
more critical.

INS PROCEDURES
NOTE STOR ALIGNMENT
All procedures in this section are for
normal INS operations with the CC 1. Mode selector knob – STOR
operating. 2. Data select knob – PP
After entering data, the RDY pushbutton 3. RDY pushbutton – DEPRESS
should be depressed again to disable 4. Type present latitude, then ENTR
the keyboard and prevent inadvertent 5. Type present longitude then ENTR
entries. 6. Flashing ALN, STOR complete.
ALN should not appear steady but
should flash after 3 minutes.
INS ALIGNMENTS 7. Mode selector knob – INS
Three types of INS alignments are
available. Gyrocompass (GC) is the most BATH ALIGNMENT
accurate and requires 9½ minutes. The
stored heading (STOR) alignment is also
1. Mode selector knob – STBY
accurate and requires only 3 minutes.
2. Data selector knob – M/V
However, a previous GC alignment must
3. RDY pushbutton – DEPRESS
be accomplished with no subsequent
4. Type magnetic variation then ENTR
movement of the aircraft. Best available
5. Follow GC procedure. Mode selector
true heading (BATH) is also a 3 minute
knob is placed in INS when ALN light
alignment but provides reduced accuracy.
comes on steady.
Factors such as wind and temperature
can affect alignment times for all modes.
DATA ENTRY PROCEDURES
GC ALIGNMENT
Data may be entered into the twelve
1. Mode selecter knob – GC
destination positions during the
2. Data select knob – PP
alignment sequence or during ground or
flight operations. The mode selector
4. Type present latitude, then depress
knob must be in STBY or an ALIGN, CCC
ENTR pushbutton.
or NAV position.
5. Type present longitude, the depress
ENTR pushbutton.
After depressing the N/S or E/W
DESTINATION DATA
pushbutton, the appropriate display 1. Data selector knob – DEST
window will go blank. The latitude or 2. Dest data counter – SET
longitude is then typed in. When ENTR is 3. RDY pushbutton – DEPRESS
4. Type destination latitude then ENTR
depressed the latitude/longitude will be
When appropriate alpha letter is
replaced by numbers counting up to
those desired for entry. It is not depressed the display windows will go
necessary to wait until the counting is blank. When the ENTR pushbutton is
complete to continue. The counting only depressed and the data is accepted the
occurs in the alignment process. numbers will not change. If the latitude
data is not entered correctly the widnwo
6. Flashing ALN, GC complete. Steady
will display the numbers originally
ALN should appear after 3 minutes and
flash at 9½ minutes. displayed when DEST was selected.
7. Mode selector knob – INS 5. Type destination longitude then ENTR
For air-to-ground target destinations
NOTE target altitude in feet MSL must also be
If ALN is still steady after 10 mins – entered.
switch to INS 6. Type A, + or – then ENTR

INS PROCEDURES
OFFSET DATA TACAN DATA
Offset data required for the mission must 9. Type + or – altitude then ENTR
be entered with respect to the destination 10. Update pushbutton – DEPRESS
previously stored. The offset may be 11. Type station magnetic variation then
defined in terms of range and true ENTR
bearing (nautical miles to the tenths and
degrees) or in terms of feet (north/south Subsequent depressions of update can
or east/west). The maximum distance be used to recheck stored data.
available is 199,999 feet or 32.8 nautical
miles. INS UPDATING
1. Data select knob – O/S INS updates are performed with respect
2. Dest data counter – SET to destination or tacan previously
3. RDY pushbutton – DEPRESS entered. If is is desired only to note the
update differences and not enter them
Offset in range and bearing - into the INS the CLR pushbutton must be
depressed in place of UPDATE in the
4. Type R, miles then ENTR following procedures:
5. Type B, degress, then ENTR
VISUAL UPDATE
Offset in feet - (Aircraft is flown directly over
selected destination)
4. Type N or S, feet then ENTR
5. Type E or W, feet then ENTR
1. Data select knob – VIS
2. Steer counter – SET
Enter offset altitude -
3. Overfly freeze pushbutton – DEPRESS
(when over destination)
6. Type A, + or – altitude then ENTR
4. Update pushbutton - DEPRESS
TACAN DATA
RADAR UPDATE
Tacan stations and data are entered in (Selected destination is
the same twelve destination positions identified on radar)
utilized for destination and offset data.
The update pushbutton is used in this 1. Data select knob – RDR
mode to sequence the data entry. The + 2. Steer counter – SET
and – keys during channel entry denote 3. TDC – DEPRESS position cursor, then
X or Y band respectively. Two stations of RELEASE
the same channel and band should not 4. Update pushbutton – DEPRESS
be entered.
TACAN UPDATE
1. Data select knob – CCC (Stored tacan station is tuned
2. Dest data counter – SET and received on tacan panel)
4. Type + or -, channel then ENTR
1. Data select knob – TCN
5. Update pushbutton – DEPRESS
2. Tacan panel – SELECT CHANNEL
6. Type tacan latitude then ENTR
7. Type tacan longitude then ENTR
INS PROCEDURES
INS NAVIGATION POSITION MARKING
NAVIGATION TO STORED
DESTINATIONS To steer to marked position -
1. Steer counter – SET 1. Steer counter – SET (M1, M2 or M3)

