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30 Cards in this Set
- Front
- Back
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EGT/RPM Warning Light or Compressor Stall
W: 0 C: 2 |
W: none
C: If flight conditions permit, place throttle to IDLE. Any delay in placing the throttle to IDLE may result in engine damage -If EGT is >745C, engine damage may occur
N: -EGT/RPM warning light illuminates at 650 +/- 8 C or 112.4 +/-1% N1 -If EGT is 620C or greater for 20 seconds, ECA malfunction may have occured. Verify ECA 2 caution light illuminated for secondary indication |
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FIRE Warning Light
W: 1 C: 1 |
W: Sustained high-frequency, high amplitude control inputs during flight with RAT-only hyd px could result in loss of aircraft control. Ejection outside the safe ejection envelope may occur if control is lost during a landing attempt
C: If flight conditions permit, place throttle to IDLE. Any delay in placing the throttle to IDLE may result in engine damage.
*Engine bay fire detected. First indication is FIRE light (&audible warning tone) with secondary indications: rising EGT, excessive FF, erratic/rough engine operation, visible flames/smoke trail, EGT/RPM and/or OIL PRESS warning light, HYD caution light, TP HOT caution light, abnormal fuel flow, visible signs of smoke |
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GTS Fire Warning Light
W: 0 C: 0 N: 0
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NONE |
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OIL PRESS Warning Light
W: 0 C: 1 N: 1 |
*Oil px low. Momentary illumination of OIL PRESS warning light is acceptable under positive G flight conditions following a period of zero or negative G
W: none
C: If more tan idle rpm is needed during recovery, set rpm immediately to 78% to 87% and avoid further changes. If essential, power changes should be made by smooth, slow throttle movements
N: Loss of oil px eventually results in engine seizure. If more than idle rpm needed, the optimum setting is 78-87%. Engine seizure is delayed by: maintaining stable rpm, minimizing throttle movements, maintaining stable rpm, minimizing throttle movements, maintaining 1G flight. Higher rpm settings may be used, if req'd, but will accelerate hte onset of engine seizure |
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OXYGEN Warning Light
W: 2 C: 1 N: 1 |
*Bleed air temp >250F or OBGS BIT failure *Indicated by illumination of the OXYGEN warning light, noticeable problem breathing or hypoxia. The failure may be a high temp bleed air leak, heat exchanger failure, or insufficient oxygen concentration. OXYGEN warning illuminates if the OBOGS/ANTI-G switch is set to OFF.
W: -Failure to set the flow selector to OFF may allow mixing of OBOGS/emergency oxygen breathing gas. -Remain on emerg oxygen until hypoxic symptoms are gone or oxygen flow is lost. Under less than optimal conditions (low alt., heavy breathing, loose fitting mask, etc) as few as 3 min of emerg oxygen may be available
C: It is possible to place OBOGS FLOW selector in an intermediate position btw ON and OFF detents, which may result in a reduced flow of oxygen
N: At higher alt's and lower power settings the OXYGEN warning light may illuminate due to reduced bleed air flow to the OBOGS |
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BRAKE PRESS
W: 0 C: 0 |
* Brake pressure release system has failed |
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Canopy Caution Light |
*Canopy unlocked |
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TP HOT Caution Light
W: 0 C: 1 |
*Tailpipe bay temp has exceeded limits |
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Sim Mode Advisory Light
W: 0 C: 0 |
*Improper discrete being input to the DEU. MFDs and HUD remain inop |
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Clear Engine Procedure W: 0 C: 0 |
After boldface:
If GTS no longer required Engine switch: OFF |
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Emergency Shutdown/ Egress
W: 3 C: 0 |
W: -Do not eject unless the canopy is fully closed -Before pulling the handle, lower the helmet visor, close the eyes and keep the hands and body as far away as possible from the MDC pattern on the canopy -For water egress, pull the emergency oxygen green ring and do not disconnect the oxygen/communication hose. Inflate LPU after exiting the aircraft |
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Abnormal Start / Tailpipe Fire After Shutdown
W: 0 C: 0 |
* If te engine fails to light off within 15 seconds from moving the throttle to idle (WET) *Fails to accelerate from 45% to idling conditions (HUNG) *EGT is excessive (HOT) *Tailpipe fire is indicated
Execute clear engine procedure |
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Brake Failure
W: 3 C: 0 |
W: - Failure of both cockpit occupants to release brakes may result in blown tire(s) and loss of directional control -Failure to judiciously apply rakes without anti-skid protection may result in blown tire(s) and loss of directional control -Pulling the parking brake above taxi speed without anti-skid protection may result in blown tire(s) and loss of directional control |
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Brake Failure- AFLOAT
W: 2 C: 0 |
W: - Consideration should be given to ejection seat envelope and proximity to deck edge - Ejection must be initiated prior to any landing gear departing the flight deck
N: Attempting to round loop the aircraft bay bring the aircraft to a stop. Hitting an immobile object rather than departing the flight deck is highly recommended. |