2. Mode selector knob – INS 2. Mode selector knob – INS
3. Steer mode panel - NAV 3. Steer mode panel – NAV
NAVIGATION TO OFFSET POINT NOTE

(Aircraft over destination) The INS mark function also provides the
capability to mark radar or HUD
4. SEL O/S pushbutton – DEPRESS designated grou targets.
NAVIGATION TO OFFSET POINT EXTERNAL POWER START

FROM PRESENT POSITION
If external power is to be used, and
4. SEL GND MAP on radar cooling air is not available, the following
5. SEL O/S pushbutton – DEPRESS procedures should be accomplished after
the normal cockpit preflight but before
Alternate method: electrical power is applied.
4. Master mode – A/G 1. Avionics – OFF (IFF, RADAR, ILS/TCN,

5. TDC – DEPRESS (less than 1 second) HUD, VSD, INS)
6. SEL O/S pushbutton – DEPRESS If cooling air is available avionics may
be ON as desired.
2. CC switch – AUTO
NOTE
3. External power switch – RESET
The destination information can be
refined to provide more accurate
steering by utilizing the radar or HUD NOTE
designation methods. If finger lifts are raised with electrical
power on the aircraft and engine master
switches ON an engine will engage
POSITION MARKING without command as the JFS starts.
To mark aircraft position -

4. Ground power switch 1-B – ON
5. Fire extinguisher switch – TEST
1. Mark pushbutton – DEPRESS (over
6. Warning and caution lights – TEST
desired position)
The status lights will indicate M1, M2
or M3. JFS START
To read marked coordinates - 1. Engine master switches – CHECK ON

2. JFS switch – CHECK ON
1. Dest data counter – SET (M1, M2 or 3. JFS handle – PULL AND RELEASE
M3) 4. Starter ready light – ON (within 10
2. Data select knob – DEST sec)

ALERT / SCRAMBLE / HOT REFUELING

ALERT / COCKING SCRAMBLE (BEFORE TAKEOFF)
Perform the following prior to 1. Radar – OPERATE

assuming alert status: 2. Harness – CHECK Insure all buckles,
straps and fittings are secure and tight.
1. Complete the Preflight Check through 3. Head knocker – CHECK UP
to Before Taxiing 4. Flight controls – CHECK
a) When the INS has aligned in GC 5. Flaps – CHECK DOWN
(flashing light) go to OFF without 6. T/O trim – CHECK
going to INS. 7. Canopy – CLOSED AND LOCKED
3. INS mode select knob – STOR 8. Pitot heat – ON
4. Avionics switches – ON 9. Warning, caution and BIT lights
5. Do not move the aircraft. – CHECK
10. Engines – CHECK (individually)
If engines are to be shut down: a) Advance throttle rapidly to MIL
1) Nozzle should close rapidly to near
2. IFF – Code Switch HOLD 0% and open somewhat as the
3. Standby Attitude Indicator – CAGE EEC trims the engine.
4. IFF – OFF 2) Rpm and FTIT should increase
5. Engines – SHUT DOWN rapidly at first, then more slowly
as the EEC trims the engine
JFS / ENGINE START (FTIT movement should
correspond to rpm).
Use normal procedures.
HOT REFUELING
NOTE Disarming will be accomplished prior to

If the above actions have not been entering the hot refueling pit. If
completed prior to scramble, normal suspected hot brakes or other unsafe
procedures should be used. condition exists, do not enter the
refueling area. Follow ground crew
The pilot and aircraft are placed on alert directions into the refueling area and
status IAW local policies and directives establish intercom with the ground crew.
(ie. With the pilot out of the cockpit, in If any malfunction is suspected, stop
the cockpit, in the cockpit with external refueling.
power running, and/or in the cockpit
with the engines running. Hot refueling will not be conducted with
any hung ordnance, live free fall, or
externally mounted forward firing
SCRAMBLE (BEFORE TAXIING) munitions aboard the aircraft. Hot
1. Present position – ENTER refueling with TGM's or other captive,
2. Communications and navigation inert training missiles is permissible.
equipment – CHECK External stores and the gun must be
3. Altimeters – SET AND CHECK pinned and weapons switches OFF/SAFE.
4. Personal equipment – CHECK
5. ALN light – FLASHING
6. NAV control mode knob – INS
7. Wheel chocks and intercom cord
- REMOVE
HOT REFUELING
HOT REFUELING HOT REFUELING
Hot refueling will not be conducted if any DURING REFUELING

problems with inflight air refueling, fuel
transfer or fuel venting have occurred. In 1. Monitor Intercom and Appropriate
the refueling area, minimum power will Emergency Response Frequency
be used for taxi; radio transmissions and
canopy repositioning are prohibited WARNING
except in an emergency. Do not transmit on any radio except in
an emergency.
PRIOR TO HOT PIT ENTRY
1. After Landing Checklist – COMPLETE NOTE

2. Dearming – COMPLETE (as required). Terminate refueling with a visual signal
if intercom is lost.
PRIOR TO REFUELING
2. Hands – In Sight of Ground Crew
1. Canopy – AS DESIRED
WARNING
NOTE In the event of a fire or fuel leak in the
Canopy position is a pilot option. A immediate vicinity of the aircraft while
closed canopy may provide fire connected to the hydrant, shut down
protection; however, ground egress and ground egress. If a fire occurs
time will be increased and high ambient outside the immediate vicinity of the
temperature may preclude this option. aircraft, terminate refueling and taxi
If an ejection capability is desired, clear as directed by the ground crew.
canopy must be down and locked and
pilot completely strapped in.
AFTER REFUELING
2. Strap-in Connections – AS DESIRED 1. Fuel Quantity – CHECK

(leave oxygen and communication leads 2. Personal Equipment Leads
connected) – AS REQUIRED
3. Taxi Clear of Refueling Area and
NOTE Configure Aircraft as Required by Mission
Emergency ground egress time can be Plan
saved by disconnecting lap belt,
shoulder harness and survival kit
attachments before refueling.
3. Fuel Display Selector – MAIN

4. Brake and Tire Inspection
– COMPLETE
5. Intercom with Refueling Supervisor
– ESTABLISH

AIR TO AIR REFUELING

PRIOR TO AAR RV PRECONTACT
1. Internal Fuel Quantity – CHECK
2. TACAN – AA REC
TANKER REJOIN 3. CMSP – STBY
4. IFF - STBY
1. Radio – REQUEST REFUELING 5. Refueling Lights – ON
2. TACAN – SET CHANNEL TO TANKER 6. Exterior Lights – ON
3. TACAN Mode – AA T/R 7. INTERCOM Monitor Switch
4. Heading – CONFIRM COURSE TO – AS REQUIRED
INTERCEPT 8. HOT MIC Switch – AS REQUIRED
5. Altitude – 1000 FT BELOW TANKER 9. Signal Amplifier Switch
BASE – AS REQUIRED
10. Fill Disable Switches
– AS REQUIRED
HOT ARMAMENT SAFETY
11. Air Refuel Control – OPEN
CHECK 12. Confirm READY LIGHT – ON
WARNING
1. MASTER ARM Switch - SAFE The receiver will stabilize with zero rate
of closure in the astern position. If the
receiver fails to attain stabilized
LINE CHECK position then breakaway procedures
At least 3 minutes before AAR will be initiated. Failure to do so can
result in a mid-air collision.
Furthermore, the majority of damaged
1. Air Refueling Door – CHECK CLOSED booms results from receivers closing
2. Engine RPM – At least one engine core too fast and exceeding the AAR
RPM minimum 85% envelope (inner limit). It is critical for
3. Air Refueling Line Check Button receivers to stabilize with zero rate of
– DEPRESS closure prior to boom/AAR systems
operator clearing the receiver to
NOTE contact.
Some fuel may vent.
If venting persists abort the mission.
CAUTION
4. Confirm READY LIGHT – ON (within 3 A receiver approaching the boom limits
minutes). at relatively high velocity can cause
structural damage as a result of an
inability to disconnect due to binding
WARNING action of the boom nozzle.
If READY LIGHT does not come on Disconnect or breakaway procedures
then a fuel system problem exists and will be initiated any time the receiver
you should abort the mission. becomes erratic within the AAR
envelope or damage to either aircraft
appears imminent.
Receiver pilots should not attempt to
push the boom in during boom
telescope failure.