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Loss of Directional Control
W: 3 C: 1 |
W: - Rudder pedal forces may be as high as 180# to successfully counter the swerve. Failure to counter the swerve may result in departing the prepared runway surface - Failure of both cockpit occupants to release brakes may result in blown tires(s) and loss of directional control -Failure to judiciously apply brakes without anti-skid protection may result in blown tires(s) and loss of directional control
C: Retraction of gear or flaps may cause additional damage to flaps, gear doors, or wheel well area |
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Abort
W: 0 C: 1 |
C: Braking during CDP engagement may raise the hook point sufficiently to miss the arresting gear
N: - If off center just prior to engaging the arresting gear, do not attempt to go for the center of the runway. Continue straight ahead parallel to the runway centerline - A hot brake check is recommended for any high speed abort |
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Aircraft Settling off Catapult
W: 0 C: 0 |
NONE |
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Engine Failure During Catapult Launch
W: 0 C: 0 |
NONE |
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Blown Tires at the Carrier
W: 2 C: 1 |
*May cause engine FOD; blown main gear tire may damage the flaps and/or brake lines. Any blown tire may damage the gear doors or wheel well equipment, and will adversely impact directional control at touchdown *Short field Fly-in arrestment is recommended over a shipboard recovery for AC with blown tires. The decision to use either should be dictated by operational and environmental factors surrounding the emergency
W: -Shipboard landing with blown tire(s) is not recommended due to limited ability to control aircraft yaw and remain within the landing area -Rudder pedal forces may be as high as 180# and must be applied within 0.25 seconds after touchdown to successfully counter the swerve. Failure to counter the swerve will result in departing the lateral confines of the landing area on arrested rollout or bolter
C: Retraction of gear and flaps may cause additional damage to flaps, gear doors, or wheel well area
N: -Repositioning the flaps is recommended after a visual inspection confirms that the flaps have not been damaged -Consideration should be given to adjustment of the touchdown point by targeting the 2-wire. For a single blown tire, it is important to take into account which tire is blown and the possible rollout path of the aircraft following a hookskip or bolter -Cockpit lateral accelerations of up to 0.5G can be expected upon touchdown and during landing rollout |
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Engine Failure
W: 0 C: 0 |
*Decreasing rpm and EGT with corresponding reduction in thrust. *First indication of flameout is FUEL PRESS caution light, followed by GENERATOR & AC INV warning/caution lights (when <42% & undervoltage is sensed) *Immediate airstart should be attempted ASAP following confirmation of engine failure (w/in 10 sec) to maximize chances of a successful restart *Failure of engine main fuel system is likely to be indicated by incorrect or uncommanded engine response. Relighting in MANUAL fuel system is recommended if such a fuel system failure is suspected |
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Unassisted Airstart (Immediate/Windmill)
W: 2 C: 0 |
*IMMEDIATE:Fastest airstart is immediate bc internal engine components are still relatively hot. *WINDMILL: more favorable if rpm is > 13%. rpm may call to 0 during a prolonged descent at low AS due to engine accessory loads. This is not an indication of mechanical failure unless preceded by other symptoms. If rpm falls below 13%, do an assisted airstart *ENGINE SEIZURE: max range gliding is severely reduced. If rpm remains at 0 and READY advisory light does not come on during GTS assisted start, seizure is confirmed *High altitude/ low AS
W: -To prevent loss of situational awareness and aircraft control, ensure the aircraft is recovered/upright and you have switched your instrument scan to the standby instruments due to MFDs, DEU, SADS, and VCR/CEU dropping off line during GTS start -Engine starts with throttle above the ground idle position may cause engine surge/overtemperature
N: -Most effective below 25,000' MSL and >250 KIAS -Following a failed relight, subsequent attempts should be delayed 30 seconds to drain pooled fuel if practical -MFDs, DEU, SADS and VCR/EU drop off line during DEU start -Ignitors fire for 30 seconds after releasing GTS button -FF, EGT, rpm should be closely monitored after placing throttle to IDLE for successful or unsuccessful airstart -Enging may stagnate btw 30-40% N2 during unassisted (windmill) airstarts. Should be possible to complete start by trading altitude for airspeed with throttle at IDLE -GTS starts not reliable > 15,000' MSL -May be attempted at any alt/AS w/in 10 sec of any engine flameout or shutdown |
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Assisted Airstart
W: 2 C: 0 N: 0 |
W: -Engine starts with throttle above the ground idle position may cause engine surge/overtemperature -To prevent loss of situational awareness and AC control, ensure the AC is recovered/upright and switch to stby instrument scan
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Electrical Fire
W: 0 C: 2 N: 0 |
C: -Directional control characteristics are degraded due to forward NLG doors being open -Careful modulation of the engine is required since the ECA is inoperative. Refer to the ECA Caution Light Procedures |