AIR TO AIR REFUELING

PRECONTACT CONTACT
NOTE 1. READY LIGHT – OFF

If radio communication between the
boom operator and the receiver pilot is
lost or unreliable, contacts are not DISCONNECT
permitted unless operationally
necessary.
1. Air Refueling Relese Button (Auto
Acquisition Button)
BREAKAWAY PROCEDURE – DEPRESS AND HOLD
Whenever a 'Breakaway' call is made 2. READY LIGHT – ON
the receiver will perform the following
actions:
(1) Immediately disconnect. The NOTE
receiver will commence an immediate For successive contacts you must cycle
descent to achieve vertical separation. the aerial refueling system by pressing
(2) Move back and go to a safe position the Air Refuel Disconnect/Reset button
clear of the tanker and the refueling (Nose Wheel Steering Button) or close
equipment. If possible, drop aft of the and open the slipway door.
tanker until the entire tanker is in sight.
(3) In the event that the receiver loses
visual contact with the tanker during
the breakaway then descend at least POST AIR REFUELING
500 ft below the tanker's last known
altitude.
1. Air Refuel Control – CLOSED
Once the breakaway is terminated, the
2. READY LIGHT – OFF
receiver may either arrange with the
3. FUEL QUANTITY – CHECK
tanker for a further closure or depart.
4. INTERCOM Monitor Switch
– AS REQUIRED
LOSS OF VISUAL CONTACT 5. HOT MIC Switch
Upon losing sight of the tanker, or if – AS REQUIRED
unable to maintain formation due to 6. TACAN – AS REQUIRED
spatial disorientation (SD) a receiver in 7. Exterior Lights – AS REQUIRED
contact or astern or following a
breakaway will simultaneously:
(1) Immediately disconnect
(if appropriate)
(2) Execute the following loss of visual
contact (lost wingman) procedures
while transitioning to instruments.
(3) Make a call of: '(Callsign) loss of
visual contact'
(4) Slow down 10kts.
(5) Hold tanker heading.
(6) Descend at least 500 ft below the
tanker's last known altitude.

COMBAT OPERATIONS
FENCE IN FENCE OUT
1. Navigation Lights – OFF
2. Master Mode – AS REQUIRED 1. Master Mode – AS REQUIRED
3. Weapons Panel (MPCD) – CHECK 2. Navigation Lights – AS REQUIRED
Weapon Stores – CHECK 3. Weapons Panel (MPCD) – CHECK
Chaff/Flares Quantity – CHECK Weapon Stores – CHECK
4. Radar – AS REQUIRED Chaff/Flares Quantity – CHECK
5. ECM – AS REQUIRED 4. RADAR – AS REQUIRED / OFF
6. Cabin Pressure – CHECK 5. ECM – AS REQUIRED / OFF
7. Warning Panel - CHECK 6. Warning Panel - CHECK
8. Damage – CHECK 7. Damage – CHECK
9. Joker & Bingo Fuel Brief - CHECK 8. Cabin Pressure – CHECK
10. Fuel – CHECK AND REPORT 9. Fuel – CHECK AND REPORT
“CALLSIGN FENCED IN, FUEL STATE” “CALLSIGN FENCED OUT, FUEL
STATE”
INGRESS OPERATIONS CHECK
1. MPCD – VERIFY SETTINGS
2. Attitude – CHECK SPEED & ALT 1. Fuel - CHECK
3. RADAR – VERIFY SETTINGS 2. Ammunition - CHECK
3. Damage – CHECK
EGRESS
1. Heading
– CHECK TO FRIENDLY AIRSPACE
2. Warning Panel – CHECK LIGHTS
3. Damage – CHECK
4. Fuel – CHECK
5. Radio – REPORT IF REQUIRED
PROG CHAFF FLARE INTERVAL CYCLE

QTY QTY (SEC)
RADAR WARNING
A 2 0 1 10
B 4 0 0.5 10 PRIMARY THREAT
C 0 4 1 10
D 2 2 1 10
E 2 2 0.5 10
AIRBORNE THREAT
F 4 4 1 10
G 4 4 0.5 10
NEWEST THREAT
H 1 0 1 1
I 2 0 1 1
J 0 1 1 1
MISSILE LAUNCH
(FLASHING CIRCLE)
K 0 2 1 1
L 1 0 1 20
MISSILE DETECTED
M 0 1 1 20

THREAT IDENTIFICATION
GROUND AIRBORNE
RWR NATO RANGE ALT RWR AIRCRAFT
nm ft
23 MIG-23
03 SA-3 GOA 19 59000
25 MIG-25
06 SA-6 GAINFUL 13 46000
27 MIG-27/ SU-27
08 SA-8 GECKO 5.4 16400
27 SU-27
09 SA-9 GASKIN 2.3 11500
29 MIG-29
10 SA-10 GRUMBLE 25 98425
30 SU-30
BB SA-10 GRUMBLE 162
31 MIG-31
CS SA-10 GRUMBLE 65
33 SU-33
EW SA-10 GRUMBLE 178
34 SU-34
11 SA-11 GADFLY 17.3 72178
SD SA-11 GADFLY 46
M2 MIRAGE
13 SA-13 GOPHER 2.7 11500
F4 F-4E
15 SA-15 GAUNTLET 6.5 19685
F5 F-5
S6 SA-19 GRISON 4.32 19685
14 F-14
A ZSU-23 SHILKA 1.35 8200
15 F-15
DE SBORKA DOGEAR 19
16 F-16
SA-18 IGLA 2.8 11000
MANPAD GROUSE 18 F/A-18
ZU-23 1.35 6561 50 A-50 Mainstay
RO ROLAND 3.5 18000 E2 E-2 Hawkeye
GR GIRAFFE 25 33000 E3 E-3 AWACS
P PATRIOT 86 80000 GUIDED MISSILES

GP GEPARD 1.6 9900 RWR MISSILE
HA HAWK 17 45000 9 R-33 (AA-9)

VU VULCAN 1.4 8500 12 R-77 (AA-
12)
S EW OR GCI
54 AIM-54
NOTE
AM AIM-120
The MWS CANNOT distinguish between
enemy and friendly missiles.

EMERGENCY PROCEDURES

STARTING EMERGENCIES

STARTING EMERGENCIES

GROUND OPERATION EMERGENCIES

TAKEOFF EMERGENCIES

TAKEOFF EMERGENCIES

TAKEOFF / INFLIGHT EMERGENCIES

INFLIGHT EMERGENCIES
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INFLIGHT / LANDING EMERGENCIES

LANDING EMERGENCIES

LANDING EMERGENCIES

WARNING / CAUTION / INDICATOR LIGHTS




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T.O. 1F-15C-1 Version: 1.

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DISTRIBUTION STATEMENT: Distribution authorized to all agencies only

HANDLING AND DESTRUCTION NOTICE: Handle in compliance with

COMMANDERS ARE RESPONSIBLE FOR ENSURING ALL

Published under the authority of the Air Force

NOT SUITABLE FOR REAL OPERATIONS.

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The following procesure is applicable to

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Advance engines to 80% and check

During normal afterburner operation, the

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The recommended holding airspeed is MISSED APPROACH/GO

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BEFORE / AFTER LANDING

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1. Steer counter – SET 1. Steer counter – SET (M1, M2 or M3)

NAVIGATION TO OFFSET POINT NOTE

NAVIGATION TO OFFSET POINT EXTERNAL POWER START

4. Master mode – A/G 1. Avionics – OFF (IFF, RADAR, ILS/TCN,

To mark aircraft position -

To read marked coordinates - 1. Engine master switches – CHECK ON

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ALERT / SCRAMBLE / HOT REFUELING

Perform the following prior to 1. Radar – OPERATE

NOTE Disarming will be accomplished prior to

Hot refueling will not be conducted if any DURING REFUELING

1. After Landing Checklist – COMPLETE NOTE

2. Strap-in Connections – AS DESIRED 1. Fuel Quantity – CHECK

3. Fuel Display Selector – MAIN

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AIR TO AIR REFUELING

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AIR TO AIR REFUELING

NOTE 1. READY LIGHT – OFF

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PROG CHAFF FLARE INTERVAL CYCLE

B 4 0 0.5 10 PRIMARY THREAT

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ZU-23 1.35 6561 50 A-50 Mainstay

RO ROLAND 3.5 18000 E2 E-2 Hawkeye

GR GIRAFFE 25 33000 E3 E-3 AWACS

P PATRIOT 86 80000 GUIDED MISSILES

HA HAWK 17 45000 9 R-33 (AA-9)

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GROUND OPERATION EMERGENCIES

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TAKEOFF / INFLIGHT EMERGENCIES

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