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Smoke or Fumes in the Cockpit
W: 3 C: 1 N: 4 |
*BLUE GRAY smoke: engine bleed air leak or residual oil in AC ducts, burns eyes *WHITE/GRAY smoke: electrical short/overload condition:: refer to procedure for electrical fire
W: -DCS may be experienced when operating in an unpressurized cabin abover 18,000' MSL even with working oxygen system. Symptoms of DCS include pain in joints, tingling sensations, dizziness, paralysis, choking and/or loss of consciousness -Failure to ensure mask is secure/tight could result in hypoxia -Actuation of MDC handle with helmet visor up could result in severe eye injury
C: -Avoid max temp operation for extended periods of time automatic temp control limits are inoperative in MANUAL mode and damage to the AC may occur
N: -DCS becomes a physiological concern at exposures to cabin alt in excess of 18,000 ' MSL. The potential for DCS increases at exposures above 25,000' or in the case of a rapid decompression. Aircrew exposed to these conditions should be alert for the symptoms of DCS -If canopy is shattered, airflow over the cockpit area has a suction effect and causes a greater cabin px alt to be experienced than the actual AC alt. The effect is related to AS and alt, but may typically give an increase of up to 5,000' cockpit alt -May take several minutes to clear canopy -Selecting COOL or WARM drives temp control valve until knob is released. Temp control valve remains in last selected position, CABIN TEMP knob springs back to center position. |
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Hypoxia/ OBOGS Contamination
W: 2 C: 1 N: 0
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W: -Failure to set flow selector to OFF may allow mixing of OBOGS/emergency oxygen breathing gas/ -Remain on emergency oxygen until hypoxic symptoms are gone or oxygen flow is lost. Under less than optimal conditions (low alt, heavy breathing, loosefitting mask, etc) as few as 3 min emergency oxygen may be available.
C: -It is possible to place OBOGS FLOW selector in an intermediate position btw ON and OFF detents, which may result in a reduced flow of oxygen
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Total Electrical Failure
W: 0 C: 2 N: 0 |
C: -Directional control characteristics are degraded due to forward NLG doors being open -Careful modulation of engine is required since the ECA is inoperative. Refer to ECA Caution Light Procedures
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Uncommanded Roll/Yaw
W: 0 C: 0 N: 0 |
NONE |
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Departure/Spin Procedure
W: 1 C: 0 N: 4 |
*INVERTED: AOA pegged at 0 units, AS oscillating between 50-160KIAS, turn needle indicating inverted *UPRIGHT: (unlikely) AOA>28 units, AS oscillating between 80-140 KIAS, turn needle pegged
W: -To prevent loss of SA and AC control, ensure the AS is recovered/upright and you have switched instrument scan during GTS start
N: - Failure to neutralize lateral stick with AS increasing past 160 KIAS may result in entry into -25 degree AOA mode and delay recovery -During spin recovery, if unable to move rudder pedals, proceeding with appropriate lateral stick input will aid in recovery and reduce forces on the rudder -During spin recovery, if unable to move rudder pedals, proceeding with appropriate lateral stick input will air in recovery and reduce forces on the rudder - Recovery is indicated by recovering AOA, reducing roll and yaw, and increasing AS |
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Controllability Check **Not a boldface, but good to know |
*Severity of damage/malfunction, fuel remaining, flight conditions (VFR vs IFR), field landing facilities, other existing emergencies, pilot experience dictate whether to investigate slow flight characteristics prior to landing.
1. Climb as required, maintaining flying AS and proceed toward point of intended landing 2. When possible, obtain a visual inspection by another AC to assist in evaluating the damage 3. Slow the aircraft to 200 KIAS in 10 knot increments 4. Landing gear -- DOWN 5. Slow the aircraft in 5 kt increments; slow to an airspeed at which flight controllabilit starts to become marginal (no slower than optimum AOA). Increase AS 10 kts and use as a minimum AS 6. Flap extension is at pilot's discretion. If no damage is evident in the flap and slap area, maintain minimum as while extending flaps to 1/2. Recheck controllability using step 5 to determine new minimum AS. If damage to slap area but no damage to flap area consider no flap arrested landing. *If minimum AS is too high for landing, extend flaps with EMER FLAPS switch and recheck controllability using step 5 7. Field arrested landing recommended. Shipboard landing not recommended |
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GINA Failure
W: 1 C: 0 N: 2 |
W: -GINA miscompare logic remains active only when in HYBD mode and receiving 4 satellites. When operating in INS, the miscompare logic is not activated which could eventually cause incorrect aircraft attitude, velocity, and position information to be displayed
N: -GPS antenna shading during maneuvering flight could cause a dropout of one or more satellites causing temporary inactivation, GINA miscompare logic and return of previously blanked display symbology -GINA Miscompare failure BITs are latched until the failure condition is no longer present. When the miscompare condition no longer exists, the failure indication is removed. Miscompare peak values are recorded in the GINA flight history record |
